Strathcona REGIONAL DISTRICT
STAFF REPORT
DATE: February 5, 2021 FILE: 0540-04 Board
TO: Chair and Directors Regional District Board
FROM: Dave Leitch Chief Administrative Officer
RE: CITY OF CAMPBELL RIVER DEVELOPMENT PROPOSAL (RIPPLE ROCK ESTATES)
PURPOSE To consider further information concerning the proposed Ripple Rock Estates development that was previously referred to the Regional District by the City of Campbell River.
POLICY ANALYSIS At its June 10, 2020 meeting the Board considered the attached report and passed the following resolution: Adams/Kerr: SRD 437/20 THAT the City of Campbell River be advised that the SRD supports in principal the proposal pending advice received from the Ministry of Transportation and Infrastructure regarding the primary access route, a subsequent traffic impact study is submitted and the development receives preliminary senior government approval for the proposed community sanitary sewer and water systems.
EXECUTIVE SUMMARY Since the Board last considered the proposal for a 34.4 hectare (85.0 acre) 193 lot residential resort community known as Ripple Rock Estates the bylaw has received first and second readings and was the subject of a public hearing conducted on January 25, 2021. Information related to the Board's June 10, 2020 resolution was provided through an email from City staff on January 26, 2021 in which the SRD was advised that the Ministry of Environment and Climate Change Strategy has 'received in a form and manner acceptable to the director' the wastewater treatment and discharge proposal, a subsequent traffic impact study was submitted and MoTI requires the construction of a deceleration/right turn lane for the northbound right turn vehicles. Approvals for the private water system will not come until the subdivision stage.
RECOMMENDATIONS: THAT the report from the Chief Administrative Officer be received.
Dave Leitch Chief Administrative Officer
Prepared by: A. Nelson, Senior Manager, Community Services Staff Report — CCR Development Referral (Ripple Rock Estates) Page 2
Attachments February 3, 2021 and January 26, 2021 Emails from CCR Senior Planner, Meghan Norman Traffic Impact Study by McElhanney dated November 18, 2020 Municipal Wastewater Regulation Registration for 1127921 BC Ltd, RE-109139 dated November 2, 2020 Copy of June 4, 2020 report to the Board Tom Yates
From: John Neill Sent: February 3, 2021 12:00 PM To: Aniko Nelson Subject: FW: 6805 Island Highway - Proposed rezoning for Ripple Rock Estates Attachments: Ripple Rock TIS Assumptions Memo Nov 18 2020.pdf; Ripple Rock Muni Water Reg Approval from BC MoE Nov 2 2020.pdf
Hi Aniko – some updated documents from the City
John
From: Meghan Norman
Hi John,
I wanted to resend these documents, you’ll notice that the TIS Assumptions is dated November 2020, the version I sent you was July 2020, so want to make sure you have the most recent version for the board.
Please let me know if you have any questions, thanks, Meghan
Meghan Norman, MCP, MCIP, RPP Senior Planner Development Services
City of Campbell River Direct: 250‐286‐5748 Email: [email protected]
From: John Neill
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.
Thanks, Meghan.
Best regards,
John
1 From: Meghan Norman
Thanks John – will hold off on scheduling third and final until I get confirmation from you that the board has reviewed the submitted items, thanks, Meghan
Meghan Norman, MCP, MCIP, RPP Senior Planner Development Services
City of Campbell River Direct: 250‐286‐5748 Email: [email protected]
From: John Neill
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.
Hi Meghan,
I’ve been informed by our Corporate Services department than these documents will need to be reviewed by our Board, as per the resolution of June 10, 2020. Please hold off on scheduling third reading until our Board has had this opportunity, likely on February 10.
Thanks and regards,
John
John W. Neill MCIP MRTPI Planner 301-990 Cedar Street, Campbell River, BC V9W 7Z8 t. 250.830.6706 | 1877.830.2990
From: Meghan Norman
Hi John, 2
As requested, the following is attached: ‐ Letter from the Ministry of Environment and Climate Change Strategy re: acceptance of the private wastewater system ‐ An email from MOTI (with the traffic study attached) confirming the deceleration lane that they are requiring for the development ‐ Approvals for the water treatment come at subdivision stage, is my understanding, so I don’t have any approvals on that to forward on
Please let me know next steps as I am holding off on scheduling 3rd reading until I have heard from you, thanks, Meghan
Meghan Norman, MCP, MCIP, RPP Senior Planner Development Services
City of Campbell River Direct: 250‐286‐5748 Email: [email protected]
From: John Neill
CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe.
Hi Meghan,
Can you provide the documents referred to in the resolution?
Thanks and regards,
John
John W. Neill MCIP MRTPI Planner 301-990 Cedar Street, Campbell River, BC V9W 7Z8 t. 250.830.6706 | 1877.830.2990
From: Meghan Norman
3 Cc: Lyndsay MacKenzie
Hi John,
I wanted to reach out regarding the proposed Ripple Rock Estates rezoning application at 6805 Island Highway (adjacent to Race Point Way). Last night the public hearing was held and next steps are to schedule a council meeting for 3rd reading (1st and 2nd reading were approved December 14 2020). Based on the board resolution attached, can you let me know if the SRD requires anything else or if there is new information that needs to go to the board for discussion? Since the letter, we have received the following information: ‐ The Ministry of Environment and Climate Change Strategy states that they have ‘received in a form and manner acceptable to the Director’ the wastewater treatment and discharge proposal (received November 2 2020). ‐ The Ministry of Transportation and Infrastructure requires ‘the developer construct a deceleration/right turn lane for the northbound right turn vehicles’ (received September 11 2020). ‐ Approvals for the private water system will come at subdivision stage.
This is all a new process for me, so please let me know if anything needs to go back to the board for a resolution, if that is the case I will hold off on scheduling 3rd reading for Council, thanks, Meghan
Meghan Norman, MCP, MCIP, RPP Senior Planner Development Services
City of Campbell River Direct: 250‐286‐5748 Email: [email protected]
Please note: To reduce the spread of COVID‐19, when visiting a City facility, please follow all posted safety procedures. These include hand cleaning, wearing a protective face mask over your mouth and nose, and maintaining appropriate physical distance from others. Do not enter a City facility if you have cold or flu symptoms, or if you have been exposed to someone who has these symptoms. Find current information about COVID‐19 symptoms and public health directives at www.bccdc.ca. Find the most recent information on City services at campbellriver.ca. Reach us with general inquiries by email ([email protected]) or telephone 250‐286‐5700.
4 Our File: 2221-49321-00 November 18, 2020
City of Campbell River 301 St. Ann's Road Campbell River, BC, V9W 4C7
Attention: Melissa Heidema, Transportation Specialist Development Services Department
6805 Island Highway Development, Campbell River, BC Traffic Impact Study
1. Introduction
The purpose of this report is to review the traffic operations for the proposed development located north east of the intersection of Highway 19 and Race Point Road in Campbell River, British Columbia. Traffic was analyzed for the weekday AM and PM peak hours for the base condition (2020), opening day/full development build-out (2027), interim 10-year (2037), and future 25-year (2052) scenarios with and without the development.
1.1. Project Description Located approximately 10 km north of Downtown Campbell River along Highway 19, the proposed site is roughly 35 hectares of land bordering between Highway 19 to the south, Discovery Passage to the north and Race Point Road to the southeast.
Based on the information provided, the 6805 Island Highway development will include approximately 197 single-family units, 6.9 hectares of green space, and a resort offering approximately 150 apartment units with yearly rental leases. The proposed development site plan is included in Attachment A.
McElhanney Suite 2300 Central City Tower, 13450 – 102nd Avenue, Surrey BC Canada V3T 5X3 Tel. 604-596-0391 | Fax. 1-855-407-3895 | www.mcelhanney.com Page 1 Our File: 2221-49321-00 | November 18, 2020
1.2. Existing Roadway Network The existing roadway network within the Study Area limits includes the following roadways:
Highway 19 is a major north-south provincial highway on Vancouver Island, extending from Nanaimo to Port Hardy. Within the boundaries of the Study Area, Highway 19 is a two-lane undivided highway with lane widths of approximately 3.6 metres wide in each direction, shoulder widths of about 2 metres, and posted speed limit of 80 km/h.
Race Point Road is a two-lane local road with no lane markings and no posted speed limit. A speed limit of 50 km/h was therefore assumed for the traffic analysis. The widths of the lanes are roughly 3 metres wide while the shoulder widths are approximately 1 metre wide. A stop- controlled intersection is formed with Highway 19, with the stop control provided on the Race Point Road approach.
1.3. Proposed Site Access The proposed development site access will tie-in to the existing Race Point Road approximately 150 m east of the existing Highway 19/Race Point Road intersection. The site access will be constructed as part of the development to the south as a side-street stop-controlled intersection.
As part of this study, the following two intersections were analyzed:
Highway 19 / Race Point Road (side-street stop-controlled) Proposed Site Access / Race Point Road (side-street stop-controlled)
An overview of the project location and study intersections is shown in Figure 1.
6805 Island Highway Development – Traffic Impact Study
Prepared for the City of Campbell River Page 2
19
6805 Island Highway Proposed Development Project Site
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site STUDY INTERSECTION
6805 Island Highway Development Traffic Impact Study Project Site Location
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2. Traffic Volume Development
2.1. Base Year Traffic Volumes Weekday AM and PM peak hour traffic volumes were conducted at the Highway 19 and Race Point Road intersection by McElhanney Ltd. on Tuesday, November 27, 2018. Peak hours were determined using counts recorded on a weekday from 6:00 AM to 9:00 AM and 3:00 PM to 6:00 PM. The peak hour was established as the hour with the highest overall volumes. The AM peak hour occurred between 6:45 AM to 7:45 AM while the PM peak hour occurred between 4:00 PM to 5:00 PM. Detailed traffic count sheets are included in Attachment B.
The base year 2018 traffic volumes were grown to the year 2020, using the traffic growth rate discussed in Section 2.2, and combined with the additional traffic generated by the Race Point development to establish the base year 2020 traffic volumes. The base year 2020 weekday AM and PM peak hour traffic volumes are shown in Figure 2.
2.1.1. Heavy Vehicle Percentage Per the 2018 traffic count data, the heavy vehicle percentage was 37% and 22% for eastbound and westbound traffic on Highway 19, respectively, in the AM peak hour. In the PM peak hour, the heavy vehicle percentage was 17% and 12% for eastbound and westbound traffic on Highway 19, respectively. In both peak hours, only one heavy vehicle was captured in the count data for the southbound left-turn movement out of Race Road Point.
At the MoTI permanent count station P-14-2NS (Route 19, 0.1 km north of Woss Road, Woss), the 10- year annual summary from 2010 to 2019 revealed that approximately 16% of Highway 19 bidirectional traffic was composed of heavy vehicles. While the short count station 14-019NS is closer to the development site, road classification was not documented in its 10-year annual summary (2010-2019). The permanent and short count station data are provided in Attachment D.
6805 Island Highway Development – Traffic Impact Study
Prepared for the City of Campbell River Page 4
19
6805 Island Highway Proposed Development
Project Site Highway19
1
6 (33) 6
Site Access
2
25 (24) 25
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site XX (YY) = AM (PM) PEAK HOUR VOLUMES
6805 Island Highway Development Traffic Impact Study Base Year 2020 Traffic Volumes
2221-49321-00 FIGURE 2 Not to Scale
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2.2. Traffic Growth According to the City of Campbell River’s Sustainable Official Community Plan (2012), the City has experienced a 1.4% population increase on average since 2006. Furthermore, the Community Plan projects that the City will continue to grow at a projected rate of 1% per year.
Traffic volumes obtained from the Ministry of Transportation and Infrastructure’s short count station (14- 019NS) and permanent count station (P-14-2NS) along Highway 19 have indicated that traffic passing through these count stations has grown by an average annual compounding growth rate of 1.5% and 1.2%, as shown in Figure 3 and Figure 4 below.
Figure 3: 14-019NS Historical Traffic Volumes
Figure 4: P-14-2NS Historical Traffic Volumes
For a more conservative approach and per the recommendation of Campbell River, an annual compounding growth rate of 1.5% was applied for this traffic study.
6805 Island Highway Development – Traffic Impact Study
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2.3. Future Background Volumes The horizon years considered for this traffic analysis are 2027, 2037, and 2052 which represent the year of the anticipated full build-out, subsequent 10 years, and 25 years following the full build-out. Using the established 1.5 percent per annum compounding growth rate, the base year traffic volumes were grown to develop the background volumes for the future scenarios, representing general corridor growth due to population and employment increases. Vehicular trips generated by the Race Point development nearby, as illustrated in Table 1, were also accounted for as part of the future background traffic volumes for the Highway 19 and Race Point Road intersection.
Table 1: Trips Generated at Highway 19/Race Point Road Intersection from Race Point Development NBT NBR SBL SBT WBL WBR AM 7 5 1 2 16 2 Volumes PM 4 18 2 7 10 1
The 2027, 2037, and 2052 background AM and PM weekday peak hour traffic volumes are presented in Figure 5, Figure 6, and Figure 7.
6805 Island Highway Development – Traffic Impact Study
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19
6805 Island Highway Proposed Development
Project Site RacePoint Rd 1
6 (35) 6 0 (0)
0 (0) 0
0 (0) Site Access
2
26 (26) 26 (0) 0
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site XX (YY) = AM (PM) PEAK HOUR VOLUMES
6805 Island Highway Development Traffic Impact Study Future Year 2027 Background Traffic Volumes
2221-49321-00 FIGURE 5 Not to Scale
19
6805 Island Highway Proposed Development
Project Site RacePoint Rd 1
6 (37) 6 0 (0)
0 (0) 0
0 (0) Site Access
2
27 (28) 27 (0) 0
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site XX (YY) = AM (PM) PEAK HOUR VOLUMES
6805 Island Highway Development Traffic Impact Study Future Year 2037 Background Traffic Volumes
2221-49321-00 FIGURE 6 Not to Scale
19
6805 Island Highway Proposed Development
Project Site RacePoint Rd 1
6 (42) 6 0 (0)
0 (0) 0
0 (0) Site Access
2
30 (33) 30 (0) 0
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site XX (YY) = AM (PM) PEAK HOUR VOLUMES
6805 Island Highway Development Traffic Impact Study Future Year 2052 Background Traffic Volumes
2221-49321-00 FIGURE 7 Not to Scale
Our File: 2221-49321-00 | November 18, 2020
2.4. Trip Generation Project trip generation refers to the process of estimating the amount of vehicular traffic a development would add to the surrounding roadway system. For the proposed development, the amount of traffic entering and exiting the road system was calculated for the weekday AM and PM peak hours.
Peak hour trip generation estimates for the proposed development were estimated using the Trip Generation, 10th Edition, Institute of Transportation Engineering (ITE) (2017), using the following two land use codes:
Single-Family Detached Housing – Code 210 Multifamily Housing (Low-Rise) – Code 2201 A summary of the estimated trips generated by the proposed development is provided in Table 2.
Table 2: Trip Generation Summary
Land Development # of Trip In / Out Ratio Trips Use Unit Period Type Units Rate Code IN OUT IN OUT TOTAL Single-Family Dwelling AM 0.74 25% 75% 36 110 146 Detached 210 197 Units Housing PM 0.99 63% 37% 123 72 195 Multifamily Dwelling AM 0.46 23% 77% 16 53 69 Housing 220 150 Units (Low-Rise)1 PM 0.56 63% 37% 53 31 84 AM 52 163 215 Total PM 176 103 279
Note: 1. Multifamily housing trip rates were used since there were no trip rates available for resort vacation home rentals
2.5. Trip Reductions The transit system within the City of Campbell River does not extend north to the proposed development location. Given the remote location of the development and lack of accessible public transit system, it was assumed that there will be no trip generation reductions due to walking/biking or transit ridership. It was also assumed that there will be no internal capture or pass-by trips generated by the proposed development.
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2.6. Trip Distribution The trip distribution for traffic generated by the development was estimated based on the characteristics of the project corridor, as well as the proximity of nearby cities, businesses, and residences. Most trips related to this development will be commuting trips. When travelling to and from the development, vehicles are expected to use Highway 19. For both the AM and PM peak hours, the following trip distribution along Highway 19 was assumed:
10% of traffic to/from North (Highway 19) 90% of traffic to/from South (Highway 19)
The trip distribution assumptions are shown in Figure 8. The site-generated trips for the study area are presented in Figure 9.
6805 Island Highway Development – Traffic Impact Study
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19
6805 Island Highway Proposed Development Project Site
RACE POINT RD RD POINT RACE
19 Legend
Race Point x % TRIP DISTRIBUTION
Project Site
6805 Island Highway Development Traffic Impact Study Trip Distribution
2221-49321-00 FIGURE 8 Not to Scale
19
6805 Island Highway Proposed Development
Project Site RacePoint Rd 1 (176) 52
163 (103)
0 (0) 0
0 (0) Site Access
2
0 (0) 0 (0) 0
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site XX (YY) = AM (PM) PEAK HOUR VOLUMES
6805 Island Highway Development Traffic Impact Study Site-Generated Trips
2221-49321-00 FIGURE 9 Not to Scale
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2.7. With Project Traffic Volumes To determine traffic volumes for the opening day (2027), interim 10-year (2037), and future 25-year (2052) scenarios with the development, site-generated trips (Table 2) were added to the background traffic volumes for each scenario. The combined weekday AM and PM traffic volumes for each scenario are presented in Figure 10, Figure 11, and Figure 12.
6805 Island Highway Development – Traffic Impact Study
Prepared for the City of Campbell River Page 15
19
6805 Island Highway Proposed Development
Project Site RacePoint Rd 1 (176) 52
6 (35) 6 163 (103)
0 (0) Site Access
2
26 (26) 26 (0) 0
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site XX (YY) = AM (PM) PEAK HOUR VOLUMES
6805 Island Highway Development Traffic Impact Study Future Year 2027 Combined Traffic Volumes
2221-49321-00 FIGURE 10 Not to Scale
19
6805 Island Highway Proposed Development
Project Site RacePoint Rd 1 (176) 52
6 (37) 6 163 (103)
0 (0) Site Access
2
27 (28) 27 (0) 0
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site XX (YY) = AM (PM) PEAK HOUR VOLUMES
6805 Island Highway Development Traffic Impact Study Future Year 2037 Combined Traffic Volumes
2221-49321-00 FIGURE 11 Not to Scale
19
6805 Island Highway Proposed Development
Project Site RacePoint Rd 1 (176) 52
6 (42) 6 163 (103)
0 (0) Site Access
2
30 (33) 30 (0) 0
RACE POINT RD RD POINT RACE
19
Race Point Legend
Project Site XX (YY) = AM (PM) PEAK HOUR VOLUMES
6805 Island Highway Development Traffic Impact Study Future Year 2052 Combined Traffic Volumes
2221-49321-00 FIGURE 12 Not to Scale
Our File: 2221-49321-00 | November 18, 2020
3. Traffic Operations Analysis
Traffic operations analysis was conducted for four scenarios:
Base Condition (2020) Opening Day/Full Development Build-Out (2027) Interim 10-year (2037) Future 25-year (2052) All scenarios were evaluated for the weekday AM and PM peak hours. Future scenarios were analyzed with and without the addition of trips generated by the proposed development. Note that since the site access/Race Point Road study intersection will be constructed as part of the proposed development, only the results for the Highway 19/Race Point Road intersection are reported for all background traffic analysis.
3.1. Synchro Analysis Software Synchro software, version 10.0, was used to report the level of service (LOS) and average delay at each of the study intersections. Synchro is a traffic software used to determine traffic conditions based on volumes, laning, and type of traffic control. Synchro calculates average delays and queue lengths for each movement at an intersection. Average delays are then translated into LOS. Since Synchro results are calculated, they are typically conservative compared to observed traffic flow which is affected by driver behaviour. Detailed Synchro analysis reports can be found in Attachment C.
3.2. Intersection Level of Service Criteria Operations of roadway facilities are described in terms of Level of Service (LOS). LOS is a qualitative description of traffic flow based on factors such as speed, travel time, delay, and freedom to manoeuvre. Six service levels are defined, ranging from LOS A, the best operating conditions, to LOS F, the worst operating conditions. LOS E corresponds to “at or near capacity” operations. When volumes exceed capacity, it results in stop-and-go conditions, which is designated as LOS F. The delay thresholds and corresponding LOS are presented in Table 3. The typical criterion for acceptable operation is LOS D. Therefore, any movement or intersection operating at LOS E or worse may require improvements.
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Table 3: Intersection Level of Service Definitions Delay Criteria (sec/veh) Level of Description Service Signalized Unsignalized Intersections1 Intersections2 Represents free flow. Individual users are virtually unaffected by A < 10 < 10 others in the traffic stream. Usually no conflicting traffic Stable flow, but the presence of other users in the traffic stream B > 10 to 20 > 10 to 15 begins to be noticeable. Occasionally some delay due to conflicting traffic Stable flow, but the operation of individual users becomes C > 20 to 35 > 15 to 25 significantly affected by interactions with others in the traffic stream. Delay is noticeable, but not inconveniencing. Represents high-density, but stable flow. Delay is noticeable and D > 35 to 55 > 25 to 35 irritating; increased likelihood of risk taking. Represents operating conditions at or near the capacity level. E > 55 to 80 > 35 to 50 Delay approaching tolerance levels; risk taking behavior is likely. Represents forced or breakdown flow. Delay exceeds F > 80 > 50 tolerance level; high likelihood of risk taking. Notes: Values shown are in seconds per vehicle. BOLD indicates unacceptable LOS. 1. HCM6, Chapter 19, Signalized Intersections 2. HCM6, Chapter 20 (two-way), Unsignalized Intersections Unsignalized intersection LOS calculations are based on the methodology described in Chapter 20 of the HCM6. The LOS rating is based on the average delay expressed in seconds per vehicle. For controlled approaches composed of a single lane, the control delay is computed as the average of all movements in that lane.
Note that although Synchro reports overall intersection LOS at side-street stop-controlled unsignalized intersections, the overall LOS is not a good indicator of the side street performance as it is calculated from the average delay for all vehicles. As a result, the overall LOS is typically heavily skewed toward the LOS for the free flow major movement, particularly where the proportion of free flow volume on the major street is very high.
3.3. Base Condition (2020) Results The base condition (2020) was analyzed for the Highway 19/Race Point Road intersection. A summary of the results for the individual movements (v/c ratio, average delay per vehicle, movement LOS, and 95th percentile queue length) are presented in Table 4. Note that all free flow movements are identified with a dash (-) and all non-existent movements are identified as not applicable (n/a).
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Table 4: Base Condition (2020) Intersection Level of Service Results Highway 19 Race Point Road Peak Hour Intersection Attribute Overall NBT NBR SBL SBT SBR WBL WBT WBR EBL EBT v/c Ratio - - 0.00 - n/a0.05 n/a n/a Highway 19 & Delay (s) - - 8 - n/a11 n/a n/a 1 AM Race Point LOS - - A - n/aB n/a n/a A Road 95% Queue (m) - - 0 - n/a2 n/a n/a v/c Ratio - - 0.00 - n/a0.04 n/a n/a Highway 19 & Delay (s) - - 8 - n/a11 n/a n/a 1 PM Race Point LOS - - A - n/aB n/a n/a A Road 95% Queue (m) - - 0 - n/a1 n/a n/a
As shown in Table 4, the Highway 19 and Race Point Road intersection operates with all movements at LOS B or better.
3.4. Opening Day (2027) Results For the opening day (2027) scenario, traffic was analyzed with both the background and combined traffic volumes. A summary of the 2027 AM and PM peak hour intersection LOS results are presented in Table 5.
Table 5: Opening Day (2027) Intersection Level of Service Results Highway 19 / Site Access Race Point Road Peak Hour Intersection Attribute Overall NBT NBR SBL SBT SBR WBL WBT WBR EBL EBT Background Traffic Results v/c Ratio - - 0.00 - n/a0.06 n/a n/a Highway 19 & Delay (s) - - 8 - n/a11 n/a n/a 1 AM Race Point LOS - - A - n/aB n/a n/a A Road 95% Queue (m) - - 0 - n/a2 n/a n/a v/c Ratio - - 0.00 - n/a0.05 n/a n/a Highway 19 & Delay (s) - - 8 - n/a11 n/a n/a 1 PM Race Point LOS - - A - n/aB n/a n/a A Road 95% Queue (m) - - 0 - n/a2 n/a n/a Combined Traffic Results v/c Ratio - - 0.01 - n/a0.43 n/a n/a Highway 19 & Delay (s) - - 8 - n/a16 n/a n/a 6 Race Point LOS - - A - n/aC n/a n/a A Road 95% Queue (m) - - 0 - n/a17 n/a n/a AM v/c Ratio n/a n/a0.17 n/a - - 0.04 - Site Access & Delay (s) n/a n/a9 n/a - - 7 - 8 Race Point LOS n/a n/aA n/a - - A - A Road 95% Queue (m) n/a n/a5 n/a - - 1 - v/c Ratio - - 0.02 - n/a0.30 n/a n/a Highway 19 & Delay (s) - - 8 - n/a15 n/a n/a 3 Race Point LOS - - A - n/aC n/a n/a A Road 95% Queue (m) - - 1 - n/a10 n/a n/a PM v/c Ratio n/a n/a0.11 n/a - - 0.12 - Site Access & Delay (s) n/a n/a9 n/a - - 8 - 7 Race Point LOS n/a n/aA n/a - - A - A Road 95% Queue (m) n/a n/a3 n/a - - 3 -
6805 Island Highway Development – Traffic Impact Study
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In 2027, all movements are expected to operate at LOS B or better under the background scenario. With the addition of trips generated by the proposed development, the operations at the westbound approach of the Highway 19 and Race Point Road intersection are expected to worsen to LOS C. As shown in the table, the new proposed site access intersection is expected to operate at LOS A for all movements.
3.5. Interim 10-Year (2037) Results For the interim 10-year (2037) scenario, traffic was analyzed with both the background and combined traffic volumes. A summary of the interim 10-year (2037) background and combined intersection results are presented in Table 6.
Table 6: Interim 10-Year (2037) Intersection Level of Service Results Highway 19 / Site Access Race Point Road Peak Hour Intersection Attribute Overall NBT NBR SBL SBT SBR WBL WBT WBR EBL EBT Background Traffic Results v/c Ratio - - 0.00 - n/a0.06 n/a n/a Highway 19 & Delay (s) - - 8 - n/a12 n/a n/a 1 AM Race Point LOS - - A - n/aB n/a n/a A Road 95% Queue (m) - - 0 - n/a2 n/a n/a v/c Ratio - - 0.00 - n/a0.06 n/a n/a Highway 19 & Delay (s) - - 8 - n/a12 n/a n/a 1 PM Race Point LOS - - A - n/aB n/a n/a A Road 95% Queue (m) - - 0 - n/a2 n/a n/a Combined Traffic Results v/c Ratio - - 0.01 - n/a0.47 n/a n/a Highway 19 & Delay (s) - - 8 - n/a17 n/a n/a 6 Race Point LOS - - A - n/aC n/a n/a A Road 95% Queue (m) - - 0 - n/a19 n/a n/a AM v/c Ratio n/a n/a0.17 n/a - - 0.04 - Site Access & Delay (s) n/a n/a9 n/a - - 7 - 8 Race Point LOS n/a n/aA n/a - - A - A Road 95% Queue (m) n/a n/a5 n/a - - 1 - v/c Ratio - - 0.02 - n/a0.33 n/a n/a Highway 19 & Delay (s) - - 8 - n/a17 n/a n/a 3 Race Point LOS - - A - n/aC n/a n/a A Road 95% Queue (m) - - 1 - n/a11 n/a n/a PM v/c Ratio n/a n/a0.11 n/a - - 0.12 - Site Access & Delay (s) n/a n/a9 n/a - - 8 - 7 Race Point LOS n/a n/aA n/a - - A - A Road 95% Queue (m) n/a n/a3 n/a - - 3 -
For the interim 10-year scenario, the results are similar to those of the opening day (2027) scenario. As illustrated in Table 6, the Synchro results indicate that all movements still operate at LOS B or better for the background traffic scenario. In 2037, the development-generated trips will continue to have minimal impact to overall traffic operations, as indicated by the results for both intersections.
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3.6. Future 25-Year (2052) Results For the future 25-year (2052) scenario, traffic was also analyzed with both the background and combined traffic volumes. A summary of the future 25-year (2052) background and combined scenario intersection results are presented in Table 7Table 7.
Table 7: Future 25-Year (2052) Intersection Level of Service Results Highway 19 / Site Access Race Point Road Peak Hour Intersection Attribute Overall NBT NBR SBL SBT SBR WBL WBT WBR EBL EBT Background Traffic Results v/c Ratio - - 0.00 - n/a0.08 n/a n/a Highway 19 & Delay (s) - - 8 - n/a13 n/a n/a 1 AM Race Point LOS - - A - n/aB n/a n/a A Road 95% Queue (m) - - 0 - n/a2 n/a n/a v/c Ratio - - 0.00 - n/a0.08 n/a n/a Highway 19 & Delay (s) - - 8 - n/a13 n/a n/a 1 PM Race Point LOS - - A - n/aB n/a n/a A Road 95% Queue (m) - - 0 - n/a2 n/a n/a Combined Traffic Results v/c Ratio - - 0.01 - n/a0.54 n/a n/a Highway 19 & Delay (s) - - 9 - n/a21 n/a n/a 6 Race Point LOS - - A - n/aC n/a n/a A Road 95% Queue (m) - - 0 - n/a25 n/a n/a AM v/c Ratio n/a n/a0.17 n/a - - 0.04 - Site Access & Delay (s) n/a n/a9 n/a - - 7 - 8 Race Point LOS n/a n/aA n/a - - A - A Road 95% Queue (m) n/a n/a5 n/a - - 1 - v/c Ratio - - 0.02 - n/a0.40 n/a n/a Highway 19 & Delay (s) - - 8 - n/a20 n/a n/a 4 Race Point LOS - - A - n/aC n/a n/a A Road 95% Queue (m) - - 1 - n/a15 n/a n/a PM v/c Ratio n/a n/a0.11 n/a - - 0.12 - Site Access & Delay (s) n/a n/a9 n/a - - 8 - 6 Race Point LOS n/a n/aA n/a - - A - A Road 95% Queue (m) n/a n/a3 n/a - - 3 -
For the future 25-year (2052) scenario, the results indicate that the traffic generated by the proposed development is expected to have minimal impact to overall traffic operations with all movements of both intersections operating at LOS C or better.
3.7. Sensitivity Analysis A sensitivity analysis was also conducted to determine how many additional apartment rental units can be accommodated before traffic operations exceed LOS D and LOS E. Increasing the apartment rental units at the proposed development to 235 units and maintaining the single family units at 197 will generate 254 trips during the AM peak hour and 327 trips during the PM peak hour. As shown in Table 8, in 2052, the westbound approach of the Highway 19 and Race Point Road intersection will operate at LOS D and C during AM and PM peak periods.
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Table 8: Intersection Level of Service Results for 235 Apartment Rental Units Highway 19 / Site Access Race Point Road Peak Hour Intersection Attribute Overall NBT NBR SBL SBT SBR WBL WBT WBR EBL EBT v/c Ratio - - 0.01 - n/a0.64 n/a n/a Highway 19 & Delay (s) - - 9 - n/a25 n/a n/a 8 Race Point LOS - - A - n/aD n/a n/a A Road 95% Queue (m) - - 0 - n/a34 n/a n/a AM v/c Ratio n/a n/a0.21 n/a - - 0.04 - Site Access & Delay (s) n/a n/a9 n/a - - 7 - 8 Race Point LOS n/a n/aA n/a - - A - A Road 95% Queue (m) n/a n/a6 n/a - - 1 - v/c Ratio - - 0.03 - n/a0.47 n/a n/a Highway 19 & Delay (s) - - 8 - n/a22 n/a n/a 4 Race Point LOS - - A - n/aC n/a n/a A Road 95% Queue (m) - - 1 - n/a19 n/a n/a PM v/c Ratio n/a n/a0.13 n/a - - 0.15 - Site Access & Delay (s) n/a n/a9 n/a - - 8 - 7 Race Point LOS n/a n/aA n/a - - A - A Road 95% Queue (m) n/a n/a3 n/a - - 4 -
Increasing the apartment rental units to 355 and maintaining the single family units at 197 will generate 309 trips during the AM peak hour and 394 trips during the PM peak hour. As illustrated in Table 9, the traffic operations for the westbound approach of the Highway 19 and Race Point Road intersection will continue to operate at LOS D. However, the delay for the westbound movement will increase by 9 seconds approaching LOS E threshold. Based on the sensitivity results, the proposed development can accommodate approximately 355 apartment rental units plus 197 single family units before requiring any road network improvements such as widening Highway 19 to four lanes or separate westbound left turn lanes.
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Table 9: Intersection Level of Service Results for 355 Apartment Rental Units Highway 19 / Site Access Race Point Road Peak Hour Intersection Attribute Overall NBT NBR SBL SBT SBR WBL WBT WBR EBL EBT v/c Ratio - - 0.01 - n/a0.77 n/a n/a Highway 19 & Delay (s) - - 9 - n/a34 n/a n/a 12 Race Point Road LOS - - A - n/aD n/a n/a B 95% Queue (m) - - 0 - n/a52 n/a n/a AM v/c Ratio n/a n/a0.25 n/a - - 0.05 - Site Access & Delay (s) n/a n/a10 n/a - - 7 - 8 Race Point Road LOS n/a n/aA n/a - - A - A 95% Queue (m) n/a n/a8 n/a - - 2 - v/c Ratio - - 0.03 - n/a0.57 n/a n/a Highway 19 & Delay (s) - - 8 - n/a27 n/a n/a 5 Race Point Road LOS - - A - n/aD n/a n/a A 95% Queue (m) - - 1 - n/a26 n/a n/a PM v/c Ratio n/a n/a0.16 n/a - - 0.18 - Site Access & Delay (s) n/a n/a9 n/a - - 8 - 7 Race Point Road LOS n/a n/aA n/a - - A - A 95% Queue (m) n/a n/a5 n/a - - 5 -
3.8. Right-Turn Deceleration Lane Warrant Right-turn lane warrants are based on factors such as right-turning and approach volumes. However, MoTI notes that many jurisdictions have made the use of separate right-turn lanes a matter of policy with little numerical supports. Nonetheless, MoTI suggests using the Washington State Department of Transportation (DOT) warrant for public road intersections. Based on this warrant, a Highway 19 northbound right-turn lane is not warranted at the Highway 19/Race Point Road intersection when tested for the opening year 2027 background conditions.
However, as shown in Figure 13, a Highway 19 northbound right-turn deceleration taper is warranted at the Highway 19/Race Point Road intersection when tested for the opening year 2027 combined conditions at 15% development build-out (approximately 53 units built).
Moreover, a Highway 19 northbound right-turn deceleration lane is warranted at this intersection when tested for the opening year 2027 combined conditions with roughly 40% development build-out (approximately 132 units built). It is recommended a right turn lane be designed as per Figure 710.E T Intersection of the BC MoTI Supplement to TAC Geometric Design Guide (2019).
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Figure 13: Right-Turn Lane Warrant (2027 Opening Year)
Notes: 1. TEAL indicates 2027 background conditions. 2. BLUE indicates 2027 combined conditions with approximately 15% development build-out. 3. GREEN indicates 2027 combined conditions with approximately 40% development build-out.
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4. Sight Distance Evaluation
To accommodate drivers of all levels of ability and experience, it is crucial that there is adequate sight distance provided prior to any potential obstacles on the roadway. The stopping sight distance (SSD) and intersection sight distance (ISD) were assessed for the Highway 19/Race Point Road intersection, per the Geometric Design Guide for Canadian Roads (Transportation Association of Canada, 2017).
4.1. Stopping Sight Distance Stopping sight distance is the distance it takes to bring a vehicle to a complete stop and includes the distance traveled by the vehicle during perception-reaction time, as well as the braking distance. This distance is calculated based on design speed, deceleration rate, and driver reaction time. On level roadways with a design speed of 80 km/h, the SSD is calculated to be 130 m.
The Highway 19/Race Point Road intersection meets the stopping sight distance requirements per Transportation Association of Canada (TAC) guidelines for level roadways for the 80 km/h design speed. The SSD for an 80 km/h design speed is illustrated in Figure 14 along with screenshots of Google Street View perspectives of each sight distance.
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19
Looking East 6805 Island Highway Proposed Development Project Site
RACE POINT RD RD POINT RACE
Looking West Race Point Legend
19 Project Site STUDY INTERSECTION
6805 Island Highway Development Traffic Impact Study Stopping Sight Distance (80 km/h)
2221-49321-00 FIGURE 14 Not to Scale
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4.2. Intersection Sight Distance The methodology for calculating intersection sight distance (ISD) stated in the TAC Geometric Design Guide for Canadian Roads (2017) is according to the American Association of State Highway and Transportation Officials’ (AASHTO) Policy on Geometric Design of Highways and Streets, 6th Ed. (2011). In intersection design, departure sight triangles are used to determine adequate sight distance for a stopped driver on a minor-road approach controlled by stop or yield signs.
Intersection sight distance for intersections with stop control on the minor road is calculated based on the design speed of the major road and the time gap for the minor road vehicle to enter the major road, as shown in the following equation adopted from AASHTO’s Policy on Geometric Design of Highways and Streets, 6th Ed. (TAC Geometric Design Guide for Canadian Roads, Eqn. 9.9.1):
𝐼𝑆𝐷 0.278𝑉 𝑡
Where:
ISD = Intersection sight distance (length of the leg of sight triangle along the major road) (m)
Vmajor = Design speed of the major road (km/h)
tg = Time gap for minor road vehicle to enter the major road (s)
A passenger car turning left onto a two-lane roadway should be provided sight distance equivalent to a time gap of 7.5 seconds in major-road traffic, as stated in the AASHTO methodology. Therefore, with a design speed of 80 km/h, the ISD is calculated to be 170 m for vehicles turning left from a stop. The table and graph below from the TAC Geometric Design Guide for Canadian Roads (2017) further confirm this calculation.
Table 10: Design Intersection Sight Distance - Case B1 (TAC, 2017)
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Figure 15: Intersection Sight Distance - Case B1 (TAC, 2017)
The Highway 19/Race Point Road intersection meets the intersection sight distance requirements per Transportation Association of Canada (TAC) guidelines for level roadways for the 80 km/h design speed, as shown in Figure 16 below.
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19
6805 Island Highway Proposed Development Project Site
RACE POINT RD RD POINT RACE
Legend
Race Point STUDY INTERSECTION
19 Project Site SIGHT TRIANGLE
6805 Island Highway Development Traffic Impact Study Intersection Sight Distance - Left-Turn from Stop (80 km/h)
2221-49321-00 FIGURE 16 Not to Scale
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5. Conclusions and Recommendations
The study evaluated the weekday AM and PM peak hours for the base condition (2020) and future year scenarios for 2027, 2037, and 2052 without and with the traffic generated by the proposed development.
For the base condition (2020), the Highway 19 and Race Point Road intersection operates at LOS B or better for all movements. Given the low volumes turning off Race Point Road onto Highway 19, all future background scenarios will operate at an acceptable LOS with minimal delays and traffic queues.
With the addition of new trips generated by the proposed development, all movements of the Highway 19 and Race Point Road intersection are expected to operate at LOS C or better for all future scenarios. The new proposed site access intersection is expected to operate at LOS A for all movements. Accordingly, site-generated traffic will have insignificant impact to the traffic operations.
Based on the sensitivity analysis, it is expected that the proposed development will be able to accommodate approximately 355 apartment rental units and 197 single family units before requiring any road network improvements.
Per the Washington State DOT right-turn lane warrant methodology, a Highway 19 northbound right-turn deceleration taper is warranted at the Highway 19/Race Point Road intersection when tested for the opening year 2027 combined conditions at 15% development build-out (approximately 53 units built). Moreover, a Highway 19 northbound right-turn deceleration lane is warranted at this intersection when tested for the opening year 2027 combined conditions at roughly 40% development build-out (approximately 132 units built).
The Highway 19/Race Point Road intersection meets the stopping and intersection sight distance requirements per Transportation Association of Canada (TAC) guidelines for level roadways for the 80 km/h design speed.
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6. Closing
The information within this report is true and accurate to the best of our knowledge. If you have any questions or concerns regarding this analysis, please contact the undersigned.
Sincerely,
McElhanney Ltd.
Prepared by: Reviewed by:
Winnie Zhuang, EIT Parm Nahal, P.Eng. Traffic Engineer Senior Traffic Engineer Traffic & Road Safety Division Traffic & Road Safety Division [email protected] [email protected] 604-596-0391 604-424-4881
cc. Mark DeGagne, McElhanney Niclas Haglund
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ATTACHMENT A
PROPOSED DEVELOPMENT SITE PLAN
McElhanney Suite 2300 Central City Tower, 13450 – 102nd Avenue, Surrey BC Canada V3T 5X3 Tel. 604-596-0391 | Fax. 1-855-407-3895 | www.mcelhanney.com Page 34
Location Map:
N
D.L. 1181 MENZIES BAY
Approximate Eagle 30m Development Tree Location Permit Area Setback
RM-3 Approximate Eagle Resort Site Tree Location 2.02ha± 30m Development (5.00ac±) Permit Area Setback 12.0m SPEA Protected by PA-2 Easement R-1 0.29ha± (0.72ac±) R-1 R-1 S
10.0m SPEA Statistics: R-1 24.6 12.0m SPEA Site Area 34.49 ha± (85.23 ac±) 12.0m SPEA R-1 R-1 10.0m SPEA PA-2 R-1 PA-2 6.90 ha± (17.05 ac±)(20%) R-1 RM-3 Resort Site 2.02 ha± (5.00 ac±) R-1 0.30ha± (0.74ac±) R-1 Residential 193 lots± VIP74918 PA-2 0.88ha± (2.17ac±) R-1 PLAN R-1 R-1
10.0m SPEA R-1 WATER REM. 1 TREATMENT 12.0m SPEA R-1 Legend: PLAN VIP71671 12.0m SPEA W PA-2 Site Plan Boundary EASEMENT 0.65ha± PA-2 10.0m SPEA R-1 Existing Ground 1 m Contour (1.61ac±) R-1 0.58ha± (1.43ac±) PLAN VIP75186 Existing Ditch R-1 A Existing tree line Proposed Sanitary Sewer Proposed Watermain PA-2 PA-2 10.0m SPEA 2 Protected by Proposed Curb 4.0m EMERGENCY Easement 1.58ha± PA-2 R-1 ACCESS (3.90ac±) 10.0m SPEA 10.0m R-1 Existing Streams
10.0m SPEA SPEA Streamside Protection and 0.79ha± PA-2 Enhancement Area (SPEA) PA-2 1.29ha± R-1 (1.95ac±) 10.0m SPEA (3.19ac±) R-1
10.0m SPEA
ISLAND HIGHWAY Status: 0.54ha± 2 PA-2 (1.33ac±) no: date: description: 1 30-Jan-2018April 3, 2020 SubmittedSubmitted to to City City for for Rezoning Approval Application 2 3 PARKING REMAINDER DISTRICT LOT 29 AREA 4 5 6 7 8 1 9 PLAN VIP80466 Scale:
Municipal Address: 6805 Island Highway, Campbell River BC Legal Description: Lot 1 District Lot 29 Sayward Land District Plan VIP 71671 Except Plan VIP 74790 and VIP 75186 Managed Forest 0022. PID 024-937-771.
Ripple Rock Estates PRELIMINARY 1127921 BC Ltd. Submitted for Rezoning Approval Figure 1.0 April 3, 2020 Concept Plan April 2020 Our File: 2221-49321-00 | October 5, 2020
ATTACHMENT B
DETAILED TRAFFIC COUNT SHEETS
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ATTACHMENT C
DETAILED SYNCHRO ANALYSIS REPORTS
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HCM 6th TWSC 1: Highway 19 & Race Point Rd Background_2020 AM
Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 23 2 207 5 1 41 Future Vol, veh/h 23 2 207 5 1 41 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 31 3 280 7 1 55
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 341 284 0 0 287 0 Stage 1 284 - - - - - Stage 2 57 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 655 755 - - 1275 - Stage 1 764 - - - - - Stage 2 966 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 654 755 - - 1275 - Mov Cap-2 Maneuver 654 - - - - - Stage 1 763 - - - - - Stage 2 966 - - - - -
Approach WB NB SB HCM Control Delay, s 10.7 0 0.2 HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 661 1275 - HCM Lane V/C Ratio - - 0.051 0.001 - HCM Control Delay (s) - - 10.7 7.8 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.2 0 -
6805 Island Highway Development TIA Background_2020_AM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Background_2020 AM
Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 6 25 0 0 0 Future Vol, veh/h 0 6 25 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 7 28 0 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 28 0 - 0 35 28 Stage 1 - - - - 28 - Stage 2 - - - - 7 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1585 - - - 978 1047 Stage 1 - - - - 995 - Stage 2 - - - - 1016 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1585 - - - 978 1047 Mov Cap-2 Maneuver - - - - 978 - Stage 1 - - - - 995 - Stage 2 - - - - 1016 -
Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1585 - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - - 0 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - -
6805 Island Highway Development TIA Background_2020_AM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Background_2020 PM
Intersection Int Delay, s/veh 0.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 22 2 77 30 3 220 Future Vol, veh/h 22 2 77 30 3 220 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 26 2 91 35 4 259
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 376 109 0 0 126 0 Stage 1 109 - - - - - Stage 2 267 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 625 945 - - 1460 - Stage 1 916 - - - - - Stage 2 778 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 623 945 - - 1460 - Mov Cap-2 Maneuver 623 - - - - - Stage 1 913 - - - - - Stage 2 778 - - - - -
Approach WB NB SB HCM Control Delay, s 10.9 0 0.1 HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 641 1460 - HCM Lane V/C Ratio - - 0.044 0.002 - HCM Control Delay (s) - - 10.9 7.5 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.1 0 -
6805 Island Highway Development TIA Background_2020_PM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Background_2020 PM
Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 33 24 0 0 0 Future Vol, veh/h 0 33 24 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 37 27 0 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 27 0 - 0 64 27 Stage 1 - - - - 27 - Stage 2 - - - - 37 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1587 - - - 942 1048 Stage 1 - - - - 996 - Stage 2 - - - - 985 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1587 - - - 942 1048 Mov Cap-2 Maneuver - - - - 942 - Stage 1 - - - - 996 - Stage 2 - - - - 985 -
Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1587 - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - - 0 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - -
6805 Island Highway Development TIA Background_2020_PM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Background_2027 AM
Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 24 2 229 5 1 45 Future Vol, veh/h 24 2 229 5 1 45 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 32 3 309 7 1 61
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 376 313 0 0 316 0 Stage 1 313 - - - - - Stage 2 63 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 625 727 - - 1244 - Stage 1 741 - - - - - Stage 2 960 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 624 727 - - 1244 - Mov Cap-2 Maneuver 624 - - - - - Stage 1 740 - - - - - Stage 2 960 - - - - -
Approach WB NB SB HCM Control Delay, s 11 0 0.2 HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 631 1244 - HCM Lane V/C Ratio - - 0.056 0.001 - HCM Control Delay (s) - - 11 7.9 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.2 0 -
6805 Island Highway Development TIA Background_2027_AM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Background_2027 AM
Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 6 26 0 0 0 Future Vol, veh/h 0 6 26 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 7 29 0 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 29 0 - 0 36 29 Stage 1 - - - - 29 - Stage 2 - - - - 7 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1584 - - - 977 1046 Stage 1 - - - - 994 - Stage 2 - - - - 1016 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1584 - - - 977 1046 Mov Cap-2 Maneuver - - - - 977 - Stage 1 - - - - 994 - Stage 2 - - - - 1016 -
Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1584 - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - - 0 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - -
6805 Island Highway Development TIA Background_2027_AM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Background_2027 PM
Intersection Int Delay, s/veh 0.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 24 2 85 32 3 244 Future Vol, veh/h 24 2 85 32 3 244 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 28 2 100 38 4 287
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 414 119 0 0 138 0 Stage 1 119 - - - - - Stage 2 295 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 595 933 - - 1446 - Stage 1 906 - - - - - Stage 2 755 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 593 933 - - 1446 - Mov Cap-2 Maneuver 593 - - - - - Stage 1 903 - - - - - Stage 2 755 - - - - -
Approach WB NB SB HCM Control Delay, s 11.2 0 0.1 HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 610 1446 - HCM Lane V/C Ratio - - 0.05 0.002 - HCM Control Delay (s) - - 11.2 7.5 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.2 0 -
6805 Island Highway Development TIA Background_2027_PM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Background_2027 PM
Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 35 26 0 0 0 Future Vol, veh/h 0 35 26 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 39 29 0 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 29 0 - 0 68 29 Stage 1 - - - - 29 - Stage 2 - - - - 39 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1584 - - - 937 1046 Stage 1 - - - - 994 - Stage 2 - - - - 983 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1584 - - - 937 1046 Mov Cap-2 Maneuver - - - - 937 - Stage 1 - - - - 994 - Stage 2 - - - - 983 -
Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1584 - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - - 0 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - -
6805 Island Highway Development TIA Background_2027_PM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Background_2037 AM
Intersection Int Delay, s/veh 0.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 25 2 264 5 1 52 Future Vol, veh/h 25 2 264 5 1 52 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 34 3 357 7 1 70
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 433 361 0 0 364 0 Stage 1 361 - - - - - Stage 2 72 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 580 684 - - 1195 - Stage 1 705 - - - - - Stage 2 951 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 579 684 - - 1195 - Mov Cap-2 Maneuver 579 - - - - - Stage 1 704 - - - - - Stage 2 951 - - - - -
Approach WB NB SB HCM Control Delay, s 11.6 0 0.2 HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 586 1195 - HCM Lane V/C Ratio - - 0.062 0.001 - HCM Control Delay (s) - - 11.6 8 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.2 0 -
6805 Island Highway Development TIA Background_2037_AM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Background_2037 AM
Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 6 27 0 0 0 Future Vol, veh/h 0 6 27 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 7 30 0 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 30 0 - 0 37 30 Stage 1 - - - - 30 - Stage 2 - - - - 7 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1583 - - - 975 1044 Stage 1 - - - - 993 - Stage 2 - - - - 1016 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1583 - - - 975 1044 Mov Cap-2 Maneuver - - - - 975 - Stage 1 - - - - 993 - Stage 2 - - - - 1016 -
Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1583 - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - - 0 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - -
6805 Island Highway Development TIA Background_2037_AM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Background_2037 PM
Intersection Int Delay, s/veh 0.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 26 2 98 34 3 282 Future Vol, veh/h 26 2 98 34 3 282 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 31 2 115 40 4 332
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 475 135 0 0 155 0 Stage 1 135 - - - - - Stage 2 340 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 548 914 - - 1425 - Stage 1 891 - - - - - Stage 2 721 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 546 914 - - 1425 - Mov Cap-2 Maneuver 546 - - - - - Stage 1 888 - - - - - Stage 2 721 - - - - -
Approach WB NB SB HCM Control Delay, s 11.8 0 0.1 HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 562 1425 - HCM Lane V/C Ratio - - 0.059 0.002 - HCM Control Delay (s) - - 11.8 7.5 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.2 0 -
6805 Island Highway Development TIA Background_2037_PM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Background_2037 PM
Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 37 28 0 0 0 Future Vol, veh/h 0 37 28 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 41 31 0 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 31 0 - 0 72 31 Stage 1 - - - - 31 - Stage 2 - - - - 41 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1582 - - - 932 1043 Stage 1 - - - - 992 - Stage 2 - - - - 981 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1582 - - - 932 1043 Mov Cap-2 Maneuver - - - - 932 - Stage 1 - - - - 992 - Stage 2 - - - - 981 -
Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1582 - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - - 0 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - -
6805 Island Highway Development TIA Background_2037_PM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Background_2052 AM
Intersection Int Delay, s/veh 0.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 28 2 329 5 1 65 Future Vol, veh/h 28 2 329 5 1 65 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 38 3 445 7 1 88
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 539 449 0 0 452 0 Stage 1 449 - - - - - Stage 2 90 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 503 610 - - 1109 - Stage 1 643 - - - - - Stage 2 934 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 502 610 - - 1109 - Mov Cap-2 Maneuver 502 - - - - - Stage 1 642 - - - - - Stage 2 934 - - - - -
Approach WB NB SB HCM Control Delay, s 12.7 0 0.1 HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 508 1109 - HCM Lane V/C Ratio - - 0.08 0.001 - HCM Control Delay (s) - - 12.7 8.2 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.3 0 -
6805 Island Highway Development TIA Background_2052_AM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Background_2052 AM
Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 6 30 0 0 0 Future Vol, veh/h 0 6 30 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 7 33 0 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 33 0 - 0 40 33 Stage 1 - - - - 33 - Stage 2 - - - - 7 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1579 - - - 972 1041 Stage 1 - - - - 989 - Stage 2 - - - - 1016 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1579 - - - 972 1041 Mov Cap-2 Maneuver - - - - 972 - Stage 1 - - - - 989 - Stage 2 - - - - 1016 -
Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1579 - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - - 0 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - -
6805 Island Highway Development TIA Background_2052_AM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Background_2052 PM
Intersection Int Delay, s/veh 0.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 30 3 122 38 4 350 Future Vol, veh/h 30 3 122 38 4 350 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 35 4 144 45 5 412
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 589 167 0 0 189 0 Stage 1 167 - - - - - Stage 2 422 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 471 877 - - 1385 - Stage 1 863 - - - - - Stage 2 662 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 469 877 - - 1385 - Mov Cap-2 Maneuver 469 - - - - - Stage 1 859 - - - - - Stage 2 662 - - - - -
Approach WB NB SB HCM Control Delay, s 13 0 0.1 HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 490 1385 - HCM Lane V/C Ratio - - 0.079 0.003 - HCM Control Delay (s) - - 13 7.6 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.3 0 -
6805 Island Highway Development TIA Background_2052_PM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Background_2052 PM
Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 42 33 0 0 0 Future Vol, veh/h 0 42 33 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 47 37 0 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 37 0 - 0 84 37 Stage 1 - - - - 37 - Stage 2 - - - - 47 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1574 - - - 918 1035 Stage 1 - - - - 985 - Stage 2 - - - - 975 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1574 - - - 918 1035 Mov Cap-2 Maneuver - - - - 918 - Stage 1 - - - - 985 - Stage 2 - - - - 975 -
Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1574 - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay (s) 0 - - - 0 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - -
6805 Island Highway Development TIA Background_2052_PM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Combined_2027 AM
Intersection Int Delay, s/veh 5.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 171 18 229 52 6 45 Future Vol, veh/h 171 18 229 52 6 45 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 231 24 309 70 8 61
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 421 344 0 0 379 0 Stage 1 344 - - - - - Stage 2 77 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 589 699 - - 1179 - Stage 1 718 - - - - - Stage 2 946 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 585 699 - - 1179 - Mov Cap-2 Maneuver 585 - - - - - Stage 1 713 - - - - - Stage 2 946 - - - - -
Approach WB NB SB HCM Control Delay, s 15.6 0 1 HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 594 1179 - HCM Lane V/C Ratio - - 0.43 0.007 - HCM Control Delay (s) - - 15.6 8.1 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 2.2 0 -
6805 Island Highway Development TIA Combined_2027_AM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Combined_2027 AM
Intersection Int Delay, s/veh 7.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 52 6 26 0 0 163 Future Vol, veh/h 52 6 26 0 0 163 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 58 7 29 0 0 181
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 29 0 - 0 152 29 Stage 1 - - - - 29 - Stage 2 - - - - 123 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1584 - - - 840 1046 Stage 1 - - - - 994 - Stage 2 - - - - 902 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1584 - - - 809 1046 Mov Cap-2 Maneuver - - - - 809 - Stage 1 - - - - 957 - Stage 2 - - - - 902 -
Approach EB WB SB HCM Control Delay, s 6.6 0 9.2 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1584 - - - 1046 HCM Lane V/C Ratio 0.036 - - - 0.173 HCM Control Delay (s) 7.4 0 - - 9.2 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.1 - - - 0.6
6805 Island Highway Development TIA Combined_2027_AM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Combined_2027 PM
Intersection Int Delay, s/veh 3.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 117 12 85 190 21 244 Future Vol, veh/h 117 12 85 190 21 244 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 138 14 100 224 25 287
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 549 212 0 0 324 0 Stage 1 212 - - - - - Stage 2 337 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 497 828 - - 1236 - Stage 1 823 - - - - - Stage 2 723 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 485 828 - - 1236 - Mov Cap-2 Maneuver 485 - - - - - Stage 1 803 - - - - - Stage 2 723 - - - - -
Approach WB NB SB HCM Control Delay, s 15.2 0 0.6 HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 504 1236 - HCM Lane V/C Ratio - - 0.301 0.02 - HCM Control Delay (s) - - 15.2 8 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 1.3 0.1 -
6805 Island Highway Development TIA Combined_2027_PM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Combined_2027 PM
Intersection Int Delay, s/veh 6.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 176 35 26 0 0 103 Future Vol, veh/h 176 35 26 0 0 103 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 196 39 29 0 0 114
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 29 0 - 0 460 29 Stage 1 - - - - 29 - Stage 2 - - - - 431 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1584 - - - 559 1046 Stage 1 - - - - 994 - Stage 2 - - - - 655 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1584 - - - 489 1046 Mov Cap-2 Maneuver - - - - 489 - Stage 1 - - - - 869 - Stage 2 - - - - 655 -
Approach EB WB SB HCM Control Delay, s 6.3 0 8.9 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1584 - - - 1046 HCM Lane V/C Ratio 0.123 - - - 0.109 HCM Control Delay (s) 7.6 0 - - 8.9 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.4 - - - 0.4
6805 Island Highway Development TIA Combined_2027_PM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Combined_2037 AM
Intersection Int Delay, s/veh 5.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 172 18 264 52 6 52 Future Vol, veh/h 172 18 264 52 6 52 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 232 24 357 70 8 70
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 478 392 0 0 427 0 Stage 1 392 - - - - - Stage 2 86 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 546 657 - - 1132 - Stage 1 683 - - - - - Stage 2 937 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 542 657 - - 1132 - Mov Cap-2 Maneuver 542 - - - - - Stage 1 678 - - - - - Stage 2 937 - - - - -
Approach WB NB SB HCM Control Delay, s 17.1 0 0.8 HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 551 1132 - HCM Lane V/C Ratio - - 0.466 0.007 - HCM Control Delay (s) - - 17.1 8.2 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 2.5 0 -
6805 Island Highway Development TIA Combined_2037_AM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Combined_2037 AM
Intersection Int Delay, s/veh 7.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 52 6 27 0 0 163 Future Vol, veh/h 52 6 27 0 0 163 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 58 7 30 0 0 181
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 30 0 - 0 153 30 Stage 1 - - - - 30 - Stage 2 - - - - 123 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1583 - - - 839 1044 Stage 1 - - - - 993 - Stage 2 - - - - 902 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1583 - - - 808 1044 Mov Cap-2 Maneuver - - - - 808 - Stage 1 - - - - 956 - Stage 2 - - - - 902 -
Approach EB WB SB HCM Control Delay, s 6.6 0 9.2 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1583 - - - 1044 HCM Lane V/C Ratio 0.036 - - - 0.173 HCM Control Delay (s) 7.4 0 - - 9.2 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.1 - - - 0.6
6805 Island Highway Development TIA Combined_2037_AM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Combined_2037 PM
Intersection Int Delay, s/veh 3.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 119 12 98 192 21 282 Future Vol, veh/h 119 12 98 192 21 282 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 140 14 115 226 25 332
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 610 228 0 0 341 0 Stage 1 228 - - - - - Stage 2 382 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 458 811 - - 1218 - Stage 1 810 - - - - - Stage 2 690 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 447 811 - - 1218 - Mov Cap-2 Maneuver 447 - - - - - Stage 1 790 - - - - - Stage 2 690 - - - - -
Approach WB NB SB HCM Control Delay, s 16.5 0 0.6 HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 466 1218 - HCM Lane V/C Ratio - - 0.331 0.02 - HCM Control Delay (s) - - 16.5 8 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 1.4 0.1 -
6805 Island Highway Development TIA Combined_2037_PM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Combined_2037 PM
Intersection Int Delay, s/veh 6.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 176 37 28 0 0 103 Future Vol, veh/h 176 37 28 0 0 103 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 196 41 31 0 0 114
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 31 0 - 0 464 31 Stage 1 - - - - 31 - Stage 2 - - - - 433 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1582 - - - 556 1043 Stage 1 - - - - 992 - Stage 2 - - - - 654 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1582 - - - 485 1043 Mov Cap-2 Maneuver - - - - 485 - Stage 1 - - - - 866 - Stage 2 - - - - 654 -
Approach EB WB SB HCM Control Delay, s 6.3 0 8.9 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1582 - - - 1043 HCM Lane V/C Ratio 0.124 - - - 0.11 HCM Control Delay (s) 7.6 0 - - 8.9 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.4 - - - 0.4
6805 Island Highway Development TIA Combined_2037_PM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Combined_2052 AM
Intersection Int Delay, s/veh 6.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 175 18 329 52 6 65 Future Vol, veh/h 175 18 329 52 6 65 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 236 24 445 70 8 88
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 584 480 0 0 515 0 Stage 1 480 - - - - - Stage 2 104 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 474 586 - - 1051 - Stage 1 622 - - - - - Stage 2 920 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 470 586 - - 1051 - Mov Cap-2 Maneuver 470 - - - - - Stage 1 617 - - - - - Stage 2 920 - - - - -
Approach WB NB SB HCM Control Delay, s 21.1 0 0.7 HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 479 1051 - HCM Lane V/C Ratio - - 0.544 0.008 - HCM Control Delay (s) - - 21.1 8.5 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 3.2 0 -
6805 Island Highway Development TIA Combined_2052_AM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Combined_2052 AM
Intersection Int Delay, s/veh 7.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 52 6 30 0 0 163 Future Vol, veh/h 52 6 30 0 0 163 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 58 7 33 0 0 181
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 33 0 - 0 156 33 Stage 1 - - - - 33 - Stage 2 - - - - 123 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1579 - - - 835 1041 Stage 1 - - - - 989 - Stage 2 - - - - 902 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1579 - - - 804 1041 Mov Cap-2 Maneuver - - - - 804 - Stage 1 - - - - 952 - Stage 2 - - - - 902 -
Approach EB WB SB HCM Control Delay, s 6.6 0 9.2 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1579 - - - 1041 HCM Lane V/C Ratio 0.037 - - - 0.174 HCM Control Delay (s) 7.4 0 - - 9.2 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.1 - - - 0.6
6805 Island Highway Development TIA Combined_2052_AM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Combined_2052 PM
Intersection Int Delay, s/veh 3.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 123 13 122 196 22 350 Future Vol, veh/h 123 13 122 196 22 350 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 145 15 144 231 26 412
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 724 260 0 0 375 0 Stage 1 260 - - - - - Stage 2 464 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 393 779 - - 1183 - Stage 1 783 - - - - - Stage 2 633 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 382 779 - - 1183 - Mov Cap-2 Maneuver 382 - - - - - Stage 1 761 - - - - - Stage 2 633 - - - - -
Approach WB NB SB HCM Control Delay, s 19.8 0 0.5 HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 402 1183 - HCM Lane V/C Ratio - - 0.398 0.022 - HCM Control Delay (s) - - 19.8 8.1 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 1.9 0.1 -
6805 Island Highway Development TIA Combined_2052_PM.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Combined_2052 PM
Intersection Int Delay, s/veh 6.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 176 42 33 0 0 103 Future Vol, veh/h 176 42 33 0 0 103 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 196 47 37 0 0 114
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 37 0 - 0 476 37 Stage 1 - - - - 37 - Stage 2 - - - - 439 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1574 - - - 548 1035 Stage 1 - - - - 985 - Stage 2 - - - - 650 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1574 - - - 478 1035 Mov Cap-2 Maneuver - - - - 478 - Stage 1 - - - - 859 - Stage 2 - - - - 650 -
Approach EB WB SB HCM Control Delay, s 6.1 0 8.9 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h) 1574 - - - 1035 HCM Lane V/C Ratio 0.124 - - - 0.111 HCM Control Delay (s) 7.6 0 - - 8.9 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.4 - - - 0.4
6805 Island Highway Development TIA Combined_2052_PM.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Sensitivity Analysis_2052 AM_235 Apartment Rental Units
Intersection Int Delay, s/veh 8.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 203 21 329 60 7 65 Future Vol, veh/h 203 21 329 60 7 65 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 274 28 445 81 9 88
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 592 486 0 0 526 0 Stage 1 486 - - - - - Stage 2 106 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 469 581 - - 1041 - Stage 1 618 - - - - - Stage 2 918 - - - - - Platoon blocked, % -- - Mov Cap-1 Maneuver 465 581 - - 1041 - Mov Cap-2 Maneuver 465 - - - - - Stage 1 612 - - - - - Stage 2 918 - - - - -
Approach WB NB SB HCM Control Delay, s 25.1 0 0.8 HCM LOS D
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 474 1041 - HCM Lane V/C Ratio - - 0.639 0.009 - HCM Control Delay (s) - - 25.1 8.5 0 HCM Lane LOS --DAA HCM 95th %tile Q(veh) - - 4.4 0 -
6805 Island Highway Development TIA Sensitivity Analysis_2052 AM_235 Apartment Rental Units.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Sensitivity Analysis_2052 AM_235 Apartment Rental Units
Intersection Int Delay, s/veh 7.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 61 6 30 0 0 194 Future Vol, veh/h 61 6 30 0 0 194 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 68 7 33 0 0 216
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 33 0 - 0 176 33 Stage 1 - - - - 33 - Stage 2 - - - - 143 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1579 - - - 814 1041 Stage 1 - - - - 989 - Stage 2 - - - - 884 - Platoon blocked, % --- Mov Cap-1 Maneuver 1579 - - - 779 1041 Mov Cap-2 Maneuver - - - - 779 - Stage 1 - - - - 946 - Stage 2 - - - - 884 -
Approach EB WB SB HCM Control Delay, s 6.7 0 9.4 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1579 - - - 1041 HCM Lane V/C Ratio 0.043 - - - 0.207 HCM Control Delay (s) 7.4 0 - - 9.4 HCM Lane LOS AA--A HCM 95th %tile Q(veh) 0.1 - - - 0.8
6805 Island Highway Development TIA Sensitivity Analysis_2052 AM_235 Apartment Rental Units.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Sensitivity Analysis_2052 PM_235 Apartment Rental Units
Intersection Int Delay, s/veh 4.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 139 15 122 224 25 350 Future Vol, veh/h 139 15 122 224 25 350 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 164 18 144 264 29 412
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 746 276 0 0 408 0 Stage 1 276 - - - - - Stage 2 470 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 381 763 - - 1151 - Stage 1 771 - - - - - Stage 2 629 - - - - - Platoon blocked, % -- - Mov Cap-1 Maneuver 368 763 - - 1151 - Mov Cap-2 Maneuver 368 - - - - - Stage 1 746 - - - - - Stage 2 629 - - - - -
Approach WB NB SB HCM Control Delay, s 22.1 0 0.5 HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 388 1151 - HCM Lane V/C Ratio - - 0.467 0.026 - HCM Control Delay (s) - - 22.1 8.2 0 HCM Lane LOS --CAA HCM 95th %tile Q(veh) - - 2.4 0.1 -
6805 Island Highway Development TIA Sensitivity Analysis_2052 PM_235 Apartment Rental Units.syn K.Kwong (07/04/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Sensitivity Analysis_2052 PM_235 Apartment Rental Units
Intersection Int Delay, s/veh 6.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 206 42 33 0 0 121 Future Vol, veh/h 206 42 33 0 0 121 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 229 47 37 0 0 134
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 37 0 - 0 542 37 Stage 1 - - - - 37 - Stage 2 - - - - 505 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1574 - - - 501 1035 Stage 1 - - - - 985 - Stage 2 - - - - 606 - Platoon blocked, % --- Mov Cap-1 Maneuver 1574 - - - 426 1035 Mov Cap-2 Maneuver - - - - 426 - Stage 1 - - - - 838 - Stage 2 - - - - 606 -
Approach EB WB SB HCM Control Delay, s 6.4 0 9 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1574 - - - 1035 HCM Lane V/C Ratio 0.145 - - - 0.13 HCM Control Delay (s) 7.7 0 - - 9 HCM Lane LOS AA--A HCM 95th %tile Q(veh) 0.5 - - - 0.4
6805 Island Highway Development TIA Sensitivity Analysis_2052 PM_235 Apartment Rental Units.syn K.Kwong (07/04/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Sensitivity Analysis_2052 AM_355 Apartment Rental Units
Intersection Int Delay, s/veh 12.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 240 26 329 71 8 65 Future Vol, veh/h 240 26 329 71 8 65 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 2 2 24 2 2 24 Mvmt Flow 324 35 445 96 11 88
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 603 493 0 0 541 0 Stage 1 493 - - - - - Stage 2 110 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 462 576 - - 1028 - Stage 1 614 - - - - - Stage 2 915 - - - - - Platoon blocked, % -- - Mov Cap-1 Maneuver 457 576 - - 1028 - Mov Cap-2 Maneuver 457 - - - - - Stage 1 607 - - - - - Stage 2 915 - - - - -
Approach WB NB SB HCM Control Delay, s 34.3 0 0.9 HCM LOS D
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 466 1028 - HCM Lane V/C Ratio - - 0.771 0.011 - HCM Control Delay (s) - - 34.3 8.5 0 HCM Lane LOS --DAA HCM 95th %tile Q(veh) - - 6.7 0 -
6805 Island Highway Development TIA Sensitivity Analysis_2052 AM_355 Apartment Rental Units.syn K.Kwong (07/14/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Sensitivity Analysis_2052 AM_355 Apartment Rental Units
Intersection Int Delay, s/veh 8.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 74 6 30 0 0 236 Future Vol, veh/h 74 6 30 0 0 236 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 82 7 33 0 0 262
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 33 0 - 0 204 33 Stage 1 - - - - 33 - Stage 2 - - - - 171 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1579 - - - 784 1041 Stage 1 - - - - 989 - Stage 2 - - - - 859 - Platoon blocked, % --- Mov Cap-1 Maneuver 1579 - - - 743 1041 Mov Cap-2 Maneuver - - - - 743 - Stage 1 - - - - 938 - Stage 2 - - - - 859 -
Approach EB WB SB HCM Control Delay, s 6.8 0 9.6 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1579 - - - 1041 HCM Lane V/C Ratio 0.052 - - - 0.252 HCM Control Delay (s) 7.4 0 - - 9.6 HCM Lane LOS AA--A HCM 95th %tile Q(veh) 0.2 - - - 1
6805 Island Highway Development TIA Sensitivity Analysis_2052 AM_355 Apartment Rental Units.syn K.Kwong (07/14/2020) Page 2 HCM 6th TWSC 1: Highway 19 & Race Point Rd Sensitivity Analysis_2052 PM_355 Apartment Rental Units
Intersection Int Delay, s/veh 5.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 161 18 122 261 29 350 Future Vol, veh/h 161 18 122 261 29 350 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 15 2 2 15 Mvmt Flow 189 21 144 307 34 412
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 778 298 0 0 451 0 Stage 1 298 - - - - - Stage 2 480 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 365 741 - - 1109 - Stage 1 753 - - - - - Stage 2 622 - - - - - Platoon blocked, % -- - Mov Cap-1 Maneuver 350 741 - - 1109 - Mov Cap-2 Maneuver 350 - - - - - Stage 1 723 - - - - - Stage 2 622 - - - - -
Approach WB NB SB HCM Control Delay, s 26.8 0 0.6 HCM LOS D
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 370 1109 - HCM Lane V/C Ratio - - 0.569 0.031 - HCM Control Delay (s) - - 26.8 8.3 0 HCM Lane LOS --DAA HCM 95th %tile Q(veh) - - 3.4 0.1 -
6805 Island Highway Development TIA Sensitivity Analysis_2052 PM_355 Apartment Rental Units.syn K.Kwong (07/14/2020) Page 1 HCM 6th TWSC 2: Race Point Rd & Site Access Sensitivity Analysis_2052 PM_355 Apartment Rental Units
Intersection Int Delay, s/veh 6.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 248 42 33 0 0 146 Future Vol, veh/h 248 42 33 0 0 146 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 276 47 37 0 0 162
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 37 0 - 0 636 37 Stage 1 - - - - 37 - Stage 2 - - - - 599 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1574 - - - 442 1035 Stage 1 - - - - 985 - Stage 2 - - - - 549 - Platoon blocked, % --- Mov Cap-1 Maneuver 1574 - - - 362 1035 Mov Cap-2 Maneuver - - - - 362 - Stage 1 - - - - 808 - Stage 2 - - - - 549 -
Approach EB WB SB HCM Control Delay, s 6.6 0 9.1 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1574 - - - 1035 HCM Lane V/C Ratio 0.175 - - - 0.157 HCM Control Delay (s) 7.8 0 - - 9.1 HCM Lane LOS AA--A HCM 95th %tile Q(veh) 0.6 - - - 0.6
6805 Island Highway Development TIA Sensitivity Analysis_2052 PM_355 Apartment Rental Units.syn K.Kwong (07/14/2020) Page 2
ATTACHMENT D
MOTI COUNT STATION DATA
McElhanney Suite 2300 Central City Tower, 13450 – 102nd Avenue, Surrey BC Canada V3T 5X3 Tel. 604-596-0391 | Fax. 1-855-407-3895 | www.mcelhanney.com Page 37
Traffic Data 10 Year Annual Summary for 2019 Traffic Data in this report TM Site ID: P-14-2NS Annual Average Daily Traffic AADT A calculated daily estimate of the TM Site Name: Woss - P-14-2NS, Vancouver Inland Island Highway number of vehicles passing this site. SADT Summer Average Daily Traffic Location: Route 19, 0.1 km north of Woss Road, Woss (for the months of July and August) Vehicle Length 100 kph Class Types of vehicles traveling through Posted Speed: this site.
Report Run on: Monday October 5 2020 05:15 PM
Average Daily Traffic Volumes 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 AADT 1,180 1,156 1,186 1,228 1,173 1,198 1,253 1,276 1,296 1,229 SADT 1,652 1,674 1,708 1,678 1,639 1,674 1,785 1,896 1,855 1,771
CAV05: Page 1 of 3 Traffic Data 10 Year Annual Summary for 2019
TM Site ID: P-14-2NS
TM Site Name: Woss - P-14-2NS, Vancouver Inland Island Highway
Location: Route 19, 0.1 km north of Woss Road, Woss
Posted Speed: 100 kph
Report Run on: Monday October 5 2020 5:15 PM
10 Year Annual Average Daily Length Distribution Summary for 2019 Length Vehicle Type Road % of Roadway % Pos % Neg 0 - 6 metres 10,266 84 50 50
6 - 12.5 metres 1,127 9 50 50
12.5 - 22.5 metres 693 6 49 51
22.5 - 35 metres 89 <1 56 44
35 - 999 metres 2 <1 55 45
Disclaimer information and the most current traffic data may be found at: http://www.th.gov.bc.ca/trafficData
CAV05: Page 2 of 3 Traffic Data 10 Year Annual Summary for 2019
CAV05: Page 3 of 3 Traffic Data 10 Year Annual Summary for 2019 Traffic Data in this report TM Site ID: 14-019NS Annual Average Daily Traffic AADT A calculated daily estimate of the TM Site Name: Duncan Bay - 14-019NS, Vancouver Inland Island number of vehicles passing this site. Highway SADT Summer Average Daily Traffic (for the months of July and August) Location: Route 19, 0.8 km north of Elk Falls Mill entrance, north of Campbell River
Posted Speed: 80 kph
Report Run on: Tuesday October 6 2020 03:49 PM
Average Daily Traffic Volumes 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 AADT 4,201 4,291 5,539 SADT 4,201 4,291 4,788
CAV05: Page 1 of 3 Traffic Data 10 Year Annual Summary for 2019
TM Site ID: 14-019NS
TM Site Name: Duncan Bay - 14-019NS, Vancouver Inland Island Highway
Location: Route 19, 0.8 km north of Elk Falls Mill entrance, north of Campbell River
Posted Speed: 80 kph
Report Run on: Tuesday October 6 2020 3:49 PM
Disclaimer information and the most current traffic data may be found at: http://www.th.gov.bc.ca/trafficData
CAV05: Page 2 of 3 Traffic Data 10 Year Annual Summary for 2019
CAV05: Page 3 of 3
November 2, 2020 Authorization Number: RE-109139 Tracking Number: 365837
REGISTERED MAIL
1127921 B.C. LTD. 204 - 655 TYEE ROAD VICTORIA BC V9A 6X5
Dear 1127921 B.C. LTD.,
Re: Municipal Wastewater Regulation registration for 1127921 B.C. LTD., RE- 109139
You are hereby notified that the requirements for registration in Section 10(2) of the Municipal Wastewater Regulation (MWR) have been received in a form and manner acceptable to the Director.
This notification is not evidence that the requirements of the Environmental Management Act (EMA) or the MWR have been met as per MWR 10(3). It is the ongoing responsibility of the registrant to ensure that the works are designed, constructed, operated, and discharge in accordance with the MWR.
The effective date of registration is November 2, 2020. On and following the effective date of registration you are exempt from Section 6(2) and 6(3) of EMA and may discharge municipal effluent to the environment. You are reminded that under MWR Section 6 the discharge of municipal effluent, or registration under Part 2 of the MWR, must not conflict with a liquid waste management plan as approved by the Minister.
The discharge originates from a residential subdivision development, is treated by a moving bed biofilm reactor (MBBR) and is discharged to Discovery Passage, east of Menzies Bay and south of Seymour Narrows. The treatment works are built to Reliability Category III as per Part 3, Division 1 of the MWR.
The registered maximum daily flow of the discharge is 275 m3/day of effluent to the embayed marine environment that must meet BOD and TSS in accordance with Column E of Table 11 of Section 94 of the MWR.
Ministry of Environment and Regional Operations Branch Website: www.gov.bc.ca/env Climate Change Strategy Environmental Protection Division Guidance, Forms and Fees
1127921 B.C. LTD. RE-109139 Page 2 of 5
Additionally, as per Section 51 of the MWR, at the edge of the initial dilution zone all water quality guidelines must be met. Please be reminded that recreational water uses, secondary contact (fishing) and crustacean harvesting, have been identified and consequently the corresponding water quality guidelines for microbiological indicators apply: https://www2.gov.bc.ca/gov/content/environment/air-land-water/water/water- quality/water-quality-guidelines/approved-water-quality-guidelines
Pursuant to Section 8 of the MWR, the Director makes the following substitutions:
Clause: MWR 96
Existing Requirement: (1) A discharger, unless using a septic tank, must ensure that the number of fecal coliform organisms meets the following requirements, as applicable:
(a) if discharging to shellfish bearing waters at the edge of the initial dilution zone, the median or geometric mean MPN of fecal coliform organisms must be less than 14/100 mL, with not more than 10% of the samples exceeding 43/100 mL; (b) if discharging to recreational use waters, the geometric mean number of fecal coliform organisms at the edge of the initial dilution zone must be less than or equal to 200/100 mL.
(2) The geometric mean, as determined from the bacteriological results of the last 5 samples for which analyses have been completed over the last 30 days, must not be more than the coliform limits specified in subsection (1) (a) or (b), as applicable.
(3) The median coliform values for 7 consecutive daily tests and any single value test must be less than the values specified in this section.
New Requirement: (1) A discharger, unless using a septic tank, must ensure that the number of fecal coliform and Enterococci organisms meet the following requirements, as applicable:
(a) if discharging to shellfish bearing waters at the edge of the initial dilution zone, the median or geometric mean MPN of fecal coliform organisms must be less than 14/100 mL, with not more than 10% of the samples exceeding 43/100 mL; (b) if discharging to primary or secondary recreational use waters, the geometric mean number of fecal coliform organisms must be less than or equal to 200/100 mL and the geometric mean number of Enterococci must be less than or equal to 100/100 mL at the edge of the initial dilution zone.
Ministry of Environment and Regional Operations Branch Website: www.gov.bc.ca/env Climate Change Strategy Environmental Protection Division Guidance, Forms and Fees
1127921 B.C. LTD. RE-109139 Page 3 of 5
(2) The geometric mean, as determined from the bacteriological results of the last 5 samples for which analyses have been completed over the last 30 days, must not be more than the coliform nor Enterococci limits specified in subsection (1) (a) or (b), as applicable.
(3) The median coliform and the median Enterococci values for 7 consecutive daily tests and any single value test must be less than the values specified in this section.
An annual registration fee will be determined according to the Permit and Approval Fees and Charges Regulation and you will be receiving an annual invoice from the Ministry of Environment and Climate Change Strategy (the Ministry) for payment of this fee. Payment of all fees due is necessary to comply with the MWR.
Pursuant to Section 31 of the MWR, an Assurance Plan dated October 15, 2019, which includes security in the amount of $385,000, has been accepted by the Director. The discharger must provide to the Director on or before March 31 of each year, an annual report respecting the assurance plan as per Section 65 of the MWR.
As a registrant under the MWR, you are reminded that you must: • Monitor the applicable municipal effluent flow and quality in accordance with Part 4 Division 3 [general monitoring requirements] and Table 11 of the MWR. A suitable flow measuring device, included in the B.C. Field Sampling Manual Part E: Water and Wastewater Sampling, Effluent Flow Measurement, is required. All data must be submitted to the Director at a frequency outlined in Sections 103(3) of the MWR.
• Undertake receiving environment monitoring in accordance with Section 20 [receiving environment monitoring program] of the MWR. The accepted receiving environment monitoring plan is contained in Menzies Bay Estates Development, Sewage Outfall Ministry of Environment Submission, Revised December 6, 2018.
• Adhere to the operating plan in accordance with Section 48 of the MWR. In accordance with Section 23 of the MWR the operating plan includes the commissioning and contingency plan. The accepted operating plan is contained in Menzies Bay Estates Development, Sewage Outfall Ministry of Environment Submission, Revised December 6, 2018.
Plans, data and reports pertinent to this registration must be submitted to the Director. To meet the reporting requirements in a form and manner acceptable to the Director, they must be submitted electronically to the following Ministry email address: • [email protected] for monitoring and annual reports; • [email protected] when a discharge fails to meet the requirements of this regulation as per Section 50(1) and 60(1). • It is also the responsibility of the registrant to ensure that all activities conducted under this regulation comply with other applicable legislation that may be in force.
Ministry of Environment and Regional Operations Branch Website: www.gov.bc.ca/env Climate Change Strategy Environmental Protection Division Guidance, Forms and Fees
1127921 B.C. LTD. RE-109139 Page 4 of 5
For guidelines on how to properly name the files and email subject lines or for further information, please visit the Ministry’s Data and Report Submissions web page: https://www2.gov.bc.ca/gov/content/environment/waste-management/waste-discharge- authorization/data-and-report-submissions
You must notify the Director via email at [email protected] in the following circumstances:
• Immediately if a malfunction or other condition results, or may result, in a discharge that fails to meet a requirement of this regulation as per Section 50(1) of the MWR.
• Immediately if a discharge fails a routine toxicity test under Section 58 [toxicity monitoring requirements], and conduct a confirmation toxicity test within 14 days of the date the previous toxicity sample was taken as per Section 60(1) of the MWR.
• Within 30 to 60 days before discharge begins as per Section 46 of the MWR, you must provide to a Director notice that discharge will begin and a copy of the final design drawings certified as correct and sealed by a Qualified Professional (QP).
• Not more than 7 days after beginning to discharge, provide to a Director notice of the date that discharge began.
• Within 30 days of any changes to information found in Section 16(2) of the MWR.
• At least 30 days before the intended transfer of ownership of a registration as per Section 16(3) of the MWR.
• At least 30 days before beginning a bypass of a wastewater facility, or any component of the wastewater facility and receive authorization as per Section 49(2) of the MWR.
• Within 30 days of the date coverage ends under an assurance plan as per Section 64 of the MWR.
All documents submitted in accordance with the MWR to the Director by a QP must be signed and sealed by that QP. The Ministry requests that each QP submit a declaration of competency and conflict of interest disclosure statement to the Director for each client and/or project they submit documents for. These forms can found on the Ministry’s Professional Accountability website: https://www2.gov.bc.ca/gov/content/environment/natural-resource-stewardship/laws- policies-standards-guidance/environmental-guidance-and-policy/professional- accountability
Ministry of Environment and Regional Operations Branch Website: www.gov.bc.ca/env Climate Change Strategy Environmental Protection Division Guidance, Forms and Fees
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Registration under the MWR does not authorize entry upon, crossing over, or use for any purpose of private or Crown lands or works, unless and except as authorized by the owner of such lands or works. The responsibility for obtaining such authority rests with the operator. It is also the responsibility of the registrant to ensure that all activities conducted under this regulation are carried out with regard to the rights of third parties and comply with other applicable legislation that may be in force. The registrant must also obtain any necessary approvals from other agencies.
The registrant is reminded that the Province may publish any regulatory documents submitted by the registrant excluding information that would be exempted from disclosure if the document was disclosed pursuant to a request under Section 5 of the Freedom of Information and Protection of Privacy Act. The Province publishes regulatory documents on its website for the purpose of research, public education and to provide transparency in the administration of environmental laws.
This decision may be appealed to the Environmental Appeal Board in accordance with Part 8 of the EMA. An appeal must be delivered within (30) thirty days from the date that notice of this decision is given. For further information, please contact the Environmental Appeal Board at (250) 387-3464.
Administration of this registration will be carried out by staff from the Environmental Protection Division's Regional Operations Branch. You may contact staff via email at [email protected]. Please indicate the registration number shown above in all correspondence with the Ministry related to this registration.
Yours truly,
Bryan Vroom for Director, Environmental Management Act
CC: Art Wilson Chief Darren Blaney Alison Trenholm Referral Staff Samantha Chickite Merci Brown
Ministry of Environment and Regional Operations Branch Website: www.gov.bc.ca/env Climate Change Strategy Environmental Protection Division Guidance, Forms and Fees
STAFF REPORT
DATE: June 4, 2020 FILE: 0540-04 Board TO: Chair and Directors Regional District Board
FROM: Dave Leitch Chief Administrative Officer
RE: CITY OF CAMPBELL RIVER DEVELOPMENT PROPOSAL REFERRAL (RIPPLE ROCK ESTATES)
PURPOSE To consider a referral from the City of Campbell River respecting the proposed development of a 193 residential resort community west of Race Point.
EXECUTIVE SUMMARY A development referral has been received from the City of Campbell River respecting a proposal to develop a resort community just west of Race Point Road at the far north boundary of the City’s jurisdiction. The proposal would transform 34.4 hectares (85 acres) of forested land zoned Rural One (RU-1) in the Campbell River Zoning Bylaw 3250 into 193 residential lots, with an average 1000 square metres lot area. The proposed development includes twenty percent of the developed land to be provided as park, which will include several watercourses and environmental setbacks and provide for the establishment of a trail network connecting to the adjoining property to the south of Race Point road. Future trails will utilize green space/park on the south side of the property. Several eagle nest trees on the property will be protected. A rezoning to Residential One (R-1) and Residential Multiple Three (RM-3) will be required to permit this development.
The proposed internal road network will access the highway system via Race Point Road, with an emergency access provision directly onto Highway 19 if required. The development will be serviced via a community water and sewer system. The water system will be set up and operated as a utility under the Drinking Water Protection Act and Drinking Water Protection Regulation and will conform to the Guidelines for Canadian Drinking Water Quality. The water source is a 133- metre-deep well currently drilled into the local aquifer producing high quality water. Initial well testing indicates that the well will be able to produce an excess of 567 litres per minute. This water will then be treated and pumped to a nearby reservoir for consumption and required fire flow capacity. The community sewerage system will be structured as a strata corporation, in compliance with the EnvironmentalCOPY Management Act and Municipal Wastewater Regulation requirements. Both the water and the sewerage systems will be constructed, maintained, and operated as per their respective regulations. In support of the above, an environmental assessment report, a geohazard study, initial water feasibility/well testing information and a sanitary sewer study (awaiting MoE approval) have been provided. A traffic impact assessment and additional flow testing have yet to be provided Staff Report - CCR Development Referral (Ripple Rock Estates) Page 2
Careful consideration has been given to this proposal due its proximity to the SRD's Race Point subdivision and the potential impact it may have on existing services. There is uncertainty regarding the potential impact the proposed development may have on existing private residential water supply for Race Point Road and Raceway Road residents. There is concern surrounding the proposed use of Race Point Road as the primary access road to the site given it lies entirely outside the boundaries of the City. Questions remain as to how the road could support the additional traffic, the road standards and upgrades that will be required, the continued safety and access of residents and subsequent servicing and maintenance of the road. The SRD requests that the Ministry of Transportation and Infrastructure (MOTI) provides advice as to its position regarding the proposed use of Race Point Road as the primary access road and, if supported, the required road standards/upgrade and traffic impact study requirements. The SRD also requests additional information pertaining to water flows, land development and residential environmental setbacks prior to consideration of the support of this proposal.
RECOMMENDATIONS: 1. THAT the report from the Chief Administrative Officer be received.
2. THAT the City of Campbell River be advised that the Strathcona Regional District cannot support the proposal until advice is received from the Ministry of Transportation and Infrastructure regarding the primary access route, a subsequent traffic impact study is submitted and the development receives preliminary senior government approval for the proposed community sanitary sewer system and water system.
Respectfully:
Dave Leitch Chief Administrative Officer
Prepared by: A. Nelson, Senior Manager, Community Services
Attachments Statement of Intent
Supporting Document (available upon request) Developer's covering letter City of Campbell River Information Sheet Environmental assessment report Geohazard study Sanitary Sewer Study COPY Staff Report – CCR Development Referral (Ripple Rock Estates) Page 3
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Staff Report – CCR Development Referral (Ripple Rock Estates) Page 4
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Ripple Rock Estates Statement of Intent COPY
1. INTRODUCTION Ripple Rock Estates is a proposed oceanfront, master planned community within Campbell River. The community will be located north of the downtown core overlooking both Menzies Bay and Seymour Narrows. The Ripple Rock Estates community generally conforms to the Community Vision set out in the Discovery Bay Conceptual Development Plan (the “Plan”), forming Appendix D of the Official Sustainable Community Plan, with minor allowances to account for property covenants, market conditions, eagle nest locations and other local development constraints. Project Location
2. DEVELOPMENT CONCEPT A small-scale version of the concept plan is shown in the graphic below and discussed in the subsequent paragraphs.
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Development Concept
Ripple Rock Estates Statement of Intent Page 1 of 5 2.1 Residential Development Description The average size of the R-1 lots is approximately 1,000 square metres (almost 0.25 acres). These lot sizes foster a rural feel, with outdoor yard space and retention of natural vegetation well in excess of a more traditional urban environment. At the same time, it allows enough density to permit a highly affordable alternative and acceptably low maintenance costs. Taking into consideration the costs of providing onsite water and sewerage facilities, this density is required to ensure that the development is economically viable, affordable to a diverse range of households, and competitive with competing developments on Vancouver Island. The community will have to be built and operate without the economies of scale available to developments within the city’s urban boundary that can access municipality funded servicing. This density is key to striking the balance between affordability and quality of life. 2.2 Community Core Description Per the Plan there is a higher density area, approximately 5 acres in size, that will be developed as a residential resort. This area is centrally located along the shoreline and accommodates significant setbacks from eagle nests, the shoreline and streams within the subject property. These development setbacks ensure that the environment is protected with large buffering green spaces. The proposed zoning allows for taller buildings with smaller building footprints ensuring minimal environmental impact while providing viable density and economy of scale. The residential resort will contain ‘adult only’ living apartment accommodations. This will provide opportunities for empty nesters or others to enjoy the comfort of ‘resort-style living’, still have friends and family in the region and enjoy uninterrupted views of the Seymour Narrows. 2.3 Zoning Discussion Currently the residential portion of the property is zoned RU-1. The community vision will require obtaining R-1 zoning for the residential lots, with RM-3 zoning for the residential resort development in the Community Core. This proposed zoning will provide the framework for a diverse neighbourhood, with different lifestyles, sharing common community values and environmental amenities. Open spaces will be zoned PA-2 to accommodate the 20% open space requirement. These areas will provide open space amenities to the community and opportunities for public access to the shore. The plan generally conforms to the requirement to provide public access at 400 metre intervals.
3. INTENT Ripple Rock Estates is anticipated to provide the empty nester or remote-working professional looking to downsize or COPYrelocate, an area close to untouched natural environments and spectacular ocean views. The community will be an expression of our residents’ environmentally conscious values, with extensive greenspaces, parkland, watercourses, and natural ocean shores. The unique west coast architecture will be ensured by strict design building restrictions on new homes. This will benefit the residents, by ensuring a consistent look of the community, as well
Ripple Rock Estates Statement of Intent Page 2 of 5 as the greater city of Campbell River, by contributing to an identifiable local culture and aesthetic. The current plan allows most homes to back onto a green zone or park, allowing for both privacy and seamless integration with the natural surroundings.
4. CONNECTIVITY 4.1 Road Network The development Concept generally conforms to the road design found in Map H-1of the Plan, with provisions for site specific covenants, waterways, and topography. The intent is to minimize grading requirements and respect the natural topography as much as possible – retaining the natural character of the site and protecting the integrity of the watercourses and greenspaces.
Proposed Road Network Compared to Discovery Bay Conceptual Development Plan The proposed network (left) is almost the same as the network shown in the Discovery Bay Conceptual Development Plan
The community will connect to Race Point Road per the Plan and will provide an emergency access directly to Highway 19 at the direction of the Ministry of Transportation and Highways. The proposed road network allows for continuous traffic flow and maximizes property usage and view lines. As the property is bordered by the ocean, the highway, a small personal residence and unconnected industrial lands there is no possibility of through traffic utilizing the Community’s roads; all the traffic in the strata will be local. The roads will conform to the Rural Local Residential Underground Utilities city bylaws and standards. Traffic generated by the development will not impact other personal residences on Race Point Road. 4.2 Trail Network Utilizing its scenic watercourses, the Ripple Rock Community will offer an attractive network of common trails, offering COPYresidents public access to the beach from the outset of development. The trail network will connect to the adjoining property to the south of Race Point road, consistent with the Plan. Future trails will utilize green space/park on the south side of the property, similar to the Jubilee Heights neighbourhood. The trail network is a core feature of the community, anchoring our values of outdoor lifestyles, healthy communities, and social engagement.
Ripple Rock Estates Statement of Intent Page 3 of 5 5. SERVICING The community servicing facilities are to be constructed and operated onsite without any upfront or operating costs burdened to the City. 5.1 Water Servicing The water system will be set up and operated as a utility under the Drinking Water Protection Act and Drinking Water Protection Regulation and will conform to the Guidelines for Canadian Drinking Water Quality. The water source is a 133-metre-deep well currently drilled into the local aquifer producing high quality water. Initial well testing indicates that the well will be able to produce an excess of 567 litres per minute. This water will then be treated and pumped to a nearby reservoir for consumption and required fire flow capacity. 5.2 Sanitary Sewer Servicing The community sewerage system will be structured as a strata corporation, in compliance with the Environmental Management Act and Municipal Wastewater Regulationrequirements. Both the water and the sewerage systems will be constructed, maintained, and operated as per their respective regulations. The ultimate size of these facilities is sufficient to address the needs of the completed development. 5.3 Stormwater Management Stormwater management will utilize the best practices to mitigate run off peaks and control surface water in an environmentally sound fashion. 5.4 Shallow Utilities Electrical and telecommunication lines will be installed subsurface, in accordance with the Campbell River bylaws, to mitigate view interruption, to accord with the wilderness aesthetic, and to maintain the high-social/environmental feel of the community. Natural gas pipelines are not extended to the Community yet. We intend to pursue negotiations with the local natural gas distributor (Fortis) to enter into an arrangement for the extension of gas services to the community. We feel natural gas heating is both an efficient and environmentally friendly means to heat the homes and and is a realistic modern commodity sought after in new communities.
6. PHASING The community will be developed in a logical, organic sequence, reflecting the character of the site, market conditions,COPY sound civil engineering practice, and permit considerations, among other factors. The first phase will be built on the south portion of the property, with access via Race Point Road. Future phases will proceed westward in logical increments consistent with the regional absorption rate. The sewerage treatment and water treatment facilities will both be built to their final capacity during Phase One.
Ripple Rock Estates Statement of Intent Page 4 of 5 7. BENEFITS AND VALUES TO THE CITY • The environmentally friendly features and unique location provide the City a showcase of alternative choices for Island living which are not available in other locations. • Development buffers will be respected to protect the environmentally sensitive areas and the rural character of the area. • The open space corridors create a community amenity which accommodates opportunities for an integrated trail network to encourage non-automobile transportation modes.
• Architectural controls will ensure a cohesive and aesthetic neighbourhood with a distinct identity and sense of place. Building siting and scaling will be complementary to existing topography and the use of natural materials will be encouraged. • As servicing costs will be borne by the developer, the City will benefit from the development of a new community without the typical capital investment. • Development will serve a population of households which have a decreasing household size and will attract new residents who value high social, economic, and environmental quality of life. • Development will provide increased tax revenue through new development, new household formation, and a revitalization of the area by establishing an anchor community. • The orderly and phased development will allow Ripple Rock Estates to grow in a sustainable fashion without disrupting the overall City absorption capacity. COPY
Ripple Rock Estates Statement of Intent Page 5 of 5