STANDARD LIMITATIONS

Transcription

1

2

3 STANDARD LIMITATIONS This report was prepared by MMM Group (MMM) for the account of Spire Construction Inc. (the Client). The disclosure of any information contained in this report is the sole responsibility of the Client. The material in this report reflects MMM's best judgment in light of the information available to it at the time of preparation. Any use which a third party makes of this report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. MMM accepts no responsibility for damages, if any, suffered by a third party as a result of decisions made or actions based on this report. Prepared by: Julian Cheung, EIT Reviewed by: Mark Merlo, M.A.Sc., P.Eng, PTOE Approved by: Floris van Weelderen, P.Eng, PTOE Traffic Impact Study River Road Richmond, BC MMM Group October REP-01-Rev1 (TIS) i

4 PROJECT TEAM MEMBER LIST Project Manager: Technical Staff: Mark Merlo, M.A.Sc,. P.Eng, PTOE Julian Cheung, EIT ii

5 TABLE OF CONTENTS 1. INTRODUCTION SITE CONTEXT Proposed Development METHODOLOGY FINDINGS Existing Traffic Conditions Existing Road Geometry Existing Traffic Volumes Transit Service Pedestrian and Cyclist Facilities and Volumes Future Traffic Conditions Future Background Traffic Site-Generated Traffic Volumes Total Future Traffic Operational Analysis Existing (2015) Traffic Future (2026) Background Traffic (without Development) Future (2026) Total Traffic Vehicle Parking / On-site Layout Review Off-Street Parking Requirements and Provisions Site Access and Internal Circulation RECOMMENDATIONS SUMMARY AND CONCLUSIONS Traffic Impact Study River Road Richmond, BC MMM Group October REP-01-Rev1 (TIS) iii

6 LIST OF FIGURES Figure 1.1 Site Location... 2 Figure 2.1 Proposed Site Plan... 4 Figure 4.1 Existing Laning Configuration... 8 LIST OF TABLES Table 2.1 Site Description... 3 Table Existing Intersection Traffic Control and Geometry... 7 Table 4.2 Proposed Development Trip Rates... 9 Table 4.3 Site-Generated Traffic Volumes Table 4.4 Trip Distribution within the Study Area Table 4.5 Effect of Site-Generated Traffic in Table 4.6 Existing (2015) Operational Analysis Table 4.7 Future (2026) Background Traffic Operational Analysis Table 4.8 Future (2026) Total Traffic Operational Analysis Table 4.9 On-Site Parking Requirements APPENDICES Appendix A Raw Traffic Count Data Appendix B Turning Movement Figures Appendix C Synchro Analysis Results Appendix D AutoTURN Analysis iv

7 1. INTRODUCTION Spire Construction Inc. proposes to construct a 73,000 sq. ft. distribution warehouse facility with 83 parking stalls and 15 loading bays. The proposed warehouse development is located at River Road in Richmond, BC. The site is bounded by River Road to the north and existing industrial development to the east, south and west. Site access would be provided by one all movement access on River Road with a potential connection / access to the adjacent property on the east in the future. The site will not be served by rail. As part of the Project Permit Application, Port Metro Vancouver (Port) has identified the need for a Traffic Impact Study (TIS) which provides: An assessment of current site traffic as well as truck and/or rail traffic volumes anticipated, on site circulation, traffic distribution throughout the day and impacts to adjacent and nearby roads, access/egress and storage analysis for vehicles and/or rail cars accessing site as well as parking requirements; and Includes proposed hours of operation and staffing number and dimensioned site plan, showing circulation, buildings, new line painting, proposed rail tracks and any other proposed features. Consequently, Spire Construction Inc. retained MMM Group to prepare a Traffic Impact Study which addresses the Port s requirements. Situated in Port Metro Vancouver formerly Fraser Richmond Port Lands, Figure 1.1 shows the location of the proposed site. Traffic Impact Study River Road Richmond, BC 1 MMM Group October REP-01-Rev1 (TIS)

8 Figure 1.1 Site Location (Source: City of Richmond) 2

9 2. SITE CONTEXT 2.1 Proposed Development Table 2.1 describes the site and Figure 2.1 illustrates the proposed site plan. Table 2.1 Site Description Item Location relevant to existing transportation systems: Proposed land uses: Proposed development size: Planned phasing of development: Proposed access points and type of access: Description The site is bounded by River Road to the north and existing industrial development to the east, south and west The site is accessible from Knight Street via Bridgeport Road, No.5 Road and River Road. Industrial warehouse Warehouses are primarily devoted to the storage of materials, but they may also include office and maintenance areas. Industrial warehouse with a surface parking lot: Building 74,040 sq.ft. Office 5,700 sq. ft. Warehouse 68,270 sq. ft. One phase Horizon year(s) for traffic: 2026 One all-movement vehicle and truck access point on River Road. Traffic Impact Study River Road Richmond, BC 3 MMM Group October REP-01-Rev1 (TIS)

10 Figure 2.1 Proposed Site Plan (Source: Christopher Bozky Architects Ltd.) 4

11 3. METHODOLOGY In order to address the requirements, MMM Group completed the following work plan: Reviewed site plans and statistics for the proposed development. Confirmed Terms of Reference for the Traffic Impact Study with the Port which will highlight key assumptions to be used. o Study Area Intersections: River Road / No.5 Road River Road / Site Access o The study scenarios consist of: Existing (2016) weekday a.m. and p.m. peak hour Future (2026) weekday a.m. and p.m. peak hour without development Future (2026) weekday a.m. and p.m. peak hour with development Conducted a site visit on October 6, Visited the site and surroundings to clearly understand the site development in terms of current access, street laning, parking, pedestrian and cyclist facilities, transit, and traffic control measures. Conducted a data collection program: o Conducted turning movement counts at the study area intersections for the weekday a.m. and p.m. peak periods on September 29, 2016 and October 4, Assessed traffic impacts: o Documented the existing transportation network in terms of pedestrian, cyclist, transit, vehicle facilities (e.g. road network) and activity (i.e. traffic volumes). o Assessed impact of committed system improvements during each future scenario. Identified transportation system improvements that the Port reports as programmed, committed, or highly likely during the study period. Project probable changes in traffic patterns. o Estimated growth in through traffic (background growth). Use recent growth trends in traffic volumes along River Road to make this projection. o Identified study area development within horizon years. Identified significant study area developments that have been approved or are likely to occur during the study period. Obtain the type of land use to be developed for input into trip generation calculations. o Estimated trip generation. Based on information in relevant reports (e.g. Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition), estimate the future trip generation for the site as well as significant study area developments. o Estimated directional distribution. Use the analogy method to project directional trip distribution for each of the developments. o Assigned traffic. Assign the generated and distributed traffic to the anticipated horizon year study area network. Traffic Impact Study River Road Richmond, BC 5 MMM Group October REP-01-Rev1 (TIS)

12 o Estimated total traffic for each study period. Sum the study area and through traffic. The assigned volumes were checked for logic, considering the conditions that will result if the forecast traffic volumes are realized. o Analyzed intersection operating conditions. Used Synchro 9 software to evaluate operating parameters including level of service (LOS), volume to capacity ratio (v/c ratio) and queuing patterns (95th percentile queues) at study intersections and site driveways for each study scenario. Tabulated the operating parameters and highlight the advantages and disadvantages of each scenario. o Formulated mitigation alternatives. If the operating parameters identify LOS, v/c ratio, or queue deficiencies at study area intersections; investigated improvements in access, geometry, or operations. Reviewed site access and circulation. o Reviewed traffic interaction at the point where the development site joins the transportation network with a view to ensure that the site accesses are safe, efficient, and adequate for traffic operations along the road network. o Identified any measures required to ensure adequate and efficient traffic operation onsite and at the site accesses. o Identified truck circulation routes and conduct a geometric review of the proposed loading area using AutoTURN software to test turning maneuvers of Design Vehicle (e.g. Tractor-Trailer truck (WB-20)). Analyzed parking requirements. Confirm and compare the parking (vehicle) requirements against: o ITE Parking Generation, 4 th Edition and BC Ministry of Transportation and Infrastructure Parking and Trip Generation Rates Manual. o City of Richmond Off-Street Parking and Loading By-Law. 6

13 4. FINDINGS 4.1 Existing Traffic Conditions Existing Road Geometry Table 4.1 describes the intersections in the vicinity of the proposed development while Figure 4.1 illustrates the laning configuration of the roadway network adjacent to the site.. Table Existing Intersection Traffic Control and Geometry Intersection River Road / No.5 Road River Road / Site Access Control Type Minor Street Stop Control Minor Street Stop Control Direction of Major Flow Eastbound in Weekday a.m. peak and Westbound in weekday p.m. peak Eastbound in Weekday a.m. peak and Westbound in weekday p.m. peak Left-turn Lanes South Approach Cyclist Amenities None Pedestrian Amenities Crosswalks on the south approach None None None Key findings include: River Road becomes a private gated road under the Knight Street Bridge, to the east of the site. The Richmond Official Community Plan (OCP) indicates that River Road is planned to be a future Greenway / Trail and No.5 Road is planned to be a major street bike route. A grade crossing with STOP sings is located south of River Road on No.5 Road and is stop controlled. Parking is allowed on No.5 Road and limited to the gravel shoulders on River Road Existing Traffic Volumes Existing (2016) weekday a.m. and p.m. peak hour traffic volumes at the study locations are based on turning movement counts conducted by MMM Group in September and October 2016 which are illustrated in Appendix B. Key findings include: AM peak hour traffic is primarily travelling west on River Road towards the warehouses west of No.5 Road. PM peak hour traffic is primarily travelling east on River Road towards No.5 Road. Traffic at the study area intersection is primarily oriented to/from No.5 Road, with two-way traffic volumes on No.5 ranging between approximately 370 vehicles in the a.m. peak hour and 645 vehicles in the p.m. peak hour. Trucks comprise up to 7% of a.m. and 3% of p.m. of the peak hour traffic. Traffic Impact Study River Road Richmond, BC 7 MMM Group October REP-01-Rev1 (TIS)

14 8 Figure 4.1 Existing Laning Configuration

15 4.1.1 Transit Service The nearest bus stop is provided on Vulcan Way just south of the site which is currently served by TransLink bus route 407 Bridgeport Pedestrian and Cyclist Facilities and Volumes Sidewalks and pedestrian ramps are provided on both sides of No.5 Road but not on River Road. Pedestrian and cyclist volumes within the study area are presented in Appendix A. 4.2 Future Traffic Conditions The following study scenarios were evaluated: Future (2026) weekday a.m. and p.m. peak hour without development Future (2026) weekday a.m. and p.m. peak hour with development Future Background Traffic Illustrated in Appendix B, the future (2026) background traffic volumes were projected based on an annual growth rate of 2% within the study area Site-Generated Traffic Volumes Based on the information provided by the client, the prospective tenants are expected to have approximately 40 employees and +/- 30 truck movements per day. This would suggest that the heaviest volumes are during the a.m. and p.m. peak hours when employees arrive and leave the warehouse. This is typical of warehouse developments of this size. The trip generation rates for the proposed development and site-generated traffic volumes are presented in Tables 4.2 and 4.3. Note that the trip generation for the warehouse components has been calculated using the fitted curve equations provided in the Trip Generation Manual, 9th Edition (Washington, DC: ITE, 2008) and are considered conservative, or high. The small office space uses the average trip rate as the square footage falls outside the cluster data set. Table 4.2 Proposed Development Trip Rates Land Use ITE Land Use Code Independent Variable Industrial 150 Warehousing 1,000 sq. ft. Office 175 Single Tenant Office Building 1,000 sq. ft. Time Period Weekday a.m. Weekday p.m. Weekday a.m. Weekday p.m. Directional Distribution Enter Exit Trip Rate (veh trips / unit) 79% 21% % 75% % 11% % 85% 1.74 Traffic Impact Study River Road Richmond, BC 9 MMM Group October REP-01-Rev1 (TIS)

16 Table 4.3 Site-Generated Traffic Volumes Time Period Variable Traffic Volume (vph) 1 In Out Total Weekday a.m. Peak Hour 74 x 1,000 sq.ft Weekday p.m. Peak Hour 74 x 1,000 sq.ft Note: 1 Rounded to the nearest five. When completed, the proposed development is expected to generate: About 75 vehicle trips (= 60 entering + 15 exiting) during the weekday a.m. peak hour, and About 60 vehicle trips (= 15 entering + 45 exiting) during the weekday p.m. peak hour. Site-generated traffic was distributed and assigned to the road network based on the expected travel patterns at the study area intersection. The trip distribution for the proposed development is summarized in Table 4.4. Table 4.4 Trip Distribution within the Study Area Direction Weekday a.m. Peak Hour Weekday p.m. Peak Hour In Out In Out South 75% 75% 75% 75% East 0% 0% 0% 0% West 25% 25% 25% 25% Total 100% 100% 100% 100% Based on the estimated trip generation and distribution described above, the assignment of the site-generated traffic to the roadway network is illustrated in Appendix B Total Future Traffic Future (2026) Total traffic volumes were determined by adding the site-generated traffic volumes to the 2026 future traffic volumes without the site. Total traffic volumes at build out of Building 4 are illustrated in Appendix B. Before undertaking the capacity analysis, it is important to first understand the percentage effect that the site-generated traffic will have at each of the intersections in the study network. More specifically, it will provide a perspective for the capacity assessment in order to determine if the site-generated traffic has a material effect on each of the intersections being considered. Table 4.5 shows the predicted percentage changes in traffic flows at the main intersections within the study area for the weekday a.m. and p.m. peak periods. 10

17 Table 4.5 Effect of Site-Generated Traffic in 2026 Intersection / Segment Background Traffic (vph) Weekday a.m. Peak Hour Total Traffic (vph) Percent Change Background Traffic (vph) Weekday p.m. Peak Hour Total Traffic (vph) Percent Change River Road / No.5 Road % % Notes: Traffic volumes rounded to the nearest five; vph = vehicles per hour Key findings include: River Road / No.5 Road - traffic volumes in 2026 are anticipated to increase by 16% due to site-generated traffic during the a.m. peak hour and 7% during the p.m. peak hour when compared to the total background traffic. Traffic Impact Study River Road Richmond, BC 11 MMM Group October REP-01-Rev1 (TIS)

18 4.3 Operational Analysis Synchro (Version 9) macroscopic traffic simulation software was used to evaluate performance of intersections in the study area for the study scenarios. All results are based upon the Highway Capacity Manual (Washington DC: Transportation Research Board, 2010) intersection capacity reports generated by the software. Reported measures of traffic performance include volume to capacity (v/c) ratio, a delay-based traffic Level of Service (LOS) indicator ranging from LOS A (low delay) to LOS F (long delay) conditions, as well as the 95th percentile queue. As a target or design parameter, the following is considered appropriate for the study area: Signalized Intersections LOS D and v/c < 0.90 for all movements Non-signalized Intersections LOS D for individual movements Operational analyses are conducted for the following scenarios for the weekday a.m. and p.m. peak hours: Existing (2016) Future (2026) without proposed development Future (2026) with proposed development The Synchro analysis reports can be found in Appendix C Existing (2015) Traffic Table 4.6 summarizes the results of the operational and queue analyses of the existing (2016) traffic conditions for the weekday a.m. and p.m. peak hours. The key finding is that the study intersection is currently operates at acceptable levels of service and volume to capacity ratios (i.e. LOS B or better and v/c = 0.44 or lower) during the weekday a.m. and p.m. peak hours. Table 4.6 Existing (2015) Operational Analysis Weekday Weekday a.m. Peak Hour p.m. Peak Hour Intersection Movement 1 Delay Queue Delay Queue LOS 2 V/C LOS (s) (m) V/C (s) (m) River Road / No.5 EB TR A A Road WB LT A A (Minor Street Stop NB L B B Controlled) NB R A A Notes: 1. NB = Northbound, etc., L = Left, T = Through, R = Right 2. LOS for the intersection is based on intersection capacity utilization Future (2026) Background Traffic (without Development) Table 4.7 summarizes the results of the operational and queue analyses of the Future 2026 Background Traffic conditions for the weekday a.m. and p.m. peak hours. 12

19 In the Future 2026 Background Traffic scenario the key intersection is expected to operate at acceptable levels of service and volume to capacity ratios (i.e. LOS C or better and v/c = 0.59 or lower) during the weekday a.m. and p.m. peak hours. Table 4.7 Future (2026) Background Traffic Operational Analysis Weekday Weekday a.m. Peak Hour p.m. Peak Hour Intersection Movement 1 Delay Queue Delay Queue LOS 2 V/C LOS (s) (m) V/C (s) (m) River Road / No.5 EB TR A A Road WB LT A A (Minor Street Stop NB L B C Controlled) NB R A A Notes: 1. NB = Northbound, etc., L = Left, T = Through, R = Right 2. LOS for the intersection is based on intersection capacity utilization Future (2026) Total Traffic Table 4.8 summarizes the results of the operation and queue analyses of the Future (2026) Total traffic conditions (i.e. Future (2026) Background conditions + development traffic) for the weekday a.m. and p.m. peak hours at the study area intersection and site driveways. Key findings include: In the Future 2026 Total Traffic scenario the key intersections are expected to operate at acceptable levels of service and volume to capacity ratios (i.e. LOS D or better and v/c = 0.69 or lower) during the weekday a.m. and p.m. peak hours. Table 4.8 Future (2026) Total Traffic Operational Analysis Weekday Weekday a.m. Peak Hour p.m. Peak Hour Intersection Movement 1 Delay Queue Delay Queue LOS 2 V/C LOS (s) (m) V/C (s) (m) River Road / Access EB TR A A (Minor Street Stop WB LT A A Controlled) NB LR A A River Road / No.5 EB TR A A Road WB LT A A (Minor Street Stop NB L B D Controlled) NB R A A Notes: 1. NB = Northbound, etc., L = Left, T = Through, R = Right 2. LOS for the intersection is based on intersection capacity utilization Traffic Impact Study River Road Richmond, BC 13 MMM Group October REP-01-Rev1 (TIS)

20 4.4 Vehicle Parking / On-site Layout Review Off-Street Parking Requirements and Provisions As summarized in Table 4.9, application of the Port s parking policy 1 results in a minimum requirement of 52 parking spaces for the proposed development. The proposed parking supply of 83 stalls meets the Port s parking policy. Table 4.9 On-Site Parking Requirements Source Variable Parking Ratio Parking Requirement (Spaces) Note 5,770 sq.ft. 1.0 space per 1,000 sq.ft. for office space 6 1 Fraser River Port Authority parking policy 1 68,270 sq.ft. 1.0 space per 1,500 sq.ft. for industrial floor space 46 1 Total 52 ITE Parking Demand 5,770 sq.ft. 68,270 sq.ft spaces per 1,000 sq. ft. of office space 0.51 spaces per 1,000 sq. ft. of warehouse space Total m spaces per 100 m 2 of office storage 16 3 City of Richmond 6,342 m spaces per 100 m 2 of commercial storage 64 3 Notes: Total 80 GFA Gross Floor Area; GLA Gross Leasable Area 1. Fraser Richmond Development Traffic Impact Assessment (Burnaby, BC: Delcan, October 2005). 2. ITE Parking Generation, 4th Edition Land Use: 150 Warehousing and 701 Office Building 3. City of Richmond s Parking and Loading bylaw: General and Heavy Industrial; and Office Using the ITE parking supply ratio, the proposed development (73,986 sq.ft.) would need to provide at least 49 vehicle parking stalls. The proposed parking supply of 83 vehicle stalls exceeds ITE s estimated parking demand of 49 parking spaces which is based on multiple site studies to account for the generally accepted principle in parking supply / demand analysis that a supply of parking operates at optimum efficiency when occupancy is between 85% and 95% of the available supply. The excess spaces provide a cushion to allow for the dynamics of vehicles moving in and out of parking stalls and to reduce the time required to search for the last few available spaces. Applying the City of Richmond s Parking and Loading bylaw, the proposed development would need to provide at least 80 parking stalls. 14

21 4.4.2 Site Access and Internal Circulation It is expected that semi-trailer trucks would use the major arterial roads such as No.5 Road and Bridgeport Road to access Hwy 99 (Oak Street Bridge) and the Knight Street Bridge. During the field review semi-trailer trucks appear to have difficulty maneuvering at the intersection of River Road and No.5 Road. Semi-trailer trucks making an eastbound right would encroach onto the oncoming northbound lane. Due to the low volumes and industrial neighbourhood, passenger vehicles and semi-trailer trucks would yield to one another to create sufficient space. A geometric review of vehicle and truck movements of the proposed development on the adjacent road network using AutoTURN software can be found in Appendix C. The following design vehicles are used for the analysis: WB-17 (total length = 19.5 m) representing semi-trailer trucks. Note that 46 foot trailers are the largest expect to service this site, as indicated in the drawings provided by the client. Key findings of the site access and circulation review include: The largest vehicles that can service the site are WB-17s based on site circulation. Concurrent entry and exit at the truck access appears to be limited by the width of the driveway. Where possible, the traveled way is typically widened in conflict zones to accommodate the concurrent movement of two trucks traveling in opposite directions. This involves converting / removing some parking /storage spaces, modifying structural elements, and adjusting landscaped areas adjacent to the River Road (see sheets 1 and 2). Given truck drivers typically yield to one another and concurrent movement is limited, the 9.0 m driveway appears to be sufficiently wide enough to serve the site. Stopping and parking should be restricted on the adjacent road to better facilitate semitrailer truck movement on River Road. The City of Richmond did not indicate any truck limitations on River Road; however, very limited semi-trailer trucks were observed on River Road east of No.5 Road. Many of the warehouse sites along River Road have access on Vulcan Way. The approximate road width along River Road varies but is approximately 4.5 to 5.5 metres wide. This is likely due, in part, to the fact that the road is on a dyke. Given the width of a standard truck is 2.6 m it would be difficult for two trucks to pass each other along the road. It is recommended that potential mitigation measures be reviewed and implemented. Traffic Impact Study River Road Richmond, BC 15 MMM Group October REP-01-Rev1 (TIS)

22 5. RECOMMENDATIONS In light of the findings, the following recommendations are forwarded for consideration: 1. River Road is narrow and located on a dyke. Given the width of a standard truck is 2.6 m it would be difficult for two trucks to pass each other along the road. It is recommended that potential mitigation measures be reviewed and implemented to accommodate trucks on River Road. At the site access, given truck drivers typically yield to one another and concurrent movement is limited, the driveway appears to be sufficiently wide enough to serve the site. 2. Signage should be provided on River Road to restrict stopping / parking adjacent to the site in order to facilitate better semi-trailer truck movement on River Road. 6. SUMMARY AND CONCLUSIONS Spire Construction Inc. proposes to construct a 73,000 sq. ft. distribution warehouse facility with 83 parking stalls and 15 loading bays. The proposed warehouse development is located at River Road in Richmond, BC. The site is bounded by River Road to the north and existing industrial development to the east, south and west. Site access would be provided by one all movement access on River Road with a potential connection / access to the adjacent property on the east. The site will not be served by rail. Traffic at the study area intersection is primarily oriented to/from No.5 Road, with two-way traffic volumes on No.5 ranging between approximately 370 vehicles in the a.m. peak hour and 645 vehicles in the p.m. peak hour. Trucks comprise up to 7% (a.m.) and 3% (p.m.) of the peak hour traffic. When completed, the proposed development is expected to generate about 75 vehicle trips (= 60 entering + 15 exiting) during the weekday a.m. peak hour, and about 60 vehicle trips (= 15 entering + 45 exiting) during the weekday p.m. peak hour. No.5 Road / River Road Traffic volumes in 2026 are anticipated to increase by 16% due to site-generated traffic during the a.m. peak hour and 7% during the p.m. peak hour when compared to the total background traffic. The study intersection is currently operates at acceptable levels of service and volume to capacity ratios (i.e. LOS B or better and v/c = 0.44 or lower) during the weekday a.m. and p.m. peak hours. In the Future 2026 Background Traffic scenario the key intersection is expected to operate at acceptable levels of service and volume to capacity ratios (i.e. LOS C or better and v/c = 0.59 or lower) during the weekday a.m. and p.m. peak hours. In the Future 2026 Total Traffic scenario the key intersections are expected to operate at acceptable levels of service and volume to capacity ratios (i.e. LOS D or better and v/c = 0.69 or lower) during the weekday a.m. and p.m. peak hours. 16

23 Applying the City of Richmond s Parking and Loading bylaw results in a minimum requirement of 80 parking spaces for the proposed development. The proposed parking supply of 83 stalls meets the City s parking policy. Applying the Port s parking policy results in a minimum requirement of 52 parking spaces for the proposed development. The proposed parking supply of 83 stalls meets the Port s parking policy. Recommendations to mitigate operational issues attributed to the proposed development are included in the report. Traffic Impact Study River Road Richmond, BC 17 MMM Group October REP-01-Rev1 (TIS)

24 18 This page intentionally left blank

25 APPENDIX A Raw Traffic Count Data Appendix A Raw Traffic Count Data Transportation Impact Study River Road Richmond, BC A-1 MMM Group October REP-01-Rev1 (TIS)

26 A-2 This page intentionally left blank.

27 VEHICLE TURNING MOVEMENT SURVEY Major Route: Minor Route: Municipality: Filename: Date: Day-of-week: Speed Limit Major Rte: Speed Limit Minor Rte: East/West Route: Intersection Type: Signalized (y/n?): Weather: No.5 Road River Road Richmond 29-Sep-16 Thursday 50 km/hr 50 km/hr River Road 3-leg south approach n Clear Lanes Bus Stop Bus TLR R (ch) TR T TL L Grade Near Far Bay North Approach South Approach 1 West Approach 1 East Approach 1 note: (ch) - channelized A: parallel lane B: taper Start Duration A.M. Shift 7: Noon Shift 13: P.M. Shift 16: Total 4.00 Comments: Notes: North Approach - vehicles approaching intersection from the north 15x4-15 min volume (from max 15 minute period [+] in peak hour period [*]) x 4 Pedestrians - N indicates pedestrians crossing north approach (east/west) Bikes - treat same way as cars (N = bikes approaching from the north) Page 1 Jul TCS-01-Rev0 (River Rd. & No.5 Rd.)

28 AM Peak Period Location: No.5 River Road Date: Notes: September 29, 2016 Bikes and peds not included in following data Time NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians Bikes Period Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E 7: : : : : : : : Total Pk Hr x Avg Hr N AM Peak Hour Volumes Bikes 0 HV% ###### 0 Peak Hour 8:00 Peak 15min 8:45 North approach PHF Not Applicable South approach PHF 0.70 West approach PHF 0.90 East approach PHF HV% Bikes % Bikes HV% % HV% 4.9% Bikes 3 Page 2 Jul TCS-01-Rev0 (River Rd. & No.5 Rd.)

29 Noon Peak Period Location: No.5 River Road Date: Notes: September 29, 2016 Bikes and peds not included in following data Time NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians Bikes Period Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E Total Pk Hr 15x4 Avg Hr N Peak Hour Peak 15min North Leg PHF South Leg PHF West Leg PHF East Leg PHF Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Noon Peak Hour Volumes Bikes HV% ###### 0 Bikes HV% HV% Bikes 0-0 ###### - ###### HV% ###### Bikes Page 3 Jul TCS-01-Rev0 (River Rd. & No.5 Rd.)

30 PM Peak Period Location: No.5 River Road Date: Notes: September 29, 2016 Bikes and peds not included in following data Time NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians Bikes Period Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E 16: : : : : : : : Total Pk Hr x Avg Hr N Peak Hour 16:15 Peak 15min 17:00 North Leg PHF Not Applicable South Leg PHF 0.81 West Leg PHF 0.80 East Leg PHF 0.62 PM Peak Hour Volumes Bikes 0 HV% ###### HV% Bikes % Bikes HV% % HV% 1.7% Bikes 15 Page 4 Jul TCS-01-Rev0 (River Rd. & No.5 Rd.)

31 Average Hour Period Location: No.5 River Road September 29, 2016 Survey NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians Bikes Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E Total Hours Avg Hr AM Period Total Hours Avg Hr Noon Period Total Hours Avg Hr PM Period Total Hours Avg Hr Average Hour Volumes AM Noon PM Total AM Noon PM Total AM Noon PM Total AM Noon PM Total Page 5 Jul TCS-01-Rev0 (River Rd. & No.5 Rd.)

32 VEHICLE TURNING MOVEMENT SURVEY Major Route: Minor Route: Municipality: Filename: Date: Day-of-week: Speed Limit Major Rte: Speed Limit Minor Rte: East/West Route: Intersection Type: Signalized (y/n?): Weather: No.5 Road Access Richmond 4-Oct-16 Tuesday 50 km/hr 50 km/hr River Road 3-leg south approach n Clear Lanes Bus Stop Bus TLR R (ch) TR T TL L Grade Near Far Bay North Approach South Approach 1 West Approach 1 East Approach 1 note: (ch) - channelized A: parallel lane B: taper Start Duration A.M. Shift 7: Noon Shift 13: P.M. Shift 16: Total 4.00 Comments: Notes: North Approach - vehicles approaching intersection from the north 15x4-15 min volume (from max 15 minute period [+] in peak hour period [*]) x 4 Pedestrians - N indicates pedestrians crossing north approach (east/west) Bikes - treat same way as cars (N = bikes approaching from the north) Page 1 Jul TCS-02-Rev0 (River Rd. & Access)

33 AM Peak Period Location: No.5 Access Date: Notes: October 4, 2016 Bikes and peds not included in following data Time NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians Bikes Period Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E 7: : : : : : : : Total Pk Hr x Avg Hr N AM Peak Hour Volumes Bikes 0 HV% ###### 0 Peak Hour 7:00 Peak 15min 7:30 North approach PHF Not Applicable South approach PHF ##### West approach PHF 0.58 East approach PHF 0.38 Bikes HV% HV% Bikes % % HV% ###### Bikes 0 Page 2 Jul TCS-02-Rev0 (River Rd. & Access)

34 Noon Peak Period Location: No.5 Access Date: Notes: October 4, 2016 Bikes and peds not included in following data Time NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians Bikes Period Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E Total Pk Hr 15x4 Avg Hr N Peak Hour Peak 15min North Leg PHF South Leg PHF West Leg PHF East Leg PHF Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Noon Peak Hour Volumes Bikes HV% ###### 0 Bikes HV% HV% Bikes 0-0 ###### - ###### HV% ###### Bikes Page 3 Jul TCS-02-Rev0 (River Rd. & Access)

35 PM Peak Period Location: No.5 Access Date: Notes: October 4, 2016 Bikes and peds not included in following data Time NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians Bikes Period Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E 16: : : : : : : : Total Pk Hr x Avg Hr N Peak Hour 16:00 Peak 15min 16:30 North Leg PHF Not Applicable South Leg PHF ##### West Leg PHF 0.58 East Leg PHF 0.38 PM Peak Hour Volumes Bikes 0 HV% ###### 0 Bikes HV% HV% Bikes % % HV% ###### Bikes 0 Page 4 Jul TCS-02-Rev0 (River Rd. & Access)

36 Average Hour Period Location: No.5 Access October 4, 2016 Survey NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians Bikes Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E Total Hours Avg Hr AM Period Total Hours Avg Hr Noon Period Total Hours Avg Hr PM Period Total Hours Avg Hr Average Hour Volumes AM Noon PM Total AM Noon PM Total AM Noon PM Total AM 0-0 Noon PM 0-0 Total Page 5 Jul TCS-02-Rev0 (River Rd. & Access)

37 APPENDIX B Turning Movement Figures Appendix B Turning Movement Figures Transportation Impact Study River Road Richmond, BC B-1 MMM Group October REP-01-Rev1 (TIS)

38 B-2 This page intentionally left blank

39 Figure B.1 Existing (2016) Traffic Volumes Transportation Impact Study River Road Richmond, BC B-3 MMM Group October REP-01-Rev1 (TIS)

40 B-4 Figure B.2 Future (2026) Background Traffic Volumes

41 Figure B.3 Site-Generated Trip Assignment Transportation Impact Study River Road Richmond, BC B-5 MMM Group October REP-01-Rev1 (TIS)

42 B-6 Figure B.4 Future (2026) Total Traffic Volumes

43 APPENDIX C Synchro Analysis Results Appendix C Synchro Analysis Results Transportation Impact Study Hopewell Distribution Centre, Building 4 Richmond, BC C-1 MMM Group October REP-01-Rev1 (TIS)

44 C-2 This page intentionally left blank.

45 : River Road, Richmond, BC 3: No.5 Road & River Road Lanes, Volumes, Timings Existing (2016) AM : River Road, Richmond, BC 3: No.5 Road & River Road HCM Unsignalized Intersection Capacity Analysis Existing (2016) AM Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future 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) 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 Lane Alignment Left Right Left Left Left Right Median Width(m) Link Offset(m) Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 28.0% Analysis Period (min) 15 ICU Level of Service A Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 NB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A B A Approach Delay (s) Approach LOS B Intersection Summary Average Delay 6.1 Intersection Capacity Utilization 28.0% ICU Level of Service A Analysis Period (min) 15 P:\ TR5\ River Road\Calculations\Synchro\ SYN-01-Rev0 (Existing 2016 AM).syn MMM Group 10/14/2016 P:\ TR5\ River Road\Calculations\Synchro\ SYN-01-Rev0 (Existing 2016 AM).syn MMM Group 10/14/2016

46 : River Road, Richmond, BC 6: Access & River Road Lanes, Volumes, Timings Existing (2016) AM : River Road, Richmond, BC 6: Access & River Road HCM Unsignalized Intersection Capacity Analysis Existing (2016) AM Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) 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 Lane Alignment Left Right Left Left Left Right Median Width(m) Link Offset(m) Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 6.7% Analysis Period (min) 15 ICU Level of Service A Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 6.7% ICU Level of Service A Analysis Period (min) 15 P:\ TR5\ River Road\Calculations\Synchro\ SYN-01-Rev0 (Existing 2016 AM).syn MMM Group 10/14/2016 P:\ TR5\ River Road\Calculations\Synchro\ SYN-01-Rev0 (Existing 2016 AM).syn MMM Group 10/14/2016

47 : River Road, Richmond, BC 3: No.5 Road & River Road Lanes, Volumes, Timings Existing (2016) PM : River Road, Richmond, BC 3: No.5 Road & River Road HCM Unsignalized Intersection Capacity Analysis Existing (2016) PM Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future 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) 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 Lane Alignment Left Right Left Left Left Right Median Width(m) Link Offset(m) Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 49.1% Analysis Period (min) 15 ICU Level of Service A Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 NB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A B A Approach Delay (s) Approach LOS B Intersection Summary Average Delay 6.4 Intersection Capacity Utilization 49.1% ICU Level of Service A Analysis Period (min) 15 P:\ TR5\ River Road\Calculations\Synchro\ SYN-01-Rev0 (Existing 2016 PM).syn MMM Group 10/14/2016 P:\ TR5\ River Road\Calculations\Synchro\ SYN-01-Rev0 (Existing 2016 PM).syn MMM Group 10/14/2016

48 : River Road, Richmond, BC 6: Access & River Road Lanes, Volumes, Timings Existing (2016) PM : River Road, Richmond, BC 6: Access & River Road HCM Unsignalized Intersection Capacity Analysis Existing (2016) PM Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) 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 Lane Alignment Left Right Left Left Left Right Median Width(m) Link Offset(m) Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 6.7% Analysis Period (min) 15 ICU Level of Service A Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 6.7% ICU Level of Service A Analysis Period (min) 15 P:\ TR5\ River Road\Calculations\Synchro\ SYN-01-Rev0 (Existing 2016 PM).syn MMM Group 10/14/2016 P:\ TR5\ River Road\Calculations\Synchro\ SYN-01-Rev0 (Existing 2016 PM).syn MMM Group 10/14/2016