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CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE NOVEMBER 2013 TECHNICAL REPORT #1 - MODEL VALIDATION

CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

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Page 1: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

CITY OF BRAMPTONTRANSPORTATION MASTER PLANUPDATE

NOVEMBER 2013

TECHNICAL REPORT #1 - MODEL VALIDATION

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MODEL VALIDATION | NOVEMBER 2013

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CITY OF BRAMPTON

TRANSPORTATION MASTER PLAN UPDATE

Document Control:

Client: City of Brampton

Project Name: City of Brampton Transportation Master Plan Update

Report Title: Brampton Model Validation

MMM Reference: 1613074-001-T01

Version: 1

Originator: Mausam Duggal, Keyur Shah, Qingjie Zeng

Reviewer: Peter Hillier

Authorization: Peter Hillier

Circulation List:

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Table of Contents

1.0 Introduction ........................................................................................ 4

2.0 Supply Review ................................................................................... 5

2.1 Road Network ................................................................................. 5

2.2 Transit Network .............................................................................. 5

3.0 Demand Review ................................................................................. 6

3.1 Super Zones ............................................................................................... 6

3.2 Population/Employment Distribution ....................................................... 7

3.3 Trip Generation .......................................................................................... 7

3.3.1 Total Trips ........................................................................................ 7

3.3.2 Special Generator Trips ................................................................... 8

3.4 Mode Split ................................................................................................... 9

3.5 Trip Distribution ....................................................................................... 11

3.6 Assignment ............................................................................................... 14

3.6.1 Auto Assignment ............................................................................ 14

3.6.2 Highway 407 Performance ............................................................. 17

3.6.3 Travel Times in Key Corridors........................................................ 19

3.6.4 Transit Assignment ........................................................................ 20

3.6.5 Zum Performance .......................................................................... 23

List of Figures:

Figure 1: Tier 1 Super Zone System ......................................................................................... 6 Figure 2: Tier 2 Super Zone System - City of Brampton ............................................................ 6 Figure 3: City of Brampton - 2011 Census Distribution of Population and Employment ............ 7 Figure 4: P.M. Peak Period Boardings by Mode (Brampton Transit Only) .............................. 10 Figure 5: Screenline Definitions ............................................................................................... 14 Figure 6: 2011 Updated Model and Observed Screenline V/C Ratios - Peak Direction .......... 16 Figure 7: 2011 Updated Trip Length Frequency Distribution - Highway 407 ........................... 18 Figure 8: P.M. Peak Period Ridership in the City of Brampton - 2011 Updated Model ............ 20 Figure 9: 2011 P.M. Peak Period Updated Model Boardings and Alightings ........................... 23

List of Tables: Table 1: P.M. Peak Period Trip Generation - City of Brampton ................................................. 8 Table 2: P.M. Peak Period Comparison - Special Generator .................................................... 8 Table 3: 2011 Updated Model P.M. Peak Period Trips by Mode ............................................... 9 Table 4: TTS vs Updated Model - 2011 P.M. Peak Period Trips for all Modes* ...................... 11 Table 5: TTS vs Updated Model - 2011 P.M. Peak Period Trips for Local Transit Only .......... 12 Table 6: TTS vs Updated Model - 2011 P.M. Peak Period Transit Trips (City of Brampton Only) ........................................................................................................................................ 13 Table 7: P.M. Peak Hour and Peak Direction Comparison of Observed vs Updated Model Auto Assignment ..................................................................................................................... 15

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Table 8: P.M. Peak Hour and Off-Peak Direction Comparison of Observed vs Updated Model Auto Assignment ..................................................................................................................... 15 Table 9: 2011 Updated Model System Metrics ........................................................................ 17 Table 10: Comparison of Highway 407 P.M. Peak Hour Assignment - Updated Model to Observed Counts .................................................................................................................... 17 Table 11: 2011 Updated Model Travel Time Comparison ....................................................... 19 Table 12: P.M. Peak Period Modeled vs Observed Boardings - 2011 ..................................... 22

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1.0 Introduction This report documents the performance of the City of Brampton’s Simplified GTA Model, and existing baseline conditions for the 2011 horizon year. The model is hereafter referred to as BSGM, and its performance is measured using the 2011 TTS and 2011 Cordon Count Data, wherever possible. This report is a “living document”, which will be updated as additional input and validation data is made available, and further refinements are completed in Stage 2 of the model update. Through the course of the model review exercise, the team has made updates to the BSGM in order to improve its performance and forecasting abilities. These improvements have spanned both the demand (four-stages) and supply (auto and transit network) side of the BSGM. The report is divided into two primary sections. First, supply review, which addresses the accuracy of the 2011 road and transit networks to reflect existing (2011) conditions. Second, demand review, which encompasses the trip generation, trip distribution, mode split, and the road and transit assignment stages of the BSGM. The sequence in which the four-stages of the model are presented has been altered to maintain a logical flow for discussion purposes, and does not reflect the actual internal workings of the BSGM. Throughout the report we have identified issues (blue badge) with the model and the corresponding timelines to address them. Updates which were deemed critical to the development of the Development Charge study have been identified as Stage 1 (orange badge) and the results presented in this document reflect those updates. Updates that would predominantly benefit the Transportation Master Plan process are identified as Stage 2 (green badge), and planned for February 2014.

Issues

Stage 2 Update

Stage 1 Update

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2.0 Supply Review

2.1 Road Network

A review of the 2011 road network within the City of Brampton and its immediate vicinity was completed. The network was compared to information provided by the City of Brampton staff as well as to satellite images of the areas under question. The review addressed the following network characteristics:

Number of lanes; Link speeds; Volume-delay-functions; Per lane link capacity; and, Length and number of Centroid Connectors within Traffic Analysis Zones

(TAZs) in key corridors. A detailed listing of the changes is presented in Appendix A.

2.2 Transit Network A comprehensive review of the transit networks in the City of Brampton and City of Mississauga was also completed, checking for consistency across the following characteristics:

Line itineraries; Headways; Speeds; Bus stops; and, Walk connectors to transit lines.

A detailed listing of the changes is presented in Appendix B. Of note, the review of the transit networks was not limited to local transit services, but also intra-regional services such as GO Transit that are operating within the City of Brampton.

Stage 1 Update

Stage 1 Update

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3.0 DEMAND REVIEW

3.1 Super Zones A two-tier system of super zones was created to assist in the validation of the model. The first tier divided the entire GTHA into a series of nine internal and one external super zone, as shown in Figure 1. The second tier divides the City of Brampton into six super zones, as shown in Figure 2.

Figure 1: Tier 1 Super Zone System

Figure 2: Tier 2 Super Zone System - City of Brampton

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3.2 Population/Employment Distribution Figure 3 shows the 2011 census-based distribution of population and employment in the City of Brampton. The area south of Queen Street and east of Main Street is predominantly employment based, including sections along Torbram Road and Airport Road. The rest of the city is primarily residential with some employment lands. The 2011 population and employment for the City of Brampton are as follows:

Population: 510,002 Employment: 181,930

3.3 Trip Generation 3.3.1 Total Trips The trips generated by the model for the 2011 model were compared to the 2011 TTS data. The model over reports trip productions and trip attractions by close to 8% and 9%, respectively, when compared to the 2011 TTS data.

Figure 3: City of Brampton - 2011 Census Distribution of Population and Employment

Population – 15,000 Employment – 7,500

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Table 1: P.M. Peak Period Trip Generation - City of Brampton * all modes represent auto driver, auto passenger, GO rail, local transit only Given the preliminary nature of the 2011 TTS data and the marginal under reporting to be expected in the TTS (3%-5%), this discrepancy in the total trips is not a cause of concern for Stage 1 of the update. However, this discrepancy can inflate trips by non-auto modes of transportation, such as local transit and GO Rail, warranting an investigation for Stage 2 of the model update. 3.3.2 Special Generator Trips Special generators in the model represent traffic analysis zones (TAZs) that have very different trip making characteristics from the surrounding TAZs, thereby having the potential to make a major impact on the transportation system. An important consideration for identifying special generators is that they be represented by a single TAZ with no other land uses within it so that their impact can be isolated and quantified. In general, special generators are represented by large shopping malls, educational institutions, hospitals, military bases etc. Within the City of Brampton there are a number of such potential special generators, as shown in Appendix C. However, only a few could be studied because most of the special generators were integrated with other land uses. For example, The Brampton Civic Hospital at the intersection of Bovaird Drive and Bramalea Road by definition is a special generator, but the TAZ that it lies in (TAZ # 1719) includes residential sub-divisions to the north and east. A similar situation was encountered for the Bramalea Civic Centre and Shoppers World. The Sheridan College campus located at the intersection of McLaughlin Road and Steeles Avenue West is represented by a single TAZ (TAZ # 1905) in the model, which allowed the comparison of the model trips to those estimated by the ITE Trip Generation Manual 7.0, as shown in Table 2. The results show that the BGSM’s trip estimates for Sheridan College are within 10% of those estimated by the ITE Manual. Table 2: P.M. Peak Period Comparison - Special Generator

Generator Name

TAZ

Model ITE Estimate Model - ITE

Estimate Model / ITE

Estimate

Prod Attr Prod Attr Prod Attr Prod Attr

Sheridan College

1905 1,648 772 1,523 717 125 55 1.08 1.08

* The PM peak hour ITE trips were expanded to the PM peak period using a factor of 0.37

Mode Productions Attractions

2011 TTS 2011 Model 2011 TTS 2011 Model

All Modes* 197,401 212,233 234,151 254,936

Issue: Special Generators

Stage 2 Update

Issue: Overreporting of trips

Stage 2 Update

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3.4 Mode Split The City of Brampton has recently implemented a new modal split sub-model as part of the BGSM. This new approach uses a look up table to assign mode split percentages based on transit level of service, stratified geographically between the City of Toronto and the rest of the GTHA. The macro requires two input files, which allow the user to control the percentage of modal split adjustment for each TAZ. First, a file that contains the municipal (Planning District) adjustment factors (area.prn), and second, a lookup table with transit modal split values based on the level of service criteria (ms_input.prn). One of the significant discrepancies in the original BGSM revolved around the “Other Transit” mode. The original 2011 model reported 9,239 transit trip productions and 11,422 transit trip attractions, for the 2011 P.M. peak period. Both these P.M. peak period trips were not only significantly lower than the 2011 TTS estimates (Table 3), but also lower than the 2006 TTS estimates, which reported 9,307 transit trip productions and 13,012 transit trip attractions. During the course of the model review, it was decided to update the inputs in the area.prn file that contains the municipal (Planning District) adjustment factors to improve the BGSM’s estimated transit trips. This approach allows the user to focus adjustments to the City of Brampton only, as opposed to the lookup table (ms_input.prn), which is applied based on a TAZs level of service rating and affects TAZs outside the City of Brampton as well. Table 3 compares the 2011 P.M. peak period trips by mode after the above update, and the auto and transit updates listed in Appendix A and B.

Table 3: 2011 Updated Model P.M. Peak Period Trips by Mode

* all modes represent auto driver, auto passenger, GO rail, local transit only The mode shares estimated by the BSGM are relatively close to observed 2011 TTS values. However, the GO Rail mode exhibits close to 45% more trip attractions and consequently higher mode shares than observed. This GO Rail discrepancy between the 2011 TTS and the model can be attributed partly to the over reporting of total trips (Table 1) by the BSGM. There is a possibility to dampen the “GO Rail destinations” input file and bring the trips in-line with observed values, but this refinement is best suited for Stage 2 of the model update.

Mode

Productions Attractions

2011 TTS 2011 Model 2011 TTS 2011 Model

Auto Person 186,760 (94.6%) 201,435 (94.9%) 213,389 (91.1%) 231,647 (90.8%)

GO Rail 96 (0.1%) 46 (0%) 3,921 (1.6%) 5,677 (2.3%)

Other Transit 10,545 (5.3%) 10,752 (5.1%) 16,841 (7.1%) 17,612 (6.9%)

All Modes* 197,401 (100%) 212,233 (100%) 234,151 (100%) 254,936 (100%)

Stage 1 Update

Issue: GO Rail Trips

Stage 2 Update

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Figure 4 shows P.M. peak period boardings by mode for transit lines operated by the City of Brampton. As expected, close to 84% (15,686 peak period boardings) of the P.M. peak period boardings take place on the local transit system, with the express Zum service accounting for the remaining 16%. Of note, this does not represent boardings that take place on transit systems operated by other municipalities, such as Mississauga Transit, GO Transit etc., within the City boundary. Given the relatively short time that the Zum service was operational prior to 2011, it represents a substantial share of the total boardings and is expected to continue to rise as the service is refined and expanded.

Figure 4: P.M. Peak Period Boardings by Mode (Brampton Transit Only)

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3.5 Trip Distribution The trip distribution from the 2011 model was compared to the 2011 P.M. peak period TTS data, as shown in Table 4 and Table 5. Trips internal to the City account for close to 69% of the entire P.M. peak period trip making, followed by the City of Mississauga, and the City of Toronto. Table 3. TTS vs. Updated Model – 2011 P.M. Peak Period Trips for All Modes*

* all modes represent auto driver, auto passenger, GO rail, local transit only Transit (non-GO Rail) is a key mode of transportation for trips to, from, and internal to the City due to the significant increase in congestion, introduction of the Zum express service, and the projected future population and employment growth in the City. In light of the above, Table 4 compares the 2011 modeled P.M. peak period transit (non-GO Rail) distribution to the observed 2011 TTS distribution.

City of 

Toronto

Durham 

RegionYork Region

Town of 

Caledon

City of 

Brampton

City of 

Mississauga

Halton 

Region

Hamilton 

RegionExternal Area

Group 1 Group 2 Group 3 Group 4 Group 5 Group 6 Group 7 Group 8 Group 9

City of Toronto 1,057,802  54,673       155,899     4,608          32,794       71,912       23,807       6,805           13,194       14% 1,421,494 

Durham Region 16,442       227,700     7,620          87               511             1,056          441             365               7,933          0% 262,155    

York Region 94,165       17,165       353,998     3,166          9,148          7,846          2,925          973               16,017       4% 505,403    

Town of Caledon 1,609          56               1,551          9,974          3,825          753             555             139               3,151          2% 21,613      

City of Brampton 12,605       736             7,058          5,010          136,756     20,989       7,674          1,166           5,407          58% 197,401    

City of Mississauga 50,686       2,729          13,958       2,824          42,899       238,588     36,752       7,521           9,052          18% 405,009    

Halton Region 8,463          574             1,990          696             5,083          20,238       187,221     31,434         7,384          2% 263,083    

Hamilton Region 3,002          451             903             120             831             3,333          17,668       434,259       4,208          0% 464,775    

External Area 4,337          3,018          6,830          1,724          2,304          4,068          5,270          4,961           1% 32,512      

6% 0% 4% 3% 69% 11% 4% 1% 3% 100%

1,249,111  307,102     549,807     28,209       234,151     368,783     282,313     487,623       66,346       3,573,445 

2011 TTS

% of Brampton Total Production

Total Attraction

Planning Districts% of Brampton 

Total 

Attraction

Total 

Production

City of 

Toronto

Durham 

RegionYork Region

Town of 

Caledon

City of 

Brampton

City of 

Mississauga

Halton 

Region

Hamilton 

RegionExternal Area

Group 1 Group 2 Group 3 Group 4 Group 5 Group 6 Group 7 Group 8 Group 9

City of Toronto 1,162,482  54,117       161,172     7,033          34,408       76,337       26,119       5,669           14,914       13% 1,542,251 

Durham Region 14,065       258,870     9,318          231             815             862             245             193               12,001       0% 296,600    

York Region 95,740       23,143       398,695     4,935          11,424       9,518          3,715          1,173           15,211       4% 563,554    

Town of Caledon 1,844          101             3,096          15,165       5,385          1,615          515             109               5,567          2% 33,397      

City of Brampton 12,849       843             7,320          7,587          146,732     20,343       7,835          1,219           7,505          58% 212,233    

City of Mississauga 51,059       2,975          13,575       4,210          45,742       279,306     38,987       4,990           13,357       18% 454,201    

Halton Region 8,332          792             2,959          644             6,311          23,174       205,684     25,985         10,737       2% 284,618    

Hamilton Region 2,012          172             821             201             787             2,239          13,873       236,816       5,385          0% 262,306    

External Area 6,454          8,385          8,164          3,452          3,332          3,892          7,175          4,673           ‐              1% 45,527      

6% 0% 3% 4% 69% 10% 4% 1% 4% 100%

1,354,837  349,398     605,120     43,458       254,936     417,286     304,148     280,827       84,677       3,694,687 

2011 M

odel 

Total Attraction

Planning Districts% of Brampton 

Total 

Attraction

Total 

Production

% of Brampton Total Production

Table 4: TTS vs. Updated Model - 2011 P.M. Peak Period Trips for all Modes*

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As shown in Table 4, the revised municipal adjustment factors (documented in Section 2.4) result in a very accurate fit of 2011 modeled transit trip distributions to the 2011 TTS data. The modeled 2011 transit trip attractions to the City of Brampton are marginally over reported (5%). This is not a significant discrepancy that would warrant any further adjustment to the transit parameters during Stage 1 of the model update. A similar comparison of transit trips was also completed using the second tier super zones, as shown in Table 6.

City of 

Toronto

Durham 

RegionYork Region

Town of 

Caledon

City of 

Brampton

City of 

Mississauga

Halton 

Region

Hamilton 

RegionExternal Area

Group 1 Group 2 Group 3 Group 4 Group 5 Group 6 Group 7 Group 8 Group 9

City of Toronto 361,005     2,636          26,169       51               4,633          11,569       725             698               1,136          28% 408,622    

Durham Region 943             7,282          199             ‐              ‐              70               30               ‐                67               0% 8,591         

York Region 8,725          27               12,353       ‐              413             124             ‐              ‐                16               2% 21,658      

Town of Caledon 45               ‐              ‐              28               143             ‐              ‐                ‐              1% 216            

City of Brampton 876             ‐              122             51               8,244          1,189          18               ‐                45               49% 10,545      

City of Mississauga 5,431          ‐              158             18               3,000          18,185       281             158               136             18% 27,367      

Halton Region 50               ‐              ‐              ‐              126             679             3,634          366               39               1% 4,894         

Hamilton Region 419             37               24               ‐              84               431             987             24,427         78               0% 26,487      

External Area 220             45               66               17               198             463             95               27                 1% 1,131         

8% 0% 1% 0% 78% 11% 0% 0% 0% 100%

377,714     10,027       39,091       165             16,841       32,710       5,770          25,676         1,517          509,511    

% of Brampton Total Production

Total Attraction

2011 TTS

Planning Districts% of Brampton 

Total 

Attraction

Total 

Production

City of 

Toronto

Durham 

RegionYork Region

Town of 

Caledon

City of 

Brampton

City of 

Mississauga

Halton 

Region

Hamilton 

RegionExternal Area

Group 1 Group 2 Group 3 Group 4 Group 5 Group 6 Group 7 Group 8 Group 9

City of Toronto 334,435     3,016          37,356       1,835          4,756          13,387       2,220          1,182           ‐              27% 398,187    

Durham Region 501             9,329          13               ‐              ‐              ‐              ‐              ‐                ‐              0% 9,843         

York Region 10,051       394             15,733       ‐              689             98               ‐              6                   ‐              4% 26,971      

Town of Caledon 28               ‐              ‐              1,134          ‐              ‐              ‐              ‐                ‐              0% 1,162         

City of Brampton 859             ‐              137             ‐              8,581          1,119          56               ‐                ‐              49% 10,752      

City of Mississauga 3,982          30               161             ‐              3,503          21,886       621             134               ‐              20% 30,317      

Halton Region 20               ‐              ‐              11               53               846             5,005          831               ‐              0% 6,766         

Hamilton Region 229             ‐              15               ‐              30               223             584             26,847         ‐              0% 27,928      

External Area ‐              ‐              ‐              ‐              ‐              ‐              ‐              ‐                ‐              0% ‐             

8% 0% 1% 0% 80% 10% 1% 0% 0% 100%

350,105     12,769       53,415       2,980          17,612       37,559       8,486          29,000         ‐              511,926    

2011 M

odel 

Total Attraction

Planning Districts% of Brampton 

Total 

Attraction

Total 

Production

% of Brampton Total Production

Table 5: TTS vs. Updated Model - 2011 P.M. Peak Period Trips for Local Transit Only

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Although the total modeled transit trips (internal to Brampton) are within 4% of the 2011 observed transit trips, there are substantial variations between the super zones. The most significant discrepancy exists in trip attractions to super zone 1 (Downtown Brampton), which is under represented by close to 70%, and subsequently, super zone 2 and 3 which exhibit significantly higher trip attractions. The model does not contain any explicit input file or “lever” that can be used to correct this imbalance, thus a number of different methodologies can be implemented to address this issue. For example, introducing more refinement to the super zone geography (such as the tier 2 super zone system) within the City, will allow the implementation of different municipal adjustment factors. In addition, new categories in the transit mode split lookup table (ms_input.prn) can be created to capture the uniqueness of Downtown Brampton. The final methodology will be arrived upon after a detailed assessment and is best suited for Stage 2 of the model update.

Super Zone 1 2 3 4 5 6 Total Mod/Obs

1 151 317 366 318 661 2 1,815 1.10

2 75 172 225 161 240 1 874 1.33

3 87 84 184 147 78 - 580 0.65

4 236 665 971 915 840 2 3,629 1.19

5 156 293 165 189 822 5 1,630 0.84

6 2 10 6 6 29 - 53 1.06

Total 707 1,541 1,917 1,736 2,670 10 8,581 1.04

Mod/Obs 0.31 1.40 1.88 1.22 1.12 0.42 1.04 1.04

2011

Model

Super Zone 1 2 3 4 5 6 Total

1 598 204 156 245 454 - 1,657

2 137 200 - 73 247 - 657

3 286 85 304 192 23 - 890

4 700 299 480 762 773 24 3,038

5 531 310 78 156 854 - 1,929

6 27 - - - 23 - 50

Total 2,279 1,098 1,018 1,428 2,374 24 8,221

2011

TTS

Issue: Transit trip imbalance

Stage 2 Update

Table 6: TTS vs. Updated Model - 2011 P.M. Peak Period Transit Trips (City of Brampton Only)

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3.6 Assignment

3.6.1 Auto Assignment The model’s auto performance was tested against a number of screenlines across the City. The screenlines are shown in Figure 5.

ns Table 7 and Table 8 compare the model’s auto assignment against observed counts for the P.M. peak hour.

Figure 5: Screenline Definitions

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* The GEH statistic is used to measure the amount of error in the simulated results versus the actual observed volumes. Good – GEH<5; Acceptable – 5<GEH<10; Not Acceptable – GEH>10

Good – GEH<5; Acceptable – 5<GEH<10; Not Acceptable – GEH>10

ID Target (Obs.) Model Modelled Ratio

# Auto Volume Capacity Volume Model/Obs

52A - Caledon boundary - W. Churchill to Heart Lake Northbound 31 2,164 9,150 2,184 20 1.01 0.4

52B - Hwy 410 South of Mayfield Northbound 61 1,697 3,600 2,230 533 1.31 12.0

52C - Caledon boundary - Dixie to Hwy 50 Northbound 63 3,457 9,200 4,663 1,206 1.35 18.9

South of Wanlass/Conservation Drive - W. Churchill to Heart Lake Northbound 11 3,456 9,450 2,423 -1,033 0.70 19.0

South of Countryside - Dixie to Hwy 50 Northbound 13 2,459 6,600 2,240 -219 0.91 4.5

84A - South of Bovaird - Heritage to South Lake Northbound 41 5,561 10,050 5,323 -238 0.96 3.2

84B - Hwy 410 South of Bovaird - Northbound 43 4,574 5,400 4,601 27 1.01 0.4

84C- South of Bovaird/Castlemore - Nasmith to Clarkway Northbound 45 5,897 13,800 7,275 1,378 1.23 17.0

South of Queen - W. Churchill to Rutherford Northbound 1 6,320 8,950 6,515 195 1.03 2.4

South of Queen - West Rd to Hwy 50 Northbound 5 4,705 7,300 4,581 -124 0.97 1.8

South of Steeles - W. Churchill to Hwy 410 Northbound 51 5,527 8,550 5,415 -112 0.98 1.5

42- Brampton/Mississauga Northbound 21 26,259 32,300 23,866 -2,393 0.91 15.1

31A- Brampton/Halton Westbound 33 7,093 11,850 8,065 972 1.14 11.2

West of Chinguacousy/Mavis Westbound 53 1,502 4,800 1,541 39 1.03 1.0

Highway 407 & Steeles Av at the Credit River Westbound 55 5,681 9,000 6,976 1,295 1.23 16.3

72A - E. of Hurontario Westbound 7 15,775 21,100 16,313 538 1.03 4.2

73- East of Hwy 410 Westbound 23 19,321 27,800 20,462 1,141 1.06 8.1

33B - Brampton/York Westbound 9 13,156 17,800 13,240 84 1.01 0.7

134,604 216,700 137,913 3,309 1.02 9.0

Model-Obs GEHScreenline

PM Peak Hour

Total

ID Target Model Modelled Ratio

# Auto Volume Capacity Solume Model/Obs

52A - Caledon boundary - W. Churchill to Heart Lake Southbound 32 1,817 7,350 1,513 -304 0.83 7.5

52B - Hwy 410 South of Mayfield Southbound 62 974 3,600 981 7 1.01 0.2

52C - Caledon boundary - Dixie to Hwy 50 Southbound 64 2,185 9,200 2,766 581 1.27 11.7

South of Wanlass/Conservation Drive - W. Churchill to Heart Lake Southbound 12 2,995 9,450 1,853 -1,142 0.62 23.2

South of Countryside - Dixie to Hwy 50 Southbound 14 1,609 6,600 1,127 -482 0.70 13.0

84A - South of Bovaird - Heritage to South Lake Southbound 42 3,814 10,050 3,590 -224 0.94 3.7

84B - Hwy 410 South of Bovaird - Southbound 44 2,293 5,400 3,228 935 1.41 17.8

84C- South of Bovaird/Castlemore - Nasmith to Clarkway Southbound 46 4,601 13,800 4,289 -312 0.93 4.7

South of Queen - W. Churchill to Rutherford Southbound 2 4,048 8,950 3,938 -110 0.97 1.7

South of Queen - West Rd to Hwy 50 Southbound 6 2,771 7,300 2,522 -249 0.91 4.8

South of Steeles - W. Churchill to Hwy 410 Southbound 52 4,014 8,550 3,762 -252 0.94 4.0

42- Brampton/Mississauga Southbound 22 16,322 32,300 15,160 -1,162 0.93 9.3

31A- Brampton/Halton Eastbound 34 4,110 11,850 5,243 1,133 1.28 16.6

West of Chinguacousy/Mavis Eastbound 54 1,195 4,800 1,188 -7 0.99 0.2

Highway 407 & Steeles Av at the Credit River Eastbound 56 4,667 9,000 5,662 995 1.21 13.8

72A - E. of Hurontario Eastbound 8 13,065 20,600 11,722 -1,343 0.90 12.1

73- East of Hwy 410 Eastbound 24 13,179 26,400 14,346 1,167 1.09 9.9

33B - Brampton/York Eastbound 10 9,474 17,800 10,361 887 1.09 8.9

93,132 213,000 93,251 119 1.00 0.4

Screenline

PM Peak Hour

SUM

Model-Obs GEH

Table 7: P.M. Peak Hour and Peak Direction Comparison of Observed vs. Updated Model Auto Assignment

Table 8: P.M. Peak Hour and Off-Peak Direction Comparison of Observed vs. Updated Model Auto Assignment

*

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Given the strategic nature of the BSGM and the significant variation that can be expected at individual screenlines due to localized congestion and routing choices, the model performs reasonably well. Of note, the original (prior to the updates listed in this report) 2011 model under reported 2,800 vehicles in the peak direction, and over reported 460 vehicles in the off-peak direction. Table 6 and 7 show that there exist substantial discrepancies at some individual screenlines (GEH>10). However, none of those screenlines are operating close to capacity, which suggests that the model’s performance is not distorting the current capacity constraints in the system. Figure 6 shows the 2011 observed and modeled volume-to-capacity ratios (v/c) across the screenlines, for the peak direction.

In the peak direction, only Screenline # 43 and Screenline # 21 have an observed v/c ratio of greater than 0.8 in; and, only screenline #43 exhibits a modeled v/c ratio of greater than 0.8. The analysis suggests that there is enough surplus capacity in the system to handle the P.M. peak hour demands. Of note, the screenlines used in the model traverse a wide area with substantially varying land uses. This tends to smooth out capacity deficiencies in the system. A problem compounded by the fact that strategic link level models do not capture local traffic operation issues well.

Figure 6: 2011 Updated Model and Observed Screenline VC Ratios - Peak Direction

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Thus, temporary congestion along key corridors such as Queen Street is not accurately represented through the screenline analysis. In the off-peak direction all the screenlines exhibit a v/c ratio of lesser than 0.8. Table 9 documents some key system metrics of the 2011 road network. These metrics will be also be used for benchmarking future network performance. Table 9: 2011 Updated Model System Metrics

System Metrics Year: 2011

Daily Vehicle Kilometers Traveled (VKT)* 10,819,960

Daily Vehicle Hours Travelled (VHT)* 199,198

Total Lane Kms 3,565

% VKT on v/c>0.8 3,084,929

% VHT on v/c>0.8 59,357

% Congested Lane Kms (v/c>0.8) 271

GHG Emissions 1141 kt**

*peak hour to daily conversion done using a multiplier of 10 **GHG emissions estimated for auto mode only

3.6.2 Highway 407 Performance Highway 407 runs along the southern boundary of the City of Brampton and plays a significant role in moving traffic to, from, and through the City. Given its importance and unique nature (toll road), a comparison of the 2011 modeled P.M. peak hour volumes and observed traffic was completed and is presented below in Table 10. Table 10: Comparison of Highway 407 P.M. Peak Hour Assignment - Updated Model to Observed Counts

Station Location

2011 Cordon Count 2011 Modeled GEH

EB WB EB WB EB WB

Highway 407 at Peel/York Boundary 5,323 8,148 6,066 6,072 10 25

Highway 407 East of Highway 410 3,561 5,244 5,307 7,068 26 23

Highway 407 East of Highway 10 3,762 5,942 4,881 7,195 17 15

Highway 407 at Credit River 3,372 4,613 4,511 6,016 18 19

Highway 407 West of Winston Churchill Blvd

1,912 3,994 3,609 5,238 32 18

Total 17,930 27,941 24,374 31,589 44 21

Good – GEH<5; Acceptable – 5<GEH<10; Not Acceptable – GEH>10 Results presented in Table 9 show that the model significantly over estimates 2011 P.M. peak hour volumes along Highway 407. This problem is not specific to the BSGM only; it is systemic to all the models built in the GTHA. The issues surrounding this over estimation are both fundamental (such as value-of-time estimates, different users have different value-of-times etc.) and operational (ramp penalties etc.).

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Further, travel behavior generally suggests that users on average will not use a toll highway to make short distance trips given the explicit out-of-pocket costs associated with the trip. Using this as a basis, the trip length frequency distribution along Highway 407 was computed for the updated 2011 model, and is shown in Figure 7.

The updated 2011 model estimates an average trip length of 11.36 kms for trips along Highway 407, as compared to an average of 19.48 kms reported by the Ministry of Transportation (MTO) at the 17th International EMME Users Conference (2003). The increase in congestion on the network between the 2003 Study and 2011 would have subsequently resulted in a rise in value-of-time relative to toll costs, thus making Highway 407 potentially more attractive to short distance trips; however, a nearly 41% increase in trip lengths is highly unlikely. The significant over estimation of modeled volumes along Hwy 407 (Table 9) and the relatively short average trip lengths (Figure 6) suggests that the highway is being used by a number of short distance trips. We strongly recommend addressing this issue in Stage 2 of the model update, using a “step function” approach that we have recently implemented for the York Region model.

Average Travel Length: 11.36 kms

Issue: Hwy 407 over estimation

Stage 2 Update

Figure 7: 2011 Updated Trip Length Frequency Distribution - Highway 407

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3.6.3 Travel Times in Key Corridors Modeled travel times along key corridors in the City were compared to the 2010 Travel Time Survey conducted by MTO, and the results are presented in Table 11. The results reflect the updates that were carried out to the volume-delay-function definitions (shown in Appendix A), and the refinement of the auto and transit network.

The updated 2011 model shows significant improvement over the original 2011 model, although the total congested travel times (227 mins vs. 266.5 mins) are 15% faster than observed, in the peak direction. Of note, in the original 2011 model, the estimated congested travel times were 22% (207.8 mins vs. 266.57 mins) faster than observed values, in the peak direction. As shown in Table 10 there is room for improving the model’s congested travel time estimates. The improvements can be implemented by introducing node delays in the model or through an accurate representation of traffic operations in the corridor by adjusting link capacity. A table showing potential per lane capacity estimates stratified by road classification, surrounding land use, and traffic operations is presented in Appendix D, for discussion purposes. The appropriate methodology will be reviewed and implemented in Stage 2 of the model update.

Travel Time Survey 2011 Model Model / Survey Travel Time Survey 2011 Model Model / Survey

Airport Rd Steeles Ave and Mayfield Rd 12.10 12.42 1.03 15.12 9.47 0.63

Bovaird Dr Adamson St and Airport Rd 26.15 20.75 0.79 26.25 18.38 0.70

Bramalea Rd Steeles Ave and Bovaird Dr 8.53 7.90 0.93 10.02 7.07 0.71

Castlemore Rd Airport Rd and County Road 50 8.28 6.88 0.83 8.23 6.81 0.83

Chinguacousy Dr Steeles Ave and Mayfield Rd 13.33 13.18 0.99 13.43 11.85 0.88

Dixie Rd Hwy 407 and Mayfield Rd 15.72 13.31 0.85 14.08 12.12 0.86

Goreway Dr Steeles Ave and Castlemore Rd 7.82 8.24 1.05 8.05 6.05 0.75

Hurontario St /Main St

Derry Rd and Mayfield Rd 23.53 17.80 0.76 14.22 15.15 1.07

Hwy 50 Steeles Ave and Mayfield Rd 13.43 14.94 1.11 11.73 10.86 0.93

Kennedy Rd Derry Rd and Queen St 11.63 7.67 0.66 8.30 6.05 0.73

Mayfield Rd Winston Churchill Blvd and Hwy 50 26.23 25.03 0.95 26.97 23.22 0.86

Mississauga Rd Steeles Ave and Mayfield Rd 13.15 12.09 0.92 10.28 9.88 0.96

Queen St/Embleton Rd Winston Churchill Blvd and Hwy 50 34.87 27.24 0.78 33.27 25.11 0.75

Steeles Ave Winston Churchill Blvd and Hwy 50 34.62 23.94 0.69 29.58 20.90 0.71

The Gore Rd Castlemore Rd and Hwy 50 7.53 6.37 0.85 7.05 5.29 0.75

Winston Churchill Blvd Steeles Ave and Guelph St 9.65 9.78 1.01 8.55 8.15 0.95

266.57 227.54 0.85 245.13 196.36 0.80

Model / Survey

44% 7 within 10% 4 25%

69% 11 within 20% 8 50%

88% 14 within 30% 15 94%

Model / Survey

31% 5 within 10% 1 6%

50% 8 within 20% 5 31%

88% 14 within 30% 9 56%

Peak Direction Off‐Peak Direction

Summarized Results ‐ 2011 Model Post Update

Summarized Results ‐ 2011 Original Model

Total

Peak Direction Off‐Peak Direction

Roadway SegmentPeak Direction (N/W) Off-Peak Direction (S/E)

Issue: Lower travel times

Stage 2 Update

Table 11: 2011 Updated Model Travel Time Comparisons

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3.6.4 Transit Assignment The City of Brampton’s transit system is composed of two primary services. First, regular bus services; and second, the express Zum service along Main /Hurontario Street, and Queen Street. Figure 8 shows the P.M. peak period ridership across all the transit services within the City.

The key transit conduits in the City lie along existing and planned Zum corridors like Queen Street, Main/Hurontario Street, Steeles Avenue, and Bovaird Drive. Since the Steeles Avenue service started post 2011 it is highlighted as a future corridor (dashed line) along with the service on Bovaird Drive that is planned for early 2014. Table 12 compares the modeled to observed 2011 boardings in the P.M. peak period for 43 different transit routes in the City, including the Queen Street and Main/Hurontario Street Zum. The graph at the bottom of the table displays the difference between the modeled and observed boardings for each of the 43 transit lines. The blue bar represents higher model boardings, whereas the red bar represents lower model boardings. The BSGM estimates 975 more peak period boardings along the Edenbrook line when compared to observed counts. This over estimation is primarily due to the transit trip distribution patterns witnessed in Table 5, where transit trip attractions to super zone # 2 and # 3 were significantly over reported. Assessing the BSGM’s transit performance coupled with the transit trip distribution patterns it becomes apparent that either the 2011 TTS data or the 2011 boarding data is inaccurate. This is because although the BSGM is producing more P.M. peak

Figure 8: P.M. Peak Period Ridership in the City of Brampton - 2011 Updated Model

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period transit trips, it is 8% lower on the total boardings, especially in some key corridors such as Steeles Avenue and Queen Street. Given the rigor instituted by the City in collecting transit data it is reasonable to assume that the 2011 TTS, which is currently in a pre-release format, is under predicting P.M. peak period transit travel to, from, and within the City. The original 2011 P.M. peak period model under reported boardings by close to 15%.

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1 Queen 1,843 631 0.34 34

2 Main 771 809 1.05 1

3 McLaughlin 814 480 0.59 13

4 Chinguacousy 1,426 1,186 0.83 7

5 Bovaird 1,847 2,135 1.16 6

7 Kennedy 1,985 2,174 1.10 4

8 Centre 596 127 0.21 25

9 Vodden 357 941 2.64 23

10 South Industrial 161 73 0.46 8

11 Steeles 3,168 2,079 0.66 21

12 Grenoble 309 514 1.66 10

13 Avondale 110 8 0.07 13

14 Torbram 1,206 2,246 1.86 25

15 Bramalea 1,220 983 0.81 7

16 Southgate 197 38 0.19 15

17 Howden 323 111 0.34 14

18 Dixie 1,562 1,679 1.07 3

19 Fernforest 402 160 0.40 14

20 East Industrial 147 25 0.17 13

21 Heart Lake 38 30 0.80 1

23 Sandalwood 984 545 0.55 16

24 Van Kirk 223 524 2.35 16

25 Edenbrook 95 981 10.33 38

29 Williams 594 454 0.76 6

30 Airport Road 1,089 1,026 0.94 2

31 McVean 49 136 2.77 9

32 Father Tobin 107 114 1.06 1

33 Peter Robertson 68 84 1.23 2

40 Central Industrial 88 50 0.56 5

50 Gore Road 411 295 0.72 6

51 Steeles West 419 439 1.05 1

52 McMurchy 712 32 0.04 35

53 Oaklea 271 189 0.70 5

54 James Potter 394 172 0.44 13

92 Bramalea GO 29 87 3.00 8

115 Airport EXPRESS 169 508 3.00 18

501 Zum Queen 3,660 2,998 0.82 11

502 Zum Main 2,108 2,638 1.25 11

29,952 27,701 0.92 13Total

NumberModel

BoardingsModel /

ObservedRoute GEH

2011 Observed Boardings

Table 12: P.M. Peak Period Modeled vs. Observed Boardings - 2011

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Figure 9 highlights nodes with significant boardings and alightings in the City. Nodes with the highest transit activity lie along Steeles Avenue, Main/Hurontario Street, and along Bovaird Drive west of McLaughlin Road, which are all existing or planned Zum corridors, thus corroborating the transit planning efforts being undertaken by the City.

3.6.5 Zum Performance Results in Table 12 indicated that the BSGM is estimating 18% fewer boardings along Queen Street Zum and close to 25% more boardings along Main/Hurontario Street. The local transit trip distributions (Section 2.5) between the City of Brampton and the rest of the GTHA (Table 4), as well as within the City of Brampton (Table 5) do not highlight any significant underreporting of transit trips that could explain the fewer boardings being witnessed on Queen Street Zum. However, there are a number of other transit routes operating in the Queen Street corridor that could be potentially competing with the Zum system. Given that in the future all non-express routes will be removed from the Zum corridors this “cannibalizing” of trips is not expected to be an issue. The Main/Hurontario Street Zum is over reporting boardings by a little over 500 in the P.M. peak period, which can be primarily attributed to the higher trip attractions from the City of Mississauga. This is not a very critical issue and is expected to resolve itself as further refinements are carried out in Stage 2 of the model update.

1,000

2,000

2,500

Figure 9: 2011 P.M. Peak Period Updated Model Boardings and Alightings

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Appendix A. Changes to Auto Network

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Links with VDF Update

Links without VDF Update

Legend

Number closer to link indicates the updated VDF

VDF Update

VDF Changes:

fd12 = ul2 * 80 (20% reduction in freeflow speeds)fd33 = ul2 * 90 (10% reduction in freeflow speeds)fd34 = ul2 * 90 (10% reduction in freeflow speeds)

Page 27: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

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Speed Update

Page 28: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

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Links with Lane Capacity Update

Links without Lane Capacity Update

Legend

Number closer to link indicates the updated lane capacity

Lane Capacity Update

Page 29: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

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Links with Lane Number Update

Links without Lane Number Update

Legend

Number closer to link indicates the updated lane number

Number of Lanes Update

Page 30: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

MODEL VALIDATION | NOVEMBER 2013

25

CITY OF BRAMPTON

TRANSPORTATION MASTER PLAN UPDATE

Appendix B. Changes to Transit Network

Page 31: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

MODEL VALIDATION | NOVEMBER 2013

26

CITY OF BRAMPTON

TRANSPORTATION MASTER PLAN UPDATE

Transit Lines with Updated Headways based on 2011 Frequency Guide

2 Main 20 10

3 McLaughlin 15 20

4 Chinguacousy 10 15

5 Bovaird 10 20

14 Torbram 10 20

15 Bramalea 10 30

16 Southgate 30 20

19 Fernforest 20 30

23 Sandalwood 15 30

50 Gore Road 20 40

52 McMurchy 20 15

Original Headwaysin Model

2011Frequency Guide

Route Number Route Name

New Transit Lines

501

501A

502 Zum Main

21 Heart Lake

29 Williams

31 McVean

32 Father Tobin

33 Peter Robertson

51 Steeles West

53 Oaklea

54 James Potter

115 Airport EXPRESS

Route Number Route Name

Zum Queen

Deleted Transit Lines

6 Mackay

22 Springdale

26 Fletchers Meadow

77 Finch Subway

91 GO A

Route Number Route Name

Page 32: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

MODEL VALIDATION | NOVEMBER 2013

27

CITY OF BRAMPTON

TRANSPORTATION MASTER PLAN UPDATE

Page 33: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

MODEL VALIDATION | NOVEMBER 2013

28

CITY OF BRAMPTON

TRANSPORTATION MASTER PLAN UPDATE

Appendix C. Special Generators

Page 34: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

16231624

1625

1626

1627

1628

1629

1630

1631

1632

1633

1634

1635

1636

1637

16381639

1640

1641

1642

1643

1644

1645

16461647

1648

1649

1650

1651

1652

1653

1654

1655

1656

1657 1658

1659

1660 1661

16621663

1664

1665

1666

1667 1668

1669 1670 16711672

1673

1674

1675

16761677

1678

1679 1680

1681

1682

1683

1684

1685

16861687

1717

17181719

1720

1721

1722

1723

1724

1725

1726

1727

1728

17291730

1731

17321733

1734

1735

1736

1737

1738 1739 17401741

1742

1743 1744

1745

1747

1748

1749

1750

1801

1802

1803

18041805

1806 1807

1808

1809

1810 1811

1812

18131814

1815

1816

1817 18181819

1820

1821

18221823

1824

18251826

1827 1828

1829 1830

1831

1832

1833

1834

18351836

1837

1838

1839

18401841

1842

1843

1844

1845 18461847

1848

1849

18501851

1852

18531854

1855

18561857

1858

1859

1860

18611862

1863

1864

1865

1866

1867

1868

1869

1870

1871

1872

18731874

1875

1876

1877

1878 1879

1880

1881

1882

1883

1884

1885

18861887

1888

1889

1890

1891

1892

1893

1894

1895

1896

1897

1898

1899

1900

1901

1902

1903

1904

1905

1906

19071908

1909

1910

1911

19121913

1914

19151916

1917

19181919

1920

1921

1922

1923 1924

1926

1927

1928

1929

1930

1931

1932

1933

1934

1935

1936

1937

1938 1939

1940

Special Generators

Legend:

Special Generators

Trinity Commons

Bramalea City CentreBrampton Civic Centre

Shoppers World

Sheridan CollegeBrampton Campus

Page 35: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

MODEL VALIDATION | NOVEMBER 2013

29

CITY OF BRAMPTON

TRANSPORTATION MASTER PLAN UPDATE

Appendix D. Road Capacity Classification

Page 36: CITY OF BRAMPTON TRANSPORTATION MASTER …...MODEL VALIDATION | NOVEMBER 2013 6 CITY OF BRAMPTON TRANSPORTATION MASTER PLAN UPDATE 3.0 DEMAND REVIEW 3.1 Super Zones A two-tier system

MODEL VALIDATION | NOVEMBER 2013

30

CITY OF BRAMPTON

TRANSPORTATION MASTER PLAN UPDATE

No TWLTL

Area

Operational Class

Adjacent Lane Use

Traffic Operational Conditions

Speed

Lanes / 

Direction

Capacity/Lane

TWCLR (Y

 or N)

Capacity / Lane

N/A

Freeway

N/A

90‐110

N/A

1800

N/A

1800

N/A

Urban

 Expressway

N/A

90‐110

N/A

1800

N/A

1800

N/A

Freeway Ram

pN/A

70

N/A

1400

N/A

1400

N/A

Toll Highway

N/A

90‐110

N/A

1800

N/A

1800

N/A

Toll Highway Ram

pN/A

70

N/A

1400

N/A

1400

N/A

Freeway/Expressway HOV

N/A

90‐110

N/A

1800

N/A

1800

N/A

Freeway/Expressway HOV Ram

pN/A

70

N/A

1400

N/A

1400

N/A

Freeway/Expressway Truck Only

N/A

11000

N/A

1000

21000

N/A

1000

60‐70

1800

Y900

60‐70

2825

Y875

60‐70

3850

N/A

850

60

1700

Y800

60

2725

Y775

60

3750

N/A

750

50‐60

1600

Y700

50‐60

2625

Y675

50‐60

3650

N/A

650

50

1500

Y600

50

2525

Y575

50

3550

N/A

550

40‐50

1

40‐50

2

Local Streets

Centroid connectors

40

19999

WITH TWLTL

Brampton Transportation M

aster Plan ‐ Road

 Classification System (FO

R DISCUSSION PURPOSES)

Low to medium density 

residential/commercial development 

with direct access

All‐way stops and other traffic 

calm

ing measures

Roads providing access to local streets

Downtown/City Centre Local Roads

400

450

Close signal spacing, occassional 

illegal parking causing 

interference, some transit service

Low to medium density 

residential/commercial development 

with direct access

Collector Road

Presence of heavy transit and 

cyclists

Roads in high density 

office/commerical (CBD) with high 

pedestrian activity, parking, etc.

Downtown/City Centre Collectors

Closer signal spacing, lower level 

of signal coordination and 

greentime allocation, some transit 

service

Major Urban

 Arterial

Principle/M

ajor Arterial

Low to medium density 

residential/commercial development 

with some access

Long signal spacing and good 

signal coordination/regression

Urban

Rural

Undivided Highway/Arterial

Roads thorugh

 mostly vacant lands or 

farm

land

80

**N

ote:

A c

apac

ity p

er la

ne is

use

d fo

r m

odel

ing

purp

oses

.

Road

s thr

ough

mos

tly v

acan

t lan

ds o

rfa

rmla

nd