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Wesley Clover Parks
401 and 411 Corkstown Road
Revised Transportation Brief
Prepared By:
NOVATECH Suite 200, 240 Michael Cowpland Drive Ottawa, Ontario K2M 1P6
Submitted: July 15, 2016 Revised: May 3, 2017
Novatech File: 116019 Ref: R-2016-084
Documentation and Reporting Checklist
Introduction (Section 1.0)
Description of the development (include all of the following that are known at the time of the application):
§ Municipal address; § Location relative to major elements of the existing transportation system § Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.; § Proposed land uses and relevant planning regulations to be used in the analysis; § Proposed development size (building size, number of residential units, etc.) and location on site; § Estimated date of occupancy; § Planned phasing of development; § Proposed number of parking spaces (not relevant for Registration of Plans of Subdivision); and § Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc.). § Study area; § Time periods and phasing; and § Horizon years (include reference to phased development).
The TB must include a key plan that shows the general location of the development in relation to the surrounding area. The TB must also provide a draft Concept Plan or development concept of a suitable scale that shows the general location of the development and the proposed access locations. If the proposed development/ redevelopment is to be constructed in phases, a description must be provided for each phase, identifying the proposed timing of implementation.
Existing Conditions (Section 2.0)
§ Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and posted speed limit; § Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other relevant data (e.g., extraordinary lane widths, grades, etc.); § Existing access points to adjacent developments (both sides of all roads bordering the site); § Existing transit system, including stations and stops; § Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks; § Existing system operations (V/C, LOS); and § Major trip generators/ attractors within the Study Area should be indicated.
The TB report must include figures documenting the existing travel demands by mode. A photographic inventory of the transportation network elements in the vicinity of the proposed access points would be beneficial to staff in their review of the Consultant’s report.
M:\2016\116019\DATA\Reports\Traffic\20170502 - Revised TB\20170503 - Revised TB.docx
Suite 200, 240 Michael Cowpland Drive, Ottawa ON K2M 1P6 Tel: 613.254.9643 Fax: 613.254.5867 www.novatech-eng.com
Demand Forecasting (Section 3.0)
§ Trip generation forecasts
Projected Conditions (Section 4.0)
§ Qualitative assessment of impacts on capacity; non-auto modes; on-site circulation; community
Mitigation Measures and Site Design Characteristics (Section 4.0-5.0)
The TB must identify all mitigation measures required to offset network impacts from the development. The TB must also identify key site design features required to implement the Official Plan and Transportation Master Plan policies regarding site development.
The TB must include all of the following, where they are required by the subject development:
§ Location and timing of proposed changes to existing traffic controls at intersections (e.g., new traffic signals, Stop signs, etc.); § Mitigation measures required to offset impacts on the surface and Rapid Transit networks; § New or modified elements of the bicycle and pedestrian networks; § Community impact mitigation measures; and § Proposed TDM features or programs to support the site development.
M:\2016\116019\DATA\Reports\Traffic\20170502 - Revised TB\20170503 - Revised TB.docx
Suite 200, 240 Michael Cowpland Drive, Ottawa ON K2M 1P6 Tel: 613.254.9643 Fax: 613.254.5867 www.novatech-eng.com
Transportation Brief Wesley Clover Parks
Table of Contents
1.0 INTRODUCTION ...... 1 1.1 PROPOSED DEVELOPMENT ...... 1 1.2 ANALYSIS PARAMETERS ...... 2 2.0 EXISTING CONDITIONS ...... 2 2.1 AREA ROAD NETWORK ...... 2 2.2 STUDY AREA INTERSECTIONS ...... 3 2.3 TRANSIT ...... 4 2.4 AREA PEDESTRIAN/C YCLING NETWORK ...... 5 2.5 COLLISION RECORDS ...... 5 2.6 INTERSECTION OPERATIONS ...... 6 2.6.1 Saturday Peak Hours ...... 7 2.6.2 Weekday Peak Hours ...... 8 3.0 DEMAND FORECASTING ...... 8 3.1 PROJECTED SITE -GENERATED TRAFFIC ...... 8 3.2 PROJECTED SITE -GENERATED TRAFFIC DISTRIBUTION AND ASSIGNMENT ...... 9 4.0 PROJECTED CONDITIONS ...... 11 4.1 TRAFFIC VOLUMES ...... 11 4.2 INTERSECTION OPERATIONS ...... 12 4.2.1 Saturday Peak Hours ...... 12 4.2.2 Weekday Peak Hours ...... 13 5.0 DEMONSTRATION / CONCEPT PLAN REVIEW ...... 13 5.1 SITE CIRCULATION ...... 13 5.2 PARKING ...... 14 5.3 ACCESS REQUIREMENTS ...... 14 5.4 TRANSIT ...... 14 5.5 PEDESTRIANS /C YCLISTS ...... 14 6.0 COMMUNITY IMPACTS ...... 14
7.0 SPECIAL EVENTS...... 15 7.1 DATA COLLECTION ...... 15 7.2 ARRIVAL AND DEPARTURE RATES ...... 16 7.3 DISCUSSION ...... 16 7.3.1 Capacity Constraints ...... 16 7.3.2 Shuttle Operations ...... 17 7.3.3 Pedestrian Movements ...... 17 8.0 CONCLUSIONS AND RECOMMENDATIONS ...... 18
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Appendices Appendix A – Demonstration Plan Appendix B – Collision Records Appendix C – Traffic Count Information Appendix D – Synchro Analysis Reports – Existing Conditions Appendix E – Traffic Signal Warrants Appendix F – Synchro Analysis Reports – Projected Conditions Appendix G – Detailed MTO Warrant Analysis Appendix H – Shania Twain – Transportation Management Plan
Tables Table 1: Existing Study Area Intersection Performance ...... 7 Table 2: ITE Trip Generation Rates ...... 9 Table 3: Projected Study Area Intersection Performance ...... 12
Figures Figure 1: Local Context ...... 1 Figure 2: Existing Cycling Facilities ...... 5 Figure 3: Existing Saturday Peak Hour Traffic Volumes ...... 6 Figure 4: Existing Weekday Peak Hour Traffic Volumes ...... 7 Figure 5: Projected Site-Generated Traffic - Soccer Fields (Saturday) ...... 10 Figure 6: Projected Site-Generated Traffic - Forest & Nature School (Weekday) ...... 11 Figure 7: Total Projected Saturday Peak Hour Traffic Volumes ...... 11 Figure 8: Total Projected Weekday Peak Hour Traffic Volumes ...... 12
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1.0 INTRODUCTION A Transportation Brief (TB) was prepared in July 2016 in support of a Zoning By-Law Amendment application for 401 and 411 Corkstown Road. The TB has been revised to provide a quantitative assessment of the impacts of the proposed forest and nature school on the March Road/Corkstown Road intersection, and provide a review of the special event hosted in June 2015 (Shania Twain concert), as requested by City staff. 1.1 Proposed Development Wesley Clover Parks is currently comprised of a campground, equestrian park/facilities and an artificial turf soccer field. The proponent is seeking a Zoning By-Law Amendment to clarify the existing zoning and add some additional uses, including four additional soccer fields, a “forest and nature” school, and a theatre use to permit a small number of larger special events such as concerts and festivals. The subject uses will be located on the properties municipally known as 401 and 411 Corkstown Road.
Currently, the existing campground has three connections (two one-way connections and one rarely used service road connection), the equestrian park has one main access, and there are two gated connections used for the existing soccer field and special events.
The following Figure 1 depicts the subject site’s local context. A Demonstration Plan is provided in Appendix A . The Demonstration Plan is a high level conceptual plan that is included to assist with the review of this Brief.
Figure 1: Local Context
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1.2 Analysis Parameters As discussed at a meeting with City of Ottawa staff on November 23, 2016, the appropriate level of study for the proposed development is a TB. As such, the methodologies and analysis undertaken to assess the transportation impacts of the proposed development is consistent with the requirements outlined in the City’s 2006 Transportation Impact Assessment (TIA) Guidelines .
The study area for this report includes the existing accesses as well as the following intersections:
• Moodie Drive/Corkstown Road • March Road/Corkstown Road
Analysis will be completed for the Saturday AM and PM peak hours, as this represents the peak times for on-site activity related to the soccer fields and local equestrian events. It should be noted that given the nature of the proposed/existing land uses, the critical time periods for the Saturday analysis will be the morning (8:15AM to 9:15AM) and afternoon (4:45PM to 5:45PM). Analysis of the March Road/Corkstown Road intersection will also be completed for the weekday AM and PM peak hours, as this represents the peak trip generation for the forest and nature school and adjacent road traffic.
The purpose of this TB is to review peak hour traffic that is expected on a daily basis and not occasional special events. Special event permits accompanied by a traffic management plan may be required for large concerts. If required, the traffic management plan could be unique from one event to another depending on the size of the event, expected attendance and proposed access arrangements. Proposed traffic management plans are reviewed by the City’s Event Central and Special Event Advisory Team (SEAT) in accordance with the Special Events By-law 2013-232. The SEAT facilitates cross-organizational coordination of events logistics and meets regularly to review and provide recommendations in relation to proposed special events. Core members are involved in the review of most applications, and supplemental members are called in to participate in reviews that require the expertise, knowledge or direct involvement of other agencies. Core team members consist of several agencies including the Mayor and Council, Ottawa Police Services, Ottawa Paramedic Services, Ottawa Public Health, Ottawa Fire Services, OC Transpo/Transit, National Capital Commission, and Royal Canadian Mounted Police. Supplemental SEAT members include National Defence, Ottawa Hotel Association, Business Improvement Areas (BIAs), Ottawa Tourism and others.
As requested by City staff, this report will provide a summary of the observed traffic patterns throughout the Shania Twain concert on June 27, 2015. This report will also identify opportunities to improve the transportation management plan for future large concerts and festivals.
2.0 EXISTING CONDITIONS
2.1 Area Road Network Moodie Drive , is a north-south arterial roadway with a posted speed limit of 80 km/h within the study area. Within the vicinity of the subject site, Moodie Drive is median divided and it has a four-lane cross-section (i.e. a two travel lanes in each direction) with unpaved shoulders. It extends from Carling Avenue in the north to Brophy Road in the south and at major intersections, auxiliary turn lanes are provided.
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Corkstown Road , is an east-west arterial roadway with a posted speed limit of 80 km/h within the study area. This roadway has a two-lane rural cross-section (i.e. a single travel lane in each direction) and it extends from March Road in the east to Carling Avenue in the west.
March Road , is a north-south arterial roadway with a posted speed limit of 80 km/h within the study area. Within the vicinity of the subject site, March Road is median divided and it has a six- lane cross-section (i.e. a three travel lanes in each direction). It extends from Dunrobin Road in the north to Campeau Drive in the south and at major intersections, auxiliary turn lanes are provided. Beyond Dunrobin Road, March Road continues west towards the village of Almonte and beyond Campeau Drive, March Road continues south as Eagleson Road.
Within the City’s Transportation Master Plan (TMP), there are currently no plans to widen these study area roadways. 2.2 Study Area Intersections The study area was confirmed with City staff (June 2nd , 2016), and includes the following intersections:
Corkstown/Moodie This full-movement intersection is 4-legged and is traffic signal controlled. In the north and southbound directions, two through lanes and single auxiliary turn lanes are provided for each left and right-turning movements. In the east and westbound directions, a single lane is provided for all movements. At this location, all movements are permitted with the exception of; no northbound U-turns, and eastbound through traffic is banned for trucks and restricted between 7AM-9AM Mon-Fri for general purpose traffic.
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Corkstown/March This full-movement ‘T’ intersection is STOP controlled on the minor approach only. In the westbound direction, single auxiliary turn lanes are provided for each left and right-turning movements. In the northbound direction, three through lanes and a single auxiliary right-turn lane is provided. In the southbound direction, three through lanes and a single auxiliary left-turn lane is provided. There are currently no restricted or banned movements at this location.
2.3 Transit OC Transpo bus service is currently provided via Routes #92, #93, #96 and #152 and bus stops are located at the HWY 417 Moodie on/off-ramps, approximately 275 m and 600 m south of the Moodie/Corkstown intersection. Located approximately 65 m south of the Moodie/Corkstown intersection, there are currently bus stops provided for Route #152, which provides periodic service throughout the day (i.e. 2 or 3 buses a day). More frequent bus service throughout the day is provided by Routes #92, #93 and #96, where buses are scheduled on approximate 1 hr headways and each route is offset by approximately 15 minutes (i.e. a bus arrives every 10 to 15 minutes, on average). Currently, OC Transpo service is not provided along the subject site’s frontage to Corkstown Road.
The West Transitway Extension is identified as an affordable project in the City’s Transportation Master Plan (TMP), and is currently under construction with expected revenue service in November 2017 . This project includes a new transit station at Moodie/HWY 417 and an extension of the existing dedicated bus lanes along the HWY 417 from Moodie Drive to the future terminus of the planned Stage 2 Light Rail Transit (LRT) extension to the Bayshore Shopping Centre. This project is intended to improve peak-hour transit service to and from the west end, respond to the projected employment levels for the former Nortel Campus, and support the City’s goal of achieving a 30% peak-hour transit modal split by 2031.
In March 2017 Council approved a motion to advance the planned conversion of the West Transitway Extension (Bayshore Station to Moodie Station) from bus rapid transit (BRT) to light rail transit as part of the Stage 2 LRT project. The extension of LRT to Moodie would improve transit service for customers travelling from Kanata and Stittsville toward the central part of the City. Moodie Station would also be the connection point for customers travelling from the central part of the City to employment locations nearby, such as Kanata North and Carling Place. An addendum to the West Transitway Extension Planning and Environmental Assessment Study is required to protect for the feasibility assessment of light maintenance and storage facility (LMSF) sites west of Bayshore, for the advancement of the Moodie LRT Extension, and to allow the City to take advantage of funding availability for this project in the Stage 2 procurement.
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In addition to the West Transitway Extension project, a bus rapid transit (BRT) corridor is planned along March Road from Corkstown Road to Maxwell Bridge Road. This will result in signalization of the existing March/Corkstown study area intersection to accommodate a new transit station at this location. These planned transit improvements are depicted within the City’s TMP on the Rapid Transit and Transit Priority Network – 2031 Affordable Network map (TMP - Map 5). 2.4 Area Pedestrian/Cycling Network Along the frontage of the subject site, pedestrian and cycling network facilities currently exist in the form of paved shoulders only along Corkstown Road (i.e. no sidewalks). Along Moodie Drive and March Road, dedicated cycling lanes exists in both the north and southbound directions. Identified on the City’s ultimate network plan within their Official Cycling Plan, March Road, Corkstown Road and Moodie Drive are all classified as “Spine” routes. The following Figure 2 depicts the existing cycling facilities and multi-use pathways within the vicinity of the subject site (e.g. the Trans Canada Trail that runs along the north edge of 401 Corkstown Road, parallel to the CNR Railway, a pathway along the west side of Moodie Drive, etc.).
Figure 2: Existing Cycling Facilities
2.5 Collision Records Historical collision data from the last three years was obtained from the City’s Public Works and Service Department for the March/Corkstown intersection. Copies of the collision summary reports are included in Appendix B.
The collision data has been evaluated to determine if there are any identifiable collision patterns. The Ottawa TIA Guidelines define a collision pattern as more than one collision involving similar directions and impact types. Further analysis may be warranted for intersections with a pattern of six or more collisions for any one movement or a total of 33 or more collisions, over a three-year period.
A total of eight collisions occurred at the March/Corkstown intersection between January 1, 2012 and January 1, 2015. All of the collisions only resulted in property damage, no injuries were
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reported. Four of the collisions were rear-end impacts, two of which occurred on the westbound approach, one occurred on the northbound approach and one involved four vehicles and occurred on the southbound approach. Three of the collisions were sideswipe impacts on the southbound approach. One of the collisions was an angle impact that involved a westbound vehicle turning left and a northbound through travelling vehicle. The collision history at this intersection does not meet the City’s criteria for further analysis. 2.6 Intersection Operations The following Figure 3 depicts recent Saturday traffic count data collected at study area intersections during the peak hours of site-generated traffic (i.e. 8:15AM - 9:15AM and 4:45PM - 5:45PM). These volumes were collected by Novatech during the month of May 2016, which was during a two-day equestrian competition (May 14 th - 15 th , 2016), with the exception of the traffic count conducted at the Moodie/Corkstown intersection, which was conducted May 28 th , 2016. As a result of different data collection days, traffic volumes at the Moodie/Corkstown intersection were factored up to account for volume imbalances between study area intersections. The detailed traffic count data is included as Appendix C.
Figure 3: Existing Saturday Peak Hour Traffic Volumes 10(7) 190(253) 0(0)
SITE PARK EQUESTRIAN 15(41) 37(112) 0(12) 3(22) 9(6) CORKSTOWN 15(58) 7(0) 21(3) 35(15) 22(36)
HWY 417
LEGEND xx AM Peak Hour veh/h (yy) PM Peak Hour veh/h Signalized Intersection
As depicted in Figure 3, the current site generates a total of approximately 145 and 205 veh/h during the Saturday morning and afternoon peak hours, respectively. These volumes represent a well-attended equestrian event and typical weekend activity at the existing soccer field portion of the site (i.e. Saturday morning and afternoon peak hours, between 8:15AM - 9:15AM and 4:45PM - 5:45PM). It should be noted that the Saturday morning and afternoon peak hours (depicted in Figure 3) are considered the critical time periods for analysis purposes.
Existing weekday morning and afternoon peak hour traffic volumes at the March/Corkstown intersection are depicted as Figure 4 and detailed count data is included within Appendix C.
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Figure 4: Existing Weekday Peak Hour Traffic Volumes
SITE
CORKSTOWN
HWY 417
LEGEND xx AM Peak Hour veh/h (yy) PM Peak Hour veh/h Signalized Intersection
The following Table 1 summarizes the existing critical movements of study area intersections, based on the Synchro 8 intersection capacity analysis software. The performance of study area intersections was based on the volume-to-capacity (v/c) ratio for signalized intersections, or delay for unsignalized intersections, and for each performance measure, a corresponding Level of Service (LOS) grade was assigned. The detailed existing performance output from Synchro 8 for study area intersections is included as Appendix D.
Table 1: Existing Study Area Intersection Performance AM Peak PM Peak Intersection Max. v/c; or Max. v/c; or LOS Movement LOS Movement Delay (sec) Delay (sec) Saturday March/ 20 sec C WBL 30 sec D WBL Corkstown Corkstown/ 9 sec A SB 9 sec A SB Main Site Access Corkstown/ 9 sec A SB 9 sec A SB Soccer Access Moodie/ 0.24 A EB 0.47 A EB Corkstown Weekday March/ 3584 sec 1004 sec F WBL F WBL Corkstown (v/c = 1.35) (v/c = 1.34) 2.6.1 Saturday Peak Hours As shown in Table 1 , study area intersections are currently operating under acceptable conditions during both Saturday morning and afternoon peak hours.
With regard to queues, the Synchro 8 performance output indicates that existing 95 th percentile queues range from 0.0 m to 18.0 m (i.e. no more than 2 or 3 vehicles in queue) at study area intersections.
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2.6.2 Weekday Peak Hours As shown in Table 1 , the March/Corkstown intersection is currently failing during the weekday morning and afternoon peak hours. The results of this analysis should be treated with caution as the Synchro model does not reflect the platooning of vehicles from the intersections to the north and south. The median along March Road is approximately five metres in width near Corkstown Road allowing drivers to make the westbound left turn at this intersection in two stages. The ability to complete the westbound left turn movement in two stages combined with platooning of vehicles from the intersections to the north and south reduces the critical delay on the westbound approach to this intersection.
Traffic signal justification warrants in accordance with Ontario Traffic Manual (OTM) Book 12 were completed for the March/Corkstown intersection. The warrant suggests this intersection is currently 10% justified. It is noted that the side street approach governs the signalization justification. The traffic signalization warrant is provided in Appendix E.
Possible mitigation measures for the existing failing traffic condition could include closure of the existing median break or installation of traffic control signals.
The March/Corkstown intersection can act as a relief for vehicles accessing Highway 417. If extensive queues are observed at the March/Highway 417/Campeau intersection, some drivers may take Corkstown Road to access Highway 417 via Moodie Drive. This activity is confirmed through the high southbound left turning volumes at this intersection during the weekday afternoon peak hour. Additionally, if westbound traffic on Highway 417 is heavy some drivers may exit at Moodie and use Corkstown to access March. Closure of the median break at the March/Corkstown intersection would have an impact on area wide traffic patterns and would require further study beyond the scope of this report.
As mentioned in Section 2.3 , the March/Corksown intersection will ultimately be signalized as part of the planned March Road BRT. Although the signalization warrants are not justified, signalization of this intersection is recommended for safety reasons and to alleviate extensive delays on the westbound approach. Further analysis has been completed to show the operating conditions at the March/Corkstown intersection if traffic signals are implemented. Based on the foregoing analysis, the March/Corkstown intersection is anticipated to operate with a LOS D during the weekday morning and afternoon peak hours. Detailed Synchro reports are included in Appendix D . It should be noted that signals are recommended to address the existing failing operating condition, regardless of any further development in the area. The failing operating conditions should be addressed through a City-led initiative and is not the responsibility of the developer.
3.0 DEMAND FORECASTING
3.1 Projected Site-Generated Traffic Based on the information provided, the proposed forest and nature school land use is intended to accommodate a total of approximately 100 students, ages 1 to 6 years old. To estimate the total projected traffic volumes generated by this portion of the site, the most appropriate vehicle trip generation rates were obtained from the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. Given the age/number of students, and given the expectation is for students to be dropped-off/picked-up by their legal guardians, the ITE Trip Generation Manual
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best describes the proposed forest and nature school as a Day Care Centre (ITE Land Use Code 565).
As such, the proposed forest and nature school portion of the site is projected to generate approximately 75 to 80 veh/h during the weekday morning and afternoon peak hours, based on the vehicle trip generation rates obtained from the ITE Trip Generation Manual for a Day Care Centre . With regard to projected Saturday site-generated traffic, the proposed forest and nature school is not anticipated to generate traffic during a typical weekend.
With regard to the proposed expanded soccer facilities (i.e. four new full-sized grass soccer fields), they are projected to generate approximately 120 veh/h during both Saturday morning and afternoon peak hours. The total projected volumes for this portion of the site were derived using the ITE trip generation rates for a Soccer Complex (ITE Land Use Code 488), obtained from the 9th Edition of the ITE Trip Generation Manual.
The following Table 2 summarizes the vehicle trip generation rates obtained from the 9 th Edition of the ITE Trip Generation Manual.
Table 2: ITE Trip Generation Rates Vehicle Trip Generation Rates Land Use Source AM Peak PM Peak Day Care Centre ITE T = 0.73(X) + 4.67 Ln(T) = 0.88 Ln(X) + 0.27 (weekday) 565 Soccer Complex ITE T = 30.34(X) T = 30.34(X) (Saturday) 488 Notes: T = Average Vehicle Trip Ends X = number of units (i.e. number of students, or number of fields) ITE Land Use 488 - Saturday AM and PM peak hour trip generation rates are assumed to be equivalent
Given ITE trip generation surveys only record vehicle trips and are typically conducted in highly suburban locations, and given the subject site’s limited access to non-auto modes, adjustment factors appropriate to a more urban study area context to obtain site-generated person trips was not considered applicable. Based on the foregoing, the proposed development is projected to generate an additional 120 veh/h during Saturday morning and afternoon peak hours and 75 to 80 veh/h during weekday morning and afternoon peak hours.
Large equestrian events have been, and will continue to be, hosted periodically on the subject lands in accordance with the existing zoning. As noted previously, large concerts and festivals may require special permits accompanied by a traffic management plan to be reviewed by SEAT. The analysis of special event traffic is outside the scope of this assessment as it will be assessed on a case by case basis as required. 3.2 Projected Site-Generated Traffic Distribution and Assignment Based on observed existing peak hour traffic volumes, our local area knowledge, and the type of land uses being proposed, the following distributions of site-generated traffic to/from the proposed site were assumed for each land use.
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Equestrian Facilities 10% to/from the north via March Road; 20% to/from the south via March Road; 20% to/from the north via Moodie Drive; and 50% to/from the south via Moodie Drive. 100% Soccer Fields 15% to/from the north via March Road; 10% to/from the south via March Road; 15% to/from the north via Moodie Drive; and 60% to/from the south via Moodie Drive. 100%
Forest & Nature School 30% to/from the north via March Road; 70% to/from the south via March Road; 100%
Based on the foregoing assumed distributions, the following Figures 5 and 6 depict the projected additional site-generated traffic (i.e. traffic generated by the new soccer fields and the forest and nature school) assigned to the study area network.
Figure 5: Projected Site-Generated Traffic - Soccer Fields (Saturday) 9(9)
SITE PARK EQUESTRIAN 16(16) 47(47) CORKSTOWN 16(16) 14(14) 14(14)
HWY 417
LEGEND xx AM Peak Hour veh/h (yy) PM Peak Hour veh/h Signalized Intersection
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Figure 6: Projected Site-Generated Traffic - Forest & Nature School (Weekday)
SITE SCHOOL 37(40) CORKSTOWN
41(35)
HWY 417
LEGEND xx AM Peak Hour veh/h (yy) PM Peak Hour veh/h Signalized Intersection
As previously mentioned, the proposed forest and nature school portion of the site is not anticipated to generate traffic during a typical weekend and the critical time periods for the soccer field portion of the site are considered to be Saturday morning and afternoon peak hours.
4.0 PROJECTED CONDITIONS
4.1 Traffic Volumes For the purpose of this assessment, total projected traffic volumes were derived by layering the projected site-generated traffic from the proposed development onto existing traffic volumes at study area intersections. The resultant total projected Saturday morning and afternoon peak hour traffic volumes at study area intersections is depicted as Figure 7. The total projected weekday morning and afternoon peak hour traffic volumes at the March Road/Corkstown Road intersection is depicted as Figure 8.
Figure 7: Total Projected Saturday Peak Hour Traffic Volumes 19(16) 190(253) 0(0)
SITE PARK EQUESTRIAN 31(57) 84(159) 0(12) 3(22) 9(6) CORKSTOWN 31(74) 7(0) 35(17) 49(29) 22(36)
HWY 417
LEGEND xx AM Peak Hour veh/h (yy) PM Peak Hour veh/h Signalized Intersection
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Figure 8: Total Projected Weekday Peak Hour Traffic Volumes
SITE SCHOOL 37(40) CORKSTOWN 18(45)
41(35) 50(208)
HWY 417
LEGEND xx AM Peak Hour veh/h (yy) PM Peak Hour veh/h Signalized Intersection
4.2 Intersection Operations The following Table 3 summarizes the projected performance of study area intersections based the total projected peak hour traffic volumes depicted in Figure 7 and Figure 8. The detailed projected intersection performance output from Synchro 8 for study area intersections is included as Appendix F.
Table 3: Projected Study Area Intersection Performance AM Peak PM Peak Intersection Max. v/c; or Max. v/c; or LOS Movement LOS Movement Delay (sec) Delay (sec) Saturday March/ 21 sec C WBL 33 sec D WBL Corkstown Corkstown/ 9 sec A SB 9 sec A SB Main Site Access Corkstown/ 10 sec B SB 10 sec B SB Soccer Access Moodie/ 0.38 A EB 0.55 A EB Corkstown Weekday March/ N/A N/A F WBL F WBL Corkstown (v/c = 27.42) (v/c = 5.24) Corkstown/ 9 sec A SB 9 sec A SB School 4.2.1 Saturday Peak Hours A shown in Table 3, assuming no geometric modifications (e.g. no additional turn lanes, etc.) or additional intersection control (e.g. All-Way STOP control, signalization, etc.), study area
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intersections are projected to continue operating within the City’s acceptable standards, similar to existing conditions.
It should be noted that for analysis purposes, only two site driveway connections to Corkstown Road were assumed. This is a conservative approach given the subject site has six driveway connections (two one-way connections and one rarely used service road connection to the campground, one main access to the equestrian park, and two gated connections for the soccer field and special events) to spread the load of site-generated traffic.
Based on total projected volumes and a Ministry of Transportation Ontario (MTO) warrant analysis, additional auxiliary turn lanes are not warranted at the proposed accesses. Additionally, the projected performance of the proposed accesses do not trigger additional intersection control.
The detailed MTO auxiliary turn lane warrant analysis is included as Appendix G. 4.2.2 Weekday Peak Hours As shown in Table 3 , the March/Corkstown intersection is anticipated to deteriorate further, and continue to operate with at a LOS F. The results of the analysis should be treated with caution as the Synchro software is unable to compute accurate results for intersections failing to this extent. The Synchro model does not reflect the platooning of vehicles from the intersections to the north and south. As identified in Section 2.6 , the ability to complete the westbound left turn movement in two stages combined with platooning of vehicles from the intersections to the north and south is anticipated to reduce the critical delay on the westbound approach to this intersection. Signals have been recommended to address the existing background condition.
Further analysis has been completed to show the operating conditions at the March/Corkstown intersection if traffic signals are implemented. The foregoing analysis suggests the March/Corkstown intersection will operate with a LOS D during the morning and afternoon peak hours.
Based on total projected volumes and a Ministry of Transportation Ontario (MTO) warrant analysis, additional auxiliary turn lanes are not warranted at the existing campground accesses that would be used for the proposed forest and nature school. Additionally, the projected performance of the existing accesses does not trigger additional intersection control.
The detailed MTO auxiliary turn lane warrant analysis is included as Appendix G.
5.0 DEMONSTRATION / CONCEPT PLAN REVIEW This section provides a review of site circulation, parking, access requirements, transit, and pedestrian/cycling facilities. 5.1 Site Circulation Based on the information provided, there are no plans to modify the existing driveway connections or the existing layout of the subject site. Given the current site can accommodate two-way traffic effectively, modifications to the existing driveway connections and the current layout of the subject site are not required.
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5.2 Parking For the proposed expanded soccer facilities, no additional parking is proposed. It is our expectation that the existing gravel lots will continue to be sufficient. The existing gravel lot adjacent to the soccer fields can accommodate approximately 150 vehicles and additional capacity is planned to be accommodated on the adjacent grass areas. With respect to the City’s Zoning By-Law, a minimum of 4 parking spaces per sports field is required for the expanded soccer facilities.
Any parking required for the forest and nature school can be assessed at the Site Plan stage, as a condition of the holding zone once more detail about the actual design is confirmed. 5.3 Access Requirements As mentioned previously, auxiliary turn lanes and additional intersection control are not required at the accesses to accommodate the projected site generated traffic. 5.4 Transit As previously mentioned, OC Transpo bus service is currently provided via Routes #92, #93, #96 and #152 and bus stops are located at the HWY 417 Moodie on/off-ramps, approximately 275 m and 600 m south of the Moodie/Corkstown intersection. Located approximately 65 m south of the Moodie/Corkstown intersection, there are currently bus stops provided for Route #152, which provides periodic service throughout the day (i.e. 2 or 3 buses a day).
A new transit station is under construction near Corkstown Road, east of Moodie Drive, as part of West Transitway Extension. The new transit station will greatly improve future bus service to/from the site, particularly for special events. The extension of LRT from Bayshore Station to Moodie Station would provide more efficient transit service to/from site on a day-to-day basis, as well as during large concert and festival events. Further discussion of how these two transit improvements are expected to benefit the site during large concert and festival events is provided below in Section 7.0 . 5.5 Pedestrians/Cyclists Pedestrian and cycling facilities are currently provided within the vicinity of the subject site in the form of paved shoulders, dedicated bike lanes, and multi-use pathways, as discussed in Section 2.4. In terms of bicycle parking, on-site bicycle parking will be provided in accordance with the City’s Zoning By-Law requirements.
Strategies for accommodating pedestrian movements during large concert and festival events are reviewed below in Section 7.0 .
6.0 COMMUNITY IMPACTS The proposed development will be accessed from Corkstown Road, which links to two arterial roadways (March Road and Moodie Drive). The majority of traffic is anticipated to arrive/depart the study area via March Road and Moodie Drive. The nearest local neighbourhood streets are in the Crystal Bay community approximately 1km to the east with access from Carling Avenue and Corkstown Road east of Moodie Drive, and the Beaverbrook community approximately 1.5km to the west with access from Campeau Drive and Teron Road, north and south of the March Road/Corkstown Road intersection.
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The additional soccer fields and forest and nature school are not anticipated to have a significant impact on local neighbourhood streets. The number of on-site parking spaces will meet the minimum requirements of the City’s ZBL. Parking infiltration onto adjacent roadways is not anticipated.
The isolated location of the site helps to offset any minor disruptions that may occur a few times a year as a result of large concerts and festivals. If required, a traffic management plan will be prepared to address the size of the event, the expected attendance and proposed access arrangements, for review and approval by SEAT.
7.0 SPECIAL EVENTS As requested by City staff, the following provides a summary of the traffic patterns that were observed during the Shania Twain concert on June 27, 2015. While the traffic management plan for each large concert or festival event is likely to be somewhat unique, a review of the traffic patterns at 2015 concert provides valuable insight on how future traffic management plans can be improved and refined.
A one-day concert took place on the western portion of Wesley Clover Parks on Saturday June 27 th , 2015. The event hosted approximately 19,400 spectators. The doors opened at 2:00PM but event go-ers showed up throughout the morning. The concert ended at 11:00PM with departures from the site occurring gradually over a two-hour period.
In advance of the concert, Novatech and Wesley Clover Parks, with the assistance of SEAT, developed a comprehensive Traffic Management Plan for all event-goers accessing Wesley Clover Parks on the date of the concert. The details of each required traffic management plan are likely to be unique and tailored to the size of the event, the expected attendance and proposed access arrangements. The plan for the 2015 concert event covered multi-modal transportation options as follows:
• Parking was provided on-site for VIP, media and persons with disabilities. • All other parking was provided off-site at the former Nortel Campus and the Canadian Tire Centre (CTC). Private shuttle buses brought people from the off-site parking to the event. • Pick-ups and drop-offs from private vehicles and taxis took place on-site. • OC Transpo bus stops at Moodie Drive and HWY 417 were served by Transitway routes. • Bicycle parking was provided on-site. • Temporary pedestrian facilities were provided along Moodie Drive and Corkstown Road connecting to shuttle bus and OC Transpo bus stops.
A full scale copy of the Traffic Management Plan can be found in Appendix H. 7.1 Data Collection A review of data collected on the day of the concert suggests:
• Approximately 12,000 spectators drove and parked for the concert; • Approximately 5,000 spectators were dropped off on-site; • Less than 1% of event go-ers travelled by bicycle; and • Walking trips to/from the site were negligible.
Novatech Page 15 Transportation Brief Wesley Clover Parks
As identified in the Traffic Management Plan, 800 spectators were anticipated to camp in the Wesley Clover Parks campground on the weekend of the concert. Based on the above it was assumed that 1600 spectators used public transit to travel to/from the site. 7.2 Arrival and Departure Rates The arrival pattern was spread out throughout the afternoon and into the evening. A peak hour occurred between 2:00PM and 3:00PM, where approximately 22% of the vehicles arrived at the former Nortel Campus. Based on the foregoing, it can be assumed that approximately 20%-25% of all event go-ers arrived between 2:00PM and 3:00PM. By comparison, the departure pattern from the former Nortel Campus parking lot identifies a greater peak rate of up to 35%-40% per hour between 11:00PM and 1:00AM. 7.3 Discussion Observations throughout the event suggested that pedestrian and vehicle access to the site was adequately accommodated with peak arrivals relatively spread out across the afternoon period. Following the concert, spectators exited the venue over a two-hour period which may be considered acceptable for an event with close to 20,000 spectators. A longer departure period is consistent with other large events in the Ottawa area, at venues such as the Canadian Tire Centre or Lansdowne park. However, a few areas of concern were identified where improvements to the traffic management plan should be considered to address the departure period for future events of a similar nature. 7.3.1 Capacity Constraints Through on-site observations on the night of the concert, it was evident that the Moodie/Corkstown intersection was operating over capacity following the concert. The failure of this intersection was primarily associated with the high vehicle volumes (unplanned pick-up trips) and pedestrian volumes following the concert. The congestion at this intersection contributed to longer trip times for shuttle buses, increasing wait times for spectators departing the concert, as well as additional delay in vehicle departure times. To avoid these delays in the future, reductions in pedestrian volumes at the Moodie/Corkstown intersection would be advantageous. Improved notification of off-site pedestrian drop-off/pick-up strategy (i.e. drop-off/pick-up off-site and shuttle to/from the concert) would also reduce the number of vehicles entering and exiting the site via the Moodie/Corkstown intersection.
Through video review, it was observed that a majority of the pedestrians crossed Moodie Drive (west to east) upon arriving at the intersection. To accommodate the steady stream of pedestrians crossing west to east, the police officers controlling the intersection were providing pedestrian scramble phases (all vehicles stop to allow pedestrians to cross on all approaches) in which all vehicles were stopped for time periods of approximately 60 seconds. While this approach addressed pedestrian flows arriving at the intersection, this limited capacity of the intersection for motor vehicles and allowed high volumes of pedestrians to cross to the east side of Moodie Drive where no designated walking facility was available. There is limited transit service at the Moodie/Corkstown intersection and therefore the pedestrian desire lines are primarily towards the transitway stops at the HWY 417 off-ramps.
The following recommendations are provided to address the observed capacity constraints at the Moodie/Corkstown intersection:
1. Provide a direct pedestrian connection to the existing/future Moodie Station. This approach would both limit the pedestrian walking distances to transit and limit the volumes at the Moodie/Corkstown intersection. Sufficient pedestrian fencing would be provided to
Novatech Page 16 Transportation Brief Wesley Clover Parks
ensure that pedestrian crossings are limited to the designated controlled crossing locations.
As noted in Section 5.4 , the future Moodie Station is expected to greatly improve future bus service to/from the site, particularly for large concert or festival events. Providing a safe, direct pedestrian connection between the site and the new transit station is a key consideration for future traffic management plans.
2. Pursue further discussions with OC Transpo regarding the provision of service to the site. In preparation for the 2015 concert event, concerns were raised by OC Transpo regarding the provision of service across the uncontrolled rail crossing along Corkstown Road midway between the campground and equestrian portions of the site. Allowing OC Transpo buses to exit the site via the Moodie/Corkstown intersection would avoid the issue of the uncontrolled rail crossing and increase the capacity at the Moodie/Corkstown intersection by removing the significant pedestrian crossing volumes. 7.3.2 Shuttle Operations Corkstown Road was limited to one-way flow westbound west of the access to Wesley Clover Parks which allowed shuttle services for the CTC to pick-up and drop-off passengers in the north lane, while the westbound traffic could bypass the stopped vehicles in the south lane. This one- way operation required all shuttle services to return through the Moodie/Corkstown intersection where the above noted capacity constraints created additional delays. Furthermore, the shuttles to/from the former Nortel Campus entered the site at the same location as the VIP parking, taxis and unplanned spectator pick-up/drop-off, further increasing delays to shuttle service. Developing a separate off-street shuttle bus loading area for future off-site buses with a separate entrance from the VIP, taxi and spectator pick-up/drop-off area would provide several advantages such as:
• Greater flexibility in shuttle routing (to/from March Road) and therefore opportunities to avoid interaction with pedestrians walking to/from OC Transpo stops. • A single loading area for all shuttle routes simplifying on-site signage and staff directions to spectators exiting the venue. Separation between shuttle routes could be addressed in a single loading area with clear pedestrian signage, fencing and on-site staff. An on-site waiting area would also provide better opportunities to corral pedestrians into a queue. • Two vehicle accesses to the area (March Road and Moodie Drive) provide greater flexibility in the case of a collision or unanticipated delays in the area. • Limiting temporary traffic control measures would be particularly beneficial when hosting larger events which span multiple days.
7.3.3 Pedestrian Movements As previously identified, pedestrian movements are believed to have significantly contributed to congestion at the Moodie/Corkstown intersection. Consideration should be given to improving or increasing pedestrian signage and designated staff to direct spectators as they depart the venue. In particular, the following should be considered:
Shuttle Service • A single pedestrian bus loading area to simplify on-site signage for shuttles. • Pedestrian fencing, signage and staff at the shuttle bus loading area to corral pedestrians into appropriate queues for buses.
Novatech Page 17 Transportation Brief Wesley Clover Parks
OC Transpo Buses • Clear pedestrian signage directing pedestrians to bus stops at Moodie/Highway 417, and the new Moodie Station. • Clear signage at OC Transpo bus stops identifying the direction of travel for those unfamiliar with the area. • Limiting pedestrian crossings to the east side of Moodie Drive at Corkstown Road where no pedestrian walking facility is available. This may be achieved by providing long waiting times to cross and having staff positioned on the west side of Moodie Drive directing pedestrians to continue south on the west site of Moodie Drive. • Consider providing a direct pedestrian connection to the existing/future Moodie transitway station. • Alternatively, consider the provision of OC Transpo service to the site by allowing buses to exit the site via the Moodie/Corkstown intersection and avoid the uncontrolled rail crossing on Corkstown Road.
It is expected that a higher transit modal share will be achieved at future concerts and festival events if the planned LRT extension from Bayshore to Moodie is advanced. Bus routes from Kanata and Stittsville would connect with the O-Train Confederation Line at Moodie Station. Spectators travelling to/from the downtown area and other central locations would enjoy reduced travel times, and the comfort and reliability of the train.
8.0 CONCLUSIONS AND RECOMMENDATIONS Based on the results of the foregoing analysis, the main findings, conclusions and recommendations of this report are as follows:
Intersection Operations & Concept Plan Review • Study area intersections are currently operating acceptably during Saturday morning and afternoon peak hours. Also during peak hours, 95 th percentile queues were estimated to be no more than 2 or 3 vehicles at study area intersections.
• The March/Corkstown intersection is currently failing during the weekday morning and afternoon peak hours. The results of this analysis should be treated with caution as the Synchro model does not reflect the platooning of vehicles from the intersections to the north and south and the westbound left turn movement can be completed in two stages.
• Traffic signalization warrants suggest the March/Corkstown intersection is currently 10% justified. It is noted that the side street approach governs the signalization justification.
• Possible mitigation measures for the existing failing traffic condition at the March/Corkstown intersection could include closure of the existing median break or installation of traffic control signals.
• Closure of the median break at the March/Corkstown intersection would have an impact on area wide traffic patterns and would require further study beyond the scope of this report.
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• Although the signalization warrants are not justified, signalization of the March/Corkstown intersection is recommended for safety reasons and to alleviate extensive delays on the westbound approach during weekday morning and afternoon peak hours.
• Signals are recommended at the March/Corkstown intersection to address the existing failing operating condition, regardless of any further development in the area. The failing operating conditions should be addressed through a City-led initiative and is not the responsibility of the developer.
• The proposed forest and nature school portion of the site is projected to generate approximately 75 to 80 veh/h during the weekday morning and afternoon peak hours and no traffic during a typical weekend.
• The proposed expanded soccer facilities are projected to generate approximately 120 veh/h during the Saturday morning and afternoon peak hours.
• The proposed festival grounds portion of the site is intended for special events only, and is not expected to generate a notable increase in site-generated traffic during a typical weekday or weekend.
• Large concerts and festivals periodically hosted on the subject site may require special permits accompanied by a traffic management plan to be reviewed by the City’s Special Event Advisory Team (SEAT). SEAT facilitates cross-organizational coordination of events logistics and meets regularly to review and provide recommendations in relation to proposed special events.
• Based on total projected volumes, study area intersections are projected to operate similar to existing conditions during Saturday morning and afternoon peak hours.
• The March/Corkstown intersection would operate under acceptable conditions with the implementation of traffic control signals.
• The existing gravel lot adjacent to the soccer fields can accommodate approximately 150 vehicles and additional capacity is planned to be accommodated on the adjacent grass areas. Any parking required for the forest and nature school can be assessed at the Site Plan stage, as a condition of the holding zone once more detail about the actual design is confirmed.
• On-site bicycle parking will be provided in accordance with the City’s Zoning By-Law requirements.
• A new transit station is under construction near Corkstown Road, east of Moodie Drive, as part of West Transitway Extension. The new transit station will greatly improve future bus service to/from the site, particularly for special events.
• The extension of LRT from Bayshore Station to Moodie Station would provide more efficient transit service to/from site on a day-to-day basis, as well as during large concert and festival events.
Novatech Page 19 Transportation Brief Wesley Clover Parks
• The additional soccer fields and forest and nature school are not anticipated to have a significant impact on local neighbourhood streets. Parking infiltration onto adjacent roadways is not anticipated.
• The isolated location of the site helps to offset any minor disruptions that may occur a few times a year as a result of large concerts and festivals. If required, a traffic management plan will be prepared to address the size of the event, the expected attendance and proposed access arrangements, for review and approval by SEAT.
Special Event Review The following are recommendations for consideration when preparing for a future large event:
• Pedestrian connections between the venue and the existing/future Moodie Station should be developed to minimize pedestrians at the Corkstown/Moodie intersection. In addition, further discussions with OC Transpo regarding the provision of service to the site could be pursued. Complimentary signage should be provided to ensure event go-ers reach the appropriate bus stop in an efficient manner.
• An on-site location for shuttle buses to load and unload passengers is recommended. The location should be selected to provide a separate site access from the general-purpose access for VIP parking, taxis and pick-up/drop-off. This will provide opportunities to appropriately corral and queue pedestrians on-site, provide flexibility in the shuttle routes to adjust to capacity constraints or incidents, and limit temporary traffic control measures along Corkstown Road.
• Revise shuttle routes to limit their interaction with general purpose traffic.
• Identify key locations for signage, staff and OPS to direct and corral pedestrians; minimizing confusion of spectators and limiting their influence upon the traffic flow surrounding the venue.
• It is expected that a higher transit modal share will be achieved at future concert and festival events if the planned LRT extension from Bayshore to Moodie is advanced. Spectators travelling to/from the downtown area and other central locations would enjoy reduced travel times, and the comfort and reliability of the train.
Based on the foregoing, the proposed soccer fields, forest & nature school, and festival grounds (i.e. theatre use) on the lands municipally known as 401 and 411 Corkstown Road are recommended from a transportation perspective.
Novatech Page 20
Appendix A Demonstration Plan
WESLEY CLOVER PARKS DEMONSTRATION PLAN
DATE JOB DEC 2016 113243
Engineers, Planners & Landscape Architects Landscape & Planners Engineers, M:\2013\113243\CAD\Landscape\1-Plans\113243-FigureTemplate.dwg, 11x17 Landscape, Dec 09, 2016 - 1:53pm, mtrouten 09, 2016 - 1:53pm, Dec 11x17 Landscape, M:\2013\113243\CAD\Landscape\1-Plans\113243-FigureTemplate.dwg, SHT11x17.DWG - 279mmx432mm
Appendix B Collision Records
Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 CORKSTOWN RD & MARCH RD Former Municipality: Nepean Traffic Control: Stop sign Number of Collisions: 5 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 1 2012-04-12 Thu 07:35 Clear Daylight Sideswipe P.D. only V1 S Dry Changing lanes Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle 2 2012-07-20 Fri 12:30 Clear Daylight Sideswipe P.D. only V1 S Dry Changing lanes Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle 3 2012-12-13 Thu 16:30 Clear Dusk Sideswipe P.D. only V1 S Dry Changing lanes Pick-up truck Other motor vehicle 0 V2 S Dry Turning left Automobile, station Other motor vehicle 4 2013-05-07 Tue 21:50 Clear Dark Rear end P.D. only V1 W Dry Turning right Pick-up truck Other motor vehicle 0 V2 W Dry Turning right Pick-up truck Other motor vehicle 5 2013-05-09 Thu 18:00 Clear Daylight Rear end P.D. only V1 W Dry Turning left Automobile, station Other motor vehicle 0 V2 W Dry Turning left Automobile, station Other motor vehicle
(Note: Time of Day = "00:00" represents unknown collision time Friday, February 03, 2017 Page 1 of 1 City Operations - Transportation Services Collision Details Report - Public Version
From: January 1, 2014 To: January 1, 2015 Location: CORKSTOWN RD @ MARCH RD Traffic Control: Stop sign Total Collisions: 3 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Mar-06, Thu,17:39 Clear Rear end P.D. only Dry South Slowing or stopping Automobile, Other motor station wagon vehicle South Stopped Automobile, Other motor station wagon vehicle South Stopped Automobile, Other motor station wagon vehicle South Stopped Pick-up truck Other motor vehicle
2014-Aug-08, Fri,21:29 Clear Rear end P.D. only Dry North Going ahead Automobile, Other motor station wagon vehicle North Slowing or stopping Automobile, Other motor station wagon vehicle
2014-Oct-06, Mon,09:40 Clear Angle P.D. only Dry West Turning left Other Other motor vehicle North Going ahead Automobile, Other motor station wagon vehicle
Friday, February 03, 2017 Page 1 of 1
Appendix C Traffic Count Information
240 Michael Cowpland Drive, Suite 200 Kanata ON, K2M 1P6
Weather: File Name : Corkstown&WCP Soccer Access Serial Number: T12-1612 Site Code : 00116019 Collected By: Harry Fang Start Date : 14/05/2016 Notes: Page No : 1
Groups Printed- Passenger Vehicles - Light Trucks - Heavy Trucks WCP Soccer Access Corkstown Road Corkstown Road Southbound Westbound Eastbound Start Time Right Left Peds App. Total Right Thru Peds App. Total Thru Left Peds App. Total Int. Total 07:00 AM 0 3 0 3 23 2 0 25 2 8 0 10 38 07:15 AM 3 0 0 3 11 4 0 15 3 6 0 9 27 07:30 AM 1 3 0 4 20 4 0 24 4 6 0 10 38 07:45 AM 3 4 0 7 11 3 0 14 3 2 0 5 26 Total 7 10 0 17 65 13 0 78 12 22 0 34 129
08:00 AM 5 2 0 7 7 4 0 11 3 3 0 6 24 08:15 AM 3 3 0 6 13 2 0 15 5 3 0 8 29 08:30 AM 3 12 0 15 20 3 0 23 3 5 0 8 46 08:45 AM 3 8 0 11 14 5 0 19 7 6 0 13 43 Total 14 25 0 39 54 14 0 68 18 17 0 35 142
09:00 AM 6 14 0 20 9 0 0 9 7 7 0 14 43 09:15 AM 2 4 0 6 8 4 0 12 6 5 0 11 29 09:30 AM 1 1 0 2 9 3 0 12 9 4 0 13 27 09:45 AM 3 3 0 6 6 5 0 11 4 7 0 11 28 Total 12 22 0 34 32 12 0 44 26 23 0 49 127
*** BREAK ***
04:00 PM 6 16 0 22 0 2 0 2 6 2 0 8 32 04:15 PM 2 14 0 16 3 8 0 11 7 1 0 8 35 04:30 PM 4 10 0 14 0 4 0 4 11 3 0 14 32 04:45 PM 6 14 0 20 0 3 0 3 8 1 0 9 32 Total 18 54 0 72 3 17 0 20 32 7 0 39 131
05:00 PM 10 37 0 47 2 6 0 8 11 0 0 11 66 05:15 PM 11 24 0 35 4 8 0 12 8 2 0 10 57 05:30 PM 14 37 0 51 1 7 0 8 9 0 0 9 68 05:45 PM 1 8 0 9 0 3 0 3 7 1 0 8 20 Total 36 106 0 142 7 24 0 31 35 3 0 38 211
06:00 PM 1 1 0 2 1 4 0 5 9 0 0 9 16 06:15 PM 1 2 0 3 0 4 0 4 2 1 0 3 10 06:30 PM 0 1 0 1 10 2 0 12 7 5 0 12 25 06:45 PM 1 2 0 3 3 8 0 11 8 5 0 13 27 Total 3 6 0 9 14 18 0 32 26 11 0 37 78
Grand Total 90 223 0 313 175 98 0 273 149 83 0 232 818 Apprch % 28.8 71.2 0 64.1 35.9 0 64.2 35.8 0 Total % 11 27.3 0 38.3 21.4 12 0 33.4 18.2 10.1 0 28.4 Passenger Vehicles 88 221 0 309 173 96 0 269 146 82 0 228 806 % Passenger Vehicles 97.8 99.1 0 98.7 98.9 98 0 98.5 98 98.8 0 98.3 98.5 Light Trucks 1 2 0 3 2 2 0 4 3 0 0 3 10 % Light Trucks 1.1 0.9 0 1 1.1 2 0 1.5 2 0 0 1.3 1.2 Heavy Trucks 1 0 0 1 0 0 0 0 0 1 0 1 2 % Heavy Trucks 1.1 0 0 0.3 0 0 0 0 0 1.2 0 0.4 0.2 240 Michael Cowpland Drive, Suite 200 Kanata ON, K2M 1P6
Weather: File Name : Corkstown&WCP Soccer Access Serial Number: T12-1612 Site Code : 00116019 Collected By: Harry Fang Start Date : 14/05/2016 Notes: Page No : 2
WCP Soccer Access Out In Total 255 309 564 2 3 5 1 1 2 258 313 571
88 221 0 1 2 0 1 0 0 90 223 0 Right Left Peds 6 2 Out 412 420 372 367 Right 0 1 Corkstown Road Total 175 173 0 5 82 83 North 0 2 Left 14/05/2016 07:00 AM 3 1
14/05/2016 06:45 PM Thru 3 0 In 228 232 273 269 In 98 96 146 149 0 2 0 4 Thru Passenger Vehicles
Light Trucks Peds 0 0 0 0 3 1
Heavy Trucks Total Corkstown Road 0 0 0 0 184 188 645 636 Peds Out 0 9 240 Michael Cowpland Drive, Suite 200 Kanata ON, K2M 1P6
Weather: File Name : Corkstown&WCP Soccer Access Serial Number: T12-1612 Site Code : 00116019 Collected By: Harry Fang Start Date : 14/05/2016 Notes: Page No : 3
WCP Soccer Access Corkstown Road Corkstown Road Southbound Westbound Eastbound Start Time Right Left Peds App. Total Right Thru Peds App. Total Thru Left Peds App. Total Int. Total Peak Hour Analysis From 07:00 AM to 01:00 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:15 AM 08:15 AM 3 3 0 6 13 2 0 15 5 3 0 8 29 08:30 AM 3 12 0 15 20 3 0 23 3 5 0 8 46 08:45 AM 3 8 0 11 14 5 0 19 7 6 0 13 43 09:00 AM 6 14 0 20 9 0 0 9 7 7 0 14 43 Total Volume 15 37 0 52 56 10 0 66 22 21 0 43 161 % App. Total 28.8 71.2 0 84.8 15.2 0 51.2 48.8 0 PHF .625 .661 .000 .650 .700 .500 .000 .717 .786 .750 .000 .768 .875 Passenger Vehicles 15 37 0 52 56 10 0 66 21 21 0 42 160 % Passenger Vehicles 100 100 0 100 100 100 0 100 95.5 100 0 97.7 99.4 Light Trucks 0 0 0 0 0 0 0 0 1 0 0 1 1 % Light Trucks 0 0 0 0 0 0 0 0 4.5 0 0 2.3 0.6 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 % Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0
WCP Soccer Access Out In Total 77 52 129 0 0 0 0 0 0 77 52 129
15 37 0 0 0 0 0 0 0 15 37 0 Right Left Peds
Peak Hour Data 1 0 67 68 Out Right 59 58 0 0 Corkstown Road Total 0 1 21 21 North 56 56 0 0 Left Peak Hour Begins at 08:15 AM 1 0
Thru 42 43 1 0 In 21 22 In Passenger Vehicles 10 10 66 66 0 0 0 0 Thru Light Trucks
Heavy Trucks Peds 0 0 0 0 0 0 Total 25 25 Corkstown Road 0 0 0 0 125 124 Peds Out 0 1 240 Michael Cowpland Drive, Suite 200 Kanata ON, K2M 1P6
Weather: File Name : Corkstown&WCP Soccer Access Serial Number: T12-1612 Site Code : 00116019 Collected By: Harry Fang Start Date : 14/05/2016 Notes: Page No : 4
WCP Soccer Access Corkstown Road Corkstown Road Southbound Westbound Eastbound Start Time Right Left Peds App. Total Right Thru Peds App. Total Thru Left Peds App. Total Int. Total Peak Hour Analysis From 01:15 PM to 06:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 6 14 0 20 0 3 0 3 8 1 0 9 32 05:00 PM 10 37 0 47 2 6 0 8 11 0 0 11 66 05:15 PM 11 24 0 35 4 8 0 12 8 2 0 10 57 05:30 PM 14 37 0 51 1 7 0 8 9 0 0 9 68 Total Volume 41 112 0 153 7 24 0 31 36 3 0 39 223 % App. Total 26.8 73.2 0 22.6 77.4 0 92.3 7.7 0 PHF .732 .757 .000 .750 .438 .750 .000 .646 .818 .375 .000 .886 .820 Passenger Vehicles 41 111 0 152 7 24 0 31 36 3 0 39 222 % Passenger Vehicles 100 99.1 0 99.3 100 100 0 100 100 100 0 100 99.6 Light Trucks 0 1 0 1 0 0 0 0 0 0 0 0 1 % Light Trucks 0 0.9 0 0.7 0 0 0 0 0 0 0 0 0.4 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 % Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0
WCP Soccer Access Out In Total 10 152 162 0 1 1 0 0 0 10 153 163
41 111 0 0 1 0 0 0 0 41 112 0 Right Left Peds
Peak Hour Data 0 0 Out 104 104 148 147 Right 3 0 0 3 Corkstown Road Total
North 0 1 7 0 0 7 Left Peak Hour Begins at 04:45 PM 0 0
Thru 39 39 0 0 In 36 36 In Passenger Vehicles 24 24 31 31 0 0 0 0 Thru Light Trucks
Heavy Trucks Peds 0 0 0 0 0 0 Total 65 65 Corkstown Road 0 0 0 0 179 178 Peds Out 0 1 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: Clear File Name : Corkstown&Moodie Serial Number: T-12-1614 Site Code : 00116019 Collected By: Matt Donald Start Date : 28/05/2016 Notes: Page No : 1
Groups Printed- Passenger Vehicles - Light Trucks - Heavy Trucks Moodie Drive Corkstown Road Moodie Drive Corkstown Road From North From East From South From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total 07:00 AM 0 18 0 0 18 0 0 0 1 1 0 21 1 0 22 1 0 0 0 1 42 07:15 AM 1 20 0 0 21 0 0 0 3 3 0 21 2 0 23 0 0 0 5 5 52 07:30 AM 1 23 0 0 24 0 0 0 8 8 0 17 2 0 19 1 0 0 1 2 53 07:45 AM 0 37 0 0 37 0 0 2 6 8 1 31 1 0 33 4 0 2 2 8 86 Total 2 98 0 0 100 0 0 2 18 20 1 90 6 0 97 6 0 2 8 16 233
08:00 AM 2 29 0 0 31 0 0 0 8 8 0 24 4 0 28 7 0 0 5 12 79 08:15 AM 1 36 0 0 37 0 0 0 11 11 0 39 2 1 42 0 0 0 1 1 91 08:30 AM 1 56 0 0 57 0 0 2 5 7 2 29 13 0 44 5 0 3 3 11 119 08:45 AM 1 41 0 0 42 0 0 0 9 9 0 36 5 1 42 15 0 1 7 23 116 Total 5 162 0 0 167 0 0 2 33 35 2 128 24 2 156 27 0 4 16 47 405
09:00 AM 2 57 0 0 59 0 0 0 16 16 0 27 7 0 34 8 0 0 8 16 125 09:15 AM 1 72 0 1 74 0 0 0 14 14 0 44 0 2 46 15 0 2 14 31 165 09:30 AM 1 77 0 3 81 0 0 0 15 15 0 34 5 0 39 9 0 4 6 19 154 09:45 AM 2 71 0 1 74 0 0 0 18 18 0 61 7 0 68 6 0 0 4 10 170 Total 6 277 0 5 288 0 0 0 63 63 0 166 19 2 187 38 0 6 32 76 614
*** BREAK ***
04:00 PM 2 55 1 0 58 0 0 0 6 6 0 84 5 0 89 9 0 2 1 12 165 04:15 PM 3 68 0 0 71 0 0 0 0 0 0 61 2 0 63 14 0 1 4 19 153 04:30 PM 1 90 0 1 92 0 0 0 5 5 0 72 6 0 78 8 0 0 1 9 184 04:45 PM 1 69 0 2 72 0 0 0 4 4 0 68 9 0 77 7 0 2 6 15 168 Total 7 282 1 3 293 0 0 0 15 15 0 285 22 0 307 38 0 5 12 55 670
05:00 PM 4 65 0 0 69 0 0 0 8 8 0 86 5 0 91 13 0 1 2 16 184 05:15 PM 0 63 0 0 63 0 0 0 2 2 0 67 4 0 71 8 0 4 3 15 151 05:30 PM 2 56 0 0 58 0 0 0 3 3 0 69 6 0 75 29 0 3 2 34 170 05:45 PM 1 61 0 2 64 0 0 0 6 6 0 81 3 0 84 12 0 1 2 15 169 Total 7 245 0 2 254 0 0 0 19 19 0 303 18 0 321 62 0 9 9 80 674
06:00 PM 2 93 0 0 95 0 0 0 1 1 0 61 4 0 65 4 0 1 1 6 167 06:15 PM 0 91 0 0 91 0 0 0 12 12 1 76 5 0 82 4 0 1 0 5 190 06:30 PM 1 67 0 0 68 0 0 0 2 2 0 50 1 0 51 1 0 0 3 4 125 06:45 PM 1 72 0 0 73 0 0 0 2 2 0 53 3 0 56 0 0 2 7 9 140 Total 4 323 0 0 327 0 0 0 17 17 1 240 13 0 254 9 0 4 11 24 622
Grand Total 31 1387 1 10 1429 0 0 4 165 169 4 1212 102 4 1322 180 0 30 88 298 3218 Apprch % 2.2 97.1 0.1 0.7 0 0 2.4 97.6 0.3 91.7 7.7 0.3 60.4 0 10.1 29.5 Total % 1 43.1 0 0.3 44.4 0 0 0.1 5.1 5.3 0.1 37.7 3.2 0.1 41.1 5.6 0 0.9 2.7 9.3 Passenger Vehicles 31 1379 1 10 1421 0 0 4 165 169 4 1201 100 4 1309 177 0 30 88 295 3194 % Passenger Vehicles 100 99.4 100 100 99.4 0 0 100 100 100 100 99.1 98 100 99 98.3 0 100 100 99 99.3 Light Trucks 0 6 0 0 6 0 0 0 0 0 0 9 2 0 11 2 0 0 0 2 19 % Light Trucks 0 0.4 0 0 0.4 0 0 0 0 0 0 0.7 2 0 0.8 1.1 0 0 0 0.7 0.6 Heavy Trucks 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 5 % Heavy Trucks 0 0.1 0 0 0.1 0 0 0 0 0 0 0.2 0 0 0.2 0.6 0 0 0 0.3 0.2 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: Clear File Name : Corkstown&Moodie Serial Number: T-12-1614 Site Code : 00116019 Collected By: Matt Donald Start Date : 28/05/2016 Notes: Page No : 2
Moodie Drive Out In Total 1231 1421 2652 9 6 15 2 2 4 1242 1429 2671
31 1379 1 10 0 6 0 0 0 2 0 0 31 1387 1 10 Right Thru Left Peds Right 4 1 0 0 Out 30 30 426 431 0 0 0 0 Left Corkstown Road Total
North 5 0 0 5 Thru 0 0 0 0 28/05/2016 07:00 AM
2 1 28/05/2016 06:45 PM 0 0 0 0 Thru In 295 298 169 169 In Left 0 0 2 1 Passenger Vehicles
177 180 Light Trucks 4 0 0 4 Right 2 0
Heavy Trucks Total Peds Corkstown Road 131 133 0 0 174 174 165 165 Out 88 88 0 0 0 0 Peds
Left Thru Right Peds 100 1201 4 4 2 9 0 0 0 2 0 0 102 1212 4 4
1560 1309 2869 8 11 19 3 2 5 1571 1322 2893 Out In Total Moodie Drive 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: Clear File Name : Corkstown&Moodie Serial Number: T-12-1614 Site Code : 00116019 Collected By: Matt Donald Start Date : 28/05/2016 Notes: Page No : 3
Moodie Drive Corkstown Road Moodie Drive Corkstown Road From North From East From South From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 08:15 AM to 09:00 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:15 AM 08:15 AM 1 36 0 0 37 0 0 0 11 11 0 39 2 1 42 0 0 0 1 1 91 08:30 AM 1 56 0 0 57 0 0 2 5 7 2 29 13 0 44 5 0 3 3 11 119 08:45 AM 1 41 0 0 42 0 0 0 9 9 0 36 5 1 42 15 0 1 7 23 116 09:00 AM 2 57 0 0 59 0 0 0 16 16 0 27 7 0 34 8 0 0 8 16 125 Total Volume 5 190 0 0 195 0 0 2 41 43 2 131 27 2 162 28 0 4 19 51 451 % App. Total 2.6 97.4 0 0 0 0 4.7 95.3 1.2 80.9 16.7 1.2 54.9 0 7.8 37.3 PHF .625 .833 .000 .000 .826 .000 .000 .250 .641 .672 .250 .840 .519 .500 .920 .467 .000 .333 .594 .554 .902 Passenger Vehicles 5 189 0 0 194 0 0 2 41 43 2 129 26 2 159 26 0 4 19 49 445
% Passenger Vehicles Light Trucks 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 4 % Light Trucks 0 0.5 0 0 0.5 0 0 0 0 0 0 0.8 3.7 0 1.2 3.6 0 0 0 2.0 0.9 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 0 0 0 1 2 % Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0.8 0 0 0.6 3.6 0 0 0 2.0 0.4
Moodie Drive Out In Total 133 194 327 1 1 2 1 0 1 135 195 330
5 189 0 0 0 1 0 0 0 0 0 0 5 190 0 0 Right Thru Left Peds
Peak Hour Data Right 2 1 4 0 0 4 80 83 Out 0 0 0 0 Left Corkstown Road Total
North 2 0 0 2 Thru 0 0 0 0 Peak Hour Begins at 08:15 AM
1 1 0 0 0 0 49 51 Thru In In Passenger Vehicles 43 43 Left 0 0 1 1 Light Trucks 26 28 Heavy Trucks 2 0 0 2 Right 1 0 Total 31 32 Peds Corkstown Road 0 0 Out 19 19 45 45 41 41 0 0 0 0 Peds
Left Thru Right Peds 26 129 2 2 1 1 0 0 0 1 0 0 27 131 2 2
217 159 376 2 2 4 1 1 2 220 162 382 Out In Total Moodie Drive 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: Clear File Name : Corkstown&Moodie Serial Number: T-12-1614 Site Code : 00116019 Collected By: Matt Donald Start Date : 28/05/2016 Notes: Page No : 4
Moodie Drive Corkstown Road Moodie Drive Corkstown Road From North From East From South From West Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total Peak Hour Analysis From 04:45 PM to 05:30 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 1 69 0 2 72 0 0 0 4 4 0 68 9 0 77 7 0 2 6 15 168 05:00 PM 4 65 0 0 69 0 0 0 8 8 0 86 5 0 91 13 0 1 2 16 184 05:15 PM 0 63 0 0 63 0 0 0 2 2 0 67 4 0 71 8 0 4 3 15 151 05:30 PM 2 56 0 0 58 0 0 0 3 3 0 69 6 0 75 29 0 3 2 34 170 Total Volume 7 253 0 2 262 0 0 0 17 17 0 290 24 0 314 57 0 10 13 80 673 % App. Total 2.7 96.6 0 0.8 0 0 0 100 0 92.4 7.6 0 71.2 0 12.5 16.2 PHF .438 .917 .000 .250 .910 .000 .000 .000 .531 .531 .000 .843 .667 .000 .863 .491 .000 .625 .542 .588 .914 Passenger Vehicles 7 253 0 2 262 0 0 0 17 17 0 287 24 0 311 57 0 10 13 80 670
% Passenger Vehicles Light Trucks 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 3 % Light Trucks 0 0 0 0 0 0 0 0 0 0 0 1.0 0 0 1.0 0 0 0 0 0 0.4 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Moodie Drive Out In Total 297 262 559 3 0 3 0 0 0 300 262 562
7 253 0 2 0 0 0 0 0 0 0 0 7 253 0 2 Right Thru Left Peds
Peak Hour Data Right 0 0 0 0 Out 10 10 111 111 0 0 0 0 Left Corkstown Road Total
North 0 0 0 0 Thru 0 0 0 0 Peak Hour Begins at 04:45 PM
0 0 0 0 0 0 80 80 Thru In In Passenger Vehicles 17 17 Left 0 0 0 0 Light Trucks 57 57 Heavy Trucks 0 0 0 0 Right 0 0 Total 31 31 Peds Corkstown Road 0 0 Out 13 13 17 17 17 17 0 0 0 0 Peds
Left Thru Right Peds 24 287 0 0 0 3 0 0 0 0 0 0 24 290 0 0
310 311 621 0 3 3 0 0 0 310 314 624 Out In Total Moodie Drive 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : Corkstown&WCP Entrance Serial Number: N/A Site Code : 116019__ Collected By: Start Date : 14/05/2016 Notes: Page No : 1
Groups Printed- Passenger Vehicles - Light Trucks - Heavy Trucks WCP Entrance Corkstown Road Corkstown Road From North From East From West Start Time Right Left Peds App. Total Right Thru Peds App. Total Thru Left Peds App. Total Int. Total 07:00 AM 0 3 0 3 0 3 1 4 7 4 0 11 18 07:15 AM 0 1 0 1 2 5 1 8 8 2 0 10 19 07:30 AM 0 0 0 0 0 4 0 4 6 0 0 6 10 07:45 AM 0 1 0 1 1 5 0 6 7 2 1 10 17 Total 0 5 0 5 3 17 2 22 28 8 1 37 64
08:00 AM 0 0 0 0 2 6 4 12 5 0 0 5 17 08:15 AM 0 1 0 1 3 3 2 8 6 1 0 7 16 08:30 AM 0 0 0 0 2 2 0 4 7 2 0 9 13 08:45 AM 0 0 0 0 4 4 0 8 11 2 1 14 22 Total 0 1 0 1 11 15 6 32 29 5 1 35 68
09:00 AM 0 2 0 2 0 6 0 6 11 2 1 14 22 09:15 AM 2 0 0 2 2 3 1 6 11 1 3 15 23 09:30 AM 1 0 0 1 1 3 6 10 12 2 1 15 26 09:45 AM 2 1 0 3 0 8 9 17 9 1 5 15 35 Total 5 3 0 8 3 20 16 39 43 6 10 59 106
*** BREAK ***
04:00 PM 3 2 0 5 3 7 0 10 6 1 1 8 23 04:15 PM 1 7 0 8 4 6 0 10 2 0 1 3 21 04:30 PM 0 4 0 4 1 6 0 7 8 0 0 8 19 04:45 PM 5 3 0 8 2 7 0 9 6 0 0 6 23 Total 9 16 0 25 10 26 0 36 22 1 2 25 86
05:00 PM 3 11 0 14 3 13 0 16 0 0 0 0 30 05:15 PM 3 4 0 7 0 17 1 18 4 0 1 5 30 05:30 PM 2 4 0 6 1 21 0 22 5 0 0 5 33 05:45 PM 2 6 0 8 1 3 1 5 2 0 0 2 15 Total 10 25 0 35 5 54 2 61 11 0 1 12 108
06:00 PM 0 4 0 4 0 6 0 6 4 0 0 4 14 06:15 PM 0 0 0 0 0 5 0 5 6 0 0 6 11 06:30 PM 2 0 0 2 0 1 0 1 11 0 0 11 14 06:45 PM 1 0 0 1 0 7 0 7 14 1 0 15 23 Total 3 4 0 7 0 19 0 19 35 1 0 36 62
Grand Total 27 54 0 81 32 151 26 209 168 21 15 204 494 Apprch % 33.3 66.7 0 15.3 72.2 12.4 82.4 10.3 7.4 Total % 5.5 10.9 0 16.4 6.5 30.6 5.3 42.3 34 4.3 3 41.3 Passenger Vehicles 26 52 0 78 32 140 0 172 157 20 0 177 427 % Passenger Vehicles 96.3 96.3 0 96.3 100 92.7 0 82.3 93.5 95.2 0 86.8 86.4 Light Trucks 1 2 0 3 0 9 26 35 10 1 15 26 64 % Light Trucks 3.7 3.7 0 3.7 0 6 100 16.7 6 4.8 100 12.7 13 Heavy Trucks 0 0 0 0 0 2 0 2 1 0 0 1 3 % Heavy Trucks 0 0 0 0 0 1.3 0 1 0.6 0 0 0.5 0.6 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : Corkstown&WCP Entrance Serial Number: N/A Site Code : 116019__ Collected By: Start Date : 14/05/2016 Notes: Page No : 2
WCP Entrance Out In Total 52 78 130 1 3 4 0 0 0 53 81 134
26 52 0 1 2 0 0 0 0 27 54 0 Right Left Peds 3 36 Out 343 382 222 209 Right 12 1 0 Corkstown Road Total 1 20 21 North 32 32 0 0 Left 14/05/2016 07:00 AM 1
14/05/2016 06:45 PM Thru 26 1 In 151 140 177 204 209 172 10 In 35 157 168 2 9 2 Thru Passenger Vehicles
Light Trucks Peds 0 0 2 15 15
Heavy Trucks Total 26 26 10 Corkstown Road 0 0 166 178 431 381 Peds Out 47 3 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : Corkstown&WCP Entrance Serial Number: N/A Site Code : 116019__ Collected By: Start Date : 14/05/2016 Notes: Page No : 3
WCP Entrance Corkstown Road Corkstown Road From North From East From West Start Time Right Left Peds App. Total Right Thru Peds App. Total Thru Left Peds App. Total Int. Total Peak Hour Analysis From 08:15 AM to 09:00 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:15 AM 08:15 AM 0 1 0 1 3 3 2 8 6 1 0 7 16 08:30 AM 0 0 0 0 2 2 0 4 7 2 0 9 13 08:45 AM 0 0 0 0 4 4 0 8 11 2 1 14 22 09:00 AM 0 2 0 2 0 6 0 6 11 2 1 14 22 Total Volume 0 3 0 3 9 15 2 26 35 7 2 44 73 % App. Total 0 100 0 34.6 57.7 7.7 79.5 15.9 4.5 PHF .000 .375 .000 .375 .563 .625 .250 .813 .795 .875 .500 .786 .830 Passenger Vehicles 0 3 0 3 9 15 0 24 33 7 0 40 67 % Passenger Vehicles 0 100 0 100 100 100 0 92.3 94.3 100 0 90.9 91.8 Light Trucks 0 0 0 0 0 0 2 2 2 0 2 4 6 % Light Trucks 0 0 0 0 0 0 100 7.7 5.7 0 100 9.1 8.2 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 % Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0
WCP Entrance Out In Total 16 3 19 0 0 0 0 0 0 16 3 19
0 3 0 0 0 0 0 0 0 0 3 0 Right Left Peds
Peak Hour Data 4 0 55 59 Out Right 38 36 7 0 0 7 Corkstown Road Total
North 0 2 9 0 0 9 Left Peak Hour Begins at 08:15 AM 4 0
Thru 40 44 2 0 In 33 35 In Passenger Vehicles 15 15 26 24 0 0 0 2 Thru Light Trucks
Heavy Trucks Peds 0 2 0 2 0 0 Total 15 15 Corkstown Road 2 0 2 0 Peds Out 64 60 0 4 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : Corkstown&WCP Entrance Serial Number: N/A Site Code : 116019__ Collected By: Start Date : 14/05/2016 Notes: Page No : 4
WCP Entrance Corkstown Road Corkstown Road From North From East From West Start Time Right Left Peds App. Total Right Thru Peds App. Total Thru Left Peds App. Total Int. Total Peak Hour Analysis From 04:45 PM to 05:30 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 5 3 0 8 2 7 0 9 6 0 0 6 23 05:00 PM 3 11 0 14 3 13 0 16 0 0 0 0 30 05:15 PM 3 4 0 7 0 17 1 18 4 0 1 5 30 05:30 PM 2 4 0 6 1 21 0 22 5 0 0 5 33 Total Volume 13 22 0 35 6 58 1 65 15 0 1 16 116 % App. Total 37.1 62.9 0 9.2 89.2 1.5 93.8 0 6.2 PHF .650 .500 .000 .625 .500 .690 .250 .739 .625 .000 .250 .667 .879 Passenger Vehicles 12 20 0 32 6 52 0 58 15 0 0 15 105 % Passenger Vehicles 92.3 90.9 0 91.4 100 89.7 0 89.2 100 0 0 93.8 90.5 Light Trucks 1 2 0 3 0 6 1 7 0 0 1 1 11 % Light Trucks 7.7 9.1 0 8.6 0 10.3 100 10.8 0 0 100 6.3 9.5 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 % Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0
WCP Entrance Out In Total 6 32 38 0 3 3 0 0 0 6 35 41
12 20 0 1 2 0 0 0 0 13 22 0 Right Left Peds
Peak Hour Data 8 0 79 87 Out Right 37 35 0 0 0 0 Corkstown Road Total
North 0 2 6 0 0 6 Left Peak Hour Begins at 04:45 PM 1 0
Thru 15 16 0 0 In 15 15 In Passenger Vehicles 58 52 65 58 0 6 0 7 Thru Light Trucks
Heavy Trucks Peds 0 1 0 1 7 0 Total 64 71 Corkstown Road 1 0 1 0 102 Peds Out 93 0 9 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : March&Corkstown Serial Number: T12-1613 Site Code : 00116019 Collected By: Matt Donald Start Date : 14/05/2016 Notes: Page No : 1
Groups Printed- Passenger Vehicles - Light Trucks - Heavy Trucks March Road Corkstown Road March Road From North From East From South Start Time Thru Left Peds App. Total Right Left Peds App. Total Right Thru Peds App. Total Int. Total 07:00 AM 73 5 0 78 1 2 0 3 3 54 1 58 139 07:15 AM 114 4 0 118 1 3 1 5 5 91 2 98 221 07:30 AM 104 4 0 108 3 0 0 3 4 83 0 87 198 07:45 AM 94 4 0 98 2 2 0 4 4 103 1 108 210 Total 385 17 0 402 7 7 1 15 16 331 4 351 768
08:00 AM 139 2 0 141 1 4 0 5 3 94 0 97 243 08:15 AM 173 3 0 176 0 1 0 1 4 149 0 153 330 08:30 AM 186 4 0 190 2 1 0 3 5 164 1 170 363 08:45 AM 205 2 0 207 2 2 0 4 14 194 0 208 419 Total 703 11 0 714 5 8 0 13 26 601 1 628 1355
09:00 AM 214 3 0 217 3 3 0 6 5 136 1 142 365 09:15 AM 272 2 0 274 2 2 0 4 6 179 6 191 469 09:30 AM 266 5 0 271 0 5 0 5 4 193 0 197 473 09:45 AM 265 6 0 271 6 6 0 12 9 206 3 218 501 Total 1017 16 0 1033 11 16 0 27 24 714 10 748 1808
*** BREAK ***
04:00 PM 206 4 0 210 4 3 0 7 5 218 0 223 440 04:15 PM 181 1 0 182 5 2 0 7 3 253 0 256 445 04:30 PM 229 4 0 233 3 4 0 7 3 221 0 224 464 04:45 PM 186 2 0 188 4 4 0 8 3 222 0 225 421 Total 802 11 0 813 16 13 0 29 14 914 0 928 1770
05:00 PM 208 1 0 209 11 8 0 19 2 214 0 216 444 05:15 PM 185 1 0 186 4 6 0 10 3 206 0 209 405 05:30 PM 185 0 0 185 11 13 0 24 4 230 0 234 443 05:45 PM 178 0 0 178 1 3 0 4 2 197 0 199 381 Total 756 2 0 758 27 30 0 57 11 847 0 858 1673
06:00 PM 144 2 0 146 1 5 0 6 4 155 0 159 311 06:15 PM 168 4 0 172 2 2 0 4 6 187 0 193 369 06:30 PM 182 6 0 188 2 4 0 6 6 197 0 203 397 06:45 PM 149 4 0 153 0 5 0 5 6 157 0 163 321 Total 643 16 0 659 5 16 0 21 22 696 0 718 1398
Grand Total 4306 73 0 4379 71 90 1 162 113 4103 15 4231 8772 Apprch % 98.3 1.7 0 43.8 55.6 0.6 2.7 97 0.4 Total % 49.1 0.8 0 49.9 0.8 1 0 1.8 1.3 46.8 0.2 48.2 Passenger Vehicles 4270 71 0 4341 70 88 1 159 113 4063 15 4191 8691 % Passenger Vehicles 99.2 97.3 0 99.1 98.6 97.8 100 98.1 100 99 100 99.1 99.1 Light Trucks 28 1 0 29 1 1 0 2 0 33 0 33 64 % Light Trucks 0.7 1.4 0 0.7 1.4 1.1 0 1.2 0 0.8 0 0.8 0.7 Heavy Trucks 8 1 0 9 0 1 0 1 0 7 0 7 17 % Heavy Trucks 0.2 1.4 0 0.2 0 1.1 0 0.6 0 0.2 0 0.2 0.2 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : March&Corkstown Serial Number: T12-1613 Site Code : 00116019 Collected By: Matt Donald Start Date : 14/05/2016 Notes: Page No : 2
March Road Out In Total 4133 4341 8474 34 29 63 7 9 16 4174 4379 8553
4270 71 0 28 1 0 8 1 0 4306 73 0 Thru Left Peds Out 186 184 Right Corkstown Road
North 1 1 71 70
14/05/2016 07:00 AM 0 1 14/05/2016 06:45 PM Left In 162 159 90 88 1 1 Passenger Vehicles 1 2
Light Trucks Peds
Heavy Trucks Total 1 0 0 1 348 343 2 3
Thru Right Peds 4063 113 15 33 0 0 7 0 0 4103 113 15
4358 4191 8549 29 33 62 9 7 16 4396 4231 8627 Out In Total March Road 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : March&Corkstown Serial Number: T12-1613 Site Code : 00116019 Collected By: Matt Donald Start Date : 14/05/2016 Notes: Page No : 3
March Road Corkstown Road March Road From North From East From South Start Time Thru Left Peds App. Total Right Left Peds App. Total Right Thru Peds App. Total Int. Total Peak Hour Analysis From 08:15 AM to 09:00 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:15 AM 08:15 AM 173 3 0 176 0 1 0 1 4 149 0 153 330 08:30 AM 186 4 0 190 2 1 0 3 5 164 1 170 363 08:45 AM 205 2 0 207 2 2 0 4 14 194 0 208 419 09:00 AM 214 3 0 217 3 3 0 6 5 136 1 142 365 Total Volume 778 12 0 790 7 7 0 14 28 643 2 673 1477 % App. Total 98.5 1.5 0 50 50 0 4.2 95.5 0.3 PHF .909 .750 .000 .910 .583 .583 .000 .583 .500 .829 .500 .809 .881 Passenger Vehicles 766 12 0 778 7 7 0 14 28 635 2 665 1457 % Passenger Vehicles 98.5 100 0 98.5 100 100 0 100 100 98.8 100 98.8 98.6 Light Trucks 12 0 0 12 0 0 0 0 0 8 0 8 20 % Light Trucks 1.5 0 0 1.5 0 0 0 0 0 1.2 0 1.2 1.4 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 % Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : March&Corkstown Serial Number: T12-1613 Site Code : 00116019 Collected By: Matt Donald Start Date : 14/05/2016 Notes: Page No : 4
March Road Out In Total 642 778 1420 8 12 20 0 0 0 650 790 1440
766 12 0 12 0 0 0 0 0 778 12 0 Thru Left Peds
Peak Hour Data Out Right 40 40 Corkstown Road
North 0 0
Peak Hour Begins at 08:15 AM 7 0 0 7
Left Passenger Vehicles In 14 14 7 0 0 7 Light Trucks 0 0
Heavy Trucks Peds Total 0 0 0 0 54 54 0 0
Thru Right Peds 635 28 2 8 0 0 0 0 0 643 28 2
773 665 1438 12 8 20 0 0 0 785 673 1458 Out In Total March Road 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6
Weather: File Name : March&Corkstown Serial Number: T12-1613 Site Code : 00116019 Collected By: Matt Donald Start Date : 14/05/2016 Notes: Page No : 5
March Road Corkstown Road March Road From North From East From South Start Time Thru Left Peds App. Total Right Left Peds App. Total Right Thru Peds App. Total Int. Total Peak Hour Analysis From 04:45 PM to 05:30 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 186 2 0 188 4 4 0 8 3 222 0 225 421 05:00 PM 208 1 0 209 11 8 0 19 2 214 0 216 444 05:15 PM 185 1 0 186 4 6 0 10 3 206 0 209 405 05:30 PM 185 0 0 185 11 13 0 24 4 230 0 234 443 Total Volume 764 4 0 768 30 31 0 61 12 872 0 884 1713 % App. Total 99.5 0.5 0 49.2 50.8 0 1.4 98.6 0 PHF .918 .500 .000 .919 .682 .596 .000 .635 .750 .948 .000 .944 .965 Passenger Vehicles 758 4 0 762 29 31 0 60 12 864 0 876 1698 % Passenger Vehicles 99.2 100 0 99.2 96.7 100 0 98.4 100 99.1 0 99.1 99.1 Light Trucks 4 0 0 4 1 0 0 1 0 6 0 6 11 % Light Trucks 0.5 0 0 0.5 3.3 0 0 1.6 0 0.7 0 0.7 0.6 Heavy Trucks 2 0 0 2 0 0 0 0 0 2 0 2 4 % Heavy Trucks 0.3 0 0 0.3 0 0 0 0 0 0.2 0 0.2 0.2
March Road Out In Total 893 762 1655 7 4 11 2 2 4 902 768 1670
758 4 0 4 0 0 2 0 0 764 4 0 Thru Left Peds
Peak Hour Data Out Right 16 16 Corkstown Road
North 0 0 30 29
Peak Hour Begins at 04:45 PM 0 1
Left Passenger Vehicles In 31 31 61 60 0 0 Light Trucks 0 1
Heavy Trucks Peds Total 0 0 0 0 77 76 0 1
Thru Right Peds 864 12 0 6 0 0 2 0 0 872 12 0
789 876 1665 4 6 10 2 2 4 795 884 1679 Out In Total March Road
Appendix D Synchro Analysis Reports (Existing)
Existing Conditions - Saturday AM 1: March & Corkstown Wesley Clover Parks
Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 7 7 643 28 12 778 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 7 7 677 29 13 819 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 975 226 706 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 975 226 706 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 97 99 99 cM capacity (veh/h) 245 777 888 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 7 7 226 226 226 29 13 273 273 273 Volume Left 7 0 0 0 0 0 13 0 0 0 Volume Right 0 7 0 0 0 29 0 0 0 0 cSH 245 777 1700 1700 1700 1700 888 1700 1700 1700 Volume to Capacity 0.03 0.01 0.13 0.13 0.13 0.02 0.01 0.16 0.16 0.16 Queue Length 95th (m) 0.7 0.2 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.0 Control Delay (s) 20.1 9.7 0.0 0.0 0.0 0.0 9.1 0.0 0.0 0.0 Lane LOS C A A Approach Delay (s) 14.9 0.0 0.1 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 25.9% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 1 Existing Conditions - Saturday AM 5: Corkstown & Wesley Clover Main Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 7 35 15 9 3 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 7 37 16 9 3 0 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 25 72 21 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 25 72 21 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1589 928 1057 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 44 25 3 Volume Left 7 0 3 Volume Right 0 9 0 cSH 1589 1700 928 Volume to Capacity 0.00 0.01 0.00 Queue Length 95th (m) 0.1 0.0 0.1 Control Delay (s) 1.2 0.0 8.9 Lane LOS A A Approach Delay (s) 1.2 0.0 8.9 Approach LOS A Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 18.3% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 2 Existing Conditions - Saturday AM 8: Corkstown & Soccer Fields/Parking Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 21 22 10 56 37 15 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 22 23 11 59 39 16 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 69 107 40 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 69 107 40 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 96 98 cM capacity (veh/h) 1531 877 1031 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 45 69 55 Volume Left 22 0 39 Volume Right 0 59 16 cSH 1531 1700 917 Volume to Capacity 0.01 0.04 0.06 Queue Length 95th (m) 0.4 0.0 1.5 Control Delay (s) 3.7 0.0 9.2 Lane LOS A A Approach Delay (s) 3.7 0.0 9.2 Approach LOS A Intersection Summary Average Delay 3.9 Intersection Capacity Utilization 19.1% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 3 Existing Conditions - Saturday AM 2: Moodie & Corkstown Wesley Clover Parks
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 7 0 52 2 0 0 56 131 2 0 190 10 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 0.0 0.0 0.0 0.0 40.0 0.0 45.0 50.0 Storage Lanes 0 0 0 0 1 1 1 1 Taper Length (m) 0.0 0.0 30.0 30.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.880 0.850 0.850 Flt Protected 0.994 0.950 0.950 Satd. Flow (prot) 0 1544 0 0 1676 0 1676 3353 1500 1765 3353 1500 Flt Permitted 0.959 0.717 0.626 Satd. Flow (perm) 0 1489 0 0 1265 0 1105 3353 1500 1765 3353 1500 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 55 50 50 Link Speed (k/h) 80 60 80 80 Link Distance (m) 95.7 322.1 205.9 177.3 Travel Time (s) 4.3 19.3 9.3 8.0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 7 0 55 2 0 0 59 138 2 0 200 11 Shared Lane Traffic (%) Lane Group Flow (vph) 0 62 0 0 2 0 59 138 2 0 200 11 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 0.0 0.0 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 2.0 0.6 2.0 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 6 Detector Phase 4 4 8 8 2 2 2 6 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 35.2 35.2 35.2 35.2 30.3 30.3 30.3 30.3 30.3 30.3 Total Split (s) 36.0 36.0 36.0 36.0 34.0 34.0 34.0 34.0 34.0 34.0 Total Split (%) 51.4% 51.4% 51.4% 51.4% 48.6% 48.6% 48.6% 48.6% 48.6% 48.6% Maximum Green (s) 29.8 29.8 29.8 29.8 27.7 27.7 27.7 27.7 27.7 27.7 Yellow Time (s) 3.7 3.7 3.7 3.7 4.6 4.6 4.6 4.6 4.6 4.6 All-Red Time (s) 2.5 2.5 2.5 2.5 1.7 1.7 1.7 1.7 1.7 1.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.2 6.2 6.3 6.3 6.3 6.3 6.3 6.3 Lead/Lag Lead-Lag Optimize?
Novatech Synchro 8 Report Page 4 Existing Conditions - Saturday AM 2: Moodie & Corkstown Wesley Clover Parks
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max C-Max C-Max Walk Time (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Flash Dont Walk (s) 19.0 19.0 19.0 19.0 14.0 14.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.0 10.0 56.5 56.5 56.5 56.5 56.5 Actuated g/C Ratio 0.14 0.14 0.81 0.81 0.81 0.81 0.81 v/c Ratio 0.24 0.01 0.07 0.05 0.00 0.07 0.01 Control Delay 12.5 26.0 3.7 3.2 0.0 3.1 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.5 26.0 3.7 3.2 0.0 3.1 0.0 LOS BCAAAAA Approach Delay 12.5 26.0 3.3 3.0 Approach LOS B C A A 90th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 90th %ile Term Code Min Min Min Min Coord Coord Coord Coord Coord Coord 70th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 70th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 50th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 50th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 30th %ile Green (s) 0.0 0.0 0.0 0.0 63.7 63.7 63.7 63.7 63.7 63.7 30th %ile Term Code Skip Skip Skip Skip Coord Coord Coord Coord Coord Coord 10th %ile Green (s) 0.0 0.0 0.0 0.0 63.7 63.7 63.7 63.7 63.7 63.7 10th %ile Term Code Skip Skip Skip Skip Coord Coord Coord Coord Coord Coord Queue Length 50th (m) 0.8 0.3 2.3 2.7 0.0 4.1 0.0 Queue Length 95th (m) 10.8 2.1 5.7 5.2 0.0 7.1 0.0 Internal Link Dist (m) 71.7 298.1 181.9 153.3 Turn Bay Length (m) 40.0 50.0 Base Capacity (vph) 665 538 891 2706 1220 2706 1220 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.00 0.07 0.05 0.00 0.07 0.01 Intersection Summary Area Type: Other Cycle Length: 70 Actuated Cycle Length: 70 Offset: 6 (9%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.24 Intersection Signal Delay: 4.5 Intersection LOS: A Intersection Capacity Utilization 40.7% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 2: Moodie & Corkstown
Novatech Synchro 8 Report Page 5 Existing Conditions - Saturday PM 1: March & Corkstown Wesley Clover Parks
Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 34 36 872 12 4 764 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 36 38 918 13 4 804 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 1194 306 931 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1194 306 931 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 80 95 99 cM capacity (veh/h) 178 690 731 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 36 38 306 306 306 13 4 268 268 268 Volume Left 36 0 0 0 0 0 4 0 0 0 Volume Right 0 38 0 0 0 13 0 0 0 0 cSH 178 690 1700 1700 1700 1700 731 1700 1700 1700 Volume to Capacity 0.20 0.05 0.18 0.18 0.18 0.01 0.01 0.16 0.16 0.16 Queue Length 95th (m) 5.8 1.4 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.0 Control Delay (s) 30.2 10.5 0.0 0.0 0.0 0.0 10.0 0.0 0.0 0.0 Lane LOS D B A Approach Delay (s) 20.1 0.0 0.1 Approach LOS C Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 27.8% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 6 Existing Conditions - Saturday PM 5: Corkstown & Wesley Clover Main Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 0 15 58 6 22 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 16 61 6 23 13 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 67 80 64 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 67 80 64 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 97 99 cM capacity (veh/h) 1534 922 1000 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 16 67 36 Volume Left 0 0 23 Volume Right 0 6 13 cSH 1700 1700 948 Volume to Capacity 0.01 0.04 0.04 Queue Length 95th (m) 0.0 0.0 0.9 Control Delay (s) 0.0 0.0 8.9 Lane LOS A Approach Delay (s) 0.0 0.0 8.9 Approach LOS A Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 13.6% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 7 Existing Conditions - Saturday PM 8: Corkstown & Soccer Fields/Parking Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 3 36 24 7 112 41 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 3 38 25 7 118 43 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 33 73 29 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 33 73 29 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 87 96 cM capacity (veh/h) 1579 929 1046 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 41 33 161 Volume Left 3 0 118 Volume Right 0 7 43 cSH 1579 1700 958 Volume to Capacity 0.00 0.02 0.17 Queue Length 95th (m) 0.0 0.0 4.8 Control Delay (s) 0.6 0.0 9.5 Lane LOS A A Approach Delay (s) 0.6 0.0 9.5 Approach LOS A Intersection Summary Average Delay 6.6 Intersection Capacity Utilization 20.5% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 8 Existing Conditions - Saturday PM 2: Moodie & Corkstown Wesley Clover Parks
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 22 0 126 0 0 0 24 290 0 0 253 7 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 0.0 0.0 0.0 0.0 40.0 0.0 45.0 50.0 Storage Lanes 0 0 0 0 1 1 1 1 Taper Length (m) 0.0 0.0 30.0 30.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.885 0.850 Flt Protected 0.993 0.950 Satd. Flow (prot) 0 1551 0 0 1765 0 1676 3353 1765 1765 3353 1500 Flt Permitted 0.947 0.588 Satd. Flow (perm) 0 1479 0 0 1765 0 1038 3353 1765 1765 3353 1500 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 133 50 Link Speed (k/h) 80 60 80 80 Link Distance (m) 95.7 322.1 205.9 177.3 Travel Time (s) 4.3 19.3 9.3 8.0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 23 0 133 0 0 0 25 305 0 0 266 7 Shared Lane Traffic (%) Lane Group Flow (vph) 0 156 0 0 0 0 25 305 0 0 266 7 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 0.0 0.0 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 2.0 0.6 2.0 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 6 Detector Phase 4 4 8 8 2 2 2 6 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 35.2 35.2 35.2 35.2 30.3 30.3 30.3 30.3 30.3 30.3 Total Split (s) 36.0 36.0 36.0 36.0 34.0 34.0 34.0 34.0 34.0 34.0 Total Split (%) 51.4% 51.4% 51.4% 51.4% 48.6% 48.6% 48.6% 48.6% 48.6% 48.6% Maximum Green (s) 29.8 29.8 29.8 29.8 27.7 27.7 27.7 27.7 27.7 27.7 Yellow Time (s) 3.7 3.7 3.7 3.7 4.6 4.6 4.6 4.6 4.6 4.6 All-Red Time (s) 2.5 2.5 2.5 2.5 1.7 1.7 1.7 1.7 1.7 1.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.2 6.2 6.3 6.3 6.3 6.3 6.3 6.3 Lead/Lag Lead-Lag Optimize?
Novatech Synchro 8 Report Page 9 Existing Conditions - Saturday PM 2: Moodie & Corkstown Wesley Clover Parks
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max C-Max C-Max Walk Time (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Flash Dont Walk (s) 19.0 19.0 19.0 19.0 14.0 14.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.5 51.5 51.5 51.5 51.5 Actuated g/C Ratio 0.15 0.74 0.74 0.74 0.74 v/c Ratio 0.47 0.03 0.12 0.11 0.01 Control Delay 12.5 4.3 4.1 4.0 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 12.5 4.3 4.1 4.0 0.0 LOS B AAAA Approach Delay 12.5 4.1 3.9 Approach LOS B AA 90th %ile Green (s) 12.4 12.4 12.4 12.4 45.1 45.1 45.1 45.1 45.1 45.1 90th %ile Term Code Gap Gap Hold Hold Coord Coord Coord Coord Coord Coord 70th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 70th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 50th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 50th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 30th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 30th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 10th %ile Green (s) 0.0 0.0 0.0 0.0 63.7 63.7 63.7 63.7 63.7 63.7 10th %ile Term Code Skip Skip Skip Skip Coord Coord Coord Coord Coord Coord Queue Length 50th (m) 2.8 0.9 6.4 5.5 0.0 Queue Length 95th (m) 17.7 3.4 11.7 10.3 0.0 Internal Link Dist (m) 71.7 298.1 181.9 153.3 Turn Bay Length (m) 40.0 50.0 Base Capacity (vph) 706 764 2468 2468 1117 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.22 0.03 0.12 0.11 0.01 Intersection Summary Area Type: Other Cycle Length: 70 Actuated Cycle Length: 70 Offset: 6 (9%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.47 Intersection Signal Delay: 5.8 Intersection LOS: A Intersection Capacity Utilization 41.0% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 2: Moodie & Corkstown
Novatech Synchro 8 Report Page 10 Existing Conditions - Weekday AM 1: March & Corkstown Wesley Clover Parks
Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 2 16 3358 33 17 1149 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 2 17 3535 35 18 1209 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 3974 1178 3569 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 3974 1178 3569 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 91 73 cM capacity (veh/h) 2 183 66 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 2 17 1178 1178 1178 35 18 403 403 403 Volume Left 2 0 0 0 0 0 18 0 0 0 Volume Right 0 17 0 0 0 35 0 0 0 0 cSH 2 183 1700 1700 1700 1700 66 1700 1700 1700 Volume to Capacity 1.35 0.09 0.69 0.69 0.69 0.02 0.27 0.24 0.24 0.24 Queue Length 95th (m) 7.4 2.4 0.0 0.0 0.0 0.0 7.7 0.0 0.0 0.0 Control Delay (s) 3584.1 26.6 0.0 0.0 0.0 0.0 78.4 0.0 0.0 0.0 Lane LOS F D F Approach Delay (s) 421.9 0.0 1.1 Approach LOS F Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 78.5% ICU Level of Service D Analysis Period (min) 15
Synchro 8 Report Novatech Page 11 Existing Conditions - Weekday PM 1: March & Corkstown Wesley Clover Parks
Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 11 34 1447 38 170 2565 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 12 36 1523 40 179 2700 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 2781 508 1563 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2781 508 1563 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 93 57 cM capacity (veh/h) 9 510 419 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 12 36 508 508 508 40 179 900 900 900 Volume Left 12 0 0 0 0 0 179 0 0 0 Volume Right 0 36 0 0 0 40 0 0 0 0 cSH 9 510 1700 1700 1700 1700 419 1700 1700 1700 Volume to Capacity 1.34 0.07 0.30 0.30 0.30 0.02 0.43 0.53 0.53 0.53 Queue Length 95th (m) 18.2 1.8 0.0 0.0 0.0 0.0 16.7 0.0 0.0 0.0 Control Delay (s) 1004.3 12.6 0.0 0.0 0.0 0.0 19.9 0.0 0.0 0.0 Lane LOS F B C Approach Delay (s) 255.0 0.0 1.2 Approach LOS F Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 62.3% ICU Level of Service B Analysis Period (min) 15
Novatech Synchro 8 Report Page 12 Existing Conditions - Weekday AM, mitigated 1: March & Corkstown Wesley Clover Parks
Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 2 16 3358 33 17 1149 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Storage Length (m) 30.0 0.0 70.0 70.0 Storage Lanes 1 1 1 1 Taper Length (m) 25.0 30.0 Lane Util. Factor 1.00 1.00 0.91 1.00 1.00 0.91 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1676 1500 4818 1500 1676 4818 Flt Permitted 0.950 0.038 Satd. Flow (perm) 1676 1500 4818 1500 67 4818 Right Turn on Red Yes Yes Satd. Flow (RTOR) 15 Link Speed (k/h) 80 80 80 Link Distance (m) 125.6 329.1 220.9 Travel Time (s) 5.7 14.8 9.9 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 2 17 3535 35 18 1209 Shared Lane Traffic (%) Lane Group Flow (vph) 2 17 3535 35 18 1209 Enter Blocked Intersection Yes Yes Yes Yes Yes Yes Lane Alignment Left Right Left Right Left Left Median Width(m) 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 Turning Speed (k/h) 25 15 15 25 Number of Detectors 1 1 2 1 1 2 Detector Template Left Right Thru Right Left Thru Leading Detector (m) 2.0 2.0 10.0 2.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 2.0 0.6 2.0 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 Detector 2 Size(m) 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Turn Type NA Perm NA Perm Perm NA Protected Phases 8 2 6 Permitted Phases 8 2 6 Detector Phase 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 20.0 20.0 20.0 20.0 Minimum Split (s) 55.1 55.1 45.4 45.4 45.4 45.4 Total Split (s) 55.1 55.1 74.9 74.9 74.9 74.9 Total Split (%) 42.4% 42.4% 57.6% 57.6% 57.6% 57.6% Maximum Green (s) 49.0 49.0 68.5 68.5 68.5 68.5 Yellow Time (s) 4.6 4.6 4.6 4.6 4.6 4.6 All-Red Time (s) 1.5 1.5 1.8 1.8 1.8 1.8 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize?
Novatech Synchro 8 Report Page 13 Existing Conditions - Weekday AM, mitigated 1: March & Corkstown Wesley Clover Parks
Lane Group WBL WBR NBT NBR SBL SBT Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None C-Max C-Max C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 42.0 42.0 32.0 32.0 32.0 32.0 Pedestrian Calls (#/hr) 2 2 2 2 2 2 Act Effct Green (s) 15.0 15.0 109.8 109.8 109.8 109.8 Actuated g/C Ratio 0.12 0.12 0.84 0.84 0.84 0.84 v/c Ratio 0.01 0.10 0.87 0.03 0.32 0.30 Control Delay 38.5 44.6 14.5 5.6 33.2 6.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.5 44.6 14.5 5.6 33.2 6.0 LOS D D B A C A Approach Delay 43.9 14.4 6.4 Approach LOS D B A 90th %ile Green (s) 49.0 49.0 68.5 68.5 68.5 68.5 90th %ile Term Code Ped Ped Coord Coord Coord Coord 70th %ile Green (s) 7.8 7.8 109.7 109.7 109.7 109.7 70th %ile Term Code Gap Gap Coord Coord Coord Coord 50th %ile Green (s) 6.9 6.9 110.6 110.6 110.6 110.6 50th %ile Term Code Gap Gap Coord Coord Coord Coord 30th %ile Green (s) 0.0 0.0 123.6 123.6 123.6 123.6 30th %ile Term Code Skip Skip Coord Coord Coord Coord 10th %ile Green (s) 0.0 0.0 123.6 123.6 123.6 123.6 10th %ile Term Code Skip Skip Coord Coord Coord Coord Queue Length 50th (m) 0.5 4.5 145.1 0.6 0.7 17.5 Queue Length 95th (m) 2.2 8.3 #487.5 8.0 #18.1 85.5 Internal Link Dist (m) 101.6 305.1 196.9 Turn Bay Length (m) 30.0 70.0 70.0 Base Capacity (vph) 631 565 4068 1269 56 4068 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.00 0.03 0.87 0.03 0.32 0.30 Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 145 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 12.5 Intersection LOS: B Intersection Capacity Utilization 83.1% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 1: March & Corkstown
Novatech Synchro 8 Report Page 14 Existing Conditions - Weekday PM, mitigated 1: March & Corkstown Wesley Clover Parks
Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 11 34 1447 38 170 2565 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Storage Length (m) 30.0 0.0 70.0 70.0 Storage Lanes 1 1 1 1 Taper Length (m) 25.0 30.0 Lane Util. Factor 1.00 1.00 0.91 1.00 1.00 0.91 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1676 1500 4818 1500 1676 4818 Flt Permitted 0.950 0.150 Satd. Flow (perm) 1676 1500 4818 1500 265 4818 Right Turn on Red Yes Yes Satd. Flow (RTOR) 21 40 Link Speed (k/h) 80 80 80 Link Distance (m) 125.6 329.1 220.9 Travel Time (s) 5.7 14.8 9.9 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 12 36 1523 40 179 2700 Shared Lane Traffic (%) Lane Group Flow (vph) 12 36 1523 40 179 2700 Enter Blocked Intersection Yes Yes Yes Yes Yes Yes Lane Alignment Left Right Left Right Left Left Median Width(m) 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 Turning Speed (k/h) 25 15 15 25 Number of Detectors 1 1 2 1 1 2 Detector Template Left Right Thru Right Left Thru Leading Detector (m) 2.0 2.0 10.0 2.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 2.0 0.6 2.0 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 Detector 2 Size(m) 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Turn Type NA Perm NA Perm Perm NA Protected Phases 8 2 6 Permitted Phases 8 2 6 Detector Phase 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 20.0 20.0 20.0 20.0 Minimum Split (s) 55.1 55.1 45.4 45.4 45.4 45.4 Total Split (s) 55.1 55.1 74.9 74.9 74.9 74.9 Total Split (%) 42.4% 42.4% 57.6% 57.6% 57.6% 57.6% Maximum Green (s) 49.0 49.0 68.5 68.5 68.5 68.5 Yellow Time (s) 4.6 4.6 4.6 4.6 4.6 4.6 All-Red Time (s) 1.5 1.5 1.8 1.8 1.8 1.8 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize?
Novatech Synchro 8 Report Page 15 Existing Conditions - Weekday PM, mitigated 1: March & Corkstown Wesley Clover Parks
Lane Group WBL WBR NBT NBR SBL SBT Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None C-Max C-Max C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 42.0 42.0 32.0 32.0 32.0 32.0 Pedestrian Calls (#/hr) 2 2 2 2 2 2 Act Effct Green (s) 15.0 15.0 106.1 106.1 106.1 106.1 Actuated g/C Ratio 0.12 0.12 0.82 0.82 0.82 0.82 v/c Ratio 0.06 0.19 0.39 0.03 0.83 0.69 Control Delay 42.8 24.9 7.0 3.4 46.3 11.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.8 24.9 7.0 3.4 46.3 11.1 LOS D C A A D B Approach Delay 29.4 6.9 13.2 Approach LOS C A B 90th %ile Green (s) 49.0 49.0 68.5 68.5 68.5 68.5 90th %ile Term Code Ped Ped Coord Coord Coord Coord 70th %ile Green (s) 8.2 8.2 109.3 109.3 109.3 109.3 70th %ile Term Code Gap Gap Coord Coord Coord Coord 50th %ile Green (s) 6.7 6.7 110.8 110.8 110.8 110.8 50th %ile Term Code Gap Gap Coord Coord Coord Coord 30th %ile Green (s) 5.6 5.6 111.9 111.9 111.9 111.9 30th %ile Term Code Gap Gap Coord Coord Coord Coord 10th %ile Green (s) 0.0 0.0 123.6 123.6 123.6 123.6 10th %ile Term Code Skip Skip Coord Coord Coord Coord Queue Length 50th (m) 3.2 4.0 23.9 0.0 16.3 66.2 Queue Length 95th (m) 6.5 10.1 115.9 5.9 #73.0 #321.2 Internal Link Dist (m) 101.6 305.1 196.9 Turn Bay Length (m) 30.0 70.0 70.0 Base Capacity (vph) 631 578 3932 1231 216 3932 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.06 0.39 0.03 0.83 0.69 Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 145 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 11.2 Intersection LOS: B Intersection Capacity Utilization 66.9% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 1: March & Corkstown
Novatech Synchro 8 Report Page 16
Appendix E Traffic Signal Warrants
Appendix F Synchro Analysis Reports (Projected)
Projected Conditions - Saturday AM 1: March & Corkstown Wesley Clover Parks
Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 13 17 643 34 20 778 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 14 18 677 36 21 819 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 992 226 713 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 992 226 713 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 94 98 98 cM capacity (veh/h) 237 777 883 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 14 18 226 226 226 36 21 273 273 273 Volume Left 14 0 0 0 0 0 21 0 0 0 Volume Right 0 18 0 0 0 36 0 0 0 0 cSH 237 777 1700 1700 1700 1700 883 1700 1700 1700 Volume to Capacity 0.06 0.02 0.13 0.13 0.13 0.02 0.02 0.16 0.16 0.16 Queue Length 95th (m) 1.5 0.6 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.0 Control Delay (s) 21.1 9.7 0.0 0.0 0.0 0.0 9.2 0.0 0.0 0.0 Lane LOS C A A Approach Delay (s) 14.7 0.0 0.2 Approach LOS B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 27.5% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 17 Projected Conditions - Saturday AM 5: Corkstown & Wesley Clover Main Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 7 49 31 9 3 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 7 52 33 9 3 0 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 42 104 37 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 42 104 37 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1567 890 1035 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 59 42 3 Volume Left 7 0 3 Volume Right 0 9 0 cSH 1567 1700 890 Volume to Capacity 0.00 0.02 0.00 Queue Length 95th (m) 0.1 0.0 0.1 Control Delay (s) 0.9 0.0 9.1 Lane LOS A A Approach Delay (s) 0.9 0.0 9.1 Approach LOS A Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 19.0% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 18 Projected Conditions - Saturday AM 8: Corkstown & Soccer Fields/Parking Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 35 22 10 100 84 31 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 37 23 11 105 88 33 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 116 160 63 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 116 160 63 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 97 89 97 cM capacity (veh/h) 1473 810 1001 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 60 116 121 Volume Left 37 0 88 Volume Right 0 105 33 cSH 1473 1700 854 Volume to Capacity 0.03 0.07 0.14 Queue Length 95th (m) 0.6 0.0 3.9 Control Delay (s) 4.7 0.0 9.9 Lane LOS A A Approach Delay (s) 4.7 0.0 9.9 Approach LOS A Intersection Summary Average Delay 5.0 Intersection Capacity Utilization 23.5% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 19 Projected Conditions - Saturday AM 2: Moodie & Corkstown Wesley Clover Parks
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 16 0 90 2 0 0 91 131 2 0 190 19 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 0.0 0.0 0.0 0.0 40.0 0.0 45.0 50.0 Storage Lanes 0 0 0 0 1 1 1 1 Taper Length (m) 0.0 0.0 30.0 30.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.885 0.850 0.850 Flt Protected 0.992 0.950 0.950 Satd. Flow (prot) 0 1549 0 0 1676 0 1676 3353 1500 1765 3353 1500 Flt Permitted 0.946 0.788 0.626 Satd. Flow (perm) 0 1477 0 0 1391 0 1105 3353 1500 1765 3353 1500 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 95 50 50 Link Speed (k/h) 80 60 80 80 Link Distance (m) 95.7 322.1 205.9 177.3 Travel Time (s) 4.3 19.3 9.3 8.0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 17 0 95 2 0 0 96 138 2 0 200 20 Shared Lane Traffic (%) Lane Group Flow (vph) 0 112 0 0 2 0 96 138 2 0 200 20 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 0.0 0.0 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 2.0 0.6 2.0 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 6 Detector Phase 4 4 8 8 2 2 2 6 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 35.2 35.2 35.2 35.2 30.3 30.3 30.3 30.3 30.3 30.3 Total Split (s) 36.0 36.0 36.0 36.0 34.0 34.0 34.0 34.0 34.0 34.0 Total Split (%) 51.4% 51.4% 51.4% 51.4% 48.6% 48.6% 48.6% 48.6% 48.6% 48.6% Maximum Green (s) 29.8 29.8 29.8 29.8 27.7 27.7 27.7 27.7 27.7 27.7 Yellow Time (s) 3.7 3.7 3.7 3.7 4.6 4.6 4.6 4.6 4.6 4.6 All-Red Time (s) 2.5 2.5 2.5 2.5 1.7 1.7 1.7 1.7 1.7 1.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.2 6.2 6.3 6.3 6.3 6.3 6.3 6.3 Lead/Lag Lead-Lag Optimize?
Novatech Synchro 8 Report Page 20 Projected Conditions - Saturday AM 2: Moodie & Corkstown Wesley Clover Parks
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max C-Max C-Max Walk Time (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Flash Dont Walk (s) 19.0 19.0 19.0 19.0 14.0 14.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.2 10.2 51.8 51.8 51.8 51.8 51.8 Actuated g/C Ratio 0.15 0.15 0.74 0.74 0.74 0.74 0.74 v/c Ratio 0.38 0.01 0.12 0.06 0.00 0.08 0.02 Control Delay 12.7 25.5 4.5 3.8 0.0 3.8 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.7 25.5 4.5 3.8 0.0 3.8 0.4 LOS BCAAAAA Approach Delay 12.7 25.5 4.1 3.5 Approach LOS B C A A 90th %ile Green (s) 10.9 10.9 10.9 10.9 46.6 46.6 46.6 46.6 46.6 46.6 90th %ile Term Code Gap Gap Hold Hold Coord Coord Coord Coord Coord Coord 70th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 70th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 50th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 50th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 30th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 30th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 10th %ile Green (s) 0.0 0.0 0.0 0.0 63.7 63.7 63.7 63.7 63.7 63.7 10th %ile Term Code Skip Skip Skip Skip Coord Coord Coord Coord Coord Coord Queue Length 50th (m) 2.1 0.3 3.9 2.7 0.0 4.1 0.0 Queue Length 95th (m) 15.1 2.0 8.9 5.4 0.0 7.4 0.6 Internal Link Dist (m) 71.7 298.1 181.9 153.3 Turn Bay Length (m) 40.0 50.0 Base Capacity (vph) 683 592 817 2482 1123 2482 1123 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.16 0.00 0.12 0.06 0.00 0.08 0.02 Intersection Summary Area Type: Other Cycle Length: 70 Actuated Cycle Length: 70 Offset: 6 (9%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.38 Intersection Signal Delay: 5.6 Intersection LOS: A Intersection Capacity Utilization 40.7% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 2: Moodie & Corkstown
Novatech Synchro 8 Report Page 21 Projected Conditions - Saturday PM 1: March & Corkstown Wesley Clover Parks
Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 40 46 872 18 12 764 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 42 48 918 19 13 804 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 1211 306 937 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1211 306 937 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 75 93 98 cM capacity (veh/h) 172 690 727 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 42 48 306 306 306 19 13 268 268 268 Volume Left 42 0 0 0 0 0 13 0 0 0 Volume Right 0 48 0 0 0 19 0 0 0 0 cSH 172 690 1700 1700 1700 1700 727 1700 1700 1700 Volume to Capacity 0.25 0.07 0.18 0.18 0.18 0.01 0.02 0.16 0.16 0.16 Queue Length 95th (m) 7.4 1.8 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.0 Control Delay (s) 32.6 10.6 0.0 0.0 0.0 0.0 10.0 0.0 0.0 0.0 Lane LOS D B B Approach Delay (s) 20.9 0.0 0.2 Approach LOS C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 27.8% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 22 Projected Conditions - Saturday PM 5: Corkstown & Wesley Clover Main Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 0 29 74 6 22 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 31 78 6 23 13 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 84 112 81 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 84 112 81 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 97 99 cM capacity (veh/h) 1513 885 979 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 31 84 36 Volume Left 0 0 23 Volume Right 0 6 13 cSH 1700 1700 916 Volume to Capacity 0.02 0.05 0.04 Queue Length 95th (m) 0.0 0.0 1.0 Control Delay (s) 0.0 0.0 9.1 Lane LOS A Approach Delay (s) 0.0 0.0 9.1 Approach LOS A Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 14.5% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 23 Projected Conditions - Saturday PM 8: Corkstown & Soccer Fields/Parking Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 17 36 24 51 159 57 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 18 38 25 54 167 60 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 79 126 52 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 79 126 52 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 81 94 cM capacity (veh/h) 1519 859 1016 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 56 79 227 Volume Left 18 0 167 Volume Right 0 54 60 cSH 1519 1700 895 Volume to Capacity 0.01 0.05 0.25 Queue Length 95th (m) 0.3 0.0 8.1 Control Delay (s) 2.4 0.0 10.4 Lane LOS A B Approach Delay (s) 2.4 0.0 10.4 Approach LOS B Intersection Summary Average Delay 6.9 Intersection Capacity Utilization 29.3% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 24 Projected Conditions - Saturday PM 2: Moodie & Corkstown Wesley Clover Parks
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 31 0 164 0 0 0 59 290 0 0 253 16 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 0.0 0.0 0.0 0.0 40.0 0.0 45.0 50.0 Storage Lanes 0 0 0 0 1 1 1 1 Taper Length (m) 0.0 0.0 30.0 30.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.887 0.850 Flt Protected 0.992 0.950 Satd. Flow (prot) 0 1553 0 0 1765 0 1676 3353 1765 1765 3353 1500 Flt Permitted 0.943 0.588 Satd. Flow (perm) 0 1476 0 0 1765 0 1038 3353 1765 1765 3353 1500 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 173 50 Link Speed (k/h) 80 60 80 80 Link Distance (m) 95.7 322.1 205.9 177.3 Travel Time (s) 4.3 19.3 9.3 8.0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 33 0 173 0 0 0 62 305 0 0 266 17 Shared Lane Traffic (%) Lane Group Flow (vph) 0 206 0 0 0 0 62 305 0 0 266 17 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 0.0 0.0 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 1 Detector Template Left Thru Left Thru Left Thru Right Left Thru Right Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 2.0 0.6 2.0 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 6 Detector Phase 4 4 8 8 2 2 2 6 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 35.2 35.2 35.2 35.2 30.3 30.3 30.3 30.3 30.3 30.3 Total Split (s) 36.0 36.0 36.0 36.0 34.0 34.0 34.0 34.0 34.0 34.0 Total Split (%) 51.4% 51.4% 51.4% 51.4% 48.6% 48.6% 48.6% 48.6% 48.6% 48.6% Maximum Green (s) 29.8 29.8 29.8 29.8 27.7 27.7 27.7 27.7 27.7 27.7 Yellow Time (s) 3.7 3.7 3.7 3.7 4.6 4.6 4.6 4.6 4.6 4.6 All-Red Time (s) 2.5 2.5 2.5 2.5 1.7 1.7 1.7 1.7 1.7 1.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.2 6.2 6.3 6.3 6.3 6.3 6.3 6.3 Lead/Lag Lead-Lag Optimize?
Novatech Synchro 8 Report Page 25 Projected Conditions - Saturday PM 2: Moodie & Corkstown Wesley Clover Parks
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max C-Max C-Max Walk Time (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Flash Dont Walk (s) 19.0 19.0 19.0 19.0 14.0 14.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.8 46.7 46.7 46.7 46.7 Actuated g/C Ratio 0.15 0.67 0.67 0.67 0.67 v/c Ratio 0.55 0.09 0.14 0.12 0.02 Control Delay 13.0 4.9 4.7 4.6 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 13.0 4.9 4.7 4.6 0.2 LOS B AAAA Approach Delay 13.0 4.7 4.3 Approach LOS B AA 90th %ile Green (s) 14.1 14.1 14.1 14.1 43.4 43.4 43.4 43.4 43.4 43.4 90th %ile Term Code Gap Gap Hold Hold Coord Coord Coord Coord Coord Coord 70th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 70th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 50th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 50th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 30th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 30th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord 10th %ile Green (s) 10.0 10.0 10.0 10.0 47.5 47.5 47.5 47.5 47.5 47.5 10th %ile Term Code Min Min Hold Hold Coord Coord Coord Coord Coord Coord Queue Length 50th (m) 4.1 2.4 6.4 5.5 0.0 Queue Length 95th (m) 20.8 7.4 12.8 11.3 0.4 Internal Link Dist (m) 71.7 298.1 181.9 153.3 Turn Bay Length (m) 40.0 50.0 Base Capacity (vph) 727 692 2236 2236 1016 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.28 0.09 0.14 0.12 0.02 Intersection Summary Area Type: Other Cycle Length: 70 Actuated Cycle Length: 70 Offset: 6 (9%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.55 Intersection Signal Delay: 6.6 Intersection LOS: A Intersection Capacity Utilization 45.0% ICU Level of Service A Analysis Period (min) 15
Splits and Phases: 2: Moodie & Corkstown
Novatech Synchro 8 Report Page 26 Projected Conditions - Weekday AM 1: March & Corkstown Wesley Clover Parks
Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 28 28 3358 62 29 1149 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 29 29 3535 65 31 1209 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 3999 1178 3600 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 3999 1178 3600 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 84 53 cM capacity (veh/h) 1 183 64 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 29 29 1178 1178 1178 65 31 403 403 403 Volume Left 29 0 0 0 0 0 31 0 0 0 Volume Right 0 29 0 0 0 65 0 0 0 0 cSH 1 183 1700 1700 1700 1700 64 1700 1700 1700 Volume to Capacity 27.42 0.16 0.69 0.69 0.69 0.04 0.47 0.24 0.24 0.24 Queue Length 95th (m) Err 4.5 0.0 0.0 0.0 0.0 15.0 0.0 0.0 0.0 Control Delay (s) Err 28.3 0.0 0.0 0.0 0.0 103.8 0.0 0.0 0.0 Lane LOS F D F Approach Delay (s) 5013.7 0.0 2.6 Approach LOS F Intersection Summary Average Delay 61.0 Intersection Capacity Utilization 78.5% ICU Level of Service D Analysis Period (min) 15
Novatech Synchro 8 Report Page 27 Projected Conditions - Weekday AM 3: Corkstown & School Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 41 50 18 0 0 37 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 43 53 19 0 0 39 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 19 158 19 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 19 158 19 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 97 100 96 cM capacity (veh/h) 1598 811 1059 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 96 19 39 Volume Left 43 0 0 Volume Right 0 0 39 cSH 1598 1700 1059 Volume to Capacity 0.03 0.01 0.04 Queue Length 95th (m) 0.7 0.0 0.9 Control Delay (s) 3.4 0.0 8.5 Lane LOS A A Approach Delay (s) 3.4 0.0 8.5 Approach LOS A Intersection Summary Average Delay 4.3 Intersection Capacity Utilization 21.8% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 28 Projected Conditions - Weekday PM 1: March & Corkstown Wesley Clover Parks
Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 39 46 1447 63 180 2565 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 41 48 1523 66 189 2700 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 2802 508 1589 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2802 508 1589 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 91 54 cM capacity (veh/h) 8 510 409 Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 NB 4 SB 1 SB 2 SB 3 SB 4 Volume Total 41 48 508 508 508 66 189 900 900 900 Volume Left 41 0 0 0 0 0 189 0 0 0 Volume Right 0 48 0 0 0 66 0 0 0 0 cSH 8 510 1700 1700 1700 1700 409 1700 1700 1700 Volume to Capacity 5.24 0.09 0.30 0.30 0.30 0.04 0.46 0.53 0.53 0.53 Queue Length 95th (m) Err 2.5 0.0 0.0 0.0 0.0 19.1 0.0 0.0 0.0 Control Delay (s) Err 12.8 0.0 0.0 0.0 0.0 21.2 0.0 0.0 0.0 Lane LOS F B C Approach Delay (s) 4594.7 0.0 1.4 Approach LOS F Intersection Summary Average Delay 90.9 Intersection Capacity Utilization 62.3% ICU Level of Service B Analysis Period (min) 15
Novatech Synchro 8 Report Page 29 Projected Conditions - Weekday PM 3: Corkstown & School Wesley Clover Parks
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 35 208 45 0 0 40 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 37 219 47 0 0 42 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 47 340 47 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 47 340 47 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 96 cM capacity (veh/h) 1560 640 1022 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 256 47 42 Volume Left 37 0 0 Volume Right 0 0 42 cSH 1560 1700 1022 Volume to Capacity 0.02 0.03 0.04 Queue Length 95th (m) 0.6 0.0 1.0 Control Delay (s) 1.2 0.0 8.7 Lane LOS A A Approach Delay (s) 1.2 0.0 8.7 Approach LOS A Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 30.3% ICU Level of Service A Analysis Period (min) 15
Novatech Synchro 8 Report Page 30 Projected Conditions - Weekday AM, mitigated 1: March & Corkstown Wesley Clover Parks
Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 28 28 3358 62 29 1149 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Storage Length (m) 30.0 0.0 70.0 70.0 Storage Lanes 1 1 1 1 Taper Length (m) 25.0 30.0 Lane Util. Factor 1.00 1.00 0.91 1.00 1.00 0.91 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1676 1500 4818 1500 1676 4818 Flt Permitted 0.950 0.039 Satd. Flow (perm) 1676 1500 4818 1500 69 4818 Right Turn on Red Yes Yes Satd. Flow (RTOR) 29 Link Speed (k/h) 80 80 80 Link Distance (m) 125.6 329.1 220.9 Travel Time (s) 5.7 14.8 9.9 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 29 29 3535 65 31 1209 Shared Lane Traffic (%) Lane Group Flow (vph) 29 29 3535 65 31 1209 Enter Blocked Intersection Yes Yes Yes Yes Yes Yes Lane Alignment Left Right Left Right Left Left Median Width(m) 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 Turning Speed (k/h) 25 15 15 25 Number of Detectors 1 1 2 1 1 2 Detector Template Left Right Thru Right Left Thru Leading Detector (m) 2.0 2.0 10.0 2.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 2.0 0.6 2.0 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 Detector 2 Size(m) 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Turn Type NA Perm NA Perm Perm NA Protected Phases 8 2 6 Permitted Phases 8 2 6 Detector Phase 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 20.0 20.0 20.0 20.0 Minimum Split (s) 55.1 55.1 45.4 45.4 45.4 45.4 Total Split (s) 55.1 55.1 74.9 74.9 74.9 74.9 Total Split (%) 42.4% 42.4% 57.6% 57.6% 57.6% 57.6% Maximum Green (s) 49.0 49.0 68.5 68.5 68.5 68.5 Yellow Time (s) 4.6 4.6 4.6 4.6 4.6 4.6 All-Red Time (s) 1.5 1.5 1.8 1.8 1.8 1.8 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize?
Novatech Synchro 8 Report Page 31 Projected Conditions - Weekday AM, mitigated 1: March & Corkstown Wesley Clover Parks
Lane Group WBL WBR NBT NBR SBL SBT Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None C-Max C-Max C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 42.0 42.0 32.0 32.0 32.0 32.0 Pedestrian Calls (#/hr) 2 2 2 2 2 2 Act Effct Green (s) 15.6 15.6 105.5 105.5 105.5 105.5 Actuated g/C Ratio 0.12 0.12 0.81 0.81 0.81 0.81 v/c Ratio 0.14 0.16 0.90 0.05 0.55 0.31 Control Delay 46.0 46.5 16.9 5.0 56.0 6.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.0 46.5 16.9 5.0 56.0 6.5 LOS D D B A E A Approach Delay 46.2 16.7 7.7 Approach LOS D B A 90th %ile Green (s) 49.0 49.0 68.5 68.5 68.5 68.5 90th %ile Term Code Ped Ped Coord Coord Coord Coord 70th %ile Green (s) 9.2 9.2 108.3 108.3 108.3 108.3 70th %ile Term Code Gap Gap Coord Coord Coord Coord 50th %ile Green (s) 7.9 7.9 109.6 109.6 109.6 109.6 50th %ile Term Code Gap Gap Coord Coord Coord Coord 30th %ile Green (s) 6.6 6.6 110.9 110.9 110.9 110.9 30th %ile Term Code Gap Gap Coord Coord Coord Coord 10th %ile Green (s) 0.0 0.0 123.6 123.6 123.6 123.6 10th %ile Term Code Skip Skip Coord Coord Coord Coord Queue Length 50th (m) 7.6 7.6 156.1 1.2 1.8 18.9 Queue Length 95th (m) 11.8 11.9 #487.5 12.2 #20.0 85.5 Internal Link Dist (m) 101.6 305.1 196.9 Turn Bay Length (m) 30.0 70.0 70.0 Base Capacity (vph) 631 565 3908 1222 56 3908 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.05 0.05 0.90 0.05 0.55 0.31 Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 145 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 14.7 Intersection LOS: B Intersection Capacity Utilization 83.1% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 1: March & Corkstown
Novatech Synchro 8 Report Page 32 Projected Conditions - Weekday PM, mitigated 1: March & Corkstown Wesley Clover Parks
Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Volume (vph) 39 46 1447 63 180 2565 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Storage Length (m) 30.0 0.0 70.0 70.0 Storage Lanes 1 1 1 1 Taper Length (m) 25.0 30.0 Lane Util. Factor 1.00 1.00 0.91 1.00 1.00 0.91 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1676 1500 4818 1500 1676 4818 Flt Permitted 0.950 0.149 Satd. Flow (perm) 1676 1500 4818 1500 263 4818 Right Turn on Red Yes Yes Satd. Flow (RTOR) 21 66 Link Speed (k/h) 80 80 80 Link Distance (m) 125.6 329.1 220.9 Travel Time (s) 5.7 14.8 9.9 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 41 48 1523 66 189 2700 Shared Lane Traffic (%) Lane Group Flow (vph) 41 48 1523 66 189 2700 Enter Blocked Intersection Yes Yes Yes Yes Yes Yes Lane Alignment Left Right Left Right Left Left Median Width(m) 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 Turning Speed (k/h) 25 15 15 25 Number of Detectors 1 1 2 1 1 2 Detector Template Left Right Thru Right Left Thru Leading Detector (m) 2.0 2.0 10.0 2.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 2.0 0.6 2.0 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 Detector 2 Size(m) 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 Turn Type NA Perm NA Perm Perm NA Protected Phases 8 2 6 Permitted Phases 8 2 6 Detector Phase 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 5.0 5.0 20.0 20.0 20.0 20.0 Minimum Split (s) 55.1 55.1 45.4 45.4 45.4 45.4 Total Split (s) 55.1 55.1 74.9 74.9 74.9 74.9 Total Split (%) 42.4% 42.4% 57.6% 57.6% 57.6% 57.6% Maximum Green (s) 49.0 49.0 68.5 68.5 68.5 68.5 Yellow Time (s) 4.6 4.6 4.6 4.6 4.6 4.6 All-Red Time (s) 1.5 1.5 1.8 1.8 1.8 1.8 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize?
Novatech Synchro 8 Report Page 33 Projected Conditions - Weekday PM, mitigated 1: March & Corkstown Wesley Clover Parks
Lane Group WBL WBR NBT NBR SBL SBT Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None C-Max C-Max C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 42.0 42.0 32.0 32.0 32.0 32.0 Pedestrian Calls (#/hr) 2 2 2 2 2 2 Act Effct Green (s) 16.1 16.1 105.0 105.0 105.0 105.0 Actuated g/C Ratio 0.12 0.12 0.81 0.81 0.81 0.81 v/c Ratio 0.20 0.24 0.39 0.05 0.89 0.69 Control Delay 47.3 30.3 7.2 2.7 57.3 11.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.3 30.3 7.2 2.7 57.3 11.5 LOS D C A A E B Approach Delay 38.1 7.1 14.5 Approach LOS D A B 90th %ile Green (s) 49.0 49.0 68.5 68.5 68.5 68.5 90th %ile Term Code Ped Ped Coord Coord Coord Coord 70th %ile Green (s) 10.0 10.0 107.5 107.5 107.5 107.5 70th %ile Term Code Gap Gap Coord Coord Coord Coord 50th %ile Green (s) 8.6 8.6 108.9 108.9 108.9 108.9 50th %ile Term Code Gap Gap Coord Coord Coord Coord 30th %ile Green (s) 7.2 7.2 110.3 110.3 110.3 110.3 30th %ile Term Code Gap Gap Coord Coord Coord Coord 10th %ile Green (s) 0.0 0.0 123.6 123.6 123.6 123.6 10th %ile Term Code Skip Skip Coord Coord Coord Coord Queue Length 50th (m) 10.8 7.1 27.4 0.0 22.6 75.7 Queue Length 95th (m) 15.1 13.3 115.9 7.2 #79.9 #321.2 Internal Link Dist (m) 101.6 305.1 196.9 Turn Bay Length (m) 30.0 70.0 70.0 Base Capacity (vph) 631 578 3893 1224 212 3893 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.06 0.08 0.39 0.05 0.89 0.69 Intersection Summary Area Type: Other Cycle Length: 130 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 145 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 12.4 Intersection LOS: B Intersection Capacity Utilization 66.9% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 1: March & Corkstown
Novatech Synchro 8 Report Page 34
Appendix G Detailed MTO Warrant Analysis
Advancing Traffic Opposing Traffic Left Turn Traffic % of Left Turning Left-Turn Intersection Volume (V ) Volume (V ) Volume (V ) Traffic Warrant Warrant A O L AM PM AM PM AM PM AM PM Corkstown/Main Site Access - Projected EBL 56 29 40 80 7 0 13% 0% No
NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR ▼ AM 0 0 0 3 0 0 7 49 0 0 31 9 PM 0 0 0 22 0 12 0 29 0 0 74 6
See MTO's nomo graphs
AM Peak Hour Volumes PM Peak Hour Volumes
29, 80 56, 40 Advancing Traffic Opposing Traffic Left Turn Traffic % of Left Turning Left-Turn Intersection Volume (V ) Volume (V ) Volume (V ) Traffic Warrant Warrant A O L AM PM AM PM AM PM AM PM Corkstown/Soccer Field Access - Projected EBL 57 53 110 75 35 17 61% 32% No
NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR ▼ AM 0 0 0 84 0 31 35 22 0 0 10 100 PM 0 0 0 159 0 57 17 36 0 0 24 51
See MTO's nomo graphs
AM Peak Hour Volumes PM Peak Hour Volumes
57, 110 53, 75 Advancing Traffic Opposing Traffic Left Turn Traffic % of Left Turning Left-Turn Intersection Volume (V ) Volume (V ) Volume (V ) Traffic Warrant Warrant A O L AM PM AM PM AM PM AM PM Corkstown/School Access EBL 91 243 18 45 41 35 45% 14% No
NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR ▼ AM 0 0 0 0 0 37 41 50 0 0 18 0 PM 0 0 0 0 0 40 35 208 0 0 45 0
See MTO's nomo graphs
AM Peak Hour Volumes PM Peak Hour Volumes
243, 45 91, 18
Appendix H Shania Twain – Traffic Management Plan
BY MSP MSP MSP MSP MSP CONNISTON AV DATE TANK MAY 8/15 MAY 4/15 JUNE 8/15 MAY 12/15 MAY 11/15 JUNE 23/15JUNE 18/15 GW JUNE 16/15 MSP JUNE 10/15 MSP 113243 MAY 8,2015 113243-TM 80 60 PARK ST JAY PROJECT No. ISSUED DRAWING No. DRAWING 4020 WESLEY CLOVER T. 613-271-5452 NEPEAN ONTARIO
0 SCALE 1:2000 SCALE CORKSTOWN RD CORKSTOWN 401 CORKSTOWN ROAD TRAFFIC
REVISION CARLING AVE CARLING WESLEY CLOVER PARKS 401 CORKSTOWN ROAD FOR DISCUSSION PURPOSES ONLY FOR DISCUSSION PURPOSES ONLY FOR DISCUSSION PURPOSES ONLY ISSUED FOR S.E.A.T. MEETING FOR DISCUSSION PURPOSES ONLY ISSUED TO MINISTRY OF TRANSPORTATION MSP OPS COMMENTS FROM JUNE 23/15 OPS COMMENTS FROM JUNE 16/15 MANAGEMENT UPDATED TO ADDRESS MTO AND ADDRESS UPDATED MTO TO AND ADDRESS UPDATED MTO TO AS PER OTTAWA REVISED POLICE SERVICE COMMENTS SITE PLAN Ottawa, Ontario, Canada K2M 1P6 uite 200, 240 Michael Cowpland Drive NOT TO SCALE Telephone (613) 254-9643 Website www.novatech-eng.com Facsimile (613) 254-5867 S 9 8 7 6 3 2 1 5 4 No. KEYPLAN RB-41 RB41T RB-42 RB42T TC-4 3.5m 80.0m TAPER TC-3R 3.5m 1.9m TC-4 10.0m 40.0m TAPER 6.0m SCALE1:500
NORTEL SHUTTLE A A P P ACCOMODATE TRUCK WALKWAY TO BE TURNING MOVEMENTS PEDESTRIAN REDUCED TO 1.8m TYPICAL) (POLICE OFFICER TL WALKWAY TWO WAY TRAFFIC CORKSTOWN ROAD EDGE OF PAVEMENT EDGE OF PAVEMENT BUS STOPS P OC TRANSPO 12.0m TAPER 10.0m 30.0m 30.0m BUS STOPS OC TRANSPO ACCORDANCE WITH OTM BOOK 7 SHIFT ON CORKSTOWN ROAD AND SHIFT ON CORKSTOWN ROAD TRAFFIC CONTROL PLAN FOR LANE MOODIE DRIVE TO BE DEVELOPED IN PA P 0.55m BARREL 1.90m WALKWAY TL PA TYPICAL) (PARKING ATTENDANT LANE 3.50m 0.55m BARREL 10.00m SCALE1:100 P PAVEMENT SECTION A-A SECTION NORTEL SHUTTLE TWO-WAY TRAFFIC TL PA LANE 3.50m TO TRAFFIC CLOSE OFF LANE WB-21 8.0m TL (TYPICAL SIGNAGE WB-21 RAILWAY SCALE1:2000 PLAN FOR ALLACCESSPLAN FOR TO CORKSTOWN ROAD WEST OF WESLEY CLOVER CAMPGROUND INTERSECTION - INTERSECTION ENTRANCE ANDENTRANCE CORKSTOWN ROAD TL BARRICADE TEMPORARY EDGE OF PAVEMENT EDGE OF PAVEMENT WALKWAY BUS PICKUP/DROPOFF AND CAMPSITE SHUTTLE ONLY CANADIAN TIRE CENTER THRU TRAFFIC FOR TAXI, CTC BUSES FHYD FHYD SCALE1:500 3.5m BUS LANE DETAIL CORKSTOWN ROAD 3.5m 1.9m CANADIAN TIRE CENTER TL FENCING FHYD 6.0m (TYPICAL) MODU-LOC FHYD
FHYD
TL B B FHYD (TYPICAL) TL TOWER LIGHT G G
ARTIST
COMPOUND
BUS PICKUP/DROPOFF 0.55m
CANADIAN TIRE CENTER BARREL 1.90m WALKWAY EXISTING P TL BUILDING TL WB-21 TL G P G 3.50m LOADING LANE 10.00m PAVEMENT
VIP SCALE1:100 TL TL 82x66
20x60 BUS LANE SECTION B-B (6mX6m) CANADIAN TIRE CENTER VIP 20x20
82x66 PEDESTRIAN
20x60 WATERCOURSE 3.50m BRIDGE CROSSING DRIVING LANE (SEE DETAIL BELOW) G 20x20 TL TL TL
ROAD TL G
TOWN (TYPICAL) TL GENERATOR MODU-LOC FENCING
CORKS MODU-LOC FENCING MODU-LOC G TC-4
20.0m TC-4 TC-3R P
SCALE1:1500 8.0m ROAD MARCH ROAD INTERSECTION MARCH AND CORKSTOWN MARCH TC-3L (90m Spacing between Signage) TC-4 P
BACK TO
ONE LANE MARCH ROAD INTERSECTION
60.0m TAPER
P M:\2013\113243\CAD\Design\STAGE\113243-TRAFFIC.dwg, 113243-TM, Jun 23, 2015 - 4:33pm, wsloss 4:33pm, - 2015 23, Jun 113243-TM, M:\2013\113243\CAD\Design\STAGE\113243-TRAFFIC.dwg,