McCORMICK RANKIN
CORPORATION
2655 North Sheridan Way
Mississauga, Ontario, L5K 2P8
Tel: (905)823-8500
Fax: (905) 823-8503
E-mail: mrc@mrc.ca
Website: www.mrc.ca
MEMO
TO:
FROM:
DATE:
Scott Bowers, P. Eng.
Scott Fortner, P. Eng.
January 29, 2009
COPIES:
Hang Wang - MRC
Sarah Sheridan - Ecoplans
OUR FILE:
SUBJECT:
WO 106959
Yonge Subway Extension
Langstaff Commuter Parking Facility Traffic Impacts
Introduction
The traffic impact of introducing a commuter parking facility in the southwest quadrant of the
Highway 407 interchange at Yonge Street is being assessed as part of the overall environmental
assessment being undertaken for the Yonge Subway Extension. This technical memorandum
provides preliminary feedback regarding the on-going traffic analysis for the purpose of keeping
area residents informed. This feedback describes the assumptions adopted as part of the analysis
and summarizes the impacts identified to-date.
Facility Trip Generation
Traffic counts were undertaken at each of the driveways serving the Finch Subway Station
commuter parking lot as well as the adjacent passenger pick-up and drop-off facility to establish
a basis for estimating the trip generation at the proposed facility immediately south of Highway
407. The trip generation of the proposed parking lot was assumed to be proportional to the
number of trips generated by the Finch lots on the basis of the relative number of parking spaces
provided. The combined parking supply at the two Finch station parking lots is 3,214 spaces.
The proposed number of parking spaces at the Langstaff station is 61% of this supply or 1,965
stalls. Based on the current known constraints, this is the maximum supply that can be provided
on the site. The trip generation of the proposed passenger pick-up and drop-off area was
assumed to be equal to 50% of the observed demand at the Finch station, recognizing that similar
facilities are proposed at Steeles Avenue and north of Highway 7.
The summary provided in Exhibit 1 identifies the observed trip generation at the Finch Subway
station and the estimated trip generation at the Langstaff station. We note that the afternoon
peak trip generation hour of the proposed facility coincides with the peak hour for adjacent street
traffic. However, the morning peak trip generation hour for the commuter parking facility (7:00
to 8:00 a.m.) is earlier than the peak hour for adjacent street traffic (8:00 to 9:00 a.m.).
Accordingly, traffic analysis was carried out to reflect impacts during each of these peak hours.
Memo To: Scott Bowers, P. Eng.
Date:
January 29, 2009
Page 2
Exhibit 1 Trip Generation
Period
Commuter Parking Lot
In
Passenger Pick-Up/Drop-Off
Out
Total
In
Out
Total
1,672
534
118
12
13
975
1,684
547
1,093
230
266
350
230
266
350
460
532
700
1,020
325
72
8
8
595
1,028
333
667
115
134
175
115
134
175
230
268
350
Finch Subway Station
7-8 AM Peak Hour (facility peak)
8-9 AM Peak Hour
PM Peak Hour
Langstaff Subway Station
7-8 AM Peak Hour (facility peak)
8-9 AM Peak Hour
PM Peak Hour
Facility Trip distribution
The assumed distribution of trips arriving at and departing from the proposed commuter parking
lot was also established on the basis of travel patterns observed at the Finch station. The 2004
Finch Station Commuter Parking Lot Survey established the origin of trips to the station by
Canada Post’s Forward Sortation Area (FSA) i.e. the first three characters of the postal code.
Exhibit 2 provides a summary of the distribution of these trips and reflects a reasonable
assumption of the orientation of traffic based on drivers’ trip origins. This distribution pattern
was ‘translated’ northward to reflect a similar travel pattern for commuter parking lot traffic
generated by the Langstaff station, which is also provided in Exhibit 2. For example, the same
proportion of traffic that approaches the Finch Station from the east and west between Highway
401 and Steeles Avenue is also assumed to approach the Langstaff Station from the east and west
between John Street and Rutherford Road. Similarly, the proportion of traffic that will approach
the Langstaff Station from south of John Street is assumed to be the same as the proportion of
traffic that currently approaches the Finch Station from south of Highway 401.
Exhibit 2 General Trip Distribution of Commuter Parking Lot Traffic
Direction of Approach
Proportion of Trips
Finch Commuter Parking Lot Distribution
From the east between Hwy 401 and Steeles Avenue
From the west between Hwy 401 and Steeles Avenue
From the south of Highway 401
From the north between Bathurst Avenue and Hwy 404
From the northwest i.e. north of Steeles Avenue /west of Bathurst Street
From the northeast i.e. north of Steeles/east of Hwy 404
23%
15%
8%
32%
10%
12%
Memo To: Scott Bowers, P. Eng.
Date:
January 29, 2009
Page 3
Exhibit 2 (Cont’d) General Trip Distribution of Commuter Parking Lot Traffic
Direction of Approach
Proportion of Trips
Langstaff Commuter Parking Lot Distribution Assumptions
From the east between John Street and Rutherford Road/16th Avenue
From the west between John Street and Rutherford Road/16th Avenue
From the south of John Street
From the north between Bathurst Avenue and Hwy 404
From the northwest i.e. north of Rutherford/west of Bathurst Street
From the northeast i.e. north of 16th Avenue/east of Hwy 404
23%
15%
8%
32%
10%
12%
In the absence of available data to describe existing Finch Station passenger pick-up/drop-off
travel patterns, the corresponding travel patterns at the Langstaff Station were assumed to be the
same as those of the commuter parking lot.
A further inspection of the general travel patterns described in Exhibit 2 in the context of the
surrounding road network and distribution of residential development provided the basis for
establishing the detailed distribution patterns applied in assigning this traffic to the study-area
road network. While the allocation provided in Exhibit 2 reflects a geographical distribution of
trip origins, the allocation in Exhibit 3 reflects the assumed travel routes between these origins
and the planned Langstaff Station. Traffic originating from all origins based on the geographic
distribution described in Exhibit 2 must approach the site from Highway 7, Highway 407 or
Yonge Street north or south of these highway corridors. Appropriate judgement was applied in
establishing which route(s) would be used in this regard.
Exhibit 3 Traffic Assignment Trip Distribution
Direction of Approach
To/from the south on Yonge Street
To/from the east on Highway 407
To/from the west on Highway 407
To/from the east on Highway 7
To/from the west on Highway 7
To/from the north on Yonge Street
Proportion of Trips
16%
19%
12%
21%
13%
19%
Diversion of Existing Commuter Parking Traffic
The traffic analysis accounts for existing commuter parking traffic generated by the Finch
Station that will potentially be diverted to the proposed Langstaff parking facility. A review of
the travel patterns based on the 2004 Finch Station Commuter Parking Lot Survey and recent
intersection traffic counts at each of the parking lot driveways indicates that, in fact, less than
10% of this existing commuter parking traffic generation currently approaches the Finch Station
from Yonge Street north of the proposed Langstaff Station. Nevertheless, the assignment of the
Memo To: Scott Bowers, P. Eng.
Date:
January 29, 2009
Page 4
estimated travel demand generated by the Langstaff Station took this into account by discounting
through traffic volumes at the planned commuter parking entrance. This low proportion is a
reflection on the routes used to approach the Finch Station rather than the origin of the trips.
Study Area Traffic Volumes
The traffic analysis was undertaken to reflect impacts along Yonge Street between High Tech
Road and Royal Orchard Boulevard. The attached Exhibits 4 and 5 summarize the existing
intersection turning movement volumes in this corridor. Morning peak hour turning movement
volumes are provided for both the peak hour of the commuter parking lot (7:00 to 8:00 a.m.) and
the peak hour of adjacent street traffic (8:00 to 9:00 a.m.). Exhibits 6 and 7 summarize the
projected commuter parking lot and passenger pick-up and drop-off traffic volumes generated by
the proposed Langstaff Station based on the assumptions described above. Exhibits 8 and 9
summarize the total traffic volumes based on the sum of the existing volumes and the projected
demand generated by the Langstaff Station, while also accounting for the diversion of existing
commuter parking traffic originating from/destined to the Finch Station.
The level-of-service analysis confirms that the traffic generated by the planned commuter
parking facility utilizes a significant proportion of available reserve capacity along Yonge Street
between Garden Avenue and the planned commuter parking entrance. Although traffic
generated by the proposed development of Langstaff Gateway and Richmond Hill Centre has not
yet been clearly identified, further traffic analysis will be required once details become available.
Capacity and Level of Service Analysis
Intersection capacity and level-of-service analysis was carried out to assess existing operating
conditions and estimate the relative impact of increased study-area traffic generated by the
proposed Langstaff commuter parking and passenger pick-up and drop-off facilities. Analysis
undertaken using the Synchro 7 software suite establishes the degree of capacity utilization and
provides volume-to-capacity ratios for individual intersection movements. Detailed microsimulation analysis identifies average vehicle delays and 95th percentile queue lengths as a
reflection of the level of service impacts throughout the study area. Exhibits 10 and 11
summarize the existing and projected capacity and level-of-service impacts, respectively.
Exhibit 10 Existing Intersection Levels of Service
Intersection/Movement
Level of Service
Weekday
A.M. Peak Hour 7-8AM
Weekday
A.M. Peak Hour 8-9AM
V/C
Delay
LOS
Queue1
V/C
Delay
0.01
0.65
0.10
0.02
0.25
0.32
0.71
0/0/5 s
55 s
0/5 s
33 s
4/4 s
10 s
6/2 s
A/A/A
D
A/A
C
A/A
A
A/A
0m
39 m
6m
0m
18 m
10 m
72 m
0.03
0.73
0.33
0.18
0.42
0.51
0.82
0/33/6 s A/C/A
D
51 s
24/5 s C/A
C
32 s
6/5 s A/A
B
20 s
10/5 s A/A
LOS
Weekday
P.M. Peak Hour
Queue1
V/C
0m
53 m
7m
0m
26 m
17 m
118m
0.05
0.72
0.51
0.00
0.74
1.10
0.44
Delay
LOS
Queue1
High Tech Rd at Yonge St
Eastbound Left/Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through/Right
Note: 1. Queue length reflects 95th percentile conditions
46/16/5 s D/B/A
D
52 s
31/8 s C/A
B
17 s
15/18 s B/B
C
25 s
6/5 s A/A
1m
50 m
14 m
0m
175 m
28 m
42 m
Memo To: Scott Bowers, P. Eng.
Date:
January 29, 2009
Page 5
Exhibit 10 (Cont’d) Existing Intersection Levels of Service
Intersection/Movement
Level of Service
Weekday
A.M. Peak Hour 7-8AM
Weekday
A.M. Peak Hour 8-9AM
Weekday
P.M. Peak Hour
V/C
Delay
LOS
Queue1
V/C
Delay
LOS
Queue1
V/C
Delay
LOS
Queue1
0.48
0.31
0.61
0.71
0.38
0.43
0.24
0.31
0.49
0.70
58 s
58 s
10 s
55/59 s
1s
23 s
18 s
1s
12 s
14/11 s
E
E
A
D/E
A
C
B
A
B
B/B
25 m
19 m
14 m
54 m
0m
13 m
36 m
0m
25 m
74 m
0.71
0.52
0.98
0.80
0.39
0.92
0.46
0.61
0.89
0.99
68 s
62 s
18 s
50/53 s
1s
43 s
25 s
3s
29 s
25/24 s
E
E
B
D/D
A
D
C
A
C
C/C
56 m
57 m
34 m
93 m
0m
38 m
58 m
0m
51 m
151m
0.36
0.21
0.40
0.85
0.55
1.09
0.85
0.43
1.14
0.56
60 s
64 s
7s
51/53 s
2s
41 s
32 s
11 s
39 s
16/11 s
E
E
A
D/D
A
D
C
B
D
B/B
18 m
12 m
7m
114 m
0m
59 m
180 m
0m
41 m
53 m
0.51
0.41
0.22
0.48
56 s
6s
4s
4s
E
A
A
A
25 m
0m
20 m
42 m
0.52
0.73
0.42
0.62
53 s
8s
6s
4s
D
A
A
A
32 m
13 m
38 m
31 m
0.24
0.84
0.67
0.47
54 s
11 s
3s
9s
D
B
A
A
26 m
20 m
25 m
67 m
0.48
0.75
0.46
0.41
0.37
0.33
0.54
55/56 s
7s
59 s
6s
7/5 s
19 s
8s
D/E
A
E
A
A/A
B
A
31 m
14 m
20 m
0m
32 m
11 m
54 m
0.33
0.94
0.46
0.55
0.79
0.60
0.75
52/49 s
10 s
57 s
7s
10/8 s
32 s
12 s
D/D
A
E
A
A/A
C
B
33 m
28 m
19 m
2m
69 m
14 m
71 m
0.72
0.88
0.72
0.68
0.91
0.57
0.57
48/47 s
8s
60 s
8s
13/11 s
40 s
12 s
D/D
A
E
A
B/B
D
B
62 m
21 m
25 m
12 m
77 m
21 m
73 m
-
0/9 s
0/0 s
9s
2s
A/A
A/A
A
A
0m
0m
0m
0m
-
0/10 s
0/0 s
15 s
2s
A/A
A/A
B
A
0m
24 m
0m
0m
-
0/17 s
0/0 s
36 s
1s
A/C
A/A
E
A
1m
6m
6m
0m
-
34/18 s
24 s
0s
2s
3s
D/C
C
A
A
A
7m
3m
0m
0m
0m
-
63/33 s
34 s
0s
2s
3s
F/D
D
A
A
A
14 m
4m
0m
0m
0m
-
36/16 s
21 s
0s
1s
2s
E/C
C
A
A
A
7m
2m
0m
0m
0m
-
30 s
10 s
0/1 s
8s
2s
D
A
A/A
A
A
8m
8m
0m
5m
0m
-
49 s
14 s
0/2 s
17 s
2s
E
B
A/A
C
A
13 m
13 m
0m
11 m
0m
-
47 s
17 s
0/1 s
25 s
1s
E
C
A/A
D
A
9m
9m
0m
6m
0m
-
21/0 s
3s
0s
0s
1s
C/A
A
A
A
A
0m
0m
0m
0m
0m
-
41/30 s
34 s
0s
1s
1s
E/D
D
A
A
A
6m
4m
0m
0m
0m
-
32/2 s
20 s
0s
0s
1s
D/A
C
A
A
A
0m
4m
0m
0m
0m
Garden Ave at Yonge St
Eastbound Left
Eastbound Through
Eastbound Right
Westbound Left/Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
Hwy 407 E-N/S Ramp at Yonge St
Westbound Left
Westbound Right
Northbound Through
Southbound Through
Hwy 407 W-N/S Ramp at Yonge St
Eastbound Left/Through
Eastbound Right
Westbound Left
Westbound Right
Northbound Through/Right
Southbound Left
Southbound Through
Cemetery Access at Yonge St
Westbound Left/Right
Northbound Through/Right
Southbound Left
Southbound Through
Longbridge Rd at Yonge St
Eastbound Left/Right
Northbound Left
Northbound Through
Southbound Through
Southbound Right
Plaza Access at 8281 Yonge St
Westbound Left
Westbound Right
Northbound Through/Right
Southbound Left
Southbound Through
Bunker Rd at Yonge St
Eastbound Left/Right
Northbound Left
Northbound Through
Southbound Through
Southbound Right
Note: 1. Queue length reflects 95th percentile conditions
Memo To: Scott Bowers, P. Eng.
Date:
January 29, 2009
Page 6
Exhibit 10 (Cont’d) Existing Intersection Levels of Service
Intersection/Movement
Level of Service
Weekday
A.M. Peak Hour 7-8AM
Weekday
A.M. Peak Hour 8-9AM
V/C
Delay
LOS
Queue1
V/C
-
0/0/0 s
21/0/11 s
0s
0/0 s
5s
0/0 s
A/A/A
C/A/B
A
A/A
A
A/A
0m
7m
0m
0m
2m
0m
-
0.34 54/23/15 s D/C/B
0.05
E
56 s
0.02
A/A
0/7 s
0.03
C
29 s
0.31
A
0s
0.00
A
0s
0.03
A
7s
0.66
A/A
1/1 s
16 m
6m
0m
0m
21 m
0m
0m
10 m
Weekday
P.M. Peak Hour
Queue1
V/C
0/0/0 s A/A/A
36/0/16 s E/A/C
A
0s
0/1 s A/A
B
14 s
1/0 s A/A
0m
9m
0m
0m
13 m
0m
-
0/0/0 s A/A/A
36/0/19 s E/A/C
A
0s
0/0 s A/A
B
15 s
1/0 s A/A
0m
7m
0m
0m
12 m
0m
0.65 58/31/30 s E/C/C
0.03
D
49 s
0.08 53/12 s
D/B
0.70
D
51 s
0.58
A
4s
0.00
A
3s
0.16
B
16 s
0.84
A/A
2/2 s
34 m
4m
5m
8m
66 m
0m
0m
27 m
0.38
0.27
0.37
0.09
0.69
0.00
0.29
0.63
54/52/20 s D/D/B
E
59 s
49/18 s D/B
C
21 s
A
7s
A
5s
C
29 s
5/6 s A/A
17 m
14 m
10 m
0m
117 m
0m
4m
72 m
65/0/22 s F/A/C
72/0/3 s F/A/A
D
26 s
1/2 s A/A
B
14 s
0/1 s A/A
7m
4m
6m
2m
0m
0m
-
53/0/16 s F/A/C
69/0/18 s F/A/C
B
15 s
3/3 s A/A
C
22 s
0/1 s A/A
7m
8m
5m
35 m
1m
0m
F/A/C
F/A/C
C
A
A
C
A
A
6m
35 m
5m
0m
0m
21 m
0m
0m
-
81/21/16 s F/C/C
79/0/21 s F/A/C
A
10 s
A
1s
A
1s
D
26 s
A
0s
A
0s
7m
15 m
6m
0m
0m
19 m
0m
0m
0/0/2 s A/A/A
52/0 s D/A
B
19 s
C
28 s
A
10 s
A
4s
C
26 s
6/6 s A/A
0m
108m
8m
0m
76 m
5m
3m
99 m
0.00
0.77
0.23
0.00
0.91
0.21
0.51
0.69
0/0/0 s A/A/A
54/16 s D/B
B
12 s
A
0s
A
9s
A
6s
D
36 s
4/0 s A/A
0m
55 m
0m
0m
104 m
6m
13 m
54 m
Delay
LOS
Delay
LOS
Queue1
Kirk Dr at Yonge St
Eastbound Left/Through/Right
Westbound Left/Through/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through/Right
Uplands Ave at Yonge St
Eastbound Left/Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
Helen Ave at Yonge St
Eastbound Left/Through/Right
Westbound Left/Through/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through/Right
-
23/0/13 s
30/0/6 s
16 s
0/0 s
8s
0/1 s
C/A/B
D/A/A
C
A/A
A
A/A
0m
0m
2m
0m
0m
0m
-
-
35/0/21 s
32/0/12 s
11 s
0s
1s
5s
0s
0s
D/A/C
D/A/B
B
A
A
A
A
A
7m
12 m
0m
0m
0m
6m
0m
0m
-
0.01
0.79
0.23
0.00
0.31
0.03
0.03
0.77
2/0/0 s
54/57 s
9s
0s
4s
2s
9s
3/0 s
A/A/A
D/E
A
A
A
A
A
A/A
0m
66 m
0m
0m
28 m
0m
0m
39 m
0.01
0.88
0.29
0.02
0.63
0.09
0.25
0.92
Thornhill Ave at Yonge St
Eastbound Left/Through/Right
Westbound Left/Through/Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through
Southbound Right
73/0/21 s
81/0/25 s
19 s
0s
2s
18 s
1s
1s
Royal Orchard Blvd at Yonge St
Eastbound Left/Through/Right
Westbound Left/Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
Note: 1. Queue length reflects 95th percentile conditions
Memo To: Scott Bowers, P. Eng.
Date:
January 29, 2009
Page 7
Exhibit 11 Intersection Level-of-Service Impacts with Proposed Langstaff Station
Intersection/Movement
Level of Service
Weekday
A.M. Peak Hour 7-8AM
Weekday
A.M. Peak Hour 8-9AM
Queue1
V/C
A/A/A
D
A/A
B
A/A
B
A/A
0m
39 m
6m
0m
14 m
11 m
79 m
0.03
0.73
0.33
0.18
0.43
0.52
0.85
E
E
B
D/E
A
C
C
A
B
C/B
NA
NA
25 m
19 m
15 m
154 m
0m
15 m
45 m
0m
35 m
133 m
NA
NA
D
A
A
A
47/50 s
25 s
61 s
6s
10/6 s
21 s
12 s
0.47
0.14
0.02
0.77
0.38
0.01
0.83
0.83
-
Weekday
P.M. Peak Hour
Queue1
V/C
0/0/4 s A/A/A
D
52 s
13/5 s B/A
C
33 s
5/4 s A/A
B
18 s
10/3 s A/A
0m
52 m
7m
0m
23 m
16 m
115 m
0.05
0.72
0.51
0.00
0.77
1.10
0.46
0.71
0.52
1.02
0.89
0.35
0.92
0.52
0.66
0.93
NA
0.99
0.23
70 s
63 s
21 s
54/54 s
2s
48 s
28 s
3s
31 s
NA
28 s
11 s
E
E
C
D/D
A
D
C
A
C
NA
C
B
61 m
54 m
39 m
152 m
0m
46 m
67 m
0m
51 m
NA
181 m
0m
0.36
0.21
0.40
0.90
0.52
1.18
0.93
0.69
1.14
0.60
NA
NA
62 s
63 s
7s
51/52 s
2s
48 s
38 s
14 s
53 s
19/12 s
NA
NA
52 m
0m
26 m
54 m
0.69
0.70
0.44
0.68
52 s
8s
7s
7s
D
A
A
A
45 m
12 m
45 m
44 m
0.31
0.84
0.78
0.51
53 s
20 s
5s
10 s
D/D
C
E
A
A/A
C
B
31 m
57 m
21 m
0m
49 m
13 m
88 m
0.30
0.96
0.46
0.55
0.90
0.60
0.91
48/49 s
16 s
61 s
9s
12/10 s
30 s
11 s
D/D
B
E
A
B/A
C
B
m
m
m
m
m
m
m
0.76
0.99
0.71
0.83
1.07
0.74
0.62
56 s
12 s
53/7 s
42 s
3/0 s
10 s
4s
2s
E
B
D/A
D
A/A
A
A
A
20 m
0m
0m
45 m
30 m
0m
36 m
11 m
0.52
0.15
0.02
0.48
0.64
0.01
0.96
0.35
56 s
14 s
11/2 s
43 s
2/2 s
24 s
2s
3s
E
B
B/A
D
A/A
C
A
A
21 m
0m
0m
15 m
28 m
0m
25 m
2m
71/26 s
20 s
3s
4s
4s
F/D
C
A
A
A
12 m
17 m
0m
0m
0m
-
69/22 s
32 s
2s
3s
4s
F/C
D
A
A
A
13 m
5m
0m
0m
0m
V/C
Delay
0.01
0.65
0.10
0.03
0.26
0.32
0.77
0/0/7 s
55 s
0/5 s
19 s
3/3 s
11 s
6/6 s
0.45
0.30
0.76
0.91
0.26
0.42
0.32
0.41
0.61
0.94
NA
NA
56 s
57 s
11 s
54/57 s
1s
26 s
24 s
1s
19 s
24/18 s
NA
NA
0.74
0.29
0.26
0.67
52 s
6s
6s
8s
0.30
0.90
0.46
0.41
0.48
0.43
0.87
LOS
Delay
LOS
Delay
LOS
Queue1
High Tech Rd at Yonge St
Eastbound Left/Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through/Right
46/16/6 s D/B/A
D
52 s
12/8 s B/A
A
8s
12/15 s B/B
C
27 s
6/4 s A/A
1m
48 m
14 m
0m
174 m
29 m
41 m
Garden Ave at Yonge St
Eastbound Left
Eastbound Through
Eastbound Right
Westbound Left/Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
Southbound Through2
Southbound Right2
E
E
A
D/D
A
D
D
B
D
B/B
NA
NA
21 m
11 m
6m
137 m
0m
60 m
224 m
0m
50 m
59 m
NA
NA
D
B
A
A
33 m
33 m
40 m
73 m
51/51 s
10 s
60 s
16 s
13/8 s
46 s
12 s
D/D
A
E
B
B/A
D
B
62 m
26 m
24 m
17 m
97 m
21 m
70 m
0.93
0.31
0.02
0.72
0.94
0.19
0.91
0.22
47 s
11 s
46/4 s
40 s
7/4 s
35 s
5s
4s
D
B
D/A
D
A/A
C
A
A
85 m
12 m
5m
8m
156 m
0m
64 m
3m
-
80/21 s
31 s
11 s
5s
7s
F/C
D
B
A
A
11 m
5m
0m
0m
0m
Hwy 407 E-N/S Ramp at Yonge St
Westbound Left
Westbound Right
Northbound Through
Southbound Through
Hwy 407 W-N/S Ramp at Yonge St
Eastbound Left/Through
Eastbound Right
Westbound Left
Westbound Right
Northbound Through/Right
Southbound Left
Southbound Through
P&R Access at Yonge St
Eastbound Left
Eastbound Right
Westbound Left/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through
Southbound Right
Longbridge Rd at Yonge St
Eastbound Left/Right
Northbound Left
Northbound Through
Southbound Through
Southbound Right
Note: 1. Queue length reflects 95th percentile conditions
2. The 8:00 to 9:00 a.m. capacity and level-of-service analysis confirms the need for a separate southbound right turn lane
Memo To: Scott Bowers, P. Eng.
Date:
January 29, 2009
Page 8
Exhibit 11 (Cont’d) Intersection Level-of-Service Impacts with Proposed Langstaff Station
Intersection/Movement
Level of Service
Weekday
A.M. Peak Hour 7-8AM
Weekday
A.M. Peak Hour 8-9AM
LOS
Queue1
C/A
A
A
A
A
0m
0m
0m
0m
0m
-
0/0/0 s A/A/A
22/0/12 s C/A/B
A
0s
A/A
0/0 s
A
7s
A/A
1/0 s
0m
7m
0m
0m
3m
0m
-
0.34 54/23/14 s D/C/B
0.05
E
56 s
0.02
A/A
0/7 s
0.03
B
18 s
0.37
A
1s
0.00
A
0s
0.03
A
9s
0.62
A/A
0/0 s
16 m
6m
0m
0m
25 m
0m
0m
4m
0.65
0.03
0.08
0.68
0.61
0.00
0.18
0.83
V/C
Delay
V/C
Delay
LOS
35/18 s
27 s
0s
1s
1s
D/C
D
A
A
A
Weekday
P.M. Peak Hour
Queue1
V/C
Delay
LOS
Queue1
D/A
C
A
A
A
0m
5m
0m
0m
0m
Bunker Rd at Yonge St
Eastbound Left/Right
Northbound Left
Northbound Through
Southbound Through
Southbound Right
-
22/0 s
2s
0s
1s
1s
6m
3m
0m
0m
0m
-
0/0/0 s A/A/A
27/0/18 s D/A/C
A
0s
0/0 s A/A
B
14 s
1/0 s A/A
0m
9m
0m
0m
10 m
0m
-
57/40/26 s E/D/C
E
57 s
E/B
58/15 s
D
47 s
A
4s
A
5s
B
14 s
1/1 s A/A
32 m
4m
6m
7m
69 m
0m
0m
18 m
F/A/C
F/A/A
C
A/A
C
A/A
7m
0m
6m
0m
1m
0m
-
56/0/13 s F/A/B
90/0/24 s F/A/C
B
15 s
3/2 s A/A
E
41 s
0/0 s A/A
7m
8m
5m
37 m
3m
0m
65/0/24 s F/A/C
95/0/29 s F/A/D
B
15 s
A
0s
A
1s
C
17 s
A
0s
A
1s
7m
45 m
4m
0m
0m
19 m
0m
0m
-
75/39/18 s F/E/C
82/0/21 s F/A/C
B
12 s
A
1s
A
1s
D
29 s
A
0s
A
0s
7m
15 m
6m
0m
0m
25 m
0m
0m
A/A/A
D/A
B
C
A
A
C
A/A
0m
103 m
11 m
0m
75 m
6m
1m
86 m
0.00
0.77
0.25
0.00
0.90
0.20
0.65
0.74
0/0/0 s A/A/A
56/12 s E/B
B
13 s
A
0s
A
9s
A
5s
D
36 s
4/0 s A/A
0m
55 m
0m
0m
103 m
6m
18 m
46 m
32/3 s
22 s
1s
0s
2s
Kirk Dr at Yonge St
Eastbound Left/Through/Right
Westbound Left/Through/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through/Right
-
0/0/0 s A/A/A
29/0/19 s D/A/C
A
0s
0/0 s A/A
B
12 s
1/0 s A/A
0m
7m
0m
0m
11 m
0m
0.38 54/52/19 s D/D/B
0.27
E
59 s
0.37 49/19 s
D/B
0.11
C
23 s
0.68
A
7s
0.00
A
3s
0.28
C
28 s
0.67
A/A
6/4 s
17 m
15 m
10 m
0m
117 m
0m
3m
83 m
Uplands Ave at Yonge St
Eastbound Left/Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
Helen Ave at Yonge St
Eastbound Left/Through/Right
Westbound Left/Through/Right
Northbound Left
Northbound Through/Right
Southbound Left
Southbound Through/Right
-
21/0/5 s
31/0/7 s
19 s
0/0 s
10 s
0/0 s
C/A/A
D/A/A
C
A/A
A
A/A
0m
0m
1m
0m
0m
0m
-
-
34/0/19 s
36/0/13 s
8s
0s
1s
7s
0s
0s
D/A/C
E/A/B
A
A
A
A
A
A
7m
13 m
0m
0m
0m
6m
0m
0m
-
0.01
0.76
0.32
0.00
0.36
0.03
0.05
0.71
0/0/0 s
53/53 s
10 s
0s
5s
2s
9s
1/1 s
A/A/A
D/D
A
A
A
A
A
A/A
0m
62 m
2m
0m
32 m
0m
0m
15 m
0.01
0.87
0.33
0.02
0.65
0.09
0.31
0.90
67/0/18 s
79/0/3 s
23 s
0/1 s
19 s
0/0 s
Thornhill Ave at Yonge St
Eastbound Left/Through/Right
Westbound Left/Through/Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through
Southbound Right
Royal Orchard Blvd at Yonge St
Eastbound Left/Through/Right
Westbound Left/Through
Westbound Right
Northbound Left
Northbound Through
Northbound Right
Southbound Left
Southbound Through/Right
Note: 1. Queue length reflects 95th percentile conditions
0/0/1 s
51/0 s
19 s
23 s
10 s
4s
25 s
5/4 s
Memo To: Scott Bowers, P. Eng.
Date:
January 29, 2009
Page 9
The capacity and level-of-service analyses confirm that impacts during the afternoon peak hour
as well as during the morning peak hours of the proposed facility and the adjacent street traffic
can be accommodated along Yonge Street. The majority of the impacts occur between Highway
7 (Garden Avenue) and Longbridge Road. Individual movements with volume-to-capacity ratios
exceeding 0.85 or levels-of-service ‘E’ or worse are highlighted in the summary tables. A
description of the impacts is provided below.
The southbound and the westbound approaches at the Yonge Street intersection with the
Highway 7 access (opposite Garden Avenue) can be expected to approach capacity during the
morning peak hours. Notwithstanding that corresponding queue lengths on these approaches
extend to between 140 and 180 metres, the level-of-service impacts are manageable. During the
afternoon peak hour, the northbound and westbound approaches to this intersection will also
approach capacity. Although northbound queues will increase from 180 to 225 metres, the
distance to the Highway 407 westbound off-ramp is 300 metres. Westbound queues approaching
Yonge Street from Highway 7 will increase from 115 to 140 metres. The northbound and
southbound left-turn movements are currently capacity constrained during the afternoon peak
hour (volume-to-capacity ratios of 1.09 and 1.14, respectively). Although the volume-tocapacity ratio for the northbound left-turn movement increases to 1.18, the simulation identifies
an adequate level of service and queue length of 60 metres.
The eastbound right-turn and southbound through movements at the Highway 407 south ramp
terminal intersection will approach capacity throughout the morning peak period between 7:00
and 9:00 a.m. while the eastbound right-turn and northbound through movements become
capacity constrained during the afternoon peak hour. Notwithstanding this, the detailed microsimulation analysis confirms adequate operational performance during the peak hours.
The southbound approach to the proposed signalized intersection serving the Langstaff parking
facility will approach capacity during the morning peak hour of the adjacent street traffic.
However, the corresponding queue length of less than 30 metres demonstrates the benefits of
regulating or metering flow with appropriate traffic signal offsets. This proposed intersection
approaches capacity during the afternoon peak hour when northbound queues can be expected to
extend approximately 160 metres. The corresponding impacts on Longbridge Road egress are
inevitable given the proposed intersection spacing. There will likely be a corresponding
diversion of traffic from Longbridge Road to adjacent collector road intersections.
Although not accounted for as part of the traffic analysis, it is reasonable to expect a mode shift
from existing auto-driver/auto-passenger trips to transit use. In fact, the planned commuter
parking facility plays a role in achieving this shift.
Impact of Planned Development Intensification
Proposed development within Langstaff Gateway and Richmond Hill Centre will introduce
additional challenges to traffic management in the corridor. The provision of higher order transit
and supporting infrastructure (including the commuter parking and passenger pick-up and dropoff facilities) is a fundamental part of the solution to managing demand within the study area and
points south. Notwithstanding, there is a need to further assess traffic operations to establish
how best to integrate the development and transit requirements in the study area and establish
appropriate mitigation measures in this regard.
(195)
164
1
(3)
1823 (1050)
Yonge Street
Exhibit 4
Existing Traffic Volumes
Weekday 7-8 AM (PM) Peak Hours
51
(195)
0
(1)
243
(345)
1
(1)
(176)
108
232
74
(92)
1761 (1129)
175
(2)
(488)
0
(1685)
(1)
2
0
590
High Tech Rd
(2)
(260)
29
(50)
269
(540)
Garden Ave
0
(0)
0
(0)
(0)
0
0
369
1843 (1523)
587
(0)
267
182
(324)
(70)
(1867)
46
(251)
71
(24)
64
Highway 7 Access
(47)
(216)
0
0
(0)
(0)
Plaza
91
(261)
139
(161)
193
(207)
83
(108)
827
(2181)
(81)
112
206
(119)
1664 (1484)
Highway 407 E-N/S Ramp
62
(149)
43
(61)
Langstaff Rd
Highway 407 W-N/S Ramp
913
75
(68)
PARK & RIDE FACILITY
(1924)
199
1904 (1863)
51
(328)
(10)
128
(41)
2
(6)
1
(3)
3
(424)
3
(9)
(1986)
986
1883 (1831)
22
(35)
Access to Cemetery
6
(9)
(30)
38
1851 (1812)
(1976)
21
(11)
9
(19)
968
Longbridge Rd
66
(30)
56
(35)
24
(16)
(1955)
911
1896 (1837)
11
(10)
Access to Plaza
0
(15)
(63)
18
1878 (1775)
(1967)
2
(1)
1
(4)
933
Bunker Rd
29
(35)
10
(5)
6
(22)
(1947)
(33)
13
11
(5)
1864 (1742)
905
Kirk Dr
5
(44)
0
(8)
6
(33)
Uplands Ave
(13)
1
(4)
2
(9)
0
(0)
6
(7)
3
2
(30)
1884 (1757)
(3)
19
5
1
(16)
883
23
(2)
(1898)
(27)
Helen Ave
(18)
(107)
50
6
(10)
1836 (1664)
11
(46)
2
7
0
(17)
883
4
(0)
(1896)
(9)
90
(86)
0
(0)
13
(7)
Thornhill Ave
Bay Thorn Dr
(25)
(77)
14
81
15
1
(0)
1846 (1621)
(12)
0
13
5
(1)
(27)
807
4
(1869)
(5)
(72)
18
(1)
187
(166)
(0)
Yonge Street
34
0
744
0
(0)
(200)
(1)
0
2
(1833)
Royal Orchard Blvd
(0)
104
166
2
1987
Yonge Street
Exhibit 5
Existing Traffic Volumes
Weekday 8-9 AM Peak Hour
1
370
High Tech Rd
154
266
148
1945
2
302
11
1
899
0
65
420
Highway 7 Access
Garden Ave
567
929
0
2244
0
0
403
144
92
282
0
128
Plaza
0
0
169
207
93
449
1909
326
110
1472
Highway 407 E-N/S Ramp
104
Langstaff Rd
42
Highway 407 W-N/S Ramp
1625
37
368
50
179
1
2
2317
PARK & RIDE FACILITY
2
1674
8
1650
2294
66
8
25
2237
Access to Cemetery
Longbridge Rd
32
9
76
57
1582
26
1601
2280
83
8
15
2203
Access to Plaza
Bunker Rd
7
6
41
17
18
12
32
77
2111
1569
Kirk Dr
5
5
Uplands Ave
1
3
15
2140
2
41
2
42
1512
62
0
4
Helen Ave
180
122
13
2019
38
21
0
11
1548
7
0
17
Thornhill Ave
Bay Thorn Dr
126
39
7
1998
8
48
14
0
1421
6
0
313
Royal Orchard Blvd
Yonge Street
3
95
1
0
1357
0
136
(47)
Yonge Street
Exhibit 6
Langstaff Station Traffic Volumes
Weekday 7-8 AM (PM) Peak Hours
136
(47)
(101)
23
High Tech Rd
351
(84)
Garden Ave
23
42
(101)
(242)
Highway 7 Access
487
(131)
Plaza
216
(47)
15
(92)
703
23
(146)
65
(178)
(343)
Highway 407 E-N/S Ramp
Langstaff Rd
-115 (0)
20
Access to Cemetery
182
(39)
-95
0
103
(123)
(123)
(646)
-(65)
954
PARK & RIDE FACILITY
(581)
136
(208)
(30)
103
Highway 407 W-N/S Ramp
-95
(123)
-(26)
182
Longbridge Rd
-(26)
-95
182
(123)
Access to Plaza
-95
(123)
-(26)
182
Bunker Rd
-95
(123)
-(26)
182
Kirk Dr
-95
(123)
-(26)
182
Uplands Ave
-95
(123)
-(26)
182
Helen Ave
Thornhill Ave
(7)
(0)
148
0
-(33)
-(15)
(23)
4
34
-25
Royal Orchard Blvd
Yonge Street
(100)
-99
-(26)
182
Bay Thorn Dr
62
Yonge Street
Exhibit 7
Langstaff Station Traffic Volumes
Weekday 8-9 AM Peak Hour
62
27
High Tech Rd
144
Garden Ave
48
27
Highway 7 Access
206
Plaza
88
17
294
27
75
Highway 407 E-N/S Ramp
Langstaff Rd
119
Highway 407 W-N/S Ramp
PARK & RIDE FACILITY
-38
387
55
119
Access to Cemetery
0
-15
73
23
-15
73
Longbridge Rd
-15
73
Access to Plaza
-15
73
Bunker Rd
-15
73
Kirk Dr
-15
73
Uplands Ave
-15
73
Helen Ave
Thornhill Ave
14
4
-6
0
59
Royal Orchard Blvd
Yonge Street
-19
73
Bay Thorn Dr
(195)
164
1
(3)
1959 (1097)
Yonge Street
Exhibit 8
Total Traffic Volumes
Weekday 7-8 AM (PM) Peak Hours
51
(195)
0
(1)
243
(345)
(1)
(176)
232
74
(92)
1897 (1176)
613
1
(488)
0
(2)
(1786)
(1)
2
0
175
High Tech Rd
(2)
108
(260)
29
(50)
620
(624)
Garden Ave
Highway 7 Access
610
309
(566)
46
182
(1968)
(24)
(70)
64
71
(251)
(47)
2330 (1654)
369
(216)
Plaza
91
(261)
355
(208)
208
(299)
106
(254)
892
(2524)
(81)
112
206
(119)
2367 (1662)
Highway 407 E-N/S Ramp
62
(149)
43
(61)
Langstaff Rd
Highway 407 W-N/S Ramp
22
75
(68)
3
986
6
(9)
21
(11)
(6)
(3)
(1921)
(19)
2
1
Access to Cemetery
182
20
(39)
103
(123)
(10)
(208)
954
(646)
(35)
PARK & RIDE FACILITY
3
335
1789 (1863)
51
(358)
(2505) 1016
128
(41)
1788 (1954)
(424)
(1950) 1150
(9)
(30)
38
1756 (1935)
9
Longbridge Rd
66
(30)
56
(35)
24
(16)
(1929) 1093
1801 (1960)
11
(10)
Access to Plaza
2
(1)
0
(15)
(63)
18
1783 (1898)
1
(4)
(1941) 1115
Bunker Rd
29
(35)
10
(5)
6
(22)
(1921) 1087
(33)
13
11
(5)
1769 (1865)
Kirk Dr
5
(44)
0
(8)
6
(33)
Uplands Ave
23
(13)
1
(4)
2
(9)
0
(0)
6
(7)
3
2
(30)
1789 (1880)
(3)
1
19
5
(2)
(16)
(1872) 1065
(27)
Helen Ave
4
(18)
(107)
50
6
(10)
1741 (1787)
11
(46)
0
2
7
(0)
(17)
(1870) 1065
(9)
90
(86)
0
(0)
13
(7)
Thornhill Ave
13
(25)
(100)
19
1
(0)
1747 (1721)
14
(27)
(12)
0
(1843)
(1)
5
4
989
Bay Thorn Dr
(5)
115
(79)
18
(1)
162
(166)
(0)
Yonge Street
34
0
892
(0)
(185)
0
0
2
(1)
(1800)
Royal Orchard Blvd
(0)
104
166
2
2049
Yonge Street
Exhibit 9
Total Traffic Volumes
Weekday 8-9 AM Peak Hour
1
370
High Tech Rd
154
266
148
2007
2
302
11
1
926
0
65
564
Garden Ave
Highway 7 Access
615
144
92
282
956
128
169
2450
403
Plaza
295
93
449
2203
343
137
1547
Highway 407 E-N/S Ramp
104
42
Langstaff Rd
Highway 407 W-N/S Ramp
1744
37
2
387
2279
423
50
179
1
2
PARK & RIDE FACILITY
119
Access to Cemetery
1674
1723
8
73
2279
66
8
25
2222
23
Longbridge Rd
32
9
76
57
1655
26
1674
2265
83
8
15
2188
Access to Plaza
Bunker Rd
7
6
41
17
18
12
32
77
2096
1642
Kirk Dr
5
5
Uplands Ave
1
3
15
2125
2
41
2
42
1585
62
0
4
Helen Ave
180
122
13
2004
38
21
0
11
1621
7
0
17
Thornhill Ave
Bay Thorn Dr
140
43
7
1979
8
48
14
0
1494
6
0
307
Royal Orchard Blvd
Yonge Street
3
95
1
0
1416
0