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1 CastleGlenn Consultants Inc. Engineers, Project Managers & Planners March 11 th, 2013 Domenic Idone, P. Eng Planning Manager R.W. Tomlinson Ltd Power Road Ottawa, Ontario K1G 3N4 Dear Mr. Idone: Re: Proposed Reids Mills Pit, City of Ottawa R.W. Tomlinson Ltd. Traffic Impact Brief (TIB) The purpose of this Traffic Impact Brief (TIB) is to address the traffic and transportation impacts associated with the proposed Reids Mills Pit. The area proposed for licensure is approximately 128 acres in size and is bordered by Stagecoach Road to the east, 2 nd Line Road to the west and Belmeade Road further south. The area is located east of the Rideau River in the southern rural area (Area D See Schedule 1, Zoning ByLaw of Greater Ottawa. The lands have, for the most part zoning that permits mineral resource extraction. The subject lands are currently zoned as MR1 (Mineral Aggregate Reserve), RU (Rural Countryside) and ME3[1R]-h (Mineral Extraction). R.W. Tomlinson wishes to rezone the lands to Mineral Extraction Zone. In conjunction with the rezoning application, R.W. Tomlinson has applied for a license under the Provincial Aggregate Resources Act (ARA). This brief is intended to address the traffic and transportation related concerns in the form of a Traffic Impact Brief (TIB) as described within the City of Ottawa s Traffic Impact Study guidelines and standards ( Transportation Impact Assessment Guidelines, October 2006). Pre-Consultation Initial discussions with the City of Ottawa development representative (Mrs. Amira Shehata, Project Manager Infrastructure Approvals via November 13 th, 2012) for this area determined that the TIB should address traffic operations at the Stagecoach Road / Belmeade Road, Stagecoach Road / Kaycourt Drive and the proposed site access intersections during the morning and afternoon peak hours of travel demand Lancaster Road, Suite 200, Ottawa, Ontario, K1B 4S5 Telephone (613) Fax: (613)

2 1.0 The Proposed Development The study area (Exhibit 1-1) incorporates approximately 128 acres upon which currently reside 11 building structures (3 dwellings, 5 sheds, 1 garage and 2 barns). The proposed development of these rural lands would be for the purposes of establishing a sand pit. The proposed site would be served by a single access that would connect to Stagecoach Road. Stagecoach Road is designated as a Rural Truck Route with the following specifications: restricted loads 1 north of the proposed sand pit to Dalmeny Road. [During the spring thaw period, it is understood that the site is not anticipated to be very active. However, if there is a need to transport materials from the site, R.W. Tomlinson will comply with the load restriction]; and full loads north of Dalmeny Road. The location of the access to Stagecoach Road was examined as part of this study and took into account the following criteria: The potential for traffic disruption (traffic circulation) along the corridor and in particular to Kaycourt Drive residents (i.e. design effort was taken to provide a separation between the residential Kaycourt Drive access that would minimize disruption to the 30 residential dwellings on the east side of Stagecoach Road.); the geometry of the Stagecoach Road corridor. A preliminary review of intersection sightlines was undertaken (See Section 10 Sightline Analysis) taking into account the vertical profile of the roadway; and intersection separation distance is available from Kaycourt Drive to the south and Fawn Lane to the north. 2.0 Study Area The area within the immediate vicinity of the proposed site is for the most part surrounded by agricultural and residential land uses. There are no schools, institutional and recreational land uses within the immediate study area. Study Area Roadways The current roadway network configuration within the vicinity of the proposed Sand Pit site was documented. This included a site visit conducted on November 13 th, 2012 as well as a desktop review. The corridors within the study area were described as follows: Stagecoach Road is a north-south arterial roadway that provides for a two-lane undivided cross-section with a posted speed limit of 80 km/hr. Belmeade Road is an east-west arterial collector roadway with a two-lane undivided cross-section. The section west of Stagecoach Road is gravel. The posted speed limit is 80 km/hr east of Stagecoach Road. Kaycourt Drive is a local roadway that provides access to approximately 30 residential dwellings. The posted speed limit is 50 km/hr. 1 Rural Truck Routes Map, City of Ottawa January During the seasonal load restrictions period (typically mid March to mid May), commercial vehicles or trailers with a gross vehicle weight in excess of five tonnes or 11,000 lbs. per axle are prohibited on roads identified as restricted on the Truck Route Maps. Page - 2 of 15 -

3 Proposed Sand Pit (Sand) (128 acres) Legend Residential Dwelling Shed Garage Barn Exhibit 1-1: Study Area Page - 3 of 15 -

4 Proposed Sand Pit Site (Approx. 120 Acres) Exhibit 1-2: Site Plan Page - 4 of 15 -

5 Study Area Intersections The following provides a summary of the current configurations/controls of intersections within the study area: Stagecoach Road / Belmeade Road: This intersection operates as two-way STOPcontrol along Belmeade Road with Stagecoach Road operating as free-flow. There are no auxiliary lanes at this intersection. Stagecoach Road / Kaycourt Drive: This intersection operates as one-way STOPcontrolled T-intersection with Stagecoach Road operating as free-flow. There are no auxiliary lanes at this intersection. 3.0 Existing Transit Provisions The study area is currently not served by transit. The City of Ottawa s Transportation Master Plan 2 currently has no provisions for expanding transit service within the study area. Given the location and intended Sand Pit usage of the proposed development, it was felt that the development would not result in the need for expanded transit services. 4.0 Existing Cycling Characteristics A review of the Ottawa Cycling Plan (January 2008) (OCP) was undertaken: Figure 3-4a indicates that Stagecoach Road, Kaycourt Drive and Belmeade Road (east of 3 rd Line Road) are designated as Spine or City-wide Cycling Routes. Figure 3-5a indicates that Stagecoach Road is designated as Existing Paved Shoulder and Kaycourt Drive and Belmeade Road (east of 3 rd Line Road) as Proposed Shared Use Lane (Signed Route). Figure 6-1a indicates the implementation plan for Kaycourt Drive and Belmeade Road (east of 3 rd Line Road) as Long Term ( ). During the traffic counts [Wednesday, November 14 th, 2012] undertaken at the Stagecoach Road / Belmeade Road and Stagecoach Road / Kaycourt Drive intersections, there was no cycling activity observed. Given the location and intended Sand Pit operation usage of the proposed development, it was felt that the development would not result in the need for expanded cycling infrastructure. 5.0 Existing Pedestrian Characteristics There was low pedestrian activity observed (2 pedestrians crossing the east leg of Kaycourt Drive during the morning peak period) during the traffic counts [Wednesday, November 14 th, 2012] undertaken at the Stagecoach Road / Belmeade Road and Stagecoach Road / Kaycourt Drive intersections. This was attributed to the existing agricultural nature and isolation of 2 Transportation Master Plan, November 2008, Publication Annex B Required Infrastructure Projects Page - 5 of 15 -

6 the site. Pedestrian traffic generation associated with the proposed Sand Pit operation is anticipated to be negligible. 6.0 Existing (2012) Traffic Volumes Traffic counts were undertaken by CastleGlenn Consultants on Wednesday, November 14 th, 2012 in the morning (7:00 am to 9:30 am) and afternoon (3:30 pm to 6:00 pm) peak periods of travel demand at the Stagecoach Road / Belmeade Road and Stagecoach Road / Kaycourt Drive intersections. Exhibit 6-1 illustrates the resulting balanced existing (2012) traffic volumes along Stagecoach Road. A review of Exhibit 6-1 indicates that: The dominant direction of travel along Stagecoach Road was northbound during the morning peak hour and switches to the southbound direction during the afternoon peak hour of travel demand; Peak hour two-way traffic on Stagecoach Road (immediately north of Kaycourt Drive) is approximately 155 vph (135 vph NB / 20 vph SB) during the morning peak hour and 195 vph (50 vph NB / 145 vph SB) during the afternoon peak hour; and Peak hour two-way traffic on Belmeade Road and Kaycourt Drive are less than 40 vph during either the morning or afternoon peak hours of travel demand. 7.0 Existing (2012) Traffic Analysis Synchro 6 traffic analysis software was used to undertake intersection capacity analysis assuming the existing (2012) peak hour travel demand conditions at the Stagecoach Road / Belmeade Road and Stagecoach Road / Kaycourt Drive intersections. It should be noted that a volume to capacity (v/c) ratio of greater than 0.9 was considered unsatisfactory as per the City of Ottawa s Transportation Impact Assessment Guidelines (Oct. 2006). Table 7.1 contains a summary of the existing (2012) intersection capacity analysis results for the both study area intersections. Page - 6 of 15 -

7 Page - 7 of 15 -

8 Table 7.1: Existing (2012) Intersection Capacity Analysis Results Intersection Morning Peak Hour Afternoon Peak Hour Link (North-South / East-West) Overall Critical Approach Overall Critical Approach LOS (LOS, v/c, Delay) LOS (LOS, v/c, Delay Stagecoach Road / Belmeade Road A WB (A, 0.02, 10 sec) A WB (A, 0.02, 10 sec) Stagecoach Road / Kaycourt Drive A WB (A, 0.03, 9 sec) A WB (A, 0.01, 9 sec) The results of the intersection capacity analysis of existing conditions indicated that during both the morning and afternoon peak hours of travel demand: All intersections were found to operate at a satisfactory overall LOS A, possessed a v/c ratio of 0.03 or better and displayed delays of 10 seconds or less. The results indicate that sufficient capacity remains to accommodate the proposed Sand Pit development. 8.0 Forecast Traffic Volumes The traffic forecasting methodology involved the addition of site generated traffic volumes attributed to both passenger and heavy vehicle traffic accessing the proposed Sand Pit development during weekday peak hours. For the purpose of this analysis, the proposed site was assumed to be operational by Background traffic growth within the study area was felt to be negligible due to the isolated location of the site and the low levels of existing (2012) peak hour travel demands. Site Generated Traffic Volumes This study incorporated the haulage method to estimate the potential impact associated with travel demand from the proposed Sand Pit site. This method involved determining the proportion of heavy-vehicle traffic based upon the amount of aggregate processed by the site. Of course, this would be highly dependent upon how active the site can be, which is directly dependent upon the anticipated level of construction related requirements for sand material and market conditions. A discussion held with R.W. Tomlinson representatives yielded the following information for the proposed Sand Pit site upon build-out: The site could potentially produce approximately 600,000 tonnes of sand per year; A peak month could produce up to 80,000 tonnes of sand (worst-case scenario); and The typical delivery heavy vehicle operating on the site accommodates 40 tonnes. Assuming a 12 hour work weekday the proposed sand pit would require: 2,000 trucks over the month (80,000 tonnes/month [peak month] / 40 tonnes-per-truck = 2,000 trucks/month); or Page - 8 of 15 -

9 91 trucks each day (assuming 22 working days per month [2,000 trucks/month / 22 working days-per-month = 91 trucks/day]); or Approximately 8 trucks/hour (91 trucks-per-day / 12 hrs-per-day = 8 trucks/hr) to remove the worst-case peak monthly volume of 80,000 tonnes of sand. It was assumed that 10 trucks/hour would both arrive and leave during the same peak hour (i.e. total trips = 20 vph [10 vph inbound/10 vph outbound]). This translates into a heavy vehicle arriving or leaving every 3 minutes. However, to remain conservative, a safety factor of 2 was applied (i.e. the site generated volumes were doubled: 40 vph [20 vph inbound / 20 vph outbound]) to assume a worst-case scenario for intersection capacity analyses. For analysis purposes, a total of 20 full-time employees were assumed to work at the site. Traffic generation rates for ITE Land Use #110 General Light Industrial (understood to represent largely employee based traffic volumes during peak hour time periods) were referenced from available literature 3 as they were felt to be representative of employees entering or leaving the site. Table 8.1 presents the traffic generation rates for ITE Land Use #110 ( General Light Industrial ) which was applied to the 20 employee estimate for the proposed development. The rates represent the non-heavy vehicle component of traffic related to the proposed Sand Pit site. Table 8.1: Traffic Generation Rates Sand Pit Employee/Passenger Vehicle Component Development Traffic generation rates associated with employee related traffic of the Site 1. Land Use #110 General Light Industrial No. of Employees Trip Rate (trip/employee) Morning % In Afternoon % In Table 8.2 indicates the combined employee and heavy vehicle (using the haulage estimate approach) related traffic estimates. Table 8.2: Generated Traffic Volumes for the Proposed Stagecoach Sand Pit Generated Traffic Volumes Morning Peak hour Afternoon Peak Hour Total In Out Total In Out Heavy Vehicles Employees Total Site Generate Traffic A discussion held with R.W. Tomlinson representatives indicated that the majority of Tomlinson business would head north on Stagecoach Road (approximately 90 percent or 3 ITE Trip Generation, 8 th Edition See Land Use 110 Page - 9 of 15 -

10 more). For the purposes of this analysis, 90 percent of site generated traffic was distributed to north of the site with the remaining 10 percent to the south. (Appendix B, Exhibit B-1 illustrates Site Generated Traffic Volumes). 9.0 Forecast Traffic Analysis Initially, the Stagecoach site access was envisioned as being characterized by the following lane configuration: Northbound Approach: One shared through/left-turn lane; Southbound Approach: One shared through/right-turn lane; and Eastbound Approach: One Shared left/right-turn lane within the site access. Forecast traffic volumes were analyzed using Synchro 6 traffic analysis software to assess the impact of the site generated traffic on the study area intersections and the proposed access. (To simulate a worst-case scenario, the vehicles accessing/leaving the proposed site were assumed to be 100 percent heavy vehicles). Table 9.1 contains a summary of the forecast intersection capacity analysis results for the study area intersections including the site access off Stagecoach Road. Table 9.1: Intersection Capacity Analysis with the Proposed Sand Pit Intersection Morning Peak Hour Afternoon Peak Hour Link (North-South / East-West) Overall Critical Approach Overall Critical Approach LOS (LOS, v/c, Delay) LOS (LOS, v/c, Delay) Stagecoach Road / Belmeade Road A WB (A, 0.02, 10 sec) A WB (A, 0.02, 10 sec) Stagecoach Road / Kaycourt Drive A WB (A, 0.03, 9 sec) A WB (A, 0.01, 9 sec) Stagecoach Road / Site Access A EB (B, 0.03, 11 sec) A EB (B, 0.04, 11 sec) The impact of the site generated traffic volumes is anticipated to be negligible on the study area intersections (Stagecoach Road / Belmeade Road and Stagecoach Road / Kaycourt Drive). The site access was found to operate at an overall satisfactory level of service (LOS A ). The EB movement was found to exhibit a LOS B, v/c ratio of 0.04 and delay of 11 seconds. Conclusion: The Stagecoach Road / Site Access intersection, assuming a one-way STOP-Control with Stagecoach operating as free-flow, was found to exhibit satisfactory operational characteristics. In addition, in spite of the worst-case conditions assessed as part of this study, there remains additional capacity at the study area intersections to accommodate variances in site generated traffic caused by market fluctuations that may affect aggregate production rates. Page - 10 of 15 -

11 10.0 Sightline Analysis A preliminary review of intersections sightlines was undertaken for the proposed access location. The review included a site visit and desktop calculations to ensure that sufficient sight distances is available for heavy vehicle operators to complete a left-turn maneuver from the access onto Stagecoach Road without impeding oncoming SB traffic (It should be noted that a stopped heavy vehicle at the access must also have sufficient sight distance to the right to allow the operator of the vehicle to turn left and accelerate to a speed that does not significantly interfere with vehicles coming from the right. For design purposes, best practices indicate that the sight distance required for left turning without interfering with vehicles approaching from the left can be used for both directions) The following factors were taken into account when reviewing the intersections sight distance (ISD): Approximate available sight lines at the proposed access were determined onsite by measuring the available sight distance (in both the north and south direction along Stagecoach Rd) assuming a standard 2.1m height of eye for the heavy vehicle operator and 1.3m object height for the approaching vehicle. Required sight lines were calculated assuming the following: A maximum heavy vehicle length of 25 m (including a trailer); Total travel distance by the eastbound left-turn vehicle (at the site) required to clear the southbound lane was determined to be approximately 46 m (this distance was calculated using AutoTurn which simulates the heavy vehicle left-turn maneuver and provides the total distance required to clear the oncoming lane); and Heavy vehicles using the access require approximately 12.4 seconds 4 to travel the 46 m distance and with the addition of a 2 second reaction/perception time require a total 14.4 seconds. Table 10.1 indicates that for a design speed of 90 km/hr (Stagecoach Road has a posted speed of 80 km/hr and therefore a design speed of 90 km/hr), the available sightlines exhibit a minor deficiency of 16m in both the north and south directions when compared to the required sight distances. It is recommended that upon issuance of the license the available sight distances should be reviewed again (once the geometric profile along Stagecoach Road and the access is available) and consideration should be given to the following: 4 Geometric Design Guide for Canadian Roads September 1999, Page , Figure It should be noted that Figure of the TAC Manual assumes a performance ratio of 180g/w for heavy vehicles, which translates to an acceleration time of 13.8 seconds for a tractor trailer and long combination vehicles. However, communications with Tomlinson representatives indicated that the heavy vehicles that will access the site will have better performance engines, i.e. tri-axle: 37,000 kg, tri-axle with pup: 63,300 kg; 4-axle tractor trailer: 61,300 kg and 5-axle tractor trailer: 62,300 kg with all approx. 425hp. Assuming the worst-case delivery vehicle (which ranges between 61,000-to-63,000 kg), the performance ratio would be approximately 200 g/w, which is an improvement from the 180 g/w based on the TAC manual. This improved performance ration would increase the acceleration time of the heavy vehicles by 10% [(200-18/200 = 10%], which translates to 12.4 seconds. Page - 11 of 15 -

12 installation of signage in the vicinity of the access to make motorists aware of heavy vehicle access. The signage may include possible flashing lights that warn motorists along Stagecoach Road of turning heavy vehicles constructing the access on a 2%-to- 3% down grade towards Stagecoach Road. This will improve the acceleration characteristics of heavy vehicles and reduce the travel time required to perform the turning maneuvers. Table 10.1: Comparison of Available and Required ISD at Proposed Access Location Design Speed (km/hr) Required Sight Distance (m) Available Sight Distance (m) Short (m) The optimum location of the proposed Stagecoach Road / Site Access intersection, taking into account the sightlines was determined to be 300m north of Kaycourt Drive. Appendix D depicts the preliminary site access location, which is offset 300 m north of Kaycourt Drive Are Auxiliary Lanes Required at the Stagecoach Site Access? The need for auxiliary lanes is predicated on the desire to avoid delays to greater volumes of through traffic by providing a route to skirt around vehicles slowing down to turn into an access. There are two possible movements where the need for auxiliary lanes was evaluated: Northbound Movements: Heavy vehicle traffic from the south of the access is forecast to be quite nominal. [AM PK Hr: NB-LT 3 vph & EB-RT 2 vph / PM PK Hr: NB-LT 2 vph & EB-RT: 3 vph]. The NB-LT movement translates to a single heavy vehicle accessing the proposed site every 20 minutes, which is perceived as being a relatively infrequent occurrence. Southbound Movements The forecast traffic volumes [See Appendix B - Exhibit B-1] indicate that the majority of traffic accessing the site would be destined to/from the north (approx. 90%). [AM PK Hr: EB- LT 20 vph & SB-RT 24 vph / PM PK Hr: EB-LT 24 vph & SB-RT: 20 vph]. Given the greater frequency of occurrence, the analysis for auxiliary lane warrants will focus upon the southbound right-turn movement since it represented a worst-case turning movement (SB-TH = 145 vph and SB-RT = 20 vph during PM peak hour) which could potentially delay southbound through traffic with greater frequency. Page - 12 of 15 -

13 Warrants for SB Right Turn Improvements Frequency of Delay Occurrence In terms of the afternoon peak hour forecast traffic volumes, the southbound throughtraffic on Stagecoach Road is 145 vph and the SB-RT, 20 vph. The sum of the southbound traffic is 165 vph ( Approximately once every 3 minutes a vehicle will be wishing to turn right into the site during the PM peak hour. During this time, assuming 145 vph is the SB through movement represents a vehicle separation of about 25 seconds. Traveling at 90kph (design speed) or 25 m/sec would mean that the separation between vehicle traffic is approximately 625 meters. Given the infrequency of occurrence (once every 3 minutes) and the separation between southbound vehicles of 625 meters, the requirement for a separate right-turn auxiliary lane does not appear to be warranted. Time Delay for SB Vehicle Through Traffic For analysis purposes, it was assumed that platoons would occur where two passenger vehicles would be following a truck wishing to turn into the site. In this situation, both vehicles would be delayed by the time needed by the truck to decelerate and complete the right turn. This was assumed to take a total of approximately 12 seconds (2.5 second reaction time and 9.5 second deceleration time behind the truck as it slows down to make the right-turn). The total distance covered during this time would be 200 meters. Also, the 2 passenger vehicles would have to accelerate back to 90kph once the truck has made the right-turn movement. This was assumed to take an additional 7 seconds and cover a distance of 100m past the site access. From the perspective of time delay; only 2 following vehicles would experience a net-delay of approximately 7 seconds [assuming it takes 12 seconds to travel 300m at a speed of 90km/hr (19 seconds 12 seconds = 7 seconds)]. Hence, even from a delay perspective, the requirement for a separate right-turn auxiliary lane does not appear to be warranted Stopping Sight Distance Analysis Literature Review Literature review 5 was undertaken to determine if sufficient stopping sight distance is available for a vehicle driver to be able to see a stopped vehicle or roadway debris and have room to stop before colliding with the object. The stopping sight distance takes into account the perception and reaction time and the breaking distance. Literature 6 suggests that for a design speed of 90 km/hr, the stopping sight distance required would be in range of 130m-to-170m 7 assuming automobiles and trucks with antilock braking system; and 5 Geometric Design Guide for Canadian Roads September 1999, Section IBID, Page Page - 13 of 15 -

14 190m-to-265m 8 assuming trucks with conventional braking system. A preliminary review was undertaken for the proposed access and Stagecoach Road, which included a site visit and desktop review. The preliminary review indicated that there is approximately 280m stopping sight distance available north of the proposed access and 350m south of the site access. Hence, the available stopping sight distance (SSD) exceeds the minimum required SSD for a 90km/hr design speed Parking The City of Ottawa Zoning By-law No [Part 4 Parking, Queuing and Loading Provisions (Section 101), Table 101: Minimum Parking Space Rates], indicates that there is no requirements for designated parking stalls associated with Pit or Quarry land uses Transportation Demand Management Given the rural location of the development, which remains outside the current and future transit network within the City of Ottawa, there are no reasonable transportation demand (TDM) methods to encourage the relatively small number of anticipated employees to use alternative methods of travel. The remaining heavy vehicle site generated traffic volumes are anticipated to be largely seasonal and not applicable to TDM measures Conclusions This transportation brief yields the following conclusions: All intersections were found to operate at satisfactory traffic operational characteristics during both peak hours of travel demand. The Stagecoach Road / Site Access intersection, assuming a STOP-sign traffic control with Stagecoach operating as free-flow, was found to exhibit satisfactory operational characteristics. In spite of the worst-case conditions assessed as part of this study, there remains additional capacity at the study area intersections to accommodate variances in site generated traffic caused by market fluctuations that may affect aggregate production rates. The impact of the proposed Sand Pit upon the surrounding roadway network was determined to be negligible with less than 30 vph for either the morning or afternoon peak hours of travel demand (worst-case scenario). 7 IBID, Table IBID, Table Page - 14 of 15 -

15 Given the location and intended Sand Pit operation usage of the proposed development, it was felt that the development would not result in the need for expanded cycling, transit nor pedestrian infrastructure. The sight distance analysis indicates that there is a slight deficiency of 16 m for a posted speed of 90 km/hr. It is recommended that upon issuance of the license the available sight distances be reviewed and considerations should be give to: installation of signage (flashing lights) in the vicinity of the access to make motorists aware of heavy vehicle access; and constructing the access on down grade (2-to-3%) towards Stagecoach Road. This will improve the acceleration characteristics of heavy vehicles and reduce the travel time required. The requirement for a separate southbound right-turn auxiliary lane at the proposed site access was evaluated. Given the infrequency of occurrence (once every 3 minutes), the separation between southbound vehicles of 625 meters and from a delay perspective (net delay of 7 seconds), a separate right-turn auxiliary lane does not appear to be warranted. Literature review indicates that the available stopping sight distance (SSD) exceeds the minimum required SSD for a 90km/hr design speed. The City of Ottawa is encouraged to assemble the appropriate conditions for development approval that would permit the development application to proceed Study Sign-Off CastleGlenn Consultants Inc. is pleased to submit this Traffic Impact Brief in accordance with the requirements of the City of Ottawa s Transportation Impact Assessment Guidelines (October 2006). The signature below indicates that the Proposed Reids Mills Pit Traffic Impact Brief has been signed-off by the project manager who is a licensed and registered professional engineer with experience in the field of transportation planning and traffic operations. Arthur E. Gordon B.A., P. Eng. March 2013 Page - 15 of 15 -

16 Appendix A Existing (2012) Traffic Analysis Appendix A

17 HCM Unsignalized Intersection Capacity Analysis Existing (2012) Traffic Analysis 1: Kaycourt Dr & Stagecoach Rd Morning Peak Hour Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 16.9% ICU Level of Service A Analysis Period (min) 60 1/4/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 1

18 HCM Unsignalized Intersection Capacity Analysis Existing (2012) Traffic Analysis 5: Belmeade Rd & Stagecoach Rd Morning Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A A Approach Delay (s) Approach LOS A A Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 22.8% ICU Level of Service A Analysis Period (min) 60 1/4/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 2

19 HCM Unsignalized Intersection Capacity Analysis Existing (2012) Traffic Analysis 1: Kaycourt Dr & Stagecoach Rd Afternoon Peak Hour Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 24.8% ICU Level of Service A Analysis Period (min) 60 1/4/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 1

20 HCM Unsignalized Intersection Capacity Analysis Existing (2012) Traffic Analysis 5: Belmeade Rd & Stagecoach Rd Afternoon Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A A Approach Delay (s) Approach LOS A A Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 25.3% ICU Level of Service A Analysis Period (min) 60 1/4/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 2

21 Appendix B Site Generated & Forecast (Build-out) Traffic Volumes Appendix B

22 0( 3) 2( ) 2 3( 0( 0( ) 0 0( Exhibit B-1: Site Generated Traffic Format: Morning Peak Hour (Afternoon Peak Hour) 0( 2) 3( 0( 0( 0( 0( ) 0 0( 0( ) 0 0( 0( ) 3 2( 0( 0( 3) 2( ) 2 3( 0( ) 24 3) 2( 3) 2( ) 2 3( 2) (2 27 (26) 22 ( 20 3( 2) ) ( ) 0 0( 3) 2( ) 2 3( ) ( ) ( 20 2) 3( 0( 2 0( 3) 2( ) 2 3( (3) 0 0( ) 0 0( ) (0

23 Exhibit B-2:Forecast Traffic Volumes Format: Morning Peak Hour (Afternoon Peak Hour) 2) 7( ) 7 5( 0( ) 1 2( ) 6 3( 5( 12 ) 42 (9) 11 2( 2) (14 30 (47) ) (16 44 ( 74) 5 15 ) 46 6( 12 1 (1) 7) ( ) 11 3( 3) 5( ( 14 ) 30 ( ) 50 2) 5( 13 3( ) ( ) ( 20 ( 11 ( 15 3) ( 14 0 ( 131) ( 27 9) 3( 8) ( ( 52) ) ( ) ( 22 4) (2 20 (3) 2 12 ) (6 8) ( (52) 8 13 ) (9 23 2) 1 4( 5) 2 ( 13) ( 11 8) (1 15 (19) 16

24 Appendix C Forecast (Build-out) Traffic Analysis Appendix C

25 HCM Unsignalized Intersection Capacity Analysis Forecast Traffic Analysis 1: Kaycourt Dr & Stagecoach Rd Morning Peak Hour Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 17.1% ICU Level of Service A Analysis Period (min) 60 1/8/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 1

26 HCM Unsignalized Intersection Capacity Analysis Forecast Traffic Analysis 4: Site Access & Stagecoach Rd Morning Peak Hour Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 20.0% ICU Level of Service A Analysis Period (min) 60 1/8/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 2

27 HCM Unsignalized Intersection Capacity Analysis Forecast Traffic Analysis 5: Belmeade Rd & Stagecoach Rd Morning Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A A Approach Delay (s) Approach LOS A A Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 23.0% ICU Level of Service A Analysis Period (min) 60 1/8/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 3

28 HCM Unsignalized Intersection Capacity Analysis Forecast Traffic Analysis 1: Kaycourt Dr & Stagecoach Rd Afternoon Peak Hour Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 24.9% ICU Level of Service A Analysis Period (min) 60 1/8/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 1

29 HCM Unsignalized Intersection Capacity Analysis Forecast Traffic Analysis 4: Stagecoach Rd & Afternoon Peak Hour Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 19.3% ICU Level of Service A Analysis Period (min) 60 1/8/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 2

30 HCM Unsignalized Intersection Capacity Analysis Forecast Traffic Analysis 5: Belmeade Rd & Stagecoach Rd Afternoon Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A A Approach Delay (s) Approach LOS A A Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 25.5% ICU Level of Service A Analysis Period (min) 60 1/8/2013 Synchro 6 Report CastleGlenn Consultants Inc. Page 3

31 Appendix D Preliminary Stagecoach Road Site Access Appendix D

32

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