tis update cover 03 26 2014 - oakville, ontario planning/da-143115-tis.pdf · mississauga, on...

Project No.: T08-199

[ Month Year ]

BALLANTRY HOMES

TRAFFIC IMPACT STUDY - UPDATE

Proposed Khalsa Gate Mixed-Use DevelopmentTown of Oakville

COLE ENGINEERING GROUP LTD.

HEAD OFFICE

70 Valleywood DriveMarkham, ON CANADA L3R 4T5T. 905.940.6161 | 416.987.6161F. 905.940.2064 | www.ColeEngineering.ca

GTA WEST OFFICE

150 Courtneypark Drive West, Unit C100Mississauga, ON CANADA L5W 1Y6T. 905.364.6161F. 905.364.6162MARCH 2014

Ballantry Homes Proposed Khalsa Gate Mixed-Use Development Town of Oakville Traffic Impact Study - Update

T08-199 (March 2014) Page i

Table of Contents

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

2.0 Proposed Development ..................................................................................................1

3.0 Existing Traffic.................................................................................................................1 3.1. Existing Road Network......................................................................................................2 3.2. Existing Traffic Analysis.....................................................................................................2

4.0 Future Background Traffic...............................................................................................3 4.1. Growth Rate .....................................................................................................................3 4.2. Background Development ................................................................................................4 4.3. Future (2019) Background Traffic Analysis........................................................................4

5.0 Trip Generation and Distribution....................................................................................5 5.1. Trip Generation.................................................................................................................5 5.2. Trip Distribution................................................................................................................6

6.0 Future Total Traffic Conditions .......................................................................................6 6.1. Future (2019) Total Traffic Analysis ..................................................................................6

7.0 Conclusions .....................................................................................................................8


T08-199 (March 2014) Page ii

LIST OF FIGURES

Figure 1‐1 Proposed Site Location Figure 2‐1 Proposed Site Plan Figure 3‐1 Existing Lane Configurations Figure 3‐2 Existing Traffic Volumes Figure 4‐1 Future Lane Configurations Figure 4‐2 Future (2019) Background Traffic Volumes Figure 5‐1 Site Traffic Volumes Figure 6‐1 Future (2019) Total Traffic Volumes LIST OF TABLES

Table 3.1 – Existing Traffic – Level of Service............................................................................................ 3 Table 4.1 – Future (2019) Background Traffic – Level of Service............................................................... 4 Table 5.1 – Site Trip Generation............................................................................................................... 5 Table 5.2 – Trip Distribution .................................................................................................................... 6 Table 6.1 – Future (2019) Total Traffic – Level of Service ......................................................................... 7 APPENDICES

Appendix A – Existing Traffic Data Appendix B – Existing Traffic Level of Service Calculations Appendix C – Future (2019) Background Traffic Level of Service Calculations Appendix D – Future (2019) Total Traffic Level of Service Calculations Appendix E – Statement of Limiting Conditions and Assumptions


T08-199 (March 2014) Page 1

1.0 Introduction

Cole Engineering Group Ltd. (Cole Engineering) was retained by Ballantry Homes Inc. (the “Owner”) to update a Traffic Impact Study (TIS) in support of a proposed mixed‐use development. The site is approximately 4.84 acres in area and is located on the north side of Khalsa Gate, between Regional Road 25 (Bronte Road) and Old Bronte Road, in the Town of Oakville (the “Town”). The site location is illustrated in Figure 1‐1.

The purpose of the study is as follows:

• Document the traffic impacts associated with the proposed development; • Identify any traffic operational concerns; • Identify any traffic mitigation measures; and, • Assess various road network configurations.

2.0 Proposed Development

The proposed land uses include 123 Townhouse units as well as a ten (10)‐storey Condominium building consisting of 248 units. The proposed conceptual site plan is provided in Figure 2‐1.

Two (2) site accesses will be provided to the proposed residential development via Old Bronte Road. For the purpose of this study, the following intersections were assessed:

• Bronte Road / Highvalley Road‐Pine Glen Road; • Bronte Road / Khalsa Gate, and; • Old Bronte Road / Access 1; and, • Old Bronte Road / Access 2.

3.0 Existing Traffic

Turning movement counts for the Bronte Road / Highvalley Road – Pine Glen Road and Bronte Road / Khalsa Gate intersections were undertaken by Accu‐Traffic Inc. on behalf of Cole Engineering. These counts were conducted on Thursday, March 20, 2014. Existing traffic data is shown in Appendix A.

Counts were not conducted for the Pine Glen Road and Khalsa Gate intersections with Old Bronte Road. This was due to the isolated configuration of the road network and low trip generators within this portion of the study area. Thus, a growth rate of 2% was applied to the Old Bronte Road / Pine Glen Road and Old Bronte Road / Khalsa Gate intersections data for 2014 horizon year to accumulate the most approximate recent traffic data from Cole Engineering’s previous report of March, 2012.


T08-199 (March 2014) Page 2

3.1. Existing Road Network

The existing road network and lane configurations within the study area are provided in Figure 3‐1. To the south of Khalsa Gate, Old Bronte Road terminates into a cul‐de‐sac. This configuration isolates this segment of the road network from traffic originating from outside the study area. Also, a site visit revealed that Old Bronte Road within the study area is predominantly a residential roadway providing access to seven (7) single family homes and two (2) places of worship, which generate a negligible amount of vehicle trips during the weekday a.m. and p.m. peak hours. The details of the road sections are outlined below.

Bronte Road is a north‐south arterial road with a four‐lane urban cross‐section, in the Town of Oakville. Within the study area, Bronte Road has a posted speed limit of 60 km/h and is under the jurisdiction of the Region of Halton.

Old Bronte Road is a north‐south local road under the jurisdiction of the Town of Oakville with a posted speed limit of 60 km/h.

Highvalley Road is an east‐west local road under the jurisdiction of the Town of Oakville with a posted speed limit of 50 km/h.

Pine Glen Road is an east‐west local road under the jurisdiction of the Town of Oakville with a suggested speed limit of 50 km/h.

Khalsa Gate is an east‐west local road under the jurisdiction of the Town of Oakville with a suggested speed limit of 50 km/h.

3.2. Existing Traffic Analysis

Existing traffic volumes are provided in Figure 3‐2. The study area intersections were analyzed under existing traffic conditions using SYNCHRO 6.0 software. The methodology of the software follows the procedures described and outlined in the Highway Capacity Manual, HCM2000, published by the Transportation Research Board. The results, including the critical movements (i.e. movements with a volume to capacity v/c ratio greater than 0.85 shown in bold) are summarized in Table 3.1, and detailed calculations are provided in Appendix B.


T08-199 (March 2014) Page 3

Table 3.1 – Existing Traffic – Level of Service

Intersection Key Movement AM Peak Weekday LOS (v/c)

PM Peak Weekday LOS (v/c)

Bronte Road/ Highvalley Road‐Pine Glen Road

(signalized)

Overall EB left

EB through‐right WB left

WB though‐right NB left

NB through NB right SB left

SB through SB right

A (0.58) D (0.13) D (0.32) E (0.63) D (0.13) A (0.18) A (0.33) A (0.01) A (0.04) A (0.57) A (0.01)

A (0.50) D (0.09) D (0.10) D (0.45) D (0.11) A (0.14) A (0.51) A (0.03) A (0.25) A (0.30) A (0.03)

Bronte Road / Khalsa Gate (unsignalized) WB right B (<0.01) C (0.02)

Old Bronte Road / Pine Glen Road (Unsignalized)

EB left‐right NB left‐through SB through‐right

A (0.04) A (0.11) A (<0.01)

A (0.12) A (0.07) A (<0.01)

Old Bronte Road / Khalsa Gate (Unsignalized)


A (0.02) A (<0.01) A (<0.01)

A (0.03) A (0.01) A (<0.01)

The analysis indicates that the existing signalized intersection of Bronte Road / Highvalley Road – Pine Glen Road operates at an overall level of service (LOS) ‘A’ during both analyzed time periods. Individual movements operate at LOS ‘E’ or better.

The unsignalized intersections operate at LOS ‘C’ or better during both the a.m. and p.m. peak hours.

4.0 Future Background Traffic

Future background traffic for the study area is based on five (5) year horizon (2019) traffic projections. Future background traffic consists of traffic due to other developments within the study area plus the traffic growth outside the study area. Pine Glen Road will be expanded in the future. Figure 4‐1 illustrates the future lane configurations. The details of the traffic forecast and analyses are outlined in the following sub‐sections.

4.1. Growth Rate

According to the discussion we had with Halton Region staff, an annual growth rate of two percent (2%) is appropriate to apply to the turning movement counts.


T08-199 (March 2014) Page 4

4.2. Background Development

Based on discussions with the Town, a number of proposed future developments within the study area were identified as follows:

• Bronte Creek Community; • AMC Real Estate Management Inc.; • Crystal Development; • Mattamy Development; • FoxFarm Development; and, • Ballantry Residential Phase.

The background traffic generated from these developments was included in our analysis and distributed to the study area network.

4.3. Future (2019) Background Traffic Analysis

Future (2019) background traffic is provided in Figure 4‐2. The study area intersections were analyzed under future (2019) background traffic conditions using SYNCHRO 6.0 software. The methodology of the software follows the procedures described and outlined in the Highway Capacity Manual, HCM2000, published by the Transportation Research Board. The results, including the critical movements (i.e. movements with a volume to capacity v/c ratio greater than 0.85 shown in bold) are summarized in Table 4.1. Detailed calculations are provided in Appendix C.

Table 4.1 – Future (2019) Background Traffic – Level of Service


PM Peak WeekdayLOS (v/c)

Bronte Road / Highvalley Road‐Pine Glen Road

(signalized)

Overall EB left




SB through SB right

B (0.87) D (0.36) D (0.73) F (0.86) D (0.13) E (0.88) A (0.46) A (0.01) A (0.35) B (0.71) A (0.05)

B (0.76) D (0.56) D (0.17) F (0.77) D (0.39) A (0.51) A (0.64) A (0.03) D (0.76) A (0.49) A (0.09)

Bronte Road / Khalsa Gate (unsignalized) WB right B (0.01) C (0.03)


EB left‐through‐right WB left‐through‐right NB left‐through‐right SB left‐through‐right

A (0.14) A (0.04) A (0.15) A (<0.01)

A (0.19) A (0.09) A (0.08) A (<0.01)



A (0.02) A (<0.01) A (<0.01)

A (0.03) A (0.01) A (<0.01)


T08-199 (March 2014) Page 5

The future (2019) background analysis indicates that the signalized intersection at Bronte Road / Highvalley Road – Pine Glen Road is expected to operate at an overall LOS ‘B’ during both analyzed time periods. However, during the a.m. peak hour, the overall intersection is anticipated to operate with a v/c ratio of 0.87. Critical movements include the westbound left and northbound left movements and are anticipated to operate at LOS ‘F’ and ‘E’ with volume to capacity ratios of 0.86 and 0.88, respectively.

Pine Glen Road will be expanded in the future; therefore, Old Bronte Road / Pine Glen Road will become a standard intersection and is expected to operate with excellent LOS during both analyzed time periods.

All unsignalized intersections are anticipated to operate with LOS ‘C’ or better during both analyzed time periods.

5.0 Trip Generation and Distribution

5.1. Trip Generation

Trip generation for the proposed development was undertaken using information contained in Trip Generation, 9th Edition published by the Institute of Transportation Engineers (ITE). The proposed development is to include 123 townhouse units and 248 condominium units.

The peak hour trip generation volumes for the proposed development was derived using the established equation for Residential Condominium / Townhouse (Land Use Code 230). The detailed volumes and rates are shown in Table 5.1.

Table 5.1 – Site Trip Generation WEEKDAY AM Peak Hour

WEEKDAY PM Peak Hour Land Use Parameter

In Out Total In Out Total

Gross Rate (Trips / unit) 0.09 0.41 0.50 0.39 0.19 0.58 Residential – Townhouse

123 Dwelling Units New Trips 10 51 61 48 23 71

Gross Rate (Trips / Unit)

0.07 0.36 0.43 0.34 0.17 0.51 Residential – Condominium 248 Dwelling Units

New Trips 18 89 107 85 42 127

TOTAL 28 140 168 133 65 198

The proposed development is expected to generate 168 two‐way trips during the weekday a.m. peak hour (28 inbound trips and 140 outbound trips) and 198 two‐way trips during the weekday p.m. peak hour (133 inbound trips and 65 outbound trips).


T08-199 (March 2014) Page 6

5.2. Trip Distribution

The distribution of traffic related to the Khalsa Gate Commercial development is based on the 2006 Transportation Tomorrow Survey (TTS) and existing travel patterns within the study area. For the purposes of this study, trips are assumed to be created to the north and south as Bronte Road is the major arterial roadway providing access to the development site. Table 5.2 summarize the trip distribution results and Figure 5‐1 illustrates the site trips.

Table 5.2 – Trip Distribution

Direction Via Proportion Inbound (Outbound)

Bronte Road 20% (20%) North

Old Bronte Road 5% (5%)

South Bronte Road 75% (75%)

Total 100% (100%)

6.0 Future Total Traffic Conditions

6.1. Future (2019) Total Traffic Analysis

Future (2019) total traffic volumes are illustrated in Figure 6‐1. The study area intersections were analyzed under future (2019) total traffic conditions using SYNCHRO 6.0 software. The methodology of the software follows the procedures described and outlined in the Highway Capacity Manual, HCM2000, published by the Transportation Research Board. The results, including the critical movements (i.e. movements with a volume to capacity v/c ratio greater than 0.85 shown in bold) are summarized in Table 6.1 and detailed calculations are provided in Appendix D. It should be noted that the signal timing for the intersection of Bronte Road / Highvalley Road‐Pine Glen Road was optimized in order to accommodate additional traffic.


T08-199 (March 2014) Page 7

Table 6.1 – Future (2019) Total Traffic – Level of Service


PM Peak WeekdayLOS (v/c)

Bronte Road / Highvalley Road‐Pine Glen Road

(signalized)

Overall EB left




SB through SB right

C (0.84) D (0.33) D (0.24) D (0.74) D (0.16) C (0.52) B (0.51) A (0.01) C (0.46) C (0.93) B (0.07)

C (0.84) D (0.36) A (0.36) D (0.74) A (0.29) C (0.71) C (0.89) A (0.01) C (0.63) C (0.69) B (0.12)

Bronte Road / Khalsa Gate (unsignalized) WB right B (0.01) D (0.35)


EB left‐through‐right WB left‐through‐right NB left‐through‐right SB left‐through‐right

A (0.16) A (0.05) B (0.37) A (0.03)

A (0.15) A (0.09) A (0.22) A (0.03)



A (0.04) A (<0.01) A (0.04)

A (0.23) A (0.01)

Old Bronte Road / Access 1 (Unsignalized)

EB left‐right NB left

A (0.11) A (0.01)

B (0.21) A (0.07)

Old Bronte Road / Access 2 (Unsignalized) NB left‐through A (0.01) A (0.03)

Old Bronte Road / Access 3 (Unsignalized) EB left‐right B (0.09) A (0.04)

The future (2019) total analysis indicates that the signalized intersection at Bronte Road / Highvalley Road – Pine Glen Road is expected to operate at an overall LOS ‘C’ during both analyzed time periods. However, during the a.m. peak hour, the southbound through movement is anticipated to operate below capacity at LOS ‘C’ with a v/c ratio of 0.93. During the p.m. peak hour, the northbound through is anticipated to operate with LOS ‘C’ and v/c ratio of 0.89.

Pine Glen Road will be lengthened in the future; therefore, Old Bronte Road / Pine Glen Road will become a standard intersection and is expected to operate with excellent LOS during both analyzed time periods.

All unsignalized intersections are anticipated to operate with LOS ‘D’ or better during both analyzed time periods.


T08-199 (March 2014) Page 8

7.0 Conclusions

Based on this traffic review, the study findings indicate:

• All key intersections are expected to function at acceptable levels of service in the existing and future background traffic conditions.

• The proposed development is expected to generate 168 two‐way trips during the weekday AM peak hour (28 inbound trips and 140 outbound trips) and 198 two‐way trips during the weekday PM peak hour (133 inbound trips and 65 outbound trips).

• Under future (2019) total traffic conditions, all key intersections are anticipated to operate at acceptable levels of service.

• The proposed development is expected to have negligible impacts to the study area road network.

APPENDIX A Existing Traffic Data

Accu-Traffic Inc.

Morning Peak Diagram Specified PeriodFrom:To:

7:00:00

9:00:00

One Hour PeakFrom:To:

7:30:00

8:30:00

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

Oakville

1403800001

Bronte Road & Highvalley Road

1

20-Mar-14

Weather conditions:

Person(s) who counted:

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

North Leg Total:

North Entering:

North Peds:

Peds Cross:

2438

1522

1

Heavys

Trucks

Cars

Totals

1

0

10

11

45

14

1435

1494

1

0

16

17

47

14

1461

Heavys

Trucks

Cars

Totals

38

9

869

916

Heavys Trucks Cars Totals

2 0 57 59


1 0 17 18

0 0 11 11

5 0 67 72

6 0 95

Peds Cross:

West Peds:

West Entering:

West Leg Total:

1

101

160

Bronte Road

Highvalley RoadW

N

E

S

Pine Glen Road

Bronte Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

178

142

4

Cars Trucks Heavys Totals

42 0 2 44

17 0 1 18

75 0 5 80

134 0 8


35 0 1 36

Cars

Trucks

Heavys

Totals

1577

14

55

1646

Cars

Trucks

Heavys

Totals

30

0

0

30

810

9

35

854

8

0

0

8

848

9

35

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

892

2538

Comments

Accu-Traffic Inc.

Afternoon Peak Diagram Specified PeriodFrom:To:

16:00:00

18:00:00


16:45:00

17:45:00


Oakville

1403800001


1

20-Mar-14

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

2335

912

5

Heavys

Trucks

Cars

Totals

0

0

36

36

23

9

790

822

0

0

54

54

23

9

880

Heavys

Trucks

Cars

Totals

35

13

1375

1423


0 0 112 112


0 0 9 9

0 0 11 11

0 0 30 30

0 0 50

Peds Cross:

West Peds:

West Entering:

West Leg Total:

2

50

162

Bronte Road

Highvalley RoadW

N

E

S

Pine Glen Road

Bronte Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

189

88

2


27 0 0 27

13 0 0 13

46 1 1 48

86 1 1


101 0 0 101

Cars

Trucks

Heavys

Totals

866

10

24

900

Cars

Trucks

Heavys

Totals

63

0

0

63

1339

13

35

1387

36

0

0

36

1438

13

35

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

1486

2386

Comments

Accu-Traffic Inc.

Total Count Diagram


Oakville

1403800001


1

20-Mar-14

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

8656

4460

7

Heavys

Trucks

Cars

Totals

3

0

84

87

148

45

4053

4246

4

0

123

127

155

45

4260

Heavys

Trucks

Cars

Totals

165

36

3995

4196


6 1 318 325


1 0 49 50

3 0 31 34

6 1 182 189

10 1 262

Peds Cross:

West Peds:

West Entering:

West Leg Total:

6

273

598

Bronte Road

Highvalley RoadW

N

E

S

Pine Glen Road

Bronte Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

671

413

7


131 0 4 135

49 0 2 51

216 2 9 227

396 2 15


250 1 7 258

Cars

Trucks

Heavys

Totals

4451

48

163

4662

Cars

Trucks

Heavys

Totals

185

1

1

187

3815

36

160

4011

96

1

0

97

4096

38

161

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

4295

8957

Comments

Accu-Traffic Inc.Traffic Count Summary

Intersection Bronte Road & Highvalley Road Count Date 20-Mar-14 Municipality Oakville

North Approach Totals South Approach Totals

East Approach Totals West Approach Totals

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


Hour Hour

Hour Hour

Ending Ending

Ending Ending

Left Left

Left Left

Thru Thru

Thru Thru

Right Right

Right Right

Grand Grand

Grand Grand

Total Total

Total Total

Total Total

Total Total

Peds Peds

Peds Peds

North/South

East/West

Total

Total

Approaches

Approaches

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

Totals:

Totals:

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 18 1235 12 1265 0 2048 8:00:00 10 767 6 783 09:00:00 20 1403 12 1435 1 2296 9:00:00 56 789 16 861 0

16:00:00 0 1 0 1 0 2 16:00:00 0 1 0 1 017:00:00 40 786 29 855 1 2091 17:00:00 57 1145 34 1236 018:00:00 49 821 34 904 5 2318 18:00:00 64 1309 41 1414 0

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 60 2 34 96 3 174 8:00:00 15 5 58 78 09:00:00 76 26 44 146 1 246 9:00:00 12 14 74 100 3

16:00:00 2 2 0 4 0 5 16:00:00 1 0 0 1 017:00:00 38 7 27 72 1 119 17:00:00 13 4 30 47 118:00:00 51 14 30 95 2 142 18:00:00 9 11 27 47 2

0:00 0:00 7:00 8:00 9:00 16:00 17:00 18:000 0 0 80 115 5 59 79

127 4246 87 4460 7 8755 187 4011 97 4295 0

227 51 135 413 7 686 50 34 189 273 6

Accu-Traffic Inc.Count Date: 20-Mar-14 Site #: 1403800001

IntervalTime

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

Left Left LeftThru Thru ThruRight Right Right North Cross

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

7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 3 3 158 158 2 2 0 0 3 3 0 0 1 1 10 10 1 1 0 07:30:00 6 3 460 302 4 2 0 0 7 4 0 0 2 1 22 12 1 0 0 07:45:00 9 3 796 336 6 2 0 0 12 5 0 0 2 0 31 9 1 0 0 08:00:00 16 7 1177 381 10 4 0 0 14 2 0 0 2 0 44 13 2 1 0 08:15:00 18 2 1505 328 12 2 0 0 15 1 0 0 3 1 54 10 2 0 1 18:30:00 22 4 1895 390 14 2 0 0 21 6 0 0 3 0 67 13 2 0 1 08:45:00 26 4 2241 346 18 4 0 0 22 1 0 0 3 0 86 19 2 0 1 09:00:00 34 8 2506 265 22 4 0 0 28 6 0 0 4 1 104 18 2 0 1 09:00:10 34 0 2507 1 22 0 0 0 28 0 0 0 4 0 104 0 2 0 1 0

16:00:00 34 0 2507 0 22 0 0 0 28 0 0 0 4 0 104 0 2 0 1 016:15:00 42 8 2647 140 25 3 0 0 30 2 0 0 4 0 111 7 3 1 2 116:30:00 54 12 2874 227 33 8 0 0 32 2 0 0 4 0 116 5 3 0 2 016:45:00 61 7 3064 190 42 9 0 0 34 2 0 0 4 0 122 6 3 0 2 017:00:00 74 13 3260 196 50 8 0 0 36 2 0 0 4 0 129 7 3 0 2 017:15:00 88 14 3452 192 59 9 0 0 37 1 0 0 4 0 134 5 3 0 2 017:30:00 102 14 3664 212 73 14 0 0 39 2 0 0 4 0 140 6 3 0 7 517:45:00 115 13 3854 190 78 5 0 0 43 4 0 0 4 0 145 5 3 0 7 018:00:00 123 8 4053 199 84 6 0 0 45 2 0 0 4 0 148 3 3 0 7 018:15:00 123 0 4053 0 84 0 0 0 45 0 0 0 4 0 148 0 3 0 7 018:15:07 123 0 4053 0 84 0 0 0 45 0 0 0 4 0 148 0 3 0 7 0


IntervalTime

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

Left Left LeftThru Thru ThruRight Right Right East Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 11 11 0 0 5 5 0 0 0 0 0 0 1 1 0 0 0 0 0 07:30:00 20 9 0 0 12 7 0 0 0 0 0 0 1 0 0 0 0 0 0 07:45:00 41 21 2 2 21 9 0 0 0 0 0 0 2 1 0 0 0 0 0 08:00:00 56 15 2 0 32 11 0 0 0 0 0 0 4 2 0 0 2 2 3 38:15:00 78 22 8 6 41 9 0 0 0 0 0 0 5 1 1 1 2 0 4 18:30:00 95 17 17 9 54 13 0 0 0 0 0 0 6 1 1 0 2 0 4 08:45:00 116 21 23 6 64 10 0 0 0 0 0 0 7 1 1 0 2 0 4 09:00:00 129 13 27 4 76 12 0 0 0 0 0 0 7 0 1 0 2 0 4 09:00:10 131 2 29 2 76 0 0 0 0 0 0 0 7 0 1 0 2 0 4 0

16:00:00 131 0 29 0 76 0 0 0 0 0 0 0 7 0 1 0 2 0 4 016:15:00 137 6 30 1 80 4 0 0 0 0 0 0 7 0 1 0 2 0 4 016:30:00 145 8 33 3 85 5 0 0 0 0 0 0 7 0 2 1 4 2 4 016:45:00 158 13 35 2 92 7 0 0 0 0 0 0 7 0 2 0 4 0 5 117:00:00 169 11 35 0 101 9 0 0 0 0 0 0 7 0 2 0 4 0 5 017:15:00 183 14 38 3 105 4 1 1 0 0 0 0 7 0 2 0 4 0 6 117:30:00 194 11 41 3 108 3 1 0 0 0 0 0 7 0 2 0 4 0 7 117:45:00 204 10 48 7 119 11 1 0 0 0 0 0 8 1 2 0 4 0 7 018:00:00 216 12 49 1 131 12 2 1 0 0 0 0 9 1 2 0 4 0 7 018:15:00 216 0 49 0 131 0 2 0 0 0 0 0 9 0 2 0 4 0 7 018:15:07 216 0 49 0 131 0 2 0 0 0 0 0 9 0 2 0 4 0 7 0


IntervalTime

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

Left Left LeftThru Thru ThruRight Right Right South Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 2 2 114 114 1 1 0 0 2 2 0 0 0 0 5 5 0 0 0 07:30:00 6 4 318 204 3 2 0 0 2 0 0 0 0 0 13 8 0 0 0 07:45:00 8 2 543 225 4 1 0 0 5 3 0 0 0 0 21 8 0 0 0 08:00:00 10 2 730 187 6 2 0 0 7 2 0 0 0 0 30 9 0 0 0 08:15:00 18 8 926 196 7 1 0 0 8 1 0 0 0 0 44 14 0 0 0 08:30:00 36 18 1128 202 11 4 0 0 11 3 0 0 0 0 48 4 0 0 0 08:45:00 48 12 1291 163 17 6 0 0 13 2 0 0 0 0 68 20 0 0 0 09:00:00 66 18 1459 168 22 5 0 0 15 2 0 0 0 0 82 14 0 0 0 09:00:10 66 0 1460 1 22 0 0 0 15 0 0 0 0 0 82 0 0 0 0 0

16:00:00 66 0 1460 0 22 0 0 0 15 0 0 0 0 0 82 0 0 0 0 016:15:00 75 9 1670 210 29 7 0 0 18 3 0 0 0 0 98 16 0 0 0 016:30:00 91 16 1933 263 38 9 0 0 20 2 0 0 1 1 113 15 0 0 0 016:45:00 106 15 2222 289 49 11 0 0 22 2 1 1 1 0 121 8 0 0 0 017:00:00 122 16 2546 324 55 6 0 0 28 6 1 0 1 0 128 7 0 0 0 017:15:00 133 11 2879 333 67 12 0 0 28 0 1 0 1 0 139 11 0 0 0 017:30:00 151 18 3239 360 76 9 0 0 31 3 1 0 1 0 144 5 0 0 0 017:45:00 169 18 3561 322 85 9 0 0 35 4 1 0 1 0 156 12 0 0 0 018:00:00 185 16 3815 254 96 11 1 1 36 1 1 0 1 0 160 4 0 0 0 018:15:00 185 0 3815 0 96 0 1 0 36 0 1 0 1 0 160 0 0 0 0 018:15:07 185 0 3815 0 96 0 1 0 36 0 1 0 1 0 160 0 0 0 0 0


IntervalTime

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

Left Left LeftThru Thru ThruRight Right Right West Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 1 1 0 0 13 13 0 0 0 0 0 0 0 0 0 0 1 1 0 07:30:00 5 4 2 2 24 11 0 0 0 0 0 0 0 0 1 1 1 0 0 07:45:00 6 1 3 1 40 16 0 0 0 0 0 0 0 0 1 0 5 4 0 08:00:00 14 8 4 1 53 13 0 0 0 0 0 0 1 1 1 0 5 0 0 08:15:00 19 5 8 4 75 22 0 0 0 0 0 0 1 0 1 0 5 0 1 18:30:00 22 3 13 5 91 16 0 0 0 0 0 0 1 0 1 0 6 1 1 08:45:00 25 3 15 2 105 14 0 0 0 0 1 1 1 0 2 1 6 0 1 09:00:00 26 1 16 1 125 20 0 0 0 0 1 0 1 0 3 1 6 0 3 29:00:10 27 1 16 0 125 0 0 0 0 0 1 0 1 0 3 0 6 0 3 0

16:00:00 27 0 16 0 125 0 0 0 0 0 1 0 1 0 3 0 6 0 3 016:15:00 31 4 18 2 130 5 0 0 0 0 1 0 1 0 3 0 6 0 3 016:30:00 35 4 18 0 134 4 0 0 0 0 1 0 1 0 3 0 6 0 3 016:45:00 38 3 19 1 144 10 0 0 0 0 1 0 1 0 3 0 6 0 4 117:00:00 40 2 20 1 155 11 0 0 0 0 1 0 1 0 3 0 6 0 4 017:15:00 42 2 24 4 164 9 0 0 0 0 1 0 1 0 3 0 6 0 6 217:30:00 45 3 25 1 167 3 0 0 0 0 1 0 1 0 3 0 6 0 6 017:45:00 47 2 30 5 174 7 0 0 0 0 1 0 1 0 3 0 6 0 6 018:00:00 49 2 31 1 182 8 0 0 0 0 1 0 1 0 3 0 6 0 6 018:15:00 49 0 31 0 182 0 0 0 0 0 1 0 1 0 3 0 6 0 6 018:15:07 49 0 31 0 182 0 0 0 0 0 1 0 1 0 3 0 6 0 6 0

Accu-Traffic Inc.

Morning Peak Diagram Specified PeriodFrom:To:

7:00:00

9:00:00


7:30:00

8:30:00


Oakville

1403800002

Bronte Road & Khalsa Gate

1

20-Mar-14

Weather conditions:


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

North Leg Total:

North Entering:

North Peds:

Peds Cross:

2539

1647

0

Heavys

Trucks

Cars

Totals

55

14

1578

1647

0

0

0

0

55

14

1578

Heavys

Trucks

Cars

Totals

35

9

848

892

Bronte Road

W

N

E

S

Khalsa Gate

Bronte Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

11

1

3


1 0 0 1

0 0 0 0

1 0 0


8 1 1 10

Cars

Trucks

Heavys

Totals

1578

14

55

1647

Cars

Trucks

Heavys

Totals

847

9

35

891

8

1

1

10

855

10

36

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

901

2548

Comments

Accu-Traffic Inc.

Afternoon Peak Diagram Specified PeriodFrom:To:

16:00:00

18:00:00


16:45:00

17:45:00


Oakville

1403800002


1

20-Mar-14

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

2381

898

0

Heavys

Trucks

Cars

Totals

24

10

864

898

0

0

0

0

24

10

864

Heavys

Trucks

Cars

Totals

35

13

1435

1483

Bronte Road

W

N

E

S

Khalsa Gate

Bronte Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

12

1

2


1 0 0 1

0 0 0 0

1 0 0


10 1 0 11

Cars

Trucks

Heavys

Totals

864

10

24

898

Cars

Trucks

Heavys

Totals

1434

13

35

1482

10

1

0

11

1444

14

35

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

1493

2391

Comments

Accu-Traffic Inc.

Total Count Diagram


Oakville

1403800002


1

20-Mar-14

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

8958

4660

0

Heavys

Trucks

Cars

Totals

163

48

4449

4660

0

0

0

0

163

48

4449

Heavys

Trucks

Cars

Totals

161

39

4098

4298

Bronte Road

W

N

E

S

Khalsa Gate

Bronte Road

East Leg Total:

East Entering:

East Peds:

Peds Cross:

50

3

7


3 0 0 3

0 0 0 0

3 0 0


42 2 3 47

Cars

Trucks

Heavys

Totals

4449

48

163

4660

Cars

Trucks

Heavys

Totals

4095

39

161

4295

42

2

3

47

4137

41

164

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

4342

9002

Comments

Accu-Traffic Inc.Traffic Count Summary

Intersection Bronte Road & Khalsa Gate Count Date 20-Mar-14 Municipality Oakville

North Approach Totals South Approach Totals

East Approach Totals West Approach Totals



Hour Hour

Hour Hour

Ending Ending

Ending Ending

Left Left

Left Left

Thru Thru

Thru Thru

Right Right

Right Right

Grand Grand

Grand Grand

Total Total

Total Total

Total Total

Total Total

Peds Peds

Peds Peds

North/South

East/West

Total

Total

Approaches

Approaches

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

Totals:

Totals:

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 0 1353 0 1353 0 2146 8:00:00 0 789 4 793 09:00:00 0 1556 0 1556 0 2432 9:00:00 0 858 18 876 0

16:00:00 0 0 0 0 0 2 16:00:00 0 2 0 2 017:00:00 0 853 0 853 0 2096 17:00:00 0 1233 10 1243 018:00:00 0 898 0 898 0 2326 18:00:00 0 1413 15 1428 0

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 0 0 0 0 3 0 8:00:00 0 0 0 0 09:00:00 0 0 1 1 1 1 9:00:00 0 0 0 0 0

16:00:00 0 0 0 0 0 0 16:00:00 0 0 0 0 017:00:00 0 0 1 1 1 1 17:00:00 0 0 0 0 018:00:00 0 0 1 1 2 1 18:00:00 0 0 0 0 0

7:00 8:00 9:00 16:00 17:00 17:00 18:00 18:000 0 0 0 0 0 0 0

0 4660 0 4660 0 9002 0 4295 47 4342 0

0 0 3 3 7 3 0 0 0 0 0


IntervalTime

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

Left Left LeftThru Thru ThruRight Right Right North Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 0 0 184 184 0 0 0 0 3 3 0 0 0 0 12 12 0 0 0 07:30:00 0 0 504 320 0 0 0 0 7 4 0 0 0 0 24 12 0 0 0 07:45:00 0 0 876 372 0 0 0 0 12 5 0 0 0 0 38 14 0 0 0 08:00:00 0 0 1286 410 0 0 0 0 14 2 0 0 0 0 53 15 0 0 0 08:15:00 0 0 1660 374 0 0 0 0 15 1 0 0 0 0 64 11 0 0 0 08:30:00 0 0 2082 422 0 0 0 0 21 6 0 0 0 0 79 15 0 0 0 08:45:00 0 0 2464 382 0 0 0 0 23 2 0 0 0 0 99 20 0 0 0 09:00:00 0 0 2763 299 0 0 0 0 29 6 0 0 0 0 117 18 0 0 0 09:00:10 0 0 2763 0 0 0 0 0 29 0 0 0 0 0 117 0 0 0 0 0

16:00:00 0 0 2763 0 0 0 0 0 29 0 0 0 0 0 117 0 0 0 0 016:15:00 0 0 2915 152 0 0 0 0 31 2 0 0 0 0 124 7 0 0 0 016:30:00 0 0 3153 238 0 0 0 0 33 2 0 0 0 0 129 5 0 0 0 016:45:00 0 0 3367 214 0 0 0 0 35 2 0 0 0 0 135 6 0 0 0 017:00:00 0 0 3583 216 0 0 0 0 37 2 0 0 0 0 142 7 0 0 0 017:15:00 0 0 3797 214 0 0 0 0 39 2 0 0 0 0 147 5 0 0 0 017:30:00 0 0 4024 227 0 0 0 0 41 2 0 0 0 0 153 6 0 0 0 017:45:00 0 0 4231 207 0 0 0 0 45 4 0 0 0 0 159 6 0 0 0 018:00:00 0 0 4449 218 0 0 0 0 48 3 0 0 0 0 163 4 0 0 0 018:15:00 0 0 4449 0 0 0 0 0 48 0 0 0 0 0 163 0 0 0 0 018:15:06 0 0 4449 0 0 0 0 0 48 0 0 0 0 0 163 0 0 0 0 0


IntervalTime

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

Left Left LeftThru Thru ThruRight Right Right East Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 17:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 08:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 28:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 18:30:00 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 4 08:45:00 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 09:00:00 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 09:00:10 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0

16:00:00 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 016:15:00 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 016:30:00 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 4 016:45:00 0 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 5 117:00:00 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 5 017:15:00 0 0 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 6 117:30:00 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 7 117:45:00 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 7 018:00:00 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 7 018:15:00 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 7 018:15:06 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0


IntervalTime

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

Left Left LeftThru Thru ThruRight Right Right South Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 0 0 118 118 0 0 0 0 3 3 0 0 0 0 5 5 0 0 0 07:30:00 0 0 331 213 0 0 0 0 3 0 0 0 0 0 13 8 0 0 0 07:45:00 0 0 558 227 2 2 0 0 6 3 0 0 0 0 21 8 0 0 0 08:00:00 0 0 751 193 4 2 0 0 8 2 0 0 0 0 30 9 0 0 0 08:15:00 0 0 953 202 6 2 0 0 9 1 0 0 0 0 44 14 0 0 0 08:30:00 0 0 1178 225 8 2 0 0 12 3 1 1 0 0 48 4 1 1 0 08:45:00 0 0 1357 179 14 6 0 0 14 2 1 0 0 0 68 20 2 1 0 09:00:00 0 0 1549 192 19 5 0 0 16 2 1 0 0 0 82 14 2 0 0 09:00:10 0 0 1550 1 19 0 0 0 17 1 1 0 0 0 82 0 2 0 0 0

16:00:00 0 0 1550 0 19 0 0 0 17 0 1 0 0 0 82 0 2 0 0 016:15:00 0 0 1777 227 21 2 0 0 19 2 1 0 0 0 98 16 3 1 0 016:30:00 0 0 2066 289 24 3 0 0 21 2 1 0 0 0 114 16 3 0 0 016:45:00 0 0 2381 315 26 2 0 0 24 3 1 0 0 0 122 8 3 0 0 017:00:00 0 0 2723 342 27 1 0 0 30 6 2 1 0 0 129 7 3 0 0 017:15:00 0 0 3080 357 31 4 0 0 30 0 2 0 0 0 140 11 3 0 0 017:30:00 0 0 3464 384 31 0 0 0 33 3 2 0 0 0 145 5 3 0 0 017:45:00 0 0 3815 351 36 5 0 0 37 4 2 0 0 0 157 12 3 0 0 018:00:00 0 0 4095 280 42 6 0 0 39 2 2 0 0 0 161 4 3 0 0 018:15:00 0 0 4095 0 42 0 0 0 39 0 2 0 0 0 161 0 3 0 0 018:15:06 0 0 4095 0 42 0 0 0 39 0 2 0 0 0 161 0 3 0 0 0


IntervalTime

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

Left Left LeftThru Thru ThruRight Right Right West Cross


7:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:00:10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

16:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 016:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 016:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 016:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 017:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 017:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 017:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 017:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 018:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 018:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 018:15:06 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

APPENDIX B Existing Traffic

Level Of Service Calculations

Queues Existing AM1: Highvalley Drive & Bronte Road 2014

Synchro 6Cole Engineering Group Ltd

Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 18 11 80 18 30 855 8 17 1495 11Lane Group Flow (vph) 20 90 87 68 33 929 9 18 1625 12Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 2 6 6Detector Phases 4 4 8 8 2 2 2 6 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 42.0 42.0 42.0 42.0 78.0 78.0 78.0 78.0 78.0 78.0Total Split (%) 35.0% 35.0% 35.0% 35.0% 65.0% 65.0% 65.0% 65.0% 65.0% 65.0%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lead/LagLead-Lag Optimize?Recall Mode None None None None C-Max C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.13 0.40 0.57 0.28 0.30 0.33 0.01 0.05 0.57 0.01Control Delay 45.9 36.2 63.0 21.1 11.9 3.8 1.8 3.5 5.6 2.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 45.9 36.2 63.0 21.1 11.9 3.8 1.8 3.5 5.6 2.7Queue Length 50th (m) 4.2 12.8 19.6 4.2 1.6 24.1 0.0 0.7 57.6 0.3Queue Length 95th (m) 11.1 27.2 34.6 16.5 8.6 40.8 1.2 2.8 94.7 1.8Internal Link Dist (m) 65.6 107.9 159.7 83.6Turn Bay Length (m) 15.0 35.0 90.0 60.0 75.0 15.0Base Capacity (vph) 391 515 380 544 111 2799 1290 353 2827 1182Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.05 0.17 0.23 0.13 0.30 0.33 0.01 0.05 0.57 0.01

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 60Control Type: Actuated-Coordinated

Splits and Phases: 1: Highvalley Drive & Bronte Road

HCM Signalized Intersection Capacity Analysis Existing AM1: Highvalley Drive & Bronte Road 2014


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.6 3.3 3.6 3.6 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.87 1.00 0.89 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1646 1558 1646 1613 1745 3471 1597 1646 3505 1465Flt Permitted 0.71 1.00 0.63 1.00 0.13 1.00 1.00 0.29 1.00 1.00Satd. Flow (perm) 1226 1558 1090 1613 231 3471 1597 507 3505 1465Volume (vph) 18 11 72 80 18 44 30 855 8 17 1495 11Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 20 12 78 87 20 48 33 929 9 18 1625 12RTOR Reduction (vph) 0 27 0 0 42 0 0 0 2 0 0 1Lane Group Flow (vph) 20 63 0 87 26 0 33 929 7 18 1625 11Heavy Vehicles (%) 6% 0% 7% 6% 6% 5% 0% 4% 0% 6% 3% 9%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 13.2 13.2 13.2 13.2 94.8 94.8 94.8 94.8 94.8 94.8Effective Green, g (s) 15.2 15.2 15.2 15.2 96.8 96.8 96.8 96.8 96.8 96.8Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.81 0.81 0.81 0.81 0.81 0.81Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 155 197 138 204 186 2800 1288 409 2827 1182v/s Ratio Prot 0.04 0.02 0.27 c0.46v/s Ratio Perm 0.02 c0.08 0.14 0.00 0.04 0.01v/c Ratio 0.13 0.32 0.63 0.13 0.18 0.33 0.01 0.04 0.57 0.01Uniform Delay, d1 46.5 47.7 49.7 46.5 2.6 3.1 2.3 2.3 4.2 2.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.4 0.9 9.0 0.3 2.1 0.3 0.0 0.2 0.9 0.0Delay (s) 46.9 48.6 58.8 46.8 4.7 3.4 2.3 2.5 5.0 2.3Level of Service D D E D A A A A A AApproach Delay (s) 48.3 53.5 3.4 5.0Approach LOS D D A A

Intersection SummaryHCM Average Control Delay 8.7 HCM Level of Service AHCM Volume to Capacity ratio 0.58Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 59.1% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Existing AM2: Khalsa Gate & Bronte Road 2014


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsSign Control Stop Free FreeGrade 0% 0% 0%Volume (veh/h) 0 2 891 13 0 1647Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 0 2 968 14 0 1790PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (m) 351pX, platoon unblocked 0.79vC, conflicting volume 1864 484 983vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1828 484 983tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 100 100cM capacity (veh/h) 55 534 711

Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2Volume Total 2 484 484 14 895 895Volume Left 0 0 0 0 0 0Volume Right 2 0 0 14 0 0cSH 534 1700 1700 1700 1700 1700Volume to Capacity 0.00 0.28 0.28 0.01 0.53 0.53Queue Length 95th (m) 0.1 0.0 0.0 0.0 0.0 0.0Control Delay (s) 11.8 0.0 0.0 0.0 0.0 0.0Lane LOS BApproach Delay (s) 11.8 0.0 0.0Approach LOS B

Intersection SummaryAverage Delay 0.0Intersection Capacity Utilization 48.9% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing AM3: Pine Glen Drive & Old Bronte Road 2014


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsSign Control Stop Stop StopVolume (vph) 7 29 77 8 0 65Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 8 32 84 9 0 71

Direction, Lane # EB 1 NB 1 SB 1 SB 2Volume Total (vph) 39 92 0 71Volume Left (vph) 8 84 0 0Volume Right (vph) 32 0 0 71Hadj (s) -0.41 0.22 0.00 -0.67Departure Headway (s) 3.8 4.4 4.6 4.0Degree Utilization, x 0.04 0.11 0.00 0.08Capacity (veh/h) 893 807 775 882Control Delay (s) 7.0 7.9 6.4 6.1Approach Delay (s) 7.0 7.9 6.1Approach LOS A A A

Intersection SummaryDelay 7.1HCM Level of Service AIntersection Capacity Utilization 21.4% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing AM4: Khalsa Gate & Old Bronte Road 2014



Direction, Lane # EB 1 NB 1 SB 1Volume Total (vph) 14 2 0Volume Left (vph) 10 2 0Volume Right (vph) 4 0 0Hadj (s) -0.01 0.23 0.00Departure Headway (s) 3.9 4.2 3.9Degree Utilization, x 0.02 0.00 0.00Capacity (veh/h) 917 849 900Control Delay (s) 7.0 7.2 6.9Approach Delay (s) 7.0 7.2 0.0Approach LOS A A A


Queues Existing PM1: Highvalley Drive & Bronte Road 2014


Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 9 11 48 13 63 1389 36 54 822 36Lane Group Flow (vph) 10 45 52 43 68 1510 39 59 893 39Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 2 6 6Detector Phases 4 4 8 8 2 2 2 6 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 43.0 43.0 43.0 43.0 77.0 77.0 77.0 77.0 77.0 77.0Total Split (%) 35.8% 35.8% 35.8% 35.8% 64.2% 64.2% 64.2% 64.2% 64.2% 64.2%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lead/LagLead-Lag Optimize?Recall Mode None None None None C-Max C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.08 0.23 0.41 0.22 0.16 0.50 0.03 0.40 0.30 0.03Control Delay 48.6 24.2 59.6 26.1 3.2 3.5 0.9 12.0 2.4 1.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 48.6 24.2 59.6 26.1 3.2 3.5 0.9 12.0 2.4 1.4Queue Length 50th (m) 2.2 2.6 11.7 3.1 2.3 40.2 0.2 2.6 18.2 0.6Queue Length 95th (m) 7.2 13.4 23.7 13.6 6.6 63.5 2.1 12.9 29.5 2.6Internal Link Dist (m) 65.6 107.9 159.7 40.1Turn Bay Length (m) 15.0 35.0 90.0 60.0 75.0 15.0Base Capacity (vph) 435 572 426 575 418 3023 1382 149 3023 1380Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.02 0.08 0.12 0.07 0.16 0.50 0.03 0.40 0.30 0.03

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 60Control Type: Actuated-Coordinated


HCM Signalized Intersection Capacity Analysis Existing PM1: Highvalley Drive & Bronte Road 2014


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.6 3.3 3.6 3.6 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.89 1.00 0.90 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1745 1691 1711 1708 1745 3505 1597 1745 3505 1597Flt Permitted 0.73 1.00 0.73 1.00 0.31 1.00 1.00 0.15 1.00 1.00Satd. Flow (perm) 1339 1691 1310 1708 571 3505 1597 282 3505 1597Volume (vph) 9 11 30 48 13 27 63 1389 36 54 822 36Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 10 12 33 52 14 29 68 1510 39 59 893 39RTOR Reduction (vph) 0 30 0 0 26 0 0 0 5 0 0 3Lane Group Flow (vph) 10 15 0 52 17 0 68 1510 34 59 893 36Heavy Vehicles (%) 0% 0% 0% 2% 0% 0% 0% 3% 0% 0% 3% 0%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 8.5 8.5 8.5 8.5 99.5 99.5 99.5 99.5 99.5 99.5Effective Green, g (s) 10.5 10.5 10.5 10.5 101.5 101.5 101.5 101.5 101.5 101.5Actuated g/C Ratio 0.09 0.09 0.09 0.09 0.85 0.85 0.85 0.85 0.85 0.85Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 117 148 115 149 483 2965 1351 239 2965 1351v/s Ratio Prot 0.01 0.01 c0.43 0.25v/s Ratio Perm 0.01 c0.04 0.12 0.02 0.21 0.02v/c Ratio 0.09 0.10 0.45 0.11 0.14 0.51 0.03 0.25 0.30 0.03Uniform Delay, d1 50.3 50.4 52.0 50.4 1.6 2.5 1.5 1.8 1.9 1.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.3 0.3 2.8 0.3 0.6 0.6 0.0 2.5 0.3 0.0Delay (s) 50.7 50.7 54.8 50.8 2.2 3.1 1.5 4.3 2.2 1.5Level of Service D D D D A A A A A AApproach Delay (s) 50.7 53.0 3.1 2.3Approach LOS D D A A

Intersection SummaryHCM Average Control Delay 5.4 HCM Level of Service AHCM Volume to Capacity ratio 0.50Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 61.1% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Existing PM2: Khalsa Gate & Bronte Road 2014


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsSign Control Stop Free FreeGrade 0% 0% 0%Volume (veh/h) 0 6 1482 22 0 900Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 0 7 1611 24 0 978PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (m) 351pX, platoon unblockedvC, conflicting volume 2100 805 1635vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 2100 805 1635tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 98 100cM capacity (veh/h) 46 329 402

Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2Volume Total 7 805 805 24 489 489Volume Left 0 0 0 0 0 0Volume Right 7 0 0 24 0 0cSH 329 1700 1700 1700 1700 1700Volume to Capacity 0.02 0.47 0.47 0.01 0.29 0.29Queue Length 95th (m) 0.5 0.0 0.0 0.0 0.0 0.0Control Delay (s) 16.1 0.0 0.0 0.0 0.0 0.0Lane LOS CApproach Delay (s) 16.1 0.0 0.0Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Existing PM3: Pine Glen Drive & Old Bronte Road 2014



Direction, Lane # EB 1 NB 1 SB 1 SB 2Volume Total (vph) 110 57 0 59Volume Left (vph) 35 37 0 0Volume Right (vph) 75 0 0 59Hadj (s) -0.31 0.16 0.00 -0.67Departure Headway (s) 3.8 4.4 4.8 4.1Degree Utilization, x 0.12 0.07 0.00 0.07Capacity (veh/h) 907 779 747 843Control Delay (s) 7.4 7.8 6.6 6.2Approach Delay (s) 7.4 7.8 6.2Approach LOS A A A


HCM Unsignalized Intersection Capacity Analysis Existing PM4: Khalsa Gate & Old Bronte Road 2014



Direction, Lane # EB 1 NB 1 SB 1Volume Total (vph) 24 7 0Volume Left (vph) 20 7 0Volume Right (vph) 4 0 0Hadj (s) 0.09 0.23 0.00Departure Headway (s) 4.0 4.2 4.0Degree Utilization, x 0.03 0.01 0.00Capacity (veh/h) 891 842 900Control Delay (s) 7.1 7.2 7.0Approach Delay (s) 7.1 7.2 0.0Approach LOS A A A


APPENDIX C Future (2019) Background Traffic


Queues Future Background AM1: Highvalley Drive & Bronte Road 2019


Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 69 14 88 21 85 1088 11 86 1703 54Lane Group Flow (vph) 75 232 96 109 92 1183 12 93 1851 59Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 2 6 6Detector Phases 4 4 8 8 2 2 2 6 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 39.0 39.0 39.0 39.0 81.0 81.0 81.0 81.0 81.0 81.0Total Split (%) 32.5% 32.5% 32.5% 32.5% 67.5% 67.5% 67.5% 67.5% 67.5% 67.5%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lead/LagLead-Lag Optimize?Recall Mode None None None None C-Max C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.34 0.74 0.62 0.29 1.30 0.46 0.01 0.40 0.71 0.05Control Delay 44.4 55.2 60.9 13.5 227.6 7.4 2.9 13.5 11.5 4.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 44.4 55.2 60.9 13.5 227.6 7.4 2.9 13.5 11.5 4.4Queue Length 50th (m) 15.4 47.2 21.0 4.5 ~27.6 49.8 0.0 7.0 108.8 2.4Queue Length 95th (m) 27.5 68.9 36.6 18.1 #47.8 81.0 1.9 23.4 175.2 7.5Internal Link Dist (m) 65.6 107.9 159.7 97.7Turn Bay Length (m) 15.0 35.0 90.0 60.0 75.0 15.0Base Capacity (vph) 333 463 235 526 71 2574 1188 233 2600 1090Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.23 0.50 0.41 0.21 1.30 0.46 0.01 0.40 0.71 0.05

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 90Control Type: Actuated-Coordinated~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


HCM Signalized Intersection Capacity Analysis Future Background AM1: Highvalley Drive & Bronte Road 2019


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.6 3.3 3.6 3.6 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.86 1.00 0.88 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1646 1533 1646 1592 1745 3471 1597 1646 3505 1465Flt Permitted 0.62 1.00 0.34 1.00 0.08 1.00 1.00 0.21 1.00 1.00Satd. Flow (perm) 1073 1533 585 1592 141 3471 1597 356 3505 1465Volume (vph) 69 14 200 88 21 79 85 1088 11 86 1703 54Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 75 15 217 96 23 86 92 1183 12 93 1851 59RTOR Reduction (vph) 0 18 0 0 70 0 0 0 3 0 0 4Lane Group Flow (vph) 75 214 0 96 39 0 92 1183 9 93 1851 55Heavy Vehicles (%) 6% 0% 7% 6% 6% 5% 0% 4% 0% 6% 3% 9%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 21.0 21.0 21.0 21.0 87.0 87.0 87.0 87.0 87.0 87.0Effective Green, g (s) 23.0 23.0 23.0 23.0 89.0 89.0 89.0 89.0 89.0 89.0Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.74 0.74 0.74 0.74 0.74 0.74Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 206 294 112 305 105 2574 1184 264 2600 1087v/s Ratio Prot 0.14 0.02 0.34 0.53v/s Ratio Perm 0.07 c0.16 c0.65 0.01 0.26 0.04v/c Ratio 0.36 0.73 0.86 0.13 0.88 0.46 0.01 0.35 0.71 0.05Uniform Delay, d1 42.1 45.6 46.9 40.2 11.4 6.1 4.0 5.4 8.5 4.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.1 8.7 43.6 0.2 58.9 0.6 0.0 3.7 1.7 0.1Delay (s) 43.2 54.3 90.6 40.4 70.4 6.7 4.0 9.1 10.2 4.2Level of Service D D F D E A A A B AApproach Delay (s) 51.6 63.9 11.2 9.9Approach LOS D E B A

Intersection SummaryHCM Average Control Delay 16.6 HCM Level of Service BHCM Volume to Capacity ratio 0.87Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 83.1% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Future Background AM2: Khalsa Gate & Bronte Road 2019




Intersection SummaryAverage Delay 0.0Intersection Capacity Utilization 58.4% ICU Level of Service BAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Future Background AM3: Pine Glen Drive & Old Bronte Road 2019


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Stop StopVolume (vph) 8 71 32 0 31 0 85 9 0 0 0 72Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 9 77 35 0 34 0 92 10 0 0 0 78

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 121 34 97 5 0 78Volume Left (vph) 9 0 92 0 0 0Volume Right (vph) 35 0 0 0 0 78Hadj (s) -0.12 0.03 0.51 0.03 0.00 -0.67Departure Headway (s) 4.3 4.5 5.4 5.0 5.0 4.3Degree Utilization, x 0.14 0.04 0.15 0.01 0.00 0.09Capacity (veh/h) 808 747 639 697 716 799Control Delay (s) 8.0 7.7 8.2 6.8 6.8 6.5Approach Delay (s) 8.0 7.7 8.1 6.5Approach LOS A A A A


HCM Unsignalized Intersection Capacity Analysis Future Background AM4: Khalsa Gate & Old Bronte Road 2019





Queues Future Background PM1: Highvalley Drive & Bronte Road 2019


Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 65 14 53 15 178 1669 40 99 1098 105Lane Group Flow (vph) 71 182 58 118 193 1814 43 108 1193 114Turn Type Perm Perm pm+pt Perm Perm PermProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 2 6 6Detector Phases 4 4 8 8 5 2 2 6 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 22.0 22.0 22.0 9.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 28.0 28.0 28.0 28.0 12.0 92.0 92.0 80.0 80.0 80.0Total Split (%) 23.3% 23.3% 23.3% 23.3% 10.0% 76.7% 76.7% 66.7% 66.7% 66.7%Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lead/Lag Lead Lag Lag LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.49 0.51 0.54 0.48 0.55 0.64 0.03 0.92 0.49 0.10Control Delay 58.7 13.6 65.5 37.1 9.1 6.8 1.2 87.6 10.0 4.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 58.7 13.6 65.5 37.1 9.1 6.8 1.2 87.6 10.0 4.8Queue Length 50th (m) 15.8 3.2 13.0 17.3 7.9 72.2 0.0 19.4 61.5 4.7Queue Length 95th (m) 28.8 22.2 25.4 33.2 18.1 126.2 2.7 #37.9 93.0 12.8Internal Link Dist (m) 65.6 107.9 159.7 40.1Turn Bay Length (m) 15.0 35.0 90.0 60.0 75.0 15.0Base Capacity (vph) 222 461 166 362 355 2817 1292 118 2440 1125Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.32 0.39 0.35 0.33 0.54 0.64 0.03 0.92 0.49 0.10

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 90Control Type: Actuated-Coordinated# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


HCM Signalized Intersection Capacity Analysis Future Background PM1: Highvalley Drive & Bronte Road 2019


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.6 3.3 3.6 3.6 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.86 1.00 0.87 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1745 1638 1711 1654 1745 3505 1597 1745 3505 1597Flt Permitted 0.53 1.00 0.32 1.00 0.18 1.00 1.00 0.11 1.00 1.00Satd. Flow (perm) 982 1638 578 1654 337 3505 1597 204 3505 1597Volume (vph) 65 14 154 53 15 94 178 1669 40 99 1098 105Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 71 15 167 58 16 102 193 1814 43 108 1193 114RTOR Reduction (vph) 0 145 0 0 34 0 0 0 8 0 0 13Lane Group Flow (vph) 71 37 0 58 84 0 193 1814 35 108 1193 101Heavy Vehicles (%) 0% 0% 0% 2% 0% 0% 0% 3% 0% 0% 3% 0%Turn Type Perm Perm pm+pt Perm Perm PermProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 13.5 13.5 13.5 13.5 94.5 94.5 94.5 81.6 81.6 81.6Effective Green, g (s) 15.5 15.5 15.5 15.5 96.5 96.5 96.5 83.6 83.6 83.6Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.80 0.80 0.80 0.70 0.70 0.70Clearance Time (s) 6.0 6.0 6.0 6.0 5.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 127 212 75 214 375 2819 1284 142 2442 1113v/s Ratio Prot 0.02 0.05 0.04 c0.52 0.34v/s Ratio Perm 0.07 c0.10 0.37 0.02 c0.53 0.06v/c Ratio 0.56 0.17 0.77 0.39 0.51 0.64 0.03 0.76 0.49 0.09Uniform Delay, d1 49.0 46.5 50.6 47.9 5.4 4.8 2.4 11.7 8.4 5.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 5.3 0.4 38.0 1.2 1.2 1.1 0.0 31.2 0.7 0.2Delay (s) 54.3 46.9 88.6 49.1 6.6 5.9 2.4 43.0 9.1 6.1Level of Service D D F D A A A D A AApproach Delay (s) 49.0 62.1 5.9 11.4Approach LOS D E A B

Intersection SummaryHCM Average Control Delay 13.2 HCM Level of Service BHCM Volume to Capacity ratio 0.76Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 78.5% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Future Background PM2: Khalsa Gate & Bronte Road 2019



Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2Volume Total 8 1022 1022 26 709 709Volume Left 0 0 0 0 0 0Volume Right 8 0 0 26 0 0cSH 237 1700 1700 1700 1700 1700Volume to Capacity 0.03 0.60 0.60 0.02 0.42 0.42Queue Length 95th (m) 0.8 0.0 0.0 0.0 0.0 0.0Control Delay (s) 20.7 0.0 0.0 0.0 0.0 0.0Lane LOS CApproach Delay (s) 20.7 0.0 0.0Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Future Background PM3: Pine Glen Drive & Old Bronte Road 2019



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 166 71 51 11 0 65Volume Left (vph) 38 0 40 0 0 0Volume Right (vph) 83 0 0 0 0 65Hadj (s) -0.22 0.03 0.43 0.03 0.00 -0.67Departure Headway (s) 4.1 4.4 5.5 5.1 5.1 4.4Degree Utilization, x 0.19 0.09 0.08 0.02 0.00 0.08Capacity (veh/h) 853 772 620 665 678 763Control Delay (s) 8.0 7.8 7.8 7.0 6.9 6.6Approach Delay (s) 8.0 7.8 7.6 6.6Approach LOS A A A A


HCM Unsignalized Intersection Capacity Analysis Future Background PM4: Khalsa Gate & Old Bronte Road 2019





APPENDIX D Future (2019) Total Traffic


Queues Future Total AM1: Highvalley Drive & Bronte Road 2019


Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 69 14 193 21 85 1088 11 92 1703 54Lane Group Flow (vph) 75 232 210 139 92 1183 12 100 1851 59Turn Type pm+pt pm+pt pm+pt Perm Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 8 2 2 6 6Detector Phases 7 4 3 8 5 2 2 6 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 8.0 22.0 8.0 22.0 10.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 19.0 22.0 22.0 25.0 22.0 76.0 76.0 54.0 54.0 54.0Total Split (%) 15.8% 18.3% 18.3% 20.8% 18.3% 63.3% 63.3% 45.0% 45.0% 45.0%Yellow Time (s) 3.5 4.0 3.5 4.0 3.5 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 0.5 2.0 0.5 2.0 0.5 2.0 2.0 2.0 2.0 2.0Lead/Lag Lead Lag Lead Lag Lead Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.33 0.69 0.78 0.39 0.46 0.51 0.01 0.42 0.92 0.07Control Delay 36.8 19.3 56.2 14.6 17.8 11.5 4.4 24.6 33.6 12.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 36.8 19.3 56.2 14.6 17.8 11.5 4.4 24.6 33.6 12.4Queue Length 50th (m) 13.8 3.4 42.3 4.8 6.7 65.2 0.0 12.4 193.0 4.8Queue Length 95th (m) 23.6 26.3 59.0 21.7 19.0 102.5 2.4 35.2 #305.3 13.8Internal Link Dist (m) 65.6 107.9 159.7 85.7Turn Bay Length (m) 15.0 35.0 90.0 60.0 75.0 15.0Base Capacity (vph) 303 415 286 385 333 2332 1077 237 2004 842Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.25 0.56 0.73 0.36 0.28 0.51 0.01 0.42 0.92 0.07



HCM Signalized Intersection Capacity Analysis Future Total AM1: Highvalley Drive & Bronte Road 2019


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.6 3.3 3.6 3.6 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.86 1.00 0.87 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1646 1533 1646 1581 1745 3471 1597 1646 3505 1465Flt Permitted 0.67 1.00 0.26 1.00 0.06 1.00 1.00 0.22 1.00 1.00Satd. Flow (perm) 1158 1533 444 1581 102 3471 1597 382 3505 1465Volume (vph) 69 14 200 193 21 107 85 1088 11 92 1703 54Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 75 15 217 210 23 116 92 1183 12 100 1851 59RTOR Reduction (vph) 0 196 0 0 97 0 0 0 4 0 0 4Lane Group Flow (vph) 75 36 0 210 42 0 92 1183 8 100 1851 55Heavy Vehicles (%) 6% 0% 7% 6% 6% 5% 0% 4% 0% 6% 3% 9%Turn Type pm+pt pm+pt pm+pt Perm Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 17.9 9.6 30.1 17.8 77.9 77.9 77.9 65.9 65.9 65.9Effective Green, g (s) 19.9 11.6 32.1 19.8 79.9 79.9 79.9 67.9 67.9 67.9Actuated g/C Ratio 0.17 0.10 0.27 0.17 0.67 0.67 0.67 0.57 0.57 0.57Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 226 148 284 261 177 2311 1063 216 1983 829v/s Ratio Prot 0.02 0.02 c0.10 0.03 0.03 c0.34 c0.53v/s Ratio Perm 0.03 c0.10 0.31 0.01 0.26 0.04v/c Ratio 0.33 0.24 0.74 0.16 0.52 0.51 0.01 0.46 0.93 0.07Uniform Delay, d1 43.7 50.1 37.9 43.0 25.2 10.2 6.7 15.3 24.0 11.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.9 0.9 9.7 0.3 2.6 0.8 0.0 7.0 9.6 0.2Delay (s) 44.6 51.0 47.6 43.3 27.7 11.0 6.7 22.3 33.6 11.9Level of Service D D D D C B A C C BApproach Delay (s) 49.4 45.9 12.1 32.4Approach LOS D D B C

Intersection SummaryHCM Average Control Delay 28.3 HCM Level of Service CHCM Volume to Capacity ratio 0.84Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 88.9% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Future Total AM2: Khalsa Gate & Bronte Road 2019





HCM Unsignalized Intersection Capacity Analysis Future Total AM3: Pine Glen Drive & Old Bronte Road 2019



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 127 34 246 9 1 79Volume Left (vph) 9 0 237 0 0 0Volume Right (vph) 41 0 0 0 0 78Hadj (s) -0.15 0.03 0.52 0.03 0.03 -0.66Departure Headway (s) 4.7 5.0 5.5 5.0 5.2 4.5Degree Utilization, x 0.16 0.05 0.37 0.01 0.00 0.10Capacity (veh/h) 717 665 638 694 656 758Control Delay (s) 8.6 8.2 10.6 6.9 7.0 6.8Approach Delay (s) 8.6 8.2 10.4 6.8Approach LOS A A B A


HCM Unsignalized Intersection Capacity Analysis Future Total AM4: Khalsa Gate & Old Bronte Road 2019





HCM Unsignalized Intersection Capacity Analysis Future Total AM6: Access 2 & Old Bronte Road 2019


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsSign Control Stop Free FreeGrade 0% 0% 0%Volume (veh/h) 89 0 11 19 32 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 97 0 12 21 35 0PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 79 35 35vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 79 35 35tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 89 100 99cM capacity (veh/h) 916 1038 1577

Direction, Lane # EB 1 NB 1 SB 1Volume Total 97 33 35Volume Left 97 12 0Volume Right 0 0 0cSH 916 1577 1700Volume to Capacity 0.11 0.01 0.02Queue Length 95th (m) 2.7 0.2 0.0Control Delay (s) 9.4 2.7 0.0Lane LOS A AApproach Delay (s) 9.4 2.7 0.0Approach LOS A


HCM Unsignalized Intersection Capacity Analysis Future Total AM7: Access 1 & Old Bronte Road 2019


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsSign Control Stop Free FreeGrade 0% 0% 0%Volume (veh/h) 51 0 9 99 32 8Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 55 0 10 108 35 9PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 166 39 43vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 166 39 43tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 93 100 99cM capacity (veh/h) 819 1032 1565

Direction, Lane # EB 1 NB 1 SB 1Volume Total 55 117 43Volume Left 55 10 0Volume Right 0 0 9cSH 819 1565 1700Volume to Capacity 0.07 0.01 0.03Queue Length 95th (m) 1.7 0.1 0.0Control Delay (s) 9.7 0.7 0.0Lane LOS A AApproach Delay (s) 9.7 0.7 0.0Approach LOS A


Queues Future Total PM1: Highvalley Drive & Bronte Road 2019


Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 65 14 102 15 178 1669 40 126 1098 105Lane Group Flow (vph) 71 182 111 132 193 1814 43 137 1193 114Turn Type Perm Perm pm+pt Perm pm+pt PermProtected Phases 4 8 5 2 1 6Permitted Phases 4 8 2 2 6 6Detector Phases 4 4 8 8 5 2 2 1 6 6Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 22.0 22.0 22.0 9.0 22.0 22.0 8.0 22.0 22.0Total Split (s) 34.0 34.0 34.0 34.0 20.0 72.0 72.0 14.0 66.0 66.0Total Split (%) 28.3% 28.3% 28.3% 28.3% 16.7% 60.0% 60.0% 11.7% 55.0% 55.0%Yellow Time (s) 4.0 4.0 4.0 4.0 3.0 4.0 4.0 3.5 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 0.5 2.0 2.0Lead/Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max None C-Max C-Maxv/c Ratio 0.37 0.43 0.69 0.34 0.63 0.80 0.04 0.63 0.54 0.11Control Delay 46.7 10.5 66.5 11.6 18.3 21.2 5.6 32.9 15.0 8.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 46.7 10.5 66.5 11.6 18.3 21.2 5.6 32.9 15.0 8.3Queue Length 50th (m) 14.9 3.0 24.8 3.2 10.6 157.9 1.2 11.5 74.8 6.6Queue Length 95th (m) 26.6 20.3 41.1 18.1 32.5 232.2 6.5 #40.6 127.5 18.9Internal Link Dist (m) 65.6 107.9 159.7 82.3Turn Bay Length (m) 15.0 35.0 90.0 60.0 75.0 15.0Base Capacity (vph) 277 535 230 499 376 2258 1039 232 2219 1024Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.26 0.34 0.48 0.26 0.51 0.80 0.04 0.59 0.54 0.11



HCM Signalized Intersection Capacity Analysis Future Total PM1: Highvalley Drive & Bronte Road 2019


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.3 3.6 3.6 3.3 3.6 3.6 3.3 3.6 3.5 3.3 3.6 3.5Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.86 1.00 0.87 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1745 1638 1711 1650 1745 3505 1597 1745 3505 1597Flt Permitted 0.55 1.00 0.42 1.00 0.17 1.00 1.00 0.05 1.00 1.00Satd. Flow (perm) 1010 1638 764 1650 317 3505 1597 101 3505 1597Volume (vph) 65 14 154 102 15 107 178 1669 40 126 1098 105Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 71 15 167 111 16 116 193 1814 43 137 1193 114RTOR Reduction (vph) 0 138 0 0 96 0 0 0 10 0 0 12Lane Group Flow (vph) 71 44 0 111 36 0 193 1814 33 137 1193 102Heavy Vehicles (%) 0% 0% 0% 2% 0% 0% 0% 3% 0% 0% 3% 0%Turn Type Perm Perm pm+pt Perm pm+pt PermProtected Phases 4 8 5 2 1 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 19.0 19.0 19.0 19.0 85.3 75.3 75.3 83.7 74.0 74.0Effective Green, g (s) 21.0 21.0 21.0 21.0 88.3 77.3 77.3 85.7 76.0 76.0Actuated g/C Ratio 0.18 0.18 0.18 0.18 0.74 0.64 0.64 0.71 0.63 0.63Clearance Time (s) 6.0 6.0 6.0 6.0 5.0 6.0 6.0 4.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 177 287 134 289 364 2258 1029 205 2220 1011v/s Ratio Prot 0.03 0.02 0.05 c0.52 c0.05 0.34v/s Ratio Perm 0.07 c0.15 0.34 0.02 0.43 0.06v/c Ratio 0.40 0.15 0.83 0.13 0.53 0.80 0.03 0.67 0.54 0.10Uniform Delay, d1 43.9 42.0 47.8 41.8 8.0 15.7 7.8 28.1 12.2 8.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.5 0.3 32.5 0.2 1.5 3.1 0.1 8.0 0.9 0.2Delay (s) 45.4 42.2 80.3 42.0 9.5 18.9 7.8 36.1 13.2 8.8Level of Service D D F D A B A D B AApproach Delay (s) 43.1 59.4 17.8 15.0Approach LOS D E B B

Intersection SummaryHCM Average Control Delay 20.9 HCM Level of Service CHCM Volume to Capacity ratio 0.77Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 82.4% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

APPENDIX E Statement Of Limiting Conditions And Assumptions

Statement of Limiting Conditions and Assumptions

1. This Report/Study (the “Work”) has been prepared at the request of, and for the exclusive use of, the Owner, and its

affiliates (the “Intended Users”). No one other than the Intended Users has the right to use and rely on the Work without first obtaining the written authorization of Cole Engineering Group Ltd. (Cole Engineering) and its Owner.

2. Cole Engineering expressly excludes liability to any party except the Intended Users for any use of, and/or reliance upon, the Work.

3. Cole Engineering notes that the following assumptions were made in completing the Work:

a) the land use description(s) supplied to us are correct; b) the surveys and data supplied to Cole Engineering by the Owner are accurate; c) market timing, approval delivery and secondary source information is within the control of Parties other than Cole

Engineering; and d) there are no encroachments, leases, covenants, binding agreements, restrictions, pledges, charges, liens or special

assessments outstanding, or encumbrances which would significantly affect the use or servicing. Investigations have not been carried out to verify these assumptions. Cole Engineering deems the sources of data and statistical information contained herein to be reliable, but we extend no guarantee of accuracy in these respects.

4. Cole Engineering accepts no responsibility for legal interpretations, questions of survey, opinion of title, hidden or inconspicuous conditions of the property, toxic wastes or contaminated materials, soil or sub-soil conditions, environmental, engineering or other factual and technical matters disclosed by the Owner, the Client, or any public agency, which by their nature, may change the outcome of the Work. Such factors, beyond the scope of this Work, could affect the findings, conclusions and opinions rendered in the Work. We have made disclosure of related potential problems that have come to our attention. Responsibility for diligence with respect to all matters of fact reported herein rests with the Intended Users.

5. Cole Engineering practices engineering in the general areas of infrastructure and transportation. It is not qualified to and is not providing legal or planning advice in this Work.

6. The legal description of the property and the area of the site were based upon surveys and data supplied to us by the Owner. The plans, photographs, and sketches contained in this report are included solely to aide in visualizing the location of the property, the configuration and boundaries of the site, and the relative position of the improvements on the said lands.

7. We have made investigations from secondary sources as documented in the Work, but we have not checked for compliance with by-laws, codes, agency and governmental regulations, etc., unless specifically noted in the Work.

8. Because conditions, including capacity, allocation, economic, social, and political factors change rapidly and, on occasion, without notice or warning, the findings of the Work expressed herein, are as of the date of the Work and cannot necessarily be relied upon as of any other date without subsequent advice from Cole Engineering.

9. The value of proposed improvements should be applied only with regard to the purpose and function of the Work, as outlined in the body of this Work. Any cost estimates set out in the Work are based on construction averages and subject to change.

10. Neither possession of the Work, nor a copy of it, carries the right of publication. All copyright in the Work is reserved to Cole Engineering. The Work shall not be disclosed, produced or reproduced, quoted from, or referred to, in whole or in part, or published in any manner, without the express written consent of Cole Engineering and the Owner.

11. The Work is only valid if it bears the professional engineer’s seal and original signature of the author, and if considered in its entirety. Responsibility for unauthorized alteration to the Work is denied.

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