TRANSPORTATION IMPACT STUDY

(TIS) GUIDELINES FOR

DEVELOPMENT APPLICATIONS

Transportation and Works Department

The Regional Municipality of York
17250 Yonge Street
Newmarket, Ontario
L3Y 6Z1

August, 2007
 TRANSPORTATION IMPACT STUDY (TIS) GUIDELINE
FOR LAND DEVELOPMENT APPLICATIONS

EXECUTIVE SUMMARY

The impact of any development, large or small, on the transportation system

depends on the number of trips generated by the development and the routes
taken to/from the site. This impact is quantified by conducting a Transportation
Impact Study (TIS), also referred to as Transportation Impact Assessment (TIA).
A TIS is a specialised study that involves traffic and transportation engineering
principles and practices; therefore this study must be undertaken by a qualified
Transportation Engineering/Planning professional, and signed and sealed by a
Professional Engineer.

Depending on the scope of the development proposal, the subject TIS can take
many forms, these include:

a. Access location and Design Review

b. Small Scale Development: Transportation Impact Statement
c. Medium Scale Development: Transportation Impact Study
d. Large Scale Development: Regional Transportation Impact Analysis

Table 1 of the Appendix provides suggestions for the scale and detail of a TIS
for different development sizes.

Based on the uniqueness of each individual site and issues to be resolved, it is

highly recommended that the Consultant, prior to the commencement of a study,
contact the Development Approvals section of York Region to discuss any
issues that this study should address. The Region may suggest that the
Consultant attend a TIS initiation meeting with Regional staff.

If data and/or analyses are deemed to be missing or lack substance, the report
may be returned to the author for further revisions. To avoid potential delays
and additional work caused by this situation, it is highly recommended that the
consultant retained take the initiative to consult with the Region to discuss the
Terms of Reference for this study prior to the commencement of the study.

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The following is a brief outline of the requirements for a TIS prepared in support
of a development application or proposal. Since these are guidelines, some
sections may not apply to the particular proposal under consideration.

1. TITLE PAGE

2. COVER LETTER OR SIGNATURE PAGE

The cover letter or signature page shall be signed by a Professional

Engineer. See Appendix A for a sample Signature Page.

3. TABLE OF CONTENTS

LIST OF EXHIBITS AND TABLES

LIST OF APPENDICES

4. EXECUTIVE SUMMARY
Key findings and recommendations of the study.

5. INTRODUCTION

5.1 Identification of the Applicant

5.2 Site Location

Description of the sites location and a map showing site in area
context.

5.3 Nature of the Application

Description of the contents and purpose of the Official Plan
amendment, zoning amendment, subdivision, site plan proposal,
etc.

5.4 Summary of the Key Issues

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6. CONTEXT

6.1 Study Area

It is recommended that the Study Area be confirmed with Regional
staff before the commencement of data collection and analysis.
Relevant maps shall be included to show the study area. Typically
the study area should include all Local, Regional and Provincial
roads, expressways, intersections, interchanges, transit services
and facilities, etc., which will be affected by the proposed
development.

6.2 Proposed Land Use on the Site

A description of the type of land uses proposed, including the size
of the individual land use components expressed in units related to
transportation analysis (e.g., floor area, number of residential units,
population, employment, number of parking spaces, etc.). Special
attention should be paid to gross vs. net definitions.

A site plan or concept drawing that shows the site layout and
proposed accesses.

Identification of any phasing schemes and schedule of

implementation with their associated land use statistics.

The expected dates of completion and full occupancy of the

ultimate development and of any interim phases, if known.

6.3 Other Developments in the Study Area

Identify and include in the analysis other Site Plan and subdivision
developments under construction, approved or in the approval
process within the study area or those in whose study area the
subject site falls, along with the type and size of development. The
consultant must obtain details on these developments from the
local municipal Planning Department or the Region.

6.4 Transportation System

Include map(s) to show the existing and proposed transportation
system in the study area.

The system should be outlined, including:

i. Existing and proposed roads, jurisdiction, number of

lanes, posted speed limits;

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ii. Existing and proposed signalized intersections, lane

configuration, restrictions on movements;

iii. Existing railway crossings, specifically where parking

facilities are provided such as GO train stations;

iv. Locations with critical horizontal and vertical grades;

v. Other traffic controls, restrictions on movements;

vi. Heavy vehicle (truck) restrictions;

vii. Existing and proposed transit routes and service

frequencies;

viii. Existing transit stops and stations;

ix. Adjacent and opposite driveways and other site

accesses. Spacing between driveways and accesses;

x. Existing and proposed pedestrian crossings and

facilities. Pedestrian safety issues and concerns;

xi. Existing and proposed cycling lanes;

xii. Other large scale traffic generators such as schools,

parks, stadiums, shopping centres and parking facilities;

xiii. Other features of interest.

6.5 Committed and Proposed Transportation Improvements

Identify the nature and timing of such transportation system
improvements within the study area or which may affect
transportation to/from the proposed development.

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7. TRAVEL DEMAND

7.1 Horizon Years

Table 1 shows typical horizon years for different size developments.

Table 1: Typical Horizon Years

Small Development: < 500 peak total trips Opening Year or 5 Years
(whichever is the maximum)

Medium Development : Opening Year

>= 500 and < 1000 peak total trips 5 Years after opening

Large Development : >= 1000 peak total trips Opening Year

5 Years after opening
10 Years after opening

Multiphase Development After each phase

5 Years after last phase
10 Years after last phase **

Notwithstanding the guidelines in Table 1 horizon years should be

confirmed with Regional staff before the commencement of the study.

** - With a large multiphase development, the initial traffic study shall

analyze all phases of the development, to the extent possible. The TIS
should be updated as the development progresses and more accurate
information becomes available. If separate TIS studies are conducted for
future phases then the traffic generated by previous phases of the
development shall not be added to background traffic but shall be
considered as part of development traffic.

7.2 Time Periods for Analysis

Table 2 contains general guidelines on typical Time Periods for different

types of developments.

The peak hours will be identified on the basis of the worst-case

combination of site-generated trips plus background traffic/transit
volumes across the study area.

Other peak hours, such as weekday noon hour, Saturday/Sunday

afternoons or Friday evenings for retail/commercial uses, should be

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examined to see if they will result in a worst-case situation in any

respect.

A noon time peak hour may have to be analyzed for developments

containing eating establishments, particularly fast food outlets.

If truck traffic generated by a site is significant, then the times and

volumes should be specified and included in the analysis.

Table 2: Typical Time Periods

Commercial PM Peak
Saturday peak
Residential AM Peak
PM Peak
Employment AM Peak
PM Peak
Institutional Site specific
Industrial Site specific

Notwithstanding the guidelines in Table 2 Time Periods should be

confirmed with Regional staff before the commencement of the study.

7.3 Existing Traffic Volumes

The existing balanced traffic volumes for links and intersections in the
study area should be shown on a figure. The volumes should be based
on the most recent traffic counts available. The consultant should conduct
additional traffic counts where existing count data is more than two years
old or where existing data appears to be anomalous or insufficient.
Transit routes should be based on the peak points of the routes involved.

If recent counts are not available, new data must be collected to cover the
time periods of 7:00-10:00, 11:00-14:00 (as applicable) and 15:00-18:00
on a typical weekday, plus any other relevant peak period. Such a peak
period may include Friday nights or Saturday/Sunday afternoons for major
shopping centres and movie theatres.

7.4 Background Traffic/Transit Volumes

Existing traffic/transit volumes should be adjusted to account for growth

between the date of the counts used and the horizon year(s).

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Background traffic growth rates and background growth volume estimates

shall be based on any combination of the following techniques in a
manner that is approved by the Region:

o Historical growth rates established with historical counts (minimum

of the past 3 years) may be used in areas where the expected
growth is representative of the past growth. Analysis to determine
historical growth rates shall be shown.

o Consideration of traffic from approved and pending developments

in areas where the historical trend is judged by the Region not to be
appropriate. This may be accomplished through:

o Baseline historical growth rate plus explicit consideration of

development traffic from relevant and applicable Secondary
Plan studies, as well approved and pending Subdivision and
Site Plan developments in whose study areas the subject site is
located, or
o Forecast data obtained from the Regions Travel Demand
Forecasting model, or

o Minimum annual growth rates shall be 2 %, unless supporting

analysis can justify a lower rate.

A map/s shall be provided that illustrate/s the study area boundaries of

relevant Secondary Plan studies as well as approved and pending
Subdivisions and Site Plans in whose study areas the subject site is
located.

Any assumptions shall be documented and justified.

Figure/s that shows the background traffic for each Time Period shall be
provided.

7.5 Site Generated Traffic/Transit Volumes

Traffic volumes expected to be generated by the proposed development

shall be forecast using the latest edition of the ITE Trip Generation
Manual, unless local and more reliable trip generation data is available.

Trip generation parameters shall be selected using the principles as

described in Chapter 3 of the ITE Trip Generation Handbook.

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The estimation of traffic volumes shall be based on the full build-out

condition and/or maximum land use intensity allowed under existing
zoning regulations.

Adjustments to trip generation rates and generated traffic volumes to

account for internal traffic, pass-by traffic and increased modal splits is
permitted provided that assumptions are clearly documented and
justified, and illustrated in separate diagrams.

Any soft parameters where there is significant uncertainty or a range of

possible values should be subjected to sensitivity analysis unless a
demonstrated worst-case situation is assumed.

As a general rule a reduction in trip generation rates as a result of

increased transit use shall only be permitted for office, employment and
residential uses.

Acceptable modal split parameters should be confirmed with Regional

staff prior to the study.

Provide a summary table that lists each type of land-use, corresponding

size (e.g. sq ft, number of units, number of employees etc.), applied trip
generation rates, total trips generated and trip reductions for each of the
study Time Periods.

Provide trip distribution analysis. All trip distribution assumptions must be

documented and justified. Due consideration should also be given to
potential differences in trip distribution patterns associated with different
time periods, days of the week and development land-use types.

7.6 Total Traffic/Transit Volumes

Figure(s) should be presented indicating the assignment of all site-

generated traffic volumes and pass-by volumes (if applicable) separately
to the local road network, as well as to the individual site access locations.

For each Time Period include figures that summarize:

a) Existing traffic/transit volumes;

b) Existing plus background growth for each horizon year; and,

c) Existing plus background growth plus site-generated volumes for

each horizon year.

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d) By-pass traffic (if applicable)

e) Site primary traffic

f) Total site traffic

Any major transportation improvements, committed or planned within the

study horizon, which may significantly affect the travel demand pattern
associated with the development proposal should be considered.
Scenarios with and without such improvements should be summarized as
appropriate.

8. EVALUATION OF IMPACTS

The evaluation of impacts shall be conducted for all of the time periods of
each horizon year. The existing situation, existing plus background
growth and existing plus background growth plus site-generated traffic
should be included, including the scenarios with and without any relevant
major transportation system improvements.

8.1 Traffic Impacts

All site access locations and all relevant signalized and major
unsignalized intersections in the study area shall be evaluated. The
operational analysis for proposed signalized intersections shall be
conducted using the Synchro traffic analysis software. Where
appropriate the results of the Synchro analysis shall be supplemented
with the results of SimTraffic analysis. The Synchro and SimTraffic
evaluations shall be supplied to York Region as part of the TIS
submission, both in digital and hardcopy format. Should these software
applications be unavailable to the consultant, then the consultant is
required to contact the Region to discuss possible alternatives. For the
analysis of unsignalized intersections, in addition to Synchro, the
Highway Capacity Software (HCS) may be used. The analysis of
unsignalized intersections should be supplemented by field studies,
including: gap survey, queue reach survey, etc. Additionally, high
collision locations shall be analysed to determine if the proposed
development will contribute to an already existing problem.

All assumptions concerning lane configurations, saturation flows,

pedestrian activity, cycle lengths, signal phasing and signal timings shall
be documented. The consultant shall confirm that any assumptions are

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in conformance with The Regional Municipality of York standards and/or

practices. Saturation flows above industry standard will not be accepted
unless substantiated through surveys of existing conditions.

Existing scenarios shall be analyzed using existing Regional offset, signal

timing and phasing parameters. These can be obtained from the Regions
Traffic Signal group. Any recommendations to improve existing traffic
operations should be documented and should be cleared with Regional
staff before being used in the analysis to reference the Existing scenario.

When analyzing background and future development scenarios some

degree of optimization in signal timing design is permitted as long as it
falls within accepted Regional constraints and parameters. Any changes
in lane configuration (e.g. double left turn lanes) and signal phasing (e.g.
advance left turn phases) require prior clearance by Regional staff.

For all intersections, for all movements traffic volumes, volume/capacity

(V/C) ratios, LOS indicators and 95th percentile queue lengths shall be
clearly documented in a Table. Critical intersections and movements
shall be highlighted. Critical intersections and movements include:

a) An intersection where the overall volume/capacity ratio will

exceed 0.85 in urban areas or 0.70 in rural areas;

b) An individual movement volume/capacity ratio will exceed 0.85

in urban areas or 0.70 in rural areas;

c) An exclusive turning movement which will result in queues

exceeding the available storage space;

d) Exclusive left- and right turn lanes that are inaccessible due to
the length of queues in the adjacent through lanes

This information shall be presented for each Time Period for the:

a) Existing situation;

b) Existing plus background growth for each horizon year; and

c) Existing plus background growth plus the site-generated traffic

and for each horizon year.

All intersections or individual movements identified as critical shall be

discussed in terms of contribution of the development proposal to the
situation, possible remedial measures, a recommended solution and the

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effectiveness of the solution towards resolving the situation. In general,

the objective shall be to ensure that no new critical movements are
created by the development and that critical movements which exist
without the addition of site-generated traffic are not worsened by the
development proposal.

All exclusive turning lanes used by site-generated traffic shall be

examined to ensure adequate storage space.

All proposed new traffic signals shall be evaluated in terms of signal

warrants, distance from other signals, effects on existing signal
coordination, likely timing of implementation, sight lines etc.

All proposed adjustments to cycle lengths, signal phasing and signal

timing shall be evaluated in terms of pedestrian crossing time, effect on
queue lengths and adequacy of existing storage, modifications required to
existing signals and controllers and effects on existing signal coordination.
These adjustments must consider additional phases, pedestrian
requirements, any special phasing such as railway pre-emption and
transit priority.

All methodologies and assumptions shall be documented as to source

and their use shall be justified.

8.2 Transit Impact Analysis

Existing transit services should be evaluated in terms of available capacity

and need for increased service. The need for new transit services should
be evaluated if the development is of significant scope and would impact
the existing transit network. The consultant should coordinate with York
Region Transit (YRT) with regards to potential transit impacts and
mitigation measures.

Pedestrian access to transit services from the proposed development

shall be evaluated and desirable improvements to the site plan to facilitate
access should be noted and/or recommended.

Any impacts on transit operations caused by site-generated traffic shall be

identified and suitable remedial measures noted and recommended.

Any required relocation of transit facilities, such as bus stops, shall be

identified and alternative locations determined and evaluated regarding
their effect on traffic and transit operations.

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8.3 Safety Analysis

Identification of potential safety or operational issues associated with the

following, as applicable:

Weaving;
Merging;
Collision history;
Corner clearances;
Sight distances;
Vehicle-pedestrian conflicts;
School crossings;
Traffic infiltration;
Access conflicts;
Cyclist movements;
Heavy truck movement conflicts; and,
Any other issue identified by Regional staff or the consultant.

9. REMEDIAL MEASURES

All transportation systems improvements identified as necessary or

desirable to serve the proposed development shall be listed and the timing
of the implementation shall be identified.

All road improvements shall be shown on a conceptual drawing indicating

dimensions, required pavement widenings, required right-of-way
widenings and significant constraints identified; such as major utility
relocations.

Potential Travel Demand Measures (TDM), with an assessment of their

likely effectiveness, shall be identified.

All movements operating with a V/C ratio greater then 0.85 or other
traffic/transit impacts which cannot be successfully mitigated shall be
identified.

A table shall be prepared to illustrate how the volume/capacity ratios, LOS

and queue lengths of the intersections and individual movements are
affected by the recommended remedial measures.

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9.1 Auxiliary Lanes

All movements that result in left or right turn auxiliary lanes to become
warranted in terms of the warrant criteria as per the Regions Geometric
Design Standards for Regional Roads shall be identified.

All left turn or right turn lanes, that as a result of development traffic, will
no longer meet the Regions design criteria (e.g. parallel lengths) shall be
identified.

9.2 Double Left Turn Lanes

Double left turn lanes, as a remedial measure, shall only be considered if

the following warrant criteria are satisfied:

Left turn volume shall exceed 400 vehicles per hour peak periods
Existing left turn time exceeds 25% of the cycle for a single left turn
lane

9.3 Traffic Signals

Appendix C contains the Regions policy for the installation of traffic

signals.

For each proposed traffic signal on a Regional road a traffic signal warrant
analysis is required. Should a traffic signal not be warranted detailed
justification shall be provided as to why a traffic signal should be
permitted.

10. SITE ACCESS AND CIRCULATION

Site access location and design shall be determined with respect to the
operational analysis and in conjunction with York Regions Access
Guideline for Regional Roads.

All site access points on Regional roads shall be evaluated in terms of

capacity, safety and sight distance and adequacy of queue storage
capacity. This evaluation shall be similar in scope to that for signalized
and unsignalized intersections described previously.

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Proposed access points shall be evaluated with respect to possible mutual

interference with other access points and intersections, on-street weaving
problems, need for acceleration or deceleration lanes, pedestrian safety,
etc.

On-site parking and circulation systems shall be evaluated to demonstrate

a high safety factor with respect to the possibility of queues backing on to
Regional roads (clear throat distance), the need for vehicles to back onto
Regional roads, etc.

Sight lines should be evaluated to ensure safe conditions in accordance

with York Regions Access Guideline for Regional Roads.

Proposed truck/courier loading facilities and access to these facilities shall

be evaluated to ensure that they are adequately sized, designed and
provided with suitable access so that they will not adversely affect traffic
and transit operations on Regional roads.

Any required turning or other restrictions should be identified.

Generally, it is preferable to minimize the number of private site accesses

to Regional roads, in order to maintain the integrity or the arterial road
network. Site access should be provided only to the local road network
wherever possible. Benefits to the Regional road network should be
demonstrated when an access is proposed. Any additional accesses
above minimum shall be justified as described in Yorks Regions Access
Guideline for Regional Roads document.

11. CONCLUSIONS AND RECOMMENDATIONS

A summary of the key findings with respect to the transportation impact of

the proposed development shall be presented along with a summary of
the recommended improvements if necessary.

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APPENDIX A

SIGNATURE PAGE

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REGIONAL MUNICIPALITY OF YORK

TRANSPORTATION IMPACT STUDY

Regional File Number : ________________

Development Name : ___________________________________________________

Report Name: _________________________________________________________

Original Submission or Addendum: ________________________________________

I hereby certify that the attached document has been prepared accurately and to the
best of my knowledge. These assumptions and analysis contained herein have been
formulated using sound transportation planning and traffic operations methodologies.

Individual accepting corporate responsibility:

Name: _______________________ Signature: _________________________

Project Manager (if applicable):

Name: _______________________

Other individuals involved in the preparation of the study and can be contacted
regarding study content:

Name : _______________________
Engineers Stamp

Name : _______________________

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APPENDIX B
Table 1 : Suggested requirements for various types of Transportation
Impact Studies

Table 2 : Suggested Tabular Formats

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TABLE 1
SUGGESTED REQUIREMENTS FOR
VARIOUS TYPES OF TRANSPORTATION IMPACT STUDIES
TRIP GENERATION THRESHOLD
Access Small Medium Large
Location & Development: Development Development
Design Traffic Impact Traffic Impact Regional Traffic
Review Study Statement Analysis
T 100 100 < T 500 500 < T 1000 T > 1000
Peak Peak Peak Peak
Hour Trips Hour Trips Hour Trips Hour Trips
Pre-application meeting or discussion 4 4 4 4

Analysis of Roadway Issues

Existing condition analysis within study area 4 4 4 4
Site distance evaluation 4 4 4 4
Nearby driveway locations ? 4 4 4
Existing traffic conditions at nearby intersections and
4 4 4
driveways
Future road improvements ? 4 4
Crash experience in proximity to site ? 4 4 4
Trip generation of adjacent development ? 4 4
Trip distribution analysis 4 4 4
Background traffic growth ? 4 4
Future conditions analysis at nearby intersections ? 4 4
Mitigation identification and evaluation ? 4 4

Site Issues
Traffic generation 4 4 4 4
Traffic distribution ? 4 4 4
Evaluate number, location and spacing of access
? 4 4 4
points
Evaluate access design, queuing, etc. 4 4 4 4
Evaluate site circulation 4 4 4 4

Other Analyses
Gap Analysis for unsignalized locations ? ? 4
TDM Mitigation measures (car- or van-pooling, transit,
? 4
etc.) transit agency participation
Effect on traffic signal progression, analysis of 1 1
? 4
proposed signal locations

Key: 4 = required
? = may be appropriate on a case-by-case basis

1 A traffic signal will likely not be permitted

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TABLE 2
SUGGESTED TABULAR FORMATS

Trip Generation (source)

Trip Rate (/100 s.m.) Trips (Vehicles/Hour)

Land Use Size Morning Evening Morning Evening
In Out In Out In Out In Out
Office, etc. 200 s.m. 2.3 0.4 0.5 2.3 46 8 10 46

Trip Distribution (source)

Distribution
Morning Evening
Direction In Out In Out

To/from the north

- via Street A 100 10 10 120
- via Street B 15 60 50 200

To/from the east, etc.

TOTAL 350 450 450 350

Analyses and Impact Summaries

PM Peak Hour V/C Ratios

Intersection /Movement Year XX Year XX

Existing Background Total Future
Traffic Traffic

Street A/Street B
- All moves 0.73 0.83 0.87
- problem moves NB LT 0.80 0.85 0.95
- problem moves SB LT 0.89 0.92 0.98

Etc.

Notes should be provided with the table to allow reference to an appendix

which would further detail ALL of the operational analyses. The table as
shown above summarizes a p.m. peak hour only. It will also be necessary to
develop similar tables for other time periods, horizon years and traffic volumes
scenarios where relevant. It may also be necessary to develop tables for
other information, such as queuing, weaving information, etc.

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APPENDIX C

Traffic Signal Warrant

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TRAFFIC SIGNAL WARRANT

The following policy provides a warrant process for the installation of

traffic signals at locations along York Regions road network. The excerpt
below is detailed in York Regions Traffic Signal Warrant Policy dated
September 2002.

Traffic signals alternate the right-of-way between conflicting streams of

vehicular traffic, or vehicular traffic and pedestrians crossing a roadway,
with maximum efficiency and safety. Maximum efficiency implies the
minimum delay to traffic. Safety requires that the traffic signals operate at
the minimum hazard to vehicles and pedestrians.

The following warrants are to be used to determine whether or not traffic

signals are justified at a location.

Traffic Control Signal Warrants as Outlined in Book 12 of the Ontario

Traffic Manual

These warrants are currently used within York Region. They are
comprised of the following:

Warrant 1 Minimum Vehicle Volumes

Warrant 2 - Delay To Cross Traffic

Warrant 3 Collision Experience

If any one warrant is satisfied by 100% or if any two warrants are satisfied
by 80% or more, the installation of traffic signals is considered to be
justified.

Safety Warrant

The safety warrant is an analysis based upon the safety performance of

an intersection, compared to other intersections with similar
characteristics. These characteristics are summarized into safety
performance functions (SPFs). In simple terms, the existing safety
performance of an unsignalized intersection can be determined and then
compared to a projected safety performance, if traffic signals were
installed.

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If the rate of equivalent collisions is substantially lower with the

installation of traffic control signals than as an unsignalized intersection,
then the installation of traffic control signals can be considered.

T Type Intersections Warrant

The threshold volumes for side street traffic shall not be increased by
50% when evaluating "T" type intersections as the side street traffic
faces the same traffic flows on the major street.

Peak Hour Delay For Entering onto the Major Street from the Side Street

A Peak Hour Delay warrant is met when:

The total delay experienced by the traffic on one minor-street

approach (one direction only) controlled by a stop sign equals or
exceeds four vehicle-hours for a one lane approach and five vehicle-
hours for a two lane approach; and

The volume on the same minor street approach (one direction only)
equals or exceeds 100 vehicles per hour for one moving lane of traffic
or 150 vehicles per hour for two moving lanes; and

The total entering volume during the hour equals or exceeds 800
vehicles per hour for intersections with four or more approaches or
650 vehicles per hour for intersections with three approaches.

Installation of Unwarranted Traffic Signals Paid by Local Municipalities

Area municipalities shall be permitted to pay for the installation of

unwarranted traffic signals subject to a number of conditions being met.

York Regions Transportation and Works Department has no technical

objections to the installation of traffic signals at the location requested.

Warrant 1 and Warrant 2 are satisfied by at least 70%.

All installation costs are incurred by the local municipality. Installation

costs are estimated at $120,000 per location, permanent installation,
$60,000, temporary installation.

All on-going maintenance costs are incurred by the local municipality,

until such time as the traffic signals become warranted. On-going
maintenance costs are estimated at $6,000 per location/annually.
Actual costs will be charged to the municipality.

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When the traffic signal becomes warranted, the Region will reimburse
the local municipalities 100% of the original installation cost of
permanent signals. Temporary installations will be done in areas
where road improvements are planned within five years. For
temporary installation, the Region will reimburse the local municipality,
the value of the material that is recoverable.

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