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Wilson Street Parking Structure Transportation Impact Study

Paradigm Transportation Solutions Limited

July 2016

Project Summary

Project Number 160520

July 2016

Client Walterfedy 675 Queen Street South, Suite 111 Kitchener ON N2M 1A1

Client Contact Mark Christensen, P.Eng.

Consultant Project Team Jim Mallet, M.A.Sc., P.Eng, PTOE Jill Juhlke, Dipl.T, C.E.T, MITE Heather Goodman, B.Eng., EIT

Wilson Street Parking Structure Transportation Impact Study

List of Revisions

Version Date Author Description

1 June 2016 JM/JJ/HG Draft for Comment

2 July 2016 JM/JJ/HG Draft for Comment

Signatures and Seals

Signature Engineer’s Seal

Paradigm Transportation Solutions Limited 22 King Street South Suite 300 Waterloo ON N2J 1N8 p: 519.896.3163 www.ptsl.com

Disclaimer

This document has been prepared for the titled project or named part thereof (the “project”) and except for approval and commenting municipalities and agencies in their review and approval of this project, 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 project 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 and the approval and commenting municipalities and agencies for the project.

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.

Paradigm Transportation Solutions Limited

http:www.ptsl.com

Wilson Street Parking Structure | Transportation Impact Study | 160520 | July 2016

Executive Summary

Content

Paradigm Transportation Solutions Limited (Paradigm) was retained by The City of Guelph through WalterFedy to conduct this Transportation Impact Study for a proposed parking structure to be located on the southwest corner of the intersection of Wilson Street and Northumberland Street in the downtown core of Guelph, Ontario.

This Transportation Impact Study (TIS) includes an analysis of existing traffic conditions, a description of the proposed development and traffic flow scenarios, traffic forecasts for a fifteen-year horizon (2031) and recommendations to improve future traffic conditions.

Development Concept

The proposed parking structure will replace the existing Wilson Street surface parking lot. It is planned to provide parking for up to 500 vehicles and secure storage for an additional 60 bicycles.

The garage access has been designed to provide inbound flows via Wilson Street into the lower level and from the north via Northumberland Street into Level 2. Outbound flows will be directed out from Level 1 onto Wilson Street and from Level 2 onto Northumberland, if specified. The analysis considered eight (8) traffic and access scenarios:

Scenario 1 – Inbound flows via one lane from Wilson Street and one lane from Northumberland Street. Outbound flows via two lanes onto Wilson Street. Wilson Street operation to stay one-way northbound from Norfolk/Gordon to Northumberland.

Scenario 2 – Inbound flows via one lane from Wilson Street and two lanes from Northumberland Street. Outbound flows via two lanes onto Wilson Street., Northumberland (1 inbound). Wilson Street operation to stay one-way northbound from Norfolk/Gordon to Northumberland.

Scenario 3 – Inbound flows via one lane from Wilson Street and one lane from Northumberland Street. Outbound flows via two lanes onto Wilson Street and one lane onto Northumberland Street. Wilson Street operation to stay one-way northbound from Norfolk/Gordon to Northumberland.

Scenario 4 – Inbound flows via one lane from Wilson Street and one lane from Northumberland Street. Outbound flows via two lanes onto Wilson Street. Wilson Street operation to switch to one-way southbound from Northumberland to Norfolk/Gordon.

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Scenario 5 – Inbound flows via one lane from Wilson Street and two lanes from Northumberland Street. Outbound flows via two lanes onto Wilson Street. Wilson Street operation to switch to one-way southbound from Northumberland to Norfolk/Gordon.

Scenario 6 – Inbound flows via one lane from Wilson Street and one lane from Northumberland Street. Outbound flows via two lanes onto Wilson Street and one lane onto Northumberland. Wilson Street operation to switch to one-way southbound from Northumberland to Norfolk/Gordon.

Scenario 7 – Scenario 1 traffic flows from site. Wilson Street operation to switch to one-way northbound all the way to MacDonell.

Scenario 8 – Scenario 4 traffic flows from site. Wilson Street operation to switch to one-way southbound from MacDonell to Norfolk/Gordon.

Conclusions

Based on the analyses contained in the report, it concluded that:

All intersections and individual movements within the study area are currently operating overall at acceptable levels of service except:

The northbound left-turn movement at the intersection of Norfolk Street and Paisley Street/Quebec Street (LOS E, PM peak hour); and

The southbound through movement at the intersection of Norfolk Street and Paisley Street/Quebec Street (LOS E, AM peak hour).

Development of a 500-space parking structure on the site is forecast to produce 260 peak hour trips (216 more than the current Wilson Street lot) during each of the AM and PM peak hours;

Under the forecast 2031 background traffic conditions, all intersections within the study area are forecast to operate within acceptable levels of service except:

Norfolk Street and Paisley Street/Quebec Street and Yarmouth Street (LOS E during AM peak hour)

In addition, several individual movements are forecast to operate at LOS E or F during the peak hours.

Under the forecast 2031 Access Scenario 1 traffic conditions, all intersections within the study area are forecast to operate within acceptable levels of service. The following intersections are forecast to operate at LOS E or F:

Norfolk Street and Paisley Street/Quebec Street and Yarmouth Street (LOS F during the AM peak hour);

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MacDonell Street and Wilson Street (LOS E during the PM peak hour); and

MacDonell Street and Wyndham Street (LOS F during the PM peak hour).


Under the forecast 2031 Access Scenario 2 traffic conditions, the intersections within the study area are forecast to operate within acceptable levels of service except:










Under the forecast 2031 Access Scenario 4 traffic conditions, the intersections within the study area are forecast to continue to operate within acceptable levels of service except:

Norfolk Street and Paisley Street/Quebec Street and Yarmouth Street (LOS E during the AM and PM peak hour);



Norfolk Street and Paisley Street/Quebec Street and Yarmouth Street (LOS E during the AM and PM peak hours);

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Norfolk Street and Paisley Street/Quebec Street and Yarmouth Street (LOS F during the AM peak hour); and






If northbound flow on Wilson Street is maintained, the placement of the site entrance does not provide adequate safe stopping distance which could cause potential safety issues. If southbound flow on Wilson Street is introduced, the site entrance would meet TAC minimum sight distances.

No remedial measures are required in order to accommodate the increase in traffic directly related to the proposed development.

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Recommendations

The project team meeting with City staff on 05 July 2016 determined the optimal access/egress configuration for the garage as one lane inbound from Wilson, one lane inbound from Northumberland, two lanes outbound to Wilson and one lane outbound to Northumberland. Scenarios 3 and 6 are consistent with this configuration.

Based on the findings of the study and the chosen access/egress configuration, it is recommended that Scenario 6 be shortlisted for evaluation by the project team with full consideration to all project parameters.

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Contents

1 Introduction ............................................................... 1 1.1 Overview .............................................................................................1

2 Existing Conditions ................................................... 3 2.1 Road Network ....................................................................................3 2.2 Transit Routes ....................................................................................4 2.3 Cycling Facilities ................................................................................7 2.4 Traffic Volumes ..................................................................................7 2.5 Traffic Operations............................................................................10

3 Development Concept ............................................ 13 3.1 Development Description ...............................................................13 3.2 Development Driveway Sight Distance .........................................14 3.3 Development Trip Generation .........................................................15 3.4 Development Trip Distribution and Assignment ...........................17 3.4.1 Scenario 1..........................................................................................17 3.4.2 Scenario 2..........................................................................................22 3.4.3 Scenario 3..........................................................................................27 3.4.4 Scenario 4..........................................................................................32 3.4.5 Scenario 5..........................................................................................37 3.4.6 Scenario 6..........................................................................................42 3.4.7 Scenario 7..........................................................................................47 3.4.8 Scenario 8..........................................................................................52

4 Evaluation of Future Traffic Conditions ................ 57 4.1 2031 Future Background Traffic Volumes .....................................57 4.2 2031 Future Background Traffic Operations .................................57 4.2.1 Northbound Flow on Wilson Street ...................................................57 4.2.2 Southbound Flow on Wilson Street ...................................................58 4.3 2031 Future Total Traffic Operations .............................................67 4.3.1 Scenario 1..........................................................................................67 4.3.2 Scenario 2..........................................................................................72 4.3.3 Scenario 3..........................................................................................77 4.3.4 Scenario 4..........................................................................................82 4.3.5 Scenario 5..........................................................................................87 4.3.6 Scenario 6..........................................................................................92 4.3.7 Scenario 7..........................................................................................97 4.3.8 Scenario 8........................................................................................102

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4.4 Evaluation of Scenarios .................................................................107

5 Remedial Measures .............................................. 108 5.1 Signal Warrants ..............................................................................108 5.2 Left-Turn Lanes ..............................................................................108

6 Conclusions and Recommendations .................. 109 6.1 Conclusions....................................................................................109 6.2 Recommendations .........................................................................111

Appendices Appendix A: Existing Turning Movement Counts Appendix B: Signal Timings Appendix C: Existing Traffic Operations Reports Appendix D: 2031 Background Traffic Operations Reports Appendix E: 2031 Future Total Traffic Operations Reports

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Figures Figure 1.1: Study Area and Subject Development Location .................2 Figure 2.1: Existing Lane Configuration and Traffic Control ................5 Figure 2.2: Existing Transit Routes .........................................................6 Figure 2.3: Base Year AM Peak Hour Traffic Volumes .........................8 Figure 2.4: Base Year PM Peak Hour Traffic Volumes ..........................9 Figure 3.1: Development Concept Site Plan.........................................16 Figure 3.2: AM Peak Hour Site Trip Distribution – Scenario 1 ............18 Figure 3.3: PM Peak Hour Site Trip Distribution – Scenario 1 ............19 Figure 3.4: ..AM Peak Hour Site Generated New Trips – Scenario 1 .. 20 Figure 3.5: ...PM Peak Hour Site Generated New Trips – Scenario 1 . 21 Figure 3.6: ............

............ AM Peak Hour Site Trip Distribution – Scenario 2 23

Figure 3.7: PM Peak Hour Site Trip Distribution – Scenario 2 24 Figure 3.8: ....

.... AM Peak Hour Site Generated New Trips – Scenario 2 25

Figure 3.9: PM Peak Hour Site Generated New Trips – Scenario 2 26 Figure 3.10: AM Peak Hour Site Trip Distribution – Scenario 3 ............

............28

Figure 3.11: PM Peak Hour Site Trip Distribution – Scenario 3 29 Figure 3.12: .... AM Peak Hour Site Generated New Trips – Scenario 3 30 Figure 3.13: .... PM Peak Hour Site Generated New Trips – Scenario 3 31 Figure 3.14: ............

............ AM Peak Hour Site Trip Distribution – Scenario 4 33




...........38

Figure 3.19: PM Peak Hour Site Trip Distribution – Scenario 5 . 39 Figure 3.20: ....



............43

Figure 3.23: PM Peak Hour Site Trip Distribution – Scenario 7 44 Figure 3.24: .... AM Peak Hour Site Generated New Trips – Scenario 6 45 Figure 3.25: .... PM Peak Hour Site Generated New Trips – Scenario 6 46 Figure 3.26: AM Peak Hour Site Trip Distribution – Scenario 7 ............

............48



Figure 3.29: PM Peak Hour Site Generated New Trips – Scenario 7 51 Figure 3.30: ............

............AM Peak Hour Site Trip Distribution – Scenario 8 53



Figure 3.33: PM Peak Hour Site Generated New Trips – Scenario 8 56 Figure 4.1: 2031 AM Peak Hour Background Traffic Forecasts –

Northbound Flow on Wilson Street ....................................59 Figure 4.2: 2031 PM Peak Hour Background Traffic Forecasts –

Northbound Flow on Wilson Street ....................................60 Figure 4.3: 2031 AM Peak Hour Background Traffic Forecasts –

Southbound Flow on Wilson Street....................................61


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Figure 4.4: 2031 PM Peak Hour Background Traffic Forecasts –

Southbound Flow on Wilson Street....................................62

Figure 4.5: 2031 Future Total AM Peak Hour Traffic Forecasts –

Scenario 1 ............................................................................. 68

Figure 4.6: 2031 Future Total PM Peak Hour Traffic Forecasts –

Scenario 1 .............................................................................69


Scenario 2 .............................................................................73


Scenario 2 .............................................................................74


Scenario 3 .............................................................................78


Scenario 3 .............................................................................79


Scenario 4 .............................................................................83


Scenario 4 .............................................................................84


Scenario 5 .............................................................................88


Scenario 5 .............................................................................89


Scenario 6 .............................................................................93


Scenario 6 .............................................................................94


Scenario 7 .............................................................................98


Scenario 7 .............................................................................99


Scenario 8 ...........................................................................103


Scenario 8 ...........................................................................104


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Tables

Table 2.1: Table 3.1: Table 3.2: Table 3.3: Table 3.4: Table 3.5: Table 3.6: Table 3.6: Table 3.7: Table 3.8: Table 4.1:

Table 4.2:

Table 4.3: Table 4.4: Table 4.5: Table 4.6: Table 4.7: Table 4.8: Table 4.9: Table 4.10:

Base Year Peak Hour Traffic Operations...........................11 Estimated Site Trip Generation ...........................................15 Estimated Site Trip Distribution for Scenario 1 .................17 Estimated Site Trip Distribution for Scenario 1 .................22 Estimated Site Trip Distribution for Scenario 1 .................27 Estimated Site Trip Distribution for Scenario 1 .................32 Estimated Site Trip Distribution for Scenario 1 .................37 Estimated Site Trip Distribution for Scenario 1 .................42 Estimated Site Trip Distribution for Scenario 1 .................47 Estimated Site Trip Distribution for Scenario 1 .................52 2031 Background Operations Summary – Northbound

Flow on Wilson Street..........................................................63 2031 Background Operations Summary – Southbound

Flow on Wilson Street..........................................................65 2031 Future Total Operations Summary – Scenario 1 ......70 2031 Future Total Operations Summary – Scenario 2 ......75 2031 Future Total Operations Summary – Scenario 3 ......80 2031 Future Total Operations Summary – Scenario 4 ......85 2031 Future Total Operations Summary – Scenario 5 ......90 2031 Future Total Operations Summary – Scenario 6 ......95 2031 Future Total Operations Summary – Scenario 7 ....100 2031 Future Total Operations Summary – Scenario 8 ....105

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1 Introduction

1.1 Overview

Paradigm Transportation Solutions Limited (Paradigm) was retained to conduct this Transportation Impact Study for a proposed parking structure located on the southwest corner of the intersection of Wilson Street and Northumberland Street in the downtown core of Guelph, Ontario. Figure 1.1 details the location of the subject development.

The scope of the study includes:

determination and assessment of the current traffic and conditions in the vicinity of the existing site,

estimating of the additional traffic that will be generated by the proposed parking structure;

analyzing the impact that this traffic may have on the adjacent street system at the intersections of:

Waterloo Avenue/Wilson Street and Norfolk Street/Gordon Street (signalized);

Norfolk Street and MacDonell Street (signalized);

Norfolk Street and Paisley Street/Quebec Street and Yarmouth Street (signalized);

MacDonell Street and Wilson Street/Private Entrance (two-way Stop control);

MacDonell Street and Wyndham Street (signalized);

Carden Street and Wilson Street (one-way Stop control);

Carden Street and Wyndham Street (signalized);

Wilson Street and Northumberland Street/Parking Lot Entrance (one-way Stop control); and

The garage driveway connection to Wilson Street (one-way Stop control).

making recommendations regarding any necessary remedial measures required to mitigate the site generated traffic in a satisfactory manner.

This Transportation Impact Study (TIS) includes an analysis of existing traffic conditions, a description of the proposed development and traffic scenarios, traffic forecasts for a horizon of fifteen years from today (2031), and recommendations to improve future traffic conditions. The scope of the project was developed in consultation with the City of Guelph.

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Paisley St

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MacDonell St

Carden St

Wilson Street Parking Structure Wilson St

Study Area

Study Area & Subject Development Wi lson Street Parking Structure Transportation Impact Study 160520 Figure 1.1


2 Existing Conditions This section documents current traffic conditions, operational deficiencies, and constraints experienced by the public travelling at the intersections within the study area. The operational deficiencies and constraints identified at this stage will be fundamental to the process of defining any required remedial measures.

2.1 Road Network

The roadways in the study area include:

Wilson Street is a local road with a speed limit of 50 kilometres per hour. South of Northumberland Street, Wilson Street is a northbound one-way street with a one-lane urban cross section. North of Northumberland Street, Wilson Street traffic operates as two-way traffic flow with a two-lane urban cross-section. Sidewalks and on-street bicycle lanes are provided on both sides of the roadway. The southbound bicycle lane ends at Northumberland Street. Wilson Street is known as Waterloo Avenue west of Norfolk Street/Gordon Street.

Northumberland Street is a two-way dead-end street providing rear access to the businesses on Wilson Street.

Carden Street is an east-west local road with a posted speed limit of 30 kilometres per hour. On-street angle parking is present on the north side of the roadway. Sidewalks are provided on both sides of the roadway. City Hall and Civic Square front the south side of Carden Street and the Guelph Central Station is located on Carden Street, east of the intersection with Wyndham Street.

MacDonell Street is an east-west arterial roadway with a speed limit of 50 kilometres per hour. Within the study area, MacDonell has a two-lane urban cross-section with auxiliary turning lanes provided at its intersections with Norfolk Street and Wyndham Street. Sidewalks are provided on both sides of the roadway. On-street angle parking is present on both sides of the roadway. There is a large municipal surface parking lot on the north side of MacDonell Street, between Wilson Street and Wyndham Street.

Norfolk Street/Gordon Street is a north-south arterial roadway with a speed limit of 50 kilometres per hour. North of the intersection with Waterloo Avenue/Wilson Street, Norfolk Street has a three-lane (two north, one south) urban cross-section. South of Waterloo Avenue/Wilson Street, Gordon Street has a four-lane urban cross-section. On-street bicycle lanes are provided on both sides of the roadway. North of Waterloo Avenue/Wilson Street a sidewalk is only provided on the west side of the road.

Wyndham Street North is a north-south arterial roadway with a speed limit of 50 kilometres per hour. Within the immediate study



area, Wyndham Street has a two-lane urban cross-section with auxiliary turning lanes. North of the intersection with MacDonell Street, Wyndham Street widens to a four-lane cross-section. Sidewalks are provided on both sides of the roadway, as well as on-street bicycle lanes south of the intersection with Carden Street. On-street parking is present on both sides of the roadway between Carden Street and MacDonell Street.

Paisley Street/Quebec Street is an east-west arterial road with two-lane urban cross-section and a speed limit of 50 kilometres per hour. Auxiliary turning lanes are provided at the intersection with Norfolk Street/Yarmouth Street. Sidewalks are present along both side of the roadway and on-street parking is present on Quebec Street.

Figure 2.1 summarizes existing lane configurations and traffic control.

2.2 Transit Routes

Guelph Central Station and the Guelph VIA Rail Station are located immediately east of Wyndham Street on Carden Street just outside of the study area. Guelph Transit operates a number of routes in the study area, three of which operate adjacent to the proposed parking structure:

Route 5 (Gordon) services southeast Guelph via Gordon Street, Farley Drive, Goodwin Drive, Victoria Road South and Arkell Road. Service runs from 5:45 AM to 12:45 AM on 30 minute headways Monday through Saturday and on 30 minute headways from 9:15 AM to 7:15 PM on Sundays.

Route 8 (Stone Road Mall) services the Stone Road Mall area from Guelph Central Station. Service runs from 5:45 AM to 12:40 AM on 30 minute headways Monday through Friday, on 30 minute headways from 6:15 AM to 12:40 AM on Saturdays and on 30 minute headways from 9:15 to 6:40 PM on Sundays.

Route 9 (Waterloo): services the west-central area of Guelph via Waterloo Avenue, Wellington Street, Imperial Way, Paisley Road and Elmira Road. Service runs from 5:45 AM to 12:40 AM on 30 minute headways Monday through Saturday and on 30 minute headways from 9:15 AM to 7:10 on Sundays.

Transit Routes 2A, 2B, 3A, 3B, 10, 11, 12, 13, 16 and 20 also run in the vicinity of the study area. Figure 2.2 shows the existing transit routes in the vicinity of the study area.


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Wilson Street Parking Structure Transportation Impact Study 160520 Figure 2.1

Existing Lane Configuration and Traffic Control

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2.3 Cycling Facilities

The City of Guelph 2013 Cycle Master Plan details cycling facilities in the City of Guelph. On-street bike lanes are currently present on Norfolk Street/Gordon Street, Wilson Street, Paisley Street and Wyndham Street south of Carden Street. MacDonell Street and Wyndham Street north of Carden Street have wide curb lanes for cyclists.

2.4 Traffic Volumes

AM and PM peak period traffic counts provided by the City of Guelph included:

Waterloo Avenue/Wilson Street and Norfolk Street/Gordon Street (24 September 2013);

Norfolk Street and MacDonell Street (17 April 2013);

Norfolk Street and Paisley Street/Quebec Street and Yarmouth Street (24 November 2015);

MacDonell Street and Wilson Street/Private Entrance (19 September 2013);

MacDonell Street and Wyndham Street (18 April 2013); and

Carden Street and Wyndham Street (18 April 2013).

Consultation with City staff confirmed these counts were acceptable for use in this study. The remaining intersections within the study area were counted by Paradigm using Miovision cameras on 26 April 2016 for the AM (07:00 to 09:00) and PM (15:00 to 18:00) peak hours.

To establish baseline conditions, volumes were increased at 1.8% per annum where required. The existing volumes were smoothed using the April 2016 counts. On-street parking affects “between intersection” flows, resulting in minor inconsistencies between intersections.

Figure 2.3 and Figure 2.4 summarize the existing AM and PM peak hour traffic volumes respectively. Appendix A contains the existing count data.


Yarmouth

823

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652

Northumberland Street/Parking Lot

Entrance

Waterloo Ave

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92 444

116

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99 668 0 Wilson

Street 191

469 177 253

Parking Lot

0 249

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249

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20 Carden Street 34 1

1 35 35 13 34

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23 174

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166 25 180 124 124 2 299 242 35 306

63

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224 68 230 336 40 183

23 555

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34 Quebec Street 109

Street

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19

Wilson Street Parking Structure Transportation Impact Study 160520 Figure 2.3

Base Year AM Peak Hour Traffic Volumes

Figure 2.4

Yarmouth

909

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Entrance

Waterloo Ave

79

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1 63 57 9 34

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371 56 419 166 146 1 228 261 71 282

92

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48 435

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Street

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534

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Base Year PM Peak Hour Traffic Volumes

Wilson Street Parking Structure Transportation Impact Study 160520


2.5 Traffic Operations

Intersection level of service (LOS) is a recognized method of quantifying the average delay experienced by drivers 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 and intersection geometry.

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 for signalized intersections, 50 seconds for unsignalized intersections or when the volume to capacity ratio is greater than 1.0, the movement is classed as LOS F and remedial measures are usually implemented, if they are feasible. LOS E is usually used as a guideline for the determination of road improvement needs on through lanes, while LOS F may be acceptable for left-turn movements at peak times, depending on delays.

The operations of intersections in the study area were evaluated with the existing turning movement volumes using Synchro 9. The current signal timings were provided by the City of Guelph.

The intersection analysis considered three separate measures of performance:

LOS for each movement and the entire intersection;

The volume to capacity (v/c) ratio for each movement and the entire intersection; and

The estimated 95th percentile queue lengths for each movement.

The existing intersection operations are summarized in Table 2.1 indicating the existing levels of service (LOS), volume to capacity ratios (V/C) and 95th percentile queues experienced within the study area, for the AM and PM peak hours. Appendix B contains signal timings provided by the City of Guelph. Appendix C contains the detailed Synchro reports.

The analyses indicate that all intersections and individual movements within the study area are currently operating overall at acceptable levels of service except:

The northbound left-turn movement at the intersection of Norfolk Street and Paisley Street/Quebec Street (LOS E, PM peak hour); and

The southbound through movement at the intersection of Norfolk Street and Paisley Street/Quebec Street (LOS E, AM peak hour).


TABLE 2.1: BASE YEAR PEAK HOUR TRAFFIC OPERATIONS

Direction / Movement / Approach

od

ireP Eastbound Westbound Northbound Southbound s Control i Intersection MOE s Type h

ach h h

ach hy t l g t g t g tt u h t u h a

ch gt u h tf u ach

a f o f o f ho o ver

all

An Le o

g r o g r o g r o gr p Le Le ORi r Ri p r p Le

Ri r Ri rp

Th p Th p Th p Th p

A A A A

LOS C C C C B B A B < C > C C Norfolk Street/ Delay 29 28 25 27 11 12 8 11 < 26 > 26 21

Gordon Street & V/C 0.39 0.32 0.11 0.29 0.45 0.09 < 0.49 > TCS

Waterloo Avenue/ Q 48 41 15 13 68 7 < 65 > Wilson Street Ex 25 - 35 - - 55 < - >

Avail. -23 - 20 - - 48 < - > LOS A A < A A A A A

Delay 10 10 < 1 1 0 0 1Wilson Street &

V/C 0.01 < 0.01 0.01 Northumberland Street/ TWSC

Q 0 < 0 0 Parking Lot Entrance Ex - < - -

Avail. - < - -LOS A > A A > A < A A A

Delay 10 > 10 0 > 0 < 5 5 2Wilson Street & V/C 0.06 > 0.17 > < 0.02

TWSC Carden Street Q 2 > 0 > < 1

Ex - > - > < -Avail. - > - > < -LOS B B A A > A B

Delay < 17 > 17 < 16 15 16 15 18 > 18 6 7 > 7 14Wyndham Street & V/C < 0.13 > < 0.04 0.02 0.05 0.35 > 0 .05 0.20 >

TCS

r Carden Street u Q < 15 > < 5 0 6 38 > 2 12 >

o Ex < - > < - 30 20 - > 30 - > Hk Avail. < - > < - 889 889 - > 28 - >

ea LOS C B C B > B A A A B

PM Delay 28 16 22 17 > 17 8 9 9 14

A Norfolk Street & V/C 0.26 0.07 0.51 > 0.22 0.64 TCS

MacDonell Street Q 29 9 43 > 7Ex - 15 - > 45 -

Avail. - 6 - > 38 -LOS < A > A < A > A B B A

Delay < 1 > 1 < 1 > 1 < 12 > 12 < 11 > 11 5MacDonell Street & V/C < 0.00 > < 0.01 > < 0.33 > < 0.01 >

TWSC Wilson Street Q < 0 > < 0 > < 12 > < 0 >

Ex < - > < - > < - > < - > Avail. < - > < - > < - > < - > LOS < C > B A B B > B B

Delay < 20 15 19 < 17 16 17 < 7 > 7 11 11 > 11 13Wyndham Street & V/C < 0.41 0.02 < 0.26 0.04 < 0.22 > 0 .18 0.19 >

TCS MacDonell Street Q < 44 0 < 27 3 < 6 > 10 21 >

Ex < - 12 < - 15 < - > 35 - > Avail. < - 12 < - 12 < - > 25 - > LOS C C C C B B B B D A A B C E > E C

Norfolk Street/ Delay 25 24 22 24 17 17 16 17 45 8 2 15 21 61 > 59 34Yarmouth Street & V/C 0.26 0.24 0.10 0.16 0.16 0.04 0.46 0.48 0.02 0.10 0.98 >

TCS Quebec Street/ Q 27 32 13 16 25 5 23 21 0 10 186 > Paisley Street Ex 30 - 20 25 - 25 - - 5 20 - >

Avail. 3 - 7 9 - 20 - - 5 10 - >


42

iod

Intersection Control

Type MOE

Direction / Movement / Approach

Per Eastbound Westbound Northbound Southbound

Ove

rall

Ana

lysi

s

Left

Thr

oug

h

Rig

ht

Ap

pro

ach

Left

Thr

oug

h

Rig

ht

Ap

pro

ach

Left

Thr

oug

h

Rig

ht

Ap

pro

ach

Left

Thr

oug

h

Rig

ht

Ap

pro

ach

Norfolk Street & Waterloo Avenue/

Wilson Street TCS

LOS C C C C 26

B B A B 14

< C > C 24

C 20Delay 27 26 25 19 14 8 < 24 >

V/C 0.26 0.19 0.11 0.57 0.57 0.07 < 0.65 > Q 33 24 15 19 97 6 < 91 > Ex 25 - 35 - - 55 < - >

Avail. -8 - 20 - - 49 < - >

Wilson Street & Northumberland Street/

Parking Lot Entrance TWSC

LOS A A 10

< A A 1

A A 0

A 2Delay 10 < 1 0

V/C 0.04 < 0.00 0.01 Q 1 < 0 0 Ex - < - -

Avail. - < - -

Wilson Street & Carden Street

TWSC

LOS B > B 11

A > A 0

< A A 7

A 3Delay 11 > 0 > < 7

V/C 0.10 > 0.13 > < 0.04 Q 3 > 0 > < 1 Ex - > - > < -

Avail. - > - > < -

k H

our

Wyndham Street & Carden Street

TCS

LOS B 18

 B 18

A A > A 8

B 13 Delay < 18 > < 16 15 15 18 > 7 8 >

V/C < 0.20 > < 0.04 0.03 0.05 0.32 > 0.06 0.30 > Q < 19 > < 4 0 5 35 > 3 22 > Ex < - > < - 30 20 - > 30 - >

Avail. < - > < - 30 15 - > 27 - >

PM

Pea

Norfolk Street & MacDonell Street

TCS

LOS D B C 28

B > B 16

A A A 10

B 16Delay 38 18 16 > 10 10

V/C 0.66 0.25 0.51 > 0.28 0.63 Q 72 30 36 > 14 65Ex - 15 - > 45 -

Avail. - -15 - > 31 -

MacDonell Street & Wilson Street

TWSC

LOS < A > A 1

< A > A 1

< C > A 0

 B 13

A 6Delay < 1 > < 1 > < 19 > < 13 >

V/C < 0.00 > < 0.03 > < 0.50 > < 0.01 > Q < 0 > < 1 > < 22 > < 0 > Ex < - > < - > < - > < - >

Avail. < - > < - > < - > < - >

Wyndham Street & MacDonell Street

TCS

LOS < C B C 24

< C B C 23

< A > A 10

B B > B 12

B 18Delay < 25 16 < 25 16 < 10 > 12 12 >

V/C < 0.60 0.05 < 0.65 0.08 < 0.28 > 0.26 0.30 > Q < 52 2 < 69 10 < 11 > 14 33 > Ex < - 12 < - 15 < - > 35 - >

Avail. < - 10 < - 5 < - > 21 - >

Norfolk Street/ Yarmouth Street &

Quebec Street/ Paisley Street

TCS

LOS C C C C 25

B B B B 18

E B A A 0

C D > D 38

C 27Delay 28 24 23 18 19 18 56 14 8 21 39 >

V/C 0.39 0.21 0.10 0.20 0.31 0.19 0.81 0.60 0.02 0.11 0.83 > Q 34 28 12 20 47 20 57 51 0 10 142 > Ex 30 - 20 25 - 25 - - 5 20 - >

Avail. -4 - 8 5 - 5 - - 5 10 - > MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal RBT - Roundabout LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control < - Shared Through/Left Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage AWSC - All-Way Stop Control < - Shared Through/Right


3 Development Concept

3.1 Development Description

The proposed parking structure will be located on the existing Wilson Street surface parking lot. It is planned to provide for up to 500 vehicles and secure storage for an additional 60 bicycles.

The garage access has been designed to provide inbound access from Wilson Street into the lower level and from the north via Northumberland Street into Level 2. Outbound trips will be directed out from Level 1 onto Wilson Street and from Level 2 onto Northumberland Street if specified. The analysis will consider eight (8) traffic scenarios:

Scenario 1: Vehicles enter via one lane from Wilson Street and one lane from Northumberland Street. Vehicles exit via two lanes onto Wilson Street. Wilson Street will continue to operate one-way northbound from Norfolk Street/Gordon Street to Northumberland Street.

Scenario 2: Vehicles enter via one lane from Wilson Street and two lanes from Northumberland Street. Vehicles exit via two lanes onto Wilson Street. Wilson Street will continue to operate one-way northbound from Norfolk Street/Gordon Street to Northumberland Street.

Scenario 3: Vehicles enter via one lane from Wilson Street and one lane from Northumberland Street. Vehicles exit via two lanes onto Wilson Street and one lane onto Northumberland Street. Wilson Street will continue to operate one-way northbound from Norfolk Street/Gordon Street to Northumberland Street.

Scenario 4: Vehicles enter via one inbound lane from Wilson Street and one inbound lane from Northumberland Street. Vehicles exit via two lanes onto Wilson Street. Wilson Street operation will be reversed to southbound flow only from Northumberland Street to Norfolk Street/Gordon Street.

Scenario 5: Vehicles enter via one lane from Wilson Street and two lanes from Northumberland Street. Vehicles exit via two lanes onto Wilson Street. Wilson Street operation will be reversed to southbound only from Northumberland Street to Norfolk Street/Gordon Street.

Scenario 6: Vehicles enter one lane from Wilson Street and one lane from Northumberland Street. Vehicles exit via two lanes onto Wilson Street and one lane onto Northumberland Street. Wilson Street operation will be reversed to southbound only from Northumberland Street to Norfolk Street/Gordon Street.

Scenario 7: Vehicles enter via one lane from Wilson Street and one lane from Northumberland Street. Vehicles exit via two lanes onto



Wilson Street. Wilson Street one-way northbound-only operation will be extended to MacDonell Street.

Scenario 8: Vehicles enter via one inbound lane from Wilson Street and one inbound lane from Northumberland Street. Vehicles exit via two lanes onto Wilson Street. Wilson Street operation will be reversed to southbound-only from MacDonell Street to Norfolk Street/Gordon Street.

Figure 3.1 illustrates the proposed site plan of Level 1 for existing northbound operation on Wilson Street (Scenario 1-3 and Scenario 7). We note that the Site plan for Scenario 4-6 and Scenario 8 was not available at the time of writing this report.

3.2 Entrance/Exit Sight Distance

Sight distance measurements were taken at the proposed site driveway connection to Wilson Street. The main measurements were taken from a point five metres from east of the centerline of the driveway (the rear of an entering vehicle turning into the driveway) with a target at a height of 0.38 metres (the lowest legal height of a taillight) along a line of sight to the furthest point in the respective direction at 1.05 metres above the pavement (the height of a driver’s eye).

The TAC Manual Chapter 2.3 (Intersections), Section 2.3.3.4 (Decision Sight Distance)1 states that the sight distance for a minor road with stop control should be “distance traveled in 3 seconds at design speeds to decision sight distance” (Table 2.3.3.4)2. For a driveway connection to a public roadway, it is recommended that at the least, the minimum stopping sight distance should be provided since it exceeds the distance traveled in 3 seconds by a vehicle traveling at design speed.

In order to determine if adequate sight distance will be available for the site driveway connection to Wilson Street, a design speed of 60 kilometres per hour (10 kilometres per hour over the posted speed limit) was used for analyses purposes. Based on a 60 kilometre per hour design speed, the following sight distances apply:

Distance traveled in 3 seconds: 50 metres

Minimum stopping sight distance: 85 metres

Minimum decision sight distance: 170 metres

Desirable decision sight distance: 235 metres

A sight distance measurement was taken toward the south at the proposed driveway connection to Wilson Street and was determined to be approximately 88 metres which meets the minimum stopping sight distance. However, the turning decision sight distance for vehicles leaving the site is

1 TAC Manual, page 2.3.3.12 2 TAC Manual, page 2.3.3.13


http:2.3.3.13http:2.3.3.12

only 55 metres which does not meet the TAC minimum requirements for safe stopping sight distance (85 m). This poses a significant potential conflict as traffic exiting the garage will not have sufficient distance to determine whether a safe gap exists to enter Wilson Street.

A sight distance measurement was taken toward the north at the proposed driveway connection Wilson Street and was determined to be in excess of a 120 metres to the end of Wilson Street at MacDonell Street. This distance meets the minimum stopping sight distance criteria but does not meet the minimum decision sight distance. TAC recommends that at the least, minimum stopping sight distance is provided.

If northbound flow on Wilson Street is maintained, the placement of the site entrance does not provide adequate safe stopping distance which could cause potential safety issues. If southbound flow on Wilson Street is introduced, the site entrance would meet TAC minimum sight distances.

In conjunction with the reconstruction of the site, the City is planning to reduce the speed limit on Wilson Street to 30 kilometres per hour and reduce the lane width. This would result in a lower design speed, reducing the stopping sight distance and decision sight distance required for the driveway entrance.

The vehicle trips generated by the proposed parking structure were established using the observed parking generation at the existing Wilson Street lot. The lot contains a mix of permit and ‘Pay and Display’ users. No programming for the future parking structure was provided. Accordingly, it is assumed that the characteristics of the parking structure will be similar to the current lot. During the both AM and PM peak hours, a total of 44 vehicles entered and exited the lot. The existing surface parking lot has 85 stalls, for a trip generation rate of 0.52 trips/stall. The entering and exiting splits were based on the existing surface lot use.

3.3 Development Trip Generation

The new parking structure will provide up 500 stalls. At this level the site is forecast to generate approximately 260 trips during both the AM and PM peak hours. Table 3.1 displays the estimated total trip generation for the proposed parking structure.

TABLE 3.1: ESTIMATED SITE TRIP GENERATION

Land Use

Parking Structure

Stalls

500

AM Peak Hour

Rate

0.52

In

213

Out

47

Total

260

PM Peak Hour

Rate

0.52

In

94

Out

166

Total

260



W

ilson

Stre

et P

arki

ng S

truct

ure

Tran

spor

tatio

n Im

pact

Stu

dy

1605

20

Figu

re 3

.1De

velo

pmen

t Con

cept

Site

Pla

n


3.4 Development Trip Distribution and Assignment

The estimated site generated trips were assigned to the roadway network based on the existing distribution of traffic within the study area. The split of traffic in and out of the proposed parking structure were assigned based on the number of lanes in each traffic scenario.

3.4.1 Scenario 1

The trip distribution for Scenario 1 is shown in Table 3.2, Figure 3.2 and Figure 3.3. Figure 3.4 and Figure 3.5 illustrate the resulting site generated traffic assignment for the AM and PM peak hours, respectively.

TABLE 3.2: ESTIMATED SITE TRIP DISTRIBUTION FOR SCENARIO 1

Route Direction AM Peak Hour

Inbound Outbound PM Peak Hour

Inbound Outbound

Carden Street East 1% 2% 0% 0%

Waterloo Avenue West 27% 1% 23% 4%

Norfolk Street/ Gordon Street

North 19% 4% 15% 9%

South 23% 5% 27% 13%

Wyndham Street North 8% 20% 7% 28%

South 6% 7% 1% 11%

MacDonell Street East 11% 58% 19% 29%


East 1% 0% 4% 1%

West 4% 2% 4% 4%

Yarmouth Street North 0% 1% 0% 1%

Total 100% 100% 100% 100%


Yarmouth

5%

Gor

don

Str

eet

23%


Entrance

Waterloo Ave

27%

0% 0% 23%

0%

1% 5% 0%

Wilson Street

1%

27% 0% 50%

Parking Lot 50

%0%

Wils

onS

tree

t

50%

Nor

folk

Str

eet

6% 0%

Wils

onS

tree

t

100%

100%

100% 100%

50%

0% 0%

0% 100%

0%7%

50%

7%

Wyn

dham

Str

eet

100% 6%

22% 22% 13% 2%

50%

78%

22% 2%

6% 0%

0%

0% Carden Street 0% 1%

13% 13% 13% 0% 1%

13%

37%

6%

78%

13%

37%

0%

Carden Street 6

% 0%

6%

Nor

folk

Str

eet

37%

Wils

onS

tree

t

6%0% 78%

54%

0% 9% 4%24% 0%0% 0%

0%

13%

0% 65%

13% 1% 11% 24% 24% 0% 65% 65% 11% 58%

0%

0% 7% 0% 10% 6% 13% 13% 13% 13%

20%

0% 24% MacDonell

Street 0% 0% 0%

0%

3% 5%

Wyn

dham

Str

eet

24%

0% 8%7% 0%

4%

Nor

folk

Str

eet

24%

7%

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0%

2% 4% 1% 0%0%

2% 1% 1% 4% 0% 0%

0% 19%

0%

0% Quebec Street 0%

Street

Nor

folk

Str

eet

19% 1%

4%

0%

Figure 3.2

AM Peak Hour Site Trip Distribution Scenario 1


Yarmouth

Figure 3.3

13%

Gor

don

Str

eet

27%


Entrance

Waterloo Ave

23%

0% 0% 27%

0%

4% 13%

0%

Wilson Street

4%

23% 0% 50%

Parking Lot 50

%0%

Wils

onS

tree

t

50%

Nor

folk

Str

eet

17%

0%

Wils

onS

tree

t

100%

100%

100% 100%

50%

0% 0%

0% 100%

0%11%

50%

11%

Wyn

dham

Str

eet

100% 1%

31% 31% 20% 0%

50%

69%

31% 0%

1% 0%

0%


5% 5% 5% 0% 0%

20%

45%

4%

69%

20%

45%

0%

Carden Street 4

% 0%

17%

Nor

folk

Str

eet

45%

Wils

onS

tree

t

4%0% 69%

25%

0% 16%

4%23% 0%0% 0%

0%

32%

0% 37%

22% 1% 19% 23% 23% 0% 37% 37% 12% 29%

0%

0% 15% 0% 18% 17% 32% 32% 22% 22%

28%

0% 23% MacDonell

Street 0% 0% 0%

0%

4% 3%

Wyn

dham

Str

eet

23%

0% 7%

15% 0%

4%

Nor

folk

Str

eet

23%

15%

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

Ϭй

4% 9% 1% 1%0%

4% 4% 4% 4% 0% 1%

0% 15%

0%

Ϭй Quebec Street 0%

Street

Nor

folk

Str

eet

15% 1%

9%

0%

PM Peak Hour Site Trip Distribution Scenario 1


Yarmouth

Figure 3.4

3

Gor

don

Str

eet

49


Entrance

Waterloo Ave

58 0 0 490

0 3 0 Wilson Street

0

58 0 107

Parking Lot 1

07 0W

ilson

Str

eet

107

Nor

folk

Str

eet

3 0

Wils

onS

tree

t

47

107

47 47

107

0 0

0 47

0

3

107

3

Wyn

dham

Str

eet 47 13

10 10 6 1

107 37 10

1

13 0

0 0 Carden Street 0 2

28 28 28 0 2

6

79 1337 6

79 0

Carden Street 1

3 0

3

Nor

folk

Str

eet

79

Wils

onS

tree

t

130 37

26 0 4 2

51 0

0 0 0 6 0 31

28 2 24 51 51 0 31 31 5 28

0 0 3 0 22 3 6 6 28 28

9

0 51

MacDonell Street

0 0 0 0 6 11

Wyn

dham

Str

eet

51 0 173 0

9

Nor

folk

Str

eet

51 3

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0 1 2 0 0

0

1 2 2 9 0 0

0 40 0

0 Quebec Street 0

Street

Nor

folk

Str

eet

40 0 2

0

AM Peak Hour Site Generated New Trips

Scenario 1 Wilson Street Parking Structure Transportation Impact Study 160520

Yarmouth

Figure 3.5

22

Gor

don

Str

eet

25


Entrance

Waterloo Ave

22 0 0 250

6 22 0

Wilson Street

6

22 0 47

Parking Lot 4

7 0W

ilson

Str

eet

47

Nor

folk

Str

eet

28 0

Wils

onS

tree

t

166

47

166 166

47

0 0

0 166

0

18

47 18

Wyn

dham

Str

eet 16

6 0

51 51 33 0

47 115 51

0 0 0


4 4 4 0 0

33

43 4115 33

43 0

Carden Street

4 0

28

Nor

folk

Str

eet

43

Wils

onS

tree

t

40 115

42 0 26 7

22 0

0 0 0 53 0 62

21 1 18 22 22 0 62 62 20 49

0 0 25 0 17 28 53 53 21 21

46

0 22

MacDonell Street

0 0 0 0 4 3 W

yndh

amS

tree

t

22 0 725 0

4

Nor

folk

Str

eet

22 25

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

Ϭ 7 14 2 2

0

7 4 4 4 0 2

0 14 0

Ϭ Quebec Street 0

Street

Nor

folk

Str

eet

14 2

14

0

PM Peak Hour Site Generated New Trips



3.4.2 Scenario 2





Inbound Outbound




North 24% 4% 21% 9%

South 15% 5% 18% 13%


South 9% 7% 2% 11%



East 2% 0% 4% 1%

West 6% 2% 6% 4%


Total 100% 100% 100% 100%


Yarmouth

Figure 3.6

5%

Gor

don

Str

eet

15%


Entrance

Waterloo Ave

18%

0% 0% 15%

0%

1% 5% 0%

Wilson Street

1%

18% 0% 33%

Parking Lot 33

%0%

Wils

onS

tree

t

33%

Nor

folk

Str

eet

6% 0%

Wils

onS

tree

t

100%

0%

100% 100%

67%

0% 0%

0% 100%

0%7%

67%

7%

Wyn

dham

Str

eet

100% 9%

22% 22% 13% 2%

67%

78%

22% 2%

9% 0%

0%


18% 18% 18% 0% 0%

13%

49%

9%

78%

13%

49%

0%

Carden Street 9

% 0%

6%

Nor

folk

Str

eet

49%

Wils

onS

tree

t

9%0% 78%

54%

0% 9% 4%32% 0%0% 0%

0%

13%

0% 65%

17% 1% 14% 32% 32% 0% 65% 65% 11% 58%

0%

0% 7% 0% 13% 6% 13% 13% 17% 17%

20%

0% 32% MacDonell

Street 0% 0% 0%

0%

4% 8%

Wyn

dham

Str

eet

32%

0% 12%

7% 0%

6%

Nor

folk

Str

eet

32%

7%

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0%

2% 4% 1% 0%0%

2% 2% 2% 6% 0% 0%

0% 24%

0%

0% Quebec Street 0%

Street

Nor

folk

Str

eet

24% 1%

4%

0%



Yarmouth

Figure 3.7

13%

Gor

don

Str

eet

18%


Entrance

Waterloo Ave

15%

0% 0% 18%

0%

4% 13%

0%

Wilson Street

4%

15% 0% 33%

Parking Lot 33

%0%

Wils

onS

tree

t

33%

Nor

folk

Str

eet

17%

0%

Wils

onS

tree

t

100%

0%

100% 100%

67%

0% 0%

0% 100%

0%11%

67%

11%

Wyn

dham

Str

eet

100% 2%

31% 31% 20% 0%

67%

69%

31% 0%

2% 0%

0%


7% 7% 7% 0% 0%

20%

60%

5%

69%

20%

60%

0%

Carden Street 5

% 0%

17%

Nor

folk

Str

eet

60%

Wils

onS

tree

t

5%0% 69%

25%

0% 16%

4%31% 0%0% 0%

0%

32%

0% 37%

29% 1% 24% 31% 31% 0% 37% 37% 12% 29%

0%

0% 15% 0% 23% 17% 32% 32% 29% 29%

28%

0% 31% MacDonell

Street 0% 0% 0%

0%

6% 4%

Wyn

dham

Str

eet

31%

0% 10%

15% 0%

6%

Nor

folk

Str

eet

31%

15%

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

Ϭй

4% 9% 1% 1%0%

4% 4% 4% 6% 0% 1%

0% 21%

0%


Street

Nor

folk

Str

eet

21% 1%

9%

0%



Yarmouth

Figure 3.8

3

Gor

don

Str

eet

32


Entrance

Waterloo Ave

38 0 0 320

0 3 0 Wilson Street

0

38 0 70

Parking Lot 7

0 0W

ilson

Str

eet

70

Nor

folk

Str

eet

3 0

Wils

onS

tree

t

47

70

47 47

143

0 0

0 47

0

3

143

3

Wyn

dham

Str

eet 47 19

10 10 6 1

143 37 10

1

19 0


38 38 38 0 0

6

105

1937 6

105 0 Carden

Street 19 0

3

Nor

folk

Str

eet

105

Wils

onS

tree

t

190 37

26 0 4 2

69 0

0 0 0 6 0 31

36 2 30 69 69 0 31 31 5 28

0 0 3 0 28 3 6 6 36 36

9

0 69

MacDonell Street

0 0 0 0 8 17

Wyn

dham

Str

eet

69 0 253 0

13

Nor

folk

Str

eet

69 3

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0 1 2 0 0

0

1 4 4 13 0 0

0 52 0

0 Quebec Street 0

Street

Nor

folk

Str

eet

52 0 2

0



Yarmouth

Figure 3.9

21

Gor

don

Str

eet

17


Entrance

Waterloo Ave

14 0 0 170

7 21 0

Wilson Street

7

14 0 31

Parking Lot 3

1 0W

ilson

Str

eet

31

Nor

folk

Str

eet

28 0

Wils

onS

tree

t

166

31

166 166

63

0 0

0 166

0

18

63 18

Wyn

dham

Str

eet 16

6 2

51 51 33 0

63 115 51

0 2 0


7 7 7 0 0

33

56 5115 33

56 0

Carden Street

5 0

28

Nor

folk

Str

eet

56

Wils

onS

tree

t

50 115

42 0 26 7

29 0

0 0 0 53 0 62

27 1 22 29 29 0 62 62 20 49

0 0 25 0 21 28 53 53 27 27

46

0 29

MacDonell Street

0 0 0 0 6 4 W

yndh

amS

tree

t

29 0 1025 0

6

Nor

folk

Str

eet

29 25

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

Ϭ 7 14 2 2

0

7 4 4 6 0 2

0 19 0

Ϭ Quebec Street 0

Street

Nor

folk

Str

eet

19 2

14

0




3.4.3 Scenario 3





Inbound Outbound




North 19% 4% 15% 9%

South 23% 5% 27% 13%


South 6% 7% 1% 11%



East 1% 0% 4% 1%

West 4% 2% 4% 4%


Total 100% 100% 100% 100%


Yarmouth

Figure 3.10

5%

Gor

don

Str

eet

23%


Entrance

Waterloo Ave

27%

0% 0% 23%

0%

1% 5% 0%

Wilson Street

1%

27% 0% 50%

Parking Lot 50

%0%

Wils

onS

tree

t

50%

Nor

folk

Str

eet

6% 0%

Wils

onS

tree

t

100%

100%

100% 67%

50%

0% 33%

0% 67%

0%7%

50%

7%

Wyn

dham

Str

eet

100% 6%

22% 22% 13% 2%

50%

78%

22% 2%

6% 0%

0%


13% 13% 13% 0% 1%

13%

37%

6%

78%

13%

37%

0%

Carden Street 6

% 0%

6%

Nor

folk

Str

eet

37%

Wils

onS

tree

t

6%0% 78%

54%

0% 9% 4%24% 0%0% 0%

0%

13%

0% 65%

13% 1% 11% 24% 24% 0% 65% 65% 11% 58%

0%

0% 7% 0% 10% 6% 13% 13% 13% 13%

20%

0% 24% MacDonell

Street 0% 0% 0%

0%

3% 5%

Wyn

dham

Str

eet

24%

0% 8%7% 0%

4%

Nor

folk

Str

eet

24%

7%

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0%

2% 4% 1% 0%0%

2% 1% 1% 4% 0% 0%

0% 19%

0%

0% Quebec Street 0%

Street

Nor

folk

Str

eet

19% 1%

4%

0%



Yarmouth

Figure 3.11

13%

Gor

don

Str

eet

27%


Entrance

Waterloo Ave

23%

0% 0% 27%

0%

4% 13%

0%

Wilson Street

4%

23% 0% 50%

Parking Lot 50

%0%

Wils

onS

tree

t

50%

Nor

folk

Str

eet

17%

0%

Wils

onS

tree

t

50%

100%

100% 50%

50%

100% 50%

0% 50%

0%11%

50%

11%

Wyn

dham

Str

eet

100% 1%

31% 31% 20% 0%

50%

69%

31% 0%

1% 0%

0%


5% 5% 5% 0% 0%

20%

45%

4%

69%

20%

45%

0%

Carden Street 4

% 0%

17%

Nor

folk

Str

eet

45%

Wils

onS

tree

t

4%0% 69%

25%

0% 16%

4%23% 0%0% 0%

0%

32%

0% 37%

22% 1% 19% 23% 23% 0% 37% 37% 12% 29%

0%

0% 15% 0% 18% 17% 32% 32% 22% 22%

28%

0% 23% MacDonell

Street 0% 0% 0%

0%

4% 3%

Wyn

dham

Str

eet

23%

0% 7%

15% 0%

4%

Nor

folk

Str

eet

23%

15%

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

Ϭй

4% 9% 1% 1%0%

4% 4% 4% 4% 0% 1%

0% 15%

0%


Street

Nor

folk

Str

eet

15% 1%

9%

0%



Yarmouth

Figure 3.12

3

Gor

don

Str

eet

49


Entrance

Waterloo Ave

58 0 0 490

0 3 0 Wilson Street

0

58 0 107

Parking Lot 1

07 0W

ilson

Str

eet

107

Nor

folk

Str

eet

3 0

Wils

onS

tree

t

31

107

31 31

107

16 16

0 31

0

3

107

3

Wyn

dham

Str

eet 47 13

10 10 6 1

107 37 10

1

13 0


28 28 28 0 2

6

79 1337 6

79 0

Carden Street 1

3 0

3

Nor

folk

Str

eet

79

Wils

onS

tree

t

130 37

25 0 4 2

51 0

0 0 0 6 0 31

28 2 24 51 51 0 31 31 6 27

0 0 3 0 22 3 6 6 28 28

10

0 51

MacDonell Street

0 0 0 0 6 11

Wyn

dham

Str

eet

51 0 173 0

9

Nor

folk

Str

eet

51 3

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0 1 2 0 0

0

1 2 2 9 0 0

0 40 0

0 Quebec Street 0

Street

Nor

folk

Str

eet

40 0 2

0



Yarmouth

Figure 3.13

21

Gor

don

Str

eet

25


Entrance

Waterloo Ave

22 0 0 250

7 21 0

Wilson Street

7

22 0 47

Parking Lot 4

7 0W

ilson

Str

eet

47

Nor

folk

Str

eet

28 0

Wils

onS

tree

t

83

47

83 83

47

47 47

0 83

0

18

47 18

Wyn

dham

Str

eet 16

6 0

51 51 33 0

47 115 51

0 0 0


4 4 4 0 0

33

43 4115 33

43 0

Carden Street

4 0

28

Nor

folk

Str

eet

43

Wils

onS

tree

t

40 115

42 0 26 7

22 0

0 0 0 53 0 62

21 1 18 22 22 0 62 62 20 49

0 0 25 0 17 28 53 53 21 21

46

0 22

MacDonell Street

0 0 0 0 4 3 W

yndh

amS

tree

t

22 0 725 0

4

Nor

folk

Str

eet

22 25

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

Ϭ 7 14 2 2

0

7 4 4 4 0 2

0 14 0

Ϭ Quebec Street 0

Street

Nor

folk

Str

eet

14 2

14

0




3.4.4 Scenario 4





Inbound Outbound




North 16% 18% 20% 20%

South 44% 43% 32% 43%


South 6% 0% 2% 0%



East 2% 3% 4% 1%

West 4% 6% 6% 9%


Total 100% 100% 100% 100%


Yarmouth

Figure 3.14

Wils

onS

tree

t


Entrance

100%

50

%

0%

43%

Gor

don

Str

eet

44%

47% Wilson Street 10%

43% 100%

Waterloo Ave 0

%44

%0%

0% 0%

10%

11% 11%

Parking Lot

Nor

folk

Str

eet

0%

102%

50%

0%

50%

100% 100%

50%

50%

0% 0%

0%0%

50%

0%

Wyn

dham

Str

eet 0% 6%

100% 0% 0% 0% 0%

0% 0%

0%

6% 0%

0%


13% 13% 13% 0% 1%

0%

87%

6%0% 0%

87%

0%

Carden Street 6

% 0%

0%

Nor

folk

Str

eet

87%

Wils

onS

tree

t

6%

102% 0%

13%

0% 0% 0%77% 0%32%

70% 15%

0% 0% 0%

10% 1% 9% 92% 92% 0% 15% 15% 2% 13%

0%

0% 0% 0% 8% 0% 0% 0% 10% 10%

2%

0% 22% MacDonell

Street 0% 0% 0%

0%

2% 5%

Wyn

dham

Str

eet

22%

0% 7%

32% 0%

4%

Nor

folk

Str

eet

22%

32%

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0%

6% 18%

5% 3%0%

6% 2% 2% 4% 0% 3%

0% 16%

0%

0% Quebec Street 0%

Street

Nor

folk

Str

eet

16% 5%

18%

0%



Yarmouth

Figure 3.15

43%

Gor

don

Str

eet

32%


Entrance

16% 43% 100% 8% 8%

Waterloo Ave

0%

0% 32%

Parking Lot

100%

Nor

folk

Str

eet

0%

81%

0% 0%

41% Wilson Street 16%

Wils

onS

tree

t

50%

0%

50%

100% 100%

50%

0% 0% 0%

50%

0%0%

50%

50%

0%

Wyn

dham

Str

eet 0% 2%

100% 0% 0% 0% 0%

0% 0%

0%

2% 0%

0%


10% 10% 10% 0% 0%

0%

90%

8%0% 0%

90%

0%

Carden Street 8

% 0%

0%

Nor

folk

Str

eet

90%

Wils

onS

tree

t

8%

81% 0%

7%

0% 0% 0%70% 0%31%

50% 10%

0% 0% 0%

20% 2% 18% 80% 80% 0% 10% 10% 3% 7%

0%

0% 0% 0% 16% 0% 0% 0% 20% 20%

3%

0% 30% MacDonell

Street 0% 0% 0%

0%

4% 6%

Wyn

dham

Str

eet

30%

0% 10%

31% 0%

6%

Nor

folk

Str

eet

30%

31%

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0%

9% 20%

1% 1%0%

9% 4% 4% 6% 0% 1%

0% 20%

0%

0% Quebec Street 0%

Street

Nor

folk

Str

eet

20% 1%

20%

0%



Yarmouth

Figure 3.16

20

Gor

don

Str

eet

94


Entrance

5 20 47 23 23

Waterloo Ave

0 0 94

Parking Lot

47

Nor

folk

Str

eet

0 139

0 0 22 Wilson Street 5

Wils

onS

tree

t

107 0

107

47 47

107

0 0 0

107

0

0

107

107

0

Wyn

dham

Str

eet 0 13

213 0 0 0 0

0 0 0 13 0


28 28 28 0 2

0

185

130 0

185 0 Carden

Street 13 0

0

Nor

folk

Str

eet

185

Wils

onS

tree

t

13139 0

6 0 0 0

164 015

124 7 0 0 0

21 2 19 171 171 0 7 7 1 6

0 0 0 0 17 0 0 0 21 21

1

0 47

MacDonell Street

0 0 0 0 4 11

Wyn

dham

Str

eet

47 0 1515 0

9

Nor

folk

Str

eet

47 15

Nor

folk

Str

eet

Pri

vate

D

rive

way

Paisley Street

0 3 9 2 1

0

3 4 4 9 0 1

0 34 0

0 Quebec Street 0

Street

Nor

folk

Str

eet

34 2 9

0



Yarmouth

Figure 3.17

71

Gor

don

Str

eet

30


Entrance

27 71 166 7 7

Waterloo Ave

0 0 30

Parking Lot

166

Nor

folk

Str

eet

0 105

0 0 68 Wilson Street 27

Wils

onS

tree

t

47 0

47

166 166

47

0 0 0

47

0

0

47 47

0

Wyn

dham

Str

eet 0 2

94 0 0 0 0

0 0 0 2 0


10 10 10 0 0

0

84 80 0

84 0

Carden Street

8 0

0

Nor

folk

Str

eet

84

Wils

onS

tree

t

8105 0

12 0 0 0

65 051 54

17 0 0

Documents

Wilson Street Parking Structure Transportation Impact Studyguelph.ca/wp-content/uploads/11-Transportationimpact... · 2019-01-23 · The proposed parking structure will replace the