Loading...
12 - July 9, 2019 County Council Agenda Package Who We Are What We Do How We Do It WHO Committee Proactive group with a purpose to recruit and retain Physicians for the people who reside in St. Thomas and Elgin County. Partnership City of St. Thomas County of Elgin St. Thomas Elgin General Hospital Members of the Medical Community What Develop strategies and priorities for recruitment and retention (R & R) Awards and Incentives Research and Education Network and relationship building with stakeholders Promote Community awareness Advocate and Collaborate Evaluate the effectiveness of R & R programs How Monthly meetings Scholarship program Incentive retention program Recruitment Career Fairs & Expos Conferences Advertising Posting job opportunities Sponsorships Community Tours Special Events Discovery Week Home for the Holiday Lunch Fall Symposium Surveys and Interviews Medical residents placements Data base building Locum placements and opportunities Membership on professional Associations Inventory of practice space and opportunities What Developed a collaboration between public and private sectors Recruited a community champion to take ownership and accountability for starting a new facility Established new housing opportunities for medical residents Enhanced the flow of communication allowing more extensive contact and communication with medical residents while doing placements in our community Attended recruitment fairs and obtained contacts of graduating physicians Allocated the Incentive Retention funding budget Identified and communicated the possibilities of starting a new FHO/FHN Encouraged experienced physicians to co-locate prior to retirement Successfully recruited new physicians Arranged Locum coverage for vacation, illness, leaves and trials Initiated an orientation program for new physicians to Elgin County. Challenges availability of new grads and physicians Construction schedule of new medical facilities Limited type and size of facilities that attract new grads The number of family physicians retiring in the next 2 to 4 years Establishing access to residents while in Elgin County doing placements Impact that the Ministries reduced Managed Entry Process will have Rural areas within the county still struggle to attract physicians Teams for Ontario Health is going to have on Physician recruitment & retention Ongoing research project to obtain an accurate number of people in Elgin County who do not have a family physician. New Physicians in Elgin County Name Area Model Start Date Rycerz Kasia West Lorne CHC 2015 Richter Kristin * Pt. Stanley FHO (Elgin) Oct. 2015 Carter Jonathon * St. Thomas FHO (Elgin) Sept 2016 Ajogwu Chamberlain St. Thomas FHO (Elgin) Aug. 2016 Tenbergen Melissa St. Thomas FHO (Elmdale) Jan. 2017 Zajac Matt St. Thomas Perera Anusha St. Thomas Keeler Annie St. Thomas Huszarik Katrina St. Thomas Thompson Kimberly St. Thomas Bezuidenhaut Kenneth * St. Thomas FHO (Elgin) Jan. 2, 2017 Taylor Charlotte* Aylmer EEFHT (Aylmer) June 2018 Kamar Ahmed Dutton FHO (Elgin) March 2018 Osagie Elsie * St Thomas FHO (Elgin) Sept. 2018 New Physicians continued Name Area Model Start Date Alia Afiza * St Thomas FHT Oct 2018 Boyd Brendon* Pt Stanley FHO (Elgin) June 2018 Maharaj Siobhan * St Thomas FHO (Elgin) May 2018 Rashid Aisha St Thomas CHC June 2018 Ziada Mohammed St Thomas CHC Aug 2018 Chukwudi Koyenikan St Thomas CHC June 2018 Sudicky Aric * St Thomas FHT Jan 2019 Joining Elgin County in August 2019 Egbujuo Collins * St Thomas FHO (Elgin) Joining Elgin County in Oct 2019 Welch Michelle * St Thomas FHT Since 2015 we have recruited 26 Physicians Two new Physicians joining us in late 2019 Nine Physicians have replaced retiring Physicians Eight are additional Physicians to the area Four have replaced Physicians who resigned or completed their contract terms with Community Health Centres (CHC). Three Physicians have left Elgin County to pursue other opportunities. Thank you! QUESTIONS????? ‡ Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community 03060120180240 1:2,000 Meters Legend Subdivision Overlay Plan Overlay July 2, 2019 Projection: NAD 83 UTM Zone 17. Municipality of Central Elgin DISCLAIMER:This drawing is neither a legally recorded map nor a survey and is not intended to be used as one. 204 Main St. Port Stanley ‡ 03612 Meters Map Produced by: Township of Malahide GIS Department Projection: NAD 83 UTM Zone 17 Date: July 4, 2019 This drawing is neither a legally recorded map nor a survey and is not intended to be used as one. 2018 ANNUAL REPORT for the year ended December 31, 2018 ŷźƭ ƦğŭĻ źƓƷĻƓƷźƚƓğƌƌǤ ƌĻŅƷ ĬƌğƓƉ͵ 2 ANNUAL REPORT Table of Contents Table of Contents............................................................................................................................. 3 Message from the Warden (2018) .................................................................................................. 4 2018 Awards and Achievements ..................................................................................................... 6 2018 Budget ..................................................................................................................................... 8 2018 Financial Results ................................................................................................................... 12 Revenues and Costs ............................................................................................................... 12 Municipal Position ................................................................................................................. 16 Municipal Performance Measures Program (MPMP) ................................................................... 18 Port Glasgow COUNTY OF ELGIN 3 Message from the Warden (2018) On behalf of Elgin County Council and staff, we are pleased to provide you with the Annual Report for the year ending December 31, 2018. shore, The County of Elgin is home to seven partner municipalities that span a total area of 186,000 hectares. Elgin has developed a diverse economy where traditional industries like agri-business and manufacturing are employing the newest technologies and hard- working entrepreneu friendly people, and pristine natural landscapes make it the perfect place to call home. The County of Elgin serves 50,000 residents providing a broad range of services that include maintenance of County roads and bridges, three long-term care homes, ten library branches, an extensive archival collection, economic development services, Over the past year Elgin County Council continued to be guided by the vision developed at the beginning of the current Council term. Priorities include financial sustainability, health recruitment. 2018 was a year of unprecedented challenges for the County of Elgin. The unexpected collapse of the Port Bruce Bridge in February and subsequent efforts to install a Legislative changes, a new provincial government and economic uncertainty nationally posed additional challenges for our Council to overcome. I am proud to say that perseverance, cooperation and careful consideration allowed us work together to overcome these challenges and achieve a great deal in 2018. January marked the opening of the new Elgin County Heritage Centre. This facility is just one of the ways that the County of Elgin is honouring and preserving its rich history while passing along valuable knowledge to the next generation. The Elgincentives Community Improvement Plan remains popular with the Elgin County small business and agricultural communities and tourism in the area continues to thrive. Infrastructure maintenance, particularly road infrastructure remained a focus in 2018. Work on Highbury Avenue, Plank Road reconstruction and the installation of the temporary bridge in Port Bruce were primary focuses. Council continued its focus on finding solutions for both the Provincial Offenses Court Facility and the Terrace Lodge Long-Term Care Home, as it navigated the complexities of the Long-Term Care system. 4 ANNUAL REPORT As a Council we should be proud of what we have been able to accomplish over the past 12 months and during the past four years. It will now be the job of the next Council to pick up where we left off continuing these valuable initiatives and implementing new ones efficient. 5ğǝźķ ağƩƩ ЋЉЊБ 9ƌŭźƓ /ƚǒƓƷǤ ‘ğƩķĻƓ Warden Dave Marr COUNTY OF ELGIN 5 2018 Awards and Achievements In 2018 Council and staff maintained a commitment to excellence, continuous improvement, and forward-thinking initiatives. The County invested in crucial infrastructure projects, supported local business growth, and committed to programs that will improve the quality of life for current and future residents. The details of these achievements are as follows: Since its opening the New Elgin County Heritage Centre has seen approximately 3300 visitors, nearly double what was seen in previous years when the museum resided on the 4th floor of the Elgin Administration Building. School visits and vastly improved accessibility have led to these significant increases. A partnership with the Municipality of Central Elgin allowed Elgin County Tourism to open a new Tourism Kiosk in the newly constructed pumping station in Port Stanley. In one season alone, the kiosk saw 9,400 visitors pass through its doors. Council also updated its policies and procedural by-law in accordance with Bill 68, The County of Elgin broke ground on a new Provincial Offences Court Facility, that when completed next Fall will resolve many issues related capacity, safety and accessibility. Community and Cultural Services completed several important accessibility improvements to library branches in Port Burwell, Dutton and Aylmer Libraries (in conjunction with Municipal Partners). 2018 marked the seventh year of the International Plowing Match (IPM) Legacy Agricultural Scholarship. Ms. Alex Oswell of Aylmer and Ms. Abbey Taylor were each awarded $2,500 towards their studies as a result of legacy funds provided from the 2010 IPM. Leesa Shanley The 12-year-old phone system, serving the Administrative building and the Library branches, was replaced with a Mitel VoIP Digital system. This improved call clarity, added additional features such as in-house conferencing, and allowed for significant savings in monthly service charges from Bell. viewability and usability. Two additio viewing angles and the rear projector was replaced with a ceiling mounted projector. The delegation laptop was also replaced, moved to the podium, and integrated into the existing room audio to system. 6 ANNUAL REPORT The previous grant policy was not conducive to new recipients as an ever-expanding grant budget would place the burden of higher taxes on County residents. In 2018 Council approved a new policy, effective with the 2019 grant cycle, based on the premise that community organizations should ultimately become self-sustaining through broad community support and as a result, funding should always be available for worthy new community initiatives containable within budget guidelines. The Elgincentives Community Improvement Plan continued to have a positive impact on the local business community in 2018. Since the project started in late 2015, 167 different improvement projects have been approved for a total of $897,753 in funding. Combined with the contributions from property owners, this has resulted in projects valuing over $3.8M. Elgin County Heritage Centre Opening COUNTY OF ELGIN 7 2018 Budget Council was focussed on achieving an affordable tax increase in 2018, while maintaining and expanding the service enhancements committed to within the 2017 budget. These service enhancements include $35 million of expenditures to rebuild Terrace Lodge, as well as $0.5 million invested in the SWIFT broadband project. New service improvements for 2018 include enhancing the investme Community Improvement Plan (CIP) with a further $80,000 annually. The tax increase and improvements over the 2017 ten-year plan forecast are shown in figure 1 below. The tax increase on the average household was $7 per property or 0.5%, compared to the 2.5% increase planned for 2018 a year ago. 5.0% Tax Class Shift 4.0% Assessment Growth 3.0% Other Improvements Proposed Increase 2.0% 3.9% 2.1% 1.0% 0.5% 0.0% -1.0% -2.0% -3.0% Avg. HouseholdAvg. PropertyLevy CźŭǒƩĻ Њ Ώ ЋЉЊБ tƩƚƦƚƭĻķ LƓĭƩĻğƭĻ ğƓķ /ŷğƓŭĻƭ ŅƩƚƒ tƩźƚƩ tƌğƓ Council's strategic vision has been to maintain and improve service levels while achieving an and projects span the gambit from health care to economic development to infrastructure to the environment. The funding highlights are as follows: 1.$35 million rebuild of Terrace Lodge and capital maintenance projects for Elgin Manor and Bobier Villa of $8.0 million over the next ten years. 2.$2.5 million granted to the St. Thomas Elgin General Hospital through 2018 with a further $1.0 million in contributions planned for a total of $3.5 million by 2022. 8 ANNUAL REPORT 3.$1 million in CIP funding to improve streetscapes and improve the economic outlook fo annually by reallocating the additional revenue from the elimination of the vacancy rebate/reduction. 4.Two satellite offices for the Elgin Business Resource Centre (EBRC) to assist the Co 5.$0.5 in funding to attract government and private sector support for high speed internet (SWIFT). 6.The county roads received $10 million in 2018 capital budget funding, with a further $109 million for the next nine years focused on timely investments in existing infrastructure to ensure the lowest possible lifecycle costs. The 2018 capital plan included rehabilitation of Wonderland Road to a high-volume County road. 7.Purchase of $3.6 million of books for libraries over the next ten years. 8.$40,000 grant to the Clean Water Initiative enters its second year of on-going funding. The remaining unfunded costs for Wonderland Road, together with the additional non- inflationary costs for Terrace Lodge totaled $2.6 million. The delay in the Terrace Lodge project gave the County more time to set aside funds for the project, resulting in a reduction in the required debt from $24 million to $17 million. The resulting $1.7 million interest savings from the reduced debt burden reduced the amount of unfunded capital projects to $0.9 million. This amount was of a magnitude that it could be absorbed in 2019 without the need for an incremental property tax increase. As was shown in Figure 1, property taxes on an average household were 2% lower than previously anticipated. Tax shifts between property classes provided an improvement of 0.1% to the average household. In addition, assessment growth (population growth driving new construction) was 1.8%, compared to the anticipated 1% growth, thereby reducing the tax increase on an average property by 0.8%. Furthermore, other improvements of 1.1% as detailed in figure 2 included an increase due to Ontario employment changes (Bill 148) more than offset by reductions which include grant revenue and loan interest payments. COUNTY OF ELGIN 9 0.6% 0.4% 0.2% $150,000 Ongoing 0.0% -0.2% $1.2 million one-time -0.4% 1.1% Net Other Improvement to 2018 Proposed Tax -0.6% $1.7 million one-time -0.8% -1.0% $0.8 million one-time -1.2% $330,000 one-time x 2 -1.4% $250,000 one-time x 2 -1.6% -1.8% CźŭǒƩĻ Ћ Ώ 9ǣƦƌğƓğƷźƚƓ ƚŅ hƷŷĻƩ ğǣ LƒƦƩƚǝĻƒĻƓƷƭ The $7 or 0.5% increase on an average household resulted in a 1.7% tax rate decrease. This tax rate provided a levy of $33.5 million or an increase of $3.9%. The difference between the levy increase percentage and the average household percentage is explained by assessment growth of 1.8% and tax class shifts as a result of the 2016 reassessment cycle of 1.6%. In the last number of years, affordable tax increases have been achieved, despite significant revenue losses of $6 million in OMPF and Ford property tax, through the use of reserves and measured tax increases over ten years. Council strategically planned a low to moderate use of reserves to allow a series of 4% increases on the average property continuing through 10 ANNUAL REPORT 2020 to rebalance the budget. Through the ten-year plan, Council has been focused on ensuring the long-term financial stability of the County. Actual/Forecast Municipal PositionShortfall to Growth/Inflation 350.0 ΛυƒźƌƌźƚƓƭΜ 300.0 250.0 200.0 150.0 100.0 50.0 0.0 201020112012201320142015201620172018201920202021202220232024202520262027 CźŭǒƩĻ Ќ Ώ aǒƓźĭźƦğƌ tƚƭźƷźƚƓ The 2018 ten-year plan saw the municipal position growing at a rate of 1.7% from $203 million in 2017 to $240 million in 2027 as shown in figure 3. Assuming a long-term population growth rate of 1%, this allows for 0.7% to be applied toward inflationary escalation. Although practice of using capital surpluses and grant revenue to enhance the capital plan in future years, could potentially be sufficient to maintain Cost efficiencies result from modern technologies such as micro-surfacing. Grant revenue such as the Ontario Community Infrastructure Fund (OCIF), as well as capital surpluses, have been used in the past to supplement the capital plan. OCIF base funding was extended through 2020 and just over $1 million 2017 capital surplus allowed Council to further fund the upgrade to Wonderland Road to higher volume while continuing with key life-cycle capital maintenance The Asset Management Plan, to be completed in 2019, will provide further clarity into the investments that will be required to maintain the COUNTY OF ELGIN 11 2018 Financial Results The consolidated financial statements have been prepared in accordance with generally accepted accounting principles for local governments as recommended by the Public Sector Accounting Board (PSAB) of the Canadian Institute of Chartered Accountants. The statements and related information are the responsibility of management and include the C-St. Thomas Board of Health. The Municipal Act, 2001 requires that the County appoint an independent auditor to express an opinion as to whether the financial statements present fairly the C position and operating results. As part of the annual audit, the auditors will deliver a written report providing their opinion on the results of the financial statement audit. wĻǝĻƓǒĻƭ ğƓķ /ƚƭƷƭ The consolidated statement of operations reports annual revenue and expenses for 2018 on a comparative basis to the prior year and the budget. The net of revenue and expenses is the change in economic resources available to the County and thereby results in a change in the accumulated surplus. {ƚǒƩĭĻƭ ƚŅ wĻǝĻƓǒĻ ΛaźƌƌźƚƓƭΜ Other Contributions $3.7 User Charges 5% $6.7 9% Transfer Payments $28.7 38% Requisitions of Local Muncipalities $35.5 48% In 2018, the County received revenue of $74.6 million and incurred expenses of $68.4 million for a net gain of $6.2 million. The vast majority of revenue is derived from property tax revenue and transfer payments from the provincial and federal governments. 2012 was the first year that transfer payments were less than tax revenue, and now stands at 48% of revenue being derived from taxes and only 38% from transfer payments. Annual OMPF (Ontario Municipal Partnership Fund) payments have been reduced 12 ANNUAL REPORT resulting in a cumulative loss of $5 million in OMPF transfer payments placing an increased burden on Elgin County rate payers. {ƦĻƓķźƓŭ ĬǤ /ƚƭƷ 9ƌĻƒĻƓƷ ΛaźƌƌźƚƓƭΜ Tax Write- External Transfers Offs/Rents/Other $4.4 $1.0 7% Wages & Benefits 1% $27.6 Amortization 40% $10.7 16% Materials $6.5 10% Contracted Services Other $18.1 $8.8 26% 32% Other Homes $2.4 $18.8 22% 68% Other $10.5 Roads & 43% Bridges $8.3 78% Ambulance $9.5 39% Roads & Bridges $4.6 18% Of the total expenditures of $68.4 million, wages & benefits account for 40% of those expenditures, with 68% of these expenses occurring at the long-term care homes. Contracted services and materials combined account for a further 36% of cost with over COUNTY OF ELGIN 13 half attributed to ambulance and roads-bridges. Amortization accounts for 16% of the total expenses, this sector being dominated by roads and bridges with 78% of the amortization cost. External transfers are predominately to the City of St. Thomas for providing Social Services. In addition, Provincial Offences fines collected net of expenses flow through as transfers to the local municipalities. The 2018 budget planned for net income of $4.5 million, however due to tight financial controls and other factors, Elgin achieved $1.7 million of performance resulting in actual net income of $6.2 million. Significant performance to budget is as follows: .ǒķŭĻƷ tĻƩŅƚƩƒğƓĭĻ ΛaźƌƌźƚƓƭΜ Taxes Other $0.1 $0.5 7% 32% Corporate $0.6 33% WSIB $0.5 28% Favourable Tax performance of $0.1 million is due to Supplemental Taxes adding unanticipated incremental revenue. Other Corporate related accounts provided $0.6 million in positive performance comprised of Social services, public health, interest and insurance costs. Compensation had $0.5 million in positive performance which is equivalent to the reduction of two long-term disabilities. Lastly, other departmental performance added $0.5 million (0.9% of budget) for total favourable performance for the County of $1.7 million. 14 ANNUAL REPORT bĻƷ {ƦĻƓķ ĬǤ {ĻƩǝźĭĻ /ğƷĻŭƚƩǤ ΛaźƌƌźƚƓƭΜ Transportation Homes & Senior Services Services $10.3 $4.8 35% 16% General Government $2.8 Social Services 9% $2.2 8% Property Tax Related $1.1 4% Library & Cultural Planning & Services Development $3.1 Public Health Services Ambulance Services $1.2 11% $1.0 $2.8 4% 3% 10% Net spending represents the total expenditures less funding from external sources. In other words, it represents the amount County rate payers are contributing to expenditures through the levy. Transportation is the single largest net cost to Elgin County with 35% of net expenditures. Soft services which include: Homes & Senior Services, Social Services, Library, Ambulance and Public Health services combined account for just less than half . that general government includes the costs of information technology, finance and human resources departments required to support the above-mentioned services being pr redevelopment as part of $3.5 million ten-year commitment. Planning & Development and Property Tax Related costs equate to 4% each of net expenditures. The Property tax related costs are comprised of Municipal Property Assessment Corporation (MPAC) costs and tax write-offs. MPAC is a not-for-profit corporation whose main responsibility is to provide its customers - property owners, tenants, municipalities, government, and business stakeholders - with consistent and accurate property assessments. Every municipality in Ontario is assessed its share of the cost of operating this corporation. COUNTY OF ELGIN 15 aǒƓźĭźƦğƌ tƚƭźƷźƚƓ The consolidated statement of financial position reports the C- st financial assets, liabilities and accumulated surplus as of December 31, 2018 on a comparative basis. Financial assets are those assets on hand, which could provide resources to discharge liabilities to finance future operations. The difference between ability to finance future activities and to meet its liabilities and commitments. Non- financial assets represent economic resources that will be employed by the County to deliver programs and provide services in the future. The sum of financial assets and non- financial assets represents the accumulated surplus, or municipal equity/position of the County. aǒƓźĭźƦğƌ tƚƭźƷźƚƓ ΛaźƌƌźƚƓƭΜ Roads & Bridges $128.9 61% Buildings $20.4 Financial Assets 10% $22.0 11% Land & Pre-Paid Equipment, Improvements $0.4 Furnishings & Assets under $19.9 0% Vehicles Books Construction 9% $4.2 $1.5 $12.3 2% 1% 6% By the end of 2018 the County municipal position was $209.5 million. municipal position is composed of both financial and non-financial assets. The financial assets of $22.0 million, up $5.0 million from the prior year, comprise 10 equity. A portion of these financial assets play a key role in allowing the County of Elgin to meet its financial obligations during the three-month period between receipts of property tax revenue. The remainder represents the self-funded capital required to rebuild Terrace Lodge. The non- in non-financial assets is predominately comprised of roads and bridges (61%), buildings 16 ANNUAL REPORT (10%), land and land improvements (10% - includes land for roads as well as building), and assets under construction (6%). Sustaining this infrastructure is critical to the long-term success of the County. investments into the capital maintenance of the assets. For example, Council committed $35 million to rebuild Terrace Lodge and has increased annual investments into roads and bridges from $7 million to $11 million over the ten-year period ending 2020. The Plan to Support Current Service Levels table shows how the annual investment in infrastructure compares to required investment based on lifecycle years and costing. The required investment based on this methodology is $16.9 million. The ten-year financial plan average investment of $15.4 million is below this required level; however, this needs to be viewed in the context of expansionary investment included in the plan and recent past investments in core infrastructure. The 2019 Asset Management Plan will provide further clarity into changes in investment levels required to sufficiently maintain the The ten-year plan includes expansions items such as uploaded assets (e.g. Wonderland Road) and enhanced services (e.g. cycle lanes). Council used $1 million of prior capital surplus and $0.9 million in Ontario Community Infrastructure Fund (OCIF) grants to fund these initiatives. Previous capital budgets included $30 million in investment for Terrace Lodge. Although this investment was approved previously, its beneficial impact will continue into future years and offsets the $1.5 million shortfall in investment in the 2018 Capital Plan funds approval. Additionally, staff continues to pursue investment strategies, such as micro-surfacing, in-place recycling and engineering efficiencies such as coordinating project to take advantage of repurposing road materials, to improve the or the 2019 Asset Management Plan identifies new issues, incremental tax increases above what was previously planned would be necessary to avoid negatively impacting the service levels COUNTY OF ELGIN 17 Municipal Performance Measures Program (MPMP) MPMP is a performance measurement and reporting system that promotes local government transparency and accountability. It also provides municipalities with useful data to make informed municipal service level decisions while optimizing available resources. The County inspects road conditions every 2 years and has a consultant complete bridge inspections every 2 years. aĻğƭǒƩĻ ЋЉЊАΉБ 5ĻƭĭƩźƦƷźƚƓ ЋЉЊЍΉЎ ЋЉЊЏΉА Adequacy of Roads % of paved lane kilometres 60.1% 62.0% 49.3% rated adequate Adequacy of Bridges % of bridges and culverts & Culverts where the condition is rated as 83.5% 83.5% 86.3% good to very good. Maintenance Costs Per paved lane kilometre $3,042 $3,371 $3,608 General General Government - % of Government costs for governance, 3.9% 4.9% 4.3% corporate management and program support. A road is adequate when surface distress is minimal and no maintenance or rehabilitation action is required. A bridge or culvert is rated in good to very good condition if distress to the primary components is minimal, requiring only maintenance. Primary components are the main load carrying components of the structure, including the deck, beams, girders, abutments, foundations. The past deterioration of the road and bridge system that occurred for approximately two decades starting around the 1990s is being addressed by Council through the long-term planning that sees the annual capital spending on the road system increasing from $4.9 million in 2010 to over $12 million by 2026. Paved roads are defined as roads with asphalt surface, concrete surface, composite pavement, portland cement or surface treatment. Maintenance includes frost heave/base/utility cut repair, cold mix patching, hot mix patching, shoulder maintenance, surface maintenance, surface sweeping and surface flushing. Surface maintenance activities include crack sealing, spray patching and slurry seal. Also included in these costs are bridge maintenance and winter control costs, but amortization is excluded. The County of Elgin contracts with its seven municipal partners to provide road maintenance based on a set per kilometre dollar amount. General government administration includes departments primarily involved in general administration, financial management and human resources. The costs provide governance, corporate management and support to the operational departments. Excluded from these costs are amortization, MPAC and tax write-offs. 18 ANNUAL REPORT Port Stanley Visitors Centre Opening For your online source of information regarding: Consolidated Financial Statements Financial Information Return (FIR) Municipal Performance Measures Program (MPMP) Council Remuneration Salaries over $100,000 Please visit: ŷƷƷƦʹΉΉǞǞǞ͵ĻƌŭźƓĭƚǒƓƷǤ͵ĭğΉ9ƌŭźƓ/ƚǒƓƷǤΉCźƓğƓĭĻΉŅźƓğƓĭĻŅźƌĻƭ͵ƦŷƦ 450 Sunset Drive St. Thomas, Ontario, N5R 5V1 (519) 631-1460 www.elgincounty.ca COUNTY OF ELGIN 19 o o o o o o o o o o o o FinalReport Transportation Impact Study– Imperial Road(Elgin County 73) From Glencolin Line to College Line, Elgin County Prepared for Elgin County by IBI Group June 20, 2019 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Document Control Page CLIENT: Elgin County PROJECT NAME: Imperial Road TIS Transportation Impact Study –Imperial Road(Elgin County 73) REPORT TITLE: From Glencolin Line to College Line, Elgin County IBI REFERENCE: 120817 VERSION: 2.0 DIGITAL MASTER: J:\\ 120817_ImprialRdTIS ORIGINATOR: Fadi Madi, Alina Zhang, Andrae Griffith, Stefan Tsang REVIEWER: Peter Richards AUTHORIZATION: Ron Stewart CIRCULATION LIST: 1.0Draft Report–June 2019 HISTORY: 2.0Final Report –June 2019 June 20, 2019 IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Table of Contents 1 Introduction......................................................................................................................... 6 1.1 Study Area............................................................................................................... 6 1.2 Moore’s Flower & Garden Centre............................................................................ 7 1.3 Clovermead Adventure Farm................................................................................... 8 2 2019 Existing Conditions................................................................................................. 11 2.1 Existing Transportation Network............................................................................11 2.2 Automatic Traffic Recorder Counts........................................................................11 2.3 Turning Movement Counts.....................................................................................13 2.3.1 Moore’s Flower & Garden Centre Traffic Volume.....................................14 2.3.2 Clovermead Adventure Farm Traffic Volume...........................................14 2.3.3 Existing Traffic Volumes...........................................................................15 2.4 Existing Conditions Analysis (Saturday)................................................................17 3 2031 Future Conditions....................................................................................................18 3.1 Planned Road Improvements................................................................................18 3.2 Growth Rate and Horizon Year..............................................................................18 3.3 Background Developments....................................................................................18 3.4 2031 Future Traffic Volumes.................................................................................18 3.5 2031 Future Traffic Conditions Analysis (Saturday)..............................................20 3.6 Midblock Operations..............................................................................................20 4 Safety Review....................................................................................................................22 4.1 Review of Speed Characteristics...........................................................................22 4.2 Collision Assessment.............................................................................................25 4.2.1 Historical Collision Trends........................................................................25 4.2.2 Predictive Collision Analysis and Comparison..........................................29 4.3 Sightline Assessment.............................................................................................30 4.3.1 Stopping Sight Distance and Decision Sight Distance.............................30 4.3.2 Departure Sight Distance..........................................................................31 4.3.3 Field Observations –Sight Line Obstructions...........................................32 June 20, 2019i IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Table of Contents (continued) 5 Mitigation Alternatives.....................................................................................................35 5.1 Addition of Left-turn Lanes.....................................................................................35 5.1.1 Left-turn Warrants.....................................................................................35 5.1.2 Future Predictive Collisions......................................................................38 5.2 Addition of a Two-way Left-turn Lane....................................................................39 5.2.1 Future Predictive Collisions......................................................................40 5.3 Summary................................................................................................................41 6 Conclusions......................................................................................................................43 6.1 Traffic Operations Analysis....................................................................................43 6.2 Safety Review........................................................................................................43 6.2.1 Review of Speed Characteristics..............................................................43 6.2.2 Collision Assessment................................................................................43 6.2.3 Sightline Assessment................................................................................44 6.3 Mitigation Alternatives............................................................................................44 7 Recommendations............................................................................................................45 7.1 Next Steps.............................................................................................................45 List of Exhibits Exhibit 1-1: Study Area........................................................................................................ 7 Exhibit 1-2: Moore’s Flower & Garden Centre – Site Layout and Lane Configuration........ 8 Exhibit 1-3: Clovermead Adventure Farm –Site Layout and Lane Configuration............... 9 Exhibit 1-4: Clovermead Adventure Farm –Site Layout and Lane Configuration.............10 Exhibit 2-1: Count Station Locations..................................................................................12 Exhibit 2-2: Traffic Volumes at Count Station 3 (Saturday)...............................................13 Exhibit 2-3: Moore’s Flower & Garden Centre Traffic Volumes - Inbound/Outbound (Saturday)........................................................................................................14 Exhibit 2-4: Clovermead Adventure Farms Traffic Volumes - Inbound/Outbound (Saturday)........................................................................................................15 June 20, 2019ii IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Table of Contents (continued) Exhibit 2-5: Existing (2019) Traffic Volumes......................................................................16 Exhibit 2-6: Existing Conditions Traffic Operations – Moore’s Flower & Garden Centre (Busiest Day)....................................................................................................17 Exhibit 2-7: Existing Conditions Traffic Operations – Clovermead Adventure Farm (Typical Saturday)..........................................................................................................17 Exhibit 3-1: 2031 Future Traffic Volumes..........................................................................19 Exhibit 3-2: 2031 Future Traffic Conditions Traffic Operations – Moore’s Flower & Garden Centre (Busiest Day)........................................................................................20 Exhibit 3-3: 2031 Future Traffic Conditions Traffic Operations – Clovermead Adventure Farm (Typical Saturday)..................................................................................20 Exhibit 3-4: HCM Midblock Operations Assessment – Count Station 3............................21 Exhibit 4-1: Volume Speed Profile (Average Weekday) – Count Station 1.......................22 Exhibit 4-2: Volume Speed Profile (Average Weekday) – Count Station 2.......................23 Exhibit 4-3: Volume Speed Profile (Average Weekday) – Count Station 3.......................24 Exhibit 4-4: Collision Frequency and by Year (2014-2018)...............................................25 Exhibit 4-5: Collision Distribution by Initial Impact Type (2014-2018)...............................26 Exhibit 4-6: Collision Frequency and Severity by Collision Type (2014-2018)..................26 Exhibit 4-7: Imperial Road Collision Diagram....................................................................28 Exhibit 4-8: Imperial Road Excess Number of Collisions per Year....................................29 Exhibit 4-9: Stopping Sight Distance and Decision Sight Distance observed looking North................................................................................................................30 Exhibit 4-10: Stopping Sight Distance and Decision Sight Distance observed looking South................................................................................................................31 Exhibit 4-11: Departure Sight Distance Requirements......................................................32 Exhibit 4-12: Illegally Parked Vehicles – Moore’s Flower & Garden Centre......................33 Exhibit 4-13: Private Yard Sale – Vehicles Parked on the shoulder..................................34 Exhibit 5-1: Northbound Left-Turn Storage Lane Warrant Summary................................36 Exhibit 5-2: Southbound Left-Turn Storage Lane Warrant Summary................................36 Exhibit 5-3: Location of Left-Turn Lane..............................................................................37 Exhibit 5-4: TAC Preferred Left-Turn Lane Configuration..................................................37 Exhibit 5-5: Imperial Road Predicted Collisions for 2031 Future Condition – Northbound Left-turn Lane...................................................................................................39 Exhibit 5-6: Location of Two-Way Left-Turn Lane.............................................................40 June 20, 2019iii IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Table of Contents (continued) Exhibit 5-7: Imperial Road Predicted Collisions for 2031 FutureCondition – TWLTL.......41 June 20, 2019iv IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Table of Contents (continued) List of Appendices Appendix A:2019 Existing Conditions Synchro Reports Appendix B:2031 Future Total Conditions Synchro Reports Appendix C:Left-Turn Storage Lane Warrants Appendix D: Left-Turn Lane Configurations June 20, 2019v IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 1 Introduction IBI Group was retained to undertake a transportation impact study (TIS) for Imperial Road (Elgin County 73) from Glencolin Line to College Line, in Elgin County. The objective of this TIS is to analyze the existing and futuretraffic conditions to address the Township of Malahide’s concerns. It is understood that the Township of Malahide has raised concerns regarding traffic operations during the peak business seasons for two businesses located on Imperial Road between Glencolin Line and College Line. A safety review was also conducted. 1.1Study Area The study area, illustrated in Exhibit 1-1, includes approximately 2.25 km ofImperial Road (Elgin County Road 73) from Glencolin Line to College Line, just north of the Town of Aylmer, in Elgin County. The businessesat the source of the Township’sconcerns, as well as the time periods when they experience peak customer volumes, are: Moore’s Flower & Garden Centre: April to May (Fridays to Sundays); and Clovermead Adventure Farm: September to October (Saturdays). A third business, Aunt Lena’s Preserves, is located just south of Clovermead Adventure Farm. However, this business is open by appointment only and therefore its associated trips generated were not considered as part of this TIS. In addition to the identified businesses, the study area is comprised of agriculture/farming uses and rural estate residences. June 20, 20196 IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 1-1: Study Area BaseMap Source: Google Maps. RetrievedMay 6, 2019from maps.google.com 1.2Moore’s Flower & Garden Centre Moore’s Flower & Garden Shop (Moore’s) is located at 11047 Imperial Road, within the study area. The business has three site accesses, two paved accesses connected via a parking lot and one unpaved (grass) access to the southern limit of the property. The peak business season at Moore’s occurs between AprilandMay, during the weekend (Friday to Sunday). Activity at the centre begins to slow down following Victoria Day long weekendin May. Based on a discussionbetween IBI Group and the owner of Moore’s on April 16, 2019, the busiest weekend of the season was identified as the Victoria Daylong weekend, between 10:00 a.m.and 12:00 p.m. June 20, 20197 IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 1-2illustrates the site layout and lane configuration at Moore’s. Exhibit 1-2: Moore’s Flower & Garden Centre – Site Layoutand Lane Configuration Base Map Source: Google Maps. RetrievedMay 6, 2019from maps.google.com 1.3Clovermead Adventure Farm Clovermead Adventure Farm (Clovermead) is located at 11302 Imperial Road, within the study area. The business has multiple accesses to Imperial Road, including: Primary access,adjacent to the farm store; School bus access, approximately 170 metres north of primary access;and Farm access, approximately 390 metres north of the primary access. There is additional access to Clovermead via an accessshared by both Aunt Lena’s Preserves (AuntLena’s)and a private residence.The site layout and lane configuration atClovermead is illustrated in Exhibit 1-3and Exhibit 1-4. June 20, 20198 IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 1-3: Clovermead Adventure Farm – Site Layoutand Lane Configuration Base Map Source: Google Maps. RetrievedMay 6, 2019from maps.google.com June 20, 20199 IBI GROUP FINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 1-4:Clovermead Adventure Farm – Site Layout and Lane Configuration Base Map Source: Google Maps. RetrievedMay 6, 2019from maps.google.com The peak business season at Clovermead occurs on Saturdays between September and October, during the weekend (Friday to Sunday). Peak activity typicallyoccurs during the Thanksgivinglongweekendin October, subject to weather conditions. It must be noted that, with respect to Clovermead and Aunt Lena’s, the focus of this investigation was the higher-volume primary accesses. As a result, the school bus access (observed to be closed during site investigations), and the northernmost farm access, have been excluded from the spring analysis and will be examined in the autumn. This is discussed in Section 7.1. June 20, 201910 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 2 2019 Existing Conditions This section documents the transportation network in the study area in 2019, including existing transportation network, existing traffic volumes, and existing traffic operational assessment. 2.1Existing Transportation Network Imperial Road (Elgin County Road 73) is a two-lanehighway under the jurisdiction of Elgin County. It runs in anorth-south direction, starting in Aylmer (to the south) and ending in Thamesford (to the north). Within the study area the posted speed limit is 80 km/h. The lanes are 3.75 m wide, and have a 0.5 m partially paved shoulder plus a 2.2 m granular shoulder. No intersections exist along Imperial Road, between Glencolin Line and College Line; several residential driveways exist on both the west side and east side of the road. No exclusive left turn or right turn lanes exist within the study area; all turning movements are permissive from the through lanes. Signage prohibiting parking on the shoulders is postedthroughout the study area. 2.2Automatic Traffic Recorder Counts Three Automatic Traffic Recorder (ATR) counts were completed on Imperial Roadduring a five- day period from Thursday, May 16, 2019 to Tuesday, May 21, 2019, in order to capture the period where Moore’s experiences the peak business season (Victoria Day weekend). The locations of the three ATR counts were approximately 430 m south of College Line (Count Station 1), approximately 110 m north of Moore’s main access (Count Station 2), and approximately 100 m north of Glencolin Line (Count Station 3). Exhibit 2-1identifies the approximate locations of the count stations. June 20, 201911 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 2-1: Count Station Locations Base Map Source: Google Maps. RetrievedMay 6, 2019 from maps.google.com TheAverage Daily Traffic (ADT) volume was approximately 4,300 vehicles per day at Count Station 1 and Count Station 2. At Count Station 3, the ADT was approximately 4,500 vehicles per day - slightly higher than the other count stations. June 20, 201912 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County To be conservative, the traffic data from Count Station 3, which captured the highestpeak hour traffic volumes (in comparison to the other count stations), has been used to estimate background traffic volumes adjacent to the driveways of the two business to be used to assess the traffic operations along Imperial Road, within the study area. Exhibit 2-2illustrates the two- way traffic volumes captured at Count Station 3 on Saturday, May 18, 2019. Exhibit 2-2:Traffic Volumes at Count Station 3 (Saturday) The peak hour occurredon Saturday, May 18, 2019 at 11:00 a.m., where 502 two-way vehicles were captured at Count Station 3. Approximately 47% of the traffic was captured travelling northbound (237 vehicles) and the remaining 53% were captured travelling southbound (265 vehicles). The peak hour captured at Count Station 3 is within the peak business hours of Moore’s Flower & Garden, as discussed in Section 1.2. 2.3Turning Movement Counts Turning movement counts were conducted at the site accesses of both Moore’s and Clovermead on Saturday, May 18, 2019 from 10:00 a.m. to 12:00 p.m. As per a discussion with the business owner, this time periodreflects the busiest period of the year for Moore’s. Although Clovermead is understood to be busiest in the Fallperiod, the business’ driveways were also counted at the same time to gain an understanding of the traffic operations of theentire corridor.Therefore, traffic assessments have been conducted for the peak business hour at Moore’s and a typical Saturday at Clovermead. IBI Group intends to conduct Falltraffic counts at the site accesses of both businesses when Clovermead is expected tobe busiest, in order to determine if theassumptions and recommendations made in this report for the peak demand at Moore’s are also applicablefor the peak demandat Clovermead. June 20, 201913 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 2.3.1Moore’s Flower & Garden CentreTraffic Volume A summary of the observed vehicle volumes is presented in Exhibit 2-3. Exhibit 2-3:Moore’s Flower & Garden Centre Traffic Volumes - Inbound/Outbound (Saturday) Moore’s North AccessMoore’s Main AccessMoore’s South Access InboundOutboundInboundOutboundInboundOutbound Starting Sub-Sub-Sub- TimeNBLSBREBLNBLtotalNBLSBREBLNBLtotalNBLSBREBLNBLtotalTotal 10:00 000118221130100115 a.m. 10:15 0012320013000117 a.m. 10:30 0020232005010018 a.m. 10:45 101247412140101220 a.m. 11:00 000225304122010317 a.m. 11:15 001456104111100218 a.m. 11:30 01012300582002414 a.m. 11:45 00033210030202410 a.m. Peak 1129132181154552131169 Hour (10:45 a.m. - 11:45 a.m.) The peak hour startedat 10:45 a.m., where 69 vehicles were observed entering and exiting Moore’s Flower and Garden Centrefor that hour long period.The majority of site trips occurred at the main access. 2.3.2Clovermead Adventure FarmTraffic Volume During the collection of turning movement count data at Clovermead, a private yard sale was taking place at the private residence nextdoor toAunt Lena’s (see Exhibit 1-3). Some visitors of the yard sale also visited Clovermead, while others only visited the yard sale. Some visitors of the yard sale drove into the site and parked internally, but the majority used the shoulder to park. Nonetheless, turning movement count data of visitors of Clovermead were separately counted from visitors of the yard sale. Since the yard sale is an isolated event, those who visited only the yard sale were not considered as part of this assessment.At the time of surveys, no vehicles destined to Clovermead were observed parking on the shoulder of Imperial Road. A summary of the observed vehicle volumes (not including those who only visited the yard sale) is presented in Exhibit 2-4. June 20, 201914 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 2-4: Clovermead Adventure Farms Traffic Volumes - Inbound/Outbound (Saturday) Clovermead AccessAunt Lena’s Access InboundOutboundInboundOutbound Starting Sub-Sub- TimeNBRSBLWBRWBLtotalNBRSBLWBRWBLtotalTotal 10:00 a.m.01124100015 10:15 a.m.00011000001 10:30 a.m.00000010011 10:45 a.m.10124020026 11:00 a.m.10124100015 11:15 a.m.11103000003 11:30 a.m.30025000005 11:45 a.m.31217010018 Peak Hour8245191100221 (11:00 AM - 12:00 PM) The peak hour started at 11:00 a.m., where 21vehicles were observed entering and exiting Clovermead Adventure Farmsfor that hour long period.The majority of site trips occurred at the Clovermead access. 2.3.3Existing Traffic Volumes The peak hour traffic volumes observed at Count Station 3, Moore’s, and Clovermead were combined for the purposes of assessing the traffic operations of the study area. The traffic volumes are presented in Exhibit 2-5. June 20, 201915 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 2-5: Existing (2019) Traffic Volumes NOTE: The arrows in this diagram do not represent the lane configuration. They are only meant to illustrate the turning movements. June 20, 201916 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 2.4Existing Conditions Analysis(Saturday) Using the turning movement counts described Exhibit 2-5,the studyarea intersections (site accesses) wereanalyzed using the software package Synchro 9.2, which is based on methodology outlined in theHighway Capacity Manual(HCM). For the existing conditions, Exhibit 2-6presents the results of the traffic operations analysis at the site accesses of Moore’sduring the peak business hour. Full Synchro reports for the Existing Conditions can be found in Appendix A. Exhibit 2-6: Existing Conditions Traffic Operations – Moore’s Flower & Garden Centre(Busiest Day) th 95 Control Percentile Storage Intersection Lane Delay v/c Queue Length IntersectionDelay (s)LaneLOS(s)Ratio(m)(m) Imperial Road / Moore’s North 0.3NBLTA0.00.000- Access EBLRB10.10.02<1- Imperial Road / Moore’s Main 0.7NBLTA0.90.02<1- Access EBLB12.40.000- EBRA9.80.02<1- Imperial Road / Moore’s South 0.2NBLTA0.20.00<1- Access EBLRB10.40.01<1- Allmovements in and out of the threeaccessesare operating well below capacity, with acceptable levels of service during the peak business hour at Moore’s. Exhibit 2-7presents the results of theexistingtraffic operations analysis at the site accesses of Clovermead during a typical Saturday business hour. Exhibit 2-7:Existing Conditions Traffic Operations – Clovermead Adventure Farm (Typical Saturday) th 95 Control Percentile Storage Intersection Lane Delay v/c Queue Length IntersectionDelay (s)LaneLOS(s)Ratio(m)(m) Imperial Road / Clovermead 0.2SBLTA0.10.000- Access WBLB10.80.01<1- WBRA0.00.000- Imperial Road / Aunt Lena’s 0.0SBLTA0.00.000- Access WBLRA0.00.000- Allmovements in and out of the two accessesare operating well below capacity, with acceptable levels of service during a typical business hourat Clovermead. June 20, 201917 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 3 2031 FutureConditions This section of the report examines a future 2031traffic scenario of the study area. 3.1Planned RoadImprovements IBI Group consulted with Elgin County on April 16, 2019 via email to enquire about any planned road improvements. Apart from the scheduled pavement resurfacing of Imperial Road in 2022, there are no planned road improvements. Consequently, the future geometric condition of the study area in 2031 is assumed to be similar to the existing conditions. 3.2Growth Rate and Horizon Year As per the direction of Elgin County staff, a horizon year of 2031was assessed, which matches the horizon year of the County of Elgin Official Plan (OP). To determine an appropriate background growth rate, both the OP and historic Annual Average Daily Traffic (AADT) data, supplied by Elgin County staff, were reviewed. It was determined that the AADT data would result in a higher growth rate, which is in line with IBI Group’s conservative approach throughout this assessment. Based on the historic AADT data, an annual uncompounded growth rate of 1.88 percentwas assumed and applied to the traffic volumes captured at Count Station 3 (see Section 2.2). Since it is assumed that there are no planned expansionsto Moore’s or Clovermead, no significant increases in vehicle volume are expected; therefore, background growth was not applied to traffic volumes captured entering and exiting the businesses. This approach is consistent with transportation engineering best practices in estimating trip generation.That is, peak hour trip generation is proportional to the size of the development. 3.3BackgroundDevelopments For the purpose of this assessment,no background developments are assumed within the study horizon.Therefore, there is no additional traffic volume growth anticipated due to development in the specific study area. 3.42031 FutureTrafficVolumes The aforementioned 1.88%annual background growth rate was applied tothe existing traffic volumes(through movements only)to estimate the future traffic volumes in 2031, asillustrated in Exhibit 3-1. June 20, 201918 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 3-1:2031 Future Traffic Volumes NOTE: The arrows in this diagram do not represent the lane configuration. They are only meant to illustrate the turning movements. June 20, 201919 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 3.52031Future Traffic Conditions Analysis(Saturday) Using thevolumesillustrated in Exhibit 3-1, traffic operations analysis was conducted to determine future intersection performancein 2031. For the 2031 future totalconditions, Exhibit 3-2presents the results of the traffic operations analysis at the site accesses of Moore’sduring the peak business hour. Full Synchro reports for the 2031 Future Traffic Conditionscan be found in Appendix B. Exhibit 3-2:2031 Future TrafficConditions Traffic Operations – Moore’s Flower & Garden Centre(Busiest Day) th 95 Control Percentile Storage Intersection Lane Delay v/c Queue Length IntersectionDelay (s)LaneLOS(s)Ratio(m)(m) Imperial Road / Moore’s North 0.2NBLTA0.00.000- Access EBLRB10.70.02<1- Imperial Road / Moore’s Main 0.6NBLTA0.80.02<1- Access EBLB13.80.00<1- EBRB10.20.02<1- Imperial Road / Moore’s South 0.1NBLTA0.20.00<1- Access EBLRB11.10.01<1- Allmovements in and out of the threeaccessesare anticipated to operatewell below capacity with acceptable levels of service during the peak business hourat Moore’s. Exhibit 3-3presents the results of the 2031 future traffic operations analysis at the site accesses of Clovermead during a typical Saturday business hour. Exhibit 3-3:2031 Future Traffic Conditions Traffic Operations – Clovermead Adventure Farm (Typical Saturday) th 95 Control Percentile Storage Intersection Lane Delay v/c Queue Length IntersectionDelay (s)LaneLOS(s)Ratio(m)(m) Imperial Road / Clovermead 0.2SBLTA0.10.000- Access WBLB11.60.01<1- WBRA0.00.000- Imperial Road / Aunt Lena’s 0.0SBLTA0.00.000- Access WBLRA0.00.000- Allmovements in and out of the two accessesare anticipated to operatewell below capacity with acceptable levels of service during a typical business hourat Clovermead. 3.6MidblockOperations th For the purpose of this assessment,Highway Capacity Manual (HCM) (6edition) was used to estimate the roadway capacity of Imperial Road within thestudy area. According to Chapter 15 of the manual, the roadway capacity under base conditions for a two-lane highway is 1,700 passenger cars per hour (pc/h) in one direction, with a limit of 3,200 pc/h for the total of both directions; once 1,700 pc/hr isreached in one direction the other direction is limited to 1,500 pc/hr.This is due to the inability of traffic in the lesser-used direction to overtake given that no gaps would be present. June 20, 201920 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Roadway capacity is influenced by many factors. The amount of congestion or delay is typically defined by the concept of a volume-to-capacity (v/c) ratio. The v/c ratio indicates the amount of roadway capacity being utilized by the traffic volumes. Exhibit 3-4summarizes a first principles calculation of the v/c ratio under existing and future conditions, based on the methodology outlinedin Section 15 ofthe HCMmanual. Exhibit 3-4: HCM Midblock Operations Assessment – Count Station 3 2019Existing Conditions2031Future Conditions CategoryNorthboundSouthboundNorthboundSouthbound Vehicle Volume (veh/hr)237265241272 Truck %7676 Truck Volume (veh/hr)17161716 Passenger Car Equivalent Factor 1.51.51.51.5 (HCM, Exhibit 15-11) Passenger Car Equivalent Adjustment+9+8+9+8 Passenger Car Volume (pc/hr)246273250280 Capacity1700170017001700 v/c ratio 0.140.160.140.16 (HCM, Equation 15-18) Typically, roadway network improvements are not considered until v/c ratios of 0.85 or higher are reached.The v/c ratio along Imperial Road within the study area is well below this threshold (v/c = 0.14-0.16) and will continue to be well below this threshold in 2031 (v/c = 0.14-0.16). Consequently, no modificationto the midblock Imperial Road isrecommended within the 12 year horizon (2031). June 20, 201921 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 4 Safety Review As requested by Elgin County, a safety review was completed to assess the collision history, as well as available sightlines. 4.1Review ofSpeed Characteristics Imperial Road, within the study area, currently operates at a posted speed limit of 80 km/h. For the purpose of this assessment, a design speed of 100 km/h (posted speed limit of 80 km/h plus 20 km/h) was assumed for the entire length of the study area. This is consistent with typical design speeds for rural highways, as outlined in the Transportation Association of Canada (TAC) Geometric Design Guide for Canadian Roads (June 2017). th The average hourly traffic volume, average hourly speed, and cumulative 85percentile operating speeds were computed. The average weekday volume-speed diagram for the ATR count station at Count Stations 1 through 3 are presented in Exhibit 4-1throughExhibit 4-3, respectively. Exhibit 4-1: Volume Speed Profile(Average Weekday) – Count Station 1 June 20, 201922 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 4-2: Volume Speed Profile(Average Weekday) – Count Station 2 June 20, 201923 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 4-3:Volume Speed Profile (Average Weekday) – Count Station 3 From the volume-speed analysis, the following observations were made: The vehicle demandprofile and speed profile generally exhibit similar patterns throughout the day at all three count stations; Based on the volume profile, it can be observed that traffic is slightly heavier in the southbound direction during the AM and PMpeaks at all three count stations; th At Count Station 1, the 85percentile speed in both direction is approximately 15 km/h above the posted speed limit, whereas the average speed is nearly 10 km/h above the posted speed limit; th percentile speed in both direction is approximately 10 to At Count Station 2, the 85 13 km/h above the posted speed limit, whereas the average speed is approximately 3 to 4 km/h above the posted speed limit; and th percentile speed in both direction is approximately 5 to At Count Station 3, the 85 10 km/h above the posted speed limit, whereas the average speed is below the th percentile speeds of 150 km/h observed in the posted speed limit.The 85 June 20, 201924 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County southbound direction between 1:00 AM and 2:00 AM is due to an isolated incident, as there were less than 5 vehicles observed during that hour. During a review of existing signage in the study area, and confirmed during field observations, it was determined that no signage exists identifying the posted speed limit. It is recommended that signage identifying the posted speed limitbe added just north of Glencolin Line, just south of College Line, and in between Moore’s and Clovermead. Signage should be placed on either side of Imperial Road to inform both northbound and southbound approaching vehicles. 4.2Collision Assessment The collision assessment examinedthe historical safety performance of the Imperial Road corridorfor the purposes ofidentifyingpotential safety issues to the surrounding road network. The analysis was conducted using historical collision data from just north of Glencolin Lineto just south of College Line. The data were provided by Elgin County, and cover the period from January 1, 2014to December 31, 2018. The analysis included: An assessment of general collision trends; and Predictive analysis comparison ofthe study area’s observed safety performance with the expected safety performance. 4.2.1HistoricalCollision Trends The raw collision data received were broken down to identify any trends related to specific collision attributes. However, only six collisions occurred within thestudy area during the analysis period; therefore,trends should be consideredcarefullydue to the relatively small sample size. Exhibit 4-4summarizes the frequencyof the collisions for each year of theanalysis period. A total of sixcollisions were reported within the study area corridor between 2014 and 2018. Exhibit 4-4:Collision Frequency and by Year (2014-2018) June 20, 201925 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County As presented in Exhibit 4-4,an increase in collision frequency in 2017 can be observed. All three 2017 collisions were rear-end collisions that occurred in the summer months, and involved vehicles slowing down or stopping before accessing a driveway. Two of the three collisions that occurred in 2017 resulted in personal injury. The distribution of allcollisions by initial impact type is presented in Exhibit 4-5. Exhibit 4-5:Collision Distribution by Initial Impact Type (2014-2018) Based onExhibit 4-5, it can be observed that the majority of collisionsthat occurred within the study area were rear-end collisions, with turning movement collisions being the only other type of collision reported. The high proportion of rear-end collisions is influencedby the high driveway density along Imperial Road between Glencolin Line and College Line. In the collision data, four out of the five rear-end collisions were noted to involve a vehicle slowing down or stopping before accessing a drivewayalong Imperial Road.The turning collision also involved a vehicle turning left into a driveway. The types of collisions, as well as the frequency and severity of the collisions within the study area are summarized in Exhibit 4-6. Collision severity was gauged using three categories: fatal, injury, or property damage only (PDO). Exhibit 4-6:Collision Frequency and Severity by Collision Type (2014-2018) Collision Severity TypeFatalInjuryPDOTotal Collisions Rear-end0325 Turning0101 Total Collisions0426 As shown in Exhibit 4-6,there were no fatal collisions reported in the study area for the analysis period. However, 67% of the collisions resulted in injury, which is a high proportion for a rural two-laneroad.Rear-end collisions were responsible for most of the injuries,representing 75% of theinjury collisions for this segment. The high proportion of rear-end collisions resulting in injuries may be caused by the high vehicle operating speeds along Imperial Road. The location data received for the collisions was provided in 100 meter increments. Only one of the six collisions in the study area was potentially related to thedrivewayat Clovermead,and no June 20, 201926 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County collisions were attributed to the driveways atMoore’s.To illustrate thecollision history within the study corridor, a detailedcollision diagram was is presented inExhibit 4-7. June 20, 201927 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 4-7:Imperial RoadCollision Diagram June 20, 201928 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 4.2.2Predictive Collision Analysisand Comparison The objective of the predictive analysis was to compare the study area’sobserved safety performance with the expected safety performance predicted using Safety Performance Functions (SPFs).This allows for a comparison between Imperial Road and typical rural two- lane arterial roads in North America to be performed. In order to assess the safety performance of the study area, the Highway Safety Manual’s (HSM) predictive method was applied using appropriate SPFs from the manual. As required by the SPFs, the historical Average Annual Daily Traffic (AADT) volumes were used to calculate the predicted collisions.When the AADT volume for a given year was unavailable, it was estimated using linear interpolation of the volume of previous and following year.Collision Modification Factors (CMFs) were used to adjust the number of predicted collisions generated by the SPFs and to account for site conditions that differed from the base conditions forwhich the SPFs were developed. Using the historical collision data, AADTs, SPFs, and applicable CMFs, the number of excess collisions (number of expected collisions less the number of predicted collisions) for each road segment was calculated. The excess number of collisions is an indicator of the safety performance of theroad segment; if the excess number of collisions is greater than zero, the road segment experienced more collisions than predicted by the SPFs, which consider the unique geometric and operating conditions of the road segment. If the value of excess collisions is less than zero, the road segment experienced fewer collisions than predicted by the SPFs. The corridor was sub-divided into smallersegments, in order to tailor the SPFs to the existing road characteristics.Exhibit 4-8displays the average annual number of excess collisions throughout the 2.2-kilometer study corridorbetween 2014 and 2018. Exhibit 4-8: Imperial Road Excess Number of Collisions per Year Excess Collisions (collisions / year) SegmentPDOFITotal College Line to 380 m South of -0.07-0.06-0.12 College Line 380 m South of College Line to -0.14-0.35-0.49 Moore’s Flowers Main Access Moore’s Flowers Main Access-0.28-0.20-0.48 Moore’s Flowers Main Access to 350 -0.030.01-0.02 m North of Glencolin Line 350 m North of Glencolin Line to -0.060.03-0.03 Glencolin Line Total Study Corridor-0.57-0.57-1.14 June 20, 201929 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County As illustrated in Exhibit 4-8, Imperial Road performed better than the predictions according to the SPFs, with the exception of two segments. Imperial Road from Moore’s Flowers Main Access to Glencolin Line experienced more fatal or injury collisions than predicted; this segment has high driveway density and high operating speedsthat may be leading to the observed collision severities.The overall negativeexcess collisions observed suggest that the roadway is performing better than a typical rural two-lane arterial roadway in North America. Given this level ofexistingsafety performance, the benefit-cost ratios for any proposed mitigationmay be low. 4.3Sightline Assessment The Transportation Association of Canada’s (TAC) Geometric Design Guide for Canadian Roads(June 2017) was used to identify whether or not the site access fulfills the minimum stopping, decision, and departure sight distances. A design speed of 100 km/h (which represents the posted speed limit of 80 km/h plus 20 km/h) was assumed along Imperial Road, within the study limit. This is consistent with typical design speeds for rural highways, as outlined in TAC. 4.3.1Stopping Sight Distanceand Decision Sight Distance The stopping sight distance refers to the distance necessary for the driver ofa vehicle travelling along Imperial Roadto react to a vehicle which has departed the study site accesses. Decision sight distance refers to the sight distance necessary for a driver to detect a hazard associated with the site access in a complex roadwayenvironment. It is related to minimum safe stopping distance, but it is corrected to account for a number of factors, including: Cluttered urban streetscapes which make hazard identification more difficult; Increased perception and reaction time due to driver fatigue or distraction; and Increased time needed to make a safe lane change or other non-panic maneuver. The minimum stopping sight distances required for the appropriate design speed, based on Table 2.5.2 in TAC, and the minimum decision sight distances required for the appropriate design speed, based on Figure 9.10.1 in TAC, were compared to the observed sight distances looking north and south, summarized in Exhibit 4-9and Exhibit 4-10, respectively. Exhibit 4-9: Stopping Sight Distanceand Decision Sight Distanceobserved looking North Minimum Stopping Minimum Decision Observed Sight Distance(Looking North)Sight DistanceSight Distance Moore’s North Access250 m185 m300 m Moore’s Main Access270 m Moore’s South Access300 m Clovermead Access>450 m Aunt Lena’s Access>450 m June 20, 201930 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 4-10: Stopping Sight Distance and Decision Sight Distanceobservedlooking South Minimum Stopping Minimum Decision Observed Sight Distance(Looking South)Sight DistanceSight Distance Moore’s North Access>450 m185 m300 m Moore’s Main Access>450 m Moore’s South Access>450 m Clovermead Access300 m Aunt Lena’s Access230 m As shown, sight distances exceedthe minimum stopping sight distances and minimum decision sight distancesrequired by TAC guidelines with the exception of the Moore’s North Access and Moore’s Main Access facing north, and the Aunt Lena’s Access facing south, which donot meet the minimum decision sight distance. The reason for this is due to a vertical curvature in the road located between the two businesses. Although the minimum decision sight distance is not met in some parts of the study area, the historic collision data does not identify any sightline visibility concerns that would justify any mitigation measures to flatten the vertical curvature. It is recommended that advance warning signage be placed for vehicles travelling along Imperial Road between the two businesses to be made aware that they there are approaching business accesses. 4.3.2Departure Sight Distance Departure sight distance (also known as Intersection Sight Distance) refers to the sight distance necessary for the driver of a vehicle to depart the site access and merge into traffic without causing a vehicle travelling along Imperial Roadto have to take evasive action. This distance is given by equation 9.9.1 in TAC: >1/389!)Ø* where: ISD = intersection sight distance (m) V = major road design speed (km/h) major t = time gap for turning movement from stop (8.5 second for left turns, 6.5 second g 1 for right turns) This calculation produces intersection sight distance requirements as illustrated in Exhibit 4-11. 1 The time gap for left-turn movements from stop is given by Table 9.9.3 in TAC. For multilane highways, 0.5 seconds for each lane to be crossed in excess of 1 is to be added when calculating the time gap for passenger cars. As the base time is given at 7.5 seconds, and both the northbound left lane and the centre median must be crossed, the time gap is 8.5 seconds. The time gap for right-turn movements from stop is given by Table 9.9.5. June 20, 201931 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 4-11: Departure Sight Distance Requirements Minimum Departure Sight ScenarioObserved Sight DistanceDistance Right-turn from Moore’s North 250 m185 m Access (Departing vehicle looking left) Right-turn from Moore’s Main Access270 m (Departing vehicle looking left) Right-turn from Moore’s South 300 m Access (Departing vehicle looking left) Right-turn from Clovermead Access 300 m (Departing vehicle looking left) Right-turn from Aunt Lena’s Access 230 m (Departing vehicle looking left) Left-turn from Moore’s North Access >450 m210 m (Departing vehicle looking right) Left -turn from Moore’s Main Access >450 m (Departing vehicle looking right) Left -turn from Moore’s South Access>450 m (Departing vehicle looking right) Left -turn from Clovermead Access >450 m (Departing vehicle looking right) Left -turn from Aunt Lena’s Access >450 m (Departing vehicle looking right) As shown, departure sight distances exceedthe minimum distance required by TAC guidelines for vehicles making a right-turn or a left-turn from the site accesses. 4.3.3Field Observations – Sight Line Obstructions A field visit to Imperial Road was undertaken on May 18, 2019, to determine if there were any sight line obstructions observed in the study area. Several vehicles were observed parking on both west and east shoulders of Imperial Road during the site visit. 4.3.3.1Moore’s Flower & Garden Centre Exhibit 4-12illustrates a screen captureshowing vehicles parked at the shoulder in front of the business during the field investigations that followed the collection of turning movement counts. June 20, 201932 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 4-12: Illegally Parked Vehicles – Moore’s Flower & Garden Centre SouthboundImperial Road, vehicles were observed parked onthe shoulder, either side of the Moore’s Main Access and across the street Moore’s Main Access facing north,potential sight obstruction As shown in the image, signage existson either side of Imperial Roadindicating that driversare prohibitedfrom parking their vehicles on the shoulder within the vicinity of the business. 4.3.3.2Clovermead Adventure Farm As illustrated in Exhibit 4-13, the majority of visitors of the private yard sale used the shoulders to park. No visitors of Clovermead were observed parking on the shoulder of Imperial Road. June 20, 201933 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 4-13:Private Yard Sale – Vehicles Parked on the shoulder Facing Southbound, vehicles were observed parked on the shoulder to visit the yard sale, next door to Aunt Lena’s Preserves No signage exists near Clovermead and Aunt Lena’s indicating that driversare prohibitedfrom parkingtheir vehicles on the shoulders, and so it is unclear if parking is prohibited along the shoulder.Note that this signage does exist onthe shoulders in proximity to Moore’s. It is recommended that vehicles be restricted from parking on the shoulders between Moore’s Flower & Garden Centre and Clovermead Adventure Farms. Active bylaw enforcement should take place during the peak business seasons and additional signage restricting parking should be placed along the entirety of this section of Imperial Road. June 20, 201934 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 5 Mitigation Alternatives To address the historic collision trends of turning drivers being rear-ended by through vehicles on Imperial Road, two alternatives were explored: dedicated left-turn lanes, and a two-way left- turn lane (TWLTL). Both mitigation alternatives would result in the removal of left-turning traffic from the through lanes, reducing the chance of turning vehicles getting rear-ended when slowing down to turn. The predicted safety performance of both alternatives were analyzed and compared. As previously noted in Section 4.2.2, the recentsafety performance of the roadway exhibited fewer collisions than predicted by the SPFs;therefore,mitigation measures may not produce sufficientcollision savings to offset their costs. 5.1Addition of Left-turn Lanes This section of the report outlines analysis conducted to determine if dedicated left-turn lanes are warranted in the study area.It must be noted that even if technically warranted, the implementation of turning lanes may not be appropriate due to constructability, low cost-benefit, or other factors. In addition, turning lanes may impact departure sight distance – particularly when major road traffic is turning into an access other than the one being used for departures. 5.1.1Left-turn Warrants A left-turn lane warrant analysis was conducted to determine if the existing left-turn movements at the study intersection satisfies the requirement to construct a dedicated left-turn lane at any of the business accesses within the study area. The left-turn lane warrant analysis was based on the Transportation Association of Canada (TAC) Geometric Design Guide for Canadian Roads (June 2017), which considers the following variables: ); Advancing volume (V A Opposing volume (V ); O Percentage of left turning vehicles in advancing volume; and Design speed of the roadway. A design speed of 100 km/h (20 km/h above the posted speed limit of 80 km/h) was used to th reflect the 85percentile operating speed for Imperial Road within the study area. Exhibit 5-1 andExhibit 5-2summarize the results of the left-turn storage lane warrants in the northbound and southbound directions, respectively. A graphical assessment of each scenario is found in Appendix C. June 20, 201935 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 5-1:Northbound Left-Turn Storage Lane Warrant Summary Existing (2019) ConditionsFuture (2031) Conditions % Left % Left Design VVTurns Left Lane Storage VVTurns Left Lane Storage AOAO DrivewaySpeed(vph)(vph)in VRequired?(m)(vph)(vph)in VRequired?(m) AA Moore’s 1002132490%No-2663090%No- North Access Moore’s 1002332579%No-2863177%Yes15 Main Access Moore’s 1002372642%No-2903242%No- South Access Exhibit 5-2: SouthboundLeft-Turn Storage Lane Warrant Summary Existing (2019) ConditionsFuture (2031) Conditions % Left % Left Design VVTurns Left Lane Storage VVTurns Left Lane Storage AOAO DrivewaySpeed(vph)(vph)in VRequired?(m)(vph)(vph)in VRequired?(m) AA Clovermead Access1002472131%No-3072661%No- Aunt Lena’s Access1002502140%No-3102670%No- Based on the results of the above warrant analysis, an exclusive northbound left-turn lane with a minimum of 15-metre storage length is warranted on Imperial Road at Moore’s Main Access in 2031under peak traffic conditions.The location of this left-turn lane is illustrated in Exhibit 5-3. June 20, 201936 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 5-3: Location of Left-Turn Lane Base Map Source: Google Maps. RetrievedMay 6, 2019from maps.google.com TAC chapter 9.17.4 notes that the preferred design for a left turn lane under these conditions is to offset the through lane to the right of the centreline (commonly knownas a “slip around” left turn turn). This is illustrated in Exhibit 5-4. Exhibit 5-4: TAC Preferred Left-Turn Lane Configuration ImageSource: Geometric Design Guide for Canadian Roads. Transportation Association of Canada (June 2017). Alternative left-turn lane configurations, as illustrated in TAC, are presented in Appendix D. It must be noted that percentage of left turning vehicles in advancing volumes, which is based on the observed access volumes, are based on peak season conditions at Moore’s. As these volumes represent a an absolute worst case scenario, which is likely to only be present on weekends during the peak gardening season. If analyzed under typical traffic conditions, the vehicle volumes may fail to meet the required thresholds to satisfy the turn lane warrant. June 20, 201937 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Therefore, additional analysis may be required in advance of 2031 to determine the appropriateness of providing dedicated turn lanes. 5.1.2Future Predictive Collisions To measure the impact on future collision performance of the proposed left-turn lane, the AADT for the 2031 analysis period and an adjustmentfactor was applied to the existing predictive model to forecast the 2031 future background scenario (“Do Nothing”). The adjustment factor was calculated by dividing the expected collisions by the predicted collisions in the existing model; this factor adjusts the future projections based on historic collisions within the study area. CMFs were applied to Moore’s Main Access to represent the addition of a northbound left-turn lane. Results of the analysis for propertydamage only collisions (PDO) and fatal or injury collisions (FI) areshown below inExhibit 5-3. It must be noted that 2031 volumes used in this analysis were based on future conditions volume forecasts as discussed in Section 3.4. June 20, 201938 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 5-5: Imperial Road Predicted Collisions for 2031 Future Condition – Northbound Left-turn Lane Predicted Collisions 2031 Do Nothing2031 Northbound Left-turn lane SegmentPDOFITotalPDOFITotal 0.170.340.520.170.340.52 College Line to 380 m South of College Line 0.551.111.660.551.111.66 380 m South of College Line to Moore’s Flowers Main Access 0.520.370.880.290.210.49 Moore’s Flowers Main Access 0.090.180.270.090.180.27 Moore’s Flowers Main Access to 350 m North of Glencolin Line 0.190.370.560.190.370.56 350 m North of Glencolin Line to Glencolin Line Total Study Corridor 1.522.373.891.292.213.50 *Green text shows areas where the predicted safety performance improves compared to the Do Nothing scenario. As shown in Exhibit 5-3, the implementation of a northbound left-turn lane at Moore’s Flower Main Access is predicted to result in a reduction of 0.39 collisions a year(a 44% reductionat the intersection, and a 10% reduction along the entire corridor). The predicted safety performance of the other road segments are unchanged compared to the Do Nothing scenario.It should be noted that the model bases the predictions on the likelihoodof collisionsoccurring, so even though no collisions have occurred at this location, the risk of collisions occurring is lower than the Do Nothing scenario. Given the small magnitude of the number of collision reduced,the implementation of a northbound left-turn lane at Moore’s Flower Main Access is unlikely to be justified on a cost-benefit basis. 5.2Addition of a Two-way Left-turn Lane The addition of a Two-Way Left-turn Lane (TWLTL) was proposed to mitigate the rear-end collisions involving turning vehicles along Imperial Road where there is higher driveway density. Providing a TWLTL would result in the removal of turning vehicles from the through lane where following drivers may not anticipate the preceding vehicle slowing down to turn. It must be noted that a TWLTL may impact departure sight distance – particularly when major road traffic is turning into an access other than the one being used for departures. For analysis purposes, the TWLTL is proposed to start 380 metres south of College Line (to the northof the study area), and extends until 350 metres north of Glencolin Lane; the approximate length of the TWLTL is 1.5 kilometres.The analysis of a restricted length, as opposed to analysis of the entire road segment from College Line to Glencolin Line, is due to the lack of traffic data at the intersections, and the concentration of accesses in the vicinity of Moore’s and Clovermead The location of the proposed two-way left-turn lane is illustrated in Exhibit 5-4. June 20, 201939 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 5-6: Location of Two-Way Left-Turn Lane Base Map Source: Google Maps. RetrievedMay 6, 2019from maps.google.com 5.2.1Future Predictive Collisions To analyze the impacts of the TWLTL, a CMF was applied at the segment between 380 metres south of College Line to 350 metres north of Glencolin Lane. Results of the analysis are shown inExhibit 5-4. June 20, 201940 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County Exhibit 5-7: Imperial Road Predicted Collisions for 2031 Future Condition – TWLTL Predicted Collisions 2031 Do Nothing2031TWLTL SegmentPDOFITotalPDOFITotal 0.170.340.520.170.340.52 College Line to 380 m South of College Line 0.551.111.660.440.891.33 380 m South of College Line to Moore’s Flowers Main Access 0.520.370.880.290.210.49 Moore’s Flowers Main Access 0.090.180.270.070.140.21 Moore’s Flowers Main Access to 350 m North of Glencolin Line 0.190.370.560.190.370.56 350 m North of Glencolin Line to Glencolin Line 1.522.373.891.161.953.11 Total Study Corridor *Green text shows areas where thepredicted safety performance improves compared to the Do Nothing scenario. As shown in Exhibit 5-4, the implementation of a TWLTL along Imperial Road results in a reduction of 0.78 collisions in 2031 over the entire corridor(a 20% reductionover the entire corridor). The benefits of the Moore’s Flower Main Access northbound left-turn lane is equal to the previous scenario, with the remainder of the predicted safety performance a result of the TWLTL. The segment between 380 metres South of College Line and Moore’s Flowers Main Access is predicted to experience a reduction of 0.33 collisions compared to the Do Nothing scenario(a 44 % reduction). The segment between Moore’s Flowers Main Access and 350 metres North ofGlencolin Line is predicted to have a reduction of 0.06 collisions (a 22% reduction). While the TWLTL results in a slightly larger improvement in the predicted safety performance along Imperial Road, the implementation of a TWLTL may also have unintended consequences. Despite a higher driveway density along the segmentswhere the TWLTL is proposed, many of the driveways serve single residential homes, and therefore may not have high turning demand. The TWLTL may be underutilized at various segments,the wider cross section may enable drivers to drive at higher speeds.Also, given the small magnitude of the number of collision reduced, the implementation of a TWLTLis unlikely to be justified on a cost benefit basis. 5.3Summary Based on the predictive analysis conducted for the 2031 horizon year, it was determined that the TWLTL experienced a greater benefit to the predicted safety performance compared to the addition of a northbound left-turn lane at Moore’s Flowers Main Access. However, both alternatives resulted in collision reductions of less than 1 collision per year, suggesting that the benefit of implementing either alternative may be low compared to the associated construction costs.Based solely on the improved safety performance, the preferred mitigation measure is the implementation of the TWLTL. However, the costs of implementing a 1.5 km long TWLTL is June 20, 201941 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County much higher than adding a 15 m long left-turn lane due to the costs associated with the potential road widening required. Proceeding with the implementation of either mitigation alternative should be preceded by a preliminary design and cost estimate, which will allow for a cost-benefit analysis to be performed. However, as previously stated, the safety performance of this segment of Imperial Road outperforms that of a typical rural two-lane roadway in North America.Therefore, due to the low excess collisions,the benefits of implementation may not result in a positive cost-benefit ratio. June 20, 201942 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 6 Conclusions This section summarizes the key findings of this transportation impact study. 6.1Traffic Operations Analysis Traffic operations analysis was performed based on what is understood to be the peak business period for Moore’s Flower & Garden Centre. Since the peak business season at Clovermead Adventure Farm does not happen until the Fallperiod, the assessment at Clovermead only represents a typical Saturday rather than the peak. IBI Group intendsto collect traffic data at Clovermead in the Fall 2019 to observe operations during Clovermead’s peak business period. As part of the study area, the three business accesses to Moore’s, as well as the business access to Clovermead and the business access to Aunt Lena’s Preserves (connected internally to Clovermead) were analyzed to determine existing and future (2031) traffic operations. The analysis revealed that there were no traffic operational constraints at any of the accesses under existing or future conditions during the peak business hour at Moore’s or typical Saturday at Clovermead. A review of the midblock operations was conducted to assess the ratio of traffic volumes to the capacity of Imperial Road. It was concluded that Imperial Road currently operates will below capacity, and will continue to operate below capacity in 2031. 6.2Safety Review As requested by Elgin County, a safety review was completed to assess the collision history as well as available sightlines. 6.2.1Review of Speed Characteristics Volume and speed data collected by Elgin County was used to complete a volume-speed analysis. No safety concerns were determined as a result of this analysis. However, during a review of existing signage in the study area, and confirmed during field observations, it was determined that no signage exists identifying the posted speed limit. 6.2.2Collision Assessment The collision analysis was conducted using historical collision data from just north of Glencolin Line to just south of College Line.The data cover the period from January 1, 2014 to December 31, 2018. During this time, a total of sixincidents were reported within the study area. Through the analysis, it was observed that the study area experienced high proportion of injury collisions and rear-end collisions in the past five years. The high proportion of rear-end collisions resulting in injuries may be influenced by the speed differential between high vehicle operating speeds along Imperial Road and vehicles slowing or stopping to access the many driveways along Imperial Road. One of the six collisions may be related to the driveway traffic at Clovermead Adventure Farms, while no collisions were observed to be related to Moore’s Flower and Garden Centre. The predictive analysis of historical collision performance showed the segment between Moore’s Flowers Main Access and Glencolin Line experienced more fatal or injurycollisions than predicted. However, the positive excess collisions observed are of relatively small magnitudes. Overall, the Imperial Road corridor operated with fewer collisions than predictedfor a typical rural two-lane roadway in North America. June 20, 201943 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 6.2.3Sightline Assessment A sightline assessment was conducted using the TAC Geometric Design Guide for Canadian Roads(June 2017) to identify whether or not the site access fulfills the minimum stopping, decision, and departure sight distances. The observed stopping and departure sight distances all exceeded the minimum distances required by TAC guidelines. The observed decision sight distance looking towards each business (i.e., at Moore’s looking north or at Clovermead looking south) does not meet the minimum distances required by TAC guidelines. This is due to a vertical curvature of Imperial Road in between both businesses. Historical collisions do not identify a pattern of collisions as a result of vertical visibility constraints caused by the vertical curvature of Imperial Road. During sight visits, several vehicles were observed parking on the shoulders of both businesses. Signage exists within the vicinity of Moore’s which prohibits parking on the shoulder. There is no signage that exists prohibiting vehicles from parking at the shoulder near Clovermead and no one visiting Clovermead was observed parking on the shoulder during sight visits. However, parking should be prohibited along both shoulders of Imperial Road between both businesses as to reduce visibility constraints caused by the parked vehicles. 6.3Mitigation Alternatives A left-turn lane warrant analysis determined that, under 2031 peak traffic conditions, a northbound left turn lane is warranted at the Moore’s Flower Main Access. However, it must be noted that the analysis considered an absolute worst case scenario, which is likely to only be present on weekends during the peak gardening season. If analyzed under typical traffic conditions, the vehicle volumes may fail to meet the required thresholds to satisfy the turn lane warrant. Therefore, additional analysis in advance of 2031 is required to confirm these findings. In order to determine the impact of providing turn lanes on safety performance, a predictive collision analysis was performed which considered a standalone left-turn lane and a Two-Way Left Turn Lane (TWLTL). The analysis determined that the TWLTLwould result in a greater reduction of the predicted number of collisions compared to the addition of a northbound left-turn lane, despite both alternatives resulted in collision reductions of less than 1 collision per year comparing to the Do Nothingscenario.Given the small magnitude of collision reduction, both mitigation measures areunlikely to be justified from a benefit-cost perspective. June 20, 201944 IBI GROUPFINALREPORT TRANSPORTATION IMPACT STUDY – IMPERIAL ROAD(ELGIN COUNTY 73) FROM GLENCOLIN LINE TOCOLLEGE LINE, ELGIN COUNTY Prepared for Elgin County 7 Recommendations The following mitigation measures are recommended: Add signage identifying the posted speed limit at the following locations, on either side of Imperial Road (both travel directions): Just north of Glencolin Line; Between Moore’s Flower & Garden Centre and Clovermead Adventure Farm; and Just south of College Line. Prohibitparking on the shoulder along ImperialRoad, between Moore’s Flower & Garden Centre and Clovermead Adventure Farm; and Consider active enforcement during the peak business seasons of both businesses in an attempt deter drivers from parking on the shoulder. 7.1Next Steps IBI Groupintends to complete field observations in the fallof2019. It is understood that Clovermead Adventure Farm experiences its peak business activity during Thanksgiving weekendin October. IBI Group will confirm this before scheduling site visits. The results of the site visit will be summarized in a letter to Elgin County following the site visit and any additional office review that may be required.It is expected that this letter will discuss, as appropriate, the following topics: Traffic operations at Clovermead Adventure Farmduring the peak season, compared to operations observed in the off-peak season; Traffic operations and safety considerations at the School Bus Access, which is expected to be open during the peak season; and Access spacing, and access management best practices. June 20, 201945 Appendix A 2019 Existing Conditions Synchro Reports Victoria Day Weekend MovementEBLEBRNBLNBTSBTSBR Lane Configurations Traffic Volume (veh/h)2912122481 Future Volume (Veh/h)2912122481 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)21012302701 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume502270271 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol502270271 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %10099100 cM capacity (veh/h)5287681264 Direction, Lane #EB 1NB 1SB 1 Volume Total12231271 Volume Left210 Volume Right1001 cSH71412641700 Volume to Capacity0.020.000.16 Queue Length 95th (m)0.40.00.0 Control Delay (s)10.10.00.0 Lane LOSBA Approach Delay (s)10.10.00.0 Approach LOSB Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 23.1%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Existing.synPage 3 Victoria Day Weekend MovementEBLEBRNBLNBTSBTSBR Lane Configurations Traffic Volume (veh/h)115212122498 Future Volume (Veh/h)115212122498 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)116232302719 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume552276280 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol552276280 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %1009898 cM capacity (veh/h)4867631254 Direction, Lane #EB 1EB 2NB 1SB 1 Volume Total116253280 Volume Left10230 Volume Right01609 cSH48676312541700 Volume to Capacity0.000.020.020.16 Queue Length 95th (m)0.00.50.40.0 Control Delay (s)12.49.80.90.0 Lane LOSBAA Approach Delay (s)10.00.90.0 Approach LOSA Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 38.6%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Existing.synPage 4 Victoria Day Weekend MovementEBLEBRNBLNBTSBTSBR Lane Configurations Traffic Volume (veh/h)1352322622 Future Volume (Veh/h)1352322622 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)1352522852 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume548286287 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol548286287 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %100100100 cM capacity (veh/h)4957531247 Direction, Lane #EB 1NB 1SB 1 Volume Total4257287 Volume Left150 Volume Right302 cSH66612471700 Volume to Capacity0.010.000.17 Queue Length 95th (m)0.10.10.0 Control Delay (s)10.40.20.0 Lane LOSBA Approach Delay (s)10.40.20.0 Approach LOSB Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 26.2%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Existing.synPage 5 Victoria Day Weekend MovementWBLWBRNBTNBRSBLSBT Lane Configurations Traffic Volume (veh/h)5420582245 Future Volume (Veh/h)5420582245 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)5422392266 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh)1 Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume498228232 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol498228232 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %99100100 cM capacity (veh/h)5318121307 Direction, Lane #WB 1NB 1SB 1 Volume Total9232268 Volume Left502 Volume Right490 cSH95617001307 Volume to Capacity0.010.140.00 Queue Length 95th (m)0.20.00.0 Control Delay (s)10.80.00.1 Lane LOSBA Approach Delay (s)10.80.00.1 Approach LOSB Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 24.5%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Existing.synPage 2 Victoria Day Weekend MovementWBLWBRNBTNBRSBLSBT Lane Configurations Traffic Volume (veh/h)0021311249 Future Volume (Veh/h)0021311249 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)0023211271 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume506232233 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol506232233 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %100100100 cM capacity (veh/h)5268071306 Direction, Lane #WB 1NB 1SB 1 Volume Total0233272 Volume Left001 Volume Right010 cSH170017001306 Volume to Capacity0.000.140.00 Queue Length 95th (m)0.00.00.0 Control Delay (s)0.00.00.0 Lane LOSAA Approach Delay (s)0.00.00.0 Approach LOSA Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 17.2%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Existing.synPage 1 Appendix B 2031Future Total ConditionsSynchro Reports Victoria Day Weekend MovementEBLEBRNBLNBTSBTSBR Lane Configurations Traffic Volume (veh/h)2912653081 Future Volume (Veh/h)2912653081 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)21012883351 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume626336336 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol626336336 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %10099100 cM capacity (veh/h)4487061196 Direction, Lane #EB 1NB 1SB 1 Volume Total12289336 Volume Left210 Volume Right1001 cSH64411961700 Volume to Capacity0.020.000.20 Queue Length 95th (m)0.40.00.0 Control Delay (s)10.70.00.0 Lane LOSBA Approach Delay (s)10.70.00.0 Approach LOSB Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 26.3%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Future.synPage 3 Victoria Day Weekend MovementEBLEBRNBLNBTSBTSBR Lane Configurations Traffic Volume (veh/h)115212653098 Future Volume (Veh/h)115212653098 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)116232883369 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume674340345 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol674340345 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %1009898 cM capacity (veh/h)4127021187 Direction, Lane #EB 1EB 2NB 1SB 1 Volume Total116311345 Volume Left10230 Volume Right01609 cSH41270211871700 Volume to Capacity0.000.020.020.20 Queue Length 95th (m)0.10.50.40.0 Control Delay (s)13.810.20.80.0 Lane LOSBBA Approach Delay (s)10.50.80.0 Approach LOSB Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 41.3%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Future.synPage 4 Victoria Day Weekend MovementEBLEBRNBLNBTSBTSBR Lane Configurations Traffic Volume (veh/h)1352853222 Future Volume (Veh/h)1352853222 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)1353103502 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume671351352 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol671351352 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %100100100 cM capacity (veh/h)4206921180 Direction, Lane #EB 1NB 1SB 1 Volume Total4315352 Volume Left150 Volume Right302 cSH59611801700 Volume to Capacity0.010.000.21 Queue Length 95th (m)0.20.10.0 Control Delay (s)11.10.20.0 Lane LOSBA Approach Delay (s)11.10.20.0 Approach LOSB Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 29.0%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Future.synPage 5 Victoria Day Weekend MovementWBLWBRNBTNBRSBLSBT Lane Configurations Traffic Volume (veh/h)5425882305 Future Volume (Veh/h)5425882305 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)5428092332 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh)1 Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume620284289 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol620284289 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %9999100 cM capacity (veh/h)4517541245 Direction, Lane #WB 1NB 1SB 1 Volume Total9289334 Volume Left502 Volume Right490 cSH81117001245 Volume to Capacity0.010.170.00 Queue Length 95th (m)0.30.00.0 Control Delay (s)11.60.00.1 Lane LOSBA Approach Delay (s)11.60.00.1 Approach LOSB Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 27.6%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Future.synPage 2 Victoria Day Weekend MovementWBLWBRNBTNBRSBLSBT Lane Configurations Traffic Volume (veh/h)0026611309 Future Volume (Veh/h)0026611309 Sign ControlStopFreeFree Grade0%0%0% Peak Hour Factor0.920.920.920.920.920.92 Hourly flow rate (vph)0028911336 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume628290290 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol628290290 tC, single (s)6.46.24.2 tC, 2 stage (s) tF (s)3.53.32.3 p0 queue free %100100100 cM capacity (veh/h)4477501244 Direction, Lane #WB 1NB 1SB 1 Volume Total0290337 Volume Left001 Volume Right010 cSH170017001244 Volume to Capacity0.000.170.00 Queue Length 95th (m)0.00.00.0 Control Delay (s)0.00.00.0 Lane LOSAA Approach Delay (s)0.00.00.0 Approach LOSA Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 20.4%ICU Level of Service A Analysis Period (min)15 Synchro 9 Report05-31-2019 Future.synPage 1 Appendix C Left-Turn Storage Lane Warrants Appendix D Left-Turn Lane Configurations DMBTT!FOWJSPONFOUBM!BTTFTTNFOU! JNQFSJBM!SPBE!QPSU!CSVDF!CSJEHF!BU!DBUGJTI!DSFFL! OPUJDF!PG!QVCMJD!JOGPSNBUJPO!DFOUSF!)QJD*! The County of Elgin is studying available options to replace the Port Bruce Bridge. As a result of work completed to date, a steel girder bridge along with reconstruction of the roadway approaches is being considered. The project is being planned as a Schedule B project under the Municipal Class Environmental Assessment process. A Public Information Centre (PIC) is planned to provide further information to the public on the proposal and to receive input and comment from interested persons: For further information, please contact: Mr. Allan Garnham, P. Eng. or Mr. Brian Lima, P. Eng. Project Engineer Director of Engineering Services K. Smart Associates Limited County of Elgin 85 McIntyre Drive450 Sunset Drive Kitchener ON N2R 1H6 St. Thomas ON N5R 5V1 Phone: 519-748-1199 ext. 246 Phone: 519-631-1460 ext. 117 E-mail: agarnham@ksmart.ca E-mail: blima@elgin.ca Subject to comments received as a result of this Notice, the County of Elgin intends to proceed with the detailed design of this project and a Project File will be prepared and placed on the public record for a minimum forty-five (45) day review period. Information will be collected in accordance with the Freedom of InformationandProtection of Privacy Act. With the exception of personal information, all comments will become part of the public record. This Notice issued May 28, 2019. SWIFT Quarterly News Update - June 2019 SWIFT launches projects to improve high-speed internet in Southwestern Ontario SWIFT, in partnership with the Government of Ontario and Canada is proud to announce the launch of a series of projects dedicated to improving internet connectivity to homes and businesses in Norfolk County, Wellington County and Lambton County. The newly announcedprojects aim to spark the beginning of a digital transformation in the region and will be instrumental in shaping and supporting the ongoing expansion of SWIFT’s open access broadband networks throughout Southwestern Ontario, Niagara and Caledon. The pilot projects will focus on underserved areas within each of the three counties that do not meet the Canadian Radio-television and Telecommunications (CRTC) universal service objective of 50 Mbps download/10 Mbps upload (50/10) and will aim to connect business facilities, public buildings and residential homes in underserved areas within the project region. Later this year, SWIFT will issue a Requestfor Proposals(RFPs)and as part of the project’s procurement process, SWIFT’s pre-qualified Internet Service Providers (ISPs)will bid on eligible funding areas byproposingthe most efficient and effectivenetwork designs to maximize project impact while managing public dollars responsibly. During the procurement process SWIFT will evaluate each ISPs proposal based upon a set of predefined evaluation criteria. Construction ofthe network will commenceonce the procurement processhas beencompletedand successful proponents have been selected. Upon the selection of the successful proponents SWIFT will release a full implementation plan for each of the targeted areas, including detailed construction timelines which will outline the specific communities https://mailchi.mp/swiftnetwork.ca/swift-quarterly-news-update-june-2019?e=ff6a21ef88\[2019-07-02 8:39:04 AM\] SWIFT Quarterly News Update - June 2019 that will be impacted by the project. The process is designed to ensure the geographical expansion of the network and to increase access in underserved communities. All project announcements, including construction timelines, will be released on the SWIFT website. SWIFT will also provide regular progress updates on its Facebook page,Twitter, and through itse- newsletters. How is SWIFT Funded SWIFT was approved for funding under the Canada-Ontario Small Communities Fund (SCF), a joint federal and provincial infrastructure funding program. As a result, the Government of Canada and the Government of Ontario have committed up to $127.4 million, each respectively investing $63.7 million to the total project cost. SWIFT will also leverage additional funding from municipal partners and private sector investors to bring the total project investment to $209 million. The project will be delivered in a phased approach to ensure that public investments are spent wisely. As part of the phased approach SWIFT will deliver three initial projects, one in each of the following counties: Norfolk County, Wellington County and Lambton County. The total cost of infrastructure investment for the targeted projects is projected to be $31.6 million. Upon the successful completion of the projects procurement, SWIFT intends to move forward with the next phase of the project to continue to ensure the expansion of high-speed connectivity throughout the remaining communities in Southwestern Ontario, Caledon and Niagara. https://mailchi.mp/swiftnetwork.ca/swift-quarterly-news-update-june-2019?e=ff6a21ef88\[2019-07-02 8:39:04 AM\] SWIFT Quarterly News Update - June 2019 Updates SWIFT SWIFT issues Appoints New second Request for Members to Pre- Board of How qualification Directors connected are you? SWIFT has issued a SWIFT announces the second Request for expansion of its Board Explore Southwestern Pre-Qualification of Directors as it Ontario, Niagara and (RFPQ) to Telecom appoints 13 new Caledon’s 50/10 Service Providers members, with 10 broadband footprint (TSPs). The RFPQ is returning directors. and tell us what you expected to close on Read More... think. June 21, 2019. View Map Read More... News UpdateGet Social SWIFT was recently featured in:Connect with SWIFT and stay up-to- CBC-Kitchener-Waterloodate on project announcements! Use Global Newsthe links below to visit our website The Observer - Sarniaand find us on Facebook and Twitter. Mobilesyrup The Beacon Herald Simcoe Reformer https://mailchi.mp/swiftnetwork.ca/swift-quarterly-news-update-june-2019?e=ff6a21ef88\[2019-07-02 8:39:04 AM\] SWIFT Quarterly News Update - June 2019 broadband Speed test visit our website Copyright © 2019 SWIFT, All rights reserved. https://mailchi.mp/swiftnetwork.ca/swift-quarterly-news-update-june-2019?e=ff6a21ef88\[2019-07-02 8:39:04 AM\]