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12 - May 27, 2025 Special Meeting of Council Agenda PackageEl m ou sty Elgin County Council Special Council Meeting Orders of the Day Tuesday, May 27, 2025, 12:30 p.m. Council Chambers 450 Sunset Drive St. Thomas ON Note for Members of the Public: Please click the link below to watch the Meeting: https://www.facebook.com/ElginCounty Accessible formats available upon request. Pages 1. Meeting Call to Order 2. Approval of Agenda 3. Introductions, Recognitions, Memorials 4. Adoption of Minutes 5. Disclosure of Pecuniary Interest and the General Nature Thereof 6. Presenting Petitions, Presentations and Delegations 7. Motion to Adopt Recommendations from the Committee of the Whole 8. Committee Recommendations 9. Reports for Information and Immediate Consideration 9.1 Director of Engineering Services - Draft Multimodal Transportation 2 Networks and Strategies - Elgin County Transportation Master Plan 10. Council Correspondence 11. Statements/Inquiries by Members 12. Closed Meeting Items 13. Motion to Rise and Report 14. Consideration of By -Laws 14.1 By -Law No. 25-24 Confirmation 227 15. Adjournment (1�u�n0y�'l" .._.���mu��MM!M�O161W; TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin This document has been formatted for double -sided printing. Cover photo credits, left to right- 1 . P. Dutchak 2. By abdallahh from Montreal, Canada - Port Stanley, Ontario (Lake Erie), CC BY 2.0, cropped https-Hcommons.wikimedia.org/w/index.php?curid=38657869 3. P. Dutchak 4. By P199 at Wikimedia Commons — Rodney, Ontario licensed under CC BY -SA 3.0, cropped. https-Hcommons.wikimedia.org/wiki/File-Rodney_ON.JPG Page 3 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Table of Contents 1 Introduction...............................................................................................1 1.1 Report Purpose and Outline...............................................................1 1.2 County Transportation Context...........................................................2 1.3 Study Overview...................................................................................2 1.4 Round 2 Engagement Overview.........................................................2 1.4.1 TMP Phase 1 Update Additional Engagement .........................2 1.4.2 Round 2 Communications and Engagement Opportunities .....3 1.4.3 Engagement Inputs..................................................................4 2 TMP Strategic Framework........................................................................5 2.1 Guiding Principles...............................................................................5 2.2 Transportation Vision..........................................................................5 2.3 Goals..................................................................................................6 2.4 Multimodal Network Development Process........................................6 3 Toward Achieving Elgin County's Transportation Goals ......................8 3.1 Goal 1: Environmental Protection.......................................................9 3.2 Goal 2: Fiscal Responsibility.............................................................10 3.3 Goal 3: Future Readiness.................................................................11 3.4 Goal 4: Efficient County and Inter -Regional Connections.................12 3.4.1 Responding to Anticipated Road Capacity Constraints .......... 13 3.4.2 Updating County Road Classifications and Design ................20 3.4.3 Rationalizing County Transportation Network Assets ............27 3.4.4 Supporting Safety on County Roads......................................32 3.4.5 Responsiveness to Changes and Challenges ........................35 3.4.6 Passenger Transit Service Provision.....................................39 3.5 Goal 5: Healthy Communities...........................................................41 3.5.1 County Cycling Master Plan Network.....................................42 3.5.2 E-bikes and Other Micromobility Vehicles..............................46 3.5.3 Pedestrian Crossings of County Roads.................................49 3.6 Goal 6: Economic Prosperity............................................................50 3.6.1 Facilitating and Managing Heavy Truck Traffic ......................50 3.6.1 Supporting Rail Freight..........................................................53 vnivnivni ',1R f1(f S C(DIr7 Page 4 of 227 i TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.6.2 Supporting Cycling Tourism...................................................54 4 Road Network Focus Areas and Strategies..........................................55 4.1 Addressing Anticipated Road Capacity Constraints ..........................55 4.1.1 Base -Year Road Network Traffic and Capacity Analysis .......55 4.1.2 Population and Employment Growth......................................61 4.1.3 Currently Planned Transportation Network Improvements ..... 65 4.1.4 Future Traffic Growth.............................................................66 4.1.5 Overview of Road Capacity Improvement Alternatives ..........74 4.1.6 Assessment of Road Capacity Improvement Alternatives ...... 83 4.1.7 Summary of Recommended Road Capacity Projects ............94 4.2 County Road Rationalization............................................................96 4.2.1 Philosophy of a County Road Network...................................96 4.2.2 Recent Road Transfer History................................................97 4.2.3 Road Rationalization Framework...........................................97 4.2.4 Road Rationalization Analysis Results.................................100 4.2.5 Recommendations...............................................................100 4.3 Review of County Bridges on Local Roadways..............................105 4.3.1 Background..........................................................................105 4.3.2 Analysis and Recommendations..........................................108 4.4 Carpool Lot Assessment Framework Development ........................110 4.4.1 Criteria for Evaluating Candidate Carpool Lots ....................110 4.4.2 Methodology and Criteria Scoring........................................111 4.4.3 Monitoring Performance.......................................................113 5 Transit Feasibility Analysis..................................................................114 5.1 Current Passenger Transit Service Provision.................................114 5.2 Engagement Inputs.........................................................................117 5.3 Focus Markets and Connections....................................................117 5.4 Exploration of Potential Service Approaches..................................118 5.4.1 Summary of Service Type Applicability to Elgin County ....... 119 5.5 Recommended County Transit Service Concept ............................120 5.6 Transit Service Implementation Considerations..............................126 6 Cycling Master Plan Network Development........................................128 7 Next Steps..............................................................................................131 vnivnivni ',1R f1(f S C(DIr7 Page 5 of 227 ii TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Appendix A: Road Rationalization Analysis Detail......................................A.1 Appendix B: Road Cross -Section Design Guidance...................................B.1 Appendix C: Cycling Facility Design Guidelines for Elgin County ............C.1 Appendix D: Roundabout Screening Tool....................................................D.1 Exhibits Exhibit 1.1: Transportation Infrastructure Overview in Elgin County....................1 Exhibit 2.1: TMP Network Development Process................................................7 Exhibit 3.5: County of Elgin Functional Road Classes, Official Plan (2024).......24 Exhibit 3.6: Recommended Functional Road Classification Changes ...............25 Exhibit 3.8: Summary of County Road Rationalization Recommendations ........ 30 Exhibit 3.10: Cycling Networks as Components of a Multi -Modal Transportation Network.....................................................................................................43 Exhibit 3.13: City of Toronto Micromobility Strategy Graphic: "Where can I ride this micromobility vehicle in Toronto"........................................................48 Exhibit 3.14: County Road Seasonal Half -Load Restrictions (March 1 to April 30) 51 Exhibit 4.1: Year 2024 Weekday Average Traffic on Elgin County Roads ......... 56 Exhibit 4.2: Estimated Capacities by Road Class, Posted Speed, and Number of Lanes........................................................................................................57 Exhibit 4.5: Projected Population Growth in Elgin County and Adjacent Municipalities.............................................................................................62 Exhibit 4.6: 2024-2054 Population -Based Traffic Growth Factors by Zone .......67 Exhibit 4.11: Road Segments Exceeding Capacity in 2054 PM Peak Period (Unconstrained Population -Based Traffic Growth)....................................73 Exhibit 4.13: County of Elgin Designated Road Right -of -Way Widths ...............77 Exhibit 4.14: Estimated Capacity Increases by Road Segment for Road Network Alternatives and Options...........................................................................78 Exhibit 4.15: Yarmouth Centre Road Traffic Count Summaries .........................82 Exhibit 4.16: Recommended County Road Network Capacity Improvements ...95 Exhibit 5.1: Current and Currently Proposed Transit Services in Elgin County andVicinity..............................................................................................115 Exhibit 5.2: Considerations for Transit Service Types.....................................121 Exhibit 5.3: Key Transit Nodes and Linkages for Elgin County ........................125 vnivnivni ',1R f1(f S C(DIr7 Page 6 of 227 iii TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit 6.2: Cycling Network Review Considerations.......................................129 Exhibit B.1: Element Widths for County Rural Roadways....................................5 Exhibit B.2: Open Ditch Drainage or Fill Slope Elements....................................6 Exhibit B.3: Element Widths for County Urban Roadways...................................7 Exhibit B.4: Element Widths for Selected Urban Cycling Facilities Where Provided......................................................................................................8 Exhibit B.S: Summary of Sample Rural Cross Sections.......................................8 Exhibit B.6: Summary of Sample Urban Cross Sections...................................14 Exhibit C.1: Levels of Separation for Cycling Facilities........................................7 Exhibit C.2: OTM Book 18 — Rural Facility Pre -Selection Nomograph.................9 Exhibit C.S: Cyclist Operating Space Requirements..........................................16 Exhibit C.12: Guidance on Paved Shoulder and Buffer Width Guidance on Rural Roadways with Operating Speeds over 70 km/h.......................................22 Exhibit C.13: Truck Passing Aerodynamic Impact on Cyclists ...........................23 Exhibit C.14: Example Cross -Section of Conventional Bicycle Lanes, with and without On -Street Parking.........................................................................25 Exhibit C.16: Cross -Section of Buffered Bicycle Lanes.....................................25 Exhibit C.17: Cross -Section of One -Way Physically Separated Bicycle Lanes .27 Exhibit C.18: Cross -Section of Two -Way Physically Separated Bicycle Lanes .27 Exhibit C.19: Single -Lane Roundabout - Uncontrolled Crossing Treatment, Rural Context...................................................................................................... 30 Exhibit C.20: Single -Lane Roundabout - Uncontrolled Crossing Treatment, UrbanContext...........................................................................................30 Exhibit C.21: Ontario Municipal Highway Classification for Road Maintenance.32 Exhibit C.22: Minimum Winter Maintenance Standards for Municipal Highways 33 Exhibit C.22: Minimum Snow Accumulation for Bicycle Lanes along Municipal Highways................................................................................................... 33 vnivnivni ',1R f1(f S C(DIr7 Page 7 of 227 iv TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 1 Introduction 21 1 / " �, m�uriniwam�a R, m re X, 'TranspolrtatJon Master FlIIan The County of Elgin is developing its first Transportation Master Plan (TMP), branded "Elgin in Motion". This long-term strategy will outline transportation policy directions and identify transportation infrastructure plans to meet the transportation needs of the County's residents, businesses, and visitors through 2054, considering all modes of travel. Robust multi -modal transportation connectivity is vital to making Elgin County an even more accessible, safe and prosperous place to live, work, and visit, both for the County's vibrant settlement areas and its rural communities. "Transportation" includes the movement of people and goods by all travel modes: car and truck, rail, public transit, cycling, walking and more. 1.1 Report Purpose and Outline The TMP is developed via a multi -phase study process. The study's first phase has been documented in the Phase 1 Update: Needs and Opportunities report (March 2025). The current report documents the development of the preferred transportation networks, comprising the two subsequent phases of the Elgin TMP study: Phase II: Network Alternatives: this phase develops future -year multi - modal transportation networks by identifying potential network alternatives (infrastructure, policies, strategies and more) that respond to identified transportation needs and opportunities, and assessing the alternatives against TMP goals to identify preferred solutions. Phase III: Supporting Strategies: this phase develops in further detail selected focus -area actions and strategies identified in Phase II. Final recommendations together with implementation phasing and costing will be developed as part of Phase IV, the final phase of the TMP study. Following this introductory chapter, the report is structured as follows: Chapter 2 outlines the TMP's strategic framework in terms of TMP principles, and a transportation vision and goals for Elgin County; it also \I \I \I \I \I \I ', 1 RS 1(.f I S C (D I I I Page 8 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin provides an overview of how these are used to identify and assess potential TMP actions; Chapter 3 identifies actions that address the needs and opportunities and move the County of Elgin closer to its stated transportation goals, collectively representing the "alternative solutions" component of the Municipal Class Environmental Assessment Master Planning process. Chapters 1 through 6 provide additional information for specific focus area actions and strategies by mode or market area; and Chapter 7 describes next steps in the study process. Additional details on selected actions and strategies are included as appendices to this report. 1.2 County Transportation Context The Elgin County TMP will speak to transportation infrastructure and policies elements under the County's purview across all transportation modes that support the movement of people and goods across the County. The County's road, rail and airport infrastructure can seen in Exhibit 1.1. Under Elgin County jurisdiction, the County road network is a particular focus of the TMP, as opposed to local municipal roadways (the responsibility of the County's seven Local Municipal Partners) or Provincial highways. Given the interconnectedness of transportation networks across governments, collaboration with Local Municipal Partners and other stakeholders, as well as the public, is an important aspect of the TMP study. 1.3 Study Overview A transportation master plan is a forward -looking document developed to guide the planning, expansion and management of a multi -modal transportation system —the infrastructure and services that move people and goods. As outlined in the Phase 1 Update report, the TMP study adheres to the Municipal Class Environmental Assessment (MCEA) planning process for Master Plans under the Province of Ontario's Environmental Assessment Act, 1990. The MCEA planning process provides a transparent approach to planning and building municipal infrastructure. vnivnivni ',1 R f 1(f S C (D I r7 2 Page 9 of 227 0 LU 7-5 ED 0- 0 > LU o _g) LU > 0 0 0 Z, Z LU 0 C) < U) LU 0 0 7-5 cq H .2 < -W —j —0 Z 7-5 M- 0 0 C) CL U) < CD a C:) 0 CL u) -0 CD z U) m < < Cl- x LU 111,0111 O (L) 7 (D rl— N N 0 .0 0 (D M- 0 (D 0) (D (D 2 0 U) m C— (D C- M CO 0 (D U) < (D C6 (D 0 2 (D TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Like most municipal TMPs, the County of Elgin TMP follows the MCEA's Master Plan Approach 1, which takes a broad scope and level of assessment at a regional or systems scale, and provides support for future investigation of recommended projects. More detailed investigations at the project -specific level will be required in order to fulfil the MCEA requirements for the specific recommended Schedule B and C projects (i.e. projects with higher environmental impact) identified within the Master Plan. The County of Elgin TMP study uses the following planning horizon years to envision and prepare the future multimodal transportation network - Near -Term — 2034, aligning with capital planning needs over the next 10 years; Medium -Term — 2044, aligning with the ultimate horizon year of the County's 2024 Official Plan; and Long -Term — 2054, the ultimate timeframe for TMP recommendations. 1.4 Round 2 Engagement Overview Complementing the technical work described in this document, a second round of engagement will be conducted, with the following objectives: Update the public and stakeholders on TMP study progress; and Invite feedback on the draft transportation networks and TMP strategies. Inputs received will help identify the need to refine any draft study recommendations before proceeding to the final phase of the TMP study. 1.4.1 TMP Phase 1 Update Additional Engagement A first round of public and stakeholder engagement for the TMP was conducted in 2021 to inform the TMP study's understanding of transportation needs and opportunities. The study was paused 2022-2024 to better understand the implications of the annexation of County lands to St. Thomas and of major industrial development planned in St. Thomas. To help ensure that this understanding remains current, an additional public survey was conducted by the County together with posting the TMP's Phase 1 Update report to a new/updated TMP webpage. In total, there were 55 responses to the four multiple choice questions, with varying numbers of responses to each question. Responses to each question were as follows: Overall, how satisfied are you with the County road network? 29% satisfied, 33% neutral — neither satisfied nor dissatisfied, 24% dissatisfied, and 14% not sure (21 total responses); What is your top concern with respect to the County road network? 50% Safety issues due to driver behaviour, e.g. speeding, vnivnivni ',1 R f 1(f S C (D I r7 2 Page 11 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin and 13% for each of the remaining response options (8 total responses); What factors would most encourage you to make greater use of the County cycling network? 47% address safety issues due to driver behaviour, e.g. speeding, 27% too much potential for vehicle - cyclist collisions, 27% other (14 total responses); and If transit services were available to take you to your desired destination in Elgin County, how likely would you be to use these services? 27% very likely, 27% somewhat likely 18% somewhat unlikely, 27% very unlikely (11 total responses). Responses to the question "What is one key suggestion you would offer to the study team to enhance transportation in Elgin County?" noted the need to make active transportation safe at places people need to go, as well as the need for continued and expanded public transit services including connections to various towns and villages. 1.4.2 Round 2 Communications and Engagement Opportunities County staff presented County Council with a TMP progress update, including the draft Cycling Master Plan networks, as well as the findings of the County asset rationalization study at the County Committee of the Whole meeting on April 22, 2025. cunt u n6� l pproved flie unf inirna on our IMay 13, 2025 I...L..II3�q. Engagement opportunities for the second round of engagement include the following: Public Information Centre (PIC) 2: A virtual event hosted on the study web page, launched on tee; this included a slide deck ("presentation boards") to summariziing draft Phase II and III findings; and A brief public survey on the draft recommendations, also launched virtually on Idate, and remaining open o for input until t �; the p ' questionnaire asks respondents to identify the most important draft actions, and to note whether they would modify or remove any of the draft actions, and if so, how. Communications for the second round of engagement included the following: • Migration to a new/updated study webpage (https://engageelgin.ca/tmp); • Notice of Public Consultation 2, posted on the study web page on IL date , and sent to members of the public part of study contact list as well as Indigenous communities on dater, and posted multiple times on County social media platforms preceding and during the PIC; • Periodic reminders on the County's social media—Facebook, X (formerly Twitter), ceder, of engagement events. \ni\ni\ni ',1 c s 1(fi S C(DI r7 3 Page 12 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 1.4.3 Engagement Inputs All engagement activities and inputs throughout the TMP study are documented in a separate Engagement Summary report, which provides additional details regarding the engagement process, objectives, conduct of engagement activities, and a comprehensive summary of findings from stakeholder and public input. This section wiillll be updated with Ikey themes and messages Iheard from the publliic and stakeholders follllowiing Round 2 engagement. Page 13 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 2 TMP Strategic Framework The TMP study is guided by three strategic framework elements: the transportation Vision, Goals and Guiding Principles. The Guiding Principles help guide and direct the TMP study process, while the Vision and Goals point to desired TMP study outcomes. These were developed in Phase I of the TMP study to align with other County of Elgin policies, and informed by industry best practices. They received general support from the public and stakeholders, and were refined only slightly based on input received. 2.1 Guiding Principles Ten TMP Guiding Principles were developed to guide the TMP study process: Plan for an efficient multi -modal, accessible transportation network, supporting cycling and transit as feasible travel options. 2. Support the safe and dependable movement of people and goods. 3. Plan for transportation equity to ensure the transportation network meets the mobility needs of all County residents. 4. Encourage efficiency and compatibility by integrating transportation and land use planning. 5. Contribute to building healthy and complete communities. 6. Protect transportation corridors for all modes to meet the needs of future residents and visitors. 7. Provide meaningful opportunities to engage with the community and other stakeholders. 8. Support and emphasize fiscal responsibility to be able to deliver programs and services now and in the future. 9. Support strategies to reduce negative impacts on the environment and be resilient to the impacts of climate change. 10. Consider the values of residents and develop solutions that are context - specific to protect and enhance the character and cultural heritage of Elgin County. 2.2 Transportation Vision The starting point in responding to transportation -related needs and opportunities with recommended actions and strategies is the transportation Vision and associated Goals. \ni\ni\ni ',1 c s 1(fi S C(DI r7 5 Page 14 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin The Vision Statement, which states the desired future state of Elgin County as it relates to its transportation system, is as follows: 2.3 Goals The Goals are each categorized as either overarching or mobility. OVERARCHING GOALS are cross -cutting and influence all TMP recommendations: Ilf;;mnviiiuronimentalll Protection: Minimizes disruption of local natural habitats, waterways, agricultural land and natural heritage features, and also reduces greenhouse gas emissions. III°°iiiscalll Responsibility: Represents cost-effective County spending on infrastructure and operations and takes advantage of partnership opportunities. III°°utuure IReadiness: Is future -looking, responsive to changes and trends, and adopts or is prepared for new emerging mobility options where appropriate. MOBILITY GOALS respond directly to transportation -related needs and opportunities and actions are identified that align with these goals (Section 3): Effiiciient County and Inter-IRe iionall Connections: Provides safe, efficient and dependable multi -modal connections between communities in the County and inter -regionally, and supports the provision of transit. IHealthy Communities: Improves and encourages local mobility options, including walking and cycling, for daily living and supports the development of accessible and complete communities. Econorniic Prosperity: Supports prosperity in the County by helping goods move to and from markets in the County and beyond, and by enhancing the tourism experience. 2.4 Multimodal Network Development Process As per Phase 2 of the Municipal Class Environmental Assessment process, the TMP study identifies and evaluates "alternative solutions" to respond to the identified problems or opportunities, and assesses these alternative solutions. \I \I \I \I \I \I ', 1 RS 1( f I KEY C (D I I I 6 Page 15 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin The TMP development process as it relates to the identification of recommended networks, actions and strategies is shown in Exhibit 2.1. Exhibit 2.1: TMP Network Development Process TRANSPORTATION VISION 05* GOALS NEEDS AND OPPORTUNITIES DRAFT ACTIONS FOR ASSESSMENT FOCUS AREAS AND STRATEGIES RECOMMENDATIONS The transportation Vision and Goals form the foundation of the step-by-step network development process. Transportation needs and opportunities were identified and described in detail in the Phase 1 Needs and Opportunities report. These are summarized broadly as follows: • Support the County road network for efficient and safe connectivity of residents, businesses, visitors and goods; • Expand active transportation connections and infrastructure; • Explore the potential for transit; • Support the movement of goods to, from and within Elgin County; and • Develop supporting strategies and policies. As the next step in the multimodal development process, the various needs and opportunities are grouped under the most applicable TMP goal. Potential actions in response to each need are identified and assessed across all goals, and retained where there is significant alignment with the goals. Selected topics involving further analysis or description are detailed in Sections 1 through 6, or in the appendices of this report. Phase IV of the TMP study will estimate high-level costs and develop implementation phasing for recommended TMP actions. \ni\ni\ni ',1 c s 1(fi S C(DI r7 7 Page 16 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3 Toward Achieving Elgin County's Transportation Goals This section identifies draft actions to respond to identified transportation needs toward bringing Elgin County closer to its transportation vision and goals. Preparing for new or improved transportation infrastructure is a key part of strategic long-term transportation planning. However, updated strategies, policies, guidelines and decision -making frameworks also have a significant impact on how transportation networks are used, improving the use of existing transportation infrastructure for a range of travel modes. Therefore, draft actions can include infrastructure projects, policy directions, studies/exploration, pilot projects, seeking collaboration with partners, and more. The draft actions build on opportunities identified in the Phase I report. This chapter is structured according to the six TMP goals. As was outlined in Section 2, the first three TMP goals are Overarching Goals that inform all TMP recommendations. These goals do not themselves lead to specific actions. These goals serve primarily as lenses through which to assess identified actions and strategies identified by the TMP process. Each Overarching goal has a summary list of TMP actions that are most important to achieving these goals, but the actions themselves are driven by and developed under the Mobility Goals. The last three goals are Mobility Goals, each targeting specific travel modes or travel markets, together leading to the development of a safe, equitable and efficient multi -modal transportation system. The needs and issues identified in Phase I are organized under the most applicable Mobility Goal and further grouped by travel mode. Draft actions are identified in response to each need to bring Elgin County closer to its envisioned future. Each draft action is assessed broadly for its degree of alignment across all six goals using a seven -point scale: very low, low, medium - low, medium, medium -high, high and very high, as in the example below. Sample Alignment with TMP Goals: (D Enviiironmentall Iiiscall Future Pirotectiion Responsiibiilliity Readiiness medium high Efficient Healthy Connections Communities very high very high medium \I \I \I \I \I \I ', 1 RS 1( f I KEY C (D I I I 8 Page 17 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.1 Goal 1: Environmental Protection IINflhnlhrWl rqptii in of°bcaIIII natu4II IIII Ill[t lii waterways, r ii iIIIP lilt IIII I&nd wridiii lilt IIII IIheritage °features, iiIIII .. i iiit r .. iii IIII a .. gas .. ilia I l Protecting the natural environment is a key concern for many Elgin County residents; this includes reducing anthropogenic pollutants, improving safety for wildlife near transportation corridors, and maintaining as much of the rural or natural landscape as possible. The Canadian federal government and Ontario government also have greenhouse gas emissions reduction targets in light of climate change concerns. This overarching goal recognizes that there is a need to: • Limit road expansion and widenings, and reduce the impacts of new transportation infrastructure on the natural environment; • Reduce motorized vehicle emissions; • Reduce the number and/or length of motorized vehicle trips needed; and • Consider expanding the use of freight rail to reduce the demand for trucks to carry goods. The following are some of the TMP actions presented in this document that help progress toward the goal of environmental protection: ROADS: Optimize the existing County road network through Functional Road Classification and related guidelines to protect the network's mobility function, which can defer the need for some road widenings and expansions; Consider natural environment in assessing potential road widenings; Support the provision of charging stations for electric vehicles, which can reduce local levels of anthropogenic pollutants compared to vehicles powered by fossil fuels; TRANSPORTATION DEMAND MANAGEMENT: Reduce growth in the number of cars on the road by identifying potential locations for carpool lots and work toward implementing the most strategic and feasible options, among other transportation demand management strategies; CYCLING: Develop a County Cycling Master Plan to provide a connected County cycling network and encourage cycling as a feasible alternative to car travel for some shorter -distance trips; and \I \I \I \I \I \I ', 1 RS 1(.f I S C (D I I I 9 Page 18 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin GOODS MOVEMENT: Consider strategies to support increased freight rail transport (to reduce the demand for trucks to carry goods). 3.2 Goal 2: Fiscal Responsibility IIII" .. III it .. .. iii effect . iii III .. iii liii iing an hnfrastructure and III .. iiir l IkeIkes advantage ofIII r iii .. iiir III liilIII II iirt u i liii l The County must use local taxpayer dollars wisely and effectively, optimizing the return on investment spending for local residents and businesses. This overarching goal recognizes that there is a need to: Maintain careful stewardship of County resources for the road network; Reduce/manage the high costs of cycling network expansion; and Manage the high costs of transit provision in a low -demand, largely rural area. The following are some of the TMP actions presented in this document that help progress toward the goal of fiscal responsibility: ROADS: Via a Road Rationalization analysis, determine which roads align best with County -wide vs. local objectives, so that the County can better focus resources on its most important roads; Review County bridges on local municipal roads for their cost and strategic value network, and recommend transfer to local municipalities or closure to cars where appropriate; CYCLING: Develop a Cycling Master Plan network that leverages existing infrastructure where feasible to reduce costs, e.g. utilizing roadways with sufficient roadbed width for paved shoulders; Implement cycling network improvements together with other 10-Year Capital Plan road improvements to reduce implementation costs, where feasible (Phase IV of the TMP study); and TRANSIT: Leverage external provincial or federal funding when available to support transit provision, and secure partnerships to allow increased service levels. vnivnivni ',1 R f 1(f S C (D I r7 10 Page 19 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.3 Goal I Future Readiness II lt .. Il lilt .. ,� IIII liii iii � liII III iii and lilt .. and III it liils I it it iii .. .. iiir .. iiir r III li IIII lii III l III lilt . iii Where .. II I III it iri III � .. The TMP study aims to prepare the County to respond to current transportation needs and anticipated transportation trends; however, there are also many significant uncertainties and unknowns at any given time. It is important to be prepared for anticipated changes such as increased population growth, leveraging new and emerging technologies as appropriate, etc. Yet it is also important to be adaptable, to monitor trends and to pivot to new paths when needed. This overarching goal recognizes that there is a need to: • Enable County roadways to serve their intended function well into the future; • Monitor and respond to travel behaviour changes and traffic changes; • Support appropriate new growth -related transportation infrastructure; and • Be prepared for new vehicle technologies. The following are some of the TMP actions presented in this document that help progress toward the goal of future readiness: ROADS: • Protect the role of County roads as identified through a Functional Road Classification review; • Continue implementing a robust traffic count program to better understand travel trends and needs; • As part of future TMP updates, periodically reassess the need and timing for road network widenings, expansions or other improvements; • Explore the feasibility and benefit of the County implementing Development Charges to establish funding for growth -related infrastructure; • Monitor the advancement of connected and automated vehicles and support their implementation in line with the Province's initiatives; • Continue to expand a County -wide network of public electric vehicle charging stations; and • Monitor developments and best practices related to micromobility including e-bikes and e-scooters toward developing County policies to increase safety for all road users. Page 20 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.4 Goal 4: Efficient County and Inter -Regional Connections Provides f , efficient and dependable imulti-imodal connections lbetweein communitiesin the nt and inter - regionally and supports the r i i f trainsit. This is the first of three mobility goals for the Elgin County TMP, which build on complement the previous three overarching goals. Goal 4 focuses on inter -community and inter -regional travel within, to, from and through Elgin County, carried out by motorized means, i.e. passenger vehicles or transit where available. Trips between settlement areas are typically longer distance and in a largely rural setting. (Cycling, which typically involves shorter distances, is addressed under Goal 5.) These longer -distance trips depend on a connected, efficient, well -designed and well -maintained road network. Collision risks, noise, emissions and other traffic impacts need to be minimized and managed. The road network also needs to be prioritized, maintained and protected to continue to serve County travel needs over the long term. Passenger transit services can also play a role in addressing these needs. Phase I of the TMP identified the following key needs and issues related to roads and transit; addressing these is the focus of this goal. ROADS: • Respond to anticipated growth in both passenger vehicle and truck traffic from major developments in Elgin County and vicinity, and from a growing population in the region; in particular addressing anticipated road capacity constraints; • Related to the above, respond to transportation connectivity challenges through downtown Aylmer; • Consider the needs of seasonal traffic to support the County's economy; • Clarify the role and function of County roadways to facilitate decision - making and design; TRANSIT: Consider the following in seeking to expand passenger transit service provision in Elgin County: Prioritize transit provision according to current predominant travel patterns in the County; Consider connections to serve new and emerging employment centres in the area; Provide connectivity between settlement areas (e.g. Aylmer currently has no transit service); vnivnivni ',1 R f 1(f S C (D I r7 12 Page 21 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Identify transit solutions to support economic opportunities, e.g. serving weekend recreational demand; Consider the County's demographics, in particular a growing aging population, youth and others who may not always have personal vehicle access, those who are not physically capable of driving, and seasonal migrant workers. Recommended actions under this goal are organized by mode. ROADS: • Responding to anticipated road capacity constraints; • Updating County road classification and design; • Rationalizing County transportation network assets; • Supporting safety on County roads; • Setting the County Road network on a path for the future; and TRANSIT: Expanding passenger transit service provision and ridership. 3.4.1 Responding to Anticipated Road Capacity Constraints Elgin County and area municipalities are anticipated to see strong growth through the TMP study horizon, anchored by major industrial development in the area, most notably the electric vehicle battery cell plant in St. Thomas, currently planned to open in 2027. Another new major employer, the Amazon Fulfillment Centre in Southwold, has been in operation since October 2023. These major developments will continue to shift commuting patterns and increase heavy truck traffic. The population of Elgin County is anticipated to increase by over 20,000 residents over the next three decades, from approximately 57,300 residents in 2024 to 77,400 in 2054—a 35% increase'. Per the County's Official Plan (2024), population growth in the County will occur primarily in Tier 1 settlement areas. The largest growth is anticipated to take place in the Municipality of Central Elgin: increasing by 7,600 from approximately 15,500 residents in 2024 to 23,000 in 2054-49% growth. The residential redevelopment of the former St. Thomas Psychiatric Hospital property is the focus of this growth. Meanwhile, population growth in adjacent municipalities is anticipated to be even more robust. This includes the City of St. Thomas (76% growth from 2024 1 "Updated Growth Forecasts and Land Needs Assessment for County of Elgin" (Memorandum), Hemson, February 4, 2025. Population growth is detailed further in Section 4.1. These Elgin County population figures reflect more up-to-date estimates than those provided in the TMP Phase I Update report. vnivnivni ',1 R f 1(f S C (D I r7 13 Page 22 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin to 2054), Middlesex Census Division (the City of London and County of Middlesex; 55% growth) and Oxford County (53% growth). These adjacent municipalities will continue to be important centres of employment and other activities for Elgin County residents in the future. The predominantly north -south travel patterns between Elgin County and these adjacent municipalities are expected to continue, with increasing traffic levels. Road Capacity Improvements While planned major improvements by MTO to Provincial Highways 3 and 4 will accommodate a large portion of the anticipated longer -distance vehicular traffic growth through 2054, some traffic capacity constraints on the County road network are also anticipated. Appropriate improvements to existing roads and/or the identification of new County roads, especially those that serve north -south connectivity, need to be defined and addressed. Elgin County's dense network of creeks and streams presents unique and considerable challenges to constructing new roadways or expanding existing ones. The need for bridge crossings or large culverts, and the grading or excavation needed to adapt the road to varying elevations near the waterways, add considerably to construction costs and to environmental impacts. Construction can also disrupt wildlife habitats, requiring study and planning in close collaboration with local conservation authorities, and mitigating measures to protect sensitive species will need to be implemented. Roadway capacity analysis and the impact of alternative roadway improvements are explored in Section 4.1. Based on this assessment, the road capacity changes shown in Exhibit 3.1 and outlined below are recommended. Widening Highbury Avenue (CR 30) through Elgin County from two lanes to four lanes is recommended in response to increasing north -south travel demand. This expansion would connect to the City of London's draft planned medium -term (2035-2045) widening of Highbury Avenue to the north. Together, widening Highbury Avenue would create a four -lane roadway that directly connects from St. Thomas to Highway 401. This direct route is one of the top two routes with the most daily traffic of any County road today. Providing more traffic capacity on this route will provide the most relief compared to other north - south roadway alternatives that were explored (Section 4.1). Focusing the traffic increase on the expanded higher -quality roadway is expected to reduce the amount of traffic infiltrating onto other, less suitable, roads. Within Elgin County, in particular south of Ferguson Line (CR 45), it is noted that the vicinity of Kettle Creek is environmentally sensitive. The first step to the potential widening is to conduct a municipal class environmental assessment (MCEA) to understand environmental conditions, develop and evaluate alternatives, identify mitigating measures, and preliminary cost estimates. Page 23 of 227 72 U 10 m 0 0 M raw :01 CL E wE E a e m 0) CL w m 0 z M, ca z F I-z CL m 0? 0� 2 u 14 v "a c c q o Lo T a 0 c E E m in -0 'S E o r., 'D E m ry a, :> m < u Cc u C M Im : 0 m 12 0 0 0 m < m 0 -i7 > C. 0 0 m '0 m n M 0 r- r- cn c C L M, 0 rw-P -71 c o E o 0 ........... - R 2 2 sp Q 0.5 A co 10 10 u. LL CL 0 f L2. ....... ----------------- - - - --7 ............. . - ------ 7-7 ------- rc . ... ....... VY.... ). . ....... ....... H .... . .. ..... � I'll- ....... . . . Ar, ZSl pvag ... . . .... ........... 0 0 Is, o 1 Urr00 ..... ..... . . .... At 1�7 �o lk� . . . . ....... 01 of# Im TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin The road capacity expansion projects also include the following: Improving west St. Thomas connectivity capacity via widening of Wellington Road (CR 25) south of Highway 3 from two to four lanes; Improving north -south connectivity capacity and operations through design optimization of Belmont Road (CR 74) to a Rural/Urban Arterial Road standard, with special attention to the settlement areas of Belmont and New Sarum, as well as design optimization of Ron McNeil Line (CR 52) between St. Thomas and Belmont Road; Creating an effective southeast St. Thomas bypass- - John Wise Line (CR 45) from Sunset Drive to Centennial Road reclassified and protected/designed as an Urban/Rural Major Arterial; - Centennial Road (CR 28) from John Wise Line to Elm Line reclassified and protected/designed as an Urban/Rural Major Arterial; - Elm Line (CR 56) design optimization as a Rural Arterial from Centennial Road to Yarmouth Centre Road; and - Transfer of Yarmouth Centre Road from Elm Line to Highway 3 from the Municipality of Central Elgin to the County, and improving the roadway to a County Rural Arterial standard; Creating an effective southwest St. Thomas bypass via design optimization of John Wise Line (CR 45) from Sunset Drive to Talbot Line (CR 3) — reducing traffic growth pressure from Sunset Drive (CR 4), one of the highest -traffic but constrained roadways in Elgin County; and Strengthening the Aylmer downtown bypass by reclassifying Elm Street/Beech Street (CR 53) and protecting/ designing this route as an Urban Major Arterial together with operational adjustments to encourage a greater proportion of traffic, especially heavy vehicle traffic, to use the CR 53 routing around central Aylmer (see also section 3.6.1). The timing of these improvements will be examined in Part IV of the TMP study. Action- Implement the recommended road network capacity improvements over the TMP horizon, pending funding and approvals. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium -high* medium** very high very high high very high * Recommendations seek to first optimize the use of the current County road network where feasible, limiting environmental impact. This also assumes that the EA will identify the appropriate provisions to minimize environmental impacts. ** Funding assistance would be needed to implement Highbury Avenue (CR 30) widening. vnivnivni ',1 R ,1(f S C (D I r7 16 Page 25 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Carpool Lot (Provision Supporting carpooling through the provision of convenient parking areas is one way the County can potentially reduce the number and/or length of passenger vehicle trips. The provision of carpool lots can help to alleviate roadway capacity issues and improves the overall efficiency of the transportation system by reducing the number of vehicles travelling on the roads. Carpooling, also known as ridesharing, is a travel demand management strategy designed to increase vehicle occupancy, thus enabling greater person -carrying capacity of the road network. Carpooling is a common and cost-effective means in reducing single -occupancy vehicle trips, particularly in areas that are not well served by public transit. It can also serve an important mobility function for non- drivers or those without access to cars. Carpooling can reduce energy consumption, reduce congestion, lower road maintenance costs, improve air quality, increase mobility options, solve parking challenges by optimizing parking demand, improve costs savings for those who carpool, and can also result in cost savings related to deferral of capital expenditures (e.g. road widening). Carpool facilities are intended to provide a convenient, safe and accessible meeting point and parking location to facilitate carpooling. Carpool specific lots— as well as carpooling -dedicated spaces at conventional parking lots at businesses or transit stations —can encourage and facilitate carpooling, as they may increase the area from which potential carpoolers can originate, since they avoid home -based pick-up/drop-off. These lots are typically close to highways and major roadways. There are no MTO or municipally -owned carpool lots located in Elgin County, but several in close proximity, as shown in Exhibit 3.2. Consolidating trips at different areas throughout the County, as well as supporting the visibility, safety and attractiveness of carpooling, are important considerations in identifying candidate lot locations. Opportunities to support carpooling in Elgin County should align with major trip flows (i.e. key connections and geographic travel patterns). St. Thomas, London, Tillsonburg and Aylmer were identified as being desired carpooling ridesharing destinations. Potential carpool lot locations, shown in Exhibit 3.2, were identified based on analysis, feedback received from engagement activities, and input from County staff. General locations with high strategic value due to anticipated relatively high demand include the following: Southwold: Responding to employment growth at the Amazon Fulfilment Centre. Central Elgin: Responding to anticipated residential growth in Norman Lyndale. vnivnivni ',1 R f 1(f S C (D I r7 17 Page 26 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Highbury Avenue: Capturing travellers along Highbury Avenue (CR 30) between St. Thomas and London and beyond via Highway 401. The provision of carpool lots along this corridor coincides with TMP recommended capacity widening. Aylmer: Attracting carpoolers to and from Aylmer, a key settlement area. Highway 401 corridor: Interchanges along Highway 401 represent key strategic locations in capturing commuting trips. An initial list of candidate carpool locations is identified for the County to assess and prioritize as part of the carpool lot strategy recommended by the TMP, as follows: • West Elgin: Formalizing and upgrading the small gravel lot on the west side County Road 76 north of Highway 401 in West Elgin (already used by carpoolers). • Dutton/Dunwich: Formalizing and upgrading the widened gravel shoulder on the west side of County Road 8 north of Highway 401 (already used by carpoolers). • Central Elgin: Port Stanley Terminal Rail parking lot at County Roads 20 and 4. • Central Elgin: Fire Rescue Station #1 in Port Stanely at County Roads 4 and 23. Section 4.4 discusses considerations for the development a criteria -based assessment framework to screen candidate carpool lot locations for their suitability and feasibility. The assessment framework can be developed as part of a County carpool lot strategy to formalize the County's role in carpool lot provision. Action- Develop a County carpool lot strategy that formalizes the County's role in carpool lot provision, identifies strategic locations and corridors, and provides a criteria -based assessment framework to assess candidate lot locations and prioritize carpool lot provision. The preliminary locations identified as part of the TMP can then be assessed as part of this strategy, along with other candidate locations that may be identified. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Protectiion Responsiibiilliity Readiiness Connections Communities Prosperity high high high very high high high vnivnivni ',1 R f 1(f S C (D I r7 18 Page 27 of 227 a LU .0 75- 0 U) a 0 > LU _g) 0 LU U) 0 0 0 Z LU 0 0 .1cc :�7 C) —j (D CL < 0 LU 0 0 0 0 1-- U) � . 9 L- < Z —j M ::D — 0 z M- 0 C) < 0 < CL C:) = 0 i4 CL u) � (D z U) m < < Cl- x LU IJ Z5. .. . ........ .... .... . Uo o Oil o o ....... . .. 2! -6 02" 0 dT m fly bi .... ...... .. ... U ....... ........... . . f All ... ... .. .. fill 'IS 41 � A -Y, t , ll, 4.7 s, .. . . . .... . . rfi y,J-z / 10 "I'll, .. .... .. r) CO C6 rl- CN CN 4- 0 co CN (1) TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.4.2 Updating County Road Classifications and Design Functional Road Classification Update An early task in the TMP study, in conjunction with the County's preparation of the 2024 Official Plan update, was to review the County's functional road classification framework and then apply the updated framework to the County Road network. A functional road classification framework establishes a hierarchy of roads based on the degree to which the segment prioritizes serving the movement of traffic vs. the degree to which it prioritizes access to adjacent land. Consistent with Transportation Association of Canada's (TAC's) Geometric Design Guide for Canadian Roads (2017), the highest classes in the traffic movement function hierarchy are freeways, major arterials and arterials, giving high priority to traffic movement and a lower priority to local property access; collector roads give approximately equal priority to both functions; and local roads and public lanes put a decreasing focus on traffic movement and an increasing priority on local property access. Functional road classification reflects both a roadway's strategic role in the broader network and the roadway's local context and characteristics. Functional road classification can promote consistency in the road network, as decisions and designs are more consistently applied across the County based on each roadway's intended role. A functional road classification framework supports the following: • Establishing and applying consistent design standards and cross - sections; • Establishing and applying consistent standards for operational characteristics such as density of land access, expected traffic volume thresholds, posted speed limits, typical accommodation of cyclists and pedestrians, and parking provisions; • Protecting the intended traffic mobility function and capacity of higher - order roadways, limiting the need for future road expansions; • Identifying routes suitable for heavy vehicles and truck traffic; • Integrating and coordinating land use planning with transportation planning; and • Directing and prioritizing maintenance and operational activities. The updated functional road classification adopted by the County of Elgin Official Plan (2024) was developed to better align with industry best practices and TAC guidelines. In particular, it distinguishes between urban and rural roadways, which have differing characteristics and needs. vnivnivni ',1R f1(fS C(DIr7 20 Page 29 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Rural roadways tend to serve longer -distance travel at higher speeds, and may have a higher proportion of trucks and farm equipment. Where appropriate, pedestrians and cyclists are accommodated through paved shoulders. These are built with rural cross-section design, e.g. with roadside drainage ditches. Urban roadways have a higher density of adjacent land uses, with the potential for increased volumes of pedestrians, cyclists, and transit vehicles, in addition to cars and trucks. They typically have lower posted and design speeds, sidewalks, cycling lanes, and may have roadside parking provided. These roadways are built with urban cross-section design, e.g. with curbs and underground storm sewer drainage. Within designated settlement areas that do not have a sufficiently high density of adjacent development, roads may be designated as semi -urban. For design purposes, semi -urban roads may include a balance of urban and rural road design features to provide a context -sensitive combination of characteristics. The 2024 Official Plan's updated functional road classification framework includes the following classes: • Rural Roads (Exhibit 3.3): Rural Major Arterial; Rural Minor Arterial; Rural Collector; Rural Local. • Urban Roads (Exhibit 3.4): Urban Major Arterial; Urban Minor Arterial; Urban Collector; Urban Local; and The application of this framework to the County road network is shown in Exhibit 3.5. Action- Continue to apply the Official Plan's functional road classification framework and resulting County roadway classifications in a range of transportation and land use planning decision -making, protecting each roadway's mobility and land access functions into the future. ctionu Where feasible and in conjunction with other capital works or as other needs arise, implement upgrades to existing roadways to better align with the typical characteristics outlined in the framework, prioritizing the road network capacity improvements identified in Section 3.4.1. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity high high very high very high high high vnivnivni ',1 R f 1(f S C (D I r7 21 Page 30 of 227 A- V Z W N N 7-5 � U .a W O W 0 � � Y W O O O V H U- aJ� � h � a� a� z� Q U 'a a o Q L I.fi O — o M d u) - M Cn m .O NZ LL LL W ■ cu .. •. 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KJ u o o w 15 '6 E 0 0 LL -JI D "D :D CL .. . . ........ .. /YY . . . . . . . . . . . . . . . . . . �% 44 I I"' . . . . . . . . ... ", 'P . . . . . . . . . Ilk �s N, err rrrm .. ...... . . ok IN" 4k 14" I TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin RECOMMENDED FUNCTIONAL ROAD CLASSIFICATION As the TMP study continued into multimodal network development, some additional desired revisions to the functional road classifications of selected roadways were identified, as summarized in Exhibit 3.6. Action- Prepare an amendment to the Official Plan to reflect recommended functional road classification changes. Exhibit 3.6: Recommended Functional Road Classification Changes Centennial Avenue Urban Arterial Urban Narrow right-of-way and high (CR 28), Central Collector density of land access (driveways) Elgin — Elm Line to precludes the ability to improve Hwy 3 this segment to a suitable County Arterial road standard Centennial Avenue Urban Arterial Urban Major Protects roadway for needed (CR 28), Central Arterial traffic mobility/ St. Thomas bypass Elgin — Elm Line to function Empire Pkwy Centennial Avenue Rural Arterial Rural Major Protects roadway for needed (CR 28), Central Arterial traffic mobility/ southeast St. Elgin — Empire Pkwy Thomas bypass function to John Wise Line John Wise Line (CR Rural Arterial Rural Major Protects roadway for needed 45) — Sunset Dr to Arterial traffic mobility/ southeast St. Centennial Ave Thomas bypass function (update to Urban Major Arterial when urbanized) John Street North Urban Major Urban Arterial Reflects the intention to redirect (CR 73), Aylmer — Arterial traffic to the CR 53 downtown Hwy 3 to Beech St Aylmer bypass Elm St/Beech St (CR Urban Arterial Urban Major Reflects the intention for this route 53), Aylmer — Hwy 3 Arterial to serve as the downtown Aylmer to John St N/ Imperial bypass, redirecting a portion of Rd traffic currently using John Street North (CR 53) vnivnivni ',1R f1(fS C(DIr7 25 Page 34 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Roadway Cross Section Desigin Guidance Roadway design guidance focused on typical cross sections can provide the County with a practical application tool for context -sensitive planning. In alignment with planning best practices, including considerations for multi -modal mobility for both rural and urban roadways, the design guidance reflects the variations of each functional road classification designation. Roadway cross section design guidance is included as Appendix B. Design considerations for selected cycling facilities along County roadways, including considerations for cycling routes along roundabouts, are included in Appendix C. ctionu Adopt the roadway cross section design guidance and incorporate recommended cross-section characteristics into future road works and corridor planning. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium high very high very high high medium IPlanning Guidance aince for Roundabouts Roundabouts are increasingly being implemented across Ontario jurisdictions including within Elgin County as an alternative to traditional intersections. By reducing speeds and providing continuous traffic flow, they have been shown to have the advantages of efficiency and of reducing major collisions. However, they also require increased land relative to traditional intersections, and are not the best operational solution in all cases. Drawing on best practices and available guidance, a Roundabouts Screening Tool has been developed for the County of Elgin, and is included in Appendix D. Action- Adopt the TMP's Roundabout Screening Tool to assess the suitability of a implementing a roundabout vs. at a given location. Alignment with TMP Goals - Environmental Fiscal Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity high high very high very high medium medium vnivnivni ',1R f1(f S C(DIr7 Page 35 of 227 26 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.4.3 Rationalizing County Transportation Network Assets County road and bridge assets were assessed toward potentially rationalizing these assets to those that are most strategic for serving County travel needs as opposed to local municipality needs. County Road Rationalization County road rationalization is the process of reviewing and optimizing the road network within the county to ensure each roadway's function aligns with County vs. Local Municipal Partner ownership. The process involves applying a logical framework to determine which roads serve County mobility objectives to a sufficient degree to remain in or be added to the County road network. The framework and its application are described in Section 4.2, with additional detail provided in Appendix A. The findings are summarized in Exhibit 3.7 as a map showing recommended near -term and long-term transfers. The total length of road network proposed for transfer is summarized in Exhibit 3.8, showing the impact on the total extent of County roadway in each local municipality. Action- County staff to develop an implementation action plan and asset transfer protocol to facilitate the transfer of approximately 22 km of County roads to Local Municipal Partner ownership, per the TMP's County road rationalization assessment's recommended near -term transfers. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity high very high very high very high high very high Review of County Bridges oin Local Municipal Roads A review of County bridges along local municipal roadways was conducted toward determining whether jurisdictional transfers are warranted. The framework and recommendations of the task are described in Section 4.3. The following is a summary of recommendations based on the findings of the analysis. Continue County ownership and operation: • Dingle Street Bridge: Relatively high use as direct local connection to Aylmer. • Gillets Bridge, Sparta Line: Near -term replacement required to continue use; consider replacing despite its high cost due to network redundancy value. vnivnivni ',1R f1(f S C(DIr7 Page 36 of 227 27 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Recommended closure to motorized vehicles: • Fulton Bridge Line: Near -term replacement required to continue use; Very high replacement cost and limited use; consider closure to cars or alternative structure. • Jamestown Line Bridge: Very high replacement cost, consider closure to cars (if Gillets Bridge remains open for cars). Recommended download to local municipality: • Fleming Creek Bridge, McPherson Road: High redundancy and low use. • Lings Bridge, Southminster Bourne: Low potential for future road - facing industry due to adjacent rail line. • McGinnis Bridge, Thomson Line: Very low use; bridge primarily serves a few residences along the road segment. • Harkness Bridge, Willsie Bourne: Only minor deviation to higher - order roads vs. bridge. • Edison Drive Bridge: Steel structure has recently been replaced. The recommendations are also summarized in map form as Exhibit 3.9 Action- County staff to initiate planning process for the permanent closure and subsequent removal of the Fulton Line Bridge and the Jamestown Line Bridge. Action- County staff to initiate asset transfer protocol to facilitate the transfer of five bridges as recommended by the TMP bridge assessment. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium very high high high medium medium vnivnivni ',1R f1(f S C(DIr7 Page 37 of 227 28 I rl- N N 4- 0 co co (D 0) (U 0- F- :Z7 LU 75- 0- 0 Ed U) > LLJ U) a 0 0 Z, 0 Z LU o :z- C) _j (D CL LU 0 0 U) 0 -j ::D 0 z M- 0 C) U) 0 �s (D Q. 0- < - a 0= 0 CL u) z U) m < Cl- 1-D x 0- LU H Z W O J W W 0 Y W O O Z Q Z U J J N d Q w 0 LU O h .5; - N o a� M ::D o z Q O — O = U aD z � ¢ o O—`0 d Cn -0 N Z Cn Cl- _N Q 0 0 0 0 0 0 0 o O� I� O m It I- N d O d M O M cM IMMUMMEM 0 0 0 0 0 0 0 0 CD M In O It w N d T7 Cfl O LQ tG • • R. R. R. R. • m I� CD I T- T- (N ItI ~ 1LO 00 Immmmmmm a 9 I ti N N 4- 0 M N O) ....... ..... a) CL cl a) 1`1 .......... . 0 as M a) (1) 6 " 0 Q- ul m LL W co) w 0, > > (D,,., 1, f (D a) 0 m 0 > �2 E _0 2 0 .. .. ..... ......... .... ..... . ........... 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J,,',�,J . ....... .... a) .......... . . . /-�-llll C: 0 CL 0) 0 . . ... ... a) CL 0 > 0 a) (D o 0 0 tA E 0 C: a) cr o .2)-o CL 0 (n CD z a) -7— a) wa a) 0 o m 0 n (n 4- w 5 5 cu a) 0 =3 0 0 CL 0 V) th n 0 0 (n ca 0 E U) a) 0 a) 0 C o (n ca > 0 o)-o F- c 0 r .- r- .0 (U CL c - o k� 0 r- cr 0 o 0 tm cz U. z U r > 0 L) -Fu (D n n Zp -6 cm EL 0 0 -j M I/N . . . . . . . . . 0 0 =5 0 0 7) M E to m CL !E 75 C M ? � .2 E2 C T-5 7Q 5 OL 0, — h�( Ile 2 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.4.4 Supporting Safety on County Roads Based on year 2021 County traffic counts and 5-year collision rate average, the County's 4.5 fatalities per billion vehicle -kilometres travelled is less than the national rate of 4.7 (Transport Canadian Motor Vehicle Traffic Collision Statistics, year 2020), though efforts to continue to reduce collisions and support road safety is a top priority for the County of Elgin. TMP public engagement findings showed that road safety is a top transportation concern, often with respect to speeding concerns and having adequate separation of cyclist and pedestrians from motorized traffic. A road safety lens has been embedded throughout Elgin County's TMP development, including the following: • Functional Road Classification: A structured functional road classification helps reduce potential traffic conflicts between traffic mobility and driveway access; • Cross -Section Design: Guidance for cross section design indicated how vulnerable road users can be accommodated on different roadway classes, aligning with best practices; • Cycling Master Plan Network Development: A planned County- wide network of connected routes was developed to help residents and visitors have safer cycling options with the appropriate level of separation from motorized vehicles; • Pedestrian Crossings on County Roads: The TMP recommends that the County develop a clear and consistent policy or framework for implementing safe pedestrian crossings of County roadways; • Roundabout Screening Tool: The roundabout screening tool will help to guide decision -making in the provision of safer and more efficient intersection controls; and • Goods Movement: TMP recommendations include maintaining an appropriate network to support truck traffic, while managing the negative impacts of heavy trucks on local communities. Monitoring and AddressingCollision "IlHot pots" A collision hot spot refers to a specific location where a higher frequency of traffic collisions occur, posing a higher safety risk to road users due to factors such as road design, traffic volume, signage, or driver behaviour. The TMP Phase I Update report included a traffic collisions analysis to identify County road locations with the highest frequencies of collisions and factors in the collisions. The analysis was based on a 4.5-year collision dataset (January 2020 through July 5, 2024). Of the 1,105 reported traffic collisions, 10 resulted in vnivnivni ',1R f1(f S C(DIr7 Page 41 of 227 32 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin (0.9%) resulted in fatal injury, 124 (11.2%) resulted in non -fatal injury, and 971 (87.9%) involved property damage only. The County has already been responding to the findings of this analysis, implementing improvements in support of increased road safety. Action- Continue to monitor and identify County road locations with a higher frequency of collisions or safety concerns, and implement mitigating measures and other safety considerations to improve road user safety. Alignment with TMP Goals: Environmental) Fiscal (Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium medium high very high very high high IRoad Safety Strategy To support the record for strong safety performance along the County road network, and to respond to concerns from members of the public, the following may be considered in developing a formal County road safety strategy: Speed limit reduction request process: A clear, structured framework for County staff to evaluate, review and implement changes to speed limits on municipal roads is recommended. Traffic calming: Traffic calming2 is identified by the 2024 County of Elgin Official Plan as a tool that can be used to improve vulnerable road user safety in certain locations and as a requirement of a development approval. The County may consider traffic calming measures at selected road segments, such as along rural roadways that transition into settlement areas or school zones. Traffic calming suitability is dependent on the roadway segment, and should be evaluated based on context, safety needs and community priorities. A traffic calming program for the County should be informed by the Canadian Guide to Traffic Calming (2018) by the Transportation Association of Canada, with the aim of reducing driver speeds, decreasing traffic volumes where appropriate, improving driver 2 Traffic calming is a means of altering driver behaviour through measures or programs to improve safety conditions for all road users, including vulnerable road users such as pedestrians and cyclists. A successful traffic calming program results in reduced driver speed, decreased traffic volumes and through traffic, improved driver awareness and caution, enhanced safety, improved quality of life for residents, limited impact to emergency response providers, and effective implementation and operational costs. Different traffic calming measures are suited to specific contexts for both rural and urban areas, and it is important to apply the most appropriate measure that responds to the circumstances of a location. vnivnivni ',1R f1(f S C(DIr7 Page 42 of 227 33 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin awareness and caution, and enhancing overall safety for all road users. Automated speed enforcement: A strategy to assess the suitability and need for automated speed enforcement (ASE)3 to address speeding at selected locations on Couty roads, working in partnership with the Ontario Provincial Police and Local Municipal Partners, is recommended. Safety Council: Leveraging the knowledge of the local municipalities is a key opportunity for information sharing and responding to priorities among residents County -wide. The establishment of a Safety Council consisting of County staff and representatives from each of the County's seven Local Municipal Partners would help to facilitate knowledge and resource sharing. The Safety Council could meet twice annually to discuss road safety related matters across the County, as well as programs and initiatives aimed at increasing road safety. Action- Standardize the County's speed limit reduction request process and staff's approach to evaluating, reviewing and implementing changes. Action- Develop a traffic calming tool and process to provide County staff the appropriate framework to identify, assess, respond to requests, and implement suitable measures. The County may look to the Central Elgin Traffic Calming Policy for guidance or location specific measures. Action- Conduct an automated speed strategy to explore suitability and opportunities to use automated speed enforcement, in collaboration with the Ontario Provincial Police and local municipalities. Action- Establish a County Safety Council, with representation from local municipalities, for the purpose of resource sharing, and allocate funding and resources for studies aimed at analyzing and improving road safety. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity medium high very high very high very high high 3 Automated Speed Enforcement (ASE), also known as speed cameras, presents an opportunity for increased enforcement of unsafe driver behavior. ASE is an automated system that uses a camera with a speed measurement device to detect and capture images of vehicles travelling faster than the posted speed limit. Images are reviewed by Provincial Offence Officers and then tickets are issued to the owner of the vehicle. The Province of Ontario allows municipalities to operate an ASE program only within designated Community Safety Zones. vnivnivni ',1R f1(f S C(DIr7 Page 43 of 227 34 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.4.5 Responsiveness to Changes and Challenges The following actions seek to ensure the County Road network is prepared to face financial challenges and new and emerging technologies. Development Charges Development charges are a discretionary (optional) municipal financing tool to fund increased capital costs and support growth -related infrastructure and services resulting from new development. Regulated by the Province's Development Charges Act, 1997, a municipality can implement charges through by-law against new land development, and are paid to a municipality upon the issuance of a building permit. These charges are collected from developers to ensure that infrastructure and services growth is paid for by new growth rather than by current taxpayers. While each of Elgin County's Local Municipal Partners collect development charges, the County of Elgin does not currently implement charges or applicable fees for the development of new residential and non-residential units. Development charges have the potential to play an important role in how growth infrastructure and services are financed in Elgin County. Section 2(4) of the Act lists the types of infrastructure and services that may be funded through development charges. Under Elgin County's jurisdiction, these include County roads, potential future transit services, public health services, parks and recreation services, and more. Development charges have the potential to provide the County of Elgin with the following key benefits: Fund growth -related infrastructure and services: development charges contribute to the growth -related cost of infrastructure and services, helping to alleviate the service deficiencies that could otherwise result due to growth; Reduce burden on existing taxpayers: development charges promote fairness, ensuring that existing residents do not bear the financial burden of growth through their property taxes, but rather those who benefit the most — developers and new residents or business; and' Promote coordinated growth: development charges collected can be directed toward projects that ensure a municipality grows strategically without overburdening existing infrastructure. However, the potential benefits of levying County development charges must be considered against the potential for additional fees to discourage growth in the County or to make the new developments less affordable. Section 10(1) of the Act outlines the process for determining development charges and the necessary reductions. A municipality must first complete a background study in advance of passing a development charges by-law. The vnivnivni ',1R f1(f S C(DIr7 Page 44 of 227 35 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin background study would determine charges based on current service levels, including fees for residential and non-residential development. ctionu In accordance with the Ontario's Development Charges Act, 1997, conduct a County Development Charges Background Study to quantify the financial impact of growth on County infrastructure and services, and to outline a rationale for charging these fees to developers; implement study recommendations as appropriate. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity medium very high high medium medium medium IElectric Vehicle Charging The Government of Canada has set a mandatory target for 100% of new light - duty cars to be "Zero -Emission Vehicles (ZEVs)" by 2035. Electric vehicles reduce the amount of anthropogenic emissions produced locally, though an impediment to increasing market share is limited availability of charging infrastructure. Supporting an increasing market share of electric vehicles (EVs) is of special importance to the County of Elgin and the City of St. Thomas, given the expected major economic and employment role of the planned electric vehicle battery cell plant in St. Thomas. The County's key role in supporting electric vehicle use is in continuing to support the increased provision of public electric vehicle charging infrastructure. As noted in the TMP Phase I Update report, the County of Elgin submitted a successful joint public -private partnership funding project proposal with the Municipality of Central Elgin and ERTH Corporation in 2020, involving the ongoing installation of 20 electric vehicle connectors at an estimated cost of $216,040, of which $100,000 was funded by the Zero Emission Vehicle Infrastructure Program (ZEVIP). Local EV charging infrastructure was also expanded through the Province's 2022 launch of new EV rapid charging stations at Dutton and West Lorne ONlroute rest areas, together with four other ONlroutes on Highway 401 as part of Ontario's fast charging roll -out program. Tourism -oriented communities along Lake Erie can also benefit in serving EV- driving visitors travelling longer distances from their home charging systems. Consideration should also be given to equipping future carpool lots (Section 3.4.1) with electric vehicle charging infrastructure. vnivnivni ',1R f1(f S C(DIr7 Page 45 of 227 36 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Action- Support vehicle electrification efforts through the continued expansion of charging stations County -wide, leveraging funding streams available through Federal and Provincial programs. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity high medium very high high high medium Moni-toring Advancements in Ernerging Technologies Rapidly developing advancements in transportation technologies have the potential to improve safety, efficiency, and sustainability. Electric vehicle adoption has been noted above, and a -bikes and other micromobility vehicles are addressed in Section 3.5.2. Automated vehicles (Avs) represent a potential transformative innovation in mobility, with the potential to reduce collisions, improve traffic flow, and offer equitable transportation options for seniors and people with disabilities. However, AVs may also increase travel demand by making driving more accessible and convenient, encouraging longer commutes, and generating "zero -occupancy" trips when repositioning for pickups; ideally for Elgin County, AV use would be leveraged to support passenger transit and shared mobility rather than increasing individual passenger vehicle trips. Should AV technology progress from controlled trials to mainstream adoption, Elgin County can prepare for their integration into the transportation network. AV infrastructure needs can be addressed by defining a network of roadways that are equipped with clear lane markings and signage that AVs can interpret. Action- Continue to monitor advancements in emerging technologies such as automated vehicles and associated related regulatory changes, and adjust County regulations as needed to encourage positive outcomes. Alignment with TMP Goals - Environmental Fiiscall Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium high very high high high medium Traffic and Travel Data Collection ONGOINGIC CLASSIFICATION COUNT DATA COLL I The County of Elgin's County Road traffic count program has provided a rich and valuable source of information to inform the TMP study. Ongoing traffic classification count data collection and analysis will allow the County to continue to monitor changing traffic patterns and needs, and will vnivnivni ',1R f1(f S C(DIr7 Page 46 of 227 37 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin provide support to infrastructure planning (e.g. appropriate cycling infrastructure design), policies and operations. The County's data collection program distinguishes heavy vehicles from lighter vehicles, which is a valuable distinction to continue. The count data also include speeds, which will continue to inform safety and operational studies. The County's current data collection program collects both directions of traffic together. For busier roadways, collecting traffic in each direction separately will provide more accurate information to inform peak period traffic constraints and needs. (Analysis for the TMP assumed a 60% peak -direction factor.) Action- Continue the County's traffic classification count program throughout the County road network. Alignment with TMP Goals: Environmental) Protection Fiiscall Responsiibiilliity Future Readiiness Efficient Connections Healthy Communities Economic Prosperity medium medium very high high medium medium TRAVELOTHER AND TRAFFIC A rich understanding of Elgin County traffic and travel patterns for TMP development was made possible through the County's traffic classification count data and through Statistics Canada's journey -to -work data, and bolstered by County staff's in-depth understanding of County transportation across modes. A more fulsome understanding of travel needs in the County could be obtained through origin -destination travel data, which would provide information about trips or journeys specific locations. The City of London periodically conducts household origin -destination travel surveys to inform mobility planning and population their transportation model; a partnership with Elgin County to expand their survey area into the County for a future household travel survey would provide access to an important commuting market and would make it more feasible for the County to obtain this data. Locational device tracking data is another means of obtaining trip -making information and are becoming more readily available. As one example, the County is exploring a partnership with Strava to better understand cycling demand toward prioritizing cycling network implementation accordingly. Action- Continue to seek partnerships and opportunities to procure or make available additional transportation or mobility data for the County. Alignment with TMP Goals - Environmental Fiiscall Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium medium very high high high medium vnivnivni ',1R f1(f S C(DIr7 Page 47 of 227 38 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.4.6 Passenger Transit Service Provision The County of Elgin does not currently operate public transit, however, the provision of transit services in the County is critical to improving access to essential services and jobs, supporting economic growth, and supporting the connectivity for all, especially those who face transportation barriers. The following summarizes key transit actions related to the following areas: Transit service partnerships; Pilot County transit service; and Promoting transit services. Transit Service Partnerships Providing transit services in Elgin County is challenging due to its lower population density and significant travel distances between settlement areas and to/from neighbouring communities. Forging partnerships with adjacent municipalities and leveraging existing transit services presents a feasible way for the County to bring transit options in the short-term. Nearby municipal transit services operated by municipalities external to Elgin County include Railway City Transit, Middlesex County Connect, and T:GO Transit, described in detail in the Phase l Update: Needs and Opportunities report. The City of St. Thomas operates Railway City Transit, offering fixed route conventional transit, demand -responsive transit; and accessible transit (called Parallel Transit). Currently, there are no routes that service Elgin County. Middlesex County operates Middlesex County Connect, a transit service made possible through funding support from the Province of Ontario's Community Transportation Grant program (through 2025). In April 2024, Middlesex County Connect expanded into Elgin County to connect local municipalities in Middlesex County to the Amazon Fulfillment Centre in Southwold, as well as St. Thomas. T:GO Transit, operated by the Town of Tillsonburg, provides conventional bus service within Tillsonburg. The Town previously ran three inter -community transit routes connecting Tillsonburg to neighbouring municipalities, including a connection between Tillsonburg and Port Burwell. On April 1, 20257 T:GO Inter - Community Transit ceased operations due to a lack of funding. Forging partnerships with these key agencies/governments to leverage the services of already established transit systems (e.g. expansion of existing routes or addition of stops along existing routes, introduction of new routes) can be a more cost-effective solution for the County to adopt. The City of St. Thomas, Middlesex County, and Town of Tillsonburg represent priority transit service partnership opportunities and are recommended for the County to explore. The County may also look to other service provider partnership opportunities — notably the City of London, whose existing transit coverage does not extend outside its urban area —especially as major employment centres develop across vnivnivni ',1R f1(f S C(DIr7 Page 48 of 227 39 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin the County and region. There should be a focus on connecting key existing and planned employment areas (e.g. Amazon Fulfillment Centre in Southwold, battery cell plant in St. Thomas), as well as other major settlement areas. Action- Explore the potential for partnerships with City of St. Thomas, Middlesex County, City of London and Town of Tillsonburg to expand the provision of transit services into Elgin County in the short-term. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Protectiion Responsiibiilliity Readiiness Connections Communities Prosperity medium very high medium high medium medium -low A transit feasibility analysis was undertaken to explore the potential for County - led transit services in Elgin County, and is described in Section 5. Action: Plan toward piloting a County transit service. Alignment with TMP Goals - Environmental Fiiscall Future Efficient Healthy Economic Protectiion Responsiibiilliity Readiiness Connections Communities Prosperity medium medium high high medium medium -low Promoting Transit Services Given the variety of services available across Elgin County and nearby municipalities, residents and visitors of the County may not be aware of the passenger service options available to them. Consolidating this information in one virtual location would be of great value to current and potential transit riders. The County can increase awareness of existing transit programs om and nearby the County by providing information in a convenient, accessible format. ctionu Develop and maintain an up-to-date one -stop webpage for transit information in and around Elgin County to improve ease and convenience of the transit systems serving residents. Alignment with TMP Goals - Environmental Fiiscall Future Efficient Healthy Economic Protectiion Responsiibiilliity Readiiness Connections Communities Prosperity medium very high medium high high medium -low vnivnivni ',1R f1(f S C(DIr7 Page 49 of 227 40 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.5 Goal 5: Healthy Communities limproves and encourages local mobility options, including walking lii , -for daily living the development ill and imp I tcommunities. In line with Elgin County's Official Plan (2024), which notes that growth management is foundational to the creation of complete livable communities4, Goal 5 focuses on helping to make walking and cycling trips more feasible, safe and comfortable. The provision of sidewalks, including alongside County roads, is the responsibility of Local Partner Municipalities, in accordance with the Municipal Act, 2001 (Section 55). However, there is a role for the County in working with Local Municipal Partners to provide safe pedestrian crossings of County roads where needed, while protecting the traffic mobility function of County roads. The TMP also seeks to support cycling as an alternative to personal automobiles, e.g. through enhancing cycling infrastructure. Supporting cycling can also attract more cycling tourists and visitors to experience the rural and small-town charm of the County. Transit service provision, another alternative travel mode, is addressed under Goal 4. Considerations for both pedestrian and cycling infrastructure along County roads have been provided in the County's functional road classification framework (developed as part of the TMP study, and included in the 2024 Official Plan), and included in the County's cross section design guidelines (Appendix B). In response to the TMP's Public Opinion Survey 1, 72% of urban respondents indicated they would feel encouraged to cycle more often through a more complete and connecting cycling network, while 65% of rural respondents indicated they would be encouraged if increased separation from traffic was provided. Likewise, 53% of urban respondents and 31 % of rural respondents indicated they would walk to local destinations more often with improved sidewalk connectivity/gaps. Phase I of the TMP identified the general desire to have a more complete, connected and safe cycling network, with an emphasis on increased separation 4 Ontario's Provincial Planning Statement (2024) defines "complete communities" as "places such as mixed -use neighbourhoods or other areas within cities, towns, and settlement areas that offer and support opportunities for equitable access to many necessities for daily living for people of all ages and abilities, including an appropriate mix of jobs, a full range of housing, transportation options, public service facilities, local stores and services. Complete communities are inclusive and may take different shapes and forms appropriate to their contexts to meet the diverse needs of their populations" (Chapter 8). vnivnivni ',1R f1(f S C(DIr7 Page 50 of 227 41 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin of cyclists — and pedestrians — from vehicular traffic where needed. Identifying and working toward implementation of this network is the focus of this goal. 3.5.1 County Cycling Master Plan Network The Ontario Traffic Manual Book 18 — Cycling Facilities ("OTM Book 18", 2021)5 outlines different levels within a multi -modal network, as shown in Exhibit 3.10. Three types of cycling networks comprise the top three levels of detail: • Recreational/Touring Cycling Network; • Local Neighbourhood Cycling Network; and • Commuter/Spine Cycling Network. The primary focus and responsibility for the County of Elgin is to provide the third level of connection, the commuter/spine cycling network. These represent longer -distance connections between settlement areas, often along County roads. This provides the core network to which the other two layers of cycling network —typically the responsibility of the local municipalities —can connect for an interconnected network serving a wide range of cyclists and cycling trips of different purposes throughout the County. Two cycling networks were developed to help direct and prioritize investment: • Priority Cycling Network (Exhibit 3.11): This is the core network of high - priority routes along County roadways that provide the most immediate benefits for County -wide cycling connectivity. The Priority network is intended to focus investment to address key gaps and achieve a connected system within a prioritized timeframe. The network also considered opportunities for bundling cycling infrastructure projects with committed capital planning roadworks. • Ultimate Cycling Network (Exhibit 3.12): As the County's comprehensive vision for cycling infrastructure, this network also includes additional network connections that may be too challenging or costly for the County to implement within the TMP horizon year of 2054, and are included to indicate eventual need and future review and assessment for these connections. Development of the County Cycling Master Plan network is described in further detail in Chapter 6. 5 Ontario Traffic Manual Book 18 — Cycling Facilities (2021) was developed by the Ministry of Transportation of Ontario in association with the Ontario Traffic Council. It provides guidance to Ontario municipalities and on the uniformity and treatment of cycling design facilities, and is consistent with the Highway Traffic Act regarding municipal roads and infrastructure. vnivnivni ',1R f1(f S C(DIr7 Page 51 of 227 42 TRANSPORTATION MASTER PLAN PHASES 11 AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit 3.10: Cycling Networks as Components of a Multi -Modal Transportation Network Recreational/Tourling Cyckng Networ k Local N�eighbourhoocl Cycling N' etwork, Commuter/Spine Cycling Network I Road, Transit, and Pedestrian Networks U Natural Feature: Multikmodall Transportation Network Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 3.2, emphasis on commuter/spine cycling network added. \A/\A/\A/ ',1R,,',1(fiS C(DIT Page 52 of 227 43 MO rm 0 R w 5 2 2 T LL K4 CL u)-o '0 vi z E cn LL 4. 41 x w J6 5, 0 ce EL 0 0 z cm va0 tv m 'D CL m 0 0 0 Lo m rl- N N 4- 0 (Y) LO (1) 7SQ 76 m CL CL a' o) u J 16 tX na ov ,j m m LL -o fA ww ci -o m p 1p, u) 4 6 4n, x x z LL uj f"Al, v o Z 11q, w (1) OL co rL fry ui Nx 011 Im rl- CN CN 4- 0 'IT LO (D 0) (U 0- TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Action- Adopt the recommended Priority and Ultimate Cycling Master Plan Networks and advance the implementation of the identified cycling connections over the TMP horizon. Action- As traffic conditions and roadway context changes, continue to adhere to standards and best practices when planning for cycling facilities outlined by current provincial and federal guidelines, summarized in Appendix C: Cycling Facility Design Guidelines for Elgin County, developed as part of the TMP. ctionu Review and clarify County winter maintenance standards and contracts for snow clearing of County cycling facilities, clarifying the responsibilities of the County and local municipalities in clearing these facilities would also be determined. Action- Beyond the identified Cycling Master Plan networks, consider other opportunities to include cycling -friendly infrastructure as part of road capital projects and revisit cycling network considerations at the time of capital project planning. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity high high very high very high very high high 3.5.2 E-bikes and Other Micromobility Vehicles E-bikes, including a -cargo bikes, are becoming increasingly popular as an affordable, accessible and environmentally -friendly mode of transportation. Equipped with electric motors to assist pedaling, they can facilitate cycling across the longer distances common for trips within the County. E-bikes appeal to a broad demographic, including commuters, recreational riders, utilitarian riders and individuals with mobility challenges. As well as reducing local anthropogenic emissions, a -bikes have the potential to alleviate traffic congestion by reducing the number of cars on the road when drivers use a -bikes instead. However, the differences in a -bike speeds compared to conventional bikes cause safety concerns, and there are also potential concerns with sharing operating space with other motorized vehicles and pedestrians. Via Ontario's Safer Roads and Communities Act, 2024, assented to in November 2024, the Province has recently introduced plans to establish a regulation -making authority to allow for e-bikes to redefined in a new regulation under the Highway Traffic Act, and will provide regulatory direction for their use. Different municipalities in Ontario have been taking different approaches to the use of micromobility vehicles; these may need to be refined to be in line with Page 55 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin anticipated future direction from the Province. The City of Toronto is one example of a municipality that has recently clarified the use of a -bikes and other micromobility vehicles. In May 2024, the City adopted its "Micromobility Strategy for Toronto". Among other aspects of the strategy, it clarified where different types of micromobility vehicles are allowed to operate in the City, as summarized graphically in Exhibit 3.13. Action: In consultation with LMPs, clarify the use of a -bikes and other micromobility devices on Elgin County's streets, cycling routes and trails; monitor provincial regulations as they are updated to ensure alignment, and reflect best practices across other municipalities in Ontario. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity medium medium very high high high medium vnivnivni ',1R f1(fS C(DIr7 47 Page 56 of 227 TRANSPORTATION MASTER PLAN PHASES 11 AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit 3.13: City of Toronto Micromobility Strategy Graphic: "Where can I ride this micromobility vehicle in Toronto" Where. can 1: ride thts Descrijpdon/ Road Painted I @P aled TraH SidewaUk nAcromobffity vehiicile in Toronto? commem Bikewly Bikeway 0 Vol�oalamw Iwo" 4U�rlorinU�� X clr VAM 9 4 14U. 411�0111OtlS "o, S001 X X o llmlo' X X X m X X X %11111l10 uVW Omrio mv, XX II II Oro'. X X X X X X X X X X ri 1X1 X Source: City of Toronto, 2024. A Micromobility Strategy for Toronto. <https://www.toronto.ca/wp- contenYuploads/2024/07/8f8e-TSMicroWhere-can-l-ride-this-micromobility-vehicle-in-Toronto.pdf> Accessed April 2025. \A/\A/\A/ ',1R,,',1(fiS C(DIT 48 Page 57 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.5.3 Pedestrian Crossings of County Roads Given the volume and speeds of motorized traffic along County roads, crossing the roadway safely can be challenging for pedestrians, especially those with mobility challenges. Providing a protected pedestrian crossing opportunity such as a signalized intersection with pedestrian controls, a pedestrian crosswalk, or others can provide the protection needed for pedestrians, and also support the local municipality's community -building goals. Ontario Traffic Manual Book 15 Pedestrian Crossing Treatments (MTO, 2016) does not always provide clear guidance for the County road context. Factors to consider include existing pedestrian crossing volumes, pedestrian desire lines (i.e. the degree to which a safe crossing would be desired near important community activity centres, especially schools), distance to the nearest protected pedestrian crossing opportunity, visibility at potential crossing locations, while balancing the traffic mobility function of County roads, as well as the costs of implementing and maintaining the pedestrian crossing infrastructure. Note that pedestrian crossing needs are included in the roundabout screening tool (Appendix D). Action- Develop a clear and consistent policy or framework for implementing safe pedestrian crossings of County roadways, in collaboration with Local Municipal Partners. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium high high high very high medium Page 58 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 3.6 Goal 6: Economic Prosperity Supports prosperity in the unt lby helpingimove t and fromimarkets in the unty and beyond,n lby enhancing the turirn experience. The focus of Goal 6 is to help sustain a vibrant local economy in Elgin County through important transportation -related considerations for goods movement, rail freight and cycling tourism. The key needs relating to goods movement in Elgin County, identified in Phase I, are summarized below: • Goods movement bypasses are desired around downtowns, especially Aylmer (the Province is no longer planning an Aylmer Highway 3 bypass); • The impact of seasonal load restrictions on County roads on local businesses should be minimized; • Increased trucking enforcement is needed, e.g. on CR 37 for trucks bypassing the Putnam truck inspection station on Highway 401 east of London; • The safety needs of wide agricultural equipment must be considered; • Increasing the use of freight rail would reduce the demand for trucks for goods movement; and • Consider the needs of seasonal traffic to support the County's economy. 3.6.1 Facilitating and Managing Heavy Truck Traffic Efficient goods movement supports prosperity and quality of life in numerous ways and is especially important to the County of Elgin to support its strong and growing manufacturing and agricultural industry base Connected Arterial County IRoad Network Maintaining a connected high -quality arterial County road network is a core element of the County's support for goods movement. An arterial road designation in particular protects the road's traffic mobility function including heavy trucks into the future. This arterial road network also excludes roadways with seasonal half -load restrictions (Exhibit 3.14). Where the roadway goes through settlement areas, appropriate measures are needed to ensure sufficient separation with vulnerable road users such as cyclists and pedestrians. Section 3.4.2 describes the County's functional road classification system. Page 59 of 227 9 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin The presence of high volumes of heavy truck traffic on Talbot Street East and West in downtown Aylmer has been an ongoing concern for local residents and businesses. A Highway 3 bypass of Aylmer had been contemplated in the past by MTO, but lands that had been reserved for the bypass have recently been released. A recommendation to for the reclassification of Elm Street/Beech Street (CR 53) to a Major Urban Arterial along with associated design improvements to redirect truck traffic and other traffic in the downtown Aylmer area was noted in section 3.4.1. Operational improvements can also be implemented to further redirect traffic. This could include truck turning movement restrictions, peak period turning movement restrictions, selected peak period parking restrictions, and more. Action- In tandem with functional road classification change and associated road design updates for Elm Street/Beech Street (CR 53) and John Street North (CR 73) from Hwy 3 to Beech Street in Aylmer (Section 3.4.1), apply operational modifications to direct a higher proportion of trucks and other traffic to CR 53 as the downtown Aylmer bypass. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity high high high high high high Heavy truck drivers can often find it challenging to find clear guidance for legal and appropriate heavy truck routes, and may not be aware of truck route or turning restrictions until they face them on site. Safe and efficient truck travel can be facilitated through the County preparing clear truck route guidance such as through truck route mapping that clearly identifies the County arterials to be prioritized for truck movements, seasonal load limits, turn restrictions between routes, e.g. Hwy 3 and John Street (CR 73), local municipal roadways with truck route restrictions, etc. Action- In collaboration with Local Municipal Partners, prepare and promote truck route guidance for Elgin County. Alignment with TMP Goals - Environmental Iiiscall Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium high high high medium very high vnivnivni ',1R f1(fS C(DIr7 52 Page 61 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin During TMP engagement the issue of commercial vehicle drivers avoiding the Putnam Truck Inspection Station on Highway 401 was sometimes raised; Belmont Road (CR 74) — Avon Drive (CR 37) — Putnam Road (Middlesex Road 30) was noted as one common informal bypass route. Limited road shoulders on these County roads limits the ability for truck drivers to pull off to the roadside to respond to potential safety issues, and limits the locations where MTO's Transportation Safety Division officers could safely pull over trucks to address their truck inspection station avoidance or other issues. Periodic commercial vehicle enforcement on these routes has the potential to deter the use of these County routes by truck drivers. Action: Explore with MTO ways to support commercial vehicle enforcement in light of the drivers that use Elgin County roads to avoid safety inspections at Highway 401, such as identifying safe locations for enforcement blitzes. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium medium high high high high 3.6.1 Supporting Rail Freight The role of freight rail in supporting economic development has grown increasingly important in Elgin County, particularly in light of new industrial developments and opportunities in St. Thomas and surrounding areas. The Canadian National (CN) Railway spur and Ontario Southland Railway, both of which connect to the CN mainline in London, are critical assets for facilitating the movement of goods to and from the region. St. Thomas is positioning itself as a burgeoning hub for manufacturing and advanced industries, including the construction of a new rail spur6 and promoting rail -oriented industrial development. Freight rail will be a key component in ensuring efficient supply chain operations and attracting more economic development. Rail transport offers a sustainable and cost-effective solution to meet the growing demands of businesses in Elgin County, and reduces reliance on road -based freight. Elgin County can support freight rail and economic development by protecting rail corridors through strategic land -use planning, and by collaborating with rail operators, businesses, and lower -tier municipalities to promote industrial developments that can leverage direct rail access. Developing intermodal hubs and promoting the environmental and cost benefits of freight rail can attract rail- 6 94.1 St. Thomas Today (April 2024). Rail connection to new St. Thomas industrial park to begin this spring. <https://www.stthomastoday.ca/2024/04/04/rail-connection-to-new-st- thomas-industrial-park-to-begin-this-spring/> Accessed April 2025. \ni\ni\ni ',1 c s 1(fi S C(DI r7 53 Page 62 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin dependent industries. Leveraging government funding and advocating for supportive policies will ensure long-term growth. Lastly, the County can play an active role in ensuring safety for all road users at at -grade rail crossings of County roads by implementing design standards that meet or exceed federal guidelines, pro -actively removing vegetation that may impede sightlines, and ensuring pavement markings/signage is well maintained. Action- Continue to support freight rail expansion opportunities, and work with stakeholders to encourage rail -oriented industrial development. Action- Continue to follow federal guidelines for design of at -grade rail crossings and undertake proactive maintenance to support safe operation. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity high high high high high high 3.6.2 Supporting Cycling Tourism Cycling tourism refers to a form of travel and tourism where cycling is the primary means of transportation or the central activity. The Waterfront Trail in particular affords Elgin County with key tourism opportunities. The County should continue to support recreational cycling and agritourism along key routes by improving available cycling facilities and amenities. The County can also develop cycling supportive strategies aimed at promoting the cycling network. This could include outreach programs, special events and partnerships with local communities/municipalities and organizations to promote tourism initiatives, build a sense of community, enhance public education, and promote cycling as a viable form of transportation. Action- Continue to promote cycling -related tourism initiatives and cycling tours (e.g. Three Port Tour), and build on existing or new partnerships with communities, local municipalities or organizations to further encourage cycling tourism and cycling as a form of transportation. Action- Support the provision of cycling amenities (e.g. bike racks and lockers, repair stations, water stations, rest areas, lighting, wayfinding signage, a -bike charging stations, information boards and maps) at key points to support the provision, safety and comfort of cyclists and cycling tourism. Alignment with TMP Goals - Environmental Fiscal Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity high high very high high very high very high Page 63 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4 Road Network Focus Areas and Strategies The Elgin County road network provides critical infrastructure to move people and goods via car, truck, bus, bicycles, agricultural equipment and more. Maintaining efficient and safe multi -modal connections between communities and major traffic generators is an important outcome of the TMP. Road network focus areas include infrastructure initiatives and strategic and policy components to guide the design and decision -making related to County roads, expanding on three actions previously outlined in Section 3.4: • Addressing anticipated road capacity constraints; • County road rationalization; • Review of County bridges on local municipal roads; and • Carpool lots. 4.1 Addressing Anticipated Road Capacity Constraints Providing safe, efficient and dependable multi -modal connections between communities in the County as well as across County boundaries requires that the County road network continue to have sufficient vehicular traffic capacity to support anticipated population and employment growth. This section analyzes current and anticipated future traffic capacity constraints, and identifies and assesses alternatives to addressing these constraints. 4.1.1 Base -Year Road Network Traffic and Capacity Analysis Traffic classification counts were conducted by the County of Elgin throughout the County road network in summer 2024. Traffic count plots and initial roadway capacity analyses were included in the TMP Phase I Update report. A plot of year 2024 weekday total traffic is shown as Exhibit 4.1. The two Elgin County roads with the highest traffic volumes are Sunset Drive (CR 4) between John Wise Line (CR 45) and St. Thomas, and the full length of Highbury Avenue (CR 30)—each road serves over 12,000 vehicles per day. Other high -volume County routes include Sunset Drive (CR 4) south to Port Stanley, Imperial Road (CR 73) especially through Aylmer, and north -south routes between St. Thomas and London, and vicinity: Wonderland Road (CR 29), Wellington Drive (CR 25), Centennial Avenue (CR 28) and Belmont Road (CR 74). \ni\ni\ni ',1 c s 1(fi S C(DI r7 55 Page 64 of 227 U) _0 co 0 0 LU 75- 0 ED 11 > a 0 LU Z LU ,::c :�7 - C) _j ( CL < LU 0 0 U) < M 0 z 75 M- CD C44 0 C) C44L- < < C:) = 0 CL u) -0 ( z U) m < < Cl- a) x 0- LU Iv YY TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit 4.2 shows the estimated capacities of County roadways for traffic capacity analysis. They are based on posted speeds and Official Plan functional road class (as an indication of the roadway's geometric design characteristics), though other factors such as road width, roadside environment, slopes, etc. affect capacity as well. Note that the capacity analysis is based on road segment characteristics and does not consider intersection capacity/operational issues, which can also affect traffic throughput (and can be improved by measures such as adding auxiliary/turning lanes or modifying traffic signal timings). Exhibit 4.2: Estimated Capacities by Road Class, Posted Speed, and Number of Lanes Major Arterial Note: Roadway capacities are approximate, as many other factors influence the capacity of the roadways including lane widths, shoulder widths, vehicle types, slopes, curves, proportion of heavy vehicles, etc. Poor intersection operations can also impede roadway capacities. Doubling the number of lanes more than doubles the roadway capacity due to increased opportunities to pass slower vehicles. As traffic volumes approach roadway capacities, traffic operations break down, traffic moves slower and travel delays increase; motorists may seek alternative routes where available. Road segment capacity constraints can be addressed through the following: • increasing the constrained roadway's capacity (e.g. adding lanes or improving the roadway's design to allow for higher speeds/throughput); Page 66 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin diverting traffic to other, less constrained routes; or reducing the amount of total motorized traffic (e.g. encouraging the use of other travel modes such as passenger transit, or increased carpooling). Traffic capacity analysis was conducted for peak traffic hours in the morning and afternoon peak periods. The County's available traffic counts sum both directions of traffic and are not available separately by direction, so a peak - direction traffic proportion of 60% was used to estimate peak -direction traffic in the peak periods. Traffic volume -to -capacity plots for 2024 are shown as Exhibit 4.3 for the morning peak period and Exhibit 4.4 for the afternoon peak period. These show that in general, 2024 peak period traffic volumes on much of the County road network are well within capacity constraints. There are no sections operating above capacity, i.e. a volume -to -capacity ratio of over 1.0 (which would be shown in dark red on the plot). A ratio of over 1.0 would represent severely congested conditions and a severe breakdown of traffic flow; however, motorists would seek other routes where available before this happens. Some road segments are currently approaching capacity, that is, having a volume -to -capacity (v/c) ratio of over 0.75 (shown in amber or red in the plots), indicating travel speeds are affected. A v/c ratio of over 0.9 (shown red in the plots) indicates that the roadway is highly congested during the given time period, moving traffic poorly at low speeds and with significant delays. All remaining segments (shown in grey, blue or green) have stable traffic flow. The morning peak hour shows one road segment to be approaching capacity (v/c over 0.75): • Sunset Drive (CR 4) — St. Thomas boundary to John Wise Line (CR 45). The afternoon peak hour shows the above segment to be even more congested (v/c above 0.9), and the following road segments to be approaching capacity (v/c above 0.75): • Wellington Road (CR 25) — Highway 3 southerly to St. Thomas boundary; • Highbury Avenue (CR 30) — Ferguson Line (CR 48) northerly to Webber Bourne/Thomson Line and County boundary; and • John Street North (CR 73) in Aylmer — Highway 3 to Beech Street (CR 53). The above analysis indicates that current traffic levels at peak periods are generally manageable with the County road network's current capacities, although it is especially important to continue to ensure adequate intersection operations along the roadway links currently approaching capacity. Increased use of other modes such as cycling, walking, transit and carpooling/ ridesharing can also reduce some of the motorized vehicle traffic on the roadways and potentially free up a greater portion of the available roadway capacity. \ni\ni\ni ',1 c s 1(fi S C(DI r7 58 Page 67 of 227 g ts, 411 E. > > 2 2 LL a- b- n- tn uu 0 iq, Z, CL 0 0 0 0 CN i f . ........ ... ... .... ... ... . ...... J. ep� T 'n ke, Qt, Vk I m Is -I- u TO ar 47" Z -E c: Q) 27 qd 2 2 as a LL th 0 sa ci wr ID rllw 0 0 0 0 0 It .11"vo ­wMill "Offff", ;h —,e Nr Zk I TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.1.2 Population and Employment Growth Analysis of future traffic and of roadway capacity needs in Elgin County first requires an understanding of population and employment growth in Elgin County and area, as outlined below. Employment Elgin County and external area municipalities are anticipated to have strong growth through the TMP study horizon, anchored by expanding manufacturing and logistics employment in the area. Most notably, the major electric vehicle battery cell plant in St. Thomas is currently planned to open in 2027, with potential for indirect employment to accelerate growth and attract workers to settle in Elgin County. Up to 3,000 direct jobs and 30,000 indirect jobs are anticipated.' The Amazon Fulfillment Centre in Southwold has also been in operation since October 2023. These major developments are shifting commuting patterns and increasing heavy truck traffic. Population -related employment —services, retail, health care, education, etc. are also anticipated to increase on pace with population growth. Overall, employment (place of work) within Elgin County is estimated to grow 51 % from approximately 18,200 jobs in 2024 to 27,430 jobs in 2051.8 Phase 1 of the TMP study included estimated population projections through 2054 based on information available at the time. Exhibit 4.5 summarizes anticipated population growth in Elgin County and vicinity through the next three decades, based on more recent projections prepared for the County.9 Based on these updated figures, the population of Elgin County is anticipated to increase by over 20,000 residents or 35% over the next three decades, from approximately 57,300 residents in 2024 to 77,400 in 2054. Per the County's Official Plan (2024), population growth in the County will occur primarily within Tier 1 settlement areas. ' Government of Ontario Newsroom (April 2023). Volkswagen's New Electric Vehicle Battery Plant Will Create Thousands of New Jobs. <https Wnews.ontario.ca/en/release/ 1002955/volkswagens-new-electric-vehicle-battery-plant- will-create-thousands-of-new-jobs> Accessed September 2024. 8 Hemson (2025) "Updated Growth Forecasts and Land Needs Assessment for County of Elgin" (Memorandum), February 4. This draws on updated forecasts made available since the TMP Phase I Update report. 9 Ibid. Page 70 of 227 -. -: Mi...51:- . -11, MIIIIIIIIIIIIII nil • j/ 0 0 0 0 j U) 0 !E�� M- � �Q , 0 _0O)o = 0 :3 = C)- -- a) 5) 0 ML U) :3 (D E U- — :3 �o = (D 0 ML 10 0 �U) — 0— U) m 0 U) C-4 E (S C�_ LO — CD 04 m _0 a) _: 2 m U) _0 0 (D co C) 6 . E-? 0 :3 E U) — :3 CD 04 _0 C) _0 a) 4 a) C? M M 04CD tB 0 0) -5 E 0) �o = 'ZZ 0 _0 (D -LI3 0 U) 0 -j (D 0 — cn CD � C14 C- 0 0) M a) O-j -Z� -.I- v Z, .9 - �5 75 0 C14 CD 0 (D C.) C- C-5 (D ML C N _0 C5 . (D— = 0 — a U) :3 0 0— C) a) to 04 M CD _n U- 0) 0 LO LO (D _0 (D (D 0 04 U) CD C% — < 0 CD LO N CD M 0) U) C� a) (D U) U) 0 U) < 0 U) U) 'Z- m 0 0 (D a) CD U)C14 < m E o U) a) 0 co 0 () :3 0- cn 0 U) cr � a) — 0 _0 CV— 0 M- U) "I- U) m = U) - q:j- m LO 0 a) 0 C- U) 04 -J -0 = (=) — 04 M �O -00a) W 04 C- U) U) 5 M :t- o C/) M- 0 C)- m Sri (") U) CoCD CIS Z, C) M C-4 a) C) (=) M C.) 04 _0 C) _0 — (L) CNJ 0 U) U_ E c) co a) z — 0 M .0 (B - = C- 2 t5 o U) Z, C3 U) Oa) E to a) :::' cn =3 CD m- 0 — — C/) (D (D a o — - C)- U) (D 04 0 am ) — >, C14 N m (D E 04 LO CD CD c,4 a) 0 CD CV 04 0 LU M- U) -F— 4) m - 0 C14 C- D CL — (D a) 04 a) — C) -a —0 c,4 C) C-4 CN (=) CL.2 _0 ca a U) m- (D . . 04 U) U) a) L- = O)m (D — "Z� — a 0 _0 0 0 C—)- 40)) = (D �s U) .- 7:5 L) -E (D U) iE ca > 0 0. E —0 0 Lu E 0 (D �o 0 c)) to U) rx -5) a 3 r,- = (D a) -2 �o (6 U) A a U) -Z� = CO ( ) C', o c" 0 0 CD CD L) — U) 0 L) 0 I , I I 0- a) U) CI4 CI4 M L- LO L- a ca C-0 C- 0 M- 04 4a) _ 0 >- c-4 >- Lu 0 o) L) c) 2 o)O m- TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin The largest growth is anticipated to take place in the Municipality of Central Elgin: an increase of 7,600 residents from approximately 15,500 residents in 2024 to 23,000 in 2054, or 49% growth. A major provincially designated residential redevelopment of the former St. Thomas Psychiatric Hospital property in Norman Lyndale is a focus of this growth, with upwards of 5,000 new residents in this area.10 Meanwhile, population growth in adjacent municipalities is anticipated to be even more robust: 76% growth from 2024 to 2054 in the City of St. Thomas, 55% in Middlesex Census Division (the City of London and County of Middlesex), and with 53% in Oxford County. These adjacent municipalities will continue to be important centres of employment, services and other activities for Elgin County residents in the future. The predominantly north -south travel patterns between Elgin County and these municipalities are expected to continue along with increasing travel demand. Anticipated Trains portatloin Impacts of New evelolprrment Transportation Impact Assessment — Industrial Development, St. Thomas, Ontario (Arcadis 2023), prepared for the City of St. Thomas, estimates the transportation impacts of the major new industrial development, comprising the Electric Vehicle Battery Cell Plant and an adjacent industrial park. Findings were noted in the TMP Phase 1 Update report and summarized below. It was noted that in general, workers of large manufacturing facilities are more likely to reside in outside municipalities and have longer commuting distances than workers in other sectors, as seen by a comparison of commuting trips for manufacturing workers vs. other sectors.11 In keeping with this finding, the battery cell plant in St. Thomas is expected to encourage the growth of "super commuters" —people who live far away and commute long distances to work. Battery Call Plant Once fully in operation, the proposed battery cell development, employing approximately 3,000 people, is anticipated to generate the following new trips: • 228 two-way new trips during both the weekday morning peak hour and the weekday afternoon peak hour; and • 2,088 two-way new trips during the weekday off peak hour. 10 The TMP Phase I Update report noted an estimated 10,000 new residents on the hospital lands, based on now -superseded information. 11 Hemson Consulting Ltd. (2023). "Update to Hemson Growth Forecasts and Land Needs Analysis Report". Memorandum to Don Shropshire. November 15. Table 1, citing Statistics Canada Census employment data "special run" cross -tabulating Place of Work and Place of Residence by NAICS categories for Canada, the Provinces, Census Divisions, and Census Subdivisions. \ni\ni\ni ',1 c S 1(fi S C(DI r7 63 Page 72 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin The high off-peak traffic volumes correspond to manufacturing shifts that do not align with typical daytime business hours in many industries. Included in the above figures are 108 two-way new truck trips (54 inbound and 54 outbound) during each of the weekday morning peak hour, off peak hour and afternoon peak hour. The Traffic Impact Assessment report estimated that 20% of battery cell plant truck trips can be expected to use County road routes while the remainder would remain local or use provincial highway routing. Among battery cell plant employee/commuting trips, 25% can be expected to use County road routing, while the remainder would live in St. Thomas or use provincial highway routing. The peak -direction County road volume of trips would be as follows (assuming a 60% peak -direction factor for passenger car trips): • 29 new peak -direction trips during both the weekday morning peak hour and the weekday afternoon peak hour (including 11 trucks); and • 308 new peak -direction trips during the weekday off peak hour (including 11 trucks). Other Industrial Park Development Development of the rest of the industrial park is expected to generate the following: • 3,528 two-way new trips during both the weekday morning peak hour and the weekday afternoon peak hour; and • 1,767 two-way new trips during the weekday off peak hour. The report also notes that 40% of these new truck and car trips can be expected to use County road routing. The peak -direction County road volume of new trips would be as follows (assuming a 60% peak -direction factor): • 847 new peak -direction trips during both the weekday morning peak hour and the weekday afternoon peak hour (cars and trucks); and • 424 new peak -direction trips during the weekday off peak hour (cars and trucks). MTO Response An initial analysis of the transportation impacts to County roads from the new major industrial developments based on the above assumptions was conducted in spring 2024 and presented to MTO representatives. The analysis indicated that the County's north -south connections between St. Thomas and Highway 401, in particular Highbury Avenue, would exceed capacity, and that this would require road network capacity expansion/improvements that would require the Province's funding assistance to implement. MTO noted that near -term planned Highway 3 and 4 improvements (Section 4.1.3, below) are anticipated to sufficiently improve capacity and travel times to direct most of the new traffic arising from the major new industrial developments to the improved Provincial highway routing instead of along County roads. Manufacturing shift start/end vnivnivni ',1 R f 1(f S C (D I r7 64 Page 73 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin times that differ from typical business start/end times will also alleviate peak - period traffic impacts on the County road network. Strong population and employment growth within St. Thomas will increase travel demand and will result in increasingly congested city streets. Together with increased travel demand due to growth in the county, Elgin County roads will be expected to play an increasing role as a bypass network of St. Thomas. With the Norman Lyndale development potentially housing upwards of 5,000 new residents, and with a 50% participation rate in the work force, this development alone could result in an additional 1,475 commuting trips (based on 59% of Elgin County employed residents working at a fixed place outside of home in 2021), many of which would take place during peak periods or during manufacturing shift change times. If these residents follow the pattern of 2021 Census commuting flows data for the Municipality of Central Elgin12, 36% of the commuters can be expected to work in St. Thomas, 22% in Elgin County, and the remaining 43% in other municipalities. Expanding transit services as an important strategy for Elgin County is discussed in Chapter 5. However, with the geographically large and dispersed commuter shed expected for the new industrial development in St. Thomas, and a current lack of passenger transit service options beyond St. Thomas boundaries, passenger transit services are not assumed to play a large role in commuting to, from or through Elgin County. 4.1.3 Currently Planned Transportation Network Improvements Elgin County IRoadway Improvements The County currently does not have plans to expand or add any roadways to increase the capacity of the County road network. (Provincial IHi Ih ay Improvements The Province is making major improvements to Highways 3 and 4 between Highway 401 and the new industrial development in northeast St. Thomas to encourage new heavy truck and commuter traffic to use the improved provincial highway routing. These improvements include realigning the connection between Highways 3 and 4 as a new "Talbotville Bypass", widening Highway 4 south of Clinton Line to four lanes (undivided), and "twinning" Highway 3 (widening the roadway to a 12 Statistics Canada (2022). Commuting destination by main mode of commuting, age and gender. Canada, provinces and territories, census divisions and census subdivisions. \ni\ni\ni ',1 c S 1(fi S C(DI r7 65 Page 74 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin four -lane divided cross-section) as far east as the industrial development/ Centennial Avenue.13 While the Province previously had reserved land to build a continuation of Highway 3 east of St. Thomas that would bypass downtown Aylmer, these plans are no longer in effect, and reserved lands have been sold or repurposed. The City of St. Thomas' Transportation Master Plan (2021) identifies plans to widen Sunset Drive from two to four lanes (the continuation of County Road 4 through St. Thomas) as follows: Medium term (5-10 years): from south boundary with Elgin County to Wilson Avenue, and from Wilson Avenue to Elm Street; and Long term (10+ years): from Elm Street to Wellington Road/Talbot Street. There are significant physical/geographic constraints along Sunset Drive within St. Thomas that will be a challenge to future widening of this corridor, adding to the cost and uncertainty of these widenings. These include three crossings over Kettle Creek, sections with steep roadside slopes, and an adjacent cemetery. Should Elgin County consider widening Sunset Drive (CR 4) as far as the St. Thomas/ Elgin boundary, coordinating the widening to continue into St. Thomas would be needed. City of London Roadways In December 2024, the City of London's shared with the public its draft Mobility Master Plan's multimodal networks14, which were accepted by City Council in April 2025. The plan included the widening of Highbury Avenue from 2 to 4 lanes from Highway 401 to the London/Elgin boundary as a medium -term (2035-2045) road project. 4.1.4 Future Traffic Growth A GIS (map) -based traffic growth factoring approach was used to estimate future traffic levels on Elgin County roads: location -specific growth factors were applied to the 2024 traffic volumes on each County road segment to estimate 2054 conditions, and resulting traffic volumes were plotted on a map. The traffic growth factors were developed based on population growth within each zone 13 Improvements are outlined in the Highway 3 Twinning and Talbotville Bypass Preliminary Design, Detail Design and Class Environmental Assessment Study (2024); further information is provided in the TMP's Phase 1 Update report. 14 City of London Mobility Master Plan (2024). Strategic Road Projects — Recommended Road Network. <https://london.ca/sites/default/files/2024-12/Mobility%20Master%20Plan%20- %20Draft%20Road%20Network%20Recommendation.pdf%20%281 %29.pdf> Accessed April 2025. \ni\ni\ni ',1 c s 1(fi S C(DI r7 66 Page 75 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin and growth in adjacent zones, and are summarized in Exhibit 4.6. Sub -municipal adjustments reflect the expected geographic distribution of development. An adjustment factor of 0.95 relative to population growth was also applied to reflect an aging demographic conducting fewer work -related trips in the peak period. Exhibit 4.6: 2024-2054 Population -Based Traffic Growth Factors by Zone Elgin County's GIS-based factoring methodology works especially well where traffic growth is not constrained by roadway conditions.15 However, because the increased traffic volumes approach or exceed roadway capacities over the TMP horizon, this "unconstrained" traffic growth shows in effect the travel demand or the desired path of increased traffic only, rather than actual traffic volumes, as excess traffic would shift to other routes or motorists would make other travel decisions (e.g. change trip timing or travel elsewhere). 15 The most rigorous and reliable way to estimate future traffic conditions is through a transportation model that simulates the routing of trips on a simulated road network from each trip's origin to its destination, typically using a shortest travel -time routing, taking into account traffic delays that result from congested routes, so that a portion of trips reroute around congested conditions to other roadways. In this way, the impacts of congested road segments. The models apply different growth rates to different types of trips across the network, rather than to the road segment. They can also be run to show more definitively the network impacts of new, expanded or improved roadway links. However, transportation models require travel origin -destination survey data to populate, and can be costly to develop. \ni\ni\ni ',1 c s 1(fi S C(DI r7 67 Page 76 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Note also that this analysis underestimates travel demand, as it does not include the additional car and truck traffic expected from the new industrial development (as noted in Section 4.1.2): 872 new peak -direction trips during both the weekday morning peak hour and the weekday afternoon peak hour; and 732 new peak -direction trips during the weekday off peak hour. The above new trip trips or a reasonable portion thereof could be manually assigned to specific routes after the initial population -based growth analysis for a fuller picture of travel demand on the network. Estimated year 2054 forecasted AM and PM traffic volumes based on population -based unconstrained traffic growth are shown as Exhibit 4.7 and Exhibit 4.8, respectively. The corresponding 2054 AM and PM volume -to - capacity ratio maps are shown as Exhibit 4.9 and Exhibit 4.10, respectively. \I \I \I \I \I \I ', 1 RS 1( f I KEY C (D I I I 68 Page 77 of 227 U) co 0 Q. 0 CL U) a 0 U) '"o co 0 0 C-) LU a 0 4) E 0 0 LU 75- 0- 0 1 0 LU LU LU 0 0 0, CL Z LU 0 < 0 0 LUo -lid �- "5; = 4) a U) 0 0 0 < � 3: . CL Z E 7-5 M- LO = CD U) 0 UL- C44 < U) < Cl a) o¢o do CL u) -0 0 U) LL, (D z U) m < < Cl- (D x co Lu TE ................ zsi Cs m CD m S. 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E m 75- M- 0 CD = Z 0 CN U) (-) L- cu< U) < 0 (D (1) > < — 6 C:) = 0 -'7 0 CL u) -0 0 cn UJ (D z U) m .2 < < 0� = a-x cu 0- Lu ATV C: m m m iAI ea Z :3 S. s- 2 E P .°l i > > , 4 ` .s ".�v`.LL 2 2 0 CL V) G� M, E d p o p L-------------------------- i �Z ... ....... an w. �m ILL lb .3 4.3 mu ur U) m E 0 C— U) m CD C- 0 I TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Even without assigning the new industrial development traffic, roadways can be seen to be approaching or exceeding capacity constraints. More of the County road network's capacity is approached or exceeded in the PM peak period compared to the AM period. Six road segments are shown to exceed 90% of roadway capacity in the PM peak period under the unconstrained traffic growth analysis; these are summarized in Exhibit 4.11. The travel demand would exceed roadway capacity by a greater degree when adding several hundred more trips generated by the new industrial development, primarily north -south between St. Thomas and London. Exhibit 4.11: Road Segments Exceeding Capacity in 2054 PM Peak Period (Unconstrained Population - Based Traffic Growth) / i i i �i i �i Wellington Road (CR 25) Ron Rural Major McNeil Line (CR 52) to London Arterial, 80km/hmmm Wellington Road (CR 25) Highway Urban Major 3 to St. Thomas Boundary - Highbury Avenue (CR 30) north of Rural Major 1,006 (N of Ron McNeil Line (CR 52) Arterial, 80 km/h CR 48)- •0 - 4: Urban-mm between . . Elm Line 50 km/h m (CR 56) Sunset Drive (CR 4) between John Rural Major Wise Line (CR 45) and St. Thomas Arterial, 80 km/h WMW boundary Street North (CR 73), UrbanJohn . �� between Highway 3 and Glencolin Arterial, \ni\ni\ni ',1 c s 1(fi S C(DI r7 73 Page 82 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.1.5 Overview of Road Capacity Improvement Alternatives Seven potential road capacity improvement alternatives to accommodate anticipated traffic growth were identified in the central area of Elgin County and in Aylmer, as shown in Exhibit 4.12. Each alternative has a letter identifier (A, B, C, D, E), and addresses a specific market or capacity constraint. The alternatives are generally not mutually exclusive — any alternative could be implemented in tandem with another. However, alternatives have potential options that are generally mutually exclusive, e.g. it is expected that only one of options B1 or B2 would be needed for Alternative B. Not included in the above is an alternative to address the capacity constraints noted on Wellington Road (CR 25) north of Highway 3. Because this corridor is close to Highway 4, if congested conditions were to occur, it is anticipated that excess would shift to the nearby parallel improved Highway 3 and 4 routing. Roadway right-of-way widths are an important factor in considering road capacity improvements; these are shown in Exhibit 4.13. Exhibit 4.14 details capacity improvement assumptions for each alternative and option. For each road segment, it lists the road's right-of-way (ROW) width, and current and proposed road classification, number of lanes, and estimated roadway capacities. It also provides a broad relative assessment of costs involved in making the improvement, indicated from a scale of one dollar sign for relatively low costs, to six dollar signs for the highest costs. (Actual costs for projects carried forward are estimated in developing the TMP's implementation plan.) Significant constraints are also listed. This assessment of these alternatives as summarized in Exhibit 4.14 is conducted at a broad level only, per the MCEA Approach A to Master Plans used for this study. Capacity improvements requiring additional right-of-way to be procured or significant additional roadbed to be constructed will require an environmental assessment (EA) study, which will identify and assess the vnivnivni ',1 R f 1(f S C (D I r7 74 Page 83 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin affected environment in detail, and will consider variations on project alignments — and may identify an alignment not indicated in the options indicted here. Exhibit 4.14 shows the expected Class EA schedule needed. Projects that are EA -exempt are indicated with a dash (""). A Schedule `B" Class EA is conducted for projects expected to cost under $3 million to implement, and a Schedule "C" Class EA for projects over $3 million. Elgin County's Unique Geographic ralplhic Challenges to Road Capacity (Expansion Elgin County's dense network of creeks and streams presents unique and considerable challenges to constructing new roadways or expanding existing ones. These include the need for bridge crossings or large culverts, as well as grading or excavation to adapt the road to varying elevations near the waterways. These add considerably to construction costs and to environmental impacts. Construction can also disrupt wildlife habitats, requiring study and planning in close collaboration with local conservation authorities. Mitigating measures to protect sensitive species will need to be implemented. Stormwater management due to the increased probability of roadway flooding is also an important factor in roadway design near waterways. "I esi inOptimization" to Aligin with (Functional Road Classification The term "design optimization" is used in several of the road capacity expansion alternatives. This involves refining the roadway's infrastructure design to better enable it to safely, comfortably and efficiently serve its intended function within the transportation network, as designated by its functional road classification (Section 3.4.2). Several County roads noted among the alternatives have an Arterial Road classification due to their road network role, but because their traffic volumes are not as high as other arterial roads, the infrastructure design may not yet be optimized to carry increasing traffic volumes. Arterial Roads, especially Major Arterial Roads, give the highest priority to moving traffic, and land access is given low priority —this reduces potential traffic conflicts to allow motorized vehicles to move efficiently. Design optimization to a Rural Arterial standard could include increasing the paved shoulder width and paving a minimum 0.5 m portion of the shoulder (to increase roadway stability) and painting a shoulder line, improving visibility around curves (e.g. removing vegetation), redesign of sub -standard curves, intersection refinements, increased separation for pedestrians, etc. Arterial roads, especially in an urban setting, may also need additional measures to ensure that pedestrians and cyclists who also use the roadway have the appropriate level of separation needed and enough opportunities to cross the Arterial roads safely. \ni\ni\ni ',1 c s 1(fi S C(DI r7 75 Page 84 of 227 CL OL a �o ;P .2caCC- 0 0 'C:' ?L ff 20 a acl: E c; to E c d cl� U� a- ff 2 Gi- 0 CL > E o 'cc ro E W 2 1 LL Of 0) 0 M, m -pr im im -6 C) m 2'1 T Lo Lo N 0 r- r4 m m qa En cj '0 ple m -q 2 v c s,r .0 M 'A en' 45 nf L)ktim 0 0 u ""p -0 0 ch Q AA.a) —C m 'w M, III 9p E W :5 Q r T3 M 0 > Go E: C2 m 4i 2 CL 0 s ti t.4 0 CL r o -1.-- 2 r r- r E cw: uj Do 0 D co L) > co I M 0 m 5 'i > l) LL: ED LLlar Q- th A '44 Jo z Y L. .................... . .............. ...... . ......................... ...... ... .............. iI" Yq ............. — . .. ............ 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CO C6 N N 0 I — co N 9 ti N N 4- 0 co co N O1 H Z W 0- O J W W Y W O O Z Q Z U J J N d Q � 0 � LV O O h � = N O a� Mao z� Q o- 0 = U aD � ¢ o O = a u) -0 cn W m z cn m Q = C—D -0 (D 0 m U) m (D U) (D C) 0 m 0 M8(, R, U) U) U) > E E U) E - D D j�: (D (D M of a) — -0 = (D M m Of o m of o U) cl-- ID C- m 2 U) C- -0 a) U) = -- = m 7L _0 >, 0) =. U) Qi E 0 o a) C)- 0 o C, U) a).9 m U) U) a) 0 E - U) 0� 0 U) 0 (D E 0 U) 0 U) 0 m u) E E _ S� c- a 0 > U) 0 ID 0) a) -0 Z- -�5 m 4m � m c)- m 0 -0 ZZ U) �) U) - m I:,- C13 C13 a) -a) - > M o a) M > �o a) - U)�� U) - C) - -6 _0 0)=-9 a) = U) - C) (D U) _0 c) - 0 -T< a) U) -o cl .- M C�- Ca a) - :3 - - m :2 -LID C,3,:n=-9 0 a) -CID - . =- c- E 0 - = U) m U) m ///////////////////am mm ME =ME mum =ME =ME mm���mm ml Mj '` EN OU) 0 U) • F- co I H Z W 0- O J W W Y W O O Z. a z c) J J N d Q � 0 � LV O O h N _O M ::D O Z Q O = U aD z � ¢ o O = a u) m aQ Q - -. -- .. .. •: ,.. • - (.S Icn� I Its O O LO O CDL LO CD CD O CD CD 0 ti m ti N Ilcr IN IN _ rnow O OO OO CDLO O OO CD LO LO to m oo ti m to CV CV CV CV CV a� am p. 0 ti N N O O O N 0) TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Yarmouth Centre Road Coins iderations Three of the alternatives involve the potential to transfer portions of Yarmouth Centre Road from the Municipality of Central Elgin to the County, with the County then improving the roadway to a County road standard, thereby increasing the roadway's capacity. (These potential transfers of Yarmouth Centre Road are considered separately from the County Road Rationalization analysis in Section 4.2, which is based on current road characteristics and road network role, rather than the roadway's potential after improvements.) Fall 2024 traffic counts were conducted along Yarmouth Centre Road and summarized in Exhibit 4.15. Given the relatively low current traffic volumes, including a low proportion of trucks, the roadway is currently operating well within its capacity. The current estimated directional capacity along the roadway's length is a relatively low 500 vehicles per hour, given the narrow roadbed, little to no shoulder, power lines located very close to the drive lanes, and some horizontal and vertical curves along the road. Yarmouth Centre Road's right-of-way is less than 20 m along its length; land purchases would likely be needed to have sufficient right-of-way to upgrade the road to a County Arterial road standard. Moving the poles and power lines that are currently very close to the roadway would be costly but necessary in upgrading the roadway to a County standard. While there is no intersection control for Highway 3 at the intersection of Highway 3 and Yarmouth Centre Road (there are stop signs for Yarmouth Centre Road), auxiliary turn lanes are provided for turning from Highway 3 to Yarmouth Centre Road. Exhibit 4.15: Yarmouth Centre Road Traffic Count Summaries Weekday Total Weekday Trucks Total Percentage of Trucks AM Peak Hour (7-00) Volume AM Peak Hour Estimated Directional Traffic PM Peak Hour (16-00) Volume PM Peak Hour Estimated Directional Traffic Estimated Directional Capacity (vehicles/hour) vnivnivni C(DIr7 82 Page 91 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.1.6 Assessment of Road Capacity Improvement Alternatives A summary description, considerations and capacity impacts for each alternative and option are provided below; a strategic -level assessment and recommendations of each alternative is also provided. aseline Alternative (Do Nothing or "Business asUsual") Project Summary: All alternatives assume that improvements to Highways 3 and 4 will be implemented by the Province in the near term (Section 4.1.3). Considerations: The Province anticipates that these improvements will encourage most new longer -distance trips related to the new industrial developments in St. Thomas to follow this routing rather than use county roads. While planned Highway 3 and 4 improvements will help significantly with accommodating new traffic from area developments, County and area population growth, including employees of the new industrial developments, will significantly increase demand on County roadways beyond the network's current capacity. Not addressing this growth will result in increased congestion and associated pollution impacts, together with a portion of traffic diverting to roadways that are not prepared to accommodate this traffic, which will have a negative impact on local communities and discourage local business. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity low low very low very low low low A. Improve Highway 3 .— St. Thomas West Coin inectivity Capacity This alternative's objective is to address the increasing capacity constraints expected on Wellington Road (CR 25) from Highway 3 southerly. Project Summary: This involves widening Wellington Road (CR 25) from 2 to 4 lanes from Highway 3 south to St. George Street (CR 26). Considerations: As part of the Province's plan to improve Highway 3, Ford Road will no longer connect directly to Highway 3, placing additional demand for north -south connectivity on County Road 25. The roadway has few constraints to widening, and auxiliary turn lanes are already provided at intersections. The south limit of the widening is St. George Street. (CR 26), where increased traffic would diverge southerly between CR 25 or CR 26. (Widening the roadway fully to the St. Thomas boundary would only be considered in tandem with a continued widening into St. Thomas, which is not planned by the City.) Sunset Drive (CR 4) and Wellington Road are two connections to western St. Thomas, but widening of Sunset Drive (CR 4) would be a much larger project; there are no plans by the City of St. Thomas for a widening of this route. \ni\ni\ni ',1 c s1(fiS C(DIr7 83 Page 92 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Capacity Impacts: Widening Wellington Road (CR 25) would increase capacity by approximately 800 vehicles per hour per direction. RECOMMENDATIONASSESSMENT AND It is recommended to include Alternative A in the County's road network planning. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity medium medium high high high medium Highbury venue In this alternative, anticipated north -south capacity constraints would be addressed by widening Highbury Avenue (CR 30). This would align with the City of London's draft/Council-accepted planned widening of Highbury Avenue within City of London boundaries to create a four -lane direct connection from Highway 401 and east London all the way to the Elgin County boundary. However, the portion of Highbury Avenue widening within the City of London would be much more straightforward, while the potential widening of Highbury Avenue within Elgin County is made much more costly and environmentally complex due to crossing Kettle Creek south of Ferguson Road (CR 48). Project Summary: Highbury Avenue (CR 30) would be widened from 2 to 4 lanes from Ron McNeil Line (CR 52) north to the City of London boundary, with associated intersection improvements. Considerations: While Highbury Avenue north of Ferguson Line (CR 48) has limited physical constraints, a relatively long bridge over Kettle Creek south of Ferguson Line would need to be widened at a high cost; and there is widely varied topography in the vicinity of the creek as well. Road widening may also have an impact on the Kettle Creek Conservation Area and the very historic Salt Creek cemetery, which will need to be evaluated in further detail. An advantage of this option is that it avoids all at -grade railway crossings. Capacity Impacts: While the road widening would be costly, it provides the greatest increase in capacity, an estimated additional 1,200 vehicles per hour per direction, which would efficiently serve both the population -related traffic growth and the new trips related to the St. Thomas industrial developments not using the Provincial highway routing. vnivnivni C(DIr7 84 Page 93 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin OPTIONLINE )® HIGHBURY AVENUE (CR 3 ) Project Summary: This option involves avoiding the more challenging widening of Highbury Avenue (CR 30) south of Ferguson Line (CR 48) by limiting widening of Highbury Avenue to the portion north of Ferguson Line, while also increasing the capacity of Ferguson Line and Yarmouth Centre Road via improving their geometric design/road standard. Yarmouth Centre Road from Ron McNeil Line (CR 52) to Ferguson Line (CR 48) would be transferred to the County and improved to County Arterial road standard, and Ferguson Line (CR 48) would also be strengthened/improved from Highbury Ave (CR 30) to Yarmouth Centre Road to better accommodate increased traffic. Considerations: Ferguson Line (CR 48) currently has seasonal load limits; strengthening of the roadbed would be needed, as well as a moderate widening of the roadbed to provide more of a shoulder for traffic safety and comfort. There is also a Kettle Creek bridge crossing, though the widening of the bridge would not be required. An at -grade crossing on Ferguson Line (CR 48) approximately 100 m west of Yarmouth Centre Road would also need to be reviewed for changes to safety measures needed with increased traffic. Yarmouth Centre Road's narrow right-of-way width and power lines located immediately adjacent to the road lanes would make the road very costly to improve to a County Arterial Road standard. Capacity Impacts: Very costly work would be needed to increase the capacity of the roadways in this option by just a few hundred vehicles per hour. While widening of Highbury Avenue is anticipated to be very costly and complicated by natural environment factors, it has the greatest potential to create sufficient additional capacity for expected traffic growth through the TMP horizon of 2054, while limiting impacts to a single corridor. This widening would also limit the amount of increased traffic diverting to other roadways and communities that are less suited to serving increased levels of traffic. Timing of the potential widening would be coordinated with the City of London's widening of the Highbury Avenue within City limits (currently 2035-2045). The first stage would be to prepare an environmental assessment to determine impacts and feasibility in detail. If implementation is feasible, the County would continue to seek funding assistance from other levels of government for financial feasibility. \ni\ni\ni ',1 c s 1(fi S C(DI r7 85 Page 94 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity medium* low** very high very high high very high Note: * Future EA would ensure protection of natural environment. ** Funding assistance would be needed to implement. C. Increase St. Thomas .— Loin oin Coin inectivity Capacity via Belmoint Road An alternative north -south corridor that could offload some of the increasing north -south travel demand is Belmont Road (CR 74), a former provincial highway. However, unlike London's plans to widen Highbury Avenue, Middlesex County does not have plans to increase the capacity of Belmont Road within its jurisdiction (i.e. Westchester Bourne or County Road 74). North of Elgin County, CR 74 connects directly to Highway 401. However, unlike Highbury Avenue, it does not continue directly toward London's urbanized area but instead east of it, reducing the potential travel market for using this route vs. Highbury Avenue. Belmont Road (CR 74) seems to generally operate well within roadway capacity in 2024 and through 2054 under the unconstrained traffic scenario, though with increasingly congested conditions on Highbury Avenue, significantly more traffic will likely shift from Highbury Avenue to Belmont Road. Belmont Road has a Rural Arterial classification except within Belmont and in New Sarum, where it is has an Urban Arterial classification. It has a 30-m right- of-way width as far north as Borden Avenue (CR 34), then 20 m through Belmont. Along Belmont Road's entire length, traffic is given priority: there are no intersection traffic controls where Belmont Road traffic is required to stop, except for a pedestrian crossing near Union Street in Belmont. All options would route traffic through the settlement area of Belmont. It is not anticipated that road widenings would be needed to help accommodate increased traffic through Belmont, given the wide pavement width that currently includes auxiliary turn lanes and parking lanes next to a single driving lane. Additional capacity could be provided in peak traffic periods if needed through peak -period parking prohibitions, freeing up a lane for moving up to 850 vehicles per direction per hour. However, increased traffic volumes on Belmont's main street will have a negative impact on the community; working with the Municipality of Central Elgin, additional safe pedestrian crossing opportunities across Belmont Road may also be needed. OPTIONCl: RON MCNEIL LINE ( ) ® BELMONT ROAD ( ) Project Summary: This involves optimizing the design of Ron McNeil Line (CR 52) from St. Thomas to Belmont Road (CR 74) and of Belmont Road (CR \I \I \I \I \I \I ', 1 RS 1( f I KEY C (D I I I 86 Page 95 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 74) northerly to the Middlesex County boundary to carry increasing traffic volumes more comfortably and safely, e.g. visibility improvements (e.g. clearing vegetation), partial paving of shoulders, geometric improvements, etc. Considerations: As traffic levels increase, the intersection of Belmont Road and Ron McNeil Line may also need improvements to support increased visibility and safety. Capacity Impacts: The roads involved in this corridor are operating within capacity. Improving the roadways will not increase overall capacity per se, but will make the roadways more suitable or comfortable for increased traffic. OPTIONILL IBOURNE-GLANWORTH DRIVE(CR 3)® BELMONT ROAD ( ) Project Summary: To avoid the need for expanding other north -south routes, Yarmouth Centre Road north of Ron McNeil and Willsie Bourne would be transferred to the County and improved to a Rural Arterial road standard; they would connect to Belmont Road (CR 74) via Glanworth Drive (CR 34). Considerations: This option was included as a potential alternative to avoid the challenging and costly widening of Highbury Avenue (CR 30). However, with Yarmouth Centre Road's narrow right-of-way necessitating the procurement of additional right-of-way land, the need to relocate power lines currently located almost immediately adjacent to the roadbed, etc., upgrading the road to a County Arterial standard would be a major and costly effort. Coordination with Middlesex County/Thames Centre for the boundary road section of Willsie Bourne would be needed as well. Capacity Impacts: This option would allow for an additional 300 vehicles per hour per direction along the route compared to Yarmouth Centre Road's current capacity, though at a very high cost. OPTION3: BELMONT ROAD ( ) Project Summary: This option involves corridor improvements along the full length of Belmont Road (CR 74), from Highway 3 north to the Middlesex Centre boundary, with associated intersection improvements as needed. The most critical improvements are within the settlement area of New Sarum near Highway 3, as well as within Belmont, as noted earlier. Considerations: This option responds to the overall need for improved north - south connectivity between St. Thomas and adjacent municipalities. This option serves to better connect traffic between Highway 3 to Ron McNeil Line (CR 52), helping a portion of traffic avoid the St. Thomas area altogether. The settlement area of New Sarum is located at the south end of Belmont Road (CR 74) where it connects to Highway 3. Current roadway characteristics discourage motorized traffic from using CR 74 at this point: the posted speed limit is 40 km/h, the roadway is not currently designed to a County Urban Arterial standard, and visibility is limited (e.g. by vegetation). Shoulders are gravel only, \ni\ni\ni ',1 c s1(fiS C(DIr7 87 Page 96 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin and there are no pedestrian sidewalks/paths. Vegetation limits sight lines when turning from Belmont Road to Highway 3. An auxiliary left -turn lane could facilitate waiting to enter Highway 3 for left turns. (It is noted that Highway 3 does have auxiliary turning lanes to facilitate turning onto Belmont Road.) With Belmont Road improved to better serve to connect from Highway 3 to as far as Ron McNeil Line (CR 52), Ron McNeil Line also serves as a good east - west connection to other County routes besides Belmont Road. Capacity Impacts: Improvements to Belmont Road (CR 74) in the vicinity of New Sarum would have the greatest impact on roadway capacity, up to 350 additional vehicles per hour. Design optimization to better align the rest of the road design standard to its Rural Arterial classification would also make the roadway more suitable and comfortable for carrying higher volumes of traffic. Widening Belmont Road (CR 74) without a widening of the continuation of the road into Middlesex Centre is not advisable and is not put forward as an alternative, but design optimization of Belmont Road can help make it a more appropriate and comfortable route to divert a portion of motorists from Highbury Avenue as Highbury Avenue becomes increasingly congested. These measures will be especially valuable to help manage increasing north -south traffic growth in the short/medium term before Highbury Avenue can be widened. It is recommended to include both C1 and C3 in County road network planning, while C2 is anticipated to be too costly for the capacity increase it would provide and is not recommended. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Protection Responsiibiilliity Readiiness Connections Communities Prosperity high high high high high high D. Increase (Norman L.yin ale Coin inectivity Capacity .— IImprove Coin inectivity (East Toward Highway 3 With Norman Lyndale being a focus of population growth in Elgin County, there will be growing traffic pressure on Sunset Drive (CR 4) and other roads in the area. This alternative seeks to bolster the role of Elgin County roads as a southeasterly bypass or "ring road" of increasingly congested St. Thomas roads. Increasing the capacity of increasingly contested Centennial Avenue (CR 28) north of Elm Line (CR 56) is not included as part of a viable option for this "ring road", given its narrow right-of-way width and the many residences accessed along this route. At best, it can only feasibly function as an Urban Collector roadway. Recognizing this, a gap having a higher -order roadway connection southeast of St. Thomas can be seen. \I \I \I \I \I \I ', 1 RS 1( f I KEY C (D I I I 88 Page 97 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin With relatively few constraints along John Wise Line (CR 45) currently, there is a valuable current opportunity to clarify, shape and protect the corridor's important mobility role into the future, before adjacent Norman Lynwood development takes place and adds constraints. The important role of John Wise Line (CR 45) as part of this bypass route would be supported by protecting the corridor's mobility function to reclassify it as an Urban/Rural Major Arterial as far east as Centennial Road (CR 28) and improve the road to this standard with increasing traffic in the future. OPTION: JOHN WISELINE ( )® YARMOUTH CENTRE ROAD (SOUTH OFHWY3) Project Summary: This includes transferring Yarmouth Centre Road from Highway 3 to John Wise Line (CR 45) from the Municipality of Central Elgin to the County, and improving the roadway to County Arterial standard, along with intersection improvements such as aligning offset intersections. Considerations: This option provides a more direct route than Alternative D2. Given Yarmouth Centre Road's narrow right of way, improving the roadway to a County Arterial road standard would be a major and costly upgrade that would require land purchase to expand the right-of-way, relocating power lines that are currently very close to the drive lanes, and providing a road shoulder. Capacity Impacts: Improvements to Yarmouth Centre Road would increase the capacity of this new bypass by approximately 400 vehicles per direction per hour. OPTION: YARMOUTH CENTRE ROAD ( ) Project Summary: This involves transfer of the Yarmouth Centre Road north of Highway 3 to the St. Thomas municipal boundary for direct access to the new industrial developments, and improvement to County Arterial road standard. Considerations: An arterial roadway connection would support connectivity between the industrial park and Highway 3, but should only be considered if it were to connect directly to a major road in the new industrial development, once the road network plan for this new industrial area is clarified. This is in line with Elgin's County Road Rationalization principles (Section 4.2) not to create "spur" County roads, and to have County roads connect only to arterial or upper -tier roads of adjacent municipalities. Capacity Impacts: Improvements to Yarmouth Centre Road would increase the capacity of this connection by approximately 400 vehicles per direction per hour. OPTION: JOHN WISELINE ( )® QUAKER ROAD (CR 3 ) Project Summary: The role of John Wise Line (CR 45) and Quaker Road (CR 36) as a bypass of southeast St. Thomas would be supported by optimizing the roadways' design to align more fully to an Arterial Road standard, e.g. partly paved shoulders, and potential intersection improvements when traffic volumes warrant (e.g. an auxiliary turn lane at Hwy 3). \ni\ni\ni ',1 c S 1(fi S C(DI r7 89 Page 98 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Considerations: Quaker Road is a less direct route between Norman Lyndale and Highway 3 adding travel time, making it less desirable as a southeast bypass of St. Thomas. It connects with Highway 3 east of St. Thomas, requiring backtracking to access the new northeast St. Thomas industrial developments. Capacity Impacts: This alternative would not add additional capacity to this roadway, but would make the road better suited to more safely and comfortably carry higher volumes of traffic. OPTION3: JOHN WISELINE ( )® CENTENNIAL ROAD ( )® ELM LINE ( ) — YARMOUTH CENTRE ROAD Project Summary: Compared to Option D1, this option seeks to provide a southeast St. Thomas bypass that better leverages current County roadways and reduces the length of Yarmouth Centre Road that would need to be transferred to the County. John Wise Line (CR 45) and Centennial Road (CR 28) would be reclassified as Urban/Rural Major Arterial Roads, Elm Line's role (CR 56) would be supported by optimizing roadway design to an Arterial Road standard, and Yarmouth Centre Road would be transferred to the County and improved to an Arterial Road standard. Considerations: The smaller segment of Yarmouth Centre Road to be transferred to the County remains to allow for direct connectivity to the north toward the new St. Thomas industrial developments once the new industries are in operation. Power lines adjacent to the roadway are not continuous through this segment of Yarmouth Centre Road, reducing the cost to move the poles and lines compared to Yarmouth Centre Road south of Elm Line. The roundabout recently installed at Centennial Drive and Elm Drive already in place provides smooth intersection operations. Capacity Impacts: While upgrading Centennial Road to a Major Urban Arterial Roadway designation only technically adds a relatively small amount of capacity to the road, it helps protect the roadway's traffic mobility function into the future to accommodate increasing travel demand. The upgrade of Yarmouth Centre Road would increase capacity to approximately 900 vehicles per hour by direction, an increase of approximately 400. It is recommended that only Option D3 be implemented, as it seeks to leverage and optimize the County's current road network and forms an effective "ring road" network around southeast St. Thomas. Alignment with TMP Goals: Environmental) Fiscal Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity high high high high high high Page 99 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin IE. Increase (Norman Lyin ale Coin inectivity Capacity .— Improve Coin inectivity West Sunset Drive (CR 4) currently serves as the main connection between St. Thomas and south Central Elgin. It also serves as a southwesterly bypass of the urbanized area of St. Thomas as it continues through the city. However, with anticipated growth in Norman Lyndale and south Central Elgin, a well as in St. Thomas and area, travel demand for Sunset Drive south of St. Thomas is increasing, and it already has traffic volumes approaching the roadway's capacity during peak periods as of 2024. John Wise Line (CR 4) also currently serves as a southwesterly bypass of St. Thomas. In uncongested traffic conditions, the travel time to drive from Norman (CR 4 and CR 45) to Talbotville (CR 4 and Hwy 4) is only slightly longer via John Wise Line and Talbot Line (CR 3), about 12 minutes, compared to following Sunset Drive through St. Thomas, about 11 minutes, though the travel distance is longer (approximately 15 km vs. 10 km). During peak periods and congested conditions, the John Wise Line route can offer a travel time savings. OPTION: SUNSET DRIVE( ) Project Summary: This option would widen Sunset Drive (CR 4) from two to four lanes from John Wise Line (CR 45) north to the St. Thomas municipal boundary. Considerations: This option aligns with the City of St. Thomas's widening of Sunset Drive to four lanes from the City's southern municipal boundary as far north as Wellington Road/Talbot Street over the medium/long term per the County's 2021 Official Plan, though there are no set plans for this widening at present. Potential widening of Sunset Drive in Elgin County should only be considered in tandem with a plan by St. Thomas to continue the widening northerly into its city limits. With a 20-m right-of-way, there is little additional space to add road lanes. The route is lined with numerous homes and their driveways, several businesses and mature trees. Sunset Drive currently has buffered paved shoulders as the County's most important recreational/tourism cycling route; it is very important to maintain this valuable cycling connection. No sidewalks are currently provided alongside the route. Capacity Impacts: This option would increase roadway capacity by over 1,000 vehicles per direction per hour, which would address the traffic capacity constraints in the area. Project Summary: This option would involve design optimization of John Wise Line (CR 45) from Sunset Drive (CR 4) west to CR 3 to align more closely with an Urban/Rural Arterial Road standard. Page 100 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Considerations: Designing John Wise Line as a higher -quality route for traffic more aligned with Arterial road standards encourage a greater proportion of the Sunset Drive traffic not destined to or originating from St. Thomas to use John Wise Line as southwest St. Thomas bypass route instead, freeing up a proportion of the capacity on Sunset Drive for the locally based traffic. In particular, it would help serve the longer -distance travel demand portion of traffic generated by the new Norman Lyndale residential development. John Wise Line's road structure is also designed to accommodate heavy trucks; this option also serves to maintain an important heavy truck connection in the County. The northwesterly section of John Wise Line has a right-of-way width of only 20 m, which constrains the roadways design to a degree, but it is not anticipated that additional right-of-way would need to be procured to continue to provide a high -quality travel route. The design optimization would also include some intersection improvements such as adding auxiliary lanes as traffic volumes increase. Capacity Impacts: This alternative would not add additional capacity to this roadway, but would make the road better suited to carry higher volumes of traffic safely, comfortably and efficiently. It is recommended that only Option E2 be implemented as a more feasible option, with John Wise Line corridor improvements that would be entirely under the County's control. Option E1 is currently not recommended, as widening of Sunset Drive (CR 4) would be very costly and complex, given the busy adjacent urban environment, narrow right-of-way, and need to maintain the CMP route. It would also need to be predicated by plans by the City of St. Thomas to widen Sunset Drive as far south as the City's boundary with Elgin County. Alignment with TMP Goals: Environmental) IFiiscall Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity high high high high high high IF. Reroute Through Traffic Around Downtown Aylmer. Residents and business in Aylmer have long had concerns about traffic levels in downtown Aylmer, especially related to heavy truck traffic on Highway 3 and John Street North (CR 73). With the Province no longer planning to build an Aylmer bypass, other means will need to be identified to address these concerns. With anticipated population and employment growth in Aylmer and area, traffic pressure on John Street North (CR 73) north of Highway 3, already close to capacity, will increase further. vnivnivni ',1R f1(fS C(DIr7 92 Page 101 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Project Summary: This project involves redesignating Elm Street/Beech Street (CR 53) from an Urban Arterial to an Urban Major Arterial, with associated design improvements to make this a more desirable route for through traffic than John Street North (CR 73). Concurrently, traffic on John Street North north of Highway 3 can be reclassified as an Urban Arterial (or even a Urban Collector) instead of as a Major Urban Arterial. Associated design modifications plus operational changes such as potentially adding (peak period) turn restrictions can reduce the amount of traffic on John Street. Considerations: Elm Street and Beech Street have already been taken on by the County as CR 53 to serve as a downtown Aylmer bypass and relieve some of the traffic pressure from John Street North/Highway 3 intersection. However, without associated design and wayfinding improvements on CR 53 to more clearly set CR 53 apart as the preferred routing for through traffic, CR 53 is not yet diverting as much traffic as it could from John Street North. Implementing operational changes will also have an impact on redistributing traffic. Heavy truck turns between Highway 3 and John Street North and South can be prohibited. Turning from John Street North onto Highway 3 during peak periods could also be prohibited for all traffic. The County can also continue to ensure that turning movements from Highway 3 to Elm Street are given sufficient priority in the traffic signalizing timing plan. Design improvements can be made to ensure that the intersections along CR 53 can accommodate all road users safely, from heavy trucks to pedestrians. An at -grade railway crossing on Elm Street just south of Beech Street will affect the nearby intersection's design, and coordination will be needed with St. Thomas and Eastern Railway to ensure safe crossing design. (It is noted that the railway is currently not in operation, though there are local efforts to restore the service.) Capacity Impacts: Improvements to CR 53 will increase the capacity by approximately 50 vehicles per hour, although its existing design is not yet optimized to its current Arterial Road standard and traffic volumes are currently significantly less than capacity. However, the roadway's design, in particular intersection improvements, can make it more suitable for larger vehicles relative to John Street North. Potential operational changes such as turn restrictions also will have an impact on redistributing traffic from CR 73 to CR 53. It is recommended to include Alternative F in road network planning to more fully implement the County's plan to divert through traffic onto CR 53 in Aylmer. Alignment with TMP Goals: Environmental) Fiiscall Future Efficient Healthy Economic Pirotectiion Responsiibiilliity Readiiness Connections Communities Prosperity high high high high high high \ni\ni\ni ',1 c s 1(fi S C(DI r7 93 Page 102 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.1.7 Summary of Recommended Road Capacity Projects The recommended road capacity projects are presented in Exhibit 4.16, grouped by improvement type: • Road widening from 2 to 4 lanes; • Improve traffic Flow on Urban Arterials; • Reclassify and improve to an Urban/Rural Major Arterial road standard; • Transfer road to County and improve to a Rural Arterial standard; and • Optimize design to an Urban/Rural arterial standard. The final phase of the TMP study will determine the phasing of these projects into the short, medium and long-term horizons through 2054, and will develop approximate costs for each project by phase. Page 103 of 227 m m StA EL E _T CL c "o E o V) E > E w 0- x E uj 0 LT rp - m z CL a v m -a A m IQ 01 E OD L) 10 m m w. 0 1w. 0 e4 N r�- CL f Isf 2 2 0 tm 0 0 i — — 0 > Fr 13 chf, 0 r 2 2 0 0 2 U 0 2 2 cl, n _1 Go m 12to u uj co U! LL a� j; 0. a. m 0 0 0 Q IQ OD In IF 1 0111111'at;,ij T vww"Ol, 601 �18 puw� UUOlUV) CM 01 Mide0M)9 ot 0 0 is 40" IA vo, ofi�0 Im TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.2 County Road Rationalization Road rationalization is the process of applying a logical framework to determine which roads serve County mobility objectives to a sufficient degree to remain in or be added to the County road network. This task develops and applies a road rationalization framework to determine which roads most reflect a County road function, with the following outcomes: • A clear road hierarchy that meets current and future transportation demands effectively and equitably; • Improved resource allocation; and • Enhanced road network connectivity and optimization, aligned with land use and transportation planning priorities. The following excerpts from the Municipal Act, 2001 (emphasis added) relate to the transfer of ownership of road segments between upper and lower -tier municipalities; however, guidance is not provided in these acts about the function or characteristics of an upper -tier vs. lower -tier road. 52 (1) An upper -tier municipality may add a lower -tier highway, including a boundary line highway, to its highway system from any of its lower -tier municipalities. (4) An upper -tier municipality may remove a highway, including a boundary line highway, from its system. 58 (1) An upper -tier municipality has, in respect of land lying within 45 metres from any limit of an upper -tier highway, all the powers conferred on a local municipality under section 34 of the Planning Act for prohibiting the erecting or locating of buildings and other structures within that area. (2) If there is a conflict between a by-law passed by an upper -tier municipality under subsection (1) and a by-law passed by a lower - tier municipality under section 34 of the Planning Act, the by-law of the upper -tier municipality prevails to the extent of the conflict, but in all other respects the by-law passed by the lower -tier municipality remains in effect. 4.2.1 Philosophy of a County Road Network The following philosophy of a County road network has previously been proposed to County Council in 2002 before embarking on a road network study, and can provide direction at present: \ni\ni\ni ',1 c s 1(fi S C(DI r7 96 Page 105 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin "The county road network should support business, economic development, and growth in the county as well as meet the transportation needs of existing communities. To provide an increased level of service where it is required, County roads are to function as arterial or major collector roads and to provide for the efficient movement of traffic."16 4.2.2 Recent Road Transfer History Road transfers in Elgin County over the past decades include the following: • The 1980s saw the County assume a number of local municipal roads. • The 1990s saw downloads of Highways 3, 4, 19, 73, 74 and 76 from the Province to the County, increasing considerably the County resources needed to maintain the road network. • In 2002, the Township of Malahide requested the County assume the County Road 47 (Putnam Road) from County Road 48 to County Road 52, while the Township assumes parallel County Road 49 (Whittaker Road). The transfer of Putnam Road to the County was put into effect. • A 2002 road network study recommended that 25 County road segments (95.4 km total) be transferred to local municipalities, and 5 local municipal road segments (9.8 km) be transferred to the County. Only the latter transfers were put into effect. • In 2016, the Township of Southwold requested that Wonderland Road (from Ron McNeil Line to Southminster Bourne, totaling 3.53 km) be transferred to the County due to significant increase in traffic volume after a new Highway 401 interchange was opened at Wonderland Road. Wonderland Road was uploaded to the County and upgraded by the County. The following road segments, totaling 10.18 km), were transferred to the Township of Southwold: Mill Road (from Talbot Line to Southdel Drive); Southdel Drive (from Mill Road to Carriage Road); and Magdala Road (from Third Line to Southdel Drive). 4.2.3 Road Rationalization Framework Many two-tier municipalities use the Ontario Goods Roads Association's (OGRA's) proposed road rationalization framework developed in 1998 as the basis for allocating roads between upper and lower -tier municipalities, often with 16 Report to County Council from Clayton Waters, Engineering Services. Subject: Road Network Study. January 2, 2002. \ni\ni\ni ',1 c s 1(fi S C(DI r7 97 Page 106 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin a degree of refinement of the framework to better reflect the specific upper -tier municipality's priorities. For the County of Elgin road rationalization analysis, the OGRA framework is followed quite closely, with some clarifications and slight refinements. Road Rationalization Process Overview There are three broad steps to the County of Elgin road rationalization process- 1 . Confirm List of County and Local Municipal Roads Under Consideration 2. Apply Criteria to Road Segments to Develop an Initial County Road Network 3. Apply Network Principles to the Initial County Road Network to Create a Proposed County Road Network This process is summarized below, with detailed information in applying each criterion provided in Appendix A. Step :: Confirm List of Roads Under Coins i eration Roads that are assessed under the road rationalization framework include the following: • All roads currently under County jurisdiction; and • Specific roads put forward by local municipal partners for consideration. The roads identified by local municipal partners for consideration are listed below and are indicated on a map as Exhibit 4.17: • Ford Road, CR 3 (Talbot Line) to CR 25 (Wellington Road); • Pigram Road, Pressey Line to CR 52 (Ron McNeil Line); • Pressey Line, CR 40 (Springfield Road) to Pigram Road; • Pressey Line, Pigram Road to CR 46 (Culloden Road); • Shorelea Line, CR 29 (Wonderland Road) to CR 25 (Wellington Road); • Southminster Bourne, Highway 4 to CR 29 (Wonderland Road); • Pioneer Line, CR 8 (Currie Rd E) to CR 14 (Iona Rd); • Vienna Line (full length); and • Yarmouth Centre Road, CR 45 (John Wise Line) to CR 52 (Ron McNeil Line) — this segment has since been withdrawn from consideration for transfer, but has been retained in the road rationalization assessment. \ni\ni\ni ',1 c s 1(fi S C(DI r7 98 Page 107 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin MMIIMHMMM The County of Elgin Road Rationalization framework closely follows that of the Ontario Good Roads Association (OGRA), developed in 1998, and used by many Ontario Counties in guiding decisions on road jurisdiction. Most counties who have applied this framework have incorporated some customization to the criteria. Due to lack of specificity in the OGRA guidelines, some interpretation/judgement is needed in applying the OGRA criteria. In addition, reordering of criteria allowed for more logical criteria application, and some refinements were made to allow more gradation in the scoring or to make better use of County data. The first nine criteria that are applied to road segments are as follows: • Criterion 1: Urban Centre Connector; • Criterion 2: Industrial Connector; • Criterion 3: Truck Traffic; • Criterion 4: Barrier Service; • Criterion 5: Tourism Connector; • Criterion 6: Traffic Speeds (OGRA 9); • Criterion 7: Road Surfaces (OGRA 10); • Criterion 8: Traffic Volumes (OGRA 11); and • Criterion 9: Road Right -of -Way (OGRA 12). Road segments that have a total score of 6 or more for the above criteria form a Partial County Road Network. Criteria 10 to 12 are the applied after this Partial County Road Network is identified: • Criterion 10: Adjacent Municipality Arterial Extension (OGRA 7); • Criterion 11: Urban Cell Service/Spacing (OGRA 6); and • Criterion 12: Rural Cell Service/Spacing (OGRA 8). A total score of 6 six or more for a given road segment indicates that it is of sufficient County interest to be included in an Initial County Road Network. Appendix A provides more information about each of these criteria and provides map exhibits of how road segments scored under each criterion. Step 3:: Apply County Road Network Coin inectivity Principles Additional roads may be added to the Initial Road Network based on the following: 1. Each Highway 401 interchange in Elgin County should have at least one County Road connection to the County Road network. \ni\ni\ni ',1 c s 1(fi S C(DI r7 99 Page 108 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 2. The County Road Network should avoid "spurs" but rather connect to another upper -tier road, Provincial highway or arterial road wherever feasible. 3. Add selected road segments to close short or strategic route continuity gaps. 4. The County may retain selected road segments to maintain redundancy in the network, e.g. a strategic creek crossing or alternate route. 5. The County may retain selected segments with higher traffic volumes and/or truck traffic volumes. 4.2.4 Road Rationalization Analysis Results Exhibit 4.18 shows both the results of both Step 2 — the scoring of road segments to create an Initial Road Network — and Step 3 — the identification of additional road segments based on principles to create a complete and connected Proposed County Road Network. This results in a Proposed County Road Network as shown in Exhibit 4.19. 4.2.5 Recommendations Exhibit 4.19 reflects a desired future County Road Network that would allow the County to focus resources on those roads that serve a County travel and connectivity function. The implication is that the road transfers shown in Exhibit 4.20 would need to first take place. Road transfers would require developing an implementation plan that takes into account current road conditions and planned road works in the County's 10-year road capital plan, among other considerations. The full set of road transfers would be implemented in a phased approach over years or decades. It is recommended that the initial focus for implementation be on a smaller set of potential transfers, as indicated in Exhibit 4.20, with an implementation plan to be developed toward transfer of these roads in the near term. This smaller set of road segments typically represent shorter County road segments that are "spurs" that do not connect to other County roads, have local road function, and/or are redundant with other nearby County roads. An implementation plan for the remaining roads identified for transfer could be prepared at a later date, potentially coinciding with a review and update of the County's TMP. vnivnivni ',1R f1(fS C(DIr7 100 Page 109 of 227 a lie 0 E co U- a 0 co .N co a 0 wco co 0 Lf LU 7-5 0- 0 LU LU 0 0 Z Z LU o CL Q 0 LU 0 0 7-5 UD U) LL, (D z co m m < Cl- = a) :E x 6- 0- LLI U) Q. CL lie L- 0 z a 0 U) co co U) is 0 co N Q. 4) A- cn lie I- 0 4- (D z '"o co 0 LU 0 0 > LU co LU � 0 0 Z, U) Z LU 0 w a) CL < �s 0 W 0 � co LU 00 N h 7 U) �a co —j .2 ::D 0 A- co M- z 0 C) < (D co 0 < C:) = 40- CL u) -0 U) LL, CD z U) m < < Cl- x LU I rl— CN CN 4— I rl- N N 4- 0 I TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.3 Review of County Bridges on Local Roadways This task reviews the nine bridges under County jurisdiction that are located on local municipal roadways to determine jurisdictional transfers or other actions. 4.3.1 Background The County maintains 58 bridges, 9 of which are on local roads. Like other Ontario municipalities, the County is facing a financial challenge with bridges nearing the end of their lifespans and requiring costly replacement. Based on the findings of a 2019 inspection (following Ontario's Structure Inspection Manual), three of the longest local road bridges require replacement or major repairs within the next 5 years to allow continued use by motorized vehicles. The nine County bridges on local roadways are as follows: • B07 Fleming Creek, McPherson Road in West Elgin; • B16 Lings, Southminster Bourne in Southwold; • B23 Fulton, Fulton Bridge Line in Southwold — imminent replacement or major repair needed; • B26 Jamestown, Jamestown Line in Central Elgin — imminent replacement or major repair needed; • B27 Gillets, Sparta Line in Central Elgin— imminent replacement or major repair needed; • B30 McGinnis, Thompson Line in Central Elgin; • B31 Harkness, Willsie Bourne in Central Elgin; • B42 Dingle Street, Dingle Street in Aylmer; and • B46 Edison Drive, Edison Drive in Bayham. Exhibit 4.21 shows the location of these structures. vnivnivni ',1R f1(fS C(DIr7 105 Page 114 of 227 F- :Z7 a 0 LU 75- 0 LU _g) LU � 0 0 0 Z, Z LU 0 .1cc :�7 — C) _j (D CL < C- U) a.OLU 0 0 1-- 75- U) < 7U co M ::D 0 0 z 75 M- 0 C) < (D 0 < C:) = 0 C4 CL u) -0 (D z U) m < < Cl- x LU Fa—)l .............. . (D (D (D (D ITV C ... . . .... . .. . . ...... .. . .. ........ (D ......... ... Il ....... . . (D 0 As 111101 5) co tm (D ca 0 co LL 0 0) IM na m co 'VOL < > 0 U) w Lli rA 0) 2 -0 0 0) 'd u > > 2 2 (L LL (L CIQLII Eli0 Lf � 4.1 inns nay r-L E 2 5, 0 C- (1) w Q L- Lo L a) 0) = -T _0 0 cr CL E 0' I KCi 0 0 I TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin (Policy Coin-tex-t That the County of Elgin owns bridges within corridors under the jurisdiction of local is based on a series of historical decisions (e.g. Acts, policies) at the provincial level. The Municipal Act, 1950 stipulated that: 430. (1) The council of a county shall have jurisdiction over, [... ] (b) every bridge crossing a river, stream, pond or lake forming or crossing a boundary line between local municipalities other than a city or separated town in the county, [... ] Meanwhile, the Public Transportation and Highway Improvement Act, 1960 stipulated that: 55. (1) Where under The Municipal Act a county has jurisdiction over a bridge [.... ] not in the county road system, ... (2) The Minister may direct payment to the county [... ] an amount not exceeding 80 per cent of the cost of constructing and maintaining any such bridge [... ] (3) A county may by by-law provide that jurisdiction over every bridge of twenty feet or less in span that is not included in the county road system shall be transferred to the local municipality or municipalities in which it is situate, [... ] (4) A county [... ] may by by-law provide for the closing of any bridge over which the county has jurisdiction [...] or the substitution therefor of any other bridge structure [... ]. Both sections have since been repealed. The Municipal Act, 2001, which is in force today, stipulates the following regarding bridge jurisdiction: 54 An upper -tier municipality that had jurisdiction over a bridge on a lower - tier highway on the day this section came into force continues to have jurisdiction over the approaches to it for 30 metres at each end of the bridge or any other distance agreed upon by the upper -tier municipality and the lower -tier municipality. 2001, c. 25, s. 54. However, the Act also stipulates that the County is allowed to transfer assets to the lower -tier municipalities: 52 (1) An upper -tier municipality may add a lower -tier highway, including a boundary line highway, to its highway system from any of its lower -tier municipalities. [... ] (4) An upper -tier municipality may remove a highway, including a boundary line highway, from its system. vnivnivni ',1R f1(fS C(DIr7 107 Page 116 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.3.2 Analysis and Recommendations The review of County bridges on local roadways considered bridge characteristics such as its size, local roadway restrictions, and volume of traffic using the bridge. The analysis also considered the following questions to determine the bridge's strategic value within the road network: • Is the bridge part of a significant redundant route for a County road? • What are the current bridge volumes: cars, trucks, pedestrians, cyclists and other users? • Are there redundant structures or routes available for current users if the bridge were not available? • Are the current load and dimension restrictions on approach roads and on the bridge? • Would removing the bridge create undue hardship on any particular bridge users? • Would emergency response times be significantly compromised without the bridge in place? • Is significant growth expected that would result in increased bridge use? Exhibit 4.22 presents the analysis, findings and recommendation based on a review of the County -owned bridges on local roads. vnivnivni ',1R f1(fS C(DIr7 108 Page 117 of 227 in LL Z � W N W > W 0 O 0 Y W � V O o az0 4) J J N d Q 0) :2 LU 0 p m N a� M: o 0 z M- O _ U < 0Z � U Q L O = �O N N d u) -0 Ict N Z Cn m _Q _ 1- W ' ,. /. .:. .: . . .. . .. ' ,. . MEMEMMMME a 101600 '• �j• N N O co N 0) m 0- TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.4 Carpool Lot Assessment Framework Development The development of a carpool lot strategy is recommended to formalize the County's role in carpool lot provision. This section identifies suitable criteria for the County to consider in an assessment framework developed as part of the strategy. 4.4.1 Criteria for Evaluating Candidate Carpool Lots Network -based performance measures are used to identify and evaluate candidate parking lot locations for implementation. These measures reflect anticipated carpool lot performance (demand), as well as the feasibility of implementing the carpool lot at a specified location. Performance (network) measures are based on planning best practices, as well as input from the County, and assess anticipated carpool lot demand (i.e. indicators of how well the carpool lot would could be used). • Traffic volumes (AADT): Average annual daily traffic is used to identify road segments that serve as important travel corridors; Proximity to key transportation corridors: Major transportation corridors and intersections where carpool lots are most easily accessed, visible and needed; Connections to active transportation (AT) facilities: Locations that are in close proximity to active transportation facilities (e.g. trails, cycling infrastructure) would serve travellers who may choose to cycle or walk the first leg of their trip and join a rideshare at a carpool lot, and could also serve those wanting to park a car before embarking on a recreational walk or bike ride; • Connections to existing or future transit: Connecting to existing or future transit routes or hubs provides accessibility to those without access to a vehicle or choose not to drive; and • Population and employment density: This measure considers the distance a potential location is to a trip generator or attractor where many single occupancy trips are originating or terminating. Carpoolers should be captured as early in the trip as possible — given the typically higher density of origins and destinations in settlement areas and employment areas, vehicles travelling on roads near these centres are more likely to consider carpooling if facilities were available. vnivnivni ',1 R f 1(f S C (D I r7 110 Page 119 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Feasibility measures are also based on planning best practices and are used to assess potential locations together with the performance measures. Site ownership: Land availability and ownership is a key consideration to determining the feasibility of a carpool lot — opportunities and constraints regarding site ownership and availability will have to be considered; Cost: An important component of feasibility is cost, and some locations may be prohibitively expensive to construct; and Environmental considerations and constraints: Areas designated for agricultural use, conservation areas, recreational uses and parks, rivers and tributaries, wetlands, natural drainage areas, and other environmentally sensitive or protected areas are important considerations that would act as a barrier to lot development. Other considerations for the identification, implementation and design of carpool lots in Elgin County are as follows: Impacts to adjacent road operations: Successful carpool lots should have minimum negative impacts to adjacent road operations, and be located upstream of existing congestion, with access points that avoid queues from nearby intersections; Visibility and safety: Good visibility of carpool lots can encourage potential carpoolers to take advantage of the facility — personal and vehicle safety and security are key considerations for lot users (video surveillance and adequate lighting are examples of design strategies that can be considered); and Noise and pollution impacts: While not always avoidable in a largely rural context, a carpool lot should be compatible with surrounding land uses to avoid significant noise and pollution impacts. 4.4.2 Methodology and Criteria Scoring The performance and feasibility measures were used to evaluate the candidate carpool lot locations to determine legitimacy and overall prioritization. Using a data -driven framework to assess the carpool lot locations quantitively ensures a transparent and traceable process. The following data were identified and used in conducting the evaluation: Traffic volume data in the form of Average Annual Daily Traffic (AADT); Population and employment data; Location of existing and draft planned cycling facilities (as per the Cycling Master Plan), as well as trail connections; vnivnivni ',1 R f 1(f S C (D I r7 111 Page 120 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Existing road network in Elgin County, with roads categorized by jurisdiction — Province, County, Local Municipality; and • Locations of existing or planned transit stops. A points -based weighting scheme can be developed and applied to each of the criteria to reflect their relative importance in determining appropriate locations for carpool facilities. vnivnivni ',1 R f 1(f S C (D I r7 112 Page 121 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 4.4.3 Monitoring Performance In addition, there are several other techniques adopted by peer jurisdictions that can help understand and monitor on -going demand and promote use of existing facilities as well as forecast demand for future lots. These include: • Conducting period parking surveys to determine utilization counts of carpool and park -and -ride lots; • Use of licence plate surveys of vehicles parked at the facility to determine trip origins of lot users; • Surveying lot users periodically to collect more details on travel patterns; and • Using one or all of the above in combination with geographical information system (GIS) tool to understand spatially how lots are being used. vnivnivni ',1 R f 1(f S C (D I r7 113 Page 122 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 5 Transit Feasibility Analysis Public transit services can reduce car dependence and provide a potentially more economical and environmentally sensitive way to travel to daily activities such as employment, shopping, education and leisure. However, the economic feasibility of providing transit services in rural areas is challenged by long distances and relatively low demand for services. 5.1 Current Passenger Transit Service Provision Existing transit services and currently proposed or planned transit services within and in the vicinity of Elgin County (current as of Fall 2024), as well potential pilot routes identified previously by the City of St. Thomas, are shown in Exhibit 5.1. Existing transit services shown include the following: • Federal Transportation Services- - VIA Rail • Municipal Transit Services- - Four Counties Community Transportation Service - Railway City Transit (St. Thomas) - Middlesex County Connect - T:GO Transit (Tillsonburg) — intercommunity transit services ceased operation as of April 1, 2025, due to a discontinuation of Provincial funding) In addition to the above, private transit services operate in the vicinity (e.g. in the City of London), though none currently provide service in the County of Elgin: • Intercity Bus • Flixbus • Rider Express • Onex Bus • Red Arrow • Megabus (operated by Badder Bus or Trailways) Additional information about the above services is provided in the Elgin TMP Phase I Update report. Existing transit services within and in the vicinity of Elgin County leave several gaps in demand and do not facilitate county -wide transit connections. Residents must rely on personal vehicles, as a driver or passenger, for travel within the County and to nearby urban areas. vnivnivni ',1 R f 1(f S C (D I r7 114 Page 123 of 227 IN, I �2 if "'U I'll lo A j lim. 111,01, n, F— :Z7 U) (1) LU 75- 0 U) —i LU AW U) > LU 0 0 U) 0 CL 0 Z :z- LU o C) - CL _j Nam, t! LU 0 0 1-- 7-5 U) L) 0 z M- AW 0 C) (D L) C:) 0 au)-0 L(i a) z U) m < Cl- x LU M. M E N E N 0 4-- 0 N U) (D 0) 0 04 CD 04 U- 0 E U) 0 U) !E (Da)U) U) (D U) 0) -0 CO U) LU CO O :z- - LID I 0 C) 04 C) cri Cli C 213 C/) U) m E C\j 0 C\j C- F- 4-- 0 U) LO C\j 0 2>1 (D 0) C-5 CD LU 75- 0 LU U) cB LU _g) 0 LU c- U) alf 00 aN F- =3 Z LU 0 a)U) .1cc z 0 0 CL) CL < ry LU 0 0 �T- h 7-5 = U) — Z/5 < M z 0 M- C:) 0 m <<o CD 0) < Of -0 C) = 0 U) CO CL u) -0 U) Uj CD E CL) E C6 z U) m < < M- o C- a) = C-D E CL 0- TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 5.2 Engagement Inputs The Elgin TMP Phase 1 online survey identified general interest among respondents to implement inter -community transit service within the County and to external locations (though some respondents did not see value in providing transit services). The results varied by respondent's geographic area: Overall, respondents from the eastern municipalities of Elgin County are most interested in future transit connections to St. Thomas (52%), Aylmer (43%), London (41 %), Tillsonburg (41 %), and Malahide (30%); Respondents from the central municipalities are most interested in future connections to London (33%), St. Thomas (30%), and Central Elgin (28%); and Respondents from the western municipalities are most interested in future connections to St. Thomas (33%) and London (22%). Municipal Advisory Committee members noted the need to consider future transit demand to and from the employment lands in Talbotville, Aylmer and the redevelopment of the former Ford assembly plant property (now an Amazon Fulfilment Centre). They also noted that a seasonal shuttle to the Port towns could help County residents connect to these areas and reduce vehicle traffic and parking demands. 5.3 Focus Markets and Connections Needs and opportunities identified in Phase 1 informed the definition of two levels of focus markets for a future transit system in Elgin County: Primary market: providing options for those with limited travel options — young people, seniors, people unable to drive; provide access to health care, recreation, shopping, social; and Secondary market: Serving commuting trips and other choice trips. The County's responsibility and interest in transit provision reflects a similar position as peer upper -tier municipalities in Ontario, leading the County to focus on providing directly or partnering to provide transit services to serve key inter - municipal connections between urban settlement areas, employment centres and external connections to larger regional centre; and pricing County services reflecting the focus on longer -distance trips. Meanwhile, additional local area connectivity can be provided by Local Partner Municipalities. Key nodes and linkages for a potential future transit system were developed by analyzing the traffic volumes and commuting patterns documented in Phase 1 vnivnivni ',1 R f 1(f S C (D I r7 117 Page 126 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin and through identifying key trip gene rato rs/attracto rs within and external to Elgin County - Higher -Frequency Service/Connectivity: • St. Thomas - St. Thomas -Elgin General Hospital - Fanshawe College - St. Thomas Electric Vehicle Battery Cell Plant - Walmart Supercentre - Downtown Talbot Street • London - White Oaks Mall - Hospital/ Medical Facilities - Downtown/Inter-regional Transit • Tillsonburg • Elgin County - Aylmer - Port Stanley - Amazon Fulfillment Centre Lower -Frequency Service/Connectivity: • Elgin County - Other Tier 1/Tier 2 settlement areas 5.4 Exploration of Potential Service Approaches The following transit service types were explored based on their applicability to Elgin County: • Conventional fixed route; • Flexible route; • Demand -responsive (On -demand) transit; • Hybrid fixed route/on-demand; • Rideshare and taxi vouchers; • Specialized transit (exclusively); and • Volunteer driver networks. Exhibit 5.2 summarizes the pros and cons of each service type from both the user and County perspective. Approximate costs were also identified in the exhibit for each service type, although across almost all options both the number of vehicles in service and service hours were held constant (2 vehicles operating 5 days per week). vnivnivni ',1 R f 1(f S C (D I r7 118 Page 127 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin In addition to the costs outlined in Exhibit 5.2, every service type aside from volunteer -driver networks would require one full-time County employee to launch the service and a half of a full-time employee's resources one year after the launch for ongoing coordination, contract administration and reporting. All options would also require an estimated $22,000 start-up cost for marketing and $11,000 annual marketing budget. 5.4.1 Summary of Service Type Applicability to Elgin County The applicability of each service type to Elgin County is summarized below for each potential service type. Fixed routes could serve major destinations but would not serve all residents of Elgin County equitably. A fixed -route service with only two in-service vehicles would require one vehicle to be dedicated to fixed -route service and one vehicle to specialized or accessible service to meet AODA requirements. The fixed - route service would have very limited frequency and geographic coverage (i.e. limited potential demand due to low population density) and therefore, would be an inefficient use of funds for the County. Overall Ilow suitability. Flexible routes would provide slightly more service coverage for customers but still could not serve all residents of the County. Custom er trips would be slower overall due to the need to build flexibility into the route schedule and meet the requests for accessible service, which could require a substantial deviation from the route or dedication of one of the vehicles full-time as proposed in the fixed route service. The cost would be too high relative to the level of demand. Overall imoderate suitability. Demand -responsive, or on -demand transit would be able to cover the whole County with a lower number of vehicles compared to a system based around fixed routes. However, due to the expansive nature of Elgin County, with only two vehicles the service would incur substantial deadheading (travel without a passenger) and therefore would reduce the efficiency of the system and reliability to passengers. A start-up cost would be required to set up the technology required for such a system. Overall imoderate suitability. A hybrid system based on fixed routes and on -demand transit could provide similar service coverage as an on -demand system and would use one vehicle each for the fixed route and on -demand components. This system could allow for a couple different fixed routes to operate on alternate days of the week to provide access to several major destinations. The second vehicle would provide on -demand, accessible service with different geographic service zones on alternate days of the week to reduce deadheading and increase overall system performance. OVERALL HIGH SUIT'AlIBILUTY.. Carried fo and to reco nimended actions.. Rideshare or taxi voucher transportation, like on -demand transit, could cover the large area of Elgin County at a lower cost. Rather than following a fixed schedule, vehicles would only go out to where a customer is waiting at a given vnivnivni ',1 R f 1(f S C (D I r7 119 Page 128 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin time. The proposed set-up between the County and the provider would be a per - trip subsidy which would substantially reduce the overall cost. However, this system would potentially rely on existing rideshare or taxi operators within or in the vicinity of Elgin County. The number of vehicles in service could vary at any given time with driver and vehicle supply, which could negatively impact service performance (i.e. reliability, consistency). Overall Ilow suitability. An exclusively specialized transit system would limit services to only residents with the highest amount of need. The system would operate in a manner similar to on -demand transit, but the eligibility of potential customers would be restricted. It is important to provide a service that addresses the unique needs of residents who have disabilities, but operating a system exclusively for these customers would restrict the overall utility of the service. Overall moderate suitability. Overall Ilow suitability. Volunteer driver networks would provide a system that is very low-cost to the County but could not reliably or consistently serve County residents. This type of service is not recommended. Overall Ilow suitability. 5.5 Recommended County Transit Service Concept The most suitable service concept for an initial transit service in Elgin County is a hybrid model with fixed routes between smaller centres and major destinations/urban areas and on -demand zones for lower -frequency connections. Both the fixed routes and on -demand zones could operate in different geographic areas of the County on alternate days of the week. The service could operate five days a week (Monday to Friday) for a ten-hour service span between 8:00 a.m. and 6:00 p.m., totaling 2,520 annual revenue -service hours. The span takes into consideration operating hours of existing transit services in and around the County and peer transit systems. Exhibit 5.3 identifies the potential fixed routes and on -demand service areas. vnivnivni ',1R f1(fS C(DIr7 120 Page 129 of 227 H Z W 75- 0- 1 W Q L W A 0 g v LU 0 a N z a C) J J N d Q O h "5; = O N a, O z� Q o U m a o Q L U �O N d u) -0 LO N Z Cn m _ Cl- (D _ 1- 0- W -.�- -:- . - - - _ ,, _ _ _ '_.. ,_ _ . .. `, , `, _0 c cu . , :: ., Q a • • • • • ' ' • • j j ` ' . ` • •CU • . ' • • • • • • • ■ • . , • ■ %' CU •, CU 0 ` • • • • ` - ` • a' • ' /j ' ' ' ' ' . • � • / • • ` ` • • i - • • • ` ' • • • • ' • . • , ' - 2 a) - ' - - ' • • u - - • 0 m• , • / • , - , ', • /., ' • • • • ` ' • 1,CL i I rl- N N O O co N 0) m 0- H Z W O J W W .� 0 � Y LLJ O O Z Q Z U J J N d Q � 0 � O h N O a� Mao z� Q o- 0 = U aD z � ¢ o O = a u) m z cwn Q Q a� LU .2 . 0) cu . 00 :. cu �. ... .... u- .. ,�- - : .. , . . . . , :. , -.-,. LO ... .... 70 -� • % l • ' ' ' • • • / �% • • • • • • • • • • • 0 cm j, • • ' • ' • 70 • • • ' / ie • , • • ` • • / • • i • • • ' • • - ,CU • cu / • • • • • u 'O)o • • • • , ' ;j • %. rl- N N O co N 0) m 0- H Z W O J W W .� 0 � Y W O O Z Q Z U J J N d Q � 0 � O h = N O a� Mao z� Q o— 0 = U aD z � ¢ o O = a u) m z U) Q Q a� - ` /= � ..: - -- -- / - _ ` . . . :- -�- _ , -. 1.� ... • cu -.:- .� `- O� • • • • • • • • • • • . 3 o i /. • • . • , • • • • Cr / • - • - • � • /. , • - - - • / ' • ' • ' - - • •4. 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Considerations in the development of a detailed service plan and next steps for the County are outlined below. Seek partnerships with other municipalities. Engage with Middlesex County, City of St. Thomas, City of London and Town of Tillsonburg toward new, expanded inter -community transit fixed route service for some of the desired fixed -route coverage: • Middlesex County Connect: Expanding (or securing) the existing Route 3 service (Dorchester — London — St. Thomas — Southwold); • St. Thomas Transit: Implementing pilot services between St. Thomas and Port Stanley, and between St. Thomas and Aylmer; • London Transit Commission: Expanding the coverage area to provide connectivity to St. Thomas; and • T:GO Tillsonburg Transit: Explore partnership to reinstate the previous Route 3 service (Tillsonburg — Port Burwell) or pilot other connections into Elgin County (e.g. Tillsonburg — Aylmer — St. Thomas); Formalize routes, stops and schedules. For fixed routes that cannot be served or are underserved by inter -municipal partnerships, formalize the routing and stops for the proposed fixed -routes and the on -demand zones shown in Exhibit 5.3. As part of the route and stop formalization, define the service schedule and operating procedures Consider major employment shift times. In determining schedules, consider shift times of major employment areas along the route (e.g. Southwold Amazon Fulfillment Centre, St. Thomas Electric Vehicle Battery Plant) in schedule development. While most workers are anticipated to drive to and from work at these locations, the County transit service would provide an option for those who rely on or choose to use public transit services. Develop a fare structure. Develop a zone- or distance -based fare structure that is easy to communicate, understandable by users and reflects the costs of operation (i.e. longer trips cost more or trips outside of a municipality are more than trips within a municipality). Select transit vehicles. Require that both transit service vehicles be lift - equipped to accommodate users with mobility devices. The vehicles should have a capacity for two or more wheelchairs or mobility devices. A spare vehicle with similar characteristics should be available in the event of capacity constraints on the main vehicle, or for maintenance activities. vnivnivni ',1R f1(f S C(DIr7 Page 135 of 227 126 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Be AODA compliant. Define the service to meet the legislative requirements of the Accessibility for Ontarians with Disabilities Act (AODA), 2005 and comply with the legal obligations for a public transportation service operating in the Province, as outlined in Ontario Regulation (O. Reg.) 191/11. This includes having accessible bus stops, accessible vehicles, providing accessible transit information to the public and training staff in the accessibility standards and the Human Rights Code. Consider contracting to a private operator. Consider contracting a private firm to operate the service with the private contractor providing drivers, vehicles and overall management of the service. A competitive Request for Proposals (RFP) process is recommended to contract the service. Seek to leverage funding sources. Leverage current or potential provincial or federal funding support programs, including: Consider allocating a portion of funds from Elgin County's existing allocation of the Canada Community -Building Fund (previously named the Federal Gas Tax Fund); Apply to the Canada Public Transit Fund - Metro -Region Agreement (requires partnership with municipalities within the Census Metropolitan Area, i.e. London, St. Thomas, Middlesex County and lower -tier municipalities); Baseline Funding (for existing transit service with 30,000 ridership annually); and Rural Transit Solutions Fund (currently accepting capital projects; monitor calls for next round of planning and design projects application); Apply to the Ontario Transit Investment Fund (OTIF) to address service gaps within Elgin County and between adjacent municipalities (an OTIF application likely requires working with other municipalities and organizations as a project team); and Apply to Ontario's Dedicated Gas Tax Funds for Public Transportation Program (Gas Tax) once a transit system has been initiated. Share information. Consider joining Southwest Community Transit (SCT) to share information and resources once a County service is in operation. vnivnivni ',1R f1(f S C(DIr7 Page 136 of 227 127 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 6 Cycling Master Plan Network Development The Elgin County Cycling Master Plan networks were shown previously in Section 3.5.1, and include a Priority network and Ultimate network. This chapter describes the development of these networks, which was a multi- step process across the TMP study phases, as summarized in Exhibit 6.1. Exhibit 6.1: Cycling Network Development Process Identify cycling needs and opportunities: Identifying cycling needs and opportunities was undertaken through technical analysis, a review of existing network conditions, consultation with County staff, and outreach among members of the public and key stakeholders. These were described in the Phase 1 Update: Needs and Opportunities report, the key need being to develop a cycling network connecting activities, with sufficient separation between motorized vehicles and cyclists for increased safety for all road users. Identify candidate cycling routes: The development of the candidate network was based on several considerations, starting with proposed routes from the Elgin -St. Thomas Cycling Master Plan (2020), recently completed roadways, and network considerations, i.e. adequate County -wide network coverage through potential routes connecting settlement areas and other significant destinations. Facility/route type preselection: Facility preselection was undertaken for candidate network segments to identify the infrastructure that would be generally appropriate for a cycling network segment to allow sufficient separation between cyclists and motor vehicles, following the process outlined in Appendix C. Physical constraints and costs were an important consideration. Several criteria informed the process, as summarized in Exhibit 6.2. Generally, if a corridor was determined to be too difficult to achieve in the desired facility class within the TMP horizon, an alternate route was identified if possible. Some cycling connections remain that are more costly or challenging to implement for longer -term implementation. vnivnivni ',1R f1(f S C(DIr7 Page 137 of 227 128 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit 6.2: Cycling Network Review Considerations Safety (informing the . Motorized traffic volumes facility type that will . Heavy truck volumes provide sufficient . Posted speeds and operating speeds separation from motorized vehicles) . Visibility along the route (roadway slopes and curves) • Other safety considerations Feasibility . Roadway jurisdiction • Rural vs. urban roadway context • Roadway surface type and condition • Roadway width • Feasibility of safe crossing of provincial highways or major roads • Implementable as part of planned roadway rehabilitation or improvements • Cost Network Connectivity, . Directness of connectivity between settlement areas Convenience and and key points of interest: scenic routes, recreational Efficiency areas, connections to adjacent municipalities • Connections to existing or future cycling routes • Qualitative assessment of network density to support County -wide connectivity Road network . Consistency and compatibility of cycling network planning with other road network recommendations Identify a preferred cycling network: This was an iterative process that involved the development of the preliminary network and ultimately, the recommended network, as follows: Preliminary network: The preliminary network is based on the refinement of candidate routes and facility types, and includes network level considerations from key County staff and input from the Cycling Advisory Committee. While the focus is on the provision of a commuter/spine cycling network, considerations for the needs of cyclists of all ages and abilities, as well as for both recreational and commuter cyclists, were factored. Recommended network: Working iteratively through the refinement of the preliminary network and ongoing consultation with key County staff, Local Municipal Partners and the public, the TMP Horizon and Ultimate Cycling networks were recommended. vnivnivni ',1R f1(f S C(DIr7 Page 138 of 227 129 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Routes that were not previously considered as part of the cycling network but are planned for reconstruction were considered as part of the recommended network since they provide a coordination opportunity. Routes identified in the recommended networks represent the minimum desirable facility class, however, higher -order facilities may be implemented if feasible. Network phasing and costing: A network phasing and costing plan, will be developed as part of Phase IV of the TMP study, will guide the provision of cycling infrastructure over the short-, medium- and long -terms. Consultation: Outreach was conducted with Local Municipal Partners, the Cycling Advisory Committee formed for the TMP study, as well as input from members of the public to inform the development of the cycling network. Common themes heard included the need for broader cycling connectivity, connections to settlement areas, improved safety especially along rural roadways, and increased education among all road users. vnivnivni ',1R f1(f S C(DIr7 Page 139 of 227 130 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin 7 Next Steps The next step in the TMP study process is to share the draft actions and strategies detailed in this report directly with public and stakeholders through the second round of engagement and consultation. An update will also be shared with Council. The next phase of the TMP study will also be initiated, with the development of an implementation plan, including an expansion of the draft actions listed in this report, cost estimates, and prioritization of projects and strategies over the short-, medium-, and long-term. The final Transportation Master Plan will be prepared, presented to Council and shared with the public for a 30-day review period. Following the public review, the TMP will be updated as required, and Council will consider the approval of the Plan. vnivnivni ',1R f1(f S C(DIr7 Page 140 of 227 131 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Appendix A: Road Rationalization Analysis Detail TRANSPORTATION MASTER PLAN: Phases II and IIII: Multimodal Network Development vnivnivni ',1R f1(f S C(DIr7 Page 141 of 227 A.1 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin : epIace IIDage wlflh sIl lidlide deck li on IlDdf fo rim a t vnivnivni ',1R f1(f S C(DIr7 Page 142 of 227 A.2 Appendix B: Road Cross -Section Design Guidance TRANSPORTATION MASTER PLAN: Phases II and IIII: Multimodal Network Development vnivnivni ',1R f1(f S C(DIr7 Page 143 of 227 B.1 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin B. Road Cross -Section Design Guidance B.1 Introduction This cross-section design guidance summary has been prepared based on current Canadian best practices and guidance. Consistency in roadway design allows drivers, cyclists and pedestrians to have more mental "bandwidth" to process and react to information about other potentially atypical conditions that are more likely to reflect safety risks. At a strategic planning level, it is most critical to determine the width of a roadway's right-of-way (ROW) and the widths of design elements within the right-of-way. B.1.1 Guidance Outline Following this introduction, this guidance is structured as follows: Section 13.2 presents a summary of dimensions guidance for different cross- section elements as well as a range of sample cross sections, spanning various urban and rural functional road classifications and options; and Section 13.3 provides additional considerations for the placement of infrastructure and utilities. 113.1.2 Key Resources The development of standard cross -sections for the County of Elgin primarily referenced the following transportation planning guidance documents: Geometric Design Guide for Canadian Roads (Traffic Association of Canada, 2017) ("TAC GDG"); and Ontario Traffic Manual Book 18: Cycling Facilities (Ministry of Transportation of Ontario, 2021) ("OTM Book 18" ). 113.1.3 Guidance Considerations The guidelines should be applied together with more thorough review of the reference documents and through professional engineering judgement, especially for atypical roadway contexts. While the cross-section guidance in this document reflects best practices and provides a target reference for the allocation of road elements for most roadways in the County, following them may not be attainable, or even appropriate, at all locations. In many retrofit situations, cost-effectiveness must be considered and weighed against the benefits of bringing an existing road in \ni\ni\ni ',1 c s1(fiS C(DIr7 13.2 Page 144 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin line with current standards, together with judgement and consideration of potential alternative designs and solutions. Conversely, additional space beyond the minimums summarized below may be needed in some cases, depending on local needs or context determined through planning and design. Considerations that will influence the degree to which a road design can meet the cross-section standards include cost, adjacent land use context, existing infrastructure, available right-of-way width, utilities, topography, environmental or natural barriers, relationship to the active transportation network, and the types of roadway users, i.e. passenger vehicles, trucks, cyclists, pedestrians, transit, horse and buggies, and potentially others. B.2 Cross Sections Typical cross sections should reflect the variations of each functional road classification designation, which illustrate the allocation of various road elements including vehicle lanes, sidewalks, cycling facilities, parking and minimum right- of-way. B.2.1 Summary of Dimensions Guidance The recommended dimensions of roadway elements based on current guidelines and best practices are summarized in the following tables: • Exhibit BA for County rural roadways, with Exhibit B.2 providing additional information regarding drainage ditches and fill slopes; • Exhibit B.3 for County urban roadways; and • Exhibit B.4 for selected cycling facility types on County urban roadways; Some considerations for selected cross-section elements across all road types are noted below. The Right -of -Way (ROW) width of a roadway determines the available space to accommodate travel paths for all users, as well as utilities and drainage elements. Higher -order roadways such as arterial roads generally have wider ROW widths than collector roads, which in turn have wider ROW widths than local roads. The width of travelled lanes for drivers has an important influence on perceived safety and resulting speeds. While the travelled drive lanes must be wide enough to accommodate the motorized vehicles using it at posted speeds (e.g. 3.3 m minimum to accommodate regular use by busses and heavy trucks), a road that is too wide can encourage drivers to operate at faster speeds. Excessively wide travelled lanes are therefore discouraged. Similarly, cycling facilities that do not provide enough width or separation from motorized vehicles given the roadway's speed, volume and other characteristics vnivnivni ',1 R f 1(f S C (D I r7 B .3 Page 145 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin will result in underuse of the facilities, and potentially increased vehicle -cyclist conflicts. Additional guidance on cycling facilities is provided in Appendix C: Cycling Facility Design Guidelines for Elgin County. Considerations for incorporating communications infrastructure and utilities is included as Section 13.3. While noting that the roadside realm such as provision of sidewalks, furnishings, etc. is the responsibility of Local Municipal Partners rather than of the County, a few guidance considerations are noted below. The pedestrian zone is comprised of three design elements, as summarized below (recommendations per TAC GDG section 6.3). Boulevard/furnishing zone: This area immediately beside the curb can include light and signal poles, landscaped boulevards, trees, transit stops, benches, bicycle parking, and other hardware and street furniture. It is recommended that the boulevard/furnishing zone be provided where practical, especially on commercial streets or where adjacent traffic speeds are 50 km/h or higher. The recommended width is 0.5 m to 3.0 m. Through zone: The pedestrian through zone provides a clear and navigable sidewalk width, free of obstruction. The recommended range for segments with peak pedestrian flow less than 400 people per 15 minutes is between 1.8 m and 2.0 m. Frontage zone: This is the area located adjacent to the property line (i.e. outside the street right-of-way) that provides pedestrians with clearance from building fronts, doors, utilities, and so on. The recommended with of the frontage zone is 0.5 m to 3.0 m. Depending on the right-of-way width and context, desired frontages may not always be feasible. vnivnivni ',1 R f 1(f S C (D I r7 13.4 Page 146 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit 113.1: Element Widths for County Rural Roadways Minimum right -of- Rural major arterial: 36.5 m; rural minor arterial: Elgin OP (no specific way width 30-36.5 m; rural collector: 20-30 m; local: 20 m guidance in TAC GDG) Through drive lane 3.5-3.7 m TAC GDG, Table 4.2.2 width, rural major 3.3 m is minimum practical for 60 km/h and (design hour directional and minor arterials less design speed, or for lower -volume rural volume >450) a collector and local roads Table 4.2.1 (design hour directional volume <=450)b Right -turn and Same as adjacent lane, or can be reduced by TAC GDG, Sections left -turn lane width 0.2-0.25 m, but not to less than 3.25 m; 4.2.2 and 4.2.3 3.5 m for multiple left -turn lanes Arterial road median 1.0-4.0 m (where provided) ° TAC GDG, Section width 4.5.3 Shoulder, not an 2.5-3.0 m for Rural Arterials and 1.5-3.0 m for TAC GDG, Table 4.4.1 identified cycling Rural Collector Roads depending on design route d speed and Average Annual Daily Traffic; 1.0 m for County Rural Local roads Paved shoulders as Desired: 1.5-2.0 m width (paved shoulder of OTM Book 18, Table part of an identified 2.0 m or more must be marked with a buffer) 4.11 cycling route Minimum: 1.2 m width Buffered paved Desired: 1.5-2.0 m width and 0.5-1.0 m buffer OTM Book 18, Table shoulders as part of Minimum: 1.5 m width and 0.5 m buffer 4.11 an identified cycling route Outer separation: Minimum 4.0 m; more as needed based on See Exhibit B.2 open ditch drainage drainage needs and local conditions including or fill slope soils and elevation of roadway vs. elevation of adjacent land Notes: a TAC GDG Table 4.2.2 notes 3.5 m lower practical limit for 70-100 km/h design speed; 3.0 m lower practical limit for 60 km/h and less design speed, but minimum 3.3 m to accommodate regular use by buses and large trucks b TAC GDG Table 4.2.1 notes for 70-100 km/h design speed: 3.5-3.7 m (3.3 m lower practical limit); for 60 km/h and lower design speed:3.0-3.7 m for (2.7 m lower practical limit); but minimum 3.3 m for buses and large trucks TAC GDG Section 4.5.3: "A flush median without barrier may be appropriate for rural highways with low to medium volumes and operating speeds.... Wider flush medians with barriers normally apply to high speed rural arterial roads." d TAC GDG - Section 4.4.3.2 notes that shoulder material can vary (e.g. gravel and/or paved), but a paved width of 0.5 m provides a stable surface to absorb minor deviations from travelled lanes. This will also reduce maintenance due to reduced cracking of the paved travelled surfaces. vnivnivni ',1R ,1GfiS C(DIr7 B.5 Page 147 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit 13.2: Open Ditch Drainage or Fill Slope Elements ShoulderRounding Figure 4.13.2 Typical Section — Rural Local Undivided Road, Figure 4.13.4 ypical Section Collector R... Fill Slope (i.e. road 70-90 km/h design speed- TAC GDG — Figures 4.13.2 and is built up higher up to 2-1 with barrier (e.g. guard rail) 4.13.4 than adjacent . . to 1.5-1 for rock) no drainage ditch) 6-1 without barrier 70-90 km/h design speed- TAC GDG — Figures 4.13.2 and 4-1 desirable minimum 4.13.4 for lower speeds MTO (2008 a), Physical 2-1 maximum slope (per IVITO 2008) Parameters Drainage3-1 Channel 0 minimum (V-ditch). es 4.13.2 and 1.0 m desirable 4.13.4 notes• 00: notes zero minimum standard the desirable standard :. ..-TAC GDG — Figures 4.13.2 and 4.13.4 Notes: Additional resources/sources cited: Ministry of Transportation of Ontario (MTO), Standards and Contracts Branch, Highway Design Office (2023). MTO Design Supplement. for TAC Geometric Design Guide (GDG) for Canadian Roads. MTO (2008). Highway Drainage Design Standards. Drainage channel depth must be a minimum of 0.5 m below the bottom of the subgrade to provide drainage of the pavement structure (MTO 2023); or 0.3 m minimum standard and 0.5 m desirable standard (MTO 2008). A typical Elgin County road structure to the bottom of the subgrade is 720 mm (e.g. 50 mm HL3, 70 mm HL8, 150 mm Granular `A' and 450 mm Granular `B'), placing the bottom of the channel a total of 1.0 to 1.2 m lower than the road surface. Drainage ditch will also need to be designed to accommodate a longitudinal slope with absolute minimum 0.1 % slope, desired minimum 0.5% slope (MTO 2023, Exhibit 30). The information in this table is provided to help guide strategic planning only. Detailed design of fill slopes and open drainage channels should be prepared by an experienced practitioner and with a detailed understanding of best practices and of local conditions and constraints. vnivnivni ',1 R ,1(f S C (D I r7 13.6 Page 148 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit 113.3: Element Widths for County Urban Roadways Right-of-way width Urban major or minor arterial: 20-36.5 m Elgin Official Plan (2024); (20 m is applicable to retrofit only); TAC GDG, Table 2.6.5 Urban collectors: 20-30 m; (20-45 m for urban arterials, Urban local roads: 20 m 20-24 m for urban collectors, 15-22 m for urban local roads) Through drive lane Urban major arterial: 3.5-3.7 m (3.3 m TAC GDG, Table 4.2.3 a width is min. practical); Urban minor arterial or urban collector: 3.3-3.7 m; Urban local: 3.0-3.5 m (3.0 m for few trucks) Right -turn and Same as adjacent lane, or can be TAC GDG, Sections 4.2.2 and left -turn lane width reduced by 0.2-0.25 m, but not to less 4.2.3 than 3.25 m; 3.5 m for multiple left -turn lanes Two-way left -turn 4.0 m for design speeds greater than TAC GDG, Section 8.6 lane 60 km/h; minimum 3.5 m for design speeds of 60 km/ or less Parking lane width, 2.4 m TAC GDG, Section 4.3.2.4 where provided Curb Curb face width varies by type and TAC GDG, Section 4.7.2 design, e.g. Barrier curb: approx. 0.2 m (lower speeds only), Semi -mountable curb: approx. 0.3 m Gutter width 0.5 m TAC GDG, Section 4.7.2.1 Boulevard 0.5 to 3.0 m, per road context and TAC GDG, Section 6.3.1.3 ° /Furnishing zone available ROW width b width (utilities, furnishings, etc.) Sidewalk width 1.8 m minimum, or per local municipal TAC GDG, Section 6.2, Figure (where provided by standards; 6.2.3: 1.8 m allows two wheel - local municipality) separation from motorized traffic (i.e. chair users to pass each other boulevard) is preferred TAC GDG, Section 2.6, Table 2.6.5 Frontage zone 0.5 m to 3.0 m, depending on ROW TAC GDG, Section 6.2 width and context Notes: a TAC GDG Table 4.2.3 notes: for 70-100 km/h design speed: 3.3-3.7 m (3.0 m lower practical limit); for 60 km/h and lower design speed:3.0-3.7 m for (2.7 m lower practical limit); but minimum 3.3 m for buses and large trucks. b The lower limit provides basic functionality while the upper allows for more pedestrian -oriented space TAC GDG, Section 6.3.1.3: "Furnishing zones should be provided wherever practical; they are recommended on commercial streets, or where adjacent traffic speeds are 50 km/h or higher." Note that snow storage is one function of the furnishing zone. \ni\ni\ni ',1 c s1(fiS C(DIr7 B.7 Page 149 of 227 TRANSPORTATION MASTER PLAN PHASES II AND III: MULTIMODAL NETWORK DEVELOPMENT Prepared for the Corporation of the County of Elgin Exhibit BA: Element Widths for Selected Urban Cycling Facilities Where Provided Conventional Desired- 1.8 m lane with 1.0 m buffer if needed OTM Book 18, Table bicycle lane Minimum- 1.5 m lane with 0.3 m buffer if needed 4.7 and Table 4.8 One-way physically Desired- 1.8 m bicycle lane width and 1.0 m OTM Book 18, Table separated bike lane buffer (up to 2.5 m lane width for volumes over 4.3 00 daily - and 0.3 m buffer . . - depending on separation technique used); if 1.8 m bicycle lane width cannot be provided, consider providing gaps in the separation treatment to allow overtaking by cyclists 0.6 m minimum buffer to separate a bike lane from an adjacent vehicle parking lane Note: Additional guidance on cycling facility dimensions is provided in Appendix C: Cycling Design Guidelines for Elgin County. B.2.2 Sample Rural Cross Sections Exhibit B.5 is summary of the rural County roadway scenarios for which sample cross -sections are shown below. These include alternative scenarios reflecting inclusion or exclusion of various roadway elements such as cycling facilities. These cross -sections are representative examples only. Please see Section B.2.1 for a fuller range of recommended widths for each cross-section element. 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These include alternative scenarios reflecting inclusion or exclusion of various roadway elements: sidewalks, cycling facilities and on -street parking lanes. Please see Section B.2.1 for a fuller range of recommended widths for each cross-section element. 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U) U) CR 0 OU) (D ul w � U)x. a) (D U) Cl 7r� = _ M- m m -0 CD m >, -0 7E 0 FD CL (D 01.9 Q- 04 O �, 0 C%4 U) = japE) iuj 9,0 > —1-1-1-11-- � -1-1- po iL4 VD- (D (D o Zy) (D S, -9 CY U) (D _0 0 0 -FD 0 0 - - - - - - - - - U) :Z- U) LU TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin B.3 Communications Infrastructure and Utilities The appropriate placement of communications infrastructure and utilities is also an important consideration for designing both urban and rural roadways. Surface utilities can include electrical transmission lines, telephone lines, street lighting poles, traffic signal poles, among others, while buried facilities include storm and sanitary sewers, water lines, communications cables, gas lines, etc. TAC GDG, Section 4.11 provides standards for utility placement among other cross-section elements and should be referenced to ensure best practices are followed. For rural roads and higher -speed urban roads, surface utilities should be located outside of the "clear zone", a designated space free of obstacles designed as clearance for drivers that may run off the road. However, as TAC GDG notes: "Provision of the recommended clear zone does not guarantee that all vehicles will no encroach further than the recommended clear zone distance" (Section 7.3.3.1.) The clear zone distance is influenced by the road's design speed, traffic volumes, the presence of cut or fill slopes and their steepness, and horizontal curve adjustments. The clear zone ranges from as low as 3.0 to 3.5 m for relatively flat roadsides and road design speeds of 70 to 80 km/h to as high as 11.0 to 13.5 m for roadsides with larger slopes and road design speeds of 100 km/h. measured from the nearside edge of the through lane (TAC GDG, Section 7.3). In urban environments, the goal of providing lateral clearance to obstructions is more to improve operations than shielding obstacles (TAC GDG, Section 7.7.1). For urban roads, the boulevard/ furnishing zone serves as a separation between the curb and the sidewalk and can accommodate surface and underground utilities, among other street features. TAC recommends locating utility poles, lamp posts and other objects potentially hazardous to errant vehicles as far as possible from the travelled roadway, for example at the back of the sidewalk (TAC GDG, Section 4.6.1). It is recognized that this may not be possible or desired along constrained urban roads. In some cases, roadside barriers may be warranted, especially to protect pedestrians and cyclists (TAC GDG, Section 7.7.3). vnivnivni ',1R f1(f S C(DIr7 Page 165 of 227 B.23 Appendix C: Cycling Facility Design Guidelines for Elgin County TRANSPORTATION MASTER PLAN: Phases II and IIII: Multimodal Network Development vnivnivni ',1R f1(f S C(DIr7 Page 166 of 227 C.1 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin C. Cycling Facility Design Guidelines for Elgin County C.1 Introduction These Cycling Facility Design Guidelines are intended to support the preliminary planning and design of "cycling facilities" along roadways under the jurisdiction of the County of Elgin. The term "cycling facilities" within this document refers to cycling route infrastructure intended to improve the safety, connectivity, comfort and convenience of cyclists of all ages and abilities within the transportation system. As part of the County's 2025 Transportation Master Plan (TMP) study, the County developed a proposed Cycling Master Plan (CMP) network to support the safety and convenience of residents and visitors to cycle between communities County -wide. The proposed network primarily follows roadways under County jurisdiction and identifies preliminary cycling facility types along these roadways. The information in these guidelines was taken into consideration in developing these networks, and can support the implementation of the proposed network. C.1.1 Purpose and Outline of the Guide These Cycling Facility Design Guidelines are intended as a reference for County staff to help promote consistency and safety in implementing the County's Cycling Master Plan network. This guidance is structured as follows, following this introduction: • Section C.2 provides an introduction to cycling facility types and provides guidance in pre -selecting a facility type based on general route characteristics and the resulting desired degree of separation; • Section C.3 provides more information about various cycling facility types that are applicable for implementation by the County along County roadways; • Section CA provides geometric design guidance for these cycling facility types and urban vs. rural contexts, and • Section C.5 provides selected maintenance considerations. These guidelines do not provide considerations for design treatments needed at intersections and other crossings, nor for pavement markings and signage. vnivnivni ',1R f1(f S C(DIr7 Page 167 of 227 C.2 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin C.1.2 County Road Applicability These guidelines focus on cycling facility types that are applicable to implementation by the County along County roadways, rather than providing guidance on all possible cycling facility types. In accordance with the Ontario Municipal Act, 2001 (Section 55), the provision, construction and maintenance of sidewalks along upper -tier municipal roads is the responsibility of Local Municipal Partners. Similarly, multi -use paths, which are outside of the travelled roadway, are also understood to be the responsibility of Local Municipal Partners. The County has avoided identifying CMP connections where multi -use paths and other cycling facility types outside of the travelled roadway would be required. In the future, should CMP connections involving cycling facility types outside of the travelled roadway alongside a section of County road be found to be most appropriate and desirable by both the County and the Local Municipal Partner, the County assumes that the Local Municipal Partner would take the lead in the cycling facility's design and implementation. C.1.3 Key Resources OTIM lBook 18 .— Cycling IFacilities cyciinig Facilities These Cycling Facility Design Guidelines are primarily a summary of recommended guidance in Ontario Traffic Manual Book 18: Cycling Facilities (Ministry of Transportation of Ontario, 2021)17, hereafter referred to as "OTM Book 18", unless otherwise noted. OTM Book 18 was developed by the Ministry of Transportation of Ontario (MTO) in association with the Ontario Traffic Council to provide guidance to Ontario municipalities on the uniformity and treatment of cycling design facilities, and is consistent with the Ontario Highway Traffic Act regarding municipal roads and infrastructure. Other References Note that the design of cycling facilities along provincial highway corridor rights -of -way, including those crossing these rights -of -way, must conform to the Ministry of Transportation of Ontario's Bikeways Design Manual (2014). There are many useful references that provide useful context, detailed insight on a particular topic or provide general guidance relevant to cycling, including the following sample: "Available online- < https -//www. I i bra ry. mto. gov. on. ca/Syd neyP LU S/Syd ney/Po rta I/d efau It. aspx?com pone nt=AA AAIY&record=9c49ce44-e3b2-4389-91 cd-5e9b67aad03d> Accessed March 31, 2025. vnivnivni ',1R f1(f S C(DIr7 Page 168 of 227 C.3 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin • Geometric Design Guide for Canadian Roads (Transportation Association of Canada, 2017, 2020), in particular Chapter 5, "Bicycle Integrated Design" • Urban Bikeway Design Guide, Third Edition (National Association of City Transportation Officials, 2025) • Small Town and Rural Multimodal Networks (FHWA, 2016)18 • Active Transportation Design Guide (BC Ministry of Transportation and Infrastructure, 2019 Edition)19 C.1.4 Caveats These guidelines are not intended to be a substitute for consulting an experienced transportation practitioner in the design and implementation of cycling facilities, or for referring to OTM Book 18 or other guidance directly where additional information or supplementary guidance is needed. Instead, these guidelines represent a summary of key takeaways for the County to consider in the initial planning and design of the cycling network (i.e. determining appropriate facility types and dimensions guidance for each cycling route). While OTM Book 18 guidelines will be suitable for a broad range of traffic situations, no manual can cover all contingencies. OTM Book 18 notes: The traffic practitioner's fundamental responsibility is to exercise good engineering judgment and experience on technical matters in the best interests of the public and workers. Guidelines are provided in the OTM to assist in making those judgments, but they should not be used as a substitute for good judgment or to preclude a context - specific design solution that is not identified in these guidelines but satisfies the test of good engineering judgment... In some designs, applications or operational features, the traffic practitioner's judgement is to meet or exceed a guideline. In others, a guideline might not be met for sound reasons, such as space availability, yet still produce a design or operation which may be judged to improve safety. (p. ii). 18 Available online: <https://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/small_towns/fhwahep 17024_lg.pdf> Accessed March 31, 2025. 19 Available online: <https://www2.gov.bc.ca/assets/gov/driving-and-transportation/funding-engagement- perm its/grants-funding/cycling-infrastructure-fund ing/active-transportation-guide/2019-06- 14_bcatdg_compiled_digital.pdf> Accessed March 31, 2025. vnivnivni ',1R f1(f S C(DIr7 Page 169 of 227 CA TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin While OTM Book 18 represents a collection of best practices toward a safer transportation experience for cyclists, the guidance in it should not be applied in isolation. Local context, knowledge and needs are integral, and could supersede recommendations of these guidelines, as appropriate, while still exercising good planning judgement in the interest of both public safety and network operations. Practitioners should also confirm that selected cycling design elements align with local legislation, regulation and by-laws before implementation. C.2 Levels of Separation and Facility Type Preselection Different roadway conditions necessitate different cycling facilities based on factors such as driver speed, motor vehicle volumes, available space, and roadway context (i.e. rural versus urban environment). The focus of this guidelines document is on the cycling facilities that are of particular relevance to the County of Elgin, i.e. facility types along the travelled roadway, as opposed to alongside the roadway (e.g. multi -use paths). C.2.1 Design Cyclist Except where prohibited by law, people can cycle on all roadways, whether a cycling facility exists or not. However, many roadways are not comfortable for many potential cyclists to cycle along. It is important to understand the kind of cyclists that cycling facilities are being designed for to provide comfortable cycling conditions. OTM Book 18 defines three potential design cycling user groups to help inform practitioners in the planning and designing of cycling facilities, listed in order of increasing stress tolerance: • Interested but concerned, representing 51 to 56% of the population; • Somewhat confident, representing 5 to 9% of the population; and • Highly confident, representing 4 to 7% of the population. The remaining population, approximately one-third, is the "no way no how" cohort, representing the remaining population who are not able to cycle or are not interested in cycling for various reasons. The "interested but concerned" cycling group is the design cyclist, the user category that practitioners should seek to accommodate in cycling facility design. This category of cyclist may vary in experience and age, and are typically uncomfortable cycling while sharing the street with moderate -speed motor vehicle traffic, and have a strong preference for lower -stress riding environment that can be provided through separated facilities, or low -traffic and low -speed shared -use streets (also known as All Ages and Abilities or AAA vnivnivni ',1R f1(f S C(DIr7 Page 170 of 227 C.5 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin facilities). Designing for "interested but concerned" cyclists will also serve the needs of more confident groups of cyclists as well. C.2.2 Facility Types by Levels of Separation OTM Book 18 categorizes cycling facilities based on level of separation between cyclists and motorized traffic as follows (OTM Book 18 Section 4.2): Shared: no distinct operating space for cyclists but can provide other supporting amenities such as traffic calming and wayfinding; Bicycle lanes (designated): designated space for cyclists along the roadway, but no physical separation from motorized vehicles; and Physically separated: physical separation is provided between cyclists and motorized vehicles (i.e. physically separated bikeways). Exhibit CA provides an overview of the different levels of separation along rural and urban roadways, and lists various facility types that correspond to these categories. vnivnivni ',1R f1(f S C(DIr7 Page 171 of 227 C.6 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit CA: Levels of Separation for Cycling Facilities RURAL Roadway Context Description/ These are roadways with Cyclists ride on a paved An in -boulevard multi -use Context low motor vehicle surface adjacent to the path or off -road trail volumes and speeds travelled portion of the beyond the clear zone of where cyclists share the roadway in the same the roadway provides the operating space with direction as traffic. highest degree of motor vehicles. Motorists do not typically separation between Low volume rural roads operate within the paved people cycling and will result in few shoulder, but may be motorists, and are used vehicle/cyclist passing allowed to stop on the when motor vehicle scenarios. shoulder. speeds and volumes are A buffer may be added high. for additional separation from motor vehicle traffic. County • Shared Lane • Paved Shoulder Roadway . Advisory Bicycle • Buffered Paved Facility Lane Shoulder Other . In -Boulevard Multi -Use Potential Path Facility . Off -Road Trail URBAN/SUBURBAN Roadway Context Description/ Cyclists expected to Space in the road right- Cyclists ride on dedicated Context share traffic lanes with of -way is designated cycling facilities that are motor vehicles, which exclusively for cycling, physically separated from may be indicated with but there are no physical motor vehicle traffic by pavement markings or barriers separating horizontal space and signage to promote safer people cycling from physical barriers (e.g. interactions motorists. flexible barriers, curbs, concrete walls). County . Mixed Traffic Oper- • Conventional Bicycle • Physically Separated Roadway ation (signed route) Lanes Bicycle Lane Facility . Advisory Bicycle Lane • Buffered Bicycle Lane • Urban Shoulders Other . Neighbourhood • Contraflow Bicycle Lane • Cycle Tracks Potential Bikeways° . In -Boulevard Multi -Use Facility Paths Source: Adapted from Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), Tables 4.1, 5.1 and 5.2. a OTM Book 18 classifies paved shoulders and buffered paved shoulders as a shared facility class because they are designed to accommodate multiple types of users without being exclusively reserved for cycling. b OTM Book 18, Section 4.5.1 indicates advisory bike lanes on rural roadways. Neighbourhood bikeways involve cyclists sharing the travelled roadway with motorized vehicles, but prioritizing cycling traffic, in which case the roadway would no longer give priority to inter -community County connectivity. d Contraflow bicycle lanes apply to one-way streets for motorized travel, not applicable to Elgin County roads. vnivnivni ',1R ,1GfiS C(DIr7 Page 172 of 227 C.7 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin C.2.3 Cycling Facility Preselection A cycling facility pre -selection assessment represents the first of three steps in selecting a desirable facility: 1. Pre -select facility type options 2. Detailed and contextual evaluation 3. Document and justify rationale The intent of the cycling facility pre -section is to assess the most suitable category of infrastructure required based on its general roadway context and traffic conditions, and its rural versus urban environment context. Identifying the suitable cycling infrastructure is facilitated by facility selection nomographs to identify the preferred level of separation along the corridor: as motor vehicle volumes and the speed of a roadway increase, the degree of separation of vulnerable road users from motorized traffic also increases. The rural and urban/suburban facility selection nomographs are shown in Exhibit C.2 and Exhibit C.3, respectively. The posted speed limit reflects the legal maximum speed of drivers, while the operating speed reflects how drivers actually behave under real conditions. The nomographs base the selection of a cycling facility on the posted speed of the roadway; however, the prevailing operating speed of roadways could be leveraged to determine the most appropriate class of cycling facility. The assigned facility class represents the minimum desirable facility class, but higher -order facilities may be implemented if desired and feasible — a higher - order facility is acceptable should other known factors call for enhancing the cycling facility (e.g. routes that provide access to an important community destination such as a school). The cycling facility class may also be upgraded at the time of implementation if the future roadway context has changed significantly from what is currently anticipated in this review process, or if there is a new opportunity to bundle the delivery of the cycling facility with a capital road project. The feasibility and costs of implementation of different facility types are also important considerations at this stage. The Ontario Municipal Class Environmental Assessment process had allowed the conversion of existing roadway lanes to bicycle lanes to proceed as EA -exempt projects. However, the Ontario Reducing Gridlock, Saving You Time Act, 2024, which came into force on November 25, 2024, now requires municipalities to obtain approval from the Minister before building bike lanes that remove existing motor vehicle lanes (Part XX.1 Bicycle Lanes, 195.3). vnivnivni ',1R f1(f S C(DIr7 Page 173 of 227 C.8 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.2: OTM Book 18 — Rural Facility Pre -Selection Nomograph Desirable Cycling Facility Pre -Selection Nomograph Rural Context1(Step 1) 100 90 BO 70 Y 60 J a 50 to 40 a 30 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 k15 Average Daily Traffic Volume (Thousands) 1 In rural town/hamlet/village contexts, the urban/suburban nomograph may be used. 2 Operating speeds are assumed to be similar to pasted speeds. if evidence suggests this is not the case, practitioners may consider using 85th percentile speeds or implementing measures to reduce operating speeds. 3 Paved shoulders should ideally be implemented where feasible along all designated bike routes, regardless of whether recommended by the nomograph 4 If the paved shoulder is recommended, consider incorporating a buffer as well if space allows 5 For roads with a posted speed limit of 80km/hr or higher a paved shoulder of 1.2 to 1.5 m, an additional 0.5 m to 1.0 m buffer should be considered, particularly if the roadway is a common truck route, due to the wind velocity impact of passing trucks Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 5.6 vnivnivni rti i ,1(f S CUM Page 174 of 227 C.9 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.3: OTM Book 18 — Urban/Suburban Nomograph Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 5.5 vnivnivni ',1R ,1(f S C(DIr7 Page 175 of 227 C.10 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin C.3 Overview of Cycling Facility Types Applicable to County Roadways Exhibit C.4 provides an overview of the different potential cycling facility types that can be appropriate to implement along County roadways. 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E < 0 >, _0 U) -o E CO C6 a) M- Q E 0 x U) LU TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin CA Geometric Design Guidance Comfort, safety and efficiency are important principles to consider when selecting appropriate cycling facilities. This means planning and designing a cycling network considers the broader transportation system holistically, maintaining the operational functional of County roadways and balancing the needs of its road users without compromising road user safety. This section summarizes general design guidance of key cycling facilities components to support the County in developing a connected, efficient and safe cycling network for its residents and visitors. C.4.1 Cyclist Operating Space Requirements Cyclist operating space requirements are illustrated in Exhibit C.S. Wherever possible, cycling and shared use facilities should accommodate a variety of bicycle types, as shown in the exhibit. Given these operating space needs, the following key dimensions are recommended for cycling facilities: Horizontal operating width: 1.2 m minimum, 1.5 m desired; and Vertical operation height: 2.5 m. Exhibit C.5: Cyclist Operating Space Requirements Standard bicycle 18M Cargo NcTyc;l 2A GI 'y&e with trailer 3.0 m Source: Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), Figure 2.1 vnivnivni',1R,1(fSC(DIT Page181 of227 C.16 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin C.4.2 Cross -Section Guidance A summary of recommended widths for various potential cycling facilities along County roads is provided in Exhibit C.6. Further information and example cross sections and/or plan views follow below for each of the listed facility types. Additional information is detailed in OTM Book 18, and should be consulted during detailed design. Exhibit C.6: Summary Table of Recommended Widths for Selected CyclingFacilities wa�in��m� racnxy rype vnw��m� vnan�m� vnain �m� Mixed Traffic Operation Wide Travel Lanes 4.3 (shared (generally not recommended) lane) With On -Street Parking 1.0 (parking Paved Shoulders Rural Paved Shoulders Buffered Paved Shoulders Urban Shoulders Bicycle Lanes Conventional Bicycle Lanes Conventional Bicycle Lanes Adjacent to On -Street Parking Buffered Bicycle Lanes �0 Buffered Bicycle Lanes Adjacent to 1.0 (parking 0.6 (parking On -Street Parking buffer) buffer) 0.3 (vehicle lane buffer) Physically Separated Bicycle Lanes One -Way Operation One -Way Operation, Adjacent to On -Street Parking Two -Way Operation Two -Way Operation, Adjacent to On -Street Parking Source: Consolidated from Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), various sections. a The minimum buffer widths vary by type of buffer used as well as speed of adjacent vehicles (OTM, Table 4.2). vnivnivni ',1R ,1GfiS C(DIr7 Page 182 of 227 C.17 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin IMixed Traffic Operation An example diagram of a mixed shoulder operation facility with cyclists positioned at the centre of the travel lane is shown in Exhibit C.7. It is recommended that sharrows be placed at the centre of the travel lane. The Bicycle Route Marker sign can also be installed for added cyclist navigation. Recommended dimensions are as follows: Sharrow interval spacing: 75 m (more frequently at intersections and other areas where additional guidance is needed) WIDE TRAVELL Wide travel lanes are generally not recommended as a cycling facility type, as wider travel lanes encourage faster motor vehicle speed. Should travel lanes that are 4.3 m or greater in width be used as a shared cycling facility type, this roadway width can accommodate most motor vehicles and cyclists alongside each other. To afford safer passing distance by motor vehicles around cyclists, cyclists should be encouraged to operate on the outside of the lane by the placement of sharrows and the Share the Road sign. An example diagram of a mixed shoulder operation facility with wide travel lanes is shown in Exhibit C.B. Recommended dimensions are as follows: Sharrow lateral distance from the curb: 0.75 m to 1.0 m Sharrow interval spacing: 75 m (more frequently at intersections and other areas where additional guidance is needed) An example diagram of a mixed shoulder operation facility with on -street parking is shown in Exhibit C.9. Recommended dimensions are as follows: Sharrow lateral distance from the edge of parking lane: 1.4 m minimum (outside the door zone) Recommended parking buffer (optional): 1.0 m vnivnivni ',1R f1(f S C(DIr7 Page 183 of 227 C.18 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.7: Example Plan View of Mixed Traffic Operations — Single File We- 4 (OTM) c- 4t (OT ) Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 4.67 Exhibit C.8: Example Plan View of Mixed Traffic Operations with Wide Travel Lanes Note that wide shared lanes are generally not recommended due to increased speeds. C.1 9 WC-1 9t < >1 L, , WC-1 9 C-1 9t Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 4.68 vnivnivni ',1R ,1(f S C(DIr7 Page 184 of 227 C.19 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.9: Example Plan View of Mixed Traffic Operations with On -Street Parking We-24 (cT) SINUS FILE c-4 (.1:) Source: Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), Figure 4.69 IPaved Slhoulders An example diagram of a rural paved shoulder facility is shown in Exhibit CA0. Recommended widths for rural paved shoulders are as follows: • Desired: 1.5 m to 2.0 m • Suggested Minimum: 1.2 m SHOULDERSBUFFERED PAVED A buffer is recommended on rural roadways with higher speed or motor vehicle volumes. Buffers should also be implemented on paved shoulders equal to or greater than 2.0 metres. An example diagram of a paved shoulder facility with buffers is shown in Exhibit CA 1. Recommended widths areas follows: • Desired: 1.5 m to 2.0 m operating space; 0.5 m to 1.0 m buffer • Suggested Minimum: 1.5 m operating space; 0.5 m buffer SHOULDERSURBAN Recommended widths for urban shoulders (i.e. edge lines or urban paved shoulders) are as follows: • Desired: Greater than or equal to 1.5 m vnivnivni ',1R ,1(f S C(DIr7 Page 185 of 227 C.20 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Suggested Minimum: 1.2 m Since urban shoulders are not a preferred facility type and should be avoided whenever possible (in favour of designated bicycle lanes), OTM Book 18 does not provide a sample cross-section for urban shoulders. Exhibit C.10: Example Plan View of Paved Shoulders Gravel shoulder (width vanes), Source: Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), Figure 4.73 Exhibit CA 1: Source: Example Plan View of Paved Shoulders with Buffer Gravel shoulder (width varies) Source: Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), Figure 4.74 vnivnivni ',1R ,1GfiS C(DIr7 Page 186 of 227 C.21 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.12 provides guidance on recommended widths for paved shoulders and buffers for rural roadways with operating speeds over 70 km/h. As traffic volumes increase, the shoulder width and buffer zone should also be increased to provide additional separation between cyclists and live traffic. Exhibit CA2: Guidance on Paved Shoulder and Buffer Width Guidance on Rural Roadways with Operating Speeds over 70 km/h 11,000 10, 00 , coc 8, Goo 7,000 6,000 , coc 4,000 3, GOO 4 2,000 t, 0 ca 11,000 41 500 I Sun r Width (m) NIA 0.0 0,5N.t 1.5 GO 1,5 2,0 Z5 10 Paved Shoulder Width (m) ceptaU Acceptable w th Shoulder Rumble strips within Puffer Zone Not Recommended Source: Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), Figure 4.71, citing MTO Bikeways Manual (2014) (image resolution as in original) The difference in speeds between cyclists and motor vehicles can create a safety risk along higher speed roadways with minimal separation between trucks and cyclists. Apart from the risk of injury or fatality, a cyclist's balance can be affected due to high truck speeds. This is an especially important consideration for the County, as much of the planned cycling network comprises County roadways with buffered paved shoulders, where cyclists may travel in relatively close proximity to heavy trucks. Exhibit C.13 demonstrates the aerodynamic impacts of passing trucks on cyclists, and indicates guidance for paved shoulder widths along rural roadways. The figure shows that the aerodynamic side force of trucks on cyclists is reduced with greater separation distance. vnivnivni ',1R ,1(f S C(DIr7 Page 187 of 227 C.22 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Implementing sufficient lateral separation between cyclists and motor vehicles can reduce the aerodynamic impacts on cyclists caused by passing trucks. As the volume of heavy vehicles increases along a roadway, so does the need for increasing the separation between cyclists and motor vehicles. OTM Book 18 identifies the following cycling facility types as suitable for roadways with more than 30 trucks per hour in the curb lane: separated bicycle lane, cycle track, and multi -use path. Rural paved shoulders and buffered bicycle lanes are identified as requiring further -context specific evaluation. Exhibit C.13: Truck Passing Aerodynamic Impact on Cyclists effectAerodynamic cyclist 4, r k oral r1 Separation Estimated Tol rartce Limit N Source: Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), Figure 4.72, crediting Queensland Transportation Guidelines (2006) (image resolution as in original) vnivnivni ',1 i ,lr:f S i;r::rr7 Page 188 of 227 C.23 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Bicycle Lanes An example cross-section of a conventional bicycle facility is shown in Exhibit C.14, showing cases both with and without on -street parking. Exhibit C.15 shows the same but as a plan view. Without on -street parking, key recommended widths for conventional bicycle lanes are as follows (widths are to face of curb, inclusive of gutter): • Desired: 1.8 m bicycle lane (may be reduced to 1.2 m over short distances less than 100 m in constrained areas) • Suggested Minimum: 1.5 m bicycle lane With on -street parking, key recommended widths for are as follows: • Desired: 1.5 m bicycle lane; 1.0 m parking buffer • Suggested Minimum: 1.5 m bicycle lane; 0.6 m parking buffer BUFFERED BICYCLE LANES An example cross-section of a buffered bicycle facility is shown in Exhibit C.16. Recommended widths for buffered bicycle lanes are as follows (widths are to face of curb, inclusive of gutter): • Desired: 1.8 m bicycle lane; 1.0 m buffer • Suggested Minimum: 1.5 m bicycle lane; 0.3 m buffer The combined width of bicycle lanes and buffers is recommended not to exceed 2.8 m to avoid confusion as a motor vehicle lane. Mitigating measures such as the use of centreline bollards or islands to deter vehicles from accidentally entering a wider buffered lane can be used as needed if the total width is exceeded. Recommended widths for buffered bicycle lanes adjacent to a parking lane are as follows: • Desired: 1.0 m parking buffer; 1.5 m bicycle lane; 0.3 m vehicle lane buffer (0.6 m parking buffer and wider vehicle lane buffer if roadway is high - volume with low parking turnover) • Suggested Minimum: 0.6 m parking buffer; 1.5 m bicycle lane OTM Book 18 notes that maintenance standards for marked buffers are recommended to be the same as for bicycle lanes, since they may be used by 41awoo. cyclists for overtaking (Section 4.3.1.2 Overview of Separation Techniques). vnivnivni ',1R f1(f S C(DIr7 Page 189 of 227 C.24 TRANSPORTATION MASTER PLAN PHASES 11 AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.14: Example Cross -Section of Conventional Bicycle Lanes, with and without On -Street Parking Bicycle Vehicle Sidewalk Lane Lane ..................- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1.8 im Vehicie, Lane Bicycle Parking Lane Buffer Lane Sidewalk - - - - - - - - - - ­ ­4....... . . ... ....................... 13 M 1,01 ran Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 4.47 Exhibit C.15: Example Plan View of Conventional Bicycle Lanes, with and without On -Street Parking Rb 84A (OTM) Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 4.48 Exhibit C.16: Cross -Section of Buffered Bicycle Lanes .. . ..... ... . Rcycle VehiJcle Vehicle Bicycle Parking Sidewalk 1, a in e Buffer Lane Lane Lane Buffer lane Siidewalk 1.8 m 1.0 rin 0.3, im 1.5 rn 1.0 rn Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 4.50 \A/\A/\A/ C(DIT Page 190 of 227 C.25 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Physically Separated IBicycle Lames Physically separated bicycle lanes can be separated from motorized traffic by a variety of separation techniques, Minimum widths for various separation techniques are indicated below, while the preferred buffer width is 1.0 m for all types (OTM Book 18, Table 4.2): • Parking lanes (0.6 m); • Flex bollards (0.3 m); • Planters (1.0 m); • Pre -cast concrete curb (0.3 m); • Cast -in -place concrete curb (0.3 m); • Rubber curb (0.3 m); • Concrete barrier (1.0 m); and • Guide rail (1.0 m). OPERATION An example cross-section of a one-way physically separated bicycle facility is shown in Exhibit C.17. Key recommended widths are as follows: • Desired: 1.8 m bicycle lane; 1.0 m buffer • Suggested Minimum: 1.5 m bicycle lane; 0.3 m buffer (0.6 m buffer if parking lane is adjacent to separated bicycle lane) A minimum width of 1.8 m is needed to safely allow overtaking within a physically separated bicycle lane. For narrow facilities, gaps in the separation treatment can be implemented to allow cyclists to overtake. Additionally, flex bollards are typically placed at the centre of the buffer zone with 20-m spacing, or 6 to 12 m for an urban area. OPERATION An example cross-section of a two-way physically separated bicycle facility is shown in Exhibit C.18. Key recommended widths for are as follows: • Desired: 3.5 m bicycle lane; 1.0 m buffer • Suggested Minimum: 2.7 m bicycle lane; 0.3 m buffer (0.6 m buffer if parking lane is adjacent to separated bicycle lane). Maintenance operations are an important consideration in determining the width of physically separated bicycle lanes. OTM Book 18 notes that small street sweeper vehicles generally require 1.8 m of unobstructed width for operations. 4alw"10(The City of Toronto requires a minimum 1.6 m clear width to accommodate its snow clearing and sweeping equipment (Toronto On -Street Bikeway Design Guide, 2023).) vnivnivni ',1R f1(f S C(DIr7 Page 191 of 227 C.26 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.17: Cross -Section of One -Way Physically Separated Bicycle Lanes Bicycle Vehicle Vehicle Parking Bicycle Sidevialk Lane Buffer Lana Lana Lane Buffer Lana Sidewalk 18 rn 1.0 nn, 1,0 m 1.8 rru Source: Ontario Traffic Manual Book 18 - Cycling Facilities (MTO, 2021), Figure 4.34 Exhibit C.18: Cross -Section of Two -Way Physically Separated Bicycle Lanes P] Vehicle Vehicle Two-way ay Sidewalk Lane Lane Buffer Bicycle Lane Sidewalk 1.0 m 3.5 M Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 4.35 C.4.3 Other Design Considerations Surface Material Asphalt pavement is the typical choice for surface material for cycling facilities because it is smoother and less expensive than concrete. Pavement markings also adhere better and are more visible due to a higher contrast. However, asphalt does require repair more quickly that concrete. Horizontal Clearances from I arriers The horizontal or lateral clearance refers to the area of space adjacent to a cycling facility that is kept clear of obstruction for the safe passage of cyclists. The width is measured from the edge of the operating space to any fixed object capable of interrupting a cyclist using the facility, e.g. fences, railings, mailboxes, and sign posts. The following horizontal clearance dimensions are recommended (measured laterally from the edge of obstruction to the edge of vnivnivni r1R ,1G:f lS C(DIr7 Page 192 of 227 C.27 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin the cycling facility) to avoid conflict with adjacent barriers and provide elbow space for cyclists: 0.2 m for features for features between 50 mm and 750 mm high to prevent conflict with bicycle pedals 0.3 m minimum and 0.5 m desired on either side of cyclist for features greater than 750 mm to avoid conflict with handlebars (OTM Book 18 section 7.3.1 and Table 7.2). Vertical Clearaince The vertical clearance refers to the height required in a cycling facility that is kept clear of obstruction for the safe and comfortable passage of cyclists. For tunnels and underpasses, 3.6 m of vertical clearance is recommended; this may be reduced to a minimum of 2.7 m in constrained conditions, though lower values will provide a less comfortable condition (OTM Book 18 section 6.12). Cross Slope Cross slope refers to the degree of gradient, or angle of the surface of a cycling facility, perpendicular to the direction of travel. This is an important consideration in the design of physically separated bikeways (i.e. separated facilities) in terms of drainage and managing the risk of hydroplaning and ice development. Many facility separation options do not require alteration of the existing roadway drainage; however, cross slopes should not exceed the following: 2% for concrete surface 4% for asphalt surface (OTM Book 18 Section 4.3.1.4). Ruininiing Slope Running slope refers to the gradient or incline of a cycling facility in the direction of travel. Slope is an important consideration for cycling, as cyclists will have difficult navigating a slope greater than 7.5%, even for a short distance. Running slopes should meeting the following guides: 1.75% preferred maximum slope 7.5% considered the maximum cyclable slope Coins ideratioins for Rouindabouts The County of Elgin has recently implemented its first roundabouts on the County road network, and is considering implementing additional roundabouts in the future. Therefore, the proper design and integration of roundabouts into cycling networks should be considered, as roundabouts can either enhance or hinder the cyclist experience in terms of safety, accessibility and overall usability of cycling facilities. vnivnivni ',1R f1(f S C(DIr7 Page 193 of 227 C.28 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Single -lane roundabouts can have operational benefits for cyclists as they tend to slow motor vehicle speed, reduce delays for all road users, and have fewer contact points than conventional signalized intersections. At very low -volume single -lane roundabouts, the roadway can be shared between motor vehicles and cyclists through single -file operation if the following conditions are met: Cyclists operate in a shared roadway on all roundabout approaches; All approaches have a posted speed of 40 km/h or less, with the speed reduced to 30 km/h at crossings; and Average traffic volume through the roundabout is 3,000 or less. In all other conditions, a cycle track or multi -use path should be implemented at the perimeter of the roundabout, with on -road cycling facilities transitioning to the boulevard at roundabout approaches. On -road cycling facilities should never continue through the roundabout. An uncontrolled two -stage bicycle crossing is recommended at each roundabout approach in a rural context. This design, shown in Exhibit C.19, gives motor vehicles the right-of-way and forces cyclists to make a 90-degree turn in the cycling facility at each of the crossings, intended to slow cycling speeds at the roundabout conflict points. In an urban context, shown in Exhibit C.20, a pedestrian crossover (PXO) at roundabout approaches is preferred, in which cyclists would dismount to cross at the PXO. MULTI -LANE Overall, multi -lane roundabouts containing more than one circulating lane can be less safe and offer more risks than single -lane roundabouts (due to higher traffic volumes and speeds, longer crossing distances, etc.). It is preferred that multi -lane roundabouts have multiple vehicular lanes at the approaches only. A cycle track or multi -use path should be implemented at the perimeter of multi -lane roundabouts, with on -road cycling facilities transitioning to the boulevard at roundabout approaches. Both uncontrolled crossings and PXOs can be implemented at the roundabout approaches. At locations where high volumes of active transportation users are anticipated, the following options can be considered - Grade -separated pedestrian and cyclists facilities; and Signalized mid -block crossings on roundabout approaches. vnivnivni ',1R f1(f S C(DIr7 Page 194 of 227 C.29 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.19: Single -Lane Roundabout - Uncontrolled Crossing Treatment, Rural Context Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 6.80 Exhibit C.20: Single -Lane Roundabout - Uncontrolled Crossing Treatment, Urban Context Source: Ontario Traffic Manual Book 18 — Cycling Facilities (MTO, 2021), Figure 6.81 vnivnivni ',1R ,1(f S C(DIr7 Page 195 of 227 C.30 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin C.5 Selected Maintenance Considerations Maintenance operations for cycling facilities are an important consideration in the planning and management of the County's cycling network and its overall success. Ongoing maintenance should be factored into the life cycle costs of the cycling network together with initial construction as well as operational and monitoring costs. This section notes only selected cycling facility maintenance considerations that are particularly relevant to the County of Elgin. Practitioners should consult OTM Book 18, Section 10 Maintenance Strategies, for more comprehensive guidance. C.5.1 Physically Separated Bicycle Lane Considerations The minimum width requirement for street sweeper vehicles is typically 1.8 m. Should narrow cycling facilities less than the desired width be implemented, maintenance cost considerations would be increased. When used as part of the separation technique, flex bollards are low cost and relatively easy to install and remove (e.g. for special events or during the winter season). However, depending on the particular make and model, they can have low durability and may require frequent replacement from conflicts with motor vehicles and snowplows. C.5.2 Winter Operations In 2018, the Minimum Maintenance Standards (MMS) for Municipal Highways (Ontario Regulation 239/02) were amended to include winter maintenance of walking and cycling facilities. OTM Book 18 notes "The MMS are non -mandatory guidelines but should be applied unless Ontario municipalities have established their own Council -approved level of service maintenance standards" (Section 10.1.1). While municipalities are encouraged to expand year-round access to cycling facilities by maintaining them year-round, OTM Book 18 also notes, "Municipalities have the flexibility to close certain cycling facilities during winter months to focus resources on facilities that remain open" (Section 10.1.1). C.5.3 Winter Maintenance While cycling levels decrease in the winter, it is important to consider winter maintenance best practices for to support the safety and efficiency of cyclists who do cycle year-round. It is also important to consider winter maintenance along cycling facilities at the design stage to ensure adequate space for snow storage, to consider how vnivnivni ',1R f1(f S C(DIr7 Page 196 of 227 C.31 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin separation elements can be maintained, and to plan for specialized equipment for snow clearing and ice treatment (OTM Book 18 Section 10.3). The Province of Ontario defines maintenance standards for municipal highways through regulations under the Municipal Act (2001). All roads under the jurisdiction of a municipality in Ontario are classified as Class 1 through 6 highways, with Class 1 representing higher speed or higher -volume roadways. Minimum maintenance standards vary by highway class, defined as a function of traffic volumes and posted speeds, as shown in Exhibit C.21. oo!/%! / G'O'O% • • • . . - 0000000 Byers WE.. 000©©©© • • • ... ... • • 1W MI, 00©©©©© • • • • • • • 00©©©©© 8,000 .... 00©©©©© 5,000 ... 0©©©©00 4,000 .... 0©©©©00 3,000 ... 0©©©©00 1,000 ... 0©©©0©© • • Source: Adapted from Municipal Act, 2001, Ontario Regulation 239/02, s. 1 (0. Reg. 366/18, s. 1 (5)) Winter maintenance standards for municipal highway classes are outlined in Exhibit C.22. In the context of the County's cycling network, this will be an important consideration for cycling corridors identified as signed routes or paved shoulders. In addition, snow accumulation clearing standards for bicycle lanes are outline in Exhibit C.23. The Ontario Municipal Act, 2001 does not explicitly require municipalities to clear snow from paved shoulders. Snow removal policies for road shoulders can be determined at the municipal level, e.g. municipalities can prioritize snow removal based on considerations such as their use by cyclists or pedestrians. vnivnivni ',1R ,1(f S C(DIr7 Page 197 of 227 C.32 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin Exhibit C.22: Minimum Winter Maintenance Standards for Municipal Highways Source: Adapted from Municipal Act, 2001: Ontario Regulation 239/02, s. 4 (0. Reg. 47/13, s. 4 and 0. Reg. 366/8, s. 5 (5)) and Ontario Regulation 239/02, s. 5 (0. Reg. 366/18, s. 8) Note: There are no minimum winter maintenance standards for Class 6 highways. Exhibit C.22: Minimum Snow Accumulation for Bicycle Lanes along Municipal Highways Source: Adapted from Municipal Act, 2001: Ontario Regulation 239/02, s. 4.2 (0. Reg. 366/18, s. 7) Note: There are no minimum snow accumulation standards for Class 6 highways. vnivnivni ',1R ,1(f S C(DIr7 Page 198 of 227 C.33 Appendix D: Roundabout Screening Tool TRANSPORTATION MASTER PLAN: Phases II and IIII: Multimodal Network Development vnivnivni ',1R f1(f S C(DIr7 Page 199 of 227 D.1 TRANSPORTATION MASTER PLAN PHASES II AND III: NETWORK ALTERNATIVES AND SUPPORTING STRATEGIES Prepared for the Corporation of the County of Elgin tri developt i rit vnivnivni ',1R f1(f S C(DIr7 Page 200 of 227 D.2 Arcadis Professional Services (Canada) Inc. 55 St. Clair Avenue West, 7th Floor Toronto, Ontario M4V 2Y7 Canada Phone: 416 596 1930 www.air'ca6s.co: u'�r Page 201 of 227 1 IN r r� U) 0 I C: (1) 0 (1) -a (j)-o >, _0 4— 0 CU a- It L- . . 0 CU 71 (1) Q cu a) =3 o a Cl) 0- a) _0 a) 0 N a) cu 0 - — > cu o S23) UJ o- 4- . >. a) i� cu = 0- (1) - cu -a 0 (1) .— CU = 0 a) o I— 0- ca -0 a) CU 0) a) cu 0 �, 7FD Cn a) 0 a) CU > "0 (1) cu to 0 CU "0 0- 1 a) = a) �? 4:-�- (1) E 0 -I.- 0).(l) 7od- > cu LM CU L- 42 0- 0 cu 3: 0 ._ 4- 0 o >- (1) a) "2 m c) cu cn 0 Cl. 0 0 cn w z cn w F- z z M 0 < > (1) z cl) F- cn z 0 z M w w < cn 0 cn z cn cn W F- F- C.) z F- > 0 E a) = a .0 = 6 E 0 (D 4 -- .0 •cl) (D 0 cu 0 M > 0 U co a) 0 > 6) > a) 0 0 0 4- ZO E 0 0 6.2 u.) 4-- 0 L CL U) 4) = cU .— cn > 4) 0 0) "0 w cu Cl) cu -6 CL.a (D 70 C: aj C 0 a m — r2 >, cn cn C: (D Q- t-- C: :3 L- (L) -0 -t- —0 q- cl) 0 (on 4 W) E a) cu L- E (D 0 0 c L 0 o US o :t-_ 0 o cm > 0 cu 0 -0 C: Z3 = U) (D (D 0 (D > (D OL-0 0- cx "0 (D o — E - - cn cu r 0 cn L- -.0 4) cu o "0 N 0- 0 a- 0 0) :3 a) a) 0) C: > 0 cn *1- cn r 4) CU 0 cn ,- M — cn C C) L&- o " _r_ .- -0 0 CL C: a) CU 4- a) "0 CU (D 0 cu CU C)) " o 0 cn a) E cu 'a E 0 L- E w --0 0 -C� "o a) >..,,o U) -o — a) 3: - r a) cu >. 4- E o cn (D (D 4) L- 0 0 cQ 0 0 > 0) -C CU o- 0 (D -0 cn > C: C-) 0 (J) t cu ch cn (L) Cl) 0 CU Cl) W — a C: o CU 0 (L) Cl) "0 o >- o CU 0 0 .- 4-0 4- M cu - m -0 0 0— m (D 0) CU cu "0 D-(j) CU 0 u) 0 E cn 0 't cn cn c: > 0 0 C: cn C: cu = cn 0 :3 o 0 a- a 0 0 — cl) 0 CL 70 0 o cu cu E >; Z 0 (D 0- E CU ct) C) 6) U) r- = U) U) 0).2 4- 0 CL An E o cu .0 — 0 0 -0 0 U) o :3 o cu 4) U) 0 CU RE 7uj Ij l cu C) -0 o I 0 = cy) Q) 0 CU S.- -0 4) 0 0 cu E 4—c: nn -0 C)- (D CL -CCU E LD .0) ooi M > > ) M (D (D c: 7C) FO -0 a CR ........................................................................... 0 a. 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Ca 5 ca ca 0 C14 a) 2 0 LO C14 C14 0) 0 ca to (D U) Ur_ c Co CL >1 c 0 _0 C) < 0 E 0-0 C: 0 cm Co 4-5 m U) a) C U) 0 _0a) 0 E O 0 4-a 0 0 W L- 0 Co 0 Co _0 0 x O.p 4-5 o a) cD 6- CL w a) 0 E 0 4-5 a to LO 13- 5 U) C) C: -1.-0 4- L- 0- C\l - 0) C) 70 0) C\j m (1) -0 4-a 0 7117 > =$ c: L;-- L- co = co (1) 0 -r- Co E a- Co -0 cu co U) o C: C: U) 70 (3) Co 0 (3) E w E E 0) 0 C: 0 0 a) -S M Co W M 0) E Lr- c: M c: C) Co (L 0 c 0 ca .5; 0. > c.: (0 C — c)- E c)- Z 0 2 0 0 Q) 0)— >, ca a) U) CL ID C" 2) C) L) r_ ca u) 0 E po LL 2 < C) *. 7uj ,m 7uj r- N N O N N N (6 a 69 COUNTY OF ELGIN By -Law No. 25-24 "BEING A BY-LAW TO CONFIRM PROCEEDINGS OF THE MUNICIPAL COUNCIL OF THE CORPORATION OF THE COUNTY OF ELGIN AT THE MAY 27, 2025 SPECIAL MEETING" WHEREAS, pursuant to Section 5.1 of the Municipal Act, 2001, S.O. 2001, c.25, as amended, the powers of a municipality shall be exercised by its Council; AND WHEREAS pursuant to Section 5.3 of the Municipal Act, 2001, S.O. 2001, c.25, as amended, the powers of every Council shall be exercised by by-law; AND WHEREAS it is deemed expedient that the proceedings of the Municipal Council of the Corporation of the County of Elgin at this meeting be confirmed and adopted by by-law NOW THEREFORE the Municipal Council of the Corporation of the County of Elgin enacts as follows: THAT the actions of the Municipal Council of the Corporation of the County of Elgin, in respect of each recommendation contained in the reports and each motion and resolution passed and other action taken by the Municipal Council of the Corporation of the County of Elgin, at its special meeting held on May 27, 2025 be hereby adopted and confirmed as if all such proceedings were expressly embodied in this by-law. 2. THAT the Warden and appropriate officials of the Corporation of the County of Elgin are hereby authorized and directed to do all things necessary to give effect to the actions of the Municipal Council of the Corporation of the County of Elgin referred to in the preceding section hereof. 3. THAT the Warden and the Chief Administrative Officer, or alternate, are authorized and directed to execute all documents necessary in that behalf and to affix thereto the seal of the Corporation of the County of Elgin. READ A FIRST, SECOND AND THIRD TIME AND FINALLY PASSED THIS 27TH DAY OF MAY 2025. Blaine Parkin, Grant Jones, Chief Administrative Officer/Clerk. Warden. Page 227 of 227