Barrhaven Honda Dealership. Dealership Drive, Ottawa, ON. Transportation Brief

Transcription

1 Barrhaven Honda Dealership Dealership Drive, Ottawa, ON Transportation Brief Prepared By: NOVATECH Suite 200, 240 Michael Cowpland Drive Ottawa, Ontario K2M 1P6 September, 2015 File: Ref: R

2 September 11 th, 2015 City of Ottawa Planning and Growth Management Branch 110 Laurier Ave. W., 4th Floor Ottawa, ON K1P 1J1 Attention: Mr. Riley Carter, Transportation Project Manager Development Review, Suburban West Dear Sir: Reference: Barrhaven Honda Dealership Dealership Drive, Ottawa, ON Transportation Brief Our File No.: This Transportation Brief has been prepared in support of a Site Plan Control (SPC) application for the Barrhaven Honda Dealership located on Dealership Drive. The structure and format of this report follow the 2006 City of Ottawa Transportation Impact Assessment (TIA) Guidelines. A checklist of the documentation requirements as outlined in Appendix C of the TIA guidelines is attached with reference to corresponding report sections. A PDF version of this report and copies of the electronic software files are provided on the enclosed disk. We trust that the Transportation Brief will be to your satisfaction; please call if you have any questions as you complete your review of the study. Yours truly, NOVATECH Meghan Whitehead, P.Eng. Transportation Engineer M:\2015\115136\DATA\Reports\Traffic\ Transportation Brief.docx Suite 200, 240 Michael Cowpland Drive, Ottawa ON K2M 1P6 Tel: Fax:

3 Documentation and Reporting Checklist Report Context (Section 1.0) Description of the development (include all of the following that are known at the time of the application): Municipal address; Location relative to major elements of the existing transportation system Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.; Proposed land uses and relevant planning regulations to be used in the analysis; Proposed development size (building size, number of residential units, etc.) and location on site; Estimated date of occupancy; Planned phasing of development; Proposed number of parking spaces (not relevant for Registration of Plans of Subdivision); and Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc.). Study area; Time periods and phasing; and Horizon years (include reference to phased development). The TB must include a key plan that shows the general location of the development in relation to the surrounding area. The TB must also provide a draft site plan or development concept of a suitable scale that shows the general location of the development and the proposed access locations. If the proposed development/ redevelopment is to be constructed in phases, a description must be provided for each phase, identifying the proposed timing of implementation. Existing Conditions (Section 2.0) Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and posted speed limit; Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other relevant data (e.g., extraordinary lane widths, grades, etc.); Existing access points to adjacent developments (both sides of all roads bordering the site); Existing transit system, including stations and stops; Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks; Existing system operations (V/C, LOS); and Major trip generators/ attractors within the Study Area should be indicated. M:\2015\115136\DATA\Reports\Traffic\ Transportation Brief.docx Suite 200, 240 Michael Cowpland Drive, Ottawa ON K2M 1P6 Tel: Fax:

4 The TB report must include figures documenting the existing travel demands by mode. A photographic inventory of the transportation network elements in the vicinity of the proposed access points would be beneficial to staff in their review of the Consultant s report. Demand Forecasting (Section 3.0) Trip generation forecasts Impact Analysis (Section 4.0) Qualitative assessment of impacts on capacity; non-auto modes; on-site circulation; community Mitigation Measures and Site Design Characteristics (Section ) The TB must identify all mitigation measures required to offset network impacts from the development. The TB must also identify key site design features required to implement the Official Plan and Transportation Master Plan policies regarding site development. The TB must include all of the following, where they are required by the subject development: Location and timing of proposed changes to existing traffic controls at intersections (e.g., new traffic signals, Stop signs, etc.); Mitigation measures required to offset impacts on the surface and Rapid Transit networks; New or modified elements of the bicycle and pedestrian networks; Community impact mitigation measures; and Proposed TDM features or programs to support the site development. M:\2015\115136\DATA\Reports\Traffic\ Transportation Brief.docx Suite 200, 240 Michael Cowpland Drive, Ottawa ON K2M 1P6 Tel: Fax:

5 Transportation Brief Barrhaven Honda Dealership Table of Contents 1.0 INTRODUCTION PROPOSED DEVELOPMENT ANALYSIS PARAMETERS EXISTING CONDITIONS ROADWAY FACILITIES Strandherd Drive Dealership Drive STUDY AREA INTERSECTIONS EXISTING PEDESTRIAN FACILITIES EXISTING BICYCLE FACILITIES EXISTING TRANSIT FACILITIES EXISTING TRAFFIC VOLUMES TRAVEL DEMAND FORECASTING PLANNED NETWORK IMPROVEMENTS OTHER STUDY AREA DEVELOPMENTS TRIP GENERATION TRIP DISTRIBUTION INTERSECTION ANALYSIS EXISTING TRAFFIC TOTAL TRAFFIC PROVISIONS FOR NON-AUTO MODES ON-SITE DESIGN PROPOSED ACCESS PARKING TRANSPORTATION DEMAND MANAGEMENT CONCLUSIONS AND RECOMMENDATIONS...12 Appendices APPENDIX A - SITE PLAN APPENDIX B - TRAFFIC COUNTS APPENDIX C - SYNCHRO REPORTS Tables Table 1: ITE Vehicle Trip Generation... 8 Table 2: Existing Peak Hour Intersection Operations... 8 Table 3: Future Peak Hour Intersection Operations...11 i

6 Transportation Brief Barrhaven Honda Dealership Figures Figure 1: Study Area and Site... 3 Figure 2: Transit Map... 5 Figure 3: Existing Peak Hour Traffic Volumes... 7 Figure 4: Peak Hour Site Trips... 9 Figure 5: Peak Hour Total Traffic...10 ii

7 Transportation Brief 1.0 Barrhaven Honda Dealership INTRODUCTION The following Transportation Brief (TB) has been prepared as requested by the City as part of a Site Plan Control (SPC) application for the Barrhaven Honda Dealership. This Transportation Brief outlines the transportation impacts associated with the proposed dealership. The subject site is located on Block 8 of the CitiGate Highway 416 Employment Lands located west of Strandherd Drive at Kennevale Drive, as shown in Figure 1. Figure 1: Study Area and Site The dealership is located on Dealership Drive approximately 300m west of Strandherd Drive. The site plan for the proposed dealership is provided in Appendix A. The subject site is bounded by the following: Farmlands to the north, east and west which are expected to be developed into office and retail uses; and Farmland to the south. 1.1 Proposed development The proposed dealership is expected to be built in 2016 and consists of a two-storey building with a gross floor area of 2,421m2 and a drive-through service bay to the north of the building. A total of 400 spaces will be provided for new vehicle storage and visitor parking. Page 3

8 Transportation Brief Barrhaven Honda Dealership 1.2 Analysis Parameters The study area for this report includes the site access along Dealership Drive and the intersection of Strandherd Drive / Dealership Drive. The selected time period for analysis is the weekday AM and PM peak hours as they represent the worst case combination of site generated traffic and adjacent street traffic. Evaluation of the study area intersections have been completed for the existing and total traffic conditions. 2.0 EXISTING CONDITIONS 2.1 Roadway Facilities Strandherd Drive Strandherd Drive is an arterial road that runs on a north-south alignment through the study area and continues on an east-west alignment through Barrhaven. Strandherd Drive is currently being widened north of the study area to a four-lane cross-section with limited work occurring at the Kennevale Drive intersection. At the Kennevale Drive intersection, Strandherd Drive is currently a two-lane rural cross-section with auxiliary turn lanes. Strandherd Drive has a posted speed of 80km/h. The City of Ottawa Official Plan (OP) identifies a requirement to protect a Right-of-Way (ROW) of 44.5m along Strandherd Drive from Fallowfield Road to Crestway Drive Dealership Drive Dealership Drive is proposed to be a collector roadway that runs on an east-west alignment connecting to Kennevale Drive at the Strandherd Drive intersection. Dealership Drive is proposed to have a two-lane urban cross-section, with additional auxiliary lanes at Strandherd Drive. Dealership Drive is assumed to have a speed limit of 50km/h. 2.2 Study Area Intersections For the purposes of this study, the lane configurations at each of the intersection of Kennevale Drive and Strandherd Drive will be based upon the interim lane arrangements to be constructed as part of the Strandherd Drive widening currently underway. The lane arrangements can be summarized as follows: Four leg signalized intersection; The northbound and southbound approaches consists of a single through lane, a right turn lane and a left turn lane; The westbound approach consists of a shared through-right lane, and a left turn lane; and The eastbound approach consists of a left turn lane, a through lane, and a right turn lane. Page 4

9 Transportation Brief Barrhaven Honda Dealership 2.3 Existing Pedestrian Facilities Pedestrian facilities through the study area are currently limited. Strandherd Drive is an arterial road with paved shoulders. As part of the on-going construction, a sidewalk will be provided along the west side of Strandherd Drive north of Kennevale Drive. Kennevale Drive east of Strandherd Drive has concrete sidewalks on both the north and south sides of the road. Dealership Drive will be constructed with sidewalks on both the north and south sides. 2.4 Existing Bicycle Facilities The City of Ottawa Primary Urban Cycling Network in the 2013 Transportation Master Plan (TMP) identifies Strandherd Drive as a spine route. The construction work will include cycle tracks north of Kennevale Drive but these dedicated facilities will be discontinued approximately 1.4km north of Kennevale Drive (at the edge of the construction limits). South of the study area, paved shoulders are provided for 2.5km where they meet a multi-use pathway which continues further east. 2.5 Existing Transit Facilities Transit service is relatively limited with Route 170 providing service along Strandherd Drive between Tartan Drive and Kennevale Drive during evening and weekend time periods only. Route 72 provides weekday peak period/peak direction service to Cobblehill Drive, approximately 450m east of the subject site. The transit system map for the study area is shown in Figure 2. Figure 2: Transit Map Page 5

10 Transportation Brief Barrhaven Honda Dealership 2.6 Existing Traffic Volumes Weekday AM and PM peak hour traffic counts were completed by the City of Ottawa at the intersection of Kennevale Drive/Strandherd Drive on Wednesday August 7 th, Consistent with the Transportation Brief prepared in support of the adjacent Myers Barrhaven Toyota dealership, an annual linear growth rate of 2% was applied to all movements to reflect the existing condition (2015). Existing AM and PM peak hour traffic volumes are shown in Figure 3. Peak hour summary sheets of the above traffic counts are included in Appendix B. 3.0 TRAVEL DEMAND FORECASTING 3.1 Planned Network Improvements Strandherd Drive is planned to be widened to a four-lane cross-section with the section north of Kennevale Drive currently under construction including minor modifications to the Kennevale Drive intersection. The Transportation Master Plan identifies the widening of the remaining section to Crestway Crescent to be undertaken between 2020 and For the purposes of this report, the lane arrangements being constructed as part of the current widening work have been applied to the analysis of both the existing condition and future conditions. 3.2 Other Study Area Developments The other study area developments within the CitiGate Highway 416 Employment Lands which are expected to be developed within the five year horizon include the CitiGate Retail Development, the CitiGate Blocks 3 & 4, and a Toyota dealership. The CitiGate Retail Development is located west of Strandherd Drive between Maravista Drive and Jockvale Drive and consists of the following: 178,090 sqft of shopping centre 156,000 sqft of a discount club store, and A gas station. The CitiGate Blocks 3 & 4 will consist of an office park with approximately 860 employees. Trip generation for the proposed development was undertaken in support of a Zoning By-Law Amendment application but detailed site plans are not currently available. The Toyota dealership is located east of the subject site on Dealership Drive. The site includes a 45,900 sqft building with a showroom as well as parts and service centre. 3.3 Trip Generation The proposed dealership has a gross floor area of 2,421m 2. Trips generated by the proposed development have been estimated using the peak hour rate identified in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9th Edition for automobile sales (LU841). The peak hour vehicle trips generated by the proposed development are outlined in Table 1. Page 6

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12 Transportation Brief Barrhaven Honda Dealership Land Use ITE Code Table 1: ITE Vehicle Trip Generation GFA AM Peak (VPH) PM Peak (VPH) (sqft.) IN OUT TOTAL IN OUT TOTAL Automobile Sales , Trip Distribution The trip distribution has been based off of the CitiGate Highway 416 Employment Lands Community Transportation Study (CTS) which included the subject site. The distribution of vehicular trips generated by the proposed development during the weekday AM and PM peak hours can be summarized as follows: 65% to/from the north via Strandherd Drive; 30% to/from the south via Strandherd Drive; 5% to/from the east via Kennevale Drive. All site trips have been assigned to a single site access onto Dealership Drive as a worst-case scenario. The projected peak hour trips generated by the proposed development are shown in Figure 4. The projected total traffic volumes are shown in Figure INTERSECTION ANALYSIS 4.1 Existing Traffic Intersection capacity analysis has been completed for the existing traffic condition during the weekday AM and PM peak hours. The analysis is based on the lane configurations designed as part of the on-going construction work along Strandherd Drive. The traffic signal timing data was optimized as the existing timing plan for the area reflects construction conditions. Pedestrian walk times and clearance intervals were based on the proposed interim design being constructed as part of the on-going Strandherd Drive widening and the ultimate timing plans identified as part of the CitiGate Highway 416 Employment Lands Community Transportation Study (CTS). The results of the analysis are summarized in Table 2 for the weekday AM and PM peak hours. Detailed reports are included in Appendix C. All movements currently operate at an acceptable LOS D or better during both the AM and PM peak hours. Intersection Strandherd Drive & Kennevale Drive Table 2: Existing Peak Hour Intersection Operations AM Peak PM Peak Max v/c Max v/c LOS Movement LOS Movement or Delay or Delay 0.68 B NBT 0.89 D SBT Page 8

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15 Transportation Brief Barrhaven Honda Dealership 4.2 Total Traffic Intersection capacity analysis has been completed for the projected total traffic volumes, which are the sum total of the existing traffic and traffic likely to be generated by the proposed auto dealership. In addition, the known developments in the area (as identified in Section 3.2) have also been included to provide a conservative estimate of the future intersection operations. The following analysis assumes optimized signal timings at the Strandherd Drive/Kennevale Drive intersection. The results of the analysis are summarized in Table 3 for the weekday AM and PM peak hours. Detailed reports are included in Appendix C. Intersection Table 3: Future Peak Hour Intersection Operations Max v/c or Delay AM Peak LOS Movement Max v/c or Delay PM Peak LOS Movement Strandherd Drive & Kennevale Drive D NBT 1.06 F SBT Dealership Drive & Honda Access Note: 1 - Signalized Intersection 8.4 sec A NB 8.5 sec A NB Under the total traffic scenario, all movements are expected to continue to operate at an acceptable LOS D or better with the exception of the southbound through movement at Strandherd Drive/Kennevale Drive. The southbound through volume in the PM peak hour increases by 300vph as a result of the CitiGate retail development and Blocks 3 & 4 office developments. This increase in volume is expected to exceed the capacity of a single through lane. The proposed Honda Dealership does not contribute to increasing the traffic demand for the southbound through movement. As previously identified in Section 3.1, there are plans to widen Strandherd Drive as the area develops further and this is anticipated to mitigate the capacity constraints. 5.0 PROVISIONS FOR NON-AUTO MODES As previously identified in Section 2.3, a sidewalk will be provided along the west side of Strandherd Drive north of Kennevale Drive. Sidewalks will are also provided along both sides of Dealership Drive. Pedestrian crossings will be provided on all legs of the Strandherd Drive/Kennevale Drive intersection. As outlined in Section 2.4, the site is connected to the cycling network to the south-east by existing paved shoulders on Strandherd Drive. Dedicated cycling facilities will be provided along Strandherd Drive to the north as part of the road construction currently underway. The total traffic along Dealership Drive included in the future condition of this report is sufficiently low to allow cyclists to comfortably operate in a mixed traffic environment. Page 11

16 Transportation Brief Barrhaven Honda Dealership The study area is served by two transit routes with stops located on Kennevale Drive east of Strandherd Drive. Sidewalks on both the north and south sides of Kennevale Drive and Dealership Drive will provide comfortable walking routes between the transit service and the proposed site. 6.0 ON-SITE DESIGN 6.1 Proposed Access Access to the proposed dealership will be provided through two all movement driveways along Dealership Drive. The east and west accesses will each be no more than 9m wide; compliant with the City of Ottawa s Private Approach By-law. 6.2 Parking The proposed automobile dealership consists of 2,421m 2 GFA. The subject site is located in Area C of Schedule 1 to the ZBL. Minimum vehicular parking space requirements for the proposed development are 2 per 100m 2 of gross floor area for the sales/showroom area, 2 per service bay, and 1 space per 100m 2 for all remaining GFA. The minimum parking requirements are as follows: Showroom (465m 2 ) 9 spaces Service Bays (15 Bays) 30 spaces Remaining (350m 2 ) 4 spaces In addition to the required 43 parking spaces as identified by the Zoning By-Law, 357 spaces have been provided to store new vehicles on-site. Bicycle parking is required at a rate of 1 space per 1500m 2. The subject site will provide 4 bicycle parking spaces; a surplus of 3 spaces beyond the requirement of the Zoning By-Law. 7.0 TRANSPORTATION DEMAND MANAGEMENT The City of Ottawa has developed a comprehensive Transportation Demand Management (TDM) strategy as part of its efforts to reduce automobile dependency. TDM measures can reduce transportation infrastructure requirements by encouraging people to change their travel mode, timing or destination. While it is expected that most people travelling to/from the automobile dealership and service centre will travel by vehicle, alternative modes of travel will be encouraged. Sidewalks are proposed along Dealership Drive and 4 bicycle parking spaces will be provided on-site. 8.0 CONCLUSIONS AND RECOMMENDATIONS Based on the results of the foregoing analysis, the main conclusions and recommendations of this report are as follows: All traffic movements within the study area are currently operating at a LOS D or better during the AM and PM peak hours. Page 12

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18 Transportation Brief Barrhaven Honda Dealership APPENDIX A - SITE PLAN

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20 Transportation Brief Barrhaven Honda Dealership APPENDIX B - TRAFFIC COUNTS

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22 Transportation Brief Barrhaven Honda Dealership APPENDIX C - SYNCHRO REPORTS

23 Lanes, Volumes, Timings Existing Condition 1: Strandherd Drive & Dealership Drive/Kennevale Drive AM Peak Hour 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% 4% 4% 4% 13% 13% 13% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Perm Perm Perm NA Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 34.6% 34.6% 34.6% 34.6% 34.6% 65.4% 65.4% 65.4% 65.4% 65.4% 65.4% 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 None None None None None Max Max Max 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 Barrhaven Honda Synchro 8 Report

24 Lanes, Volumes, Timings Existing Condition 1: Strandherd Drive & Dealership Drive/Kennevale Drive AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS D B B A A A Approach Delay Approach LOS B B A Queue Length 50th (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: 90 Actuated Cycle Length: 80.1 Natural Cycle: 80 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.68 Intersection Signal Delay: 10.9 Intersection Capacity Utilization 63.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 1: Strandherd Drive & Dealership Drive/Kennevale Drive Barrhaven Honda Synchro 8 Report

25 Lanes, Volumes, Timings Existing Condition 1: Strandherd Drive & Dealership Drive/Kennevale Drive PM Peak Hour 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% 4% 4% 4% 13% 13% 13% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Perm Perm Perm NA Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 25.9% 25.9% 25.9% 25.9% 25.9% 74.1% 74.1% 74.1% 74.1% 74.1% 74.1% 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 None None None None None Max Max Max 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 Barrhaven Honda Synchro 8 Report

26 Lanes, Volumes, Timings Existing Condition 1: Strandherd Drive & Dealership Drive/Kennevale Drive PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS E A A A B C Approach Delay Approach LOS E A C Queue Length 50th (m) Queue Length 95th (m) # #317.5 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: 120 Actuated Cycle Length: Natural Cycle: 100 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.89 Intersection Signal Delay: 22.6 Intersection LOS: C Intersection Capacity Utilization 86.0% 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. Splits and Phases: 1: Strandherd Drive & Dealership Drive/Kennevale Drive Barrhaven Honda Synchro 8 Report

27 Lanes, Volumes, Timings Total Traffic 1: Strandherd Drive & Dealership Drive/Kennevale Drive AM Peak Hour 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% 4% 4% 4% 13% 13% 13% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 34.6% 34.6% 34.6% 34.6% 34.6% 65.4% 65.4% 65.4% 65.4% 65.4% 65.4% 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 None None None None None Max Max Max 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 Barrhaven Honda Synchro 8 Report

28 Lanes, Volumes, Timings Total Traffic 1: Strandherd Drive & Dealership Drive/Kennevale Drive AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS D C A D C A B A A A A Approach Delay Approach LOS C C B A Queue Length 50th (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: 90 Actuated Cycle Length: 80.4 Natural Cycle: 90 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.84 Intersection Signal Delay: 14.8 Intersection LOS: B Intersection Capacity Utilization 101.2% 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: 1: Strandherd Drive & Dealership Drive/Kennevale Drive Barrhaven Honda Synchro 8 Report

29 HCM Unsignalized Intersection Capacity Analysis Total Traffic 2: Dealership Drive & Block 4 Access AM Peak Hour Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 130 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 SB 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 0.9 Intersection Capacity Utilization 26.7% ICU Level of Service A Analysis Period (min) Barrhaven Honda Synchro 8 Report

30 HCM Unsignalized Intersection Capacity Analysis Total Traffic 3: Site Access & Dealership Drive AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 315 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 7.6 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) Barrhaven Honda Synchro 8 Report

31 HCM Unsignalized Intersection Capacity Analysis Total Traffic 4: Toyota Access & Dealership Drive AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 92 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 35.1% ICU Level of Service A Analysis Period (min) Barrhaven Honda Synchro 8 Report

32 Lanes, Volumes, Timings Total Traffic 1: Strandherd Drive & Dealership Drive/Kennevale Drive PM Peak Hour 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% 1% 1% 1% 4% 4% 4% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 25.9% 25.9% 25.9% 25.9% 25.9% 74.1% 74.1% 74.1% 74.1% 74.1% 74.1% 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 None None None None None Max Max Max 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 Barrhaven Honda Synchro 8 Report

33 Lanes, Volumes, Timings Total Traffic 1: Strandherd Drive & Dealership Drive/Kennevale Drive PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS E D B E B C B A B E A Approach Delay Approach LOS D D B D Queue Length 50th (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: 120 Actuated Cycle Length: Natural Cycle: 150 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.06 Intersection Signal Delay: 42.4 Intersection LOS: D Intersection Capacity Utilization 109.4% ICU Level of Service H Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Strandherd Drive & Dealership Drive/Kennevale Drive Barrhaven Honda Synchro 8 Report

34 HCM Unsignalized Intersection Capacity Analysis Total Traffic 2: Dealership Drive & Block 4 Access PM Peak Hour Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 133 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 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 6.5 Intersection Capacity Utilization 20.6% ICU Level of Service A Analysis Period (min) Barrhaven Honda Synchro 8 Report

35 HCM Unsignalized Intersection Capacity Analysis Total Traffic 3: Site Access & Dealership Drive PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 315 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 8.0 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) Barrhaven Honda Synchro 8 Report

36 HCM Unsignalized Intersection Capacity Analysis Total Traffic 4: Toyota Access & Dealership Drive PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 90 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 24.4% ICU Level of Service A Analysis Period (min) Barrhaven Honda Synchro 8 Report