Re: Cyrville Road Car Dealership

Transcription

1 1223 Michael Street, Suite 100, Ottawa, ON K1J 7T2 Tel: Fax: February 25, 2013 OUR REF: TO3098TOE Mark Motors of Ottawa 611 Montreal Road Ottawa, ON K1K 0T8 Attention: Michael Mark Dear Michael: Re: Cyrville Road Car Dealership From the information provided, it is our understanding that Mark Motors is proposing to construct a new car dealership on a consolidated site located on the north side of Cyrville Road between Michael Street and Cummings Avenue. The proposed site will consist of an approximate 28,000 ft 2 showroom/sales/service centre with an additional 13,000 ft 2 of basement and rooftop vehicle storage. Two site driveway connections are proposed to Cyrville Road. The local context is depicted as Figure 1 and the preliminary Site Plan is depicted as Figure 2. Figure 1: Local Context

2 Figure 2: Proposed Site Plan

3 Page 3 As part of the development approvals process, the City of Ottawa requires a transportation assessment to be submitted in support of a planning application. Based on the ensuing trip generation and our review of the City s Transportation Assessment Guidelines (TIA), the proposed development is projected to generate less than the City s 75 veh/h TIA guideline for a Transportation Brief (TB). As such, no further traffic analysis is required. However, in support of the Site Plan Approval process, a modified Transportation Brief that addresses the following topics is considered appropriate: existing traffic conditions at adjacent intersections; future site trip generation and distribution; off-site traffic control requirements (if any); and Site Plan issues, including proposed access, parking, loading and circulation layout. 1. EXISTING CONDITIONS Cyrville Road is an urban 2-lane undivided arterial roadway within the study area that has a 37.5 m protected ROW. It extends from Innes Road in the east to St. Laurent Boulevard in the west. Auxiliary turn lanes are provided at major intersections and the posted speed limit within the study area is 60 km/h. Ogilvie Road is an urban 4-lane divided arterial roadway, which extends from the Rockcliffe Parkway in the east to St. Laurent Boulevard in the west, where it continues as Coventry Road. Auxiliary turn lanes are provided at major intersections and the posted speed limit within the study area is 60 km/h. Cummings Avenue is currently a rural cross-section collector roadway within the study area that has a 37.5 m protected ROW. It extends from Montreal Road in the north to Cyrville Road in the south, where it continues as Labelle Street. Auxiliary turn lanes are provided at major intersections and the speed limit within the study area is 50 km/h. Over the fullness of time, urbanization will be considered along Cummings Avenue, between Ogilvie and Cyrville Road, to better promote use of the walking, cycling and transit modes and to address future capacity and access needs. The most recent weekday morning and afternoon peak hour traffic counts and signal timing plans (before the demolition of the Cyrville Road bridge) were obtained from the City of Ottawa for the signalized Cyrville/Ogilvie, Cyrville/Cummings and Ogilvie/Cummings intersections. Current volumes are illustrated in Figure 3 and are included as Appendix A. The ensuing Table 1 provides a summary of existing traffic operations at study area intersections based on the Synchro (V7) traffic analysis software. The subject intersections were assessed in terms of the volume-to-capacity (v/c) ratio and the corresponding Level of Service (LoS) for the critical movement(s). The subject intersections as a whole were

4 Page 4 assessed based on a weighted v/c ratio. The Synchro model output of existing conditions is provided within Appendix B. Figure 3: Existing Traffic Volumes

5 Page 5 Table 1: Existing Performance at Study Area Intersections Intersection LoS Weekday AM Peak (PM Peak) Critical Movement Intersection as a Whole max. v/c or avg. Movement Delay (s) LoS v/c delay (s) Ogilvie/Cummings C(F) 0.72(1.67) SBL(WBL) 20.5(66.0) A(F) 0.58(1.01) Cyrville/Ogilvie D(E) 0.85(0.99) NBL(NBL) 19.4(31.1) A(A) 0.36(0.58) Cyrville/Cummings B(E) 0.66(0.96) SBL(SBL) 14.1(25.9) A(C) 0.49(0.71) Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. As shown in Table 1, the signalized study area intersections, as a whole with exception of the Ogilvie/Cummings intersection, are currently operating at an acceptable Level of Service C or better during weekday morning and afternoon peak hours, with respect to the City of Ottawa operating standards of LoS D or better (0.90 > v/c > 0.00). The Ogilvie/Cummings intersection is currently operating at capacity with a v/c of 1.01 during the weekday afternoon peak hour, which is over capacity and considered to be failing. With regard to critical movements at study area intersections, the signalized Ogilvie/Cummings intersection currently operates with failing left-turn movements in the westbound, eastbound and southbound directions during the weekday afternoon peak hour. The northbound left-turn and the southbound left-turn are also noted to be currently operating at capacity during the weekday afternoon peak hour at the signalized Cyrville/Ogilvie and Cyrville/Cummings intersections, respectively. Field observations (before the demolition of the Cyrville Road Bridge) at these study area intersections confirm these findings. 2. FUTURE SITE VEHICLE TRIP GENERATION AND DISTRIBUTION 2.1 Site Vehicle Trip Generation Summarized in Table 2, is the appropriate vehicle trip generation rate for the proposed land use taken from the 8 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. Table 2: ITE Trip Generation Rates Land Use Data Source AM Peak New Car Sales ITE T = 2.03(X); 841 Notes: T = Average Vehicle Trip Ends X = 1000 ft 2 Gross Floor Area Trip Rates PM Peak T = 2.59(X); T = 1.74(X)

6 Page 6 As ITE trip generation surveys only record vehicle trips and typically reflect highly suburban locations (with little to no access by travel modes other than private automobiles), adjustment factors appropriate to the more urban study area context were applied to attain estimates of person trips for the proposed development. This approach is considered appropriate within the industry for urban infill developments. To convert ITE vehicle trip rates to person trips, an auto occupancy factor and a non-auto trip factor were applied to the ITE vehicle trip rates. Our review of the available literature suggests that a combined factor of approximately 1.3 is considered reasonable to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 10%. The person trip generation for the proposed 28,000 ft 2 show showroom/sales/service centre is approximately 75 and 100 person trips per hour during the weekday morning and afternoon peak hours, respectively. The 13,000 ft 2 of basement and rooftop vehicle storage is not anticipated to generate any additional person trips. These person trips were then reduced by modal share values based on the 2005 TRANS O-D survey to reflect the site s location and proximity to employment, shopping uses and transit availability. Modal share values are summarized in Table 3. Table 3: New Proposed Site Trip Generation Travel Mode Mode AM Peak (persons) PM Peak (persons) Share In Out Total In Out Total Auto Driver 65% Auto Passenger 10% Transit 20% Non-motorized 5% Total Person Trips 100% New Proposed Site Trips As shown in Table 3, the resulting number of potential new two-way vehicle trips for the proposed development is approximately 50 and 65 veh/h during the weekday morning and afternoon peak hours, respectively. 2.2 Area Development Within the study area, approximately 100 townhome units are proposed on a vacant lot at 1098 Ogilvie/1178 Cummings Avenue. The projected vehicle trip generation associated with this site is approximately 30 and 70 veh/hr during the weekday morning and afternoon peak hours, respectively. Other area development identified by using the City s online Development Application Search tool includes a mixed-use development at 1220 Ogilvie Road, totalling approximately 957 residential units and approximately 7,000 ft 2 of ground floor retail. The application is

7 Page 7 listed online as Site Plan Control with a status date of May 18, 2011 and the review status is Agreement Signed. Also identified within the area, is a potential long-term strategy to guide the commercial development at the Queensway Corporate Campus. This site is approximately 6.0 ha in size and is bound by Cyrville Road, Michael Street, Labelle Street and H417. The current proposal is for a total GFA of approximately 620,000 ft 2, consisting of office, ground floor retail and hotel land uses. These developments, identified herein, are for informational purposes only, and are projected to generate significantly more traffic than the proposed site. Any additional roadway modifications that will ultimately benefit the proposed site will be triggered by these developments. 2.3 Traffic Distribution and Assignment Traffic distribution was based on the site s connectivity to the existing road network and our knowledge of the surrounding area. The resultant distribution is outlined as follows: 20% to/from the north; 50% to/from the south; 15% to/from the east; and 15% to/from the west. 100% New site-generated trips assigned to the site s two driveway connections and the adjacent intersections are illustrated in Figure 4.

8 Page 8 Figure 4: New Site-Generated Traffic Volumes 3. FUTURE TRAFFIC OPERATIONS For the purpose of this study, the total projected traffic volumes were derived by superimposing site traffic on to existing volumes. The resulting total projected traffic volumes are illustrated in Figure 5.

9 Page 9 Figure 5: Projected Traffic Volumes Summarized in Table 4, with no signal timing plan modifications, the signalized study area intersections, as a whole, are projected to operate similar to, if not the same as, existing conditions. The Synchro model output of projected conditions without roadway or signal modifications are provided within Appendix C.

10 Page 10 Table 4: Projected Performance at Study Area Intersection Intersection Weekday AM Peak (PM Peak) Critical Movement Intersection as a Whole max. v/c LoS or avg. Movement Delay (s) LoS v/c delay (s) Ogilvie/Cummings C(F) 0.73(1.76) SBL(WBL) 20.7(70.2) A(F) 0.59(1.03) Cyrville/Ogilvie D(F) 0.86(1.07) NBL(NBL) 19.5(31.8) A(A) 0.36(0.59) Cyrville/Cummings B(E) 0.66(0.96) SBL(SBL) 14.2(26.0) A(C) 0.50(0.72) Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. For the critical Ogilvie/Cummings intersection, the overall increase in projected traffic volume is less than 1%, during weekday morning and afternoon peak hours. This amount of traffic is not considered significant and will have negligible effect on the intersection s Level of Service. With regard to possible mitigative measures to achieve acceptable Levels of Service at these locations, the following would be required: Ogilvie/Cummings auxiliary northbound right-turn lane on Cummings Avenue advanced protected/permitted westbound left-turn signal phase during afternoon peak hour Cyrville/Ogilvie advanced protected/permitted north and southbound left-turn signal phases during afternoon peak hour Cyrville/Cummings advanced protected/permitted southbound left-turn signal phase during afternoon peak hour These roadway/traffic signal phasing modifications are identified as mitigative measures to alleviate existing operational issues at study area intersections and therefore, should not be a condition of Site Plan Approval for the subject development. 4. REVIEW OF PRELIMINARY SITE PLAN This section provides an overview of site access, parking requirements, pedestrian circulation and transit accessibility. The preliminary Site Plan was previously illustrated in Figure 2.

11 Page 11 Parking It is our understand that the total amount of parking for the proposed site will be sufficient with respect to the City s Zoning By-Law requirements. Site Circulation Sufficient turning radii for fire, garbage and delivery truck circulation should be provided. Vehicle and truck turning templates should be applied to ensure vehicles are able to manoeuvre around the site appropriately. Access Requirements Based on projected volumes and proximity to adjacent intersections, additional traffic control and auxiliary turn lanes are not warranted at the two proposed driveway connections to Cyrville Road. With regard to these driveway connections, the westerly one is located approximately 25 meters from the Cyrville/Michael intersection and the easterly one is located approximately 140 meters from the Cyrville/Cummings intersection. These are separated from each other by 70 meters. With regard to the access location for the new development on the south side of Cyrville Road, its driveway is located approximately 110 meters west of the Cyrville/Cummings intersection, which relative to the proposed development s easterly access, is approximately 30 meters further west. The proposed number, location and dimensions of site driveways are sufficient with respect to the City s Private Approach By-Law. Adequate depressed curb and sidewalk should be provided at the proposed driveway connections. It should also be noted that proposed number of driveways will be an overall reduction in the number of existing driveways along the site s Cyrville Road frontage and therefore, the proposed is considered an improvement over existing operations. Pedestrians/Transit Connecting pedestrians to transit service and other adjacent development, the proposed site fronts Cyrville Road to the south, where sidewalks are currently provided along both sides beginning at Michael Street and continuing easterly. West of Michael Street, sidewalks are provided on the south side only. Sidewalks will be provided along the site s Cyrville Road frontage, providing a connection to future sidewalks along the north side of Cyrville Road. Local OC Transpo bus service is currently provided by Route #127 with a bus stop located approximately 100 meters from the site on Michael Street or approximately 170 meters west of the site on Cyrville Road. Rapid OC Transpo bus service is also provided via the Cyrville Transit Station located approximately 450 meters east of the site.

12 Page 12 Bicycles Bicycle parking is not identified on the proposed Site Plan but should be provided at a rate of 1 bicycle parking space per 500 m 2 of gross floor area with respect to the City s Zoning By-Law for a service or repair shop. According to the City s 2008 Official Cycling Plan (OCP), Ogilvie Road and Cyrville Road are classified as a spine or City-wide cycling route. Dedicated bike lanes are currently provided on both sides on Ogilvie Road and dedicated bike lanes are proposed in the short term ( ) on Cyrville Road. Cummings Avenue is classified as a community cycling route with an unpaved shoulder currently provided on the west side only. 5. FINDINGS AND RECOMMENDATIONS Based on the foregoing analysis of the proposed site, the following transportation-related conclusions are offered: Signalized study area intersections, as a whole with exception of the Ogilvie/Cummings intersection, are currently operating at an acceptable LoS C or better during weekday morning and afternoon peak hours; The Ogilvie/Cummings intersection is currently operating at capacity with an overall v/c of 1.01 during the weekday afternoon peak hour; The proposed development is projected to generate 50 and 65 veh/h during the weekday morning and afternoon peak hours, respectively, which is an approximate 1 to 2% increase in traffic at study area intersections. With regard to the critical Ogilvie/Cummings intersection, the projected increase in traffic due to the proposed development is less than 1% during peak hours. This amount of traffic is not considered significant and will have negligible effect on the intersection s Level of Service. According to the City s Transportation Impact Assessment Guidelines, this level of traffic does not require any further traffic analysis; Future traffic conditions at study area intersections are projected to operate similar to existing conditions, indicating negligible site impact; Identified roadway and traffic signal phasing modifications are recommended to mitigate existing operational issues at study area intersections; and The proposed number, location and dimensions of site driveways are sufficient with respect to the City s Private Approach By-Law and are considered an improvement over the existing driveways along the site s Cyrville Road frontage.

13 Page 13 Therefore, the proposed Cyrville Road Car Dealership is recommended from a transportation perspective. Prepared By: Gordon R. Scobie, P.Eng. Project Engineer, Transportation Ottawa Operations February-25-13

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15 Appendix A Existing Peak Hour Traffic Counts

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21 Appendix B Existing Peak Hour Capacity Analysis

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23 Existing AM 1: Cummings & Ogilvie 07-Oct-2011 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA pm+pt NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 63.3% 63.3% 63.3% 63.3% 26.7% 26.7% 10.0% 36.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A B B D D E D Approach Delay Approach LOS A B D 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 3 (3%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 20.7 Intersection Capacity Utilization 89.6% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Splits and Phases: 1: Cummings & Ogilvie Synchro 7 - Report

24 Existing AM 2: Cyrville & Ogilvie 07-Oct-2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 62.5% 62.5% 62.5% 62.5% 62.5% 62.5% 37.5% 37.5% 37.5% 37.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A A F D D D Approach Delay Approach LOS A A E D Queue Length 50th (m) Queue Length 95th (m) 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 36 (30%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 19.5 Intersection Capacity Utilization 65.5% Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service C Splits and Phases: 2: Cyrville & Ogilvie Synchro 7 - Report

25 Existing AM 3: Labelle/Cummings & Cyrville 07-Oct-2011 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A B B B A C B Approach Delay Approach LOS A B A C 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 Cycle Length: 70 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.66 Intersection Signal Delay: 14.2 Intersection Capacity Utilization 68.6% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 3: Labelle/Cummings & Cyrville Synchro 7 - Report

26 Existing PM 1: Cummings & Ogilvie 07-Oct-2011 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA pm+pt NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 46.7% 46.7% 46.7% 46.7% 36.7% 36.7% 16.7% 53.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F D F C C E F B Approach Delay Approach LOS D E E F Queue Length 50th (m) ~ ~ ~ Queue Length 95th (m) m#62.3 #187.5 # #185.0 # 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 57 (48%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.69 Intersection Signal Delay: 67.8 Intersection Capacity Utilization 113.7% 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. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: E ICU Level of Service H Splits and Phases: 1: Cummings & Ogilvie Synchro 7 - Report

27 Existing PM 2: Cyrville & Ogilvie 07-Oct-2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 58.3% 58.3% 58.3% 58.3% 58.3% 58.3% 41.7% 41.7% 41.7% 41.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A C C B F D F D Approach Delay Approach LOS B C E E Queue Length 50th (m) ~ Queue Length 95th (m) m m19.7 # # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 24 (20%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 31.1 Intersection Capacity Utilization 101.1% 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. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: C ICU Level of Service G Splits and Phases: 2: Cyrville & Ogilvie Synchro 7 - Report

28 Existing PM 3: Labelle/Cummings & Cyrville 07-Oct-2011 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 50.6% 50.6% 50.6% 50.6% 49.4% 49.4% 49.4% 49.4% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B B C B B E B Approach Delay Approach LOS B C B E 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 Cycle Length: 85 Actuated Cycle Length: 85 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.96 Intersection Signal Delay: 26.1 Intersection Capacity Utilization 98.3% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service F Splits and Phases: 3: Labelle/Cummings & Cyrville Synchro 7 - Report

29 Appendix C Projected Peak Hour Capacity Analysis

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31 Projected AM 1: Cummings & Ogilvie 07-Oct-2011 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA pm+pt NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 63.3% 63.3% 63.3% 63.3% 26.7% 26.7% 10.0% 36.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A B B D D E D Approach Delay Approach LOS A B D 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 3 (3%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.73 Intersection Signal Delay: 20.7 Intersection Capacity Utilization 89.7% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Splits and Phases: 1: Cummings & Ogilvie Synchro 7 - Report

32 Projected AM 2: Cyrville & Ogilvie 07-Oct-2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 62.5% 62.5% 62.5% 62.5% 62.5% 62.5% 37.5% 37.5% 37.5% 37.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A A A A F D D D Approach Delay Approach LOS A A E D Queue Length 50th (m) Queue Length 95th (m) m 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 36 (30%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 19.5 Intersection Capacity Utilization 69.0% Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service C Splits and Phases: 2: Cyrville & Ogilvie Synchro 7 - Report

33 Projected AM 3: Labelle/Cummings & Cyrville 07-Oct-2011 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A B B B A C B Approach Delay Approach LOS A B B C 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 Cycle Length: 70 Actuated Cycle Length: 70 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.66 Intersection Signal Delay: 14.2 Intersection Capacity Utilization 68.7% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 3: Labelle/Cummings & Cyrville Synchro 7 - Report

34 Projected PM 1: Cummings & Ogilvie 07-Oct-2011 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA pm+pt NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 46.7% 46.7% 46.7% 46.7% 36.7% 36.7% 16.7% 53.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F D F C C F F B Approach Delay Approach LOS D E E F Queue Length 50th (m) ~ ~ ~118.5 ~ Queue Length 95th (m) #60.1 #188.2 # #188.5 # 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 57 (48%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.76 Intersection Signal Delay: 70.2 Intersection Capacity Utilization 114.2% 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. Intersection LOS: E ICU Level of Service H Splits and Phases: 1: Cummings & Ogilvie Synchro 7 - Report

35 Projected PM 2: Cyrville & Ogilvie 07-Oct-2011 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 58.3% 58.3% 58.3% 58.3% 58.3% 58.3% 41.7% 41.7% 41.7% 41.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A C C B F D F D Approach Delay Approach LOS B C E E Queue Length 50th (m) ~ Queue Length 95th (m) m m19.5 # 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 24 (20%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.07 Intersection Signal Delay: 31.8 Intersection Capacity Utilization 101.1% 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. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: C ICU Level of Service G Splits and Phases: 2: Cyrville & Ogilvie Synchro 7 - Report

36 Projected PM 3: Labelle/Cummings & Cyrville 07-Oct-2011 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 50.6% 50.6% 50.6% 50.6% 49.4% 49.4% 49.4% 49.4% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B B B C B B E B Approach Delay Approach LOS B C B E 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 Cycle Length: 85 Actuated Cycle Length: 85 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.96 Intersection Signal Delay: 26.0 Intersection Capacity Utilization 98.4% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service F Splits and Phases: 3: Labelle/Cummings & Cyrville Synchro 7 - Report