.DON MILLS CROSSING TRANSPORTATION STUDY

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Don Mills Crossing Transportation Study: Phase 1 4.4.7 Existing Intersection Operations Based on the turning movement counts, an overall summary of intersection performance was carried out while comparing per lane capacity and safety performance and the results are summarized in Exhibit 4-17. The results indicate most of the large intersections (more than fourlanes) suffer reduced capacity of individual lanes to accommodate traffic at few available intersections. Compact intersections (such two-lane each way with single left-turn lane) perform roughly 45% higher efficiency compared to large intersections. This reflects the reality that wider cross-sections requiring additional signal timing, holding traffic longer on cross streets. As per Highway Safety Manual (2010), higher traffic volumes and increasing number of lanes generates higher crash rates, particularly at signalized intersections. On average, larger intersections experience roughly four times more collisions per year compared to compact intersections. Potential remedy to complex intersection and wider streets is alternative routing options around these intersections to avoid concentration of traffic at single location. As well, shifting vehicle mode to alternative transportation modes represents a potential solution to current traffic problems in the transportation influence and core study areas. Exhibit 4 - 17 – Summary Intersection Conditions Capacity of Each Lane Collision Rate (crash rate per year) Regular /Smaller Intersections (less than 12 lanes) (per lane per hour) 310 6.6 Large Intersections (more than 12 lanes) 280 26.5 City Planning, Transportation 39
Don Mills Crossing Transportation Study: Phase 1 4.4.8 Review of Traffic Safety and Subway Construction Conditions An overall safety analysis was performed to identify potential crash-prone locations within the transportation area of influence. Collision statistics was extracted from the City’s database and crash rates were plotted at area intersections or segments (See Exhibit 4-18). Higher crash experiences were observed at the following locations: Leslie Street Corridor and intersection at Eglinton Avenue East; Eglinton Avenue East and Don Mills intersection; Don Valley Ramps; and Overlea Boulevard and Don Mills Road intersection. As mentioned in previous section, reducing traffic volume through multimodal planning and adding new streets to disperse traffic can be solutions to current safety problems. With effective multimodal planning that builds on the lessons learned from rapid transit areas, it is possible that the area could continue to benefit from decreased collisions and a safer pedestrian experience. The multimodal approach considered in this study and associated infrastructures within the core study area are fundamental to overall safety of sustainable transportation users. 4.5 Transit Network The study area is currently served by several local and one express bus routes. A transit map of the study area is shown in Exhibit 4-19. Thicker the line, higher the transit service frequency. Future rapid transit services are also displayed to illustrate the locations of new subway or LRT stations. Toronto Transit Commission (TTC) currently operate several major routes on arterial streets including Don Mills Express service linking Pape subway station to Steeles corridor. Most of the TTC services provide connections for the Toronto’s subway stations on Lines 1, 2 and 4. In addition, the TTC offers circuitous local bus services to area neighbourhoods. While there are multiple GO bus services on Don Valley Parkway and Richmond Hill GO Transit line along the Don River, there is no direct service stops within the transportation area of influence. A Canadian Pacific Railway track is located to the north Celestica land. Lack of regional transit services encourages vehicle usage for non-Toronto residents. City Planning, Transportation 40
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.DON MILLS CROSSING TRANSPORTATION STUDY

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