TRANSPORTATION IMPACT STUDY

Transcription

1 Dundas MEP Developments Inc. City of Toronto 219 and 231 Dundas Street East, Proposed Mixed-Use Development TRANSPORTATION IMPACT STUDY 9782/2 April 216

2 LEA Consulting Ltd. Consulting Engineers & Planners Suite 9, 625 Cochrane Drive, Markham, ON, L3R 9R9 CANADA Tel: Fax: April, 216 Our Ref.: 9782/2 Re: Transportation Impact Study Proposed Mixed-Use Development 219 and 231 Dundas Street East, City of Toronto LEA Consulting Ltd. is pleased to present the findings of our Transportation Impact Study for the proposed mixed-use development at 219 and 231 Dundas Street East in the City of Toronto. This report concludes that the traffic associated with the proposed development will have acceptable impacts to the local road network configuration. The proposed development will not require any intersection improvements. Should you have any question regarding this Transportation Impact Study, please do not hesitate to contact the undersigned. Yours very truly, LEA Consulting Ltd. Kenneth Chan, P. Eng., PTOE Associate, Transportation Engineer Michael McConnell, B.ES, M.Eng Transportation Planner

3 Technical Transportation Report Page 1 of and 231 Dundas Street East TABLE OF CONTENTS 1. Project Background Existing Transportation Conditions Existing Road Network Existing Transit Services Existing Bicycle Routes and Trails Traffic Data Collection Existing Intersection Capacity Analysis Existing Transit Capacity Future Background Transportation Conditions Future Background Traffic Conditions Future Background Intersection Capacity Analysis Future Background Transit Conditions Future Total Transportation Conditions Subject Site Vehicle Trip Generation Vehicle Trip Distribution and Assignment Future Total Intersection Capacity Analysis Subject Site Transit Trip Generation Transit Trip distribution and Assignment Future Total Transit Capacity Analysis Parking Bicycle Minimum Parking Rates Vehicle Minimum Parking Rates Loading Assessment Conclusions... 26

4 Technical Transportation Report Page 2 of and 231 Dundas Street East LIST OF TABLES Table 2-1: Existing Traffic Volume Collection Dates... 9 Table 2-2: Existing Levels of Service Weekday AM and PM Peak Hour (Signalized)... 1 Table 2-3: Existing Levels of Service Weekday AM and PM Peak Hour (Unsignalized) Table 2-4: Existing transit ridership Bus and Streetcar Routes Table 2-5: Existing TTC Route Capacity and Demand Table 3-1: Annual Corridor Growth Rates Table 3-2: Background Development Potential Traffic Generators Table 3-3: Future Background Levels of Service Weekday AM and PM Peak Hour (Signalized) Table 3-4: Future Background Levels of Service Weekday AM and PM Peak Hour (Unsignalized) Table 3-5: Future Background Transit Operations Analysis Table 3-6: 231 Inbound Rapid Transit Capacity Table 4-1: Proxy Site and Subject Site Urban Comparisons Table 4-2: Vehicular Trip Generation- 219 Dundas Street Table 4-3: Subject Site Vehicle Trip Distribution and Assignment Table 4-4: Net Vehicle Trip Generation Table 4-5: Signalized Future Total Intersection Capacity Analysis Table 4-6: Unsignalized Future Total Intersection Capacity Analysis... 2 Table 4-7: Pedestrians Trip Generation- 219 Dundas Street East... 2 Table 4-8: TTS 211 Modal Split Transit and Walking Trips Table 4-9: Subject Site Walk and Trip Generation Table 4-1: Subject Site Transit Route Distribution Table 4-11: Subject Site Transit Route Ridership Table 4-12: Future Total Transit Ridership Analysis Table 5-1: Minimum Bicycle Parking Green Standard (Tier 1) Table 5-2: Minimum Vehicle Parking Standards - Zoning By-law Table 5-3: Provided Vehicle Parking Table 5-4: Proposed and Approved Developments with Reduced Parking Table 6-1: Subject Site Loading Summary April 216

5 Technical Transportation Report Page 3 of and 231 Dundas Street East LIST OF FIGURES Figure 1-1: Subject Site... 4 Figure 1-2: Site Plan... 5 Figure 2-1: Existing Lane Configuration... 7 Figure 2-2: TTC Service Network... 8 Figure 2-3: Existing Traffic Weekday AM Peak Hour... 9 Figure 2-4: Existing Traffic Weekday PM Peak Hour... 1 Figure 3-1: Net Background Development Growth-Weekday AM Peak Hour Figure 3-2: Net Background Development Growth-Weekday PM Peak Hour Figure 3-3: Future Background Traffic Volumes Weekday AM Peak Hour Figure 3-4: Future Background Traffic Volumes Weekday PM Peak Hour Figure 4-1: Net Subject Site Trips-Weekday AM Peak Hour Figure 4-2: Subject Site Trips-Weekday PM Peak Hour LIST OF APPENDICES APPENDIX A: Traffic Counts and Signal Timing Plans APPENDIX B: Existing Traffic Synchro Report APPENDIX C: Corridor Growth TMC Surveys APPENDIX D: Future Background Traffic Synchro Report APPENDIX E: Proxy Survey Rates APPENDIX F: TTS Distribution Pull APPENDIX G:TTS Transit Distribution Pull APPENDIX H: Future Total Traffic Synchro Report APPENDIX I: Truck Swept Path Diagrams April 216

6 Technical Transportation Report Page 4 of and 231 Dundas Street East 1. Project Background LEA Consulting Ltd. (LEA) was retained by Dundas MEP Developments Inc. to conduct a Transportation Impact Study for the proposed mixed-use development at 219 and 231 Dundas Street East, located on south side of Dundas Street East, east of George Street and west of Pembroke Street (herein referred to as the subject site). Figure 1-1 illustrates the subject site and the immediate surrounding area. Source: Google Maps Figure 1-1: Subject Site The development proposal is for a mixed residential commercial development with 295 residential units and 211 m 2 of retail, with total parking supply of 96 spaces. Vehicular access to the site will be possible via one driveway directly connected to Dundas Street East from the site access. Additional details on the operations of the access are provided in Section 7.. Figure 1-2 illustrates the ground floor site plan with detailed mapping of the driveway. The TTC routes within walking distance to the subject site include: the 55 Dundas Street streetcar, The Yonge-University- Spadina subway (via Dundas Station), and the 75 Sherbourne bus route. Details on transits services can be found in section 2.2 Existing Transit Services section of this report. April 216

7 Technical Transportation Report Page 5 of and 231 Dundas Street East Source: Turner Fleischer Figure 1-2: Site Plan 2. Existing Transportation Conditions The following section provides descriptions and classifications of each roadway associated with the study area and a summary of the multi-modal infrastructure within the vicinity of the site. For the purposes of this study, these transportation modes include vehicular, public transit and bicycles. April 216

8 Technical Transportation Report Page 6 of and 231 Dundas Street East 2.1 Existing Road Network The existing road network in the study area includes 1. The signalized intersections of Jarvis Street and Dundas Street E, 2. The signalized intersections of Sherbourne Street and Dundas Street E, 3. The unsignalized intersections of George Street and Dundas Street E, and 4. The unsignalized intersections of Pembroke Street and Dundas Street E. Dundas Street East is a four-lane east-west road under jurisdiction of the City of Toronto (herein referred as the City ). TTC s #55 Dundas streetcar route operates along Dundas Street and streetcar tracks are present within the inside lanes. Sidewalks are provided on both sides of the street. Dundas Street E will provide the access to the subject site via one unsignalized driveway. It has an unposted speed limit of 5 km/hr. Jarvis Street is a five-lane road, with the centre lane operating as a northbound lane during the PM peak period; approximately between 3:45 pm to 6:3 pm Monday to Friday. The centre lane operates as a southbound lane in all other times, including weekends. TTC s #141 Mount Pleasant bus route operates northbound and southbound along Jarvis Street. Jarvis street at the intersection of Dundas Street E is signalized with restrictions on northbound and southbound left turns from Jarvis Street to Dundas Street E during the peak periods of 7:3 AM to 6:3 PM from Monday-Saturday. Sidewalks are provided at both side of the street. The posted speed limit is 5 km/hr. George Street north of Dundas Street East is a one-lane road under jurisdiction of the city, connecting Gerrard Street to Dundas Street East. George Street at intersection of Dundas Street E is unsignalized; with stop controls controlling northbound and southbound movements. The southbound left turn from George Street to Dundas Street East is banned at all times. The southbound through movement is also banned at all times, as southern section of George Street is northbound one-way road. Therefore only southbound movement operated at the intersection is the right-turn movement. There is a pedestrian crossover going across Dundas Street East on west side of the intersection. Sidewalks are provided on both sides of the street. It has an unposted speed limit of 5 km/hr. George Street south of Dundas Street East is a one-lane northbound one-way road connecting Shuter Street to Dundas Street E. On-street parking is allowed on the west side. At the intersection of the George Street and Dundas street E, unlike the northern section of the street, there are no restrictions on traffic movements. Vehicles are permitted northbound left-turn movements, through movements and right-turn movements at all times. Sidewalks are provided on both sides of the street. It has an unposted speed limit of 5 km/hr. Pembroke Street is a one-lane southbound one-way road connecting Gerrard Street to Dundas Street E, then onwards to Shuter Street. On-street parking is allowed on the east side. At the intersection of the Pembroke Street and Dundas Street E, no northbound movement is allowed and the southbound movement is controlled with a stop sign. There is a pedestrian crossover going across Dundas Street E on the east side of the intersection. It has unposted speed limit of 5 km/hr. Sidewalks are provided on both sides of the street. April 216

9 Technical Transportation Report Page 7 of and 231 Dundas Street East Sherbourne Street is a one-lane north-south road under the jurisdiction of the city. There are northbound and southbound bike lanes located edges of the lane going the same direction. The TTC bus route 75A Sherbourne operates northbound and southbound along the street. The intersection of Sherbourne Street and Dundas Street E is signalized, on which both southbound and northbound lanes along Sherbourne Street acquire exclusive left turn lane. The intersection has no limits on movements; all movements are permitted as long as the lane permits the said movement. All four corners of the intersection have transit stops. The posted speed limit is 5 km/hr. Sidewalks are provided on both sides of the street. Figure 2-1 illustrates the existing lane configuration within the study area. Figure 2-1: Existing Lane Configuration 2.2 Existing Transit Services The proposed development is located within an area serviced by the TTC. Specifically, the 55 Dundas streetcar route, 141 Downtown/Mt Pleasant Express bus route, 75 Sherbourne bus route and Line 1 Yonge-University-Spadina subway route are accessible walking distance from the subject site. TTC routes within the study area are illustrated in Figure 2-2. April 216

10 Technical Transportation Report Page 8 of and 231 Dundas Street East Source: TTC, October 215 Figure 2-2: TTC Service Network The 55 Dundas streetcar route provides east-west service, with transit stops accessible at the intersection of Jarvis Street and Dundas Street E, approximately 15 m west of the subject site. The route provides access to the Yonge-University subway via Dundas Station, with arrivals every 6 minutes during the AM and PM peak hours. However, it is expected that majority of the residents from the subject site will head to the subway station on foot. The 75 Sherbourne bus route provides north-south service along Sherbourne Street, with transit stops accessible intersection of Sherbourne Street and Dundas Street E, approximately 2 m northeast of the subject site. The service operates all-day, every day with arrivals every 4 minutes are 4 seconds during weekday A.M. peak period and every 6 minutes during weekday P.M. peak period. The 141 Mt Pleasant Express bus route provides north-south express service, with transit stops accessible at the intersection of Jarvis Street and Dundas Street E, approximately 15 m west of the subject site. The route provides express services to Eglinton/Downtown. The route requires extra fares plus the standard TTC fare and is operates only four southbound exclusive trips during AM peak hour and two northbound only trips during PM peak hour. Due to these natures of the route, it is not analyzed/considered for purposes of this study. Yonge-University-Spadina Line 1 is u-shaped route running generally north-south direction along Yonge Street, University Street and Spadina Road. The route operates from the northern area of Yonge Street and Finch Avenue East, south to Union Station and then North again to the area of Allen road and April 216

11 Technical Transportation Report Page 9 of and 231 Dundas Street East Sheppard Avenue West. Line 1 connects with Line 2 at Bloor-Yonge, St George and Spadina Station and with Line 4 at Sheppard-Yonge Station. Dundas Station on Line 1 is accessible 7 m west of the subject site, 9 minute walking distance. The station is also accessible via 55 Dundas streetcar route, but with 6 minutes of service frequency, it is expected majority of the residents will arrive at station on foot. 2.3 Existing Bicycle Routes and Trails Existing cycling infrastructure in the area is provided along Shuter Street with the use of marked lanes located on the curb sides of the road. 2.4 Traffic Data Collection In order to evaluate the existing traffic conditions, study area intersections were surveyed. Table 2-1 summarizes the source and dates of the traffic data utilized in this study. Traffic counts were conducted on Tuesday, December 8 th 215. The morning and afternoon peak period study times were from 7:3-9:3 AM and 4: PM to 6: PM, respectively. Raw traffic count data is appended to this report in Appendix A. Intersection Date of Survey Source Jarvis Street / Dundas Street East George Street / Dundas Street East Subject Site Access / Dundas Street East Pembroke Street / Dundas Street East Sherbourne Street / Dundas Street East Table 2-1: Existing Traffic Volume Collection Dates Tuesday, December 8, 215 (7:-9:3 AM) (4:-6: PM) LEA Consulting Ltd. Figure 2-3 and Figure 2-4 shows the existing AM and PM peak hour volumes obtained from the survey. The traffic volumes were balanced along Dundas Street East. < 1 Dundas Street < 8! ! 69 25! 69 37! ! $ > > $ 9 > $ 9 > = # ; : ; " = : # ; " 299 " 6? 317 " 277 " 35? 2? 23? Subject Site Jarvis Street George Street 25 Pembroke Street Sherbourne Street 219 Dundas Street Mixed-Use Development BALANCED EXISTING TRAFFIC LEGEND Weekday AM Peak Hour SIGNALIZED INTERSECTION NOT TO SCALE Figure 2-3: Existing Traffic Weekday AM Peak Hour April 216

12 Technical Transportation Report Page 1 of and 231 Dundas Street East < 68 Dundas Street < 74! ! 41 25! 43 37! ! $ > > $ 9 > $ 9 > = # ; : ; " : = : # ; " 689 " 1? " 653 " E/W S 61? 12? 49? Subject Site Jarvis Street George Street 25 Pembroke Street Sherbourne Street 219 Dundas Street Mixed-Use Development BALANCED EXISTING TRAFFIC LEGEND Weekday PM Peak Hour SIGNALIZED INTERSECTION NOT TO SCALE Figure 2-4: Existing Traffic Weekday PM Peak Hour 2.5 Existing Intersection Capacity Analysis The capacity analysis for the study area was undertaken using Synchro version 8. based on the Highway Capacity Manual (2) methodology adhering to the City of Toronto Impact Study Guidelines, July 213. Each intersection s peak hour factor from the turning movement count surveys was applied. Existing traffic operations provide the baseline for future traffic operations and as such it is important to understand how existing traffic operates on the boundary road system. A summary of the existing traffic analysis results can be found in Appendix B. Table 2-2 below tabulates weekday AM and PM peak hour levels of service under existing traffic conditions for signalized intersections in the study area. Intersection Jarvis Street & Dundas Street East Sherbourne Street & Dundas Street East AM Peak Hour PM Peak Hour Overall Movements of Interest Overall Movements of Interest Movement Queue (m) Queue (m) V/C Delay (s) LOS V/C Delay (s) LOS V/C Delay (s) LOS V/C Delay (s) LOS 95th 95th EBLTR.4 15 B B 58 WBLTR B C B C NBTR B C 6 SBTR B C 65 EBLTR B C 68 WBLTR B B 34 NBL B B B B NBTR B B 59 SBL B B 12 SBTR B B 58 Table 2-2: Existing Levels of Service Weekday AM and PM Peak Hour (Signalized) The existing signalized intersection capacity analysis indicates residual capacity and acceptable levels of service for all signalized movements during the weekday AM/PM peak hours. Unsignalized intersections in the study area were also assessed with regards to weekday AM and PM peak hour levels of service under existing traffic conditions. Table 2-3 below tabulates the findings. April 216

13 Technical Transportation Report Page 11 of and 231 Dundas Street East Intersection George Street & Dundas Street East Site Driveway & Dundas Street East Pembroke Street & Dundas Street East Movement of AM Peak Hour PM Peak Hour Interest Control Delay (s) 95th Queue (m) V/C LOS Control Delay (s) 95th Queue (m) V/C LOS NBL E F NBTR C C SBR C D WBL.1 A. A NBL. A E NBR. A C WBL 1.2 A A SBL D E SBTR B D Table 2-3: Existing Levels of Service Weekday AM and PM Peak Hour (Unsignalized) The existing unsignalized intersection capacity analysis indicates residual capacity and acceptable levels of service for all movements with the exception of the northbound left movement at the intersection of George & Dundas during the PM peak hour. This movement is operating with residual capacity but a delay consistent with an F level of service. These results indicate sufficient if not inconsistent gaps for left turning vehicles. 2.6 Existing Transit Capacity The following sections show capacity analysis of existing transit conditions on bus and streetcar routes. The data provided by the TTC indicated each route s boarding, alighting and average load for the AM peak hour (8: 9:) and the PM peak hour (17: 18:). To compensate for time difference between the TTC data and the current system, growth rate of 2.2% for buses and 3.2% for streetcars were implemented, compounded annually. The growth rates are derived from Analysis of ridership published by the TTC on July 29 th of 215. Since the oldest data provided by the TTC was a year old, the most recent ridership growths within a year, between 213 and 214, were taken. Of note, since the 75 Sherbourne TTC data was surveyed with less than a year, data was estimated to reflect the current system. Therefore the ridership growth to current time was not implemented for 75 Sherbourne bus route. The capacities of each route were calculated as a function of following variables: the number of transit units per peak hour, the type of transit unit and the transit unit s capacity. The number of transit units per peak hour for 75 Sherbourne bus route was derived using the recently updated (effective starting January 4 th, 216) new headways provided by TTC s website. The number of transit units for 55 Dundas streetcar route was provided on TTC s Ridership Analysis. The type of transit vehicles for both routes were provided by TTC s January 3 rd February 13 th Service Summary Report. The types of transit vehicles were also provided by the summary report. The transit unit s capacities were provided by TTC s vehicle Crowding Standards. The ridership demand is a function of average load before or after the boarding, the number of transit vehicles and the alighting at the stops. The transit vehicles utilization percent has been separated as arrival demand for before transit stops and departure demand for after the transit stops. The existing ridership capacity analysis is as summarized on Table 2-4. April 216

14 Technical Transportation Report Page 12 of and 231 Dundas Street East Route Direction Location Capacity Departure Demand Departure % Utilization Arrival Demand Arrival % Utilization AM Peak Hour 75 Sherbourne NB Sherbourne & Dundas % % 75 Sherbourne SB Sherbourne & Dundas % 49 7% 55 Dundas EB Dundas & Jarvis % % 55 Dundas WB Dundas & Jarvis % % PM Peak Hour 75 Sherbourne NB Sherbourne & Dundas % % 75 Sherbourne SB Sherbourne & Dundas % % 55 Dundas EB Dundas & Jarvis % % 55 Dundas WB Dundas & Jarvis % 97 26% Table 2-4: Existing transit ridership Bus and Streetcar Routes The existing transit ridership analysis indicates that all routes have residual capacity at the respective stops closest to the subject site. The existing Line 1 subway operations are summarized in Table 2-5. Of note, Line 1 s AM peak hour northbound V/C and PM peak hour data are not available in TTC s report. However, the AM peak hour southbound movements indicate the overall peak hour of ridership for both southbound and northbound directions. This movement reflects the critical peak condition out of all movements operated on Line 1 during a typical weekday and thus is reflective of the worst ridership conditions out of all movements operated. Direction Capacity Inbound Demand V/C Inbound Deficiency Yonge Subway Southbound (South of Bloor) 26, 28, ,4 Table 2-5: Existing TTC Route Capacity and Demand (Source TTC 212 Downtown Rapid Transit Expansion Study) The TTC s Downtown Rapid Transit Expansion Study, published on September of 212, indicates an AM peak hour V/C of 1.9 for the southbound movements, south of the Bloor-Yonge transfer station. There is an inbound deficiency of 2,4 riders relative to the City of Toronto Crowding Standards. 3. Future Background Transportation Conditions 3.1 Future Background Traffic Conditions For the analysis of future background traffic conditions, this study considers a five-year horizon to the year 22. To accommodate new development outside of the study area, a corridor growth rate was applied. The corridor growth rate was applied to the eastbound and westbound through movements along the Dundas Street corridor and the northbound and southbound movements along the Jarvis and Sherbourne corridors. The growth rates were calculated from turning movement counts at the intersection of Dundas and Jarvis conducted by the City of Toronto in 211 and the turning movement counts conducted for this study in 215. Negative annual growth was applied as a %. A summary of the corridor growth rates is provided in Table 3-1. The historical turning movement counts are provided in Appendix C. Direction AM Peak Hour PM Peak Hour Northbound Through %* 2% Southbound Through 1% %* Eastbound Through 1% 1% Westbound Through 1% 1% Table 3-1: Annual Corridor Growth Rates *-Indicates a negative observed growth rate April 216

15 Technical Transportation Report Page 13 of and 231 Dundas Street East In addition to corridor growth, there were background developments within the vicinity of the subject site which were identified as trip generators. The background developments applied are summarized in Table 3-2. # Address of Development Number of Units / Commercial GFA Status Firm Jarvis Street 541 Units, 117 Hotel Units, 997 m 2 of Retail OMB Appeal MMM Group Dundas Street East 384 Units and 384 m 2 Under of Retail Review BA Group 3 2 Dundas Street East 767 Units and 92 m 2 Under of retail Review IBI Group Dundas Street East and 235 Jarvis 534 Units and 186 m 2 Under LEA of Retail Street Review Consulting Table 3-2: Background Development Potential Traffic Generators The vehicles generated by these proposed developments were applied to the road network according to the developments respective Transportation Impact Studies. Trips generated by these background developments and the corridor growth rate are summarized in Figure 3-1 and Figure 3-2. < 41 Dundas Street! 47 13! 36 25! 36 37! 36 49! $ > $ = # ; : ; " ; = 62 4 " 49 " 65 " 62 " 7? 2? Jarvis Street George Street 25 Subject Site In: Out: Pembroke Street Sherbourne Street 219 Dundas Street Mixed-Use Development NET BACKGROUND GROWTH LEGEND Weekday AM Peak Hour SIGNALIZED INTERSECTION NOT TO SCALE Figure 3-1: Net Background Development Growth-Weekday AM Peak Hour < 27 Dundas Street! 5 13! 66 25! 66 37! 66 49! 63 5 $ > = # ; : ; " ; : # 54 4 " 46 " 55 " 54 " 13? 1? Jarvis Street George Street 25 Subject Site In: Out: Pembroke Street Sherbourne Street 219 Dundas Street Mixed-Use Development NET BACKGROUND GROWTH LEGEND Weekday PM Peak Hour SIGNALIZED INTERSECTION NOT TO SCALE Figure 3-2: Net Background Development Growth-Weekday PM Peak Hour April 216

16 Technical Transportation Report Page 14 of and 231 Dundas Street East The net background development vehicle growth was applied to the existing traffic volumes to project the 22 future background traffic volumes without the proposed development. The future background volumes are illustrated in Figure 3-3 and Figure 3-4. < 141 Dundas Street < 8! ! ! ! ! $ > > $ 9 > $ 9 > = # ; : ; " = : # ; " 348 " 6? 382 " 339 " E/W 42? 2? 25? Subject Site Jarvis Street George Street 25 Pembroke Street Sherbourne Street 219 Dundas Street Mixed-Use Development FUTURE BACKGROUND VOLUMES Weekday AM Peak Hour LEGEND SIGNALIZED INTERSECTION NOT TO SCALE Figure 3-3: Future Background Traffic Volumes Weekday AM Peak Hour < 95 Dundas Street < 74! ! ! ! ! $ > > $ 9 > $ 9 > = # ; : ; " : = : # ; " 735 " 1? " 77 " E/W 74? 12? 5? Subject Site Jarvis Street George Street 25 Pembroke Street Sherbourne Street 219 Dundas Street Mixed-Use Development FUTURE BACKGROUND VOLUMES Weekday PM Peak Hour LEGEND SIGNALIZED INTERSECTION NOT TO SCALE Figure 3-4: Future Background Traffic Volumes Weekday PM Peak Hour 3.2 Future Background Intersection Capacity Analysis Table 3-3 below tabulates the weekday AM and PM peak hour levels of service under future background traffic conditions for signalized intersections in the study area. Intersection Jarvis Street & Dundas Street East Sherbourne Street & Dundas Street East AM Peak Hour PM Peak Hour Overall Movements of Interest Overall Movements of Interest Movement Queue (m) Queue (m) V/C Delay (s) LOS V/C Delay (s) LOS V/C Delay (s) LOS V/C Delay (s) LOS 95th 95th EBLTR.5 17 B C 74 WBLTR C C B C NBTR B C 71 SBTR B C 67 EBLTR B C 74 WBLTR.71 2 C B 41 NBL B B B B NBTR B B 67 SBL B B 12 SBTR B B 58 Table 3-3: Future Background Levels of Service Weekday AM and PM Peak Hour (Signalized) April 216

17 Technical Transportation Report Page 15 of and 231 Dundas Street East The future background intersection capacity analysis indicates residual capacity and acceptable levels of service for all signalized movements. Of note, the westbound movements at the intersection of Jarvis and Dundas are approaching capacity during the AM peak hour. However, the residual capacity over the other movements at this intersection indicates signal optimization opportunities if required. Relative to the existing conditions, the future background intersection capacity analysis indicates similar conditions for the intersection of Sherbourne & Dundas and a general increase in demand for the intersection of Jarvis & Dundas. Unsignalized intersections in the study area were also assessed with regards to weekday AM/PM peak hour levels of service under future background traffic conditions. Table 3-4 below tabulates the findings Intersection George Street & Dundas Street East Site Driveway & Dundas Street East Pembroke Street & Dundas Street East Movement of AM Peak Hour PM Peak Hour Interest Control Delay (s) 95th Queue (m) V/C LOS Control Delay (s) 95th Queue (m) V/C LOS NBL F F NBTR C C SBR D E WBL.1 A. A NBL. A E NBR. A C WBL 1.2 A A SBL D E SBTR B C Table 3-4: Future Background Levels of Service Weekday AM and PM Peak Hour (Unsignalized) The future background unsignalized intersection capacity analysis indicates residual capacity and acceptable levels of service for all movements with the exception of the northbound left movement at the intersection of George and Dundas during the AM/PM peak hours. This movement is operating with delay consistent with a level of service F. The PM peak hour northbound left is approaching capacity. As the delays for this movement increase it is expected that drivers will become more aggressive and take advantage of gaps which normally they would not or re-route. 3.3 Future Background Transit Conditions For analysis of the future background transit conditions on transit systems, a five-year horizon to the year 22 has been considered. The sections below outline our assumptions for the future background transit conditions including transit service improvements and general ridership growth. The city is in the process of rolling out a new stock of street cars, LFLRVs. These transit units are articulated low floor street cars with a capacity of 13 riders, or 34 riders more compared to CLRVs, streetcars currently operated on 55 Dundas. The TTC s New Streetcar Implementation Plan, published on June 24 th of 213, estimates that the new 55 Dundas streetcars will have headways of 6 m 45 s during the AM peak hour and 6 m 4 s during the PM peak hour, equating to 9 vehicles per hour during both AM and PM peak hours. The 55 Dundas Streetcar route is expected to receive new rolling stock sometime in 216. The following predictions on regards to Line 1 s improvements are taken from the TTC s Downtown Rapid Transit Expansion Study, September 212. Line 1 is currently being upgraded with infrastructure and system improvements that have and will increase the Line s serviceability. The implementation of the new Toronto Rocket subway trains has increased capacity per transit unit by 1%, increasing the Line s capacity by 2,6. The TTC is also updating the current signaling system to an Automatic Train Control (ATC) technology. Allowing trains to operate closer, increasing the Line capacity by approximately 3%. The expected completion for ATC for the Y-U-S Line is 22, falling within the horizon year. With these April 216

18 Technical Transportation Report Page 16 of and 231 Dundas Street East two upgrades, Line 1 subway route s capacity is expected to increase from current 26, passengers per hour to 38, passengers per hour. To accommodate the ridership growth on bus and streetcar routes of the study area, growth rates of 2.2 % for buses and 3.3 % for streetcars, compounded annually, were estimated. The growth rate is derived from Analysis of Ridership published by the TTC on July 29 th, 215, estimated with the same assumptions made in previous sections to keep the approach consistent. Applying the growth rate and transit improvements to existing transit conditions analysis over five year horizon to 22 provides the future background transit operations analysis. Table 3-5 summarizes the results. Route Direction Location Capacity Departure Departure % Arrival Arrival % Demand Utilization Demand Utilization AM Peak Hour 75 Sherbourne NB Sherbourne & Dundas % 32 43% 75 Sherbourne SB Sherbourne & Dundas % % 55 Dundas EB Dundas & Jarvis % 231 2% 55 Dundas WB Dundas & Jarvis % % PM Peak Hour 75 Sherbourne NB Sherbourne & Dundas % % 75 Sherbourne SB Sherbourne & Dundas % % 55 Dundas EB Dundas & Jarvis % 55 47% 55 Dundas WB Dundas & Jarvis % 114 1% Table 3-5: Future Background Transit Operations Analysis During PM peak hour, the northbound movement for 75 Sherbourne is nearing capacity. The 55 Dundas shows significant improvements, especially the westbound movements during AM peak hour, with the implementation of new LFLRV streetcars. All other movements are well within their own capacities for the five-year horizon. The analysis shows average of 6.8 % increase in utilization for 75 Sherbourne route. As previously mentioned, the northbound movement during PM peak hour for said route is nearing capacity. 55 Dundas streetcar route shows average of 16 % decrease in utilization due to implementation of the new streetcars. As for the Y-U-S Line 1, the Downtown Rapid Transit Expansion Study takes the scope of its study to the year 231. The study indicates that in 231, AM peak hour V/C equates to.94 for the southbound movements, south of Bloor-Yonge transfer station. The V/C analysis includes the capacity increase from the new Toronto Rocket Trains and the ATC signal upgrades. As the ridership analysis made by the study was for year 231, V/C for 22 horizon year should be even lower. As a conservative approach, the available 231 estimated ridership will be used for section 4.4 Future Total Transit Capacity Analysis. Table 3-6 illustrates the table from the Downtown Rapid Transit Expansion study. Direction Capacity Inbound Demand V/C Inbound Deficiency Yonge Subway Southbound (South of Bloor) 38, 35,8.94 Source: Downtown Rapid Transit Expansion Study Table 3-6: 231 Inbound Rapid Transit Capacity 4. Future Total Transportation Conditions 4.1 Subject Site Vehicle Trip Generation The proposed development consists of a 29 storey residential development (295 units), totalling 2,12 sq. m. (215,411 sq. ft.) of gross floor area. To estimate the trip generation for this proposed development, April 216

19 Technical Transportation Report Page 17 of and 231 Dundas Street East a proxy site was chosen which exhibits a similar urban environment, access to transit, and parking ratio as the proposed development. A comparison of the subject site s characteristics and the proxy site is provided in Table Stafford Street (Proxy Site) 219 and 231 Dundas Street E (Subject Site) Neighbourhood King West - Mid-rise residential and ground Garden District Low to mid-rise residential and floor retail along the King Corridor ground floor retail along the Dundas Corridor Unit Composition 142 (Studio: %, 1-Bed: 73%, 2-Bed: 25%, 3-Bed: 2%) 295 (Studio: 6%, 1-Bed: 66%, 2-Bed: 18%, 3-Bed: 1%) Transit Access 54 King Streetcar (1 m) 55 Dundas Streetcar (15 m) Table 4-1: Proxy Site and Subject Site Urban Comparisons As indicated by the table above, the neighbourhoods, unit composition, and access to transit are similar between the proxy site and the proposed subject site. Therefore, the proxy site s trip generation rates are applicable to the subject site. A trip generation survey was conducted at this site from Friday, June 5 th 215 to Friday June 12 th 215. The average weekday AM/PM peak hour vehicular trip generation rates are summarized and applied to the proposed development in in Table 4-2. A more detailed account of the proxy site is provided in Appendix E. Direction AM Peak PM Peak Inbound Outbound Two-Way Inbound Outbound Two-Way Proxy Site Rate Per Unit (15 Stafford Street) Subject Site (295 Units) Table 4-2: Vehicular Trip Generation- 219 and 231 Dundas Street The proposed development is therefore expected to generate 5 two-way vehicle trips in the AM peak hour and 53 two-way vehicle trips in the PM peak hour. Of note, the nature of the ground floor 211 m 2 GFA retail component caters to small-scale retail establishments. It is thus assumed that these retail establishments will serve the local residents and the pedestrian streetscape as opposed to the regional community. Therefore, the trip generation associated with this use is expected to be minimal and will not be included in the future total analysis. 4.2 Vehicle Trip Distribution and Assignment The trip distribution and assignment of the proposed development s site trips were estimated using the 211 Transportation Tomorrow Survey (TTS). A summary of the trip assignment is provided in Table 4-3 with additional details provided in Appendix F. Distribution Assignment Corridor Direction AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Inbound Outbound Inbound Outbound Inbound Outbound Inbound Outbound Jarvis Northbound 34% 22% 34% 22% Southbound 12% 35% 12% 35% Dundas Westbound 28% 8% 28% 8% Eastbound 12% 27% 12% 27% Sherbourne Northbound 7% 6% 7% 6% Southbound 6% 3% 6% 3% Total 1% 1% 1% 1% Table 4-3: Subject Site Vehicle Trip Distribution and Assignment The proposed development will redevelop the existing parking. Therefore, the existing uses parking generation was subtracted from the proposed developments vehicle trip generation for a net trip generation which is summarized in Table 4-4. April 216

20 Technical Transportation Report Page 18 of and 231 Dundas Street East Direction AM Peak PM Peak Inbound Outbound Two-Way Inbound Outbound Two-Way Existing Development Trips Proposed Development Trips Net Vehicle Trip Generation Table 4-4: Net Vehicle Trip Generation The net vehicle trips generated by the subject site is therefore 39 two-way vehicle trips in the AM peak hour and 37 two-way vehicle trips in the PM peak hour. The vehicle trip assignment was applied to the road network and is illustrated in Figure 4-1 and Figure 4-2. < 7 Dundas Street! 3 13! ! > > ; : ; = : 9-4 " Jarvis Street 3 " 3? " 9 " Subject Site George Street In: 5 Out: 34 Pembroke Street 25 1? Sherbourne Street 219 Dundas Street Mixed-Use Development NET VEHICLE TRIP GENERATION LEGEND Weekday AM Peak Hour SIGNALIZED INTERSECTION NOT TO SCALE Figure 4-1: Net Subject Site Trips-Weekday AM Peak Hour < 4 Dundas Street! -6 13! ! 14 49! > > ; : ; = : -2 3 " Jarvis Street 19 " 19? " -2 " Subject Site George Street In: 33 Out: 4 Pembroke Street 25 1? Sherbourne Street 219 Dundas Street Mixed-Use Development NET VEHICLE TRIP GENERATION LEGEND Weekday PM Peak Hour SIGNALIZED INTERSECTION NOT TO SCALE Figure 4-2: Subject Site Trips-Weekday PM Peak Hour April 216

21 Technical Transportation Report Page 19 of and 231 Dundas Street East 4.3 Future Total Intersection Capacity Analysis The future total volumes are illustrated in Figure 4-3 and Figure 4-4. < 148 Dundas Street < 8! ! ! ! 72 49! $ 9 > > $ 9 > $ 9 > = # ; : ; " : ; = : # ; " 351 " 9? " 348 " E/W Street 42? 2? 26? Jarvis Street George Street 25 Subject Site In: 16 Out: 34 Pembroke Street Sherbourne Street 219 Dundas Street Mixed-Use Development FUTURE TOTAL VOLUMES LEGEND Weekday AM Peak Hour SIGNALIZED INTERSECTION NOT TO SCALE Figure 4-3: Future Total Traffic Volumes-Weekday AM Peak Hour < 99 Dundas Street < 74! ! ! ! ! $ 9 > > $ 9 > $ 9 > = # ; : ; " : ; = : # ; " 754 " 2? " 74 " E/W Street 74? 12? 51? Jarvis Street George Street 25 Subject Site In: 35 Out: 18 Pembroke Street Sherbourne Street 219 Dundas Street Mixed-Use Development FUTURE TOTAL VOLUMES LEGEND Weekday PM Peak Hour SIGNALIZED INTERSECTION NOT TO SCALE Figure 4-4: Future Total Traffic Volumes-Weekday PM Peak Hour Table 4-5 below tabulates weekday AM and PM peak hour levels of service under future total traffic conditions for signalized intersections in the study area. A more detailed future total Synchro report is provided in Appendix H. Intersection Jarvis Street & Dundas Street East Sherbourne Street & Dundas Street East AM Peak Hour PM Peak Hour Overall Movements of Interest Overall Movements of Interest Movement Queue (m) Queue (m) V/C Delay (s) LOS V/C Delay (s) LOS V/C Delay (s) LOS V/C Delay (s) LOS 95th 95th EBLTR.5 17 B C 75 WBLTR C C C C NBTR B C 72 SBTR B C 69 EBLTR B C 75 WBLTR.71 2 C B 42 NBL B B B.69 2 B NBTR B B 67 SBL B B 12 SBTR B B 58 Table 4-5: Signalized Future Total Intersection Capacity Analysis April 216

22 Technical Transportation Report Page 2 of and 231 Dundas Street East The future total signalized intersection capacity analysis indicates residual capacity and acceptable levels of service for all movements during the weekday AM/PM peak hours. Of note, the westbound movements are approaching capacity similar to the future background conditions. Signal optimization opportunities are available for this intersection and the westbound movement during the AM peak hour as a result of the residual capacity of the other movements. Unsignalized intersections in the study area were also assessed with regards to weekday AM and PM peak hour levels of service under existing traffic conditions. Table 4-6 below tabulates the findings. Intersection George Street & Dundas Street East Site Driveway & Dundas Street East Movement AM Peak Hour PM Peak Hour of Interest Control Delay (s) 95th Queue (m) V/C LOS Control Delay (s) 95th Queue (m) V/C LOS NBL F F NBTR C C SBR D E WBL.1 A A NBL D F NBR C C Pembroke WBL 1.2 A A Street & Dundas SBL D E Street East SBTR B C Table 4-6: Unsignalized Future Total Intersection Capacity Analysis Similar to the future background conditions, the northbound left movement is expected to operate with a level of service F during the weekday AM/PM peak hours and is approaching capacity during the weekday PM peak hour. The northbound left movement at the site driveway is also expected to operate with a level of service F during the PM peak hour. However, the minimal queuing and V/C ratio indicates sufficient yet inconsistent gaps to accommodate all vehicles. Therefore further mitigation measures are not required for this movement. All other unsignalized movements operate with residual capacity and acceptable levels of service. 4.4 Subject Site Transit Trip Generation To estimate the transit trip generation for this proposed development, the same proxy site was chosen as the vehicle trip generation (15 Stafford). The average weekday AM/PM peak hour pedestrian trip generation rates are summarized and applied to the proposed development in Table 4-7. A more detailed account of the proxy site is provided in Appendix E. Direction AM Peak PM Peak Inbound Outbound Two-Way Inbound Outbound Two-Way Proxy Site Rate Per Unit (15 Stafford Street) Subject Site (295 Units) Table 4-7: Pedestrians Trip Generation- 219 and 231 Dundas Street East The pedestrian trips generated by the residential units are expected to be 59 two-way trips during the A.M. peak hour and 63 two-way trips during the P.M. peak hour. These pedestrian trips total the pedestrians entering and leaving the premise on foot on which number of them will primarily head to nearest stops to take the public transit. To determine the distributions of pedestrians taking the public transit, the 211 Transportation Tomorrow Survey was utilized. The survey pulled the modal split of apartment trips between pedestrians and transit riders as a primary mode of travel. The modal split of transit trips are as listed in Table 4-8. April 216

23 Technical Transportation Report Page 21 of and 231 Dundas Street East Trip Mode Volume % Walk 1, % Transit 2, % Total Pedestrians 4,16 1 % Table 4-8: TTS 211 Modal Split Transit and Walking Trips The modal split acquired by TTS analysis was then applied to the estimated subject site pedestrian trip generation to find number of expected pedestrians that will ultimately use public transit. The results are as summarized on Table 4-9. AM Peak Hour PM Peak Hour Inbound Outbound Total Inbound Outbound Total Subject Site Pedestrian Trip Generation Subject Site Walk Trip Generation (41%) Subject Site Transit Trip Generation (59%) Table 4-9: Subject Site Walk and Trip Generation Thus, 295 residential units of the proposed development will produce 35 two-way transit trips in the A.M. peak hour and 37 two-way trips in the P.M. peak hour. 4.5 Transit Trip distribution and Assignment The transit trip distribution was based upon 211 TTS Transit data base with individual analysis on the A.M. peak hour and the P.M. peak hour outbound transit trips from the subject site. The data sets pulled were filtered to include only the TTC home-based trips from apartment dwelling units. The distributions were assigned to the transit routes within the study area based on logical judgement and fastest travel times. It is assumed that P.M. peak hour inbound trips are mirrored opposites from the A.M. outbound trips and A.M. peak hour inbound trips are mirrored opposites from the P.M. peak hour outbound trips, as the TTS data pulled were home-based. The transit routes expected to be used by residents of proposed development include 75 Sherbourne northbound and southbound bus routes, 55 Dundas eastbound and westbound streetcar routes and the Yonge-University-Spadina subway line. Table 4-1 summarizes the transit distribution of the proposed development s transit trips by routes. Appendix G details the results of the TTS data pulls. Route 75 Sherbourne 55 Dundas Y-U-S Subway Direction Inbound Distribution AM Peak Hour Outbound Distribution Inbound Distribution PM Peak Hour Outbound Distribution NB 2% 3% 9% 2% SB 2% 9% 3% 2% EB 5% 3% 23% 4% WB 4% 23% 3% 5% NB 5% 48% 14% 82% SB 82% 14% 48% 5% Total 1% 1% 1% 1% Table 4-1: Subject Site Transit Route Distribution Applying the transit trip generation to the route distribution will determine the potential rider growth for transit routes in question. Table 4-11 lists the generated trips assigned by transit routes within their respectful direction. April 216

24 Technical Transportation Report Page 22 of and 231 Dundas Street East AM Peak Hour PM Peak Hour Route Direction Inbound Outbound Inbound Outbound Total Volume Volume Volume Volume 75 Sherbourne NB SB Queen EB WB Y-U-S NB Subway SB Total Table 4-11: Subject Site Transit Route Ridership 72 Total Per Route Future Total Transit Capacity Analysis The proposed developments transit ridership trip generation and distribution were applied to future background transit analysis for the future total ridership. The following sections include future total transit capacity of bus routes and streetcar routes only. The result of the future total transit ridership is as summarized on Table Route Direction Location Capacity Departure Departure % Arrival Arrival % Demand Utilization Demand Utilization AM Peak Hour 75 Sherbourne NB Sherbourne & Dundas % 32 43% 75 Sherbourne SB Sherbourne & Dundas % % 55 Dundas EB Dundas & Jarvis % 231 2% 55 Dundas WB Dundas & Jarvis % % PM Peak Hour 75 Sherbourne NB Sherbourne & Dundas % % 75 Sherbourne SB Sherbourne & Dundas % % 55 Dundas EB Dundas & Jarvis % % 55 Dundas WB Dundas & Jarvis % 115 1% Table 4-12: Future Total Transit Ridership Analysis The future total ridership analysis indicates similar operations when compared to the future background ridership analysis. The demands for 75 Sherbourne routes remain consistent with the future background analysis. It is nearing capacity for the PM peak hour northbound movement, but there were no increases in utilization created by the proposed development. The 55 Dundas Streetcar Routes were also consistent, with maximum of 1% increases in utilizations. Essentially, the subject site causes minimal changes for the nearby TTC bus and streetcar services. As for Y-U-S Line 1 subway route, the subject site will generate 8 inbound and 17 outbound trips during the AM peak hour. This will cause minimal changes to the capacity of the 231 line capacity projections summarized in Table 3-6 above. Therefore, the proposed development is expected to cause minimal to no changes to the overall TTC route capacity in the vicinity of the subject site. 5. Parking 5.1 Bicycle Minimum Parking Rates The bicycle minimum parking standards are set out by the City of Toronto Zoning By-law According to this document, proposed developments in Zone 1 are required to provide.9 long term spaces and.1 short term spaces per residential unit. The resulting minimum bicycle standards for the April 216

25 Technical Transportation Report Page 23 of and 231 Dundas Street East proposed development are summarized in Table 5-1. Of note, the retail use is exempt from providing bicycle spaces according to policy (3). Use Proposed Development Rate (Per Unit Or Per 1 m 2 ) Long Term Spaces Short Term Spaces Minimum Parking Standard Long Term Spaces Short Term Spaces Total Spaces Provided Spaces Residential Units Table 5-1: Minimum Bicycle Parking Green Standard (Tier 1) Residual The proposed development at 219 and 231 Dundas Street East requires 296 bicycle spaces and provides 296 bicycle spaces. Therefore, the proposed development is in conformance with the minimal bicycle parking standards. 5.2 Vehicle Minimum Parking Rates The proposed development at 219 and 231 Dundas Street is subject to the parking standards outlined in the City of Toronto Zoning By-law and Policy Area 1 within the Zoning By-law. The proposed development comprises of 295 residential units within four underground parking levels. The underground parking levels will provide a total of 71 residential parking spaces, 4 residential car share spaces, and 21 visitor/commercial spaces. Table 5-2 below summarizes the applied parking rates to site statistics. As instructed by the city from By-law , fraction spaces were rounded down. Use Residential Unit Classification Units Parking Rate Parking Occupancy Rates Parking Standards AM PM Evening AM PM Evening Studio Unit % 1% 1% One-Bedroom % 1% 1% Two-Bedroom % 1% 1% Three-Bedroom % 1% 1% Visitor % 35% 1% Total Table 5-2: Minimum Vehicle Parking Standards - Zoning By-law The City of Toronto Zoning By-law specifies a minimum of 21 parking spaces to be supplied. The site plan indicates the provision of 71 residential parking spaces, 4 residential car share spaces, and 21 visitor/commercial spaces. Table 5-3 summarizes the provided parking in comparison to the required vehicle parking. By- Law Parking Spaces Standard Parking Spaces Provided Residential With Car Share 4 Spaces with each Car Share: 4*4 = 16 Difference Residential- Visitor/Commercial Total Table 5-3: Provided Vehicle Parking As summarized, the proposed development is short by 93 parking spaces, when including the provision of the 4 car share spaces, from the applicable by-law. According to the City of Toronto report titled: Parking Standards Review: Examination of Potential Options and Impacts of Car Share Programs on Parking Standards the provision of a car share space should reduce the minimum parking requirement by -85 April 216

26 Technical Transportation Report Page 24 of and 231 Dundas Street East up to 4 parking spaces for each dedicated car share. The provision of 4 car share spaces therefore results in an equivalent of 16 parking spaces in reduced auto ownership for the subject site. It is in our opinion that the provided parking spaces for the residential use is within acceptable standards considering the cycling, transit, and pedestrian infrastructure in the vicinity of the subject site. The subject site is serviced by excellent transit service as it has the frequent east-west 55 Streetcar approximately 15 meters from the front door and the north-south rapid transit Line 1 subway approximately 65 meters from the front door. Furthermore, the Sherbourne corridor within the vicinity of the subject site has designated north-south cycling lanes. With the cycling infrastructure and the locations of the subject site, cyclists can travel anywhere within the downtown core within 2 minutes. This infrastructure and service enables residents of the proposed development to feasibly not own a vehicle thus reducing the demand for parking spaces. Furthermore, a review of several comparable developments in the area is summarized in Table 5-4. The comparable developments include 21 Dundas Square, 2 Gloucester Street, and 1 Yorkville. Developments Residential Units Studio 1-Bed 2-Bed 3-Bed Total 21 Dundas Square (5%) (57%) (61%) (%) 2 Gloucester Street (48%) (26%) (13%) (13%) 1 Yorkville Avenue (1%) (7%) (18%) (12%) 219 and 231 Dundas Street (Subject Site) (6%) (66%) (18%) (1%) *Including Car Share Parking Space Ratio Table 5-4: Approved Developments with Reduced Parking Residential Parking Spaces Residential Parking Rate Walk Score (Transit Score) (1) (98) (95) * (96) The provided residential parking spaces ratio, with the car share parking space equivalent, is comparable to similar approved developments in the vicinity of the subject site. Therefore, considering the highlydeveloped public transit, cycling, pedestrian networks, and easily accessible services and amenities available to future residents of the proposed development, relief from the City of Toronto s current zoning by-law would be reasonable. 6. Loading Assessment Table 6-1 below summarizes the requirements and provisions of loading spaces according to the applicable zoning by-law. The retail component is exempt from providing a loading space according to the City of Toronto Zoning By-Law Residential Subject Site Units 219 and 231 Dundas Street East Table 6-1: Subject Site Loading Summary City of Toronto Zoning By-Law Loading Requirement Site Plan Provisions Type G 1-Type G The subject site complies with the City-wide Zoning By-Law Loading requirements with the provision of 1-Type-G loading space. The truck turn diagram confirms sufficient turning radii to accommodate a garbage truck within the subject site. Truck turning diagrams are provided in Appendix I. April 216

27 Technical Transportation Report Page 25 of and 231 Dundas Street East 7. Vehicular Access It is our opinion that the subject site access via Dundas Street East will not create any traffic or safety issues. These figures indicate sufficient site lines for outgoing vehicles to see the pedestrians crossing the driveway and the nearby crosswalk. Furthermore, the site configuration has the ramp at the far end of the site which provides drivers space to become aware of their surroundings after they incline the ramp. A review of the Transportation Association of Canada Stop Sight Distance and Sight Decision Distance Guidelines in relation to the subject site driveway does not indicate safety issues. Outbound vehicles have sufficient sight lines to make a safe judgement regarding the vehicle gaps along Dundas Street East and the vehicles along Dundas Street East have sufficient sight lines to slow down to accommodate the outbound vehicle if necessary. The inbound traffic making a left turn into the subject site from Dundas Street (2 vehicles in the AM peak hour and 14 vehicles in the PM peak hour) are sufficiently minimal as to limit the traffic delays associated with this development. As summarized in Table 4-6, the westbound left movements control delay during the weekday PM peak hour is 1.4 seconds. Therefore, the streetcars and vehicle traffic will be minimally delayed. This driveway and the ground floor plan also provide sufficient turning radii to allow loading vehicles to completely turnaround within the subject site. The loading vehicles will therefore front into and out of the subject site. April 216

28 Technical Transportation Report Page 26 of and 231 Dundas Street East 8. Conclusions The development proposal is for a mixed residential commercial development with 295 residential units and 211 m 2 of retail, with total parking supply of 96 spaces. During Existing Conditions: The existing signalized intersection capacity analysis indicates residual capacity and acceptable levels of service for all signalized movements during the weekday AM/PM peak hours. The existing unsignalized intersection capacity analysis indicates residual capacity and acceptable levels of service for all movements with the exception of the northbound left movement at the intersection of George & Dundas during the PM peak hour. During Future Background Conditions: Corridor growth rates were calculated from turning movement counts at the intersection of Dundas and Jarvis conducted by the City of Toronto in 211 and the turning movement counts conducted for this study in 215. The Growth Rates were applied to the eastbound and westbound through movements along the Dundas Street corridor and the northbound and southbound movements along the Jarvis and Sherbourne corridors. Four background developments were identified as major trip generators in the vicinity of the subject site. The vehicles generated by these proposed developments were applied to the road network according to the developments respective Transportation Impact Studies. The future background intersection capacity analysis indicates residual capacity and acceptable levels of service for all signalized movements and residual capacity and acceptable levels of service for all movements with the exception of the northbound left movement at the intersection of George and Dundas during the AM/PM peak hours. As the delays for this movement increase it is expected that drivers will become more aggressive and take advantage of gaps which normally they would not. During Future Total Conditions: The net vehicle trips generated by the subject site is 39 two-way vehicle trips in the AM peak hour and 37 two-way vehicle trips in the PM peak hour. The future total intersection capacity analysis indicates residual capacity and acceptable levels of service for all movements during the weekday AM/PM peak hours. Similar to the future background conditions, the unsignalized northbound left movement at the intersection of George and Dundas is expected to operate with a level of service F during the weekday AM/PM peak hours and is approaching capacity during the weekday PM peak hour. The northbound left movement at the site driveway is also expected to operate with a level of service during the PM peak hour. However, the minimal queuing and V/C ratio at this movement indicates sufficient yet inconsistent gaps to accommodate all vehicles. The loading provisions are in compliance with the applicable city wide zoning By-law The parking provisions are short from the applicable city wide zoning By-law by 89 spaces. However, considering the highly-developed public transit, cycling, pedestrian networks, and easily accessible services and amenities available to future residents of the proposed development, relief from the City of Toronto s current zoning by-law would be reasonable. Transit Ridership Analysis: The results of the transit ridership analysis indicate acceptable impacts the local TTC Routes. April 216

29 APPENDIX A Existing Traffic Counts and Signal Timing Plans

30 ISSUED TO: Lea Consulting Ltd. (Anatole V. Kung) OUR REF: DATE: December 16, 215 STAFF: SQ/TZ LOCATION: Jarvis St & Dundas St East DISTRICT: Toronto & East York MODE/COMMENT: FXT with 2-Wire Polara APS, RLC COMPUTER SYSTEM: TransSuite PX: 8 CONTROLLER/CABINET TYPE: PEEK ATC-1 / TS2 T1 PREPARED/CHECKED BY: KC / HL CONFLICT FLASH: Red & Red PREPARATION DATE: March 13, 215 DESIGN WALK SPEED: 1. m/s (FDW based on full crossing at 1.2 m/s) IMPLEMENTATION DATE: August 18, 215 CHANNEL/DROP: 424/6 NEMA Phase Local Plan System Plan CITY OF TORONTO TRANSPORTATION SERVICES ITS OPERATIONS TRAFFIC SIGNALS 73 Don Mills Rd, Fifth Floor, Toronto ON M3C 3N3 Phone: , Fax: CURRENT SIGNAL TIMING INFORMATION CONTROLLER FIRMWARE: OFF AM PM Phase Mode All Other 6:45-9:3 15:3-18:15 Times M-F M-F (Fixed/Demanded/Callable) Pattern 1 Pattern 2 Pattern 3 (Split 1) (Split 2) (Split 3) Remarks Pedestrian Minimums: 1 WLK NSWK = 7 sec. NSFD = 14 sec. FDW EWWK = 7 sec. EWFD = 15 sec. NOT USED MIN APS on during EWWK & NSWK when activated by MAX1 pushbutton. AMB Extended APS Push Activation = 3secs. ALR SPLIT Jarvis St 2 WLK 7 FDW 14 MIN 21 MAX1 23 Fixed. AMB 4 ALR 2 SPLIT WLK FDW NOT USED MIN MAX1 AMB ALR SPLIT Dundas St East 4 WLK 7 FDW 15 MIN 22 MAX1 25 AMB 4 ALR 2 SPLIT WLK FDW NOT USED MIN MAX1 AMB ALR SPLIT Jarvis St 6 WLK 7 FDW 14 MIN 21 MAX1 23 AMB 4 ALR 2 SPLIT Fixed. Fixed. 7 WLK FDW Demanded. MIN 6 (Shared left/through lane) MAX1 6 (15:3-18:15, M-F.) AMB 3 ALR 1 SPLIT 11 Dundas St East 8 WLK 7 FDW 15 MIN 22 MAX1 25 Fixed. AMB 4 ALR 2 SPLIT CL OF NOTES: Picked up on TransSuite on May 22, 215 APS to be activated. Pre-Pan AM timing were implemented on August 18, 215 PX8.xls 22/12/215

31 CITY OF TORONTO TRANSPORTATION SERVICES ITS OPERATIONS TRAFFIC SIGNALS 73 Don Mills Rd, Fifth Floor, Toronto ON M3C 3N3 Phone: , Fax: CURRENT SIGNAL TIMING INFORMATION ISSUED TO: Lea Consulting Ltd. (Anatole V.Kung) OUR REF: DATE: December 16, 215 STAFF: SQ/TZ LOCATION: Dundas St & Sherbourne St DISTRICT: Toronto & East York MODE/COMMENT: FXT with TSP COMPUTER SYSTEM: TransSuite PX: 258 CONTROLLER/CABINET TYPE: PEEK ATC - 1 / TS2 T1 PREPARED/CHECKED BY: IK / DS CONFLICT FLASH: Red & Red PREPARATION DATE: March 18, 215 DESIGN WALK SPEED: 1. m/s (FDW based on full IMPLEMENTATION DATE: March 19, 215 CHANNEL/DROP: 476 / 21 OFF AM PM Phase Mode N NEMA Phase All Other Times 6:45-9:3 M-F 15:3-18:15 M-F (Fixed/Demanded or Callable) Remarks Local Plan Pattern 1 Pattern 2 Pattern 3 Split Table Split 1 Split 2 Split 3 Pedestrian Minimums: 1 WLK EWWK = 7 sec. EWFD = 13 sec. FDW NSWK = 7 sec. NSFD = 16 sec. NOT USED MIN See back for TSP instructions. MAX1 TSP enabled for EB, WB, NB and SB on September 11, AMB 215. ALR SPLIT Dundas St 2 WLK 7 FDW 13 Fixed MIN 2 POZ activated by MAX1 23 Request Loop AMB 4 ALR 2 SPLIT WLK FDW NOT USED MIN MAX1 AMB ALR SPLIT Sherbourne St 4 WLK 7 FDW 16 Fixed MIN 23 POZ activated by MAX1 25 Request Loop AMB 4 ALR 2 SPLIT WLK FDW NOT USED MIN MAX1 AMB ALR SPLIT Dundas St 6 WLK 7 FDW 13 Fixed MIN 2 POZ activated by MAX1 23 Request Loop AMB 4 ALR 2 SPLIT WLK FDW NOT USED MIN MAX1 AMB ALR SPLIT Sherbourne St 8 WLK 7 FDW 16 Fixed MIN 23 POZ activated by MAX1 25 Request Loop AMB 4 ALR 2 SPLIT CL OF (max extension of 16 secs in Green/Don't Walk) (max extension of 16 secs in Green/Don't Walk) (max extension of 16 secs in Green/Don't Walk) (max extension of 16 secs in Green/Don't Walk) Notes: Picked up under TransSuite system control on Jan 24, 214 at approximately 11:. PX258.XLS 22/12/215

32 LEA Consulting Ltd. 625 Cochrane Drive, 9th Floor Markham, Ontario, L3R 9R9 File Name : 9782_Dundas_Jarvis_AM_28138_ Site Code : Start Date : 8/12/215 Page No : 3 Jarvis Street Southbound Dundas Street East Westbound Jarvis Street Northbound Dundas Street East Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 7: to 9:3 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: 8: : : : Total Volume % App. Total PHF Lights % Lights Buses % Buses Trucks % Trucks

33 LEA Consulting Ltd. 625 Cochrane Drive, 9th Floor Markham, Ontario, L3R 9R9 Jarvis Street Out In Total File Name : 9782_Dundas_Jarvis_AM_28138_ Site Code : Start Date : 8/12/215 Page No : Right Thru 3 3 Left Peds Peak Hour Data Dundas Street East Out In Total Left Thru Right Peds North Peak Hour Begins at 8: Lights Buses Trucks Right Thru Left Peds Out In Total Dundas Street East Left 1 1 Thru Right Peds Out In Total Jarvis Street

34 LEA Consulting Ltd. 625 Cochrane Drive, 9th Floor Markham, Ontario, L3R 9R9 File Name : 9782_Dundas_Jarvis_PM_281382_ Site Code : Start Date : 8/12/215 Page No : 3 Jarvis Street Southbound Dundas Street East Westbound Jarvis Street Northbound Dundas Street East Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 16: to 18: - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17: 17: : : : Total Volume % App. Total PHF Lights % Lights Buses % Buses Trucks % Trucks

35 LEA Consulting Ltd. 625 Cochrane Drive, 9th Floor Markham, Ontario, L3R 9R9 Jarvis Street Out In Total File Name : 9782_Dundas_Jarvis_PM_281382_ Site Code : Start Date : 8/12/215 Page No : Right Thru Left Peds Peak Hour Data Dundas Street East Out In Total Left Thru Right Peds North Peak Hour Begins at 17: Lights Buses Trucks Right Thru Left Peds Out In Total Dundas Street East Left 3 3 Thru Right Peds Out In Total Jarvis Street

36 LEA CONSULTING LTD 625 Cochrane Drive 9th Floor Markham, Ontario, L3R 9R9 Project#: 9782 Location: Dundas St E & George St Weather: Clear Surveyor: Michael Loo File Name : 9782-DundasSt&GeorgeSt-AM Site Code : Start Date : 8/12/215 Page No : 3 George Street From North Dundas Street East From East George Street From South Dundas Street East From West Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 8: to 8:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: 8: : : : Total Volume % App. Total PHF Cars % Cars Trucks % Trucks Buses % Buses George Street Out In Total Right Thru Left Peds Peak Hour Data Dundas Street East Out In Total Left Thru Right 78 Peds North Peak Hour Begins at 8: Cars Trucks Buses Right Thru Left Peds Out In Total Dundas Street East Left Thru 2 2 Right 4 4 Peds Out In Total George Street

37 LEA CONSULTING LTD 625 Cochrane Drive 9th Floor Markham, Ontario, L3R 9R9 Project#: 9782 Location: Dundas St E & George St Weather: Clear Surveyor: Michael Loo File Name : 9782-DundasSt&GeorgeSt-PM Site Code : Start Date : 8/12/215 Page No : 2 George Street From North Dundas Street East From East George Street From South Dundas Street East From West Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 16: to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17: 17: : : : Total Volume % App. Total PHF Cars % Cars Trucks % Trucks Buses % Buses George Street Out In Total Right Thru Left Peds Peak Hour Data Dundas Street East Out In Total Left Thru Right Peds North Peak Hour Begins at 17: Cars Trucks Buses Right Thru Left Peds Out In Total Dundas Street East Left Thru 5 5 Right Peds Out In Total George Street

38 LEA CONSULTING LTD 625 Cochrane Drive 9th Floor Markham, Ontario, L3R 9R9 Project#: 9782 Location: Dundas St E & Pembroke St Weather: Clear Surveyor: Mile Mothibe File Name : 9782-DundasSt&PembrokeSt-AM Site Code : Start Date : 8/12/215 Page No : 3 Pembroke Street From North Dundas Street East From East Pembroke Street From South Dundas Street East From West Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 8: to 8:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: 8: : : : Total Volume % App. Total PHF Cars % Cars Trucks % Trucks Buses % Buses Pembroke Street Out In Total Right 1 1 Thru Left Peds Peak Hour Data Dundas Street East Out In Total Left Thru Right Peds North Peak Hour Begins at 8: Cars Trucks Buses Right Thru Left Peds Out In Total Dundas Street East Left Thru Right Peds Out In Total Pembroke Street

39 LEA CONSULTING LTD 625 Cochrane Drive 9th Floor Markham, Ontario, L3R 9R9 Project#: 9782 Location: Dundas St E & Pembroke St Weather: Clear Surveyor: Mile Mothibe File Name : 9782-DundasSt&PembrokeSt-PM Site Code : Start Date : 8/12/215 Page No : 2 Pembroke Street From North Dundast Street East From East Pembroke Street From South Dundast Street East From West Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 16: to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17: 17: : : : Total Volume % App. Total PHF Cars % Cars Trucks % Trucks Buses % Buses Pembroke Street Out In Total Right 1 1 Thru Left Peds Peak Hour Data Dundast Street East Out In Total Left Thru Right Peds 6 6 North Peak Hour Begins at 17: Cars Trucks Buses Right Thru Left Peds Out In Total Dundast Street East Left Thru Right Peds Out In Total Pembroke Street

40 LEA CONSULTING LTD 625 Cochrane Drive 9th Floor Markham, Ontario, L3R 9R9 Project#: 9782 Location: Dundas St E & Sherbourne St Weather: Clear Surveyor: Ashok / Ujwal Panda File Name : MERGED-9782-DundasSt&SherbourneSt-AM Site Code : Start Date : 8/12/215 Page No : 3 Sherbourne Street From North Dundas Street East From East Sherbourne Street From South Dundast Street East From West Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 8: to 8:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 8: 8: : : : Total Volume % App. Total PHF Cars % Cars Trucks % Trucks Buses % Buses Sherbourne Street Out In Total Right Thru Left Peds Peak Hour Data Dundast Street East Out In Total Left Thru Right Peds North Peak Hour Begins at 8: Cars Trucks Buses Right Thru Left Peds Out In Total Dundas Street East Left Thru Right 2 2 Peds Out In Total Sherbourne Street

41 LEA CONSULTING LTD 625 Cochrane Drive 9th Floor Markham, Ontario, L3R 9R9 Project#: 9782 Location: Dundas St E & Sherbourne St Weather: Clear Surveyor: Ashok / Ujwal Panda File Name : MERGED-9782-DundasSt&SherbourneSt-PM Site Code : Start Date : 8/12/215 Page No : 2 Sherbourne Street From North Dundast Street East From East Sherbourne Street From South Dundas Street East From West Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total Peak Hour Analysis From 16: to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 17: 17: : : : Total Volume % App. Total PHF Cars % Cars Trucks % Trucks Buses % Buses Sherbourne Street Out In Total Right Thru Left Peds Peak Hour Data Dundas Street East Out In Total Left 76 Thru Right Peds North Peak Hour Begins at 17: Cars Trucks Buses Right Thru Left Peds Out In Total Dundast Street East Left Thru Right Peds Out In Total Sherbourne Street

42 APPENDIX B Levels of Service, Existing Traffic Conditions

43 Weekday A.M. Peak Hour

44 Queues Existing Traffic Conditions 1: Jarvis Street & Dundas Street East Existing AM Peak Hour Lane Group EBL EBT WBL WBT NBT SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA NA NA Protected Phases Permitted Phases 4 8 Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay.... Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 7 Actuated Cycle Length: 7 Offset: 65 (93%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 55 Control Type: Pretimed Splits and Phases: 1: Jarvis Street & Dundas Street East 13/1/216 Synchro 8 Report AM Existing.syn Page 1

45 HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 1: Jarvis Street & Dundas Street East Existing AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) 8% 8% 3% 7% 4% 7% % 2% 5% % 2% 2% Bus Blockages (#/hr) 1 1 Turn Type Perm NA Perm NA NA NA Protected Phases Permitted Phases 4 8 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot.22 c.26 v/s Ratio Perm.17 c.3 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B Intersection Summary HCM 2 Control Delay 15.5 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.65 Actuated Cycle Length (s) 7. Sum of lost time (s) 1. Intersection Capacity Utilization 79.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 13/1/216 Synchro 8 Report AM Existing.syn Page 2

46 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions 2: George Street & Dundas Street East Existing AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total Volume Left 18 4 Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS E C C Approach Delay (s) Approach LOS C C Intersection Summary Average Delay 1.5 Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15 13/1/216 Synchro 8 Report AM Existing.syn Page 3

47 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions 3: Site Driveway & Dundas Street East Existing AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked.88 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 Volume Total Volume Left 6 Volume Right 7 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A Approach Delay (s)..1. Approach LOS A Intersection Summary Average Delay.1 Intersection Capacity Utilization 45.% ICU Level of Service A Analysis Period (min) 15 13/1/216 Synchro 8 Report AM Existing.syn Page 4

48 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions 4: Pembroke Street & Dundas Street East Existing AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1 SB 2 Volume Total Volume Left 18 1 Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A D B Approach Delay (s) Approach LOS C Intersection Summary Average Delay.6 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 13/1/216 Synchro 8 Report AM Existing.syn Page 5

49 Queues Existing Traffic Conditions 5: Sherbourne Street & Dundas Street East Existing AM Peak Hour Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 7 Actuated Cycle Length: 7 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed Splits and Phases: 5: Sherbourne Street & Dundas Street East 13/1/216 Synchro 8 Report AM Existing.syn Page 6

50 HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 5: Sherbourne Street & Dundas Street East Existing AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) % 5% 9% 17% 4% 3% 3% 1% % 3% 8% 1% Bus Blockages (#/hr) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot.18 c.19 v/s Ratio Perm.14 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B B B Approach Delay (s) Approach LOS B B B B Intersection Summary HCM 2 Control Delay 16.9 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.56 Actuated Cycle Length (s) 7. Sum of lost time (s) 1. Intersection Capacity Utilization 94.4% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 13/1/216 Synchro 8 Report AM Existing.syn Page 7

51 Weekday P.M. Peak Hour

52 Queues Existing Traffic Conditions 1: Jarvis Street & Dundas Street East Weekday PM Peak Hour Lane Group EBL EBT WBL WBT NBT SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm NA NA NA Protected Phases Permitted Phases 4 8 Minimum Split (s) Total Split (s) Total Split (%) 14.7% 56.% 41.3% 41.3% 44.% 44.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes v/c Ratio Control Delay Queue Delay.... Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 53 (71%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed Splits and Phases: 1: Jarvis Street & Dundas Street East 13/1/216 Synchro 8 Report PM Existing.syn Page 1

53 HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 1: Jarvis Street & Dundas Street East Weekday PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) % 2% % % 5% 1% % % 2% % 2% % Bus Blockages (#/hr) 1 1 Turn Type pm+pt NA Perm NA NA NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c.7.23 c.24 v/s Ratio Perm c.26.2 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C C C Approach Delay (s) Approach LOS B C C C Intersection Summary HCM 2 Control Delay 2.6 HCM 2 Level of Service C HCM 2 Volume to Capacity ratio.69 Actuated Cycle Length (s) 75. Sum of lost time (s) 13. Intersection Capacity Utilization 79.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 13/1/216 Synchro 8 Report PM Existing.syn Page 2

54 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions 2: George Street & Dundas Street East Weekday PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total Volume Left 19 5 Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS F C D Approach Delay (s) Approach LOS F D Intersection Summary Average Delay 3.7 Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15 13/1/216 Synchro 8 Report PM Existing.syn Page 3

55 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions 3: Site Driveway & Dundas Street East Weekday PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 Volume Total Volume Left 1 8 Volume Right 1 8 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A E C Approach Delay (s) Approach LOS D Intersection Summary Average Delay.4 Intersection Capacity Utilization 42.6% ICU Level of Service A Analysis Period (min) 15 13/1/216 Synchro 8 Report PM Existing.syn Page 4

56 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions 4: Pembroke Street & Dundas Street East Weekday PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1 SB 2 Volume Total Volume Left Volume Right 13 1 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A E D Approach Delay (s) Approach LOS E Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 47.7% ICU Level of Service A Analysis Period (min) 15 13/1/216 Synchro 8 Report PM Existing.syn Page 5

57 Queues Existing Traffic Conditions 5: Sherbourne Street & Dundas Street East Weekday PM Peak Hour Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 7 Actuated Cycle Length: 7 Offset: 45 (64%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed Splits and Phases: 5: Sherbourne Street & Dundas Street East 13/1/216 Synchro 8 Report PM Existing.syn Page 6

58 HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions 5: Sherbourne Street & Dundas Street East Weekday PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) % 2% 6% % 5% 1% % 4% % % 7% 5% Bus Blockages (#/hr) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C B B B B B Approach Delay (s) Approach LOS C B B B Intersection Summary HCM 2 Control Delay 18.4 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.64 Actuated Cycle Length (s) 7. Sum of lost time (s) 1. Intersection Capacity Utilization 97.1% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 13/1/216 Synchro 8 Report PM Existing.syn Page 7

59 APPENDIX C Corridor Growth TMC Surveys

60 City of Toronto - Traffic Safety Unit Turning Movement Count Summary Report DUNDAS ST AT JARVIS ST (PX 8) Survey Date: Survey Type: 211-May-18 Routine Hours (Wednesday) Time Period Vehicle Type Exits NORTHBOUND Left Thru Right EASTBOUND SOUTHBOUND WESTBOUND Total Exits Left Thru Right Total Exits Left Thru Right Total Exits Left Thru Right Total Peds Bike Other 8:-9: AM PEAK CAR TRK BUS N S E W TOTAL: , :45-17:45 PM PEAK CAR TRK BUS N S E W TOTAL: 1, OFF HR AVG CAR TRK BUS N S E W TOTAL: :3-9:3 2 HR AM CAR TRK BUS 1, , , , , , , N S E W TOTAL: 1, , , ,35 1 1, ,11 1, ,129 16:-18: 2 HR PM CAR TRK BUS 1, , ,651 1, , ,366 1, , , N S E W TOTAL: 1, , ,673 1, , ,418 1, , , :3-18: 8 HR SUM CAR TRK BUS 6, , ,767 3, , ,861 6, , ,411 2, , , N S E W 2,492 1, TOTAL: 6, , ,94 3, , ,154 6, , ,69 3, , ,413 Total 8 Hour Vehicle Volume: 2,116 Total 8 Hour Bicycle Volume: 1,52 Total 8 Hour Intersection Volume: 21,168 Comment: Page 1 of 1 Printed On: 24 Jul, 214 1:35:19PM