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BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive
McCormick Rankin Corporation October 2008 Page ii
Bus Rapid Transit (BRT) Project
Preliminary Design and CEAA Submission
Excerpts From
Traffic Impact Analysis – BRT East
Mississauga, Ontario
October 2008
McCormick Rankin Corporation
2655 North Sheridan Way
Mississauga, ON L5K 2P8
Tel: 905.823.8500
Fax: 905.823.8503
Email: [email protected]
www.mrc.ca
Work Order No. 106964
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Technical Appendix
McCormick Rankin Corporation October 2008 Page 3
TABLE OF CONTENTS
1. INTRODUCTION 4
2. EXISTING TRAFFIC CONDITIONS 5
2.1 Mavis Road 5
2.2 Hurontario Street 5
2.3 Central Parkway East 8
2.4 Cawthra Road 8
2.5 Tomken Road 8
2.6 Dixie Road 8
2.7 Eastgate Parkway – Fieldgate Drive to Eglinton Avenue 11
2.8 Eglinton Avenue – Tahoe Boulevard to Commerce Boulevard 11
2.9 Renforth Drive 11
3. CONSTRUCTION STAGING TRAFFIC IMPACTS 12
3.1 Temporary Closure of Sherwoodtowne Boulevard at Hurontario 12
3.2 Temporary Closure of Commerce Boulevard at Eglinton Avenue East 15
3.3 Temporary Closure of Explorer Drive at Eglinton Avenue East 15
3.4 Temporary Closure of Spectrum Way at Eglinton Avenue East Error! Bookmark not
defined.
4. BUILT FACILITY TRAFFIC IMPACTS 16
4.1 Dixie Road 16
4.2 Rathburn Road Bus Rapid Transit Access 20
4.3 Eglinton Avenue Lane Reductions 21
TECHNICAL APPENDICES
A. Existing Conditions Capacity Analysis Output
B. Construction Staging Capacity Analysis Output
C. Built-Facility Capacity Analysis Output
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Introduction
McCormick Rankin Corporation October 2008 Page 4
<Note – this document is excerpted from the broader BRT East Traffic Impact Analysis
report; the segments included here are only those that are related to the EA Addendum.>
1. INTRODUCTION
Traffic analysis was carried out to reflect existing conditions throughout the BRT corridor
between Mavis Road and Renforth Drive. Specifically, the analysis identified operating levels of
service for the following road sections:
• Mavis Road between Rathburn Road and Huntington Ridge Drive
• Hurontario Street between Robert Speck Parkway and Kingsbridge Garden Circle
• Central Parkway between Rathburn Road and Laurentian Avenue
• Eastgate Parkway between Cawthra Road and Eglinton Avenue
• Eglinton Avenue between Eastgate Parkway and Matheson Boulevard East
The existing conditions analysis reflected the current traffic signal control timing plans provided
by the City of Mississauga, the Region of Peel and the City of Toronto. The traffic analysis
assessed conditions sufficiently upstream and downstream along the road facilities in the vicinity
of the BRT to ensure that vehicle arrivals at intersections adjacent to the planned transit service
were appropriately modelled.
Future operating conditions associated with the improvements implemented to accommodate the
BRT and the incremental transit and commuter traffic generated by the facility i.e. the ‘built-
facility’ conditions were assessed, as required, to support the preliminary design. Similarly,
detailed evaluations of the impacts related to proposed construction staging configurations were
undertaken to confirm the adequacy of temporary operating conditions. This analysis also
determined the magnitude of any required traffic diversion away from the construction zone
where capacity constraints will be encountered.
The traffic impact evaluation of existing conditions and conditions related to the built facility and
construction staging reflects two levels of analysis. A capacity analysis was first carried out
using Synchro 7 to assess the degree of capacity utilization and this was supplemented by a
detailed micro-simulation analysis (using VISSIM) to assess vehicular delay and queuing impacts
in the vicinity of the planned facility. Each of these analysis tools was applied to evaluate
weekday operational impacts during the morning and afternoon peak hours.
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Existing Traffic Conditions
McCormick Rankin Corporation October 2008 Page 5
2. EXISTING TRAFFIC CONDITIONS
2.1 Mavis Road
2.2 Hurontario Street
The existing lane configuration and travel demand at intersections along Hurontario Street and
Rathburn Road are illustrated in Figure 2. The level-of-service calculations are summarized
below in Table 2 and detailed capacity analysis output is included in the Technical Appendix.
We note that turning movement data reflects conditions between May and September 2007 and
that the recent extension of Confederation Parkway across Highway 403 may likely have had an
impact on travel patterns between Mavis Road and Hurontario Street. To this end, any possible
traffic diversion from the Hurontario Street corridor has not been reflected in the traffic analysis.
The Hurontario Street corridor is currently operating at capacity during both the weekday
morning and afternoon peak hours and travel demand is intermittently greater than critical
intersection capacity, particularly through the Highway 403 ramp terminal intersections. This
peaking results in demand that is not always served during individual signal cycles.
Peak direction southbound traffic flow approaching the Highway 403 north ramp terminal
intersection during the morning peak hour is at capacity. Corresponding turning movements
from the westbound off-ramp are also capacity-constrained with left and right-turn demands of
over 1,000 vehicles each. The northbound through movement at the south ramp terminal
intersection also operates at capacity while right-turning traffic approaching Hurontario Street
from Sherwoodtowne Boulevard approaches capacity. Notwithstanding the morning peak hour
capacity constraints at these intersections, queuing and delay impacts are manageable. The
eastbound left/through movements at the south ramp terminal intersection operate with a level-
of-service ‘E’ during the morning peak hour while all other movements at the two ramp terminal
intersections operate with a levels-of-service ‘D’ or better.
Figure 1 Existing Traffic Volumes: Hurontario Street
AM Peak Hour PM Peak Hour
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Existing Traffic Conditions
McCormick Rankin Corporation October 2008 Page 6
Morning peak hour traffic operations along Hurontario Street at Square One Drive and Robert
Speck Parkway reflect adequate levels of service with periodic southbound left-turn queuing
impacts at Robert Speck Parkway. The observed left-turn demand is 450 vehicles and the
estimated 95th percentile queue length extends approximately 25 metres into the adjacent
through lane. With the exception of left-turn levels-of-service ‘E’ at Robert Speck Parkway, all
other movements at these intersections operate with a level-of-service ‘D’ or better.
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Existing Traffic Conditions
McCormick Rankin Corporation October 2008 Page 7
Table 1 Existing Intersection Levels of Service: Hurontario Street
Level of Service
Weekday
A.M. Peak Hour
Weekday
P.M. Peak Hour
Intersection/Movement
V/C Delay LOS Queue1 V/C Delay LOS Queue1
Hurontario St at Hwy 403 E-N/S Ramp
Westbound Left/Right
Northbound Through
Southbound Through
1.22
0.57
1.06
39/21 s
21 s
19 s
D/C
C
B
151 m
122 m
116 m
0.92
0.92
0.93
42/14 s
14 s
27 s
D/B
B
C
86 m
172 m
165 m
Hurontario St at Hwy 403 W-N/S Ramp
Eastbound Left/Through
Eastbound Right
Westbound Right
Northbound Through
Northbound Right
Southbound Through
0.45
0.29
0.91
1.09
0.01
0.86
58/60 s
47 s
33 s
17 s
9 s
5 s
E/E
D
C
B
A
A
59 m
32 m
50 m
155 m
0 m
44 m
1.05
0.69
1.46
0.87
0.02
0.79
62/64 s
34 s
49 s
22 s
13 s
9 s
E/E
C
D
C
B
A
84 m
41 m
103 m
252 m
0 m
86 m
Hurontario St at Square One Dr
Eastbound Left
Eastbound Right
Westbound Right
Northbound Left
Northbound Through
Southbound Through
Southbound Right
0.41
0.16
0.42
0.17
0.48
0.59
0.16
38 s
4 s
13 s
3 s
4 s
15 s
9 s
D
A
B
A
A
B
A
19 m
19 m
0 m
0 m
43 m
167 m
0 m
0.66
0.26
0.40
0.15
0.73
0.56
0.14
38 s
4 s
18 s
8 s
14 s
24 s
17 s
D
A
B
A
B
C
B
37 m
37 m
0 m
0 m
208 m
173 m
5 m
Hurontario St at Robert Speck Parkway
Eastbound Left
Eastbound Through
Eastbound Right
Westbound Left
Westbound Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through
Southbound Right
0.76
0.24
0.22
0.32
0.17
0.38
0.47
0.77
0.22
0.86
0.48
0.40
63 s
44 s
3 s
57 s
47 s
9 s
23 s
28 s
4 s
65 s
13 s
5 s
E
D
A
E
D
A
C
C
A
E
B
A
65 m
26 m
0 m
22 m
19 m
14 m
18 m
115 m
0 m
152 m
58 m
0 m
0.76
0.21
0.34
0.34
0.19
0.92
0.58
0.92
0.04
0.72
0.77
0.44
48 s
42 s
4 s
38 s
48 s
22 s
28 s
34 s
6 s
67 s
12 s
5 s
D
D
A
D
D
C
C
C
A
E
B
A
106 m
28 m
9 m
36 m
24 m
85 m
21 m
149 m
0 m
60 m
49 m
0 m
Rathburn Rd at Centre View Dr
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Westbound Left/Through/Right (H.St.Off-Ramp)
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
0.03
0.69
0.62
0.12
0.74
0.79
0.04
0.28
1.07
0.39
20 s
27/18 s
34 s
20/10 s
46/44/28 s
74 s
39 s
4 s
55 s
40/38 s
C
C/B
C
B/A
D/D/C
E
D
A
D
D/D
4 m
80 m
38 m
20 m
53 m
51 m
13 m
13 m
81 m
32 m
0.16
0.53
1.11
0.78
0.89
1.10
0.28
0.44
0.17
0.02
56 s
29/16 s
47 s
26/23 s
47/45/35
61 s
46 s
20 s
49 s
39/0 s
E
C/B
D
C/C
D/D/D
E
D
B
D
D/A
6 m
55 m
96 m
150 m
87 m
75 m
55 m
55 m
16 m
6 m
Note: 1. Queue length reflects 95th percentile conditions
Notwithstanding adequate morning peak hour levels of service at the Rathburn Road intersection
with City Centre Drive, the southbound left-turn movement onto Rathburn Road operates at
capacity with a demand approaching 300 vehicles. With the exception of the northbound left-
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Existing Traffic Conditions
McCormick Rankin Corporation October 2008 Page 8
turn level-of-service ‘E’, all other movements at the Rathburn Road/City Centre Drive
intersection operate at a level-of-service ‘D’ or better.
During the afternoon peak hour, operating conditions approach capacity at the Highway 403
north ramp terminal intersection. The eastbound left/through and westbound right-turn
movements at the south ramp terminal intersection operate at capacity and although the
northbound through movement only approaches capacity, 95th percentile northbound vehicle
queues extend to Square One Drive. The eastbound left/through movements at the south ramp
terminal intersection operate with a level-of-service ‘E’ during the afternoon peak hour while all
other movements at the ramp terminal intersections operate with a levels-of-service ‘D’ or better.
Notwithstanding adequate capacity at the Hurontario Street intersection with Square One Drive,
afternoon peak hour northbound queues approaching the intersection extend nearly to Robert
Speck Parkway. We note that this is not an extension of the queuing impacts at the Highway 403
south ramp terminal intersection, but is related to the impact of the westbound right turning
traffic from Robert Speck Parkway. Although this right-turn movement and the northbound
through movement at Robert Speck Parkway each approach capacity during the afternoon peak
hour, average vehicle delays and queuing are manageable. With the exception of the southbound
left-turn level-of-service ‘E’, all other movements operate with a level-of-service ‘D’ or better.
The westbound (Rathburn Road) and northbound left-turn movements at the Rathburn Road
intersection with City Centre Drive currently operate at capacity during the afternoon peak hour.
With the exception of northbound and eastbound left-turn levels-of-service ‘E’, all other
movements at this intersection operate at levels-of-service ‘D’ or better. We note that the
eastbound left-turn volume is less than 15 vehicles.
2.3 Central Parkway East
2.4 Cawthra Road
2.5 Tomken Road
2.6 Dixie Road
The existing lane configuration and peak hour travel demand at intersections along Dixie Road
between Eastgate Parkway and Crestlawn Drive are illustrated in Figure 6. The level-of-service
calculations are summarized in Table 6 and the detailed capacity analysis output is provided in
the Technical Appendix.
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Existing Traffic Conditions
McCormick Rankin Corporation October 2008 Page 9
Table 2 Existing Intersection Levels of Service: Dixie Road
Level of Service
Weekday
A.M. Peak Hour
Weekday
P.M. Peak Hour
Intersection/Movement
V/C Delay LOS Queue1 V/C Delay LOS Queue1
Dixie Road at Eastgate Parkway
Eastbound Left
Eastbound Through
Eastbound Right
Westbound Left
Westbound Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through
Southbound Right
0.61
0.84
0.33
0.62
0.24
0.04
0.83
0.62
0.61
0.18
0.40
0.23
41 s
42 s
19 s
75 s
45 s
7 s
70 s
19 s
12 s
48 s
26 s
3 s
D
D
B
E
D
A
E
B
B
D
C
A
69 m
168 m
12 m
14 m
32 m
0 m
57 m
102 m
39 m
9 m
50 m
0 m
0.84
0.19
0.48
0.77
0.90
0.09
0.77
0.37
0.08
0.07
1.02
0.48
47 s
50 s
27 s
58 s
56 s
11 s
67 s
16 s
1 s
23 s
24 s
10 s
D
D
C
E
E
B
E
B
A
C
C
A
54 m
32 m
62 m
148 m
152 m
0 m
40 m
47 m
0 m
5 m
165 m
10 m
Dixie Road at South Gateway Road
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
0.21
0.26
0.14
0.10
0.34
0.05
0.44
0.04
0.81
0.20
60 s
48/8 s
50 s
59 s
9 s
8 s
1 s
2 s
20 s
1/1 s
E
D/A
D
E
A
A
A
A
B
A/A
10 m
1 m
11 m
11 m
6 m
0 m
19 m
0 m
13 m
9 m
0.27
0.34
0.66
0.05
0.32
0.45
0.27
0.06
0.41
0.57
61 s
33/13 s
61 s
59 s
5 s
40 s
3 s
2 s
13 s
10/9 s
E
C/B
E
E
A
D
A
A
B
A/A
19 m
8 m
34 m
6 m
0 m
3 m
17 m
0 m
14 m
90 m
Dixie Road at Crestlawn Drive
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through/Right
0.67
0.25
0.06
0.17
0.28
0.44
0.19
0.29
63 s
44/6 s
58 s
21/13 s
11 s
3/2 s
18 s
4/4 s
E
D/A
E
C/B
B
A/A
B
A/A
39 m
7 m
8 m
0 m
12 m
29 m
2 m
27 m
0.66
0.78
0.06
0.12
0.94
0.29
0.14
0.59
60 s
63/13 s
56 s
55/10 s
34 s
4/3 s
12 s
6/6 s
E
E/B
E
D/A
C
A/A
B
A/A
49 m
27 m
7 m
7 m
13 m
22 m
2m
60 m
The current morning peak hour operating conditions at the Dixie Road intersection with Eastgate
Parkway reflect volume-to-capacity ratios less than 0.85 and levels-of-service ‘D’ or better with
the exception of the westbound and northbound left-turn movement levels-of-service ‘E’.
During the afternoon peak hour, the southbound through movement operates at capacity and the
westbound through movement approaches capacity. Corresponding southbound and westbound
queue lengths extend approximately 170 and 150 metres, respectively. The westbound and
northbound left-turn and westbound through movements operate at a level-of-service ‘E’ while
all other movements operate at a level-of-service ‘D’ or better during the afternoon peak hour.
Operating conditions at the Dixie Road intersection with South Gateway Road reflect ample
capacity as lower side-street volumes place less demand on intersection capacity. Operating
conditions reflect similar capacity utilization and levels of service at the Dixie Road intersection
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Existing Traffic Conditions
McCormick Rankin Corporation October 2008 Page 10
with Crestlawn Drive. The only exception to this is that the unprotected northbound left-turn
movement approaches capacity during the afternoon peak hour. The corresponding demand is
less than 80 vehicles, but the opposing flow reflects the peak direction and permissive capacity is
limited. Notwithstanding the constraint, there is an opportunity to provide protected-permissive
phasing for this movement to accommodate a higher demand.
The side-street left-turn movements at South Gateway Road and Crestlawn Drive operate with
levels-of-service ‘E’ during each of the peak hours. The eastbound through movement at
Crestlawn Drive and the westbound through movement at South Gateway Road operate with
levels-of-service ‘E’ during the afternoon peak hour. We note that the corresponding through
volumes are less than 10 vehicles in each case. All other movements at these intersections
operate at a level-of-service ‘D’ or better during the peak hours.
Figure 2 Existing Traffic Volumes: Dixie Road
AM Peak Hour PM Peak Hour
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Existing Traffic Conditions
McCormick Rankin Corporation October 2008 Page 11
2.7 Eastgate Parkway – Fieldgate Drive to Eglinton Avenue
2.8 Eglinton Avenue – Tahoe Boulevard to Commerce Boulevard
2.9 Renforth Drive
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Construction Staging Traffic Impacts
McCormick Rankin Corporation October 2008 Page 12
3. CONSTRUCTION STAGING TRAFFIC IMPACTS
3.1 Temporary Closure of Sherwoodtowne Boulevard at Hurontario
The construction of the proposed bus rapid transit access on Rathburn Road immediately east of
the Hurontario Street structure requires the temporary closure of Sherwoodtowne Boulevard
opposite the Highway 403 W-N/S Ramp terminal. The evaluation of the impact of this closure
was carried out by first estimating the proportion of westbound traffic passing through the
residential and office development along Sherwoodtowne Boulevard to access Hurontario Street
from Rathburn Road. Through traffic and traffic that is locally generated (by uses along
Sherwoodtowne Boulevard) was then reassigned to the surrounding road network to reflect the
temporary closure of the Sherwoodtowne Boulevard connection to Hurontario Street.
Establishing the estimated through traffic volume incorporated the following approach and
assumptions:
• Low-level office uses along Sherwoodtowne Boulevard share approximately 890 surface
parking spaces and were assumed to represent 800 employees.
• High-level office uses in two buildings have an estimated gross floor area of approximately
12,000 m2 and 400 employees, assuming approximately 30m
2 per employee.
• An adjacent residential condominium is assumed to contain an estimated 200 units.
• The estimated combined office and residential trip generation was compared to the total
number of trips entering and leaving Sherwoodtowne Boulevard via Hurontario Street and
Rathburn Road. The difference provided a basis for estimating the number of through trips
in the westbound direction (100 trips and 150 trips during the morning and afternoon peak
hours, respectively).
Traffic that currently turns onto Hurontario Street from Sherwoodtowne Boulevard (120 trips
and 175 trips during the morning and afternoon peak hours, respectively) was reassigned in the
following manner to reflect the temporary closure:
• One third of the locally-generated traffic was reassigned to Central Parkway and the balance
was reassigned to Rathburn Road west of City Centre Drive and Hurontario via Rathburn
Road, City Centre Drive and Square One Drive based on available capacity.
• Half of the through traffic was assumed to originate from each of Shipp Drive and westbound
Rathburn Road based on existing turning movement distribution. Through traffic originating
from Shipp Drive was reassigned to Hurontario Street via Robert Speck Parkway. Through
traffic originating from the east was reassigned based on an equal split between Central
Parkway and Hurontario Street via Rathburn Road, City Centre Drive and Square One Drive.
• Traffic entering Sherwoodtowne Boulevard from the Highway 403 W-N/S Ramp and from
northbound Hurontario Street was reassigned to Robert Speck Parkway via Hurontario Street.
The adjusted turning movement volumes based on the assumptions described above are reflected
in the peak hour traffic volumes summarized in Figure 10. Capacity and micro-simulation
analysis was carried out to assess the morning and afternoon peak hour impacts related to the
assumed redistribution of existing Sherwoodtowne Boulevard traffic. The corresponding level-
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Construction Staging Traffic Impacts
McCormick Rankin Corporation October 2008 Page 13
of-service impacts are summarized in Table 10. We note once again that existing turning
movement data reflects conditions in 2007 and that the recent extension of Confederation
Parkway across Highway 403 may likely have had an impact on travel patterns between Mavis
Road and Hurontario Street. To this end, any possible traffic diversion from the Hurontario
Street corridor has not been reflected in the traffic analysis.
Figure 3 Staging Scenario Traffic Volumes: Hurontario Street
AM Peak Hour PM Peak Hour
The temporary closure of Sherwoodtowne Boulevard at Hurontario Street results in improved
operating conditions at each of the Highway 403 Ramp terminal intersections. Diversion of a
portion of the existing right-turning traffic from Sherwoodtowne Boulevard (to Central Parkway
and west along Rathburn Road) and the conversion of the shared lane configuration on the W-
N/S Ramp to a double left-turn lane serve to improve operating conditions.
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Construction Staging Traffic Impacts
McCormick Rankin Corporation October 2008 Page 14
Table 3 Intersection Levels of Service: Hurontario Street Construction Staging
Level of Service
Weekday
A.M. Peak Hour
Weekday
P.M. Peak Hour
Intersection/Movement
V/C Delay LOS Queue1 V/C Delay LOS Queue1
Hurontario St at Hwy 403 E-N/S Ramp
Westbound Left/Right
Northbound Through
Southbound Through
1.21
0.54
1.06
41/19 s
13 s
19 s
D/B
B
B
174 m
79 m
121 m
0.92
0.87
0.93
41/14 s
9 s
24 s
D/B
A
C
88 m
68 m
158 m
Hurontario St at Hwy 403 W-N/S Ramp
Eastbound Left
Eastbound Right
Northbound Through
Southbound Through
0.60
0.70
0.96
0.76
58 s
49 s
21 s
5 s
E
D
C
A
61 m
50 m
189 m
54 m
0.73
0.93
0.90
0.82
58 s
45 s
22 s
11 s
E
D
C
B
77 m
70 m
255 m
104 m
Hurontario St at Square One Dr
Eastbound Left
Eastbound Right
Westbound Right
Northbound Left
Northbound Through
Southbound Through
Southbound Right
0.66
0.10
0.42
0.23
0.54
0.66
0.17
38 s
4 s
20 s
2 s
5 s
20 s
14 s
D
A
B
A
A
B
B
38 m
38 m
0 m
0 m
45 m
203 m
0 m
0.77
0.18
0.40
0.22
0.81
0.63
0.15
40 s
4 s
25 s
7 s
13 s
24 s
16 s
D
A
C
A
B
C
B
67 m
67 m
0 m
0 m
136 m
189 m
3 m
Hurontario St at Robert Speck Parkway
Eastbound Left
Eastbound Through
Eastbound Right
Westbound Left
Westbound Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through
Southbound Right
0.76
0.24
0.22
0.32
0.17
0.45
0.50
0.87
0.26
0.82
0.48
0.40
61 s
46 s
3 s
56 s
44 s
9 s
27 s
30 s
4 s
73 s
10 s
4 s
E
D
A
E
D
A
C
C
A
E
A
A
64 m
26 m
0 m
25 m
19 m
16 m
19 m
116 m
0 m
168 m
47 m
0 m
0.81
0.19
0.32
0.31
0.15
0.98
0.57
0.96
0.07
0.99
0.78
0.43
54 s
41 s
5 s
40 s
45 s
20 s
28 s
35 s
8 s
82 s
13 s
4 s
D
D
A
D
D
B
C
C
A
F
B
A
110 m
29 m
10 m
38 m
24 m
92 m
20 m
148 m
0 m
93 m
52 m
0 m
Rathburn Rd at Centre View Dr
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Westbound Left/Through/Right (H.St.Off-Ramp)
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
0.03
0.79
0.87
0.13
0.81
0.63
0.03
0.24
0.88
0.32
30 s
35/30 s
48 s
26/22 s
49/48/35 s
54 s
37 s
8 s
46 s
39/26 s
C
C/C
D
C/C
D/D/C
D
D
A
D
D/C
6 m
101 m
73 m
27 m
53 m
37 m
15 m
15 m
73 m
30 m
0.19
0.94
0.95
0.82
0.97
0.98
0.25
0.41
0.15
0.02
58 s
42/26 s
49 s
29/32 s
45/43/33
51 s
41 s
18 s
46 s
38/0 s
E
D/C
D
C/C
D/D/C
D
D
B
D
D/A
6 m
67 m
176 m
204 m
85 m
63 m
41 m
41 m
14 m
5 m
Note: 1. Queue length reflects 95th percentile conditions
Additional left-turning traffic from Square One Drive onto Hurontario Street can be
accommodated while maintaining all individual movement volume-to-capacity ratios below
0.85. Similarly, all movements can continue to operate with a level-of-service ‘D’ or better
during each of the peak hours. An increase in the 95th percentile southbound queue length from
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Construction Staging Traffic Impacts
McCormick Rankin Corporation October 2008 Page 15
approximately 170 to 205 metres approaches the ramp exit from Hurontario Street onto Rathburn
Road, but is not a prohibitive impact.
Maintaining adequate operating conditions at the Rathburn Road intersection with City Centre
Drive will require the reallocation of green time from the eastbound through movement to the
protected westbound left-turn phase (from Rathburn Road). A nominal reallocation of green
time from the Hurontario Street ramp phase to City Centre Drive/Centre View Drive approaches
will also address current capacity constraints on these approaches. With the exception of an
eastbound left-turn level-of-service ‘E’ during the afternoon peak hour, all other movements will
operate with a level-of-service ‘D’ or better. We note, however, that critical movements will
continue to operate at capacity during the afternoon peak hour.
Morning peak hour impacts at the Hurontario Street intersection with Robert Speck Parkway can
be accommodated while maintaining similar levels of service to existing conditions.
Notwithstanding the reallocation of green time to accommodate increased southbound left-turn
demand, individual volume-to-capacity ratios do not exceed 0.87. During the afternoon peak
hour, the westbound right-turn, northbound through and southbound left-turn movements can be
expected to operate at capacity as the result of the expected traffic diversion related to the
Sherwoodtowne Boulevard closure. Notwithstanding a resulting level-of-service ‘F’ for the
southbound left-turn movement, the estimated 95th percentile queue length (93 metres) can be
accommodated by the available turning bay storage. The analysis indicates that all other
movements will operate with a level-of-service ‘D’ or better during the afternoon peak hour.
Based on the assumed traffic diversion and potential for minor modifications to existing traffic
signal timings, the temporary closure of Sherwoodtowne Boulevard can be accommodated for
the purpose of constructing the bus rapid transit connection to Rathburn Road.
3.2 Temporary Closure of Commerce Boulevard at Eglinton Avenue East
3.3 Temporary Closure of Explorer Drive at Eglinton Avenue East
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Technical Appendix
McCormick Rankin Corporation October 2008
4. BUILT FACILITY TRAFFIC IMPACTS
4.1 Dixie Road
The implementation of the BRT in the vicinity of Dixie Road includes a planned transit vehicle
access to the east side of Dixie Road between Eastgate Parkway and South Gateway Road. This
access will accommodate transit vehicles approaching and leaving the transitway towards the
north only. Accordingly, traffic signal control assessed at this location as part of the traffic
analysis requires that only northbound traffic stop to accommodate southbound left-turning and
westbound right-turning transit vehicles, as required. Southbound traffic will not be required to
stop at any time at this ‘half’ signal. Notwithstanding the benefit of traffic signal control at the
planned transit driveway, the traffic analysis has also considered the potential impacts without
traffic signals.
Planned access to the commuter park and ride facility at the Dixie station will be provided from
Fewster Drive and commuters will approach the facility via the Dixie Road/Crestlawn Drive
intersection. Although Fewster Drive can also be accessed via the Burgoyne Street connection to
Eglinton Avenue, the analysis reflects a conservative assumption that all commuters will use
Dixie Road. The proportion of traffic generated by the park and ride facility and assumed to
approach from the north is only 10% and, therefore, any redistribution of traffic to Burgoyne
Street will have only a marginal impact at this signalized intersection.
The planned transit access north of Eastgate Parkway has been assumed to accommodate an
inbound demand of 23 and 25 buses during the morning and afternoon peak hours, respectively.
Similarly, the projected outbound demand during the morning and afternoon peak hours is 25
and 23 buses, respectively.
Commuter park and ride traffic volumes were estimated on the basis of surveys undertaken at a
similar facility at the Mississauga City Centre. That lot has 200 parking spaces and generated
130 inbound and 3 outbound trips during a two-hour morning peak period survey between 6:30
and 8:30 a.m. The corresponding peak hour traffic generation was 91 inbound and 3 outbound
trips between 7:25 and 8:25 a.m. The planned parking capacity at the Dixie BRT station is also
200 spaces and the traffic analysis has reflected the same morning peak hour trip generation
observed at the City Centre. The traffic analysis reflects the assumption that the corresponding
afternoon peak hour traffic generation is simply the reverse of the morning i.e. 3 inbound and 91
outbound trips.
The distribution of commuter park and ride traffic will be predominantly to/from the south as the
land use north of the station all the way to Steeles Avenue between Highways 10 and 427 is
primarily industrial. Accordingly, the traffic analysis reflects 10% of commuter traffic
approaching from the north, 55% from south of Eastgate Parkway, 15% from Eastgate Parkway
west of Dixie Road (via Tomken Road south of Eastgate Parkway) and 20% from Eastgate
Parkway east of Dixie Road (via Fieldgate Drive).
The morning and afternoon peak hour traffic volumes summarized in Figure 14 reflect the sum
of the existing demand and the projected transit and commuter traffic described above.
Corresponding level-of-service impacts are summarized in Table 14.
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Technical Appendix
McCormick Rankin Corporation October 2008
Figure 4 Built Facility Conditions: Dixie Road
AM Peak Hours PM Peak Hour
Commuter traffic generation has been assumed to be new traffic on the road network where, in
fact, it is likely that at least a portion of this demand is already travelling along Dixie Road
and/or Eastgate Parkway. Notwithstanding this, the relative level-of-service impacts during the
peak hours can be accommodated by the existing road network.
A comparison of the existing and projected operating conditions described in Tables 6 and 14
confirms that individual movement, morning peak hour volume-to-capacity ratios remain below
0.85 at the Dixie Road/Eastgate Parkway intersection. A similar comparison of the afternoon
peak hour operating condtions indicates that the only movements whose volume-to-capacity
ratios are projected to be greater than 0.85 are the westbound and southbound through
movements. The projected volume-to-capacity ratio (0.90) and level of service for the
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Technical Appendix
McCormick Rankin Corporation October 2008
westbound movement remains unchanged from existing conditions and the southbound capacity
utilization increases marginally from 1.02 to 1.05. Notwithstanding this apparent constraint, the
simulation confirms an adequate level of service for this movement. Futhermore, the
reallocation of 2 seconds of green time from Eastgate Parkway to Dixie Road would reduce the
projected volume-to-capacity ratio of the southbound through movement to the same level
identified for the existing condition while maintaining sufficient capacity for the westbound
through movement (volume-to-capacity ratio to 0.93).
Table 4 Built Facility Levels of Service: Dixie Road
Level of Service
Weekday
A.M. Peak Hour
Weekday
P.M. Peak Hour
Intersection/Movement
V/C Delay LOS Queue1 V/C Delay LOS Queue1
Dixie Road at Eastgate Parkway
Eastbound Left
Eastbound Through
Eastbound Right
Westbound Left
Westbound Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through
Southbound Right
0.64
0.84
0.33
0.62
0.24
0.09
0.84
0.64
0.61
0.21
0.40
0.23
45 s
43 s
20 s
80 s
45 s
7 s
70 s
20 s
12 s
50 s
25 s
3 s
D
D
B
E
D
A
E
B
B
D
C
A
79 m
171 m
14 m
16 m
31 m
0 m
58 m
112 m
37 m
7 m
53 m
0 m
0.84
0.19
0.48
0.77
0.90
0.09
0.77
0.37
0.08
0.16
1.05
0.50
50 s
53 s
27 s
55 s
55 s
10 s
70 s
16 s
2 s
24 s
24 s
10 s
D
D
C
D
D
A
E
B
A
C
C
A
55 m
33 m
59 m
143 m
139 m
0 m
41 m
46 m
0 m
6 m
169 m
10 m
Dixie Road at Bus Access
Westbound Right
Northbound Through
Southbound Left
Southbound Through
0.25
0.45
0.15
0.17
4 s
1 s
14 s
0 s
A
A
B
A
0 m
10 m
12 m
0 m
0.11
0.25
0.09
0.46
2 s
0 s
11 s
5 s
A
A
B
A
0 m
0 m
11 m
0 m
Dixie Road at South Gateway Road
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
0.21
0.25
0.14
0.10
0.34
0.05
0.46
0.04
0.92
0.20
62 s
64/8 s
58 s
50 s
9 s
10 s
2 s
2 s
20 s
1/1 s
E
E/A
E
D
A
A
A
A
B
A/A
11 m
1 m
10 m
10 m
8 m
0 m
20 m
0 m
14 m
12 m
0.27
0.34
0.66
0.05
0.32
0.51
0.28
0.06
0.42
0.60
63 s
23/13 s
60 s
51 s
5 s
46 s
3 s
2 s
13 s
9/8 s
E
C/B
E
D
A
D
A
A
B
A/A
20 m
9 m
32 m
7 m
0 m
3 m
19 m
0 m
14 m
94 m
Dixie Road at Crestlawn Drive
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through/Right
0.67
0.27
0.06
0.17
0.48
0.46
0.21
0.30
62 s
39/5 s
59 s
21/12 s
17 s
5/3 s
17 s
5/4 s
E
D/A
E
C/B
B
A/A
B
A/A
39 m
6 m
8 m
0 m
25 m
40 m
1 m
31 m
0.54
0.85
0.06
0.09
1.19
0.32
0.16
0.64
59 s
50/16 s
63 s
52/10 s
40 s
5/3 s
13 s
7/6 s
E
D/B
E
D/A
D
A/A
B
A/A
54 m
37 m
6 m
6 m
16 m
26 m
1 m
64 m
Note: 1. Queue length reflects 95th percentile conditions
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Technical Appendix
McCormick Rankin Corporation October 2008
Commuter park and ride and transit vehicle trip generation can be adequately accommodated at
the South Gateway Road intersection while maintaining similar levels of service to existing
conditions. The only noted impact is that the unprotected southbound left-turn movement
approaches capacity during the morning peak hour. Although the left-turn permissive capacity is
limited, the opposing northbound capacity is sufficient to accommodate a protected left-turn at
some point in the future when it becomes warranted.
The projected impacts at the Dixie Road intersection with Crestlawn Drive can also be
accommodated. With the exception of the northound left-turn movement, all other movements
operate with volume-to-capacity ratios no greater than 0.85. The northbound left-turn movement
volume-to-capacity ratio identified by the existing conditions analysis (0.94) increases to 1.19
based on the incremental demand generated by the park and ride facility and the transit vehicles.
Notwithstanding this limited permissive left-turn capacity, the simulation confirms an adequate
level of service for this movement. Futhermore, a protected left-turn phase can be
accommodated given that the projected volume-to-capacity ratio for the opposing through
movement is less than 0.70.
Projected operating conditions at the planned transit access between Eastgate Parkway and South
Gateway Road reflect good levels of service. In fact, based on the assumed signalization of this
entrance with a cycle length equal to one half of the cycle length at the adjacent intersections,
there are many instances when transit vehicles are able to advance through the intersection
without actuating the protected phase i.e. a short delay is assumed between vehicle detection and
phase calling. A comparative analysis was undertaken to assess impacts at the bus access
without traffic signal control. The results of this evaluation are summarized below in Table 15.
Clearly, there is a benefit of the proximity to Eastgate Parkway and the associated effect of
vehicle platooning on gap development.
Table 5 Built Facility Levels of Service: Dixie Road Bus Access
Level of Service
Weekday
A.M. Peak Hour
Weekday
P.M. Peak Hour
Intersection/Movement
V/C Delay LOS Queue1 V/C Delay LOS Queue1
Bus Access at Dixie Rd
Westbound Right
Northbound Through
Southbound Left
Southbound Through
-
-
-
-
5 s
0 s
23 s
0 s
A
A
C
A
0 m
0 m
12 m
0 m
-
-
-
-
3 s
0 s
12 s
6 s
A
A
B
A
0 m
0 m
12 m
0 m
The traffic analysis indicates that the projected impacts related to the incremental demand
generated by the Dixie BRT Station and the proposed access can be accommodated with only
marginal changes in the level of service with further opportunities for operational improvements
through the introduction of protected left-turn phases.
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Technical Appendix
McCormick Rankin Corporation October 2008
4.2 Rathburn Road Bus Rapid Transit Access
The planned bus rapid transitway connection to Rathburn Road on the east side of the Hurontario
Street structure will require that the median eastbound lane be dropped at the planned transit
access to accommodate left-turn movements. Specifically, the drop is required so that vehicle
presence detectors can be installed in the lane to actuate a protected left-turn phase to
accommodate transit vehicles entering the transitway. The cross-section of Rathburn Road can
not be widened to accommodate an additional transit lane for this purpose because of the
constraints imposed by the existing Hurontario Street structure.
The conversion of the median eastbound lane to a left-turn lane for transit vehicles results in the
loss of a general purpose eastbound through lane at the City View Drive intersection. The
assumption incorporated in the traffic analysis is that the two eastbound lanes west of City View
Drive will be realigned to match the two lanes adjacent to the curb at the intersection. In this
manner, rather than developing the shared through/right-turn lane (existing condition), the curb
lane west of the intersection would match the shared through/right-turn lane and a third transit-
only lane would be developed adjacent to the left-turn lane (in the location of the existing median
through lane).
Traffic signal control at the planned transitway access would include a simultaneous protected
eastbound left-turn and southbound right-turn phase that can be actuated by transit vehicles on
either approach. Delays built into the detectors on these approaches would minimize westbound
through traffic delays while accommodating transit vehicles under peak demand periods. We
note that transit vehicles approaching Rathburn Road are only expected to turn right and,
therefore, eastbound traffic will always be faced with a green signal indication. In order to
ensure that there are no unexpected conflicts, we propose that the intersection design reflect a
channellized southbound approach to prevent transit vehicles from turning left onto Rathburn
Road.
Projected transit vehicle traffic included in the traffic analysis included 100 vehicles in each
direction on the transitway. The traffic volumes and corresponding levels of service are
summarized in Figure 15 and Table 16, respectively. Recalling that the existing turning
movement data reflects conditions in 2007, the recent extension of Confederation Parkway
across Highway 403 may likely have had an impact on travel patterns between Mavis Road and
Hurontario Street. To this end, likely shifts in study-area travel patterns have not been reflected
in the traffic analysis.
Figure 5 Built Facility Traffic Volumes: Rathburn Road
AM Peak Hour PM Peak Hour
BRT Project Traffic Impact Analysis
Mavis Road to Renforth Drive Technical Appendix
McCormick Rankin Corporation October 2008
The eastbound lane reduction on Rathburn Road will result in all critical movements operating at
capacity at the City View Drive intersection during each of the peak hours. With volume-to-
capacity ratios at or near 1.00, it is reasonable to expect that operating conditions will be unstable
during the peak hours. The traffic analysis identifies a westbound left-turn level-of-service ‘F’
(from Rathburn Road) as well as northbound and southbound left-turn level-of-service ‘E’ during
the morning peak hour and an eastbound left-turn level-of-service ‘E’ during the afternoon peak
hour. The analysis indicates that all other movements will operate with a level-of-service ‘D’ or
better during the peak hours. Operating conditions at the proposed Rathburn Road Bus Access
reflect adequate levels of service. The limited amount of protected eastbound left-turn and side-
street green time results in average westbound vehicular delays of less than 10 seconds.
Table 6 Built Facility Levels of Service: Rathburn Road Bus Access
Level of Service
Weekday
A.M. Peak Hour
Weekday
P.M. Peak Hour
Intersection/Movement
V/C Delay LOS Queue1 V/C Delay LOS Queue1
Rathburn Rd at Centre View Dr
Eastbound Left
Eastbound Through/ Right
Westbound Left
Westbound Through/ Right
Westbound Left/Through/Right (H.St.Off-Ramp)
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/ Right
0.03
0.98
0.96
0.21
0.96
0.72
0.04
0.26
0.97
0.35
26 s
30/26 s
89 s
26/12 s
55/56/34 s
58 s
37 s
9 s
73 s
43/25 s
C
C/C
F
C/B
D/E/C
E
D
A
E
D/C
4 m
135 m
75 m
45 m
60 m
38 m
15 m
15 m
104 m
32 m
0.23
1.00
0.97
0.80
1.01
0.97
0.24
0.40
0.15
0.02
56 s
38/35 s
50 s
32/33 s
50/48/44
53 s
42 s
19 s
47 s
45/0 s
E
D/C
D
C/C
D/D/D
D
D
B
D
D/A
5 m
94 m
141 m
199 m
93 m
69 m
46 m
46 m
16 m
6 m
BRT at Rathburn Rd
Eastbound Left
Eastbound Through
Westbound Through
Southbound Right
0.20
0.41
0.10
0.24
2 s
0 s
1 s
9 s
A
A
A
A
0 m
0 m
6 m
12 m
0.34
0.32
0.45
0.51
14 s
0 s
7 s
31 s
B
A
A
C
29 m
0 m
52 m
38 m
Note: 1. Queue length reflects 95th percentile conditions
It is important to emphasize that not only does the traffic analysis not reflect the recent
Confederation Parkway extension across Highway 403, but it also does not account for planned
development growth in the city centre. Notwithstanding the potential benefit of the
Confederation Parkway connection, it is reasonable to expect that development growth may lead
to future capacity deficiencies along Rathburn Road with the removal of the median through lane
east of City View Drive.
4.3 Eglinton Avenue Lane Reductions