DEVELOPMENT PROPERTY 1627 MAXIME STREET CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for: Subhas Bhargava. July 9, Overview_1.

Transcription

1 DEVELOPMENT PROPERTY 1627 MAXIME STREET CITY OF OTTAWA TRANSPORTATION OVERVIEW Prepared for: Subhas Bhargava July 9, Overview_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE 1. INTRODUCTION Scope of Work ADJACENT ROADS AND INTERSECTIONS MAXIME STREET SITE Trip Generation and Parking Space Demand Trip Distribution TRANSPORTATION IMPACT Background and Total Traffic Volumes Traffic Analysis Parking Demand FINDINGS APPENDIX LIST OF FIGURES 2.1 EXISTING 2015 PEAK AM AND PM HOUR TRAFFIC COUNTS PEAK AM AND PM HOUR SITE GENERATED TRIPS YEAR 2020 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2020 PEAK AM AND PM HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 TRIP GENERATION RATES PARKING DEMAND RATES PEAK HOUR SITE TRIPS GENERATED PARKING DEMAND SITE ACCESS/MAXIME STREET LoS & Delay MAXIME STREET/CYRVILLE ROAD LoS & Delay... 13

3 DEVELOPMENT PROPERTY 1627 MAXIME STREET, OTTAWA TRANSPORTATION OVERVIEW 1. INTRODUCTION The owners of lands at 1627 Maxime Street are preparing an application for a Zoning By-law Amendment which would permit additional uses for the property. The subject property is located on the east side of Maxime Street approximately 55 m north of the intersection of Cyrville Road and Maxime Street. The property has an area of 1, m 2 with a lot frontage of m. The lot has one 2.5 storey building with a gross floor area of 613 m 2. Although currently vacant, the site was the previous location of a child daycare facility. The site provided a play area for the children at the rear of the building with a 17 space parking lot at the front of the building. The proposal for a By-law Amendment would permit additional uses for the site. The owners of the property have retained the firm of D. J. Halpenny & Associates Ltd. to examine the traffic and parking impact on the adjacent roads resulting from the changing of use through the rezoning of the land. The existing building and parking would be utilized in the new use for the site. 1.1 Scope of Work The scope of the study will be the examination of the impact of four possible uses of the site on the surrounding roads. The uses would be from the proposed permitted uses. The four uses were identified by the owners and would be the more appropriate use for the size and location of the site, along with the size of the building and amount of parking which would remain and become part of the new use. The study will generate the expected number of trips for each of the four uses selected for the site. The use with the highest expected site generated trips and parking demand would be examined for the weekday peak AM and PM hour. The extent of the study would be confined to the site access onto Maxime Street and the Maxime/Cyrville intersection. The analysis will use the existing 2015 traffic counts at the Maxime/Cyrville intersection and the expected counts at the year 2020, which represents five years beyond the anticipated rezoning of the property. The site is expected to generate a low volume of trips and would not trigger the preparation of a transportation assessment study report as documented in the City of Ottawa Transportation Impact Assessment Guidelines. In support of the rezoning of the lands, this Transportation Overview report is being prepared which will examine the impact of the four possible uses which would be supported by the proposed rezoning.

4 2 2. ADJACENT ROADS AND INTERSECTIONS The site will front onto Maxime Street. Maxime Street is a north-south two lane urban local street. The width of the street is approximately 8.5 m. Parking is prohibited along the east side of the road and permitted along the west side of the road. The speed limit is posted at 40 km./h. Cyrville Road is an east-west two lane urban arterial road which is located approximately 55 m south of the subject lands. Cyrville Road is identified in the City of Ottawa Transportation Master Plan (TMP) as a spine route for the cycling network and cross-town bikeway. Parking is prohibited along both sides of the road. The speed limit is posted at 50 km./h. at Maxime Street, and increases to 60 km./h. west of the Maxime/Cyrville intersection. The intersection of Cyrville Road and Maxime Street is a two-way stop controlled intersection with a stop sign at the southbound Maxime Street approach. The northbound approach is the rear access (truck access) to the Lazboy Furniture Galleries. The southbound Maxime Street left turn lane storage extends approximately 40 m to the midpoint of the site access, with an additional 25 m taper. The Maxime/Cyrville intersection has the following lane configuration: Northbound Lazboy Access - Southbound Maxime Approach - Eastbound Cyrville Approach - Westbound Cyrville Approach - One shared left/through/right lane One left turn lane (40 m vehicular storage) One shared through/right lane One left turn lane (55 m vehicular storage) One shared through/right lane One left turn lane (15 m vehicular storage) One shared through/right lane Figure 2.1 shows the weekday peak AM and PM hour traffic counts taken by the consultant at the intersection of Cyrville Road and Maxime Street on June 24, MAXIME STREET SITE The subject property is 1, m 2 in size with an existing building. The existing 2.5 storey building is currently vacant and has a floor area of 613 m 2. A child daycare facility was the previous tenant of the site. The site has one access onto Maxime Street and a parking lot with 17 parking spaces at the front of the building. The existing building and parking lot will remain and be utilized in the future land use. The site is located approximately 55 m north of the Maxime/Cyrville intersection. Development in the area consists of single family residential dwellings to the north and east of the site, a gas station and strip mall (convenience store and takeout restaurant) adjacent to the south property limit, and a parcel of land with a food truck to the west across from the site on the west side of Maxime Street. The applicant is applying for a Zoning By-law Amendment in order to expand the permitted uses for the site. In discussions with City of Ottawa staff, the proposed list of uses has been narrowed to include the following:

5 3 FIGURE 2.1 EXISTING 2015 PEAK AM AND PM HOUR TRAFFIC COUNTS

6 4 Community Health and Resource Centre Convenience Store Daycare Instructional Facility Office Personal Service Business Place of Worship Retail Store Residential Care Facility School For the transportation analysis, four potential uses were identified. The uses were selected by scale, function, and location of the property. Since the existing building and parking lot will remain, the best use of the property would utilize the existing infrastructure and are influenced by potential tenant interest in the property. The following are the four uses which will be examined in the study analysis: 1. Residential Care Facility 2. Office 3. Retail Store 4. School 3.1 Trip Generation and Parking Space Demand The site currently comprises of a single building with a gross floor area of 613 ft 2 (6,598 ft 2 ). The site will retain the one access onto Maxime Street and a parking lot with 17 spaces. The site generated trips were determined using the Institute of Transportation Engineers (ITE) document, Trip Generation, 9 th Edition, and the demand for parking spaces the ITE document, Parking Generation, 3 rd Edition. The analysis used the ITE trip rates for the weekday peak AM and PM hour and ITE Average Peak Period Parking Demand, with the exception of the school use which utilized local trip counts and data. The expected trips generated and parking demand for each of the four land uses were examined in the following: 1. The care facility use utilized the ITE Land Use 253 Congregate Care Facility to analyze the site. The Congregate Care Facility is an independent living development that provides centralized amenities such as dining and housekeeping. The number of site generated trips and parking demand will be based on the size of the existing building which would house approximately 15 dwelling units. 2. The office use utilizes the ITE Land Use 715 Single Tenant Office Building for the analysis. The office use would contain a building with offices, meeting rooms, and space for storage. The trips and parking is based on the existing gross floor area of the building which is 613 m 2 (6,598 ft 2 ). 3. The retail store use utilizes the ITE Land Use 826 Specialty Retail Center which provides a variety of retail stores including quality apparel, hard goods and services, real estate offices, etc. The retail stores are not generally open during the morning peak hour of the adjacent roads (7:45 AM to 8:45 AM) and therefore the AM trip generation rate is not provided. The peak PM hour trip rate is based on the gross floor area of the building. The ITE parking document does not provide the expected parking demand for this land

7 5 use, but the analysis has used the available parking demand ratio for one of the possible uses in the analysis. The parking demand ratio for ITE Land Use Apparel Store was used in the parking analysis for a retail store. 4. There is interest in the development of the site as a school or learning centre. Because of its size and location, the interest is in a private school for after school tutoring such as a Kuman Learning Centre. The study analysis has used the site trips and parking demand rates which were obtained from data and counts gathered for a Kuman Learning Centre in Kanata. The site expects between 25 and 30 students to attend classes. Assuming that 25 students arrive after classes during the peak PM hour, with 84% of the students arrive by private vehicles and 1.5 students per vehicle (siblings, friends and neighbours were found to share rides), the number of peak PM hour trips was determined to be: [25 (students) x 0.84 (private vehicle)] / 1.5 (car sharing) = 14 Vehicle Trips With tutoring sessions of approximately 30 minutes and most parents/caregivers dropping off students and arriving back to pick them up, each student would generate two trips entering and two trips exiting the site per day. The total expected trips during the peak PM hour would be: 2 x 14 (trips) = 28 trips entering the site 28 trips exiting the site 56 peak hour trips or 2.24 Trips/Student The peak period parking demand was determined by assuming 12.5 students during a ½ hour period (25 students total) of which 84% arrive by car with a vehicle occupancy of 1.5 students per vehicle. The parking demand would be 7 parking spaces or 0.28 parking spaces per student which is in agreement with parking counts taken at the Kanata Kuman Learning Centre. Table 3.1 provides the Trip Generation Rates which were obtained from the ITE Trip Generation manual and local data. The Average Peak Period Parking Demand Rates for the peak period were determined from the ITE Parking Generation manual and local data for an after school tutoring facility. Table 3.2 shows the expected average peak period parking demand for each of the four land uses examined in the study. The trip generation rates (Table 3.1) were used to determine the expected number of site generated trips using the gross floor area of the existing building, or assuming 15 dwelling units for a residential care facility, or 25 students in an after school tutoring facility. Table 3.3 provides the expected number of site trips generated for each of the four land uses. To be conservative, the study has not applied a transit share reduction to the expected site generated trips.

8 6 TABLE 3.1 TRIP GENERATION RATES LAND USE TRIP GENERATION RATE Peak AM Hr. Peak PM Hr. 1) Congregate Care Facility (ITE 253) 0.06 T/Dwelling Unit 0.17 T/Dwelling Unit 2) Single Tenant Office Building (ITE 715) 1.80 T/1000 ft T/1000 ft 2 3) Specialty Retail Center (ITE 826) T/1000 ft 2 4) School (Local Data) T/Student TABLE 3.2 PARKING DEMAND RATES LAND USE PEAK PERIOD PARKING DEMAND 1) Congregate Care Facility (ITE 253) 0.41 V/Dwelling Unit 2) Office Building (ITE 701) 2.40 V/1000 ft 2 (Weekday) 3) Apparel Store (ITE 870) 2.13 V/1000 ft 2 (Saturday) 4) School (Local Data) 0.28 V/Student (Weekday PM hour) TABLE 3.3 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT 1) Residential Care Facility 1 1 (59%) 0 (41%) 1 73 (50%) 73 (50%) 2) Office (89%) 1 (11%) 11 2 (15%) 9 (85%) 3) Retail Store (44%) 10 (56%) 4) School (50%) 28 (50%) The site contains 17 existing parking spaces which will be utilized in the proposed land use. The peak period parking demand rates of Table 3.2 were applied to the four land uses examined in

9 7 the study with the expected average peak period parking demand presented in Table 3.4. The four land uses were all determined to be within the number of parking spaces provided on the existing site. TABLE 3.4 PARKING DEMAND LAND USE PEAK PERIOD PARKING DEMAND 1) Residential Care Facility 6 Parking Spaces 2) Office 16 Parking Spaces 3) Retail Store 14 Parking Spaces 4) School 7 Parking Spaces 3.2 Trip Distribution The peak period for site trips during the peak AM hour was for an office land use. The directional distribution of site generated trips was determined from the background traffic counts taken on June 24, The distribution of peak AM hour trips was as follows: To/From the North - Maxime 45% To/From the South - Maxime 55% To/From the Southeast - Cyrville 35% To/From the Southwest - Cyrville 20% The school use of the site would produce the highest volume of traffic during the peak PM hour. Students of an after school tutoring facility would travel from a residential area in close proximity to the school site. The study has used the school land use for the peak PM hour traffic analysis and has based the directional distribution of traffic on the density of the surrounding residential community. The distribution of peak PM hour trips was as follows: To/From the North - Maxime 80% To/From the South - Maxime 20% To/From the Southeast - Cyrville 15% To/From the Southwest - Cyrville 5% The above distribution for an office use was used for the peak AM hour traffic, and after school tutoring was used for the peak PM hour traffic. Figure 3.1 shows the expected distribution of site generated trips during the weekday peak AM and PM hour.

10 8 FIGURE 3.1 PEAK AM AND PM HOUR SITE GENERATED TRIPS

11 9 4. TRANSPORTATION IMPACT The study will examine the operation of the existing site s access onto Maxime Street, and the intersection of Maxime Street and Cyrville Road. The time period of the analysis would be the weekday peak AM and PM hour of the adjacent roads. The study will examine the operation of the intersections for the existing traffic counts, and at the year 2020 which represents five years beyond the time in which the By-law Amendment for rezoning will be submitted. The analysis has considered four possible uses of the existing property and has conducted an analysis for the peak AM and PM hours using the use which generated the highest volume of site trips. The analysis will use the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the 2010 Highway Capacity Manual. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. The parking demand analysis has determined the average peak period parking demand for the four land uses examined, and compared the demand with the number of parking spaces provided on the site. 4.1 Background and Total Traffic Volumes The study will examine the impact of the site using the 2015 traffic counts and expected traffic at the year With the surrounding area essentially built up, the study has assumed an annual growth in background traffic of 1.0 percent for five years (growth factor of 1.051) which was applied to the traffic counts at all approaches to the Maxime/Cyrville intersection. Figure 4.1 presents the expected year 2020 background traffic which does not include the possible site generated trips. The total traffic volumes are the addition of the 2020 background traffic and the expected site generated trips (Figure 3.1). Figure 4.2 shows the 2020 total traffic volumes.

12 10 FIGURE 4.1 YEAR 2020 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

13 11 FIGURE 4.2 YEAR 2020 PEAK AM AND PM HOUR TOTAL TRAFFIC

14 Traffic Analysis The will examine the operation of the site access onto Maxime Street for the expected 2020 volume of traffic, and the operation of the Maxime/Cyrville intersection for the existing 2015 traffic counts and expected 2020 traffic. The results of the analysis are discussed in detail in the following sections: Site Access and Maxime Street Intersection The proposed land use for the site will utilize the existing access onto Maxime Street. The site access is located at approximately the end of the storage lane and beginning of the taper for the southbound Maxime left turn lane to the Maxime/Cyrville intersection. The access is approximately 7 m in width and comprises of one lane entering and one lane exiting which would share left/right turning movements. The operational analysis was conducted assuming an office use during the peak AM hour and after school tutoring facility during the peak PM hour. The analysis determined that the southbound Maxime shared left/through movement and westbound shared left/right site exit would function at a Level of Service (LoS) A during both the 2020 peak AM and PM hours. Table 4.1 summarizes the operation of the access with the analysis sheets provided in the Appendix as Exhibit 1 for the peak AM hour and Exhibit 2 for the peak PM hour. The analysis determined that the 95 th percentile queue at the site exit would occur during the peak PM hour and would be 0.11 vehicles in length. The site access provides a clear throat distance of 1 vehicle. TABLE 4.1 SITE ACCESS/MAXIME STREET LoS & Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR (2020) WEEKDAY PEAK PM HOUR YEAR (2020) LoS Delay (sec.) LoS Delay (sec.) SB Left/Through Maxime Street (A) (7.4) (A) (7.5) WB Left/Right Site Access (A) (9.8) (A) (9.4) Maxime Street and Cyrville Road Intersection The intersection of Maxime Street and Cyrville Road is located approximately 55 m south of the site (centreline to centreline of site access). The intersection is controlled by stop signs at the southbound Maxime Street and northbound Lazboy Furniture Galleries driveway approaches. The intersection has exclusive left turn lanes at the eastbound and westbound Cyrville Road and southbound Maxime Street approaches. The left turn lane at the southbound Maxime Street approach contains approximately 40 m of vehicular storage with a 25 m taper. The storage lane extends to the site access.

15 13 Using the 2015 traffic counts (no site traffic) the intersection operates at an acceptable level of service. During the peak PM hour time period all approaches function at an acceptable level of service with the exception of the southbound Maxime left turn movement which functions at a LoS F (93.1 sec. approach delay), with a 95 th percentile queue of 4.82 vehicles (35 m) which would extend to the site access. The 95 th percentile queue is consistent with observations during the 2015 traffic count which recorded a 4 vehicle queue on one occasion during the peak PM hour. At the year 2020 with the increased background traffic and the trips from an office use on site, all approached would operate at an acceptable level of service. During the peak PM hour which would include the trips from an after school tutoring facility, all approaches would operate at an acceptable level of service with the exception of the southbound Maxime left turn movement which would continue to function at a LoS F (146.5 sec. approach delay), with a 95 th percentile queue of 6.53 vehicles (49 m) which would extend past the site access which may result in a delay for some vehicles entering and exiting the site. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibits 3 and 4 for the 2015 traffic counts and Exhibits 5 and 6 for the expected 2020 volume of traffic. TABLE 4.2 MAXIME STREET/CYRVILLE ROAD LoS & Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2015 (2020) WEEKDAY PEAK PM HOUR YEAR 2015 (2020) LoS Delay (sec.) LoS Delay (sec.) EB Left Cyrville Road A (A) 9.0 (9.1) A (A) 8.2 (8.3) WB Left Cyrville Road A (A) 7.6 (7.6) A (A) 9.4 (9.5) NB Left/Through/Right Driveway B (B) 10.7 (10.7) C (C) 18.7 (19.6) SB Left Site Exit C (D) 22.9 (25.6) F (F) 93.1 (146.5) SB Through/Right Maxime Street B (B) 13.1 (13.6) B (B) 10.5 (10.7) With the southbound Maxime left turn lane approach functioning at a LoS F, a traffic signal warrant analysis was conducted to determine if traffic signals may be required. The traffic signal warrant analysis, which is provided in the Appendix as Exhibit 7, determined that the intersection met 59 percent of the warrants. Traffic signals would therefore not be warranted based on the expected volume of traffic. The expected traffic from the site is expected to have a minor impact on the operation of the intersection and would not trigger a requirement for intersection modifications. The possible uses for the site would likely generate approximately the same volume of trips as the previous use as a child daycare facility.

16 Parking Demand The site currently provides 17 parking spaces. Utilizing the expected average peak period parking demand using the ITE parking manual and local counts for an after school tutoring facility, the demand for parking for the four typical uses examined were less than that provided. The office use was determined to generate a peak period parking demand of 16 spaces. The existing site was determined to provide sufficient parking for most uses. Additional on-street parking is available along the west side of Maxime Street if required during peak hours. 5. FINDINGS The site examined in this is located on the east side of Maxime Street approximately 55 m north of the Maxime/Cyrville intersection. The previous tenant of the site was a child daycare facility. The property has an area of 1, m 2 and contains one 2.5 storey building with a gross floor area of 613 m 2 and a 17 space parking lot. The site is currently vacant but the owners are preparing an application for a Zoning By-law Amendment which would permit additional uses for the property. The building and parking lot will remain. The examined four of the more likely uses of the site based on the size, location, and function of the existing building and property. The number of site generated trips was determined for the weekday peak AM and PM hour for the expected traffic at the year 2020, which is five years beyond the date for the application for rezoning of the property. The parking demand was determined for the peak period parking demand for the various uses. Traffic Analysis The study determined that the site would generate the highest volume of site trips during the peak AM hour as an office use and during the peak PM hour as an after school tutoring facility. 1. The operational analysis of the traffic determined that the site access would function at an acceptable level of service for the expected 2020 traffic volumes. The 95 th percentile queue was determined to be 0.11 vehicles during the 2020 peak PM hour with the site providing a clear throat distance of 1 vehicle. There would be no requirement for modifications to the existing site access. 2. For the 2015 traffic counts the Maxime/Cyrville intersection was determined to function at an acceptable level of service during the peak AM hour. During the 2015 peak PM hour all approaches functioned at an acceptable level of service with the exception of the southbound Maxime left turn movement which functioned at a Level of Service (LoS) F. Following the development of the site and increase in background traffic at the year 2020, the intersection continued to function at an acceptable level of service during the peak AM hour, and during the peak PM hour all approaches functioned at an acceptable level of service with the exception of the southbound Maxime left turn movement which continued to function at a LoS F with a 95 th percentile queue of 6.53 vehicles (49 m).

17 15 During the peak PM hour the queue from the southbound Maxime left turn movement may extend past the site exit which may result in a slight delay for exiting vehicles. A traffic signal warrant analysis was conducted which determined that the intersection would meet 59 percent of the warrants using the expected 2020 traffic volumes. There would be no requirement to modify the intersection due to traffic from the site. Peak Period Parking Demand The existing site would provide 17 parking spaces. The peak period parking demand analysis determined that an office use for the site would produce a parking demand for 16 vehicular spaces. There should be sufficient parking on the site for the intended land uses with no requirement to provide additional parking. The expected site generated trips and demand for parking would be similar to that experienced when the site functioned as a child daycare facility. This was prepared in support of the proposal for a By-law Amendment which would permit additional uses for the property at 1627 Maxime Street. Prepared by: David J. Halpenny, M. Eng., P. Eng.

18 16 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS TRAFFIC SIGNAL WARRANT ANALYSIS

19 17 EXHIBIT PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Maxime/Site Access HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Maxime/Access Analysis Year: 2020 Total Traffic Project ID: 1627 Maxime Street Property East/West Street: Site Access North/South Street: Maxime Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration TR LT Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 1 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 1 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 5 1 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.8 Approach LOS A

20 18 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Maxime/Site Access HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Maxime/Access Analysis Year: 2020 Total Traffic Project ID: 1627 Maxime Street Property East/West Street: Site Access North/South Street: Maxime Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration TR LT Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 6 22 Peak Hour Factor, PHF Hourly Flow Rate, HFR 6 23 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.4 Approach LOS A

21 19 EXHIBIT PEAK AM HOUR TRAFFIC COUNT ANALYSIS Maxime/Cyrville HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Maxime/Cyrville Analysis Year: 2015 Counts Project ID: 1627 Maxime Street Property East/West Street: Cyrville Road North/South Street: Maxime Street Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration L TR L TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR L TR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L L LTR L TR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A B C B Approach Delay Approach LOS B C

22 20 EXHIBIT PEAK PM HOUR TRAFFIC COUNT ANALYSIS Maxime/Cyrville HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Maxime/Cyrville Analysis Year: 2015 Counts Project ID: 1627 Maxime Street Property East/West Street: Cyrville Road North/South Street: Maxime Street Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration L TR L TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR L TR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L L LTR L TR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A C F B Approach Delay Approach LOS C F

23 21 EXHIBIT PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Maxime/Cyrville HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Maxime/Cyrville Analysis Year: 2020 Total Traffic Project ID: 1627 Maxime Street Property East/West Street: Cyrville Road North/South Street: Maxime Street Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration L TR L TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR L TR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L L LTR L TR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A B D B Approach Delay Approach LOS B C

24 22 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Maxime/Cyrville HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Maxime/Cyrville Analysis Year: 2020 Total Traffic Project ID: 1627 Maxime Street Property East/West Street: Cyrville Road North/South Street: Maxime Street Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration L TR L TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR L TR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L L LTR L TR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A C F B Approach Delay Approach LOS C F

25 23 EXHIBIT TRAFFIC SIGNAL WARRANT ANALYSIS Maxime/Cyrville