STAFF REPORT

December 2, 1999

To: Etobicoke Community Council

From: John W. Thomas, P.Eng., MBA,

Works and Emergency Services

Subject: Traffic Assessment - La Rose Avenue between Royal York Road and Scarlett Road

(Kingsway-Humber)

Purpose:

To address the concerns of area residents with respect to the safety of pedestrians crossing La Rose Avenue in the area of La Rose Plaza, 140 La Rose Avenue (east of Griggsden Avenue); and, the speed and volume of traffic on La Rose Avenue between Royal York Road and Scarlett Road.

Financial Implications:

There are no financial implications associated with the adoption of this report.

Recommendations:

It is recommended that:

(1) all-way stop controls not be erected at the intersection of La Rose Avenue and Griggsden Avenue;

(2) all-way stop controls not be erected at the intersection of La Rose Avenue and Timothy Court; and,

(3) The Toronto Police Service be requested to enforce the 40 km/h speed limit on La Rose Avenue in the area of Griggsden Avenue.

Background:

Correspondence (Attachment No. 1) was received from Councillor Gloria Lindsay Luby regarding unsafe pedestrian and vehicular movements around La Rose Plaza, 140 La Rose Avenue, east of Griggsden Avenue. Correspondence was also received from Councillor Mario Giansante (Attachment No. 2) requesting a study to determine the feasibility of installing an all-way stop control at the intersection of La Rose Avenue and Timothy Court.

In response to these concerns, staff of the District Transportation Services Division assessed the traffic conditions on La Rose Avenue between Royal York Road and Scarlett Road. A map of the area is Attachment No. 3.

Comments:

To assess traffic conditions on La Rose Avenue between Royal York Road and Scarlett Road, the following information was obtained:

(1) approach counts recorded at the intersection of La Rose Avenue and Griggsden Avenue;

(2) a radar speed study conducted on La Rose Avenue, near Griggsden Avenue; and,

(3) an audit of the pedestrian crossover located on La Rose Avenue at a point 64.0 metres east of Griggsden Avenue.

(4) observation of the vehicular/pedestrian movements at/near the driveway to La Rose Plaza on the north side of La Rose Avenue, east of Griggsden Avenue.

(5) collision review for the last three years

An all-way stop study was not conducted at the intersection of La Rose Avenue and Timothy Court given the expected low traffic volumes generated from the twenty-three single family homes located on this cul-de-sac.

The following warrants need to be met in order to justify the installation of all-way stop controls on roads and streets to be considered primary collector streets:

a) a total vehicle volume on all intersection approaches exceeding 500 vehicles per hour for each of any eight hours of the day;

b) a combined vehicular and pedestrian volume on the minor street exceeding 200 units per hour (all vehicles plus pedestrians wishing to enter the intersection) for each of the same eight hours; and,

c) a volume split that does not exceed 70/30. Volume on the major street is defined as vehicles only. Volume on the minor street includes all vehicles plus any pedestrians wishing to cross the major roadway.

(1) Approach Counts - La Rose Avenue and Griggsden Avenue

The results of the approach counts recorded at the intersection of La Rose Avenue and Griggsden Avenue on Friday, November 4, 1999, are summarized in the following table:

* = Minor Street Vehicular Volume ** = Major Street Vehicular Volume

Only three of the eight hours recorded meet the minimum 500 vehicle per hour volume requirement to warrant all-way stop controls.

The following table summarizes the number of pedestrians observed crossing the east and west approaches of the intersection of La Rose Avenue and Griggsden Avenue, on Friday, November 5, 1999:

The following table summarizes the total cross-street volume*** and the balance of flow of traffic at the intersection of La Rose Avenue and Griggsden Avenue. The data is derived from the aforementioned pedestrian and vehicular volume counts.

*** Total Cross-Street Volume = pedestrian volume crossing the major traffic flow plus the minor street vehicular (west approach) volume

It is evident that the total cross street traffic is below the minimal 200 units per hour required to warrant all-way stop controls. Also, the maximum allowable volume split of 70/30 is exceeded for every hour recorded.

(2) Radar Speed Study

A radar speed study was conducted on La Rose Avenue near Griggsden Avenue on Tuesday, March 30, 1999. The 85^th percentile speed, the speed at which 85 percent of the vehicles recorded are travelling at or below, was calculated to be 52 km/h. Given the speed limit on this section of La Rose Avenue is 40 km/h, a significant amount of traffic is travelling at speeds above the legal speed limit.

(3) Pedestrian Crossover Audit

An audit was completed for the pedestrian crossover located on La Rose Avenue at a point 64.0 metres east of Griggsden Avenue. This audit included a study to determine pedestrian usage, visibility problems, and safety.

The following table summarizes the results of a pedestrian crossing count conducted at this pedestrian crossover on Friday, November 5, 1999.

Based on the above table, pedestrian usage at this crossover would be considered moderate. Driver compliance at this location was excellent despite the fact that many pedestrians were observed not pressing the button to activate the overhead flashing warning beacons.

Given its central location, the existing pedestrian crossover adequately serves the existing pedestrian crossing demand generated by the high rise dwellings on the south side of La Rose Avenue.

Vehicle and pedestrian sight lines at this traffic control device are not obstructed in any way.

(4) Driveway Observation

To address Councillor Lindsay Luby's suggestion of making the two driveways to La Rose Plaza a one-way operation, staff observed the vehicular/pedestrian movements at the La Rose driveway entrance to the plaza. No potential vehicle or pedestrian conflicts were observed at this location. Notwithstanding the aforementioned, a one-way operation would not work effectively and may result in driver confusion, given that both driveways are not located off the same roadway.

(5) Collision Review

A review of the collision history for the last three years (1996-1998) reveals that three reportable collisions have occurred at the intersection of La Rose Avenue and Griggsden Avenue. Two of the collisions were classified as angle type where the driver on the stop street (Griggsden Avenue) failed to yield the right-of-way and collided with a vehicle on the through street (La Rose Avenue). The other collision was classified as a rear-end type on the stop street.

With respect to the pedestrian crossover and the driveway to the plaza, no collisions have been reported at this two locations in the last three years.

Conclusions:

Approach and cross-street traffic volumes at the intersection of La Rose Avenue and Griggsden Avenue do not warrant the installation of all-way stop controls at this location.

Driver compliance of the existing pedestrian crossover on La Rose Avenue, east of Griggsden Avenue is excellent. Also, this crossover is centrally located among the high rise apartment buildings on the south side of La Rose Avenue, and is well used.

With respect to the driveway at La Rose Plaza, east of Griggsden Avenue, no potential vehicle or pedestrian conflicts were observed.

The collisions that have occurred at the intersection of La Rose Avenue and Griggsen Avenue are the results of driver error. There is no reportable collision history at the pedestrian crossover or the driveway to the plaza.

Contact:

Mark Hargot, Supervisor, Traffic Engineering - District 2

Phone: (416) 394-8453; Fax: (416) 394-8942

e-mail: mahargot@toronto.ca

John W. Thomas, P. Eng., MBA

Director, Transportation Services - District 2

MH/c

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List of Attachments:

Attachment 1

Attachment 2

Attachment 3