• The analysis only considers emissions along the Wyandotte Street East corridor between Devonshire and Watson. Most vehicles travelling the corridor will be on trips that begin and end outside the analysis area; these emissions outside the analysis area are not considered in the estimates.

• The analysis assumes no change to average vehicle efficiency over time.

Table 1: Carbon Dioxide Emission Estimates

Year	Carbon Dioxide Emissions During Weekday AM and PM Peak Hours(tonnes of CO 2 per year)
	Do Nothing	Provide BicycleInfrastructure onWyandotte Street byRemoving Through Lanes	Provide BicycleInfrastructure Without Removing Through Lanes (e.g. alternate routes, in- boulevard cycling facilities)
	4-lane Wyandotte St., Status Quo Mode Share	2-lane Wyandotte St., ATMP Target Mode Share	4-lane Wyandotte St., ATMP Target Mode Share
2020	2,374	3,218	2,374
2030	2,528	2,635	2,085
2040	2,763	2,613	2,065

Table 2: Percent Change in Carbon Dioxide Emissions

Year	Change in Carbon Dioxide Emissions Relative to 2020 “Do Nothing” Conditions
	Do Nothing	Provide BicycleInfrastructure onWyandotte Street byRemoving Through Lanes	Provide BicycleInfrastructure Without Removing Through Lanes (e.g. alternate routes, in- boulevard cycling facilities)
	4-lane Wyandotte St., Status Quo Mode Share	2-lane Wyandotte St., ATMP Target Mode Share	4-lane Wyandotte St., ATMP Target Mode Share
2020	0%	36%	0%
2030	6%	11%	-12%
2040	16%	10%	-13%

The “do nothing” alternative is associated with steady growth in carbon dioxide emissions over time as moderate background growth in traffic causes increases in congestion along the corridor.

Converting existing through lanes to cycling infrastructure is associated with a sharp increase in emissions initially due to increased congestion. Over time, emissions will decrease as the ATMP non-auto mode share targets are achieved and the volume of motor vehicles decreases; however, even by 2040, emissions will still remain above 2020 “do nothing” levels.

Providing a convenient, comfortable east-west regional spine cycling using alternate routes or in-boulevard cycling facilities (as appropriate for each segment) will allow the increase in non-auto mode share envisioned in the ATMP without the increased