York Region – Elgin Mills Road Class EA Environmental Study Report
Appendix B Traffic and Transportation Report
Class Environmental Assessment Study
Elgin Mills Road West (Y.R. 49)
From Bathurst Street (Y.R. 38) to Yonge Street (Y.R. 1)
Traffic and Transportation Report
January 17, 2017
Copyright 2015, all rights reserved Hatch Mott MacDonald 5035 South Service Road Burlington, ON L7L 6M9 T 905.315.3500
Elgin Mills Road West Improvements Traffic and Transportation Report Page i
Revision and Version Tracking
Report Title: Class EA Study for Elgin Mills Road West from Bathurst Street to Yonge Street Traffic and Transportation Report Submission Date: January 17, 2017
Version Filename and Description Author Checker Approver Date # v01 Transportation System Technical M. Dworczak M. Vervoorn J. Hemingway Jan. 30, 2015 Memorandum DRAFT v01.docx v02 Transportation System Technical M. Dworczak M. Vervoorn J. Hemingway May 22, 2015 Memorandum DRAFT v02.docx v03 Traffic and Transportation M. Dworczak M. Vervoorn J. Hemingway Jan. 17, 2017 Report.docx
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Copyright 2015, all rights reserved
TABLE OF CONTENTS
Executive Summary ...... a Study Overview ...... a Planning Context ...... b Existing Transportation Conditions ...... b Future Transportation Conditions ...... c 1. Introduction ...... 1 1.1 Purpose ...... 1 1.2 Study Area ...... 3 1.3 Planning Horizons ...... 3 1.4 Relationship to York Region TMP Update ...... 4 2. Review of Background Reports ...... 6 2.1 Provincial and Inter-Regional ...... 6 2.1.1 Provincial Policy Statement (PPS) ...... 6 2.1.2 Provincial Growth Plan ...... 6 2.1.3 Metrolinx “The Big Move” ...... 7 2.1.4 GTA West Planning and Environmental Assessment Study ...... 8 2.1.5 Greenbelt Plan ...... 9 2.1.6 Oak Ridges Moraine Conservation Act and Plan ...... 9 2.2 Regional ...... 9 2.2.1 York Region Official Plan (YROP) ...... 9 2.2.2 York Region Strategic Plan (Vision 2051) ...... 10 2.2.3 York Region Sustainability Strategy (2007) ...... 11 2.2.4 York Region Transportation Master Plan Update ...... 12 2.2.5 York Region Pedestrian and Cycling Master Plan (PCMP) ...... 14 2.2.6 York Region Towards Great Regional Streets (TGRS 2008) ...... 15 2.2.7 Regional Streetscape Standards (2001) ...... 16 2.2.8 Regional Streets and Centres and Corridors Analysis ...... 17 2.2.9 York Region 2016 10-Year Roads and Transit Capital Construction Program 17
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2.2.10 York Region Rapid Transit Corporation VivaNext Bus Rapid Transit Program 18 2.3 Municipal ...... 18 2.3.1 Town of Richmond Hill Official Plan (RHOP) ...... 18 2.3.2 Draft Plan of Subdivision at Larratt Lane ...... 20 2.3.3 Town of Richmond Hill 10-Year Road Capital Program ...... 0 2.4 Future Transportation Networks ...... 0 3. Existing Transportation Operations ...... 0 3.1 Approach and Methodology ...... 0 3.1.1 Midblock Analysis ...... 1 3.1.2 Intersection Analysis ...... 1 3.2 Road Network ...... 2 3.3 Transit Services ...... 5 3.4 Trails and Pathways ...... 5 3.5 Planned Capital Works ...... 5 3.6 Land Use ...... 6 3.7 Traffic Volumes ...... 6 3.7.1 Daily Volumes ...... 7 3.7.2 Traffic Composition ...... 7 3.7.3 Peak Hourly Volumes ...... 9 3.8 Existing Traffic Operations ...... 13 3.8.1 2014 Existing Conditions – Midblock Analysis ...... 13 3.8.2 2014 Existing Conditions – Intersection Analysis ...... 13 3.9 Traffic Safety...... 15 3.9.1 Collision Summary ...... 15 3.9.2 Intersection Collision Analysis ...... 18 3.9.3 Midblock Collision Analysis ...... 27 3.9.4 Collision Analysis Summary ...... 31 4. Future Transportation Operations ...... 32 4.1 Travel Characteristics, Growth and Background Developments ...... 32 4.2 Traffic Forecast ...... 36 4.3 Future Conditions – Midblock Capacity Analysis ...... 40 4.4 Future Conditions – Intersection Traffic Operations ...... 40
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4.4.1 Future 2021 Intersection Operations ...... 41 4.4.1.1 Future 2021 Peak Hour Factors ...... 41 4.4.1.2 Future 2021 ‘No-Build’ Scenario Analysis ...... 42 4.4.1.3 Future 2021 Left Turn Lane Warrants ...... 43 4.4.1.1 Future 2021 Analysis – With Improvements ...... 43 4.4.2 Future 2031 Intersection Operations ...... 46 4.4.2.1 Future 2031 ‘No-Build’ Scenario Analysis ...... 47 4.4.2.2 Future 2031 Analysis – With Improvements ...... 48 4.4.3 Queuing Assessment, Future Total Traffic Volumes ...... 51 5. Needs Assessment ...... 53 5.1 Short Term Needs – Existing (2014)...... 53 5.2 Medium Term Needs - 2021 ...... 53 5.3 Long-Term Needs - 2031 ...... 54
Appendix A Existing Intersection Counts and Signal Timing Plans Appendix B Synchro Summary Reports Appendix C Collisions Factors – Design and Operational Guidelines Appendix D Background Traffic Growth Rates – Technical Memorandum Appendix E SimTraffic Queuing Summary Sheets
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List of Tables
Table A – Intersection Level of Service Criteria for Automobile Mode ...... 2 Table B - YRT Transit Services...... 5 Table C - ATR 24-Hour Traffic Counts ...... 7 Table D - FHWA Vehicle Classification ...... 8 Table E - Vehicle Classification ...... 8 Table F - Turning Movement Counts at Elgin Mills Road West Intersections ...... 9 Table G – 2014 Existing Conditions Midblock Capacity Analysis for Elgin Mills Road West ...... 13 Table H – 2014 Existing Conditions Intersection Analysis Results ...... 14 Table I – Intersection and Midblock Collisions by Severity...... 16 Table J – Intersection and Midblock Collisions by Type ...... 17 Table K –Growth Rates ...... 33 Table L - Trip Generation Larratt Lane Draft Plan...... 34 Table M – HOV Lane Reduction Factor ...... 36 Table N – Future Conditions – Midblock Capacity Analysis 2021 and 2031 ...... 39 Table O – Future 2021 ‘No-Build’ Scenario Intersection Analysis Results ...... 42 Table P – Left Turn Warrant Analysis for Four Lane Undivided Road ...... 43 Table Q – Future 2021 ‘Improved’ Scenario Intersection Analysis Results ...... 46 Table R – Future 2031 ‘No-Build’ Scenario Intersection Analysis Results ...... 47 Table S – Future 2031 ‘Improved’ Scenario Intersection Analysis Results ...... 50 Table T – Summary of Queuing Analysis, Future Total Traffic with Improvements ...... 51
List of Figures
Figure 1 – Study Area along Elgin Mills Road West from Bathurst Street to Yonge Street ...... 4 Figure 2 - GTA West Corridor – Preliminary Route Planning Study Area ...... 8 Figure 3 – Larratt Lane Draft Plan of Subdivision ...... 20 Figure 4 – Study Area Intersection Controls and Lane Configurations...... 4 Figure 5 - 2014 Existing AM and PM Peak Hour Traffic Volumes ...... 10 Figure 6 – 2014 Existing AM and PM Peak Hour Truck Traffic Volumes ...... 11 Figure 7 – 2014 Existing AM and PM Peak Hour Truck Percentages ...... 12 Figure 8 – Intersection Collisions by Impact Type ...... 18 Figure 9 – Intersection Collisions by Environmental Conditions ...... 19 Figure 10 – Intersection Collisions by Time of Day...... 19 Figure 11 – Intersection Collisions by Light Condition ...... 20 Figure 12 – Intersection Collision Diagram for Elgin Mills Road West and Bathurst Street ...... 21 Figure 13 – Intersection Collision Diagram for Elgin Mills Road West and Larratt Lane ...... 23
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Figure 14 – Intersection Collision Diagram for Elgin Mills Road West and Regent Street / Shaftsbury Avenue ...... 24 Figure 15 – Intersection Collision Diagram for Elgin Mills Road West and Yonge Street ...... 26 Figure 16 – Midblock Section Collisions by Impact Type ...... 27 Figure 17 – Intersection Collisions by Environmental Conditions ...... 28 Figure 18 – Intersection Collisions by Time of Day...... 28 Figure 19 – Intersection Collisions by Light Condition ...... 29 Figure 20 – Background Development Peak Hour Traffic Volumes ...... 35 Figure 21 – Future Total 2021 Peak Hour Traffic Volumes ...... 37 Figure 22 – Future Total 2031 Peak Hour Traffic Volumes ...... 38 Figure 23 – Future 2021 Recommended Lane Configurations ...... 45 Figure 24 – Future 2031 Recommended Lane Configurations ...... 49
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Executive Summary Study Overview
In 2014, the Region of York initiated a Schedule ‘C’ Municipal Class Environmental Assessment (EA) study in accordance with the Municipal Engineers Association’s Municipal Class EA process for improvements of Elgin Mills Road West (Y.R. 49) from Bathurst Street (Y.R. 38) to Yonge Street (Y.R. 1) in the Town of Richmond Hill. This study examined alternatives for widening and intersection improvements along Elgin Mills Road West to address short and long-term transportation needs related to planned growth to the year 2021 and 2031 in accordance with the Regional Transportation Master Plan (RTMP). Opportunities to better facilitate the movement of vehicles, transit, goods movement, walking and cycling within the Study Area illustrated in Figure ES-1 were also examined.
Figure ES-1 – Study Area for Elgin Mills Road West Class EA – Bathurst Street to Yonge Street
Elgin Mills Road West is located in the west end of the Town of Richmond Hill, with Bathurst Street forming the boundary between the Town of Richmond Hill and the City of Vaughan. The length of Elgin Mills Road West within the Study Area is approximately 2.2 km.
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Planning Context
Numerous studies, projects and initiatives previously completed or currently underway by the Region and other public agencies provided the planning context for the Elgin Mills Road West Class EA. In particular, the 2009 Regional Transportation Master Plan (RTMP) update established the need and justification for the widening of Elgin Mills Road West through the Study Area and served as the foundation for the Problem and Opportunity Statement for this Class EA study. Other notable documents considered in this study include:
Provincial Policy Statement (PPS); Provincial Growth Plan for the Greater Golden Horseshoe (Places to Grow); Metrolinx Regional Transportation Plan (The Big Move); GTA West Corridor Planning and Environmental Assessment Study; Greenbelt Plan; Oak Ridges Moraine Conservation Act and Plan (ORM); Official Plans and Transportation Plans for the Region of York, City of Vaughan, and Town of Richmond Hill; York Region Strategic Plan (Vision 2051), York Region Sustainability Strategy, and York Region Pedestrian and Cycling Master Plan (PCMP); York Region Towards Great Regional Street (TGRS), and Regional Streetscape Standards; Other on-going Class EA studies in the vicinity of the Study Area; and Draft Plan of Subdivision at Larratt Lane
Existing Transportation Conditions
The existing transportation system serving the Study Area includes Elgin Mills Road West in the east-west direction and four major roads (two arterial roads, two residential collector roads) in the north-south orientation: Bathurst Street, Larratt Lane, Shaftsbury Avenue/ Regent Street, and Yonge Street. All intersections with Elgin Mills Road West are signalized. There are currently three transit routes operating every 30 minutes on weekdays within the vicinity of the Study Area. York Regional Transit operates Route 80 on Elgin Mills Road West from Elgin West C.C. to Betty Roman Boulevard, Route 88/88A on Bathurst Street from Seneca College to Finch GO-Bus Terminal, and Route 83 on Shaftsbury Avenue from Richmond Hill Centre to Bernard Terminal. No Active Transportation facilities are located within the Study Area with the exception of two trails,
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page c one crossing Elgin Mills Road West 560 metres east of Bathurst Street at the Pedestrian Crossing, and a trail/ walkway connecting the north side of Elgin Mills Road West with Slave Crescent. According to York Region traffic counts, existing peak directional traffic volumes along Elgin Mills Road West within the Study Area range from 750 to 900 vehicles per hour (veh/h) in the AM and 830 to 950 veh/h in the PM peak hours. Midday peak hour traffic is significantly lighter than the AM and PM peak hour volumes along the corridor and has not been analyzed. The traffic operations analysis indicates that under existing conditions, all signalized intersections along Elgin Mills Road West have overall acceptable operational characteristics. However, the intersection at Bathurst Street is approaching capacity under existing conditions in the AM peak hour and is at capacity in the PM peak hour. Several of the left turn movements and the westbound and northbound through movements are operating at or approaching capacity and experiencing high delays. Similarly, the intersection at Yonge Street is also approaching capacity in both peak periods with some individual turning movements experiencing high delays. According to the midblock traffic analysis and intersection review, an immediate need for additional through lane capacity on Elgin Mills Road West from Bathurst Street to Yonge Street has been identified. Future Transportation Conditions
The subject section of Elgin Mills Road West is located in an area where a number of road improvements are included in capital programs or are anticipated to be completed by the 2021 and/or 2031 horizon years. These include the addition of HOV lanes on Bathurst Street south of Elgin Mills Road West by 2021, and the addition of Bus Rapid Transit (BRT) exclusive lanes on Yonge Street by 2021. Under 2021 forecast traffic conditions, the traffic operations analysis indicates a need to widen Elgin Mills Road West from one to two through lanes in each direction from Bathurst Street to Yonge Street by 2021. Under 2031 forecast traffic conditions, and with the added through lanes on Elgin Mills Road West identified for the 2021 horizon, future traffic demand can be accommodated with only signal timing modifications. When these improvements are implemented, all roads would operate at acceptable levels of service with left turn movements experiencing higher levels of congestion in the PM peak hour. At Yonge Street during the critical PM peak hour in horizon years 2021 and 2031, some turning movements were found to be approaching or over capacity with through movements approaching capacity in the eastbound and northbound directions for the AM and PM peak hours respectively. However, due to the conservative approach of the analysis, these projections may indicate that the future intersection operations will be worse than what may be observed at actual build-out. Future analysis and improvements associated with the BRT along Yonge Street should review the traffic volumes and growth experienced closer to build out to determine any future improvements to the roadway as a result of the Elgin Mills Road West widening.
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1. Introduction 1.1 Purpose
As noted in the Request for Proposals (RFP) for this project1, by 2031, York Region (“Region”) is projected to grow to 1.5 million people and 780,000 jobs. Building and linking complete communities, providing live/work opportunities, promoting efficient goods movement and investing in the necessary infrastructure to ensure economic prosperity are key components in managing growth and ensuring a prosperous future. Road improvements to increase capacity on the existing road network are important parts of planning for the Region’s future.
Investing in transportation infrastructure is a key component of managing growth and ensuring economic prosperity.
Over the past decade, the planning and designing of streets in the Region has become more complex as the role and function of roads has changed from one of serving motorists in primarily single occupant vehicles to providing greater mobility by serving all road users including transit users, pedestrians and cyclists. As the role and function of streets has been changing, so has the provincial, region and local policy framework. Policy documents including the provincial Places to Grow, Metrolinx’s The Big Move and the regional Vision 51 and Official Plan have been changing to reflect the importance of street design on communities.
The role and function of streets in the Region is to move people and goods through the Region while contributing to communities that are safe, healthy, clean and beautiful.
Existing road design guidelines have not adequately responded to these changes in policy direction or complexity of function and design of streets. The street environment should promote greater choice of travel modes for users in a manner that contributes to the users being safer and healthier. Streets should also accommodate the mobility needs of all users and satisfy provincially mandated requirements of the Accessibility for Ontarians with Disabilities Act (AODA). Context Sensitive approach to design that recognizes the relationship between street contextual environments on driver behavior can be applied to create safer, healthier and more livable communities. So to can a Complete Street approach to design that recognizes that the available street right-of-way be designed to accommodate the needs of all users.
1 York Region, “Request for Proposal P-14-47, Consulting Services for Class Environmental Assessment Study, Elgin Mills Road West (Y.R. 49) from Bathurst Street (Y.R. 38) to Yonge Street (Y.R. 1)”, Finance Department, Supplies and Services Department, Section 4.3: Background and Project Rationale, p.18. York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 2
Context Sensitive and Complete Streets approaches to street design will ensure that the street environment encourages appropriate driver behaviour and accommodates the needs of all users.
The 2031 York Region Road Network in the Region’s Transportation Master Plan Update2 identifies the section of Elgin Mills Road West from Bathurst Street to Yonge Street as requiring a capacity improvement to accommodate the travel needs by this planning horizon. New road sections planned for Elgin Mills Road West, west of Bathurst Street to create a continuous east – west link between Teston Road and Elgin Mills Road West by 2031 potentially will contribute to increased traffic growth on Elgin Mills Road West through the area of this study. The Regional Transportation Master Plan (RTMP) completed the first 2 phases of the Municipal Class Environmental Assessment (EA) process by identifying a range of sustainable, integrated transportation solutions that balance economic, environmental, social and cultural strategic objectives for the next 20 to 30 years. The plan also identified a number of challenges in reaching these objectives that included population and employment growth and the resulting rapid growth in travel demand, limited physical opportunities to accommodate this demand, the need to reverse growing auto dependence and to provide a variety of travel choices, including greater accessibility to transit, car-pooling/sharing and active transportation.
In accordance with the Municipal Class EA Process, in 2014 the Region initiated a Schedule C Class Environmental Assessment (EA) study to advance the recommendations of the RTMP 2009 Update, including the long-term transportation improvements to increase capacity of Elgin Mills Road West between Bathurst Street and Yonge Street, a length of approximately 2.2 kilometres (km). The study was initiated to examine reasonable alternatives for providing this capacity and to recommend a preferred solution through a comprehensive and environmentally sound planning process involving public participation.
The purpose of this traffic study is to:
1. Identify the existing transportation facilities and their condition; 2. Identify any existing road deficiencies including sight distances, traffic movement conflicts, substandard alignments, inadequate clearance zones, safety hazards and areas of pedestrian and vehicular conflict; 3. Identify areas where additional traffic capacity may be required or areas where there is potential to improve traffic safety over the next 15 – 20 years; 4. Identify and assess alternatives to address these needs and identify a recommended strategy for meeting the projected travel demand; 5. Establish transportation needs and incorporate into a Problem and/or Opportunity Statement for the study; and
2 York Region, “Moving on Sustainability: Transportation Master Plan Update”, 2009, p.160 York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 3
6. Inform subsequent phases of the EA study to ensure that identified needs and Complete Street and Context Sensitive design principles are incorporated into the street preliminary design alternatives.
The objective of the study is to confirm the long-term improvements necessary for Elgin Mills Road West for the horizon years of 2021 and 2031. 1.2 Study Area
The transportation and traffic analysis is being conducted for a study area that includes the length of Elgin Mills Road West from Bathurst Street to Yonge Street. The analysis of traffic patterns, trends and growth considers a wider study area of influence that includes areas east and west of Yonge and Bathurst Streets and south to Major Mackenzie Drive and north to 16th Avenue. The Study Area is shown on Figure 1. 1.3 Planning Horizons
The base year for the analysis is 2014, consistent with the available traffic data for roads within the Study Area. Forecast traffic conditions are considered for two planning horizons: a medium-term horizon of 2021 and a long-term horizon of 2031, which are consistent with the horizon years in the York Region Transportation Planning Model.
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Figure 1 – Study Area along Elgin Mills Road West from Bathurst Street to Yonge Street3
1.4 Relationship to York Region TMP Update
The RTMP 2009 Update provides a policy implementation framework for the York Region Official Plan (YROP) to address transportation challenges to the year 2031. The plan contains information on the state of the Region’s transportation system, future trends and ways of addressing those trends identified through technical analysis and demand forecasting. The RTMP serves as a Master Plan pursuant to Approach 1 of the Municipal Class EA master planning process, recommending an implementation strategy to meet future transportation needs, including roadway expansion requirements. Approach 1 involves preparation of the Master Plan document at the conclusion of Phases 1 and 2 of the Municipal Class EA process. Since the RTMP was undertaken at a broad level of assessment, more detailed review is needed at the project- specific level through this study to fulfil the Municipal Class EA documentation requirements. A capacity improvement to Elgin Mills Road West from Bathurst Street to Yonge Street is identified in the RTMP. The specific nature of the capacity improvement is not provided, however, it will be established in this Municipal Class EA study. The improvement is needed to address projected capacity deficiencies in the Study Area
3 Source: OpenStreetMap contributors, CC-BY-SA York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 5
resulting from planned growth. The improvement will also provide opportunities to enhance the active transportation (AT), transit and pedestrian network and accessibility to adjacent properties. The work completed in preparing the RTMP Update has satisfied the first two phases of the Municipal Class EA process for the proposed Elgin Mills Road West improvement. This study will confirm the findings of the RTMP and refine the timing for these improvements, relying on the RTMP as the context and basis for the need and justification statement (Phase 1) and assessment of alternative solutions (Phase 2). More detailed investigations and focused public involvement activities to be completed through this study will fulfil the remaining consultation and documentation requirements for Phases 2, 3 and 4 of the Municipal Class EA process.
The RTMP provides the need and justification for capacity improvements to Elgin Mills Road West through the Study Area. This Traffic and Transportation Report intends to confirm the required road expansion and timing for future improvements.
The Elgin Mills Road West Class EA Traffic and Transportation Report is organized as follows: Chapter 2 provides a Study Area context, summarizing the findings from other related studies that are relevant to the Study Area and may impact the proposed undertaking; Chapter 3 provides an inventory of the existing transportation system and its condition. This will include a summary of the available transportation services, traffic data, collision history and safety analysis; Chapter 4 provides a summary of Base and Horizon Year Design Hour Traffic Volumes and the associated forecasting rationale along with the transportation system and development committed improvements that are to be incorporated into the analysis. It also provides summaries of the No-Build Transportation System (Base Case) future transportation conditions analysis, and traffic operations for a long-term planning horizon of 2031 and an interim planning horizon of 2021; and Chapter 5 provides a summary of the short term (existing), medium term (interim) and long term needs along Elgin Mills Road West in the Study Area based on the capacity and operational analyses.
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2. Review of Background Reports
The following studies, projects and initiatives provide a planning context for the Elgin Mills Road West Class EA: 2.1 Provincial and Inter-Regional 2.1.1 Provincial Policy Statement (PPS)
The Provincial Policy Statement (PPS) influences transportation primarily through municipal planning policy as the Planning Act, R.S.O. 1990 requires that official plans have regard for matters of provincial interest, and are consistent with the PPS. Specifically, municipalities shall include policies that integrate transportation and land use considerations at all stages of the planning process and provide the necessary infrastructure to support current and projected needs in a coordinated, efficient and cost-effective manner.
For the purpose of this study, the PPS requires close examination of existing transportation infrastructure to establish the potential to expand capacity before considering the development of new infrastructure. The PPS contains various policies that provide protection for natural heritage, water, agricultural, and cultural heritage and archaeological resources for their economic, environmental and social benefits. These are vital when considering potential new infrastructure. These policies are key factors in the identification and evaluation of transportation alternatives to address problems and opportunities in the Study Area. 2.1.2 Provincial Growth Plan
The Growth Plan for the Greater Golden Horseshoe – Places to Grow was adopted in June 2006 under the provisions of the Places to Grow Act, 2005. The plan provides the framework for implementing the Provincial government’s vision for building stronger, prosperous communities by better managing growth to the year 2041 in the burgeoning Greater Toronto and Hamilton Area (GTHA). The Growth Plan contains specific policies and directives regarding transportation, infrastructure, land use planning, urban form, natural heritage and resource protection to be considered by municipalities in their planning activities. In particular, the Growth Plan provides direction around where growth can occur, the form of future development, and future population and employment forecasts, which have been reflected in the York Region Transportation Master Plan Update, 2009, the Regional Official Plan and Town of Richmond Hill Official Plan. The plan also offers guidance regarding transportation system development, envisioning an “integrated transportation network that will allow people choices for easy travel both within and between urban centers.” While travel by automobile will remain a significant means of transport, other travel mode choices, including efficient,
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convenient and affordable public transit, and walking and cycling, will become more important elements of the urban transportation system. 2.1.3 Metrolinx “The Big Move”
Pursuant to the Metrolinx Act, 2006, the Province created Metrolinx to develop, fund, coordinate and promote transportation within the GTHA municipalities. Metrolinx has developed a Regional Transportation Plan (RTP) for the GTHA, entitled “The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area”, based on a seamless, integrated transportation network, focusing on public transit. The plan outlines a 25-year vision for sustainable transportation in the GTHA, as well as the policies, programs and infrastructure investments required to achieve the vision. The Big Move is primarily focused on enhancing and expanding public transit. In the vicinity of the Study Area, the RTP identifies the following improvements: 15-year Plan Extending the Yonge Subway from Finch Avenue to the Richmond Hill/ Langstaff Gateway Providing all-day 2-way service on the Barrie Line from Union Station to Bradford Providing peak service on the Richmond Hill Line from Richmond Hill Go Station to Aurora Road Providing VIVA BRT on Yonge Street from the Richmond Hill/Langstaff Gateway to Newmarket Centre Providing VIVA BRT on Highway 7 from the Peel-York Boundary to Locust Hill in Markham 25-year Plan Providing Express Rail service from the Richmond Hill/Langstaff Gateway to Union Station Providing the Highway 407 Transitway from Highway 427 to Markham Centre Extending VIVA BRT on Yonge Street North from Newmarket Centre to Green Lane The plan also includes policies related to goods movement, Active Transportation (AT) and transit to be considered in developing and improving infrastructure.
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2.1.4 GTA West Planning and Environmental Assessment Study
The Ministry of Transportation (MTO) is conducting the GTA West Corridor Planning and Environmental Assessment Study to identify the preferred solution for providing better linkages between Urban Growth Centres in the west part of the GTHA, including Downtown Guelph, Downtown Milton, Brampton City Centre and Vaughan Corporate Centre. The GTA West Transportation Development Strategy (TDS) released in November 2012 recommends a broad range of measures to address future transportation needs in the northwest part of the GTHA, including building a new transportation (freeway) corridor from Highway 400 in the vicinity of the Vaughan Corporate Centre westerly to Highway 401 east of the Niagara Escarpment. The GTA West study has also identified the need for several transit improvements including the expansion of all-day, two-way GO Train service to Barrie to meet future transportation demands in this growing part of the Greater Toronto and Hamilton Area (GTHA). These new services in combination with the proposed transportation corridor will have a significant influence on local and regional trip patterns in the York Region, and future travel behavior for the Elgin Mills Road West Class EA Study Area. Figure 2 - GTA West Corridor – Preliminary Route Planning Study Area4
4 Source:GTA West Corridor Planning and EA Study Transportation Development Strategy Report, November 2012 York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 9
2.1.5 Greenbelt Plan
The Greenbelt Plan includes plans and policies to: protect against loss and fragmentation of agricultural lands; provide permanent protection to natural heritage and water resource systems; and to provide a range of economic and social activities associated with rural communities. The goals of the Infrastructure and Natural Resources policies of the plan are to support infrastructure that is consistent with the aim of the Greenbelt Plan and provincial Growth Plan, while seeking to minimize the impact to the environment. Similar to the PPS and the Growth Plan, The Greenbelt Plan policies influence transportation primarily through municipal planning policy as the Greenbelt Act requires that official plans conform to the policies that address how transportation infrastructure will be constructed and mandates the needs and justification that the provincial and municipal government must provide in proposing improvements to existing facilities or new facilities through the Greenbelt planning area. The Greenbelt Plan sets out policies for how transportation infrastructure may be planned, designed and constructed. The Plan area indicates that the study area falls within the Oak Ridges Moraine Conservation Area. 2.1.6 Oak Ridges Moraine Conservation Act and Plan
The Oak Ridges Moraine (ORM) Conservation Plan supports the ORM Protection Act (2001), and clarifies the long-term protection and management of the 190,000 ha that comprise the Moraine. The ORM is one of Ontario’s most significant landforms – an irregular ridge stretching 160 km from the Trent River in the east to the Niagara Escarpment in the west. The ORM has a unique concentration of environmental, geological and hydrological features, including clean and abundant water resources. The southern limit of the ORM crosses the study area just west of Yonge Street and just east of Bathurst Street in York Region. Similar to the Greenbelt Plan, provincial policies for the ORM influence where development and infrastructure to serve development can occur. The Oak Ridges Moraine Conservation Plan allows only those transportation, infrastructure and utilities projects where no reasonable alternative exists and includes policies which require minimum disturbance and impact on the ecological and hydrological integrity of the ORM. The ORM requires the protection of sensitive water resources (e.g., kettle lakes, wetlands, permanent and intermittent streams, seepage areas and springs) from development. 2.2 Regional 2.2.1 York Region Official Plan (YROP)
At the time of preparing this report, the 2010 YROP was under review. The 2010 YROP provides guidance on the road and transit network envisioned for York Region as a York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 10
whole and for the study area. Elgin Mills Road West is designated as a regional road with a right-of-way of up to 36 metres between Pine Valley Drive and Woodbine Avenue.5 The Regional Transit Network in the YROP designates Bathurst Street, Yonge Street and Major Mackenzie Drive as Rapid Transit corridors; and 19th Avenue as a Transit Priority corridor.6 Elgin Mills Road West is designated to be part of the regional cycling network as a regional road having cycling facilities either on or off the road.7 Lands within the study area are designated as urban area. The lands from just west of Yonge Street to west of Bathurst Street fall within the Oak Ridges Moraine Conservation Plan area. The area just east of Bathurst Street is within the Oak Ridges Moraine Landform Conservation Area Category 2. No Environmentally Significant Areas and Areas of Natural and Scientific Interest (ESA and ANSI) are identified within the study area. There are no significant woodlands or hydrogeological features or wellhead protection areas noted in the Plan. Two sections of the study area are noted as falling within the high aquifer vulnerability area: just west of Yonge Street and just east of Bathurst Street. Remaining areas are designated as areas of low aquifer vulnerability. 2.2.2 York Region Strategic Plan (Vision 2051)
Vision 2051 is York Region's latest long-term strategy. It describes the Region’s ideal vision of the next 40 years and describes the necessary steps to see it through.
Vision 2051 describes a York Region that:
Is a place where everyone can thrive Is made up of livable cities and complete communities Has a resilient natural environment and agricultural system Has appropriate housing for all ages and stages Has an innovation economy Has interconnected systems for mobility Promotes living sustainably Has open and responsive governance
These eight goal areas set priorities that will help guide York Region’s decision-makers over the next 40 years. Vision 2051 advances the Region’s efforts on sustainability, fosters the health and well-being of residents and the livability of communities. It is through the bold and innovative actions described in Vision 2051 that York Region will continue to develop strong, caring and safe communities.
5 See Map 12 of YROP. 6 See Map 11 of YROP. 7 See Map 10 of YROP. York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 11
The following goal areas are particularly relevant to the study area: Liveable Cities and Complete Communities In 2051, York Region’s diverse urban form provides a variety of interesting and exciting places to live, work and play. Communities are people-first and designed for healthy, active living and social inclusion, and are the heart of business, arts and culture, community life and services. A Resilient Natural Environment and Agricultural System In 2051, York Region’s natural systems are connected, protected and enhanced through communities; they provide opportunities for recreation and support biodiversity. Agricultural areas are thriving and provide healthy food and resources to a growing population. Interconnected Systems for Mobility In 2051, a seamless network for mobility provides access to all destinations using diverse transportation options for people in all communities, promotes active healthy living and moves people and goods safely and efficiently. Living Sustainably In 2051, sustainability can be practiced in everyday life through climate resiliency, innovative water conservation and reuse, water resource protection, waste reduction, energy conservation and greenhouse gas reduction. 2.2.3 York Region Sustainability Strategy (2007)
York Region’s Sustainability Strategy provides a commitment to creating a sustainable future for the current and future residents of York Region. The goal is to balance a sustainable natural environment and a healthy community with economic vitality. The strategy defines Sustainability as: Leaving the communities, Region and world in a healthy state for our children and grandchildren Evaluating the community, environmental and economic effects of our actions Thinking differently, being more innovative and collaborative Making smarter decisions about our lifestyle, community design, infrastructure and financial decisions Practicing prevention and adaption so that communities become more resilient to long term social, economic and climate change The Sustainability Strategy was released in 2007 and written with input from stakeholders. It will inform the decision making process for York Region, ensuring that
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environmental, economic and community considerations are better integrated into this process. 2.2.4 York Region Transportation Master Plan Update
In 2002, York Region approved an innovative Transportation Master Plan (TMP) that defined the region’s long-term vision and provided a framework upon which transportation decisions would be made through to the year 2031. The TMP also established policies and programs to support the long term vision and plan, and included an implementation strategy and Five-year Action Plan to meet the region’s future transportation needs. Since 2002, York Region has undertaken several initiatives in support of the bold vision of the original Transportation Master Plan including: Commencing VIVA – the first phase of a regional Bus Rapid Transit (BRT) system; Undertaking environmental assessments for subway extensions and rapid transit service; Initiating the Spadina Subway Extension with the Toronto Transit Commission (TTC); Developing an implementation program for the next phase of the BRT system (dedicated rapidways) and working with Metrolinx to secure funding; Adopting Transit Oriented Development guidelines; Completing a Cycling and Pedestrian Master Plan; Developing Transportation Management Associations (TMA’s) through the Smart Commute initiative; and Implementing Transportation Demand Management (TDM) programs. In 2006, York Region initiated an update of its TMP to address future transportation needs in a sustainable and integrated manner to address new Provincial initiatives and additional growth in the region. The TMP update was also undertaken to further refine the transportation opportunities and challenges first outlined in the Region’s 2002 TMP. In the 2009 TMP Update the Region developed an innovative study process to ensure that a more balanced, sustainable transportation system could be readily achieved. Key components of this process included: Establishing the need for future transportation improvements based on growth projections; Undertaking a rigorous assessment of existing conditions, both in York Region and throughout North America, to identify potential measures to address the needs;
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A methodology to ensure potential transportation solutions would be judged more on their ability to be sustainable; and A proactive consultation process that included public meetings or workshops in each of the Region’s nine municipalities. In consultation with residents and key stakeholders, York Region developed a set of sustainability Principles or themes to guide the selection of transportation infrastructure and services in the Region. The Principles included: 1. Integrate transportation, land use and design. 2. Protect and enhance the environment and cultural heritage. 3. Support economic well-being. 4. Provide access and mobility for everyone. 5. Adopt energy efficient transportation systems. 6. Put pedestrians and transit first. 7. Implement and support transportation demand management (TDM). 8. Implement and support transportation supply management (TSM). 9. Ensure fiscal sustainability and equitable funding. 10. Further encourage communications consultation and engagement. 11. Conduct on-going performance measurement and monitoring. In response to the growing need to address future growth and traffic congestion, and in support of provincial legislation that sets clear standards for new development, the York Region TMP Update developed a set of practical solutions that will: Preserve and enhance the Region’s sustainable natural environment; Support the Region’s economic vitality; and Encourage healthier neighbourhoods and communities. The recommended solutions include implementing and extending rapid transit corridors on Bathurst Street from Highway 7 to 19th Avenue; on Yonge Street, from Highway 7 to Richmond Hill Centre and further north to the Town of Newmarket; on Major Mackenzie Drive from Highway 400 to Ninth Line in Markham; and transit priority measures on 19th Avenue, from Bathurst Street to Woodbine Avenue. The improvements also included providing a local gateway to the transit network on Yonge Street just north of Elgin Mills Road West. The plan also provides for road improvements on Bathurst Street and Yonge Streets, Major Mackenzie Drive and 19th Avenue to support the transit improvements, and capacity improvements on Elgin Mills Road West from Dufferin Street to Yonge Street. New road links are also proposed on Elgin Mills Road West from Dufferin Street to Keele Street and a new link south of Elgin Mills Road West from Weston Road to Jane Street.
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A set of Bold Directions was also provided in the TMP Update. The following summarize the Bold Directions that are particularly relevant to this study: Limiting road widening to a maximum of 6 through lanes, including transit lanes; Working with local municipalities to plan for and design continuous collector roads to accommodate local transit services, including walking and cycling; Implementing the regional and municipal pedestrian and cycling master plan policies and recommendations that give equal weight to infrastructure, implementation strategies and outreach programming; Exceeding the requirements of the environmental assessment process in York Region to ensure local and adjacent municipalities minimize infrastructure needs while enhancing natural heritage and environmental features; and Designing innovative public awareness campaigns to market sustainable transportation initiatives and strategies to all residents, particularly children, the elderly and new Canadians. 2.2.5 York Region Pedestrian and Cycling Master Plan (PCMP)
The York Region Pedestrian and Cycling Master Plan (PCMP) is intended to guide the Regional Municipality of York as it works with local municipalities over the next 25 years and beyond to implement a comprehensive pedestrian system and on and off- road region-wide cycling network. The PCMP also includes a set of supporting policies and programs to promote walking and cycling in the Region. The “Vision” for the York Region Pedestrian and Cycling Master Plan is to create a pedestrian and cycling supportive environment that encourages both utilitarian and recreational travel by walking, cycling and using public transit through: Established promotional and educational policies and programs including a marketing strategy; A continuous system of sidewalks on Regional and local roads as well as a designated regional-scale network of cycling facilities; and A regional-scale network integrated with local municipal pedestrian and cycling infrastructure and public transit service that connects communities and people of all ages with where they live, work and want to go. The primary goals of the PCMP study are to: Develop an understanding of the elements that affect walking and cycling in York Region; Provide a range of alternative transportation choices that will benefit residents, employees and visitors in York Region by improving public health and air quality while reducing dependence on the private automobile;
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Improve conditions for walking and cycling for people of all ages through the provision of a continuous pedestrian sidewalk and trail system and regional-scale cycling network; Integrate the improved sidewalk system on Regional roads and proposed cycling network with Regional transit; and Encourage people to walk and cycle more often for utilitarian, recreational and health purposes. The cycling network is proposed to consist of on-road bike lanes and paved shoulders, signed-only cycling routes and multiuse trails in the boulevard of a road’s right-of-way or through linear green space. Each of these facilities has its own set of minimum design parameters that should guide implementation. All designated cycling routes proposed in the PCMP consist of one or more of these cycling facilities. In some cases, a cycling route may consist of different facility types due to changing road geometry, motor vehicle traffic-speeds or volumes or when a road changes from an urban to rural cross- section. The proposed regional cycling network builds upon and connects local municipal cycling networks and major trail systems, links urban and rural centres as well as key attractions in the Region and creates a regional spine that will facilitate transportation by bicycle for both utilitarian and recreational purposes and support the use of public transit. In addition, parts of the network are destinations for cyclists and pedestrians, such as the Lake Simcoe to Lake Ontario route. The PCMP includes Planning and Design Guidelines, provided under separate cover in a Technical Appendix (Appendix C), that are intended to guide the Region, local municipalities and other partners in the development of a regional pedestrian system and cycling network. The guidelines contain detailed information and recommendations regarding typical planning and design guidelines as well as pedestrian system and cycling network solutions. The guidelines are intended as a general reference for cycling network planners and designers. The guidelines should always be used along with good engineering judgment in their application. Figure A1 of the PCMP indicates that Elgin Mills Road has sidewalk on one side from Bathurst Street to Shaftsbury Avenue and on both sides from Shaftsbury Avenue to Yonge Street. Elgin Mills Road West is noted as a previously proposed on-road cycling route. Figure A5-d of the PCMP indicates that Elgin Mills Road West is designated to be part of the cycling network and to have bike lanes. 2.2.6 York Region Towards Great Regional Streets (TGRS 2008)
In support of the Regional Streetscape Policy, Towards Great Regional Streets (TGRS) provides alternatives for more effective use of the Regional right-of-way in order to achieve an optimal balance of accommodating all streets in the creating attractive streets in York Region. The TGRS recommends a cross-section that includes exclusive bike lanes and 4-6 metre wide raised medians. Streetscape design elements are detailed below.
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Promoting Pedestrians Under TGRS, roads must have continuous sidewalks on both sides of the street and include adequate lighting for safe, pedestrian-friendly spaces. Building entrances are encouraged to face sidewalks in order to create opportunities for street-level stores and increased pedestrian use. Making Space for Transit & Cyclists York Region is committed to making roads more enjoyable for pedestrians, cyclists and transit users. TGRS requires all new six-lane roads to include space for a dedicated bicycle lane. The policy also recommends that outside (curb) lanes are used as HOV lanes during rush hour. Dividing the Roadway TGRS creates safer streets and reduces the possibility of head-on collisions by creating a visual and physical barrier between on-coming traffic. The removal of Continuous Left Turn Lanes (CLTL) reduces the amount of paved surface across the roadway and it's replaced by a planted median, which helps to reduce surface water run-off and demand on storm sewer systems. In addition, the planted median presents an attractive and civic urban design. Embracing Character TGRS supports community’s uniqueness while producing a basic model for streetscaping within York Region. Various elements within the model may be enhanced to reflect the community’s unique identity. 2.2.7 Regional Streetscape Standards (2001)
This policy constitutes the first step in the Region’s move towards shifting the focus away from solely considering transportation objectives in designing Regional roads. This policy enshrines the Region’s commitment to enhanced streetscaping on Regional Roads and to an implementation process that involves other stakeholders, including local municipalities and the private sector, in the streetscape design process. Regional roads in an urban setting serve a variety of functions, including the accommodation of motorized vehicles, cyclists, transit users, and pedestrians; this objective is endorsed in the Regional Official Plan. The needs of all the potential street users are integrated and balanced with the overall goal of developing a safer and friendlier street environment. Effective streetscaping has the potential to reinforce good urban design and encourage the urbanization of streets. Regional Council identified a need for a comprehensive streetscaping strategy/policy, which will balance these various needs, address the financial impact to the reconstruction program, and deal with implementation as part of the Region’s Roads Capital Program. This policy is structured around the regional street cross-sections found in the Region’s “Regional Streets” Standards manual. This approach ensures a unified vision for the design of regional streets.
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Under these guidelines, Elgin Mills Road West is to have a Regional Road Streetscape Standard that should consist of the following elements: Boulevards with street trees at 10 m on-centre max. Landscaped median with trees and kill strip may be considered (subject to study) Continuous sidewalks – both sides of road Decorative transit shelters with street furnishings 2.2.8 Regional Streets and Centres and Corridors Analysis
The Region’s Centres and Corridors are the most prominent and preferred locations for intensification in the Region and are highly desirable locations for people to live, work and play. The framework that established the network of Regional Centres and Corridors has been in place since the Region’s first Official Plan in 1994. York Region continues to build on that policy framework through the development of programs and resources to support intensification and development in the Regional Centres and Corridors.
The York Region planning documents identify four Regional Centres, with the Richmond Hill / Langstaff Gateway and the Newmarket Centres being the closest to the study area. The development of these centres into vibrant, mixed-use and pedestrian-friendly urban places is on-going and in conjunction with the planned provincial and regional transit improvements will affect travel patterns in and around the study area as more and more residents and employees opt to travel by transit.
Additional investment in transportation infrastructure, including the Yonge Subway extension from Finch Avenue in Toronto to the Richmond Hill/Langstaff Gateway Regional Centre is required to support full build-out of the centre beyond phase 1. This important transit connection will help unlock future development potential along the Yonge Street Corridor in Thornhill and in the Richmond Hill/Langstaff Gateway Regional Centre. 2.2.9 York Region 2016 10-Year Roads and Transit Capital Construction Program
The York Region 2016 – 10-Year Roads and Transit Capital Construction Program indicates the following capacity improvements in or near the study area: Elgin Mills Road West widening in 2022; Bathurst Street widening from 16th Avenue to Elgin Mills Road West in 2021; Teston Road improvement in 2021 from Pine Valley Drive to Weston Road and in 2024 from Keele Street to Dufferin Street; Bathurst Street widening from Elgin Mills Road West to 19th Avenue in 2025; and Yonge Street Funded VivaNext project from Highway 7 to 19th Avenue.
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2.2.10 York Region Rapid Transit Corporation VivaNext Bus Rapid Transit Program
The York Region Rapid Transit Corporation VivaNext bus rapid transit project map indicates the following bus rapid transit corridors within the study area. This information has been obtained from the VivaNext bus rapid transit project map as indicated on their website and dated and revised in 2016.
Yonge Street Rapidway Construction from Highway7/Highway 407 to 19th Avenue (2014 to 2018); and Viva Curbside Station Construction along Major Mackenzie Drive from Jane Street to Leslie Street (2018-2020). 2.3 Municipal 2.3.1 Town of Richmond Hill Official Plan (RHOP)
The Richmond Hill Official Plan (RHOP) establishes policies for the physical, social and economic growth of the community, and ensures that future planning and development will meet the specific needs of its inhabitants. It sets the tone for the look and feel of the community and ultimately influences how the Town functions. The new Official Plan represents a fundamental shift in the Town’s approach to land use planning. While the new Official Plan reflects planning direction from the Province and York Region for more compact, complete communities, it balances the desire of the community for managed growth at a scale that reflects the local context and positively contributes to the Town’s character and identity. The Council adopted Official Plan’s vision of “building a new kind of urban” is reflected in the Town’s unique and innovative approaches to land use planning.
The transportation system is an essential part of the Town’s urban structure and has a direct influence on the quality of life in the Town. A range of choice in the transportation system is required to balance the needs of users, promote less automobile use and enhance connections. The transportation system allows for the movement of people and goods including public transit, streets, rail, sidewalks, linkages, trails and pedestrian and cycling infrastructure. It is the policy of Council that:
1. The Town shall promote a safe, balanced, efficient, accessible and well-connected transportation system in accordance with the planned Transportation System as shown on Schedule A8 (Street Classification), Appendix 5 (Public Rapid Transit) and Appendix 6 (Active Transportation) of the Plan. 2. The Town shall encourage a range of choice in mobility with priority given to public transit and active transportation while balancing limited street capacity and competing uses. The following transportation system user hierarchy shall be supported:
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a) Active Transportation (Pedestrians and Cyclists); b) Public Transit; c) High Occupancy Vehicles (HOV) and goods movement; and d) Single Occupant Vehicles.
3. The Town’s transportation planning efforts shall be coordinated with Provincial and Regional transportation priorities. 4. The Town supports ongoing participation with Provincial, Regional and local area municipalities in the planning for public rapid transit improvements to proactively plan for future transportation infrastructure and services.
Schedule A8, Street Classification, of the Town’s Official Plan designates Elgin Mills Road West as an arterial street with a minimum 36 metre right-of-way. Shaftsbury Avenue and Larratt Lane are both designated as collector streets with 26 metre rights- of-way.
Appendix 5, Public Rapid Transit, of the RHOP designates Elgin Mills Road West as an arterial street. Yonge Street is designated as Future Rapid Transit corridor along with Major Mackenzie Drive.
Appendix 6, Active Transportation, indicates that Elgin Mills Road West will have regional on-road cycling facilities. Larratt Lane and Shaftsbury Avenue are designated as having Town cycling facilities. Three existing Town trails are shown: just west of Shaftsbury Avenue; west of Larratt Lane at the creek crossing; and at the creek crossing east of Bathurst Street. In the future, the trail west of Larratt Lane is to be extended across Elgin Mills Road southerly following the creek to Mill Pond.
In terms of land use, the areas adjacent to Elgin Mills Road West are designated as residential areas or parts of the greenway system near each of the three major stream crossings. At the Yonge Street intersection with land use changes to a regional mixed use corridor. At the Bathurst Street intersection, existing neighbourhood commercial area is located in the northeast quadrant.
The ORM crosses the study area just west of Yonge Street. In this area the moraine is designated as areas of high aquifer vulnerability. The area adjacent to the stream crossing just east of Bathurst Street is designated as Category 2 – ORM Landform Conservation Area.
The area in the southwest quadrant of the Elgin Mills Road West – Yonge Street intersection is identified as having a vulnerability to flooding. Schedule 14, Exception Area 10, indicates that the land use in the northwest quadrant of the Elgin Mills Road West – Yonge Street intersection is designated as a natural core area. The principal driver for the identification of a portion of this site within the “Natural Core” designation is the current environmental hazard (riverine flooding and erosion), the extent of which may be impacted by the Environmental Assessment recommendations
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contained in the Preliminary Flood Remediation Study - Yonge Street Corridor (Adjacent German Mills Creek) between Elgin Mills Road West and Levendale Road (dated October 2013 by Valdor Engineering Inc.). 2.3.2 Draft Plan of Subdivision at Larratt Lane
The Town of Richmond Hill has provided details of a Draft Plan of Subdivision for development of 59 single detached residential units, and an extension of Marbrook Street and two new roads, one of which will connect to Elgin Mills Road West opposite Larratt Lane (see Figure 3).
Figure 3 – Larratt Lane Draft Plan of Subdivision
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2.3.3 Town of Richmond Hill 10-Year Road Capital Program
The town of Richmond Hill is not planning any significant capital expenditures for new or improved roads within the study area over the next 10-year time frame.8 2.4 Future Transportation Networks
As indicated in the planning studies that are relevant to this Class EA study, there are a number of significant future road improvements that may affect traffic movements on Elgin Mills Road West from Bathurst Street to Yonge Street. These include:
Mid-Term
Constructing Teston Road from Pine Valley Drive to Weston Road; and Provision of enhanced BRT services on Yonge Street and on Bathurst Street by 2021 in conjunction with transit-oriented development in the regional corridors of Yonge Street, Bathurst Street and Major Mackenzie Drive.
Long-Term
Improvements to transit services in the Yonge Street corridor; Improved Go Rail service on the Barrie Line; and Extension of Teston Road from Dufferin Street to Keele Street.
Traffic forecasts provided by the Region in the form of weekday PM peak hour link traffic volumes for the 2021 and 2031 horizons include provision of these improvements as reflected in the regional Transportation model. 3. Existing Transportation Operations
This section provides background pertaining to the transportation system in and around the Study Area and an assessment of existing traffic volume and collision data and future conditions with planned improvements in the Study Area. 3.1 Approach and Methodology
Sections 3.8, 4.3 and 4.4 of this report detail the traffic operations analysis conducted for the three midblock sections and four major intersections along Elgin Mills Road West within the Study Area.9 This analysis was completed for both existing (2014) and future (2021 and 2031) conditions during the weekday morning (AM) and afternoon
8 See http://www.richmondhill.ca/documents/meetings/bcw/10_29_2013_13_00/Item%203.1.pdf 9 These sections and intersections do not include the midblock pedestrian signal between Bathurst Street and Larratt Lane. York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 1
(PM) peak hours to characterize operating conditions and identify locations requiring attention. The methodologies applied for the midblock and intersection traffic operations analyses are described in the following sections. 3.1.1 Midblock Analysis
For midblock sections, the quality of service was characterized based on the volume to capacity (v/c) ratio for the link. The v/c ratio provides a measure of traffic volume demand to available capacity, with an at-capacity condition represented by a v/c ratio of 1.00 (i.e., volume demand equals theoretical capacity). A v/c ratio of 0.90 or less was deemed acceptable operation for midblock locations. Road segments with v/c ratios exceeding this threshold were further reviewed for capacity improvements including widening.
The midblock v/c ratios were calculated by dividing the traffic link volume (existing or forecasted) by the theoretical capacity for the subject link (i.e., the maximum hourly rate at which vehicles can be expected reasonably to traverse the section of roadway within a given time period, under prevailing roadway, traffic and control conditions). A theoretical capacity value of 800 vehicles per hour per lane was used in the analysis. This capacity is intended to account for the type and number of local roads and accesses provided, the presence of pedestrians and crossing locations, driving characteristics for this type of facility and other factors. The value of 800 vehicles per hour per lane is the capacity specified for Elgin Mills Road West in the York Region Transportation Demand Model. 3.1.2 Intersection Analysis
Intersection Level of Service (LOS) was assigned based on average delay per vehicle and includes deceleration delay, queue move-up time, stopped delay, and final acceleration delay. LOS is a qualitative measure that describes the operating conditions within an intersection, and the perception of those conditions by road users. There are six levels of service defined. Each level has a letter identification from A to F with LOS A representing the best operating conditions and LOS F the worst.
Table A summarizes the LOS criteria for signalized intersections according to the 2000 Highway Capacity Manual (HCM 2000).
The operational analysis for the signalized intersections was conducted using Synchro/SimTraffic software, Version 8.0, which implements the methods contained in HCM 2000 and HCM 2010. The Synchro network was developed specifically for this study and further refined through the analysis.
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Table A – Intersection Level of Service Criteria for Automobile Mode
Average Control Delay per Vehicle (s/veh) Level of Service Signalized Intersections1 A < 10 B >= 10 and < 20 C >= 20 and < 35 D >= 35 and < 55 E >= 55 and < 80 F > 80
Source: 1. Highway Capacity Manual, 4th Edition (HCM 2000), Transportation Research Board, Chapter 16: Signalized Intersections, Exhibit 16-2
3.2 Road Network
Figure 4 illustrates the lane configuration and intersection traffic control on Elgin Mills Road West within the study area. The posted speed limit on Elgin Mills Road West within the study area limits is 50 km/h. The major roadways in the study area include:
Elgin Mills Road West (Regional Road 49)
Elgin Mills Road West is a regional arterial roadway linking Bathurst Street with Yonge Street. Elgin Mills Road West extends west of Bathurst Street, becoming Teston Road which ends at Dufferin Street. Elgin Mills Road West consists of a 3- lane urban cross section (2 traffic lanes and centre turning lane), from Bathurst Street to just west of Creekview Avenue, with added turning lanes at key intersections. The roadway is semi-urban in nature, with curb and gutter and boulevard sidewalk on the north side and rural with open ditch drainage on the south side, with no sidewalk. Just west of Creekview Avenue, Elgin Mills Road West consists of four traffic lanes and a centre turning lane (with dedicated left turn lanes at key intersections). In this section, the roadway becomes fully urbanized, with curb and gutter and sidewalks on both sides. The overall length of the Elgin Mills Road West between Bathurst Street and Yonge Street is approximately 2.2 km.
Signalized intersections that exist along Elgin Mills Road West are located at Bathurst Street, Larratt Lane, Shaftsbury Avenue/Regent Street and Yonge Street. A midblock pedestrian signal is provided between Bathurst Street and Larratt Lane, at the crossing of the trail following the stream to Mill Pond south of Elgin Mills Road West. Unsignalized intersections exist at Hiram Road, Tannery Crescent, extension of Leonard Street, and Creekview Avenue.
The roadway is characterized with numerous fronting residential properties with driveway access to Elgin Mills Road West. The centre turning lane on Elgin Mills Road West serves vehicles entering or exiting from these properties. The turning lane transitions into separate left turn lanes at the major intersections.
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Bathurst Street (Regional Road 38)
Bathurst Street is a regional arterial road, with a 4-lane urban cross section, with added turning lanes at intersections. Bathurst Street is a major north – south arterial road connecting into the City of Toronto and highways 407 and 7 south of the study area and with King Road and Bloomington Road north of the study area. The posted speed limit on Bathurst Street is 70 km/h. Adjacent land uses include service commercial and residential uses, with some control of access.
Bathurst Street is a boundary road, with the City of Vaughan on the west side and Town of Richmond Hill on the east side.
Yonge Street (Regional Road 1)
Yonge Street is a major north – south regional arterial road connecting the City of Toronto to the south with Richmond Hill and Newmarket and areas further north. In the study area, Yonge Street consists of an urban arterial 4-lane cross section, with added turning lanes at key intersections and a centre turning lane south of the intersection. The posted speed limit is 60 km/h.
Larratt Lane / Peterhouse Street
Larratt Lane is a residential collector road under the jurisdiction of the Town of Richmond Hill that connects Elgin Mills Road West with Canyon Hill Avenue on the north. Peterhouse Street is the local residential road to the south of Elgin Mills Road West immediately across from Larratt Lane and was recently constructed to serve a new development at the south of the intersection. The roadway width is approximately 7 metres on either side of Elgin Mills Road West, sufficient for two traffic lanes. On-street parking is permitted on the north of Elgin Mills Road West and the posted speed limit is 50 km/h. Land use consists of fronting residential properties.
Shaftsbury Avenue / Regent Street
Shaftsbury Avenue / Regent Street is a residential collector road under the jurisdiction of the Town of Richmond Hill. The roadway is a continuous midblock collector road connecting Bathurst Street, Elgin Mills Road West, Canyon Hill Avenue and Bathurst Street. The posted speed limit is 50 km/h. The roadway width is 8 metres and north of Elgin Mills Road West the cross section includes two traffic lanes and two on- street bicycle lanes. Land use consists of fronting residential properties.
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Figure 4 – Study Area Intersection Controls and Lane Configurations
Yonge Street Bathurst Street Larratt Lane Shaftsbury Avenue 65m 30m 30m 45m 30m 65m 35m 110m Pedestrian Crossing 20m 70m
ul. ul. ul. ul. Elgin Mills Road
100m ul. ul. 95m
100m 35m 90m 110m ~15m 20m 45m ul. 30m Peterhouse Street Regent Street
LEGEND Unsignalized Intersection Study Area Intersection Controls and Lane Configurations Signalized Intersection
ul. Unlimited Storage - shared left turn lane
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3.3 Transit Services
Table B summarizes the York Regional transit routes that are provided in and through the Study Area. Additional VIVA services are provided on Bathurst Street and Yonge Street north and south of the Study Area.
Table B - YRT Transit Services
Route # Description Headway 80 Elgin Mills from Elgin West C.C. to Betty Roman Boulevard 30 min.
88/88A Bathurst Street from Seneca College to Finch GO-Bus 30 min. Terminal 83 Shaftsbury from Richmond Hill Centre to Bernard Terminal 30 min.
Along Elgin Mills Road West between Bathurst Street and Yonge Street, there are a total of 8 transit stops eastbound and westbound. Generally, bus stops are near-side stops, and very often are located within separate right turn lanes. 3.4 Trails and Pathways
Two trails are provided in the study area that either terminate at or cross Elgin Mills Road West. These include the following:
Trail crossing of Elgin Mills Road West at the pedestrian signal located approximately 560 metres east of Bathurst Street and 240 metres west of Larratt Lane; and Elgin Mills Road West north side, trail/walkway connecting from Slave Crescent located approximately 90 west of Shaftsbury Avenue. 3.5 Planned Capital Works
There are a number of planned road improvements in close proximity to the Study Area. The York Region 2016 10-Year Roads and Transit Capital Construction Program identifies the following road widening projects:
Construction of Teston Road from Pine Valley Drive to Weston Road; and Provision of road improvements to support transit on Yonge Street and on Bathurst Street by 2021 in conjunction with transit-oriented development in the regional corridors of Yonge Street, Bathurst Street and Major Mackenzie Drive.
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In addition, the following longer-term improvements have been recommended in the York Region Transportation Master Plan Update:
Improvements to transit services in the Yonge Street corridor Improved Go Rail service on the Barrie Line Construction of an extension of Teston Road from Dufferin Street to Keele Street, in conjunction with the improvement at Pine Valley Drive may contribute to additional through traffic on Elgin Mills Road West 3.6 Land Use
The Study Area is a built up urban area within the Town of Richmond Hill. It consists of predominantly low density residential land uses, with interspersed institutional uses including public and private elementary and secondary schools. Neighbourhood commercial land uses exist on the northeast corner of the Bathurst Street and Elgin Mills Road West intersection. Gas stations are located on the southeast and southwest corners. Estate residential is located in the northwest corner. Service commercial uses are also located at the intersection of Yonge Street and Elgin Mills Road West in the northeast, southeast and southwest corners. The northwest corner is located within the greenway core area and is noted as Exception Area #10 in the Town of Richmond Hill Official Plan.
The greenway system abuts and crosses Elgin Mills Road West in the areas where existing drainage courses exist. In the case of the drainage courses leading to the Mill Pond, located approximately 570 metres east of Bathurst Street, a signalized pedestrian crossing is located at the easterly tributary, approximately 250 metres west of the Larratt Lane intersection.
Major activity areas include the schools near Larratt Lane north of Elgin Mills Road West; and on Regent Street south of Elgin Mills Road West. Other activity areas include the commercial areas on Yonge Street and on Bathurst Street and the trail and greenway system that crosses Elgin Mills Road West. 3.7 Traffic Volumes
Traffic data for this study was provided by York Region Transportation and Community Planning in the form of automatic traffic recorder (ATR) volume data, including vehicle classification into automobiles and trucks at midblock locations and intersection turning movement counts, where available. Additional traffic counts were conducted by HMM in December 2014 to update some of the intersection turning movement data and to fill in some data gaps. The following sections summarize the available traffic data used for this study.
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3.7.1 Daily Volumes
Table C summarizes the ATR count locations and period over which data is available from York Region. Three count stations are located on Elgin Mills Road West: one at the west end between Bathurst Street and Hiram Road; one at the east end between Creekview Avenue and Yonge Street; and one east of Yonge Street between Yonge Street and Enford Drive/Yorkland Street. Two count stations are provided on Bathurst Street: one located south of Elgin Mills Road West between Elgin Mills Road West and Oxford Street/Lady Delores Avenue; and one north of Elgin Mills Road West between Elgin Mills Road West and Woodland Acres Crescent. Table C - ATR 24-Hour Traffic Counts
2004 - 2012 Estimated Compound Midblk ID Period Street From - To 2014 AADT Growth (veh/d) (%) DA6AE471E9698DD2 2004 - 2011 Elgin Mills Rd W Between Bathurst Street and Hiram Road 16,949 1.15 A48AD7B30352129B 2006 - 2012 Elgin Mills Rd W Creekview Avenue to Yonge Street 22,380 4.61 0352129B388D4A27 2005 - 2011 Elgin Mills Rd E Yonge Street to Enford Drive/Yorkland Street 30,906 5.82 E98327A0dA6AE471 2004 - 2012 Bathurst Street Oxford Street/Lady Delores Avenue to Elgin Mills Road 32,234 1.41 DA6AE47147333FAF 2004 - 2012 Bathurst Street Elgin Mills Road to Woodland Acres Crescent 30,748 3.08
The historical annual average daily traffic (AADT) volumes were estimated for each section by taking the average of the factored daily volumes provided in each yearly count. A linear least squares regression equation for the growth trend in the estimated AADT volumes in each section was then determined and annual simple and compound growth rates determined from this trend line. The forecast 2014 existing AADT volume in each section was determined by from the linear trend line. The equivalent compound annual growth rate resulting from extrapolation of this linear trend to the end of each data set was then estimated. The resulting AADT volumes and compound annual growth rate for each section is provided at the end of Table C.
The historical compound rate of growth in AADT volumes on Elgin Mills Road West varies from approximately 1 percent to 4.6 percent between Bathurst Street and Yonge Street, with the higher rate of growth near Yonge Street. East of Yonge Street the annual rate of growth in AADT volume is even higher per annum, at approximately 5.8 percent.
Appendix D contains an analysis of the traffic growth rate trends on Elgin Mills Road West, Bathurst Street north and south of Elgin Mills road West, and Yonge Street. 3.7.2 Traffic Composition
Vehicle classification data was provided by York Region for each of the 24-hour traffic count stations described above. The classification used was based on the FHWA 13- Category Scheme that includes the vehicle classes shown in Table D.
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Table E summarizes the vehicle classification determined from the daily traffic count stations located on Elgin Mills Road West. Overall, automobiles and light trucks make up approximately 96 – 97 percent of total traffic; buses and medium trucks make up approximately 2 – 3 percent of the total traffic; and heavy trucks make up approximately 1 percent of the total traffic. Daily volumes of heavy trucks are approximately 173 – 178 trucks per day on the section between Bathurst Street and Yonge Street.
Table D - FHWA Vehicle Classification
Classification # FHWA Classification 1 Motorcycles 2 Passenger Cars 3 Pickups, Panels and Vans 4 Buses 5 Single-Unit 2-Axel Trucks 6 Single-Unit 3-Axel Trucks 7 Single-Unit 4 or More-Axel Trucks 8 Single-Trailer Three or More-Axel Trucks 9 Single-Trailer 5-Axel Trucks 10 Single-Trailer 6 or More-Axel Trucks 11 Multi-Trailer 5 or Less Axel Trucks 12 Multi-Trailer 6-Axel Trucks 13 Multi-Trailer 7 or more Axel Trucks
Table E - Vehicle Classification
Eastbound Westbound
Buses and Buses and Street From - To Auto and Auto and Medium Heavy Trucks Total Medium Heavy Trucks Total Light Trucks Light Trucks Trucks Trucks Class 1 - 3 Class 4 - 7 Class 8 - 13 Class 1 - 3 Class 4 - 7 Class 8 - 13
9,207 270 92 9,569 9,075 229 81 9,385 Elgin Mills Road W Bathurst St to Hiram St 96% 3% 1% 97% 2% 1%
9,901 340 82 10,323 9,973 241 96 10,310 Elgin Mills Road W Creekview Ave to Yonge St 96% 3% 1% 97% 2% 1%
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3.7.3 Peak Hourly Volumes
Table F lists turning movement counts provided by the Region at the four intersections on Elgin Mills Road West within the study area. In addition to these counts, supplementary counts were collected during December, 2014 to confirm and update the available information to a 2014 base year. These count locations are also shown in Table F. Table F - Turning Movement Counts at Elgin Mills Road West Intersections
Intersection Location Date AM Peak Hour PM Peak Hour February 1, 2006 7:30 – 8:30 16:45 – 17:45 Bathurst Street December 18, 2014 7:30 – 8:30 16:30 – 17:30 Pedestrian Crossing December 18, 2014 8:00 – 9:00 16:30 – 17:30 Larratt Lane/ September 17, 2002 7:45 – 8:45 16:45 – 17:45 Peterhouse Street December 18, 2014 7:45 – 8:45 16:30 – 17:30 Regent Lane/ Shaftsbury November 19, 2009 7:45 – 8:45 17:00 – 18:00 Avenue December 18, 2014 7:45 – 8:45 17:00 – 18:00 May 6, 2014 7:30 – 8:30 17:00 – 18:00 Yonge Street December, 2014 N/A N/A
The traffic count information is provided in Appendix A. The morning peak hour at the intersection locations was generally found to be close to 7:30 AM – 8:30 AM. The afternoon peak hour was generally found to be close to 5:00 PM – 6:00 PM.
The traffic volumes at each intersection location were brought to a common base year of 2014 by adjusting the observed May and December 2014 traffic counts by the month factors given for the closest ATR traffic count station. Based on the traffic data from historic counts, a monthly seasonal factor of 0.95 was applied to all intersection counts in 2014 for the December counts along Bathurst and Elgin Mills Road West, and 0.93 for traffic count conducted in May at Yonge Street. The values were derived from the observed trends in October and November of 2011 and 2012 on Bathurst and Elgin Mills Road West, and the trends observed in the June, May, and November counts from 2004, 2007 and 2009 respectively for the roads in the vicinity of Yonge Street. It was gathered that the seasonal variation follows a trend similar to the intermediate tourist and commuter recreation trends, resulting in a similar seasonal factor in both May and December. Observing a trend of 0.93 in May of 2007 and 0.95 in November of that same year, it was assumed that the seasonal trend of 0.93 was used on the May traffic count due to 0.95 being observed in November of that same year, which is the seasonal factor determined for the December counts.
The resulting 2014 volumes were reviewed and balanced as appropriate to closely match the available count data. Figure 5 summarizes the peak hour traffic volumes on Elgin Mills Road West within the study area. The traffic volumes shown in Figure 5 have been smoothed to balance volumes between intersections. Figure 6 summarizes the truck traffic volumes observed at each intersection and in the midblock locations. Figure 7 shows the corresponding truck percentage of total traffic based on the data provided in Figure 5 and Figure 6. This truck composition was used for both the existing and future conditions analysis since data for future truck movements was not available. York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 10
Figure 5 - 2014 Existing AM and PM Peak Hour Traffic Volumes
Yonge Street Bathurst Street Larratt Lane Shaftsbury Avenue
Pedestrian Crossing 109 722 87 48 1 22 41 66 126 81 896 229 424 1426 147 69 126 178 7 112 43 42 75 190 212 79 194 106 1335 354 181 332 441 502 715 834 501 781 453 680 396 649 Elgin Mills Road West 247 250 12 9 39 69 203 246 208 171 105 48 55 26 208 168 376 345 739 721 636 625 536 630 397 564 40 46 33 873 187 5 17 8 4 16 61 72 46 74 54 141 144 50 479 55 74 1794 320 12 4 13 84 80 56 184 1257 146
Peterhouse Street Regent Street
LEGEND Unsignalized Intersection PM Peak Hour 2014 Existing AM and PM Peak Hour Traffic Volumes AM Peak Hour Signalized Intersection
Left Thru Right Turning Movements
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Figure 6 – 2014 Existing AM and PM Peak Hour Truck Traffic Volumes
Yonge Street Bathurst Street Larratt Lane Shaftsbury Avenue
Pedestrian Crossing 3 13 3 3 0 0 0 1 0 2 25 4 9 21 10 16 6 1 0 8 0 1 0 4 2 1 2 7 35 18 18 8 19 10 40 22 42 17 36 17 21 8 Elgin Mills Road 19 2 0 0 2 2 18 4 0 9 1 2 0 2 2 8 13 9 23 36 23 25 14 28 12 22 2 3 5 36 14 0 4 1 0 3 2 5 4 3 0 0 4 2 38 4 2 18 6 0 0 0 1 2 0 1 20 1
Peterhouse Street Regent Street
LEGEND Unsignalized Intersection PM Peak Hour 2014 Existing AM and PM Peak Hour Truck Traffic Volumes AM Peak Hour Signalized Intersection
Left Thru Right Turning Movements
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Figure 7 – 2014 Existing AM and PM Peak Hour Truck Percentages
Yonge Street Bathurst Street Larratt Lane Shaftsbury Avenue
Pedestrian Crossing 3% 2% 4% 7% 0% 0% 0% 2% 0% 3% 3% 2% 2% 2% 7% 24% 5% 1% 0% 7% 0% 3% 0% 2% 1% 1% 1% 7% 3% 5% 11% 3% 5% 2% 6% 3% 9% 2% 8% 3% 6% 1% Elgin Mills Road 8% 1% 0% 0% 5% 3% 9% 2% 0% 6% 1% 4% 0% 8% 1% 5% 4% 3% 3% 5% 4% 4% 3% 5% 3% 4% 5% 7% 16% 4% 8% 0% 25% 13% 0% 20% 3% 7% 9% 4% 0% 0% 3% 4% 8% 8% 3% 1% 2% 0% 0% 0% 1% 3% 0% 1% 2% 1%
Peterhouse Street Regent Street
LEGEND Unsignalized Intersection PM Peak Hour 2014 Existing AM and PM Peak Hour Truck Percentages AM Peak Hour Signalized Intersection
Left Thru Right Turning Movements
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3.8 Existing Traffic Operations 3.8.1 2014 Existing Conditions – Midblock Analysis
Table G shows the AM peak direction (eastbound) midblock volumes and volume-to- capacity (v/c) ratio for traffic on Elgin Mills Road West based on the 2014 midblock and intersection counts provided by York Region.
Table G – 2014 Existing Conditions Midblock Capacity Analysis for Elgin Mills Road West
AM Peak AM Volume-to- PM Peak PM Volume- Section Direction Capacity Ratio Direction to-Capacity Volume (veh/h) (v/c) Volume (veh/h) Ratio (v/c) Bathurst Street to Larratt Lane 757 0.95 878 1.10 Larratt Lane to Regent Street / 753 0.94 833 1.04 Shaftsbury Avenue Shaftsbury Avenue / Regent 896 1.12 944 1.18 Street to Yonge Street
The v/c ratios shown in Table G are based on a lane capacity of 800 vehicles per hour per lane (veh/h/lane) for an urban arterial roadway. All midblock sections are approaching or slightly above the available capacity in the peak direction in the morning and afternoon peak hours. These results indicate that there is an immediate need to widen Elgin Mills Road West from Bathurst Street to Yonge Street from a 3-lane cross section to a 5-lane cross section. 3.8.2 2014 Existing Conditions – Intersection Analysis
Intersection operational analysis was completed for existing 2014 traffic conditions for the Study Area. The analysis for the existing 2014 conditions was conducted using the existing signal timing plans and peak hour factor (PHF) observed on the road network for all intersection movements with the exception of the Yonge Street intersection as 15-minute hourly counts were not available. The PHF for this intersection was defaulted to 0.92 as determined by Synchro for the existing condition only. Synchro parameters were calibrated to simulate existing conditions such that v/c ratios based on observed volumes are close to 1.00 (capacity). Bus blockages were entered for each lane group affected by the presence of bus stops serving the three transit routes in the Study Area. Buses were assumed to stop in the curb lanes. A conservative assumption of ten buses per hour was used in the existing conditions analysis so as to capture any potential increases in transit services in the future horizon years.
Table H summarizes the findings of the signalized intersection analyses under existing conditions. The table provides the v/c ratios and delays for the critical movements as well
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 14 as the overall intersection for both the morning (AM) and afternoon (PM) peak hours. The LOS for the intersection and the critical movements are also reported.
Table H – 2014 Existing Conditions Intersection Analysis Results
AM Peak Hour PM Peak Hour Intersection Movement LOS Delay(s) V/C LOS Delay(s) V/C Overall D 44.6 0.94 D 52.7 1.00 EBL F 100.7 0.99 F 82.5 0.96 WBL F 93.2 0.98 F 99.3 1.00 Bathurst Street WBT E 76.2 0.95 E 74.8 0.95 NBL F 112.7 0.80 ------NBT ------E 59.0 1.00 SBL ------E 72.9 0.87 Pedestrian Crossing Overall A 5.1 0.55 A 5.5 0.61 Larratt Lane/ Overall B 15.1 0.55 A 8.2 0.56 Peterhouse Street Regent Street/ Overall C 32.7 0.74 C 20.9 0.66 Shaftsbury Avenue SBL F 80.7 0.95 ------Overall D 39.4 0.96 D 44.9 0.98 EBL ------F 110.7 1.04 Yonge Street WBL F 90.8 0.98 ------NBT D 42.5 0.90 SBL ------F 94.0 1.02
The results in Table H illustrate that all intersections are operating at acceptable levels of service on an overall basis with two exceptions:
The intersection of Elgin Mills Road West and Bathurst Street is operating at an acceptable overall LOS D (AM and PM); however the v/c ratio is approaching or at capacity (0.94 and 1.00 in the AM and PM peak hours respectively). Some turning movements including the eastbound and westbound left turn (AM and PM) and northbound left turn (AM) are operating at LOS F and experiencing higher delays. The intersection of Elgin Mills Road West and Yonge Street is operating at an acceptable overall LOS D (AM and PM); however the v/c ratio is approaching capacity (0.96 and 0.98 in the AM and PM peak hours respectively). Some turning movements including the eastbound left turn (PM), westbound left turn (AM) and southbound left turning (PM) movement are operating at LOS F and experiencing higher delays.
The remaining signalized intersections along Elgin Mills Road West are operating at an acceptable overall LOS C or better during the AM and PM peak hours with only some movements experiencing longer delays, in particular the southbound left turning movement at Regent Street/ Shaftsbury Avenue which is operating at LOS F in the AM peak hour. This movement could be improved by implementing a revised signal timing plan that redistributes the available green time more efficiently than the current signal timing plans. York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 15
As noted above, the intersection of Bathurst Street with Elgin Mills Road West experiences an overall LOS D in the morning and afternoon peak hour and the v/c is approaching or at capacity at 0.94 and 1.00 respectively. The Yonge Street intersection also operates at LOS D in the both the morning and afternoon peak hours; however the v/c is approaching capacity at 0.96 and 0.98 in the peak hours. Both these intersections have critical movements that experience high delays. An optimized signal timing plan could improve operations at these intersections.
It is noted that the volumes used for the analysis at Bathurst Street and Yonge Street are based on 2014 volumes that have been adjusted and balanced to average 2014 volumes using a seasonal factor of 0.95 for Bathurst Street and 0.93 for Yonge Street. Since the volumes are based on observed trends in dated historic AADT seasonal factors, the factors chosen may be lower than assumed in this analysis. The adjusted volumes are conservative and may be overestimating the actual existing volumes on the network. 3.9 Traffic Safety 3.9.1 Collision Summary
Collision information for the study area was provided by the Region of York for six intersection locations and six midblock locations for a six-year period from 2008 to 2013. Study locations along Elgin Mills Road West include:
Intersections: Bathurst Street and Elgin Mills Road West Hiram Road and Elgin Mills Road West Larratt Lane and Elgin Mills Road West Regent Street/Shaftsbury Avenue and Elgin Mills Road West Creekview Avenue and Elgin Mills Road West Yonge Street and Elgin Mills Road West
Midblock Sections:
Between Bathurst Street and Hiram Road Between Hiram Road and Tannery Court Between Tannery Court and Larratt Lane Between Larratt Lane and Regent Street/Shaftsbury Avenue Between Regent Street/Shaftsbury Avenue and Creekview Avenue Between Creekview Avenue and Yonge Street
There were a total of 513 collisions; 461 intersection collisions and 52 midblock collisions, reported within the study area of Elgin Mills Road West between 2008 and 2013. The intersection of Yonge Street and Elgin Mills Road experienced the highest number of collisions (224), followed by Bathurst Street and Elgin Mills Road West (163), and Regent
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Street/Shaftsbury Avenue and Elgin Mills Road (51). The midblock section of Elgin Mills Road West between Bathurst Street and Hiram Road had the highest number of collisions recorded (19), followed by Regent Street/Shaftsbury Avenue and Creekview Avenue (13), and between Creekview Avenue and Yonge Street (11). All intersections along Elgin Mills Road West are signalized, except for Creekview Avenue and Hiram Road which are unsignalized intersections with a stop sign on the side street. Also there is an I.P.S (Independent Pedestrian Signal) located approximately 150 metres east of Tannery Court. Table I presents a summary of collisions by Severity; and Table J presents a summary by Impact Type.
Table I – Intersection and Midblock Collisions by Severity.
Non-fatal Property Percentage Location Along Elgin Fatal Non- Total Injury Damage Other of Total Mills Road West Collisions Reportable Collisions Collisions (PDO) Collisions Intersections
Bathurst Street 0 33 64 55 11 163 31.8%
Hiram Road 0 0 1 0 0 1 0.2%
Larratt Lane 0 2 10 7 0 19 3.7%
Regent St/Shaftsbury 0 11 15 24 1 51 9.9% Ave
Creekview Avenue 0 2 1 0 0 3 0.6%
Yonge Street 0 51 76 88 9 224 43.7%
Subtotal: 0 99 167 174 21 461 89.9% Midblock Sections
Bathurst Street to 0 1 4 14 0 19 3.7% Hiram Road
Hiram Road to 0 2 0 0 0 2 0.4% Tannery Court
Tannery Court to 0 1 0 0 0 1 0.2% Larratt Lane Larratt Lane to Regent Street/Shaftsbury 0 0 2 4 0 6 1.2% Avenue Regent Street/Shaftsbury 0 6 6 1 0 13 2.5% Avenue to Creekview Avenue Creekview Avenue to 0 1 5 5 0 11 2.1% Yonge Street
Subtotal: 0 11 17 24 0 52 10.1%
Grand Total: 0 110 184 198 21 513 100.0%
As shown within Table I, there were no fatal collisions recorded in the Study Area between 2008 and 2013; however there were some non-fatal injury collisions (110 or 21% of the total collisions). The majority of collisions that occurred were non-reportable (198 or 39% York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 17
of total collisions), followed closely by collisions involving Property Damage Only (184 or 36% of total collisions). 85% of non-fatal injury collisions (84 out of 110) occurred at the intersections at Yonge St. and Bathurst St. The midblock sections of the study area did not experience a large number of collisions, as they only account for 52 or 10% of the total collisions recorded. The remaining 90% of collisions occurred at the six intersections along the corridor. It should be noted that of the 513 collisions that were recorded, 21 collisions were not given a classification at the time of the incident.
Table J – Intersection and Midblock Collisions by Type
Turning SMV - Location Along Elgin Approaching Angle Sideswip SMV - Rear End Movemen Unattended Other Mills Road West (Head On) (T-bone) e Other t Vehicle
Intersections Bathurst Street 6 27 94 18 6 1 7 4
Hiram Road 0 0 0 0 1 0 0 0
Larratt Lane 0 1 17 1 0 0 0 0
Regent St/Shaftsbury 0 12 34 1 2 1 1 0 Ave
Creekview Avenue 1 0 1 0 0 1 0 0
Yonge Street 5 29 128 23 17 11 4 7
Subtotal: 12 69 274 43 26 14 12 11
Midblock Sections
Bathurst Street to Hiram 1 9 5 1 3 0 0 0 Road
Hiram Road to Tannery 0 0 1 0 0 0 1 0 Court
Tannery Court to Larratt 0 0 1 0 0 0 0 0 Lane
Larratt Lane to Regent Street/Shaftsbury 0 0 4 1 0 0 1 0 Avenue Regent Street/Shaftsbury 1 2 8 0 1 1 0 0 Avenue to Creekview Avenue Creekview Avenue to 0 4 6 1 0 0 0 0 Yonge Street
Subtotal: 2 15 25 3 4 1 2 0 Grand Total: 14 84 299 46 30 15 14 11
Table J summarizes the collisions that occurred at each intersection and midblock section by the impact designation. The majority of collisions for both intersections and midblock sections were rear end collisions (299 or 58% of total collisions). This is followed by angle collisions (84 or 16%), sideswipe (46 or 9 %) and turning movement (30 or 6%). The York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 18 highest frequencies for each collision type occurred at the intersections of Bathurst Street and Yonge Street There were also 11 collisions recorded that were not assigned an impact classification. These have been displayed under the “Other” column above. 3.9.2 Intersection Collision Analysis
The six intersections along Elgin Mills Road West account for 461 collisions which represents 90 % of the total collisions within the study area between 2008 and 2013. During the six-year study period, 174 collisions (38 %) were reported as non-reportable, 167 collisions (36 %) involved Property Damage Only (PDO), 99 collisions (21%) involved non-fatal injuries and the remaining 21 collisions (5 %) were collisions that were not given a severity classification upon the incident record. No collisions involving fatalities were reported.
Figure 8 illustrates that more than half (59 %) of all intersection collisions are rear end collisions. Angle (T-bone) collisions follow rear end collisions as the second most predominant collision type (15 %), with sideswipes closely following as the third most predominant type (9%).
SMV - Other Other Approaching (Head On) SMV - Unattended 3% 2% 3% Vehicle 3% Turning Movement 6%
Angle (T-bone) 15% Sideswipe 9%
Rear End 59%
Figure 8 – Intersection Collisions by Impact Type Figure 9 indicates that approximately three quarters (74%) of intersection collisions occurred during clear weather conditions. This is followed by rain and snow conditions (16% and 6% respectively).
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Strong Wind Unknown 0% 3%
Snow 6%
Rain Other 16% 0% Fog,Mist,smoke,dust 1%
Clear 74%
Figure 9 – Intersection Collisions by Environmental Conditions
Collision analysis by Time of Day indicated that collisions were evenly split between the midday and PM peak hour, and also between the AM peak hour and evening. The majority of collisions were recorded as occurring during the PM peak hour. Figure 10 illustrates the collisions by Time of Day.
AM Peak Hour 18% Early Morning PM Peak Hour 3% 35%
Evening 14%
Midday 30%
Figure 10 – Intersection Collisions by Time of Day
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Collision analysis by light condition indicated that the majority of collisions (64 %) were reported to have occurred during daylight conditions. A further 21% of collisions occurred in dark lighting conditions with the remaining 15% occurring at dusk (7%) and dawn (8%). Figure 11 illustrates collisions by light conditions.
Dusk 7% Dark 21%
Dawn 8%
Daylight 64%
Figure 11 – Intersection Collisions by Light Condition
1. Bathurst Street and Elgin Mills Road West
A total of 163 collisions were reported at the intersection of Bathurst Street and Elgin Mills Road West between 2008 and 2013. Of those collisions, 94 were rear end collisions, 27 were right angle (T-bone) collisions, 18 were sideswipe collisions, and 6 approaching (head on) collisions, 6 turning movement collisions, and the remaining 8 were single motor vehicle collisions. It should also be noted that a total of 4 collisions were reported with no impact classification. No fatal injury collisions were reported. Thirty-three collisions resulted in non-fatal injury, 64 resulted in Property Damage Only, and 55 were classified as non-reportable collisions. These are collisions that do not fit into the other collision types, as they are incidents where there has been a collision but it was unable to be reported. The remaining 11 were reported without classification of the severity of the collisions, and are designated as “Other”.
Figure 12 illustrates a collision diagram of all reported collisions for the intersection of Bathurst Street and Elgin Mills Road West. The predominant collision type at this location was rear end collisions which accounts for 94 out of the 163 total collisions. Right angle (T-bone) collisions and sideswipe collisions were the next most frequent type of collision with 27 angle collisions and 18 sideswipe collisions occurring.
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These collision patterns could be attributed to the following road factors/driver actions:
Right Angle – Restricted sightlines, inconspicuous intersection, inappropriate gap acceptance, speeding, disobey traffic control and improper turn. Rear End – Restricted sightlines, inconspicuous intersection, speeding, distracted driving, poor road surface friction and insufficient gap allowance. Turning Movement – insufficient clearance intervals, speeding, disobey traffic control, inconspicuous intersection, improper turn Single Motor Vehicle – poor road surface friction, poor delineation, shoulder width type, roadside design, speeding, distracted driving, evasive maneuvers Sideswipe – speeding, evasive maneuvers, poor road surface friction, poor delineation, insufficient gap allowance Approaching (Head On) – distracted driving, improper turn, restricted sightlines, speeding, inconspicuous intersection, disobey traffic control
Legend Head On Other
t
e Right Angle
e
r t Rear End
S
t
s Sideswipe
r
u Turning Movement
h
t
a SMV - Other
B SMV - Unattended Vehicle Elgin Mills Road West
Elgin Mills Road West
t
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a
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Figure 12 – Intersection Collision Diagram for Elgin Mills Road West and Bathurst Street
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2. Hiram Road and Elgin Mills Road West
Hiram Road and Elgin Mills Road West is an unsignalized intersection with the east-west traffic along Elgin Mills Road being free flowing, and a single stop sign for traffic entering Elgin Mills Road from Hiram Road. The number of collisions at this intersection is minimal, there has only been one collision reported within the study period of 2008- 2013. The single collision that was reported was a right angle (T-bone) collision and resulted in Property Damage Only.
These collision patterns could be attributed to the following road factors/driver actions:
Right Angle – Restricted sightlines, inconspicuous intersection, inappropriate gap acceptance, speeding, disobey traffic control and improper turn.
3. Larratt Lane and Elgin Mills Road West
A total of 19 collisions were reported to have occurred at the intersection of Larratt Lane and Elgin Mills Road West between 2008 and 2013. As indicated in Table I the majority of collisions were Property Damage Only (10), non-reportable collisions (7), and the remaining two collisions being reported as non-fatal collisions. There were no fatal collisions reported at this intersection. Of the 19 collisions, rear ends were the most predominant type (17), followed by a single right angle collision (1) and a sideswipe collision (1).
Figure 13 below is a collision diagram for the intersection of Larratt Lane and Elgin Mills Road West. Rear end collisions occurred most frequently on the east approach of the intersection, and the majority of collisions occurred on the east and west approaches.
These collision patterns could be attributed to the following road factors/driver actions:
Right Angle – Restricted sightlines, inconspicuous intersection, inappropriate gap acceptance, speeding, disobey traffic control and improper turn. Rear End – Restricted sightlines, inconspicuous intersection, speeding, distracted driving, poor road surface friction and insufficient gap allowance. Sideswipe – speeding, evasive maneuvers, poor road surface friction, poor delineation, insufficient gap allowance
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 23
Legend Head On Other Right Angle
e Rear End
n
a l Sideswipe
t
t
a Turning Movement
r
r
a SMV - Other
L SMV - Unattended Vehicle Elgin Mills Road West
Elgin Mills Road West
t
S
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o
h
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P
Figure 13 – Intersection Collision Diagram for Elgin Mills Road West and Larratt Lane
4. Regent Street/Shaftsbury Avenue and Elgin Mills Road
A total of 51 collisions were reported at the intersection of Regent St. /Shaftsbury Ave. and Elgin Mills Road West between 2008 and 2013. As indicated in Table I, the majority of collisions reported at this location were reported as non-reportable collisions (24). Collisions that resulted in Property Damage Only were the next most frequent (15), along with non-fatal injury collisions (11). The remaining collision reported did not have a severity classification. Rear end collisions were the most predominant collision type (34), with right angle collisions following (12), and the remaining collisions being turning movement (2), sideswipe (1) and single motor vehicle collisions (2). No fatal or non-fatal injury collisions occurred at this intersection.
Figure 14 below is a collision diagram for the intersection of Regent St. /Shaftsbury Ave. and Elgin Mills Road West. The majority of collisions were rear end collisions and they occurred most frequently on the east approach of the intersection. The majority of right angle collisions occurred involving traffic travelling east bound on Elgin Mills Road West.
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These collision patterns could be attributed to the following road factors/driver actions:
Rear End – Restricted sightlines, inconspicuous intersection, speeding, distracted driving, poor road surface friction and insufficient gap allowance. Turning Movement – insufficient clearance intervals, speeding, disobey traffic control, inconspicuous intersection, improper turn Right Angle – Restricted sightlines, inconspicuous intersection, inappropriate gap acceptance, speeding, disobey traffic control and improper turn. Sideswipe – speeding, evasive maneuvers, poor road surface friction, poor delineation, insufficient gap allowance Single Motor Vehicle – poor road surface friction, poor delineation, shoulder width type, roadside design, speeding, distracted driving, evasive maneuvers
Legend
e
u Head On Other
n
e Right Angle
v
A Rear End
y
r
u Sideswipe
b
s
t
f Turning Movement
a
h SMV - Other
S SMV - Unattended Vehicle Elgin Mills Road West
Elgin Mills Road West
t
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Figure 14 – Intersection Collision Diagram for Elgin Mills Road West and Regent Street / Shaftsbury Avenue
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5. Creekview Avenue and Elgin Mills Road West
A total of 3 collisions occurred at the intersection of Creekview Avenue and Elgin Mills Road West between 2008 and 2013. The intersection is a “T” intersection with Creekview Avenue located on the south side of Elgin Mills Road West. The intersection is an unsignalized intersection with the east-west traffic along Elgin Mills Road being free flowing, and a single stop sign for traffic entering Elgin Mills Road from Creekview Avenue. Of the three collisions that occurred, 2 of them resulted in non-fatal injuries, and the remaining collision resulted in Property Damage Only. No fatal collisions occurred at this intersection. One head on collision, one rear end collision and one single motor vehicle collision were reported at this intersection.
These collision patterns could be attributed to the following road factors/driver actions:
Single Motor Vehicle – poor road surface friction, poor delineation, shoulder width type, roadside design, speeding, distracted driving, evasive maneuvers Right Angle – Restricted sightlines, inconspicuous intersection, inappropriate gap acceptance, speeding, disobey traffic control and improper turn. Approaching (Head On) – distracted driving, improper turn, restricted sightlines, speeding, inconspicuous intersection, disobey traffic control
6. Yonge Street and Elgin Mills Road West
A total of 224 collisions occurred at the intersection of Yonge Street and Elgin Mills Road West. As previously indicated in Table I, the majority of collisions were reported as non- reportable collisions (88). This was followed by Property Damage Only collisions (76) and non-fatal injury collisions (51). A total of 9 collisions were reported with a severity classification and were marked as “Other”. No fatal collisions were reported at this intersection. The predominant collision type at this intersection was rear end collisions (128), followed by right angle collisions (29), sideswipe collisions (23), turning movement collisions (17), and single motor vehicle collisions (15). A total of 7 collisions have been reported with no impact classification and therefore have been marked as “Other”.
Figure 15 below is a collision diagram for the intersection of Yonge Street and Elgin Mills Road West. The majority of the rear end collisions occurred on the northbound and southbound approaches. Right angle collisions appear to be most frequently occurring with traffic that is travelling in the north and east bound directions.
These collision patterns could be attributed to the following road factors/driver actions:
Rear End – Restricted sightlines, inconspicuous intersection, speeding, distracted driving, poor road surface friction and insufficient gap allowance. Turning Movement – insufficient clearance intervals, speeding, disobey traffic control, inconspicuous intersection, improper turn York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 26
Right Angle – Restricted sightlines, inconspicuous intersection, inappropriate gap acceptance, speeding, disobey traffic control and improper turn. Sideswipe – speeding, evasive maneuvers, poor road surface friction, poor delineation, insufficient gap allowance Single Motor Vehicle – poor road surface friction, poor delineation, shoulder width type, roadside design, speeding, distracted driving, evasive maneuvers Approaching (Head On) – distracted driving, improper turn, restricted sightlines, speeding, inconspicuous intersection, disobey traffic control
Legend Head On Other Right Angle
t
e
e Rear End
r
t
S Sideswipe
e
g Turning Movement
n
o SMV - Other
Y SMV - Unattended Vehicle Elgin Mills Road West
Elgin Mills Road West
t
e
e
r
t
S
e
g
n
o
Y
Figure 15 – Intersection Collision Diagram for Elgin Mills Road West and Yonge Street
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3.9.3 Midblock Collision Analysis
The six midblock sections along Elgin Mills Road West account for 52 (10 per cent) of the total collisions that were experienced within the study area between 2008 and 2013. During that time period there have been zero fatal collisions. Of the 52 midblock collisions, 24 (46 %) were reported as non-reportable, 17 (33%) Property Damage Only (PDO), and 11 collisions (21%) involved non-fatal injuries.
Figure 16 shows that the majority of midblock collisions were rear end collisions (48 %), followed by angle (T-bone) collisions (29 %), turning movement collisions (7 %) and sideswipe collisions (6%).
SMV - Unattended SMV - Other Approaching (Head On) Vehicle 4% 4% 2%
Turning Sideswipe Movement 6% 7%
Angle (T-bone) 29%
Rear End 48%
Figure 16 – Midblock Section Collisions by Impact Type
Figure 17 indicates that the majority of collisions (62%) occurred during times with clear weather conditions. Approximately one quarter (26%) occurred in times with rainy (15%) and snowy (11%) conditions. The remaining 12 % occurred in other times of inclement weather (Freezing rain, fog, mist, high winds, etc.). It should be noted that a small proportion (4%) of collisions were not recorded with an environmental condition, and therefore are represented as unknown.
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Unknown Strong Wind 4% 4%
Snow 11%
Rain 15% Clear 62%
Other 2% Freezing Rain 2% Figure 17 – Intersection Collisions by Environmental Conditions Similar to analysis of intersection collisions, collision analysis by time of day indicated that the collisions for the midblock sections occurred in a nearly even split between midday and afternoon peak period. Figure 18 displays the collisions by time of day.
AM Peak Hour 15% Early Morning PM Peak Hour 6% 36% Evening 8%
Midday 35%
Figure 18 – Intersection Collisions by Time of Day
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Three quarters (75%) of collisions were reported to have occurred during daylight conditions with 15% occurring during dark conditions, 8% at dawn and the remaining 2% of collisions occurring during dusk conditions. Figure 19 shows collisions by light conditions.
Figure 19 – Intersection Collisions by Light Condition The following is a summary of the six midblock sections based on number of collisions that occurred between 2008 and 2013. The following summarizes the midblock sections in order by the number of collisions that occurred within each section from highest to lowest.
1. Bathurst Street to Hiram Road
A total of 19 collisions occurred along Elgin Mills Road West between Bathurst Street and Hiram Road within the six-year period studied from 2008-2013. The majority of collisions (14) were non-reportable. Four collisions involved Property Damage Only and one collision was reported as non-fatal collision. Approximately 47% of reported collisions were angle (T-bone) collisions followed by 26% rear end collisions, 16% turning movement collisions, with one approaching and one sideswipe collision. This pattern suggests restricted sightlines and in addition suggests that driver’s actions to be speeding, disobey traffic control and improper turning and insufficient gap allowance.
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2. Regent Street/Shaftsbury Avenue to Creekview Avenue
A total of thirteen collisions occurred along Elgin Mills Road West between Regent Street/Shaftsbury Avenue and Creekview Avenue within the six-year period studied from 2008-2013. The majority of collisions are split evenly between Property Damage Only (6) collisions and non-fatal injury (6) collisions, while the remaining collision was reported as non-reportable. More than half of the reported collisions (8 or 62%) were classified as rear end collisions with two angle (T-bone) collisions, one single motor unattended vehicle, one turning movement, and one approaching (head on) collision. This pattern suggests poor road surface condition and restricted sightlines. Also these collisions suggest that driver actions may include speed, distracted driving and inappropriate gap allowance.
3. Creekview Avenue to Yonge Street
A total of eleven collisions occurred along Elgin Mills Road West between Creekview Avenue and Yonge Street within the six-year period studied from 2008-2013. The majority of collisions are split evenly between Property Damage Only (5) collisions and non- reportable (5) collisions, while the remaining one collision was reported as a non-fatal injury collision. More than half of the reported collisions (6 or 55%) were classified as rear end collisions with four angle (T-bone) collisions, and one sideswipe collision. This pattern suggests poor road surface condition, poor delineation, and restricted sightlines. These collisions also suggest that driver actions may include speed, distracted driving, evasive maneuvers and inappropriate gap allowance.
4. Larratt Lane to Regent Street/Shaftsbury Avenue
A total of six collisions occurred along Elgin Mills Road West between Larratt Lane and Regent Street/Shaftsbury Avenue within the six-year period studied from 2008-2013. Of the six collisions, four were non-reportable collisions and two were reported as Property Damage Only (PDO) collisions. Four rear end collisions accounted for the majority of collisions in this midblock section. The remaining two collisions were one sideswipe and one single motor vehicle collision. This pattern suggests poor road surface condition and restricted sightlines. In addition, driver action suggests speeding, insufficient gap allowance and distracted driving.
5. Hiram Road to Tannery Court
A total of two collisions occurred along Elgin Mills Road West between Hiram Road and Tannery Court within the six-year period studied from 2008-2013. Both collisions resulted in non-fatal injuries, and were both angle (T-bone) collisions. This pattern suggests restricted sightlines, poor delineation and poor road surface friction. In addition, driver action suggests speeding, distracted driving, insufficient gap allowance, improper turn and disobeying of traffic control.
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6. Tannery Court to Larratt Lane
A total of one collision occurred along Elgin Mills Road West between Tannery Court and Larratt Lane within the six-year period studied from 2008-2013. The collision resulted in a non-fatal injury and was caused by a rear end collision. This suggests poor road surface friction, restricted sightlines, and poor delineation. Driver action suggests, speeding, distracted driving and insufficient gap allowance. 3.9.4 Collision Analysis Summary
The corridor of Elgin Mills Road West has experienced a large number of collisions within the study period of 2008 to 2013. However there have been zero fatal collisions reported within that time period. It should be noted as well that the majority of collisions have occurred at the intersections at Yonge Street and Bathurst Street (387 of the total 513 collisions, or 75%). These intersections are experiencing high rates of collisions with Bathurst Street at an average of 27.2 collisions per year, and Yonge Street with an average of 37.3 collisions per year, both of which are higher than the average number of collisions per year for the remaining corridor combined (21 collisions per year). Listed below are the intersections studied ranked in terms of the number of collisions:
1. Yonge Street 2. Bathurst Street 3. Regent Street/Shaftsbury Avenue 4. Larratt Lane 5. Creekview Avenue (unsignalized) 6. Hiram Road (unsignalized)
Although there have been zero fatal collisions, the number of collisions that result in injury is relatively high. There are a total of 110 (21%) collisions that have resulted in non-fatal injuries for an average of 18.3 non-fatal injury collisions per year. Rear end collisions (299 of 513) dominate the corridor as they account for 58 per cent of all collisions, with only 16 per cent being angled collisions.
Midblock sections have experienced a small number of collisions within the corridor and these are predominately non-reportable collisions. There were a total of 11 non-fatal injury collisions that occurred within the midblock sections. The midblock sections ranked in terms of collision frequency are:
1. Bathurst Street to Hiram Road 2. Regent Street/Shaftsbury Avenue to Creekview Avenue 3. Creekview Avenue to Yonge Street 4. Larratt Lane to Regent Street/Shaftsbury Avenue 5. Hiram Road to Tannery Court 6. Tannery Court to Larratt Lane
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The majority of the midblock collisions are occurring in daylight with clear conditions which is cause for concern. The collisions are occurring predominately within the PM peak hour period when the corridor experiences high volumes.
Appendix C contains tables that identify design and operational treatments that would be appropriate for various factors contributing to collisions at intersections and that could be considered during the design of improvements at intersections in the study area. The expected safety benefits are based on Crash Modification Factors (CMFs) available from the CMF Clearinghouse (CMFClearinghouse.org)10. Some treatments do not have CMFs available. The appropriateness and feasibility of the design and operational considerations should be confirmed through site visits and/or further analysis prior to incorporation into the design. 4. Future Transportation Operations 4.1 Travel Characteristics, Growth and Background Developments
The background traffic growth rates for Elgin Mills Road West were estimated from the information provided by the Transportation and Community Planning Department of York Region, the regional transportation planning model and historic Annual Average Daily Traffic (AADT) volumes from 2004 to 2012. In addition, York Region provided Automatic Traffic Recorder (ATR) counts for three sections of Elgin Mills Road West, east and west of Yonge Street, conducted between 2004 and 2012, mostly in the fall. The data was summarized and annual growth rates calculated for different time periods (per year, over the last four years and over the last seven years). The results for Elgin Mills Road West and for other north south routes including Bathurst Street are summarized in Appendix D.
York Region Transportation and Community Planning also provided outputs from the regional transportation planning model that contained the link attributes and AM peak hour automobile link volumes in vehicles per hour (veh/h) for the 2011 base year of the model and for two planning horizon years of 2021 and 2031.
10 A Crash Modification Factor (CMF) is a multiplicative factor used to compute the expected number of crashes after implementing a given countermeasure at a specific site. The lower the CMF, the greater the long-term expected safety benefit (e.g. CMF of 0.65 has a greater expected safety benefit than a CMF of 0.82). The CMF Clearinghouse builds upon the CMFs included in the Highway Safety Manual, 1st Edition. The website is funded by the U.S. Department of Transportation Federal Highway Administration and maintained by the University of North Carolina Highway Safety Research Center. (http://www.cmfclearinghouse.org ) York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 33
Table K summarizes the approved growth rates by the Region of York that were used within the study. Table K –Growth Rates
Horizon year Road 2014-2021 2021-2031 Elgin Mills Road West 4.5% 2.0% Bathurst Street 1.5% (AM Peak Hour) 0% (AM Peak Hour) (S of Elgin Mills Road West) 0.5% (PM Peak Hour) 0.5% (PM Peak Hour) Bathurst Street 0.5% (AM Peak Hour) 0.5% (AM Peak Hour) (N of Elgin Mills Road West) 1.5% (PM Peak Hour) 0% (PM Peak Hour) Yonge Street 0.5% 0.5% Other N-S Streets 0.0% 0.0%
Based on Table K and the information provided by York Region, a simple growth rate of 4.5 percent per annum was used for all movements on Elgin Mills Road West including movements to and from the Bathurst Street and Yonge Street intersections. The 4.5 percent growth rate was only applied to through movements at remaining intersections along Elgin Mills Road West in this time frame. For remaining movements on Bathurst Street, rates of growth for the 2014 – 2021 period of 1.5 percent and 0.5 percent per annum were used for the AM and PM peak hours respectively south of Elgin Mills Road. North of Elgin Mills Road, growth rates of 0.5 and 1.5 percent per annum were applied to the remaining movements for the AM and PM peak hours respectively. A rate of 0.5 percent per annum was used for all remaining movements on Yonge Street north and south of Elgin Mills Road for the 2014 – 2021 time period. No growth was assumed for traffic volumes to and from other north south streets within the study area.
For the 2021 – 2031 period a rate of 2.0 percent per annum was applied to the through movements along Elgin Mills Road West and movements to and from the Bathurst Street and Yonge Street intersections. For remaining movements on Bathurst Street, rates of growth for the 2021 – 2031 period of 0.0 percent and 0.5 percent per annum were used for the AM and PM peak hours respectively south of Elgin Mills Road. North of Elgin Mills Road, growth rates of 0.5 and 0.0 percent per annum were applied to the remaining movements for the AM and PM peak hours respectively. A rate of 0.5 percent per annum was used for all remaining movements on Yonge Street north and south of Elgin Mills Road for the 2021 – 2031 time period. No growth was assumed for traffic volumes to and from other north south streets within the study area.
Although no background growth has been assumed for the traffic originating in or destined to the residential areas north and south of Elgin Mills Road West, an allowance has been made for the development of 59 residential units as part of the approved Draft Plan of Subdivision on the south of Larratt Lane connecting through Peterhouse Street. Table L summarizes the trip generation assumed for this development.
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Table L - Trip Generation Larratt Lane Draft Plan
AM Peak Hour PM Peak Hour (Adjacent Street Traffic) (Adjacent Street Traffic) LUC Description Size In Out Total In Out Total (units) (veh/h) (veh/h) (veh/h) (veh/h) (veh/h) (veh/h) Single 210 59 13 38 51 42 24 66 Detached
This trip generation is based on data published by the Institute of Transportation Engineers (ITE) for Land Use Code (LUC) 210, Single Detached Housing.11 The AM and PM peak hour traffic volumes generated by this proposed development were assigned to the road system on the basis of the network connections and access to Elgin Mills Road West shown in the draft plan. The traffic was distributed in accordance with an east-west directional distribution matching that of traffic leaving and entering the residential area to the north via Peterhouse Street. This development traffic was added to the horizon year peak hour traffic volumes that had been expanded to the year 2021 using a background growth rate of 4.5 percent per annum; and 2.0 percent per annum for the 2031 horizon along Elgin Mills Road West. No further growth was assumed for the development traffic over these years. Figure 20 shows the background development traffic from the Larratt Lane Draft Plan distributed to the study area road network.
11 ITE, Trip Generation Manual: An ITE Information Report, 8th edition, Volume 2, p. 289. York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 35
Figure 20 – Background Development Peak Hour Traffic Volumes
Yonge Street Bathurst Street Larratt Lane Shaftsbury Avenue
Pedestrian Crossing 2 1 2 2 1 2 1 1 8 7 13 11 4 23 3 16 Elgin Mills Road West 4 3 5 27 1 1 3 4 7 4 15 8 10 21 5 14 2 15 8 13 25 2 2 0 2 4 0 6 11 13 3 5
Peterhouse Street Regent Street Larrat Lane Draft Plan - 59 units AM In: 13 AM Out: 38 PM In: 42 PM:Out 24
LEGEND Unsignalized Intersection PM Peak Hour Background Development Peak Hour Traffic Volumes AM Peak Hour Signalized Intersection
Left Thru Right Turning Movements
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4.2 Traffic Forecast
Based on these traffic growth rates, a forecast of 2021 and 2031 weekday peak hour traffic volumes was made by applying the growth rates to the existing 2014 and projected 2021 traffic volumes and adding the traffic generated by the development of the Draft Plan at Larratt Lane separately to each horizon year. Figure 21 and Figure 22 summarize the resulting future total 2021 and total 2031 peak hourly volumes for the intersections located along Elgin Mills Road West within the study limits.
According to the York Region 2016 10-Year Roads and Transit Capital Construction Program, Bathurst Street is expected to be upgraded to include an additional lane in each direction that will be designated as a High Occupancy Vehicle (HOV) lane south of Elgin Mills Road West. This lane is restricted to transit vehicles and passenger vehicles with 2 or more occupants. The capacity of this lane provided by the Region is approximately 500 veh/h/l. Experience with Synchro software has indicated that the Synchro software used for the capacity and operational analysis is not able to model the operation of an HOV lane. To facilitate this software limitation, reductions to the traffic volumes were made to account for the volume of high occupancy vehicles that are expected to use the HOV lane, as derived from traffic assignments contained in the Regional transportation demand model. A reduction factor was developed for the through traffic volumes using the HOV lanes based on the proportion of the projected number of HOV vehicles to the projected number of single-occupant vehicles in the other traffic lanes, as derived from the Regional transportation model. The reduction factors are shown in Table M. The factors have been rounded to the nearest 5 percent for the purposes of this analysis. The through traffic volumes have been reduced using these factors, with the reduced traffic volume designated as HOV in both Figure 21 and Figure 22.
Table M – HOV Lane Reduction Factor
Horizon year Road 2014-2021 2021-2031 Bathurst Street 10% (AM Peak Hour) 15% (AM Peak Hour) (S of Elgin Mills Rd) 25% (PM Peak Hour) 25% (PM Peak Hour) Bathurst Street 25% (AM Peak Hour) 25% (AM Peak Hour) (N of Elgin Mills Rd) 10% (PM Peak Hour) 15% (PM Peak Hour)
For the purpose of this analysis, the HOV lane was extended to include the north approach of the intersection as well. This was done for continuity reasons to allow HOV traffic to merge into the general purpose lanes beyond the Elgin Mills Road intersection. Terminating the lane beyond the intersection improves safety and creates a smoother transition. Accordingly, the reduction factor shown in Table M was applied to the northbound and southbound approaches to Elgin Mills Road West intersection and is shown in both Figure 21 and Figure 22.
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Figure 21 – Future Total 2021 Peak Hour Traffic Volumes
10% 80 25% 369 Yonge Street Bathurst Street Larratt Lane Shaftsbury Avenue HOV Pedestrian Crossing 121 718 98 48 1 22 42 66 126 86 927 237 439 1107 154 92 167 178 7 112 43 42 75 190 212 79 194 110 1382 367 238 436 588 667 953 1108 659 1027 599 918 524 870 Elgin Mills Road West 329 332 17 36 39 69 267 324 273 225 105 48 56 27 276 225 502 458 987 956 837 822 715 850 527 755 52 61 36 868 209 20 25 22 4 41 63 75 47 74 54 188 193 52 496 56 76 1393 338 23 4 25 87 80 56 195 1301 151
HOV Peterhouse Street Regent Street 96 10% 464 25%
LEGEND Unsignalized Intersection PM Peak Hour Future Total 2021 Peak Hour Traffic Volumes AM Peak Hour Signalized Intersection
Left Thru Right Turning Movements
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Figure 22 – Future Total 2031 Peak Hour Traffic Volumes
15% 120 25% 387 Yonge Street Bathurst Street Larratt Lane Shaftsbury Avenue HOV Pedestrian Crossing 121 679 98 48 1 22 42 66 126 86 972 237 439 1160 154 92 167 178 7 112 43 42 75 190 212 79 194 110 1449 367 238 436 676 767 1096 1275 760 1184 690 1054 603 1000 Elgin Mills Road West 329 332 17 36 39 69 267 324 273 225 105 48 56 27 276 225 577 527 1135 1101 964 946 822 976 607 868 52 61 36 820 209 20 25 22 4 41 63 75 47 74 54 188 193 52 520 56 76 1460 338 23 4 25 87 80 56 195 1364 151
HOV Peterhouse Street Regent Street 145 15% 487 25%
LEGEND Unsignalized Intersection PM Peak Hour Future Total 2031 Peak Hour Traffic Volumes AM Peak Hour Signalized Intersection
Left Thru Right Turning Movements
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Table N – Future Conditions – Midblock Capacity Analysis 2021 and 2031
2014 Existing Traffic Volumes Section No Lanes Capacity AM Pk Hr PM Pk Hr Lane Cap 800 veh/h/l From To Volume V/C Volume V/C Bathurst Street Larratt Lane/ Peterhouse Street 1 800 757 0.95 878 1.10 Larratt Lane/ Peterhouse Street Regent Street/ Shaftsbury Avenue 1 800 753 0.94 833 1.04 Regent Street/ Shaftsbury Avenue Yonge Street 1 800 896 1.12 944 1.18
2021 Future Traffic Volumes Section No Lanes Capacity AM Pk Hr PM Pk Hr Growth From To Volume V/C Volume V/C Elgin Mills 4.5 % p.a. Bathurst Street Larratt Lane/ Peterhouse Street 2 1600 1009 0.63 1166 0.73 Larratt Lane/ Peterhouse Street Regent Street/ Shaftsbury Avenue 2 1600 974 0.61 1106 0.69 Regent Street/ Shaftsbury Avenue Yonge Street 2 1600 1174 0.73 1181 0.74
2031 Future Traffic Volumes Section No Lanes Capacity AM Pk Hr PM Pk Hr Growth From To Volume V/C Volume V/C Elgin Mills 2 % p.a. Bathurst Street Larratt Lane/ Peterhouse Street 2 1600 1101 0.69 1275 0.80 Larratt Lane/ Peterhouse Street Regent Street/ Shaftsbury Avenue 2 1600 1099 0.69 1262 0.79 Regent Street/ Shaftsbury Avenue Yonge Street 2 1600 1287 0.80 1317 0.82
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4.3 Future Conditions – Midblock Capacity Analysis
Table N above, summarizes the midblock capacity analysis for road sections within the study area. The analysis is based on a lane capacity of 800 veh/h/l with the growth rates shown in the right panel of the table.
As noted in Table N, under existing 2014 conditions, the sections of Elgin Mills Road West between Regent Street/ Shaftsbury Avenue and Yonge Street have reached the effective midblock lane capacity in both the eastbound and westbound directions (AM and PM peak directions, respectively). In addition, the midblock sections west of this segment have also reached effective capacity in the westbound direction (during the PM peak hour). This indicates that widening is required under existing conditions.
In analyzing the midblock capacity for the 2021 horizon year, it is assumed that Elgin Mills Road West is widened to include two through lanes in each direction between Bathurst Street and Yonge Street. Table N summarizes the capacity utilization of the widened sections. The sections of Elgin Mills Road West were found to be operating well with a 4- lane widening in place (two general purpose through lanes in each direction).
Table N also indicates the capacity utilization by the 2031 horizon. This analysis indicates that the section of Elgin Mills Road West will continue to operate within capacity. A further widening will not be necessary. 4.4 Future Conditions – Intersection Traffic Operations
For the future conditions analysis, the operation of intersections was examined using traffic volumes expanded from the base year to each of the horizon years using the approved annual traffic growth rates. Bus blockage was also considered in the operations analysis based on the conservative assumption of ten buses per hour similar to the existing conditions.
The analysis focused on a ‘No-Build’ scenario for each horizon year that evaluated the operations of the intersections along Elgin Mills Road West without any modifications. Planned capital improvements to other roads in the vicinity of the Study Area were incorporated into the analysis. A subsequent analysis was then completed to identify any additional improvements to the road network that are required to accommodate the future traffic demands. This scenario is referred to in the following discussion as the ‘Improved’ scenario for each horizon year.
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4.4.1 Future 2021 Intersection Operations
The following Capital Roads improvements were included for the 2021 scenario analysis:
2021 ‘No-Build’ Scenario:
Bathurst Street widened south of Elgin Mills Road West to accommodate an HOV lane. For purposes of this analysis the HOV lane was extended through the intersection to include the north approach of the intersection to promote continuity and to improve driver safety at the intersection due to the lane drop north of the intersection. Yonge Street VivaNext Rapid Transit Corridor. For purposes of this analysis the signal timing plans have been modified to include protected only left turn phasing for the north and south bound left turn movements. The pedestrian crossing times have also been modified to incorporate a two stage crossing of Yonge Street. This was accomplished by implementing a 5 second walk time with a flash-don’t-walk timing calculated using a conservative 1.0 m/s walk time for pedestrians to take into account children and those pedestrians with disabilities that may need more time to cross the roadway to reach the centre pedestrian refuge.
The analysis of the Base 2021 scenario under ‘No-Build’ conditions will determine whether any additional road improvements will be required to accommodate projected demand. These improvements, if required, are analyzed in a subsequent analysis. 4.4.1.1 Future 2021 Peak Hour Factors
As with existing conditions, the peak hour factors (PHF) were taken from the observed PHF per movement in the existing traffic counts for all intersections for the future 2021 scenario with the exception of the Yonge Street intersection as 15-minute hourly counts were not available. The PHF for this intersection was defaulted to 0.92 as determined by Synchro, with the left turn movements and select through movements experiencing high delay having been modified to a peak hour factor of 1.00. The reasoning behind this was attributed to the high volumes experienced by these left turn movements and through movements and the high growth rate applied to the traffic to reach the 2021 horizon year. Over time the high volumes approaching the intersection begin to plateau and approach a PHF of 1.00 as the traffic begins to disperse itself over the entire peak hour. For this reasoning and the capacity issues experienced at the intersection, it was justified to increase the PHF at these select movements.
Due to the high volumes experienced at Bathurst Street during the PM peak hour, the heavy left turn movements as well as select through movements were modified to a PHF of 1.00 for the same reasoning as with the Yonge Street intersection mentioned above. Over time the PHF will change and will not remain constant to existing conditions.
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4.4.1.2 Future 2021 ‘No-Build’ Scenario Analysis
Table O summarizes the analysis results of the 2021 ‘No-Build’ scenario condition. The signal timing plans were optimized for this analysis at the intersections of Bathurst Street and Yonge Street in order to accommodate the change in pedestrian crossing times and the addition of HOV lanes on Bathurst Street and VivaNext bus rapid transit lanes on Yonge Street. The table provides the v/c ratios and delays for the critical movements as well as the overall intersection for both the AM and PM peak hours. The LOS for the intersection and the critical movements are also reported. Only the movements with calculated v/c ratios in excess of 0.90 or locations with LOS E or F are highlighted. The detailed Synchro reports can be found in Appendix B.
Table O – Future 2021 ‘No-Build’ Scenario Intersection Analysis Results
AM Peak Hour PM Peak Hour Intersection Movement LOS Delay(s) V/C LOS Delay(s) V/C Overall E 60.7 1.10 E 67.8 1.11 EBL F 107.7 1.05 F 126.5 1.09 EBT E 55.4 0.86 E 72.8 0.94 WBL E 63.5 0.93 F 115.8 1.08 Bathurst Street WBT E 72.2 0.98 F 85.3 1.02 NBL F 143.7 0.88 ------NBT E 67.4 0.96 E 70.1 1.01 SBL F 139.6 1.11 F 133.1 1.08 Pedestrian Crossing Overall A 7.2 0.69 A 8.3 0.77 Larratt Lane/ Overall B 18.4 0.72 B 11.1 0.73 Peterhouse Street SBL E 59.8 0.76 ------Overall D 39.6 0.90 C 26.9 0.84 Regent Street/ EBT D 41.1 0.92 ------Shaftsbury Avenue WBT ------C 30.7 0.91 SBL F 88.1 0.97 ------Overall E 55.4 0.96 E 67.5 1.14 EBL ------F 161.7 1.20 EBT E 62.6 0.88 ------WBL F 98.4 1.02 F 86.3 0.99 Yonge Street WBT ------E 66.8 0.96 NBL F 110.5 0.78 F 115.8 0.97 NBT ------E 65.5 0.99 SBL F 91.2 0.96 F 133.7 1.05
The analysis indicates that both the eastbound and westbound movements at Bathurst Street and Yonge Street show operational deficiencies in both the AM and PM peak hours; with the northbound through and left turn movements along with the southbound left turn movements showing additional deficiencies.
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The following have been considered to address these capacity deficiencies:
Elgin Mills Road West widened from 3 to a 5 lane cross section between Bathurst Street and Yonge Street. For purposes of this analysis the 5-lane cross section was extended to include 100 to 200 meters of the west approach at the intersection of Bathurst Street for continuity reasons.
An additional analysis regarding left turn warrants was conducted at the intersections of Larratt Lane/Peterhouse Street and Shaftsbury Avenue/Regent Street to determine whether the turning lanes will still be required following the widening. 4.4.1.3 Future 2021 Left Turn Lane Warrants
Following widening along Elgin Mills Road West, additional capacity is now available for the through movements at Larratt Lane/ Peterhouse Street and Shaftsbury Avenue/ Regent Street traveling in the east and west direction. Turning lanes are present under existing conditions, but may not be required with the new capacity available. An analysis was completed using the guidelines in the Geometric Design Standards for Ontario Highways12 issued by the Ministry of Transportation of Ontario (MTO). The following Table P outlines the results of the left turn lane warrant analysis.
Table P – Left Turn Warrant Analysis for Four Lane Undivided Road
Opposing Left Turn Left Turn Lane Intersection Lane Volumes Volumes Warranted AM PM AM PM AM PM
Larratt Lane/ Eastbound 719 1105 48 105 Yes Yes Peterhouse Street Westbound 895 962 17 36 Yes Yes Shaftsbury Avenue/ Eastbound 717 1181 27 56 Yes Yes Regent Street Westbound 952 834 39 69 Yes Yes
The results of the analysis conclude that the volumes on the roadway warrant a left turn lane on both the eastbound and westbound lanes in both the AM and PM peak hours at the intersections. 4.4.1.1 Future 2021 Analysis – With Improvements
Table Q shows the analysis results of the 2021 Scenario with the anticipated widening of Elgin Mills Road West. In addition, the signal timing plans have been optimized to accommodate the new lane configurations including modification of the pedestrian ‘flash-
12 MTO, Geometric Design Standards for Ontario Highways, Appendix A. York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 44 don’t-walk’ times to accommodate the wider cross section and to ensure pedestrians can cross within the available crossing time. The right turn lanes at the intersections of Larratt Lane / Peterhouse Street and Shaftsbury Avenue / Regent Street were converted to shared through-right turn movements. Figure 23 illustrates the recommended lane configurations for the 2021 scenario with improvements.
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Figure 23 – Future 2021 Recommended Lane Configurations
HOV Bathurst Street Larratt Lane Shaftsbury Avenue Yonge Street
Pedestrian Crossing
Elgin Mills Road
Peterhouse Street Regent Street HOV
LEGEND Signalized Intersection Future 2021 Recommended Lane Configurations Planned Road Works
Additional Improvements
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 46
Table Q – Future 2021 ‘Improved’ Scenario Intersection Analysis Results
AM Peak Hour PM Peak Hour Intersection Movement LOS Delay(s) V/C LOS Delay(s) V/C Bathurst Street Overall D 39.2 0.85 D 39.8 0.87 Pedestrian Crossing Overall A 3.2 0.36 A 3.0 0.41 Larratt Lane/ Overall B 12.4 0.44 A 6.6 0.41 Peterhouse Street Regent Street/ Overall C 21.7 0.63 B 16.1 0.53 Shaftsbury Avenue Overall D 53.7 0.94 E 58.4 0.98 EBL ------F 113.0 1.06 EBT E 61.9 0.88 ------WBL F 88.4 0.99 E 70.1 0.94 Yonge Street WBT ------E 56.7 0.87 NBL F 109.9 0.78 F 107.4 0.94 NBT ------D 52.4 0.92 SBL F 81.8 0.93 F 110.4 0.98
The analysis indicates that the additional lanes would improve operations at all the intersections along Elgin Mills Road West with the exception of Yonge Street as it is already widened on the west approach. Each intersection is expected to operate at overall LOS D or better with the exception of Yonge Street in the PM peak hour. This intersection is showing many movements experiencing high delay; however, only the left turn movements are experiencing LOS F. The through movements are operating within capacity. As expected with such a high volume intersection, the left turn movements will continue to experience high delays due to limited availability of green time at the intersection, and higher focus on through movements rather than left turns.
When evaluating the need for dual left turn movements, the volumes of eastbound and westbound left turning traffic at the Yonge Street intersection are not high enough to warrant the addition of another left turn lane and this modification will not improve operations much as more time would be needed for a protected left turn phase, as with the north and south bound left turn lanes with the VivaNext Yonge Street corridor in place. The use of dual left turn lanes to improve operations of the left turn movements on Elgin Mills Road West at Yonge Street is not recommended and would not fit within the current right-of-way without additional impact on adjacent properties. 4.4.2 Future 2031 Intersection Operations
The recommended improvements associated with the 2021 analysis have been carried forward in the analysis for 2031. The analysis of the 2031 ‘No-Build’ scenario will determine whether further improvement to Elgin Mills Road West is required to accommodate the traffic demand to the 2031 horizon year.
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 47
4.4.2.1 Future 2031 ‘No-Build’ Scenario Analysis
Table R shows the analysis results of the 2031 ‘No-Build’ Scenario condition. The signal timing plans and peak hour factors have remained unchanged from the 2021 ‘Improved’ analysis. The table provides the v/c ratios and delays for the critical movements as well as the overall intersection for both the AM and PM peak hours. The LOS for the intersection and the critical movements are also reported. Only the movements with calculated v/c ratios in excess of 0.90 or locations with LOS E or F are presented. The detailed Synchro reports are provided in Appendix B.
Table R – Future 2031 ‘No-Build’ Scenario Intersection Analysis Results
AM Peak Hour PM Peak Hour Intersection Movement LOS Delay(s) V/C LOS Delay(s) V/C Overall D 42.2 0.87 D 47.2 1.04 EBL ------E 66.0 0.93 WBL E 61.0 0.93 E 56.4 0.91 Bathurst Street WBT E 58.1 0.87 ------NBT ------D 50.9 0.94 SBL ------F 126.6 1.06 Pedestrian Crossing Overall A 3.4 0.42 A 3.2 0.47 Larratt Lane/ Overall B 12.0 0.47 A 6.8 0.47 Peterhouse Street Regent Street/ Overall C 22.2 0.68 B 16.5 0.59 Shaftsbury Avenue Overall E 61.1 1.00 E 74.2 1.10 EBL E 62.4 0.86 F 115.3 1.06 EBT E 75.8 0.97 ------WBL F 127.4 1.09 F 98.4 1.04 WBT ------F 103.2 1.08 Yonge Street WBR ------E 69.2 0.88 NBL F 111.0 0.78 F 108.8 0.95 NBT ------E 72.5 1.02 SBL F 84.0 0.93 F 111.7 0.98 SBT D 49.6 0.93 ------
The analysis indicates that all intersections will operate at overall LOS D or better with the exception of the Yonge Street intersection which was found to be operating at LOS E on an overall basis in both the AM and PM peak hours. At the Yonge Street intersection, all the left turning movements show operational deficiencies in the AM and PM peak hours, including LOS F operation with the exception of the eastbound left turn movement in AM peak hour experiencing LOS E. Additionally, the eastbound and westbound through movements will operate at LOS E and F in the AM and PM peak hours respectively, with the northbound through movement experiencing LOS E in the PM peak hour. The Bathurst Street intersection was found to be operating at LOS D on an overall basis with a v/c ratio of 0.87 in the AM peak hour and 1.04 in the PM peak hour. The southbound left turn
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 48 movement at the intersection of Bathurst Street will be operating at LOS F in the PM peak hour.
A number of alternative improvements were examined to improve operations of these intersections along Elgin Mills Road West. Dual left turn lanes and protected/permitted phases were evaluated; however, the green time lost to the protected phase for these movements will impact the through movements significantly. The implementation of BRT services along the Yonge Street corridor also limit the ability to provide dual left turn movements on Yonge Street. Adjustments to the signal timing plans to more efficiently distribute the green times were found to offer some improvement. As mentioned before, these volumes are very conservative and it is most likely that traffic will distribute to adjacent road networks when queuing becomes too high for the problem left turn movements.
It is also noted that the observed traffic volumes along Elgin Mills Road West, Bathurst Street and Yonge Street are probably operating at a higher saturation flow than 1900 veh/h/l and will continue to do so as traffic volumes and congestion increases. This will tend to improve operational performance of both through and turning movements to a level better than shown in this analysis. 4.4.2.2 Future 2031 Analysis – With Improvements
Table S shows the analysis results of the 2031 Scenario with signalization improvements along Elgin Mills Road West. The signal timing plans have been optimized to better distribute the green times at the approaches and turning movements and the PHF of select movements of the intersections at Yonge Street and Bathurst Street were modified to 1.00. The reasoning for this has been explained above in Section 4.4.1.1. Figure 24 shows the recommended lane configurations for the 2031 scenario with improvements.
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 49
Figure 24 – Future 2031 Recommended Lane Configurations
HOV Bathurst Street Larratt Lane Shaftsbury Avenue Yonge Street
Pedestrian Crossing
Elgin Mills Road
Peterhouse Street Regent Street HOV
LEGEND Signalized Intersection
Future 2031 Recommended Lane Configurations 2021 Improvements Planned Road Works
Additional Improvements
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 50
Table S – Future 2031 ‘Improved’ Scenario Intersection Analysis Results
AM Peak Hour PM Peak Hour Intersection Movement LOS Delay(s) V/C LOS Delay(s) V/C Overall D 40.3 0.87 D 45.7 0.90 EBL E 56.0 0.87 E 68.2 0.93 Bathurst Street WBL E 57.7 0.92 E 73.1 0.96 WBT ------E 58.9 0.88 SBL ------E 79.8 0.90 Pedestrian Crossing Overall A 3.4 0.42 A 3.2 0.47 Larratt Lane/ Overall B 12.3 0.47 A 6.8 0.47 Peterhouse Street Regent Street/ Overall C 22.2 0.68 B 16.5 0.59 Shaftsbury Avenue Overall E 59.0 1.00 E 61.9 1.05 EBL E 61.6 0.86 F 150.8 1.18 EBT E 72.0 0.95 ------Yonge Street WBL F 115.3 1.05 F 93.0 1.03 NBL F 111.5 0.78 F 108.2 0.97 NBT ------E 62.8 0.99 SBL F 93.3 0.97 F 148.3 1.11
Overall, the intersection at Bathurst Street will continue to operate at LOS D in the AM and PM peak hours and Yonge Street will operate at LOS E in the AM and PM peak hours. The remaining intersections operate at overall LOS C or better.
The analysis indicates that the improvements to the signal timing plans improve the operations of the roadway but only marginally. The intersection of Bathurst Street was improved on the northbound through movement and the left turn movements have improved in delay, not exceeded 60-80 seconds of wait time. Yonge Street also continues to operate at a higher delay however the through movements have been improved over ‘No-Build’ conditions in the westbound, northbound and southbound direction with all left turning movements still experiencing LOS E or F in the AM and PM peak hours, in particular the eastbound (PM), westbound (AM and PM) and southbound (PM) left turn movements. Evaluating the parameters used on the network suggest that the growth rate approved by the region for Yonge Street may be slightly high given these capacity constraints. The transportation planning model provided by the Region shows a net growth of 0.1 percent per annum south of Elgin Mills Road West and a negative growth of -0.1 percent per annum north of Elgin Mills Road West. Refer to Appendix D for the growth rate memo results. This suggests no growth should be applied along the corridor whereas a rate of 0.5 percent per annum was applied from 2014-2031.
The analysis has concluded that the movements at Yonge Street are at capacity and no additional signal modifications will improve operations significantly. Any road modifications are constrained by the limited right-of-way available on Yonge Street and the VivaNext BRT expansion. It is anticipated that during peak hours of operation this
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 51 intersection will continue to approach and reach capacity due to the large volume of traffic on both the through movements and turning movements at this intersection. 4.4.3 Queuing Assessment, Future Total Traffic Volumes
The queuing analyses was completed using SimTraffic 8 software for the 2021 and 2031 future total traffic conditions under the ‘Improved’ scenario in order to estimate intersection turning lane storage requirements. SimTraffic calculates the 95th percentile queue lengths based on the average of maximum queue lengths observed for every 2 minutes of simulation and 1.65 standard deviations. Five (5) 60-min simulation runs of the network were recorded and the average 95th percentile queue lengths obtained for intersection turning movements as shown in Table T.
Appendix E contains the detailed queuing summary sheets from SimTraffic simulations.
Table T – Summary of Queuing Analysis, Future Total Traffic with Improvements
2021 Future 2031 Future Minimum Approximate Total Traffic Total Traffic Recommended Existing Storage Length Provided Intersection Movement Storage Length Storage in Preliminary Design (m) AM PM AM PM (m) Length (m) (m) (m) (m) (m) EBL 89.2 133.7 102 120.4 130 100 - EBR 21.6 17.8 21.1 24.9 30 100 - WBL 120.3 148.4 175.9 193.6 195 ul. 195 Bathurst WBR 55.1 54.5 109.1 140.7 140 110 140 Street NBL 37.2 112.6 42.4 108.3 115 90 - NBR 39.7 169.6 43 171.2 170 110 - SBL 54.9 49.1 54.3 45.8 55 30 - SBR 97.7 21.3 101 23.7 105 65 - Pedestrian No Turning Lanes Crossing EBL 18 23.2 19.7 25.6 30 ul. 30 EBR 23.3 5.3 9.3 5.3 30 15 30 Larratt WBL 10.3 14.1 11.6 13.5 30 ul. 30 Lane/ WBTR 23.4 24.3 21.2 21 30 - 30 Peterhouse NBL 13.8 11.7 13.7 10.8 30 ~15 - Street NBTR 13.4 9.8 16.3 9.2 30 - - SBL 33 11.5 35.3 11.9 35 30 - SBTR 29.5 15.7 38 13.9 40 - - EBL 12.4 16.5 14.1 18.3 30 ul. 30 EBR 40.5 31.2 38.9 36.8 45 30 45 WBL 16.9 22.9 16.7 19.6 30 ul. 70 Regent Street/ WBR 35 54.1 28.7 38.3 55 35 70 Shaftsbury NBL 19.9 29.3 19.8 30.1 30 25 - Avenue NBTR 29.5 36.9 27.1 41.4 40 - - SBL 51.9 38.3 50.7 37.3 50 45 - SBTR 62.3 25.9 58.5 28.1 60 - - 80 (constrained by shared Yonge EBL 137 121.7 137.2 121 140 95 taper with EBL at Street Creekview Avenue) 26 (constrained by access EBR 76.7 70.7 79.1 66.6 80 45 and parking lot to parcel)
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 52
2021 Future 2031 Future Minimum Approximate Total Traffic Total Traffic Recommended Existing Storage Length Provided Intersection Movement Storage Length Storage in Preliminary Design (m) AM PM AM PM (m) Length (m) (m) (m) (m) (m) WBL 116.3 117.8 119.4 115.7 120 ul. - WBR 64 56 64.2 56.9 65 35 - Yonge NBL 41.5 76.7 48.6 80 80 ul. - Street NBR 46.2 59.1 47 60.5 60 30 - SBL 83.1 80.5 82.4 80.1 85 65 - SBR 50.2 55.4 48.7 52.3 50 30 -
EBL= Eastbound Left, WBR= Westbound Right, NBTR = Shared Northbound Through and Right, ul. = unlimited storage due to shared centre left turn lane.
The queuing analysis results indicate that the major intersections requiring storage length adjustments are the intersections of Bathurst Street and Yonge Street, with minor improvements to Larratt Lane/ Peterhouse Street and Regent Street/ Shaftsbury. Most movements require additional storage and in some cases, significantly more. As part of the analysis the queuing along the left turn movements that extend to the shared centre left turn lane was noted. This was done to confirm the minimum storage required to accommodate intersection turns. Driveways or entrances within this area should be limited and/or restricted to right turns only. The existing, minimum recommended and preliminary proposed storage lengths are outlined in Table T.
Recommendations for specific storage lengths, including right of way and potential property acquisition should be reviewed during the detailed design stage.
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5. Needs Assessment 5.1 Short Term Needs – Existing (2014)
Midblock Capacity:
1. Midblock sections west of Shaftsbury Avenue/ Regent Street are approaching the available capacity in the AM peak hour, and are slightly above the available capacity along the remainder of the corridor in both peak hours.
2. There is an immediate need to widen the entire corridor of Elgin Mills Road West from 3 to 5 lanes from Bathurst Street to Yonge Street.
Intersection Operations:
1. Poor operations were identified at the Bathurst Street and Yonge Street intersections with Elgin Mills Road West. These operations as well as operations of other intersections on Elgin Mills Road West could be improved by:
Widening Elgin Mills Road West to 5 lanes from Bathurst Street to Yonge Street; and Signal timing optimization. 5.2 Medium Term Needs - 2021
1. This analysis has shown that projected traffic growth in the Elgin Mills Road West corridor for the 2014 – 2021 time frame warrants the following road improvements:
Elgin Mills Road West:
Improvements to traffic signal operations to optimize the signal timing plans; and Improvements to turning lane storage lengths as recommended in Table T.
Bathurst Street:
Widen to provide additional north – south capacity which will improve operation of the east and west approaches of Elgin Mills Road West at Bathurst Street. The York Region 2016 10-Year Roads and Transit Capital Construction Program includes provision for an HOV lane south of Elgin Mills West. It is recommended to extend this HOV lane through the
York Region 2017 HMM Project No. 332403 Elgin Mills Road West Improvements Traffic and Transportation Report Page 54
intersection to the north side for 100 to 200 meters for continuity and to improve safety at the intersection. 5.3 Long-Term Needs - 2031
1. Analysis indicates that projected traffic growth in the Elgin Mills Road West corridor during the 2021 – 2031 period does not require additional capacity improvement.
2. Improvements to traffic signal operations by optimizing traffic signal timing plans.
3. Improving turning lane storage lengths in accordance with the requirements provided in Table T.
York Region 2017 HMM Project No. 332403
APPENDICES
Appendix A
Existing Intersection Counts and Signal Timing Plans
Ontario Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 7:30:00 To: 9:00:00 To: 8:30:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800001 Intersection: Bathurst St & Elgin Mills Rd W Person(s) who counted: TFR File #: 7 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Bathurst St runs N/S
North Leg Total: 2962 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1368 North Entering: 1902 Trucks 9 21 10 40 Trucks 61 East Entering: 721 North Peds: 6 Cars 395 1337 130 1862 Cars 999 East Peds: 5 Peds Cross: Totals 404 1358 140 Totals 1060 Peds Cross:
Bathurst St Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 33 822 855 50 16 0 66 401 19 0 420 N 216 19 0 235 Elgin Mills Rd W 667 54 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 9 154 163 S 0 9 320 329 0 3 41 44 Cars Trucks Cyclists Totals 0 21 515 614 33 0 647 Bathurst St
Peds Cross: Cars 1594 Cars 26 795 164 985 Peds Cross: West Peds: 0 Trucks 43 Trucks 5 36 14 55 South Peds: 4 West Entering: 536 Cyclists 0 Cyclists 0 0 0 0 South Entering: 1040 West Leg Total: 1391 Totals 1637 Totals 31 831 178 South Leg Total: 2677
Comments Ontario Traffic Inc. Mid-day Peak Diagram Specified Period One Hour Peak From: 11:00:00 From: 12:30:00 To: 14:00:00 To: 13:30:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800001 Intersection: Bathurst St & Elgin Mills Rd W Person(s) who counted: TFR File #: 7 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Bathurst St runs N/S
North Leg Total: 1565 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1090 North Entering: 724 Trucks 3 23 5 31 Trucks 25 East Entering: 558 North Peds: 1 Cars 95 526 72 693 Cars 816 East Peds: 2 Peds Cross: Totals 98 549 77 Totals 841 Peds Cross:
Bathurst St Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 20 415 435 56 5 0 61 276 15 0 291 N 194 12 0 206 Elgin Mills Rd W 526 32 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 1 118 119 S 0 13 222 235 0 1 14 15 Cars Trucks Cyclists Totals 0 15 354 502 30 0 532 Bathurst St
Peds Cross: Cars 734 Cars 44 642 208 894 Peds Cross: West Peds: 1 Trucks 36 Trucks 2 19 12 33 South Peds: 0 West Entering: 369 Cyclists 0 Cyclists 0 0 0 0 South Entering: 927 West Leg Total: 804 Totals 770 Totals 46 661 220 South Leg Total: 1697
Comments Ontario Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 15:00:00 From: 16:30:00 To: 18:00:00 To: 17:30:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800001 Intersection: Bathurst St & Elgin Mills Rd W Person(s) who counted: TFR File #: 7 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Bathurst St runs N/S
North Leg Total: 2902 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1582 North Entering: 875 Trucks 3 13 3 19 Trucks 24 East Entering: 836 North Peds: 2 Cars 101 675 80 856 Cars 2003 East Peds: 12 Peds Cross: Totals 104 688 83 Totals 2027 Peds Cross:
Bathurst St Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 15 637 652 114 6 0 120 468 10 0 478 N 236 2 0 238 Elgin Mills Rd W 818 18 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 0 198 198 S 0 13 345 358 0 2 36 38 Cars Trucks Cyclists Totals 0 15 579 724 22 0 746 Bathurst St
Peds Cross: Cars 947 Cars 68 1691 299 2058 Peds Cross: West Peds: 0 Trucks 17 Trucks 2 18 6 26 South Peds: 1 West Entering: 594 Cyclists 0 Cyclists 0 0 0 0 South Entering: 2084 West Leg Total: 1246 Totals 964 Totals 70 1709 305 South Leg Total: 3048
Comments Ontario Traffic Inc. Total Count Diagram
Municipality: Richmond Hill Weather conditions: Site #: 1429800001 Intersection: Bathurst St & Elgin Mills Rd W Person(s) who counted: TFR File #: 7 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Bathurst St runs N/S
North Leg Total: 17708 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 10268 North Entering: 8277 Trucks 37 159 45 241 Trucks 259 East Entering: 5423 North Peds: 21 Cars 1310 6084 642 8036 Cars 9172 East Peds: 45 Peds Cross: Totals 1347 6243 687 Totals 9431 Peds Cross:
Bathurst St Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 166 4656 4822 525 55 0 580 2987 101 0 3088 N 1675 80 0 1755 Elgin Mills Rd W 5187 236 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 23 1147 1170 S 0 98 2230 2328 0 12 238 250 Cars Trucks Cyclists Totals 0 133 3615 4621 224 0 4845 Bathurst St
Peds Cross: Cars 7997 Cars 359 7500 1749 9608 Peds Cross: West Peds: 5 Trucks 251 Trucks 28 181 81 290 South Peds: 26 West Entering: 3748 Cyclists 0 Cyclists 0 0 0 0 South Entering: 9898 West Leg Total: 8570 Totals 8248 Totals 387 7681 1830 South Leg Total: 18146
Comments Ontario Traffic Inc. Traffic Count Summary Intersection: Bathurst St & Elgin Mills Rd W Count Date: 18-Dec-14 Municipality: Richmond Hill North Approach Totals South Approach Totals Includes Cars, Trucks, & Cyclists North/South Includes Cars, Trucks, & Cyclists Hour Grand Total Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 0 1 1 0 3 7:00:00 0 0 2 2 0 8:00:00 87 1410 369 1866 6 2587 8:00:00 28 584 109 721 2 9:00:00 164 1285 341 1790 4 2721 9:00:00 27 707 197 931 6 11:00:00 0 0 0 0 0 3 11:00:00 0 3 0 3 0 12:00:00 64 574 106 744 0 1537 12:00:00 38 563 192 793 1 13:00:00 77 538 107 722 1 1610 13:00:00 36 627 225 888 0 14:00:00 61 523 105 689 1 1684 14:00:00 50 712 233 995 5 15:00:00 0 0 0 0 0 20 15:00:00 2 12 6 20 0 16:00:00 75 578 110 763 6 2229 16:00:00 80 1098 288 1466 8 17:00:00 65 662 115 842 3 2846 17:00:00 78 1626 300 2004 2 18:00:00 94 673 93 860 0 2926 18:00:00 48 1741 277 2066 2
Totals: 687 6243 1347 8277 21 18166 387 7673 1829 9889 26 East Approach Totals West Approach Totals Includes Cars, Trucks, & Cyclists East/West Includes Cars, Trucks, & Cyclists Hour Grand Total Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 4 2 0 6 0 7 7:00:00 1 0 0 1 0 8:00:00 220 410 49 679 3 1124 8:00:00 128 280 37 445 0 9:00:00 218 451 61 730 9 1251 9:00:00 124 344 53 521 1 11:00:00 4 2 0 6 0 6 11:00:00 0 0 0 0 0 12:00:00 208 309 46 563 2 889 12:00:00 100 204 22 326 0 13:00:00 203 258 58 519 3 879 13:00:00 106 235 19 360 1 14:00:00 194 266 59 519 7 877 14:00:00 122 215 21 358 0 15:00:00 0 4 0 4 0 4 15:00:00 0 0 0 0 0 16:00:00 234 420 85 739 3 1290 16:00:00 206 322 23 551 3 17:00:00 242 454 105 801 15 1433 17:00:00 203 387 42 632 0 18:00:00 222 498 114 834 3 1388 18:00:00 180 341 33 554 0
Totals: 1749 3074 577 5400 45 9148 1170 2328 250 3748 5 Calculated Values for Traffic Crossing Major Street Hours Ending: 8:00 9:00 12:00 13:00 14:00 16:00 17:00 18:00 Crossing Values: 766 803 618 568 588 874 904 902 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800001 Passenger Cars - North Approach Trucks - North Approach Cyclists - North Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right North Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 16 16 370 370 69 68 2 2 5 5 0 0 0 0 0 0 0 0 1 1 7:30:00 30 14 733 363 167 98 3 1 8 3 0 0 0 0 0 0 0 0 3 2 7:45:00 45 15 1088 355 264 97 6 3 14 6 1 1 0 0 0 0 0 0 5 2 8:00:00 79 34 1390 302 368 104 8 2 20 6 2 1 0 0 0 0 0 0 6 1 8:15:00 124 45 1725 335 478 110 10 2 24 4 6 4 0 0 0 0 0 0 6 0 8:30:00 160 36 2070 345 562 84 13 3 29 5 9 3 0 0 0 0 0 0 9 3 8:45:00 199 39 2338 268 638 76 16 3 39 10 11 2 0 0 0 0 0 0 10 1 9:00:00 233 34 2643 305 700 62 18 2 52 13 11 0 0 0 0 0 0 0 10 0 9:00:37 233 0 2643 0 700 0 18 0 52 0 11 0 0 0 0 0 0 0 10 0 11:00:00 233 0 2643 0 700 0 18 0 52 0 11 0 0 0 0 0 0 0 10 0 11:15:00 255 22 2803 160 730 30 19 1 57 5 13 2 0 0 0 0 0 0 10 0 11:30:00 266 11 2930 127 757 27 20 1 62 5 14 1 0 0 0 0 0 0 10 0 11:45:00 285 19 3078 148 778 21 21 1 68 6 14 0 0 0 0 0 0 0 10 0 12:00:00 294 9 3196 118 802 24 21 0 73 5 15 1 0 0 0 0 0 0 10 0 12:15:00 309 15 3322 126 826 24 22 1 77 4 15 0 0 0 0 0 0 0 10 0 12:30:00 325 16 3438 116 856 30 22 0 80 3 16 1 0 0 0 0 0 0 10 0 12:45:00 348 23 3593 155 890 34 25 3 84 4 16 0 0 0 0 0 0 0 10 0 13:00:00 365 17 3717 124 907 17 27 2 90 6 17 1 0 0 0 0 0 0 11 1 13:15:00 380 15 3834 117 924 17 27 0 100 10 18 1 0 0 0 0 0 0 11 0 13:30:00 397 17 3964 130 951 27 27 0 103 3 19 1 0 0 0 0 0 0 11 0 13:45:00 412 15 4091 127 983 32 30 3 110 7 20 1 0 0 0 0 0 0 12 1 14:00:00 423 11 4215 124 1008 25 30 0 115 5 21 1 0 0 0 0 0 0 12 0 14:00:17 423 0 4215 0 1008 0 30 0 115 0 21 0 0 0 0 0 0 0 12 0 15:00:00 423 0 4215 0 1008 0 30 0 115 0 21 0 0 0 0 0 0 0 12 0 15:15:00 441 18 4361 146 1035 27 34 4 121 6 25 4 0 0 0 0 0 0 13 1 15:30:00 457 16 4505 144 1067 32 35 1 126 5 26 1 0 0 0 0 0 0 15 2 15:45:00 475 18 4647 142 1086 19 36 1 128 2 26 0 0 0 0 0 0 0 18 3 16:00:00 492 17 4778 131 1109 23 36 0 130 2 30 4 0 0 0 0 0 0 18 0 16:15:00 514 22 4947 169 1130 21 38 2 134 4 32 2 0 0 0 0 0 0 19 1 16:30:00 526 12 5088 141 1162 32 39 1 141 7 34 2 0 0 0 0 0 0 19 0 16:45:00 536 10 5248 160 1197 35 40 1 144 3 35 1 0 0 0 0 0 0 21 2 17:00:00 553 17 5424 176 1219 22 40 0 146 2 35 0 0 0 0 0 0 0 21 0 17:15:00 587 34 5599 175 1241 22 42 2 150 4 37 2 0 0 0 0 0 0 21 0 17:30:00 606 19 5763 164 1263 22 42 0 154 4 37 0 0 0 0 0 0 0 21 0 17:45:00 620 14 5922 159 1288 25 45 3 155 1 37 0 0 0 0 0 0 0 21 0 18:00:00 642 22 6084 162 1310 22 45 0 159 4 37 0 0 0 0 0 0 0 21 0 18:01:19 642 0 6084 0 1310 0 45 0 159 0 37 0 0 0 0 0 0 0 21 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800001 Passenger Cars - East Approach Trucks - East Approach Cyclists - East Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right East Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 4 4 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 43 39 116 114 4 4 3 3 1 1 2 2 0 0 0 0 0 0 1 1 7:30:00 95 52 212 96 18 14 5 2 4 3 3 1 0 0 0 0 0 0 2 1 7:45:00 149 54 308 96 31 13 15 10 6 2 6 3 0 0 0 0 0 0 2 0 8:00:00 204 55 403 95 39 8 20 5 9 3 10 4 0 0 0 0 0 0 3 1 8:15:00 260 56 504 101 54 15 22 2 16 7 14 4 0 0 0 0 0 0 3 0 8:30:00 311 51 613 109 68 14 24 2 23 7 19 5 0 0 0 0 0 0 7 4 8:45:00 359 48 733 120 80 12 27 3 24 1 20 1 0 0 0 0 0 0 10 3 9:00:00 414 55 833 100 88 8 28 1 30 6 22 2 0 0 0 0 0 0 12 2 9:00:37 418 4 835 2 88 0 28 0 30 0 22 0 0 0 0 0 0 0 12 0 11:00:00 418 0 835 0 88 0 28 0 30 0 22 0 0 0 0 0 0 0 12 0 11:15:00 473 55 903 68 96 8 32 4 34 4 23 1 0 0 0 0 0 0 14 2 11:30:00 520 47 988 85 101 5 38 6 37 3 23 0 0 0 0 0 0 0 14 0 11:45:00 562 42 1043 55 113 12 40 2 41 4 23 0 0 0 0 0 0 0 14 0 12:00:00 610 48 1130 87 131 18 44 4 44 3 25 2 0 0 0 0 0 0 14 0 12:15:00 659 49 1183 53 149 18 47 3 49 5 25 0 0 0 0 0 0 0 15 1 12:30:00 699 40 1235 52 161 12 50 3 54 5 26 1 0 0 0 0 0 0 16 1 12:45:00 746 47 1303 68 175 14 53 3 61 7 29 3 0 0 0 0 0 0 16 0 13:00:00 800 54 1365 62 184 9 57 4 67 6 30 1 0 0 0 0 0 0 17 1 13:15:00 850 50 1432 67 200 16 58 1 67 0 31 1 0 0 0 0 0 0 18 1 13:30:00 893 43 1511 79 217 17 62 4 69 2 31 0 0 0 0 0 0 0 18 0 13:45:00 937 44 1557 46 231 14 64 2 70 1 32 1 0 0 0 0 0 0 19 1 14:00:00 985 48 1625 68 239 8 66 2 73 3 34 2 0 0 0 0 0 0 24 5 14:00:17 985 0 1629 4 239 0 66 0 73 0 34 0 0 0 0 0 0 0 24 0 15:00:00 985 0 1629 0 239 0 66 0 73 0 34 0 0 0 0 0 0 0 24 0 15:15:00 1040 55 1708 79 260 21 71 5 76 3 40 6 0 0 0 0 0 0 25 1 15:30:00 1098 58 1822 114 278 18 73 2 78 2 42 2 0 0 0 0 0 0 27 2 15:45:00 1149 51 1926 104 292 14 74 1 80 2 44 2 0 0 0 0 0 0 27 0 16:00:00 1210 61 2038 112 313 21 75 1 84 4 45 1 0 0 0 0 0 0 27 0 16:15:00 1269 59 2152 114 341 28 75 0 86 2 47 2 0 0 0 0 0 0 32 5 16:30:00 1331 62 2269 117 363 22 76 1 87 1 47 0 0 0 0 0 0 0 32 0 16:45:00 1392 61 2389 120 386 23 77 1 92 5 49 2 0 0 0 0 0 0 38 6 17:00:00 1449 57 2484 95 413 27 78 1 92 0 50 1 0 0 0 0 0 0 42 4 17:15:00 1506 57 2608 124 456 43 78 0 93 1 51 1 0 0 0 0 0 0 43 1 17:30:00 1567 61 2737 129 477 21 78 0 97 4 53 2 0 0 0 0 0 0 44 1 17:45:00 1618 51 2858 121 498 21 79 1 99 2 53 0 0 0 0 0 0 0 44 0 18:00:00 1669 51 2973 115 522 24 80 1 101 2 55 2 0 0 0 0 0 0 45 1 18:01:19 1675 6 2987 14 525 3 80 0 101 0 55 0 0 0 0 0 0 0 45 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800001 Passenger Cars - South Approach Trucks - South Approach Cyclists - South Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right South Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 5 5 60 60 23 21 0 0 7 7 3 3 0 0 0 0 0 0 0 0 7:30:00 11 6 143 83 38 15 1 1 14 7 4 1 0 0 0 0 0 0 1 1 7:45:00 20 9 314 171 65 27 2 1 25 11 6 2 0 0 0 0 0 0 1 0 8:00:00 24 4 547 233 100 35 4 2 37 12 11 5 0 0 0 0 0 0 2 1 8:15:00 32 8 740 193 153 53 6 2 42 5 13 2 0 0 0 0 0 0 3 1 8:30:00 37 5 938 198 202 49 6 0 50 8 18 5 0 0 0 0 0 0 5 2 8:45:00 42 5 1091 153 245 43 6 0 59 9 21 3 0 0 0 0 0 0 6 1 9:00:00 48 6 1225 134 283 38 7 1 66 7 25 4 0 0 0 0 0 0 8 2 9:00:37 48 0 1228 3 283 0 7 0 66 0 25 0 0 0 0 0 0 0 8 0 11:00:00 48 0 1228 0 283 0 7 0 66 0 25 0 0 0 0 0 0 0 8 0 11:15:00 55 7 1352 124 323 40 7 0 70 4 28 3 0 0 0 0 0 0 8 0 11:30:00 63 8 1488 136 354 31 10 3 75 5 32 4 0 0 0 0 0 0 8 0 11:45:00 68 5 1632 144 396 42 11 1 78 3 35 3 0 0 0 0 0 0 8 0 12:00:00 82 14 1777 145 462 66 11 0 80 2 38 3 0 0 0 0 0 0 9 1 12:15:00 95 13 1936 159 513 51 11 0 84 4 42 4 0 0 0 0 0 0 9 0 12:30:00 101 6 2086 150 567 54 12 1 88 4 43 1 0 0 0 0 0 0 9 0 12:45:00 108 7 2243 157 615 48 12 0 90 2 47 4 0 0 0 0 0 0 9 0 13:00:00 117 9 2391 148 674 59 12 0 93 3 51 4 0 0 0 0 0 0 9 0 13:15:00 126 9 2571 180 724 50 13 1 103 10 53 2 0 0 0 0 0 0 9 0 13:30:00 145 19 2728 157 775 51 14 1 107 4 55 2 0 0 0 0 0 0 9 0 13:45:00 156 11 2901 173 820 45 14 0 116 9 58 3 0 0 0 0 0 0 11 2 14:00:00 164 8 3072 171 898 78 15 1 124 8 60 2 0 0 0 0 0 0 14 3 14:00:17 164 0 3082 10 904 6 15 0 124 0 60 0 0 0 0 0 0 0 14 0 15:00:00 166 2 3084 2 904 0 15 0 124 0 60 0 0 0 0 0 0 0 14 0 15:15:00 178 12 3333 249 979 75 15 0 126 2 61 1 0 0 0 0 0 0 14 0 15:30:00 188 10 3558 225 1045 66 15 0 133 7 65 4 0 0 0 0 0 0 14 0 15:45:00 218 30 3847 289 1107 62 16 1 139 6 67 2 0 0 0 0 0 0 17 3 16:00:00 242 24 4162 315 1181 74 19 3 144 5 71 4 0 0 0 0 0 0 22 5 16:15:00 255 13 4577 415 1245 64 20 1 150 6 73 2 0 0 0 0 0 0 23 1 16:30:00 274 19 4923 346 1326 81 21 1 154 4 75 2 0 0 0 0 0 0 23 0 16:45:00 296 22 5311 388 1402 76 23 2 161 7 76 1 0 0 0 0 0 0 24 1 17:00:00 316 20 5768 457 1475 73 23 0 164 3 77 1 0 0 0 0 0 0 24 0 17:15:00 324 8 6153 385 1538 63 23 0 168 4 77 0 0 0 0 0 0 0 24 0 17:30:00 342 18 6614 461 1625 87 23 0 172 4 81 4 0 0 0 0 0 0 24 0 17:45:00 352 10 7029 415 1680 55 27 4 176 4 81 0 0 0 0 0 0 0 24 0 18:00:00 359 7 7492 463 1748 68 28 1 181 5 81 0 0 0 0 0 0 0 26 2 18:01:19 359 0 7500 8 1749 1 28 0 181 0 81 0 0 0 0 0 0 0 26 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800001 Passenger Cars - West Approach Trucks - West Approach Cyclists - West Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right West Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 17 16 35 35 12 12 1 1 2 2 0 0 0 0 0 0 0 0 0 0 7:30:00 36 19 108 73 20 8 3 2 4 2 0 0 0 0 0 0 0 0 0 0 7:45:00 65 29 178 70 25 5 5 2 7 3 0 0 0 0 0 0 0 0 0 0 8:00:00 122 57 272 94 36 11 7 2 8 1 1 1 0 0 0 0 0 0 0 0 8:15:00 158 36 351 79 54 18 10 3 12 4 2 1 0 0 0 0 0 0 0 0 8:30:00 190 32 428 77 61 7 12 2 13 1 3 1 0 0 0 0 0 0 0 0 8:45:00 219 29 509 81 73 12 14 2 16 3 3 0 0 0 0 0 0 0 0 0 9:00:00 238 19 603 94 86 13 15 1 21 5 4 1 0 0 0 0 0 0 1 1 9:00:37 238 0 603 0 86 0 15 0 21 0 4 0 0 0 0 0 0 0 1 0 11:00:00 238 0 603 0 86 0 15 0 21 0 4 0 0 0 0 0 0 0 1 0 11:15:00 260 22 649 46 90 4 15 0 23 2 4 0 0 0 0 0 0 0 1 0 11:30:00 286 26 698 49 101 11 15 0 25 2 4 0 0 0 0 0 0 0 1 0 11:45:00 317 31 733 35 101 0 16 1 28 3 5 1 0 0 0 0 0 0 1 0 12:00:00 337 20 797 64 107 6 16 0 31 3 5 0 0 0 0 0 0 0 1 0 12:15:00 363 26 856 59 111 4 17 1 36 5 5 0 0 0 0 0 0 0 1 0 12:30:00 387 24 907 51 118 7 17 0 40 4 6 1 0 0 0 0 0 0 1 0 12:45:00 419 32 971 64 122 4 17 0 43 3 6 0 0 0 0 0 0 0 1 0 13:00:00 442 23 1018 47 124 2 17 0 45 2 7 1 0 0 0 0 0 0 2 1 13:15:00 473 31 1071 53 128 4 17 0 50 5 7 0 0 0 0 0 0 0 2 0 13:30:00 505 32 1129 58 132 4 18 1 53 3 7 0 0 0 0 0 0 0 2 0 13:45:00 531 26 1170 41 138 6 18 0 56 3 8 1 0 0 0 0 0 0 2 0 14:00:00 561 30 1220 50 144 6 20 2 58 2 8 0 0 0 0 0 0 0 2 0 14:00:17 561 0 1220 0 144 0 20 0 58 0 8 0 0 0 0 0 0 0 2 0 15:00:00 561 0 1220 0 144 0 20 0 58 0 8 0 0 0 0 0 0 0 2 0 15:15:00 622 61 1292 72 146 2 20 0 61 3 8 0 0 0 0 0 0 0 2 0 15:30:00 676 54 1364 72 150 4 20 0 69 8 8 0 0 0 0 0 0 0 2 0 15:45:00 717 41 1438 74 159 9 20 0 70 1 8 0 0 0 0 0 0 0 4 2 16:00:00 767 50 1525 87 167 8 20 0 75 5 8 0 0 0 0 0 0 0 5 1 16:15:00 819 52 1620 95 176 9 21 1 81 6 8 0 0 0 0 0 0 0 5 0 16:30:00 872 53 1718 98 186 10 21 0 84 3 9 1 0 0 0 0 0 0 5 0 16:45:00 911 39 1815 97 197 11 21 0 86 2 9 0 0 0 0 0 0 0 5 0 17:00:00 969 58 1898 83 208 11 21 0 89 3 9 0 0 0 0 0 0 0 5 0 17:15:00 1021 52 1984 86 216 8 21 0 92 3 11 2 0 0 0 0 0 0 5 0 17:30:00 1070 49 2063 79 222 6 21 0 97 5 11 0 0 0 0 0 0 0 5 0 17:45:00 1112 42 2148 85 231 9 23 2 98 1 11 0 0 0 0 0 0 0 5 0 18:00:00 1147 35 2230 82 238 7 23 0 98 0 12 1 0 0 0 0 0 0 5 0 18:01:19 1147 0 2230 0 238 0 23 0 98 0 12 0 0 0 0 0 0 0 5 0 Ontario Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800004 Intersection: Elgin Mills Rd W & Pedestrian Cross Person(s) who counted: TFR File #: 11 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 7 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1339 North Entering: 5 Trucks 0 0 0 0 Trucks 0 East Entering: 652 North Peds: 0 Cars 0 5 0 5 Cars 2 East Peds: 0 Peds Cross: Totals 0 5 0 Totals 2 Peds Cross:
Pedestrian Crossing Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 40 612 652 0 0 0 0 612 40 0 652 N 0 0 0 0 Elgin Mills Rd W 612 40 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 0 0 0 S 0 36 651 687 0 0 0 0 Cars Trucks Cyclists Totals 0 36 651 651 36 0 687 Pedestrian Crossing
Peds Cross: Cars 5 Cars 0 2 0 2 Peds Cross: West Peds: 0 Trucks 0 Trucks 0 0 0 0 South Peds: 0 West Entering: 687 Cyclists 0 Cyclists 0 0 0 0 South Entering: 2 West Leg Total: 1339 Totals 5 Totals 0 2 0 South Leg Total: 7
Comments North and South approach cars = pedestrians Ontario Traffic Inc. Mid-day Peak Diagram Specified Period One Hour Peak From: 11:00:00 From: 12:30:00 To: 14:00:00 To: 13:30:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800004 Intersection: Elgin Mills Rd W & Pedestrian Cross Person(s) who counted: TFR File #: 11 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 0 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1025 North Entering: 0 Trucks 0 0 0 0 Trucks 0 East Entering: 510 North Peds: 0 Cars 0 0 0 0 Cars 0 East Peds: 0 Peds Cross: Totals 0 0 0 Totals 0 Peds Cross:
Pedestrian Crossing Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 32 478 510 0 0 0 0 478 32 0 510 N 0 0 0 0 Elgin Mills Rd W 478 32 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 0 0 0 S 0 29 486 515 0 0 0 0 Cars Trucks Cyclists Totals 0 29 486 486 29 0 515 Pedestrian Crossing
Peds Cross: Cars 0 Cars 0 0 0 0 Peds Cross: West Peds: 0 Trucks 0 Trucks 0 0 0 0 South Peds: 0 West Entering: 515 Cyclists 0 Cyclists 0 0 0 0 South Entering: 0 West Leg Total: 1025 Totals 0 Totals 0 0 0 South Leg Total: 0
Comments North and South approach cars = pedestrians Ontario Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 15:00:00 From: 16:30:00 To: 18:00:00 To: 17:30:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800004 Intersection: Elgin Mills Rd W & Pedestrian Cross Person(s) who counted: TFR File #: 11 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 3 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1498 North Entering: 2 Trucks 0 0 0 0 Trucks 0 East Entering: 794 North Peds: 0 Cars 0 2 0 2 Cars 1 East Peds: 0 Peds Cross: Totals 0 2 0 Totals 1 Peds Cross:
Pedestrian Crossing Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 22 772 794 0 0 0 0 772 22 0 794 N 0 0 0 0 Elgin Mills Rd W 772 22 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 0 0 0 S 0 23 681 704 0 0 0 0 Cars Trucks Cyclists Totals 0 23 681 681 23 0 704 Pedestrian Crossing
Peds Cross: Cars 2 Cars 0 1 0 1 Peds Cross: West Peds: 0 Trucks 0 Trucks 0 0 0 0 South Peds: 0 West Entering: 704 Cyclists 0 Cyclists 0 0 0 0 South Entering: 1 West Leg Total: 1498 Totals 2 Totals 0 1 0 South Leg Total: 3
Comments North and South approach cars = pedestrians Ontario Traffic Inc. Total Count Diagram
Municipality: Richmond Hill Weather conditions: Site #: 1429800004 Intersection: Elgin Mills Rd W & Pedestrian Cross Person(s) who counted: TFR File #: 11 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 24 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 9614 North Entering: 14 Trucks 0 0 0 0 Trucks 0 East Entering: 4997 North Peds: 0 Cars 0 14 0 14 Cars 10 East Peds: 0 Peds Cross: Totals 0 14 0 Totals 10 Peds Cross:
Pedestrian Crossing Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 252 4745 4997 0 0 0 0 4745 252 0 4997 N 0 0 0 0 Elgin Mills Rd W 4745 252 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 0 0 0 S 0 219 4398 4617 0 0 0 0 Cars Trucks Cyclists Totals 0 219 4398 4398 219 0 4617 Pedestrian Crossing
Peds Cross: Cars 14 Cars 0 10 0 10 Peds Cross: West Peds: 0 Trucks 0 Trucks 0 0 0 0 South Peds: 0 West Entering: 4617 Cyclists 0 Cyclists 0 0 0 0 South Entering: 10 West Leg Total: 9614 Totals 14 Totals 0 10 0 South Leg Total: 24
Comments North and South approach cars = pedestrians Ontario Traffic Inc. Traffic Count Summary Intersection: Elgin Mills Rd W & Pedestrian Cros Count Date: 18-Dec-14 Municipality: Richmond Hill North Approach Totals South Approach Totals Includes Cars, Trucks, & Cyclists North/South Includes Cars, Trucks, & Cyclists Hour Grand Total Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 0 1 0 1 0 2 8:00:00 0 1 0 1 0 9:00:00 0 5 0 5 0 7 9:00:00 0 2 0 2 0 11:00:00 0 0 0 0 0 0 11:00:00 0 0 0 0 0 12:00:00 0 1 0 1 0 2 12:00:00 0 1 0 1 0 13:00:00 0 1 0 1 0 2 13:00:00 0 1 0 1 0 14:00:00 0 0 0 0 0 1 14:00:00 0 1 0 1 0 15:00:00 0 0 0 0 0 1 15:00:00 0 1 0 1 0 16:00:00 0 1 0 1 0 2 16:00:00 0 1 0 1 0 17:00:00 0 4 0 4 0 5 17:00:00 0 1 0 1 0 18:00:00 0 1 0 1 0 2 18:00:00 0 1 0 1 0
Totals: 0 14 0 14 0 24 0 10 0 10 0 East Approach Totals West Approach Totals Includes Cars, Trucks, & Cyclists East/West Includes Cars, Trucks, & Cyclists Hour Grand Total Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 6 0 6 0 12 7:00:00 0 6 0 6 0 8:00:00 0 595 0 595 0 1057 8:00:00 0 462 0 462 0 9:00:00 0 652 0 652 0 1339 9:00:00 0 687 0 687 0 11:00:00 0 5 0 5 0 12 11:00:00 0 7 0 7 0 12:00:00 0 485 0 485 0 940 12:00:00 0 455 0 455 0 13:00:00 0 489 0 489 0 998 13:00:00 0 509 0 509 0 14:00:00 0 507 0 507 0 1005 14:00:00 0 498 0 498 0 15:00:00 0 6 0 6 0 12 15:00:00 0 6 0 6 0 16:00:00 0 711 0 711 0 1320 16:00:00 0 609 0 609 0 17:00:00 0 754 0 754 0 1464 17:00:00 0 710 0 710 0 18:00:00 0 784 0 784 0 1450 18:00:00 0 666 0 666 0
Totals: 0 4994 0 4994 0 9609 0 4615 0 4615 0 Calculated Values for Traffic Crossing Major Street Hours Ending: 8:00 9:00 12:00 13:00 14:00 16:00 17:00 18:00 Crossing Values: 1 5 1 1 1 1 4 1 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800004 Passenger Cars - North Approach Trucks - North Approach Cyclists - North Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right North Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45:00 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00:00 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15:00 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30:00 0 0 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45:00 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00:00 0 0 6 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00:04 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00:00 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15:00 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30:00 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45:00 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00:00 0 0 7 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15:00 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30:00 0 0 8 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:15:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00:07 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:00:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:15:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:30:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:45:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:00:00 0 0 9 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:15:00 0 0 10 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:30:00 0 0 11 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:45:00 0 0 13 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:00:00 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:15:00 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:30:00 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:45:00 0 0 14 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00:00 0 0 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00:04 0 0 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800004 Passenger Cars - East Approach Trucks - East Approach Cyclists - East Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right East Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 3 3 0 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 7:15:00 0 0 136 133 0 0 0 0 10 7 0 0 0 0 0 0 0 0 0 0 7:30:00 0 0 268 132 0 0 0 0 15 5 0 0 0 0 0 0 0 0 0 0 7:45:00 0 0 413 145 0 0 0 0 28 13 0 0 0 0 0 0 0 0 0 0 8:00:00 0 0 562 149 0 0 0 0 39 11 0 0 0 0 0 0 0 0 0 0 8:15:00 0 0 701 139 0 0 0 0 53 14 0 0 0 0 0 0 0 0 0 0 8:30:00 0 0 853 152 0 0 0 0 67 14 0 0 0 0 0 0 0 0 0 0 8:45:00 0 0 1023 170 0 0 0 0 71 4 0 0 0 0 0 0 0 0 0 0 9:00:00 0 0 1174 151 0 0 0 0 79 8 0 0 0 0 0 0 0 0 0 0 9:00:04 0 0 1174 0 0 0 0 0 79 0 0 0 0 0 0 0 0 0 0 0 11:00:00 0 0 1177 3 0 0 0 0 81 2 0 0 0 0 0 0 0 0 0 0 11:15:00 0 0 1292 115 0 0 0 0 92 11 0 0 0 0 0 0 0 0 0 0 11:30:00 0 0 1410 118 0 0 0 0 100 8 0 0 0 0 0 0 0 0 0 0 11:45:00 0 0 1508 98 0 0 0 0 106 6 0 0 0 0 0 0 0 0 0 0 12:00:00 0 0 1628 120 0 0 0 0 115 9 0 0 0 0 0 0 0 0 0 0 12:15:00 0 0 1739 111 0 0 0 0 124 9 0 0 0 0 0 0 0 0 0 0 12:30:00 0 0 1852 113 0 0 0 0 132 8 0 0 0 0 0 0 0 0 0 0 12:45:00 0 0 1959 107 0 0 0 0 143 11 0 0 0 0 0 0 0 0 0 0 13:00:00 0 0 2076 117 0 0 0 0 156 13 0 0 0 0 0 0 0 0 0 0 13:15:00 0 0 2200 124 0 0 0 0 159 3 0 0 0 0 0 0 0 0 0 0 13:30:00 0 0 2330 130 0 0 0 0 164 5 0 0 0 0 0 0 0 0 0 0 13:45:00 0 0 2452 122 0 0 0 0 168 4 0 0 0 0 0 0 0 0 0 0 14:00:00 0 0 2561 109 0 0 0 0 178 10 0 0 0 0 0 0 0 0 0 0 14:00:07 0 0 2563 2 0 0 0 0 178 0 0 0 0 0 0 0 0 0 0 0 15:00:00 0 0 2567 4 0 0 0 0 178 0 0 0 0 0 0 0 0 0 0 0 15:15:00 0 0 2718 151 0 0 0 0 193 15 0 0 0 0 0 0 0 0 0 0 15:30:00 0 0 2898 180 0 0 0 0 201 8 0 0 0 0 0 0 0 0 0 0 15:45:00 0 0 3056 158 0 0 0 0 208 7 0 0 0 0 0 0 0 0 0 0 16:00:00 0 0 3241 185 0 0 0 0 215 7 0 0 0 0 0 0 0 0 0 0 16:15:00 0 0 3432 191 0 0 0 0 219 4 0 0 0 0 0 0 0 0 0 0 16:30:00 0 0 3613 181 0 0 0 0 222 3 0 0 0 0 0 0 0 0 0 0 16:45:00 0 0 3812 199 0 0 0 0 229 7 0 0 0 0 0 0 0 0 0 0 17:00:00 0 0 3977 165 0 0 0 0 233 4 0 0 0 0 0 0 0 0 0 0 17:15:00 0 0 4191 214 0 0 0 0 236 3 0 0 0 0 0 0 0 0 0 0 17:30:00 0 0 4385 194 0 0 0 0 244 8 0 0 0 0 0 0 0 0 0 0 17:45:00 0 0 4563 178 0 0 0 0 248 4 0 0 0 0 0 0 0 0 0 0 18:00:00 0 0 4742 179 0 0 0 0 252 4 0 0 0 0 0 0 0 0 0 0 18:00:04 0 0 4745 3 0 0 0 0 252 0 0 0 0 0 0 0 0 0 0 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800004 Passenger Cars - South Approach Trucks - South Approach Cyclists - South Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right South Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00:00 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15:00 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30:00 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45:00 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00:00 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00:04 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00:00 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15:00 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30:00 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45:00 0 0 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00:00 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15:00 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30:00 0 0 5 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45:00 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00:00 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:15:00 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30:00 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45:00 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00:00 0 0 6 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00:07 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:00:00 0 0 7 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:15:00 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:30:00 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:45:00 0 0 8 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:00:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:15:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:30:00 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:45:00 0 0 9 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:00:00 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:15:00 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:30:00 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:45:00 0 0 10 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00:00 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00:04 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800004 Passenger Cars - West Approach Trucks - West Approach Cyclists - West Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right West Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 4 4 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 7:15:00 0 0 80 76 0 0 0 0 7 5 0 0 0 0 0 0 0 0 0 0 7:30:00 0 0 177 97 0 0 0 0 11 4 0 0 0 0 0 0 0 0 0 0 7:45:00 0 0 286 109 0 0 0 0 18 7 0 0 0 0 0 0 0 0 0 0 8:00:00 0 0 443 157 0 0 0 0 25 7 0 0 0 0 0 0 0 0 0 0 8:15:00 0 0 609 166 0 0 0 0 33 8 0 0 0 0 0 0 0 0 0 0 8:30:00 0 0 761 152 0 0 0 0 41 8 0 0 0 0 0 0 0 0 0 0 8:45:00 0 0 923 162 0 0 0 0 49 8 0 0 0 0 0 0 0 0 0 0 9:00:00 0 0 1094 171 0 0 0 0 61 12 0 0 0 0 0 0 0 0 0 0 9:00:04 0 0 1096 2 0 0 0 0 61 0 0 0 0 0 0 0 0 0 0 0 11:00:00 0 0 1099 3 0 0 0 0 63 2 0 0 0 0 0 0 0 0 0 0 11:15:00 0 0 1206 107 0 0 0 0 69 6 0 0 0 0 0 0 0 0 0 0 11:30:00 0 0 1299 93 0 0 0 0 76 7 0 0 0 0 0 0 0 0 0 0 11:45:00 0 0 1400 101 0 0 0 0 84 8 0 0 0 0 0 0 0 0 0 0 12:00:00 0 0 1526 126 0 0 0 0 91 7 0 0 0 0 0 0 0 0 0 0 12:15:00 0 0 1642 116 0 0 0 0 99 8 0 0 0 0 0 0 0 0 0 0 12:30:00 0 0 1747 105 0 0 0 0 105 6 0 0 0 0 0 0 0 0 0 0 12:45:00 0 0 1888 141 0 0 0 0 113 8 0 0 0 0 0 0 0 0 0 0 13:00:00 0 0 2004 116 0 0 0 0 122 9 0 0 0 0 0 0 0 0 0 0 13:15:00 0 0 2119 115 0 0 0 0 129 7 0 0 0 0 0 0 0 0 0 0 13:30:00 0 0 2233 114 0 0 0 0 134 5 0 0 0 0 0 0 0 0 0 0 13:45:00 0 0 2345 112 0 0 0 0 141 7 0 0 0 0 0 0 0 0 0 0 14:00:00 0 0 2479 134 0 0 0 0 145 4 0 0 0 0 0 0 0 0 0 0 14:00:07 0 0 2479 0 0 0 0 0 145 0 0 0 0 0 0 0 0 0 0 0 15:00:00 0 0 2483 4 0 0 0 0 147 2 0 0 0 0 0 0 0 0 0 0 15:15:00 0 0 2626 143 0 0 0 0 153 6 0 0 0 0 0 0 0 0 0 0 15:30:00 0 0 2768 142 0 0 0 0 166 13 0 0 0 0 0 0 0 0 0 0 15:45:00 0 0 2906 138 0 0 0 0 171 5 0 0 0 0 0 0 0 0 0 0 16:00:00 0 0 3061 155 0 0 0 0 178 7 0 0 0 0 0 0 0 0 0 0 16:15:00 0 0 3230 169 0 0 0 0 187 9 0 0 0 0 0 0 0 0 0 0 16:30:00 0 0 3406 176 0 0 0 0 193 6 0 0 0 0 0 0 0 0 0 0 16:45:00 0 0 3582 176 0 0 0 0 197 4 0 0 0 0 0 0 0 0 0 0 17:00:00 0 0 3746 164 0 0 0 0 203 6 0 0 0 0 0 0 0 0 0 0 17:15:00 0 0 3915 169 0 0 0 0 208 5 0 0 0 0 0 0 0 0 0 0 17:30:00 0 0 4087 172 0 0 0 0 216 8 0 0 0 0 0 0 0 0 0 0 17:45:00 0 0 4234 147 0 0 0 0 219 3 0 0 0 0 0 0 0 0 0 0 18:00:00 0 0 4396 162 0 0 0 0 219 0 0 0 0 0 0 0 0 0 0 0 18:00:04 0 0 4398 2 0 0 0 0 219 0 0 0 0 0 0 0 0 0 0 0 Ontario Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 7:45:00 To: 9:00:00 To: 8:45:00
Municipality: Richmond Hill Weather conditions: Site #: 1428900002 Intersection: Elgin Mills Rd W & Larratt Lane Person(s) who counted: TFR File #: 12 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 355 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1263 North Entering: 264 Trucks 1 0 8 9 Trucks 2 East Entering: 546 North Peds: 0 Cars 149 7 99 255 Cars 89 East Peds: 0 Peds Cross: Totals 150 7 107 Totals 91 Peds Cross:
Larratt Lane Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 44 608 652 41 0 0 41 452 42 0 494 N 11 0 0 11 Elgin Mills Rd W 504 42 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 2 44 46 S 0 25 570 595 0 4 12 16 Cars Trucks Cyclists Totals 0 31 626 681 36 0 717 Peterhouse St
Peds Cross: Cars 30 Cars 7 4 12 23 Peds Cross: West Peds: 1 Trucks 4 Trucks 1 0 3 4 South Peds: 0 West Entering: 657 Cyclists 0 Cyclists 0 0 0 0 South Entering: 27 West Leg Total: 1309 Totals 34 Totals 8 4 15 South Leg Total: 61
Comments Ontario Traffic Inc. Mid-day Peak Diagram Specified Period One Hour Peak From: 11:00:00 From: 12:30:00 To: 14:00:00 To: 13:30:00
Municipality: Richmond Hill Weather conditions: Site #: 1428900002 Intersection: Elgin Mills Rd W & Larratt Lane Person(s) who counted: TFR File #: 12 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 113 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1005 North Entering: 65 Trucks 1 0 1 2 Trucks 1 East Entering: 497 North Peds: 0 Cars 43 1 19 63 Cars 47 East Peds: 0 Peds Cross: Totals 44 1 20 Totals 48 Peds Cross:
Larratt Lane Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 34 486 520 19 0 0 19 437 32 0 469 N 7 2 0 9 Elgin Mills Rd W 463 34 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 1 28 29 S 0 29 445 474 0 0 11 11 Cars Trucks Cyclists Totals 0 30 484 475 33 0 508 Peterhouse St
Peds Cross: Cars 19 Cars 6 0 11 17 Peds Cross: West Peds: 0 Trucks 2 Trucks 1 0 3 4 South Peds: 0 West Entering: 514 Cyclists 0 Cyclists 0 0 0 0 South Entering: 21 West Leg Total: 1034 Totals 21 Totals 7 0 14 South Leg Total: 42
Comments Ontario Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 15:00:00 From: 16:30:00 To: 18:00:00 To: 17:30:00
Municipality: Richmond Hill Weather conditions: Site #: 1428900002 Intersection: Elgin Mills Rd W & Larratt Lane Person(s) who counted: TFR File #: 12 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 212 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1432 North Entering: 68 Trucks 3 0 0 3 Trucks 2 East Entering: 793 North Peds: 2 Cars 43 1 21 65 Cars 142 East Peds: 1 Peds Cross: Totals 46 1 21 Totals 144 Peds Cross:
Larratt Lane Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 20 781 801 39 1 0 40 727 17 0 744 N 9 0 0 9 Elgin Mills Rd W 775 18 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 1 99 100 S 0 23 583 606 0 0 5 5 Cars Trucks Cyclists Totals 0 24 687 616 23 0 639 Peterhouse St
Peds Cross: Cars 15 Cars 11 4 12 27 Peds Cross: West Peds: 0 Trucks 0 Trucks 0 0 0 0 South Peds: 0 West Entering: 711 Cyclists 0 Cyclists 0 0 0 0 South Entering: 27 West Leg Total: 1512 Totals 15 Totals 11 4 12 South Leg Total: 42
Comments Ontario Traffic Inc. Total Count Diagram
Municipality: Richmond Hill Weather conditions: Site #: 1428900002 Intersection: Elgin Mills Rd W & Larratt Lane Person(s) who counted: TFR File #: 12 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 1499 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 9270 North Entering: 896 Trucks 16 0 15 31 Trucks 16 East Entering: 4714 North Peds: 18 Cars 521 16 328 865 Cars 587 East Peds: 3 Peds Cross: Totals 537 16 343 Totals 603 Peds Cross:
Larratt Lane Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 246 4767 5013 226 6 0 232 4185 225 0 4410 N 68 4 0 72 Elgin Mills Rd W 4479 235 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 9 351 360 S 0 194 3923 4117 0 8 69 77 Cars Trucks Cyclists Totals 0 211 4343 4339 217 0 4556 Peterhouse St
Peds Cross: Cars 153 Cars 61 10 88 159 Peds Cross: West Peds: 4 Trucks 12 Trucks 5 1 8 14 South Peds: 1 West Entering: 4554 Cyclists 0 Cyclists 0 0 0 0 South Entering: 173 West Leg Total: 9567 Totals 165 Totals 66 11 96 South Leg Total: 338
Comments Ontario Traffic Inc. Traffic Count Summary Intersection: Elgin Mills Rd W & Larratt Lane Count Date: 18-Dec-14 Municipality: Richmond Hill North Approach Totals South Approach Totals Includes Cars, Trucks, & Cyclists North/South Includes Cars, Trucks, & Cyclists Hour Grand Total Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 74 3 125 202 0 219 8:00:00 4 1 12 17 0 9:00:00 99 4 134 237 0 259 9:00:00 9 3 10 22 0 11:00:00 0 0 0 0 0 0 11:00:00 0 0 0 0 0 12:00:00 22 0 24 46 3 64 12:00:00 7 1 10 18 0 13:00:00 21 0 31 52 0 75 13:00:00 6 0 17 23 0 14:00:00 23 2 40 65 1 87 14:00:00 11 0 11 22 1 15:00:00 0 0 1 1 0 1 15:00:00 0 0 0 0 0 16:00:00 59 5 79 143 6 172 16:00:00 11 2 16 29 0 17:00:00 28 0 54 82 2 105 17:00:00 10 2 11 23 0 18:00:00 17 2 49 68 6 87 18:00:00 8 2 9 19 0
Totals: 343 16 537 896 18 1069 66 11 96 173 1 East Approach Totals West Approach Totals Includes Cars, Trucks, & Cyclists East/West Includes Cars, Trucks, & Cyclists Hour Grand Total Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 10 471 21 502 1 957 8:00:00 13 428 14 455 3 9:00:00 8 516 32 556 0 1228 9:00:00 50 606 16 672 0 11:00:00 0 0 0 0 0 0 11:00:00 0 0 0 0 0 12:00:00 6 461 16 483 0 927 12:00:00 16 420 8 444 1 13:00:00 9 448 14 471 0 981 13:00:00 33 464 13 510 0 14:00:00 8 465 23 496 0 990 14:00:00 26 457 11 494 0 15:00:00 0 4 2 6 0 12 15:00:00 0 6 0 6 0 16:00:00 11 633 43 687 1 1288 16:00:00 45 552 4 601 0 17:00:00 7 689 35 731 1 1441 17:00:00 86 616 8 710 0 18:00:00 13 723 46 782 0 1444 18:00:00 91 568 3 662 0
Totals: 72 4410 232 4714 3 9268 360 4117 77 4554 4 Calculated Values for Traffic Crossing Major Street Hours Ending: 8:00 9:00 12:00 13:00 14:00 16:00 17:00 18:00 Crossing Values: 85 112 31 27 36 76 41 27 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1428900002 Passenger Cars - North Approach Trucks - North Approach Cyclists - North Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right North Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 8 8 0 0 21 21 1 1 0 0 0 0 0 0 0 0 0 0 0 0 7:30:00 22 14 0 0 46 25 1 0 0 0 1 1 0 0 0 0 0 0 0 0 7:45:00 40 18 0 0 82 36 4 3 0 0 2 1 0 0 0 0 0 0 0 0 8:00:00 69 29 3 3 123 41 5 1 0 0 2 0 0 0 0 0 0 0 0 0 8:15:00 96 27 4 1 158 35 6 1 0 0 2 0 0 0 0 0 0 0 0 0 8:30:00 116 20 7 3 198 40 12 6 0 0 2 0 0 0 0 0 0 0 0 0 8:45:00 139 23 7 0 231 33 12 0 0 0 3 1 0 0 0 0 0 0 0 0 9:00:00 161 22 7 0 256 25 12 0 0 0 3 0 0 0 0 0 0 0 0 0 9:00:57 161 0 7 0 256 0 12 0 0 0 3 0 0 0 0 0 0 0 0 0 11:00:00 161 0 7 0 256 0 12 0 0 0 3 0 0 0 0 0 0 0 0 0 11:15:00 169 8 7 0 262 6 12 0 0 0 3 0 0 0 0 0 0 0 1 1 11:30:00 170 1 7 0 267 5 12 0 0 0 4 1 0 0 0 0 0 0 2 1 11:45:00 178 8 7 0 276 9 12 0 0 0 4 0 0 0 0 0 0 0 2 0 12:00:00 183 5 7 0 279 3 12 0 0 0 4 0 0 0 0 0 0 0 3 1 12:15:00 187 4 7 0 282 3 13 1 0 0 4 0 0 0 0 0 0 0 3 0 12:30:00 194 7 7 0 290 8 13 0 0 0 5 1 0 0 0 0 0 0 3 0 12:45:00 201 7 7 0 297 7 13 0 0 0 5 0 0 0 0 0 0 0 3 0 13:00:00 203 2 7 0 309 12 13 0 0 0 5 0 0 0 0 0 0 0 3 0 13:15:00 209 6 7 0 321 12 14 1 0 0 6 1 0 0 0 0 0 0 3 0 13:30:00 213 4 8 1 333 12 14 0 0 0 6 0 0 0 0 0 0 0 3 0 13:45:00 220 7 9 1 340 7 14 0 0 0 7 1 0 0 0 0 0 0 3 0 14:00:00 225 5 9 0 347 7 14 0 0 0 7 0 0 0 0 0 0 0 4 1 14:00:07 225 0 9 0 347 0 14 0 0 0 7 0 0 0 0 0 0 0 4 0 15:00:00 225 0 9 0 348 1 14 0 0 0 7 0 0 0 0 0 0 0 4 0 15:15:00 243 18 11 2 379 31 15 1 0 0 8 1 0 0 0 0 0 0 5 1 15:30:00 262 19 12 1 396 17 15 0 0 0 10 2 0 0 0 0 0 0 8 3 15:45:00 272 10 13 1 410 14 15 0 0 0 10 0 0 0 0 0 0 0 9 1 16:00:00 283 11 14 1 422 12 15 0 0 0 12 2 0 0 0 0 0 0 10 1 16:15:00 290 7 14 0 439 17 15 0 0 0 13 1 0 0 0 0 0 0 11 1 16:30:00 299 9 14 0 449 10 15 0 0 0 13 0 0 0 0 0 0 0 12 1 16:45:00 304 5 14 0 459 10 15 0 0 0 15 2 0 0 0 0 0 0 12 0 17:00:00 311 7 14 0 472 13 15 0 0 0 16 1 0 0 0 0 0 0 12 0 17:15:00 315 4 15 1 481 9 15 0 0 0 16 0 0 0 0 0 0 0 12 0 17:30:00 320 5 15 0 492 11 15 0 0 0 16 0 0 0 0 0 0 0 14 2 17:45:00 328 8 16 1 511 19 15 0 0 0 16 0 0 0 0 0 0 0 18 4 18:00:00 328 0 16 0 521 10 15 0 0 0 16 0 0 0 0 0 0 0 18 0 18:00:23 328 0 16 0 521 0 15 0 0 0 16 0 0 0 0 0 0 0 18 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1428900002 Passenger Cars - East Approach Trucks - East Approach Cyclists - East Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right East Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 0 0 118 118 2 2 0 0 6 6 2 2 0 0 0 0 0 0 1 1 7:30:00 3 3 223 105 5 3 0 0 10 4 2 0 0 0 0 0 0 0 1 0 7:45:00 6 3 337 114 9 4 0 0 22 12 3 1 0 0 0 0 0 0 1 0 8:00:00 10 4 437 100 18 9 0 0 34 12 3 0 0 0 0 0 0 0 1 0 8:15:00 13 3 542 105 31 13 0 0 47 13 3 0 0 0 0 0 0 0 1 0 8:30:00 17 4 658 116 40 9 0 0 60 13 3 0 0 0 0 0 0 0 1 0 8:45:00 17 0 789 131 50 10 0 0 64 4 3 0 0 0 0 0 0 0 1 0 9:00:00 18 1 916 127 50 0 0 0 71 7 3 0 0 0 0 0 0 0 1 0 9:00:57 18 0 916 0 50 0 0 0 71 0 3 0 0 0 0 0 0 0 1 0 11:00:00 18 0 916 0 50 0 0 0 71 0 3 0 0 0 0 0 0 0 1 0 11:15:00 20 2 1027 111 57 7 0 0 82 11 3 0 0 0 0 0 0 0 1 0 11:30:00 21 1 1139 112 60 3 1 1 89 7 3 0 0 0 0 0 0 0 1 0 11:45:00 21 0 1231 92 61 1 1 0 94 5 3 0 0 0 0 0 0 0 1 0 12:00:00 23 2 1346 115 66 5 1 0 102 8 3 0 0 0 0 0 0 0 1 0 12:15:00 26 3 1452 106 69 3 1 0 110 8 3 0 0 0 0 0 0 0 1 0 12:30:00 28 2 1553 101 73 4 1 0 116 6 3 0 0 0 0 0 0 0 1 0 12:45:00 28 0 1654 101 76 3 1 0 126 10 3 0 0 0 0 0 0 0 1 0 13:00:00 31 3 1757 103 80 4 2 1 139 13 3 0 0 0 0 0 0 0 1 0 13:15:00 32 1 1868 111 83 3 3 1 141 2 3 0 0 0 0 0 0 0 1 0 13:30:00 35 3 1990 122 92 9 3 0 148 7 3 0 0 0 0 0 0 0 1 0 13:45:00 38 3 2106 116 95 3 3 0 151 3 3 0 0 0 0 0 0 0 1 0 14:00:00 38 0 2201 95 103 8 3 0 160 9 3 0 0 0 0 0 0 0 1 0 14:00:07 38 0 2202 1 103 0 3 0 160 0 3 0 0 0 0 0 0 0 1 0 15:00:00 38 0 2205 3 105 2 3 0 160 0 3 0 0 0 0 0 0 0 1 0 15:15:00 41 3 2317 112 115 10 4 1 174 14 3 0 0 0 0 0 0 0 2 1 15:30:00 42 1 2482 165 126 11 4 0 179 5 3 0 0 0 0 0 0 0 2 0 15:45:00 43 1 2624 142 135 9 4 0 187 8 4 1 0 0 0 0 0 0 2 0 16:00:00 48 5 2805 181 147 12 4 0 193 6 4 0 0 0 0 0 0 0 2 0 16:15:00 51 3 2974 169 155 8 4 0 196 3 5 1 0 0 0 0 0 0 2 0 16:30:00 53 2 3142 168 164 9 4 0 200 4 5 0 0 0 0 0 0 0 2 0 16:45:00 54 1 3325 183 172 8 4 0 206 6 5 0 0 0 0 0 0 0 3 1 17:00:00 55 1 3479 154 181 9 4 0 208 2 5 0 0 0 0 0 0 0 3 0 17:15:00 58 3 3683 204 192 11 4 0 210 2 6 1 0 0 0 0 0 0 3 0 17:30:00 62 4 3869 186 203 11 4 0 217 7 6 0 0 0 0 0 0 0 3 0 17:45:00 64 2 4023 154 210 7 4 0 221 4 6 0 0 0 0 0 0 0 3 0 18:00:00 68 4 4185 162 226 16 4 0 225 4 6 0 0 0 0 0 0 0 3 0 18:00:23 68 0 4185 0 226 0 4 0 225 0 6 0 0 0 0 0 0 0 3 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1428900002 Passenger Cars - South Approach Trucks - South Approach Cyclists - South Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right South Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30:00 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45:00 0 0 0 0 5 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00:00 4 4 1 1 12 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15:00 5 1 1 0 15 3 1 1 0 0 1 1 0 0 0 0 0 0 0 0 8:30:00 6 1 3 2 15 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 8:45:00 7 1 4 1 17 2 1 0 0 0 3 2 0 0 0 0 0 0 0 0 9:00:00 12 5 4 0 19 2 1 0 0 0 3 0 0 0 0 0 0 0 0 0 9:00:57 12 0 4 0 19 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 11:00:00 12 0 4 0 19 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 11:15:00 12 0 5 1 23 4 1 0 0 0 3 0 0 0 0 0 0 0 0 0 11:30:00 15 3 5 0 24 1 1 0 0 0 3 0 0 0 0 0 0 0 0 0 11:45:00 16 1 5 0 28 4 2 1 0 0 3 0 0 0 0 0 0 0 0 0 12:00:00 18 2 5 0 29 1 2 0 0 0 3 0 0 0 0 0 0 0 0 0 12:15:00 19 1 5 0 32 3 2 0 0 0 3 0 0 0 0 0 0 0 0 0 12:30:00 21 2 5 0 38 6 3 1 0 0 3 0 0 0 0 0 0 0 0 0 12:45:00 21 0 5 0 40 2 4 1 0 0 3 0 0 0 0 0 0 0 0 0 13:00:00 22 1 5 0 45 5 4 0 0 0 4 1 0 0 0 0 0 0 0 0 13:15:00 24 2 5 0 47 2 4 0 0 0 6 2 0 0 0 0 0 0 0 0 13:30:00 27 3 5 0 49 2 4 0 0 0 6 0 0 0 0 0 0 0 0 0 13:45:00 31 4 5 0 53 4 4 0 0 0 6 0 0 0 0 0 0 0 0 0 14:00:00 32 1 5 0 54 1 5 1 0 0 6 0 0 0 0 0 0 0 1 1 14:00:07 32 0 5 0 54 0 5 0 0 0 6 0 0 0 0 0 0 0 1 0 15:00:00 32 0 5 0 54 0 5 0 0 0 6 0 0 0 0 0 0 0 1 0 15:15:00 36 4 6 1 60 6 5 0 1 1 6 0 0 0 0 0 0 0 1 0 15:30:00 39 3 6 0 61 1 5 0 1 0 7 1 0 0 0 0 0 0 1 0 15:45:00 43 4 6 0 66 5 5 0 1 0 8 1 0 0 0 0 0 0 1 0 16:00:00 43 0 6 0 68 2 5 0 1 0 8 0 0 0 0 0 0 0 1 0 16:15:00 46 3 6 0 68 0 5 0 1 0 8 0 0 0 0 0 0 0 1 0 16:30:00 49 3 6 0 72 4 5 0 1 0 8 0 0 0 0 0 0 0 1 0 16:45:00 51 2 7 1 75 3 5 0 1 0 8 0 0 0 0 0 0 0 1 0 17:00:00 53 2 8 1 79 4 5 0 1 0 8 0 0 0 0 0 0 0 1 0 17:15:00 57 4 9 1 80 1 5 0 1 0 8 0 0 0 0 0 0 0 1 0 17:30:00 60 3 10 1 84 4 5 0 1 0 8 0 0 0 0 0 0 0 1 0 17:45:00 61 1 10 0 85 1 5 0 1 0 8 0 0 0 0 0 0 0 1 0 18:00:00 61 0 10 0 88 3 5 0 1 0 8 0 0 0 0 0 0 0 1 0 18:00:23 61 0 10 0 88 0 5 0 1 0 8 0 0 0 0 0 0 0 1 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1428900002 Passenger Cars - West Approach Trucks - West Approach Cyclists - West Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right West Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 2 2 69 69 2 2 0 0 4 4 0 0 0 0 0 0 0 0 0 0 7:30:00 4 2 161 92 7 5 0 0 8 4 0 0 0 0 0 0 0 0 0 0 7:45:00 7 3 264 103 9 2 0 0 13 5 1 1 0 0 0 0 0 0 2 2 8:00:00 13 6 408 144 12 3 0 0 20 7 2 1 0 0 0 0 0 0 3 1 8:15:00 28 15 547 139 17 5 2 2 25 5 3 1 0 0 0 0 0 0 3 0 8:30:00 39 11 688 141 18 1 2 0 32 7 4 1 0 0 0 0 0 0 3 0 8:45:00 51 12 834 146 21 3 2 0 38 6 5 1 0 0 0 0 0 0 3 0 9:00:00 61 10 984 150 25 4 2 0 50 12 5 0 0 0 0 0 0 0 3 0 9:00:57 61 0 984 0 25 0 2 0 50 0 5 0 0 0 0 0 0 0 3 0 11:00:00 61 0 984 0 25 0 2 0 50 0 5 0 0 0 0 0 0 0 3 0 11:15:00 65 4 1082 98 28 3 2 0 56 6 5 0 0 0 0 0 0 0 4 1 11:30:00 68 3 1169 87 29 1 2 0 62 6 6 1 0 0 0 0 0 0 4 0 11:45:00 72 4 1261 92 32 3 2 0 69 7 6 0 0 0 0 0 0 0 4 0 12:00:00 77 5 1379 118 32 0 2 0 75 6 6 0 0 0 0 0 0 0 4 0 12:15:00 86 9 1484 105 35 3 2 0 82 7 7 1 0 0 0 0 0 0 4 0 12:30:00 92 6 1584 100 37 2 3 1 86 4 7 0 0 0 0 0 0 0 4 0 12:45:00 101 9 1709 125 40 3 4 1 94 8 7 0 0 0 0 0 0 0 4 0 13:00:00 108 7 1814 105 44 4 4 0 104 10 7 0 0 0 0 0 0 0 4 0 13:15:00 116 8 1921 107 46 2 4 0 111 7 7 0 0 0 0 0 0 0 4 0 13:30:00 120 4 2029 108 48 2 4 0 115 4 7 0 0 0 0 0 0 0 4 0 13:45:00 125 5 2130 101 50 2 4 0 122 7 7 0 0 0 0 0 0 0 4 0 14:00:00 134 9 2250 120 54 4 4 0 125 3 8 1 0 0 0 0 0 0 4 0 14:00:07 134 0 2251 1 54 0 4 0 125 0 8 0 0 0 0 0 0 0 4 0 15:00:00 134 0 2256 5 54 0 4 0 125 0 8 0 0 0 0 0 0 0 4 0 15:15:00 155 21 2376 120 57 3 4 0 130 5 8 0 0 0 0 0 0 0 4 0 15:30:00 164 9 2508 132 57 0 7 3 141 11 8 0 0 0 0 0 0 0 4 0 15:45:00 169 5 2638 130 58 1 7 0 145 4 8 0 0 0 0 0 0 0 4 0 16:00:00 176 7 2781 143 58 0 7 0 152 7 8 0 0 0 0 0 0 0 4 0 16:15:00 193 17 2931 150 59 1 8 1 162 10 8 0 0 0 0 0 0 0 4 0 16:30:00 215 22 3073 142 62 3 8 0 168 6 8 0 0 0 0 0 0 0 4 0 16:45:00 243 28 3224 151 63 1 8 0 172 4 8 0 0 0 0 0 0 0 4 0 17:00:00 261 18 3371 147 66 3 8 0 178 6 8 0 0 0 0 0 0 0 4 0 17:15:00 286 25 3513 142 67 1 8 0 182 4 8 0 0 0 0 0 0 0 4 0 17:30:00 314 28 3656 143 67 0 9 1 191 9 8 0 0 0 0 0 0 0 4 0 17:45:00 334 20 3784 128 67 0 9 0 194 3 8 0 0 0 0 0 0 0 4 0 18:00:00 351 17 3923 139 69 2 9 0 194 0 8 0 0 0 0 0 0 0 4 0 18:00:23 351 0 3923 0 69 0 9 0 194 0 8 0 0 0 0 0 0 0 4 0 Ontario Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 7:45:00 To: 9:00:00 To: 8:45:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800003 Intersection: Elgin Mills Rd W & Shaftsbury Ave-R Person(s) who counted: TFR File #: 3 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 624 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1396 North Entering: 454 Trucks 0 4 2 6 Trucks 6 East Entering: 543 North Peds: 5 Cars 71 177 200 448 Cars 164 East Peds: 0 Peds Cross: Totals 71 181 202 Totals 170 Peds Cross:
Shaftsbury Ave Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 40 506 546 74 1 0 75 395 36 0 431 N 35 2 0 37 Elgin Mills Rd W 504 39 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 2 23 25 S 0 28 572 600 0 5 64 69 Cars Trucks Cyclists Totals 0 35 659 823 30 0 853 Regent St
Peds Cross: Cars 276 Cars 40 67 51 158 Peds Cross: West Peds: 0 Trucks 11 Trucks 4 3 0 7 South Peds: 1 West Entering: 694 Cyclists 0 Cyclists 0 0 0 0 South Entering: 165 West Leg Total: 1240 Totals 287 Totals 44 70 51 South Leg Total: 452
Comments Ontario Traffic Inc. Mid-day Peak Diagram Specified Period One Hour Peak From: 11:00:00 From: 12:30:00 To: 14:00:00 To: 13:30:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800003 Intersection: Elgin Mills Rd W & Shaftsbury Ave-R Person(s) who counted: TFR File #: 3 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 258 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1027 North Entering: 133 Trucks 0 3 1 4 Trucks 6 East Entering: 515 North Peds: 0 Cars 28 39 62 129 Cars 119 East Peds: 0 Peds Cross: Totals 28 42 63 Totals 125 Peds Cross:
Shaftsbury Ave Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 34 480 514 54 0 0 54 392 30 0 422 N 38 1 0 39 Elgin Mills Rd W 484 31 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 4 23 27 S 0 26 386 412 0 2 46 48 Cars Trucks Cyclists Totals 0 32 455 485 27 0 512 Regent St
Peds Cross: Cars 123 Cars 60 42 37 139 Peds Cross: West Peds: 0 Trucks 6 Trucks 4 2 0 6 South Peds: 2 West Entering: 487 Cyclists 0 Cyclists 0 0 0 0 South Entering: 145 West Leg Total: 1001 Totals 129 Totals 64 44 37 South Leg Total: 274
Comments Ontario Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 15:00:00 From: 17:00:00 To: 18:00:00 To: 18:00:00
Municipality: Richmond Hill Weather conditions: Site #: 1429800003 Intersection: Elgin Mills Rd W & Shaftsbury Ave-R Person(s) who counted: TFR File #: 3 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 521 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 1507 North Entering: 208 Trucks 0 1 0 1 Trucks 4 East Entering: 899 North Peds: 0 Cars 39 62 106 207 Cars 309 East Peds: 0 Peds Cross: Totals 39 63 106 Totals 313 Peds Cross:
Shaftsbury Ave Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 18 749 767 183 2 0 185 631 17 0 648 N 64 2 0 66 Elgin Mills Rd W 878 21 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 0 52 52 S 0 14 444 458 0 2 56 58 Cars Trucks Cyclists Totals 0 16 552 594 14 0 608 Regent St
Peds Cross: Cars 182 Cars 79 74 44 197 Peds Cross: West Peds: 0 Trucks 5 Trucks 1 2 0 3 South Peds: 3 West Entering: 568 Cyclists 0 Cyclists 0 0 0 0 South Entering: 200 West Leg Total: 1335 Totals 187 Totals 80 76 44 South Leg Total: 387
Comments Ontario Traffic Inc. Total Count Diagram
Municipality: Richmond Hill Weather conditions: Site #: 1429800003 Intersection: Elgin Mills Rd W & Shaftsbury Ave-R Person(s) who counted: TFR File #: 3 Count date: 18-Dec-14
** Signalized Intersection ** Major Road: Elgin Mills Rd W runs W/E
North Leg Total: 3216 Cyclists 0 0 0 0 Cyclists 0 East Leg Total: 9884 North Entering: 1834 Trucks 2 17 11 30 Trucks 44 East Entering: 4948 North Peds: 12 Cars 354 556 894 1804 Cars 1338 East Peds: 0 Peds Cross: Totals 356 573 905 Totals 1382 Peds Cross:
Shaftsbury Ave Cyclists Trucks Cars Totals Cars Trucks Cyclists Totals 0 237 4480 4717 660 16 0 676 3695 218 0 3913 N 346 13 0 359 Elgin Mills Rd W 4701 247 0 W E
Cyclists Trucks Cars Totals Elgin Mills Rd W 0 8 271 279 S 0 183 3505 3688 0 23 431 454 Cars Trucks Cyclists Totals 0 214 4207 4729 207 0 4936 Regent St
Peds Cross: Cars 1333 Cars 431 407 330 1168 Peds Cross: West Peds: 2 Trucks 53 Trucks 17 20 13 50 South Peds: 15 West Entering: 4421 Cyclists 0 Cyclists 0 0 0 0 South Entering: 1218 West Leg Total: 9138 Totals 1386 Totals 448 427 343 South Leg Total: 2604
Comments Ontario Traffic Inc. Traffic Count Summary Intersection: Elgin Mills Rd W & Shaftsbury Ave- Count Date: 18-Dec-14 Municipality: Richmond Hill North Approach Totals South Approach Totals Includes Cars, Trucks, & Cyclists North/South Includes Cars, Trucks, & Cyclists Hour Grand Total Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 186 132 87 405 2 525 8:00:00 35 38 47 120 1 9:00:00 192 140 59 391 3 557 9:00:00 43 57 66 166 1 11:00:00 0 0 0 0 0 1 11:00:00 0 0 1 1 0 12:00:00 96 47 37 180 5 279 12:00:00 42 23 34 99 0 13:00:00 85 54 32 171 0 311 13:00:00 69 42 29 140 1 14:00:00 58 22 26 106 0 256 14:00:00 60 52 38 150 3 15:00:00 0 0 0 0 0 0 15:00:00 0 0 0 0 0 16:00:00 118 70 32 220 2 385 16:00:00 63 65 37 165 6 17:00:00 64 45 44 153 0 330 17:00:00 56 74 47 177 0 18:00:00 106 63 39 208 0 408 18:00:00 80 76 44 200 3
Totals: 905 573 356 1834 12 3052 448 427 343 1218 15 East Approach Totals West Approach Totals Includes Cars, Trucks, & Cyclists East/West Includes Cars, Trucks, & Cyclists Hour Grand Total Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 12 382 61 455 0 950 8:00:00 26 431 38 495 1 9:00:00 48 455 64 567 0 1271 9:00:00 20 610 74 704 0 11:00:00 0 0 0 0 0 1 11:00:00 0 1 0 1 0 12:00:00 31 415 35 481 0 934 12:00:00 20 383 50 453 0 13:00:00 41 371 53 465 0 943 13:00:00 21 412 45 478 0 14:00:00 42 417 61 520 0 996 14:00:00 32 395 49 476 1 15:00:00 0 2 0 2 0 2 15:00:00 0 0 0 0 0 16:00:00 51 595 103 749 0 1366 16:00:00 47 497 73 617 0 17:00:00 68 628 114 810 0 1439 17:00:00 61 501 67 629 0 18:00:00 66 648 185 899 0 1465 18:00:00 52 456 58 566 0
Totals: 359 3913 676 4948 0 9367 279 3686 454 4419 2 Calculated Values for Traffic Crossing Major Street Hours Ending: 8:00 9:00 12:00 13:00 14:00 16:00 17:00 18:00 Crossing Values: 354 375 185 208 171 251 194 262 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800003 Passenger Cars - North Approach Trucks - North Approach Cyclists - North Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right North Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 48 48 14 14 26 26 0 0 1 1 0 0 0 0 0 0 0 0 0 0 7:30:00 85 37 24 10 49 23 1 1 2 1 0 0 0 0 0 0 0 0 0 0 7:45:00 137 52 67 43 68 19 3 2 3 1 0 0 0 0 0 0 0 0 0 0 8:00:00 181 44 128 61 87 19 5 2 4 1 0 0 0 0 0 0 0 0 2 2 8:15:00 223 42 169 41 102 15 5 0 5 1 0 0 0 0 0 0 0 0 3 1 8:30:00 286 63 204 35 118 16 5 0 6 1 0 0 0 0 0 0 0 0 3 0 8:45:00 337 51 244 40 139 21 5 0 7 1 0 0 0 0 0 0 0 0 5 2 9:00:00 372 35 265 21 146 7 6 1 7 0 0 0 0 0 0 0 0 0 5 0 9:00:19 372 0 265 0 146 0 6 0 7 0 0 0 0 0 0 0 0 0 5 0 11:00:00 372 0 265 0 146 0 6 0 7 0 0 0 0 0 0 0 0 0 5 0 11:15:00 388 16 278 13 155 9 6 0 8 1 0 0 0 0 0 0 0 0 6 1 11:30:00 416 28 295 17 161 6 6 0 8 0 1 1 0 0 0 0 0 0 8 2 11:45:00 438 22 302 7 172 11 6 0 9 1 1 0 0 0 0 0 0 0 10 2 12:00:00 468 30 310 8 182 10 6 0 9 0 1 0 0 0 0 0 0 0 10 0 12:15:00 492 24 316 6 191 9 6 0 9 0 1 0 0 0 0 0 0 0 10 0 12:30:00 512 20 329 13 198 7 6 0 9 0 1 0 0 0 0 0 0 0 10 0 12:45:00 526 14 350 21 203 5 6 0 9 0 1 0 0 0 0 0 0 0 10 0 13:00:00 553 27 363 13 214 11 6 0 10 1 1 0 0 0 0 0 0 0 10 0 13:15:00 564 11 367 4 216 2 7 1 10 0 1 0 0 0 0 0 0 0 10 0 13:30:00 574 10 368 1 226 10 7 0 12 2 1 0 0 0 0 0 0 0 10 0 13:45:00 593 19 372 4 234 8 7 0 12 0 1 0 0 0 0 0 0 0 10 0 14:00:00 609 16 383 11 240 6 8 1 12 0 1 0 0 0 0 0 0 0 10 0 14:00:11 609 0 383 0 240 0 8 0 12 0 1 0 0 0 0 0 0 0 10 0 15:00:00 609 0 383 0 240 0 8 0 12 0 1 0 0 0 0 0 0 0 10 0 15:15:00 643 34 391 8 246 6 8 0 13 1 2 1 0 0 0 0 0 0 10 0 15:30:00 676 33 406 15 256 10 8 0 14 1 2 0 0 0 0 0 0 0 10 0 15:45:00 698 22 430 24 264 8 10 2 14 0 2 0 0 0 0 0 0 0 11 1 16:00:00 725 27 451 21 271 7 10 0 14 0 2 0 0 0 0 0 0 0 12 1 16:15:00 739 14 461 10 279 8 10 0 15 1 2 0 0 0 0 0 0 0 12 0 16:30:00 753 14 472 11 290 11 10 0 16 1 2 0 0 0 0 0 0 0 12 0 16:45:00 769 16 482 10 303 13 11 1 16 0 2 0 0 0 0 0 0 0 12 0 17:00:00 788 19 494 12 315 12 11 0 16 0 2 0 0 0 0 0 0 0 12 0 17:15:00 809 21 507 13 325 10 11 0 16 0 2 0 0 0 0 0 0 0 12 0 17:30:00 830 21 526 19 334 9 11 0 16 0 2 0 0 0 0 0 0 0 12 0 17:45:00 859 29 543 17 340 6 11 0 17 1 2 0 0 0 0 0 0 0 12 0 18:00:00 894 35 556 13 354 14 11 0 17 0 2 0 0 0 0 0 0 0 12 0 18:00:08 894 0 556 0 354 0 11 0 17 0 2 0 0 0 0 0 0 0 12 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800003 Passenger Cars - East Approach Trucks - East Approach Cyclists - East Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right East Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 1 1 91 91 6 6 0 0 7 7 2 2 0 0 0 0 0 0 0 0 7:30:00 5 4 181 90 17 11 1 1 11 4 3 1 0 0 0 0 0 0 0 0 7:45:00 7 2 269 88 32 15 1 0 23 12 5 2 0 0 0 0 0 0 0 0 8:00:00 11 4 348 79 56 24 1 0 34 11 5 0 0 0 0 0 0 0 0 0 8:15:00 26 15 445 97 74 18 2 1 43 9 5 0 0 0 0 0 0 0 0 0 8:30:00 37 11 546 101 93 19 2 0 56 13 6 1 0 0 0 0 0 0 0 0 8:45:00 42 5 664 118 106 13 3 1 59 3 6 0 0 0 0 0 0 0 0 0 9:00:00 55 13 771 107 119 13 5 2 66 7 6 0 0 0 0 0 0 0 0 0 9:00:19 55 0 771 0 119 0 5 0 66 0 6 0 0 0 0 0 0 0 0 0 11:00:00 55 0 771 0 119 0 5 0 66 0 6 0 0 0 0 0 0 0 0 0 11:15:00 64 9 883 112 128 9 5 0 76 10 6 0 0 0 0 0 0 0 0 0 11:30:00 71 7 980 97 133 5 5 0 84 8 6 0 0 0 0 0 0 0 0 0 11:45:00 75 4 1052 72 142 9 5 0 90 6 6 0 0 0 0 0 0 0 0 0 12:00:00 86 11 1153 101 154 12 5 0 99 9 6 0 0 0 0 0 0 0 0 0 12:15:00 92 6 1235 82 170 16 5 0 107 8 6 0 0 0 0 0 0 0 0 0 12:30:00 111 19 1314 79 176 6 5 0 114 7 7 1 0 0 0 0 0 0 0 0 12:45:00 121 10 1398 84 184 8 5 0 124 10 7 0 0 0 0 0 0 0 0 0 13:00:00 127 6 1487 89 206 22 5 0 136 12 7 0 0 0 0 0 0 0 0 0 13:15:00 136 9 1591 104 215 9 6 1 139 3 7 0 0 0 0 0 0 0 0 0 13:30:00 149 13 1706 115 230 15 6 0 144 5 7 0 0 0 0 0 0 0 0 0 13:45:00 159 10 1799 93 248 18 6 0 147 3 8 1 0 0 0 0 0 0 0 0 14:00:00 167 8 1883 84 265 17 7 1 157 10 9 1 0 0 0 0 0 0 0 0 14:00:11 167 0 1885 2 265 0 7 0 157 0 9 0 0 0 0 0 0 0 0 0 15:00:00 167 0 1885 0 265 0 7 0 157 0 9 0 0 0 0 0 0 0 0 0 15:15:00 178 11 1997 112 290 25 8 1 169 12 10 1 0 0 0 0 0 0 0 0 15:30:00 192 14 2145 148 310 20 9 1 173 4 10 0 0 0 0 0 0 0 0 0 15:45:00 203 11 2269 124 337 27 10 1 178 5 11 1 0 0 0 0 0 0 0 0 16:00:00 214 11 2454 185 365 28 11 1 183 5 12 1 0 0 0 0 0 0 0 0 16:15:00 240 26 2612 158 390 25 11 0 188 5 13 1 0 0 0 0 0 0 0 0 16:30:00 257 17 2758 146 428 38 11 0 192 4 14 1 0 0 0 0 0 0 0 0 16:45:00 271 14 2928 170 455 27 11 0 199 7 14 0 0 0 0 0 0 0 0 0 17:00:00 282 11 3064 136 477 22 11 0 201 2 14 0 0 0 0 0 0 0 0 0 17:15:00 298 16 3240 176 510 33 11 0 204 3 14 0 0 0 0 0 0 0 0 0 17:30:00 315 17 3409 169 561 51 11 0 212 8 14 0 0 0 0 0 0 0 0 0 17:45:00 334 19 3556 147 620 59 13 2 214 2 14 0 0 0 0 0 0 0 0 0 18:00:00 346 12 3695 139 660 40 13 0 218 4 16 2 0 0 0 0 0 0 0 0 18:00:08 346 0 3695 0 660 0 13 0 218 0 16 0 0 0 0 0 0 0 0 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800003 Passenger Cars - South Approach Trucks - South Approach Cyclists - South Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right South Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 6 6 1 1 7 7 1 1 1 1 1 1 0 0 0 0 0 0 1 1 7:30:00 8 2 6 5 15 8 1 0 1 0 1 0 0 0 0 0 0 0 1 0 7:45:00 21 13 12 6 26 11 3 2 2 1 4 3 0 0 0 0 0 0 1 0 8:00:00 31 10 36 24 43 17 4 1 2 0 4 0 0 0 0 0 0 0 1 0 8:15:00 36 5 56 20 53 10 6 2 2 0 4 0 0 0 0 0 0 0 1 0 8:30:00 54 18 68 12 65 12 7 1 3 1 4 0 0 0 0 0 0 0 2 1 8:45:00 61 7 79 11 77 12 7 0 5 2 4 0 0 0 0 0 0 0 2 0 9:00:00 70 9 90 11 105 28 8 1 5 0 8 4 0 0 0 0 0 0 2 0 9:00:19 70 0 90 0 105 0 8 0 5 0 8 0 0 0 0 0 0 0 2 0 11:00:00 70 0 90 0 106 1 8 0 5 0 8 0 0 0 0 0 0 0 2 0 11:15:00 73 3 96 6 114 8 8 0 5 0 8 0 0 0 0 0 0 0 2 0 11:30:00 85 12 98 2 124 10 8 0 6 1 8 0 0 0 0 0 0 0 2 0 11:45:00 98 13 106 8 131 7 8 0 6 0 8 0 0 0 0 0 0 0 2 0 12:00:00 112 14 112 6 139 8 8 0 6 0 9 1 0 0 0 0 0 0 2 0 12:15:00 129 17 128 16 147 8 8 0 7 1 10 1 0 0 0 0 0 0 2 0 12:30:00 145 16 135 7 155 8 8 0 7 0 10 0 0 0 0 0 0 0 2 0 12:45:00 166 21 145 10 162 7 9 1 8 1 10 0 0 0 0 0 0 0 3 1 13:00:00 179 13 152 7 167 5 10 1 8 0 10 0 0 0 0 0 0 0 3 0 13:15:00 193 14 166 14 177 10 10 0 9 1 10 0 0 0 0 0 0 0 3 0 13:30:00 205 12 177 11 192 15 12 2 9 0 10 0 0 0 0 0 0 0 4 1 13:45:00 222 17 193 16 202 10 12 0 10 1 10 0 0 0 0 0 0 0 4 0 14:00:00 237 15 201 8 205 3 12 0 11 1 10 0 0 0 0 0 0 0 6 2 14:00:11 237 0 201 0 205 0 12 0 11 0 10 0 0 0 0 0 0 0 6 0 15:00:00 237 0 201 0 205 0 12 0 11 0 10 0 0 0 0 0 0 0 6 0 15:15:00 247 10 214 13 214 9 13 1 13 2 11 1 0 0 0 0 0 0 10 4 15:30:00 257 10 228 14 225 11 14 1 13 0 11 0 0 0 0 0 0 0 12 2 15:45:00 282 25 247 19 234 9 16 2 14 1 12 1 0 0 0 0 0 0 12 0 16:00:00 296 14 260 13 240 6 16 0 17 3 12 0 0 0 0 0 0 0 12 0 16:15:00 306 10 274 14 253 13 16 0 18 1 12 0 0 0 0 0 0 0 12 0 16:30:00 323 17 291 17 263 10 16 0 18 0 12 0 0 0 0 0 0 0 12 0 16:45:00 339 16 313 22 271 8 16 0 18 0 12 0 0 0 0 0 0 0 12 0 17:00:00 352 13 333 20 286 15 16 0 18 0 13 1 0 0 0 0 0 0 12 0 17:15:00 375 23 350 17 299 13 16 0 18 0 13 0 0 0 0 0 0 0 12 0 17:30:00 394 19 369 19 314 15 16 0 19 1 13 0 0 0 0 0 0 0 15 3 17:45:00 409 15 388 19 326 12 17 1 20 1 13 0 0 0 0 0 0 0 15 0 18:00:00 431 22 407 19 330 4 17 0 20 0 13 0 0 0 0 0 0 0 15 0 18:00:08 431 0 407 0 330 0 17 0 20 0 13 0 0 0 0 0 0 0 15 0 Ontario Traffic Inc.
Count Date: 18-Dec-14 Site #: 1429800003 Passenger Cars - West Approach Trucks - West Approach Cyclists - West Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right West Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 6 6 65 65 4 4 0 0 3 3 2 2 0 0 0 0 0 0 1 1 7:30:00 11 5 158 93 8 4 0 0 5 2 3 1 0 0 0 0 0 0 1 0 7:45:00 17 6 266 108 15 7 0 0 10 5 6 3 0 0 0 0 0 0 1 0 8:00:00 25 8 415 149 32 17 1 1 16 6 6 0 0 0 0 0 0 0 1 0 8:15:00 29 4 558 143 46 14 1 0 23 7 6 0 0 0 0 0 0 0 1 0 8:30:00 31 2 695 137 61 15 1 0 31 8 10 4 0 0 0 0 0 0 1 0 8:45:00 40 9 838 143 79 18 2 1 38 7 11 1 0 0 0 0 0 0 1 0 9:00:00 44 4 991 153 100 21 2 0 50 12 12 1 0 0 0 0 0 0 1 0 9:00:19 44 0 992 1 100 0 2 0 50 0 12 0 0 0 0 0 0 0 1 0 11:00:00 44 0 992 0 100 0 2 0 50 0 12 0 0 0 0 0 0 0 1 0 11:15:00 47 3 1090 98 109 9 2 0 57 7 12 0 0 0 0 0 0 0 1 0 11:30:00 52 5 1157 67 125 16 2 0 63 6 13 1 0 0 0 0 0 0 1 0 11:45:00 56 4 1247 90 138 13 2 0 70 7 13 0 0 0 0 0 0 0 1 0 12:00:00 64 8 1349 102 149 11 2 0 76 6 13 0 0 0 0 0 0 0 1 0 12:15:00 71 7 1438 89 161 12 2 0 83 7 13 0 0 0 0 0 0 0 1 0 12:30:00 75 4 1532 94 172 11 2 0 87 4 13 0 0 0 0 0 0 0 1 0 12:45:00 79 4 1641 109 186 14 2 0 94 7 14 1 0 0 0 0 0 0 1 0 13:00:00 84 5 1735 94 192 6 3 1 102 8 15 1 0 0 0 0 0 0 1 0 13:15:00 92 8 1827 92 205 13 4 1 110 8 15 0 0 0 0 0 0 0 1 0 13:30:00 98 6 1918 91 218 13 6 2 113 3 15 0 0 0 0 0 0 0 1 0 13:45:00 108 10 2010 92 226 8 6 0 118 5 17 2 0 0 0 0 0 0 1 0 14:00:00 113 5 2111 101 238 12 6 0 121 3 18 1 0 0 0 0 0 0 2 1 14:00:11 113 0 2111 0 238 0 6 0 121 0 18 0 0 0 0 0 0 0 2 0 15:00:00 113 0 2111 0 238 0 6 0 121 0 18 0 0 0 0 0 0 0 2 0 15:15:00 121 8 2234 123 255 17 6 0 126 5 19 1 0 0 0 0 0 0 2 0 15:30:00 130 9 2358 124 268 13 6 0 137 11 19 0 0 0 0 0 0 0 2 0 15:45:00 143 13 2466 108 290 22 6 0 140 3 20 1 0 0 0 0 0 0 2 0 16:00:00 158 15 2583 117 309 19 8 2 146 6 20 0 0 0 0 0 0 0 2 0 16:15:00 167 9 2717 134 325 16 8 0 154 8 21 1 0 0 0 0 0 0 2 0 16:30:00 190 23 2829 112 340 15 8 0 160 6 21 0 0 0 0 0 0 0 2 0 16:45:00 210 20 2945 116 357 17 8 0 164 4 21 0 0 0 0 0 0 0 2 0 17:00:00 219 9 3061 116 375 18 8 0 169 5 21 0 0 0 0 0 0 0 2 0 17:15:00 228 9 3168 107 394 19 8 0 173 4 22 1 0 0 0 0 0 0 2 0 17:30:00 240 12 3289 121 406 12 8 0 180 7 23 1 0 0 0 0 0 0 2 0 17:45:00 258 18 3389 100 419 13 8 0 183 3 23 0 0 0 0 0 0 0 2 0 18:00:00 271 13 3503 114 431 12 8 0 183 0 23 0 0 0 0 0 0 0 2 0 18:00:08 271 0 3505 2 431 0 8 0 183 0 23 0 0 0 0 0 0 0 2 0 Turning Movements Report - 03 MD Period
Location...... Yonge Street & Elgin Mills Road West/Elgin GeoID...... 0352129B Mills Road East Municipality. Richmond Hill Count Date. Tuesday, 06 May, 2014 Traffic Cont. Traffic signal Count Time. 11:00 AM 02:00 PM Major Dir..... None Peak Hour.. 12:30 PM 01:30 PM
Yonge Street
Peds 2187 15
1017
Total 98 686 233 1170 Truck % 5% 5% 6% 6% Peds Trucks 5 34 13 66 36 Cars 93 652 220 1104
Elgin Mills Road West/Elgin Mills Road East 197 24 11% 221
485 8% 40 445 262 33 11% 295 725
N 938 201 8 4% 209 1297
138 9% 12 126 W E S 453 266 9% 23 243 533 39 7% 572
49 2% 1 48
Peds 901 90 781 70 Cars 14 43 2 30 3 Trucks 5% 2% 4% 4% Truck % 944 92 811 73 Total
976 Peds 1920 36
Yonge Street
Monday, October 06, 2014 Page 1 of 4 Turning Movements Report - 02 AM Period
Location...... Yonge Street & Elgin Mills Road West/Elgin GeoID...... 0352129B Mills Road East Municipality. Richmond Hill Count Date. Tuesday, 06 May, 2014 Traffic Cont. Traffic signal Count Time. 07:00 AM 09:00 AM Major Dir..... None Peak Hour.. 07:30 AM 08:30 AM
Yonge Street
Peds 2452 22
1678
Total 99 1248 331 774 Truck % 7% 3% 5% 8% Peds Trucks 7 35 18 64 11 Cars 92 1213 313 710
Elgin Mills Road West/Elgin Mills Road East 151 18 11% 169
516 6% 30 486 349 21 6% 370 729
N 1335 172 18 9% 190 1638
157 5% 8 149 W E S 819 527 4% 22 505 865 44 5% 909
135 3% 4 131
Peds 1516 45 410 47 Cars 12 57 2 38 4 Trucks 4% 4% 8% 8% Truck % 1573 47 448 51 Total
546 Peds 2119 5
Yonge Street
Monday, October 06, 2014 Page 2 of 4 Turning Movements Report - Full Study
Location...... Yonge Street & Elgin Mills Road West/Elgin GeoID...... 0352129B Mills Road East Municipality. Richmond Hill Count Date. Tuesday, 06 May, 2014 Traffic Cont. Traffic signal Count Time. 07:00 AM 06:00 PM Major Dir..... None Peak Hour.. 05:00 PM 06:00 PM
Yonge Street
Peds 2806 20
1127
Total 76 837 214 1679 Truck % 3% 3% 2% 2% Peds Trucks 2 25 4 30 29 Cars 74 812 210 1649
Elgin Mills Road West/Elgin Mills Road East 302 8 3% 310
855 1% 11 844 599 8 1% 607 1147
N 1552 226 4 2% 230 1868
194 1% 2 192 W E S 697 371 3% 12 359 704 17 2% 721
132 0% 0 132
Peds 1170 171 1155 135 Cars 10 29 1 20 1 Trucks 2% 1% 2% 1% Truck % 1199 172 1175 136 Total
1483 Peds 2682 7
Yonge Street
Monday, October 06, 2014 Page 3 of 4 Turning Movements Report - 04 PM Period
Location...... Yonge Street & Elgin Mills Road West/Elgin GeoID...... 0352129B Mills Road East Municipality. Richmond Hill Count Date. Tuesday, 06 May, 2014 Traffic Cont. Traffic signal Count Time. 03:00 PM 06:00 PM Major Dir..... None Peak Hour.. 05:00 PM 06:00 PM
Yonge Street
Peds 2806 20
1127
Total 76 837 214 1679 Truck % 3% 3% 2% 2% Peds Trucks 2 25 4 30 29 Cars 74 812 210 1649
Elgin Mills Road West/Elgin Mills Road East 302 8 3% 310
855 1% 11 844 599 8 1% 607 1147
N 1552 226 4 2% 230 1868
194 1% 2 192 W E S 697 371 3% 12 359 704 17 2% 721
132 0% 0 132
Peds 1170 171 1155 135 Cars 10 29 1 20 1 Trucks 2% 1% 2% 1% Truck % 1199 172 1175 136 Total
1483 Peds 2682 7
Monday, October 06, 2014 Page 4 of 4
Appendix B
Synchro Summary Reports
Existing 2014 - AM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 171 345 46 247 441 69 33 873 187 147 1426 424 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1722 1865 1526 1825 1762 1568 1615 3650 1306 1706 3650 1552 Flt Permitted 0.15 1.00 1.00 0.28 1.00 1.00 0.07 1.00 1.00 0.14 1.00 1.00 Satd. Flow (perm) 270 1865 1526 533 1762 1568 117 3650 1306 254 3650 1552 Peak-hour factor, PHF 0.90 0.88 0.69 0.97 0.90 0.82 0.85 0.85 0.86 0.86 0.94 0.93 Adj. Flow (vph) 190 392 67 255 490 84 39 1027 217 171 1517 456 RTOR Reduction (vph) 0 0 47 0 0 59 0 0 126 0 0 138 Lane Group Flow (vph) 190 392 20 255 490 25 39 1027 91 171 1517 318 Heavy Vehicles (%) 6% 3% 7% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 48.4 40.4 40.4 48.4 40.4 40.4 58.0 58.0 58.0 70.0 70.0 70.0 Effective Green, g (s) 50.4 40.4 40.4 48.4 40.4 40.4 58.0 58.0 58.0 70.0 70.0 70.0 Actuated g/C Ratio 0.36 0.29 0.29 0.35 0.29 0.29 0.42 0.42 0.42 0.51 0.51 0.51 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 192 544 445 261 514 457 49 1529 547 212 1846 784 v/s Ratio Prot c0.06 0.21 0.06 0.28 0.28 0.05 c0.42 v/s Ratio Perm c0.29 0.01 0.29 0.02 0.33 0.07 0.36 0.20 v/c Ratio 0.99 0.72 0.04 0.98 0.95 0.05 0.80 0.67 0.17 0.81 0.82 0.41 Uniform Delay, d1 39.4 43.9 35.1 44.4 48.1 35.2 35.0 32.5 25.1 23.9 28.9 21.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 61.3 4.7 0.0 48.8 28.1 0.0 77.6 2.4 0.7 19.6 4.3 1.6 Delay (s) 100.7 48.6 35.2 93.2 76.2 35.3 112.7 34.9 25.8 43.5 33.2 22.8 Level of Service F D D F E D F C C D C C Approach Delay (s) 62.5 77.3 35.7 31.8 Approach LOS E E D C Intersection Summary HCM 2000 Control Delay 44.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.94 Actuated Cycle Length (s) 138.4 Sum of lost time (s) 24.0 Intersection Capacity Utilization 120.4% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - AM Peak Hour 2: Pedestrian Crossing & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 721 0 0 715 0 0 2 0 0 5 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1830 1812 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1830 1812 1921 1921 Peak-hour factor, PHF 0.92 0.94 0.92 0.92 0.94 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 767 0 0 761 0 0 2 0 0 5 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 767 0 0 761 0 0 2 0 0 5 0 Heavy Vehicles (%) 0% 5% 0% 0% 6% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 44.6 44.6 1.2 1.2 Effective Green, g (s) 44.6 44.6 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1364 1351 38 38 v/s Ratio Prot 0.42 c0.42 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.56 0.56 0.05 0.13 Uniform Delay, d1 3.3 3.3 28.7 28.8 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.7 1.7 0.6 1.6 Delay (s) 5.0 5.0 29.3 30.4 Level of Service A A C C Approach Delay (s) 5.0 5.0 29.3 30.4 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 5.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 59.8 Sum of lost time (s) 14.0 Intersection Capacity Utilization 55.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - AM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 48 625 17 12 501 43 8 4 16 112 7 178 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.87 1.00 0.86 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1755 1754 1825 1762 1568 1615 1414 1706 1633 Flt Permitted 0.42 1.00 0.35 1.00 1.00 0.37 1.00 0.71 1.00 Satd. Flow (perm) 783 1754 681 1762 1568 635 1414 1275 1633 Peak-hour factor, PHF 0.75 0.96 0.80 0.79 0.91 0.88 0.46 0.50 0.25 0.93 0.58 0.85 Adj. Flow (vph) 64 651 21 15 551 49 17 8 64 120 12 209 RTOR Reduction (vph) 0 1 0 0 0 8 0 54 0 0 178 0 Lane Group Flow (vph) 64 671 0 15 551 41 17 18 0 120 43 0 Heavy Vehicles (%) 4% 4% 25% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 10 0 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 2 2 8 4 Actuated Green, G (s) 73.1 73.1 73.1 73.1 73.1 15.2 15.2 15.2 15.2 Effective Green, g (s) 73.1 73.1 73.1 73.1 73.1 15.2 15.2 15.2 15.2 Actuated g/C Ratio 0.72 0.72 0.72 0.72 0.72 0.15 0.15 0.15 0.15 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 565 1265 491 1271 1131 95 212 191 245 v/s Ratio Prot c0.38 0.31 0.01 0.03 v/s Ratio Perm 0.08 0.02 0.03 0.03 c0.09 v/c Ratio 0.11 0.53 0.03 0.43 0.04 0.18 0.08 0.63 0.18 Uniform Delay, d1 4.3 6.4 4.0 5.7 4.0 37.6 37.1 40.4 37.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 1.6 0.1 1.1 0.1 0.9 0.2 6.3 0.3 Delay (s) 4.7 8.0 4.1 6.8 4.1 38.5 37.2 46.7 37.9 Level of Service A A A A A D D D D Approach Delay (s) 7.7 6.5 37.5 41.0 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 101.3 Sum of lost time (s) 13.0 Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - AM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 26 630 72 39 453 79 46 74 54 212 190 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1690 1830 1465 1738 1779 1552 1674 1746 1807 1820 Flt Permitted 0.37 1.00 1.00 0.24 1.00 1.00 0.32 1.00 0.55 1.00 Satd. Flow (perm) 654 1830 1465 436 1779 1552 564 1746 1051 1820 Peak-hour factor, PHF 0.64 0.94 0.81 0.73 0.90 0.79 0.64 0.70 0.55 0.79 0.74 0.84 Adj. Flow (vph) 41 670 89 53 503 100 72 106 98 268 257 89 RTOR Reduction (vph) 0 0 35 0 0 47 0 28 0 0 10 0 Lane Group Flow (vph) 41 670 54 53 503 53 72 176 0 268 336 0 Heavy Vehicles (%) 8% 5% 7% 5% 8% 1% 9% 4% 0% 1% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 66.9 61.3 61.3 67.1 61.4 61.4 31.4 31.4 31.4 31.4 Effective Green, g (s) 66.9 61.3 61.3 67.1 61.4 61.4 31.4 31.4 31.4 31.4 Actuated g/C Ratio 0.57 0.53 0.53 0.58 0.53 0.53 0.27 0.27 0.27 0.27 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 425 963 771 315 938 818 152 471 283 490 v/s Ratio Prot 0.00 c0.37 c0.01 0.28 0.10 0.18 v/s Ratio Perm 0.05 0.04 0.09 0.03 0.13 c0.26 v/c Ratio 0.10 0.70 0.07 0.17 0.54 0.06 0.47 0.37 0.95 0.69 Uniform Delay, d1 11.7 20.6 13.5 13.8 18.1 13.5 35.6 34.5 41.7 38.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 4.1 0.2 0.3 2.2 0.2 2.3 0.5 39.0 4.0 Delay (s) 11.8 24.7 13.7 14.1 20.3 13.6 37.9 35.0 80.7 42.0 Level of Service B C B B C B D D F D Approach Delay (s) 22.8 18.8 35.8 58.9 Approach LOS C B D E Intersection Summary HCM 2000 Control Delay 32.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 116.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 73.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - AM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 168 564 144 203 396 181 50 479 55 354 1335 106 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 8.0 8.0 3.0 8.0 8.0 4.0 7.5 7.5 4.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1738 3510 1522 1674 3444 1412 1755 3380 1512 1738 3544 1526 Flt Permitted 0.41 1.00 1.00 0.24 1.00 1.00 0.07 1.00 1.00 0.40 1.00 1.00 Satd. Flow (perm) 742 3510 1522 426 3444 1412 138 3380 1512 738 3544 1526 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 183 613 157 221 430 197 54 521 60 385 1451 115 RTOR Reduction (vph) 0 0 101 0 0 147 0 0 33 0 0 59 Lane Group Flow (vph) 183 613 56 221 430 50 54 521 27 385 1451 56 Heavy Vehicles (%) 5% 4% 3% 9% 6% 11% 4% 8% 8% 5% 3% 7% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 36.0 28.0 28.0 36.0 28.0 28.0 59.4 53.5 53.5 63.6 55.6 55.6 Effective Green, g (s) 36.0 28.0 28.0 38.0 28.0 28.0 59.4 53.5 53.5 63.6 55.6 55.6 Actuated g/C Ratio 0.30 0.23 0.23 0.31 0.23 0.23 0.49 0.44 0.44 0.53 0.46 0.46 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 4.0 7.5 7.5 4.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 286 812 352 226 796 326 146 1494 668 454 1628 701 v/s Ratio Prot 0.04 0.17 c0.07 0.12 0.02 0.15 c0.06 c0.41 v/s Ratio Perm 0.15 0.04 c0.23 0.04 0.16 0.02 0.39 0.04 v/c Ratio 0.64 0.75 0.16 0.98 0.54 0.15 0.37 0.35 0.04 0.85 0.89 0.08 Uniform Delay, d1 34.6 43.3 37.1 37.8 40.8 37.1 23.1 22.3 19.2 22.8 29.9 18.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.7 4.0 0.2 53.0 0.8 0.2 1.6 0.6 0.1 13.7 7.8 0.2 Delay (s) 39.3 47.3 37.3 90.8 41.6 37.3 24.7 22.9 19.3 36.5 37.7 18.6 Level of Service D D D F D D C C B D D B Approach Delay (s) 44.1 53.4 22.7 36.4 Approach LOS D D C D Intersection Summary HCM 2000 Control Delay 39.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 121.0 Sum of lost time (s) 23.5 Intersection Capacity Utilization 91.0% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - PM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 208 376 40 250 502 126 74 1794 320 87 722 109 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2050 1900 1900 1900 1900 Lane Width 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 Total Lost time (s) 1.0 8.0 8.0 4.0 8.0 8.0 8.0 5.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1825 1847 1555 1807 1883 1493 1772 4105 1537 1755 3579 1522 Flt Permitted 0.12 1.00 1.00 0.28 1.00 1.00 0.37 1.00 1.00 0.06 1.00 1.00 Satd. Flow (perm) 230 1847 1555 533 1883 1493 683 4105 1537 119 3579 1522 Peak-hour factor, PHF 1.00 0.96 0.93 0.96 0.95 0.67 0.72 1.00 0.86 0.65 0.96 0.79 Adj. Flow (vph) 208 392 43 260 528 188 103 1794 372 134 752 138 RTOR Reduction (vph) 0 0 30 0 0 94 0 0 164 0 0 68 Lane Group Flow (vph) 208 392 13 260 528 94 103 1794 208 134 752 70 Heavy Vehicles (%) 0% 4% 5% 1% 2% 5% 3% 1% 2% 4% 2% 3% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 48.9 40.9 40.9 48.9 40.9 40.9 58.0 58.0 58.0 70.0 70.0 70.0 Effective Green, g (s) 54.9 40.9 40.9 48.9 40.9 40.9 58.0 61.0 58.0 70.0 70.0 70.0 Actuated g/C Ratio 0.40 0.29 0.29 0.35 0.29 0.29 0.42 0.44 0.42 0.50 0.50 0.50 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 217 543 457 261 554 439 285 1802 641 154 1803 767 v/s Ratio Prot c0.08 0.21 0.06 0.28 c0.44 c0.05 0.21 v/s Ratio Perm 0.30 0.01 c0.29 0.06 0.15 0.14 0.39 0.05 v/c Ratio 0.96 0.72 0.03 1.00 0.95 0.21 0.36 1.00 0.32 0.87 0.42 0.09 Uniform Delay, d1 33.7 43.9 34.9 45.0 48.1 36.9 27.7 38.8 27.2 35.2 21.6 17.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 48.8 4.7 0.0 54.3 26.8 0.2 3.5 20.2 1.3 37.7 0.7 0.2 Delay (s) 82.5 48.6 34.9 99.3 74.8 37.1 31.3 59.0 28.6 72.9 22.3 18.1 Level of Service F D C F E D C E C E C B Approach Delay (s) 58.6 74.1 52.8 28.4 Approach LOS E E D C Intersection Summary HCM 2000 Control Delay 52.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 138.9 Sum of lost time (s) 21.0 Intersection Capacity Utilization 111.3% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - PM Peak Hour 2: Pedestrian Crossing & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 739 0 0 834 0 0 1 0 0 2 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1824 1824 1879 1879 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1824 1824 1879 1879 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.98 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 803 0 0 851 0 0 1 0 0 2 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 803 0 0 851 0 0 1 0 0 2 0 Heavy Vehicles (%) 0% 3% 0% 0% 3% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 45.4 45.4 1.2 1.2 Effective Green, g (s) 45.4 45.4 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1366 1366 37 37 v/s Ratio Prot 0.44 c0.47 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.59 0.62 0.03 0.05 Uniform Delay, d1 3.4 3.6 29.1 29.1 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.9 2.2 0.3 0.6 Delay (s) 5.3 5.7 29.4 29.8 Level of Service A A C C Approach Delay (s) 5.3 5.7 29.4 29.8 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 5.5 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 60.6 Sum of lost time (s) 14.0 Intersection Capacity Utilization 61.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - PM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 105 636 5 9 781 42 12 4 13 22 1 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1807 1771 1825 1883 1522 1825 1677 1825 1535 Flt Permitted 0.28 1.00 0.39 1.00 1.00 0.70 1.00 0.74 1.00 Satd. Flow (perm) 538 1771 748 1883 1522 1352 1677 1422 1535 Peak-hour factor, PHF 0.88 0.98 0.67 0.81 0.89 0.70 0.69 1.00 0.58 0.76 0.63 0.60 Adj. Flow (vph) 119 649 7 11 878 60 17 4 22 29 2 80 RTOR Reduction (vph) 0 0 0 0 0 6 0 20 0 0 74 0 Lane Group Flow (vph) 119 656 0 11 878 54 17 6 0 29 8 0 Heavy Vehicles (%) 1% 4% 0% 0% 2% 3% 0% 0% 0% 0% 0% 7% Bus Blockages (#/hr) 0 10 0 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 2 2 8 4 Actuated Green, G (s) 79.1 79.1 79.1 79.1 79.1 7.9 7.9 7.9 7.9 Effective Green, g (s) 79.1 79.1 79.1 79.1 79.1 7.9 7.9 7.9 7.9 Actuated g/C Ratio 0.79 0.79 0.79 0.79 0.79 0.08 0.08 0.08 0.08 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 425 1400 591 1489 1203 106 132 112 121 v/s Ratio Prot 0.37 c0.47 0.00 0.01 v/s Ratio Perm 0.22 0.01 0.04 0.01 c0.02 v/c Ratio 0.28 0.47 0.02 0.59 0.05 0.16 0.04 0.26 0.07 Uniform Delay, d1 2.8 3.5 2.2 4.1 2.3 43.0 42.6 43.3 42.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.6 1.1 0.1 1.7 0.1 0.7 0.1 1.2 0.2 Delay (s) 4.4 4.6 2.3 5.8 2.3 43.7 42.7 44.5 42.9 Level of Service A A A A A D D D D Approach Delay (s) 4.6 5.6 43.1 43.3 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 8.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 13.0 Intersection Capacity Utilization 91.1% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - PM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 55 536 61 69 680 194 84 80 56 126 66 41 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.94 1.00 0.95 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1825 1865 1522 1772 1865 1552 1807 1773 1825 1799 Flt Permitted 0.24 1.00 1.00 0.32 1.00 1.00 0.66 1.00 0.62 1.00 Satd. Flow (perm) 469 1865 1522 604 1865 1552 1258 1773 1197 1799 Peak-hour factor, PHF 0.73 0.89 0.82 0.65 0.89 0.78 0.86 0.89 0.92 0.85 0.73 0.88 Adj. Flow (vph) 75 602 74 106 764 249 98 90 61 148 90 47 RTOR Reduction (vph) 0 0 30 0 0 80 0 23 0 0 18 0 Lane Group Flow (vph) 75 602 44 106 764 169 98 128 0 148 119 0 Heavy Vehicles (%) 0% 3% 3% 3% 3% 1% 1% 3% 0% 0% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 67.7 62.0 62.0 71.3 63.8 63.8 17.7 17.7 17.7 17.7 Effective Green, g (s) 67.7 62.0 62.0 71.3 63.8 63.8 17.7 17.7 17.7 17.7 Actuated g/C Ratio 0.64 0.59 0.59 0.68 0.61 0.61 0.17 0.17 0.17 0.17 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 375 1099 896 492 1131 941 211 298 201 302 v/s Ratio Prot 0.01 0.32 c0.02 c0.41 0.07 0.07 v/s Ratio Perm 0.12 0.03 0.13 0.11 0.08 c0.12 v/c Ratio 0.20 0.55 0.05 0.22 0.68 0.18 0.46 0.43 0.74 0.39 Uniform Delay, d1 9.5 13.1 9.1 7.3 13.8 9.1 39.5 39.2 41.5 39.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 2.0 0.1 0.2 3.2 0.4 1.6 1.0 13.1 0.8 Delay (s) 9.7 15.1 9.2 7.5 17.0 9.6 41.1 40.2 54.6 39.8 Level of Service A B A A B A D D D D Approach Delay (s) 14.0 14.5 40.6 47.5 Approach LOS B B D D Intersection Summary HCM 2000 Control Delay 20.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 105.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 79.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Existing 2014 - PM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 208 397 141 246 649 332 184 1257 146 229 896 81 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 Total Lost time (s) 4.0 8.0 8.0 4.0 8.0 8.0 4.0 7.5 7.5 1.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1807 3544 1568 1789 3614 1522 1807 3579 1617 1789 3544 1585 Flt Permitted 0.19 1.00 1.00 0.42 1.00 1.00 0.18 1.00 1.00 0.08 1.00 1.00 Satd. Flow (perm) 369 3544 1568 787 3614 1522 336 3579 1617 151 3544 1585 Peak-hour factor, PHF 0.95 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 1.00 0.92 0.92 Adj. Flow (vph) 219 432 153 267 705 361 200 1366 159 229 974 88 RTOR Reduction (vph) 0 0 113 0 0 110 0 0 63 0 0 51 Lane Group Flow (vph) 219 432 40 267 705 251 200 1366 96 229 974 37 Heavy Vehicles (%) 1% 3% 0% 2% 1% 3% 1% 2% 1% 2% 3% 3% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 40.2 32.2 32.2 40.2 32.2 32.2 60.6 52.6 52.6 60.6 52.6 52.6 Effective Green, g (s) 40.2 32.2 32.2 40.2 32.2 32.2 60.6 52.6 52.6 66.6 52.6 52.6 Actuated g/C Ratio 0.32 0.26 0.26 0.32 0.26 0.26 0.49 0.42 0.42 0.54 0.42 0.42 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 4.0 7.5 7.5 4.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 211 918 406 319 936 394 258 1514 684 225 1499 670 v/s Ratio Prot c0.07 0.12 0.05 0.20 0.05 c0.38 c0.09 0.27 v/s Ratio Perm c0.27 0.03 0.22 0.17 0.33 0.06 0.45 0.02 v/c Ratio 1.04 0.47 0.10 0.84 0.75 0.64 0.78 0.90 0.14 1.02 0.65 0.06 Uniform Delay, d1 38.5 38.9 35.0 37.2 42.4 40.9 21.1 33.5 22.0 29.4 28.5 21.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 72.2 0.4 0.1 17.1 3.5 3.4 13.5 9.1 0.4 64.7 2.2 0.2 Delay (s) 110.7 39.2 35.1 54.3 45.9 44.3 34.7 42.5 22.4 94.0 30.7 21.3 Level of Service F D D D D D C D C F C C Approach Delay (s) 57.9 47.1 39.8 41.3 Approach LOS E D D D Intersection Summary HCM 2000 Control Delay 44.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.98 Actuated Cycle Length (s) 124.3 Sum of lost time (s) 23.5 Intersection Capacity Utilization 96.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - AM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 225 458 61 329 588 92 36 868 209 154 1107 439 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1722 1865 1526 1825 1762 1568 1615 3650 1306 1706 3650 1552 Flt Permitted 0.11 1.00 1.00 0.15 1.00 1.00 0.10 1.00 1.00 0.09 1.00 1.00 Satd. Flow (perm) 202 1865 1526 280 1762 1568 167 3650 1306 160 3650 1552 Peak-hour factor, PHF 0.90 0.88 0.69 0.97 0.90 0.82 0.85 0.85 0.86 0.86 0.94 0.93 Adj. Flow (vph) 250 520 88 339 653 112 42 1021 243 179 1178 472 RTOR Reduction (vph) 0 0 59 0 0 68 0 0 172 0 0 187 Lane Group Flow (vph) 250 520 29 339 653 44 42 1021 71 179 1178 285 Heavy Vehicles (%) 6% 3% 7% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 58.7 45.7 45.7 70.0 53.0 53.0 41.0 41.0 41.0 54.0 54.0 54.0 Effective Green, g (s) 60.7 45.7 45.7 70.0 53.0 53.0 41.0 41.0 41.0 54.0 54.0 54.0 Actuated g/C Ratio 0.43 0.33 0.33 0.50 0.38 0.38 0.29 0.29 0.29 0.39 0.39 0.39 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 239 608 498 364 667 593 48 1068 382 161 1407 598 v/s Ratio Prot c0.10 0.28 c0.14 0.37 0.28 c0.07 0.32 v/s Ratio Perm c0.35 0.02 0.33 0.03 0.25 0.05 c0.36 0.18 v/c Ratio 1.05 0.86 0.06 0.93 0.98 0.07 0.88 0.96 0.19 1.11 0.84 0.48 Uniform Delay, d1 36.9 44.1 32.4 33.4 43.0 27.8 47.1 48.6 37.0 35.6 39.0 32.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 70.8 11.3 0.0 30.1 29.2 0.1 96.6 18.8 1.1 104.1 6.1 2.7 Delay (s) 107.7 55.4 32.4 63.5 72.2 27.9 143.7 67.4 38.1 139.6 45.1 35.1 Level of Service F E C E E C F E D F D D Approach Delay (s) 68.3 65.0 64.4 51.8 Approach LOS E E E D Intersection Summary HCM 2000 Control Delay 60.7 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.10 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 24.0 Intersection Capacity Utilization 122.3% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - AM Peak Hour 2: Elgin Mills Road West & Pedestrian Crossing Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 956 0 0 953 0 0 2 0 0 5 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1830 1812 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1830 1812 1921 1921 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 956 0 0 953 0 0 2 0 0 5 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 956 0 0 953 0 0 2 0 0 5 0 Heavy Vehicles (%) 0% 5% 0% 0% 6% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 44.6 44.6 1.2 1.2 Effective Green, g (s) 44.6 44.6 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1364 1351 38 38 v/s Ratio Prot 0.52 c0.53 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.70 0.71 0.05 0.13 Uniform Delay, d1 4.0 4.1 28.7 28.8 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.0 3.1 0.6 1.6 Delay (s) 7.1 7.2 29.3 30.4 Level of Service A A C C Approach Delay (s) 7.1 7.2 29.3 30.4 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 7.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 59.8 Sum of lost time (s) 14.0 Intersection Capacity Utilization 67.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - AM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 48 822 25 17 659 43 22 4 41 112 7 178 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.86 1.00 0.86 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1755 1752 1825 1762 1568 1615 1383 1706 1633 Flt Permitted 0.32 1.00 0.23 1.00 1.00 0.40 1.00 0.53 1.00 Satd. Flow (perm) 589 1752 447 1762 1568 683 1383 954 1633 Peak-hour factor, PHF 0.75 0.96 0.80 0.79 0.91 0.88 0.46 0.50 0.25 0.93 0.58 0.85 Adj. Flow (vph) 64 856 31 22 724 49 48 8 164 120 12 209 RTOR Reduction (vph) 0 1 0 0 0 8 0 137 0 0 174 0 Lane Group Flow (vph) 64 886 0 22 724 41 48 35 0 120 47 0 Heavy Vehicles (%) 4% 4% 25% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 10 0 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 2 2 8 4 Actuated Green, G (s) 73.2 73.2 73.2 73.2 73.2 17.2 17.2 17.2 17.2 Effective Green, g (s) 73.2 73.2 73.2 73.2 73.2 17.2 17.2 17.2 17.2 Actuated g/C Ratio 0.71 0.71 0.71 0.71 0.71 0.17 0.17 0.17 0.17 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 416 1240 316 1247 1110 113 230 158 271 v/s Ratio Prot c0.51 0.41 0.03 0.03 v/s Ratio Perm 0.11 0.05 0.03 0.07 c0.13 v/c Ratio 0.15 0.71 0.07 0.58 0.04 0.42 0.15 0.76 0.17 Uniform Delay, d1 4.9 8.9 4.6 7.5 4.5 38.7 36.9 41.1 37.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 3.5 0.4 2.0 0.1 2.6 0.3 18.7 0.3 Delay (s) 5.7 12.5 5.1 9.5 4.6 41.2 37.2 59.8 37.3 Level of Service A B A A A D D E D Approach Delay (s) 12.0 9.0 38.1 45.2 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 18.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 103.4 Sum of lost time (s) 13.0 Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - AM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 27 850 75 39 599 79 47 74 54 212 190 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1690 1830 1465 1738 1779 1552 1674 1746 1807 1820 Flt Permitted 0.22 1.00 1.00 0.08 1.00 1.00 0.31 1.00 0.55 1.00 Satd. Flow (perm) 398 1830 1465 144 1779 1552 550 1746 1040 1820 Peak-hour factor, PHF 0.64 0.94 0.81 0.73 0.90 0.79 0.64 0.70 0.55 0.79 0.74 0.84 Adj. Flow (vph) 42 904 93 53 666 100 73 106 98 268 257 89 RTOR Reduction (vph) 0 0 34 0 0 45 0 28 0 0 10 0 Lane Group Flow (vph) 42 904 59 53 666 55 73 176 0 268 336 0 Heavy Vehicles (%) 8% 5% 7% 5% 8% 1% 9% 4% 0% 1% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 72.0 64.0 64.0 67.6 61.8 61.8 31.9 31.9 31.9 31.9 Effective Green, g (s) 72.0 64.0 64.0 67.6 61.8 61.8 31.9 31.9 31.9 31.9 Actuated g/C Ratio 0.60 0.53 0.53 0.56 0.52 0.52 0.27 0.27 0.27 0.27 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 325 978 783 158 918 801 146 465 277 485 v/s Ratio Prot c0.01 c0.49 c0.02 0.37 0.10 0.18 v/s Ratio Perm 0.07 0.04 0.17 0.04 0.13 c0.26 v/c Ratio 0.13 0.92 0.08 0.34 0.73 0.07 0.50 0.38 0.97 0.69 Uniform Delay, d1 13.5 25.6 13.5 21.8 22.4 14.5 37.2 35.8 43.4 39.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 15.5 0.2 1.3 5.0 0.2 2.7 0.5 44.7 4.2 Delay (s) 14.3 41.1 13.7 23.1 27.4 14.7 39.8 36.3 88.1 43.7 Level of Service B D B C C B D D F D Approach Delay (s) 37.6 25.5 37.3 63.1 Approach LOS D C D E Intersection Summary HCM 2000 Control Delay 39.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 119.7 Sum of lost time (s) 18.0 Intersection Capacity Utilization 85.1% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - AM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 233 755 193 267 524 238 52 496 56 367 1382 110 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 8.0 8.0 2.0 8.0 8.0 5.0 7.5 7.5 4.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1738 3510 1522 1674 3444 1412 1755 3380 1512 1738 3544 1526 Flt Permitted 0.28 1.00 1.00 0.14 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 521 3510 1522 241 3444 1412 1755 3380 1512 1738 3544 1526 Peak-hour factor, PHF 1.00 1.00 0.92 1.00 0.92 0.92 1.00 0.92 0.92 1.00 1.00 0.92 Adj. Flow (vph) 233 755 210 267 570 259 52 539 61 367 1382 120 RTOR Reduction (vph) 0 0 105 0 0 122 0 0 45 0 0 59 Lane Group Flow (vph) 233 755 105 267 570 137 52 539 16 367 1382 61 Heavy Vehicles (%) 5% 4% 3% 9% 6% 11% 4% 8% 8% 5% 3% 7% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 49.0 35.2 35.2 51.4 36.4 36.4 5.5 38.5 38.5 30.7 63.7 63.7 Effective Green, g (s) 49.0 35.2 35.2 55.4 36.4 36.4 5.5 38.5 38.5 31.7 63.7 63.7 Actuated g/C Ratio 0.34 0.24 0.24 0.38 0.25 0.25 0.04 0.27 0.27 0.22 0.44 0.44 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 7.5 7.5 5.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 294 858 372 262 871 357 67 904 404 382 1568 675 v/s Ratio Prot 0.08 c0.22 c0.12 0.17 0.03 0.16 c0.21 c0.39 v/s Ratio Perm 0.19 0.07 0.27 0.10 0.01 0.04 v/c Ratio 0.79 0.88 0.28 1.02 0.65 0.38 0.78 0.60 0.04 0.96 0.88 0.09 Uniform Delay, d1 37.6 52.3 44.1 37.8 48.1 44.5 68.6 45.9 39.0 55.5 36.6 23.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 13.6 10.2 0.4 60.6 1.8 0.7 42.0 2.9 0.2 35.7 7.5 0.3 Delay (s) 51.2 62.6 44.5 98.4 49.9 45.2 110.5 48.8 39.2 91.2 44.1 23.6 Level of Service D E D F D D F D D F D C Approach Delay (s) 57.2 60.6 52.8 52.1 Approach LOS E E D D Intersection Summary HCM 2000 Control Delay 55.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 143.9 Sum of lost time (s) 24.5 Intersection Capacity Utilization 100.6% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - PM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 273 502 52 332 667 167 76 1393 338 98 718 121 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 1.0 8.0 8.0 4.0 6.0 8.0 8.0 5.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1825 1847 1555 1807 1883 1493 1772 3804 1537 1755 3579 1522 Flt Permitted 0.09 1.00 1.00 0.10 1.00 1.00 0.34 1.00 1.00 0.08 1.00 1.00 Satd. Flow (perm) 171 1847 1555 192 1883 1493 633 3804 1537 142 3579 1522 Peak-hour factor, PHF 1.00 0.96 0.93 1.00 0.95 0.67 0.72 1.00 0.86 0.65 0.96 0.79 Adj. Flow (vph) 273 523 56 332 702 249 106 1393 393 151 748 153 RTOR Reduction (vph) 0 0 39 0 0 86 0 0 221 0 0 89 Lane Group Flow (vph) 273 523 17 332 702 163 106 1393 172 151 748 64 Heavy Vehicles (%) 0% 4% 5% 1% 2% 5% 3% 1% 2% 4% 2% 3% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 54.0 42.0 42.0 65.0 49.0 49.0 48.0 48.0 48.0 59.0 59.0 59.0 Effective Green, g (s) 60.0 42.0 42.0 65.0 51.0 49.0 48.0 51.0 48.0 59.0 59.0 59.0 Actuated g/C Ratio 0.43 0.30 0.30 0.46 0.36 0.35 0.34 0.36 0.34 0.42 0.42 0.42 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 250 554 466 308 685 522 217 1385 526 140 1508 641 v/s Ratio Prot c0.12 0.28 c0.15 0.37 0.37 c0.05 0.21 v/s Ratio Perm c0.35 0.01 0.35 0.11 0.17 0.11 c0.40 0.04 v/c Ratio 1.09 0.94 0.04 1.08 1.02 0.31 0.49 1.01 0.33 1.08 0.50 0.10 Uniform Delay, d1 42.8 47.9 34.7 42.2 44.5 33.2 36.3 44.5 34.0 34.5 29.6 24.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 83.7 24.9 0.0 73.6 40.8 0.3 7.7 25.6 1.6 98.6 1.2 0.3 Delay (s) 126.5 72.8 34.7 115.8 85.3 33.6 44.0 70.1 35.7 133.1 30.8 24.8 Level of Service F E C F F C D E D F C C Approach Delay (s) 87.5 83.2 61.5 44.6 Approach LOS F F E D Intersection Summary HCM 2000 Control Delay 67.8 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.11 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 21.0 Intersection Capacity Utilization 121.9% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - PM Peak Hour 2: Elgin Mills Road West & Pedestrian Crossing Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 987 0 0 1108 0 0 1 0 0 2 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1865 1865 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 1865 1865 1921 1921 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 987 0 0 1108 0 0 1 0 0 2 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 987 0 0 1108 0 0 1 0 0 2 0 Heavy Vehicles (%) 0% 3% 0% 0% 3% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 45.4 45.4 1.2 1.2 Effective Green, g (s) 45.4 45.4 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1397 1397 38 38 v/s Ratio Prot 0.53 c0.59 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.71 0.79 0.03 0.05 Uniform Delay, d1 4.0 4.7 29.1 29.1 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.0 4.7 0.3 0.6 Delay (s) 7.1 9.4 29.4 29.7 Level of Service A A C C Approach Delay (s) 7.1 9.4 29.4 29.7 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 8.3 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 60.6 Sum of lost time (s) 14.0 Intersection Capacity Utilization 75.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - PM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 105 837 20 36 1027 42 23 4 25 22 1 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.86 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1807 1767 1825 1883 1522 1825 1657 1825 1535 Flt Permitted 0.16 1.00 0.28 1.00 1.00 0.70 1.00 0.73 1.00 Satd. Flow (perm) 299 1767 534 1883 1522 1352 1657 1395 1535 Peak-hour factor, PHF 0.88 0.98 0.67 0.81 0.89 0.70 0.69 1.00 0.58 0.76 0.63 0.60 Adj. Flow (vph) 119 854 30 44 1154 60 33 4 43 29 2 80 RTOR Reduction (vph) 0 1 0 0 0 6 0 39 0 0 73 0 Lane Group Flow (vph) 119 883 0 44 1154 54 33 8 0 29 9 0 Heavy Vehicles (%) 1% 4% 0% 0% 2% 3% 0% 0% 0% 0% 0% 7% Bus Blockages (#/hr) 0 10 0 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 2 2 8 4 Actuated Green, G (s) 77.5 77.5 77.5 77.5 77.5 8.1 8.1 8.1 8.1 Effective Green, g (s) 77.5 77.5 77.5 77.5 77.5 8.1 8.1 8.1 8.1 Actuated g/C Ratio 0.79 0.79 0.79 0.79 0.79 0.08 0.08 0.08 0.08 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 235 1388 419 1480 1196 111 136 114 126 v/s Ratio Prot 0.50 c0.61 0.00 0.01 v/s Ratio Perm 0.40 0.08 0.04 c0.02 0.02 v/c Ratio 0.51 0.64 0.11 0.78 0.05 0.30 0.06 0.25 0.07 Uniform Delay, d1 3.8 4.5 2.5 5.8 2.3 42.6 41.7 42.4 41.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.6 2.2 0.5 4.1 0.1 1.5 0.2 1.2 0.2 Delay (s) 11.3 6.8 3.0 10.0 2.4 44.1 41.9 43.6 42.0 Level of Service B A A A A D D D D Approach Delay (s) 7.3 9.4 42.8 42.4 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 11.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 98.6 Sum of lost time (s) 13.0 Intersection Capacity Utilization 104.1% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - PM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 56 715 63 69 918 194 87 80 56 126 66 42 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.94 1.00 0.95 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1825 1865 1522 1772 1865 1552 1807 1773 1825 1797 Flt Permitted 0.07 1.00 1.00 0.19 1.00 1.00 0.66 1.00 0.62 1.00 Satd. Flow (perm) 139 1865 1522 362 1865 1552 1253 1773 1197 1797 Peak-hour factor, PHF 0.73 0.89 0.82 0.65 0.89 0.78 0.86 0.89 0.92 0.85 0.73 0.88 Adj. Flow (vph) 77 803 77 106 1031 249 101 90 61 148 90 48 RTOR Reduction (vph) 0 0 30 0 0 59 0 23 0 0 18 0 Lane Group Flow (vph) 77 803 47 106 1031 190 101 128 0 148 120 0 Heavy Vehicles (%) 0% 3% 3% 3% 3% 1% 1% 3% 0% 0% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 67.7 62.0 62.0 71.3 63.8 63.8 17.7 17.7 17.7 17.7 Effective Green, g (s) 67.7 62.0 62.0 71.3 63.8 63.8 17.7 17.7 17.7 17.7 Actuated g/C Ratio 0.64 0.59 0.59 0.68 0.61 0.61 0.17 0.17 0.17 0.17 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 180 1099 896 345 1131 941 210 298 201 302 v/s Ratio Prot c0.02 0.43 c0.02 c0.55 0.07 0.07 v/s Ratio Perm 0.25 0.03 0.19 0.12 0.08 c0.12 v/c Ratio 0.43 0.73 0.05 0.31 0.91 0.20 0.48 0.43 0.74 0.40 Uniform Delay, d1 19.0 15.6 9.2 10.7 18.2 9.3 39.6 39.2 41.5 39.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.6 4.3 0.1 0.5 12.5 0.5 1.7 1.0 13.1 0.9 Delay (s) 20.6 19.9 9.3 11.3 30.7 9.8 41.3 40.2 54.6 39.8 Level of Service C B A B C A D D D D Approach Delay (s) 19.1 25.5 40.7 47.5 Approach LOS B C D D Intersection Summary HCM 2000 Control Delay 26.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 105.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 91.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 'No Build' - PM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 276 527 188 324 870 436 195 1301 151 237 927 86 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 4.5 7.5 2.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1807 3544 1568 1789 3614 1522 1807 3579 1617 1789 3544 1585 Flt Permitted 0.11 1.00 1.00 0.30 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 206 3544 1568 562 3614 1522 1807 3579 1617 1789 3544 1585 Peak-hour factor, PHF 1.00 0.92 0.92 1.00 0.92 0.92 1.00 1.00 0.92 1.00 0.92 0.92 Adj. Flow (vph) 276 573 204 324 946 474 195 1301 164 237 1008 93 RTOR Reduction (vph) 0 0 125 0 0 142 0 0 74 0 0 62 Lane Group Flow (vph) 276 573 79 324 946 332 195 1301 90 237 1008 31 Heavy Vehicles (%) 1% 3% 0% 2% 1% 3% 1% 2% 1% 2% 3% 3% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 50.0 37.0 37.0 50.0 37.0 37.0 15.0 46.5 46.5 14.0 45.5 45.5 Effective Green, g (s) 50.0 37.0 37.0 50.0 37.0 37.0 15.0 49.5 46.5 17.0 45.5 45.5 Actuated g/C Ratio 0.37 0.27 0.27 0.37 0.27 0.27 0.11 0.37 0.34 0.13 0.34 0.34 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 7.5 7.5 5.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 230 971 429 326 990 417 200 1312 556 225 1194 534 v/s Ratio Prot c0.12 0.16 0.10 0.26 0.11 c0.36 c0.13 0.28 v/s Ratio Perm c0.33 0.05 0.27 0.22 0.06 0.02 v/c Ratio 1.20 0.59 0.18 0.99 0.96 0.80 0.97 0.99 0.16 1.05 0.84 0.06 Uniform Delay, d1 37.6 42.4 37.5 38.4 48.2 45.5 59.8 42.5 30.7 59.0 41.5 30.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 124.1 1.0 0.2 47.9 18.6 10.1 55.9 22.9 0.6 74.7 7.4 0.2 Delay (s) 161.7 43.4 37.7 86.3 66.8 55.6 115.8 65.5 31.3 133.7 48.9 30.5 Level of Service F D D F E E F E C F D C Approach Delay (s) 73.3 67.4 68.0 62.6 Approach LOS E E E E Intersection Summary HCM 2000 Control Delay 67.5 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.14 Actuated Cycle Length (s) 135.0 Sum of lost time (s) 24.5 Intersection Capacity Utilization 105.5% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - AM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 225 458 61 329 588 92 36 868 209 154 1107 439 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1722 3544 1526 1825 3349 1568 1615 3650 1306 1706 3650 1552 Flt Permitted 0.22 1.00 1.00 0.28 1.00 1.00 0.18 1.00 1.00 0.11 1.00 1.00 Satd. Flow (perm) 406 3544 1526 539 3349 1568 308 3650 1306 194 3650 1552 Peak-hour factor, PHF 0.90 0.88 0.69 0.97 0.90 0.82 0.85 0.85 0.86 0.86 0.94 0.93 Adj. Flow (vph) 250 520 88 339 653 112 42 1021 243 179 1178 472 RTOR Reduction (vph) 0 0 68 0 0 85 0 0 155 0 0 177 Lane Group Flow (vph) 250 520 20 339 653 27 42 1021 88 179 1178 295 Heavy Vehicles (%) 6% 3% 7% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 46.4 29.9 29.9 50.4 31.9 31.9 48.0 48.0 48.0 64.2 64.2 64.2 Effective Green, g (s) 48.4 29.9 29.9 50.4 31.9 31.9 48.0 48.0 48.0 64.2 64.2 64.2 Actuated g/C Ratio 0.37 0.23 0.23 0.38 0.24 0.24 0.36 0.36 0.36 0.48 0.48 0.48 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 321 799 344 384 805 377 111 1321 472 233 1767 751 v/s Ratio Prot 0.10 0.15 c0.12 0.19 0.28 c0.07 0.32 v/s Ratio Perm 0.18 0.01 c0.21 0.02 0.14 0.07 c0.30 0.19 v/c Ratio 0.78 0.65 0.06 0.88 0.81 0.07 0.38 0.77 0.19 0.77 0.67 0.39 Uniform Delay, d1 32.4 46.6 40.3 32.4 47.5 38.9 31.3 37.5 28.9 25.7 26.0 21.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.3 1.9 0.1 20.5 6.2 0.1 9.5 4.4 0.9 14.1 2.0 1.5 Delay (s) 43.7 48.5 40.4 52.9 53.7 39.0 40.8 41.9 29.8 39.8 28.1 23.3 Level of Service D D D D D D D D C D C C Approach Delay (s) 46.3 52.0 39.6 28.0 Approach LOS D D D C Intersection Summary HCM 2000 Control Delay 39.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 132.6 Sum of lost time (s) 24.0 Intersection Capacity Utilization 109.8% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - AM Peak Hour 2: Pedestrian Crossing & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 956 0 0 953 0 0 2 0 0 5 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 0.95 0.95 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 3476 3444 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 3476 3444 1921 1921 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 956 0 0 953 0 0 2 0 0 5 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 956 0 0 953 0 0 2 0 0 5 0 Heavy Vehicles (%) 0% 5% 0% 0% 6% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 44.6 44.6 1.2 1.2 Effective Green, g (s) 44.6 44.6 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2592 2568 38 38 v/s Ratio Prot 0.28 c0.28 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.37 0.37 0.05 0.13 Uniform Delay, d1 2.7 2.7 28.7 28.8 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.4 0.6 1.6 Delay (s) 3.1 3.1 29.3 30.4 Level of Service A A C C Approach Delay (s) 3.1 3.1 29.3 30.4 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 3.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 59.8 Sum of lost time (s) 14.0 Intersection Capacity Utilization 43.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - AM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 48 822 25 17 659 43 22 4 41 112 7 178 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 1.00 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1755 3510 1254 1825 3349 1568 1615 1383 1535 1633 Flt Permitted 0.37 1.00 1.00 0.32 1.00 1.00 0.50 1.00 0.61 1.00 Satd. Flow (perm) 688 3510 1254 606 3349 1568 845 1383 993 1633 Peak-hour factor, PHF 0.75 0.96 0.80 0.79 0.91 0.88 0.46 0.50 0.25 0.93 0.58 0.85 Adj. Flow (vph) 64 856 31 22 724 49 48 8 164 120 12 209 RTOR Reduction (vph) 0 0 11 0 0 12 0 96 0 0 137 0 Lane Group Flow (vph) 64 856 20 22 724 37 48 76 0 120 84 0 Heavy Vehicles (%) 4% 4% 25% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Parking (#/hr) 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 51.2 51.2 51.2 51.2 51.2 51.2 15.0 15.0 15.0 15.0 Effective Green, g (s) 51.2 51.2 51.2 51.2 51.2 51.2 15.0 15.0 15.0 15.0 Actuated g/C Ratio 0.65 0.65 0.65 0.65 0.65 0.65 0.19 0.19 0.19 0.19 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 444 2269 810 391 2165 1013 160 261 188 309 v/s Ratio Prot c0.24 0.22 0.05 0.05 v/s Ratio Perm 0.09 0.02 0.04 0.02 0.06 c0.12 v/c Ratio 0.14 0.38 0.02 0.06 0.33 0.04 0.30 0.29 0.64 0.27 Uniform Delay, d1 5.5 6.5 5.0 5.1 6.3 5.1 27.6 27.5 29.6 27.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.5 0.1 0.3 0.4 0.1 1.1 0.6 6.9 0.5 Delay (s) 6.1 7.0 5.1 5.4 6.7 5.1 28.6 28.1 36.5 27.9 Level of Service A A A A A A C C D C Approach Delay (s) 6.9 6.6 28.3 30.9 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 12.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 79.2 Sum of lost time (s) 13.0 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - AM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 27 850 75 39 599 79 47 74 54 212 190 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1690 3476 1465 1738 3380 1552 1674 1746 1807 1820 Flt Permitted 0.35 1.00 1.00 0.24 1.00 1.00 0.39 1.00 0.61 1.00 Satd. Flow (perm) 631 3476 1465 433 3380 1552 679 1746 1156 1820 Peak-hour factor, PHF 0.64 0.94 0.81 0.73 0.90 0.79 0.64 0.70 0.55 0.79 0.74 0.84 Adj. Flow (vph) 42 904 93 53 666 100 73 106 98 268 257 89 RTOR Reduction (vph) 0 0 47 0 0 54 0 37 0 0 13 0 Lane Group Flow (vph) 42 904 46 53 666 46 73 167 0 268 333 0 Heavy Vehicles (%) 8% 5% 7% 5% 8% 1% 9% 4% 0% 1% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 43.8 40.0 40.0 43.8 40.0 40.0 25.4 25.4 25.4 25.4 Effective Green, g (s) 43.8 40.0 40.0 43.8 40.0 40.0 25.4 25.4 25.4 25.4 Actuated g/C Ratio 0.50 0.46 0.46 0.50 0.46 0.46 0.29 0.29 0.29 0.29 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 363 1594 672 274 1550 711 197 508 336 530 v/s Ratio Prot 0.01 c0.26 c0.01 0.20 0.10 0.18 v/s Ratio Perm 0.05 0.03 0.09 0.03 0.11 c0.23 v/c Ratio 0.12 0.57 0.07 0.19 0.43 0.06 0.37 0.33 0.80 0.63 Uniform Delay, d1 11.2 17.3 13.2 11.8 15.9 13.2 24.5 24.2 28.5 26.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 1.5 0.2 0.3 0.9 0.2 1.2 0.4 12.4 2.3 Delay (s) 11.3 18.7 13.4 12.1 16.8 13.3 25.7 24.6 40.9 29.1 Level of Service B B B B B B C C D C Approach Delay (s) 18.0 16.1 24.9 34.3 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 21.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 87.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 72.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - AM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 233 755 193 267 524 238 52 496 56 367 1382 110 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 8.0 8.0 1.0 8.0 8.0 5.0 7.5 7.5 4.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1738 3510 1522 1674 3444 1412 1755 3380 1512 1738 3544 1526 Flt Permitted 0.28 1.00 1.00 0.15 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 519 3510 1522 256 3444 1412 1755 3380 1512 1738 3544 1526 Peak-hour factor, PHF 1.00 1.00 0.92 1.00 0.92 0.92 1.00 0.92 0.92 1.00 1.00 0.92 Adj. Flow (vph) 233 755 210 267 570 259 52 539 61 367 1382 120 RTOR Reduction (vph) 0 0 105 0 0 122 0 0 45 0 0 58 Lane Group Flow (vph) 233 755 105 267 570 137 52 539 16 367 1382 62 Heavy Vehicles (%) 5% 4% 3% 9% 6% 11% 4% 8% 8% 5% 3% 7% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 48.0 35.0 35.0 50.0 36.0 36.0 5.5 37.7 37.7 31.5 63.7 63.7 Effective Green, g (s) 48.0 35.0 35.0 56.0 36.0 36.0 5.5 37.7 37.7 32.5 63.7 63.7 Actuated g/C Ratio 0.34 0.25 0.25 0.39 0.25 0.25 0.04 0.26 0.26 0.23 0.45 0.45 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 7.5 7.5 5.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 285 860 373 269 868 356 67 892 399 395 1582 681 v/s Ratio Prot 0.07 c0.22 c0.12 0.17 0.03 0.16 c0.21 c0.39 v/s Ratio Perm 0.20 0.07 0.27 0.10 0.01 0.04 v/c Ratio 0.82 0.88 0.28 0.99 0.66 0.39 0.78 0.60 0.04 0.93 0.87 0.09 Uniform Delay, d1 38.5 51.8 43.7 35.8 47.8 44.2 68.0 46.0 39.0 54.0 35.8 22.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.4 10.1 0.4 52.6 1.8 0.7 42.0 3.0 0.2 27.8 7.0 0.3 Delay (s) 54.9 61.9 44.1 88.4 49.6 44.9 109.9 49.0 39.2 81.8 42.8 23.1 Level of Service D E D F D D F D D F D C Approach Delay (s) 57.4 58.0 52.9 49.2 Approach LOS E E D D Intersection Summary HCM 2000 Control Delay 53.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.94 Actuated Cycle Length (s) 142.7 Sum of lost time (s) 24.5 Intersection Capacity Utilization 100.6% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - PM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 273 502 52 332 667 167 76 1393 338 98 718 121 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 1.0 8.0 8.0 2.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 *1.00 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1825 3510 1555 1807 3579 1493 1772 3804 1537 1755 3579 1522 Flt Permitted 0.21 1.00 1.00 0.29 1.00 1.00 0.37 1.00 1.00 0.07 1.00 1.00 Satd. Flow (perm) 412 3510 1555 554 3579 1493 686 3804 1537 123 3579 1522 Peak-hour factor, PHF 1.00 0.96 0.93 1.00 0.95 0.67 1.00 1.00 0.86 1.00 0.96 0.79 Adj. Flow (vph) 273 523 56 332 702 249 76 1393 393 98 748 153 RTOR Reduction (vph) 0 0 43 0 0 100 0 0 190 0 0 76 Lane Group Flow (vph) 273 523 13 332 702 149 76 1393 203 98 748 77 Heavy Vehicles (%) 0% 4% 5% 1% 2% 5% 3% 1% 2% 4% 2% 3% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 43.6 30.6 30.6 49.6 33.6 33.6 56.1 56.1 56.1 67.1 67.1 67.1 Effective Green, g (s) 49.6 30.6 30.6 52.6 33.6 33.6 56.1 56.1 56.1 67.1 67.1 67.1 Actuated g/C Ratio 0.37 0.23 0.23 0.39 0.25 0.25 0.42 0.42 0.42 0.50 0.50 0.50 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 321 803 355 386 899 375 287 1596 644 147 1796 763 v/s Ratio Prot 0.10 0.15 c0.12 0.20 c0.37 c0.03 0.21 v/s Ratio Perm c0.21 0.01 0.22 0.10 0.11 0.13 0.30 0.05 v/c Ratio 0.85 0.65 0.04 0.86 0.78 0.40 0.26 0.87 0.31 0.67 0.42 0.10 Uniform Delay, d1 32.4 46.7 40.1 31.3 46.6 41.6 25.3 35.5 25.9 27.0 21.0 17.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 18.9 1.9 0.0 17.4 4.5 0.7 2.2 6.9 1.3 10.9 0.7 0.3 Delay (s) 51.3 48.6 40.1 48.7 51.1 42.3 27.6 42.4 27.2 37.9 21.7 17.7 Level of Service D D D D D D C D C D C B Approach Delay (s) 48.9 48.8 38.6 22.7 Approach LOS D D D C Intersection Summary HCM 2000 Control Delay 39.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 133.7 Sum of lost time (s) 22.0 Intersection Capacity Utilization 106.9% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - PM Peak Hour 2: Pedestrian Crossing & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 987 0 0 1108 0 0 1 0 0 2 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 0.95 0.95 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 3544 3544 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 3544 3544 1921 1921 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 987 0 0 1108 0 0 1 0 0 2 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 987 0 0 1108 0 0 1 0 0 2 0 Heavy Vehicles (%) 0% 3% 0% 0% 3% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 45.4 45.4 1.2 1.2 Effective Green, g (s) 45.4 45.4 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2655 2655 38 38 v/s Ratio Prot 0.28 c0.31 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.37 0.42 0.03 0.05 Uniform Delay, d1 2.6 2.8 29.1 29.1 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.1 0.3 0.6 Delay (s) 3.0 2.9 29.4 29.7 Level of Service A A C C Approach Delay (s) 3.0 2.9 29.4 29.7 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 3.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 60.6 Sum of lost time (s) 14.0 Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - PM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 105 837 20 36 1027 42 23 4 25 22 1 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1807 3510 1568 1825 3579 1522 1825 1657 1825 1535 Flt Permitted 0.23 1.00 1.00 0.33 1.00 1.00 0.70 1.00 0.73 1.00 Satd. Flow (perm) 440 3510 1568 636 3579 1522 1352 1657 1395 1535 Peak-hour factor, PHF 0.88 0.98 0.67 0.81 0.89 0.70 0.69 1.00 0.58 0.76 0.63 0.60 Adj. Flow (vph) 119 854 30 44 1154 60 33 4 43 29 2 80 RTOR Reduction (vph) 0 0 7 0 0 8 0 39 0 0 72 0 Lane Group Flow (vph) 119 854 23 44 1154 52 33 8 0 29 10 0 Heavy Vehicles (%) 1% 4% 0% 0% 2% 3% 0% 0% 0% 0% 0% 7% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 63.8 63.8 63.8 63.8 63.8 63.8 8.0 8.0 8.0 8.0 Effective Green, g (s) 63.8 63.8 63.8 63.8 63.8 63.8 8.0 8.0 8.0 8.0 Actuated g/C Ratio 0.75 0.75 0.75 0.75 0.75 0.75 0.09 0.09 0.09 0.09 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 331 2640 1179 478 2692 1145 127 156 131 144 v/s Ratio Prot 0.24 c0.32 0.00 0.01 v/s Ratio Perm 0.27 0.01 0.07 0.03 c0.02 0.02 v/c Ratio 0.36 0.32 0.02 0.09 0.43 0.05 0.26 0.05 0.22 0.07 Uniform Delay, d1 3.6 3.4 2.6 2.8 3.8 2.7 35.7 34.9 35.5 35.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.0 0.3 0.0 0.4 0.5 0.1 1.1 0.1 0.9 0.2 Delay (s) 6.6 3.8 2.7 3.2 4.3 2.8 36.7 35.1 36.4 35.2 Level of Service A A A A A A D D D D Approach Delay (s) 4.1 4.2 35.8 35.5 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 84.8 Sum of lost time (s) 13.0 Intersection Capacity Utilization 78.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - PM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 56 715 63 69 918 194 87 80 56 126 66 42 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.94 1.00 0.95 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1825 3544 1522 1772 3544 1552 1807 1773 1825 1797 Flt Permitted 0.22 1.00 1.00 0.31 1.00 1.00 0.67 1.00 0.66 1.00 Satd. Flow (perm) 424 3544 1522 582 3544 1552 1272 1773 1270 1797 Peak-hour factor, PHF 0.73 0.89 0.82 0.65 0.89 0.78 0.86 0.89 0.92 0.85 0.73 0.88 Adj. Flow (vph) 77 803 77 106 1031 249 101 90 61 148 90 48 RTOR Reduction (vph) 0 0 35 0 0 112 0 28 0 0 22 0 Lane Group Flow (vph) 77 803 42 106 1031 137 101 123 0 148 116 0 Heavy Vehicles (%) 0% 3% 3% 3% 3% 1% 1% 3% 0% 0% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 52.9 47.5 47.5 52.9 47.5 47.5 15.5 15.5 15.5 15.5 Effective Green, g (s) 52.9 47.5 47.5 52.9 47.5 47.5 15.5 15.5 15.5 15.5 Actuated g/C Ratio 0.61 0.55 0.55 0.61 0.55 0.55 0.18 0.18 0.18 0.18 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 347 1948 836 430 1948 853 228 318 227 322 v/s Ratio Prot 0.01 0.23 c0.02 c0.29 0.07 0.06 v/s Ratio Perm 0.12 0.03 0.14 0.09 0.08 c0.12 v/c Ratio 0.22 0.41 0.05 0.25 0.53 0.16 0.44 0.39 0.65 0.36 Uniform Delay, d1 7.4 11.3 9.0 7.1 12.4 9.6 31.6 31.3 32.9 31.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.6 0.1 0.3 1.0 0.4 1.4 0.8 6.6 0.7 Delay (s) 7.8 12.0 9.1 7.4 13.4 10.0 33.0 32.0 39.5 31.8 Level of Service A B A A B B C C D C Approach Delay (s) 11.4 12.3 32.4 35.8 Approach LOS B B C D Intersection Summary HCM 2000 Control Delay 16.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 86.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2021 Improved - PM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 276 527 188 324 870 436 195 1301 151 237 927 86 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 1.0 8.0 8.0 2.0 6.0 8.0 5.0 4.5 7.5 2.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 *1.00 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1807 3544 1568 1789 3614 1522 1807 3767 1617 1789 3544 1585 Flt Permitted 0.10 1.00 1.00 0.29 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 193 3544 1568 550 3614 1522 1807 3767 1617 1789 3544 1585 Peak-hour factor, PHF 1.00 0.92 0.92 1.00 1.00 1.00 1.00 1.00 0.92 1.00 0.92 0.92 Adj. Flow (vph) 276 573 204 324 870 436 195 1301 164 237 1008 93 RTOR Reduction (vph) 0 0 120 0 0 138 0 0 70 0 0 60 Lane Group Flow (vph) 276 573 84 324 870 298 195 1301 94 237 1008 33 Heavy Vehicles (%) 1% 3% 0% 2% 1% 3% 1% 2% 1% 2% 3% 3% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 49.5 36.5 36.5 49.5 36.5 36.5 16.0 49.5 49.5 16.0 49.5 49.5 Effective Green, g (s) 55.5 36.5 36.5 53.5 38.5 36.5 16.0 52.5 49.5 19.0 49.5 49.5 Actuated g/C Ratio 0.40 0.26 0.26 0.38 0.28 0.26 0.11 0.38 0.35 0.14 0.35 0.35 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 7.5 7.5 5.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 261 927 410 344 997 398 207 1417 573 243 1257 562 v/s Ratio Prot c0.12 0.16 0.10 c0.24 0.11 c0.35 c0.13 0.28 v/s Ratio Perm 0.30 0.05 0.26 0.20 0.06 0.02 v/c Ratio 1.06 0.62 0.20 0.94 0.87 0.75 0.94 0.92 0.16 0.98 0.80 0.06 Uniform Delay, d1 41.3 45.4 40.2 36.6 48.2 47.3 61.3 41.5 30.8 60.0 40.6 29.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 71.7 1.2 0.2 33.6 8.5 7.5 46.1 11.0 0.6 50.4 5.5 0.2 Delay (s) 113.0 46.6 40.4 70.1 56.7 54.8 107.4 52.4 31.4 110.4 46.0 29.8 Level of Service F D D E E D F D C F D C Approach Delay (s) 62.8 58.9 56.8 56.3 Approach LOS E E E E Intersection Summary HCM 2000 Control Delay 58.4 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.98 Actuated Cycle Length (s) 139.5 Sum of lost time (s) 22.5 Intersection Capacity Utilization 103.8% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - AM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 225 527 61 329 676 92 36 820 209 154 1160 439 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1722 3544 1526 1825 3349 1568 1615 3650 1306 1706 3650 1552 Flt Permitted 0.17 1.00 1.00 0.23 1.00 1.00 0.15 1.00 1.00 0.12 1.00 1.00 Satd. Flow (perm) 302 3544 1526 451 3349 1568 254 3650 1306 220 3650 1552 Peak-hour factor, PHF 0.90 0.88 0.69 0.97 0.90 0.82 0.85 0.85 0.86 0.86 0.94 0.93 Adj. Flow (vph) 250 599 88 339 751 112 42 965 243 179 1234 472 RTOR Reduction (vph) 0 0 67 0 0 83 0 0 157 0 0 174 Lane Group Flow (vph) 250 599 21 339 751 29 42 965 86 179 1234 298 Heavy Vehicles (%) 6% 3% 7% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 50.0 33.1 33.1 53.6 34.9 34.9 48.0 48.0 48.0 64.1 64.1 64.1 Effective Green, g (s) 52.0 33.1 33.1 53.6 34.9 34.9 48.0 48.0 48.0 64.1 64.1 64.1 Actuated g/C Ratio 0.38 0.24 0.24 0.39 0.26 0.26 0.35 0.35 0.35 0.47 0.47 0.47 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 302 863 371 366 860 402 89 1289 461 236 1721 732 v/s Ratio Prot 0.11 0.17 c0.13 0.22 0.26 0.07 c0.34 v/s Ratio Perm 0.21 0.01 c0.24 0.02 0.17 0.07 c0.29 0.19 v/c Ratio 0.83 0.69 0.06 0.93 0.87 0.07 0.47 0.75 0.19 0.76 0.72 0.41 Uniform Delay, d1 32.3 46.8 39.4 32.2 48.4 38.2 34.1 38.6 30.4 26.4 28.7 23.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.8 2.4 0.1 28.8 9.8 0.1 16.9 4.0 0.9 13.0 2.6 1.7 Delay (s) 49.1 49.2 39.5 61.0 58.1 38.3 51.0 42.7 31.3 39.4 31.3 25.2 Level of Service D D D E E D D D C D C C Approach Delay (s) 48.3 57.1 40.7 30.5 Approach LOS D E D C Intersection Summary HCM 2000 Control Delay 42.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 135.9 Sum of lost time (s) 24.0 Intersection Capacity Utilization 113.2% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - AM Peak Hour 2: Elgin Mills Road West & Pedestrian Crossing Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 1101 0 0 1096 0 0 2 0 0 5 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 0.95 0.95 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 3476 3444 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 3476 3444 1921 1921 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1101 0 0 1096 0 0 2 0 0 5 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 1101 0 0 1096 0 0 2 0 0 5 0 Heavy Vehicles (%) 0% 5% 0% 0% 6% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 44.6 44.6 1.2 1.2 Effective Green, g (s) 44.6 44.6 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2592 2568 38 38 v/s Ratio Prot 0.32 c0.32 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.42 0.43 0.05 0.13 Uniform Delay, d1 2.8 2.8 28.7 28.8 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.5 0.6 1.6 Delay (s) 3.3 3.4 29.3 30.4 Level of Service A A C C Approach Delay (s) 3.3 3.4 29.3 30.4 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 3.4 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 59.8 Sum of lost time (s) 14.0 Intersection Capacity Utilization 47.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - AM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 48 946 25 17 760 43 22 4 41 112 7 178 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 1.00 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1755 3510 1254 1825 3349 1568 1615 1383 1706 1633 Flt Permitted 0.33 1.00 1.00 0.27 1.00 1.00 0.49 1.00 0.61 1.00 Satd. Flow (perm) 602 3510 1254 516 3349 1568 831 1383 1100 1633 Peak-hour factor, PHF 0.75 0.96 0.80 0.79 0.91 0.88 0.46 0.50 0.25 0.93 0.58 0.85 Adj. Flow (vph) 64 985 31 22 835 49 48 8 164 120 12 209 RTOR Reduction (vph) 0 0 11 0 0 11 0 69 0 0 103 0 Lane Group Flow (vph) 64 985 20 22 835 38 48 103 0 120 118 0 Heavy Vehicles (%) 4% 4% 25% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 51.1 51.1 51.1 51.1 51.1 51.1 14.0 14.0 14.0 14.0 Effective Green, g (s) 51.1 51.1 51.1 51.1 51.1 51.1 14.0 14.0 14.0 14.0 Actuated g/C Ratio 0.65 0.65 0.65 0.65 0.65 0.65 0.18 0.18 0.18 0.18 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 393 2296 820 337 2191 1025 148 247 197 292 v/s Ratio Prot c0.28 0.25 0.07 0.07 v/s Ratio Perm 0.11 0.02 0.04 0.02 0.06 c0.11 v/c Ratio 0.16 0.43 0.02 0.07 0.38 0.04 0.32 0.42 0.61 0.41 Uniform Delay, d1 5.2 6.5 4.7 4.9 6.2 4.8 27.9 28.4 29.5 28.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.6 0.1 0.4 0.5 0.1 1.3 1.1 5.3 0.9 Delay (s) 6.1 7.1 4.8 5.2 6.7 4.8 29.2 29.6 34.8 29.3 Level of Service A A A A A A C C C C Approach Delay (s) 7.0 6.6 29.5 31.2 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 12.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 78.1 Sum of lost time (s) 13.0 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - AM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 27 976 75 39 690 79 47 74 54 212 190 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1690 3476 1465 1738 3380 1552 1674 1746 1807 1820 Flt Permitted 0.30 1.00 1.00 0.18 1.00 1.00 0.39 1.00 0.61 1.00 Satd. Flow (perm) 535 3476 1465 334 3380 1552 679 1746 1156 1820 Peak-hour factor, PHF 0.64 0.94 0.81 0.73 0.90 0.79 0.64 0.70 0.55 0.79 0.74 0.84 Adj. Flow (vph) 42 1038 93 53 767 100 73 106 98 268 257 89 RTOR Reduction (vph) 0 0 47 0 0 54 0 37 0 0 13 0 Lane Group Flow (vph) 42 1038 46 53 767 46 73 167 0 268 333 0 Heavy Vehicles (%) 8% 5% 7% 5% 8% 1% 9% 4% 0% 1% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 43.8 40.0 40.0 43.8 40.0 40.0 25.4 25.4 25.4 25.4 Effective Green, g (s) 43.8 40.0 40.0 43.8 40.0 40.0 25.4 25.4 25.4 25.4 Actuated g/C Ratio 0.50 0.46 0.46 0.50 0.46 0.46 0.29 0.29 0.29 0.29 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 319 1594 672 228 1550 711 197 508 336 530 v/s Ratio Prot 0.01 c0.30 c0.01 0.23 0.10 0.18 v/s Ratio Perm 0.06 0.03 0.11 0.03 0.11 c0.23 v/c Ratio 0.13 0.65 0.07 0.23 0.49 0.06 0.37 0.33 0.80 0.63 Uniform Delay, d1 11.3 18.2 13.2 12.3 16.5 13.2 24.5 24.2 28.5 26.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 2.1 0.2 0.5 1.1 0.2 1.2 0.4 12.4 2.3 Delay (s) 11.5 20.3 13.4 12.8 17.7 13.3 25.7 24.6 40.9 29.1 Level of Service B C B B B B C C D C Approach Delay (s) 19.4 16.9 24.9 34.3 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 22.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 87.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 72.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - AM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 225 868 193 267 603 238 52 520 56 367 1449 110 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 8.0 8.0 1.0 8.0 8.0 5.0 7.5 7.5 4.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1738 3510 1522 1674 3444 1412 1755 3380 1512 1738 3544 1526 Flt Permitted 0.23 1.00 1.00 0.10 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 412 3510 1522 172 3444 1412 1755 3380 1512 1738 3544 1526 Peak-hour factor, PHF 1.00 1.00 0.92 1.00 0.92 0.92 1.00 0.92 0.92 1.00 1.00 0.92 Adj. Flow (vph) 225 868 210 267 655 259 52 565 61 367 1449 120 RTOR Reduction (vph) 0 0 104 0 0 105 0 0 45 0 0 59 Lane Group Flow (vph) 225 868 106 267 655 154 52 565 16 367 1449 61 Heavy Vehicles (%) 5% 4% 3% 9% 6% 11% 4% 8% 8% 5% 3% 7% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 50.0 37.0 37.0 52.0 38.0 38.0 5.6 37.6 37.6 31.8 63.8 63.8 Effective Green, g (s) 50.0 37.0 37.0 58.0 38.0 38.0 5.6 37.6 37.6 32.8 63.8 63.8 Actuated g/C Ratio 0.35 0.26 0.26 0.40 0.26 0.26 0.04 0.26 0.26 0.23 0.44 0.44 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 7.5 7.5 5.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 261 896 388 245 903 370 67 877 392 393 1560 671 v/s Ratio Prot 0.08 c0.25 c0.13 0.19 0.03 0.17 c0.21 c0.41 v/s Ratio Perm 0.22 0.07 0.31 0.11 0.01 0.04 v/c Ratio 0.86 0.97 0.27 1.09 0.73 0.42 0.78 0.64 0.04 0.93 0.93 0.09 Uniform Delay, d1 38.3 53.4 43.2 43.9 48.7 44.3 69.0 47.7 40.1 55.0 38.4 23.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 24.1 22.5 0.4 83.5 2.9 0.8 42.0 3.6 0.2 29.1 11.2 0.3 Delay (s) 62.4 75.8 43.6 127.4 51.6 45.0 111.0 51.3 40.3 84.0 49.6 23.9 Level of Service E E D F D D F D D F D C Approach Delay (s) 68.3 67.3 54.9 54.5 Approach LOS E E D D Intersection Summary HCM 2000 Control Delay 61.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 144.9 Sum of lost time (s) 24.5 Intersection Capacity Utilization 105.1% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - PM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 273 577 52 332 767 167 76 1460 338 98 679 121 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 1.0 8.0 8.0 2.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 *1.00 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1825 3510 1555 1807 3579 1493 1772 3804 1537 1755 3579 1522 Flt Permitted 0.16 1.00 1.00 0.25 1.00 1.00 0.38 1.00 1.00 0.07 1.00 1.00 Satd. Flow (perm) 307 3510 1555 467 3579 1493 714 3804 1537 123 3579 1522 Peak-hour factor, PHF 1.00 0.96 0.93 1.00 0.95 0.67 0.72 1.00 0.86 0.65 0.96 0.79 Adj. Flow (vph) 273 601 56 332 807 249 106 1460 393 151 707 153 RTOR Reduction (vph) 0 0 42 0 0 93 0 0 174 0 0 78 Lane Group Flow (vph) 273 601 14 332 807 156 106 1460 219 151 707 75 Heavy Vehicles (%) 0% 4% 5% 1% 2% 5% 3% 1% 2% 4% 2% 3% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 46.9 33.9 33.9 52.9 36.9 36.9 56.1 56.1 56.1 67.1 67.1 67.1 Effective Green, g (s) 52.9 33.9 33.9 55.9 36.9 36.9 56.1 56.1 56.1 67.1 67.1 67.1 Actuated g/C Ratio 0.39 0.25 0.25 0.41 0.27 0.27 0.41 0.41 0.41 0.49 0.49 0.49 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 295 868 384 366 963 402 292 1557 629 143 1752 745 v/s Ratio Prot c0.11 0.17 c0.12 0.23 0.38 c0.05 0.20 v/s Ratio Perm c0.25 0.01 0.25 0.10 0.15 0.14 c0.46 0.05 v/c Ratio 0.93 0.69 0.04 0.91 0.84 0.39 0.36 0.94 0.35 1.06 0.40 0.10 Uniform Delay, d1 32.8 46.8 39.1 31.2 47.2 40.8 28.1 38.8 27.9 35.6 22.2 18.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 33.2 2.4 0.0 25.2 6.5 0.6 3.5 12.1 1.5 90.9 0.7 0.3 Delay (s) 66.0 49.2 39.2 56.4 53.7 41.5 31.5 50.9 29.4 126.6 22.9 19.0 Level of Service E D D E D D C D C F C B Approach Delay (s) 53.5 52.1 45.5 37.8 Approach LOS D D D D Intersection Summary HCM 2000 Control Delay 47.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.04 Actuated Cycle Length (s) 137.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 109.7% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - PM Peak Hour 2: Elgin Mills Road West & Pedestrian Crossing Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 1135 0 0 1275 0 0 1 0 0 2 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 0.95 0.95 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 3544 3544 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 3544 3544 1921 1921 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1135 0 0 1275 0 0 1 0 0 2 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 1135 0 0 1275 0 0 1 0 0 2 0 Heavy Vehicles (%) 0% 3% 0% 0% 3% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 45.4 45.4 1.2 1.2 Effective Green, g (s) 45.4 45.4 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2655 2655 38 38 v/s Ratio Prot 0.32 c0.36 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.43 0.48 0.03 0.05 Uniform Delay, d1 2.8 3.0 29.1 29.1 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.1 0.3 0.6 Delay (s) 3.3 3.1 29.4 29.7 Level of Service A A C C Approach Delay (s) 3.3 3.1 29.4 29.7 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 3.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 60.6 Sum of lost time (s) 14.0 Intersection Capacity Utilization 52.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - PM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 105 964 20 36 1184 42 23 4 25 22 1 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1807 3510 1568 1825 3579 1522 1825 1657 1825 1535 Flt Permitted 0.19 1.00 1.00 0.28 1.00 1.00 0.70 1.00 0.73 1.00 Satd. Flow (perm) 352 3510 1568 546 3579 1522 1352 1657 1395 1535 Peak-hour factor, PHF 0.88 0.98 0.67 0.81 0.89 0.70 0.69 1.00 0.58 0.76 0.63 0.60 Adj. Flow (vph) 119 984 30 44 1330 60 33 4 43 29 2 80 RTOR Reduction (vph) 0 0 7 0 0 8 0 39 0 0 48 0 Lane Group Flow (vph) 119 984 23 44 1330 52 33 8 0 29 34 0 Heavy Vehicles (%) 1% 4% 0% 0% 2% 3% 0% 0% 0% 0% 0% 7% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 63.8 63.8 63.8 63.8 63.8 63.8 8.1 8.1 8.1 8.1 Effective Green, g (s) 63.8 63.8 63.8 63.8 63.8 63.8 8.1 8.1 8.1 8.1 Actuated g/C Ratio 0.75 0.75 0.75 0.75 0.75 0.75 0.10 0.10 0.10 0.10 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 264 2637 1178 410 2689 1143 128 158 133 146 v/s Ratio Prot 0.28 c0.37 0.00 0.02 v/s Ratio Perm 0.34 0.01 0.08 0.03 c0.02 0.02 v/c Ratio 0.45 0.37 0.02 0.11 0.49 0.05 0.26 0.05 0.22 0.23 Uniform Delay, d1 4.0 3.6 2.7 2.9 4.2 2.7 35.6 34.9 35.5 35.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.5 0.4 0.0 0.5 0.7 0.1 1.1 0.1 0.8 0.8 Delay (s) 9.4 4.0 2.7 3.4 4.8 2.8 36.7 35.0 36.3 36.4 Level of Service A A A A A A D D D D Approach Delay (s) 4.6 4.7 35.7 36.3 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 84.9 Sum of lost time (s) 13.0 Intersection Capacity Utilization 82.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - PM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 56 822 63 69 1054 194 87 80 56 126 66 42 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.94 1.00 0.95 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1825 3544 1522 1772 3544 1552 1807 1773 1825 1797 Flt Permitted 0.17 1.00 1.00 0.26 1.00 1.00 0.67 1.00 0.66 1.00 Satd. Flow (perm) 327 3544 1522 487 3544 1552 1272 1773 1270 1797 Peak-hour factor, PHF 0.73 0.89 0.82 0.65 0.89 0.78 0.86 0.89 0.92 0.85 0.73 0.88 Adj. Flow (vph) 77 924 77 106 1184 249 101 90 61 148 90 48 RTOR Reduction (vph) 0 0 35 0 0 112 0 28 0 0 22 0 Lane Group Flow (vph) 77 924 42 106 1184 137 101 123 0 148 116 0 Heavy Vehicles (%) 0% 3% 3% 3% 3% 1% 1% 3% 0% 0% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 52.9 47.5 47.5 52.9 47.5 47.5 15.5 15.5 15.5 15.5 Effective Green, g (s) 52.9 47.5 47.5 52.9 47.5 47.5 15.5 15.5 15.5 15.5 Actuated g/C Ratio 0.61 0.55 0.55 0.61 0.55 0.55 0.18 0.18 0.18 0.18 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 293 1948 836 378 1948 853 228 318 227 322 v/s Ratio Prot 0.02 0.26 c0.02 c0.33 0.07 0.06 v/s Ratio Perm 0.14 0.03 0.15 0.09 0.08 c0.12 v/c Ratio 0.26 0.47 0.05 0.28 0.61 0.16 0.44 0.39 0.65 0.36 Uniform Delay, d1 8.1 11.8 9.0 7.3 13.2 9.6 31.6 31.3 32.9 31.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.8 0.1 0.4 1.4 0.4 1.4 0.8 6.6 0.7 Delay (s) 8.5 12.7 9.1 7.7 14.6 10.0 33.0 32.0 39.5 31.8 Level of Service A B A A B B C C D C Approach Delay (s) 12.1 13.4 32.4 35.8 Approach LOS B B C D Intersection Summary HCM 2000 Control Delay 16.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 86.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 72.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'No-Build' - PM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 276 607 188 324 1000 436 195 1364 151 237 972 86 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 1.0 8.0 8.0 2.0 6.0 8.0 5.0 4.5 7.5 2.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1807 3544 1568 1789 3614 1522 1807 3579 1617 1789 3544 1585 Flt Permitted 0.10 1.00 1.00 0.23 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 190 3544 1568 433 3614 1522 1807 3579 1617 1789 3544 1585 Peak-hour factor, PHF 1.00 0.92 0.92 1.00 0.92 0.92 1.00 1.00 0.92 1.00 0.92 0.92 Adj. Flow (vph) 276 660 204 324 1087 474 195 1364 164 237 1057 93 RTOR Reduction (vph) 0 0 104 0 0 119 0 0 70 0 0 60 Lane Group Flow (vph) 276 660 100 324 1087 355 195 1364 94 237 1057 33 Heavy Vehicles (%) 1% 3% 0% 2% 1% 3% 1% 2% 1% 2% 3% 3% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 50.0 37.0 37.0 50.0 37.0 37.0 16.0 49.5 49.5 16.0 49.5 49.5 Effective Green, g (s) 56.0 37.0 37.0 54.0 39.0 37.0 16.0 52.5 49.5 19.0 49.5 49.5 Actuated g/C Ratio 0.40 0.26 0.26 0.39 0.28 0.26 0.11 0.38 0.35 0.14 0.35 0.35 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 7.5 7.5 5.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 260 936 414 312 1006 402 206 1342 571 242 1253 560 v/s Ratio Prot c0.12 0.19 0.11 c0.30 0.11 c0.38 c0.13 0.30 v/s Ratio Perm 0.30 0.06 0.29 0.23 0.06 0.02 v/c Ratio 1.06 0.71 0.24 1.04 1.08 0.88 0.95 1.02 0.16 0.98 0.84 0.06 Uniform Delay, d1 42.3 46.6 40.5 37.1 50.5 49.4 61.6 43.8 31.0 60.3 41.7 29.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 73.0 2.4 0.3 61.3 52.7 19.8 47.2 28.7 0.6 51.4 7.0 0.2 Delay (s) 115.3 49.0 40.8 98.4 103.2 69.2 108.8 72.5 31.7 111.7 48.7 30.1 Level of Service F D D F F E F E C F D C Approach Delay (s) 63.6 93.8 72.7 58.2 Approach LOS E F E E Intersection Summary HCM 2000 Control Delay 74.2 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.10 Actuated Cycle Length (s) 140.0 Sum of lost time (s) 22.5 Intersection Capacity Utilization 109.2% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - AM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 225 527 61 329 676 92 36 820 209 154 1160 439 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 2.0 8.0 8.0 3.0 7.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1722 3544 1526 1825 3349 1568 1615 3650 1306 1706 3650 1552 Flt Permitted 0.19 1.00 1.00 0.23 1.00 1.00 0.15 1.00 1.00 0.13 1.00 1.00 Satd. Flow (perm) 339 3544 1526 435 3349 1568 262 3650 1306 239 3650 1552 Peak-hour factor, PHF 0.90 0.88 0.69 0.97 0.90 0.82 0.85 0.85 0.86 0.86 0.94 0.93 Adj. Flow (vph) 250 599 88 339 751 112 42 965 243 179 1234 472 RTOR Reduction (vph) 0 0 67 0 0 82 0 0 154 0 0 169 Lane Group Flow (vph) 250 599 21 339 751 30 42 965 89 179 1234 303 Heavy Vehicles (%) 6% 3% 7% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 45.9 32.0 32.0 53.7 35.9 35.9 49.6 49.6 49.6 65.1 65.1 65.1 Effective Green, g (s) 49.9 32.0 32.0 54.8 36.9 35.9 49.6 49.6 49.6 65.1 65.1 65.1 Actuated g/C Ratio 0.37 0.24 0.24 0.41 0.27 0.27 0.37 0.37 0.37 0.48 0.48 0.48 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 288 840 361 370 916 417 96 1342 480 240 1761 748 v/s Ratio Prot 0.10 0.17 c0.13 0.22 0.26 0.06 c0.34 v/s Ratio Perm 0.22 0.01 c0.24 0.02 0.16 0.07 c0.30 0.20 v/c Ratio 0.87 0.71 0.06 0.92 0.82 0.07 0.44 0.72 0.19 0.75 0.70 0.41 Uniform Delay, d1 33.0 47.2 39.8 31.0 45.9 37.0 32.1 36.7 28.9 25.0 27.3 22.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 23.0 2.9 0.1 26.7 5.8 0.1 13.8 3.3 0.9 11.9 2.4 1.6 Delay (s) 56.0 50.1 39.9 57.7 51.7 37.1 46.0 40.0 29.8 36.9 29.6 24.1 Level of Service E D D E D D D D C D C C Approach Delay (s) 50.7 52.0 38.2 28.9 Approach LOS D D D C Intersection Summary HCM 2000 Control Delay 40.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 134.9 Sum of lost time (s) 23.0 Intersection Capacity Utilization 113.2% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - AM Peak Hour 2: Elgin Mills Road West & Pedestrian Crossing Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 1101 0 0 1096 0 0 2 0 0 5 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 0.95 0.95 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 3476 3444 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 3476 3444 1921 1921 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1101 0 0 1096 0 0 2 0 0 5 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 1101 0 0 1096 0 0 2 0 0 5 0 Heavy Vehicles (%) 0% 5% 0% 0% 6% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 44.6 44.6 1.2 1.2 Effective Green, g (s) 44.6 44.6 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2592 2568 38 38 v/s Ratio Prot 0.32 c0.32 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.42 0.43 0.05 0.13 Uniform Delay, d1 2.8 2.8 28.7 28.8 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.5 0.6 1.6 Delay (s) 3.3 3.4 29.3 30.4 Level of Service A A C C Approach Delay (s) 3.3 3.4 29.3 30.4 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 3.4 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 59.8 Sum of lost time (s) 14.0 Intersection Capacity Utilization 47.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - AM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 48 946 25 17 760 43 22 4 41 112 7 178 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 1.00 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1755 3510 1254 1825 3349 1568 1615 1383 1706 1633 Flt Permitted 0.33 1.00 1.00 0.27 1.00 1.00 0.47 1.00 0.60 1.00 Satd. Flow (perm) 602 3510 1254 517 3349 1568 806 1383 1076 1633 Peak-hour factor, PHF 0.75 0.96 0.80 0.79 0.91 0.88 0.46 0.50 0.25 0.93 0.58 0.85 Adj. Flow (vph) 64 985 31 22 835 49 48 8 164 120 12 209 RTOR Reduction (vph) 0 0 10 0 0 11 0 80 0 0 117 0 Lane Group Flow (vph) 64 985 21 22 835 38 48 92 0 120 104 0 Heavy Vehicles (%) 4% 4% 25% 0% 9% 0% 13% 0% 20% 7% 0% 1% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 54.1 54.1 54.1 54.1 54.1 54.1 14.4 14.4 14.4 14.4 Effective Green, g (s) 54.1 54.1 54.1 54.1 54.1 54.1 14.4 14.4 14.4 14.4 Actuated g/C Ratio 0.66 0.66 0.66 0.66 0.66 0.66 0.18 0.18 0.18 0.18 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 399 2329 832 343 2223 1040 142 244 190 288 v/s Ratio Prot c0.28 0.25 0.07 0.06 v/s Ratio Perm 0.11 0.02 0.04 0.02 0.06 c0.11 v/c Ratio 0.16 0.42 0.02 0.06 0.38 0.04 0.34 0.38 0.63 0.36 Uniform Delay, d1 5.2 6.4 4.7 4.8 6.1 4.7 29.4 29.6 31.1 29.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.6 0.1 0.4 0.5 0.1 1.4 1.0 6.7 0.8 Delay (s) 6.0 7.0 4.7 5.2 6.6 4.8 30.8 30.6 37.8 30.3 Level of Service A A A A A A C C D C Approach Delay (s) 6.8 6.5 30.6 32.9 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 12.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 81.5 Sum of lost time (s) 13.0 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - AM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 27 976 75 39 690 79 47 74 54 212 190 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1690 3476 1465 1738 3380 1552 1674 1746 1807 1820 Flt Permitted 0.30 1.00 1.00 0.18 1.00 1.00 0.39 1.00 0.61 1.00 Satd. Flow (perm) 535 3476 1465 334 3380 1552 679 1746 1156 1820 Peak-hour factor, PHF 0.64 0.94 0.81 0.73 0.90 0.79 0.64 0.70 0.55 0.79 0.74 0.84 Adj. Flow (vph) 42 1038 93 53 767 100 73 106 98 268 257 89 RTOR Reduction (vph) 0 0 47 0 0 54 0 37 0 0 13 0 Lane Group Flow (vph) 42 1038 46 53 767 46 73 167 0 268 333 0 Heavy Vehicles (%) 8% 5% 7% 5% 8% 1% 9% 4% 0% 1% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 43.8 40.0 40.0 43.8 40.0 40.0 25.4 25.4 25.4 25.4 Effective Green, g (s) 43.8 40.0 40.0 43.8 40.0 40.0 25.4 25.4 25.4 25.4 Actuated g/C Ratio 0.50 0.46 0.46 0.50 0.46 0.46 0.29 0.29 0.29 0.29 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 319 1594 672 228 1550 711 197 508 336 530 v/s Ratio Prot 0.01 c0.30 c0.01 0.23 0.10 0.18 v/s Ratio Perm 0.06 0.03 0.11 0.03 0.11 c0.23 v/c Ratio 0.13 0.65 0.07 0.23 0.49 0.06 0.37 0.33 0.80 0.63 Uniform Delay, d1 11.3 18.2 13.2 12.3 16.5 13.2 24.5 24.2 28.5 26.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 2.1 0.2 0.5 1.1 0.2 1.2 0.4 12.4 2.3 Delay (s) 11.5 20.3 13.4 12.8 17.7 13.3 25.7 24.6 40.9 29.1 Level of Service B C B B B B C C D C Approach Delay (s) 19.4 16.9 24.9 34.3 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 22.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 87.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 72.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - AM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 225 868 193 267 603 238 52 520 56 367 1449 110 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 8.0 1.0 8.0 8.0 5.0 7.5 7.5 3.0 7.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 *1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1738 3510 1522 1674 3444 1412 1755 3380 1512 1738 3730 1526 Flt Permitted 0.24 1.00 1.00 0.10 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 431 3510 1522 172 3444 1412 1755 3380 1512 1738 3730 1526 Peak-hour factor, PHF 1.00 1.00 0.92 1.00 0.92 0.92 1.00 0.92 0.92 1.00 1.00 0.92 Adj. Flow (vph) 225 868 210 267 655 259 52 565 61 367 1449 120 RTOR Reduction (vph) 0 0 104 0 0 105 0 0 44 0 0 59 Lane Group Flow (vph) 225 868 106 267 655 154 52 565 17 367 1449 61 Heavy Vehicles (%) 5% 4% 3% 9% 6% 11% 4% 8% 8% 5% 3% 7% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 50.0 37.0 37.0 54.0 39.0 39.0 5.6 39.5 39.5 30.0 63.9 63.9 Effective Green, g (s) 50.0 38.0 37.0 59.0 39.0 39.0 5.6 39.5 39.5 32.0 63.9 63.9 Actuated g/C Ratio 0.34 0.26 0.25 0.40 0.27 0.27 0.04 0.27 0.27 0.22 0.44 0.44 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 7.5 7.5 5.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 263 913 385 254 919 377 67 914 409 380 1632 667 v/s Ratio Prot 0.08 c0.25 c0.13 0.19 0.03 0.17 c0.21 c0.39 v/s Ratio Perm 0.22 0.07 0.29 0.11 0.01 0.04 v/c Ratio 0.86 0.95 0.28 1.05 0.71 0.41 0.78 0.62 0.04 0.97 0.89 0.09 Uniform Delay, d1 38.8 53.1 43.7 44.7 48.4 44.0 69.6 46.6 39.3 56.5 37.8 24.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 22.8 18.9 0.4 70.5 2.6 0.7 42.0 3.1 0.2 36.9 7.6 0.3 Delay (s) 61.6 72.0 44.1 115.3 51.1 44.7 111.5 49.8 39.5 93.3 45.3 24.3 Level of Service E E D F D D F D D F D C Approach Delay (s) 65.7 64.2 53.6 53.1 Approach LOS E E D D Intersection Summary HCM 2000 Control Delay 59.0 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 146.0 Sum of lost time (s) 24.5 Intersection Capacity Utilization 104.3% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - PM Peak Hour 1: Bathurst Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 273 577 52 332 767 167 76 1460 338 98 679 121 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 1.0 8.0 8.0 2.0 8.0 8.0 8.0 5.0 8.0 3.0 8.0 8.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 *1.00 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1825 3510 1555 1807 3579 1493 1772 3804 1537 1755 3579 1522 Flt Permitted 0.13 1.00 1.00 0.27 1.00 1.00 0.38 1.00 1.00 0.07 1.00 1.00 Satd. Flow (perm) 255 3510 1555 508 3579 1493 714 3804 1537 121 3579 1522 Peak-hour factor, PHF 1.00 0.96 0.93 1.00 0.95 0.67 0.72 1.00 0.86 0.65 0.96 0.79 Adj. Flow (vph) 273 601 56 332 807 249 106 1460 393 151 707 153 RTOR Reduction (vph) 0 0 42 0 0 104 0 0 183 0 0 77 Lane Group Flow (vph) 273 601 14 332 807 145 106 1460 210 151 707 76 Heavy Vehicles (%) 0% 4% 5% 1% 2% 5% 3% 1% 2% 4% 2% 3% Bus Blockages (#/hr) 0 0 0 0 0 10 0 0 10 0 0 10 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm pm+pt NA Perm Protected Phases 7 4 3 8 6 5 2 Permitted Phases 4 4 8 8 6 6 2 2 Actuated Green, G (s) 49.6 35.6 35.6 49.6 35.6 35.6 57.0 57.0 57.0 69.0 69.0 69.0 Effective Green, g (s) 55.6 35.6 35.6 53.6 35.6 35.6 57.0 60.0 57.0 70.0 69.0 69.0 Actuated g/C Ratio 0.40 0.26 0.26 0.39 0.26 0.26 0.41 0.43 0.41 0.51 0.50 0.50 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 8.0 8.0 8.0 4.0 8.0 8.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 294 901 399 346 919 383 293 1646 632 167 1781 757 v/s Ratio Prot 0.11 0.17 c0.11 c0.23 0.38 c0.06 0.20 v/s Ratio Perm 0.26 0.01 0.26 0.10 0.15 0.14 c0.40 0.05 v/c Ratio 0.93 0.67 0.04 0.96 0.88 0.38 0.36 0.89 0.33 0.90 0.40 0.10 Uniform Delay, d1 34.4 46.2 38.6 35.8 49.4 42.4 28.2 36.2 27.8 36.9 21.8 18.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 33.8 1.9 0.0 37.3 9.5 0.6 3.4 7.5 1.4 42.9 0.7 0.3 Delay (s) 68.2 48.1 38.7 73.1 58.9 43.0 31.7 43.7 29.2 79.8 22.4 18.7 Level of Service E D D E E D C D C E C B Approach Delay (s) 53.4 59.5 40.1 30.4 Approach LOS D E D C Intersection Summary HCM 2000 Control Delay 45.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 138.6 Sum of lost time (s) 18.0 Intersection Capacity Utilization 109.7% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - PM Peak Hour 2: Elgin Mills Road West & Pedestrian Crossing Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 1135 0 0 1275 0 0 1 0 0 2 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 Lane Util. Factor 0.95 0.95 1.00 1.00 Frt 1.00 1.00 1.00 1.00 Flt Protected 1.00 1.00 1.00 1.00 Satd. Flow (prot) 3544 3544 1921 1921 Flt Permitted 1.00 1.00 1.00 1.00 Satd. Flow (perm) 3544 3544 1921 1921 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1135 0 0 1275 0 0 1 0 0 2 0 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 1135 0 0 1275 0 0 1 0 0 2 0 Heavy Vehicles (%) 0% 3% 0% 0% 3% 0% 0% 0% 0% 0% 0% 0% Turn Type NA NA NA NA Protected Phases 2 6 4 8 Permitted Phases Actuated Green, G (s) 45.4 45.4 1.2 1.2 Effective Green, g (s) 45.4 45.4 1.2 1.2 Actuated g/C Ratio 0.75 0.75 0.02 0.02 Clearance Time (s) 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2655 2655 38 38 v/s Ratio Prot 0.32 c0.36 0.00 c0.00 v/s Ratio Perm v/c Ratio 0.43 0.48 0.03 0.05 Uniform Delay, d1 2.8 3.0 29.1 29.1 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.1 0.3 0.6 Delay (s) 3.3 3.1 29.4 29.7 Level of Service A A C C Approach Delay (s) 3.3 3.1 29.4 29.7 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 3.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 60.6 Sum of lost time (s) 14.0 Intersection Capacity Utilization 52.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - PM Peak Hour 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 105 964 20 36 1184 42 23 4 25 22 1 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1807 3510 1568 1825 3579 1522 1825 1657 1825 1535 Flt Permitted 0.19 1.00 1.00 0.28 1.00 1.00 0.70 1.00 0.73 1.00 Satd. Flow (perm) 352 3510 1568 546 3579 1522 1352 1657 1395 1535 Peak-hour factor, PHF 0.88 0.98 0.67 0.81 0.89 0.70 0.69 1.00 0.58 0.76 0.63 0.60 Adj. Flow (vph) 119 984 30 44 1330 60 33 4 43 29 2 80 RTOR Reduction (vph) 0 0 7 0 0 8 0 39 0 0 48 0 Lane Group Flow (vph) 119 984 23 44 1330 52 33 8 0 29 34 0 Heavy Vehicles (%) 1% 4% 0% 0% 2% 3% 0% 0% 0% 0% 0% 7% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 6 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 63.8 63.8 63.8 63.8 63.8 63.8 8.1 8.1 8.1 8.1 Effective Green, g (s) 63.8 63.8 63.8 63.8 63.8 63.8 8.1 8.1 8.1 8.1 Actuated g/C Ratio 0.75 0.75 0.75 0.75 0.75 0.75 0.10 0.10 0.10 0.10 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 264 2637 1178 410 2689 1143 128 158 133 146 v/s Ratio Prot 0.28 c0.37 0.00 0.02 v/s Ratio Perm 0.34 0.01 0.08 0.03 c0.02 0.02 v/c Ratio 0.45 0.37 0.02 0.11 0.49 0.05 0.26 0.05 0.22 0.23 Uniform Delay, d1 4.0 3.6 2.7 2.9 4.2 2.7 35.6 34.9 35.5 35.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.5 0.4 0.0 0.5 0.7 0.1 1.1 0.1 0.8 0.8 Delay (s) 9.4 4.0 2.7 3.4 4.8 2.8 36.7 35.0 36.3 36.4 Level of Service A A A A A A D D D D Approach Delay (s) 4.6 4.7 35.7 36.3 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 84.9 Sum of lost time (s) 13.0 Intersection Capacity Utilization 82.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - PM Peak Hour 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 56 822 63 69 1054 194 87 80 56 126 66 42 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.94 1.00 0.95 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1825 3544 1522 1772 3544 1552 1807 1773 1825 1797 Flt Permitted 0.17 1.00 1.00 0.26 1.00 1.00 0.67 1.00 0.66 1.00 Satd. Flow (perm) 327 3544 1522 487 3544 1552 1272 1773 1270 1797 Peak-hour factor, PHF 0.73 0.89 0.82 0.65 0.89 0.78 0.86 0.89 0.92 0.85 0.73 0.88 Adj. Flow (vph) 77 924 77 106 1184 249 101 90 61 148 90 48 RTOR Reduction (vph) 0 0 35 0 0 112 0 28 0 0 22 0 Lane Group Flow (vph) 77 924 42 106 1184 137 101 123 0 148 116 0 Heavy Vehicles (%) 0% 3% 3% 3% 3% 1% 1% 3% 0% 0% 2% 0% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 6 2 2 8 4 Actuated Green, G (s) 52.9 47.5 47.5 52.9 47.5 47.5 15.5 15.5 15.5 15.5 Effective Green, g (s) 52.9 47.5 47.5 52.9 47.5 47.5 15.5 15.5 15.5 15.5 Actuated g/C Ratio 0.61 0.55 0.55 0.61 0.55 0.55 0.18 0.18 0.18 0.18 Clearance Time (s) 4.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 293 1948 836 378 1948 853 228 318 227 322 v/s Ratio Prot 0.02 0.26 c0.02 c0.33 0.07 0.06 v/s Ratio Perm 0.14 0.03 0.15 0.09 0.08 c0.12 v/c Ratio 0.26 0.47 0.05 0.28 0.61 0.16 0.44 0.39 0.65 0.36 Uniform Delay, d1 8.1 11.8 9.0 7.3 13.2 9.6 31.6 31.3 32.9 31.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.8 0.1 0.4 1.4 0.4 1.4 0.8 6.6 0.7 Delay (s) 8.5 12.7 9.1 7.7 14.6 10.0 33.0 32.0 39.5 31.8 Level of Service A B A A B B C C D C Approach Delay (s) 12.1 13.4 32.4 35.8 Approach LOS B B C D Intersection Summary HCM 2000 Control Delay 16.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 86.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 72.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report Future 2031 'Improved' - PM Peak Hour 5: Yonge Street & Elgin Mills Road West Elgin Mills Road EA
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 276 607 188 324 1000 436 195 1364 151 237 972 86 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 1.0 8.0 8.0 2.0 5.0 8.0 4.0 4.5 7.5 2.0 6.5 7.5 Lane Util. Factor 1.00 0.95 1.00 1.00 *1.00 1.00 1.00 *1.00 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1807 3544 1568 1789 3804 1522 1807 3767 1617 1789 3544 1585 Flt Permitted 0.10 1.00 1.00 0.27 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 190 3544 1568 503 3804 1522 1807 3767 1617 1789 3544 1585 Peak-hour factor, PHF 1.00 0.92 0.92 1.00 0.92 0.92 1.00 1.00 0.92 1.00 0.92 0.92 Adj. Flow (vph) 276 660 204 324 1087 474 195 1364 164 237 1057 93 RTOR Reduction (vph) 0 0 117 0 0 141 0 0 81 0 0 62 Lane Group Flow (vph) 276 660 87 324 1087 333 195 1364 83 237 1057 31 Heavy Vehicles (%) 1% 3% 0% 2% 1% 3% 1% 2% 1% 2% 3% 3% Bus Blockages (#/hr) 0 0 10 0 0 10 0 0 0 0 0 0 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Actuated Green, G (s) 46.0 37.0 37.0 46.0 37.0 37.0 13.0 42.5 42.5 12.0 41.5 41.5 Effective Green, g (s) 52.0 37.0 37.0 50.0 40.0 37.0 14.0 45.5 42.5 15.0 42.5 41.5 Actuated g/C Ratio 0.42 0.30 0.30 0.40 0.32 0.30 0.11 0.36 0.34 0.12 0.34 0.33 Clearance Time (s) 4.0 8.0 8.0 4.0 8.0 8.0 5.0 7.5 7.5 5.0 7.5 7.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 234 1049 464 314 1217 450 202 1371 549 214 1204 526 v/s Ratio Prot c0.11 0.19 0.09 c0.29 0.11 c0.36 c0.13 0.30 v/s Ratio Perm 0.38 0.06 0.32 0.22 0.05 0.02 v/c Ratio 1.18 0.63 0.19 1.03 0.89 0.74 0.97 0.99 0.15 1.11 0.88 0.06 Uniform Delay, d1 34.9 38.1 32.8 33.7 40.5 39.7 55.3 39.6 28.7 55.0 38.8 28.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 116.0 1.2 0.2 59.3 8.6 6.4 52.9 23.1 0.6 93.3 9.2 0.2 Delay (s) 150.8 39.3 33.0 93.0 49.1 46.1 108.2 62.8 29.3 148.3 48.0 28.7 Level of Service F D C F D D F E C F D C Approach Delay (s) 65.2 55.9 64.7 63.9 Approach LOS E E E E Intersection Summary HCM 2000 Control Delay 61.9 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.05 Actuated Cycle Length (s) 125.0 Sum of lost time (s) 20.5 Intersection Capacity Utilization 108.4% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Synchro 8 Report
Appendix C
Collisions Factors – Design and Operational Guidelines
Table 1 – Guidelines on Design and Operational Considerations for Collisions at Un-signalized Intersections
Potential Contributing Related Design and/or Operational Expected Safety Benefit Factor Considerations Right Angle Collisions Restricted Sightlines to Increase triangle sight distance CMF = 0.53 for Injury Crossing Road CMF = 0.89 for Property Damage Only Inconspicuous Provide intersection illumination CMF = 0.62 for Nighttime Injury Intersection Install flashing beacons at stop controlled CMF = 0.84 for Angle intersections (rural) Install larger street name signs for Minor Positive Guidance is generally accepted Road at the intersection of Major Road as a way to reduce collision risk. Refer to OTM Book 1b. No CMF available. Install advance street name signs for CMF = 0.984 for All intersection. CMF = 0.897 for Sideswipe Inappropriate Gap Install intersection conflict warning Activated systems are available, or a Acceptance system, to assist drivers in accepting static system using signs can assist appropriate gaps drivers in better judging the gap. No CMF available. Convert stop-controlled intersection into CMF = 0.42 for All single-lane roundabout (rural) Convert minor-road stop control to all-way CMF = 0.52 for All stop control (rural) Install traffic signals (if warranted) CMF = 0.56 for All CMF = 0.23 for Angle Speeding Address driver error through education and Work with Peel Regional Police to Disobey Traffic Control enforcement educate/enforce. No CMF available. Improper Turn Turning Movement Collisions Restricted Sightlines to Increase triangle sight distance CMF = 0.53 for Injury Crossing Road CMF = 0.89 for Property Damage Only Inconspicuous Same considerations as Right Angle See above. Intersection Collisions Inappropriate Gap Same considerations as Right Angle See above. Acceptance Collisions Speeding Address driver error through education and Work with Peel Regional Police to Improper Turn enforcement educate/enforce. No CMF available. Sideswipe Collisions Poor Road Surface Resurface pavement CMF = 1.01 for All Friction CMF = 0.95 for Fatal & Serious Injury Poor Delineation Install wider markings and both edgeline CMF = 0.62 for Fatal & Injury and centerline rumble strips with resurfacing (rural) Install wider markings and edgeline CMF = 0.86 for Fatal & Injury (urban) rumble strips with resurfacing CMF = 0.75 for Fatal & Injury (rural) (urban/rural) Table 1 – Guidelines on Design and Operational Considerations for Collisions at Un-signalized Intersections
Potential Contributing Related Design and/or Operational Expected Safety Benefit Factor Considerations Install wider markings and shoulder CMF = 0.80 for Fatal & Injury (urban) rumble strips with resurfacing CMF = 0.74 for Fatal & Injury (rural) (urban/rural) Install wider markings with resurfacing CMF = 0.92 for Fatal & Injury (urban) (urban/rural) CMF = 0.75 for Fatal & Injury (rural) Install wider markings without resurfacing CMF = 0.78 for Fatal & Injury (rural) Inappropriate Gap Install intersection conflict warning Activated systems are available, or a Acceptance system, to assist drivers in accepting static system using signs can assist appropriate gaps drivers in judging the gap. No CMF available. Speeding Address driver error through education and Work with Peel Regional Police to Evasive Manoeuvres enforcement educate/enforce. No CMF available.
Table 2 – Guidelines on Design and Operational Considerations for Collisions at Signalized Intersections
Potential Contributing Related Design and/or Operational Expected Safety Benefit Error! Bookmark not Factor Considerations defined. Rear End Collisions Inconspicuous Provide intersection illumination CMF = 0.62 for Nighttime Injury Intersection Replace 8-inch red signal heads with 12- CMF = 0.58 for Angle inch CMF = 0.97 for All Install larger street name signs for Minor Positive Guidance is generally accepted Road at the intersection of Major Road as a way to reduce collision risk. Refer to OTM Book 1b. No CMF available. Install advance street name signs for CMF = 0.984 for All intersection. CMF = 0.897 for Sideswipe Poor Road Surface Resurface pavement CMF = 1.01 for All Friction CMF = 0.95 for Fatal & Serious Injury Speeding Address driver error through education and Work with Peel Regional Police to Distracted Driving enforcement educate/enforce. No CMF available. Right Angle Collisions Restricted Sightlines to Review and confirm signal head placement No CMF available. Signal Heads Inconspicuous Same considerations as Rear-End See above. Intersection Collisions Inadequate Clearance Modify change plus clearance interval to CMF = 0.96 for Angle Interval ITE 1985 Proposed Recommended CMF = 0.92 for All Practice Convert signalized intersection to modern CMF = 0.735 for All (urban/suburban) roundabout (urban,suburban/rural) CMF = 0.625 for All (rural) Speeding Address driver error through education and Work with Peel Regional Police to Disobey Traffic Control enforcement educate/enforce. No CMF available. Improper Turn Turning Movement Collisions Inconspicuous Same considerations as Rear-End See above. Intersection Collisions Inadequate Clearance Same considerations as Right Angle See above. Interval Collisions Speeding Address driver error through education and Work with Peel Regional Police to Disobey Traffic Control enforcement educate/enforce. No CMF available. Improper Turn Single Motor Vehicle Collisions Poor Road Surface Resurface pavement CMF = 1.01 for All Friction CMF = 0.95 for Fatal & Serious Injury Poor Delineation Install wider markings and both edgeline CMF = 0.62 for Fatal & Injury and centerline rumble strips with resurfacing (rural) Install wider markings and edgeline CMF = 0.86 for Fatal & Injury (urban) rumble strips with resurfacing CMF = 0.75 for Fatal & Injury (rural) (urban/rural) Install wider markings and shoulder CMF = 0.80 for Fatal & Injury (urban) rumble strips with resurfacing CMF = 0.74 for Fatal & Injury (rural) (urban/rural) Table 2 – Guidelines on Design and Operational Considerations for Collisions at Signalized Intersections
Potential Contributing Related Design and/or Operational Expected Safety Benefit Error! Bookmark not Factor Considerations defined. Install wider markings with resurfacing CMF = 0.92 for Fatal & Injury (urban) (urban/rural) CMF = 0.75 for Fatal & Injury (rural) Install wider markings without resurfacing CMF = 0.78 for Fatal & Injury (rural) Shoulder Width and Type Improve shoulder width and type Magnitude of safety benefit depends on amount of width increase, in combination with shoulder type. Roadside Design Flatten slopes, increase clear zone Magnitude of safety benefit depends on before/after conditions. Speeding Address driver error through education and Work with Peel Regional Police to Distracted Driving enforcement educate/enforce. No CMF available. Evasive Manoeuvres Sideswipe Collisions Poor Road Surface Resurface pavement CMF = 1.01 for All Friction CMF = 0.95 for Fatal & Serious Injury Poor Delineation Same considerations as Single motor See above. Vehicle Collisions Inappropriate Gap Install intersection conflict warning Activated systems are available, or a Acceptance system, to assist drivers in accepting static system using signs can assist appropriate gaps drivers in judging the gap. No CMF available. Speeding Address driver error through education and Work with Peel Regional Police to Evasive Manoeuvres enforcement educate/enforce. No CMF available. Approaching Collisions Restricted Sightlines to Review and confirm signal head placement No CMF available. Signal Heads Inconspicuous Same considerations as Rear-End See above. Intersection Collisions Speeding Address driver error through education and Work with Peel Regional Police to Distracted Driving enforcement educate/enforce. No CMF available. Disobey Traffic Control Improper Turn
Appendix D
Background Traffic Growth Rates – Technical Memorandum
MEMO
To Jackson Marin, P. Eng. Project Manager, Capital Planning and Engineering, Transportation and Community Planning York Region
From John Hemingway, P.Eng., PTOE Senior Project Manager, Hatch Mott MacDonald
Date January 22, 2015 Project # 332403 Page 1 of 9 CC Mira Vervoorn Michael Dworczak
Subject Elgin Mills Road Class Environmental Assessment – Bathurst Street to Yonge Street
The purpose of this memo is to describe the assumptions and methodology used to estimate traffic background growth rates for the Elgin Mills Road Class Environmental Assessment (EA) Study, from Bathurst Street to Yonge Street. Confirmation of these rates with the Region will be necessary before conducting calculations of total intersection turning movement volumes to horizon years 2021 and 2031. Through this memo, we wish to seek confirmation from York Region (the Region) regarding the assumed background growth rates, the timing of planned improvements and future developments within the study area.
Elgin Mills Road Historical Background Growth
Traffic growth rates along Elgin Mill Road West were calculated in part from information provided by the Traffic Safety, Roads and Operations Section of the Transportation and Community Planning Department of York Region and is based on historic Annual Average Daily Traffic (AADT’s) volumes from 2004 to 2012. In addition, York Region provided traffic assignments for the base year (2011), and two horizon years (2021 and 2031) that had been extracted from the regional travel demand model. This data has been relied upon to complete a screenline level analysis of growth rates for east – west and north – south roads in the study area.
Five traffic count stations provided data for the period between 2004 and 2012. Three of the stations are located on Elgin Mills Road (two west of Yonge Street and one east of Yonge
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To Jackson Marin Date January 22, 2015 Page 2 of 9
Street). Two stations are located on Bathurst Street (one south of Elgin Mills Road and one north of Elgin Mills Road). The tables below show the historic AADT’s along relevant sections of Elgin Mills Road based on the Region’s data sets. A linear least squares regression of the data was used to obtain a fitted growth trend which is also reported in the table. An equivalent compound traffic growth rate is then calculated for the period for which data is provided.
Table A - Elgin Mills Road West between Bathurst Street and Hiram Street
AADT
Year Eastbound Westbound Total Fitted 2004 8,188 8,359 16,548 - 2007 7,749 7,954 15,702 15663 2009 7,981 7,843 15,823 16031 2011 8,301 8,136 16,437 16398 Compound Growth % 1.15 1.15 Note: Trend determined based on 2007 – 2011 data due to the variability of the 2004 count.
Table B - Elgin Mills Road West between Creekview Avenue and Yonge Street
AADT Year Eastbound Westbound Total Fitted 2006 8,673 8,282 16,955 15831 2007 7,443 7,228 14,671 16649 2008 8,780 8,808 17,588 17468 2010 9,728 9,902 19,630 19105 2012 10,140 10,337 20,477 20743 Compound Growth % 3.20 4.61
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Table C - Elgin Mills Road East between Yonge Street and Enford Drive/Yorkland Street
AADT Year Eastbound Westbound Total Fitted 2005 9,540 8,465 18,005 19238 2007 11,612 12,282 23,894 21831 2009 11,376 12,856 24,232 24424 2011 13,148 13,388 26,536 27017 Compound Growth % 6.68 5.82
Based on the information provided by the Region, the historical background growth rate on Elgin Mills Road West is estimated to be approximately 2.9 percent per annum for the section between Bathurst Street and Yonge Street. This growth rate is based on the fitted growth trend for this section and would be representative of a growth rate for the short to medium term. Medium to long-term growth trends can be derived from the traffic volume projections contained in the region’s travel demand model (discussed below).
Bathurst Street Historical Background Growth
The following tables present a summary of the traffic count data available for the two stations on Bathurst Street.
Table D - Bathurst Street between Oxford Street/Lady Delores Avenue and Elgin Mills Road West
AADT
Year Northbound Southbound Total Fitted 2004 14,829 14,296 29,125 28,073 2006 14,624 13,067 27,691 28,905 2007 15,697 14,405 30,102 29,321 2008 13,884 13,459 27,343 29,738 2010 16,658 15,427 32,085 30,570 2012 16,249 15,050 31,298 31,402 Compound Growth % 0.90 1.41
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Table E - Bathurst St. between Elgin Mills Rd. West and Woodland Acres Crescent
AADT Year Northbound Southbound Total Fitted 2004 12,005 11,134 23,139 22,891 2006 13,894 12,972 26,866 24,463 2007 11,936 10,613 22,549 25,248 2008 12,478 12,150 24,628 26,034 2010 13,638 14,716 28,354 27,606 2012 14,261 15,329 29,589 29,177 Compound Growth % 3.12 3.08
The historical growth rate on Bathurst Street is estimated to be approximately 2.2 percent as an average of the sections north and south of Elgin Mills Road West, using the fitted growth trend.
Travel Demand Model Growth
Table F indicates that the AM peak hour traffic volumes for Elgin Mills Road West are forecast to grow by 4.5 percent for the 2011 – 2021 period; and 2.3 percent for the 2021 – 2031 period. The average growth rate in peak hour traffic volumes over the entire period is 3.4 percent.
Table G indicates that the growth rate for the sections of Bathurst Street south and north of Elgin Mills Road West are 1.7 percent per annum and 0.2 percent per annum respectively, for the period from 2011 – 2021; and -0.4 percent per annum and 0.2 percent per annum respectively, for the period from 2021 – 2031. The average growth rate in peak hour traffic volumes over the entire period for Bathurst Street south of Elgin Mills Road West is 0.7 percent and north of Elgin Mills Road West is 0.2 percent.
Table H indicates that traffic on Yonge Street south and north of Elgin Mills Road West is projected to decline at a rate of -0.2 percent per annum and -1.5 percent per annum respectively, in the 2011 – 2021 period; and to grow at a rate of 0.3 percent per annum and 1.4 percent per annum respectively, in the 2021 – 2031 period. The average growth rate in peak hour traffic volumes over the entire period for Yonge Street south of Elgin Mills Road West is 0.1 percent and north of Elgin Mills Road West is -0.1 percent.
It is noted that the model outputs have assumed that Bathurst Street is widened to 6 lanes and will have Bus Rapid Transit/HOV service on the added lanes, with two traffic lanes in each direction continuing to service single occupant vehicles.
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Table F - Elgin Mills Road West from Bathurst Street to Yonge Street
Elgin Mills Road West
Average Free- AM Peak AM Peak Volume- Volume- Sub-period Average Overall Long- flow Hour Hour AM Peak to- to- Compound Sub-period Compound term No. of Speed Capacity Volume - Volume - Hour Volume capcity capcity Growth Growth Growth Growth Section Lanes (veh/h) (veh/h/lane) Eastbound Westbound Two-Way Ratio EB Ratio WB Rate (%) Rate (%) Rate (%) Rate 2011 Model Base Year Bathurst Street to Shaftsbury Avenue 1 50 800 418 288 706 0.52 0.36 Shaftsbury Avenue to Creekview Avenue 1 50 800 747 249 996 0.93 0.31 Creekview Avenue to Yonge Street 1 50 800 666 376 1042 0.83 0.47 2021 Model Horizon Year Bathurst Street to Shaftsbury Avenue 2 50 800 625 517 1142 0.39 0.32 4.9 Shaftsbury Avenue to Creekview Avenue 2 50 800 1004 525 1529 0.63 0.33 4.4 Creekview Avenue to Yonge Street 2 50 800 923 643 1566 0.58 0.40 4.2 4.5 2031 Model Horizon Year Bathurst Street to Shaftsbury Avenue 2 50 800 785 726 1511 0.49 0.45 2.8 3.9 Shaftsbury Avenue to Creekview Avenue 2 50 800 1168 733 1901 0.73 0.46 2.2 3.3 Creekview Avenue to Yonge Street 2 50 800 1072 836 1908 0.67 0.52 2.0 2.3 3.1 3.4 Note: No. of lanes, free-flow speed and lane capacities taken from the 2011/2021/2031 link attribute data from the York Region Transportation Model.
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Table G - Bathurst Street from Mill Street to Shaftsbury Avenue
Bathurst Street
Average Free- AM Peak AM Peak Volume- Volume- Sub-period Average Overall Long- flow Hour Hour AM Peak to- to- Compound Sub-period Compound term No. of Speed Capacity Volume - Volume - Hour Volume capcity capcity Growth Growth Growth Growth Section Lanes (veh/h) (veh/h/lane) Southbound Northbound Two-Way Ratio SB Ratio NB Rate (%) Rate (%) Rate (%) Rate 2011 Model Base Year Mill Street to Regent Street 2 70 900 2088 664 2752 1.16 0.37 Regent Street to Elgin Mills Road W. 2 70 1000 1870 673 2543 0.94 0.34 Elgin Mills Road W. to Canyon Hill Avenue 2 70 1200 2435 729 3164 1.01 0.30 Canyon Hill Avenue to Shaftsbury Avenue 2 70 1200 1966 571 2537 0.82 0.24 2021 Model Horizon Year Mill Street to Regent Street 3 60 767 2352 899 3251 1.02 0.39 1.7 South Regent Street to Elgin Mills Road W. 3 60 833 2116 902 3018 0.85 0.36 1.7 1.7 Elgin Mills Road W. to Canyon Hill Avenue 2 70 1200 2417 775 3192 1.01 0.32 0.1 North Canyon Hill Avenue to Shaftsbury Avenue 2 70 1200 1957 666 2623 0.82 0.28 0.3 0.2 2031 Model Horizon Year Mill Street to Regent Street 3 60 767 2433 686 3119 1.06 0.30 -0.4 South 0.6 South Regent Street to Elgin Mills Road W. 3 60 833 2219 707 2926 0.89 0.28 -0.3 -0.4 0.7 0.7 Elgin Mills Road W. to Canyon Hill Avenue 2 70 1200 2484 740 3224 1.04 0.31 0.1 North 0.1 North Canyon Hill Avenue to Shaftsbury Avenue 2 70 1200 2077 639 2716 0.87 0.27 0.3 0.2 0.3 0.2 Note: 1. No. of lanes, free-flow speed and lane capacities taken from the 2011/2021/2031 link attribute data from the York Region Transportation Model. 2. Bathurst Street capacity based on 2 general purpose lanes and 1 transit/HOV lane.
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Table H - Yonge Street from Crosby Avenue to Silverwood Avenue
Yonge Street
Average Free- AM Peak AM Peak Volume- Volume- Sub-period Average Overall Long- flow Hour Hour AM Peak to- to- Compound Sub-period Compound term No. of Speed Capacity Volume - Volume - Hour Volume capcity capcity Growth Growth Growth Growth Section Lanes (veh/h) (veh/h/lane) Southbound Northbound Two-Way Ratio SB Ratio NB Rate (%) Rate (%) Rate (%) Rate 2011 Model Base Year Crosby Avenue to Oxford Street 2 50 800 1411 445 1856 0.88 0.28 Oxford Street to Elgin Mills Road W. 2 50 800 1407 412 1819 0.88 0.26 Elgin Mills Road W. to Canyon Hill Avenue 2 60 1000 1893 472 2365 0.95 0.24 Canyon Hill Avenue to Silverwood Avenue 2 60 1000 1742 589 2331 0.87 0.29 2021 Model Horizon Year Crosby Avenue to Oxford Street 2 50 800 1294 478 1772 0.81 0.30 -0.5 South Oxford Street to Elgin Mills Road W. 2 50 800 1378 437 1815 0.86 0.27 0.0 -0.2 Elgin Mills Road W. to Canyon Hill Avenue 2 60 1000 1628 461 2089 0.81 0.23 -1.2 North Canyon Hill Avenue to Silverwood Avenue 2 60 1000 1481 485 1966 0.74 0.24 -1.7 -1.5 2031 Model Horizon Year Crosby Avenue to Oxford Street 2 50 800 1404 442 1846 0.88 0.28 0.4 South 0.0 South Oxford Street to Elgin Mills Road W. 2 50 800 1439 428 1867 0.90 0.27 0.3 0.3 0.1 0.1 Elgin Mills Road W. to Canyon Hill Avenue 2 60 1000 1838 527 2365 0.92 0.26 1.2 North 0.0 North Canyon Hill Avenue to Silverwood Avenue 2 60 1000 1697 574 2271 0.85 0.29 1.5 1.4 -0.1 -0.1 Note: 1. No. of lanes, free-flow speed and lane capacities taken from the 2011/2021/2031 link attribute data from the York Region Transportation Model. 2. Bathurst Street capacity based on 2 general purpose lanes and 1 transit/HOV lane.
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Recommended Growth Rates
Based on the information provided and the analysis of this data, the Region recommended the following background growth rates for roadways in the study area are:
Elgin Mills Road West
2014 – 2021 4.5 percent per annum for all movements at Bathurst Street and Yonge Street.
4.5 percent for through movements only at other intersections.
2021 – 2031 2.0 percent per annum for through movements only at all intersections.
Note: Additional traffic generated by development of the Draft Plan of Subdivision at Larratt Lane to be added to background traffic after expansion with these growth rates. The development traffic is to be distributed as per existing traffic patterns.
Bathurst Street
2014 – 2021 1.5 percent per annum for all movements South of Elgin Mills Road West in the AM Peak hour. The same rate was applied to all movements North of Elgin Mills Road West in the opposing PM peak hour
0.5 percent per annum for all movements South of Elgin Mills Road West in the PM peak hour. The same rate was applied to all movements North of Elgin Mills Road West in the opposing PM peak hour
2021 – 2031 0.0 percent per annum for all movements South of Elgin Mills Road West in the PM peak hour. The same rate was applied to all movements North of Elgin Mills Road West in the opposing PM peak hour
0.5 percent per annum for all movements South of Elgin Mills Road West in the PM peak hour. The same rate was applied to all movements North of Elgin Mills Road West in the opposing PM peak hour
Yonge Street
2014 – 2031 0.5 percent per annum for all movements South of Elgin Mills Road West.
0.5 percent per annum for all movements North of Elgin Mills Road West.
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Other North – South Intersecting Roads
2014 – 2031 0.0 percent per annum for all movements.
All per annum growth rates shown will be applied as compound growth rates for the planning horizons noted.
Hatch Mott MacDonald 5035 South Service Road, 6th Floor Burlington ON L7L 6M9 T 905-315-3555 F 905-315-3569 www.hatchmott.com
Appendix E
SimTraffic Queuing Summary Sheets
Future 2021 Improved - AM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 1: Bathurst Street & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB NB NB Directions Served L T T R L T T R L T T R Maximum Queue (m) 99.0 96.9 81.6 25.0 128.2 165.6 144.7 87.5 66.9 109.4 110.3 58.5 Average Queue (m) 52.4 48.0 47.1 9.5 67.7 102.9 87.1 16.9 12.8 71.5 72.6 19.7 95th Queue (m) 89.2 74.3 70.5 21.6 120.3 155.1 137.8 55.1 37.2 100.1 99.6 39.7 Link Distance (m) 191.2 191.2 534.0 534.0 645.0 645.0 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 100.0 100.0 150.0 110.0 90.0 110.0 Storage Blk Time (%) 1 0 0 1 1 3 2 0 Queuing Penalty (veh) 2 0 0 2 5 3 1 0
Intersection: 1: Bathurst Street & Elgin Mills Road West
Movement SB SB SB SB Directions Served L T T R Maximum Queue (m) 44.9 160.5 159.3 80.0 Average Queue (m) 35.6 93.3 89.7 52.5 95th Queue (m) 54.9 142.9 143.6 97.7 Link Distance (m) 494.8 494.8 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 30.0 65.0 Storage Blk Time (%) 15 32 13 1 Queuing Penalty (veh) 83 50 56 3
Intersection: 2: Pedestrian Crossing & Elgin Mills Road West
Movement EB EB WB WB NB SB Directions Served T T T T T T Maximum Queue (m) 37.9 36.8 31.0 28.3 7.1 9.1 Average Queue (m) 2.9 3.1 3.0 2.9 0.6 1.0 95th Queue (m) 17.7 17.9 15.9 15.7 4.2 5.7 Link Distance (m) 534.0 534.0 241.6 241.6 81.6 80.6 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)
Queuing and Blocking Report SimTraffic Report Future 2021 Improved - AM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L TR Maximum Queue (m) 20.7 66.0 70.8 39.3 14.3 65.8 69.5 44.3 21.8 17.9 37.5 39.1 Average Queue (m) 7.4 25.6 29.9 5.2 2.8 25.7 26.5 5.9 4.5 5.4 18.8 15.0 95th Queue (m) 18.0 50.3 58.4 23.3 10.3 56.4 57.3 23.4 13.8 13.4 33.0 29.5 Link Distance (m) 241.6 241.6 430.8 430.8 124.6 81.6 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 150.0 30.0 150.0 30.0 15.0 30.0 Storage Blk Time (%) 5 4 2 1 2 0 Queuing Penalty (veh) 1 2 1 0 4 0
Intersection: 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L TR Maximum Queue (m) 14.8 92.5 95.0 64.9 21.4 70.4 80.2 59.5 23.7 40.6 56.0 78.8 Average Queue (m) 4.3 41.0 44.3 12.7 7.9 31.9 34.2 10.6 8.6 14.0 31.4 30.9 95th Queue (m) 12.4 73.7 76.6 40.5 16.9 65.3 68.6 35.0 19.9 29.5 51.9 62.3 Link Distance (m) 430.8 430.8 706.5 706.5 270.2 107.0 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (m) 150.0 50.0 150.0 45.0 20.0 45.0 Storage Blk Time (%) 4 0 5 2 3 2 2 Queuing Penalty (veh) 3 0 4 3 2 6 5
Queuing and Blocking Report SimTraffic Report Future 2021 Improved - AM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 5: Yonge Street & Elgin Mills Road West
Movement EB EB EB EB B15 B15 WB WB WB WB B19 B19 Directions Served L T T R T T L T T R T T Maximum Queue (m) 109.9 188.0 185.1 60.0 66.9 66.5 100.0 253.8 238.2 50.0 96.4 74.6 Average Queue (m) 86.5 143.0 139.5 48.4 33.6 30.9 93.6 180.0 161.4 41.2 19.2 11.3 95th Queue (m) 137.0 217.0 205.9 76.7 121.3 122.2 116.3 308.7 288.7 64.0 78.6 58.9 Link Distance (m) 168.4 168.4 706.5 706.5 241.3 241.3 111.3 111.3 Upstream Blk Time (%) 29 17 19 2 2 0 Queuing Penalty (veh) 164 96 0 0 0 0 Storage Bay Dist (m) 95.0 45.0 85.0 35.0 Storage Blk Time (%) 26 26 58 2 67 2 43 2 Queuing Penalty (veh) 96 61 111 9 177 6 103 6
Intersection: 5: Yonge Street & Elgin Mills Road West
Movement NB NB NB NB SB SB SB SB B7 B7 Directions Served L T T R L T T R T T Maximum Queue (m) 53.0 87.4 90.6 45.0 80.0 366.8 363.9 45.0 233.7 226.9 Average Queue (m) 17.5 51.1 54.8 16.0 79.3 342.3 338.3 18.4 127.9 121.7 95th Queue (m) 41.5 77.9 83.9 46.2 83.1 395.8 397.2 50.2 292.1 288.3 Link Distance (m) 305.5 305.5 337.7 337.7 221.3 221.3 Upstream Blk Time (%) 44 40 28 18 Queuing Penalty (veh) 0 0 0 0 Storage Bay Dist (m) 50.0 30.0 65.0 30.0 Storage Blk Time (%) 10 33 0 57 29 50 0 Queuing Penalty (veh) 5 18 0 396 107 54 1
Intersection: 12: Bend
Movement WB WB Directions Served T Maximum Queue (m) 197.7 191.3 Average Queue (m) 44.2 13.7 95th Queue (m) 174.5 94.0 Link Distance (m) 191.2 191.2 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 2 0 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)
Network Summary Network wide Queuing Penalty: 1649
Queuing and Blocking Report SimTraffic Report Future 2021 Improved - PM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 1: Bathurst Street & Elgin Mills Road West
Movement EB EB EB EB B12 WB WB WB WB NB NB NB Directions Served L T T R T L T T R L T T Maximum Queue (m) 114.9 206.4 198.7 24.1 329.6 144.6 164.8 147.0 69.0 104.9 335.2 346.3 Average Queue (m) 109.2 161.0 93.9 7.5 132.9 88.0 97.5 81.0 28.5 42.7 222.4 226.2 95th Queue (m) 133.7 259.8 200.7 17.8 383.2 148.4 143.5 124.6 54.5 112.6 379.5 386.9 Link Distance (m) 191.2 191.2 342.0 534.1 534.1 645.5 645.5 Upstream Blk Time (%) 41 0 20 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (m) 100.0 100.0 150.0 110.0 90.0 Storage Blk Time (%) 76 0 2 0 0 42 37 Queuing Penalty (veh) 190 0 8 0 1 32 125
Intersection: 1: Bathurst Street & Elgin Mills Road West
Movement NB SB SB SB SB Directions Served R L T T R Maximum Queue (m) 125.0 44.8 98.7 86.2 33.6 Average Queue (m) 100.2 25.9 52.9 46.2 8.1 95th Queue (m) 169.6 49.1 83.5 76.0 21.3 Link Distance (m) 494.7 494.7 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 110.0 30.0 65.0 Storage Blk Time (%) 4 24 1 Queuing Penalty (veh) 13 24 1
Intersection: 2: Pedestrian Crossing & Elgin Mills Road West
Movement EB EB WB WB NB SB Directions Served T T T T T T Maximum Queue (m) 41.7 44.6 43.2 42.2 3.3 10.4 Average Queue (m) 2.6 3.3 3.1 2.9 0.4 0.9 95th Queue (m) 17.9 20.0 19.3 18.7 3.3 5.7 Link Distance (m) 534.1 534.1 241.2 241.2 91.2 94.2 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)
Queuing and Blocking Report SimTraffic Report Future 2021 Improved - PM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L TR Maximum Queue (m) 26.7 50.2 56.1 8.2 17.6 73.3 78.8 35.0 13.2 11.3 13.7 23.8 Average Queue (m) 11.7 18.8 20.9 1.0 5.0 26.2 27.2 5.8 4.4 4.1 4.0 6.4 95th Queue (m) 23.2 42.7 43.5 5.3 14.1 59.5 62.5 24.3 11.7 9.8 11.5 15.7 Link Distance (m) 241.2 241.2 241.2 430.5 430.5 125.1 82.0 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 150.0 150.0 20.0 15.0 30.0 Storage Blk Time (%) 7 0 2 0 0 Queuing Penalty (veh) 3 0 1 0 0
Intersection: 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L TR Maximum Queue (m) 19.0 67.5 73.3 45.8 28.8 96.4 98.3 84.6 33.5 44.9 42.6 31.9 Average Queue (m) 8.2 31.1 33.9 9.2 11.1 46.3 49.0 18.7 16.6 19.3 22.2 12.5 95th Queue (m) 16.5 59.1 62.6 31.2 22.9 90.5 93.1 54.1 29.3 36.9 38.3 25.9 Link Distance (m) 430.5 430.5 707.3 707.3 269.5 107.4 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 150.0 35.0 150.0 70.0 20.0 45.0 Storage Blk Time (%) 7 3 8 9 0 Queuing Penalty (veh) 4 6 11 8 0
Queuing and Blocking Report SimTraffic Report Future 2021 Improved - PM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 5: Yonge Street & Elgin Mills Road West
Movement EB EB EB EB B15 B15 WB WB WB WB B19 B19 Directions Served L T T R T T L T T R T T Maximum Queue (m) 110.0 189.9 165.2 60.0 149.4 140.9 100.0 263.2 266.1 50.0 135.6 136.2 Average Queue (m) 106.9 150.9 76.8 40.7 65.1 39.1 94.1 257.1 257.7 48.9 117.3 117.7 95th Queue (m) 121.7 228.5 136.8 70.7 187.3 149.3 117.8 263.6 267.4 56.0 168.4 168.9 Link Distance (m) 167.9 167.9 707.3 707.3 241.9 241.9 123.0 123.0 Upstream Blk Time (%) 53 0 59 66 41 55 Queuing Penalty (veh) 239 0 0 0 0 0 Storage Bay Dist (m) 95.0 45.0 85.0 35.0 Storage Blk Time (%) 80 1 24 1 27 50 65 34 Queuing Penalty (veh) 210 2 46 4 119 162 285 149
Intersection: 5: Yonge Street & Elgin Mills Road West
Movement NB NB NB NB B8 B8 SB SB SB SB B7 B7 Directions Served L T T R T T L T T R T T Maximum Queue (m) 65.0 333.4 331.4 45.0 471.9 468.7 80.0 355.6 342.2 45.0 101.7 93.2 Average Queue (m) 57.9 318.7 318.7 26.6 365.2 362.3 79.7 244.9 229.9 22.6 17.0 13.1 95th Queue (m) 76.7 343.8 341.1 59.1 614.9 611.7 80.5 384.0 369.5 55.4 82.1 70.6 Link Distance (m) 305.5 305.5 454.7 454.7 337.7 337.7 216.0 216.0 Upstream Blk Time (%) 65 65 52 48 16 1 Queuing Penalty (veh) 0 0 0 0 0 0 Storage Bay Dist (m) 50.0 30.0 65.0 30.0 Storage Blk Time (%) 32 55 61 0 90 14 50 0 Queuing Penalty (veh) 211 107 93 1 415 33 43 0
Intersection: 12: Bend
Movement WB WB Directions Served T Maximum Queue (m) 197.3 176.6 Average Queue (m) 44.2 10.1 95th Queue (m) 172.0 76.9 Link Distance (m) 191.2 191.2 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 2 0 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)
Network Summary Network wide Queuing Penalty: 2547
Queuing and Blocking Report SimTraffic Report Future 2031 'Improved' - AM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 1: Bathurst Street & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB NB NB Directions Served L T T R L T T R L T T R Maximum Queue (m) 106.8 107.3 92.2 29.4 164.9 271.9 246.7 124.8 52.0 96.1 101.5 51.0 Average Queue (m) 61.3 56.9 56.6 9.6 105.1 141.0 125.9 33.3 16.0 68.2 69.0 22.3 95th Queue (m) 102.0 88.0 82.1 21.1 175.9 224.9 203.7 109.1 42.4 92.7 94.7 43.0 Link Distance (m) 191.2 191.2 534.0 534.0 645.0 645.0 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 100.0 100.0 150.0 110.0 90.0 110.0 Storage Blk Time (%) 2 0 0 1 10 16 1 0 Queuing Penalty (veh) 5 0 0 4 34 15 0 0
Intersection: 1: Bathurst Street & Elgin Mills Road West
Movement SB SB SB SB Directions Served L T T R Maximum Queue (m) 44.9 186.2 180.4 80.0 Average Queue (m) 33.6 102.3 100.2 59.9 95th Queue (m) 54.3 160.4 161.7 101.0 Link Distance (m) 494.8 494.8 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 30.0 65.0 Storage Blk Time (%) 14 36 17 1 Queuing Penalty (veh) 82 56 76 3
Intersection: 2: Elgin Mills Road West & Pedestrian Crossing
Movement EB EB WB WB NB SB Directions Served T T T T T T Maximum Queue (m) 55.3 58.0 24.1 32.8 8.2 9.1 Average Queue (m) 4.7 5.5 3.1 2.8 0.7 1.2 95th Queue (m) 25.8 29.4 14.9 15.4 4.4 6.2 Link Distance (m) 534.0 534.0 241.6 241.6 78.3 80.6 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)
Queuing and Blocking Report SimTraffic Report Future 2031 'Improved' - AM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L TR Maximum Queue (m) 23.0 75.0 81.4 14.6 15.2 84.5 84.7 34.2 18.6 22.7 41.2 50.1 Average Queue (m) 8.4 30.7 35.6 2.3 3.5 32.6 33.0 5.1 4.5 6.1 19.2 17.9 95th Queue (m) 19.7 63.3 67.2 9.3 11.6 70.2 73.4 21.2 13.7 16.3 35.3 38.0 Link Distance (m) 241.6 241.6 241.6 430.8 430.8 124.6 81.6 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 150.0 150.0 20.0 15.0 30.0 Storage Blk Time (%) 9 0 1 2 3 1 Queuing Penalty (veh) 4 0 1 0 6 1
Intersection: 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L TR Maximum Queue (m) 20.2 113.6 121.9 50.0 20.3 100.3 97.8 45.6 25.3 34.3 56.9 71.7 Average Queue (m) 4.5 46.7 50.5 12.9 7.4 41.1 43.0 8.5 8.8 13.5 29.3 30.9 95th Queue (m) 14.1 87.4 96.1 38.9 16.7 82.9 85.0 28.7 19.8 27.1 50.7 58.5 Link Distance (m) 430.8 430.8 706.5 706.5 270.2 107.0 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 150.0 35.0 150.0 70.0 20.0 45.0 Storage Blk Time (%) 0 14 0 2 2 3 2 2 Queuing Penalty (veh) 0 10 0 2 3 1 5 5
Queuing and Blocking Report SimTraffic Report Future 2031 'Improved' - AM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 5: Yonge Street & Elgin Mills Road West
Movement EB EB EB EB B15 B15 WB WB WB WB B19 B19 Directions Served L T T R T T L T T R T T Maximum Queue (m) 109.9 195.0 192.4 60.0 454.0 449.9 99.9 219.2 210.0 50.0 23.2 16.4 Average Queue (m) 97.5 179.1 178.9 48.7 217.1 221.0 84.8 142.2 130.3 40.6 2.8 0.5 95th Queue (m) 137.2 210.2 209.1 79.1 538.9 541.0 119.4 262.9 243.0 64.2 17.7 8.3 Link Distance (m) 168.4 168.4 706.5 706.5 241.3 241.3 111.3 111.3 Upstream Blk Time (%) 55 58 4 0 Queuing Penalty (veh) 343 363 0 0 Storage Bay Dist (m) 95.0 45.0 85.0 35.0 Storage Blk Time (%) 17 57 72 4 45 4 41 2 Queuing Penalty (veh) 72 129 138 19 137 11 99 5
Intersection: 5: Yonge Street & Elgin Mills Road West
Movement NB NB NB NB SB SB SB SB B7 B7 Directions Served L T T R L T T R T T Maximum Queue (m) 64.8 94.3 100.5 45.0 80.0 364.9 366.1 45.0 237.7 239.2 Average Queue (m) 21.8 53.7 58.5 16.8 79.2 350.9 349.9 17.6 189.7 186.5 95th Queue (m) 48.6 84.1 91.7 47.0 82.4 387.1 388.8 48.7 318.3 319.3 Link Distance (m) 305.5 305.5 337.7 337.7 221.3 221.3 Upstream Blk Time (%) 62 59 56 39 Queuing Penalty (veh) 0 0 0 0 Storage Bay Dist (m) 50.0 30.0 65.0 30.0 Storage Blk Time (%) 0 11 36 0 66 26 50 0 Queuing Penalty (veh) 1 6 20 0 475 94 55 0
Intersection: 12: Bend
Movement WB WB Directions Served T Maximum Queue (m) 199.4 161.4 Average Queue (m) 79.2 30.7 95th Queue (m) 229.2 142.6 Link Distance (m) 191.2 191.2 Upstream Blk Time (%) 1 0 Queuing Penalty (veh) 4 1 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)
Network Summary Network wide Queuing Penalty: 2285
Queuing and Blocking Report SimTraffic Report Future 2031 'Improved' - PM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 1: Bathurst Street & Elgin Mills Road West
Movement EB EB EB EB B12 WB WB WB WB NB NB NB Directions Served L T T R T L T T R L T T Maximum Queue (m) 114.9 204.8 196.8 39.3 239.3 165.0 356.9 349.5 125.0 104.9 515.4 518.3 Average Queue (m) 113.8 171.3 105.6 7.8 134.0 152.1 237.2 217.9 58.7 39.3 303.8 304.3 95th Queue (m) 120.4 243.2 203.5 24.9 401.1 193.6 395.2 376.0 140.7 108.3 585.8 585.9 Link Distance (m) 191.2 191.2 342.0 534.1 534.1 645.5 645.5 Upstream Blk Time (%) 33 1 25 4 5 Queuing Penalty (veh) 0 0 0 0 0 Storage Bay Dist (m) 100.0 100.0 150.0 110.0 90.0 Storage Blk Time (%) 87 0 1 49 17 22 44 39 Queuing Penalty (veh) 250 1 0 187 55 37 34 131
Intersection: 1: Bathurst Street & Elgin Mills Road West
Movement NB SB SB SB SB Directions Served R L T T R Maximum Queue (m) 125.0 44.8 84.4 82.8 39.5 Average Queue (m) 103.3 24.7 50.1 45.7 8.8 95th Queue (m) 171.2 45.8 77.3 73.5 23.7 Link Distance (m) 494.7 494.7 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 110.0 30.0 65.0 Storage Blk Time (%) 0 4 22 1 Queuing Penalty (veh) 0 14 22 1
Intersection: 2: Elgin Mills Road West & Pedestrian Crossing
Movement EB EB WB WB NB SB Directions Served T T T T T T Maximum Queue (m) 32.0 29.2 42.0 43.1 4.9 9.1 Average Queue (m) 2.7 2.5 3.7 4.2 0.4 1.0 95th Queue (m) 16.5 15.2 22.6 23.4 3.2 5.5 Link Distance (m) 534.1 534.1 241.2 241.2 91.2 94.2 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)
Queuing and Blocking Report SimTraffic Report Future 2031 'Improved' - PM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 3: Peterhouse Street/Larratt Lane & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L TR Maximum Queue (m) 31.8 66.3 75.0 8.2 16.7 84.1 84.7 34.9 14.4 10.7 14.0 17.3 Average Queue (m) 13.1 20.6 23.8 1.0 5.3 29.5 30.9 4.6 3.6 3.3 4.5 5.8 95th Queue (m) 25.6 48.9 55.4 5.3 13.5 63.9 68.1 21.0 10.8 9.2 11.9 13.9 Link Distance (m) 241.2 241.2 241.2 430.5 430.5 125.1 82.0 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 150.0 150.0 20.0 15.0 30.0 Storage Blk Time (%) 8 1 0 Queuing Penalty (veh) 3 0 0
Intersection: 4: Regent Street/Shaftsbury Avenue & Elgin Mills Road West
Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L TR Maximum Queue (m) 23.7 92.7 97.3 50.0 21.8 103.6 96.2 61.1 34.7 55.8 43.0 33.6 Average Queue (m) 7.8 33.2 37.1 10.8 9.3 42.9 44.1 13.0 16.2 20.7 21.9 14.7 95th Queue (m) 18.3 70.5 74.9 36.8 19.6 82.8 80.9 38.3 30.1 41.4 37.3 28.1 Link Distance (m) 430.5 430.5 707.3 707.3 269.5 107.4 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (m) 150.0 35.0 150.0 70.0 20.0 45.0 Storage Blk Time (%) 8 1 8 10 0 0 Queuing Penalty (veh) 5 3 11 9 0 0
Queuing and Blocking Report SimTraffic Report Future 2031 'Improved' - PM Peak Hour Queuing and Blocking Report Elgin Mills Road EA Intersection: 5: Yonge Street & Elgin Mills Road West
Movement EB EB EB EB B15 B15 WB WB WB WB B19 B19 Directions Served L T T R T T L T T R T T Maximum Queue (m) 110.0 190.8 169.9 60.0 294.2 291.7 100.0 267.5 269.8 50.0 140.2 139.4 Average Queue (m) 108.0 171.6 77.1 33.4 153.2 129.0 97.1 256.7 258.3 48.3 120.8 120.5 95th Queue (m) 121.0 227.8 149.4 66.6 427.1 418.9 115.7 273.4 274.7 56.9 169.8 169.6 Link Distance (m) 167.9 167.9 707.3 707.3 241.9 241.9 123.0 123.0 Upstream Blk Time (%) 82 0 1 1 75 70 58 63 Queuing Penalty (veh) 410 1 3 3 0 0 0 0 Storage Bay Dist (m) 95.0 45.0 85.0 35.0 Storage Blk Time (%) 93 2 17 1 69 25 58 24 Queuing Penalty (veh) 282 4 33 3 345 82 253 122
Intersection: 5: Yonge Street & Elgin Mills Road West
Movement NB NB NB NB B8 B8 SB SB SB SB B7 B7 Directions Served L T T R T T L T T R T T Maximum Queue (m) 65.0 330.9 333.4 45.0 470.8 470.3 80.0 364.7 360.4 45.0 230.4 230.3 Average Queue (m) 57.5 321.6 322.2 27.5 383.9 381.6 79.9 320.4 293.2 19.4 103.2 96.2 95th Queue (m) 80.0 331.3 331.0 60.5 595.6 594.3 80.1 417.0 423.7 52.3 267.1 262.4 Link Distance (m) 305.5 305.5 454.7 454.7 337.7 337.7 216.0 216.0 Upstream Blk Time (%) 74 74 58 57 56 15 29 21 Queuing Penalty (veh) 0 0 0 0 0 0 0 0 Storage Bay Dist (m) 50.0 30.0 65.0 30.0 Storage Blk Time (%) 26 57 62 0 94 23 53 Queuing Penalty (veh) 179 110 94 0 458 54 46
Intersection: 12: Bend
Movement WB WB Directions Served T Maximum Queue (m) 200.3 191.9 Average Queue (m) 74.3 35.6 95th Queue (m) 221.4 149.6 Link Distance (m) 191.2 191.2 Upstream Blk Time (%) 1 0 Queuing Penalty (veh) 3 0 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)
Network Summary Network wide Queuing Penalty: 3249
Queuing and Blocking Report SimTraffic Report
Class Environmental Assessment Study
Elgin Mills Road West (Y.R. 49)
from Bathurst Street (Y.R. 38) to Yonge Street (Y.R. 1)
Safety Performance Report – Existing Conditions – Environmental Assessment (EA) Study for the Improvement of Elgin Mills Road West
DRAFT
March 6, 2015
Copyright 2015, all rights reserved Hatch Mott MacDonald 5035 South Service Road Burlington, ON L7L 6M9 T 905.315.3500
HMM – Project #332403
Revision and Version Tracking
Report Title: Safety Performance Report – Existing Conditions – Environmental Assessment (EA) Study for the Improvement of Elgin Mills Road.
Submission Date: March 6, 2015
Filename and Version # Author Checker Approver Date Description
Elgin Mills Road Class EA- Safety Michael John V01 Performance Mira Vervoorn Palomba Hemingway 06-March-15 Assessment v01.docx
This document has been formatted for double side printing.
This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Hatch Mott MacDonald being obtained. Hatch Mott MacDonald accepts no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Hatch Mott MacDonald for all loss or damage resulting there from. Hatch Mott MacDonald accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned.
To the extent that this report is based on information supplied by other parties, Hatch Mott MacDonald accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Hatch Mott MacDonald and used by Hatch Mott MacDonald in preparing this report.
Copyright 2014, all rights reserved Safety Performance Report – Elgin Mills Road EA
Table of Contents 1 Background ...... 1 2 Safety Assessment of Existing Conditions ...... 1 2.1 Data Availability ...... 1 2.1.1 Collision Data ...... 1 2.1.2 Traffic Volume Data ...... 2 2.2 Collision History ...... 2 2.3 Collision Analysis ...... 6 2.3.1 Overall Collision Characteristics and Trends throughout the Study Limits...... 6 2.3.2 Collision Characteristics and Trends at the Individual Locations ...... 11 2.4 Potential for Safety Improvement (PSI) ...... 29 3 Road Improvements and Safety Benefits ...... 34 3.1.1 Collision Modification Factors ...... 36 4 Findings and Recommendations ...... 41 4.1.1 Summary of Findings ...... 41
List of Tables
Table 1 Intersection and Midblock Collisions by Severity ...... 3 Table 2 Intersection and Midblock Collisions by Type ...... 5 Table 3 Intersection Characteristics ...... 30 Table 4 Road Segment Characteristics ...... 30 Table 5 Collision Prediction Models for Intersections ...... 31 Table 6 Collision Prediction Models for Road Segments ...... 32 Table 7 Potential for Safety Improvements for Intersections ...... 33 Table 8 Potential for Safety Improvements for Road Segments ...... 33 Table 9 Collision Modification Factors for Converting Roadway from 4 Lanes to 3 Lanes ...... 36 Table 10 Collision Modification Factors for Converting Roadway from 3 Lanes to 4 Lanes ...... 37 Table 11 Collision Modification Factors for Converting Roadway from 4 Lanes to 5 Lanes ...... 38 Table 12 Average Collision Modification Factors for Converting Roadway from 4 Lanes to 5 Lanes .. 39 Table 13 Collision Modification Factors for Converting Roadway from 3 Lanes to 5 Lanes ...... 39 Table 14 Collision Modifacation Factors for Adding Bicycle Lanes ...... 39 Table 15 Collision Modification Factors fo Adding Illumination ...... 40 Table 16 Collision Modification Factors for Reducing Lane Widths ...... 40
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Safety Performance Report – Elgin Mills Road EA
List of Figures Figure 1 Study Area Collision Distribution by Year ...... 7 Figure 2 Study Area Collision Distribution by Season and Location ...... 7 Figure 3 Study Area Collision Distribution by Month under Different Road Surface Condition ...... 8 Figure 4 Study Area Collision Distribution by Severity Type ...... 8 Figure 5 Study Area Collision Distribution by Severity and Location ...... 9 Figure 6 Study Area Collision Distribution by Initial Impact Type ...... 9 Figure 7 Apparent Causes of Rear-End Collisions ...... 10 Figure 8 Apparent Causes of Angle Collisions ...... 10 Figure 9 Apparent Causes of SMV Collisions at Different Locations along Elgin Mills Road West .. 11 Figure 10 Collision Distribution at the Intersection of Elgin Mills Road West and Yonge Street ...... 13 Figure 11 Collision Distribution at the Intersection of Elgin Mills Road West and Bathurst Street .... 15 Figure 12 Collision Distribution at the Intersection of Elgin Mills Road West and Regent Street/Shaftsbury Avenue ...... 17 Figure 13 Collision Distribution at the Intersection of Elgin Mills Road West and Larratt Lane ...... 19 Figure 14 Collision Distribution at the Road Segment between Bathurst Street and Hiram Road ...... 21 Figure 15 Collision Distribution at the Road Segment between Regent Street/Shaftsbury Avenue and Creekview Avenue ...... 23 Figure 16 Collision Distribution at the Road Segment between Creekview Avenue and Yonge Street ...... 25 Figure 17 Collision Distribution at the Road Segment between Larratt Lane and Regent Street/Shaftsbury Avenue ...... 27 Figure 18 Scenario 1 - “Do Nothing” Existing cross-section for Elgin Mills Road West ...... 34 Figure 19 “Alternative 1a – Existing Cross-Section plus Bicycle Lanes and Sidewalks” ...... 35 Figure 20 “Alternative 2 – 4-Lane Undivided” ...... 35 Figure 21 “Alternative 3 – 5-Lane with Centre TWLTL” ...... 36
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1 Background York Region has initiated an Environmental Assessment study examining the need for improvement for a section of Elgin Mills Road West extending from Bathurst Street to Yonge Street. The purpose of the study is to identify the improvements required to address existing operational and safety issues and to accommodate future traffic demands. This report summarizes the findings of a safety assessment of the existing conditions and possible countermeasures that could be considered in the development of a preferred design concept for this section of Elgin Mills Road. It is intended that the findings and recommendations of this report will be incorporated into the Environmental Study Report (ESR).
At present, the section of Elgin Mills Road West from Bathurst Street to Shaftsbury Avenue / Regent Street has a three-lane semi-urban cross-section, with curb, gutter and sidewalk on the north side and a rural cross section with narrow shoulders and open ditch drainage on the south side. East of Shaftsbury Avenue / Regent Street, the roadway changes to a four-lane undivided urban cross section. Additional lanes are provided at the Bathurst Street and Yonge Street intersections for dedicated left turn lanes. Elgin Mills Road West is an arterial road under the jurisdiction of York Region and has a posted speed limit of 50 km/h within the study area.
2 Safety Assessment of Existing Conditions
2.1 Data Availability
2.1.1 Collision Data Collision information for the study area was provided by the Region of York for six intersections and six midblock sections for a six-year period from 2008 to 2013. Locations along Elgin Mills Road West that were studied include:
Intersections:
Bathurst St. and Elgin Mills Rd. W Hiram Rd. and Elgin Mills Rd. W Larratt Lane and Elgin Mills Rd. W Regent St./Shaftsbury Ave. and Elgin Mills Rd. W Creekview Ave. and Elgin Mills Rd. W Yonge St. and Elgin Mills Rd. W
Midblock Sections:
Bathurst St. to Hiram Rd. Hiram Rd. to Tannery Court Tannery Court to Larratt Lane Larratt Lane to Regent St./Shaftsbury Ave. Regent St./Shaftsbury Ave. to Creekview Ave. Creekview Ave. to Yonge St.
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Information included collision location, collision severity, initial impact type, road surface condition, light and environmental conditions, vehicle manoeuvre, driver action, direction of travel and sequence of events.
2.1.2 Traffic Volume Data Traffic volumes for intersections with major and minor roads were derived from the most recent turning movement counts conducted in May and December, 2014. Traffic volumes for the road segments were developed by averaging the total traffic on the east and west legs of the corresponding intersections at each end of the segment. The Empirical Bays (EB) methodology was applied in order to obtain the expected collision frequency. This method combines observed collisions and the predicted number of collisions derived from Safety Performance Functions (SPF), also known as the collision prediction model. SPFs are a function of Annual Average Daily Traffic (AADT) and are used to obtain the predicted number of collisions for each year of the study period (2008 – 2013). The AADT for each road section was required as an input for each of those years. In order to prepare the traffic forecasts for each of the years in the analysis period (2008-2013), a 4.5 percent annual growth rate was used to obtain the AADT for segments of Elgin Mills Road West. This rate of growth was developed through a separate analysis and approved by York Region for use in this study.1
2.2 Collision History A review of the collision data provided by York Region indicated that there were a total of 513 collisions within the study area in the 2008 – 2013 period: 461 intersection collisions and 52 midblock collisions. The intersection of Yonge St. and Elgin Mills Rd. experienced the highest number of collisions (224), followed by Bathurst St. and Elgin Mills Rd. W. (163), and Regent St./Shaftsbury Ave. and Elgin Mills Rd. (51). The midblock section of Elgin Mills Rd. W. between Bathurst St. and Hiram Rd. had the highest number of midblock collisions recorded (19), followed by Regent St./Shaftsbury Ave. and Creekview Ave. (13), and between Creekview Ave. and Yonge St. (11). All intersections along Elgin Mills Rd. W. are signalized, except for Creekview Ave. and Hiram Rd. which are unsignalized intersections with stop sign control on the side street. Also there is an Independent Pedestrian Signal (I.P.S.) located approximately 150 metres east of Tannery Court.
Error! Reference source not found. presents a summary of collisions by severity; and Table 2 presents, a summary by Impact Type.
1 Technical memorandum to J. Marin from J. Hemingway, Elgin Mills Road Class Environmental Assessment – Bathurst Street to Yonge Street, dated January 22, 2015
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Table 1 Intersection and Midblock Collisions by Severity
Non-fatal Property Percentage Location Along Elgin Fatal Non- Total Injury Damage Other of Total Mills Road West Collisions Reportable Collisions Collisions (PDO) Collisions
Intersections
Bathurst Street 0 33 64 55 11 163 31.8%
Hiram Road 0 0 1 0 0 1 0.2%
Larratt Lane 0 2 10 7 0 19 3.7%
Regent St/Shaftsbury 0 11 15 24 1 51 9.9% Ave
Creekview Avenue 0 2 1 0 0 3 0.6%
Yonge Street 0 51 76 88 9 224 43.7%
Subtotal: 0 99 167 174 21 461 89.9%
Midblock Sections
Bathurst Street to Hiram 0 1 4 14 0 19 3.7% Road
Hiram Road to Tannery 0 2 0 0 0 2 0.4% Court
Tannery Court to Larratt 0 1 0 0 0 1 0.2% Lane
Larratt Lane to Regent Street/Shaftsbury 0 0 2 4 0 6 1.2% Avenue
Regent Street/Shaftsbury Avenue to Creekview 0 6 6 1 0 13 2.5% Avenue
Creekview Avenue to 0 1 5 5 0 11 2.1% Yonge Street
Subtotal: 0 11 17 24 0 52 10.1%
Grand Total: 0 110 184 198 21 513 100.0%
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As shown in Error! Reference source not found., there were no fatal collisions; however there were some non-fatal injury collisions (110 or 21% of the total collisions). The majority of collisions that occurred (198 or 39%) were non-reportable, followed closely by collisions involving property damage only (184 or 36%). The most severe collisions, 84 or 85% of non-fatal injury collisions, occurred at the intersections of Yonge St. and Bathurst St. The midblock sections of the study area did not experience a large number of collisions, as they only account for 52 or 10% of the total collisions recorded. The majority of these occurred in the section from Bathurst Street to Hiram Road (19 or 3.7 %) and in the section from Shaftsbury Avenue / Regent Street to Creekview Avenue (13 or 2.5%). The remaining 90% of collisions occurred at the six intersections along the corridor. It should be noted that of the 513 collisions that were recorded, 21 collisions were not given a classification at the time of the incident. Of these, most occurred at Yonge and Bathurst Streets. There were also a significant number of non-reportable collisions (198 or 39%); 174 of which occurred at intersections and 24 that occurred in midblock segments. A significant number (24 or 4.7%) of the non-reportable collisions occurred at the Shaftsbury Avenue / Regent Street intersection. For the purposes of this analysis, the non-reportable and non-classified collisions have been excluded since there is no information provided for these collisions (i.e., severity, type, road conditions or driver action).
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Table 2 Intersection and Midblock Collisions by Type
Angle Turning SMV - Approaching SMV - Location Along Elgin Rear End Sideswipe Movemen Unattended Other (Head On) Other Mills Road West (T-bone) t Vehicle
Intersections
Bathurst Street 6 27 94 18 6 1 7 4
Hiram Road 0 0 0 0 1 0 0 0
Larratt Lane 0 1 17 1 0 0 0 0
Regent St/Shaftsbury 0 12 34 1 2 1 1 0 Ave
Creekview Avenue 1 0 1 0 0 1 0 0
Yonge Street 5 29 128 23 17 11 4 7
Subtotal: 12 69 274 43 26 14 12 11
Midblock Sections
Bathurst Street to Hiram 1 9 5 1 3 0 0 0 Road
Hiram Road to Tannery 0 0 1 0 0 0 1 0 Court
Tannery Court to Larratt 0 0 1 0 0 0 0 0 Lane
Larratt Lane to Regent Street/Shaftsbury 0 0 4 1 0 0 1 0 Avenue
Regent Street/Shaftsbury Avenue to Creekview 1 2 8 0 1 1 0 0 Avenue
Creekview Avenue to 0 4 6 1 0 0 0 0 Yonge Street
Subtotal: 2 15 25 3 4 1 2 0
Grand Total: 14 84 299 46 30 15 14 11
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Table 2 summarizes the collisions that occurred at each intersection and midblock section by the impact designation. The majority of collisions for both intersections and midblock sections were rear end collisions (299 or 58% of total collisions). While most of these collisions occurred at Yonge and Bathurst Streets, significant numbers of them occurred at Shaftsbury Avenue / Regent Street (34 or 6.6%) and Larratt Lane (17 or 3.3%). Rear end collisions are followed by angle collisions (84 or 16%), sideswipe (46 or 9 %) and turning movement (30 or 6%). The highest frequencies for each collision type occurred at the intersections of Bathurst St. and Yonge St. Shaftsbury Avenue / Regent Street has experienced 12 or 2.3%) of the angle collisions. There were also 11 collisions recorded that were not assigned an impact classification. These have been shown under the “Other” column above and occurred at the Bathurst and Yonge Street intersections.
2.3 Collision Analysis A detailed review of collisions that occurred within the study limits was undertaken to identify:
Overall collision characteristics and trends; Collision characteristics and trends at the individual locations (intersections and road segments); and Locations that showed a potential for safety improvement.
2.3.1 Overall Collision Characteristics and Trends throughout the Study Limits As noted above, there were a total of 513 collisions within the study area in the 2008 – 2013 period: 461 intersection collisions and 52 midblock collisions. Figure 1 through Figure 8 summarize the overall collision characteristics and trends along Elgin Mills Road West within the study limits.
Figure 1 shows the summary of collision occurrences in each year. As shown, collision occurrences were high during the period from 2010 to 2013 compared to other years of the study period but no fatal collisions occurred within the entire study period from 2008-2013. Collision occurrences were low for the non-fatal injury severity type throughout the period under study. The P.D.O impact type was high during 2013, and non-reportable impacts were high between 2009 and 2012.
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Figure 1 Study Area Collision Distribution by Year
Figure 2 shows the summary of collision data based on the season of the year and location. The highest number of collisions occurred in summer (28%) and fall (28%), followed by winter (24%) and spring (20%).
Figure 2 Study Area Collision Distribution by Season and Location
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Figure 3 shows the summary of collision data based on the month of year cross referenced with different road surface conditions. The majority of the collisions occurred during the months of June, July and August within the six-year period. Most of these collisions occurred under dry road surface conditions.
Figure 3 Study Area Collision Distribution by Month under Different Road Surface Condition
45
40
35
30
25
20
Collision Collision Frequency 15
10
5
0 January February March April May June July August September October November December Dry 26 18 11 21 30 36 40 36 33 32 35 18 Other 1 1 1 2 3 3 2 2 Ice 7 4 Loose snow 5 7 2 9 Packed Snow 1 3 Slush 1 1 2 Wet 11 11 12 6 11 9 9 13 16 12 10
Figure 4 shows the overall distribution of collisions by severity type and Figure 5 shows the distribution of collisions by severity type and location within the study limits. The majority of the collisions that occurred were PDO and non-reportable collisions. Most of the Non-fatal injury and PDO collisions occurred at the intersections of Bathurst St and Yonge St.
Figure 4 Study Area Collision Distribution by Severity Type
Other Non-fatal 4% injury 21% P.D. only 36%
Non- reportable 39%
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Figure 5 Study Area Collision Distribution by Severity and Location
100
90
80
70
60
50
40
Collision Collision Frequency 30
20
10
0 Elgin Mills btwn Elgin Mills btwn Elgin Mills btwn Elgin Mills West Elgin Mills btwn Elgin Mills btwn Larratt Lane and Regent Elgin Mills btwn Elgin Mills Road Tannery Court Elgin Mills West Elgin Mills Road Elgin Mills Road and Regent Elgin Mills Road Bathurst St and Hiram Road and Regent St/Shaftsbury Creekview Ave and Creekview (PED Signal) and and Bathurst St and Hiram Road and Larratt Lane St/Shaftsbury and Yonge Street Hiram Road Tannery Court St/Shaftsbury Ave and and Yonge Street Avenue Larratt Lane Ave Ave Creekview Ave Non-fatal injury 1 2 1 6 1 33 2 11 2 51 Non-reportable 14 4 1 5 55 7 24 88 P.D. only 4 2 6 5 64 1 10 15 1 76 Other 11 1 9
Figure 6 shows the summary of collision data based on the initial impact type. Of the total collisions that have occurred along Elgin Mills Road West within the analysis period, the majority of the collisions were rear-end (58%), angle (17%) and sideswipe (9%) impact types.
Figure 6 Study Area Collision Distribution by Initial Impact Type
To determine the possible contributing factors for the three predominant collisions types including rear end, angle (T-bone), and sideswipe; further analysis was done on these impact types with the results shown in
Figure 7 through Figure 9.
As shown in
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Figure 7, the majority (58%) of rear-end collisions occurred while the driver was driving properly. Most of these collisions resulted from slowing or stopping manoeuvres under dry road surface conditions. Twenty-three percent of this collision impact type was the result of the driver following too close.
Figure 7 Apparent Causes of Rear-End Collisions
Other 19%
Driving Following to close Properly 23% 58%
As shown in Figure 8, the majority of the angle collisions (39%) resulted from drivers driving properly. The remaining collisions occurred as a result of drivers failing to yield the right-of-way (21%), and fifteen percent of collisions were due to drivers disobeying the traffic control.
Figure 8 Apparent Causes of Angle Collisions
Disobeyed traffic control Other 15% Improper Turn 10% 15%
Failed to yield Driving right-of-way Properly 21% 39%
As shown in Figure 9, the majority of the SMV collisions (44%) involved pedestrians/cyclists. A portion of the remaining collisions occurred as a result of sliding/running off road (10%), hitting a roadside object (utility pole etc., 10 %), or another motor vehicle (3%). Causes of the remaining collisions (28%) are unknown.
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Figure 9 Apparent Causes of SMV Collisions at Different Locations along Elgin Mills Road West
14
12
10
8
6
4 Collision Frequency Collision
2
0 Elgin Mills btwn Elgin Mills btwn Elgin Mills btwn Elgin Mills West and Regent St/Shaftsbury Larratt Lane and Elgin Mills Road and Elgin Mills West and Elgin Mills Road and Hiram Road and Regent St/Shaftsbury Total Ave and Creekview Regent St/Shaftsbury Yonge Street Bathurst St Creekview Avenue Tannery Court Ave Ave Ave Pedestrian/Cyclist 1 10 1 1 13 Pole(sign,utility) 1 2 3 Other Motor Vehicle 1 1 Ran Off Road/Sliding 1 2 3 Other 1 3 3 1 8
2.3.2 Collision Characteristics and Trends at the Individual Locations A detailed review of the collisions was undertaken for individual locations within the study limits. These locations, in order of collision frequency (highest to lowest), were:
Intersections Elgin Mills Rd W and Yonge St. Elgin Mills Rd W and Bathurst St. Elgin Mills Rd W and Regent St/Shaftsbury Ave. Elgin Mills Rd W and Larratt Lane Elgin Mills Rd W and Creekview Ave. Elgin Mills Rd W and Hiram Rd. Road Segments Elgin Mills Rd between Bathurst and Hiram Elgin Mills Rd between Hiram and Tannery Court Elgin Mills Rd between Tannery Court and Larratt Lane Elgin Mills Rd between Larratt Lane and Regent St/Shaftsbury Ave Elgin Mills Rd between Regent St/Shaftsbury Ave and Creekview Ave Elgin Mills Rd between Creekview Ave and Yonge St.
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The various collision characteristics at these locations were examined to identify the trends based on the following characteristics:
Severity classification – Non-fatal injury, PDO and non-reportable Impact type – rear-end, angle, SMV, sideswipe, etc.; Hourly distribution; o Early Morning (12am to 6am) o AM Peak Hour (6am to 10am) o Midday (10am to 4pm) o PM Peak Hour (4pm to 8pm) o Evening (8pm to 12am) Road surface condition – dry, wet, snow, slush, ice, etc.; Light condition – Daylight, dusk, dawn, dark, etc.; Environmental condition – Clear, snow, rain, etc.; and Seasonal Distribution – Winter, spring, summer, fall.
Intersections
Elgin Mills Road West and Yonge Street
Two hundred and twenty-four (224) collisions were found to be associated with this intersection during the study period. Of these collisions the following was observed:
Eighty-eight (88) were recorded as non-reportable, seventy-six (76) were Property Damage (PD) only, fifty-one (51) involved non-fatal injuries, while the remaining nine (9) were noted as “other” collisions; The predominant impact types were rear end (128) and angle collisions (29). o Most of the angle collisions occurred as a result of the driver failing to yield right-of-way to a driver driving properly or from disobeying of the traffic control; and Most of the rear-end collisions occurred during proper driving conditions and as a result of a sudden stop under a dry road surface conditions. The majority of collisions occurred during daylight and under clear environment conditions. One hundred and forty-seven (147) collisions occurred under dry road surface conditions and fifty-three (53) collisions under wet surface conditions; Sixty-five (65, or 29%) of collisions occurred during the fall, with summer closely following with (62, or 28%). Of the remaining collisions, fifty-three (53) collisions occurred in the winter and forty-four (44) collisions occurred in the spring season; and
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Eighty-eight (88) collisions occurred in PM rush hour. Of the remaining collisions sixty-six (66) occurred in the midday peak hour, thirty-four (34) in the evening, thirty-three (33) in the AM rush hour and the remaining eight (8) occurred during the early morning period. Figure 10 presents a summary of this information.
Figure 10 Collision Distribution at the Intersection of Elgin Mills Road West and Yonge Street
Collision Distribution by Severity & Road Surface Condition 70
60
50
40
30
20 Collision Frequency Collision
10
0 Non-fatal injury Non-reportable P.D. only Other Dry 31 61 51 4 Ice 2 2 Snow 2 5 2 1 Wet 15 20 15 3 Other 1 8 1
Collision Distribution by Initial Impact Type & Road Surface Condition 90
80
70
60
50
40
30 Collision Frequency Collision 20
10
0 SMV (Single Turning Angle Approaching Other Rear end Sideswipe Motor Vehicle) Movement Dry 20 3 2 83 20 10 9 Ice 1 3 Snow 2 4 1 3 Wet 6 1 1 33 3 4 5 Other 1 4 5
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Collision Distribution by Light Condition & Time of Day 70
60
50
40
30
Collision Frequency Collision 20
10
0 Dark Dawn Daylight Dusk AM Peak Hour 15 18 Early Morning 8 Evening 33 1 Midday 66 PM Peak Hour 13 50 20
Collision Distribution by Season & Evironmental Condition 60
50
40
30
20 Collision Frequency Collision
10
0 Winter Spring Sumer Fall Clear 39 34 50 46 Fog,Mist,smoke,dust 1 Rain 2 6 9 14 Snow 10 1 Other 2 2 3 5
Elgin Mills Road West and Bathurst Street
One hundred and sixty-three (163) collisions were found to be associated with this intersection during the study period. Of these collisions the following was observed:
Sixty-four (64) collisions were reported as PD only, fifty-five (55) were non-reportable, thirty- three (33) were non-fatal injury collisions, while the remaining eleven (11) were collisions that were not recorded with a severity classification. The predominant impact types were rear-end (74) and angle collision (27); o Most of the rear-end collisions occurred during proper driving conditions and as a result of a sudden stop under a dry road surface conditions; and o One of the angle collisions occurred as a result of the driver disobeying the traffic control. One hundred and six (106) collisions occurred during daylight and one hundred and seventeen (117) under clear environment conditions;
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The majority of collisions (64%) occurred under dry road surface conditions, followed by 27% under wet surface conditions; Fifty-one (51) of the one hundred and sixty-three collisions (31%) occurred during the fall. This was followed by forty-seven (47, or 28%) in the summer, thirty-six (36, or 22%) in the winter, and the remaining 19% of collisions occurring in the spring; Fifty-four (54) collisions occurred in the PM peak hour, forty-six (46) in the midday period and thirty-nine (39) in the AM peak hour. The remaining four (4) collisions occurred during early morning period.
Figure 11 presents a summary of this information.
Figure 11 Collision Distribution at the Intersection of Elgin Mills Road West and Bathurst Street
Collision Distribution by Initial Impact Type & Road Surface Condition 60
50
40
30
20 Collision Frequency Collision
10
0 SMV (Single Turning Angle Approaching Other Rear end Sideswipe Motor Vehicle) Movement Dry 23 2 2 56 13 4 4 Ice 4 1 Snow 1 1 1 2 1 Wet 3 3 32 3 2 1 Other 2 2
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Collision Distribution by Light Condition & Time of Day 50 45 40 35 30 25 20
Collision Frequency Collision 15 10 5 0 Dark Dawn Daylight Dusk AM Peak Hour 15 22 2 Early Morning 4 Evening 20 Midday 46 PM Peak Hour 6 38 10
Collision Distribution by Season & Evironmental Condition 40
35
30
25
20
15 Collision Frequency Collision 10
5
0 Winter Spring Summer Fall Clear 27 20 35 35 Fog,Mist,smoke,dust 1 Rain 6 11 12 Snow 9 3 1 Other 1 2
Elgin Mills Road West and Regent Street/Shaftsbury Avenue
Fifty-one (51) collisions were found to be associated with this intersection during the study period.
Twenty four (24) of the total collisions were recorded as non-reportable, fifteen (15) as PD only, eleven (11) as non-fatal injury and the remaining collision as other. The predominant impact types at this intersection were rear end (34) followed by angle (12), SMV (2), turning movement (2) and sideswipe (1): o Most of the rear-end collisions occurred under dry road surface conditions. The rest occurred under wet conditions and most were the result of the slowing and stopping by drivers. o Most of the angle collisions were the result of drivers driving properly. The majority of the collisions occurred during daylight (35) and the remaining collisions occurred during the dark (12). The distribution of these collisions occurring throughout the time of the day is: AM peak hour - 6, early morning – 1, midday – 17, PM peak hour -17, evening – 10;
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The majority of the collisions occurred with dry road surface conditions (33) followed by wet (14), snow (3) and ice (1) conditions; and With the exception of the spring (9), the collision distribution is fairly even throughout the other seasons: Summer (16), fall (12) and winter (14).
Figure 12 shows the collision summary at this intersection.
Figure 12 Collision Distribution at the Intersection of Elgin Mills Road West and Regent Street/Shaftsbury Avenue
Collision Distribution by Severity & Road Surface Condition 14
12
10
8
6 Collision Frequency Collision 4
2
0 Non-fatal injury Non-reportable P.D. only Other Dry 9 13 10 1 Ice 1 Snow 1 2 Wet 2 9 3
Collision Distribution by Initial Impact Type & Road Surface Condition 20 18 16 14 12 10 8
Collision Frequency Collision 6 4 2 0 SMV (Single Motor Angle Rear end Sideswipe Turning Movement Vehicle) Dry 11 18 1 2 1 Ice 1 Snow 2 1 Wet 1 13
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Collision Distribution by Light Condition & Time of Day 18
16
14
12
10
8
6 Collision Frequency Collision 4
2
0 Dark Dawn Daylight Dusk AM Peak Hour 3 3 Early Morning 1 Evening 10 Midday 17 PM Peak Hour 1 15 1
Collision Distribution by Season & Evironmental Condition 16
14
12
10
8
6 Collision Frequency Collision 4
2
0 Winter Spring Summer Fall Clear 10 4 14 9 Rain 1 5 1 2 Snow 3 1 Other 1
Elgin Mills Road West and Larratt Lane
Nineteen (19) collisions were found to be associated with this intersection during the study period.
Ten (10) of the total collisions were reported as PD only, nine (9) as Non-reportable collisions and the remaining two (2) as non-fatal injury collisions; The predominant impact types at this intersection were rear end (17) followed by angle (1) and sideswipe (1): o Most of the rear-end collisions occurred under dry road surface conditions. The rest occurred under wet conditions and most were the result of the slowing and stopping by drivers. o The angle collision was the result of disobeying traffic control and making an improper turning maneuver. The majority of the collisions occurred during daylight (14) and the remaining collisions occurred during dawn (3) and in the dark (2). The distribution of these collisions occurring throughout the time of the day is: AM peak hour - 5, midday – 7, PM peak hour - 6, evening – 1;
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The majority of the collisions occurred with dry road surface conditions (15) followed by wet (3) and snow (1) conditions; and With the exception of the Summer (7), the collision distribution is fairly even throughout the other seasons: Spring (5), Fall (3) and Winter (4). Figure 13 shows the collision summary at this intersection.
Figure 13 Collision Distribution at the Intersection of Elgin Mills Road West and Larratt Lane
Collision Distribution by Severity & Road Surface Condition 10
9
8
7
6
5
4
Collision Frequency Collision 3
2
1
0 Non-fatal injury Non-reportable P.D. only Dry 1 5 9 Snow 1 Wet 1 2
Collision Distribution by Initial Impact Type & Road Surface Condition
16
14
12
10
8
6 Collision Frequency Collision 4
2
0 Angle Rear end Sideswipe Dry 1 14 Snow 1 Wet 2 1
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Collision Distribution by Light Condition & Time of Day 8
7
6
5
4
3 Collision Frequency Collision 2
1
0 Dark Dawn Daylight AM Peak Hour 3 2 Evening 1 Midday 7 PM Peak Hour 1 5
Collision Distribution by Season & Evironmental Condition 8
7
6
5
4
3 Collision Frequency Collision
2
1
0 Winter Spring Summer Fall Clear 3 3 7 2 Rain 1 2 1
Elgin Mills Road West and Creekview Avenue
Three (3) collisions were found to be associated with this intersection during the study period.
Two (2) of the total collisions were reported as non-fatal injury collisions and the remaining collision as PD only. The three collisions included one rear end, one angle and one SMV unattended vehicle collision: o Two of the three collisions occurred under dry road surface conditions with the last collision occurring during daylight with two collisions occurring during the midday peak period and the remaining collision during the AM peak period.under wet conditions. o The angle collision was the result of the drivers making improper turning maneuvers. All of the collisions occurred
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Elgin Mills Road West and Hiram Road
One collision was found to be associated with this intersection during the study period.
This collision was reported as PD only; The impact type for the collision was turning movement: o The turning movement collision occurred under clear and dry road surface conditions. The collision occurred during the PM peak period in the Spring.
Road Segments
Elgin Mills Road between Bathurst Street and Hiram Road
Nineteen (19) collisions were found to be associated with this road segment during the study period.
Fourteen (14) of total collisions were recorded as non-reportable, four (4) as PD only collisions and the remaining one (1) was a Non-fatal injury collision; The predominant impact type at this intersection was angle collisions (9): o The majority of collisions occurred during daylight and was a result of drivers failing to yield right-of-way.; Twelve (12) of total collisions occurred during daylight conditions, four (4) in dark conditions, and the remaining three during dawn (2) and dusk (1); Fourteen (14) of the total collisions occurred under dry road surface conditions and three (3) under wet conditions; The collision distribution is Summer (8), Fall (6), Winter (4) and Spring (1); The majority of collisions occurred during the midday (6) and PM peak hour (7). Figure 14 shows the collision summary at the Elgin Mills Road West segment between the Bathurst Street and Hiram Road intersections.
Figure 14 Collision Distribution at the Road Segment between Bathurst Street and Hiram Road
Collision Distribution by Severity & Road Surface Condition 12
10
8
6
4 Collision Frequency Collision
2
0 Non-fatal injury Non-reportable P.D. only Dry 1 10 3 Snow 1 Wet 2 1 Other 1
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Collision Distribution by Initial Impact Type & Road Surface Condition 7
6
5
4
3
Collision Frequency Collision 2
1
0 Angle Approaching Rear end Sideswipe Turning Movement Dry 6 4 1 3 Snow 1 Wet 2 1 Other 1
Collision Distribution by Light Condition & Time of Day 7
6
5
4
3
Collision Frequency Collision 2
1
0 Dark Dawn Daylight Dusk AM Peak Hour 2 1 Early Morning 1 Evening 2 Midday 6 PM Peak Hour 1 5 1
Collision Distribution by Season & Evironmental Condition 8
7
6
5
4
3 Collision Frequency Collision 2
1
0 Winter Spring Summer Fall Clear 1 7 5 Rain 1 1 Snow 2 Other 1 1
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Elgin Mills Road between Regent Street/Shaftsbury Avenue and Creekview Avenue
Thirteen (13) collisions were found to be associated with this road segment during the study period.
Six (6) PD only collisions, six (6) non-fatal injury collisions were recorded with the remaining one (1) being a Non-reportable collision; The predominant impact type at this intersection was rear end collisions (8): o Four of these collisions occurred under dry road conditions with the remaining four occurring under unfavorable road conditions, wet (2), icy (1) and snow (1); o Another factor is potentially due to the number of driveways/entrances along the roadway; Twelve of the total collisions occurred during daylight conditions and one occurred during dark conditions; The collision distribution is fairly even across the seasons: Winter (5), Fall (4), Summer (3) and Spring (1); and The majority of collisions occurred during the midday period (7), with four (4) during the PM peak period and the remaining collisions occurring during the early morning (1) ad AM peak period (1).
Figure 15 shows the collision summary at the Elgin Mills Road West segment between the Regent Street/Shaftsbury Avenue and Creekview Avenue intersections.
Figure 15 Collision Distribution at the Road Segment between Regent Street/Shaftsbury Avenue and Creekview Avenue
Collision Distribution by Severity & Road Surface Condition 3.5
3
2.5
2
1.5
Collision Frequency Collision 1
0.5
0 Non-fatal injury Non-reportable P.D. only Dry 2 1 3 Ice 1 Snow 1 2 Wet 3
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Collision Distribution by Initial Impact Type & Road Surface Condition 4.5
4
3.5
3
2.5
2
1.5 Collision Frequency Collision 1
0.5
0 Angle Approaching Rear end SMV Unattended vehicle Turning Movement Dry 1 4 1 Ice 1 Snow 1 1 1 Wet 1 2
Collision Distribution by Light Condition & Time of Day 8
7
6
5
4
3 Collision Frequency Collision 2
1
0 Dark Dawn Daylight Dusk AM Peak Hour 1 Early Morning 1 Midday 7 PM Peak Hour 4
Collision Distribution by Season & Evironmental Condition 2.5
2
1.5
1 Collision Frequency Collision
0.5
0 Winter Spring Summer Fall Clear 2 1 2 2 Rain 1 2 Snow 2 Other 1
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Elgin Mills Road between Creekview Avenue and Yonge Street
Eleven (11) collisions were found to be associated with this road segment during the study period.
Five (5) of total collisions were reported as PD only collisions, five (5) recorded as non- reportable and the remaining one (1) was a Non-fatal injury collision; The predominant impact type at this intersection was rear end collisions (6): o The majority of these collisions occurred with the drivers driving properly; Seven of the total collisions occurred during daylight conditions, two (2) in dark conditions and two (2) occurred at dawn; Eight (8) of the eleven collisions occurred under dry road surface conditions; The collision distribution is as follows: Spring (2), Summer (2), Fall (1) and Winter (6); and Four collisions occurred during the midday period, three (3) during the PM peak and two occurred in both the AM peak hour and early morning period.
Figure 16 shows the collision summary at the Elgin Mills Road West segment between the Creekview Avenue and Yonge Street.
Figure 16 Collision Distribution at the Road Segment between Creekview Avenue and Yonge Street
Collision Distribution by Severity & Road Surface Condition 4.5
4
3.5
3
2.5
2
Collision Frequency Collision 1.5
1
0.5
0 Non-fatal injury Non-reportable P.D. only Dry 1 3 4 Snow 1 Wet 1 1
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Collision Distribution by Initial Impact Type & Road Surface Condition 4.5
4
3.5
3
2.5
2
1.5 Collision Frequency Collision 1
0.5
0 Angle Rear end Sideswipe Dry 3 4 1 Snow 1 Wet 2
Collision Distribution by Light Condition & Time of Day 4.5
4
3.5
3
2.5
2
1.5 Collision Frequency Collision
1
0.5
0 Dark Dawn Daylight Dusk AM Peak Hour 2 Evening 2 Midday 4 PM Peak Hour 3
Collision Distribution by Season & Evironmental Condition 4.5
4
3.5
3
2.5
2
1.5 Collision Frequency Collision
1
0.5
0 Winter Spring Summer Fall Clear 4 2 1 Rain 1 2 Snow 1 Other
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Elgin Mills Road between Larratt Lane and Regent Street/Shaftsbury Avenue
Six (6) collisions were found to be associated with this road segment during the study period.
Four (4) of total collisions were recorded non-reportable collisions and the remaining two as PD only collisions; The predominant impact type at this intersection was rear end collisions (4): o The majority of these collisions occurred in dry road conditions with the driver driving properly and following too closely; All of these collisions occurred during daylight conditions; Four (4) of these collisions occurred under dry road surface conditions with the remaining two under wet and snowy road conditions; The collision distribution is fairly even across the seasons: Fall (3),Spring (1), Summer (1) and Winter (1); and Three collisions occurred during PM peak hour, two (2) during the AM peak hour and one in the midday period.
Figure 17 shows the collision summary at the Elgin Mills Road West segment between the Larratt Lane and Regent Street/Shaftsbury Avenue intersections.
Figure 17 Collision Distribution at the Road Segment between Larratt Lane and Regent Street/Shaftsbury Avenue
Collision Distribution by Severity & Road Surface Condition 2.5
2
1.5
1 Collision Frequency Collision
0.5
0 Non-reportable P.D. only Dry 2 2 Snow 1 Wet 1
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Collision Distribution by Initial Impact Type & Road Surface Condition 2.5
2
1.5
1 Collision Frequency Collision
0.5
0 Rear end Sideswipe SMV Other Dry 2 1 1 Snow 1 Wet 1
Collision Distribution by Light Condition & Time of Day 3.5
3
2.5
2
1.5 Collision Frequency Collision 1
0.5
0 Dark Dawn Daylight Dusk AM Peak Hour 2 Midday 1 PM Peak Hour 3
Collision Distribution by Season & Evironmental Condition 2.5
2
1.5
1 Collision Frequency Collision
0.5
0 Winter Spring Summer Fall Clear 1 2 Rain 1 Snow 1 Other 1
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Elgin Mills Road between Hiram Road and Tannery Court
Two (2) collisions were found to be associated with this road segment during the study period.
These two (2) collisions were reported as Non-fatal injury collisions; They included a rear end collision as well as a SMV collision: o The rear end collision occurred in daylight with dry road conditions and was a result of the driver following too closely; o The SMV collision occurred in the dark under snowy road conditions and was a result of the driver losing control; Both of these collisions occurred in the Spring time; One collision occurred during each of the early morning period and PM peak hour.
Elgin Mills Road between Tannery Court and Larratt Lane
One (1) collision was found to be associated with this road segment during the study period.
The collision was reported as a Non-fatal injury collision; The impact type for this collision was a rear-end collision : o This collision was the result of the driver driving ahead and colliding with a parked vehicle; The collision occurred during daylight conditions and dry road conditions; The time of year the collision occurred was in Fall; and The collision occurred during each the PM peak hour.
2.4 Potential for Safety Improvement (PSI) In order to identify the locations with the greatest potential for safety improvement, the PSI index was calculated for the road segments and intersections in the study area where collision data were available.
The use of the PSI method focuses on roadway segments or intersections which could benefit the most from safety improvements. Traditional safety analysis methods focus on those sites experiencing the most collisions which may or may not have potential to experience a benefit from safety improvements. The PSI index is a measure of excess collision frequency, above the expected value, that might be reduced if a safety improvement were implemented.
The collision and roadway characteristics for the entire study area that have been used in the analysis are detailed in Table 3 and Table 4 ;
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Table 3 Intersection Characteristics
Traffic Control Major Road Minor Road Fatal & Injury Location No of Legs PDO Type AADT 2013 AADT 2013 Collision
Bathurst St Signalized 4 34,250 18,950 33 64
Hiram Rd Unsignalized 3 17,950 1,000* 0 1
Larratt Ln Signalized 4 18,100 4,500 2 10
Shatfsbury Av Signalized 4 18,850 6,400 11 15
Creekview Av Unsignalized 3 18,950* 2,500* 2 1
Yonge St Signalized 4 36,500 20,630 51 76
Table 4 Road Segment Characteristics
Road Segment Length Fatal & Injury Location AADT 2013 PDO Environment (km) Collision Bathurst St to Hiram Rural 0.31 18,950 1 4 Rd Hiram Rd to Larratt Rural 0.50 18,100 3 0 Ln Larratt Ln to Rural 0.46 18,850 0 2 Shaftsbury Ave Shatftsbury Ave to Urban 0.71 18,850 6 6 Creekview Ave Creekview Ave to Urban 0.19 20,630 1 5 Yonge St
PSI values were calculated for intersections and road segments within the study area to enable the study team to identify the high risk locations. Engineering investigations could then be conducted to identify the contributing factors to the collisions and recommend countermeasures for mitigation. The step-by-step procedure involved in obtaining these PSI values is described below:
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Step 1: Predicting the number of collisions at the intersections and road segments
For intersections and road segments, the collision prediction models available in the Highway Safety Manual (HSM)2 were used to obtain these predicted values. The models are provided in Table 5 and Table 6. All SPFs were multiplied by the calibration factor calculated for each year to obtain the predicted collisions for that particular year.
Table 5 Collision Prediction Models for Intersections
Model Form
Intersection Fatal and Injury Collisions PDO (Property Damage Only) Collisions Type Dispersion Dispersion Intercept AADT AADT Intercept AADT AADT Parameter maj min Parameter maj min (k) Ln(a) (b) (c) (k) Ln(a) (b) (c)
4-leg 0.33 -13.14 1.18 0.22 0.44 -11.02 1.02 0.24 Signalized
4-Leg 0.48 -11.13 0.93 0.28 0.4 -8.74 0.77 0.23 Unsignalized
3-Leg 0.69 -14.01 1.16 0.3 0.77 -15.38 1.2 0.51 Unsignalized Note: AADTmaj = Major road AADT, AADTmin = Minor road AADT, Nbimv = Base Number of Collisions at Intersection for Multiple-Vehicle.
2AASHTO (American Association of State Highway and Transportation Officials) “Highway Safety Manual 2010”, provides tools to conduct quantitative safety analyses, allowing for safety to be quantitatively evaluated alongside other transportation performance measures such as traffic operations, environmental impacts, and construction costs.
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Table 6 Collision Prediction Models for Road Segments
Model Form
Intersection Type PDO (Property Damage Only Fatal/Injury Collisions Collisions Dispersion Dispersion Intercept Intercept Intercept Intercept Parameter Parameter (k) (a) (b) (k) (a) (b)
Three Lane Arterials 0.59 -16.45 1.69 0.59 -11.95 1.33
Four Lane Undivided 0.99 -12.08 1.25 1.08 -12.53 1.38 Arterials
Step 2: Calculating the expected number of collisions using Empirical Bays Methodology
The expected number of collisions was obtained by combining the predicted number of collisions and the observed number of collisions using the Empirical Bayes methodology. The Empirical Bayes (EB) methodology is an approach that combines observed and expected collision frequencies to provide estimates of the safety performance of specific sites that are not biased by regression to the mean. Observed collision data are subject to regression to the mean, because high short-term accident frequencies are likely to decrease and low short-term accident frequencies are likely to increase as a matter of course, even if no improvements are made.
According to the EB technique, for a specific collision severity level, the following formula was used to determine the expected number of collisions per year:
m w En 1 w x Where: En is the predicted number of collisions in n years, estimated from the Collision Prediction model/Safety Performance Function SPF n is the number of years for which collision data are available x is the observed counts of collisions in n years and
w is the weight estimated from the dispersion parameter (k) obtained through model calibration and is given by: 1 w 1 k Where: 0 ≤ w ≥ 1 μ is the model prediction for n years k is the dispersion parameter
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Step 3: Calculating the potential for safety improvement at each location
Potential for safety improvement is the difference between the expected and predicted number of collisions. Locations with positive PSI values have a potential for safety improvement; the larger the positive value, the greater the potential. Likewise, negative values have limited potential for improvement because the expected number of collisions is less than the predicted number of collisions. Table 7 and Table 8 show the locations that have potential for safety improvement in the Study Area.
Table 7 Potential for Safety Improvements for Intersections
Fatal/Injury PDO Total Intersection Observed Predicted Expected PSI Observed Predicted Expected PSI Observed Predicted Expected PSI Bathurst St 33 22.61 31.77 9.16 64 43.29 62.97 19.67 97 65.90 95.84 29.93 Hiram Rd 0 3.14 9.86 6.72 1 5.38 1.85 -3.53 1 8.52 1.96 -6.56 Larratt Ln 2 7.27 3.42 -3.85 10 15.19 10.68 -4.52 12 22.46 13.07 -9.39 Shatfsbury Av 11 8.24 10.70 2.46 15 17.20 15.26 -1.94 26 25.44 25.95 0.51 Creekview Av 2 6.60 2.83 -3.77 1 13.53 2.10 -11.43 3 20.13 4.00 -16.12 Yonge St 51 25.17 51.00 25.83 76 47.71 74.71 27.00 127 72.88 125.16 52.28
Table 8 Potential for Safety Improvements for Road Segments
Fatal/Injury PDO Total Road Segment Observed Predicted Expected PSI Observed Predicted Expected PSI Observed Predicted Expected PSI Bathurst St to Hiram Rd 1 1.92 1.43 -0.49 4 5.17 4.29 -0.88 5 7.09 5.37 -1.72 Hiram Rd to Larratt Ln 3 2.87 2.95 0.08 0 7.85 1.39 -6.46 3 10.72 1.33 -9.39 Larratt Ln to Shaftsbury Av 0 2.82 1.06 -1.76 2 7.62 3.02 -4.60 2 10.44 1.32 -9.12 Shaftsbury Av to Creekview Ave 6 4.36 5.54 1.18 6 11.76 6.73 -5.04 12 16.12 1.38 -14.74 Creekview Av to Yonge Street 1 1.47 1.19 -0.28 5 3.35 4.64 1.29 6 4.82 0.82 -4.00
Table 7 shows that among the six intersections analysed, the following two intersections have positive PSI values for at least one of the severity types. Both of these have quite high positive PSI values hence good potential for safety improvement:
Bathurst Street and Elgin Mills Road West – potential for reduction in both Fatal/Non-fatal injury Collisions and PDO collisions. Yonge Street and Elgin Mills Road West – potential for reduction in both Fatal/Non-fatal injury collisions and PDO collisions.
Table 8 shows that all the road segments within the study area have negative PSI values with the exception of two locations where potential for safety improvement is slightly positive. Since both the positive PSI values are small, these locations have limited potential for safety improvement.
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3 Road Improvements and Safety Benefits
The existing cross section for Elgin Mills Road West between Bathurst Street and Yonge Street is predominately a 3-lane undivided road with a two-way left turning lane (TWLTL) through the middle sections of the study area. Currently there is a sidewalk on the north side of Elgin Mills Road West between Bathurst Street and Shaftsbury Avenue. On the south side of Elgin Mills Road, adjacent to the travelled lane there is a gravel shoulder with a drainage ditch. From Shaftsbury Avenue/Regent Street to Yonge Street, Elgin Mills Road has sidewalks on the north and south sides of the road. Figure 18 illustrates the existing cross section for the majority of Elgin Mills Road West with the study area.
Figure 18 Scenario 1 - “Do Nothing” Existing cross-section for Elgin Mills Road West
Centerline of Road Edge of Pavement Edge of Pavement
North Grass Gravel Two-Way Left Sidewalk Boulevard Curb WB Lane EB Lane Shoulder Drainage Ditch Gutter Turning Lane Gutter
1.5m Approx. 7-9m 0.5m 0.5m 3.7m 3.7m 3.7m 0.5m 1.0m
Approx. 9.5-11.5m 11.1m Approx. 1.5m
The Transportation System Technical Memorandum3 identified a need to provide additional capacity to Elgin Mills Road West between Bathurst Street and Yonge Street. A number of alternatives to increase the capacity of Elgin Mills Road West are being considered in the environmental Assessment study. These alternatives include:
1. “Do nothing” – Retain the existing cross section of 3 lanes (two travelled lanes and centre two-way left turn lane (TWLTL) along the center of the road. (See Figure 18 ) 2. Widen to 4 Lanes- widen the roadway to a 4-lane undivided cross-section, with two travel lanes in each direction, and elimination of a center two-way left turn lane. (See Figure 20)
3. Widen to 5 lanes – widen the roadway to a 5-lane cross-section, with two travel lanes in each direction, and a two-way left turn lane along the center of the roadway. (See Figure 21)
3 Transportation System Technical Memorandum #1, Elgin Mills Road from Bathurst Street to Yonge Street, January 26, 2015.
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Along with these widening alternatives, there are additional roadway improvements that are being considered to improve pedestrian and cyclist safety. These improvements include:
Bike lanes along the north and south sides of Elgin Mills Road West Reduced lane widths – potentially reducing lane widths from 3.7 meters to 3.2 meters Addition of a sidewalk on south side of Elgin Mills Road West to match existing sidewalk on the north side. Full illumination - currently roadway illumination exists only on the north side of Elgin Mills Road. Future improvements, including providing a sidewalk on the south side, may require illumination be installed on the south side as well. The three cross-section alternatives for Elgin Mills Road West are shown in Figure 19, Figure 20 andFigure 21: Figure 19 “Alternative 1a – Existing Cross-Section plus Bicycle Lanes and Sidewalks”
Centerline of Road Edge of Pavement Edge of Pavement
North Grass Bicycle Two-Way Left Bicycle Grass South Sidewalk Boulevard Curb WB Lane EB Lane Curb Gutter Gutter Boulevard Lane Turning Lane Lane Sidewalk
1.5m Approx. 7-9m 0.5m 0.5m 1.5m 3.7m 3.7m 3.7m 1.5m 0.5m 0.5m 2.0m 1.5m
Approx. 9.5-11.5m 14.1m Approx. 4.5m This alternative keeps the existing 2 travel lanes, however may include the addition of bicycle lanes, full illumination and sidewalks on both the north and south side of Elgin Mills Road West.
Figure 20 “Alternative 2 – 4-Lane Undivided”
Centerline of Road Edge of Pavement Edge of Pavement
North Grass Bicycle Bicycle Grass South Sidewalk Boulevard
Curb Curb Gutter Lane WB Lane WB Lane EB Lane EB Lane Lane Gutter Boulevard Sidewalk
1.5m Approx. 7-9m 0.5m 0.5m 1.5m 3.7m 3.7m 3.7m 3.7m 1.5m 0.5m 0.5m 2.0m 1.5m
Approx. 9.5-11.5m 17.8m 4.5m Alternative 2 sees the widening of Elgin Mills to 4 travel lanes with the addition of bicycle lanes, full illumination and sidewalks on both the north and south sides.
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Figure 21 “Alternative 3 – 5-Lane with Centre TWLTL”
Centerline of Road
Edge of Pavement Edge of Pavement
North Grass Bicycle Two-Way Bicycle Grass South Sidewalk Boulevard WB Lane WB Lane EB Lane EB Lane
Curb Curb Gutter Lane Left Lane Gutter Boulevard Sidewalk
1.5m Approx. 7-9m 0.5m 0.5m 1.5m 3.7m 3.7m 3.7m 3.7m 3.7m 1.5m 0.5m 0.5m 2.0m 1.5m
Approx. 9.5-11.5m 21.5m 4.5m
Alternative 3 sees Elgin Mills Road widened to 5 lanes with a two-way centre left turning lane and two travel lanes in each direction. Also includes the addition of bicycle lanes, full illumination and sidewalks on both the north and south side of Elgin Mills Road.
3.1.1 Collision Modification Factors
Based on the roadway widening and other related pedestrian and cyclist improvements under consideration, collision modification factors were determined to estimate potential increases/decreases in the total collisions along Elgin Mills Road West associated with each improvement. The collision modification factors selected are outlined in the following tables.
Converting Roadway from 3 lanes to 4 Lanes
The available sources for collision modification factors, for example, the CMF Clearinghouse, provide CMF’s for reducing 4-lane undivided roads to 3-lane roads (2 travel lanes and a centre TWLTL) but not the reverse of changing a 3-lane road to a 4-lane road. For this analysis, it has been assumed that an appropriate CMF for the 3-lane to 4-lane conversion would be the reciprocal of the 4-lane to 3-lane case. Data from the CMF Clearinghouse indicates the following CMF’s for the 4-lane to 3-lane conversion:
Table 9 Collision Modification Factors for Converting Roadway from 4 Lanes to 3 Lanes
CMF CRF(%) Crash Type Crash Severity Area Type Reference Comments
0.47 53 All All Suburban Persaud et. al, 2010
CMF calculation is for 0.748 25.2 All All Urban Pawlovich et al., 2006 reduction … [read more]
CMF calculation is for 0.812 18.8 All All Urban Pawlovich et al., 2006 reduction … [read more]
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The average CMF for all collision types and severities is 0.677, indicating a reduction of approximately 67% in all crashes. Converting a 3-lane road to a 4-lane road would be expected to have the reverse effect, that is, result in an increase in collisions of all types and severities by approximately 48% (1 / 0.677). PDO and fatal/injury collisions in the midblock sections of Elgin Mills Road are approximately 61% and 39% of the total collisions, so we expect that a 3-lane to 4-lane conversion will result in the CMF’s shown in Table 10.
Table 10 Collision Modification Factors for Converting Roadway from 3 Lanes to 4 Lanes
Table 10 Collision Modification Factors for Converting Roadway from 3 Lanes to 4 Lanes
CMF CRF(%) Crash Type Crash Severity Area Type
1.19 19 All Fatal, Serious Injury, Minor Injury Suburban
1.29 29 All Property Damage Only Suburban
Note: CRF- Collision Reduction Factor, CMF -Collision Modification Factor (1-CRF)
Converting Roadway from 3 Lanes to 5 Lanes
Collision modification factors for the conversion of 3-lane roads to 5-lane roads were developed as the combination of changing from a 3-lane road to a 4-lane road and then from a 4-lane road to a 5-lane road. This combination was selected to match available data from the CMF Clearinghouse. Table 10 summarizes the derived CMF’s for the 3-lane to 4-lane conversion. Table 11 summarizes the CMF’s from the CMF Clearinghouse for the 4-lane to 5-lane conversion. The average CMF for all collision types for all severities is 0.54 indicating a reduction of approximately 46 percent in all collisions for the 4-lane to 5-lane conversion. PDO and fatal/injury collisions in the midblock sections of Elgin Mills Road are approximately 61% and 39% of the total collisions, so we expect that a 4-lane to 5-lane conversion will result in the CMF’s shown in Table 12.
The combined effect of changing the road from a 3-lane to a 5-lane road is summarized in Table 13. The CMF’s for each type of road change were multiplied together to get the combined CMF.
These results indicate a small reduction in injury and PDO collisions will result from changing the cross section from 3 lanes to 5 lanes.
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Table 11 Collision Modification Factors for Converting Roadway from 4 Lanes to 5 Lanes
CMF CRF(%) Crash Type Crash Severity Area Type Reference Comments
Bauer et al., AADT is one direction … 1.11[B] -11 All All Urban 2004 [read more]
Serious Injury,Minor Bauer et al., AADT is one direction … 1.1[B*] -10 All Urban Injury,Property 2004 [read more] Damage Only (PDO)
Fatal,Serious Bauer et al., AADT is one direction … 1.11[B] -11 All Urban Injury,Minor Injury 2004 [read more]
Sun et al., The study section is a … 0.45 55 All All Urban 2012 [read more]
Sun et al., The study segment was a 0.43 57 All All Suburban 2012 … [read more]
Sun et al., The study section is a … 0.18 82 Rear end All Urban 2012 [read more]
Sun et al., The study segment was 1.3 0.18 82 Wet road All Urban 2012 … [read more]
Property damage Sun et al., The study section is a … 0.38 62 All Urban only (PDO) 2012 [read more]
Property damage Sun et al., The study segment was a 0.51 49 All Suburban only (PDO) 2012 … [read more]
Serious Sun et al., The study section is a … 0.49 51 All Urban injury,Minor injury 2012 [read more]
Sun et al., The study segment was a 0.56 44 Rear end All Suburban 2012 … [read more]
Serious Sun et al., The study segment was a 0.41 59 All Suburban injury,Minor injury 2012 … [read more]
Note: CRF- Collision Reduction Factor, CMF -Collision Modification Factor (1-CRF)
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Table 12 Average Collision Modification Factors for Converting Roadway from 4 Lanes to 5 Lanes
CMF CRF(%) Crash Type Crash Severity Area Type
0.82 18 All Fatal, Serious Injury, Minor Injury Suburban
0.72 28 All Property Damage Only Suburban
Note: CRF- Collision Reduction Factor, CMF -Collision Modification Factor (1-CRF)
Table 13 Collision Modification Factors for Converting Roadway from 3 Lanes to 5 Lanes
CMF CRF(%) Crash Type Crash Severity Area Type
0.98 18 All Fatal, Serious Injury, Minor Injury Suburban
0.93 28 All Property Damage Only Suburban
Note: CRF- Collision Reduction Factor, CMF -Collision Modification Factor (1-CRF)
Addition of Bicycle Lanes
As shown in Table 4, research indicates that adding bicycle lanes to a roadway may contribute to a 14 percent increase in all impact types of fatal, serious injury, minor injury collisions and 1 percent increase in all impact types of property damage only collisions can be expected through additional of bicycle lanes to the roadway cross section.
Table 14 Collision Modifacation Factors for Adding Bicycle Lanes
CMF CRF(%) Crash Type Crash Severity Area Type
1.14 -14 All Fatal, Serious Injury, Minor Injury Suburban
1.01 -1 All Property Damage Only Suburban
Note: CRF- Collision Reduction Factor, CMF -Collision Modification Factor (1-CRF)
Addition of Full Illumination
As shown in Table 15, adding illumination to a roadway can contribute to a 32 percent reduction in all impact types of fatal, serious injury, minor injury collisions and 16 percent reduction in all impact types of property damage only collisions. In the case of Elgin Mills Road West, illumination is already provided on the north side of the roadway, so the effect of adding or upgrading illumination to include luminaires on the south side will have a much reduced overall effect on collision frequency. For the purposes of this analysis, it has been assumed that the safety effect of this improvement is small, approximately no change in injury collisions and up to a 5 percent decrease in property damage only collisions.
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Table 15 Collision Modification Factors fo Adding Illumination
CMF CRF(%) Crash Type Crash Severity Area Type
0.69 32 All Fatal, Serious Injury, Minor Injury Suburban
0.84 16 All Property Damage Only Suburban
Note: CRF- Collision Reduction Factor, CMF -Collision Modification Factor (1-CRF)
Addition of Sidewalk
There are currently no CMFs for the countermeasure of adding a sidewalk to a road segment.
Reduction of Lane Widths
As indicated in Table 16, reduction of lane width from approximately 3.7m to 3.2 metres (12 feet to 11 feet) may contribute to an increase of up to 14 percent in the frequency of all collision types.
Table 16 Collision Modification Factors for Reducing Lane Widths
CMF CRF(%) Crash Type Crash Severity Area Type
1.14 -14 All All Suburban
Note: CRF- Collision Reduction Factor, CMF -Collision Modification Factor (1-CRF)
Approximate Effect of Improvement Combination
The combined effect of incorporating these improvements can be determined by multiplying the collision modification factors of each improvement together.
a) Converting 3-Lane Road to 4-Lane Undivided Road, with reduced lane widths, dedicated on-road bicycle lanes. Combined CMF (Fatal Injury/Injury) = (1.19 x 1.055 x 1.14 x 1) = 1.43 Combined CMF (Property Damage Only) = (1.29 x 1.085 x 1.01 x 0.95) = 1.34 The combined effect of these improvements is multiplicative, where together they may result in an approximate 43 percent increase in injury collisions and approximate 34 percent increase in PDO collisions. b) Converting 3-Lane Road to 5-Lane Road (4 Lanes with TWLTL), with reduced lane widths, and dedicated bicycle lanes. Combined CMF (Fatal Injury/Injury) = (0.98 x 1.055 x 1.14 x 1.0) = 1.18 Combined CMF (Property Damage Only) = (0.93 x 1.085 x 1.01 x 0.95) = 0.97
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The combined effect of these improvements is multiplicative, where together they may result in an approximate 18 percent increase in injury collisions and approximate 3 percent decrease in PDO collisions. It is noted that the greatest effect to the injury collisions is the addition of bike lanes to the road. The greatest effect to the property damage only collisions is the reduction in lane width. Without the lane width reduction, the combined CMF for the 3 to 5 lane case is 1.12 and 0.89 for fatal/injury and PDO collisions respectively. The combined CMF without lane width reduction for the 3 to 4 lane case is 1.36 and 1.24 for fatal/injury and PDO collisions respectively. It has been concluded that there is a greater negative safety effect associated with converting the road to a 4-lane undivided cross section that to a 5- lane cross section.
4 Findings and Recommendations
4.1.1 Summary of Findings
The key findings of the safety assessment along the entire study area are summarized below:
Collision Review – Overall Study Area
A total of 513 collisions occurred along Elgin Mills Road West within the study limits. Ninety (90) percent of these collisions occurred at intersections for the 6-year period from 2008 to 2013. The remaining 10 percent occurred on the road segments;
The distribution of the collisions from year to year was fairly even across the six year study period, with 2010 experiencing the highest number of collisions. Collision occurrences were low for the PDO severity type during 2012 and for the Non-fatal injury type during 2008 ad 2011;
The majority of the collisions occurred between the months of June and November within the 6- year analysis period. Most of these collisions occurred under dry road surface conditions (65 percent of total collisions);
Rear-end and angle collisions are the most predominant impact type, constituting 58 percent of the total collisions that have occurred along Elgin Mills Road West within the study limits;
o 81 percent of the total rear-end collisions occurred either under proper driving conditions or a result of drivers following too closely and occurred when drivers were slowing or stopping under dry road surface conditions.
Angle collisions constituted 17 percent of the total collisions that have occurred along Elgin Mills Road within the study limits; and
The majority (39 percent) of the angle collisions resulted from drivers driving properly. The remaining collisions occurred as a result of failing to yield the right-of-way (21 percent), disobeyed traffic control (15 percent) and improper turn (15 percent).
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Collision Review – Intersections and Road Segments
A total of 462 collisions occurred at the study area intersections. There were no fatal collisions reported, 99 non-fatal injury, 167 PDO, 174 non-reportable collisions, and 21 collisions that were recorded with no collision classification. With regard to initial impact type, 274 collisions were recorded as rear-end, 70 angle (T-bone), 43 sideswipe, 26 SMV, 26 turning movement, 11 head- on, and 11 as unknown.
A total of 51 collisions occurred at the study area road segments. There were no fatal collisions, 11 non-fatal injury, 17 PDO and 24 non-reportable collisions. With regard to initial impact type, 25 collisions were recorded as rear-end, 15 angle (T-bone), 3 sideswipe, 3 SMV, 4 turning movement, and 2 head-on collisions.
Individual Locations
Only the intersections of Elgin Mills and Yonge Street and Elgin Mills at Bathurst Street, as well as the road segment of Elgin Mills Road between Bathurst Street and Hiram Road are discussed here. These locations were identified as those that experienced the highest collision frequency over the 6-year analysis period. Details for other intersections and road segment locations are provided in subsection 2.3.2.
Elgin Mills Road at Yonge Street
Two hundred and twenty-four (224) collisions were found to be associated with the intersection of Elgin Mills Road and Yonge Street during the study period. Eighty-eight collisions (88) of the total were recorded as non-reportable, seventy-six (76) as PDO, fifty-one (51) as no fatal-injury collisions and the remaining nine (9) were noted as “Other”. The predominant impact type was rear-end (128) collisions. Most of the rear-end collisions occurred as a result of drivers driving properly and a sudden stop on dry road conditions. The majority of the collisions occurred during daylight and under clear environment conditions. Eighty-eight (88) collisions occurred in PM rush hour. Of the remaining collisions sixty-six (66) occurred in the midday peak hour, thirty-four (34) in the evening, thirty-three (33) in the AM rush hour and the remaining eight (8) occurred during the early morning period.
Elgin Mills Road at Bathurst Street
One hundred and sixty-three (163) collisions were found to be associated with this intersection during the study period. Sixty-four (64) collisions were reported as PDO, fifty-five (55) were non-reportable, thirty- three (33) were non-fatal injury collisions, while the remaining eleven (11) were collisions that were not recorded with a severity classification. The predominant impact type was rear end (74). Most of the rear- end collisions occurred during proper driving conditions and as a result of a sudden stop under a dry road surface conditions. One hundred and six (106) collisions occurred during daylight and one hundred and seventeen (117) under clear environment conditions. Fifty-four (54) collisions occurred in PM peak hour, forty-six (46) in the midday period and thirty-nine (39) in the AM peak hour. The remaining four (4) collisions occurred during early morning period.
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Elgin Mills Road between Bathurst Street and Hiram Road
Nineteen (19) collisions were found to be associated with this road segment during the study period. Fourteen (14) of total collisions were recorded as non-reportable, four (4) as PDO collisions and the remaining one (1) was a Non-fatal injury collision. The predominant impact type at this intersection was angle collisions (9). The majority of collisions occurred during daylight and was a result of drivers failing to yield right-of-way. Twelve (12) of total collisions occurred during daylight conditions, four (4) in dark conditions, and the remaining three during dawn (2) and dusk (1). The majority of collisions occurred during the midday (6) and PM peak hour (7).
Potential for Safety Improvement (PSI)
Among the six intersections analysed two intersections have positive PSI values greater than 6.0 for one of the severity types. Both of these have high positive PSI values hence some potential for safety improvement (Table 7). The most common collisions at these locations are rear-end collisions that may be the result of drivers making sudden unexpected stops due to signal changes or pedestrian movements. Angle collisions are also significant and may be the result of drivers failing to yield and making improper turns (during intergreen or on red).
All of the road segments analysed within the study area have either negative or low positive PSI values for at least one of the severity types hence have very limited potential for safety improvement (Table 8).
Overall, the operation of the TWLTL on Elgin Mills Road is satisfactory, with relatively few collisions attributable to the slowing and turning movements.
Removal of the TWLTL and a widening of the road to include 2 traffic lanes in each direction would likely result in an increase in the number of total collisions experienced in this section. The degree of the increase in collisions will depend on other changes to the cross section such as reducing lane widths and incorporating bicycle lanes.
Widening of the roadway and retention of the TWLTL would offer increased capacity but may contribute to increased traffic speeds. Counter measures to ensure traffic speeds remain close to the posted speed limit should be considered with this alternative. These measures could include use of narrower traffic lanes, use of cycle tracks in lieu of simple dedicated bicycle lanes and possibly raised island treatments where interference with local access will not occur.
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