MMM Group Limited. Communities. Transportation. Buildings. Infrastructure

Transcription

1 MMM Group Limited Traffic Study CASA MIA Community Care Facility Vancouver, BC Communities Transportation Buildings Infrastructure February

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3 STANDARD LIMITATIONS This report was prepared by MMM Group (MMM) for the account of The Care Group (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.

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5 TABLE OF CONTENTS 1. INTRODUCTION METHODOLOGY PROPOSED DEVELOPMENT TRAFFIC IMPACT ASSESSMENT TRANSPORTATION DEMAND MANAGEMENT ON-SITE CIRCULATION LOADING MANAGEMENT PLAN RECOMMENDATIONS SUMMARY Traffic Study CASA MIA Community Care Facility i

6 LIST OF FIGURES Figure 1 Site Location... 2 Figure 2 Proposed Site Plan... 5 Figure 3 Existing Traffic Volumes... 6 Figure 4 Site-Generated Traffic Volumes... 8 Figure 5 Future Total (2017) Traffic Volumes... 9 LIST OF TABLES Table 1 Trip Generation... 7 Table 2 Trip Distribution... 8 Table 3 LOS Analysis Future Total (2017) Traffic Study CASA MIA Community Care Facility ii

7 1. INTRODUCTION The Care Group is embarking on plans to rezone the existing heritage home at 1920 SW Marine Drive, also known as CASA MIA, to a 92-bed community care facility. The current plan proposes to maintain the existing heritage building with a connection to a new, three-storey building on the northwest portion of the property. A new underground parkade will be located under the proposed building, with access to and from SW Marine Drive provided via the north driveway. The existing south driveway will be maintained for pick-up / drop-off activities. The site location is illustrated in Figure 1. The proposed development aims to achieve LEED Gold certification. With this vision in mind, MMM Group was retained by The Care Group to undertake a traffic and parking study for the proposed development in support of the rezoning application. Specifically, the objectives of this study are to: Evaluate future traffic patterns at CASA MIA and its impact on the adjacent road network; Identify opportunities for Transportation Demand Management measures; Review on-site truck circulation; and Provide a Loading Management Plan (LMP) that aims to reduce traffic impact induced by loading activities Traffic Study CASA MIA Community Care Facility 1

8 Site Location Figure 1 Site Location (Source: Google Maps) Traffic Study CASA MIA Community Care Facility 2

9 2. METHODOLOGY In order to address the City s requirements, MMM Group completed the following work plan: Confirmed Terms of Reference with the City of Vancouver Obtained and reviewed the latest site plans / development statistics Visited the site and surroundings on Friday, January 6, 2012 to clearly understand the site development in terms of access, parking restrictions, street laning, pedestrian and cyclist facilities, transit, and traffic control / traffic calming measures Conducted data collection program on Saturday, January 7, 2012 and Wednesday, January 11, 2012 on SW Marine Drive at the existing CASA MIA driveways to document traffic flows for the following peak periods: Weekday morning (7:00 9:00 AM) Weekday afternoon (4:00 6:00 PM) Saturday midday (12:00 2:00 PM) Assessed traffic impacts at the CASA MIA driveways: Estimated trip generation at CASA MIA by applying data collected at three comparable Community Care facilities in Vancouver: Point Grey Private Hospital 76 beds Braddan Private Hospital 72 beds Arbutus Care Centre 160 beds Estimated directional distribution and assigned new site traffic based on the existing traffic patterns on SW Marine Drive Used Synchro 8 software to evaluate intersection operations at the study area intersections for the opening day. Measures of effectiveness include level of service (LOS) and volume to capacity ratio (v/c ratio) For the purpose of achieving LEED Gold points, listed alternative transportation options that will help reduce pollution and land development impacts from automobile use Assessed site circulation of the pick-up / drop-off area: Confirmed the design vehicle and used AutoTURN software to verify vehicle maneuverings Prepared a Loading Management Plan: Obtained information identifying the type, frequency, schedule and class of pickup and delivery vehicles to and from the site Provided recommendations with a view to lessen traffic impacts by delivery trucks on City streets Traffic Study CASA MIA Community Care Facility 3

10 3. PROPOSED DEVELOPMENT Figure 2 illustrates the proposed site plan. For the purpose of this report, Marine Drive is described with a north-south orientation. Key aspects of the CASA MIA proposal include: Maintenance of the existing heritage building A new three-storey community care facility attached to the heritage building, with a total of 92 beds Maintenance of the existing all-movement south driveway and porte-cochere for pick-up / drop-off / loading activities Upgrading the all-movement north driveway for access to the underground parkade for visitors and staff. The ramp to the parkade is 6m wide, which should be adequate for two-way travels. It is our understanding that parking will be provided in accordance with bylaw requirements Two passenger spaces (one Class A and one Class B) located along the porte-cochere. These two spaces are intended for small deliveries and Handy- DART vehicles. There is also a mountable grass surface for vehicles to turn around if the existing clearance of the canopy is too low for certain types of vehicles One Class B loading space for larger vehicles (i.e. garbage trucks) An area for bicycle parking Traffic Study CASA MIA Community Care Facility 4

11 North Driveway SW MARINE DRIVE South Driveway Proposed Improved Driveway (6m wide) Garbage Area Class B Loading Space Mountable Grass Surface Existing Canopy Proposed Wing Class A & Class B Passenger Spaces Existing Building Figure 2 Proposed Site Plan (Source: Stuart Howard Architect) Traffic Study CASA MIA Community Care Facility 5

12 4. TRAFFIC IMPACT ASSESSMENT 4.1 Existing Site and Surroundings CASA MIA is bounded by SW Marine Drive to the east and single family homes to its north, south and west. The surrounding land use is primarily residential consisting of mostly singlefamily houses. Current access to the site is provided via an all-movement south driveway on SW Marine Drive. The existing north driveway appears unused. SW Marine Drive is a north-south oriented primary arterial that connects from Granville Street (Marpole area) to UBC. SW Marine Drive is a major route to UBC, carrying nearly 2,000 vehicles in the morning and afternoon peak hours. Within the vicinity of the study area, SW Marine Drive has a two-lane cross-section with a posted speed limit of 50km/hr. It is a dedicated bicycle route, with shoulder bicycle lanes in both directions. Sidewalk is not provided on both sides, with parking generally permitted on the gravel shoulders. 4.2 Existing Traffic Volumes Existing (2012) weekday AM and PM peak hour traffic volumes on SW Marine Drive at the CASA MIA driveways are illustrated in Figure 3. As illustrated, SW Marine Drive experiences traffic volumes in the order of 1,950 vehicles per hour (vph) during the weekday AM and PM peak hours. Little to no traffic was observed to use the site driveways, as the site is currently vacant. Figure 3 Existing Traffic Volumes Traffic Study CASA MIA Community Care Facility 6

13 4.3 Site Generated Traffic The site generated traffic at CASA MIA is estimated based on the trip generation characteristics at Point Grey Private Hospital (PGPH), Braddan Private Hospital (Braddan) and Arbutus Care Centre (Arbutus) (See Table 1). Trip generation rates published in the Institute of Transportation Engineers (ITE) Trip Generation Manual 1 were included in Table 1 for comparative purposes. The observed rates were first averaged, then adjusted upwards to reflect an assumption for the CASA MIA location that 95% of facility users would travel by car, with the remaining 5% by other means (i.e. Carpool / Cycling). Compared to the other sites, alternative forms of transportation to and from CASA MIA appears to be limited given the distance to the nearest bus stop (400m) and the absence of sidewalk. Table 1 Trip Generation Location Unit Trip Rate (vph/bed) Traffic Volumes (vph) In (%) Out (%) Total In (%) Out (%) Total Weekday AM PGPH 76 Beds 67% 33% Braddan 72 Beds 71% 29% Arbutus 160 Beds 45% 55% Average 61% 39% 0.08 CASA MIA 92 Beds 61% 39% ITE (Land use 620) 92 Beds 65% 35% Weekday PM PGPH 76 Beds 42% 58% Braddan 72 Beds 44% 56% Arbutus 160 Beds 50% 50% Average 45% 55% 0.22 CASA MIA 92 Beds 45% 55% ITE (Land use 620) 92 Beds 44% 56% Saturday Midday PGPH 76 Beds 44% 56% Braddan 72 Beds 53% 47% Arbutus 160 Beds 46% 54% Average 48% 52% 0.30 CASA MIA 92 Beds 48% 52% ITE (Land use 620) 92 Beds 50% 50% Trip Generation Manual, 9 th Edition (Washington, DC: Institute of Transportation Engineers, 2012) Traffic Study CASA MIA Community Care Facility 7

14 When completed, CASA MIA is expected to add 10 new vehicle trips (= 6 entering + 4 exiting) to the road network during the weekday AM peak hour, 25 vehicle trips (= 11 entering + 14 exiting) during the PM peak hour, and 35 vehicles trips (=17 entering + 18 exiting) during the Saturday peak hour. Site-generate traffic was then distributed to the road network using the existing traffic patterns along SW Marine Drive. Table 2 summarizes the trip distribution. Table 2 Trip Distribution Direction Weekday AM Weekday PM Saturday Midday To From To From To From North 55% 45% 45% 55% 45% 55% South 45% 55% 55% 45% 55% 45% The assignment of site-generated traffic to the study area is illustrated in Figure 4. Note that the majority of staff and visitors are expected to use the north driveway to park at the parkade. Figure 4 Site-Generated Traffic Volumes Traffic Study CASA MIA Community Care Facility 8

15 4.4 Future (2017) Traffic The Future Total (2017) traffic volumes were estimated by adding the site-generated traffic volumes to the existing (2012) traffic volumes (Figure 5). Background traffic growth was not applied as historic volumes show a decreasing trend of traffic volumes along Marine Drive for the past 10 years. 4.5 Operational Analysis Figure 5 Future Total (2017) Traffic Volumes Reported measures of traffic performance include volume to capacity (v/c) ratio and a delaybased traffic Level of Service (LOS) indicator ranging from LOS A (ideal) to LOS F (oversaturated) conditions. Typical peak hour urban conditions are in the LOS C to LOS D range with average delays ranging from 20 to 55 seconds per vehicle at signalized intersections and 15 to 35 seconds per vehicle at unsignalized intersections. As a target for design parameters, LOS D for individual approaches is considered appropriate for the study area. The results for the Future Total (2017) scenario based upon the Highway Capacity Manual (Washington DC: Transportation Research Board, 2000) unsignalized intersection capacity generated by the Synchro 8.0 software are attached in Appendix A and summarized in Table 3. Traffic Study CASA MIA Community Care Facility 9

16 Table 3 LOS Analysis Future Total (2017) Intersection Control Movement 1 Weekday AM Peak Weekday PM Peak Saturday Midday Peak LOS Delay V/C LOS Delay V/C LOS Delay V/C SW Marine Drive / North Driveway Minor Street Stop- Controlled Intersection EB-LR NB-LT SB-TR C E A A C E A A A C A A SW Marine Drive / South Driveway Minor Street Stop- Controlled Intersection EB-LR NB-LT SB-TR C E A A C E A A A D A A Key findings from Table 3 include: For all peak periods, traffic on SW Marine Drive in the northbound and southbound directions is expected to operate at a satisfactory level (LOS A) with minimal delays caused by development traffic. The outbound movements at both driveways are expected to experience longer delays (LOS E) during the AM and PM peak hours. The delays are mostly attributed to left-turn vehicles. As a result, it is anticipated that drivers may choose to turn right on SW Marine Drive and detour using other streets. Overall, the traffic generated by the CASA MIA redevelopment will represent less than 3% of the total peak hour traffic on SW Marine Drive (0.6% in the weekday AM peak, 1.5% in the weekday PM peak, and 2.8% in the Saturday midday peak). Traffic Study CASA MIA Community Care Facility 10

17 5. TRANSPORTATION DEMAND MANAGEMENT Transportation Demand Management (TDM) principles emphasize the movement of people and goods rather than the movement of motor vehicles, and as such give priority to alternative modes of transportation such as walking and cycling. As part of this study for the project, a list of possible TDM measures is presented below with a view to encourage and support a reduction in single occupancy vehicle (SOV) trips and parking demands at the facility: Explore the feasibility of providing shuttle buses for staff to and from the Marpole area during shift changes to promote transit usage, and to encourage the enrollment of TransLink s Employee Pass Program (EPP), which offers discounted annual transit passes when 25 or more employees are enrolled into the program. Dedicate priority parking stalls for staff that car-pool. Install covered and secured bike parking / storage for visitors and staff. Recommend that the City review pedestrian and bike corridors in the study area to improve walkability and ride quality (for example, a continuous sidewalk along SW Marine Drive). Recommend that the City review illumination and visibility on SW Marine Drive with a view to enhance pedestrian safety. Publish educational material for staff, highlighting health benefits of walking or cycling, and environmental benefits of taking transit. Traffic Study CASA MIA Community Care Facility 11

18 6. ON-SITE CIRCULATION An AutoTURN analysis of trucks maneuvering into and out of the Class B Passenger Space (Passenger Space) and Class B Off-Street Loading Space (Loading Space) is included in Appendix B. A MSU vehicle (10m total length) template was used to simulate the largest size TransLink Handy-DART shuttle bus and a front loading garbage truck. The vertical clearance of the existing canopy of the porte-cochere is inadequate in accommodating trucks. As such, a mountable grass median is provided for trucks to bypass the canopy. Key findings of the analysis include: The current design could accommodate vehicles entering the Passenger Spaces. Vehicles backing up from the Passenger Space would conflict with landscape features. Widening the mountable grass surface and modifications to landscaping would allow a MSU vehicle to turn around. It is our understanding that the Loading space / Garbage area will be shifted east (towards Marine Drive), such that turn-around movement will not be blocked by a garbage truck. Trucks entering the Loading Space and garbage area could be accommodated by widening the mountable grass surface. The current design could accommodate trucks exiting the Loading Space by widening the driveway slightly. The sketches in Appendix B show areas where additional widening of pavement / driveable lawn and modifications to landscaping are needed. Traffic Study CASA MIA Community Care Facility 12

19 7. LOADING MANAGEMENT PLAN This Loading Management Plan (LMP) is developed to identify and control loading operations for CASA MIA with a view to lessen the traffic impacts by delivery trucks on city streets. This LMP addresses the following goals: Encourage the use of symbiotic loading schedules to spread the loading activity more evenly and reduce the peak traffic demand Provide a framework for the optimization of loading activities and suggest areas of improvement, if any Maintain effective communication with the various stakeholders to ensure proper coordination of efforts 7.1 Site Context CASA MIA s loading / service area will include two Passenger Spaces (one Class A and one Class B), plus one Loading Space (Class B). All loading operations will take place entirely within the site with access off SW Marine Drive at the existing south driveway. Backing onto the street will not be allowed. The main types of services that will utilize the area include: Food Delivery Garbage Pick-up Recycling Pick-up Supply Delivery Passenger pick-up / drop-off Community shuttle buses, such as TransLink s Handy-DART, are expected to utilize the Class B Passenger Space during pick-up and drop-off activities. Other truck activities would take place using the Loading Space. The AutoTURN analysis of truck circulation as seen in Appendix B suggests that trucks with a maximum length of 10m (i.e. MSU) should be used on site. 7.2 Anticipated Loading Activities All loading and delivery services are expected to occur once per week, generally between 8am and 4pm. Passenger pick-up and drop-off activities would vary throughout the day at the Passenger Space. After-hours loading and delivery services are not expected at this site. It is anticipated that the on-site loading area would be sufficient to accommodate all loading and delivery activities given the anticipated truck schedules. Traffic Study CASA MIA Community Care Facility 13

20 7.3 Loading Management Measures Loading Area Manager An appointed staff shall act as a Loading Area Manager, who will be responsible for supervising on-site loading and delivery activities, and ensuring safe manoeuvre and proper loading and delivery operations on site. He / She will also be responsible for scheduling, liaising stakeholders, monitoring truck activities, ensuring truck engines are shut down while vehicles are parked, maintaining cleanliness and appearance of loading areas, oversees the security and safety of the loading area, etc Optimization of Loading Schedules Regular communication between the various loading and delivery companies will optimize scheduling. Coordination should reduce, if not eliminate, the potential for loading conflict as well as queuing of trucks waiting to enter the site on SW Marine Drive. To coordinate, the following should be considered: Identify times for garbage and recycling pick-up Identify times for scheduled food and supply deliveries Adjust scheduled times as necessary to avoid conflicts Confirm schedules with related companies Monitor loading and delivery activities, and adjust to suit Optimization of Arrival Patterns In general, the Loading Area Manager would be responsible to manage the arrival and departure patterns of trucks at the loading area in order to minimize conflicts. Traffic Study CASA MIA Community Care Facility 14

21 8. RECOMMENDATIONS In light of our findings, the following recommendations are presented for consideration: Truck turning movements could be accommodated by revising driveway and mountable grass surface, and landscaping layout Implement LMP measures, such as: Appointing a Loading Area Manager to be responsible for scheduling and on-going monitoring of loading activity, supervision of loading activity and enforcement of loading area use regulations Conducting Loading Management meetings to co-ordinate loading schedules Optimizing scheduled loading activities to make best use of slow periods Continuing to monitor and adjust loading schedules accordingly Consider implementing TDM measures as documented in Section 5 of this report Traffic Study CASA MIA Community Care Facility 15

22 9. SUMMARY The Care Group is proposing to redevelop the existing CASA MIA heritage building, located at 1920 SW Marine Drive in Vancouver, as a 92-bed community care facility. A new underground parkade intended to be used by visitors and staff is proposed, with access provided via the north driveway on SW Marine Drive. The existing south driveway will be maintained for pick-up / drop-off / loading activities. The facility is anticipated to generate up to 10 vehicles (6 inbound + 4 outbound) in the morning peak hour, up to 25 vehicles (11 inbound + 14 outbound) in the afternoon peak hour, and up to 35 vehicles (17 inbound and 18 outbound) in the Saturday midday peak hour. Trip generation was based on observed rates at three similar community care facilities in Vancouver (Point Grey Private Hospital, Bradden Private Hospital, and Arbutus Care Centre). The rates were adjusted up to reflect the projected mode splits at the site. Overall, the traffic generated by the redevelopment at CASA MIA will represent 0.6% of the total weekday AM peak hour traffic, 1.5% of the total weekday PM peak hour traffic, and 2.8% of the total Saturday midday peak hour traffic on SW Marine Drive. For all peak periods, SW Marine Drive in the northbound and southbound directions is expected to operate at a satisfactory level (LOS A) with minimal delays caused by development traffic. Operational analysis at the two site driveways in the Future Total (2017) scenario shows that outbound movements would experience longer delays (LOS E) during the weekday AM and PM peaks. As a result, it is anticipated that drivers may choose to turn right on SW Marine Drive and detour using other streets. An AutoTURN analysis concluded that the current driveway and grass median surface layout can be modified and widened to accommodate delivery trucks and Handy-DART vehicles on site. It is anticipated that with a proper Loading Management Plan, the on-site loading area will be adequate for accommodating all loading and delivery activities given the anticipated truck schedules. Traffic Study CASA MIA Community Care Facility 16

23 APPENDIX A Synchro Analysis Output

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25 Casa Mia Community Care Facility 1: SW Marine Drive & Proposed Driveway Lanes, Volumes, Timings Total Volume (AM) Casa Mia Community Care Facility 1: SW Marine Drive & Proposed Driveway HCM Unsignalized Intersection Capacity Analysis Total Volume (AM) Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Bikes (#/hr) 2 Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 9% 8% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 67.4% Analysis Period (min) 15 ICU Level of Service C Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS E A Approach Delay (s) Approach LOS E Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 67.4% ICU Level of Service C Analysis Period (min) 15 MMM 2/20/2013 MMM 2/20/2013

26 Casa Mia Community Care Facility 3: SW Marine Drive & Site Driveway Lanes, Volumes, Timings Total Volume (AM) Casa Mia Community Care Facility 3: SW Marine Drive & Site Driveway HCM Unsignalized Intersection Capacity Analysis Total Volume (AM) Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Bikes (#/hr) 2 Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 9% 8% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 65.1% Analysis Period (min) 15 ICU Level of Service C Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS E Approach Delay (s) Approach LOS E Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 65.1% ICU Level of Service C Analysis Period (min) 15 MMM 2/20/2013 MMM 2/20/2013

27 Casa Mia Community Care Facility 1: SW Marine Drive & Proposed Driveway Lanes, Volumes, Timings Total Volume (PM) Casa Mia Community Care Facility 1: SW Marine Drive & Proposed Driveway HCM Unsignalized Intersection Capacity Analysis Total Volume (PM) Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Bikes (#/hr) 5 Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 68.6% Analysis Period (min) 15 ICU Level of Service C Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS E A Approach Delay (s) Approach LOS E Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15 MMM 2/20/2013 MMM 2/20/2013

28 Casa Mia Community Care Facility 3: SW Marine Drive & Site Driveway Lanes, Volumes, Timings Total Volume (PM) Casa Mia Community Care Facility 3: SW Marine Drive & Site Driveway HCM Unsignalized Intersection Capacity Analysis Total Volume (PM) Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Ped Bike Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Confl. Bikes (#/hr) 5 Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 68.6% Analysis Period (min) 15 ICU Level of Service C Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS E A Approach Delay (s) Approach LOS E Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15 MMM 2/20/2013 MMM 2/20/2013

29 Casa Mia Community Care Facility 1: SW Marine Drive & Proposed Driveway Lanes, Volumes, Timings Total Volume (Sat) Casa Mia Community Care Facility 1: SW Marine Drive & Proposed Driveway HCM Unsignalized Intersection Capacity Analysis Total Volume (Sat) Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 4% 4% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 52.2% Analysis Period (min) 15 ICU Level of Service A Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 MMM 2/20/2013 MMM 2/20/2013

30 Casa Mia Community Care Facility 3: SW Marine Drive & Site Driveway Lanes, Volumes, Timings Total Volume (Sat) Casa Mia Community Care Facility 3: SW Marine Drive & Site Driveway HCM Unsignalized Intersection Capacity Analysis Total Volume (Sat) Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 2% 2% 2% 4% 4% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 52.2% Analysis Period (min) 15 ICU Level of Service A Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS D A Approach Delay (s) Approach LOS D Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 MMM 2/20/2013 MMM 2/20/2013

31 APPENDIX B AutoTURN Analysis

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