Re: Residential Development - Ogilvie/Cummings Transportation Overview
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- Georgia Reed
- 5 years ago
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1 1223 Michael Street, Suite 100, Ottawa, ON K1J 7T2 Tel: Fax: March 28, 2012 OUR REF: TO3088TOY Barry J. Hobin & Architects 63 Pamilla Street Ottawa, ON K1S 3K7 Attention: Bill Ritcey Dear Bill: Re: Residential Development - Ogilvie/Cummings Transportation Overview 1. INTRODUCTION From the information provided, an approximate 100 townhome residential development is being proposed on lands located in the southwest quadrant of the Ogilvie/Cummings intersection. The municipal address is known as 1098 Ogilvie Road and 1178 Cummings Avenue. These lands are currently vacant with an unpaved parking lot located immediate adjacent to the intersection. Access to the proposed development is proposed via a single full-movement driveway connection to Cummings Avenue. 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). Therefore, from a transportation perspective, it is more appropriate to conduct a Transportation Overview (TO) to capture only the relevant transportation issues. On this basis, this TO will review the following: 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. The site s local context is depicted as Figure 1 and the Site Concept Plan is depicted as Figure 2.
2 Page 2 Figure 1: Local Context 2. EXISTING TRAFFIC OPERATIONS Ogilvie Road is an urban four-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 a two-lane collector roadway with a rural cross-section, which 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 should 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.
3 Figure 2: Site Plan
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5 Page 4 The most recent weekday morning and afternoon peak hour traffic counts and signal timing plans were obtained from the City of Ottawa for the signalized Ogilvie/Cummings, Ogilvie/Cyrville and Cyrville/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 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
6 Page 5 Table 1: Existing Performance at Study Area Intersection Intersection LoS Critical Movement max. v/c or avg. delay (s) Weekday AM Peak (PM Peak) Intersection as a Whole Movement Delay (s) LoS v/c Ogilvie/Cummings C(F) 0.72(1.67) SBL(WBL) 20.5(66.0) A(F) 0.58(1.01) Ogilvie/Cyrville 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 Ogilvie/Cyrville and Cyrville/Cummings intersections, respectively. Field observations at study area intersections confirm these findings. 3. FUTURE SITE VEHICLE TRIP GENERATION AND DISTRIBUTION 3.1 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 Data Land Use Source AM Peak ITE Townhomes 231 Notes: T = Average Vehicle Trip Ends X = Dwelling Units T = 0.67(X); T = 0.88(X)-49.7 Trip Rates PM Peak T = 0.78(X);
7 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 site is approximately 50 and 100 person trips per hour during the weekday morning and afternoon peak hours, respectively. 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 15% Non-motorized 10% 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 35 and 70 veh/h during the weekday morning and afternoon peak hours, respectively. 3.2 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%
8 Page 7 4. 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 4. Figure 4: 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.
9 Page 8 Table 4: Projected Performance at Study Area Intersection Intersection LoS Critical Movement max. v/c or avg. delay (s) Weekday AM Peak (PM Peak) Intersection as a Whole Movement Delay (s) LoS v/c Ogilvie/Cummings C(F) 0.73(1.77) SBL(WBL) 20.9(69.7) A(F) 0.58(1.03) Ogilvie/Cyrville D(E) 0.85(0.99) NBL(NBL) 19.4(31.1) A(A) 0.36(0.58) Cyrville/Cummings B(E) 0.66(0.97) SBL(SBL) 14.3(26.8) A(C) 0.49(0.73) 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 approximately 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 Ogilvie/Cyrville 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 necessarily be a condition of Site Plan Approval for the subject development. 5. AREA DEVELOPMENT 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 listed
10 Page 9 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. Another approximate 100 townhome residential development is being proposed on lands located at 1298 Ogilvie Road. Potential new two-way vehicle trips for this development is estimated to be 50 and 45 veh/h during the weekday morning and afternoon peak hours, respectively. The larger developments are projected to generate significantly more traffic than the proposed site and any additional roadway modifications that will ultimately benefit the proposed site will be triggered by these developments. 6. CONCEPT PLAN REVIEW This section provides an overview of site access, parking requirements, pedestrian circulation and transit accessibility. The proposed Concept Plan was previously illustrated in Figure 2. Parking 9 visitor parking spaces are proposed to serve the development. This is sufficient with respect to the City s Zoning By-Law. In the case of a multiple attached dwellings or stacked dwellings, where each dwelling unit has a driveway accessing a garage or carport located on the same lot as that dwelling unit, no visitor parking is required for that dwelling unit. It should be noted that the proponent will be seeking a variance to allow for driveways less than 5.2 meters in length. Site Circulation With regard to on-site circulation, the proposed is laid out as a grid and in combination with the projected low vehicle volumes and low vehicle speeds, on-site vehicle circulation will operate efficiently. Sufficient turning radii for fire and garbage truck circulation should be provided. Access Requirements Based on projected volumes and proximity to adjacent signalized intersections, additional traffic control and auxiliary turn lanes are not warranted at the proposed driveway connection to Cummings Avenue.
11 Page 10 Pedestrians/Transit Connecting pedestrians to transit service and other adjacent development, the proposed site fronts Cummings Avenue to the east, where sidewalks are currently provided on the east side only and fronting Ogilvie Road to the north, sidewalks are currently provided along both sides. Local OC Transpo bus service is currently provided by Route #127 with bus stops located approximately 50 meters from the site on Ogilvie Road. Rapid OC Transpo service is also provided within walking distance from the site. The Cyrville Rapid Transit station is located approximately 500 meters to the southeast. Bicycles Bicycle parking is not identified on the proposed Site Plan because no parking is required with respect to the City s Zoning By-Law. According to the City s 2008 Official Cycling Plan (OCP), Ogilvie Road is classified as a spine or City-wide cycling route with dedicated bike lanes currently provided on both sides. Cummings Avenue is classified as a community cycling route with an unpaved shoulder currently provided on the west side only. 7. FINDINGS AND RECOMMENDATIONS Based on the foregoing analysis of the proposed development, the following transportationrelated 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 35 and 70 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 is approximately 1% during peak hours. This amount of traffic is not considered significant and will have negligible effect on the intersection s Level of Service; 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;
12 Page 11 9 visitor parking spaces are proposed to serve the development, which is sufficient with respect to the City s Zoning By-Law; and The internal road network is well laid out and will operate efficiently. The proposed development fits well into the context of the surrounding area, and its location and design serves to promote the use of walking, cycling and transit modes, thus supporting City of Ottawa policies, goals and objectives with respect to redevelopment, intensification and modal share. Therefore, the proposed Ogilvie/Cummings residential development is recommended from a transportation perspective. Prepared By: Gordon R. Scobie, P.Eng. Project Engineer, Transportation Ottawa Operations
13 Appendix A Existing Peak Hour Traffic Counts
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19 Appendix B Existing Peak Hour Capacity Analysis
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21 Existing AM 1: Cummings & Ogilvie 3/19/2012 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: 20.5 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
22 Existing AM 2: Cyrville & Ogilvie 3/19/2012 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: 19.4 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
23 Existing AM 3: Labelle/Cummings & Cyrville 3/19/2012 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 A 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: 14.1 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
24 Existing PM 1: Cummings & Ogilvie 3/19/2012 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) #62.4 #179.0 # #183.6 # 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: 1.67 Intersection Signal Delay: 66.0 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. Intersection LOS: E ICU Level of Service H Splits and Phases: 1: Cummings & Ogilvie Synchro 7 - Report
25 Existing PM 2: Cyrville & Ogilvie 3/19/2012 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 m19.9 # # 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: 0.99 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
26 Existing PM 3: Labelle/Cummings & Cyrville 3/19/2012 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: 25.9 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
27 Appendix C Projected Peak Hour Capacity Analysis
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29 Projected AM 1: Cummings & Ogilvie 3/19/2012 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: 20.9 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
30 Projected AM 2: Cyrville & Ogilvie 3/19/2012 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: 19.4 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
31 Projected AM 3: Labelle/Cummings & Cyrville 3/19/2012 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 A 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: 14.3 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
32 Projected PM 1: Cummings & Ogilvie 3/19/2012 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA pm+pt NA Perm NA Perm pm+pt NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 43.4% 43.4% 13.3% 56.8% 26.3% 26.3% 26.3% 17.0% 43.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D D C B D E C F C Approach Delay Approach LOS D B D F Queue Length 50th (m) ~ Queue Length 95th (m) #46.5 # # 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: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.14 Intersection Signal Delay: 42.4 Intersection Capacity Utilization 100.7% 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. Intersection LOS: D ICU Level of Service G Splits and Phases: 1: Cummings & Ogilvie Synchro 7 - Report
33 Projected PM 2: Cyrville & Ogilvie 3/19/2012 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 A A A F D F D Approach Delay Approach LOS B A E E 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: 24 (20%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 26.5 Intersection Capacity Utilization 101.4% 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
34 Projected PM 3: Labelle/Cummings & Cyrville 3/19/2012 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: 0.97 Intersection Signal Delay: 26.8 Intersection Capacity Utilization 99.4% 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
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