Traffic Impact Assessment

Transcription

1 Delta Mixed-Use Tower Traffic Impact Assessment Final V3 Prepared for Hari Homes, Inc. Date August 23, 2017 Project No

2 August 23, Mr. Aloke Chowdhury Hari Homes, Inc th Street Surrey, BC V3W 7S2 Dear Mr. Chowdhury: Re: Delta Mixed-Use Tower - Transportation Impact Assessment Final Report V3 Bunt & Associates Engineering Ltd. (Bunt) has carried out a final transportation assessment for the proposed mixed-use tower development at 75A Avenue and 120 Street in Delta. The attached report provides a summary of our traffic and parking assessment for the proposed project. This report documents the established number of vehicular trips from the proposed project and the anticipated effect of the development traffic on the adjacent traffic system. It also outlines the anticipated parking demand and current site plan s compliance with the local bylaw for parking provision. It further incorporates all comments received from the Corporation of Delta from the March 2017 and June 2017 versions of the previous draft reports. I trust the information provided in this report will be of assistance to you and your team as the development process with the Corporation of Delta continues. Yours truly, Bunt & Associates Dan Ross, CPEng. (NZ), MUP Senior Transportation Planner c: Lance Barnett Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

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4 TABLE OF CONTENTS 1. INTRODUCTION Background Study Need and Purpose Study Scope Study Methodology AREA CONDITIONS Site Characteristics Site Location Current Zoning Existing Conditions Adjacent Land Uses Road Network Transit Service Traffic Future Conditions Adjacent Land Uses Roadway Network Transit Service DEVELOPMENT CHARACTERISTICS Development Concept Land Use Schedule Access Off-Street Parking Off-Street Bicycle Parking Off-Street Loading Space Requirements Development Horizon SITE-GENERATED TRAFFIC CHARACTERISTICS Trip Generation Assumptions Residential Condominiums and Townhouses Commercial Day Care Summary Mode Split Adjustment Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

5 4.3 Pass-by Trips Trip Distribution Site-Generated and Total Traffic Conditions TRAFFIC ANALYSIS Projected Traffic Volume Increases Capacity Analysis A Avenue/120 Street A Avenue/119A Street A Avenue/118 Street Future Access Intersection on 119A Street OTHER CONSIDERATIONS Access Spacing Requirements Bicycle Accommodation on 119A Street Left-Turn Warrant Analysis Eastbound Left-Turn Lane Southbound Left-Turn Lane Summary Day Care Drop-Off/Pick-Up Operations SUMMARY APPENDIX A Study Terms of Reference APPENDIX B Intersection Turning Movement Data Summaries APPENDIX C Synchro Reports APPENDIX D Swept Path Analysis Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

6 1. INTRODUCTION 1.1 Background Bunt & Associates was commissioned by Hari Homes, Inc. to prepare a Traffic Impact Assessment (TIA) to support the redevelopment of a site located in Delta, BC to a mixed-use tower. Delta representatives have identified the need to complete a TIA to assess and mitigate any potential traffic and transportation issues associated with the operation of the proposed development. This report summarizes the study findings and recommendations. 1.2 Study Need and Purpose Understanding the demands placed on an area s transportation infrastructure represents an important dimension in assessing overall impacts of development. The purpose of the TIA is to identify roadway and intersection geometry changes that may be needed to accommodate the additional traffic anticipated to be generated by the operation of the proposed development. Recommendations for mitigating identified impacts on adjacent roadways will be advanced to allow for the redevelopment of the subject site from a traffic accommodation perspective. 1.3 Study Scope The scope of the study was confirmed with the Corporation of Delta and confirmed in a Terms of Reference, included as Appendix A of this report. The scope includes the area within which traffic associated with the redevelopment of the subject site is identified to have its most significant impact on the adjacent roadway network. For the purposes of this study, the area of significant traffic influence was identified as the 120 Street and 75A Avenue corridors in the vicinity of the subject site. Traffic operations at the following intersections were reviewed to determine lane geometry and traffic control requirements: 75A Avenue/120 Street; 75A Avenue/119A Street; 75A Avenue/118 Street; and The future site access intersection on 119A Street. Traffic conditions during the weekday AM and PM peak hour and Saturday afternoon peak, associated with the following horizons, were analyzed: Opening Day the site is anticipated to be completed and occupied by 2019; +5-Year Horizon 2024 is anticipated to represent the +5-year horizon; and +10-Year Horizon 2029 is anticipated to represent the +10-year horizon. 1 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

7 In addition to capacity assessment of the intersections adjacent to the development, Delta also required the following items be included in the assessment: Safety and capacity assessment of proposed alignment of the tower s sole access driveway in relation to Gilmore Crescent; and Sketch cross sections of cycle facilities along 119a Street in accordance with the local neighbourhood plan. 1.4 Study Methodology The following methodology was used to prepare the TIA: review existing conditions including land use, roadways and traffic in the general vicinity of the subject site; identify any planned improvements to the existing transportation system and any planned land developments in the vicinity of the subject site, and forecast background traffic conditions; assess peak hour traffic activity anticipated to be generated by the proposed redevelopment initiative; and analyze study intersections under future traffic conditions in terms of lane, capacity and traffic control requirements. To supplement the aforementioned information, Bunt & Associates completed a comprehensive site investigation, paying particular attention to those segments of the road network that could be most impacted by traffic generated by the proposed development. 2 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

8 2. AREA CONDITIONS 2.1 Site Characteristics Site Location The subject site is located in the northwest corner of the 75A Avenue & 120 Street intersection in Delta. It is bounded by 120 Street to the east, 75A Avenue to the south, 119A Street to the west, and single-family dwelling units to the north. The subject site is currently subdivided into four lots that each accommodates single-family residential dwelling units. The location of the subject site is highlighted in Figure Current Zoning Based on a review of the North Delta Future Land Use Plan, the subject site is zoned MDR (SR) Medium Density Residential, Scott Road. This designation is intended for low-rise structures accommodating multiple-family residential uses. Figure 1 Subject Site Location (Deltamap) site in red outline 3 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

9 2.2 Existing Conditions Adjacent Land Uses Most lots in the general vicinity of the development site are residential neighbourhoods. Notable developments in the immediate vicinity of the development site include: a large-scale commercial development that is located south of 75A Avenue and east of 120 Street that includes Home Depot, Safeway, Shoppers Drug Mart, a Cineplex movie theatre, several banks, restaurants, and other smaller scale commercial developments; a four-storey multi-family condominium building with street-level retail that is located south of the subject site, on the south side of 75A Avenue; Jarvis Traditional Elementary School which is located on the east side of 118 Street about 250 metres north of 75A Avenue; and Chalmers Elementary School and Burnsview Secondary School which are located at the end of the extension of 75A Avenue to the west, between 112 Street and 114 Street Road Network The roadway network in the vicinity of the subject site includes the following: 120 Street is an arterial road that runs north-south along the east edge of the subject site. North of 75A Avenue, 120 Street accommodates five lanes (two northbound lanes, two southbound lanes, and a centre two-way left-turn lane). 120 Street is constructed to an urban cross-section standard and is illuminated. Based on a review of Translink s service map, 120 Street is identified as part of the frequent transit network. The posted speed limit on 120 Street is 60 km/h. It is of note that 120 Street is also named Scott Road. 75A Avenue is a two-lane local road that runs east-west along the southern boundary of the subject site. 75A Avenue includes a boulevard sidewalk on the north side of the road and a monolithic sidewalk that transitions to a boulevard walk between 118 Street and 119A Street on the south side of the road. On-street parking is generally permitted on both sides of 75A Avenue. The speed limit is not posted on 75A Avenue in the vicinity of the subject site and is therefore assumed to be 50 km/h (speed humps are currently installed on 75A Avenue between 118 Street and 119A Street). 119A Street is a two-lane local road that generally runs north-south along the west edge of the subject site. 119A Street is constructed to an urban cross-section standard and is illuminated. On-street parking is permitted on both sides of the road. The Official Community Plan (OCP) identifies 119A Street between 75A Avenue and 80 Avenue as a bicycle route although no measure (such as markings or lanes) is currently implemented to accommodate cyclists Street is a two-lane local road that runs north-south from 74 Avenue to 80 Avenue. On-street parking is permitted on both sides of the street. 118 Street is constructed to an urban cross-section standard. However, some sections of the road do not include a curb and gutter. Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

10 The speed limit is not posted on 118 Street between 75A Avenue and 80 Avenue, but it is assumed to be 50 km/h except in the school zone located about 250 metres north of 75A Avenue, where the speed limit is 30 km/h during school hours. Similar to 75A Avenue, speed humps are installed along the corridor. Gilmour Crescent is a two-lane local road that extends from 119A Street to the south boundary of Jarvis Elementary School to the north and west. Gilmour Crescent is constructed to an urban crosssection standard and is illuminated. On-street parking is permitted on both sides of the road. The speed limit is not posted on Gilmour Crescent, but it is assumed to be 50 km/h. The 75A Avenue & 120 Street intersection is a four-legged signalized intersection in which 120 Street is the main street and 75A Avenue is the side-street. Left-turn bays are provided on each approach (a protected left-turn phase is provided for the southbound left-turn). Crosswalks are provided on each leg of the intersection. The 75A Avenue & 119A Street intersection is a three-legged intersection that is stop-controlled on the north approach on 119A Street. The intersection includes single-lane approaches in all directions. The Gilmour Crescent & 119A Street intersection is a three-legged intersection that is uncontrolled. It is assumed that traffic on Gilmour crescent yields right-of-way to traffic on 119A Street. The 75A Avenue & 118 Street intersection is a four-legged intersection that is stop-controlled on the north and south approaches on 118 Street. Crosswalks are provided on the north and east legs of the intersection Transit Service As previously mentioned, 120 Street is part of Translink s frequent transit network. Corridors on the frequent transit network provide transit service at least every 15 minutes in both directions throughout the day until 9 PM every day of the week. The transit network in the area includes the Scottsdale Exchange, a major transit exchange located in the middle of the commercial development located to the east and south of the subject site. The Scottsdale Exchange is located approximately 320 metres south and east of the subject site. Based on a review of the 2011 Metro Vancouver Regional Trip Diary Survey Analysis Report (February 2013), it was identified that approximately 10% of all daily trips made in 2011 by South of Fraser residents were by transit. A 10% mode share to transit represents a 1% increase from that measured in Traffic In February 2017, intersection turning movement surveys were conducted at the identified study intersections (plus the Gilmour Crescent/119A Street intersection) during the morning (7-9 AM) and evening peak periods (2-7 PM) to quantify existing traffic conditions. Intersection turning movement 5 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

11 surveys were also completed during midday Saturday (noon to 5 PM) to measure traffic conditions during a typical weekend peak hour. Table 1 summarizes the measured peak hours associated with each surveyed intersection for each analysis period considered. For the purposes of the assessment, a network peak hour was selected for each of the analysis periods and existing traffic conditions represent those measured during the network peak hour (rather than the peak hour of each intersection). The chosen network peak hour aligns with the peak hour associated with the 75A Avenue/120 Street intersection given that it represents the most significant study intersection in terms of volume. Table 1 Measured Intersection Peak Hours AM, PM and Saturday Peak Hours Intersection AM Peak Hour PM Peak Hour Saturday Peak Hour 75 A Avenue/120 Street 8:00 9:00 AM 5:00 6:00 PM 1:45 2:45 PM 75 A Avenue/119A Street 8:00 9:00 AM 2:45 3:45 PM 12:30 1:30 PM 75A Avenue/118 Street 7:00 8:00 AM 4:15 5:15 PM 1:00 2:00 PM Gilmour Crescent/119A Street 8:00 9:00 AM 2:30 3:30 PM 2:00 3:00 PM Network Peak Hour 8:00 9:00 AM 5:00 6:00 PM 1:45 2:45 PM Intersection turning movement data summaries are included in Appendix B of this report. In addition to intersection turning movement surveys, the Corporation of Delta provided 24-hour two-way link volume data. The two-way surveys were completed on October 24, 2015 at the following locations: 75A Avenue between 119A Street and 120 Street; 75A Avenue between 118 Street and 119A Street; and 118 Street between 75A Avenue and 77B Avenue. Existing traffic conditions during the AM, PM and Saturday peak hours are summarized and illustrated in Exhibit 2.3. Daily traffic volumes are also included. These existing traffic conditions serve as the basis for future traffic conditions. 6 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

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13 2.3 Future Conditions Adjacent Land Uses Corporation of Delta representatives have indicated that there are currently no recently approved developments in the vicinity of the subject site Roadway Network Corporation of Delta representatives have indicated that no significant roadway improvements are currently being considered in the vicinity of the subject site. They have also indicated that traffic volumes in North Delta are projected to increase at a rate of 1.1% per annum (linear growth). Future background traffic conditions conditions that include increases in traffic activity unrelated to the redevelopment of the subject site for each study horizon forecasted by increasing the 2017 intersection turning movement volumes at each study intersection by a rate of 1.1% per annum. As mentioned previously, this study considers three horizons: 2019 which represents opening day; 2024 which represents the +5-year horizon; and 2029 which represents the +10-year horizon. These background figures, without the development, are shown in Exhibit 2.4 for the proposed year of completion (2019), in Exhibit 2.5 for the 5-year horizon, and in Exhibit 2.6 for the 10-year horizon Transit Service The development s main entrance will be located on the northwest corner of the 75A Avenue/120 Street intersection which will provide direct access to 120 Street for residents and visitors. 120 Street includes sidewalks on both sides of the road and crosswalks with pedestrian signals are currently provided at the 75A Avenue/120 Street intersection to accommodate access to transit stops for residents and visitors to the site. Also, sidewalks are provided on both sides of 120 Street between 75A Avenue to the mall access, which represents the path to the Transit Exchange. According to Translink s latest 10-year vision, Scott Road/120 Street is scheduled for planning, design, and implementation to an upgraded B-Line service by This is the highest level of service frequency Translink provides for non-rail service. It will see average 10-minute service frequencies along 120 Street and reductions in the rate of single-occupant vehicle trips on the arterial. 8 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

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17 3. DEVELOPMENT CHARACTERISTICS 3.1 Development Concept The subject site is proposed to be redeveloped as a mixed-use tower accommodating residential condominium and townhouse units, street-level retail and a day care. The Delta mixed-use tower development concept is illustrated in Figure 2. Figure 2 Current Site Plan (Barnett Dembek Architects) The development concept includes four buildings on-site: a 35-storey residential tower located in the southeast portion of the site with a four-storey residential and commercial podium; and two stand-alone buildings accommodating residential townhouses. 12 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

18 The site will also include a plaza area, outdoor amenity area, and a drop-off/pick-up loop. The redevelopment initiative is proposed to include an on-site parking supply in the order of 550 spaces, all but five of them underground. The site frontage on 120 Street and 119A Street will include well landscaped boulevards to improve the pedestrian experience in accordance to Policy A.7: Scott Road Streetscape in the North Delta Area Plan (Schedule C of the OCP). The present site plan s sidewalks will need to be widened in future design iterations along the site s frontage on 120 Street to 3.5 metres to comply with the policy. The redevelopment of this site will provide an opportunity to develop public spaces that contribute to neighbourhood walkability and livability. Whether it be through the landscaped courtyards or the sidewalks with well landscaped boulevards or the entrance area in the northwest quadrant of the 75A Avenue/120 Street intersection, consideration should be given to providing high quality spaces that include features such as street furniture and enhanced lighting. 3.2 Land Use Schedule The redevelopment initiative will include 294 residential condominium and townhouse units, street-level retail, and a day care. The proposed land use schedule is summarized in Table 2. Table 2 Proposed Land Use Schedule Land Use Variable Notes Residential Strata 268 units 28,446 m 2 (306,190 SF) - Residential Townhouses 26 units 3,200 m 2 (34,447 SF) - Commercial 92 m² (992 SF) - 1 ground floor unit Day Care 159 m² (1,711 SF) - 10 employees TOTAL 294 units 31,897 m² (343,340 SF) - It is important to note that at this time in the planning and development process, specific retailers have not been identified for the commercial land use. 3.3 Access The site will be accessed by way of a single access located on 119A Street. The all-direction access is proposed to be located approximately 40 metres north of the 75A Avenue/119A Street intersection. A circulation road will be constructed within the site. The internal road will extend from 119A Street to the east residential/commercial podium area of the residential tower, where the entrance to the underground parkade will be located. The road will include a mini-roundabout to better accommodate the turnaround manoeuvres associated with pick-up/drop-off traffic and deliveries. 13 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

19 Each townhouse fronting 119A Street will include separate entrances on the west side of their respective buildings with a walkway that extends to the site s frontage on 119A Street to accommodate access by foot. Swept path simulations to confirm vehicle maneuverability is in Appendix D of this report. 3.4 Off-Street Parking The development concept identifies an on-site parking supply that is in excess of the bylaw of with 550 spaces, most of which are located underground over four levels. Delta s Zoning Bylaw 2750, 1977 was reviewed to determine the off-street parking requirement for the proposed development. Table 3 summarizes the off-street parking requirements based on a strict interpretation of the Zoning Bylaw. Note that a parking requirement for the day care land use is not identified in the Zoning Bylaw. The Schools: Kindergarten and Elementary land use is assumed to be most similar to a day care land use; therefore, the Schools: Kindergarten and Elementary parking requirement of one space for each employee was assumed. As mentioned previously, the day care is anticipated to employ ten people. Table 3 Off-Street Parking Requirements Land Use Residential Condominiums Variable 268 units Parking Requirement Group Rate Spaces residents 1.5 spaces per du 402 spaces visitor 0.2 spaces per du 54 spaces Residential Townhouses 26 units total 2 spaces per du 52 spaces Commercial Eating & Drinking establisment 92 m² 1 for each 6 seats provided for patron use, plus 1 for each regular employee 9 spaces Day Care 159 m² 1 space per employee (assumed 10 employees) 10 spaces TOTAL 294 units spaces req d 550 provided As summarized in the table, an off-street parking supply of 527 spaces is required based on a strict interpretation of the Zoning Bylaw. The development is providing 550 spaces 23 spaces in excess of the minimum requirement. The off-street parking requirements for developments along the 120 Street corridor are currently under review as part of the Zoning Bylaw Review. Given that developments along the 120 Street corridor are well serviced by transit, the actual parking demand for these developments will likely be reduced. 14 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

20 3.5 Off-Street Bicycle Parking Currently, there is no bicycle parking provision outlined in the Zoning Bylaw, although it is understood that bicycle parking requirements will considered as part of the Zoning Bylaw Review. Although not currently required, the site plan includes approximately 287 parking spaces for bicycles to partially off-set single vehicle trips to and from the development. 3.6 Off-Street Loading Space Requirements The loading space requirements for the site were determined based on a review of the Zoning Bylaw. The Zoning Bylaw identifies the following loading space requirements: one space for a building with a Gross Floor Area (GFA) less than 465 m²; two spaces for a building with a GFA between 465 m² and 2,300 m²; three spaces for a building with a GFA between 2,325 m² and 4,650 m²; and one additional spaces for each additional 4,650 m² or fraction thereof in excess of 2,325 m². Based on a proposed commercial area of 92 m², the redevelopment initiative requires only one loading space, which is located off the south side of the internal access. Note that there are no loading space requirements identified for residential land uses. Garbage and recycling vehicles will access the development on the first level of the underground parkade. The developer and architect will ensure that rubbish/recycling areas are readily accessible to standard servicing vehicles without otherwise obstructing normal and safe vehicle flow within the parkade. Adequate manoeuvrability drawings will need to be provided to satisfy development and building bylaw requirements at the appropriate stages of design and approvals progression. Emergency vehicles will access the development via the ground level roundabout/layover area. This has been designed to allow a standard-design firetruck to maneuver around the central island and turn around back onto 119A Street. 3.7 Development Horizon The redevelopment initiative is planned to be constructed and occupied by 2019; therefore, 2019 represents the opening day horizon. As per the Corporation of Delta s Engineering Department s Terms of Reference for Traffic Impact Studies, a +5-year and +10-year horizon must also be considered; therefore, 2024 represents the +5-year horizon while 2029 represents the +10-year horizon for assessment purposes. 15 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

21 4. SITE-GENERATED TRAFFIC CHARACTERISTICS 4.1 Trip Generation Assumptions Trip generation rates for each land use were established based on a review of ITE (Institute of Transportation Engineers) Trip Generation Handbook, 9th Edition Residential Condominiums and Townhouses ITE Land Use Code 230 Residential Condominium/Townhouse from the ITE Trip Generation Manual is assumed to appropriately represent the characteristics associated with the residential land use proposed. Trip generation rates of 0.44 trips/dwelling unit and 0.52 trips/dwelling unit were assumed during the AM and PM peak hours, respectively. A trip-generation rate of 0.47 trips/dwelling unit was assumed during a typical Saturday peak hour. The development contains a mix of townhouse and high rise units. This land use code has a slightly higher parking ratio than the high rise land use and was thus chosen as a conservative figure Commercial ITE Land Use Code 936 Coffee/Donut Shop without Drive-Through Window from ITE Trip Generation Manual is assumed to appropriately represent the characteristics associated with the small, street-level retail proposed as part of the redevelopment initiative. Trip generation rates of trips/1,000 SF GFA and trips/1,000 SF GFA were assumed during the AM and PM peak hours, respectively. A tripgeneration rate of trips/1,000 SF was assumed during a typical Saturday peak hour Day Care ITE Land Use Code 565 Day Care Centre from ITE Trip Generation Manual is assumed to appropriately represent the characteristics associated with the day care proposed as part of the redevelopment initiative. Trip generation rates of 6 trips/employee 4.73 trips/employee were assumed during the AM and PM peak hours, respectively. The day care does not typically operate on the weekend so no Saturday rate was used or analyzed Summary Table 4 summarizes the AM and PM peak hour rates used in the assessment while Table 5 summarizes the Saturday peak hour rates. 16 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

22 Table 4 Trip Generation Rate Summary AM and PM Peak Hours AM Peak Hour PM Peak Hour Land Use Source Rate Trips In Trips Out Rate Trips In Trips Out Residential ITE trips/ du 16% 84% 0.52 trips/ du 67% 33% Commercial ITE trips/ 1,000 SF 51% 49% trips/ 1,000 SF 50% 50% Day Care ITE trips/ employee 53% 47% 4.73 trips/ employee 47% 53% Table 5 Trip Generation Rate Summary Saturday Peak Hour Saturday Peak Hour Land Use Source Rate Trips In Trips Out Residential ITE trips/ du Commercial ITE trips/ 1,000 SF 54% 46% 51% 49% Table 6 summarizes the AM, PM and Saturday peak hour trip generating characteristics by use for the development of the subject site. Day Care rates are not included for Saturday as the facility will be closed on weekends. Table 6 Trip Generation by Use AM, PM and Saturday Peak Hour Land Use Variable AM Peak Hour PM Peak Hour Saturday Peak Hour Rate In Out Rate In Out Rate In Out Residential 294 du Commercial 992 SF Day Care 10 emp TOTAL As shown above, the redevelopment initiative is anticipated to generate 286 two-way trips during the AM peak hour, 237 two-way trips during the PM peak hour, and 202 trips during a typical Saturday peak hour. 17 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

23 4.2 Mode Split Adjustment In regards to the published trip generation rates used in the assessment, it is of note that the ITE Trip Generation Manual states that the data was primarily collected at suburban locations having little or no transit service, nearby pedestrian amenities or travel demand management (TDM) programs. Therefore, the published trip generation rates may over-estimate the trip generating characteristics of identified land uses, particular those land uses associated with developments that are well serviced by transit or are near cycling/pedestrian facilities. ITE advises that "user(s) may wish to modify trip generation rates presented in (the Trip Generation Manual) to reflect the presence of public transportation service, ridesharing, or other TDM measures; enhanced pedestrian and bicycle trip-making opportunities; or other special characteristics of the site or surrounding area. Given that the development site is well serviced by transit, the redevelopment initiative will exhibit a greater mode split to alternative modes of transportation than what was likely captured in the published trip generation rates. Therefore, the total vehicle trips projected to be generated by the redevelopment initiative were reduced to better account for trips anticipated to be completed by other modes of transportation such as by transit, cycling or walking. Based on a review of the 2011 Metro Vancouver Regional Trip Diary Survey Analysis Report (February 2013), approximately 10% of all daily trips made in 2011 by South of Fraser residents were by transit, 8% of all daily trips made were by walking, and less than 1% of all daily trips made were by cycling. These were higher along frequent transit networks, which 120 St will soon be. The published trip generation rates account for a nominal mode split to pedestrian/bicycle/transit modes of transportation. Notwithstanding, a mode split adjustment factor of 15% was further applied to all trips generated by the residential and commercial land uses during the AM and PM peak hours to account for an even greater use of transit given the development site s proximity to the frequent transit network. However, given the nature of drop-off/pick-up activity associated with the day care, trips projected to be generated by the day care were not similarly reduced. A significant portion of trips generated during the weekday peak hours will represent commuter trips. This is significantly increased for the ground floor coffee shop, which as a local amenity located within a residential building, will see at least double the background mode share split for alternative modes (primarily walking or cycling from within building or nearby residences). During a typical weekend, the mode split to transit will be less given that fewer trips are associated with commuting; therefore, a mode split adjustment factor of 5% was applied to all trips projected to be generated by the residential and commercial land uses during a typical Saturday peak hour. Table 7 summarizes the magnitude of vehicle trips projected to be generated by the redevelopment initiative during each of the analysis periods considered after adjusting to account for a greater modal split to other modes of transportation besides single-occupant private automobile trips. 18 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

24 Table 7 Trip Generation by Use AM, PM and Saturday Peak Hours Land Use Res. Com. Day Care TOTAL AM Peak Hour (mode split = 15% for residences, 30% for retail) PM Peak Hour (mode split = 15% for residences, 30% for retail) Saturday Peak Hour (mode split = 5% for residences, 10% for retail) In Out Total In Out Total In Out Total Base Mode Split Sub-Total Base Mode Split Sub-Total Base Mode Split Sub-Total Base Mode Split Total The table above shows the redevelopment initiative is projected to generate 234 two-way trips during the AM peak hour, 205 two-way trips during the PM peak hour, and 189 two-way trips during a typical Saturday peak hour after a further mode split to alternative modes of transportation is accounted for. 4.3 Pass-by Trips 19 Pass-by trips are intermediate stops on the way from an origin to a primary trip destination without a route diversion. Several factors contribute to the magnitude of pass-by trips generated by a particular development or use including the availability and location of site accesses, traffic volumes along the adjacent roadways and function of adjacent roadways. Note that pass-by trips are only associated with commercial land uses. The ITE Trip Generation Manual was further reviewed to identify an appropriate pass-by rate for assessment purposes. The latest version of the ITE Manual does not include pass-by studies for code 936 Coffee/Donut Shop Without Drive-Through Window. It does include pass-by rates per 1,000 SF of GFA for coffee/donut shops with drive through windows. However, this ITE code is not appropriate for this analysis as the nature of this type of establishment is inherently more auto-centric than the development s ground floor commercial shop will be. The fast-turnover profile of the ground floor coffee shop will more closely resemble the pass-by characteristics of a small convenience store/market with no gasoline pumps (ITE 851), which has an average PM pass-by ratio of 51% of all trips. However, because access to the coffee shop will not be directly on 120 St, but rather from the single access off 119A Street, this figure has been conservatively halved for AM, PM, and Saturday peaks, shown in Table 8. Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

25 Table 8 Average Published Pass-by Rates during the PM Peak Hour for Commercial Uses Land Use Pass-by Rate 565 Day Care Centre 0% 814 Variety Store 34% 820 Shopping Centre 34% 850 Supermarket 36% 851 Convenience Market with no gas pump 51% 880 Pharmacy without Drive-Through Window 53% 931 Quality Restaurant 44% 932 High-Turnover (Sit-Down) Restaurant 43% 938 Coffee/Donut Shop with Drive-Through 89% While the Trip Generation Manual does not include AM peak hour pass-by data associated with the coffee/donut shop without drive through land use, AM peak hour pass-by rates are provided for a few other commercial uses. Table 9 summarizes the average AM peak hour pass-by rates associated with other commercial land uses published in the Trip Generation Manual. The table shows AM peak hour pass-by rates are generally comparable to PM peak hour pass-by rates for all land uses except for the gasoline/service station. Therefore, for the purposes of this assessment, the PM peak hour pass-by rate associated with the shopping centre land use also appropriately represent the pass-by characteristics associated with the commercial component of the proposed development during the AM peak hour. Again, both of these are also conservatively halved for the reason noted above. Table 9 AM and PM Peak Hour Pass-by Rates Comparison Land Use AM Peak Hour PM Peak Hour Difference (compared to PM peak Hour) Convenience Market with Gasoline Pumps Fast-Food Restaurant with Drive-Through Window 63% 66% -3% 49% 50% -1% Gasoline/Service Station 58% 42% +16% Gasoline/Service Station with Convenience Market 62% 56% +6% 20 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

26 In summary, the following pass-by rates were used to assess the potential site-generated traffic characteristics associated with the redevelopment initiative: AM Peak Hour 25%; PM Peak Hour 25%; and Saturday Peak Hour 25%. Table 10 summarizes the magnitude of pass-by and primary anticipated to be generated by each land use for each analysis period. Note that pass-by traffic is only associated with commercial land uses. Table 10 Pass-by and Primary Trips AM, PM and Saturday Peak Hours Land Use Res. Com. Day Care TOTAL AM Peak Hour PM Peak Hour Saturday Peak Hour In Out Total In Out Total In Out Total Base Pass-by Primary Base Pass-by Primary Base Pass-by Primary Base Pass-by Primary The redevelopment initiative is projected to generate 214 primary two-way trips during the AM peak hour, 197 primary two-way trips during the PM peak hour, and 174 primary two-way trips during a typical Saturday peak hour. These trips represent trips that are new to the road network as a result of the redevelopment initiative. 4.4 Trip Distribution The 2011 Metro Vancouver Regional Trip Diary Survey Analysis Report was reviewed to determine the distribution applied to trips projected to be generated by the redevelopment initiative during the AM and PM peak hours of a typical weekday. The distribution applied to traffic generated on a typical Saturday was adjusted to reflect more internal trips within the South of Fraser region (it s assumed that a rather significant proportion of inter-region trips represent commuter traffic). Table 11 summarizes the trip distribution assumed in the assessment. 21 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

27 Table 11 Assumed Trip Distribution AM, PM and Saturday Peak Hours Direction Residential Traffic AM and PM Peak Hour Saturday Peak Hour Commercial and Day Care Traffic AM and PM Peak Hour North 120 Street 29% 30% 10% 10% North 118 Street 8% 10% 25% 25% East 75A Avenue 19% 20% 20% 20% South 120 Street 30% 35% 15% 15% West 75A Avenue 14% 5% 30% 30% TOTAL 100% 100% 100% 100% Saturday Peak Hour Note that site-generated traffic distributed to/from the north was assigned to the adjacent roadway network by way of 75A Avenue and 118 Street rather than through the neighbourhood to the north given that connectivity to the wider network from 119A Street is limited and rather indirect. Also, while destination land uses located in the neighbourhood to the north are few, those that do exist are within walking distance. Assigning all of the trips to 75A Avenue is anticipated to result in a conservative approach to analyzing the potential impacts on study intersections. Distribution associated with pass-by traffic was based on the existing distribution of traffic on 120 Street and 75A Avenue during each of the analysis periods. 4.5 Site-Generated and Total Traffic Conditions Traffic volumes projected to be generated by the development of the subject site during the AM, PM and Saturday peak hours are illustrated in Exhibit 4.1. Site-generated traffic was superimposed on 2019, 2024 and 2029 background traffic volumes to represent total traffic conditions. Exhibit 4.2, Exhibit 4.3, and Exhibit 4.4 illustrate the 2019, 2024 and 2029 total traffic conditions, respectively, during the AM, PM and Saturday peak hours. 22 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

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32 5. TRAFFIC ANALYSIS 5.1 Projected Traffic Volume Increases The redevelopment initiative is projected to generate 214 two-way trips during the AM peak hour, 197 two-way trips during the PM peak hour, and 174 two-way trips during a typical Saturday peak hour that are new to the roadway network. Before reviewing the results of the capacity analysis, it is important to consider the magnitude of site-generated traffic in the context of existing traffic volumes on the roadway. Table 12 summarizes the projected increases in traffic volume entering the 75A Avenue/120 Street intersection during the AM, PM and Saturday peak hours as a result of the redevelopment. Table 12 Projected Traffic Volumes Increases as a Result of Development Intersection Traffic At 75A Ave/120 St Intersection Existing Traffic Development Traffic % Increase AM Peak Hour 2,293 vph 144 vph 6.2% PM Peak Hour 3,033 vph 136 vph 4.5% Sat Peak Hour 3,031 vph 149 vph 4.9% Traffic At 75A Ave/119A St Intersection Intersection Existing Development Traffic Traffic % Increase AM Peak Hour 522 vph 204 vph 39.1% PM Peak Hour 541 vph 197 vph 36.4% Sat Peak Hour 448 vph 174 vph 38.8% The addition of site-generated traffic at the 75A Avenue/120 Street intersection represents a maximum increase of about 5% for each of the analysis periods considered. An increase in traffic volume at the 75A Avenue/120 Street intersection is not expected to significantly impact traffic operations at the intersection. Given that traffic volumes typically fluctuate 5-10% from day to day, the projected increase in traffic volumes at the 75A Avenue/120 Street intersection as a result of the redevelopment initiative is manageable. Volumes at the 75A Avenue/119a Street intersection are projected to increase in the range of about 35% to 40%, which is expected given the intersection s already-low residential trip generation. While these increases are also manageable, a capacity analysis was completed to identify any improvements that may be required to ensure that all movements at the study intersections continue to operate at acceptable levels of service. 27 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

33 5.2 Capacity Analysis Intersection operations are typically rated by two measures: volume-to-capacity (v/c) ratio and Level of Service (LOS). The v/c ratio describes the extent to which the traffic volumes can be accommodated by the physical capacity of the road configuration and traffic control. A value (measured during the peak hour) less than 0.90 indicates that generally there is sufficient capacity and the projected traffic volumes can be accommodated at the intersection. A value between 0.90 and 1.0 suggests unstable operations may occur and volumes are nearing capacity conditions. A calculated value over 1.0 indicates that traffic volumes are theoretically exceeding capacity. The second measure of performance, LOS, is based on the estimated average delay per vehicle among all traffic passing through the intersection. A low average delay merits a LOS A rating. Average delays greater than 50 seconds per vehicle at unsignalized intersections produce a LOS F rating, while average delays greater than 80 seconds per vehicle at signalized intersections produce a LOS F rating. Table 13 summarizes the levels of service and their respective delay ranges. For the purposes of this study, vehicle delay is reported in terms of level of service. The magnitude of delay, in seconds, is reported for movements that are projected to operate at LOS F. Table 13 Level of Service Delay Ranges LOS Control Delay per Vehicle (seconds) Stop-Control Intersection Signalized Intersection A B >10 and 15 >10 and 20 C >15 and 25 >20 and 35 D >25 and 35 >35 and 55 E >35 and 50 >55 and 80 F >50 >80 Typically, performance measure thresholds are established by municipalities. The Corporation of Delta requires that each movement at study intersections be projected to operate at LOS D or better with a v/c ratio of 0.85 or less under all horizons considered. These thresholds are applied to all intersections regardless of the intersection location (urban or suburban), traffic control (signalized or stop-controlled, or intersecting road classifications (arterial, collector, or local); all of these elements somewhat influence drivers expectations for intersection operations. 28 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

34 The analysis is based on several assumptions including: Saturation Flow 1,900 vph/lane. Peak Hour Factors existing peak hour factors were applied to all movements under existing, background and total traffic conditions. This approach is anticipated to yield conservative results given that the peak hour factor generally increases as traffic volumes increase (traffic volumes spread more evenly throughout the hour, and sometimes even extend the peak period). % heavy vehicle measured except where measured % heavy vehicles is less than 2%, then 2% is assumed. For unsignalized intersection, only performance measures associated with critical movements are reported as per the methodology outlined in the Highway Capacity Manual Appendix C contains the Synchro reports detailing the capacity analysis A Avenue/120 Street The 75A Avenue/120 Street is a four-legged intersection that is signalized. Left-turn bays are provided on each intersection approach. The south approach includes two through lanes and a right-turn lane while the north approach includes one through lane and one shared through/right lane. The east and west approaches each include left-turn bays and a shared through/right lane. The existing signal timing plan includes a 96-second cycle during the AM peak hour and 110-second cycles for each the PM and Saturday peak hour. A protected phase is currently provided for southbound left-turns. Table 14 summarizes the existing intersection operations for each analysis period considered in the study. Table 14 75A Avenue/120 Street Existing Traffic Conditions Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour Movement V/C LOS V/C LOS V/C LOS EB L 0.14 C 0.13 D 0.08 D T/R 0.55 C 0.46 C 0.45 C WB L 0.28 D 0.51 D 0.48 D T/R 0.42 C 0.51 C 0.41 C L 0.27 B 0.48 C 0.39 C NB T/T 0.54 B 0.63 C 0.63 B R 0.07 B 0.12 B 0.09 B SB L 0.18 B 0.46 B 0.43 B T/TR 0.34 A 0.50 B 0.52 B Overall B C B 29 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

35 All movements at the 75A Avenue/120 Street intersection currently operate at LOS D or better with low v/c ratios during the AM, PM and Saturday peak hours. Eastbound queues back to 119A Street (which represents a queue of about 55 metres) were observed on three separate queuing instances during the PM peak. However, the 95 th percentile queue projections calculated as part of the capacity analysis (based on the Synchro methodology) corroborates observations that the eastbound queue was normally 40m-50m. Table 15, Table 16, and Table 17 summarize the projected intersection operations at the 75A Avenue/120 Street intersection during the AM, PM and Saturday peak hours, respectively, under 2019, 2024 and 2029 background and total traffic conditions (with the development). Table 15 75A Avenue/120 Street AM Peak Hour Movement Background Total Background Total Background Total V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS EB L 0.14 C 0.27 C 0.15 C 0.28 C 0.16 C 0.30 D T/R 0.56 C 0.66 C 0.57 C 0.67 C 0.59 C 0.71 D WB L 0.29 D 0.32 D 0.31 D 0.34 D 0.33 D 0.40 D T/R 0.42 C 0.40 C 0.43 C 0.41 C 0.44 C 0.44 C L 0.28 B 0.35 B 0.31 B 0.39 B 0.34 B 0.42 C NB T/T 0.55 B 0.57 B 0.58 B 0.61 B 0.62 B 0.63 B R 0.07 B 0.08 B 0.08 B 0.08 B 0.08 B 0.08 B SB L 0.18 B 0.19 B 0.21 B 0.22 B 0.23 B 0.24 B T/TR 0.35 A 0.37 B 0.37 A 0.39 B 0.39 B 0.41 B Overall B B B C B C Table 16 75A Avenue/120 Street PM Peak Hour Movement Background Total Background Total Background Total V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS EB L 0.13 D 0.22 D 0.14 D 0.23 D 0.15 D 0.25 D T/R 0.46 C 0.52 C 0.48 C 0.54 C 0.49 C 0.56 C WB L 0.53 D 0.56 D 0.56 D 0.61 D 0.60 D 0.65 D T/R 0.51 C 0.54 C 0.53 C 0.56 C 0.55 C 0.58 C L 0.50 C 0.68 D 0.58 D 0.77 E 0.66 D 0.86 E NB T/T 0.65 C 0.66 C 0.69 C 0.70 C 0.73 C 0.74 C R 0.12 B 0.12 B 0.13 B 0.13 B 0.14 B 0.14 B SB L 0.48 B 0.49 B 0.55 B 0.56 B 0.61 C 0.62 C T/TR 0.51 B 0.54 B 0.55 B 0.57 B 0.58 B 0.60 B Overall C C C C C C 30 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

36 Table 17 75A Avenue/120 Street Saturday Peak Hour Movement Background Total Background Total Background Total V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS EB L 0.07 D 0.18 D 0.08 D 0.18 D 0.08 D 0.19 D T/R 0.46 C 0.53 C 0.47 C 0.54 C 0.48 C 0.56 C WB L 0.49 D 0.52 D 0.51 D 0.55 D 0.54 D 0.60 D T/R 0.41 C 0.42 C 0.42 C 0.43 C 0.43 C 0.45 C L 0.42 C 0.61 D 0.49 C 0.69 D 0.56 D 0.79 E NB T/T 0.64 C 0.66 C 0.68 C 0.70 C 0.73 C 0.74 C R 0.10 B 0.10 B 0.10 B 0.11 B 0.11 B 0.11 B SB L 0.46 B 0.48 B 0.52 B 0.54 B 0.59 C 0.60 C T/TR 0.53 B 0.56 B 0.57 B 0.60 B 0.60 B 0.63 B Overall C C C C C C All turning movements at the 75A Avenue/120 Street intersection are projected to continue to operate at acceptable levels of service except the northbound left-turn, which is projected to operate at LOS E during the PM peak hour under 2024 and 2029 total traffic conditions and during the Saturday peak hour under 2029 total traffic conditions, as summarized in the tables above. During the AM and PM peak hours under 2029 total traffic conditions, the 95 th percentile queues associated with eastbound traffic are projected to be in the order of 65 metres and 70 metres, respectively (based on the Synchro methodology signalized intersection capacity methodology). Given that the corner clearance between 120 Street and 119A Street is about 55 metres (near edge to near edge), eastbound queues formed during the AM and PM peak hours are projected to spill back to 119A Street infrequently and during the combined 2029 Saturday peak hour only. 95 th percentile queue lengths projected to form on a typical Saturday peak hour are in the order of 65 metres, similar to those projected during the AM peak hour. This represents approximately one spill-over queuing episode every two Saturdays during that projected peak period in As previously mentioned, the northbound left-turn is projected to operate at LOS E with a v/c greater than 0.85 under 2029 total traffic conditions. To improve these forecast operations associated with the northbound left-turn, consideration was given to adding a protected left-turn phase to run in conjunction with the protected left turn phase at the southbound approach. Table 18 summarizes the projected traffic operations at the 75A Avenue/120 Street intersection assuming a northbound left-turn protected phase is installed. This northbound left-turn phase could also be a protected-permissible phase to accommodate greater northbound movements during the AM peak. 31 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

37 The addition of a protected left-turn phase affected the operation of the westbound and eastbound leftturns such that the westbound left-turn no longer operated at an acceptable level of service. Therefore, a protected westbound and eastbound left-turn phase was also added during the PM and Saturday peak hour. The results of these additional phases are shown in Table 18. Table 18 75A Avenue/120 Street With Improvements 2029 Total Traffic Conditions Movement AM PM Saturday V/C LOS V/C LOS V/C LOS EB L 0.28 C 0.25 C 0.19 C T/R 0.67 C 0.74 D 0.75 D WB L 0.36 D 0.62 D 0.59 D T/R 0.41 C 0.69 D 0.54 D L 0.42 B 0.72 C 0.67 C NB T/T 0.65 C 0.78 C 0.78 C R 0.09 B 0.15 B 0.12 B SB L 0.25 B 0.65 C 0.63 C T/TR 0.52 B 0.78 C 0.79 C Overall C C C All movements at the 75A Avenue/120 Street intersection are projected to operate at acceptable levels of service assuming a northbound left-turn phase is added A Avenue/119A Street The 75A Avenue/119A Street is a three-legged intersection that is stop-controlled on the north approach. Each intersection approach is a single-lane approach. Table 19 summarizes the existing intersection operations at the 75A Avenue/119A Street intersection for each analysis period considered in the study. Table 19 75A Avenue/119A Street Existing Traffic Conditions Movement Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour V/C LOS V/C LOS V/C LOS EB L 0.01 A 0.01 A 0.00 A SB LR 0.19 B 0.16 B 0.12 B Overall A A A All movements at the 75A Avenue/119A Street intersection currently operate at LOS B or better with low v/c ratios. 32 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

38 Table 20 summarizes the projected intersection operations at the 75A Avenue/119A Street intersection during the AM, PM and Saturday peak hours under 2019, 2024, 2029 background and total traffic conditions. Table 20 75A Avenue/119A Street AM, PM and Saturday Peak Hours Movement Background Total Background Total Background Total V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS AM Peak Hour EB L 0.01 A 0.04 A 0.01 A 0.04 A 0.02 A 0.05 A SB LR 0.20 B 0.57 C 0.21 B 0.60 C 0.23 B 0.64 D Overall A A A A A A PM Peak Hour EB L 0.01 A 0.05 A 0.01 A 0.05 A 0.08 A 0.05 A SB LR 0.16 B 0.41 C 0.18 B 0.44 C 0.19 B 0.47 C Overall A A A A A A Saturday Peak Hour EB L 0.00 A 0.02 A 0.00 A 0.02 A 0.00 A 0.02 A SB LR 0.12 B 0.30 B 0.14 B 0.32 B 0.15 B 0.33 C Overall A A A A A A All movements at the 75A Avenue/119A Street intersection are projected to continue to operate at acceptable levels of service with low v/c ratios with the redevelopment of the subject site A Avenue/118 Street The 75A Avenue/118 Street is a four-legged intersection that is stop-controlled on the north and south approaches. Each leg of the intersection includes single-lane approaches. Table 21 summarizes the existing intersection operations for each analysis period considered in the study. Table 21 75A Avenue/118 Street Existing Traffic Conditions Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour Movement V/C LOS V/C LOS V/C LOS EB L 0.05 A 0.01 A 0.01 A WB L 0.02 A 0.03 A 0.02 A NB LTR 0.14 B 0.06 B 0.04 A SB LTR 0.20 B 0.06 B 0.03 B Overall A A A 33 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

39 All movements at the 75A Avenue/118 Street intersection currently operate at LOS B or better with low v/c ratios. Table 22 summarizes the projected intersection operations at the 75A Avenue/118 Street intersection during the AM, PM and Saturday peak hours under 2019, 2024, 2029 background and total traffic conditions. Table 22 75A Avenue/118 Street AM, PM and Saturday Peak Hours Movement Background Total Background Total Background Total V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS V/C LOS AM Peak Hour EB L 0.04 A 0.05 A 0.05 A 0.05 A 0.05 A 0.06 A WB L 0.02 A 0.02 A 0.03 A 0.03 A 0.03 A 0.03 A NB LTR 0.14 B 0.16 B 0.15 B 0.18 B 0.17 B 0.20 B SB LTR 0.20 B 0.48 C 0.23 B 0.54 D 0.25 C 0.58 D Overall A A A A A A PM Peak Hour EB L 0.01 A 0.01 A 0.01 A 0.01 A 0.01 B 0.01 A WB L 0.03 A 0.03 A 0.03 A 0.04 A 0.04 A 0.04 A NB LTR 0.15 B 0.06 B 0.16 B 0.07 B 0.17 B 0.07 B SB LTR 0.07 B 0.11 B 0.08 B 0.12 B 0.09 B 0.13 B Overall A A A A A A Saturday Peak Hour EB L 0.01 A 0.01 A 0.01 A 0.01 A 0.01 A 0.01 A WB L 0.02 A 0.02 A 0.02 A 0.02 A 0.02 A 0.02 A NB LTR 0.04 A 0.04 A 0.04 A 0.04 A 0.05 A 0.05 A SB LTR 0.05 B 0.05 A 0.04 B 0.06 A 0.04 A 0.06 B Overall A A A A A A All movements at the 75A Avenue/118 Street intersection are projected to continue to operate at acceptable levels of service with low v/c ratios with the redevelopment of the subject site Future Access Intersection on 119A Street The future access intersection on 119A Street is proposed to be a three-legged intersection that is stopcontrolled on the east approach. Each intersection approach is a single-lane approach. Table 23, overleaf, summarizes the projected traffic operations at the future access intersection on 119A Street during the AM, PM and Saturday peak hours under 2019, 2024 and 2029 total traffic conditions. 34 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

40 Table 23 Future Access Intersection on 119A Street AM, PM and Saturday Peak Hours Movement Total Total Total V/C LOS V/C LOS V/C LOS AM Peak Hour WB LR 0.22 B 0.22 B 0.23 B SB L Overall B B B PM Peak Hour WB LR 0.12 B 0.12 B 0.12 B SB L Overall B B B Saturday Peak Hour WB LR 0.13 B 0.13 B 0.13 B SB L Overall B B B All movements at the future site access intersection on 119A Street are projected to operate at LOS B or better under 2019, 2024 and 2029 total traffic conditions with the redevelopment of the subject site. 35 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

41 6. OTHER CONSIDERATIONS 6.1 Access Spacing Requirements The site will be primarily accessed by way of a driveway on 119A Street. The future site access is located about 55 metres north of 75A Avenue (measured centerline to centerline) and about 35 metres south of the Gilmour Crescent/119A Street (measured centerline to centerline). The access location was reviewed in terms of spacing to ensure that the operations associated with the future access intersection do not negatively impact the adjacent intersections. Driveway and access spacing dimensions are typically described in terms of corner clearance. Corner clearance is the distance from the near curb of the road to the near edge of the access and consists of three components: the intersection curb radius (R) plus the tangent section (T) plus the radius or taper of the driveway (R). Figure 3 illustrates how corner clearance is measured. Figure 3 Corner Clearance Measurement The proposed future access location is anticipated to provide about 50 metres of corner clearance to the 75A Avenue/120 Street intersection and about 25 metres of corner clearance to the Gilmour Crescent/ 119A Street. Figure 4 illustrates the corner clearance anticipated to be provided based on the proposed access intersection. 36 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

42 Figure 4 Anticipated Corner Clearance to Adjacent Intersections Table 24 shows the Suggested Minimum Corner Clearances to Accesses or Public Lanes at Major Intersections in the Transportation Association of Canada (TAC) Geometric Design Guide for Canadian Roads. The site plan was reviewed to determine whether the proposed corner clearance are appropriate. The table summarizes the minimum corner clearances identified in Figure between a driveway and a stopcontrolled intersection along an undivided road. Table 24 Summary of Minimum Corner Clearances between Intersection and Driveway/Lane Driveway Location Relative to Intersection Road Classification Local Collector Arterial From Intersection 15 metres 20 metres 35 metres To Intersection 15 metres 25 metres 25 metres 37 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

43 Given that 119A Street is classified as a local road, a minimum spacing of 15 metres should be provided between the driveway and adjacent intersections. A proposed corner clearance of 50 metres to 75A Avenue and 25 metres to Gilmour Crescent satisfies the minimum corner clearances identified in the Geometric Design Guide for Canadian Roads. Furthermore, there will be no directly overlapping left turn movements from the two private driveways on the west side of 119A Street. 6.2 Bicycle Accommodation on 119A Street As previously mentioned, the OCP identifies 119A Street between 75A Avenue and 80 Avenue as a bicycle route; however, no measures (such as markings or lanes) are currently implemented. As part of the development approval process, Delta representatives have indicated that 119A Street should be reviewed in terms of bicycle accommodation to identify any potential measures that could be implemented to better accommodate cyclists. Note that this review only considers 119A Street between 75A Avenue and Gilmour Crescent, the section of road in the immediate vicinity of the redevelopment site. 119A Street between 75A Avenue and Gilmour Crescent is a two-lane local road that is constructed to an urban cross-section standard and includes a road width of about 7.5 metres. On-street parking is currently permitted on both sides of the road. A sidewalk is constructed on the west side of the road. North of 75A Avenue, the sidewalk is buffered by a 1.5m boulevard that then tapers away about 40 metres north of 75A Avenue. Figure 5 illustrates the estimated existing cross-section associated with 119A Street north of 75A Avenue. Figure 5 119A Street North of 75A Avenue (Looking North) Existing Conditions 38 The accommodation of a separated bicycle facility within the existing road carriage while maintaining two travel lanes is simply not possible given a roadway width of 7.5 metres. Alternatively, 119A Street is considered a candidate roadway for shared-use lanes that accommodate vehicles and bicycles given that 119A Street is a local street that currently does not exceed 170 vehicle trips in any weekly peak. Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

44 The shared-use lanes are typically identified by installing shared-use lane markings called sharrows. Sharrows are typically placed on the road surface in the intended area of bicycle travel to identify the preferred position of cyclists. The benefits of placing sharrows on a road include the following: provides a legitimate place on the road for cyclists; identifies the proper position on the road for cyclists; creates awareness amongst drivers about cyclists on the road; encourages safe passing behavior by drivers; and may offer wayfinding guidance for cyclists. Sharrows can be placed to promote two types of operations: single-file operations or side-by-side operations. Single-file operations are typically required for lanes constructed to a width of 4.0 metres or less. Side-by-side operations require wider lanes. Given that 119A Street is constructed to a width of 7.5 metres and accommodates two travel lanes, only single file operations could be accommodated. Even under single-file operations, consideration should be given to prohibiting on-street parking on the east side of the road, as a minimum, to ensure that the horizontal clearances provided are adequate for both drivers and cyclists. Figure 6 illustrates a potential cross-section for 119A Street between 75A Avenue and Gilmour Crescent that could be considered assuming shared-use lanes are installed. Figure 6 119A Street North of 75A Avenue (Looking North) Shared Travel Lanes The current roadway is too narrow to accommodate a dedicated cycle facility in either direction without either parking removal or building upon the east or west side boulevards. The Corporation of Delta and the developer should continue to discuss potential bicycle accommodation strategies on 119A Street to identify a plan that mutually benefits the neighbourhood, the development and the greater municipality. 39 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

45 6.3 Left-Turn Warrant Analysis As summarized in Section 5.2.2, all movements at the 75A Avenue/119A Street intersection are projected to operate at appropriate levels of service with low v/c ratios under 2029 total traffic conditions assuming the existing lane geometry (which includes single-lane approaches in all directions). Notwithstanding, further analysis was completed to determine whether the provision of left-turn lanes should be considered on the west and north approaches Eastbound Left-Turn Lane The shared eastbound left/through lane is projected to operate at LOS A during the AM, PM and Saturday peak hours under 2029 total traffic conditions with low v/c ratios (given that eastbound traffic is free of traffic control). While a left-turn bay is not warranted from a capacity perspective, it is acknowledged that the provision of an eastbound left-turn bay could improve traffic operations at the intersection, particularly for the eastbound through movement. The Guide for Left-Turn Lanes on Two-Lane Highways of the American Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and Streets (2004) provides guidance to traffic volumes where a left-turn facility should be considered on a two-lane highway. Note that this guide only addresses whether a left-turn lane is required on either of the main road approaches of a two-way stop-controlled intersection. The guide is based on traffic volumes and considers the advancing volume, % left-turns in the advancing volume, and opposing volume. Based on a review of the information in Table 25, an eastbound left-turn lane is not warranted at the intersection during any of the analysis periods considered under 2029 total traffic conditions Southbound Left-Turn Lane Addressing the requirement for a left-turn lane on a stop-controlled approach of a two-way stop-controlled intersection is more involved as it is directly relates to the availability and usage of gaps in traffic along the main line. To test the benefits that a dedicated southbound left-turn lane may have on traffic operations at the 75A Avenue/119A Street intersection, additional analysis in the way of a capacity analysis was undertaken. For the purposes of this analysis, the 75A Avenue & 119A Street intersection was assumed to include the following geometry: West Approach: one left-turn bay, one through lane; East Approach: one shared through/right lane; and, North Approach: separate left and right-turn bays 40 Table 25 summarizes the projected volume-capacity ratio, level of service, and delay associated with key movements at the 75A Avenue/119A Street intersection assuming the additional lane geometry identified above. Note that the performance measures associated with eastbound movements were also considered assuming a left-turn bay is provided. Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

46 Table 25 75A Avenue/119A Street with Left-Turn Accommodations AM, PM and Saturday Peak Hours Movement 2029 Total Traffic Conditions Improvement in Volume Existing Lane Geometry with EB and SB Turn Bays Terms of Delay (vph) Reduction V/C LOS Delay V/C LOS Delay AM Peak Hour SB L C 20 sec 1 second less 0.54 C 21 sec R B 11 sec 10 seconds less Overall A A - PM Peak Hour SB L C 22 sec no improvement 0.48 C 22 sec R B 11 sec 11 seconds less Overall A A - Saturday Peak Hour SB L C 15 sec no improvement 0.34 C 15 sec R A 10 sec 5 seconds less Overall A A - The provision of a dedicated southbound left-turn lane is anticipated to nominally reduce delays associated with southbound left-turning traffic as summarized in the table. There are noticeable reductions in delays associated with southbound right-turning traffic. However, southbound right-turn volumes are projected to be relatively low during each of the analysis periods considered which diminishes the benefits of a dedicated left-turn lane Summary The potential benefits associated with the provision of an eastbound left-turn bay and dedicated southbound left-turn lane is nominal at best in terms of intersection operations. Given the constraints associated with widening the west and north legs of the intersection due to existing development, the costs of widening the intersection are anticipated to far outweigh the potential benefits. Therefore, the existing intersection configuration, in terms of lane geometry, is considered appropriate in terms of accommodating the additional traffic projected to be generated by the redevelopment of the subject site. 6.4 Day Care Drop-Off/Pick-Up Operations Consideration was also given to the accommodation of drop-off/pick-up operations associated with the day care. It is assumed that parking associated with drop-off/pick-up operations will be accommodated within the mini roundabout and/or the recessed bays on the east side of 119A Street. 41 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

47 Based on a staffing requirement of 10 employees, the day care could generate about 25 drop-offs during the AM peak hour of the adjacent street and about 25 pick-ups during the PM peak hour. This level of drop-off and pick-up activity generally aligns with the trip generation characteristics projected to be associated with the day care use (as discussed in Section 4). A drop-off/pick-up demand in the order of 25 vehicles translates into about one drop-off or pick-up every two to three minutes. For the purposes of this assessment, it is assumed that each drop-off/pick-up lasts about five minutes. Assuming arrivals to the site are spread evenly throughout the peak hour, a vehicle associated with dropoff/pick-up operations would arrive at the site every two minutes and thirty seconds. Based on a fiveminute dwell time, it is estimated that a peak parking demand of two to three vehicles would be generated. Assuming an even spread of arrivals throughout the peak hour likely represents a best-case scenario; therefore, a sensitivity analysis was completed to project the parking demand associated with dropoff/pick-up activity that may occur during arrival surges in the peak hour. For the purposes of the sensitivity analysis, it was assumed that half of the projected arrivals to the site occurred over a 15-minute period, or one arrival every minute or so. Under this scenario, a peak parking demand of five vehicles would be generated. This figure is within the current supply of drop-off/pick-up spaces, and it is further important to note that these spaces are likely to turn-over relatively quickly. In cases where parents are reluctant to wait for a parking space to become available on-site, they may park on the street, where permitted. The site visit spot-check of local on-street parking on 119A Street confirmed that it was not well used, likely because of the adjacent land uses solely consists of single-family dwellings which include driveways. However, during only those brief AM and afternoon surge peaks in drop-off/pick-up for the day care it is possible that some on-street utilization of parking will occasionally be needed. This utilization will be offpeak, brief, and limited to minute spikes. It is the responsibility of the Corporation of Delta to determine whether the addition of this significant social amenity is worth the occasional, perceived inconvenience to local residents. 42 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

48 7. SUMMARY The findings of this report demonstrate that: The mixed use development at 75A Avenue & 120 Street in Delta will not have significant or adverse impact on local traffic operations or parking supply. The present site plan provides parking and loading spaces well in excess of the vehicle bylaw and bicycle parking requirements; The current site plan s entry/exit access alignment does not pose any operational or safety issues in its current position. However, the Corporation of Delta will confirm the appropriateness of the proposed entry/exit location at a future date; The intersections of 75a Avenue/120 Street and 75a Avenue/119a Street will continue to function within their capacity service levels with both forecast and development-generated traffic into the 10+ development year horizon (2029). However, our analysis has demonstrated that marginal deteriorations in levels of service in the 2029 horizon year can be mitigated with the installation of protected left turn signal phases for eastbound and westbound left-turn movements. No left turn bays are warranted or strictly necessary for either the eastbound left turn movements from 75A Avenue onto 119A Street or southbound from 119A Street onto 75A Avenue. However, providing two separate turning lanes from the 119A Street approach will marginally improve levels of service for this movement by the 10-year horizon deadline. Because this forecast was based on a number of yet-realized assumptions, this report recommends monitoring of the intersection 36 months after the development s completion to track the validity of this investigation s forecast figures. If the existing figures from that monitoring period continue to forecast the same LOS improvements as noted in this report, the signal capacity enhancements should be installed. The roadway of 119A Street is currently too narrow (7.5m) to support dedicated cycle facilities in addition to parking and moving lanes. With further direction from the Corporation of Delta regarding their preferences for parking elimination or widening of the carriageway to the east, west, or both directions; the report authors can provide additional options for facilities along the street. 43 Delta Mixed-Use Tower TIA Final Report v3 August 23, 2017 S:\PROJECTS\DR\ Delta Mixed Use\5.0 Deliverables\5.2 Final Report\August 2017 Final V3\ _Delta_Mixed-Use_Tower_TIA_FINAL_V3.1.doc

49 APPENDIX A Study Terms of Reference

50 February 7, Mr. John Hoefer, A.Sc.T., Development Technologist The Corporation of Delta 4500 Clarence Taylor Crescent Delta, BC V4K 3E2 VIA Dear Mr. Hoefer: Re: Proposed Mixed Use Tower St & 75A Ave Terms of Reference 1. INTRODUCTION Bunt & Associates has been retained to prepare a Traffic Impact Assessment (TIA) supporting the redevelopment of a site located in the northwest quadrant of the 75A Avenue/120 Street intersection in Delta, BC. The redevelopment initiative includes the development of a mixed-use tower accommodating residential and commercial land uses. The development site is currently comprised of multiple singlefamily residential dwelling units. Prior to preparing the traffic assessment and analysis, Bunt & Associates has prepared a draft Terms of Reference outlining key study assumptions related to estimating the trip generating characteristics for the redevelopment initiative. The purpose of the Terms of Reference is to provide the Corporation of Delta with an opportunity to confirm the appropriateness of the assumptions. This final Terms of Reference document incorporates your office s January 30, 2017 and February 6, 2017 responses to that draft. 2. HORIZON YEARS The latest indication from Hari Homes Development is that the redevelopment initiative is anticipated to be constructed by As per the Corporation of Delta s Terms of Reference for Traffic Impact Studies, the study will analyze traffic conditions under three horizons, as summarized below. Opening Day Year Horizon Year Horizon 2029

51 For each horizon proposed to be considered in the study, traffic operations under background traffic conditions (future traffic conditions that include growth unrelated to the redevelopment initiative) and total traffic conditions (background traffic conditions plus site-generated traffic conditions) will be analyzed. 3. STUDY INTERSECTIONS The area of significant traffic influence describes the sections of the roadway network that are anticipated to be most affected by the additional traffic anticipated to be generated by the redevelopment initiative. For the purposes of this study, the area of significant traffic influence includes the following: 120 Street in the vicinity of 75A Avenue; 75A Avenue between 118 Street and 120 Street; and 119A Street between 75A Avenue and Gilmour Crescent. Therefore the area of significant traffic influence includes the following intersections: 75A Avenue/120 Street; 75A Avenue/119A Street; 75A Avenue/118 Street; and Gilmour Crescent/119A Street. Traffic operations at each of the identified intersections will be analyzed under background and total traffic conditions for each horizon considered. Note that the Gilmour Crescent/119A Street intersection is anticipated to include the proposed site access as the east leg of the intersection. 4. ANALYSIS PERIODS The study will analyze traffic operations at each of the study intersections during the AM and PM peak hour of a typical weekday. Given that the redevelopment initiative is anticipated to include commercial land uses (discussed further in a subsequent section), traffic conditions during a typical Saturday peak hour are also proposed to be analyzed. 5. EXISTING CONDITIONS ASSESSMENT An Existing Conditions Assessment is proposed to be completed by reviewing relevant maps, online mapping imagery and planning documents. A site visit to confirm existing conditions is also part of this phase of the study. In addition, Bunt & Associates proposes to complete intersection turning movement surveys at each of the study intersections. The surveys will be completed during the AM and PM peak periods (7-9 AM and 4-7 PM, respectively) on a weekday. Each study intersection will also be surveyed on a weekend day, likely Saturday, from noon to 3 PM to measure traffic conditions during a typical weekend peak hour. Delta Mixed User Tower Draft Terms of Reference for Transportation Assessment February 7, S:\PROJECTS\DR\ Delta Mixed Use\4.0 Analysis & Design\Terms of Reference\Delta Mixed-Use Development TIA - Terms of Reference (Feb 7 17)_FINAL.docx

52 These intersection turning movement surveys will allow us to gain a better appreciation of the existing traffic characteristics associated with the area by quantifying and qualifying existing traffic activity. 6. BACKGROUND TRAFFIC GROWTH The existing traffic conditions will serve as the basis for background traffic volumes associated with future horizons. For the purposes of this study, turning movement volumes at each of the study intersections will be increased at a rate of 1.1% per annum, linear growth. The application of this growth rate is anticipated to account for traffic volume increases that may result from new development/redevelopment beyond the study limits and further intensification of residential areas in the vicinity of the subject site (in the way of future split units and secondary suites). 7. SITE-GENERATED TRAFFIC CHARACTERISTICS The trip generating characteristics associated with the redevelopment initiative will be based upon the proposed land use schedule. Table 1 summarizes the most current land use schedule associated with the proposed redevelopment initiative. Table 1: Proposed Land Use Schedule Land Use Residential - Apartments Residential - Townhouse Retail Commercial Variable 330 dwelling units 36 dwelling units 7,620 m² (25,000 SF) TOTAL 366 dwelling units + 7,620 m² (25,000 SF) commercial 8. TRIP GENERATION ASSUMPTIONS The Institute of Transportation Engineer s (ITE) Trip Generation Manual, 9 th Edition was reviewed to identify published trip generation rates for land uses that best align with the proposed land uses. Table 2 summarizes the trip generation rates that are assumed to best describe the trip generating characteristics associated with each land use. Table 2: Assumed Trip Generation Rates by Land Use Land Use Source AM Peak Hour PM Peak Hour Saturday Peak Hour Residential - Apartments ITE 230 Residential Condominium/Townhouse 0.44 trips per dwelling unit 0.52 trips per dwelling unit 0.47 trips per dwelling unit Residential - Townhouse ITE 230 Residential Condominium/Townhouse 0.44 trips per dwelling unit 0.52 trips per dwelling unit 0.47 trips per dwelling unit Retail Commercial ITE 820 Shopping Centre 0.96 trips per 1,000 SF GFA 3.71 trips per 1,000 SF GFA 4.82 trips per 1,000 SF GFA Delta Mixed User Tower Draft Terms of Reference for Transportation Assessment February 7, S:\PROJECTS\DR\ Delta Mixed Use\4.0 Analysis & Design\Terms of Reference\Delta Mixed-Use Development TIA - Terms of Reference (Feb 7 17)_FINAL.docx

53 9. MODE SPLIT ASSUMPTIONS While it is acknowledged that the published rates in ITE account for some level of mode split to alternative modes of transportation other than private auto, consideration could also be given to applying an additional mode split to site-generated trips given: 120 Street is part of the high frequency transit network; and The development site s proximity to the Scottsdale Exchange, a major transit exchange. The total number of vehicles trips generated by the redevelopment initiative will be reduced by a reasonable amount to further account for trips completed by other modes of transportation such as by transit, cycling, or walking. 10. PASSBY TRIPS Pass-by trips are intermediate stops on the way from an origin to a primary trip destination without a route diversion. Several factors contribute to the magnitude of pass-by trips generated by a particular development or use including the frequency and location of site accesses, traffic volumes along the adjacent roadways and function of adjacent roadways. The ITE Trip Generation Manual, 9 th Edition was reviewed to identify an appropriate passby rate for assessment purposes. Under Land Use 820 Shopping Centre, the published average passby rates are 34% during the PM peak hour and 26% during a typical Saturday peak hour. A review of the measured passby trips vs. area plot for the shopping centre land use revealed that smaller scale commercial developments, such as the ones included in the ground floor retail, generate higher levels of passby traffic compared to larger scale commercial developments. The shopping centre passby rates were then compared to those associated with other commercial land uses published in the ITE Trip Generation Manual, 9 th Edition. Table 3 summarizes the PM peak hour passby rates for all commercial uses published (with passby data) in the Trip Generation Manual. Table 3: Average Published Passby Rates during the PM Peak Hour for Commercial Uses Land Use Passby Rate 565 Day Care Centre 0% 814 Variety Store 34% 820 Shopping Centre 34% 850 Supermarket 36% 851 Convenience Market 51% 880 Pharmacy without Drive-Through Window 53% 931 Quality Restaurant 44% 932 High-Turnover (Sit-Down) Restaurant 43% 938 Coffee/Donut Shop with Drive-Through 89% Delta Mixed User Tower Draft Terms of Reference for Transportation Assessment February 7, S:\PROJECTS\DR\ Delta Mixed Use\4.0 Analysis & Design\Terms of Reference\Delta Mixed-Use Development TIA - Terms of Reference (Feb 7 17)_FINAL.docx

54 As summarized in Table 3, the average passby rate associated with the shopping centre land use is the lowest of all commercial uses published except the day care centre land use. For the purposes of this assessment, the passby rates published under Land Use 820 Shopping Centre are conservatively assumed to appropriately represent the passby characteristics associated with the smaller commercial component of the proposed development during the PM peak hour and Saturday peak hour. While the Trip Generation Manual does not include AM peak hour passby data associated with the shopping centre land use, AM peak hour passby rates are provided for a few other commercial uses. Table 4 summarizes the average AM peak hour passby rates associated with other commercial land uses published in the Trip Generation Manual. Table 4: AM and PM Peak Hour Passby Rates Comparison Land Use AM Peak Hour PM Peak Hour Difference (compared to PM peak Hour) Convenience Market with Gasoline Pumps 63% 66% -3% Drive-In Bank 29% 35% -6% Fast-Food Restaurant with Drive-Through Window 49% 50% -1% Gasoline/Service Station 58% 42% +16% Gasoline/Service Station with Convenience Market 62% 56% +6% As summarized in Table 4, AM peak hour passby rates are generally comparable to PM peak hour passby rates for all land uses except for the gasoline/service station; therefore, for the purposes of this assessment, the PM peak hour passby rate associated with the Shopping Centre land use is also anticipated to appropriately represent the passby characteristics associated with the commercial component of the proposed development during the AM peak hour. In summary, the following passby rates are planned to be used to assess the potential increase in traffic resulting from the redevelopment of the subject site: AM Peak Hour 34%; PM Peak Hour 34%; and Saturday Peak Hour 26%. 11. DISTRIBUTION ASSUMPTIONS The 2011 Metro Vancouver Regional Trip Diary Survey Analysis Report was reviewed to determine the distribution planned to be applied to trips projected to be generated by the redevelopment initiative during the AM and PM peak hours of a typical weekday. The distribution planned to be applied to traffic generated on a typical Saturday was adjusted to reflect more internal trips within the South of Fraser region (it s assumed that a rather significant proportion of inter-region trips represent commuter traffic). Table 3 summarizes the trip distribution planned to be applied. Delta Mixed User Tower Draft Terms of Reference for Transportation Assessment February 7, S:\PROJECTS\DR\ Delta Mixed Use\4.0 Analysis & Design\Terms of Reference\Delta Mixed-Use Development TIA - Terms of Reference (Feb 7 17)_FINAL.docx

55 Table 3: Assumed Trip Distribution Direction AM and PM Peak Hour Saturday Peak Hour North 120 Street 29% 30% North 118 Street 8% 10% East 75A Avenue 19% 20% South 120 Street 30% 35% West 75A Avenue 14% 5% TOTAL 100% 100% Distribution associated with passby traffic will be based on the existing distribution of traffic on 120 Street and 75A Avenue during each of the analysis periods. 12. FUTURE MODEL SCENARIOS Our traffic models for future year build out scenarios and horizon years will include two development scenarios: 1. No Volume Calibration traffic inputs comprising of base traffic + per annum background increases + development-generated traffic. 2. Realistic Volume Calibration inputs noted in Scenario 1 + actual likely development-generated volumes assuming: 1) common TDM measures in the Lower Mainland, 2) higher transit share of trips based on similar developments along B-Line service, 3) shared trip rates for similar mixed use developments 13. PARKING REQUIREMENTS Delta s Land Use Bylaw will be reviewed to determine the off-street parking, bicycle parking, and loading space requirements associated with the redevelopment initiative. Your January 17, reply clarifies that the Corporation of Delta will not entertain a parking variance based on supported data. We will therefore quantify the number of requisite parking spaces as per local bylaw and recommend the developer and architect to provide that number. 14. CONCLUSION Delta Mixed User Tower Draft Terms of Reference for Transportation Assessment February 7, S:\PROJECTS\DR\ Delta Mixed Use\4.0 Analysis & Design\Terms of Reference\Delta Mixed-Use Development TIA - Terms of Reference (Feb 7 17)_FINAL.docx

56 We trust that this letter clearly outlines the assumptions that the TIA for the mixed-use tower in Delta will be based upon. Please confirm whether these assumptions are appropriate. If any assumptions need to be reconsidered, please provide as much direction as possible through comments to ensure that the TIA fully addresses any concerns you may have. If you have any questions or comments during your review, please do not hesitate to contact me. Yours truly, Bunt & Associates Dan Ross, CPEng., MUP Senior Transportation Planner Delta Mixed User Tower Draft Terms of Reference for Transportation Assessment February 7, S:\PROJECTS\DR\ Delta Mixed Use\4.0 Analysis & Design\Terms of Reference\Delta Mixed-Use Development TIA - Terms of Reference (Feb 7 17)_FINAL.docx

57 APPENDIX B Intersection Turning Movement Data Summaries

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70 APPENDIX C Synchro Reports

71 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/18/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C D C B B B B A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C B A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 57.5 * * 26 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 17.1 HCM 2010 LOS B Notes Delta Mixed-Use Tower 8:00 am 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

72 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/18/2017 Intersection Int Delay, s/veh 2.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

73 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/18/2017 Intersection Int Delay, s/veh 5.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

74 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C D C B B B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 56.5 * * 27 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 19.5 HCM 2010 LOS B Notes Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

75 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 7.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

76 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 7.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - C HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

77 HCM 2010 TWSC 5: 119a Street & Site Access 8/21/2017 Intersection Int Delay, s/veh 4.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 5

78 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C C C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 21.7 HCM 2010 LOS C Notes Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

79 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 1.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

80 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 3.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

81 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C D C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 23.6 HCM 2010 LOS C Notes Delta Mixed-Use Tower 4:30 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

82 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 4.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

83 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

84 HCM 2010 TWSC 5: 119a Street & Site Access 8/21/2017 Intersection Int Delay, s/veh 2.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 5

85 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C D C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 22.6 HCM 2010 LOS C Notes Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

86 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 3.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

87 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

88 HCM 2010 TWSC 5: 119a Street & Site Access 8/21/2017 Intersection Int Delay, s/veh 2.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 5

89 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C C C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.2 HCM 2010 LOS C Notes Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

90 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 1.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

91 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

92 HCM 2010 Signalized Intersection Summary Delta Mixed-Use Tower 1: 120 Street & 75a Avenue 2024 Background Traffic Conditions - AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C D C B B B B A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C B A Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 57.5 * * 26 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 17.7 HCM 2010 LOS B Notes Bunt & Associates Synchro 9 Report

93 HCM 2010 TWSC Delta Mixed-Use Tower 2: 75a Avenue & 119a Street 2024 Background Traffic Conditions - AM Peak Hour Intersection Int Delay, s/veh 2.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Bunt & Associates Synchro 9 Report

94 HCM 2010 TWSC Delta Mixed-Use Tower 3: 118 Street & 75a Avenue 2024 Background Traffic Conditions - AM Peak Hour Intersection Int Delay, s/veh 5.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Bunt & Associates Synchro 9 Report

95 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/18/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C D C B B B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 56.5 * * 27 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.1 HCM 2010 LOS C Notes Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

96 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/18/2017 Intersection Int Delay, s/veh 8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

97 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/18/2017 Intersection Int Delay, s/veh 8.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - D HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

98 HCM 2010 TWSC 5: 119a Street & Site Access 8/18/2017 Intersection Int Delay, s/veh 4.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 5

99 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C D C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 23.0 HCM 2010 LOS C Notes Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

100 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 1.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

101 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 3.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

102 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C E C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 25.2 HCM 2010 LOS C Notes Delta Mixed-Use Tower 4:30 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

103 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

104 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

105 HCM 2010 TWSC 5: 119a Street & Site Access 8/21/2017 Intersection Int Delay, s/veh 2.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 5

106 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C C C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 21.4 HCM 2010 LOS C Notes Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

107 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

108 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

109 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C D C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 23.9 HCM 2010 LOS C Notes Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

110 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 3.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

111 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

112 HCM 2010 TWSC 5: 119a Street & Site Access 8/21/2017 Intersection Int Delay, s/veh 2.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 5

113 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/18/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C D C B B B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 57.5 * * 26 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 18.4 HCM 2010 LOS B Notes Delta Mixed-Use Tower 8:00 am 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

114 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/18/2017 Intersection Int Delay, s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

115 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/18/2017 Intersection Int Delay, s/veh 5.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - C HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

116 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D D D C C B B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS D C B B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 57.5 * * 26 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 20.8 HCM 2010 LOS C Notes Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

117 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 10 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - D HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

118 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 8.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - D HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

119 HCM 2010 TWSC 5: 119a Street & Site Access 8/21/2017 Intersection Int Delay, s/veh 4.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Delta Mixed-Use Tower 8:00 am 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 5

120 HCM 2010 Signalized Intersection Summary Delta Mixed-Use Tower 1: 120 Street & 75a Avenue 2029 Total Traffic Conditions - With Improvements - AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS C C D C B C B B B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C C C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s * * 6.8 Max Green Setting (Gmax), s * * 28 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 22.8 HCM 2010 LOS C Notes Bunt & Associates Synchro 9 Report

121 HCM 2010 TWSC Delta Mixed-Use Tower 2: 75a Avenue & 119a Street 2029 Total Traffic Conditions - With Improvements - AM Peak Hour Intersection Int Delay, s/veh 8.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - D HCM 95th %tile Q(veh) Bunt & Associates Synchro 9 Report

122 HCM 2010 TWSC Delta Mixed-Use Tower 3: 118 Street & 75a Avenue 2029 Total Traffic Conditions - With Improvements - AM Peak Hour Intersection Int Delay, s/veh 8.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - D HCM 95th %tile Q(veh) Bunt & Associates Synchro 9 Report

123 HCM 2010 TWSC Delta Mixed-Use Tower 5: 119a Street & Site Access 2029 Total Traffic Conditions - With Improvements - AM Peak Hour Intersection Int Delay, s/veh 4.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Bunt & Associates Synchro 9 Report

124 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C D C B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 24.4 HCM 2010 LOS C Notes Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

125 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 1.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

126 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 3.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 4:30 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

127 HCM 2010 Signalized Intersection Summary Delta Mixed-Use Tower 1: 120 Street & 75a Avenue 2029 Total Traffic Conditions - PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C E C B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS D D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 27.1 HCM 2010 LOS C Notes Bunt & Associates Synchro 9 Report

128 HCM 2010 TWSC Delta Mixed-Use Tower 2: 75a Avenue & 119a Street 2029 Total Traffic Conditions - PM Peak Hour Intersection Int Delay, s/veh 4.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C HCM 95th %tile Q(veh) Bunt & Associates Synchro 9 Report

129 HCM 2010 TWSC Delta Mixed-Use Tower 3: 118 Street & 75a Avenue 2029 Total Traffic Conditions - PM Peak Hour Intersection Int Delay, s/veh 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Bunt & Associates Synchro 9 Report

130 HCM 2010 TWSC Delta Mixed-Use Tower 5: 119a Street & Site Access 2029 Total Traffic Conditions - PM Peak Hour Intersection Int Delay, s/veh 2.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Bunt & Associates Synchro 9 Report

131 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C D C B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 22.9 HCM 2010 LOS C Notes Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

132 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

133 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Background Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

134 HCM 2010 Signalized Intersection Summary 1: 120 Street & 75a Avenue 8/21/2017 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(50%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS D C D C E C B C B B Approach Vol, veh/h Approach Delay, s/veh Approach LOS C D C B Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5.5 * * 6.8 Max Green Setting (Gmax), s 64.5 * * 33 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 2010 Ctrl Delay 25.8 HCM 2010 LOS C Notes Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 1

135 HCM 2010 TWSC 2: 75a Avenue & 119a Street 8/21/2017 Intersection Int Delay, s/veh 3.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 3

136 HCM 2010 TWSC 3: 118 Street & 75a Avenue 8/21/2017 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach EB WB NB SB HCM Control Delay, s HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 4

137 HCM 2010 TWSC 5: 119a Street & Site Access 8/21/2017 Intersection Int Delay, s/veh 2.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Minor1 Major1 Major2 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach WB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Delta Mixed-Use Tower 1:00 pm 2/9/ Total Traffic Conditions Synchro 9 Report Bunt & Associates Page 5

138 APPENDIX D Swept Path Analysis

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141