ECLRT Environmental Report Cover Itoj.Ai

Toronto Transit Commission / City of Toronto EGLINTON CROSSTOWN LIGHT RAIL TRANIST TRANSIT PROJECT ASSESSMENT ENVIRONMENTAL PROJECT REPORT

APPENDIX J –CONSOLIDATED TRAFFIC REPORT

Toronto Transit Commission (TTC)

TRANSIT PROJECT ASSESSMENT STUDY - CONSOLIDATED TRAFFIC REPORT

REPORT

FEBRUARY 2010

REPORT REPORT

Toronto Transit Commission (TTC) TRANSIT PROJECT ASSESSMENT STUDY - CONSOLIDATED TRAFFIC REPORT

TABLE OF CONTENTS INTRODUCTION

This report describes the preliminary traffic assessment of the future Light Rail Vehicle (LRV) operation along Eglinton Avenue, as part of the Eglinton Crosstown Light Rail Transit (ECLRT) INTRODUCTION ...... 1 Transit Project Assessment Study process. This assessment was completed in stages as the Transit Project Assessment Study progressed, based on consultation with Transit City Department SECTION 1: TRANSIT PROJECT ASSESSMENT STUDY – OVERALL TRAFFIC and other Toronto Transit Commission staff, the Technical Advisory Committee, other stakeholders, ANALYSIS ...... 1-1 and the public. The analysis described in this report is the foundation for future preliminary and detailed design. SECTION 2: TRANSIT PROJECT ASSESSMENT STUDY – U-TURN TRAFFIC ANALYSIS ...... 2-1 The traffic analysis reports described in this report are organized into 4 sections:

SECTION 3: TRANSIT PROJECT ASSESSMENT STUDY – KEELE STATION BUS Section 1: Overall Traffic Analysis TERMINAL TRAFFIC ANALYSIS ...... 3-1 Section 2: U-Turn Traffic Analysis Section 3: Keele Station Bus Terminal Traffic Analysis SECTION 4: TRANSIT PROJECT ASSESSMENT STUDY – AIRPORT EXTENSION FEASIBILITY STUDY TRAFFIC ANALYSIS ...... 4-1 Section 4: Airport Extension Feasibility Study Traffic Analysis

The contents of each report can be summarized as follows:

Section 1: Transit Project Assessment Study – Overall Traffic Analysis The overall traffic analysis encompassed the ECLRT alignment along Eglinton Avenue for the original limits of the project from Renforth Drive to the west to Kennedy Road to the east. This report describes the initial traffic analysis conducted for existing conditions and future conditions with LRT implementation using Synchro 6.0 Traffic Signal Coordination Software package by Trafficware. This analysis consisted of two steps: an analysis of existing and future conditions to identify critical signalized intersections, followed by a detailed analysis of the critical signalized intersections.

Six critical signalized intersections were identified as follows:

Eglinton Avenue at Martin Grove Road; Eglinton Avenue at Kipling Avenue; Eglinton Avenue at Jane Street; Eglinton Avenue at Black Creek Drive; Eglinton Avenue at Wynford Drive; and Eglinton Avenue at Victoria Park Avenue.

This traffic analysis introduced the potential alternative design of prohibiting left turns at some major intersections. The left turns would then be re-routed to downstream “u-turn signals”.

The initial traffic analysis can be found in Section 1 – Transit Project Assessment Study – Overall Traffic Analysis.

It is important to note that since the analysis of the areas described in this report was superseded by further analysis, the recommendations presented in this specific report do not represent the final recommendations. Furthermore, a complete description of the analysis conducted at the intersection of Eglinton Avenue at Black Creek Drive is presented in Appendix M of the Environmental Project Report. Subsequent u-turn traffic analyses are described in Section 2.

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Toronto Transit Commission (TTC) Toronto Transit Commission (TTC) TRANSIT PROJECT ASSESSMENT STUDY - CONSOLIDATED TRAFFIC REPORT TRANSIT PROJECT ASSESSMENT STUDY - CONSOLIDATED TRAFFIC REPORT

Section 2: Transit Project Assessment Study – U-Turn Traffic Analysis After completing the initial alignment studies, and holding early meetings with stakeholders, five alternatives were selected for further refinement and development. The route illustrated in Exhibit Following the completion of the initial overall traffic assessment, Transit City Group reviewed the 1 was recommended, as the evaluation process concluded that two major factors governed this feedback from TTC staff, the TAC, other stakeholders, and the public. The feedback indicated that selection: there was need for more detailed analysis of the signalized intersections that were candidates for the addition of “u-turn signals” or other mitigating measures. Therefore, detailed traffic analysis was This route offers the best benefit in terms of connection and transfer convenience to conducted to quantify the advantages and disadvantages of these mitigating measures. The ten Mississauga/GO BRT and LBPIA; and locations identified for potential changes were the intersections of Eglinton Avenue at: It has the fewest challenges in implementation, including shortest guideway span across Highway 401 and with no impacts to existing on/off ramps. Martin Grove Road Jane Street Kipling Avenue Victoria Park Avenue Exhibit 1: Recommended Airport Link Alignment Islington Avenue Pharmacy Avenue Royal York Road Warden Avenue Scarlett Road Birchmount Road

A detailed traffic-traveller analysis was conducted at the ten intersection study areas, comparing operation of traditional left turns to various left turn rerouting scenarios, with consideration to truck routing and high left turn volumes. The scenarios were compared based on the projected delays experienced by the LRVs, cross-street transit vehicles, general traffic, and pedestrians, to determine a most preferred scenario at each location.

The details of the u-turn analysis at each of these locations can be found in Section 2 - Transit Project Assessment Study – U-Turn Traffic Analysis.

Section 3: Transit Project Assessment Study – Keele Station Bus Terminal Traffic Analysis A bus terminal at the Keele Street Station was added to the project. The purpose of evaluating various Keele Street bus terminal scenarios was to select a preferred scenario to be used for preliminary design that efficiently progressed buses into and out of the terminal area. There are primarily two treatments for stops at this location, namely; on-street stop locations, and off-street Following the selection of the preferred route, and endorsement of the preferred route by all stops within the bus terminal. stakeholders, a number of stakeholders’ concerns remained to be addressed. Three sections of Route 1 were identified as areas requiring further refining of the alignment of the LRT and special Five (5) scenarios were selected for analysis, which were evaluated based on: transit service traffic studies. These special traffic studies have been completed and are organized in the following impacts (efficiency), local traffic impacts, pedestrian and sidewalk impacts, property impacts and ), sections: construction impacts. Section 4.1: Special traffic study at the Eglinton Avenue/ The East Mall Intersection; Based on the above factors, the recommended scenario locates an off-street bus terminal in the southeast quadrant of the intersection of Trethewey Drive at Yore Road. Section 4.2: Special traffic study centred on the Eglinton Avenue/ Commerce Boulevard Intersection; and Further details on scenarios and the evaluation can be found in Transit Project Assessment Study – Keele Station Bus Terminal Traffic Analysis, which is included in Section 3. Section 4.3: Special traffic study at the Convair LRT station.

Section 4: Transit Project Assessment Study – Airport Extension Feasibility Study – Traffic Analysis In 2008, the TTC investigated the feasibility of extending the ECLRT project to include a link to the Lester B. Pearson International Airport (LBPIA). The original project limits were subsequently extended to the west, and the ECLRT – Airport Extension Feasibility Study report covering the link to LBPIA, was commenced. The purpose of the feasibility study was to determine if there was a logical and feasible connection, and if so, to recommend a preferred alignment.

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TABLE OF CONTENTS

1. INTRODUCTION AND BACKGROUND ...... 1-1

1.1 Background ...... 1-1

1.2 Study Area ...... 1-2

1.3 Project Description ...... 1-3

1.4 Study Objectives ...... 1-4

2. TRAFFIC ANALYSIS ...... 1-4 Toronto Transit Commission (TTC) 2.1 Overall Methodology ...... 1-4

2.2 Study Horizons ...... 1-5

2.3 Traffic Data ...... 1-5 SECTION 1: TRANSIT PROJECT ASSESSMENT STUDY - 2.4 Analysis Parameters ...... 1-5 OVERALL TRAFFIC ANALYSIS 2.4.1 Capacity and Level of Service ...... 1-5 2.4.2 Queue Lengths ...... 1-5

3. EXISTING CONDITION ...... 1-6

3.1 Existing Transportation Systems ...... 1-6

3.1.1 Transit Services in the Study Area ...... 1-6 3.1.1.1 Routes Directly Along ECLRT Alignment ...... 1-6 3.1.1.2 Intersecting Routes ...... 1-7 3.1.2 Road Network ...... 1-7 3.2 Assessment of Existing Traffic Operations ...... 1-8

4. FUTURE CONDITIONS ...... 1-9

4.1 Future Transportation Systems ...... 1-9

4.1.1 Transit Services in the Study Area ...... 1-9 REPORT 4.1.2 Road Network ...... 1-9

FEBRUARY, 2010 4.2 Assessment of Future Traffic Operations ...... 1-9

5. OVERALL TRAFFIC IMPACTS RESULTS ...... 1-10

5.1.1 Traffic Capacity Reduction ...... 1-15 5.1.2 Impacts to Unsignalized Intersections ...... 1-15

5.1.3 Left Turn Prohibitions ...... 1-17

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TABLE OF CONTENTS (CONT’D) TABLE OF CONTENTS (CONT’D)

6. DETAILED TRAFFIC STUDIES ...... 1-19 6.6.3 Background ...... 1-36 6.6.4 Proposed Scenarios ...... 1-36 6.1 Martin Grove Road and Eglinton Avenue West ...... 1-19 6.6.5 Recommendations ...... 1-37

6.1.1 Study Purpose ...... 1-19 6.1.2 Site Traffic Issues...... 1-19 LIST OF EXHIBITS 6.1.3 Background ...... 1-20

6.1.4 Proposed Scenarios ...... 1-20 Exhibit 1-1: Toronto Transit City Light Rail Plan ...... 1-1 Exhibit 1-2: Study Area ...... 1-2 6.1.5 Recommendations ...... 1-20 Exhibit 1-3: Typical Cross Section and Rendering of the LRT ...... 1-3

6.2 Kipling Avenue and Eglinton Avenue West ...... 1-22 Exhibit 5-1: Traffic Assessment Summary (West Alignment: Renforth Drive to Keele Street) ...... 1-11 Exhibit 5-2: Traffic Assessment Summary (East Alignment: Laird Drive to Kennedy Road) ...... 1-13 6.2.1 Study Purpose ...... 1-22 Exhibit 5-3: Existing and Future Movements at Unsignalized Intersections ...... 1-16

Exhibit 5-4: Re-routed Left Turns (AM Peak) ...... 1-17 6.2.2 Site Traffic Issues...... 1-22 Exhibit 5-5: Re-routed Left Turns (PM Peak) ...... 1-18 6.2.3 Background ...... 1-23 Exhibit 6-1: The Martin Grove Road and Eglinton Avenue West Study Area ...... 1-20 Exhibit 6-2: Martin Grove Road and Eglinton Avenue West - Preferred Scenario: Vehicle 6.2.4 Proposed Scenarios ...... 1-23 Routing ...... 1-21 6.2.5 Recommendations ...... 1-24 Exhibit 6-3: Martin Grove Road and Eglinton Avenue West - Preferred Scenario Road Configuration Alternatives ...... 1-22 6.3 Jane Street and Eglinton Avenue West ...... 1-25 Exhibit 6-4: The Kipling Avenue and Eglinton Avenue West Study Area ...... 1-23 Exhibit 6-5: Kipling Avenue and Eglinton Avenue West - Scenario 2 - Vehicle Routing ...... 1-25 6.3.1 Study Purpose ...... 1-25 Exhibit 6-6: The Jane Street and Eglinton Avenue West Study Area ...... 1-26

6.3.2 Site Traffic Issues...... 1-25 Exhibit 6-7: Jane Street and Eglinton Avenue West - Preferred LRT Interface Option ...... 1-28 Exhibit 6-8: Jane Street and Eglinton Avenue West - Preferred Scenario: Vehicle Routing ...... 1-28 6.3.3 Background ...... 1-26 Exhibit 6-9: The Black Creek Drive and Eglinton Avenue West Study Area ...... 1-29 Exhibit 6-10: Summary of Loading Scenarios ...... 1-31 6.3.4 Proposed Scenarios ...... 1-26 Exhibit 6-11: Black Creek Depot – Preferred Scenario LRT Loading/Unloading Diagram ...... 1-32 6.3.5 Recommendations ...... 1-27 Exhibit 6-12: Wynford Road and Eglinton Avenue East Study Area...... 1-33 Exhibit 6-13: Proposed Geometric Configuration for DVP - Off Ramps ...... 1-35 6.4 Black Creek Drive and Eglinton Avenue West ...... 1-29 Exhibit 6-14: Victoria Park Avenue and Eglinton Avenue West Study Area ...... 1-36

Exhibit 6-15: Victoria Park Avenue and Eglinton Avenue - Scenario 1...... 1-37 6.4.1 Study Purpose ...... 1-29 Exhibit 6-16: Victoria Park Avenue and Eglinton Avenue - Scenario 2...... 1-37 6.4.2 Site Traffic Issues...... 1-29 Exhibit 6-17: Victoria Park and Eglinton Avenue East - Preferred Scenario: Vehicle Routing ...... 1-38

6.4.3 Background ...... 1-29

6.4.4 Proposed Scenarios ...... 1-30 LIST OF APPENDICES 6.4.5 Recommendations ...... 1-30 Appendix I: Traffic Assessment Summary: Existing and Future Conditions 6.5 Wynford Drive and Eglinton Avenue East ...... 1-32 Appendix II: Graphic Summary of Traffic Operations: Existing and Future Conditions 6.5.1 Study Purpose ...... 1-32 Appendix III: Eglinton LRT – Eglinton Avenue at Martin Grove Road Synchro Assessment 6.5.2 Site Traffic Issues...... 1-33 Appendix IV: Eglinton LRT – Eglinton Avenue at Kipling Avenue Synchro Assessment Appendix V: Eglinton LRT – Eglinton Avenue at Jane Street Synchro Assessment 6.5.3 Background ...... 1-33 Appendix VI: Eglinton LRT – Black Creek Report Analysis 6.5.4 Proposed Scenarios ...... 1-34 Appendix VII: Eglinton LRT – Eglinton Avenue at Wynford Drive Synchro Assessment 6.5.5 Recommendations ...... 1-34 Appendix VIII: Eglinton LRT – Eglinton Avenue at Victoria Park Avenue Synchro Assessment 6.6 Victoria Park Avenue and Eglinton Avenue East ...... 1-35

6.6.1 Study Purpose ...... 1-35 6.6.2 Site Traffic Issues...... 1-35

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Toronto Transit Commission (TTC) Toronto Transit Commission (TTC) SECTION 1: TRANSIT PROJECT ASSESSMENT STUDY - OVERALL TRAFFIC ANALYSIS SECTION 1: TRANSIT PROJECT ASSESSMENT STUDY - OVERALL TRAFFIC ANALYSIS

1. INTRODUCTION AND BACKGROUND The ECLRT is one of seven light rail lines proposed in the Transit City plan. Metrolinx, the Province’s agency responsible for the regional transportation plan, has adopted this plan in its 1.1 Background entirety in September 2008. The core objective of the Transit City Plan calls for the development of a network of light rail transit lines across the City of Toronto that offer seamless interconnection This report describes the traffic analysis completed as part of the Eglinton Crosstown Light Rail between each other, with the City’s existing and proposed rapid transit lines, and with regional Transit (ECLRT) Transit Project Assessment Study process. transit services.

During the past decade, the Toronto Transit Commission (TTC) in conjunction with the City of 1.2 Study Area Toronto has been examining high-quality and reliable transit technology and routes that would cross the City, culminating in the Toronto Transit City – Light Rail Plan. Released in March 2007, Transit City is high-level plan for a Light Rail Transit (LRT) network for the City of Toronto and consolidates The ECLRT alignment runs along Eglinton Avenue from Renforth Drive in the west to Kennedy various light rail plans and studies undertaken by the City and the TTC during this period. Exhibit Road in the east. Exhibit 1-2 shows the ECLRT routing and study area. 1-1 shows a map of the proposed LRT lines in the Toronto Transit City Light Rail Plan. Exhibit 1-2: Study Area Exhibit 1-1: Toronto Transit City Light Rail Plan

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1.3 Project Description north-west transit infrastructure to provide a convenient transit alternative for travel within and across the City of Toronto. Light Rail Transit (LRT) – electrically powered “light rail” vehicles are the preferred technology of The proposed alignment of the ECLRT is as follows: choice for the ECLRT. Where the proposed LRT will operate at-grade, it will mostly operate in the centre of the roadway. Exhibit 1-3 shows a typical roadway cross section with the proposed LRT. Eglinton Avenue (West Alignment) – the ECLRT will travel at-grade in the centre of the roadway, from Renforth Drive to Emmett Avenue, where it will continue to run at- grade on the north-side of Eglinton Avenue until a point east of Jane Street, where it Exhibit 1-3: Typical Cross Section and Rendering of the LRT will return to the centre of the roadway until a point east of Black Creek Drive where it will transfer underground;

Eglinton Avenue (Central Alignment) – the ECLRT will travel underground from a point east of Black Creek Drive to Laird Drive where it will return to an at-grade centre of roadway alignment; and

Eglinton Avenue (East Alignment) – the ECLRT will travel in the centre of the roadway, from Laird Drive to Kennedy Road. 1.4 Study Objectives

The primary objectives of the traffic analysis are to conduct a preliminary assessment of the future Light Rail Vehicle (LRV) operation, and to determine impacts to traffic operations and land use. Ultimately, the results of the traffic analysis will be used to guide and advance the design of the ECLRT from the preliminary to the final design. Therefore, the analysis conducted in this report is the foundation for future preliminary and detailed design.

2. TRAFFIC ANALYSIS 2.1 Overall Methodology

Existing intersection capacity analyses were undertaken using the Highway Capacity Manual (HCM) methodology, and specifically the Synchro 6.0 Traffic Signal Coordination Software package by Trafficware. The Synchro analysis consisted of two steps, namely:

1. An analysis of existing and future conditions to identify problematic locations, or “Hot Spots”; and

2. A detailed analysis of Hot Spot locations to develop an effective LRV operation for the Hot Spot areas that will be refined during preliminary and detailed design.

To evaluate LRV operation in transit right-of-ways, a priority scheme was developed and employed The approximate length of the entire ECLRT alignment is 27 km and its average width is 7.3m. At at signalized intersections. The priority scheme ensures that a safe transportation system is in proposed stop locations, a 3m platform is required, which will be placed on the far side of the place for all roadway users including pedestrians, cyclists, transit (bus and LRV) and traffic. The intersection in the shadow of the existing left-turn lane, thereby requiring no additional right-of-way priority scheme consists of the following measures: width. Throughout the entire alignment, a minimum of two through traffic lanes will be maintained 1. Ensure high quality LRT operations (i.e. speed, reliability); The ECLRT will run from Renforth Drive in the west to the Yonge-University-Spadina Subway line in the centre to the Bloor-Danforth Subway line at Kennedy Station in the east. It will function as a 2. Facilitate the movement of pedestrians; high-quality transit option for east-west travel and integrate with the 3. Facilitate bus operation and where passengers transfer between bus and LRT, prioritise equivalent to 2; and

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4. Facilitate the movement of vehicles at the signalized intersections. Critical queue lengths were identified as movements that surpassed the estimated length of the existing left-turn or right-turn storage bay, or extended through to the upstream signalized 2.2 Study Horizons intersection.

Two study horizons were analyzed as part of the overall ECLRT traffic analysis: 3. EXISTING CONDITION

Existing Condition – Current 2008 condition in which the analysis is based on 3.1 Existing Transportation Systems existing roadway/intersection configurations, signal timing plans and turning movement counts. The ECLRT will be located entirely within the City of Toronto. It will integrate directly with the Spadina Subway, the Yonge Subway, the Bloor-Danforth Subway, and the Scarborough Rapid – Future Condition Assumes a future time period in which the ECLRT is in place and Transit (RT), surface bus routes, and a grid network of major arterial roadways. The ECLRT will fully operational. The analysis is based on revised roadway/intersection configurations, also accommodate direct transfer with the proposed Jane Street LRT, Don Mills Road LRT, and modified signal timing plans and existing turning movement counts (assumes roadway Scarborough/Malvern LRT lines. A potential connection to the proposed Mississauga Bus Rapid is at or near capacity during existing condition). Transit (BRT) facility is under investigation1. A description of these elements is provided in the following. 2.3 Traffic Data 3.1.1 TRANSIT SERVICES IN THE STUDY AREA Morning and afternoon peak hour traffic turning movement counts and signal timings of traffic at all signalized intersections along the preferred alignment were provided by the City of Toronto. A brief description of transit services operating in the Study Area is provided below. At Kennedy Station (Eglinton Avenue East and Kennedy Road), the ECLRT will connect with the east-west 2.4 Analysis Parameters Bloor-Danforth Subway, the Scarborough Rapid Transit lines and the proposed Scarborough Malvern LRT. There are many bus routes that travel partially along or intersect with the proposed The City of Toronto’s Guidelines for Using Synchro Software v.5.0 was consulted for the base ECLRT alignment. parameters of this study. 3.1.1.1 Routes Directly Along ECLRT Alignment 2.4.1 CAPACITY AND LEVEL OF SERVICE Bus Routes that operate within the Study Area include the following: An intersection’s overall operating conditions are typically characterized by two standard measures: the volume to capacity ratio (V/C) and the level of service (LOS). Taken together, they provide an Route 32: Eglinton West – TTC Route 32 is an east-west bus route that operates indication of delay and the number of vehicles that can be accommodated through an intersection. between Renforth Drive in the east and Eglinton Subway Station in the west. There are The V/C ratio is an indication of the volume of traffic attempting to make a specific movement five variants of Route 32 operating on Eglinton Avenue West: through an intersection (i.e., northbound left, westbound straight through), versus the theoretical capacity of that movement given the lane configurations, operating conditions and signal timings Route 32: Eglinton Station to Renforth Drive (the main branch); provided at the intersection. A V/C ratio of 1.0 represents a condition where all available capacity for a particular movement is being used. Route 32A: Eglinton Station to Renforth Drive & Skymark;

The level of service (LOS) of the overall intersection or a particular movement is a measure of the Route 32B: Eglinton Station to Airport Corporate Centre; average vehicle delay experienced by the motorists attempting to travel through the intersection. LOS is measured from “A” to “F” with peak hour LOS in the “A” to “D” range being considered Route 32C: Eglinton Station to Jane & Lawrence via Trethewey Drive; and acceptable by most, and a LOS of F representing unacceptable delays.

Route 32D: Eglinton West Station to Jane Street & Emmett Road. Critical movements were identified as those operating with a volume-to-capacity (V/C) ratio of 0.85 or higher and/or the poorest level of service (LOS). Route 34: Eglinton East – TTC Route 34 is an east-west bus route that operates 2.4.2 QUEUE LENGTHS between Eglinton Subway Station and Kingston Road via Eglinton Avenue East with TTC Route 34C operating between Eglinton and Kennedy Subway Stations. In the th The Synchro 6.0 Traffic Signal Coordination Software measures both the 50th percentile and 95 vicinity of the Study Area, Route 34 buses operate from Eglinton Station via north on percentile maximum queue lengths. The 50th percentile queue (the median) is the maximum queue Duplex Avenue, east on Eglinton Avenue East and through to Kennedy Station. length during a typical traffic cycle. The 95th percentile queue is the maximum queue length during a typical traffic cycle with 95th percentile traffic volumes.

1 Summary of Existing and Future Conditions Report, Eglinton Crosstown LRT, Preliminary Planning for a Transit Project Assessment Study, LGL Limited, Sowel Kang, M.E.S & Grant N.Kauffman, M.E.S.

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3.1.1.2 Intersecting Routes westbound travel lanes with a centre median that becomes a shared left-turn lane at points east of Victoria Park Avenue. At most major and minor signalized intersections, Bus routes that intersect the proposed Study Area include the following: there are exclusive left-turn lanes and some exclusive or channelized right-turn lanes. Route 112: Renforth Drive; Route 7: Bathurst Street; 3.2 Assessment of Existing Traffic Operations Route 111: The East Mall; Route 33: Spadina Road; The assessment of existing traffic operations followed these prescribed steps: Route 46: Martin Grove Road; Route 14: Chaplin Crescent; 1. Turning movement, pedestrian and bicycle data were compiled for 37-study area Route 45: Kipling Avenue; Route 61: Avenue Road; intersections.

Route 405: Widdicombe Hill Blvd; Route 5: Oriole Parkway; 2. Along Eglinton Avenue East at intersections where there are HOV lanes, existing eastbound and westbound through volumes were reduced to account for HOV traffic. Route 37: Islington Avenue; Route 97: Yonge Street; Spot counts along Eglinton Avenue East in the AM and PM peak period were used to confirm the percentage of eastbound and westbound HOV traffic along Eglinton Route 73: Royal York Road; Route 103, Route 74: Mount Pleasant Avenue. Road; Route 79: Scarlett Road; 3. Lane configurations along Eglinton Avenue East were adjusted to account for the Route 11: Bayview Avenue; removal of HOV traffic in the existing condition. Route 32D: Emmett Avenue; Route 56: Laird Drive; 4. Traffic volume adjustments were made to intersection movements in which volumes Route 35: Jane Street; did not appear consistent with other intersections. Route 51, Route 54: Leslie Street; Route 89: Weston Road; 5. A map of the study area alignment was developed in Synchro 6.0 for the existing Route 25, Route 403 Don Mills Road; condition AM and PM peak hours and all required data was entered. Route 171, Route 71, Route 32C: Trethewey Drive; Route 100: Wynford Road; 6. The lengths of turning lanes/bays were measured using Google Earth. Route 41: Keele Street; Route 91: Bermondsey; 7. The results of the existing condition Synchro 6.0 HCM analysis and Synchro 6.0 queue Route 47: Caledonia Road; Route 24: Victoria Park Avenue; length analysis were summarized for each intersection.

Route 29: Dufferin Street; Route 70: O‘Connor Drive; 8. For each intersection movement, the following thresholds were classified as impacts:

Route 90: Vaughn Road; Route 67: Pharmacy Avenue; A Volume to Capacity Ratio (V/C) ≥ 0.85;

Route 63: Oakwood Avenue Route 68: Warden Avenue; A Level of Service (LOS) = E or F; and

Route 109: Marlee Avenue; Route 17: Birchmount Road. A 95th percentile queue length for a turning bay/lane that exceeds its measured length.

3.1.2 ROAD NETWORK 9. A series of existing condition summary tables and traffic hot spot maps were created for the AM and PM peak hours. Eglinton Avenue West is a major east-west arterial that connects to Highway 407 in Mississauga and Yonge Street in Toronto. From Renforth Road to Black Creek Drive, Eglinton Avenue West generally operates with two eastbound and two westbound travel lanes with a shared centre left-turn lane. At most major and minor signalized intersections, there are exclusive left-turn lanes and some exclusive or channelized right-turn lanes.

Eglinton Avenue East is a major east-west arterial that connects to Yonge Street in Toronto and Kingston Road in Toronto (Scarborough). From Laird Drive to Kennedy Road, Eglinton Avenue East generally operates with three eastbound and three

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4. FUTURE CONDITIONS 6. For each intersection movement, the same impact threshold movements used in the existing condition analysis following thresholds were classified as impacts:

4.1 Future Transportation Systems A Volume to Capacity Ratio (V/C) ≥ 0.85;

A Level of Service (LOS) = E or F; and 4.1.1 TRANSIT SERVICES IN THE STUDY AREA

The implementation of the ECLRT will result in changes to existing transit services in the Study A 95th percentile queue length for a turning bay/lane that exceeds its measured Area: length.

Route Elimination – Some existing TTC bus routes such as Route 32: Eglinton West 7. A series of future condition summary tables and traffic hot spot maps were created for (between Eglinton Station at Yonge Street and Eglinton West Station at Allen Road) the AM and PM peak hours. will be replaced by the ECLRT; and 5. OVERALL TRAFFIC IMPACTS RESULTS Route Modification – Some existing TTC bus routes such as Route 32D: Eglinton West to Eglinton Station – looping at Emmett Avenue and Jane Street, will be shorted The results of the of the exiting and future condition traffic analysis are summarized in Exhibit 5-1 and/or re-routed to interface with the ECLRT. and Exhibit 5-2, for the west and east sections of Eglinton Avenue, respectively. Table rows highlighted in orange were included in Section 6: Detailed Traffic Studies. Detailed results of the Future transit operation plans have not been finalized by the TTC. traffic analysis can be found in Appendix I and Appendix II, for Existing Conditions and Future Conditions. 4.1.2 ROAD NETWORK

No new roadways are projected to be added to the Study Area. There will be changes to existing roadway configurations such as the removal of traffic lanes and some geometric modifications to major intersections (i.e. Eglinton Avenue West and Don Mills Road) to accommodate the ECLRT. 4.2 Assessment of Future Traffic Operations

The assessment of future traffic operations followed these prescribed steps:

1. Turning movement, pedestrian and bicycle volumes were assumed to remain the same in the future LRT condition. The signalized intersection of Eglinton Avenue East and Kennedy Road has been analyzed as part of the Scarborough Malvern LRT study area.

2. Eastbound and westbound through HOV volumes that were reduced at intersections along Eglinton Avenue East (existing condition) were added back.

3. Lane/roadway configurations along the entire study area alignment were adjusted to conform to the future roadway layout with the ECLRT right-of-way in place. Along the entire ECLRT alignment, two lanes of through traffic and one dedicated left-turn lane are assumed at all signalized intersections. At signalized intersections, no lane/roadway configuration changes were made to streets that intersect the LRT alignment.

4. A map of the study area alignment was developed in Synchro 6.0 for the future condition AM and PM peak hours and all required data was entered.

5. The results of future condition Synchro 6.0 HCM analysis and Synchro 6.0 queue length analysis were summarized for each intersection.

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Exhibit 5-1: Traffic Assessment Summary (West Alignment: Renforth Drive to Keele Street) Traffic Impacts Traffic Impacts Signalized Vehicle Capacity Level of Service 3 Signalized Vehicle Capacity Level of Service 3 Inter- 1 2 Turning Queues Inter- 1 2 Turning Queues Intersection (V/C) Ratio (LOS) Intersection (V/C) Ratio (LOS) No. section No. section With Eglinton AM PM AM PM AM PM With Eglinton AM PM AM PM AM PM Approach Approach Avenue West Peak Peak Peak Peak Peak Peak Avenue West Peak Peak Peak Peak Peak Peak Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu East East West West 11 Royal York Road 1 Renforth Drive North North South South East East West Matheson Boulevard West 12 Scarlett Road 2 North East North South South East East West West 13 Jane Street 3 The East Mall North North South South East East West Hwy. 401/427 West 14 Weston Road 4 North Interchange North South South East East West West 15 Black Creek Drive 5 Martin Grove Road North North South South East East West Widdicombe Hill / West 16 Bricknell Avenue 6 North Lloyd Manor Road North South South East East Trethewey Drive / West West 17 7 Kipling Avenue Keele Street North North South South 1. One or More Movements In Approach Have a V/C Ratio ≥ 0.85 East 2. One or More Movements In Approach Have a LOS E or F Wincott Drive / West 8 3. Left-Turn or Right-Turn Queue Exceeds Turning Bay Length Bemersyde Drive North South East West 9 Islington Avenue North South East Russell Road / West 10 Eden Valley Drive North South 1. One or More Movements In Approach Have a V/C Ratio ≥ 0.85 2. One or More Movements In Approach Have a LOS E or F 3. Left-Turn or Right-Turn Queue Exceeds Turning Bay Length

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Exhibit 5-2: Traffic Assessment Summary (East Alignment: Laird Drive to Kennedy Road) Traffic Impacts Traffic Impacts Signalized Vehicle Capacity Level of Service 3 Inter- 1 2 Turning Queues Intersection (V/C) Ratio (LOS) Signalized Vehicle Capacity Level of Service 3 No. section Inter- 1 2 Turning Queues With Eglinton Intersection (V/C) Ratio (LOS) Approach AM PM AM PM AM PM No. section Avenue West With Eglinton Peak Peak Peak Peak Peak Peak Approach AM PM AM PM AM PM Avenue West Peak Peak Peak Peak Peak Peak Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu Ex Fu East West East 63 Eglinton Square North West 53 Laird Drive South North South East West East 64 Pharmacy Avenue North West 54 Brentcliffe Road South North South East West East 65 Lebovic Avenue North West 55 Leslie Street South North ------ South East West East 66 Warden Avenue North West 56 Don Mills Road South North South East West East 67 Prudham Gate North Don Valley Pkwy. SB West 57 South (West) North ------ South East West East 68 Sinnott Road North Don Valley Pkwy. NB West 58 South (East) North South ------East West East 69 Birchmount Road North West ------59 Wynford Drive South North South ------East West East 70 Rosemount Drive North Swift Drive / West 60 South Credit Union Drive North South East West East 71 Ionview Road North Sloan Avenue / West 61 South Bermondsey Road North South East West East 72 Kennedy Road North West 62 Victoria Park Avenue South North South 1. One or More Movements In Approach Have a V/C Ratio ≥ 0.85 2. One or More Movements In Approach Have a LOS E or F 1. One or More Movements In Approach Have a V/C Ratio ≥ 0.85 3. Left-Turn or Right-Turn Queue Exceeds Turning Bay Length 2. One or More Movements In Approach Have a LOS E or F

3. Left-Turn or Right-Turn Queue Exceeds Turning Bay Length

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The implementation of the ECLRT is projected to result in the following traffic impacts:

Left-turn prohibitions from existing unsignalized street and entrances (i.e. right-in and right-out movements allowed only) throughout the Study Area. Exhibit 5-3: Existing and Future Movements at Unsignalized Intersections

Some left-turn prohibitions at specific major signalized intersections to ensure efficient LRT operations (speed, reliability, safety).

Reduced roadway capacity due to the removal of one travel lane in each direction at some locations along Eglinton Avenue.

Increased delays for vehicular traffic, particularly for left-turn movements, due to the introduction of separate left-turn and U-turn traffic signal phases in order to accommodate ECLRT service through the intersection.

Some of these impacts are discussed in further detail below:

5.1.1 TRAFFIC CAPACITY REDUCTION

The ECLRT will allocate some roadway space to a dedicated transit right-of-way. At some locations along Eglinton Avenue, one travel lane will be reduced, which in turn will reduce the overall traffic carrying capacity of the Study Area.

5.1.2 IMPACTS TO UNSIGNALIZED INTERSECTIONS

At existing unsignalized intersections and driveway entrances along the entire ECLRT alignment, left-turn in and left-turn out movements will be prohibited and only right-turn in and right-turn out movements will allowed (Exhibit 5-3). In the recommended design for the ECLRT, each unsignalized and driveway location is provided with either one or both of the following:

A local alternative route; and

A signalized intersection upstream has a U-turn movement.

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5.1.3 LEFT TURN PROHIBITIONS Exhibit 5-5: Re-routed Left Turns (PM Peak)

During the development of the recommended design, ten intersections were identified where traffic Cycle E-W Thru- N-S Thru- Volume Cross Street U-Turns @ movements could cause potential ECLRT operational concerns (i.e. regarding the speed and Length Green Green EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Kipling/Widdicombe Hill, reliability of the transit vehicle, pedestrians, and vehicular traffic). A detailed transit-traffic analysis Kipling 120 54 38NB, 28SB 218 1534 39 150 1304 60 113 828 151 75 654 62 was conducted for each location and specific design recommendations were made to ensure Kipling/Byland efficient and safe ECLRT operations. This resulted in the design recommendation to prohibit left- Islington/LaRose, Islington 120 63 27 Islington/First Driveway 156 1582 63 104 1246 48 69 822 110 48 709 74 turns and re-route the movements at the identified intersections. Exhibit 5-4 and Exhibit 5-5 show S. of Eglinton the signal timings, traffic volumes, and recommended re-distribution of left turns at the identified intersections for the AM and PM peak, respectively. Royal York/LaRose, Royal York 120 55 37 Royal York/Second 128 1446 118 145 1713 63 72 656 65 66 600 108 Driveway S. of Eglinton Scarlett/Richview, Scarlett 110 39 34 112 1177 176 102 1035 277 180 710 125 134 451 52 Exhibit 5-4: Re-routed Left Turns (AM Peak) Scarlett/Fontenay New u-turn signals on Eglinton (1), Jane (1); Cycle E-W Thru- N-S Thru- Volume Jane 100 32 41NB, 29SB 175 1118 145 104 1295 156 169 1030 117 40 885 252 Cross Street U-Turns @ Eglinton/Emmet, Length Green Green EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Jane/Lambton Kipling/Widdicombe Hill, Kipling 120 60 33NB, 23SB 185 1475 72 129 1247 34 127 644 125 46 592 32 New u-turn signals on Kipling/Byland Eglinton; Don Don Mills 120 31 41 294 1289 271 285 881 197 209 1553 302 406 1266 309 Islington/LaRose, Mills/Wynford, Don Islington 112 56 27 Islington/First Driveway 70 1163 69 172 1208 48 44 775 62 48 752 65 Mills/St. Dennis S. of Eglinton Pharmacy/First Driveway N. of Eglinton, Royal York/LaRose, Pharmacy 120 47 32NB, 45SB 365 1825 89 60 1024 124 126 552 101 97 370 136 Royal York 112 44 40NB, 30SB Royal York/Second 91 1272 101 71 1204 89 102 702 68 75 543 110 Eglinton/First Driveway Driveway S. of Eglinton E. of Pharmacy Scarlett/Richview, Scarlett 100 29 34 39 1240 250 83 1008 159 153 545 140 183 581 61 Warden/First Driveway Scarlett/Fontenay Warden 120 47 32 N. of Eglinton, 53 1755 206 182 1330 46 358 109 246 58 106 29 New u-turn signals on Warden/Civic Eglinton (1), Jane (1); Jane 1 100 34 39NB, 29SB 214 1045 161 82 984 25 225 885 119 64 732 191 Eglinton/Emmet, Birchmount/First Jane/Lambton Driveway N. of Eglinton, Birchmount 120 45 37NB, 47SB 252 1671 199 167 1109 255 213 1360 257 99 933 234 New u-turn signals on Birchmount/First Eglinton; Don Driveway S. of Eglinton Don Mills 2 120 34 39 282 1032 324 327 1169 108 250 1062 231 376 1348 200 Mills/Wynford, Don Mills/St. Dennis Kennedy/Treverton, Kennedy 120 42 38 222 2064 108 190 1145 199 138 692 169 258 519 190 Kennedy/Transway Pharmacy/First NOTES Driveway N. of Eglinton, 1 All left turns redistributed to through, u-turn, right turn movements. New u-turn signals at Eglinton/east of Jane and Jane/north of Eglinton Pharmacy 3 120 44 33NB, 48SB 134 831 91 52 1881 64 104 684 71 109 503 344 Eglinton/First Driveway 2 E-W left turns redistributed to new u-turn signals downstream Don Mills in each direction E. of Pharmacy 3 North-south left turns permitted at Pharmacy Avenue. Re-routing required for east-west left turns only.

Warden/First Driveway Warden 120 50 32 N. of Eglinton, 188 1006 107 133 1599 75 187 955 150 253 1121 254 Warden/Civic

Birchmount/First Driveway N. of Eglinton, Birchmount 120 53 37 160 750 75 197 1995 119 77 621 72 117 943 184 Birchmount/First Driveway S. of Eglinton

Kennedy/Treverton, Kennedy 120 44 36 123 624 52 180 2120 131 126 456 77 213 655 194 Kennedy/Transway NOTES 1 All left turns redistributed to through, u-turn, right turn movements. New u-turn signals at Eglinton/east of Jane and Jane/north of Eglinton 2 E-W left turns redistributed to new u-turn signals downstream Don Mills in each direction 3 North-south left turns permitted at Pharmacy Avenue. Re-routing required for east-west left turns only.

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6.1.3 BACKGROUND 6. DETAILED TRAFFIC STUDIES Exhibit 6-1 shows the study area and signalized intersections that were analysed. Detailed traffic studies were undertaken at seven “hot spot” locations identified in the Existing and Future Condition traffic analysis. Exhibit 6-1: The Martin Grove Road and Eglinton Avenue West Study Area Martin Grove Road and Eglinton Avenue West;

Kipling Avenue and Eglinton Avenue West;

Jane Street and Eglinton Avenue West;

Black Creek Drive and Eglinton Avenue West;

Wynford Drive and Eglinton Avenue East;

Victoria Park Avenue and Eglinton Avenue East; and

Each of these detailed traffic and transportation impact studies are summarized below. The final reports are presented in Appendix III through VIII, respectively. 6.1 Martin Grove Road and Eglinton Avenue West

6.1.1 STUDY PURPOSE Legend

A detailed Synchro traffic analysis was conducted at the Martin Grove Road and Eglinton Avenue Signalized Intersection for Scenario 1 and 2 West hot spot. The purpose of the analysis was to conduct a preliminary assessment of the future ECLRT operations, and to determine the impacts to traffic operation and the surrounding land use. The findings from the study were used to advance the initial design of the ECLRT and provide a foundation for future preliminary and detailed design. 6.1.4 PROPOSED SCENARIOS The full Eglinton LRT - Eglinton Avenue at Martin Grove Road Synchro Assessment report can be found in Appendix III. Due to the uncertainties of the road and operating characteristics for general traffic with the LRT in service, the following scenarios were developed and analysed: 6.1.2 SITE TRAFFIC ISSUES Future Conditions – There are no restrictions for general traffic at the intersection of There are several site traffic issues associated with the Eglinton Avenue West and Martin Grove Eglinton Avenue West and Martin Grove Road; Road hot spot: Scenario 1 – Left turns are prohibited at the intersection of Eglinton Avenue West and LRT merging into and out of the Right Of Way (ROW) and the potential for LRT Martin Grove Road, and U-turns are permitted on adjacent intersections along Martin conflicts with eastbound traffic; Grove Road; and

High volumes at the Martin Grove Road at Eglinton Avenue West intersection, Scenario 2 – Implementation of a half diamond exchange. specifically in the east and west directions; 6.1.5 RECOMMENDATIONS Excessive eastbound queues and associated queue spillback; The analysis has shown that left turns should be considered for removal at the intersection of Proximity to Hwy 401 and Hwy 427. Eglinton Avenue West and Martin Grove Road. By doing so, cycle lengths can be shortened, and signal timing plans simplified. Scenarios 1 and 2 reflect the traffic operations with the removal of the left turns.

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The analysis has demonstrated better traffic operation results for Scenario 1 and 2 over the Exhibit 6-3: Martin Grove Road and Eglinton Avenue West - Preferred Scenario Road base scenario (Future Conditions) in terms of LRT operational and traffic delays. These two Configuration Alternatives scenarios are both viable options from a traffic operations perspective for implementation. However, the major concern with Scenario 1 is the capacity of the roadways to accommodate further increase in future traffic volume because the majority of left turn and U-turn movements are operating close to capacity. Under Scenario 2, with the additional roads, traffic operations at the intersection of Eglinton Avenue West and Martin Grove Road have significantly improved (Refer to Exhibit 6-2). However, there are significant costs and property impacts under Scenario 2. Both Scenario 1 and Scenario 2 have design challenges that need to be investigated during preliminary and detailed design.

Exhibit 6-2: Martin Grove Road and Eglinton Avenue West - Preferred Scenario: Vehicle Routing

Legend 6.2 Kipling Avenue and Eglinton Avenue West EB WB NB SB 6.2.1 STUDY PURPOSE

A detailed Synchro traffic analysis was conducted at the Kipling Avenue and Eglinton Avenue West hot spot. The purpose of the analysis was to conduct a preliminary assessment of the future ECLRT operations, and to determine the impacts to traffic operation and the surrounding land use. The Under Scenario 2, two roadway configurations were considered. Exhibit 6-3 illustrates these findings from the study were used to advance the initial design of the ECLRT and provide a alternatives. The estimated costs of the alternatives are $3.17 million and $2.39 million for foundation for future preliminary and detailed design. Alternatives 1 and 2, respectively. The higher costs estimates for the implementation of Alternative 1 can be attributed to the land acquisition costs for the northeast roadway and the road construction The full Eglinton LRT - Eglinton Avenue at Kipling Avenue Synchro Assessment report can be costs for the southwest roadway. found in Appendix IV.

6.2.2 SITE TRAFFIC ISSUES

There are several site traffic issues associated with the Eglinton Avenue West and Kipling Road hot spot:

Large through volumes at Eglinton Avenue at Kipling Road, specifically the eastbound traffic in the AM and the westbound traffic in the PM; and

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Wide intersection leading to increased pedestrian crossing time, increased cycle length Scenario 3 – Prohibited left turns at Eglinton Avenue West/Kipling Avenue with u-turns and consequently more east-west vehicle and LRT delay. at all downstream intersections on Eglinton Avenue West and Kipling Avenue;

Scenario 4 – Prohibited left turns at Eglinton Avenue West/Kipling Avenue with left 6.2.3 BACKGROUND turns distributed to u-turn at downstream intersections on Kipling Avenue and to Widdicombe Hill; and

Exhibit 6-4 shows the Kipling Avenue and Eglinton Avenue West Study Area shows the study area Scenario 5 - Prohibited left turns at Eglinton Avenue West/Kipling Avenue with left with the five signalized intersections included in the analysis. Of the five intersections shown, a new turns distributed to u-turn at downstream intersections on Kipling Avenue and new signalized intersection is proposed to be implemented at the Kipling Avenue and Byland Road (east midblock signals on Eglinton Avenue West. leg) intersection. In addition, each scenario was analysed under three different iterations of traffic operations:

Exhibit 6-4: The Kipling Avenue and Eglinton Avenue West Study Area Iteration 1 – Existing cycle lengths with one-stage pedestrian crossings;

Iteration 2 – Existing cycle lengths with two-stage north-south pedestrian crossings at Eglinton Avenue West West/Widdicombe Hill and Eglinton Avenue West West/Wincott Drive;

Iteration 3 – 80 second cycle lengths with two-stage north-south crossings on all Eglinton Avenue West crossings; and

Iteration 4 – Adjusted Parameters as defined by the TTC within the interim analysis period, including modified peak hour factors, reduced pedestrian crossing distance, analysis using Highway Capacity Manual (HCM) parameters, and increased pedestrian volumes at the intersection of Eglinton Avenue West and Kipling Avenue.

6.2.5 RECOMMENDATIONS

Based on the analysis of the four iterations, and applying five traffic distribution scenarios, Iteration 1 was most promising, along with:

Legend Left-turn movements prohibited at Eglinton Avenue West/Kipling Avenue and redistributed as recommended in Scenario 2; = Study Area Intersections Evaporated through volumes and left turn volumes at a maximum rate of 31%; and

Traffic signal coordination along Eglinton Avenue West for uninterrupted LRT operations.

6.2.4 PROPOSED SCENARIOS In summary, the analysis has shown that left turns should be considered for removal at the intersection of Eglinton Avenue West and Kipling Avenue. Scenarios 2 to 5 in all iterations reflect Due to the uncertainties of the road and operating characteristics for general traffic with the LRT in traffic operations with the removal of the left turns. Scenario 2 and Scenario 5 are both viable service, five scenarios were analyzed. The scenarios are: options for implementation. However, Scenario 2 provides the least capacity restraints without the addition of midblock traffic signals along Eglinton Avenue West (refer to Exhibit 6-5). Scenario 1 – Future conditions with permitted left turns at Eglinton Avenue West/ Kipling Avenue, east-west left turns operating under protected phases only;

Scenario 2 – Prohibited left turns at Eglinton Avenue West/Kipling Avenue with northbound and southbound u-turns at Kipling Avenue/Widdicombe Hill and Kipling Avenue/Byland Road, respectively;

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Exhibit 6-5: Kipling Avenue and Eglinton Avenue West - Scenario 2 - Vehicle Routing 6.3.3 BACKGROUND

Exhibit 6-6 shows the study area with the four signalized intersections included in the analysis. The proposed signalized intersection on Eglinton Ave West, east of Jane Street will accommodate u- turns under Scenarios 1 and 2. The proposed signalized intersection on Jane Street, north of Eglinton Avenue West will accommodate u-turns under Scenario 2.

Exhibit 6-6: The Jane Street and Eglinton Avenue West Study Area

Avenue e Emmett Ave nu Eglinton

Street Jane

6.3 Jane Street and Eglinton Avenue West

6.3.1 STUDY PURPOSE

A detailed Synchro traffic analysis was conducted at the Jane Street and Eglinton Avenue West hot

spot. The purpose of the analysis was to conduct a preliminary assessment of the future ECLRT Legend operations, and to determine the impacts to traffic operation and the surrounding land use. The Existing Signalized findings from the study were used to advance the initial design of the ECLRT and provide a Intersection pton Avenue Lam foundation for future preliminary and detailed design. Proposed Signalized Intersection The full Eglinton LRT – Eglinton Avenue at Jane Street Synchro Assessment report can be found in Appendix V. 6.3.4 PROPOSED SCENARIOS

In consultation with City of Toronto and TTC staff, Synchro analysis was conducted to evaluate the 6.3.2 SITE TRAFFIC ISSUES LRV operation for two intersection configuration scenarios, and three LRT interface options. The two scenarios are: There are several site traffic issues associated with the Eglinton Avenue West and Jane Street hot spot: Scenario 1- Prohibited left turns at Eglinton Avenue West and Jane Street and redistribute to adjacent Eglinton Avenue West signals; and Challenges in interfacing the Jane LRT and Eglinton LRT, including the transfer of LRTs from Eglinton to Jane; Scenario 2 – Prohibited left turns at Eglinton Avenue West and Jane Street and redistribution to adjacent Eglinton Avenue West signals and Jane Street signals. High left turn volumes on all approaches; The three LRT interface options are: Wide intersection leading to increased pedestrian crossing time, increased cycle length and consequently more LRT delay; and Option 1 – Eglinton Crosstown LRT (ECLRT) and Jane LRT (JLRT) at-grade in centre of roadway; Anticipated pedestrian volume increases by 750% (166 to 1250 in the AM; 195 to 1462 in the PM) and the need to facilitate safe pedestrian transfer. Option 2 - ECLRT at-grade north of roadway and JLRT at-grade in centre of roadway; and

Option 3 - ECLRT at-grade north of roadway and JLRT at-grade west of roadway.

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6.3.5 RECOMMENDATIONS Exhibit 6-7: Jane Street and Eglinton Avenue West - LRT Interface Option 3

Based on the analysis results, Option 3 best accommodates the pedestrian transfers between the Jane LRT and the Eglinton LRT, which is expected to increase by 750% to as much as 1462 pedestrians/hour.

Option 3 is to implement all of the following (refer to Exhibit 6-7):

Provide the capacity on Eglinton Avenue West east and west of Jane Street to integrate the ECLRT from north of Eglinton Avenue West into the centre of the roadway.

Provide the capacity on Jane Street north and south of Eglinton Avenue West to integrate the JLRT from west of Eglinton Avenue West into the centre of the roadway.

Modify the Eglinton Avenue West and Jane Street signalized intersection to allow the ECLRT to cross Jane Street north of the intersection, and the JLRT to cross Eglinton Avenue West west of the intersection.

Of the traffic redistribution scenarios considered, Scenario 2 is less disruptive to the Eglinton Avenue West and Emmett Avenue intersection than Scenario 1, under interface Option 3.

Scenario 2 is to implement all of the following (refer to Exhibit 6-8):

Four phase signal operation at Eglinton Avenue West and Jane Street with prohibited east-west and north-south left turn movements; Exhibit 6-8: Jane Street and Eglinton Avenue West – Scenario 2 90 second cycle length at Eglinton Avenue West and Jane Street;

Minimum of 26 seconds for the ECLRT phase on a through movement;

A new signalized intersection on Eglinton Avenue West east of Jane Street with the capacity to accommodate eastbound u-turns;

e A new signalised intersection on Jane Street north of Eglinton with the capacity to Street accommodate northbound u-turns; Emmett Avenue Eglinton Avenu

Jane Provide the accommodation for westbound u-turns at the Eglinton Avenue West and

Emmett Avenue intersection; and

Provide the accommodation for southbound u-turns at the Jane Street and Lambton Avenue intersection.

Legend

ue Existing Signalized Intersection pton Aven Lam Proposed Signalized Intersection

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6.4 Black Creek Drive and Eglinton Avenue West North Access Driveway 6.4.1 STUDY PURPOSE Carhouse Depot A Light Rail Transit (LRT) depot is proposed on Eglinton Avenue West, just west of Black Creek Drive and east of the CN Rail track. A detailed analysis was conducted at this hot spot. The purpose of the analysis was to conduct a preliminary assessment of the future ECLRT operations, and to determine the impacts to traffic operation and the surrounding land use. The findings from the study were used to advance the initial design of the ECLRT and provide a foundation for future preliminary and detailed design.

The full Eglinton LRT - Black Creek Depot Analysis report can be found in Appendix VI.

6.4.2 SITE TRAFFIC ISSUES

There are several site traffic issues associated with the Eglinton Avenue West and Black Creek Photography Drive Access Drive hot spot:

Anticipated need to service four lines (Pearson Airport, Kennedy Station, Jane Street, and St Clair Avenue);

LRT merging into and out of the Right Of Way (ROW) and the potential for LRT 6.4.4 PROPOSED SCENARIOS conflicts with east-west traffic; To asses the traffic impact of the Back Creek Depot on the signalized intersections in its immediate vicinity, three approaches were considered for depot activity, namely: 6.4.3 BACKGROUND Scenario 1: A four-track system is constructed that will allow for two LRV to Exhibit 6-1 illustrates the proposed location of the Black Creek depot, along with the two proposed simultaneously enter, and two LRV to simultaneously exit from the Black Creek depot LRV access driveways. The first, referred to as the North Access Driveway, will be located on the at the Eglinton Avenue West at North Access Driveway signalized intersection (i.e. two north side of Eglinton Avenue, between Black Creek Drive and the CN Rail tracks. The second, tracks in and two tracks out). referred to as the Photography Access Driveway, will be located along Photography Drive, and will intersect Black Creek Drive at Photography Drive. It is anticipated that the North Access Scenario 2: A two-track system is constructed that will allow for one LRV to enter and Driveway will be the primary source for loading/offloading LRV, while the Photography Access one LRV to exit from the Black Creek depot at the Eglinton Avenue West at North Driveway will act as a relief point if the North Access Driveway movements become restricted or Access Driveway signalized intersection (i.e. one track in, one track out). schedule delays occur.

Four signalized intersections are within the study area, namely: Eglinton Avenue West at North Scenario 3: Two LRV are allowed to exit the depot at the Eglinton Avenue West at Access Driveway, Eglinton Avenue West at Black Creek Drive, Eglinton Avenue West and Black North Access Driveway signalized intersections. For this scenario, the impact of a Creek Drive at Photography Drive. four-track system and a two-track system were analyzed (as in Scenario 1 and 2).

6.4.5 RECOMMENDATIONS Exhibit 6-9: The Black Creek Drive and Eglinton Avenue West Study Area The analysis results, along with the feasibility of the scenarios and iterations considered, are presented in Exhibit 6-10.

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Exhibit 6-10: Summary of Loading Scenarios Scenario 3 Iteration 7 and 8 are preferred, provided that two LRV can be serviced during the LRV phase at the Eglinton Avenue West at North Driveway Access. This option Scenario/ Cycle Length Feasible Comments provides left turn phasing at Eglinton Avenue West at Black Creek Drive. Iteration (seconds) (Y/N) Scenario 3 requires an intersection spacing of 200 metres or more between Eglinton Scenario 1 – Dual tracks Avenue West at North Driveway Access and Eglinton Avenue West at Black Creek Drive to store LRV. The storage space is necessary because multiple LRV may not be able to clear Iteration 1 75 Y No left turns at Eglinton Avenue at Black Creek. the signalized intersection of Eglinton Avenue West at Black Creek Drive in one cycle.

Iteration 2 90 Y No left turns at Eglinton Avenue at Black Creek. Scenario 3 Iteration 7 is preferred over Scenario 3 Iteration 8 from an LRV operations perspective since it offers the most flexibility in terms of LRV access. However Scenario 3 Iteration 3 102 Y Pedestrians not serviced and southbound phase truncated Iteration 8 is the most cost-efficient alternative. when LRV serviced. Recovery time available. Overall the preferred alternative is Scenario 3, Iteration 7 (refer to Exhibit 6-11). This 120 N Left turn omitted when LRV serviced. No recovery time configuration presents the most flexibility for LRV operation. A more cost-efficient available configuration is Scenario 3, iteration 8.

133 N No recovery time available Exhibit 6-11: Black Creek Depot – Preferred Scenario LRT Loading/Unloading Diagram Scenario 2 – Single tracks North Access Driveway Iteration 4 53 N Cycle length too short at North Access Driveway (Based on 15 minute peak)

Iteration 5 67 N Cycle length too short at North Access Driveway (Based on 1 Eglinton Avenue hour peak) 39 15 Automobile 14 53 lanes Iteration 6 113 Y WB Track (Even loading) EB Track 14 Automobile 29 lanes Scenario 3 – Back-to-Back LRV Clearance in One Cycle

Iteration 7 120 Y (Four-track System) Iteration 8 120 Y 6.5 Wynford Drive and Eglinton Avenue East (Two-track system 6.5.1 STUDY PURPOSE

The results displayed in Exhibit 6-10 illustrate that: A detailed Synchro traffic analysis was conducted at the Wynford Drive and Eglinton Avenue East hot spot. The purpose of the analysis was to conduct a preliminary assessment of the future ECLRT The Eglinton Avenue West at North Driveway Access is the primary LRV access, and that operations, and to determine the impacts to traffic operation and the surrounding land use. The the Black Creek Drive at Photography Drive will mostly likely act as a “relief” driveway used findings from the study were used to advance the initial design of the ECLRT and provide a during incidents. foundation for future preliminary and detailed design.

The full Eglinton LRT - Eglinton Avenue at Wynford Drive Synchro Assessment report can be found in Appendix VII.

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6.5.2 SITE TRAFFIC ISSUES 6.5.4 PROPOSED SCENARIOS

There are several site traffic issues associated with the Eglinton Avenue East and Wynford Drive As part of this preliminary assessment the current road network of Eglinton Avenue East from the hot spot: DVP West Ramp to Wynford Drive was assessed using the future volumes. In this scenario, Wynford Drive was operating as a half signal. From this analysis, traffic conditions appeared to be Implications of the reconfiguration of Eglinton Avenue at Wynford Drive to an at-grade operating at a good level of service for most movements. However, queuing concerns were signalized intersection; observed at both the DVP ramps during both peak periods. As a result of the potential queuing concerns, future scenarios were developed to mitigate this concern. The future scenarios Capacity reduction on Eglinton Avenue from three east-west lanes to two east-west developed were as follows: lanes Scenario 1 – LRT Line with 120 second cycle length; Managing queue spillback onto the Highway at the Eglinton Avenue at DVP Ramps; Scenario 2 – LRT Line with 90 second cycle length; and Accommodating Queue jump lanes/phase for GO Bus from DVP to Eglinton; and Scenario 3 – LRT Line with 120 second cycle length and DVP Ramp modifications. 6.5.3 BACKGROUND 6.5.5 RECOMMENDATIONS This report documents the Synchro traffic analysis completed on Eglinton Avenue East from the Don Valley Parkway (DVP) West Ramp to the Wynford Drive signalized intersection. Exhibit 6-1 Scenario 3 is the preferred alternative since it incorporates physical geometric improvements that shows the study area with the three signalized intersections included in the analysis. As part of the favour LRV operations, pedestrian transfers, cycling operation, GO operations, and DVP queuing new alignment on Eglinton Avenue East, the intersection of Eglinton Avenue East and Wynford concerns. Drive will be modelled as an at-grade full signalized intersection. The purpose of Scenario 3 is to maintain traffic operations at a 120 second cycle length, and reduce the queuing experienced on both DVP ramps by implementing geometric ramp Exhibit 6-12: Wynford Road and Eglinton Avenue East Study Area modifications to both ramps. The high volume of right turning vehicles is the main cause of queuing. As a result, an additional right turn lane is proposed at both DVP ramp approaches to resolve this concern. It should be noted that due to this lane configuration, right-turn-on-red movements are now prohibited for safety concerns due to high through traffic, cyclist and pedestrian volumes. Also, under this Scenario, the GO Transit bus transfers are improved through the use of a centre platform for bus boarding and alighting. There is also the potential for a GO bus queue jump lane on the DVP off ramp. Exhibit 6-13 illustrates the ramp geometrics for both off ramps.

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Exhibit 6-13: Proposed Geometric Configuration for DVP - Off Ramps Creating land development opportunities.

6.6.3 BACKGROUND

This report documents the Synchro traffic analysis completed on the Eglinton Avenue East at the Victoria Park area road network, which includes the following signalized intersections:

Eglinton Avenue East and Victoria Park Avenue;

Eglinton Avenue East and Eglinton Square;

Eglinton Avenue East and Pharmacy Avenue;

Eglinton Square and Victoria Park Avenue. LRT Exhibit 6-14 illustrates the study area and the above locations. edestrian Crossing

P Exhibit 6-14: Victoria Park Avenue and Eglinton Avenue West Study Area

6.6 Victoria Park Avenue and Eglinton Avenue East

6.6.1 STUDY PURPOSE

A detailed Synchro traffic analysis was conducted at the Victoria Park Avenue and Eglinton Avenue East hot spot. The purpose of the analysis was to conduct a preliminary assessment of the future ECLRT operations, and to determine the impacts to traffic operation and the surrounding land use. The findings from the study were used to advance the initial design of the ECLRT and provide a foundation for future preliminary and detailed design.

The full Eglinton LRT - Eglinton Avenue at Victoria Park Avenue Synchro Assessment report can be found in Appendix VIII.

6.6.2 SITE TRAFFIC ISSUES 6.6.4 PROPOSED SCENARIOS There are several site traffic issues associated with the Eglinton Avenue East and Victoria Park Due to the uncertainties of the road and operating characteristics for general traffic with the LRT in Avenue hot spot: service, the following scenarios were developed and analysed: Close signal spacing along Eglinton Avenue East; Scenario 1 - This scenario assumes prohibited eastbound/westbound left turns at Eglinton Avenue East at Victoria Park Avenue. Note that northbound and southbound Intersections already operating near or at capacity; left turns at this location are already prohibited. Exhibit 6-15 presents the rerouted paths of the eastbound/westbound left turn vehicles under Scenario 1. Capacity reduction on Eglinton Avenue from three east-west lanes to two east-west lanes; and

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Scenario 2 - This scenario builds on the same assumptions as Scenario 1, with the Upgrades for the eastbound approach at Jonesville Crescent and Victoria Park Avenue addition of prohibited eastbound/westbound left turns at Eglinton Avenue East at to separate left turning vehicles from through/right turning vehicles; and Pharmacy Avenue, and a half signal on Eglinton Avenue East between Pharmacy Avenue and Lebovic Avenue to allow U-turns. Exhibit 6-16 presents the proposed Recalibration of traffic signal timing plans to allow for a 90 seconds cycle length along rerouting paths for the prohibited left turn vehicles under Scenario 2. this corridor section.

Traffic Analysis of the Final Scenario reveals that the expected traffic impacts on the network are Exhibit 6-15: Victoria Park Avenue and Eglinton Avenue - Scenario 1 mitigated to some extent.

Exhibit 6-17: Victoria Park and Eglinton Avenue East - Preferred Scenario: Vehicle Routing

Jonesville Crescent Victoria Park Avenue Avenue VictoriaVictoria Park Park

Eglinton Avenue East Avenue Avenue Pharmacy Pharmacy

Exhibit 6-16: Victoria Park Avenue and Eglinton Avenue - Scenario 2

Eglinton Square ’Connor Drive O

6.6.5 RECOMMENDATIONS

The Final Scenario derived from the iterative analysis incorporates the following road network modifications and upgrades (refer to Exhibit 6-17):

Prohibition of eastbound/westbound left turns on Eglinton Avenue East at Victoria Park Avenue, and Eglinton Avenue East at Pharmacy Avenue;

Signalization (half signal) of the intersection of Eglinton Avenue East and Jonesville to allow for eastbound left turns;

A new U-turn signal on Eglinton Avenue East between Pharmacy Avenue and Lebovic J:\24649_trnst_cityEA\10.0 Reports\Synchro Reports\TTR_ECLRT-Overall Report_TCG Format_2009-05-19-Ena.doc\2010-03-02\R Avenue which will also allow for pedestrian crossings;

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Traffic Assessment Summary of Existing and Future Conditions (West Alignment: Renforth Drive to Keele Street) INTERSECTION EXISTING / TYPE EXISTING FUTURE FUTURE PROPOSED INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRANSIT LRT STOP? UNSIGNALIZED CONDITION TRANSIT CONDITION / DRIVEWAY) SERVICE AM PEAK HOUR EXISTING (Peak Hour / IMPACTS Daily Ridership) V/C: West Approach TTC Route 112 A/C/D NEW AM PEAK LOS: West Approach (367 / 7,663) HOUR IMPACTS Queues: North Miss. Transit 17 (N/A) V/C: None Approach Miss. Transit 89 (N/A) LOS: None Signalized Miss. Transit 109 (N/A) Queues: None Renforth Drive Minor Arterial PM PEAK HOUR Road IMPACTS FUTURE NEW PM PEAK V/C: East, West & Miss. Transit service to HOUR IMPACTS South Approaches Renforth Drive would V/C: None LOS: East, West & replace TTC 32A/B LOS: None South Approaches Queues: None Queues: East APPENDIX I Approach AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK IMPACTS Daily Ridership) HOUR IMPACTS V/C: None V/C: None LOS: None FUTURE LOS: None Queues: None SUMMARY OF TRAFFIC ASSESSMENT: Queues: None Matheson Signalized

PM PEAK HOUR Boulevard East Local Road NEW PM PEAK EXISTING AND FUTURE CONDITIONS IMPACTS HOUR IMPACTS V/C: South Approach V/C: None LOS: None LOS: None Queues: North Queues: None Approach AM PEAK HOUR EXISTING (Peak Hour / IMPACTS Daily Ridership) NEW AM PEAK V/C: South Approach TTC Route 111 (332 / HOUR IMPACTS LOS: South Approach 6,057) V/C: West Approach Queues: West LOS: West Approach Signalized Approach FUTURE Queues: None The East Mall Collector Road PM PEAK HOUR NEW PM PEAK IMPACTS HOUR IMPACTS V/C: West Approach V/C: None LOS: West Approach LOS: None Queues: West Queues: None Approach AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK IMPACTS Daily Ridership) HOUR IMPACTS V/C: None TTC Route 111 (332 / V/C: West Approach LOS: None 6,057) LOS: West Approach Queues: West Signalized Queues: None Hwy. 401/427 Approach FUTURE

Provincial Interchange NEW PM PEAK Expressway PM PEAK HOUR HOUR IMPACTS IMPACTS V/C: West Approach V/C: North Approach LOS: None LOS: North Approach Queues: None Queues: None

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Major-Minor Yes PM PEAK HOUR Bemersyde Yes NEW PM PEAK Road NEW PM PEAK Local Road PM PEAK HOUR Arterial Road IMPACTS Drive HOUR IMPACTS HOUR IMPACTS IMPACTS V/C: East & West V/C: East & West V/C: None V/C: None Approaches Approaches LOS: None LOS: South Approach LOS: East & West LOS: East & West Queues: None Queues: None Approaches Approaches Queues: East Queues: East & West Approach Approaches AM PEAK HOUR EXISTING (Peak Hour / EXISTING (Peak Hour / NEW AM PEAK AM PEAK HOUR IMPACTS Daily Ridership) Daily Ridership) HOUR IMPACTS IMPACTS V/C: East Approach TTC Route 405 (N/A) NEW AM PEAK TTC Route 37/A/C/D V/C: West & North V/C: South Approach LOS: East & North HOUR IMPACTS (535 / 16,241) Approaches LOS: North & South Approaches FUTURE V/C: West Approach TTC Route 405 (N/A) LOS: East & West Approaches Queues: East & North LOS: West Approach Approaches Queues: None Widdicombe Hill Approaches Queues: None Signalized FUTURE Queues: East

/ Signalized Approach Islington Avenue Major Arterial Yes PM PEAK HOUR Yes PM PEAK HOUR NEW PM PEAK Lloyd Manor Collector Road Road IMPACTS IMPACTS HOUR IMPACTS NEW PM PEAK Road V/C: West & North V/C: East, West & V/C: None HOUR IMPACTS Approaches North Approaches LOS: None V/C: East Approach LOS: West, North & LOS: East, West & Queues: West LOS: East Approach South Approaches North Approaches Approach Queues: East Queues: None Queues: East & North Approach Approaches EXISTING (Peak Hour / NEW AM PEAK AM PEAK HOUR EXISTING (Peak Hour / Daily Ridership) HOUR IMPACTS IMPACTS Daily Ridership) AM PEAK HOUR V/C: None V/C: East, North & TTC Route 45/A/E (735 IMPACTS FUTURE LOS: East & West NEW AM PEAK South Approaches / 18,461) V/C: None Approaches HOUR IMPACTS LOS: East, North & TTC Route 405 (N/A) LOS: None Queues: West V/C: West Approach South Approaches Russell Road / Queues: None Approach LOS: West Approach Signalized Queues: None FUTURE Signalized Queues: None Eden Valley Yes Local Road PM PEAK HOUR NEW PM PEAK Drive Kipling Avenue Major Arterial Yes PM PEAK HOUR IMPACTS HOUR IMPACTS NEW PM PEAK Road IMPACTS V/C: None V/C: West Approach HOUR IMPACTS V/C: East, West & LOS: None LOS: East & West V/C: None South Approaches Queues: None Approaches LOS: None LOS: East, West & Queues: East & West Queues: None South Approaches Approaches Queues: East AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK Approach IMPACTS Daily Ridership) HOUR IMPACTS V/C: East Approach TTC Route 73/A/B/C V/C: West Approach LOS: None (429 / 8,850) LOS: East & West Queues: None Approaches Signalized Royal York FUTURE Queues: None Minor Arterial Yes PM PEAK HOUR TTC: ECLRT Road Road IMPACTS GO: NEW PM PEAK V/C: East & West Other: HOUR IMPACTS Approaches V/C: None LOS: East & West LOS: None Approaches Queues: East & West Queues: None Approaches

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INTERSECTION EXISTING / INTERSECTION EXISTING / TYPE EXISTING FUTURE FUTURE TYPE EXISTING FUTURE FUTURE PROPOSED PROPOSED INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRANSIT INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRANSIT LRT STOP? LRT STOP? UNSIGNALIZED CONDITION TRANSIT CONDITION UNSIGNALIZED CONDITION TRANSIT CONDITION / DRIVEWAY) SERVICE / DRIVEWAY) SERVICE EXISTING (Peak Hour / EXISTING (Peak Hour / NEW AM PEAK Daily Ridership) Daily Ridership) HOUR IMPACTS Unsignalized TTC Route 73B (429 / AM PEAK HOUR TTC Route 71B (275 / V/C: East Approach Mulham Place Yes N/A 8,850) N/A IMPACTS 2,547) LOS: None Local Road V/C: None Queues: East FUTURE LOS: None FUTURE Approach Signalized Black Creek Queues: None New GO Station on AM PEAK HOUR EXISTING (Peak Hour / Major Arterial Yes Georgetown Line NEW PM PEAK Drive IMPACTS Daily Ridership) Road PM PEAK HOUR HOUR IMPACTS V/C: West TTC Route 73B (429 / NEW AM PEAK IMPACTS V/C: East & West Approaches 8,850) HOUR IMPACTS V/C: None Approaches LOS: West TTC Route 79/B (590 / V/C: East Approach LOS: None LOS: East & West Approaches 7,382) LOS: None Queues: None Approaches Signalized Queues: None Queues: None Queues: East & West Scarlett Road Major-Minor Yes FUTURE Approaches Arterial Road PM PEAK HOUR NEW PM PEAK EXISTING (Peak Hour / NEW AM PEAK IMPACTS HOUR IMPACTS AM PEAK HOUR Daily Ridership) HOUR IMPACTS V/C: West V/C: East Approach IMPACTS V/C: None Approaches LOS: East Approach V/C: None FUTURE LOS: None LOS: West Queues: None LOS: None Queues: East Signalized Approaches Bricknell Queues: None Approach Queues: None Collector-Local No Avenue EXISTING (Peak Hour / Road PM PEAK HOUR NEW PM PEAK Unsignalized Daily Ridership) IMPACTS HOUR IMPACTS Emmett Avenue Yes N/A N/A V/C: None V/C: None Collector Road FUTURE LOS: None LOS: None Queues: None Queues: West EXISTING (Peak Hour / Approach AM PEAK HOUR Daily Ridership) AM PEAK HOUR EXISTING (Peak Hour / IMPACTS NEW AM PEAK TTC Route IMPACTS Daily Ridership) V/C: East & North HOUR IMPACTS 35A/B/C/D/E (954 / V/C: East, West & TTC Route 41/B (557 / Approaches V/C: West Approach 40,731) South Approaches 22,765) NEW AM PEAK LOS: East, North & LOS: West Approach LOS: East & West HOUR IMPACTS South Approaches Queues: East FUTURE Approaches FUTURE V/C: None Signalized Queues: None Approach Jane LRT (ridership @ Queues: East & South New 32 Trethewey bus LOS: None

Jane Street Major Arterial Yes Eglinton Ave. W) Trethewey Drive Signalized Approaches route would be Queues: None PM PEAK HOUR NEW PM PEAK Road - AM Peak Hour NB: shortened and operate IMPACTS HOUR IMPACTS / Major Arterial Yes 1,000-1,100 PM PEAK HOUR from Jane Street and NEW PM PEAK V/C: East, West & V/C: None Keele Street Road - AM Peak Hour SB: IMPACTS Lawrence Avenue to HOUR IMPACTS North Approaches LOS: None 1,500-1,900 V/C: West, North & Keele Street and V/C: East Approach LOS: East, West & Queues: West TTC Route 35 South Approaches Eglinton Avenue over LOS: East Approach South Approaches Approach Eliminated LOS: West & North existing 32C branch Queues: None Queues: None Approaches routing AM PEAK HOUR EXISTING (Peak Hour / Queues: East & South NEW AM PEAK IMPACTS Daily Ridership) Approaches HOUR IMPACTS V/C: East, West & TTC Route 71B (275 / V/C: North Approach South Approach 2,547) LOS: West Approach LOS: East & South TT Route 89 (516 / Queues: None Approach 12,987) Signalized Queues: East NEW PM PEAK Weston Road Minor Arterial Yes Approach FUTURE HOUR IMPACTS Road New GO Station on V/C: West Approach PM PEAK HOUR Georgetown Line LOS: East & West IMPACTS Approaches V/C: None Queues: East LOS: None Approach Queues: None

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INTERSECTION EXISTING / TYPE EXISTING FUTURE FUTURE PROPOSED INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRAFFIC LRT STOP? Traffic Assessment Summary of Existing and Future Conditions UNSIGNALIZED CONDITION TRANSIT CONDITION (East Alignment: Laird Drive to Kennedy Road) / DRIVEWAY) SERVICE EXISTING (Peak Hour / INTERSECTION EXISTING / Daily Ridership) TTC Route 51 (197 / TYPE EXISTING FUTURE FUTURE 3,363) PROPOSED NEW AM PEAK INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRAFFIC TTC Route 54/A/E (863 / AM PEAK HOUR HOUR IMPACTS LRT STOP? 33,846) UNSIGNALIZED CONDITION TRANSIT CONDITION IMPACTS V/C: West TTC Route 100 (754 / / DRIVEWAY) SERVICE V/C: East & South Approach 15,535) Approaches LOS: West EXISTING (Peak Hour / LOS: East Approach Approach Daily Ridership) Signalized FUTURE Queues: East Approach Queues: None TTC Route 51 (197 / TTC Route 51 operates Leslie Street Major Arterial Yes 3,363) between Donlands Road PM PEAK HOUR NEW PM PEAK TTC Route 54/A/E (863 / Station and Leslie & 33,846) IMPACTS HOUR IMPACTS AM PEAK HOUR NEW AM PEAK Eglinton TTC Route 56/B (160 / V/C: East Approach V/C: West IMPACTS HOUR IMPACTS TTC Route 54 operates 3,527) LOS: None Approach V/C: East, West & South V/C: North from Don Mills & Eglinton TTC Route 100 (754 / Queues: None LOS: None Approaches Approach to Lawrence Avenue 15,535) Queues: None LOS: East, West & South LOS: North East

Approaches Approach TTC Route 100 operates FUTURE Queues: East & North Queues: None from Broadview Station Signalized TTC Route 51 operates Approaches and Don Mills & Eglinton between Donlands Laird Drive Major Arterial- Yes NEW PM PEAK EXISTING (Peak Hour / Collector Rd Station and Leslie & AM PEAK HOUR Daily Ridership) PM PEAK HOUR HOUR IMPACTS NEW AM PEAK Eglinton IMPACTS TTC Route 25/D (938 / IMPACTS V/C: West HOUR IMPACTS TTC Route 54 operates V/C: All Approaches 41,823) V/C: East & North Approach V/C: None from Don Mills & Eglinton LOS: All Approaches TTC Route 100 (754 / Approaches LOS: West LOS: None to Lawrence Avenue Queues: East & South 15,535) LOS: East & North Approach Queues: None East Signalized Approaches Approaches Queues: West TTC Route 56 operates FUTURE Queues: North Approach Approach Don Mills Road Major Arterial Yes NEW PM PEAK between Donlands PM PEAK HOUR Don Mills LRT (ridership Road HOUR IMPACTS Station and Laird & IMPACTS @ Eglinton Ave. E) V/C: None Eglinton V/C: All Approaches - AM Peak Hour NB: LOS: None TTC Route 100 operates LOS: All Approaches 1,700-1,800 Queues: East & from Broadview Station Queues: South - AM Peak Hour SB: West Approaches and Don Mills & Eglinton Approaches 1,700-2,000 EXISTING (Peak Hour / TTC Route 25 Eliminated Daily Ridership) EXISTING (Peak Hour / TTC Route 51 (197 / Daily Ridership) 3,363) Unsignalized TTC Route 100/A/D (754 TTC Route 54/A/E (863 / Gervais Drive / Collector-Local Yes N/A / 15,535) N/A 33,846) Ferrand Drive Road AM PEAK HOUR TTC Route 56B (160 / FUTURE IMPACTS 3,527) V/C: East & West TTC Route 100 (754 / NEW AM PEAK Approaches 15,535) HOUR IMPACTS AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK LOS: East & West V/C: None IMPACTS Daily Ridership) HOUR IMPACTS Approaches FUTURE LOS: None V/C: South Approach V/C: None Signalized LOS: South Approach FUTURE LOS: None Queues: West Approach TTC Route 51 operates Queues: None Don Valley Signalized Brentcliffe Road Minor Arterial- Yes between Donlands Queues: None Queues: None Pkwy. SB Municipal No Collector Rd PM PEAK HOUR Station and Leslie & NEW PM PEAK IMPACTS Eglinton HOUR IMPACTS (West) Expressway PM PEAK HOUR NEW PM PEAK V/C: East & West TTC Route 54 operates V/C: None IMPACTS HOUR IMPACTS Approaches from Don Mills & Eglinton LOS: None V/C: South Approach V/C: None LOS: East & West to Lawrence Avenue Queues: None LOS: South Approach LOS: None Approaches East Queues: South Approach Queues: None Queues: None TTC Route 56 operates between Donlands Station and Laird & Eglinton TTC Route 100 operates from Broadview Station and Don Mills & Eglinton

February, 2010 Page 1-I-6 February, 2010 Page 1-I-7 REPORT REPORT

INTERSECTION EXISTING / INTERSECTION EXISTING / TYPE EXISTING FUTURE FUTURE TYPE EXISTING FUTURE FUTURE PROPOSED PROPOSED INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRAFFIC INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRAFFIC LRT STOP? LRT STOP? UNSIGNALIZED CONDITION TRANSIT CONDITION UNSIGNALIZED CONDITION TRANSIT CONDITION / DRIVEWAY) SERVICE / DRIVEWAY) SERVICE AM PEAK HOUR EXISTING (Peak Hour / AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK IMPACTS Daily Ridership) NEW AM PEAK IMPACTS Daily Ridership) HOUR IMPACTS V/C: West & North HOUR IMPACTS V/C: East, West & TTC Route 24/A/B/D V/C: None Approach FUTURE V/C: None North Approaches (716 / 22,718) LOS: None LOS: North Approach LOS: None LOS: East & West TTC Route 70A (340 / Queues: None Don Valley Signalized Queues: None Queues: None Signalized Approaches 7,960) Victoria Park Queues: East Approach NEW PM PEAK Pkwy. NB Municipal No Major Arterial Yes (East) Expressway PM PEAK HOUR NEW PM PEAK Avenue FUTURE HOUR IMPACTS IMPACTS HOUR IMPACTS Road PM PEAK HOUR V/C: None V/C: East & North V/C: None IMPACTS LOS: None Approach LOS: None V/C: All Approaches Queues: East LOS: North Approach Queues: None LOS: East, West & Approach Queues: None South Approaches AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK Queues: None IMPACTS Daily Ridership) HOUR IMPACTS AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK V/C: None TTC Route 100/A/D (754 V/C: None IMPACTS Daily Ridership) HOUR IMPACTS LOS: None / 15,535) LOS: None V/C: None TTC Route 70A (340 / V/C: None Signalized Queues: None TTC Route 144 (270 / Queues: None LOS: None 7,960) LOS: None Wynford Drive Major-Minor Yes 573) Queues: None Queues: None Arterial Road PM PEAK HOUR NEW PM PEAK Signalized FUTURE IMPACTS FUTURE HOUR IMPACTS Eglinton Square Major Arterial No PM PEAK HOUR NEW PM PEAK V/C: East Approach New GO Station on V/C: None Road IMPACTS HOUR IMPACTS LOS: East Approach Richmond Hill Line LOS: None V/C: West Approach V/C: East Queues: None Queues: None LOS: None Approach EXISTING (Peak Hour / NEW AM PEAK Queues: None LOS: West AM PEAK HOUR Daily Ridership) HOUR IMPACTS Approach IMPACTS V/C: None Queues: None V/C: East & West FUTURE LOS: None AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK Approaches New GO Station on Queues: West IMPACTS Daily Ridership) HOUR IMPACTS Swift Drive / Signalized LOS: West Approach Richmond Hill Line Approach V/C: East & West TTC Route 67/A (315 / V/C: None Queues: East Approach Approaches 4,537) LOS: None Credit Union Local-Collector Yes NEW PM PEAK LOS: East & West Queues: None Drive Road PM PEAK HOUR HOUR IMPACTS Signalized Approaches FUTURE IMPACTS V/C: None Pharmacy Queues: East & North NEW PM PEAK Minor Arterial Yes V/C: East Approach LOS: West Avenue Approaches HOUR IMPACTS LOS: East Approach Approach Road V/C: None Queues: None Queues: East PM PEAK HOUR LOS: West Approach IMPACTS Approach AM PEAK HOUR EXISTING (Peak Hour / V/C: East Approach Queues: None IMPACTS Daily Ridership) LOS: East Approach V/C: East & West TTC Route 91/C/F (370 / Queues: East Approach NEW AM PEAK Approaches 4,949) AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK HOUR IMPACTS LOS: East & West IMPACTS Daily Ridership) HOUR IMPACTS V/C: None Approaches FUTURE V/C: West Approach V/C: None LOS: None Queues: West & North LOS: None FUTURE LOS: East & West Queues: None Sloan Avenue / Signalized Approaches Queues: None Approaches

Queues: None Bermondsey Minor Arterial Yes NEW PM PEAK PM PEAK HOUR Signalized PM PEAK HOUR Road Road HOUR IMPACTS IMPACTS Lebovic Avenue Yes IMPACTS NEW PM PEAK V/C: None Collector Road V/C: East & West V/C: East & West HOUR IMPACTS LOS: None Approaches Approaches V/C: None Queues: East LOS: East & West LOS: East & West LOS: None Approach Approaches Approaches Queues: None Queues: East, West & Queues: West North Approaches Approach

February, 2010 Page 1-I-8 February, 2010 Page 1-I-9 REPORT REPORT

INTERSECTION EXISTING / INTERSECTION EXISTING / TYPE EXISTING FUTURE FUTURE TYPE EXISTING FUTURE FUTURE PROPOSED PROPOSED INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRAFFIC INTERSECTION (SIGNALIZED / TRAFFIC CONNECTING TRAFFIC LRT STOP? LRT STOP? UNSIGNALIZED CONDITION TRANSIT CONDITION UNSIGNALIZED CONDITION TRANSIT CONDITION / DRIVEWAY) SERVICE / DRIVEWAY) SERVICE AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK IMPACTS Daily Ridership) HOUR IMPACTS IMPACTS Daily Ridership) HOUR IMPACTS V/C: All Approaches TTC Route 68/B (625 / V/C: None V/C: None V/C: West LOS: East, North & 16,442) LOS: West LOS: None FUTURE Approach South Approaches Approaches Queues: None LOS: East & West Signalized Queues: East, North & FUTURE Queues: None Approaches Warden Avenue Major Arterial Yes South Approaches Rosemount Signalized PM PEAK HOUR Queues: East & NEW PM PEAK No IMPACTS West Approaches Road PM PEAK HOUR HOUR IMPACTS Drive Collector Road V/C: East Approach IMPACTS V/C: None LOS: None NEW PM PEAK V/C: All Approaches LOS: None Queues: None HOUR IMPACTS LOS: All Approaches Queues: West V/C: None Queues: East & North Approach LOS: East & West Approaches Approaches AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK Queues: None IMPACTS Daily Ridership) HOUR IMPACTS AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK V/C: None V/C: West IMPACTS Daily Ridership) HOUR IMPACTS LOS: None FUTURE Approach V/C: None V/C: West Queues: None LOS: East & West LOS: None FUTURE Approach Approaches Queues: None LOS: East & West PM PEAK HOUR Queues: None Approaches Signalized Prudham Gate No IMPACTS PM PEAK HOUR Queues: East & Collector Road V/C: None NEW PM PEAK Signalized IMPACTS West Approaches LOS: None HOUR IMPACTS Ionview Road Yes V/C: None Queues: None V/C: East Collector Road LOS: None NEW PM PEAK Approach Queues: None HOUR IMPACTS LOS: East & West V/C: East Approaches Approach Queues: South LOS: East & West Approach Approaches AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK Queues: East & IMPACTS Daily Ridership) HOUR IMPACTS West Approaches V/C: None V/C: West AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK LOS: None FUTURE Approach IMPACTS Daily Ridership) HOUR IMPACTS Queues: None LOS: West V/C: West Approach TTC Route 43/B (498 / V/C: East Approach LOS: East & West 14,624) Approach Signalized PM PEAK HOUR Queues: West Approaches TTC Route 113 (201 / LOS: None Sinnott Road No IMPACTS Approach Queues: East & South 4,183) Queues: West Collector Road V/C: East & West Signalized Approaches Approach Approaches NEW PM PEAK Kennedy Road Major Arterial Yes FUTURE LOS: West Approach HOUR IMPACTS PM PEAK HOUR NEW PM PEAK Queues: None V/C: None Road IMPACTS HOUR IMPACTS LOS: East V/C: East, West & V/C: None Approach South Approaches LOS: None Queues: None LOS: East, West & Queues: West AM PEAK HOUR EXISTING (Peak Hour / NEW AM PEAK South Approaches Approach IMPACTS Daily Ridership) HOUR IMPACTS Queues: East & South V/C: West, North & TTC Route 17/A/C (451 V/C: East Approaches South Approaches / 10,137) Approach LOS: All Approaches LOS: None Queues: East, North & FUTURE Queues: West Signalized Birchmount South Approaches Approach Major-Minor Yes Road Arterial Road PM PEAK HOUR NEW PM PEAK IMPACTS HOUR IMPACTS V/C: East Approach V/C: West LOS: East & West Approach Approaches LOS: None Queues: None Queues: East & West Approaches

February, 2010 Page 1-I-10 February, 2010 Page 1-I-11

REPORT

Toronto Transit Commission (TTC) SECTION 1: TRANSIT PROJECT ASSESSMENT STUDY - OVERALL TRAFFIC ANALYSIS

APPENDIX II

GRAPHIC SUMMARY OF TRAFFIC OPERATIONS:

EXISTING AND FUTURE CONDITIONS

Approach DoesNot Exist 0.85 1 Have aV/CRatio One orMoreMovementsInApproach a V/CRatio<0.85 All MovementsInApproachHave Intersection Approach Directions Page 1-II-1

Intersection Approach Directions All Movements In Approach Have a V/C Ratio < 0.85

One or More Movements In Approach Have a V/C Ratio 1 0.85

Approach Does Not Exist

Page 1-II-2

Intersection Approach Directions All Movements In Approach Have a LOS A, B, C or D

One or More Movements In Approach Have a LOS E or F

Approach Does Not Exist

Page 1-II-3

Intersection Approach Directions All Movements In Approach Have a LOS A, B, C or D

One or More Movements In Approach Have a LOS E or F

Approach Does Not Exist

Page 1-II-4

16 0m 181m 179m 192 m 346m 210m m 4 6 2

Intersection Approach Directions Through Movement With Significant Queue Length (Metres)

Left-Turn Queue Exceeds Turning Bay Length

Right-Turn Queue Exceeds

150m Turning Bay Length 203m

155m 1 6 3 m

Page 1-II-5

269m 176m 172m 4 17m 176m 243m

4 2

Intersection Approach Directions Through Movement With Significant Queue Length (Metres)

Left-Turn Queue Exceeds Turning Bay Length

Right-Turn Queue Exceeds

279m Turning Bay Length 242m

207m 168m

164m

Page 1-II-6

Intersection Approach Directions All Movements In Approach Have a V/C Ratio < 0.85

One or More Movements In Approach Have a V/C Ratio 1 0.85

Approach Does Not Exist

Page 1-II-7

Intersection Approach Directions All Movements In Approach Have a V/C Ratio < 0.85

One or More Movements In Approach Have a V/C Ratio 1 0.85

Approach Does Not Exist

Page 1-II-8

Intersection Approach Directions All Movements In Approach Have a LOS A, B, C or D

One or More Movements In Approach Have a LOS E or F

Approach Does Not Exist

Page 1-II-9

Intersection Approach Directions All Movements In Approach Have a LOS A, B, C or D

One or More Movements In Approach Have a LOS E or F

Approach Does Not Exist

Page 1-II-10

328m 171m 278m 155m 334m m 339m 8 226m 191m 5 393m 1 m 3 3 3

Intersection Approach Directions Through Movement With Significant Queue Length (Metres)

Left-Turn Queue Exceeds Turning Bay Length

Right-Turn Queue Exceeds

195m Turning Bay Length 218m

183m 261m

155m 212m 1 6 3 180m m

Page 1-II-11

23 5m 196m 364m 186m 310m 620m 216m 219m 254m

m 8

1 6

4 2

m 2 4 2 Intersection Approach Directions Through Movement With Significant Queue Length (Metres)

Left-Turn Queue Exceeds Turning Bay Length

Right-Turn Queue Exceeds m 176 306m Turning Bay Length 249m

211m 223m

207m 179m 157m

164m 240m

Page 1-II-12

Intersection Approach Directions All Movements In Approach Have a V/C Ratio < 0.85

One or More Movements In Approach Have a V/C Ratio 1 0.85

Approach Does Not Exist

Page 1-II-13

Intersection Approach Directions All Movements In Approach Have a V/C Ratio < 0.85

One or More Movements In Approach Have a V/C Ratio 1 0.85

Approach Does Not Exist

Page 1-II-14

Intersection Approach Directions All Movements In Approach Have a LOS A, B, C or D

One or More Movements In Approach Have a LOS E or F

Approach Does Not Exist

Page 1-II-15

Intersection Approach Directions All Movements In Approach Have a LOS A, B, C or D

One or More Movements In Approach Have a LOS E or F

Approach Does Not Exist

Page 1-II-16

461m 258m m 168

218m 258m 153m 161m

Intersection Approach Directions Through Movement With Significant Queue Length (Metres)

Left-Turn Queue Exceeds Turning Bay Length

234 Right-Turn Queue Exceeds m Turning Bay Length 53 4m 199m

219m 427m 365m 300m 161m 153m 226m 200m 329m 256m 359m 192m 216m

Page 1-II-17

458m 174m 212m 157m

229m 205m

Intersection Approach Directions Through Movement With Significant Queue Length (Metres)

Left-Turn Queue Exceeds Turning Bay Length

423 Right-Turn Queue Exceeds m 25 1m Turning Bay Length 167m 238m 1 66m 1 7 5m 365m 264m 231m 152m 160m 218m

212m 256m 182m 283m 274m 356m

Page 1-II-18

Intersection Approach Directions All Movements In Approach Have a V/C Ratio < 0.85

One or More Movements In Approach Have a V/C Ratio 1 0.85

Approach Does Not Exist

Page 1-II-19

Intersection Approach Directions All Movements In Approach Have a V/C Ratio < 0.85

One or More Movements In Approach Have a V/C Ratio 1 0.85

Approach Does Not Exist

Page 1-II-20

Intersection Approach Directions All Movements In Approach Have a LOS A, B, C or D

One or More Movements In Approach Have a LOS E or F

Approach Does Not Exist

Page 1-II-21

Intersection Approach Directions All Movements In Approach Have a LOS A, B, C or D

One or More Movements In Approach Have a LOS E or F

Approach Does Not Exist

Page 1-II-22

469m 269m m 173 193m 151m

218m 181m 158m 177m

Intersection Approach Directions Through Movement With Significant Queue Length (Metres)

Left-Turn Queue Exceeds Turning Bay Length

Right-Turn Queue Exceeds 32 0m Turning Bay Length 55 6m 199m

219m 442m 373m 353m 228m 268m 298m 206m 365m 277m 378m 1 94m 192m 216m

Page 1-II-23

1 70m 152m 589m 206m 323m 206m 199m 152m 158m 226m 221m

Intersection Approach Directions Through Movement With Significant Queue Length (Metres)

Left-Turn Queue Exceeds Turning Bay Length

Right-Turn Queue Exceeds 53 3m 28 0m Turning Bay Length

186m 167m 238m 2 209m 29m 3 6 0m 434m 314m 375m 284m 308m 300m

212m 310m 233m 347m 327m 356m

Page 1-II-24

REPORT REPORT

1. EXECUTIVE SUMMARY

As a part of the Transit Project Assessment Study process for the Eglinton LRT, a preliminary study was completed for the intersection of Eglinton Avenue West and Martin Grove Road. Due to the uncertainties of the road and operating characteristics for general traffic with the LRT in service, the following scenarios were developed and analysed:

Future Conditions – There are no restrictions for general traffic at the intersection of Eglinton Avenue West and Martin Grove Road;

Scenario 1 – Left turns are prohibited at the intersection of Eglinton Avenue West and Martin Grove Road, and U-turns are permitted on adjacent intersections along Martin Grove Road; and

Scenario 2 – Implementation of a half diamond exchange.

Based on the future conditions analysis, eastbound queuing may extend past the upstream APPENDIX III intersection of Eglinton Avenue West and Eglinton Avenue West. This presents an operational concern for the LRT, since the eastbound queue will extend past the upstream intersection where the LRT is crossing the eastbound lanes on Eglinton Avenue West.

The analysis for Scenario 1 and 2 demonstrated better traffic operation results in terms of EGLINTON LRT - EGLINTON AVENUE AT MARTIN GROVE ROAD SYNCHRO LRT operational and traffic delays. Both scenarios have similar operating characteristics. ASSESSMENT However, the major concern with Scenario 1 is the capacity of the roadways to accommodate further increase in future traffic volume because the majority of left turn and U-turn movements are operating close to capacity.

Scenario 2 showed the most promising analysis results. With the additional roads, traffic operations at the intersection of Eglinton Avenue West and Martin Grove Road have significantly improved. Also, mixed traffic has more flexibility in routing decisions. It should be noted that the analysis treated these roads as being one way.

In summary, the analysis has shown that left turns should be considered for removal at the intersection of Eglinton Avenue West and Martin Grove Road. By doing so, cycle lengths can be shortened, and signal timing plans simplified. Scenarios 1 and 2 reflect the traffic operations with the removal of the left turns. These two scenarios are both viable options from a traffic operations perspective for implementation. However, both scenarios have design challenges that need to be investigated during preliminary and detailed design.

2. PROJECT SCOPE

This report documents the Synchro analysis completed at the intersection of Eglinton Avenue West at Martin Grove Road and surrounding road network. The purpose for this undertaking is to provide a preliminary assessment of the impact of implementing a LRT line on Eglinton Avenue as a part of the Transit City initiative. The analysis for this report will focus on the development of a signal timing plan and road configuration that will be the most feasible with LRT operations.

Exhibit 2-1 shows the study area and signalized intersections that are analysed. The Eglinton Avenue West signalized intersections will be analysed for all scenarios, while the remaining north- south signalized intersections on Martin Grove Road will be analysed in two scenarios.

February, 2010 Page 1-III-1 REPORT REPORT

Exhibit 2-1: Study Area 3. BACKGROUND INFORMATION 3.1 Lane Configurations

This section provides a description of the lane configurations that will be directly affected by the implementation of the median LRT runningway with a centre LRT platform located on the west leg of the intersection, as shown in Exhibit 3-1.

3.1.1 EGLINTON AVENUE WEST AT MARTIN GROVE ROAD

The intersection of Eglinton Avenue West and Martin Grove Road is heavily used. As a result, long delays and queues are a common occurrence on Eglinton Avenue West. More specifically, the eastbound movement has the potential to have queues that will spill back to the Eglinton Avenue West intersection and potentially the Highway 401/427 interchange. Under the future conditions, the proposed lane configurations include a reduction of one through lane from three through lanes on Eglinton Avenue West in either direction, and the centre LRT platform for the LRT service. With the implementation of the LRT system, current operations are expected to worsen due to the reduction in capacity on Eglinton Avenue West. Legend

Signalized Intersection for Scenario 1 and 2 Exhibit 3-1: Martin Grove Road at Eglinton Avenue West

The content of this report is as follows:

Section 3 – Provides a description of the road network and traffic reduction (traffic evaporation);

Section 4 – Provides the analysis results for future conditions;

Section 5 – Provides the analysis results for Scenario 1 and 2; and

Section 6 – Proposes the recommended scenario.

Proposed platform location

February, 2010 Page 1-III-2 February, 2010 Page 1-III-3 REPORT REPORT

3.1.2 EGLINTON AVENUE WEST AND HIGHWAY 427/401 INTERCHANGE In light of the loss in capacity, it is assumed that vehicles that currently use Eglinton Avenue West will find an alternative route, or switch from the automobile to transit. Therefore, a traffic volume From this signalized intersection, Eglinton Avenue West begins to proceed southwest for the reduction rate was applied to replicate the potential loss in traffic volume at the intersection. remainder of the road. Westbound traffic wishing to remain on Eglinton Avenue West will make a Reduction rates were applied to ensure left turn movements and through movements maintained a westbound left turn movement at this intersection. Eastbound vehicles make an eastbound right on volume to capacity (v/c) ratio of 1.50 and 1.00, respectively. to Eglinton Avenue West. Both movements are controlled by a half signal that stops eastbound traffic on Eglinton Avenue West only. The LRV will operate in the centre median and will make an To maintain the v/c ratios at 1.50 and 1.00, the following methodology was used: eastbound right and westbound left turn, like general traffic. Furthermore, this LRV movement will occur concurrently with the general traffic movement (northbound right turn). The current 1. Current signal timings were modified using the new City of Toronto pedestrian crossing intersection layout of the Eglinton Avenue West and Highway 427/401 Interchange is presented in times; Exhibit 3-2. 2. Through movements were reviewed in all directions at the intersection of Eglinton Avenue West and Martin Grove Road, and volumes were reduced to achieve a v/c Exhibit 3-2: Eglinton Avenue West and 427/401 Interchange ratio of 1.00;

3. Left turning movements were reviewed in all directions at the intersection of Eglinton Avenue West and Martin Grove Road, and volumes were reduced to achieve a v/c ratio of 1.50;

4. Repeated steps 2 to 3 for Martin Grove Road at Richgrove Drive and Martin Grove Road at Nottinghill Gate/Winterton Drive, where necessary; Eglinton Avenue West 5. Traffic volumes were redistributed for Scenarios 1 and 2; and

6. Under Scenarios 1 and 2, the study intersections were reviewed and traffic was added back to the through and left turning movements that were operating under the v/c threshold of 1.0 or 1.5 after the redistribution of traffic. The purpose of this was to maintain the same capacity for all the scenarios.

The following exhibit illustrates the reduction rate that was applied to the eastbound left turn for the PM peak period.

Eglinton Avenue West Exhibit 3-3: Reduction Rate for Eastbound Left Turn Movements

Martin Grove Road at Eglinton Avenue West 3.2 Existing Concerns AM - Eastbound Through PM - Eastbound Left Future Through Reduced Through Reduction Future Left Reduced Left Turn Reduction Through discussions with the City of Toronto and TTC staff, it was stated that one of the concerns Volume Volume (%) Turn Volume Volume (%) that currently exist is vehicles making U-turns on Martin Grove Road. Where possible, it is desired 1449 359 25% 599 480 15% that the frequency of U-turns be minimized along Martin Grove Road. 3.3 Traffic Volume Reduction (Traffic Evaporation) Exhibit 3-4 to Exhibit 3-6 presents the initial volumes that were used, the volume reductions, and the net volumes. As shown in Exhibit 3-5, volumes were only subtracted from east/westbound With the implementation of the LRT system, Eglinton Avenue West will be reduced to two lanes in through and eastbound left turn movements at the intersection of Eglinton Avenue West and Martin either direction. At the intersection of Eglinton Avenue West and Martin Grove Road, the lane Grove Road. The calculated net volumes, presented in Exhibit 3-6, will form the base volumes for configuration for Eglinton Avenue West is as follows: the different future scenarios developed in this report.

Eastbound – One through lanes and one shared through/right turn lane; and It should be noted that the U-turning volume presented in the exhibits below were a part of the initial redistribution of traffic for future conditions. Due to the lack of data concerning the amount of U- Westbound – One through lanes and one shared through/right turn lane. turns at Martin Grove Road, the east and westbound U-turns were assumed to be 5% of the

February, 2010 Page 1-III-4 February, 2010 Page 1-III-5 REPORT REPORT

through movement for their respective directions. This assumption was based on the work Exhibit 3-5: Volume Reductions completed for the Scarborough/Malvern LRT.

Exhibit 3-4: Future Condition Volumes Legend N AM (PM) Peak Hour 89 (99) 901 (695) Martin Grove Road

Richgrove Drive 72 (58) -387(0) 110 (49) Legend

52 (91) AM (PM) Peak Hour

559 (802) Eglinton Avenue West U-Turns 0(-87) - 499 (- 756)

1845 (1509) 20 (63)

599 (376) 273 (212) 56 (52) 1637 (1417) 1040 (573) 21 (6) 79 (70) Exhibit 3-6: Net Base Volumes 1000 (351) 70 (116) Eglinton Avenue West 1532 (100) 259 (567) 1449 (2331) ) 6 224(524) 129

West 66 (33) N e 644 ( u 401 (238) 448 (443)

n 89 (99) 901 (695) ve A n to lin Richgrove Drive g E 72 (58) 110 (49) Legend

163 (53) 52 (91) AM (PM) Peak Hour 16 (51) 354 (586) 204 (205) 11 (28) 559 (802) U-Turns 75 (39)

Nottinghill Gate Winterton Drive 38 (31) 25 (13) 19 (9) 2(14)

96 (42) 1845 (1509) 20 (63) 448 (440) 599 (376) 273 (212) 56 (52) 1250 (1417) 1040 (573) 21 (6) 79 (70) 1000 (351) 70 (116) Eglinton Avenue West 1532 (100) 259 (480) 1090 (1575) ) 224(524) 296 (1 66 (33) 644 401 (238) 448 (443)

Eglinton Avenue West

163 (53) 16 (51) 354 (586) 204 (205) 11 (28) 75 (39)

Nottinghill Gate Winterton Drive 38 (31) 25 (13) 19 (9) 2 (14) 96 (42) 448 (440)

February, 2010 Page 1-III-6 February, 2010 Page 1-III-7 REPORT REPORT

3.4 Existing Bus Routes 3.5.2 EGLINTON AVENUE WEST AND MARTIN GROVE ROAD The underlying assumption is that the 90 meter long LRV will be able to achieve a maximum speed The following bus routes presented in Exhibit 3-7 currently service the study area. It is assumed of 50 km/hr. At this intersection, it is anticipated that the LRV will progress through the intersection that Route 32 - Eglinton West will be replaced by the LRT. with the through movement for general traffic. It is assumed that the worst case scenario occur when the LRV is proceeding through the intersection from a stopped position, and then stopping at the far side platform. Thus, the minimum transit time required for the LRV to successfully clear the Exhibit 3-7: Current Bus Routes intersection is based on the westbound through movement for the LRV. The minimum transit time required is 23 seconds, the breakdown is as follows: Route Description Frequency Comments # AM Peak PM Peak 5 seconds for minimum green; 111 The East Mall 7 min (approx) 9 min (approx) - Anticipated to be replaced by the 3 seconds of amber; and 32 Eglinton West 4 min 20 sec (approx) 13 min (approx) Eglinton LRT (32, 32A and 32 B) 46 Martin Grove 10 min (approx) 10 min (approx) - 15 seconds of all red. Please refer to Appendix A for the calculations that were used to determine the minimum clearance interval for the intersection of Eglinton Avenue West and Martin Grove Road. 3.5 LRV Traffic Signal Phase

Two separate timing plans are proposed for the Eglinton Avenue West intersections to progress the 4. FUTURE CONDITIONS LRV through the signalized intersections. 4.1 Future Conditions Operational Analysis 3.5.1 EGLINTON AVENUE WEST AND HIGHWAY 401/427 INTERCHANGE The primary concern for the future conditions is the level of queuing at the intersection of Eglinton The LRVs entering and exiting the median ROW should be allocated sufficient clearance time for it Avenue West at Martin Grove Drive. Given the amount of traffic volume travelling through the to clear the intersection from a stopped position. At this intersection, the LRVs will be either making intersection, it is expected that there will be queuing issues with queue spillback past the Eglinton a westbound left turn or a northbound right turn. These movements are proposed to run in parallel Avenue West signalized intersection and the Highway 401/427 interchange. with the general traffic westbound left turn and northbound right turn movement. 4.1.1 WITHOUT VOLUME REDUCTION There are two underlying assumptions at this intersection. They are that the LRVs will be able to make their respective turning movements simultaneously, and that they will be able to achieve a Exhibit 4-1 presents the operational analysis for Scenario 1 without any traffic volume reductions. maximum turning speed of 25 km/hr. The transit phase consists of a vehicle minimum green duration, a vehicle clearance time, and an all red time. The calculated transit phase time includes the time it takes to accelerate to the maximum running speed from a stop position and the time Exhibit 4-1: Future Conditions – Operational Analysis without Traffic Reduction required for the LRV to entirely clear the intersection. Based on the calculations, the minimum duration of the LRV phase is broken down as follows: Eglinton Avenue West & Martin Grove Road - v/c Ratio Lane Group EBL/EBU EBT EBR WBL/WBU WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.40 1.27 0.47 1.30 1.08 0.36 0.16 0.33 0.35 1.71 AM PEAK 5 seconds for minimum green; Eglinton Avenue West & Martin Grove Road - Queue Lengths Lane Group EBL/EBU EBT WBL/WBU WBT WBR NBL NBT NBR SBL SBT SBR Queue Length (m) 170 331 40 322 3 seconds of amber; and Eglinton Avenue West & Martin Grove Road - v/c Ratio Lane Group EBL/EBU EBT EBR WBL/WBU WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.72 1.37 0.47 0.94 1.21 0.65 0.10 0.57 0.31 0.92 PM PEAK Eglinton Avenue West & Martin Grove Road - Queue Lengths 26 seconds for all red. Lane Group EBL/EBU EBT EBR WBL/WBU WBT WBR NBL NBT NBR SBL SBT SBR Queue Length (m) 321 551 33 230 From the above breakdown, the minimum duration for the transit phase is 34 seconds at this location. Please refer to Appendix A for calculations that were used to determine the minimum clearance interval. As illustrated in the above analysis results, it is expected that the east and westbound movements at Eglinton Avenue West and Martin Grove Road will be operating well over capacity for both peak periods. More specifically, the analysis indicates that the eastbound movement at this intersection has the potential to experience long delays, and queues which will result in spillback issues, especially in the afternoon peak period. As shown in the above exhibit, the queue is approximately

February, 2010 Page 1-III-8 February, 2010 Page 1-III-9 REPORT REPORT

550 metres in the eastbound direction, which is likely to impede LRVs that are merging on to 5.1 Maximum Wait Time Eglinton Avenue West. The distance from Martin Grove Road to the half signal on Eglinton Avenue West is approximately 388 metres. To aid in LRV progression through the intersection with minimal delay, a timing plan that reduces the maximum wait time in a cycle should be implemented. The maximum wait time refers to the 4.1.2 WITH VOLUME REDUCTION amount of time that is required at the end of a phase to return to the start of the same phase. Ideally, this can be accomplished with shorter cycle lengths. With the reduction of a lane in either direction on Eglinton Avenue, it anticipated that a portion of the vehicles using Eglinton Avenue West will either reroute or choose to switch to the LRT (refer to For the following scenarios, the existing 120 second cycle length was reduced by the following Section 2.2). Therefore, reduction rates were applied to movements that are operating over steps: capacity, as indicated in Exhibit 3-6. The following exhibit presents the analysis results at the Eglinton Avenue West and Martin Grove Road intersection with the reduced volumes. Removal of all left turn movements and phases; and

Minimum splits were used to service the cross street. Exhibit 4-2: Future Total – Operational Analysis with Traffic Reduction As a result of the modification, it was determined that a 90 second cycle length would be ideal to Eglinton Avenue West & Martin Grove Road - v/c Ratio minimize the wait time at an intersection, and limit eastbound queuing concerns. For scenarios 1 Lane Group EBL/EBU EBT EBR WBL/WBU WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.40 1.00 0.47 1.00 1.07 0.35 0.15 0.33 0.35 1.70 and 2, 90 second cycle lengths are applied, and a transit phase of 40 seconds was used. AM PEAK Eglinton Avenue West & Martin Grove Road - v/c Ratio Therefore, if a LRV missed an opportunity to progress through the intersection, the maximum wait Lane Group EBL/EBU EBT EBR WBL/WBU WBT WBR NBL NBT NBR SBL SBT SBR time would be approximately 68 seconds. Exhibit 5-1 illustrates this example. Queue Length (m) 170 232 40 215 Eglinton Avenue West & Martin Grove Road Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.50 1.02 0.47 0.94 1.21 0.65 0.10 0.57 0.31 0.92 PM PEAK Exhibit 5-1: Maximum Wait Time Diagram Eglinton Avenue West & Martin Grove Road - Queue Length (m) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Queue Length (m) 274 348 33 230

As shown in the above summary, the reduction in the through volume on Eglinton Avenue West has a significant impact on the overall operational efficiency of the intersection. The analysis indicates that the queues for the eastbound and westbound movements are shorter than those presented under the future conditions without volume reductions. These volumes are applied for Scenarios 1 and 2.

5. SCENARIO 1 AND 2 - DESCRIPTIONS AND OPERATIONAL ANALYSIS

This section of the report provides a description and a summary of the Synchro analysis conducted under each scenario. The premise for the development of the following scenarios is to eliminate the left turning vehicles at the intersection of Eglinton Avenue West and Martin Grove Road which is expected to minimize the delays for the LRVs. Cycle length = 90 seconds Proposed Transit Phase = 40 seconds LRT Amber = 15 seconds Maximum Wait Time = 90 – 40+15+3= Each scenario presented below establishes a signal timing plan that will provide adequate 68 seconds All red = 3 seconds clearance time for LRVs to progress through the intersection with little impedance from the general traffic. It should be noted that the east/west pedestrian walk time was calculated to be approximately 32 seconds, which is longer than the calculated clearance time required for the LRV to progress through the intersection. As such, the pedestrian walk time is the governing factor. 5.2 Scenario 1 - Permitted U-Turns North and South on Martin Grove

With the redistribution of traffic in each scenario, some of the movements at the intersection may be Road operating below or above capacity. It is desired that these movement maintain a v/c ratio of 1.00 and 1.50 for through and left turning movements, respectively to reduce the traffic evaporation Under this scenario, the proposal is to remove the left turn lanes at Eglinton Avenue West and factor, where possible. Thus, adjustments to the volumes will be made accordingly to maintain Martin Grove Road. With the removal of the left turn lanes, left turning vehicles will be forced to find these ratios. alternative routes. In this scenario, the following re-routing assumptions were made:

February, 2010 Page 1-III-10 February, 2010 Page 1-III-11 REPORT REPORT

Northbound and southbound U-turns are allowed at the intersections of Martin Grove Exhibit 5-3: Scenario 1 – Operational Analysis Road at Richgrove Drive, and Martin Grove Road at Nottinghill Gate/Winterton Drive, respectively; Eglinton Avenue West & Martin Grove Road Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.08 1.00 0.66 1.00 0.93 0.25 0.30 1.61 Vehicles making the eastbound or westbound left turn will make a right turn instead at Eglinton Avenue West & LRT Crossing Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR the Eglinton Avenue West and Martin Grove Road intersection. These vehicles will v/c Ratio - 0.50 0.79 0.57 0.59 AM PEAK then make a U-turn at the downstream intersections on Martin Grove Road; Martin Grove Road & Richgrove Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.66 1.04 0.26 0.84 Vehicles making the northbound or southbound left turn will proceed through the Martin Grove Road & Nottinghill Gate/Winterton Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West and Martin Grove Road intersection and make the U-turn on v/c Ratio 0.38 0.80 0.01 0.57 0.92 0.17 Martin Grove Road at the downstream intersections, and make a right turn onto Eglinton Avenue West & Martin Grove Road Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue; and v/c Ratio 0.06 1.00 1.04 1.00 0.89 0.14 0.21 0.90 Eglinton Avenue West & LRT Crossing Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Route 111 – East Mall will make an eastbound left turn from the curb lane at the v/c Ratio 0.61 0.42 0.47 1.12 PM PEAK intersection of Eglinton Avenue West and Martin Grove Road. A 10 second protected Martin Grove Road & Richgrove Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR left turn phase was included in the 90 second cycle length for this transit movement. v/c Ratio 0.44 0.62 0.30 0.57 Martin Grove Road & Nottinghill Gate/Winterton Drive A summary of the anticipated routes is presented in the following exhibit. Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.25 0.48 0.07 0.52 1.04 0.26 Eglinton Avenue West & Martin Grove Road – AM PEAK Lane Group EBL EBT EBR WBL WBT WBR SBL SBT SBR Exhibit 5-2: Scenario 1 Proposed Re-routing Queue Length (m) 225 54 226 326 Eglinton Avenue West & Martin Grove Road PM PEAK Lane Group EBL EBT EBR WBL WBT WBR SBL SBT SBR Queue Length (m) 233 229 231 157

Based on the above analysis, the following can be concluded:

At the intersection of Eglinton Avenue West and Martin Grove Road, the prohibition of left turns is expected to mitigate the eastbound queuing issues at the intersection;

Southbound right turn movements at the intersection of Eglinton Avenue West and Martin Grove Road are expected to experience queues of approximately 330 metres and 160 metres during the AM and PM peak periods, respectively;

The U-turn/left turning movements at the adjacent intersections on Martin Grove Road are operating near capacity; and Legend EB WB The removal of left turn at the intersection of Eglinton Avenue West and Martin Grove NB Road resulted in more available capacity when comparing to the future conditions. SB 5.3 Scenario 2 - Diamond Interchange (Alternative 1)

Scenario 2 introduces a partial diamond interchange to service the east and westbound left turning 5.2.1 SCENARIO 1 - OPERATIONAL ANALYSIS vehicles at Eglinton Avenue West at Martin Grove Road. Due to physical restrictions and probable future developments, the two new roads will be located on the north-east and south-west quadrants The results of the operational analysis for Scenario 1 are presented in Exhibit 5-3. of the intersection of Eglinton Avenue and Martin Grove Road, as shown in Exhibit 5-4. Under this scenario, one new signalized intersection is introduced at the intersection of Martin Grove Road and Proposed Road B. As such, co-ordination of the four intersections on Martin Grove Road must be considered due to the close proximity.

The following assumptions were made on the permitted routes that vehicles could take:

February, 2010 Page 1-III-12 February, 2010 Page 1-III-13 REPORT REPORT

Northbound U-turns are allowed at the intersections of Martin Grove Road at Exhibit 5-5: Scenario 2 - Proposed Routing Richgrove Drive, and southbound U-turns at Martin Grove Road at Nottinghill Gate/Winterton Drive;

Vehicles making the eastbound or westbound left turn will make the right turn instead at Proposed Road B and Proposed Road A, respectively. These vehicles will then make a left turn onto Martin Grove Drive from the proposed Roads; and

Vehicles making the northbound or southbound left turn will follow the same route as outlined in Scenario 1;

These movements are presented in Exhibit 5-5.

Exhibit 5-4: Scenario 2 – Proposed Diamond Interchange

Legend d A EB posed Roa Pro WB NB SB

Mart

in Grove Road

Eglinton Avenue West

P ropo sed Road B

nDrive terto Win

Legend

Nottinghill Gate New Traffic Signal

February, 2010 Page 1-III-14 February, 2010 Page 1-III-15 REPORT REPORT

The additional roads provide more capacity to help accommodate future growth at the 5.3.1 SCENARIO 2 - OPERATIONAL ANALYSIS intersection. The operational analysis under Scenario 2 is presented in the following exhibit. 5.4 Scenario 2 – Diamond Interchange (Alternative 2)

Exhibit 5-6: Scenario 2 - Operational Analysis Following the completion of the traffic analysis for the Diamond interchange Alternative 1, further investigation was carried out to determine the feasibility of the scenario. It was determined that the Eglinton Avenue West & Martin Grove Road alignment shown in Exhibit 5-4 may not be feasible due to land constraints in the southwest and Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.08 1.00 0.33 1.00 0.93 0.25 0.30 1.61 northeast quadrants. Thus, a new alignment was developed and is presented in Exhibit 5-7 as the Eglinton Avenue West & LRT Crossing Diamond interchange Alternative 2. It should also be noted that, the new alignment for Alternative 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.50 0.79 0.57 0.59 has not been finalized. Martin Grove Road & Richgrove Drive Lane Group EBL EBT EBR WBL WBT WBR NBL/NBU NBT NBR SBL SBT SBR v/c Ratio 0.66 0.14 0.87 0.24 0.86 Under this scenario, southbound U-turns are accommodated at the intersections of Martin Grove Martin Grove Road & Proposed Road B Road at Nottinghill Gate/Winterton Drive, and northbound U-turns at Martin Grove Road and the AM PEAK Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.72 0.33 0.30 Proposed Roadway. If northbound U-turns are not permitted at the Proposed Roadway, there are Eglinton Avenue West & Proposed Road A opportunities for U-turns to be accommodated at the intersection of Martin Grove Road at Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.54 0.57 0.01 Richgrove Drive. Eglinton Avenue West & Proposed Road B Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.45 0.17 0.89 Martin Grove Road & Nottinghill Gate Exhibit 5-7: New Proposed Alignment Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL/SBU SBT SBR v/c Ratio 0.33 0.71 0.00 0.23 0.56 0.16 Eglinton Avenue West & Martin Grove Road Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.07 1.00 0.65 1.00 0.89 0.14 0.21 0.90 Eglinton Avenue West & LRT Crossing Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.58 0.46 0.47 1.21 Martin Grove Road & Richgrove Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.48 0.04 0.67 0.31 0.54 Martin Grove Road & Proposed Road B PM PEAK Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.83 0.41 0.48 Eglinton Avenue West & Proposed Road A Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.78 0.48 0.00 Eglinton Avenue West & Proposed Road B Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.92 0.32 0.65 Martin Grove Road & Nottinghill Gate Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.27 0.48 0.03 0.18 0.44 0.24

Eglinton Avenue West & Martin Grove Road AM PEAK Lane Group EBL EBT EBR WBL WBT WBR SBL SBT SBR Queue Length (m) 231 25 228 339 Eglinton Avenue West & Martin Grove Road PM PEAK Lane Group EBL EBT EBR WBL WBT WBR SBL SBT SBR Queue Length (m) 233 93 229 160

The above analysis for Scenario 2 indicates that this scenario is operating similar to Scenario 1. However, the following provides some of the benefits under this scenario:

The permitted U-turns/left turning movements are not operating near capacity due to the redistribution of the left turning movements on to the two proposed roads;

East and westbound left turns are re-routed to use the proposed roads, which reduces the amount of east and westbound queuing at Eglinton Avenue West and Martin Grove Road; and

February, 2010 Page 1-III-16 February, 2010 Page 1-III-17 REPORT REPORT

Queue Lengths

Significant queuing occurs in the east and westbound directions during both peak 5.4.1 COST APPROXIMATE periods with left turns being permitted at the intersection of Eglinton Avenue West and Martin Grove Road under future conditions; The cost estimates for the two alternatives are presented in Exhibit 5-8. The approximate costs are divided into the cost of development in the northeast quadrant and the costs for development in the The level of queuing for the eastbound movement at Eglinton Avenue West and Martin southwest quadrant. Please refer to Appendix B for a detailed breakdown of the costs associated Grove Road has caused spillback issues during both peak periods under Scenario 1; with the two alternatives. Southbound right turns at Eglinton Avenue West and Martin Grove Road are operating over capacity during the AM peak period and significant queuing occurs for this Exhibit 5-8: Cost Comparison movement for all scenarios analysed; Alternative 1 Alternative 2 With the implementation of a traffic evaporation factor and change in cycle length, the Costs Northeast Roadway queue lengths experienced at the Eglinton Avenue West and Martin Grove Road Road Construction$ 614,300.00 $ 712,700.00 intersection are expected to significantly decrease; and Land Acquisition$ 1,343,400.00 $ 640,500.00 SUBTOTAL $ 1,957,700.00 $ 1,353,200.00 Both Scenarios 1 and 2 significantly improve traffic operations on Eglinton Avenue Costs Southwest Roadway West at Martin Grove Road and at Eglinton Avenue West Road Construction$ 669,000.00 $ 362,300.00 Land Acquisition$ 543,217.20 $ 678,400.00 SUBTOTAL $ 1,212,217.20 $ 1,040,700.00 6.2 Recommendations TOTAL$ 3,169,917.20 $ 2,393,900.00 When comparing and analysing the scenarios presented in this report, Scenario 2 is the preferred scenario from a traffic and transit operations perspective. However, there are significant costs and From the above table, it is clear that Alternative 1 is anticipated to cost more to implement. As property impacts for both alternatives under Scenario 2. Both Scenarios 1 and 2 should be shown, the higher costs estimates for the implementation of Alternative 1 can be attributed to the presented during preliminary and detailed designs. land acquisition costs for the northeast roadway and the road construction costs for the southwest roadway. Both values are approximately double the corresponding costs for Alternative 2.

6. CONCLUSIONS AND RECOMMENDATIONS 6.1 Conclusions

Based on the preliminary analysis conducted in this report, the following can be concluded:

LRT Operations

The provision of a 32 second and 42 second clearance during the AM and PM peak periods, respectively, is adequate for LRV progression onto and out of the ROW at the intersection of Eglinton Avenue West and 427/401 interchange;

At Eglinton Avenue West and Martin Grove Road, the LRV will progress through the intersection with the general traffic east and westbound through movements. A 40 second interval is provided for the LRV; and

The 90 second cycle length applied to the study intersections provided adequate clearance time for the LRVs to progress through the Eglinton Avenue West and Martin Grove Road intersection, while minimizing the maximum wait time.

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1. EXECUTIVE SUMMARY

As a part of the Transit Project Assessment Study process for the Eglinton LRT, a preliminary study was completed for the intersection of Eglinton Avenue West and Kipling Avenue. Due to the uncertainties of the road and operating characteristics for general traffic with the LRT in service, five scenarios were analyzed. The scenarios are:

Scenario 1 – Future conditions with permitted left turns at Eglinton Avenue West/ Kipling Avenue, east-west left turns operating under protected phases only;

Scenario 2 – Prohibited left turns at Eglinton Avenue West/Kipling Avenue with northbound and southbound u-turns at Kipling Avenue/Widdicombe Hill and Kipling Avenue/Byland Road, respectively;

Scenario 3 – Prohibited left turns at Eglinton Avenue West/Kipling Avenue with u-turns at all downstream intersections on Eglinton Avenue West and Kipling Avenue;

Scenario 4 – Prohibited left turns at Eglinton Avenue West/Kipling Avenue with left APPENDIX IV turns distributed to u-turn at downstream intersections on Kipling Avenue and to Widdicombe Hill; and

Scenario 5 - Prohibited left turns at Eglinton Avenue West/Kipling Avenue with left turns distributed to u-turn at downstream intersections on Kipling Avenue and new EGLINTON AVENUE LRT – EGLINTON AVENUE AT KIPLING AVENUE midblock signals on Eglinton Avenue West. SYNCHRO ASSESSMENT In addition, each scenario was analysed under three different iterations of traffic operations:

Iteration 1 – Existing cycle lengths with one-stage pedestrian crossings;

Iteration 2 – Existing cycle lengths with two-stage north-south pedestrian crossings at Eglinton Avenue West West/Widdicombe Hill and Eglinton Avenue West West/Wincott Drive;

Iteration 3 – 80 second cycle lengths with two-stage north-south crossings on all Eglinton Avenue West crossings; and

Based on the analysis of the three above iterations, and applying five traffic distribution scenarios, Iteration 1 was most promising, along with:

Left-turn movements prohibited at Eglinton Avenue West/Kipling Avenue and redistributed as recommended in Scenario 2;

Evaporated through volumes and left turn volumes at a maximum rate of 31%; and

Traffic signal coordination along Eglinton Avenue West for uninterrupted LRT operations.

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In summary, the analysis has shown that left turns should be considered for removal at the To evaluate the LRV operation, Synchro analysis was conducted for five different scenarios in intersection of Eglinton Avenue West and Kipling Avenue. Scenarios 2 to 5 in all iterations reflect consultation with City of Toronto and TTC staff. Three signal timing-related iterations were traffic operations with the removal of the left turns. Scenario 2 and Scenario 5 are both viable developed for the five scenarios. options for implementation. However, Scenario 2 provides the least capacity restraints without the addition of midblock traffic signals along Eglinton Avenue West. The report describes:

Traffic volumes developed for the future LRV operation under each of the five 2. PROJECT SCOPE scenarios (Section 3.2);

This report documents the Synchro traffic analysis completed on the Eglinton Avenue West and The Synchro analysis results for the five scenarios (see Section 3.3 for a detailed Kipling Avenue signalized intersection and surrounding road network. The purpose of the analysis description) with the following four signal timing iterations: is to conduct a preliminary assessment of the future Light Rail Vehicle (LRV) operation, and to determine impacts to traffic operation and land use. The objective of this report is to advance the 1. Iteration 1 – Existing cycle lengths with one-stage pedestrian crossings (Section initial design to a point where it could be confidently presented to the public as a workable Light Rail 4.1); Transit (LRT) system. The analysis conducted in this report is the foundation for future preliminary and detailed design. 2. Iteration 2 – Existing cycle lengths with two-stage north-south pedestrian crossings at Eglinton Avenue West West/Widdicombe Hill, and Eglinton Avenue Exhibit 2-1 shows the study area with the five signalized intersections included in the analysis. Of West West/Wincott Drive (Section 4.2); the five intersections shown, a new signalized intersection is proposed to be implemented at the Kipling Avenue and Byland Road (east leg) intersection. 3. Iteration 3 – 80 second cycle lengths with two-stage north-south pedestrian crossings on all Eglinton Avenue West crossings (Section 4.3); and

Exhibit 2-1: Study Area 4. Iteration 4 – Existing cycle lengths with reduced pedestrian crossing distance at all intersections and increased pedestrian volume at the intersection of Eglinton Avenue West and Kipling Avenue (Section 4.4);

The results of a signal coordination analysis (Section 5); and

The recommended scenario and the impacts to land use (Section 6).

3. DATA

The following data was used to formulate the analysis of the road network surrounding the intersection of Eglinton Avenue West and Kipling Avenue. 3.1 LRV Phase

On this section of the runningway, the LRV does not require its own phase since it is an east-west through movement. As a result, the transit vehicle operates concurrently with the east-west through phase. However, given the intersection geometry, length of the LRV, as well as future plans to add bicycle lanes on arterial roads, it was necessary to calculate a minimum green duration from a stopped position based on a farside platform option, which would yield the absolute minimum time required to clear the intersection. This time includes the time to accelerate to a maximum speed of Legend 25 km/hr, plus the time to slow to a stop position. The phase was calculated to include:

= Study Area 5 seconds of minimum green time; Intersections 18.5 seconds of amber time; and

3 seconds of all red time.

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The minimum phase duration for the LRV is 26.5 seconds. 3.3 Traffic Volume Distribution The phase calculation can be found in Appendix A. Based on the new minimum pedestrian crossing requirements established by the City of Toronto, the minimum east-west phase was 3.3.1 SCENARIO 1 – FUTURE CONDITIONS WITH LEFT TURNS determined to be 42 seconds based on a new east-west cross section of 34.7 metres. Under this scenario, left turns in all directions at the intersection of Eglinton Avenue West and 3.2 Traffic Volume Reductions Kipling Avenue are permitted. Turning movement volumes were developed for the new signalized intersection at Kipling Avenue and Byland Road by carrying the upstream discharge volumes. Under future conditions, current Eglinton Avenue segments with three general purpose through lanes will be narrowed to two general purpose through lanes in each direction in order to accommodate two median corridor-wide LRT lanes. With the implementation of the LRT, reduction 3.3.2 SCENARIO 2 – LEFT TURNS PROHIBITED: REDISTRIBUTION 1 in roadway capacity will result in many vehicles that currently use Eglinton Avenue West to detour from Eglinton Avenue West to alternate routes. Such a reduction is to occur west of the study area Under this scenario, left turns are prohibited at the intersection of Eglinton Avenue West and Kipling from Martin Grove Road westward. As a result, an analysis of the signalized intersections of Avenue, and all left-turn volumes were redistributed to u-turn upstream and downstream of the Eglinton Avenue West at Widdicombe Hill, Eglinton Avenue West at Kipling Avenue and Eglinton subject intersection along Kipling Avenue only. Pre-existing east-west u-turn volumes were Avenue West at Wincott Drive was conducted to determine the future traffic operations of the redistributed to u-turn downstream to the following intersection along Eglinton Avenue West. corridor. Exhibit 3-3 presents redistributed left-turn and u-turn movements for the Eglinton Avenue West/Kipling Avenue intersection. In light of the loss in capacity on the Eglinton Avenue West corridor, traffic volumes at the study intersections were reduced such that the through volume was equal to the capacity maintaining a volume-to-capacity ratio of 1.0 and left turn/u-turn volume to maintain a volume-to-capacity ratio of Exhibit 3-3: Redistributed Left Turns/U-Turns for Scenario 2 1.5 or less. The reduced through volumes through these signalized intersections were propagated to adjacent signalized intersections in the study area. The Eglinton Avenue West corridor through- volume reductions are shown in Exhibit 3-1, and the left turn/u-turn volume reductions are shown in Exhibit 3-2.

Exhibit 3-1: Eglinton Avenue West Corridor Through Volume Reductions

Peak Eglinton Avenue West Eglinton Avenue West Eglinton Avenue Direction Period at Widdicombe Hill at Kipling Avenue West at Wincott Drive

Eastbound 669 vph (31%) 280 vph (19%) 81 vph (5%) AM Westbound 220 vph (12%) 87 vph (7%) 15 vph (1%)

Eastbound 16 vph (1%) 463 vph (12%) n/a

PM Westbound 291 vph (19%) 91 vph (7%) n/a 3.3.3 SCENARIO 3 – LEFT TURNS PROHIBITED: REDISTRIBUTION 2

Under this scenario, left turns are prohibited at the intersection of Eglinton Avenue West and Kipling Exhibit 3-2: Eglinton Avenue West Corridor Left Turn/U-Turn Volume Reductions Avenue, and left-turn and u-turn volumes redistributed to u-turn at downstream intersection of respective intersection along Eglinton Avenue West. Exhibit 3-4 presents redistributed left-turn and Peak Direction Eglinton Avenue West Eglinton Avenue West u-turn movements for the Eglinton Avenue West/Kipling Avenue intersection. Period at Widdicombe Hill at Kipling Avenue

Eastbound 67 vph (26%) 70 vph (24%) PM Westbound 42 vph (18%) n/a

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3.3.5 SCENARIO 5 – LEFT TURNS PROHIBITED: REDISTRIBUTION 4

Under this scenario, new half-signals are introduced midblock along Eglinton Avenue West for east- Exhibit 3-4: Redistributed Left Turns/U-Turns for Scenario 3 west u-turns. Left-turn and u-turn volumes are redistributed to u-turn at downstream intersection of respective direction of travel. Exhibit 3-6 presents redistributed left-turn and u-turn movements for the Eglinton Avenue West/Kipling Avenue intersection.

Exhibit 3-6: Redistributed Left Turns/U-Turns for Scenario 4

3.3.4 SCENARIO 4 – LEFT TURNS PROHIBITED: REDISTRIBUTION 3

Under this scenario, left turns are prohibited at the intersection of Eglinton Avenue West and Kipling Avenue, and the eastbound and northbound left turns are redistributed to use Widdicombe Hill

between Eglinton Avenue West and Kipling Avenue. The westbound and southbound turning movements operate as per the redistribution under Scenario 2. Exhibit 3-5 presents redistributed left-turn and u-turn movements for the Eglinton Avenue West/Kipling Avenue intersection. 3.4 Signal Phasing

Exhibit 3-5: Redistributed Left Turns/U-Turns for Scenario 4 3.4.1 EXISTING SIGNAL TIMINGS

Currently, the intersection of Eglinton Avenue West and Kipling Avenue operates under a 120 second cycle length during both peak periods. The intersection of Eglinton Avenue West at Widdicombe Hill operates under the same cycle length during both peak periods, and the intersection of Eglinton Avenue West at Wincott Drive operates under a 112 second cycle length during the AM peak period and 120 second cycle length during the PM peak period.

3.4.2 SCENARIO 1 – FUTURE CONDITIONS WITH LEFT TURNS

Exhibit 3-7 presents the NEMA phase diagram at the intersection of Eglinton Avenue West at Kipling Avenue. The existing seven phase operation is maintained, with the east-west left turn phases operating protected only. Exhibit 3-8 presents the minimum cycle length for this condition.

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Exhibit 3-7: Seven Phase Operation Exhibit 3-9: Four Phase Operation

Exhibit 3-10: Minimum Cycle Length with Four Phase Operation Exhibit 3-8: Minimum Cycle Length with Seven Phase Operation Phase Phase 2 & 6 4 & 8 5 2 & 6 3 & 7 4 & 8 Minimum Green or walk 7 7 Minimum Green or walk 7 7 7 7 Minimum Green and FDWK 25 20 Minimum Green and FDWK 25 20 Amber 4 4 Amber 2 4 2 4 All Red 2 2 All Red 2 2 2 2 Total 38 33 Total 11 38 11 33 Minimum Cycle Length (AM) 71 Minimum Cycle Length (AM) 83 Based on this phasing and cycle length composition, the minimum cycle length is 71 seconds. To Based on this phasing and cycle length composition, the minimum cycle length is 83 seconds. The conform to existing conditions, a cycle length of 120 seconds was assumed as the existing cycle assumed transit headway is 3 minutes and 30 seconds for both directions. This translates into 34 length for the analysis. transit vehicles per hour in two directions. As a result, the transit phase may be actuated between 17 (eastbound & westbound LRV always arriving at the same time) and 34 (eastbound and westbound LRV never arriving at the same time) times per hour. Using an average cycle length of 4. SYNCHRO ANALYSIS RESULTS 120 seconds translates into approximately 29 transit calls per hour. To conform to existing conditions, a cycle length of 120 seconds was used in the analysis. 4.1 Iteration with Existing Cycle Lengths and One-Stage Pedestrian Crossings 3.4.3 SCENARIOS 2 TO 5 Exhibit 4-1 and Exhibit 4-2 presents the Synchro analysis results for critical volume-to-capacity Exhibit 3-9 presents the NEMA phase diagram Eglinton Avenue West/Kipling Avenue intersection. ratio (v/c) movements for all scenarios during the AM peak and PM peak, respectively. The exhibits Under Scenarios 2 to 5, a four phase operation is used, with the east-west and north-south left turn present the “critical movements” at each intersection. The “n/a” in these exhibits signifies that no movements prohibited. Exhibit 3-10 presents the minimum cycle length for this condition. traffic movements are deemed as critical for that particular intersection and scenario. A detailed breakdown of each scenario under each signal timing operation can be found in Appendix B.

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4.2 Iteration with Existing Cycle Lengths and Two-Stage Pedestrian Crossings Exhibit 4-1: Critical Movements for Iteration 1 (AM Peak) Given the generous north-south green time at major-minor intersections along Eglinton Avenue Critical Movements (v/c > 1.00) West due to the minimum pedestrian crossing times, it was necessary to analyze the same Intersections Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 scenarios as above with two-stage crossing at the intersections of Eglinton Avenue Eglinton Avenue West at EBL – 1.05 West/Widdicombe Hill and Eglinton Avenue West/Wincott Drive. EBL – 1.05 EBL – 1.05 EBL – 2.32 EBL – 1.05 Widdicombe Hill WBL – 1.44 EBL – 1.20 Exhibit 4-3 and Exhibit 4-4 presents the Synchro analysis results for critical volume-to-capacity Eglinton Avenue West at EBT – 1.04 n/a n/a n/a n/a ratio (v/c) movements for all scenarios during the AM peak and PM peak periods, respectively. A Kipling Avenue WBL – 1.01 detailed breakdown of each scenario under each signal timing operation is found in Appendix B. Eglinton Avenue West at EBL – 1.03 EBL – 1.61 EBL – 1.03 n/a n/a Wincott Drive WBT – 1.03 WBT – 1.08 WBT – 1.03 Exhibit 4-3: Critical Movements for Iteration 2 (AM Peak)

Exhibit 4-2: Critical Movements for Iteration 1 (PM Peak) Critical Movements (v/c > 1.00) Intersections Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Critical Movements (v/c > 1.00) Intersections Eglinton Avenue West at EBL – 1.58 n/a n/a WBL – 1.23 n/a Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Widdicombe Hill NBL – 1.26 EBL – 2.78 EBL – 1.43 Eglinton Avenue West at EBL – 1.50 EBL – 1.50 EBL – 1.50 EBL – 1.50 Eglinton Avenue West at WBL – 1.52 EBT – 1.04 n/a n/a n/a n/a Widdicombe Hill WBL – 1.50 WBL – 2.01 WBL – 3.20 WBL – 1.50 Kipling Avenue NBL – 1.36 WBL – 1.25 Eglinton Avenue West at Eglinton Avenue West at EBL – 1.66 EBL – 1.04 n/a n/a n/a n/a n/a n/a n/a n/a Kipling Avenue Wincott Drive SBT – 1.08 Eglinton Avenue West at EBL – 1.14 n/a n/a n/a n/a Wincott Drive WBT – 1.04 Exhibit 4-4: Critical Movements for Iteration 2 (PM Peak)

The analysis results show that the east-west left-turns are above capacity in all scenarios at the Critical Movements (v/c > 1.00) Intersections intersections of Eglinton Avenue West at Widdicombe Hill and Eglinton Avenue West at Wincott Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Drive. This problem is then magnified when the left turns are restricted at the Eglinton Avenue/ EBL – 1.25 EBL – 1.25 EBL – 1.85 EBL – 1.25 Kipling Avenue intersection and redistributed to adjacent intersections (Scenario 2-5). Eglinton Avenue West at WBL – 2.08 WBL – 1.25 WBL – 1.67 WBL – 1.13 WBL – 1.25 Widdicombe Hill NBL – 1.31 NBL – 1.08 NBL – 1.08 NBL – 2.16 NBL – 1.08 Comparing the five scenarios, the changes to the severely constrained movements with high Eglinton Avenue West at volume-to-capacity ratios are minor. The exception is Scenario 3, where the left turn/u-turn EBL – 1.04 n/a n/a n/a n/a Kipling Avenue movements at the intersections of Eglinton Avenue West/Widdicombe Hill and Eglinton Avenue Eglinton Avenue West at West/Wincott Drive are more constrained. Given the presence of the LRT, highest priority is given n/a n/a EBL – 1.28 n/a n/a Wincott Drive to east-west traffic at all intersections on Eglinton Avenue West. Scenario 5 presents the fewest constrained movements. Similar to the first iteration, the changes to the severely constrained movements are minor, except for Scenario 3 which constrains left turn/u-turn movements at the intersections of Eglinton Avenue However, since additional signals are not required on Eglinton Avenue, Scenario 2 is the preferred West/Widdicombe Hill and Eglinton Avenue West/Wincott Drive. In comparison to the first iteration, alternative for traffic signal phasing since it allows a more appropriate distribution of green time for the intersections of Eglinton Avenue West and Widdicombe Hill and Eglinton Avenue West and all movements. The two AM peak hour critical movements in Scenario 2 at the Eglinton Avenue Wincott Drive is generally performing better overall. However, the northbound left-turn movement West/Wincott Drive intersection can be improved by reducing eastbound left-turn phase time and at the intersection of Eglinton Avenue West and Widdicombe Hill is operating close to capacity in redistributing eastbound u-turns into the local network (operating southbound via Kipling Avenue, u- the AM peak and over capacity during the PM peak due to the reduced time allocated to the minor turning at Byland Road and then running southwest via Widdicombe Hill provides a shorter overall approach. This set of scenarios under the 2-phase pedestrian crossing also increases overall delay travel distance). The PM peak hour capacity issue for the westbound left-turn/u-turn movement at for pedestrians at the intersections of Eglinton Avenue West/Widdicombe Hill and Eglinton Avenue the intersection of Eglinton Avenue West and Widdicombe Hill can be improved by redistributing West/Wincott Drive. those volumes along the local network (northbound via Kipling Avenue and southwest via Widdicombe Hill). Out of the five scenarios, Scenario 2 operates with the least capacity issues during the AM peak. Scenario 5 performs with the least capacity issues during the PM peak, but requires additional traffic signals midblock along Eglinton Avenue West. As in the first iteration, the PM peak hour

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capacity issue for the westbound left-turn/u-turn movement at the intersection of Eglinton Avenue Similar to the previous two iterations, the changes in volume-to-capacity ratios (v/c) to the high West and Widdicombe Hill in Scenario 2 can be reduced by redistributing those volumes along the traffic volume movements are small, with the exception of Scenario 3. In Scenario 3, the local network (northbound via Kipling Avenue and southwest via Widdicombe Hill). intersections of Eglinton Avenue West/Widdicombe Hill and Eglinton Avenue West/Wincott Drive are operating at capacity. However, capacity issues are worse under all scenarios compared to the Based on the results of the second iteration of Synchro analysis, Scenario 2 is the preferred previous two iterations due to the limited signal time per phase as a result of the reduced cycle alternative as it allows the most volume to pass through the study area and assumes a balance of lengths. distribution of volumes without the installation of additional traffic signals. However, given the new constraint on northbound left-turn movements at the intersection of Eglinton Avenue West and Based on the results of the second iteration of Synchro analysis, it is not recommended that an 80- Widdicombe Hill, as well as the increased delay for north-south pedestrian movements at the second cycle length be adopted. None of the scenarios operating under the 80-second cycle length intersections of Eglinton Avenue West/Widdicombe Hill and Eglinton Avenue West/Wincott Drive, it has a reasonable contingency option to deal with capacity compared to the previous two iterations. is recommended that one-stage pedestrian crossing be maintained. 4.4 Iteration with Adjusted Parameters 4.3 Iteration with 80 Second Cycle Lengths and Two-Stage Pedestrian Crossings At the request of the TTC, IBI Group conducted further analysis on Scenarios 1 and 2, as well as existing conditions without the new City of Toronto minimum pedestrian crossing requirements or Exhibit 4-5 and Exhibit 4-6 presents the Synchro analysis results for critical volume-to-capacity additional forecasted u-turns resulting from the LRT. This was to be done using the following (v/c) movements for all scenarios during the AM peak and PM peak. A detailed breakdown of each adjustments: scenario under each signal timing operation can be found in Appendix B. 1. Peak hour factors of 1.0 instead of the City of Toronto standard of 0.90 and 0.95;

Exhibit 4-5: Critical Movements for Iteration 3 (AM Peak) 2. Modified intersection geometry as defined by the TTC, including relocated pedestrian crossings to reduce crossing distance; Critical Movements (v/c > 1.00) Intersections Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 3. Analysis of capacity and delay using HCM parameters instead of Synchro parameters; EBL – 1.15 EBL – 1.15 EBL – 1.14 EBL – 2.81 EBL – 1.14 4. Increased pedestrian volumes at the intersection of Eglinton Avenue West and Kipling Eglinton Avenue West at EBT – 1.08 EBT – 1.10 WBL – 1.12 WBL – 1.20 WBL – 1.12 Avenue. Widdicombe Hill WBL – 1.08 WBL – 1.57 WBT – 1.11 WBT – 1.03 WBT – 1.11 WBT – 1.11 WBT – 1.11 Exhibit 4-7 and Exhibit 4-8 present the green time allocations to east-west phases at the EBL – 1.45 intersections of Eglinton Avenue West at Widdicombe Hill, Eglinton Avenue West at Kipling Eglinton Avenue West at EBT – 1.05 EBT – 1.05 EBT – 1.02 n/a EBT – 1.03 Avenue, and Eglinton Avenue West at Wincott Drive. Scenario 2 offers a greater amount of Kipling Avenue WBL – 1.21 WBT – 1.03 green-time allocation to east-west movements, offering more flexibility for LRT operations in a NBL – 1.03 stop-start operation between intersections. EBL – 1.01 EBL – 1.04 EBL – 2.02 EBL – 1.04 EBL – 1.01 Eglinton Avenue West at EBT – 1.01 EBT – 1.01 EBT – 1.01 EBT – 1.01 EBT – 1.01 Wincott Drive WBL – 1.02 WBL – 1.01 WBL – 1.07 WBL – 1.02 WBL – 1.02 Exhibit 4-7: Comparison of Eglinton Avenue West Green Times Between Scenarios (AM Peak) WBT – 1.06 WBT – 1.14 WBT – 1.14 WBT – 1.15 WBT – 1.06 Existing Conditions Scenario 1 Scenario 2 Exhibit 4-6: Critical Movements for Iteration 3 (PM Peak) EBL EBT WBL WBT EBL EBT WBL WBT EBL EBT WBL WBT Widdicombe Hill 0 71 6 81 9 65 7 63 9 65 7 63 Critical Movements (v/c > 1.00) Intersections Kipling 8 62 8 62 12 53 7 48 0 71 0 71 Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5 Wincott 0 76 0 76 7 56 7 56 8 56 7 55 EBL – 1.33 EBL – 1.33 EBL – 1.33 EBL – 3.08 EBL – 1.33 Eglinton Avenue West at EBT – 1.11 EBT – 1.11 EBT – 1.11 WBL – 2.37 EBT – 1.11 Exhibit 4-8: Comparison of Eglinton Avenue West Green Times Between Scenarios (AM Peak) Widdicombe Hill WBL – 1.33 WBL – 1.78 WBL – 2.83 WBT – 1.06 WBL – 1.33 WBT – 1.10 WBT – 1.10 WBT – 1.10 NBL – 1.31 WBT – 1.10 Existing Conditions Scenario 1 Scenario 2 Eglinton Avenue West at EBL – 1.31 n/a EBT – 1.03 n/a n/a EBL EBT WBL WBT EBL EBT WBL WBT EBL EBT WBL WBT Kipling Avenue WBL – 1.27 Widdicombe Hill 0 71 6 81 17 56 16 55 17 56 16 55 Eglinton Avenue West at EBL – 1.01 EBL – 1.33 WBT – 1.03 WBT – 1.17 WBT – 1.03 Kipling 7 58 7 58 16 50 10 45 0 69 0 69 Wincott Drive WBT – 1.06 WBT – 1.17 Wincott 0 84 0 84 7 65 7 65 7 65 7 65

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As a result of the relocated pedestrian crossings at the three study intersections along Compared to the previous two iterations, the changes in critical volume-to-capacity ratios (v/c) are Eglinton Avenue West, less green time was required on the minor streets to accommodate favour Scenario 1 for PM peak operations as a result of not forcing left-turn redistribution, with one the City of Toronto standard for minimum pedestrian crossing signal timings. Consequently, resulting critical movement in Scenario 2 for westbound left turns at the intersection of Eglinton less through-movement traffic volume reduction was required at the intersection of Eglinton Avenue West and Widdicombe Hill. A comparison of HCM vehicular delay for this movement was Avenue West and Widdicombe Hill, and no volume reduction was required at the also conducted between the three scenarios to further understand the differences between the intersections of Eglinton Avenue West and Kipling Avenue and Eglinton Avenue West and scenarios (Exhibit 4-12). HCM vehicular delay for all intersections under all three scenarios is Wincott Drive. Left-turn traffic volume reduction was not required at any of the intersections. presented in Appendix C. Exhibit 4-9 presents the new through-movement reductions at the intersection of Eglinton Avenue West and Widdicombe Hill. Exhibit 4-12: HCM Vehicular Delay at Eglinton Avenue West and Widdicombe Hill

Exhibit 4-9: Adjusted Eglinton Avenue West Corridor Through Volume Reductions Existing Scenario 1 Scenario 2 Conditions Peak Eglinton Avenue West 44.1s 86.9 91.2 Direction Period at Widdicombe Hill Since left-turns become fully protected as a result of the presence of the LRT, delay for this AM Eastbound 302 vph (14%) movement naturally rises from existing conditions to Scenario 1 since this movement can no longer take advantage of a gap in eastbound through movement traffic. However, the difference in delay PM Westbound 463 vph (22%) between Scenario 1 and Scenario 2 is very minimal, with an approximate four second difference.

To better understand the impacts to bus operations, a comparison of north-south volume-to- Exhibit 4-10 and Exhibit 4-11 presents the HCM analysis results for critical volume-to- capacity ratios (v/c) and vehicular delay associated with the lane groups used by TTC Route 45 capacity ratio (v/c) movements for existing conditions and Scenarios 1 and 2 during the AM Kipling within the study area was conducted (Exhibit 4-13). Although a signalized intersection is peak and PM peak, respectively. A detailed breakdown of each scenario from this analysis introduced at Kipling Avenue and Byland Road, the impacts to bus operations are not significant. In iteration can be found in Appendix C. all other cases except for northbound at Eglinton Avenue West, green time increases on Kipling Avenue, offering an improved probability for north-south bus operations to clear the intersections without delay. Exhibit 4-10: Critical Movements for Iteration 4 (AM Peak)

Critical Movements (v/c > 1.00) Exhibit 4-13: Impact to TTC Route 45 Kipling Operations Intersections Existing Scenario 1 Scenario 2 Conditions AM PM Eglinton Avenue West at Scenario 1 Scenario 2 Scenario 1 Scenario 2 EBL – 1.14 n/a n/a Widdicombe Hill Eglinton Avenue West & Kipling Avenue Eglinton Avenue West at Lane Group NBR SBR NBR SBR NBR SBR NBR SBR n/a n/a n/a Kipling Avenue Volumes 125 32 171 159 26 81 226 175 Eglinton Avenue West at v/c Ratio (HCM) 0.46 0.07 0.63 0.43 0.02 0.07 0.60 0.44 n/a n/a n/a Wincott Drive Vehicular Delay (HCM) 33.9 32.8 40.7 23.3 0.0 9.3 31.5 22.3 Green Time 43 32 37 37 43 32 39 39 Exhibit 4-11: Critical Movements for Iteration 4 (PM Peak) Widdicombe Hill & Kipling Avenue Lane Group NBR SBR NBR SBR NBR SBR NBR SBR Critical Movements (v/c > 1.00) Volumes 26 81 26 81 34 66 34 66 v/c Ratio (HCM) 0.03 0.07 0.02 0.07 0.03 0.05 0.03 0.05 Intersections Existing Scenario 1 Scenario 2 Vehicular Delay (HCM) 8.4 3.9 0.0 9.3 2.8 3.8 0.0 9.2 Conditions Green Time 57 57 73 63 61 61 74 64 Eglinton Avenue West at EBL – 2.80 n/a WBL – 1.21 Byland Road & Kipling Avenue Widdicombe Hill NBL – 1.19 SB Bus SB Bus SB Bus Eglinton Avenue West at n/a n/a n/a Lane Group NBR Bay NBR Bay NBR Bay NBR SB Bus Bay Kipling Avenue 22 22 18 Eglinton Avenue West at n/a n/a n/a Volumes 10 Buses 10 Buses 10 Buses 10 18 Buses Wincott Drive v/c Ratio (HCM) 0.01 0.01 Unsignalized Unsignalized Vehicular Delay (HCM) 3.7 5.1 Intersection Intersection Green Time 70 80 70 80

February, 2010 Page 1-IV-14 February, 2010 Page 1-IV-15 REPORT REPORT

Northbound operations undergo an approximate seven second increase in delay at the intersection Adjusting the offset at Kipling Avenue to allow a westbound nearside platform would of Eglinton Avenue West and Kipling Avenue in Scenario 2 due to the reduced northbound green starve westbound through-movement for vehicular traffic (i.e. when the downstream time caused by the removal of the permitted/ protected northbound left-turn. Southbound signal is green, but the signal can not service at full capacity efficiency because the operations improve at this intersection through a reduction in delay by approximately nine seconds, upstream signal is red). resulting from a five second increase in southbound green time. Northbound operations improve at the intersection of Kipling Avenue and Widdicombe Hill as a result of an approximate eight second reduction in delay, although southbound operations undergo an approximate five second increase Exhibit 5-1: Time-Space Diagram in delay.

Based on the results of the fourth iteration of Synchro analysis, Scenario 2 is the preferred alternative to divert traffic away from Eglinton Avenue West. Scenario 2 provides greater probability of green time for east-west LRT operations, and provides less impact to TTC Route 45 Kipling operations.

5. OPERATIONS ANALYSIS – SIGNAL COORDINATION

To further understand the impact of adding new signals midblock along Eglinton Avenue West under Scenario 5, an analysis of signal coordination using a time space diagram was undertaken. The scenario analyzed featured a cycle length of 120 seconds, no protected left-turn phases at the intersection of Eglinton Avenue West and Kipling Avenue (thus a prohibition on east-west left turns), and a minimum green of 42 seconds for the east-west phase. 5.1 LRT Movements

The goal of the analysis was to understand the results of the following LRT movements under the following conditions:

5. A default option of farside platforms at all Eglinton Avenue West intersections;

6. Existing cycle lengths (120 seconds);

7. One-stage pedestrian crossing at all intersections; and

8. Assumed 20 seconds of boarding and alighting time at stops. 6. CONCLUSIONS AND RECOMMENDATIONS 5.2 Analysis Results 6.1 Summary Exhibit 5-1 shows an LRT movement in each direction through the five subject intersections under the recommended offsets provided by the network optimization feature in Synchro. All stops are The following conclusions can be made about LRT and vehicular traffic operations at and around assumed to be farside, although the exhibit shows individual cases where a nearside option is the intersection of Eglinton Avenue West and Kipling Avenue based on the findings in this report: available. The diagram suggests that: Traffic impacts originally expected in the study area can be greatly mitigated by The eastbound LRT movement has the potential to clear all intersections given a prohibiting all left turns at the intersection of Eglinton Avenue West and Kipling Avenue maximum of 20 seconds of dwell time per stop; and redistributing these volumes to a downstream intersection where they can u-turn or take advantage of the Widdicombe Hill corridor; The eastbound LRT movement can be potentially accommodated with a nearside platform at Kipling Avenue; Signal coordination for LRT operations can be achieved with a 120 second cycle length and favouring the east-west green time to benefit transit, thus reducing the The westbound LRT movement has the potential to clear all intersections given a likelihood of “stop-and-go” operations; maximum of 20 seconds of dwell time per stop; and

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Maintaining the current 120 second cycle length would be in the best interest of the LRT operations, vehicular traffic and pedestrians based upon capacity restraints and delay associated with an 80 second cycle length; and The maximum evaporation requirement for through movements and left turn movements is 31% of the current respective traffic volumes.

6.2 Recommended Scenario Based on the Synchro analysis results of the five scenarios under three different traffic signal operations, Scenario 2 with one-stage crossing is the preferred alternative as it provides a balance for LRT movements, vehicular traffic and pedestrians.

Scenario 2 is to implement all of the following:

Four phase signal operation at Eglinton Avenue West/Kipling Avenue with restricted east-west and north-south left turn movements; 120 second cycle length; and Minimum of 26.5 seconds for east-west green time.

APPENDIX A

CALCULATIONS TO DETERMINE TRANSIT PHASE DURATION

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Kipling Avenue Start at Beginning of Green (Farside Platform)

Distance to clear (stopbar at Kipling Avenue to “stop mark” at farside platform) (Dt) = 130 m

Initial speed (Vi) = 0 m/s

Maximum traveling speed Mv = 25 km/hr, or 6.9 m/s

2 Acceleration (Ac) = 1.4 m/s

2 Deceleration (Dc) = -1.6 m/s

Time to accelerate (Ta) to 25 km/hr = (Mv-Vi)/Ac = (6.9-0)/1.4 = 4.9 sec

2 2 Distance to accelerate (Da) to 25 km/hr = Vi*Ta+0.5*Ac*Ta = 0*5+0.5*1.4*5 = 17.0 m

Time to decelerate (Td) from 25 km/hr = (Vi-Mv)/Dc (0-25)/-1.6 = 4.3 sec

2 2 Distance to decelerate from (Dd) 25 km/hr = Vi*Td+0.5*Dc*Td = 0*4.3+0.5*1.6*4.3 = 14.9 m

Distance at Mv (DMv) = Dt-(Da+Dd) = 130 – (17.0+14.9) = 98.1 m Time at Mv (TMv) = DMv/Mv = 97.7/6.9 = 14.2 sec Total Time = Ta+TMv+Td = 4.9+14.2+4.3 = 23.5 sec Total Clearance of Both Intersections: APPENDIX B Assume start up lost time = 2 seconds

Total transit phase duration = 2+23.5 = 25.5 seconds ANALYSIS RESULT TABLES – EXISTING CYCLE LENGTHS AND ONE STAGE PEDESTRIAN CROSSING

Using this information, the transit vehicle green duration is:

As a result the east-west (transit) phase consists of:

• 5 second minimum green

• 18.5 second amber

• 3 second all red.

• Minimum phase duration of 26.5 seconds.

February, 2010 Page 1-IV-A-1 REPORT REPORT

Exhibit A-1: Scenario 1 (1-stage pedestrian crossing) – Synchro Results (AM) Exhibit A-3: Scenario 2 (1-stage pedestrian crossing) – Synchro Results (AM) Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Widdicombe Hill v/c Ratio 1.05 1.00 0.64 1.00 0.75 0.67 0.20 0.33 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Kipling Avenue v/c Ratio 1.05 1.00 0.90 1.00 0.75 0.67 0.20 0.33 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Kipling Avenue v/c Ratio 1.20 1.04 1.01 1.00 0.83 0.59 0.34 0.31 0.64 0.08 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Wincott Drive v/c Ratio 0.98 0.84 0.88 0.46 0.72 0.36 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Wincott Drive v/c Ratio 0.79 0.97 0.65 1.00 0.59 0.78 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Widdicombe Hill & Kipling Avenue v/c Ratio 1.03 0.98 0.63 1.03 0.59 0.78 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Widdicombe Hill & Kipling Avenue v/c Ratio 0.71 0.31 0.14 0.43 0.12 0.39 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Byland Road & Kipling Avenue v/c Ratio 0.73 0.31 0.55 0.44 0.10 0.47 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Byland Road & Kipling Avenue v/c Ratio Unsignalized Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.16 0.33 0.01 0.19 0.27

Exhibit A-2: Scenario 1 (1-stage pedestrian crossing) – Synchro Results (PM) Exhibit A-4: Scenario 2 (1-stage pedestrian crossing) – Synchro Results (PM) Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Widdicombe Hill v/c Ratio 1.50 1.00 1.50 0.99 0.91 0.58 0.36 0.59 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Kipling Avenue v/c Ratio 1.50 1.00 2.01 0.99 0.91 0.58 0.36 0.59 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Kipling Avenue v/c Ratio 1.04 1.00 1.00 1.00 0.64 0.70 0.33 0.58 0.64 0.14 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Wincott Drive v/c Ratio 0.96 0.90 0.91 0.49 0.73 0.35 0.13 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Wincott Drive v/c Ratio 0.51 0.80 0.46 0.97 0.55 0.72 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Widdicombe Hill & Kipling Avenue v/c Ratio 0.70 0.81 0.46 0.99 0.54 0.71 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Widdicombe Hill & Kipling Avenue v/c Ratio 0.76 0.33 0.19 0.47 0.24 0.39 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Byland Road & Kipling Avenue v/c Ratio 0.72 0.31 0.57 0.48 0.18 0.47 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Byland Road & Kipling Avenue v/c Ratio Unsignalized Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.16 0.44 0.01 0.72 0.27

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Exhibit A-7: Scenario 4 (1-stage pedestrian crossing) – Synchro Results (AM) Exhibit A-5: Scenario 3 (1-stage pedestrian crossing) – Synchro Results (AM) Eglinton Avenue West & Widdicombe Hill Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 2.32 0.98 0.90 0.97 0.87 0.52 0.16 0.61 v/c Ratio 1.05 1.00 1.44 1.00 0.75 0.67 0.20 0.33 Eglinton Avenue West & Kipling Avenue Eglinton Avenue West & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.82 0.85 0.73 0.48 0.75 0.08 v/c Ratio 0.97 0.95 0.82 0.54 0.70 0.41 Eglinton Avenue West & Wincott Drive Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.03 1.00 0.56 1.03 0.61 0.78 v/c Ratio 1.61 0.98 0.63 1.08 0.59 0.78 Widdicombe Hill & Kipling Avenue Widdicombe Hill & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.91 0.18 0.85 0.45 0.14 0.79 v/c Ratio 0.73 0.31 0.56 0.44 0.10 0.47 Byland Road & Kipling Avenue Byland Road & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.16 0.33 0.01 0.19 0.27 v/c Ratio 0.16 0.33 0.01 0.19 0.27

Exhibit A-8: Scenario 4 (1-stage pedestrian crossing) – Synchro Results (PM) Exhibit A-6: Scenario 3 (1-stage pedestrian crossing) – Synchro Results (PM) Eglinton Avenue West & Widdicombe Hill Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 2.78 1.00 1.52 0.99 1.36 0.52 0.33 0.77 v/c Ratio 1.50 1.00 3.20 0.99 0.91 0.58 0.36 0.59 Eglinton Avenue West & Kipling Avenue Eglinton Avenue West & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.78 0.87 0.79 0.50 0.75 0.13 v/c Ratio 0.98 0.94 0.85 0.54 0.66 0.39 Eglinton Avenue West & Wincott Drive Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.70 0.81 0.46 0.99 0.54 0.71 v/c Ratio 1.14 0.81 0.46 1.04 0.53 0.71 Widdicombe Hill & Kipling Avenue Widdicombe Hill & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.90 0.19 0.89 0.58 0.28 0.74 v/c Ratio 0.61 0.27 0.60 0.50 0.19 0.49 Byland Road & Kipling Avenue Byland Road & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.16 0.39 0.01 0.34 0.27 v/c Ratio 0.16 0.39 0.01 0.34 0.27

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Exhibit A-11: Scenario 1 (2-stage pedestrian crossing) – Synchro Results (AM) Exhibit A-9: Scenario 5 (1-stage pedestrian crossing) – Synchro Results (AM) Eglinton Avenue West & Widdicombe Hill Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.95 0.88 0.99 0.99 0.94 0.73 0.32 0.34 v/c Ratio 1.05 1.00 0.64 1.00 0.75 0.67 0.20 0.33 Eglinton Avenue West & Kipling Avenue Eglinton Avenue West & Half Signal West Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBU EBT EBR WBU WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.43 1.04 1.25 1.00 0.78 0.55 0.32 0.29 0.60 0.08 v/c Ratio 0.62 0.67 0.36 Eglinton Avenue West & Wincott Drive Eglinton Avenue West & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.92 0.91 0.92 0.95 0.65 0.94 v/c Ratio 0.96 0.91 0.82 0.54 0.70 0.42 Widdicombe Hill & Kipling Avenue Eglinton Avenue West & Half Signal East Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBU EBT EBR WBU WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.73 0.32 0.14 0.43 0.12 0.39 v/c Ratio 0.74 0.37 0.65 Byland Road & Kipling Avenue Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio Unsignalized v/c Ratio 0.79 0.97 0.65 1.00 0.59 0.78 Widdicombe Hill & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Exhibit A-12: Scenario 1 (2-stage pedestrian crossing) – Synchro Results (PM) v/c Ratio 0.72 0.31 0.59 0.43 0.12 0.39 Byland Road & Kipling Avenue Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.16 0.30 0.01 0.18 0.27 v/c Ratio 1.25 1.00 1.25 0.99 1.08 0.60 0.43 0.61 Eglinton Avenue West & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Exhibit A-10: Scenario 5 (1-stage pedestrian crossing) – Synchro Results (PM) v/c Ratio 1.04 1.00 1.00 1.00 0.64 0.70 0.33 0.58 0.64 0.14 Eglinton Avenue West & Wincott Drive Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.81 0.73 0.70 0.88 0.58 0.80 v/c Ratio 1.50 1.00 1.50 0.99 0.91 0.58 0.36 0.59 Widdicombe Hill & Kipling Avenue Eglinton Avenue West & Half Signal West Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.78 0.34 0.19 0.47 0.24 0.38 v/c Ratio 0.65 0.69 0.37 Byland Road & Kipling Avenue Eglinton Avenue West & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio Unsignalized v/c Ratio 0.90 0.93 0.85 0.53 0.66 0.39 Eglinton Avenue West & Half Signal East Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.72 0.37 0.66 Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.49 0.81 0.46 0.99 0.54 0.71 Widdicombe Hill & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.73 0.32 0.60 0.47 0.24 0.39 Byland Road & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.16 0.35 0.01 0.29 0.27

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Exhibit A-13: Scenario 2 (2-stage pedestrian crossing) – Synchro Results (AM) Exhibit A-15: Scenario 3 (2-stage pedestrian crossing) – Synchro Results (AM)

Exhibit A-14: Scenario 2 (2-stage pedestrian crossing) – Synchro Results (PM) Exhibit A-16: Scenario 3 (2-stage pedestrian crossing) – Synchro Results (PM)

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Exhibit A-17: Scenario 4 (2-stage pedestrian crossing) – Synchro Results (AM) Exhibit A-19: Scenario 5 (2-stage pedestrian crossing) – Synchro Results (AM)

Eglinton Avenue West & Widdicombe Hill Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.58 0.90 0.95 1.00 1.26 0.60 0.22 0.65 v/c Ratio 1.00 0.88 0.99 0.97 0.94 0.73 0.32 0.34 Eglinton Avenue West & Kipling Avenue Eglinton Avenue West & Half Signal West Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.82 0.85 0.73 0.48 0.75 0.08 v/c Ratio 0.62 0.66 0.36 Eglinton Avenue West & Wincott Drive Eglinton Avenue West & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.00 0.88 0.94 0.98 0.69 1.03 v/c Ratio 0.96 0.91 0.82 0.54 0.70 0.42 Widdicombe Hill & Kipling Avenue Eglinton Avenue West & Half Signal East Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.91 0.18 0.85 0.45 0.14 0.79 v/c Ratio 0.74 0.37 0.65 Byland Road & Kipling Avenue Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.92 0.91 0.92 0.95 0.65 0.94 v/c Ratio 0.16 0.33 0.01 0.19 0.27 Widdicombe Hill & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Exhibit A-18: Scenario 4 (2-stage pedestrian crossing) – Synchro Results (PM) v/c Ratio 0.73 0.32 0.59 0.43 0.12 0.39 Byland Road & Kipling Avenue Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.16 0.30 0.01 0.18 0.27 v/c Ratio 1.85 1.00 1.13 0.99 2.16 0.60 0.43 0.84 Eglinton Avenue West & Kipling Avenue Exhibit A-20: Scenario 5 (2-stage pedestrian crossing) – Synchro Results (PM) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.78 0.87 0.79 0.50 0.75 0.13 Eglinton Avenue West & Widdicombe Hill Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.25 1.00 1.25 0.99 1.08 0.60 0.43 0.61 v/c Ratio 0.89 0.73 0.70 0.93 0.58 0.80 Eglinton Avenue West & Half Signal West Widdicombe Hill & Kipling Avenue Lane Group EBU EBT EBR WBU WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.65 0.67 0.37 v/c Ratio 0.90 0.19 0.88 0.58 0.28 0.74 Eglinton Avenue West & Kipling Avenue Byland Road & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.90 0.93 0.85 0.53 0.66 0.39 v/c Ratio 0.16 0.39 0.01 0.34 0.27 Eglinton Avenue West & Half Signal East Lane Group EBU EBT EBR WBU WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.69 0.37 0.67 Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.82 0.73 0.70 0.88 0.58 0.80 Widdicombe Hill & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.74 0.32 0.59 0.47 0.24 0.39 Byland Road & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.16 0.35 0.01 0.29 0.27

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Exhibit A-21: Scenario 1 (80 second cycle length) – Synchro Results (AM) Exhibit A-23: Scenario 2 (80 second cycle length) – Synchro Results (AM)

Exhibit A-22: Scenario 1 (80 second cycle length) – Synchro Results (PM) Exhibit A-24: Scenario 2 (80 second cycle length) – Synchro Results (PM)

February, 2010 Page 1-IV-B-11 February, 2010 Page 1-IV-B-12 REPORT REPORT

Exhibit A-25: Scenario 3 (80 second cycle length) – Synchro Results (AM) Exhibit A-27: Scenario 4 (80 second cycle length) – Synchro Results (AM)

Exhibit A-26: Scenario 3 (80 second cycle length) – Synchro Results (PM) Exhibit A-28: Scenario 4 (80 second cycle length) – Synchro Results (PM)

February, 2010 Page 1-IV-B-13 February, 2010 Page 1-IV-B-14 REPORT REPORT

Exhibit A-29: Scenario 5 (80 second cycle length) – Synchro Results (AM)

Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.14 1.00 1.12 1.11 0.68 0.63 0.18 0.29 Eglinton Avenue West & Half Signal West Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.67 0.58 0.36 Eglinton Avenue West & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.03 0.98 0.78 0.52 0.67 0.40 Eglinton Avenue West & Half Signal East Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.67 0.37 0.70 Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.01 1.01 1.02 1.06 0.59 0.76 Widdicombe Hill & Kipling Avenue APPENDIX C Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.63 0.27 0.68 0.47 0.14 0.42 Byland Road & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR DETAILED HCM ANALYSIS RESULT TABLES v/c Ratio 0.11 0.30 0.01 0.19 0.26

Exhibit A-30: Scenario 5 (80 second cycle length) – Synchro Results (PM)

Eglinton Avenue West & Widdicombe Hill Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 1.33 1.11 1.33 1.10 0.90 0.59 0.36 0.59 Eglinton Avenue West & Half Signal West Lane Group EBU EBT EBR WBU WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.70 0.61 0.37 Eglinton Avenue West & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.94 0.98 0.86 0.54 0.67 0.39 Eglinton Avenue West & Half Signal East Lane Group EBU EBT EBR WBU WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.64 0.37 0.71 Eglinton Avenue West & Wincott Drive Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.79 0.89 0.58 1.03 0.45 0.60 Widdicombe Hill & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.64 0.27 0.71 0.52 0.31 0.42 Byland Road & Kipling Avenue Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio 0.11 0.34 0.01 0.33 0.27

February, 2010 Page 1-IV-B-15 REPORT REPORT

Exhibit B-1: Existing Conditions – HCM Results (AM) Exhibit B-3: Scenario 1 – HCM Results (AM)

Eglinton Avenue West & Kipling Avenue (120 Seconds) Eglinton Avenue West & Kipling Avenue (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volumes 185 1475 72 129 1247 34 127 644 125 46 592 32 70U 60L Volumes 1475 72 1247 34 127 644 125 46 592 32 v/c Ratio (HCM) 0.71 0.79 0.66 0.65 0.95 0.61 0.15 0.41 0.81 0.06 185L 129L Vehicular Delay (HCM) 34.2 29.1 26.9 21.1 102.7 37.8 31.9 43.8 52.0 38.4 v/c Ratio (HCM) 0.96 0.97 0.97 0.87 0.82 0.58 0.46 0.38 0.76 0.07 Avg. Ped. Delay 34 34 41 41 Vehicular Delay (HCM) 81.3 24.6 107.8 38.5 61.7 34.8 33.9 37.6 45.3 32.8 71N 71N 77E 77E Avg. Ped. Delay 34 34 41 41 Max. Ped Delay 66S 66S 88W 88W 71N 71N 77E 77E Max. Ped Delay Eglinton Avenue West & Widdicombe Hill (120 Seconds) 66S 66S 88W 88W Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Widdicombe Hill (120 Seconds) Volumes 140 2159 114 63 1833 23 169 119 92 34 39 64 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR v/c Ratio (HCM) 1.14 0.94 0.44 0.68 0.79 0.58 0.24 0.26 105U 88U Volumes 1857 114 1833 23 169 119 92 34 39 64 Vehicular Delay (HCM) 143.3 27.0 51.4 10.9 64.1 46.5 41.7 41.4 140L 63L Avg. Ped. Delay 28 28 44 44 v/c Ratio (HCM) 0.98 1.00 0.68 0.96 0.77 0.63 0.23 0.29 55S 55S Vehicular Delay (HCM) 103.4 45.1 65.4 37.2 60.4 47.2 33.8 35.2 Max. Ped Delay 88 88 57N 57N Avg. Ped. Delay 28 28 44 44 Eglinton Avenue West & Wincott Drive (112 Seconds) 55S 55S Max. Ped Delay 88 88 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 57N 57N Volumes 57 1614 29 25 1479 73 49 96 80 107 80 57 Eglinton Avenue West & Wincott Drive (112 Seconds) v/c Ratio (HCM) 0.34 0.64 0.17 0.61 0.61 0.93 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vehicular Delay (HCM) 19.8 12.0 11.5 11.2 43.1 95.9 78U 71U Volumes 1614 29 1479 73 49 96 80 107 80 57 Avg. Ped. Delay 28 28 40 40 57L 25L Max. Ped Delay 55 55 80 80 v/c Ratio (HCM) 0.69 0.84 0.64 0.84 0.58 0.86 Vehicular Delay (HCM) 47.7 20.9 49.4 22.5 36.7 62.1 Avg. Ped. Delay 28 28 40 40 Exhibit B-2: Existing Conditions – HCM Results (PM) Max. Ped Delay 55 55 80 80 Widdicombe Hill & Kipling Avenue (120 Seconds) Eglinton Avenue West & Kipling Avenue (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volumes 109 32 47 22 59 14 42 910 26 26 742 81 Volumes 218 1534 39 150 1304 60 113 828 151 75 654 62 v/c Ratio (HCM) 0.82 0.31 0.08 0.34 0.03 0.07 0.29 0.07 v/c Ratio (HCM) 0.89 0.83 0.78 0.74 0.68 0.70 0.18 0.78 0.76 0.10 Vehicular Delay (HCM) 33.9 45.9 7.0 8.7 8.4 4.1 4.8 3.9 Vehicular Delay (HCM) 69.2 35.9 55.2 21.5 43.2 38.1 30.1 76.0 47.1 36.4 Avg. Ped. Delay 37 37 30 30 Avg. Ped. Delay 36 36 41 41 Max. Ped Delay 73 73 59 59 69S 69S 77E 77E Byland Road & Kipling Avenue (Unsignalized) Max. Ped Delay 75W 75W 88W 88W Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Widdicombe Hill (120 Seconds) Volumes 10 10 896 10 10 793 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volumes 179 1621 113 131 2103 62 179 144 119 72 110 155 v/c Ratio (HCM) 2.80 0.77 0.74 0.84 1.19 0.59 0.47 0.63 Vehicular Delay (HCM) 873.2 19.2 44.1 18.5 180.8 43.2 42.0 44.4 Avg. Ped. Delay 32 32 44 44 64S 64S Max. Ped Delay 88 88 65W 65W Eglinton Avenue West & Wincott Drive (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volumes 71 1362 33 41 1593 81 47 69 45 78 56 56 v/c Ratio (HCM) 0.42 0.51 0.18 0.61 0.55 0.78 Vehicular Delay (HCM) 12.0 8.1 6.1 8.2 46.6 61.9 Avg. Ped. Delay 28 28 44 44 Max. Ped Delay 55 55 88 88

February, 2010 Page 1-IV-C-1 February, 2010 Page 1-IV-C-2 REPORT REPORT

Exhibit B-4: Scenario 1 – HCM Results (PM) Exhibit B-5: Scenario 2 – HCM Results (AM)

Eglinton Avenue West & Kipling Avenue (120 Seconds) Eglinton Avenue West & Kipling Avenue (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 75U 63U Volumes 1535 257 1317 163 956 171 767 159 Volumes 1534 39 1304 60 113 828 151 75 654 62 218L 150L v/c Ratio (HCM) 0.87 0.70 0.87 0.63 0.72 0.43 v/c Ratio (HCM) 0.96 1.00 0.99 0.99 0.63 0.70 0.41 0.74 0.77 0.12 Vehicular Delay (HCM) 8.7 17.2 48.0 40.7 32.3 23.3 Vehicular Delay (HCM) 51.2 64.1 78.4 72.3 37.8 36.7 31.8 59.2 42.5 35.7 Avg. Ped. Delay 25 25 42 42 Avg. Ped. Delay 36 36 41 41 Max. Ped Delay 49 49 83 83 69S 69S 77E 77E Eglinton Avenue West & Widdicombe Hill (120 Seconds) Max. Ped Delay 75W 75W 88W 88W Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Widdicombe Hill (120 Seconds) 105U 148U Volumes 1857 114 1833 23 169 119 92 34 39 64 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 140L 63L 78U 101U v/c Ratio (HCM) 0.98 1.00 0.95 0.96 0.77 0.63 0.23 0.29 Volumes 1621 113 1640 62 179 144 119 72 110 155 179L 131L Vehicular Delay (HCM) 103.4 45.1 91.2 43.2 60.4 47.2 44.0 45.2 v/c Ratio (HCM) 0.99 1.00 0.95 1.00 0.96 0.53 0.38 0.51 Avg. Ped. Delay 28 28 44 44 Vehicular Delay (HCM) 104.6 52.3 86.9 44.2 96.1 38.7 38.4 40.1 55S 55S Max. Ped Delay 88 88 Avg. Ped. Delay 32 32 44 44 57N 57N 64S 64S Eglinton Avenue West & Wincott Drive (112 Seconds) Max. Ped Delay 88 88 65W 65W Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Eglinton Avenue West & Wincott Drive (120 Seconds) 148U 71U Volumes 1614 29 1479 73 49 96 80 107 80 57 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 57L 25L 65U 77U v/c Ratio (HCM) 0.96 0.84 0.64 0.85 0.58 0.86 Volumes 1362 33 1593 81 47 69 45 78 56 56 71L 41L Vehicular Delay (HCM) 99.5 25.6 57.8 28.7 39.2 62.1 v/c Ratio (HCM) 0.53 0.69 0.51 0.85 0.55 0.77 Avg. Ped. Delay 28 28 40 40 Vehicular Delay (HCM) 47.5 13.9 50.0 27.4 46.2 61.0 55S 55S Max. Ped Delay 80 80 Avg. Ped. Delay 28 28 44 44 56N 56N Max. Ped Delay 55 55 88 88 Widdicombe Hill & Kipling Avenue (120 Seconds) Widdicombe Hill & Kipling Avenue (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 256U Volumes 109 32 47 22 59 14 910 26 26 742 81 Volumes 104 62 17 25 49 17 51 1094 34 46 856 66 42L v/c Ratio (HCM) 0.80 0.30 0.12 0.41 0.03 0.13 0.32 0.05 v/c Ratio (HCM) 0.74 0.28 0.57 0.35 0.02 0.08 0.35 0.07 Vehicular Delay (HCM) 75.6 45.7 3.7 4.5 2.8 4.8 5.1 3.8 Vehicular Delay (HCM) 52.2 43.2 19.2 1.7 0.0 9.8 11.7 9.3 Avg. Ped. Delay 38 38 29 29 Avg. Ped. Delay 43 43 26 26 Max. Ped Delay 75 75 57 57 47E 47E Max. Ped Delay 85 85 Byland Road & Kipling Avenue (Unsignalized) 57W 57W Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Byland Road & Kipling Avenue (120 Seconds) Volumes 10 10 1092 10 10 843 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 231U Volumes 10 10 896 10 793 10L v/c Ratio (HCM) 0.08 0.32 0.01 0.44 0.25 Vehicular Delay (HCM) 52.8 5.2 3.7 14.3 0.6 Avg. Ped. Delay 46 46 25 25 Max. Ped Delay 92 92 50 50

February, 2010 Page 1-IV-C-3 February, 2010 Page 1-IV-C-4 REPORT REPORT

Exhibit B-6: Scenario 2 – HCM Results (PM)

Eglinton Avenue West & Kipling Avenue (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volumes 1672 257 1442 210 1159 226 879 175 v/c Ratio (HCM) 0.94 0.81 0.95 0.60 0.73 0.44 Vehicular Delay (HCM) 8.5 24.7 50.8 31.5 27.8 22.3 Avg. Ped. Delay 26 26 41 41 Max. Ped Delay 51 51 81 81 Eglinton Avenue West & Widdicombe Hill (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 78U 164U Volumes 1621 113 1640 62 179 144 119 72 110 155 179L 131L v/c Ratio (HCM) 0.99 1.00 1.21 1.00 0.96 0.54 0.38 0.51 Vehicular Delay (HCM) 104.6 52.3 161.2 61.6 96.1 39.0 38.3 39.6 Avg. Ped. Delay 32 32 44 44 64S 64S Max. Ped Delay 88 88 65N 65N Eglinton Avenue West & Wincott Drive (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 140U 77U APPENDIX V Volumes 1362 33 1593 81 47 69 45 78 56 56 71L 41L v/c Ratio (HCM) 0.81 0.69 0.51 0.86 0.55 0.77 Vehicular Delay (HCM) 69.2 10.5 50.0 27.5 46.2 31.0 Avg. Ped. Delay 28 28 44 44 EGLINTON AVENUE LRT – EGLINTON AVENUE AT JANE STREET SYNCHRO Max. Ped Delay 55 55 88 88 ASSESSMENT Widdicombe Hill & Kipling Avenue (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 263U Volumes 104 62 17 25 49 17 1094 34 46 856 66 51L v/c Ratio (HCM) 0.75 0.29 0.63 0.41 0.03 0.15 0.39 0.05 Vehicular Delay (HCM) 48.9 44.3 22.8 1.7 0.0 10.7 12.1 9.2 Avg. Ped. Delay 43 43 26 26 46E 46E Max. Ped Delay 86 86 56W 56W Byland Road & Kipling Avenue (120 Seconds) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 293U Volumes 10 10 1092 10 843 10L v/c Ratio (HCM) 0.08 0.42 0.01 0.59 0.27 Vehicular Delay (HCM) 52.8 7.7 5.1 27.2 0.7 Avg. Ped. Delay 46 46 25 25 Max. Ped Delay 92 92 50 50

February, 2010 Page 1-IV-C-5