886 March Road McDonald's Transportation Study

Transcription

1 McDonald's Restaurants of Canada Limited March March Road McDonald's Transportation Study Submitted by: HDR Corporation 100 York Boulevard, Suite 300 Richmond Hill, ON L4B 1J8 (905)

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3 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study EXECUTIVE SUMMARY A. Introduction HDR Corporation ( HDR ) was retained by McDonald s Restaurants of Canada Limited to undertake a transportation study for a proposed McDonald s restaurant, with drive-through window, to be located in the northeast quadrant of March Road and Maxwell Bridge Road in Ottawa, Ontario. The site is currently occupied by a single family dwelling, which will be removed as part of the redevelopment. The proposed restaurant will be 6,137 SF ( square feet ) in size, with unsignalized driveway access to both March Road and Maxwell Bridge Road. The driveway to March Road will be restricted to right-in / right-out operations, while the Maxwell Bridge Road driveway will provide full movement access and will be located opposite an existing commercial driveway to the south. This study is part of a Zoning By-law amendment application and site plan control application. B. Findings Operations Study intersections are operating with excess capacity under existing conditions, and will continue to do so under background and total traffic conditions. No modifications to the existing road network are required or recommended. The existing median on March Road may need to be extended north to physically restrict the March Road driveway to right-in / right-out operations. Parking and Drive-Through Parking for the proposed restaurant will be provided in the amount of 58 spaces. This exceeds the requirements of the City of Ottawa Zoning By-law by 12 spaces. The Zoning By-law also requires a minimum of two bicycle parking spaces, which will be provided. The drive-through stacking lane will be designed to exceed the City of Ottawa Zoning Bylaw requirements. The stacking lane will accommodate a total of 12 vehicles, 8 of which will be between the first order board and the entrance to the stacking lane. March 2013 Project # 7306 Page i

4 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study Transportation Demand Management The site is currently well served by transit along its frontage, sidewalks on both frontages and a bicycle lane on both sides of March Road. The following transportation demand management plan elements are proposed to be incorporated into the site: Internal sidewalk connections to the existing sidewalk network on March Road and Maxwell Bridge Road, which in turn will provide access to the existing transit routes in the neighbourhood. Pedestrian access in the form of paved walkways, marked pedestrian crossings, and wheelchair / stroller accessible ramps to be provided internally to facilitate the flow of pedestrians throughout the site. Areas designated for short-term bicycle parking will be clearly marked and located close to the restaurant entrance. Bicycle parking will be protected from the elements by use of an overhead canopy, well lit and easily accessible. Access will be provided via the site s driveways and internal pedestrian pathways to the existing bicycle lanes on March Road. March 2013 Project # 7306 Page ii

5 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study TABLE OF CONTENTS Executive Summary Introduction Background Scope of Work Intersection Operations Analysis Methodology Existing Conditions Site Context Existing Road Network Existing Traffic Volumes Transit Availability Existing Traffic Operations Background Traffic Conditions Planned Road Network Improvements Background Development Background Traffic Volumes Background Traffic Operations Proposed Development Conceptual Site Plan Site Traffic Generation Site Traffic Distribution Total Traffic Conditions Intersection Operations Site Review Parking Supply Requirements Drive-Through Operations Traffic Demand Management Plan Pedestrian Access Access to Local Transit Bicycle Accommodation Implementation Conclusions Traffic Operations Parking and Drive-Through Transportation Demand Management March 2013 Project # 7306 Page iii

6 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study Tables Table 1: Signalized Intersection LOS Definitions... 3 Table 2: Existing Signalized Intersection Operations... 7 Table 3: Existing Unsignalized Intersection Operations... 7 Table 4: Background Traffic Signalized Intersection Operations... 8 Table 5: Background Traffic Unsignalized Intersection Operations Table 6: Site Trip Generation Table 7: New Site Traffic Distribution Table 8: 2018 Total Signalized Intersection Operations Table 9: 2018 Total Unsignalized Intersection Operations Exhibits Exhibit 1: Site Location... 2 Exhibit 2: Existing Road Network... 5 Exhibit 3: Existing Traffic Volumes... 6 Exhibit 4: 2018 Background Traffic Volumes... 9 Exhibit 5: Conceptual Site Plan Exhibit 6: New Site Traffic Volumes Exhibit 7: Pass-by Traffic Volumes Exhibit 8: Total Site Traffic Volumes Exhibit 9: 2018 Total Traffic Volumes Appendices A Existing Traffic Operations B 2018 Background Traffic Operations C Trip Generation Review D 2018 Total Traffic Operations March 2013 Project # 7306 Page iv

7 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study 1. INTRODUCTION 1.1 Background HDR Corporation ( HDR ) was retained by McDonald s Restaurants of Canada Limited to undertake a transportation study for a proposed McDonald s restaurant, with drive-through window, to be located in the northeast quadrant of March Road and Maxwell Bridge Road in Ottawa, Ontario. The site location is shown in Exhibit 1. The site is currently occupied by a single family dwelling, which will be removed as part of the redevelopment. The proposed restaurant will be 6,137 SF ( square feet ) in size, with unsignalized driveway access to both March Road and Maxwell Bridge Road. The driveway to March Road will be restricted to right-in / right-out operations, while the Maxwell Bridge Road driveway will provide full movement access and will be located opposite an existing commercial driveway to the south. A transportation study is required as part of a Zoning By-law amendment application and site plan control application. 1.2 Scope of Work The proposed scope of work, as confirmed with the City, is described below: Scenarios 2013 Existing Traffic Conditions 2018 Background Traffic Conditions (growth plus background developments) 2018 Total Traffic Conditions (background traffic plus site traffic, existing site traffic removed) Time Periods Weekday AM Peak Hour (7:00am 9:00am) Weekday PM Peak Hour (4:00pm 6:00pm) Saturday Peak Hour (11:00am 2:00pm) Intersections Maxwell Bridge Rd. / Trinity Common Driveway / Proposed Driveway March Road / Maxwell Bridge Road March Road / Proposed Driveway 1.3 Intersection Operations Analysis Methodology Intersection operations were assessed for study intersections using the software program Synchro 8, which employs methodology from the Highway Capacity Manual (HCM2000), published by the Transportation Research Board National Research Council. Synchro 8 can analyze both signalized and unsignalized intersections in a road corridor or network taking into account spacing, interaction, queues and operations between intersections. Synchro relates level of service to delay; however, we have followed the City s guidelines. March 2013 Project # 7306 Page 1

8 McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study March Road SITE Halton Terrace Old Carp Road Halton Terrace Exhibit 1 : Site Location Not To Scale March 2013 Project #7306

9 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study The City s guidelines relates volume to capacity (v/c) ratios to level of service (LOS), for signalized intersections. Level of service definitions are contained in Table 1. Table 1: Signalized Intersection LOS Definitions LOS Volume to Capacity Ratio A 0 to 0.60 B 0.61 to 0.70 C 0.71 to 0.80 D 0.81 to 0.90 E 0.91 to 1.00 F >1.00 The signalized intersection assessment identifies v/c ratios for the overall intersection and for each individual movement; these v/c ratios have corresponding LOS shown to the left. The signalized intersection analysis considers a measure of performance as: The capacity of intersection movements, based on a volume to capacity ratio; and The level of service of each movement, which is directly correlated to v/c ratio. The unsignalized intersection operation assessment identifies level of service, where the level of service is between A and F. Volume to capacity ratios are only identified where level of service is F. The two-way unsignalized intersection analysis considers two measures of performance: The level of service for the critical movements, which is based on the average control delay per vehicle for the various critical movements within the intersection; and The volume to capacity ratios of the critical intersection movements, when LOS is F only. The volume to capacity ratio is then based on gap analysis. Parameters to be used in the Synchro analysis reflect the City of Ottawa Transportation Impact Guidelines, which states that Synchro default values are to be used, except for: Minimum Green Time: 10 seconds for side street through movements, 5 seconds for left-turn phases. Vehicle Clearance: Must consist of amber and all red display. Duration in accordance with Ontario Traffic Manual Book 12. Minimum Walk Time: 7 seconds Walking Speed: 1.2 m/sec; 1.1 m/sec if near old age home, school or shopping centre Saturation Flow Rate: 1800 vehicles per hour of green per lane, unless alternative rates can be justified March 2013 Project # 7306 Page 3

10 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study 2. EXISTING CONDITIONS 2.1 Site Context The site is located in the northeast quadrant of March Road and Maxwell Bridge Road on the northern urban edge of Kanata in the City of Ottawa. It is surrounded by residential to the west, east and the southwest, farmland to the north, and commercial uses directly to the south. There is an existing residential house on the property that will be removed. 2.2 Existing Road Network The existing road network is illustrated in Exhibit 2, and is described below: March Road (Regional Road 49) Maxwell Bridge Road March road is a north-south arterial road under the jurisdiction of the City of Ottawa. It has a 4-lane urban cross-section with auxiliary turn lanes provided at Maxwell Bridge Road and has a posted speed limit of 80 km/h. Sidewalks and bicycle lanes are provided on both sides of the road. To the north of Maxwell Bridge Road, March Road narrows to a two-lane rural cross section with paved shoulders, no sidewalks, and no bicycle lanes. Maxwell Bridge Road is an east-west collector road under the jurisdiction of the City of Ottawa. It has a 2-lane urban cross-section with left-turn lanes provided at March Road with no posted speed limit (assumed to be 50 km/h). Sidewalks are provided on both sides of the road. Maxwell Bridge Road becomes Halton Terrace west of March Road. 2.3 Existing Traffic Volumes Turning movement traffic counts were undertaken on behalf of HDR by the Traffic Information Group on Thursday January 31, 2013 during the AM and PM peak periods (7:00am 9:00am and 4:00pm 6:00pm), and Saturday February 2, 2013 during the midday peak period (11:00am 2:00pm). Counts were undertaken at the signalized intersection of March Road and Maxwell Bridge Road, as well as at the existing commercial driveway on Maxwell Bridge Road, opposite the proposed site access. Existing traffic volumes are shown in Exhibit Transit Availability OC Transpo operates one bus route, Route 60, in the vicinity of the site along Maxwell Bridge Road. The intersection of Maxwell Bridge Road and March Road is the route terminus, while the opposite end of the route is downtown. The route 60 operates southbound during the weekday AM and northbound during the PM, with headways of approximately 15 minutes, between 5:30am to 7:00pm. Route 93 Kanata North is also available one block south of site and operates during all time periods, seven days a week. March 2013 Project # 7306 Page 4

11 McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study March Road SITE Halton Terrace Maxwell Bridge Road Trinity Commons Driveway Legend Signalized Intersection Stop Sign Lane Movement Bike Lane Exhibit 2 : Existing Road Network Not To Scale March 2013 Project #7306

12 McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study 10 (11) [10] 743 (248) [377] 41 (37) [51] 10 (98) [54] 13 (43) [30] 67 (66) [57] [8] (9) 6 [22] (25) 8 [36] (50) 102 [68] (110) 35 [322] (852) 179 [48] (77) (296) [438] Proposed Right-In/Right-Out Driveway March Road [384] (959) 195 SITE Halton Terrace Maxwell Bridge Road Proposed Driveway 68 (61) [52] 19 (29) [12] [56] (95) 47 [81] (50) 27 Legend [100] (134) 22 [41] (62) 8 Trinity Commons Driveway Signalized Intersection Stop Sign Right Turn Through Left Turn Exhibit 3 : Existing Traffic Volumes March 2013 Project # (00) [00] Weekday AM (PM) [SAT] Peak Hour Traffic Volumes Not To Scale

13 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study Schedule D of the City of Ottawa Official Plan shows a new bus rapid transit route along March Road. The route terminus is shown to be in close proximity to the site, with the route extending to the south along March Road, towards downtown. A park and ride is also proposed at the route terminus, in the vicinity of the site. Details pertaining to the proposed bus rapid transit line have not yet been determined. 2.5 Existing Traffic Operations Based on the existing traffic volumes shown in Exhibit 3, existing intersection operations were assessed. Current signal timings were obtained from the City and utilized in this analysis. Intersection operations are summarized in Table 2 and Table 3 for signalized and unsignalized intersections, respectively. Detailed reports are provided in Appendix A. Table 2: Existing Signalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour LOS v/c LOS v/c LOS v/c March Road & Maxwell Bridge Road A 0.34 A 0.39 A 0.20 Eastbound Left-turn A 0.04 A 0.10 A 0.08 Eastbound Through-right A 0.12 A 0.19 A 0.18 Westbound Left-turn A 0.59 A 0.56 A 0.52 Westbound Through-right A 0.08 A 0.35 A 0.25 Northbound Left-turn A 0.07 A 0.14 A 0.11 Northbound Through A 0.08 A 0.37 A 0.14 Northbound Right-turn A 0.02 A 0.05 A 0.03 Southbound Left-turn A 0.05 A 0.09 A 0.07 Southbound Through A 0.32 A 0.11 A 0.16 Southbound Right-turn A 0.01 A 0.01 A 0.01 Notes: v/c volume to capacity ratio, LOS level of service Under existing traffic conditions, there is excess capacity at the signalized intersection of March Road & Halton Terrace / Maxwell Bridge Road. All movements are operating with level of service A and with volume to capacity ratios of 0.59 or better. Table 3: Existing Unsignalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour LOS v/c LOS v/c LOS v/c Maxwell Bridge Road / Trinity Commons Driveway A - A - A - Eastbound Through-Left Westbound Left-Through A - A - A - Northbound Left-Right A - B - B - Notes: v/c volume to capacity ratio, LOS level of service, Only critical movements are shown. Under existing traffic conditions all critical movements at unsignalized intersections are operating with level of service B or better. March 2013 Project # 7306 Page 7

14 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study BACKGROUND TRAFFIC CONDITIONS 3.1 Planned Road Network Improvements There are no planned road improvements in the vicinity of the site by the 2018 horizon year. 3.2 Background Development No background developments have been identified for inclusion in this report. It is assumed that any traffic from future background developments is captured in the assumed background growth discussed below. 3.3 Background Traffic Volumes Background traffic volumes consist of existing traffic and traffic as a result of background growth. An annual growth rate of 2% per year was applied to all movements at the intersection of March Road and Maxwell Bridge Road, as well as to through movements at the existing retail driveway to the south of the subject site. However, a review of growth since 2005 has shown that traffic volumes are decreasing. Therefore, this is a conservative approach. No growth was assumed for the retail development to the south as it is an existing development. Background traffic volumes to the 2018 horizon year are shown in Exhibit Background Traffic Operations Background 2018 traffic operations were assessed based on the background traffic volumes shown in Exhibit 4 and the existing road network shown in Exhibit 2. Intersection operations are summarized in Table 4 and Table 5 for signalized and unsignalized intersections, respectively. Detailed reports are contained in Appendix B. Table 4: Background Traffic Signalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour LOS v/c LOS v/c LOS v/c March Road & Maxwell Bridge Road A 0.39 A 0.43 A 0.22 Eastbound Left-turn A 0.05 A 0.11 A 0.08 Eastbound Through-right A 0.13 A 0.21 A 0.19 Westbound Left-turn B 0.66 A 0.59 A 0.55 Westbound Through-right A 0.09 A 0.43 A 0.27 Northbound Left-turn A 0.09 A 0.16 A 0.12 Northbound Through A 0.09 A 0.42 A 0.15 Northbound Right-turn A 0.02 A 0.06 A 0.04 Southbound Left-turn A 0.06 A 0.11 A 0.09 Southbound Through A 0.36 A 0.13 A 0.18 Southbound Right-turn A 0.01 A 0.01 A 0.01 Notes: v/c volume to capacity ratio, LOS level of service March 2013 Project # 7306 Page 8

15 McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study SITE 876 (327) [483] Proposed Right-In/Right-Out Driveway March Road [425] (1059) 216 Halton Terrace 11 (12) [11] 820 (274) [416] 45 (41) [56] 11 (108) [60] 14 (47) [33] 74 (73) [63] Maxwell Bridge Road Proposed Driveway 75 (67) [57] 19 (29) [12] [9] (10) 7 [24] (28) 9 [40] (55) 113 [75] (121) 39 [356] (941) 198 [53] (85) 28 [62] (105) 52 [81] (50) 27 [100] (134) 22 [41] (62) 8 Trinity Commons Driveway Legend Signalized Intersection Stop Sign Right Turn Through Left Turn Exhibit 4 : 2018 Background Traffic Volumes March 2013 Project # (00) [00] Weekday AM (PM) [SAT] Peak Hour Traffic Volumes Not To Scale

16 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study Under 2018 background traffic conditions, there will be excess capacity at the signalized intersection of March Road & Halton Terrace / Maxwell Bridge Road. Most movements will operate with level of service A and with volume to capacity ratios of 0.59 or better. The one exception is the westbound left-turn, which will operate with a volume to capacity ratio of 0.66 and a level of service B during the weekday AM peak hour. Table 5: Background Traffic Unsignalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour LOS v/c LOS v/c LOS v/c Maxwell Bridge Road / Trinity Commons Driveway A - A - A - Eastbound Through-Left Westbound Left-Through A - A - A - Northbound Left-Right A - B - B - Notes: v/c volume to capacity ratio, LOS level of service, Only critical movements are shown. Under 2018 background traffic conditions all critical movements at unsignalized intersections will operate with level of service B or better. No changes to the road network are required. March 2013 Project # 7306 Page 10

17 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study 4. PROPOSED DEVELOPMENT 4.1 Conceptual Site Plan The proposal is for a 6,137 SF McDonald s restaurant with drive-through window. Access will be provided by two unsignalized driveways. One full movement driveway will be located on Maxwell Bridge Road opposite an existing commercial plaza driveway to the south. A proposed driveway on March Road will be restricted to right-in / right-out operations. The conceptual site plan is shown in Exhibit Site Traffic Generation Site traffic generation for the proposed McDonald s restaurant was based on rates from our in-house database, which includes several McDonald s restaurants located in the City of Ottawa. Only McDonald s with drive-through windows were used. The selected trip rates and the estimated site trips are summarized in Table 6. Pass-by for the proposed development was based on the Institute of Transportation Engineers publication Trip Generation Manual, 9 th Edition, which suggests pass-by for restaurants with drive-through windows is approximately 50%. We have assumed 40% pass-by traffic, to be conservative (detailed trip generation is shown in Appendix C). Table 6: Site Trip Generation McDonald s with Drive-Through Window Weekday Weekday Saturday AM Peak Hour PM Peak Hour Peak Hour Rate (trips / 1000 SF) Gross Trips Pass-by Trips (40%) Inbound trips Outbound trips New Trips Site Traffic Distribution The distribution of new site trips was based on the report titled March Road Commercial Traffic Impact Update (September 2008) prepared by itrans Consulting Inc., and is summarized in Table 7. The distribution of pass-by trips was based on existing traffic. Table 7: New Site Traffic Distribution To / From Via Distribution North March Road 15% South March Road 75% East Halton Terrace / Old Carp Road 5% West Maxwell Bridge Road 5% New site traffic is shown in Exhibit 6. Pass-by site traffic is shown in Exhibit 7. Total site traffic is shown in Exhibit 8. March 2013 Project # 7306 Page 11

18 McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study Exhibit 5 : Conceptual Site Plan Not To Scale March 2013 Project # 7306

19 7 (5) [17] McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study 6 (5) [15] Proposed Right-In/Right-Out Driveway March Road SITE 7 (5) [17] 2 (2) [5] 31 (23) [77] [1] (0) 0 [4] (2) 2 [21] (7) 8 [62] (20) (25) [82] 2 (2) [5] Proposed Driveway [22] (7) 8 Halton Terrace Maxwell Bridge Road 2 (2) [5] [83] (27) 34 Trinity Commons Driveway Legend Signalized Intersection Stop Sign Right Turn Through Left Turn Exhibit 6 : Net Site Traffic Volumes March 2013 Project # (00) [00] Weekday AM (PM) [SAT] Peak Hour Traffic Volumes Not To Scale

20 McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study 6 (15) [29] Proposed Right-In/Right-Out Driveway March Road SITE -19 (-4) [-29] 19 (4) [29] 21 (7) [39] 2 (2) [4] Proposed Driveway [-29] (-15) -6 [7] (4) 1 Halton Terrace 19 (4) [29] Maxwell Bridge Road 2 (3) [10] -2 (-3) [-10] [55] (17) 26 [-4] (-2) -2 [-22] (-11) -5 [22] (11) 5 Trinity Commons Driveway Legend Exhibit 7 : Pass-by Traffic Volumes March 2013 Project # (00) [00] Signalized Intersection Stop Sign Right Turn Through Left Turn Weekday AM (PM) [SAT] Peak Hour Traffic Volumes Not To Scale

21 McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study 12 (20) [44] 54 (32) [121] 4 (4) [9] Proposed Driveway 7 (5) [17] Proposed Right-In/Right-Out Driveway March Road [-29] (-15) -6 [29] (11) 9 SITE -19 (-4) [-29] 26 (9) [46] Halton Terrace 2 (2) [5] 50 (27) [106] Maxwell Bridge Road 4 (5) [15] -2 (-3) [-10] [1] (0) 0 [4] (2) 2 [138] (44) 60 [-4] (-2) -2 [-1] (-4) 3 [84] (31) 30 Trinity Commons Driveway Legend Signalized Intersection Stop Sign Right Turn Through Left Turn Exhibit 8 : Gross Site Traffic Volumes March 2013 Project # (00) [00] Weekday AM (PM) [SAT] Peak Hour Traffic Volumes Not To Scale

22 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study 5. TOTAL TRAFFIC CONDITIONS The 2018 background traffic volumes shown in Exhibit 4 were combined with the site traffic from Exhibit 8 to obtain the 2018 total traffic volumes shown in Exhibit Intersection Operations Based on the 2018 total traffic volumes shown in Exhibit 9, intersection operations were assessed and are summarized in Table 8 and Table 9 for signalized and unsignalized intersections, respectively. Detailed reports are contained in Appendix D. Table 8: 2018 Total Signalized Intersection Operations Intersection & Critical Movement March Road & Halton Terrace / Maxwell Bridge Road Notes: Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour LOS v/c LOS v/c LOS v/c A 0.43 A 0.46 A 0.31 Eastbound Left-turn A 0.03 A 0.08 A 0.04 Eastbound Through-right A 0.12 A 0.18 A 0.12 Westbound Left-turn C 0.75 B 0.66 B 0.70 Westbound Through-right A 0.07 A 0.39 A 0.16 Northbound Left-turn A 0.09 A 0.16 A 0.14 Northbound Through A 0.10 A 0.43 A 0.18 Northbound Right-turn A 0.04 A 0.08 A 0.10 Southbound Left-turn A 0.10 A 0.13 A 0.18 Southbound Through A 0.38 A 0.13 A 0.19 Southbound Right-turn A 0.01 A 0.01 A 0.01 v/c volume to capacity ratio, LOS level of service Under 2018 total traffic conditions there will be excess capacity at the signalized intersection of March Road and Halton Terrace / Maxwell Bridge Road. All movements will operate with level of service C or better, and with volume to capacity ratios of 0.75 or better. Table 9: 2018 Total Unsignalized Intersection Operations Intersection & Critical Movement Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour LOS v/c LOS v/c LOS v/c Maxwell Bridge Road / Trinity Commons Driveway / Proposed Driveway A - A - A - Eastbound Left-Through-Right A - A - A - Westbound Left-Through-Right A - A - A - Northbound Left-Through-Right B - C - C - Southbound Left-Through-Right A - A - A - March Road / Proposed Driveway A - A - A - Westbound Right-turn A - B - A - Notes: v/c volume to capacity ratio, LOS level of service, Only critical movements are shown. All movements at the unsignalized intersections will operate with level of service C or better. March 2013 Project # 7306 Page 16

23 McDonald s Restaurants of Canada Limited 886 March Road McDonald s Transportation Study March Road Halton Terrace 11 (12) [11] 801 (270) [387] 71 (50) [102] 883 (332) [500] 12 (20) [44] Proposed Right-In/Right-Out Driveway [396] (1044) 210 [29] (11) 9 SITE 11 (108) [60] 16 (49) [38] 124 (100) [169] Maxwell Bridge Road 54 (32) [121] 0 (0) [0] 4 (4) [9] Proposed Driveway 4 (5) [15] 73 (64) [47] 19 (29) [12] [10] (10) 7 [28] (30) 11 [40] (55) 113 [75] (121) 39 [355] (937) 201 [137] (116) 58 [138] (44) 60 [58] (103) 50 [81] (50) 27 [100] (134) 22 [0] (0) 0 [41] (62) 8 Trinity Commons Driveway Legend Signalized Intersection Stop Sign Right Turn Through Left Turn Exhibit 9 : 2018 Total Traffic Volumes 00 (00) [00] Weekday AM (PM) [SAT] Peak Hour Traffic Volumes Not To Scale March 2013 Project #7306

24 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study 6. SITE REVIEW 6.1 Parking Supply Requirements A review was conducted of the City of Ottawa s Zoning By-law to determine the parking requirements based on the use Restaurant- Fast Food (By-law ). The site is located within Area C (Suburban). Parking must therefore be provided at a rate of 10 spaces per 100 m 2. Therefore, 57 spaces are required. The By-law also states that this parking requirement may be reduced by 20% when the restaurant operates with a drive-through window; this would bring the parking requirement to 46 spaces. A total of 58 parking spaces are proposed. The proposed parking supply exceeds the Zoning By-law requirements by 12 spaces. The Zoning By-law was also reviewed to determine bicycle parking requirements. Bicycle parking must be provided at a rate of 1 space per 250 m 2 ; therefore, a minimum of 2 spaces is required. 6.2 Drive-Through Operations Zoning By-law requires that a minimum of 7 queuing spaces is to be provided between the order board and the entrance to the stacking lane. Eight spaces are being proposed. Also according to the By-law a total of 11 queuing spaces are to be provided between the service window and the entrance to the stacking lane. Twelve are proposed. The proposed stacking lane exceeds the Zoning By-law requirements. 6.3 Traffic Demand Management Plan Pedestrian Access Pedestrian access in the form of paved walkways, marked pedestrian crossings, and wheelchair / stroller accessible ramps will be provided internally to facilitate the flow of pedestrians throughout the site. Sidewalks are currently provided on both frontages of the site on March Road as well as on Maxwell Bridge Road. Internal pedestrian walkways will connect seamlessly with sidewalks on both abutting roadways to facilitate pedestrian movement to and from the surrounding neighbourhoods Access to Local Transit As discussed in Section 2.4, transit is available along Maxwell Bridge Road, which has sidewalks to which internal pedestrian access will be connected. March 2013 Project # 7306 Page 18

25 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study Bicycle Accommodation Areas designated for short-term bicycle parking will be clearly marked and located close to the restaurant entrance. Bicycle parking will be protected from the elements by use of an overhead canopy, well lit and easily accessible. Access will be provided via the site s driveways and internal pedestrian pathways to the existing bicycle lanes on March Road Implementation We recommend concentrating on encouraging alternative modes of travel such as bicycling and walking, by providing good internal and external connectivity for these modes, and accommodation for bicycle parking. March 2013 Project # 7306 Page 19

26 McDonald's Restaurants of Canada Limited 886 March Road McDonald's Transportation Study 7. CONCLUSIONS 7.1 Traffic Operations Study intersections are currently operating with excess capacity under existing conditions, and will continue to do so under background and total traffic conditions. The existing median on March Road may need to be extended to the north to restrict the March Road driveway to right-in / right-out operations. 7.2 Parking and Drive-Through Parking for the proposed restaurant will be provided in the amount of 58 spaces. This exceeds the requirements of the City of Ottawa Zoning By-law by 12 spaces. The Zoning By-law also requires a minimum of two bicycle parking spaces, which will be provided. The drive-through stacking lane will be designed to exceed the City of Ottawa Zoning Bylaw requirements. The stacking lane will accommodate a total of 12 vehicles, 8 of which will be between the first order board and the entrance to the stacking lane. 7.3 Transportation Demand Management The site is currently well served by transit along its frontage, sidewalks on both frontages and a bicycle lane on both sides of March Road. The following transportation demand management plan elements are proposed to be incorporated into the site: Internal sidewalk connections to the existing sidewalk network on March Road and Maxwell Bridge Road, which in turn will provide access to the existing transit routes in the neighbourhood. Pedestrian access in the form of paved walkways, marked pedestrian crossings, and wheelchair / stroller accessible ramps to be provided internally to facilitate the flow of pedestrians throughout the site. Areas designated for short-term bicycle parking will be clearly marked and located close to the restaurant entrance. Bicycle parking will be protected from the elements by use of an overhead canopy, well lit and easily accessible. Access will be provided via the site s driveways and internal pedestrian pathways to the existing bicycle lanes on March Road. March 2013 Project # 7306 Page 20

27 Appendix A Existing Traffic Operations

28 HCM Signalized Intersection Capacity Analysis AM Peak Hour 3: March Road & Old Carp Road/Maxwell Bridge Road 2013 Existing Traffic Volumes 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) 1 Heavy Vehicles (%) 0% 13% 0% 2% 8% 0% 3% 6% 8% 8% 2% 10% Turn Type Perm NA Perm NA pm+pt NA Perm pm+pt 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 c c0.23 v/s Ratio Perm 0.00 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D E D A A A A A A Approach Delay (s) Approach LOS D E A A Intersection Summary HCM 2000 Control Delay 14.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.34 Actuated Cycle Length (s) Sum of lost time (s) 19.6 Intersection Capacity Utilization 51.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

29 HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 6: Trinity & Maxwell Bridge Road 2013 Existing Traffic Volumes Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop 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) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 21.6% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

30 HCM Signalized Intersection Capacity Analysis PM Peak Hour 3: March Road & Old Carp Road/Maxwell Bridge Road 2013 Existing Traffic Volumes 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) 2 2 Heavy Vehicles (%) 0% 0% 4% 6% 5% 0% 0% 1% 1% 0% 3% 0% Turn Type Perm NA Perm NA pm+pt NA Perm pm+pt 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 c0.01 c v/s Ratio Perm 0.01 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D E D A A A A A A Approach Delay (s) Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.39 Actuated Cycle Length (s) Sum of lost time (s) 19.6 Intersection Capacity Utilization 55.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

31 HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 6: Trinity & Maxwell Bridge Road 2013 Existing Traffic Volumes Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop 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) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 6.0 Intersection Capacity Utilization 35.4% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

32 HCM Signalized Intersection Capacity Analysis Sat PM Peak 3: March Road & Old Carp Road/Maxwell Bridge Road 2013 Existing Traffic Volumes 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 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) Heavy Vehicles (%) 0% 0% 0% 0% 2% 0% 0% 2% 2% 0% 3% 0% Turn Type Perm NA Perm NA Perm NA Perm 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 c0.12 v/s Ratio Perm 0.01 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D D D A A A A A A Approach Delay (s) Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 10.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.20 Actuated Cycle Length (s) 95.0 Sum of lost time (s) 13.2 Intersection Capacity Utilization 41.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

33 HCM Unsignalized Intersection Capacity Analysis Sat PM Peak 6: Trinity & Maxwell Bridge Road 2013 Existing Traffic Volumes Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop 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) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 4.5 Intersection Capacity Utilization 28.9% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

34 Appendix B 2018 Background Traffic Operations

35 HCM Signalized Intersection Capacity Analysis AM Peak Hour 3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Background Traffic Volumes 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) 1 Heavy Vehicles (%) 0% 13% 0% 2% 8% 0% 3% 6% 8% 8% 2% 10% Turn Type Perm NA Perm NA pm+pt NA Perm pm+pt 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 c c0.25 v/s Ratio Perm 0.01 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D E D A A A A A A Approach Delay (s) Approach LOS D E A A Intersection Summary HCM 2000 Control Delay 15.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.39 Actuated Cycle Length (s) Sum of lost time (s) 19.6 Intersection Capacity Utilization 61.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

36 HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 6: Trinity & Maxwell Bridge Road 2018 Background Traffic Volumes Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop 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) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 21.9% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

37 HCM Signalized Intersection Capacity Analysis PM Peak Hour 3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Background Traffic Volumes 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) 2 2 Heavy Vehicles (%) 0% 0% 4% 6% 5% 0% 0% 1% 1% 0% 3% 0% Turn Type Perm NA Perm NA pm+pt NA Perm pm+pt 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 c0.01 c v/s Ratio Perm 0.01 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D E D A A A A A A Approach Delay (s) Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 15.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s) Sum of lost time (s) 19.6 Intersection Capacity Utilization 58.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

38 HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 6: Trinity & Maxwell Bridge Road 2018 Background Traffic Volumes Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop 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) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 5.8 Intersection Capacity Utilization 36.3% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

39 HCM Signalized Intersection Capacity Analysis Sat PM Peak 3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Backgroung Traffic Volumes 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 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) Heavy Vehicles (%) 0% 0% 0% 0% 2% 0% 0% 2% 2% 0% 3% 0% Turn Type Perm NA Perm NA Perm NA Perm 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 c0.14 v/s Ratio Perm 0.01 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D D D A A A A A A Approach Delay (s) Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 10.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.22 Actuated Cycle Length (s) 95.0 Sum of lost time (s) 13.2 Intersection Capacity Utilization 43.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

40 HCM Unsignalized Intersection Capacity Analysis Sat PM Peak 6: Trinity & Maxwell Bridge Road 2018 Backgroung Traffic Volumes Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop 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) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 4.4 Intersection Capacity Utilization 29.2% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

41 Appendix C Trip Generation Review

42 Trip Generation Review Note: All of the restaurants graphed below are McDonald's restauraunts with drive-through windows. Weekday AM Peak Hour Weekday PM Peak Hour Trip Ends y = ln(x) Trip Ends y = ln(x) Development Size (1000 SF) Development Size (1000 SF) Trip Ends Weekend Peak Hour y = ln(x) Development Size (1000 SF) Location Size (SF) 1880 Carling Ave, Ottawa 3, Walkley Rd, Ottawa 2, Laurier St, Rockland 3, Avenue, Edmonton 10, Ave, Edmonton 6, Stony Plain, Edmonton 3,439 Bayfield Street, Barrie 4,297 Note: Not all locations had all three periods surveyed.

43 Appendix D 2018 Total Traffic Operations

44 HCM Signalized Intersection Capacity Analysis AM Peak Hour 3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Total Traffic Volumes 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) 1 Heavy Vehicles (%) 0% 13% 0% 2% 8% 0% 3% 6% 8% 8% 2% 10% Turn Type Perm NA Perm NA pm+pt NA Perm pm+pt 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 c0.00 c0.24 v/s Ratio Perm 0.01 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D E D A A A A B A Approach Delay (s) Approach LOS D E A B Intersection Summary HCM 2000 Control Delay 18.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s) Sum of lost time (s) 19.6 Intersection Capacity Utilization 63.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

45 HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 6: Trinity /Proposed Driveway & Maxwell Bridge Road 2018 Total Traffic Volumes 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 None None Median storage veh) Upstream signal (m) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A B A Approach Delay (s) Approach LOS B A Intersection Summary Average Delay 4.7 Intersection Capacity Utilization 29.8% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

46 HCM Unsignalized Intersection Capacity Analysis AM Peak Hour 9: March Road & Proposed Driveway 2018 Total Traffic Volumes 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) 137 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 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 29.1% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 3

47 HCM Signalized Intersection Capacity Analysis PM Peak Hour 3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Total Traffic Volumes 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) 2 2 Heavy Vehicles (%) 0% 0% 4% 6% 5% 0% 0% 1% 1% 0% 3% 0% Turn Type Perm NA Perm NA pm+pt NA Perm pm+pt 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 c0.01 c v/s Ratio Perm 0.01 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D E D A B A A A A Approach Delay (s) Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 17.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) Sum of lost time (s) 19.6 Intersection Capacity Utilization 59.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

48 HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 6: Trinity /Proposed Driveway & Maxwell Bridge Road 2018 Total Traffic Volumes 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 None None Median storage veh) Upstream signal (m) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A C A Approach Delay (s) Approach LOS C A Intersection Summary Average Delay 7.4 Intersection Capacity Utilization 39.2% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

49 HCM Unsignalized Intersection Capacity Analysis PM Peak Hour 9: March Road & Proposed Driveway 2018 Total Traffic Volumes 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) 137 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 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 40.8% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 3

50 HCM Signalized Intersection Capacity Analysis Sat PM Peak 3: March Road & Old Carp Road/Maxwell Bridge Road 2018 Total Traffic Volumes 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 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) Heavy Vehicles (%) 0% 0% 0% 0% 2% 0% 0% 2% 2% 0% 3% 0% Turn Type Perm NA Perm NA Perm NA Perm 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 c0.13 v/s Ratio Perm 0.01 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C C D C A A A A A A Approach Delay (s) Approach LOS C D A A Intersection Summary HCM 2000 Control Delay 14.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.31 Actuated Cycle Length (s) 95.0 Sum of lost time (s) 13.2 Intersection Capacity Utilization 49.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group HDR Corporation Synchro 8 Report Page 1

51 HCM Unsignalized Intersection Capacity Analysis Sat PM Peak 6: Trinity /Proposed Driveway & Maxwell Bridge Road 2018 Total Traffic Volumes 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 None None Median storage veh) Upstream signal (m) 99 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A C A Approach Delay (s) Approach LOS C A Intersection Summary Average Delay 8.7 Intersection Capacity Utilization 50.1% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 2

52 HCM Unsignalized Intersection Capacity Analysis Sat PM Peak 9: March Road & Proposed Driveway 2018 Total Traffic Volumes 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) 137 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 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 0.4 Intersection Capacity Utilization 22.5% ICU Level of Service A Analysis Period (min) 15 HDR Corporation Synchro 8 Report Page 3

53