Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016
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No. of Hard PDF Email Organization Name Copies 0 Yes Yes Metrolinx
Record of Revisions Caledonia GO Station Environmental Assessment Traffic Impact Study Revision Date Description 0 April 2015 Initial Submission to Metrolinx 1 August 2015 Draft Submission to Metrolinx Metrolinx 2 October 2, 2015 Draft Submission to Metrolinx with 2nd Draft EPR Submission 3 October 16, 2015 Draft Submission to Metrolinx with 3rd Draft EPR Submission 4 November 13, 2015 Draft Submission to Metrolinx with 4th Draft EPR Submission 5 February 16, 2016 Final Submission to Metrolinx for Review 6 February 22, 2016 Final EPR
R.J. Burnside & Associates Limited
Report Prepared By:
Henry Centen, P. Eng. Senior Transportation Engineer HBC:mp
Report Reviewed By:
R.J. Burnside & Associates Limited 6990 Creditview Road, Unit 2 Jim Georgas, C.E.T. Mississauga ON L5N 8R9 CANADA Project Coordinator
February 2016 300034767.0000
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
along Eglinton Avenue (Eglinton Crosstown Transit Project Light Rail Transit Executive Summary Assessment Study, Toronto Transit Commission/City of Toronto, February 2010); Create a new Toronto station between Union Station and the future Downsview This Traffic Impact Study (TIS) is a support document for the Transit Project Assessment Park GO Station; and for the proposed Caledonia GO Station. The Caledonia GO Station is part of the works Complement the planned service improvements and future electrification on the planned to meet forecasted customer requirements, resulting from proposed capacity Barrie rail corridor. improvements along the GO Barrie rail line to accommodate Regional Express Rail (RER). GO RER service will be phased in over the next 10 years, with construction and Existing and Future Traffic Conditions Overview infrastructure improvements, as well as electrification of the system. These x The Barrie Corridor Planning Study Final Report (March 2012, Halcrow Consultants improvements will allow for implementation of all-day, two-way GO Rail service along the Inc.), estimates that ridership on the GO Barrie Rail line will increase from GO Barrie rail line, at headways varying from 15 minutes (or better) to 60 minutes, 6,750 riders in the a.m. peak period, peak direction (2010) to 13,900 riders by 2021 depending on time of day and location along the line. The Caledonia GO Station will and 16,000 riders by 2031. The existing service on the GO Barrie rail line includes also allow interchange opportunities with the Eglinton Crosstown Light Rail Transit 7 trains southbound in the a.m. period and 7 trains northbound in the p.m. period. (ECLRT) line, which is currently under construction. x For the purposes of the Transit Project Assessment, existing and future train service A number of previous planning studies were reviewed, to give context to this TIS and to levels are defined as follows: assist in ridership and traffic forecasting. Relevant information from these previous studies has also been included in the TIS. Existing – current operating conditions with current 2015 traffic volumes. Future Phase 1: addition of a new GO station (Caledonia) operating with current The major conclusions and recommendations of this TIS are summarized as follows: 2015 traffic volumes. Future Phase 2 – provision of all-day, two-way service (an expansion with Conclusions increased trains over the entire day as well as an additional second track allowing trains to travel both north and southbound) along the existing route Development Overview operating with predicted 2021 traffic volumes of 36 diesel trains per day. x The Caledonia GO Station is proposed to include the following facilities on the GO Barrie rail line, sufficient to accommodate all-day, two-way 15-minute or better x For the purposes of this TIS, the traffic impacts associated with the Existing service: conditions and with the Future Phase 2 service level have been assessed. Accessible station platforms and station building; x Future Phase 2 (36 Diesel Trains by 2021) – Traffic generation from the Caledonia Kiss and Ride area; GO and ECLRT Stations has been based on modeling completed by Metrolinx in Staff / taxi parking area; 2014 (memorandum dated May 16, 2014 from David Pritchard, Metrolinx, Bicycle parking facilities; Re: Eglinton-GO Transfer Activity), as well as the trip generation forecasts in the Driveway access onto Croham Road and Eglinton Avenue West; Eglinton Crosstown Light Rail Transit, Transit Project Assessment, Environmental Pedestrian bridge over the GO Barrie rail line, linking the GO Station to the Project Report (EPR) (March 2010; Toronto Transit Commission / City of Toronto). Caledonia Eglinton Crosstown Light Rail Transit (ECLRT) Station; The rider activity (i.e., boardings and alightings) during the a.m. peak hour (6:30 a.m. A bus loop at the Caledonia ECLRT Station site, to jointly serve this station and to 9:30 a.m.) at both stations, combined, is forecasted to be 225 riders/hour the GO Station; and transferring and 550 riders/hour accessing the station externally. It is forecasted that Pedestrian tunnel under the GO Barrie rail line, linking Carnarvon Street and there will be about 1,200 riders accessing the station (externally) during the peak Bowie Avenue. a.m. period (i.e., 3 hours, assuming a Peak Hour Factor of 0.58 for GO traffic and 0.45 for ECLRT traffic as noted in a memo from David Pritchard, Metrolinx, Re: x The Caledonia GO Station will: Eglinton-GO Transfer Activity (v2.1), dated May 16, 2014). Provide a north/south – east/west transit connection option in the City of Toronto; Improve service to customers by connecting GO service to the ECLRT at x Traffic forecasts on the area road network have been based on the Eglinton Eglinton Avenue West. The ECLRT is forecasted to provide a peak hour Connects Planning Study (March 2014, City of Toronto), augmented by a traffic maximum capacity of 8,000 riders per hour per direction in an east-west direction count taken in the area beyond Eglinton Avenue West (i.e., count taken on
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August 12, 2013 by the City of Toronto at Caledonia Road / Bowie Avenue) and by x The intersections in the study area are forecasted to have a good Level of Service trip generation forecasts for the local area, using standard trip rates (i.e., Institute of (LOS), with relatively short delays and significant reserve capacities, under future Transportation Engineers Trip Generation Manual) where counts are not available. (2021) background traffic conditions, with the assumed lane configurations. Under future (2021) total traffic conditions (i.e., with implementation of the Caledonia GO x For this TIS the peak hour of the transit system is assumed to correspond to the Station and ECLRT Station with the assumed servicing scenario), the traffic peak hour of the traffic on the adjacent roadway network (i.e., a.m. peak hour of road operations are forecasted to continue to operate acceptably, assuming minor network is 8:15 a.m. to 9:15 a.m. and p.m. peak hour is 4:45 p.m. to 5:45 p.m.). modifications to the signal timing. x Under existing traffic volumes and lane configurations, this TIS forecasts that the x The Eglinton Connects Planning Study (March 2014, City of Toronto) identifies the intersection of Eglinton Avenue West / Caledonia Road is over-capacity in the p.m. potential for redevelopment / intensification along Eglinton Avenue West and at the peak hour, with a storage deficiency for eastbound queuing. Under existing Westside Shopping Centre, allowing development heights of up to eight storeys in conditions, queuing deficiencies were also identified at the intersections of Eglinton these areas. The intensification of development in the area of the Caledonia GO and Avenue West / Blackthorn Avenue and Eglinton Avenue West / Gabian Way, during ECLRT Stations will promote access to these stations via walking and cycling both the a.m. and p.m. peak hours. However, as identified in the Eglinton Connects modes. The future intensification of this area could tie into the City of Toronto TDM Planning Study (March 2014, City of Toronto), future traffic operations are forecast strategies (reference can be made to Sections 7.0 and 8.0 of this TIS for additional to be acceptable along Eglinton Avenue West, due to the conversion of the existing details on these strategies). The City of Toronto also intends to maintain vehicular, bus / taxi lanes into full-use lanes, upon completion of the ECLRT. The adjusted cyclist and pedestrian connections, through any redevelopment of the Westside lane use structure can also accommodate the small traffic increases that result from Shopping Centre lands. the development of the Caledonia GO Station. x To assess the impacts to air quality and noise and vibration levels, traffic data Modes of Transportation Overview (i.e., peak hour traffic volumes, daily traffic volumes, traffic type and idling times) was forecasted for the road network and intersections in the study area. For additional x The Eglinton Crosstown LRT Transit Project Assessment Process (TPAP), details, reference should be made to the separate study reports that have been Environmental Project Addendum (October 2013, MMM Group) proposed a 3 m prepared to assess these impacts, as reported in the Caledonia GO Station sidewalk on both sides of Eglinton Avenue West, plus 2-way cycling infrastructure on Environmental Project Report (i.e., Appendix G – Air Quality Impact Assessment the north side of the road. The proposed cross section for Eglinton Avenue West Report and Appendix H – Noise and Vibration Impact Assessment Report). was subsequently updated in the Eglinton Connects Planning Study (March 2014, City of Toronto) to include two travel lanes in each direction on Eglinton Avenue x The provision of adequate pedestrian and cyclist linkages to the proposed stations, West, with no left turn lanes required at the intersection of Eglinton Avenue West / along with transit interchange opportunities, will reduce the vehicular impacts on the Blackthorn Avenue or at Eglinton Avenue West / Gabian Way. The updated cross road network by promoting access modes that are not auto-centric. These measures section proposes a raised cycle track on each side of the road (1.2 m wide), as well tie into the City of Toronto TDM strategies (reference can be made to Sections 7.0 as a 3.2 m wide pedestrian clearway on each side of the road. The cycling and 8.0 of this TIS for additional details on these strategies). infrastructure will ultimately connect to the cycle network in the broader area, providing a continuous east-west path from Highway 427 to Mount Pleasant. A x Strategies developed as part of Metrolinx’s Regional Transportation Plan and on- bicycle connection between Eglinton Avenue West and the York Beltline Trail has not going Smart Commute program are being effective in shifting travel demand away been identified in either the ECLRT study or the Eglinton Connects Study. However, from single occupant cars and towards more sustainable modes of travel this TIS for the Caledonia GO Station concludes that improvements should be (i.e., carpooling, walking, cycling, transit). Given the low-impact access modes implemented along Croham Road to facilitate this connection. This cycle connection proposed for the Caledonia GO Station, and the low external traffic generation is now included in the City of Toronto’s 2016 Cycling Network Plan. The traffic forecasted, it is concluded that the Transportation Demand Management measures volume / operations forecasted along Eglinton Avenue West in this TIS confirm that will more than offset the direct traffic impacts on the broader transportation network. two travel lanes should be provided in each direction to accommodate the peak hours, and that no left turn lanes are required on Eglinton Avenue West at the x The access and transportation network linkages proposed for the Caledonia GO intersections at Blackthorn Avenue or at Gabian Way. Station have taken into account previous planning work, including transportation
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network constraints/opportunities identified in the City of Toronto’s 2016 Cycling x It is acknowledged that earlier concept plans had proposed an additional pedestrian Network Plan and Amendment No. 274 to Toronto’s Official Plan. crossing on Eglinton Avenue West, at the exit of the Kiss and ride. However, considering the need to maintain vehicular mobility along Eglinton Avenue West, it is x After implementation of the ECLRT, only the No. 47 B and No. 47 C Landsdowne considered to be premature to recommend a pedestrian crossing in this area, without buses (north-south along Caledonia Road) are proposed to connect at the Caledonia further monitoring to support the demand for such a crossing. Therefore, it is ECLRT Station via a bus loop, with two bus parking stalls, which is proposed off of recommended that monitoring of pedestrian activity continue, after commencement Eglinton Avenue West, with an exit at the existing signalized intersection, opposite to of operations at the Caledonia GO and ECLRT Stations, at the exit of the Kiss and Blackthorn Avenue. The No. 34 Eglinton East bus will still run along Eglinton Avenue Ride and at the exit of the Westside Shopping Centre, to determine if additional West in the study area, but is not anticipated to stop at Caledonia GO Station and pedestrian crossings on Eglinton Avenue West are required at those locations. If ECLRT Station at this time. further pedestrian crossings are warranted it is recommended that traffic operations be coordinated between the closely spaced signals, based on a future signal x Additional pedestrian crossings of Eglinton Avenue West are not proposed at this coordination study for this section of the corridor. time to facilitate the operations of the Caledonia GO and ECLRT Stations, due to the relatively low external pedestrian activity forecasted in these areas, the availability of x Preliminary discussions have been initiated with the City of Toronto Planning existing signalized intersections in close proximity to the stations, and the potential to Department (Andrew Au) and City of Toronto Transportation Services Department adversely impact traffic mobility on Eglinton Avenue West. (Lukasz Pawlowski), to confirm pedestrian and cyclist connections in the area of the Caledonia GO and ECLRT Stations. It is recommended that the following pedestrian Recommendations linkages be included as part of the Caledonia GO Station development and that further approvals be obtained from the City of Toronto, as part of the detailed x It is recommended that the two-way section of Croham Road be developed to designs: accommodate access by both the Kiss and Ride lot and the staff/taxi parking area at Bridge connection between the GO and ECLRT Stations; the GO Station. The Kiss and Ride area is proposed to have an entry-only off of North pedestrian / cyclist tunnel between Bowie Avenue and Carnarvon Street. Croham Road and an exit-only off of Eglinton Avenue West (unsignalized). It is Access to the tunnel will be via stairs and elevator; recommended that the residential one-way road section of Croham Road be signed for “no through traffic”, and that enforcement be increased to respond to issues of Pedestrian connection to the York Beltline Trail via the existing sidewalks on speeding and driving the wrong direction. Croham Road; and Cyclist connection to the York Beltline Trail via improvements to Croham Road to x It is recommended that signage be implemented in the areas of the Caledonia GO link the cycling network in this area. The recommended improvements on and ECLRT Stations to restrict the potential for illegal parking. Further, it is Croham Road include the implementation of contra-flow cycling infrastructure for recommended that parking and Kiss and Ride activity be monitored in the areas southbound bike travel, relocation of on-street parking from the west side of the external to the Stations’ lands, after commencement of operations at these stations, road to the east side of the road and possibly including sharrow markings for particularly along Croham Road and at the Westside Shopping Centre. If parking northbound bike travel. becomes an issue in these areas it is recommended that increased enforcement, by the City of Toronto, be implemented to address concerns. x Access to bicycle parking facilities are proposed at both the Caledonia GO and ECLRT Stations. It is recommended that bicycle parking also be available at the x The City of Toronto has identified the potential for a future rear lane, to be north tunnel access, with connection to the GO Station platforms provided at that implemented to service redevelopment intensification along Eglinton Avenue West, location. on the lands to the east of Croham Road. This lane is proposed to minimize accesses along Eglinton Avenue West and is not intended to provide access to the x A future multi-use trail may be considered on the Westside Shopping Centre lands, GO Station. If such a lane is implemented, it is recommended that this lane be to the west of the GO Barrie rail corridor, to further improve the cyclist linkages in this connected to the one-way section of Croham Road, so that traffic will be directed area, particularly to the Caledonia ECLRT Station. However this additional linkage is away from the intersection of Eglinton Avenue West / Croham Road, minimizing not required as part of the currently proposed works. congestion in the area adjacent to the GO Station. x The pedestrian / cyclist facilities on Eglinton Avenue West will be completed as part of the ECLRT project. It is recommended that the City of Toronto continue to
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016 implement other improvements to cyclist infrastructure in the study area, as identified Table of Contents in their 2016 Cycling Network Plan.. 1.0 Introduction ...... 1 x It is recommended that the City of Toronto and Metrolinx continue to implement 1.1 Limitations...... 2 Transportation Demand Management measures, in accordance with the policies set 2.0 Study Area and Road Network...... 3 out in Amendment No. 274 to the Official Plan. 3.0 Background Studies ...... 4 3.1 Eglinton Crosstown Light Rail Transit Project Assessment, Environmental x It is recommended that access and transfer activity continue to be monitored at the Project Report (March 2010)...... 4 Caledonia GO and ECLRT Stations, to confirm the adequacy of Transportation 3.2 GO Rail Options Benefits Case Assessment (June 2010)...... 6 Demand Management measures and to recommend additional measures, if 3.3 Barrie Corridor Planning Study Final Report (March 2012) ...... 8 required, to respond to access demands and to support low-impact access modes. 3.4 Caledonia Station – Public Consultation Report (July 2012) ...... 11 In this respect it is recommended that Metrolinx provide sufficient bike parking 3.5 ECLRT Preliminary Construction and Traffic Management Planning facilities to adequately meet demands. It is also recommended that Metrolinx Consultation Report (August 2012)...... 12 continue to implement Transportation Demand Management in the study area, 3.6 GO Transit Rail Parking and Station Access Strategy (June 2013)...... 12 through their Smart Commute program, as well as to investigate opportunities for 3.7 Metrolinx Investment Strategy (May 2013) ...... 13 integration of Bike Share and Car Share facilities as part of the Caledonia GO 3.8 ECLRT Environmental Project Report Addendum (October 2013)...... 13 Station designs. 3.9 Electrification Study Reference Case (ESCR) Study (Metrolinx, 2014) .....14 3.10 Eglinton Connects Planning Study (March 2014) ...... 15 x It is recommended that construction ingress / egress for the Caledonia GO Station 3.11 Eglinton Connects Traffic Study Report (March 2014)...... 17 be restricted to Eglinton Avenue West and Bowie Avenue and along a proposed 3.12 Other Background and Related Studies / Policies ...... 19 service road immediately west of the residential lots along Croham Road. 4.0 GO Rail Service and Proposed Caledonia GO Station...... 22 Construction traffic / parking should be restricted from using the one-way section of 4.1 Existing GO Rail Service...... 22 Croham Road. It is recommended that a detailed traffic management plan for 4.2 Caledonia GO Station Site Development...... 23 construction staging areas and hauling routes be developed by the construction contractor. 5.0 Provision for future third track as part of all-day, two-way service Road Access...... 24 5.1 Existing Road Network and Traffic Volumes...... 24 5.2 Traffic Operations ...... 25 5.2.1 Existing Level of Service for Intersections in the Study Area ...... 25 5.2.2 Safety Considerations ...... 26 5.3 Road Network and Background Traffic Volumes – Future (2021) Background Traffic Conditions...... 26 5.4 Traffic Operations – Future (2021) Background Traffic Condition ...... 28 5.5 Trip Generation and Access Mode – Caledonia GO Station and ECLRT Station...... 28 5.5.1 Trip Generation ...... 28 5.5.2 Access Mode and Traffic Distribution...... 30 5.6 Road Network and Total Traffic Volumes – Future (2021)...... 31 5.7 Traffic Operations – Future (2021) Total Traffic Conditions...... 32 6.0 Local Transit Access ...... 32 6.1 Subway Access...... 32 6.2 Bus Access ...... 32 6.3 Proposed Eglinton Crosstown Light Rail Transit (ECLRT)...... 33 7.0 Pedestrian and Bicycle Access...... 33
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7.1.1 Pedestrian Access...... 33 7.1.2 Bicycle Access ...... 35 1.0 Introduction 7.1.3 Pedestrian and Cyclist Network Considerations – Broader Context36 8.0 Parking Facilities and Transportation Demand Management ...... 39 The Caledonia GO Station is part of the works planned by Metrolinx to meet forecasted 8.1 Parking Facilities...... 39 customer requirements, resulting from proposed capacity improvements along the GO 8.2 Transportation Demand Management ...... 40 Transit (GO) Barrie rail line to accommodate Regional Express Rail (RER). GO RER 9.0 Traffic Access...... 42 service will be phased in over the next 10 years, with construction and infrastructure 9.1 Traffic Circulation ...... 42 improvements, as well as electrification of the system. These improvements are guided 9.2 Construction Laydown Areas and Haul Routes ...... 42 by the regional transportation plan, as shown in Figure A1 (Appendix A). 10.0 Traffic Data Inputs to Air Quality and Noise Impact Assessments ...... 43 Metrolinx is responsible for the building of the Eglinton Crosstown Light Rail Transit 11.0 Conclusions and Recommendations ...... 44 (ECLRT) line in the City of Toronto, which is one of several priority transit projects being Tables implemented. Ultimately the ECLRT will be a 33 km electrically-powered Light Rail Table 3.1: Forecast of Daily Traffic Volumes on Eglinton Avenue West (ECLRT Project Transit (LRT) line extending from Lester B. Pearson International Airport, in the City of Assessment Report, March 2010)...... 5 Mississauga, to Kennedy Station, in the City of Toronto. The first phase of the planned Table 3.2: Forecast of Traffic Operations at Intersections in The Study Area (ECLRT route of the ECLRT has been designed to run along Eglinton Avenue West, from east of Project Assessment Report, March 2010) ...... 6 Jane Street (in the west) to Kennedy Station (in the east), for a total length of 19 km. Table 3.3: Forecasted GO Barrie Line Weekday Trains per Period (Benefits Case Tunnel boring machines are being used to excavate 10 km of the route that will be Assessment, June 2010)...... 6 underground from Keele Street to Laird Drive. This line is anticipated to be in operation Table 3.4: GO Barrie Rail Line Ridership Estimates via Various Models (Barrie Corridor by 2020. Planning Study, March 2012)...... 10 The ECLRT will include a Caledonia ECLRT Station, near the intersection of Eglinton Table 3.5: GO Barrie Line Service Forecast (Barrie Corridor Planning Study, March Avenue West and Caledonia Road, where the ECLRT intersects the GO Barrie rail 2012) ...... 10 corridor. The ECLRT will tunnel under the GO Transit Barrie rail corridor and will be Table 3.6: GO Barrie Rail Line Parking Forecast (Barrie Corridor Planning Study, March located underground throughout the study area considered in this Traffic Impact Study 2012) ...... 11 (TIS). Table 4.1: Service on the GO Barrie Rail Line – Fall 2014 ...... 22 Table 5.1: Traffic Operation Parameters (Highway Capacity Manual)...... 25 Since the Caledonia LRT Station is proposed to include a direct link to the GO Barrie rail Table 5.2: Trip Generation or the Caledonia GO Station (36 trains/day scenario, corridor, a new GO Station at this location is also being prioritized along with the ECLRT 13 trains in the a.m. peak period)...... 28 project. Metrolinx is undertaking the development of this new GO Station (to be named and herein referred to as the Caledonia GO Station) at the northwest quadrant of Appendices Eglinton Avenue West and Croham Drive. The development of the Caledonia GO Appendix A Figures Station will provide important infrastructure to support Metrolinx’s plans for all-day, Appendix B Analysis of Traffic Operations two-way service within the GO Transit Barrie rail corridor, and ultimately for Regional Appendix C Traffic Data For Air and Noise Analysis Express Rail (RER) service along this corridor.
The ECLRT Environmental Project Report (EPR), completed in March 2010, identified the potential future connections with the GO Barrie rail corridor; however, an Environmental Assessment (EA) was not completed for the Caledonia GO Station at that time. This TIS has been prepared as a support document for the Caledonia GO Station Transit Project Assessment Process (TPAP) and will be appended to the final EPR. It is intended to identify the local transportation conditions within or adjacent to the project area, assess potential traffic impacts and identify mitigation measures to address the negative effects of such impacts. The Study Area for this TIS is shown on Figure A2 (Appendix A).
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
The Caledonia GO Station will be built on the existing GO Barrie rail corridor and will made to ensure the accuracy of the data, we cannot guarantee the complete accuracy of provide a stop between the proposed Downsview GO Station and Union Station. The the information used in this report from these secondary sources. Caledonia GO Station will connect with the Caledonia LRT Station being constructed north of Eglinton Avenue West, west of the GO Transit Barrie rail corridor. This report has been prepared solely for the purposes outlined herein and is not to be relied upon or used for any other purpose or by any other party without prior written RER is a component of the regional transportation plan with the priority actions to authorization of R. J. Burnside & Associates Limited. provide fast, frequent, all-day, two-way rail service within the Greater Toronto Hamilton Area (GTHA). All-day, two-way service is being prioritized for the GO Barrie rail corridor, 2.0 Study Area and Road Network from Union Station to Aurora GO Station. The purpose of the Caledonia GO Station is to provide important infrastructure to support the planned service capacity improvements The area that defines the limits of the TIS is illustrated on Figure A2 (Appendix A). In on the Barrie Line, including: general, the study area for review of traffic impacts is bound by: x Electrified all-day, two-way 15-minute or better service between Aurora and Union x North – Lonborough Avenue and Bowie Avenue; Station; x East – Caledonia Road; x Off-peak, two-way 60-minute service between Allandale Waterfront and Union x South – Eglinton Avenue West and Blackthorn Avenue; and Station; and x West – Gabian Way. x Peak period, peak direction 30-minute service between Allandale Waterfront and Union Station. For this study the peak hour of the transit system is assumed to correspond to the peak hour of the traffic on the adjacent roadway network (i.e. a.m. peak hour is 8:15 a.m. to The provision for electrification has been included within the scope of the EA. An 9:15 a.m. and p.m. peak hour is 4:45 p.m. to 5:45 p.m.). Peak period for the transit Electrification Study, completed by Metrolinx in January 2010, identified the system is defined as arrivals at Union Station between 6:30 a.m. and 9:30 a.m., a 3-hour electrification of the GO Transit Barrie rail corridor as one of the options to be carried period. forward for further study. Metrolinx’s RER group is continuing the study work to implement electrification. Within the study area, the road network includes the following: x Eglinton Avenue West – major arterial road running east-west, with four basic lanes The new Caledonia GO Station will: two in each direction), two lanes of which are restricted to bus/taxi use during peak x Provide a north/south – east/west transit connection option in the City of Toronto; periods (7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m.) and which are used for x Improve service to customers by connecting GO service to the ECLRT at Eglinton parking or for through traffic during off-peak periods. Avenue West; x Caledonia Road – minor arterial road running north-south, with two basic lanes. x Create a new Toronto station between Union Station and the future Downsview Park x Blackthorn Avenue – collector road running north-south. GO Station; and x Gabian Way – local road running north-south; also providing access to the Westside x Complement the planned service improvements and future electrification of the GO Shopping Centre. Barrie rail corridor. x All other roads in the study area are classified as local roads. x All roads in the study area are under City of Toronto jurisdiction. Additional details of the proposed Caledonia GO Station are provided in the Caledonia GO Station Environmental Project Report (Section 5.0, Detailed Description of the The posted speeds on the roads in the study area are 50 km/h, with the following Project), which is prepared as part of the Environmental Assessment under the Transit exceptions: Project Assessment Process (TPAP). x Caledonia Road – south of Eglinton Avenue West – 40 km/h; and 1.1 Limitations x Blackthorn Avenue – 40 km/h. To confirm traffic operations and the potential to impact access or be impacted by The traffic impacts that have been assessed in this study are limited to those within the operations of the proposed Caledonia GO and ECLRT Stations, the following main study area. The analysis in this study has been prepared based on the information intersections have been identified for analysis in this TIS (as shown on Figure A2, Site available at the time the analysis was undertaken. However, it is not possible to fully Location and Figure A3, Draft Concept Plan for Caledonia GO Station and ECLRT document all factors or account for all the changes that may occur in the future. This Station, in Appendix A) : report relies on information from a variety of secondary sources. While every effort is
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016 x Caledonia Road / Eglinton Avenue West; The Demand Forecasting Report, prepared by the City of Toronto and the TTC as part of x Croham Road / Eglinton Avenue West; the ECLRT EPR, provided an analysis of the ECLRT, based on the following: x Proposed Kiss and Ride at the GO Station / Eglinton Avenue West; x Updating the future (2031) land use in the study area; x Proposed Bus Loop at the ECLRT Station / Blackthorn Avenue / Eglinton Avenue x Coding the LRT routing options in the City of Toronto and TTC forecasting models; West; x Coding changes to the feeder bus network, the Spadina Subway extension and all x Gabian Way / Eglinton Avenue West; and other Transit City LRT lines; x Bowie Avenue / Caledonia Road. x Running the City of Toronto’s GTA model to produce transit demand matrices; x Running the TTC’s MADITUC model using the derived transit demand matrices from From a traffic circulation perspective it is noted that both Croham Road and Sanderstead the GTA model; and Avenue run one-way northbound, with traffic exiting to Bowie Avenue to connect to x The ECLRT was coded to operate at a 4-minute frequency. Caledonia Road. A short section at the south end of Croham Road is two-way. Without accounting for any transfer activity to/from the GO train at the Caledonia Station, The identified study area and study intersections provide for the following traffic the ECLRT EPR forecasted that the Caledonia Station would generate the following rider assessments: activity on the ECLRT in the 2031 a.m. peak hour: x Assessment of access connections (roads, intersections and linkages for other x Westbound – 100 boardings and 150 alightings with a link volume of 2,200 riders; modes of travel) between the facilities at the Caledonia GO Station, the ECLRT Project Assessment Report and Station and the surrounding arterial roads and existing connections. x Eastbound – 200 boardings and 50 alightings with a link volume of 4,500 riders. x Assessment of traffic operations on the surrounding road network, to facilitate impact assessment of noise and air quality, for which other studies are being prepared as The daily traffic volumes / types on Eglinton Avenue West, in the area of the Caledonia part of the overall TPAP (see Appendix G, Air Quality Impact Assessment Report Station, as forecasted in the ECLRT EPR, are summarized in the following table (2020 and Appendix H, Noise and Vibration Impact Assessment Report, both contained in conditions): the Environmental Project Report). Table 3.1: Forecast of Daily Traffic Volumes on Eglinton Avenue West (ECLRT 3.0 Background Studies , March 2010) Cars Bus or Light Medium Heavy A number of previous planning studies have been prepared by Metrolinx, the Toronto Scenario Year (vehicles LRV Trucks Trucks Trucks Transit Commission (TTC) and the City of Toronto, that affect the study area and provide per day) (vpd) (vpd) (vpd) (vpd) context to the development of the Caledonia GO and ECLRT Stations. The relevant Without ECLRT 17,402 433 868 311 117 results of these studies are reviewed in the following sections, presented chronologically. 2009 With ECLRT 17,834 488 868 311 117 Without ECLRT 22,015 681 689 247 92 3.1 Eglinton Crosstown Light Rail Transit Project Assessment, 2020 Environmental Project Report (March 2010) With ECLRT 22,696 488 689 247 92
The ECLRT line will run along Eglinton Avenue, connecting with the Spadina Subway, The ECLRT Project Assessment Report (March 2010) provided the following Yonge Subway, Bloor-Danforth Subway, Scarborough Rapid Transit, surface bus routes assessment of existing traffic operations in the study area: and a grid of major arterial roadways, all within the City of Toronto.
Approval was obtained for the ECLRT based on the Eglinton Crosstown Light Rail Transit, Transit Project Assessment, Environmental Project Report (EPR); (March 2010; Toronto Transit Commission / City of Toronto). This report proposed that the Caledonia LRT Station be constructed immediately to the west of the GO Barrie rail line, on the north side of Eglinton Avenue West, and that the LRT be underground through this area. However, the implementation of the Caledonia GO Station was not considered in the ECLRT EPR.
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
Table 3.2: Forecast of Traffic Operations at Intersections in The Study Area x On weekends it was assumed that there would be two trains per direction on the GO (ECLRT Project Assessment Report, March 2010) Barrie Line, in each hour between 0600 hours and midnight. a.m. Peak Hour p.m. Peak Hour (8:15 a.m. to 9:15 a.m.) (4:45 p.m. to 5:45 p.m.) x The Regional Transportation Plan (The Big Move, November 2008) proposes the Intersection of Eglinton Volume- Level following GO rail services: Average Average Avenue West with to- of Years 1 to 16 – All-day, two-way services plus enhanced peak period services. Delay v/c Delay LOS capacity Service The all-day, two-way services replace the existing train-bus service with half (s) (s) (v/c) (LOS) hourly service in off-peak periods and half-hourly service in counter-peak Gabian Way 0.42 11.9 B 0.51 13.2 B directions during the peak periods. Blackthorn Avenue 0.52 9.1 A 0.51 7.9 A Years 16 to 25 – Express rail services. The peak period service is expanded to Caledonia Road 0.52 18.7 B 0.70 23.1 C 10-minute headways by the introduction of the additional express trains.
As shown in the above table, the traffic operations at the intersections in the study area x By 2031 it is anticipated that the proposed GO services will provide a peak hour, of the proposed Caledonia GO Station were good. However, the ELCRT EPR did peak direction capacity of 9,510 riders, with a 98 minute travel time (all-station trains) identify a number of intersections along Eglinton Avenue West, beyond the study area, or 89 minute travel time (express trains) for the full length of the GO Barrie rail that had critical movements and where the intersections were operationally constrained. corridor. The closest operationally constrained intersection is Trethewey Drive to the west and x The travel time between the Downsview Station and Union Station is estimated to be Allen Road to the east, which are located 0.9 km and 2.4 km, respectively, from the 22 minutes (55 km/h, for either peak direction or counter-peak direction) for local proposed Caledonia GO Station. trains and 17 minutes (73 km/h) for express trains (source: Table 5-2, GO Rail 3.2 GO Rail Options Benefits Case Assessment (June 2010) Options Benefits Case Assessment, June 2010). It should be noted that the Benefits Case Assessment (June 2010) does not identify the Caledonia GO Station as Halcrow Consultants Inc. prepared a planning study for Metrolinx (GO Rail Options proposed in this TIS. However, based on the travel time forecasted in this previous Benefits Case Assessment) in 2010, for each of its GO rail corridors, to determine a report, it is estimated that the travel time from the proposed Caledonia GO Station prioritization framework for further detailed study related to increased rail service. The will be about 13 minutes to Union Station for local trains. GO Barrie rail line emerged as a high priority, indicating that all-day, two-way weekday x The peak period ridership forecasts were based on the GO Rail Direct Demand andAssessment weekend services on this line would provide a benefit to cost ratio of 1.7:1. Model (DDM), with off-peak ridership forecasts estimated as a proportion of peak The following conclusions and recommendations, relevant to the GO Barrie rail line are ridership, based on experience on the Lakeshore Line and on other North American made based on the Go Rail Options Benefits Case Assessment (June 2010): and European experience. The land use, population and employment forecasts were based on the Greater Golden Horseshoe Model (GGHM; February 2008), x The existing and assumed future services for the GO Barrie rail line are summarized which estimated that York Region’s population will increase by 97% and employment in the following table: will increase by 100% between 2001 and 2031. Travel time considerations were also included in the modeling from the data provided by the GGHM. It was noted Table 3.3: Forecasted GO Barrie Line Weekday Trains per Period (Benefits Case , June 2010) however, that the DDM is weak in modeling interchange locations, and may under- estimate the transfers at such locations. It is also assumed that no enhancements 2010 2021 2031 Time Period are made to other transit lines, which may overlap in their service areas with the GO IN OUT IN OUT IN OUT Barrie rail line (e.g., Richmond Hill GO line, Yonge Street subway and parts of Before a.m. Peak Period 0 0 1 1 1 1 Stouffville GO line). The peak period ridership forecasts for the GO Barrie Line are a.m. Peak Period 4 0 8 6 6/6* 6 forecasted to increase from 6,400 riders (2008) to 8,700 (2021, increase of 36%) to Inter-peak Period 0 0 12 12 12 12 10,800 (2031, increase of 69% from 2008). About 25% of the 69% increase in 2031 p.m. Peak Period 0 4 8 10 8 8/6* is attributable to ridership at the proposed new stations at Barrie Allandale Waterfront Evening Period 0 0 10 10 10 10 (proposed at the time, but now built) and Innisfil. Total 4 4 39 39 43 43 * x/y indicates local/express services. For the benefit: cost analysis, it was assumed that there would be x Counter-peak ridership is forecasted to be approximately 10% of the peak direction 6 trains/hour (3 express, 3 local) in the peak hour, peak direction and 2 trains/hour in the counter-peak direction by 2031. A second track and a bi-directional signal system are required to support this service level. ridership.
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016 x Off-peak ridership is expected to be approximately 76% of the a.m. peak period x The TTC is currently constructing an extension of the Toronto-York-Spadina subway ridership and weekend ridership is forecasted to be approximately 56% of the total into the City of Vaughan, with completion scheduled for late 2017. As part of this weekday ridership. extension, the location of a new Downsview GO Station has been identified at Downsview Park. The new subway station at Downsview Park will integrate with the x Newmarket Centre and Downtown Barrie are designated Urban Growth Centres, GO Barrie rail line at that location (i.e., approximately 7 km north of the proposed providing locations where transportation modes will come together, including local Caledonia GO Station). The Downsview area is planned to become a major transit service, cycling and pedestrian networks and car-share drop-off areas. These destination node in the City of Toronto, with the potential to accommodate 42,000 areas will provide major destinations such as office buildings, hospitals, educational new residents and jobs. Commuter parking lots will not be provided at Downsview, facilities and government services. They will also offer trip-makers amenities such and the City of Toronto anticipates that the Caledonia Station will be a key transfer as waiting areas, information centres, cafes, restaurants and other services. point, to assist in maintaining a high transit mode share of 60% to the Downsview Park area. 3.3 Barrie Corridor Planning Study Final Report (March 2012) x In addition to the proposed Caledonia and Downsview GO Stations, three additional Halcrow Consultants Inc. prepared the Barrie Corridor Planning Study Final Report for new stations have been assumed on the Barrie corridor to accommodate future Metrolinx in 2012 to determine corridor priorities that require further detailed studies to ridership – namely Innisfil (Town of Innisfil), Mulock (Newmarket) and Kirby address expected increases in ridership. This study concluded that the provision of (Vaughan). A potential future Concord GO Station has also been identified all-day, two-way GO service is required along this corridor by 2021, to accommodate GO (i.e., between the Downsview GO Station and the Rutherford GO Station), however ridership demand forecasts resulting from continued population growth in the Region of this station will be part of the Highway 407 Transitway, which will likely not be York and the County of Simcoe, and due to increased congestion on the Provincial and implemented until after 2031. Regional roadways. The locations of the Caledonia Station and the Innisfil Station have been pre-approved The following conclusions and recommendations are made, based on the Barrie Corridor by an earlier study (GO Transit Expansion Bradford to Barrie, Environmental Study Planning Study, to provide context to this study: Report, February 2005, McCormick Rankin Corporation). x The a.m. peak period ridership on the GO Barrie rail line has grown from 365 riders Based on the Barrie Corridor Planning Study (March 2012), the following conclusions in 1982 (one a.m. peak train and one PM peak train) to 5,979 in 2009 (four a.m. peak and recommendations can be made with respect to the proposed Caledonia GO Station: trains and four p.m. peak trains). x The station is proposed as a transfer station; x The Fall 2010 Rail Cordon Counts reported a.m. peak period boardings to be x No park and ride parking spaces are required to serve the station; 6,700 riders. x The station is proposed to have bus/LRT access, a station building, bicycle racks, and bicycle and pedestrian shelters; x As of September 2011, the GO Barrie rail corridor operates five trains in the a.m. x In the medium term (2021) the service plan for this station includes 9 trains in the peak period and five trains in the p.m. peak period, in the peak direction only. The a.m. peak period peak direction; and GO Barrie rail corridor currently serves nine stations (including the Barrie Allandale x In the mid to long term, the service plan for this station is to have 13 trains in the a.m. Waterfront station that opened in 2012, but excluding Union Station). Total travel peak period peak direction. time to traverse the entire corridor is approximately 96 minutes. The Barrie Corridor Planning Study (March 2012) provides ridership demand forecasts x The proposed Caledonia GO station was identified in the City of Toronto’s Official for the GO Barrie rail line based on various forecasting models, as summarized in the Plan, planned as a combined station with the Eglinton Crosstown LRT. The following table: “Avenues” policies, in conjunction with the LRT, support mixed-use redevelopment in this area. However, the potential for redevelopment along Eglinton Avenue West is constrained by the lot depths. Moderate redevelopment potential exists for the large format retail complex that is located immediately west of the station (i.e., Westside Shopping Centre). The potential for redevelopment / intensification along Eglinton Avenue West is shown on Figure A4 (Appendix A).
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
Table 3.4: GO Barrie Rail Line Ridership Estimates via Various Models (Barrie Within the 5 to 10 year timeframe, the service improvements will accommodate a.m. March 2012) peak period, peak direction ridership of 13,500 (i.e., assuming 1,500 riders per 10 car a.m. Peak Period Peak Direction Ridership train). Within the 10 to 15 year timeframe, the service improvements will accommodate Ridership Estimate Method (riders) a.m. peak period, peak direction ridership of 19,500 (i.e., assuming 10 car trains) or 2010 2021 2031 23,500 (i.e., assuming 1,800 riders per 12 car train). The service designs being Existing 6,750 n/a n/a considered are able to meet the forecasted demands, however station capacity issues Trends with Expanded Parking n/a 10,500 13,000 (parking, access etc.) will need to be addressed to ensure that these ridership increases Direct Demand Model (DDM) n/a 8,800 11,100 are also supported. Greater Golden Horseshoe Model n/a 17,500 19,900 In the short term (2021) a shortfall in parking supply has been identified for the GO GO Market Analysis n/a 12,900 14,900 Barrie corridor, which will require additional parking spaces at the new stations GO Market Analysis with Intervening n/a 13,900 16,000 proposed, as summarized in the following table. Destination Opportunities Table 3.6: GO Barrie Rail Line Parking Forecast (Barrie Corridor Planning Study, Each of the forecasting models has its strengths and weaknesses, depending on the March 2012) assumptions inherent to its usage. However, the GO Market Analysis with Intervening 2021 Estimated Destination Opportunities takes into account both service-related demand estimates and Existing and 2021 Potential Parking Space the influence of station / destination activity. Such station / destination activity would Stations Planned Parking Ridership Additional Demand include transfers at higher order stations and to employment / activity destinations, which Spaces to 2021 Estimates Spaces Low High could represent a doubling (+7%) of the corridor passengers being destined to locations North Section – 1,934 4,100 3,500 3,800 Add 1,600 to along the corridor, rather than to Union Station. For service planning purposes the Allandale 1,900 spaces at Barrie Corridor Planning Study (March 2012) recommended that this forecasting method Waterfront to East Innisfil Station be employed, with the understanding that the resulting forecasts may be optimistic, due Gwillimbury to the many unknowns regarding destination stations. The resulting forecasts in ridership demonstrate the need for continued service improvements along the GO Barrie Central Section – 2,327 5,500 3,800 4,100 Add 1,500 to rail corridor, including new and expanded stations and more frequent trains. Newmarket to 1,800 spaces at King City Mulock Station To accommodate the expected growth in population and employment along the GO South Section – 2,264 4,300 3,200 3,200 Add 900 Barrie rail corridor, GO Transit has developed service plans, as summarized in the Kirby to York spaces at Kirby following table. Downsview Station Total 6,536 13,900 10,500 11,100 Add 4,000 to Table 3.5: GO Barrie Line Service Forecast (Barrie Corridor Planning Study, 4,600 spaces March 2012) to corridor Service – Number of Trains* a.m. Peak (start of Midday p.m. Peak (3:30 p.m. Evening 3.4 Caledonia Station – Public Consultation Report (July 2012) service to 9:30 a.m.) to 6:30 p.m.) Timeframe Metrolinx and TTC provided the public with opportunity to comment on early concepts for Peak Counter- NB SB Peak Counter- NB SB the Caledonia GO Station and ECLRT Station, via an open house and on-line Direction Peak Direction Peak questionnaire in July 2012. The public comments were largely focused on ensuring Direction Direction adequate internal accessibility and transferability within the station, although the 0-5 years 6 6 following was noted with respect to external access issues: 5-10 years** 9 3 6 6 12 4 6 6 10-15 years** 11 + 2 15 + 1 366 466 x Traffic impacts associated with buses turning into the station should be minimized. express express * Some trains will not run the entire length of the Barrie corridor. ** 5-10 year scenario requires double tracking to be implemented between Parkdale junction and Aurora Station. x Traffic signals should be coordinated on Eglinton Avenue West. There was some 10-15 year scenario requires triple tracking to be implemented between King City Station and Caledonia Station. concern over introducing an additional traffic signal along a relatively short length of Eglinton Avenue West.
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016 x No provision for long-term parking at the station is a concern, considering the forecasts. Before expanding parking capacity, the following infrastructure should be potential for station parking to use the Westside Shopping Centre lot. considered for enhancing station access through a balance of access modes: Improving pedestrian access (including lighting, coverings and maintenance); x Cycling infrastructure should be considered on Eglinton Avenue West and on Bicycle parking and cycling links to municipal routes; Croham Road, to connect to the York Beltline trail. Bus loop capacity and design enhancements; Transit priority measures; 3.5 ECLRT Preliminary Construction and Traffic Management Planning Kiss and Ride facilities; and Consultation Report (August 2012) Improving wayfinding and signage for customers arriving by different station access modes. The ECLRT Preliminary Construction and Traffic Management Planning Consultation, Public Consultation Report (Metrolinx, TTC, August 2012) suggested that cycling x At locations with high development potential (e.g., Mobility Hubs), investment in other infrastructure on Eglinton Avenue West should extend from Jane Street to Caledonia modes should be made a priority. If egressing vehicles are unable to clear the Road, to provide a connection that would provide a continuous path from west of parking lot before the next train arrives, then investment in other modes of station Highway 427 to Mount Pleasant. Multi-modality access would also be enhanced to the access and other nearby stations must be considered, before further parking ECLRT with the eventual northern extension of the West Toronto Railpath. expansion is delivered. 3.6 GO Transit Rail Parking and Station Access Strategy (June 2013) x Working with local transit agencies is recommended, to ensure that integration is made with GO Transit services. Steer Davies Gleave prepared a study (GO Transit Rail Parking and Station Access Strategy, June 2013) that reviews parking and access requirements for GO Transit’s rail 3.7 Metrolinx Investment Strategy (May 2013) facilities, system wide. The following conclusions and recommendations are made based on this study, to provide context to this study: The Metrolinx Investment Strategy (May 2013) proposes a series of 24 recommendations as part of a four-part plan to integrate transportation, growth and x The forecasted growth in GO Transit ridership is able to be accommodated by land use planning in the GTHA, maximize the value of public infrastructure investment, planned service improvements (i.e., all-day, two-way service), however station optimize system and network efficiencies, and dedicate new revenue sources for transit access, including parking capacity at stations, is a potential constraint to achieving and transportation. The introduction of all-day, two-way service on all GO rail lines in the the forecasted level of ridership. Strategic expansions to parking are proposed, GTHA is being planned as part of the Next Wave projects. Trains would operate in both which maintain the required accessibility, while gradually shifting access modes of directions during peak and off-peak times: morning, midday, in the evening and on station access (i.e., away from automobile access and towards increased access via weekends. The existing peak period services to Union Station would also be expanded walking, cycling and transit). significantly. The potential implementation of the all-day, two-way GO rail service on the Barrie line, between Union Station and East Gwillimbury, was estimated to require a x The ridership modeling and parking forecasts were based on the Direct Demand 2 year environmental assessment period and a 5 year construction period. Model, assuming Electrification in both the 2021 and 2031 scenarios. Ridership on the GO Barrie rail line is forecasted to increase from 7,600 to 13,500 riders between 3.8 ECLRT Environmental Project Report Addendum (October 2013) 2011 and 2031, an increase of 87%. The stations on the Barrie corridor have approximately 5,900 parking spaces at the GO Transit rail stations, with an average The Eglinton Crosstown LRT Transit Project Assessment Process (TPAP), parking occupancy of 88% in 2011/12. Approximately 2,000 to 2,500 additional Environmental Project Addendum report (MMM Group, October 2013) was issued as an parking spaces are proposed at the stations along the Barrie corridor in the short addendum to the 2010 EPR for the ECLRT project. This report implemented the term, including at the following stations: Newmarket, King City, Maple and following changes to the works approved under the 2010 EPR for the ECLRT: Rutherford. Potential new stations were also identified at Kirby (Vaughan) and at Downsview, although no forecasts were made of parking requirements at those x Inclusion of a fifteen bay bus terminal at the Mount Dennis Station. stations. x Inclusion of a Maintenance and Storage Facility (Black Creek MSF), for LRT x Improvements to non-auto modes of station access are recommended to support vehicles, in the area of the Mount Dennis Station. Provisions to allow for the anticipated growth in rail ridership and to achieve the lower range of strategic parking implementation of an Automated Train Operation (ATO) system for the trains leaving the Black Creek MSF.
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016 x Provision of a full LRT station at Mount Dennis, located under the rail corridor, to The ESRC provides the following main conclusions and recommendations that inform allow for a future, fully-integrated LRT/GO Station. A future GO Station is envisioned this study work: at Mount Dennis, as per the Georgetown South Corridor EA, 2009. It was assumed that virtually all of the GO rail alightings at the future Mount Dennis Station would be x The Regional growth targets were derived from the Growth Plan for the Greater destined to either local developments (existing or future), or transferring to another Golden Horseshoe. transit system (ECLRT or TTC bus). As such, the volume of Kiss and Ride activity was assumed to be 12.3% of the alightings (i.e., similar to the observed volumes at x The service plans include the impacts of the ECLRT project and other committed the adjacent Weston GO Station). On this basis, 30 vehicle stopping spaces are transit projects. proposed for the Kiss and Ride at the Mount Dennis Station, assuming the ridership x In the a.m. peak period (i.e., arrivals and departures at Union Station before 9 a.m.) activity at the GO Station will be in the order of 400 boardings and 600 alightings in the service level proposed is 10 peak period trains inbound and 3 peak period trains the a.m. peak hour. outbound, and a total of 52 trains per weekday (all-day, two-way service). x Replace the previously proposed at-grade LRT, between Jane Street to east of the x The forecasts for the GO Barrie rail line are as follows: Mount Dennis Station, with a combination of above-ground and underground LRT facilities. Peak Period Ridership: Existing a.m. peak period, Fall 2012 Cordon Count – 6,700 alightings at The Environmental Project Addendum (October 2013) report notes that the objective of Union Station and 200 alightings at non-Union Station; and the ECLRT service is to provide a peak-hour maximum capacity of 8,000 riders per hour 2031 ESRC – 13,100 alightings at Union Station and 1,900 alightings at per direction, with at least 40% of the passengers seated. The LRV will have headways non-Union Station; 700 counter-peak boardings at Union Station. of 2 minutes in the tunnel sections and 3 minutes in the at grade sections along the Annual Ridership: Eglinton corridor. Existing yearly, from Fall 2012 Cordon Count – 3.4 M peak direction to Union Station and 0.1 M peak direction to non-Union Station; and The Environmental Project Addendum (October 2013) report indicates that only a single 2031 Yearly – 6.7 M peak direction to Union Station and 1.0 M peak direction bus (No. 34, Eglinton East) will run on Eglinton Avenue West to the east of Black Creek to non-Union Station; 0.4 M off-peak direction during peak period; 2.2 M off- Drive, after implementation of the ECLRT. This bus is proposed to have 15 minute peak weekday; 1.2 M off-peak weekend. headways during peak periods, operating from the proposed Mount Dennis Bus Terminal to Kennedy Station, via the Eglinton / Yonge and Eglinton West Stations. 3.10 Eglinton Connects Planning Study (March 2014)
The Environmental Project Addendum (October 2013) report proposes various The City of Toronto completed the Eglinton Connects Planning Study in March 2014, improvements on Eglinton Avenue West, to the west of Black Creek Drive. Immediately which examined the future land uses, built form, public realm and road layout for to the west of Black Creek Drive it is proposed that Eglinton Avenue West include four Eglinton Avenue in anticipation of the ECLRT, which is expected to open in 2020. The general purpose lanes, turning lanes, a 3.0 m sidewalk on both the north and south construction of the ECLRT will shift demand for different modes of transportation and sides of the road and 3.0 m two-way cycling infrastructure on the north side of the road. provide the opportunity to turn Eglinton Avenue into a more complete street: one that better meets the needs of pedestrians, cyclists, drivers, transit riders, deliveries, The revisions proposed in the Environmental Project Addendum are largely located in servicing, business owners, visitors and residents. the area of Black Creek Drive, which is located about 1.5 km to the west of the proposed Caledonia Station. The revised plans will facilitate improved headways along the As the LRT will replace much of the current bus service along Eglinton, there is an ECLRT, as well as better integration for both transfers to GO Rail (Georgetown line) and opportunity to reallocate the space that is dedicated to buses today. Ensuring that the to transit buses. However, these changes are not expected to have any significant street works well for all users will help to accommodate a growing population along impacts on the operations of the ECLRT at the Caledonia ECLRT Station. Eglinton Avenue and a more balanced mobility mix into the future. The objective is to create a street that provides a high quality realm for growing numbers of residents, 3.9 Electrification Study Reference Case (ESCR) Study (Metrolinx, visitors, shoppers and workers on Eglinton, and provides a safe space that allows all 2014) forms of transportation to move efficiently.
Metrolinx prepared a report entitled Draft GO Rail 2031 Ridership Forecasts ESRC The City of Toronto has proceeded to approve various implementation reports and Diesel Scenario (Metrolinx Strategies Policy and Systems Planning) in February 2014. planning amendments to confirm the results of the Eglinton Connects Planning Study
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
(March 2014). The primary conclusions and recommendations of this study, which the Caledonia GO Station and ECLRT Station (i.e., Westside Mall and lands impact the traffic in the study area being considered in this TIS, are summarized as adjacent to Venn Crescent). Any re-development of these lands are to make follows: provision for a new network of public streets and are to ensure that new pedestrian and cycling connections are created between the Caledonia GO Station and ECLRT x Roadway - The proposed cross section and streetscape for the section of Eglinton in Station and the existing highrise neighbourhoods in this area. Connections are to the area of the Caledonia GO Station are shown on Figures A5 and A6 (Appendix A), include an extension of the York Beltline Trail or a new bi-directional bicycle trail on respectively, and include the following: Croham Road. A midblock pedestrian connection is to be provided from Eglinton Proposed 27.0 m right-of-way (ROW), as currently designated in the Official Plan Avenue West to Venn Crescent when redevelopment of the lands on the south side (i.e., increased from existing 26.2 m ROW); of Eglinton Avenue West occurs in this area. Development of the lands in this area Four general purpose travel lanes; two in each direction (3.2 m inner lanes with will be encouraged to provide structured parking. The redevelopment of these lands 3.3 m curb lanes). Curb lanes are to provide parking to support adjacent retail, in will be a mix of uses, including low-rise, mid-rise, and tall buildings, as well as retail. off-peak periods; Re-development of the Westside Shopping Centre will include a large publicly-owned Raised 1.2 m cycle tracks on both sides of the street, protected by a 0.9 m buffer open space along the Eglinton frontage that will be integrated with the Caledonia from the roadway. The proposed cycle tracks on Eglinton Avenue West will ECLRT Station plaza. connect to north-south cycling infrastructure; 1.7 m tree and furniture zone, on either side; and x The Eglinton Connects Planning Study (March 2014) provides the following count 3.2 m wide pedestrian clearway and patio retail spill-out. data for pedestrian and cyclist activity on Eglinton Avenue West in the area of the Some adjustment of this cross section may be required in the immediate area of Caledonia GO Station (Croham Road): the Eglinton Avenue West road bridge over the GO corridor, as well as in the 1,300 pedestrians per day (about equally distributed on the north and south sides area of the east-west connecting road between Eglinton Avenue West and of the road); 140 cyclists per day (about 58% of these were on sidewalks). Croham Road. These adjustments will be coordinated in the detailed designs for The Eglinton Connects Planning Study (March 2014) provides the following count the Caledonia GO Station with the ECLRT project, in consultation with the City of x data for pedestrian and cyclist activity on the York Beltline Trail (north of Bowie Toronto. A ROW widening beyond 27 m will require an Official Plan Amendment, Avenue): if required. 140 pedestrians per day; 50 cyclists per day. x Property Access and Loading Along Eglinton Avenue West – A system of continuous and connected laneways, 6 m in width, will be developed on the rear portions of 3.11 Eglinton Connects Traffic Study Report (March 2014) properties fronting Eglinton Avenue West (i.e., through property redevelopment), to The City of Toronto retained HDR Corporation (HDR) to prepare the Eglinton Connects provide access to parking and loading. Traffic Study Report (March 2014) as part of the Eglinton Connects Planning Study. The x Redevelopment along Eglinton Avenue West – The predominant character of purpose of the HDR study was to identify opportunities for improvements along the Eglinton Avenue West today consists of two to three-storey buildings. It is Eglinton corridor, from a traffic perspective, to determine the ultimate surface design of recommended that mid-rise buildings should be the predominant form of Eglinton Avenue. Detailed traffic modelling and analysis provided an understanding of development along Eglinton Avenue West. The City of Toronto has initiated Official the ways motorists use Eglinton Avenue West. The street handles a combination of Plan Amendments that provide for the redevelopment of lands along Eglinton local and regional trips; the latter are mainly vehicles which use Eglinton to get to and Avenue West to allow for Mixed Use, with a maximum building height of 25.5 m from Black Creek Drive (Highway 400), Allen Road, and the Don Valley Parkway. Those (8 storeys). The City of Toronto has also initiated a Zoning By-law amendment to trips disperse among the north-south roads, and there are few trips that cover the full transfer these properties into Policy Area 3 overlay district, to reflect the higher-order length of Eglinton from east to west. transit that will be available along the Avenue in the future. This change would The main conclusions and recommendations of the HDR study, as they affect the study provide a small reduction in parking requirements for new development in the area being considered in this current Traffic Impact Study, are as follows: corridor, primarily for dwelling units in rental and condominium apartment buildings. x The Eglinton Connects Traffic Study Report (March 2014) forecasts 2031 traffic x Redevelopment of Lands in the Vicinity of Eglinton Avenue West and Gabian Way – growth using the City of Toronto’s EMME model, which reflects planned population The City of Toronto has implemented Official Plan Amendments that address the and employment growth, the ECLRT, and other Regional transit improvements redevelopment requirements of the lands that are located immediately adjacent to including the Spadina Subway Extension and improvements to GO Transit service.
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Each of these factors impacts upon travel patterns and traffic volumes within the 3.12 Other Background and Related Studies / Policies study area. In the area of the Caledonia GO Station it is forecasted that the compound annual growth rate for traffic will be 1.5% westbound, 1.2% eastbound Within the overall planning context, the Provincial Policy Statement (PPS) (MMAH, and 0.4% northbound and southbound, between 2001 and 2031. 2014) and the City of Toronto’s Official Plan (2010) provide general policies on transportation priorities. Such policies are intended to facilitate efficient use of existing x Four basic lanes are recommended on Eglinton Avenue West to service the peak and planned transportation infrastructure, providing a network to support the growth of periods. On-street parking may be allowed in the outside lanes during off-peak travel needs. The key elements of the City of Toronto’s transportation network include: periods, where required. The section of Eglinton Avenue West, that is located to the x Roadways; east of Caledonia Road, experiences a relatively heavy parking usage on the x Subway, Light Rail Transit (LRT), street cars and bus lines; existing bus/taxi lanes during non-peak periods, and there is also a lack of alternate x The GO Transit rail network; and travel routes running parallel to Eglinton Avenue West in this area. The proposed lane configuration is intended to address these considerations. x Railway corridors and railway yards. This Traffic Impact Study has considered relevant planning policies as set out below: x Two options were considered for the future lane configurations at the intersections of Eglinton Avenue West / Gabian Way and Eglinton Avenue / Blackthorn Avenue, x City of Toronto Bike Plan (2001) – Significantly increase cycling as a viable travel including: a) provision of a shared left-through lane on Eglinton Avenue or mode. Integrate cycling with transit. Create bicycle-friendly streets. b) provision of an exclusive left turn lane on Eglinton Avenue. From a traffic perspective, it was found that there was no significant benefit in providing exclusive x The City of Toronto Pedestrian Charter (2002) – Encourage and support walking as left turn lanes on Eglinton Avenue West at these intersections. While there may be a safe, sustainable, and vital mode of transportation. safety benefits to providing these exclusive lanes (i.e., a potential reduction in rear- end collisions), they would add cost and require space that adversely affects the x TTC Transit Ridership Growth Strategy (2003) – Improve service and operations to pedestrian realm (particularly on the south side of Eglinton Avenue at Blackthorn meet demand and attract new users. Avenue). Based on these factors, the provision of a shared left-through lane on Eglinton Avenue is recommended at both Gabian Way / Eglinton Avenue West and x Growth Plan for the Greater Golden Horseshoe (2005) – Reduce automobile at Blackthorn Avenue / Eglinton Avenue West. dependence though mixed-use, transit-supportive and pedestrian-friendly developments. Provide convenient intra- and inter-city transit. x To ensure that the response times of emergency vehicles are not impacted negatively by the proposed changes to Eglinton Avenue West, it is recommended x The Big Move (2008, 2012) – Provide improved transportation and choices and that City of Toronto Transportation Services work with Toronto Fire Services to convenience. Implement integrated multi-modal transportation. develop a coordinated corridor-wide system of signal pre-emption along Eglinton Avenue within the study area. Toronto Fire Services should be consulted to address x City of Toronto Walking Strategy (2009) – Create high-quality walking environments turning movement conflicts at each intersection, during detailed design of the and foster a culture of walking in all neighbourhoods. corridor. Shifting of stop bars, or making minor refinements to curbs and pavement markings, will ensure that major routes will continue to accommodate the turning x City of Toronto Official Plan (2010) – Balance the needs of existing and future users movements for a WB-20 design vehicle and that other routes will accommodate the within the right-of-way, including accommodating pedestrians, people with mobility turning movements for a HSU design vehicle. aids, transit, bicycles, automobiles, utilities and landscaping. Section 3.1.2 of the Official Plan includes a policy to limit the surface parking between the front face of x Traffic capacities should be maintained on Eglinton Avenue West, to minimize delay buildings and the public street or sidewalk. Amendment No. 274 to the Official Plan and to discourage traffic infiltration through alternate routes. Peak hour turning sets out transportation policies related to a) integrations with land use; b) streets and restrictions and traffic calming measures may be considered to further discourage “complete streets”; c) active transportation; d) auto, travel demand management traffic infiltration onto local residential streets. Traffic signal timing optimization and (TDM) and parking. It is expected that the Caledonia GO Station development will coordination studies can be undertaken. A Transportation Demand Management impact landuse development in the study area, which will be further addressed (TDM) study is recommended to identify measures for decreasing peak hour traffic through future zoning by-law amendments, where required. Similarly, the City of demand along the corridor. Toronto can now integrate the Station development into any future comprehensive review of their potential transportation network in this area, to ensure that it continues
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to meet the need of all travel modes (vehicular, cyclists, pedestrians and transit Toronto Bike Plan (City of Toronto, June 2001) operations). The Toronto Bike Plan (2001) proposed that the bikeway network would increase from x Transit Supportive Guidelines (2012) – Create an environment that is supportive of 166 km to 1,000 km over a 10 year period. The intended network would provide a grid transit. of north-south and east-west routes, spaced approximately two kilometres apart, so that all Toronto residents will be within a five minute bicycle ride to the bikeway network. The x Provincial Policy Statement (2014) – A land use pattern, density, and mix of uses Bike Plan also makes recommendations for improving bicycle parking facilities (including should be promoted that minimizes the length and number of vehicle trips and at transit stations) and to promoting “bike-and-ride” use on transit facilities. supports current and future use of transit and active transportation. As part of a multimodal transportation system, connectivity within and among transportation Castlefield & Caledonia Design and Décor District Studies systems and modes should be maintained and, where possible, improved including connections which cross jurisdictional boundaries. These studies provide a transportation plan for the area bounded by Eglinton Avenue West to the south, Lawrence Avenue West to the north, Keele Street to the west and x Ontario’s Cycling Strategy (2014) – Improve cycling infrastructure. Dufferin Street to the east. The intent of these studies was to improve mobility and balance movement priorities in the study area; to enhance movement by providing In response to Public Meeting No. 1 for the Caledonia GO Station TPAP (May 26, 2015), greater access to walking, cycling and public transit use, as well as creating new streets the City of Toronto Planning, Transportation Department (Andrew Au) provided the and connections through redevelopment parcels. Transit-oriented development will shift following comments (paraphrased): people’s mobility choices. Improvement to the quality of sidewalks and the addition of bicycle facilities will encourage walking and cycling. The intent is to introduce a x The City of Toronto Bike Plan (June, 2001, City of Toronto) identifies a possible finer-grained street network, shifting dependence away from the automobile. The multi-use trail along the GO Barrie rail line, connecting to the York Beltline Trail and Environmental Study report identified a preferred option for improving the east-west to proposed cycling infrastructure on Castlefield Avenue. However this proposal has linkages in this area by providing an additional road / pedestrian / cyclist connection subsequently been deleted from the City of Toronto’s plans in the study area of the across the GO Barrie rail line within this area (i.e. extension of Ingram Drive), including Caledonia GO Station development. The corridor expansion should incorporate linking this new connection to the arterial roads. pedestrian and cycling paths across the GO rail line. Amendment No. 274 to the Official Plan (City of Toronto By-law No. 1009-2014) x A multi-modal review should be completed of the impact of the Caledonia GO Station development on the infrastructure in the study area. Amendment No. 274 to the Official Plan for the City of Toronto sets out various transportation policies, including the following (paraphrased): x Transportation Demand Management (TDM) should be considered in the Caledonia GO Station design in accordance with the policies in the City of Toronto’s Official x Sub-policy 2.2(3)(i) – The City of Toronto’s transportation network is to maintain, and Plan, OP amendment 1009-2014 and the Provincial Policy Statement enhance where appropriate, inter-regional transportation connections to adjacent (Policy 1.6.7.2). municipalities. x Other related planning studies that may be reviewed include: x Section 2.4 – The Plan is to increase the opportunities for walking, cycling and transit Castlefield & Caledonia Design and Décor District – Urban Design Guidelines use and support the goal of reducing car dependency throughout the City of Toronto. (August 2007); and Castlefield-Caledonia Design and Décor District Class Environmental x Section 2.4 – The Toronto Walking Strategy (2009) aims to build an environment Assessment Study Environmental Study Report (URS / City of Toronto, August where people will choose to walk more often, by envisioning a city where high-quality 2011). walking environments are seamlessly integrated with public transit, cycling and other sustainable modes of travel. In addition to the above, there has also been a recent study completed in the broader study area (Dufferin Street Avenue Study, DTAH/City of Toronto, January 2015) which x Policy 2.4(2)(a) – The Traffic Impact Study will identify Travel Demand Management provides a Transportation Master Plan for the Dufferin Street area. (TDM) strategies that weigh traffic needs against the broad objectives of the Plan.
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016 x Policy 2.4(3)(b) – The city will actively pursue measures which will increase the Station, however the peak point capacity takes into consideration the alightings and proportion of trips made by walking, cycling and transit and shift travel times from boardings along the entire corridor, to establish the highest cumulative ridership on a peak to off-peak periods. train anywhere along the corridor). The 2014 cordon count reported the following peak ridership along the corridor as follows: x Policy 2.5(5) – An adequate supply of off-street parking for bicycles will be provided, x Southbound – Train 806 – 2,375 riders (129% in use); and while ensuring a minimal level of all-day automobile parking for commuters, which x Northbound – Train 805 – 2,090 riders (136% in use). reflects the availability of alternative travel modes. The average trip length was 43.8 km on the southbound trains and 45.0 km on the x Policy 2.4(6) – For sites well serviced by transit, consideration will be given to the northbound trains. establishment of minimum and maximum density limits, minimum and maximum parking requirements. 4.2 Caledonia GO Station Site Development x Policy 2.4(8) – The City of Toronto may encourage new developments to include A Reference Concept Design Report (ARUP and NORR Limited Architects, September publicly accessible bike share facilities, provide on-street, reserved parking spaces 2013) provides a preliminary concept plan for the two transit stations, as shown on for car sharing vehicles in select locations. Figure A3 (Appendix A). The following elements are included in this concept plan for the new Caledonia GO Station and ECLRT Station: x Policy 2.4(13)(d) – An urban environment will be created that encourages and supports pedestrian movement by reducing barriers by providing grade-separated x Side platform on the east side of the corridor with a new track to the west. crossings of rail lines, where warranted. x Island platform on the west side of the corridor with a set of new tracks on either side 4.0 GO Rail Service and Proposed Caledonia GO Station of the platform.
4.1 Existing GO Rail Service x Staff / Taxi / Bike parking located immediately north of the proposed Caledonia GO Station, with access from Croham Road, located about 47 m to the north of Eglinton The GO Rail service and ridership for the GO Barrie rail line, as reported in the Fall 2014 Avenue West (centerline to centerline). cordon counts completed by Metrolinx, are summarized in the following table: x Kiss and Ride parking at the northwest part of the intersection of Croham Road and Table 4.1: Service on the GO Barrie Rail Line – Fall 2014 Eglinton Avenue West. The Kiss and Ride will have an entry off of Croham Road, Southbound Northbound located about 30 m to the north of Eglinton Avenue West (centerline to centerline) Train / Arrival Train / and an exit onto Eglinton Avenue West, located about 35 m to the west of Croham at Union Boardings Alightings Departure at Boardings Alightings Road (centerline to centerline). Station Union Station (a.m. period) (p.m. period) x Bus loop at the Caledonia ECLRT Station, to the west of the Caledonia GO Station. 800 / 7:03 1,592 38 801/ 15:40 106 993 The bus loop is to have an entry from Eglinton Avenue West, located about 45 m to 802 / 7:33 1,943 44 803/ 16:10 144 1,768 the east of the Blackthorn Avenue intersection (centerline to centerline), with an exit 804 / 7:47 673 1 805/ 16:40 74 2,122 located opposite to Blackthorn Avenue. 806 / 8:03 2,393 104 807/ 17:05 45 2,076 808 / 8:19 619 0 809/ 17:35 40 1,782 x Pedestrian bridge over the rail corridor linking the Stations and the bus loop 810 / 8:33 1,915 115 811 /18:05 27 1,529 (Caledonia ECLRT Station) and Kiss and Ride (Caledonia GO Station). The bus 812 / 9:03 1,607 147 813 / 18:45 25 903 loop and Kiss and Ride will service both stations jointly. Total 10,742 449 Total 461 11,173 x Pedestrian accesses at the north from Bowie Avenue and Carnarvon Street, The service shown in the above table provides seven peak period trains southbound in including a proposed tunnel connecting between these streets and a connection to the a.m. peak period and seven peak period trains in the northbound direction in the the York Beltline Trail in this area. p.m. peak period, at headways of 14 to 30 minutes in the a.m. peak period and 25 to 40 minutes in the p.m. peak period. The above table represents rider activity at Union
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016 x Service road access running parallel and east of the GO rail line, with access from However, traffic operations along Eglinton Avenue West are generally dictated by the staff driveway at Croham Road. intersection capacity, rather than link capacity, as reviewed in the next section to this report. 5.0 Provision for future third track as part of all-day, two-way service Road Access 5.2 Traffic Operations
5.1 Existing Road Network and Traffic Volumes 5.2.1 Existing Level of Service for Intersections in the Study Area The Highway Capacity Manual (HCM) defines Level of Service (LOS) for signalized and Consideration has been made of the ability of the area road network to accommodate unsignalized intersections as a function of the average vehicle control delay, as shown in increased vehicular traffic volumes accessing and egressing the Caledonia GO Station the following table: and ECLRT Station. Table 5.1: Traffic Operation Parameters (Highway Capacity Manual) The majority of the traffic data used in this study is taken from the Eglinton Connects Traffic Study Report (HDR Corporation, March 2014), which itself was based on traffic Signalized Unsignalized data provided in the Eglinton Crosstown LRT Corridor Transportation Study (LEA- LOS Intersection Average Intersection Average Traffic Operations Halsall, November 2011) and the Eglinton Crosstown Light Rail Transit Project Vehicle Control Delay Vehicle Control Delay Assessment, Environmental Project Report (Toronto Transit Commission / City of Toronto, March 2012). The Eglinton Connects Traffic Study compared more recent A < 10 seconds < 10 seconds Acceptable traffic counts with the data available from these earlier reports, concluding that any B 10-20 seconds 10-15 seconds Acceptable differences were within the day-to-day variance of traffic in this area and hence the use C 20-35 seconds 15-25 seconds Acceptable of the data from these earlier studies was recommended. While some of the traffic D 35-55 seconds 25-35 seconds Minor Congestion counts may have been taken in the winter season, and therefore may not accurately E 55-80 seconds 35-50 seconds Significant Congestion represent year-round traffic, any seasonality of the data is not considered to be F > 80 seconds > 50 seconds Improvements significant enough to change the conclusions made in this study. Recommended if Possible
The traffic data for the intersection of Caledonia Road / Bowie Avenue was not available The Guidelines for the Preparation of Transportation Impact Studies (City of Toronto, in the Eglinton Connects Traffic Study Report, and therefore traffic counts were obtained 2013) specifies critical conditions for either through movements or shared/exclusive from the City of Toronto for this intersection, taken on Monday, August 12, 2013. turning lanes on intersection approaches to be as follows:
Peak hour traffic volumes were based on the Eglinton Connects Planning Study (March x Volume-to-capacity (v/c) ratios greater than 1.0; or 2014), augmented by trip generation estimates for local development areas (based on x LOS that exceeds ‘E’. trip generation rates provided by the Institute of Transportation Engineer’s Trip The LOS, delays, volume/capacity (v/c) ratios and queuing, for the existing conditions at Generation Manual) and on the updated traffic counts taken at the intersection of the intersections within the study area, were analyzed using Synchro software, as shown Caledonia Road / Bowie Avenue. in Appendix B. The traffic operations for these intersections are summarized in Table The existing lane configurations and traffic controls, at intersections in the study area, B-1 (Appendix B), and critical traffic movements have been identified. The queuing are shown on Figure A7 (Appendix A). The existing traffic volumes at these analysis is summarized in Table B-2 (Appendix B). The following observations are intersections, during the a.m. and p.m. peak hours, are shown on Figure A8 made, based on this analysis: (Appendix A). x The intersection of Caledonia Road / Eglinton Road West currently has a LOS E, The existing maximum peak hour, peak direction traffic is in the order of 1,000 vehicles with average delays of 60.2 seconds and a volume/capacity (v/c) ratio of 1.03, during per day (vpd) (eastbound in the a.m. peak hour and westbound in the p.m. peak hour). the p.m. peak hour. LOS E indicates that traffic operations have significant Assuming a capacity of 800 vehicles per hour per lane (vph/lane), the existing traffic congestion. The westbound-through (WBT) movement is forecasted to be over demand can be accommodated with two lanes in each direction. The existing capacity (v/c = 1.20) with long delays (LOS F, delay of 132 seconds) for the p.m. configuration of Eglinton Avenue West includes two lanes, in each direction, with one of peak hour. LOS F indicates that traffic operations warrant improvements, if possible. th these lanes (in each direction) reserved for buses and taxis during the peak periods. The 95 percentile queue for the eastbound through movement extends beyond
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Gilbert Avenue, obstructing movements at that intersection in both the a.m. and p.m. The Eglinton Connects Traffic Study Report (HDR Corporation, March 2014) provided peak hours. traffic growth forecasts to horizon year 2031 for Eglinton Avenue West. These forecasts were based on the following: x Deficient queue storage was also noted for the WBT lane at the intersection of Eglinton Avenue / Gabian Way, and for the EBT and WBT lanes at Eglinton Avenue x Traffic forecasts from the City of Toronto EMME model, including the Adjusted Flash West / Blackthorn Avenue. Forward model which uses population and employment scenarios modeled by City staff for 2031. The EMME model forecasts compound annual traffic growth rates on 5.2.2 Safety Considerations Eglinton Avenue West of 1.5% per annum in the westbound direction, 1.2% per annum in the eastbound direction and 0.4% per annum for the intersecting The City of Toronto’s Transportation Services Department provides a safety northbound and southbound traffic. The adjusted population projection for each improvement ranking for all of its roads, through a network screening process that traffic zone was considered to be the maximum of: a) the remaining Flash-forward considers the historical frequency of collisions and severity of collisions in these projection from 2011 to 2031 in that traffic zone; or b) the continuation of the locations, among other factors. The safety ranking (i.e., with low representing a safer historical annual population growth rate in that traffic zone. condition) for the signalized intersections and arterial road segments within the study area are as follows: x Traffic growth rates from the EMME model reflect planned population and x Intersection of Caledonia Road / Eglinton Avenue West – Medium ranking; employment growth, the ECLRT, and other Regional transit improvements, including x Intersection of Blackthorn Avenue / Eglinton Avenue West – Low ranking; the Spadina Subway Extension and improvements to GO transit service. x Intersection of Gabian Way / Eglinton Avenue West – Medium ranking; x The forecasted traffic is considered to be conservative, since various factors that x Arterial segment between Gabian Way and Blackthorn Avenue – Low ranking; and may reduce peak period automobile travel are not included in the model (e.g., higher x Arterial segment between Blackthorn Avenue and Caledonia Way – Medium ranking. fuel prices, increased car sharing, improved active transportation facilities etc.). Potential design factors in improving traffic safety include, but are not limited to, modified x It is assumed that the reserved bus/taxi lane is to be converted into a full-use lane in geometric design and cross section elements, improved separation between roadway each direction during peak periods (i.e., four lanes on Eglinton Avenue West, as users, improved signage and human factors considerations. These factors should be recommended in the Eglinton Connects Planning Study, approved by Toronto considered in the detailed designs for any mitigation works to address traffic impacts in Council on May 6, 2014). It is also assumed that the dedicated left turn lanes on the study area. Eglinton Avenue West at Gabian Way and at Blackthorn Avenue will be eliminated, 5.3 Road Network and Background Traffic Volumes – Future (2021) with future traffic movements being accommodated by a shared through-left lane in those areas. Background Traffic Conditions This TIS considers the impacts of the implementation of the Caledonia GO rail station to The ECLRT line is planned to be tunneled along Eglinton Avenue West through the horizon year 2021. study area. Construction of the ECLRT is currently underway and the Province of Ontario is planning for the implementation of the entire ECLRT by 2020. The As noted previously in this report, the existing lane configurations on Eglinton Avenue implementation of the ECLRT provides an opportunity for the City of Toronto to West, in the study area, result in some intersections being over capacity and having long reconfigure the surface design of Eglinton Avenue West along the underground portion delays during peak periods (e.g., Caledonia Road / Eglinton Avenue West). By 2021 the of the LRT. The future provision of underground LRT service through this section of link volumes along Eglinton Avenue West are forecasted to be 1200 to 1300 vph during Eglinton Avenue West will remove the majority of surface bus service on this road. In peak periods, which exceeds the typical 800 vph/lane capacity. In addition, the addition there is potential to reallocate some of the spaces occupied by reserved bus completion of the ECLRT will remove the need to retain the existing curb lanes for lanes and high occupancy vehicle lanes to other uses, such as sidewalks, boulevards, dedicated bus / taxi use. Therefore, for the purposes of this report, it has been assumed on-street parking, and cycling facilities, as well as continuing to serve vehicular traffic. that Eglinton Avenue West will include a four lane cross section under the future The Eglinton Connects EA Study (City of Toronto, March 2014) identified the scenario (2021), and that the exclusive left turn lane will be eliminated at Eglinton opportunities and impacts associated with these improvements, particularly with respect Avenue West / Gabian Way and Eglinton Avenue West / Blackthorn Avenue. The to the ultimate surface design of Eglinton Avenue West. assumed future configuration for lanes on Eglinton Avenue West is shown on Figure A9 (Appendix A).
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The background traffic for 2021 has been forecasted by applying the growth rates The Metrolinx forecasts are based on the GO Electrification Study Reference Case established in the Eglinton Connects – Traffic Study Report, however for a slightly (ESRC), which includes 10 trains in the peak a.m. period southbound and three trains in reduced horizon period (i.e. 2021 rather than 2031 as established in the City of Toronto’s the counter-peak direction during a.m. peak period, plus all-day, two-way service on the study). The resulting traffic volumes are shown on Figure A10 (year 2021) (Appendix A). corridor. The ESRC assumes a total of 53 trains per weekday, with 26 trains southbound and 27 trains northbound in 2021. 5.4 Traffic Operations – Future (2021) Background Traffic Condition For the purposes of this TIS, Metrolinx has requested that the Future Phase 2 train The LOS, delays, volume/capacity (v/c) ratios and queuing, for the future (2021) service level be considered as follows: background traffic conditions at the intersections within the study area, are analyzed using Synchro software, as shown in Appendix B. The traffic operations for these Future Phase 2 - All-day, Two-way Service – Horizon Period 2021 intersections are summarized in Table B-1 (Appendix B) and the queuing analysis is x Peak a.m. period – 8 trains southbound and 0 trains northbound, minimum summarized in Table B-2 (Appendix B). headways southbound of 15 minutes or longer. x Peak p.m. period – 0 trains southbound and 8 trains northbound, minimum As shown in Table B-1 (Appendix B), all of the intersections assessed are forecasted to headways northbound of 15 minutes or longer. operate with good LOS, short delays and significant reserve capacities, under the future (2021) background traffic conditions. As shown in Table B-2 (Appendix B) there is a x Off-peak periods – 10 trains southbound and 10 trains northbound. minor deficiency in queue storage for the NBL movements at the Caledonia Road / x Total 3 diesel trains per day. Eglinton Avenue West intersection. Given the reserve capacity at this intersection, this For Future Phase 2 (all-day, two-way service) the service level proposed is lower than deficiency can be mitigated through a minor adjustment to the signal timing. that modelled by Metrolinx, with some reduction in the number of trains during both peak 5.5 Trip Generation and Access Mode – Caledonia GO Station and and off-peak periods. However, since the traffic impacts in this TIS are assessed on the peak 15 minutes of the peak hour period of the traffic on adjacent roadways, the trip ECLRT Station generation forecast in the Metrolinx modelling (i.e., 53 train scenario) is considered to be 5.5.1 Trip Generation representative of conditions for the 36 train scenario and provides a conservative impact analysis. Metrolinx provided a memo (May 16, 2014, David Pritchard) summarizing the ridership estimates for the proposed GO Stations along the ECLRT. This memo acknowledged The Metrolinx ridership forecasting / modelling was based on the macro modelling in the that previous estimates, that used the TTC model (Madituc) and the GTA model, were Greater Toronto Hamilton Area (GTHA), which includes planned growth along the Barrie quite low for these stations. Conversely, previous modelling completed by Metrolinx for rail corridor. Metrolinx is presently updating their ridership forecasting / modelling to these stations tended to over-estimate ridership, since transfers to other transit, and respond to the proposed service improvements along the corridor (i.e., Regional Express consideration of the egress travel time to ultimate destinations, may not be fully Rail, RER). A separate Traffic Impact Study is being undertaken for the Barrie Rail captured, even with manual adjustments applied. Therefore for the purposes of this Corridor Expansion TPAP. study, the trip generation/transfer activity has been based on the forecasts provided in The trips forecasted at the Caledonia ECLRT Station for the a.m. peak hour Metrolinx’s May 2014 memo, which are summarized in the following table. (i.e., excluding the Caledonia GO Station) are provided in the ECLRT Environmental Table 5.2: Trip Generation or the Caledonia GO Station (36 trains/day scenario, Project Report (TTC / City of Toronto, March 2010), as summarized in the following 13 trains in the a.m. peak period) table:
Metrolinx Adjusted Forecast Table 5.3: Forecasted a.m. Peak Hour Trip Generation Caledonia ECLRT Station Activity (from May 2014 memo) (2031) (riders/hour) Boardings Alightings Total Link Volume GO Barrie to ECLRT 200 Direction (riders/hour) (riders/hour) (riders/hour) (riders/hour) GO Barrie to bus/walk 25 Eastbound 200 50 250 4,500 ECLRT to GO Barrie 25 Westbound 100 150 250 2,200 Bus/walk to GO Barrie 25 Total Two-Way 300 200 500 6,700 Total peak hour activity 275
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The forecasts in the GO Electrification Study Reference Case assumed 2021 conditions, The 2013 GO Rail Passenger Survey (Metrolinx, 2014) provides the following mode while the ECLRT forecasts are based on horizon year 2031. Considering the inherent share percentage for Kiss and Ride at GO stations that are also located geographically assumptions required for both forecasts, the trip generation in the 2021 time horizon has in similar proximity to Union Station: applied these previous forecasts, without adjustment. x Bloor Station – 5.3% Kiss and Ride; Based on the above sources, the forecasted trip generation from the joint Caledonia GO x Exhibition Station – 5.3% Kiss and Ride; Station and ECLRT Station, for the scenario considered, is summarized in the following x Weston Station – 10.0 % Kiss and Ride; table: x Danforth Station – 10.3% Kiss and Ride; and x All stations within the 416 area – 14.0% Kiss and Ride. Table 5.4: Total Forecasted Trip Generation from the Caledonia GO Station and ECLRT Station (36 trains/day scenario, 13 trains in the a.m. peak period) The ECLRT Environmental Project Report Addendum (March 2013) assumed that Kiss Boardings Alightings Total and Ride activity would be 12.3% of the forecasted alightings for the proposed Mount Activity (riders / hour) (riders / hour) (riders / hour) Dennis GO Station. ECLRT Station (external traffic) 300 200 500 For the purposes of this TIS, the level of Kiss and Ride activity for the external traffic at GO Station (external traffic) 25 25 50 the Caledonia GO Station and ECLRT Station has been assumed to be 10% of the Total External Traffic 325 225 550 external boarding traffic and 10% of the external alighting traffic, in both the a.m. peak Transfers (internal traffic between n/a n/a 225 hour and p.m. peak hour. The remaining access modes for this Station are assumed to ECLRT and GO lines) be via walking, cycling and transit connections. The forecasted external traffic volumes Total Internal and External n/a n/a 775 for the combined Caledonia GO Station and ECLRT Station are summarized in the Traffic following table, for the Future Phase 2 scenario:
For the purposes of this current report, it is assumed that the p.m. peak hour traffic at Table 5.5: External Traffic from the Caledonia GO Station and ECLRT Station (36 these Stations will be a reverse of the a.m. traffic. GO Rail trains/day scenario, 13 trains in the a.m. peak period)
Metrolinx uses a peak hour factor of 0.58 for GO Transit and 0.45 for rapid transit a.m. Peak Hour p.m. Peak Hour (i.e., 58% or 45% of peak period riders occur in the peak hour) to estimate peak period Mode Boardings Alightings Boardings Alightings activity. Therefore, the peak a.m. period (typically 3 hours) is forecasted to have about (riders/hour) (riders/hour) (riders/hour) (riders/hour) 1,200 riders (total, externally generated only) using the combined Caledonia GO and Walk 235 175 175 235 ECLRT Stations, under the Future Phase 2 Scenario 1 (36 trains). Cycle 25 25 Bus 35 30 30 35 5.5.2 Access Mode and Traffic Distribution Kiss & Ride or Taxi 30 20 20 30 Total 325 225 225 325 The Caledonia GO Station will largely be a transfer station, due to its location with respect to Union Station (i.e., about 13 minutes travel time) and to the ECLRT line, and The assumed distribution of Kiss and Ride traffic to/from the Caledonia GO Station and therefore is forecasted to generate very little external traffic. Conversely, the Caledonia ECLRT Station has been based on the distribution of the existing background traffic ECLRT Station is forecasted to generate external traffic, which originates or is destined (i.e., 55% to/from the east and 45% to/from the west). The forecasted auto traffic to the local area, with access via walking, cycling and transit connections. The generation from the Caledonia GO Station and the ECLRT Station is shown on forecasted access modes for the Caledonia GO Station are based on the Metrolinx Figure A11 (Future Phase 2 scenario) (Appendix A). modelling (David Pritchard, May 16, 2014). The forecasted access modes for the Caledonia ECLRT Station are based on the City of Toronto’s modelling (ECLRT 5.6 Road Network and Total Traffic Volumes – Future (2021) Environmental Project Report, TTC/City of Toronto, March 2010), which are assumed to remain valid during the peak hour periods. The implementation of the Future Phase 2 The forecasted future background traffic volumes (2021) have been added to the Scenario (36 trains) will result in additional off-peak pedestrian and cyclist traffic in the forecasted traffic generated by the Caledonia GO and ECLRT Stations, and the resulting study area and may result in additional bike parking being required, over that anticipated total traffic (2021) are shown on Figure A12 (Future Phase 2 scenario) and in the original City of Toronto’s modelling. (Appendix A). The assumed road network for analysis of the total traffic (2021) conditions is the same as that for the background traffic (2021) conditions.
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5.7 Traffic Operations – Future (2021) Total Traffic Conditions Eglinton West Subway Station on the Spadina Subway line and terminates at Emmett Drive, west of Jane Street. The routes 32 Eglinton West provide frequent service The LOS, delays, volume/capacity (v/c) ratios and queuing, for the future (2021) total (i.e., 10 minute or better service) on weekdays from 7 a.m. to 10 p.m. and on weekends traffic conditions at the intersections within the study area, are analyzed using Synchro from 9 a.m. to 7 p.m.. As noted in the Eglinton Crosstown Light Rail Transit, software, as shown in Appendix B. The traffic operations for these intersections are Environmental Project Report (Toronto Transit Commission, March 2010), Route summarized in Table B-1 (Appendix B) and the queuing analysis is summarized in Table 32 Eglinton West (all branches) had all-day ridership (2010) of 41,568 and peak hour B-2 (Appendix B). ridership of 1,647 at Eglinton Station. The ECLRT Environmental Project Report Addendum (October 2013) indicated that the TTC plans to shorten the 32 Eglinton West As shown in Table B-1 (Appendix B) all of the intersections assessed are forecasted to bus service so that it will only run from Renforth Station to the proposed Mount Dennis operate with good LOS, short delays and significant reserve capacities, under the future Bus Terminal (at 5 minute headways), once the ECLRT becomes operational. Therefore (2021) total traffic condition. this bus will no longer travel through the study area being considered in this TIS study.
Under horizon year 2021 conditions, the NBL movement at the intersection of Caledonia According to the ECLRT Environmental Project Report Addendum (October 2013), the Road / Eglinton Avenue West is forecasted to have a small deficiency in queue storage. TTC plans to continue to run the 34 Eglinton bus from the Mount Dennis Bus Terminal to Kennedy Station after the ECLRT line is operational, however there is presently no plan 6.0 Local Transit Access to stop at the Caledonia GO Station.
In the study area, local transit services are operated by the TTC, as discussed in the TTC bus routes 47B Landsdowne and 47C Landsdowne operate along north-south following sections. routes along Caledonia Road in the study area, providing regular service (all day, every day) until 1 a.m. These buses, combined, run at 9 minute headways through the study 6.1 Subway Access area. Once the Caledonia ECLRT Station bus loop is operational it is expected that these buses will divert from Caledonia Road to the bus loop, a diversion of about 550 m There are two TTC subway lines running in a north-south direction, crossing Eglinton (total, two-way) for this route. The traffic forecasted at the bus loop access has been Avenue West as follows: based on providing an interchange with these routes, for transfers to the GO Barrie rail x University-Spadina Subway Line, located approximately 3.9 km to the east of the line or to the ECLRT at these stations. proposed Caledonia GO Station. This line is currently being extended to the City of Vaughan. Approximately 38 additional TTC bus routes presently intersect the ECLRT corridor, with x Yonge Subway Line, located approximately 5.6 km to the east of the proposed opportunities for bus-LRT transfers at the locations where these routes cross Eglinton Caledonia GO Station. Avenue West.
6.2 Bus Access Overall, the ECLRT Environmental Project Report (March 2010) estimated that most of the 681 buses that presently travel east-west on Eglinton Avenue West on a daily basis The planned transit access to the Caledonia GO Station and ECLRT Station is shown on will be replaced by the proposed 488 Light Rail Vehicles (LRV) on the ECLRT line. Figure A13 (Appendix A). A bus loop is proposed at the Caledonia ECLRT Station to service this station and the Caledonia GO Station. The concept plan for the Station 6.3 Proposed Eglinton Crosstown Light Rail Transit (ECLRT) includes provision for two bus parking stalls within this loop. It is anticipated that this interchange infrastructure will meet the customer needs of the adjusted bus network in The Caledonia ECLRT Station provides the primary interchange opportunity for riders this area, particularly for riders within a 20 minute travel time of the GO Transit Station. using the Caledonia GO Station. Details of the proposed ECLRT line have been presented in the background reports, as outlined in earlier sections of this current TIS. TTC bus routes 32 Eglinton West, with its four branches, operates in the study area along Eglinton Avenue West. The trunk Route 32 service originates at the Eglinton 7.0 Pedestrian and Bicycle Access Subway Station (Yonge Street) and extends to Renforth Drive in the west. Three of the four branches of Route 32 originate at Eglinton Subway Station. Branches 32A and 32B 7.1.1 Pedestrian Access extend into the City of Mississauga, serving different parts of the Airport Corporate It is anticipated that walking will be an important mode of access to the Caledonia GO Centre employment district. Branch 32C extends north-westerly along Trethewey Drive, Station and ECLRT Station, particularly for riders within one kilometer of the Stations. terminating in the Jane Street / Lawrence Avenue area. Branch 32D originates at the
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Potential intensification of the land uses in this area, through redevelopment along objectives of providing improved connections across the railway corridor in the Eglinton Avenue West, on the Westside Shopping Centre lands, and in the Castlefield Castlefield and Caledonia District. and Caledonia Design and Décor District will increase the use of this mode of access. Pedestrian access to the rail platforms are also proposed in the area of the north tunnel Figure A14 (Appendix A) shows the planned pedestrian access in the study area. connection, via stairs and elevator. Alternatively, pedestrians may use the sidewalks on Croham Road, which are located on both sides of the road, to connect to the Station’s Existing pedestrian facilities along Eglinton Avenue West currently include sidewalks and main access near Eglinton Avenue West. pedestrian crossings with traffic signals at major intersections, as well as sidewalks on intersecting local and collector roads. The existing Westside Shopping Centre lands, located immediately to the west and north of the Stations, also provide for pedestrian linkages to the broader area. The City of The Eglinton Connects Planning Study (March 2014) proposes a cross section for Toronto has indicated its intention to require that linkages (pedestrian, cyclist and Eglinton Avenue West that includes a 3.2 m pedestrian clearway on each side of the vehicular) be maintained through any redevelopment of these lands. The location of a road (see Figure A5), which will continue to provide pedestrian access to the proposed possible future multi-use trail is shown on Figure A14, located on the Westside Shopping Caledonia GO and ECLRT Stations, to meet customer needs. Centre lands, which would further improve the pedestrian linkage in this area, particularly to the Caledonia ECLRT Station. The draft concept plan for the Caledonia Stations (Figure A3, Appendix A), provides for crosswalks on Eglinton Avenue West at Blackthorn Avenue, the GO Station Kiss and In addition to the sidewalk facilities within the road right-of-ways in the study area, a Ride parking lot and at the access to the Westside Shopping Centre. The Blackthorn pedestrian linkage is also provided by the York Beltline Trail, which is reviewed further in Avenue intersection is presently signalized and is proposed to remain signalized. a Section 7.1.3. Signalized intersections also exist at Gabian Way, about 190 m west of Blackthorn Avenue and at Caledonia Road, about 300 m east of Blackthorn Avenue. As noted 7.1.2 Bicycle Access previously, it is forecasted that pedestrian travel to/from the Caledonia GO and ECLRT Stations may be in the order of 400 pedestrians/hour during peak periods. It is anticipated that cycling will be a significant mode of access to the Stations, particularly for riders within five kilometres of the Stations. Potential intensification of the Considering that pedestrian linkages are provided in all directions from the Stations, the land uses in this area, through redevelopment along Eglinton Avenue West, the volumes of pedestrians crossing Eglinton Avenue West is forecasted to be relatively low. Westside Shopping Centre lands and the Castlefield and Caledonia Design and Décor Given the proximity of the existing traffic signals on Eglinton Avenue West to the District, will increase the use of this mode of access. proposed Stations, and the desirability to maximize vehicular traffic mobility along this corridor, the implementation of additional crosswalks at the Kiss and Ride exit and at the To the west of the study area, an existing multi-use trail runs parallel to the road (south Westside Shopping Centre are not proposed at this time, but it is recommended that the side) between Etobicoke Centennial Park (west of Renforth Drive), to Jane Street. It has need for these additional crosswalks should continue to be monitored once the Stations been proposed that this multi-use trail be extended from Jane Street to Bicknell Avenue, are operational. It is acknowledged that the assessment, of the need to establish a new west of Keele Street. It is anticipated that this cycle route will be further extended pedestrian crossing of Eglinton Avenue West at the Station access, should be based on through the study area, as part of the redevelopment of Eglinton Avenue West. The both vehicular considerations as well as AODA requirements, safety guidelines and Eglinton Connects Planning Study (March 2014) has proposed the implementation of placemaking. If further pedestrian crossings are warranted it is recommended that traffic raised cycle track (1.2 m wide) on both sides of Eglinton Avenue West through the study operations be coordinated between the closely spaced signals, based on a future signal area, as shown on Figures A5 and A6 (Appendix A). coordination study for this section of the corridor. The concept plan for the Caledonia GO and ECLRT Stations (Figure A3, Appendix A) As shown on Figure A14 (Appendix A), the concept plan for the Caledonia GO and provides for bicycle parking facilities at the main accesses to both Stations (52 spaces at ECLRT Stations includes a bridge crossing the rail line to connect the two Stations. In the ECLRT Station and 16 spaces at the GO Station). Bicycle parking (up to 48 spaces) addition a tunnel crossing of the rail line is proposed at the north end of the site, to is planned in the area of the north tunnel under the GO rail tracks, to facilitate access to provide a connection between Carnarvon Street and Bowie Avenue. Since the rail the Caledonia GO Station platforms at that location. The north tunnel will include stairs corridor is close to grade at this location, the provision of a tunnel is considered more and elevator access. Cyclists will be required to dismount and walk to connect through suitable than a bridge, due to the higher clearance requirements of a bridge (7.4 m) as the tunnel. The usage of the bicycle parking will be monitored, after commencement of compared to a tunnel (3.9 m). While this connection is not a primary requirement to operations, to ensure that sufficient parking facilities are provided to meet demand. facilitate access to the Caledonia GO Station, it addresses the City of Toronto’s planning
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In addition to the on-road cycling facilities proposed on Eglinton Avenue West, The Toronto Bike Plan (City of Toronto, 2001) had forecasted growth in the bike network improvements are proposed on Croham Road to provide a cyclist linkage between the from 166 km in 2001 to 1,000 km in 2011, while the existing network (2015) has GO Station and the York Beltline Trail. Croham Road presently has an asphalt width of achieved a length of approximately 842 km. 8.6 m, within a 20 m right-of-way, with travel one-way northbound. One-hour parking is allowed along the west side of Croham Road between the hours of 8 a.m. and 7 p.m., Toronto is presently in the process of updating its ten year plan for improving its cycling 7 days a week. There are monolithic sidewalks on both sides of the street. The infrastructure. The City of Toronto has identified projects for consideration in the next improvements to the cycling facilities that are recommended for Croham Road include 10 years, and are in the process of finalizing their implementation plans. The City of the following: Toronto’s 2016 Cycling Network plan has made significant revisions to the original 2001 Bike Plan. We note that the north-south multi-use trail along the GO Barrie rail corridor, x Addition of contra-flow cycling infrastructure for southbound bicycle travel on Croham previously proposed in the City of Toronto’s 2001 Bike Plan, is no longer proposed. . Road, which is a one-way road northbound for vehicular travel. However, planned and approved north-south bikeways are included in the ten year plan x Relocation of on-street parking on Croham Road from the west side to the east side along Black Creek Drive, to the west of the study area, and along the Allen Road of the road. Possible addition of sharrow markings to facilitate northbound bicycle Greenway (parallel to Allen Road), to the east of the study area. In addition, planned travel on this road. cycling routes have been identified along a number of quiet streets in the study area, x It is recommended that the residential one-way road section of Croham Road be providing additional north-south access to the study area, without the need for an signed for “no through traffic, bicycles excepted”, and that enforcement be increased additional multi-use trail along the Barrie GO rail corridor. to respond to issues of speeding and driving the wrong direction. Further design enhancements will also be considered in the detailed designs (e.g., pavement Preliminary discussions have been initiated with the City of Toronto Planning markings and/or guideposts) to facilitate safe and efficient cycling movement in this Department (Andrew Au) and City of Toronto Transportation Services Department area. (Lukasz Pawlowski), to confirm pedestrian and cyclist connections in the area of the Caledonia GO Station and ECLRT Station. The City of Toronto has indicated that a Further details related to the York Beltline Trail, and the areas to the north of this trail, protected north-south crossing of Eglinton Avenue West, at the Station access, should are considered in the next section of this report (Section 7.1.3). be further considered. Such a crossing would provide improved access for pedestrians and cyclists and therefore conform to the objective and purpose of the station to promote The location of a possible future multi-use trail is shown on Figure A14, located on the walking, cycling to the station. However the opportunity does exist for cyclists and Westside Shopping Centre lands to the west of the GO Barrie rail corridor, which would pedestrians to use adjacent signalized crossings along Eglinton Avenue West, which further improve the cyclist linkages in this area, particularly to the Caledonia ECLRT provides a reasonable access service level for the proposed station. It is recommended Station. that the pedestrian and cyclist linkages to the Caledonia GO Station, as proposed in this TIS, be further reviewed with the City of Toronto, as part of the detailed designs. 7.1.3 Pedestrian and Cyclist Network Considerations – Broader Context York Beltline Trail and Areas North (Castlefield and Caledonia Design and Décor Planned Cycling Network District) The planned cycling network in the broader study area is shown on Figure A15 The York Beltline Trail is a 4 m wide multi-use trail, with asphalt surface that commences (Appendix A), as taken from various planning documents completed by the City of in the vicinity of the northeast corner of the Caledonia GO Station lands, at Bowie Toronto, as noted on the Figure. The primary components of this network include the Avenue, where the trail is referred to as the York Beltline Trail (see Figure A14, following: Appendix A). The trail runs along the former Belt Line railway corridor and travels for x East-west connection via the existing York Beltline Trail (as discussed further below); 9 km to the east, ultimately terminating in the Moore Park Ravine. The trail includes x Proposed cycling infrastructure on Eglinton Avenue West, which will be implemented bridge crossings of Dufferin Street and Yonge Street. There is no crossing of Allen as part of the ECLRT and Eglinton Connects projects; Road (about 2.5 km east of the Caledonia GO Station lands, measured along the trail), x Planned cycling route on Croham Road, between Eglinton Avenue West and Bowie and trail users must use footpaths parallel to Allen Road to reach the nearest road Avenue / York Beltline Trail; and bridge, a half-block north or south. Other roads are crossed at grade, with no formal x Planned cycling routes on a number of quiet streets in the study area, as well as on a pedestrian crosswalks, however a City of Toronto Report (Beltline Trail Study, May few fast, busy streets, where required to facilitate the overall cycling network. 2013) recommends the addition of various crosswalks at those locations. Immediately to the east of Allen Road, the City of Toronto plans to complete a north-south trail, the Allen
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Road Greenway, which will run from the York Beltline Trail to Highway 401, parallel to also proposes to implement north-south bike routes on quiet streets, namely Blackthorn Allen Road. Avenue running south from Eglinton Avenue West, and Croham Road running north from Eglinton Avenue West, to connect to the York Beltline Trail. In the vicinity of the proposed Caledonia GO Station, the York Beltline Trail presently has relatively low usage (i.e., about 140 pedestrians/day and 50 cyclists/day, although City of Toronto planners have requested that the expansion to the GO Barrie rail corridor these volumes may increase in the peak summer periods). This usage has the potential consider incorporating pedestrian and cycling paths across this major barrier. The rail to grow significantly with the implementation of the Caledonia GO and ECLRT Stations corridor currently has a single crossing (Castlefield Avenue, at-grade crossing) located as the Trail’s termination point. on the section of the corridor between Eglinton Avenue West and Lawrence Avenue West (about 2.1 km in length). The proposed Caledonia GO Station includes a bridge As noted previously, improvements are recommended on Croham Road to provide a crossing at its south end and a tunnel crossing at its north end. The City of Toronto also connection between the York Beltline Trail and Eglinton Avenue West. had a previous proposal to extend Ingram Drive across the rail corridor, which would provide an additional crossing in the broader study area, but which is not identified as a Proposed Cycling Infrastructure planned route in more recent studies (2016 Cycling Network Plan). With the planned improvements the number of pedestrian / cyclist crossing of the rail corridor, between The Dufferin Street Avenue Study (DTAH / City of Toronto, January 2015) proposes Eglinton Avenue West and Lawrence Avenue West, will increase to three or four, which cycling infrastructure along Dufferin Street, to the north of the York Beltline Trail. In is considered sufficient to meet the east-west linkage requirements in this area. addition, the Dufferin Street report shows proposed cycling infrastructure along Castlefield Avenue, paralleling the York Beltline Trail and connecting to existing cycling 8.0 Parking Facilities and Transportation Demand Management infrastructure on Roselawn Avenue and on Marlee Avenue, to the east of Dufferin Street in this area. The City of Toronto’s 2016 Cycling Network Plan does not identify all of 8.1 Parking Facilities these cycling infrastructure plans, and therefore their implementation may not occur. The Caledonia GO and ECLRT Stations are intended to function as transfer Stations The Castlefield Avenue cycling infrastructure was originally proposed as part of the and to service the local area. As noted previously it is anticipated that access to the site Toronto Bike Plan (City of Toronto, June, 2001). The City of Toronto’s 2016 Cycling will largely be via transit, walking and cycling. No long-term customer parking will be Network Plan shows this road as being a proposed route on a quiet street. provided at the Stations. However, a small Kiss and Ride area will be provided, with about 8 vehicle stopping spaces provided, which is considered to be sufficient to meet The Eglinton Connects Planning Study (City of Toronto, March 2014) proposed cycle track (elevated, within the boulevard area) along Eglinton Avenue West in the study the forecasted Kiss and Ride demands for this site. A small parking area will be designed as part of the detailed design phase for the Caledonia GO Station. This area. parking area will include approximately six parking spaces, to accommodate staff (two The Castlefield-Caledonia Class Environmental Assessment Study (URS / City of spaces), taxis (two spaces) and maintenance vehicles or future staff growth (two Toronto, August 2011), proposed a new road / pedestrian / cyclist connection across the spaces). GO Barrie rail corridor (i.e., extension of Ingram Drive, located about 1 km north of the Caledonia GO Station). One-hour parking is presently allowed along the west side of Croham Road, between 8 a.m. and 7 p.m. In addition, the Westside Shopping Centre presently provides North-South Cycling Connections and the GO Barrie Rail Corridor significant parking in the immediate area of the proposed Caledonia GO and ECLRT Stations, however this parking is not for transit users. The Toronto Bike Plan (City of Toronto, June 2001) had previously identified a north- It is recommended that signage be implemented in the areas of the Caledonia GO and south multi-use trail to follow the GO Barrie rail corridor in the study area. This trail is no ECLRT Stations to restrict the potential for illegal parking. Further, it is recommended longer proposed in the City of Toronto’s Cycling Network Implementation Plan (2016). that parking and Kiss and Ride activity be monitored in the areas external to the Stations’ lands, after commencement of operations at these stations, particularly along In the area of the proposed Caledonia GO Station the proposed tunnel connection under Croham Road and at the Westside Shopping Centre. If parking becomes an issue in the GO Barrie rail line, the improvements to facilities along Croham Road and the these areas it is recommended that increased enforcement, by the City of Toronto, be potential pedestrian / cyclist connection on the Westside Shopping Centre Lands will implemented to address concerns. maintain the required north-south linkage. At Eglinton Avenue West it is anticipated that the north-south pedestrian / cyclist traffic will utilize the signalized crossings at Caledonia Road and at Blackthorn Avenue. The City of Toronto’s Cycling Network Plan (2016)
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8.2 Transportation Demand Management surveys completed by Metrolinx, it is estimated that these workplace initiatives have resulted in an annual reduction of lone driver vehicles on the area roadways of One of the strategies identified in The Big Move (November 2008) was to create an 2.4 million car trips, while increasing walking/cycling trips by 2.9 million and carpool trips ambitious transportation demand management (TDM) program. Strategy #4 included by 2.2 million annually. the following priority actions and supporting policies: TDM is about using existing transportation infrastructure and services efficiently and Priority Actions: sustainably. TDM policies and strategies aim to support different commute choices, such as carpooling, walking and cycling, and transit, thereby shifting travel modes. The x Develop a Transportation Demand Management (TDM) policy and strategy for Provincial Policy Statement (2014) and Amendment No. 274 of the City of Toronto provincial ministries and agencies such as school boards, hospitals and universities that include actions, timelines and targets. Official Plan require that all new development (i.e., including residential) consider TDM strategies. x Establish guidelines and model policies to help municipalities develop and implement TDM policies in their Official Plans and Transportation Master Plans. The proposed Caledonia GO and ECLRT Stations will largely rely on customer access x Encourage private sector employers to implement TDM programs. via walking, cycling and transit, while also providing their function as transfer Stations. x Encourage employers who currently offer their employees free or subsidized parking Neither the Caledonia GO Station nor the ECLRT Station provides for long term a choice between the parking or a cash equivalent that can be used for other means customer parking, thereby eliminating the potential for auto-driver mode of access to the of transportation. Stations. Given the proximity of other transit facilities and routes in this area, the direct x Incorporate objectives and goals related to TDM as part of any revenue or financial access needs (i.e., beyond the interchange needs) will be from a customer base within tools that are recommended as part of the Metrolinx Investment Strategy. the local area. Therefore, provision of adequate pedestrian and cyclist connections to the Stations, along with bicycle parking facilities at the Stations, will support the Official Supporting Policies: Plan directive to consider Transportation Demand Management (TDM) for these x Official Plans shall require a TDM strategy as part of planning applications for any Stations, thereby allowing access modes that are not auto-centric. It is proposed that major commercial, employment or institutional development. LCD digital signage be installed at the station, displaying the real-time trips to assist in traffic management. Metrolinx’s Smart Commute program has been actively implementing these TDM actions since the development of this Regional Transportation Plan. The Smart Commute In addition to the direct TDM measures that are being implemented through Metrolinx’s program helps employers and commuters explore and try out smart travel options such current programs, it is also recognized that Bike Share and Car Share facilities/programs as walking, cycling, transit, carpooling and teleworking. The Smart Commute program are currently in place in Toronto. While these facilities are primarily focused in the presently includes the following initiatives: downtown core area, their prevalence in more remote areas of the region is expected to grow as densities increase and as higher level transit facilities continue to develop in x Site assessments and surveys to understand employee commute behavior; those areas. It is recommended that Metrolinx continue to work with the operators of x Customized action plans to encourage employees to explore and try our smart travel such systems to identify any partnership opportunities that may be integrated with the options; improvements to their GO Rail facilities and that the design of the Caledonia GO Station x Exclusive carpool ride-matching programs; considers such opportunities. x Emergency ride home programs; x Discounted transit pass programs; It is recommended that access and transfer activity continue to be monitored by x Telework programs and flexible work arrangements; Metrolinx at the Caledonia GO Station and ECLRT Station, to ensure that additional x Walking and cycling programs; TDM measures can be developed, if required, to respond to access demands and to x Fun events and promotions; support the low-impact access modes, which form part of the concept for these Stations. x Assistance to community and government partners to encourage active and Metrolinx’s TDM and Smart Commute Group, presently monitor the operations at all GO sustainable school travel; and Stations and will continue to review TDM strategies and respond to new technologies or x Assistance to regional and local municipalities to support TDM initiatives related to processes that may become available, to maximize the sustainability of the land use policy, walking and cycling. transportation systems affected. From a TDM perspective, the overall initiatives being implemented by Metrolinx are considered to more than offset any increase in traffic that In 2014 Smart Commute worked with 340 workplaces in the Greater Toronto Hamilton may be generated by the new Caledonia GO Station within the study area. Area (GTHA), representing more than 730,000 commuters. Based on workplace
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
9.0 Traffic Access 10.0 Traffic Data Inputs to Air Quality and Noise Impact Assessments 9.1 Traffic Circulation To assist with assessing the impacts to air quality and noise levels, traffic data was As shown on the concept plan (Figure A3), access to the Caledonia GO Station is forecasted for additional parameters for the road network in the study area, as proposed from Croham Road, with a full-moves access to the taxi/staff parking area and summarized in Tables C1 and C2 (Appendix C). The data forecasted was based on the a one-way (ingress only) to the Kiss and Ride. Egress from the Kiss and Ride will be to following: an unsignalized intersection (stop-controlled), with separate right-turn and left-turn lanes. x A.m. and p.m. peak hour traffic volumes at intersections, as previously described in Croham Road is one-way northbound, except for a short section at its south end, where this report. two-way traffic is allowed. In order to minimize traffic infiltration through this residential neighbourhood it is recommended that the two-way section of Croham Road be x Daily traffic volumes for road links, through the application of typical conversion extended to include the two accesses to the Caledonia GO Station (i.e., Kiss and Ride percentages to the peak hour traffic volumes forecasted, or from traffic data available and staff/taxi parking). from the City of Toronto, or from the application of ITE trip generation rates to development in local areas. If a lane is implemented to service the redevelopment / intensification of the lands along Eglinton Avenue West in this area, it is recommended that such a lane be connected to x Traffic types (cars, buses, light trucks, medium trucks, heavy trucks) based on the one-way section of Croham Road, to minimize impacts at the unsignalized forecasts made in the Eglinton Connects Planning Study (March 2014) for Eglinton intersection at Croham Road / Eglinton Avenue West. Avenue West, or from the traffic count taken on Caledonia Road, or from the application of typical percentages for local areas. 9.2 Construction Laydown Areas and Haul Routes x Idling time for the intersections is based on the forecasted traffic volumes and It is expected that the construction laydown areas will be established on the Caledonia average delays, as determined from the Synchro analysis of traffic operations, GO Station lands. It is recommended that construction access and haul routes be previously described in this report. restricted to ingress / egress directly from Eglinton Avenue West and to using Bowie Avenue. Bowie Avenue is a two-way local industrial road, which provides for good x Idling time for the bus loop assumes a dwell time of 3 minutes for each bus (i.e., as access to Caledonia Road and, ultimately, good access to Eglinton Avenue West to the per the maximum idling time allowed under the City of Toronto By-Law). south, via a signalized intersection. It is recommended that construction access be provided from Bowie Avenue to the main Caledonia GO Station building via a service x Idling time for the Kiss and Ride is based on a dwell time of 1 minute for drop-offs road, located along the rail line and immediately west of the residential lots on Croham and 3 minutes for pick-up (i.e., as per the maximum idling time allowed under the Road. City of Toronto By-Law).
Construction traffic and construction parking should be restricted from using the one-way For additional details, reference should be made to the separate study reports that have section of Croham Road, to minimize the potential for conflict with the existing residential been prepared to assess these impacts, as reported in the Caledonia GO Station uses in this area. Environmental Project Report (i.e. Appendix G – Air Quality Impact Assessment Report and Appendix H – Noise and Vibration Impact Assessment Report) It is recommended that the contractor develop and implement a traffic management plan for the construction of the Caledonia GO Station. This plan should be coordinated with the City of Toronto and include details outlining construction staging / scheduling, construction access (including considerations for bicycle traffic and access to businesses, residences, trails and parks), parking and laydown areas for the implementation of the proposed works.
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
11.0 Conclusions and Recommendations Existing: current operating conditions with current 2015 traffic volumes. Future Phase 1: addition of a new GO station (Caledonia) operating with current The major conclusions and recommendations of this TIS are summarized as follows: 2015 traffic volumes. Future Phase 2: provision of all-day, two-way service (an expansion with Conclusions increased trains over the entire day as well as an additional second track allowing trains to travel both north and southbound) along the existing route Development Overview operating with predicted 2021 traffic volumes of 36 diesel trains per day. x The Caledonia GO Station is proposed to include the following facilities on the GO Barrie rail line, sufficient to accommodate all-day, two-way 15-minute or better x For the purposes of this TIS, the traffic impacts associated with the Existing service: conditions and with the Future Phase 2 service level have been assessed. Accessible station platforms and station building; Kiss and Ride area; x Future Phase 2 (36 Diesel Trains by 2021) – Traffic generation from the Caledonia Staff / taxi parking area; GO and ECLRT Stations has been based on modeling completed by Metrolinx in 2014 (memorandum dated May 16, 2014 from David Pritchard, Metrolinx, Bicycle parking facilities; Re: Eglinton-GO Transfer Activity), as well as the trip generation forecasts in the Driveway access onto Croham Road and Eglinton Avenue West; Eglinton Crosstown Light Rail Transit, Transit Project Assessment, Environmental Pedestrian bridge over the GO Barrie rail line, linking the GO Station to the Project Report (EPR) (March 2010; Toronto Transit Commission / City of Toronto). Caledonia Eglinton Crosstown Light Rail Transit (ECLRT) Station; The rider activity (i.e., boardings and alightings) during the a.m. peak hour (6:30 a.m. A bus loop at the Caledonia ECLRT Station site, to jointly serve this station and to 9:30 a.m.) at both stations, combined, is forecasted to be 225 riders/hour the GO Station; and transferring and 550 riders/hour accessing the station externally. It is forecasted that Pedestrian tunnel under the GO Barrie rail line, linking Carnarvon Street and there will be about 1,200 riders accessing the station (externally) during the peak Bowie Avenue. a.m. period (i.e., 3 hours, assuming a Peak Hour Factor of 0.58 for GO traffic and 0.45 for ECLRT traffic as noted in a memo from David Pritchard, Metrolinx, Re: x The Caledonia GO Station will: Eglinton-GO Transfer Activity (v2.1), dated May 16, 2014). Provide a north/south – east/west transit connection option in the City of Toronto; Improve service to customers by connecting GO service to the ECLRT at x Traffic forecasts on the area road network have been based on the Eglinton Eglinton Avenue West. The ECLRT is forecasted to provide a peak hour Connects Planning Study (March 2014, City of Toronto), augmented by a traffic maximum capacity of 8,000 riders per hour per direction in an east-west direction count taken in the area beyond Eglinton Avenue West (i.e., count taken on along Eglinton Avenue (Eglinton Crosstown Transit Project Light Rail Transit August 12, 2013 by the City of Toronto at Caledonia Road / Bowie Avenue) and by Assessment Study, Toronto Transit Commission/City of Toronto, February 2010); trip generation forecasts for the local area, using standard trip rates (i.e., Institute of Create a new Toronto station between Union Station and the future Downsview Transportation Engineers Trip Generation Manual) where counts are not available. Park GO Station; and Complement the planned service improvements and future electrification on the x For this TIS the peak hour of the transit system is assumed to correspond to the Barrie rail corridor. peak hour of the traffic on the adjacent roadway network (i.e., a.m. peak hour of road network is 8:15 a.m. to 9:15 a.m. and p.m. peak hour is 4:45 p.m. to 5:45 p.m.). Existing and Future Traffic Conditions Overview x Under existing traffic volumes and lane configurations, this TIS forecasts that the x The Barrie Corridor Planning Study Final Report (March 2012, Halcrow Consultants intersection of Eglinton Avenue West / Caledonia Road is over-capacity in the p.m. Inc.), estimates that ridership on the GO Barrie Rail line will increase from peak hour, with a storage deficiency for eastbound queuing. Under existing 6,750 riders in the a.m. peak period, peak direction (2010) to 13,900 riders by 2021 conditions, queuing deficiencies were also identified at the intersections of Eglinton and 16,000 riders by 2031. The existing service on the GO Barrie rail line includes Avenue West / Blackthorn Avenue and Eglinton Avenue West / Gabian Way, during 7 trains southbound in the a.m. period and 7 trains northbound in the p.m. period. both the a.m. and p.m. peak hours. However, as identified in the Eglinton Connects Planning Study (March 2014, City of Toronto), future traffic operations are forecast x For the purposes of the Transit Project Assessment, existing and future train service to be acceptable along Eglinton Avenue West, due to the conversion of the existing levels are defined as follows: bus / taxi lanes into full-use lanes, upon completion of the ECLRT. The adjusted
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
lane use structure can also accommodate the small traffic increases that result from x To assess the impacts to air quality and noise and vibration levels, traffic data the development of the Caledonia GO Station. (i.e., peak hour traffic volumes, daily traffic volumes, traffic type and idling times) was forecasted for the road network and intersections in the study area. For additional Modes of Transportation Overview details, reference should be made to the separate study reports that have been prepared to assess these impacts, as reported in the Caledonia GO Station x The Eglinton Crosstown LRT Transit Project Assessment Process (TPAP), Environmental Project Report (i.e. Appendix G – Air Quality Impact Assessment Environmental Project Addendum (October 2013, MMM Group) proposed a 3 m Report and Appendix H – Noise and Vibration Impact Assessment Report). sidewalk on both sides of Eglinton Avenue West, plus 2-way cycling infrastructure on the north side of the road. The proposed cross section for Eglinton Avenue West x The provision of adequate pedestrian and cyclist linkages to the proposed stations, was subsequently updated in the Eglinton Connects Planning Study (March 2014, along with transit interchange opportunities, will reduce the vehicular impacts on the City of Toronto) to include two travel lanes in each direction on Eglinton Avenue road network by promoting access modes that are not auto-centric. These measures West, with no left turn lanes required at the intersection of Eglinton Avenue West / tie into the City of Toronto TDM strategies (reference can be made to Sections 7.0 Blackthorn Avenue or at Eglinton Avenue West / Gabian Way. The updated cross and 8.0 of this TIS for additional details on these strategies). section proposes a raised cycle track on each side of the road (1.2 m wide), as well as a 3.2 m wide pedestrian clearway on each side of the road. The cycling x Strategies developed as part of Metrolinx’s Regional Transportation Plan and on- infrastructure will ultimately connect to the bike network in the broader area, going Smart Commute program are being effective in shifting travel demand away providing a continuous east-west path from Highway 427 to Mount Pleasant. A from single occupant cars and towards more sustainable modes of travel bicycle connection between Eglinton Avenue West and the York Beltline Trail has not (i.e., carpooling, walking, cycling, transit). Given the low-impact access modes been identified in either the ECLRT study or the Eglinton Connects Study. However, proposed for the Caledonia GO Station, and the low external traffic generation this TIS for the Caledonia GO Station concludes that improvements should be forecasted, it is concluded that the Transportation Demand Management measures implemented along Croham Road to facilitate this connection. This cycle connection will more than offset the direct traffic impacts on the broader transportation network. is now included in the City of Toronto’s 2016 Cycling Network Plan. The traffic volume / operations forecasted along Eglinton Avenue West in this TIS confirm that x The access and transportation network linkages proposed for the Caledonia GO two travel lanes should be provided in each direction to accommodate the peak Station have taken into account previous planning work, including transportation hours, and that no left turn lanes are required on Eglinton Avenue West at the network constraints/opportunities identified in the City of Toronto’s 2016 Cycling intersections at Blackthorn Avenue or at Gabian Way. Network Plan and Amendment No. 274 to Toronto’s Official Plan. x The intersections in the study area are forecasted to have a good Level of Service x After implementation of the ECLRT, only the No. 47 B and No. 47 C Landsdowne (LOS), with relatively short delays and significant reserve capacities, under future buses (north-south along Caledonia Road) are proposed to connect at the Caledonia (2021) background traffic conditions, with the assumed lane configurations. Under ECLRT Station via a bus loop, with two bus parking stalls, which is proposed off of future (2021) total traffic conditions (i.e., with implementation of the Caledonia GO Eglinton Avenue West, with an exit at the existing signalized intersection, opposite to Station and ECLRT Station with the assumed servicing scenario), the traffic Blackthorn Avenue. The No. 34 Eglinton East bus will still run along Eglinton Avenue operations are forecasted to continue to operate acceptably, assuming minor West in the study area, but is not anticipated to stop at Caledonia GO Station and modifications to the signal timing. ECLRT Station at this time. x The Eglinton Connects Planning Study (March 2014, City of Toronto) identifies the x Additional pedestrian crossings of Eglinton Avenue West are not proposed at this potential for redevelopment / intensification along Eglinton Avenue West and at the time to facilitate the operations of the Caledonia GO and ECLRT Stations, due to the Westside Shopping Centre, allowing development heights of up to eight storeys in relatively low external pedestrian activity forecasted in these areas, the availability of these areas. The intensification of development in the area of the Caledonia GO and existing signalized intersections in close proximity to the stations, and the potential to ECLRT Stations will promote access to these stations via walking and cycling adversely impact traffic mobility on Eglinton Avenue West. modes. The future intensification of this area could tie into the City of Toronto TDM strategies (reference can be made to Sections 7.0 and 8.0 of this TIS for additional Recommendations details on these strategies). The City of Toronto also intends to maintain vehicular, cyclist and pedestrian connections, through any redevelopment of the Westside x It is recommended that the two-way section of Croham Road be developed to Shopping Centre lands. accommodate access by both the Kiss and Ride lot and the staff/taxi parking area at the GO Station. The Kiss and Ride area is proposed to have an entry-only off of
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Caledonia GO Station Environmental Assessment Traffic Impact Study Caledonia GO Station Environmental Assessment Traffic Impact Study February 2016 February 2016
Croham Road and an exit-only off of Eglinton Avenue West (unsignalized). It is Pedestrian connection to the York Beltline Trail via the existing sidewalks on recommended that the residential one-way road section of Croham Road be signed Croham Road; and for “no through traffic”, and that enforcement be increased to respond to issues of Cyclist connection to the York Beltline Trail via improvements to Croham Road to speeding and driving the wrong direction. link the cycling network in this area. The recommended improvements on Croham Road include the implementation of a contra-flow cycling infrastructure x It is recommended that signage be implemented in the areas of the Caledonia GO for southbound bicycle travel, relocation of on-street parking from the west side and ECLRT Stations to restrict the potential for illegal parking. Further, it is of the road to the east side of the road and possibly including sharrow markings recommended that parking and Kiss and Ride activity be monitored in the areas for northbound bike travel. external to the Stations’ lands, after commencement of operations at these stations, particularly along Croham Road and at the Westside Shopping Centre. If parking x Access to bicycle parking facilities are proposed at both the Caledonia GO and becomes an issue in these areas it is recommended that increased enforcement, by ECLRT Stations. It is recommended that bicycle parking also be available at the the City of Toronto, be implemented to address concerns. north tunnel access, with connection to the GO Station platforms provided at that location. x The City of Toronto has identified the potential for a future rear lane, to be implemented to service redevelopment intensification along Eglinton Avenue West, x A future multi-use trail may be considered on the Westside Shopping Centre lands, on the lands to the east of Croham Road. This lane is proposed to minimize to the west of the GO Barrie rail corridor, to further improve the cyclist linkages in this accesses along Eglinton Avenue West and is not intended to provide access to the area, particularly to the Caledonia ECLRT Station. However this additional linkage is GO Station. If such a lane is implemented, it is recommended that this lane be not required as part of the currently proposed works. connected to the one-way section of Croham Road, so that traffic will be directed away from the intersection of Eglinton Avenue West / Croham Road, minimizing x The pedestrian / cyclist facilities on Eglinton Avenue West will be completed as part congestion in the area adjacent to the GO Station. of the ECLRT project. It is recommended that the City of Toronto continue to implement other improvements to cyclist infrastructure in the study area, as identified x It is acknowledged that earlier concept plans had proposed an additional pedestrian in their 2016 Cycling Network Plan. crossing on Eglinton Avenue West, at the exit of the Kiss and ride. However, considering the need to maintain vehicular mobility along Eglinton Avenue West, it is x It is recommended that the City of Toronto and Metrolinx continue to implement considered to be premature to recommend a pedestrian crossing in this area, without Transportation Demand Management measures, in accordance with the policies set further monitoring to support the demand for such a crossing. Therefore, it is out in Amendment No. 274 to the Official Plan. recommended that monitoring of pedestrian activity continue, after commencement of operations at the Caledonia GO and ECLRT Stations, at the exit of the Kiss and x It is recommended that access and transfer activity continue to be monitored at the Ride and at the exit of the Westside Shopping Centre, to determine if additional Caledonia GO and ECLRT Stations, to confirm the adequacy of Transportation pedestrian crossings on Eglinton Avenue West are required at those locations. If Demand Management measures and to recommend additional measures, if further pedestrian crossings are warranted it is recommended that traffic operations required, to respond to access demands and to support low-impact access modes. be coordinated between the closely spaced signals, based on a future signal In this respect it is recommended that Metrolinx provide sufficient bike parking coordination study for this section of the corridor. facilities to adequately meet demands. It is also recommended that Metrolinx continue to implement Transportation Demand Management in the study area, x Preliminary discussions have been initiated with the City of Toronto Planning through their Smart Commute program, as well as to investigate opportunities for Department (Andrew Au) and City of Toronto Transportation Services Department integration of Bike Share and Car Share facilities as part of the Caledonia GO (Lukasz Pawlowski), to confirm pedestrian and cyclist connections in the area of the Station designs. Caledonia GO and ECLRT Stations. It is recommended that the following pedestrian linkages be included as part of the Caledonia GO Station development and that x It is recommended that construction ingress / egress for the Caledonia GO Station further approvals be obtained from the City of Toronto, as part of the detailed be restricted to Eglinton Avenue West and Bowie Avenue and along a proposed designs: service road immediately west of the residential lots along Croham Road. Bridge connection between the GO and ECLRT Stations; Construction traffic / parking should be restricted from using the one-way section of North pedestrian tunnel between Bowie Avenue and Carnarvon Street. Access Croham Road. It is recommended that a detailed traffic management plan for to the tunnel will be via stairs and elevator; construction staging areas and hauling routes be developed by the con
R.J. Burnside & Associates Limited 300034767.0000 R.J. Burnside & Associates Limited 300034767.0000 034767_TIS.docx 034767_TIS.docx Appendix A A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15 Figures Station Appendix A Site Location Station - 2021 Typical Cross Section Planned Transit Access 2021 Total Traffic Volumes Regional Transportation Plan Existing Traffic Volumes (2015) 2021 Background Traffic Volumes Land Use Intensification Opportunities Planned Pedestrian and Cyclist Access Planned Cycling Network – Wider Context Eglinton Avenue West Streetscape Design Eglinton Avenue West Future Traffic Controls and Lane Configuration Existing Traffic Controls and Lane Configuration Draft Concept Plan for Caledonia GO Station and ECLRT Traffic Generation from Caledonia GO Station and ECLRT from Traffic Generation GO RAIL OTHER RAPID TRANSIT (BRT / LRT AGT) SUBWAY Client A DIVISION OF METROLINX GO TRANSIT NTS Scale JBL Drawn Figure Title REGIONAL TRANSPORTATION PLAN CALEDONIA GO STATION TRAFFIC IMPACT STUDY Checked HC 300034767 Project No. AUGUST 2015 Date Figure No. A1
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM 10:34 - 2015 4, November Plotted: Date w:\034767_Traffic_Figures.dwg File: N A2 Figure No.
CALEDONIA ROAD GILBERT AVENUE
SANDERSTEAD AVENUE Project No. MARCH 2015 SITE LOCATION Checked Date TRAFFIC IMPACT STUDY
CROHAM ROAD CALEDONIA GO STATION BOWIE AVENUE BOWIE
BLACKTHORN AVENUE JBLScale NTS HC 300034767 Figure Title Drawn
BARRIE GO RAIL LINE
CARNARVON STREET WEST AVENUE EGLINTON LONBOROUGH AVENUE LONBOROUGH
GABIAN WAY GO TRANSIT ARCHITECTS, SEPT 2013) WORK FOR CALEDONIA GO STATION, PROJECT AREA (APPROXIMATE LIMIT OF PER ARUP AND NORR LIMITED PROPOSED ECLRT STATION A DIVISION OF METROLINX
WOODBOROUGH AVE Client CALEDONIA GO STATION REFERENCE CONCEPT DESIGN (SEPTEMBER 2013) SOURCE: ARUP CANADA INCORPORATED Client A DIVISION OF METROLINX GO TRANSIT NTS Scale JBL Drawn Figure Title DRAFT CONCEPT FOR CALEDONIA GO CALEDONIA GO STATION STATION AND ECLRT TRAFFIC IMPACT STUDY Checked HC 300034767 Project No. MARCH 2015 Date Figure No. A3
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM BARRIE CORRIDORPLANNINGSTUDY (HALCROW CONSULTANTSINC.,MARCH2012) SOURCE: Client A DIVISIONOFMETROLINX GO TRANSIT T 300034767 HC NTS Scale JBL Drawn Figure Title LAND USEINTENSIFICATIONOPPORTUNITIES CALEDONIA GOSTATION TRAFFIC IMPACTSTUDY hce Date Checked MARCH 2015 Project No. Figure No. A4
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM BASED ON EGLINTON CONNECTS PLANNING STUDY CITY OF TORONTO CROSSTOWN COLLABORATIVE (FEBRUARY 2014) SOURCE: Client A DIVISION OF METROLINX GO TRANSIT NTS Scale JBL Drawn Figure Title EGLINTON AVENUE STREETSCAPE DESIGN CALEDONIA GO STATION TRAFFIC IMPACT STUDY Checked HC 300034767 Project No. MARCH 2015 Date Figure No. A5
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM ENVIRONMENTAL ASSESSMENT STUDY EGLINTON CONNECTS CITY OF TORONTO STAFF REPORT (MARCH 2014) SOURCE: Client A DIVISION OF METROLINX GO TRANSIT NTS Scale JBL Drawn Figure Title EGLINTON AVENUE TYPICAL CROSS SECTION CALEDONIA GO STATION TRAFFIC IMPACT STUDY Checked HC 300034767 Project No. MARCH 2015 Date Figure No. A6
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM LEGEND (100) -PM PEAKHOUR(vph) 100-AM PEAK HOUR(vph) LEGEND (598) 993 (49) 123 PEAK PERIODS BUSES /TAXISONLYDURING CHANNELIZATION THROUGH LANE TURN LANE STOP SIGNCONTROL TRAFFIC SIGNALCONTROL 69 (74) 97 (83) GABIAN WAY GABIAN WAY 16 (85) 588 (863) (786) 921 (58) 23
0 (0) Client Client 0 (0) 0 (0) BLACKTHORN AVE ECLRT BUS LOOP BLACKTHORN AVE ECLRT BUS LOOP
(42) 50 681 (868) (57) 140 47 (54) A DIVISION OFMETROLINX A DIVISIONOFMETROLINX (843) 1061 GO TRANSIT GO TRANSIT 0 (0) 0 (0) GO STATION ACCESS GO STATION ACCESS 728 (922) (824) 1057 (19) 4
0 (4) 0 (5) CROHAM ROAD CROHAM ROAD BOWIE AVE 728 (917) 5 (23) BOWIE AVE T 300034767 HC NTS Scale JBL Drawn Figure Title T 300034767 HC NTS Scale JBL Drawn Figure Title EXISTING TRAFFICCONTROLSANDLANE (829) 678 (125) 174 EXISTING TRAFFICVOLUMES (2015) (84) 63 (12) 10 (22) 3 CALEDONIA GO STATION CALEDONIA GOSTATION TRAFFIC IMPACTSTUDY TRAFFIC IMPACTSTUDY (2) 2 hce Date Checked hce Date Checked 102 (154) 29 (24) 217 (356) 400 (510)
35 (39) 8 (10) CONFIGURATIONS CALEDONIA ROAD CALEDONIA ROAD MARCH 2015 MARCH 2015 Project No. Project No.
(145) 107 (3) 13 16 (13) 9 (10) 0 (1) (330) 327 548 (838) 37 (46) (515) 569 (28) 20 (9) 8 EGLINTON AVEW EGLINTON AVEW Figure No. Figure No. A7 A8
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM LEGEND (611) 1144 (100) -PM PEAKHOUR(vph) 100-AM PEAK HOUR(vph) LEGEND (55) 139 CHANNELIZATION THROUGH LANE TURN LANE STOP SIGNCONTROL TRAFFIC SIGNALCONTROL 72 (77) 101 (87) GABIAN WAY GABIAN WAY 19 (100) 710 (1039) (906) 1070 (65) 26
0 (0) 0 (0) Client Client 0 (0) BLACKTHORN AVE ECLRT BUS LOOP BLACKTHORN AVE ECLRT BUS LOOP
(45) 52 (59) 146 55 (63) 827 (1041) A DIVISION OFMETROLINX A DIVISIONOFMETROLINX (965) 1216 GO TRANSIT
0 (0) GO TRANSIT 0 (0) GO STATION ACCESS GO STATION ACCESS 881 (1104) (946) 1212 (19) 4
0 (4) 0 (5) CROHAM ROAD CROHAM ROAD BOWIE AVE 881 (1099) 5 (23) BOWIE AVE T 300034767 HC NTS Scale JBL Drawn Figure Title T 300034767 HC NTS Scale JBL Drawn Figure Title FUTURE TRAFFICCONTROLSANDLANE 2021 BACKGROUND TRAFFIC VOLUMES (959) 789 (143) 199 (12) 10 (96) 72 (22) 3 (2) 2 CALEDONIA GO STATION CALEDONIA GOSTATION TRAFFIC IMPACTSTUDY 106 (161) 29 (24) TRAFFIC IMPACTSTUDY hce Date Checked hce Date Checked 227 (372) 418 (532) 37 (41) 8 (10) CALEDONIA ROAD CONFIGURATIONS CALEDONIA ROAD MARCH 2015 AUGUST 2015 Project No. Project No. (151) 112 (3) 13 16 (13) 9 (10) 0 (1) 671 (1011) (345) 342 44 (55) (560) 619 (30) 21 (9) 8 EGLINTON AVEW EGLINTON AVEW Figure No. Figure No. A10 A9
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:35 AM File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:34 AM (639) 1169 (100) -PMPEAKHOUR(vph) (100) -PM PEAKHOUR(vph) 100-AMPEAKHOUR(vph) 100-AM PEAK HOUR(vph) LEGEND LEGEND (55) 139 (25) 25
72 (77) 101 (87) GABIAN WAY GABIAN WAY 19 (100) 735 (1064) 25 (25) (931) 1095 (25) 25 (65) 26
0 (0) 0 (0) Client Client 14 (10) 14 (10) BLACKTHORN AVE ECLRT BUS LOOP BLACKTHORN AVE ECLRT BUS LOOP
(45) 52 55 (63) 852 (1066)
(59) 146 25 (25) A DIVISIONOFMETROLINX A DIVISION OFMETROLINX (1000) 1255 (35) 39 GO TRANSIT GO TRANSIT 25 (25) 25 (25) 31 (31) 31 (31) GO STATION ACCESS GO STATION ACCESS 895 (1114) 14 (10) (987) 1257 (44) 29 (41) 45 (25) 25
0 (4) 0 (5) CROHAM ROAD CROHAM ROAD BOWIE AVE 895 (1109) 36 (54) BOWIE AVE 14 (10) 31 (31) T 300034767 HC NTS Scale JBL Drawn Figure Title T 300034767 HC NTS Scale JBL Drawn Figure Title TRAFFIC GENERATIONFROMECLRT&GO (982) 812 (152) 212 (105) 81 (12) 10 (23) 23 (22) 3 2021 TOTAL TRAFFICVOLUMES (9) 13 (2) 2 CALEDONIA GOSTATION CALEDONIA GO STATION TRAFFIC IMPACTSTUDY TRAFFIC IMPACTSTUDY 117 (170) 29 (24) (9) 9 hce Date Checked hce Date Checked 220 (367) 422 (536) 11 (9) 37 (41) 8 (10) -7 (-5) 4 (4)
CALEDONIA ROAD STATIONS (2021) CALEDONIA ROAD MARCH 2015 AUGUST 2015 Project No. Project No. (160) 123 (3) 13 (4) 6
16 (13) (9) 11 9 (10) 0 (1) 694 (1034) 44 (55) (340) 335 (564) 625 (-5) -7 23 (23) (30) 21 (9) 8 EGLINTON AVEW EGLINTON AVEW Figure No. Figure No. A11 A12
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:35 AM File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:35 AM BEECHBOROUGH AVENUE
LESTER AVENUE
YORE ROAD GLENHAVEN STREET GLENHAVEN
BARRIE GO RAIL LINE EGLINTON WEST STATIONS) PROPOSED No. 34 BUS (MOUNT DENNIS TERMINALS TO KENNEDY STATION, VIA EGLINTON / YONGE AND PROPOSED ECLRT LINE DIVERT EXISTING No. 47B, 47C LANDSDOWNE BUS TO PROPOSED BUSLOOP AT ECLRT STATION
GLENHAVEN STREET GLENHAVEN ALYWARD STREET ALYWARD
EGLINTON AVENUE WEST
STRATHNAIRN AVENUE STRATHNAIRN
COLFAX STREET COLFAX
WOODBOROUGH AVENUE WOODBOROUGH GABIAN WAY GABIAN
LONBOROUGH AVENUE
VENN CRESCENT
CARNARVON STREET CARNARVON BARRIE GO RAIL LINE RAIL GO BARRIE
PROPOSED BLACKTHORN AVENUE BLACKTHORN STATIONECLRT
PROPOSED BOWIE AVENUE
STATION GO ROAD CROHAM
Client
SANDERSTEAD AVENUE SANDERSTEAD
A DIVISION OF METROLINX GILBERT AVENUE GILBERT
GO TRANSIT CALEDONIA ROAD CALEDONIA
KEITH AVENUE
EGLINTON AVENUE WEST SNIDER AVENUE SNIDER
NTS Scale JBL Drawn Figure Title MCROBERTS AVENUE MCROBERTS CALEDONIA GO STATION TRAFFIC IMPACT STUDY PLANNED TRANSIT ACCESS Checked
HC MONTCALM AVENUE MONTCALM 300034767 Project No. MARCH 2015 Date
Figure No. LITTLE BOULEVARD LITTLE A13
File: w:\034767_Traffic_Figures.dwg Date Plotted: November 4, 2015 - 10:35 AM LESTER AVENUE
YORE ROAD
* BEECHBOROUGH GLENHAVEN STREET GLENHAVEN
AVENUE
NORTHBOUND BIKE TRAVEL, RELOCATE ON-STREET PARKING FROM WEST SIDE TO EAST OF ROAD. CROHAM ROAD IMPROVEMENTS - PAVEMENT MARKINGS TO ADD CONTRA-FLOW BIKE LANE SOUTHBOUND, SHARROW MARKING FOR INCLUDING ACCESS TO GO RAIL PLATFORMS BARRIE GO RAIL LINE PROPOSED CROSSINGS OF GO RAIL LINE (TUNNEL AT BOWIE AVENUE AND BRIDGE BETWEEN ECLRT STATION STATION), PEDESTRIAN / CYCLIST ACCESS SIGNALIZED INTERSECTION YORK BELTLINE TRAIL
GLENHAVEN STREET GLENHAVEN ALYWARD STREET ALYWARD
EGLINTON AVENUE WEST
STRATHNAIRN AVENUE STRATHNAIRN
COLFAX STREET COLFAX
WOODBOROUGH AVENUE WOODBOROUGH GABIAN WAY GABIAN LONBOROUGH AVENUE
MAINTAIN PEDESTRIAN/CYCLIST AND ROAD CONNECTION THROUGH WESTSIDE SHOPPING CENTRE LANDS IF REDEVELOPED
VENN CRESCENT
CARNARVON STREET CARNARVON BARRIE GO RAIL LINE RAIL GO BARRIE
PROPOSED
STATION ECLRT YORK BELTLINE TRAIL BLACKTHORN AVENUE BLACKTHORN
PROPOSED BOWIE AVENUE
STATION
GO CROHAM ROAD CROHAM *
Client SANDERSTEAD AVENUE SANDERSTEAD
A DIVISION OF METROLINX GILBERT AVENUE GILBERT
GO TRANSIT CALEDONIA ROAD CALEDONIA
KEITH AVENUE
EGLINTON AVENUE WEST SNIDER AVENUE SNIDER
NTS Scale JBL Drawn Figure Title MCROBERTS AVENUE MCROBERTS CALEDONIA GO STATION TRAFFIC IMPACT STUDY Checked
HC PEDESTRIAN ACCESS MONTCALM AVENUE MONTCALM
300034767 Project No. AUGUST 2015 Date Figure No. BOULEVARD LITTLE A14
File: W:\034767_Traffic_Figures.dwg Date Plotted: February 4, 2016 - 11:15 AM NOTE: 1) TEN YEAR CYCLING NETWORK PLAN: 2016 IMPLEMENTATION 5) 2012 TRAIL IMPLEMENTATION PLAN, CITY OF TORONTO 3) EGLINTON CONNECTS PLANNING STUDY, CITY OF TORONTO, MARCH 2014 2) CASTLEFIELD - CALEDONIA CLASS ENVIRONMENTAL ASSESSMENT STUDY, URS / CITY OF 4) DUFFERIN STREET AVENUE STUDY, DTAH / CITY OF TORONTO, JANUARY 2015 TORONTO, AUGUST 2011 PLANNED CYCLING NETWORK IS BASED ON THE FOLLOWING PLANNING STUDIES: PLANNED ROUTES EXISTING AND APPROVED ROUTES
PROPOSED ROUTE ON A FAST, BUSY STREET PROPOSED ROUTE ON QUIET STREET EXISTING MULTI-USE TRAIL EXISTING ROUTE APPROVED AND PLANNED ROUTE BARRIE GO RAIL LINE RAIL GO BARRIE
Client PROPOSED GO STATION A DIVISION OF METROLINX GO TRANSIT
YORK BELTLINE TRAIL NTS Scale JBL Drawn Figure Title PLANNED CYCLING NETWORK - WIDER CONTEXT CALEDONIA GO STATION TRAFFIC IMPACT STUDY
Checked ALLEN ROAD GREENWAY ROAD ALLEN HC 300034767 Project No. AUGUST 2015 Date Figure No. A15
File: C:\Users\craposo\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.IE5\SUN8CMJM\034767_Traffic_Figures.dwg Date Plotted: February 4, 2016 - 10:59 AM Hour C0.10 LOS v/c Peak p.m. Delay (seconds) Hour LOS v/c Appendix B Peak Appendix B a.m. Delay Analysis of Traffic Operations (seconds) Stop 20.2 C 0.10 22.3 Control Right Stop 19.9 C 0.09 22.0 C 0.10 Right Right Stop 18.2 C 0.08 20.0 C 0.09 Right Stop 26.3 D 0.08 21.4 C 0.14 Right Stop 25.8 D 0.08 21.1 C 0.14 Right Stop 23.2 C 0.07 19.4 C 0.13 Station / / / / / / Summary of Traffic Operations at Intersections B-1 Right Stop 14.0 B 0.12 15.6 C 0.14 Right Stop 0.0 A 0.00 16.6 C 0.03 Right Stop 0.0 A 0.00 16.0 C 0.03 Right Stop 0.0 A 0.00 16.0 C 0.03 Intersections GO / / / /
Summary of Queuing at Intersections B-2 at Movement Through Signals 18.4 B 0.67 132.6 F 1.20 Through Through Through Left Left Left Left Through Through Through / / / or / / / Synchro Analysis for Intersections B-3 Left Left Left Left Left Left Intersection Signals 25.4 C 0.83 60.2 E 1.03 Caledonia Westbound Operations direction. Intersection Eastbound Westbound each Proposed Traffic in Ͳ of lane Study through Summary Ͳ Impact Total 1 Ͳ second B Background a to Traffic Table converted are lanes bus/taxi 2021 Westbound 2021 Eastbound 2021 Westbound 2021 Eastbound 20212021 Background Total Intersection Intersection Signals 18.1 Signals B 18.0 0.63 B 26.5 0.65 C 26.9 0.81 C 0.82 2021 Total Southbound 2015 Background 2021 Background Southbound 2015202120212015202120212015 Background Background Background Total Background Total Background Intersection Intersection Intersection Intersection Intersection Southbound Signals Signals 13.8 Intersection Signals 8.7 Signals Signals B 10.8 A 8.5 8.8 Signals 0.73 B 0.66 A A 9.0 13.3 0.67 7.4 0.48 0.67 A B 7.4 A 5.7 7.4 0.50 0.66 A 0.45 A A 6.7 0.59 0.49 0.46 A 0.50 2015 Background existing that assume Bus West Avenue Gabian Avenue Croham / / (PPUDO) 2021 Total Southbound ECLRT Movement / or operations Bowie Ride West Avenue West Eglinton / / Way Road West and Avenue traffic Road Road Intersection Year Traffic* Avenue Avenue Kiss Eglinton / 2022 Intersection Loop Station Blackthorn Eglinton Note: Eglinton Caledonia Caledonia * Legend: Critical TrafficImpactStudyͲProposedCaledoniaGOStation TableBͲ2ͲSummaryofQueuingatIntersections
95thPercentileQueue 2015Existing 2021Background 2021Total TurnBayorLink IntersectionControl Movement a.m.Peak p.m.Peak a.m.Peak p.m.Peak a.m.Peak p.m.Peak Distance(m) Hour Hour Hour Hour Hour Hour EastboundLeft 60 11 5 EastboundThrough 590 200 64 EastboundLeft/Through 590 90 31 94 33 EglintonAvenueWest/Gabian WestboundThrough 64 102 200 Signals Way WestboundRight 3 6 WestboundThrough/Right64 31553357 SouthboundLeft 60 12 12 13 12 13 12 SouthboundRight 101110111011 EastboundThrough 82 140 87 EastboundRight 1 3 EastboundThrough/Right82 56386144 BlackthornAvenue/ECLRTBus WestboundLeft 25 7 6 Signals Loop/ElgintonAvenueWest WestboundThrough 62 74 103 WestboundLeft/Through62 48525261 NorthboundLeft/Right 169 24 20 32 21 33 21 SouthboundLeft/Through/Right 43 6 6 EastboundLeft 111112 EglintonAvenueWest/Croham Stop Road SouthboundLeft/Right 010101
EastboundLeft 35 24 21 25 22 26 32 EastboundThrough 143 146 207 EastboundRight 3 7 EastboundThrough/Right 143 56 84 58 88 WestboundThrough 305 137 250 CaledoniaRoad/EglintonAvenue Signals WestboundRight 0 0 West WestboundThrough/Right 305 59 111 62 114 NorthboundLeft 35 20 29 27 39 30 42 NorthboundThrough/Right 163 66 74 76 79 74 78 SouthboundLeft 20 12 14 12 14 12 14 SouthboundThrough 193 50 99 46 103 45 100 SouthboundRight 20 4 16 10 17 11 19 EastboundLeft/Through/Right 232424 WestboundLeft/Through/Right 223333 CaledoniaRoad/BowieAvenue Stop NorthboundLeft 111111 SouthboundLeft 111111 PPUDO Stop SouthboundLeft/Right 34 *Note:2022trafficqueuingassumesthatexistingbus/taxilanesareconvertedtoasecondthroughlaneineachdirection. 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?7UDQVSRUWDWLRQ?7UDIILF?6\QFKUR)LOHV?&DOHGRQLD?BB7RWDOB30V\Q 3DJH +&08QVLJQDOL]HG,QWHUVHFWLRQ&DSDFLW\$QDO\VLV 7RWDO30 (JOLQWRQ$YH: *26WDWLRQ38'2 0RYHPHQW (%/ (%7 :%7 :%5 6%/ 6%5 /DQH&RQILJXUDWLRQV 9ROXPH YHKK 6LJQ&RQWURO )UHH )UHH 6WRS *UDGH 3HDN+RXU)DFWRU +RXUO\IORZUDWH YSK 3HGHVWULDQV /DQH:LGWK P :DONLQJ6SHHG PV 3HUFHQW%ORFNDJH 5LJKWWXUQIODUH YHK Appendix C 0HGLDQW\SH 1RQH 1RQH 0HGLDQVWRUDJHYHK 8SVWUHDPVLJQDO P Traffic Data For Air and Noise Analysis S;SODWRRQXQEORFNHG Y&FRQIOLFWLQJYROXPH Y&VWDJHFRQIYRO Y&VWDJHFRQIYRO Y&XXQEORFNHGYRO Traffic Data For Air and Noise Analysis (2021) – Road Network C-1 W&VLQJOH V Traffic Data For Air and Noise Analysis (2021) - Intersections C-2 W&VWDJH V W) V Appendix C STXHXHIUHH F0FDSDFLW\ YHKK 'LUHFWLRQ/DQH (% (% :% :% 6% 9ROXPH7RWDO 9ROXPH/HIW 9ROXPH5LJKW F6+ 9ROXPHWR&DSDFLW\ 4XHXH/HQJWK WK P &RQWURO'HOD\ V /DQH/26 & $SSURDFK'HOD\ V $SSURDFK/26 & ,QWHUVHFWLRQ6XPPDU\ $YHUDJH'HOD\ ,QWHUVHFWLRQ&DSDFLW\8WLOL]DWLRQ ,&8/HYHORI6HUYLFH $ $QDO\VLV3HULRG PLQ 5-%XUQVLGH $VVRFLDWHV/LPLWHG 6\QFKUR5HSRUW 3 ?7UDQVSRUWDWLRQ?7UDIILF?6\QFKUR)LOHV?&DOHGRQLD?BB7RWDOB30V\Q 3DJH TrafficImpactStudyͲProposedCaledoniaGOStation TableCͲ1ͲTrafficDataForAirandNoiseAnalysisͲRoadNetwork p.m.Peak Posted a.m.Peak Percent Percent Percent Percent Percent Hour DailyTraffic Road Speed HorizonYear Traffic HourTraffic Cars Buses LightTrucks Medium Heavy Traffic (vpd) (km/h) (vph) (%) (%) (%) Trucks(%) Trucks(%) (vph) 2015 Background 1,789 1,765 24,500 92.8 2.9 2.9 1.0 0.4 EglintonAvenueWest 50 2021 Background* 2,098 2,069 28,800 95.1 0.6 2.9 1.0 0.4 2021 Total* 2,162 2,129 29,600 95.1 0.6 2.9 1.0 0.4 2015 Background 892 1,050 13,300 79.5 1.5 12.7 4.2 2.1 CaledoniaRoad(NorthofEglinton) 50 2021 Background 955 1,117 14,200 79.5 1.5 12.7 4.2 2.1 2021 Total 965 1,125 14,300 79.5 1.5 12.7 4.2 2.1 2015 Background 734 943 11,500 79.5 1.5 12.7 4.2 2.1 CaledoniaRoad(SouthofEglinton) 40 2021 Background 774 994 12,200 79.5 1.5 12.7 4.2 2.1 2021 Total 780 1,002 12,300 79.5 1.5 12.7 4.2 2.1 2015 Background 305 291 3,000 96.0 0.0 3.0 1.0 0.0 GabianWay 50 2021 Background 331 319 3,300 96.0 0.0 3.0 1.0 0.0 2021 Total 331 319 3,300 96.0 0.0 3.0 1.0 0.0 2015 Background 260 211 2,400 96.0 0.0 3.0 1.0 0.0 BlackthornAvenue 40 2021 Background 279 232 2,550 96.0 0.0 3.0 1.0 0.0 2021 Total 279 232 2,550 96.0 0.0 3.0 1.0 0.0 2015 Background 65 90 800 89.0 0.0 10.0 1.0 0.0 BowieAvenue 50 2021 Background 65 90 800 89.0 0.0 10.0 1.0 0.0 2021 Total 65 90 800 89.0 0.0 10.0 1.0 0.0 2015 Background 89 112 1,000 96.0 0.0 3.0 1.0 0.0 GilbertAvenue 50 2021 Background 89 112 1,000 96.0 0.0 3.0 1.0 0.0 2021 Total 89 112 1,000 96.0 0.0 3.0 1.0 0.0 2015 Background 34 45 400 97.0 0.0 3.0 0.0 0.0 CrohamRoad 50 2021 Background 34 45 400 97.0 0.0 3.0 0.0 0.0 2021 Total 34 45 400 97.0 0.0 3.0 0.0 0.0 2015 Background 26 35 300 97.0 0.0 3.0 0.0 0.0 SandersteadAvenue 50 2021 Background 26 35 300 97.0 0.0 3.0 0.0 0.0 2021 Total 26 35 300 97.0 0.0 3.0 0.0 0.0 2015 Background 113 150 1,300 97.0 0.0 3.0 0.0 0.0 LonboroughAvenue(westend) 50 2021 Background 113 150 1,300 97.0 0.0 3.0 0.0 0.0 2021 Total 113 150 1,300 97.0 0.0 3.0 0.0 0.0 2015 Background 153 590 6,800 96.0 0.0 3.0 1.0 0.0 ShoppingCentre n/a 2021 Background 153 590 6,800 96.0 0.0 3.0 1.0 0.0 2021 Total 153 590 6,800 96.0 0.0 3.0 1.0 0.0 CaledoniaStationͲECLRTBusLoop 20 2021 Total 14 10 171 0.0 100.0 0.0 0.0 0.0 CaledoniaStationͲGOPPUDOandTaxi n/a 2021 Total 56 56 268 100.0 0.0 0.0 0.0 0.0 Stand *Note:2021TrafficonEglintonAvenueWestassumesthateastͲwestbusesaresubstantiallyreplacedbytheECLRT(488LightRailVehicles).LRVsarenotincludedinthetrafficforecast. TrafficImpactStudyͲProposedCaledoniaGOStation TableCͲ2ͲTrafficDataforAirandNoiseAnalysis a.m.Peak p.m.Peak a.m.Peak p.m.Peak HourIdling HourIdling HourTraffic HourTraffic Intersection HorizonYear Traffic* TimeAt TimeAt Entering Entering Intersection Intersection (vph) (vph) (seconds) (seconds) 2015 Background 1,886 26,027 1,752 23,302 GabianWay/EglintonAvenueWest 2021 Background 2,185 19,009 1,969 14,570 2021 Total 2,235 19,668 2,022 14,963 2015 Background 1,722 18,598 1,808 13,379 BlackthornAvenue/EglintonAvenueWest 2021 Background 2,176 18,496 2,179 12,420 2021 Total 2,240 20,160 2,239 15,001 2015 Background 1,794 179 1,792 896 CrohamRoad/EglintonAvenueWest 2021 Background 2,102 210 2,096 419 2021 Total 2,217 443 2,203 881 2015 Background 2,308 58,623 2,974 179,035 CaledoniaRoad/EglintonAvenueWest 2021 Background 2,620 47,684 3,364 89,146 2021 Total 2,696 48,528 3,436 92,428 2015 Background 1,067 1,067 1,131 1,357 BowieAvenue/CaledoniaRoad 2021 Background 1,135 1,248 1,196 1,554 2021 Total 1,145 1,260 1,206 1,567 CaledoniaGOStationPPUDO/EglintonRoadWest 2021 Total 2,206 784 2,170 868 CaledoniaGOStationPPUDOandTaxiStand 2021 Total 56 6,120 56 7,320 CaledoniaECLRTBusLoop 2021 Total 14 2,520 10 1,800 *Note:LightRailVehiclesontheproposedECLRVarenotincludedinthetrafficforecasts.