Dartmouth, NS B3B 1X7 Tel: WSP. Canada Inc.

Transcription

1 Traffic Impact Study: Proposed Residential Development Herring Cove Road Halifax, NS Presented to: FH Construction Ltd. 1 Spectacle Lake Drive Dartmouth, NS B3B 1X7 Tel: Fax: Junee 2015 WSP Canada Inc.

2 Original Signed

3 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page I ntroducti ion Background Plans are being prepared by FH Construction for a residential development west of the existing limits of Parkmoor Avenuee and Charlton Avenue on Herring Cove Road in Halifax, NS. The development comprises a total of 345 residential units including five single family (R-1) and 340 semi-detachedd (R-2) units (See Figure 1). Buildout of the development is expected to occur over the next ten years. WSP Canada Inc. has been retained to complete a Traffic Impact Study satisfactory to the Halifaxx Regional Municipality (HRM). A Traffic Impact Study Usually Considers Four Questions Study Objectives A Traffic Impact Study usually consists of determining answers for the following questions: 1. What are the existing traffic situations on roads adjacent to the study site? How have trafficc volumes increased historically? 2. What traffic changes are expected at Study Area intersections? How many vehicle trips will be generated by the proposed development during weekday peak hours? How will the traffic be distributed at the exits from the development and to Study Area roads and intersections? 3. What traffic impacts will occur on Study Area roads and intersections? How will level of service of roads and intersections be affected? 4. What road or intersection improvements are required to mitigate project impacts on Study Area traffic movements? 1. Develop projected 2015 and 2025 background weekday AM and PM peak hourly volumes for Study Area roads that do not include trips generated by proposedd site development. 2. Estimate the number of weekday AM and PM peak hour trips that will be generated by the proposed development. 3. Distribute and assign site generated trips to Study Area intersections. 4. Addd site generated trips to projected 2025 background peak hourly volumes to provide projected volumes that include site generated trips. 5. Evaluate impacts of site generated traffic on the performancee and level of service of study intersections. 6. Complete left-turn lane warrants, as necessary, for intersections on Herring Cove Road that are accessed by the proposed development. 7. Recommend improvements that may be needed at study intersections to mitigate thee impacts of site development. June 2015

4 KEY PLAN PARKMOOR AVE. PROPOSED WETLAND ALTERATION 1.83 Ac HERRING COVE ROAD BARCLAY AVE. PID: OWNER: F.H. CONSTRUCTION AREA: 0.64 ACRE PHASE 1A LEGEND Site Boundary PROPOSED WETLAND ALTERATION 0.13 Acres 0.10 Ac PHASE 1B ZONE R2 ZONE R1 PHASE 1A HAYES STREET CHARLTON AVE. Proposed Right-of-Way Zone Boundary Proposed Phase Boundary Wetland Alteration Area Wetland Watercourse 20m Wetland / Watercourse Buffer FUTURE ROAD RESERVE PHASE 1B 0.26 Ac 1.46 Ac PHASE 2 PHASE 1A PROPOSED WETLAND ALTERATION 0.70 Ac SITE SUMMARY: Land Area Acres Existing Zone - R1; R2 Re-Zoning Area Acres Total Road Length - 1,933 m Total Wetland / Watercourse Area pre Wetland Alteration ( including buffer ) Acres Total Wetland / Watercourse Area after Wetland Alteration ( Including Buffer ) Acres Total Wetland Alteration Area: 5.50 Acres Phase 1A - As of Right (R2), Serviced by gravity Phase 1B - Re-Zoning required, Serviced by gravity NOTES: Adjacent property lines approximate only. ZONE H 0.38 Ac PID: OWNER: F.H. CONSTRUCTION AREA: ACRES PROPOSED WETLAND ALTERATION 0.64 Ac FUTURE ROAD RESERVE ZONE PA (PROTECTED AREA) PROPOSED WATERCOURSE / WETLAND CROSSING PROPOSED PUMP STATION PID: OWNER: N S UNGRANTED LANDS AREA: 4,938 ACRES SOURCES: GENIVAR Survey Plan ' dwg' dated September 17, 2012 Wetland and Watercourse features from GENIVAR Figure 2 drawing 'ACAD WL.dwg Rev0 dated 2013/07/02 Designer: KWatters / HPfeil Planner: BMorrison CONCEPT PLAN HERRING COVE RD. HALIFAX, NOVA SCOTIA VERSION 2.6 FH CONSTRUCTION JUNE 5, _V26 SCALE NORTH : 3, m 1 SPECTACLE LAKE DRIVE DARTMOUTH, NOVA SCOTIA CANADA, B3B 1X7 PHONE: FAX: FILE: K:\DARTMOUTH\2012\ HERRING COVE RD\DWG\CONCEPT\ V26 DWG

5 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page Study Area Descriptions Description of Site and Proposed Development Proposed Access Site Road and Intersection Descriptions The proposed development sitee is a 66.5 acre parcel (PID# ) located just west of the existing limits of Parkmoor Avenue and Charlton Avenue. The development will comprise a total of 345 residential units including five single family (R-1be completed on extensions to existing streets including Parkmoor Avenue, Charlton Avenue, and Hayes Street. and 340 semi-detached (R-2) units. Development will Vehicular access to the proposed development will be from Herring Cove Road via extensions to Parkmoor Avenue and Charlton Avenue. Sight distance appears adequate at both the Parkmoor Avenue (See Photos 1 and 2) and Charlton Avenue (See Photos 3 and 4) existing intersections with Herring Cove Road. Both intersections are stop- controlled. Herring Cove Road (Photos 1 to 4) is an arterial road that runs north- south approximately 10km between the Armdale Roundabout and the community of Herring Cove. In the vicinity of the proposed development, it has a single traffic lane in each direction with paved shoulderss and open ditches. The posted speedd limit is 50km/h. Photo 1: Looking left (north) on Herring Cove Road from the Parkmoor Avenue intersection. Photo 2: Looking right (south) on Herring Cove Road from the Parkmoor Avenue intersection. Photo 3: Looking left (north) on Herring Cove Road from the Charlton Avenue intersection. Photo 4: Looking right (south) on Herring Cove Road from the Charlton Avenue intersection. June 2015

6 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page 4 Road and Intersection Descriptions (Continued) Parkmoor Avenue (Photo 5) and Charlton Avenue (Photo 6) are local residential streets that extend west from Herring Cove Road approximately 260m and 120m, respectively. Both streets are paved with narrow gravel shoulders. Hayes Street is an approximately 50m long local street that intersects with Charlton Avenue 85m west of Herring Cove Road. The posted speed limit on all local streets is 50km/h. Herring Cove Road intersections at Parkmoor Avenue and Charlton Avenue are unsignalized, with stop control on the minor approaches. All approaches are single lane. Photo 5: Looking east on Parkmoor Avenue toward Herring Cove Road from Hayes Street. Photo 6: Looking east on Charlton Avenue toward Herring Cove Road. Public Transportation Traffic Volume Data Halifax Transit operates Routes 20 and 402 past the site. Route 20 connects to the Park & Ride lot at the South Centre Mall in Spryfield. Route 402 is the Sambro community transit route that loops from the South Centre Mall to Herring Cove and Sambro via Herring Cove Road and Old Sambro Road. HRM Traffic & Right-of-Way Services (TROW) obtained a one week long machine traffic count onn Herring Cove Road between Marie Avenue and Fotherby Avenue (just north of Parkmoorr Avenue) during May-June Counts indicate two-way Annual Average Weekday Traffic (AAWT) volume on Herring Cove Road of approximately 7,270 vehicles per day (vpd), and two-way AM and PM peak hour volumes of about 500 and 6000 vehicles per hour, respectively. The graphical representation of average weekday hourly volumes during a 24 hour day (Figure 2) illustrates the pronounced peaks of AM and PM peak hour volumes typical of a road with commuter traffic. June 2015

7 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page Average WeekdayHourly Volumes Herring Cove Road (Marie Avenue to Fotherby Avenue) May 29 to June 5, Average Weekday Hourly Volume Hour of the Day Figure 2: Average Weekday Hourly Volumes May-June, 2012: Herring Cove Road (Marie Avenue too Fotherby Avenue) Manual Traffic Count Other Proposed Herring Cove Road Residential Developments Manual traffic counts were obtained during AM and PM peak periods on Friday, May 29 at the Herring Cove Road Parkmoor Avenue intersection. Turning movement counts are tabulated in Table A-1, Appendix A, with peak hour volumes indicated by shaded areas. There are several other residential developments proposed on Herring Cove Road that have been considered as part of previously submitted traffic impact analyses. HRM Staff provided a list of approved residential developments on Herring Cove Road anticipated to be completed within the study horizon. Table 1 summarizes proposed Herring Cove Road residential developments and the estimated daily trip generation estimate associated with each. June 2015

8 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page 6 Table 1: Summary of Approved Herring Cove Road Residential Developments [Source: HRM Staff] ] Development Briarwood Holly Drive Green Acres McIntosh Phase 1 McIntosh Phase 2 McIntosh Phase 3 Chambers Hill Fishermans View Herring Cove Village Total Unit Build Out Assumed Horizon Period Total Estimated Trip Generation (Daily) Annual Volume Trends Historical volume data obtained by HRM on Herring Cove Road in the vicinity of the proposed development do not indicate a consistent growth trend in volumes. Assuming that the future developments summarized in Table 1 are built out by 2025 based on daily trip generation estimates traffic volumes on Herring Cove Road (in the vicinity of the proposed developments site) are estimated to grow by approximately 3% per year over the study horizon. An annual growth rate of 3.0% has been used to project future year traffic volumes for this study. Projected 2015 and 2025 Background Volumes Review of HRM seasonal adjustment factors indicated a recommended reduction of 8% based on a count completed during a Friday in May. In order to provide a conservative estimate of traffic volumes at Study Area intersections, reductions to counted volumes were not applied. Projected 2015 and 2025 weekday AM and PM peak hour background volumes, calculated using ann annual traffic volume growth rate of 3.0%, are illustrated diagrammatically in Figure A-1 (Boxes A to D), Appendix A. June 2015

9 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page Trip Generation, Distributio on, and Assignment Trip Generation for Proposed Residential Development Estimation of Total Site Generated Trips The proposed development site will comprise a total of 345 residential units ncluding five single family (R-1) and 340 semi-detached (R-2) units. The number of trips that will be generated by the proposed development has been estimated using rates published in Trip Generation, 9th Edition (Washington, 2012). Trip generation estimates, which are summarized in Table 2, indicate thatt the proposed development is expected to generate about 259 vehiclee trips (66 entering and 193 exiting) during the AM peak hour and 345 vehicle trips (217 entering and 128 exiting) during the PM peak hour. Table 2 - Trip Generation Estimates for Proposed Residential Development Trip Generation Rates 2 Trips Generated 2 Land Use 1 Units AM Peak PM Peak AM Peak PM Peak In Out In Out In Out In Out Single Family Residential (ITE 210) Notes: 1. Land use codes are from Trip Generation, 9th Edition, Institute of Transportation Engineers, Trip generation rates are vehicles per hour per unit.. Trips generated are vehicles per hour for AM and PM peak hours. 3. Trip generation rates for Land Use 210 have been used to estimate trips both for detached (R-1) and semi-detached (R-2) units. Trip Distribution and Assignment Based on review of traffic count data as well as local knowledge of the area, external trips generatedd by the proposed development have been distributed in the followingg manner: North Herring Cove Road South Herring Cove Road 90% 10% Assigned site generated trips at Study Area intersections are shown diagrammatically in Figure A-2 (Boxes A and B), Appendix A. Projected 2025 Volumes that Include Site Generated Trips Site generated trips have been added to the projected 2025 background volumes (Figure A-1, Boxes C and D) to provide projected 2025 volumes that include site generated trips which are illustrated diagrammatically in Figure A-2 (Boxes C and D), Appendix A. June 2015

10 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page I ntersectio on Performance Analysis 4.1 Turn Lane Warrant Analysis Left Turn Lane Warrant Analysis Left turn movements on a two lane street may cause both operational and safety problems. Operational problems result as a vehicle stopped waiting for an opportunity to turn across heavy opposing traffic causes a queue of stopped vehicles too form. Safety problems result from rear end collisions when a stopped left turning vehicle is struck by an advancing vehicle, or from head-on or right angle collisions when a left turning vehicle is struck by an opposing vehicle. The Geometric Design Standards for Ontario Highways Manual contains nomographs for left turn lane analysis for two lane streets. The analysis method, which is normally used by WSP Atlantic to evaluate need for left turn lanes, uses a series of nomographs that consider speed, advancing volumes, leftt turns as a percentage of advancing volumes, and opposing volumes. A point, based on opposing and advancing volumes, plotted to the right of the warrant line of the appropriate % left turns and approach speed nomograph, indicates that a left turn lane iss warranted for the conditions used in the analysis. Similarly, a point thatt is plotted to the left of the warrant line indicates that a left turn lane is not warranted. Analysis of left turn lane warrants was completed (Figure A-3, Appendix A) for northbound left turns from Herring Cove Road into Parkmoor Avenue and Charlton Avenue for projected 2025 volumes both without and with the addition of site generated trips. The analysis indicated that left turnn lanes are not expected to be warranted based on weekday AM and PM peak hour traffic volumes. 4.2 Intersection Level of Service Analysis Intersection Level of Service Analysis Level of Service (LOS) Criteria The level or quality of performance of an intersection in terms of traffic movement is determined by a level of service (LOS) analysis. LOS for intersections is defined in terms of delay, which is a measure of driver discomfort and frustration, fuel consumption, and increased travel time. LOS criteria (Table 3) are stated in terms of average control delay per vehicle which includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. June 2015

11 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page 9 LOS Table 3 - Level of Service (LOS) Criteria for Intersections Two Way Stop Controlled LOS Description ( TWSC) Intersections Control Delay (Seconds per Vehicle) A Very low delay; most vehicles do not stop (Excellent) Less than 10 B Higher delay; most vehicles stop (Very Good) Between 1 and 15.0 C D E F Higher level of congestion; number of vehicles stopping is significant, although many still pass through intersection without stopping (Good) Congestionn becomes noticeable; vehicless must sometimess wait through more than one red light; many vehicles stop (Satisfactory) Vehicles must often wait through more than one red light; considered by many agencies too be the limit of acceptable delay This level is considered to be unacceptable to most drivers; occurs when arrival flow rates exceed the capacity of the intersection (Unacceptable) Between 15.0 and 25.0 Between 25.0 and 35.0 Between 35.0 and 5 Greater than 5 Intersection Level of Service Analysis Synchro 9.0 software has been used forr performance evaluation of Study Area intersections for 2025 AM and PM peak hour volumes withoutt and with site development. Level of service (LOS) analysiss results are included in Appendix B and are summarized in Table 4 andd Table 5. Summary Level of Service Analysis Herring Cove Parkmoor Avenue Intersection performance is expected to be satisfactory both withoutt and with the addition of site generated trips. All movementss operate within HRM acceptable limits. Herring Cove Charl ton Avenuee Intersection performance is expected to be satisfactory both withoutt and with the addition of site generated trips. All movementss operate within HRM acceptable limits. June 2015

12 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page 10 LOS Criteria Weekday AM Peak Hour - Projected 2025 Volumes without Site Development (Page B-1) Delay v/c Queue Weekday AM Peak Hour - Projected 2025 Volumes with Site Development (Page B-5) Delay v/c Queue Weekday PM Peak Hour - Projected 2025 Volumes without Site Development (Page B-3) Delay v/c Queue Weekday PM Peak Hour - Projected 2025 Volumes with Site Develo pment (Page B-7) Delay v/c Queue LOS Criteria Weekday AM Peak Hour - Projected 2025 Volumes without Site Development (Page B-2) Delay v/c Queue Weekday AM Peak Hour - Projected 2025 Volumes with Site Develo pment (Page B-6) Delay v/c Queue Weekday PM Peak Hour - Projected 2025 Volumes without Site Development (Page B-4) Delay v/c Queue Weekday PM Peak Hour - Projected 2025 Volumes with Site Development (Page B-8) Delay v/c Queue Table 4 - LOS for Herring Cove Parkmoor Avenue Control Delay (sec/veh), v/c Ratio, andd 95% Queue (m) by Intersection Movement EB-LR Table 5 - LOS for Herring Cove Charlton Avenue Control Delay (sec/veh), v/c Ratio, andd 95% Queue (m) by Intersection Movement EB-LR NB-LT NB-LT SB-TR SB-TR Overall Intersectionn Delay Delay LOS Overall Intersectionn A A A A LOS A A A A June 2015

13 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page Summary y, Recommendations, and Conclusions Description of the Proposed Development Proposed Site Access Description of Study Area Roads 1. Plans are being preparedd by FH Construction for a residential development west of the existing limits of Parkmoor Avenue and Charlton Avenue on Herring Cove Road in Halifax, NS. The development comprises a total of 345 residential units including five single family (R-1) and 340 semi-detached (R-2) units. 2. Vehicular access to the proposed development will be from Herring Cove Road via extensions to Parkmoor Avenue and Charlton Avenue. 3. Herring Co ve Road is an arterial road that runs north-south and the approximately 10km between the Armdale Roundabout community of Herring Cove. In the vicinity of the proposed development, it has a singlee traffic lane in each direction with paved shoulders and open ditches. 4. Parkmoor Avenue and Charlton Avenue are short local residential streets that extend west from Herring Cove Road. Hayes Street is an approximate ely 50m longg local streett that intersects with Charlton Avenue 85m west of Herring Cove Road. The threee local streets are paved with narrow gravel shoulders. Other Proposed Herring Cove Road Residential Developments Background Traffic Volumes Estimation of Site Generated Trips for the Proposed Development 5. There are several other residential developments proposed on Herring Cove Road that have been considered as part of previously submitted traffic impact analyses. HRM Staff provided a list of approved residential developments on Herring Cove Road anticipated to be completedd within the study horizon. Assuming that the future Herring Cove Road developments are built out by 2025 based on daily trip generation estimates traffic volumes on Herring Cove Road (in the vicinity of the proposed developments site) are estimated to grow by approximately 3% per year over the study horizon. An annual growthh rate of 3.0% has been used to project future year traffic volumes for this study. 6. Projected 2015 and 2025 weekday AM and PM peak hour background volumes were calculated using an annual traffic volume growth rate of 3.0%. 7. The proposed developmen nt will comprise a total of 345 residential units including five single family (R-1) and 340 semi-detachedd (R-2) units. Trip generation estimates, estimated using rates published in Trip Generatio n, 9th Ed ition (Washington, 2012), indicate that the proposed development is expected to generate about 259 vehicle trips (66 entering and 193 exiting) during the AM peak hour and 345 vehicle trips (217 enteringg and 128 exiting) during the PM peak hour. June 2015

14 Traffic Impact Study: Proposed Residential Development Herring Cove Road, Halifax, Nova Scotia Page 12 Trip Distribution and Assignment Left Turn Lane Warrant Summary - Level of Service Analysis Recommendations Conclusions 8. Trips generated by the development have been assigned to study areaa streets and intersections based on review of the local street network and development t surrounding the site as well as local knowledge of the area. Trips were distributed to the north (90%) and south (10%) on Herringg Cove Road. 9. Analysis of left turn lane warrants was completed for northbound left turns from Herring Cove Road into Parkmoor Avenue and Charlton Avenue for projected 2025 volumes with the addition of site generated trips. The analysis indicated that projected volumes do not meet the threshold to warrant left turn lanes. 10. Intersection performance analysis was completed for Herring Cove Road intersections at Parkmoor Avenue and Charlton Avenue using Synchro 9.0 software. Results indicate that intersection performance is expected too be satisfactory based on 2025 AM and PM peak hour volumes bothh without and with site development. 11. The existing sections of Parkmoor Avenue, Charlton Avenue, and Hayes Street should be upgraded to include an improved street standard including consideration of pedestrian connections to Herring Cove Road. 12. With implementation of recommended upgrades, site generated trips are not expected too have a significant impact to traffic performance in the Study Area. June 2015

15 Appendix A Intersection Turning Movement Counts Traffic Volume Diagrams Left Turn Lane Warrants June 2015

16 Appendix A Page A-1 Table A-1 Herring Cove Parkmoor Avenue Time Halifax, Nova Scotia Friday, May 29, 2015 Herring Cove Road Herring Cove Road Parkmoor Avenue Northbound Approach Southbound Approach Eastbound Approach A B H I J L Total Vehicles 07:00 07: :15 07: :30 07: :45 08: :00 08: :15 08: AM Peak Hour :00 16: :15 16: :30 16: :45 17: :00 17: :15 17: PM Peak Hour WSP Canada Inc. May 2015

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20 Appendix B Intersection Performance Analysis June 2015

21 Appendix B - Intersection Performance Analysis Page B-1 1: Herring Cove Road & Parkmoor Ave AM Peak Hour without Site Dev (Fig A-1, Box C Volume) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% 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 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 0.4 Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report WSP Canada Inc. June 2015

22 Appendix B - Intersection Performance Analysis Page B-2 2: Herring Cove Road & Charlton Ave AM Peak Hour without Site Dev (Fig A-1, Box C Volume) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% 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 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 0.2 Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report WSP Canada Inc. June 2015

23 Appendix B - Intersection Performance Analysis Page B-3 1: Herring Cove Road & Parkmoor Ave PM Peak Hour without Site Dev (Fig A-1, Box D Volume) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) 0.8 Control Delay (s) 15.3 Lane LOS C A Approach Delay (s) 15.3 Approach LOS C Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 34.3% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report WSP Canada Inc. June 2015

24 Appendix B - Intersection Performance Analysis Page B-4 2: Herring Cove Road & Charlton Ave PM Peak Hour without Site Dev (Fig A-1, Box D Volume) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% 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 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 0.2 Intersection Capacity Utilization 33.8% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report WSP Canada Inc. June 2015

25 Appendix B - Intersection Performance Analysis Page B-5 1: Herring Cove Road & Parkmoor Ave AM Peak Hour with Site Dev (Fig A-2, Box C Volume) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 47.2% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report WSP Canada Inc. June 2015

26 Appendix B - Intersection Performance Analysis Page B-6 2: Herring Cove Road & Charlton Ave AM Peak Hour with Site Dev (Fig A-2, Box C Volume) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 44.5% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report WSP Canada Inc. June 2015

27 Appendix B - Intersection Performance Analysis Page B-7 1: Herring Cove Road & Parkmoor Ave PM Peak Hour with Site Dev (Fig A-2, Box D Volume) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 45.3% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report WSP Canada Inc. June 2015

28 Appendix B - Intersection Performance Analysis Page B-8 2: Herring Cove Road & Charlton Ave PM Peak Hour with Site Dev (Fig A-2, Box D Volume) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 Synchro 9 Report WSP Canada Inc. June 2015