Metrolinx. Regional Express Rail Package 2) - Technical Advisory Services DRAFT. St. Clair-Old Weston SmartTrack Station - Transportation Brief

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1 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices Metrolinx egional xpress ail Package 2) - echnical Advisory ervices t. Clair-Old eston martrack tation - ransportation Brief ate C B A Chris Bishop ita Hu ara Khawaja ita Hu Matheos siaras hiva Hashemi ara Khawaja Checker Approver escription Yannis togios endy g avid Hopper 2nd evision avid Hopper evised ara Khawaja Matheos siaras hiva Hashemi avid Hopper Yannis togios arah ogers Chris Bishop endy g ita Hu Yannis togios Chris Bishop avid Hopper ignatures: Originator ev Issue and evision ecord his document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of 4ransit being obtained. 4ransit accepts no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purpose agrees and will by such use or reliance be taken to confirm their agreement to indemnify 4ransit for all loss or damage resulting therefrom. 4ransit accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned. o the extent that this report is based on information supplied by other parties, 4ransit 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 4ransit and used by 4ransit in preparing this report. 4-P2-C-37--P-16, ev. C Page i

2 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices xecutive ummary he t. Clair-Old eston martrack tation is proposed to be part of Metrolinx s egional xpress ail () program to significantly increase rail service across the GO rail network. he future station will be located on the Kitchener GO ail Corridor mid-way between Bloor tation and Mount ennis tation within the jurisdiction of the City of oronto. Metrolinx has retained 4ransit (4), a joint venture of Hatch, Parsons and P, to complete a ransportation and raffic Impact Analysis (IA) as part of the ransit Project Assessment Process (PAP Ontario egulation 2/8) for the proposed t. Clair-Old eston martrack tation, as prescribed in Ontario egulation (O. eg.) 2/8 under the nvironmental Assessment Act (AA). Based on the City of oronto ransportation Impact tudy (I) guidelines, this ransportation Brief is developed based on the Initial Preferred esign (IP, October 2) to determine whether a full IA is required. he City of oronto s I guidelines specify that a IA is only required if the project generates a net additional 1 peak direction vehicle trips in the peak hour or impacts critical movements at area intersections (City of oronto, 213). here are no designated parking spaces and no formal passenger pick-up and drop-off (PPUO) area has been recommended as part of the t. Clair-Old eston tation s IP, which indicates any form of auto trips (e.g. private vehicles, taxi and ridesharing such as Uber etc.) to/from this station will not be encouraged. However, informal PPUO activities cannot be prevented. hese trips are expected to disperse within the roadway network around the station, and most of them are more likely to be pass-by trips rather than new trips. he number of these trips will be minimal as they are at risk of being fined because of violating traffic rules, regulations, restrictions and/or laws. he road network within the vicinity of the t. Clair-Old eston tation will be changed significantly according to the planned infrastructure upgrades and developments. he roadway configuration and geometry of the avenport oad, Gunns oad, and Keele treet extensions are under development, and forecasts of future traffic conditions are not available at the time of this study, for example. However, the presence of t. ClairOld eston tation in the future planned transportation network is expected to reduce the background traffic volumes through providing an alternative travel mode. he total vehicle kilometers travelled (VK) is also expected to be reduced even if some additional traffic appears in the immediate vicinity of stations. he results of this study indicate that a full IA is not required. pecifically: he informal PPUO trips were estimated conservatively as 12 (in the A.M.) and 85 (in the P.M.) peak hours respectively. hese trips were estimated based on the forecasts of ridership and mode share information obtained from the City of oronto, the GO ail tation Access Plan (Metrolinx, 216), the 215 GO ail Passenger urvey eport (GO ransit, 216), and the proxy studies conducted on the existing similar GO stations using data from the ransportation omorrow urvey (). Although the net number of vehicles accessing/egressing the station site is slightly greater than 1 (by 2 vehicles during the A.M. peak hour), it has been concluded 4-P2-C-37--P-16, ev. C Page ii

3 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices that a full IA is not required. his is because the analysis conducted for the station was very conservative. he mode share for PPUO trips from the GO ail tation Access Plan (2%) was deemed too high. ven though the PPUO mode split from the GO ail tation Access Plan was reduced to 16% as a result of the increase to the local transit mode split, this mode split is still likely too high based on the factors described in this study (ection 6.1) and compared to the information shown in 215 GO ail Passenger urvey and the 211. Other proposed future land developments located near t. Clair-Old eston tation were identified using information from the City s development application website. Based on the information available, a substantial number of auto trips will be generated by these developments, which will have significant effects on the roadways and intersections identified within this study. Given the characteristics of the t. Clair-Old eston station design and the surrounding transportation network, the effects of the pedestrian and cycling activities on existing/future infrastructure are of more interest. However, due to the limitation of available resources, and the level of uncertainty regarding the future transportation network (the t. Clair Avenue est Area ransportation Master Plan (MP), an ongoing study, includes several initiatives that would significantly alter the roadway network), only a high-level pedestrian and cycling effects analysis was conducted, focusing on the identification of critical movements, conflicts and gaps of connectivity for pedestrian and cycling facilities (e.g., sidewalks, crosswalks, multi-use path/bicycle lane, etc.). he results of the analysis show anticipated operational concerns within the study area due to a significant increase in pedestrian and cyclist activities. o accommodate these increased volumes, relevant mitigation measures have been identified. Additionally, several initiatives outside of the scope of this brief are recommended to support development around the station site regarding pedestrian, cycling connectivity, flow and movement, with consideration to connectivity and accessibility. 4-P2-C-37--P-16, ev. C Page iii

4 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices Glossary efinition C Canadian ational A nvironmental Assessment GFA Gross Floor Area GA Greater oronto Area GHA Greater oronto Hamilton Area IBC Initial Business Case IP Initial Preferred esign L Light ail ransit OM Ontario raffic Manual Peak Hour Hour during the Peak Period with the highest ridership Peak Period 3 Hour Period in A.M. or P.M. with the highest ridership PPUO Passenger Pick-Up and rop-off egional xpress ail MC ransportation Impact tudy urning Movement Count ransportation Master Plan MP I Acronym PAP ransit Project Assessment Process C oronto ransit Commission IA ransportation and raffic Impact Analysis ransportation omorrow urvey UP Union Pearson xpress UC Union tation ail Corridor VK Vehicle Kilometres ravelled 4 4ransit, a joint venture of Hatch, Parsons and P 4-P2-C-37--P-16, ev. C Page iv

5 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices able of Contents xecutive ummary... ii Glossary... iv 1. Introduction egional xpress ail and martrack... 1 t. Clair-Old eston martrack tation... 2 ransportation Brief... 2 tudy Objective... 2 xisting Infrastructure Project escription... 4 Overview... 4 Key tation Features tudy Area and Horizon Year tudy Area Key oadways Key Intersections... 6 tudy Horizon Year Methodology... 6 Background eports... 8 ite Visit... 8 Basis of ransportation Analysis General Assumptions ource of ata/information xisting and Future ransportation etwork... 9 xisting ransportation etwork and raffic Conditions Auto Pedestrian Cycling ransit... 1 Major ransportation etwork Changes Auto Pedestrian Cycling ransit Proposed Future Land evelopment ite raffic Mode plits rip Generation rip istribution rip Assignment otal rip Assignment P2-C-37--P-16, ev. C Page v

6 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 7. Future Conditions ite Circulation Assessment afety Issues Identification and valuation Mitigation Measures Conclusions and ecommendations eferences List of Figures Figure 1-1 t. Clair-Old eston martrack tation xisting Infrastructure... 3 Figure 3-1 t. Clair-Old eston martrack tation tudy Intersections... 7 List of ables able 4-1 Average Mode plits from 215 GO ail Passenger urvey for hree Proxy ites... 9 able 4-2 Average Mode plits from 211 ata for hree Proxy ites... 9 able 4-3 t. Clair-Old eston martrack tation Boarding and Alighting ata... 9 able 6-1 Mode plits for t. Clair-Old eston martrack tation able 6-2 t. Clair-Old eston martrack tation rip Generation ummary able 1-1 ummary of Potential ffects, Mitigation Measures and Monitoring for raffic ffects... List of Appendices Appendix A: ummary of Pertinent ocuments Appendix B: ransportation omorrow urvey () Analysis Appendix C: ransportation Analysis 4-P2-C-37--P-16, ev. C Page vi

7 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 1. Introduction Metrolinx, an agency of the Province of Ontario, and the City of oronto are undertaking the development of the t. Clair-Old eston martrack tation ( the Project ). he environmental effects of the Project will be assessed following the ransit Project Assessment Process (PAP), as prescribed in Ontario egulation (O. eg.) 2/8 under the nvironmental Assessment Act (AA). 1.1 egional xpress ail and martrack egional xpress ail () is Metrolinx s program to significantly increase rail service across the GO rail network. his expanded service will provide new travel choices on the GO rail network, including two-way, all-day service on five GO corridors with electrified service in core sections. includes: lectric trains running every 15 minutes or better, all day in both directions, within the most heavily travelled sections of the network; Four times the number of trips outside of weekday rush-hour periods, including evenings and weekends; and wice the number of trips during weekday rush-hour periods. ixty-six GO ail tations currently serve thousands of customers daily throughout the Greater Golden Horseshoe area. ith work already underway to build a connected transit network that supports more frequent, electric, uninterrupted service, Metrolinx is looking at a number of locations for potential new stations. Metrolinx and the City of oronto are working collaboratively to improve transit access for residents and greater connectivity of the transit network through the introduction of new martrack stations. he City of oronto s martrack concept proposes using the GO ransit network to provide additional and more frequent transit service in the City of oronto. pecifically, martrack is an enhancement on the Metrolinx program in the City of oronto that includes: cynicism An integrated fare structure for local oronto ransit Commission (C) and regional transit fares; ix new stations in oronto on the Kitchener, Lakeshore ast and touffville GO rail corridors (Lawrence-Kennedy, Finch-Kennedy, Gerrard-Carlaw, ast Harbour, KingLiberty, and t. Clair-Old eston); and A Light ail ransit (L) service along the glinton Avenue est corridor from Mount ennis to the Mississauga Airport Corporate Centre and Pearson International Airport. In ovember 216, oronto City Council confirmed support for the new station locations in accordance with the tage Gate process for the martrack project. he tage Gate process refers to a phased decision-making process for the City of oronto (City of oronto, Attachment 1 ummary erm heet, 216). 4-P2-C-37--P-16, ev. C Page 1

8 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 1.2 t. Clair-Old eston martrack tation he t. Clair-Old eston martrack tation will be located on the Kitchener GO rail corridor west of the intersection of t. Clair Avenue est and Old eston oad in the City of oronto in a rapidly growing area of oronto, which contains a mix of residential and employment areas. 1.3 ransportation Brief 1.4 tudy Objective Metrolinx has retained 4ransit (4), a joint venture of Hatch, Parsons and P, to complete this ransportation and raffic Impact Analysis (IA) as part of the ransit Project Assessment Process (PAP Ontario egulation 2/8) for the proposed t. Clair-Old eston martrack tation. his study is based upon the Initial Preferred esign (IP, October 2) as provided in Volume 7 - Appendix A of the nvironmental Project eport (P). As part of the PAP, this ransportation Brief documents the existing conditions and assesses the potential effects with respect to transportation and traffic at a very high level since the station surrounding area includes several potential new roadways that are still under development. he objective of this IA is to identify potential problems in the roadway network and at critical intersections adjacent to the t. Clair-Old eston martrack tation site and to provide recommendations for further improvements. xisting Infrastructure 1.5 Given the specific characteristics of this station s design and the surrounding transportation network, it was determined a ransportation Brief, instead of a full ransportation and raffic Impact Analysis (IA) would be conducted based on the City s directions and the City s ransportation Impact tudy (I) guidelines which suggests that a IA is only required if the station generates a net additional 1 peak direction vehicle trips in the peak hour or impacts critical movements at area intersections (City of oronto, 213). Focus was placed on identifying the number of multi-modal trips and critical movements at the adjacent intersections generated by the station. Additionally, a high-level pedestrian and cycling effects analysis was conducted through identification of critical movements, conflicts and gaps of connectivity for pedestrian and cycling facilities (e.g. sidewalks, crosswalks, multi-use path/bicycle lane, etc.). he Kitchener GO rail corridor runs in a generally northwesterly direction, running parallel with the Milton GO and Barrie GO rail corridors within the City of oronto up to Bloor GO tation. he corridor extends from Union tation to the Kitchener/aterloo area. he Kitchener GO rail corridor consists of a minimum of three main tracks, where the design of a fourth track has been included up to Highway 427. his fourth track is already in service south/east of Lansdowne Avenue and services trains on the Barrie GO rail corridor to reach the Union tation ail Corridor (UC) east of Bathurst treet. Freight service tracks used by Canadian ational (C) also exists along the rail corridor, near the eston ubdivision, northwest of the tobicoke orth tation. ail tracks along the corridor are also used by the Union Pearson (UP) xpress to provide service between Union tation and oronto Pearson International Airport. he t. Clair-Old eston martrack tation will be positioned mid-way between Bloor tation and eston tation. Figure 1-1 identifies the existing infrastructure surrounding the station site. 4-P2-C-37--P-16, ev. C Page 2

9 User ame: p7463b Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices ± AV ICK HO OL AV FO Y OL I CL A AL V CLO O IO O GU ocument Path: J:\O\ Metrolinx Package 2\PM\5 General\ransportation and raffic ork Plans\Mapping\mxd\tClairOldeston_xistingInfrastructure.mxd U L O PYO AV AA OUC: Project: Aerial - City of oronto Orthoimagery (218) Figure itle: 5 1 Meters l t Clair - Old eston martrack tation 6 &OLU 2OG :HVQ 6PU7UF 6LQ xisting Infrastructure Prepared By: Version: C..1-1 ate: May 218 eview: Figure: Page: P2-C-37--P-16, ev. C Page 3

10 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 2. Project escription 2.1 Overview he t. Clair-Old eston martrack tation has been designed as a one island platform and one side platform located just north of the rail overpass over t. Clair Avenue est. he station will support a high-volume of local surface transit services and will respond to the growth of residential and office development in the study area. he IP has also been planned to improve pedestrian and cycling connectivity between surrounding communities, by completing the missing links between these networks. hese improvements will include new and improved sidewalks on both sides of the rail corridor through tunnel connections and other public realm enhancements. 2.2 More specifically, the extension of Gunns oad to Union treet and the extension of avenport oad to Union treet have been included in this assessment, as per the t. Clair Avenue est Area ransportation Master Plan (MP). hese are key infrastructure initiatives specific to the t Clair-Old eston martrack tation study area and will provide more pedestrian/cycle access and connectivity to the station. However, it should be noted that the t. Clair Avenue est Area MP is an ongoing study and has not been finalized or approved. Key tation Features he station s platforms will be located between the intersections of t. Clair Avenue est at Keele treet and t. Clair Avenue est at Old eston oad, extending along Brickworks Lane, to the southern edge of the hydro corridor. As the station will be located in a highly-intensified area of mixed residential and employment uses, an emphasis focused on connectivity with surrounding roadways, local transit routes, and nearby development projects will be critical. he design has proposed two station access locations on the east side of the rail corridor, accessible from Union treet and two tunnels with platform accesses accessible through multiuse paths from Gunns oad and t. Clair Avenue est. For each pair of accesses, one will be located towards the north end of the station platforms, and one will be located towards the south end. Approximately sixty-four (64) bicycle parking spaces have been designed near the station s east access locations on the east side of the rail corridor, with 32 secured and 32 covered spaces, as described in the GO ail Access Plan (Metrolinx, 216). ecured spaces will be located in the station building itself or close to the south station access. ransferring passengers will have connections with local transit routes, including the 512 t Clair streetcar, the 89 eston bus, and the 168 ymington bus. Major transit stops on t. Clair Avenue est are located at Keele treet and Old eston oad. However, a number of changes to the study area s road network have been considered with proposed transit services from the avenport oad extension, Union treet, ownsley treet, Gunns oad extension and Keele treet extension. A new access loop from Union treet has also been incorporated into the station s IP, providing a 5-bus lay-bys and para-transit lay-by for some of these transit connections. he station design does not propose to have designated parking spaces and formal passenger pick-up and drop-off (PPUO) facilities; however, informal on-street PPUO activities from 4-P2-C-37--P-16, ev. C Page 4

11 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices personal vehicles as well as taxi and ridesharing (e.g. Uber) vehicles cannot be prevented. he functional design as presented in the IP may be further refined as design progresses tudy Area and Horizon Year tudy Area he study area was determined based on a detailed review of the IP and the surrounding transportation network. he following roadways and intersections were identified as the focus for this study based on the principle of including the nearest roadways and signalized/non signalized intersections that are most likely to be affected by traffic (including pedestrian, cycling and transit) arriving to or leaving from the future station, and are the most prudent candidates to identify improvements which may be necessary. As per the ongoing t. Clair Avenue est Area MP, there are four new road segments and some local road improvements adjacent to the station site, that are being considered as part of this traffic analysis. hese consist of: idening t. Clair Avenue est between Keele treet and Old eston oad (from 1 lane to 2 lanes in each direction plus dedicated streetcar lanes); xtending Gunns oad easterly from eston oad to Union treet; xtending Keele treet southerly from south of ogers oad to the Gunns oad extension; xtending avenport oad northerly from Old eston oad as an overpass over t. Clair Avenue est and connecting to Union treet; and Improvements to Union treet between ownsley treet and urnberry Avenue/Gunns oad extension, including improved sidewalks and the development of a multi-use path to facilitate access to the station. However, it should be noted that the t. Clair Avenue est Area MP is an ongoing study and has not been finalized or approved Key oadways he existing and proposed roadways in the immediate vicinity of the station site providing vehicular, pedestrian, bicycle, and local transit transfer access to the future station were examined to determine if any constraints or problems currently exist that would be affected by the station development. pecifically, these corridors include: t. Clair Avenue est; eston oad/keele treet; Old eston oad; Union treet/ownsley treet; urnberry Avenue; Gunns oad xtension; and avenport oad xtension. 4-P2-C-37--P-16, ev. C Page 5

12 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices Key Intersections he existing and future intersections in the immediate vicinity of the station were also analyzed, and the existing intersections are shown in Figure 3-1. he (existing and future) key intersections include: 3.2 Union treet and ownsley treet (with the addition of avenport oad extension south leg in the future); Union treet and urnberry Avenue (with the addition of Gunns oad extension west leg in the future); and Gunns oad extension and Keele treet extension (future). tudy Horizon Year Methodology 4. Although I typically examine a future horizon of five years, for the purpose of consistency with the other technical studies developed for this PAP, and recognizing that the station will not be operational within five years, a 1-year horizon was chosen. As such, this brief uses 8 as the future horizon year. his document was developed based on the following methodology: eview of relevant background reports to gather information about the existing and future planned conditions within the study area and the surrounding roadway networks, the standards and guidelines from relevant municipalities, and the traffic data that can be used for this study; and Following the principles of transportation/traffic analysis theories, best practices and professional engineering judgement to identify issues and evaluate solutions. For an analysis of this nature, as part of this methodology, a site visit would typically be conducted in order to gain a hands on perspective of the existing transportation and traffic conditions, and then to serve as input for the analysis of the future conditions. However, since the future conditions for the t. Clair-Old eston martrack tation will be very different than the existing conditions (as discussed in ection 5.1), the value that can be obtained from observing the existing conditions through a site visit is limited. herefore, a site visit was not conducted for the t. Clair-Old eston martrack tation. 4-P2-C-37--P-16, ev. C Page 6

13 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices B AY K AV PP U IA OA O A LA ± O CA L OL U AV Y B U M User ame: p7463b Aerial ervice Layer Credits: ource: sri, igitalglobe, Geoye, arthstar Geographics, C/Airbus, UA, UG, AX, Getmapping, Aerogrid, IG, IGP, swisstopo, and the GI User Community PA IA O CAL O A U IO A O GU A O A U V I A A L C U AV O Y L O Markham Vaughan L K oronto Legend ocument Path: J:\O\ Metrolinx Package 2\PM\5 General\ransportation and raffic ork Plans\Mapping\mxd\Metrolinx_t_Clair tation_3.mxd O A O L K CA O GH LAU GL Proposed Project Footprint (approximate) ailway xisting tudy Intersections AV P O OA Mississauga AA OUC: Project: oads and ailways - Ontario Open ata Catalogue atercourses - Land Information Ontario Project Footprint - Initial Preferred esigns Figure itle: t. Clair - Old eston martrack tation 6 &OLU 2OG :HVQ 6PU7UF 6LQ ([LVLQJ tudy Intersections Prepared By: Metres C..1-1 ate: May 218 eview: Figure: Page: P2-C-37--P-16, ev. C Page 7

14 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 4.1 Background eports he following is a list of relevant background information that has been reviewed as part of this study. A summary of these reports is included in Appendix A. he understanding of the existing and future conditions within the study area and the surrounding roadway network is further described in ection 5. he City of oronto Official Plan (215); ew tations Initial Business Case t. Clair est (Kitchener Corridor) (216); GO egional xpress ail 1-Year Program: ew tations Analysis (216); he City of oronto s 1 Year Cycling etwork Plan (216); t. Clair est Avenue tudy (Keele to Glenholme) (29); t. Clair Avenue est Area ransportation Master Plan (Ongoing); and t. Clair Avenue est at the Georgetown GO Underpass - ransportation Infrastructure Planning tudy (215). he City of oronto Zoning By-law (By-law ) (216); ite Visit 4.2 As noted above, a site visit was not conducted for the t. Clair-Old eston martrack tation. 4.3 Basis of ransportation Analysis General Assumptions he GO stations proposed within the core of the City of oronto, t. Clair-Old eston martrack tation, are all within highly urbanized areas. As no parking is to be provided, most people will walk, cycle or take public transit to/from the station. he station will be located west of the intersection of t. Clair Avenue est and Old eston oad in the City of oronto in a rapidly growing area of oronto, which contains a mix of residential and employment areas. earby transit, pedestrian and cycling access is available to local developments and along t Clair Avenue Based on the City s directions and relevant guidelines, this ransportation Brief was developed to focus on identifying the number of multi-modal trips and critical movements at the adjacent intersections generated by the station. Given the medium density local development and the availability of easy walking/cycling and transit access, there is likely to be limited PPUO access to or from the station. his is confirmed by the current activity at similar existing GO ransit stations within the outer downtown area; see able 4-1 and able 4-2 (further details provided in Appendix C).. In addition, many PPUO trips are likely to be pass by in nature and are existing trips with the added feature of dropping or picking up someone at the station. 4-P2-C-37--P-16, ev. C Page 8

15 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices able 4-1 Average Mode plits from 215 GO ail Passenger urvey for hree Proxy ites Mode Bloor GO anforth GO xhibition GO Average.%.%.%.% 1.3%.% 89.7%.%.%.% 9.5%.% 9.5% 4.3% 78.5% 1.%.%.% 5.5%.% 16.7%.% 77.8%.%.%.% 5.%.% 12.2% 1.4% 82.9%.3% Auto river rive & Park Auto Passenger Carpool Local ransit Bicycle alk Other able 4-2 Average Mode plits from 211 ata for hree Proxy ites Boarding 2.5%.%.% 96.% 1.5% Alighting Boarding Alighting 47.4% 33.6%.%.9% 1.1%.%.%.% 1.%.% 9.8% 6.9% 1.6% 81.6%.% Auto river Auto Passenger axi Passenger alk (alk, ransit)* Cycling P.M. Peak A.M. Peak Mode * data categorizes trip mode with the mode of the first leg of the trip. If someone walked to a bus stop to take the bus, then the trip mode for that trip is considered alk ource of ata/information he 2 forecasted ridership figures for the Project during the A.M. and P.M. peak hours were provided by City Planning (see able 4-3 below). able 4-3 t. Clair-Old eston martrack tation Boarding and Alighting ata (from City of oronto) otal Boardings 63 8 Peak Hour A.M. P.M. ransfer Boardings (34.9%) 1 (12.5%) otal Alightings 4 44 ransfer Alightings (%) 1 (.7%) he mode split and trip distribution information were obtained from Metrolinx s GO ail tation Access Plan (Metrolinx, 216), Metrolinx s GO ail Passenger urvey eport (GO ransit, 216), and data extracted from the 211 ransportation omorrow urvey (). Further details are included in Appendix C. 5. xisting and Future ransportation etwork 5.1 xisting ransportation etwork and raffic Conditions Auto As identified in ection , the study area contains the following key corridors; all which are all under the jurisdiction of the City of oronto: 4-P2-C-37--P-16, ev. C Page 9

16 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices Arterials t Clair Avenue est, eston oad/keele treet, and Old eston oad; Collector Gunns oad; and Locals Union treet/ownsley treet, and urnberry Avenue. Functional details of these roadways are provided in the Appendix C. he key intersections examined for this study include: Union treet and ownsley treet (with the extension of avenport oad): is currently an unsignalized intersection; future -intersection configuration is unknown at this time; Union treet and urnberry treet (with the extension of Gunns oad): is currently a twoway stop-controlled -intersection; future four-leg configuration is unknown at this time; and Gunns oad extension and Keele treet extension: is a proposed -intersection; specific configuration is unknown at this time Pedestrian here are no urning Movement Counts (MCs) available for the current or future configurations of these key intersections idewalks provide pedestrians with enhanced connectivity throughout the study area. he existing pedestrian network is well connected, providing sidewalks on both sides of the street and other informal pedestrian pathways for the majority of roadways in the study area. Appendix C to the brief provides details on the locations with intermittent conditions or no sidewalks. Cycling Based on observations gathered from the study s site visit, a review of the City s 1-Year Cycling Plan, and desktop analysis of the boundary road network, there is no substantial existing cycling infrastructure in the study area. Although cycling infrastructure is extremely limited, existing cycling facilities near the study area were used as reference for this study. etails are included in Appendix C ransit oronto ransit Commission he C serves the study area and the broader surrounding areas. As the station site is located in an intensifying area with both high-density residential and employment uses, connectivity from local transit services is of great significance. t. Clair Avenue est, eston oad/keele treet and Old eston oad operate as key transit service routes in the study area. ervice details of the local routes are included in Appendix C GO ransit he proposed t. Clair-Old eston martrack tation would be situated on the Kitchener GO rail corridor between Bloor GO tation (2.2 km to the southeast) and eston GO tation (4.9 km to the northwest). 4-P2-C-37--P-16, ev. C Page 1

17 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 5.2 Major ransportation etwork Changes he following section documents the future conditions for the t. Clair-Old eston tation, assesses potential effects, and identifies any required mitigation measures with respect to transportation and traffic within the study area Auto ith considerations from the t. Clair Avenue est Area MP, the roadway network in the vicinity of the station site will change dramatically compared to existing conditions. he MP has proposed four design alternatives which have been considered for this analysis, involving modifications to the roadway network. hese alternatives consist of: idening t. Clair Avenue est between Keele treet and Old eston oad (from 1 lane to 2 lanes in each direction); xtending Gunns oad easterly from eston oad to Union treet; xtending Keele treet southerly from south of ogers oad to the Gunns oad extension; and xtending avenport oad northerly from Old eston oad as an overpass over t. Clair Avenue est and connecting to Union treet. he implementation of these alternatives will change the configuration of the existing critical intersections, and create new intersections with access to the station site, as follows: xtending avenport oad northwest over t. Clair Avenue will change the Union treet/ownsley treet intersection from a two-leg intersection to a -intersection; xtending Gunns oad easterly from eston oad to Union treet will change the Union treet/urnberry treet intersection from a -intersection to a four-leg intersection; and xtending Keele treet south to the Gunns oad extension will create a new -intersection. As a result of the proximity to the station site, an increase in vehicle and pedestrian/cyclist volumes at the two existing intersections is expected. In order to accommodate these increases, conversion of all three critical intersections to signalized intersections may be considered in the long-term Pedestrian An increase in pedestrian movements is anticipated as a result of future development and growth adjacent to the station site. nhancements providing pedestrian and cycling accessibility and connectivity to the station from either side of the rail corridor has been proposed as part of the station s IP. Additionally, the implementation of the t. Clair est Area MP s preferred design alternatives were considered, which include additional pedestrian paths. Key initiatives from both sources include: ew and improved sidewalks along t. Clair Avenue est, on the west side of the rail corridor, with a direct connection at street level to the west side station platform at track level; 4-P2-C-37--P-16, ev. C Page 11

18 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices ew and improved sidewalks along the north side of t. Clair Avenue est, east of the rail corridor to facilitate the connection of Union treet/avenport oad extension and the southern main station entrance; ew and improved sidewalks along the east side of eston oad and the south side of the Gunns oad with a direct connection at street level to the west side station platform at track level; Improvements to Union treet between ownsley treet and urnberry Avenue/Gunns oad extension, including improved sidewalks and the development of a multi-use path to facilitate access to the station; A multi-use path along the south side of the Gunns oad extension; and he extension of Lavender Creek rail to the intersection of Gunns oad and eston oad Cycling he City of oronto s 1-Year Cycling Plan describes one initiative to improve cycling infrastructure near the station site, that being a trail/boulevard trail along the rail corridor. As part of the station s IP, a secured bike shelter will be provided near the southern main station entrance (on the east side of the rail corridor), and additional bicycle facilities will be provided at both station entrances on the east side of the rail corridor. As part of the t. Clair Avenue est Area MP, several cycling initiatives are proposed as part of the preferred design alternatives, including: Improved cycling facilities (bike lanes) on both sides of Union treet and a multi-use path on the west side of Union treet between t. Clair Avenue est and urnberry oad/gunns oad extension; Improved cycling facilities along t. Clair Avenue est to facilitate access to the southern main station entrance; A multi-use path along the south side of the Gunns oad extension, with a connection to the multi-use path on Union treet; he extension of Lavender Creek rail to the intersection of Gunns oad and eston oad; and Bike lanes on both sides of the Keele treet extension. As a result of these improvements in cycling infrastructure, as well as overall development and growth in the study area, it is anticipated that there will be an increase in cycling use ransit oronto ransit Commission ransit routes and services are expected to generally remain the same in the future; however, it is anticipated that current routes may be re-routed to better serve t. Clair-Old eston 4-P2-C-37--P-16, ev. C Page 12

19 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices martrack tation. his includes the use of a new access loop with dedicated bus lay-bys on Union treet. It is also anticipated that future transit services may operate along the new roadway expansions proposed in the t. Clair Avenue est Area MP, including the avenport oad, Keele treet and Gunns oad extensions, and Union treet; however, no routes have been finalized yet GO ransit he proposed t. Clair-Old eston martrack tation will be situated on the Kitchener GO rail corridor between Bloor tation (2.2 km to the southeast) and Mount ennis tation, which is currently under construction as part of the glinton Crosstown L (2.5 km to the northwest). 5.3 Proposed Future Land evelopment 6. Using the City of oronto evelopment Application website, current development applications in and around the study area were identified. etails are included in Appendix C. ite raffic 6.1 For the purposes of this ransportation Brief, the amount of vehicular traffic generated by the Project development was estimated in order to determine whether a more fulsome IA is required. Based on the City of oronto s guidelines, a IA is required if a proposed development generates at least 1 net additional peak direction vehicle trips in the peak hour or impacts critical movements at area intersections. his threshold is defined by the City s Guidelines for the Preparation of ransportation Impact tudies, and is used to determine where the site-generated traffic might result in a noticeable change in the level of service on abutting roads, generate the need for transportation infrastructure (e.g., traffic control signals) or require the implementation of mitigating measures such as the construction of separate turn lanes (City of oronto, 213). Mode plits A full description of the development of the mode split forecast is included in Appendix C. xisting local GO ransit station characteristics were used as a basis for the forecast mode split for the new King-Liberty martrack station. As there will be no commuter parking at King-Liberty martrack station, all auto trips will be attracted and/or generated by informal passenger pick-up and drop-off (PPUO). he forecast mode splits are shown in able 6-1 below. able 6-1 Mode plits for t. Clair-Old eston martrack tation Mode alking Local ransit Cycling Passenger Pick-Up/rop-Off Carpool Passengers rive and Park A.M. Peak Boarding Alighting 46% 35% 3% 16% % % 7% 25% 5% % % % P.M. Peak Boarding Alighting 7% 25% 5% % % % 54% 23% 4% 19% % % 4-P2-C-37--P-16, ev. C Page 13

20 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 6.2 rip Generation able 6-2 summarizes the total number of trips that are created by t. Clair-Old eston martrack tation. he number of trips generated for each mode is the number of total boardings/total alightings occurring at the station, multiplied by the mode splits in able 6-1. As can be seen, the total number of auto trips (PPUO) generated for the station is less than 1 in all cases except the A.M. boarding period. able 6-2 t. Clair-Old eston martrack tation rip Generation ummary A.M. Peak Boarding Alighting alking Local ransit Cycling Passenger Pick-Up/rop-Off Carpool Passengers rive and Park P.M. Peak Boarding Alighting Mode rip istribution he distribution of trips to the road network was determined based on existing trip patterns and existing land use surrounding the station site. etails of the distribution for all modes is included in Appendix C. 6.4 rip Assignment otal rip Assignment ince the station study area includes several potential new roadways, for which the configuration and geometry are still under development, the ability for a detailed trip assignment to be completed is limited at this time he assignment of trips to the road network was based on the available routes and access points to the station, as well as the critical intersections surrounding the station area. etails of the assignment for all modes is included in Appendix C. Based on the results in the above sections, there are a maximum of 12 auto trips during the A.M. peak hour and 85 auto trips during the P.M. peak hour generated by the informal PPUO. hese trips will spread across the entire network, including three critical intersections. Compared to the anticipated auto trips generated by the nearby proposed developments (see Appendix C) which are expected to have direct and more significant effects on the intersections adjacent to the station, the informal PPUO trips generated by t. Clair-Old eston tation (estimated very conservatively) are negligible. Given that the configuration of all three critical intersections are under development as per the t. Clair Avenue est Area MP, the ability to ascertain if there will be any operational issues at these intersections is limited at this time; however, it is not anticipated that there will be any major operational issues due to the increased vehicle trips. 4-P2-C-37--P-16, ev. C Page 14

21 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices imilar to vehicle operations, it is difficult at this time to determine if there will be any operational issues with regards to pedestrian or cyclist operations at the three critical intersections. he effects of these trips will be spread out across the network and use multiple routes to access the station, e.g. t. Clair Avenue est towards the southern end of the western platform and Gunns oad towards the northern end of the western platform. In addition, improvement initiatives for pedestrian and cycling infrastructure and station access have been included in the station s IP, e.g. improvements along t. Clair Avenue est and Union treet. he initiatives included in the t. Clair Avenue est Area MP will further enhance these improvements. However, due to the significant increase in pedestrian and cycling activities, it is still anticipated that there will be operational concerns within the study area. Mitigation measures to address these concerns are presented in ection 1. Future Conditions here is no need to analyze future conditions any further based on the City s guidelines for a ransportation Brief and the determination that there will be no material effects on the adjacent transportation network. ite Circulation Assessment Based on the review of the station s IP, one location where there is circulation within the t. Clair-Old eston tation site is the bus loop located on Union treet on the east side of the rail corridor. It is recommended that the direction of travel within the bus loop be counter clockwise (i.e. from north to south). his will facilitate safe and easy transfers for local transit riders accessing the station; the doors on C buses are on the right side of the vehicle, so having the bus stop facing southbound allows the doors to open towards the station, allowing passengers to board/alight and walk directly into the station, as opposed to having to cross the street within the bus loop. Furthermore, it is not expected that there will be any conflicts between buses using the loop and pedestrians walking along the west side of Union treet. he north station entrance is north of the bus loop, and the south station entrance is south of the bus loop; pedestrians from the north and south will therefore be able to access the north and south station entrances, respectively, without having to cross the street where the bus loop entrance and exit are. 9. afety Issues Identification and valuation Based on the review of the station s preferred design, no safety issues have been identified to require further evaluation. 1. Mitigation Measures he results of the analysis show anticipated operational concerns within the study area due to the significantly increased pedestrian and cyclist activities. Mitigation measures should focus on improving the pedestrian and cycling infrastructure to enhance safety and encourage access to the station by these modes. hese operational concerns may be addressed by the initiatives 4-P2-C-37--P-16, ev. C Page 15

22 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices proposed in the t. Clair Avenue est Area MP; however, the mitigation measures described below should be included as part of the station design. uch measures are outlined in able P2-C-37--P-16, ev. C Page 16

23 Metrolinx - rror! Unknown document property name. (Package 2) echnical Advisory ervices able 1-1 ummary of Potential ffects, Mitigation Measures and Monitoring for raffic ffects Mitigation Measure Monitoring Increased pedestrian/ cyclist flow along sidewalk/roadways adjacent to the station and at key intersections ignalize the Union treet and ownsley treet intersection, including the implementation of pavement markings for crossings, to accommodate the significant increase in pedestrian/cyclist volumes and ensure safety for all road users; Install of sidewalks on both the north and south sides of ownsley treet between Union treet and Old eston oad; Installation of a sidewalk on the west side of Union treet between the northern limit of the currently proposed multiuse path and urnberry Avenue; Implement pavement markings for crossings on the north and east legs of the intersection of Union treet and urnberry Avenue; Install two bike shelters on the west side of the rail corridor; one at the north end of the platform and one at the south end of the platform, to facilitate access for cyclists to/from the west. oad closure or reduced lanes during construction will temporarily impede traffic flow in the vicinity of the station. evelop a traffic management plan to minimize traffic delays during construction. Construction Construction ffects Operations raffic Potential ffect Feature Monitor the effectiveness of the traffic management/control strategies and adjust as necessary during the construction period 4-P2-C-37--P-16, ev. C Page

24 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 11. Conclusions and ecommendations his ransportation Brief was prepared to meet the requirements required under the City of oronto s I guidelines, with the purpose of identifying the net trips generated by the t. ClairOld eston martrack tation and investigating any relevant effects on the surrounding transportation network. he conclusions drawn from this study and the suggested recommendations are as follows: he minimal number of auto trips generated by the informal PPUO (12 in the A.M. peak hour and 85 in the P.M. peak hour estimated conservatively) are not expected to have significant impact on the existing transportation network relative to other nearby developments. his number of auto trips satisfactorily meets the trip threshold as per the City s I guidelines (the number of trips in the A.M. peak hour is slightly over 1, but it has been concluded that this is acceptable given the very conservative nature of the analysis); everal mitigation measures are recommended to support development around the station site regarding pedestrian and cycling connectivity, flow and movement, as additional means to mitigate the anticipated increase in pedestrian and cyclist activities. hese initiatives are outlined in able 1-1. Other items to be considered are as follows: It is recommended that the bus loop travel in a counter-clockwise direction (i.e. from north to south), to facilitate safe and easy transfers for local transit riders accessing the station; It is recommended that the intersection of Union treet at urnberry Avenue be signalized, if the Gunns oad extension is constructed, to ensure safety for all road users accessing the south station entrance; and It is recommended that the intersection of the Keele treet extension and Gunns oad extension be signalized (if these extensions are constructed) to ensure safety for all road users accessing the station. It is recommended that further study into improving the pedestrian and cyclist operations at the intersection of Union treet and ownsley treet in particular be conducted, where the pedestrian/cyclist activities are expected to be the most significant, such as crosswalk widening, modifications to pedestrian/cyclist signal timing, pedestrian/cyclist overpass/underpass, etc.; and It is recommended that local transit service in the study area be reviewed, e.g. increasing transit frequency and capacity, as well as the re-routing of existing routes to utilize the new bus loop and the implementation of new bus routes, to address the anticipated increase in local transit demand for trips to/from the station. his ransportation Brief has been completed on the basis of limited available data and reflects (what is believed to be) conservative assumptions from previous studies and for other time horizons than what is envisaged for this study. Accordingly, the findings of this work cannot be relied upon for purposes beyond of this ransportation Brief. 4-P2-C-37--P-16, ev. C Page 18

25 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 12. eferences BA Consulting Group. (2). 79 & 91 t. Clair Avenue est, Urban ransportation Considerations. etrieved from City of oronto evelopment Applications: t&foldersn= &iscofaearch=false&islabearch=false BA Consulting Group. (216). 71, 61 & 55 t. Clair Avenue est and 367 & 375 Osler treet Mixed-Use evelopment, Urban ransportation Considerations. etrieved from City of oronto evelopment Applications: t&foldersn= &iscofaearch=false&islabearch=false City of oronto. (213). Guidelines for the Preparation of ransportation Impact tudies. etrieved from City of oronto: I_Internetecured_21378.pdf City of oronto. (215). Planning & evelopment-city of oronto Official Plan. etrieved from City of oronto: M1d6f89C City of oronto. (216a). Cycling etwork en Year Plan. etrieved from City of oronto: M1d6f89C City of oronto. (216b). Planning & evelopment-zoning By-law etrieved from City of oronto: M1d6f89C City of oronto. (2a). t. Clair Avenue est Area ransportation Master Plan. etrieved from City of oronto: City of oronto. (2b). t. Clair Avenue est Avenue tudy Keele to Glenholme. etrieved from City of oronto: GO ransit. (216). 215 GO ail Passenger urvey-final eport. etrieved from GO ransit. LA Consulting Inc. (215). t. Clair Avenue est at the Georgetown GO Underpass ransportation Infrastructure Planning tudy. etrieved from City of oronto: Metrolinx. (216). GO ail tation Access Plan-Final eport. etrieved from Metrolinx: n_access_plan_.pdf Metrolinx and Urban trategies. (216). ew tations Inistial Business Case t. Clair est (Kitchener). etrieved from Metrolinx: er_.pdf Province of Ontario. (216). GO egional xpress ail 1-Year Program: ew tation Analysis. etrieved from City of oronto: oronto ransit Commission. (215). he en-minute-or-better ervice etwork. etrieved from oronto ransit Commission: 4-P2-C-37--P-16, ev. C Page 19

26 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices meetings/215/june_/eports/enminuteorbetter_ervice_etwork.pdf rans-plan Inc. (214). raffic Impact and Loading tudy, Proposed esidential, etail and Office evelopment 6 Lloyd Avenue. etrieved from City of oronto evelopment Applications: t&foldersn=347955&iscofaearch=false&islabearch=false rans-plan Inc. (214). raffic Operations Assessment and Parking tudy, Proposed Lube hop and Gas Bar edevelopment. etrieved from City of oronto evelopment Applications: t&foldersn=427935&iscofaearch=false&islabearch=false 4-P2-C-37--P-16, ev. C Page 2

27 Appendix A: ummary or pertinent ocuments

28 he following is a list of relevant documents reviewed to document existing conditions with respect to ransportation and raffic within the study area for the Project. he City of oronto Zoning By-law (By-law ); he City of oronto Official Plan; ew tations Initial Business Case t. Clair est (Kitchener Corridor); GO egional xpress ail 1-Year Program: ew tations Analysis; Cycling etwork 1-Year Plan; t. Clair Avenue est Avenue tudy (Keele to Glenholme); t. Clair Avenue est Area ransportation Master Plan; and t. Clair Avenue est at the Georgetown GO Underpass - ransportation Infrastructure Planning tudy. City of oronto, By-Law he zoning for the study area (further described in ection 4), including and surrounding the proposed t. Clair-Old eston martrack tation, is provided in the office of consolidation of the City-wide Zoning By-law eview of this By-law indicates that existing land uses in the study area are compatible with the proposed t. Clair-Old eston martrack tation. esidential blocks surround the proposed station. Land designated for mployment Industrial is located southwest of the proposed station and land zoned for Open pace is southeast and west of the proposed station. Commercial esidential land exists to the east of the proposed t. Clair-Old eston martrack tation. he Kitchener rail corridor itself is appropriately zoned as Utility and ransportation. All of these land uses reflect the current utilization of the land, and are compatible with the forecasts related to this station. For further information on the City s Zoning By-law , please refer to the ocio-conomic and Land Use tudy (Appendix G of the P). City of oronto Official Plan he most recent Official Plan consolidation of policies is in effect as of June 215. ections of the Official Plan that are relevant to transportation and traffic and the t. Clair-Old eston martrack tation are summarized below. he Official Plan designates the station s site as Mixed Used Areas and mployment Areas, which are targeted for growth and redevelopment. ection 2.1: Building a More Livable Urban egion ection 2.1 of the City s Official Plan references oronto s role in dealing with the effects of urban growth and in managing the quality of life of residents. ith respect to transportation it states: 4-P2-C-37--P-16, ev. C

29 raffic does not stop at our borders. he region s prosperity depends on an excellent integrated regional transportation system, featuring direct, transfer-free, inter-regional transit service, road and rail networks that move goods efficiently and excellent access to key locations in the regional economy. he policy states that: oronto will work with neighbouring municipalities, the Province of Ontario and Metrolinx to address mutual challenges and to develop a framework for dealing with growth across the GA which increases the efficiency and safety of the road and rail freight networks in the movement of goods and services. he integration of the martrack and plus the development of the proposed t. ClairOld eston martrack tation is in conformance with this section of the Official Plan. ection 2.2: tructuring Growth in the City: Integrating Land Use and ransportation ection 2.2 of the City s Official Plan states that: Future growth within oronto will be steered to areas which are well served by transit, the existing road network and the growth areas are locations where good transit access can be provided along bus and streetcar routes and at rapid transit stations. It highlights key elements of the City s transportation network to include: subway, Light ail ransit (L), streetcar and bus lines; the GO ransit rail network; railway corridors; the Citywide bikeway network; a system of sidewalks, pathways and trails; and potential use of Hydro corridors for transit facilities, bikeways and walkways. In addition, ection owntown: he Heart of oronto, Policy 8 states that: Priority will be given to improving transit (C and GO) access to the owntown while the expansion of automobile commuting and all-day parking will be discouraged. he development of the proposed t. Clair-Old eston martrack tation will provide options for transit-oriented development and greater integrated transit options for residents, which will support this policy. ection 4.4: Utility Corridors ection 4 of the City s Official Plan, Land Use esignations, also contains passages pertaining to transportation. ection 4.4 on Utility Corridors highlights that these corridors: Play a vital role in the City as corridors for the...movement of people and goods. these corridors serve important local functions as parkland, sports fields, pedestrian and cycling trails and transit facilities. hese corridors should be protected for future public transit routes and linear parks and trails. he policy states that: Linear rail corridors are used primarily for the movement of people and goods. In the event they are no longer required for rail use, they will be protected for future use as public transportation routes, bicycle and pedestrian trails and telecommunications and electrical corridors, where appropriate. 4-P2-C-37--P-16, ev. C

30 he proposed t. Clair-Old eston martrack tation will play a central role in promoting the existing Kitchener rail line as an important transit corridor in the City of oronto. For further information on the City s Official Plan and its relevant policies, please refer to the ocio-conomic and Land Use tudy (Appendix G of the P). ew tations Initial Business Case t. Clair est (Kitchener Corridor) In July 216, Metrolinx and Urban trategies Inc. completed the ew tations Initial Business Case (IBC) t. Clair est. Overall, the IBC demonstrates that from a transportation perspective, the proposed t. Clair-Old eston martrack tation is supported by Policy Alignment and tation Access objectives, and the deliverability and operations case is neutral/supportive of this station. Key findings of the IBC: he station would result in a net gain of more than 46 new daily riders on the Kitchener GO line, improving transit to an area underserved by the existing transit network (which is currently experiencing overcrowding), and contributing to the opportunity for a aterloo-oronto echnology Corridor; he new station would attract new riders, reduce travel times, and produce a net mode shift away from personal vehicles; and Key design features would include: track realignment; signal upgrades; pedestrian and/or cycling bridges or tunnels; and the repurposing of an existing heritage building as a passenger services building. GO egional xpress ail 1-Year Program: ew tations Analysis his analysis shows that the t. Clair-Old eston martrack tation was included in the ew tation ecommendations to the City of oronto, subject to corridor service planning and further analysis of service implications. Cycling etwork 1-Year Plan he 1-Year Cycling etwork Plan identifies approximately 525 centreline kilometres (km) of new infrastructure for the City of oronto. he plan identifies opportunities for cycling infrastructure investments and includes recommendations for cycle tracks or bike lanes on fast, busy streets plus recommendations for traffic calmed routes with cycling wayfinding on quiet streets. he plan also includes recommendations for new boulevard trails, adjacent to fast busy streets where cycling may be less comfortable. he Cycling etwork Plan will serve as a comprehensive roadmap and workplan, outlining the City's planned investments in cycling infrastructure over ithin the study area, a trail/boulevard trail has been recommended along the railway corridor. t. Clair est Avenue tudy (Keele to Glenholme) his study analyzes the mixed-use corridor along t. Clair Avenue est between Keele treet and Glenholme Avenue in order to craft a strategy for future development along this segment. 4-P2-C-37--P-16, ev. C

31 Amendments to the Zoning By-law were suggested to help further differentiate between areas along this section. he study also urges the adoption of an Urban esign trategy to help shape development along this segment of t. Clair Avenue est. Further studies are recommended at three nodes; Keele treet node, Old eston oad node and Caledonia Park oad node to better determine potential land use changes in these areas. In particular, these studies should evaluate long-term employment needs, expanding permitted uses, continued viability of employment uses in this area, current health and state of local industries, emerging trends, issues, constraints & opportunities, identification of threats and counter measures, and a means of quantifying effects and the array of mitigation measures that may be used. It is also recommended that zoning standards be reviewed and updated to align with the visions and above recommendations of this study. t. Clair Avenue est Area ransportation Master Plan his ransportation Master Plan (MP) examines potential solutions to improve transportation alternatives on t. Clair Avenue est between Keele treet and Old eston oad. he MP was presented to the public and recommendations for widening of the t. Clair bridge between Keele treet and Old eston oad was adopted by City Council in 212. Other initiatives that are currently being examined include: xtending Gunns oad from eston oad to Union treet; xtending avenport oad to Lloyd Avenue; xtending Keele treet south to meet the Gunns oad extension between eston oad and Union treet; and xtending avenport oad northwest to Union treet. hese alternatives were subjected to evaluation criteria related to the socio-economic environment, natural environment, cultural environment, transportation considerations, constructability and cost of each alternative. A project update in 2 states that the City of oronto and the Project eam are currently working on detailed evaluations of the solutions such as traffic movement and travel patterns, construction and engineering feasibility, cost of construction, potential effects on the natural, cultural and socio-economic environment, as well as potential connections and access to proposed t. Clair-Old eston martrack tation. o solution has been recommended yet. t. Clair Avenue est at the Georgetown GO Underpass - ransportation Infrastructure Planning tudy his planning study evaluates the feasibility of short-term and long-term alternatives involved with traffic operations, safety conditions and city building initiatives along t. Clair Avenue est between Keele treet. and Old eston oad. xisting conditions and background planning frameworks were first reviewed for the study area, as well as the structural condition of the t. Clair Avenue est underpass to help determine the effects of approved and future development in the area. he problems and opportunities experienced in the area were then identified and eight alternatives were suggested and reviewed. hese alternatives were compared based on property impact, transportation planning, archaeology/built heritage, natural environment, transportation operations/ 4-P2-C-37--P-16, ev. C

32 engineering/constructability and estimated construction cost factors. Option 1A (ii) -an alternative that will widen t. Clair Avenue est by two lanes and will allow for bicycle lanes was recommended. 4-P2-C-37--P-16, ev. C

33 Appendix B: ransportation omorrow urvey () Analysis

34 Proxy ite Mode plits anforth GO tation Boarding 15:3 18: um % Alighting 6:3 9: um % Alighting 15:3 18:3 um % irection ime Boarding Bloor GO tation um % Boarding um % Alighting um % Alighting um % gts6_origin go_on otal Auto river Auto Passenger :3 9: %.%.% :3 18: %.%.% :3 9: % 67.1% 32.9% :3 18: %.%.% alk (alk, ransit) Cycling axi Passenger irection Boarding um % % % % ime 6:3 9:3 Boarding 15:3 18:3.% xhibition GO tation um % otal Auto river Auto Passenger % 7.4%.% %.%.% % 2.3% 48.8% %.%.% gts6_origin go_on 11 G G11 G11 G11 G11 G11 G11 G11 G11 G11 um % G11 G11 G11 G11 G11 G11 G11 G11 6:3 9:3 gts6_origin go_on %.% Alighting 6:3 9:3 um % % %.% Alighting 15:3 18:3 um % G11 G11 G11 G11 otal Auto river Auto Passenger %.%.% %.%.% % 54.7% 19.2% % 29.4% 2.6% alk (alk, ransit) Cycling axi Passenger 23 1.% % %.%.%.% 252.8% %.%.%.% % % Boarding ime alk (alk, ransit) % %.%.% % 4.7% Cycling axi Passenger irection.%.%.%.%.%.%.%.% 4-P2-C-37--P-16, ev. C

35 rip istribution aw ata t. Clair Old eston tation Zone Incoming (Boarding rips) t. Clair Old eston tation Zone Incoming (Boarding rips) ue Feb :14:34 GM-5 (astern tandard ime) - un ime: 2837ms ue Feb :14:34 GM-5 (astern tandard ime) - un ime: 2837ms Cross abulation Query Form - rip Cross abulation Query Form - rip ow: 26 GA zone of origin - gta6_orig ow: 26 GA zone of origin - gta6_orig Column: 26 GA zone of destination - gta6_dest Column: 26 GA zone of destination - gta6_dest Filters: Filters: (tart time of trip - start_time In (tart time of trip - start_time In and and 26 GA zone of destination - gta6_dest In 26 GA zone of destination - gta6_dest In and and Origin est Primary ravel Mode C rips irection Primary ravel Mode B Origin est Origin est Primary ravel Mode B rips irection Primary ravel Mode P, rips irection Origin rips irection Origin est rips LG: Zone within Catchment Area irection est Origin Primary ravel Mode P, rips irection irection Primary ravel Mode est Origin rips Origin est rips irection est Primary ravel Mode C Primary ravel Mode 4-P2-C-37--P-16, ev. C

36 rip istribution aw ata t. Clair Old eston tation Zone Outgoing (Alighting rips) ue Feb :14:34 GM-5 (astern tandard ime) - un ime: 2837ms ue Feb :14:34 GM-5 (astern tandard ime) - un ime: 2837ms Cross abulation Query Form - rip Cross abulation Query Form - rip ow: 26 GA zone of origin - gta6_orig ow: 26 GA zone of origin - gta6_orig Column: 26 GA zone of destination - gta6_dest Column: 26 GA zone of destination - gta6_dest Filters: Filters: (tart time of trip - start_time In (tart time of trip - start_time In and and 26 GA zone of origin - gta6_orig In 26 GA zone of origin - gta6_orig In and and Primary ravel Mode rips irection Origin est Primary ravel Mode P, rips Primary ravel Mode C est Origin rips irection irection est Origin Primary ravel Mode rips est Origin irection est Origin rips Primary ravel Mode C irection est rips rips 146 irection Primary ravel Mode B est Origin Primary ravel Mode P, Origin est Origin irection rips irection Primary ravel Mode B t. Clair Old eston tation Zone Outgoing (Alighting rips) LG: Zone within Catchment Area 4-P2-C-37--P-16, ev. C

37 t. Clair Old eston tation rip istribution ummary from AUO (PPUO) ALKIG Outgoing (Alighting) ALL ZO 8m CACHM Incoming (Boarding) ALL ZO 8m CACHM Incoming (Boarding) ALL ZO Outgoing (Alighting) CACHM ALL ZO AM ir rips 1% % % % ir rips 1% % % % ir rips 53 % 18% 58% % ir rips 1% % % % ir rips % 15% 47% % ir rips 48% % 52% % ir rips % % % 41% ir rips % % % % ir rips 1% % % % ir rips 1% % % % ir rips % % 28% 7% ir rips % 4% 14% % PM Outgoing (Alighting) ALL ZO 25m CACHM AM % % % % ir rips % % % % ir rips 72 % 25% 75% % ir rips % % 1% % CYCLIG rips ir rips % 13% 29% 1% ir rips % 46% % % ir rips % 25% % 49% ir rips % % % % PM Incoming (Boarding) ALL ZO 25m CACHM ir CACHM AM LOCAL AI Incoming (Boarding) ir rips 72 % % 1% % ir rips % % % % ir rips % % % % ir rips % % % % ir rips % % 1% % ir rips % % 1% % ir rips % 7% 73% 3% ir rips 41 71% % % 29% ALL ZO CACHM AM ir rips % 14% 64% 4% ir rips % 14% % % ir rips % 3% 49% % ir rips % 36% 18% % PM PM Outgoing (Alighting) CACHM ALL ZO 4-P2-C-37--P-16, ev. C

38 Apndix C: ransportation Analysis

39 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices able of Contents 1. Basis of ransportation Analysis Mode plit... 1 rip Generation... 2 rip istribution... 2 rip Assignment xisting and Future ransportation etwork xisting ransportation etwork and raffic Conditions... 2 Auto... 2 Pedestrian... 3 Cycling... 4 ransit... 4 Major ransportation etwork Changes... 5 Auto... 5 Pedestrian... 6 Cycling... 6 ransit... 7 Proposed Future Land evelopment ite raffic Mode plit... 1 rip Generation rip istribution Use of Catchment Areas Use of 211 and Final rip istribution rip Assignment List of Figures Figure 2-1 Proposed evelopment Locations... 8 Figure 3-1: Auto Catchment Area Figure 3-2: alking Catchment Area Figure 3-3: Cycling Catchment Area List of ables able 1-1 t. Clair-Old eston martrack tation Boarding and Alighting ata... 1 able 2-1 Proposed Land evelopments ummary... 9 able 3-1 t. Clair-Old eston martrack tation Mode plit argets from GO ail tation Access Plan... 1 able 3-2 Average Mode plits from 215 GO ail Passenger urvey for hree Proxy ites... 1 able 3-3 Average Mode plits from 211 ata for hree Proxy ites able 3-4 Mode plits for t. Clair-Old eston martrack tation able 3-5 t. Clair-Old eston martrack tation rip istribution by Mode P2-C-37--P-16, ev. C Page i

40 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices 1. Basis of ransportation Analysis Based on the City s directions and relevant guidelines, this ransportation Brief was developed to focus on identifying the number of multi-modal trips and critical movements at the adjacent intersections generated by the station. o achieve this goal, the traditional procedure for travel demand was utilized and adapted to this study. his methodology typically follows the Four tage Model : tage 1: rip Generation (i.e., how many trips are generated to and from the station?); tage 2: rip istribution (i.e., where do these trips go?); tage 3: Mode plit (i.e., what travel modes are used by these trips?); and tage 4: rip Assignment (i.e., what routes do these trips travel?). he analysis is based on the following 2 forecasted ridership data for the Project during the A.M. and P.M. peak hours, which were provided by City Planning (see able 1-1 below) able 1-1 t. Clair-Old eston martrack tation Boarding and Alighting ata A.M. P.M. otal Boardings 63 8 ransfer Boardings (34.9%) 1 (12.5%) otal Alightings 4 44 Peak Hour ransfer Alightings (%) 1 (.7%) Mode plit he mode split was based on information from Metrolinx s GO ail tation Access Plan (Metrolinx, 216), ridership data provided by the City of oronto, Metrolinx s GO ail Passenger urvey eport (GO ransit, 216) and data extracted from the 211. ince there is no commuter parking proposed at the t. Clair-Old eston martrack tation, auto trips are anticipated to be generated only by informal PPUO; however, the PPUO rate presented in the GO ail tation Access Plan was deemed to be too high, relative to the changes in the characteristics of this station since its original planning. 1.1 For this study, the mode split is discussed in ection 3.1, followed by the analysis of trip generation, trip distribution, and trip assignment in ections 3.2, 3.3 and 3.4, respectively. he following subsections include broad discussions of each element of the analysis. pecifically: he mode shares presented in this ransportation Brief are target shares at 2 which were developed with consideration of the planning policies and objectives; he mode shares were developed to represent all-day conditions instead of the A.M./P.M. peak hour conditions which are the focus of this study, and the PPUO rate is expected to be lower at peak hours; and he PPUO rate was developed assuming a 12-vehicle on-street waiting area will be provided at t. Clair-Old eston tation; however, the current design has changed to not include any official PPUO area. 4-P2-C-37--P-16, ev. C Page 1

41 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices he City s 2 ridership, GO ail Passenger urvey eport, and 211 data was used, where applicable, to adjust the mode splits from the GO ail tation Access Plan for this analysis. A series of assumptions were made for the purposes of considering the informal onstreet PPUO activities. hese activities will be dispersed in the surrounding roadway network, and include not only personal vehicles but also taxi and rideshare (e.g., Uber) vehicles, and it is anticipated that any effects on the surrounding transportation network, such as blockages from illegally stopped vehicles, will be minimal. 1.2 rip Generation he trip generation was based on the City s 2 Forecasted idership provided by the City of oronto. he number of trips by mode was determined by incorporating the mode share information. 1.3 rip istribution 1.4 he trip distribution was based on defining a catchment area for each mode around the station, examining existing trip patterns in the GO ail Passenger urvey eport and the 211, as well as understanding the existing land uses surrounding the station site. Professional engineering judgement was used in this process to estimate the distribution of trips for each mode based on characteristics from existing trip patterns and land use. rip Assignment rips to/from the station would be assigned to the existing and future routes and access points into the station. It would be assumed that all trips would use a minimal number of adjacent roadways and converge on the identified critical intersections, in order to maintain a conservative consideration of trips in this analysis. he station generated net trips are less than 1; and here are no critical movements and intersections identified due to the trips generated by the station. et trips generated to and from the station as part of this analysis would be examined against two key criteria, as outlined in the City of oronto s I guidelines: his would confirm whether a ransportation Brief would be sufficient in lieu of executing a full IA. However, since the station site includes a number of proposed roadways, for which the configuration and geometry are still under development, the ability for a detailed trip assignment to be completed is limited. Based on the available information about these new road expansions introduced, a very high-level trip assignment is discussed in ection 3.4, from which conclusions can be drawn. 2. xisting and Future ransportation etwork 2.1 xisting ransportation etwork and raffic Conditions 211 Auto he study area contains the following key corridors; all which are all under the jurisdiction of the City of oronto: 4-P2-C-37--P-16, ev. C Page 2

42 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices t. Clair Avenue est is a four-lane east-west arterial road; the segment between eston oad/keele treet and Old eston oad is reduced to two lanes (one per direction). he posted speed limit is 5 km/h. On-street parking is prohibited on this street within the study area; eston oad/keele treet is a four-lane north-south arterial road. he roadway is named eston oad north of t. Clair Avenue est, and Keele treet south of t. Clair Avenue est. he posted speed limit is 5 km/h. On-street parking is prohibited on this street within the study area; Old eston oad is a four-lane north-south arterial road. he posted speed limit is 5 km/h. On-street parking is permitted along certain segments at certain times; Gunns oad is a two-lane collector road that provides a by-pass alternative from eston oad to t. Clair Avenue est. he posted speed limit is 5 km/h. On-street parking is prohibited on this street within the study area; Union treet/ownsley treet is a two-lane local road connecting urnberry Avenue and Old eston oad. he segment running north-south is Union treet and the segment running east-west is ownsley treet. Union treet/ownsley treet serves the surrounding industrial area. he posted speed limit is 4 km/h. On-street parking is prohibited on this street within the study area; and urnberry Avenue is a two-lane east-west local road connecting Union treet and Old eston oad. urnberry Avenue serves the residential developments that surround the study area. he posted speed limit is 4 km/h. On-street parking is permitted along certain segments. Union treet and ownsley treet (with the extension of avenport oad): is currently an unsignalized intersection; future -intersection configuration is unknown at this time; Union treet and urnberry treet (with the extension of Gunns oad): is currently a twoway stop-controlled -intersection; future four-leg configuration is unknown at this time; and he key intersections examined for this study include: Gunns oad extension and Keele treet extension: is a proposed -intersection; specific configuration is unknown at this time. here are no urning Movement Counts (MCs) available for the current or future configurations of these key intersections. 212 Pedestrian idewalks provide pedestrians with enhanced connectivity throughout the study area. he existing pedestrian network is well connected, providing sidewalks on both sides of the street and other informal pedestrian pathways for the majority of roadways in the study area. he following sections feature locations with intermittent conditions or no sidewalks: Union treet: ownsley treet to urnberry Avenue (east sidewalk only); ownsley treet: Old eston oad to Union treet (no sidewalk); and 4-P2-C-37--P-16, ev. C Page 3

43 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices t. Clair Avenue est: within rail corridor overpass area (sidewalk guard-rail separated from vehicular traffic). here are sidewalks and/or pedestrian pathways on the majority of roads in the study area, providing pedestrian-oriented features that make the study area supportive of people traveling on foot including: Pavement markings for pedestrian crossings; Pedestrian-oriented lighting is intermittent, the majority is general street lighting; Pedestrian crossing signals are activated by pushbuttons; and ayfinding signage is intermittent. Cycling Based on a review of the City s 1-Year Cycling Plan and desktop analysis of the boundary road network, there is no substantial existing cycling infrastructure in the study area. Cycling infrastructure is extremely limited and there is not any direct cycling connection to the station site. An indirect connection exists to designated cycling lanes along avenport oad, 5 m south of the station. However, the planned extension of avenport oad (as part of the t. Clair est Area MP) will bring bike lanes to Union treet. Lavender Creek rail is located west of eston oad and is proposed to be connected to the proposed multi-use path south of the Gunns oad extension, as per the t. Clair est Area MP. oronto ransit Commission he C serves the study area and the broader surrounding areas. As the station site is located in an intensifying area with both high-density residential and employment uses, connectivity from local transit services is of great significance. t. Clair Avenue est, eston oad/keele treet and Old eston oad operate as key transit service routes in the study area ransit oute 512 t. Clair is a C streetcar route which generally operates in an east-west direction via t. Clair Avenue est and t. Clair Avenue ast. he route operates from Gunns Loop to t. Clair tation, part of Line 1 Yonge-University-padina. he route also connects to Line 1 at t. Clair est tation. he 512 t Clair streetcar route operates at all times, seven days a week. he route is part of the 1 Minute etwork, and operates 1 minutes or better, all day, every day (oronto ransit Commission, 215). his route also has a service that operates between t. Clair and t. Clair est tations. oute 2 t. Clair-Junction is a C Blue ight bus route which operates between undas est tation (on Line 2 Bloor-anforth) and t. Clair est tation (on Line 1 Yonge-Universitypadina). his route operates during the overnight period, seven days a week. oute 89 eston is a C bus route that operates in a generally north-south direction. and operates between Albion oad and Keele tation (on Line 2 Bloor-anforth). It also serves GO 4-P2-C-37--P-16, ev. C Page 4

44 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices ransit at eston tation. his route is part of the 1 Minute etwork, and operates 1 minutes or better, all day, every day (oronto ransit Commission, 215) oute 41 Keele is a C bus route that operates in a generally north-south direction and operates between Keele tation (on Line 2 Bloor-anforth) and Pioneer Village tation (on Line 1 Yonge-University-padina). wo services operate along this route: the 41A (Keele tation to Pioneer Village tation) which operates all day, seven days a week, and the 41 (Keele tation to Finch est tation) which in an express branch operating during the peak periods between Monday and Friday only. oute 341 Keele is a C Blue ight bus route that operates in a generally north-south direction between Keele tation (on Line 2 Bloor-anforth) and York University. his route operates during the overnight period, seven days a week. oute 127 avenport is a C bus route that operates in a generally east-west direction. between ownsley Loop and padina tation (on Line 1 Yonge-University-padina and Line 2 Bloor-anforth), with an additional connection to upont tation on Line 1. his route operates at all times, seven days a week GO ransit oute 168 ymington is a C bus route that operates in a generally north-south direction. between undas est tation (on Line 2 Bloor-anforth) and the vicinity of ogers oad and eston oad. his route operates at all times, seven days a week. he proposed t. Clair-Old eston martrack tation would be situated on the Kitchener GO rail corridor between Bloor GO tation (2.2 km to the southeast) and eston GO tation (4.9 km to the northwest). Major ransportation etwork Changes 2.2 he following section documents the future conditions for the t. Clair-Old eston tation, assesses potential effects, and identifies any required mitigation measures with respect to transportation and traffic within the study area. Auto ith considerations from the t. Clair Avenue est Area MP, the roadway network in the vicinity of the station site will change dramatically compared to existing conditions. he MP has proposed four design alternatives which have been considered for this analysis, involving modifications to the roadway network. hese alternatives consist of: idening t. Clair Avenue est between Keele treet and Old eston oad (from 1 lane to 2 lanes in each direction); xtending Gunns oad easterly from eston oad to Union treet; xtending Keele treet southerly from south of ogers oad to the Gunns oad extension; and xtending avenport oad northerly from Old eston oad as an overpass over t. Clair Avenue est and connecting to Union treet. 4-P2-C-37--P-16, ev. C Page 5

45 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices he implementation of these alternatives will change the configuration of the existing critical intersections, and create new intersections with access to the station site, as follows: xtending avenport oad northwest over t. Clair Avenue will change the Union treet/ownsley treet intersection from a two-leg intersection to a -intersection; xtending Gunns oad easterly from eston oad to Union treet will change the Union treet/urnberry treet intersection from a -intersection to a four-leg intersection; and xtending Keele treet south to the Gunns oad extension will create a new -intersection As a result of the proximity to the station site, an increase in vehicle and pedestrian/cyclist volumes at the two existing intersections is expected. In order to accommodate these increases, conversion of all three critical intersections to signalized intersections may be considered in the long-term. Pedestrian ew and improved sidewalks along the north side of t. Clair Avenue est, east of the rail corridor to facilitate the connection of Union treet/avenport oad extension and the southern main station entrance; ew and improved sidewalks along the east side of eston oad and the south side of the Gunns oad with a direct connection at street level to the west side station platform at track level; ew and improved sidewalks along t. Clair Avenue est, on the west side of the rail corridor, with a direct connection at street level to the west side station platform at track level; An increase in pedestrian movements is anticipated as a result of future development and growth adjacent to the station site. nhancements providing pedestrian and cycling accessibility and connectivity to the station from either side of the rail corridor has been proposed as part of the station s IP. Additionally, the implementation of the t. Clair est Area MP s preferred design alternatives were considered, which include additional pedestrian paths. Key initiatives from both sources include: Improvements to Union treet between ownsley treet and urnberry Avenue/Gunns oad extension, including improved sidewalks and the development of a multi-use path to facilitate access to the station; A multi-use path along the south side of the Gunns oad extension; and he extension of Lavender Creek rail to the intersection of Gunns oad and eston oad. Cycling he City of oronto s 1-Year Cycling Plan describes one initiative to improve cycling infrastructure near the station site, that being a trail/boulevard trail along the rail corridor. 4-P2-C-37--P-16, ev. C Page 6

46 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices As part of the station s IP, a secured bike shelter will be provided near the southern main station entrance (on the east side of the rail corridor), and additional bicycle facilities will be provided at both station entrances on the east side of the rail corridor. As part of the t. Clair Avenue est Area MP, several cycling initiatives are proposed as part of the preferred design alternatives, including: Improved cycling facilities along t. Clair Avenue est to facilitate access to the southern main station entrance; Improved cycling facilities (bike lanes) on both sides of Union treet and a multi-use path on the west side of Union treet between t. Clair Avenue est and urnberry oad/ Gunns oad extension; A multi-use path along the south side of the Gunns oad extension, with a connection to the multi-use path on Union treet; he extension of Lavender Creek rail to the intersection of Gunns oad and eston oad; and Bike lanes on both sides of the Keele treet extension. As a result of these improvements in cycling infrastructure, as well as overall development and growth in the study area, it is anticipated that there will be an increase in cycling use ransit oronto ransit Commission ransit routes and services are expected to generally remain the same in the future; however, it is anticipated that current routes may be re-routed to better serve t. Clair-Old eston martrack tation. his includes the use of a new access loop with dedicated bus lay-bys on Union treet. It is also anticipated that future transit services may operate along the new roadway expansions proposed in the t. Clair Avenue est Area MP, including the avenport oad, Keele treet and Gunns oad extensions, and Union treet; however, no routes have been finalized yet GO ransit he proposed t. Clair-Old eston martrack tation will be situated on the Kitchener GO rail corridor between Bloor tation (2.2 km to the southeast) and Mount ennis tation, which is currently under construction as part of the glinton Crosstown L (2.5 km to the northwest). 2.3 Proposed Future Land evelopment Using the City of oronto evelopment Application website, current development applications in and around the station site were identified. Figure 2-1 illustrates these development applications. tatistics regarding each of these developments are summarized in able P2-C-37--P-16, ev. C Page 7

47 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices K AV U IA OA O A PP O CA L B AY LA ± OL M User ame: p7463b Aerial ervice Layer Credits: ource: sri, igitalglobe, Geoye, arthstar Geographics, C/Airbus, UA, UG, AX, Getmapping, Aerogrid, IG, IGP, swisstopo, and the GI User Community U AV Y B U PA IA O CAL O A U IO A O GU A O A 611 Keele t U V I A A L C Legend Proposed Project Footprint (approximate) ailway U AV O Y L O A O O K L O GH LAU CA 71 t. Clair Ave Markham Vaughan L K ocument Path: J:\O\ Metrolinx Package 2\PM\5 General\ransportation and raffic ork Plans\Mapping\mxd\Metrolinx_t_Clair tation_3.mxd GL 79 t. Clair Ave oronto AV 6 Lloyd Ave P O OA Mississauga AA OUC: Project: oads and ailways - Ontario Open ata Catalogue atercourses - Land Information Ontario Project Footprint - Initial Preferred esigns Figure itle: t. Clair - Old eston martrack tation Proposed evelopment Locations Prepared By: Metres C..1-1 ate: February 23, 218 eview: Figure: Page: P2-C-37--P-16, ev. C Page 8

48 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices able 2-1 Proposed Land evelopments ummary Land Use 71 t. Clair Avenue est Mixed Use 6 storeys 72 residential units 49 below-grade parking spaces, 4 surface parking spaces Mixed Use 4 buildings Building A: 14 storeys, 132 residential units, 14,3 m2 GFA Building B: 12 storeys, 154 residential units, 1,7 m2 GFA Building C: 11 storeys, 186 residential units, 146,6 m2 GFA Building : One storey, 14,5 m2 retail GFA, 8, 725 m2 office GFA 6 Lloyd Avenue Mixed Use 12 storeys 274 residential units, 23,78 m2 Gross Floor Area (GFA) 1, m2 nonresidential GFA 49 m2 indoor amenity space, 545 m2 outdoor amenity space 611 Keele treet & 91 t. Clair Avenue est, Urban ransportation Considerations, BA Group, March 2 71, 61 & 55 t. Clair Avenue est And 367 & 375 Osler treet MixedUse evelopment, Urban ransportation Considerations, BA Group, March t. Clair Avenue est ite tatistics/otes Address ource of Background evelopment rip Generation Commercial Building A: Gas station, 151 m2 GFA Building B: 2 storeys, 28.9 m2 GFA per floor, Lube hop, 4 service positions and storage for the Lube hop raffic Impact and Loading tudy, Proposed esidential, etail and Office evelopment 6 Lloyd Avenue, rans-plan Inc., July 214 raffic Operations Assessment and Parking tudy, Proposed Lube hop and Gas Bar edevelopment, ransplan Inc., July 214 Anticipated Auto rip Generation (8 rips) (A.M./P.M.) 48/48 1/7 26/659 6/73 ite raffic For the purposes of this ransportation Brief, the amount of vehicular traffic generated by the Project development was estimated in order to determine whether a more fulsome IA is required. Based on the City of oronto s guidelines, a IA is required if a proposed development generates at least 1 net additional peak direction vehicle trips in the peak hour or impacts critical movements at area intersections. his threshold is defined by the City s Guidelines for the Preparation of ransportation Impact tudies, and is used to determine where the site-generated traffic might result in a noticeable change in the level of service on 4-P2-C-37--P-16, ev. C Page 9

49 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices abutting roads, generate the need for transportation infrastructure (e.g., traffic control signals) or require the implementation of mitigating measures such as the construction of separate turn lanes (City of oronto, 213). 3.1 Mode plit he target mode splits in able 3-1 were developed in the GO ail tation Access Plan (Metrolinx, 216) for t. Clair-Old eston martrack tation, using 2 forecast year. his study includes ridership estimates for the GO Kitchener Line, the current and targeted GO ail tation Access Plan in response to the Provincial commitment to and the resulting changes in service and stations. As there will be no commuter parking or formal PPUO area at t. Clair-Old eston tation, all auto trips will be attracted and/or generated by informal passenger pick-up and drop-off (PPUO). able 3-1 t. Clair-Old eston martrack tation Mode plit argets from GO ail tation Access Plan 215 Access Levels (Actual) 2 Access argets Avg. stimate High stimate Mode alking Local ransit Cycling Passenger Pick-up / rop-off Carpool Passengers rive and Park 58% % 6% % % % /A 56% 2% 4% 2% % % o verify the mode splits from the GO ail tation Access Plan, the existing mode splits at three nearby existing GO stations, anforth GO tation, Bloor GO tation, and xhibition GO tation were analyzed as proxy sites. he mode splits of these three stations were collected from two sources. he first is the 215 GO ail Passenger urvey eport (GO ransit, 216) which can be seen in able 3-2. able 3-2 Average Mode plits from 215 GO ail Passenger urvey for hree Proxy ites Mode Auto river rive & Park Auto Passenger Carpool Local ransit Bicycle alk Other Bloor GO.%.%.%.% 1.3%.% 89.7%.% anforth GO.%.% 9.5%.% 9.5% 4.3% 78.5% 1.% xhibition GO.%.% 5.5%.% 16.7%.% 77.8%.% Average.%.% 5.%.% 12.2% 1.4% 82.9%.3% 4-P2-C-37--P-16, ev. C Page 1

50 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices From able 3-2, it is shown that the majority of trips related to the proxy sites consist of walking and transit trips. Further information such as peak period or boarding/alighting is not provided for these mode splits and so this information is not considered to be of substantial use, other than to note that the average auto passenger split (equivalent to the PPUO split in this study) is 5%, which is much lower than the target, i.e., 2%-%, shown in the GO ail tation Access Plan. econdly, the mode splits for trips accessing and egressing these proxy stations were also estimated using 211 data. he mode splits seen in able 3-3 are the average of the three proxy sites. he mode splits of anforth GO tation, Bloor GO tation and xhibition GO tation individually can be found in Appendix B. able 3-3 Average Mode plits from 211 ata for hree Proxy ites P.M. Peak Boarding Alighting.% 9.8%.% 6.9%.% 1.6% 1.% 81.6%.%.% Auto river Auto Passenger axi Passenger alk (alk, ransit)* Cycling A.M. Peak Boarding Alighting 2.5% 47.4%.% 33.6%.%.% 96.%.9% 1.5% 1.1% Mode * data categorizes trip mode with the mode of the first leg of the trip. If someone walked to a bus stop to take the bus, then the trip mode for that trip is considered alk. From able 3-3, it is shown that the majority of trips to and from the proxy sites consist of walk or transit trips. he total auto mode share proposed for the Project in the GO ail tation Access Plan is % as there are no parking facilities; however, the auto driver mode share at the proxy studies is greater than %. able 3-3 also shows that % of trips come from PPUO (the sum of auto and taxi passenger percentages) during the A.M. peak boarding period, which are not reasonable assumptions to follow as it is expected that PPUO activities will occur at the station during these times. he cycling mode share is much lower than what is proposed for the Project in the GO ail tation Access Plan (1% versus 4-6%). For these reasons, the average mode splits of the proxy sites, produced from the 211 cannot be considered a reliable source to determine the mode splits for t. Clair-Old eston martrack tation. he City of oronto ridership data in able 1-1 shows that the estimated number of trips made by local transit (transfer boardings/transfer alightings) represent mode splits that are much higher than the GO ail tation Access Plan for the A.M. peak boarding and P.M. peak alighting periods. Given that the location of t. Clair-Old eston martrack tation is in a developed area of the City, and there are planned infrastructure improvements to the local transit network (such as the re-routing of existing routes and implementation of new routes), it is reasonable to expect that the local transit mode split will be higher than that shown in the GO ail tation Access Plan. o reflect this, and to maintain a conservative analysis, the local transit mode split for these two periods were derived from the ridership data. he mode splits for the remaining modes were derived by adjusting the GO ail tation Access Plan mode splits 4-P2-C-37--P-16, ev. C Page 11

51 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices proportionally based on the new local transit mode split, given that the proxy data shown in able 3-2 and able 3-3 is unreliable. It should be noted that the mode split for PPUO in the GO ail Access Plan represents allday conditions rather than peak hour conditions which is expected to be lower. he PPUO mode spit in the GO ail tation Access Plan also assumes a 12-space location east of the station where PPUO activities will occur; however, as per the IP, this facility will not be provided. he mode split for PPUO has not been adjusted as a result (although it could be expected that the factors as mentioned above will result in a lower share of PPUO); this therefore represents a conservative analysis. However, the PPUO mode split for the A.M peak alighting and P.M. peak boarding periods have been reduced to zero for this analysis, to reflect the idea that PPUO activities will not occur during these periods. he trips forecasted to be generated by this mode have been proportionally reallocated to the walking, local transit, and cycling modes during these periods. Additionally, it is assumed that the 2 forecasted targets are identical to the 8 future year targets (the opening of the station), to be conservative. he final mode splits are shown in able 3-4 below. able 3-4 Mode plits for t. Clair-Old eston martrack tation Mode P.M. Peak Boarding Alighting 7% 54% 25% 23% 5% 4% % 19% % % % % rip Generation 3.2 alking Local ransit Cycling Passenger Pick-Up/rop-Off Carpool Passengers rive and Park A.M. Peak Boarding Alighting 46% 7% 35% 25% 3% 5% 16% % % % % % able 3-5 summarizes the total number of trips that are created by t. Clair-Old eston martrack tation. he number of trips generated for each mode is the number of total boardings/total alightings occurring at the station, multiplied by the mode splits in able 3-4. As can be seen, the total number of auto trips (PPUO) generated for the station is less than 1 in all cases except the A.M. boarding period. Although the net number of vehicle trips in this period is slightly greater than 1 (12 in total), it has been concluded that a full IA is not required, because the analysis conducted was very conservative. Firstly, the analysis assumed that the 2 ridership provided by the City will be equal to the ridership in 8 when the station is first operational; it is reasonable to assume that the additional three years will generate additional trips. econdly, the mode share for PPUO trips from the GO ail tation Access Plan (2%) was too high, given that this mode split represents all-day conditions (as opposed to peak hour conditions, where the PPUO rate is expected to be lower), and this mode split incorporated a 12-vehicle on-street waiting area, 4-P2-C-37--P-16, ev. C Page 12

52 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices which as since been removed (and it is reasonable to expect that with the removal of the official waiting area, the PPUO rate would be reduced). ven though the PPUO mode split from the GO ail tation Access Plan was reduced to 16% as a result of the increase to the local transit mode split, this mode split is still likely too high based on the factors described above and compared to the information shown in 215 GO ail Passenger urvey and the 211. able 3-5: t. Clair-Old eston martrack tation rip Generation ummary A.M. Peak Boarding Alighting alking Local ransit Cycling Passenger Pick-Up/rop-Off Carpool Passengers rive and Park P.M. Peak Boarding Alighting Mode rip istribution he distribution of trips to the road network was determined based on existing trip patterns and existing land use surrounding the station site. Use of Catchment Areas Auto trips are generated within an area by first determining a catchment area. he catchment area was drawn as two lines at approximately the halfway point between the future t. ClairOld eston martrack tation and the adjacent stations on the Kitchener GO Line; to the east (Bloor GO tation) and to the west (Mount ennis tation). he halfway point was determined by drawing circles with a radius of 1,5 metres from each station and connecting the points where the circles overlap. hese lines represent the idea that drivers on either side of the line will choose to drive to/from the station that is closest to their origin/destination. he catchment area is shown in yellow in Figure 3-1 below For the purposes of trip distribution, it was assumed that the catchment area for local transit trips is the same as that of auto trips. 4-P2-C-37--P-16, ev. C Page 13

53 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices Figure 3-1: Auto Catchment Area he catchment area for trips that would access the station on-foot only was identified on this basis of reasonable walking distance. A catchment area was drawn with a radius of 8 metres from the station site, representing a walking time of approximately 1 minutes. he catchment area is highlighted in Figure 3-2 below. Figure 3-2: alking Catchment Area 4-P2-C-37--P-16, ev. C Page 14

54 Metrolinx - egional xpress ail (Package 2) echnical Advisory ervices he catchment area for trips that would access the station by bike-only was identified on this basis of a reasonable cycling distance. A catchment area was drawn as a circle with a radius of 2,5 metres from the station, representing a cycling time of approximately 1 minutes. he catchment area is shown in Figure 3-3 below. Figure 3-3: Cycling Catchment Area Use of 211 and Final rip istribution he 211 was used to determine the distribution of trips to/from the station site area (i.e., to/from north, east, south and west). his was completed using the notion of traffic zones, which divide the City of oronto into smaller segments than the City ards, thus creating more fine-grained data. his was completed for each mode (PPUO, local transit, walking-only and cycling) by extracting data that represented trips to/from the specific traffic zone where the station will be situated to/from all the other zones within the catchment area. he location of each zone relative to the zone where the station will be (i.e., north, east, south or west of the station) and the number of trips to/from each zone represented as the distribution of trips. Full details about the data used for this study is included in Appendix B of the ransportation Brief. here are two major limitations from using data that restrict its usefulness for this analysis. Firstly, the data is constrained by the fact that the station has not been built yet and that future travel patterns to/from the station site will be altered from the current patterns; this affects the distribution for all modes of travel. For example, it is unlikely that there will be many PPUO trips at the present time to an area where the land use is quite limited. econdly, the data is constrained by existing infrastructure in the surrounding area. his is true for all modes, where several initiatives for new or upgraded infrastructure, as part of the station design and the t. Clair Avenue est Area MP will greatly improve connectivity within the study area and will therefore likely influence the travel patterns to/from the station site. 4-P2-C-37--P-16, ev. C Page 15