Bus Rapid Transit (BRT) Project Preliminary Design and CEAA Submission. Excerpts From Traffic Impact Analysis BRT East. Mississauga, Ontario

Transcription

1 us Rapid Transit (RT) Project Preliminary esign and Submission xcerpts From RT ast Mississauga, Ontario October 2008 Mcormick Rankin orporation 2655 North Sheridan Way Mississauga, ON L5K 2P8 Tel: Fax: mail: Work Order No Mcormick Rankin orporation October 2008 Page ii

2 Technical ppendix TL OF ONTNTS 1. INTROUTION 4 2. XISTING TRFFI ONITIONS Mavis Road Hurontario Street entral Parkway ast awthra Road Tomken Road ixie Road astgate Parkway Fieldgate rive to glinton venue glinton venue Tahoe oulevard to ommerce oulevard Renforth rive ONSTRUTION STGING TRFFI IMPTS Temporary losure of Sherwoodtowne oulevard at Hurontario Temporary losure of ommerce oulevard at glinton venue ast Temporary losure of xplorer rive at glinton venue ast Temporary losure of Spectrum Way at glinton venue ast rror! ookmark not defined. 4. UILT FILITY TRFFI IMPTS ixie Road Rathburn Road us Rapid Transit ccess glinton venue Lane Reductions 21 THNIL PPNIS. xisting onditions apacity nalysis Output. onstruction Staging apacity nalysis Output. uilt-facility apacity nalysis Output Mcormick Rankin orporation October 2008 Page 3

3 Introduction <Note this document is excerpted from the broader RT ast report; the segments included here are only those that are related to the ddendum.> 1. INTROUTION Traffic analysis was carried out to reflect existing conditions throughout the RT corridor between Mavis Road and Renforth rive. Specifically, the analysis identified operating levels of service for the following road sections: Mavis Road between Rathburn Road and Huntington Ridge rive Hurontario Street between Robert Speck Parkway and Kingsbridge Garden ircle entral Parkway between Rathburn Road and Laurentian venue astgate Parkway between awthra Road and glinton venue glinton venue between astgate Parkway and Matheson oulevard ast The existing conditions analysis reflected the current traffic signal control timing plans provided by the ity of Mississauga, the Region of Peel and the ity of Toronto. The traffic analysis assessed conditions sufficiently upstream and downstream along the road facilities in the vicinity of the RT to ensure that vehicle arrivals at intersections adjacent to the planned transit service were appropriately modelled. Future operating conditions associated with the improvements implemented to accommodate the RT and the incremental transit and commuter traffic generated by the facility i.e. the builtfacility conditions were assessed, as required, to support the preliminary design. Similarly, detailed evaluations of the impacts related to proposed construction staging configurations were undertaken to confirm the adequacy of temporary operating conditions. This analysis also determined the magnitude of any required traffic diversion away from the construction zone where capacity constraints will be encountered. The traffic impact evaluation of existing conditions and conditions related to the built facility and construction staging reflects two levels of analysis. capacity analysis was first carried out using Synchro 7 to assess the degree of capacity utilization and this was supplemented by a detailed micro-simulation analysis (using VISSIM) to assess vehicular delay and queuing impacts in the vicinity of the planned facility. ach of these analysis tools was applied to evaluate weekday operational impacts during the morning and afternoon peak hours. Mcormick Rankin orporation October 2008 Page 4

4 xisting Traffic onditions 2. XISTING TRFFI ONITIONS 2.1 Mavis Road 2.2 Hurontario Street The existing lane configuration and travel demand at intersections along Hurontario Street and Rathburn Road are illustrated in Figure 2. The level-of-service calculations are summarized below in Table 2 and detailed capacity analysis output is included in the Technical ppendix. We note that turning movement data reflects conditions between May and September 2007 and that the recent extension of onfederation Parkway across Highway 403 may likely have had an impact on travel patterns between Mavis Road and Hurontario Street. To this end, any possible traffic diversion from the Hurontario Street corridor has not been reflected in the traffic analysis. The Hurontario Street corridor is currently operating at capacity during both the weekday morning and afternoon peak hours and travel demand is intermittently greater than critical intersection capacity, particularly through the Highway 403 ramp terminal intersections. This peaking results in demand that is not always served during individual signal cycles. Peak direction southbound traffic flow approaching the Highway 403 north ramp terminal intersection during the morning peak hour is at capacity. orresponding turning movements from the westbound off-ramp are also capacity-constrained with left and right-turn demands of over 1,000 vehicles each. The northbound through movement at the south ramp terminal intersection also operates at capacity while right-turning traffic approaching Hurontario Street from Sherwoodtowne oulevard approaches capacity. Notwithstanding the morning peak hour capacity constraints at these intersections, queuing and delay impacts are manageable. The eastbound left/through movements at the south ramp terminal intersection operate with a levelof-service during the morning peak hour while all other movements at the two ramp terminal intersections operate with a levels-of-service or better. Figure 1 xisting Traffic Volumes: Hurontario Street M Peak Hour PM Peak Hour Mcormick Rankin orporation October 2008 Page 5

5 xisting Traffic onditions Morning peak hour traffic operations along Hurontario Street at Square One rive and Robert Speck Parkway reflect adequate levels of service with periodic southbound left-turn queuing impacts at Robert Speck Parkway. The observed left-turn demand is 450 vehicles and the estimated 95th percentile queue length extends approximately 25 metres into the adjacent through lane. With the exception of left-turn levels-of-service at Robert Speck Parkway, all other movements at these intersections operate with a level-of-service or better. Mcormick Rankin orporation October 2008 Page 6

6 xisting Traffic onditions Table 1 xisting Intersection Levels of Service: Hurontario Street Intersection/Movement.M. Peak Hour Level of Service P.M. Peak Hour V/ elay LOS Queue 1 V/ elay LOS Queue 1 Hurontario St at Hwy 403 -N/S Ramp /Right /21 s 21 s 19 s / 151 m 122 m / s / m 165 m Hurontario St at Hwy 403 W-N/S Ramp /Through astbound Right Northbound Right /60 s 47 s 33 s 17 s 9 s 5 s / 59 m 32 m m 44 m / s 22 s 13 s 9 s / 84 m 41 m 103 m 252 m 8 Hurontario St at Square One r astbound Right Southbound Right s 13 s 3 s 15 s 9 s 19 m 19 m 43 m 167 m s 18 s 8 s s 37 m 37 m 208 m 173 m 5 m Hurontario St at Robert Speck Parkway astbound Through astbound Right Westbound Through Northbound Right Southbound Right s 4 3 s 57 s 47 s 9 s 23 s 28 s 65 s 13 s 5 s 65 m 2 22 m 19 m 14 m 18 m 115 m 152 m 58 m s 42 s 38 s 48 s 22 s 28 s 3 6 s 67 s 12 s 5 s m 9 m 3 24 m 85 m 21 m 149 m 6 49 m Rathburn Rd at entre View r astbound Through/Right Westbound Through/Right /Through/Right (H.St.Off-Ramp) Northbound Right /Right s 27/18 s 3 20/10 s 46/44/28 s 7 39 s 55 s 40/38 s / / // / 4 m 8 38 m 2 53 m 51 m 13 m 13 m 81 m 32 m s 29/16 s 47 s 26/23 s 47/45/35 61 s 46 s 20 s 49 s 39/0 s / / // / 55 m m 75 m 55 m 55 m 1 Note: 1. Queue length reflects 95th percentile conditions Notwithstanding adequate morning peak hour levels of service at the Rathburn Road intersection with ity entre rive, the southbound left-turn movement onto Rathburn Road operates at capacity with a demand approaching 300 vehicles. With the exception of the northbound left- Mcormick Rankin orporation October 2008 Page 7

7 xisting Traffic onditions turn level-of-service, all other movements at the Rathburn Road/ity entre rive intersection operate at a level-of-service or better. uring the afternoon peak hour, operating conditions approach capacity at the Highway 403 north ramp terminal intersection. The eastbound left/through and westbound right-turn movements at the south ramp terminal intersection operate at capacity and although the northbound through movement only approaches capacity, 95th percentile northbound vehicle queues extend to Square One rive. The eastbound left/through movements at the south ramp terminal intersection operate with a level-of-service during the afternoon peak hour while all other movements at the ramp terminal intersections operate with a levels-of-service or better. Notwithstanding adequate capacity at the Hurontario Street intersection with Square One rive, afternoon peak hour northbound queues approaching the intersection extend nearly to Robert Speck Parkway. We note that this is not an extension of the queuing impacts at the Highway 403 south ramp terminal intersection, but is related to the impact of the westbound right turning traffic from Robert Speck Parkway. lthough this right-turn movement and the northbound through movement at Robert Speck Parkway each approach capacity during the afternoon peak hour, average vehicle delays and queuing are manageable. With the exception of the southbound left-turn level-of-service, all other movements operate with a level-of-service or better. The westbound (Rathburn Road) and northbound left-turn movements at the Rathburn Road intersection with ity entre rive currently operate at capacity during the afternoon peak hour. With the exception of northbound and eastbound left-turn levels-of-service, all other movements at this intersection operate at levels-of-service or better. We note that the eastbound left-turn volume is less than 15 vehicles. 2.3 entral Parkway ast 2.4 awthra Road 2.5 Tomken Road 2.6 ixie Road The existing lane configuration and peak hour travel demand at intersections along ixie Road between astgate Parkway and restlawn rive are illustrated in Figure 6. The level-of-service calculations are summarized in Table 6 and the detailed capacity analysis output is provided in the Technical ppendix. Mcormick Rankin orporation October 2008 Page 8

8 xisting Traffic onditions Table 2 xisting Intersection Levels of Service: ixie Road Intersection/Movement.M. Peak Hour Level of Service P.M. Peak Hour V/ elay LOS Queue 1 V/ elay LOS Queue 1 ixie Road at astgate Parkway astbound Through astbound Right Westbound Through Northbound Right Southbound Right s 42 s 19 s 75 s 45 s 7 s 70 s 19 s 12 s 48 s 26 s 3 s 69 m 168 m 12 m 14 m 32 m 57 m 102 m 39 m 9 m s 50 s 27 s 58 s 56 s 11 s 67 s 16 s 1 s 23 s 2 10 s 54 m 32 m 62 m 148 m 152 m 4 47 m 5 m 165 m 1 ixie Road at South Gateway Road astbound Through/Right Westbound Through Northbound Right /Right s 48/8 s 50 s 59 s 9 s 8 s 1 s 2 s 20 s 1/1 s / / 1 1 m 11 m 11 m 19 m 13 m 9 m s 33/13 s 61 s 59 s 5 s 40 s 3 s 2 s 13 s 10/9 s / / 19 m 8 m 34 m 3 m 17 m 14 m 9 ixie Road at restlawn rive astbound Through/Right Westbound Through/Right /Right /Right s 44/6 s 58 s 21/13 s 11 s 3/2 s 18 s 4/ / / / / 39 m 7 m 8 m 12 m 29 m 2 m 27 m s 63/13 s 56 s 55/10 s 3 4/3 s 12 s 6/6 s / / / / 49 m 27 m 7 m 7 m 13 m 22 m 2m 6 The current morning peak hour operating conditions at the ixie Road intersection with astgate Parkway reflect volume-to-capacity ratios less than 0.85 and levels-of-service or better with the exception of the westbound and northbound left-turn movement levels-of-service. uring the afternoon peak hour, the southbound through movement operates at capacity and the westbound through movement approaches capacity. orresponding southbound and westbound queue lengths extend approximately 170 and 15etres, respectively. The westbound and northbound left-turn and westbound through movements operate at a level-of-service while all other movements operate at a level-of-service or better during the afternoon peak hour. Operating conditions at the ixie Road intersection with South Gateway Road reflect ample capacity as lower side-street volumes place less demand on intersection capacity. Operating conditions reflect similar capacity utilization and levels of service at the ixie Road intersection Mcormick Rankin orporation October 2008 Page 9

9 xisting Traffic onditions with restlawn rive. The only exception to this is that the unprotected northbound left-turn movement approaches capacity during the afternoon peak hour. The corresponding demand is less than 80 vehicles, but the opposing flow reflects the peak direction and permissive capacity is limited. Notwithstanding the constraint, there is an opportunity to provide protected-permissive phasing for this movement to accommodate a higher demand. The side-street left-turn movements at South Gateway Road and restlawn rive operate with levels-of-service during each of the peak hours. The eastbound through movement at restlawn rive and the westbound through movement at South Gateway Road operate with levels-of-service during the afternoon peak hour. We note that the corresponding through volumes are less than 10 vehicles in each case. ll other movements at these intersections operate at a level-of-service or better during the peak hours. Figure 2 xisting Traffic Volumes: ixie Road M Peak Hour PM Peak Hour Mcormick Rankin orporation October 2008 Page 10

10 xisting Traffic onditions 2.7 astgate Parkway Fieldgate rive to glinton venue 2.8 glinton venue Tahoe oulevard to ommerce oulevard 2.9 Renforth rive Mcormick Rankin orporation October 2008 Page 11

11 onstruction Staging Traffic Impacts 3. ONSTRUTION STGING TRFFI IMPTS 3.1 Temporary losure of Sherwoodtowne oulevard at Hurontario The construction of the proposed bus rapid transit access on Rathburn Road immediately east of the Hurontario Street structure requires the temporary closure of Sherwoodtowne oulevard opposite the Highway 403 W-N/S Ramp terminal. The evaluation of the impact of this closure was carried out by first estimating the proportion of westbound traffic passing through the residential and office development along Sherwoodtowne oulevard to access Hurontario Street from Rathburn Road. Through traffic and traffic that is locally generated (by uses along Sherwoodtowne oulevard) was then reassigned to the surrounding road network to reflect the temporary closure of the Sherwoodtowne oulevard connection to Hurontario Street. stablishing the estimated through traffic volume incorporated the following approach and assumptions: Low-level office uses along Sherwoodtowne oulevard share approximately 890 surface parking spaces and were assumed to represent 800 employees. High-level office uses in two buildings have an estimated gross floor area of approximately 12,00 2 and 400 employees, assuming approximately 30m 2 per employee. n adjacent residential condominium is assumed to contain an estimated 200 units. The estimated combined office and residential trip generation was compared to the total number of trips entering and leaving Sherwoodtowne oulevard via Hurontario Street and Rathburn Road. The difference provided a basis for estimating the number of through trips in the westbound direction (100 trips and 150 trips during the morning and afternoon peak hours, respectively). Traffic that currently turns onto Hurontario Street from Sherwoodtowne oulevard (120 trips and 175 trips during the morning and afternoon peak hours, respectively) was reassigned in the following manner to reflect the temporary closure: One third of the locally-generated traffic was reassigned to entral Parkway and the balance was reassigned to Rathburn Road west of ity entre rive and Hurontario via Rathburn Road, ity entre rive and Square One rive based on available capacity. Half of the through traffic was assumed to originate from each of Shipp rive and westbound Rathburn Road based on existing turning movement distribution. Through traffic originating from Shipp rive was reassigned to Hurontario Street via Robert Speck Parkway. Through traffic originating from the east was reassigned based on an equal split between entral Parkway and Hurontario Street via Rathburn Road, ity entre rive and Square One rive. Traffic entering Sherwoodtowne oulevard from the Highway 403 W-N/S Ramp and from northbound Hurontario Street was reassigned to Robert Speck Parkway via Hurontario Street. The adjusted turning movement volumes based on the assumptions described above are reflected in the peak hour traffic volumes summarized in Figure 10. apacity and micro-simulation analysis was carried out to assess the morning and afternoon peak hour impacts related to the assumed redistribution of existing Sherwoodtowne oulevard traffic. The corresponding level- Mcormick Rankin orporation October 2008 Page 12

12 onstruction Staging Traffic Impacts of-service impacts are summarized in Table 10. We note once again that existing turning movement data reflects conditions in 2007 and that the recent extension of onfederation Parkway across Highway 403 may likely have had an impact on travel patterns between Mavis Road and Hurontario Street. To this end, any possible traffic diversion from the Hurontario Street corridor has not been reflected in the traffic analysis. Figure 3 Staging Scenario Traffic Volumes: Hurontario Street M Peak Hour PM Peak Hour The temporary closure of Sherwoodtowne oulevard at Hurontario Street results in improved operating conditions at each of the Highway 403 Ramp terminal intersections. iversion of a portion of the existing right-turning traffic from Sherwoodtowne oulevard (to entral Parkway and west along Rathburn Road) and the conversion of the shared lane configuration on the W- N/S Ramp to a double left-turn lane serve to improve operating conditions. Mcormick Rankin orporation October 2008 Page 13

13 onstruction Staging Traffic Impacts Table 3 Intersection Levels of Service: Hurontario Street onstruction Staging Intersection/Movement.M. Peak Hour Level of Service P.M. Peak Hour V/ elay LOS Queue 1 V/ elay LOS Queue 1 Hurontario St at Hwy 403 -N/S Ramp /Right /19 s 13 s 19 s / 174 m 79 m 121 m /1 9 s 2 / 88 m 68 m 158 m Hurontario St at Hwy 403 W-N/S Ramp astbound Right s 49 s 21 s 5 s 61 m m 54 m s 45 s 22 s 11 s 77 m m 104 m Hurontario St at Square One r astbound Right Southbound Right s 20 s 2 s 5 s 20 s 1 38 m 38 m 45 m 203 m s 25 s 7 s 13 s 2 16 s 67 m 67 m m 3 m Hurontario St at Robert Speck Parkway astbound Through astbound Right Westbound Through Northbound Right Southbound Right s 46 s 3 s 56 s 4 9 s 27 s 30 s 73 s 10 s 64 m 2 25 m 19 m 1 19 m m 47 m s 5 s 40 s 45 s 20 s 28 s 35 s 8 s 82 s 13 s F m 1 38 m 24 m 92 m m 93 m 52 m Rathburn Rd at entre View r astbound Through/Right Westbound Through/Right /Through/Right (H.St.Off-Ramp) Northbound Right /Right s 35/30 s 48 s 26/22 s 49/48/35 s 5 37 s 8 s 46 s 39/26 s / / // / 101 m 73 m 27 m 53 m 37 m 15 m 15 m 73 m s 42/26 s 49 s 29/32 s 45/43/33 51 s 41 s 18 s 46 s 38/0 s / / // / 67 m m 85 m 63 m 41 m 41 m 14 m 5 m Note: 1. Queue length reflects 95th percentile conditions dditional left-turning traffic from Square One rive onto Hurontario Street can be accommodated while maintaining all individual movement volume-to-capacity ratios below Similarly, all movements can continue to operate with a level-of-service or better during each of the peak hours. n increase in the 95th percentile southbound queue length from Mcormick Rankin orporation October 2008 Page 14

14 onstruction Staging Traffic Impacts approximately 170 to 205 metres approaches the ramp exit from Hurontario Street onto Rathburn Road, but is not a prohibitive impact. Maintaining adequate operating conditions at the Rathburn Road intersection with ity entre rive will require the reallocation of green time from the eastbound through movement to the protected westbound left-turn phase (from Rathburn Road). nominal reallocation of green time from the Hurontario Street ramp phase to ity entre rive/entre View rive approaches will also address current capacity constraints on these approaches. With the exception of an eastbound left-turn level-of-service during the afternoon peak hour, all other movements will operate with a level-of-service or better. We note, however, that critical movements will continue to operate at capacity during the afternoon peak hour. Morning peak hour impacts at the Hurontario Street intersection with Robert Speck Parkway can be accommodated while maintaining similar levels of service to existing conditions. Notwithstanding the reallocation of green time to accommodate increased southbound left-turn demand, individual volume-to-capacity ratios do not exceed uring the afternoon peak hour, the westbound right-turn, northbound through and southbound left-turn movements can be expected to operate at capacity as the result of the expected traffic diversion related to the Sherwoodtowne oulevard closure. Notwithstanding a resulting level-of-service F for the southbound left-turn movement, the estimated 95th percentile queue length (93 metres) can be accommodated by the available turning bay storage. The analysis indicates that all other movements will operate with a level-of-service or better during the afternoon peak hour. ased on the assumed traffic diversion and potential for minor modifications to existing traffic signal timings, the temporary closure of Sherwoodtowne oulevard can be accommodated for the purpose of constructing the bus rapid transit connection to Rathburn Road. 3.2 Temporary losure of ommerce oulevard at glinton venue ast 3.3 Temporary losure of xplorer rive at glinton venue ast Mcormick Rankin orporation October 2008 Page 15

15 Technical ppendix 4. UILT FILITY TRFFI IMPTS 4.1 ixie Road The implementation of the RT in the vicinity of ixie Road includes a planned transit vehicle access to the east side of ixie Road between astgate Parkway and South Gateway Road. This access will accommodate transit vehicles approaching and leaving the transitway towards the north only. ccordingly, traffic signal control assessed at this location as part of the traffic analysis requires that only northbound traffic stop to accommodate southbound left-turning and westbound right-turning transit vehicles, as required. Southbound traffic will not be required to stop at any time at this half signal. Notwithstanding the benefit of traffic signal control at the planned transit driveway, the traffic analysis has also considered the potential impacts without traffic signals. Planned access to the commuter park and ride facility at the ixie station will be provided from Fewster rive and commuters will approach the facility via the ixie Road/restlawn rive intersection. lthough Fewster rive can also be accessed via the urgoyne Street connection to glinton venue, the analysis reflects a conservative assumption that all commuters will use ixie Road. The proportion of traffic generated by the park and ride facility and assumed to approach from the north is only 10% and, therefore, any redistribution of traffic to urgoyne Street will have only a marginal impact at this signalized intersection. The planned transit access north of astgate Parkway has been assumed to accommodate an inbound demand of 23 and 25 buses during the morning and afternoon peak hours, respectively. Similarly, the projected outbound demand during the morning and afternoon peak hours is 25 and 23 buses, respectively. ommuter park and ride traffic volumes were estimated on the basis of surveys undertaken at a similar facility at the Mississauga ity entre. That lot has 200 parking spaces and generated 130 inbound and 3 outbound trips during a two-hour morning peak period survey between 6:30 and 8:30 a.m. The corresponding peak hour traffic generation was 91 inbound and 3 outbound trips between 7:25 and 8:25 a.m. The planned parking capacity at the ixie RT station is also 200 spaces and the traffic analysis has reflected the same morning peak hour trip generation observed at the ity entre. The traffic analysis reflects the assumption that the corresponding afternoon peak hour traffic generation is simply the reverse of the morning i.e. 3 inbound and 91 outbound trips. The distribution of commuter park and ride traffic will be predominantly to/from the south as the land use north of the station all the way to Steeles venue between Highways 10 and 427 is primarily industrial. ccordingly, the traffic analysis reflects 10% of commuter traffic approaching from the north, 55% from south of astgate Parkway, 15% from astgate Parkway west of ixie Road (via Tomken Road south of astgate Parkway) and 20% from astgate Parkway east of ixie Road (via Fieldgate rive). The morning and afternoon peak hour traffic volumes summarized in Figure 14 reflect the sum of the existing demand and the projected transit and commuter traffic described above. orresponding level-of-service impacts are summarized in Table 14. Mcormick Rankin orporation October 2008

16 Technical ppendix Figure 4 uilt Facility onditions: ixie Road M Peak Hours PM Peak Hour ommuter traffic generation has been assumed to be new traffic on the road network where, in fact, it is likely that at least a portion of this demand is already travelling along ixie Road and/or astgate Parkway. Notwithstanding this, the relative level-of-service impacts during the peak hours can be accommodated by the existing road network. comparison of the existing and projected operating conditions described in Tables 6 and 14 confirms that individual movement, morning peak hour volume-to-capacity ratios remain below 0.85 at the ixie Road/astgate Parkway intersection. similar comparison of the afternoon peak hour operating condtions indicates that the only movements whose volume-to-capacity ratios are projected to be greater than 0.85 are the westbound and southbound through movements. The projected volume-to-capacity ratio (0.90) and level of service for the Mcormick Rankin orporation October 2008

17 Technical ppendix westbound movement remains unchanged from existing conditions and the southbound capacity utilization increases marginally from 1.02 to Notwithstanding this apparent constraint, the simulation confirms an adequate level of service for this movement. Futhermore, the reallocation of 2 seconds of green time from astgate Parkway to ixie Road would reduce the projected volume-to-capacity ratio of the southbound through movement to the same level identified for the existing condition while maintaining sufficient capacity for the westbound through movement (volume-to-capacity ratio to 0.93). Table 4 uilt Facility Levels of Service: ixie Road Intersection/Movement.M. Peak Hour Level of Service P.M. Peak Hour V/ elay LOS Queue 1 V/ elay LOS Queue 1 ixie Road at astgate Parkway astbound Through astbound Right Westbound Through Northbound Right Southbound Right s 43 s 20 s 80 s 45 s 7 s 70 s 20 s 12 s 50 s 25 s 3 s 79 m 171 m 14 m 1 31 m 58 m 112 m 37 m 7 m 53 m s 53 s 27 s 55 s 55 s 10 s 70 s 16 s 2 s s 55 m 33 m 59 m 143 m 139 m 41 m m 1 ixie Road at us ccess s 1 0 s 1 12 m s 0 s 11 s 5 s 11 m ixie Road at South Gateway Road astbound Through/Right Westbound Through Northbound Right /Right s 64/8 s 58 s 50 s 9 s 10 s 2 s 2 s 20 s 1/1 s / / 11 m 1 m m 2 14 m 12 m s 23/13 s 60 s 51 s 5 s 46 s 3 s 2 s 13 s 9/8 s / / 2 9 m 32 m 7 m 3 m 19 m 14 m 94 m ixie Road at restlawn rive astbound Through/Right Westbound Through/Right /Right /Right s 39/5 s 59 s 21/12 s 17 s 5/3 s 17 s 5/ / / / / 39 m 8 m 25 m 4 1 m 31 m s 50/16 s 63 s 52/10 s 40 s 5/3 s 13 s 7/6 s / / / / 54 m 37 m m 64 m Note: 1. Queue length reflects 95th percentile conditions Mcormick Rankin orporation October 2008

18 Technical ppendix ommuter park and ride and transit vehicle trip generation can be adequately accommodated at the South Gateway Road intersection while maintaining similar levels of service to existing conditions. The only noted impact is that the unprotected southbound left-turn movement approaches capacity during the morning peak hour. lthough the left-turn permissive capacity is limited, the opposing northbound capacity is sufficient to accommodate a protected left-turn at some point in the future when it becomes warranted. The projected impacts at the ixie Road intersection with restlawn rive can also be accommodated. With the exception of the northound left-turn movement, all other movements operate with volume-to-capacity ratios no greater than The northbound left-turn movement volume-to-capacity ratio identified by the existing conditions analysis (0.94) increases to 1.19 based on the incremental demand generated by the park and ride facility and the transit vehicles. Notwithstanding this limited permissive left-turn capacity, the simulation confirms an adequate level of service for this movement. Futhermore, a protected left-turn phase can be accommodated given that the projected volume-to-capacity ratio for the opposing through movement is less than Projected operating conditions at the planned transit access between astgate Parkway and South Gateway Road reflect good levels of service. In fact, based on the assumed signalization of this entrance with a cycle length equal to one half of the cycle length at the adjacent intersections, there are many instances when transit vehicles are able to advance through the intersection without actuating the protected phase i.e. a short delay is assumed between vehicle detection and phase calling. comparative analysis was undertaken to assess impacts at the bus access without traffic signal control. The results of this evaluation are summarized below in Table 15. learly, there is a benefit of the proximity to astgate Parkway and the associated effect of vehicle platooning on gap development. Table 5 uilt Facility Levels of Service: ixie Road us ccess Intersection/Movement.M. Peak Hour Level of Service P.M. Peak Hour V/ elay LOS Queue 1 V/ elay LOS Queue 1 us ccess at ixie Rd s 0 s 23 s 0 s 12 m s 0 s 12 s 6 s 12 m The traffic analysis indicates that the projected impacts related to the incremental demand generated by the ixie RT Station and the proposed access can be accommodated with only marginal changes in the level of service with further opportunities for operational improvements through the introduction of protected left-turn phases. Mcormick Rankin orporation October 2008

19 Technical ppendix 4.2 Rathburn Road us Rapid Transit ccess The planned bus rapid transitway connection to Rathburn Road on the east side of the Hurontario Street structure will require that the median eastbound lane be dropped at the planned transit access to accommodate left-turn movements. Specifically, the drop is required so that vehicle presence detectors can be installed in the lane to actuate a protected left-turn phase to accommodate transit vehicles entering the transitway. The cross-section of Rathburn Road can not be widened to accommodate an additional transit lane for this purpose because of the constraints imposed by the existing Hurontario Street structure. The conversion of the median eastbound lane to a left-turn lane for transit vehicles results in the loss of a general purpose eastbound through lane at the ity View rive intersection. The assumption incorporated in the traffic analysis is that the two eastbound lanes west of ity View rive will be realigned to match the two lanes adjacent to the curb at the intersection. In this manner, rather than developing the shared through/right-turn lane (existing condition), the curb lane west of the intersection would match the shared through/right-turn lane and a third transitonly lane would be developed adjacent to the left-turn lane (in the location of the existing median through lane). Traffic signal control at the planned transitway access would include a simultaneous protected eastbound left-turn and southbound right-turn phase that can be actuated by transit vehicles on either approach. elays built into the detectors on these approaches would minimize westbound through traffic delays while accommodating transit vehicles under peak demand periods. We note that transit vehicles approaching Rathburn Road are only expected to turn right and, therefore, eastbound traffic will always be faced with a green signal indication. In order to ensure that there are no unexpected conflicts, we propose that the intersection design reflect a channellized southbound approach to prevent transit vehicles from turning left onto Rathburn Road. Projected transit vehicle traffic included in the traffic analysis included 100 vehicles in each direction on the transitway. The traffic volumes and corresponding levels of service are summarized in Figure 15 and Table 16, respectively. Recalling that the existing turning movement data reflects conditions in 2007, the recent extension of onfederation Parkway across Highway 403 may likely have had an impact on travel patterns between Mavis Road and Hurontario Street. To this end, likely shifts in study-area travel patterns have not been reflected in the traffic analysis. Figure 5 uilt Facility Traffic Volumes: Rathburn Road M Peak Hour PM Peak Hour Mcormick Rankin orporation October 2008

20 Technical ppendix The eastbound lane reduction on Rathburn Road will result in all critical movements operating at capacity at the ity View rive intersection during each of the peak hours. With volume-tocapacity ratios at or near 1.00, it is reasonable to expect that operating conditions will be unstable during the peak hours. The traffic analysis identifies a westbound left-turn level-of-service F (from Rathburn Road) as well as northbound and southbound left-turn level-of-service during the morning peak hour and an eastbound left-turn level-of-service during the afternoon peak hour. The analysis indicates that all other movements will operate with a level-of-service or better during the peak hours. Operating conditions at the proposed Rathburn Road us ccess reflect adequate levels of service. The limited amount of protected eastbound left-turn and sidestreet green time results in average westbound vehicular delays of less than 10 seconds. Table 6 uilt Facility Levels of Service: Rathburn Road us ccess Intersection/Movement.M. Peak Hour Level of Service P.M. Peak Hour V/ elay LOS Queue 1 V/ elay LOS Queue 1 Rathburn Rd at entre View r astbound Through/ Right Westbound Through/ Right /Through/Right (H.St.Off-Ramp) Northbound Right / Right s 30/26 s 89 s 26/12 s 55/56/3 58 s 37 s 9 s 73 s 43/25 s / F / // / 4 m 135 m 75 m 45 m 6 38 m 15 m 15 m 104 m 32 m s 38/35 s 50 s 32/33 s 50/48/44 53 s 42 s 19 s 47 s 45/0 s / / // / 5 m 94 m 141 m 199 m 93 m 69 m RT at Rathburn Rd astbound Through Westbound Through Southbound Right s 0 s 1 s 9 s 12 m s 7 s 31 s 29 m 52 m 38 m Note: 1. Queue length reflects 95th percentile conditions It is important to emphasize that not only does the traffic analysis not reflect the recent onfederation Parkway extension across Highway 403, but it also does not account for planned development growth in the city centre. Notwithstanding the potential benefit of the onfederation Parkway connection, it is reasonable to expect that development growth may lead to future capacity deficiencies along Rathburn Road with the removal of the median through lane east of ity View rive. 4.3 glinton venue Lane Reductions Mcormick Rankin orporation October 2008