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1 TRAFFIC IMPACT STUDY FOR THE TTC MCNICOLL BUS GARAGE CITY OF TORONTO Prepared For: Toronto Transit Commission 1138 Bathurst Street Toronto, Ontario M5R 3H2 Prepared By: Canada Inc. 4th Floor, 3 Leek Crescent Richmond Hill, Ontario Canada L4B 4N4 July 22,

2 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO TABLE OF CONTENTS Page Table of Contents... i List of Tables... ii List of Figures... iii 1. Introduction Location and Study Area Study Approach TTC McNicoll Bus Garage Existing Traffic Conditions Boundary Road Network Existing Traffic and Assessment Future Background Traffic Conditions Future Background Traffic Future Background Traffic Assessment Bus Garage Traffic Trip Generation Trip Distribution Traffic Assignment Total Future Traffic Conditions Total Future Traffic Total Future Traffic Assessment Optimum Site Access/Egress Conclusions and Recommendations Appendices... 1 Appendix A Level of Service Definitions... 2 Appendix B Intersection Analyses, Existing Conditions... 3 Appendix C - Intersection Analyses, Future Background Traffic... 4 Appendix D - Intersection Analyses, Total Future Traffic... 5 Appendix E- Signal Timing Reports... 6 Appendix F- Traffic Counts... 7 Appendix G- Site Plan... 8 Ref: July 214 i

3 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO LIST OF TABLES Page Table 3-1 Summary of Intersection Operations Existing Traffic Conditions Road Peak... 9 Table 3-2 Summary of Intersection Operations Existing Traffic Conditions Bus Peak Table 4-1 Summary of Intersection Operations Future Background Traffic Conditions Road Peak Table 4-2 Summary of Intersection Operations Future Background Traffic Conditions Bus Peak Table 5-1 Unadjusted Travel Demand Adjacent Road Peak Hours... 2 Table 5-2 Unadjusted Travel Demand Bus Peak Hours Table 5-3 Trip Distribution Table 6-1 Summary of Intersection Operations Total Future Traffic Conditions Road Peak Table 6-2 Summary of Intersection Operations Total Future Traffic Conditions Bus Peak Table 6-3 Queuing Sensitivity Analysis on Redlea Avenue Ref: July 214 ii

4 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO LIST OF FIGURES Page Figure 1-1 TTC Bus Garage Location... 3 Figure 3-1 Existing Lane Configurations... 7 Figure 3-2 Existing Traffic Volumes, A.M. & P.M. Road Peak Hour... 8 Figure 3-3 Existing Traffic Volumes, A.M. & P.M. Bus Peak Hour... 1 Figure 4-1 Future Background Traffic Volumes, A.M. & P.M. Road Peak Hour Figure 4-2 Future Background Traffic Volumes, A.M. & P.M. Bus Peak Hour Figure 5-1 Bus Distribution Inbound / Outbound... 2 Figure 5-2 Site Traffic Volumes, A.M. & P.M. Road Peak Hour Figure 5-3 Site Traffic Volumes, A.M. & P.M. Bus Peak Hour Figure 6-1 Future Lane Configurations Figure 6-2 Future Total Traffic Volumes, A.M. & P.M. Road Peak Hour Figure 6-3 Future Total Traffic Volumes, A.M. & P.M. Bus Peak Hour Ref: July 214 iii

5 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO 1. INTRODUCTION Canada Inc. was retained by the Toronto Transit Commission (TTC) in February 214 to undertake a Traffic Impact Study with respect to the proposed development of lands located on the north side of McNicoll Avenue between Kennedy Road and Midland Road, in the City of Toronto. Specifically, it has been proposed to develop the lands and build a bus garage to store new standard and articulated TTC buses, along with some of the current in service fleet, and for general maintenance and repair on these buses. The boundaries of this site are identified in Section Location and Study Area. The purpose of the Traffic Impact Study was to: Assess existing traffic conditions; Forecast future traffic associated with the development of the lands as well as the infrastructure improvements in the surrounding area; Assess future traffic conditions; Identify operational concerns and required mitigation measures such as road and / or intersection improvements, if any; and Review access needs for the site. This Traffic Impact Study documents the study s methodology, findings and recommendations associated with the proposed bus garage. 1.1 Location and Study Area The subject lands are located on the northeast quadrant of the future Redlea Avenue extension and McNicoll Avenue intersection, (between Kennedy Road and Midland Road), in the City of Toronto. Redlea Avenue currently terminates with a cul-de-sac south of Steeles Avenue. A Redlea Avenue Extension EA study has recently been completed, which recommends that Redlea Avenue be extended from its current termination point south of Steeles Avenue southerly to Milliken Boulevard south of McNicoll Avenue. The location of the subject lands and proposed roads is illustrated in Figure 1-1. Ref: JULY 214 1

6 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO For the purpose of this report, the study area included the following intersections: Kennedy Road / McNicoll Avenue Midland Avenue / McNicoll Avenue Redlea Avenue (proposed extension) / McNicoll Avenue Silver Star Boulevard / McNicoll Avenue MSCC Driveway (Mon Sheong Court) Future Employee Parking entrance on Redlea Avenue Future site entrance on Redlea Avenue 1.2 Study Approach The traffic assessment was based on observed and forecast a.m. and p.m. peak hour volumes on adjacent roads within the study area and the future site itself in order to assess the impacts associated with the proposed bus garage. For the purpose of this traffic assessment, a 5-year horizon period was selected to be consistent with common practices. Accordingly, a 219 horizon year was utilized to assess future traffic conditions at the study area intersections. Ref: JULY 214 2

7 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO FIGURE 1-1 TTC BUS GARAGE LOCATION Ref: JULY 214 3

8 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO 2. TTC MCNICOLL BUS GARAGE The McNicoll Bus Garage (MBG) includes a 19, m 2 lot (used for TTC staff parking) to the west of the proposed Redlea Avenue. There will be approximately 35 parking spots. Access to the parking lot will be from the proposed Redlea Avenue. The main facility is approximately 29, m 2 located on a 62, m 2 property to the east of Redlea Avenue. The main entrance / exit will be on the north side of the property off the proposed Redlea Avenue. The facility will operate 24 hours a day and 7 days a week with approximately 1 bus maintenance staff and 4 operators reporting into the facility. The bus garage will also include the following elements: Indoor storage for 25 buses in the barn, on hoists, pits, body shop, paint shop, bus cleaning area and service lines. Bus Maintenance and Transportation offices. Two service lines with exterior wash system. Bus special cleaning area. Repair Bay, including 14 hoists (eight articulated buses and six standard buses), two inspection pits, paint shop, body shop with two bays (one with hoist). Steam jenny room with hoist. Materials receiving, storage and distribution area (including loading docks). Appropriate building systems (HVAC, plumbing, electrical, communications, etc.) including a centralized building automated controls system. Employee amenities (parking, male / female washrooms and locker rooms, lunch room / cafeteria) appropriate for three shifts. Access / egress to the facility will be via Redlea Avenue. All access / egress points are on Redlea Avenue north of the Redlea Avenue / McNicoll intersection. There will be bus access/egress to the garage approximately 28 meters north of the intersection on the east side of Redlea Avenue. Employee parking access/egress will be located approximately 21 meters north of the intersection on the west side of Redlea Avenue or 7 metres south of the bus access/egress point. The site layout drawings can be found in Appendix G. Ref: JULY 214 4

9 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO 3. EXISTING TRAFFIC CONDITIONS 3.1 Boundary Road Network Generally, the lands in the immediate vicinity of the proposed bus garage are primarily industrial with adjacent residential uses not directly accessible via Redlea Avenue. Kennedy Road is a north-south arterial road (approximately 24 meters to the west of the future Redlea Avenue extension) under the jurisdiction of the City of Toronto. It has a four-lane urban cross-section. The speed limit is 6 kilometers per hour in the study area. There is a traffic control signal at the Kennedy Road / McNicoll Avenue intersection. Midland Avenue is a north-south arterial road (approximately 58 meters east of the future Redlea Avenue extension) under the jurisdiction of the City of Toronto. It has a four-lane urban cross-section and a posted speed of 6 kilometers per hour in the study area. There is a traffic control signal at the Midland Avenue / McNicoll Avenue intersection. Silver Star Boulevard is a north-south collector road (approximately 35 east of the future Redlea Avenue extension) under the jurisdiction of the City of Toronto. Segmented, awaiting completion, it runs from Steeles Avenue East to just north of Finch Avenue where it joins with Midland Avenue. It currently has a two-lane urban crosssection and a posted speed of 5 kilometers per hour in the study area. It provides access to two multiple retail and commercial establishments on both sides of McNicoll Avenue. In addition to traffic signals for the roads mentioned above, the CN Railway running adjacent to the east extremity of the garage has gated signals for the at-grade crossing. McNicoll Avenue is an east-west arterial road under the jurisdiction of the City of Toronto. It has a four-lane urban cross-section and a posted speed of 5 kilometers per hour. Mon Sheong Care Center (MSCC) Driveway, located approximately 12 meters west of the future Redlea Avenue extension, provides access to an adjacent retail development. The MSCC driveway accommodates right in as well as left and right turns out of the facility. The traffic is controlled by a stop sign on the minor approach. Redlea Avenue currently terminates with a cul-de-sac south of Steeles Avenue. An EA study for Redlea Avenue extension has recently been completed, which recommends the City of Toronto road to be extended southerly to Milliken Boulevard. The future extension is proposed to have three-lane urban cross-section (with a shared two way center left turn lane) and a speed limit of 6 kilometers per hour in the study area. Traffic control signals are anticipated at the future McNicoll Avenue / Redlea Avenue intersection, as suggested in the Read, Voorhees & Associates report, Redlea Avenue and Silver Star Boulevard Extensions Class Environmental Assessment (January 26). This Ref: JULY 214 5

10 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO was also confirmed by a signal warrant analysis based on future background volumes at this intersection. Existing lane configurations at the study area intersections are illustrated in Figure Existing Traffic and Assessment The analysis conducted for this study encompasses both traffic peak hours (8:-9:15 a.m. and 4:15-5:15 p.m.) in addition to both bus peak hours in order to determine any effects from traffic generated from the site. During the regular traffic peak hour, site traffic volumes, including bus and employees, are notably low. On off-peak hours, the site traffic is much more substantial. The bus peak hours were selected during the hours of 1:-11: a.m. and 2:-3: p.m., though not the absolute peak of site traffic, there is of more interaction with local traffic during those times. Existing a.m. and p.m. peak hour traffic data for the Kennedy Road / McNicoll Avenue and Midland Avenue / McNicoll Avenue intersections were collected from the City of Toronto. The counts were taken on Thursday May 12 th and June 8 th, 211. Similarly, new data was collected for Silver Star Boulevard and MSCC Driveway. Counts for these locations were taken on Thursday February 27 th, 214. In order to provide volumes that modeled current conditions, the City of Toronto 211 traffic counts were brought to the 214 level through balancing with the most recent traffic data (214). The existing (balanced) weekday a.m. and p.m. peak hour traffic volumes are illustrated in Figure 3-2 (road peak) and Figure 3-3 (bus peak). The operations of the boundary road intersections were analyzed using provided signal timings on the basis of the above noted traffic volumes in Figures 3-2 and 3-3. This analysis reflects the existing lane configurations. The assessment of signalized intersection operations was undertaken using Synchro 8 Traffic software, which is based on the methodology in the Highway Capacity Manual, 21. The Highway Capacity Manual is produced by the Transportation Research Board. Table 3-1 summarizes the overall Level of Service (LOS), volume-to-capacity ratio (V/C), and average delay for each of the subject intersections. LOS definitions related to intersection operations are contained in Appendix A Level of Service Definitions. It is a qualifying measure of traffic operations at an intersection, relating the delay per vehicle for a 15-minute analysis period. The volume-to-capacity ratio is a measure of the proportion of the calculated intersection capacity that is utilized by the modeled traffic volumes. Detailed output for the existing traffic conditions are provided in Appendix B Intersection Analyses, Existing Conditions. Ref: JULY 214 6

11 Kennedy Rd MSCC Driveway Future Redlea Avenue CN Rail Silver Star Blvd Midland Ave TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO FIGURE 3-1 EXISTING LANE CONFIGURATIONS Future TTC Site McNicoll Ave LEGEND - Traffic Movement - Stop Sign - Traffic Signal *Illegal left turns observed distinguished with grey arrow Ref: JULY 214 7

12 (93) (1261) (128) (6) (6) (89) (59) (193) (143) (951) (115) (17) (18) (65) (8) (72) (529) (152) Kennedy Rd MSCC Driveway Future Redlea Avenue CN Rail Silver Star Blvd Midland Ave TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO FIGURE 3-2 EXISTING TRAFFIC VOLUMES, A.M. & P.M. ROAD PEAK HOUR 11 (135) 2 (13) TTC Future Site 5 (12) 142 (157) 115 (55) 1269 (77) 124 (696) 981 (553) 152 (13) 14 (6) 199 (73) McNicoll Ave (193) 16 (5) 1 (87) 77 (98) 76 (933) 48 (1171) 754 (199) 657 (95) 493 (146) 9 (4) 7 (78) 95 LEGEND 95 (95) - Traffic Volume AM (PM) - Stop Sign - Traffic Signal Ref: JULY 214 8

13 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Table 3-1 Summary of Intersection Operations Existing Traffic Conditions Road INTERSECTIONS McNicoll Avenue/Kennedy Avenue McNicoll Avenue/Midland Avenue McNicoll Avenue/Silver Star Boulevard McNicoll Avenue/MSCC Driveway OVERALL/ CRITICAL MOVEMENT Peak A.M. Peak Hour Intersection D D Critical Movement WBT/R D OPERATIONS (LOS, Delay, V/C Ratio) Afternoon Peak Hour NBL E EBL E NBT/R D NBT/R E SBT/R D SBT/R D EBL #29.5 EBL #46.3 EBT/R 76.8 EBT/R #182.9 WBL 35.4 WBL # th Percentile WBT/R #179. WBT/R 97.6 Queue (m) NBL #56.7 NBL 2.4 NBT/R #183.3 NBT/R #223.3 SBL #61.4 SBL #34.9 SBT/R SBT/R Intersection C C Critical Movement EBL F EBL D WBT/R C WBT/R B EBL #36.9 EBL 29.3 EBT/R 61.4 EBT/R #135.5 WBL #5.3 WBL th Percentile WBT/R #126.4 WBT/R 56.1 Queue (m) NBL 14 NBL 24.7 NBT/R 36.4 NBT/R 75.8 SBL 3.2 SBL #29.3 SBT/R 67.5 SBT/R 46 Intersection A A Critical Movement EBT EBT EBL 9.6 EBL 7.4 EBT/R 22.3 EBT/R 36.1 WBL 2 WBL 1 WBT/R 48.1 WBT/R th Percentile NBL 5.8 NBL 4.3 Queue (m) NBT/R NBT/R NBR NBR SBL 1.5 SBL 5.1 SBT/R 12.4 SBT/R Intersection A.1.2 A.3.7 Critical Movement NBT/L NBT/L EBL EBL 95 th Percentile SBL SBL 2 Queue (m) SBR 1 SBR 1 m - Volume for 95th percentile queue is metered by upstream signal. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. At signalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay greater than 55 seconds are defined as critical. At unsignalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay of greater than 35 seconds are defined as critical movements. For unsignalized intersections, the overall intersection level of service is stated for the approach or movement with the worst level of service and highest delay. Ref: JULY 214 9

14 (17) (787) (87) (5) (1) (6) (62) (415) (95) (76) (585) (82) (21) (13) (51) (1) (5) (55) (176) Kennedy Rd MSCC Driveway Future Redlea Avenue CN Rail Silver Star Blvd Midland Ave TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO The analysis of the existing intersection conditions revealed satisfactory overall intersection levels of service during the weekday a.m. and p.m. road peak hours. At the Kennedy Road/ McNicoll Avenue intersection, specifically eastbound and northbound through movements in the p.m. peak hour, where operations near capacity were noted. A large factor in the delay can be attributed to the absence of exclusive right turn lanes on all approaches. Similarly, the westbound and eastbound approaches at the Midland Avenue / McNicoll Avenue intersection experience long delays partly due to the absence of an exclusive right turn lane. The MSCC driveway was found to operate at a satisfactory LOS. It should be noted that during the traffic survey illegal eastbound left turns into MSCC driveway were observed. They were included into the analysis to represent true conditions and drivers behavior. The southbound left turn was found to experience delays up to 26 seconds. FIGURE 3-3 EXISTING TRAFFIC VOLUMES, A.M. & P.M. BUS PEAK HOUR 117 (111) 16 (15) TTC Future Site 8 (12) 144 (143) 558 (491) 771 (674) 712 (482) 636 (382) 11 (93) (169) McNicoll Ave (181) 127 (14) 17 (79) 61 (61) 76 (453) 334 (648) 518 (565) 454 (469) 361 (14) 78 (3) 11 (65) 83 LEGEND 95 (95) - Traffic Volume AM (PM) - Stop Sign - Traffic Signal Ref: JULY 214 1

15 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Table 3-2 Summary of Intersection Operations Existing Traffic Conditions Bus INTERSECTIONS McNicoll Avenue/Kennedy Avenue McNicoll Avenue/Midland Avenue McNicoll Avenue/Silver Star Boulevard McNicoll Avenue/MSCC Driveway OVERALL/ CRITICAL MOVEMENT Peak Intersection C C Critical Movement EBL EBL EBL 3.6 EBL 43.6 EBT/R 55.1 EBT/R 73.8 WBL 27.2 WBL th Percentile WBT/R 88.7 WBT/R 84.5 Queue (m) NBL 2.7 NBL 22.9 NBT/R 111 NBT/R 19.6 SBL 25.7 SBL 18.4 SBT/R 93.7 SBT/R 78.3 Intersection C B Critical Movement E Leg A 4.3 E Leg A 4.3 EBL 23.8 EBL 18.1 EBT/R 43.1 EBT/R 52.6 WBL 28.3 WBL th Percentile WBT/R 67.4 WBT/R 37.7 Queue (m) NBL 13.2 NBL 17.6 NBT/R 29.6 NBT/R 46.7 SBL 22.4 SBL 29.1 SBT/R 55.2 SBT/R 42.6 Intersection A A Critical Movement EBT EBT EBL 5.7 EBL 7 EBT/R 14.1 EBT/R 18.1 WBL.9 WBL WBT/R 22.7 WBT/R th Percentile NBL 6.5 NBL 3.8 Queue (m) NBT/R 4.3 NBT/R 4 NBR NBR SBL 2.8 SBL 6.2 SBT/R SBT/R Intersection A.4.3 A.5.5 Critical Movement NBT/L NBT/L EBL 1 EBL 1 95 th Percentile SBL 1 SBL 2 Queue (m) SBR 1 SBR 1 m - Volume for 95th percentile queue is metered by upstream signal. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. At signalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay greater than 55 seconds are defined as critical. Ref: JULY A.M. Peak Hour OPERATIONS (LOS, Delay, V/C Ratio) Afternoon Peak Hour At unsignalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay of greater than 35 seconds are defined as critical movements. For unsignalized intersections, the overall intersection level of service is stated for the approach or movement with the worst level of service and highest delay.

16 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Existing conditions during the bus peak hour indicated good performance with all intersections operating at LOS C or better with less than 33 seconds of delay. No critical movements were noted for both a.m. and p.m. peak hours. Ref: JULY

17 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO 4. FUTURE BACKGROUND TRAFFIC CONDITIONS 4.1 Future Background Traffic Future background traffic forecast for the study area was based on a projected yearly growth of existing traffic volumes to the 219 horizon year, as well as 215 traffic projections for the Redlea Avenue extension obtained from the Redlea Avenue and Silver Star Boulevard Extensions Class Environmental Assessment report by Read, Voorhees & Associates (January 26). Traffic changes along adjacent roads were based on growth in through traffic due to developments outside of the study area (inter-regional through trips), as well as changes in traffic patterns associated with planned road improvements, namely, the Redlea Avenue and Silver Star Boulevard Extensions. Future background a.m. and p.m. peak hour traffic volumes (for horizon year 219) were subject to annual growth application, as well as data from the Redlea Avenue Extension EA study. An annual growth rate of.5% was used as existing peak hour traffic volumes are already at or approaching capacity at certain intersections and no additional significant growth during those times can be anticipated. The Redlea EA projected future total traffic in the surrounding area included traffic generated by the subject lands. Since the EA study incorporated its own site traffic associated with this land, traffic associated with it was subtracted from the 215 Future Total traffic quoted in the report in order to form the 215 background traffic volumes for the Redlea Avenue intersection with McNicoll Avenue. Traffic volumes from the Redlea Avenue intersection were then balanced throughout the study intersections proportionally, and projected to the 219 horizon year, and subsequently added to the calculated future background traffic. Traffic volumes in the EA study were only provided for the road traffic peak hours. Volumes along McNicoll Avenue were compared between the known two sets of peak hours and an appropriate scaling factor was determined. Turning moves and traffic on Redlea Avenue were then scaled down proportionately by the scaling factor and subsequently used in the bus peak hour analysis. The resultant weekday a.m. and p.m. peak hour future background traffic volumes for the year 219 are illustrated in Figures 4-1 and Future Background Traffic Assessment The future background traffic operations at the study intersections were analyzed on the basis of the above noted traffic volumes in Figures 4-1 and 4-2 and optimized signal timings. Ref: JULY

18 (95) (1293) (153) (1) (53) (1) (6) (6) (113) (65) (198) (147) (975) (138) (17) (18) (55) (681) (117) (67) (8) (92) (542) (156) Kennedy Rd MSCC Driveway (831) Silver Star Blvd Midland Ave 473 CN Rail 238 (831) Redlea Avenue (854) (854) TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO The following table summarizes the overall LOS, delay, and volume-to-capacity ratio (v/c) for the study area. Detailed output for the future background traffic conditions are in Appendix C - Intersection Analyses, Future Background Traffic. FIGURE 4-1 FUTURE BACKGROUND TRAFFIC VOLUMES, A.M. & P.M. ROAD PEAK HOUR TTC Future Site LEGEND 95 (95) - Traffic Volume AM (PM) - Stop Sign Employee Parking - Traffic Signal *Drawing Not to Scale 113 (138) 113 (15) 5 (12) 146 (161) 143 (583) 21 (13) 133 (786) 1379 (891) 1129 (74) 163 (151) 1311 (855) 32 (28) 14 (6) 24 (75) McNicoll Ave (198) 19 (5) 1 (151) 6 (89) 79 (1) 78 (1117) 542 (143) 851 (1219) 774 (1254) 689 (148) 514 (15) 92 (52) 18 (4) 7 (134) 14 Ref: JULY

19 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Table 4-1 Summary of Intersection Operations Future Background Traffic INTERSECTIONS McNicoll Avenue/Kennedy Avenue McNicoll Avenue/Midland Avenue OVERALL/ CRITICAL MOVEMENT Conditions Road Peak OPERATIONS (LOS, Delay, V/C Ratio) A.M. Peak Hour Afternoon Peak Hour Intersection D E WBT/R E EBT/R F Critical Movement NBT/R D WBL F SBL E NBT/R E SBT/R D SBL E EBL #33.6 EBL #49. EBT/R 85.8 EBT/R #222.5 WBL 39.1 WBL # th Percentile WBT/R #191.7 WBT/R 11.3 Queue (m) NBL #54.7 NBL #22.3 NBT/R #186.8 NBT/R #24.5 SBL #75. SBL #53.3 SBT/R SBT/R Intersection C C Critical Movement EBL F EBT/R C NBT E EBL #37.8 EBL th Percentile Queue (m) EBT/R 57.4 EBT/R WBL #35.8 WBL WBT/R 12 WBT/R NBL 18.5 NBL NBT/R 44 NBT/R SBL SBL SBT/R SBT/R A A # #41.2 #13.8 #36.3 #33.3 # Intersection Critical Movement EBT EBT EBL 13 EBL 8.1 EBT/R 24.6 EBT/R 43.7 McNicoll WBL 2.1 WBL 1 Avenue/Silver Star WBT/R 61.6 WBT/R 27.7 Boulevard 95 th Percentile NBL 5.7 NBL 4.3 Queue (m) NBT/R NBT/R NBR NBR SBL 1.5 SBL 5.1 SBT/R 14.9 SBT/R 5.5 Intersection C C Critical Movement EBL ### Yes.% EBL Lag 6 ###### EBL 26 EBL #66.9 EBT/R 7 EBT/R McNicoll WBL 9.1 WBL #18.5 Avenue/Redlea WBT/R WBT/R 89.4 Avenue 95 th Percentile NBL 5.4 NBL 5.2 Queue (m) NBT/R 85.7 NBT/R 134 NBR NBR SBL 3.7 SBL 4.2 SBT/R 64 SBT/R #228.4 Intersection A.1.2 A.3.7 McNicoll Critical Movement NBT/L NBT/L Avenue/MSCC SBL SBL Driveway 95 th Percentile 2 Queue (m) SBR 1 SBR 1 m - Volume for 95th percentile queue is metered by upstream signal. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. At signalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay greater than 55 seconds are defined as critical. At unsignalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay of greater than 35 seconds are defined as critical movements. For unsignalized intersections, the overall intersection level of service is stated for the approach or movement with the worst level of service and highest delay. Ref: JULY

20 (11) (87) (16) (8) (393) (8) (5) (1) (6) (8) (425) (97) (78) (6) (99) (22) (13) (41) (55) (87) (52) (1) (64) Kennedy Rd (518) (18) MSCC Driveway (616) Silver Star Blvd Midland Ave 351 CN Rail 176 (616) Redlea Avenue (633) (633) TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO The analyses of the future background traffic conditions revealed poor overall LOS at the Kennedy Road / McNicoll Avenue intersection, and some critical movements at the Midland Avenue / McNicoll Avenue intersection during both peak hours. There are critical movements on nearly every approach at the Kennedy Road / McNicoll Avenue intersection. The eastbound and westbound through movements exhibited longest delays and queues, especially in the PM peak hour. At the Midland Avenue / McNicoll Avenue intersection, northbound through movement and eastbound left turn movement are critical with delays of up to 91 seconds. The future Redlea Avenue / McNicoll Avenue intersection is anticipated to operate at a good LOS with minor delays for all movements. The Kennedy Road / McNicoll intersection is expected to operate above capacity by 219. Possible improvements may include the provision of exclusive right turn lanes on each of the approaches of the Kennedy Road / McNicoll Avenue intersection which would not only increase capacity to right turning traffic, but also free up a through lane on the same approach. However, given recent developments around the intersection the feasibility of implementing these improvements may be constrained. FIGURE 4-2 FUTURE BACKGROUND TRAFFIC VOLUMES, A.M. & P.M. BUS PEAK HOUR TTC Future Site LEGEND 95 (95) - Traffic Volume AM (PM) - Stop Sign - Traffic Signal Employee Parking *Drawing not to Scale 12 (114) 84 (111) 8 (12) 148 (147) 574 (518) 16 (15) 87 (551) 837 (626) 743 (493) 118 (129) 798 (739) 23 (2) (173) McNicoll Ave (186) 13 (14) 17 (112) 45 (81) 62 (63) 78 (584) 379 (815) 589 (678) 539 (674) 477 (535) 377 (17) 8 (39) 14 (3) 11 (16) 9 Ref: JULY

21 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Table 4-2 Summary of Intersection Operations Future Background Traffic Conditions Bus Peak INTERSECTIONS McNicoll Avenue/Kennedy Avenue McNicoll Avenue/Midland Avenue McNicoll Avenue/Silver Star Boulevard McNicoll Avenue/Redlea Avenue McNicoll Avenue/MSCC Driveway OVERALL/ CRITICAL MOVEMENT OPERATIONS (LOS, Delay, V/C Ratio) A.M. Peak Hour Afternoon Peak Hour Intersection C C Critical Movement EBL EBL EBL 31.7 EBL 45 EBT/R 59.8 EBT/R 93.9 WBL 29.4 WBL th Percentile WBT/R 9.8 WBT/R 89.1 Queue (m) NBL 2 NBL 24.4 NBT/R 19.6 NBT/R SBL 27.4 SBL 22.2 SBT/R 92.7 SBT/R 82.9 Intersection C C Critical Movement E Leg A 4.3 E Leg A 4.3 EBL 24.2 EBL 16.3 EBT/R 41.3 EBT/R 54.2 WBL 25.7 WBL th Percentile WBT/R 71.2 WBT/R 4.1 Queue (m) NBL 17.4 NBL 24.1 NBT/R 37.1 NBT/R 52.5 SBL 26.8 SBL #37. SBT/R 67.4 SBT/R 49.9 Intersection A A Critical Movement WBL WBL EBL 6.2 EBL 7.2 EBT/R 15.3 EBT/R 21 WBL.9 WBL WBT/R 28.7 WBT/R th Percentile NBL 6.5 NBL 3.9 Queue (m) NBT/R 4.6 NBT/R 3.7 NBR NBR SBL 2.8 SBL 6.2 SBT/R 5.6 SBT/R Intersection B C Critical Movement EBL ### Max Lag EBL ### Max Lag EBL 11.8 EBL 33.7 EBT/R 46.5 EBT/R 8.1 WBL 6.7 WBL 8.2 WBT/R 71.5 WBT/R th Percentile NBL 4.8 NBL 4 Queue (m) NBT/R 62.8 NBT/R 92.4 NBR NBR SBL 3.1 SBL 24.9 SBT/R 47.7 SBT/R Intersection A.4.4 A.5.5 Critical Movement NBT/L NBT/L EBL 1 EBL 1 95 th Percentile SBL 1 SBL 1 Queue (m) SBR 1 SBR 1 m - Volume for 95th percentile queue is metered by upstream signal. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. At signalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay greater than 55 seconds are defined as critical. At unsignalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay of greater than 35 seconds are defined as critical movements. For unsignalized intersections, the overall intersection level of service is stated for the approach or movement with the worst level of service and highest delay. Ref: JULY

22 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO During the bus peak hour, operations in 219 are expected to function well. All intersections maintain a LOS C or better with a maximum 33 seconds of delay negligibly increasing from existing conditions. No critical movements are anticipated during a.m. and p.m. bus peak hours. Ref: JULY

23 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO 5. BUS GARAGE TRAFFIC 5.1 Trip Generation As noted in Section 2 Development Proposal, the TTC has proposed to construct a bus garage on the subject lands. Forecasted traffic resulting from the proposed bus garage was based on information provided by the TTC including on-site uses and employment purposes, number of staff, employment shifts, and number of buses. Trip generation for the subject development was determined based on a first principles review of the proposed uses. The planned uses for the site are as follows: Storage bays for 25 equivalent 4-foot buses; Bus wash area; Tank farm; Bus repair garage; Bus dispatch area; and Employee parking area. Trip generation and hourly distribution of inbound and outbound bus trips was obtained from the TTC for the Mount St. Dennis bus garage, which is of similar size and structure to the proposed bus garage. Based on this provided information for the Mount St. Dennis bus garage 236 bus drivers and 85 maintenance personnel are expected to be at the bus garage on a daily basis. The outbound/inbound bus volume distribution is presented in Figure 5-1. Figure 5-1 notes that very few outbound/inbound trips from the bus garage are expected to occur from 8:-9: a.m. (i.e., the a.m. peak hour on adjacent roads) and between 4:15-5:15 p.m. (i.e., the p.m. peak hour) as the anticipated peak operating periods of the bus garage do not coincide with the a.m. and p.m. peak periods of traffic on the boundary road network. Therefore, a second set of peak hours were examined from 1:-11: a.m. and 2:-3: p.m. to determine the maximum effect of site traffic on the surrounding road network. Ref: JULY

24 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO FIGURE 5-1 BUS DISTRIBUTION INBOUND / OUTBOUND In addition to bus operation, maintenance staff shifts run from 7: a.m. to 3:3 p.m., 9:3 a.m. to 6:3 p.m., 3: p.m. to 11:3 p.m., and 11: p.m. to 7:3 a.m. Since these shift hours do not directly coincide with the two sets of peak hours, a percentage of staff (3%) was assumed to arrive and depart during the peak hours. To account for the arrival of bus drivers before their shifts, 2% of bus traffic discussed above was included in the analysis. The resultant travel demands and vehicle trips are summarized in the following tables. Table 5-1 Unadjusted Travel Demand Adjacent Road Peak Hours GENERATOR A.M. PEAK HOUR P.M. PEAK HOUR UNITS Trips Trips / DAY In Out Total In Out Total Buses Drivers Maintenance Staff Total Ref: JULY 214 2

25 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Table 5-2 Unadjusted Travel Demand Bus Peak Hours GENERATOR A.M. PEAK HOUR P.M. PEAK HOUR UNITS Trips Trips / DAY In Out Total In Out Total Buses Drivers Maintenance Staff Total Trip Distribution Routing and trip distribution to and from the proposed bus garage was provided by the TTC and has been summarized in the following table. Table 5-3 Trip Distribution TRIP DIRECTION PERCENT OF TRAFFIC (%) W on McNicoll then S on Kennedy 1 W on McNicoll through Kennedy 5 N on Redlea then W on Steeles 26 N on Redlea then E on Steeles 4 S on Redlea then on Finch 5 E on McNicoll through Midland 3 E on McNicoll then S on Midland 2 Total: 1 The assumption was made that the bus trip distribution would be roughly the same as the employee distribution as buses tend to feed commuting routes to and from work. 5.3 Traffic Assignment Access and egress to the subject site is to be provided bya full moves access located approximately 25 metres north of McNicoll Avenue. Employee parking access, less than 8 metres south of the full moves access is on the opposing side of Redlea Avenue. The resultant assignment of site traffic for the weekday a.m. and p.m. peak hours are illustrated in Figures 5-2 and 5-3 for road and bus peak hours, respectively. Ref: JULY

26 (2) (7) (2) (7) Kennedy Rd MSCC Driveway (1) Silver Star Blvd Midland Ave 9 1 CN Rail 4 1 (4) Redlea Avenue (4) TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO FIGURE 5-2 SITE TRAFFIC VOLUMES, A.M. & P.M. ROAD PEAK HOUR 1 (1) 1 LEGEND TTC Future Site 95 (95) - Traffic Volume AM (PM) - Stop Sign - Traffic Signal *Drawing Not to Scale Employee Parking (4) 4 (9) 1 1 (1) 2 (1) 3 (2) McNicoll Ave (3) 2 (1) 1 (3) 2 Ref: JULY

27 (2) (1) (8) (27) (3) Kennedy Rd MSCC Driveway (14) Silver Star Blvd Midland Ave CN Rail 5 1 (6) Redlea Avenue (38) (6) TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO FIGURE 5-3 SITE TRAFFIC VOLUMES, A.M. & P.M. BUS PEAK HOUR 1 (16) 1 (38) TTC Future Site LEGEND 95 (95) - Traffic Volume AM (PM) - Stop Sign Employee Parking - Traffic Signal *Drawing Not to Scale (1) 1 (2) 4 (1) 3 (1) 1 (6) 2 (8) McNicoll Ave (3) 13 (1) 4 (3) 13 (3) (2) (1) Ref: JULY

28 MSCC Driveway Redlea Ave Kennedy Rd CN Rail Silver Star Blvd Midland Ave TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO 6. TOTAL FUTURE TRAFFIC CONDITIONS 6.1 Total Future Traffic Total future traffic on the boundary road network is based on the sum of the future background traffic and the site traffic for the proposed bus garage. Figures 6-2 and 6-3 illustrate the total future traffic associated with year 219 weekday a.m. and p.m. road and bus peak hours, respectively. 6.2 Total Future Traffic Assessment The traffic analysis reflects the future lane configurations illustrated in Figure 6-1. The operations of the boundary road intersections were analyzed on the basis of the above noted traffic volumes in Figure 6-2. Analyses of the total future traffic conditions are summarized in Table 6-1. Detailed outputs are provided in Appendix E - Intersection Analyses, Total Future Traffic. FIGURE 6-1 FUTURE LANE CONFIGURATIONS TTC Future Site Employee Parking McNicoll Ave LEGEND - Traffic Movement - Stop Sign - Traffic Signal *Drawing Not to Scale **Illegal left turns observed distinguished with grey arrow Ref: JULY

29 (95) (1293) (155) (1) (537) (1) (6) (6) (113) (65) (198) (147) (975) (138) (17) (18) (57) (688) (117) (67) (8) (92) Kennedy Rd (542) (156) MSCC Driveway (1) (831) Silver Star Blvd Midland Ave CN Rail (831) (4) Redlea Avenue (854) (858) TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO FIGURE 6-2 FUTURE TOTAL TRAFFIC VOLUMES, A.M. & P.M. ROAD PEAK HOUR 1 (1) 1 LEGEND TTC Future Site 95 (95) - Traffic Volume AM (PM) - Stop Sign - Traffic Signal * Drawing Not to Scale Employee Parking (4) 4 (9) (138) 113 (15) 5 (12) 146 (161) 144 (584) 21 (13) 133 (786) 1379 (891) 1129 (74) 165 (152) 1314 (857) 32 (28) 14 (6) 24 (75) McNicoll Ave (198) 19 (5) 1 (154) 62 (89) 79 (1) 78 (1118) 543 (146) 853 (1219) 774 (1254) 689 (148) 514 (15) 92 (52) 18 (4) 7 (134) 14 Ref: JULY

30 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Table 6-1 Summary of Intersection Operations Total Future Traffic Conditions Road Peak INTERSECTIONS McNicoll Avenue/Kennedy Avenue McNicoll Avenue/Midland Avenue McNicoll Avenue/Silver Star Boulevard McNicoll Avenue/Redlea Avenue OVERALL/ CRITICAL MOVEMENT A.M. Peak Hour OPERATIONS (LOS, Delay, V/C Ratio) Afternoon Peak Hour Intersection D E Critical Movement WBT/R E WBL F NBT/R D EBT/R F SBL E NBT/R E SBT/R D SBL E EBL #33.6 EBL #49.3 EBT/R 85.8 EBT/R #222.8 WBL 39.3 WBL # th Percentile WBT/R #192.1 WBT/R 11.4 Queue (m) NBL #54.7 NBL #22.3 NBT/R #187.1 NBT/R #241. SBL #75. SBL #53.3 SBT/R SBT/R Intersection C C Critical Movement EBL F EBT/R C NBT E EBL #37.8 EBL 29.1 EBT/R 57.4 EBT/R #141. WBL #35.8 WBL th Percentile WBT/R 12 WBT/R 62 Queue (m) NBL 18.8 NBL #41.2 NBT/R 44 NBT/R #13.8 SBL #36.3 SBL #33.3 SBT/R #86.7 SBT/R 56.4 Intersection A A Critical Movement EBT EBT EBL 13 EBL 8.1 EBT/R 24.6 EBT/R 4.8 WBL 2.1 WBL 1 WBT/R 61.6 WBT/R th Percentile NBL 5.7 NBL 4.3 Queue (m) NBT/R NBT/R NBR NBR SBL 1.5 SBL 5.1 SBT/R 14.9 SBT/R 5.5 Intersection C C Critical Movement EBL ### Yes.% SBT/R D EBL 26.9 EBL #68.9 EBT/R 7 EBT/R WBL 9.1 WBL #18.5 WBT/R WBT/R th Percentile NBL 5.4 NBL 5.3 Queue (m) NBT/R 88.1 NBT/R NBR NBR SBL 3.7 SBL 4.9 SBT/R 66.7 SBT/R #233.3 Ref: JULY

31 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Intersection A.1.2 A.4.8 McNicoll Critical Movement NBT/L NBT/L Avenue/MSCC SBL SBL Driveway 95 th Percentile 2 Queue (m) SBR 1 SBR 1 Redlea Intersection A.1 A. Avenue/Garage Critical Movement EBL/R Left EBL/R Left Access 95 th Percentile WBL WBL Intersection A.3.2 A.2.4 Redlea Avenue / Critical Movement EBT/L EBT/L.15 Employee Parking 95 th Percentile EBL 1 EBL 1 m - Volume for 95th percentile queue is metered by upstream signal. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. At signalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay greater than 55 seconds are defined as critical. At unsignalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay of greater than 35 seconds are defined as critical movements. For unsignalized intersections, the overall intersection level of service is stated for the approach or movement with the worst level of service and highest delay. The analysis of the future total traffic conditions revealed continuing poor overall intersection operations at the Kennedy Road / McNicoll Avenue and Midland Avenue / McNicoll Avenue intersections. Both of these intersections are expected to operate over capacity in 219 (when considering no improvements to the intersections), which will result in notable delays to traffic flows. During the traffic peak hours with 32 a.m. site trips and 28 p.m. site trips the incremental impact of the proposed garage is minimal when comparing future background and future total delays and v/c ratios. There are critical movements on nearly all approaches at the Kennedy Road / McNicoll Avenue intersection. At the Midland Avenue / McNicoll Avenue intersection, the eastbound and northbound movements are critical. The future Redlea Avenue / McNicoll Avenue intersection operates at a good LOS with relatively short delays on all approaches. The southbound approach will operate with longer delays and traffic queues during the PM peak hour with the proposed lane configuration (exclusive left turn and shared through-right turn lane in the Redlea Avenue and Silver Star Boulevard Extensions Class Environmental Assessment). A series of sensitivity analyses was performed, and the results are provided in Section 6.3 Optimum Site Access/Egress. The sensitivity analysis was undertaken to examine anticipated effects on the TTC garage operation and garage access in particular under various intersection configuration and signal timings scenarios. Overall, the intersections within the study area are expected to operate poorly during both peak hours. It should be noted that poor operations at the subject intersections are generally due to background traffic in the area, and are not related to the TTC McNicoll Bus Garage, considering relatively low bus activity during traffic peak periods on the adjacent road network. It is also important to note that the addition of site traffic onto the network only accounts for a minor incremental change in the volume on the road system. TTC buses are expected to experience delays, and most significant delays are in the westbound direction during both AM and PM peak hours. During the PM peak hour, the Kennedy Road Ref: JULY

32 (11) (87) (18) (8) (43) (8) (5) (1) (6) (8) (425) (97) (78) (6) (99) (22) (13) (49) (532) (9) (52) (1) (64) Kennedy Rd (518) (18) MSCC Driveway (14) (616) Silver Star Blvd Midland Ave CN Rail (616) (6) Redlea Avenue (671) (639) TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO westbound left turn is anticipated to operate at LOS F with delays of up to 89 seconds, and the queue extending beyond the 5 meter storage currently available at this intersection (63-metre queue). The eastbound through, the conflicting movement is also LOS F with 88 seconds of delay. Eastbound buses will experience delays at Midland Avenue but still operate satisfactorily. The eastbound through movement functions with a LOS C, a delay of 35 seconds, and queues extending to 148 meters. Access to the garage on Redlea Avenue would operate effectively with a LOS A and negligible delays. Employee parking access operates effectively as well. FIGURE 6-3 FUTURE TOTAL TRAFFIC VOLUMES, A.M. & P.M. BUS PEAK HOUR 1 (16) 1 (38) LEGEND TTC Future Site 95 (95) - Traffic Volume AM (PM) - Stop Sign - Traffic Signal * Drawing Not to Scale Employee Parking (114) 88 (112) 8 (12) 148 (147) 575 (52) 16 (15) 87 (551) 841 (627) 746 (494) 119 (135) 8 (747) 23 (2) (173) McNicoll Ave (186) 13 (14) 17 (115) 58 (81) 62 (63) 78 (585) 383 (818) 62 (678) 539 (677) 477 (537) 377 (17) 8 (39) 14 (3) 11 (17) 9 Ref: JULY

33 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Table 6-2 Summary of Intersection Operations Total Future Traffic Conditions INTERSECTIONS McNicoll Avenue/Kennedy Avenue McNicoll Avenue/Midland Avenue McNicoll Avenue/Silver Star Boulevard McNicoll Avenue/Redlea Avenue OVERALL/ CRITICAL MOVEMENT Bus Peak Intersection C C Critical Movement EBL EBL EBL 32.3 EBL 44 EBT/R 61.8 EBT/R 91.7 WBL 29.9 WBL th Percentile WBT/R 93.3 WBT/R 87.6 Queue (m) NBL 2.4 NBL 23.8 NBT/R NBT/R SBL 27.9 SBL 22 SBT/R 95.2 SBT/R 8.6 Intersection C C Critical Movement E Leg A 4.3 E Leg A 4.3 EBL 22.6 EBL 16.8 EBT/R 4.1 EBT/R 56.5 WBL 24.9 WBL th Percentile WBT/R 68.5 WBT/R 41.7 Queue (m) NBL 17.3 NBL 24.8 NBT/R 35.9 NBT/R 54.3 SBL 25.8 SBL #4.9 SBT/R 64.7 SBT/R 51.8 Intersection A A Critical Movement WBL WBL EBL 6 EBL 7.5 EBT/R 14.8 EBT/R 22.1 WBL.9 WBL WBT/R 27.7 WBT/R th Percentile NBL 6.5 NBL 3.8 Queue (m) NBT/R 4.3 NBT/R 4 NBR NBR SBL 2.8 SBL 6.2 SBT/R 3.8 SBT/R Intersection B C Critical Movement EBL ### Max Lag EBL ### Max Lag EBL 15.7 EBL 34.7 EBT/R 46.5 EBT/R 8.1 WBL 6.7 WBL 8.2 WBT/R 71.5 WBT/R th Percentile NBL 4.8 NBL 4 Queue (m) NBT/R 76 NBT/R 95.4 NBR NBR SBL 3.2 SBL 25.9 SBT/R 5.2 SBT/R Ref: JULY A.M. Peak Hour OPERATIONS (LOS, Delay, V/C Ratio) Afternoon Peak Hour

34 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Intersection A.4.3 A.5.6 McNicoll Critical Movement NBT/L NBT/L Avenue/MSCC EBL 1 EBL 1 Driveway 95 th Percentile SBL 1 SBL 2 Queue (m) SBR 1 SBR 1 Redlea Intersection A.4.3 A 1.2 Avenue/Garage Critical Movement EBL/R 6.1 EBL/R 6.1 Access 95 th Percentile SBL 1 WBL 5 Intersection A.3.2 A.1.2 Redlea Avenue/ Critical Movement EBT/L EBT/L Employee Parking 95 th Percentile EBL 1 EBL m - Volume for 95th percentile queue is metered by upstream signal. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is the maximum after two cycles. At signalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay greater than 55 seconds are defined as critical. At unsignalized intersections, movements with a v/c ratio greater than.85 or an average vehicle delay of greater than 35 seconds are defined as critical movements. For unsignalized intersections, the overall intersection level of service is stated for the approach or movement with the worst level of service and highest delay. Intersection operation associated with peak site traffic shows effective operation with no critical movements. Volumes are reduced with less traffic during the bus peak hours and with the addition of 96 a.m. and 74 p.m. trips to the network there is little impact. Kennedy Road/ McNicoll Avenue intersection performs with LOS C for both peak hours. The largest queues are present on the northbound through/right movements at 115 meters and 117 meters in the a.m. and p.m. peak hours respectively. The new Redlea intersection performs with LOS B and C in the a.m. and p.m.. The associated delays are less than 26 seconds and queuing of 152 meters on the southbound approach does not pose concern for parking or garage access. The garage and parking access intersections operate both with LOS A and negligible delays despite higher levels of site traffic. Overall, all adjacent intersections perform satisfactorily and TTC garage operations have little impact on the adjacent external intersections. Ref: JULY 214 3

35 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO 6.3 Optimum Site Access/Egress From a traffic standpoint, the optimum site access/egress would allow for a minimum delay to traffic movements on Redlea Avenue as well as turning movements onto Redlea Avenue from the bus garage. The southbound 95 th percentile queue at the Redlea Avenue/McNicoll Avenue intersection is expected to be in the order of 67 meters during the a.m. peak hour and 234 meters during the p.m. peak hour (worst case scenario). For the p.m. peak hour, a sensitivity analysis was conducted to surmise how various geometric and signal timings parameters influence the queue length. There are significant volumes of southbound traffic turning left and right. Adding a southbound protected left turn phase or a 5 meter southbound right turning lane would greatly reduce the traffic queue. Analyses were performed to investigate Scenario 1 (exclusive left turn phase), Scenario 2 (right turn lane), and Scenario 3 (exclusive left turn phase and right turn lane). Table 6-2 summarizes the results. Table 6-3 Queuing Sensitivity Analysis on Redlea Avenue Scenario 95 th Percentile Queue (m) Percent improvement Base case Scenario <<1% Scenario % Scenario % In conclusion, to mitigate future potential queues affecting the garage access and operation, it would be advisable to provide a 5 meter right turn lane on the southbound approach, which would result in a significant reduction of southbound queues. Taking into account anticipated traffic queues on Redlea Avenue during commuter traffic peak hours, it would be preferred to have the main site access points approximately 25 meters north of the intersection with McNicoll Avenue. The proposed meets this criterion. Ref: JULY

36 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO 7. CONCLUSIONS AND RECOMMENDATIONS The proposed bus garage is to include storage bays for 25 equivalent 4-foot buses, a bus wash area, a tank farm, a bus repair garage, a bus dispatch area, and an employee parking area. Access and egress to the site is to be provided via the future Redlea Avenue extension with no access/egress points fronting onto McNicoll Avenue. The vehicular trip generation associated with the proposed bus garage is expected to result in 15 inbound and 16 outbound trips on the boundary road network during the weekday 8:-9: a.m. road peak hour, as well as 16 inbound and 12 outbound trips on the boundary road network during the weekday p.m. road peak hour (4:15-5:15 p.m.). The bus peak hour is expected to result in 84 inbound and 14 outbound trips from 1:- 11: a.m. in addition to 21 and 54 similarly from 2:-3: p.m. The intersections of McNicoll Avenue/Kennedy Road and McNicoll Avenue/Midland Avenue are currently operating with critical movements on some approaches during peak periods. A modest increase in future background traffic volumes revealed that overall poor operations could be expected at the key intersections within the study area. Traffic analysis at study area intersections under future total traffic conditions revealed marginal changes in traffic operations compared to the future background traffic analysis results due to low bus traffic volumes during adjacent road peak periods. The site access and egress points on Redlea Avenue are expected to operate satisfactorily. Acceptable operations are expected during TTC bus peak periods, as they typically occur during offpeak periods of the adjacent road network. It is recommended to provide an exclusive right turn lane on the southbound approach at the Redlea Avenue/McNicoll Avenue intersection to reduce the amount of queuing during peak periods. With the right turn lane in place, southbound traffic queues at the intersection are not anticipated to extend to the bus garage entrance on Redlea Avenue. A protected-permitted left turn phase for traffic on the southbound approach would also be preferred. Ref: JULY

37 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO APPENDICES JULY 214

38 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Appendix A Level of Service Definitions JULY 214

39 LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIONS (Highway Capacity Manual, 21) The assessment of operations for signalized intersections is based on the methodology in the Highway Capacity Manual, 21. The following paragraphs describe each LOS. LOS A describes operations with a control delay of 1 s/veh or less and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when the volume-to-capacity ratio is low and either progression is exceptionally favorable or the cycle length is very short. If it is due to favorable progressions, most vehicles arrive during the green indication and travel through the intersection without stopping. LOS B describes operations with control delay between 1 and 2 s/veh and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when the volume-to-capacity ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A. LOS C describes operations with control delay between 2 and 35 s/veh and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when progression is favorable or the cycle length is moderate. Individual cycle failures (i.e. one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear at this level. The number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping. LOS D describes operations with control delay between 35 and 55 s/veh and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when the volume-to-capacity ratio is high and either progression is ineffective or the cycle length is long. Many vehicles stop and individual cycle failures are noticeable. LOS E describes operations with control delay between 55 and 8 s/veh and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when the volume-to-capacity ratio is high, progression is unfavorable, and the cycle length is long. Individual cycle failures are frequent. LOS F describes operations with control delay exceeding 8 s/veh or a volume-to-capacity ratio greater than 1.. This level is typically assigned when the volume-to-capacity ratio is very high, progression is very poor, and the cycle length is long. Most cycle fail to clear the queue. Control Delay (s/veh) LOS by Volume-to-Capacity Ratio* V/C 1. V/C > 1. < 1. A F > 1. and < 2. B F > 2. and < 35. C F > 35. and < 55. D F > 55. and < 8. E F > 8. F F Note: *For approach-based and intersectionwide assessments, LOS is defined solely by control delay.

40 LEVEL OF SERVICE FOR UNSIGNALIZED INTERSECTIONS (TWO-WAY STOP-CONTROLLED / ALL-WAY STOP-CONTROLLED / ROUNDABOUT) (Highway Capacity Manual, 21) The assessment of operations for unsignalized intersections is based on the methodology in the Highway Capacity Manual, 21. For an unsignalized two-way stop-controlled (TWSC), all-way stop-controlled (AWSC) or a roundabout intersection, the Level of Service for the intersection is determined by the computed or measured control delay. Control Delay (s/veh) LOS by Volume-to-Capacity Ratio V/C 1. V/C > 1. < 1. A F > 1. and < 15. B F > 15. and < 25. C F > 25. and < 35. D F > 35. and < 5. E F > 5. F F

41 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Appendix B Intersection Analyses, Existing Conditions JULY 214

42 Existing 214 AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 5% % 1% 3% 1% % 5% % 3% 16% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Existing AM Page 1

43 Existing 214 AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 9.2% 35.% 13.3% 39.2% 1.% 4.% 11.7% 41.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C C B D C C Approach Delay Approach LOS C C C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.68 Intersection Signal Delay: 32.2 Intersection Capacity Utilization 79.6% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service D Existing AM Page 2

44 Existing 214 AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue Existing AM Page 3

45 Existing 214 AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % 6% 3% 8% 5% 4% 5% 3% 5% 17% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA pm+pt NA Perm NA Protected Phases Permitted Phases Existing AM Page 4

46 Existing 214 AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 32.5% 32.5% 12.5% 45.% 12.5% 55.% 42.5% 42.5% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max None Max Max Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D C C C B B C C Approach Delay Approach LOS C C B C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 75 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.61 Intersection Signal Delay: 2.6 Intersection Capacity Utilization 87.8% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Existing AM Page 5

47 Existing 214 AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Existing AM Page 6

48 Existing 214 AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 4% % % 3% % % % % 33% % % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Existing AM Page 7

49 Existing 214 AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A D C C A Approach Delay Approach LOS A A C A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.26 Intersection Signal Delay: 3.6 Intersection LOS: A Intersection Capacity Utilization 68.3% ICU Level of Service C Analysis Period (min) 15 Existing AM Page 8

50 Existing 214 AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Existing AM Page 9

51 HCM 21 TWSC Existing 214 AM 12: McNicoll Avenue & RIRO Driveway 6/13/214 Intersection Int Delay, s/veh.4 Movement EBL EBT WBT WBR SBL SBR 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) Existing AM Page 1

52 214 Existing AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 3% % 1% 2% % % 4% 4% 4% 4% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Existing AM Page 1

53 214 Existing AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 9.2% 35.% 13.3% 39.2% 1.% 4.% 11.7% 41.7% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D D C D E D D D Approach Delay Approach LOS D D D D Queue Length 5th (m) Queue Length 95th (m) # #179. #56.7 #183.3 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.94 Intersection Signal Delay: 46.5 Intersection LOS: D Intersection Capacity Utilization 93.6% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing AM Page 2

54 214 Existing AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue Existing AM Page 3

55 214 Existing AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% 3% 4% 2% 6% 2% 3% % 4% 3% 12% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA pm+pt NA Perm NA Protected Phases Permitted Phases Existing AM Page 4

56 214 Existing AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 32.5% 32.5% 12.5% 45.% 12.5% 55.% 42.5% 42.5% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max None Max Max Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F C D C B B C C Approach Delay Approach LOS D C B C Queue Length 5th (m) Queue Length 95th (m) # #5.3 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 75 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.89 Intersection Signal Delay: 28.3 Intersection LOS: C Intersection Capacity Utilization 96.7% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing AM Page 5

57 214 Existing AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Existing AM Page 6

58 214 Existing AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % % 3% 1% 2% % % 1% 2% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Existing AM Page 7

59 214 Existing AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A C A C B Approach Delay Approach LOS A A C B Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.44 Intersection Signal Delay: 4.8 Intersection LOS: A Intersection Capacity Utilization 8.6% ICU Level of Service D Analysis Period (min) 15 Existing AM Page 8

60 214 Existing AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Existing AM Page 9

61 HCM 21 TWSC 214 Existing AM 12: McNicoll Avenue & RIRO Driveway 6/13/214 Intersection Int Delay, s/veh.1 Movement EBL EBT WBT WBR SBL SBR 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, % 2 2 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 15.3 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A - - D B HCM 95th %tile Q(veh) Existing AM Page 1

62 Existing 214 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 7% % 4% 4% 1% % 7% % 2% 9% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Existing AM Page 1

63 Existing 214 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 36.7% 9.2% 33.3% 9.2% 45.% 9.2% 45.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C D B C B C Approach Delay Approach LOS C D C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.62 Intersection Signal Delay: 31.4 Intersection Capacity Utilization 83.% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Existing AM Page 2

64 Existing 214 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue Existing AM Page 3

65 Existing 214 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 3% 4% 1% 5% 3% 7% 1% 2% 1% 6% 6% 17% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA Perm NA pm+pt NA Protected Phases Permitted Phases Existing AM Page 4

66 Existing 214 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 36.3% 36.3% 12.5% 48.8% 38.8% 38.8% 12.5% 51.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max Max Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C B C C B B Approach Delay Approach LOS C B C B Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 7 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.56 Intersection Signal Delay: 2. Intersection Capacity Utilization 8.6% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Existing AM Page 5

67 Existing 214 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Existing AM Page 6

68 Existing 214 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 3% 4% % % 3% 17% 17% % 17% 1% % 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Existing AM Page 7

69 Existing 214 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A C C C A Approach Delay Approach LOS A A C A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.2 Intersection Signal Delay: 3.1 Intersection LOS: A Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15 Existing AM Page 8

70 Existing 214 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Existing AM Page 9

71 HCM 21 TWSC Existing 214 PM 12: McNicoll Avenue & RIRO Driveway 6/13/214 Intersection Int Delay, s/veh.5 Movement EBL EBT WBT WBR SBL SBR 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, % 2 2 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) Existing AM Page 1

72 Existing 214 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% 1% 3% 3% 2% % 2% % % 8% % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Existing AM Page 1

73 Existing 214 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 36.7% 9.2% 33.3% 9.2% 45.% 9.2% 45.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D E D D C E D D Approach Delay Approach LOS E D D D Queue Length 5th (m) Queue Length 95th (m) #46.3 #182.9 # #223.3 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Natural Cycle: 11 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.99 Intersection Signal Delay: 49.6 Intersection LOS: D Intersection Capacity Utilization 98.7% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing AM Page 2

74 Existing 214 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue Existing AM Page 3

75 Existing 214 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 2% % 4% 2% 2% % 3% % 2% 5% 14% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA Perm NA pm+pt NA Protected Phases Permitted Phases Existing AM Page 4

76 Existing 214 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 36.3% 36.3% 12.5% 48.8% 38.8% 38.8% 12.5% 51.3% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max Max Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C D B B C C C B Approach Delay Approach LOS D B C B Queue Length 5th (m) 13.3 ~ Queue Length 95th (m) 29.3 # # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 8 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.97 Intersection Signal Delay: 29.8 Intersection Capacity Utilization 86.3% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service E Existing AM Page 5

77 Existing 214 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 6: Midland Avenue & McNicoll Avenue Existing AM Page 6

78 Existing 214 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % % 2% % % % % % % % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Existing AM Page 7

79 Existing 214 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A C A C A Approach Delay Approach LOS A A B A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.39 Intersection Signal Delay: 3.8 Intersection LOS: A Intersection Capacity Utilization 77.% ICU Level of Service D Analysis Period (min) 15 Existing AM Page 8

80 Existing 214 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Existing AM Page 9

81 HCM 21 TWSC Existing 214 PM 12: McNicoll Avenue & RIRO Driveway 6/13/214 Intersection Int Delay, s/veh.3 Movement EBL EBT WBT WBR SBL SBR 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, % 2 2 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) Existing AM Page 1

82 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Appendix C - Intersection Analyses, Future Background Traffic JULY 214

83 Future Background 219 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 5% % 1% 3% 1% % 5% % 3% 16% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases /28/214 Baseline Synchro 8 Report Page 1

84 Future Background 219 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 8.3% 35.8% 1.8% 38.3% 1.8% 41.7% 11.7% 42.5% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C C B C C C Approach Delay Approach LOS C C C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.66 Intersection Signal Delay: 31.9 Intersection Capacity Utilization 8.6% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service D 2/28/214 Baseline Synchro 8 Report Page 2

85 Future Background 219 3: Kennedy Road & McNicoll Avenue 6/13/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue 2/28/214 Baseline Synchro 8 Report Page 3

86 Future Background 219 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % 6% 3% 8% 5% 4% 5% 4% 5% 7% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA pm+pt NA Perm NA Protected Phases Permitted Phases /28/214 Baseline Synchro 8 Report Page 4

87 Future Background 219 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 4.% 4.% 12.5% 52.5% 12.5% 47.5% 35.% 35.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max None Max Max Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C B B B B C C Approach Delay Approach LOS C B B C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 75 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.67 Intersection Signal Delay: 2.9 Intersection Capacity Utilization 9.4% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E 2/28/214 Baseline Synchro 8 Report Page 5

88 Future Background 219 6: Midland Avenue & McNicoll Avenue 6/13/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue 2/28/214 Baseline Synchro 8 Report Page 6

89 Future Background 219 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 4% % % 3% % % % % 33% % % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases /28/214 Baseline Synchro 8 Report Page 7

90 Future Background 219 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A D C C A Approach Delay Approach LOS A A C A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.32 Intersection Signal Delay: 4. Intersection LOS: A Intersection Capacity Utilization 69.1% ICU Level of Service C Analysis Period (min) 15 2/28/214 Baseline Synchro 8 Report Page 8

91 Future Background 219 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue 2/28/214 Baseline Synchro 8 Report Page 9

92 Future Background : Redlea Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 6.8% 6.8% 6.8% 6.8% 6.8% 39.2% 39.2% 39.2% 39.2% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay /28/214 Baseline Synchro 8 Report Page 1

93 Future Background : Redlea Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Queue Delay Total Delay LOS B B B B A C C C C Approach Delay Approach LOS B B C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio:.41 Intersection Signal Delay: 18.4 Intersection LOS: B Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 14: Redlea Avenue & McNicoll Avenue 2/28/214 Baseline Synchro 8 Report Page 11

94 HCM 21 TWSC Future Background : McNicoll Avenue & RIRO Driveway 6/16/214 Intersection Int Delay, s/veh.4 Movement EBL EBT WBT WBR SBL SBR 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A - - C B HCM 95th %tile Q(veh) /28/214 Baseline Synchro 8 Report Page 1

95 HCM 21 TWSC Future Background : Redlea Avenue & Garage Access 6/16/214 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT 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 A Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - A A - HCM 95th %tile Q(veh) /28/214 Baseline Synchro 8 Report Page 2

96 HCM 21 TWSC Future Background : Redlea Avenue 6/16/214 Intersection Int Delay, s/veh Movement EBL EBR NBL NBT SBT SBR 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 Minor2 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 EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - A - - HCM 95th %tile Q(veh) /28/214 Baseline Synchro 8 Report Page 3

97 Future Background 219 AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 4% % 1% 2% % % 4% 4% 4% 4% 4% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Future bkgd AM Page 1

98 Future Background 219 AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 8.3% 35.8% 1.8% 38.3% 1.8% 41.7% 11.7% 42.5% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D D C E D D E D Approach Delay Approach LOS D E D D Queue Length 5th (m) Queue Length 95th (m) # #191.7 #54.7 #186.8 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.98 Intersection Signal Delay: 49. Intersection LOS: D Intersection Capacity Utilization 96.9% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Future bkgd AM Page 2

99 Future Background 219 AM 3: Kennedy Road & McNicoll Avenue 6/13/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue Future bkgd AM Page 3

100 Future Background 219 AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% 3% 4% 2% 6% 2% 3% % 4% 3% 12% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA pm+pt NA Perm NA Protected Phases Permitted Phases Future bkgd AM Page 4

101 Future Background 219 AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 4.% 4.% 12.5% 52.5% 12.5% 47.5% 35.% 35.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max None Max Max Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F C C C C B C C Approach Delay Approach LOS C C B C Queue Length 5th (m) Queue Length 95th (m) # # #36.3 #86.7 Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 8 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.86 Intersection Signal Delay: 26.5 Intersection LOS: C Intersection Capacity Utilization 1.8% ICU Level of Service G Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Future bkgd AM Page 5

102 Future Background 219 AM 6: Midland Avenue & McNicoll Avenue 6/13/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Future bkgd AM Page 6

103 Future Background 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 3% 3% 14% % 2% 2% 2% % % 1% % 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Future bkgd AM Page 7

104 Future Background 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A C A C C Approach Delay Approach LOS A A C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio:.5 Intersection Signal Delay: 5.5 Intersection LOS: A Intersection Capacity Utilization 82.8% ICU Level of Service E Analysis Period (min) 15 Future bkgd AM Page 8

105 Future Background 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Future bkgd AM Page 9

106 Future Background 219 AM 14: Redlea Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 6.8% 6.8% 6.8% 6.8% 6.8% 39.2% 39.2% 39.2% 39.2% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Future bkgd AM Page 1

107 Future Background 219 AM 14: Redlea Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Queue Delay Total Delay LOS C B B C A C C C C Approach Delay Approach LOS B B C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 6 Control Type: Pretimed Maximum v/c Ratio:.66 Intersection Signal Delay: 21.7 Intersection LOS: C Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 14: Redlea Avenue & McNicoll Avenue Future bkgd AM Page 11

108 HCM 21 TWSC Future Background 219 AM 12: McNicoll Avenue & RIRO Driveway 6/16/214 Intersection Int Delay, s/veh.1 Movement EBL EBT WBT WBR SBL SBR 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, % 2 2 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 15.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A - - D B HCM 95th %tile Q(veh) Future bkgd AM Page 1

109 HCM 21 TWSC Future Background 219 AM 17: Redlea Avenue & Garage Access 6/16/214 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT 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 A Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - A A - HCM 95th %tile Q(veh) Future bkgd AM Page 2

110 HCM 21 TWSC Future Background 219 AM 19: Redlea Avenue 6/16/214 Intersection Int Delay, s/veh Movement EBL EBR NBL NBT SBT SBR 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 Minor2 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 EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - A - - HCM 95th %tile Q(veh) Future bkgd AM Page 3

111 Future Background 219 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 7% % 4% 4% 1% % 7% % 2% 9% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases /28/214 Baseline Synchro 8 Report Page 1

112 Future Background 219 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 38.3% 8.3% 34.2% 8.3% 45.% 8.3% 45.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C D C D B C C C Approach Delay Approach LOS C D C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.69 Intersection Signal Delay: 32.7 Intersection Capacity Utilization 83.7% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E 2/28/214 Baseline Synchro 8 Report Page 2

113 Future Background 219 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue 2/28/214 Baseline Synchro 8 Report Page 3

114 Future Background 219 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 3% 4% 1% 5% 3% 7% 1% 2% 1% 6% 6% 17% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA Perm NA pm+pt NA Protected Phases Permitted Phases /28/214 Baseline Synchro 8 Report Page 4

115 Future Background 219 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 43.8% 43.8% 12.5% 56.3% 31.3% 31.3% 12.5% 43.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max Max Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C B B C C C C Approach Delay Approach LOS C B C C Queue Length 5th (m) Queue Length 95th (m) # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 7 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.66 Intersection Signal Delay: 21. Intersection LOS: C Intersection Capacity Utilization 83.8% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2/28/214 Baseline Synchro 8 Report Page 5

116 Future Background 219 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue 2/28/214 Baseline Synchro 8 Report Page 6

117 Future Background 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 3% 4% % % 3% 17% 17% % 17% 1% % 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases /28/214 Baseline Synchro 8 Report Page 7

118 Future Background 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A C C C A Approach Delay Approach LOS A A C A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.24 Intersection Signal Delay: 3.1 Intersection LOS: A Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15 2/28/214 Baseline Synchro 8 Report Page 8

119 Future Background 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue 2/28/214 Baseline Synchro 8 Report Page 9

120 Future Background 219 PM 14: Redlea Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 49.2% 49.2% 49.2% 49.2% 49.2% 5.8% 5.8% 5.8% 5.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay /28/214 Baseline Synchro 8 Report Page 1

121 Future Background 219 PM 14: Redlea Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Queue Delay Total Delay LOS C C C C A B C C C Approach Delay Approach LOS C C C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 5 Control Type: Pretimed Maximum v/c Ratio:.64 Intersection Signal Delay: 24.6 Intersection LOS: C Intersection Capacity Utilization 76.1% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 14: Redlea Avenue & McNicoll Avenue 2/28/214 Baseline Synchro 8 Report Page 11

122 HCM 21 TWSC Future Background 219 PM 12: McNicoll Avenue & RIRO Driveway 6/16/214 Intersection Int Delay, s/veh.5 Movement EBL EBT WBT WBR SBL SBR 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, % 3 3 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) /28/214 Baseline Synchro 8 Report Page 1

123 HCM 21 TWSC Future Background 219 PM 17: Redlea Avenue & Garage Access 6/16/214 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT 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 A Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - A A - HCM 95th %tile Q(veh) /28/214 Baseline Synchro 8 Report Page 2

124 HCM 21 TWSC Future Background 219 PM 19: Redlea Avenue 6/16/214 Intersection Int Delay, s/veh Movement EBL EBR NBL NBT SBT SBR 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 Minor2 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 EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - A - - HCM 95th %tile Q(veh) /28/214 Baseline Synchro 8 Report Page 3

125 Future Background 219 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % % 3% 1% % 3% % % 8% % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Existing AM Page 1

126 Future Background 219 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 38.3% 8.3% 34.2% 8.3% 45.% 8.3% 45.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D F F D C E E D Approach Delay Approach LOS F D E D Queue Length 5th (m) 3. ~ ~ Queue Length 95th (m) #49. #222.5 # #22.3 #24.5 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Natural Cycle: 13 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.8 Intersection Signal Delay: 61.4 Intersection Capacity Utilization 16.6% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. Intersection LOS: E ICU Level of Service G Existing AM Page 2

127 Future Background 219 PM 3: Kennedy Road & McNicoll Avenue 6/13/214 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: Kennedy Road & McNicoll Avenue Existing AM Page 3

128 Future Background 219 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 2% % 4% 2% 2% % 3% % 2% 5% 14% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA Perm NA pm+pt NA Protected Phases Permitted Phases Existing AM Page 4

129 Future Background 219 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 43.8% 43.8% 12.5% 56.3% 31.3% 31.3% 12.5% 43.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max Max Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C B B D E C C Approach Delay Approach LOS C B E C Queue Length 5th (m) Queue Length 95th (m) 29.1 # #41.2 #13.8 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 8 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.99 Intersection Signal Delay: 32.4 Intersection LOS: C Intersection Capacity Utilization 91.4% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing AM Page 5

130 Future Background 219 PM 6: Midland Avenue & McNicoll Avenue 6/13/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Existing AM Page 6

131 Future Background 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % % 2% % % % % % % % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Existing AM Page 7

132 Future Background 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A C A C A Approach Delay Approach LOS A A B A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.45 Intersection Signal Delay: 4.2 Intersection LOS: A Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15 Existing AM Page 8

133 Future Background 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/13/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Existing AM Page 9

134 Future Background 219 PM 14: Redlea Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 49.2% 49.2% 49.2% 49.2% 49.2% 5.8% 5.8% 5.8% 5.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Existing AM Page 1

135 Future Background 219 PM 14: Redlea Avenue & McNicoll Avenue 6/13/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Queue Delay Total Delay LOS D D D C A C C C D Approach Delay Approach LOS D C C D Queue Length 5th (m) Queue Length 95th (m) # # #228.4 Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 7 Control Type: Pretimed Maximum v/c Ratio:.86 Intersection Signal Delay: 33.1 Intersection LOS: C Intersection Capacity Utilization 1.9% ICU Level of Service G Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 14: Redlea Avenue & McNicoll Avenue Existing AM Page 11

136 HCM 21 TWSC Future Background 219 PM 12: McNicoll Avenue & RIRO Driveway 6/16/214 Intersection Int Delay, s/veh.3 Movement EBL EBT WBT WBR SBL SBR 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, % 2 2 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) Existing AM Page 1

137 HCM 21 TWSC Future Background 219 PM 17: Redlea Avenue & Garage Access 6/16/214 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT 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 A Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - A A - HCM 95th %tile Q(veh) Existing AM Page 2

138 HCM 21 TWSC Future Background 219 PM 2: Redlea Avenue 6/16/214 Intersection Int Delay, s/veh Movement EBL EBR NBL NBT SBT SBR 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 Minor2 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 EB NB SB HCM Control Delay, s HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - A - - HCM 95th %tile Q(veh) Existing AM Page 3

139 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Appendix D - Intersection Analyses, Total Future Traffic JULY 214

140 Future Total 219 AM 3: Kennedy Road & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 6% % 1% 3% 1% % 5% 7% 3% 16% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Future AM Page 1

141 Future Total 219 AM 3: Kennedy Road & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 8.3% 35.8% 1.8% 38.3% 1.8% 41.7% 11.7% 42.5% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C C C B C C C Approach Delay Approach LOS C C C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.69 Intersection Signal Delay: 32.4 Intersection Capacity Utilization 8.6% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service D Future AM Page 2

142 Future Total 219 AM 3: Kennedy Road & McNicoll Avenue 6/17/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue Future AM Page 3

143 Future Total 219 AM 6: Midland Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % 6% 3% 8% 6% 4% 5% 3% 5% 7% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA pm+pt NA Perm NA Protected Phases Permitted Phases Future AM Page 4

144 Future Total 219 AM 6: Midland Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 4.% 4.% 12.5% 52.5% 12.5% 47.5% 35.% 35.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max None Max Max Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C B B B B C C Approach Delay Approach LOS C B B C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 75 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.64 Intersection Signal Delay: 2.5 Intersection Capacity Utilization 9.5% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Future AM Page 5

145 Future Total 219 AM 6: Midland Avenue & McNicoll Avenue 6/17/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Future AM Page 6

146 Future Total 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 4% % % 4% % % % % 33% % % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Future AM Page 7

147 Future Total 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A D C C A Approach Delay Approach LOS A A C A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.31 Intersection Signal Delay: 3.9 Intersection LOS: A Intersection Capacity Utilization 69.1% ICU Level of Service C Analysis Period (min) 15 Future AM Page 8

148 Future Total 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Future AM Page 9

149 Future Total 219 AM 14: Redlea Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 17% 2% 2% 2% 2% 4% 2% 12% 2% 2% 1% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 6.8% 6.8% 6.8% 6.8% 6.8% 39.2% 39.2% 39.2% 39.2% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Future AM Page 1

150 Future Total 219 AM 14: Redlea Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay Queue Delay Total Delay LOS B B B B A C C C C Approach Delay Approach LOS B B C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio:.46 Intersection Signal Delay: 19.1 Intersection LOS: B Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 14: Redlea Avenue & McNicoll Avenue Future AM Page 11

151 HCM 21 TWSC Future Total 219 AM 12: McNicoll Avenue & RIRO Driveway 6/17/214 Intersection Int Delay, s/veh.4 Movement EBL EBT WBT WBR SBL SBR 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) Future AM Page 1

152 HCM 21 TWSC Future Total 219 AM 17: Redlea Avenue 6/17/214 Intersection Int Delay, s/veh.4 Movement WBL WBR NBT NBR SBL SBT 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 NBR WBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B A - HCM 95th %tile Q(veh) Future AM Page 2

153 HCM 21 TWSC Future Total 219 AM 19: Redlea Avenue & Parking 6/17/214 Intersection Int Delay, s/veh.3 Movement EBL EBR NBL NBT SBT SBR 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, % 11 1 Mvmt Flow Major/Minor Minor2 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 EB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - B - - HCM 95th %tile Q(veh) Future AM Page 3

154 Future Total 219 AM 3: Kennedy Road & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 3% % 1% 2% 1% % 4% 4% 4% 4% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Future AM Page 1

155 Future Total 219 AM 3: Kennedy Road & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 8.3% 35.8% 1.8% 38.3% 1.8% 41.7% 11.7% 42.5% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D D C E D D E D Approach Delay Approach LOS D E D D Queue Length 5th (m) Queue Length 95th (m) # #192.1 #54.7 #187.1 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.98 Intersection Signal Delay: 49.1 Intersection LOS: D Intersection Capacity Utilization 97.% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Future AM Page 2

156 Future Total 219 AM 3: Kennedy Road & McNicoll Avenue 6/17/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue Future AM Page 3

157 Future Total 219 AM 6: Midland Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% 3% 4% 2% 6% 2% 3% % 4% 3% 12% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA pm+pt NA Perm NA Protected Phases Permitted Phases Future AM Page 4

158 Future Total 219 AM 6: Midland Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 4.% 4.% 12.5% 52.5% 12.5% 47.5% 35.% 35.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max None Max Max Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F C C C C B C C Approach Delay Approach LOS C C B C Queue Length 5th (m) Queue Length 95th (m) # # #36.3 #86.7 Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 8 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.86 Intersection Signal Delay: 26.5 Intersection LOS: C Intersection Capacity Utilization 1.8% ICU Level of Service G Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Future AM Page 5

159 Future Total 219 AM 6: Midland Avenue & McNicoll Avenue 6/17/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Future AM Page 6

160 Future Total 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 3% 3% 14% % 2% 2% 2% % % 1% % 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Future AM Page 7

161 Future Total 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A C A C C Approach Delay Approach LOS A A C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio:.5 Intersection Signal Delay: 5.5 Intersection LOS: A Intersection Capacity Utilization 82.8% ICU Level of Service E Analysis Period (min) 15 Future AM Page 8

162 Future Total 219 AM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Future AM Page 9

163 Future Total 219 AM 14: Redlea Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 1% 2% 2% 1% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 6.8% 6.8% 6.8% 6.8% 6.8% 39.2% 39.2% 39.2% 39.2% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Future AM Page 1

164 Future Total 219 AM 14: Redlea Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay Queue Delay Total Delay LOS D B B C A C C C C Approach Delay Approach LOS B B C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 6 Control Type: Pretimed Maximum v/c Ratio:.66 Intersection Signal Delay: 21.8 Intersection LOS: C Intersection Capacity Utilization 71.5% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 14: Redlea Avenue & McNicoll Avenue Future AM Page 11

165 HCM 21 TWSC Future Total 219 AM 12: McNicoll Avenue & RIRO Driveway 6/17/214 Intersection Int Delay, s/veh.1 Movement EBL EBT WBT WBR SBL SBR 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, % 2 2 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 15.8 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS B A - - D B HCM 95th %tile Q(veh) Future AM Page 1

166 HCM 21 TWSC Future Total 219 AM 17: Redlea Avenue 6/17/214 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT 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 14.3 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - B B - HCM 95th %tile Q(veh) Future AM Page 2

167 HCM 21 TWSC Future Total 219 AM 19: Redlea Avenue 6/17/214 Intersection Int Delay, s/veh.3 Movement EBL EBR NBL NBT SBT SBR 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, % 1 1 Mvmt Flow Major/Minor Minor2 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 EB NB SB HCM Control Delay, s HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - B - - HCM 95th %tile Q(veh) Future AM Page 3

168 Future Total 219 PM 3: Kennedy Road & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 7% % 1% 4% 1% % 7% % 2% 9% 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Future PM Page 1

169 Future Total 219 PM 3: Kennedy Road & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 38.3% 8.3% 34.2% 8.3% 45.% 8.3% 45.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C D C D B C C C Approach Delay Approach LOS C D C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Natural Cycle: 1 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.68 Intersection Signal Delay: 32.3 Intersection Capacity Utilization 83.8% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Future PM Page 2

170 Future Total 219 PM 3: Kennedy Road & McNicoll Avenue 6/17/214 Splits and Phases: 3: Kennedy Road & McNicoll Avenue Future PM Page 3

171 Future Total 219 PM 6: Midland Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 3% 4% 1% 5% 3% 7% 1% 2% 1% 6% 6% 17% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA Perm NA pm+pt NA Protected Phases Permitted Phases Future PM Page 4

172 Future Total 219 PM 6: Midland Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 43.8% 43.8% 12.5% 56.3% 31.3% 31.3% 12.5% 43.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max Max Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C B B C C C C Approach Delay Approach LOS C B C C Queue Length 5th (m) Queue Length 95th (m) # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 7 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.7 Intersection Signal Delay: 21.6 Intersection LOS: C Intersection Capacity Utilization 83.8% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Future PM Page 5

173 Future Total 219 PM 6: Midland Avenue & McNicoll Avenue 6/17/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Future PM Page 6

174 Future Total 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 3% 4% % % 3% 17% 17% % 17% 1% % 3% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Future PM Page 7

175 Future Total 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A C C C A Approach Delay Approach LOS A A C A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.24 Intersection Signal Delay: 3.1 Intersection LOS: A Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15 Future PM Page 8

176 Future Total 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Future PM Page 9

177 Future Total 219 PM 14: Redlea Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 3% 5% 16% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 49.2% 49.2% 49.2% 49.2% 49.2% 5.8% 5.8% 5.8% 5.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Future PM Page 1

178 Future Total 219 PM 14: Redlea Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay Queue Delay Total Delay LOS C C C C A B C C C Approach Delay Approach LOS C C C C Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 5 Control Type: Pretimed Maximum v/c Ratio:.71 Intersection Signal Delay: 25.3 Intersection LOS: C Intersection Capacity Utilization 78.% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 14: Redlea Avenue & McNicoll Avenue Future PM Page 11

179 HCM 21 TWSC Future Total 219 PM 12: McNicoll Avenue & RIRO Driveway 6/17/214 Intersection Int Delay, s/veh.5 Movement EBL EBT WBT WBR SBL SBR 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, % 3 2 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) Future PM Page 1

180 HCM 21 TWSC Future Total 219 PM 17: Redlea Avenue & Garage Access 6/17/214 Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT 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 23.7 HCM LOS C Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - C A - HCM 95th %tile Q(veh) Future PM Page 2

181 HCM 21 TWSC Future Total 219 PM 19: Redlea Avenue & Parking 6/17/214 Intersection Int Delay, s/veh.1 Movement EBL EBR NBL NBT SBT SBR 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, % 2 6 Mvmt Flow Major/Minor Minor2 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 EB NB SB HCM Control Delay, s.2 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - A - - HCM 95th %tile Q(veh) Future PM Page 3

182 Future Total 219 PM 3: Kennedy Road & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % % 3% 1% % 3% % % 8% % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Future PM Page 1

183 Future Total 219 PM 3: Kennedy Road & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 12.5% 38.3% 8.3% 34.2% 8.3% 45.% 8.3% 45.% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode None Max None Max None Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D F F D C E E D Approach Delay Approach LOS F D E D Queue Length 5th (m) 3. ~ ~ Queue Length 95th (m) #49.3 #222.8 # #22.3 #241. # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Natural Cycle: 13 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.8 Intersection Signal Delay: 61.6 Intersection Capacity Utilization 16.7% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. Intersection LOS: E ICU Level of Service G Future PM Page 2

184 Future Total 219 PM 3: Kennedy Road & McNicoll Avenue 6/17/214 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: Kennedy Road & McNicoll Avenue Future PM Page 3

185 Future Total 219 PM 6: Midland Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 2% % 4% 2% 2% % 3% % 2% 5% 14% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA pm+pt NA Perm NA pm+pt NA Protected Phases Permitted Phases Future PM Page 4

186 Future Total 219 PM 6: Midland Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 43.8% 43.8% 12.5% 56.3% 31.3% 31.3% 12.5% 43.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Vehicle Extension (s) Recall Mode Max Max None Max Max Max None Max Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C C B B D E C C Approach Delay Approach LOS C B E C Queue Length 5th (m) Queue Length 95th (m) 29.1 # #41.2 #13.8 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Natural Cycle: 8 Control Type: Semi Act-Uncoord Maximum v/c Ratio:.99 Intersection Signal Delay: 32.4 Intersection LOS: C Intersection Capacity Utilization 91.4% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Future PM Page 5

187 Future Total 219 PM 6: Midland Avenue & McNicoll Avenue 6/17/214 Splits and Phases: 6: Midland Avenue & McNicoll Avenue Future PM Page 6

188 Future Total 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) % 2% % % 2% % % % % % % % Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) Trailing Detector (m) Detector 1 Position(m) Detector 1 Size(m) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(m) Detector 2 Size(m) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Future PM Page 7

189 Future Total 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 61.3% 61.3% 61.3% 61.3% 38.8% 38.8% 38.8% 38.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode C-Max C-Max C-Max C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A C A C A Approach Delay Approach LOS A A B A Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 8 Actuated Cycle Length: 8 Offset: 1 (1%), Referenced to phase 4:EBTL and 8:WBTL, Start of Green Natural Cycle: 5 Control Type: Actuated-Coordinated Maximum v/c Ratio:.32 Intersection Signal Delay: 4. Intersection LOS: A Intersection Capacity Utilization 71.7% ICU Level of Service C Analysis Period (min) 15 Future PM Page 8

190 Future Total 219 PM 9: Silver Star Boulevard & McNicoll Avenue 6/17/214 Splits and Phases: 9: Silver Star Boulevard & McNicoll Avenue Future PM Page 9

191 Future Total 219 PM 14: Redlea Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (k/h) Link Distance (m) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) Link Offset(m).... Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Turn Type Perm NA Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 49.2% 49.2% 49.2% 49.2% 49.2% 5.8% 5.8% 5.8% 5.8% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Future PM Page 1

192 Future Total 219 PM 14: Redlea Avenue & McNicoll Avenue 6/17/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Queue Delay Total Delay LOS D D D C A C C C D Approach Delay Approach LOS D C C D Queue Length 5th (m) Queue Length 95th (m) # # #233.3 Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 7 Control Type: Pretimed Maximum v/c Ratio:.87 Intersection Signal Delay: 33.4 Intersection LOS: C Intersection Capacity Utilization 11.4% ICU Level of Service G Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 14: Redlea Avenue & McNicoll Avenue Future PM Page 11

193 HCM 21 TWSC Future Total 219 PM 12: McNicoll Avenue & RIRO Driveway 6/17/214 Intersection Int Delay, s/veh.4 Movement EBL EBT WBT WBR SBL SBR 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, % 2 2 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 SBLn2 Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - - C B HCM 95th %tile Q(veh) Future PM Page 1

194 HCM 21 TWSC Future Total 219 PM 17: Redlea Avenue & Garage Access 6/17/214 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT 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 19.8 HCM LOS C Minor Lane/Major Mvmt NBT NBR WBLn1 SBL SBT Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS - - C A - HCM 95th %tile Q(veh) Future PM Page 2

195 HCM 21 TWSC Future Total 219 PM 19: Redlea Avenue & Parking 6/17/214 Intersection Int Delay, s/veh.2 Movement EBL EBR NBL NBT SBT SBR 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, % 2 2 Mvmt Flow Major/Minor Minor2 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 EB NB SB HCM Control Delay, s HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - C - - HCM 95th %tile Q(veh) Future PM Page 3

196 TRAFFIC IMPACT STUDY TTC MCNICOLL BUS GARAGE CITY OF TORONTO Appendix E- Signal Timing Reports JULY 214

197 PROGRAMMING SHEET LOCATION: Midland Ave. & McNicoll Ave. DISTRICT: Scarborough PX: 154 COMPUTER SYSTEM: Series 2 N MODE/COMMENT: FXT/ RLC CONTROLLER/CABINET TYPE: Econolite ASC21 / M PREPARED/CHECKED BY: NG/HL CONFLICT FLASH: Red & Red PREPARATION DATE: August 25, 25 DESIGN WALK SPEED: 1.2 m/s OFF1 AM PM OFF2 NEMA Phase All Other 6:3-15:45-9:15- Phase Mode Times 9:15 M-F 18:15 M-F 15:45 M-F (Fixed/Demanded/Callable) Remarks (Plan 1) (Plan 2) (Plan 3) (Plan 4) Pedestrian Minimums: 1 WLK Callable/Extendable NSWK = 7 sec., NSFD = 12 sec. FDW by setback loop EWWK = 7 sec., EWFD = 1 sec. MIN 6 15:45-18:15, M - F. Left-Turn Passage Time = 2 secs MAX 6 AMB 3 ALR 1 Midland Ave 2 WLK 7 Fixed FDW 12 MIN 19 MAX AMB 4 ALR 2 3 WLK Callable/Extendable FDW by setback loop MIN 6 6:3-18:15, M - F. MAX AMB 3 ALR 1 McNicoll Ave 4 WLK 7 Fixed FDW 1 MIN 17 MAX AMB 4 ALR 2 5 WLK Callable/Extendable FDW by setback loop MIN 6 6:3-9:15, M - F. MAX 6 AMB 3 ALR 1 Midland Ave 6 WLK 7 Fixed FDW 12 MIN 19 MAX AMB 4 ALR 2 7 WLK FDW NOT USED MIN MAX AMB ALR McNicoll Ave 8 WLK 7 Fixed FDW 1 MIN 17 MAX AMB 4 ALR 2 CL OF NOTES: Date Implemented: 3-Nov-5 Red Light Camera installed on 7/4/27.

198 LOCATION: MODE/COMMENT: Kennedy Rd & McNicoll Ave FXT PX: 1586 PREPARED/CHECKED BY: JM PREPARATION DATE: November 9, 212 IMPLEMENTATION DATE: November 9, 212 NEMA Phase Local Plan System Plan DISTRICT: COMPUTER SYSTEM: CONTROLLER/CABINET TYPE: CONFLICT FLASH: DESIGN WALK SPEED: CHANNEL/DROP: 19/2 Scarborough TransSuite EPAC 3668 M51 / TS2T1 Red & Red 1. m/s (FDW based on full crossing at 1.2 m/s) OFF AM PM WEEKEND Phase Mode Remarks All Other 6:3-9:3 15:45-18:3 9: -18: (Fixed/Demanded or Times M-F M-F SAT & SUN Callable) C1S11 C1S2O1 C1S3O1 C1S4O1 Plan 1 Plan 4 Plan 7 Plan 1 Pedestrian Minimums: 1 WLK Callable/Extendable NSWK = 7 sec, NSFD = 21 sec FDW 24 hours EWWK = 7 sec, EWFD = 25 sec MIN 6 by setback loop Left-Turn passage = 2 sec. MAX 6 AMB 3 ALR 1 SPLIT Kennedy Rd 2 WLK 7 Fixed FDW 21 MIN 28 MAX 33 AMB 4 ALR 2 SPLIT WLK Callable/Extendable FDW 6:3-9:3 & 15:45-18:3, M-F MIN 6 9:-18: SAT & SUN MAX 6 by setback loop AMB 3 ALR 1 SPLIT McNicoll Ave 4 WLK 7 Fixed FDW 25 MIN 32 MAX 32 AMB 4 ALR 3 SPLIT WLK Callable/Extendable FDW 24 hours MIN 6 by setback loop MAX 6 AMB 3 ALR 1 SPLIT Kennedy Rd 6 WLK 7 Fixed FDW 21 MIN 28 MAX 33 AMB 4 ALR 2 SPLIT WLK Callable/Extendable FDW 6:3-9:3 & 15:45-18:3, M-F MIN 6 9:-18: SAT & SUN MAX 6 by setback loop AMB 3 ALR 1 SPLIT McNicoll Ave 8 WLK 7 Fixed FDW 25 MIN 32 MAX 32 AMB 4 ALR 3 SPLIT N N NOTES: CL OFF PX1586.XLS 11/12/212

199 LOCATION: McNicoll Ave. & Silver Star Blvd. MODE/COMMENT: SA2-VMG with WRM and 2-wire Polara APS PX: 1958 PREPARED/CHECKED BY: NEMA Phase HP / HL PREPARATION DATE: August 13, 29 IMPLEMENTATION DATE: September 1, 29 Local Plan System Plan OFF AM PM All Other Times DISTRICT: Scarborough COMPUTER SYSTEM: TransSuite N CONTROLLER/CABINET TYPE: EPAC 3668 M51 / TS2 T1 CONFLICT FLASH: Red & Red DESIGN WALK SPEED: 1. m/s (FDW based on full 1.2 m/s) CHANNEL/DROP: 26 / 8 6:3-9:15 15:45-18:15 Phase Mode M-F M-F (Fixed/Demanded/Callable) C1/S1/1 C1/S2/1 C1/S3/1 (Plan 1) (Plan 4) (Plan 7) Pedestrian Minimums: 1 WLK EWWK = 7 sec., EWFD = 21 sec. FDW NSWK = 7 sec., NSFD = 16 sec. NOT USED MIN NS phase is callable by vehicle or pedestrian MAX1 actuation. If a vehicle call is received, the AMB minimum NSG is 7 seconds. If ongoing vehicle ALR demand exists on the stopbar loop, the NSG is SPLIT capable of providing vehicle extensions up to the McNicoll Ave. maximum green split. If a pedestrian call is received, 2 WLK 7 received, the pedestrian minimums will be served. FDW 21 The NSWK & NSFD are only displayed on the MIN 28 Fixed. pedestrian signal heads if a pedestrian call is MAX1 28 received. Extension time is based on vehicle AMB 4 demand. Unused extension time is allocated to ALR 3 the EWG. SPLIT EWFD reverts to EWWK if there is no side street demand at the end of the EWFD. 3 WLK Side Street Passage Time = 3 sec. FDW Signal serves EWFD every cycle to improve NOT USED MIN response to main street APS and side street MAX1 vehicle demand. Side street decision point is at AMB the end of EWFD. ALR Actuated APS on during 7 seconds of EW & NS SPLIT walk periods only. Silver Star Blvd. Extended Push Activation = 3 sec. 4 WLK 7 NS pushbuttons monitored on local detector #2. FDW 16 Callable by stopbar loop EW pushbuttons monitored on local detector #6. MIN 7 and/or pushbutton; MAX1 23 Extendable by stopbar loop. AMB 4 ALR 3 SPLIT WLK FDW NOT USED MIN MAX1 AMB ALR SPLIT McNicoll Ave. 6 WLK 7 FDW 21 MIN 28 Fixed. MAX1 28 AMB 4 ALR 3 SPLIT WLK FDW NOT USED MIN MAX1 AMB ALR SPLIT Silver Star Blvd. 8 WLK 7 FDW 16 Callable by stopbar loop MIN 7 and/or pushbutton; MAX1 23 Extendable by stopbar loop. AMB 4 ALR 3 SPLIT CL OF Remarks NOTES: PX1958.XLS 5/22/212 T.C.S. activated at approximately 11:3 a.m. Signals picked up on TransSuite system control on Friday May 18, 212 at approximately 1:25 p.m.

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