HomeMy WebLinkAboutENG 07-18Cy
DICKERING
Report to
Executive Committee
Report Number: ENG 07-18
Date: May 7, 2018
From: Richard Holborn
Director, Engineering Services
Subject: Traffic Impact Assessment Guidelines
- File: A-1440
Recommendation:
1. That Council endorse the Traffic Impact Assessment Guidelines dated March 2018;
2. That staff be authorized to release an electronic version of the guidelines to the public upon
request; and
3. That the appropriate officials of the City of Pickering be authorized to take the necessary
actions as indicated in this report.
Executive Summary: A Traffic Impact Assessment (TIA) study provides a means of
assessing the adequacy of the existing and future transportation system to accommodate
additional traffic generated by a proposed development. It also provides a set of rules to assess
transportation impacts from that proposed development. The TIA Guidelines have been prepared
by Engineering Services staff to assist in the preparation of development related TIA studies, to
ensure that the future additional traffic flow due to a proposed development will be within an
acceptable level of service and is consistent with the guidelines currently being used in other
Greater Toronto Area municipalities. The TIA Guidelines represent the best practices and
standards to prepare TIA studies and will be periodically updated to ensure they meet current
needs. The TIA Guidelines are attached for reference.
Financial Implications: There are no direct costs incurred by the City with the adoption of the
proposed Traffic Impact Assessment Guidelines.
Discussion: A Traffic Impact Assessment (TIA) study provides a means of
assessing the adequacy of the existing and future transportation system to accommodate
additional traffic generated by a proposed development. It also provides a set of rules to assess
transportation impacts from that proposed development. The TIA Guidelines have been prepared
by Engineering Services staff to assist in the preparation of development related TIA studies, to
ensure that the future additional traffic flow due to a proposed development will be within an
acceptable level of service and is consistent with the guidelines currently being used in other
Greater Toronto Area municipalities.
ENG 07-18 May 7, 2018
Subject: Traffic Impact Assessment Guidelines Page 2
The City of Pickering is expecting significant growth in coming years. Major developments such as
the Seaton Community and the intensification of the City Centre will generate significant
transportation demands. The City Centre is designated as an Urban Growth Centre in the
Provincial Growth Plan, and as a Mobility Hub as described in Metrolinx's Regional Transportation
Plan.
Generally, the need for a TIA study will be identified by Engineering Services staff during the
formal pre -consultation process for developments. A TIA will vary in range and complexity
depending on the type and size of the proposed development.
Purpose of the Traffic Impact Assessment Guidelines
There are numerous reasons why a TIA is required, including:
• to evaluate the existing and future traffic impacts of a new development based on accepted
practices
• to provide a set of standard and consistent guidelines to developers and consultants, which
results in efficient processing of development proposals
• to determine improvements required to the City's transportation system and infrastructure to
accommodate the impacts of new development
• to identify issues which could affect a developer's decision on pursuing a proposed project
When is a Traffic Impact Assessment Study Required
There are a number of criteria under which a TIA may be required. In general, a TIA should be
conducted whenever a proposed development is expected to generate more than 75 additional
peak hour trips to or from a proposed site. A TIA may also be required when there are less
than 75 vehicular trips but other issues are of concern such as the location of the
development in an area of high roadway congestion, a high collision location or lack of left or
right turn lanes, etc.
The majority of municipalities in the Greater Toronto Area (GTA) have developed TIA guidelines to
ensure that any future transportation infrastructure is designed to their specifications. When
preparing the TIA guidelines for the City of Pickering, best practices from GTA municipalities were
reviewed to ensure current industry standards were reflected.
TIA studies are an essential part of the development review process to assist developers and
public agencies in making land use decisions, such as subdivisions, rezoning and other
development reviews, where the proposal may have a significant negative impact on traffic
and the transportation network.
Once the TIA Guidelines are endorsed by Council, the Guidelines will be published on the City
website for the public and the developers to access. Most municipalities in the GTA have
published TIA Guidelines on their website for public information. City staff would also be able to
provide a copy of the Guidelines to developers at pre -consultation meetings.
ENG 07-18
May 7, 2018
Subject: Traffic Impact Assessment Guidelines Page 3
Attachments:
1. Traffic Impact Assessment Guidelines, March 2018
Prepared By:
J .
Nadeem Zahoor, P.Eng., M.Eng.
Transportation Engineer
Scott Booer
Manager, Capital Projects & Infrastructure
NZ:mjh
Approved/Endorsed By:
Ric rd H■torn, P.Eng
rector, Engineering Services
Recommended for the consideration
of Pickering City Council
671)
Tony Prevedel, P.Eng.
Chief Administrative Officer
ATTACHMENT#I TO REPORT# _. I
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DICKERING
Traffic Impact
Assessment Guidelines
Engineering Services Department
March 2018
ATTACHMENT# 1 TO REPORT#
City of Pickering of
Traffic Impact Assessment Guidelines
Table of Contents
1 Introduction 3
1.1 Traffic Impact Assessment Studies 3
1.2 Purpose of Guidelines 4
2 General Requirements 4
2.1 When is a Traffic Impact Assessment Required 4
2.2 Pre -Consultation 4
2.3 Assessment Updates 5
2.4 Qualifications to Conduct Traffic Impact Assessment 5
2.5 Submission Requirements 5
3 Guidelines for Preparation of a Traffic Impact Assessment 5
3.1 Description of the Proposed Development 6
3.2 Study Area 6
3.3 Horizon Year(s) and Time Periods for Analysis 7
3.3.1 Horizon Year(s) 7
3.3.2 Time Periods for Analysis 7
3.4 Existing Traffic Conditions 7
3.5 Background Traffic 8
3.5.1 FutureBackground Traffic 8
3.5.2 Planned Roadway Improvements 8
3.5.3 OtherArea Developments 8
3.5.4 Transit Considerations 8
3.6 Site Generated Traffic Demand 9
3.6.1 Trip Generation 9
3.6.2 Trip Distribution 10
3.6.3 Trip Assignments 10
3.7 Total Future Traffic 10
3.8 Evaluation of Impacts of Site Generated Traffic 11
3.8.1 Capacity Analysis at Intersections 11
3.8.2 Safety Analysis 12
3.9 Access Location Analysis 12
3.9.1 Access Geometrics 12
3.9.2 Turn lane requirements 13
3.9.3 Sight Distance Evaluation 13
3.9.4 Collision and Safety Analysis 13
3.10 Mitigation Measures 14
3.10.1 Off-site Improvements 14
3.10.2 On-site Improvements 15
3.11 Conclusions and Recommendations 16
4 Documentation and Reporting 16
5 Bibliography 17
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1 Introduction
1.1 Traffic Impact Assessment Studies
The City of Pickering is located within the Regional Municipality of Durham and currently
has a population of 94,000, which is expected to grow significantly in the future, through
development intensification in the City Center and the development of the Seaton
Community. With the addition of new development, it is essential that the new traffic
volume entering the existing road system be assessed to make sure that the future traffic
flow will be within an acceptable level of service. The City of Pickering is responsible for
maintaining its road network for safe and efficient movement of people.
A Traffic Impact Assessment (TIA) provides a means of assessing the adequacy of the
existing and future transportation system to accommodate additional traffic generated by
a proposed development, and it provides a set of rules to assess transportation impacts
from that proposed development.
Traffic impact assessment benefits include, but are not limited to the following:
• demonstrates how the transportation impacts of a proposed development or
redevelopment can be mitigated and addressed in a manner that is consistent with the
objectives of the City of Pickering
• provides a set of rules for the City of Pickering consultants and the developers, to
assess transportation impacts of a proposed development
® helps in addressing traffic/transportation related issues associated with developments
which may be of a concern to neighbouring residents, businesses and property
owners
• identifies need for infrastructure improvements to maintain a satisfactory and
acceptable level of service
• ensures appropriate access provisions for the proposed site
A TIA may vary in scope and complexity depending on the type and size of the proposed
development. It should consider all modes of transportation including cars, trucks, transit,
cyclists and pedestrians. It should be consistent with the City's current policies and goals
as expressed in the Official Plan and other planning documents.
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1.2 Purpose of Guidelines
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There are numerous reasons why a TIA is required, some of which are outlined below:
• it will evaluate the existing and future traffic impacts of the new development based on
accepted practices
• it will provide a set of standard and consistent guidelines to the developers and the
consultants which results in efficient processing of development proposals
• it will determine improvements required to accommodate the impacts of the new
development
• it will identify issues which could affect a developer's decision on pursuing a proposed
project
2 General Requirements
2.1 When is a Traffic Impact Assessment Required
Generally, the need for a TIA will be identified by Engineering Services staff during the
City of Pickering's formal pre -consultation process.
There are a number of criteria under which a T1A may be required. In general, a TIA
should be conducted whenever a proposed development is expected to generate
more than 75 additional peak hour trips to or from the site. A TIA may also be required
when there are less than 75 additional peak hour trips but there are some other
issues such as the development is located in an area of high roadway congestion
- as part of the proposed development, a new traffic signal is required
• existing accesses are operating inefficiently or there are traffic safety concerns (such
as a high collision location)
• the development has direct access to a major collector/arterial road or has the
potential to cause adverse safety impacts on the road network
there is inadequate horizontal or vertical sight distances or grade differences at
access points
there is a lack of existing left or right turn lanes on the adjacent roadway at the
proposed access points or there are sightline issues
2.2 Pre -Consultation
Prior to the undertaking of a TIA, pre -consultation is required between the City of
Pickering and the applicant's consultant. The intent of the pre -consultation is to discuss
the development proposal, relevant issues pertaining to the type of development or its
location, establish the scope of assessment required, and to confirm acceptable
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assessment parameters. Alternatively, the consultant can submit a detailed Terms of
Reference to City staff for review and comment.
2.3 Assessment Updates
A TIA typically has a shelf life of five (5) years. Major changes within the assessment area
may reduce the usefulness and validity of the document if they were not considered in the
initial assessment. Where the timing of subsequent development approvals exceeds five
years, a revised TIA will be required.
2.4 Qualifications to Conduct Traffic Impact Assessment
It will be the responsibility of the proponent to retain a qualified transportation consultant
experienced in transportation planning and traffic engineering to prepare the TIA.
The TIA must be signed, dated and stamped by a registered Professional Engineer. The
signing engineer is verifying that appropriate assumptions and methodologies have
been utilized in the completion of the TIA and that they are the individual who is taking
corporate and professional responsibility for the assessment.
2.5 Submission Requirements
The applicant must submit five (5) copies (unless otherwise advised iby the City) of the
final TIA complete with all supporting documentation. The applicant must also submit an
electronic copy of all analyses contained in Appendices.
3 Guidelines for Preparation of a Traffic Impact Assessment
The following sections outline the required content for the TIA. In general, the content and
extent of the TIA will depend on the location and size of the proposed development and
the prevailing traffic conditions in the surrounding area.
The TlA should consist of a main document supplemented by technical appendices
containing required detailed analyses. The following is a suggested structure that will aid
staff in a timely review of the TIA but may not be limited to the following tasks:
▪ description of the proposed development
• study area
• horizon years and time periods for analysis
- existing traffic conditions
▪ background traffic
• site generated traffic demand
- total future traffic
evaluation of impacts of site generated traffic
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• access location analysis
• mitigation measures
conclusions and recommendations
3.1 Description of the Proposed Development
A detailed description of the proposed development will enable City staff to identify the
site location, its anticipated operation and its area of potential influence. The description
of the proposed development includes, but is not limited to the following:
▪ municipal address and a map showing the development location
existing land uses or permitted use provisions in an Official Plan,
Official Plan Amendments, Zoning By-law, etc.
• proposed and use
- number and type of residential units
• anticipated date of occupancy
• pedestrian bicycle and pedestrian links and facilities
• proposed total building size and building location(s)
• floor space area including a summary of each type of use/number of
residential units
▪ anticipated date of occupancy
• approximate days and hours of operation
- proposed internal parking arrangement and traffic circulation
▪ proposed access points and types of access (right -in, right -out
turning movement restrictions etc.)
• planned full build out and phasing of the development
A site plan or plan of subdivision (shown to scale), if available, would be useful for
consideration in the review of the TIA.
3.2 Study Area
Pre -consultation with City of Pickering Engineering Services staff shall be required to
establish the limits of the study area including specific intersections to be included in the
analysis. The assessment area for a TIA will typically vary according to the size of the
proposed development, but should include the road sections and intersections, transit
routes, and cycling and pedestrian facilities that will experience significantly higher traffic
demands and/or impacts due to the proposed development. The TIA shall include a key
map to illustrate the study area.
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3.3 Horizon Year(s) and Time Periods for Analysis
3.3.1 Horizon Year(s)
The horizon year is the date in the future for which the traffic impacts associated with the
project should be evaluated. Generally, the horizon year will be taken as five (5) years
from the build -out of the site/area. Horizon years must also be identified for any interim
phasing of development where phasing, interim access measures and planned
transportation system improvements are anticipated.
Additional horizon years may be required depending on the magnitude of the
development, any major transportation system changes, or other planned significant land
use changes.
3.3.2 Time Periods for Analysis
Typically, the AM Peak and PM peak traffic periods will constitute the heaviest
combination of site related and background traffic. However, Saturday, Sunday and site
specific peak period analysis may be required for some proposed developments, such as
retail, entertainment, religious, institutional and sports facilities, or developments which
are located in areas in close proximity to these specific facilities.
3.4 Existing Traffic Conditions
The TIA should provide all the existing traffic conditions of the proposed site and the
surrounding area. The TIA should show the existing traffic volumes for the roadways and
intersections in the assessment area including pedestrian volumes and turning
movements for roadways and intersections. Traffic volumes may be acquired from the
City, Region or from the previous transportation planning, traffic operation or
transportation impact studies, depending upon its availability. Traffic volumes more than
three (3) years old or counts that appear not to be reflecting existing conditions should
be updated to ensure that they reflect current traffic levels.
The existing traffic conditions include, but are not limited to the following items:
• posted speed limits
• traffic volumes
• sight visibility to both the left and right for all proposed access points and adjacent
intersections
• location of existing curb, gutter, sidewalk/multi-use-path and bike lanes
• pavement and shoulder widths
• turn lane storage lengths and lane widths
• grades and curvatures
• presence of raised or painted medians
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• turning restrictions at all intersections
▪ location of all the existing accesses and permitted movements
• on -street parking regulations and availability in the area
current uses of adjacent sites
▪ street lighting and bus stops
• potential for linkages to other local roads or laneways background traffic
3.5 Background Traffic
3.5.1 Future Background Traffic
The background growth projects future traffic without the proposed development. It
includes at a minimum, annual growth rates and future traffic from other proposed
(approved) developments to be located within the vicinity of the site. The growth in traffic
should be established in consultation with City staff through one of the following
methods:
• estimation of roadway growth factors from a calibrated traffic forecast model
• regression analysis of historical traffic growth
• a growth rate based on approved area transportation studies
In the absence of these methods, a growth rate of 2% per annum should be used.
3.5.2 Planned Roadway Improvements
The consultant should identify and provide a brief description of any planned roadway
improvements within the assessment area These improvements shall be reflected in the
future background and the future total traffic conditions.
3.5.3 Other Area Developments
Alf significant developments under construction, approved or in the approval process and
are likely to occur by the horizon years, should be identified and discussed within the
report. The trips that are expected to be generated by these developments should be
included in the future background volumes.
The City of Pickering, City Development Department should be contacted to establish the
approved/active development proposals within the assessment area.
3.5.4 Transit Considerations
The consultant should also identify and evaluate the existing transit service as having
potential significant impact and possible changes in modal split.
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3.6 Site Generated Traffic Demand
Total site generated traffic demand will consist of trip generation, trip distribution, trip
assignment and modal split. All the assumptions made should be in accordance with the
standard and accepted techniques. The proponent will make sure that ail the sources are
well documented and justified.
3.6.1 Trip Generation
The number of vehicle trips generated by the proposed development during the peak
hour period shall be estimated using generally accepted methodologies, which may vary
depending on the type of the development. Trip generation methods may include one or
more of the following:
• trip generation surveys from similar developments in the City of Pickering or
comparable municipalities, which have similar operating characteristics as the
proposed development
• !TE trip generation manual (most recent edition) rates or equations
• "first principles" calculations of anticipated trips to/from site
The basic trip generation developed using the sources above shall be adjusted where
appropriate to account for the following factors that affect the number of vehicle trips
generated by a site or considered additional to the assessment area road network:
a. Pass -by Trips
Trips that represent intermediate stops on a trip already on the road network, i.e. a
motorist stopping into a service station on their route to/from work. Pass -by trips must
be accounted for in the turning movements into/out of the site. Diverted linked trips
should also be reviewed.
b. Captive Market Effects/Synergy
Represents trips which are shared between two or more uses on the same site, i.e. a
motorist visiting a retail store and a grocery store on the same site.
c. Travel: Demand Management (TOM)
Strategies to be employed at the proposed development to reduce single occupancy
vehicle (SOV) trip making, i.e,, staggered work hours, ride -sharing, company/hotel
shuttle, bike parking, etc.
Alf trip generation assumptions and adjustments assumed in the calculation of "new"
vehicle trips shall be supported and well documented.
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3.6.2 Trip Distribution
Once the forecast trip generation is identified, the expected direction of approach and
departure needs to be estimated (1.e. the percentage of trips oriented to the north, south,
east and west).
The trip distribution assumptions should be supported by one or more of the following:
• transportation tomorrow survey (TTS) data
• existing/anticipated travel patterns
• origin -destination or similar surveys
• travel demand forecasting model information related to origins/destinations from a
specific traffic zone or zones
Engineering judgment should be utilized to determine the most applicable of the above
methodologies for each particular application. All the trip generation assumptions must be
presented clearly in tables and figures, and all the relevant background information shall
be provided for reference as part of the report appendix.
3.6.3 Trip Assignments
Trip assignment is the selection of best logical paths between origins and destinations in
transportation networks. The assignment of the site trips to the assessment area road
network shall combine the trip generation and distribution information with logical decision
making regarding the choice of alternative routes to/from a site. Traffic assignments
should consider logical routings, available projects, roadway capacities and travel times.
Traffic assignments may be estimated using a transportation planning model or hand
assignment based on knowledge of proposed/future road network in the assessment
area. Provide the rationale for routing choices where alternatives exist. The assumptions
shall take into account projected "pass -by" trips and "internal" trips.
3.7 Total Future Traffic
A summary of the existing and future traffic demands shall be provided in a series of
exhibits/illustrations that summarize the following:
• existing traffic
• future background traffic
• site generated traffic
• future total traffic - future background and site generated traffic
Summary exhibits must be provided for each peak period and analysis horizon. It is
recommended, that the exhibits be provided within the body of the document where they
are referenced as opposed to an appendix.
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3.8 Evaluation of Impacts of Site Generated Traffic
The THA should provide an evaluation of impacts of the site generated traffic for all the
signalized and un -signalized intersections which will be affected by the new proposed site
traffic volumes.
The evaluation of the existing signalized and un -signalized intersections should ensure
that no new problem movements are created by the development, and that existing
problem movements are not worsened to an unacceptable level with the addition of site
generated traffic.
All the assumptions used in the analyses concerning lane configuration/use, pedestrian
activity, saturation flows, traffic signal cycle length, phasing and timing, utilization of inter -
green phase and other relevant parameters must be fully documented in an appendix.
The signal timings can be obtained by Durham Region, as the Region oversees all the
traffic signals within the City of Pickering.
3.8.1 Capacity Analysis at Intersections
For each intersection in the assessment area, the analyses must include capacity
calculations with average vehicle delays, volume to capacity ratios and 95th percentile
queue lengths for overall intersection operations and individual critical movements for
each combination of time and horizon year.
Analysis will be done for the existing plus background growth scenarios; and for the
scenario with full development. If the development is proposed to be phased, phasing
scenarios must also be analyzed. The analysis shall follow the methodology of the
"Highway Capacity Manual". All the analysis scenarios must he fully documented in an
appendix.
The analyses must incorporate adequate crossing times for pedestrians and appropriate
assumptions for modelling heavy vehicle operations. All the conclusions must be
documented and included in the report in an appendix.
The analysis must highlight all conditions at signalized intersections or movements
where:
• volume to capacity (v/c) ratios for through movements or shared through/turning
movements will operate at 0.85 or greater (0.85 is considered the maximum
acceptable level of service for these movements)
▪ volume to capacity (v/c) ratios for exclusive turning movements increase to 0.90 or
greater (0.90 is considered the maximum acceptable level of service for these
movements)
• queues for an individual movement are projected to exceed available turning lane
storage at 95th percentile volumes.
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The analysis must highlight un -signalized intersections or movements where:
• level of service, based on average delay per vehicle or individual movements exceeds
LOS "D" or greater
• the estimated 95th percentile queue length for an individual movement exceeds the
available queue storage
3.8.2 Safety Analysis
The TIA must include an evaluation and identification of potential safety and/or operations
issues associated with the following, as applicable:
• weaving
• merging
• corner clearances
• sight distance
• vehicle -pedestrian conflicts
• traffic infiltrations
• access conflicts
• cyclist movements
• heavy vehicle movement conflicts
• transit operational conflicts
Where the proposed development is in the vicinity of an intersection or roadway with
identified safety problems, existing collision data (available from the Region of Durham)
must be reviewed and an assessment of the impact of the proposed development
provided.
3.9 Access Location Analysis
3.9.1 Access Geometrics
Poorly designed or poorly located access points can impact safety and reduce the
capacity of the roadway. The access locations should be reviewed to make sure that it is
not negatively impacting the flow of traffic along abutting streets. Access points should be
located on minor roads where feasible and justifications for more than one access must
be based on capacity of site traffic and not design preference. Consideration of shared
mutual access with adjacent properties, or consolidation of properties should be explored.
A review of the type of access, such as a provision of Right -in, Right -out access as
compared to full access should be completed. The right -in, right -out channelization
reduces the frequency and severity of conflicts by reducing the basic conflict points.
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All the accesses should be properly spaced from adjacent intersection and driveways.
Ensure sufficient throat Length has been provided, as well as appropriate sight triangles/
day -light triangles. All proposed developments with proposed truck loading facilities
should be evaluated to ensure that they are adequately sized, designed and provide
suitable access so that they will not adversely affect operations on city roads.
Manoeuvring on municipal right-of-ways to access loading facilities is not considered
acceptable.
Access standards should be in conformance with those outlined in the Transportation
Association of Canada (TAC) design manual,
3.9.2 Turn lane requirements
The TIA must review the requirements of the left and right turning lanes based on the
traffic volume warrants. For left turn warrants, please refer to the Geometric Design
Standards for Ontario Highway Manual, published by the Ministry of Transportation.
Where turning lanes are warranted the length of storage and taper must be documented
as per traffic requirement.
3.9.3 Sight Distance Evaluation
The TIA should review the requirements of sight distance at each access and at each
intersection where a new road is proposed, based on appropriate standards (TAC) and
the availability of sight distance determined from actual field measurements. The review
of sight distance requirement must be documented.
3.9.4 Collision and Safety Analysis
The TIA should include a safety review of all the existing major accesses and
intersections to identify high collision locations and for any safety issues. The safety
review within the assessment area should include a recent three (3) year collision history.
High collision locations (based on number, rate and severity) within the assessment area
must be analyzed and measures to alleviate collision hazards must be explored that
would enhance the level of safety of the site and adjacent road network for all users.
Driveway access design and roadway improvements should he analysed to ensure safe
stopping and decision sight distances. Vehicle conflicts, accident potential locations,
pedestrian, transit and bicycle activities are to be considered. The TIA should identify and
document the operational issues associated with the following, as applicable:
• high accident intersection or mid -block locations
• intersections in the assessment area which are in the top 10% in terms of collision
rates
• conflicts between motor vehicles turning into or out of the site and pedestrians walking
along sidewalks or cyclist on the streets
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• right tum, left tum and through movements onto and off of adjacent roads
• the geometry of the access and its impacts on entering and exiting vehicles
• location of bus stops in proximity to a new access or intersection
• on -street parking provisions
• traffic infiltration or shortcutting through residential areas
• heavy vehicle movement conflicts
Summarize the data in tables and identify patterns and likely contributing factors.
3.10 Mitigation Measures
The TIA should present mitigation alternatives and recommendations to ensure that
acceptable operation of the transportation system is maintained. Mitigation could involve
physical or operational improvements along the roadway and site access points. The
improvements must incorporate recommendations outlined in previous City transportation
studies or improvement projects.
3.10.1 Off-site Improvements
Off-site Improvements could include, but are not limited to:
• road network widening
• pedestrian sidewalks, multi -use paths or walkways
• addition of on -street bike lanes
• new transit stops or relocation of existing stops
• roadway paving
• improve sight distance
• addition of a traffic signal if warrants/spacing criteria are met
• share access with adjacent land
• reduce the number of driveways
• addition of left or right turn lanes at intersections and/or accesses
• turning restrictions or relocation of existing accesses
• change of traffic control at an intersection
• upgrading of traffic control signal through additional phasing and/or improved timing
• co-ordination of traffic control signals
• relocation or closure of existing public streets or intersections
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• installation or removal of a median barrier or other median treatments
• turning restrictions at accesses or intersections
3.10.2 On-site Improvements
Off-site Improvements to reduce the impact of the proposed development could include,
but are not limited to:
• increase driveway queuing
• improve internal vehicular traffic circulation
• improve/revise pedestrian or bicycle circulation
• use of directional signs and pavement markings
• redesign of existing or proposed parking lot layout
• access points on minor roads
• turning restrictions at the access point
• relocation of existing or proposed access points
• combination of existing nearby accesses to reduce or eliminate the number or density
of accesses
• addition of on-site left and right turn channeiization
• bus loading/unloading areas and parking zones with adequate turning paths and
clearances
The TIA must demonstrate that the required improvements are in conformity with the City
of Pickering's existing policies.
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3.11 Conclusions and Recommendations
The improvement recommendations should take into consideration the following time
related issues:
• timing of short-range and Long-range network improvements that are already planned
and scheduled
• anticipated time schedule of adjacent developments
• size and timing of individual phase of the proposed developments
• part of the City's transportation planning initiatives
• logical sequencing of various improvements if not completed in Phase 1
• right-of-way requirements and the availability of additional right-of-way within the
appropriate time frames
• local priorities for transportation improvements and funding
• cost-effectiveness of implementing improvements at a given stage of development
• necessary lead-time for additional design and construction
• compatibility with the overall roadway system
4 Documentation and Reporting
The structure and format of the TIA should follow the guidelines outlined in this
document, as applicable. The following is a suggested assessment structure:
• Executive Summary
• Table of Contents
• Site/Development Description
• Assessment area map identifying the assessment area and site
• Existing traffic conditions
• Anticipated nearby development
• Existing traffic volumes
• Analysis periods
• Site generated traffic
• Trip distribution and modal split
• Traffic assignment for site generated traffic
• Pass -by traffic and diverted trips
• Traffic demand (future background without development)
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City of Pickering
Traffic Impact Assessment Guidelines
ATTACHMENT#
of
®REPORT# C-) o --18
• Total traffic demand (future total background with development)
• Improvement alternatives required to mitigate traffic and transportation impacts
• Access considerations including visibility requirements
• Safety considerations including collision summaries (tabular summary)
• Parking considerations including disabled parking and high occupancy provisions
• Signal warrant analysis (if applicable)
• Conclusion and recommendations
Five (5) copies of the final traffic impact assessment complete with supporting
documentation must be submitted to City staff. All electronic Synchro and Sim Traffic files
must be provided on one compact disc upon submission of the reports.
5 Bibliography
• Durham Region Traffic Impact Study Guidelines Revised October 2011
• Guidelines for the Preparation of Transportation Impact Studies and site plan review —
The Corporation of the City of Niagara Falls November 2011
• Traffic Impact Study Guidelines — City of Mississauga
• Traffic Impact Study Guidelines August 2015 - City of Guelph
• Transportation Impact Assessment Guidelines - City of London April 2012
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