Ref. No. 151-00564 Task 3 April 28, 2015 Mr. Cesar Saleh, P. Eng. VP Planning and Design W.M. Fares Group th 3480 Joseph Howe Drive, 5 Floor HALIFAX NS B3L 4H7 Sent via Email to ceasr.saleh@wmfares.com RE: Addendum #2 - Traffic Impact Study for the Proposed Commercial and Residential Development, Southwest Corner Portland Street / Portland Hills Drive Intersection, Dartmouth, NS Dear Mr. Saleh: This letter is Addendum #2 to the Traffic Impact Study for the Proposed Commercial and Residential Development, Southwest Corner Portland Street / Portland Hills Drive Intersection that we completed for you during June 2014. It has been prepared in response to a request from Shayne Vipond, Senior Planner, Halifax, (April 15, 2015) to consider the requirements of ML-8 of the Dartmouth MPS. Background - The Traffic Impact Study for the Proposed Commercial and Residential Development, Southwest Corner Portland Street / Portland Hills Drive Intersection was completed during June 2014. An Addendum letter was also prepared during November 2014 in response to a request for additional information included in an August 26, 2014, memorandum from Traffic Services. ML-8 Dartmouth MPS - This policy includes the following statement: No further development shall be permitted within the Morris - Russell Lake Secondary Plan Area until the Caldwell Road Connector has been constructed to Caldwell Road unless a traffic study has been undertaken by a qualified consultant which demonstrates that the level of service on Portland Street and Caldwell Road conforms to the performance criteria under the Municipality s Guidelines for Preparation of Traffic Impact Studies... Critical Limits for Intersection Performance Evaluation - The HRM Guidelines for Preparation of Transportation Impact Studies indicates the following critical limits for intersection evaluation: 1. the v/c ratio of an intersection exceeds 0.85; 2. the v/c ratio of an individual though movement or shared through / turning movement exceeds 0.85; 3. the v/c ratio of an exclusive turning movement exceeds 1.0; and 4. an exclusive turning movement generates queues which exceed the available turning lane storage space. 1 Spectacle Lake Drive, Dartmouth, Nova Scotia, Canada B3B 1X7 Telephone: 902-835-9955 ~ Fax: 902-835-1645 ~ www.wspgroup.com
Addendum #2 - Traffic Impact Study for the Proposed Commercial and Residential Development, Southwest Corner Portland Street / Portland Hills Drive Intersection, Dartmouth, NS Page 2 Portland Street at Portland Hills / Regal Road Intersection - Results of Synchro 8.0 performance evaluation of projected 2017 AM and PM peak hour volumes for the Portland Street @ Portland Hills Drive / Regal Road intersection, both without and with addition of site generated trips, were included in the June 2014 Report. The LOS analyses indicated the following: The intersection is expected to provide good overall performance for projected 2017 volumes without added site trips. With a small increase in the actuated cycle length from 94 seconds to 100 seconds, the existing intersection configuration will continue to achieve good overall performance and all approach movements will be within HRM critical limits for projected 2017 volumes that include site generated trips. The addition of a future right turn lane on the eastbound Portland Street approach would add capacity to that approach which could reduce the v/c ratio from 0.84 to 0.81 during the PM peak hour. Portland Street at Caldwell Road / Dorothea Drive Intersection - AM and PM peak hour turning movement counts obtained at the intersection by HRM during May 2014 are shown in Figure A-1. The 2014 volumes have been adjusted using HRM seasonal adjustment factors for May weekdays and an annual growth rate of 0.5%, which is considered appropriate for this intersection, to provide projected 2017 AM and PM peak hourly background volumes which are shown diagrammatically in Figure A-2, Boxes A and B. AM and PM site generated trips which were distributed to Portland Street between Portland Hills Drive and Caldwell Road in the June 2014 Study have been assigned to the Portland Street @ Caldwell Road / Dorothea Drive intersection in accordance with projected 2017 volumes to provide projected site generated trips which are shown diagrammatically in Figure A-2, Boxes C and D. Site trips have been added to projected 2017 background volumes to provide projected 2017 AM and PM volumes which are shown diagrammatically in Figure A-2, Boxes E and F. Intersection Level of Service Analysis - The level or quality of performance of an intersection in terms of traffic movement is determined by a level of service (LOS) analysis. LOS for intersections is defined in terms of delay, which is a measure of driver discomfort and frustration, fuel consumption, and increased travel time. LOS criteria (Table 1) are stated in terms of average control delay per vehicle which includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. LOS Signalized Intersections Control Delay (seconds per vehicle) Table 1 - Level of Service (LOS) Criteria for Intersections LOS Description A less than 10.0 Very low delay; most vehicles do not stop (Excellent) B between 10.0 and 20.0 Higher delay; more vehicles stop (Very Good) C between 20.0 and 35.0 Higher level of congestion; number of vehicles stopping is significant, although many still pass through intersection without stopping (Good) D between 35.0 and 55.0 Congestion becomes noticeable; vehicles must sometimes wait through more than one red light; many vehicles stop (Satisfactory) E between 55.0 and 80.0 Vehicles must often wait through more than one red light; considered by many agencies to be the limit of acceptable delay F greater than 80.0 This level is considered to be unacceptable to most drivers; occurs when arrival flow rates exceed the capacity of the intersection (Unacceptable) WSP Canada Inc. April 28, 2015
Addendum #2 - Traffic Impact Study for the Proposed Commercial and Residential Development, Southwest Corner Portland Street / Portland Hills Drive Intersection, Dartmouth, NS Page 3 Synchro 9.0 software has been used for performance evaluation of projected 2017 AM and PM peak hour volumes for the Portland Street @ Caldwell Road / Dorothea Drive intersection. AM and PM LOS analyses, completed both without and with addition of site generated trips and using existing signal timing, are included on Pages A-3 to A-6. A PM analysis with site trips, completed using revised signal timing which retained the cycle length with two seconds added to Portland Street approaches and with a two second reduction for the Caldwell Road approach, is included on Page A-7. Results are summarized in Table 2. LOS Criteria Table 2 - LOS for Portland Street @ Caldwell Road / Dorothea Drive Intersection Control Delay (sec/veh), v/c Ratio, and 95% Queue (m) by Intersection Movement EB-L EB-T EB-R WB-L WB-TR NB-L NB-TR SB-L SB-TR AM Peak Hour - Projected 2017 Background Volumes - Without Site Trips (Page A-3) Intersection LOS Delay 33.8 32.8 7.0 21.4 29.7 31.2 23.0 49.6 42.1 28.2 v/c 0.05 0.32 0.40 0.26 0.74 0.64 0.36 0.24 0.26 - Queue 4.2 38.5 18.4 30.6 129.0 91.3 49.6 20.0 19.7 - AM Peak Hour - Projected 2017 Volumes with Site - (Page A-5) Delay 34.2 33.1 7.0 21.7 30.4 31.4 22.9 50.2 42.6 28.5 v/c 0.05 0.32 0.40 0.26 0.75 0.64 0.36 0.24 0.26 - Queue 4.2 39.5 18.6 30.6 131.4 93.0 49.6 20.0 19.7 - PM Peak Hour - Projected 2017 Background Volumes - Without Site Trips (Page A-4) Delay 28.0 40.5 21.7 47.9 17.2 51.9 37.9 59.2 59.5 35.6 v/c 0.02 0.83 0.80 0.78 0.34 0.58 0.67 0.58 0.63 - Queue 4.0 213.7 164.4 75.5 70.3 55.9 61.8 57.9 63.7 - PM Peak Hour - Projected 2017 Volumes with Site - (Page A-6) (Existing Signal Timing) Delay 28.0 41.7 23.0 48.1 17.4 52.2 37.7 59.2 59.8 36.2 v/c 0.03 0.85 0.82 0.78 0.35 0.60 0.67 0.58 0.64 - Queue 4.1 220.8 172.9 75.7 72.4 57.7 61.9 57.9 64.0 - PM Peak Hour - Projected 2017 Volumes with Site - (Page A-7) (Revised Signal Timing) Delay 27.2 40.3 21.4 50.6 17.0 54.0 39.9 60.1 60.7 35.9 v/c 0.02 0.83 0.80 0.79 0.34 0.61 0.68 0.58 0.64 - Queue 4.0 213.1 154.5 75.9 70.2 58.8 63.7 57.9 64.0 - Summary Level of Service Analysis - Level of service (LOS) analysis (Table 2) for the Portland Street @ Caldwell Road / Dorothea Drive intersection indicates the following: The intersection is expected to operate within HRM critical limits for projected 2017 volumes both without and with added site trips. The added site trips from the proposed development do not have any significant impact on the level of performance of the intersection. The revised signal timing for the PM peak period with two additional seconds on the Portland Street approaches and two fewer seconds on the Caldwell Road approach reported on Page A-7 could provide a slight improvement to Portland Street without significant impact to Caldwell Road. WSP Canada Inc. April 28, 2015
Addendum #2 - Traffic lmpact Study for the Proposed Commercial and Residential Development, Page 4 Southwest Corner Portland Street / Portland Hills Drive Intersection. Dartmouth. NS Conclusions- 1. Portland Street @ Portland Hills Drive / Regal Road - The 2014 Traffic lmpact Study concluded that "with an increase in the actuated cycle length from 94 seconds to 100 seconds, vehicle trips generated by the proposed commercial and residential developments are not expected to have any significant impact on level of performance of the Portland Street @ Portland Hills Drive / Regal Road intersection or adjacent streets. 2. Portland Street @ Caldwell Road / Dorothea Drive - The analyses included in Addendum#2 indicate that the intersection is expected to operate within HRM critical limits for projected 2017 volumes both without and with added site trips and that added site trips from the proposed development do not have any significant impact on the level of performance of the intersection. 3 The 2014 Traffic lmpact Study and Addendum #2 demonstrate that the level of service on Portland Street and Caldwell Road will continue to conform to the performance criteria under the Municipality's Guidelines for Preparation of Traffic lmpact Sfudies for projected 2017 volumes that include site generated trips. lf you have any questions, please contact me by telephone to 9A2-443-7747 or Email to ken. obrien(ciwspq rolrp. com. P. Eng Engineer Inc. {ffi w+" Kg.q8rin * WSP Canada Inc. Aprif 28,2015
Appendix A - Traffic Volume Data Page A-1 INTERSECTION : VEHICULAR GRAPHIC SUMMARY SHEET CALDWELL ROAD AT COLE HARBOUR ROAD DATE: MAY 9 2014 TIME: 1 HOUR DORTHEA DRIVE FROM: 07:30:00 AM TO 08:30:00 AM 258 FACTORED TOTAL INTERSECTION APPROACH VOLUME 2642 PEAK VOLUME 88 11 35 42 2261 60 PEAK VOLUME 989 1180 PORTLAND STREET 131 3 COLE HARBOUR ROAD 507 280 PEAK VOLUME 224 1618 754 107 116 977 PEAK VOLUME 1367 CALDWELL ROAD DORTHEA DRIVE 453 PEAK VOLUME 306 21 143 142 2721 86 PEAK VOLUME 531 809 PORTLAND STREET 192 4 COLE HARBOUR ROAD 1853 1151 PEAK VOLUME 698 2277 316 57 175 548 DATE: MAY 8 2014 PEAK VOLUME TIME: 1 HOUR 1581 FROM: 04:30:00 PM TO 05:30:00 PM FACTORED TOTAL CALDWELL ROAD Figure A-1 INTERSECTION APPROACH VOLUME 3375 07/01/2015 3:12 PM Graphic
Appendix B - Intersection Performance Analysis Page A-3 1: Caldwell Road/Dorothea Drive & Portland St 2017 AM Peak Hour Without Site Development Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 5 260 210 120 925 55 705 100 110 40 35 10 Satd. Flow (prot) 1789 3579 1601 1789 3550 0 3471 1735 0 1789 1819 0 Flt Permitted 0.223 0.498 0.950 0.950 Satd. Flow (perm) 420 3579 1601 938 3550 0 3471 1735 0 1789 1819 0 Satd. Flow (RTOR) 221 5 44 10 Lane Group Flow (vph) 5 274 221 126 1032 0 742 221 0 42 48 0 Turn Type Perm NA Perm pm+pt NA Split NA Split NA Protected Phases 2 1 6 8 8 4 4 Permitted Phases 2 2 6 Total Split (s) 35.0 35.0 35.0 16.0 51.0 46.0 46.0 32.0 32.0 Total Lost Time (s) 6.5 6.5 6.5 4.0 6.5 6.5 6.5 6.5 6.5 Act Effct Green (s) 23.0 23.0 23.0 40.1 37.4 31.8 31.8 9.4 9.4 Actuated g/c Ratio 0.24 0.24 0.24 0.42 0.39 0.34 0.34 0.10 0.10 v/c Ratio 0.05 0.32 0.40 0.26 0.74 0.64 0.36 0.24 0.26 Control Delay 33.8 32.8 7.0 21.4 29.7 31.2 23.0 49.6 42.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 33.8 32.8 7.0 21.4 29.7 31.2 23.0 49.6 42.1 LOS C C A C C C C D D Approach Delay 21.4 28.8 29.4 45.6 Approach LOS C C C D Queue Length 50th (m) 0.7 23.0 0.0 15.2 89.2 64.3 26.2 7.9 7.1 Queue Length 95th (m) 4.2 38.5 18.4 30.6 129.0 91.3 49.6 20.0 19.7 Internal Link Dist (m) 293.1 334.4 223.8 202.8 Turn Bay Length (m) 40.0 65.0 50.0 85.0 30.0 Base Capacity (vph) 135 1155 666 512 1791 1552 800 516 532 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.24 0.33 0.25 0.58 0.48 0.28 0.08 0.09 Intersection Summary Cycle Length: 129 Actuated Cycle Length: 94.9 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 28.2 Intersection Capacity Utilization 84.9% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Splits and Phases: 1: Caldwell Road/Dorothea Drive & Portland St WSP Canada Inc. Synchro 8 Report April 2015
Appendix A - Intersection Performance Analysis Page A-4 1: Caldwell Road/Dorothea Drive & Portland St 2017 PM Peak Hour Without Site Development Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 5 1135 685 190 525 85 310 55 170 140 140 20 Satd. Flow (prot) 1789 3579 1601 1789 3503 0 3471 1671 0 1789 1848 0 Flt Permitted 0.408 0.077 0.950 0.950 Satd. Flow (perm) 768 3579 1601 145 3503 0 3471 1671 0 1789 1848 0 Satd. Flow (RTOR) 428 18 99 5 Lane Group Flow (vph) 5 1195 721 200 642 0 326 237 0 147 168 0 Turn Type Perm NA Perm pm+pt NA Split NA Split NA Protected Phases 2 1 6 8 8 4 4 Permitted Phases 2 2 6 Total Split (s) 54.0 54.0 54.0 19.0 73.0 34.0 34.0 33.0 33.0 Total Lost Time (s) 6.0 6.0 6.0 4.0 6.5 6.5 6.5 6.0 6.0 Act Effct Green (s) 48.5 48.5 48.5 67.7 65.1 19.5 19.5 17.1 17.1 Actuated g/c Ratio 0.40 0.40 0.40 0.56 0.54 0.16 0.16 0.14 0.14 v/c Ratio 0.02 0.83 0.80 0.78 0.34 0.58 0.67 0.58 0.63 Control Delay 28.0 40.5 21.7 47.9 17.2 51.9 37.9 59.2 59.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.0 40.5 21.7 47.9 17.2 51.9 37.9 59.2 59.5 LOS C D C D B D D E E Approach Delay 33.4 24.5 46.0 59.4 Approach LOS C C D E Queue Length 50th (m) 0.7 135.3 66.6 29.3 41.7 37.7 31.3 33.5 37.4 Queue Length 95th (m) 4.0 #213.7 #164.4 #75.5 70.3 55.9 61.8 57.9 63.7 Internal Link Dist (m) 293.1 334.4 223.8 202.8 Turn Bay Length (m) 40.0 65.0 50.0 85.0 30.0 Base Capacity (vph) 307 1434 898 287 1953 797 460 403 420 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.83 0.80 0.70 0.33 0.41 0.52 0.36 0.40 Intersection Summary Cycle Length: 140 Actuated Cycle Length: 121 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 35.6 Intersection Capacity Utilization 81.8% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: D ICU Level of Service D Splits and Phases: 1: Caldwell Road/Dorothea Drive & Portland St WSP Canada Inc. Synchro 8 Report April 2015
Appendix A - Intersection Performance Analysis Page A-5 1: Caldwell Road/Dorothea Drive & Portland St 2017 AM Peak Hour With Site Development Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 5 268 217 120 939 55 716 100 110 40 35 10 Satd. Flow (prot) 1789 3579 1601 1789 3550 0 3471 1735 0 1789 1819 0 Flt Permitted 0.213 0.494 0.950 0.950 Satd. Flow (perm) 401 3579 1601 930 3550 0 3471 1735 0 1789 1819 0 Satd. Flow (RTOR) 228 5 44 10 Lane Group Flow (vph) 5 282 228 126 1046 0 754 221 0 42 48 0 Turn Type Perm NA Perm pm+pt NA Split NA Split NA Protected Phases 2 1 6 8 8 4 4 Permitted Phases 2 2 6 Total Split (s) 35.0 35.0 35.0 16.0 51.0 46.0 46.0 32.0 32.0 Total Lost Time (s) 6.5 6.5 6.5 4.0 6.5 6.5 6.5 6.5 6.5 Act Effct Green (s) 23.5 23.5 23.5 40.6 37.9 32.5 32.5 9.4 9.4 Actuated g/c Ratio 0.24 0.24 0.24 0.42 0.39 0.34 0.34 0.10 0.10 v/c Ratio 0.05 0.32 0.40 0.26 0.75 0.64 0.36 0.24 0.26 Control Delay 34.2 33.1 7.0 21.7 30.4 31.4 22.9 50.2 42.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.2 33.1 7.0 21.7 30.4 31.4 22.9 50.2 42.6 LOS C C A C C C C D D Approach Delay 21.6 29.4 29.5 46.2 Approach LOS C C C D Queue Length 50th (m) 0.8 24.2 0.0 15.6 93.2 67.1 26.7 8.1 7.3 Queue Length 95th (m) 4.2 39.5 18.6 30.6 131.4 93.0 49.6 20.0 19.7 Internal Link Dist (m) 293.1 334.4 223.8 202.8 Turn Bay Length (m) 40.0 65.0 50.0 85.0 30.0 Base Capacity (vph) 127 1139 665 508 1766 1530 789 509 525 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.25 0.34 0.25 0.59 0.49 0.28 0.08 0.09 Intersection Summary Cycle Length: 129 Actuated Cycle Length: 96.1 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 28.5 Intersection Capacity Utilization 85.6% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Splits and Phases: 1: Caldwell Road/Dorothea Drive & Portland St WSP Canada Inc. Synchro 8 Report April 2015
Appendix A - Intersection Performance Analysis Page A-6 1: Caldwell Road/Dorothea Drive & Portland St 2017 PM Peak Hour With Site Development Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 5 1156 697 190 540 85 319 55 170 140 140 21 Satd. Flow (prot) 1789 3579 1601 1789 3507 0 3471 1671 0 1789 1846 0 Flt Permitted 0.402 0.077 0.950 0.950 Satd. Flow (perm) 757 3579 1601 145 3507 0 3471 1671 0 1789 1846 0 Satd. Flow (RTOR) 428 17 99 5 Lane Group Flow (vph) 5 1217 734 200 657 0 336 237 0 147 169 0 Turn Type Perm NA Perm pm+pt NA Split NA Split NA Protected Phases 2 1 6 8 8 4 4 Permitted Phases 2 2 6 Total Split (s) 54.0 54.0 54.0 19.0 73.0 34.0 34.0 33.0 33.0 Total Lost Time (s) 6.0 6.0 6.0 4.0 6.5 6.5 6.5 6.0 6.0 Act Effct Green (s) 48.5 48.5 48.5 67.7 65.2 19.7 19.7 17.2 17.2 Actuated g/c Ratio 0.40 0.40 0.40 0.56 0.54 0.16 0.16 0.14 0.14 v/c Ratio 0.02 0.85 0.82 0.78 0.35 0.60 0.67 0.58 0.64 Control Delay 28.0 41.7 23.0 48.1 17.4 52.2 37.7 59.2 59.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.0 41.7 23.0 48.1 17.4 52.2 37.7 59.2 59.8 LOS C D C D B D D E E Approach Delay 34.6 24.6 46.2 59.5 Approach LOS C C D E Queue Length 50th (m) 0.7 140.1 71.7 29.6 43.5 39.1 31.3 33.6 37.8 Queue Length 95th (m) 4.1 #220.8 #172.9 #75.7 72.4 57.7 61.9 57.9 64.0 Internal Link Dist (m) 293.1 334.4 223.8 202.8 Turn Bay Length (m) 40.0 65.0 50.0 85.0 30.0 Base Capacity (vph) 302 1431 897 286 1950 795 459 402 419 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.85 0.82 0.70 0.34 0.42 0.52 0.37 0.40 Intersection Summary Cycle Length: 140 Actuated Cycle Length: 121.3 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 36.2 Intersection Capacity Utilization 82.3% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: D ICU Level of Service E Splits and Phases: 1: Caldwell Road/Dorothea Drive & Portland St WSP Canada Inc. Synchro 8 Report April 2015
Appendix A - Intersection Performance Analysis Page A-7 1: Caldwell Road/Dorothea Drive & Portland St 2017 PM Peak Hour With Site Development (Modified Timings) Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 5 1156 697 190 540 85 319 55 170 140 140 21 Satd. Flow (prot) 1789 3579 1601 1789 3507 0 3471 1671 0 1789 1846 0 Flt Permitted 0.402 0.074 0.950 0.950 Satd. Flow (perm) 757 3579 1601 139 3507 0 3471 1671 0 1789 1846 0 Satd. Flow (RTOR) 438 17 97 5 Lane Group Flow (vph) 5 1217 734 200 657 0 336 237 0 147 169 0 Turn Type Perm NA Perm pm+pt NA Split NA Split NA Protected Phases 2 1 6 8 8 4 4 Permitted Phases 2 2 6 Total Split (s) 56.0 56.0 56.0 19.0 75.0 32.0 32.0 33.0 33.0 Total Lost Time (s) 6.0 6.0 6.0 4.0 6.5 6.5 6.5 6.0 6.0 Act Effct Green (s) 50.5 50.5 50.5 69.7 67.1 19.6 19.6 17.4 17.4 Actuated g/c Ratio 0.41 0.41 0.41 0.57 0.54 0.16 0.16 0.14 0.14 v/c Ratio 0.02 0.83 0.80 0.79 0.34 0.61 0.68 0.58 0.64 Control Delay 27.2 40.3 21.4 50.6 17.0 54.0 39.9 60.1 60.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.2 40.3 21.4 50.6 17.0 54.0 39.9 60.1 60.7 LOS C D C D B D D E E Approach Delay 33.2 24.9 48.1 60.4 Approach LOS C C D E Queue Length 50th (m) 0.8 140.9 69.3 30.8 43.8 40.0 32.6 34.4 38.6 Queue Length 95th (m) 4.0 #213.1 #154.5 #75.9 70.2 58.8 63.7 57.9 64.0 Internal Link Dist (m) 293.1 334.4 223.8 202.8 Turn Bay Length (m) 40.0 65.0 50.0 85.0 30.0 Base Capacity (vph) 310 1464 913 280 1974 724 425 395 411 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.83 0.80 0.71 0.33 0.46 0.56 0.37 0.41 Intersection Summary Cycle Length: 140 Actuated Cycle Length: 123.3 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 35.9 Intersection Capacity Utilization 82.3% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: D ICU Level of Service E Splits and Phases: 1: Caldwell Road/Dorothea Drive & Portland St WSP Canada Inc. Synchro 8 Report April 2015