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Capital Paving Inc. Shantz Station Pit

Township of Woolwich Region of Waterloo

Transportation Impact Study

Paradigm Transportation Solutions Limited

April 2019

Project Summary

Paradigm Transportation Solutions Limited

Capital Paving Inc. Shantz Station Pit Township of Woolwich, Region of Waterloo Transportation Impact Study

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Disclaimer

This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained .Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned .Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from .Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned.

To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in preparing this report.

Project Number 180225 April 2019 Client Capital Paving Inc.

Client Contact George Lourenco Capital Paving Inc. P.O. Box 815 Guelph ON N1H 6L8 Consultant Project Team Jim Mallett, M.A.Sc., P.Eng., PTOE Rajan Philips, M.Sc., P.Eng. Adam Morrison, M.A.Sc., E.I.T. Stefan Hajgato, B.Eng&Mgmt., E.I.T.

Paradigm Transportation Solutions Limited 5A-150 Pinebush Road Cambridge ON N1R 8J8 p: 519.896.3163 www.ptsl.com

Shantz Station Pit, Township of Woolwich | Transportation Impact Study | 180225 | April 2019

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Executive Summary Content

Capital Paving Inc. retained Paradigm Transportation Solutions Limited (Paradigm) to conduct this Transportation Impact Study (TIS) for a proposed aggregate extraction pit located on Foerster Road between Shantz Station Road and Village View Road in the Township of Woolwich, Region of Waterloo. This report analyses existing traffic conditions, describes the proposed development, forecasts traffic to five years from the date of study (2023), and examines the need for potential road improvements to accommodate future traffic conditions.

Proposed Pit Operations

The proposed operations will include an aggregate pit and related infrastructure for extraction purposes. The site will utilize an existing driveway access to Shantz Station Road on the neighboring Cox/Hogan Property on the northwest corner of the subject site. Based on market requirements, aggregate trucks are anticipated to travel almost exclusively to/from south on Shantz Station Road, and then travel east or west on Highway 7.

Conclusions

Based on the investigations carried out as part of this TIS, it is concluded that:

Under existing 2018 traffic conditions, the study area intersections are operating at acceptable levels of service except for the following problem movements at the Highway 7 and Shantz Station Road intersection:

• Eastbound through movements operate with a v/c > 0.85 during the AM peak hour; and

• Westbound through movements operate with a v/c > 0.85 during both peak hours.

The development is forecast to generate 9 truck trips (or 28 Passenger Car Equivalents (PCEs) in each direction during the weekday AM peak hour, and during the PM peak hour;

Under 2023 background traffic conditions, independent of the proposed pit operations, the study area intersections are forecast to operate at acceptable levels of service except for the following problem movements at the Highway 7 and Shantz Station Road intersection:

• Eastbound and westbound through movements operate with a v/c > 0.85 during both peak hours;


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• Northbound shared through-right turn movements operate at LOS E and v/c > 0.85 during the AM peak hour;

• Northbound left-turn movements operate at LOS E during the PM peak hour; and

• All southbound movements operate at LOS E during both peak hours and the shared through-right movements operate with a v/c > 0.85 during the PM peak hour.

Under 2023 total traffic conditions, the intersection operations at Highway 7 and Shantz Station Road are similar to those under background traffic conditions with minor variations, indicating minimal impacts due to the proposed pit operations. The same critical movements are noted:


• Northbound shared through-right turn movements operate at LOS E and with v/c > 0.85 during the AM peak hour. Northbound left turn movements operate at LOS E during both peak hours; and

• Southbound movements operate at LOS E during both peak hours and the shared through-right movements operate with v/c > 0.85 during the PM peak hour.

The proposed driveway at Shantz Station Road operates at satisfactory levels of service, i.e. LOS A and LOS B.

In accordance with the requirements of the Regional Municipality of Waterloo, a northbound, right-turn deceleration lane should be provided at the proposed driveway on Shantz Station Road.

Recommendations

Based on the findings of this study, it is recommended that the subject development be approved as proposed, with the addition of a northbound, right-turn deceleration lane at the site driveway on Shantz Station Road in accordance with the Regional Municipality of Waterloo Standards.


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Contents 1 Introduction ............................................................... 1

1.1 Overview ............................................................................................. 1 1.2 Purpose and Scope ........................................................................... 1

2 Existing Conditions .................................................. 3

2.1 Road Network ..................................................................................... 3 2.2 Traffic Volumes .................................................................................. 3 2.3 Traffic Operations .............................................................................. 6

3 Proposed Operations ................................................ 8

3.1 Trip Generation .................................................................................. 8 3.3 Trip Distribution and Assignment .................................................... 9

4 Future Traffic Conditions ....................................... 12

4.1 Background Traffic .......................................................................... 12 4.1.1 General Background Growth ............................................................. 12 4.1.2 Background Developments ................................................................ 12 4.2 2023 Horizon Year ............................................................................ 14 4.2.1 Background Traffic Operations .......................................................... 14 4.2.2 Total Traffic Operations ..................................................................... 14

5 Remedial Measures ................................................. 20

5.1 Sight Distance .................................................................................. 20 5.1.1 Decision Sight Distance ..................................................................... 20 5.1.2 Intersection Sight Distance ................................................................ 20 5.1.3 Deceleration Lane at Site Entrance ................................................... 21

6 Conclusions and Recommendations .................... 22

6.1 Conclusions ..................................................................................... 22 6.2 Recommendations ........................................................................... 23

Appendices Appendix A Pre-Study Conference Appendix B Existing Traffic Counts Appendix C Synchro 2018 Existing Traffic Operations Reports Appendix D Background Development Turning Movement Diagrams Appendix E Synchro 2023 Background Traffic Operations Reports Appendix F Synchro 2023 Total Traffic Operations Reports Appendix G Region of Waterloo Gravel Pit Access Requirements


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Figures Figure 1.1: Study Area and Subject Development Location ................. 2 Figure 2.1: Existing Lane Configuration and Traffic Control ................ 4 Figure 2.2: 2018 Existing Peak Hour Traffic Volumes ........................... 5 Figure 3.1: Site Generated Peak Hour Traffic Volumes ....................... 11 Figure 4.1: Other Area Developments ................................................... 13 Figure 4.2: 2023 Background Peak Hour Traffic Volumes .................. 18 Figure 4.3: 2023 Total Peak Hour Traffic Volumes ............................... 19

Tables Table 2.1: 2018 Existing Peak Hour Traffic Operations ....................... 7 Table 3.1: Trip Generation Estimates .................................................... 9 Table 3.2: Estimated Peak Hour Trip Distribution .............................. 10 Table 4.1: Other Developments – Trip Generation Estimates ........... 12 Table 4.2: 2023 Background Traffic Operations ................................. 16 Table 4.3: 2023 Total Traffic Operations .............................................. 17


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1 Introduction 1.1 Overview

Capital Paving Inc. retained Paradigm Transportation Solutions Limited (Paradigm) to conduct this Transportation Impact Study (TIS) for a proposed aggregate extraction pit located on Foerster Road between Shantz Station Road and Village View Road in the Township of Woolwich, Region of Waterloo.

Figure 1.1 illustrates the subject site location.

1.2 Purpose and Scope

The scope of the study includes a determination and assessment of the current traffic conditions in the vicinity of the existing site, the additional traffic that will be generated by the proposed aggregate operations, analyses of the impact that this traffic may have on the adjacent street system, and the identification of potential remedial measures that may be required to mitigate the site generated traffic impacts in a satisfactory manner. The operational impact assessment focuses on the intersections of:

Site Driveway and Shantz Station Road; Foerster Road and Shantz Station Road; and Highway 7 and Shantz Station Road.

This report analyses existing traffic conditions, describes the proposed operations, forecasts traffic to five years from the date of this TIS (2023), and examines the need for potential improvements to accommodate future traffic conditions.

This study has been prepared in accordance with the requirements of the Regional Municipality of Waterloo (RMW) Traffic Impact Study Guidelines1.

Appendix A contains the pre-study conference information from the Region of Waterloo staff.

1 Traffic Impact Study Guidelines, Region of Waterloo, 2014.


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Figure 1.1: Study Area and Subject Development Location

Study Area and Subject Development Location

Figure 1.1Shantz Station Pit TIS180225

Source: Google MapsStudy Intersection

Highway 7

Foerster Road

Subject Development

Study Area



2 Existing Conditions This section documents current road and traffic conditions, and the results of operational analysis under existing traffic conditions.

2.1 Road Network

The study-area roadways include:

Highway 7 is a 2-lane east-west highway under the jurisdiction of the Province of Ontario. The highway has a rural cross-section and a posted speed limit of 80 km/h.

Shantz Station Road is a 2-lane north-south roadway under the jurisdiction of the Region of Waterloo. The roadway has a rural cross-section and a posted speed limit of 80 km/h.

Foerster Road is a 2-lane east-west roadway under the jurisdiction of the Township of Woolwich. The roadway has a rural cross-section and a posted speed limit of 80 km/h.

The intersection of Foerster Road and Shantz Station Road is an unsignalized, two-way stop controlled (TWSC) intersection with stop control on Foerster Road.

The intersection of Highway 7 and Shantz Station Road is under traffic signal control.

Figure 2.1 displays the traffic control and lane configuration at the study area intersections.

It is noted that a new Highway 7 is planned for construction as a controlled-access freeway between Kitchener and Guelph along a new alignment to the north of the existing Highway 7 alignment. The new highway will have an interchange at Shantz Station Road. However, the timing of construction has not been confirmed and is unlikely to have any implication for the proposed aggregate pit operation.

2.2 Traffic Volumes

In September 2018, Paradigm collected weekday eight-hour turning movement data using Miovision cameras at the existing study area intersection.

Figure 2.2 displays the existing weekday AM and PM peak hour traffic volumes.

Appendix B contains the detailed traffic counts for study area intersections.



Figure 2.1: Existing Lane Configuration and Traffic Control

Existing Lane Configuration and Traffic Control


Source: Google MapsStudy Intersection

Highway 7

Foerster Road

Subject Development



Figure 2.2: 2018 Existing Peak Hour Traffic Volumes

2018 Existing Peak Hour Traffic Volumes


AM Peak Hour PM Peak Hour

85 0

0

129

85

129 0

Site Driveway

00 0

224

Foerster Road

72 7677

4

1083 29 11751135 43 1139

130

78

113

63

651031

20

176

257

1034

49

Shan

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5512

9 012

985

129

8581

201

158

231

Hwy 7

77

132

114

132 0

0

Shan

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0

114 0 Site

Driveway

132

0 0

114

132

114

113

68

132 0

1149 150

68

Hwy 7

Foerster Road

281

181

321

211

89 149

83

371014

219

278

1176 42 10931066 44 1152

994

73 130

7528



2.3 Traffic Operations

The operations of the two study area intersections were analysed using the existing lane configurations, traffic controls and the observed peak hour traffic volumes.

The analysis is based on the intersection level of service (LOS), which is a recognized method of quantifying the efficiency of traffic flow at intersections. It is based on the delay experienced by individual vehicles executing the various movements. The delay is related to the number of vehicles desiring to make a particular movement, compared to the estimated capacity for that movement. The capacity is based on a number of criteria related to the opposing traffic flows. The highest possible rating is LOS A, under which the average total delay is equal or less than 10.0 seconds per vehicle. When the average delay exceeds 80 seconds at signalized intersections (50 seconds at unsignalized intersections), the movement is considered to have a LOS F and remedial measures are usually implemented, if they are feasible.

The level of service conditions on the existing road network have been assessed using Synchro 9 with HCM 2000 procedures. Movements are considered critical under the following conditions:

Volume to capacity (v/c) ratios for overall intersection operation, through movements or shared/turning movements increased to 0.85 or above;

Volume to capacity ratios for exclusive movements increased to 0.90 or above; or

Queues for an individual movement are projected to exceed available turning lane storage.

LOS based on average delay per vehicle, on individual movements exceeds LOS “E” at unsignalized intersections; or

The estimated 95th percentile queue length for an individual movement exceeds the available storage lane length (where applicable).

Table 2.1 summarizes the level of service and other performance measures.

The study area intersections are currently operating at acceptable levels of service except for the following problem movements at the Highway 7 and Shantz Station Road intersection:

Eastbound through movements operate with a v/c > 0.85 during the AM peak hour; and

Westbound through movements operate with a v/c > 0.85 during both peak hours.

Appendix C contains the detailed Synchro reports.



TABLE 2.1: 2018 EXISTING PEAK HOUR TRAFFIC OPERATIONS

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LOS B B B A A A A A ADelay 10 10 10 0 0 0 0 0 0 2V/C 0.10 0.10 0.09 0.09 0.00 0.00Q 3 3 0 0 0 0

LOS B C A C B C A C D D D D D D D D CDelay 13 23 1 22 15 24 3 22 40 52 52 50 46 44 44 44 27V/C 0.42 0.93 0.03 0.59 0.95 0.07 0.29 0.77 0.77 0.46 0.63 0.63Q 9 308 1 14 312 6 20 63 63 25 51 51


LOS B C A C B C A C D D D D D D D D CDelay 19 23 2 23 16 26 3 25 49 43 43 45 46 54 54 52 29V/C 0.34 0.83 0.03 0.28 0.87 0.04 0.49 0.64 0.64 0.46 0.78 0.78Q 17 305 3 14 320 4 29 58 58 31 73 73

MOE - Measure of Effectiveness V/C - Volume to Capacity Ratio TWSC - Two-Way Stop ControlLOS - Level of Service Q - 95th Percentile Queue LengthDelay - Average Delay per Vehicle in Seconds TCS - Traffic Control Signal

1: Shantz Station Road & Foerster Road TWSC

AM P

eak

Hour

PM P

eak

Hour

2: Shantz Station Road & Highway 7 TCS



Ove

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Anal

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Per

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Intersection Control Type MOE

Direction / Movement / ApproachEastbound Westbound Northbound Southbound



3 Proposed Operations The development will include an aggregate pit and related infrastructure for extraction operations. The development will utilize an existing driveway access to Shantz Station Road on the neighboring Cox/Hogan Property on the northwest corner of the subject site Based on market requirements, aggregate trucks are anticipated to travel almost exclusively to/from south on Shantz Station Road, and then travel east or west on Highway 7.

The proposed aggregate extraction will consist of the following activities:

Removal of the aggregate by a front-end loader; Crushing and / or screening of the aggregate material; Piling the crushed and / or screened material into stockpiles; Haulage of aggregate by trucks to delivery locations; and Transfer of stockpiled material into trucks by front-end loader.

3.1 Trip Generation

The highest period of traffic activity on the study area road network generally occurs during 7:30 – 8:30 in the morning and 4:30 – 5:30 in the afternoon. The trips generated by the aggregate operation were estimated for the AM and PM peak hours based on the following information related to the operations of the facility:

Licensed Extraction Rate: The maximum amount of tonnage applied for in the aggregate license is 500,000 tonnes annually. This number represents the maximum amount of material that can be removed from the site on a yearly basis. However, as expressed by the pit operator, the average extraction rate is expected to be 250,000 tonnes annually. For the purpose of this report and to assess the maximum impacts, it is conservatively assumed that the allowed maximum of 500,000 tonnes will be extracted annually.

Pit Operations: The operational plan for the pit notes that the trucks will be loaded between 6:00 AM and 7:00 PM Monday to Friday, and between 7:00 AM and 3:00 PM on Saturdays. Realities of market forces and weather have shown that this activity can be sustained for approximately 50 weeks annually, resulting in about 275 full operating days per year.

Vehicle Size: The truck traffic generated by the site is directly related to the payload of the haulage vehicles, which will be a combination of 40% tri-axle trucks with an average payload of 21 tonnes, 40% tractor trailer trucks with an average payload of 37 tonnes, and 20% live bottom trailers with an average payload of 37 tonnes. A weighted average of 30.6 tonnes per truck was used for the analysis.



Table 3.1 illustrates the estimated daily average and peak hour trip generation at the aggregate pit. It is recognized that truck traffic in this operation is not spread uniformly through the day. Based on experience elsewhere, a peak hour factor (PHF) of 2 is used to convert the average hourly volume to the peak hour volume. This translates into 9.2 trucks entering and leaving the site during the morning and afternoon peak hours.

The peak hour truck volume was then converted to Passenger Car Equivalents (PCE) to determine the impact on the traffic operations of the local road network. A PCE of 2.5 was applied to the tri-axle trucks and a PCE of 3.5 was applied to the tractor trailers, as per the Canadian Capacity Guide2. This resulted in a weighted average of 3.1 PCE/Truck. The resulting PCE on the local road network is 28 (i.e. 9 trucks) per peak hour in each direction.

TABLE 3.1: TRIP GENERATION ESTIMATES

3.3 Trip Distribution and Assignment

Based on market requirements, nearly all trucks will travel to/from the south on Shantz Station Road towards Highway 7. As the east-west distribution on Highway 7 will depend on market requirements, the directional split is based on existing turning movement counts at the Highway 7 & Shantz Station Road intersection. No truck traffic is assigned to Foerster Road or Village View Road, based on the Township of Woolwich restrictions.

Table 3.2 summarizes the breakdown of trip distributions used in this study.

2 Canadian Capacity Guide for Signalized Intersections 3rd Ed., Institution of Transportation Engineers & Transportation Association of Canada, February 2008

Measure Units Input CalculationAnticipated Extraction Tonnage tonnes 3,000,000Annual Rate of Extraction (Maximum) tonnes/year 500,000Operating Days During Peak Demand days/year 275Average Extraction per day tonnes/day 1820Average Payload per Truck tonnes/truck 30.6Average Number of Trucks per day trucks/day 59Operating Hours per day hours/day 13Average Number of Trucks per Hour trucks/hour 4.6Peak Hour factor dimensionless 2.0Peak Hour Truck Volume trucks/hour 9.2Passenger Car Equivalent per Truck PCE/truck 3.1Peak Hour Entering Volume PCE/hour 28Peak Hour Exiting Volume PCE/hour 28



TABLE 3.2: ESTIMATED PEAK HOUR TRIP DISTRIBUTION

Figure 3.1 illustrates the site-generated traffic volumes for the AM and PM peak hours.

Travel Direction AM Peak Hour PM Peak HourTo East 51% 49%To West 49% 51%

From East 51% 51%From West 49% 49%



Figure 3.1: Site Generated Peak Hour Traffic Volumes

Site Generated Peak Hour Traffic Volumes



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28

0 28 Site Driveway

28 2828

28 0

0 00

1414 14 14

28 0

0

282828 28

280 0

14 0

0 0 0 0

0

14 0 14

140 Hwy 7

Foerster Road

0 0

0

0 0

28 28

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0 28 Site Driveway

28 2828 28

28 0

00 0

0

Hwy 7

0 Foerster Road

28 2828 28

28

14 0 14

140

0 0

14 0 1414 14 14

0 0 0 0

0



4 Future Traffic Conditions The assessment of future traffic conditions contained in this section includes estimates of future background and total traffic volumes, and the analyses for the 2023 horizon. The future traffic volumes in the study area road network will consist of increased non-site traffic volumes (background road traffic), traffic generated by other developments, and the traffic forecast to be generated by the proposed development.

4.1 Background Traffic

4.1.1 General Background Growth

Background road traffic increases were estimated an annual growth rate of 1.0% for the horizon year of 2023. The growth rate was confirmed with the Region of Waterloo, and the percentages of traffic increase for the horizon year is 5.1%.

4.1.2 Background Developments

During pre-study consultation, Region of Waterloo staff identified an approved development, the Hopewell Crossing Phase 1, that will potentially increase traffic volumes within the study area at the future traffic horizons. Figure 4.1 illustrates the location of the Hopewell Creek development with respect to the subject site.

The trips generated by this development were obtained from the Hopewell Crossing Phase 1 TIS report3. Table 4.1 summarizes the planned Phase 1 development components in the Hopewell Creek subdivision, and their respective trip generations.

Appendix D includes the assignments of background traffic including the future road traffic and the area development traffic.

TABLE 4.1: OTHER DEVELOPMENTS – TRIP GENERATION ESTIMATES

3 Hopewell Crossing Phase 1: Transportation Impact Study, Paradigm Transportation Solutions Limited, March 2018

Rate IN OUT Total Rate IN OUT Total210: Single Family Detached Housing 223 units - 41 122 163 - 138 81 219220: Multifamily Housing (Low-Rise) 32 untis - 4 12 16 - 13 8 21520: Elementary School 40 Employees 7.21 153 136 289 1.78 34 37 71710: General Office Building 66.7 1000 sq ft - 79 11 90 - 13 64 77820: Shopping Centre 31.4 1000 sq ft - 104 64 168 - 111 120 231Total General Trips 381 345 726 309 310 619

Mode Split 5% 10 10 20 5% 7 6 13Internal Capture n/a 87 79 166 34% 102 103 205

Pass-by (820) n/a 0 0 0 45% 26 26 52Net Total Trips 284 256 540 174 175 349

Land Use Code Units AM Peak Hour PM Peak Hour



Figure 4.1: Other Area Developments

Other Area DevelopmentsFigure 4.1Shantz Station Pit TIS

180225

Hopewell Crossing Phase 1

Subject Development



4.2 2023 Horizon Year

4.2.1 Background Traffic Operations

Figure 4.2 displays the 2023 background traffic volumes for the weekday AM and PM peak hours.

The results of the analysis are summarized in Table 4.2 indicating acceptable levels of service (LOS), volume to capacity ratios (V/C) and 95th percentile queues experienced at the intersection. In comparison to the existing traffic conditions, Highway 7 and Shantz Station Road intersection:

Eastbound and westbound through movements operate with a v/c > 0.85 during both peak hours;

Northbound shared through-right turn movements operate at LOS E and v/c > 0.85 during the AM peak hour. Northbound left-turn movements operate at a LOS E during the PM peak hour; and

All southbound movements operate at LOS E during both peak hours and the shared through-right movements operate with v/c > 0.85 during the PM peak hour.

Appendix E contains the supporting detailed Synchro 9 reports.

4.2.2 Total Traffic Operations

The total traffic volumes expected in 2023, including both background traffic and development traffic, are shown in Figure 4.3 for the weekday AM and PM peak hours.

Similar to background traffic conditions, Level of Service analysis was undertaken, and the results are summarized in Table 4.3.

The intersection operations at Highway 7 and Shantz Station Road under total traffic conditions are similar to those under background traffic conditions with minor variations, indicating minimal impacts due to the proposed pit operations. The same critical movements are noted:

Eastbound and westbound through movements operate with a v/c > 0.85 during both peak hours;

Northbound shared through-right turn movements operate at LOS E and with v/c > 0.85 during the AM peak hour. Northbound left turn movements operate at LOS E during both peak hours; and

Southbound movements operate at LOS E during both peak hours and the shared through-right movements operate with v/c > 0.85 during the PM peak hour.



The proposed driveway at Shantz Station Road operates at satisfactory levels of service, i.e. LOS A and LOS B. Appendix F contains the supporting detailed Synchro 9 reports.



TABLE 4.2: 2023 BACKGROUND TRAFFIC OPERATIONS

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LOS C C A C B C A C D E E E E E E E CDelay 26 24 1 24 18 26 2 24 54 73 73 70 65 64 64 65 32V/C 0.48 0.88 0.02 0.37 0.90 0.07 0.40 0.86 0.86 0.57 0.80 0.80Q 24 339 1 14 346 4 25 87 87 31 77 77


LOS D C A C B C A C E D D E E E E E DDelay 46 26 1 26 20 30 2 29 69 54 54 58 57 72 72 68 35V/C 0.64 0.88 0.03 0.37 0.91 0.04 0.64 0.72 0.72 0.56 0.89 0.89Q 38 326 2 15 343 4 39 72 72 38 103 103


PM P

eak

Hour 1: Shantz Station

Road & Foerster Road TWSC


Ove

rall

AM P

eak

Hour 1: Shantz Station

Road & Foerster Road TWSC


Anal

ysis

Per

iod





TABLE 4.3: 2023 TOTAL TRAFFIC OPERATIONS

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LOS D C A C B C A C E E E E E E E E CDelay 37 24 1 24 18 26 1 24 57 73 73 70 77 69 69 71 33V/C 0.61 0.88 0.02 0.37 0.90 0.08 0.44 0.86 0.86 0.69 0.84 0.84Q 38 339 1 14 346 5 25 87 87 42 84 84



LOS E C A C C C A C E D D E E E E E DDelay 75 27 1 29 21 31 2 29 72 52 52 58 61 74 74 71 37V/C 0.82 0.88 0.03 0.38 0.92 0.06 0.67 0.70 0.70 0.62 0.91 0.91Q 48 326 2 16 343 4 41 72 72 44 111 111



3: Shantz Station Road & Site Driveway TWSC

PM P

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Hour

AM P

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Hour



3: Shantz Station Road & Site Driveway TWSC

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Anal

ysis

Per

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Figure 4.2: 2023 Background Peak Hour Traffic Volumes

2023 Background Peak Hour Traffic Volumes



164 0

00 0

164

114

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114 0 Site

Driveway16

411

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416

4 0

476 80

81

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110

81 Foerster Road

240

191

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1266 45 12421204 55 1276

1128

51 137

8221

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270

86 119

66

681129 Hwy 7

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Driveway

156

137

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136

71 Foerster Road

313

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156 0

1157 158

71

355

239

1165 63 1239

111

157

87

391094 Hwy 7

1282 44 1177

1073

77 137

7929

230

293



Figure 4.3: 2023 Total Peak Hour Traffic Volumes

2023 Total Peak Hour Traffic Volumes



164

114

164 0

028 28

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28

114

28 Site Driveway

192

142

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268

219

299

289

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476 80

81

Hwy 7

138

81 Foerster Road

100

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831129

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1280 45 12571218 69 1290

1128

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1157 158

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Hwy 7

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101 53

1094

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1296 44 11911179 77 1253

1073

77 137

7929



5 Remedial Measures 5.1 Sight Distance

The sight distances at the proposed driveway access on Shantz Station Road were measured to ensure that vehicles would be able to enter or exit the site without creating safety hazards. The sight distances were measured in accordance with the Geometric Design Guide for Canadian Roads by the Transportation Association of Canada, dated June 2017, and Region of Waterloo requirements.

5.1.1 Decision Sight Distance

The decision sight distance is used to ensure that drivers have time to detect, recognize, and respond to a hazard on the roadway4. The distance from the eye height of a driver (1.05m) is measured to either a brake light height (0.38m) for a vehicle entering the site, or to the car roof height (1.05m as per Region of Waterloo) when leaving the site. Using Table 2.5.6 in the Design Guide4 for a speed or path change on a rural roadway, the desired sight distance is 315m. The sight distance from the north and south was measured to be greater than 350 metres, thus the decision sight distance is satisfied.

It is noted there is a vertical curve on Shantz Station Road south of the subject site driveway and it disrupts the line of sight for northbound vehicles. This is an existing road condition and will be mitigated for the subject driveway by the provision of a northbound deceleration lane as required by the Regional Municipality of Waterloo, and as described in Section 5.1.3.

5.1.2 Intersection Sight Distance

The intersection sight distance is the sight distance required for a vehicle to leave a stop-controlled intersection and merge into existing traffic without forcing an approaching vehicle to slow down to below 70% of the initial speed4. As the time required to merge into traffic is dependent on the size of the vehicle and the road grade, the TAC Design Guide2 (page 9-67) uses a formula to determine the required sight distance. Using a conservative design speed of 100km/h and a time gap of 7.5s for cars and 11.5s for trucks, the required intersection sight distance is:

209m for passenger vehicles; and 320m for transport trucks.

As the measured sight distance is greater than 350 metres to the north and south from the site entrance, the sight distance requirements are satisfied.

4 Geometric Design Guide for Canadian Roads. Transportation Association of Canada. June 2017.



5.1.3 Deceleration Lane at Site Entrance

The Regional Municipality of Waterloo specifies shoulder paving treatments for right-turn deceleration lanes at gravel pit entrances as per Standard Drawing 2605 (included in Appendix G). This will require the provision of a 130 meter long and 2.5 meter wide (minimum) paved shoulder as a deceleration lane, with a 15 meter long taper leading into the gravel pit entrance. The lane will need to widen to 3.75 meters at the driveway and have a 15-meter turn radius leading into the site. As truck traffic is anticipated to travel almost exclusively to/from the south, a northbound acceleration lane for outbound vehicles at the entrance is not required.

5 Supplemental General Conditions, Regional Municipality of Waterloo, Revised January 2017.



6 Conclusions and Recommendations 6.1 Conclusions

Based on the investigations carried out as part of this TIS, it is concluded that:

Under existing 2018 traffic conditions, the study area intersections are operating at acceptable levels of service except for the following problem movements at the Highway 7 and Shantz Station Road intersection:

• Eastbound through movements operate with a v/c > 0.85 during the AM peak hour; and

• Westbound through movements operate with a v/c > 0.85 during both peak hours.

The development is forecast to generate 9 truck trips (or 28 Passenger Car Equivalents (PCEs) in each direction during the weekday AM peak hour, and during the PM peak hour;

Under 2023 background traffic conditions, independent of the proposed pit operations, the study area intersections are forecast to operate at acceptable levels of service except for the following problem movements at the Highway 7 and Shantz Station Road intersection:


• Northbound shared through-right turn movements operate at LOS E and v/c > 0.85 during the AM peak hour;

• Northbound left-turn movements operate at LOS E during the PM peak hour; and

• All southbound movements operate at LOS E during both peak hours and the shared through-right movements operate with a v/c > 0.85 during the PM peak hour.

Under 2023 total traffic conditions, the intersection operations at Highway 7 and Shantz Station Road are similar to those under background traffic conditions with minor variations, indicating minimal impacts due to the proposed pit operations. The same critical movements are noted:


• Northbound shared through-right turn movements operate at LOS E and with v/c > 0.85 during the AM peak hour. Northbound left turn movements operate at LOS E during both peak hours; and



• Southbound movements operate at LOS E during both peak hours and the shared through-right movements operate with v/c > 0.85 during the PM peak hour.

The proposed driveway at Shantz Station Road operates at satisfactory levels of service, i.e. LOS A and LOS B.

In accordance with the requirements of the Regional Municipality of Waterloo, a northbound, right-turn deceleration lane should be provided at the proposed driveway on Shantz Station Road.

6.2 Recommendations

Based on the findings of this study, it is recommended that the subject development be approved as proposed, with the addition of a northbound, right-turn deceleration lane at the site driveway on Shantz Station Road in accordance with the Regional Municipality of Waterloo Standards.


Paradigm Transportation Solutions Limited | Appendices

Appendix A Pre-Study Conference

APPENDIX A: PRE-STUDY CONFERENCE FORM

Item Description Details ISSUES 1 List any issues expected that

may impact the content or recommendations of the subject Transportation Impact Study.

o N/A

INTRODUCTION 2 Nature of application

(Attach a drawing) o Aggregate extraction operation in Maryhill, Township of Woolwich: - ZC/OPA Planning Application, and - License Application to MNR

3 TIS process, and relevant policies, procedures and approvals

o Guidelines for the preparation of Transportation Impact Studies in Support of Development Applications

4 Public Meeting o Not Required

CONTEXT 5 Study intersections

(Intersections to be analyzed) Note: the consultant is responsible to identify any further intersections impacted as the study progresses.

o Highway 7 and Shantz Station Road o Forester Road and Shantz Station Road O Site Driveway and Shantz Station Road o o o o

6 Size and number of phases of development

o

7 Approved and pending approval development applications

o o o

8 Planned transportation system improvements

o New Highway 7 north of the existing Hwy 7. Timing not known.

TRAVEL DEMAND 9 Horizon years O 5 years from date of TIS (2023 – Base year traffic counts in

2018). Anticipated start of operations: 2021.

Item Description Details 10 Peak hour determination o AM weekday peak hour of adjacent roadway

o PM weekday peak hour of adjacent roadway

11 Background O One percent growth rate for Shantz Station Road and Hwy 7 (subject to MTO feedback). O Area developments: Hopewell Creek Development Phase 1.

12 Trip generation o Observed rates for similar developments in the region

13 Trip reductions (TDM, internal, pass-by)

o N/A

14 Trip distribution o Market distribution

15 Trip assignment o Local traffic pattern

EVALUATION OF IMPACTS 16 Traffic impact analysis

(Use approved software) o Unsignalized intersections o left turn warrant analysis o signal warrant analysis o Signalized intersections o LOS, v/c, delay, queuing o ROW saturation flow rates o Existing signal timings for existing conditions o Optimize signal timings for future conditions o Use existing cycle length to respect coordinated corridor o Queuing analysis o

Item Description Details 17 Roundabout feasibility

(Use approved software) o N/A

18 Transit assessment o N/A o

19 Pedestrian assessment o N/A

20 Cycling assessment o N/A

21 Safety analysis o Road safety review o Collision risk analysis o Access conflict evaluation

22 Site access and circulation o Conformance with Minimum Standard for Gravel Access; Sight distance assessment; NBRT deceleration lane.

23 Submission format o Four hard copies each of TIS & TDM reports including appendices (other than analysis results/output e.g. Synchro reports)

o Minimum one original hard copy must be sealed by a professional engineer

o Electronic copy of complete report and all appendices o Electronic copy of operational analysis files (e.g. Synchro,

Arcady o Electronic copy of all signal warrant calculation files

1

Adam Morrison

From: Rajan PhilipsSent: January 30, 2019 9:42 AMTo: Michelle PintoCc: Adam Morrison; Hanan Wahib; Richard Parent; Monirul IslamSubject: RE: (180225: Maryhill Pit) Pre-Study Consultation

Thanks very much, Michelle. We will use 1% growth rate for both roads for background traffic, and will not include Hopewell Creek development in background traffic projections. We will of course wait for MTO’s confirmation for Hwy 7. Regards

Rajan Philips, M.Sc. (Pl), P.Eng. Senior Transportation Consultant

Paradigm Transportation Solutions Limited p: 519.896.3163 x207

From: Michelle Pinto <[email protected]> Sent: January 30, 2019 9:07 AM To: Rajan Philips <[email protected]> Cc: Adam Morrison <[email protected]>; Hanan Wahib <[email protected]>; Richard Parent <[email protected]>; Monirul Islam <[email protected]> Subject: RE: (180225: Maryhill Pit) Pre‐Study Consultation Good Morning Rajan, For Shantz Station Road, considering that the horizon year of this study is 2024, please use a background growth rate of 1% per year. For Highway 7, the background growth rate used in the Hopewell Crossing Phase 1 TIS (1%) is likely appropriate, but it would be best to confirm with MTO considering that this road falls under MTO jurisdiction. Let me know if you have any questions. Best Regards, Michelle Pinto, E.I.T. Transportation Planning | Transportation and Environmental Services Department Region of Waterloo 150 Frederick St., 6th Floor | Kitchener, ON, Canada | N2G 4J3

2

Phone: (519) 575-4527 | Fax: (519) 575-4449 [email protected]

From: Rajan Philips [mailto:[email protected]] Sent: Tuesday, January 29, 2019 12:53 PM To: Monirul Islam; Michelle Pinto; Richard Parent Cc: Adam Morrison Subject: FW: (180225: Maryhill Pit) Pre-Study Consultation Hi Monirul, Michelle, Paradigm did the TIS for Hopewell Creek for the full buildout scenario as well as for the smaller Phase 1 scope and a subset of it called Phase 1 A. The full buildout scenario is long term and assumes the new Highway 7 in place. Phase 1 TIS has recommendations only for the intersection of Greenhouse Road and Highway 7 and nothing for the intersections at Hwy 7/Shantz Station and Shantz Sation/Kramp Road. Also, Only Phase 1A is approved and the timing of Phase 1 is not known. With 2% growth rate assumed for Hwy 7 and Shantz Station Road background traffic, we do not see much value in adding Phase 1 or Phase 1A traffic to the TIS for the Maryhill gravel pit. However, we would be happy to include them if the Region would like to have them included. We would appreciate getting your direction on this. Thank you.



From: Randy Miller <[email protected]> Sent: January 28, 2019 12:02 PM To: Rajan Philips <[email protected]>; Monirul Islam <[email protected]>; Michelle Pinto <[email protected]>; Jyoti Nair <[email protected]>; Richard Parent <[email protected]> Cc: Neal DeRuyter <[email protected]>; Adam Morrison <[email protected]>; George Lourenco <[email protected]> Subject: RE: (180225: Maryhill Pit) Pre‐Study Consultation Hi Rajan, The development that I was referring to is known as the Hopewell Crossing Subdivision and Thomasfield Homes is the Developer. The Hopewell Crossing Development is located east and west of Greenhouse Road south of HWY 7, and has

3

residential and commercial uses which also includes the future Go Station. This development will access Hwy 7 at Greenhouse Road and also utilize Kramp Road to Shantz Stn Road, with both of these locations in close proximity to the Hwy 7 / Shantz Stn Road intersection. The TIS for the Hopewell Crossing development were prepared by PTSL and titled “Thomasfield Mixed Use Development TIS Update”(project # 152010) dated February 2016 and the “Hopewell Crossing Phase 1 TIS” (project # 162520) dated February 2017. Regards Randy Miller Development Engineering Supervisor Engineering and Planning Services Township of Woolwich Direct Dial 519‐669‐6030 Fax 519‐669‐4669

From: Rajan Philips <[email protected]> Sent: Monday, January 28, 2019 11:38 AM To: Randy Miller <[email protected]>; Monirul Islam <[email protected]>; Michelle Pinto <[email protected]>; Jyoti Nair <[email protected]>; Richard Parent <[email protected]> Cc: Neal DeRuyter <[email protected]>; Adam Morrison <[email protected]>; George Lourenco <[email protected]> Subject: RE: (180225: Maryhill Pit) Pre‐Study Consultation Hi Randy, Michelle, Re future developments on Hwy 7, close to Shantz Station Road, I checked with Jim Mallett – and he says the only lands in the area that Paradigm has worked on ‐ are the lands at the southeast corner of Shantz Station Road and the future Hwy 7 interchange. And these lands are not for redevelopment; our work was to provide input to property valuation prior to purchase by MTO. Unless there is additional information, I would appreciate if we could update the PSC and proceed with the TIS – assuming 2% growth rate for Hwy 7 and for Shantz Station Road. Thank you.



4

From: Rajan Philips Sent: January 21, 2019 5:16 PM To: Randy Miller ([email protected]) <[email protected]>; 'Monirul Islam' <[email protected]>; 'Michelle Pinto' <[email protected]>; 'Jyoti Nair' <[email protected]>; Richard Parent <[email protected]> Cc: 'Neal DeRuyter' <[email protected]>; Adam Morrison <[email protected]>; 'George Lourenco' <[email protected]> Subject: RE: (180225: Maryhill Pit) Pre‐Study Consultation Hello all, Many thanks for the PSC meeting and input last week. Just following up, I would appreciate getting the following information:

1. From Randy, the details of development on Hwy 7/Shantz Station Road) that may have to considered as study area developments for background traffic to the subject development.

2. From Michelle, clarification if traffic from these developments should be separately added to traffic on Hwy 7 and Shantz Station Road (south) for analysis – or their separate addition will not be needed in light of the use of 2% BG growth rate for both Hwy 7 and Shantz Station Road.

Once we have 1) & 2), we will complete the PSC and circulate it, while proceeding with the TIS. Also, kindly note that due to Stefan’s work load, Adam Morrison will be Paradigm’s Project Engineer for this assignment moving forward. Thanks again and Best Regards



From: Monirul Islam <[email protected]> Sent: January 10, 2019 4:16 PM To: Rajan Philips <[email protected]>; Patrick Neal <[email protected]>; 'George Lourenco' <[email protected]>; 'Neal DeRuyter' <[email protected]> Cc: Richard Parent <[email protected]>; Michelle Pinto <[email protected]>; Jyoti Nair <[email protected]>; '[email protected]' <[email protected]>; Dan Kennaley <[email protected]>; 'Randy Miller ([email protected])' <[email protected]>; Stefan Hajgato <[email protected]> Subject: RE: (180225: Maryhill Pit) Pre‐Study Consultation My apology! Also find the attachments for your review. Regards,

5

Monirul -----Original Appointment----- From: Monirul Islam Sent: Thursday, January 10, 2019 4:12 PM To: 'Rajan Philips'; Patrick Neal; George Lourenco; Neal DeRuyter Cc: Richard Parent; Michelle Pinto; Jyoti Nair; [email protected]; Dan Kennaley; Randy Miller ([email protected]); Stefan Hajgato Subject: (180225: Maryhill Pit) Pre-Study Consultation When: Thursday, January 17, 2019 2:00 PM-3:30 PM (UTC-05:00) Eastern Time (US & Canada). Where: Room 834, 150 Frederick Street, Kitchener Parking for Visiting Staff or Visitors at Administration Building, 150 Frederick St. Kitchener Visiting staff and visitors can utilize the parking meters in the underground lot for 2.25/hour. If there are no meters available in the underground lot, they can utilize the KPL parking lot located behind the Administration building (entrance off of Queen St and Otto St), Market Square Lot which is located on the Corner of Scott and Duke St. or the City of Kitchener Lot located on the corner of Duke & Ont St. Due to the shortage of parking spaces at the Administration building, visiting staff are to pay for their parking and submit their receipt with their mileage claim reports. Please see map attached. http://generalobjects/parkingmap150frederick.pdf Note: Regional parking permits from other Regional buildings WILL NOT be honoured at 150 Frederick St. underground lot. _____________________________________________ From: Rajan Philips [mailto:[email protected]] Sent: Wednesday, January 09, 2019 2:17 PM To: Monirul Islam; Patrick Neal; George Lourenco; Neal DeRuyter Cc: Richard Parent; Hanan Wahib; Egerton Heath; [email protected]; Dan Kennaley; Randy Miller ([email protected]); Stefan Hajgato Subject: RE: (180225: Maryhill Pit) Pre-Study Consultation Hi Monirul, Thank you for arranging this. Thursday, January 17 1:30 PM works for us. Please let us know where (Room) the meeting will be. Also, George Lourenco (Capital Paving) and Neal DeRuyter (MHBC) are also likely to attend. I am copying them for information. Thanks again.

Rajan Philips, M.Sc. (Pl), P.Eng. Senior Transportation Consultant << OLE Object: Picture (Device Independent Bitmap) >>

Paradigm Transportation Solutions Limited p: 519.896.3163 x207 From: Monirul Islam <[email protected]> Sent: January 9, 2019 2:09 PM

6

To: Rajan Philips <[email protected]> Cc: Richard Parent <[email protected]>; Hanan Wahib <[email protected]>; Egerton Heath <[email protected]>; [email protected]; Dan Kennaley <[email protected]>; Randy Miller ([email protected]) <[email protected]>; Stefan Hajgato <[email protected]> Subject: RE: (180225: Maryhill Pit) Pre‐Study Consultation Good Afternoon Rajan, I am planning to organize the required pre‐consultation meeting on Thursday January 17, 2019 in the afternoon ( 1:30 pm to 3:30 pm – for an hour only). I have copied both Hanan Wahib and Egerton Heath from the Region, who will assign a staff member to this project, and Randy Miller from the Township, both of which who will need to attend. Randy, could you please confirm your availability for the date and time slot of the meeting. Hanan and Egerton, could you please let me know who from your team will be dealing with this? Rajan and Stefan, is date and time slot of the meeting good for both of you? Regards, Monirul Islam, M.Eng., P.Eng. Planning, Development and Legislative Services Regional Municipality of Waterloo 150 Frederick Street 8th Floor Kitchener, ON N2G 4J3 Phone: 519‐575‐4435 Fax: 519‐575‐4449 [email protected] From: Stefan Hajgato [mailto:[email protected]] Sent: Monday, October 15, 2018 8:39 AM To: Richard Parent Cc: Rajan Philips; [email protected]; Dan Kennaley Subject: RE: (180225: Maryhill Pit) Pre-Study Consultation Hello Richard, Please see tabulated below the proposed Pit Operation information, as you requested. << OLE Object: Picture (Device Independent Bitmap) >> We have been informed that a pre-consultation meeting is being arranged that will include the Township, the Region, GRCA and MNRF, likely in November. We would be happy to attend that meeting, or we can meet with you and your staff separately following the November pre-consultation meeting. Thank you, Stefan Hajgato, B.Eng. & Mgmt., EIT, MITE Transportation Engineering Consultant << OLE Object: Picture (Device Independent Bitmap) >>

7

Paradigm Transportation Solutions Limited p: 519.896.3163 x209 From: Richard Parent <[email protected]> Sent: October 11, 2018 11:29 AM To: Stefan Hajgato <[email protected]> Cc: Rajan Philips <[email protected]>; Geoffrey Keyworth <[email protected]>; Monirul Islam <[email protected]>; Jim Mallett <[email protected]>; Jeremy Vink <[email protected]>; John Scarfone ([email protected]) <[email protected]> Subject: RE: (180225: Maryhill Pit) Pre‐Study Consultation Good morning Stefan. Firstly, as you are aware, in accordance with Regional policy we will require a Pre‐Consultation meeting for this study, and all studies in fact. Once you have completed the Pre‐Consultation form I will circulate it for staff review and comment, after which we can meet. Secondly, I have discussed the scope with Geoffrey Keyworth, Acting Manager Strategic Transportation Planning. Please be prepared to attend the meeting with the following information:

Length of extraction season

Number of days per week of extraction

Number of hours per day of extraction

Vehicle capacity

Please complete the Pre‐Consultation Form and submit it to me for my review and distribution. Kind Regards Richard

Richard Parent Acting Manager Corridor Planning 5195754536 [email protected] From: Stefan Hajgato [mailto:[email protected]] Sent: Thursday, October 11, 2018 8:35 AM To: Richard Parent Cc: Rajan Philips Subject: RE: (180225: Maryhill Pit) Pre-Study Consultation Hi Richard,

8

Have you had a chance to look at the below scope? Thanks, Stefan Hajgato, B.Eng. & Mgmt., EIT, MITE Transportation Engineering Consultant << OLE Object: Picture (Device Independent Bitmap) >>

Paradigm Transportation Solutions Limited p: 519.896.3163 x209 From: Stefan Hajgato Sent: October 3, 2018 1:54 PM To: 'Richard Parent' <[email protected]> Cc: Rajan Philips <[email protected]> Subject: (180225: Maryhill Pit) Pre‐Study Consultation Hi Richard, We are preparing a TIS for a proposed gravel pit operation on the Wagner property at 1195 Forester Road in Maryhill, in the Township of Woolwich. The pit is proposed on the Wagner Lands (shown on the attached) with an agreement with the Cox/Hogan property to use an existing laneway on the northwest corner of the property to access Shantz Station Road. We are proposing the following scope (which is also attached in the PSC form):

Study area to include:

Highway 7 and Shantz Station Road

Forester Road and Shantz Station Road

Site Driveway and Shantz Station Road

Size of development

3.0 - 3.5 million tonnes of material is expected to be contained within site

Maximum extraction is 500,000 tonnes/year (with an average of about 250,000 tonnes/year)

Approved developments in the area – please confirm

Approved transportation improvements – please confirm

Horizon years:

5-years from date of TIS submission

Growth rate – 1.0% pa on Shantz Station Road, 2.0% pa on Highway 7 - please confirm

AM & PM weekday peak hour

Trip Generation: To be assessed based on type of vehicle and operations of facility

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Further, the client noted that all vehicular traffic generated by the site is expected to travel to/from the south to Highway 7. Please let me know if you have any comments about the current scope of this project or if you would like to schedule a meeting to discuss it further. Regards, Stefan Hajgato, B.Eng. & Mgmt., EIT, MITE Transportation Engineering Consultant << OLE Object: Picture (Device Independent Bitmap) >>

Paradigm Transportation Solutions Limited 150 Pinebush Road, Unit 5A, Cambridge ON N1R 8J8 p: 519.896.3163 x209 e: [email protected] w: www.ptsl.com

This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail. This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail. This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail. << File: DOCS_ADMIN-#2908898-v1-WOOL_PRE-STUDY_CONSULTATION_SHANTZ_STATION_ROAD_GRAVEL_PIT_CAPITAL_PAVING_INC_DOCUMENTATION.PDF >> << File: DOCS_ADMIN-#2908895-v1-WOOL_PRE-STUDY_CONSULTATION_SHANTZ_STATION_ROAD_GRAVEL_PIT_CAPITAL_PAVING_INC_DOCUMENTATION.PDF >> This e‐mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e‐mail in error please notify the sender immediately. Please note that any views or opinions presented in this e‐mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e‐mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e‐mail.

This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should

10

check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail.



Appendix B Existing Traffic Counts

Forester Rd @ Shantz Station Rd

Morning Peak Diagram Specified Period

From:

To:

7:00:00

10:00:00

One Hour Peak

From:

To:

7:30:00

8:30:00

Municipality:

Site #:

Intersection:

TFR File #:

Count date:

Woolwich

0000000001

Shantz Station Rd & Forester Rd

1

26-Sep-2018

Weather conditions:Cloudy/Dry

Person(s) who counted:Cam

** Non-Signalized Intersection ** Major Road: Shantz Station Rd runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

214

129

0

Heavys

Trucks

Cars

Totals

5

1

123

129

0

0

0

0

5

1

123

Heavys

Trucks

Cars

Totals

2

6

77

85

Shantz Station Rd

W

N

E

S

Forester Rd

Shantz Station Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

153

76

0

Cars Trucks Heavys Totals

3 0 1 4

70 1 1 72

73 1 2


76 0 1 77

Cars

Trucks

Heavys

Totals

193

2

6

201

Cars

Trucks

Heavys

Totals

74

6

1

81

76

0

1

77

150

6

2

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

158

359

Comments


Mid-day Peak Diagram Specified Period

From:

To:

12:00:00

14:00:00

One Hour Peak

From:

To:

12:45:00

13:45:00

Municipality:

Site #:

Intersection:

TFR File #:

Count date:

Woolwich

0000000001


1

26-Sep-2018




North Leg Total:

North Entering:

North Peds:

Peds Cross:

95

41

0

Heavys

Trucks

Cars

Totals

4

1

35

40

0

0

1

1

4

1

36

Heavys

Trucks

Cars

Totals

5

1

48

54

Shantz Station Rd

W

N

E

S

Forester Rd

Shantz Station Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

53

24

0


0 0 0 0

16 1 7 24

16 1 7


22 1 6 29

Cars

Trucks

Heavys

Totals

51

2

11

64

Cars

Trucks

Heavys

Totals

48

1

5

54

21

1

6

28

69

2

11

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

82

146

Comments


Afternoon Peak Diagram Specified Period

From:

To:

15:00:00

18:00:00

One Hour Peak

From:

To:

16:30:00

17:30:00

Municipality:

Site #:

Intersection:

TFR File #:

Count date:

Woolwich

0000000001


1

26-Sep-2018




North Leg Total:

North Entering:

North Peds:

Peds Cross:

246

132

0

Heavys

Trucks

Cars

Totals

11

0

121

132

0

0

0

0

11

0

121

Heavys

Trucks

Cars

Totals

4

1

109

114

Shantz Station Rd

W

N

E

S

Forester Rd

Shantz Station Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

218

150

0


1 0 0 1

140 0 9 149

141 0 9


61 1 6 68

Cars

Trucks

Heavys

Totals

261

0

20

281

Cars

Trucks

Heavys

Totals

108

1

4

113

61

1

6

68

169

2

10

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

181

462

Comments


Total Count Diagram

Municipality:

Site #:

Intersection:

TFR File #:

Count date:

Woolwich

0000000001


1

26-Sep-2018




North Leg Total:

North Entering:

North Peds:

Peds Cross:

1238

636

0

Heavys

Trucks

Cars

Totals

40

11

578

629

0

0

7

7

40

11

585

Heavys

Trucks

Cars

Totals

33

13

556

602

Shantz Station Rd

W

N

E

S

Forester Rd

Shantz Station Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

894

533

0


8 0 2 10

478 3 42 523

486 3 44


328 2 31 361

Cars

Trucks

Heavys

Totals

1056

14

82

1152

Cars

Trucks

Heavys

Totals

548

13

31

592

321

2

31

354

869

15

62

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

946

2098

Comments

Hwy 7 @ Shantz Station Rd

Morning Peak Diagram Specified Period

From:

To:

7:00:00

10:00:00

One Hour Peak

From:

To:

7:45:00

8:45:00

Municipality:

Site #:

Intersection:

TFR File #:

Count date:

Woolwich

0000000002

Hwy 7 & Shantz Station Rd

2

26-Sep-2018



** Signalized Intersection ** Major Road: Hwy 7 runs W/E

North Leg Total:

North Entering:

North Peds:

Peds Cross:

455

231

0

Heavys

Trucks

Cars

Totals

4

0

51

55

9

0

104

113

3

1

59

63

16

1

214

Heavys

Trucks

Cars

Totals

11

5

208

224

Heavys Trucks Cars Totals

38 34 1063 1135


3 2 24 29

21 23 990 1034

1 2 17 20

25 27 1031

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

1083

2218

Shantz Station Rd

Hwy 7

W

N

E

S

Hwy 7

Shantz Station Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

2314

1139

0


62 1 2 65

966 32 33 1031

39 1 3 43

1067 34 38


1119 27 29 1175

Cars

Trucks

Heavys

Totals

160

3

13

176

Cars

Trucks

Heavys

Totals

46

2

1

49

122

2

6

130

70

3

5

78

238

7

12

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

257

433

Comments


Mid-day Peak Diagram Specified Period

From:

To:

12:00:00

14:00:00

One Hour Peak

From:

To:

13:00:00

14:00:00

Municipality:

Site #:

Intersection:

TFR File #:

Count date:

Woolwich

0000000002


2

26-Sep-2018




North Leg Total:

North Entering:

North Peds:

Peds Cross:

196

90

0

Heavys

Trucks

Cars

Totals

2

2

26

30

2

0

26

28

0

1

31

32

4

3

83

Heavys

Trucks

Cars

Totals

6

4

96

106


30 16 563 609


5 3 40 48

41 25 626 692

0 2 11 13

46 30 677

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

753

1362

Shantz Station Rd

Hwy 7

W

N

E

S

Hwy 7

Shantz Station Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

1411

617

0


17 0 0 17

515 14 26 555

39 1 5 45

571 15 31


722 28 44 794

Cars

Trucks

Heavys

Totals

76

3

7

86

Cars

Trucks

Heavys

Totals

22

0

2

24

39

1

1

41

65

2

3

70

126

3

6

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

135

221

Comments


Afternoon Peak Diagram Specified Period

From:

To:

15:00:00

18:00:00

One Hour Peak

From:

To:

16:30:00

17:30:00

Municipality:

Site #:

Intersection:

TFR File #:

Count date:

Woolwich

0000000002


2

26-Sep-2018




North Leg Total:

North Entering:

North Peds:

Peds Cross:

532

321

0

Heavys

Trucks

Cars

Totals

9

0

80

89

4

0

145

149

0

0

83

83

13

0

308

Heavys

Trucks

Cars

Totals

4

0

207

211


29 10 1137 1176


1 0 43 44

29 15 950 994

0 1 27 28

30 16 1020

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

1066

2242

Shantz Station Rd

Hwy 7

W

N

E

S

Hwy 7

Shantz Station Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

2245

1093

0


37 0 0 37

985 10 19 1014

41 0 1 42

1063 10 20


1103 16 33 1152

Cars

Trucks

Heavys

Totals

213

1

5

219

Cars

Trucks

Heavys

Totals

72

0

1

73

127

0

3

130

70

1

4

75

269

1

8

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

278

497

Comments


Total Count Diagram

Municipality:

Site #:

Intersection:

TFR File #:

Count date:

Woolwich

0000000002


2

26-Sep-2018




North Leg Total:

North Entering:

North Peds:

Peds Cross:

2718

1485

3

Heavys

Trucks

Cars

Totals

32

7

378

417

23

11

601

635

11

5

417

433

66

23

1396

Heavys

Trucks

Cars

Totals

50

20

1163

1233


247 154 7098 7499


24 10 263 297

232 157 6086 6475

3 7 138 148

259 174 6487

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

6920

14419

Shantz Station Rd

Hwy 7

W

N

E

S

Hwy 7

Shantz Station Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

14869

7421

0


285 2 8 295

6444 144 207 6795

298 10 23 331

7027 156 238


6986 182 280 7448

Cars

Trucks

Heavys

Totals

1037

28

49

1114

Cars

Trucks

Heavys

Totals

276

3

8

287

615

8

18

641

483

20

37

540

1374

31

63

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

1468

2582

Comments



Appendix C Synchro 2018 Existing Traffic Operations Reports

Maryhill Pit TIS

Synchro 9 ReportParadigm Transportation Solutions Limited Page 1

Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (vph) 72 4 81 77 0 129Future Volume (vph) 72 4 81 77 0 129Ideal Flow (vphpl) 1765 1765 1650 1650 1650 1650Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.993 0.934Flt Protected 0.955Satd. Flow (prot) 1589 0 1450 0 0 1554Flt Permitted 0.955Satd. Flow (perm) 1589 0 1450 0 0 1554Link Speed (k/h) 80 80 80Link Distance (m) 1334.5 538.6 1453.6Travel Time (s) 60.1 24.2 65.4Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Heavy Vehicles (%) 3% 25% 9% 1% 0% 5%Adj. Flow (vph) 72 4 81 77 0 129Shared Lane Traffic (%)Lane Group Flow (vph) 76 0 158 0 0 129Sign Control Stop Free Free

Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 21.6% ICU Level of Service AAnalysis Period (min) 15

Maryhill Pit TIS


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 72 4 81 77 0 129Future Volume (Veh/h) 72 4 81 77 0 129Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 72 4 81 77 0 129PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 248 120 158vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 248 120 158tC, single (s) 6.4 6.5 4.1tC, 2 stage (s)tF (s) 3.5 3.5 2.2p0 queue free % 90 100 100cM capacity (veh/h) 738 874 1434

Direction, Lane # WB 1 NB 1 SB 1Volume Total 76 158 129Volume Left 72 0 0Volume Right 4 77 0cSH 744 1700 1434Volume to Capacity 0.10 0.09 0.00Queue Length 95th (m) 2.7 0.0 0.0Control Delay (s) 10.4 0.0 0.0Lane LOS BApproach Delay (s) 10.4 0.0 0.0Approach LOS B

Intersection SummaryAverage Delay 2.2Intersection Capacity Utilization 21.6% ICU Level of Service AAnalysis Period (min) 15

Maryhill Pit TIS


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 29 1034 20 43 1031 65 49 130 78 63 113 55Future Volume (vph) 29 1034 20 43 1031 65 49 130 78 63 113 55Ideal Flow (vphpl) 1775 1900 1750 1775 1900 1750 1775 1650 1650 1775 1650 1650Storage Length (m) 105.0 105.0 95.0 95.0 90.0 0.0 80.0 0.0Storage Lanes 1 1 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.850 0.850 0.944 0.951Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1425 1807 1279 1530 1773 1401 1573 1433 0 1573 1441 0Flt Permitted 0.136 0.134 0.606 0.505Satd. Flow (perm) 204 1807 1279 216 1773 1401 1003 1433 0 836 1441 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 41 58 25 21Link Speed (k/h) 80 80 80 80Link Distance (m) 1288.6 901.7 693.8 549.1Travel Time (s) 58.0 40.6 31.2 24.7Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Heavy Vehicles (%) 17% 4% 15% 9% 6% 5% 6% 6% 10% 6% 8% 7%Adj. Flow (vph) 29 1034 20 43 1031 65 49 130 78 63 113 55Shared Lane Traffic (%)Lane Group Flow (vph) 29 1034 20 43 1031 65 49 208 0 63 168 0Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Detector Phase 4 4 4 8 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 20.0 20.0 20.0 20.0 20.0 20.0 10.0 10.0 10.0 10.0Minimum Split (s) 27.5 27.5 27.5 27.5 27.5 27.5 17.5 17.5 17.5 17.5Total Split (s) 77.5 77.5 77.5 77.5 77.5 77.5 42.5 42.5 42.5 42.5Total Split (%) 64.6% 64.6% 64.6% 64.6% 64.6% 64.6% 35.4% 35.4% 35.4% 35.4%Maximum Green (s) 70.0 70.0 70.0 70.0 70.0 70.0 35.0 35.0 35.0 35.0Yellow Time (s) 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9All-Red Time (s) 1.6 1.6 1.6 1.6 1.6 1.6 1.6 1.6 1.6 1.6Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Max Max Max Max Max Max None None None NoneWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 18.0 18.0 18.0 18.0 18.0 18.0 16.0 16.0 16.0 16.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 70.2 70.2 70.2 70.2 70.2 70.2 18.6 18.6 18.6 18.6Actuated g/C Ratio 0.68 0.68 0.68 0.68 0.68 0.68 0.18 0.18 0.18 0.18v/c Ratio 0.21 0.85 0.02 0.29 0.86 0.07 0.27 0.75 0.42 0.61Control Delay 12.8 22.6 0.8 15.3 23.8 2.6 39.9 52.3 46.1 43.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Maryhill Pit TIS


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 12.8 22.6 0.8 15.3 23.8 2.6 39.9 52.3 46.1 43.6LOS B C A B C A D D D DApproach Delay 22.0 22.3 50.0 44.3Approach LOS C C D DQueue Length 50th (m) 2.1 147.9 0.0 3.3 150.9 0.4 9.1 37.2 12.0 28.9Queue Length 95th (m) 8.9 #308.2 1.2 13.5 #311.9 5.8 20.2 62.9 25.3 50.9Internal Link Dist (m) 1264.6 877.7 669.8 525.1Turn Bay Length (m) 105.0 105.0 95.0 95.0 90.0 80.0Base Capacity (vph) 137 1221 877 146 1198 965 339 500 282 501Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.21 0.85 0.02 0.29 0.86 0.07 0.14 0.42 0.22 0.34

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 103.9Natural Cycle: 90Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.86Intersection Signal Delay: 26.7 Intersection LOS: CIntersection Capacity Utilization 94.9% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 2: Shantz Station Road & Highway 7

Maryhill Pit TIS




Maryhill Pit TIS





Maryhill Pit TIS



Maryhill Pit TIS


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 19.3 23.2 1.8 15.5 25.8 2.6 49.0 43.3 45.6 54.0LOS B C A B C A D D D DApproach Delay 22.5 24.6 44.9 51.8Approach LOS C C D DQueue Length 50th (m) 3.8 148.1 0.0 3.4 158.8 0.0 14.2 34.0 16.0 44.4Queue Length 95th (m) 16.5 #305.2 2.5 13.5 #320.3 4.0 29.2 58.0 31.3 72.5Internal Link Dist (m) 1264.6 877.7 669.8 525.1Turn Bay Length (m) 105.0 105.0 95.0 95.0 90.0 80.0Base Capacity (vph) 129 1192 857 151 1170 938 246 488 299 488Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.34 0.83 0.03 0.28 0.87 0.04 0.30 0.40 0.28 0.49

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 106.5Natural Cycle: 90Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.87Intersection Signal Delay: 29.0 Intersection LOS: CIntersection Capacity Utilization 95.7% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.




Appendix D Background Development Turning Movement Diagrams

Background Development Peak Hour Traffic Volumes

Figure D.1Shantz Station Pit TIS180225


0 0

73 0 45

66 25 41

41

0 0 0

0

28 0 0

045 Hwy 7

0 Foerster Road

28 25

28 2525

28 0

00 0

0

28 25

28 2525 0 Site

Driveway28 25

28 0

00 0

Sh

antz

Sta

tio

n R

oad

0

0 0

45 0 28

45 17 28

28

0 0 0

0

17 0 0

028 Hwy 7

0 Foerster Road

17 17

17 1717

17 0

00 0

0

17 17

17 1717 0 Site

Driveway

17 17

17 0

00 0

Sh

antz

Sta

tio

n R

oad

0



Appendix E Synchro 2023 Background Traffic Operations Reports

Maryhill Pit TIS




Maryhill Pit TIS





Maryhill Pit TIS



Maryhill Pit TIS


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 25.8 23.9 0.6 17.6 25.9 1.5 54.3 73.2 65.3 64.4LOS C C A B C A D E E EApproach Delay 23.6 24.3 69.6 64.6Approach LOS C C E EQueue Length 50th (m) 5.7 203.2 0.0 4.1 210.4 0.0 11.2 46.9 15.0 42.1Queue Length 95th (m) 23.6 #339.0 1.0 14.2 #346.2 4.3 24.7 #87.1 31.2 #77.1Internal Link Dist (m) 1264.6 877.7 669.8 525.1Turn Bay Length (m) 105.0 105.0 95.0 95.0 90.0 80.0Base Capacity (vph) 114 1281 918 123 1256 1012 141 279 129 280Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.48 0.88 0.02 0.37 0.90 0.07 0.36 0.78 0.51 0.72

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 117.9Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.90Intersection Signal Delay: 31.7 Intersection LOS: CIntersection Capacity Utilization 100.4% ICU Level of Service GAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Maryhill Pit TIS




Maryhill Pit TIS





Maryhill Pit TIS



Maryhill Pit TIS


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 45.8 26.0 1.4 19.8 29.8 2.1 69.1 53.9 57.4 71.7LOS D C A B C A E D E EApproach Delay 26.4 28.6 57.9 68.2Approach LOS C C E EQueue Length 50th (m) 8.5 202.4 0.0 4.5 218.7 0.0 17.1 44.1 19.2 57.4Queue Length 95th (m) #37.8 #325.7 2.3 15.4 #342.8 3.5 #39.1 72.2 37.6 #103.2Internal Link Dist (m) 1264.6 877.7 669.8 525.1Turn Bay Length (m) 105.0 105.0 95.0 95.0 90.0 80.0Base Capacity (vph) 99 1223 879 119 1199 961 131 328 173 329Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.64 0.88 0.03 0.37 0.91 0.04 0.58 0.65 0.50 0.81

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 117.6Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.91Intersection Signal Delay: 35.3 Intersection LOS: DIntersection Capacity Utilization 101.8% ICU Level of Service GAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.




Appendix F Synchro 2023 Total Traffic Operations Reports

Maryhill Pit TIS




Maryhill Pit TIS





Maryhill Pit TIS



Maryhill Pit TIS


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 36.7 23.9 0.6 17.6 25.9 1.4 57.0 73.2 76.5 68.8LOS D C A B C A E E E EApproach Delay 24.2 24.0 70.1 70.9Approach LOS C C E EQueue Length 50th (m) 8.2 203.2 0.0 4.1 210.4 0.0 11.3 46.9 18.5 44.7Queue Length 95th (m) #38.2 #339.0 1.0 14.2 #346.2 4.7 25.1 #87.1 #42.0 #84.1Internal Link Dist (m) 1264.6 877.7 669.8 525.1Turn Bay Length (m) 105.0 105.0 95.0 95.0 90.0 80.0Base Capacity (vph) 114 1281 918 123 1256 1016 129 279 129 283Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.61 0.88 0.02 0.37 0.90 0.08 0.40 0.78 0.62 0.77

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 117.9Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.90Intersection Signal Delay: 32.7 Intersection LOS: CIntersection Capacity Utilization 102.6% ICU Level of Service GAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Maryhill Pit TIS


Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (vph) 28 0 114 28 0 163Future Volume (vph) 28 0 114 28 0 163Ideal Flow (vphpl) 1765 1765 1650 1650 1650 1650Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.973Flt Protected 0.950Satd. Flow (prot) 1626 0 1556 0 0 1600Flt Permitted 0.950Satd. Flow (perm) 1626 0 1556 0 0 1600Link Speed (k/h) 80 80 80Link Distance (m) 442.2 1143.9 309.7Travel Time (s) 19.9 51.5 13.9Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 28 0 114 28 0 163Shared Lane Traffic (%)Lane Group Flow (vph) 28 0 142 0 0 163Sign Control Stop Free Free


Maryhill Pit TIS





Maryhill Pit TIS




Maryhill Pit TIS





Maryhill Pit TIS



Maryhill Pit TIS


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 74.9 26.8 1.4 21.2 30.9 2.0 72.4 52.4 61.2 74.1LOS E C A C C A E D E EApproach Delay 29.3 29.2 57.6 70.7Approach LOS C C E EQueue Length 50th (m) 13.0 202.4 0.0 4.6 218.7 0.0 17.3 44.1 22.7 60.8Queue Length 95th (m) #48.1 #325.7 2.3 16.0 #342.8 4.3 #41.1 72.2 #44.0 #110.6Internal Link Dist (m) 1264.6 877.7 669.8 525.1Turn Bay Length (m) 105.0 105.0 95.0 95.0 90.0 80.0Base Capacity (vph) 94 1214 873 115 1191 959 122 326 173 328Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.82 0.88 0.03 0.38 0.92 0.06 0.62 0.66 0.58 0.85

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 118.4Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.92Intersection Signal Delay: 37.2 Intersection LOS: DIntersection Capacity Utilization 113.8% ICU Level of Service HAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Maryhill Pit TIS


Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (vph) 28 0 136 28 0 155Future Volume (vph) 28 0 136 28 0 155Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.977Flt Protected 0.950Satd. Flow (prot) 1750 0 1800 0 0 1842Flt Permitted 0.950Satd. Flow (perm) 1750 0 1800 0 0 1842Link Speed (k/h) 80 80 80Link Distance (m) 442.2 1143.9 309.7Travel Time (s) 19.9 51.5 13.9Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 28 0 136 28 0 155Shared Lane Traffic (%)Lane Group Flow (vph) 28 0 164 0 0 155Sign Control Stop Free Free


Maryhill Pit TIS







Appendix G Region of Waterloo Gravel Pit Access Requirements

DATE:JAN. 2015

SCALE:NTS

SHOULDER PAVING ATGRAVEL PIT ENTRANCE

RMWSTANDARDDRAWING

260

SHLDGRAV ASPH SHLD

SHLDGRAVASPH SHLD

15m TAPER15m TAPER2.5m MIN

15m130m (FOR DECELERATION)

R=15mR=15m

EDGE LINE (WHITE)

SOLID LINE (WHITE)

13.5m

12.2m

PROPERTY LINE

C RGN RDL

MAX 3:1 SLOPE

15m

2.5m MIN

3.75

m

SOLID LINE (WHITE)

LIMIT OF PAVING

GRAVEL PIT ENTRANCE

130m (FOR ACCELERATION)

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