700 Hunt Club Road. Transportation Impact Study - Addendum #1. Submitted by:

Transcription

1 700 Hunt Club Road Transportation Impact Study - Addendum #1 Submitted by: 14 June 2013

2 1223 Michael Street, Suite 100, Ottawa, ON K1J 7T2 Tel: Fax: June 2013 OUR REF: TO3112TOR00 Lone Star Group of Companies 472 Morden Road Unit 101 Oakville, ON L6K 3W4 Attention: Mr. Nils Kravis Dear Sir: Re: 700 Hunt Club Road Revised Transportation Impact Study Addendum #1 1. Report Context This Addendum has been prepared to identify the transportation-related implications of the revised Site Plan of the 700 Hunt Club Road Development (included as Appendix A), which now includes a 69 unit mid-rise apartment building instead of a 74 room hotel, the removal of the proposed driveway connection to Dean Martin Crescent and an increase in the gross floor areas by 9,150 ft 2 of the remaining land uses. In addition, this Addendum addresses the comments received from the City of Ottawa, dated February 14, 2013, which includes a request for additional analysis with respect to area development. The objective of this Addendum is to identify if the revised Site Plan in combination with the projected trips generated by other area development will result in different findings or conclusions identified in the original Transportation Impact Study (TIS). 2. Revised Demand Forecasting 2.1 Other Area Development With respect to other area development within the vicinity of the site, the original TIS report included a fairly aggressive background traffic growth rate of 3% per annum along Hunt Club Road to account for future increases in area traffic volumes resulting from area development. Nevertheless, the City has identified the following to be included in subsequent analysis: 2869 Gibford Drive - A hotel consisting of 98 rooms is proposed to the southeast quadrant of the Hunt Club/Gibford intersection.

3 Page 2 Dean Martin Crescent A residential development consisting of 22 dwelling units is proposed south of Dean Martin Crescent. 2.2 Revised Trip Generation With respect to the revised Site Plan and identified study area development, vehicle trips were generated using appropriate trip generation rates obtained from the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. Using the same auto occupancy factors, modal share values and pass-by identified in the original TIS report, ITE vehicle trips were converted to vehicle trips that are more reflective of the study area. These projected vehicle trips are summarized in Table 1. Table 1: Revised Site-Trip Generation Data Land Use Area Source Mid-Rise Apartment Office Building Retail Building Lone Star Fast Food Restaurant ITE 223 ITE 720 ITE 826 ITE 931 ITE 934 AM Peak PM Peak In Out Total In Out Total 69 units ,432 ft ,433 ft ,030 ft ,754 ft Less Retail & Restaurant Pass-by New Total Site Generated Trips Gibford Hotel Trips Dean Martin Residential Trips ITE 310 ITE 230 New Total Site + Area Development Trips 98 rooms units As shown in Table 1, the resulting two-way vehicle trips from the new proposed development, with the addition of projected vehicle trips generated by area development, is 125 and 205 veh/h during the weekday morning and afternoon peak hours, respectively. When compared to the original TIS report, this is a net increase of 25 and 48 veh/h during the morning and afternoon peak hours, respectively, which can all be attributed to the adjacent Gibford Hotel and the adult life style bungalows. When not accounting for these adjacent land uses, the site-generated traffic decreases by 20 and 12 veh/h compared to the original TIS report.

4 STOP STOP STOP STOP STOP STOP STOP Page Revised Vehicle Traffic Distribution and Assignment Traffic distribution and assignment was revised to reflect the removal of the proposed driveway connection to Dean Martin Crescent. The revised distribution is as follows: 700 Hunt Club Road Development Distribution 50% to/from the north via Paul Anka Drive, Uplands Drive, McCarthy Road, the Airport Parkway and Riverside Drive; 15% to/from the south via Uplands Drive, the Airport Parkway and Riverside Drive; 20% to/from the east via Hunt Club Road; and 15% to/from the west via Hunt Club Road. 100% Gibford Road Hotel Distribution 40% to/from the north via the Airport Parkway and Riverside Drive; 30% to/from the south via the Airport Parkway and Uplands Drive; 15% to/from the east via Hunt Club Road; and 15% to/from the west via Hunt Club Road. 100% Dean Martin Crescent Residential Distribution 60% to/from the north via the Airport Parkway and Riverside Drive; 20% to/from the east via Hunt Club Road; and 20% to/from the west via Hunt Club Road. 100% The revised new and pass-by site-generated trips are illustrated in Figures 1 and 2, respectively. Figure 1: Revised New Site-Generated Traffic Volumes McCarthy 22(36) 19(33) 19(28) 3(8) 5(7) 8(16) 29(47) 29(48) 19(33) 3(8) 9(7) 17(37) 9(7) 19(28) Site 14(22) 5(6) 23(44) 29(48) 7(11) 6(11) 2(4) 30(47) Hotel 2(4) 27(44) 4(5) 5(11) 25(36) 6(11) 25(38) 12(17) 13(16) 11(19) 1(1) 1(1) 12(20) Hunt Club 8(16) 14(11) 14(22) 6(11) 16(33) 14(18) Wisteria 16(33) 2(3) 2(3) 14(18) 14(11) 6(7) 2(9) 11(5) 3(6) Residential Gibford 5(8) 4(5) 6(9) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes

5 STOP STOP STOP STOP STOP STOP Page 4 Figure 2: Revised Site-Generated Pass-by Traffic Volumes McCarthy -12(-11) 12(11) Hunt Club 12(11) 12(11) 12(11) -12(-11) 12(11) Site 12(11) STOP12(11) 12(11) 12(11) Hotel Wisteria 12(11) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes Gibford Residential It should be noted that the City s February comments requested the traffic volumes at the Paul Anka/Wisteria intersection be included in the subsequent analysis. As these volumes are not readily available, they were derived using appropriate trip generation rates obtained from the 9 th Edition of the ITE Trip Generation Manual and the same adjustment factors identified in the original TIS report (i.e. auto occupancy, modal shares, etc.). These estimated trips generated by the approximate 80 residential units where then distributed to/from the study area network via the Hunt Club/Paul Anka intersection using the same distribution assumed for the proposed 700 Hunt Club site. These volumes are depicted in Figures 3 and Revised Future Traffic Operations 3.1 Revised Projected 2014 Conditions at Full Site Development Total projected 2014 volumes associated with the revised Site Plan for the proposed development and the additional area developments are illustrated in Figure 3. These volumes were derived by superimposing new site-generated volumes (Figure 1) and sitegenerated pass-by volumes (Figure 2) onto projected 2014 baseline traffic volumes (illustrated as Figure 5 in the original TIS). Table 2 provides a summary of the projected 2014 performance of study area intersections at full site build-out. The SYNCHRO model output of projected conditions is provided within Appendix B.

6 STOP STOP STOP STOP STOP STOP STOP Page 5 Figure 3: Revised Total Projected 2014 Peak Hour Traffic Volumes 2(14) 5(3) 2(11) 18(18) 1279(1323) 236(104) 2(7) 1103(1074) 85(7) 34(44) 1209(1311) 52(58) Wisteria 36(23) 12(22) 27(6) 119(187) 41(58) 15(51) 104(136) 51(31) 0(0) 140(101) 102(127) 2(9) 84(98) 24(25) 61(26) 13(17) 1167(1221) 96(165) 29(48) 0(0) 89(70) 1271(1305) 41(50) Site 78(65) 0(0) 11(5) 0(0) 36(44) 5(6) 26(33) 16(22) 28(44) 2(3) Residential 45(62) 38(51) 14(18) 2(3) 24(25) 1280(1410) 20(36) 1058(1182) 194(242) 7(11) 6(11) Gibford 27(8) 18(18) 49(43) Hotel 11(18) 223(266) 3(1) 22(41) 224(246) 63(51) 35(37) 30(38) 322(334) 8(11) 799(997) 15(29) 45(55) 1220(1315) 19(15) McCarthy 39(43) 17(34) 232(238) 26(10) 27(15) 107(49) 133(309) 881(1160) 56(134) 142(234) 263(617) 342(197) 1158(1413) 9(14) 15(23) 60(112) 539(353) 893(1347) 75(89) Hunt Club xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes Table 2: Revised Projected 2014 Performance of Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection as a Whole Intersection max. v/c or LoS avg. delay Movement Delay (s) LoS v/c (s) Hunt Club/N. Bowesville C(F) 0.76(1.42) NBT(NBT) 22.3(50.6) C(D) 0.73(0.87) Hunt Club/Paul Anka C(E) 0.71(0.96) EBT(EBT) 17.4(26.6) B(D) 0.66(0.86) Hunt Club/Gibford B(B) 10.1(11.0) NBR(NBR) 0.2(0.2) - - Site/Paul Anka A(A) 9.1(9.0) WBR(WBR) 1.8(2.4) - - Site/Gibford A(A) 8.9(9.1) EBL(EBL) 2.9(3.5) - - Gibford/Uplands B(B) 10.2(10.2) EBL(EBL) 0.9(1.2) - - Hunt Club/Uplands C(C) 0.75(0.78) NBL(NBL) 9.8(11.5) A(B) 0.58(0.68) Hunt Club/McCarthy C(E) 0.78(0.96) SBL(EBT) 21.8(27.3) C(D) 0.72(0.88) Hunt Club/Airport Pkwy F(F) 1.15(1.14) WBT(WBT) 61.1(65.8) F(F) 1.01(1.06) 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 2, with no signal timing plan modifications, the signalized study area intersections, as a whole, are projected to operate at an acceptable LoS D or better during both peak hours, with the exception of the Hunt Club/Airport Parkway intersection. This is similar to, if not the same as, the 2014 projected conditions summarized in Table 10 included in the original TIS. With regard to the critical movements at study area intersections during peak hours, they are projected to operate similar to existing conditions (summarized in Table 1 of the original

7 STOP STOP STOP STOP STOP STOP STOP Page 6 TIS), with the exception of the Hunt Club/McCarthy and the Hunt Club/Paul Anka eastbound through movements during the afternoon peak hour, which are projected to operate at LoS E. This is similar to, if not the same as, the projected 2014 conditions summarized in the original TIS. 3.2 Revised Projected 2019 Conditions at Five Years beyond Site Build-Out Total projected 2019 volumes associated with the revised Site Plan for the proposed development and the additional area developments are illustrated in Figure 4. They were derived by superimposing new site-generated volumes (Figure 1) and site-generated passby volumes (Figure 2) onto projected 2019 baseline traffic volumes (illustrated as Figure 6 in the original TIS). Figure 4: Total Projected 2019 Peak Hour Traffic Volumes 2(14) 5(3) 2(11) 18(18) 1479(1528) 236(104) 2(7) 1276(1240) 85(7) 36(23) 12(22) 27(6) 34(44) 1399(1515) 52(58) Wisteria 119(187) 41(58) 15(51) 104(136) 51(31) 0(0) 140(101) 102(127) 2(9) 84(98) 24(25) 61(26) 13(17) 1354(1417) 96(165) 29(48) 0(0) 89(70) 1474(1514) 41(50) Site 78(65) 0(0) 11(5) 0(0) 36(44) 5(6) 26(33) 16(22) 28(44) 2(3) Residential 45(62) 38(51) 14(18) 2(3) 24(25) 1479(1627) 20(36) 1222(1363) 194(242) 7(11) 6(11) Gibford 27(8) 18(18) 49(43) Hotel 11(18) 223(266) 3(1) 22(41) 224(246) 63(51) 35(37) 30(38) 322(334) 8(11) 922(1148) 15(29) 45(55) 1410(1519) 19(15) McCarthy 39(43) 17(34) 232(238) 26(10) 27(15) 107(49) 133(309) 1018(1339) 56(134) 142(234) 263(617) 342(197) 1340(1635) 9(14) 15(23) 60(112) 539(353) 1033(1559) 75(89) Hunt Club xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes Table 3 provides a summary of the projected 2019 performance of study area intersections at 5-years beyond full site build-out. The SYNCHRO model output of projected conditions is provided within Appendix C.

8 Page 7 Table 3: Projected 2019 Performance of Study Area Intersections 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 Hunt Club/N. Bowesville D(F) 0.87(1.42) EBT(NBT) 25.3(49.7) D(E) 0.84(0.94) Hunt Club/Paul Anka D(F) 0.82(1.10) EBT(EBT) 19.8(46.5) C(E) 0.76(0.99) Hunt Club/Gibford B(B) 10.9(11.0) NBR(NBR) 0.2(0.2) - - Site/Paul Anka A(A) 9.1(9.0) WBR(WBR) 1.8(2.4) - - Site/Gibford A(A) 8.9(9.1) EBL(EBL) 2.9(3.5) - - Gibford/Uplands B(B) 10.2(10.2) EBL(EBL) 0.9(1.2) - - Hunt Club/Uplands C(C) 0.75(0.79) NBL(EBT) 10.3(12.9) B(C) 0.65(0.77) Hunt Club/McCarthy D(F) 0.89(1.11) EBT(EBT) 25.2(47.4) D(F) 0.81(1.00) Hunt Club/Airport Pkwy F(F) 1.28(1.27) WBT(WBT) 82.8(95.0) F(F) 1.11(1.16) 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 3, with no signal timing plan modifications, the subject area intersections as a whole are projected to operate at LoS D or better, with the exception of the Hunt Club/Airport Parkway intersection during the morning peak hour. However, during the afternoon peak hour, with the exception of the Hunt Club/Uplands intersection, the subject area intersections as a whole are projected to operate at LoS E to LoS F. This is similar to, if not the same as the 2019 projected conditions summarized in Table 11 included in the original TIS. With regards to critical movements at study area intersections, they are noted as operating similar to existing conditions, with the exception of the eastbound through movements at the Hunt Club/McCarthy and Hunt Club/Paul Anka intersections, which are both projected to operate at LoS D and Los F during the morning and afternoon peak hours, respectively. This is similar to, if not the same as the 2019 projected conditions summarized in the original TIS. As for the site driveway connections, they are projected to operate with acceptable delays of approximately 10 seconds during peak hours with 95 th percentile queues of 1 meter (no more than 1 vehicle in queue) on site. It should also be noted that the Hunt Club/Paul Anka intersection is located approximately 60 m north of the site s driveway connection to Paul Anka Drive. The projected 95 th percentile southbound queues entering the site via Paul Anka Drive are approximately 1 m during the morning and afternoon peak hours and the projected 95 th percentile northbound queues at the Hunt Club/Paul Anka intersection are approximately 25 m and 27 m during the morning and afternoon peak hours, respectively. Therefore, queues are not projected to spill back/block either intersection.

9 Page 8 Auxiliary turn lane warrant analysis was performed for the southbound left-turn and eastbound right-turn movements at the Paul Anka/Site and Hunt Club/Gibford intersections, respectively. Based on the projected low traffic volumes entering the site, auxiliary turn lanes are not warranted at either location. Turn lane warrant analysis is included as Appendix D. As previously mentioned in the original TIS, the proposed widening of Hunt Club Road from 4 to 6 lanes within the study area should be implemented by , as identified in the City s TMP. It is projected that this increase in lane capacity will result in acceptable Levels of Service at all study area intersections, with the exception of the critical movements at the Hunt Club/North Bowesville and Hunt Club/Airport Parkway intersections during the afternoon peak hour (LoS F and LoS E, respectively). The SYNCHRO analysis for the widening of Hunt Club Road is included as Appendix E. This was identified in the original TIS, including mitigative measures to achieve acceptable Levels of Service at the Hunt Club/North Bowesville and Hunt Club/Airport Parkway. 3.3 Revised Neighbourhood Impacts The revised projected site-generated traffic travelling through the community north of the proposed development on Paul Anka Drive, Uplands Drive and McCarthy Road is expected to be negligible as it equates to approximately 1 additional vehicle every 2 to 3 minutes divided between the three roadways. The site is also not projected to add traffic to other potential cut-through routes due to other routes being either circuitous, not intuitive or they do not offer any significant travel time benefit. With respect to neighbourhood transit, the revised Site Plan is projected to generate an approximate total of 17 and 33 new two-way person transit trips during the weekday morning and afternoon peak hours, respectively. This amount of person traffic is not significant and adjacent local transit services can easily accommodate this increase in person traffic. 3.4 Revised Site Plan Review Parking As discussed with City staff (October 12 th ), the office/retail building and the two restaurant land uses are to be considered as a shopping centre use for the purpose of calculating minimum required parking spaces. As such, the proposed 123 parking spaces for an approximate 3,219 m 2 shopping centre and the proposed 97 parking spaces for a 69 unit apartment building are sufficient with respect to the City s Zoning By-Law requirements for Area C, identified in Schedule 1 of the City s Zoning By-Law. Site Circulation With regard to on-site circulation, the proposed parking lot is laid out effectively, such that two-way traffic can be efficiently accommodated. The proposed drive aisle widths are noted as 6.7 m, which meets the City s By-Law requirements and the proposed parking space dimensioning are also noted as meeting By-Law requirements.

10 Page 9 Access Requirements Based on projected volumes and proximity to adjacent intersections, additional traffic control/auxiliary turn lanes are not warranted or required at the proposed driveway connections. The proposed site driveway connections to Paul Anka Drive and Gibford Drive meet the City s Private Approach By-Law in terms of their location and dimensioning. 4. City Comments Comment 1: The Earl Armstrong Bridge will not be opened by the end of Therefore traffic patterns/volumes will remain as is or increase until that time. The effects of the opening of the bridge are unknown and will probably not solve or suppress any traffic congestion for the study area. Hunt Club Road is extremely sensitive to new site-generated traffic of any amount. This will have an effect on neighbouring signals and timing changes may be required. We would not support the installation of unwarranted signals for this site now or in the future. These comments assume that the projected volumes have been verified. Response 1: The population growth in the South Urban Community (SUC) continues to increase causing congestion and delays on the current Rideau River crossings at Hunt Club Road and on Bridge Street in Manotick. The implementation of a new bridge across the Rideau River presents new travel patterns for residents of the SUC by relieving critical pressure on the existing bridges. ( This physical link between the two sides (Riverside South and Barrhaven) of the SUC is an important strategy to allow for efficient sharing of key public resources (i.e., schools, recreation facilities) and improved access to businesses and employment. ( The project has been identified in both the South Nepean Secondary and the Riverside South Community Design Plans as a critical continuous east-west arterial road within the South Urban Community. ( The construction of a new bridge will take pressure off existing bridges at Hunt Club Road and Manotick, and will provide an east-west corridor in the South Urban Community sector of the city, thus improving traffic flows. ( It is understood that there have been delays with respect to the scheduled opening of the Strandherd Earl Armstrong Bridge. Nevertheless, the analysis included in the original TIS report does not assume a reduction in traffic volumes on Hunt Club Road but assumes an increase in background traffic of 3% per annum for the 2014 and 2019 horizon years (when

11 Page 10 the Strandherd-Armstrong Bridge will likely be open). Therefore, the analysis included in the original TIS report is considered to be a conservative measure of future study area intersection performance. With regard to Hunt Club Road being extremely sensitive to new site generated traffic of any amount, the original TIS report notes that at full development, study area intersections are projected to operate similar to existing conditions with the exception of the Hunt Club/Airport Parkway, Hunt Club/McCarthy and Hunt Club/Paul Anka intersections. Possible mitigative measures to improve their projected Level of Service are as follows: Hunt Club/Airport Parkway The widening of Hunt Club Road from two lanes to three lanes and signal timing plan modifications will result in an acceptable LoS at the Hunt Club/Airport Parkway intersection during the morning and afternoon peak hours, based on the projected 2014 volumes. Hunt Club/McCarthy Afternoon Peak hour: o Increase cycle length to 85 seconds and adjust the phase timings as follows (based on SYNCHRO optimization): EBL 10.6 s WBL 10.6 s EBT 41.6 s WBT 41.6 s NBT 32.8 s SBT s Hunt Club/Paul Anka Afternoon peak hour: o Increase cycle length to 85 seconds and adjust the phase timings as follows (based on SYNCHRO optimization): EBL 14.5 s WBL 10.6 s EBT 38.0 s WBT 41.9 s NBT 32.5 s SBT s The SYNCHRO analysis of these mitigative measures is attached as Appendix F. With regard to not supporting the installation of unwarranted signals for this site now or in the future, the original TIS report does not recommend the installation of traffic control signals as the proposed site will have full-movement access to (and is in close proximity to) the existing signalized Hunt Club/Paul Anka intersection. Comment 2: Any widening of south side Hunt Club Road at Gibford Drive passed existing sidewalk to introduce a right-turn lane into new development would result in conflict with existing east west underground traffic interconnect. Response 2: Noted. As previously mentioned, an auxiliary right-turn lane is not warranted at the Hunt Club/Gibford intersection based on low projected volumes entering the site at this location.

12 Page 11 Comment 3: Collision analysis was not conducted to the standard set out within the 2006 TIA Guidelines. Please revise. Response 3: In consultation with the City s Traffic, Safety and Mobility Unit of the Traffic Management and Operational Support Branch, an intersection exhibiting a standard Collisions/MEV (Collisions per Million Entering Vehicles) approaching or exceeding 2.0 is considered to be problematic and will require further investigation. As Hunt Club Road is a major arterial that carries two-way vehicle volumes in the 15,000 to 20,000 range during the busiest 8 hrs of a typical day, within the study area, it will experience a greater number of collisions than other roadways carrying less volume (i.e. higher the volume, higher the chance/number of collisions). For this reason, a standard rate of collisions is calculated based on the most recent 3 years of recorded collision history to evaluate whether or not an intersection is considered problematic (i.e. comparing apples to apples). Identified in the original TIS, no study area intersection was found to be approaching a standard Collisions/MEV of 2.0. Therefore, it is our opinion that the analysis included in the original TIS report is sufficient. Comment 4: It is confirmed that, should the proposed drive-through indicated on the site plan require a service window, the proponent will modify the site plan to accommodate the minimum 11 queuing spaces (See below) or apply for variance. The following is an excerpt from Section 112 of the City of Ottawa Zoning Bylaw regarding drive-through queuing space requirements... Table 112- Minimum Number of Queuing Spaces Required I Land Use Minimum Number of Queuing Spaces Required II Leading to Use (a) Bank or bank machine 3 before/at each machine (b) Car Wash (i) Conveyor Type (ii) Type Automatic 10 before/in each wash bay 10 before/in each wash bay (iii) Manual Type 5 before/in each wash bay III Leaving Use 1 after each machine 1 after each wash bay (if a through bay)

13 Page 12 (c) Restaurant (d) In all other cases (i) No order board: 4 spaces before/at service window; (ii) With order board: 7 before/at order board and a minimum total of 11 (OMB Order, File #PL issued May 20, 2009) 3 spaces before/at service window Response 4: As shown on the revised Site Plan, approximately 5 queuing spaces are proposed at/before the order board for the proposed A & W restaurant drive-through, with an additional 2 spaces for vehicles to be stored adjacent to the queue. After the order board, 4 more queuing spaces are proposed, for a total of 11 queuing spaces, which meets the City s By-Law requirements. Comment 5: Insufficient bicycle parking spaces proposed. Refer to the Zoning By-Law Bicycle Parking Space Rates for hotel, retail and restaurant uses. Response 5: For the restaurants and retail/office building a minimum of 14 bicycle parking spaces should be provided (or 7 spaces if calculated as a shopping centre use) to meet the City s By-Law requirement. For the apartment building, a minimum of 35 bicycle parking spaces should be provided to satisfy the City s By-Law requirements. Proposed on the revised Site Plan are 4 bicycle spaces for the restaurants and retail/office building and 30 indoor bicycle parking spaces for the apartment building. As the proposed amount of bicycle parking spaces does not meet the City s minimum By-Law requirements, the proponent may wish to seek a By-Law variance or increase the amount of bicycle parking provided. Comment 6: Garbage for fast food restaurant is located behind the drive-through aisle. Confirm access requirements for garbage trucks can be met. Response 6: As mentioned in the original TIS, we have been advised that the Molok garbage enclosures associated with the fast food restaurant will be (and can be) accessed by specialized Molok garbage trucks. ( Comment 7: Show traffic volumes at intersection of Wisteria Crescent and Paul Anka Drive. Response 7: Traffic volumes at the Paul Anka/Wisteria intersection have been included in the above analysis. Comment 8: Longwood Building Corporation has received approval for a development on the south side of Dean Martin Crescent. Roadway modifications are proposed to Paul Anka Drive and Wisteria Crescent. Review the traffic volumes and proposed roadway modifications and revise TIS as required.

14 Page 13 Response 8: This information was not provided at the project initiation meeting with City Staff. Nevertheless, the Longwood and the 2869 Gibford Drive developments have been included in the above analysis. 5. Conclusions and Recommendations The foregoing analysis results in the following findings and conclusions with regard to the traffic impact and operations of the proposed revised Site Plan: As compared to the original TIS, a 69 unit mid-rise apartment building instead of a hotel, an increase in the gross floor areas of the restaurants and retail/office building and the addition of other area development will generate a two-way net increase of 25 and 48 veh/h during the weekday morning and afternoon peak hours, respectively. This increase is attributed to the other area development, as the revised Site Plan itself actually generates less traffic than the previous plan; The net increase in projected two-way vehicle trips and the removal of the proposed driveway connection to Dean Martin Crescent will not impact on/off-site traffic operations or requirements; The change in level of service at study area intersections during the weekday morning and afternoon peak hours with respect to the net increase of 25 and 48 veh/h, respectively, is negligible when compared to the findings included in the original TIS report; As previously determined in the original TIS report, additional auxiliary turn lanes are not warranted at the proposed site s driveway connections; and The revised Site Plan is well arranged and meets By-Law requirements, with the exception of the proposed amount of bicycle parking spaces. Based on the foregoing, the proposed 700 Hunt Club Road Development is recommended from a transportation perspective. If there are any questions, please call. Prepared By: Reviewed By: André Jane Sponder, B.A.Sc. Analyst, Transportation Division Ottawa Operations Gordon R. Scobie, P.Eng. Project Engineer, Transportation Ottawa Operations

15 Appendix A Proposed Site Plan

16 Proposed Site Plan

17 Appendix B SYNCHRO Capacity Analysis: 2014 Projected Conditions

18 AM Projected : Canadair/Bowesville & Hunt Club Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.4% 56.5% 56.5% 10.4% 56.5% 33.0% 33.0% 33.0% 33.0% 33.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None 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 E C A E B E A C Approach Delay Approach LOS C B D 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 Cycle Length: 115 Actuated Cycle Length: 115 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Intersection Signal Delay: 22.3 Intersection Capacity Utilization 78.2% # 95th percentile volume exceeds capacity, queue may be longer. Intersection LOS: C ICU Level of Service D Splits and Phases: 1: Canadair/Bowesville & Hunt Club

19 AM Projected : Paul Anka & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 45.0% 45.0% 13.8% 45.0% 45.0% 41.3% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 C A D B A D C A C B Approach Delay Approach LOS B B C C Queue Length 50th (m) Queue Length 95th (m) 13.3 # 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 11 (14%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 17.4 Intersection Capacity Utilization 69.7% # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service C Splits and Phases: 2: Paul Anka & Hunt Club

20 AM Projected : Uplands & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 45.0% 45.0% 13.8% 45.0% 45.0% 41.3% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A A A A A A D C A C B Approach Delay Approach LOS A A C B Queue Length 50th (m) Queue Length 95th (m) m0.2 #121.1 m9.4 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 9.8 Intersection Capacity Utilization 64.5% # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: A ICU Level of Service C Splits and Phases: 4: Uplands & Hunt Club

21 AM Projected : Downpatrick/McCarthy & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 43.8% 43.8% 13.8% 43.8% 43.8% 42.5% 42.5% 42.5% 42.5% 42.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A C A B B A C A D B A Approach Delay Approach LOS C B A D Queue Length 50th (m) Queue Length 95th (m) m1.0 #156.6 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 11 (14%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 21.8 Intersection Capacity Utilization 82.5% # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: C ICU Level of Service E Splits and Phases: 5: Downpatrick/McCarthy & Hunt Club

22 AM Projected : Airport Parkway & Hunt Club Lane Group EBL EBT WBL WBT NBL NBR SBL SBR ø4 Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Prot NA Prot Free Prot Free Protected Phases Permitted Phases Free Free Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 25.8% 40.0% 25.8% 40.0% 14.2% 34.2% 20% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D B E F D A E A Approach Delay Approach LOS C F 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 1 (1%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.15 Intersection Signal Delay: 61.1 Intersection Capacity Utilization 90.5% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. Intersection LOS: E ICU Level of Service E Splits and Phases: 6: Airport Parkway & Hunt Club

23 AM Projected : Gibford & Hunt Club Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay 0.2 Intersection Capacity Utilization 48.5% ICU Level of Service A

24 AM Projected : Uplands & Gibford Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 211 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 (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.9 Intersection Capacity Utilization 46.1% ICU Level of Service A

25 AM Projected : Paul Anka & Site Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 80 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 # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 1.8 Intersection Capacity Utilization 30.1% ICU Level of Service A

26 AM Projected : Gibford & Site Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 2.9 Intersection Capacity Utilization 13.3% ICU Level of Service A

27 PM Projected : Canadair/Bowesville & Hunt Club Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.4% 56.5% 56.5% 10.4% 56.5% 33.0% 33.0% 33.0% 33.0% 33.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None 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 E B A E B F B C Approach Delay Approach LOS B B F 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 Cycle Length: 115 Actuated Cycle Length: 115 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.42 Intersection Signal Delay: 50.6 Intersection Capacity Utilization 83.3% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. Intersection LOS: D ICU Level of Service E Splits and Phases: 1: Canadair/Bowesville & Hunt Club

28 PM Projected : Paul Anka & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 45.0% 45.0% 13.8% 45.0% 45.0% 41.3% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A C B A D C A C B Approach Delay Approach LOS D B C B Queue Length 50th (m) Queue Length 95th (m) 15.7 # m35.8 #133.4 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 11 (14%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.96 Intersection Signal Delay: 26.6 Intersection Capacity Utilization 77.4% # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: C ICU Level of Service D Splits and Phases: 2: Paul Anka & Hunt Club

29 PM Projected : Uplands & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 45.0% 45.0% 13.8% 45.0% 45.0% 41.3% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A A A A A A D C A C B Approach Delay Approach LOS A A D B Queue Length 50th (m) Queue Length 95th (m) m0.5 m#121.1 m5.0 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 11.5 Intersection Capacity Utilization 66.8% # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service C Splits and Phases: 4: Uplands & Hunt Club

30 PM Projected : Downpatrick/McCarthy & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 43.8% 43.8% 13.8% 43.8% 43.8% 42.5% 42.5% 42.5% 42.5% 42.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A D A C C A B A D C A Approach Delay Approach LOS D B B C Queue Length 50th (m) 2.0 ~ Queue Length 95th (m) m0.9 #175.3 m0.0 #37.7 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Cycle Length: 80 Actuated Cycle Length: 80 Offset: 11 (14%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.96 Intersection Signal Delay: 27.3 Intersection Capacity Utilization 81.9% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: C ICU Level of Service D Splits and Phases: 5: Downpatrick/McCarthy & Hunt Club

31 PM Projected : Airport Parkway & Hunt Club Lane Group EBL EBT WBL WBT NBL NBR SBL SBR ø4 Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Prot NA Prot Free Prot Free Protected Phases Permitted Phases Free Free Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 15.4% 53.1% 15.4% 53.1% 13.1% 31.5% 18% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Min None C-Max None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F C E F D A E A Approach Delay Approach LOS D F Queue Length 50th (m) ~ ~ Queue Length 95th (m) #115.1 # # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Cycle Length: 130 Actuated Cycle Length: 130 Offset: 98 (75%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.14 Intersection Signal Delay: 65.8 Intersection Capacity Utilization 99.5% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. Intersection LOS: E ICU Level of Service F Splits and Phases: 6: Airport Parkway & Hunt Club

32 PM Projected : Gibford & Hunt Club Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay 0.2 Intersection Capacity Utilization 50.5% ICU Level of Service A

33 PM Projected : Uplands & Gibford Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 223 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 (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 1.2 Intersection Capacity Utilization 50.0% ICU Level of Service A

34 PM Projected : Paul Anka & Site Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 99 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 # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 2.4 Intersection Capacity Utilization 30.4% ICU Level of Service A

35 PM Projected : Gibford & Site Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 3.5 Intersection Capacity Utilization 14.0% ICU Level of Service A

36 Appendix C SYNCHRO Capacity Analysis: 2019 Projected Conditions

37 AM Projected : Canadair/Bowesville & Hunt Club Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.4% 56.5% 56.5% 10.4% 56.5% 33.0% 33.0% 33.0% 33.0% 33.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None 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 E C A E B E A C Approach Delay Approach LOS C B D C Queue Length 50th (m) Queue Length 95th (m) 11.8 # # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Cycle Length: 115 Actuated Cycle Length: 115 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 25.3 Intersection Capacity Utilization 84.1% # 95th percentile volume exceeds capacity, queue may be longer. Intersection LOS: C ICU Level of Service E Splits and Phases: 1: Canadair/Bowesville & Hunt Club

38 AM Projected : Paul Anka & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 45.0% 45.0% 13.8% 45.0% 45.0% 41.3% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 C A D B A D C A C B Approach Delay Approach LOS C B C C Queue Length 50th (m) Queue Length 95th (m) 13.3 # m25.1 #150.3 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 11 (14%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.82 Intersection Signal Delay: 19.8 Intersection Capacity Utilization 75.2% # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service D Splits and Phases: 2: Paul Anka & Hunt Club

39 AM Projected : Uplands & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 45.0% 45.0% 13.8% 45.0% 45.0% 41.3% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A A A A A A D C A C B Approach Delay Approach LOS A A C B Queue Length 50th (m) Queue Length 95th (m) m0.2 #153.0 m7.3 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 10.3 Intersection Capacity Utilization 69.3% # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service C Splits and Phases: 4: Uplands & Hunt Club

40 AM Projected : Downpatrick/McCarthy & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 43.8% 43.8% 13.8% 43.8% 43.8% 42.5% 42.5% 42.5% 42.5% 42.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A C A B C A C A D B A Approach Delay Approach LOS C B A D Queue Length 50th (m) 2.8 ~ Queue Length 95th (m) m0.9 #193.6 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 11 (14%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 25.2 Intersection Capacity Utilization 87.2% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: C ICU Level of Service E Splits and Phases: 5: Downpatrick/McCarthy & Hunt Club

41 AM Projected : Airport Parkway & Hunt Club Lane Group EBL EBT WBL WBT NBL NBR SBL SBR ø4 Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Prot NA Prot Free Prot Free Protected Phases Permitted Phases Free Free Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 25.8% 40.0% 25.8% 40.0% 14.2% 34.2% 20% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D B E F D A E A Approach Delay Approach LOS C F 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 Cycle Length: 120 Actuated Cycle Length: 120 Offset: 1 (1%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.28 Intersection Signal Delay: 82.8 Intersection Capacity Utilization 94.5% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. Intersection LOS: F ICU Level of Service F Splits and Phases: 6: Airport Parkway & Hunt Club

42 AM Projected : Gibford & Hunt Club Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay 0.2 Intersection Capacity Utilization 54.4% ICU Level of Service A

43 AM Projected : Uplands & Gibford Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 211 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 (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.9 Intersection Capacity Utilization 46.1% ICU Level of Service A

44 AM Projected : Paul Anka & Site Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 80 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 # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 1.8 Intersection Capacity Utilization 30.1% ICU Level of Service A

45 AM Projected : Gibford & Site Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 2.9 Intersection Capacity Utilization 13.3% ICU Level of Service A

46 PM Projected : Canadair/Bowesville & Hunt Club Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 10.4% 56.5% 56.5% 10.4% 56.5% 33.0% 33.0% 33.0% 33.0% 33.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None 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 E C A E C F B C Approach Delay Approach LOS C C F C Queue Length 50th (m) ~ Queue Length 95th (m) 12.0 # # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Cycle Length: 115 Actuated Cycle Length: 115 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.42 Intersection Signal Delay: 49.7 Intersection Capacity Utilization 89.3% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. Intersection LOS: D ICU Level of Service E Splits and Phases: 1: Canadair/Bowesville & Hunt Club

47 PM Projected : Paul Anka & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 45.0% 45.0% 13.8% 45.0% 45.0% 41.3% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 F A C B A D C A C B Approach Delay Approach LOS E B C B Queue Length 50th (m) 6.6 ~ Queue Length 95th (m) 15.7 # m32.3 #171.1 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 11 (14%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.10 Intersection Signal Delay: 46.5 Intersection Capacity Utilization 83.3% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: D ICU Level of Service E Splits and Phases: 2: Paul Anka & Hunt Club

48 PM Projected : Uplands & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 45.0% 45.0% 13.8% 45.0% 45.0% 41.3% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A B A A B A D C A C B Approach Delay Approach LOS A B D B Queue Length 50th (m) Queue Length 95th (m) m0.4 m#124.0 m3.9 m0.1 #140.9 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 Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 12.9 Intersection Capacity Utilization 72.1% # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service C Splits and Phases: 4: Uplands & Hunt Club

49 PM Projected : Downpatrick/McCarthy & Hunt Club Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 13.8% 43.8% 43.8% 13.8% 43.8% 43.8% 42.5% 42.5% 42.5% 42.5% 42.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max 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 A F A C C A B A D C A Approach Delay Approach LOS E C B C Queue Length 50th (m) 1.8 ~ Queue Length 95th (m) m0.7 #214.5 m0.0 #37.7 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Cycle Length: 80 Actuated Cycle Length: 80 Offset: 11 (14%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.11 Intersection Signal Delay: 47.4 Intersection Capacity Utilization 87.8% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: D ICU Level of Service E Splits and Phases: 5: Downpatrick/McCarthy & Hunt Club

50 PM Projected : Airport Parkway & Hunt Club Lane Group EBL EBT WBL WBT NBL NBR SBL SBR ø4 Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Prot NA Prot Free Prot Free Protected Phases Permitted Phases Free Free Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 15.4% 53.1% 15.4% 53.1% 13.1% 31.5% 18% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Min None C-Max None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS F D E F D A E A Approach Delay Approach LOS E F Queue Length 50th (m) ~54.7 ~ ~ Queue Length 95th (m) #115.1 # # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Cycle Length: 130 Actuated Cycle Length: 130 Offset: 98 (75%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.27 Intersection Signal Delay: 95.0 Intersection Capacity Utilization 105.7% ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. Intersection LOS: F ICU Level of Service G Splits and Phases: 6: Airport Parkway & Hunt Club

51 PM Projected : Gibford & Hunt Club Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay 0.2 Intersection Capacity Utilization 56.6% ICU Level of Service B

52 PM Projected : Uplands & Gibford Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 223 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 (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 1.2 Intersection Capacity Utilization 50.0% ICU Level of Service A

53 PM Projected : Paul Anka & Site Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 99 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 # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 2.4 Intersection Capacity Utilization 30.4% ICU Level of Service A

54 PM Projected : Gibford & Site Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 3.5 Intersection Capacity Utilization 14.0% ICU Level of Service A

55 Appendix D Turn Lane Warrant Analysis

56 Existing Paul Anka/Site Design Speed Advancing Traffic Volume (V A ) Opposing Traffic Volume (V O ) Left Turn Traffic Volume (V L ) % of Left Turning Traffic AM PM AM PM AM PM AM PM Warrant Left Turn Lane % 24% No Peak NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Warrant? AM PM See MTO's nomo graphs AM Peak Hour Volumes PM Peak Hour Volumes 160, , 101