Appendix K: Traffic Analysis July 2017

Transcription

1 Appendix K: Traffic Analysis July 2017

2 Table of Contents 1 INTRODUCTION AND BACKGROUND Route Description and Study Area South-West Route North-East Route Downtown London Study Objectives TRAFFIC ANALYSIS Study Horizons Traffic Data Analysis Measure of Effectiveness EXISTING CONDITIONS Existing Road Network South-West Route North-East Route Downtown London Existing Conditions Model Methodology Existing Operating Conditions South-West Route North-East Route FUTURE BRT CONDITIONS Future Transportation Systems Transit Service Road Network Future BRT Conditions Model Methodology Left-turn and U-turn demand at signalized intersection Traffic diversion due to turning restrictions Methodology for Modelling Future BRT Conditions BRT CONFIGURATION IMPACTS JULY 2017 i

3 Table of Contents (continued) 5.1 South-West Route Oxford Street West Corridor Wharncliffe Road and Riverside Drive Corridor Wellington Street Corridor Wellington Road Corridor North-East Route Richmond Street and Western Road Corridor Richmond Street and Clarence Street Corridor King Street Corridor Dundas Street Corridor Highbury Avenue Corridor Oxford Street East Corridor Downtown London SUMMARY JULY 2017 ii

4 Table of Contents (continued) List of Exhibits Exhibit 1-1 South-West Route Study Area... 6 Exhibit 1-2 North-East Route Study Area... 7 Exhibit 1-3 Downtown London Study Area... 8 Exhibit Richmond Street and Western Road Intersection Exhibit 4-2 Determine Existing Left-In and Left-Out Volumes Exhibit 4-3 Assign Left-In and Left-Out Volumes to U-Turns or to Alternate Paths Exhibit 4-4 Determine Future Left-Turn and U-Turn Volumes for Major Road Exhibit 4-5 U-Turn Volume Calculations Exhibit 5-1 Existing and Future Intersection LOS Oxford Street West Exhibit 5-2 Existing and Future Intersection LOS Wharncliffe Road and Riverside Drive Exhibit 5-3 Existing and Future Intersection LOS Wellington Street Exhibit 5-4 Existing and Future Intersection LOS Wellington Road Exhibit 5-5 Existing and Future Intersection LOS Richmond Street and Western Road Exhibit 5-6 Richmond Street & Western Road As-Modelled Configuration Exhibit 5-7 Existing and Future Intersection LOS Richmond Street and Clarence Street Exhibit 5-8 Existing and Future Intersection LOS King Street Exhibit 5-9 Existing and Future Intersection LOS Dundas Street Exhibit 5-10 Existing and Future Intersection LOS Highbury Avenue Exhibit 5-11 Existing and Future Intersection LOS Oxford Street East Exhibit 5-12 Existing and Future Intersection LOS Downtown London JULY 2017 iii

5 Table of Contents (continued) List of Appendices Appendix A: Lane Configuration Diagrams Appendix B: Background Traffic Growth Rates JULY 2017 iv

6 1 INTRODUCTION AND BACKGROUND This report describes the preliminary traffic assessment of the future Bus Rapid Transit (BRT) network in the City, in support of the Rapid Transit Implementation Master Plan (RTMP). This assessment identifies the existing operational constraints at signalized intersections along the proposed rapid transit routes, and analyzes the anticipated operational impacts following the implementation of the rapid transit. City of London staff were consulted in the preparation of this report, and the results presented will inform the preliminary engineering design in the next study phase. 1.1 Route Description and Study Area The proposed BRT network will consist of two rapid transit services ( routes ), each passing through Downtown London and running along a number of roadways in the city ( corridors ). These routes include the South-West Route running primarily along Oxford Street West and Wellington Road, and the North-East route running primarily along Western Road, Richmond Street, King Street, and Oxford Street East. The proposed alignment of these routes is described in this subsection, and the study area consists of the corridors in which the BRT will operate. The location and configuration of the four BRT turnarounds are not within the scope of this report. In addition, while a route through the Western University campus has been identified, traffic analysis on university lands is not within the scope of this report South-West Route The proposed BRT alignment for the South-West Route will connect the west terminus near Oxford Street and Wonderland Road, with the south terminus near Wellington Road and Bradley Avenue. The BRT route will travel via Oxford Street, Wharncliffe Road, and Riverside Drive into Downtown London, then depart via Wellington Street and Wellington Road. The BRT will operate in dedicated median transit lanes for most of its journey, with mixed-traffic operations proposed for short segments of Wharncliffe Road and Wellington Street. The study area for the South-West Route is shown in Exhibit 1-1. JULY 2017 K.5

7 Exhibit 1-1 South-West Route Study Area Base map source: Open Street Map. Retrieved June 14, North-East Route The proposed BRT alignment for the North-East Route will connect the north terminus near Richmond Street and Fanshawe Park Road, with the east terminus near Oxford Street East and Second Street / Fanshawe College Boulevard. The route will travel via Richmond Street and Western Road to the Western University campus, then continue southward to Downtown London via Richmond Street and Clarence Street. Departing Downtown London, the route will travel to the eastern terminus via King Street, Dundas Street, Highbury Avenue, and Oxford Street East. Dedicated transit lanes in the median are proposed for much of the route, with dedicated curbside lanes proposed for King Street east of Downtown London. The study area for the North-East Route is shown in Exhibit 1-2. As previously stated, the portion of the route within the Western University campus is not within the scope of this report. JULY 2017 K.6

8 Exhibit 1-2 North-East Route Study Area Basemap Source: Open Street Map. Retrieved June 14, Downtown London Both the South-West Route and the North-East Route serve Downtown London, and within the city centre the routes will operate along a series of one-way couplets. On the South-West Route, service toward Bradley Avenue will operate via Ridout Street and King Street to Wellington Street, while service toward Wonderland Road will operate via Wellington Street and Queens Avenue to Riverside Drive and Wharncliffe Road. On the North-East Route, service toward Fanshawe College Boulevard will operate via Clarence Street and King Street, while service towards Fanshawe Park Road will operate via Wellington Street and Queens Avenue. As a result, a number of intersections in Downtown London are shared by both rapid transit routes. This configuration, which largely consists of dedicated curb-side transit lanes, is illustrated in Exhibit 1-3. JULY 2017 K.7

9 Exhibit 1-3 Downtown London Study Area Basemap Source: Open Street Map. Retrieved June 14, Study Objectives The primary objective of this study is to conduct a preliminary assessment of the impact of BRT operations to overall intersection level of service (LOS) under future roadway conditions. JULY 2017 K.8

10 2 TRAFFIC ANALYSIS Intersection capacity analysis was performed using the intersection analysis software package Synchro 9.0 and the Highway Capacity Manual (HCM). The Synchro analysis consisted of a review of the existing traffic conditions to identify Hot Spots, and a future BRT conditions analysis to determine intersection performance once the rapid transit system is operational. 2.1 Study Horizons Two study horizons were analyzed in this report for AM and PM peak periods: Existing Conditions 2016 conditions in which the analysis is based on existing roadway / intersection configurations, existing signal timing plans, and traffic volume from the most recent turning movement counts available; and Future BRT Conditions A future scenario in 2034 in which the BRT is fully operational and several years after opening day. The analysis is based on revised roadway / intersection configurations, modified signal timing plans, and traffic volumes with growth rates applied. 2.2 Traffic Data Weekday AM peak period and PM peak period turning movement counts, and signal timing at all signalized intersections, were provided by the City of London. Most of the turning movement counts were conducted between 2012 and 2014, with a small number conducted between 2009 and In addition, City of London staff provided Synchro models for all signalized intersections with volumes as well as timing and phasing settings pre-populated. Efforts to validate the Synchro models and the supplied data is discussed in Section 3.2. Turning movement counts for intersections anticipated to be signalized as part of the BRT project were obtained by IBI Group in the autumn of However, turning movement counts were not available for the following intersections proposed to be signalized: Oxford Street West & #530 Oxford Street West; Riverside Drive & Wilson Avenue; Richmond Street & St. James Street; Oxford Street East & Ayerswood Avenue / Access to Fanshawe College; and Oxford Street East & Proposed Transit-only Entrance to Fanshawe College. 2.3 Analysis Measure of Effectiveness Intersection level of service was the measure of effectiveness selected for this analysis, based on The City of London s Transportation Impact Assessment (TIA) Guidelines 1, as well as consultation with City of London staff. The operating conditions for an intersection is typically characterized by the level of service (LOS), which is a measure of the average delay experienced by the motorists attempting to travel through the intersection. LOS is measured from A to F. During peak periods, LOS in the A to D range is generally considered acceptable by most agencies, and a LOS of E or F generally represents delays that are considered unacceptable to most drivers. 1 April, 2012 edition, retrieved from City of London: Planning/Pages/Transportation-Study-Guidelines.aspx JULY 2017 K.9

11 3 EXISTING CONDITIONS 3.1 Existing Road Network The corridors upon which the BRT system will operate are described in this subsection South-West Route Outside of Downtown London, the BRT alignment for the South-West Route primarily operates along four main corridors, including: Oxford Street West from Wonderland Road to Wharncliffe Road North; Wharncliffe Road from Oxford Street West to Riverside Drive; Riverside Drive from Wharncliffe Road to Ridout Street; Wellington Street from King Street to South Street; and Wellington Road from Grand Avenue to Bradley Avenue. Oxford Street is the main east-west artery north of Downtown London. Oxford Street West has two through lanes in each direction. Dedicated left-turn lanes are also provided at every signalized intersections and most midblock accesses. On-street parking is prohibited along Oxford Street. Wharncliffe Road is a four-lane arterial road west of Downtown London. On-street parking is prohibited in the study area between Oxford Street West and Riverside Drive. Riverside Drive is a four-lane arterial road west of Downtown London, serving as the city centre s primary western entrance. Traffic from the westbound-only Queens Avenue forms the westbound lanes of Riverside Drive immediately west of the Thames River, while the eastbound lanes of Riverside Drive cross the river on the Kensington Bridge and become Dundas Street. On-street parking is prohibited in the study area between Wharncliffe Road and Ridout Street. Wellington Street and Wellington Road Corridor is the north-south corridor departing Downtown London to the south, and is the busiest road in the city as measured by Average Annual Daily Traffic (AADT). It begins at the north end of Downtown London, connects with Highway 401 near the urban boundary, and continues south well past the London city limits. Between King Street and Base Line Road, the Wellington corridor has a four-lane cross-section and is largely constrained by adjacent developments and the bridge crossing the Thames River. Between Base Line Road and Bradley Avenue, the Wellington corridor has a six-lane cross-section. On-street parking is generally not permitted along the Wellington corridor North-East Route Outside of Downtown London, the BRT alignment for the North-East Route primarily operates along eight corridors, including: Richmond Street from Fanshawe Park Road to Western Road; Western Road from Richmond Street to Lambton Drive / Brescia Lane; Richmond Street from University Avenue to Central Avenue; Clarence Street from Angel Street to Queens Avenue; King Street from Wellington Street to Ontario Street; JULY 2017 K.10

12 Dundas Street from Ontario Street to Highbury Avenue; Highbury Avenue from Dundas Street to Oxford Street East; and Oxford Street East from Highbury Avenue to Second Street / Fanshawe College Drive. Richmond Street is the main north-south artery departing northwards from Downtown London. Richmond Street has two through lanes in each direction, and on-street parking is prohibited outside of the downtown area. Dedicated left-turn lanes are only provided at select intersections south of University Avenue, but are located at every signalized intersection north of Western Road. Western Road is a four-lane north-south arterial road which passes through the Western University campus and is located to the west of Downtown London. Western Road becomes Wharncliffe Road just south of the campus and just north of Oxford Street West. On-street parking is prohibited in the study area between Richmond Street and the Western University campus. Clarence Street is a two-lane primary collector road running north-south immediately to the east of Richmond Street in Downtown London. On-street parking is permitted on both sides of the street throughout the study area, and the street forms the western edge of Victoria Park. King Street is an arterial road restricted to one-way eastbound, and is the main corridor departing Downtown London towards the east. King Street is built to a three-lane crosssection between King Street and Burwell Street, and to a two-lane cross-section between Burwell Street and Ontario Street. However, on-street parking west of Burwell Street results in two through lanes throughout the study area. In addition, an eastbound bicycle lane is provided on the south side of the street from Clarence Street to Ontario Street. Dundas Street is a two-lane primary collector road west of Ontario Street, and a four-lane arterial road east of Ontario Street. It serves as the primary east-west commercial corridor in Downtown London. A two-way left-turn lane is provided between Waterloo Street and Colborne Street, and on-street parking is provided on the north side of the street as well as in selected areas on the south side. Highbury Avenue is a four-lane arterial road running north-south in the eastern portion of the city, and is characterized by industrial land uses to the west, and the London Psychiatric Hospital lands to the east. Dedicated left-turn lanes are provided at signalized intersections, and at the left-in unsignalized access to Oxbury Mall. Oxford Street is the main east-west artery north of Downtown London. Oxford Street West has two through lanes in each direction, with dedicated left-turn lanes provided at every signalized intersection and most midblock accesses. On-street parking is prohibited along Oxford Street through the study area Downtown London Within Downtown London, the BRT alignment operate along a series of one-way couplets within the following along five corridors: Ridout Street from Queens Avenue to King Street (southbound service only); King Street from Ridout Street to Wellington Street (eastbound service only); Wellington Street from King Street to Queens Avenue (northbound service only); Queens Avenue from Wellington Street to Ridout Street (westbound service only); and JULY 2017 K.11

13 Clarence Street from Queens Avenue to King Street (southbound service only). Ridout Street is restricted to one-way southbound traffic, and functions as the westernmost through street in Downtown London. Ridout Street possess two through lanes, and features a curbside dual left-turn lane for southbound left-turns onto King Street. On street parking within the study area is permitted on both sides between Queens Avenue and Dundas Street, and on the west side only between Dundas Street and King Street. King Street is restricted to one-way eastbound traffic. Between Ridout Street and Wellington Street, King Street generally has three through lanes. A portion of King Street is equipped with additional cross-sectional width on the north side of the road to accommodate on-street parking. On-street parking is also permitted in the southernmost lane. Therefore, King Street was modelled by the city as two lanes in Synchro 9.0. Wellington Street within Downtown London is a four-lane arterial road with dedicated right-turn and left-turn lanes and parking permitted in lay-bys on the west side of the street. A tree-lined median is also present within the study area. Queens Avenue is restricted to one-way westbound traffic, and has three through lanes between Wellington Street and Clarence Street, and two through lanes between Clarence Street and Ridout Street. Beyond Ridout Street, Queens Avenue crosses the Thames River and becomes the westbound lanes of Riverside Drive. On-street parking is permitted on both sides of the street between Wellington Street and Richmond Street, and on the north side only beyond to Ridout Street. Clarence Street is a two-lane primary collector road running north-south immediately to the east of Richmond Street in Downtown London. On-street parking is permitted on both sides of the street throughout the study area. 3.2 Existing Conditions Model Methodology The assessment of the existing traffic operations followed these steps: 1. The Synchro models provided by the City of London were reviewed and compared to field conditions. At several intersections the number of through lanes coded in the Synchro models do not match field conditions - typically where on-street parking is permitted. It was assumed that the Synchro models represents past calibration efforts by City of London staff; therefore, the lane configurations in the existing conditions model were accepted without revisions. Modelled traffic volumes were compared to turning movement counts provided by staff, and volumes were updated as necessary. Where inconsistencies were found the turning movement counts prevailed. 2. The results of the existing conditions Synchro 9.0 HCM analysis were summarized for each intersection under existing conditions. 3.3 Existing Operating Conditions An operating analysis for all existing conditions intersections was performed, and is presented in Section 5 alongside the analysis for future BRT conditions. The following subsections identify hot spots with existing operational concerns that may be compounded by the implementation of the BRT system. JULY 2017 K.12

14 3.3.1 South-West Route Based on the analysis of existing conditions in the South-West Route study area, the following existing hot spots were identified: Oxford Street West & Proudfoot Lane this intersection has high north-south traffic volumes, especially the southbound left-turn volume during the AM peak period (over 500 vehicles per hour). This limits the green-time that can be allocated for other movements. In addition, the traffic signal currently operates with a short 65-second cycle length to allow half-cycle coordination with adjacent traffic signals. This intersection may be required to operate at full-cycle length if signal coordination is to be maintained (i.e., operate with cycle lengths of 130 seconds); Oxford Street West & Woodward Avenue / Platt s Lane this intersection sees a high volume of left-turns, but is not equipped with any left-turn priority measures. As a result, left-turn movements especially the northbound left-turn experience high levels of delay in both the AM and PM peak periods. This affects overall intersection LOS; Oxford Street West & Wharncliffe Road both approaches are major roadways with high traffic volumes in all four directions. This limits the ability to re-allocate green-time to respond to changes under future BRT conditions; Wharncliffe Road & Riverside Drive this intersection is also the crossing of two major roadways. The overall traffic operations are largely constrained by the high traffic volumes in all four directions; and Wellington Road & Commissioners Road this intersection has heavy traffic volumes in all four directions. East-west movements operate as split-phase operation, which increases the overall lost time due to non-concurrent amber and all-red intervals. The split phase operation also limits the opportunities to re-allocate east-west green-time to north-south phases North-East Route Based on the analysis of existing conditions in the North-East Route study area, the following existing hot spots were identified: Richmond Street & University Drive this intersection has high southbound through volumes in the AM peak, consistent with commuter patterns heading into Downtown London. However, as it is the most direct entrance into the Western University campus from the east, it experiences high northbound left-turn volumes during the same period. These conflicting movements compete for available greentime, constraining capacity and increasing delay; and Highbury Avenue & Oxford Street East this intersection is the crossing of two arterial roads with high traffic volumes. Overall capacity is constrained by northbound and westbound demand, especially in the PM peak period. JULY 2017 K.13

15 4 FUTURE BRT CONDITIONS This section presents the overall transportation systems in the future BRT conditions, as well as the methodology to quantitatively model the operational performance of the future traffic conditions. 4.1 Future Transportation Systems This subsection describes changes to the broader transportation system anticipated to occur between the 2016 existing conditions scenario and the 2034 future BRT conditions scenario Transit Service The implementation of the BRT system is anticipated to impact a number of LTC bus routes. The LTC has begun working on the future strategy, however this work is not complete at the time of writing this report. It is assumed that background traffic growth rates account for changes in modal split as a result of the BRT system Road Network No new major roadways are projected to be added to the study area. Existing lane configurations will be changed to accommodate BRT operations, and corner treatments are also anticipated at several intersections as dedicated right-turn lanes are converted to shared through / right lanes. At the Richmond Street & Western Road intersection, the intersection may be reconfigured to promote north-south traffic circulation between Richmond Street and Western Road to accommodate the median rapid transit lanes. Due to the reconfiguration, Richmond Street becomes the minor leg and traffic continuing on Richmond Street must make a turning movement. This conversion is illustrated in Exhibit 4-1, and was assessed as part of this traffic study to inform the evaluation of alternatives that will be completed in the next study phase. Exhibit Richmond Street and Western Road Intersection Lane Configuration Existing Conditions Richmond Street Lane Configuration Future BRT Conditions Richmond Street Sunnyside Drive Sunnyside Drive Shavian Boulevard Shavian Boulevard Western Road Richmond Street Western Road Richmond Street Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Not to Scale JULY 2017 K.14

16 4.2 Future BRT Conditions Model Methodology This sub-section outlines the methodology used to model traffic operations under the future BRT conditions. First, left-turn traffic volumes were updated and U-turn traffic volumes were estimated (discussed in Section 4.2.1). Then, the Synchro 9.0 models were updated to reflect the updated lane configuration, signal timing, and re-routed traffic volumes in the future BRT conditions (discussed in Section 4.2.2) Left-turn and U-turn demand at signalized intersection Following the introduction of the dedicated median BRT lanes, vehicles will only be permitted to make left-turns into and out of the corridor at signalized intersections. Left-turns will be prohibited at all midblock roadways or accesses, resulting in a vehicle currently making such a turn being re-routed in the future. For most midblock accesses and driveways, it was assumed that vehicles would make U-turns at downstream intersections to access locations where a leftturn across the BRT lanes is no longer permitted. U-Turn volumes were estimated by determining the type and size of land uses which will be affected by the turning restriction, estimating the number of inbound and outbound trips using the Institute of Transportation Engineers (ITE) Trip Generation Manual 9 th Edition, and assigning an arriving or departing direction based on prevailing traffic conditions. Volumes were divided among available travel paths in instances where an alternative to a U-turn movement was available. This process is illustrated in Exhibit 4-2 through Exhibit 4-5. JULY 2017 K.15

17 Exhibit 4-2 Determine Existing Left-In and Left-Out Volumes Exhibit 4-3 Assign Left-In and Left-Out Volumes to U-Turns or to Alternate Paths JULY 2017 K.16

18 Exhibit 4-4 Determine Future Left-Turn and U-Turn Volumes for Major Road CATEGORY Exhibit 4-5 U-Turn Volume Calculations CHERRYHILL VILLAGE MALL Land Use Shopping Centre (820) Units 175,000 S.F. G.F.A. 81 units Net trip generation 872 vehicles 87 vehicles Inbound trips 419 vehicles 55 vehicles Outbound trips 453 vehicles 32 vehicles Inbound trips by left-turn Outbound trips by left-turn Alternative path assumption for re-routing midblock traffic EB U-turn at Platt s Lane (previously midblock EBL and NBL) WB U-turn at Cherryhill Blvd (previously midblock SBL and WBL) 180 vehicles (i.e. midblock EBL) 200 vehicles (i.e. midblock SBL) 50% of trips will use Cherryhill Blvd RESIDENTIAL AREA Single Family Detached Housing (210) 30 vehicles (i.e. midblock WBL) 20 vehicles (i.e. midblock NBL) N/A = 110 U-turn vehicles = 130 U-turn vehicles Traffic diversion due to turning restrictions At several locations, turning movements are selectively restricted or fully-protected to facilitate the movement of rapid transit, to minimize conflicts between rapid transit and JULY 2017 K.17

19 general traffic, and to provide consistent main street traffic flow where lanes are dedicated for BRT use only. The following turning restriction principles were used in the development of the future BRT conditions scenario: If left-turn (or right-turn) movements have dedicated lanes, and would conflict with the BRT movement in the same direction on their left (or right), then they are fullyprotected; If right turning movements within Downtown London do not have dedicated lanes where a curbside BRT lane is in place, then the right-turn is prohibited. Outside of Downtown London, right-turns from a curbside BRT lane may be permitted if delays to transit service are not anticipated; and At King Street intersections, where the number of through lanes are reduced to one lane eastbound, left-turn movements from shared through lanes are prohibited if there are significant conflicting pedestrian volumes. Based on these restrictions, vehicles which performed turning movements that are to be prohibited were diverted using the following principles: It was assumed that vehicles making a specific movement originated from the next intersection upstream and were destined for the next intersection downstream. This principle results in traffic generated by a specific location being modelled as attempting to reach that location; It was assumed that vehicles remained within the study area as much as possible, only diverting to parallel corridors when no other reasonable alternative existed. This principle results in a more conservative analysis; and Where multiple alternative routings for diverted traffic were available, volumes were split equally between those alternatives Methodology for Modelling Future BRT Conditions As described in Section 1.1, the functional design of the BRT system was generally based on providing median BRT lanes outside of Downtown London and curbside BRT lanes within the downtown area. This design was further refined using the guidelines established in Section 4.2.2, and resulted in the lane configurations developed by IBI Group / WSP (in Appendix A). This design is not final, and may be further refined as a result of property constraints, changes to stop locations, City staff input, planned future development by others, stakeholder and public consultation, or as a result of the findings of this traffic analysis. Upon modifying the existing intersections to future BRT conditions configuration, the following additional changes were made before traffic operations were assessed: Unsignalized intersections which were anticipated to be signalized in the future were modelled in Synchro 9.0. These locations were determined based on the location of proposed BRT stops, the need to provide neighbourhood access, and the need to facilitate U-turns. These locations were proposed by the IBI Group / WSP design team, and were confirmed by City of London staff. As previously stated, the following proposed signalized intersections were not analyzed due to a lack of available of traffic volume data: Oxford Street West & #530 Oxford Street West; Riverside Drive & Wilson Avenue; Richmond Street & St. James Street; Oxford Street East & Ayerswood Avenue / Access to Fanshawe College; and JULY 2017 K.18

20 Oxford Street East & Proposed Transit-only Entrance to Fanshawe College. Minimum signal timing intervals were adjusted to meet the criteria established by Ontario Traffic Manual Book 12: Traffic Signals: All-red and Flashing Don t Walk (FDW) intervals for cross-street movements were updated to reflect the new main street cross-section at a walk speed of 1.0 metres / second; and All-red and minimum green intervals for main street left-turn movements were updated to reflect the conversion to fully protected left-turn operation. Signal timing was optimized based on the updated minimum timing intervals, where applicable; If a BRT movement would conflict with general traffic movements, a hold phase of 10 seconds was applied in the Synchro model to each cycle to emulate a fullyprotected transit-only phase. In operation, this phase would be actuated based on transit demand only; and Growth factors were determined for each corridor from the macroscopic TransCAD models with inputs from the City of London staff, and were applied to all through movements along corridor in the peak direction. PM peak growth factors are presented in Appendix B, and it was assumed that the listed factor would apply to the opposite direction in the AM peak. Using the measures of effectiveness outlined in Section 2.4, the results of the future BRT conditions Synchro 9.0 HCM analysis was summarized for each signalized intersection. Summary tables and discussion of the results is presented in Section 5. JULY 2017 K.19

21 5 BRT CONFIGURATION IMPACTS This section compares level of service at intersections in the study area. For both routes, the traffic operations for existing conditions (described in Section 3.3) were compared to the traffic operations for future BRT conditions (described in Section 4.2), and the overall intersection LOS is presented in Exhibit 5-1 through Exhibit South-West Route This subsection summarizes the traffic operations along the South-West Route Oxford Street West Corridor Exhibit 5-1 summarizes the traffic operations along the Oxford Street West corridor. Exhibit 5-1 Existing and Future Intersection LOS Oxford Street West # Intersection AM Peak PM Peak Existing Future Existing Future 122 Westgate Honda / Capulet Lane & Oxford Street B B A C 121 Wonderland Road & Oxford Street D E D E 244 Proudfoot Lane & Oxford Street F F D F 1001 Beaverbrook Avenue / (Future Road) & Oxford Street - D - C 246 Eagle Heights Public School / Cherryhill Boulevard & Oxford Street A C C F 248 Woodward Avenue / Platt's Lane & Oxford Street C C F F For the Oxford Street West corridor, traffic volume growth in the eastbound and westbound direction is generally responsible for decreased intersection performance. Secondary factors include the conversion of permissive left-turns to fully-protected operation, and the restriction of left-turns to and from midblock driveways. These volumes are assigned to study area intersections as U-turns, increasing demand on left-turn movements and contributing to increased intersection delay. This is particularly evident during the PM peak, when retail activity is highest. It must be noted that westbound U-turn volumes were assigned to Oxford Street East & Wonderland Road due to retail land uses on the south side of Oxford Street East between Wonderland Road and Proudfoot Lane. Subsequent corridor design changes have proposed to signalize the intersection of Oxford Street East and #530 Oxford Street East. U-turn volumes would then be assigned to this new intersection, resulting in better-thanreported performance at Oxford Street East & Wonderland Road. JULY 2017 K.20

22 5.1.2 Wharncliffe Road and Riverside Drive Corridor Exhibit 5-2 summarizes the traffic operations along the Wharncliffe Road and Riverside Drive corridor. Exhibit 5-2 Existing and Future Intersection LOS Wharncliffe Road and Riverside Drive # Intersection AM Peak PM Peak Existing Future Existing Future 250 Wharncliffe Road & Oxford Street E E E F 822 Wharncliffe Road & Blackfriars Street A A A A 404 Wharncliffe Road & Mount Pleasant Avenue A A A A 408 Wharncliffe Road & Riverside Drive E F E F Along the Wharncliffe Road and Riverside Drive corridor, traffic operations are expected to be largely unchanged between scenarios due to few proposed changes to the lane configuration. Some capacity reductions are anticipated at the Wharncliffe Road & Oxford Street East and Wharncliffe Road & Riverside Drive intersection, due to the assumed dedicated transit phase to accommodate the transit turning movement. As discussed in Section 3.3, these intersections have operational concerns in the existing conditions scenario Wellington Street Corridor Exhibit 5-3 summarizes the traffic operations along the Wellington Street corridor. Exhibit 5-3 Existing and Future Intersection LOS Wellington Street # Intersection AM Peak PM Peak Existing Future Existing Future 349 Wellington Street & York Street C C C D 359 Wellington Street & Horton Street C D D F 369 Wellington Street & Grey Street A B A C 1002 Wellington Road / Wellington Street & South Street - A - B Along the Wellington Street corridor, the overall traffic operations under the future BRT conditions are anticipated to be similar to the existing conditions. The U-turn traffic volume is anticipated to be minor in this corridor based on present-day land uses, but it must be noted that potential intensification within this section of Downtown London will increase U- turn demand. North-south through capacities are anticipated to be slightly reduced, due to the increase in minimum timing intervals for the protected left-turn movements. However, the analysis shows that the network has, in general, spare capacity to absorb these changes. JULY 2017 K.21

23 5.1.4 Wellington Road Corridor Exhibit 5-4 summarizes the traffic operations along the Wellington Road corridor. Exhibit 5-4 Existing and Future Intersection LOS Wellington Road # Intersection AM Peak PM Peak Existing Future Existing Future 442 Wellington Road & Grand Avenue B B B B 1003 Wellington Road & Wellington Crescent / Bond Street - B - B 820 Wellington Road & Emery Street A - A Wellington Road & Whetter Avenue - B - B 454 Wellington Road & Base Line Road D F E F 462 Wellington Road & Commissioners Road F F F F 507 Wellington Road & Waterman Avenue / Parkwood Institute A B B D 504 Wellington Road & Wilkins Street C C B F 510 Wellington Road & Southdale Road C D D F 525 Wellington Road & Montgomery Gate A A A F 518 Wellington Road & Bradley Avenue D E D F 531 Wellington Road & White Oaks Mall / Days Inn London A B B F Along the Wellington Road corridor, the reduction in lanes from three to two for northsouth traffic is anticipated to cause performance to deteriorate. This is compounded by more green-time being allocated to fully-protected northbound and southbound left-turn movements. A key traffic bottleneck along the Wellington Road corridor is the intersection with Commissioners Road. The existing conditions analysis shows that the intersection already operates with less-than-satisfactory LOS, due to the high traffic volumes and split-phase operation in the east-west direction. There is very limited reserve capacity in the east-west direction that could be re-allocated to the north-south direction. JULY 2017 K.22

24 5.2 North-East Route This subsection summarizes the traffic operations along the North-East route Richmond Street and Western Road Corridor Exhibit 5-5 summarizes the traffic operations along the Richmond Street and Western Road corridor. Exhibit 5-5 Existing and Future Intersection LOS Richmond Street and Western Road # Intersection AM Peak PM Peak Existing Future Existing Future 213 Richmond Street & Hillview Boulevard / Masonville Place A E A E 207 Richmond Street & Shavian Boulevard / Sunnyside Drive B E C F 209 Western Road & Richmond Street B E E F 998 Western Road & Ambleside Drive / 1543 Western Road - E - B 208 Western Road & Windermere Road C D B E 243 Western Road & University Hospital A A A B Western Road & Wellington Drive / Siebens-Drake Research Institute Western Road & Support Services Building / Huron University College / Elgin Road A B A B A B A C 223 Western Road & Springett Parking Lot C F B C 214 Western Road & Brescia Lane / Lambton Drive A E B F The Richmond Street and Western Road corridor, between Hillview Boulevard and Western University, is anticipated to experience high levels of background traffic growth between the existing conditions and future BRT conditions scenarios. To accommodate growth in the northsouth direction, a higher proportion of signal green-time must be allocated to these movements. However, the result of this action is decreased performance for cross street movements. As described in Section 4.1.2, it was assumed that the Richmond Street & Western Road intersection is reconfigured to promote north-south traffic circulation between Richmond Street and Western Road. Not only does this configuration simplify BRT operations, it diverts through traffic away from Downtown London, and guides motorists to the route with the higher capacity (as Richmond Street is proposed to be reduced to one lane in each direction). Because of the reconfiguration, the following movement reallocations were made: Southbound through traffic becomes southbound left-turn traffic; Northbound through traffic becomes westbound right-turn traffic; Southbound right-turn traffic becomes southbound through traffic; and Eastbound left-turn traffic becomes northbound through traffic. It was assumed that 50% of the present-day volume which uses Richmond Street will shift to Western Road, which results in high delay and v/c ratios exceeding 1.00 for northbound and southbound movements at this location. In order to provide pedestrian access to the northbound far-side platforms, the north-south pedestrian crossing on the east side of the intersection was modelled as a two-stage crossing with a pedestrian refuge island separating the westbound left-turn and westbound right-turn lanes. As the dual right-turn movement must be fully protected, this precludes a pedestrian JULY 2017 K.23

25 crossing in the path of turning vehicles. Therefore, split phasing for westbound movements and a two-stage crossing provides the necessary pedestrian protection at the cost of an increased cycle length and increased delay. This configuration is illustrated in Exhibit 5-6. Additional analysis is recommended in the next study phase. Exhibit 5-6 Richmond Street & Western Road As-Modelled Configuration. JULY 2017 K.24

26 5.2.2 Richmond Street and Clarence Street Corridor Exhibit 5-7 summarizes the traffic operations along the Richmond Street and Clarence Street corridor. Exhibit 5-7 Existing and Future Intersection LOS Richmond Street and Clarence Street # Intersection AM Peak PM Peak Existing Future Existing Future 216 Richmond Street & University Drive C F C F 224 Richmond Street & Huron Street B E C F 232 Richmond Street & Victoria Street A C A E 234 Richmond Street & Cheapside Street B C B F 242 Richmond Street & Grosvenor Street A D A E 254 Richmond Street & Oxford Street D F D F 312 Richmond Street & Pall Mall Street A C B E 301 Richmond Street & Central Avenue B C B B 308 Clarence Street & Dufferin Avenue B C C E The segment of the BRT route between Western University and Downtown London was assumed to be reduced from two through lanes in each direction to one through lane in each direction. As a result, northbound and southbound through movements are expected to see decreases in performance and affect overall intersection LOS. This is particularly evident at the intersection of Richmond Street & Oxford Street, where fully-protecting left-turn movements also results in decreased capacity for turns which increases delay. As previously noted, the intersection of Richmond Street & University Avenue is a known hotspot King Street Corridor Exhibit 5-8 summarizes the traffic operations along the King Street corridor. Exhibit 5-8 Existing and Future Intersection LOS King Street # Intersection AM Peak PM Peak Existing Future Existing Future 340 Waterloo Street & King Street A B B B 341 Colborne Street & King Street B B B B 342 Maitland Street & King Street A A A B 343 William Street & King Street B C A C 344 Adelaide Street & King Street C C C C 413 Lyle Street & King Street A A A A 419 Rectory Street & King Street A A A A King Street under the future BRT conditions scenario is expected to experience a reduction in through lanes from up to three eastbound lanes to one eastbound vehicle lane. However, analysis shows that this will not have a significant impact on eastbound movements along King Street east of downtown. Some degraded performance is anticipated for northbound and JULY 2017 K.25

27 southbound movements at cross streets, which decreases overall intersection LOS at a limited number of intersections. The re-alignment of the intersection of King Street & Adelaide Street, which involves the removal of the northbound leg from York Street, is not anticipated to significantly degrade overall intersection performance as green time can be redistributed to the remaining movements Dundas Street Corridor Exhibit 5-9 summarizes the traffic operations along the Dundas Street corridor. Exhibit 5-9 Existing and Future Intersection LOS Dundas Street # Intersection AM Peak PM Peak Existing Future Existing Future 414 Ontario Street & Dundas Street D B B C 416 Dundas Street & Quebec Street C F C F 418 Egerton Street & Dundas Street C D C F 975 Dundas Street & Dorinda Street - D - D 970 Dundas Street & McCormick Boulevard - F - D 969 Ashland Avenue & Dundas Street - D - C 624 Highbury Avenue & Dundas Street D F D F Under the future BRT conditions scenario, Dundas Street is reduced to two vehicle lanes throughout the study area. In addition, left-turns which currently operate as permissive movements are converted to fully-protected movements, and U-turn volumes are expected to be high due to long stretches of Dundas Street where no turns are permitted. These factors combine to reduce performance of the eastbound and westbound through movements. As green-time is re-allocated to lessen the impact of the main street capacity constraints, side street movements begin to see worsened performance. This is most pronounced at the Dundas Street & Quebec Street and Dundas Street & Egerton Street intersections. At Dundas Street & Highbury Avenue, the introduction of fully-protected left-turns for the eastbound left-turn and southbound left-turn, as well as a dedicated transit signal phase, results in increased delay and decreased LOS. It must be noted that the Ontario Street & Dundas Street intersection was coded as having one northbound lane for all movements. Subsequent design changes have proposed a configuration consisting of a shared left-turn / through lane and a dedicated right-turn lane. This is expect to reduce delay in the future BRT conditions scenario and produce better-than-reported LOS. JULY 2017 K.26

28 5.2.5 Highbury Avenue Corridor Exhibit 5-10 summarizes the traffic along the Highbury Avenue corridor. Exhibit 5-10 Existing and Future Intersection LOS Highbury Avenue # Intersection 622 Highbury Avenue & 847 Highbury Avenue / London Psychiatric Hospital AM Peak PM Peak Existing Future Existing Future A B A E 962 Highbury Avenue & Canada Post London Processing Facility - B - B 610 Highbury Avenue & Oxford Street C F F F Highbury Avenue is characterised by industrial land uses and the London Psychiatric Hospital lands. Therefore, signalized intersections along this corridor control access to low-volume driveways and may rest on green for Highbury Avenue for long stretches of time until side street demand is present. The conversion of main street left-turns from permissive operation to fullyprotected operation, as well as increased green time for Highbury Avenue due to volume growth, results in increased delay for turning movements and side street movements. This causes a decrease in LOS. At Highbury Avenue & Oxford Street, heavy vehicle volumes in all directions, especially during the PM peak period, contribute to poor LOS in existing conditions. This is expected to worsen in the future BRT conditions scenario, due to the addition of a dedicated transit-only signal phase Oxford Street East Corridor Exhibit 5-11 summarizes the traffic operations along the Oxford Street East corridor. Exhibit 5-11 Existing and Future Intersection LOS Oxford Street East # Intersection AM Peak PM Peak Existing Future Existing Future 961 (Future Road) / John Paul II Catholic Secondary School & Oxford Street - B - B 612 First Street / London Lane & Oxford Street B B B C 614 Second Street / Fanshawe College Boulevard & Oxford Street B C B C The Oxford Street East corridor is not anticipated to experience significant impacts from the introduction of the BRT system. In general, side street movements can accommodate a reallocation of green-time to east-west movements along Oxford Street East, with only slight decreases to LOS. JULY 2017 K.27

29 5.3 Downtown London Exhibit 5-12 summarizes the traffic operations in Downtown London. Exhibit 5-12 Existing and Future Intersection LOS Downtown London # Intersection AM Peak PM Peak Existing Future Existing Future 315 Ridout Street & Queens Avenue A A A A 319 Wellington Street & Queens Avenue C C C D 325 Ridout Street & Dundas Street B F B C 329 Wellington Street & Dundas Street B C B D 335 Ridout Street & King Street C F B C 339 Wellington Street & King Street B F C D 336 Talbot Street & King Street C C C C 316 Talbot Street & Queens Avenue B C D D 337 Richmond Street & King Street B D C D 317 Richmond Street & Queens Avenue A C C C 338 Clarence Street & King Street B B C B 318 Clarence Street & Queens Avenue B B B C 328 Clarence Street & Dundas Street B B B C Within Downtown London, implementation of the BRT system is anticipated to result in capacity concerns during the AM peak at intersections traditionally used by motorists making turning movements to enter the downtown core. Many vehicles entering Downtown London via the Kensington Bridge will make an eastbound right-turn at Dundas Street & Ridout Street and then a southbound left-turn at Ridout Street & King Street, and both of these intersections are expected to see reductions in performance. The approach to Downtown London from the south (passing through the intersection of Wellington Street & King Street and then making a northbound left-turn at Wellington Street at York Street or at Queens Avenue) is similarly expected to see decreased performance during the AM peak period. Performance degradations during the PM peak period are less pronounced, with most intersections maintaining existing LOS. JULY 2017 K.28

30 6 SUMMARY A series of traffic operational analyses was conducted for the proposed BRT network. A review of the existing conditions suggests that the signalized intersections in the study generally operate with good performance, and excess reserve capacity is available to accommodate growth or reallocation of green-time. However, as discussed in Section 3.3, the following intersections were identified as having existing capacity issues during the AM and/or PM peak periods: Oxford Street & Proudfoot Lane; Oxford Street & Woodward Avenue / Platt s Lane; Oxford Street & Wharncliffe Road; Wharncliffe Road & Riverside Drive; Wellington Road & Commissioner Road; Richmond Street & University Avenue; Richmond Street & Oxford Street; Highbury Avenue & Dundas Street; and Highbury Avenue & Oxford Street East. A comparison between the existing conditions and the future BRT conditions suggested that in general, most signalized intersections are anticipated to have minor deterioration in operational performance. This deterioration is largely due to the conversion of main street left-turn movements to fully-protected operations; to lane reductions and reallocations; and to background traffic growth, diverted traffic and U-turn volumes. In summary, the implementation of BRT is anticipated to have the following impacts on the road network: Oxford Street West corridor the addition of U-turn volumes and the conversion to fully-protected left-turn operation would require more green-time from other phases, which may cause capacity reductions for other movements; Wharncliffe Road and Riverside Drive corridor traffic operations in the future BRT conditions are anticipated to be similar to the existing conditions, due to the BRT operating in mixed traffic. A minor capacity reduction is anticipated at the Wharncliffe Road & Oxford Street West and Wharncliffe Road & Riverside Drive intersections, as a dedicated transit phase is required to accommodate BRT turning movements; Wellington corridor (north of Base Line Road) traffic operations in the future BRT conditions are anticipated to be similar to existing conditions. Side streets generally have excess capacities available to be re-allocated to main street left-turn movements. Therefore, instances of significant degraded intersection performance are limited post-brt implementation; Wellington corridor (south of Base Line Road) traffic operational performance is anticipated to deteriorate due to the proposed lane reduction. Unlike other corridors, side streets have very limited excess capacity which can be re-allocated to main street movements. In addition, the Wellington Road & Commissioners Road intersection is anticipated to be a key bottleneck intersection, due to split-phase operation in the east-west direction; Richmond Street and Western Road corridor the intersection of Richmond Street & Western Road is expected to be reconfigured to promote north-south traffic JULY 2017 K.29

31 circulation between Richmond Street and Western Road. However, northbound through volumes are anticipated to exceed capacity during the PM peak period post-diversion; Richmond Street and Clarence Street corridor capacity along this corridor is constrained by the Richmond Street & University Avenue intersection, where northbound left-turn traffic into Western University competes with southbound through movements towards downtown. In addition, the intersection of Richmond Street & Oxford Street sees performance degrade due to a reduction in through lanes and the introduction of fully protected left-turns; King Street corridor a reduction in through lanes from up to three eastbound lanes to one eastbound through lane is not expected to have a significant impact on traffic operations; Dundas Street corridor east of Ontario Street, where through lanes are reduced from two in each direction to one in each direction, through movements are expected to contribute to degraded intersection performance particularly at intersections with high U-turn volumes. The intersection with Egerton Street is one such example. In addition, the Dundas Street & Highbury Avenue intersection is expected to be a key bottleneck intersection; Highbury Avenue corridor the conversion of permissive main street left-turns to fully-protected operation results in a reduction in capacity for these movements, and increased main street volumes reduce the green-time available for side streets. This results in a decrease to overall intersection LOS. In addition, the Highbury Avenue & Oxford Street intersection is expected to be a key bottleneck intersection - especially during the PM peak; Oxford Street East corridor traffic operations in the future BRT conditions are anticipated to be similar to existing conditions. Side streets generally have excess capacities to be re-allocated to main street left-turn movements; and Downtown London intersections which handle turning vehicle traffic along traditional approaches to the downtown core are anticipated to see worsened LOS in the AM peak period under the future BRT conditions. This includes intersections which accommodate traffic approaching from the west via Riverside Drive, and from the south via Wellington Street. During the PM peak period, most intersections maintain existing LOS. JULY 2017 K.30

32 LONDON BUS RAPID TRANSIT ENVIRONMENTAL PROJECT STUDY TRAFFIC ANALYSIS Appendix A Lane Configuration Diagrams JULY 2017

33 South + West Corridors (1 of 7) Existing Synchro Lane Configuration Capulet Ln Driveway Wonderland Rd BRT Lane Configuration Capulet Ln Driveway Wonderland Rd Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

34 South + West Corridors (2 of 7) Existing Synchro Lane Configuration Platt s Ln Proudfoot Ln Beaverbrook Ave Cherryhill Blvd Woodward Ave Wharncliffe Rd BRT Lane Configuration Platt s Ln Oxford St Proudfoot Ln Beaverbrook Ave Cherryhill Blvd Woodward Ave Wharncliffe Rd Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale Planned Development JULY

35 South + West Corridors (3 of 7) Existing Synchro Lane Configuration BRT Lane Configuration Wharncliffe Rd Blackfriars St (Pedestrian Signal) Wharncliffe Rd Blackfriars St (Pedestrian Signal) Mount Pleasant Ave Mount Pleasant Ave Wilson Ave Wilson Ave Riverside Drive Riverside Dr Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

36 South + West Corridors (4 of 7) Existing Synchro Lane Configuration Wellington St BRT Lane Configuration Wellington St York St York St Horton St E Horton St E Grey St (One-way WB) Grey St South St (one-way EB) South St Grand Ave Grand Ave Bond St Bond St Legend Wellington Rd General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Wellington Rd Prohibited Turns Distances are not drawn to scale JULY

37 South + West Corridors (5 of 7) Existing Synchro Lane Configuration Wellington St BRT Lane Configuration Wellington St Emery St E (Ped. Signal) Emery St E Whetter Ave Whetter Ave Base Line Rd E Base Line Rd E Commissioners Rd Commissioners Rd Wellington Rd Wellington Rd Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

38 South + West Corridors (6 of 7) Existing Synchro Lane Configuration Wellington Rd BRT Lane Configuration Wellington Rd Waterman Ave Parkwood Institute Dwy Waterman Ave Parkwood Institute Dwy Wilkins St Wilkins St Southdale Rd E Southdale Rd E Montgomery Gt Montgomery Gt Bradley Ave Bradley Ave Wellington Rd Wellington Rd Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

39 South + West Corridors (7 of 7) Existing Synchro Lane Configuration Wellington Rd BRT Lane Configuration Wellington Rd Driveway Driveway White Oaks Mall White Oaks Mall Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

40 North + East Corridors (1 of 9) Existing Synchro Lane Configuration Richmond St BRT Lane Configuration Richmond St Masonville Pl Hillview Blvd Hillview Blvd Sunnyside Drive Sunnyside Drive Shavian Blvd Shavian Blvd Richmond St Western Rd Richmond St Western Rd Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

41 North + East Corridors (2 of 9) Existing Synchro Lane Configuration Western Rd BRT Lane Configuration Western Rd Ambleside Dr Ambleside Dr Access to private driveway Windermere Rd Windermere Rd University Hospital University Hospital Wellington Dr Wellington Dr Legend Western Rd General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Western Rd Prohibited Turns Distances are not drawn to scale JULY

42 North + East Corridors (3 of 9) Western Rd Existing Synchro Lane Configuration Elgin Rd Richmond St University Dr Springett Parking Lot Western University Huron St Lambton Dr Richmond St Western Rd Western Rd BRT Lane Configuration Elgin Rd Richmond St University Dr Springett Parking Lot Western University Huron St Lambton Dr Richmond St Legend Western Rd General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

43 North + East Corridors (4 of 9) Existing Synchro Lane Configuration Richmond St BRT Lane Configuration Richmond St Victoria St Victoria St Cheapside St Cheapside St Grosvenor St Grosvenor St Richmond St Richmond St Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

44 North + East Corridors (5 of 9) Existing Synchro Lane Configuration Richmond St BRT Lane Configuration Richmond St St James St St James St Oxford St Oxford St Pall Mall St Pall Mall St Central Ave Central Ave Richmond St Richmond St Dufferin Ave Dufferin Ave Legend Clarence St General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Clarence St Distances are not drawn to scale JULY

45 North + East Corridors (6 of 9) Existing Synchro Lane Configuration Waterloo St Colborne St Maitland St Wiliam St Adelaide St BRT Lane Configuration Waterloo St Colborne St Maitland St Wiliam St Adelaide St Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

46 North + East Corridors (7 of 9) Existing Synchro Lane Configuration Ontario St Quebec St Dorinda St (unsignalized) McCormick Blvd (unsignalized) Egerton St King St (one-way) Ontario St (one-way NB) Lyle St Rectory St BRT Lane Configuration Ontario St Quebec St Dorinda St McCormick Blvd Egerton St King St (one-way) Ontario St (one-way NB) Lyle St Rectory St Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

47 North + East Corridors (8 of 9) Existing Synchro Lane Configuration Highbury Ave BRT Lane Configuration Highbury Ave Canada Post Access Canada Post Access London Psychiatric Hospital Entrance London Psychiatric Hospital Entrance London Psychiatric Hospital Entrance Ashland Ave (unsignalized) Dundas Street Dundas Street Ashland Ave (unsignalized) Highbury Ave Ashland Ave Highbury Ave Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Planned Development Distances are not drawn to scale JULY

48 North + East Corridors (9 of 9) Existing Synchro Lane Configuration Highbury Ave Secondary School Access London Ln (one-way SB) Fanshawe College Blvd First St Second St BRT Lane Configuration Highbury Ave Secondary School Access London Ln (one-way SB) Transit Only Access Fanshawe College Blvd First St Second St Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Planned Development Distances are not drawn to scale JULY

49 Downtown Corridors (1 of 2) Existing Synchro Lane Configuration BRT Lane Configuration Clarence St Wellington St Clarence St Wellington St Queens Ave (one-way WB) Queens Ave (one-way WB) Dundas St Dundas St King St (one-way EB) King St (one-way EB) Legend General Traffic Movement Unsignalized Intersection BRT Movement Prohibited Turns BRT Stop Distances are not drawn to scale JULY

50 Downtown Corridors (2 of 2) Existing Synchro Lane Configuration Ridout St (One-way SB) Talbot St Richmond St Queens Ave Dundas St Ridout St (One-way SB) King St (one-way EB) Ridout St Talbot St Richmond St BRT Lane Configuration Ridout St (One-way SB) Talbot St Richmond St Queens Ave Dundas St Ridout St (One-way SB) King St (one-way EB) Ridout St Talbot St Richmond St Legend General Traffic Movement Unsignalized Intersection BRT Movement BRT Stop Prohibited Turns Distances are not drawn to scale JULY

51 LONDON BUS RAPID TRANSIT ENVIRONMENTAL PROJECT STUDY TRAFFIC ANALYSIS Appendix B Background Traffic Growth Rates JULY 2017

52 Corridor From / To Direction South-West Rapid Transit Route Oxford Street West Wharncliffe Road Riverside Drive Wellington Street Wellington Road Wellington Road Wellington Road North-East Rapid Transit Route Richmond Street Western Road Richmond Street Clarence Street King Street King Street Ontario Street Dundas Street Highbury Avenue Oxford Street 2034 PM Peak Growth Factor Wonderland Road / WB 1.04 Wharncliffe Road EB 1.26 Riverside Drive / SB 1.00 Oxford Street NB 0.99 Wharncliffe Road / WB 1.13 Ridout Street EB 1.00 King Street / SB 1.00 Thames River NB 1.00 Thames River / SB 1.10 Commissioners Road NB 1.18 Baseline Road / SB 1.10 Commissioners Road NB 1.18 Commissioners Road / SB 1.10 Bradley Avenue NB 1.10 Hillview Boulevard / SB 1.10 Western Road NB 1.38 Richmond Street / SB 1.10 Lambton Road NB 1.66 University Drive / SB 1.00 Central Avenue NB 1.00 Central Avenue / SB 1.00 Queens Avenue NB 1.00 Wellington Street / EB 0.60 Adelaide Street WB - Adelaide Street / EB 1.00 Ontario Street WB - King Street / NB 1.00 Dundas Street SB - Ontario Street / EB 1.10 Highbury Ave WB 1.00 Dundas Street / SB 1.15 Oxford Street NB 1.15 Highbury Avenue / EB 1.10 Second Street WB 1.10 JULY 2017

53 Corridor From / To Direction Downtown London 2034 PM Peak Growth Factor Ridout Street Queens Avenue SB 1.24 King Street NB - King Street Ridout Street / WB - Wellington Street EB 1.00 Clarence Street Queens Avenue / SB 1.00 King Street NB 1.00 Wellington Street Queens Avenue / SB 1.00 King Street NB 1.00 Queens Avenue Wellington Street / EB - Ridout Street WB 1.00 JULY 2017

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