(A) Project Manager, Infrastructure Approvals

Transcription

1 February 14th, 2014 BY City of Ottawa Planning and Growth Management Branch 110 Laurier Ave. W., 4 th Floor, Ottawa, Ontario K1P 1J1 Attention: Wally Dubyk, C.E.T (A) Project Manager, Infrastructure Approvals Dear Sir: Reference: Transportation Impact Study Addendum #2 Dow Honda Car Dealership 15 Colonnade Road, Ottawa Our File No. : INTRODUCTION A Transportation Impact Study (TIS) was submitted to the City in January 2012, in support of Site Plan applications for the above noted property. Since the submission of this TIS (and a subsequent Addendum in May 2013 to address City comments), the westernmost portion of the site has been severed and sold to Dow Honda, who intend to develop the site as an auto dealership. Following recent discussions with staff, it has been agreed that an Addendum to the original TIS will be sufficient to fulfil the Site Plan requirements of the Dow Honda development. The purpose of this Addendum is to assess the transportation related-impacts of the proposed development, which will be achieved by checking if the traffic generated by the new car dealership is likely to be less than what had been projected for the restaurant land uses that were originally proposed. Should this prove to be the case, no further quantitative analysis of study area intersections (over and above that which was completed as part of the original TIS) is required. Also, the relevant site-specific issues (parking, access, loading, on-site circulation etc.) will be addressed. 2.0 PROPOSED DEVELOPMENT (ORIGINAL vs. CURRENT) 2.1 Original Development Proposal The parcel of land that is to be developed with the Dow Honda car dealership is broadly comparable to Phase 1A of the development proposal, as outlined in the original TIS. Phase 1A M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

2 of the original development consisted of the following: Building 1 (Restaurant) 4,500ft 2 Building 2 (Restaurant) 7,500ft 2 Building 3 (Restaurant) 6,500ft 2 Building 4 (Restaurant) 15,000ft 2 The total Gross Floor Area of the restaurant land uses originally proposed as part of Phase 1A is 33,500ft Current Development Proposal The development content of the proposed Dow Honda care dealership can be summarized as follows: Main Showroom with a GFA of approximately 8,300ft 2 ; Service/Parts Centre with a GFA of approximately 20,000ft 2 ; Body shop with a GFA of approximately 11,000ft 2 Paved parking lot with 108 spaces; Ancillary Car storage area with capacity for vehicles. In addition, there are future proposals to add a used car showroom (GFA approx. 5,000ft 2 ) and increase the size of the Service Centre (additional GFA approximately 4,500ft 2 ). This TIS Addendum addresses the traffic impacts of the fully-developed site. Pedestrian connections to the main building will be provided from Colonnade Road and Merivale Road. The access configuration proposed as part of the original TIS will be retained for the new site plan. The site plan for the Dow Honda car dealership is presented in this Addendum as Appendix A. 3.0 TRIP GENERATION As noted in the original TIS, site-generated traffic for Phase 1A (restaurants) was estimated using the relevant peak hour vehicle trip rates identified in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9 th Edition. A similar approach has been taken for the proposed Dow Honda car dealership; the calculations for peak hour trip volumes for each development proposal (original vs. current) are presented in Table 1 below. The relevant trip generation graphs for the Automobile Sales land use (ITE Code 841) have been included in this Addendum as Appendix B. It should be noted that the GFA calculation for the Dow Honda car dealership reflects the future M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

3 scenario, in which the Service Centre is expanded and the used car showroom is in place, as per the site plan presented in Appendix A. Table 1: Trip Generation of Original/Current Development Proposals Land Use ITE Code GFA (x1000ft 2 ) Trip Rates per 1,000ft 2 GFA AM Peak Hour PM Peak Hour AM Peak Hour Trip Volumes PM Peak Hour Original Development Proposal (Phase 1A) Sit-down Restaurant (4 total) (total) vph 330 vph 198 in, 132 out Current Development Proposal (Dow Honda) Automobile Sales vph 57 in, 19 out 103 vph 41 in, 62 out NET CHANGE IN TRIPS GENERATED +76 vph +57 in, +19 out -227 vph -157 in, -79 out Based on the results presented in Table 1, it is likely that the Dow Honda development will generate more trips that the original restaurant land uses during the weekday AM peak hour, and significantly less trips during the weekday PM peak hour. The peak hour of trip generation for the Dow Honda development is actually expected to occur on a Saturday, as is the case for most car dealerships. Based on the trip rate identified in the Trip Generation Manual for Saturdays, the Dow Honda dealership is expected to generate approximately 160 trips during the peak hour, with an even split between arrivals and departures. This volume is approximately 60% greater than the projected trip volume of the car dealership during the weekday PM peak hour. However, it is also 65% less than the projected trip volume for the originally proposed restaurant land uses during the Saturday peak hour. Based on the foregoing, it is concluded that the proposed Dow Honda dealership will only generate more trips that the originally-proposed restaurant land uses during the weekday AM peak hour. As such, only the weekday AM peak hour traffic scenario will be carried forward for further analysis. M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

4 4.0 TRIP DISTRIBUTION As noted in Section 2.2 of this Addendum, the access configuration proposed for the original site plan will be retained for the new site plan. For this reason, it is considered reasonable to assume that the distribution of site traffic generated by the Dow Honda development will be broadly similar to the projected distribution of site traffic for the original restaurant land uses. These distribution parameters were derived as part of the original TIS using the following key factors: characteristics and existing operation of the study area road network, the land use and parcel layout of the proposed development, the proposed access/egress configuration on Colonnade Road & Merivale Road, For the purposes of this analysis, it has been conservatively assumed that all trips likely to be generated by the Dow Honda development will be primary (i.e. new) trips on the road network within the study area. This is generally consistent with the nature of the proposed land use. The trip distribution parameters for the Dow Honda development have been carried forward from the original TIS, and can be summarized as follows: 40% to/from the North via Colonnade Road & Merivale Road; 30% to/from the South via Colonnade Road & Merivale Road; 20% to/from the East via Colonnade Road & Colonnade Road North; 10% to/from the West via Colonnade Road & Colonnade Road South; With respect to trip distribution across the proposed access configuration, it has been assumed that all inbound and outbound trips will use the proposed signalized access on Colonnade Road, with the exception of outbound trips to the north, which will use the right-out egress on Merivale Road. The projected weekday AM peak hour site traffic for the Dow Honda development is shown in Figure INTERSECTION ANALYSIS Intersection capacity analysis has been completed using the Synchro 8.0 and SimTraffic 8 software packages, and is based on existing lane configurations and traffic signal timing plans obtained from the Public Works & Services Department. Operating conditions at signalized intersections have been evaluated in terms of the volume to capacity (v/c) ratio and the corresponding Level of Service (LOS) based on City of Ottawa criteria. Operating conditions at unsignalized intersections have been evaluated in terms of delay and LOS based on Highway M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

5 23 VIEWMOUNT DRIVE 23 6 UNSIGNALIZED RO EGRESS SIGNALIZED ACCESS FUTURE ACCESS FUTURE ACCESS CANADA POST M:\2002\102015\2011&2012\CAD\Phase-01-02\Design\Figures\Traffic\May 2013\Traffic Flow Diagrams Revised May2013.dwg, Fig 1 Site Traffic, Feb 14, :56am, goneill WOODFIELD DRIVE 23 MERIVALE ROAD ROYDON PLACE COLONNADE ROAD 21 (70) 12 (53) xx VPH COLONNADE ROAD SOUTH LEGEND Unsignalized Intersection Signalized Intersection AM Peak Hour DOW HONDA 15 COLONNADE ROAD PROJECTED SITE TRAFFIC FEB FIGURE 1 11

6 Capacity Manual 2000 (HCM) criteria Total Traffic Intersection capacity analysis has been completed for the 2014 total traffic conditions. The total traffic conditions have been determined by adding the projected site traffic volumes (as shown in Figure 1) to the 2014 background traffic volumes that were presented in the original TIS. The 2014 total traffic volumes are presented in this Addendum as Figure 2. For the purposes of the analysis of the 2014 buildout year, it has been assumed that the mitigation measures identified in Section of the original TIS will be implemented, namely: Addition of a second westbound left-turn lane at Merivale Road / Colonnade Road; Increase in length of the southbound left-turn lane at Merivale Road / Colonnade Road from 50m to 155m; The detailed design of the road modifications that incorporate the aforementioned mitigation measures is currently underway. The results of the analysis are summarized in Table 2 for critical movements during the weekday AM hours, and have been directly compared to the projected operating conditions presented in the original TIS (in the same scenario). Detailed reports are included in Appendix C. Table 2: Intersection Analysis 2014 AM Peak Hour, Total Traffic (Original vs. Current) Intersection or Access Original (Restaurant) max. v/c or delay LOS Lane group Current (Dow Honda) max. v/c or delay LOS Lane Group Colonnade N / Colonnade S 0.60 A NBL 0.62 B NBL 0.80 C NBR 0.81 D NBR Merivale / Colonnade 0.70 B SBL 0.74 C WBL Merivale / Viewmount 0.64 B NBT 0.66 B NBT Merivale / Woodfield / Roydon 0.83 D EBL 0.83 D EBL Colonnade / Signalized Access # A EBT 0.37 A EBT Merivale / Unsignalized RO Egress #4 10 sec B WBR 10 sec B WBR M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

7 VIEWMOUNT DRIVE UNSIGNALIZED RO EGRESS SIGNALIZED ACCESS FUTURE ACCESS FUTURE ACCESS CANADA POST M:\2002\102015\2011&2012\CAD\Phase-01-02\Design\Figures\Traffic\May 2013\Traffic Flow Diagrams Revised May2013.dwg, Fig Total Traffic, Feb 14, :56am, goneill WOODFIELD DRIVE MERIVALE ROAD ROYDON PLACE COLONNADE ROAD xx VPH COLONNADE ROAD SOUTH LEGEND Unsignalized Intersection Signalized Intersection AM Peak Hour DOW HONDA 15 COLONNADE ROAD 2014 TOTAL TRAFFIC FEB FIGURE 2

8 Based on the results presented in Table 2, it is apparent that the change in proposed land use for the subject lands is not expected to have any significant adverse impact on the operation of the study area intersections and accesses. Therefore, it is anticipated that the access configuration presented in the original TIS will be sufficient to accommodate the projected peak hour trip volumes attributable to the Dow Honda development. 6.0 ON-SITE DESIGN This section of the report provides a review of the on-site design in terms of the vehicular access configuration, on-site parking and loading activities. 6.1 Proposed Access Access to the subject site will be provided by a signalized full-movement access on Colonnade Road and a right-out egress on Merivale Road. The need to provide these new connections to the subject lands was confirmed as part of the original TIS, and the location and functional geometry of these intersections has been discussed at great length (and subsequently agreed upon) with City staff. The full-movement access will be located on the north side of Colonnade Road, between the signalized intersections of Merivale Road/Colonnade Road and Colonnade Road N/Colonnade Road S. The approximate centreline spacing between the proposed signalized access and Merivale Road is 215m, measuring from centreline to centreline. This spacing will allow for proper co-ordination between the signal timings during peak hours, which will help to minimize the adverse effects of queue starvation and spillback. The right-out egress will be located on the east side of Merivale Road, approximately 100 metres north of Colonnade Road, measuring from centreline to centreline. This meets the minimum spacing requirement identified in Section 25(l)(ii) of the Private Approach By-law. This egress has been designed such that it can be used effectively by small trucks and cars, but is unsuitable for larger trucks and tractor-trailers. This has been achieved by limiting the clear throat width and maximizing the curvature of the egress, which helps to discourage the left-out movement (there is no median on the adjacent section of Merivale Road). Larger trucks and tractor-trailers will use the new signalized access on Colonnade Road exclusively - more information about on-site loading activities is provided in Section 6.3 of this Addendum. 6.2 On-site Parking Vehicle Parking The site is located in Area C of Schedule 1 of the ZBL, and not within 600 meters of a rapid transit station. Based on the foregoing, minimum parking space rates for the Dow Honda M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

9 development are identified in Table 3 below: Table 3: Minimum Parking Spaces Required Land Use GFA (m 2 ) or # Bays Minimum Parking Provision Parking Spaces Required (no sharing) Dow Honda Sales/Showroom Dow Honda Service Bays 1,250 2 per 100m per bay 20 Other Areas 1,400 1 per 100m 2 14 TOTAL PARKING SPACES REQUIRED 59 Based on the above table, the ZBL identifies a minimum requirement to provide a total of 59 onsite parking spaces to serve the Dow Honda car dealership. A total of 108 on-site surface parking spaces are shown on the Site Plan, which is almost twice the minimum requirement of the ZBL. However, it should be noted that some of the on-site parking spaces will be used for inventory storage purposes, which means that the number of available parking spaces will be somewhat less than the 108 shown on the Site Plan. All vehicle parking spaces will comply with the dimensions identified in Section 106 of the ZBL Bicycle Parking The minimum number of bicycle parking spaces required for the proposed on-site development is identified in Table 4 below. Table 13: Bicycle Parking Requirements Land Use GFA (m 2 ) Minimum Parking Provision Parking Spaces Required (no sharing) Dow Honda (All buildings) 4,665 1 per 1,500m 2 3 Based on the calculations presented in Table 13, Section 111 of the ZBL identifies a minimum M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

10 requirement to provide 3 on-site bicycle parking spaces. The specific location of bicycle parking facilities for each phase of the development will be considered at the detailed design stage. In general, the bicycle parking spaces will be located in safe, illuminated and accessible locations, as close as is practicable to the main entrances to the building. 6.3 Loading Activities Loading activities associated with the proposed development will consist almost exclusively of car deliveries on long wheelbase transporter trucks (comparable to a WB-20 design vehicle). These deliveries will take place adjacent to the body shop, at the northeastern corner of the site. The transporter trucks will enter and exit the site using the new signalized access on Colonnade Road, completing a full loop around the body shop after unloading the cars. The truck apron around the back of the body shop is clearly shown the site plan, and the AutoTurn analysis demonstrates that the trucks can complete this movement safely, without having to back up. As noted in Section 6.3.1, some of the on-site parking spaces will be used for the storage of inventory. Based on discussions with the proponent, it is estimated that approximately 70% of the 108 on-site parking spaces will be used for storage of inventory. In addition to the paved parking spaces, a gravel area directly north of the main parking lot will provide additional storage area for cars at times when inventory levels are high. This area will also provide adequate space to move cars around as required, due to purchasing and sales activities. The gravel area will be delineated from the main driveway aisle by a mountable curb. 7.0 SUMMARY AND CONCLUSIONS Based on the results of the foregoing analysis, the main conclusions and recommendations of this report are as follows: Compared to the restaurant land uses that were originally proposed for the subject site, the Dow Honda car dealership is expected to generate more trips in the weekday AM peak hour (as the restaurants would be closed at this time) and significantly less trips during the weekday PM peak hour. The peak hour of generation for the Dow Honda car dealership is likely to occur Saturday, which is consistent with the land use and site's location along a major commercial/retail corridor. However, even on Saturdays, the Dow Honda car dealership is only expected to generate approximately 35% of the trip volume that the originallyproposed restaurants would have. M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

11 Since the weekday AM peak hour is the only time that the Dow Honda dealership is expected to generate more traffic volume than the restaurant land uses, this was the only scenario carried forward for quantitative analysis. For the purposes of the aforementioned analysis, all trips generated by the Dow Honda dealership are assumed to be primary (i.e. new) auto trips, and the distribution of these primary trips is assumed to be identical to that which had been assumed for the restaurant land uses in the original TIS. These assumptions are consistent with the nature of the proposed development, and its relative location to areas of retail, residence and employment. Under total traffic conditions during the 2014 weekday AM peak hour (as tested in the original TIS), there is no significant adverse impact associated with replacing the restaurant land uses with the Dow Honda dealership. No mitigation measures (other than those already specified in the original TIS) have been identified in this Addendum, as none are required. Although it has not been confirmed through intersection analysis, the ITE-derived trip generation volumes presented in this Addendum strongly suggest that with the Dow Honda dealership in place of the restaurant land uses, the overall traffic impact of the subject lands will be markedly less during the busier weekday PM peak hour. The key aspects of the proposed access configuration (location, type of control, movements allowed etc.) are unchanged from the original TIS. The design of the rightout egress on Merivale Road is intended for small trucks and cars only, and not for larger trucks and tractor-trailers. The City of Ottawa's Zoning By-law identifies a requirement to provide a minimum of 59 on-site parking spaces for the various land uses that make up the Dow Honda dealership. The site plan presented with this Addendum shows a total of 108 on-site parking spaces, satisfying this requirement. Loading activities using large car transporters can be accommodated entirely on-site, without the need for reversing manoeuvres. Car transporters (and any other large delivery trucks) will use the new signalized access on Colonnade Road exclusively. In addition to the paved parking spaces, a gravel area immediately north of the paved parking lot will provide additional space for storage of inventory (i.e. cars). This area will also facilitate the movement of cars around the site, as required by ongoing retail and service activity. We trust that this Addendum adequately address the transportation-related impacts of the latest Site Plan, when read in conjunction with the original TIS. If you have any further comments or questions, please feel free to call. M:\2014\114009\DATA\REPORTS\TRAFFIC\ TIS_ADDENDUM 1.DOC

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13 APPENDIX A Site Plan - Dow Honda Car Dealership

14 X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X MERIVALE ROAD PART A m ACRES X X X X X X X X X X X X X X X X X X X X X X X X PART B m ACRES PART C m ACRES 7500 brian k. clark A R C H I T E C T 141 Catherine Street, Unit 102 Ottawa, Ontario K2P 1C3 TEL (613) FAX bkclarkarchitect@on.aibn.com TP TP 2 COLONNADE ROAD TP TP TP DC 1 SITE PLAN A001 SCALE 1:300 A001

15 APPENDIX B Trip Graphs for Land Use ITE Trip Generation Manual (9th Ed.)

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18 APPENDIX C Intersection Analysis Report - Synchro 8

19 HCM Signalized Intersection Capacity Analysis 1: Colonnade ROad South/Main Access & Colonnade Road/Colonnade Road North 14/02/2014 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 2% 4% 4% 3% 3% 2% 2% 2% 2% 2% 2% 2% Turn Type Perm NA Perm Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A A D C C C Approach Delay (s) Approach LOS A A D C Intersection Summary HCM 2000 Control Delay 9.7 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.35 Actuated Cycle Length (s) 94.3 Sum of lost time (s) 11.0 Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 2014 AM Total 31/01/2014 Dow Honda TIS Addendum, 15 Colonnade Road Synchro 8 Report Graham O'Neill, NECL Page 1

20 HCM Signalized Intersection Capacity Analysis 2: Merivale Road & Colonnade Road 14/02/2014 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor * Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) 20 Heavy Vehicles (%) 2% 2% 4% 4% 3% 3% Turn Type NA Perm NA Perm pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c v/s Ratio Perm c0.39 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D F C B C A Approach Delay (s) Approach LOS E C A Intersection Summary HCM 2000 Control Delay 21.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) Sum of lost time (s) 20.1 Intersection Capacity Utilization 85.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group 2014 AM Total 31/01/2014 Dow Honda TIS Addendum, 15 Colonnade Road Synchro 8 Report Graham O'Neill, NECL Page 2

21 HCM Signalized Intersection Capacity Analysis 3: Merivale Road & Viewmount Drive 14/02/2014 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) 2% 2% 2% 3% 3% 3% 2% 2% 2% 0% 3% 3% Bus Blockages (#/hr) Turn Type Perm NA pm+pt NA pm+pt NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.06 c c v/s Ratio Perm 0.04 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D D C B B B B Approach Delay (s) Approach LOS D D B B Intersection Summary HCM 2000 Control Delay 17.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) Sum of lost time (s) 24.8 Intersection Capacity Utilization 76.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 2014 AM Total 31/01/2014 Dow Honda TIS Addendum, 15 Colonnade Road Synchro 8 Report Graham O'Neill, NECL Page 3

22 HCM Signalized Intersection Capacity Analysis 4: Merivale Road & Woodfield Drive/Roydon Place 14/02/2014 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) 2% 2% 2% 5% 5% 5% 0% 2% 0% 0% 2% 0% Bus Blockages (#/hr) Turn Type Perm NA Perm NA Perm pm+pt NA Perm pm+pt NA NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.37 c0.03 c0.26 v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service E D D D A B B B B E Approach Delay (s) Approach LOS E D B B Intersection Summary HCM 2000 Control Delay 23.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) Sum of lost time (s) 19.3 Intersection Capacity Utilization 75.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 2014 AM Total 31/01/2014 Dow Honda TIS Addendum, 15 Colonnade Road Synchro 8 Report Graham O'Neill, NECL Page 4

23 HCM Signalized Intersection Capacity Analysis 31: Colonnade Road & Signalized Access 14/02/2014 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA NA Perm NA Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.01 c c0.01 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A E E Approach Delay (s) Approach LOS A A E Intersection Summary HCM 2000 Control Delay 2.5 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s) Sum of lost time (s) 16.8 Intersection Capacity Utilization 43.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 2014 AM Total 31/01/2014 Dow Honda TIS Addendum, 15 Colonnade Road Synchro 8 Report Graham O'Neill, NECL Page 5

24 HCM Unsignalized Intersection Capacity Analysis 33: 8 Colonnade /Unsignalized Access #1 & Colonnade Road 14/02/2014 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A C C Approach Delay (s) Approach LOS C C Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 58.6% ICU Level of Service B Analysis Period (min) AM Total 31/01/2014 Dow Honda TIS Addendum, 15 Colonnade Road Synchro 8 Report Graham O'Neill, NECL Page 6

25 HCM Unsignalized Intersection Capacity Analysis 35: 14 Colonnade/Unsignalized Access #2 & Colonnade Road 14/02/2014 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL None Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A C C Approach Delay (s) Approach LOS C C Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 55.4% ICU Level of Service B Analysis Period (min) AM Total 31/01/2014 Dow Honda TIS Addendum, 15 Colonnade Road Synchro 8 Report Graham O'Neill, NECL Page 7

26 HCM Unsignalized Intersection Capacity Analysis 37: Merivale Road & RO Egress (Merivale) 14/02/2014 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 49.4% ICU Level of Service A Analysis Period (min) AM Total 31/01/2014 Dow Honda TIS Addendum, 15 Colonnade Road Synchro 8 Report Graham O'Neill, NECL Page 8