Old Victoria Hospital Lands · approved Zoning By-law amendment application (Z-8803) for development at 391 South Street. Spreadsheet showing detailed calculations is provided as

1069 Wellington Road South, Suite 214 | London, ON N6E 2H6

P: (519) 681-8771 | F: (519) 681-4995 | www.parsons.com

Old Victoria Hospital Lands

Transportation Impact Assessment Update

Final Report

January 2020

Prepared for:

The Corporation of The City of London

300 Dufferin Avenue

London, ON

N6A 4L9

Old Victoria Hospital Lands – Transportation Impact Assessment Update – Final Report Company Confidential i

January 14, 2020

Our Ref: [477294]

The Corporation of The City of London

300 Dufferin Avenue

London, ON, Canada

N6A 4L9

Re: Old Victoria Hospital Lands – Transportation Impact Assessment Update,

Final Report

We are pleased to provide you a PDF copy of the completed Transportation Impact Assessment Update for the

proposed development of the Old Victoria Hospital Lands.

If you would like any additional information or further clarifications on any aspect of our submission, please

contact the undersigned at (905) 569-4122.

Yours truly,

Altaf Hussain, P. Eng.

Project Manager

Old Victoria Hospital Lands – Transportation Impact Assessment Update – Final Report Company Confidential ii

List of Revisions:

VERSION DATE DESCRIPTION

1 December 2019 Draft Report for Review

2 January 2020 Final Submission

Old Victoria Hospital Lands – Transportation Impact Assessment Update – Final Report Company Confidential iii

Table of Contents

1. INTRODUCTION ................................................................................................................................................... 1

1.1 BACKGROUND ............................................................................................................................................. 1

1.2 PLANNING CONTEXT ................................................................................................................................... 1

1.3 PROPOSED DEVELOPMENT ........................................................................................................................ 2

2. EXISTING CONDITIONS ....................................................................................................................................... 4

2.1 EXISTING TRANSIT NETWORK .................................................................................................................... 4

2.2 EXISTING CYCLING AND PEDESTRIAN FACILITIES .................................................................................... 5

2.3 EXISTING ROAD NETWORK ......................................................................................................................... 6

2.4 EXISTING TRAFFIC DATA COLLECTION ....................................................................................................... 9

2.5 EXISTING (2019) INTERSECTION OPERATIONS ...................................................................................... 10

3. FUTURE BACKGROUND (2024) TRANSPORTATION CONDITIONS .................................................................. 12

3.1 FUTURE BACKGROUND DEVELOPMENTS ............................................................................................... 12

3.2 CORRIDOR TRAFFIC GROWTH .................................................................................................................. 12

3.3 FUTURE BACKGROUND (2024) INTERSECTION OPERATIONS ............................................................... 13

4. FUTURE SITE TRAVEL DEMAND ....................................................................................................................... 15

4.1 TRIP GENERATION..................................................................................................................................... 15

4.2 TRIP DISTRIBUTION AND ASSIGNMNET .................................................................................................. 17

4.3 PROJECTED SITE TRAFFIC VOLUMES ....................................................................................................... 17

5. FUTURE TRANSPORTATION NETWORK ............................................................................................................ 18

5.1 FUTURE ROADWAY NETWORK ................................................................................................................. 18

5.2 FUTURE TRANSIT FACILITIES .................................................................................................................... 18

5.3 FUTURE CYCLING AND PEDESTRIAN NETWORK ..................................................................................... 20

6. FUTURE TRAFFIC OPERATIONS ........................................................................................................................ 21

6.1 2024 HORIZON (PHASE 1) ....................................................................................................................... 21

6.2 2029 HORIZON (FULL BUILD-OUT) .......................................................................................................... 22

6.3 QUEUING ANALYSIS – 2029 FULL BUILD-OUT HORIZON ....................................................................... 26

7. SUMMARY OF ANALYSIS CONCLUSIONS ......................................................................................................... 27

Old Victoria Hospital Lands – Transportation Impact Assessment Update – Final Report Company Confidential

LIST OF FIGURES

Figure 1: SoHo CIP and OVHL Secondary Plan Area .................................................................................................. 2

Figure 2: Proposed Developments’ Parcels and Study Area ..................................................................................... 3

Figure 3: Existing Transit Routes near Subject Site .................................................................................................. 4

Figure 4: Existing Bicycle Network .............................................................................................................................. 5

Figure 5: Existing Lane Configurations and Traffic Control ....................................................................................... 8

Figure 6: Wellington Street BRT Lane Configurations ............................................................................................ 19

Figure 7: Pedestrian Connections and Linkages Proposed in OVHL Secondary Plan .......................................... 20

Figure 8: 2029 Future Lane Configuration ............................................................................................................. 23

LIST OF TABLES

Table 1: Development Statistics ................................................................................................................................. 3

Table 2: Traffic Volume Data Source and Count Date ............................................................................................... 9

Table 3: Existing Signalized Intersection Capacity Analysis ................................................................................... 10

Table 4: Existing Unsignalized Intersection Capacity Analysis ............................................................................... 11

Table 5: Background Development Trip Generation .............................................................................................. 12

Table 6: Future Background (2024) Signalized Intersection Capacity Analysis ................................................... 13

Table 7: Future Background (2024) Signalized Intersection Capacity Analysis with Improvement .................... 14

Table 8: Future Background (2024) Unsignalized Intersection Capacity Analysis ............................................... 14

Table 9: Existing and Proposed Mode Split ............................................................................................................. 15

Table 10: Site Trip Generations ............................................................................................................................... 16

Table 11: Trip Distribution ........................................................................................................................................ 17

Table 12: Future Total (2024) Signalized Intersection Capacity Analysis ............................................................. 21

Table 13: Future Total (2024) Unsignalized Intersection Capacity Analysis ........................................................ 22

Table 14: Future Total (2029) Signalized Intersection Capacity Analysis ............................................................. 24

Table 15: Future Total (2029) Signalized Intersection Capacity Analysis with Improvement ............................. 25

Table 16: Future Total (2029) Unsignalized Intersection Capacity Analysis ........................................................ 25

Table 17: 95th Queues Exceeding Available Storage Length ................................................................................. 26

LIST OF APPENDICES

Appendix A: Land Use Designation Plan from OVHL Secondary Plan

Appendix B: Development Site Statistics Calculations

Appendix C: Traffic Data – TMCs and Signal Timing Plans

Appendix D: Traffic Volume Figures for All Analysis Conditions

Appendix E: Existing (2019) Intersection Capacity Synchro Reports

Appendix F: Future Background (2024) Intersection Capacity Synchro Reports

Appendix G: Statistics Canada Map of London North Centre

Appendix H: Details of Wellington Road Gateway Project

Appendix I: Future Total (2024) Intersection Capacity Synchro Reports

Appendix J: Future Total (2029) Intersection Capacity Synchro Reports

file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789383file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789384file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789385file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789386file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789387file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789388file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789389file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789390file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789393file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789394file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789396file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789397file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789398file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789400file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789402file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789403file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789404file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789405file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789406file://///XCCAN90FS01/Data/Transportation/Projects/477294%20TIA%20Update%20-%20Old%20Victoria%20Hospital%20London/MF%23_Toc26789407

Old Victoria Hospital Lands – Transportation Impact Assessment Update – Final Report Company Confidential 1

1. INTRODUCTION

1.1 BACKGROUND

The Old Victoria Hospital Lands (“OVHL”) in London, Ontario refers the former hospital lands generally bounded

by the Hill Street to the north, Colborne Street to the east, the Thames Valley Corridor to the south and Waterloo

Street to the west. The decision by London Health Sciences Centre to decommission the hospital lands resulted

in a redevelopment opportunity. In May 2013, Parsons (formerly Delcan Corporation) completed a

Transportation Impact Assessment (“TIA”) for the redevelopment of the said lands. The study completed on

behalf of the City of London, reviewed the proposed developments impacts to the transportation network within

the South of Horton Street (SoHo) community.

In September 2019, Parsons was retained to complete an update to the previous 2013 study. The update

necessitated due to following initiatives undertaken since the completion of the 2013 study:

• Proposed increase in the development densities;

• Planned implementation of Bus Rapid Transit (“BRT”) along Wellington Street by 2026; and

• The conversion of South Street and Grey Street to two-way operation by 2027.

The update generally follows the City of London TIA guidelines and has been conducted staying consistent with

the study area intersections and roadways included in the 2013 study. Following updates have been made to

the 2013 study:

• Existing conditions updated to 2019;

• Five (5) and ten (10) year horizon analyses revised to 2024 and 2029, respectively.

• Site trips updated based on revised densities and site statistics, using ITE Trip Generation Manual 10th

edition;

• Modal Split updated based on 2016 Household Travel Survey and 2016 Census data; and

• For 2029 horizon:

o Lane configuration and traffic control type for intersections along Wellington Street updated

based on the preferred BRT design in the Shift Rapid Transit Environmental Project Report.

o South Street and Grey Street converted to two-way operation.

The current revision has been conducted for five-year (2024) and ten-year (2029) planning horizons. The study

area for analysis purposes for this update is consistent with the 2013 Study. The study area is bounded by

Richmond Street to the west, Dufferin Avenue to the north, Adelaide Street to the east, and the Thames River

to the south. Detail of roadways and intersections included in the analysis will be presented further below.

1.2 PLANNING CONTEXT

In June 2011, the City of London adopted the South of Horton (“SoHo’) Community Improvement Plan (CIP)

which provides an overall framework to direct public and private investment into the neighbourhood in order to

achieve the community’s vision. In June 2014, the City adopted the Secondary Plan for OVHL that provides a


more specific land use policy framework to guide the development of the lands. The Figure 1 shows the SoHo

CIP and OVHL Secondary Plan Area.

In October 2014, the City initiated the Zoning By-Law review for OVHL to implement the development envisioned

by the Secondary Plan. The draft zoning establishes minimum and maximum densities for the OVHL. The land

use mix and the recommended densities for the draft zoning were referred to develop the site development

statistics, explained further below.

1.3 PROPOSED DEVELOPMENT

The site of the proposed development is currently occupied by the decommissioned South Street Hospital

complex and its associated support buildings. The City of London envisions the development of six land parcels

as shown in Figure 2. Schedule 2: Character Area land Use Designation Plan from the Secondary Plan showing

land use details is attached as Appendix A. It is anticipated that parcels 1 and 2 will be developed within the

next five (5) years (2024) with full build-out reached by 2029.

Table 1 summarizes the expected development levels for each land parcel. These development statistics have

been established in consultation with the City staff; and developed based on the OVHL Secondary Plan and

developable land data provided by the City staff. Parcel 1 data has been sourced from the approved Zoning By-

law amendment application (OZ-8114) provided by the City. Parcel 2 includes the site data sourced from the

Figure 1: SoHo CIP and OVHL Secondary Plan Area

Source: Old Victoria Hospital Lands – Secondary Plan, June 2014


approved Zoning By-law amendment application (Z-8803) for development at 391 South Street. Spreadsheet

showing detailed calculations is provided as Appendix B.

Table 1: Development Statistics

Parcels

Mid

Rise

(Units)

High

Rise

(Units)

Stacked

Townhouses

(Units)

Senior

Condos

(Units)

Retail

(Sq M)

Office

(Sq M)

Medical

Offices

(Employees)

Treatment

Facilities

(Employees)

Convalesecence

Center

(Beds)

1 173 35 195 1316 46 138 155

2 906 788 996

3 166 1183

4 65 176 52

5 130 4 927

6 291

Total 65 1842 91 195 4214 996 46 138 155

Proposed Development

4

1

2

3

6

5

Figure 2: Proposed Developments’ Parcels and Study Area


2. EXISTING CONDITIONS

2.1 EXISTING TRANSIT NETWORK

Currently the site can be accessed through The London Transit Commission (“LTC”) local routes. The LTC routes

in the surrounding area that are easily accessible by the subject site are shown in Figure 3.

Route 1 operates in a general north-south orientation from Adelaide Street and Kipps Lane in the north to

Commissioners Road and Deveron Crescent in the south. In the vicinity of the subject site, Route 1 completes

a loop via Wellington Street / Grey Street / Colborne Street / South Street and services many stop location

within this loop. Service is offered from approximately 6:00 am until 12:30 am at 15-minute intervals during

the AM and PM peak hours.

Route 13 operates north-south on the Wellington Street and Richmond Road corridors. The route connects

Masonville Place near Fanshawe Park Road in the north to White Oaks Mall in the south near Bradley Avenue.

The route provides access to Western University from the subject site. Service is offered from approximately

Figure 3: Existing Transit Routes near Subject Site

Subject Site


6:00 am to 12:30 am during the week at approximately 15-minute intervals throughout the day. Near the

subject site, Route 13 operates along Wellington Street on the west side of the proposed development.

Route 90 is a limited stop express route operating north-south on the Wellington Street and Richmond Road

corridors on the same route as Route 13. Service is offered from approximately 6:00 am to 9:30 pm during the

week at approximately 15-minute intervals throughout the day on weekdays. The route does not have weekend

service. Currently the route does not have any stop on Wellington Street near the subject site.

2.2 EXISTING CYCLING AND PEDESTRIAN FACILITIES

Bicycle facilities are not elaborate in the vicinity of the subject site. Figure 4 shows the available bicycle facilities

surrounding the proposed development. A signed bicycle road route is provided on Nelson Street travelling

westerly from Adelaide Street and turns north to Colborne Street where it becomes a signed and marked

on-street bicycle lane to south of Grey Street and from north of Horton Street to Queens Avenue. On King Street

and Queens Avenue, a signed bicycle route travels westward from Colborne Street.

Sidewalks are currently in place generally on both sides of all study area roadways.

Figure 4: Existing Bicycle Network

Subject Site


2.3 EXISTING ROAD NETWORK

The following roadways will be considered as part of this assessment:

Adelaide Street is a north-south arterial roadway with a four-lane cross-section and a posted speed limit of 50

km/h within the study area. To the south, Adelaide Street terminates at Commissioners Road in the vicinity of

Victoria Hospital while to the north it continues beyond the limit of the City of London.

Colborne Street is a collector roadway operating northerly from Nelson Street within the South of Horton Street

community and terminating at Huron Street. Within the study area, Colborne Street operates with a two-lane

cross-section and a posted speed limit of 50 km/h.

Dufferin Avenue is an east-west collector roadway operating at the northern limit of the study area. Operating

with a two-lane cross-section and a posted speed limit of 50 km/h, Dufferin Avenue travels westerly from

Adelaide Street to Ridout Street.

Dundas Street is an east-west arterial roadway with a two to three-lane cross-section and a posted speed limit

of 50 km/h. To the west, Dundas Street originates as an extension of Riverside Drive and continues eastward

through the downtown core and beyond the limit of the City of London.

Grey Street is a one-way westbound local roadway with a posted speed limit of 50 km/h. Operating between

Adelaide Street to the east and Richmond Street to the west, Grey Street is a main access road for the SoHo

community.

Hamilton Road is an arterial roadway with a four-lane cross-section and operates as a continuation of Horton

Street to the east of Maitland Street. Within the study area, Hamilton Road operates with a posted speed limit

of 50 km/h.

Horton Street East is an arterial roadway with a four-lane cross-section and a posted speed limit of 50 km/h.

To the west, Horton Street becomes Springbank Drive while to the east, it becomes Hamilton Road beyond

Maitland Street.

Maitland Street is a collector roadway that travels parallel to Colborne Street one block to the east. Within the

study area, Maitland Street operates with a two-lane cross-section and a posted speed limit of 50 km/h.

Richmond Street is an arterial roadway operating in a north-south orientation with a four-lane cross-section and

a posted speed limit of 50 km/h. Originating at the Thames River, Richmond Street continues northerly through

the City of London to the Town of Exeter.

South Street is a one-way eastbound local roadway with a posted speed limit of 50 km/h. Operating between

Adelaide Street to the east and Clarence Street to the west, South Street is a primary access road for the SoHo

community.

Wellington Street is a north-south arterial roadway with a four-lane cross-section and a posted speed limit of 50

km/h within the study area. To the north, Wellington Street terminates approximately two-blocks north of the


study area limit at Pall Mall Street while to the south it continues beyond the City of London to the City of St.

Thomas.

York Street is an east-west arterial roadway within the downtown core that operates with a four-lane cross-

section and a posted speed limit of 50 km/h.

Due to the large number of intersections contained within the study area, following significant intersections

were included in 2013 study. The intersections were chosen based on the routes likely to be used by residents

within the SoHo community and same are included in the current revised analysis.

• Dufferin Avenue at: Richmond Street

Wellington Street

Colborne Street

• Dundas Street at: Richmond Street

Wellington Street

Colborne Street

Maitland Street

Adelaide Street

• Grey Street at: Richmond Street

Wellington Street

Colborne Street

Maitland Street

Adelaide Street

• South Street at: Wellington Street

Colborne Street

Maitland Street

Adelaide Street

• York Street at: Richmond Street

Wellington Street

Colborne Street

Maitland Street

• Horton Street at: Richmond Street

Wellington Street

Colborne Street

Maitland Street

Adelaide Street

• Nelson Street at: Maitland Street

Adelaide Street

Figure 5 illustrates the existing roadway network configuration including intersection control (stop or

signalized), lane configurations, and one-way streets.


Figure 5: Existing Lane Configurations and Traffic Control


2.4 EXISTING TRAFFIC DATA COLLECTION

Existing Turning Movement Counts (“TMC”) for the study area intersections was obtained from the City of London

except five intersections as summarized in Table 2. As per the City of London Transportation Impact Assessment

Guidelines, any counts older than three (3) years were updated by applying 1% per annum growth to accurately

reflect current conditions. Signal Timing Plans (“STP”) were also obtained from the City of London. The TMCs

and STPs are attached as Appendix C.

Table 2: Traffic Volume Data Source and Count Date

Intersection Source Count Date

Signalized

Dufferin Ave. at Richmond St.

City of London

March 25, 2015

Dufferin Ave. at Wellington St. April 9, 2018

Dufferin Ave. at Colborne St. May 29, 2017

Dundas St. at Richmond St. March 24, 2015

Dundas St. at Wellington St. March 26, 2015

Dundas St. at Colborne St. May 29, 2017

Dundas St. at Maitland St. June 6, 2017

Dundas St. at Adelaide St. N. October 19, 2017

York St. at Richmond St. March 24, 2015

York St. at Wellington St. October 1, 2018

York St. at Colborne St. May 30, 2016

York St. at Maitland St. Tuesday 6, 2017

Horton St. E. at Richmond St. March 25, 2015

Horton St. E. at Wellington St. November 2, 2018

Horton St. E. at Colborne St. May 29, 2017

Horton St. E. at Maitland St. June 6, 2017

Hamilton Rd. at Adelaide St. N. Parsons September 25, 2019

Grey St. at Wellington St. City of London

October 18, 2017

Nelson St. at Adelaide St. N. October 18, 2017

Unsignalized

Grey St. at Richmond St. City of London

May 21, 2009

Horton St. E. at Colborne St. May 27, 2019

Grey St. at Maitland St. Parsons September 25, 2019

Grey St. at Adelaide St. N. City of London

April 15, 2010

South St. at Wellington St. April 9, 2009

South St. at Colborne St. April 10, 2006

South St. at Maitland St.

Parsons

September 25, 2019

South St. at Adelaide St. N. September 25, 2019

Nelson St. at Maitland St. September 25, 2019

.


2.5 EXISTING (2019) INTERSECTION OPERATIONS

Existing intersection capacity analysis was conducted using Synchro 10 adhering to the methodology in the

Highway Capacity Manual (HCM) 2000 and the City of London TIA Guidelines. The existing intersection capacity

analysis was conducted for the weekday AM and PM peak hours. The figure displaying existing traffic volumes

during AM and PM Peak hours is attached as Appendix D.

Table 3 and Table 4 summarize the intersection capacity analysis results for signalized and unsignalized

intersections, respectively. In accordance with the City TIA Guidelines, the tables identify the critical movements

with V/C equal to 0.90 or worse and LOS equal to E or worse. Synchro reports are provided in Appendix E.

All intersections are operating acceptably and within capacity. Few turning movements are found to be

constrained with LOS as F, which is a common observation in a downtown like environment. Eastbound

movement at unsignalized Wellington Street & South Street intersection is shown to have delay of over 1,300

seconds during PM peak hour, however, the predicted queue is only 30 m. Although the eastbound traffic is not

significant, the delay is attributed to high north-south traffic volume on Wellington Street.

Table 3: Existing Signalized Intersection Capacity Analysis


Table 4: Existing Unsignalized Intersection Capacity Analysis


3. FUTURE BACKGROUND (2024) TRANSPORTATION CONDITIONS

Future background analysis has been conducted for five (5) year planning horizon. The following sections outline

the assumptions for the future background (2024) transportation conditions. The conditions account for existing

traffic plus growth in traffic related to new developments in the area, and general traffic growth due to

developments in the broader region.

3.1 FUTURE BACKGROUND DEVELOPMENTS

The City Staff has identified proposed development at 147-149 Wellington Street and 253-257 Grey Street as

the background development. Per the approved Zoning By-law Amendment Application (Z-8905) the

development consists of 18 storey building having 246 residential units. Traffic Impact Study for the

development was not available, therefore, to assess the trip contribution of the development trip rates from ITE

Trip Manual 10th edition were used. Modal split and trip distribution employed was same as used for estimation

of the subject site traffic, which will be discussed further below. Table 5 summarizes the trip generation for the

background development. The development is expected to generate 56 and 64 vehicle trips during AM and PM

peak hours, respectively.

Table 5: Background Development Trip Generation

Land Use Parameters

AM Peak Hour PM Peak Hour

In Out Total In Out Total

Multifamily Housing (High Rise)

246 Trip Ratio 26% 74% 61% 39%

ITE LUC 222 Units Trip Rate 0.087 0.246 0.333 0.228 0.146 0.374

Total Vehicle Trips

21 61 82 56 36 92

Total Person Trips (Assumed ITE 90% Auto Mode Share)

24 67 91 62 40 102

Modal Trips

Modes Modal Split In Out Total In Out Total

Auto 62% 14 42 56 39 25 64

Auto passenger

7% 2 4 6 4 3 7

Transit 15% 4 10 14 9 6 15

Active 13% 3 9 12 8 5 13

Other 3% 1 2 3 2 1 3

3.2 CORRIDOR TRAFFIC GROWTH

In consultation with City of London staff, a background growth rate of 1% per annum was applied to all existing

traffic movements to represent the anticipated growth on the roadway network in the vicinity of the proposed

development.


3.3 FUTURE BACKGROUND (2024) INTERSECTION OPERATIONS

Table 6 summarize the intersection capacity analysis results for signalized intersections. Figure displaying

future background (2024) volumes is attached as Appendix D, while the Synchro reports are provided in

Appendix F.

The intersections are operating with acceptable LOS and within capacity. Richmond Street & Horton Street

intersection is over capacity during AM peak hour while approaching capacity during PM peak hour. Some

turning movements are also over capacity or approaching capacity with LOS F. As discussed earlier, this is a

common experience in urban downtown like environment during peak hours, however, signal time

modifications can mitigate the impact. Of note the intersections are part of coordinated corridor, therefore

only green time has been adjusted without changing the cycle lengths. The intersection operations after signal

timing modifications are shown in Table 7.

Table 6: Future Background (2024) Signalized Intersection Capacity Analysis


Table 8 summarizes the capacity analysis results for the unsignalized intersections. All intersections are

operating acceptably. Westbound movements at Richmond Street & Grey Street intersection are constrained

while eastbound movements are constrained at Wellington & South Street intersection during PM peak hour.

Of note, Wellington & South Street intersection is recommended for signalization in Shift BRT EPR.

Table 7: Future Background (2024) Signalized Intersection Capacity Analysis with Improvement

Table 8: Future Background (2024) Unsignalized Intersection Capacity Analysis


4. FUTURE SITE TRAVEL DEMAND

4.1 TRIP GENERATION

As discussed earlier proposed development consists of six (6) land parcels. Parcels 1 and 2 are planned to be

completed by 2024 while full build-out slated for 2029.

Site trip generation was based on the trip generation methodology for an urban infill/redevelopment

recommended in the ITE Trip Generation Handbook (3rd edition) as follows:

1. Estimate baseline vehicle trips using respective land use data plots in the ITE Trip Generation Manual.

2. Convert vehicle trips to person trips using auto mode share for baseline sites provided in the ITE Trip

Generation Handbook.

3. Determine the mode shares for the study site context and calculate the site trips by mode from person

trips calculated in step 2.

Baseline trips were generated using respective land use data plots in the ITE Trip Generation Manual (10th

edition). Vehicle trips were converted to person trips using baseline auto mode shares. The ITE Trip Generation

Handbook recommends using baseline mode share values in Table C.1 through C.3 in Appendix C of the

handbook. If baseline data are not available in the tables, the methodology recommends using 95% vehicle

mode share. For the purpose of this study, a conservative 90% baseline vehicle mode share was assumed with

vehicle occupancy rate as 1.

To develop future mode split, various planning documents and data sources were reviewed including 2030

Transportation Master Plan (“TMP”), London’s Rapid Transit Initiative Master Plan, Household Travel Survey

Summary (“HHS”) Reports for 2009 and 2016, and Census 2016 Travel Data for London North Centre (Federal

Electoral District) within which the subject site is located. The map of London North Center downloaded from

Statistics Canada website is provided as Appendix G. TMP has set city-wide 2030 targets of 20%, 15% and 60%

for transit, active and auto modes, respectively. Rapid Transit Initiative Master Plan discusses the transit

ridership, however, has not provided any modal split forecasts after rapid transit implementation.

Table 9 presents the comparison of mode shares referenced from various sources and modal split proposed

for this study. 2016 HHS reports city-wide mode shares, however, 2009 HHS reported 11% transit and 13%

active mode shares for downtown London. These percentages are comparable to the 2016 Census mode shares

for London North Centre. Accordingly, a conservative 15% transit mode share is assumed for this study to

incorporate potential mode shift due to rapid transit. Active mode share appears to be steady from 2009 to

2016 so no increase is proposed to be conservative. Rideshare is experiencing increased use so a 3% share is

assumed for “Other” as reported by 2016 HHS. The corresponding decrease is reflected in proposed auto mode

share of 62%, a modest assumption versus 60% target set by TMP.

Table 9: Existing and Proposed Mode Split

Mode 2009 HHS

(City)

2016 HHS

(City)

2009 HHS

(Downtown)

2016 Census

(North Centre)

Proposed

Mode Split

Auto 62.5 62.5 Not available

68.53 62

Auto Passenger 13.5 14.1 6.69 7

Transit 11.2 7.6 11 12.22 15

Active 8.70 12.7 13 11.69 13

Other 4.10 3.2 Not available 0.87 3


The trips generation calculations are summarized in Table 10.

Table 10: Site Trip Generations


4.2 TRIP DISTRIBUTION AND ASSIGNMNET

Trip distribution was estimated using 2016 Household Survey Trip Origins and Destinations data for Central

London, outlined in Table 11. Trip assignment was subsequently determined based on the location of land

parcels, the route apparently providing the most direct path and turn restrictions within the study area.

Table 11: Trip Distribution

Direction Distribution Street Distribution

North

26%

Richmond 6%

Wellington 2%

Colborne 2%

Adelaide 16%

South 24% Wellington 12%

Adelaide 11%

East 15% Horton 7%

Dundas 9%

West 35% Horton 31%

Dundas 4%

Total 100% 100%

4.3 PROJECTED SITE TRAFFIC VOLUMES

Trips were assigned to the roadway network based on the most likely travel patterns and convenient routes

available. Figures displaying 2024 Parcels 1 and 2 traffic volumes and 2029 full build out volumes are provided

in Appendix D.


5. FUTURE TRANSPORTATION NETWORK

5.1 FUTURE ROADWAY NETWORK

The OVHL Secondary Plan proposes a new local pedestrian-oriented road along the top of Thames Valley corridor

between Waterloo Street and Colborne Street. The implementation plan for the road is not yet available so it

has not been included in the analysis. Also, since it is the local community road, it is not expected to affect the

traffic distribution.

Conversion of South Street and Grey Street to two-way traffic operations is planned for 2027. Accordingly, the

2029 traffic operations analysis incorporates the two-way operations of the streets. Wellington Road Gateway

Project implementing BRT on Wellington Street having median BRT lanes is planned to be completed by 2026.

See Appendix H for details of the Wellington Road Gateway Project. The BRT considers two-way operations of

the South and Grey Streets and recommends signalization of Wellington/South intersection. The lane

configurations with BRT referenced from the Traffic Analysis, Appendix E1 to London BRT Environmental Project

Report (“EPR”) – March 2019 are shown in Figure 6. Same lane configurations have been used in the analysis

for consistency.

From north of Horton Street to south of York Street, the BRT will operate in mixed traffic and the EPR

recommends transit priority signal at Horton/Wellington intersection.

5.2 FUTURE TRANSIT FACILITIES

As discussed earlier, BRT is planned to be implemented by 2026 on Wellington Street. As shown in Figure 6,

BRT stop is planned on South Street. London Transit Commission completed a Transit Network – Rapid Transit

Integration Framework in August 2016. The framework proposes to discontinue Route 1, Route 13 and Route

90 with the BRT implementation on Wellington Street. To provide service to South Street, Colborne Street and

Grey Street, the framework recommends restructuring the Route 6. The restructuring will provide local service

with closer stop spacing and connecting to BRT stations.

The recommended peak time headway for Route 6 is 15 minutes and 20 minutes during AM and PM peak

periods respectively.

The potential effect of BRT in reducing the auto mode share has already been discussed under Section 4.1 and

reflected in the trip generations accordingly.


Figure 6: Wellington Street BRT Lane Configurations

Source: Traffic Analysis, Appendix E1 to London BRT Environmental Project Report 2019


5.3 FUTURE CYCLING AND PEDESTRIAN NETWORK

The City of London Cycling Master Plan released in September 2016, does not propose any new cycling facilities

in the vicinity of the proposed development. To promote active transportation within the new development, the

Secondary Plan proposes, shown in Figure 7, pedestrian connections adjacent to the Thames Valley Corridor,

as well as mid-block publicly accessible pedestrian connections. The proposed pedestrian connections would

help encouraging the pedestrian trips within the site and to the extended pedestrian network through existing

sidewalks.

Figure 7: Pedestrian Connections and Linkages Proposed in OVHL Secondary Plan

Source: Old Victoria Hospital Lands – Secondary Plan, June 2014


6. FUTURE TRAFFIC OPERATIONS

6.1 2024 HORIZON (PHASE 1)

The 2024 Phase 1 site trips were added to the future background traffic to determine the total future 2024

traffic volumes. Figure showing the traffic volumes is provided in Appendix D.

Table 12 and Table 13 summarize the intersection capacity analysis results for signalized and unsignalized

intersections, respectively. Synchro reports are provided in Appendix I. All intersections are operating acceptably

and within capacity with the signal time modifications implemented under 2024 Future Background Conditions.

Similar to 2024 Future Background Conditions westbound movements at unsignalized Richmond Street & Grey

Street intersection are constrained while eastbound movements are constrained at unsignalized Wellington &

South Street intersection during PM peak hour.

Table 12: Future Total (2024) Signalized Intersection Capacity Analysis


6.2 2029 HORIZON (FULL BUILD-OUT)

To calculate total traffic for 2029 horizon, Phase 2 site volumes were added to 2024 total traffic in addition to

1% background corridor growth from 2024 to 2029. To redistribute background traffic due to conversion of Grey

and South Streets to two-way operations, it was assumed that 50% of through and turning traffic from each

roadway would shift to the other street. The site traffic was assigned based on the location of land parcels, and

direct as well as convenient routes available. 2029 lane configurations are shown in Figure 8, while figure

showing the traffic volumes is provided in Appendix D.

For consistency with BRT EPR, signalized control was implemented at Wellington/South intersection. Although,

the BRT EPR recommends transit priority signal at Wellington/Horton intersection, Synchro cannot model such

signals. Moreover, both the streets are part of coordinated signal corridors and any customized signal control

within Synchro at this intersection cannot be implemented in isolation. It is expected that network wide review

of the traffic signals would be undertaken while implementing the advanced signal controls for the BRT.

Table 14 summarizes the intersection capacity analysis results for signalized intersections. Synchro reports are

at Appendix J. Richmond Street /Horton Street intersection is over capacity during AM peak hour while

Wellington Street/Horton Street intersection is shown to be over capacity during PM peak hour.

Signal time improvements were undertaken to mitigate the capacity constraints, remaining within the cycle

lengths as the signals are part of coordinated corridors. The analysis results after improvements are

Table 13: Future Total (2024) Unsignalized Intersection Capacity Analysis


Figure 8: 2029 Future Lane Configuration


summarized in Table 15. LOS and V/C for Richmond Street & Horton Street intersection was improved with no

constrained movements in AM peak hour. Likewise, during AM peak hour improvement is shown at Adelaide

Street & Hamilton Street intersection for northbound through movement, where V/C improved from 1.07 to 1

and LOS from F to D. Improvements are also observed to constrained turning movements at Richmond/York

and Colborne/York intersections during both AM and PM peak hours. No improvement, however, was possible

remaining with the cycle lengths at Wellington/Horton, Adelaide/Hamilton and Wellington/South intersections.

Modifications to cycle lengths maybe explored as part of any future review of respective corridor signal

coordination.

Table 16 summarizes the capacity analysis results of the unsignalized intersections. Westbound movements at

unsignalized Richmond Street & Grey Street intersection are constrained during PM peak hour which is expected

in urban downtown traffic during peak hours.

Table 14: Future Total (2029) Signalized Intersection Capacity Analysis


Table 15: Future Total (2029) Signalized Intersection Capacity Analysis with Improvement

Table 16: Future Total (2029) Unsignalized Intersection Capacity Analysis


6.3 QUEUING ANALYSIS – 2029 FULL BUILD-OUT HORIZON

Table 17 presents the queue length data for turning movements where 95th queue exceeds the available

storage length either during AM or PM peak period. As stated already, the improvements were implemented

remaining within the cycle lengths so further mitigation of queues was not possible. Further mitigation may be

explored as part of system wide review of signal timings.

Table 17: 95th Queues Exceeding Available Storage Length


7. SUMMARY OF ANALYSIS CONCLUSIONS

• The subject site also known as Old Victoria Hospital Lands is bounded by the Hill Street to the north,

Colborne Street to the east, the Thames Valley Corridor to the south and Waterloo street to the west.

Previous TIA was completed in 2013. The current update was necessitated due to proposed increase in

the development densities and planned implementation of BRT along Wellington Street by 2026.

• The proposed development will consist of six (6) land parcels (Figure 2) comprising of mixed land uses.

Parcels 1 and 2 are anticipated to be completed by year 2024 while full build-out is planned for 2029.

Accordingly, this update considered horizon years 2024 and 2029 for the analysis purposes.

• Proposed development statistics (Table 1) were developed in consultation with the City Staff, based on

the OVHL Secondary Plan and developable land data provided by the City staff. Parcel 1 data has been

sourced from the approved Zoning By-law amendment application (OZ-8114) provided by the City. Parcel

2 includes the site data sourced from the approved Zoning By-law amendment application (Z-8803) for

development at 391 South Street.

• Under existing 2019 conditions all study intersections are operating acceptably and within capacity

during both AM and PM peak hours. Few turning movements are found to be constrained with LOS as

F, which is a common observation in a downtown like environment.

• Under future background (2024) traffic conditions, all intersections are expected to continue operating

acceptably with improved signal timings. Since the signalized intersections are part of coordinated

corridor, all signal timing improvements were implemented without changing the cycle length.

• Site trip generations were based on the trip rates sourced from the ITE Trip Generation Manual (10th

edition). Site context mode split was applied to the ITE trips to estimate modal trips. Mode split was

developed in consultation with the City Staff, based on the 2016 Household Travel Survey and 2016

Census Travel Data. Auto, transit and active mode shares of 62%, 15% and 13% have been used,

respectively.

• Under future total (2024) conditions, the traffic impact introduced by the proposed development is

acceptable. The intersections operate similarly to future background (2024) conditions without any

additional signal timing improvements.

• Wellington Gateway BRT is planned to be completed by 2026. Also, Grey Street and South Street

currently having one-way operation are planned to be converted to two-way operation. Therefore, future

total (2029) conditions incorporate the network changes due to BRT and conversion of the two streets

to two-way operation. To redistribute background traffic due to conversion of Grey and South Streets to

two-way operations, it was assumed that 50% of through and turning traffic from each roadway would

shift to the other street.

• For consistency with BRT EPR, signalized control was implemented at Wellington/South intersection.

Although, the BRT EPR recommends transit priority signal at Wellington/Horton intersection, Synchro

cannot model such signals. Moreover, both the streets are part of coordinated signal corridors and any

customized signal control within Synchro at this intersection cannot be implemented in isolation. It is

expected that network wide review of the traffic signals would be undertaken while implementing the

advanced signal controls for the BRT.

• Under future total (2029) the proposed development also has acceptable impact with signal time

improvements. All study intersections are shown to operate acceptably during AM peak hour. During PM

peak hour all intersections except Wellington/Horton, Wellington/South and Adelaide/Hamilton

intersections operate acceptably. Wellington/Horton intersection is overcapacity with LOS F.

Wellington/South and Adelaide/Hamilton intersections are shown to be at capacity with LOS D. Further


mitigation through signal time improvements was not possible due to cycle length limitation being

coordinated corridor and may be explored as part of any future system wide review of signal

coordination.

• Turning movements where 95th Queues exceeded the available storage lengths are identified in Table

17. Further mitigation may be explored as part of system wide review of signal timings.

Appendix A

Land Use Designation Plan from OVHL Secondary

Plan

The

Fou

r Co

rner

sTr

ansi

t-O

rient

ed M

ains

tree

t Cor

ridor

Low

-Ris

e Re

side

ntia

lM

id-R

ise

Resi

dent

ial

Hig

h-Ri

se R

esid

entia

l

Park

Lan

dsPa

rkla

nds

Cons

trai

ned

by S

igni

�can

t Wild

life

Nat

ural

Her

itage

Lan

ds

N

Lege

nd

Wellingto

n St

Waterloo

St

Colborne

St

Maitland

St

Nel

son

StSo

uth

St

Hill

St

Gre

y St

Sim

coe

St

Old Victoria Hospital Lands Secondary Plan - June 2014

71Schedule 2: Character Area Land Use Designation Plan

Appendix B

Development Site Statistics Calculations

Block

Total Block Area

(sq m)

Midblock Connection

(sq m) Building to be RetainedFootprint

(sq m)

Total Developable Area (sq m)

Unit Density/ha

Units

Residential Area

(sq m) @ 90 m2 per unit

Bal Area for Other

UseRetail

(sq m)Office (sq m)

Retail or Ofiice (sq m)

Unit Density/ha Low Rise

(Units)Unit

Density/haMid Rise (Units)

Unit Density/ha

High Rise

(Units)

Senior Condos (Units)

Stacked Town

Houses

Medical Offices

(Employees)

Treatment Facilities

(Employees)

Convale-secence Center (Beds)

Retail (Sq m) Block

Mid Rise (Units)

High Rise (Units)

Stacked Townhouses

(Units)

Senior Condos (Units)

Retail (Sq m)

Office (Sq m)

Medical Offices

(Employees)

Treatment Facilities

(Employees)

Convale-secence Center (Beds)

1 16,188.02 0.00 None 0.00 16,188.02 173 195 35 46 138 155 1316 1 173 35 195 1316 46 138 155

2 16,236.83 703.77 The Colborne Building 1,036.95 14,496.11 402 996 386 625 906 2 906 788 996

3 4,095.85 0.00 None 4,095.85 406 166 - - 1,183 3 166 1183

4 20,427.39 1,007.65 War Memorial Children's Building(historic portion)

1,349.62 18,070.12 65 176 524 65 176 52

5 3,199.20 0.00 None 3,199.20 406 130 - - 927 4 5 130 4 927

6 17,048.95 289.57 London Hospital Linen Services 5,080.48 11,678.90 250 291 6 291

Total 65 1842 91 195 4214 996 46 138 155

Assumptions Realign Waterloo Street Notes

A new road will be created along the southern portion of the properties along the Thames River, connecting Waterloo Street with Maitland Street with a connection at Colborne Street 1 Parcel 1 statistics from the approved Zoning By-law amendment application (OZ-8114) provided by the City Land within the undevelopable area, between the proposed road and the Thames River, will be converted into public parkland 2 Parcel 2 Four Corners statistics proposed for repurposing of Colborne Building, refrenced from the approved Zoning By-law amendment application (Z-8803) for development at 391 South Street. A trail system will be established between the new road and the Thames River and connect to any existing trails 3 Parcel 2 High Rise units calculated by applying density proposed for 391 South Street, to total developable area of Parcel 2. Midblock connections to be created on Blocks 2 and 6 4 Parcel 4 & 5 statistics provided by the City. The following buildings are to be retained (and reused): 5 Residential density calculated from Parcel 5 applied to Parcel 3

The Colborne Building – Block 2 6 Retail area in Parcel 3 proportional to retail area in parcel 5 The War Memorial Children’s Building (historic portion south end) – Block 4 London Linen Services – Block 6

The development limit is established by a 15 metre buffer from the erosion line, the road can be built between the development limit and the erosion line

Developable Proportions Provided by the CityCalculations by Parsons

Proposed Development Statistics Estimation

SummaryOthers Uses ResidentialFour Corners - Mixed Use Residential

Other uses Residential

Appendix C

Traffic Data – TMCs and Signal Timing Plans

RICHMOND ST

Count Date.......

Turning Movements Report -

Location............. DUFFERIN AVE @ RICHMOND ST

LONDONMunicipality.......

Wednesday, 25 March, 2015

INT2885GeoID.......

09:00 AM08:00 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

478

1157

Total

0%208 0

17 0 0%

0 0%40

17

208

40

265

468 1 469

734

0

0%

0%

0

120%

25

0

25

217

12

0 445445

Total

699

338

Peds

988

Peds

69

138

Peds

32

56

187

1

1%

138

0

316

21

7%0%

641

516

7%

38

629

359

6%

21

99

0%

0

186295138

99 65

65

0%

0

426

38

8%

464

254 217

0%

0%

DUFFERIN AVE

RICHMOND ST

Page 1 of 3Thursday, September 26, 2019

RICHMOND ST

Count Date.......





INT2885GeoID.......

12:15 PM11:15 AM

MD Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

373

905

Total

3%71 2

27 1 4%

1 2%51

28

73

52

153

263 2 265

418

0

3%

0%

1

283%

30

1

31

105

29

3 132135

Total

300

377

Peds

779

Peds

50

107

Peds

57

70

111

2

2%

52

0

346

26

8%0%

509

396

6%

23

374

405

7%

28

10

10%

1

10932052

9 49

49

0%

0

294

21

7%

315

165 105

2%

1%

DUFFERIN AVE

RICHMOND ST


Count Date.......





INT2885GeoID.......

05:30 PM04:30 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

592

1271

Total

0%172 0

39 0 0%

1 1%85

39

172

86

297

471 1 472

769

0

0%

0%

0

940%

56

0

56

303

94

0 275275

Total

728

523

Peds

1078

Peds

77

192

Peds

126

112

122

1

1%

68

0

456

28

6%0%

646

625

5%

33

527

551

5%

28

35

0%

0

12142868

35 47

47

0%

0

413

32

7%

445

453 303

0%

0%

DUFFERIN AVE

RICHMOND ST


WELLINGTON ST

Count Date.......


Location............. DUFFERIN AVE @ WELLINGTON ST


Monday, 09 April, 2018

INT2821GeoID.......

08:45 AM07:45 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

544

999

Total

1%208 3

46 7 13%

1 2%60

53

211

61

325

380 7 387

712

3

1%

1%

1

200%

132

0

133

205

20

7 350357

Total

715

592

Peds

1374

Peds

155

141

Peds

184

181

11

0

0%

18

0

417

3

1%0%

446

553

2%

9

771

603

2%

11

128

3%

4

1141418

124 167

171

2%

4

464

8

2%

472

358 202

2%

2%

DUFFERIN AVE

WELLINGTON ST


WELLINGTON ST

Count Date.......





INT2821GeoID.......

01:45 PM12:45 PM

MD Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

524

858

Total

2%56 1

36 4 10%

0 0%22

40

57

22

119

217 10 227

346

2

2%

2%

2

195%

101

1

103

117

20

3 122125

Total

365

435

Peds

1087

Peds

47

128

Peds

98

115

18

0

0%

7

0

301

3

1%0%

326

532

2%

8

643

444

2%

9

61

3%

2

182987

59 84

92

9%

8

483

7

1%

490

240 115

2%

4%

DUFFERIN AVE

WELLINGTON ST


Count Date.......





INT2821GeoID.......

05:15 PM04:15 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

583

1013

Total

3%135 4

35 4 10%

0 0%22

39

139

22

200

395 9 404

604

4

2%

1%

3

400%

180

0

183

307

40

4 235239

Total

769

613

Peds

1316

Peds

130

135

Peds

128

166

13

0

0%

14

0

400

2

1%0%

427

586

1%

3

694

622

1%

9

86

0%

0

1339814

86 79

84

6%

5

521

3

1%

524

530 303

2%

2%

DUFFERIN AVE

WELLINGTON ST


COLBORNE ST

Count Date.......


Location............. COLBORNE ST @ DUFFERIN AVE


Monday, 29 May, 2017

INT2729GeoID.......

08:45 AM07:45 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

421

1024

Total

1%150 2

24 1 4%

0 0%8

25

152

8

185

136 3 139

324

2

4%

3%

2

2915%

49

5

51

71

34

8 385393

Total

549

526

Peds

1107

Peds

58

24

Peds

42

22

16

0

0%

114

5

460

7

2%4%

590

434

3%

13

571

536

2%

10

127

1%

1

16453109

126 51

52

2%

1

384

8

2%

392

156 69

2%

2%

DUFFERIN AVE

COLBORNE ST


COLBORNE ST

Count Date.......





INT2729GeoID.......

12:45 PM11:45 AM

MD Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

312

673

Total

2%41 1

12 0 0%

0 0%10

12

42

10

64

90 1 91

155

0

0%

0%

0

2116%

36

4

36

59

25

5 102107

Total

227

351

Peds

689

Peds

37

24

Peds

31

15

9

1

11%

38

3

305

2

1%8%

352

321

3%

9

336

353

1%

2

27

4%

1

830335

26 23

23

0%

0

281

5

2%

286

120 59

5%

1%

DUFFERIN AVE

COLBORNE ST


Count Date.......





INT2729GeoID.......

05:15 PM04:15 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

563

1108

Total

0%58 0

39 0 0%

0 0%19

39

58

19

116

140 0 140

256

0

1%

0%

1

539%

82

5

83

99

58

5 141146

Total

386

580

Peds

1142

Peds

65

24

Peds

12

28

8

0

0%

62

5

464

5

1%8%

534

574

2%

11

556

586

1%

6

26

0%

0

845957

26 33

33

0%

0

491

6

1%

497

240 99

3%

0%

DUFFERIN AVE

COLBORNE ST


RICHMOND ST

Count Date.......


Location............. DUNDAS ST @ RICHMOND ST


Tuesday, 24 March, 2015

INT3055GeoID.......

09:00 AM08:00 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

569

890

Total

26%73 25

0 0 0%

0 0%8

0

98

8

106

32 24 56

162

24

0%

44%

0

00%

2

0

2

55

0

25 7499

Total

156

262

Peds

884

Peds

385

339

Peds

281

313

0

0

0%

1

0

286

26

9%0%

287

603

6%

34

596

288

9%

26

0

0%

0

02601

0 1

1

0%

0

561

34

6%

595

57 31

25%

43%

DUNDAS ST

RICHMOND ST


RICHMOND ST

Count Date.......





INT3055GeoID.......

01:45 PM12:45 PM

MD Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

370

744

Total

15%140 24

4 0 0%

0 0%26

4

164

26

194

64 23 87

281

23

0%

27%

0

10%

7

0

7

85

1

24 140164

Total

257

341

Peds

730

Peds

628

603

Peds

433

598

0

0

0%

0

0

355

25

7%0%

355

389

5%

19

364

366

7%

25

0

0%

0

03300

0 2

2

0%

0

343

19

5%

362

93 62

15%

26%

DUNDAS ST

RICHMOND ST


Count Date.......





INT3055GeoID.......

05:15 PM04:15 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

454

1011

Total

16%138 27

0 0 0%

0 0%15

0

165

15

180

86 24 110

290

24

0%

23%

0

00%

1

0

1

104

0

27 140167

Total

272

505

Peds

1001

Peds

388

526

Peds

427

528

0

0

0%

2

0

538

34

6%0%

540

471

4%

17

462

539

6%

34

0

0%

0

05042

0 6

6

0%

0

439

17

4%

456

105 80

16%

22%

DUNDAS ST

RICHMOND ST


WELLINGTON ST

Count Date.......


Location............. DUNDAS ST @ WELLINGTON ST


Thursday, 26 March, 2015

INT2989GeoID.......

08:45 AM07:45 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

1129

1763

Total

25%46 15

104 3 3%

0 0%62

107

61

62

230

250 15 265

495

14

33%

19%

9

160%

18

0

27

73

16

15 6883

Total

199

689

Peds

1959

Peds

163

185

Peds

183

158

32

0

0%

5

0

578

11

2%0%

615

1148

2%

19

1247

712

3%

23

17

0%

0

325675

17 159

160

1%

1

1051

19

2%

1070

116 59

18%

6%

DUNDAS ST

WELLINGTON ST


WELLINGTON ST

Count Date.......





INT2989GeoID.......

12:30 PM11:30 AM

MD Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

713

1251

Total

6%114 7

133 1 1%

0 0%70

134

121

70

325

228 10 238

563

8

29%

10%

7

110%

17

0

24

79

11

7 174181

Total

295

621

Peds

1449

Peds

225

324

Peds

279

284

39

0

0%

10

0

477

6

1%0%

526

725

2%

12

814

635

2%

14

50

0%

0

3947110

50 118

120

2%

2

632

12

2%

644

114 71

4%

4%

DUNDAS ST

WELLINGTON ST


Count Date.......





INT2989GeoID.......

05:00 PM04:00 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

947

1838

Total

8%125 11

147 1 1%

0 0%65

148

136

65

349

285 14 299

648

13

21%

14%

10

170%

38

0

48

95

17

11 174185

Total

345

977

Peds

2053

Peds

182

304

Peds

226

284

65

0

0%

11

0

800

8

1%0%

876

962

2%

15

1057

996

2%

19

38

0%

0

6579211

38 138

139

1%

1

865

15

2%

880

160 82

6%

5%

DUNDAS ST

WELLINGTON ST


COLBORNE ST

Count Date.......


Location............. COLBORNE ST @ DUNDAS ST



INT2896GeoID.......

08:45 AM07:45 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

613

1193

Total

12%135 19

29 2 6%

2 4%49

31

154

51

236

312 16 328

564

13

3%

7%

1

400%

28

0

29

189

40

21 251272

Total

530

479

Peds

1149

Peds

89

55

Peds

70

74

66

1

2%

69

0

431

9

2%0%

566

627

2%

14

658

491

2%

12

49

4%

2

6542269

47 71

73

3%

2

524

12

2%

536

258 176

8%

5%

DUNDAS ST

COLBORNE ST


COLBORNE ST

Count Date.......





INT2896GeoID.......

12:45 PM11:45 AM

MD Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

363

682

Total

8%134 11

26 1 4%

0 0%43

27

145

43

215

307 9 316

531

9

0%

4%

0

326%

22

2

22

237

34

11 279290

Total

583

271

Peds

704

Peds

137

57

Peds

53

142

41

0

0%

46

0

225

2

1%0%

312

370

2%

7

430

274

1%

3

99

0%

0

4122346

99 38

38

0%

0

288

5

2%

293

293 228

4%

3%

DUNDAS ST

COLBORNE ST


Count Date.......





INT2896GeoID.......

05:00 PM04:00 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

596

1128

Total

8%128 11

31 0 0%

0 0%54

31

139

54

224

264 12 276

500

12

5%

6%

2

450%

40

0

42

207

45

12 257269

Total

563

503

Peds

1117

Peds

81

38

Peds

35

69

35

0

0%

57

0

436

4

1%0%

528

600

1%

4

608

509

1%

6

73

1%

1

3543257

72 34

34

0%

0

497

4

1%

501

294 195

4%

4%

DUNDAS ST

COLBORNE ST


MAITLAND ST

Count Date.......


Location............. DUNDAS ST @ MAITLAND ST


Tuesday, 06 June, 2017

INT2837GeoID.......

08:45 AM07:45 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

41

92

Total

8%182 15

11 3 21%

0 0%6

14

197

6

217

267 12 279

496

12

9%

5%

1

254%

10

1

11

244

26

18 222240

Total

521

31

Peds

85

Peds

152

26

Peds

33

41

12

0

0%

27

0

11

1

9%0%

50

42

2%

1

49

36

14%

5

16

19%

3

121027

13 23

23

0%

0

10

0

0%

10

281 232

8%

4%

DUNDAS ST

MAITLAND ST


MAITLAND ST

Count Date.......





INT2837GeoID.......

02:00 PM01:00 PM

MD Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

34

61

Total

7%210 16

10 1 9%

1 13%7

11

226

8

245

236 16 252

497

15

10%

7%

1

150%

9

0

10

223

15

18 239257

Total

505

23

Peds

75

Peds

118

25

Peds

19

73

7

0

0%

15

0

4

0

0%0%

26

35

3%

1

50

25

8%

2

16

13%

2

7415

14 21

22

5%

1

12

0

0%

12

248 208

7%

6%

DUNDAS ST

MAITLAND ST


Count Date.......





INT2837GeoID.......

04:45 PM03:45 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

36

73

Total

7%186 14

6 0 0%

0 0%2

6

200

2

208

257 15 272

480

15

0%

6%

0

190%

9

0

9

251

19

14 224238

Total

517

22

Peds

66

Peds

38

32

Peds

10

37

9

0

0%

21

0

7

0

0%0%

37

36

0%

0

44

22

0%

0

17

0%

0

9721

17 12

12

0%

0

15

0

0%

15

279 236

6%

6%

DUNDAS ST

MAITLAND ST


ADELAIDE ST N

Count Date.......


Location............. ADELAIDE ST N @ DUNDAS ST


Thursday, 19 October, 2017

INT2746GeoID.......

09:00 AM08:00 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

900

1941

Total

10%195 22

1 0 0%

0 0%20

1

217

20

238

203 18 221

459

16

2%

9%

1

00%

64

0

65

176

0

24 256280

Total

521

975

Peds

1959

Peds

68

61

Peds

28

128

5

0

0%

63

2

938

28

3%3%

1006

935

4%

35

955

1004

3%

29

0

0%

0

591061

0 38

40

5%

2

880

35

4%

915

241 160

9%

8%

DUNDAS ST

ADELAIDE ST N


ADELAIDE ST N

Count Date.......





INT2746GeoID.......

01:00 PM12:00 PM

MD Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

707

1581

Total

9%160 15

0 0 0%

0 0%51

0

175

51

226

319 23 342

568

21

3%

8%

2

10%

59

0

61

257

1

15 197212

Total

531

832

Peds

1600

Peds

108

64

Peds

60

194

19

0

0%

37

0

792

19

2%0%

848

733

4%

26

747

853

2%

21

0

0%

0

1977337

0 64

66

3%

2

655

26

4%

681

319 236

7%

7%

DUNDAS ST

ADELAIDE ST N


Count Date.......





INT2746GeoID.......

05:45 PM04:45 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

1133

2221

Total

7%147 11

1 0 0%

0 0%50

1

158

50

209

302 11 313

522

11

0%

4%

0

20%

86

0

86

267

2

11 176187

Total

542

1108

Peds

2275

Peds

73

73

Peds

54

180

0

0

0%

28

0

1040

19

2%0%

1068

1153

2%

20

1148

1127

2%

19

1

0%

0

0102128

1 46

46

0%

0

1081

20

2%

1101

355 256

6%

4%

DUNDAS ST

ADELAIDE ST N


WELLINGTON ST

Count Date.......


Location............. WELLINGTON ST @ YORK ST


Monday, 01 October, 2018

INT3148GeoID.......

08:30 AM07:30 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

1188

1990

Total

2%266 5

196 6 3%

6 5%105

202

271

111

585

528 8 536

1121

6

2%

2%

1

542%

48

1

49

317

55

7 449456

Total

877

934

Peds

2390

Peds

88

94

Peds

137

74

0

0

0%

44

1

719

29

4%2%

763

1227

3%

39

1420

970

4%

36

141

1%

1

069043

140 216

218

1%

2

1029

32

3%

1061

421 311

2%

1%

YORK ST

WELLINGTON ST


WELLINGTON ST

Count Date.......





INT3148GeoID.......

05:30 PM04:30 PM

Full Study

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

1112

2138

Total

0%527 1

239 3 1%

4 3%143

242

528

147

917

388 6 394

1311

4

0%

1%

0

400%

182

0

182

292

40

3 737740

Total

1254

1280

Peds

2457

Peds

91

148

Peds

143

51

0

0

0%

116

2

881

22

2%2%

997

1141

3%

29

1152

1305

2%

25

96

0%

0

0859114

96 100

102

2%

2

929

25

3%

954

514 288

0%

2%

YORK ST

WELLINGTON ST


Count Date.......





Documents

Old Victoria Hospital Lands · approved Zoning By-law amendment application (Z-8803) for development at 391 South Street. Spreadsheet showing detailed calculations is provided as