2012 Cover Letter for TIS (Oct 2) - Mulmurmulmur.ca/content/departments/planning/traffic... ·...

October 3, 2012 16-02047-001-TP1 Mr. Adam Krehm, P.Eng. Arbour Farms Ltd. 245 Carlaw Avenue, Suite 107 Toronto, ON M4M 2S6 Dear Mr. Krehm: Subject: August 2011 Updated Traffic Impact Study

Proposed Arbour Farms Gravel Pit, County of Dufferin ARA Licence Resubmission / Continuation of Read, Voorhees & Associates Peer Review

MMM Group Limited is pleased to present the findings of our Updated Traffic Impact Study for the proposed Arbour Farms gravel pit dated August 2011. The enclosed report is being provided in connection with the resubmission of the ARA Licence application for the proposed gravel pit in the County of Dufferin, and the continuation of the peer review by Read, Voorhees & Associates (RVA). This letter provides additional clarification to the information contained in the August 2011 report. We originally provided you with the enclosed report in August 2011. The report has been signed by the author, and this letter includes a copy of his curriculum vitae in Appendix A, which was omitted when the original report was provided to you in August 2011. In all other respects, the enclosed report is identical to the report provided to you in August 2011. This letter and its appendix should be included as part of the original study for completeness. In terms of additional information and errata, we note the following: Hours of Operation We note that in Section 4.2 – Trip Generation, reference is made to pit operations on Monday through Saturday, and no operations on Sundays. While our analysis covered all possible days on which pit operations were considered, we are aware that Arbour Farms has agreed to restrict the shipping hours. We understand that, with the exception of winter sanding and maintenance operations, Arbour Farms has agreed to restrict the shipping activity to between 7:00 am and 6:00 pm from March to October and between 8:00 am and 5:00 pm from November to April with no aggregate shipping or receiving between noon on Fridays and the commencement of shipping

August 2011 Updated Traffic Impact Study Proposed Arbour Farms Gravel Pit, County of Dufferin ARA Licence Resubmission/Continuation of Reed, Voorhees & Associates Peer Review

2

operations the following Monday. We confirm that this restriction does not change the analysis or conclusions in our August 2011 report. Importing & Exporting of Materials In Section 4.3 – Trip Distribution and Assignment, reference is made to fully loaded trucks entering the pit with recyclable materials, and that these trips have not been included as part of the site generated trips. To clarify, the maximum extraction rate of 500,000 tons per year is the ultimate determining factor in truck volumes. This 500,000 ton limit applies to both imported and exported materials, which includes recyclable materials brought to the site and shipments of both virgin material and blended materials. Therefore, the 26 peak hour trips represent either loaded or unloaded trucks travelling to and from the pit under all operating scenarios. Pit Entrance In the August 2011 report, we did not specify the treatment to be installed at the pit entrance. Based on the radius of the entrance, a 15-metre paved apron will be provided to ensure that materials from the pit driveway do not get tracked onto Airport Road. Author’s Qualifications As noted previously, Dave Richardson’s curriculum vitae is attached in Appendix A of this letter. We thank you for the opportunity to undertake this study, and would be pleased to respond to any questions should they arise. Yours very truly,

MMM GROUP LIMITED

David B. Richardson, P.Eng., PTOE Senior Project Manager & Partner Transportation Planning J:\01 PROJECTS\2002jobs\16-02047.dbr (Arbour Farms)\2012 Work\Draft - 2012 Cover Letter for TIS (July 26).doc

APPENDIX A

Curriculum Vitae

COMMUNITIES

TRANSPORTATION

BUILDINGS

INFRASTRUCTURE

D. Richardson | Traffic Operations & Signals | April 26, 2012 | p. 1

DAVID B. RICHARDSON, P.Eng., PTOESenior Project Manager, Transportation PlanningPartner

PROFESSIONAL EXPERIENCE

David Richardson is a Project Manager and major contributor to the following projects where coordination and technical direction was provided to a team of multi-disciplinary transportation and transit system professionals.

PROJECT EXPERIENCE

► Project Manager, Highway 7 Signal Timing Review, Regional Municipality of York: An extensive operational review of 31 signalized intersections along Highway 7 from Allstate Parkway, to the Hy and Zel’s Plaza entrance just east of Highway 27. Phase I of this study involved a review and optimization of the existing signal timing plans within a common background cycle. Phase II involved the coordination of the signal timing plans to facilitate the progression of traffic through this corridor. Phase III involved a comprehensive six month review period. Additional optimization of signal timing plans and coordination was conducted during the final stage of this study.

► Project Manager, Dixie Road Traffic Operations Study, Region of Peel: An operational study of Dixie Road between Meyerside Drive and Matheson Boulevard East in the City of Mississauga. The study included a comprehensive review and analysis of existing traffic conditions, signal phasing, timing, intersection geometry and queuing. A collision analysis was also undertaken which led to recommendations to implement signal operation and geometric changes where necessary. A review and analysis of signal progression was also undertaken, together with pedestrian phasing and walk time requirements.

► Project Manager, Traffic Signal Operations Study, City of Owen Sound: A comprehensive traffic signalization and operations study along 10th Street between 4th Avenue East and 3rd Avenue West in the City of Owen Sound. The purpose of the study was to determine appropriate measures to minimize delay and unnecessary stops for drivers travelling through the 10th Street corridor. The study focused on opportunities to improve traffic operations through improved signal coordination and signal timing to achieve additional intersection capacity. In addition, the study also reviewed the modification or replacement of the existing traffic signal control hardware, while examining maintenance requirements for necessary equipment upgrades.

► Project Manager, Traffic Signal Control System Upgrade, City of Guelph: A comprehensive review of the City of Guelph’s Traffic Signal Control System. The purpose of the study was to review the existing field hardware and to recommend replacement controllers for the City’s obsolete equipment. The study also reviewed communication system needs and undertook a cost-benefit analysis of a centralized system to oversee the operation of the 133 existing signalized intersections.

► Project Manager, 108th Street Upgrade, City of Grande Prairie, Alberta: The design of traffic signals at three intersections along 108th street in the City of Grande Prairie, Alberta. The assignment included designing the temporary and final stages of the

PROFESSIONAL AFFILIATIONS:

Association of Professional Engineers of Ontario (PEO)

Institute of Transportation Engineers (ITE)

International Board of Direction of ITE representing District 7 (Canada) - Past Director

Toronto Section and Canadian District of ITE - Past President

Smart Commute Markham-Richmond Hill Advisory Committee – Chairman

Ontario Traffic Conference (OTC), Traffic Engineering Committee

Advisory Committee: Joint Engineering/Management Masters Degree Programme: Ryerson Polytechnic University

Advisory Board for Curriculum and Co-operative Education for George Brown College, Toronto

Transportation Research Board (TRB), Washington, D.C., Highway Capacity and Quality of Service Committee, and Bicycle Subcommittee

EDUCATION:

1974Honours Bachelor of Applied Science Degree in Civil Engineering

University of Waterloo (Transportation, Traffic Engineering, Management Science, and Economics)

2001Certified as a Professional Traffic Operations Engineer (PTOE) - Transportation Professional Certification Board Inc., Washington D.C., U.S.A.

2001Value Engineering - Module 1 - Society of American Value Engineers (SAVE) International, Northbrook, Illinois, U.S.A

COMMUNITIES

TRANSPORTATION

BUILDINGS

INFRASTRUCTURE

D. Richardson | Traffic Operations & Signals | April 26, 2012 | p. 2

traffic signal layouts at these intersections, traffic signal equipment selection, and assembly of the contract specifications and schedule of quantities documents.

► Project Manager, Modernization of Traffic Signals, Medallion Properties, Bramalea Road and East Drive, City of Brampton, Ontario: The design of the temporary and final stages of the traffic signal layout at the Bramalea Road and East Drive intersection due to the relocation of the driveway located opposite East Drive. This project also included construction management, traffic signal equipment selection, budget analysis, data collection and analysis.

► Project Manager, Signal Timing Design and Intersection Operations, Eastern Engineering Group Parkedale Avenue, City of Brockville, Ontario: The design of traffic signals at four intersections along Parkedale Avenue in the City of Brockville. The development of a big box store on the north side of Parkedale Avenue required a portion of this street to be reconstructed and widened. The assignment included the existing traffic signals at one intersection to be modified and new traffic signals to be installed at the other three intersections. His responsibilities included designing the traffic signal layouts at these four intersections, traffic signal equipment selection, signal timing and phasing, and assembly of contract specification documents.

► Area Transportation Energy Study (M.T.A.T.E.S.), Metropolitan Toronto: Major contributor to the research and analysis on this project which led to a significant re-allocation of funding over a number of years to provide enhancements to the efficiency of various traffic signalization schemes.

► Project Manager, Communications Study for the Traffic Signal System, Metropolitan Toronto: A major review of the communication needs and cost/benefit analysis for a significant tradeoff study of communication alternatives which links individual traffic signals to the computer centre.

► Metropolitan Toronto Traffic Control System, Reconfiguration Study: Played a major role in the detailed design, acceptance testing and final implementation of the new computer-controlled traffic signal system for Metropolitan Toronto.

► Development and Application of an Offline Signal System Optimization Package (SSTOP): The modification and calibration of the “Real Time Optimization Program” (R.T.O.P) which was developed in Toronto as part of the I.O.U.T.S. study, to function as an offline optimization program.

► Project Manager, Urban Traffic Signal Control for Fuel Economy: A joint research venture undertaken by the National Research Council (N.R.C.) in Ottawa and the Traffic Control Centre in Toronto to study the effects of traffic signal timing and co-ordination on vehicular fuel consumption.

PROFESSIONAL BACKGROUND

1990 - Present | MMM Group, Transportation Planning

► Senior Project Manager, Partner

1974 - 1990 | Metropolitan Toronto

► Manager of Special Projects (1990) ► Deputy Chief of Staff for Metro Chairman Alan Tonks (1988 - 1990) ► Senior Traffic Engineer (1987 - 1988) ► Executive Assistant to Metropolitan Chairman Dennis Flynn (1987) ► Senior Traffic Engineer (1985 - 1987) ► Senior Traffic Engineer (1980 - 1985) ► Traffic Operations Engineer (1975 - 1980) ► Traffic Research Engineer (1974 - 1975)

COUNTRIES WORKED IN

Canada, United States, Turkey, Australia, New Zealand, Samoa, Trinidad and Tobago

August 2011 | 16-02047-001-TP1

Updated Traffic Impact Study – Proposed Arbour Farms Gravel Pit

County of Dufferin

Prepared for: Arbour Farms Ltd.

August 11, 2011 16-02047-001-TP1 Mr. Adam Krehm, P.Eng. Arbour Farms Ltd. 245 Carlaw Avenue, Suite 107 Toronto, Ontario M4M 2S6 Dear Mr. Krehm: Subject: Updated Traffic Impact Study

Proposed Gravel Pit County of Dufferin MMM Group Limited is pleased to present the findings of our Updated Traffic Impact Study related to the proposed Arbour Farms gravel pit in the County of Dufferin. The findings indicate that the projected traffic volumes associated with the proposed pit will not materially impact the boundary roadways in the vicinity of Arbour Farms. The findings further indicate that the addition of gravel trucks to the road network will not adversely affect the level of service that is currently provided to road users in the vicinity of the proposed pit. We thank you for the opportunity to undertake this study. We would be pleased to respond to any questions should they arise. Yours very truly,

MMM GROUP LIMITED

David B. Richardson, P.Eng., PTOE Senior Project Manager & Partner Transportation Planning

UPDATED TRAFFIC IMPACT STUDY

PROPOSED ARBOUR FARMS GRAVEL PIT

COUNTY OF DUFFERIN Prepared for

ARBOUR FARMS LTD.

August 2011

16-02047-001-TP1

Updated Traffic Impact Study Proposed Gravel Pit County of Dufferin

Table of Contents

1.0 Introduction ..................................................................................................................... 1

2.0 Existing Conditions ........................................................................................................ 1 2.1 Boundary Road Network ....................................................................................... 1 2.2 Site Access ............................................................................................................ 1 2.3 Traffic Data ............................................................................................................ 1 2.4 Intersection Operations ......................................................................................... 2

3.0 Future Background Conditions ..................................................................................... 3 3.1 Traffic Growth Rates ............................................................................................. 3 3.2 Intersection Operations ......................................................................................... 3

4.0 Site Generated Traffic ..................................................................................................... 4 4.1 Arbour Farms Operational Characteristics ............................................................ 4 4.2 Trip Generation ..................................................................................................... 4 4.3 Trip Distribution and Assignment .......................................................................... 5

5.0 Total Future Conditions .................................................................................................. 6

6.0 Conclusions ..................................................................................................................... 7 Appendices Appendix A: Level of Service Definitions Appendix B: Turning Movement Counts Appendix C: Detailed Capacity Analyses


1

1.0 Introduction MMM Group Limited (MMM) was retained by Arbour Farms to undertake an update to its 2003 Traffic Impact Study and Safety Analysis for the proposed pit in the County of Dufferin, which is located on the east side of County Road 18, south of County Road 21. Figure 1 illustrates the site location. The update has been completed, with the associated analysis and findings outlined herein. 2.0 Existing Conditions 2.1 Boundary Road Network Highway 89 is an east-west roadway under the jurisdiction of the Ontario Ministry of Transportation. The posted speed limit is 80 km/h. County Road 17 is an east-west roadway which is under the jurisdiction of the County of Dufferin. The posted speed limit is 50 km/h. County Road 18 is a north-south roadway under the jurisdiction of the County of Dufferin. The posted speed limit is 80 km/h. County Road 21 is an east-west roadway which is also under the jurisdiction of the County of Dufferin. The posted speed limit is 80 km/h. The intersection of County Road 18 and Highway 89 is signalized. The intersection approaches on County Road 18 consist of a shared through/left turn/right turn lane while the Highway 89 approaches consist of a shared through/left turn lane and an exclusive right turn lane. The intersection of County Roads 17 and 18 is also signalized. The intersection approaches on both County Roads 17 and 18 consist of a shared through/left turn/right turn lane. The intersection of County Roads 18 and 21 is uncontrolled for County Road 18 traffic and stop-controlled for County Road 21 traffic. No exclusive turn lanes exist at the intersection; however, there is sufficient roadway width on the County Road 21 legs to allow simultaneous left/through and right turn movements. 2.2 Site Access Access to the site will be provided by one driveway accessing County Road 18. The driveway will consist of one inbound and one outbound lane. Furthermore, improvements to County Road 18 have been proposed at this driveway. These roadway modifications would consist of dedicated southbound left and northbound right turn lanes for vehicles entering the pit. 2.3 Traffic Data Automatic traffic recorder (ATR) counts were undertaken by Accu-Traffic Inc. from July 6

N

FIGURE 1SITE LOCATION

J:\2002jobs\16-02047.dbr\Figures\Figure 01 - Site Location.cdr

SITE


2

through 12, 2011 for the following sections of County Road 18:

Between Highway 89 and 5th Sideroad; Between County Road 17 and 15th Sideroad; and Between County Road 21 and the Dufferin-Simcoe County Line.

In addition, turning movement counts (TMC) were also undertaken by Accu-Traffic Inc. on July 6, 2011 at the following intersections:

County Road 18 and Highway 89; County Road 18 and County Road 17; and County Road 18 and County Road 21.

This traffic data provides a ‘snapshot’ of the roadway a.m. and p.m. peak traffic conditions on the boundary roads. Our analysis is based on the peak hour of each intersection as a whole, and incorporates movements in all directions in order to provide a “worst case” scenario for the peak periods. At the intersection of County Road 18 and Highway 89, the morning peak hour was found to be from 8:15 to 9:15 a.m., and the afternoon peak hour from 4:45 to 5:45 p.m. At the intersection of County Roads 18 and 17, the morning peak hour was found to be from 7:30 a.m. to 8:30 a.m., and the afternoon peak hour from 4:45 p.m. to 5:45 p.m. At the intersection of County Roads 18 and 21, the morning peak hour was found to be from 8:45 a.m. to 9:45 a.m., and the afternoon peak hour from 4:45 p.m. to 5:45 p.m. The traffic data contained in Appendix B provides a summary of the turning movement counts. The existing traffic volumes are outlined in Figure 2. 2.4 Intersection Operations The operations of the boundary road intersections were analyzed on the basis of the traffic volumes illustrated in Figure 3. Detailed capacity analyses are included in Appendix C. The intersections were analyzed using the Synchro 7.0 Traffic Software, which incorporates the analysis of intersection capacity based on the approach outlined in the Highway Capacity Manual (HCM), which was published by the Transportation Research Board in 2000. Default Synchro parameters and inputs have been used for the analysis. The Level of Service definitions for signalized intersections are included in Appendix A. The assessment of unsignalized intersections is based on the method outlined in the “Highway Capacity Manual, 2000”. The Level of Service definitions for unsignalized intersections are included in Appendix A. Table 1 outlines the current levels of service.

Signalized Intersection

FIGURE 2EXISTING TRAFFIC

Stop Control Intersection

AM (PM) Peak-Hour Traffic Volumes00(00)

J:\2002jobs\16-02047.dbr\Figures\Figure 02 - Existing Traffic.cdr

County Road 18

12 (9

)115 (

131)

5 (7

)

10 (19)12 (29)12 (20)

(12)

7

(207)

77

(18)

14

(6) 7(21) 12

(5) 10

28 (

37)

118 (

103)

11 (

22)

20 (41)130 (237)

20 (22)

(41)

15

(184)

52

(30)

16

(44) 29(165) 158

(22) 27

Highway 89

137 (

156)

(247)

90

County Road 21

ArbourFarms

Site

N

NOT TO SCALE

County Road 17

0 (

9)

128 (

133)

15 (

15)

8 (24)9 (33)25 (15)

(11)

3(2

16)

75

(38)

11

(7) 7(32) 24

(13) 7


3

Table 1 Existing Traffic Levels of Service

Intersection Intersection Control Level of Service and Delay in Seconds

A.M. Peak Hour P.M. Peak Hour

Highway 89 and County Road 18

Signalized B (13.3) B (15.4)

County Roads 17 and 18 Signalized A (9.2) A (8.2)

County Roads 18 and 21 County Road 21 Stop-Controlled

B (10.7) B (12.5)

Note: For signalized intersections, level of service is based on the average delay for all movements. For stop controlled intersections, the level of service is based on the delay associated with the critical movement.

As indicated in Table 1, all boundary road intersections operate at a very good to excellent level of service and are characterized by minimal delays. The results indicate that all movements are operating well within capacity. 3.0 Future Background Conditions 3.1 Traffic Growth Rates Based on discussions with the County, as well as with Read, Voorhees & Associates (RVA) during the initial peer review process, a conservative three percent growth rate was applied to traffic volumes on County Road 18. This rate is usually only achieved in developing areas and, as such, can be considered the projection limit to traffic growth on the boundary road network. The calculated 2016 future background traffic volumes are illustrated in Figure 3. 3.2 Intersection Operations The operations of the boundary road intersections were analyzed on the basis of the traffic volumes calculated in Figure 3. Table 2 outlines the year 2016 levels of service.

Table 2 2016 Future Background Traffic Levels of Service

Intersection Intersection Control Level of Service and Delay in Seconds

A.M. Peak Hour P.M. Peak Hour


Signalized B (13.3) B (16.3)

County Roads 17 and 18 Signalized A (9.2) A (9.0)


B (10.7) B (13.7)


FIGURE 3FUTURE BACKGROUND

TRAFFIC (2016)Signalized Intersection


AM (PM) Peak-Hour Traffic Volumes00(00)

J:\2002jobs\16-02047.dbr\Figures\Figure 03 - Future Traffic.cdr

County Road 18

14 (1

0)

132 (

151)

6 (8

)

12 (22)14 (33)14 (23)

(14)

8(2

38)

89

(21)

16

(7) 8(24) 14

(6) 12

Highway 89

158 (

180)

(284)

103

32 (

43)

136 (

118)

13 (

25)

23 (47)150 (273)23 (25)

(47)

17

(212)

60

(35)

18

(51) 33(190) 182

(25) 31

County Road 21

ArbourFarms

Site

N

NOT TO SCALE

County Road 17

0 (

10)

147 (

153)

17 (

17)

9 (28)10 (38)29 (17)

(13)

3(2

48)

86

(44)

13

(8) 8(37) 28

(15) 8


4

As can be seen in Table 2, the intersections under future background traffic volumes will continue to operate very well, again with minimal delays and operating well within capacity. 4.0 Site Generated Traffic 4.1 Arbour Farms Operational Characteristics Two extraction scenarios were provided by Arbour Farms. A high scenario would represent an annual extraction of 500,000 tonnes, and a much more typical scenario would represent an annual extraction of 350,000 tonnes. Therefore, traffic operations were assessed based on these two scenarios. 4.2 Trip Generation To convert tonnes per year into peak hour trips, a truck fleet was assumed. Based on information received for similar developments, the fleet mix was assumed to consist of 20 percent tandem trucks, 40 percent triaxle trucks, 20 percent tractor trailer (hopper) trucks, and 20 percent triaxle with pony trucks. The capacity of each is 15, 23, 35 and 42 tonnes, respectively. The trip generation was calculated based on the conservative assumption that 70 percent of the annual extraction would occur during the four peak summer months of June to September when construction activity is at its highest. In reality, the actual extraction will likely be distributed over a longer period from approximately May to October. This wider distribution would result in fewer trips per day and, thus, a lower impact during the peak period. Our analysis, however, has been done on the basis of a more concentrated extraction rate over a shorter, more conservative, time frame. It was further assumed that a peak month, including statutory holidays, would consist of an average of 22, 11-hour working days including four half-day Saturdays. Since construction does not have daily peak hours, a reasonably steady flow of trucks was assumed throughout the working day. The trip generation does not include trips made by the anticipated two to four staff at this site. Since these employees will be driving light vehicles as opposed to large trucks, their trips into and out of the pit will not adversely impact County Road 18. Additionally, since the gravel pit will not be operational in the winter, any possible truck trips resulting from road de-icing operations on behalf of the municipality have also not been included since these truck trips would only occur if a supply contract is procured and there is a need for this material. The resulting trip generation is outlined in Table 3.


5

Table 3 Site Generated Trips

Scenario Roadway Peak Hour Number of Trips

Inbound Outbound Total

1 A.M. 13 13 26

P.M. 13 13 26

2 A.M. 9 9 18

P.M. 9 9 18

4.3 Trip Distribution and Assignment The trips generated by the Arbour Farms gravel pit were distributed to the boundary roadways based on the anticipated market for the proposed gravel pit. Since the City of Barrie and the Georgian Triangle consisting of The Town of the Blue Mountains, Collingwood and Wasaga Beach is one of the fastest growing areas in Canada, it is most likely that 50 percent of truck traffic would arrive from and depart to the north. Of this, it was assumed that 40 percent would use County Road 18, and 10 percent would, therefore, use County Road 21 east of County Road 18. An investigation of County Road 21 west of County Road 18 was undertaken to ascertain if trucks would use this route. Grades of up to 12 percent were measured on this segment of County Road 21. It was calculated that a fully laden truck would be reduced to a speed of approximately 17 km/h over the steepest sections of this roadway. Therefore, no truck traffic was assigned to County Road 21 west of County Road 18 due to the difficulty in ascending and descending these steep grades and the prevalence of more attractive east-west routes in the vicinity of the proposed gravel pit. The remaining 50 percent of the truck traffic would likely arrive from and depart to the south. Of this, 30 percent was assumed to continue south across Highway 89 while 10 percent would likely proceed eastbound towards Highway 400. The remaining 10 percent was assumed to proceed westbound on Highway 89. Figure 4 illustrates the above trip distribution. It should be noted that there will be instances where fully loaded trucks will arrive at the pit with recyclable materials, such as concrete or stone, to be used in the production of various grades of gravel. Since there is a maximum extraction limit per year, and since each truck trip to and from the pit is fully documented and reported annually to the Ministry of Natural Resources Inspector as part of the pit licence, these “inbound” trips have not been included as part of the site generated trips since they ultimately become an “outbound” trip once the concrete or stone is combined with the extracted material for export. As part of the site plan, specific reference will be made to the fact that the total tonnage imported and exported in a given year will not exceed 500,000 tonnes, regardless of the nature of the trip. However, since two extraction scenarios have been provided and the amount of recyclable materials required each year can vary significantly, the specific number of these “inbound” trips has not been defined. Notwithstanding, the maximum number of truck trips generated by the proposed gravel pit during each of the weekday peak hours would be 26, regardless of the


FIGURE 4TRIP DISTRIBUTIONStop Control Intersection

Inbound (Outbound) Percentage00(00)

J:\2002jobs\16-02047.dbr\Figures\Figure 04 - Trip Distribution.cdr

County Road 18

40%

(40%

)(1

0%

)

Highway 89

10%

50%

50%

County Road 21

(50%)(50%) Arbour

FarmsSite

N

NOT TO SCALE

Highway 89

County Road 17

10%

30%

10%

10%

30%

10%

50%

50%


6

nature of the trip since all large truck movements ultimately are part of the extraction limit. The trips generated by Arbour Farms were assigned to the boundary road network as per the distribution illustrated in Figure 4. Figures 5 and 6 illustrate the trip assignment for Scenarios 1 (500,000 tonnes) and 2 (350,000 tonnes), respectively. Furthermore, heavy vehicle percentages for all movements were adjusted in the analysis to account for the additional truck volumes. 5.0 Total Future Conditions 5.1 Basis of Assessment The traffic impacts arising from the proposed Arbour Farms gravel pit were assessed on the basis of the site generated traffic illustrated in Figures 5 and 6 being superimposed on the future background traffic volumes shown in Figure 3. The resulting total traffic volumes for the a.m. and p.m. peak hours are illustrated in Figures 7 and 8 for Scenarios 1 and 2, respectively. 5.2 Intersection Operations The intersection levels of service were analyzed on the basis of the total traffic volumes illustrated in Figure 7. Table 4 outlines the year 2016 total traffic levels of service.

Table 4 2016 Total Traffic Levels of Service

Intersection Intersection Control

Level of Service and Delay in Seconds

Scenario 1 Scenario 2

A.M. P.M. A.M. P.M.


Signalized B (13.7) B (16.7) B (13.5) B (16.7)

County Roads 17 and 18 Signalized A (9.1) A (9.0) A (9.2) A (9.0)


B (10.9) B (14.0) B (10.9) B (13.9)

County Road 18 and Site Driveway

Driveway Stop-Controlled

B (11.3) B (13.4) B (11.2) B (13.3)


As indicated in Table 4, the boundary road intersections are all expected to operate very well, with insignificant increases in delays (1 s for some movements) as compared to the intersection operations for the 2016 future background traffic scenario. The intersection capacity analyses also indicate that there is virtually no difference in intersection operations between Scenarios 1 and 2.


AM (PM) Peak-Hour Traffic Volumes00(00) FIGURE 5TRIP ASSIGNMENT

SCENARIO 1


J:\2002jobs\16-02047.dbr\Figures\Figure 05 - Trip Assignment - Scenario 1.cdr

County Road 18

5 (

5)

(5)

5(1

) 1

7 (

7)

1 (1)

(5)

5

(1) 1

Highway 89

6 (6)7 (7)

6 (

6)

(7)

7

County Road 211 (1)

ArbourFarms

Site

N

NOT TO SCALE

County Road 17

(7)

7

1 (

1)

5 (

5)

1 (

1)


AM (PM) Peak-Hour Traffic Volumes00(00) FIGURE 6TRIP ASSIGNMENT

SCENARIO 2


J:\2002jobs\16-02047.dbr\Figures\Figure 06 - Trip Assignment - Scenario 2.cdr

County Road 18

3 (

3)

(3)

3(1

) 1

1 (

1)

3 (

3)

1 (

1)

1 (1)

(3)

3

(1) 1

Highway 89

4 (4)5 (5)

4 (

4)

(5)

5

County Road 211 (1)

ArbourFarms

Site

N

NOT TO SCALE

County Road 17

(5)

5

5 (

5)


AM (PM) Peak-Hour Traffic Volumes00(00) FIGURE 7TOTAL TRAFFIC

SCENARIO 1


J:\2002jobs\16-02047.dbr\Figures\Figure 07 - Total Traffic - Scenario 1.cdr

County Road 18

ArbourFarms

Site

Highway 89

6 (6)7 (7)

158 (

180)

6 (

6)

(284)

103

(7)

7

County Road 21

14 (

10)

137 (

156)

6 (

8)

12 (22)14 (33)15 (24)

(14)

8(2

43)

94

(22)

17

(7) 8(24) 14

(6) 12

33 (

44)

141 (

123)

14 (

26)

24 (48)150 (273)23 (25)

(47)

17

(217)

65

(35)

18

(52) 34(190) 182

(25) 31

N

NOT TO SCALE

County Road 17

0 (

10)

154 (

160)

17 (

17)

9 (28)10 (38)29 (17)

(13)

3(2

55)

93

(44)

13

(8) 8(37) 28

(15) 8


AM (PM) Peak-Hour Traffic Volumes00(00) FIGURE 8TOTAL TRAFFIC

SCENARIO 2


J:\2002jobs\16-02047.dbr\Figures\Figure 08 - Total Traffic - Scenario 2.cdr

County Road 18

Highway 89

4 (4)5 (5)

158 (

180)

4 (

4)

(284)

103

(5)

5

County Road 2114 (

10)

135 (

154)

6 (

8)

12 (22)14 (33)15 (24)

(14)

8(2

41)

92

(22)

17

(7) 8(24) 14

(6) 12

33 (

44)

139 (

121)

14 (

26)

24 (48)150 (273)23 (25)

(47)

17

(215)

63

(35)

18

(52) 34(190) 182

(25) 31

ArbourFarms

Site

N

NOT TO SCALE

County Road 17

0 (

10)

152 (

158)

17 (

17)

9 (28)10 (38)29 (17)

(13)

3(2

53)

91

(44)

13

(8) 8(37) 28

(15) 8


7

6.0 Conclusions Intersection analyses of existing traffic conditions indicate that the boundary road intersections are currently operating extremely well. Similar analyses of the 2016 future background traffic conditions indicate that the boundary road intersections are expected to continue operating at a very high level of service. The Arbour Farms gravel pit is expected to add 26 trips to the boundary road system during the weekday a.m. and p.m. peak hours under the maximum extraction scenario. Under an “average” or “typical” extraction scenario, the gravel pit is expected to add 18 trips to the boundary road system during both the a.m. and p.m. peak hours. Intersection analyses of the 2016 total traffic volumes indicate that the boundary road intersections are expected to continue operating very well under both scenarios. The site driveway is expected to operate at an acceptable level of service, provided the proposed addition of exclusive left and right turn lanes on County Road 18 are constructed. The introduction of gravel pit trucks to County Road 18 is not expected to adversely affect the level of service on the boundary roadways due to the low number of new truck trips, and the relatively low volume of existing vehicles using the roadway. J:J:\01 PROJECTS\2002jobs\16-02047.dbr (Arbour Farms)\2011 Work\Report\Final\Arbour Farms Report - August 11 2011 Final2.doc

Appendix A

Level of Service Definitions

CAPACITY ANALYSIS AT SIGNALIZED INTERSECTIONS The capacity of signalized intersections is determined on the basis of the "Saturation Flow Method" taken from the Canadian Capacity Guide for Signalized Intersections. The First Edition of the Guide was produced by the Canadian District of the Institute of Transportation Engineers in February, 1984. The Third Edition, released in 2008, is the version which now forms the basis of our analytical method. To assist in clarifying the arithmetic analysis associated with traffic engineering, it is often useful to refer to "Level of Service". The term Level of Service implies a qualitative measure of traffic flow at an intersection. It is dependent upon vehicle delay and vehicle queue lengths at the approaches. The Level of Service is usually calculated in terms of the ratio between traffic volumes and approach capacity, or "V/C" ratio. The Level of Service can also be calculated in terms of the average stopped delay. The following table describes the characteristics of each level:

Level of Service

Features V/C Ratio

Delay (seconds)

A At this level of service, almost no signal phase is fully utilized

by traffic. Very seldom does a vehicle wait longer than one red indication. The approach appears open, turning movements are easily made and drivers have freedom of operation.

0-0.59 <10

B At this level, an occasional signal phase is fully utilized and

many phases approach full use. Many drivers begin to feel somewhat restricted within platoons of vehicles approaching the intersection.

0.60-0.69 >10 and <20

C At this level, the operation is stable though with more frequent

fully utilized signal phases. Drivers feel more restricted and occasionally may have to wait more than one red signal indication, and queues may develop behind turning vehicles. This level is normally employed in urban intersection design.

0.70-0.79 >20 and <35

D At this level, the motorist experiences increasing restriction and

instability of flow. There are substantial delays to approaching vehicles during short peaks within the peak period, but there are enough cycles with lower demand to permit occasional clearance of developing queues and prevent excessive backups.

0.80-0.89 >35 and <55

E At this level, capacity is reached. There are long queues of

vehicles waiting upstream of the intersection, and delays to vehicles may extend to several signal cycles.

0.90-0.99 >55 and <80

F At this level, saturation occurs, with vehicle demand exceeding

the available capacity. 1.0

or greater >80

J:\Capacity Appendix\Signalized\ccg signalized_delay.doc

LEVEL OF SERVICE DEFINITIONS AT UNSIGNALIZED INTERSECTIONS( 1)

The level of service criteria for unsignalized intersections are given in the table below. As used here, total delay is defined as the total elapsed time from when a vehicle stops at the end of the queue until the vehicle departs from the stop line; this time includes the time required for the vehicle to travel from the last-in-queue position to the first-in-queue position. The average total delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation.

Level of Service

Features Average Total Delay (sec/veh)

A Little or no traffic delay occurs. Approaches appear open, turning movements are easily made, and drivers have freedom of operation.

10

B Short traffic delays occur. Many drivers begin to feel somewhat restricted in terms of freedom of operation.

10 and 15

C Average traffic delays occur. Operations are generally stable, but drivers emerging from the minor street may experience difficulty in completing their movement. This may occasionally impact on the stability of flow on the major street.

15 and 25

D Long traffic delays occur. Motorists emerging from the minor street experience significant restriction and frustration. Drivers on the major street will experience congestion and delay as drivers emerging from the minor street interfere with the major through movements.

25 and 35

E Very long traffic delays occur. Operations approach the capacity of the intersection.

35 and 50

F Saturation occurs, with vehicle demand exceeding the available capacity. Very long traffic delays occur.

50

(1) Highway Capacity Manual 2000. J:\Capacity Appendix\Unsignalized\hcs unsignalized_delay.doc

Appendix B

Turning Movement Counts

Accu-Traffic Inc.

Morning Peak Diagram Specified PeriodFrom:To:

7:00:00

10:00:00

One Hour PeakFrom:To:

8:15:00

9:15:00

Municipality:Site #:Intersection:TFR File #:Count date:

Dufferin County

1111000001

Hwy 89 & Airport Rd

3

6-Jul-11

Weather conditions:

Person(s) who counted:

** Signalized Intersection ** Major Road: Hwy 89 runs W/E

North Leg Total:

North Entering:

North Peds:

Peds Cross:

258

157

0

Heavys

Trucks

Cars

Totals

1

1

26

28

1

4

113

118

0

0

11

11

2

5

150

Heavys

Trucks

Cars

Totals

6

3

92

101

Heavys Trucks Cars Totals

21 17 135 173


2 1 26 29

12 15 131 158

1 1 25 27

15 17 182

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

214

387

Airport Rd

Hwy 89 W

N

E

S

Hwy 89

Airport Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

355

170

0

Cars Trucks Heavys Totals

17 2 1 20

95 16 19 130

18 1 1 20

130 19 21


156 17 12 185

Cars

Trucks

Heavys

Totals

156

6

3

165

Cars

Trucks

Heavys

Totals

14

0

1

15

49

0

3

52

14

2

0

16

77

2

4

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

83

248

Comments

Accu-Traffic Inc.

Afternoon Peak Diagram Specified PeriodFrom:To:

15:00:00

18:00:00


16:45:00

17:45:00


Dufferin County

1111000001

Hwy 89 & Airport Rd

3

6-Jul-11

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

431

162

0

Heavys

Trucks

Cars

Totals

0

0

37

37

3

1

99

103

1

1

20

22

4

2

156

Heavys

Trucks

Cars

Totals

1

6

262

269


15 16 284 315


0 1 43 44

10 6 149 165

0 0 22 22

10 7 214

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

231

546

Airport Rd

Hwy 89 W

N

E

S

Hwy 89

Airport Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

517

300

0


38 3 0 41

207 16 14 237

19 1 2 22

264 20 16


198 8 11 217

Cars

Trucks

Heavys

Totals

140

2

5

147

Cars

Trucks

Heavys

Totals

40

0

1

41

181

2

1

184

29

1

0

30

250

3

2

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

255

402

Comments

Accu-Traffic Inc.

Total Count Diagram


Dufferin County

1111000001

Hwy 89 & Airport Rd

3

6-Jul-11

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

1916

946

0

Heavys

Trucks

Cars

Totals

5

5

184

194

18

18

597

633

7

4

108

119

30

27

889

Heavys

Trucks

Cars

Totals

20

22

928

970


91 71 1173 1335


5 9 193 207

81 56 785 922

3 1 141 145

89 66 1119

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

1274

2609

Airport Rd

Hwy 89 W

N

E

S

Hwy 89

Airport Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

2458

1301

0


137 6 4 147

866 62 82 1010

134 5 5 144

1137 73 91


1001 67 89 1157

Cars

Trucks

Heavys

Totals

872

24

26

922

Cars

Trucks

Heavys

Totals

123

4

4

131

598

7

11

616

108

7

1

116

829

18

16

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

863

1785

Comments

Accu-Traffic Inc.Traffic Count Summary

Intersection: Hwy 89 & Airport Rd Count Date: 6-Jul-11 Municipality: Dufferin County

North Approach Totals South Approach Totals

East Approach Totals West Approach Totals

Includes Cars, Trucks, & Heavys Includes Cars, Trucks, & Heavys


Hour Hour

Hour Hour

Ending Ending

Ending Ending

Left Left

Left Left

Thru Thru

Thru Thru

Right Right

Right Right

Grand Grand

Grand Grand

Total Total

Total Total

Total Total

Total Total

Peds Peds

Peds Peds

North/South

East/West

Total

Total

Approaches

Approaches

Calculated Values for Traffic Crossing Major StreetHours Ending:Crossing Values:

Totals:

Totals:

7:00:00 0 1 0 1 0 2 7:00:00 0 1 0 1 08:00:00 19 127 28 174 0 232 8:00:00 9 30 19 58 09:00:00 9 114 33 156 0 234 9:00:00 17 46 15 78 0

10:00:00 23 94 20 137 0 217 10:00:00 11 62 7 80 015:00:00 0 0 2 2 0 4 15:00:00 0 1 1 2 016:00:00 23 97 37 157 0 333 16:00:00 31 121 24 176 017:00:00 24 105 42 171 0 386 17:00:00 25 171 19 215 018:00:00 21 95 32 148 0 401 18:00:00 38 184 31 253 0

7:00:00 0 0 1 1 0 1 7:00:00 0 0 0 0 08:00:00 24 93 14 131 0 341 8:00:00 18 151 41 210 09:00:00 23 121 16 160 0 379 9:00:00 31 157 31 219 0

10:00:00 16 125 16 157 0 354 10:00:00 30 157 10 197 015:00:00 0 3 2 5 0 6 15:00:00 1 0 0 1 016:00:00 30 227 23 280 0 505 16:00:00 40 162 23 225 017:00:00 25 218 29 272 0 482 17:00:00 43 146 21 210 018:00:00 26 222 46 294 0 506 18:00:00 44 149 19 212 0

7:00 8:00 9:00 10:00 15:00 16:00 17:00 18:001 155 140 128 1 175 220 243

119 633 194 946 0 1809 131 616 116 863 0

144 1009 147 1300 0 2574 207 922 145 1274 0

Accu-Traffic Inc.Count Date: 28-Jun-11 Site #: 1110300001

IntervalTime

Passenger Cars - North Approach Trucks - North Approach Heavys - North Approach Pedestrians

Left Left LeftThru Thru ThruRight Right Right North Cross

Cum Cum Cum Cum Cum Cum Cum Cum Cum CumIncr Incr Incr Incr Incr Incr Incr Incr Incr Incr

7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 0 0 43 43 5 5 0 0 12 12 2 2 0 0 2 2 0 0 0 07:30:00 0 0 81 38 14 9 0 0 23 11 5 3 0 0 5 3 1 1 1 17:45:00 0 0 125 44 21 7 0 0 39 16 6 1 0 0 6 1 1 0 1 08:00:00 0 0 175 50 30 9 0 0 59 20 10 4 0 0 7 1 1 0 2 18:15:00 0 0 224 49 38 8 0 0 69 10 14 4 0 0 13 6 2 1 2 08:30:00 0 0 295 71 50 12 0 0 88 19 15 1 0 0 15 2 2 0 6 48:45:00 0 0 355 60 62 12 0 0 104 16 16 1 0 0 17 2 2 0 10 49:00:00 0 0 403 48 73 11 0 0 125 21 17 1 0 0 22 5 3 1 10 09:00:16 0 0 404 1 73 0 0 0 125 0 18 1 0 0 22 0 3 0 10 0

16:00:00 0 0 408 4 74 1 0 0 125 0 18 0 0 0 24 2 3 0 10 016:15:00 0 0 506 98 87 13 0 0 149 24 20 2 0 0 27 3 5 2 10 016:30:00 0 0 589 83 105 18 0 0 165 16 26 6 0 0 32 5 6 1 10 016:45:00 0 0 696 107 119 14 0 0 182 17 30 4 0 0 37 5 6 0 10 017:00:00 0 0 791 95 143 24 0 0 198 16 31 1 0 0 38 1 6 0 12 217:15:00 0 0 889 98 166 23 0 0 221 23 39 8 0 0 39 1 6 0 15 317:30:00 0 0 992 103 181 15 0 0 245 24 49 10 0 0 42 3 6 0 16 117:45:00 0 0 1086 94 195 14 0 0 266 21 52 3 0 0 49 7 6 0 20 418:00:00 0 0 1178 92 209 14 0 0 291 25 54 2 0 0 50 1 7 1 20 018:15:00 0 0 1178 0 210 1 0 0 291 0 54 0 0 0 50 0 7 0 20 018:15:39 0 0 1178 0 210 0 0 0 291 0 54 0 0 0 50 0 7 0 20 0


IntervalTime

Passenger Cars - East Approach Trucks - East Approach Heavys - East Approach Pedestrians

Left Left LeftThru Thru ThruRight Right Right East Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 37:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 07:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 18:00:00 1 1 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 6 28:15:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 8 28:30:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 10 28:45:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 13 39:00:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 13 09:00:16 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 13 0

16:00:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 14 116:15:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 25 1116:30:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 30 516:45:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 40 1017:00:00 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 43 317:15:00 1 0 0 0 0 0 1 0 0 0 1 1 0 0 0 0 0 0 48 517:30:00 1 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 49 117:45:00 1 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 52 318:00:00 1 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 53 118:15:00 1 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 53 018:15:39 1 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 53 0


IntervalTime

Passenger Cars - South Approach Trucks - South Approach Heavys - South Approach Pedestrians

Left Left LeftThru Thru ThruRight Right Right South Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 14 14 52 52 0 0 2 2 21 21 0 0 2 2 4 4 0 0 0 07:30:00 32 18 135 83 0 0 5 3 43 22 1 1 2 0 9 5 0 0 0 07:45:00 38 6 222 87 0 0 11 6 60 17 1 0 2 0 10 1 0 0 1 18:00:00 58 20 316 94 1 1 16 5 72 12 2 1 2 0 11 1 0 0 2 18:15:00 68 10 399 83 1 0 22 6 89 17 2 0 2 0 13 2 0 0 3 18:30:00 88 20 469 70 1 0 25 3 109 20 2 0 5 3 16 3 0 0 3 08:45:00 101 13 530 61 1 0 33 8 126 17 2 0 9 4 22 6 0 0 5 29:00:00 111 10 590 60 1 0 39 6 149 23 2 0 9 0 24 2 0 0 5 09:00:16 111 0 590 0 1 0 39 0 149 0 2 0 9 0 24 0 0 0 5 0

16:00:00 111 0 590 0 1 0 39 0 149 0 2 0 9 0 24 0 0 0 5 016:15:00 129 18 667 77 1 0 44 5 167 18 2 0 11 2 30 6 0 0 7 216:30:00 161 32 773 106 1 0 47 3 185 18 2 0 12 1 35 5 0 0 8 116:45:00 188 27 863 90 1 0 52 5 198 13 2 0 12 0 37 2 0 0 9 117:00:00 210 22 946 83 1 0 58 6 225 27 2 0 12 0 39 2 0 0 10 117:15:00 234 24 1032 86 1 0 67 9 248 23 2 0 12 0 39 0 0 0 12 217:30:00 269 35 1144 112 1 0 81 14 278 30 2 0 12 0 40 1 0 0 12 017:45:00 291 22 1237 93 1 0 85 4 301 23 2 0 12 0 41 1 0 0 13 118:00:00 324 33 1355 118 1 0 92 7 315 14 2 0 12 0 42 1 0 0 13 018:15:00 324 0 1355 0 1 0 92 0 315 0 2 0 12 0 42 0 0 0 13 018:15:39 324 0 1355 0 1 0 92 0 315 0 2 0 12 0 42 0 0 0 13 0


IntervalTime

Passenger Cars - West Approach Trucks - West Approach Heavys - West Approach Pedestrians

Left Left LeftThru Thru ThruRight Right Right West Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 8 8 0 0 16 16 2 2 0 0 12 12 0 0 0 0 1 1 0 07:30:00 15 7 0 0 26 10 4 2 0 0 17 5 0 0 0 0 2 1 0 07:45:00 24 9 0 0 42 16 8 4 0 0 21 4 0 0 0 0 2 0 0 08:00:00 43 19 0 0 60 18 14 6 0 0 23 2 2 2 0 0 5 3 2 28:15:00 53 10 0 0 76 16 19 5 0 0 25 2 2 0 0 0 7 2 3 18:30:00 63 10 0 0 86 10 24 5 0 0 30 5 2 0 0 0 7 0 4 18:45:00 83 20 0 0 107 21 28 4 0 0 36 6 3 1 0 0 9 2 9 59:00:00 103 20 0 0 128 21 35 7 0 0 39 3 4 1 0 0 10 1 12 39:00:16 103 0 0 0 128 0 35 0 0 0 39 0 4 0 0 0 10 0 12 0

16:00:00 103 0 0 0 131 3 35 0 0 0 43 4 4 0 0 0 11 1 12 016:15:00 114 11 0 0 148 17 41 6 0 0 45 2 4 0 0 0 11 0 13 116:30:00 128 14 0 0 161 13 44 3 0 0 52 7 4 0 0 0 11 0 17 416:45:00 144 16 0 0 182 21 48 4 0 0 59 7 4 0 0 0 11 0 17 017:00:00 157 13 0 0 199 17 51 3 0 0 60 1 4 0 0 0 11 0 20 317:15:00 173 16 0 0 213 14 53 2 0 0 67 7 4 0 0 0 11 0 23 317:30:00 187 14 0 0 224 11 56 3 0 0 75 8 4 0 0 0 11 0 24 117:45:00 200 13 0 0 248 24 61 5 0 0 78 3 4 0 0 0 11 0 24 018:00:00 222 22 0 0 277 29 65 4 0 0 81 3 4 0 0 0 11 0 25 118:15:00 222 0 0 0 277 0 65 0 0 0 81 0 4 0 0 0 11 0 25 018:15:39 222 0 0 0 277 0 65 0 0 0 81 0 4 0 0 0 11 0 25 0

Accu-Traffic Inc.


7:00:00

10:00:00


7:30:00

8:30:00


Dufferin County

1111000002

Airport Road & County Road 17

1

6-Jul-11

Weather conditions:


** Signalized Intersection ** Major Road: Airport Road runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

233

143

0

Heavys

Trucks

Cars

Totals

0

0

0

0

4

4

120

128

1

0

14

15

5

4

134

Heavys

Trucks

Cars

Totals

4

4

82

90


2 0 10 12


0 0 7 7

0 1 23 24

0 0 7 7

0 1 37

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

38

50

Airport Road

County Road 17W

N

E

S

County Road 17

Airport Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

92

42

0


7 1 0 8

7 0 2 9

25 0 0 25

39 1 2


48 1 1 50

Cars

Trucks

Heavys

Totals

152

4

4

160

Cars

Trucks

Heavys

Totals

3

0

0

3

68

3

4

75

11

0

0

11

82

3

4

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

89

249

Comments

Accu-Traffic Inc.


15:00:00

18:00:00


16:45:00

17:45:00


Dufferin County

1111000002


1

6-Jul-11

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

404

157

3

Heavys

Trucks

Cars

Totals

0

0

9

9

4

1

128

133

0

0

15

15

4

1

152

Heavys

Trucks

Cars

Totals

2

5

240

247


0 0 53 53


1 0 6 7

0 1 31 32

0 0 13 13

1 1 50

Peds Cross:

West Peds:

West Entering:

West Leg Total:

2

52

105

Airport Road

County Road 17W

N

E

S

County Road 17

Airport Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

157

72

0


23 1 0 24

33 0 0 33

15 0 0 15

71 1 0


84 1 0 85

Cars

Trucks

Heavys

Totals

156

1

4

161

Cars

Trucks

Heavys

Totals

11

0

0

11

211

4

1

216

38

0

0

38

260

4

1

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

265

426

Comments

Accu-Traffic Inc.

Total Count Diagram


Dufferin County

1111000002


1

6-Jul-11

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

1825

899

14

Heavys

Trucks

Cars

Totals

0

1

32

33

23

17

740

780

2

0

84

86

25

18

856

Heavys

Trucks

Cars

Totals

20

17

889

926


2 5 206 213


2 0 28 30

0 3 118 121

1 0 45 46

3 3 191

Peds Cross:

West Peds:

West Entering:

West Leg Total:

2

197

410

Airport Road

County Road 17W

N

E

S

County Road 17

Airport Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

655

342

0


108 2 1 111

116 4 2 122

101 1 7 109

325 7 10


304 6 3 313

Cars

Trucks

Heavys

Totals

886

18

31

935

Cars

Trucks

Heavys

Totals

58

0

0

58

753

15

17

785

102

3

1

106

913

18

18

Peds Cross:

South Peds:

South Entering:

South Leg Total:

2

949

1884

Comments


Intersection: Airport Road & County Road 17 Count Date: 6-Jul-11 Municipality: Dufferin County





Hour Hour

Hour Hour

Ending Ending

Ending Ending

Left Left

Left Left

Thru Thru

Thru Thru

Right Right

Right Right

Grand Grand

Grand Grand

Total Total

Total Total

Total Total

Total Total

Peds Peds

Peds Peds

North/South

East/West

Total

Total

Approaches

Approaches


Totals:

Totals:

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 16 139 0 155 0 218 8:00:00 5 49 9 63 29:00:00 9 124 3 136 0 231 9:00:00 2 82 11 95 0

10:00:00 14 115 3 132 0 234 10:00:00 6 85 11 102 015:00:00 0 0 0 0 0 2 15:00:00 0 2 0 2 016:00:00 19 130 5 154 0 335 16:00:00 14 153 14 181 017:00:00 15 150 7 172 8 408 17:00:00 15 201 20 236 018:00:00 13 120 15 148 6 413 18:00:00 16 209 40 265 0

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 20 6 13 39 0 76 8:00:00 8 22 7 37 09:00:00 24 15 7 46 0 75 9:00:00 4 17 8 29 0

10:00:00 17 13 19 49 0 67 10:00:00 3 11 4 18 015:00:00 0 0 1 1 0 2 15:00:00 0 1 0 1 016:00:00 15 25 19 59 0 84 16:00:00 1 17 7 25 017:00:00 14 33 23 70 0 104 17:00:00 5 22 7 34 018:00:00 18 30 28 76 0 128 18:00:00 9 31 12 52 2

7:00 8:00 9:00 10:00 15:00 16:00 17:00 18:000 52 45 33 1 41 60 64

86 778 33 897 14 1841 58 781 105 944 2

108 122 110 340 0 536 30 121 45 196 2

Accu-Traffic Inc.Count Date: 6-Jul-11 Site #: 1111000002

IntervalTime




7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 0 0 35 35 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:30:00 7 7 70 35 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 07:45:00 14 7 101 31 0 0 0 0 2 1 0 0 1 1 2 2 0 0 0 08:00:00 15 1 131 30 0 0 0 0 4 2 0 0 1 0 4 2 0 0 0 08:15:00 18 3 157 26 0 0 0 0 5 1 0 0 1 0 4 0 0 0 0 08:30:00 21 3 190 33 0 0 0 0 5 0 0 0 1 0 4 0 0 0 0 08:45:00 24 3 219 29 1 1 0 0 5 0 0 0 1 0 5 1 0 0 0 09:00:00 24 0 253 34 3 2 0 0 5 0 0 0 1 0 5 0 0 0 0 09:15:00 28 4 284 31 3 0 0 0 9 4 0 0 1 0 5 0 0 0 0 09:30:00 34 6 312 28 4 1 0 0 9 0 0 0 1 0 6 1 0 0 0 09:45:00 36 2 335 23 5 1 0 0 9 0 0 0 1 0 8 2 0 0 0 0

10:00:00 38 2 359 24 6 1 0 0 9 0 0 0 1 0 10 2 0 0 0 010:01:10 38 0 359 0 6 0 0 0 9 0 0 0 1 0 10 0 0 0 0 015:00:00 38 0 359 0 6 0 0 0 9 0 0 0 1 0 10 0 0 0 0 015:15:00 41 3 388 29 7 1 0 0 9 0 0 0 2 1 10 0 0 0 0 015:30:00 45 4 418 30 7 0 0 0 11 2 0 0 2 0 10 0 0 0 0 015:45:00 51 6 451 33 8 1 0 0 12 1 0 0 2 0 12 2 0 0 0 016:00:00 56 5 482 31 11 3 0 0 13 1 0 0 2 0 13 1 0 0 0 016:15:00 60 4 513 31 12 1 0 0 13 0 0 0 2 0 15 2 0 0 0 016:30:00 63 3 550 37 14 2 0 0 15 2 0 0 2 0 17 2 0 0 8 816:45:00 66 3 584 34 17 3 0 0 16 1 0 0 2 0 18 1 0 0 8 017:00:00 71 5 622 38 18 1 0 0 17 1 0 0 2 0 19 1 0 0 8 017:15:00 76 5 652 30 21 3 0 0 17 0 0 0 2 0 20 1 0 0 8 017:30:00 79 3 679 27 24 3 0 0 17 0 0 0 2 0 22 2 0 0 8 017:45:00 81 2 712 33 26 2 0 0 17 0 0 0 2 0 22 0 0 0 11 318:00:00 84 3 738 26 32 6 0 0 17 0 1 1 2 0 23 1 0 0 14 318:15:00 84 0 740 2 32 0 0 0 17 0 1 0 2 0 23 0 0 0 14 018:15:02 84 0 740 0 32 0 0 0 17 0 1 0 2 0 23 0 0 0 14 0


IntervalTime




7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 3 3 1 1 5 5 0 0 0 0 0 0 1 1 0 0 0 0 0 07:30:00 8 5 3 2 7 2 0 0 0 0 0 0 2 1 0 0 0 0 0 07:45:00 16 8 6 3 11 4 0 0 0 0 0 0 2 0 0 0 0 0 0 08:00:00 18 2 6 0 13 2 0 0 0 0 0 0 2 0 0 0 0 0 0 08:15:00 25 7 7 1 14 1 0 0 0 0 1 1 2 0 1 1 0 0 0 08:30:00 33 8 10 3 14 0 0 0 0 0 1 0 2 0 2 1 0 0 0 08:45:00 39 6 14 4 16 2 0 0 0 0 1 0 2 0 2 0 0 0 0 09:00:00 42 3 18 4 19 3 0 0 1 1 1 0 2 0 2 0 0 0 0 09:15:00 43 1 18 0 25 6 0 0 1 0 1 0 2 0 2 0 0 0 0 09:30:00 49 6 24 6 27 2 1 1 1 0 1 0 3 1 2 0 0 0 0 09:45:00 52 3 28 4 34 7 1 0 2 1 1 0 3 0 2 0 0 0 0 0

10:00:00 56 4 30 2 38 4 1 0 2 0 1 0 4 1 2 0 0 0 0 010:01:10 56 0 30 0 39 1 1 0 2 0 1 0 4 0 2 0 0 0 0 015:00:00 56 0 30 0 39 0 1 0 2 0 1 0 4 0 2 0 0 0 0 015:15:00 59 3 38 8 44 5 1 0 2 0 1 0 5 1 2 0 0 0 0 015:30:00 62 3 43 5 51 7 1 0 2 0 1 0 5 0 2 0 1 1 0 015:45:00 64 2 53 10 54 3 1 0 2 0 1 0 5 0 2 0 1 0 0 016:00:00 69 5 55 2 57 3 1 0 2 0 1 0 6 1 2 0 1 0 0 016:15:00 76 7 63 8 62 5 1 0 3 1 1 0 6 0 2 0 1 0 0 016:30:00 79 3 69 6 72 10 1 0 3 0 1 0 6 0 2 0 1 0 0 016:45:00 82 3 77 8 75 3 1 0 3 0 1 0 6 0 2 0 1 0 0 017:00:00 83 1 87 10 80 5 1 0 3 0 1 0 6 0 2 0 1 0 0 017:15:00 85 2 95 8 86 6 1 0 3 0 2 1 6 0 2 0 1 0 0 017:30:00 92 7 99 4 89 3 1 0 3 0 2 0 6 0 2 0 1 0 0 017:45:00 97 5 110 11 98 9 1 0 3 0 2 0 6 0 2 0 1 0 0 018:00:00 101 4 116 6 107 9 1 0 4 1 2 0 6 0 2 0 1 0 0 018:15:00 101 0 116 0 108 1 1 0 4 0 2 0 7 1 2 0 1 0 0 018:15:02 101 0 116 0 108 0 1 0 4 0 2 0 7 0 2 0 1 0 0 0


IntervalTime




7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 1 1 8 8 1 1 0 0 1 1 0 0 0 0 1 1 0 0 2 27:30:00 2 1 16 8 3 2 0 0 2 1 0 0 0 0 1 0 1 1 2 07:45:00 3 1 26 10 6 3 0 0 3 1 0 0 0 0 2 1 1 0 2 08:00:00 5 2 43 17 8 2 0 0 4 1 0 0 0 0 2 0 1 0 2 08:15:00 5 0 60 17 11 3 0 0 4 0 0 0 0 0 2 0 1 0 2 08:30:00 5 0 84 24 14 3 0 0 5 1 0 0 0 0 5 3 1 0 2 08:45:00 6 1 99 15 18 4 0 0 5 0 1 1 0 0 6 1 1 0 2 09:00:00 7 1 119 20 18 0 0 0 5 0 1 0 0 0 7 1 1 0 2 09:15:00 10 3 140 21 20 2 0 0 5 0 2 1 0 0 8 1 1 0 2 09:30:00 11 1 160 20 21 1 0 0 6 1 2 0 0 0 8 0 1 0 2 09:45:00 13 2 176 16 23 2 0 0 6 0 2 0 0 0 10 2 1 0 2 0

10:00:00 13 0 198 22 28 5 0 0 7 1 2 0 0 0 11 1 1 0 2 010:01:10 13 0 200 2 28 0 0 0 7 0 2 0 0 0 11 0 1 0 2 015:00:00 13 0 200 0 28 0 0 0 7 0 2 0 0 0 11 0 1 0 2 015:15:00 16 3 232 32 33 5 0 0 8 1 2 0 0 0 11 0 1 0 2 015:30:00 19 3 270 38 34 1 0 0 8 0 2 0 0 0 11 0 1 0 2 015:45:00 24 5 301 31 37 3 0 0 8 0 2 0 0 0 11 0 1 0 2 016:00:00 27 3 352 51 41 4 0 0 8 0 3 1 0 0 11 0 1 0 2 016:15:00 30 3 391 39 47 6 0 0 8 0 3 0 0 0 11 0 1 0 2 016:30:00 33 3 443 52 53 6 0 0 8 0 3 0 0 0 12 1 1 0 2 016:45:00 41 8 492 49 57 4 0 0 10 2 3 0 0 0 16 4 1 0 2 017:00:00 42 1 545 53 61 4 0 0 11 1 3 0 0 0 16 0 1 0 2 017:15:00 45 3 602 57 72 11 0 0 11 0 3 0 0 0 16 0 1 0 2 017:30:00 46 1 654 52 85 13 0 0 14 3 3 0 0 0 16 0 1 0 2 017:45:00 52 6 703 49 95 10 0 0 14 0 3 0 0 0 17 1 1 0 2 018:00:00 58 6 749 46 101 6 0 0 15 1 3 0 0 0 17 0 1 0 2 018:15:00 58 0 753 4 102 1 0 0 15 0 3 0 0 0 17 0 1 0 2 018:15:02 58 0 753 0 102 0 0 0 15 0 3 0 0 0 17 0 1 0 2 0


IntervalTime




7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 3 3 5 5 6 6 0 0 0 0 0 0 0 0 0 0 0 0 0 07:30:00 4 1 9 4 6 0 0 0 0 0 0 0 1 1 0 0 0 0 0 07:45:00 6 2 15 6 6 0 0 0 0 0 0 0 1 0 0 0 0 0 0 08:00:00 7 1 21 6 7 1 0 0 1 1 0 0 1 0 0 0 0 0 0 08:15:00 10 3 29 8 10 3 0 0 1 0 0 0 1 0 0 0 0 0 0 08:30:00 11 1 32 3 13 3 0 0 1 0 0 0 1 0 0 0 0 0 0 08:45:00 11 0 35 3 14 1 0 0 1 0 0 0 1 0 0 0 0 0 0 09:00:00 11 0 38 3 15 1 0 0 1 0 0 0 1 0 0 0 0 0 0 09:15:00 11 0 41 3 15 0 0 0 1 0 0 0 1 0 0 0 0 0 0 09:30:00 11 0 44 3 16 1 0 0 1 0 0 0 1 0 0 0 0 0 0 09:45:00 11 0 45 1 19 3 0 0 1 0 0 0 1 0 0 0 0 0 0 0

10:00:00 14 3 49 4 19 0 0 0 1 0 0 0 1 0 0 0 0 0 0 010:01:10 14 0 50 1 19 0 0 0 1 0 0 0 1 0 0 0 0 0 0 015:00:00 14 0 50 0 19 0 0 0 1 0 0 0 1 0 0 0 0 0 0 015:15:00 14 0 54 4 20 1 0 0 1 0 0 0 1 0 0 0 0 0 0 015:30:00 14 0 57 3 24 4 0 0 2 1 0 0 1 0 0 0 1 1 0 015:45:00 15 1 62 5 25 1 0 0 2 0 0 0 1 0 0 0 1 0 0 016:00:00 15 0 66 4 25 0 0 0 2 0 0 0 1 0 0 0 1 0 0 016:15:00 17 2 75 9 26 1 0 0 2 0 0 0 1 0 0 0 1 0 0 016:30:00 18 1 81 6 28 2 0 0 2 0 0 0 1 0 0 0 1 0 0 016:45:00 18 0 85 4 30 2 0 0 2 0 0 0 1 0 0 0 1 0 0 017:00:00 19 1 88 3 32 2 0 0 2 0 0 0 2 1 0 0 1 0 0 017:15:00 20 1 99 11 34 2 0 0 3 1 0 0 2 0 0 0 1 0 0 017:30:00 22 2 105 6 40 6 0 0 3 0 0 0 2 0 0 0 1 0 2 217:45:00 24 2 116 11 43 3 0 0 3 0 0 0 2 0 0 0 1 0 2 018:00:00 28 4 118 2 44 1 0 0 3 0 0 0 2 0 0 0 1 0 2 018:15:00 28 0 118 0 45 1 0 0 3 0 0 0 2 0 0 0 1 0 2 018:15:02 28 0 118 0 45 0 0 0 3 0 0 0 2 0 0 0 1 0 2 0

Accu-Traffic Inc.


7:00:00

10:00:00


8:45:00

9:45:00


Dufferin County

1111000003


3

6-Jul-11

Weather conditions:


** Non-Signalized Intersection ** Major Road: Airport Road runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

226

132

0

Heavys

Trucks

Cars

Totals

0

1

11

12

3

4

108

115

0

0

5

5

3

5

124

Heavys

Trucks

Cars

Totals

5

1

88

94


1 1 29 31


0 0 7 7

0 0 12 12

0 0 10 10

0 0 29

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

29

60

Airport Road

County Road 21W

N

E

S

County Road 21

Airport Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

65

34

0


8 0 2 10

11 0 1 12

12 0 0 12

31 0 3


31 0 0 31

Cars

Trucks

Heavys

Totals

130

4

3

137

Cars

Trucks

Heavys

Totals

7

0

0

7

73

1

3

77

14

0

0

14

94

1

3

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

98

235

Comments

Accu-Traffic Inc.


15:00:00

18:00:00


16:45:00

17:45:00


Dufferin County

1111000003


3

6-Jul-11

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

379

147

0

Heavys

Trucks

Cars

Totals

0

0

9

9

2

0

129

131

0

1

6

7

2

1

144

Heavys

Trucks

Cars

Totals

2

7

223

232


1 3 46 50


0 0 6 6

1 2 18 21

0 0 5 5

1 2 29

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

32

82

Airport Road

County Road 21W

N

E

S

County Road 21

Airport Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

114

68

0


16 2 1 19

26 3 0 29

19 0 1 20

61 5 2


42 3 1 46

Cars

Trucks

Heavys

Totals

153

0

3

156

Cars

Trucks

Heavys

Totals

11

0

1

12

201

5

1

207

18

0

0

18

230

5

2

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

237

393

Comments

Accu-Traffic Inc.

Total Count Diagram


Dufferin County

1111000003


3

6-Jul-11

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

1746

865

0

Heavys

Trucks

Cars

Totals

0

1

44

45

20

12

741

773

4

3

40

47

24

16

825

Heavys

Trucks

Cars

Totals

20

16

845

881


5 7 157 169


1 1 36 38

3 4 88 95

1 0 51 52

5 5 175

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

185

354

Airport Road

County Road 21W

N

E

S

County Road 21

Airport Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

401

198

0


59 3 3 65

71 5 3 79

51 1 2 54

181 9 8


189 7 7 203

Cars

Trucks

Heavys

Totals

843

13

23

879

Cars

Trucks

Heavys

Totals

42

1

2

45

750

12

16

778

61

0

0

61

853

13

18

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

884

1763

Comments


Intersection: Airport Road & County Road 21 Count Date: 6-Jul-11 Municipality: Dufferin County





Hour Hour

Hour Hour

Ending Ending

Ending Ending

Left Left

Left Left

Thru Thru

Thru Thru

Right Right

Right Right

Grand Grand

Grand Grand

Total Total

Total Total

Total Total

Total Total

Peds Peds

Peds Peds

North/South

East/West

Total

Total

Approaches

Approaches


Totals:

Totals:

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 8 131 3 142 0 206 8:00:00 1 61 2 64 09:00:00 3 114 6 123 0 215 9:00:00 3 80 9 92 0

10:00:00 10 113 15 138 0 243 10:00:00 7 85 13 105 015:00:00 0 0 0 0 0 1 15:00:00 0 1 0 1 016:00:00 8 137 2 147 0 312 16:00:00 9 153 3 165 017:00:00 8 153 11 172 0 391 17:00:00 13 190 16 219 018:00:00 10 125 8 143 0 379 18:00:00 12 206 18 236 0

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 6 7 8 21 0 57 8:00:00 6 22 8 36 09:00:00 5 10 5 20 0 51 9:00:00 7 12 12 31 0

10:00:00 9 7 6 22 0 46 10:00:00 4 15 5 24 015:00:00 0 0 0 0 0 0 15:00:00 0 0 0 0 016:00:00 3 10 16 29 0 64 16:00:00 12 12 11 35 017:00:00 12 19 11 42 0 61 17:00:00 3 7 9 19 018:00:00 19 26 19 64 0 104 18:00:00 6 27 7 40 0

7:00 8:00 9:00 10:00 15:00 16:00 17:00 18:000 34 24 28 0 27 34 52

47 773 45 865 0 1747 45 776 61 882 0

54 79 65 198 0 383 38 95 52 185 0


IntervalTime




7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 1 1 30 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:30:00 4 3 67 37 0 0 0 0 1 1 0 0 0 0 1 1 0 0 0 07:45:00 5 1 99 32 3 3 2 2 1 0 0 0 0 0 4 3 0 0 0 08:00:00 6 1 125 26 3 0 2 0 2 1 0 0 0 0 4 0 0 0 0 08:15:00 7 1 150 25 5 2 2 0 2 0 0 0 0 0 4 0 0 0 0 08:30:00 7 0 179 29 8 3 2 0 2 0 0 0 1 1 4 0 0 0 0 08:45:00 8 1 208 29 9 1 2 0 2 0 0 0 1 0 5 1 0 0 0 09:00:00 8 0 237 29 9 0 2 0 3 1 0 0 1 0 5 0 0 0 0 09:15:00 8 0 263 26 13 4 2 0 6 3 0 0 1 0 5 0 0 0 0 09:30:00 9 1 294 31 16 3 2 0 6 0 0 0 1 0 6 1 0 0 0 09:45:00 13 4 316 22 20 4 2 0 6 0 1 1 1 0 8 2 0 0 0 0

10:00:00 17 4 342 26 23 3 2 0 7 1 1 0 2 1 9 1 0 0 0 010:00:17 17 0 342 0 23 0 2 0 7 0 1 0 2 0 9 0 0 0 0 015:00:00 17 0 342 0 23 0 2 0 7 0 1 0 2 0 9 0 0 0 0 015:15:00 17 0 371 29 24 1 2 0 7 0 1 0 2 0 9 0 0 0 0 015:30:00 19 2 401 30 24 0 2 0 8 1 1 0 3 1 10 1 0 0 0 015:45:00 21 2 437 36 24 0 2 0 10 2 1 0 4 1 11 1 0 0 0 016:00:00 23 2 472 35 25 1 2 0 11 1 1 0 4 0 12 1 0 0 0 016:15:00 24 1 505 33 28 3 2 0 11 0 1 0 4 0 15 3 0 0 0 016:30:00 27 3 539 34 31 3 2 0 12 1 1 0 4 0 15 0 0 0 0 016:45:00 29 2 580 41 34 3 2 0 12 0 1 0 4 0 17 2 0 0 0 017:00:00 31 2 618 38 36 2 2 0 12 0 1 0 4 0 18 1 0 0 0 017:15:00 33 2 649 31 38 2 2 0 12 0 1 0 4 0 18 0 0 0 0 017:30:00 34 1 678 29 41 3 3 1 12 0 1 0 4 0 19 1 0 0 0 017:45:00 35 1 709 31 43 2 3 0 12 0 1 0 4 0 19 0 0 0 0 018:00:00 40 5 741 32 44 1 3 0 12 0 1 0 4 0 20 1 0 0 0 018:15:00 40 0 741 0 44 0 3 0 12 0 1 0 4 0 20 0 0 0 0 018:15:20 40 0 741 0 44 0 3 0 12 0 1 0 4 0 20 0 0 0 0 0


IntervalTime




7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 1 1 0 0 4 4 0 0 0 0 0 0 0 0 0 0 0 0 0 07:30:00 2 1 1 1 8 4 0 0 1 1 0 0 1 1 0 0 0 0 0 07:45:00 3 1 3 2 8 0 0 0 1 0 0 0 1 0 0 0 0 0 0 08:00:00 5 2 6 3 8 0 0 0 1 0 0 0 1 0 0 0 0 0 0 08:15:00 6 1 6 0 8 0 0 0 1 0 0 0 1 0 0 0 0 0 0 08:30:00 7 1 7 1 9 1 0 0 2 1 0 0 1 0 0 0 0 0 0 08:45:00 7 0 10 3 9 0 0 0 2 0 0 0 1 0 0 0 0 0 0 09:00:00 10 3 15 5 12 3 0 0 2 0 0 0 1 0 0 0 1 1 0 09:15:00 16 6 17 2 15 3 0 0 2 0 0 0 1 0 1 1 2 1 0 09:30:00 18 2 21 4 16 1 0 0 2 0 0 0 1 0 1 0 2 0 0 09:45:00 19 1 21 0 17 1 0 0 2 0 0 0 1 0 1 0 2 0 0 0

10:00:00 19 0 21 0 17 0 0 0 2 0 0 0 1 0 1 0 2 0 0 010:00:17 19 0 21 0 17 0 0 0 2 0 0 0 1 0 1 0 2 0 0 015:00:00 19 0 21 0 17 0 0 0 2 0 0 0 1 0 1 0 2 0 0 015:15:00 20 1 23 2 20 3 0 0 2 0 0 0 1 0 1 0 2 0 0 015:30:00 21 1 25 2 23 3 0 0 2 0 0 0 1 0 1 0 2 0 0 015:45:00 22 1 30 5 30 7 0 0 2 0 0 0 1 0 1 0 2 0 0 016:00:00 22 0 31 1 32 2 0 0 2 0 1 1 1 0 1 0 2 0 0 016:15:00 25 3 33 2 32 0 0 0 2 0 1 0 1 0 2 1 2 0 0 016:30:00 28 3 38 5 36 4 1 1 2 0 1 0 1 0 3 1 2 0 0 016:45:00 30 2 42 4 38 2 1 0 2 0 1 0 1 0 3 0 2 0 0 017:00:00 33 3 47 5 41 3 1 0 3 1 3 2 1 0 3 0 2 0 0 017:15:00 39 6 55 8 46 5 1 0 5 2 3 0 1 0 3 0 2 0 0 017:30:00 42 3 63 8 52 6 1 0 5 0 3 0 2 1 3 0 3 1 0 017:45:00 49 7 68 5 54 2 1 0 5 0 3 0 2 0 3 0 3 0 0 018:00:00 51 2 71 3 59 5 1 0 5 0 3 0 2 0 3 0 3 0 0 018:15:00 51 0 71 0 59 0 1 0 5 0 3 0 2 0 3 0 3 0 0 018:15:20 51 0 71 0 59 0 1 0 5 0 3 0 2 0 3 0 3 0 0 0


IntervalTime




7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 0 0 14 14 0 0 0 0 1 1 0 0 0 0 1 1 0 0 0 07:30:00 1 1 25 11 0 0 0 0 1 0 0 0 0 0 2 1 0 0 0 07:45:00 1 0 39 14 0 0 0 0 1 0 0 0 0 0 3 1 0 0 0 08:00:00 1 0 56 17 2 2 0 0 1 0 0 0 0 0 4 1 0 0 0 08:15:00 2 1 75 19 2 0 0 0 2 1 0 0 0 0 4 0 0 0 0 08:30:00 3 1 98 23 4 2 0 0 3 1 0 0 0 0 6 2 0 0 0 08:45:00 4 1 113 15 6 2 0 0 3 0 0 0 0 0 7 1 0 0 0 09:00:00 4 0 130 17 11 5 0 0 3 0 0 0 0 0 8 1 0 0 0 09:15:00 8 4 148 18 14 3 0 0 3 0 0 0 0 0 9 1 0 0 0 09:30:00 9 1 168 20 16 2 0 0 4 1 0 0 0 0 9 0 0 0 0 09:45:00 11 2 186 18 20 4 0 0 4 0 0 0 0 0 10 1 0 0 0 0

10:00:00 11 0 210 24 24 4 0 0 5 1 0 0 0 0 11 1 0 0 0 010:00:17 11 0 211 1 24 0 0 0 5 0 0 0 0 0 11 0 0 0 0 015:00:00 11 0 211 0 24 0 0 0 5 0 0 0 0 0 11 0 0 0 0 015:15:00 13 2 240 29 27 3 0 0 6 1 0 0 0 0 11 0 0 0 0 015:30:00 15 2 280 40 27 0 0 0 6 0 0 0 0 0 11 0 0 0 0 015:45:00 19 4 314 34 27 0 0 0 6 0 0 0 0 0 11 0 0 0 0 016:00:00 20 1 363 49 27 0 0 0 6 0 0 0 0 0 11 0 0 0 0 016:15:00 22 2 407 44 28 1 0 0 6 0 0 0 0 0 11 0 0 0 0 016:30:00 27 5 455 48 35 7 0 0 6 0 0 0 0 0 11 0 0 0 0 016:45:00 28 1 497 42 40 5 0 0 7 1 0 0 1 1 15 4 0 0 0 017:00:00 31 3 547 50 43 3 0 0 8 1 0 0 2 1 15 0 0 0 0 017:15:00 32 1 599 52 51 8 0 0 9 1 0 0 2 0 15 0 0 0 0 017:30:00 35 3 647 48 55 4 0 0 10 1 0 0 2 0 15 0 0 0 0 017:45:00 39 4 698 51 58 3 0 0 12 2 0 0 2 0 16 1 0 0 0 018:00:00 42 3 748 50 61 3 1 1 12 0 0 0 2 0 16 0 0 0 0 018:15:00 42 0 749 1 61 0 1 0 12 0 0 0 2 0 16 0 0 0 0 018:15:20 42 0 750 1 61 0 1 0 12 0 0 0 2 0 16 0 0 0 0 0


IntervalTime




7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 1 1 7 7 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 07:30:00 1 0 12 5 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 07:45:00 3 2 17 5 7 4 0 0 0 0 0 0 0 0 0 0 0 0 0 08:00:00 6 3 21 4 8 1 0 0 0 0 0 0 0 0 1 1 0 0 0 08:15:00 8 2 28 7 10 2 0 0 0 0 0 0 0 0 1 0 0 0 0 08:30:00 8 0 31 3 13 3 0 0 0 0 0 0 0 0 1 0 0 0 0 08:45:00 10 2 32 1 15 2 0 0 0 0 0 0 0 0 1 0 0 0 0 09:00:00 13 3 33 1 20 5 0 0 0 0 0 0 0 0 1 0 0 0 0 09:15:00 13 0 39 6 22 2 0 0 0 0 0 0 0 0 1 0 0 0 0 09:30:00 15 2 42 3 23 1 0 0 0 0 0 0 0 0 1 0 0 0 0 09:45:00 17 2 44 2 25 2 0 0 0 0 0 0 0 0 1 0 0 0 0 0

10:00:00 17 0 48 4 25 0 0 0 0 0 0 0 0 0 1 0 0 0 0 010:00:17 17 0 48 0 25 0 0 0 0 0 0 0 0 0 1 0 0 0 0 015:00:00 17 0 48 0 25 0 0 0 0 0 0 0 0 0 1 0 0 0 0 015:15:00 22 5 51 3 27 2 0 0 0 0 0 0 1 1 1 0 0 0 0 015:30:00 23 1 52 1 32 5 1 1 2 2 0 0 1 0 1 0 0 0 0 015:45:00 24 1 55 3 33 1 1 0 2 0 0 0 1 0 2 1 0 0 0 016:00:00 27 3 57 2 36 3 1 0 2 0 0 0 1 0 2 0 0 0 0 016:15:00 28 1 62 5 37 1 1 0 2 0 0 0 1 0 2 0 0 0 0 016:30:00 29 1 62 0 44 7 1 0 2 0 0 0 1 0 2 0 0 0 0 016:45:00 29 0 62 0 44 0 1 0 2 0 0 0 1 0 2 0 0 0 0 017:00:00 30 1 64 2 45 1 1 0 2 0 0 0 1 0 2 0 0 0 0 017:15:00 32 2 72 8 46 1 1 0 3 1 0 0 1 0 3 1 0 0 0 017:30:00 35 3 77 5 48 2 1 0 3 0 0 0 1 0 3 0 0 0 0 017:45:00 35 0 80 3 49 1 1 0 4 1 0 0 1 0 3 0 0 0 0 018:00:00 36 1 88 8 51 2 1 0 4 0 0 0 1 0 3 0 1 1 0 018:15:00 36 0 88 0 51 0 1 0 4 0 0 0 1 0 3 0 1 0 0 018:15:20 36 0 88 0 51 0 1 0 4 0 0 0 1 0 3 0 1 0 0 0

Appendix C

Detailed Capacity Analyses

Lanes, Volumes, Timings3: Highway 89 & County Road 18 7/28/2011

Arbour Farms - July 2011 Counts Existing AM Synchro 7 - ReportPage 1

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 34 184 32 24 151 24 18 61 19 13 137 33Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 0.0 0.0 0.0 110.0 0.0 0.0 0.0 0.0Storage Lanes 0 0 0 1 0 0 0 0Taper Length (m) 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5Lane Util. Factor 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.981 0.850 0.974 0.976Flt Protected 0.993 0.993 0.991 0.996Satd. Flow (prot) 0 3064 0 0 1513 1404 0 1705 0 0 1771 0Flt Permitted 0.899 0.937 0.907 0.967Satd. Flow (perm) 0 2774 0 0 1428 1404 0 1561 0 0 1720 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 33 26 21 20Link Speed (k/h) 50 50 50 50Link Distance (m) 399.2 525.5 455.1 421.1Travel Time (s) 28.7 37.8 32.8 30.3Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 10% 17% 7% 10% 27% 15% 7% 6% 13% 0% 4% 7%Adj. Flow (vph) 37 200 35 26 164 26 20 66 21 14 149 36Shared Lane Traffic (%)Lane Group Flow (vph) 0 272 0 0 190 26 0 107 0 0 199 0Turn Type Perm Perm Perm Perm PermProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4Detector Phase 2 2 6 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 10.0 10.0 10.0 10.0 10.0 4.0 4.0 4.0 4.0Minimum Split (s) 23.0 23.0 23.0 23.0 23.0 23.0 23.0 23.0 23.0Total Split (s) 32.0 32.0 0.0 32.0 32.0 32.0 28.0 28.0 0.0 28.0 28.0 0.0Total Split (%) 53.3% 53.3% 0.0% 53.3% 53.3% 53.3% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0%Maximum Green (s) 25.0 25.0 25.0 25.0 25.0 21.0 21.0 21.0 21.0Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 4.0 7.0 7.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode C-Max C-Max C-Max C-Max C-Max None None None NoneWalk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 34.5 34.5 34.5 11.5 11.5Actuated g/C Ratio 0.58 0.58 0.58 0.19 0.19v/c Ratio 0.17 0.23 0.03 0.34 0.57Control Delay 6.3 8.2 3.5 19.1 25.6Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 6.3 8.2 3.5 19.1 25.6



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A A A B CApproach Delay 6.3 7.7 19.1 25.6Approach LOS A A B C

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 60Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of GreenNatural Cycle: 50Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.57Intersection Signal Delay: 13.3 Intersection LOS: BIntersection Capacity Utilization 46.1% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 3: Highway 89 & County Road 18

Lanes, Volumes, Timings15: County Road 17 & Airport Road 7/28/2011


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 9 28 9 29 11 10 4 87 13 18 149 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.973 0.973 0.983Flt Protected 0.990 0.972 0.998 0.995Satd. Flow (prot) 0 1787 0 0 1673 0 0 1733 0 0 1782 0Flt Permitted 0.916 0.792 0.993 0.970Satd. Flow (perm) 0 1654 0 0 1363 0 0 1724 0 0 1737 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 10 11 14Link Speed (k/h) 50 50 50 50Link Distance (m) 380.3 399.8 287.5 286.6Travel Time (s) 27.4 28.8 20.7 20.6Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 0% 4% 0% 0% 22% 13% 0% 9% 0% 7% 6% 0%Adj. Flow (vph) 10 30 10 32 12 11 4 95 14 20 162 0Shared Lane Traffic (%)Lane Group Flow (vph) 0 50 0 0 55 0 0 113 0 0 182 0Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Detector Phase 4 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 23.0 23.0 23.0 23.0 23.0 23.0 23.0 23.0Total Split (s) 26.0 26.0 0.0 26.0 26.0 0.0 34.0 34.0 0.0 34.0 34.0 0.0Total Split (%) 43.3% 43.3% 0.0% 43.3% 43.3% 0.0% 56.7% 56.7% 0.0% 56.7% 56.7% 0.0%Maximum Green (s) 19.0 19.0 19.0 19.0 27.0 27.0 27.0 27.0Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 7.0 7.0 4.0 7.0 7.0 4.0 7.0 7.0 4.0 7.0 7.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None C-Max C-Max C-Max C-MaxWalk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 7.5 7.5 46.4 46.4Actuated g/C Ratio 0.12 0.12 0.77 0.77v/c Ratio 0.23 0.31 0.08 0.14Control Delay 21.9 24.0 4.0 4.4Queue Delay 0.0 0.0 0.0 0.0Total Delay 21.9 24.0 4.0 4.4LOS C C A AApproach Delay 21.9 24.0 4.0 4.4Approach LOS C C A A



Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 60Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 50Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.31Intersection Signal Delay: 9.2 Intersection LOS: AIntersection Capacity Utilization 33.7% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 15: County Road 17 & Airport Road

HCM Unsignalized Intersection Capacity Analysis8: County Road 21 & Airport Road 7/28/2011


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 9 14 12 14 14 12 9 90 17 6 134 14Sign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 10 15 13 15 15 13 10 98 18 7 146 15PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 314 302 153 314 301 107 161 116vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 314 302 153 314 301 107 161 116tC, single (s) 7.1 6.5 6.2 7.1 6.6 6.4 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.1 3.5 2.2 2.2p0 queue free % 98 97 99 98 97 99 99 100cM capacity (veh/h) 616 607 898 616 595 900 1430 1485

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 38 43 126 167Volume Left 10 15 10 7Volume Right 13 13 18 15cSH 686 672 1430 1485Volume to Capacity 0.06 0.06 0.01 0.00Queue Length 95th (m) 1.4 1.7 0.2 0.1Control Delay (s) 10.6 10.7 0.6 0.3Lane LOS B B A AApproach Delay (s) 10.6 10.7 0.6 0.3Approach LOS B B

Intersection SummaryAverage Delay 2.7Intersection Capacity Utilization 19.5% ICU Level of Service AAnalysis Period (min) 15



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 34 184 32 24 151 24 18 61 19 13 137 33Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 0.0 0.0 0.0 110.0 0.0 0.0 0.0 0.0Storage Lanes 0 0 0 1 0 0 0 0Taper Length (m) 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5Lane Util. Factor 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.981 0.850 0.974 0.976Flt Protected 0.993 0.993 0.991 0.996Satd. Flow (prot) 0 3064 0 0 1513 1404 0 1705 0 0 1771 0Flt Permitted 0.899 0.937 0.907 0.967Satd. Flow (perm) 0 2774 0 0 1428 1404 0 1561 0 0 1720 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 33 26 21 20Link Speed (k/h) 50 50 50 50Link Distance (m) 399.2 525.5 455.1 421.1Travel Time (s) 28.7 37.8 32.8 30.3Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 10% 17% 7% 10% 27% 15% 7% 6% 13% 0% 4% 7%Adj. Flow (vph) 37 200 35 26 164 26 20 66 21 14 149 36Shared Lane Traffic (%)Lane Group Flow (vph) 0 272 0 0 190 26 0 107 0 0 199 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 4.8 4.8 4.8 4.8Two way Left Turn LaneHeadway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Turning Speed (k/h) 25 15 25 15 25 15 25 15Number of Detectors 1 2 1 2 1 1 2 1 2Detector Template Left Thru Left Thru Right Left Thru Left ThruLeading Detector (m) 2.0 10.0 2.0 10.0 2.0 2.0 10.0 2.0 10.0Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 2.0 0.6 2.0 0.6Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+ExDetector 1 ChannelDetector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 2 Position(m) 9.4 9.4 9.4 9.4Detector 2 Size(m) 0.6 0.6 0.6 0.6Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+ExDetector 2 ChannelDetector 2 Extend (s) 0.0 0.0 0.0 0.0Turn Type Perm Perm Perm Perm PermProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRDetector Phase 2 2 6 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 10.0 10.0 10.0 10.0 10.0 4.0 4.0 4.0 4.0Minimum Split (s) 23.0 23.0 23.0 23.0 23.0 23.0 23.0 23.0 23.0Total Split (s) 32.0 32.0 0.0 32.0 32.0 32.0 28.0 28.0 0.0 28.0 28.0 0.0Total Split (%) 53.3% 53.3% 0.0% 53.3% 53.3% 53.3% 46.7% 46.7% 0.0% 46.7% 46.7% 0.0%Maximum Green (s) 25.0 25.0 25.0 25.0 25.0 21.0 21.0 21.0 21.0Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 4.0 7.0 7.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode C-Max C-Max C-Max C-Max C-Max None None None NoneWalk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 34.5 34.5 34.5 11.5 11.5Actuated g/C Ratio 0.58 0.58 0.58 0.19 0.19v/c Ratio 0.17 0.23 0.03 0.34 0.57Control Delay 6.3 8.2 3.5 19.1 25.6Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 6.3 8.2 3.5 19.1 25.6LOS A A A B CApproach Delay 6.3 7.7 19.1 25.6Approach LOS A A B C





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 9 14 12 14 14 12 9 90 17 6 134 14Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.954 0.959 0.981 0.988Flt Protected 0.987 0.983 0.996 0.998Satd. Flow (prot) 0 1789 0 0 1646 0 0 1787 0 0 1769 0Flt Permitted 0.987 0.983 0.996 0.998Satd. Flow (perm) 0 1789 0 0 1646 0 0 1787 0 0 1769 0Link Speed (k/h) 50 50 50 50Link Distance (m) 339.0 791.6 513.0 325.8Travel Time (s) 24.4 57.0 36.9 23.5Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 0% 0% 0% 0% 8% 20% 0% 5% 0% 0% 6% 8%Adj. Flow (vph) 10 15 13 15 15 13 10 98 18 7 146 15Shared Lane Traffic (%)Lane Group Flow (vph) 0 38 0 0 43 0 0 126 0 0 168 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 4.8 4.8 4.8 4.8Two way Left Turn LaneHeadway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Turning Speed (k/h) 25 15 25 15 25 15 25 15Sign Control Stop Stop Free Free

Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 19.5% ICU Level of Service AAnalysis Period (min) 15

Lanes, Volumes, Timings11: Arbour Farm Site & Airport Road 7/28/2011


Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 0 0 0 0 0 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00FrtFlt ProtectedSatd. Flow (prot) 950 0 1863 0 0 1863Flt PermittedSatd. Flow (perm) 950 0 1863 0 0 1863Link Speed (k/h) 50 50 50Link Distance (m) 444.0 225.0 513.0Travel Time (s) 32.0 16.2 36.9Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 100% 100% 2% 100% 100% 2%Adj. Flow (vph) 0 0 0 0 0 0Shared Lane Traffic (%)Lane Group Flow (vph) 0 0 0 0 0 0Enter Blocked Intersection No No No No No NoLane Alignment Left Right Left Right Left LeftMedian Width(m) 3.6 0.0 0.0Link Offset(m) 0.0 0.0 0.0Crosswalk Width(m) 4.8 4.8 4.8Two way Left Turn LaneHeadway Factor 1.00 1.00 1.00 1.00 1.00 1.00Turning Speed (k/h) 25 15 15 25Sign Control Stop Free Free

Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 0.0% ICU Level of Service AAnalysis Period (min) 15



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 9 28 9 29 11 10 4 87 13 18 149 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.973 0.973 0.983Flt Protected 0.990 0.972 0.998 0.995Satd. Flow (prot) 0 1787 0 0 1673 0 0 1733 0 0 1782 0Flt Permitted 0.916 0.792 0.993 0.970Satd. Flow (perm) 0 1654 0 0 1363 0 0 1724 0 0 1737 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 10 11 14Link Speed (k/h) 50 50 50 50Link Distance (m) 380.3 399.8 287.5 286.6Travel Time (s) 27.4 28.8 20.7 20.6Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 0% 4% 0% 0% 22% 13% 0% 9% 0% 7% 6% 0%Adj. Flow (vph) 10 30 10 32 12 11 4 95 14 20 162 0Shared Lane Traffic (%)Lane Group Flow (vph) 0 50 0 0 55 0 0 113 0 0 182 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 4.8 4.8 4.8 4.8Two way Left Turn LaneHeadway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Turning Speed (k/h) 25 15 25 15 25 15 25 15Number of Detectors 1 2 1 2 1 2 1 2Detector Template Left Thru Left Thru Left Thru Left ThruLeading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 0.6Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+ExDetector 1 ChannelDetector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Detector 2 Position(m) 9.4 9.4 9.4 9.4Detector 2 Size(m) 0.6 0.6 0.6 0.6Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+ExDetector 2 ChannelDetector 2 Extend (s) 0.0 0.0 0.0 0.0Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Detector Phase 4 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRMinimum Split (s) 23.0 23.0 23.0 23.0 23.0 23.0 23.0 23.0Total Split (s) 26.0 26.0 0.0 26.0 26.0 0.0 34.0 34.0 0.0 34.0 34.0 0.0Total Split (%) 43.3% 43.3% 0.0% 43.3% 43.3% 0.0% 56.7% 56.7% 0.0% 56.7% 56.7% 0.0%Maximum Green (s) 19.0 19.0 19.0 19.0 27.0 27.0 27.0 27.0Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 7.0 7.0 4.0 7.0 7.0 4.0 7.0 7.0 4.0 7.0 7.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None C-Max C-Max C-Max C-MaxWalk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 7.5 7.5 46.4 46.4Actuated g/C Ratio 0.12 0.12 0.77 0.77v/c Ratio 0.23 0.31 0.08 0.14Control Delay 21.9 24.0 4.0 4.4Queue Delay 0.0 0.0 0.0 0.0Total Delay 21.9 24.0 4.0 4.4LOS C C A AApproach Delay 21.9 24.0 4.0 4.4Approach LOS C C A A




Arbour Farms - July 2011 Counts Existing PM Synchro 7 - ReportPage 1




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A B A C BApproach Delay 8.2 10.0 26.6 17.9Approach LOS A B C B

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 60Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of GreenNatural Cycle: 50Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.66Intersection Signal Delay: 15.4 Intersection LOS: BIntersection Capacity Utilization 59.0% ICU Level of Service BAnalysis Period (min) 15




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 7 32 13 15 33 24 11 216 38 15 133 9Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.967 0.955 0.981 0.992Flt Protected 0.993 0.990 0.998 0.995Satd. Flow (prot) 0 1758 0 0 1773 0 0 1830 0 0 1814 0Flt Permitted 0.935 0.913 0.988 0.964Satd. Flow (perm) 0 1655 0 0 1635 0 0 1812 0 0 1757 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 14 26 18 7Link Speed (k/h) 50 50 50 50Link Distance (m) 380.3 399.8 287.5 286.6Travel Time (s) 27.4 28.8 20.7 20.6Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 14% 3% 0% 0% 0% 4% 0% 2% 0% 0% 4% 0%Adj. Flow (vph) 8 35 14 16 36 26 12 235 41 16 145 10Shared Lane Traffic (%)Lane Group Flow (vph) 0 57 0 0 78 0 0 288 0 0 171 0Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Detector Phase 4 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 23.0 23.0 23.0 23.0 23.0 23.0 23.0 23.0Total Split (s) 27.0 27.0 0.0 27.0 27.0 0.0 33.0 33.0 0.0 33.0 33.0 0.0Total Split (%) 45.0% 45.0% 0.0% 45.0% 45.0% 0.0% 55.0% 55.0% 0.0% 55.0% 55.0% 0.0%Maximum Green (s) 20.0 20.0 20.0 20.0 26.0 26.0 26.0 26.0Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 7.0 7.0 4.0 7.0 7.0 4.0 7.0 7.0 4.0 7.0 7.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None C-Max C-Max C-Max C-MaxWalk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 7.5 7.5 46.4 46.4Actuated g/C Ratio 0.12 0.12 0.77 0.77v/c Ratio 0.26 0.34 0.20 0.13Control Delay 21.5 21.2 4.4 4.2Queue Delay 0.0 0.0 0.0 0.0Total Delay 21.5 21.2 4.4 4.2LOS C C A AApproach Delay 21.5 21.2 4.4 4.2Approach LOS C C A A






Arbour Farms - July 2011 Counts FB AM Synchro 7 - ReportPage 1








Arbour Farms - July 2011 Counts 5:00 pm 7/26/2011 FB PM Synchro 7 - ReportPage 1





Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 60Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of GreenNatural Cycle: 50Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.71Intersection Signal Delay: 16.3 Intersection LOS: BIntersection Capacity Utilization 64.3% ICU Level of Service CAnalysis Period (min) 15



Arbour Farms - July 2011 Counts Scenario 1 TF AM Synchro 7 - ReportPage 1












HCM Unsignalized Intersection Capacity Analysis11: Arbour Farm Site & Airport Road 7/28/2011


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (veh/h) 7 6 116 7 6 160Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 8 7 126 8 7 174PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 317 130 134vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 317 130 134tC, single (s) 7.4 7.2 5.1tC, 2 stage (s)tF (s) 4.4 4.2 3.1p0 queue free % 99 99 99cM capacity (veh/h) 511 712 1017

Direction, Lane # WB 1 NB 1 SB 1Volume Total 14 134 180Volume Left 8 0 7Volume Right 7 8 0cSH 588 1700 1017Volume to Capacity 0.02 0.08 0.01Queue Length 95th (m) 0.6 0.0 0.2Control Delay (s) 11.3 0.0 0.4Lane LOS B AApproach Delay (s) 11.3 0.0 0.4Approach LOS B



Arbour Farms - July 2011 Counts 7/26/2011 Scenario 2 TF AM Synchro 7 - ReportPage 1








Arbour Farms - July 2011 Counts Scenario 1 TF PM Synchro 7 - ReportPage 1







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