transportation impact study · 2016-10-19 · lea consulting ltd. engineers&plannersconsulting...

Dundas MEP Developments Inc.

City of Toronto

219 and 231 Dundas Street East,

Proposed Mixed-Use Development

TRANSPORTATION IMPACT

STUDY

9782/200 April 2016

LEA Consulting Ltd.

Consulting Engineers & Planners

Suite 900, 625 Cochrane Drive, Markham, ON, L3R 9R9 CANADA

Tel: 905-470-0015 Fax: 905-470-0030 www.LEA.ca

April, 2016 Our Ref.: 9782/200

Re: Transportation Impact Study – Proposed Mixed-Use Development

219 and 231 Dundas Street East, City of Toronto

LEA Consulting Ltd. is pleased to present the findings of our Transportation Impact Study for the

proposed mixed-use development at 219 and 231 Dundas Street East in the City of Toronto. This report

concludes that the traffic associated with the proposed development will have acceptable impacts to the

local road network configuration. The proposed development will not require any intersection

improvements.

Should you have any question regarding this Transportation Impact Study, please do not hesitate to

contact the undersigned.

Yours very truly,

LEA Consulting Ltd.

Kenneth Chan, P. Eng., PTOE

Associate, Transportation Engineer

Michael McConnell, B.ES, M.Eng

Transportation Planner

http://www.lea.ca/

Technical Transportation Report Page 1 of 26

219 and 231 Dundas Street East

TABLE OF CONTENTS

Project Background ........................................................................................................................... 4 1.0

Existing Transportation Conditions ................................................................................................. 5 2.0

2.1 Existing Road Network ..................................................................................................................... 6 2.2 Existing Transit Services .................................................................................................................. 7 2.3 Existing Bicycle Routes and Trails ................................................................................................... 9 2.4 Traffic Data Collection ..................................................................................................................... 9 2.5 Existing Intersection Capacity Analysis ........................................................................................... 10 2.6 Existing Transit Capacity .................................................................................................................. 11 Future Background Transportation Conditions ............................................................................. 12 3.0

3.1 Future Background Traffic Conditions ............................................................................................. 12 3.2 Future Background Intersection Capacity Analysis .......................................................................... 14 3.3 Future Background Transit Conditions ............................................................................................. 15 Future Total Transportation Conditions ......................................................................................... 16 4.0

4.1 Subject Site Vehicle Trip Generation ............................................................................................... 16 4.2 Vehicle Trip Distribution and Assignment ....................................................................................... 17 4.3 Future Total Intersection Capacity Analysis ..................................................................................... 19 4.4 Subject Site Transit Trip Generation ................................................................................................ 20 4.5 Transit Trip distribution and Assignment ......................................................................................... 21 4.6 Future Total Transit Capacity Analysis ............................................................................................ 22 Parking ................................................................................................................................................ 22 5.0

5.1 Bicycle Minimum Parking Rates ...................................................................................................... 22 5.2 Vehicle Minimum Parking Rates ...................................................................................................... 23 Loading Assessment ........................................................................................................................... 24 6.0

Conclusions ......................................................................................................................................... 26 7.0



April 2016

LIST OF TABLES Table 2-1: Existing Traffic Volume Collection Dates .................................................................................... 9 Table 2-2: Existing Levels of Service – Weekday AM and PM Peak Hour (Signalized) ............................ 10 Table 2-3: Existing Levels of Service – Weekday AM and PM Peak Hour (Unsignalized) ........................ 11 Table 2-4: Existing transit ridership – Bus and Streetcar Routes ................................................................. 12 Table 2-5: Existing TTC Route Capacity and Demand ................................................................................ 12 Table 3-1: Annual Corridor Growth Rates ................................................................................................... 12 Table 3-2: Background Development Potential Traffic Generators ............................................................. 13 Table 3-3: Future Background Levels of Service – Weekday AM and PM Peak Hour (Signalized) ........... 14 Table 3-4: Future Background Levels of Service – Weekday AM and PM Peak Hour (Unsignalized) ....... 15 Table 3-5: Future Background Transit Operations Analysis ........................................................................ 16 Table 3-6: 2031 Inbound Rapid Transit Capacity ......................................................................................... 16 Table 4-1: Proxy Site and Subject Site Urban Comparisons ........................................................................ 17 Table 4-2: Vehicular Trip Generation- 219 Dundas Street ........................................................................... 17 Table 4-3: Subject Site Vehicle Trip Distribution and Assignment.............................................................. 17 Table 4-4: Net Vehicle Trip Generation ....................................................................................................... 18 Table 4-5: Signalized Future Total Intersection Capacity Analysis ............................................................. 19 Table 4-6: Unsignalized Future Total Intersection Capacity Analysis ......................................................... 20 Table 4-7: Pedestrians Trip Generation- 219 Dundas Street East ................................................................. 20 Table 4-8: TTS 2011 Modal Split – Transit and Walking Trips .................................................................. 21 Table 4-9: Subject Site Walk and Trip Generation ...................................................................................... 21 Table 4-10: Subject Site Transit Route Distribution ..................................................................................... 21 Table 4-11: Subject Site Transit Route Ridership......................................................................................... 22 Table 4-12: Future Total Transit Ridership Analysis ................................................................................... 22 Table 5-1: Minimum Bicycle Parking – Green Standard (Tier 1) ................................................................ 23 Table 5-2: Minimum Vehicle Parking Standards - Zoning By-law 569-2013 .............................................. 23 Table 5-3: Provided Vehicle Parking ............................................................................................................ 23 Table 5-4: Proposed and Approved Developments with Reduced Parking .................................................. 24 Table 6-1: Subject Site Loading Summary ................................................................................................... 24



April 2016

Figure 1-1: Subject Site .................................................................................................................................. 4 Figure 1-2: Site Plan ....................................................................................................................................... 5 Figure 2-1: Existing Lane Configuration ........................................................................................................ 7 Figure 2-2: TTC Service Network .................................................................................................................. 8 Figure 2-3: Existing Traffic – Weekday AM Peak Hour ................................................................................ 9 Figure 2-4: Existing Traffic – Weekday PM Peak Hour............................................................................... 10 Figure 3-1: Net Background Development Growth-Weekday AM Peak Hour ............................................ 13 Figure 3-2: Net Background Development Growth-Weekday PM Peak Hour ............................................. 13 Figure 3-3: Future Background Traffic Volumes – Weekday AM Peak Hour ............................................. 14 Figure 3-4: Future Background Traffic Volumes – Weekday PM Peak Hour.............................................. 14 Figure 4-1: Net Subject Site Trips-Weekday AM Peak Hour ....................................................................... 18 Figure 4-2: Subject Site Trips-Weekday PM Peak Hour .............................................................................. 18

LIST OF APPENDICES APPENDIX A: Traffic Counts and Signal Timing Plans APPENDIX B: Existing Traffic Synchro Report APPENDIX C: Corridor Growth TMC Surveys APPENDIX D: Future Background Traffic Synchro Report APPENDIX E: Proxy Survey Rates APPENDIX F: TTS Distribution Pull APPENDIX G:TTS Transit Distribution Pull APPENDIX H: Future Total Traffic Synchro Report APPENDIX I: Truck Swept Path Diagrams

LIST OF FIGURES



April 2016

Project Background 1.0

LEA Consulting Ltd. (LEA) was retained by Dundas MEP Developments Inc. to conduct a

Transportation Impact Study for the proposed mixed-use development at 219 and 231 Dundas Street East,

located on south side of Dundas Street East, east of George Street and west of Pembroke Street (herein

referred to as the subject site). Figure 1-1 illustrates the subject site and the immediate surrounding area.

Source: Google Maps

Figure 1-1: Subject Site

The development proposal is for a mixed residential commercial development with 295 residential units

and 211 m2 of retail, with total parking supply of 96 spaces.

Vehicular access to the site will be possible via one driveway directly connected to Dundas Street East

from the site access. Additional details on the operations of the access are provided in Section 7.0. Figure

1-2 illustrates the ground floor site plan with detailed mapping of the driveway. The TTC routes within

walking distance to the subject site include: the 505 Dundas Street streetcar, The Yonge-University-

Spadina subway (via Dundas Station), and the 75 Sherbourne bus route. Details on transits services can

be found in section 2.2 Existing Transit Services section of this report.



April 2016

Source: Turner Fleischer

Figure 1-2: Site Plan

Existing Transportation Conditions 2.0

The following section provides descriptions and classifications of each roadway associated with the study

area and a summary of the multi-modal infrastructure within the vicinity of the site. For the purposes of

this study, these transportation modes include vehicular, public transit and bicycles.



April 2016

2.1 Existing Road Network

The existing road network in the study area includes

1. The signalized intersections of Jarvis Street and Dundas Street E,

2. The signalized intersections of Sherbourne Street and Dundas Street E,

3. The unsignalized intersections of George Street and Dundas Street E, and

4. The unsignalized intersections of Pembroke Street and Dundas Street E.

Dundas Street East is a four-lane east-west road under jurisdiction of the City of Toronto (herein

referred as the “City”). TTC’s #505 Dundas streetcar route operates along Dundas Street and streetcar

tracks are present within the inside lanes. Sidewalks are provided on both sides of the street. Dundas

Street E will provide the access to the subject site via one unsignalized driveway. It has an unposted speed

limit of 50 km/hr.

Jarvis Street is a five-lane road, with the centre lane operating as a northbound lane during the PM peak

period; approximately between 3:45 pm to 6:30 pm Monday to Friday. The centre lane operates as a

southbound lane in all other times, including weekends. TTC’s #141 Mount Pleasant bus route operates

northbound and southbound along Jarvis Street. Jarvis street at the intersection of Dundas Street E is

signalized with restrictions on northbound and southbound left turns from Jarvis Street to Dundas Street E

during the peak periods of 7:30 AM to 6:30 PM from Monday-Saturday. Sidewalks are provided at both

side of the street. The posted speed limit is 50 km/hr.

George Street north of Dundas Street East is a one-lane road under jurisdiction of the city, connecting

Gerrard Street to Dundas Street East. George Street at intersection of Dundas Street E is unsignalized;

with stop controls controlling northbound and southbound movements. The southbound left turn from

George Street to Dundas Street East is banned at all times. The southbound through movement is also

banned at all times, as southern section of George Street is northbound one-way road. Therefore only

southbound movement operated at the intersection is the right-turn movement. There is a pedestrian

crossover going across Dundas Street East on west side of the intersection. Sidewalks are provided on

both sides of the street. It has an unposted speed limit of 50 km/hr.

George Street south of Dundas Street East is a one-lane northbound one-way road connecting Shuter

Street to Dundas Street E. On-street parking is allowed on the west side. At the intersection of the George

Street and Dundas street E, unlike the northern section of the street, there are no restrictions on traffic

movements. Vehicles are permitted northbound left-turn movements, through movements and right-turn

movements at all times. Sidewalks are provided on both sides of the street. It has an unposted speed limit

of 50 km/hr.

Pembroke Street is a one-lane southbound one-way road connecting Gerrard Street to Dundas Street E,

then onwards to Shuter Street. On-street parking is allowed on the east side. At the intersection of the

Pembroke Street and Dundas Street E, no northbound movement is allowed and the southbound

movement is controlled with a stop sign. There is a pedestrian crossover going across Dundas Street E on

the east side of the intersection. It has unposted speed limit of 50 km/hr. Sidewalks are provided on both

sides of the street.



April 2016

Sherbourne Street is a one-lane north-south road under the jurisdiction of the city. There are northbound

and southbound bike lanes located edges of the lane going the same direction. The TTC bus route 75A

Sherbourne operates northbound and southbound along the street. The intersection of Sherbourne Street

and Dundas Street E is signalized, on which both southbound and northbound lanes along Sherbourne

Street acquire exclusive left turn lane. The intersection has no limits on movements; all movements are

permitted as long as the lane permits the said movement. All four corners of the intersection have transit

stops. The posted speed limit is 50 km/hr. Sidewalks are provided on both sides of the street.

Figure 2-1 illustrates the existing lane configuration within the study area.

Figure 2-1: Existing Lane Configuration

2.2 Existing Transit Services

The proposed development is located within an area serviced by the TTC. Specifically, the 505 Dundas

streetcar route, 141 Downtown/Mt Pleasant Express bus route, 75 Sherbourne bus route and Line 1

Yonge-University-Spadina subway route are accessible walking distance from the subject site. TTC

routes within the study area are illustrated in Figure 2-2.



April 2016

Source: TTC, October 2015

Figure 2-2: TTC Service Network

The 505 Dundas streetcar route provides east-west service, with transit stops accessible at the

intersection of Jarvis Street and Dundas Street E, approximately 150 m west of the subject site. The route

provides access to the Yonge-University subway via Dundas Station, with arrivals every 6 minutes during

the AM and PM peak hours. However, it is expected that majority of the residents from the subject site

will head to the subway station on foot.

The 75 Sherbourne bus route provides north-south service along Sherbourne Street, with transit stops

accessible intersection of Sherbourne Street and Dundas Street E, approximately 200 m northeast of the

subject site. The service operates all-day, every day with arrivals every 4 minutes are 40 seconds during

weekday A.M. peak period and every 6 minutes during weekday P.M. peak period.

The 141 Mt Pleasant Express bus route provides north-south express service, with transit stops

accessible at the intersection of Jarvis Street and Dundas Street E, approximately 150 m west of the

subject site. The route provides express services to Eglinton/Downtown. The route requires extra fares

plus the standard TTC fare and is operates only four southbound exclusive trips during AM peak hour and

two northbound only trips during PM peak hour. Due to these natures of the route, it is not

analyzed/considered for purposes of this study.

Yonge-University-Spadina Line 1 is u-shaped route running generally north-south direction along

Yonge Street, University Street and Spadina Road. The route operates from the northern area of Yonge

Street and Finch Avenue East, south to Union Station and then North again to the area of Allen road and



April 2016

Sheppard Avenue West. Line 1 connects with Line 2 at Bloor-Yonge, St George and Spadina Station and

with Line 4 at Sheppard-Yonge Station. Dundas Station on Line 1 is accessible 700 m west of the subject

site, 9 minute walking distance. The station is also accessible via 505 Dundas streetcar route, but with 6

minutes of service frequency, it is expected majority of the residents will arrive at station on foot.

2.3 Existing Bicycle Routes and Trails

Existing cycling infrastructure in the area is provided along Shuter Street with the use of marked lanes

located on the curb sides of the road.

2.4 Traffic Data Collection

In order to evaluate the existing traffic conditions, study area intersections were surveyed. Table 2-1

summarizes the source and dates of the traffic data utilized in this study. Traffic counts were conducted

on Tuesday, December 8th 2015. The morning and afternoon peak period study times were from 7:30-

9:30 AM and 4:00 PM to 6:00 PM, respectively. Raw traffic count data is appended to this report in

Appendix A.

Intersection Date of Survey Source

Jarvis Street / Dundas Street East

Tuesday, December 8, 2015

(7:00-9:30 AM)

(4:00-6:00 PM)

LEA Consulting

Ltd.

George Street / Dundas Street East

Subject Site Access / Dundas Street East

Pembroke Street / Dundas Street East

Sherbourne Street / Dundas Street East

Table 2-1: Existing Traffic Volume Collection Dates

Figure 2-3 and Figure 2-4 shows the existing AM and PM peak hour volumes obtained from the survey.

The traffic volumes were balanced along Dundas Street East.

Figure 2-3: Existing Traffic – Weekday AM Peak Hour

11

03

80

0

20

23

28

8

33

3

< 100 < 80

1 94

10

09

! 565 13 16 4 ! 690 25 ! 690 37 13 1 9 ! 682 49 39

21

0

39

! 593

659 8 $ > 57 722 722 8 9 690 690 > 5 695 695 8 $ 9 > 16 698 698 8 $ 9 > 29 702

363 51 = # ; 299 299 : ; 343 343 337 " 337 337 326 326 26 = : # ; 336

277 " 64

9

22 299 " 16

40 6 ? 317 " 277 " 66

22

7

20

35 ? 11 20 ? 23 ?

11

01

67

1

56

37

26

2

31

3

25

219 Dundas Street Mixed-Use Development

BALANCED EXISTING TRAFFIC LEGEND

Weekday AM Peak Hour

NOT TO SCALE

Subject Site

SIGNALIZED INTERSECTION

E/W Street

Sherbourne StreetPembroke StreetGeorge StreetJarvis Street

Dundas Street



April 2016

Figure 2-4: Existing Traffic – Weekday PM Peak Hour

2.5 Existing Intersection Capacity Analysis

The capacity analysis for the study area was undertaken using Synchro version 8.0 based on the Highway

Capacity Manual (2000) methodology adhering to the City of Toronto Impact Study Guidelines, July

2013. Each intersection’s peak hour factor from the turning movement count surveys was applied.

Existing traffic operations provide the baseline for future traffic operations and as such it is important to

understand how existing traffic operates on the boundary road system. A summary of the existing traffic

analysis results can be found in Appendix B.

Table 2-2 below tabulates weekday AM and PM peak hour levels of service under existing traffic

conditions for signalized intersections in the study area.

Intersection

AM Peak Hour PM Peak Hour

Movement

Overall Movements of Interest Overall Movements of Interest

V/C Delay (s) LOS V/C Delay (s) LOS Queue (m)


95th 95th

Jarvis

Street &

Dundas

Street East

EBLTR

0.65 16 B

0.40 15 B 29

0.69 21 C

0.67 17 B 58

WBLTR 0.69 13 B 56 0.58 23 C 43

NBTR 0.52 16 B 51 0.62 21 C 60

SBTR 0.61 17 B 56 0.65 22 C 65

Sherbourne

Street &

Dundas

Street East

EBLTR

0.56 17 B

0.33 14 B 35

0.64 18 B

0.72 21 C 68

WBLTR 0.68 19 B 62 0.46 16 B 34

NBL 0.22 14 B 15 0.19 14 B 12

NBTR 0.43 16 B 44 0.55 18 B 59

SBL 0.13 13 B 10 0.18 14 B 12

SBTR 0.44 16 B 43 0.54 18 B 58

Table 2-2: Existing Levels of Service – Weekday AM and PM Peak Hour (Signalized)

The existing signalized intersection capacity analysis indicates residual capacity and acceptable levels of

service for all signalized movements during the weekday AM/PM peak hours.

Unsignalized intersections in the study area were also assessed with regards to weekday AM and PM peak

hour levels of service under existing traffic conditions. Table 2-3 below tabulates the findings.

72

7

11

63

37

36

36

5

39

0

< 68 < 741 61

66

6

! 342 13 32 5 ! 410 25 ! 403 37

9 10

17

! 395 49 39

27

8

48

! 323

403 8 $ > 49 459 459 8 9 410 410 > 1 404 404 8 $ 9 > 19 414 414 8 $ 9 > 37 434

803 99 = # ; 689 689 : ; 735 735 734 " : 741 741 746 746 44 = : # ; 758

643 " 99

6

46 689 " 17

41 1 ? 7 729 " 653 " 51

27

2

57

61 ? 2 14 12 ? 49 ?

77

6

10

42

58

41

36

4

38

0

25


BALANCED EXISTING TRAFFIC LEGEND

Weekday PM Peak Hour

NOT TO SCALE

Subject Site


E/W Street


Dundas Street



April 2016

Intersection Movement of

Interest


Control Delay (s) 95th Queue (m) V/C LOS Control Delay (s) 95th Queue (m) V/C LOS

George Street & Dundas

Street East

NBL 36 4 0.13 E 144 12 0.44 F

NBTR 16 3 0.11 C 22 5 0.18 C

SBR 21 2 0.09 C 28 6 0.20 D

Site Driveway &

Dundas Street East

WBL 0 0 0.01 A 0 0 0.00 A

NBL 0 0 0.00 A 44 2 0.08 E

NBR 0 0 0.00 A 18 1 0.03 C

Pembroke Street &

Dundas Street East

WBL 1 0 0.02 A 2 1 0.03 A

SBL 30 2 0.07 D 44 6 0.21 E

SBTR 12 1 0.03 B 26 2 0.08 D

Table 2-3: Existing Levels of Service – Weekday AM and PM Peak Hour (Unsignalized)

The existing unsignalized intersection capacity analysis indicates residual capacity and acceptable levels

of service for all movements with the exception of the northbound left movement at the intersection of

George & Dundas during the PM peak hour. This movement is operating with residual capacity but a

delay consistent with an ‘F’ level of service. These results indicate sufficient if not inconsistent gaps for

left turning vehicles.

2.6 Existing Transit Capacity

The following sections show capacity analysis of existing transit conditions on bus and streetcar routes.

The data provided by the TTC indicated each route’s boarding, alighting and average load for the AM

peak hour (8:00 – 9:00) and the PM peak hour (17:00 – 18:00). To compensate for time difference

between the TTC data and the current system, growth rate of 2.2% for buses and 3.2% for streetcars were

implemented, compounded annually. The growth rates are derived from 1985 – 2014 Analysis of

ridership published by the TTC on July 29th of 2015. Since the oldest data provided by the TTC was a

year old, the most recent ridership growths within a year, between 2013 and 2014, were taken. Of note,

since the 75 Sherbourne TTC data was surveyed with less than a year, data was estimated to reflect the

current system. Therefore the ridership growth to current time was not implemented for 75 Sherbourne

bus route.

The capacities of each route were calculated as a function of following variables: the number of transit

units per peak hour, the type of transit unit and the transit unit’s capacity. The number of transit units per

peak hour for 75 Sherbourne bus route was derived using the recently updated (effective starting January

4th, 2016) new headways provided by TTC’s website. The number of transit units for 505 Dundas

streetcar route was provided on TTC’s Ridership Analysis. The type of transit vehicles for both routes

were provided by TTC’s January 3rd

– February 13th Service Summary Report. The types of transit

vehicles were also provided by the summary report. The transit unit’s capacities were provided by TTC’s

vehicle Crowding Standards.

The ridership demand is a function of average load before or after the boarding, the number of transit

vehicles and the alighting at the stops. The transit vehicles utilization percent has been separated as

arrival demand for before transit stops and departure demand for after the transit stops. The existing

ridership capacity analysis is as summarized on Table 2-4.



April 2016

Route Direction Location Capacity Departure Demand Departure %

Utilization Arrival Demand

Arrival %

Utilization

AM Peak Hour

75 Sherbourne NB Sherbourne & Dundas 702 312 44% 271 39%

75 Sherbourne SB Sherbourne & Dundas 702 471 67% 490 70%

505 Dundas EB Dundas & Jarvis 666 167 25% 196 29%

505 Dundas WB Dundas & Jarvis 666 557 84% 547 82%

PM Peak Hour





Table 2-4: Existing transit ridership – Bus and Streetcar Routes

The existing transit ridership analysis indicates that all routes have residual capacity at the respective

stops closest to the subject site.

The existing Line 1 subway operations are summarized in Table 2-5. Of note, Line 1’s AM peak hour

northbound V/C and PM peak hour data are not available in TTC’s report. However, the AM peak hour

southbound movements indicate the overall peak hour of ridership for both southbound and northbound

directions. This movement reflects the critical peak condition out of all movements operated on Line 1

during a typical weekday and thus is reflective of the worst ridership conditions out of all movements

operated.

Direction Capacity Inbound Demand V/C Inbound Deficiency

Yonge Subway Southbound (South of Bloor) 26,000 28,400 1.09 2,400

Table 2-5: Existing TTC Route Capacity and Demand

(Source TTC 2012 Downtown Rapid Transit Expansion Study)

The TTC’s Downtown Rapid Transit Expansion Study, published on September of 2012, indicates an AM

peak hour V/C of 1.09 for the southbound movements, south of the Bloor-Yonge transfer station. There is

an inbound deficiency of 2,400 riders relative to the City of Toronto Crowding Standards.

Future Background Transportation Conditions 3.0

3.1 Future Background Traffic Conditions

For the analysis of future background traffic conditions, this study considers a five-year horizon to the

year 2020. To accommodate new development outside of the study area, a corridor growth rate was

applied. The corridor growth rate was applied to the eastbound and westbound through movements along

the Dundas Street corridor and the northbound and southbound movements along the Jarvis and

Sherbourne corridors. The growth rates were calculated from turning movement counts at the intersection

of Dundas and Jarvis conducted by the City of Toronto in 2011 and the turning movement counts

conducted for this study in 2015. Negative annual growth was applied as a 0%. A summary of the

corridor growth rates is provided in Table 3-1. The historical turning movement counts are provided in

Appendix C.

Direction AM Peak Hour PM Peak Hour

Northbound Through 0%* 2%

Southbound Through 1% 0%*

Eastbound Through 1% 1%

Westbound Through 1% 1% Table 3-1: Annual Corridor Growth Rates

*-Indicates a negative observed growth rate



April 2016

In addition to corridor growth, there were background developments within the vicinity of the subject site

which were identified as trip generators. The background developments applied are summarized in Table

3-2.

# Address of Development Number of Units / Commercial GFA Status Firm

1 225 Jarvis Street 541 Units, 117 Hotel Units, 997 m2 of

Retail OMB Appeal MMM Group

2 155-163 Dundas Street East 384 Units and 384 m2 of Retail Under

Review BA Group

3 200 Dundas Street East 767 Units and 920 m2 of retail Under

Review IBI Group

4 175-191 Dundas Street East and 235 Jarvis

Street 534 Units and 186 m2 of Retail

Under

Review

LEA

Consulting

Table 3-2: Background Development Potential Traffic Generators

The vehicles generated by these proposed developments were applied to the road network according to

the developments respective Transportation Impact Studies. Trips generated by these background developments and the corridor growth rate are summarized in

Figure 3-1 and Figure 3-2.

Figure 3-1: Net Background Development Growth-Weekday AM Peak Hour

Figure 3-2: Net Background Development Growth-Weekday PM Peak Hour

79 89 113

16 1

< 41

1 79 ! 47 13 103

10 ! 36 25 ! 36 37 ! 36 49

1 15 ! 35

47 $ > 56 144 144 8 9 36 36 36 36 36 36 8 $ 35

52 5 = # ; 49 49 : ; 65 65 65 " ; 65 65 65 65 1 = 62

40 " 43 9 49 " 5 6 65 " 62 "

7 ? 2 ?

142

52 11 17

In: Out:

25


NET BACKGROUND GROWTH LEGEND


NOT TO SCALE

Subject Site


E/W Street


Dundas Street

19 206

41 1 32

< 27

1 19 ! 50 13 37 4 ! 66 25 ! 66 37 ! 66 49

1 ! 63

50 $ > 33 110 110 8 9 66 66 66 66 66 66 8 63

81 28 = # ; 46 46 : ; 55 55 55 " ; 55 55 55 55 : # 54

40 " 151 6 46 " 7 5 55 " 54 " 2 32

13 ? 1 ?

65 157

12 1 34

In: Out:

25


NET BACKGROUND GROWTH LEGEND


NOT TO SCALE

Subject Site


E/W Street


Dundas Street



April 2016

The net background development vehicle growth was applied to the existing traffic volumes to project the

2020 future background traffic volumes without the proposed development. The future background

volumes are illustrated in Figure 3-3 and Figure 3-4.

Figure 3-3: Future Background Traffic Volumes – Weekday AM Peak Hour

Figure 3-4: Future Background Traffic Volumes – Weekday PM Peak Hour

3.2 Future Background Intersection Capacity Analysis

Table 3-3 below tabulates the weekday AM and PM peak hour levels of service under future background

traffic conditions for signalized intersections in the study area.

Intersection


Movement




95th 95th

Jarvis Street &

Dundas Street

East

EBLTR

0.79 20 B

0.50 17 B 34

0.81 25 C

0.82 23 C 74

WBLTR 0.92 27 C 102 0.82 33 C 67

NBTR 0.56 17 B 55 0.72 23 C 71

SBTR 0.65 18 B 61 0.66 23 C 67

Sherbourne

Street &

Dundas Street

East

EBLTR

0.59 17 B

0.39 14 B 41

0.69 19 B

0.77 22 C 74

WBLTR 0.71 20 C 66 0.52 17 B 41

NBL 0.23 14 B 15 0.20 14 B 13

NBTR 0.43 16 B 44 0.61 20 B 67

SBL 0.13 13 B 10 0.20 14 B 12

SBTR 0.47 17 B 47 0.55 18 B 58

Table 3-3: Future Background Levels of Service – Weekday AM and PM Peak Hour (Signalized)

1182

889

133

23 305

334

< 141 < 80

1 94 1088

! 612 13 119

14 ! 726 25 ! 726 37 13 1 9 ! 718 49 40 225

39 ! 628

706 8 $ > 113 866 866 8 9 726 726 > 5 731 731 8 $ 9 > 16 734 734 8 $ 9 > 29 737

415 56 = # ; 348 348 : ; 408 408 402 " 402 402 391 391 27 = : # ; 398

317 " 692

31 348 " 21 46 6 ? 382 " 339 " 66 227

20

42 ? 11 20 ? 25 ?

1243

723

67 37 279

313

25


FUTURE BACKGROUND VOLUMES LEGEND


NOT TO SCALE

Subject Site


E/W Street


Dundas Street

746

1369 78 36 366

422

< 95 < 74

1 61 685

! 392 13 69 9 ! 476 25 ! 469 37 9 10 17 ! 461 49 40 278

48 ! 386

453 8 $ > 82 569 569 8 9 476 476 > 1 470 470 8 $ 9 > 19 480 480 8 $ 9 > 37 497

884 127 = # ; 735 735 : ; 790 790 789 " : 796 796 801 801 44 = : # ; 812

683 "

1147 52 735 " 24 46 1 ? 7 784 " 707 " 53 304

57

74 ? 2 14 12 ? 50 ?

841

1199 70 41 365

414

25


FUTURE BACKGROUND VOLUMES LEGEND


NOT TO SCALE

Subject Site


E/W Street


Dundas Street



April 2016

The future background intersection capacity analysis indicates residual capacity and acceptable levels of

service for all signalized movements. Of note, the westbound movements at the intersection of Jarvis and

Dundas are approaching capacity during the AM peak hour. However, the residual capacity over the other

movements at this intersection indicates signal optimization opportunities if required.

Relative to the existing conditions, the future background intersection capacity analysis indicates similar

conditions for the intersection of Sherbourne & Dundas and a general increase in demand for the

intersection of Jarvis & Dundas.

Unsignalized intersections in the study area were also assessed with regards to weekday AM/PM peak

hour levels of service under future background traffic conditions. Table 3-4 below tabulates the findings

Intersection Movement of

Interest



George Street & Dundas

Street East

NBL 67 9 0.29 F 348 24 0.93 F

NBTR 16 4 0.13 C 22 6 0.19 C

SBR 25 19 0.46 D 39 17 0.45 E

Site Driveway &

Dundas Street East

WBL 0 0 0.01 A 0 0 0.00 A

NBL 0 0 0.00 A 50 2 0.09 E

NBR 0 0 0.00 A 18 1 0.03 C

Pembroke Street &

Dundas Street East

WBL 1 0 0.02 A 1 1 0.03 A

SBL 33 2 0.08 D 37 5 0.18 E

SBTR 12 1 0.03 B 24 2 0.07 C

Table 3-4: Future Background Levels of Service – Weekday AM and PM Peak Hour (Unsignalized)

The future background unsignalized intersection capacity analysis indicates residual capacity and

acceptable levels of service for all movements with the exception of the northbound left movement at the

intersection of George and Dundas during the AM/PM peak hours. This movement is operating with

delay consistent with a level of service ‘F’. The PM peak hour northbound left is approaching capacity.

As the delays for this movement increase it is expected that drivers will become more aggressive and take

advantage of gaps which normally they would not or re-route.

3.3 Future Background Transit Conditions

For analysis of the future background transit conditions on transit systems, a five-year horizon to the year

2020 has been considered. The sections below outline our assumptions for the future background transit

conditions including transit service improvements and general ridership growth.

The city is in the process of rolling out a new stock of street cars, LFLRVs. These transit units are

articulated low floor street cars with a capacity of 130 riders, or 34 riders more compared to CLRVs,

streetcars currently operated on 505 Dundas. The TTC’s New Streetcar Implementation Plan, published

on June 24th of 2013, estimates that the new 505 Dundas streetcars will have headways of 6 m 45 s during

the AM peak hour and 6 m 40 s during the PM peak hour, equating to 9 vehicles per hour during both AM

and PM peak hours. The 505 Dundas Streetcar route is expected to receive new rolling stock sometime in

2016.

The following predictions on regards to Line 1’s improvements are taken from the TTC’s Downtown

Rapid Transit Expansion Study, September 2012. Line 1 is currently being upgraded with infrastructure

and system improvements that have and will increase the Line’s serviceability. The implementation of the

new ‘Toronto Rocket’ subway trains has increased capacity per transit unit by 10%, increasing the Line’s

capacity by 2,600. The TTC is also updating the current signaling system to an Automatic Train Control

(ATC) technology. Allowing trains to operate closer, increasing the Line capacity by approximately 30%.

The expected completion for ATC for the Y-U-S Line is 2020, falling within the horizon year. With these



April 2016

two upgrades, Line 1 subway route’s capacity is expected to increase from current 26,000 passengers per

hour to 38,000 passengers per hour.

To accommodate the ridership growth on bus and streetcar routes of the study area, growth rates of 2.2 %

for buses and 3.3 % for streetcars, compounded annually, were estimated. The growth rate is derived from

1985 – 2014 Analysis of Ridership published by the TTC on July 29th, 2015, estimated with the same

assumptions made in previous sections to keep the approach consistent.

Applying the growth rate and transit improvements to existing transit conditions analysis over five year

horizon to 2020 provides the future background transit operations analysis. Table 3-5 summarizes the

results.

Route Direction Location Capacity Departure

Demand

Departure %

Utilization

Arrival

Demand

Arrival %

Utilization

AM Peak Hour





PM Peak Hour





Table 3-5: Future Background Transit Operations Analysis

During PM peak hour, the northbound movement for 75 Sherbourne is nearing capacity. The 505 Dundas

shows significant improvements, especially the westbound movements during AM peak hour, with the

implementation of new LFLRV streetcars. All other movements are well within their own capacities for

the five-year horizon.

The analysis shows average of 6.8 % increase in utilization for 75 Sherbourne route. As previously

mentioned, the northbound movement during PM peak hour for said route is nearing capacity. 505

Dundas streetcar route shows average of 16 % decrease in utilization due to implementation of the new

streetcars.

As for the Y-U-S Line 1, the Downtown Rapid Transit Expansion Study takes the scope of its study to the

year 2031. The study indicates that in 2031, AM peak hour V/C equates to 0.94 for the southbound

movements, south of Bloor-Yonge transfer station. The V/C analysis includes the capacity increase from

the new Toronto Rocket Trains and the ATC signal upgrades. As the ridership analysis made by the study

was for year 2031, V/C for 2020 horizon year should be even lower. As a conservative approach, the

available 2031 estimated ridership will be used for section 4.4 Future Total Transit Capacity Analysis.

Table 3-6 illustrates the table from the Downtown Rapid Transit Expansion study.

Direction Capacity Inbound Demand V/C Inbound Deficiency

Yonge Subway Southbound (South of Bloor) 38,000 35,800 0.94 0

Source: Downtown Rapid Transit Expansion Study

Table 3-6: 2031 Inbound Rapid Transit Capacity

Future Total Transportation Conditions 4.0

4.1 Subject Site Vehicle Trip Generation

The proposed development consists of a 29 storey residential development (295 units), totalling 20,012

sq. m. (215,411 sq. ft.) of gross floor area. To estimate the trip generation for this proposed development,



April 2016

a proxy site was chosen which exhibits a similar urban environment, access to transit, and parking ratio as

the proposed development. A comparison of the subject site’s characteristics and the proxy site is

provided in Table 4-1.

15 Stafford Street (Proxy Site) 219 and 231 Dundas Street E (Subject Site)

Neighbourhood King West - Mid-rise residential and ground

floor retail along the King Corridor

Garden District – Low to mid-rise residential and

ground floor retail along the Dundas Corridor

Unit

Composition 142

(Studio: 0%, 1-Bed: 73%, 2-Bed: 25%, 3-Bed: 2%) 295

(Studio: 6%, 1-Bed: 66%, 2-Bed: 18%, 3-Bed: 10%)

Transit Access 504 King Streetcar (100 m) 505 Dundas Streetcar (150 m)

Table 4-1: Proxy Site and Subject Site Urban Comparisons

As indicated by the table above, the neighbourhoods, unit composition, and access to transit are similar

between the proxy site and the proposed subject site. Therefore, the proxy site’s trip generation rates are

applicable to the subject site.

A trip generation survey was conducted at this site from Friday, June 5th

2015 to Friday June 12th 2015.

The average weekday AM/PM peak hour vehicular trip generation rates are summarized and applied to

the proposed development in in Table 4-2. A more detailed account of the proxy site is provided in

Appendix E.

Direction AM Peak PM Peak

Inbound Outbound Two-Way Inbound Outbound Two-Way

Proxy Site Rate Per Unit

(15 Stafford Street) 0.054 0.114 0.168 0.115 0.061 0.176

Subject Site (295 Units) 16 34 50 35 18 53

Table 4-2: Vehicular Trip Generation- 219 and 231 Dundas Street

The proposed development is therefore expected to generate 50 two-way vehicle trips in the AM peak

hour and 53 two-way vehicle trips in the PM peak hour.

Of note, the nature of the ground floor 211 m2 GFA retail component caters to small-scale retail

establishments. It is thus assumed that these retail establishments will serve the local residents and the

pedestrian streetscape as opposed to the regional community. Therefore, the trip generation associated

with this use is expected to be minimal and will not be included in the future total analysis.

4.2 Vehicle Trip Distribution and Assignment

The trip distribution and assignment of the proposed development’s site trips were estimated using the

2011 Transportation Tomorrow Survey (TTS). A summary of the trip assignment is provided in Table

4-3 with additional details provided in Appendix F.

Corridor Direction

Distribution Assignment

AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour

Inbound Outbound Inbound Outbound Inbound Outbound Inbound Outbound

Jarvis Northbound 34% 22% 34% 22% 5 7 12 4

Southbound 12% 35% 12% 35% 2 12 4 6

Dundas Westbound 28% 8% 28% 8% 5 3 10 1

Eastbound 12% 27% 12% 27% 2 9 4 5

Sherbourne Northbound 7% 6% 7% 6% 1 2 3 1

Southbound 6% 3% 6% 3% 1 1 2 1

Total 100% 100% 100% 100% 16 34 35 18

Table 4-3: Subject Site Vehicle Trip Distribution and Assignment

The proposed development will redevelop the existing parking. Therefore, the existing uses parking

generation was subtracted from the proposed developments vehicle trip generation for a net trip

generation which is summarized in Table 4-4.



April 2016



Existing Development Trips 11 0 11 2 14 16

Proposed Development Trips 16 34 50 35 18 53

Net Vehicle Trip Generation 5 34 39 33 4 37

Table 4-4: Net Vehicle Trip Generation

The net vehicle trips generated by the subject site is therefore 39 two-way vehicle trips in the AM peak


The vehicle trip assignment was applied to the road network and is illustrated in Figure 4-1 and Figure

4-2.

Figure 4-1: Net Subject Site Trips-Weekday AM Peak Hour

Figure 4-2: Subject Site Trips-Weekday PM Peak Hour

2 7 1 2

< 7

1 2 ! 3 13 ! 22 25 37 ! 2 49

1

3 9 > 12 22 22 22 22 > 2 2 2 2 2 8

-4 ; 3 3 3 3 : ; 12 12 12 12 2 = : 9

-4 " 5 3 " 3 ? 22 12 12 " 9 " 1

5 34 1 ?

12 5 1 1

In: 5 Out: 34

25


NET VEHICLE TRIP GENERATION LEGEND


NOT TO SCALE

Subject Site


E/W Street


Dundas Street

4 4 2 1

< 4

1 4 ! -6 13 ! 5 25 37 ! 14 49

2 ! 9

-6 9 > 6 4 5 5 5 > 14 14 14 14 14 8 9

3 ; 19 19 19 19 : ; -1 -1 -1 1 = : -2

3 " 12 19 " 19 ? 5 -1 -1 " -2 " 3

33 4 1 ?

6 12 1 3

In: 33 Out: 4

25


NET VEHICLE TRIP GENERATION LEGEND


NOT TO SCALE

Subject Site


E/W Street


Dundas Street



April 2016

4.3 Future Total Intersection Capacity Analysis

The future total volumes are illustrated in Figure 4-3 and Figure 4-4.

Figure 4-3: Future Total Traffic Volumes-Weekday AM Peak Hour

Figure 4-4: Future Total Traffic Volumes-Weekday PM Peak Hour

Table 4-5 below tabulates weekday AM and PM peak hour levels of service under future total traffic

conditions for signalized intersections in the study area. A more detailed future total Synchro report is

provided in Appendix H.

Intersection


Movement




95th 95th

Jarvis

Street &

Dundas

Street East

EBLTR

0.83 22 C

0.50 17 B 34

0.82 25 C

0.83 24 C 75

WBLTR 0.97 35 C 108 0.84 35 C 70

NBTR 0.57 17 B 56 0.73 23 C 72

SBTR 0.69 19 B 63 0.70 24 C 69

Sherbourne

Street &

Dundas

Street East

EBLTR

0.59 17 B

0.41 14 B 42

0.69 20 B

0.78 22 C 75

WBLTR 0.71 20 C 66 0.53 17 B 42

NBL 0.23 14 B 15 0.21 14 B 13

NBTR 0.43 16 B 44 0.61 20 B 67

SBL 0.13 13 B 10 0.20 14 B 12

SBTR 0.47 17 B 47 0.55 18 B 58

Table 4-5: Signalized Future Total Intersection Capacity Analysis

1184

896

133

23 306

336

< 148 < 80

1 94 1088 2 ! 615 13 119

14 ! 748 25 ! 726 37 13 1 9 ! 720 49 41 225

39 ! 628

709 8 $ 9 > 125 888 888 8 9 748 748 > 7 733 733 8 $ 9 > 16 736 736 8 $ 9 > 29 737

411 56 = # ; 351 351 : ; 411 411 402 " : ; 414 414 403 403 29 = : # ; 407

313 " 692

36 351 " 21 46 9 ? 22 12 394 " 348 " 67 227

20

42 ? 16 34 20 ? 26 ?

1255

728

67 37 280

314

In: 16 Out: 34

25


FUTURE TOTAL VOLUMES LEGEND


NOT TO SCALE

Subject Site


E/W Street


Dundas Street

750

1373 78 36 368

423

< 99 < 74

1 61 685 4 ! 387 13 69 9 ! 481 25 ! 469 37

9 10 17 ! 475 49 42 278

48 ! 395

448 8 $ 9 > 88 574 574 8 9 481 481 > 15 484 484 8 $ 9 > 19 494 494 8 $ 9 > 37 506

887 127 = # ; 754 754 : ; 809 809 789 " : ; 795 795 800 800 45 = : # ; 809

686 "

1147 64 754 " 24 46 20 ? 12 6 783 " 704 " 56 304

57

74 ? 35 18 12 ? 51 ?

847

1211 70 41 366

417

In: 35 Out: 18

25


FUTURE TOTAL VOLUMES LEGEND


NOT TO SCALE

Subject Site


E/W Street


Dundas Street



April 2016

The future total signalized intersection capacity analysis indicates residual capacity and acceptable levels

of service for all movements during the weekday AM/PM peak hours. Of note, the westbound movements

are approaching capacity similar to the future background conditions. Signal optimization opportunities

are available for this intersection and the westbound movement during the AM peak hour as a result of the

residual capacity of the other movements.

Unsignalized intersections in the study area were also assessed with regards to weekday AM and PM peak

hour levels of service under existing traffic conditions. Table 4-6 below tabulates the findings.

Intersection Movement

of Interest



George Street

& Dundas

Street East

NBL 72 9 0.31 F 382 25 0.99 F

NBTR 16 4 0.13 C 22 6 0.20 C

SBR 27 20 0.48 D 40 17 0.46 E

Site

Driveway &

Dundas Street East

WBL 0 0 0.01 A 1 1 0.03 A

NBL 28 4 0.14 D 59 5 0.17 F

NBR 15 1 0.04 C 18 1 0.02 C

Pembroke Street &

Dundas

Street East

WBL 1 0 0.02 A 1 1 0.03 A

SBL 34 2 0.08 D 38 5 0.18 E

SBTR 12 1 0.03 B 24 2 0.07 C

Table 4-6: Unsignalized Future Total Intersection Capacity Analysis

Similar to the future background conditions, the northbound left movement is expected to operate with a

level of service ‘F’ during the weekday AM/PM peak hours and is approaching capacity during the

weekday PM peak hour. The northbound left movement at the site driveway is also expected to operate

with a level of service ‘F’ during the PM peak hour. However, the minimal queuing and V/C ratio

indicates sufficient yet inconsistent gaps to accommodate all vehicles. Therefore further mitigation

measures are not required for this movement. All other unsignalized movements operate with residual

capacity and acceptable levels of service.

4.4 Subject Site Transit Trip Generation

To estimate the transit trip generation for this proposed development, the same proxy site was chosen as

the vehicle trip generation (15 Stafford). The average weekday AM/PM peak hour pedestrian trip

generation rates are summarized and applied to the proposed development in Table 4-7. A more detailed

account of the proxy site is provided in Appendix E.



Proxy Site Rate Per Unit

(15 Stafford Street) 0.046 0.151 0.197 0.139 0.069 0.208

Subject Site (295 Units) 14 45 59 42 21 63

Table 4-7: Pedestrians Trip Generation- 219 and 231 Dundas Street East

The pedestrian trips generated by the residential units are expected to be 59 two-way trips during the A.M.

peak hour and 63 two-way trips during the P.M. peak hour. These pedestrian trips total the pedestrians

entering and leaving the premise on foot on which number of them will primarily head to nearest stops to

take the public transit. To determine the distributions of pedestrians taking the public transit, the 2011

Transportation Tomorrow Survey was utilized. The survey pulled the modal split of apartment trips

between pedestrians and transit riders as a primary mode of travel. The modal split of transit trips are as

listed in Table 4-8.



April 2016

Trip Mode Volume %

Walk 1,648 41 %

Transit 2,368 59 %

Total Pedestrians 4,016 100 %

Table 4-8: TTS 2011 Modal Split – Transit and Walking Trips

The modal split acquired by TTS analysis was then applied to the estimated subject site pedestrian trip

generation to find number of expected pedestrians that will ultimately use public transit. The results are as

summarized on Table 4-9.


Inbound Outbound Total Inbound Outbound Total

Subject Site Pedestrian Trip Generation 14 45 59 42 21 63 Subject Site Walk Trip Generation

(41%) 6 18 24 17 9 26

Subject Site Transit Trip Generation

(59%) 8 27 35 25 12 37

Table 4-9: Subject Site Walk and Trip Generation

Thus, 295 residential units of the proposed development will produce 35 two-way transit trips in the A.M.

peak hour and 37 two-way trips in the P.M. peak hour.

4.5 Transit Trip distribution and Assignment

The transit trip distribution was based upon 2011 TTS Transit data base with individual analysis on the

A.M. peak hour and the P.M. peak hour outbound transit trips from the subject site. The data sets pulled

were filtered to include only the TTC home-based trips from apartment dwelling units. The distributions

were assigned to the transit routes within the study area based on logical judgement and fastest travel

times. It is assumed that P.M. peak hour inbound trips are mirrored opposites from the A.M. outbound

trips and A.M. peak hour inbound trips are mirrored opposites from the P.M. peak hour outbound trips, as

the TTS data pulled were home-based. The transit routes expected to be used by residents of proposed

development include 75 Sherbourne northbound and southbound bus routes, 505 Dundas eastbound and

westbound streetcar routes and the Yonge-University-Spadina subway line. Table 4-10 summarizes the

transit distribution of the proposed development’s transit trips by routes. Appendix G details the results

of the TTS data pulls.

Route Direction


Inbound

Distribution

Outbound

Distribution

Inbound

Distribution

Outbound

Distribution

75 Sherbourne NB 2% 3% 9% 2%

SB 2% 9% 3% 2%

505 Dundas EB 5% 3% 23% 4%

WB 4% 23% 3% 5%

Y-U-S Subway NB 5% 48% 14% 82%

SB 82% 14% 48% 5%

Total 100% 100% 100% 100%

Table 4-10: Subject Site Transit Route Distribution

Applying the transit trip generation to the route distribution will determine the potential rider growth for

transit routes in question. Table 4-11 lists the generated trips assigned by transit routes within their

respectful direction.



April 2016

Route Direction


Total Total Per

Route Inbound

Volume

Outbound

Volume

Inbound

Volume

Outbound

Volume

75 Sherbourne NB 0 1 2 0 3

6 SB 0 2 1 0 3

501 Queen EB 0 1 6 0 7

15 WB 0 6 1 1 8

Y-U-S

Subway

NB 1 13 3 10 27 51

SB 7 4 12 1 24

Total 8 27 25 12

72 35 37

Table 4-11: Subject Site Transit Route Ridership

4.6 Future Total Transit Capacity Analysis

The proposed developments transit ridership trip generation and distribution were applied to future

background transit analysis for the future total ridership. The following sections include future total

transit capacity of bus routes and streetcar routes only. The result of the future total transit ridership is as

summarized on Table 4-12.

Route Direction Location Capacity Departure

Demand

Departure %

Utilization

Arrival

Demand

Arrival %

Utilization

AM Peak Hour





PM Peak Hour





Table 4-12: Future Total Transit Ridership Analysis

The future total ridership analysis indicates similar operations when compared to the future background

ridership analysis.

The demands for 75 Sherbourne routes remain consistent with the future background analysis. It is

nearing capacity for the PM peak hour northbound movement, but there were no increases in utilization

created by the proposed development. The 505 Dundas Streetcar Routes were also consistent, with

maximum of 1% increases in utilizations. Essentially, the subject site causes minimal changes for the

nearby TTC bus and streetcar services.

As for Y-U-S Line 1 subway route, the subject site will generate 8 inbound and 17 outbound trips during

the AM peak hour. This will cause minimal changes to the capacity of the 2031 line capacity projections

summarized in Table 3-6 above.

Therefore, the proposed development is expected to cause minimal to no changes to the overall TTC route

capacity in the vicinity of the subject site.

Parking 5.0

5.1 Bicycle Minimum Parking Rates

The bicycle minimum parking standards are set out by the City of Toronto Zoning By-law 569-2013.

According to this document, proposed developments in Zone 1 are required to provide 0.9 long term

spaces and 0.1 short term spaces per residential unit. The resulting minimum bicycle standards for the



April 2016

proposed development are summarized in Table 5-1. Of note, the retail use is exempt from providing

bicycle spaces according to policy 230.5.10.1 (3) .

Use Proposed

Development

Rate (Per Unit Or Per 100

m2) Minimum Parking Standard

Provided

Spaces Residual

Long Term

Spaces

Short Term

Spaces

Long Term

Spaces

Short Term

Spaces

Total

Spaces

Residential Units

295 0.9 0.1 266 30 296 296 -

Table 5-1: Minimum Bicycle Parking – Green Standard (Tier 1)

The proposed development at 219 and 231 Dundas Street East requires 296 bicycle spaces and provides

296 bicycle spaces. Therefore, the proposed development is in conformance with the minimal bicycle

parking standards.

5.2 Vehicle Minimum Parking Rates

The proposed development at 219 and 231 Dundas Street is subject to the parking standards outlined in

the City of Toronto Zoning By-law 569-2013 and Policy Area 1 within the Zoning By-law.

The proposed development comprises of 295 residential units within four underground parking levels.

The underground parking levels will provide a total of 71 residential parking spaces, 4 residential car

share spaces, and 21 visitor/commercial spaces. Table 5-2 below summarizes the applied parking rates to

site statistics. As instructed by the city from By-law 569-2013, fraction spaces were rounded down.

Use Unit

Classif ication Units

Parking

Rate

Parking Occupancy Rates Parking Standards

AM PM Evening AM PM Evening

Residential

Studio Unit 19 0.3 100% 100% 100% 5 5 5

One-Bedroom 195 0.5 100% 100% 100% 97 97 97

Two-Bedroom 52 0.8 100% 100% 100% 41 41 41

Three-Bedroom 29 1.0 100% 100% 100% 29 29 29

Visi tor 295 0.1 10% 35% 100% 2 10 29

Total 174 182 201

Table 5-2: Minimum Vehicle Parking Standards - Zoning By-law 569-2013

The City of Toronto Zoning By-law 569-2013 specifies a minimum of 201 parking spaces to be supplied.

The site plan indicates the provision of 71 residential parking spaces, 4 residential car share spaces, and

21 visitor/commercial spaces. Table 5-3 summarizes the provided parking in comparison to the required

vehicle parking.

By- Law Parking Spaces

Standard

Parking Spaces

Provided With Car Share Difference

Residential 172 71

4 Spaces with each Car

Share:

4*4 = 16

-85

Residential-

Visitor/Commercial 29 21 0 -8

Total 201 92 16 -93

Table 5-3: Provided Vehicle Parking

As summarized, the proposed development is short by 93 parking spaces, when including the provision of

the 4 car share spaces, from the applicable by-law. According to the City of Toronto report titled:

‘Parking Standards Review: Examination of Potential Options and Impacts of Car Share Programs on

Parking Standards’ the provision of a car share space should reduce the minimum parking requirement by



April 2016

up to 4 parking spaces for each dedicated car share. The provision of 4 car share spaces therefore results

in an equivalent of 16 parking spaces in reduced auto ownership for the subject site.

It is in our opinion that the provided parking spaces for the residential use is within acceptable standards

considering the cycling, transit, and pedestrian infrastructure in the vicinity of the subject site. The subject

site is serviced by excellent transit service as it has the frequent east-west 505 Streetcar approximately

150 meters from the front door and the north-south rapid transit Line 1 subway approximately 650 meters

from the front door. Furthermore, the Sherbourne corridor within the vicinity of the subject site has

designated north-south cycling lanes. With the cycling infrastructure and the locations of the subject site,

cyclists can travel anywhere within the downtown core within 20 minutes. This infrastructure and service

enables residents of the proposed development to feasibly not own a vehicle thus reducing the demand for

parking spaces.

Furthermore, a review of several comparable developments in the area is summarized in Table 5-4. The

comparable developments include 21 Dundas Square, 2 Gloucester Street, and 1 Yorkville.

Developments Residential Units Residential

Parking

Spaces

Residential

Parking Rate

Walk Score

(Transit

Score) Studio 1-Bed 2-Bed 3-Bed Total

21 Dundas Square 12

(5%)

206

(57%)

144

(61%)

0

(0%) 362 8 0.19 100 (100)

2 Gloucester Street 112

(48%)

60

(26%)

31

(13%)

29

(13%) 232 66 0.28 99 (98)

1 Yorkville Avenue 3

(1%)

404

(70%)

102

(18%)

68

(12%) 577 162 0.28 100 (95)

219 and 231 Dundas

Street (Subject Site)

19

(6%)

195

(66%)

52

(18%)

29

(10%) 295 87* 0.29 99 (96)

*Including Car Share Parking Space Ratio

Table 5-4: Approved Developments with Reduced Parking

The provided residential parking spaces ratio, with the car share parking space equivalent, is comparable

to similar approved developments in the vicinity of the subject site. Therefore, considering the highly-

developed public transit, cycling, pedestrian networks, and easily accessible services and amenities

available to future residents of the proposed development, relief from the City of Toronto’s current zoning

by-law would be reasonable.

Loading Assessment 6.0

Table 6-1 below summarizes the requirements and provisions of loading spaces according to the

applicable zoning by-law. The retail component is exempt from providing a loading space according to

the City of Toronto Zoning By-Law 569-2013.

Subject Site Residential

Units

City of Toronto Zoning By-Law 569-2013 Loading

Requirement

Site Plan

Provisions


295 1-Type G 1-Type G

Table 6-1: Subject Site Loading Summary

The subject site complies with the City-wide Zoning By-Law 569-2013 Loading requirements with the

provision of 1-Type-G loading space. The truck turn diagram confirms sufficient turning radii to

accommodate a garbage truck within the subject site. Truck turning diagrams are provided in Appendix I.



April 2016

Vehicular Access 7.0

It is our opinion that the subject site access via Dundas Street East will not create any traffic or safety

issues. These figures indicate sufficient site lines for outgoing vehicles to see the pedestrians crossing the

driveway and the nearby crosswalk. Furthermore, the site configuration has the ramp at the far end of the

site which provides drivers space to become aware of their surroundings after they incline the ramp.

A review of the Transportation Association of Canada Stop Sight Distance and Sight Decision Distance

Guidelines in relation to the subject site driveway does not indicate safety issues. Outbound vehicles have

sufficient sight lines to make a safe judgement regarding the vehicle gaps along Dundas Street East and

the vehicles along Dundas Street East have sufficient sight lines to slow down to accommodate the

outbound vehicle if necessary.

The inbound traffic making a left turn into the subject site from Dundas Street (2 vehicles in the AM peak

hour and 14 vehicles in the PM peak hour) are sufficiently minimal as to limit the traffic delays associated

with this development. As summarized in Table 4-6, the westbound left movements control delay during

the weekday PM peak hour is 1.4 seconds. Therefore, the streetcars and vehicle traffic will be minimally

delayed.

This driveway and the ground floor plan also provide sufficient turning radii to allow loading vehicles to

completely turnaround within the subject site. The loading vehicles will therefore front into and out of the

subject site.



April 2016

Conclusions 8.0

The development proposal is for a mixed residential commercial development with 295 residential units

and 211 m2 of retail, with total parking supply of 96 spaces.

During Existing Conditions:

The existing signalized intersection capacity analysis indicates residual capacity and acceptable

levels of service for all signalized movements during the weekday AM/PM peak hours.

The existing unsignalized intersection capacity analysis indicates residual capacity and acceptable

levels of service for all movements with the exception of the northbound left movement at the

intersection of George & Dundas during the PM peak hour.

During Future Background Conditions:

Corridor growth rates were calculated from turning movement counts at the intersection of

Dundas and Jarvis conducted by the City of Toronto in 2011 and the turning movement counts

conducted for this study in 2015. The Growth Rates were applied to the eastbound and westbound

through movements along the Dundas Street corridor and the northbound and southbound

movements along the Jarvis and Sherbourne corridors.

Four background developments were identified as major trip generators in the vicinity of the

subject site. The vehicles generated by these proposed developments were applied to the road

network according to the developments respective Transportation Impact Studies.

The future background intersection capacity analysis indicates residual capacity and acceptable

levels of service for all signalized movements and residual capacity and acceptable levels of

service for all movements with the exception of the northbound left movement at the intersection

of George and Dundas during the AM/PM peak hours. As the delays for this movement increase

it is expected that drivers will become more aggressive and take advantage of gaps which

normally they would not.

During Future Total Conditions:

The net vehicle trips generated by the subject site is 39 two-way vehicle trips in the AM peak


The future total intersection capacity analysis indicates residual capacity and acceptable levels of

service for all movements during the weekday AM/PM peak hours. Similar to the future

background conditions, the unsignalized northbound left movement at the intersection of George

and Dundas is expected to operate with a level of service ‘F’ during the weekday AM/PM peak

hours and is approaching capacity during the weekday PM peak hour. The northbound left

movement at the site driveway is also expected to operate with a level of service during the PM

peak hour. However, the minimal queuing and V/C ratio at this movement indicates sufficient yet

inconsistent gaps to accommodate all vehicles.

The loading provisions are in compliance with the applicable city wide zoning By-law 569-2013.

The parking provisions are short from the applicable city wide zoning By-law 569-2013 by 89

spaces. However, considering the highly-developed public transit, cycling, pedestrian networks,

and easily accessible services and amenities available to future residents of the proposed

development, relief from the City of Toronto’s current zoning by-law would be reasonable.

Transit Ridership Analysis:

The results of the transit ridership analysis indicate acceptable impacts the local TTC Routes.

APPENDIX A

Existing Traffic Counts and Signal Timing Plans

ISSUED TO: Lea Consulting Ltd. (Anatole V. Kung) OUR REF: 15222

DATE: STAFF: SQ/TZ

DISTRICT:

COMPUTER SYSTEM:

CONTROLLER/CABINET TYPE:

CONFLICT FLASH:

DESIGN WALK SPEED:

CHANNEL/DROP:

CONTROLLER FIRMWARE:

OFF AM PM Phase Mode

M-F M-F (Fixed/Demanded/Callable)

Pattern 1 Pattern 2 Pattern 3

(Split 1) (Split 2) (Split 3)

1 WLK NSWK = 7 sec. NSFD = 14 sec.

FDW EWWK = 7 sec. EWFD = 15 sec.

MIN

MAX1

AMB

ALR

SPLIT

2 WLK 7

FDW 14

MIN 21

MAX1 23

AMB 4

ALR 2

SPLIT 29 35 33

3 WLK

FDW

MIN

MAX1

AMB

ALR

SPLIT

4 WLK 7

FDW 15

MIN 22

MAX1 25

AMB 4

ALR 2

SPLIT 31 35 42

5 WLK

FDW

MIN

MAX1

AMB

ALR

SPLIT

6 WLK 7

FDW 14

MIN 21

MAX1 23

AMB 4

ALR 2

SPLIT 29 35 33

7 WLK

FDW Demanded.

MIN 6 (Shared left/through lane)

MAX1 6 (15:30 - 18:15, M-F.)

AMB 3

ALR 1

SPLIT 11

8 WLK 7

FDW 15

MIN 22

MAX1 25

AMB 4

ALR 2

SPLIT 31 35 31

60 70 75

26 65 53

APS to be activated.

Pre-Pan AM timing were implemented on August 18, 2015

LOCATION: Jarvis St & Dundas St East Toronto & East York

MODE/COMMENT: FXT with 2-Wire Polara APS, RLC TransSuite

PX: 8 PEEK ATC-1000 / TS2 T1

PREPARED/CHECKED BY: KC / HL Red & Red

PREPARATION DATE: March 13, 2015 1.0 m/s (FDW based on full crossing at 1.2 m/s)

IMPLEMENTATION DATE: August 18, 2015 4024/6

3.014.2511

NEMA Phase Remarks

All Other

Times

06:45-09:30 15:30-18:15

Local Plan

System Plan

Pedestrian Minimums:

APS on during EWWK & NSWK when activated by

pushbutton.Extended APS Push Activation = 3secs.

Jarvis St

Fixed.

Dundas St East

Fixed.

Jarvis St

Fixed.

NOTES: Picked up on TransSuite on May 22, 2015

Dundas St East

Fixed.

CL

OF

December 16, 2015

CITY OF TORONTO – TRANSPORTATION SERVICES

ITS OPERATIONS – TRAFFIC SIGNALS

703 Don Mills Rd, Fifth Floor, Toronto ON M3C 3N3

Phone: 416-397-5770, Fax: 416-397-5777

CURRENT SIGNAL TIMING INFORMATION

NOT USED

NOT USED

NOT USED

PX0008.xls 22/12/2015

ISSUED TO: Lea Consulting Ltd. (Anatole V.Kung) OUR REF: 15222

DATE: STAFF: SQ/TZ

DISTRICT:

COMPUTER SYSTEM:

CONTROLLER/CABINET TYPE:

CONFLICT FLASH:

DESIGN WALK SPEED:

CHANNEL/DROP:

OFF AM PM Phase Mode

Local Plan Pattern 1 Pattern 2 Pattern 3Split Table Split 1 Split 2 Split 3

1 WLK EWWK = 7 sec. EWFD = 13 sec.

FDW NSWK = 7 sec. NSFD = 16 sec.

MIN

MAX1

AMB

ALR

SPLIT

Dundas St

2 WLK 7

FDW 13 Fixed

MIN 20 POZ activated by

MAX1 23 Request Loop

AMB 4

ALR 2

SPLIT 29 35 35

3 WLK

FDW

MIN

MAX1

AMB

ALR

SPLIT

Sherbourne St

4 WLK 7

FDW 16 Fixed



AMB 4

ALR 2

SPLIT 31 35 35

5 WLK

FDW

MIN

MAX1

AMB

ALR

SPLIT

Dundas St

6 WLK 7

FDW 13 Fixed



AMB 4

ALR 2

SPLIT 29 35 35

7 WLK

FDW

MIN

MAX1

AMB

ALR

SPLIT

Sherbourne St

8 WLK 7

FDW 16 Fixed



AMB 4

ALR 2

SPLIT 31 35 35

CL 60 70 70

OF 49 1 45

Notes:

LOCATION: Dundas St & Sherbourne St Toronto & East York

MODE/COMMENT: FXT with TSP TransSuite

PX: 258 PEEK ATC - 1000 / TS2 T1

PREPARED/CHECKED BY: IK / DS Red & Red

PREPARATION DATE: March 18, 2015 1.0 m/s (FDW based on full crossing @1.2m/s)

IMPLEMENTATION DATE: March 19, 2015 4076 / 21

NEMA Phase RemarksAll Other

Times

06:45-09:30

M-F

15:30-18:15

M-F(Fixed/Demanded or Callable)

Pedestrian Minimums:

See back for TSP instructions.

TSP enabled for EB, WB, NB and SB on September 11,

2015.

(max extension of 16 secs in

Green/Don't Walk)


Green/Don't Walk)


Green/Don't Walk)


Green/Don't Walk)

Picked up under TransSuite system control on Jan 24, 2014 at approximately 11:00.

December 16, 2015

CITY OF TORONTO – TRANSPORTATION SERVICES

ITS OPERATIONS – TRAFFIC SIGNALS

703 Don Mills Rd, Fifth Floor, Toronto ON M3C 3N3

Phone: 416-397-5770, Fax: 416-397-5777

CURRENT SIGNAL TIMING INFORMATION

NOT USED

N

NOT USED

NOT USED

NOT USED

PX0258.XLS 22/12/2015

File Name : 9782_Dundas_Jarvis_AM_281380_12-08-2015Site Code : Start Date : 08/12/2015Page No : 3

Jarvis StreetSouthbound

Dundas Street EastWestbound

Jarvis StreetNorthbound

Dundas Street EastEastbound

Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. TotalPeak Hour Analysis From 07:00 to 09:30 - Peak 1 of 1Peak Hour for Entire Intersection Begins at 08:00

08:00 0 248 18 0 266 12 121 30 0 163 0 158 4 0 162 12 76 8 0 96 68708:15 3 271 25 0 299 19 137 23 0 179 0 158 5 0 163 17 60 7 0 84 72508:30 0 256 22 0 278 14 157 24 0 195 0 164 8 0 172 12 79 11 0 102 74708:45 0 234 29 0 263 12 150 23 0 185 1 169 5 0 175 10 62 9 0 81 704

Total Volume 3 1009 94 0 1106 57 565 100 0 722 1 649 22 0 672 51 277 35 0 363 2863% App. Total 0.3 91.2 8.5 0 7.9 78.3 13.9 0 0.1 96.6 3.3 0 14 76.3 9.6 0

PHF .250 .931 .810 .000 .925 .750 .900 .833 .000 .926 .250 .960 .688 .000 .960 .750 .877 .795 .000 .890 .958Lights 3 990 92 0 1085 53 541 93 0 687 1 634 21 0 656 47 254 34 0 335 2763

% Lights 100 98.1 97.9 0 98.1 93.0 95.8 93.0 0 95.2 100 97.7 95.5 0 97.6 92.2 91.7 97.1 0 92.3 96.5Buses 0 7 1 0 8 1 11 4 0 16 0 4 0 0 4 1 16 0 0 17 45

% Buses 0 0.7 1.1 0 0.7 1.8 1.9 4.0 0 2.2 0 0.6 0 0 0.6 2.0 5.8 0 0 4.7 1.6Trucks 0 12 1 0 13 3 13 3 0 19 0 11 1 0 12 3 7 1 0 11 55

% Trucks 0 1.2 1.1 0 1.2 5.3 2.3 3.0 0 2.6 0 1.7 4.5 0 1.8 5.9 2.5 2.9 0 3.0 1.9

LEA Consulting Ltd.625 Cochrane Drive, 9th FloorMarkham, Ontario, L3R 9R9

File Name : 9782_Dundas_Jarvis_AM_281380_12-08-2015Site Code : Start Date : 08/12/2015Page No : 4

Jarvis Street

Du

nd

as S

tre

et

Ea

st

Du

nd

as S

tree

t Ea

st

Jarvis Street

Right

92 1 1

94 Thru

990 7

12 1009

Left

3 0 0 3

Peds

0 0 0 0

InOut Total774 1085 1859

9 8 17 17 13 30

800 1906 1106

Rig

ht

93

4

3

1

00

T

hru

54

1

11

1

3

56

5

Le

ft 53

1

3

5

7

Pe

ds 0

0

0

0

Ou

tT

ota

lIn

27

8

68

7

96

5

16

1

6

32

8

1

9

27

3

02

1

02

4

72

2

Left1 0 0 1

Thru634

4 11

649

Right21 0 1

22

Peds0 0 0 0

Out TotalIn

1077 656 1733 8 4 12

16 12 28 1101 1773 672

Le

ft47

1

3

5

1

Th

ru25

4

16

7

2

77

R

igh

t

34

0

1

3

5

Pe

ds0

0

0

0

To

tal

Ou

tIn

63

4

33

5

96

9

12

1

7

29

1

4

11

2

5

66

0

10

23

3

63

Peak Hour Begins at 08:00 LightsBusesTrucks

Peak Hour Data

North


File Name : 9782_Dundas_Jarvis_PM_281382_12-08-2015Site Code : Start Date : 08/12/2015Page No : 3

Jarvis StreetSouthbound

Dundas Street EastWestbound

Jarvis StreetNorthbound

Dundas Street EastEastbound

Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. TotalPeak Hour Analysis From 16:00 to 18:00 - Peak 1 of 1Peak Hour for Entire Intersection Begins at 17:00

17:00 1 163 14 0 178 16 89 15 0 120 1 263 16 0 280 19 154 17 0 190 76817:15 0 159 15 0 174 7 94 19 0 120 1 259 8 0 268 29 178 7 0 214 77617:30 1 164 15 0 180 11 72 17 0 100 0 250 11 0 261 27 168 19 0 214 75517:45 0 180 17 0 197 15 87 17 0 119 1 224 11 0 236 24 143 18 0 185 737

Total Volume 2 666 61 0 729 49 342 68 0 459 3 996 46 0 1045 99 643 61 0 803 3036% App. Total 0.3 91.4 8.4 0 10.7 74.5 14.8 0 0.3 95.3 4.4 0 12.3 80.1 7.6 0

PHF .500 .925 .897 .000 .925 .766 .910 .895 .000 .956 .750 .947 .719 .000 .933 .853 .903 .803 .000 .938 .978Lights 1 655 61 0 717 49 324 67 0 440 3 992 45 0 1040 99 630 61 0 790 2987

% Lights 50.0 98.3 100 0 98.4 100 94.7 98.5 0 95.9 100 99.6 97.8 0 99.5 100 98.0 100 0 98.4 98.4Buses 0 3 0 0 3 0 12 1 0 13 0 3 0 0 3 0 11 0 0 11 30

% Buses 0 0.5 0 0 0.4 0 3.5 1.5 0 2.8 0 0.3 0 0 0.3 0 1.7 0 0 1.4 1.0Trucks 1 8 0 0 9 0 6 0 0 6 0 1 1 0 2 0 2 0 0 2 19

% Trucks 50.0 1.2 0 0 1.2 0 1.8 0 0 1.3 0 0.1 2.2 0 0.2 0 0.3 0 0 0.2 0.6


File Name : 9782_Dundas_Jarvis_PM_281382_12-08-2015Site Code : Start Date : 08/12/2015Page No : 4

Jarvis Street

Du

nd

as S

tre

et

Ea

st

Du

nd

as S

tree

t Ea

st

Jarvis Street

Right

61 0 0

61 Thru

655 3 8

666 Left

1 0 1 2

Peds

0 0 0 0


4 3 7 1 9 10

1163 1892 729

Rig

ht

67

1

0

6

8

Th

ru

32

4

12

6

3

42

L

eft 49

0

0

4

9

Pe

ds 0

0

0

0

Ou

tT

ota

lIn

67

6

44

0

11

16

1

1

13

2

4

4

6

10

6

91

1

15

0

45

9

Left3 0 0 3

Thru992

3 1

996

Right45 0 1

46

Peds0 0 0 0

Out TotalIn

765 1040 1805 3 3 6 8 2 10

776 1821 1045

Le

ft99

0

0

9

9

Th

ru63

0

11

2

6

43

R

igh

t

61

0

0

6

1

Pe

ds0

0

0

0

To

tal

Ou

tIn

38

8

79

0

11

78

1

2

11

2

3

6

2

8

40

6

12

09

8

03

Peak Hour Begins at 17:00 LightsBusesTrucks

Peak Hour Data

North


File Name : 9782-DundasSt&GeorgeSt-AMSite Code : 97820020Start Date : 08/12/2015Page No : 3

Project#: 9782Location: Dundas St E & George StWeather: ClearSurveyor: Michael Loo

George StreetFrom North

Dundas Street EastFrom East

George StreetFrom South

Dundas Street EastFrom West

Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total

Peak Hour Analysis From 08:00 to 08:45 - Peak 1 of 1Peak Hour for Entire Intersection Begins at 08:00

08:00 3 0 3 40 46 0 0 1 22 23 4 0 10 22 36 2 0 0 13 15 12008:15 1 0 8 33 42 0 0 6 31 37 7 1 15 18 41 1 0 0 17 18 13808:30 0 0 2 44 46 0 0 4 20 24 4 1 7 23 35 1 0 0 17 18 12308:45 0 0 3 54 57 0 0 5 38 43 1 0 8 35 44 0 0 0 31 31 175

Total Volume 4 0 16 171 191 0 0 16 111 127 16 2 40 98 156 4 0 0 78 82 556% App. Total 2.1 0 8.4 89.5 0 0 12.6 87.4 10.3 1.3 25.6 62.8 4.9 0 0 95.1

PHF .333 .000 .500 .792 .838 .000 .000 .667 .730 .738 .571 .500 .667 .700 .886 .500 .000 .000 .629 .661 .794Cars 4 0 14 168 186 0 0 15 7 22 15 2 40 95 152 4 0 0 52 56 416

% Cars 100 0 87.5 98.2 97.4 0 0 93.8 6.3 17.3 93.8 100 100 96.9 97.4 100 0 0 66.7 68.3 74.8Trucks 0 0 2 3 5 0 0 1 104 105 1 0 0 3 4 0 0 0 26 26 140

% Trucks 0 0 12.5 1.8 2.6 0 0 6.3 93.7 82.7 6.3 0 0 3.1 2.6 0 0 0 33.3 31.7 25.2Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

% Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

George Street

Dundas S

treet E

ast

Dundas S

treet E

ast

George Street

Right

14 2 0

16 Thru

0 0 0 0

Left

4 0 0 4

Peds

168 3 0

171

InOut Total21 186 207 1 5 6 0 0 0

22 213 191

Rig

ht

15

1

0

16

Thru 0

0

0

0

Left 0

0

0

0

Peds 7

104

0

111

Out

Tota

lIn

44

22

66

0

105

105

0

0

0

44

171

127

Left15 1 0

16

Thru2 0 0 2

Right40 0 0

40

Peds95 3 0

98

Out TotalIn

0 152 152 0 4 4 0 0 0 0 156 156

Left

4

0

0

4

Thru

0

0

0

0

Rig

ht0

0

0

0

Peds52

26

0

78

Tota

lO

ut

In29

56

85

3

26

29

0

0

0

32

114

82

Peak Hour Begins at 08:00 CarsTrucksBuses

Peak Hour Data

North

LEA CONSULTING LTD625 Cochrane Drive 9th FloorMarkham, Ontario, L3R 9R9

File Name : 9782-DundasSt&GeorgeSt-PMSite Code : 97820020Start Date : 08/12/2015Page No : 2

Project#: 9782Location: Dundas St E & George StWeather: ClearSurveyor: Michael Loo

George StreetFrom North


George StreetFrom South




17:00 2 0 12 59 73 0 0 2 10 12 4 2 12 43 61 0 0 0 23 23 16917:15 1 0 4 66 71 0 0 2 11 13 4 3 10 45 62 0 0 0 25 25 17117:30 1 0 7 82 90 0 0 2 16 18 1 0 10 37 48 1 0 0 31 32 18817:45 1 0 9 59 69 0 0 3 9 12 8 0 9 52 69 0 0 0 37 37 187

Total Volume 5 0 32 266 303 0 0 9 46 55 17 5 41 177 240 1 0 0 116 117 715% App. Total 1.7 0 10.6 87.8 0 0 16.4 83.6 7.1 2.1 17.1 73.8 0.9 0 0 99.1

PHF .625 .000 .667 .811 .842 .000 .000 .750 .719 .764 .531 .417 .854 .851 .870 .250 .000 .000 .784 .791 .951Cars 5 0 31 264 300 0 0 9 16 25 16 5 39 175 235 1 0 0 29 30 590

% Cars 100 0 96.9 99.2 99.0 0 0 100 34.8 45.5 94.1 100 95.1 98.9 97.9 100 0 0 25.0 25.6 82.5Trucks 0 0 1 2 3 0 0 0 30 30 1 0 2 2 5 0 0 0 87 87 125

% Trucks 0 0 3.1 0.8 1.0 0 0 0 65.2 54.5 5.9 0 4.9 1.1 2.1 0 0 0 75.0 74.4 17.5Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

% Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

George Street

Dundas S

treet E

ast

Dundas S

treet E

ast

George Street

Right

31 1 0

32 Thru

0 0 0 0

Left

5 0 0 5

Peds

264 2 0

266

InOut Total15 300 315 0 3 3 0 0 0

15 318 303

Rig

ht 9

0

0

9

Thru 0

0

0

0

Left 0

0

0

0

Peds 16

30

0

46

Out

Tota

lIn

44

25

69

2

30

32

0

0

0

46

101

55

Left16 1 0

17

Thru5 0 0 5

Right39 2 0

41

Peds175

2 0

177

Out TotalIn

0 235 235 0 5 5 0 0 0 0 240 240

Left

1

0

0

1

Thru

0

0

0

0

Rig

ht0

0

0

0

Peds29

87

0

116

Tota

lO

ut

In47

30

77

2

87

89

0

0

0

49

166

117


Peak Hour Data

North


File Name : 9782-DundasSt&PembrokeSt-AMSite Code : 97820022Start Date : 08/12/2015Page No : 3

Project#: 9782Location: Dundas St E & Pembroke StWeather: ClearSurveyor: Mile Mothibe

Pembroke StreetFrom North


Pembroke StreetFrom South




08:00 3 0 6 34 43 9 0 0 18 27 0 0 0 25 25 0 0 4 2 6 10108:15 4 0 3 29 36 2 0 0 16 18 0 0 0 32 32 0 0 3 0 3 8908:30 1 1 3 26 31 2 0 0 22 24 0 0 0 32 32 0 0 3 0 3 9008:45 1 0 1 71 73 3 0 0 7 10 0 0 0 54 54 0 0 10 2 12 149

Total Volume 9 1 13 160 183 16 0 0 63 79 0 0 0 143 143 0 0 20 4 24 429% App. Total 4.9 0.5 7.1 87.4 20.3 0 0 79.7 0 0 0 100 0 0 83.3 16.7

PHF .563 .250 .542 .563 .627 .444 .000 .000 .716 .731 .000 .000 .000 .662 .662 .000 .000 .500 .500 .500 .720Cars 9 1 12 115 137 14 0 0 60 74 0 0 0 120 120 0 0 19 2 21 352

% Cars 100 100 92.3 71.9 74.9 87.5 0 0 95.2 93.7 0 0 0 83.9 83.9 0 0 95.0 50.0 87.5 82.1Trucks 0 0 1 45 46 2 0 0 3 5 0 0 0 23 23 0 0 1 2 3 77

% Trucks 0 0 7.7 28.1 25.1 12.5 0 0 4.8 6.3 0 0 0 16.1 16.1 0 0 5.0 50.0 12.5 17.9Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

% Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Pembroke Street

Dundas S

treet E

ast

Dundas S

treet E

ast

Pembroke Street

Right

12 1 0

13 Thru

1 0 0 1

Left

9 0 0 9

Peds

115 45 0

160

InOut Total0 137 137 0 46 46 0 0 0 0 183 183

Rig

ht 0

0

0

0

Thru 0

0

0

0

Left 1

4

2

0

16

Peds 60

3

0

63

Out

Tota

lIn

9

74

83

0

5

5

0

0

0

9

88

79

Left0 0 0 0

Thru0 0 0 0

Right0 0 0 0

Peds120 23 0

143

Out TotalIn

34 120 154 3 23 26 0 0 0

37 180 143

Left

0

0

0

0

Thru

0

0

0

0

Rig

ht

19

1

0

20

Peds2

2

0

4

Tota

lO

ut

In12

21

33

1

3

4

0

0

0

13

37

24


Peak Hour Data

North


File Name : 9782-DundasSt&PembrokeSt-PMSite Code : 97820022Start Date : 08/12/2015Page No : 2

Project#: 9782Location: Dundas St E & Pembroke StWeather: ClearSurveyor: Mile Mothibe

Pembroke StreetFrom North

Dundast Street EastFrom East

Pembroke StreetFrom South

Dundast Street EastFrom West



17:00 4 3 3 50 60 2 0 0 20 22 0 0 0 43 43 0 0 0 1 1 12617:15 6 2 2 49 59 5 0 0 18 23 0 0 0 60 60 0 0 5 3 8 15017:30 5 3 2 57 67 7 0 0 9 16 0 0 0 40 40 0 0 6 1 7 13017:45 2 2 2 51 57 5 0 0 25 30 0 0 0 63 63 0 0 1 1 2 152

Total Volume 17 10 9 207 243 19 0 0 72 91 0 0 0 206 206 0 0 12 6 18 558% App. Total 7 4.1 3.7 85.2 20.9 0 0 79.1 0 0 0 100 0 0 66.7 33.3

PHF .708 .833 .750 .908 .907 .679 .000 .000 .720 .758 .000 .000 .000 .817 .817 .000 .000 .500 .500 .563 .918Cars 17 10 9 169 205 19 0 0 70 89 0 0 0 155 155 0 0 12 6 18 467

% Cars 100 100 100 81.6 84.4 100 0 0 97.2 97.8 0 0 0 75.2 75.2 0 0 100 100 100 83.7Trucks 0 0 0 38 38 0 0 0 2 2 0 0 0 51 51 0 0 0 0 0 91

% Trucks 0 0 0 18.4 15.6 0 0 0 2.8 2.2 0 0 0 24.8 24.8 0 0 0 0 0 16.3Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

% Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Pembroke Street

Dundast S

treet E

ast

Dundast S

treet E

ast

Pembroke Street

Right

9 0 0 9

Thru

10 0 0

10 Left

17 0 0

17 Peds

169 38 0

207

InOut Total0 205 205 0 38 38 0 0 0 0 243 243

Rig

ht 0

0

0

0

Thru 0

0

0

0

Left 1

9

0

0

19

Peds 70

2

0

72

Out

Tota

lIn

17

89

106

0

2

2

0

0

0

17

108

91

Left0 0 0 0

Thru0 0 0 0

Right0 0 0 0

Peds155 51 0

206

Out TotalIn

41 155 196 0 51 51 0 0 0

41 247 206

Left

0

0

0

0

Thru

0

0

0

0

Rig

ht

12

0

0

12

Peds6

0

0

6

Tota

lO

ut

In9

18

27

0

0

0

0

0

0

9

27

18


Peak Hour Data

North


File Name : MERGED-9782-DundasSt&SherbourneSt-AMSite Code : 97820015Start Date : 08/12/2015Page No : 3

Project#: 9782Location: Dundas St E & Sherbourne StWeather: ClearSurveyor: Ashok / Ujwal Panda

Sherbourne StreetFrom North


Sherbourne StreetFrom South

Dundast Street EastFrom West



08:00 10 56 17 60 143 8 153 15 70 246 10 49 6 37 102 3 73 2 18 96 58708:15 8 43 9 93 153 11 133 16 75 235 15 69 3 44 131 8 67 6 28 109 62808:30 12 49 5 117 183 7 181 27 86 301 20 56 2 44 122 8 67 6 31 112 71808:45 9 62 8 106 185 3 124 22 91 240 21 53 9 48 131 5 45 7 58 115 671

Total Volume 39 210 39 376 664 29 591 80 322 1022 66 227 20 173 486 24 252 21 135 432 2604% App. Total 5.9 31.6 5.9 56.6 2.8 57.8 7.8 31.5 13.6 46.7 4.1 35.6 5.6 58.3 4.9 31.2

PHF .813 .847 .574 .803 .897 .659 .816 .741 .885 .849 .786 .822 .556 .901 .927 .750 .863 .750 .582 .939 .907Cars 38 194 35 180 447 24 567 78 161 830 64 205 20 130 419 24 239 19 108 390 2086

% Cars 97.4 92.4 89.7 47.9 67.3 82.8 95.9 97.5 50.0 81.2 97.0 90.3 100 75.1 86.2 100 94.8 90.5 80.0 90.3 80.1Trucks 1 6 4 196 207 4 11 2 161 178 2 11 0 43 56 0 4 2 27 33 474

% Trucks 2.6 2.9 10.3 52.1 31.2 13.8 1.9 2.5 50.0 17.4 3.0 4.8 0 24.9 11.5 0 1.6 9.5 20.0 7.6 18.2Buses 0 10 0 0 10 1 13 0 0 14 0 11 0 0 11 0 9 0 0 9 44

% Buses 0 4.8 0 0 1.5 3.4 2.2 0 0 1.4 0 4.8 0 0 2.3 0 3.6 0 0 2.1 1.7

Sherbourne Street

Dundast S

treet E

ast

Dundas S

treet E

ast

Sherbourne Street

Right

35 4 0

39 Thru

194 6

10 210

Left

38 1 0

39 Peds

180 196

0 376

InOut Total307 447 754 13 207 220 11 10 21

331 995 664

Rig

ht

78

2

0

80

Thru

567

11

13

591

Left 2

4

4

1

29

Peds

161

161

0

322

Out

Tota

lIn

297

830

1127

5

178

183

9

14

23

311

1333

1022

Left64 2 0

66

Thru205 11 11

227

Right20 0 0

20

Peds130 43 0

173

Out TotalIn

237 419 656 12 56 68 11 11 22

260 746 486

Left24

0

0

24

Thru239

4

9

252

Rig

ht

19

2

0

21

Peds

108

27

0

135

Tota

lO

ut

In666

390

1056

17

33

50

13

9

22

696

1128

432


Peak Hour Data

North


File Name : MERGED-9782-DundasSt&SherbourneSt-PMSite Code : 97820015Start Date : 08/12/2015Page No : 2

Project#: 9782Location: Dundas St E & Sherbourne StWeather: ClearSurveyor: Ashok / Ujwal Panda

Sherbourne StreetFrom North

Dundast Street EastFrom East

Sherbourne StreetFrom South




17:00 12 73 9 63 157 8 73 16 47 144 16 75 8 74 173 10 160 7 36 213 68717:15 10 60 6 71 147 10 107 14 54 185 15 62 7 88 172 15 209 13 58 295 79917:30 14 71 13 87 185 5 74 14 46 139 10 60 1 63 134 16 189 14 56 275 73317:45 12 74 14 71 171 14 92 30 46 182 11 63 7 84 165 7 148 19 74 248 766

Total Volume 48 278 42 292 660 37 346 74 193 650 52 260 23 309 644 48 706 53 224 1031 2985% App. Total 7.3 42.1 6.4 44.2 5.7 53.2 11.4 29.7 8.1 40.4 3.6 48 4.7 68.5 5.1 21.7

PHF .857 .939 .750 .839 .892 .661 .808 .617 .894 .878 .813 .867 .719 .878 .931 .750 .844 .697 .757 .874 .934Cars 48 258 40 218 564 37 330 73 153 593 52 250 23 169 494 48 692 50 125 915 2566

% Cars 100 92.8 95.2 74.7 85.5 100 95.4 98.6 79.3 91.2 100 96.2 100 54.7 76.7 100 98.0 94.3 55.8 88.7 86.0Trucks 0 11 2 74 87 0 6 1 40 47 0 1 0 137 138 0 3 2 99 104 376

% Trucks 0 4.0 4.8 25.3 13.2 0 1.7 1.4 20.7 7.2 0 0.4 0 44.3 21.4 0 0.4 3.8 44.2 10.1 12.6Buses 0 9 0 0 9 0 10 0 0 10 0 9 0 3 12 0 11 1 0 12 43

% Buses 0 3.2 0 0 1.4 0 2.9 0 0 1.5 0 3.5 0 1.0 1.9 0 1.6 1.9 0 1.2 1.4

Sherbourne Street

Dundas S

treet E

ast

Dundast S

treet E

ast

Sherbourne Street

Right

40 2 0

42 Thru

258 11 9

278 Left

48 0 0

48 Peds

218 74 0

292


2 87 89 9 9 18

382 1042 660

Rig

ht

73

1

0

74

Thru

330

6

10

346

Left 3

7

0

0

37

Peds

153

40

0

193

Out

Tota

lIn

763

593

1356

3

47

50

11

10

21

777

1427

650

Left52 0 0

52

Thru250

1 9

260

Right23 0 0

23

Peds169 137

3 309

Out TotalIn

345 494 839 13 138 151 10 12 22

368 1012 644

Left48

0

0

48

Thru692

3

11

706

Rig

ht

50

2

1

53

Peds

125

99

0

224

Tota

lO

ut

In422

915

1337

8

104

112

10

12

22

440

1471

1031


Peak Hour Data

North


APPENDIX B

Levels of Service, Existing Traffic Conditions

Weekday A.M. Peak Hour

Queues Existing Traffic Conditions1: Jarvis Street & Dundas Street East Existing AM Peak Hour

13/01/2016 Synchro 8 ReportAM Existing.syn Page 1

Lane Group EBL EBT WBL WBT NBT SBTLane ConfigurationsVolume (vph) 51 277 57 565 649 1009Lane Group Flow (vph) 0 378 0 752 699 1149Turn Type Perm NA Perm NA NA NAProtected Phases 4 8 2 6Permitted Phases 4 8Minimum Split (s) 28.0 28.0 28.0 28.0 27.0 27.0Total Split (s) 35.0 35.0 35.0 35.0 35.0 35.0Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0Total Lost Time (s) 5.0 5.0 5.0 5.0Lead/LagLead-Lag Optimize?v/c Ratio 0.40 0.70 0.52 0.61Control Delay 15.3 12.9 16.3 16.8Queue Delay 0.0 0.0 0.0 0.0Total Delay 15.3 12.9 16.3 16.8Queue Length 50th (m) 17.9 44.6 35.4 42.0Queue Length 95th (m) 28.6 56.2 50.7 55.5Internal Link Dist (m) 54.7 71.6 93.9 212.7Turn Bay Length (m)Base Capacity (vph) 942 1081 1339 1878Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.40 0.70 0.52 0.61

Intersection SummaryCycle Length: 70Actuated Cycle Length: 70Offset: 65 (93%), Referenced to phase 2:NBT and 6:SBT, Start of GreenNatural Cycle: 55Control Type: Pretimed

Splits and Phases: 1: Jarvis Street & Dundas Street East

HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions1: Jarvis Street & Dundas Street East Existing AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 51 277 35 57 565 100 0 649 22 0 1009 94Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 0.95 0.91Frpb, ped/bikes 0.97 0.96 1.00 0.97Flpb, ped/bikes 0.99 0.99 1.00 1.00Frt 0.99 0.98 1.00 0.99Flt Protected 0.99 1.00 1.00 1.00Satd. Flow (prot) 2759 2782 3118 4348Flt Permitted 0.79 0.89 1.00 1.00Satd. Flow (perm) 2191 2480 3118 4348Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96Adj. Flow (vph) 53 289 36 59 589 104 0 676 23 0 1051 98RTOR Reduction (vph) 0 2 0 0 18 0 0 3 0 0 15 0Lane Group Flow (vph) 0 376 0 0 734 0 0 696 0 0 1134 0Confl. Peds. (#/hr) 257 287 287 257 332 124 124 332Confl. Bikes (#/hr) 25 115 13Heavy Vehicles (%) 8% 8% 3% 7% 4% 7% 0% 2% 5% 0% 2% 2%Bus Blockages (#/hr) 0 10 0 0 10 0 0 0 0 0 0 0Turn Type Perm NA Perm NA NA NAProtected Phases 4 8 2 6Permitted Phases 4 8Actuated Green, G (s) 29.0 29.0 29.0 29.0Effective Green, g (s) 30.0 30.0 30.0 30.0Actuated g/C Ratio 0.43 0.43 0.43 0.43Clearance Time (s) 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 939 1062 1336 1863v/s Ratio Prot 0.22 c0.26v/s Ratio Perm 0.17 c0.30v/c Ratio 0.40 0.69 0.52 0.61Uniform Delay, d1 13.8 16.2 14.7 15.5Progression Factor 1.00 0.61 1.00 1.00Incremental Delay, d2 1.3 3.0 1.5 1.5Delay (s) 15.1 13.0 16.2 16.9Level of Service B B B BApproach Delay (s) 15.1 13.0 16.2 16.9Approach LOS B B B B

Intersection SummaryHCM 2000 Control Delay 15.5 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.65Actuated Cycle Length (s) 70.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 79.5% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions2: George Street & Dundas Street East Existing AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 0 299 0 0 690 0 16 0 40 4 0 16Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 0 332 0 0 767 0 18 0 44 4 0 18Pedestrians 168 168 168 95Lane Width (m) 3.5 3.5 3.5 3.0Walking Speed (m/s) 1.2 1.2 1.2 1.2Percent Blockage 14 14 14 7Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 96 241pX, platoon unblocked 0.92 1.00 0.92 0.92 1.00 0.92 0.92 0.92vC, conflicting volume 862 500 1069 1362 502 1240 1362 646vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 666 500 892 1211 502 1079 1211 431tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 100 100 87 100 89 95 100 96cM capacity (veh/h) 798 928 134 136 388 98 136 423

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 111 221 511 256 18 44 22Volume Left 0 0 0 0 18 0 4Volume Right 0 0 0 0 0 44 18cSH 798 1700 1700 1700 134 388 254Volume to Capacity 0.00 0.13 0.30 0.15 0.13 0.11 0.09Queue Length 95th (m) 0.0 0.0 0.0 0.0 3.6 3.1 2.3Control Delay (s) 0.0 0.0 0.0 0.0 36.0 15.5 20.5Lane LOS E C CApproach Delay (s) 0.0 0.0 21.3 20.5Approach LOS C C

Intersection SummaryAverage Delay 1.5Intersection Capacity Utilization Err% ICU Level of Service HAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions3: Site Driveway & Dundas Street East Existing AM Peak Hour


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (veh/h) 337 6 5 690 0 0Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 374 7 6 767 0 0Pedestrians 168 168 168Lane Width (m) 3.5 3.5 3.0Walking Speed (m/s) 1.2 1.2 1.2Percent Blockage 14 14 12Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 158 178pX, platoon unblocked 0.88vC, conflicting volume 549 1108 527vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 549 851 527tC, single (s) 4.1 6.8 6.9tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 100 100cM capacity (veh/h) 910 202 383

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 250 131 261 511 0 0Volume Left 0 0 6 0 0 0Volume Right 0 7 0 0 0 0cSH 1700 1700 910 1700 1700 1700Volume to Capacity 0.15 0.08 0.01 0.30 0.00 0.00Queue Length 95th (m) 0.0 0.0 0.1 0.0 0.0 0.0Control Delay (s) 0.0 0.0 0.3 0.0 0.0 0.0Lane LOS A A AApproach Delay (s) 0.0 0.1 0.0Approach LOS A

Intersection SummaryAverage Delay 0.1Intersection Capacity Utilization 45.0% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions4: Pembroke Street & Dundas Street East Existing AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 0 317 20 16 682 0 0 0 0 9 1 13Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 0 352 22 18 758 0 0 0 0 10 1 14Pedestrians 120 120 115 120Lane Width (m) 3.5 3.5 0.0 3.5Walking Speed (m/s) 1.2 1.2 1.2 1.2Percent Blockage 10 10 0 10Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 223 114pX, platoon unblocked 0.84 0.84 0.84 0.84 0.84 0.84vC, conflicting volume 878 489 1028 1392 422 1209 1403 619vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 485 489 663 1094 422 878 1107 178tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 100 98 100 100 100 94 99 98cM capacity (veh/h) 829 1084 237 162 529 154 159 578

Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1 SB 2Volume Total 235 140 270 505 11 15Volume Left 0 0 18 0 10 0Volume Right 0 22 0 0 0 14cSH 1700 1700 1084 1700 155 527Volume to Capacity 0.14 0.08 0.02 0.30 0.07 0.03Queue Length 95th (m) 0.0 0.0 0.4 0.0 1.7 0.7Control Delay (s) 0.0 0.0 0.7 0.0 30.0 12.0Lane LOS A D BApproach Delay (s) 0.0 0.2 19.4Approach LOS C


Queues Existing Traffic Conditions5: Sherbourne Street & Dundas Street East Existing AM Peak Hour


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 26 277 29 593 66 227 39 210Lane Group Flow (vph) 0 358 0 772 73 271 43 274Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Minimum Split (s) 26.0 26.0 26.0 26.0 29.0 29.0 29.0 29.0Total Split (s) 35.0 35.0 35.0 35.0 35.0 35.0 35.0 35.0Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0Lead/LagLead-Lag Optimize?v/c Ratio 0.33 0.68 0.22 0.43 0.13 0.45Control Delay 13.3 19.3 14.9 16.3 13.4 16.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 13.3 19.3 14.9 16.3 13.4 16.1Queue Length 50th (m) 21.2 41.8 6.1 24.3 3.5 23.9Queue Length 95th (m) 34.5 61.5 14.9 43.5 9.5 43.4Internal Link Dist (m) 90.0 117.8 162.5 109.2Turn Bay Length (m) 28.0 29.0Base Capacity (vph) 1075 1135 329 627 342 613Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.33 0.68 0.22 0.43 0.13 0.45

Intersection SummaryCycle Length: 70Actuated Cycle Length: 70Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of GreenNatural Cycle: 55Control Type: Pretimed

Splits and Phases: 5: Sherbourne Street & Dundas Street East

HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions5: Sherbourne Street & Dundas Street East Existing AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 26 277 23 29 593 80 66 227 20 39 210 39Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.5 3.5 3.5 3.5 3.5 3.0 3.5 3.5 3.0 3.5 3.5Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00Frpb, ped/bikes 0.98 0.96 1.00 0.99 1.00 0.96Flpb, ped/bikes 0.99 0.99 0.90 1.00 0.94 1.00Frt 0.99 0.98 1.00 0.99 1.00 0.98Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 2872 2817 1331 1453 1377 1410Flt Permitted 0.86 0.93 0.55 1.00 0.55 1.00Satd. Flow (perm) 2490 2615 768 1453 799 1410Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 29 304 25 32 652 88 73 249 22 43 231 43RTOR Reduction (vph) 0 8 0 0 14 0 0 5 0 0 10 0Lane Group Flow (vph) 0 350 0 0 758 0 73 266 0 43 264 0Confl. Peds. (#/hr) 130 180 180 130 161 108 108 161Confl. Bikes (#/hr) 27 161 43 196Heavy Vehicles (%) 0% 5% 9% 17% 4% 3% 3% 10% 0% 3% 8% 10%Bus Blockages (#/hr) 0 10 0 0 10 0 0 10 0 0 10 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 29.0 29.0 29.0 29.0 29.0 29.0Effective Green, g (s) 30.0 30.0 30.0 30.0 30.0 30.0Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.43 0.43Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 1067 1120 329 622 342 604v/s Ratio Prot 0.18 c0.19v/s Ratio Perm 0.14 c0.29 0.10 0.05v/c Ratio 0.33 0.68 0.22 0.43 0.13 0.44Uniform Delay, d1 13.3 16.1 12.6 14.0 12.1 14.1Progression Factor 0.96 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.8 3.3 1.6 2.2 0.8 2.3Delay (s) 13.6 19.4 14.2 16.1 12.8 16.4Level of Service B B B B B BApproach Delay (s) 13.6 19.4 15.7 15.9Approach LOS B B B B

Intersection SummaryHCM 2000 Control Delay 16.9 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.56Actuated Cycle Length (s) 70.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 94.4% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

Weekday P.M. Peak Hour

Queues Existing Traffic Conditions1: Jarvis Street & Dundas Street East Weekday PM Peak Hour

13/01/2016 Synchro 8 ReportPM Existing.syn Page 1

Lane Group EBL EBT WBL WBT NBT SBTLane ConfigurationsVolume (vph) 99 643 49 342 996 666Lane Group Flow (vph) 0 819 0 468 1063 742Turn Type pm+pt NA Perm NA NA NAProtected Phases 7 4 8 2 6Permitted Phases 4 8Minimum Split (s) 10.0 28.0 28.0 28.0 27.0 27.0Total Split (s) 11.0 42.0 31.0 31.0 33.0 33.0Total Split (%) 14.7% 56.0% 41.3% 41.3% 44.0% 44.0%Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 1.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0Total Lost Time (s) 5.0 5.0 5.0 5.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yesv/c Ratio 0.68 0.59 0.62 0.65Control Delay 17.2 22.5 21.0 22.3Queue Delay 0.0 0.0 0.0 0.0Total Delay 17.2 22.5 21.0 22.3Queue Length 50th (m) 41.6 27.6 45.8 46.1Queue Length 95th (m) 58.2 43.2 59.7 64.8Internal Link Dist (m) 54.7 71.6 93.9 212.7Turn Bay Length (m)Base Capacity (vph) 1203 794 1702 1142Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.68 0.59 0.62 0.65

Intersection SummaryCycle Length: 75Actuated Cycle Length: 75Offset: 53 (71%), Referenced to phase 2:NBT and 6:SBTL, Start of GreenNatural Cycle: 65Control Type: Pretimed


HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions1: Jarvis Street & Dundas Street East Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 99 643 61 49 342 68 0 996 46 0 666 61Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 0.91 0.95Frpb, ped/bikes 0.97 0.96 0.99 0.98Flpb, ped/bikes 0.99 0.99 1.00 1.00Frt 0.99 0.98 0.99 0.99Flt Protected 0.99 0.99 1.00 1.00Satd. Flow (prot) 2933 2791 4543 3040Flt Permitted 0.79 0.80 1.00 1.00Satd. Flow (perm) 2327 2238 4543 3040Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98Adj. Flow (vph) 101 656 62 50 349 69 0 1016 47 0 680 62RTOR Reduction (vph) 0 6 0 0 19 0 0 7 0 0 9 0Lane Group Flow (vph) 0 813 0 0 449 0 0 1056 0 0 733 0Confl. Peds. (#/hr) 268 365 365 268 265 170 170 265Confl. Bikes (#/hr) 54 32 3 2Heavy Vehicles (%) 0% 2% 0% 0% 5% 1% 0% 0% 2% 0% 2% 0%Bus Blockages (#/hr) 0 10 0 0 10 0 0 0 0 0 0 0Turn Type pm+pt NA Perm NA NA NAProtected Phases 7 4 8 2 6Permitted Phases 4 8 6Actuated Green, G (s) 36.0 25.0 27.0 27.0Effective Green, g (s) 37.0 26.0 28.0 28.0Actuated g/C Ratio 0.49 0.35 0.37 0.37Clearance Time (s) 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 1212 775 1696 1134v/s Ratio Prot c0.07 0.23 c0.24v/s Ratio Perm c0.26 0.20v/c Ratio 0.67 0.58 0.62 0.65Uniform Delay, d1 14.4 20.0 19.2 19.4Progression Factor 1.00 1.00 1.00 1.00Incremental Delay, d2 3.0 3.1 1.7 2.9Delay (s) 17.4 23.2 20.9 22.3Level of Service B C C CApproach Delay (s) 17.4 23.2 20.9 22.3Approach LOS B C C C

Intersection SummaryHCM 2000 Control Delay 20.6 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.69Actuated Cycle Length (s) 75.0 Sum of lost time (s) 13.0Intersection Capacity Utilization 79.9% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions2: George Street & Dundas Street East Weekday PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 252 505 300 150 19 45 41Volume Left 0 0 0 0 19 0 5Volume Right 0 0 0 0 0 45 35cSH 848 1700 1700 1700 42 255 199Volume to Capacity 0.00 0.30 0.18 0.09 0.44 0.18 0.20Queue Length 95th (m) 0.0 0.0 0.0 0.0 12.4 5.0 5.9Control Delay (s) 0.0 0.0 0.0 0.0 144.4 22.1 27.6Lane LOS F C DApproach Delay (s) 0.0 0.0 58.0 27.6Approach LOS F D


HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions3: Site Driveway & Dundas Street East Weekday PM Peak Hour


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (veh/h) 734 1 1 403 7 7Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91Hourly flow rate (vph) 807 1 1 443 8 8Pedestrians 175 175 268Lane Width (m) 3.5 3.5 3.0Walking Speed (m/s) 1.2 1.2 1.2Percent Blockage 14 14 19Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 158 178pX, platoon unblocked 0.88 0.88 0.88vC, conflicting volume 1076 1474 847vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 815 1267 555tC, single (s) 4.1 6.8 6.9tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 92 97cM capacity (veh/h) 589 100 295

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 538 270 149 295 8 8Volume Left 0 0 1 0 8 0Volume Right 0 1 0 0 0 8cSH 1700 1700 589 1700 100 295Volume to Capacity 0.32 0.16 0.00 0.17 0.08 0.03Queue Length 95th (m) 0.0 0.0 0.0 0.0 2.0 0.6Control Delay (s) 0.0 0.0 0.1 0.0 43.8 17.5Lane LOS A E CApproach Delay (s) 0.0 0.0 30.7Approach LOS D


HCM Unsignalized Intersection Capacity Analysis Existing Traffic Conditions4: Pembroke Street & Dundas Street East Weekday PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1 SB 2Volume Total 534 280 166 289 24 15Volume Left 0 0 21 0 19 0Volume Right 0 13 0 0 0 10cSH 1700 1700 767 1700 116 189Volume to Capacity 0.31 0.16 0.03 0.17 0.21 0.08Queue Length 95th (m) 0.0 0.0 0.7 0.0 6.0 2.1Control Delay (s) 0.0 0.0 1.5 0.0 44.2 25.8Lane LOS A E DApproach Delay (s) 0.0 0.5 37.0Approach LOS E


Queues Existing Traffic Conditions5: Sherbourne Street & Dundas Street East Weekday PM Peak Hour





HCM Signalized Intersection Capacity Analysis Existing Traffic Conditions5: Sherbourne Street & Dundas Street East Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 44 653 49 37 323 74 51 272 57 48 278 39Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.5 3.5 3.5 3.5 3.5 3.0 3.5 3.5 3.0 3.5 3.5Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00Frpb, ped/bikes 0.97 0.94 1.00 0.97 1.00 0.98Flpb, ped/bikes 0.99 0.99 0.92 1.00 0.94 1.00Frt 0.99 0.97 1.00 0.97 1.00 0.98Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 2928 2750 1399 1482 1423 1460Flt Permitted 0.90 0.84 0.47 1.00 0.45 1.00Satd. Flow (perm) 2635 2312 689 1482 679 1460Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 48 718 54 41 355 81 56 299 63 53 305 43RTOR Reduction (vph) 0 7 0 0 25 0 0 11 0 0 7 0Lane Group Flow (vph) 0 813 0 0 452 0 56 351 0 53 341 0Confl. Peds. (#/hr) 169 218 218 169 153 125 125 153Confl. Bikes (#/hr) 99 40 137 74Heavy Vehicles (%) 0% 2% 6% 0% 5% 1% 0% 4% 0% 0% 7% 5%Bus Blockages (#/hr) 0 10 0 0 10 0 0 10 0 0 10 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 29.0 29.0 29.0 29.0 29.0 29.0Effective Green, g (s) 30.0 30.0 30.0 30.0 30.0 30.0Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.43 0.43Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 1129 990 295 635 291 625v/s Ratio Prot c0.24 0.23v/s Ratio Perm c0.31 0.20 0.08 0.08v/c Ratio 0.72 0.46 0.19 0.55 0.18 0.54Uniform Delay, d1 16.5 14.2 12.4 15.0 12.4 14.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 4.0 1.5 1.4 3.4 1.4 3.4Delay (s) 20.5 15.7 13.9 18.4 13.8 18.3Level of Service C B B B B BApproach Delay (s) 20.5 15.7 17.8 17.7Approach LOS C B B B


APPENDIX C

Corridor Growth TMC Surveys

City of Toronto - Traffic Safety Unit

Turning Movement Count Summary Report

Routine Hours

Survey Date:

Survey Type:

NORTHBOUND

Left Thru RightExits

Vehicle

Type

Time

Period

EASTBOUND

Left Thru Right

SOUTHBOUND

Left Thru Right

WESTBOUND

Left Thru RightTotal Exits Total Exits Total Exits Total Peds Bike Other

DUNDAS ST AT JARVIS ST (PX 8)2011-May-18 (Wednesday)

S

E

W

NCAR

TRK

BUS

08:00-09:00

AM PEAK

259

152

143

75

36

33

40

23

0

0

0

0

0

1

0 4

0

0 6

27

990

1

37

830

1

31

706

6

22

890

0

1

26 72

3

0

732

33

1 6

25

966

12

17

259 568

18

12 0

2

45

0

1

48

12

16

229 496

14

12 0

4

52 79

4

0 12

22

326

12

19

623

TOTAL: 1 868 4 1,023 766 27 738 997 75 918 47 288 49 598 360 56 257 654 83 522

S

E

W

NCAR

TRK

BUS

16:45-17:45

PM PEAK

499

307

161

125

35

19

33

51

0

0

0

0

0

0

1 3

0

0 4

13

793

5

12

992

5

5

877

4

12

702

0

2

23 72

0

0

901

7

5 4

12

777

15

12

608 377

2

10 0

6

58

0

1

47

15

10

582 304

2

10 0

0

44 57

1

0 15

16

684

10

4

408

TOTAL: 1 1,009 3 810 913 25 887 793 72 718 64 635 48 389 715 44 607 422 58 316

S

E

W

NCAR

TRK

BUS

OFF HRAVG

289

178

104

87

33

22

43

28

0

0

0

0

0

0

2 5

0

0 4

30

787

3

23

756

2

18

644

2

24

679

0

1

32 65

1

0

678

19

2 2

25

749

13

21

386 319

9

11 1

3

47

1

2

36

13

20

349 252

8

11 1

4

72 65

2

0 15

27

468

12

12

353

TOTAL: 2 782 5 821 699 33 664 776 66 705 51 420 39 339 510 77 382 377 67 271

S

E

W

NCAR

TRK

BUS

07:30-09:30

2 HR AM

459

264

233

134

73

62

75

53

0

0

0

0

0

1

1 10

0

0 11

55

1,969

9

63

1,575

7

52

1,359

10

45

1,789

0

5

43 152

5

0

1,403

58

7 10

50

1,951

27

44

504 996

33

26 1

4

77

1

2

83

27

39

451 843

27

26 0

8

97 139

7

1 28

51

625

28

36

1,065

TOTAL: 2 1,647 10 2,035 1,468 48 1,418 2,011 157 1,844 82 575 86 1,055 704 105 517 1,129 147 896

S

E

W

NCAR

TRK

BUS

16:00-18:00

2 HR PM

877

545

309

201

66

50

75

98

0

0

0

0

0

0

1 11

0

0 7

29

1,502

10

16

1,848

9

9

1,611

5

26

1,324

0

4

39 134

0

0

1,651

13

9 5

26

1,469

25

21

1,195 691

6

21 1

6

125

0

2

82

25

17

1,145 556

6

21 2

1

96 112

1

0 28

24

1,366

21

9

750

TOTAL: 1 1,874 11 1,538 1,673 43 1,629 1,500 134 1,355 132 1,241 84 718 1,418 99 1,187 780 113 583

S

E

W

NCAR

TRK

BUS

07:30-18:00

8 HR SUM

2,492

1,519

959

681

269

201

321

261

0

0

0

0

0

1

10 39

0

0 33

200

6,617

31

171

6,446

25

133

5,546

24

167

5,827

0

14

211 545

7

0

5,767

148

25 24

174

6,411

103

148

3,241 2,961

73

92 4

23

389

3

10

309

103

134

2,991 2,406

65

92 6

23

481 511

15

2 113

180

3,861

97

90

3,226

TOTAL: 11 6,648 39 6,850 5,940 225 5,704 6,609 552 6,018 416 3,492 322 3,126 4,154 510 3,228 3,413 528 2,563

Total 8 Hour Vehicle Volume: 20,116 Total 8 Hour Intersection Volume: 21,168Total 8 Hour Bicycle Volume: 1,052

Comment:

Page 1 of 1 Printed On: 24 Jul, 2014 1:35:19PM

Future Background Corridor Growth-Dundas & Jarvis

NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR2011 Sum 738 918 257 5222015 Sum 634 990 277 541

Years 5 -104 72 20 19-2.6% 1.4% 1.4% 0.7%

NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR2011 Sum 887 718 607 3162015 Sum 996 666 643 342

109 -52 36 262.2% -1.3% 1.1% 1.5%

DirectionAM Peak

HourPM Peak

Hour

Northbound Through -3% 2%

Southbound Through 1% -1%

Eastbound Through 1% 1%

Westbound Through 1% 1%

Annual Growth Rate

AM Corridor Growth 8:00-9:00a

PM Corridor Growth 5-6p

APPENDIX D

Levels of Service, Future Background Traffic Conditions

Queues Future Background Traffic Conditions1: Jarvis Street & Dundas Street East AM Peak Hour

13/01/2016 Synchro 8 ReportAM Future Background.syn Page 1

Lane Group EBL EBT WBL WBT NBT SBTLane ConfigurationsVolume (vph) 56 317 113 612 692 1088Lane Group Flow (vph) 0 432 0 903 753 1231Turn Type Perm NA Perm NA NA NAProtected Phases 4 8 2 6Permitted Phases 4 8Minimum Split (s) 28.0 28.0 28.0 28.0 27.0 27.0Total Split (s) 35.0 35.0 35.0 35.0 35.0 35.0Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0Total Lost Time (s) 5.0 5.0 5.0 5.0Lead/LagLead-Lag Optimize?v/c Ratio 0.50 0.92 0.56 0.65Control Delay 16.9 28.5 16.9 17.6Queue Delay 0.0 0.0 0.0 0.0Total Delay 16.9 28.5 16.9 17.6Queue Length 50th (m) 21.6 65.3 39.0 46.4Queue Length 95th (m) 34.3 #102.4 55.4 60.8Internal Link Dist (m) 54.7 71.6 93.9 212.7Turn Bay Length (m)Base Capacity (vph) 871 977 1337 1882Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.50 0.92 0.56 0.65

Intersection SummaryCycle Length: 70Actuated Cycle Length: 70Offset: 65 (93%), Referenced to phase 2:NBT and 6:SBT, Start of GreenNatural Cycle: 60Control Type: Pretimed# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


HCM Signalized Intersection Capacity Analysis Future Background Traffic Conditions1: Jarvis Street & Dundas Street East AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 56 317 42 113 612 141 0 692 31 0 1088 94Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 0.95 0.91Frpb, ped/bikes 0.97 0.95 0.99 0.97Flpb, ped/bikes 0.99 0.98 1.00 1.00Frt 0.98 0.98 0.99 0.99Flt Protected 0.99 0.99 1.00 1.00Satd. Flow (prot) 2761 2720 3108 4360Flt Permitted 0.73 0.81 1.00 1.00Satd. Flow (perm) 2029 2226 3108 4360Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96Adj. Flow (vph) 58 330 44 118 638 147 0 721 32 0 1133 98RTOR Reduction (vph) 0 2 0 0 23 0 0 5 0 0 14 0Lane Group Flow (vph) 0 430 0 0 880 0 0 748 0 0 1217 0Confl. Peds. (#/hr) 257 287 287 257 332 124 124 332Confl. Bikes (#/hr) 25 115 13Heavy Vehicles (%) 8% 8% 3% 7% 4% 7% 0% 2% 5% 0% 2% 2%Bus Blockages (#/hr) 0 10 0 0 10 0 0 0 0 0 0 0Turn Type Perm NA Perm NA NA NAProtected Phases 4 8 2 6Permitted Phases 4 8Actuated Green, G (s) 29.0 29.0 29.0 29.0Effective Green, g (s) 30.0 30.0 30.0 30.0Actuated g/C Ratio 0.43 0.43 0.43 0.43Clearance Time (s) 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 869 954 1332 1868v/s Ratio Prot 0.24 c0.28v/s Ratio Perm 0.21 c0.40v/c Ratio 0.50 0.92 0.56 0.65Uniform Delay, d1 14.5 18.9 15.1 15.9Progression Factor 1.00 0.69 1.00 1.00Incremental Delay, d2 2.0 13.8 1.7 1.8Delay (s) 16.5 26.8 16.8 17.6Level of Service B C B BApproach Delay (s) 16.5 26.8 16.8 17.6Approach LOS B C B B

Intersection SummaryHCM 2000 Control Delay 19.8 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.79Actuated Cycle Length (s) 70.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 86.0% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Future Background Traffic Conditions2: George Street & Dundas Street East AM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 129 258 538 269 23 51 148Volume Left 0 0 0 0 23 0 16Volume Right 0 0 0 0 0 51 132cSH 787 1700 1700 1700 81 388 321Volume to Capacity 0.00 0.15 0.32 0.16 0.29 0.13 0.46Queue Length 95th (m) 0.0 0.0 0.0 0.0 8.5 3.6 18.5Control Delay (s) 0.0 0.0 0.0 0.0 66.7 15.7 25.4Lane LOS F C DApproach Delay (s) 0.0 0.0 31.7 25.4Approach LOS D D


HCM Unsignalized Intersection Capacity Analysis Future Background Traffic Conditions3: Site Driveway & Dundas Street East AM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 298 156 274 538 0 0Volume Left 0 0 6 0 0 0Volume Right 0 7 0 0 0 0cSH 1700 1700 856 1700 1700 1700Volume to Capacity 0.18 0.09 0.01 0.32 0.00 0.00Queue Length 95th (m) 0.0 0.0 0.2 0.0 0.0 0.0Control Delay (s) 0.0 0.0 0.3 0.0 0.0 0.0Lane LOS A A AApproach Delay (s) 0.0 0.1 0.0Approach LOS A


HCM Unsignalized Intersection Capacity Analysis Future Background Traffic Conditions4: Pembroke Street & Dundas Street East AM Peak Hour





Queues Future Background Traffic Conditions5: Sherbourne Street & Dundas Street East AM Peak Hour





HCM Signalized Intersection Capacity Analysis Future Background Traffic Conditions5: Sherbourne Street & Dundas Street East AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 27 339 25 29 628 80 66 227 20 39 225 40Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.5 3.5 3.5 3.5 3.5 3.0 3.5 3.5 3.0 3.5 3.5Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00Frpb, ped/bikes 0.98 0.96 1.00 0.99 1.00 0.96Flpb, ped/bikes 1.00 0.99 0.91 1.00 0.94 1.00Frt 0.99 0.98 1.00 0.99 1.00 0.98Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 2887 2829 1336 1453 1377 1413Flt Permitted 0.87 0.92 0.53 1.00 0.55 1.00Satd. Flow (perm) 2513 2618 744 1453 799 1413Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 30 373 27 32 690 88 73 249 22 43 247 44RTOR Reduction (vph) 0 7 0 0 13 0 0 5 0 0 9 0Lane Group Flow (vph) 0 423 0 0 797 0 73 266 0 43 282 0Confl. Peds. (#/hr) 130 180 180 130 161 108 108 161Confl. Bikes (#/hr) 27 161 43 196Heavy Vehicles (%) 0% 5% 9% 17% 4% 3% 3% 10% 0% 3% 8% 10%Bus Blockages (#/hr) 0 10 0 0 10 0 0 10 0 0 10 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 29.0 29.0 29.0 29.0 29.0 29.0Effective Green, g (s) 30.0 30.0 30.0 30.0 30.0 30.0Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.43 0.43Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 1077 1122 318 622 342 605v/s Ratio Prot 0.18 c0.20v/s Ratio Perm 0.17 c0.30 0.10 0.05v/c Ratio 0.39 0.71 0.23 0.43 0.13 0.47Uniform Delay, d1 13.7 16.4 12.7 14.0 12.1 14.3Progression Factor 0.94 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.0 3.8 1.7 2.2 0.8 2.6Delay (s) 14.0 20.2 14.4 16.1 12.8 16.8Level of Service B C B B B BApproach Delay (s) 14.0 20.2 15.8 16.3Approach LOS B C B B


Queues Future Background Traffic Conditions1: Jarvis Street & Dundas Street East Weekday PM Peak Hour

13/01/2016 Synchro 8 ReportPM Future Background.syn Page 1

Lane Group EBL EBT WBL WBT NBT SBTLane ConfigurationsVolume (vph) 127 683 82 392 1147 685Lane Group Flow (vph) 0 903 0 581 1223 761Turn Type pm+pt NA Perm NA NA NAProtected Phases 7 4 8 2 6Permitted Phases 4 8Minimum Split (s) 10.0 28.0 28.0 28.0 27.0 27.0Total Split (s) 11.0 42.0 31.0 31.0 33.0 33.0Total Split (%) 14.7% 56.0% 41.3% 41.3% 44.0% 44.0%Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 1.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0Total Lost Time (s) 5.0 5.0 5.0 5.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yesv/c Ratio 0.85 0.82 0.72 0.67Control Delay 24.9 33.0 22.9 22.7Queue Delay 0.0 0.0 0.0 0.0Total Delay 24.9 33.0 22.9 22.7Queue Length 50th (m) 48.0 38.6 55.3 47.6Queue Length 95th (m) #74.7 #67.7 71.3 67.0Internal Link Dist (m) 54.7 71.6 93.9 212.7Turn Bay Length (m)Base Capacity (vph) 1065 705 1701 1144Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.85 0.82 0.72 0.67

Intersection SummaryCycle Length: 75Actuated Cycle Length: 75Offset: 53 (71%), Referenced to phase 2:NBT and 6:SBTL, Start of GreenNatural Cycle: 65Control Type: Pretimed# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


HCM Signalized Intersection Capacity Analysis Future Background Traffic Conditions1: Jarvis Street & Dundas Street East Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 127 683 74 82 392 95 0 1147 52 0 685 61Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 0.91 0.95Frpb, ped/bikes 0.97 0.95 0.99 0.98Flpb, ped/bikes 0.99 0.99 1.00 1.00Frt 0.99 0.97 0.99 0.99Flt Protected 0.99 0.99 1.00 1.00Satd. Flow (prot) 2927 2762 4544 3043Flt Permitted 0.68 0.71 1.00 1.00Satd. Flow (perm) 2010 1969 4544 3043Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98Adj. Flow (vph) 130 697 76 84 400 97 0 1170 53 0 699 62RTOR Reduction (vph) 0 6 0 0 22 0 0 6 0 0 9 0Lane Group Flow (vph) 0 897 0 0 559 0 0 1217 0 0 752 0Confl. Peds. (#/hr) 268 365 365 268 265 170 170 265Confl. Bikes (#/hr) 54 32 3 2Heavy Vehicles (%) 0% 2% 0% 0% 5% 1% 0% 0% 2% 0% 2% 0%Bus Blockages (#/hr) 0 10 0 0 10 0 0 0 0 0 0 0Turn Type pm+pt NA Perm NA NA NAProtected Phases 7 4 8 2 6Permitted Phases 4 8 6Actuated Green, G (s) 36.0 25.0 27.0 27.0Effective Green, g (s) 37.0 26.0 28.0 28.0Actuated g/C Ratio 0.49 0.35 0.37 0.37Clearance Time (s) 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 1089 682 1696 1136v/s Ratio Prot c0.09 c0.27 0.25v/s Ratio Perm c0.32 0.28v/c Ratio 0.82 0.82 0.72 0.66Uniform Delay, d1 16.2 22.4 20.1 19.6Progression Factor 1.00 1.00 1.00 1.00Incremental Delay, d2 7.1 10.6 2.6 3.0Delay (s) 23.3 32.9 22.8 22.6Level of Service C C C CApproach Delay (s) 23.3 32.9 22.8 22.6Approach LOS C C C C

Intersection SummaryHCM 2000 Control Delay 24.6 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.81Actuated Cycle Length (s) 75.0 Sum of lost time (s) 13.0Intersection Capacity Utilization 86.6% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Future Background Traffic Conditions2: George Street & Dundas Street East Weekday PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 267 535 349 174 26 51 86Volume Left 0 0 0 0 26 0 10Volume Right 0 0 0 0 0 51 76cSH 797 1700 1700 1700 28 262 189Volume to Capacity 0.00 0.31 0.21 0.10 0.93 0.19 0.45Queue Length 95th (m) 0.0 0.0 0.0 0.0 24.2 5.6 17.0Control Delay (s) 0.0 0.0 0.0 0.0 348.1 22.0 38.8Lane LOS F C EApproach Delay (s) 0.0 0.0 133.8 38.8Approach LOS F E


HCM Unsignalized Intersection Capacity Analysis Future Background Traffic Conditions3: Site Driveway & Dundas Street East Weekday PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 574 288 173 344 8 8Volume Left 0 0 1 0 8 0Volume Right 0 1 0 0 0 8cSH 1700 1700 567 1700 88 296Volume to Capacity 0.34 0.17 0.00 0.20 0.09 0.03Queue Length 95th (m) 0.0 0.0 0.0 0.0 2.2 0.6Control Delay (s) 0.0 0.0 0.1 0.0 49.7 17.5Lane LOS A E CApproach Delay (s) 0.0 0.0 33.6Approach LOS D


HCM Unsignalized Intersection Capacity Analysis Future Background Traffic Conditions4: Pembroke Street & Dundas Street East Weekday PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1 SB 2Volume Total 571 299 190 338 24 15Volume Left 0 0 21 0 19 0Volume Right 0 13 0 0 0 10cSH 1700 1700 737 1700 136 209Volume to Capacity 0.34 0.18 0.03 0.20 0.18 0.07Queue Length 95th (m) 0.0 0.0 0.7 0.0 5.0 1.9Control Delay (s) 0.0 0.0 1.4 0.0 37.1 23.5Lane LOS A E CApproach Delay (s) 0.0 0.5 31.8Approach LOS D


Queues Future Background Traffic Conditions5: Sherbourne Street & Dundas Street East Weekday PM Peak Hour





HCM Signalized Intersection Capacity Analysis Future Background Traffic Conditions5: Sherbourne Street & Dundas Street East Weekday PM Peak Hour



Intersection SummaryHCM 2000 Control Delay 19.4 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.69Actuated Cycle Length (s) 70.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 100.5% ICU Level of Service GAnalysis Period (min) 15c Critical Lane Group

APPENDIX E

Proxy Survey Rates-15 Stafford

15 Stafford Street Proxy Trip Generation Survey Summary

Average Tr

Peds Auto Bicycle Taxi Car Share Peds Auto Bicycle Taxi Car SharePeds Auto Bicycle Taxi Car Share Peds Auto Bicycle Taxi Car Share 6.6 7.6 0.2 0.2 0 21.4 16.2 4 0.2 0

June 5th 3 9 0 0 0 9 12 5 0 0 WeekdayJune 6th 6 4 0 0 0 6 13 1 0 0 WeekendJune 7th 2 0 0 0 0 9 4 0 0 0 N/A Peds Auto Bicycle Taxi Car Share Peds Auto Bicycle Taxi Car ShareJune 8th 0 0 0 0 0 0 0 0 0 0 19.8 16.4 1.2 0.4 0 9.8 8.6 0.2 0.4 0June 9th 8 1 0 0 0 29 18 5 0 0June 10th 11 5 1 0 0 21 17 4 0 0 Trip Gen Rate (per unit) 142June 11th 4 6 0 1 0 30 16 4 1 0June 12th 7 17 0 0 0 18 18 2 0 0

Peds Auto Bicycle Taxi Car Share Peds Auto Bicycle Taxi Car ShareDate Inbound Outbound 0.05 0.05 0.00 0.00 0.00 0.15 0.11 0.03 0.00 0.00

Peds Auto Bicycle Taxi Car Share Peds Auto Bicycle Taxi Car ShareJune 5th 19 18 1 1 0 9 8 0 1 0June 6th 16 16 0 0 0 17 8 2 0 0 Peds Auto Bicycle Taxi Car Share Peds Auto Bicycle Taxi Car ShareJune 7th 10 13 0 0 0 9 9 1 0 0 0.14 0.12 0.01 0.00 0.00 0.07 0.06 0.00 0.00 0.00June 8th 11 25 2 1 0 10 5 0 1 0June 9th 32 18 2 0 0 14 14 1 0 0June 10th 34 19 2 0 0 8 9 0 0 0June 11th 7 16 1 1 0 12 8 0 1 0June 12th 7 11 0 0 0 6 4 0 0 0

PM Peak Hour (5:00 ‐ 6:00p)Inbound Outbound


Date

AM Peak Hour (8:00 ‐ 9:00a)15 Stafford Street Trip Generation

Inbound Outbound


AM Peak Hour (8:00 ‐ 9:00a)

AM Peak Hour (8:00 ‐ 9:00a)Inbound Outbound

APPENDIX F

TTS Distribution Pull

TTS PULL - RESIDENTIAL INBOUNDUSER : Michael McConnell - University of WaterlooDATE : Jan 7 2016 (15:05:54)DATA : 2011 TTS V1.0 TripsFILTER 1 : gta06_dest => 23 24 37 38FILTER 2 : dwell_type => ApartmentFILTER 3 : trip_purp => Home-Based Work Home-based School Home-based DiscretionaryFILTER 4 : mode_prime => Auto driver Motorcycle Taxi passengerFILTER 5 : start_time => 1500-1800ROW : pd_origCOLUMN : gta06_dest Group 1 : 23 24 37 38

Destination Trips NB Jarvis SB Jarvis WB DundasEB Dundas NB SherbourneB SherbournNB Jarvis SB Jarvis WB DundasEB DundasB SherbourB SherbournePD 1 of Toronto 601 17% 13% 18% 21% 16% 14% 101.22 80.66 109.52 128.11 97.66 83.82 PD 2 of Toronto 53 50% 50% 26.5 0 0 26.5 0 0PD 4 of Toronto 74 100% 0 74 0 0 0 0PD 5 of Toronto 41 100% 0 0 41 0 0 0PD 6 of Toronto 115 100% 0 0 115 0 0 0PD 8 of Toronto 65 100% 65 0 0 0 0 0PD 9 of Toronto 17 100% 17 0 0 0 0 0PD 10 of Toronto 10 100% 10 0 0 0 0 0PD 11 of Toronto 48 100% 48 0 0 0 0PD 12 of Toronto 37 100% 0 0 37 0 0 0PD 13 of Toronto 10 100% 0 0 10 0 0 0PD 15 of Toronto 18 100% 0 0 18 0 0 0Markham 23 100% 0 0 23 0 0 0Vaughan 7 100% 7 0 0 0 0 0Brampton 27 25% 75% 6.75 0 20.25 0 0 0Mississauga 84 100% 84 0 0 0 0 0Oakville 62 100% 62 0 0 0 0 0Lincoln 10 100% 10 0 0 0 0 0Essa 7 100% 7 0 0 0 0 0Haldimand-Norfolk 10 100% 10 0 0 0 0 0

1319 454.47 154.66 373.77 154.61 97.66 83.82 1,319.00 34% 12% 28% 12% 7% 6%

TTS PULL-RESIDENTIAL OUTBOUNDUSER : Michael McConnell - University of WaterlooDATE : Jan 7 2016 (15:05:54)DATA : 2011 TTS V1.0 TripsFILTER 1 : gta06_orig => 23 24FILTER 2 : dwell_type => ApartmentFILTER 3 : trip_purp => Home-Based Work Home-based SchoolFILTER 4 : mode_prime => Auto driver MotorcycleFILTER 5 : start_time => 600-900ROW : pd_destCOLUMN : gta06_orig Group 1 : 23 24

Destination Trips NB Jarvis SB Jarvis WB DundasEB Dundas NB Sherbourne SB Sherbourne NB Jarvis SB Jarvis WB Dundas EB Dundas NB Sherbourne SB SherbournePD 1 of Toronto 394 20% 39% 18% 0% 15% 7% 79.80 155.23 71.69 - 59.85 27.43 PD 2 of Toronto 10 50% 50% - 5.00 5.00 - - - PD 3 of Toronto 10 50% 50% - 5.00 5.00 - - - PD 4 of Toronto 112 100% 112.00 - - - - - PD 5 of Toronto 44 100% - - - 44.00 - - PD 6 of Toronto 124 100% - - - 124.00 - - PD 8 of Toronto 10 100% - 10.00 - - - - PD 9 of Toronto 10 100% - 10.00 - - - - PD 11 of Toronto 34 100% 34.00 - - - - - PD 12 of Toronto 27 100% - - - 27.00 - - PD 13 of Toronto 22 100% - - - 22.00 - - Aurora 10 100% - - - 10.00 - - Markham 27 100% - - - 27.00 - - King 10 100% - - - 10.00 - - Vaughan 7 100% - - - 7.00 - - Brampton 17 25% 75% - 4.25 - 12.75 - - Mississauga 103 100% - 103.00 - - - - Oakville 62 100% - 62.00 - - - - Essa 7 100% - 7.00 - - - - Hastings 7 100% - 7.00 - - - -

1047 225.80 368.48 81.69 283.75 59.85 27.43 1,047.00 22% 35% 8% 27% 6% 3%

APPENDIX G

TTS Transit Distribution Pull

TTS TRANSIT DISTRIBUTION‐AM PEAK HOUR OUTBOUND

USER : Do-Hyun 'Dominic' Cho - LEA Consulting Ltd.DATE : Jan 8 2016 (12:58:34)DATA : 2011 TTS V1.0 TripsFILTER 1 : dwell_type => ApartmentFILTER 2 : start_time => 600-900FILTER 3 : mode_prime => Auto driv Motorcycl Taxi passengerFILTER 4 : purp_dest => Daycare Facilitate a Market/Sh Other School WorkFILTER 5 : gta06_orig => 24 36 25 37ROW : gta06_destCOLUMN : gta06_orig Group 1 : 24 36 25 37

Zones Trips

Group 1QUEEN EAST

RICHMOND WEST

CHURCH SOUTH

CHURCH NORTH

QUEEN EAST

RICHMOND WEST

CHURCH SOUTH

CHURCH NORTH

17 10 0.5 0.5 1 5 0 0 521 17 0.5 0.5 1 8.5 0 0 8.523 32 0.5 0.5 1 16 0 0 1625 22 1 1 0 0 22 032 19 0.5 0.5 1 0 9.5 9.5 033 10 0.5 0.5 1 0 5 5 034 17 0.5 0.5 1 0 8.5 8.5 036 21 0.5 0.5 1 0 10.5 10.5 037 13 0.5 0.5 1 0 6.5 0 6.538 9 0 1 1 0 0 0 945 29 0.5 0.5 1 0 14.5 0 14.547 12 0.5 0.5 1 0 6 0 654 21 0.5 0.5 1 0 10.5 0 10.556 29 0.5 0.5 1 0 14.5 14.5 068 17 0.5 0.5 1 0 8.5 0 8.570 21 0.5 0.5 1 0 10.5 0 10.575 7 1 1 0 7 0 078 13 0.75 0.25 1 0 9.75 3.25 089 10 0.5 0.5 1 0 5 5 0

PD 2 of Toronto 10 0.5 0.5 1 0 5 5 0PD 5 of Toronto 67 0.25 0 0.75 1 16.75 0 50.25 0PD 6 of Toronto 68 0 1 1 0 0 68 0PD 8 of Toronto 82 1 1 0 0 82 0

PD 11 of Toronto 32 0.5 0.5 1 0 0 16 16PD 13 of Toronto 47 0.5 0.5 1 0 0 23.5 23.5PD 16 of Toronto 14 1 1 0 0 14 0

Pickering 21 1 1 0 0 21 0Aurora 10 1 1 0 0 10 0

Richmond Hill 34 1 1 0 0 34 0Markham 22 1 1 0 0 22 0Vaughan 25 1 1 0 0 25 0

Mississauga 207 1 1 0 0 207 0Oakville 17 1 1 0 0 17 0

New Tecumseth 60 1 1 0 0 60 0Essa 7 1 1 0 0 7 0

1052 46.25 131.25 740 134.54.4% 12.5% 70.3% 12.8%1052 100%

TTS TRANSIT DISTRIBUTION‐PM PEAK HOUR INBOUNDUSER : Do-Hyun 'Dominic' Cho - LEA Consulting Ltd.DATE : Jan 8 2016 (12:58:34)DATA : 2011 TTS V1.0 TripsFILTER 1 : dwell_type => ApartmentFILTER 2 : start_time => 1600-1800FILTER 3 : mode_prime => Auto driv Motorcycl Taxi passengerFILTER 4 : gta06_dest => 24 25 36 37FILTER 5 : purp_dest => HomeROW : gta06_origCOLUMN : gta06_dest Group 1 : 24 36 25 37

Group 1

QUEEN EAST (FROM WEST)

RICHMOND/EAST (FROM EAST)

JARVIS/NORTH (FROM SOUTH)

JARVIS/SOUTH

(FROM NORTH)

QUEEN/WEST

(FROM WEST)

RICHMOND/EAST (FROM EAST)

JARVIS/NORTH (FROM SOUTH)

JARVIS/SOUTH

(FROM NORTH)

23 17 0.5 0.5 1 0 8.5 0 8.525 22 0.5 0.5 1 0 11 11 031 56 1 1 0 0 56 033 10 1 1 0 0 10 045 9 0.5 0 0.5 1 4.5 0 0 4.547 12 0.5 0.5 1 6 0 0 651 20 0.5 0 0.5 1 10 0 0 1056 22 1 1 0 0 22 057 17 1 1 0 0 17 067 17 0.5 0 0.5 1 8.5 0 0 8.570 21 0.5 0 0.5 1 10.5 0 0 10.575 7 0.5 0 0.5 1 3.5 0 0 3.577 13 0.25 0.75 1 3.25 0 9.75 078 13 1 1 0 0 13 0

PD 4 of Toronto 10 0.5 0.5 1 5 0 0 5PD 5 of Toronto 29 1 0 1 0 29 0 0PD 6 of Toronto 121 1 0 1 0 121 0 0PD 8 of Toronto 22 0 1 1 0 0 22 0

PD 11 of Toronto 10 1 1 0 10 0 0PD 12 of Toronto 9 1 0 1 0 9 0 0PD 13 of Toronto 47 1 0 1 0 47 0 0

Pickering 21 1 0 1 0 21 0 0Richmond Hill 34 1 0 1 0 34 0 0

Vaughan 13 1 0 1 0 13 0 0Brampton 9 1 1 0 0 9 0

Mississauga 188 1 1 0 0 188 0Oakville 17 1 1 0 0 17 0

Essa 7 0.5 0.5 1 0 3.5 3.5 0793 51.25 307 378.25 56.5

6% 39% 48% 7%793

100%

APPENDIX H

Levels of Service - Future Total Traffic Conditions

Queues Future Total Traffic Conditions1: Jarvis Street & Dundas Street East AM Peak Hour

21/01/2016 Synchro 8 ReportAM Future Total.syn Page 1

Lane Group EBL EBT WBL WBT NBT SBL SBTLane ConfigurationsVolume (vph) 56 313 125 615 692 2 1088Lane Group Flow (vph) 0 428 0 925 759 0 1233Turn Type Perm NA Perm NA NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 6Minimum Split (s) 28.0 28.0 28.0 28.0 27.0 27.0 27.0Total Split (s) 35.0 35.0 35.0 35.0 35.0 35.0 35.0Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0Total Lost Time (s) 5.0 5.0 5.0 5.0Lead/LagLead-Lag Optimize?v/c Ratio 0.50 0.97 0.57 0.70Control Delay 16.9 36.8 17.0 18.5Queue Delay 0.0 0.0 0.0 0.0Total Delay 16.9 36.8 17.0 18.5Queue Length 50th (m) 21.4 68.6 39.4 47.7Queue Length 95th (m) 34.2 #107.9 56.1 63.0Internal Link Dist (m) 54.7 71.6 93.9 212.7Turn Bay Length (m)Base Capacity (vph) 861 954 1333 1768Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.50 0.97 0.57 0.70



HCM Signalized Intersection Capacity Analysis Future Total Traffic Conditions1: Jarvis Street & Dundas Street East AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 56 313 42 125 615 148 0 692 36 2 1088 94Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 0.95 0.91Frpb, ped/bikes 0.97 0.95 0.99 0.97Flpb, ped/bikes 0.99 0.98 1.00 1.00Frt 0.98 0.98 0.99 0.99Flt Protected 0.99 0.99 1.00 1.00Satd. Flow (prot) 2760 2709 3101 4359Flt Permitted 0.72 0.80 1.00 0.94Satd. Flow (perm) 2006 2170 3101 4094Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96Adj. Flow (vph) 58 326 44 130 641 154 0 721 38 2 1133 98RTOR Reduction (vph) 0 2 0 0 24 0 0 5 0 0 14 0Lane Group Flow (vph) 0 426 0 0 901 0 0 754 0 0 1219 0Confl. Peds. (#/hr) 257 287 287 257 332 124 124 332Confl. Bikes (#/hr) 25 115 13Heavy Vehicles (%) 8% 8% 3% 7% 4% 7% 0% 2% 5% 0% 2% 2%Bus Blockages (#/hr) 0 10 0 0 10 0 0 0 0 0 0 0Turn Type Perm NA Perm NA NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 6Actuated Green, G (s) 29.0 29.0 29.0 29.0Effective Green, g (s) 30.0 30.0 30.0 30.0Actuated g/C Ratio 0.43 0.43 0.43 0.43Clearance Time (s) 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 859 930 1329 1754v/s Ratio Prot 0.24v/s Ratio Perm 0.21 c0.42 c0.30v/c Ratio 0.50 0.97 0.57 0.69Uniform Delay, d1 14.5 19.5 15.1 16.3Progression Factor 1.00 0.71 1.00 1.00Incremental Delay, d2 2.0 20.9 1.8 2.3Delay (s) 16.6 34.7 16.9 18.6Level of Service B C B BApproach Delay (s) 16.6 34.7 16.9 18.6Approach LOS B C B B


HCM Unsignalized Intersection Capacity Analysis Future Total Traffic Conditions2: George Street & Dundas Street East AM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 130 260 554 277 23 51 148Volume Left 0 0 0 0 23 0 16Volume Right 0 0 0 0 0 51 132cSH 768 1700 1700 1700 76 384 308Volume to Capacity 0.00 0.15 0.33 0.16 0.31 0.13 0.48Queue Length 95th (m) 0.0 0.0 0.0 0.0 9.1 3.6 19.7Control Delay (s) 0.0 0.0 0.0 0.0 72.3 15.8 27.0Lane LOS F C DApproach Delay (s) 0.0 0.0 33.5 27.0Approach LOS D D


HCM Unsignalized Intersection Capacity Analysis Future Total Traffic Conditions3: Site Driveway & Dundas Street East AM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 298 159 277 538 24 13Volume Left 0 0 8 0 24 0Volume Right 0 10 0 0 0 13cSH 1700 1700 854 1700 179 362Volume to Capacity 0.18 0.09 0.01 0.32 0.14 0.04Queue Length 95th (m) 0.0 0.0 0.2 0.0 3.7 0.9Control Delay (s) 0.0 0.0 0.4 0.0 28.3 15.3Lane LOS A D CApproach Delay (s) 0.0 0.1 23.7Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Future Total Traffic Conditions4: Pembroke Street & Dundas Street East AM Peak Hour





Queues Future Total Traffic Conditions5: Sherbourne Street & Dundas Street East AM Peak Hour





HCM Signalized Intersection Capacity Analysis Future Total Traffic Conditions5: Sherbourne Street & Dundas Street East AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 29 348 26 29 628 80 67 227 20 39 225 41Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.5 3.5 3.5 3.5 3.5 3.0 3.5 3.5 3.0 3.5 3.5Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00Frpb, ped/bikes 0.98 0.96 1.00 0.99 1.00 0.96Flpb, ped/bikes 1.00 0.99 0.91 1.00 0.94 1.00Frt 0.99 0.98 1.00 0.99 1.00 0.98Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 2882 2829 1336 1453 1377 1412Flt Permitted 0.86 0.92 0.53 1.00 0.55 1.00Satd. Flow (perm) 2495 2616 743 1453 799 1412Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 32 382 29 32 690 88 74 249 22 43 247 45RTOR Reduction (vph) 0 7 0 0 13 0 0 5 0 0 9 0Lane Group Flow (vph) 0 436 0 0 797 0 74 266 0 43 283 0Confl. Peds. (#/hr) 130 180 180 130 161 108 108 161Confl. Bikes (#/hr) 27 161 43 196Heavy Vehicles (%) 0% 5% 9% 17% 4% 3% 3% 10% 0% 3% 8% 10%Bus Blockages (#/hr) 0 10 0 0 10 0 0 10 0 0 10 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 29.0 29.0 29.0 29.0 29.0 29.0Effective Green, g (s) 30.0 30.0 30.0 30.0 30.0 30.0Actuated g/C Ratio 0.43 0.43 0.43 0.43 0.43 0.43Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 1069 1121 318 622 342 605v/s Ratio Prot 0.18 c0.20v/s Ratio Perm 0.17 c0.30 0.10 0.05v/c Ratio 0.41 0.71 0.23 0.43 0.13 0.47Uniform Delay, d1 13.8 16.4 12.7 14.0 12.1 14.3Progression Factor 0.95 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.1 3.8 1.7 2.2 0.8 2.6Delay (s) 14.2 20.3 14.4 16.1 12.8 16.9Level of Service B C B B B BApproach Delay (s) 14.2 20.3 15.8 16.4Approach LOS B C B B


Queues Future Total Traffic Conditions1: Jarvis Street & Dundas Street East Weekday PM Peak Hour

21/01/2016 Synchro 8 ReportPM Future Total.syn Page 1

Lane Group EBL EBT WBL WBT NBT SBL SBTLane ConfigurationsVolume (vph) 127 686 88 386 1147 4 685Lane Group Flow (vph) 0 906 0 585 1235 0 765Turn Type pm+pt NA Perm NA NA Perm NAProtected Phases 7 4 8 2 6Permitted Phases 4 8 6Minimum Split (s) 10.0 28.0 28.0 28.0 27.0 27.0 27.0Total Split (s) 11.0 42.0 31.0 31.0 33.0 33.0 33.0Total Split (%) 14.7% 56.0% 41.3% 41.3% 44.0% 44.0% 44.0%Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 1.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -1.0 -1.0 -1.0 -1.0Total Lost Time (s) 5.0 5.0 5.0 5.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yesv/c Ratio 0.85 0.85 0.73 0.71Control Delay 25.0 35.2 23.0 23.9Queue Delay 0.0 0.0 0.0 0.0Total Delay 25.0 35.2 23.0 23.9Queue Length 50th (m) 48.3 39.3 56.0 48.9Queue Length 95th (m) #75.1 #69.7 72.0 69.2Internal Link Dist (m) 54.7 71.6 93.9 212.7Turn Bay Length (m)Base Capacity (vph) 1067 689 1698 1084Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.85 0.85 0.73 0.71



HCM Signalized Intersection Capacity Analysis Future Total Traffic Conditions1: Jarvis Street & Dundas Street East Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 127 686 74 88 386 99 0 1147 64 4 685 61Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0Lane Util. Factor 0.95 0.95 0.91 0.95Frpb, ped/bikes 0.97 0.95 0.99 0.98Flpb, ped/bikes 0.99 0.99 1.00 1.00Frt 0.99 0.97 0.99 0.99Flt Protected 0.99 0.99 1.00 1.00Satd. Flow (prot) 2927 2753 4529 3042Flt Permitted 0.68 0.69 1.00 0.95Satd. Flow (perm) 2007 1924 4529 2882Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98Adj. Flow (vph) 130 700 76 90 394 101 0 1170 65 4 699 62RTOR Reduction (vph) 0 6 0 0 24 0 0 8 0 0 9 0Lane Group Flow (vph) 0 900 0 0 561 0 0 1227 0 0 756 0Confl. Peds. (#/hr) 268 365 365 268 265 170 170 265Confl. Bikes (#/hr) 54 32 3 2Heavy Vehicles (%) 0% 2% 0% 0% 5% 1% 0% 0% 2% 0% 2% 0%Bus Blockages (#/hr) 0 10 0 0 10 0 0 0 0 0 0 0Turn Type pm+pt NA Perm NA NA Perm NAProtected Phases 7 4 8 2 6Permitted Phases 4 8 6Actuated Green, G (s) 36.0 25.0 27.0 27.0Effective Green, g (s) 37.0 26.0 28.0 28.0Actuated g/C Ratio 0.49 0.35 0.37 0.37Clearance Time (s) 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 1088 666 1690 1075v/s Ratio Prot c0.09 c0.27v/s Ratio Perm c0.32 0.29 0.26v/c Ratio 0.83 0.84 0.73 0.70Uniform Delay, d1 16.3 22.6 20.2 20.0Progression Factor 1.00 1.00 1.00 1.00Incremental Delay, d2 7.3 12.4 2.8 3.9Delay (s) 23.5 35.0 23.0 23.8Level of Service C C C CApproach Delay (s) 23.5 35.0 23.0 23.8Approach LOS C C C C


HCM Unsignalized Intersection Capacity Analysis Future Total Traffic Conditions2: George Street & Dundas Street East Weekday PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 276 552 352 176 26 51 86Volume Left 0 0 0 0 26 0 10Volume Right 0 0 0 0 0 51 76cSH 794 1700 1700 1700 27 257 186Volume to Capacity 0.00 0.32 0.21 0.10 0.99 0.20 0.46Queue Length 95th (m) 0.0 0.0 0.0 0.0 25.0 5.7 17.4Control Delay (s) 0.0 0.0 0.0 0.0 381.8 22.4 39.8Lane LOS F C EApproach Delay (s) 0.0 0.0 145.6 39.8Approach LOS F E


HCM Unsignalized Intersection Capacity Analysis Future Total Traffic Conditions3: Site Driveway & Dundas Street East Weekday PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 578 311 188 344 13 7Volume Left 0 0 16 0 13 0Volume Right 0 22 0 0 0 7cSH 1700 1700 553 1700 79 290Volume to Capacity 0.34 0.18 0.03 0.20 0.17 0.02Queue Length 95th (m) 0.0 0.0 0.7 0.0 4.5 0.6Control Delay (s) 0.0 0.0 1.4 0.0 59.3 17.7Lane LOS A F CApproach Delay (s) 0.0 0.5 45.4Approach LOS E


HCM Unsignalized Intersection Capacity Analysis Future Total Traffic Conditions4: Pembroke Street & Dundas Street East Weekday PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1 SB 2Volume Total 574 300 195 348 24 15Volume Left 0 0 21 0 19 0Volume Right 0 13 0 0 0 10cSH 1700 1700 725 1700 133 208Volume to Capacity 0.34 0.18 0.03 0.20 0.18 0.07Queue Length 95th (m) 0.0 0.0 0.7 0.0 5.1 1.9Control Delay (s) 0.0 0.0 1.4 0.0 38.0 23.7Lane LOS A E CApproach Delay (s) 0.0 0.5 32.4Approach LOS D


Queues Future Total Traffic Conditions5: Sherbourne Street & Dundas Street East Weekday PM Peak Hour





HCM Signalized Intersection Capacity Analysis Future Total Traffic Conditions5: Sherbourne Street & Dundas Street East Weekday PM Peak Hour



Intersection SummaryHCM 2000 Control Delay 19.6 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.69Actuated Cycle Length (s) 70.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 100.9% ICU Level of Service GAnalysis Period (min) 15c Critical Lane Group

APPENDIX I

Truck Swept Path

PEMBROKE

STREET

-2.700

4M @7.5%

LOBBY

MOV.

TYPE

'G' L

OAD

ING

4mx

13m

x6.

1m

44 STACKEDBIKE SPACES

DU

ND

AS

STR

EET

EAS

T

PEMBROKE

STREET

2273.23 SF211.19 m²RETAIL

000.00

-000.295

-2.475

-1.896

-0.971

SHAFT

RA

MP

UP

FR

OM

UG

115

% S

LOPE

CACF

RETAILLOADING

CONCIERGE

MAILROOM

SHAFT

COMMERCIALLOBBY

F.F.E. = 89.00M

4.9m

FRO

NTA

GE

15.5

mR

ETAI

LFR

ONTA

GE

(47%

)

28.0

mFR

ONT

AGE

(32.

9mTO

TAL)

Consulting Engineersand Planners

transportation impact study · 2016-10-19 · lea consulting ltd. engineers&plannersconsulting...

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