bus rapid transit (brt) project preliminary design and ...€¦ · detailed micro-simulation...

BRT Project Traffic Impact Analysis

Mavis Road to Renforth Drive

McCormick Rankin Corporation October 2008 Page ii

Bus Rapid Transit (BRT) Project

Preliminary Design and CEAA Submission

Excerpts From

Traffic Impact Analysis – BRT East

Mississauga, Ontario

October 2008

McCormick Rankin Corporation

2655 North Sheridan Way

Mississauga, ON L5K 2P8

Tel: 905.823.8500

Fax: 905.823.8503

Email: [email protected]

www.mrc.ca

Work Order No. 106964


Mavis Road to Renforth Drive Technical Appendix

McCormick Rankin Corporation October 2008 Page 3

TABLE OF CONTENTS

1. INTRODUCTION 4

2. EXISTING TRAFFIC CONDITIONS 5

2.1 Mavis Road 5

2.2 Hurontario Street 5

2.3 Central Parkway East 8

2.4 Cawthra Road 8

2.5 Tomken Road 8

2.6 Dixie Road 8

2.7 Eastgate Parkway – Fieldgate Drive to Eglinton Avenue 11

2.8 Eglinton Avenue – Tahoe Boulevard to Commerce Boulevard 11

2.9 Renforth Drive 11

3. CONSTRUCTION STAGING TRAFFIC IMPACTS 12

3.1 Temporary Closure of Sherwoodtowne Boulevard at Hurontario 12

3.2 Temporary Closure of Commerce Boulevard at Eglinton Avenue East 15

3.3 Temporary Closure of Explorer Drive at Eglinton Avenue East 15

3.4 Temporary Closure of Spectrum Way at Eglinton Avenue East Error! Bookmark not

defined.

4. BUILT FACILITY TRAFFIC IMPACTS 16

4.1 Dixie Road 16

4.2 Rathburn Road Bus Rapid Transit Access 20

4.3 Eglinton Avenue Lane Reductions 21

TECHNICAL APPENDICES

A. Existing Conditions Capacity Analysis Output

B. Construction Staging Capacity Analysis Output

C. Built-Facility Capacity Analysis Output


Mavis Road to Renforth Drive Introduction


<Note – this document is excerpted from the broader BRT East Traffic Impact Analysis

report; the segments included here are only those that are related to the EA Addendum.>

1. INTRODUCTION

Traffic analysis was carried out to reflect existing conditions throughout the BRT corridor

between Mavis Road and Renforth Drive. Specifically, the analysis identified operating levels of

service for the following road sections:

• Mavis Road between Rathburn Road and Huntington Ridge Drive

• Hurontario Street between Robert Speck Parkway and Kingsbridge Garden Circle

• Central Parkway between Rathburn Road and Laurentian Avenue

• Eastgate Parkway between Cawthra Road and Eglinton Avenue

• Eglinton Avenue between Eastgate Parkway and Matheson Boulevard East

The existing conditions analysis reflected the current traffic signal control timing plans provided

by the City of Mississauga, the Region of Peel and the City of Toronto. The traffic analysis

assessed conditions sufficiently upstream and downstream along the road facilities in the vicinity

of the BRT 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

BRT and the incremental transit and commuter traffic generated by the facility i.e. the ‘built-

facility’ 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. A 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. Each of these analysis tools was applied to evaluate

weekday operational impacts during the morning and afternoon peak hours.


Mavis Road to Renforth Drive Existing Traffic Conditions


2. EXISTING TRAFFIC CONDITIONS

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 Appendix.

We note that turning movement data reflects conditions between May and September 2007 and

that the recent extension of Confederation 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. Corresponding 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 Boulevard 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 level-

of-service ‘E’ during the morning peak hour while all other movements at the two ramp terminal

intersections operate with a levels-of-service ‘D’ or better.

Figure 1 Existing Traffic Volumes: Hurontario Street

AM Peak Hour PM Peak Hour




Morning peak hour traffic operations along Hurontario Street at Square One Drive 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 ‘E’ at Robert Speck Parkway, all

other movements at these intersections operate with a level-of-service ‘D’ or better.




Table 1 Existing Intersection Levels of Service: Hurontario Street

Level of Service

Weekday

A.M. Peak Hour

Weekday

P.M. Peak Hour

Intersection/Movement

V/C Delay LOS Queue1 V/C Delay LOS Queue1

Hurontario St at Hwy 403 E-N/S Ramp

Westbound Left/Right

Northbound Through

Southbound Through

1.22

0.57

1.06

39/21 s

21 s

19 s

D/C

C

B

151 m

122 m

116 m

0.92

0.92

0.93

42/14 s

14 s

27 s

D/B

B

C

86 m

172 m

165 m

Hurontario St at Hwy 403 W-N/S Ramp

Eastbound Left/Through

Eastbound Right

Westbound Right

Northbound Through

Northbound Right

Southbound Through

0.45

0.29

0.91

1.09

0.01

0.86

58/60 s

47 s

33 s

17 s

9 s

5 s

E/E

D

C

B

A

A

59 m

32 m

50 m

155 m

0 m

44 m

1.05

0.69

1.46

0.87

0.02

0.79

62/64 s

34 s

49 s

22 s

13 s

9 s

E/E

C

D

C

B

A

84 m

41 m

103 m

252 m

0 m

86 m

Hurontario St at Square One Dr

Eastbound Left

Eastbound Right

Westbound Right

Northbound Left

Northbound Through

Southbound Through

Southbound Right

0.41

0.16

0.42

0.17

0.48

0.59

0.16

38 s

4 s

13 s

3 s

4 s

15 s

9 s

D

A

B

A

A

B

A

19 m

19 m

0 m

0 m

43 m

167 m

0 m

0.66

0.26

0.40

0.15

0.73

0.56

0.14

38 s

4 s

18 s

8 s

14 s

24 s

17 s

D

A

B

A

B

C

B

37 m

37 m

0 m

0 m

208 m

173 m

5 m

Hurontario St at Robert Speck Parkway

Eastbound Left

Eastbound Through

Eastbound Right

Westbound Left

Westbound Through

Westbound Right

Northbound Left

Northbound Through

Northbound Right

Southbound Left

Southbound Through

Southbound Right

0.76

0.24

0.22

0.32

0.17

0.38

0.47

0.77

0.22

0.86

0.48

0.40

63 s

44 s

3 s

57 s

47 s

9 s

23 s

28 s

4 s

65 s

13 s

5 s

E

D

A

E

D

A

C

C

A

E

B

A

65 m

26 m

0 m

22 m

19 m

14 m

18 m

115 m

0 m

152 m

58 m

0 m

0.76

0.21

0.34

0.34

0.19

0.92

0.58

0.92

0.04

0.72

0.77

0.44

48 s

42 s

4 s

38 s

48 s

22 s

28 s

34 s

6 s

67 s

12 s

5 s

D

D

A

D

D

C

C

C

A

E

B

A

106 m

28 m

9 m

36 m

24 m

85 m

21 m

149 m

0 m

60 m

49 m

0 m

Rathburn Rd at Centre View Dr

Eastbound Left

Eastbound Through/Right

Westbound Left

Westbound Through/Right

Westbound Left/Through/Right (H.St.Off-Ramp)

Northbound Left

Northbound Through

Northbound Right

Southbound Left

Southbound Through/Right

0.03

0.69

0.62

0.12

0.74

0.79

0.04

0.28

1.07

0.39

20 s

27/18 s

34 s

20/10 s

46/44/28 s

74 s

39 s

4 s

55 s

40/38 s

C

C/B

C

B/A

D/D/C

E

D

A

D

D/D

4 m

80 m

38 m

20 m

53 m

51 m

13 m

13 m

81 m

32 m

0.16

0.53

1.11

0.78

0.89

1.10

0.28

0.44

0.17

0.02

56 s

29/16 s

47 s

26/23 s

47/45/35

61 s

46 s

20 s

49 s

39/0 s

E

C/B

D

C/C

D/D/D

E

D

B

D

D/A

6 m

55 m

96 m

150 m

87 m

75 m

55 m

55 m

16 m

6 m

Note: 1. Queue length reflects 95th percentile conditions

Notwithstanding adequate morning peak hour levels of service at the Rathburn Road intersection

with City Centre Drive, the southbound left-turn movement onto Rathburn Road operates at

capacity with a demand approaching 300 vehicles. With the exception of the northbound left-




turn level-of-service ‘E’, all other movements at the Rathburn Road/City Centre Drive

intersection operate at a level-of-service ‘D’ or better.

During 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 Drive. The eastbound left/through movements at the south ramp

terminal intersection operate with a level-of-service ‘E’ during the afternoon peak hour while all

other movements at the ramp terminal intersections operate with a levels-of-service ‘D’ or better.

Notwithstanding adequate capacity at the Hurontario Street intersection with Square One Drive,

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. Although 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 ‘E’, all other movements operate with a level-of-service ‘D’ or better.

The westbound (Rathburn Road) and northbound left-turn movements at the Rathburn Road

intersection with City Centre Drive currently operate at capacity during the afternoon peak hour.

With the exception of northbound and eastbound left-turn levels-of-service ‘E’, all other

movements at this intersection operate at levels-of-service ‘D’ or better. We note that the

eastbound left-turn volume is less than 15 vehicles.

2.3 Central Parkway East

2.4 Cawthra Road

2.5 Tomken Road

2.6 Dixie Road

The existing lane configuration and peak hour travel demand at intersections along Dixie Road

between Eastgate Parkway and Crestlawn Drive 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 Appendix.




Table 2 Existing Intersection Levels of Service: Dixie Road

Level of Service

Weekday

A.M. Peak Hour

Weekday

P.M. Peak Hour



Dixie Road at Eastgate Parkway

Eastbound Left

Eastbound Through

Eastbound Right

Westbound Left

Westbound Through

Westbound Right

Northbound Left

Northbound Through

Northbound Right

Southbound Left

Southbound Through

Southbound Right

0.61

0.84

0.33

0.62

0.24

0.04

0.83

0.62

0.61

0.18

0.40

0.23

41 s

42 s

19 s

75 s

45 s

7 s

70 s

19 s

12 s

48 s

26 s

3 s

D

D

B

E

D

A

E

B

B

D

C

A

69 m

168 m

12 m

14 m

32 m

0 m

57 m

102 m

39 m

9 m

50 m

0 m

0.84

0.19

0.48

0.77

0.90

0.09

0.77

0.37

0.08

0.07

1.02

0.48

47 s

50 s

27 s

58 s

56 s

11 s

67 s

16 s

1 s

23 s

24 s

10 s

D

D

C

E

E

B

E

B

A

C

C

A

54 m

32 m

62 m

148 m

152 m

0 m

40 m

47 m

0 m

5 m

165 m

10 m

Dixie Road at South Gateway Road

Eastbound Left


Westbound Left

Westbound Through

Westbound Right

Northbound Left

Northbound Through

Northbound Right

Southbound Left


0.21

0.26

0.14

0.10

0.34

0.05

0.44

0.04

0.81

0.20

60 s

48/8 s

50 s

59 s

9 s

8 s

1 s

2 s

20 s

1/1 s

E

D/A

D

E

A

A

A

A

B

A/A

10 m

1 m

11 m

11 m

6 m

0 m

19 m

0 m

13 m

9 m

0.27

0.34

0.66

0.05

0.32

0.45

0.27

0.06

0.41

0.57

61 s

33/13 s

61 s

59 s

5 s

40 s

3 s

2 s

13 s

10/9 s

E

C/B

E

E

A

D

A

A

B

A/A

19 m

8 m

34 m

6 m

0 m

3 m

17 m

0 m

14 m

90 m

Dixie Road at Crestlawn Drive

Eastbound Left


Westbound Left


Northbound Left

Northbound Through/Right

Southbound Left


0.67

0.25

0.06

0.17

0.28

0.44

0.19

0.29

63 s

44/6 s

58 s

21/13 s

11 s

3/2 s

18 s

4/4 s

E

D/A

E

C/B

B

A/A

B

A/A

39 m

7 m

8 m

0 m

12 m

29 m

2 m

27 m

0.66

0.78

0.06

0.12

0.94

0.29

0.14

0.59

60 s

63/13 s

56 s

55/10 s

34 s

4/3 s

12 s

6/6 s

E

E/B

E

D/A

C

A/A

B

A/A

49 m

27 m

7 m

7 m

13 m

22 m

2m

60 m

The current morning peak hour operating conditions at the Dixie Road intersection with Eastgate

Parkway reflect volume-to-capacity ratios less than 0.85 and levels-of-service ‘D’ or better with

the exception of the westbound and northbound left-turn movement levels-of-service ‘E’.

During the afternoon peak hour, the southbound through movement operates at capacity and the

westbound through movement approaches capacity. Corresponding southbound and westbound

queue lengths extend approximately 170 and 150 metres, respectively. The westbound and

northbound left-turn and westbound through movements operate at a level-of-service ‘E’ while

all other movements operate at a level-of-service ‘D’ or better during the afternoon peak hour.

Operating conditions at the Dixie 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 Dixie Road intersection




with Crestlawn Drive. 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 Crestlawn Drive operate with

levels-of-service ‘E’ during each of the peak hours. The eastbound through movement at

Crestlawn Drive and the westbound through movement at South Gateway Road operate with

levels-of-service ‘E’ during the afternoon peak hour. We note that the corresponding through

volumes are less than 10 vehicles in each case. All other movements at these intersections

operate at a level-of-service ‘D’ or better during the peak hours.

Figure 2 Existing Traffic Volumes: Dixie Road





2.7 Eastgate Parkway – Fieldgate Drive to Eglinton Avenue

2.8 Eglinton Avenue – Tahoe Boulevard to Commerce Boulevard

2.9 Renforth Drive


Mavis Road to Renforth Drive Construction Staging Traffic Impacts


3. CONSTRUCTION STAGING TRAFFIC IMPACTS

3.1 Temporary Closure of Sherwoodtowne Boulevard 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 Boulevard

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 Boulevard to access Hurontario Street

from Rathburn Road. Through traffic and traffic that is locally generated (by uses along

Sherwoodtowne Boulevard) was then reassigned to the surrounding road network to reflect the

temporary closure of the Sherwoodtowne Boulevard connection to Hurontario Street.

Establishing the estimated through traffic volume incorporated the following approach and

assumptions:

• Low-level office uses along Sherwoodtowne Boulevard 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

12,000 m2 and 400 employees, assuming approximately 30m

2 per employee.

• An 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 Boulevard 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 Boulevard (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 Central Parkway and the balance

was reassigned to Rathburn Road west of City Centre Drive and Hurontario via Rathburn

Road, City Centre Drive and Square One Drive based on available capacity.

• Half of the through traffic was assumed to originate from each of Shipp Drive and westbound

Rathburn Road based on existing turning movement distribution. Through traffic originating

from Shipp Drive was reassigned to Hurontario Street via Robert Speck Parkway. Through

traffic originating from the east was reassigned based on an equal split between Central

Parkway and Hurontario Street via Rathburn Road, City Centre Drive and Square One Drive.

• Traffic entering Sherwoodtowne Boulevard 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. Capacity and micro-simulation

analysis was carried out to assess the morning and afternoon peak hour impacts related to the

assumed redistribution of existing Sherwoodtowne Boulevard traffic. The corresponding level-




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 Confederation

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


The temporary closure of Sherwoodtowne Boulevard at Hurontario Street results in improved

operating conditions at each of the Highway 403 Ramp terminal intersections. Diversion of a

portion of the existing right-turning traffic from Sherwoodtowne Boulevard (to Central 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.




Table 3 Intersection Levels of Service: Hurontario Street Construction Staging

Level of Service

Weekday

A.M. Peak Hour

Weekday

P.M. Peak Hour



Hurontario St at Hwy 403 E-N/S Ramp

Westbound Left/Right

Northbound Through

Southbound Through

1.21

0.54

1.06

41/19 s

13 s

19 s

D/B

B

B

174 m

79 m

121 m

0.92

0.87

0.93

41/14 s

9 s

24 s

D/B

A

C

88 m

68 m

158 m

Hurontario St at Hwy 403 W-N/S Ramp

Eastbound Left

Eastbound Right

Northbound Through

Southbound Through

0.60

0.70

0.96

0.76

58 s

49 s

21 s

5 s

E

D

C

A

61 m

50 m

189 m

54 m

0.73

0.93

0.90

0.82

58 s

45 s

22 s

11 s

E

D

C

B

77 m

70 m

255 m

104 m

Hurontario St at Square One Dr

Eastbound Left

Eastbound Right

Westbound Right

Northbound Left

Northbound Through

Southbound Through

Southbound Right

0.66

0.10

0.42

0.23

0.54

0.66

0.17

38 s

4 s

20 s

2 s

5 s

20 s

14 s

D

A

B

A

A

B

B

38 m

38 m

0 m

0 m

45 m

203 m

0 m

0.77

0.18

0.40

0.22

0.81

0.63

0.15

40 s

4 s

25 s

7 s

13 s

24 s

16 s

D

A

C

A

B

C

B

67 m

67 m

0 m

0 m

136 m

189 m

3 m

Hurontario St at Robert Speck Parkway

Eastbound Left

Eastbound Through

Eastbound Right

Westbound Left

Westbound Through

Westbound Right

Northbound Left

Northbound Through

Northbound Right

Southbound Left

Southbound Through

Southbound Right

0.76

0.24

0.22

0.32

0.17

0.45

0.50

0.87

0.26

0.82

0.48

0.40

61 s

46 s

3 s

56 s

44 s

9 s

27 s

30 s

4 s

73 s

10 s

4 s

E

D

A

E

D

A

C

C

A

E

A

A

64 m

26 m

0 m

25 m

19 m

16 m

19 m

116 m

0 m

168 m

47 m

0 m

0.81

0.19

0.32

0.31

0.15

0.98

0.57

0.96

0.07

0.99

0.78

0.43

54 s

41 s

5 s

40 s

45 s

20 s

28 s

35 s

8 s

82 s

13 s

4 s

D

D

A

D

D

B

C

C

A

F

B

A

110 m

29 m

10 m

38 m

24 m

92 m

20 m

148 m

0 m

93 m

52 m

0 m


Eastbound Left


Westbound Left



Northbound Left

Northbound Through

Northbound Right

Southbound Left


0.03

0.79

0.87

0.13

0.81

0.63

0.03

0.24

0.88

0.32

30 s

35/30 s

48 s

26/22 s

49/48/35 s

54 s

37 s

8 s

46 s

39/26 s

C

C/C

D

C/C

D/D/C

D

D

A

D

D/C

6 m

101 m

73 m

27 m

53 m

37 m

15 m

15 m

73 m

30 m

0.19

0.94

0.95

0.82

0.97

0.98

0.25

0.41

0.15

0.02

58 s

42/26 s

49 s

29/32 s

45/43/33

51 s

41 s

18 s

46 s

38/0 s

E

D/C

D

C/C

D/D/C

D

D

B

D

D/A

6 m

67 m

176 m

204 m

85 m

63 m

41 m

41 m

14 m

5 m


Additional left-turning traffic from Square One Drive onto Hurontario Street can be

accommodated while maintaining all individual movement volume-to-capacity ratios below

0.85. Similarly, all movements can continue to operate with a level-of-service ‘D’ or better

during each of the peak hours. An increase in the 95th percentile southbound queue length from




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 City Centre

Drive will require the reallocation of green time from the eastbound through movement to the

protected westbound left-turn phase (from Rathburn Road). A nominal reallocation of green

time from the Hurontario Street ramp phase to City Centre Drive/Centre View Drive approaches

will also address current capacity constraints on these approaches. With the exception of an

eastbound left-turn level-of-service ‘E’ during the afternoon peak hour, all other movements will

operate with a level-of-service ‘D’ 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 0.87. During 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 Boulevard 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 ‘D’ or better during the afternoon peak hour.

Based on the assumed traffic diversion and potential for minor modifications to existing traffic

signal timings, the temporary closure of Sherwoodtowne Boulevard can be accommodated for

the purpose of constructing the bus rapid transit connection to Rathburn Road.

3.2 Temporary Closure of Commerce Boulevard at Eglinton Avenue East

3.3 Temporary Closure of Explorer Drive at Eglinton Avenue East



McCormick Rankin Corporation October 2008

4. BUILT FACILITY TRAFFIC IMPACTS

4.1 Dixie Road

The implementation of the BRT in the vicinity of Dixie Road includes a planned transit vehicle

access to the east side of Dixie Road between Eastgate Parkway and South Gateway Road. This

access will accommodate transit vehicles approaching and leaving the transitway towards the

north only. Accordingly, 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 Dixie station will be provided from

Fewster Drive and commuters will approach the facility via the Dixie Road/Crestlawn Drive

intersection. Although Fewster Drive can also be accessed via the Burgoyne Street connection to

Eglinton Avenue, the analysis reflects a conservative assumption that all commuters will use

Dixie 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 Burgoyne

Street will have only a marginal impact at this signalized intersection.

The planned transit access north of Eastgate 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.

Commuter park and ride traffic volumes were estimated on the basis of surveys undertaken at a

similar facility at the Mississauga City Centre. 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 Dixie BRT station is also

200 spaces and the traffic analysis has reflected the same morning peak hour trip generation

observed at the City Centre. 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 Avenue between Highways 10 and 427 is

primarily industrial. Accordingly, the traffic analysis reflects 10% of commuter traffic

approaching from the north, 55% from south of Eastgate Parkway, 15% from Eastgate Parkway

west of Dixie Road (via Tomken Road south of Eastgate Parkway) and 20% from Eastgate

Parkway east of Dixie Road (via Fieldgate Drive).

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.

Corresponding level-of-service impacts are summarized in Table 14.




Figure 4 Built Facility Conditions: Dixie Road

AM Peak Hours PM Peak Hour

Commuter 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 Dixie Road

and/or Eastgate Parkway. Notwithstanding this, the relative level-of-service impacts during the

peak hours can be accommodated by the existing road network.

A 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 Dixie Road/Eastgate Parkway intersection. A 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




westbound movement remains unchanged from existing conditions and the southbound capacity

utilization increases marginally from 1.02 to 1.05. 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 Eastgate Parkway to Dixie 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 Built Facility Levels of Service: Dixie Road

Level of Service

Weekday

A.M. Peak Hour

Weekday

P.M. Peak Hour



Dixie Road at Eastgate Parkway

Eastbound Left

Eastbound Through

Eastbound Right

Westbound Left

Westbound Through

Westbound Right

Northbound Left

Northbound Through

Northbound Right

Southbound Left

Southbound Through

Southbound Right

0.64

0.84

0.33

0.62

0.24

0.09

0.84

0.64

0.61

0.21

0.40

0.23

45 s

43 s

20 s

80 s

45 s

7 s

70 s

20 s

12 s

50 s

25 s

3 s

D

D

B

E

D

A

E

B

B

D

C

A

79 m

171 m

14 m

16 m

31 m

0 m

58 m

112 m

37 m

7 m

53 m

0 m

0.84

0.19

0.48

0.77

0.90

0.09

0.77

0.37

0.08

0.16

1.05

0.50

50 s

53 s

27 s

55 s

55 s

10 s

70 s

16 s

2 s

24 s

24 s

10 s

D

D

C

D

D

A

E

B

A

C

C

A

55 m

33 m

59 m

143 m

139 m

0 m

41 m

46 m

0 m

6 m

169 m

10 m

Dixie Road at Bus Access

Westbound Right

Northbound Through

Southbound Left

Southbound Through

0.25

0.45

0.15

0.17

4 s

1 s

14 s

0 s

A

A

B

A

0 m

10 m

12 m

0 m

0.11

0.25

0.09

0.46

2 s

0 s

11 s

5 s

A

A

B

A

0 m

0 m

11 m

0 m

Dixie Road at South Gateway Road

Eastbound Left


Westbound Left

Westbound Through

Westbound Right

Northbound Left

Northbound Through

Northbound Right

Southbound Left


0.21

0.25

0.14

0.10

0.34

0.05

0.46

0.04

0.92

0.20

62 s

64/8 s

58 s

50 s

9 s

10 s

2 s

2 s

20 s

1/1 s

E

E/A

E

D

A

A

A

A

B

A/A

11 m

1 m

10 m

10 m

8 m

0 m

20 m

0 m

14 m

12 m

0.27

0.34

0.66

0.05

0.32

0.51

0.28

0.06

0.42

0.60

63 s

23/13 s

60 s

51 s

5 s

46 s

3 s

2 s

13 s

9/8 s

E

C/B

E

D

A

D

A

A

B

A/A

20 m

9 m

32 m

7 m

0 m

3 m

19 m

0 m

14 m

94 m

Dixie Road at Crestlawn Drive

Eastbound Left


Westbound Left


Northbound Left

Northbound Through/Right

Southbound Left


0.67

0.27

0.06

0.17

0.48

0.46

0.21

0.30

62 s

39/5 s

59 s

21/12 s

17 s

5/3 s

17 s

5/4 s

E

D/A

E

C/B

B

A/A

B

A/A

39 m

6 m

8 m

0 m

25 m

40 m

1 m

31 m

0.54

0.85

0.06

0.09

1.19

0.32

0.16

0.64

59 s

50/16 s

63 s

52/10 s

40 s

5/3 s

13 s

7/6 s

E

D/B

E

D/A

D

A/A

B

A/A

54 m

37 m

6 m

6 m

16 m

26 m

1 m

64 m





Commuter 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. Although 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 Dixie Road intersection with Crestlawn Drive 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 0.85. 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 0.70.

Projected operating conditions at the planned transit access between Eastgate 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. A 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.

Clearly, there is a benefit of the proximity to Eastgate Parkway and the associated effect of

vehicle platooning on gap development.

Table 5 Built Facility Levels of Service: Dixie Road Bus Access

Level of Service

Weekday

A.M. Peak Hour

Weekday

P.M. Peak Hour



Bus Access at Dixie Rd

Westbound Right

Northbound Through

Southbound Left

Southbound Through

-

-

-

-

5 s

0 s

23 s

0 s

A

A

C

A

0 m

0 m

12 m

0 m

-

-

-

-

3 s

0 s

12 s

6 s

A

A

B

A

0 m

0 m

12 m

0 m

The traffic analysis indicates that the projected impacts related to the incremental demand

generated by the Dixie BRT 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.




4.2 Rathburn Road Bus Rapid Transit Access

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 City View Drive intersection. The

assumption incorporated in the traffic analysis is that the two eastbound lanes west of City View

Drive 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 transit-

only 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. Delays 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 Confederation 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 Built Facility Traffic Volumes: Rathburn Road





The eastbound lane reduction on Rathburn Road will result in all critical movements operating at

capacity at the City View Drive intersection during each of the peak hours. With volume-to-

capacity 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 ‘E’ during

the morning peak hour and an eastbound left-turn level-of-service ‘E’ during the afternoon peak

hour. The analysis indicates that all other movements will operate with a level-of-service ‘D’ or

better during the peak hours. Operating conditions at the proposed Rathburn Road Bus Access

reflect adequate levels of service. The limited amount of protected eastbound left-turn and side-

street green time results in average westbound vehicular delays of less than 10 seconds.

Table 6 Built Facility Levels of Service: Rathburn Road Bus Access

Level of Service

Weekday

A.M. Peak Hour

Weekday

P.M. Peak Hour




Eastbound Left

Eastbound Through/ Right

Westbound Left

Westbound Through/ Right


Northbound Left

Northbound Through

Northbound Right

Southbound Left

Southbound Through/ Right

0.03

0.98

0.96

0.21

0.96

0.72

0.04

0.26

0.97

0.35

26 s

30/26 s

89 s

26/12 s

55/56/34 s

58 s

37 s

9 s

73 s

43/25 s

C

C/C

F

C/B

D/E/C

E

D

A

E

D/C

4 m

135 m

75 m

45 m

60 m

38 m

15 m

15 m

104 m

32 m

0.23

1.00

0.97

0.80

1.01

0.97

0.24

0.40

0.15

0.02

56 s

38/35 s

50 s

32/33 s

50/48/44

53 s

42 s

19 s

47 s

45/0 s

E

D/C

D

C/C

D/D/D

D

D

B

D

D/A

5 m

94 m

141 m

199 m

93 m

69 m

46 m

46 m

16 m

6 m

BRT at Rathburn Rd

Eastbound Left

Eastbound Through

Westbound Through

Southbound Right

0.20

0.41

0.10

0.24

2 s

0 s

1 s

9 s

A

A

A

A

0 m

0 m

6 m

12 m

0.34

0.32

0.45

0.51

14 s

0 s

7 s

31 s

B

A

A

C

29 m

0 m

52 m

38 m


It is important to emphasize that not only does the traffic analysis not reflect the recent

Confederation 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

Confederation 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 City View Drive.

4.3 Eglinton Avenue Lane Reductions

bus rapid transit (brt) project preliminary design and ...€¦ · detailed micro-simulation...

Documents