4853 Thomas Alton Boulevard Transportation Impact Study ... · preparing this report. Project...

Paradigm Transportation Solutions Limited

August 2016

4853 Thomas Alton BoulevardTransportation Impact Study,

Parking Study &TDM Options Report

Project Summary

Paradigm Transportation Solutions Limited

4853 Thomas Alton Boulevard Transportation Impact Study, Parking Study & TDM Options Report List of Revisions

Version Date Description

1 September 2015 For Submission

2 February 2016 Revised Traffic Forecasts

3 April 2016 Updated Site Plan

4 August 2016 Updated Site Plan

_______________

Signature Engineer’s Seal

Disclaimer

This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned.

To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in preparing this report.

Project Number 151010S August 2016 Client Adi Morgan Developments (Thomas Alton) Inc. 4190 South Service Road, Suite 200 Burlington, ON L7L 4X5

Client Contact Shane Cooney Vice President of Development

Consultant Project Team Stewart Elkins, BES, MITE Scott Catton, CET, MITE

Paradigm Transportation Solutions Limited 22 King Street South Suite 300 Waterloo ON N2J 1N8 p: 519.896.3163 www.ptsl.com

4853 Thomas Alton Boulevard | TIS, Parking & TDM Options Study | 151010S | August 2016

Paradigm Transportation Solutions Limited | Page 1

Executive Summary

Content

Adi Morgan Developments (Thomas Alton) Inc. is planning to develop a 612 unit residential development consisting of a mix of townhouse types and high-rise condominium units at 4853 Thomas Alton Boulevard in the City of Burlington, Region of Halton.

This report has been updated to address comments received from City of Burlington Staff.

The purpose of this study is to determine the impacts of the development traffic on the surrounding road network and identify any improvements necessary to accommodate this traffic. The study also assesses the site’s parking needs and Transportation Demand Management measures that will be included in the final site concept plan.

Development Concept

The development plan indicates that there will be a total of 612 residential units consisting of 441 high-rise condominium units, 150 stacked townhouse units and 21 regular townhouse units. The build-out of the site is anticipated to occur in two phases with construction beginning during Year 2018 with a planned completion date of Year 2021.

The site’s parking supply is proposed to consist of 644 total parking spaces of which 587 spaces will be provided in an underground parking structure. The regular townhouse units will have 42 at grade parking spaces (driveway and private garage).

Conclusions

The main findings and conclusions of this study are as follows:

Proposed Development: The proposed development is located at 4853 Thomas Alton Boulevard in the City of Burlington. The subject site is proposed to consist of 612 residential units with the following types:

441 High-Rise Residential Condominiums;

150 Stacked Townhouses; and

21 Regular Townhouses.

The subject site’s parking demand is anticipated to be accommodated by 644 on-site parking spaces. The majority of spaces are contained within two underground parking structures. The structures are linked together.



The site concept plan does include provisions for Transportation Demand Management measures to mitigate the site’s parking demand and encourages all forms of transportation.

Vehicular access to the subject site will be provided by a single driveway connection to Thomas Alton Boulevard (Driveway “A”) which is located approximately 55 metres east of Columbus Drive. A second driveway connection is proposed to Palladium Way (Driveway “B”) which is located approximately 200 metres east of Appleby Line.

Development Generated Traffic: The development of the subject site is estimated to generate approximately 258 total vehicle trips during the AM peak hour and approximately 298 total vehicle trips during the PM peak hour. A 15 percent reduction in trip generation has been applied to account for non-auto oriented trips to/from the development. As a result, the site’s net generation is estimated to be 220 AM peak hour trips and 253 PM peak hour trips.

Parking Demand: The site’s parking demand will be managed through the use of Transportation Demand Management measures that have been incorporated in the overall site design to enhance and encourage alternative travel modes including transit, cycling and walking.

Relying on local parking demand data collected in the City of Burlington and the Town of Oakville, the site’s estimated parking demand is approximately 643 spaces or 1.05 spaces per unit.

Existing Traffic Conditions: The Appleby Line intersections with Palladium Way and Thomas Alton Boulevard along with the Thomas Alton Boulevard intersections with Valera Road and Columbus Drive generally define the study area. From a capacity perspective, these intersections are currently operating with satisfactory levels of service during the AM and PM peak hours.

Forecast Background Traffic: The forecast background traffic volumes in the vicinity of the subject site have been assessed for a five-year horizon following the anticipated build-out of the subject site, Year 2026. The forecast traffic volumes are estimated to consist of a generalized growth rate of 1.0 percent per annum in addition to traffic related to the build-out of the surrounding lands.

The build out of the surrounding lands is forecast to increase the peak hour traffic volumes along the adjacent road network by approximately 1,487 new vehicle trips during the AM peak hour and approximately 2,153 new vehicle trips during the PM peak hour.

Background Traffic Conditions: The study area intersections are anticipated to continue to operate with satisfactory levels of service during the AM and PM peak hours. Localized queuing issues and high levels of side street delay to Appleby Line are anticipated to occur.

Total Traffic Conditions: The study area intersections are anticipated to continue to operate with satisfactory levels of service



during the AM and PM peak hours. Localized queuing issues and high levels of side street delay to Appleby Line are anticipated to continue. No capacity issues are estimated to occur at the proposed site driveways (Driveway “A” and Driveway “B”) to the external road network.

Roadway Improvements: To assist in accommodating the forecast traffic volumes, the Halton Region should monitor the future operation of the Appleby Line corridor to ensure appropriate storage lane lengths are available and that signal timings are adjusted to reflect changing travel demands.

Recommendations

Based on the findings of this study, the following is recommended with respect to the subject site:

The proposed driveway connections to Thomas Alton Boulevard and Palladium Way operate under two-way stop control. A stop sign (Ra-1) should be installed on the side street approaches in accordance with the Ontario Traffic Manual Book 5.

To support a parking supply that is capable of accommodating the estimated future demand, the TDM measures outlined in Section 3.3 that are already included in the site plan and those that should be considered during the site plan approval stage be integrated into the final site plan design where possible.

The site’s residential parking supply be set no lower than 546 spaces.

The site’s visitor parking supply be set no lower than 98 space.

The following is recommended with respect to external transportation issues that are not directly related to the development of the subject site:

The City of Burlington and Halton Region monitor the operation of the Appleby Line intersections with Palladium Way and Thomas Alton Boulevard to ensure appropriate signal timings are in place and that queuing conditions do not deteriorate to a point where the operation of the signalized intersections are reduced. Should queueing conditions deteriorate, consideration for additional storage lane lengths be considered, where feasible.

Burlington Transit continue to monitor ridership levels on Route 15 to ensure appropriate amenities are in place at local transit stops.

No other roadway or traffic control improvements are required or recommended at this time to accommodate the future traffic within the study area.


Paradigm Transportation Solutions Limited | Page iii

Contents

1 Introduction ............................................................... 1

1.1 Overview ............................................................................................. 1 1.2 Study Area .......................................................................................... 1

2 Existing Conditions ................................................... 3

2.1 Existing Roadways ............................................................................ 3 2.2 Existing Transit Service ..................................................................... 6 2.2.1 City of Burlington Transit Service ........................................................ 6 2.2.2 GO Transit Service ............................................................................... 6 2.2.3 Dundas Street Bus Rapid Transit (BRT) .............................................. 7 2.3 Existing Traffic Volumes ................................................................... 9 2.4 Existing Traffic Operations ............................................................. 12

3 Development Concept ............................................ 14 3.1 Site Description ................................................................................ 14 3.1.1 Palladium Way Sight Distance ........................................................... 16 3.2 Site Traffic Estimates ...................................................................... 16 3.3 Transportation Demand Management ........................................... 20

4 Future Traffic Conditions ....................................... 23

4.1 Background Traffic Forecast .......................................................... 23 4.2 Background Traffic Operations ...................................................... 28 4.3 Future Total Traffic .......................................................................... 31 4.4 Future Total Traffic Operations ...................................................... 34

5 Assessment of Improvements ............................... 37

5.1 Auxiliary Turn Lane Storage Requirements................................... 37 5.2 Site Access Provisions .................................................................... 37 5.3 Thomas Alton Boulevard Queueing Analysis ................................ 38

6 Parking Requirements ............................................ 41

6.1 Proposed Parking Supply ................................................................ 41 6.2 Zoning By-Law Requirements ........................................................ 41 6.3 ITE Parking Estimated Demand ..................................................... 42 6.4 Vehicle Ownership Rates ................................................................ 42 6.5 Parking Utilization Survey ............................................................... 44 6.6 Summary of Parking Demand Estimates ....................................... 45 6.7 TDM Parking Reductions ................................................................ 46

7 Conclusions & Recommendations ........................ 48

7.1 Conclusions ...................................................................................... 48 7.2 Recommendations ........................................................................... 49


Paradigm Transportation Solutions Limited | Page iv

Appendices Appendix A Existing Count Data Appendix B Existing Traffic Operational Conditions Appendix C Background Traffic Forecasts Appendix D Background Traffic Operational Conditions Appendix E Total Traffic Operational Conditions Appendix F SimTraffic Queueing Reports Appendix G Townhouse Parking Demand Data Appendix H Region of Waterloo TDM Worksheet

Figures Figure 1.1: Location of Subject Site ........................................................ 2 Figure 2.1: Existing Lane Configuration & Traffic Control .................... 5 Figure 2.2: Existing Transit Service ......................................................... 8 Figure 2.3A: Existing Traffic – AM Peak Hour ......................................... 10 Figure 2.3B: Existing Traffic – PM Peak Hour ......................................... 11 Figure 3.1: Proposed Site Plan .............................................................. 15 Figure 3.2A: Estimated Site Generated Traffic – AM Peak Hour ........... 18 Figure 3.2B: Estimated Site Generated Traffic – PM Peak Hour ........... 19 Figure 4.1: Future Area Developments ................................................. 25 Figure 4.2A: Forecast Background Traffic – AM Peak Hour .................. 26 Figure 4.2B: Forecast Background Traffic – PM Peak Hour .................. 27 Figure 4.3A: Forecast Total Traffic – AM Peak Hour .............................. 32 Figure 4.3B: Forecast Total Traffic – PM Peak Hour .............................. 33 Figure 5.1A: Thomas Alton Boulevard Queueing Conditions – AM Peak

Hour ....................................................................................... 39 Figure 5.1B: Thomas Alton Boulevard Queueing Conditions – PM Peak

Hour ....................................................................................... 40


Paradigm Transportation Solutions Limited | Page v

Tables Table 2.1: Existing TMC Data ................................................................. 9 Table 2.2: Existing Traffic Operations.................................................. 13 Table 3.1: Estimated Trip Generation .................................................. 16 Table 3.2: Estimated Trip Distribution ................................................. 17 Table 4.1: Future Development Trip Generation Estimates ............... 24 Table 4.2: Background Traffic Operations .......................................... 30 Table 4.3: Total Traffic Operations....................................................... 36 Table 5.1: Thomas Alton Boulevard Queue Length Estimates .......... 38 Table 6.1: Zoning By-Law Parking Requirements .............................. 41 Table 6.2: ITE Parking Demand Estimates .......................................... 42 Table 6.3: TTS Vehicle Ownership Rates by Unit Type (City of

Burlington) ............................................................................ 43 Table 6.4: Parking Demand Survey Data ............................................. 44 Table 6.5: City of Burlington Survey Parking Demand Rates ............ 45 Table 6.6: Summary of Parking Estimates .......................................... 46 Table 6.7: Potential Parking Reductions with TDM Measures .......... 47



1 Introduction

1.1 Overview

Paradigm Transportation Solutions Limited was retained by Adi Morgan Developments (Thomas Alton) Inc. to undertake a traffic impact study, parking study and prepare Travel Demand Management options for the proposed development at 4853 Thomas Alton Boulevard in the City of Burlington, Region of Halton.

This report has been updated to address comments received from City of Burlington and Region of Halton Staff.

The purpose of this study is to determine the impacts of the development traffic on the surrounding road network and identify any improvements necessary to accommodate this traffic. The study also assesses the site’s parking needs and Transportation Demand Management measures that will need to be included in the final site concept plan. The scope of the study includes determination of:

The current traffic and site conditions in the vicinity of the development;

Estimates of background traffic growth in the area;

Estimates of the additional traffic that will be generated by the development;

The impact of the traffic at build-out of the lands;

Recommendations on the remedial measures necessary to accommodate the future traffic in a satisfactory manner; and

Determining the site’s parking needs and providing recommendations on the Transportation Demand Management measures specific to this site as a means to further mitigate parking demands.

A preliminary site concept plan has been prepared for the proposed development. The general location of the subject site is illustrated in Figure 1.1.

1.2 Study Area

The following intersections have been analyzed in this report to examine the impacts of additional traffic due to the development of the subject site:

Appleby Line and Palladium Way (signalized);

Appleby Line and Thomas Alton Boulevard (signalized);

Thomas Alton Boulevard and Valera Road (unsignalized – two-way stop controlled);



1. Thomas Alton Boulevard and Columbus Drive (unsignalized – all-way stop controlled); and

2. The proposed site driveway connections to Palladium Way and Thomas Alton Boulevard.

Figure 1.1: Location of Subject Site

s



2 Existing Conditions This section of the report provides an overview of the existing conditions on the roadways in the study area. The roadways of interest include Appleby Line, Thomas Alton Boulevard, Palladium Way, Valera Road, and Columbus Drive.

2.1 Existing Roadways

The main roadways in the vicinity of the subject site that have been considered in assessing the traffic impacts of the development include Appleby Line, Thomas Alton Boulevard, Palladium Way, Valera Road, and Columbus Drive. The characteristics of these roadways are as follows:

Appleby Line (Regional Road 20) is a north-south regional arterial roadway with a six lane urban cross section and a posted speed limit of 60 kilometres per hour. The posted speed limit is increased to 70 kilometres per hour north of Palladium Way. The Appleby Line intersections with Thomas Alton Boulevard and Palladium Way operate with traffic control signals. Pedestrian facilities are present on both sides of this roadway south of Palladium Way. North of Palladium Way, sidewalks are provided on the west side only. On-street bicycle lanes are present in both directions along this roadway. From Highway 407 to the Queen Elizabeth Way, this roadway is identified as a future rapid transit corridor.

Thomas Alton Boulevard is an east-west collector road with a basic two-lane urban cross-section and a posted speed limit of 50 kilometres per hour. On-street bicycle lanes are present in both directions along this roadway. Pedestrian facilities are present on both sides of this roadway. There is formalized on-street parking along both the north and south sides of this roadway. Across the site’s frontage approximately 16 vehicles can currently be accommodated within the formalized parking bays. Harrison Crescent South forms the west leg of the Thomas Alton Boulevard and Appleby Line intersection.

Palladium Way is an east-west major collector road with a three-lane urban cross section (two-lanes eastbound and one lane westbound) and has a posted speed limit of 60 kilometres per hour. On-street bicycle lanes are present in both directions along this roadway. Pedestrian facilities are present on both sides of this roadway. The Lowe’s home improvement and appliance store driveway forms the west leg of the Palladium Way and Appleby Line intersection.

Valera Road and Columbus Drive are local roadways with basic two-lane urban cross-sections and an assumed speed limit of 50 kilometres per hour. Pedestrian facilities are present on both sides of these roadways.



The existing intersections that could potentially be impacted by the development of the subject site include the following:

Appleby Line and Palladium Way (signalized);

Appleby Line and Thomas Alton Boulevard (signalized);

Thomas Alton Boulevard and Valera Road (unsignalized – two-way stop controlled);

Thomas Alton Boulevard and Columbus Drive (unsignalized – all-way stop controlled); and

The proposed site driveway connections to Palladium Way and Thomas Alton Boulevard.

Figure 2.1 illustrates the existing lane configurations and traffic control at the study area intersections.



Figure 2.1: Existing Lane Configuration & Traffic Control



2.2 Existing Transit Service

2.2.1 City of Burlington Transit Service

Burlington Transit operates Route 11 (Sutton-Alton), Route 15A/15B (Appleby-Walkers) and Route 51 (Burlington Northeast) on the roadways immediately surrounding the subject site. Figure 2.2 illustrates the layout of the Burlington Transit routes and the general schedule. The transit routes provide opportunities for users to transfer to/from inter-regional GO Transit service and other inter-city routes at various locations. Burlington Transit stops are located along Thomas Alton Boulevard between Valera Road and Appleby Line and at the Columbus Drive intersection along the site’s frontage.

Route 11 provides service 7 days a week between the Appleby GO Station and the Highway 407 Carpool Lot located west of Walkers Line near the Highway 407 interchange.

Route 15A/15B provides morning and afternoon service to/from the Appleby GO Station. Headways vary by direction and time of day.

Route 51 provides Monday to Saturday late night service to/from the Burlington GO Station. Headways are in the order of 1 hour beginning at 10:00 PM and ending at approximately 12:45 AM.

2.2.2 GO Transit Service

The Burlington Transit Route 11 provides connectively between the Appleby GO Station located at 5111 Fairview Street and the Burlington Carpool Lot (Dundas Street and Highway 407) bus stop.

The Appleby GO Station offers parking for approximately 2,422 vehicles with connectivity to multiple Burlington Transit and GO Transit routes. GO Transit is currently improving the Appleby GO Station by repairing the north and south parking lots, relocating the Kiss N’ Ride, adding energy efficient lighting and enhancing the south bus loop to provide more convenient access to GO and Burlington Transit routes. Construction started fall 2014 and is scheduled to finish in early 20161.

The Burlington Carpool Lot (Dundas Street and Highway 407) bus stop offers parking for approximately 105 vehicles with connectivity to multiple Burlington Transit and GO Transit routes.

1 http://www.gotransit.com/public/en/improve/projects/appleby_station.aspx



2.2.3 Dundas Street Bus Rapid Transit (BRT)

The Metrolinx Regional Transportation Plan - The Big Move2 identified Dundas Street as a key higher order transit corridor. Dundas Street is a major east-west corridor in the GTHA, linking Toronto, Mississauga and Halton Region. The BRT will also provide access to new development in Halton Region north of Dundas Street that will help transform the street into an attractive corridor for pedestrians and cyclists.

The Dundas BRT project is currently in the planning phase. Halton Region is conducting an environmental assessment to look at a number of improvements in the area between Brant Street and Trafalgar Road, including widening the road, improving intersections and implementing BRT service in mixed traffic.

With the completion of the Dundas Street BRT corridor, higher order transit stops will be developed at the Dundas Street intersection will Appleby Line. The BRT stops will be approximately 750 metres south of the subject site or about a 9 minute walk that will allow for easy and convenient access to rapid transit.

2 http://www.metrolinx.com/en/regionalplanning/bigmove/big_move.aspx



Figure 2.2: Existing Transit Service



2.3 Existing Traffic Volumes

The traffic volumes used to establish the existing traffic conditions in this updated report have been derived from turning movement counts conducted by Paradigm (December 2015). The count data was collected before the start of the holiday season at the direction of Region of Halton and City of Burlington Staff3. The existing turning movement count data is considered to be up-to-date and can be found attached in Appendix A. The count data is summarized in Table 2.1 and the existing traffic volumes are shown in Figure 2.3A and Figure 2.3B.

The observed peak hour traffic volumes between the study area intersections have not been balanced at request of the City Staff. As a result unbalanced flows may occur between study area intersections.

TABLE 2.1: EXISTING TMC DATA

3 Email correspondence – Matt Krusto (Halton Region), Kaylan Edgcumbe (City of Burlington), & Scott Catton (Paradigm Transportation Solutions Limited).

AM PM

1 - Appleby Line & Palladium Way 07:30 16:45

2 - Appleby Line & Thomas Alton Boulevard 07:30 16:45

3 - Thomas Alton Boulevard & Valera Road 07:45 17:00

4 - Thomas Alton Boulevard & Columbus Drive 07:45 17:00

Miovision Camera Technology - Tuesday, 8 December 2015

IntersectionPeak Hour



Figure 2.3A: Existing Traffic – AM Peak Hour

4853 Thomas A

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Figure 2.3B:

Existing Traffic – P

M P

eak Hour



2.4 Existing Traffic Operations

Intersection Level of Service (LOS) is a recognized method of quantifying the efficiency of traffic flow at intersections. It is based on the delay experienced by individual vehicles executing the various movements. The delay is related to the number of vehicles desiring to make a particular movement, compared to the estimated capacity for that movement. The capacity is based on a number of criteria related to the opposing traffic flows. The highest possible rating is LOS A, under which the average total delay is equal or less than 10.0 seconds per vehicle. When the average delay exceeds 80 seconds at signalized intersections, the movement is classified as LOS F and remedial measures are usually implemented, if they are feasible.

The operation of the intersections in the study area were evaluated using the existing lane geometry and traffic control along with the existing peak hour traffic. The findings are summarized in Table 2.1. The intersection analysis considered three separate measures of performance:

The level of service (LOS) for each turning movement,

The volume to capacity (v/c) ratio for each turning movement, and

The 95th percentile queue lengths estimated using five 60-minute simulations of SimTraffic.

The level of service conditions on the existing road network have been assessed using Synchro 9.0 with HCM 2000 procedures. Movements are considered critical under the following conditions:

Volume to capacity ratios for through movements or shared through/turning movements are greater than or equal to 0.85,

Volume to capacity ratios for exclusive turning movements are greater than or equal to 0.95, and

Queue lengths for individual movements that are projected to exceed the available turning lane storage.

Based on the above criteria and the entries in Table 2.1, the following is noted:

The study area intersections are operating with acceptable levels of service with minimal delay and congestion during both the AM and PM peak hours.

Detailed Synchro 9.0 output is provided in Appendix B.

TABLE 2.2: EXISTING TRAFFIC OPERATIONS

Left

Thro

ugh

Rig

ht

Ap

pro

ach

Left

Thro

ugh

Rig

ht

Ap

pro

ach

Left

Thro

ugh

Rig

ht

Ap

pro

ach

Left

Thro

ugh

Rig

ht

Ap

pro

ach

LOS C C > C C C > C A A > A A A > A ADelay 34 32 > 34 32 32 > 32 2 2 > 2 3 4 > 4 4V/C 0.33 0.01 > 0.02 0.02 > 0.03 0.26 > 0.03 0.18 > 0.2895th 16 0 > 2 5 > 2 18 > 3 22 >

Ex. - - > 50 - > 100 - > 75 - >

Avail - - > 48 - > 99 - > 72 - >

LOS < C C C C C > C A A > A A A A A BDelay < 29 27 27 24 23 > 23 6 6 > 6 0 7 9 7 12V/C < 0.57 0.45 0.06 0.00 > 0.24 0.27 > 0.00 0.23 0.02 0.3795th < 42 36 6 3 > 14 31 > 0 31 1

Ex. < - 35 - - > 135 - > 50 - 50

Avail < - -1 - - > 121 - > 50 - 49

LOS < A > A < A > A < C > C BDelay < 1 > 1 < 1 > 1 < 17 > 17 < 11 > 11V/C < 0.03 > < 0.01 > < 0.20 > < 0.05 >

95th < 1 > < 0 > < 6 > < 1 >

LOS C > C < A A A > ADelay 20 > 20 < 9 9 9 > 9D. Uti 0.77 > < 0.23 0.09 >

LOS D D > D D D > D A A > A A A > A ADelay 44 42 > 43 44 43 > 43 2 2 > 2 3 4 > 4 5V/C 0.21 0.05 > 0.19 0.07 > 0.06 0.17 > 0.05 0.25 > 0.2495th 12 8 > 11 10 > 2 12 > 5 31 >

Ex. - - > 50 - > 100 - > 75 - >

Avail - - > 39 - > 98 - > 71 - >

LOS < D D D D D > D A A > A B B C B BDelay < 39 38 38 40 38 > 40 7 3 > 4 12 13 31 15 13V/C < 0.19 0.15 0.36 0.05 > 0.67 0.19 > 0.00 0.26 0.09 0.6395th < 16 21 24 8 > 32 18 > 1 59 24

Ex. < - 35 - - > 135 - > 50 - 50

Avail < - 14 - - > 103 - > 50 - 26

LOS < A > A < A > A B < C > CDelay < 0 > 0 < 1 > 1 < 10 > 10 < 16 > 16V/C < 0.00 > < 0.05 > < 0.05 > < 0.06 >

95th < 0 > < 1 > < 1 > < 2 >

LOS A > A ADelay 9 > 9 < 14 14 8 > 8D. Uti 0.28 > < 0.63 0.03 >

1 - Appleby Line &Palladium Way

TCS

2 - Appleby Line &Thomas Alton Boulevard

TCS

3 - Thomas Alton Boulevard &Valera Road

PM

Pea

k H

our

MOE

Direction / Movement / Approach

Eastbound Westbound Northbound Southbound

Ove

rall

TWS

C

Ana

lysi

s P

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d

IntersectionC

ont

rol T

ype

4 - Thomas Alton Blvd &Columbus Dr A

WS

C

AM

Pea

k H

our


TCS


TCS


TWS

C


WS

C



3 Development Concept

3.1 Site Description

The proposed development is located at 4853 Thomas Alton Boulevard in the City of Burlington. The site encompasses an area of approximately 2.02 hectares of land with approximately 185 metres of frontage along Thomas Alton Boulevard and approximately 100 metres of frontage along Palladium Way. The land uses to the west and south of the subject site are residential with commercial land uses to the east and the future Palladium Way Industrial corridor to the north on the north side of Palladium Way between Walkers Road and Appleby Line.

The subject site is proposed to consist of 612 residential units with the following unit types:



21 Regular Townhouses

Vehicular access to the subject site will be provided by a driveway connection to Thomas Alton Boulevard, Driveway “A”, located approximately 55 metres east of Columbus Drive. A second driveway connection is proposed to Palladium Way, Driveway “B”, located approximately 200 metres east of Appleby Line.

The subject site’s parking supply is proposed to consist of 644 parking spaces. The parking spaces are located as follows:

Phase 1 – Stacked Townhouse Parking Structure 154 spaces;

Phase 2 – High-Rise Residential Condominiums Parking Structure 441 spaces; and

Townhouse units – 49 spaces.

In addition to supplying parking for automobiles, the site plan includes 295 long-term bicycle parking spaces (0.48) bicycle parking spaces per unit) are provided within the parking structure for condominium units. Residents of the condominium units will also have access to storage lockers capable of storing bicycles. Short-term bicycle parking is provided in the centralized Park Area and at the entrance to the north tower. In total 29 short-term bicycle parking spaces are provided or 0.05 bicycle parking spaces per unit.

The conceptual layout of the development is illustrated in Figure 3.1. The build-out of the subject site is anticipated to occur in two phases. Phase 1 is anticipated to be constructed by Year 2018 and Phase 2 by Year 2021. The ultimate timing and phasing may change to reflect market conditions.


Figure 3.1: Proposed Site Plan



3.1.1 Palladium Way Sight Distance

The sightlines along Palladium Way at the proposed Driveway “B” connection are impacted by the horizontal curvature of Palladium Way. The sight distance to the west is limited to approximately 180 metres.

The Transportation Association of Canada (TAC) describes the minimum stopping sight distance for a 70 kilometre per hour design speed to be 110 metres4. With sightlines in the order of 180 metres, the driveway connection is considered to have satisfactory sightlines.

3.2 Site Traffic Estimates

The site trip generation for the AM and PM peak hours were estimated based on the Institute of Transportation Engineers (ITE) Trip Generation5. Land Use Code 231 (Low-Rise Residential Condominium/Townhouse) and 232 (High-Rise Residential Condominium/Townhouse) have been used to estimate the traffic generated by the development of the subject site.

Table 3.1 indicates that the subject site is estimated to have a total trip generation of approximately 258 vehicle trips during the AM peak hour and approximately 298 vehicle trips during the PM peak hour. A modal split of 15 percent has been applied to the trip generation estimates to account for transit/non-automotive oriented trips. The modal split reduction is consistent with the Halton Region’s Transportation Master Plan and was confirmed during the initial pre-study consultation with Region Staff. In the longer term by Year 2030 the Halton Region’s target mode split is 20 percent. The site’s net generation is anticipated to be reduced to approximately 220 AM peak hour trips and approximately 253 PM peak hour trips.

TABLE 3.1: ESTIMATED TRIP GENERATION

4 Transportation Association of Canada Geometric Design Guide for Canadian Roads – Figure 2.3.3.6 Decision Sight Distance. 5 Trip Generation Manual 9th Edition Institute of Transportation Engineers Washington DC 2012

R2 In Out Total R2 In Out Total

231 - Low-Rise Residential Condominium/Townhouse 171 0.91 25 76 101 0.78* 77 56 133

232 - High-Rise Residential Condominium/Townhouse 441 0.98 30 127 157 0.99 102 63 165

55 203 258 179 119 298

15% 8 30 38 15% 27 18 45

47 173 220 152 101 253

* Average Rate

Non-Auto Trips

Net Generation

Total Generation

PM Peak HourAM Peak HourNumberof Units

ITE Land Use



The estimated trip generation was assigned to the road network based on the observed local trip patterns documented in the existing conditions (Figure 2.3A and Figure 2.3B). The estimated trip distribution is summarized in Table 3.2.

TABLE 3.2: ESTIMATED TRIP DISTRIBUTION

Using the trip generation data provided in Table 3.1 and the trip distribution provided in Table 3.2 the site generated traffic was assigned to the adjacent road network. The site-generated traffic is illustrated in Figure 3.2A and Figure 3.2B.

Inbound Outbound Inbound Outbound

North via Appleby Line 27% 38% 34% 28%

South via Appleby Line 47% 41% 45% 49%

West via Thomas Alton Boulevard 19% 6% 8% 14%

West via Palladium Way 7% 16% 13% 9%

Total 100% 100% 100% 100%

AM Peak Hour PM Peak HourOrigin/Destination/Route

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Figure 3.2A:

Estim

ated S

ite Generated

Traffic – AM

Peak H

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Figure 3.2B:

Estim

ated S

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Traffic – PM

Peak H

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3.3 Transportation Demand Management

Transportation Demand Management (TDM) refers to ways of making the capacity of our roads more efficient by reducing vehicle demands. TDM approaches consider how people’s choices of travel mode are affected by land use patterns, development design, parking availability, parking cost, and the relative cost, convenience and availability of alternative modes of travel. Various TDM strategies are used to influence those factors so that the alternatives are more competitive with driving alone and potentially reduce the reliance on motor vehicles.

TDM strategies at a development can be divided into two basic categories:

Pre-occupancy: things that need to be done while a development is being designed and built; and

Post-occupancy: things that can be done once people are occupying the development.

The pre-occupancy actions are critical as they are most likely to determine how attractive, convenient, and safe alternative travel will be once the site is occupied. Before a site is occupied, it can be designed to be convenient and safe for pedestrians and cyclists, and vehicle parking can be provided to meet but not exceed demand.

After the development is built, incentives can be offered, but those incentives will not work as well if the site and its surroundings are oriented to cars. The incentives generally include access to rideshare programs, and information about where and how to use alternatives.

The following TDM measures have been included in the current site design.

Cycling Infrastructure

Visible, well-lit, short-term bicycle parking for visitors above the minimum provisions or recommendations. Short-term bicycle parking is be provided centralized Park Area and adjacent to the North Town;

Secure, indoor bicycle parking storage for tenants/residents. The site plan currently provides for 324 bicycle parking spaces. This number is fairly flexible and can increase or decrease depending upon the storage method used; and

The site driveway connections provide cycle friendly connections to the existing bicycle network on Palladium Way and Thomas Alton Boulevard.



Walking Infrastructure

The internal roadways are designed with sidewalk facilities along both sides of all roadways to enhance pedestrian circulation and encourage walking as an alternative mode. The sidewalks will link building entrances with public sidewalks and the existing transit stop on Thomas Alton Boulevard.

Parking Infrastructure

Provision of no more than the minimum number of required spaces for residents and visitors;

Reduced minimum parking requirements based on proximity to transit;

Reduced minimum parking requirements based on provision of dedicated carshare vehicle parking spaces;

Unbundled parking by selling parking spaces separate from unit costs and do not provide free parking to residents; and

Provision of on-site carshare vehicle(s).

Carshare

On-site carshare vehicle(s). A study6 completed by the City of Toronto on the impacts of carshare programs in relation to their parking standards was completed. The findings suggest that the minimum parking required could be reduce the need for parking by up to four parking spaces for each dedicated car share space. The carshare program will include two (2) vehicles and they will be located in the surface parking lot.

Wayfinding/Travel Planning

Travel planning resources for residents (individualized marketing, active transportation maps, community resources); and

Wayfinding signage.

Education/Promotion, Incentives

Contribute to building a strong TDM brand.

Integrating the above noted TDM measures into a comprehensive site plan can assist in mitigating the site’s impact on the adjacent road network, promote a strong and vibrant economy, and create a livable community that has a balanced transportation network that accommodates all modes of transportation.

6 Parking Standards Review: Examination of Potential Options and Impacts of Car Share Programs on Parking Standards | Submitted to the City of Toronto by IBI Group | March 2009



To further assist in developing a site that caters to all modes of transportation the following TDM measures should be considered during the site plan approval stage.

Transit Infrastructure

Burlington Transit should continue to monitor ridership levels on Route 15 to ensure appropriate amenities are in place at local transit stops including weather-protected waiting areas where ridership levels warrant the need for improved amenities; and

Provision of transit information on-site and adjacent to stops/stations.

Walking Infrastructure

Enhanced on-site and peripheral pedestrian amenities (benches, landscaping, and lighting). The design of the landscaping in the centralized Park Area will be determined during the Site Plan Approval.

Parking Infrastructure

Shared parking with nearby developments and on-street parking is possible. However, the site’s visitor parking supply has been designed to meet expected demands (Section 6).

Education/Promotion, Incentives

Include transit and active transportation maps and subsidized transit passes, carshare memberships, and/or bikeshare memberships with new home/condo purchases.



4 Future Traffic Conditions The assessment of the future conditions contained in this section includes the following components necessary to assess the traffic implications on the adjacent road network:

Future background traffic estimates;

Level of service analysis for background traffic (pre-development); and

Level of service analysis for background traffic plus the additional traffic generated by the build-out of the subject site (post-development).

4.1 Background Traffic Forecast

For analysis purposes, a five-year horizon (Year 2026) following the anticipated build-out of the subject site has been assessed in order to determine the impact of the subject site. The likely future background traffic volumes in the vicinity of the subject site are estimated to consist of:

Increased non-site traffic (generalized background traffic growth). The background traffic estimates were derived by applying a growth rate of 1.0 percent per annum to the existing traffic volumes. This growth rate was confirmed by Region of Halton staff during the pre-study consultation; and

Traffic generated by the build-out of future surrounding developments. The sites of interest and the general location of each of the future developments is illustrated in Figure 4.1. The following development characteristics are noted:

Industrial Site, estimated to consist of approximately 12,245 square metres (131,800 square feet) of typical industrial land uses7;

Emery Investment Lands, estimated to consist of 407 high-rise residential condominium units;

4903 Thomas Alton Boulevard, estimated to consist of approximately 60,700 square feet of general office space and approximately 12,000 square feet of typical commercial retail space8. The majority of this site is currently constructed but is largely unoccupied;

Appleby Line Office Development, estimated to consist of approximately 268,710 square feet of typical office land uses;

7 ITE Trip Generation Estimates 8 4903 Thomas Alton Boulevard – Traffic Assessment, Paradigm Transportation Solutions Limited, June 2011



Traffic generated by the build-out of the Palladium Way business corridor that is located on the north side of Palladium Way between Appleby Line and Walkers Line9; and

The Alton Commercial Site10.

The estimated trip generation for the future development surrounding the subject site is summarized in Table 4.1. Overall, the future developments are forecast to increase the peak hour traffic volumes along the adjacent road network by approximately 1,487 new vehicle trips during the AM peak hour and approximately 2,153 new vehicle trips during the PM peak hour. The forecast traffic volumes for each of the above-noted future developments can be found attached in Appendix C.

TABLE 4.1: FUTURE DEVELOPMENT TRIP GENERATION ESTIMATES

Based on the trip generation estimates contained in Table 3.1, the subject site is anticipated to attribute an additional 232 AM peak hour trips and approximately 268 PM peak hour trips to the area road network. This accounts for approximately 13 percent of the total new trips during the AM peak hour and approximately 11 percent of the total new trips during the PM peak hour.

The future background traffic volumes reasonably expected to occur for the opening date horizon are shown in Figure 4.2A and Figure 4.2B.

9 Emery Investments – Burlington Lands West of Appleby Line, City of Burlington Traffic Impact Study Addendum, BA Group Transportation Consultants, September 2007 10 Traffic Impact Study Alton Commercial Site Palette International, Read, Voorhees & Associates, March 2012

In Out Total In Out TotalIndustrial Site 81 18 99 22 81 103Emery Investments 25 107 132 85 52 1374903 Thomas Alton Boulevard 87 13 100 25 86 111Appleby Office 328 45 373 58 283 341Palladium Way Business Corridor 219 219 438 203 203 406Alton Commercial 244 101 345 462 593 1,055Estimated Generation 984 503 1,487 855 1,298 2,153

Future DevelopmentAM Peak Hour PM Peak Hour



Figure 4.1: Future Area Developments

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Figure 4.2A:

Forecast Background

Traffic – AM

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Figure 4.2B:

Forecast Background

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4.2 Background Traffic Operations

The operations of the intersections under the future background traffic conditions were evaluated using the same analytical approach that was used for the existing traffic operations along with the background traffic forecast volumes (Figure 4.1A and Figure 4.1B). No improvements to the road network are assumed to be in place. Signal timings have been optimized to help ensure that a reasonable level of service is maintained where possible. The resulting level of service conditions for the background traffic horizon are summarized in Table 4.2 and the following is noted:

AM Peak Hour

The westbound approach of Palladium Way is anticipated to experience less than ideal levels of service. Delays are estimated to be in the LOS E range with a v/c ratio of 0.75. The high levels of delay will have little impact on the main line operations of Appleby Line.

The 95th percentile queue length for the eastbound right-turn movement at the Appleby Line intersection with Thomas Alton Boulevard is estimated to extend beyond the available storage lane length for this movement. The extent of the queuing conditions estimated to occur is not anticipated to have a major impact on Appleby Line or Thomas Alton Boulevard. The eastbound queue length would have to extend beyond 130 metres before it begins to impact the operation of the Valera Road intersection.

The eastbound approach of Thomas Alton Boulevard to the all-way stop controlled intersection with Columbus Drive is anticipated to operate with delays in the LOS E range.

No other movements at the study area intersections are considered to be critical.

PM Peak Hour

The westbound left-turn movement from Palladium Way to Appleby Line is anticipated to experience a minor queuing issue. The 95th percentile queue length is estimated to extend approximately 8 metres beyond the current available storage.

The northbound left-turn movement from Appleby Line to Thomas Alton Boulevard is anticipated to experience a v/c ratio of 0.95. The high v/c ratio suggests that this movement is nearing capacity.


Detailed Synchro 9.0 output is provided in Appendix D.

The above noted operational issues are anticipated to continue to occur with or without the development of the subject site.



Operationally, some modifications to the auxiliary turn lane storage lane lengths at the Appleby Line intersection with Thomas Alton Boulevard may be required in the future.

It is recommended that the City of Burlington and Halton Region monitor the operation of the intersections in the study area to ensure appropriate signal timings are in place and that queuing conditions do not deteriorate to a point where the operation of the study area intersections is reduced. If the queuing conditions deteriorate additional storage should be considered, where feasible.

TABLE 4.2: BACKGROUND TRAFFIC OPERATIONS

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LOS D D > D F D > E B A > A B B > B BDelay 48 45 > 46 88 44 > 63 17 2 > 5 18 12 > 13 13V/C 0.42 0.23 > 0.75 0.08 > 0.82 0.34 > 0.40 0.29 > 0.8195th 34 28 > 29 15 > 39 15 > 34 58 >

Ex. - - > 50 - > 100 - > 75 - >

Avail - - > 21 - > 62 - > 41 - >

LOS < D D D C C > C B B > B B B A B BDelay < 45 37 40 34 31 > 33 11 11 > 11 12 13 2 13 18V/C < 0.71 0.52 0.23 0.02 > 0.42 0.46 > 0.03 0.32 0.03 0.5695th < 81 56 17 7 > 30 93 > 1 43 0

Ex. < - 35 - - > 135 - > 50 - 50

Avail < - -21 - - > 105 - > 49 - 50

LOS < A > A < A > A < C > C BDelay < 1 > 1 < 1 > 1 < 23 > 23 < 14 > 14V/C < 0.05 > < 0.02 > < 0.33 > < 0.09 >

95th < 1 > < 0 > < 11 > < 3 >

LOS E > E ADelay 41 > 41 < 11 11 10 > 10D. Uti 0.95 > < 0.33 0.11 >

LOS D C > C D B > C D B > C B C > C CDelay 37 33 > 34 39 19 > 30 42 16 > 20 18 25 > 24 25V/C 0.62 0.54 > 0.82 0.21 > 0.74 0.50 > 0.57 0.62 > 0.7695th 43 51 > 58 23 > 57 40 > 30 82 >

Ex. - - > 50 - > 100 - > 75 - >

Avail - - > -8 - > 43 - > 45 - >

LOS < C C C D C > D D A > B B B A B BDelay < 27 26 26 41 26 > 37 54 8 > 19 12 17 4 16 20V/C < 0.25 0.20 0.77 0.16 > 0.95 0.39 > 0.12 0.77 0.18 0.9095th < 29 19 74 21 > 125 45 > 2 73 3

Ex. < - 35 - - > 135 - > 50 - 50

Avail < - 16 - - > 10 - > 48 - 47

LOS < A > A < A > A B < D > DDelay < 0 > 0 < 2 > 2 < 13 > 13 < 35 > 35V/C < 0.00 > < 0.08 > < 0.09 > < 0.34 >

95th < 0 > < 2 > < 2 > < 11 >

LOS B > B < C C A > ADelay 11 > 11 < 22 22 9 > 9D. Uti 0.44 > < 0.79 0.04 >



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4.3 Future Total Traffic

The future total traffic volumes anticipated to occur in this study include the future background traffic volumes (Figure 4.2A and Figure 4.2B) and the site generated traffic volumes (Figure 3.1A and Figure 3.1B). The future total traffic reasonably expected to occur within the study area is shown in Figures 4.3A and Figure 4.3B.

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Figure 4.3A:

Forecast Total Traffic – AM

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Figure 4.3B:

Forecast Total Traffic – PM

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4.4 Future Total Traffic Operations

The operations of the study area intersections under the future total traffic conditions were evaluated using the same analytical approach that was used for the background traffic operations along with the total traffic forecast volumes (Figure 4.3A and Figure 4.3B). No improvements to the road network are assumed to be in place. Signal timings have been optimized to help ensure a reasonable level of service is maintained. The resulting level of service conditions for the total traffic horizon is summarized in Table 4.3 and the following is noted:

AM Peak Hour

The westbound approach of Palladium Way is anticipated to experience less than ideal levels of service. Delays are estimated to be in the LOS E range with a v/c ratio of 0.71. The high levels of delay will have little impact on the main line operations of Appleby Line.

The 95th percentile queue length for the eastbound right-turn movement at the Appleby Line intersection with Thomas Alton Boulevard is estimated to extend beyond the available storage lane length for this movement. The extent of the queuing conditions estimated to occur is not anticipated to have a major impact on Appleby Line or Thomas Alton Boulevard. The eastbound queue length would have to extend beyond 130 metres before it begins to impact the operation of the Valera Road intersection.

The eastbound approach of Thomas Alton Boulevard to the all-way stop controlled intersection with Columbus Drive is anticipated to operate with delays in the LOS E range.

The site driveway connections to both Thomas Alton Boulevard and Palladium Way are anticipated to operate with fully acceptable levels of service.


PM Peak Hour

The westbound left-turn movement from Palladium Way to Appleby Line is anticipated to experience a minor queuing issue. The 95th percentile queue length is estimated to extend approximately 10 metres beyond the current available storage.

The northbound left-turn movement from Appleby Line to Thomas Alton Boulevard is anticipated to experience a v/c ratio of 0.96 with a 95th percentile queue length extending beyond the current available storage. The high v/c ratio suggests that this movement is nearing capacity.

The southbound straight through movement on Appleby Line at Thomas Alton Boulevard is estimated to have a v/c ratio of 0.86.



The private driveway approach that forms the north leg to the Thomas Alton Boulevard intersection with Valera Road is anticipated to operate with delays in the LOS E range. Should delays for this movement become problematic for users there are alternative connections available to both Appleby Line and Palladium Way.

The site driveway connections to both Thomas Alton Boulevard and Palladium Way are anticipated to operate with fully acceptable levels of service.


Detailed Synchro 9.0 output is provided in Appendix E.

The study area intersections appear to be designed with sufficient capacity to support the development of the surrounding area and the subject site.

From a capacity perspective, no geometric or traffic control improvements are required to support the development of the subject site. Operationally, some modifications to the auxiliary turn lane storage lengths at the Appleby Line intersection with Thomas Alton Boulevard may be required in the future to improve intersection operations.


TABLE 4.3: TOTAL TRAFFIC OPERATIONS

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LOS D D > D E D > E C A > A C B > B BDelay 52 45 > 47 79 43 > 59 22 2 > 7 20 13 > 14 15V/C 0.60 0.22 > 0.71 0.08 > 0.84 0.35 > 0.42 0.30 > 0.8295th 48 29 > 29 15 > 54 17 > 35 59 >

Ex. - - > 50 - > 100 - > 75 - >

Avail - - > 21 - > 46 - > 40 - >

LOS < D D D C C > C B B > B B B A B CDelay < 43 39 41 31 29 > 31 13 13 > 13 14 15 2 15 20V/C < 0.73 0.66 0.22 0.02 > 0.50 0.49 > 0.03 0.35 0.03 0.5995th < 89 81 16 6 > 37 102 > 1 44 0

Ex. < - 35 - - > 135 - > 50 - 50

Avail < - -46 - - > 99 - > 49 - 50

LOS < A > A < A > A < D > D < C > CDelay < 1 > 1 < 1 > 1 < 30 > 30 < 16 > 16V/C < 0.05 > < 0.02 > < 0.41 > < 0.11 >

95th < 1 > < 1 > < 15 > < 3 >

LOS E > E ADelay 45 > 45 < 11 11 10 > 10D. Uti 0.97 > < 0.35 0.11 >

LOS < A A A > A D > DDelay < 0 0 0 > 0 27 > 27V/C < 0.01 0.14 > 0.45 >

95th < 0 0 > 18 >

LOS A > A < A A B > BDelay 0 > 0 < 0 0 15 > 15V/C 0.11 > < 0.01 0.18 >

95th 0 > < 0 5 >

LOS D C > C D B > C D B > C B C > C CDelay 40 32 > 35 39 18 > 29 45 17 > 22 20 27 > 26 26V/C 0.70 0.53 > 0.83 0.20 > 0.77 0.52 > 0.58 0.67 > 0.7895th 51 53 > 60 23 > 61 39 > 30 86 >

Ex. - - > 50 - > 100 - > 75 - >

Avail - - > -10 - > 39 - > 45 - >

LOS < C C C D C > D D A > C B C A B CDelay < 27 26 27 42 26 > 38 53 8 > 20 14 21 4 19 22V/C < 0.26 0.23 0.77 0.16 > 0.96 0.39 > 0.13 0.86 0.19 0.9195th < 29 20 74 21 > 150 46 > 2 71 3

Ex. < - 35 - - > 135 - > 50 - 50

Avail < - 15 - - > -15 - > 49 - 47

LOS < A > A < A > A B < E > EDelay < 0 > 0 < 2 > 2 < 14 > 14 < 49 > 49V/C < 0.00 > < 0.08 > < 0.11 > < 0.44 >

95th < 0 > < 2 > < 3 > < 16 >

LOS B > B < C C A > ADelay 12 > 12 < 24 24 9 > 9D. Uti 0.46 > < 0.81 0.04 >

LOS < A A A > A C > CDelay < 1 1 0 > 0 24 > 24V/C < 0.02 0.43 > 0.29 >95th < 0 0 > 9 >LOS A > A < A A B > B

Delay 0 > 0 < 2 2 15 > 15V/C 0.23 > < 0.07 0.10 >95th 0 > < 2 3 >

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5 Assessment of Improvements The level of service conditions outlined in Section 4.0 indicate that the study area intersections are anticipated to operate with sufficient levels of service during the AM and PM peak hours. Some movements are estimated to experience higher than ideal v/c ratios and queue lengths greater than the current available storage lane lengths. The following section discusses the need for auxiliary turn-lane storage requirements and the site’s impact on the existing road network.

5.1 Auxiliary Turn Lane Storage Requirements

The capacity issues outlined in Table 4.3 are primarily related to the queuing conditions at the signalized intersection of Appleby Line and Thomas Alton Boulevard. Appleby Line has been recently reconstructed between Taywood Drive and Highway 407 ETR. To accommodate the estimated 95th percentile queue lengths likely to occur following the build-out of the subject site the following modifications to the existing auxiliary turn lanes should be considered:

Appleby Line & Palladium Way

Westbound left-turn lane – 10 metres of additional storage, 60 total metres of storage.

Appleby Line & Thomas Alton Boulevard

Eastbound right-turn lane – 50 metres of additional storage, 85 total metres of storage; and

Northbound left-turn lane – 15 metres of additional storage, 150 total metres of storage.


5.2 Site Access Provisions

The level of service conditions outlined in Table 4.3 indicate that no intersection capacity-related improvements are necessary to accommodate the site driveway connections to either Thomas Alton Boulevard or Palladium Way. The driveway intersections are anticipated to operate with low levels of delay that would not suggest the need for auxiliary turn lanes.

It is recommended that the proposed site driveway connections to Thomas Alton Boulevard and Palladium Way operate under two-way stop control. A



stop sign (Ra-1) should be installed on the side street approaches in accordance with the Ontario Traffic Manual Book 5.

As part of the construction of Driveway “A”, modifications to the on-street parking bay along the north side of Thomas Alton Boulevard will be required.

5.3 Thomas Alton Boulevard Queueing Analysis

The proposed Driveway “A” connection to Thomas Alton Boulevard is proposed to be located approximately 55 metres east of the existing Columbus Drive intersection.

The Columbus Drive intersection with Thomas Alton Boulevard currently operates under all-way stop control. With the westbound approach experiencing delay associated with the stop control there is the potential for queuing of vehicles on Thomas Alton Boulevard to influence the operation of the Driveway “A” connection.

The queueing of vehicles along Thomas Alton Boulevard has been assessed using fifteen 60-minute simulations of SimTraffic. The queue lengths are summarized in Table 5.1 and illustrated graphically in Figure 5.1A and Figure 5.1B. Detailed SimTraffic output is provided in Appendix F.

TABLE 5.1: THOMAS ALTON BOULEVARD QUEUE LENGTH ESTIMATES

Based on the queueing analysis the proposed Driveway “A” connection to Thomas Alton Boulevard is not anticipated to be impacted by the queuing of vehicles generated by the downstream all-way stop controlled intersection of Columbus Drive.

EB WB NB SB EB WB NB SB

Average 6 3 13 6 1 11 7 9

95th Percentile 23 15 26 13 7 30 15 18

Average 34 15 8 18 25 5

95th Percentile 62 25 15 27 34 12

Average 1 0 17 5 2 12

95th Percentile 9 2 33 19 11 23-

Thomas Alton Boulevard &Valera Road

Thomas Alton Boulevard &Columbus Drive

Thomas Alton Boulevard &Driveway "A"

AM Peak Hour PM Peak HourIntersection

Queue Length(metres)

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Figure 5.1A:

Thomas A

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Queueing C

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Figure 5.1B:

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6 Parking Requirements This section addresses the vehicle parking needs of the development.

6.1 Proposed Parking Supply

The subject site’s parking supply is proposed to consist of 644 parking spaces. The parking spaces are located as follows:

Phase 1 – Stacked Townhouse Parking Structure 154 spaces;

Phase 2 – High-Rise Residential Condominiums Parking Structure 441 spaces; and

Townhouse units – 49 spaces.

In addition to the vehicle parking spaces, bicycle parking is provided within the parking structure and at grade.

6.2 Zoning By-Law Requirements

The City of Burlington’s Zoning By-law 202011 prescribes parking rates for both residents and visitors for various residential unit types. As outlined in Table 6.1, the Zoning By-law parking requirement for the subject site is 1,074 spaces or 1.75 spaces per unit.

The residential parking requirement for the 21 regular townhouse units are noted to be in full compliance with the Zoning By-law for the residential parking requirement. Each unit is provided with two resident parking spaces and sufficient visitor spaces.

TABLE 6.1: ZONING BY-LAW PARKING REQUIREMENTS

11 http://cms.burlington.ca/zoning/Part1/part_1_2_general_provisions.htm#Part1section2.25

Resident Visitor Resident Visitor

Condominium 1B 289 1.25 0.35 361 101 462

Condominium 2B 152 1.50 0.35 228 53 281

Townhouse 21 2.00 0.50 42 11 53

Stacked 150 1.50 0.35 225 53 278

Total 612 1.40 0.36 856 218 1,074

RateTotal

RequirementUnit Type Units



6.3 ITE Parking Estimated Demand

The Institute of Transportation Engineers (ITE) Parking Generation (4th Edition12) provides data on surveys across the USA and Canada of peak parking demand for different land uses.

The parking demand for the subject site has been estimated using land use code (LUC) 222 (High-Rise Apartment (Central City, not Downtown)) and 230 (Residential Condominium/Townhouse, Suburban). As outlined in Table 6.2, the estimated parking demand is noted to be between 840 vehicles and 930 vehicles or 1.38-1.52 spaces per unit. With a parking supply of 644 spaces, the subject site is considered to potentially be under-supplied.

TABLE 6.2: ITE PARKING DEMAND ESTIMATES

6.4 Vehicle Ownership Rates

Another predictor of parking demand is vehicle ownership. Given that vehicle ownership is a major determinant of the required residential parking, a review the Transportation Tomorrow Survey13 data regarding vehicle ownership for apartment and townhouse units in the City of Burlington was conducted. Table 6.3 summarizes the vehicle ownership characteristics for apartment and townhouse units in the City of Burlington. The area north of the Queen Elizabeth Way was selected as the subject site is located away from the central city portion of Burlington and is located near the urban boundary.

It should be noted that the City of Burlington defines stacked and back-to-back townhouses as apartments under the Development Charges (DC) by-laws.

“apartment dwelling” means a building containing more than four dwelling units where the units are connected by an interior corridor. Apartment dwelling also means those stacked townhouse dwellings or back-to-back townhouse dwellings that are development on a block approved for development at a minimum density of sixty (60) units per hectare, excluding the site area used or intended to be used as common outdoor amenity space, pursuant to an executed agreement entered into under

12 Institute of Transportation Engineers – Parking Generation, 4th Edition ISBN-1 3: 978-1 -933452-SS-s 13http://www.dmg.utoronto.ca/transportationtomorrowsurvey/ https://www.jpint.utoronto.ca/drs/index.html Zones -4099, 4096, 4191, 4095, 4188, 4098, 4097, 4094, 4189, 4079, 4080, 4078, 4093, 4084, 4190, 4081, 4090, 4089, 4085, 4087, 4083, 4086, 4082, 4091, 4088, 4092

Average 85th Average 85th

222 - High-Rise Apartment (Central City, not Downtown) 441 1.37 1.52 604 670

230 - Residential Condominium/Townhouse, Suburban 171 1.38 1.52 236 260

Total 612 1.37 1.52 840 930

Land UseNumberof Units

DemandRate



section 41 of the Planning Act, R.S.O. 1990, c. P.13 or successor legislation;14

As such the vehicle ownership levels and consequently the parking demand for the stacked and back-to-back townhouses are thought to be consistent with apartment units. Moreover, as the parking supply for the stacked townhouse units and the condominium units will be contained within the integrated parking structure the units are thought to have similar parking demands. This is further apparent when comparing the City of Burlington’s Zoning By-law parking requirements for two bedroom condominium apartment units to the stacked townhouse unit requirements. Both unit types have a Zoning By-law parking requirement of 1.85 spaces per unit (inclusive of visitors).

The data indicates that apartment units have a lower overall ownership rate of 1.13 vehicles per unit when compared to 1.53 vehicles per townhouse unit. Using the data noted above and a first principles approach, the potential vehicle ownership for the subject site is estimated to be 700 vehicles. However, this estimate does not include the potential visitor parking demand requirements.

The City of Burlington Zoning By-law suggests that visitor parking demands are in the order of 0.35 to 0.50 spaces per unit, depending on the unit type. As per Table 6.1, the site’s visitor parking demand is estimated to be 218 spaces. Combining this estimate with the TTS vehicle ownership rates the site would experience a parking deficit of approximately 194 spaces.

TABLE 6.3: TTS VEHICLE OWNERSHIP RATES BY UNIT TYPE (CITY OF BURLINGTON)

14 burlington.ca/en/services-for-you/Development-Charges.asp#

Apartment 591 1.13 668

Townhouse 21 1.53 32

700

218

918

Subtotal - Visitor

Total Demand

Unit TypeNumberof Units

Rate Demand

Subtotal - Residential



6.5 Parking Utilization Survey

To better understand the parking demands for these types of residential developments Paradigm and the City of Burlington have been collecting parking data for apartment, stacked townhouse and townhouse sites in the City of Burlington and the Town of Oakville. Data has been collected at six apartment condominium unit sites, two stacked townhouse sites, and four regular townhouse sites. The parking demand data is outlined in Table 6.4. It should be noted that all of the buildings that were surveyed did not incorporate TDM measures with the exception of the Mod’rn at 1284 Guelph Line. The townhouse data and the apartment data collected by Paradigm is provided in Appendix G. The City of Burlington in June 2015 recommended the four regular townhouse sites for survey.

TABLE 6.4: PARKING DEMAND SURVEY DATA

The observed parking demand data suggests the following:

Apartment units

Average resident parking demand of 0.86 spaces per unit; and

Average visitor parking demand of 0.14 spaces per unit.

Stacked townhouse units

Average resident parking demand of 0.83 spaces per unit; and

Average visitor parking demand of 0.19 spaces per unit.

Townhouse units

Resident Visitor Total

1980 Imperial Way 0.96 0.12 1.08

1980 Imperial Way 0.93 0.05 0.98

1998 Ironstone Dr. 0.83 0.07 0.90

3060-3070 Rotary Way 0.97 0.19 1.16

1284 Guelph Line - Day 1* 0.69 0.17 0.86

1284 Guelph Line - Day 2* 0.68 0.24 0.92

1284 Guelph Line - Day 3** 0.87 0.10 0.97

1284 Guelph Line - Day 4** 0.93 0.14 1.07

0.86 0.14 0.99

2557 Sixth Line - Day 1 0.81 0.19 1.00

2557 Sixth Line - Day 2 0.84 0.19 1.03

2557 Sixth Line - Day 3 0.83 0.19 1.02

0.83 0.19 1.02

362 Plains Rd E 2.34

1401 Plains Rd E 1.71

4266 Fairview E 1.81

5080 Fairview E 1.97

1.96

* Residents abusing visitor parking

**Parking turnover data collected to identify visitor parking demand vs. resident

Unit Type Municipality AddressRate Per Unit

City of BurlingtonApartment

Average Townhouse Rate

Average Apartment Rate

1.81

1.71

2.34

Town of Oakville

City of BurlingtonTownhouse

1.97

Average Stacked Townhouse Rate

1.96

Stacked Townhouse



Average parking demand of 1.96 spaces per unit. As visitors to the regular townhouse units will be relying on the site’s structure parking for parking demand, it is recommended that the City’s Zoning By-law requirements of 0.35 spaces per unit for stacked townhouse and condominium units be supplied for the 21 proposed regular townhouse units.

Applying the average observed rates to the subject site, the overall parking demand is estimated to be 643 parking spaces or 1.05 spaces per unit. The estimated demand is summarized in Table 6.5 and the following is recommended:

The site’s residential parking supply be no lower than 545 spaces.


TABLE 6.5: CITY OF BURLINGTON SURVEY PARKING DEMAND RATES

6.6 Summary of Parking Demand Estimates

The parking demand for the subject site has been estimated using four methodologies as discussed in detail above. The proposed development is estimated to have weekday parking demands in the order of 647 spaces to 1,074 spaces, depending upon the methodology used. Table 6.6 provides a summary of the four methodologies used to estimate the site’s parking demand.

Relying on the local parking demand data that has been collected (which would be the best predictor of parking demands for this site), the site’s parking demand is estimated to be approximately 643 spaces inclusive of residents and visitors. Therefore, the site’s proposed parking supply of 644 spaces is anticipated to fully accommodate the site’s parking demand.

Furthermore, the proposed parking supply can be managed with an effective Transportation Demand Management program which is being provided by the applicant.

Resident Visitor Total Resident Visitor Total

Apartment Units 441 0.86 0.14 1.00 379 62 441

Stacked Townhouse Units 150 0.83 0.19 1.03 125 29 154

Townhouse Units 21 1.96 0.35 1.96 41 7 41

Overall Estimated Demand 612 0.89 0.16 1.05 545 98 643

RateUnit Type Units

Demand



TABLE 6.6: SUMMARY OF PARKING ESTIMATES

6.7 TDM Parking Reductions

The City of Burlington currently does not have any specific reductions for parking requirements with developments that have TDM measures incorporated into the overall design of the site. However the Region of Waterloo has developed a TDM checklist which is a tool intended for developers’ when determining potential parking reductions in exchange for certain TDM measures.

The parking reduction calculations by the worksheet are context-dependent and are applied to the zoning by-law parking requirements. For instance, a development in an urban growth centre would generate a larger potential parking reduction than a similar development in a suburban location because there are more high frequency transportation services and amenities available. TDM-related parking management options are also consistent with the best practices of other municipalities and serve to reduce the costs of higher density developments. The TDM worksheet is provided in Appendix H.

According to the Region of Waterloo TDM worksheet, the proposed development could potentially qualify for a 17 percent reduction (183 spaces) to the zoning by-law parking supply as outlined in Table 6.7.

City of Burlington's Zoning By-Law 1,074 1.75

ITE Parking Generation Rates - Low 840 1.37

ITE Parking Generation Rates - High 930 1.52

TTS Auto Ownership* 918 1.50

Survey Data - Average 643 1.05

Rate perUnit

MethodologyEstimatedDemand



TABLE 6.7: POTENTIAL PARKING REDUCTIONS WITH TDM MEASURES

The TDM worksheet illustrates the potential benefits of providing a parking management plan in which the development addresses the transportation needs of all road users rather than relying solely on automobiles.

The proposed parking supply can be supported with the effective Transportation Demand Management incentives outlined in Section 3.3. The design and scale of the incentives will be finalized for approval during the Site Plan Application stage of development.

Percent Spaces

A1

Development incorporates functional building entrances that are oriented to public space or to locations where pedestrians and transit users arrive from such as a street, square, park or plaza.

1% 11

A5Provision of active uses at-grade along street frontages.

1% 11

B3aLocated in an UGC or within 800 m of a future Rapid Transit Station

12% 129

C775% of parking or more is located underground or in a structure

3% 32

17% 183

Pedestrian & Cyclist Orientation

Category

Total TDM Reductions

Parking

Public Transit Access

Reduction



7 Conclusions & Recommendations

7.1 Conclusions

The main findings and conclusions of this study are as follows:

Proposed Development: The proposed development is located at 4853 Thomas Alton Boulevard in the City of Burlington. The subject site is proposed to consist of 612 residential units with the following types:



21 Regular Townhouses.

The subject site’s parking demand is anticipated to be accommodated by 644 on-site parking spaces. The majority of spaces are contained within two underground parking structures. The structures are linked together.

The site concept plan does include provisions for Transportation Demand Management measures to mitigate the site’s parking demand and encourages all forms of transportation.

Vehicular access to the subject site will be provided by a single driveway connection to Thomas Alton Boulevard (Driveway “A”) which is located approximately 55 metres east of Columbus Drive. A second driveway connection is proposed to Palladium Way (Driveway “B”) which is located approximately 200 metres east of Appleby Line.

Development Generated Traffic: The development of the subject site is estimated to generate approximately 258 total vehicle trips during the AM peak hour and approximately 298 total vehicle trips during the PM peak hour. A 15 percent reduction in trip generation has been applied to account for non-auto oriented trips to/from the development. As a result, the site’s net generation is estimated to be 220 AM peak hour trips and 253 PM peak hour trips.

Parking Demand: The site’s parking demand will be managed through the use of Transportation Demand Management measures that have been incorporated in the overall site design to enhance and encourage alternative travel modes including transit, cycling and walking.

Relying on local parking demand data collected in the City of Burlington and the Town of Oakville, the site’s estimated parking demand is approximately 643 spaces or 1.05 spaces per unit.

Existing Traffic Conditions: The Appleby Line intersections with Palladium Way and Thomas Alton Boulevard along with the Thomas Alton Boulevard intersections with Valera Road and Columbus Drive generally define the study area. From a capacity perspective, these



intersections are currently operating with satisfactory levels of service during the AM and PM peak hours.

Forecast Background Traffic: The forecast background traffic volumes in the vicinity of the subject site have been assessed for a five-year horizon following the anticipated build-out of the subject site, Year 2026. The forecast traffic volumes are estimated to consist of a generalized growth rate of 1.0 percent per annum in addition to traffic related to the build-out of the surrounding lands.

The build out of the surrounding lands is forecast to increase the peak hour traffic volumes along the adjacent road network by approximately 1,487 new vehicle trips during the AM peak hour and approximately 2,153 new vehicle trips during the PM peak hour.

Background Traffic Conditions: The study area intersections are anticipated to continue to operate with satisfactory levels of service during the AM and PM peak hours. Localized queuing issues and high levels of side street delay to Appleby Line are anticipated to occur.

Total Traffic Conditions: The study area intersections are anticipated to continue to operate with satisfactory levels of service during the AM and PM peak hours. Localized queuing issues and high levels of side street delay to Appleby Line are anticipated to continue. No capacity issues are estimated to occur at the proposed site driveways (Driveway “A” and Driveway “B”) to the external road network.

Roadway Improvements: To assist in accommodating the forecast traffic volumes, the Halton Region should monitor the future operation of the Appleby Line corridor to ensure appropriate storage lane lengths are available and that signal timings are adjusted to reflect changing travel demands.

7.2 Recommendations

Based on the findings of this study, the following is recommended with respect to the subject site:

The proposed driveway connections to Thomas Alton Boulevard and Palladium Way operate under two-way stop control. A stop sign (Ra-1) should be installed on the side street approaches in accordance with the Ontario Traffic Manual Book 5.

To support a parking supply that is capable of accommodating the estimated future demand, the TDM measures outlined in Section 3.3 that are already included in the site plan and those that should be considered during the site plan approval stage be integrated into the final site plan design where possible.

The site’s residential parking supply be set no lower than 546 spaces.




The following is recommended with respect to external transportation issues that are not directly related to the development of the subject site:

The City of Burlington and Halton Region monitor the operation of the Appleby Line intersections with Palladium Way and Thomas Alton Boulevard to ensure appropriate signal timings are in place and that queuing conditions do not deteriorate to a point where the operation of the signalized intersections are reduced. Should queueing conditions deteriorate, consideration for additional storage lane lengths be considered, where feasible.

Burlington Transit continue to monitor ridership levels on Route 15 to ensure appropriate amenities are in place at local transit stops.

No other roadway or traffic control improvements are required or recommended at this time to accommodate the future traffic within the study area.


Paradigm Transportation Solutions Limited | Appendices

Appendix A

Existing Count Data

Paradigm Transportation Solutions Limited22 King Street South, Suite 300

Waterloo, Ontario, Canada N2J 1N8519-896-3163 [email protected]

Count Name: Appleby Line & Palladium WaySite Code:Start Date: 12/08/2015Page No: 1

Turning Movement Data

Start Time

Appleby Line Harrison Cres Appleby Line Palladium Way

Southbound Westbound Northbound Eastbound

Right Thru Left U-Turn Peds App.Total Right Thru Left U-Turn Peds App.

Total Right Thru Left U-Turn Peds App.Total Right Thru Left U-Turn Peds App.

Total Int. Total

7:00 AM 2 95 3 0 0 100 3 0 0 0 0 3 1 167 3 0 0 171 4 1 8 0 0 13 287

7:15 AM 1 113 4 0 0 118 3 1 2 0 0 6 1 227 3 0 0 231 5 1 11 0 0 17 372

7:30 AM 8 150 1 0 0 159 2 0 0 0 0 2 3 262 1 0 0 266 4 0 14 0 0 18 445

7:45 AM 3 143 1 0 0 147 3 2 1 0 0 6 0 243 5 0 0 248 5 0 10 0 0 15 416

Hourly Total 14 501 9 0 0 524 11 3 3 0 0 17 5 899 12 0 0 916 18 2 43 0 0 63 1520

8:00 AM 6 173 3 1 0 183 2 0 1 0 0 3 2 287 5 0 0 294 1 0 9 0 0 10 490

8:15 AM 3 154 5 0 0 162 4 0 0 0 0 4 2 235 2 0 0 239 4 0 12 0 0 16 421

8:30 AM 4 116 3 0 0 123 1 0 2 0 0 3 0 221 4 0 0 225 13 1 11 0 0 25 376

8:45 AM 6 138 3 0 0 147 1 0 1 0 0 2 2 175 2 0 0 179 2 0 5 0 0 7 335

Hourly Total 19 581 14 1 0 615 8 0 4 0 0 12 6 918 13 0 0 937 20 1 37 0 0 58 1622

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

3:00 PM 8 143 6 0 0 157 0 0 3 0 0 3 1 102 8 0 0 111 9 1 2 0 0 12 283

3:15 PM 5 142 7 0 0 154 0 0 8 0 0 8 0 110 4 0 0 114 9 0 0 0 0 9 285

3:30 PM 6 166 10 1 0 183 0 2 6 0 0 8 1 149 6 0 0 156 5 1 0 0 0 6 353

3:45 PM 8 154 9 0 0 171 0 1 2 0 0 3 1 122 6 0 0 129 3 0 0 0 0 3 306

Hourly Total 27 605 32 1 0 665 0 3 19 0 0 22 3 483 24 0 0 510 26 2 2 0 0 30 1227

4:00 PM 9 188 6 0 0 203 8 2 5 0 2 15 0 157 5 0 0 162 2 1 5 0 0 8 388

4:15 PM 13 196 6 0 0 215 6 1 5 0 0 12 5 164 7 0 0 176 2 0 8 0 0 10 413

4:30 PM 15 210 9 0 0 234 8 0 0 0 0 8 0 167 6 0 0 173 3 0 1 0 0 4 419

4:45 PM 10 250 7 0 0 267 6 3 4 0 0 13 1 185 4 0 0 190 5 0 3 0 0 8 478

Hourly Total 47 844 28 0 0 919 28 6 14 0 2 48 6 673 22 0 0 701 12 1 17 0 0 30 1698

5:00 PM 14 218 6 0 0 238 3 1 2 0 0 6 6 221 8 0 0 235 4 4 14 0 0 22 501

5:15 PM 10 239 5 0 0 254 4 3 8 0 1 15 3 183 3 0 0 189 7 1 0 0 0 8 466

5:30 PM 19 273 7 0 0 299 6 1 6 0 0 13 0 162 10 0 0 172 1 0 5 0 0 6 490

5:45 PM 11 175 8 1 0 195 1 1 3 0 0 5 1 120 2 1 0 124 5 1 3 0 0 9 333

Hourly Total 54 905 26 1 0 986 14 6 19 0 1 39 10 686 23 1 0 720 17 6 22 0 0 45 1790

Grand Total 161 3436 109 3 0 3709 61 18 59 0 3 138 30 3659 94 1 0 3784 93 12 121 0 0 226 7857

Approach % 4.3 92.6 2.9 0.1 - - 44.2 13.0 42.8 0.0 - - 0.8 96.7 2.5 0.0 - - 41.2 5.3 53.5 0.0 - - -

Total % 2.0 43.7 1.4 0.0 - 47.2 0.8 0.2 0.8 0.0 - 1.8 0.4 46.6 1.2 0.0 - 48.2 1.2 0.2 1.5 0.0 - 2.9 -

Lights 157 3326 109 3 - 3595 61 18 56 0 - 135 29 3512 93 1 - 3635 92 12 119 0 - 223 7588

% Lights 97.5 96.8 100.0 100.0 - 96.9 100.0 100.0 94.9 - - 97.8 96.7 96.0 98.9 100.0 - 96.1 98.9 100.0 98.3 - - 98.7 96.6

Mediums 2 80 0 0 - 82 0 0 1 0 - 1 0 116 1 0 - 117 1 0 0 0 - 1 201

% Mediums 1.2 2.3 0.0 0.0 - 2.2 0.0 0.0 1.7 - - 0.7 0.0 3.2 1.1 0.0 - 3.1 1.1 0.0 0.0 - - 0.4 2.6

Articulated Trucks 2 30 0 0 - 32 0 0 2 0 - 2 1 31 0 0 - 32 0 0 2 0 - 2 68

% ArticulatedTrucks 1.2 0.9 0.0 0.0 - 0.9 0.0 0.0 3.4 - - 1.4 3.3 0.8 0.0 0.0 - 0.8 0.0 0.0 1.7 - - 0.9 0.9

Pedestrians - - - - 0 - - - - - 3 - - - - - 0 - - - - - 0 - -

% Pedestrians - - - - - - - - - - 100.0 - - - - - - - - - - - - - -




12/08/2015 7:00 AMEnding At12/08/2015 6:00 PM

LightsMediumsArticulated TrucksPedestrians

Appleby Line [N]

Out In Total

3695 3595 7290

116 82 198

33 32 65

0 0 0

3844 3709 7553

157 3326 109 3 0

2 80 0 0 0

2 30 0 0 0

0 0 0 0 0

161 3436 109 3 0R T L U P

151 0 1 0 150

Out

138 0 2 1 135

In

289 0 3 1 285

Total

Harrison C

res [E]

R 61 0 0 0 61

T 18 0 0 0 18

L 59 0 2 1 56

U 0 0 0 0 0

P 3 3 0 0 0

3475 3635 7110

82 117 199

32 32 64

0 0 0

3589 3784 7373Out In Total

Appleby Line [S]

U L T R P

1 93 3512 29 0

0 1 116 0 0

0 0 31 1 0

0 0 0 0 0

1 94 3659 30 0

Pal

ladi

um W

ay [W

]

Tota

l

491 4 4 0 499

In 223 1 2 0 226

Out

268 3 2 0 273

0 0 0 0 0 U

119 0 2 0 121 L

12 0 0 0 12 T

92 1 0 0 93 R

0 0 0 0 0 P

Turning Movement Data Plot




Turning Movement Peak Hour Data (7:30 AM)

Start Time





Total Int. Total

7:30 AM 8 150 1 0 0 159 2 0 0 0 0 2 3 262 1 0 0 266 4 0 14 0 0 18 445

7:45 AM 3 143 1 0 0 147 3 2 1 0 0 6 0 243 5 0 0 248 5 0 10 0 0 15 416

8:00 AM 6 173 3 1 0 183 2 0 1 0 0 3 2 287 5 0 0 294 1 0 9 0 0 10 490

8:15 AM 3 154 5 0 0 162 4 0 0 0 0 4 2 235 2 0 0 239 4 0 12 0 0 16 421

Total 20 620 10 1 0 651 11 2 2 0 0 15 7 1027 13 0 0 1047 14 0 45 0 0 59 1772

Approach % 3.1 95.2 1.5 0.2 - - 73.3 13.3 13.3 0.0 - - 0.7 98.1 1.2 0.0 - - 23.7 0.0 76.3 0.0 - - -

Total % 1.1 35.0 0.6 0.1 - 36.7 0.6 0.1 0.1 0.0 - 0.8 0.4 58.0 0.7 0.0 - 59.1 0.8 0.0 2.5 0.0 - 3.3 -

PHF 0.625 0.896 0.500 0.250 - 0.889 0.688 0.250 0.500 0.000 - 0.625 0.583 0.895 0.650 0.000 - 0.890 0.700 0.000 0.804 0.000 - 0.819 0.904

Lights 19 601 10 1 - 631 11 2 1 0 - 14 6 995 12 0 - 1013 14 0 44 0 - 58 1716

% Lights 95.0 96.9 100.0 100.0 - 96.9 100.0 100.0 50.0 - - 93.3 85.7 96.9 92.3 - - 96.8 100.0 - 97.8 - - 98.3 96.8

Mediums 0 15 0 0 - 15 0 0 0 0 - 0 0 28 1 0 - 29 0 0 0 0 - 0 44

% Mediums 0.0 2.4 0.0 0.0 - 2.3 0.0 0.0 0.0 - - 0.0 0.0 2.7 7.7 - - 2.8 0.0 - 0.0 - - 0.0 2.5


% ArticulatedTrucks 5.0 0.6 0.0 0.0 - 0.8 0.0 0.0 50.0 - - 6.7 14.3 0.4 0.0 - - 0.5 0.0 - 2.2 - - 1.7 0.7

Pedestrians - - - - 0 - - - - - 0 - - - - - 0 - - - - - 0 - -

% Pedestrians - - - - - - - - - - - - - - - - - - - - - - - - -




Peak Hour Data

12/08/2015 7:30 AMEnding At12/08/2015 8:30 AM


Appleby Line [N]

Out In Total

1051 631 1682

28 15 43

5 5 10

0 0 0

1084 651 1735

19 601 10 1 0

0 15 0 0 0

1 4 0 0 0

0 0 0 0 0

20 620 10 1 0R T L U P

17 0 1 0 16

Out

15 0 1 0 14 In

32 0 2 0 30

Total

Harrison C

res [E]

R 11 0 0 0 11

T 2 0 0 0 2

L 2 0 1 0 1

U 0 0 0 0 0

P 0 0 0 0 0

616 1013 1629

15 29 44

5 5 10

0 0 0

636 1047 1683Out In Total

Appleby Line [S]

U L T R P

0 12 995 6 0

0 1 28 0 0

0 0 4 1 0

0 0 0 0 0

0 13 1027 7 0

Pal

ladi

um W

ay [W

]

Tota

l

91 1 2 0 94

In 58 0 1 0 59

Out 33 1 1 0 35

0 0 0 0 0 U

44 0 1 0 45 L

0 0 0 0 0 T

14 0 0 0 14 R

0 0 0 0 0 P

Turning Movement Peak Hour Data Plot (7:30 AM)




Turning Movement Peak Hour Data (4:45 PM)

Start Time





Total Int. Total

4:45 PM 10 250 7 0 0 267 6 3 4 0 0 13 1 185 4 0 0 190 5 0 3 0 0 8 478

5:00 PM 14 218 6 0 0 238 3 1 2 0 0 6 6 221 8 0 0 235 4 4 14 0 0 22 501

5:15 PM 10 239 5 0 0 254 4 3 8 0 1 15 3 183 3 0 0 189 7 1 0 0 0 8 466

5:30 PM 19 273 7 0 0 299 6 1 6 0 0 13 0 162 10 0 0 172 1 0 5 0 0 6 490

Total 53 980 25 0 0 1058 19 8 20 0 1 47 10 751 25 0 0 786 17 5 22 0 0 44 1935

Approach % 5.0 92.6 2.4 0.0 - - 40.4 17.0 42.6 0.0 - - 1.3 95.5 3.2 0.0 - - 38.6 11.4 50.0 0.0 - - -

Total % 2.7 50.6 1.3 0.0 - 54.7 1.0 0.4 1.0 0.0 - 2.4 0.5 38.8 1.3 0.0 - 40.6 0.9 0.3 1.1 0.0 - 2.3 -

PHF 0.697 0.897 0.893 0.000 - 0.885 0.792 0.667 0.625 0.000 - 0.783 0.417 0.850 0.625 0.000 - 0.836 0.607 0.313 0.393 0.000 - 0.500 0.966

Lights 53 968 25 0 - 1046 19 8 20 0 - 47 10 736 25 0 - 771 17 5 22 0 - 44 1908

% Lights 100.0 98.8 100.0 - - 98.9 100.0 100.0 100.0 - - 100.0 100.0 98.0 100.0 - - 98.1 100.0 100.0 100.0 - - 100.0 98.6

Mediums 0 9 0 0 - 9 0 0 0 0 - 0 0 11 0 0 - 11 0 0 0 0 - 0 20

% Mediums 0.0 0.9 0.0 - - 0.9 0.0 0.0 0.0 - - 0.0 0.0 1.5 0.0 - - 1.4 0.0 0.0 0.0 - - 0.0 1.0


% ArticulatedTrucks 0.0 0.3 0.0 - - 0.3 0.0 0.0 0.0 - - 0.0 0.0 0.5 0.0 - - 0.5 0.0 0.0 0.0 - - 0.0 0.4

Pedestrians - - - - 0 - - - - - 1 - - - - - 0 - - - - - 0 - -

% Pedestrians - - - - - - - - - - 100.0 - - - - - - - - - - - - - -




Peak Hour Data

12/08/2015 4:45 PMEnding At12/08/2015 5:45 PM


Appleby Line [N]

Out In Total

777 1046 1823

11 9 20

4 3 7

0 0 0

792 1058 1850

53 968 25 0 0

0 9 0 0 0

0 3 0 0 0

0 0 0 0 0

53 980 25 0 0R T L U P

40 0 0 0 40

Out

47 0 0 0 47 In

87 0 0 0 87

Total

Harrison C

res [E]

R 19 0 0 0 19

T 8 0 0 0 8

L 20 0 0 0 20

U 0 0 0 0 0

P 1 1 0 0 0

1005 771 1776

9 11 20

3 4 7

0 0 0


Appleby Line [S]

U L T R P

0 25 736 10 0

0 0 11 0 0

0 0 4 0 0

0 0 0 0 0

0 25 751 10 0

Pal

ladi

um W

ay [W

]

Tota

l

130 0 0 0 130

In 44 0 0 0 44

Out 86 0 0 0 86

0 0 0 0 0 U

22 0 0 0 22 L

5 0 0 0 5 T

17 0 0 0 17 R

0 0 0 0 0 P

Turning Movement Peak Hour Data Plot (4:45 PM)



Count Name: Appleby Line & Thomas Alton BlvdSite Code:Start Date: 12/08/2015Page No: 1


Start Time

Applyby Line Lowes Plaza Entrance Applyby Line Thomas Alton Blvd




Total Int. Total

7:00 AM 1 99 0 0 0 100 0 1 6 0 0 7 3 135 13 0 0 151 77 1 28 0 0 106 364

7:15 AM 2 117 0 0 0 119 2 0 2 0 0 4 7 177 21 0 0 205 77 0 46 0 1 123 451

7:30 AM 4 146 0 0 0 150 2 1 2 0 0 5 7 212 18 0 0 237 107 1 42 0 0 150 542

7:45 AM 9 151 0 0 0 160 2 0 6 0 0 8 8 205 27 0 0 240 103 1 48 0 0 152 560

Hourly Total 16 513 0 0 0 529 6 2 16 0 0 24 25 729 79 0 0 833 364 3 164 0 1 531 1917

8:00 AM 12 164 0 0 0 176 0 0 3 0 0 3 5 254 27 0 0 286 92 1 43 0 0 136 601

8:15 AM 5 174 0 0 0 179 0 0 3 0 0 3 4 198 27 0 0 229 84 1 37 0 0 122 533

8:30 AM 2 121 0 0 0 123 0 1 9 0 0 10 13 203 25 0 0 241 119 0 43 0 0 162 536

8:45 AM 6 141 0 0 0 147 2 1 5 0 0 8 13 157 30 1 0 201 82 2 22 0 0 106 462

Hourly Total 25 600 0 0 0 625 2 2 20 0 0 24 35 812 109 1 0 957 377 4 145 0 0 526 2132

9:00 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 1 1 0 0 0 0 1 3

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

Hourly Total 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 1 1 0 0 0 0 1 3

3:00 PM 16 137 0 0 0 153 1 3 22 0 0 26 25 106 61 0 0 192 55 3 3 0 0 61 432

3:15 PM 17 137 1 0 0 155 1 4 26 0 0 31 18 92 47 0 0 157 56 4 22 0 0 82 425

3:30 PM 18 161 1 0 0 180 3 3 21 0 0 27 20 153 60 1 0 234 55 0 8 0 0 63 504

3:45 PM 9 159 0 0 0 168 0 1 18 0 0 19 17 117 73 0 0 207 38 5 10 0 0 53 447

Hourly Total 60 594 2 0 0 656 5 11 87 0 0 103 80 468 241 1 0 790 204 12 43 0 0 259 1808

4:00 PM 28 159 0 0 0 187 1 1 18 0 0 20 14 163 66 0 0 243 44 1 10 0 0 55 505

4:15 PM 25 183 0 0 0 208 1 2 13 0 1 16 14 165 87 0 0 266 44 2 10 0 0 56 546

4:30 PM 23 203 0 0 0 226 2 4 15 0 0 21 25 165 79 1 0 270 47 2 15 0 0 64 581

4:45 PM 36 203 0 0 0 239 2 3 18 0 0 23 16 184 66 0 0 266 61 4 5 0 0 70 598

Hourly Total 112 748 0 0 0 860 6 10 64 0 1 80 69 677 298 1 0 1045 196 9 40 0 0 245 2230

5:00 PM 35 211 0 0 0 246 3 2 15 0 0 20 14 214 89 0 0 317 67 1 8 0 1 76 659

5:15 PM 29 234 1 0 0 264 1 3 11 0 0 15 23 199 88 1 0 311 42 1 7 0 1 50 640

5:30 PM 42 217 0 0 2 259 1 2 17 0 0 20 17 147 116 0 0 280 55 3 9 0 0 67 626

5:45 PM 24 158 0 0 0 182 1 0 18 0 0 19 17 122 118 1 0 258 46 1 9 0 0 56 515

Hourly Total 130 820 1 0 2 951 6 7 61 0 0 74 71 682 411 2 0 1166 210 6 33 0 2 249 2440

6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 343 3276 3 0 2 3622 25 32 248 0 1 305 280 3368 1139 5 0 4792 1352 34 425 0 3 1811 10530

Approach % 9.5 90.4 0.1 0.0 - - 8.2 10.5 81.3 0.0 - - 5.8 70.3 23.8 0.1 - - 74.7 1.9 23.5 0.0 - - -

Total % 3.3 31.1 0.0 0.0 - 34.4 0.2 0.3 2.4 0.0 - 2.9 2.7 32.0 10.8 0.0 - 45.5 12.8 0.3 4.0 0.0 - 17.2 -

Lights 334 3167 3 0 - 3504 24 32 245 0 - 301 273 3230 1103 5 - 4611 1309 33 412 0 - 1754 10170

% Lights 97.4 96.7 100.0 - - 96.7 96.0 100.0 98.8 - - 98.7 97.5 95.9 96.8 100.0 - 96.2 96.8 97.1 96.9 - - 96.9 96.6

Mediums 8 73 0 0 - 81 0 0 3 0 - 3 3 95 36 0 - 134 42 1 13 0 - 56 274

% Mediums 2.3 2.2 0.0 - - 2.2 0.0 0.0 1.2 - - 1.0 1.1 2.8 3.2 0.0 - 2.8 3.1 2.9 3.1 - - 3.1 2.6


% ArticulatedTrucks 0.3 1.1 0.0 - - 1.0 4.0 0.0 0.0 - - 0.3 1.4 1.3 0.0 0.0 - 1.0 0.1 0.0 0.0 - - 0.1 0.8

Pedestrians - - - - 2 - - - - - 1 - - - - - 0 - - - - - 3 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - - - - - - - 100.0 - -




12/08/2015 7:00 AMEnding At12/08/2015 6:15 PM


Applyby Line [N]

Out In Total

3666 3504 7170

108 81 189

44 37 81

0 0 0

3818 3622 7440

334 3167 3 0 0

8 73 0 0 0

1 36 0 0 0

0 0 0 0 2

343 3276 3 0 2R T L U P

317 0 4 4 309

Out

305 0 1 3 301

In

622 0 5 7 610

Total

Lowes P

laza Entrance [E

]

R 25 0 1 0 24

T 32 0 0 0 32

L 248 0 0 3 245

U 0 0 0 0 0

P 1 1 0 0 0

4726 4611 9337

118 134 252

37 47 84

0 0 0

4881 4792 9673Out In Total

Applyby Line [S]

U L T R P

5 1103 3230 273 0

0 36 95 3 0

0 0 43 4 0

0 0 0 0 0

5 1139 3368 280 0

Thom

as A

lton

Blv

d [W

]

Tota

l

3223

100 2 0

3325

In

1754 56 1 0

1811

Out

1469 44 1 0

1514

0 0 0 0 0 U

412

13 0 0 425 L

33 1 0 0 34 T

1309 42 1 0

1352 R

0 0 0 3 3 P






Start Time





Total Int. Total

7:30 AM 4 146 0 0 0 150 2 1 2 0 0 5 7 212 18 0 0 237 107 1 42 0 0 150 542

7:45 AM 9 151 0 0 0 160 2 0 6 0 0 8 8 205 27 0 0 240 103 1 48 0 0 152 560

8:00 AM 12 164 0 0 0 176 0 0 3 0 0 3 5 254 27 0 0 286 92 1 43 0 0 136 601

8:15 AM 5 174 0 0 0 179 0 0 3 0 0 3 4 198 27 0 0 229 84 1 37 0 0 122 533

Total 30 635 0 0 0 665 4 1 14 0 0 19 24 869 99 0 0 992 386 4 170 0 0 560 2236

Approach % 4.5 95.5 0.0 0.0 - - 21.1 5.3 73.7 0.0 - - 2.4 87.6 10.0 0.0 - - 68.9 0.7 30.4 0.0 - - -

Total % 1.3 28.4 0.0 0.0 - 29.7 0.2 0.0 0.6 0.0 - 0.8 1.1 38.9 4.4 0.0 - 44.4 17.3 0.2 7.6 0.0 - 25.0 -

PHF 0.625 0.912 0.000 0.000 - 0.929 0.500 0.250 0.583 0.000 - 0.594 0.750 0.855 0.917 0.000 - 0.867 0.902 1.000 0.885 0.000 - 0.921 0.930

Lights 26 618 0 0 - 644 4 1 14 0 - 19 22 835 87 0 - 944 373 4 168 0 - 545 2152

% Lights 86.7 97.3 - - - 96.8 100.0 100.0 100.0 - - 100.0 91.7 96.1 87.9 - - 95.2 96.6 100.0 98.8 - - 97.3 96.2

Mediums 4 11 0 0 - 15 0 0 0 0 - 0 2 28 12 0 - 42 13 0 2 0 - 15 72

% Mediums 13.3 1.7 - - - 2.3 0.0 0.0 0.0 - - 0.0 8.3 3.2 12.1 - - 4.2 3.4 0.0 1.2 - - 2.7 3.2


% ArticulatedTrucks 0.0 0.9 - - - 0.9 0.0 0.0 0.0 - - 0.0 0.0 0.7 0.0 - - 0.6 0.0 0.0 0.0 - - 0.0 0.5

Pedestrians - - - - 0 - - - - - 0 - - - - - 0 - - - - - 0 - -

% Pedestrians - - - - - - - - - - - - - - - - - - - - - - - - -




Peak Hour Data

12/08/2015 7:30 AMEnding At12/08/2015 8:30 AM


Applyby Line [N]

Out In Total

1007 644 1651

30 15 45

6 6 12

0 0 0

1043 665 1708

26 618 0 0 0

4 11 0 0 0

0 6 0 0 0

0 0 0 0 0

30 635 0 0 0R T L U P

28 0 0 2 26

Out

19 0 0 0 19 In

47 0 0 2 45

Total

Lowes P

laza Entrance [E

]

R 4 0 0 0 4

T 1 0 0 0 1

L 14 0 0 0 14

U 0 0 0 0 0

P 0 0 0 0 0

1005 944 1949

24 42 66

6 6 12

0 0 0


Applyby Line [S]

U L T R P

0 87 835 22 0

0 12 28 2 0

0 0 6 0 0

0 0 0 0 0

0 99 869 24 0

Thom

as A

lton

Blv

d [W

]

Tota

l

659

31 0 0 690

In 545

15 0 0 560

Out

114

16 0 0 130

0 0 0 0 0 U

168 2 0 0 170 L

4 0 0 0 4 T

373

13 0 0 386 R

0 0 0 0 0 P






Start Time





Total Int. Total

4:45 PM 36 203 0 0 0 239 2 3 18 0 0 23 16 184 66 0 0 266 61 4 5 0 0 70 598

5:00 PM 35 211 0 0 0 246 3 2 15 0 0 20 14 214 89 0 0 317 67 1 8 0 1 76 659

5:15 PM 29 234 1 0 0 264 1 3 11 0 0 15 23 199 88 1 0 311 42 1 7 0 1 50 640

5:30 PM 42 217 0 0 2 259 1 2 17 0 0 20 17 147 116 0 0 280 55 3 9 0 0 67 626

Total 142 865 1 0 2 1008 7 10 61 0 0 78 70 744 359 1 0 1174 225 9 29 0 2 263 2523

Approach % 14.1 85.8 0.1 0.0 - - 9.0 12.8 78.2 0.0 - - 6.0 63.4 30.6 0.1 - - 85.6 3.4 11.0 0.0 - - -

Total % 5.6 34.3 0.0 0.0 - 40.0 0.3 0.4 2.4 0.0 - 3.1 2.8 29.5 14.2 0.0 - 46.5 8.9 0.4 1.1 0.0 - 10.4 -

PHF 0.845 0.924 0.250 0.000 - 0.955 0.583 0.833 0.847 0.000 - 0.848 0.761 0.869 0.774 0.250 - 0.926 0.840 0.563 0.806 0.000 - 0.865 0.957

Lights 142 853 1 0 - 996 7 10 60 0 - 77 70 732 354 1 - 1157 216 9 29 0 - 254 2484

% Lights 100.0 98.6 100.0 - - 98.8 100.0 100.0 98.4 - - 98.7 100.0 98.4 98.6 100.0 - 98.6 96.0 100.0 100.0 - - 96.6 98.5

Mediums 0 8 0 0 - 8 0 0 1 0 - 1 0 9 5 0 - 14 9 0 0 0 - 9 32

% Mediums 0.0 0.9 0.0 - - 0.8 0.0 0.0 1.6 - - 1.3 0.0 1.2 1.4 0.0 - 1.2 4.0 0.0 0.0 - - 3.4 1.3


% ArticulatedTrucks 0.0 0.5 0.0 - - 0.4 0.0 0.0 0.0 - - 0.0 0.0 0.4 0.0 0.0 - 0.3 0.0 0.0 0.0 - - 0.0 0.3

Pedestrians - - - - 2 - - - - - 0 - - - - - 0 - - - - - 2 - -

% Pedestrians - - - - 100.0 - - - - - - - - - - - - - - - - - 100.0 - -




Peak Hour Data

12/08/2015 4:45 PMEnding At12/08/2015 5:45 PM


Applyby Line [N]

Out In Total

768 996 1764

9 8 17

3 4 7

0 0 0

780 1008 1788

142 853 1 0 0

0 8 0 0 0

0 4 0 0 0

0 0 0 0 2

142 865 1 0 2R T L U P

80 0 0 0 80

Out

78 0 0 1 77 In

158 0 0 1 157

Total

Lowes P

laza Entrance [E

]

R 7 0 0 0 7

T 10 0 0 0 10

L 61 0 0 1 60

U 0 0 0 0 0

P 0 0 0 0 0

1130 1157 2287

18 14 32

4 3 7

0 0 0

1152 1174 2326Out In Total

Applyby Line [S]

U L T R P

1 354 732 70 0

0 5 9 0 0

0 0 3 0 0

0 0 0 0 0

1 359 744 70 0

Thom

as A

lton

Blv

d [W

]

Tota

l

760

14 0 0 774

In 254 9 0 0 263

Out

506 5 0 0 511

0 0 0 0 0 U

29 0 0 0 29 L

9 0 0 0 9 T

216 9 0 0 225 R

0 0 0 2 2 P




Count Name: Thomas Alton Blvd & Valera RoadSite Code:Start Date: 12/08/2015Page No: 1


Start Time

Plaza Entrance Thomas Alton Blvd Valera Road Thomas Alton Blvd




Total Int. Total

7:00 AM 0 0 0 0 0 0 0 16 0 0 0 16 13 0 0 0 0 13 0 92 0 0 0 92 121

7:15 AM 0 0 1 0 1 1 2 22 1 0 1 25 13 0 0 0 0 13 0 109 1 0 0 110 149

7:30 AM 1 0 0 0 0 1 1 18 2 0 0 21 14 0 0 0 0 14 0 136 2 0 0 138 174

7:45 AM 0 1 0 0 0 1 2 32 5 0 0 39 11 1 1 0 0 13 1 140 0 0 0 141 194

Hourly Total 1 1 1 0 1 3 5 88 8 0 1 101 51 1 1 0 0 53 1 477 3 0 0 481 638

8:00 AM 0 0 0 0 0 0 4 33 2 0 0 39 13 1 2 0 0 16 0 122 2 0 0 124 179

8:15 AM 5 1 0 0 0 6 2 27 2 0 0 31 12 3 8 0 0 23 2 108 20 0 0 130 190

8:30 AM 19 2 0 0 2 21 1 27 1 0 0 29 9 0 2 0 0 11 4 152 15 0 0 171 232

8:45 AM 0 0 0 0 0 0 1 29 2 0 0 32 17 1 1 0 0 19 2 88 1 0 0 91 142

Hourly Total 24 3 0 0 2 27 8 116 7 0 0 131 51 5 13 0 0 69 8 470 38 0 0 516 743

9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

3:00 PM 27 0 2 0 0 29 1 74 10 0 0 85 5 0 1 0 2 6 3 55 3 0 0 61 181

3:15 PM 2 0 1 0 0 3 1 60 7 0 1 68 7 0 1 0 1 8 0 72 3 0 0 75 154

3:30 PM 3 1 5 0 0 9 1 68 13 0 0 82 4 0 1 0 0 5 0 57 1 0 0 58 154

3:45 PM 2 2 0 0 0 4 0 80 7 0 0 87 9 0 0 0 4 9 1 42 1 0 0 44 144

Hourly Total 34 3 8 0 0 45 3 282 37 0 1 322 25 0 3 0 7 28 4 226 8 0 0 238 633

4:00 PM 2 1 0 0 2 3 1 78 8 0 0 87 9 2 5 0 4 16 2 44 0 0 0 46 152

4:15 PM 3 1 0 0 0 4 0 100 17 0 0 117 11 0 1 0 1 12 1 45 0 0 0 46 179

4:30 PM 1 1 0 0 0 2 1 89 9 0 0 99 5 0 0 0 2 5 0 55 3 0 0 58 164

4:45 PM 1 0 1 0 1 2 1 96 11 0 1 108 6 0 0 0 0 6 1 61 0 0 0 62 178

Hourly Total 7 3 1 0 3 11 3 363 45 0 1 411 31 2 6 0 7 39 4 205 3 0 0 212 673

5:00 PM 2 1 3 0 0 6 1 108 11 0 0 120 7 0 0 0 0 7 0 66 0 0 0 66 199

5:15 PM 2 0 0 0 0 2 1 109 13 0 0 123 5 1 1 0 1 7 0 46 0 0 1 46 178

5:30 PM 3 1 2 0 0 6 0 137 17 0 0 154 9 0 0 0 0 9 2 52 0 0 0 54 223

5:45 PM 3 1 0 0 0 4 1 125 16 0 0 142 6 0 0 0 2 6 1 50 0 0 0 51 203

Hourly Total 10 3 5 0 0 18 3 479 57 0 0 539 27 1 1 0 3 29 3 214 0 0 1 217 803

Grand Total 76 13 15 0 6 104 22 1328 154 0 3 1504 185 9 24 0 17 218 20 1592 52 0 1 1664 3490

Approach % 73.1 12.5 14.4 0.0 - - 1.5 88.3 10.2 0.0 - - 84.9 4.1 11.0 0.0 - - 1.2 95.7 3.1 0.0 - - -

Total % 2.2 0.4 0.4 0.0 - 3.0 0.6 38.1 4.4 0.0 - 43.1 5.3 0.3 0.7 0.0 - 6.2 0.6 45.6 1.5 0.0 - 47.7 -

Lights 75 13 15 0 - 103 22 1283 154 0 - 1459 180 9 22 0 - 211 19 1541 51 0 - 1611 3384

% Lights 98.7 100.0 100.0 - - 99.0 100.0 96.6 100.0 - - 97.0 97.3 100.0 91.7 - - 96.8 95.0 96.8 98.1 - - 96.8 97.0

Mediums 1 0 0 0 - 1 0 44 0 0 - 44 4 0 2 0 - 6 1 50 1 0 - 52 103

% Mediums 1.3 0.0 0.0 - - 1.0 0.0 3.3 0.0 - - 2.9 2.2 0.0 8.3 - - 2.8 5.0 3.1 1.9 - - 3.1 3.0


% ArticulatedTrucks 0.0 0.0 0.0 - - 0.0 0.0 0.1 0.0 - - 0.1 0.5 0.0 0.0 - - 0.5 0.0 0.1 0.0 - - 0.1 0.1

Pedestrians - - - - 6 - - - - - 3 - - - - - 17 - - - - - 1 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




12/08/2015 7:00 AMEnding At12/08/2015 6:00 PM


Plaza Entrance [N]

Out In Total

82 103 185

1 1 2

0 0 0

0 0 0

83 104 187

75 13 15 0 0

1 0 0 0 0

0 0 0 0 0

0 0 0 0 6

76 13 15 0 6R T L U P

17920 2 54

1736

Out

15040 1 44

1459

In

32960 3 98

3195

Total

Thomas A

lton Blvd [E

]

R 22 0 0 0 22

T1328

0 1 441283

L 154 0 0 0 154

U 0 0 0 0 0

P 3 3 0 0 0

186 211 397

1 6 7

0 1 1

0 0 0


Valera Road [S]

U L T R P

0 22 9 180 0

0 2 0 4 0

0 0 0 1 0

0 0 0 0 17

0 24 9 185 17

Thom

as A

lton

Blv

d [W

]

Tota

l

2991 99 2 0

3092

In

1611 52 1 0

1664

Out

1380 47 1 0

1428

0 0 0 0 0 U

51 1 0 0 52 L

1541 50 1 0

1592 T

19 1 0 0 20 R

0 0 0 1 1 P






Start Time





Total Int. Total

7:45 AM 0 1 0 0 0 1 2 32 5 0 0 39 11 1 1 0 0 13 1 140 0 0 0 141 194

8:00 AM 0 0 0 0 0 0 4 33 2 0 0 39 13 1 2 0 0 16 0 122 2 0 0 124 179

8:15 AM 5 1 0 0 0 6 2 27 2 0 0 31 12 3 8 0 0 23 2 108 20 0 0 130 190

8:30 AM 19 2 0 0 2 21 1 27 1 0 0 29 9 0 2 0 0 11 4 152 15 0 0 171 232

Total 24 4 0 0 2 28 9 119 10 0 0 138 45 5 13 0 0 63 7 522 37 0 0 566 795

Approach % 85.7 14.3 0.0 0.0 - - 6.5 86.2 7.2 0.0 - - 71.4 7.9 20.6 0.0 - - 1.2 92.2 6.5 0.0 - - -

Total % 3.0 0.5 0.0 0.0 - 3.5 1.1 15.0 1.3 0.0 - 17.4 5.7 0.6 1.6 0.0 - 7.9 0.9 65.7 4.7 0.0 - 71.2 -

PHF 0.316 0.500 0.000 0.000 - 0.333 0.563 0.902 0.500 0.000 - 0.885 0.865 0.417 0.406 0.000 - 0.685 0.438 0.859 0.463 0.000 - 0.827 0.857

Lights 24 4 0 0 - 28 9 105 10 0 - 124 45 5 11 0 - 61 6 507 36 0 - 549 762

% Lights 100.0 100.0 - - - 100.0 100.0 88.2 100.0 - - 89.9 100.0 100.0 84.6 - - 96.8 85.7 97.1 97.3 - - 97.0 95.8

Mediums 0 0 0 0 - 0 0 14 0 0 - 14 0 0 2 0 - 2 1 15 1 0 - 17 33

% Mediums 0.0 0.0 - - - 0.0 0.0 11.8 0.0 - - 10.1 0.0 0.0 15.4 - - 3.2 14.3 2.9 2.7 - - 3.0 4.2


% ArticulatedTrucks 0.0 0.0 - - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0

Pedestrians - - - - 2 - - - - - 0 - - - - - 0 - - - - - 0 - -

% Pedestrians - - - - 100.0 - - - - - - - - - - - - - - - - - - - -




Peak Hour Data

12/08/2015 7:45 AMEnding At12/08/2015 8:45 AM


Plaza Entrance [N]

Out In Total

50 28 78

1 0 1

0 0 0

0 0 0

51 28 79

24 4 0 0 0

0 0 0 0 0

0 0 0 0 0

0 0 0 0 2

24 4 0 0 2R T L U P

567 0 0 15

552

Out

138 0 0 14

124

In

705 0 0 29

676

Total

Thomas A

lton Blvd [E

]

R 9 0 0 0 9

T 119 0 0 14105

L 10 0 0 0 10

U 0 0 0 0 0

P 0 0 0 0 0

20 61 81

1 2 3

0 0 0

0 0 0


Valera Road [S]

U L T R P

0 11 5 45 0

0 2 0 0 0

0 0 0 0 0

0 0 0 0 0

0 13 5 45 0

Thom

as A

lton

Blv

d [W

]

Tota

l

689

33 0 0 722

In 549

17 0 0 566

Out

140

16 0 0 156

0 0 0 0 0 U

36 1 0 0 37 L

507

15 0 0 522 T

6 1 0 0 7 R

0 0 0 0 0 P






Start Time





Total Int. Total

5:00 PM 2 1 3 0 0 6 1 108 11 0 0 120 7 0 0 0 0 7 0 66 0 0 0 66 199

5:15 PM 2 0 0 0 0 2 1 109 13 0 0 123 5 1 1 0 1 7 0 46 0 0 1 46 178

5:30 PM 3 1 2 0 0 6 0 137 17 0 0 154 9 0 0 0 0 9 2 52 0 0 0 54 223

5:45 PM 3 1 0 0 0 4 1 125 16 0 0 142 6 0 0 0 2 6 1 50 0 0 0 51 203

Total 10 3 5 0 0 18 3 479 57 0 0 539 27 1 1 0 3 29 3 214 0 0 1 217 803

Approach % 55.6 16.7 27.8 0.0 - - 0.6 88.9 10.6 0.0 - - 93.1 3.4 3.4 0.0 - - 1.4 98.6 0.0 0.0 - - -

Total % 1.2 0.4 0.6 0.0 - 2.2 0.4 59.7 7.1 0.0 - 67.1 3.4 0.1 0.1 0.0 - 3.6 0.4 26.7 0.0 0.0 - 27.0 -

PHF 0.833 0.750 0.417 0.000 - 0.750 0.750 0.874 0.838 0.000 - 0.875 0.750 0.250 0.250 0.000 - 0.806 0.375 0.811 0.000 0.000 - 0.822 0.900

Lights 10 3 5 0 - 18 3 473 57 0 - 533 27 1 1 0 - 29 3 205 0 0 - 208 788

% Lights 100.0 100.0 100.0 - - 100.0 100.0 98.7 100.0 - - 98.9 100.0 100.0 100.0 - - 100.0 100.0 95.8 - - - 95.9 98.1

Mediums 0 0 0 0 - 0 0 6 0 0 - 6 0 0 0 0 - 0 0 9 0 0 - 9 15

% Mediums 0.0 0.0 0.0 - - 0.0 0.0 1.3 0.0 - - 1.1 0.0 0.0 0.0 - - 0.0 0.0 4.2 - - - 4.1 1.9


% ArticulatedTrucks 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - - 0.0 0.0

Pedestrians - - - - 0 - - - - - 0 - - - - - 3 - - - - - 1 - -

% Pedestrians - - - - - - - - - - - - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

12/08/2015 5:00 PMEnding At12/08/2015 6:00 PM


Plaza Entrance [N]

Out In Total

4 18 22

0 0 0

0 0 0

0 0 0

4 18 22

10 3 5 0 0

0 0 0 0 0

0 0 0 0 0

0 0 0 0 0

10 3 5 0 0R T L U P

246 0 0 9 237

Out

539 0 0 6 533

In

785 0 0 15

770

Total

Thomas A

lton Blvd [E

]

R 3 0 0 0 3

T 479 0 0 6 473

L 57 0 0 0 57

U 0 0 0 0 0

P 0 0 0 0 0

63 29 92

0 0 0

0 0 0

0 0 0


Valera Road [S]

U L T R P

0 1 1 27 0

0 0 0 0 0

0 0 0 0 0

0 0 0 0 3

0 1 1 27 3

Thom

as A

lton

Blv

d [W

]

Tota

l

692

15 0 0 707

In 208 9 0 0 217

Out

484 6 0 0 490

0 0 0 0 0 U

0 0 0 0 0 L

205 9 0 0 214 T

3 0 0 0 3 R

0 0 0 1 1 P




Count Name: Thomas Alton Blvd & ColumbusDriveSite Code:Start Date: 12/08/2015Page No: 1


Start Time

Thomas Alton Blvd Columbus Drive Thomas Alton Blvd

Westbound Northbound Eastbound

Thru Left U-Turn Peds App. Total Right Left U-Turn Peds App. Total Right Thru U-Turn Peds App. Total Int. Total

7:00 AM 17 1 0 0 18 5 1 0 0 6 0 88 0 0 88 112

7:15 AM 18 3 0 0 21 1 0 0 0 1 1 107 0 0 108 130

7:30 AM 19 2 0 0 21 11 1 0 4 12 2 127 0 0 129 162

7:45 AM 29 1 0 0 30 7 0 0 0 7 0 132 0 0 132 169

Hourly Total 83 7 0 0 90 24 2 0 4 26 3 454 0 0 457 573

8:00 AM 34 3 0 0 37 12 2 0 0 14 1 112 0 0 113 164

8:15 AM 37 1 0 0 38 8 14 0 1 22 1 123 0 0 124 184

8:30 AM 39 2 0 0 41 4 2 0 1 6 5 167 0 0 172 219

8:45 AM 29 7 0 0 36 7 2 0 0 9 2 86 0 0 88 133

Hourly Total 139 13 0 0 152 31 20 0 2 51 9 488 0 0 497 700

9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

*** BREAK *** - - - - - - - - - - - - - - - -

Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

3:00 PM 95 7 0 0 102 4 1 0 4 5 3 57 0 0 60 167

3:15 PM 55 8 0 0 63 3 0 0 1 3 0 74 0 0 74 140

3:30 PM 63 11 0 0 74 9 1 0 1 10 1 51 0 0 52 136

3:45 PM 76 5 0 0 81 0 1 0 4 1 2 43 0 0 45 127

Hourly Total 289 31 0 0 320 16 3 0 10 19 6 225 0 0 231 570

4:00 PM 76 6 1 0 83 1 1 0 2 2 0 44 0 0 44 129

4:15 PM 97 6 0 0 103 5 1 0 4 6 3 40 0 3 43 152

4:30 PM 86 6 0 0 92 5 1 0 3 6 0 52 0 4 52 150

4:45 PM 88 5 0 0 93 6 0 0 1 6 2 56 0 0 58 157

Hourly Total 347 23 1 0 371 17 3 0 10 20 5 192 0 7 197 588

5:00 PM 110 8 0 0 118 5 1 0 1 6 1 59 0 0 60 184

5:15 PM 104 4 0 0 108 2 1 0 0 3 1 47 0 0 48 159

5:30 PM 128 9 0 0 137 3 0 0 0 3 5 52 0 0 57 197

5:45 PM 128 10 0 0 138 8 0 0 1 8 2 42 0 0 44 190

Hourly Total 470 31 0 0 501 18 2 0 2 20 9 200 0 0 209 730

Grand Total 1328 105 1 0 1434 106 30 0 28 136 32 1559 0 7 1591 3161

Approach % 92.6 7.3 0.1 - - 77.9 22.1 0.0 - - 2.0 98.0 0.0 - - -

Total % 42.0 3.3 0.0 - 45.4 3.4 0.9 0.0 - 4.3 1.0 49.3 0.0 - 50.3 -

Lights 1282 105 1 - 1388 106 29 0 - 135 31 1509 0 - 1540 3063

% Lights 96.5 100.0 100.0 - 96.8 100.0 96.7 - - 99.3 96.9 96.8 - - 96.8 96.9

Mediums 45 0 0 - 45 0 1 0 - 1 1 49 0 - 50 96

% Mediums 3.4 0.0 0.0 - 3.1 0.0 3.3 - - 0.7 3.1 3.1 - - 3.1 3.0

Articulated Trucks 1 0 0 - 1 0 0 0 - 0 0 1 0 - 1 2

% Articulated Trucks 0.1 0.0 0.0 - 0.1 0.0 0.0 - - 0.0 0.0 0.1 - - 0.1 0.1

Pedestrians - - - 0 - - - - 28 - - - - 7 - -

% Pedestrians - - - - - - - - 100.0 - - - - 100.0 - -




12/08/2015 7:00 AMEnding At12/08/2015 6:00 PM


16660 1 49

1616

Out

14340 1 45

1388

In

31000 2 94

3004

Total

Thomas A

lton Blvd [E

]

T1328

0 1 451282

L 105 0 0 0 105

U 1 0 0 0 1

P 0 0 0 0 0

136 135 271

1 1 2

0 0 0

0 0 0


Columbus Drive [S]

U L R P

0 29 106 0

0 1 0 0

0 0 0 0

0 0 0 28

0 30 106 28

Thom

as A

lton

Blv

d [W

]

Tota

l

2851 96 2 0

2949

In

1540 50 1 0

1591

Out

1311 46 1 0

1358

0 0 0 0 0 U

1509 49 1 0

1559 T

31 1 0 0 32 R

0 0 0 7 7 P






Start Time




7:45 AM 29 1 0 0 30 7 0 0 0 7 0 132 0 0 132 169

8:00 AM 34 3 0 0 37 12 2 0 0 14 1 112 0 0 113 164

8:15 AM 37 1 0 0 38 8 14 0 1 22 1 123 0 0 124 184

8:30 AM 39 2 0 0 41 4 2 0 1 6 5 167 0 0 172 219

Total 139 7 0 0 146 31 18 0 2 49 7 534 0 0 541 736

Approach % 95.2 4.8 0.0 - - 63.3 36.7 0.0 - - 1.3 98.7 0.0 - - -

Total % 18.9 1.0 0.0 - 19.8 4.2 2.4 0.0 - 6.7 1.0 72.6 0.0 - 73.5 -

PHF 0.891 0.583 0.000 - 0.890 0.646 0.321 0.000 - 0.557 0.350 0.799 0.000 - 0.786 0.840

Lights 127 7 0 - 134 31 17 0 - 48 6 517 0 - 523 705

% Lights 91.4 100.0 - - 91.8 100.0 94.4 - - 98.0 85.7 96.8 - - 96.7 95.8

Mediums 12 0 0 - 12 0 1 0 - 1 1 17 0 - 18 31

% Mediums 8.6 0.0 - - 8.2 0.0 5.6 - - 2.0 14.3 3.2 - - 3.3 4.2


% Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0

Pedestrians - - - 0 - - - - 2 - - - - 0 - -

% Pedestrians - - - - - - - - 100.0 - - - - - - -




Peak Hour Data

12/08/2015 7:45 AMEnding At12/08/2015 8:45 AM


565 0 0 17

548

Out

146 0 0 12

134

In

711 0 0 29

682

Total

Thomas A

lton Blvd [E

]

T 139 0 0 12127

L 7 0 0 0 7

U 0 0 0 0 0

P 0 0 0 0 0

13 48 61

1 1 2

0 0 0

0 0 0


Columbus Drive [S]

U L R P

0 17 31 0

0 1 0 0

0 0 0 0

0 0 0 2

0 18 31 2

Thom

as A

lton

Blv

d [W

]

Tota

l

667

31 0 0 698

In 523

18 0 0 541

Out

144

13 0 0 157

0 0 0 0 0 U

517

17 0 0 534 T

6 1 0 0 7 R

0 0 0 0 0 P






Start Time




5:00 PM 110 8 0 0 118 5 1 0 1 6 1 59 0 0 60 184

5:15 PM 104 4 0 0 108 2 1 0 0 3 1 47 0 0 48 159

5:30 PM 128 9 0 0 137 3 0 0 0 3 5 52 0 0 57 197

5:45 PM 128 10 0 0 138 8 0 0 1 8 2 42 0 0 44 190

Total 470 31 0 0 501 18 2 0 2 20 9 200 0 0 209 730

Approach % 93.8 6.2 0.0 - - 90.0 10.0 0.0 - - 4.3 95.7 0.0 - - -

Total % 64.4 4.2 0.0 - 68.6 2.5 0.3 0.0 - 2.7 1.2 27.4 0.0 - 28.6 -

PHF 0.918 0.775 0.000 - 0.908 0.563 0.500 0.000 - 0.625 0.450 0.847 0.000 - 0.871 0.926

Lights 464 31 0 - 495 18 2 0 - 20 9 192 0 - 201 716

% Lights 98.7 100.0 - - 98.8 100.0 100.0 - - 100.0 100.0 96.0 - - 96.2 98.1

Mediums 6 0 0 - 6 0 0 0 - 0 0 8 0 - 8 14

% Mediums 1.3 0.0 - - 1.2 0.0 0.0 - - 0.0 0.0 4.0 - - 3.8 1.9


% Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0

Pedestrians - - - 0 - - - - 2 - - - - 0 - -

% Pedestrians - - - - - - - - 100.0 - - - - - - -




Peak Hour Data

12/08/2015 5:00 PMEnding At12/08/2015 6:00 PM


218 0 0 8 210

Out

501 0 0 6 495

In

719 0 0 14

705

Total

Thomas A

lton Blvd [E

]

T 470 0 0 6 464

L 31 0 0 0 31

U 0 0 0 0 0

P 0 0 0 0 0

40 20 60

0 0 0

0 0 0

0 0 0


Columbus Drive [S]

U L R P

0 2 18 0

0 0 0 0

0 0 0 0

0 0 0 2

0 2 18 2

Thom

as A

lton

Blv

d [W

]

Tota

l

667

14 0 0 681

In 201 8 0 0 209

Out

466 6 0 0 472

0 0 0 0 0 U

192 8 0 0 200 T

9 0 0 0 9 R

0 0 0 0 0 P




Appendix B

Existing Traffic Operational Conditions

Timings Existing AM1: Appleby Line & Palladium Way 151010S

Paradigm Transportation Solutions Limited Synchro 9 Report

Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsTraffic Volume (vph) 45 0 2 2 13 1027 10 620Future Volume (vph) 45 0 2 2 13 1027 10 620Turn Type Perm NA Perm NA pm+pt NA Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Detector Phase 4 4 8 8 5 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0Minimum Split (s) 27.0 27.0 27.0 27.0 12.0 32.0 32.0 32.0Total Split (s) 27.0 27.0 27.0 27.0 12.0 53.0 41.0 41.0Total Split (%) 33.8% 33.8% 33.8% 33.8% 15.0% 66.3% 51.3% 51.3%Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag LagLead-Lag Optimize?Recall Mode None None None None None C-Max C-Max C-MaxAct Effct Green (s) 12.1 12.1 12.1 12.1 65.9 67.5 65.1 65.1Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.82 0.84 0.81 0.81v/c Ratio 0.24 0.03 0.01 0.05 0.02 0.24 0.03 0.16Control Delay 32.4 0.1 28.0 16.5 2.5 2.1 5.8 3.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 32.4 0.1 28.0 16.5 2.5 2.1 5.8 3.7LOS C A C B A A A AApproach Delay 24.9 17.9 2.1 3.7Approach LOS C B A A

Intersection SummaryCycle Length: 80Actuated Cycle Length: 80Offset: 32 (40%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 75Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.24Intersection Signal Delay: 3.6 Intersection LOS: AIntersection Capacity Utilization 35.8% ICU Level of Service AAnalysis Period (min) 15Description: ped times impact cycle length

Splits and Phases: 1: Appleby Line & Palladium Way

Queues Existing AM1: Appleby Line & Palladium Way 151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane Group Flow (vph) 49 15 2 14 14 1137 11 703v/c Ratio 0.24 0.03 0.01 0.05 0.02 0.24 0.03 0.16Control Delay 32.4 0.1 28.0 16.5 2.5 2.1 5.8 3.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 32.4 0.1 28.0 16.5 2.5 2.1 5.8 3.7Queue Length 50th (m) 7.1 0.0 0.3 0.3 0.3 11.4 0.3 7.8Queue Length 95th (m) 16.3 0.0 2.2 5.1 m1.5 17.9 3.0 22.4Internal Link Dist (m) 188.4 118.9 217.0 170.6Turn Bay Length (m) 100.0 75.0Base Capacity (vph) 387 700 263 484 617 4658 396 4477Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.13 0.02 0.01 0.03 0.02 0.24 0.03 0.16

Intersection SummaryDescription: ped times impact cycle lengthm Volume for 95th percentile queue is metered by upstream signal.

HCM Signalized Intersection Capacity Analysis Existing AM1: Appleby Line & Palladium Way 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 45 0 14 2 2 11 13 1027 7 10 620 20Future Volume (vph) 45 0 14 2 2 11 13 1027 7 10 620 20Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00Frt 1.00 0.85 1.00 0.87 1.00 1.00 1.00 1.00Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1711 1615 1163 1656 1616 5524 1745 5505Flt Permitted 0.75 1.00 0.75 1.00 0.37 1.00 0.26 1.00Satd. Flow (perm) 1348 1615 916 1656 631 5524 486 5505Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 49 0 15 2 2 12 14 1129 8 11 681 22RTOR Reduction (vph) 0 13 0 0 11 0 0 1 0 0 3 0Lane Group Flow (vph) 49 2 0 2 3 0 14 1136 0 11 700 0Heavy Vehicles (%) 2% 0% 0% 50% 0% 0% 8% 3% 14% 0% 3% 5%Turn Type Perm NA Perm NA pm+pt NA Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 5.9 5.9 5.9 5.9 61.1 61.1 55.5 55.5Effective Green, g (s) 8.9 8.9 8.9 8.9 61.1 63.1 57.5 57.5Actuated g/C Ratio 0.11 0.11 0.11 0.11 0.76 0.79 0.72 0.72Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 149 179 101 184 501 4357 349 3956v/s Ratio Prot 0.00 0.00 0.00 c0.21 0.13v/s Ratio Perm c0.04 0.00 0.02 0.02v/c Ratio 0.33 0.01 0.02 0.02 0.03 0.26 0.03 0.18Uniform Delay, d1 32.8 31.6 31.7 31.7 2.4 2.2 3.2 3.6Progression Factor 1.00 1.00 1.00 1.00 0.84 0.81 1.00 1.00Incremental Delay, d2 1.3 0.0 0.1 0.0 0.0 0.1 0.2 0.1Delay (s) 34.1 31.6 31.7 31.7 2.0 2.0 3.4 3.7Level of Service C C C C A A A AApproach Delay (s) 33.5 31.7 2.0 3.7Approach LOS C C A A

Intersection SummaryHCM 2000 Control Delay 3.9 HCM 2000 Level of Service AHCM 2000 Volume to Capacity ratio 0.28Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 35.8% ICU Level of Service AAnalysis Period (min) 15Description: ped times impact cycle lengthc Critical Lane Group

Timings Existing AM2: Appleby Line & Thomas Alton Boulevard 151010S


Lane Group EBL EBT EBR WBL WBT NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 170 4 386 14 1 99 869 635 30Future Volume (vph) 170 4 386 14 1 99 869 635 30Turn Type Perm NA Perm Perm NA pm+pt NA NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6Detector Phase 4 4 4 8 8 5 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 7.0 8.0 8.0 8.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 11.0 32.0 32.0 32.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 12.0 50.0 38.0 38.0Total Split (%) 37.5% 37.5% 37.5% 37.5% 37.5% 15.0% 62.5% 47.5% 47.5%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag LagLead-Lag Optimize?Recall Mode None None None None None None C-Max C-Max C-MaxAct Effct Green (s) 19.3 19.3 19.3 19.3 52.7 52.7 43.3 43.3Actuated g/C Ratio 0.24 0.24 0.24 0.24 0.66 0.66 0.54 0.54v/c Ratio 0.57 0.67 0.06 0.01 0.22 0.27 0.23 0.04Control Delay 32.5 11.9 21.1 13.8 7.4 6.4 8.0 2.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 32.5 11.9 21.1 13.8 7.4 6.4 8.0 2.1LOS C B C B A A A AApproach Delay 18.3 19.3 6.5 7.7Approach LOS B B A A

Intersection SummaryCycle Length: 80Actuated Cycle Length: 80Offset: 49 (61%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 75Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.67Intersection Signal Delay: 9.9 Intersection LOS: AIntersection Capacity Utilization 52.8% ICU Level of Service AAnalysis Period (min) 15Description: ped times impact cycle length

Splits and Phases: 2: Appleby Line & Thomas Alton Boulevard

Queues Existing AM2: Appleby Line & Thomas Alton Boulevard 151010S


Lane Group EBT EBR WBL WBT NBL NBT SBT SBRLane Group Flow (vph) 187 415 15 5 106 960 683 32v/c Ratio 0.57 0.67 0.06 0.01 0.22 0.27 0.23 0.04Control Delay 32.5 11.9 21.1 13.8 7.4 6.4 8.0 2.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 32.5 11.9 21.1 13.8 7.4 6.4 8.0 2.1Queue Length 50th (m) 26.5 11.9 1.9 0.1 5.3 18.0 18.5 0.0Queue Length 95th (m) 41.7 36.2 5.9 2.5 14.1 30.7 30.5 1.0Internal Link Dist (m) 124.3 92.8 221.8 217.0Turn Bay Length (m) 35.0 135.0 50.0Base Capacity (vph) 445 722 321 546 483 3595 2996 815Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.42 0.57 0.05 0.01 0.22 0.27 0.23 0.04

Intersection SummaryDescription: ped times impact cycle length

HCM Signalized Intersection Capacity Analysis Existing AM2: Appleby Line & Thomas Alton Boulevard 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 170 4 386 14 1 4 99 869 24 0 635 30Future Volume (vph) 170 4 386 14 1 4 99 869 24 0 635 30Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 *1.00 1.00Frt 1.00 0.85 1.00 0.88 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1794 1551 1745 1672 1558 5453 5534 1413Flt Permitted 0.73 1.00 0.54 1.00 0.36 1.00 1.00 1.00Satd. Flow (perm) 1369 1551 990 1672 584 5453 5534 1413Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Adj. Flow (vph) 183 4 415 15 1 4 106 934 26 0 683 32RTOR Reduction (vph) 0 0 245 0 3 0 0 3 0 0 0 15Lane Group Flow (vph) 0 187 170 15 2 0 106 957 0 0 683 17Heavy Vehicles (%) 1% 0% 3% 0% 0% 0% 12% 4% 8% 0% 3% 13%Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 16.3 16.3 16.3 16.3 50.7 50.7 40.5 40.5Effective Green, g (s) 19.3 19.3 19.3 19.3 50.7 52.7 42.5 42.5Actuated g/C Ratio 0.24 0.24 0.24 0.24 0.63 0.66 0.53 0.53Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 330 374 238 403 445 3592 2939 750v/s Ratio Prot 0.00 0.02 c0.18 0.12v/s Ratio Perm c0.14 0.11 0.02 0.13 0.01v/c Ratio 0.57 0.45 0.06 0.00 0.24 0.27 0.23 0.02Uniform Delay, d1 26.7 25.9 23.4 23.1 6.0 5.6 10.0 8.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.69 1.00Incremental Delay, d2 2.2 0.9 0.1 0.0 0.3 0.2 0.2 0.1Delay (s) 28.9 26.7 23.5 23.1 6.3 5.8 7.1 9.0Level of Service C C C C A A A AApproach Delay (s) 27.4 23.4 5.9 7.2Approach LOS C C A A

Intersection SummaryHCM 2000 Control Delay 11.8 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.37Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 52.8% ICU Level of Service AAnalysis Period (min) 15Description: ped times impact cycle lengthc Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Existing AM3: Valera Rd & Thomas Alton Boulevard 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 37 522 7 10 119 9 13 5 45 0 4 24Future Volume (Veh/h) 37 522 7 10 119 9 13 5 45 0 4 24Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 44 614 8 12 140 11 15 6 53 0 5 28Pedestrians 2Lane Width (m) 3.6Walking Speed (m/s) 1.2Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 148pX, platoon unblockedvC, conflicting volume 153 622 906 883 618 934 882 148vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 153 622 906 883 618 934 882 148tC, single (s) 4.1 4.1 7.2 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.6 4.0 3.3 3.5 4.0 3.3p0 queue free % 97 99 93 98 89 100 98 97cM capacity (veh/h) 1419 969 225 274 493 210 275 903

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 666 163 74 33Volume Left 44 12 15 0Volume Right 8 11 53 28cSH 1419 969 377 671Volume to Capacity 0.03 0.01 0.20 0.05Queue Length 95th (m) 0.8 0.3 5.7 1.2Control Delay (s) 0.9 0.8 16.9 10.6Lane LOS A A C BApproach Delay (s) 0.9 0.8 16.9 10.6Approach LOS C B

Intersection SummaryAverage Delay 2.4Intersection Capacity Utilization 55.1% ICU Level of Service BAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing AM4: Columbus Dr & Thomas Alton Boulevard 151010S


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsSign Control Stop Stop StopTraffic Volume (vph) 534 7 7 139 18 31Future Volume (vph) 534 7 7 139 18 31Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84Hourly flow rate (vph) 636 8 8 165 21 37

Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 644 173 58Volume Left (vph) 0 8 21Volume Right (vph) 8 0 37Hadj (s) 0.05 0.16 -0.27Departure Headway (s) 4.3 4.9 5.4Degree Utilization, x 0.77 0.23 0.09Capacity (veh/h) 644 710 603Control Delay (s) 20.3 9.4 9.0Approach Delay (s) 20.3 9.4 9.0Approach LOS C A A

Intersection SummaryDelay 17.4Level of Service CIntersection Capacity Utilization 38.5% ICU Level of Service AAnalysis Period (min) 15

Timings Existing PM1: Appleby Line & Palladium Way 151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsTraffic Volume (vph) 22 5 20 8 25 751 25 980Future Volume (vph) 22 5 20 8 25 751 25 980Turn Type Perm NA Perm NA pm+pt NA Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Detector Phase 4 4 8 8 5 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0Minimum Split (s) 27.0 27.0 27.0 27.0 12.0 32.0 32.0 32.0Total Split (s) 27.0 27.0 27.0 27.0 12.0 73.0 61.0 61.0Total Split (%) 27.0% 27.0% 27.0% 27.0% 12.0% 73.0% 61.0% 61.0%Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag LagLead-Lag Optimize?Recall Mode None None None None None C-Max C-Max C-MaxAct Effct Green (s) 11.4 11.4 11.4 11.4 86.6 88.2 83.4 83.4Actuated g/C Ratio 0.11 0.11 0.11 0.11 0.87 0.88 0.83 0.83v/c Ratio 0.15 0.11 0.14 0.13 0.05 0.16 0.05 0.23Control Delay 42.1 21.5 41.8 22.4 2.0 1.6 4.7 3.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 42.1 21.5 41.8 22.4 2.0 1.6 4.7 3.6LOS D C D C A A A AApproach Delay 31.8 30.7 1.6 3.6Approach LOS C C A A

Intersection SummaryCycle Length: 100Actuated Cycle Length: 100Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 75Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.23Intersection Signal Delay: 4.1 Intersection LOS: AIntersection Capacity Utilization 36.2% ICU Level of Service AAnalysis Period (min) 15Description: Ped Times impact cycle length


Queues Existing PM1: Appleby Line & Palladium Way 151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane Group Flow (vph) 23 23 21 28 26 784 26 1065v/c Ratio 0.15 0.11 0.14 0.13 0.05 0.16 0.05 0.23Control Delay 42.1 21.5 41.8 22.4 2.0 1.6 4.7 3.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 42.1 21.5 41.8 22.4 2.0 1.6 4.7 3.6Queue Length 50th (m) 4.3 0.9 3.9 1.5 0.7 8.4 0.8 12.5Queue Length 95th (m) 11.9 8.4 11.1 9.7 2.3 12.0 4.5 31.4Internal Link Dist (m) 188.4 118.9 217.0 170.6Turn Bay Length (m) 100.0 75.0Base Capacity (vph) 312 399 313 405 519 4919 564 4673Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.07 0.06 0.07 0.07 0.05 0.16 0.05 0.23

Intersection SummaryDescription: Ped Times impact cycle length

HCM Signalized Intersection Capacity Analysis Existing PM1: Appleby Line & Palladium Way 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 22 5 17 20 8 19 25 751 10 25 980 53Future Volume (vph) 22 5 17 20 8 19 25 751 10 25 980 53Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.88 1.00 0.89 1.00 1.00 1.00 0.99Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1745 1677 1745 1696 1745 5577 1744 5603Flt Permitted 0.74 1.00 0.74 1.00 0.26 1.00 0.37 1.00Satd. Flow (perm) 1357 1677 1363 1696 482 5577 677 5603Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 23 5 18 21 8 20 26 774 10 26 1010 55RTOR Reduction (vph) 0 17 0 0 18 0 0 1 0 0 4 0Lane Group Flow (vph) 23 6 0 21 10 0 26 783 0 26 1061 0Confl. Peds. (#/hr) 1 1Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 2% 0% 0% 1% 0%Turn Type Perm NA Perm NA pm+pt NA Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 5.2 5.2 5.2 5.2 81.8 81.8 74.6 74.6Effective Green, g (s) 8.2 8.2 8.2 8.2 81.8 83.8 76.6 76.6Actuated g/C Ratio 0.08 0.08 0.08 0.08 0.82 0.84 0.77 0.77Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 111 137 111 139 434 4673 518 4291v/s Ratio Prot 0.00 0.01 0.00 c0.14 c0.19v/s Ratio Perm c0.02 0.02 0.05 0.04v/c Ratio 0.21 0.05 0.19 0.07 0.06 0.17 0.05 0.25Uniform Delay, d1 42.9 42.3 42.8 42.4 1.9 1.5 2.8 3.4Progression Factor 1.00 1.00 1.00 1.00 0.98 0.96 1.00 1.00Incremental Delay, d2 0.9 0.1 0.8 0.2 0.1 0.1 0.2 0.1Delay (s) 43.8 42.4 43.6 42.6 1.9 1.5 3.0 3.5Level of Service D D D D A A A AApproach Delay (s) 43.1 43.0 1.6 3.5Approach LOS D D A A

Intersection SummaryHCM 2000 Control Delay 4.6 HCM 2000 Level of Service AHCM 2000 Volume to Capacity ratio 0.24Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 36.2% ICU Level of Service AAnalysis Period (min) 15Description: Ped Times impact cycle lengthc Critical Lane Group

Timings Existing PM2: Appleby Line & Thomas Alton Boulevard 151010S


Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 29 9 225 61 10 359 744 1 865 142Future Volume (vph) 29 9 225 61 10 359 744 1 865 142Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Detector Phase 4 4 4 8 8 5 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 7.0 8.0 8.0 8.0 8.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 11.0 32.0 32.0 32.0 32.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 14.0 70.0 56.0 56.0 56.0Total Split (%) 30.0% 30.0% 30.0% 30.0% 30.0% 14.0% 70.0% 56.0% 56.0% 56.0%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 13.7 13.7 13.7 13.7 78.3 78.3 61.1 61.1 61.1Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.78 0.78 0.61 0.61 0.61v/c Ratio 0.19 0.57 0.36 0.07 0.65 0.20 0.00 0.26 0.15Control Delay 39.4 10.9 44.0 27.2 9.1 2.9 17.0 14.0 8.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 39.4 10.9 44.0 27.2 9.1 2.9 17.0 14.0 8.0LOS D B D C A A B B AApproach Delay 14.9 40.5 4.8 13.1Approach LOS B D A B

Intersection SummaryCycle Length: 100Actuated Cycle Length: 100Offset: 40 (40%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 75Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.65Intersection Signal Delay: 10.3 Intersection LOS: BIntersection Capacity Utilization 62.2% ICU Level of Service BAnalysis Period (min) 15Description: Ped Times impact cycle length


Queues Existing PM2: Appleby Line & Thomas Alton Boulevard 151010S


Lane Group EBT EBR WBL WBT NBL NBT SBL SBT SBRLane Group Flow (vph) 39 234 64 17 374 848 1 901 148v/c Ratio 0.19 0.57 0.36 0.07 0.65 0.20 0.00 0.26 0.15Control Delay 39.4 10.9 44.0 27.2 9.1 2.9 17.0 14.0 8.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 39.4 10.9 44.0 27.2 9.1 2.9 17.0 14.0 8.0Queue Length 50th (m) 7.2 0.0 12.1 1.8 16.2 10.7 0.1 34.0 0.0Queue Length 95th (m) 16.4 20.8 24.2 7.8 31.7 17.6 m0.5 58.6 23.9Internal Link Dist (m) 124.3 92.8 221.8 217.0Turn Bay Length (m) 35.0 135.0 50.0 50.0Base Capacity (vph) 385 572 342 465 572 4335 388 3447 1009Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.10 0.41 0.19 0.04 0.65 0.20 0.00 0.26 0.15

Intersection SummaryDescription: Ped Times impact cycle lengthm Volume for 95th percentile queue is metered by upstream signal.

HCM Signalized Intersection Capacity Analysis Existing PM2: Appleby Line & Thomas Alton Boulevard 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 29 9 225 61 10 7 359 744 70 1 865 142Future Volume (vph) 29 9 225 61 10 7 359 744 70 1 865 142Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00 1.00Frpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 0.94 1.00 0.99 1.00 1.00 0.85Flt Protected 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1826 1536 1711 1772 1727 5525 1745 5644 1559Flt Permitted 0.78 1.00 0.73 1.00 0.29 1.00 0.35 1.00 1.00Satd. Flow (perm) 1481 1536 1317 1772 527 5525 638 5644 1559Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96Adj. Flow (vph) 30 9 234 64 10 7 374 775 73 1 901 148RTOR Reduction (vph) 0 0 202 0 6 0 0 8 0 0 0 58Lane Group Flow (vph) 0 39 32 64 11 0 374 840 0 1 901 90Confl. Peds. (#/hr) 2 2 2 2Heavy Vehicles (%) 0% 0% 4% 2% 0% 0% 1% 2% 0% 0% 1% 0%Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 10.7 10.7 10.7 10.7 76.3 76.3 59.1 59.1 59.1Effective Green, g (s) 13.7 13.7 13.7 13.7 76.3 78.3 61.1 61.1 61.1Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.76 0.78 0.61 0.61 0.61Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 202 210 180 242 560 4326 389 3448 952v/s Ratio Prot 0.01 c0.09 0.15 0.16v/s Ratio Perm 0.03 0.02 c0.05 c0.42 0.00 0.06v/c Ratio 0.19 0.15 0.36 0.05 0.67 0.19 0.00 0.26 0.09Uniform Delay, d1 38.3 38.0 39.1 37.5 4.4 2.8 7.6 9.0 8.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.64 1.41 3.81Incremental Delay, d2 0.5 0.3 1.2 0.1 3.0 0.1 0.0 0.2 0.2Delay (s) 38.7 38.4 40.4 37.5 7.4 2.9 12.4 12.9 30.8Level of Service D D D D A A B B CApproach Delay (s) 38.4 39.8 4.3 15.4Approach LOS D D A B

Intersection SummaryHCM 2000 Control Delay 13.4 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.63Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 62.2% ICU Level of Service BAnalysis Period (min) 15Description: Ped Times impact cycle lengthc Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Existing PM3: Valera Rd & Thomas Alton Boulevard 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 0 214 3 57 479 3 1 1 27 5 3 10Future Volume (Veh/h) 0 214 3 57 479 3 1 1 27 5 3 10Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 0 238 3 63 532 3 1 1 30 6 3 11Pedestrians 1 3 2Lane Width (m) 3.6 3.6 3.6Walking Speed (m/s) 1.2 1.2 1.2Percent Blockage 0 0 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 148pX, platoon unblocked 0.95 0.95 0.95 0.95 0.95 0.95vC, conflicting volume 537 244 916 906 242 932 906 536vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 482 244 882 871 242 899 871 481tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 100 95 100 100 96 97 99 98cM capacity (veh/h) 1030 1331 237 261 799 228 261 556

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 241 598 32 20Volume Left 0 63 1 6Volume Right 3 3 30 11cSH 1030 1331 702 347Volume to Capacity 0.00 0.05 0.05 0.06Queue Length 95th (m) 0.0 1.2 1.1 1.5Control Delay (s) 0.0 1.3 10.4 16.0Lane LOS A B CApproach Delay (s) 0.0 1.3 10.4 16.0Approach LOS B C

Intersection SummaryAverage Delay 1.6Intersection Capacity Utilization 54.0% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing PM4: Columbus Dr & Thomas Alton Boulevard 151010S



Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 225 538 21Volume Left (vph) 0 33 2Volume Right (vph) 10 0 19Hadj (s) 0.04 0.03 -0.52Departure Headway (s) 4.5 4.2 5.0Degree Utilization, x 0.28 0.63 0.03Capacity (veh/h) 776 839 612Control Delay (s) 9.3 14.1 8.2Approach Delay (s) 9.3 14.1 8.2Approach LOS A B A

Intersection SummaryDelay 12.6Level of Service BIntersection Capacity Utilization 51.0% ICU Level of Service AAnalysis Period (min) 15



Appendix C

Background Traffic Forecasts

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

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165165 165 165

624 0 624

624

App

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B"

0

0

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A"

0

0

0 00

31

624 41 625

11 144

39

39 0 39

66 66 66

0

0 0

39 2 16

66 50 19

725

1203

22 692

11

12

2

741

57 1164

0

15 1141

27 4 0

10

33 708

1

Pri

vate

Dri

vew

ay

8

16

710

1164

0

4

123

970

144 16 21

190 31

27431

1107

625

Vale

ra R

d

23 1155

8

71

4

16

55

Generalized Background Growth - AM Peak Hour

157

177 8 165

597 589 624

8

20 35 110575

15 6 50

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

r

515515 515 515

260 0 260

260

App

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Lin

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B"

0

0

Dri

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0

0

0 00

20

260 0 293

64 570

96

96 0 96

50 50 50

0

0 0

96 22 52

50 25 45

1180

877

59 1093 28

21

9

1123

4 870

6

28 831

11 3 6

3

158

965

11

Pri

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Dri

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ay

1119

1134

870

0

8

503

830

570 68 87

32 88

78251

1309

293

Vale

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70 1284

3

32

10

45

22

Generalized Background Growth - PM Peak Hour

480

482 35 515

250 240 260

10

2 20 401257

1 1 30

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

r

Pri

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Dri

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0 0 0

0 0 0

0

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73

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17 17 17

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12

0

530 0

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0

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53

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53

0 12

0

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20 0 0

73 0 0

17 5 0

0 0

12

0

0 53

0 12

0

0

0

0 0 0

0

0 0 0

0

Industrial Site Traffic - AM Peak Hour

0

0 0 0

0 0 0

0

0 0

0 0

0 0

00

20

0

0

0

53

Palladium Way

Thomas Alton Blvd

NTS Col

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0 0 0

0 0 0

0

App

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73 73 73

0

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53

0

140 0

Vale

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0

0

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0

53

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0 53

0

0

20

6 0 0

20 0 0

73 20 0

0 0

53

0

0 14

0 53

0

0

0

0 0 0

0

0 0 0

0

Industrial Site Traffic - PM Peak Hour

0

0 0 0

0 0 0

0

0 0

0 0

0 0

00

6

0

0

0

14

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

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21 21 21

Pri

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Dri

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10 0 10

10

App

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1

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0

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0

0 0 0

0

1 0

15 0 0

0

86

21 2 21

32

9

0

14

54

11 14

0

0

Emery Investment Lands - AM Peak Hour

21

21 0 21

10 10 10

0

0 0 0

2 54

Vale

ra R

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4

8

2 0

Palladium Way

Thomas Alton Blvd

NTS Col

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21 21 21

16 0 16

16

App

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29

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0 0 0

0

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3

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0 17 31

21 11 30

43

Vale

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5

0

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Emery Investment Lands - PM Peak Hour

21

21 0 21

16 16 16

0

0 0 43 0 0

2 29

2 0

14

2 0

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

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22 2 2

14 0 14

14

App

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4903 Thomas Alton Blvd Site Traffic - AM Peak Hour

2

2 0 2

14 14 14

0

0 0 21

0

0 0 0

Palladium Way

Thomas Alton Blvd

NTS Col

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1212 12 12

3 0 3

3

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3 3 24

0 12

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33 33 33

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9

30

4 5 0

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15 10

0

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12 0 24

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0 29 0

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12 0 0

9 0

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0 44

0

0

0

0

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4903 Thomas Alton Blvd Site Traffic - PM Peak Hour

12

12 0 12

3 3 3

0

0 0 12

0

0 0 0

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

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Pri

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0 0 0

0 0 0

0

App

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295 0 295

41 41 41

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29

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0 0

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0 29

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82 0 0

295 0 0

41 12 0

0 0

29

0

0 213

0 29

0

0

0

0 0 0

0

0 0 0

0

Appleby Line Office Development - AM Peak Hour

0

0 0 0

0 0 0

0

0 0

0 0

0 0

00

82

0

0

0

213

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

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Pri

vate

Dri

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0 0 0

0 0 0

0

App

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Lin

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0

0

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0 0 0

53

53 0 53

255 255 255

0

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0 0 0

184

0

380 0

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0

0

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38

0 184

0

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15 0 0

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255 71 0

0 0

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0

0 38

0 184

0

0

0

0 0 0

0

0 0 0

0

Appleby Line Office Development - PM Peak Hour

0

0 0 0

0 0 0

0

0 0

0 0

0 0

00

15

0

0

0

38

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

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0 0 0

0 0 0

112

0 98 0

0

112

0 0

0 0 0 0

0 0

Vale

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0

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0 0 0 0 0 0

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0

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App

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0 112

Dri

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0 0 98

0 0

Pri

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Dri

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101 101 101 3 0

0

118 0 118 118 0 0

0

0

Palladium Way Business Corridor - AM Peak Hour

0

0 0 0

0 0 0

0

0 0

6

3

6 0 0

0

118

101

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

r

0 0 0

0 0 0

118

0 74 0

0

118

0 0

0 0 0 0

0 0

Vale

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0 74

0

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0 0 0 0 0 0

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0

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0

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74

0 118

Dri

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0 0 74

0 0

Pri

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79 79 79 5 0

0

124 0 124 124 0 0

0

0

Palladium Way Business Corridor - PM Peak Hour

0

0 0 0

0 0 0

0

0 0

6

5

6 0 0

0

124

79

Palladium Way

Thomas Alton Blvd

NTS Col

umbu

s D

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11

11 0 11

Pri

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Dri

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10 10 10

25 0 25

28 28 28

0

0 0

25

App

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Dri

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0

0

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0

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Appendix D

Background Traffic Operational Conditions

Timings Background AM1: Appleby Line & Palladium Way 151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsTraffic Volume (vph) 75 28 40 13 398 1184 77 732Future Volume (vph) 75 28 40 13 398 1184 77 732Turn Type Perm NA Perm NA pm+pt NA Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Detector Phase 4 4 8 8 5 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0Minimum Split (s) 27.0 27.0 27.0 27.0 12.0 32.0 32.0 32.0Total Split (s) 27.0 27.0 27.0 27.0 34.0 93.0 59.0 59.0Total Split (%) 22.5% 22.5% 22.5% 22.5% 28.3% 77.5% 49.2% 49.2%Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag LagLead-Lag Optimize?Recall Mode None None None None None C-Max C-Max C-MaxAct Effct Green (s) 18.1 18.1 18.1 18.1 93.9 93.9 71.0 71.0Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.78 0.78 0.59 0.59v/c Ratio 0.42 0.51 0.75 0.20 0.81 0.34 0.39 0.30Control Delay 51.5 14.5 108.4 18.3 19.4 2.1 25.4 13.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 51.5 14.5 108.4 18.3 19.4 2.1 25.4 13.5LOS D B F B B A C BApproach Delay 25.2 57.6 6.1 14.5Approach LOS C E A B

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 4 (3%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.81Intersection Signal Delay: 12.0 Intersection LOS: BIntersection Capacity Utilization 70.4% ICU Level of Service CAnalysis Period (min) 15Description: ped times impact cycle length


Queues Background AM1: Appleby Line & Palladium Way 151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane Group Flow (vph) 82 202 44 57 437 1438 85 957v/c Ratio 0.42 0.51 0.75 0.20 0.81 0.34 0.39 0.30Control Delay 51.5 14.5 108.4 18.3 19.4 2.1 25.4 13.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 51.5 14.5 108.4 18.3 19.4 2.1 25.4 13.5Queue Length 50th (m) 18.5 6.7 10.5 3.0 12.9 13.2 10.5 34.5Queue Length 95th (m) 33.8 28.3 #29.1 14.8 38.5 14.9 33.8 58.2Internal Link Dist (m) 188.4 118.9 217.0 170.6Turn Bay Length (m) 100.0 75.0Base Capacity (vph) 248 456 75 357 646 4239 216 3208Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.33 0.44 0.59 0.16 0.68 0.34 0.39 0.30

Intersection SummaryDescription: ped times impact cycle length# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Background AM1: Appleby Line & Palladium Way 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 75 28 156 40 13 39 398 1184 125 77 732 139Future Volume (vph) 75 28 156 40 13 39 398 1184 125 77 732 139Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00Frt 1.00 0.87 1.00 0.89 1.00 0.99 1.00 0.98Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1711 1659 1163 1685 1616 5400 1745 5385Flt Permitted 0.72 1.00 0.32 1.00 0.27 1.00 0.20 1.00Satd. Flow (perm) 1296 1659 394 1685 456 5400 365 5385Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 82 31 171 44 14 43 437 1301 137 85 804 153RTOR Reduction (vph) 0 145 0 0 37 0 0 10 0 0 21 0Lane Group Flow (vph) 82 57 0 44 20 0 437 1428 0 85 936 0Heavy Vehicles (%) 2% 0% 0% 50% 0% 0% 8% 3% 14% 0% 3% 5%Turn Type Perm NA Perm NA pm+pt NA Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 15.1 15.1 15.1 15.1 91.9 91.9 69.0 69.0Effective Green, g (s) 18.1 18.1 18.1 18.1 91.9 93.9 71.0 71.0Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.77 0.78 0.59 0.59Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 195 250 59 254 531 4225 215 3186v/s Ratio Prot 0.03 0.01 c0.13 0.26 0.17v/s Ratio Perm 0.06 c0.11 c0.50 0.23v/c Ratio 0.42 0.23 0.75 0.08 0.82 0.34 0.40 0.29Uniform Delay, d1 46.2 44.8 48.7 43.8 7.1 3.9 13.1 12.1Progression Factor 1.00 1.00 1.00 1.00 1.04 0.47 1.00 1.00Incremental Delay, d2 1.5 0.5 39.6 0.1 9.1 0.2 5.4 0.2Delay (s) 47.7 45.3 88.4 43.9 16.5 2.0 18.4 12.3Level of Service D D F D B A B BApproach Delay (s) 46.0 63.3 5.4 12.8Approach LOS D E A B

Intersection SummaryHCM 2000 Control Delay 13.0 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.81Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 70.4% ICU Level of Service CAnalysis Period (min) 15Description: ped times impact cycle lengthc Critical Lane Group

Timings Background AM2: Appleby Line & Thomas Alton Boulevard 151010S


Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 236 19 486 43 10 145 1466 4 883 36Future Volume (vph) 236 19 486 43 10 145 1466 4 883 36Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Detector Phase 4 4 4 8 8 5 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 7.0 8.0 8.0 8.0 8.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 11.0 32.0 32.0 32.0 32.0Total Split (s) 56.0 56.0 56.0 56.0 56.0 24.0 64.0 40.0 40.0 40.0Total Split (%) 46.7% 46.7% 46.7% 46.7% 46.7% 20.0% 53.3% 33.3% 33.3% 33.3%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 33.7 33.7 33.7 33.7 78.3 78.3 63.8 63.8 63.8Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.65 0.65 0.53 0.53 0.53v/c Ratio 0.71 0.71 0.23 0.03 0.41 0.46 0.03 0.32 0.05Control Delay 48.3 13.4 33.0 21.2 13.0 11.8 17.5 14.6 0.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 48.3 13.4 33.0 21.2 13.0 11.8 17.5 14.6 0.2LOS D B C C B B B B AApproach Delay 25.4 30.0 11.9 14.1Approach LOS C C B B



Queues Background AM2: Appleby Line & Thomas Alton Boulevard 151010S


Lane Group EBT EBR WBL WBT NBL NBT SBL SBT SBRLane Group Flow (vph) 274 523 46 16 156 1644 4 949 39v/c Ratio 0.71 0.71 0.23 0.03 0.41 0.46 0.03 0.32 0.05Control Delay 48.3 13.4 33.0 21.2 13.0 11.8 17.5 14.6 0.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 48.3 13.4 33.0 21.2 13.0 11.8 17.5 14.6 0.2Queue Length 50th (m) 61.0 21.4 8.8 2.0 13.8 62.1 0.4 33.0 0.0Queue Length 95th (m) 81.4 55.6 17.2 6.6 29.6 92.9 m1.4 42.6 m0.2Internal Link Dist (m) 124.3 92.8 221.8 217.0Turn Bay Length (m) 35.0 135.0 50.0 50.0Base Capacity (vph) 595 906 309 787 465 3553 158 2941 785Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.46 0.58 0.15 0.02 0.34 0.46 0.03 0.32 0.05


HCM Signalized Intersection Capacity Analysis Background AM2: Appleby Line & Thomas Alton Boulevard 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 236 19 486 43 10 5 145 1466 63 4 883 36Future Volume (vph) 236 19 486 43 10 5 145 1466 63 4 883 36Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00 1.00Frt 1.00 0.85 1.00 0.95 1.00 0.99 1.00 1.00 0.85Flt Protected 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1799 1551 1745 1811 1558 5438 1745 5534 1413Flt Permitted 0.73 1.00 0.39 1.00 0.26 1.00 0.16 1.00 1.00Satd. Flow (perm) 1374 1551 715 1811 424 5438 299 5534 1413Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Adj. Flow (vph) 254 20 523 46 11 5 156 1576 68 4 949 39RTOR Reduction (vph) 0 0 297 0 4 0 0 3 0 0 0 18Lane Group Flow (vph) 0 274 226 46 12 0 156 1641 0 4 949 21Heavy Vehicles (%) 1% 0% 3% 0% 0% 0% 12% 4% 8% 0% 3% 13%Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 30.7 30.7 30.7 30.7 76.3 76.3 61.7 61.7 61.7Effective Green, g (s) 33.7 33.7 33.7 33.7 76.3 78.3 63.7 63.7 63.7Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.64 0.65 0.53 0.53 0.53Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 385 435 200 508 369 3548 158 2937 750v/s Ratio Prot 0.01 0.04 c0.30 0.17v/s Ratio Perm c0.20 0.15 0.06 0.23 0.01 0.01v/c Ratio 0.71 0.52 0.23 0.02 0.42 0.46 0.03 0.32 0.03Uniform Delay, d1 38.8 36.3 33.2 31.2 9.7 10.4 13.4 15.9 13.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.87 0.81 0.11Incremental Delay, d2 6.1 1.1 0.6 0.0 0.8 0.4 0.3 0.3 0.1Delay (s) 44.9 37.4 33.8 31.3 10.5 10.8 11.9 13.2 1.5Level of Service D D C C B B B B AApproach Delay (s) 40.0 33.1 10.8 12.8Approach LOS D C B B


HCM Unsignalized Intersection Capacity Analysis Background AM3: Valera Rd & Thomas Alton Boulevard 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 55 608 10 14 152 31 17 6 61 3 4 29Future Volume (Veh/h) 55 608 10 14 152 31 17 6 61 3 4 29Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 65 715 12 16 179 36 20 7 72 4 5 34Pedestrians 2Lane Width (m) 3.6Walking Speed (m/s) 1.2Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 148pX, platoon unblocked 0.98 0.98 0.98 0.98 0.98 0.98vC, conflicting volume 217 727 1116 1100 721 1158 1088 199vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 197 727 1110 1094 721 1152 1082 178tC, single (s) 4.1 4.1 7.2 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.6 4.0 3.3 3.5 4.0 3.3p0 queue free % 95 98 87 96 83 97 98 96cM capacity (veh/h) 1346 886 155 198 431 133 202 855

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 792 231 99 43Volume Left 65 16 20 4Volume Right 12 36 72 34cSH 1346 886 299 455Volume to Capacity 0.05 0.02 0.33 0.09Queue Length 95th (m) 1.2 0.4 11.3 2.5Control Delay (s) 1.2 0.8 22.9 13.7Lane LOS A A C BApproach Delay (s) 1.2 0.8 22.9 13.7Approach LOS C B

Intersection SummaryAverage Delay 3.5Intersection Capacity Utilization 64.1% ICU Level of Service CAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Background AM4: Columbus Dr & Thomas Alton Boulevard 151010S



Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 770 236 66Volume Left (vph) 0 10 24Volume Right (vph) 10 0 42Hadj (s) 0.05 0.15 -0.27Departure Headway (s) 4.4 5.1 5.9Degree Utilization, x 0.95 0.33 0.11Capacity (veh/h) 770 699 587Control Delay (s) 41.2 10.6 9.6Approach Delay (s) 41.2 10.6 9.6Approach LOS E B A

Intersection SummaryDelay 32.5Level of Service DIntersection Capacity Utilization 44.1% ICU Level of Service AAnalysis Period (min) 15

Timings Background PM1: Appleby Line & Palladium Way 151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsTraffic Volume (vph) 145 58 248 74 202 877 169 1140Future Volume (vph) 145 58 248 74 202 877 169 1140Turn Type Perm NA pm+pt NA pm+pt NA pm+pt NAProtected Phases 4 3 8 5 2 1 6Permitted Phases 4 8 2 6Detector Phase 4 4 3 8 5 2 1 6Switch PhaseMinimum Initial (s) 8.0 8.0 4.0 8.0 8.0 8.0 4.0 8.0Minimum Split (s) 27.0 27.0 10.0 27.0 12.0 32.0 10.0 32.0Total Split (s) 27.0 27.0 16.0 43.0 15.0 33.0 14.0 32.0Total Split (%) 30.0% 30.0% 17.8% 47.8% 16.7% 36.7% 15.6% 35.6%Yellow Time (s) 4.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0All-Red Time (s) 3.0 3.0 1.0 3.0 1.0 2.0 1.0 2.0Lost Time Adjust (s) -3.0 -3.0 0.0 -3.0 0.0 -2.0 0.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lag Lag Lead Lead Lag Lead LagLead-Lag Optimize?Recall Mode None None None None None C-Max None C-MaxAct Effct Green (s) 19.0 19.0 34.9 34.9 44.3 34.0 42.0 32.8Actuated g/C Ratio 0.21 0.21 0.39 0.39 0.49 0.38 0.47 0.36v/c Ratio 0.62 0.72 0.79 0.30 0.72 0.51 0.55 0.62Control Delay 43.1 17.7 38.3 8.0 46.9 16.0 19.9 25.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 43.1 17.7 38.3 8.0 46.9 16.0 19.9 25.8LOS D B D A D B B CApproach Delay 24.5 24.3 21.1 25.1Approach LOS C C C C

Intersection SummaryCycle Length: 90Actuated Cycle Length: 90Offset: 78 (87%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 85Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.79Intersection Signal Delay: 23.6 Intersection LOS: CIntersection Capacity Utilization 86.3% ICU Level of Service EAnalysis Period (min) 15Description: Ped Times impact cycle length


Queues Background PM1: Appleby Line & Palladium Way 151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane Group Flow (vph) 149 409 256 220 208 1061 174 1268v/c Ratio 0.62 0.72 0.79 0.30 0.72 0.51 0.55 0.62Control Delay 43.1 17.7 38.3 8.0 46.9 16.0 19.9 25.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 43.1 17.7 38.3 8.0 46.9 16.0 19.9 25.8Queue Length 50th (m) 24.4 19.9 32.1 9.7 25.8 22.9 16.3 64.3Queue Length 95th (m) 43.0 51.0 #58.1 23.0 #56.7 39.5 30.4 82.1Internal Link Dist (m) 188.4 118.9 217.0 170.6Turn Bay Length (m) 100.0 75.0Base Capacity (vph) 291 631 325 818 303 2091 332 2045Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.51 0.65 0.79 0.27 0.69 0.51 0.52 0.62

Intersection SummaryDescription: Ped Times impact cycle length# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Background PM1: Appleby Line & Palladium Way 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 145 58 339 248 74 140 202 877 152 169 1140 90Future Volume (vph) 145 58 339 248 74 140 202 877 152 169 1140 90Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.87 1.00 0.90 1.00 0.98 1.00 0.99Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1745 1657 1745 1713 1745 5463 1745 5586Flt Permitted 0.62 1.00 0.20 1.00 0.13 1.00 0.20 1.00Satd. Flow (perm) 1140 1657 367 1713 232 5463 376 5586Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 149 60 349 256 76 144 208 904 157 174 1175 93RTOR Reduction (vph) 0 221 0 0 82 0 0 29 0 0 10 0Lane Group Flow (vph) 149 188 0 256 138 0 208 1032 0 174 1258 0Confl. Peds. (#/hr) 1 1Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 2% 0% 0% 1% 0%Turn Type Perm NA pm+pt NA pm+pt NA pm+pt NAProtected Phases 4 3 8 5 2 1 6Permitted Phases 4 8 2 6Actuated Green, G (s) 16.0 16.0 31.9 31.9 42.2 31.9 40.0 30.8Effective Green, g (s) 19.0 19.0 31.9 34.9 42.2 33.9 40.0 32.8Actuated g/C Ratio 0.21 0.21 0.35 0.39 0.47 0.38 0.44 0.36Clearance Time (s) 7.0 7.0 4.0 7.0 4.0 6.0 4.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 240 349 312 664 281 2057 307 2035v/s Ratio Prot 0.11 c0.11 0.08 c0.08 0.19 0.06 0.23v/s Ratio Perm 0.13 c0.18 c0.26 0.19v/c Ratio 0.62 0.54 0.82 0.21 0.74 0.50 0.57 0.62Uniform Delay, d1 32.2 31.6 23.6 18.3 16.7 21.6 16.0 23.5Progression Factor 1.00 1.00 1.00 1.00 1.97 0.70 1.00 1.00Incremental Delay, d2 4.9 1.6 15.7 0.2 9.5 0.8 2.4 1.4Delay (s) 37.1 33.2 39.3 18.5 42.3 16.0 18.4 24.9Level of Service D C D B D B B CApproach Delay (s) 34.3 29.7 20.3 24.1Approach LOS C C C C

Intersection SummaryHCM 2000 Control Delay 25.0 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.76Actuated Cycle Length (s) 90.0 Sum of lost time (s) 16.0Intersection Capacity Utilization 86.3% ICU Level of Service EAnalysis Period (min) 15Description: Ped Times impact cycle lengthc Critical Lane Group

Timings Background PM2: Appleby Line & Thomas Alton Boulevard 151010S


Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 45 58 295 237 64 456 1164 15 1517 199Future Volume (vph) 45 58 295 237 64 456 1164 15 1517 199Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Detector Phase 4 4 4 8 8 5 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 7.0 8.0 8.0 8.0 8.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 11.0 32.0 32.0 32.0 32.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 28.0 60.0 32.0 32.0 32.0Total Split (%) 33.3% 33.3% 33.3% 33.3% 33.3% 31.1% 66.7% 35.6% 35.6% 35.6%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 23.6 23.6 23.6 23.6 58.4 58.4 32.6 32.6 32.6Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.65 0.65 0.36 0.36 0.36v/c Ratio 0.25 0.49 0.77 0.18 0.94 0.40 0.12 0.77 0.31Control Delay 27.0 6.0 47.1 20.5 51.5 7.7 14.7 18.8 2.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 27.0 6.0 47.1 20.5 51.5 7.7 14.7 18.8 2.0LOS C A D C D A B B AApproach Delay 11.4 40.0 18.7 16.8Approach LOS B D B B

Intersection SummaryCycle Length: 90Actuated Cycle Length: 90Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.94Intersection Signal Delay: 18.9 Intersection LOS: BIntersection Capacity Utilization 84.4% ICU Level of Service EAnalysis Period (min) 15Description: Ped Times impact cycle length


Queues Background PM2: Appleby Line & Thomas Alton Boulevard 151010S


Lane Group EBT EBR WBL WBT NBL NBT SBL SBT SBRLane Group Flow (vph) 107 307 247 90 475 1418 16 1580 207v/c Ratio 0.25 0.49 0.77 0.18 0.94 0.40 0.12 0.77 0.31Control Delay 27.0 6.0 47.1 20.5 51.5 7.7 14.7 18.8 2.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 27.0 6.0 47.1 20.5 51.5 7.7 14.7 18.8 2.0Queue Length 50th (m) 14.8 0.0 39.9 9.5 66.7 36.8 1.0 82.7 0.5Queue Length 95th (m) 28.5 18.8 #73.7 21.2 #125.1 45.2 m1.7 #73.0 m3.2Internal Link Dist (m) 124.3 92.8 221.8 217.0Turn Bay Length (m) 35.0 135.0 50.0 50.0Base Capacity (vph) 464 662 354 539 541 3586 134 2044 670Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.23 0.46 0.70 0.17 0.88 0.40 0.12 0.77 0.31

Intersection SummaryDescription: Ped Times impact cycle length# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.

HCM Signalized Intersection Capacity Analysis Background PM2: Appleby Line & Thomas Alton Boulevard 151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 45 58 295 237 64 22 456 1164 197 15 1517 199Future Volume (vph) 45 58 295 237 64 22 456 1164 197 15 1517 199Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00 1.00Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 0.96 1.00 0.98 1.00 1.00 0.85Flt Protected 0.98 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1857 1536 1711 1820 1728 5483 1745 5644 1560Flt Permitted 0.85 1.00 0.68 1.00 0.12 1.00 0.20 1.00 1.00Satd. Flow (perm) 1607 1536 1228 1820 210 5483 372 5644 1560Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96Adj. Flow (vph) 47 60 307 247 67 23 475 1212 205 16 1580 207RTOR Reduction (vph) 0 0 226 0 14 0 0 28 0 0 0 105Lane Group Flow (vph) 0 107 81 247 76 0 475 1390 0 16 1580 102Confl. Peds. (#/hr) 2 2 2 2Heavy Vehicles (%) 0% 0% 4% 2% 0% 0% 1% 2% 0% 0% 1% 0%Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 20.6 20.6 20.6 20.6 56.4 56.4 30.6 30.6 30.6Effective Green, g (s) 23.6 23.6 23.6 23.6 56.4 58.4 32.6 32.6 32.6Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.63 0.65 0.36 0.36 0.36Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 421 402 322 477 499 3557 134 2044 565v/s Ratio Prot 0.04 c0.23 0.25 0.28v/s Ratio Perm 0.07 0.05 c0.20 c0.37 0.04 0.07v/c Ratio 0.25 0.20 0.77 0.16 0.95 0.39 0.12 0.77 0.18Uniform Delay, d1 26.2 25.9 30.7 25.6 25.1 7.4 19.1 25.4 19.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.57 0.59 0.16Incremental Delay, d2 0.3 0.2 10.4 0.2 28.4 0.3 1.4 2.2 0.5Delay (s) 26.6 26.1 41.1 25.7 53.5 7.8 12.2 17.3 3.6Level of Service C C D C D A B B AApproach Delay (s) 26.2 37.0 19.2 15.7Approach LOS C D B B

Intersection SummaryHCM 2000 Control Delay 19.8 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.90Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 84.4% ICU Level of Service EAnalysis Period (min) 15Description: Ped Times impact cycle lengthc Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Background PM3: Valera Rd & Thomas Alton Boulevard 151010S



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 360 752 46 62Volume Left 3 91 3 33Volume Right 6 17 42 26cSH 902 1207 505 182Volume to Capacity 0.00 0.08 0.09 0.34Queue Length 95th (m) 0.1 2.0 2.4 11.3Control Delay (s) 0.1 1.9 12.8 34.6Lane LOS A A B DApproach Delay (s) 0.1 1.9 12.8 34.6Approach LOS B D

Intersection SummaryAverage Delay 3.4Intersection Capacity Utilization 73.1% ICU Level of Service DAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Background PM4: Columbus Dr & Thomas Alton Boulevard 151010S



Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 338 651 24Volume Left (vph) 0 38 2Volume Right (vph) 11 0 22Hadj (s) 0.05 0.03 -0.53Departure Headway (s) 4.7 4.4 5.5Degree Utilization, x 0.44 0.79 0.04Capacity (veh/h) 752 816 591Control Delay (s) 11.3 21.6 8.7Approach Delay (s) 11.3 21.6 8.7Approach LOS B C A

Intersection SummaryDelay 17.9Level of Service CIntersection Capacity Utilization 61.9% ICU Level of Service BAnalysis Period (min) 15



Appendix E

Total Traffic Operational Conditions

151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsTraffic Volume (vph) 110 28 40 13 401 1218 77 733Future Volume (vph) 110 28 40 13 401 1218 77 733Turn Type Perm NA Perm NA pm+pt NA Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Detector Phase 4 4 8 8 5 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0Minimum Split (s) 27.0 27.0 27.0 27.0 12.0 32.0 32.0 32.0Total Split (s) 27.0 27.0 27.0 27.0 34.0 93.0 59.0 59.0Total Split (%) 22.5% 22.5% 22.5% 22.5% 28.3% 77.5% 49.2% 49.2%Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag LagLead-Lag Optimize?Recall Mode None None None None None C-Max C-Max C-MaxAct Effct Green (s) 18.9 18.9 18.9 18.9 93.1 93.1 69.7 69.7Actuated g/C Ratio 0.16 0.16 0.16 0.16 0.78 0.78 0.58 0.58v/c Ratio 0.60 0.51 0.71 0.19 0.82 0.35 0.42 0.31Control Delay 58.6 14.1 99.0 18.2 24.9 2.3 27.0 14.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 58.6 14.1 99.0 18.2 24.9 2.3 27.0 14.0LOS E B F B C A C BApproach Delay 30.5 53.4 7.5 15.1Approach LOS C D A B



151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane Group Flow (vph) 121 207 44 57 441 1475 85 971v/c Ratio 0.60 0.51 0.71 0.19 0.82 0.35 0.42 0.31Control Delay 58.6 14.1 99.0 18.2 24.9 2.3 27.0 14.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 58.6 14.1 99.0 18.2 24.9 2.3 27.0 14.0Queue Length 50th (m) 28.1 6.6 10.4 3.0 17.8 15.3 11.0 36.2Queue Length 95th (m) 47.2 28.6 #28.9 14.8 53.6 16.7 34.6 58.8Internal Link Dist (m) 188.4 118.9 217.0 170.6Turn Bay Length (m) 100.0 75.0Base Capacity (vph) 248 459 76 357 638 4203 204 3142Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.49 0.45 0.58 0.16 0.69 0.35 0.42 0.31

Intersection SummaryDescription: ped times impact cycle length# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 110 28 160 40 13 39 401 1218 125 77 733 151Future Volume (vph) 110 28 160 40 13 39 401 1218 125 77 733 151Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00Frt 1.00 0.87 1.00 0.89 1.00 0.99 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1711 1658 1163 1685 1616 5403 1745 5374Flt Permitted 0.72 1.00 0.32 1.00 0.26 1.00 0.19 1.00Satd. Flow (perm) 1296 1658 397 1685 445 5403 352 5374Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 121 31 176 44 14 43 441 1338 137 85 805 166RTOR Reduction (vph) 0 148 0 0 36 0 0 10 0 0 24 0Lane Group Flow (vph) 121 59 0 44 21 0 441 1465 0 85 947 0Heavy Vehicles (%) 2% 0% 0% 50% 0% 0% 8% 3% 14% 0% 3% 5%Turn Type Perm NA Perm NA pm+pt NA Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 15.9 15.9 15.9 15.9 91.1 91.1 67.6 67.6Effective Green, g (s) 18.9 18.9 18.9 18.9 91.1 93.1 69.6 69.6Actuated g/C Ratio 0.16 0.16 0.16 0.16 0.76 0.78 0.58 0.58Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 204 261 62 265 528 4191 204 3116v/s Ratio Prot 0.04 0.01 c0.14 0.27 0.18v/s Ratio Perm 0.09 c0.11 c0.50 0.24v/c Ratio 0.59 0.22 0.71 0.08 0.84 0.35 0.42 0.30Uniform Delay, d1 47.0 44.2 47.9 43.1 7.9 4.1 14.0 12.8Progression Factor 1.00 1.00 1.00 1.00 1.54 0.50 1.00 1.00Incremental Delay, d2 4.6 0.4 31.0 0.1 9.9 0.2 6.2 0.3Delay (s) 51.5 44.6 78.9 43.2 22.1 2.3 20.1 13.1Level of Service D D E D C A C BApproach Delay (s) 47.2 58.8 6.8 13.7Approach LOS D E A B


151010S


Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 270 19 557 43 10 165 1469 4 887 37Future Volume (vph) 270 19 557 43 10 165 1469 4 887 37Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Detector Phase 4 4 4 8 8 5 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 7.0 8.0 8.0 8.0 8.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 11.0 32.0 32.0 32.0 32.0Total Split (s) 56.0 56.0 56.0 56.0 56.0 24.0 64.0 40.0 40.0 40.0Total Split (%) 46.7% 46.7% 46.7% 46.7% 46.7% 20.0% 53.3% 33.3% 33.3% 33.3%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 37.1 37.1 37.1 37.1 74.9 74.9 59.2 59.2 59.2Actuated g/C Ratio 0.31 0.31 0.31 0.31 0.62 0.62 0.49 0.49 0.49v/c Ratio 0.73 0.78 0.22 0.03 0.48 0.48 0.03 0.35 0.05Control Delay 46.6 18.1 30.2 19.1 16.0 13.8 20.2 16.7 0.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 46.6 18.1 30.2 19.1 16.0 13.8 20.2 16.7 0.3LOS D B C B B B C B AApproach Delay 27.8 27.4 14.0 16.1Approach LOS C C B B



151010S


Lane Group EBT EBR WBL WBT NBL NBT SBL SBT SBRLane Group Flow (vph) 310 599 46 16 177 1648 4 954 40v/c Ratio 0.73 0.78 0.22 0.03 0.48 0.48 0.03 0.35 0.05Control Delay 46.6 18.1 30.2 19.1 16.0 13.8 20.2 16.7 0.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 46.6 18.1 30.2 19.1 16.0 13.8 20.2 16.7 0.3Queue Length 50th (m) 68.5 42.9 8.4 1.9 17.4 68.1 0.5 34.0 0.0Queue Length 95th (m) 88.8 79.8 16.3 6.3 36.2 101.2 m1.3 44.1 m0.3Internal Link Dist (m) 124.3 92.8 221.8 217.0Turn Bay Length (m) 35.0 135.0 50.0 50.0Base Capacity (vph) 593 906 292 787 444 3399 146 2730 734Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.52 0.66 0.16 0.02 0.40 0.48 0.03 0.35 0.05


151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 270 19 557 43 10 5 165 1469 63 4 887 37Future Volume (vph) 270 19 557 43 10 5 165 1469 63 4 887 37Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00 1.00Frt 1.00 0.85 1.00 0.95 1.00 0.99 1.00 1.00 0.85Flt Protected 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1798 1551 1745 1811 1558 5438 1745 5534 1413Flt Permitted 0.73 1.00 0.37 1.00 0.25 1.00 0.16 1.00 1.00Satd. Flow (perm) 1371 1551 675 1811 406 5438 297 5534 1413Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Adj. Flow (vph) 290 20 599 46 11 5 177 1580 68 4 954 40RTOR Reduction (vph) 0 0 285 0 3 0 0 3 0 0 0 20Lane Group Flow (vph) 0 310 314 46 13 0 177 1645 0 4 954 20Heavy Vehicles (%) 1% 0% 3% 0% 0% 0% 12% 4% 8% 0% 3% 13%Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 34.1 34.1 34.1 34.1 72.9 72.9 57.2 57.2 57.2Effective Green, g (s) 37.1 37.1 37.1 37.1 72.9 74.9 59.2 59.2 59.2Actuated g/C Ratio 0.31 0.31 0.31 0.31 0.61 0.62 0.49 0.49 0.49Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 423 479 208 559 358 3394 146 2730 697v/s Ratio Prot 0.01 0.05 c0.30 0.17v/s Ratio Perm c0.23 0.20 0.07 0.25 0.01 0.01v/c Ratio 0.73 0.65 0.22 0.02 0.49 0.48 0.03 0.35 0.03Uniform Delay, d1 37.0 35.9 30.7 28.8 11.5 12.2 15.6 18.6 15.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.86 0.79 0.12Incremental Delay, d2 6.4 3.2 0.5 0.0 1.1 0.5 0.3 0.3 0.1Delay (s) 43.5 39.1 31.3 28.9 12.6 12.6 13.7 15.1 1.9Level of Service D D C C B B B B AApproach Delay (s) 40.6 30.7 12.6 14.5Approach LOS D C B B

Intersection SummaryHCM 2000 Control Delay 20.1 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.59Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 69.1% ICU Level of Service CAnalysis Period (min) 15Description: ped times impact cycle lengthc Critical Lane Group

151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 55 713 10 14 173 31 17 6 61 3 4 29Future Volume (Veh/h) 55 713 10 14 173 31 17 6 61 3 4 29Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85Hourly flow rate (vph) 65 839 12 16 204 36 20 7 72 4 5 34Pedestrians 2Lane Width (m) 3.6Walking Speed (m/s) 1.2Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 148pX, platoon unblocked 0.97 0.97 0.97 0.97 0.97 0.97vC, conflicting volume 242 851 1266 1249 845 1306 1237 224vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 205 851 1259 1242 845 1301 1229 186tC, single (s) 4.1 4.1 7.2 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.6 4.0 3.3 3.5 4.0 3.3p0 queue free % 95 98 83 96 80 96 97 96cM capacity (veh/h) 1319 796 120 159 366 99 162 835

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 916 256 99 43Volume Left 65 16 20 4Volume Right 12 36 72 34cSH 1319 796 243 384Volume to Capacity 0.05 0.02 0.41 0.11Queue Length 95th (m) 1.2 0.5 15.0 3.0Control Delay (s) 1.3 0.8 29.7 15.5Lane LOS A A D CApproach Delay (s) 1.3 0.8 29.7 15.5Approach LOS D C

Intersection SummaryAverage Delay 3.8Intersection Capacity Utilization 70.4% ICU Level of Service CAnalysis Period (min) 15

151010S



Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 780 248 66Volume Left (vph) 0 10 24Volume Right (vph) 10 0 42Hadj (s) 0.05 0.15 -0.27Departure Headway (s) 4.5 5.1 5.9Degree Utilization, x 0.97 0.35 0.11Capacity (veh/h) 796 696 584Control Delay (s) 44.5 10.8 9.6Approach Delay (s) 44.5 10.8 9.6Approach LOS E B A

Intersection SummaryDelay 34.8Level of Service DIntersection Capacity Utilization 44.5% ICU Level of Service AAnalysis Period (min) 15

151010S


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (veh/h) 9 673 198 21 105 10Future Volume (Veh/h) 9 673 198 21 105 10Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 10 732 215 23 114 11PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 249pX, platoon unblockedvC, conflicting volume 238 978 226vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 238 978 226tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 59 99cM capacity (veh/h) 1341 278 818

Direction, Lane # EB 1 WB 1 SB 1Volume Total 742 238 125Volume Left 10 0 114Volume Right 0 23 11cSH 1341 1700 295Volume to Capacity 0.01 0.14 0.42Queue Length 95th (m) 0.2 0.0 16.1Control Delay (s) 0.2 0.0 25.9Lane LOS A DApproach Delay (s) 0.2 0.0 25.9Approach LOS D

Intersection SummaryAverage Delay 3.1Intersection Capacity Utilization 55.7% ICU Level of Service BAnalysis Period (min) 15

151010S


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 259 4 15 550 29 39Future Volume (Veh/h) 259 4 15 550 29 39Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 282 4 16 598 32 42PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 212pX, platoon unblocked 0.92vC, conflicting volume 286 914 143vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 286 863 143tC, single (s) 4.1 6.8 6.9tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 88 95cM capacity (veh/h) 1288 270 885

Direction, Lane # EB 1 EB 2 WB 1 NB 1Volume Total 188 98 614 74Volume Left 0 0 16 32Volume Right 0 4 0 42cSH 1700 1700 1288 446Volume to Capacity 0.11 0.06 0.01 0.17Queue Length 95th (m) 0.0 0.0 0.3 4.7Control Delay (s) 0.0 0.0 0.4 14.7Lane LOS A BApproach Delay (s) 0.0 0.4 14.7Approach LOS B


151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsTraffic Volume (vph) 172 58 248 74 213 880 169 1143Future Volume (vph) 172 58 248 74 213 880 169 1143Turn Type Perm NA pm+pt NA pm+pt NA pm+pt NAProtected Phases 4 3 8 5 2 1 6Permitted Phases 4 8 2 6Detector Phase 4 4 3 8 5 2 1 6Switch PhaseMinimum Initial (s) 8.0 8.0 4.0 8.0 8.0 8.0 4.0 8.0Minimum Split (s) 27.0 27.0 10.0 27.0 12.0 32.0 10.0 32.0Total Split (s) 27.0 27.0 16.0 43.0 15.0 33.0 14.0 32.0Total Split (%) 30.0% 30.0% 17.8% 47.8% 16.7% 36.7% 15.6% 35.6%Yellow Time (s) 4.0 4.0 3.0 4.0 3.0 4.0 3.0 4.0All-Red Time (s) 3.0 3.0 1.0 3.0 1.0 2.0 1.0 2.0Lost Time Adjust (s) -3.0 -3.0 0.0 -3.0 0.0 -2.0 0.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lag Lag Lead Lead Lag Lead LagLead-Lag Optimize?Recall Mode None None None None None C-Max None C-MaxAct Effct Green (s) 20.1 20.1 35.9 35.9 43.4 32.8 40.7 31.5Actuated g/C Ratio 0.22 0.22 0.40 0.40 0.48 0.36 0.45 0.35v/c Ratio 0.70 0.70 0.79 0.29 0.75 0.53 0.56 0.68Control Delay 46.6 17.3 38.0 7.8 49.3 16.8 20.8 27.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 46.6 17.3 38.0 7.8 49.3 16.8 20.8 27.3LOS D B D A D B C CApproach Delay 26.1 24.1 22.4 26.5Approach LOS C C C C



151010S


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane Group Flow (vph) 177 413 256 220 220 1064 174 1324v/c Ratio 0.70 0.70 0.79 0.29 0.75 0.53 0.56 0.68Control Delay 46.6 17.3 38.0 7.8 49.3 16.8 20.8 27.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 46.6 17.3 38.0 7.8 49.3 16.8 20.8 27.3Queue Length 50th (m) 28.9 20.3 30.7 9.3 27.9 22.9 17.2 70.4Queue Length 95th (m) 51.3 52.7 #60.3 23.0 #61.2 39.2 30.4 85.9Internal Link Dist (m) 188.4 118.9 217.0 170.6Turn Bay Length (m) 100.0 75.0Base Capacity (vph) 291 630 325 818 304 2021 324 1961Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.61 0.66 0.79 0.27 0.72 0.53 0.54 0.68

Intersection SummaryDescription: Ped Times impact cycle length# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 172 58 342 248 74 140 213 880 152 169 1143 142Future Volume (vph) 172 58 342 248 74 140 213 880 152 169 1143 142Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.87 1.00 0.90 1.00 0.98 1.00 0.98Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1745 1656 1745 1713 1745 5463 1745 5556Flt Permitted 0.62 1.00 0.19 1.00 0.13 1.00 0.20 1.00Satd. Flow (perm) 1140 1656 348 1713 239 5463 367 5556Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 177 60 353 256 76 144 220 907 157 174 1178 146RTOR Reduction (vph) 0 216 0 0 81 0 0 30 0 0 19 0Lane Group Flow (vph) 177 197 0 256 139 0 220 1034 0 174 1305 0Confl. Peds. (#/hr) 1 1Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 2% 0% 0% 1% 0%Turn Type Perm NA pm+pt NA pm+pt NA pm+pt NAProtected Phases 4 3 8 5 2 1 6Permitted Phases 4 8 2 6Actuated Green, G (s) 17.1 17.1 32.9 32.9 41.4 30.8 38.8 29.5Effective Green, g (s) 20.1 20.1 32.9 35.9 41.4 32.8 38.8 31.5Actuated g/C Ratio 0.22 0.22 0.37 0.40 0.46 0.36 0.43 0.35Clearance Time (s) 7.0 7.0 4.0 7.0 4.0 6.0 4.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 254 369 310 683 287 1990 300 1944v/s Ratio Prot 0.12 c0.11 0.08 c0.09 0.19 0.06 0.23v/s Ratio Perm 0.16 c0.19 c0.26 0.19v/c Ratio 0.70 0.53 0.83 0.20 0.77 0.52 0.58 0.67Uniform Delay, d1 32.1 30.8 23.1 17.7 17.6 22.4 16.8 24.9Progression Factor 1.00 1.00 1.00 1.00 1.95 0.71 1.00 1.00Incremental Delay, d2 8.1 1.5 16.2 0.1 10.9 0.9 2.7 1.9Delay (s) 40.2 32.3 39.4 17.9 45.4 16.8 19.5 26.7Level of Service D C D B D B B CApproach Delay (s) 34.7 29.4 21.7 25.9Approach LOS C C C C


151010S


Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 48 58 344 237 64 517 1175 15 1520 202Future Volume (vph) 48 58 344 237 64 517 1175 15 1520 202Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Detector Phase 4 4 4 8 8 5 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 7.0 8.0 8.0 8.0 8.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 11.0 32.0 32.0 32.0 32.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 28.0 60.0 32.0 32.0 32.0Total Split (%) 33.3% 33.3% 33.3% 33.3% 33.3% 31.1% 66.7% 35.6% 35.6% 35.6%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -3.0 -3.0 -3.0 -3.0 0.0 -2.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 23.6 23.6 23.6 23.6 58.4 58.4 29.4 29.4 29.4Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.65 0.65 0.33 0.33 0.33v/c Ratio 0.26 0.54 0.77 0.18 0.95 0.40 0.13 0.86 0.34Control Delay 27.1 6.2 47.5 20.5 52.8 7.7 15.3 22.1 2.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 27.1 6.2 47.5 20.5 52.8 7.7 15.3 22.1 2.2LOS C A D C D A B C AApproach Delay 11.1 40.3 20.1 19.7Approach LOS B D C B



151010S


Lane Group EBT EBR WBL WBT NBL NBT SBL SBT SBRLane Group Flow (vph) 110 358 247 90 539 1429 16 1583 210v/c Ratio 0.26 0.54 0.77 0.18 0.95 0.40 0.13 0.86 0.34Control Delay 27.1 6.2 47.5 20.5 52.8 7.7 15.3 22.1 2.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 27.1 6.2 47.5 20.5 52.8 7.7 15.3 22.1 2.2Queue Length 50th (m) 15.3 0.0 39.9 9.5 80.7 37.4 0.9 36.3 0.5Queue Length 95th (m) 29.0 20.2 #74.2 21.2 #150.0 45.6 m1.5 #70.9 m3.1Internal Link Dist (m) 124.3 92.8 221.8 217.0Turn Bay Length (m) 35.0 135.0 50.0 50.0Base Capacity (vph) 460 698 352 539 565 3582 120 1842 621Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.24 0.51 0.70 0.17 0.95 0.40 0.13 0.86 0.34

Intersection SummaryDescription: Ped Times impact cycle length# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.

151010S


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 48 58 344 237 64 22 517 1175 197 15 1520 202Future Volume (vph) 48 58 344 237 64 22 517 1175 197 15 1520 202Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 *1.00 1.00 *1.00 1.00Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 0.96 1.00 0.98 1.00 1.00 0.85Flt Protected 0.98 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1856 1536 1711 1820 1728 5483 1745 5644 1560Flt Permitted 0.84 1.00 0.68 1.00 0.13 1.00 0.20 1.00 1.00Satd. Flow (perm) 1595 1536 1219 1820 232 5483 368 5644 1560Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96Adj. Flow (vph) 50 60 358 247 67 23 539 1224 205 16 1583 210RTOR Reduction (vph) 0 0 264 0 14 0 0 28 0 0 0 112Lane Group Flow (vph) 0 110 94 247 76 0 539 1401 0 16 1583 98Confl. Peds. (#/hr) 2 2 2 2Heavy Vehicles (%) 0% 0% 4% 2% 0% 0% 1% 2% 0% 0% 1% 0%Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA PermProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 20.6 20.6 20.6 20.6 56.4 56.4 27.4 27.4 27.4Effective Green, g (s) 23.6 23.6 23.6 23.6 56.4 58.4 29.4 29.4 29.4Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.63 0.65 0.33 0.33 0.33Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 418 402 319 477 560 3557 120 1843 509v/s Ratio Prot 0.04 c0.27 0.26 0.28v/s Ratio Perm 0.07 0.06 c0.20 c0.34 0.04 0.06v/c Ratio 0.26 0.23 0.77 0.16 0.96 0.39 0.13 0.86 0.19Uniform Delay, d1 26.3 26.1 30.7 25.6 24.6 7.5 21.3 28.4 21.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.57 0.60 0.17Incremental Delay, d2 0.3 0.3 11.1 0.2 28.6 0.3 1.7 4.1 0.6Delay (s) 26.6 26.4 41.9 25.7 53.3 7.8 13.9 21.0 4.3Level of Service C C D C D A B C AApproach Delay (s) 26.5 37.6 20.2 19.0Approach LOS C D C B


151010S



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 418 824 46 62Volume Left 3 91 3 33Volume Right 6 17 42 26cSH 833 1149 437 142Volume to Capacity 0.00 0.08 0.11 0.44Queue Length 95th (m) 0.1 2.1 2.8 15.6Control Delay (s) 0.1 2.0 14.2 48.7Lane LOS A A B EApproach Delay (s) 0.1 2.0 14.2 48.7Approach LOS B E

Intersection SummaryAverage Delay 4.0Intersection Capacity Utilization 79.2% ICU Level of Service DAnalysis Period (min) 15

151010S



Direction, Lane # EB 1 WB 1 NB 1Volume Total (vph) 352 669 24Volume Left (vph) 0 38 2Volume Right (vph) 11 0 22Hadj (s) 0.05 0.03 -0.53Departure Headway (s) 4.7 4.4 5.6Degree Utilization, x 0.46 0.81 0.04Capacity (veh/h) 748 813 588Control Delay (s) 11.6 23.5 8.8Approach Delay (s) 11.6 23.5 8.8Approach LOS B C A

Intersection SummaryDelay 19.2Level of Service CIntersection Capacity Utilization 63.5% ICU Level of Service BAnalysis Period (min) 15

151010S


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (veh/h) 13 324 606 64 52 16Future Volume (Veh/h) 13 324 606 64 52 16Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 14 352 659 70 57 17PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 249pX, platoon unblocked 0.87 0.87 0.87vC, conflicting volume 729 1074 694vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 613 1010 573tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 98 75 96cM capacity (veh/h) 848 229 455

Direction, Lane # EB 1 WB 1 SB 1Volume Total 366 729 74Volume Left 14 0 57Volume Right 0 70 17cSH 848 1700 259Volume to Capacity 0.02 0.43 0.29Queue Length 95th (m) 0.4 0.0 9.2Control Delay (s) 0.5 0.0 24.4Lane LOS A CApproach Delay (s) 0.5 0.0 24.4Approach LOS C


151010S


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 542 21 63 366 9 30Future Volume (Veh/h) 542 21 63 366 9 30Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 589 23 68 398 10 33PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 212pX, platoon unblocked 0.92vC, conflicting volume 612 1134 306vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 612 1102 306tC, single (s) 4.1 6.8 6.9tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 93 94 95cM capacity (veh/h) 977 179 696

Direction, Lane # EB 1 EB 2 WB 1 NB 1Volume Total 393 219 466 43Volume Left 0 0 68 10Volume Right 0 23 0 33



Appendix F

SimTraffic Queueing Reports

151010S

Paradigm Transportation Solutions Limited SimTraffic Report

Movement EB WB NB SBDirections Served LTR LTR LTR LTRMaximum Queue (m) 36.4 25.5 31.9 14.0Average Queue (m) 6.2 3.4 13.4 6.095th Queue (m) 23.0 14.9 25.6 12.8Link Distance (m) 81.8 116.5 62.3 58.0Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (m)Storage Blk Time (%)Queuing Penalty (veh)

Movement EB WB NBDirections Served TR LT LRMaximum Queue (m) 81.8 29.2 17.3Average Queue (m) 33.7 15.3 8.095th Queue (m) 61.5 25.0 15.0Link Distance (m) 118.0 41.4 58.0Upstream Blk Time (%) 0 0Queuing Penalty (veh) 0 0Storage Bay Dist (m)Storage Blk Time (%)Queuing Penalty (veh)

Movement EB WB SBDirections Served LT TR LRMaximum Queue (m) 16.5 1.4 40.4Average Queue (m) 1.2 0.0 17.395th Queue (m) 8.8 1.6 33.2Link Distance (m) 41.4 81.8 42.3Upstream Blk Time (%) 0 2Queuing Penalty (veh) 0 0Storage Bay Dist (m)Storage Blk Time (%)Queuing Penalty (veh)

151010S


Movement EB WB NB SBDirections Served LTR LTR LTR LTRMaximum Queue (m) 14.8 42.3 17.0 23.0Average Queue (m) 0.8 10.8 7.3 9.095th Queue (m) 6.8 29.7 14.6 18.1Link Distance (m) 81.8 116.5 62.3 58.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m)Storage Blk Time (%)Queuing Penalty (veh)

Movement EB WB NBDirections Served TR LT LRMaximum Queue (m) 32.3 35.8 10.3Average Queue (m) 17.5 25.0 4.895th Queue (m) 27.1 34.4 12.0Link Distance (m) 115.4 41.4 58.0Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (m)Storage Blk Time (%)Queuing Penalty (veh)


Queuing and Blocking Report Total AM151010S


Intersection: 3: Valera Rd & Thomas Alton Boulevard

Movement EB WB NB SBDirections Served LTR LTR LTR LTRMaximum Queue (m) 38.5 29.5 39.2 15.8Average Queue (m) 6.9 4.0 13.9 5.995th Queue (m) 25.3 17.0 28.5 13.4Link Distance (m) 81.8 116.5 62.3 58.0Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (m)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 4: Columbus Dr & Thomas Alton Boulevard


Intersection: 5: Thomas Alton Boulevard & Driveway "A"


Queuing and Blocking Report Total PM151010S


Intersection: 3: Valera Rd & Thomas Alton Boulevard

Movement EB WB NB SBDirections Served LTR LTR LTR LTRMaximum Queue (m) 12.6 41.6 15.9 22.7Average Queue (m) 0.7 11.3 6.6 8.995th Queue (m) 7.1 29.2 13.9 17.5Link Distance (m) 81.8 116.5 62.3 58.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 4: Columbus Dr & Thomas Alton Boulevard


Intersection: 5: Thomas Alton Boulevard & Driveway "A"

Movement EB WB SBDirections Served LT TR LRMaximum Queue (m) 35.1 19.2 25.4Average Queue (m) 4.7 1.5 11.995th Queue (m) 20.5 9.7 21.8Link Distance (m) 41.4 81.8 42.3Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (m)Storage Blk Time (%)Queuing Penalty (veh)



Appendix G

Townhouse Parking Demand Data

Municipal Address: 1284 Guelph LineBurlington, ON L7L 4X5 Time Visitors Residents Car Share Total Time Visitors Residents Car Share Total

Name: Mod'rn 16:00 11 13 1 25 16:00 7 14 1 22Type: Stacked Townhouse 16:15 9 17 1 27 16:15 7 19 1 27

16:30 11 15 1 27 16:30 5 19 1 25Units 78 16:45 13 17 1 31 16:45 5 19 1 25Occupied 75 17:00 12 19 1 32 17:00 4 18 1 23

17:15 10 20 1 31 17:15 4 20 1 25Parking Supply 111 17:30 7 25 1 33 17:30 5 23 1 29Residents 83 17:45 9 29 1 39 17:45 7 23 1 31Visitors 27 18:00 9 32 1 42 18:00 8 25 1 34Car Share 1 18:15 10 35 1 46 18:15 8 28 1 37

18:30 9 38 1 48 18:30 9 31 1 41Parking Supply Ratio 18:45 13 39 1 53 18:45 9 34 1 44Spaces/Unit 1.42 19:00 12 42 1 55 19:00 9 36 1 46Resident spaces/unit 1.08 19:15 10 45 1 56 19:15 8 35 1 44Visitor spaces/unit 0.35 19:30 12 45 1 58 19:30 10 36 1 47

19:45 10 44 1 55 19:45 10 39 1 50Parking Rate (occupied) 20:00 13 43 1 57 20:00 10 41 1 52

20:15 13 42 1 56 20:15 11 42 1 54Day 1 20:30 12 44 1 57 20:30 12 42 1 55Visitor 0.17 20:45 12 46 1 59 20:45 15 44 1 60Resident 0.69 21:00 13 47 1 61 21:00 14 47 1 62Overall 0.84 21:15 12 49 1 62 21:15 16 48 1 65

21:30 11 50 1 62 21:30 17 50 1 68Day 2 21:45 11 51 1 63 21:45 18 50 1 69Visitor 0.24 22:00 12 50 1 63 22:00 18 50 1 69Resident 0.68Overall 0.92 NOTE: Car share is assumed to be related to the Resident demand only.

Wednesday - 13 April 2016 Thursday - 14 April 2016

Municipal Address: 1284 Guelph LineBurlington, ON L7L 4X5 Time Visitors Adj. Visitor Residents Car Share Total Time Visitors Adj. Visitor Residents Car Share Total

Name: Mod'rn 16:00 8 2 26 1 29 16:00 3 1 32 1 34Type: Stacked Townhouse 16:15 10 4 27 1 32 16:15 6 4 30 1 35

16:30 12 5 30 1 36 16:30 6 4 29 1 34Units 78 16:45 10 3 28 1 32 16:45 6 4 31 1 36Occupied 70 17:00 9 2 29 1 32 17:00 6 4 34 1 39

17:15 8 1 33 1 35 17:15 8 6 36 1 43Parking Supply 111 17:30 8 1 34 1 36 17:30 11 7 40 1 48Residents 83 17:45 8 1 34 1 36 17:45 10 6 40 1 47Visitors 27 18:00 9 1 46 1 48 18:00 9 5 39 1 45Car Share 1 18:15 9 2 46 1 49 18:15 8 3 42 1 46

18:30 10 2 46 1 49 18:30 8 3 43 1 47Parking Supply Ratio 18:45 10 2 46 1 49 18:45 7 2 43 1 46Spaces/Unit 1.42 19:00 13 4 47 1 52 19:00 7 2 45 1 48Resident spaces/unit 1.08 19:15 13 4 48 1 53 19:15 7 2 46 1 49Visitor spaces/unit 0.35 19:30 11 2 43 1 46 19:30 8 2 47 1 50

19:45 11 2 44 1 47 19:45 7 2 47 1 50Parking Rate (occupied) 20:00 12 2 47 1 50 20:00 7 2 46 1 49

20:15 13 3 49 1 53 20:15 7 2 49 1 52Day 1 - 17 August 2016 20:30 16 6 50 1 57 20:30 7 2 50 1 53Visitor 0.10 20:45 16 6 55 1 62 20:45 6 1 52 1 54Resident 0.87 21:00 16 6 56 1 63 21:00 7 2 56 1 59Total 0.96 21:15 17 7 56 1 64 21:15 8 3 58 1 62

21:30 17 7 57 1 65 21:30 11 6 59 1 66Day 2 - 23 April 2016 21:45 17 7 58 1 66 21:45 10 5 60 1 66Visitor 0.14 22:00 16 6 60 1 67 22:00 11 6 62 1 69Resident 0.93 22:15 13 8 61 1 70Total 1.07 22:30 13 8 62 1 71

22:45 14 9 63 1 7323:00 14 9 63 1 7323:15 14 9 64 1 7423:30 15 10 63 1 7423:45 15 10 63 1 7400:00 15 10 64 1 75

Wednesday - 17 August 2016 Tuesday - 23 August 2016

NOTE: Car share is assumed to be related to the Resident demand only.

NOTE: Car share is assumed to be related to the Resident demand only.

Date: Tuesday June 23, 2015 362 Plains Rd E 1401 Plains Rd E 4266 Fairview E 5080 Fairview E

Time: 18:00-22:00 Evening # of Units 41 80 117 74

Surface Parking 25 98 60 111

Driveways w Garages 41 80 117 74

Parking Supply 107 258 294 259

TIME 362 Plains Rd E 1401 Plains Rd E 4266 Fairview E 5080 Fairview E

18:00 45 31 82 68

18:30 50 42 78 71

19:00 43 47 83 70

19:30 45 52 86 68

20:00 47 57 88 67

20:30 54 54 92 68

21:00 52 54 94 68

21:30 54 55 94 70

22:00 55 55 95 72

TIME 362 Plains Rd E 1401 Plains Rd E 4266 Fairview E 5080 Fairview E

18:00 86 111 199 142

18:30 91 122 195 145

19:00 84 127 200 144

19:30 86 132 203 142

20:00 88 137 205 141

20:30 95 134 209 142

21:00 93 134 211 142

21:30 95 135 211 144

22:00 96 135 212 146

Peak 96 137 212 146

Rate/Unit 2.34 1.71 1.81 1.97

Vehicles Observed Parked On Site

Calcualted Parking Demand

A meeting was held with City Staff on June 16th to discuss the methodology of the parking study. It was agreed that any closed garage contained a parked vehicle. The resulting parking demand is therefore considered conservative as some garages may have been vacant at the time of the study. Some sites contain commercial land uses, the parking demands for these uses are contained off site.

Municipal Address: 2557 Sixth LineOakville ON L6H

Name: WaterliliesType: Stacked Townhouses

Units: 140

Parking Supply: 231Resident Supply: 191Visitor (surface): 13Visitor (underground): 27

Parking Supply RatiosSpaces/Unit 1.65Resident spaces/unit 1.36Visitor spaces/unit 0.29

Survey Dates Parking Demand Resident Demand Visitor DemandTuesday - 22 September 2015 0.94 0.81 0.19Wednesday - 23 September 2015 1.01 0.84 0.19Thursday - 24 September 2015 0.96 0.83 0.19Three Day Average 0.96 0.82 0.19

*Note Resident Demand and Visitor demand do not occur during same time periods.

Date: Tuesday - 22 September 2015 Time Vis

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Time: 16:00-22:00 16:15 11 5 45 61 45 16Location: 2557 Sixth Line 16:30 8 5 42 55 42 13

Oakville ON L6H 16:45 11 5 43 59 43 16Waterlilies 17:00 12 5 45 62 45 17Stacked Townhouses 17:15 11 6 51 68 51 17

17:30 12 6 60 78 60 1817:45 11 5 62 78 62 1618:00 13 8 63 84 63 2118:15 13 7 70 90 70 2018:30 13 5 72 90 72 1818:45 13 4 72 89 72 1719:00 13 5 80 98 80 1819:15 13 5 84 102 84 1819:30 13 13 83 109 83 2619:45 13 5 90 108 90 1820:00 13 5 99 117 99 1820:15 13 6 101 120 101 1920:30 13 6 100 119 100 1920:45 12 6 101 119 101 1821:00 12 6 105 123 105 1821:15 13 6 106 125 106 1921:30 13 6 108 127 108 1921:45 13 6 110 129 110 1922:00 13 5 113 131 113 18Peak 13 13 113 131 113 26

0.94 0.81 0.19Peak Demand per Unit

Date: Wednesday - 23 September 2015 Time Vis

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17:30 13 4 45 62 45 1717:45 13 5 59 77 59 1818:00 12 5 67 84 67 1718:15 13 5 68 86 68 1818:30 13 5 76 94 76 1818:45 13 6 77 96 77 1919:00 13 9 83 105 83 2219:15 13 10 89 112 89 2319:30 13 13 98 124 98 2619:45 13 12 97 122 97 2520:00 13 13 100 126 100 2620:15 12 12 106 130 106 2420:30 12 10 110 132 110 2220:45 13 11 112 136 112 2421:00 13 11 117 141 117 2421:15 12 10 116 138 116 2221:30 11 8 116 135 116 1921:45 12 7 115 134 115 1922:00 13 6 115 134 115 19Peak 13 13 117 141 117 26


Date: Thursday - 24 September 2015 Time Vis

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17:30 12 3 57 72 57 1517:45 13 3 63 79 63 1618:00 12 3 63 78 63 1518:15 13 5 66 84 66 1818:30 12 4 70 86 70 1618:45 13 4 72 89 72 1719:00 13 5 74 92 74 1819:15 13 8 78 99 78 2119:30 13 13 83 109 83 2619:45 13 7 89 109 89 2020:00 13 5 94 112 94 1820:15 13 7 99 119 99 2020:30 13 5 104 122 104 1820:45 12 5 107 124 107 1721:00 13 4 111 128 111 1721:15 13 5 109 127 109 1821:30 12 5 113 130 113 1721:45 13 6 114 133 114 1922:00 13 6 116 135 116 19Peak 13 13 116 135 116 26


Date: Three Day Average Time Vis

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17:30 12 4 54 70 54 1617:45 12 4 61 77 61 1618:00 12 5 64 81 64 1718:15 13 6 68 87 68 1918:30 13 5 73 91 73 1818:45 13 5 74 92 74 1819:00 13 6 79 98 79 1919:15 13 8 84 105 84 2119:30 13 13 88 114 88 2619:45 13 8 92 113 92 2120:00 13 8 98 119 98 2120:15 13 8 102 123 102 2120:30 13 7 105 125 105 2020:45 12 7 107 126 107 1921:00 13 7 111 131 111 2021:15 13 7 110 130 110 2021:30 12 6 112 130 112 1821:45 13 6 113 132 113 1922:00 13 6 115 134 115 19Peak 13 13 115 134 115 26


Date: Tuesday June 23, 2015 362 Plains Rd E 1401 Plains Rd E 4266 Fairview E 5080 Fairview E Total

Time: 18:00-22:00 Evening # of Units 41 80 117 74 312

Surface Parking 25 98 60 111 294

Driveways w Garages 41 80 117 74 312

Parking Supply 107 258 294 259 918

TIME 362 Plains Rd E 1401 Plains Rd E 4266 Fairview E 5080 Fairview E Total

18:00 45 31 82 68 181

18:30 50 42 78 71 191

19:00 43 47 83 70 200

19:30 45 52 86 68 206

20:00 47 57 88 67 212

20:30 54 54 92 68 214

21:00 52 54 94 68 216

21:30 54 55 94 70 219

22:00 55 55 95 72 222

TIME 362 Plains Rd E 1401 Plains Rd E 4266 Fairview E 5080 Fairview E Total

18:00 86 111 199 142 538

18:30 91 122 195 145 553

19:00 84 127 200 144 555

19:30 86 132 203 142 563

20:00 88 137 205 141 571

20:30 95 134 209 142 580

21:00 93 134 211 142 580

21:30 95 135 211 144 585

22:00 96 135 212 146 589

Peak 96 137 212 146 589

Rate/Unit 2.34 1.71 1.81 1.97 1.89

Vehicles Observed Parked On Site

Calcualted Parking Demand

A meeting was held with City Staff on June 16th to discuss the methodology of the parking study. It was agreed that any closed garage contained a parked vehicle. The resulting parking demand is therefore considered conservative as some garages may have been vacant at the time of the study. Some sites contain commercial land uses, the parking demands for these uses are contained off site.



Appendix H

Region of Waterloo TDM Worksheet

Parking Management Worksheet Version 9/18/2013

Case Study: 4983 Thomas Alton Boulevard Site Context: Site Plan

Date: July 2015 Reduction Worksheet No: 1

TABLE A

UGC IC Other

A1 1% 1% 1%

A2 0% 0% 1%

A3 2% 2% 1%

A4 1% 1% 1%

A5 1% 1% 1%

4% 4% 4%

2%

TABLE B

UGC IC Other

B1 0% 0% 1%

B2 0% 0% 1%

B3a 24% 12% 0%

B3b - - 3%

B3c - - 1%

24% 12% 5%

12%

TABLE C

UGC IC Other

Appendix I

Parking

Vehicle parking facilities can affect the character, travel mode and cost of a development. Reducing parking supply to match expected demand can have a positive influence on the selection of alternative travel modes.

Bus shelters with seating are provided at the transit stop immediately adjacent to the development, in consultation with Transportation Planning at the Region of Waterloo

Information regarding public transit routes, schedules and fares are provided in an accessible and visible location on site and in adjacent bus stops

Available Parking Reduction

The availability and proximity of convenient public transit service with direct pedestrian linkages to the building will provide viable travel options for employees, visitors and residents.

Category Maximum

Located in an UGC or within 800 m of a future Rapid Transit Station

Public Transportation Access

Non-Residential: Development provides secure bike storage for 4% of the building occupants

Shower and change facilities provided on-site consistent with LEED requirements.

Features

Development incorporates functional building entrances that are oriented to public space or to locations where pedestrians and transit users arrive from such as a street, square, park or plaza.

Continuous sidewalks (1.5m min. width) are provided along both sides of all adjacent public streets and pedestrian walkways (1.5m min width) are provided through large parking areas to link the building with the public street sidewalk system

Category Maximum


Located within 600m a transit route with 15 minute headways (or less) or is located in a designated mixed use corridor or node. Note: Points are awarded for either B3a, B3b or B3c only. Please choose whichever represents the highest order of transit.

Features

"Urban Growth Centres - (UGC) area classification includes the Downtown / Uptown and RT Station Areas of Kitchener, Waterloo and Cambridge.

"Intensification Corridor" (IC) classification is applied to sites within 800 metres of the future CTC line

Located within 400 metres of a bus service with headways of 15 min to 30 min. Note: Points are awarded for either B3a, B3b or B3c only. Please choose whichever represents the highest order of transit.

Features

Pedestrian and Cyclist Orientation

In creating an environment that supports pedestrian and cycling activity, the public realm must be accessible, safe, and comfortable to encourage movement on the street and in the surrounding area(s). These facilities and features should encourage walking and cycling.

"Other" classification applies to all other sites

Provision of active uses at-grade along street frontages.

Please highlight the cell percentages applicable to your development under the appropriate classification. Please note that the Parking Management Worksheet and the Transportation Demand Management (TDM) Checklist are not designed for residential properties, but can be used for mixed-use developments. Local municipalities are the decision-making bodies with respect to consideration of parking reductions below Zoning By-law requirements.

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C1 0% 0% 5%

C2 2% 2% 0%

C3 2% 2% 1%

C4 0% 0% 1%

C5 2% 1% 0%

C6 4% 2% 0%

C7 5% 3% 0%

6% 4% 6%

3%

Sample Parking Reduction Worksheet FORM-2

Case Study: 4983 Thomas Alton Boulevard Site Context: Site PlanDate: July 2015 Worksheet No: 1

TABLE D

UGC IC Other

D1 0% 0% 1%

D2 3% 2% 1%

D3 10% 4% 2%

D4 10% 5% 2%

D5 0% 0% 1%

D6 9% 6% 4%

23% 11% 7%

0%

TABLE E

UGC IC Other

2% 4% 4% 4%

12% 24% 12% 5%

3% 6% 4% 6%

0% 23% 11% 7%

17% 57% 31% 22%

TABLE F

Comments:

17%TOTAL REDUCTION ACHIEVED

Trip Reduction Incentives

The building owner/occupant will provide emergency ride home options

Parking

Pedestrian & Cyclist Orientation

Category

Trip Reduction Incentives

Provides priority parking for carpooling/vanpooling participants equivalent to 5% of employee spaces

25% to 50% of parking is located underground or in a structure

Parking is not located on major street frontage.

Implements paid parking system on all or part of the site (e.g. parking permits, paid parking zones near main entrances)

TOTAL

Comments

Public Transit Access

Please indicate the total reduction available based upon Tables A through D above.

Reduction Achieved

Maximum Achievable Reduction

Features

The building owner/occupant will provide a ride matching service for car/vanpooling

Parking Reduction Summary

The building owner/occupant will provide subsidized transit passes for all occupants for a period of two years


A formal TDM plan will identify specific initiatives that will be initiated in order to encourage reduced single occupant vehicle travel.

The building owner/occupant agrees to charge for parking as a separate cost to occupantsThe building owner/occupant agrees to provide reduced cost for users of car/van pool, bicycle, moped/motorcycle spacesThe development agrees to join Travelwise (TMA) that provides the same services outlined under items D1 and D2

Category Maximum

Category Maximum


75% of parking or more is located underground or in a structure

Commercial Uses: Provide car-share spaces equivalent to 2% of building occupants

50% to 75% of parking is located underground or in a structure

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