Memo To: From: Adrian Soo, P. Eng. Markham, ON : 165620021 Date: Reference: E.C. Row Expressway, Dominion Boulevard Interchange, Dougall Avenue Interchange, and Howard 1. Review of Interchange Geometry A cursory review of the interchange geometrics at Dominion Boulevard, Dougall Avenue, and Howard Avenue has been completed. The review found that none of the deficiencies are major and should not be leading to any safety or operational concerns. The numbers from the 1993 Dillion report are still valid. It appears the N/S-W ramps at Dominion Bouldvard and Dougall Avenu have a Length of Curve (Lc) that are slightly shorter than they should be, which is not a significant deficiency. The overall length of the speed change lanes still meet the standard and will not affect the operations of the ramps. Similarly, the weaving lengths were reviewed. Generally, any weaving lengths should be kept above 600 metres. For shorter lengths, analysis is required, since any length creating a lower operational speed could be considered a weaving problem. Based on our review of the plans, the weaving length between Dominion Boulevard and Dougall Avenue is 465 metres, and between Dougall Avenue and Howard Avenue is 335 metres. 2. Assessment of Existing Operational Conditions 2.1 Traffic Data Traffic data counts were conducted and collected for the E.C. Row Expressway specifically between the section of Dominion Boulevard and Dougall Avenue. Video counts were undertaken in April 2015 during the a.m. and p.m. peak periods to capture ramp and mainline volumes in both the eastbound and westbound directions. Specifically, the video counts were utilized to determine merging, diverging, and through movements. It should be noted that during data collection, construction was underway on a section of the E.C. Row Expressway just east of the Howard Avenue interchange. The video count data for the on and off ramp volumes collected in April 2015 were compared to the ramp terminal volumes from the November 2014 intersection data collection. The April 2015 ramp volumes were generally found to be lower, which may be attributed to the construction activities occurring east of the Howard Avenue interchange. From reviewing the video files, it was also noted that there were many instances of large gaps in mainline flows or relatively sparse mainline flows, which allowed weaving movements to occur without conflict on a regular basis.
Page 2 of 29 Slowdowns in the weaving sections between Dominion Boulevard and Dougall Avenue due to the density of traffic and conflicting lane changes were relatively rare. The methodology to determine the weaving volumes for analysis was to utilize the existing on and off ramp volumes collected (November 2014 data) and apply the merge, diverge, and through movement percentages determined from the video counts. That is, the lower observed ramp volumes from the video counts were adjusted to match the November 2014 ramp terminal intersection counts. This only applies to the section between Dominion Boulevard and Dougall Avenue. For the section between Dougall Avenue and Howard Avenue, the existing on and off ramp volumes were again the base starting points. The 1993 Study conducted by Dillion Consulting Traffic Evaluation and Planning Study E.C. Row Expressway was referenced to determine the a.m. and p.m. peak hour merge, diverge, and through percentages (as well as truck percentages). These were subsequently applied to the existing ramp volumes to obtain the weaving volumes for analysis. In regards to truck percentages, the 1993 Study was referenced and it was determined that for our sections of interest suitable truck percentages would be 8% and 6%, for the a.m. and p.m. peak hours, respectively. In addition to the above, a further adjustment to the traffic volumes was made as a sensitivity test to account for what appears to be abnormally high ramp volumes in some of the November 2014 ramp terminal intersection counts (i.e. Dominion Boulevard EB On-Ramp & Howard Avenue EB Off- Ramp). Shown in Figure 1, Figure 2, and Figure 3, these volumes provide a balanced set of existing traffic volumes to be used for analysis, for the a.m., p.m. and p.m. sensitivity peak hours, respectively. 40% Dougall Ave - Dominion Blvd 8% Howard Ave - Dougall Ave Dominion Blvd. 189 1,749 23 279 Dougall Ave. 269 823 684 2,303 Howard Ave. 81 1,012 468 707 292 849 3,040 3,279 107 933 2,471 702 642 2,411 742 195 1,169 369 665 600 565 333 1,104 77 35% Dominion Blvd - Dougall Ave 12% Dougall Ave - Howard Ave
Page 3 of 29 Figure 1 AM Peak Hour Traffic Volumes 37% 8% Dougall Ave - Dominion Blvd Howard Ave - Dougall Ave 185 55 Dominion Blvd. 314 Dougall Ave. 637 Howard Ave. 996 613 944 1,303 69 1,181 499 668 692 878 2,439 2,608 134 1,121 2,061 574 902 2,389 1,093 439 705 439 235 1048 782 857 339 45 30% 5% Dominion Blvd - Dougall Ave Dougall Ave - Howard Ave Figure 2 PM Peak Hour Traffic Volumes 37% 8% Dougall Ave - Dominion Blvd Howard Ave - Dougall Ave Dominion Blvd. 185 55 314 Dougall Ave. 637 996 613 944 1,303 Howard Ave. 69 1,181 499 668 2,439 2,608 134 800 2,128 2,456 574 902 900 439 996 699 332 855 558 857 242 45 692 878 30% 5% Dominion Blvd - Dougall Ave Dougall Ave - Howard Ave Figure 3 Sensitivity PM Peak Hour Traffic Volumes
Page 4 of 29 2.2 Weaving Segment and Ramps riteria 2.2.1 Weaving The following information was extracted from the HCS+ Plus Software Guide Level of Service Criteria for Basic Freeway Sections from HCM Exhibit 24-2 in Maximum Density: Level of Service LOS A LOS D LOS E LOS F Freeway, Multilane and C-D 0 8 pc/km/ln >8 15 pc/km/ln >15 20 pc/km/ln >20 23 pc/km/ln >23 25 pc/km/ln > 25 pc/km/ln 2.2.2 Ramps &Ramp Junctions Level of Service Criteria for Ramps and Ramp Junctions from HCM Exhibit 25-4 in Maximum Density Level of Service LOS A LOS D LOS E LOS F Ramps/Ramp Junctions 0 6 pc/km/ln >6 12 pc/km/ln >12 17 pc/km/ln >17 22 pc/km/ln >22 pc/km/ln Exceed HCM Exhibit 25-4 Limits
Page 5 of 29 2.3 E.C. Row Expressway Analysis 2.3.1 Weaving HCS+ software was utilized to analyze the weaving volume sections. The HCS+ software implements the methods of the 2000 Highway Capacity Manual (HCM). The analysis results are summarized below in Table 1. The p.m. peak hour sensitivity analysis results are provided in brackets. Table 1 Weaving Analysis E.C. Row Expressway Existing 2014 Conditions Direction Weaving Section AM Peak Hour PM Peak Hour EB Dominion Boulevard Dougall Avenue (465 m weaving section) () Dougall Avenue Howard Avenue (335 m weaving section) () WB Howard Avenue Dougall Avenue (335 m weaving section) Dougall Avenue Dominion Boulevard (465 m weaving section) The analysis results indicate that the weaving sections between Dominion Boulevard and Dougall Avenue, and between Dougall Avenue and Howard Avenue, are currently operating at or better in both the eastbound and westbound directions, which is an acceptable level of service. 2.3.2 and HCS+ software was utilized to analyze the merge and diverge ramp movements. The analysis results are summarized below in Table 2. Similarly, the p.m. peak hour sensitivity analysis results are provided in brackets.
Page 6 of 29 Table 2 Ramp Analysis E.C. Row Expressway Existing 2014 Conditions Direction E.C. Row Expressway Section / AM Peak Hour PM Peak Hour EB Dominion Boulevard Dougall Avenue (on-ramp) () (off-ramp) () Dougall Avenue Howard Avenue (on-ramp) () (off-ramp) () WB Howard Avenue Dougall Avenue (on-ramp) LOS D (off-ramp) Dougall Avenue Dominion Boulevard (on-ramp) (off-ramp) LOS D The ramps analysis results indicate that operations at the on and off ramps at Dominion Boulevard, Dougall Avenue, and Howard Avenue are all operating at good levels of service during both the a.m. and p.m. peak hours.
Page 7 of 29 3. Assessment of E.C. Row Expressway Alternatives 3.1 Single Point Urban Interchange (SPUI) at Dominion Boulevard The single point urban interchange (SPUI) design is similar in form to a diamond interchange, but has the advantage of allowing opposing left turns to proceed simultaneously by compressing the two closely spaced intersections of a diamond into one single intersection over or under the free-flowing road. Along Dominion Boulevard, combining the two existing ramp terminal intersections into a single intersection would require reconstruction of most of the existing interchange. Most notably, a new longer bridge structure on the E.C. Row Expressway over Dominion Boulevard would be required. The proposed SPUI design for Dominion Boulevard is illustrated in Figure 4. Figure 4 Single Point Urban Interchange at Dominion Boulevard The main purpose of the SPUI alternative is to address the queuing issues between the existing, closely-spaced north and south ramp terminals.
Page 8 of 29 Using existing base year (November 2014) traffic counts, traffic volumes were redistributed to the appropriate ramps and subsequently analyzed. The traffic volumes are illustrated in Figure 5 and Figure 6, for the a.m. and p.m. peak hours, respectively. Figure 5 SPUI Dominion Boulevard AM Peak Hour Volumes
Page 9 of 29 Figure 6 - SPUI Dominion Boulevard PM Peak Hour Volumes A level of service analysis was undertaken, and the results for the SPUI interchange alternative are summarized in Table 3. Intersection Dominion Boulevard/ EC Row SPUI Table 3 Single Point Urban Interchange (SPUI) at Dominion Boulevard Existing 2014 Conditions Approach/Movement AM Peak Hour PM Peak Hour LOS Delay v/c Q LOS Delay v/c Q Left C 26 0.25 14 C 32 0.30 15 Dual Through C 33 0.78 74 D 54 0.94 79 Left D 55 0.99 92 E 55 1.01 139 Dual Through A 10 0.25 22 B 12 0.36 27 EB Left B 18 0.14 18 B 16 0.11 15 WB Left D 43 0.90 131 D 47 0.96 162 Overall Intersection C 34 0.99 - D 41 1.02 -
Page 10 of 29 It should be noted that the existing cycle lengths were utilized due to coordination along the Dominion Boulevard corridor. Signal timing was optimized within the background cycle length. In comparison to the existing interchange configuration, there are southbound left-turn queuing issues at the South Ramp, with queues extending to the upstream North Ramp. These queuing issues are resolved under the SPUI alternative, but result in several movements, and the intersection as a whole, operating at or slightly above capacity. As well, a widening of Dominion Boulevard north of the E.C. Row Expressway would be required to accommodate the longer southbound left turn lane in the SPUI alternative. In summary, the SPUI alternative alleviates the existing queuing issue, but the single ramp terminal approach would essentially operate at capacity during peak periods. To improve the operation would require capacity improvements such as consideration of dual left turn lanes on one or more approaches and any related widening of the north-south legs of the intersection to accommodate dual turning lanes (both on the approach and receiving lanes). 3.2 Combined Dougall Avenue and Howard s A combined interchange design eliminates the inner loop ramps at Dougall Avenue (Ramps E-N/S and Ramps N/S-E), and provides connecting east-west service roads (grade separated on structures where crossing the CN rail line) on both the north and south sides of the E.C. Row Expressway. Additionally, the combined interchange would result in changes to signing on the expressway to indicate that two interchanges are served by the westbound off-ramp at Howard Avenue and the eastbound off-ramp at Dougall Avenue. The combined interchanges alternative design is illustrated in Figure 7.
Page 11 of 29 Legend: New East-West Service Roads To Be Removed Figure 7 Combined Interchange (Dougall Avenue & Howard Avenue) The purpose of this alternative is to eliminate the short weaving section between Dougall Avenue and Howard Avenue. Traffic volumes were generated from base year (November 2014) counts for the new intersection arrangements at the North and South Ramp s with Dougall Avenue, and at the North and South Ramp s with Howard Avenue. The traffic volumes are illustrated in Figure 8 and Figure 9 for a.m. and p.m. peak hours, at Dougall Avenue and Howard Avenue, respectively.
Page 12 of 29 Dougall Avenue South North 0 (1) 2001 (1394) 239 (231) (2304) 948 (268) 229 2 (7) 0 (1) 2001 (1394) 239 (231) (2304) 948 (268) 229 2 (7) Before After 0 (2) 271 (356) 1772 (1061) (546) 371 (1723) 799 5 (11) 0 (2) 1772 (1061) 271 (356) (1723) 799 (546) 371 5 (11) Figure 8 Combined Interchange Dougall Avenue Peak Hour Traffic Volumes
Page 13 of 29 Howard Avenue North 5 (6) 1256 (1185) 171 (518) (2197) 761 (174) 121 0 (0) 5 (6) 1256 (1185) 171 (518) (2197) 761 (174) 121 0 (0) Before After South 5 (4) 13 (53) 1048 (1497) (2059) 896 (439) 195 0 (0) 5 (4) 13 (53) 1048 (1497) (2059) 896 (439) 195 0 (0) Figure 9 Combined Interchange Howard Avenue Peak Hour Traffic Volumes A level of service analysis was undertaken to determine whether the proposed alternative would operate and accommodate the re-distributed traffic volumes. Analysis was undertaken by providing necessary additional lanes for the new ramp approaches, but with no other improvements. Subsequently, analysis was also undertaken with logical improvements to accommodate the additional traffic volumes. The intersections were optimized within their existing cycle lengths and offsets.
Page 14 of 29 Analysis results are summarized in Table 4 below. Intersection Dougall Avenue/ EC Row North Ramp Dougall Avenue/ EC Row North Ramp Improved Dougall Avenue/EC Row South Ramp Dougall Avenue/ EC Row South Ramp Improved Table 4 Combined Interchanges Dougall Avenue & Howard Avenue Existing 2014 Conditions Approach/Movement AM Peak Hour PM Peak Hour LOS Delay v/c Q LOS Delay v/c Q Left E 62 0.96 169 F 98 1.05 174 WB Through C 30 0.54 78 F 307 1.57 300 Right C 28 0.37 46 D 37 0.55 66 Left B 17 0.68 5 F 201 1.31 98 Dual Through A 10 0.97 9 B 17 0.61 129 Dual Through C 25 0.64 106 F 113 1.19 365 Right A < 1 0.15 < 1 A < 1 0.18 < 1 Overall Intersection C 21 1.01 - F 108 1.42 - Left D 40 0.84 133 E 60 0.92 160 WB Dual Through C 23 0.25 31 D 38 0.72 98 Right C 24 0.33 40 C 33 0.48 63 Left B 10 0.68 7 F 82 0.96 69 Triple Through A 9 0.73 109 C 33 0.45 127 Triple Through C 24 0.48 69 D 37 0.95 213 Right A < 1 0.15 < 1 A < 1 0.18 < 1 Overall Intersection B 17 0.81 - D 38 0.98 - EB Dual Left C 24 0.45 60 C 34 0.32 37 Thru/Right F 203 1.36 322 F 1126 3.40 655 Dual Through F 205 1.40 292 A 7 0.50 32 Right B 14 0.43 17 A 7 0.39 21 Left F 269 1.52 132 F 407 1.84 89 Dual Through B 12 0.46 61 A 5 0.73 26 Overall Intersection F 144 1.49 - F 350 1.54 - Left E 62 0.97 186 C 29 0.46 71 EB Dual Through C 30 0.66 91 E 59 0.99 179 Right C 24 0.18 22 C 32 0.58 75 Triple Through E 72 1.09 173 D 42 0.81 79 Right B 19 0.47 22 D 55 0.85 115 Left E 61 0.99 123 E 69 0.98 113 Triple Through A 8 0.30 34 B 16 0.59 75 Overall Intersection D 48 1.02 - D 40 0.94 - * Shaded Orange Cells: The additional lane improvements required as compared to the initial analysis
Page 15 of 29 Intersection Howard Avenue/ EC Row North Ramp Howard Avenue/ EC Row North Ramp Improved Howard Avenue/ EC Row South Ramp Howard Avenue/ EC Row South Ramp Improved Table 4 Combined Interchanges Dougall Avenue & Howard Avenue Existing 2014 Conditions Approach/Movement AM Peak Hour PM Peak Hour LOS Delay v/c Q LOS Delay v/c Q Left B 18 0.35 55 D 54 0.91 177 WB Left/Through D 52 0.98 247 F 177 1.29 300 Right A 1 0.40 < 1 A < 1 0.23 < 1 Left C 24 0.81 21 F 247 1.48 126 Triple Through B 18 0.61 55 B 16 0.43 54 Triple Through C 27 0.48 67 F 148 1.26 176 Right A < 1 0.09 < 1 A < 1 0.12 < 1 Overall Intersection C 23 0.92 - F 112 1.44 - Left C 32 0.58 73 F 127 1.15 211 WB Dual Through D 35 0.73 89 D 38 0.71 94 Right A 1 0.40 < 1 A < 1 0.23 < 1 Left B 13 0.49 26 F 205 1.36 188 Triple Through B 13 0.45 59 B 14 0.40 59 Triple Through B 15 0.36 57 F 93 1.15 121 Right A < 1 0.09 < 1 A < 1 0.12 < 1 Overall Intersection B 17 0.59 - E 74 1.33 - Left F 121 1.19 317 F 292 1.58 497 EB Through B 13 0.20 31 B 17 0.38 69 Right A < 1 0.19 < 1 A < 1 0.24 < 1 WB Right A 9 0.10 13 B 14 0.45 71 Triple Through C 33 0.88 96 D 42 0.96 155 Right C 27 0.01 < 1 B 20 0.11 10 Triple Through D 49 0.55 88 C 29 1.02 92 Right A < 1 0.14 < 1 A < 1 0.29 < 1 Overall Intersection D 55 1.06 - E 80 1.38 - Dual Left C 25 0.73 88 D 38 0.92 183 EB Through B 18 0.24 31 C 21 0.43 77 Right A < 1 0.19 < 1 A < 1 0.24 < 1 WB Right B 13 0.12 13 B 18 0.50 83 Triple Through C 20 0.68 96 C 27 0.82 88 Right C 21 0.01 < 1 B 16 0.09 9 Triple Through C 27 0.45 88 B 14 0.90 71 Right A < 1 0.14 < 1 A < 1 0.29 < 1 Overall Intersection C 20 0.70 - C 21 0.94 - * Shaded Orange Cells: The additional lane improvements required as compared to the initial analysis
Page 16 of 29 The initial analysis undertaken for the combined interchanges alternative resulted in relatively poor operations, as such, major intersection improvements would be required. The improvements required would involve providing additional through lanes on several approaches. These improvements are highlighted in orange cells and have been analyzed. It is noted that even with substantial intersection improvements, volume demands approach or exceed capacity on many critical movements. In summary, the combined interchange would eliminate the short weaving section on the E.C. Row Expressway between Dougall Avenue and Howard Avenue, but would incur substantial cost for new structures over the CN rail line and for intersection improvements, and the ramp terminal intersections would operate at or over capacity. 3.3 Core-Collector System of E.C. Row Expressway As in the 1993 Dillon Traffic Evaluation and Planning Study (TEPS) report, the addition of 2-lanes both eastbound and westbound in the centre median area and separated from the existing expressway lanes, would allow through traffic to bypass the Dominion Boulevard to Howard Avenue weaving sections. The purpose of a core-collector system on the E.C. Row Expressway would be to provide additional mainline capacity and to improve weaving operations by reducing traffic in the subject weaving areas. Based upon adjusted traffic volumes, through traffic has been reassigned to core lanes with the corresponding reduction in traffic in the weaving sections. The reassigned traffic volumes are illustrated in Figure 10, Figure 11, and Figure 12, for the a.m., p.m., and p.m. sensitivity peak hours. 189 23 Dominion Blvd. 279 Dougall Ave. 269 Howard Ave. 823 684 554 1,108 81 1,012 468 707 1195 1195 292 849 107 933 615 615 702 642 742 195 554 489 369 665 600 565 333 77 Figure 10 AM Peak Hour Traffic Volumes
Page 17 of 29 185 55 Dominion Blvd. 314 Dougall Ave. 637 Howard Ave. 996 613 178 537 69 1,181 499 668 766 766 692 878 134 1,121 376 376 574 902 1,093 439 329 63 235 1048 782 857 339 45 Figure 11 PM Peak Hour Traffic Volumes 185 55 Dominion Blvd. 314 Dougall Ave. 637 Howard Ave. 996 613 178 537 69 1,181 499 668 766 766 692 878 134 800 531 531 574 902 900 439 465 168 332 855 558 857 242 45 Figure 12 Sensitivity PM Peak Hour Traffic Volumes Weaving analysis as well as ramp analysis was again undertaken to evaluate operational conditions with a core-collector system. 3.3.1 Weaving HCS+ software was utilized to analyze the weaving volume sections. The HCS+ software implements the methods of the 2000 Highway Capacity Manual (HCM). The analysis results are summarized below in Table 5. The p.m. peak hour sensitivity analysis results are provided in the brackets.
Page 18 of 29 Table 5 Weaving Analysis E.C. Row Expressway Core-Collector System Conditions Direction Weaving Section AM Peak Hour PM Peak Hour EB Dominion Boulevard Dougall Avenue (465 m weaving section) (LOS A) Dougall Avenue Howard Avenue (335 m weaving section) () WB Howard Avenue Dougall Avenue (335 m weaving section) Dougall Avenue Dominion Boulevard (465 m weaving section) In comparison to the existing conditions assessment, the weaving analysis results remain generally similar; however, several areas improve as a result of the core-collector system. This includes the p.m. sensitivity analysis (highlighted results) where the weaving sections in the eastbound direction between Dominion Boulevard and Dougall Avenue improve by a full level of service. 3.3.2 & HCS+ software was utilized to analyze the merge and diverge ramps. The analysis results are summarized below in Table 6. Similarly, the p.m. peak hour sensitivity analysis results are provided in brackets. Table 6 Ramp Analysis E.C. Row Expressway Core-Collector System Conditions Direction E.C. Row Expressway Section / AM Peak Hour PM Peak Hour EB Dominion Boulevard Dougall Avenue (on-ramp) () (off-ramp) LOS A LOS A (LOS A) Dougall Avenue Howard Avenue (on-ramp) () (off-ramp) LOS A LOS A (LOS A) WB Howard Avenue Dougall Avenue (on-ramp) LOS A LOS A
Page 19 of 29 (off-ramp) (on-ramp) (off-ramp) Dougall Avenue Dominion Boulevard LOS A LOS A In comparison to the existing conditions assessment, the ramp analysis results show several areas improving as a result of the core-collector system. The highlighted results represent improved operating conditions in comparison to the existing conditions assessment. Most notably the off-ramp operations in the westbound direction at Dominion Boulevard improved significantly, from LOS D and, during the a.m. and p.m., respectively, to LOS A for both peak hours. In summary, the development of a core-collector system would have the benefits of providing higher mainline capacity for the E.C. Row Expressway, maintaining or improving operations in the weaving sections between Dominion Boulevard and Dougall Avenue and between Dougall Avenue and Howard Avenue, facilitating alternative routing during routine maintenance along this section of the expressway, and retaining the convenience and familiarity of the ramp terminals at each of these north-south roadways. 6. E.C. Row Expressway Collisions New traffic data was received from the City of Windsor on April 23, 2015 for the entire section of the E.C. Row Expressway. This data set included traffic volumes and collisions on the mainline, collector, transfer, and ramp facilities for a 5-year collision history period from 2007 through to 2011. Traffic data and collision information pertaining to our Study Area is summarized in Table 7 and Table 8, mainline and ramp facilities, respectively.
Page 20 of 29 Road Section Count Date Table 7 Mainline Mid-Block Collisions E.C. Row Expressway Section Length (km) Est. Average AADT (2007-2011) 1 Total Collisions (2007-2011) Collision Rate (collisions per MVkm) Predicted Collisions Excess Collisions (2007-2011) EB Direction Huron Church to Dominion 1991 2006 0.37 25,800 31 1.80 7 24 Dominion to Dougall 1991 2006 1.14 29,100 27 0.45 24 3 Dougall to Howard 2006 2010 0.74 36,440 53 1.08 19 34 WB Direction Howard to Dougall 2006 2010 0.74 36,320 17 0.35 19-2 Dougall to Dominion 1991 2006 1.14 29,240 15 0.25 24-9 Dominion to Huron Church 1991 2006 1.17 19,740 22 0.52 17 5 1 Estimated averaged AADT over 5 year period based upon growth rate from historical volumes;
Page 21 of 29 Ramp Section Count Date Table 8 Ramp Collisions E.C. Row Expressway Section Length Est. Average AADT (2007-2011) 1 Total Collisions (2007-2011) Collision Rate (collisions per MVkm) Predicted Collisions Excess Collisions (2007-2011) Dominion Boulevard EB Off-Ramp 0.56 1,100 3 2.67 0 3 WB On-Ramp 2004 0.55 980 1 1.02 0 1 WB Off-Ramp 2010 0.55 11,100 5 0.45 5 0 EB On-Ramp 0.53 10,420 4 0.40 4 0 Dougall Avenue WB On-Ramp 0.57 7,640 1 0.13 3-2 EB Off-Ramp 2004 0.63 7,560 6 0.70 4 2 WB Off- Ramp 2010 0.51 8,360 14 1.79 3 11 EB On-Ramp 0.48 8,560 0 0.00 3-3 Howard Avenue WB On-Ramp 0.43 8,680 1 0.15 3-2 2000 EB Off-Ramp 0.56 9,580 8 0.82 4 4 2004 WB Off-Ramp 0.68 10,340 2 0.16 6-4 2010 EB On-Ramp (N-E) 0.75 3,800 2 0.38 2 0 EB On-Ramp (S-E) 0.68 5,380 1 0.15 3-2 1 Estimated averaged AADT over 5 year period based upon growth rate from historical volumes;
Page 22 of 29 4. Future Assessment Future growth in traffic over 20 years has been determined and the existing traffic volumes have been factored up. Specifically, a growth rate of 0.25% per annum has been utilized which represents 5% growth over 20 years. 4.1 Future E.C. Row Expressway Analysis 4.1.1 Future Weaving Weaving analysis results for the future 2034 condition are summarized below in Table 9. The p.m. peak hour sensitivity analysis results are provided in brackets. Table 9 Weaving Analysis E.C. Row Expressway Future 2034 Conditions Direction Weaving Section AM Peak Hour PM Peak Hour Dominion Boulevard Dougall Avenue () EB (465 m weaving section) 11.64 pc/km/ln 9.46 pc/km/ln Dougall Avenue Howard Avenue () (335 m weaving section) 13.94 pc/km/ln 17.94 pc/km/ln Howard Avenue Dougall Avenue (335 m weaving section) 15.66 pc/km/ln 15.11 pc/km/ln WB Dougall Avenue Dominion Boulevard (465 m weaving section) 14.09 pc/km/ln 13.76 pc/km/ln The analysis results in comparison to existing conditions all results remain the same with the exception of westbound section between Howard Avenue and Dougall Avenue. Under the a.m. peak hour the weaving level of service changes from to.
Page 23 of 29 4.1.2 Future and Future analysis results for the merge and diverge ramp movements are summarized below in Table 10. Similarly, the p.m. peak hour sensitivity analysis results are provided in brackets. Table 10 Ramp Analysis E.C. Row Expressway Future 2034 Conditions Direction E.C. Row Expressway Section / AM Peak Hour PM Peak Hour () Dominion Boulevard Dougall Avenue (on-ramp) 12.5 pc/km/ln 10.0 pc/km/ln () EB (off-ramp) 10.3 pc/km/ln 7.5 pc/km/ln () Dougall Avenue Howard Avenue (on-ramp) 11.5 pc/km/ln 11.2 pc/km/ln () (off-ramp) 9.9 pc/km/ln 9.6 pc/km/ln LOS D Howard Avenue Dougall Avenue (on-ramp) 18.1 pc/km/ln 13.9 pc/km/ln LOS D WB (off-ramp) 17.2 pc/km/ln 12.8 pc/km/ln (on-ramp) 16.0 pc/km/ln 12.4 pc/km/ln Dougall Avenue Dominion Boulevard (off-ramp) LOS D 19.4 pc/km/ln 15.4 pc/km/ln In comparison to existing conditions results, the movements highlighted in bold degraded a level of service.
Page 24 of 29 5. Future Assessment of E.C. Row Expressway Alternatives 5.1 Single Point Urban Interchange (SPUI) at Dominion Boulevard Analysis results for the future condition are summarized in Table 11 below. Intersection Dominion Boulevard/ EC Row SPUI Table 11 Single Point Urban Interchange (SPUI) at Dominion Boulevard Future 2034 Conditions Approach/Movement AM Peak Hour PM Peak Hour LOS Delay v/c Q LOS Delay v/c Q Left C 27 0.28 16 C 30 0.28 15 Dual Through D 38 0.86 88 D 42 0.86 76 Left D 53 0.99 96 F 85 1.10 155 Dual Through B 10 0.27 23 B 12 0.37 31 EB Left B 18 0.15 18 B 17 0.12 16 WB Left D 49 0.94 140 E 70 1.04 177 Overall Intersection D 37 1.01 - D 51 1.12 - Analysis results are slightly exacerbated in comparison to existing conditions. 5.2 Combined Dougall Avenue and Howard s Analysis results for the future conditions are summarized in Table 12. Intersection Dougall Avenue/ EC Row North Ramp Dougall Avenue/ EC Row North Ramp Table 12 Combined Interchanges Dougall Avenue & Howard Avenue Future 2034 Conditions Approach/Movement AM Peak Hour PM Peak Hour LOS Delay v/c Q LOS Delay v/c Q Left F 85 1.04 184 F 116 1.11 186 WB Through C 32 0.58 84 F 342 1.65 318 Right C 29 0.41 50 D 38 0.58 70 Left B 18 0.74 6 F 230 1.38 104 Dual Through B 16 1.00 9 B 18 0.64 156 Dual Through C 25 0.65 107 F 139 1.24 393 Right A < 1 0.16 < 1 A < 1 0.18 < 1 Overall Intersection C 27 1.06 - F 126 1.49 - Left D 41 0.86 152 E 70 0.97 172 WB Dual Through C 23 0.26 33 D 39 0.76 104 Right C 24 0.34 43 C 33 0.51 66 Left B 14 0.75 10 F 120 1.09 75 Triple Through B 11 0.78 125 C 33 0.47 131
Page 25 of 29 Triple Through C 25 0.51 72 D 41 0.98 229 Improved Right A < 1 0.16 < 1 A < 1 0.18 < 1 Overall Intersection B 19 0.85 - D 42 1.08 - Dual Left C 24 0.47 64 C 34 0.34 39 EB Dougall Thru/Right F 232 1.43 267 F 1203 3.57 689 Avenue/EC Dual Through F 220 1.43 282 A 8 0.53 35 Row South Right B 14 0.44 13 A 7 0.41 23 Ramp Left F 351 1.70 110 F 504 2.04 97 Dual Through B 13 0.48 64 A 5 0.76 26 Overall Intersection F 161 1.63 - F 381 1.62 - Left F 97 1.09 207 C 30 0.48 75 Dougall EB Dual Through C 33 0.73 100 E 73 1.04 193 Avenue/ Right C 25 0.21 25 C 33 0.61 80 EC Row Triple Through D 46 1.02 173 D 44 0.85 86 South Ramp Right B 15 0.45 19 E 62 0.91 128 Left F 110 1.14 137 E 79 1.03 130 Triple Through A 8 0.30 39 B 16 0.61 78 Improved Overall Intersection D 46 1.15 - D 45 0.99 - * Shaded Orange Cells: The additional lane improvements required as compared to the initial analysis Intersection Howard Avenue/ EC Row North Ramp Howard Avenue/ EC Row North Ramp Improved Table 12 Combined Interchanges Dougall Avenue & Howard Avenue Future 2034 Conditions Approach/Movement AM Peak Hour PM Peak Hour LOS Delay v/c Q LOS Delay v/c Q Left B 18 0.37 58 E 57 0.93 187 WB Left/Through E 64 1.02 265 F 188 1.31 316 Right A 1 0.42 < 1 A < 1 0.25 < 1 Left C 24 0.89 24 F 346 1.70 135 Triple Through B 18 0.65 56 B 18 0.46 57 Triple Through C 27 0.51 71 F 161 1.30 188 Right A < 1 0.09 < 1 A < 1 0.12 < 1 Overall Intersection C 26 0.99 - F 128 1.59 - Left C 32 0.60 77 F 127 1.15 211 WB Dual Through C 35 0.75 94 D 38 0.71 94 Right A 1 0.42 < 1 A < 1 0.23 < 1 Left B 13 0.53 29 F 205 1.36 188 Triple Through B 12 0.48 66 B 14 0.40 59 Triple Through B 16 0.39 60 F 93 1.15 121 Right A < 1 0.09 < 1 A < 1 0.12 < 1 Overall Intersection B 17 0.63 - E 74 1.33 - Howard EB Left F 232 1.44 366 F 327 1.65 529
Page 26 of 29 Avenue/ EC Row South Ramp Howard Avenue/ EC Row South Ramp Improved Through B 17 0.25 38 B 18 0.40 72 Right A < 1 0.20 < 1 A < 1 0.25 < 1 WB Right B 12 0.12 16 B 15 0.47 76 Triple Through C 23 0.74 92 D 54 1.01 168 Right C 22 0.01 < 1 C 20 0.12 11 Triple Through C 28 0.49 70 D 50 1.07 100 Right A < 1 0.15 < 1 A < 1 0.30 < 1 Overall Intersection E 76 1.10 - F 96 1.45 - Dual Left C 29 0.80 113 D 38 0.92 183 EB Through B 19 0.27 39 C 21 0.43 77 Right A < 1 0.20 < 1 A < 1 0.24 < 1 WB Right B 14 0.12 17 B 18 0.50 83 Triple Through B 19 0.67 91 C 27 0.82 88 Right B 20 0.01 < 1 B 16 0.09 9 Triple Through C 20 0.45 70 B 14 0.90 71 Right A < 1 0.15 < 1 A < 1 0.29 < 1 Overall Intersection B 20 0.73 - C 21 0.94 - * Shaded Orange Cells: The additional lane improvements required as compared to the initial analysis Analysis results under future conditions are slightly exacerbated. 5.3 Core-Collector System of E.C. Row Expressway 5.3.1 Future Weaving Analysis results are summarized in Table 13. Table 13 Weaving Analysis E.C. Row Expressway Future Core-Collector System Conditions Direction Weaving Section AM Peak Hour PM Peak Hour EB Dominion Boulevard Dougall Avenue (465 m weaving section) () Dougall Avenue Howard Avenue (335 m weaving section) () WB Howard Avenue Dougall Avenue (335 m weaving section) Dougall Avenue Dominion Boulevard (465 m weaving section) * Highlighted cells indicate a LOS improvement in comparison to Future Do Nothing
Page 27 of 29 The weaving segments LOS in comparison to existing core-collector system remains the same, with the exception of the eastbound section between Dominion Boulevard and Dougall Avenue during the p.m. peak hour. sensitivity scenario. The LOS changes from A to B. 5.3.2 Future and Analysis results are summarized in Table 14. Table 14 Ramp Analysis E.C. Row Expressway Core-Collector System Conditions Direction E.C. Row Expressway Section / AM Peak Hour PM Peak Hour EB Dominion Boulevard Dougall Avenue (on-ramp) () (off-ramp) LOS A LOS A (LOS A) Dougall Avenue Howard Avenue (on-ramp) () (off-ramp) LOS A LOS A (LOS A) WB Howard Avenue Dougall Avenue (on-ramp) (off-ramp) LOS A LOS A Dougall Avenue Dominion Boulevard (on-ramp) (off-ramp) LOS A LOS A * Highlighted cells indicate a LOS improvement in comparison to Future Do Nothing The future merge and diverge ramp analysis under a core-collector system remains the same in comparison to existing conditions results. 5.4 Northwood-Edinborough E-W Link 5.4.1 Future Weaving With the Northwood-Edinborough alternative being the preferred alternative for east-west flow, a future analysis of the E.C. Row Expressway weaving sections was analyzed. The weaving sections take into account the reduced volumes within these sections due to the transfer of traffic to the Northwood-Edinborough E-W Link.
Page 28 of 29 Analysis results are summarized in Table 15. Table 15 Weaving Analysis E.C. Row Expressway Future Northwood-Edinborough E-W Link Conditions Direction Weaving Section AM Peak Hour PM Peak Hour Dominion Boulevard Dougall Avenue EB (465 m weaving section) 10.07 pc/km/ln 9.33 pc/km/ln Dougall Avenue Howard Avenue (335 m weaving section) 13.61 pc/km/ln 17.73 pc/km/ln Howard Avenue Dougall Avenue WB (335 m weaving section) 15.54 pc/km/ln 14.53 pc/km/ln Dougall Avenue Dominion Boulevard (465 m weaving section) 13.19 pc/km/ln 12.98 pc/km/ln Weaving LOS analysis results remain similar to Future Do Nothing, but with reductions to the weaving segment densities. 5.4.2 Future and (w/ Northwood-Edinborough E-W Link) Analysis results are summarized in Table 16. Table 16 Ramp Analysis E.C. Row Expressway Future Northwood-Edinborough E-W Link Conditions Direction E.C. Row Expressway Section / AM Peak Hour PM Peak Hour Dominion Boulevard Dougall Avenue (on-ramp) 10.7 pc/km/ln 8.2 pc/km/ln EB (off-ramp) 10.3 pc/km/ln 7.5 pc/km/ln Dougall Avenue Howard Avenue (on-ramp) 11.1 pc/km/ln 10.9 pc/km/ln (off-ramp) 9.9 pc/km/ln 9.6 pc/km/ln LOS D WB Howard Avenue Dougall Avenue (on-ramp) 17.9 pc/km/ln 13.6 pc/km/ln LOS D (off-ramp) 17.2 pc/km/ln 12.8 pc/km/ln
Page 29 of 29 (on-ramp) 15.0 pc/km/ln Dougall Avenue Dominion Boulevard LOS D (off-ramp) 19.4 pc/km/ln * Highlighted cells indicate a LOS improvement in comparison to Future Do Nothing 11.4 pc/km/ln 15.4 pc/km/ln In comparison to future do nothing analysis results, the ramp densities have reduced for each merge and diverge movement in both peak hours. STANTEC CONSULTING LTD. Adrian Soo, P. Eng. Transportation Engineer Phone: (905) 944-6192 Fax: (905) 474-9889 Adrian.Soo@stantec.com