30 highbury park tis draft

March, 2016

30 Highbury ParkTransportation Impact Study

Huntington Properties

30 Highbury Park

Transportation Impact Study

prepared for: Huntington Properties 878 Boyd Avenue Ottawa, ON K2A 2E3 prepared by:

1223 Michael Street Suite 100 Ottawa, ON K1J 7T2 March 14, 2016 603036 01000

30 Highbury Park Transportation Impact Study March 2016

Table of Contents

1. Introduction............................................................................................................................................ 1 2. Existing Conditions ................................................................................................................................ 3

2.1 Area Road Network ....................................................................................................................... 3 2.2 Pedestrian/Cycling Network .......................................................................................................... 3 2.3 Transit Network ............................................................................................................................. 3 2.4 Existing Study Area Intersections ................................................................................................. 4 2.5 Existing Intersection Operations ................................................................................................... 5 2.6 Existing Road Safety Conditions ................................................................................................... 6

3. Demand Forecasting ............................................................................................................................. 7

3.1 Planned Study Area Transportation Network Changes ................................................................ 7 3.2 Other Area Development .............................................................................................................. 7 3.3 Background Traffic Growth ........................................................................................................... 8 3.4 Site Trip Generation ...................................................................................................................... 9 3.5 Vehicle Traffic Distribution and Assignment ............................................................................... 12

4. Future Traffic Operations .................................................................................................................... 13

4.1 Projected 2017 Conditions at Full Site Development.................................................................. 13 4.2 Projected 2022 Conditions at Five Years beyond Site Build-Out ............................................... 14 4.3 Neighbourhood Impacts .............................................................................................................. 16

5. Transportation Demand Management ................................................................................................ 16 6. Site Plan Review ................................................................................................................................. 16 7. Findings and Recommendations ........................................................................................................ 17


List of Figures

Figure 1: Local Context ................................................................................................................................ 1 Figure 2: Proposed Site Plan ....................................................................................................................... 2 Figure 3: Area Transit Network .................................................................................................................... 4 Figure 4: Existing Peak Hour Traffic Volumes ............................................................................................. 5 Figure 5: Planned Greenbank/Highbury Park Intersection .......................................................................... 7 Figure 6: Projected 2017 Baseline Traffic Volumes ..................................................................................... 8 Figure 7: Projected 2022 Baseline Traffic Volumes ..................................................................................... 9 Figure 8: ‘New’ Site-Generated Traffic Volumes........................................................................................ 12 Figure 9: ‘Pass-by’ Site-Generated Traffic Volumes .................................................................................. 13 Figure 10: Total Projected 2017 Peak Hour Traffic Volumes .................................................................... 13 Figure 11: Total Projected 2022 Peak Hour Traffic Volumes .................................................................... 15

List of Tables

Table 1: Existing Performance at Study Area Intersections ........................................................................ 6 Table 2: Greenbank/Berrigan Historical Background Growth (2005 – 2015) .............................................. 8 Table 3: ITE Trip Generation Rates ............................................................................................................. 9 Table 4: Modified Person Trip Generation ................................................................................................. 10 Table 5: Medical Office Modal Site Trip Generation .................................................................................. 10 Table 6: Specialty Retail Centre Modal Site Trip Generation .................................................................... 11 Table 7: Fast Food Restaurant w/Drive-Through Modal Site Trip Generation .......................................... 11 Table 8: Pharmacy Modal Site Trip Generation ......................................................................................... 11 Table 9: Total Site Vehicle Trip Generation ............................................................................................... 12 Table 10: Projected 2017 Performance of Study Area Intersections ......................................................... 14 Table 11: Projected 2022 Performance of Study Area Intersections ......................................................... 15

Appendices

Appendix A – Current Peak Hour Traffic Volumes Appendix B – SYNCHRO Capacity Analysis: Existing Conditions Appendix C – Collision Data and Analysis Appendix D – Greenbank Road Widening Tech Memo Appendix E – Background Traffic Growth Analysis Appendix F – SYNCHRO Capacity Analysis: Projected 2017 Conditions Appendix G – All-way STOP Control Warrant Appendix H – SYNCHRO Capacity Analysis: Projected 2022 Conditions


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1. Introduction

From the information provided, a commercial development consisting of approximately 8,880 ft2 of retail, a 5,000 ft2 fast-food restaurant, a 9,000 ft2 medical office and a 16,416 ft2 pharmacy is being proposed on the property municipally known as 30 Highbury Park. The proposed site is located in the southeast corner of the future Greenbank/Highbury Park intersection. Access is proposed via a right-in/right-out connection to Greenbank Road and a full movement driveway connection to Highbury Park. The local context of the site is provided as Figure 1 and the proposed Site Plan is provided as Figure 2.

Figure 1: Local Context

As part of the Site Plan Approval process, the City of Ottawa requires a submission of a formal Transportation Impact Assessment (TIA) consistent with their guidelines dated October 2006. With respect to these guidelines and for this size of development, a Transportation Impact Study (TIS) is considered the appropriate type of study. For the purpose of this assessment, horizon years will be analyzed for the year 2017 representing full occupancy, and at the year 2022, which is 5-years beyond full build-out. The study area will consist of the signalized and unsignalized intersections of Greenbank/Berrigan, Longfields/Highbury Park, and the future Greenbank/Highbury Park. It is our understanding that the Greenbank/Highbury Park intersection will be completed near the end of 2016 as a signalized, full-movement, three-legged intersection.

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2. Existing Conditions

2.1 Area Road Network

Greenbank Road is a north-south arterial, which extends from HWY 417 in the north (where it continues as Pinecrest Road) to Prince of Wales Drive in the south. Within the study area, Greenbank Road has a two-lane cross section with auxiliary turn lanes provided at major intersections. The posted speed limit is currently 50 km/h north of Berrigan Drive. Greenbank Road is currently being widened to a four-lane divided arterial from Malvern Drive to Marketplace Boulevard and construction is expected to be completed in 2017. Longfields Drive is a major collector roadway that extends from Bill Leathem Drive to Jockvale Road. Within the study area, Longfields Drive has a two-lane cross section and its posted speed limit is 50 km/h. Berrigan Drive is an east-west collector roadway which extends from Beatrice Drive in the east to Greenbank Road in the west, where it continues as Wessex Road. Berrigan Drive has a two-lane cross section and its posted speed limit is 40 km/h. Highbury Park Drive is an east-west collector roadway with a two lane cross-section. The unposted speed limit is understood to be 50 km/h and on-street parking is permitted on both sides of the roadway. Highway Park Drive currently extends from Longfields Drive in the east and will intersect with Greenbank Road at a new signalized intersection in the west (to be completed in 2016).

2.2 Pedestrian/Cycling Network

Sidewalk facilities in the vicinity of the site are provided along both sides of Highbury Park Drive, Berrigan Drive, and the west side of Longfields Drive (south of Highbury Park Drive). A Multi-Use Pathway (MUP) is currently provided along the east side of Longfields Drive. Along Greenbank Road, sidewalks are planned along the east side of the roadway and a 3.0 m wide MUP is planned along the west side. With regard to bicycle facilities within the vicinity of the site, bicycle lanes are currently provided along Longfields Drive, north of Berrigan Drive and are planned along both sides of Greenbank Road. According to the Ottawa Cycling Plan, Greenbank Road is classified a “Spine Route”, Berrigan Drive is classified a “Local Route”, Longfields Drive is a “Major Pathway” and Highbury Park Drive is a “Pathway Link”.

2.3 Transit Network

Transit service within the vicinity of the site is currently provided by OC Transpo Routes #71, 73, 170, 171, and 176. Bus stops for Routes #73 and 170 are located along Berrigan Drive west of the Transitway and bus stops for Routes #71, 171, and 176 are located along Berrigan Drive east of the Transitway. Rapid transit service (in the form of BRT) is also provided via the Strandherd Park and Ride Station, located approximately 500 metres southeast of the proposed development, which provides convenient access to multiple routes along the north/south Transitway.


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Figure 3: Area Transit Network

Regular Routes #170, 171 and 176 provide frequent all-day service within the vicinity of the site. Express Routes #71 and 73 provide peak direction service during the weekday morning and afternoon peak hours only.

2.4 Existing Study Area Intersections

Greenbank/Berrigan & Wessex The Greenbank/Berrigan intersection is a signalized four-legged intersection. The northbound and southbound approaches each consist of a single left-turn lane, two through lanes and a single right-turn lane. The eastbound approach consists of a single left-turn lane and a shared through/right-turn lane. The westbound approach consists of a single left-turn lane, a through lane and a single right-turn lane. All movements are permitted at this location. Just north of Berrigan, Greenbank Road is reduced to one lane in each direction. As the Greenbank Road widening is on-going, this is a temporary condition and the future Greenbank Road will have two lanes in each direction at this location.


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Longfields/Highbury Park The Longfields/Highbury Park intersection is an unsignalized four-legged intersection with STOP control on the minor approaches only (Highbury Park Drive and the Ken Ross Park/Davidson Height School parking lot driveway). A single lane approach is provided for each leg of this intersection with all movements permitted.

2.5 Existing Intersection Operations

Illustrated as Figure 4, are the most recent weekday morning and afternoon peak hour traffic volumes obtained from the City of Ottawa for the Greenbank/Berrigan intersection. The Longfields/Highbury Park intersection was counted by Parsons in February 2016. These peak hour traffic volumes are included as Appendix A.

Figure 4: Existing Peak Hour Traffic Volumes

110(12)1(1)83(6)

58(24)2(0)

11(7)

3(20

)29

6(44

9)94

(2)

395(

272)

25(4

)

28(5

5)

359(248)107(129)53(58)

25(48)140(133)

108(60)

31(1

23)

293(

661)

156(

250)

482(

542)

71(6

6)

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6)

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BerriganWessexxx AM Peak Hour Volumes

(yy) PM Peak Hour VolumesRoundabout IntersectionFuture Collector

STOP STOP


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The following Table 1 provides a summary of existing traffic operations at study area intersections based on the SYNCHRO (V8) traffic analysis software. The signalized Greenbank/Berrigan intersection was assessed in terms of the volume-to-capacity (v/c) ratio and the corresponding Level of Service (LoS) for the critical movement(s). The Greenbank/Berrigan intersection ‘as a whole’ was assessed based on a weighted v/c ratio. Given the existing lane drop just north of Berrigan Road, the northbound through movement currently operates as a single through lane. As such, the following SYNCHRO analysis provides only one northbound through lane at this intersection. The unsignalized Longfields/Highbury Park intersection was assessed in terms of delay and the corresponding Level of Service. The SYNCHRO model output of existing conditions is provided within Appendix B.

Table 1: Existing Performance at Study Area Intersections

Intersection

Weekday AM Peak (PM Peak)

‘Critical Movement’ Intersection ‘as a Whole’

LoS max. v/c or avg. delay

(s) Movement Delay (s) LoS v/c

Greenbank/Berrigan C(B) 0.75(0.70) WBR(NBT) 23.7(24.0) B(B) 0.61(0.65) Longfields/Highbury Park E(B) 43.2(14.1) WBT(WBT) 9.8(1.6) - - Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane.

As shown in Table 1, the Greenbank/Berrigan intersection ‘as a whole’ is currently operating at an acceptable LoS ‘B’ during both peak hours. The critical westbound right-turn movement is operating at an acceptable LoS ‘C’ during the weekday morning peak hour and the critical northbound through movement is operating at an acceptable LoS ‘B’ during the afternoon peak hour. It is noteworthy that the northbound 95th percentile queue is approximately 150 to 200 m during the peak hours. This is expected to be reduced with the completion of the Greenbank Road widening. With regard to the Longfields/Highbury Park unsignalized intersection, it is operating acceptably during the afternoon commuter peak hour with delays of 15 seconds or less on the minor eastbound and westbound approaches. However, the east leg of the intersection serves as a driveway for the Longfields-Davidson Heights Secondary School. As such, during the morning commuter peak, which corresponds with the morning school peak, the westbound movement is experiencing heavy delays. In addition, field observations revealed a notable amount of pedestrians (approximately 20) crossing Longfields Road at this location during the morning peak hour. Additional traffic control may be required at this location because of the existing school-related traffic.

2.6 Existing Road Safety Conditions

Collision history for study area roads (2012 to 2014, inclusive) was obtained from the City of Ottawa and most collisions (70%) involved only property damage, indicating low impact speeds, and 28% involved personal injuries. The remaining 2% were identified as “non-reportable”, indicating the total damage to a vehicle was less than $1,000. The primary causes of collisions cited by police include rear end (75%), turning movement (13%), and angle (7%) type collisions.


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A standard unit of measure for assessing collisions at an intersection is based on the number collisions per million entering vehicles (MEV). At the Greenbank/Berrigan intersection, reported collisions have historically take place at a rate of 0.96/MEV. There was only one reported collision at the Highbury Park/Longfields intersection in the data provided by the City. Based on the available data, there does not appear to be any prevailing safety issues at study area intersections. The source collision data as provided by the City of Ottawa and related analysis is provided as Appendix C.

3. Demand Forecasting

3.1 Planned Study Area Transportation Network Changes

As previously mentioned, a notable transportation network change within the study area is the widening of Greenbank Road to a four-lane divided arterial from Malvern Drive to Marketplace Boulevard. Construction is expected to be completed in 2017. In addition to this, Highbury Park Drive will be extended to intersect with Greenbank Road as a signalized, full-movement, ‘T’ intersection. This is expected to be completed late 2016 and the planned geometry is illustrated as Figure 5.

Figure 5: Planned Greenbank/Highbury Park Intersection

For the purposes of this analysis, the projected traffic volumes were developed for the future Greenbank/Highbury Park intersection based on the existing traffic volumes along Highbury Park Drive, the Transportation Tech Memo (by Parsons, 2010) for the Greenbank Road Widening (attached as Appendix D), and an assumption of diverted local traffic from adjacent routes such as Berrigan Road and Longfields Drive. The resulting projected traffic volumes are illustrated in Figures 6 and 7. Based on the projected traffic volumes at the Greenbank/Highbury Park intersection, a 45 m westbound right-turn lane is recommended at this location.

3.2 Other Area Development

With respect to other area development, there are no new developments within the vicinity of the site according to the City’s development application search tool. However, we have been informed by the


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City that there is a development planned directly north of the site along Highbury Park Drive. It is our understanding that no further transportation planning work has been completed for this adjacent development and as such is not included in the analysis herein.

3.3 Background Traffic Growth

The following background traffic growth through the immediate study area (summarized in Table 3) was calculated based on historical traffic count data (years 2005, 2007, 2008, 2010, and 2015) provided by the City of Ottawa at the Greenbank/Berrigan intersection. Detailed analysis is included as Appendix E.

Table 2: Greenbank/Berrigan Historical Background Growth (2005 – 2015)

Time Period Percent Annual Change

North Leg South Leg East Leg West Leg Overall

8 hrs 1.74% 1.06% 5.56% 1.26% 2.12% AM Peak 2.39% 2.65% 9.26% 2.02% 3.95% PM Peak 1.04% -0.26% 2.78% -0.41% 0.78%

As show in Table 2, the Greenbank/Berrigan intersection has experienced an approximate overall (weighted average) 2% annual growth in traffic volume in past years. Therefore, for the purpose of this study, the subsequent analysis of future conditions will assume a 2% annual growth rate to account for area development along Greenbank Road. The resulting future background traffic for the year 2017 (when the site is expected to be fully occupied) and for the horizon year 2022 (5 years after build-out) are depicted in Figures 6 and 7, respectively. These Figures also include the projected baseline volumes derived for the future Greenbank/Highbury Park intersection.

Figure 6: Projected 2017 Baseline Traffic Volumes

102(33)56(12)

467(

1017

)43

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914(

842)

16(2

3)

66(7)78(8)50(4)

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272)

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xx AM Peak Hour Volumes(yy) PM Peak Hour Volumes

Roundabout Intersection

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23)

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Figure 7: Projected 2022 Baseline Traffic Volumes

3.4 Site Trip Generation

Appropriate trip generation rates for the proposed development consisting of approximate 8,880 ft2 of retail, a 5,000 ft2 fast-food restaurant, a 9,000 ft2 medical office and a 16,416 ft2 pharmacy were obtained from the 9th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual, which are summarized in Table 3.

Table 3: ITE Trip Generation Rates

Land Use Data

Source Trip Rates

AM Peak PM Peak

Medical Office ITE 720 T = 2.39(X) T = 3.57(X);

ln(T) = 0.90 ln(X) +1.53

Specialty Retail Centre ITE 826 T = 1.36(X); T = 1.20(X) + 10.74

T = 2.71(X); T = 2.40(X) + 21.48

Fast Food Restaurant w/Drive-Through

ITE 934 T = 45.42(X) T = 32.65(X)

Pharmacy ITE 880 T = 2.94(X); T = 10.22(X) – 75.80

T = 8.40(X)

Notes: T = X =

Average Vehicle Trip Ends 1000 ft2 Gross Floor Area

Specialty Retail AM Peak is assumed to be 50% of the PM Peak

As ITE trip generation surveys only record vehicle trips and typically reflect highly suburban locations (with little to no access by travel modes other than private automobiles), adjustment factors appropriate to the more urban study area context were applied to attain estimates of person trips for the proposed development. This approach is considered appropriate within the industry for urban infill developments.

102(33)56(12)

518(

1126

)43

(46)

1015

(932

)16

(23)

66(7)78(8)50(4)

58(52)26(1)

7(4)

2(12

)29

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9)75

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272)

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305(223)107(129)53(58)

25(48)140(133)

108(60)

31(1

23)

386(

756)

133(

212)

559(

633)

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6)


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To convert ITE vehicle trip rates to person trips, an auto occupancy factor and a non-auto trip factor were applied to the ITE vehicle trip rates. Our review of available literature suggests that a combined factor of approximately 1.3 is considered reasonable to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 10%. As such, the person trip generation for the proposed site is summarized in Table 4. Table 4: Modified Person Trip Generation

Land Use Area AM Peak (Person Trips/h) PM Peak (Person Trips/h)

In Out Total In Out Total

Medical Office 9,000 ft2 22 6 28 12 31 43

Specialty Retail Centre

8,880 ft2 15 13 28 24 32 56

Fast Food Restaurant w/Drive-Through

5,000 ft2 150 145 295 110 102 212

Pharmacy 16,415 ft2 78 42 120 87 92 179

Total Person Trips 265 206 471 233 257 490 Note: 1.3 factor to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 10%

The person trips shown in Table 4 for the proposed site were then reduced by modal share values, including a reduction for ‘pass-by’ trips based on the site’s location and proximity to adjacent communities, employment, other shopping uses and transit availability. Modal share and ‘pass-by’ values for medical office, specialty retail, fast food restaurant and pharmacy land uses within the proposed development are summarized in Tables 5, 6, 7, and 8 respectively, with the total site-generated vehicle traffic summarized in Table 9. Table 5: Medical Office Modal Site Trip Generation

Travel Mode Mode Share

AM Peak (Person Trips/h) PM Peak (Person Trips/h) In Out Total In Out Total

Auto Driver 60% 14 4 18 8 19 27

Auto Passenger 10% 2 1 3 2 4 6

Transit 15% 3 1 4 1 4 5

Non-motorized 15% 3 0 3 1 4 5

Total Person Trips 100% 22 6 28 12 31 43

Total ‘New’ Auto Trips 14 4 18 8 19 27


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Table 6: Specialty Retail Centre Modal Site Trip Generation


AM Peak (Person Trips/h) PM Peak (Person Trips/h) In Out Total In Out Total

Auto Driver 60% 9 8 17 15 20 35

Auto Passenger 10% 2 2 4 3 4 7

Transit 15% 2 2 4 3 4 7

Non-motorized 15% 2 1 3 3 4 7


Less Retail 30% Pass-By -3 -3 -6 -5 -5 -10


Table 7: Fast Food Restaurant w/Drive-Through Modal Site Trip Generation


AM Peak (Person Trips/h) PM Peak (Person Trips/h)


Auto Driver 60% 90 87 177 66 62 128

Auto Passenger 10% 15 15 30 11 10 21

Transit 15% 23 22 45 17 15 32

Non-motorized 15% 22 21 43 16 15 31




Table 8: Pharmacy Modal Site Trip Generation


AM Peak (Person Trips/h) PM Peak (Person Trips/h)


Auto Driver 60% 47 26 73 53 56 109

Auto Passenger 10% 8 4 12 8 10 18

Transit 15% 12 6 18 13 13 26

Non-motorized 15% 11 6 17 13 13 26




The following Table 9 provides a summary of potential two-way vehicle trips to/from the proposed development. Given the land use types, a 10% reduction was applied to the total vehicle trip generation to account for multi-purpose trip within the development.


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Table 9: Total Site Vehicle Trip Generation

Land Use AM Peak (veh/h) PM Peak (veh/h)

In Out Total In Out Total Medical Office 14 4 18 8 19 27

Specialty Retail Centre 9 8 17 15 20 35 Fast Food Restaurant 90 87 177 66 62 128

Pharmacy 47 26 73 53 56 109

Specialty Retail Pass-by (30%) -3 -3 -6 -5 -5 -10

Fast-Food Restaurant Pass-by (50%) -44 -44 -88 -32 -32 -64

Pharmacy Pass-by (30%) -11 -11 -22 -16 -16 -32

Less 10% Multi-purpose Trips -10 -7 -17 -9 -10 -19

Total ‘New’ Auto Trips 92 60 152 80 94 174 As shown in Table 9, the resulting number of potential ‘new’ two-way vehicle trips for the proposed development is approximately 150 and 175 veh/h during the weekday morning and afternoon peak hours, respectively.

3.5 Vehicle Traffic Distribution and Assignment

Traffic distribution was based on the existing volume splits at study area intersections and our knowledge of the surrounding area. The resultant distribution is outlined as follows:

50% to/from the south via Greenbank Road and Longfields Drive; 35% to/from the north via Greenbank Road and Longfields Drive; 5% to/from the east via Berrigan Drive; and 10% to/from the west via Wessex Road;

100% Based on these distributions, ‘new’ and ‘pass-by’ site-generated trips were assigned to study area intersections, which are illustrated as Figures 8 and 9, respectively.

Figure 8: ‘New’ Site-Generated Traffic Volumes

9(14)33(52)

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0)

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9)42

(66)

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STOP STOP

STOP

STOP

6(9)33(5

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(28)




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Figure 9: ‘Pass-by’ Site-Generated Traffic Volumes

4. Future Traffic Operations

4.1 Projected 2017 Conditions at Full Site Development

The total projected 2017 volumes associated with the proposed development were derived by superimposing ‘new’ site-generated traffic volumes (Figure 8) and ‘pass-by’ site-generated traffic volumes (Figure 9) onto projected 2017 background traffic volumes (Figure 6). The resulting total projected 2017 volumes are illustrated as Figure 10.

Figure 10: Total Projected 2017 Peak Hour Traffic Volumes

14(13)29(27)

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-27)

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438(

990)

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838)

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2)

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(106

)

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64(62)26(1)

13(13)

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0)29

6(44

9)75

(2)

395(

272)

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80(6

6)

310(227)107(129)53(58)

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37(1

32)

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724)

136(

217)

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608)

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6)

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6)

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STOP STOP

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The following Table 10 provides a projected performance summary for study area intersections, based on total projected 2017 traffic volumes. The detailed SYNCHRO model output of projected conditions is provided within Appendix F. This scenario includes a completed Greenbank Road widening at both the Greenbank/Berrigan and Greenbank/Highbury Park intersections. As mentioned previously, a 45 m westbound right-turn lane is recommended at the Greenbank/Highbury Park intersection.

Table 10: Projected 2017 Performance of Study Area Intersections

Intersection



LoS max. v/c or avg. delay

(s) Movement Delay (s) LoS v/c

Greenbank/Berrigan B(A) 0.69(0.57) WBR(WBR) 20.5(19.6) A(A) 0.45(0.43) Greenbank/Highbury Park1 A(A) 0.57(0.48) WBL(WBL) 7.8(7.0) A(A) 0.39(0.44) Longfields/Highbury Park F(C) 98.1(17.6) WBT(WBT) 20.1(2.4) - - Greenbank/Site B(A) 10.6(10.0) WBR(WBR) 0.1(0.1) - - Highbury Park/Site B(B) 11.0(10.3) NBL(NBL) 2.9(4.3) - - Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. 1 Future intersection

As shown in Table 10, the future signalized study area intersections are projected to operate ‘as a whole’ at an excellent LoS ‘A’ during the weekday morning and afternoon peak hours. The critical movements at both intersections are projected to operate at an acceptable LoS ‘B’ or better during the peak hours. During the morning peak hour, the Longfields/Highbury Park intersection is projected to operate with long delays along the minor approaches, specifically the westbound approach from the Longfields-Davidson Heights Secondary School driveway. This is similar to existing conditions. All-way STOP control warrant was applied to the Longfields/Highbury Park intersection and is included in Appendix G. Given the projected 2017 traffic volumes, all-way STOP control is not warrant at this location. However, based on existing school-related vehicle and pedestrian volumes and projected future conditions, all-way STOP control is recommended at this location. Given this is an existing condition and given the long delays are a result of school traffic, further traffic control implementation at the Longfields/Highbury Park intersection should not be the responsibility of the proponent. With regards to the site driveways, they are projected to operate with acceptable delays of 10 to 11 seconds on-site and minimal queues.

4.2 Projected 2022 Conditions at Five Years beyond Site Build-Out

The total projected 2022 volumes associated with the proposed development were derived by superimposing ‘new’ site-generated volumes (Figure 8) and ‘pass-by’ site-generated volumes (Figure 9) onto projected 2022 baseline traffic volumes (Figure 7). The resulting total projected 2022 volumes are illustrated as Figure 11.


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Figure 11: Total Projected 2022 Peak Hour Traffic Volumes

Table 11 provides a projected performance summary for study area intersections, based on total projected 2022 traffic volumes (5-years beyond full site build-out). The detailed SYNCHRO model output of projected 2022 conditions is provided within Appendix H. For the purpose of this analysis, all-way STOP control is assumed at the Longfields/Highbury Park intersection.

Table 11: Projected 2022 Performance of Study Area Intersections

Intersection



LoS max. v/c or avg.

delay (s) Movement Delay (s) LoS v/c

Greenbank/Berrigan C(A) 0.72(0.57) WBR(WBR) 21.3(19.9) A(A) 0.47(0.46) Greenbank/Highbury Park1 A(B) 0.57(0.66) WBL(WBL) 7.7(8.2) A(A) 0.43(0.47) Longfields/Highbury Park2 D(C) 31.8(15.5) NBT(SBT) 23.4(13.6) - - Greenbank/Site B(A) 10.9(10.1) WBR(WBR) 0.1(0.1) - - Highbury Park/Site B(B) 11.0(10.3) NBL(NBL) 2.9(4.3) - - Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. 1 Future intersection 2 Assumed all-way STOP control

As shown in Table 11, the signalized study area intersections ‘as a whole’ are projected to operate at an excellent LoS ‘A’ or better during peak hours. The ‘critical movements’ at signalized intersections are projected to operate at LoS ‘C’ or better.

125(60)118(91)

489(

1099

)95

(93)

1007

(928

)48

(52)

158(45)18(16)

84(76)59(69)

12(1

9)85

(106

)

66(7)78(8)50(4)

64(62)26(1)

13(13)

11(2

0)29

6(44

9)75

(2)

395(

272)

20(3

)

80(6

6)

310(227)107(129)53(58)

25(48)140(133)117(68)

37(1

32)

410(

794)

136(

217)

596(

665)

71(6

6)

21(6

6)

SITE

Gre

enba

nk

BerriganWessex

STOP

STOP

STOP

21(22)607(

1190

)

1034

(958

)48

(41)




P a g e | 1 6

With regard to the Longfields/Highbury Park intersection, it is projected to operate acceptably given the all-way STOP control. The critical movements are the north and southbound movements and are projected to operate at an acceptable LoS ‘D’ and LoS ‘C’, respectively. It is noteworthy that this intersection was counted during the on-going Greenbank Road construction. In the future, it is likely that the northbound and southbound traffic volumes will be lower along Longfields Drive as construction along Greenbank Road will have ended and the resulting four-lane arterial will have more capacity for north and southbound movements.

4.3 Neighbourhood Impacts

Based on the location of the proposed development and its connections to the arterial road network, there is a negligible amount of site-generated traffic projected on local streets within the vicinity of the subject site. With respect to neighbourhood transit, the site is projected to generate an approximate total of 60 and 70 ‘new’ two-way person transit trips during the weekday morning and afternoon peak hours, respectively. This amount of person traffic can be easily accommodated by the nearby rapid transit station.

5. Transportation Demand Management

Depending on the nature of a development, Transportation Demand Management (TDM) strategies have the potential to be an integral part of a planned development in order to address and support the City’s policies with regard to TDM. For this particular site, its proximity to the existing transit service is considered very advantageous in lessening the reliance on the private automobile. A number of other TDM measures could also be considered, including:

Improving the quality and safety of pedestrian facilities, such as enhanced sidewalks/lighting;

Improving bicycle facilities, such as provision of secure on-site bicycle storage; and

Provide change area and/or shower facilities for any on-site employees.

TDM strategies are important in encouraging active modes of transportation to/from the site, further lessening the reliance on the private automobile.

6. Site Plan Review

This section provides an overview of site access, parking requirements, pedestrian circulation and transit accessibility. The proposed Site Plan was previously illustrated as Figure 2. Parking A total of 194 parking spaces are proposed to serve the subject development. This amount of parking is sufficient with respect to the City’s Zoning By-Law requirements for Area C, identified in Schedule 1 of the City’s Zoning By-Law. The parking space dimensions are noted as 5.2 m in length and 2.6 m in width, which meets the City’s By-Law requirements. Site Circulation With regard to on-site circulation, the proposed parking lot is laid out effectively, such that two-way traffic can be efficiently accommodated. The proposed drive aisles are noted as 6.7 m in width or greater, which meets the City’s By-Law requirements.


P a g e | 1 7

With regard to the propose drive-through, it has approximately 20 queueing spaces, which meets the City’s By-Law requirements. Access Requirements Based on projected volumes and proximity to adjacent intersections, additional traffic control/auxiliary turn lanes are not warranted or required at the proposed driveway connection. The proposed site driveway connection to Highbury Park Drive is located approximately 80 m from the adjacent Greenbank Road and has an approximate 20 m throat length. The proposed right-in/right-out connection to Greenbank Road is located approximately 100 m from the adjacent Highbury Park Drive and has an approximate 40 m throat length. Both driveway widths are noted to be approximately 7 m. Based on the above, the site driveway connections to the adjacent roadways meet the City’s By-Law requirements and the TAC guidelines for throat lengths. Pedestrians/Transit To connect pedestrians to transit service and other nearby employment, shopping and recreation opportunities, sidewalks are proposed along the site’s frontage on Highbury Park Drive and Greenbank Road. An approximate 3 m pathway is proposed to bisect the site and connects to crosswalks throughout the parking lot. OC Transpo bus stops for Routes #71, 73, 170, 171, and 176 are located within the vicinity of the site. Rapid transit service (in the form of BRT) is also provided via the Strandherd Park and Ride Station, located approximately 500 metres southeast of the proposed development, which provides convenient access to multiple routes along the north/south Transitway. Bicycles A total of 15 bicycle parking spaces should be provided to serve the development to satisfy the City’s By-Law requirement. Bicycle parking should be located in well-lit areas, close to main building entrances.

7. Findings and Recommendations

Based on the foregoing analysis of the proposed development, the following transportation-related conclusions are offered: EXISTING CONDITIONS

The signalized Greenbank/Berrigan intersection is currently operating at an acceptable LoS ‘C’ or better during the weekday morning and afternoon peak hours;

The unsignalized Longfields/Highbury Park intersection is currently operating with long delays on the westbound approach during the morning peak hour. This is related to heavy inbound and outbound school traffic associated with the Longfields-Davidson Heights Secondary School;

Based on the available data, there does not appear to be any safety issues at the study area intersections adjacent to the proposed site;


P a g e | 1 8

PROJECTED CONDITIONS

Based on historic counts at the Greenbank/Berrigan intersection, the study area has experiences an approximate 2% overall growth per annum in recent years. To account for local area development within the vicinity of the site, a 2% annual growth rate was assumed along Greenbank Road during both peak hours;

The proposed development is projected to generate ‘new’ two-way vehicle volumes of approximately 150 and 175 veh/h during the weekday morning and afternoon peak hours, respectively;

The existing Highbury Park Drive is to be extended to Greenbank Road and will form a signalized ‘T’ intersection. A 45 m westbound right-turn lane is recommended at this location. The signalized intersection is expected to be completed by the end of 2016. Upon approval of this TIA, this need should be communicated to the City’s ISD Project Manager responsible for the Greenbank Road construction contract;

Given future Greenbank/Highbury Park intersection, projected traffic volumes traveling along Highbury Park Drive were developed based on the existing traffic volumes, older transportation analysis for the Greenbank Road widening, and an assumption of diverted local traffic from adjacent routes;

Based on the derived traffic volumes at existing and future study area intersections, at full site occupancy (year 2017), the signalized intersections are projected to operate at acceptable levels of service during both peak hours;

Based on the derived traffic volumes, at full site occupancy (year 2017), the unsignalized Longfields/Highbury Park intersection is projected to continue to operate with long delays on the minor approaches during the morning peak hour;

Based on the existing and projected conditions at the Longfields/Highbury Park intersection, all-way STOP control is recommended to account for heavy school-related vehicle and pedestrian traffic;

At 5-years beyond site build out (year 2022), all study area intersections are projected to operate at acceptable levels of service during the morning and afternoon peak hours;

SITE PLAN

Based on projected volumes, additional traffic control and auxiliary turn lanes are not warranted at the proposed driveway connections to Highbury Park Drive and Greenbank Road;

The proposed parking lot layout and drive-through meet the City’s By-Law requirements;

The proposed vehicle parking supply and dimensioning is noted as being sufficient with respect to the City’s By-Law requirements.


P a g e | 1 9

Based on the foregoing, the proposed development fits well into the context of the surrounding area, and its location and design serves to promote use of walking, cycling, and transit modes, thus supporting City of Ottawa policies, goals and objectives with respect to redevelopment, intensification and modal share. Therefore, the proposed 30 Highbury Park development is recommended from a transportation perspective. Prepared By: André Jane Sponder, B.A.Sc. Transportation Analyst

Reviewed By: Christopher Gordon, P. Eng. Senior Project Manager

14-Mar-16

Appendix A

Current Peak Hour Traffic Volumes

Turning Movement Count - Full Study Peak Hour Diagram

Public Works - Traffic Services

Start Time:

Survey Date:

GREENBANK RD @ BERRIGAN DR/WESSEX RD

07:00

Tuesday, December 08, 2015 WO No: 35570

Device: Miovision

Peak Hour:

AM Period

148

159

11

349

945

Total

432108

0

107 886

6

25

140

25

1

951

4216

482

22

21

574371

293

0

6

12

12

31

4

156

9

367

Cars

EW

S

N

Cars

53

107

16343

351 16

359

519

6

1433

Total

909

4

47

103

Comments

00

0 0

273

134

25

482

BERRIGAN DR/WESSEX RD

GREENBANK RD

457

27727

3

147

71

1

18 70

2

0

0

0

2

0

00

00

0

0

08:00 09:00

HeavyVehicles

HeavyVehicles

Page 1 of 32016-Feb-09

Turning Movement Count - Full Study Peak Hour Diagram

Public Works - Traffic Services

Start Time:

Survey Date:

GREENBANK RD @ BERRIGAN DR/WESSEX RD

07:00

Tuesday, December 08, 2015 WO No: 35570

Device: Miovision

Peak Hour:

PM Period

313

318

5

765

1441

Total

55960

0

60 884

0

48

133

48

0

853

92

1037

2

66

674767

661

2

9

6

9

123

0

250

4

449

Cars

EW

S

N

Cars

58

129

3245

445 4

248

435

0

1890

Total

844

5

58

124

Comments

00

0 0

241

133

5

542

BERRIGAN DR/WESSEX RD

GREENBANK RD

537

659123

0

246

66

0

66 66

2

1

0

0

3

0

00

00

0

0

16:45 17:45

HeavyVehicles

HeavyVehicles

Page 3 of 32016-Feb-09

1223 Michael Street, Suite 100 ・Ottawa, Ontario K1J 7T2 ・(613) 738-4160 ・Fax: (613) 739-7105 ・www.parsons.com

Intersection: Highbury Park & Long fields

Date:Compiled By: Andre Sponder

Weather: Clear

Peak Hour: 8:00 AM - 9:00 AM

Start Time NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR

8:00 AM 5 153 3 18 86 2 5 1 11 10 1 31

8:15 AM 5 103 8 46 111 0 0 0 18 32 0 40

8:30 AM 8 76 12 29 44 0 4 1 18 38 0 36

8:45 AM 10 63 2 1 55 1 2 0 11 3 0 3

Peak Hour 28 395 25 94 296 3 11 2 58 83 1 110

Notes:

Tuesday 23 February 2016

58

2

11 110

1

83

2539528

3 296 94

Long fields

Long fields

Hig

hbur

y P

ark

Hig

hbur

y P

ark

{

1223 Michael Street, Suite 100 ・Ottawa, Ontario K1J 7T2 ・(613) 738-4160 ・Fax: (613) 739-7105 ・www.parsons.com

Intersection: Highbury Park & Long fields

Date:Compiled By: Andre Sponder

Weather: Clear

Peak Hour: 4:30 PM - 5:30 PM

Start Time NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR

4:30 PM 13 45 1 1 103 5 1 0 4 1 0 9

4:45 PM 18 83 1 0 118 3 3 0 5 2 0 3

5:00 PM 13 60 1 0 113 7 1 0 7 0 0 0

5:15 PM 11 84 1 1 115 5 2 0 8 3 1 0

Peak Hour 55 272 4 2 449 20 7 24 6 1 12

Notes:

Tuesday 23 February 2016

24

7 12

1

6

427255

20 449 2

Long fields

Long fields

Hig

hbur

y P

ark

Hig

hbur

y P

ark

{

Appendix B

SYNCHRO Capacity Analysis: Existing Conditions

Existing AM1: Greenbank & Wessex/Berrigan

Parsons Synchro 8 - Report

Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 108 140 53 107 359 21 482 71 156 293 31Lane Group Flow (vph) 114 173 56 113 378 22 507 75 164 308 33Turn Type pm+pt NA Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 7 4 8 5 2 1 6Permitted Phases 4 8 8 2 2 6 6Detector Phase 7 4 8 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0Minimum Split (s) 11.8 38.5 38.5 38.5 38.5 10.9 31.9 31.9 10.9 31.9 31.9Total Split (s) 16.0 55.0 39.0 39.0 39.0 12.0 53.0 53.0 12.0 53.0 53.0Total Split (%) 13.3% 45.8% 32.5% 32.5% 32.5% 10.0% 44.2% 44.2% 10.0% 44.2% 44.2%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 3.7All-Red Time (s) 3.8 4.5 4.5 4.5 4.5 2.2 2.2 2.2 2.2 2.2 2.2Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 7.5 7.5 7.5 7.5 5.9 5.9 5.9 5.9 5.9 5.9Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max None C-Max C-MaxAct Effct Green (s) 33.0 32.3 16.5 16.5 16.5 65.6 59.5 59.5 72.6 67.0 67.0Actuated g/C Ratio 0.28 0.27 0.14 0.14 0.14 0.55 0.50 0.50 0.60 0.56 0.56v/c Ratio 0.38 0.36 0.36 0.46 0.75 0.04 0.57 0.09 0.39 0.16 0.04Control Delay 35.6 34.3 50.2 51.7 16.7 12.1 26.5 0.2 15.4 15.8 0.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 35.6 34.3 50.2 51.7 16.7 12.1 26.5 0.2 15.4 15.8 0.1LOS D C D D B B C A B B AApproach Delay 34.8 27.3 22.7 14.6Approach LOS C C C BQueue Length 50th (m) 21.5 32.2 12.5 25.5 6.9 1.8 79.7 0.0 14.3 18.5 0.0Queue Length 95th (m) 29.8 42.2 21.6 36.8 33.7 6.9 140.6 0.0 33.8 35.5 0.0Internal Link Dist (m) 89.8 163.9 75.5 97.9Turn Bay Length (m) 30.0 35.0 55.0 45.0 45.0 45.0 45.0Base Capacity (vph) 300 693 300 468 640 579 885 831 417 1891 875Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.38 0.25 0.19 0.24 0.59 0.04 0.57 0.09 0.39 0.16 0.04

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 100 (83%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.75Intersection Signal Delay: 23.7 Intersection LOS: CIntersection Capacity Utilization 81.5% ICU Level of Service DAnalysis Period (min) 15

Splits and Phases: 1: Greenbank & Wessex/Berrigan

Existing AM2: Longfields & Highbury Park/Ken Ross Park


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 11 2 58 83 1 110 28 395 25 94 296 3Sign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 12 2 61 87 1 116 29 416 26 99 312 3PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 1115 1012 313 1061 1001 429 315 442vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1115 1012 313 1061 1001 429 315 442tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 92 99 92 48 100 82 98 91cM capacity (veh/h) 138 213 727 168 216 626 1245 1118

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 75 204 472 414Volume Left 12 87 29 99Volume Right 61 116 26 3cSH 420 287 1245 1118Volume to Capacity 0.18 0.71 0.02 0.09Queue Length 95th (m) 4.9 37.8 0.6 2.2Control Delay (s) 15.4 43.2 0.7 2.7Lane LOS C E A AApproach Delay (s) 15.4 43.2 0.7 2.7Approach LOS C E

Intersection SummaryAverage Delay 9.8Intersection Capacity Utilization 76.0% ICU Level of Service DAnalysis Period (min) 15

Existing PM1: Greenbank & Wessex/Berrigan


Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 60 133 58 129 248 66 542 66 250 661 123Lane Group Flow (vph) 63 191 61 136 261 69 571 69 263 696 129Turn Type pm+pt NA Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 7 4 8 5 2 1 6Permitted Phases 4 8 8 2 2 6 6Detector Phase 7 4 8 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0Minimum Split (s) 11.8 38.5 38.5 38.5 38.5 10.9 31.9 31.9 10.9 31.9 31.9Total Split (s) 13.0 52.0 39.0 39.0 39.0 12.0 45.0 45.0 23.0 56.0 56.0Total Split (%) 10.8% 43.3% 32.5% 32.5% 32.5% 10.0% 37.5% 37.5% 19.2% 46.7% 46.7%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 3.7All-Red Time (s) 3.8 4.5 4.5 4.5 4.5 2.2 2.2 2.2 2.2 2.2 2.2Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 7.5 7.5 7.5 7.5 5.9 5.9 5.9 5.9 5.9 5.9Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max None C-Max C-MaxAct Effct Green (s) 28.3 27.6 17.2 17.2 17.2 61.4 54.6 54.6 79.0 68.6 68.6Actuated g/C Ratio 0.24 0.23 0.14 0.14 0.14 0.51 0.46 0.46 0.66 0.57 0.57v/c Ratio 0.27 0.47 0.38 0.53 0.60 0.17 0.70 0.09 0.58 0.36 0.14Control Delay 35.0 37.7 50.6 53.6 10.9 12.7 35.4 0.2 15.9 17.3 2.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 35.0 37.7 50.6 53.6 10.9 12.7 35.4 0.2 15.9 17.3 2.2LOS C D D D B B D A B B AApproach Delay 37.0 28.8 29.8 15.2Approach LOS D C C BQueue Length 50th (m) 11.9 35.6 13.6 31.0 0.0 5.3 109.3 0.0 23.0 46.7 0.0Queue Length 95th (m) 19.2 47.1 23.1 43.3 20.2 15.3 #204.0 0.0 51.0 79.3 7.3Internal Link Dist (m) 89.8 163.9 75.5 75.1Turn Bay Length (m) 30.0 35.0 55.0 45.0 45.0 45.0 45.0Base Capacity (vph) 235 642 296 468 575 408 811 787 462 1937 898Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.27 0.30 0.21 0.29 0.45 0.17 0.70 0.09 0.57 0.36 0.14

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 19 (16%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 105Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.70Intersection Signal Delay: 24.0 Intersection LOS: CIntersection Capacity Utilization 88.8% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Existing PM2: Longfields & Highbury Park/Ken Ross Park



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 33 20 348 496Volume Left 7 6 58 2Volume Right 25 13 4 21cSH 442 416 1070 1271Volume to Capacity 0.07 0.05 0.05 0.00Queue Length 95th (m) 1.8 1.1 1.3 0.0Control Delay (s) 13.8 14.1 1.9 0.1Lane LOS B B A AApproach Delay (s) 13.8 14.1 1.9 0.1Approach LOS B B

Intersection SummaryAverage Delay 1.6Intersection Capacity Utilization 58.2% ICU Level of Service BAnalysis Period (min) 15

Appendix C

Collision Data and Analysis

Collision Details Report - Public Version

CITY OPERATIONS - PUBLIC WORKS

January 1, 2014 December 31, 2014From: To:

No. PedFirst EventVehicle typeVehicle Manoeuver Veh. Dir SurfaceCond'n

ClassificationImpact TypeEnvironmentDate/Day/Time

GREENBANK RD @ BERRIGAN DR/WESSEX RDLocation:

Traffic Control: Traffic signal 19Total Collisions:

Other motorvehicle

Automobile,station wagon

Slowing or stoppingSouthIceNon-fatal injuryRear endClear2014-Jan-03, Fri,16:58

Other motorvehicle

Passenger vanSlowing or stoppingSouth

Other motorvehicle


StoppedSouth

Other motorvehicle


Going aheadSouthDryP.D. onlyRear endClear2014-Jan-16, Thu,17:17

Other motorvehicle


Going aheadSouth

Other motorvehicle

Pick-up truckTurning rightSouthDryP.D. onlyAngleClear2014-Feb-10, Mon,15:04

Other motorvehicle


Turning leftEast

Other motorvehicle

Pick-up truckGoing aheadSouthDryNon-fatal injuryRear endClear2014-Apr-05, Sat,12:26

Other motorvehicle

Pick-up truckStoppedSouth

Other motorvehicle


StoppedSouth

Other motorvehicle

Pick-up truckSlowing or stoppingNorthDryP.D. onlyRear endClear2014-May-14, Wed,16:45

Page 1 of 4Wednesday, February 17, 2016

Other motorvehicle

Delivery vanStoppedNorth

Other motorvehicle


Going aheadSouthDryP.D. onlyRear endClear2014-Jun-30, Mon,17:49

Other motorvehicle


StoppedSouth

Other motorvehicle

Pick-up truckSlowing or stoppingNorthWetP.D. onlyRear endRain2014-Aug-21, Thu,21:30

Other motorvehicle

Pick-up truckStoppedNorth

Other motorvehicle


Going aheadSouthDryP.D. onlyRear endClear2014-Aug-17, Sun,14:34

Other motorvehicle


Other motorvehicle


Going aheadSouthDryP.D. onlyRear endClear2014-Dec-26, Fri,13:29

Other motorvehicle


Slowing or stoppingSouth

Other motorvehicle


Going aheadNorthDryP.D. onlyRear endClear2014-Sep-25, Thu,08:10

Other motorvehicle


StoppedNorth

Other motorvehicle


StoppedNorth

Other motorvehicle

Passenger vanSlowing or stoppingNorthDryP.D. onlyRear endClear2014-Aug-13, Wed,17:22

Other motorvehicle


Slowing or stoppingNorth

Other motorvehicle


Slowing or stoppingNorth


Other motorvehicle


Slowing or stoppingNorthWetP.D. onlyRear endRain2014-Oct-15, Wed,15:03

Other motorvehicle

Pick-up truckSlowing or stoppingNorth

Other motorvehicle


Going aheadSouthDryNon-fatal injuryRear endClear2014-Oct-26, Sun,13:45

Other motorvehicle

Pick-up truckSlowing or stoppingSouth

Other motorvehicle


Other motorvehicle


Slowing or stoppingSouthWetP.D. onlyRear endClear2014-Dec-13, Sat,18:50

Other motorvehicle


Other motorvehicle


Slowing or stoppingSouthWetP.D. onlyRear endRain2014-Oct-18, Sat,14:22

Other motorvehicle


StoppedSouth

Other motorvehicle

Passenger vanStoppedSouth

Other motorvehicle

Truck - closedTurning rightSouthWetP.D. onlyRear endClear2014-Nov-19, Wed,15:00

Other motorvehicle

Passenger vanTurning rightSouth

Other motorvehicle

Pick-up truckTurning rightWestLoose snowP.D. onlyAngleSnow2014-Feb-01, Sat,15:41

Other motorvehicle


Going aheadNorth

Other motorvehicle

Pick-up truckTurning leftSouthWetP.D. onlyTurning movementRain2014-May-16, Fri,20:54


Other motorvehicle


Going aheadNorth

CurbAutomobile,station wagon

Slowing or stoppingNorthWetP.D. onlySMV otherRain2014-Jul-30, Wed,16:23


Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 01/01/2014 BERRIGAN DR & GREENBANK RD Former Municipality: Nepean Traffic Control: Traffic signal Number of Collisions: 19

IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 1 2012-01-20 Fri 11:03 Clear Daylight Rear end Non-fatal V1 N Wet Going ahead Automobile, station Other motor vehicle 0 V2 N Wet Slowing or Automobile, station Other motor vehicle V3 N Wet Slowing or Delivery van Other motor vehicle 2 2012-02-08 We 08:59 Clear Daylight Single vehicle Non-fatal V1 E Dry Going ahead Automobile, station Pedestrian 1

3 2012-02-11 Sat 08:00 Clear Daylight Rear end P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle 4 2012-02-16 Thu 19:13 Rain Dark Rear end P.D. only V1 N Wet Slowing or Pick-up truck Other motor vehicle 0 V2 N Wet Slowing or Automobile, station Other motor vehicle 5 2012-02-20 Mo 13:19 Clear Daylight Angle P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Automobile, station Other motor vehicle 6 2012-04-18 We 18:27 Clear Daylight Turning P.D. only V1 W Dry Turning left Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Automobile, station Other motor vehicle 7 2012-08-18 Sat 13:53 Clear Daylight Angle Non-fatal V1 S Dry Turning right Pick-up truck Cyclist 0 V2 E Dry Going ahead Bicycle Other motor vehicle 8 2012-09-06 Thu 14:20 Clear Daylight Rear end P.D. only V1 N Dry Unknown Automobile, station Other motor vehicle 0 V2 N Dry Unknown Automobile, station Other motor vehicle 9 2012-11-04 Sun 14:41 Clear Daylight Rear end P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Stopped Automobile, station Other motor vehicle 10 2012-12-23 Sun 20:17 Clear Dark Turning P.D. only V1 S Wet Turning left Automobile, station Other motor vehicle 0 V2 N Wet Going ahead Automobile, station Other motor vehicle 11 2012-12-27 Thu 21:59 Snow Dark Turning P.D. only V1 W Wet Turning left Automobile, station Other motor vehicle 0 V2 E Wet Going ahead Automobile, station Other motor vehicle 12 2013-02-26 Tue 18:19 Clear Dark Turning Non-fatal V1 N Dry Going ahead Passenger van Other motor vehicle 0 V2 S Dry Turning left Automobile, station Other motor vehicle V3 W Dry Turning right Automobile, station Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time

Wednesday, February 17, Page 1 of 3

Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 01/01/2014 13 2013-03-18 Mo 15:20 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Automobile, station Other motor vehicle 0 V2 S Dry Stopped Pick-up truck Other motor vehicle 14 2013-03-24 Sun 13:15 Clear Daylight Rear end Non-fatal V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle V3 S Dry Stopped Automobile, station Other motor vehicle 15 2013-07-23 Tue 17:38 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Passenger van Other motor vehicle 0 V2 S Dry Slowing or Pick-up truck Other motor vehicle V3 S Dry Slowing or Passenger van Other motor vehicle 16 2013-08-12 Mo 16:00 Clear Daylight Turning P.D. only V1 N Dry Turning left Pick-up truck Other motor vehicle 0 V2 S Dry Going ahead Pick-up truck Other motor vehicle 17 2013-08-17 Sat 17:30 Clear Daylight Rear end Non V1 W Dry Turning right Police vehicle Other motor vehicle 0 V2 W Dry Turning right Automobile, station Other motor vehicle 18 2013-09-10 Tue 18:00 Clear Daylight Rear end P.D. only V1 N Dry Unknown Automobile, station Other motor vehicle 0 V2 N Dry Stopped Automobile, station Other motor vehicle 19 2013-10-19 Sat 20:30 Clear Dark Sideswipe P.D. only V1 S Dry Turning left Automobile, station Other motor vehicle 0 V2 S Dry Turning left Automobile, station Other motor vehicle . GREENBANK RD, BERRIGAN DR to HIGHBURY PARK Former Municipality: Nepean Traffic Control: No control Number of Collisions: 14

IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED

20 2012-02-03 Fri 13:03 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Automobile, station Other motor vehicle 0 V2 S Dry Stopped Pick-up truck Other motor vehicle . 21 2012-04-04 We 16:40 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Automobile, station Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle V3 S Dry Stopped Passenger van Other motor vehicle 22 2012-07-23 Mo 11:35 Clear Daylight Rear end Non-fatal V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Slowing or Passenger van Other motor vehicle V3 S Dry Stopped Automobile, station Other motor vehicle 23 2012-08-09 Thu 17:35 Clear Daylight Rear end Non-fatal V2 S Wet Stopped Pick-up truck Other motor vehicle 0 V1 S Wet Going ahead Automobile, station Other motor vehicle



Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 01/01/2014 24 2012-11-13 Tue 15:38 Clear Daylight Rear end Non-fatal V1 N Dry Changing lanes Automobile, station Other motor vehicle 0 V2 N Dry Stopped Pick-up truck Other motor vehicle 25 2012-11-27 Tue 14:08 Clear Daylight Single vehicle Fatal V1 N Dry Going ahead Automobile, station Pedestrian 1

26 2013-01-02 We 17:22 Clear Dusk Rear end P.D. only V1 S Dry Slowing or Automobile, station Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle V3 S Dry Stopped Automobile, station Other motor vehicle 27 2013-01-26 Sat 12:56 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Automobile, station Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle 28 2013-02-14 Thu 08:10 Clear Daylight Rear end Non-fatal V1 N Wet Going ahead Automobile, station Other motor vehicle 0 V2 N Wet Slowing or Automobile, station Other motor vehicle V3 N Wet Stopped Automobile, station Other motor vehicle V4 N Wet Stopped Pick-up truck Other motor vehicle 29 2013-02-21 Thu 13:58 Clear Daylight Rear end P.D. only V1 S Dry Going ahead Pick-up truck Other motor vehicle 0 V2 S Dry Stopped Pick-up truck Other motor vehicle 30 2013-04-14 Sun 16:10 Clear Daylight Rear end Non-fatal V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Slowing or Pick-up truck Other motor vehicle V3 S Dry Slowing or Pick-up truck Other motor vehicle 31 2013-09-12 Thu 16:30 Rain Daylight Rear end P.D. only V1 S Wet Going ahead Automobile, station Other motor vehicle 0 V2 S Wet Stopped Automobile, station Other motor vehicle V3 S Wet Stopped Pick-up truck Other motor vehicle 32 2013-09-29 Sun 13:06 Clear Daylight Rear end P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Stopped Pick-up truck Other motor vehicle 33 2013-11-01 Fri 18:10 Clear Dark Rear end P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle V3 S Dry Going ahead Automobile, station Other motor vehicle








GREENBANK RD btwn HIGHBURY PARK DR & WESSEX RDLocation:

Traffic Control: No control 5Total Collisions:

Other motorvehicle


Slowing or stoppingSouthWetP.D. onlyRear endClear2014-Apr-15, Tue,18:08

Other motorvehicle

Pick-up truckSlowing or stoppingSouth

Other motorvehicle

Pick-up truckSlowing or stoppingSouthWetP.D. onlyRear endRain2014-May-16, Fri,16:30

Other motorvehicle


Slowing or stoppingSouth

Other motorvehicle


Slowing or stoppingSouthSpilled liquidNon-fatal injuryApproachingRain2014-Jun-11, Wed,19:09

Other motorvehicle

Pick-up truckGoing aheadNorth

Other motorvehicle


Slowing or stoppingSouthDryNon-fatal injuryRear endClear2014-Dec-06, Sat,13:15

Other motorvehicle


Other motorvehicle


Other motorvehicle


Going aheadSouthWetNon-fatal injuryRear endClear2014-Jan-13, Mon,17:24

Other motorvehicle


StoppedSouth


Other motorvehicle


StoppedSouth







ProposedHIGHBURY PARK DR @ LONGFIELDS DRLocation:

Traffic Control: Stop sign 1Total Collisions:

Other motorvehicle

Delivery vanTurning leftNorthWetP.D. onlyTurning movementClear2014-Jan-23, Thu,10:47

Other motorvehicle


Going aheadSouth


Total Area

Classification of Accident Rear End Turning

Movement Sideswipe Angle Approaching Single Vehicle (other)

Single vehicle (Unattended

vehicle)Other Total

P.D. only 29 6 1 3 0 0 0 0 39 70%Non-fatal injury 12 1 0 1 1 1 0 0 16 29%Non reportable 1 0 0 0 0 0 0 0 1 2%Total 42 7 1 4 1 1 0 0 56

75% 13% 2% 7% 2% 2% 0% 0%

BERRIGAN DR @ GREENBANK RD

Years Total # Collisions

24 Hr AADT Veh Volume Days Collisions/MEV

2012-2014 37 35,143 1095 0.96

Classification of Accident Rear End Turning

Movement Sideswipe Angle Approaching Single Vehicle (other)

Single vehicle (Unattended

vehicle)Other Total

P.D. only 19 5 1 3 0 0 0 0 28Non-fatal injury 5 1 0 1 0 1 0 0 8Non reportable 1 0 0 0 0 0 0 0 1Total 25 6 1 4 0 1 0 0 37

68% 16% 3% 11% 0% 3% 0% 0%

Appendix D

Greenbank Road Widening Tech Memo

T E C H N I C A L M E M O R A N D U M

To: Dave Hearnden Date: December 20, 2010 Project: TO3085TOB00 From: Brendan Reid

Re: Greenbank Road Widening: Projected Traffic Volumes This memo has been prepared to provide projected peak hour and daily traffic volumes for the section of Greenbank Road between Malvern Drive and Marketplace Drive. The projected peak hour traffic volumes will be useful for the determination of appropriate turning lane lengths at intersections, while the 24 hour traffic projections will be necessary for the design of noise barriers along the corridor. Current Traffic Data Depicted on Figure 1 are the most recent City of Ottawa data for the intersections along Greenbank Road between Malvern Drive and Marketplace Drive. Depicted are balanced a.m. and p.m. peak hour data.

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Signalized Intersection

Figure 1: Current Peak Hour Traffic Volumes (2010)

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Projected Peak Hour Traffic Volumes (2031) Depicted on Figure 2 are the projected peak hour traffic volumes on Greenbank Road by the year 2031. These have been estimated based on the following assumptions:

a. Morning peak hour traffic volumes are controlled by the northbound capacity of the existing 4-UAD north of Malvern to Fallowfield Road, i.e., 2000 vph.

b. Afternoon peak hour traffic volumes controlled by the southbound capacity at the existing 4-UAD north of Malvern south of Fallowfield Road, i.e., 2000 vph.

c. Existing urban developments served by Malvern, Foxfield, and Wessex, are assumed to be at/near their maximum traffic generation limit (subject to rounding).

d. The proposed Longfields residential development will result in increasing traffic volumes on Berrigan Drive and on the new Highbury Park Drive access north of Berrigan Drive.

e. Some traffic growth is assumed at the Canadian Tire access.

f. Strandherd Drive is assumed to be widened to a 4-UAD arterial standard west of Greenbank Road to Highway 416 and to a 6-UAD arterial standard east of Greenbank to the new Strandherd-Armstrong Bridge.

g. Strandherd Drive assumed to be operating at/near the capacity of a 4-UAD (2000 vph) west of Greenbank.

h. The Longfields-Jockvale link is assumed completed with Jockvale widened to a 4-UAD standard.

i. Growth in traffic volumes to/from Marketplace, south of Strandherd is expected.

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Signalized Intersection

Figure 2: Projected Peak Hour Traffic Volumes (2031)

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Projected 24-Hour Traffic Volumes To assist with the design of noise abatement measures, 24-hour traffic volumes have been projected based on the peak hour volumes depicted in Figure 2 and are shown in Table 1. Truck %ages, reflecting current screenline data are also included. Table 1: Projected AADT Volumes (vpd)

Road Section 24-Hour Traffic (two-way)

% Heavy Trucks/Buses

% Medium Trucks

Malvern to Wessex 36,000 vpd 1.5% 3% Wessex to Strandherd 35,000 vpd 1.5% 3% Ultimate Left-Turn Lane Lengths Intersection Direction Left-Turn Lane Lengths Highbury SBLT 60 m + taper (single lane) WBLT 40 m + taper (single lane)

Berrigan/Wessex SBLT 80 m + taper (single lane)

NBLT 40 m + taper (single lane) EBLT 40 m + taper (single lane) WBLT 70 m + taper (single lane)

Canadian Tire SBLT 70 m + taper

WBLT 55 m + taper (single lane) WBRT 45 m + taper (single lane)

Strandherd SBLT 175 m + taper (double lane) NBLT 175 m + taper (double lane) WBLT 105 m + taper (single lane initially and

double-lane ultimately) EBLT 160 m + taper (single lane initially and

double-lane ultimately)

Marketplace SBLT 140 m + taper (double lane) NBLT 70 m + taper (single lane)

Lane lengths are the totals required. Where double turn lanes are required, the actual storage length is halved (length ÷ two lanes). H:\ISO\TO3085\TOA\DOCS\TechMemo_Hearnden_Nov2410.docx

Appendix E

Background Traffic Growth Analysis

Greenbank/Berrigan8 hrs

SB NB NB SB WB EB EB WB2005 Thursday 4 August 4357 4752 3682 3857 1302 1458 1607 881 218962007 Tuesday 10 July 6170 6477 5058 5104 2133 2007 1757 1530 302362008 Wednesday 23 July 5305 6418 5187 4686 2159 1604 1383 1326 280682010 Thursday 12 August 6038 6924 5891 5121 2020 2064 1497 1337 308922015 Tuesday 8 December 5650 6414 4734 4475 2824 2509 1638 1448 29692

North Leg NB SB NB+SB INT NB SB NB+SB INT2005 4752 4357 9109 218962007 6477 6170 12647 30236 36.3% 41.6% 38.8% 38.1%2008 6418 5305 11723 28068 -0.9% -14.0% -7.3% -7.2%2010 6924 6038 12962 30892 7.9% 13.8% 10.6% 10.1%2015 6414 5650 12064 29692 -7.4% -6.4% -6.9% -3.9%

Regression Estimate 2005 5712 5168 10881Regression Estimate 2015 6924 6007 12931

Average Annual Change 1.94% 1.52% 1.74%

West Leg EB WB EB+WB INT EB WB EB+WB INT2005 1607 881 2488 218962007 1757 1530 3287 30236 9.3% 73.7% 32.1% 38.1%2008 1383 1326 2709 28068 -21.3% -13.3% -17.6% -7.2%2010 1497 1337 2834 30892 8.2% 0.8% 4.6% 10.1%2015 1638 1448 3086 29692 9.4% 8.3% 8.9% -3.9%



East Leg EB WB EB+WB INT EB WB EB+WB INT2005 1458 1302 2760 218962007 2007 2133 4140 30236 37.7% 63.8% 50.0% 38.1%2008 1604 2159 3763 28068 -20.1% 1.2% -9.1% -7.2%2010 2064 2020 4084 30892 28.7% -6.4% 8.5% 10.1%2015 2509 2824 5333 29692 21.6% 39.8% 30.6% -3.9%



South Leg NB SB NB+SB INT NB SB NB+SB INT2005 3682 3857 7539 218962007 5058 5104 10162 30236 37.4% 32.3% 34.8% 38.1%2008 5187 4686 9873 28068 2.6% -8.2% -2.8% -7.2%2010 5891 5121 11012 30892 13.6% 9.3% 11.5% 10.1%2015 4734 4475 9209 29692 -19.6% -12.6% -16.4% -3.9%



Year Date North Leg South Leg East Leg Total

Year Counts % Change


West Leg



Greenbank/BerriganAM Peak


North Leg NB SB NB+SB INT NB SB NB+SB INT2005 701 278 979 22962007 1042 431 1473 3334 48.6% 55.0% 50.5% 45.2%2008 979 398 1377 3166 -6.0% -7.7% -6.5% -5.0%2010 1081 463 1544 3546 10.4% 16.3% 12.1% 12.0%2015 951 482 1433 3696 -12.0% 4.1% -7.2% 4.2%



West Leg EB WB EB+WB INT EB WB EB+WB INT2005 257 75 332 22962007 304 98 402 3334 18.3% 30.7% 21.1% 45.2%2008 282 74 356 3166 -7.2% -24.5% -11.4% -5.0%2010 253 80 333 3546 -10.3% 8.1% -6.5% 12.0%2015 273 159 432 3696 7.9% 98.8% 29.7% 4.2%


Average Annual Change -0.17% 8.34% 2.02%

East Leg EB WB EB+WB INT EB WB EB+WB INT2005 109 216 325 22962007 159 400 559 3334 45.9% 85.2% 72.0% 45.2%2008 149 341 490 3166 -6.3% -14.8% -12.3% -5.0%2010 183 358 541 3546 22.8% 5.0% 10.4% 12.0%2015 367 519 886 3696 100.5% 45.0% 63.8% 4.2%



South Leg NB SB NB+SB INT NB SB NB+SB INT2005 397 263 660 22962007 532 368 900 3334 34.0% 39.9% 36.4% 45.2%2008 562 381 943 3166 5.6% 3.5% 4.8% -5.0%2010 699 429 1128 3546 24.4% 12.6% 19.6% 12.0%2015 574 371 945 3696 -17.9% -13.5% -16.2% 4.2%







Year Date North Leg South Leg East Leg West Leg Total

Greenbank/BerriganPM Peak


North Leg NB SB NB+SB INT NB SB NB+SB INT2005 680 753 1433 38022007 933 1344 2277 5762 37.2% 78.5% 58.9% 51.6%2008 829 1082 1911 4946 -11.1% -19.5% -16.1% -14.2%2010 815 1192 2007 5064 -1.7% 10.2% 5.0% 2.4%2015 853 1037 1890 4774 4.7% -13.0% -5.8% -5.7%



West Leg EB WB EB+WB INT EB WB EB+WB INT2005 313 197 510 38022007 256 431 687 5762 -18.2% 118.8% 34.7% 51.6%2008 179 371 550 4946 -30.1% -13.9% -19.9% -14.2%2010 218 259 477 5064 21.8% -30.2% -13.3% 2.4%2015 241 318 559 4774 10.6% 22.8% 17.2% -5.7%


Average Annual Change -2.02% 0.80% -0.41%

East Leg EB WB EB+WB INT EB WB EB+WB INT2005 371 191 562 38022007 518 380 898 5762 39.6% 99.0% 59.8% 51.6%2008 377 383 760 4946 -27.2% 0.8% -15.4% -14.2%2010 497 259 756 5064 31.8% -32.4% -0.5% 2.4%2015 449 435 884 4774 -9.7% 68.0% 16.9% -5.7%



South Leg NB SB NB+SB INT NB SB NB+SB INT2005 644 653 1297 38022007 901 999 1900 5762 39.9% 53.0% 46.5% 51.6%2008 829 896 1725 4946 -8.0% -10.3% -9.2% -14.2%2010 863 961 1824 5064 4.1% 7.3% 5.7% 2.4%2015 674 767 1441 4774 -21.9% -20.2% -21.0% -5.7%


Average Annual Change -0.66% 0.11% -0.26%




Year Date North Leg Total


South Leg East Leg West Leg

Appendix F

SYNCHRO Capacity Analysis: Projected 2017 Conditions

Projected 2017 - AM1: Greenbank & Wessex/Berrigan


Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 117 140 53 107 310 21 545 71 136 379 37Lane Group Flow (vph) 123 173 56 113 326 22 574 75 143 399 39Turn Type pm+pt NA Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 7 4 8 5 2 1 6Permitted Phases 4 8 8 2 2 6 6Detector Phase 7 4 8 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0Minimum Split (s) 11.8 38.5 38.5 38.5 38.5 10.9 31.9 31.9 10.9 31.9 31.9Total Split (s) 16.0 55.0 39.0 39.0 39.0 12.0 53.0 53.0 12.0 53.0 53.0Total Split (%) 13.3% 45.8% 32.5% 32.5% 32.5% 10.0% 44.2% 44.2% 10.0% 44.2% 44.2%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 3.7All-Red Time (s) 3.8 4.5 4.5 4.5 4.5 2.2 2.2 2.2 2.2 2.2 2.2Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 7.5 7.5 7.5 7.5 5.9 5.9 5.9 5.9 5.9 5.9Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max None C-Max C-MaxAct Effct Green (s) 32.9 32.2 16.3 16.3 16.3 66.2 60.2 60.2 72.4 67.1 67.1Actuated g/C Ratio 0.27 0.27 0.14 0.14 0.14 0.55 0.50 0.50 0.60 0.56 0.56v/c Ratio 0.41 0.37 0.36 0.47 0.69 0.04 0.34 0.09 0.31 0.21 0.04Control Delay 36.6 34.5 50.7 52.1 13.8 12.0 20.0 0.2 10.5 12.3 0.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 36.6 34.5 50.7 52.1 13.8 12.0 20.0 0.2 10.5 12.3 0.1LOS D C D D B B C A B B AApproach Delay 35.3 26.7 17.5 11.0Approach LOS D C B BQueue Length 50th (m) 23.3 32.2 12.5 25.5 3.2 1.8 40.4 0.0 9.5 19.0 0.0Queue Length 95th (m) 31.9 42.2 21.6 36.8 26.5 6.9 66.8 0.0 23.0 32.4 0.0Internal Link Dist (m) 89.8 163.9 75.5 195.5Turn Bay Length (m) 30.0 35.0 55.0 45.0 45.0 45.0 45.0Base Capacity (vph) 299 693 300 468 619 544 1700 838 464 1894 876Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.41 0.25 0.19 0.24 0.53 0.04 0.34 0.09 0.31 0.21 0.04

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 100 (83%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.69Intersection Signal Delay: 20.5 Intersection LOS: CIntersection Capacity Utilization 71.4% ICU Level of Service CAnalysis Period (min) 15


Projected 2017 - AM3: Greenbank & Highbury Park


Lane Group WBL WBR NBT SBL SBTLane ConfigurationsVolume (vph) 118 125 905 95 438Lane Group Flow (vph) 124 132 1004 56 505Turn Type Prot Perm NA Perm NAProtected Phases 8 2 6Permitted Phases 8 6Detector Phase 8 8 2 6 6Switch PhaseMinimum Initial (s) 10.0 10.0 10.0 10.0 10.0Minimum Split (s) 31.0 31.0 30.7 30.7 30.7Total Split (s) 40.0 40.0 80.0 80.0 80.0Total Split (%) 33.3% 33.3% 66.7% 66.7% 66.7%Yellow Time (s) 3.3 3.3 3.7 3.7 3.7All-Red Time (s) 2.7 2.7 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 5.7 5.7 5.7Lead/LagLead-Lag Optimize?Recall Mode None None C-Max C-Max C-MaxAct Effct Green (s) 15.5 15.5 92.8 92.8 92.8Actuated g/C Ratio 0.13 0.13 0.77 0.77 0.77v/c Ratio 0.57 0.43 0.39 0.17 0.25Control Delay 58.1 11.6 2.7 6.1 4.7Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 58.1 11.6 2.7 6.1 4.7LOS E B A A AApproach Delay 34.1 2.7 4.9Approach LOS C A AQueue Length 50th (m) 28.2 0.0 9.6 2.9 14.4Queue Length 95th (m) 43.1 15.9 27.2 10.6 30.1Internal Link Dist (m) 101.5 59.2 84.3Turn Bay Length (m) 45.0 36.0Base Capacity (vph) 480 516 2599 335 1986Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.26 0.26 0.39 0.17 0.25

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of GreenNatural Cycle: 65Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.57Intersection Signal Delay: 7.8 Intersection LOS: AIntersection Capacity Utilization 65.6% ICU Level of Service CAnalysis Period (min) 15

Splits and Phases: 3: Greenbank & Highbury Park

Projected 2017 - AM2: Longfields & Highbury Park



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 108 204 521 402Volume Left 14 53 84 79Volume Right 67 69 21 12cSH 277 213 1237 1123Volume to Capacity 0.39 0.96 0.07 0.07Queue Length 95th (m) 13.5 62.3 1.7 1.7Control Delay (s) 26.1 98.1 1.9 2.2Lane LOS D F A AApproach Delay (s) 26.1 98.1 1.9 2.2Approach LOS D F


Projected 2017 - AM4: Greenbank & Site


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (veh/h) 0 21 933 48 0 556Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 0 22 982 51 0 585PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 219 83pX, platoon unblocked 0.92 0.91 0.91vC, conflicting volume 1300 516 1033vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1018 270 838tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 97 100cM capacity (veh/h) 216 662 721

Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2Volume Total 22 655 378 293 293Volume Left 0 0 0 0 0Volume Right 22 0 51 0 0cSH 662 1700 1700 1700 1700Volume to Capacity 0.03 0.39 0.22 0.17 0.17Queue Length 95th (m) 0.8 0.0 0.0 0.0 0.0Control Delay (s) 10.6 0.0 0.0 0.0 0.0Lane LOS BApproach Delay (s) 10.6 0.0 0.0Approach LOS B

Intersection SummaryAverage Delay 0.1Intersection Capacity Utilization 38.8% ICU Level of Service AAnalysis Period (min) 15

Projected 2017 - AM5: Site & Highbury Park


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (veh/h) 59 84 18 158 85 12Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 62 88 19 166 89 13PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 126pX, platoon unblockedvC, conflicting volume 151 311 106vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 151 311 106tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 87 99cM capacity (veh/h) 1431 673 948

Direction, Lane # EB 1 WB 1 NB 1Volume Total 151 185 102Volume Left 0 19 89Volume Right 88 0 13cSH 1700 1431 698Volume to Capacity 0.09 0.01 0.15Queue Length 95th (m) 0.0 0.3 3.9Control Delay (s) 0.0 0.9 11.0Lane LOS A BApproach Delay (s) 0.0 0.9 11.0Approach LOS B


Projected 2017 - PM1: Greenbank & Wessex/Berrigan


Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 68 133 58 129 227 66 608 66 217 724 132Lane Group Flow (vph) 72 191 61 136 239 69 640 69 228 762 139Turn Type pm+pt NA Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 7 4 8 5 2 1 6Permitted Phases 4 8 8 2 2 6 6Detector Phase 7 4 8 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0Minimum Split (s) 11.8 38.5 38.5 38.5 38.5 10.9 31.9 31.9 10.9 31.9 31.9Total Split (s) 13.0 52.0 39.0 39.0 39.0 12.0 45.0 45.0 23.0 56.0 56.0Total Split (%) 10.8% 43.3% 32.5% 32.5% 32.5% 10.0% 37.5% 37.5% 19.2% 46.7% 46.7%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 3.7All-Red Time (s) 3.8 4.5 4.5 4.5 4.5 2.2 2.2 2.2 2.2 2.2 2.2Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 7.5 7.5 7.5 7.5 5.9 5.9 5.9 5.9 5.9 5.9Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max None C-Max C-MaxAct Effct Green (s) 28.3 27.6 17.2 17.2 17.2 67.7 60.9 60.9 78.2 68.6 68.6Actuated g/C Ratio 0.24 0.23 0.14 0.14 0.14 0.56 0.51 0.51 0.65 0.57 0.57v/c Ratio 0.31 0.47 0.38 0.53 0.57 0.17 0.37 0.08 0.47 0.39 0.15Control Delay 36.0 37.7 50.6 53.6 10.6 11.9 21.7 0.2 12.4 14.0 1.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 36.0 37.7 50.6 53.6 10.6 11.9 21.7 0.2 12.4 14.0 1.3LOS D D D D B B C A B B AApproach Delay 37.2 29.6 19.0 12.1Approach LOS D C B BQueue Length 50th (m) 13.6 35.6 13.6 31.0 0.0 5.3 46.1 0.0 17.6 40.3 0.1Queue Length 95th (m) 21.1 47.1 23.1 43.3 19.1 15.3 84.4 0.0 32.4 48.1 3.6Internal Link Dist (m) 89.8 163.9 75.5 186.9Turn Bay Length (m) 30.0 35.0 55.0 40.0 40.0 45.0 45.0Base Capacity (vph) 236 642 296 468 565 405 1720 854 538 1937 898Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.31 0.30 0.21 0.29 0.42 0.17 0.37 0.08 0.42 0.39 0.15

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 19 (16%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.57Intersection Signal Delay: 19.6 Intersection LOS: BIntersection Capacity Utilization 78.4% ICU Level of Service DAnalysis Period (min) 15


Projected 2017 - PM3: Greenbank & Highbury Park


Lane Group WBL WBR NBT SBL SBTLane ConfigurationsVolume (vph) 91 60 838 93 990Lane Group Flow (vph) 96 63 937 84 1056Turn Type Prot Perm NA Perm NAProtected Phases 8 2 6Permitted Phases 8 6Detector Phase 8 8 2 6 6Switch PhaseMinimum Initial (s) 10.0 10.0 10.0 10.0 10.0Minimum Split (s) 31.0 31.0 30.7 30.7 30.7Total Split (s) 36.0 36.0 84.0 84.0 84.0Total Split (%) 30.0% 30.0% 70.0% 70.0% 70.0%Yellow Time (s) 3.3 3.3 3.7 3.7 3.7All-Red Time (s) 2.7 2.7 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 5.7 5.7 5.7Lead/LagLead-Lag Optimize?Recall Mode None None C-Max C-Max C-MaxAct Effct Green (s) 14.3 14.3 94.0 94.0 94.0Actuated g/C Ratio 0.12 0.12 0.78 0.78 0.78v/c Ratio 0.48 0.27 0.36 0.23 0.44Control Delay 55.8 13.3 3.2 6.2 5.6Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 55.8 13.3 3.2 6.2 5.6LOS E B A A AApproach Delay 39.0 3.2 5.6Approach LOS D A AQueue Length 50th (m) 21.9 0.0 15.7 4.2 33.5Queue Length 95th (m) 34.6 11.6 30.1 15.7 72.0Internal Link Dist (m) 107.0 66.6 85.4Turn Bay Length (m) 40.0 45.0Base Capacity (vph) 423 416 2627 369 2384Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.23 0.15 0.36 0.23 0.44

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 119 (99%), Referenced to phase 2:NBT and 6:SBTL, Start of GreenNatural Cycle: 65Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.48Intersection Signal Delay: 7.0 Intersection LOS: AIntersection Capacity Utilization 81.5% ICU Level of Service DAnalysis Period (min) 15


Projected 2017 - PM2: Longfields & Highbury Park



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 80 20 359 496Volume Left 14 4 69 2Volume Right 65 7 3 21cSH 455 307 1070 1272Volume to Capacity 0.18 0.07 0.06 0.00Queue Length 95th (m) 4.8 1.6 1.6 0.0Control Delay (s) 14.6 17.6 2.2 0.1Lane LOS B C A AApproach Delay (s) 14.6 17.6 2.2 0.1Approach LOS B C


Projected 2017 - PM4: Greenbank & Site



Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2Volume Total 23 609 348 569 569Volume Left 0 0 0 0 0Volume Right 23 0 43 0 0cSH 750 1700 1700 1700 1700Volume to Capacity 0.03 0.36 0.20 0.33 0.33Queue Length 95th (m) 0.7 0.0 0.0 0.0 0.0Control Delay (s) 10.0 0.0 0.0 0.0 0.0Lane LOS AApproach Delay (s) 10.0 0.0 0.0Approach LOS A


Projected 2017 - PM5: Site & Highbury Park





Appendix G

All-way STOP Control Warrant

Sectional % Entire % Warrant

AVehicle Volume, All Approaches for Each of the Heaviest 8 Hours of on Average Day, or

200 262%

B Vehicle Volume, All Approaches for the Heaviest Peak Hour, and

350 335%

CVehicle and pedestrian Volume, Along Minor Streets for Each of the Same 8 Hours, and

80 125%

DThe volume split between the major and minor streets 65/35 44%

2. Minimum Collision Criterion

AVehicle Volume, Along Major Street for Each of the Heaviest 8 Hours of an Average Day, and

9 11% 11%

Note: 1

Longfields/Highbury Park - Projected

AWSC Warrant Description

Inte

rsec

tion

Compliance

No

44%

1. Minimum Volume Criterion

Minimum Requirement for a

four-leg intersection

preventable by AWSC collision (i.e. right angle and turning movement collisions) was reported during a 3 year time period

Maj

or

Minor

37 167 6

182214

8 186

19

77

32

Maj

or

Minor

80 395 20

667850

11 296

75

132664

Maj

or

Minor

66 272 3

784

20 449

2

131

62

Average 8 Hour Volumes

PM Peak Hour Volumes

AM Peak Hour Volumes

Appendix H

SYNCHRO Capacity Analysis: 2022 Projected Conditions

Projected 2022 - AM1: Greenbank & Wessex/Berrigan


Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 117 140 53 107 310 21 596 71 136 410 37Lane Group Flow (vph) 123 173 56 113 326 22 627 75 143 432 39Turn Type pm+pt NA Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 7 4 8 5 2 1 6Permitted Phases 4 8 8 2 2 6 6Detector Phase 7 4 8 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0Minimum Split (s) 11.8 38.5 38.5 38.5 38.5 10.9 31.9 31.9 10.9 31.9 31.9Total Split (s) 16.0 55.0 39.0 39.0 39.0 12.0 53.0 53.0 12.0 53.0 53.0Total Split (%) 13.3% 45.8% 32.5% 32.5% 32.5% 10.0% 44.2% 44.2% 10.0% 44.2% 44.2%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 3.7All-Red Time (s) 3.8 4.5 4.5 4.5 4.5 2.2 2.2 2.2 2.2 2.2 2.2Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 7.5 7.5 7.5 7.5 5.9 5.9 5.9 5.9 5.9 5.9Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max None C-Max C-MaxAct Effct Green (s) 32.9 32.2 16.3 16.3 16.3 66.2 60.2 60.2 72.4 67.1 67.1Actuated g/C Ratio 0.27 0.27 0.14 0.14 0.14 0.55 0.50 0.50 0.60 0.56 0.56v/c Ratio 0.41 0.37 0.36 0.47 0.72 0.04 0.37 0.09 0.33 0.23 0.04Control Delay 36.6 34.5 50.7 52.1 17.1 12.0 20.5 0.2 13.9 12.7 0.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 36.6 34.5 50.7 52.1 17.1 12.0 20.5 0.2 13.9 12.7 0.1LOS D C D D B B C A B B AApproach Delay 35.3 28.9 18.1 12.2Approach LOS D C B BQueue Length 50th (m) 23.3 32.2 12.5 25.5 7.8 1.8 45.0 0.0 9.7 21.2 0.0Queue Length 95th (m) 31.9 42.2 21.6 36.8 32.1 6.9 73.8 0.0 29.4 37.0 0.0Internal Link Dist (m) 89.8 163.9 75.5 195.5Turn Bay Length (m) 30.0 35.0 55.0 40.0 40.0 45.0 45.0Base Capacity (vph) 299 693 300 468 604 530 1700 838 438 1894 876Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.41 0.25 0.19 0.24 0.54 0.04 0.37 0.09 0.33 0.23 0.04

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 100 (83%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.72Intersection Signal Delay: 21.3 Intersection LOS: CIntersection Capacity Utilization 71.4% ICU Level of Service CAnalysis Period (min) 15


Projected 2022 - AM3: Greenbank & Highbury Park


Lane Group WBL WBR NBT SBL SBTLane ConfigurationsVolume (vph) 118 125 1006 95 489Lane Group Flow (vph) 124 132 1110 100 515Turn Type Prot Perm NA Perm NAProtected Phases 8 2 6Permitted Phases 8 6Detector Phase 8 8 2 6 6Switch PhaseMinimum Initial (s) 10.0 10.0 10.0 10.0 10.0Minimum Split (s) 31.0 31.0 30.7 30.7 30.7Total Split (s) 35.0 35.0 85.0 85.0 85.0Total Split (%) 29.2% 29.2% 70.8% 70.8% 70.8%Yellow Time (s) 3.3 3.3 3.7 3.7 3.7All-Red Time (s) 2.7 2.7 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 5.7 5.7 5.7Lead/LagLead-Lag Optimize?Recall Mode None None C-Max C-Max C-MaxAct Effct Green (s) 15.5 15.5 92.8 92.8 92.8Actuated g/C Ratio 0.13 0.13 0.77 0.77 0.77v/c Ratio 0.57 0.43 0.43 0.31 0.20Control Delay 58.1 12.3 3.0 8.1 4.3Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 58.1 12.3 3.0 8.1 4.3LOS E B A A AApproach Delay 34.5 3.0 4.9Approach LOS C A AQueue Length 50th (m) 28.2 0.6 9.7 5.5 13.3Queue Length 95th (m) 43.1 16.5 24.7 18.7 27.2Internal Link Dist (m) 101.5 59.2 84.3Turn Bay Length (m) 40.0 40.0Base Capacity (vph) 409 457 2602 324 2622Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.30 0.29 0.43 0.31 0.20



Projected 2022 - AM2: Longfields & Highbury Park


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Stop StopVolume (vph) 13 26 64 50 78 66 80 395 20 75 296 11Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 14 27 67 53 82 69 84 416 21 79 312 12

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 108 204 521 402Volume Left (vph) 14 53 84 79Volume Right (vph) 67 69 21 12Hadj (s) -0.31 -0.12 0.04 0.06Departure Headway (s) 6.9 6.7 5.8 6.0Degree Utilization, x 0.21 0.38 0.84 0.67Capacity (veh/h) 445 485 608 568Control Delay (s) 11.7 13.9 31.8 20.4Approach Delay (s) 11.7 13.9 31.8 20.4Approach LOS B B D C

Intersection SummaryDelay 23.4Level of Service CIntersection Capacity Utilization 60.1% ICU Level of Service BAnalysis Period (min) 15

Projected 2022 - AM4: Greenbank & Site





Projected 2022 - AM5: Site & Highbury Park





Projected 2022 - PM1: Greenbank & Wessex/Berrigan


Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 68 133 58 129 227 66 665 66 217 794 132Lane Group Flow (vph) 72 191 61 136 239 69 700 69 228 836 139Turn Type pm+pt NA Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 7 4 8 5 2 1 6Permitted Phases 4 8 8 2 2 6 6Detector Phase 7 4 8 8 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0Minimum Split (s) 11.8 38.5 38.5 38.5 38.5 10.9 31.9 31.9 10.9 31.9 31.9Total Split (s) 13.0 52.0 39.0 39.0 39.0 12.0 45.0 45.0 23.0 56.0 56.0Total Split (%) 10.8% 43.3% 32.5% 32.5% 32.5% 10.0% 37.5% 37.5% 19.2% 46.7% 46.7%Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 3.7All-Red Time (s) 3.8 4.5 4.5 4.5 4.5 2.2 2.2 2.2 2.2 2.2 2.2Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 7.5 7.5 7.5 7.5 5.9 5.9 5.9 5.9 5.9 5.9Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max None C-Max C-MaxAct Effct Green (s) 28.3 27.6 17.2 17.2 17.2 67.7 60.9 60.9 78.2 68.6 68.6Actuated g/C Ratio 0.24 0.23 0.14 0.14 0.14 0.56 0.51 0.51 0.65 0.57 0.57v/c Ratio 0.31 0.47 0.38 0.53 0.57 0.19 0.41 0.08 0.50 0.43 0.15Control Delay 36.0 37.7 50.6 53.6 10.6 12.2 22.3 0.2 14.7 14.2 1.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 36.0 37.7 50.6 53.6 10.6 12.2 22.3 0.2 14.7 14.2 1.2LOS D D D D B B C A B B AApproach Delay 37.2 29.6 19.6 12.8Approach LOS D C B BQueue Length 50th (m) 13.6 35.6 13.6 31.0 0.0 5.3 51.6 0.0 18.0 42.0 0.0Queue Length 95th (m) 21.1 47.1 23.1 43.3 19.1 15.3 93.5 0.0 34.6 55.0 3.7Internal Link Dist (m) 89.8 163.9 75.5 186.9Turn Bay Length (m) 30.0 35.0 55.0 40.0 40.0 45.0 45.0Base Capacity (vph) 236 642 296 468 565 374 1720 854 512 1937 898Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.31 0.30 0.21 0.29 0.42 0.18 0.41 0.08 0.45 0.43 0.15

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 19 (16%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.57Intersection Signal Delay: 19.9 Intersection LOS: BIntersection Capacity Utilization 78.4% ICU Level of Service DAnalysis Period (min) 15


Projected 2022 - PM3: Greenbank & Highbury Park


Lane Group WBL NBT SBL SBTLane ConfigurationsVolume (vph) 91 928 93 1099Lane Group Flow (vph) 159 1032 98 1157Turn Type Prot NA Perm NAProtected Phases 8 2 6Permitted Phases 6Detector Phase 8 2 6 6Switch PhaseMinimum Initial (s) 10.0 10.0 10.0 10.0Minimum Split (s) 31.0 30.7 30.7 30.7Total Split (s) 38.0 82.0 82.0 82.0Total Split (%) 31.7% 68.3% 68.3% 68.3%Yellow Time (s) 3.3 3.7 3.7 3.7All-Red Time (s) 2.7 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 5.7 5.7 5.7Lead/LagLead-Lag Optimize?Recall Mode None C-Max C-Max C-MaxAct Effct Green (s) 16.2 92.1 92.1 92.1Actuated g/C Ratio 0.14 0.77 0.77 0.77v/c Ratio 0.66 0.40 0.28 0.44Control Delay 52.8 3.7 7.6 6.1Queue Delay 0.0 0.0 0.0 0.0Total Delay 52.8 3.7 7.6 6.1LOS D A A AApproach Delay 52.8 3.7 6.2Approach LOS D A AQueue Length 50th (m) 30.1 19.1 5.6 40.9Queue Length 95th (m) 48.1 32.8 17.2 73.5Internal Link Dist (m) 107.0 66.6 85.4Turn Bay Length (m) 40.0Base Capacity (vph) 452 2577 351 2602Starvation Cap Reductn 0 0 0 0Spillback Cap Reductn 0 0 0 0Storage Cap Reductn 0 0 0 0Reduced v/c Ratio 0.35 0.40 0.28 0.44



Projected 2022 - PM2: Longfields & Highbury Park


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Stop StopVolume (vph) 13 1 62 4 8 7 66 272 3 2 449 20Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 14 1 65 4 8 7 69 286 3 2 473 21

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 80 20 359 496Volume Left (vph) 14 4 69 2Volume Right (vph) 65 7 3 21Hadj (s) -0.42 -0.14 0.07 0.01Departure Headway (s) 5.5 5.9 4.8 4.6Degree Utilization, x 0.12 0.03 0.48 0.64Capacity (veh/h) 566 506 723 759Control Delay (s) 9.3 9.1 12.3 15.5Approach Delay (s) 9.3 9.1 12.3 15.5Approach LOS A A B C

Intersection SummaryDelay 13.6Level of Service BIntersection Capacity Utilization 61.6% ICU Level of Service BAnalysis Period (min) 15

Projected 2022 - PM4: Greenbank & Site





Projected 2022 - PM5: Site & Highbury Park





30 highbury park tis draft

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