MERIVALE PRIORITY SQUARE 2852 MERIVALE ROAD CITY OF OTTAWA TRANSPORTATION BRIEF Prepared for: 2190986ONT Inc. 25 Winding Way Nepean, Ontario K2C 3H1 October 6, 2010 110-502 Report_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 $ Tel (613) 692-8662 $ Fax (613) 692-1945
Merivale Priority Square TABLE OF CONTENTS PAGE 1. INTRODUCTION... 1 1.1 Scope of Work... 1 2. ROADWAY NETWORK... 3 3. PROPOSED DEVELOPMENT... 3 3.1 Trip Generation... 5 3.2 Trip Distribution... 7 4. TRANSPORTATION IMPACT... 9 4.1 Background Traffic Volumes... 9 4.2 Total Traffic Volumes... 10 4.3 Traffic Analysis... 10 4.4 Pedestrian, Cycling, and Transit Facilities... 15 5. FINDINGS AND RECOMMENDATIONS... 17 APPENDIX... 18 LIST OF FIGURES 1.1 SITE LOCATION PLAN... 2 2.1 2009 WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS... 4 3.1 CONCEPTUAL SITE PLAN... 6 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS... 8 4.1 2011.2016 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC... 11 4.2 2011.2016 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC... 12 4.3 RECOMMENDED LANE GEOMETRY (Merivale/Leikin Intersection)... 16 LIST OF TABLES 3.1 PROPOSED DEVELOPMENT... 5 3.2 TRIP GENERATION RATES... 7 3.3 PEAK HOUR SITE TRIPS GENERATED... 7 4.1 SITE ACCESS/MERIVALE LoS & 95 TH Percentile Queue... 13 4.2 MERIVALE/LEIKIN LoS and Volume/Capacity (v/c)... 14
Merivale Priority Square MERIVALE PRIORITY SQUARE 2852 MERIVALE ROAD, OTTAWA TRANSPORTATION BRIEF 1. INTRODUCTION The owners of land at 2852 Merivale Road are proposing to redevelop the land as a light industrial/warehouse use with some office space. The land is located on the west side of Merivale Road approximately 125 metres north of Leikin Drive, and approximately 500 metres south of Fallowfield Road. The site is a vacant parcel of land which is approximately 0.203 hectares in size. The location of the proposed development is shown in Figure 1.1. As part of the rezoning of lands and Site Plan Application, City of Ottawa staff has requested that the owners of the land, 2190986ONT Inc., prepare a which will examine the impact of the expected site generated trips on Merivale Road. To complete the application, 2190986ONT Inc. has engaged the firm of D. J. Halpenny & Associates Ltd. to prepare a report which would address the impact of expected traffic from the Merivale Priority Square development onto the surrounding roads, and determine the required intersection geometry at the site access onto Merivale Road and the intersection of Merivale Road and Leikin Drive. 1.1 Scope of Work The proposed development would have a gross floor area of less than 1,400 m 2 and would generate less than 75 vehicle trips during the peak hour. As documented in Table 4 of the City of Ottawa s Transportation Impact Assessment Guidelines, October 2006, no traffic assessment study would be required for a development based on gross building floor area and expected site generated trips. Following discussions with staff of the City of Ottawa, a was requested due to the close proximity of the site to the intersection of Merivale Road and Leikin Drive. The scope of the study would be confined to the analysis of the site access onto Merivale Road, and the impact of the development on the Merivale/Leikin intersection. The study analysis will be conducted for the peak traffic period which would occur during the weekday peak AM and PM hours. The study will examine the operation of the intersections for the expected traffic volumes at the year 2011 when build out is expected of the Merivale Priority Square development, and at the year 2016 which represents five years beyond build out.
2 FIGURE 1.1 SITE LOCATION PLAN
3 2. ROADWAY NETWORK The Merivale Priority Square development would have access onto Merivale Road. Merivale Road (Ottawa Road 17) is two-lane rural road which is identified as an arterial road in the Ottawa 20/20 Transportation Master Plan. The roadway has a posted speed limit of 80 km./h., and a pavement width of approximately 11.5 metres in the vicinity of the site. There are no sidewalks or bicycle facilities along the road. Approximately 125 metres south of the site is the intersection of Merivale Road and Leikin Drive. The intersection is a T intersection with the following lane configuration: Northbound Merivale Road Approach - Southbound Merivale Road Approach - Eastbound Leikin Drive Approach - One through lane One left turn lane (85 m storage) One right turn lane (110 m storage) One through lane One left turn lane One right turn lane The intersection is controlled by traffic signals, with a dedicated eastbound left turn bus phase. Leikin Drive forms the eastbound approach to the Merivale/Leikin intersection. Leikin Drive is identified as a major collector road, which has a posted speed limit of 60 km./h. The roadway has an urban cross section, with cycling lanes on both sides of the road but no sidewalks in the vicinity of the site. Longfields Drive has been extended east from Woodroffe Avenue to connect with Bill Leathem Drive at a roundabout. The road was open to the public in 2010, and will reduce traffic at the Merivale/Beckstead and Merivale/Leikin intersections, and cut-through traffic along Leikin Drive and Crestway Drive within the Davidson Heights subdivision. Figure 2.1 shows the weekday peak AM and PM hour traffic counts taken by the City of Ottawa at the Merivale/Leikin intersection on July 8, 2009. 3. PROPOSED DEVELOPMENT The Merivale Priority Square development is proposed to be constructed on approximately 0.203 hectares of land on the west side of Merivale Road. The 2852 Merivale Road site is located approximately 500 metres south of Fallowfield Road and 125 metres north of Leikin Drive. The land is currently zoned residential with one vacant building on site. Lands north and west of the site are owned by the NCC and are used for agricultural purposes. Lands on the east side of Merivale Road are also being used for agricultural purposes. The lands between the south limit of the site and Leikin Drive are vacant fields. The South Merivale Business Park is located on the west side of Merivale Road at the Merivale/Leikin intersection.
4 FIGURE 2.1 2009 WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS
5 The owner of the property is preparing a Site Plan Application and Rezoning Application for the property at 2852 Merivale Road. The property is designated in the Official Plan as Employment Area. The Rezoning Application proposes a change from a residential zone to an Industrial Zone, which is consistent with the Employment Area designation. The Site Plan proposes the construction of one building consisting of a light industrial/warehouse and office land use. The building will total approximately 1,255 m 2 of gross floor area, which consists of 639 m 2 of light industrial/warehouse space located on the ground floor of the building, and 616 m 2 of office space on the second floor. The site will provide a total of 21 parking spaces which includes 1 handicapped parking space. Access to the site will be from one access point, which will replace the two accesses which currently exist onto Merivale Road. The proposed access will have a width of 6.7 metres, and will provide one lane entering and one lane exiting the site. The full development of the site is expected to be completed by the year 2011. Figure 3.1 shows a conceptual site plan of the site. 3.1 Trip Generation The proposed Merivale Priority Square development will consist of a mixture of light industrial/warehouse and office land use with expected gross floor areas shown in Table 3.1. TABLE 3.1 PROPOSED DEVELOPMENT DEVELOPMENT LAND USE AREA Light Industrial/Warehouse 639.13 m 2 (6,879.5 ft 2 ) Office Space 615.75 m 2 (6,627.9 ft 2 ) Total Area 1,254.88 m 2 (13,507.4 ft 2 ) The expected site generated trips for the development were determined utilizing the trip generation statistical data published in the Institute of Transportation Engineers (ITE) document, Trip Generation, 8 th Edition. The trip rates were determined using the average trip rate for the ITE General Light Industrial land use (ITE Land Use Code 110) which was applied to the gross floor area for the light industrial/warehouse space located on the ground floor. The office land use on the second floor used the General Office Building land use (ITE Land Use Code 710). The average trip rate was used due to the relatively small gross floor area of the development. Table 3.2 presents the trip generation rates for the proposed development for the weekday peak AM and PM hours of the adjacent roadway.
6 FIGURE 3.1 CONCEPTUAL SITE PLAN
7 TABLE 3.2 TRIP GENERATION RATES TRIP RATE TIME PERIOD Peak AM Hr. Peak PM Hr. Light Industrial/Warehouse General Light Industrial (110) 0.92 T/1000 ft 2 0.97 T/1000 ft 2 Office Space General Office Building (710) 1.55 T/1000 ft 2 1.49 T/1000 ft 2 Transit service routes are provided along Merivale Road past the site with existing bus stops located approximately 200 metres from the site. To account for transit use, the expected trips for the office land use were reduced by 15 percent which would represent site trips utilizing public transit. The expected site generated trips are presented in Table 3.3, which utilize the trip generation rates and distribution which are documented in the ITE trip generation manual. TABLE 3.3 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Light Industrial/Warehouse 6 5 (88%) 1 (12%) 7 1 (12%) 6 (88%) Office Space 10 9 (88%) 1 (12%) 10 2 (17%) 8 (83%) 15% Modal Split (Office) -1-1 0-1 0-1 Total Trips 15 13 2 16 3 13 3.2 Trip Distribution The distribution of expected site generated trips entering and exiting the site were determined from examination of the existing July 8, 2009 traffic counts taken by the City of Ottawa at the Merivale/Leikin intersection. The counts would best represent the travel pattern of commuters along the surrounding roadway network. The site generated trips were proportioned to the following distribution for both the weekday peak AM and PM hours: To/From the north 65% To/From the south 15% To/From the west 20% The above distribution was used to distribute the site generated trips of Table 3.3 onto the surrounding roads. Figure 3.2 shows the expected weekday peak AM and PM hour site generated trips for the proposed Merivale Priority Square development.
8 FIGURE 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS
9 4. TRANSPORTATION IMPACT The study will examine the operation of site access point onto Merivale Road and the intersection of Merivale Road and Leikin Drive. The analysis will use the Highway Capacity Software, Release 5.4, which utilizes the intersection capacity analysis procedure as documented in the 2000 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 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. For intersections controlled by traffic signals, the operation or level of service of an intersection is determined from the volume to capacity ratio (v/c) for each lane movement as documented by the City of Ottawa in the Transportation Impact Study Assessment Guidelines, October 2006. The following relates the level of service with the volume to capacity ratio at each lane movement. LEVEL OF SERVICE VOLUME TO CAPACITY RATIO Level of Service A 0 to 0.60 Level of Service B 0.61 to 0.70 Level of Service C 0.71 to 0.80 Level of Service D 0.81 to 0.90 Level of Service E 0.91 to 1.00 Level of Service F > 1.00 4.1 Background Traffic Volumes The background traffic was calculated for the expected year 2011 and 2016 volumes which would not include traffic associated with the Merivale Priority Square development. The increase in background traffic along Merivale Road past the site is the result of future traffic outside the immediate area, and the full occupancy of the Royal Canadian Mounted Police complex which is the former complex for JDS Uniphase Inc.
10 The growth in traffic volumes along Merivale Road were examined by comparing the traffic counts taken by the City of Ottawa at the Merivale/Leikin intersection on July 7, 2005 and July 8, 2009. The counts determined that the northbound and southbound through movements along Merivale Road decreased at an annual rate of between 0 and 5.75 percent during both the peak AM and PM hours. To account for some expected growth, the traffic volumes at all approaches were increased at an annual rate of 2 percent, which would translate to the following growth factors which were applied to the existing 2009 peak AM and PM hour traffic counts: 2009 to 2011 = 1.040 2009 to 2016 = 1.149 A comparison between the 2005 and 2009 counts did show a large increase in the 2009 traffic at the eastbound Leikin left turn and southbound Merivale right turn movements during the peak AM and PM hours. This is mainly attributed to the increase in traffic associated with the Royal Canadian Mounted Police (RCMP) complex. Arial photos of the site in 2005 showed that approximately 25 percent of the parking lot was occupied when the complex was still under the ownership of JDS Uniphase Inc. In 2009 when the traffic counts were taken at the Merivale/Leikin intersection, the complex was owned by the RCMP, with 2010 observations showing that the parking lot was substantially occupied. To account for the expected additional traffic at full occupancy of the RCMP complex, the 2009 traffic volumes at the southbound Merivale right turn movement during the peak AM hour and the eastbound Leikin left turn movement during the peak PM hour were increased by 41 to 45 percent. Traffic exiting the RCMP complex during the peak AM hour (eastbound Leikin left turn movement) and entering the complex during the peak PM hour (southbound Merivale right turn movement) were increased proportionally. Figure 4.1 shows the expected weekday peak AM and PM hour traffic volumes for the years 2011 and 2016. 4.2 Total Traffic Volumes The expected weekday peak AM and PM hour 2011 and 2016 total traffic volumes were determined by the addition of the expected trips from the Merivale Priority Square development which are shown in Figure 3.2, and the 2011 and 2016 background traffic shown in Figures 4.1. The result is the expected 2011/2016 total traffic volumes at the site access onto Merivale Road and Merivale/Leikin intersection which are shown in Figure 4.2. 4.3 Traffic Analysis The study has examined the operation of the development s one site access onto Merivale Road and the intersection of Merivale Road and Leikin Drive as agreed upon by staff of the City of Ottawa. The analysis was completed for the existing weekday peak AM and PM hour traffic at the Merivale/Leikin intersection, and for the total peak hour traffic at the years 2011 and 2016 at the site access and Merivale/Leikin intersection. The results of the analysis are discussed in detail in the following sections:
11 FIGURE 4.1 2011/2016 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC
12 FIGURE 4.2 2011/2016 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC
13 Site Access and Merivale Road Intersection The site access would be 6.7 metres in with, and would have one lane exiting the site providing shared eastbound left and right turning movements, and one lane entering the site. The 2016 total traffic volumes provided in Figure 4.2 showed that during the peak AM hour, the proportion of northbound Merivale left turn movements to northbound advancing traffic volumes (V L / V A ) was 0.68 percent, therefore the site access would not warrant a northbound Merivale Road left turn lane. The lane configuration used in the operational analysis was the following: Northbound Merivale Road Approach - Southbound Merivale Road Approach - Eastbound Site Access Approach - One shared left turn and through lane One through lane One right turn lane One shared left and right turn lane The intersection would be a two-way stop controlled intersection, with a stop sign at the eastbound site access approach. An operational analysis was conducted for the peak AM and PM hours at the year 2011. The total traffic volumes determined that the northbound Merivale Road shared left/through movement would function at the Level of Service (LoS) A during both the peak AM and PM hours, with a 95 th percentile queue of 0.01 vehicles during the peak AM hour. The eastbound left/right turn movement at the site exit would function at a LoS B during the peak AM hour, and a LoS C with a 95 th percentile queue of 0.15 vehicles during the peak PM hour. Table 4.1 summarizes the operation of the intersection, with the analysis work sheets presented in the Appendix as Exhibit 1 for the peak AM hour and Exhibit 2 for the peak PM hour. For the expected 2016 traffic volumes, the northbound Merivale left/through movement would function at a LoS A during the peak AM and PM hour, with a 95 th percentile queue of 0.01 vehicles during the peak AM hour. The eastbound left/right turn movement at the site exit would function at a LoS C during both the peak AM and PM hours, with a 95 th percentile queue of 0.17 vehicles during the peak PM hour. Table 4.1 summarizes the 2016 operation of the site access intersection, with the analysis sheets presented as Exhibits 3 and 4. TABLE 4.1 SITE ACCESS/MERIVALE LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2011 (2016) WEEKDAY PEAK PM HOUR YEAR 2011 (2016) LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Through Merivale A (A) 0.01 (0.01) A (A) 0.00 (0.00) EB Left/Right Site Access B (C) 0.02 (0.02) C (C) 0.15 (0.17)
14 Merivale Road and Leikin Intersection The intersection of Merivale Road and Leikin Drive was examined using the 2009 traffic counts shown in Figure 2.1 and the existing traffic signal timing which was obtained from the City of Ottawa. The following existing lane configuration was used in the analysis: Northbound Merivale Road Approach - Southbound Merivale Road Approach - Eastbound Leikin Drive Approach - One through lane One left turn lane (85 m storage) One right turn lane (110 m storage) One through lane One left turn lane One right turn lane The operational analysis for the 2009 traffic counts determined that the intersection functioned at an overall LoS A during both the peak AM and PM hours. Table 4.2 summarizes the 2009 operation of the intersection, with the analysis sheets presented as Exhibits 5 and 6. TABLE 4.2 MERIVALE/LEIKIN LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2009 2011 (2016) WEEKDAY PEAK PM HOUR YEAR 2009 2011 (2016) LoS v/c LoS v/c NB Left Merivale Road A A (A) 0.00 0.01 (0.01) A A (A) 0.00 0.01 (0.01) NB Through Merivale Road A A (A) 0.31 0.32 (0.36) A A (A) 0.12 0.13 (0.14) SB Through Merivale Road A A (A) 0.07 0.08 (0.08) A A (A) 0.37 0.39 (0.43) SB Right Merivale Road A A (A) 0.05 0.15 (0.16) A A (A) 0.25 0.28 (0.32) EB Left Leikin Drive B B (C) 0.61 0.65 (0.72) A A (A) 0.28 0.40 (0.44) EB Right Leikin Drive A A (A) 0.00 0.00 (0.00) A A (A) 0.00 0.00 (0.00) Intersection A A (A) 0.42 0.45 (0.50) A A (A) 0.34 0.40 (0.43) The total traffic volumes at the year 2011 includes the proposed trips from the Merivale Priority Square site, and the increases in background traffic within the South Merivale Business Park which would include additional traffic to/from the RCMP complex. The extension of Longfields Drive from Woodroffe Avenue to Bill Leathem Drive would result in reduced traffic at the eastbound Leikin left turn movement and the southbound Merivale right turn movement. The 2011 operational analysis has utilized the existing lane configuration and the existing traffic signal timing plan. The analysis determined that the Merivale/Leikin intersection would function at an overall LoS A, with all movements functioning at a LoS A with the exception of the eastbound Leikin left turn movement which would function at a LoS B during the peak AM
15 hour. Table 4.2 summarizes the 2011 operation of the intersection with the analysis sheets presented as Exhibits 7 for the peak AM hour and Exhibit 8 for the peak PM hour. The operation of the Merivale/Leikin intersection at the year 2016 was determined utilizing the existing lane configuration and traffic signal timing plan with a cycle of 76.6 seconds. The analysis determined that the intersection would operate at an overall LoS A during the peak AM and PM hours, with all movements functioning at a LoS A with the exception of the eastbound Leikin left turn movement which operated at a LoS C during the peak AM hour. Table 4.2 summarizes the 2016 operation of the intersection, with the analysis sheets presented as Exhibits 9 and 10. The southbound Merivale right turn lane provides approximately 110 metres of vehicular storage. The length of the southbound right turn lane is of sufficient length to permit right turning traffic to clear the expected maximum queue of through movement vehicles during the peak PM hour at the year 2016. The proposed Merivale Priority Square access is located within the right turn lane, approximately 13 metres from the beginning of the taper for the southbound right turn lane as shown in Figure 4.3. Although an exclusive southbound right turn lane into the site is not warranted due to the low volume of right turning vehicles, it is recommended that a 60 metre taper be provided at the access due to the high volume of southbound Merivale Road traffic. Figure 4.3 shows a recommended extension of approximately 21 metres to the existing right turn taper. 4.4 Pedestrian, Cycling, and Transit Facilities The Merivale Priority Square development will consist of a light industrial/warehouse land use with some office space. The development is not expected to generate much pedestrian traffic. Merivale Road and Leikin Drive in the vicinity of the site do not provide pedestrian sidewalks. No sidewalks are being proposed as part of the development. Merivale Road is designated in the Ottawa 20/20 Transportation Master Plan as an On-road Cycling Route. There are no exisitng cycling lanes or facilities along Merivale Road in the vicinity of the site. No additional cycling facilities are proposed as part of the development. Bicycle storage facilities will be provided on the site in accordance with City of Ottawa By-laws. Transit service is currently provided along Merivale Road past the site. Regular Route 176 and Peak Hour Route 199 travel along Leikin Drive, and Merivale Road north of Leikin Drive towards Fallowfield Road. Bus stops in each direction are located on Leikin Drive at the easterly approach to the Merivale/Leikin intersection. The bus stops are approximately 200 metres from the site.
16 FIGURE 4.3 RECOMMENDED LANE GEOMETRY (Merivale/Leikin Intersection)
17 5. FINDINGS AND RECOMMENDATIONS The owners of land at 2852 Merivale Road are preparing a Site Plan Application and rezoning application of lands in support of the proposal to construct an industrial/warehouse/office building. The site will have one access onto Merivale Road which would replace the current two access points. Following discussions with City of Ottawa staff, a is being prepared which will examine the operation of the proposed site access onto Merivale Road and the impact of the development on the Merivale/Leikin intersection. The findings and recommendations of the study are summarized in the following: 1) The Merivale Priority Square development is expected to generate 15 new trips during the weekday peak AM hour and 16 new trips during the peak PM hour. 2) The site access onto Merivale Road will be 6.7 metres in width, providing one lane entering and one lane exiting the development. The access is located at approximately the beginning of the southbound Merivale right turn lane to the Merivale/Leikin intersection. In order to provide a deceleration lane for vehicles entering the proposed site, it is recommended that a 60 metre taper be constructed at the southbound Merivale Road approach to the access. Figure 4.3 shows the modification to the existing southbound right turn lane to the Merivale/Leikin intersection which would support the recommendation of a 60 metre taper. 3) The proposed site access would operate at an acceptable level of service at the expected year 2016 traffic volumes. The eastbound site exit would consist of a shared left/right turning movement which would experience a 95 th percentile queue of 0.17 vehicles (2016 peak PM hour). The access is of sufficient length for the exiting queue to not impact the circulation of traffic within the site. Using the expected 2016 peak hour traffic volumes at the Merivale/Leikin intersection, the expected southbound queue would not extend from the Merivale/Leikin intersection to the proposed site access or interfere with the operation of the access. 4) The intersection of Merivale Road and Leikin Drive would operate at an acceptable level of service during the peak AM and PM hours at the year 2016. No intersection modifications would be required due to the development of the site. 5) A Check List is provided in the Appendix as Exhibit 11. Prepared by: David J. Halpenny, P. Eng.
18 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS TRANSPORTATION BRIEF CHECK LIST
19 EXHIBIT 1 YEAR 2011 PEAK AM HOUR ANALYSIS Site Access/Merivale Road HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Merivale/Site Access Analysis Year: Year 2011 Project ID: Merivale Priority Square - 2852 Merivale Road East/West Street: Site Access North/South Street: Merivale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 5 665 286 8 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 5 722 310 8 Percent Heavy Vehicles 2 -- -- -- -- Median Type/Storage Undivided / RT Channelized? No Lanes 0 1 1 1 Configuration LT T R Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 1 1 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 1 1 Percent Heavy Vehicles 2 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 1 4 7 8 9 10 11 12 Lane Config LT LR v (vph) 5 2 C(m) (vph) 1242 376 v/c 0.00 0.01 95% queue length 0.01 0.02 Control Delay 7.9 14.6 LOS A B Approach Delay 14.6 Approach LOS B
20 EXHIBIT 2 YEAR 2011 PEAK PM HOUR ANALYSIS Site Access/Merivale Road HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Merivale/Site Access Analysis Year: Year 2011 Project ID: Merivale Priority Square - 2852 Merivale Road East/West Street: Site Access North/South Street: Merivale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 1 350 682 2 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 1 380 741 2 Percent Heavy Vehicles 2 -- -- -- -- Median Type/Storage Undivided / RT Channelized? No Lanes 0 1 1 1 Configuration LT T R Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 8 5 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 8 5 Percent Heavy Vehicles 2 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 1 4 7 8 9 10 11 12 Lane Config LT LR v (vph) 1 13 C(m) (vph) 864 276 v/c 0.00 0.05 95% queue length 0.00 0.15 Control Delay 9.2 18.7 LOS A C Approach Delay 18.7 Approach LOS C
21 EXHIBIT 3 YEAR 2016 PEAK AM HOUR ANALYSIS Site Access/Merivale Road HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Merivale/Site Access Analysis Year: Year 2016 Project ID: Merivale Priority Square - 2852 Merivale Road East/West Street: Site Access North/South Street: Merivale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 5 734 308 8 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 5 797 334 8 Percent Heavy Vehicles 2 -- -- -- -- Median Type/Storage Undivided / RT Channelized? No Lanes 0 1 1 1 Configuration LT T R Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 1 1 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 1 1 Percent Heavy Vehicles 2 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 1 4 7 8 9 10 11 12 Lane Config LT LR v (vph) 5 2 C(m) (vph) 1217 337 v/c 0.00 0.01 95% queue length 0.01 0.02 Control Delay 8.0 15.7 LOS A C Approach Delay 15.7 Approach LOS C
22 EXHIBIT 4 YEAR 2016 PEAK PM HOUR ANALYSIS Site Access/Merivale Road HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Merivale/Site Access Analysis Year: Year 2016 Project ID: Merivale Priority Square - 2852 Merivale Road East/West Street: Site Access North/South Street: Merivale Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 1 380 753 2 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 1 413 818 2 Percent Heavy Vehicles 2 -- -- -- -- Median Type/Storage Undivided / RT Channelized? No Lanes 0 1 1 1 Configuration LT T R Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 8 5 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 8 5 Percent Heavy Vehicles 2 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 1 4 7 8 9 10 11 12 Lane Config LT LR v (vph) 1 13 C(m) (vph) 809 240 v/c 0.00 0.05 95% queue length 0.00 0.17 Control Delay 9.5 20.9 LOS A C Approach Delay 20.9 Approach LOS C
23 EXHIBIT 5 JULY 8, 2009 PEAK AM HOUR ANALYSIS Merivale Road/Leikin Drive HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Leikin/Merivale Period: Peak AM Hour Year: July 8, 2009 Project ID: Merivale Priority Square - 2852 Merivale Road E/W St: Leikin Drive N/S St: Merivale Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 0 1 0 0 0 1 1 0 0 1 1 LGConfig L R L T T R Volume 344 2 2 287 69 143 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 2 100 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left A NB Left P Thru Thru P Right A Right Peds X Peds WB Left SB Left Thru Thru P Right Right P Peds X Peds X NB Right EB Right SB Right WB Right Green 25.0 40.0 Yellow 3.3 4.6 All Red 1.8 1.9 Cycle Length: 76.6 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L 374 1752 # 0.21 0.35 618 0.61 Thru Right R 0 1599 0.00 0.35 564 0.00 Westbound Left Thru Right Northbound Left L 2 1332 0.00 0.55 730 0.00 Thru T 312 1845 # 0.17 0.55 1012 0.31 Right Southbound Left Thru T 75 1845 0.04 0.55 1012 0.07 Right R 47 1568 0.03 0.55 860 0.05 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.38 Total lost time per cycle, L = 7.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.42
24 EXHIBIT 6 JULY 8, 2009 PEAK PM HOUR ANALYSIS Merivale Road/Leikin Drive HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Leikin/Merivale Period: Peak PM Hour Year: July 8, 2009 Project ID: Merivale Priority Square - 2852 Merivale Road E/W St: Leikin Drive N/S St: Merivale Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 0 1 0 0 0 1 1 0 0 1 1 LGConfig L R L T T R Volume 158 3 0 116 348 299 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 2 100 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left A NB Left P Thru Thru P Right A Right Peds X Peds WB Left SB Left Thru Thru P Right Right P Peds X Peds X NB Right EB Right SB Right WB Right Green 25.0 40.0 Yellow 3.3 4.6 All Red 1.8 1.9 Cycle Length: 76.6 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L 172 1752 # 0.10 0.35 618 0.28 Thru Right R 1 1599 0.00 0.35 564 0.00 Westbound Left Thru Right Northbound Left L 0 898 0.00 0.55 492 0.00 Thru T 126 1845 0.07 0.55 1012 0.12 Right Southbound Left Thru T 378 1845 # 0.20 0.55 1012 0.37 Right R 216 1568 0.14 0.55 860 0.25 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.30 Total lost time per cycle, L = 7.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.34
25 EXHIBIT 7 YEAR 2011 PEAK AM HOUR ANALYSIS Merivale Road/Leikin Drive HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Leikin/Merivale Period: Peak AM Hour Year: Year 2011 Project ID: Merivale Priority Square - 2852 Merivale Road E/W St: Leikin Drive N/S St: Merivale Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 0 1 0 0 0 1 1 0 0 1 1 LGConfig L R L T T R Volume 370 5 5 300 72 215 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 5 100 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left A NB Left P Thru Thru P Right A Right Peds X Peds WB Left SB Left Thru Thru P Right Right P Peds X Peds X NB Right EB Right SB Right WB Right Green 25.0 40.0 Yellow 3.3 4.6 All Red 1.8 1.9 Cycle Length: 76.6 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L 402 1752 # 0.23 0.35 618 0.65 Thru Right R 0 1599 0.00 0.35 564 0.00 Westbound Left Thru Right Northbound Left L 5 1329 0.00 0.55 729 0.01 Thru T 326 1845 # 0.18 0.55 1012 0.32 Right Southbound Left Thru T 78 1845 0.04 0.55 1012 0.08 Right R 125 1568 0.08 0.55 860 0.15 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.41 Total lost time per cycle, L = 7.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.45
26 EXHIBIT 8 YEAR 2011 PEAK PM HOUR ANALYSIS Merivale Road/Leikin Drive HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Leikin/Merivale Period: Peak PM Hour Year: Year 2011 Project ID: Merivale Priority Square - 2852 Merivale Road E/W St: Leikin Drive N/S St: Merivale Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 0 1 0 0 0 1 1 0 0 1 1 LGConfig L R L T T R Volume 230 5 5 121 364 323 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 5 100 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left A NB Left P Thru Thru P Right A Right Peds X Peds WB Left SB Left Thru Thru P Right Right P Peds X Peds X NB Right EB Right SB Right WB Right Green 25.0 40.0 Yellow 3.3 4.6 All Red 1.8 1.9 Cycle Length: 76.6 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L 250 1752 # 0.14 0.35 618 0.40 Thru Right R 0 1599 0.00 0.35 564 0.00 Westbound Left Thru Right Northbound Left L 5 870 0.01 0.55 477 0.01 Thru T 132 1845 0.07 0.55 1012 0.13 Right Southbound Left Thru T 396 1845 # 0.21 0.55 1012 0.39 Right R 242 1568 0.15 0.55 860 0.28 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.36 Total lost time per cycle, L = 7.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.40
27 EXHIBIT 9 YEAR 2016 PEAK AM HOUR ANALYSIS Merivale Road/Leikin Drive HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Leikin/Merivale Period: Peak AM Hour Year: Year 2016 Project ID: Merivale Priority Square - 2852 Merivale Road E/W St: Leikin Drive N/S St: Merivale Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 0 1 0 0 0 1 1 0 0 1 1 LGConfig L R L T T R Volume 407 5 5 332 79 230 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 5 100 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left A NB Left P Thru Thru P Right A Right Peds X Peds WB Left SB Left Thru Thru P Right Right P Peds X Peds X NB Right EB Right SB Right WB Right Green 25.0 40.0 Yellow 3.3 4.6 All Red 1.8 1.9 Cycle Length: 76.6 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L 442 1752 # 0.25 0.35 618 0.72 Thru Right R 0 1599 0.00 0.35 564 0.00 Westbound Left Thru Right Northbound Left L 5 1319 0.00 0.55 723 0.01 Thru T 361 1845 # 0.20 0.55 1012 0.36 Right Southbound Left Thru T 86 1845 0.05 0.55 1012 0.08 Right R 141 1568 0.09 0.55 860 0.16 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.45 Total lost time per cycle, L = 7.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.50
28 EXHIBIT 10 YEAR 2016 PEAK PM HOUR ANALYSIS Merivale Road/Leikin Drive HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Leikin/Merivale Period: Peak PM Hour Year: Year 2016 Project ID: Merivale Priority Square - 2852 Merivale Road E/W St: Leikin Drive N/S St: Merivale Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 0 1 0 0 0 1 1 0 0 1 1 LGConfig L R L T T R Volume 248 5 5 133 402 356 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 5 100 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left A NB Left P Thru Thru P Right A Right Peds X Peds WB Left SB Left Thru Thru P Right Right P Peds X Peds X NB Right EB Right SB Right WB Right Green 25.0 40.0 Yellow 3.3 4.6 All Red 1.8 1.9 Cycle Length: 76.6 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L 270 1752 # 0.15 0.35 618 0.44 Thru Right R 0 1599 0.00 0.35 564 0.00 Westbound Left Thru Right Northbound Left L 5 807 0.01 0.55 442 0.01 Thru T 145 1845 0.08 0.55 1012 0.14 Right Southbound Left Thru T 437 1845 # 0.24 0.55 1012 0.43 Right R 278 1568 0.18 0.55 860 0.32 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.39 Total lost time per cycle, L = 7.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.43
29 EXHIBIT 11 TRANSPORTATION BRIEF CHECK LIST
30