Transportation Impact Study Proposed Mixed-Use Development
Church Street and Dundas Street Toronto, Ontario
Prepared for: Sentinel (Church) Holdings Inc.
December 2014 | 16-14098-001-T01
December 9, 2014 16-14098-001-T01
Mr. Ian MacLeod Sentinel (Church) Holdings Inc. c/o Pemberton Group 50 Confederation Parkway Concord, Ontario L4K 4T8
Dear Mr. McLeod
Subject: Transportation Impact Study Proposed Mixed-Use Development Church Street and Dundas Street City of Toronto
MMM Group Limited is pleased to present our Transportation Impact Study with respect to the proposed mixed-use development at 117 Dundas Street East and 215, 221, 223, 225, 227 and 229 Church Street near the intersection of Church Street and Dundas Street in the City of Toronto.
The findings indicate that the additional traffic arising from the proposed development will have minimal impacts on the boundary roadway operations. The proposed site driveways onto Dalhousie Street and Church Street are estimated to operate at very good levels of service, based on future total traffic conditions. From a parking perspective, it is MMM Group’s opinion that the proposed parking supply is adequate given the provision of surplus bicycle parking, as well as the proximity of the development site to high-level transit services, car-share and bike-share facilities, walkability to multiple attractions and approved rates for similar developments.
We thank you for the opportunity to undertake this study. We would be pleased to respond to any questions, should they arise.
Yours very truly,
MMM Group
Derek Dalgleish, M.Pl. Senior Project Manager Transportation Planning Associate
TRANSPORTATION IMPACT STUDY PROPOSED MIXED -USE DEVELOPMENT CHURCH AND DUNDAS TORONTO , ONTARIO
PROJECT TEAM MEMBER LIST
Project Manager: Derek Dalgleish
Technical Staff: Peter Yu
TRANSPORTATION IMPACT STUDY PROPOSED MIXED -USE DEVELOPMENT CHURCH AND DUNDAS TORONTO , ONTARIO
TABLE OF CONTENTS 1.0 INTRODUCTION ...... 1 2.0 DEVELOPMENT PROPOSAL ...... 2 2.1 Uses ...... 2 2.2 Access ...... 2 3.0 EXISTING TRAFFIC CONDITIONS ...... 3 3.1 Boundary Roadways ...... 3 3.2 Traffic Data ...... 4 3.3 Transit Services ...... 4 3.4 Existing Intersection Operations ...... 5 4.0 FUTURE BACKGROUND TRAFFIC CONDITIONS ...... 7 4.1 Time Frame ...... 7 4.2 Background Traffic Growth ...... 7 4.3 Background Developments ...... 7 4.4 2019 Future Background Traffic Volumes ...... 8 4.5 2019 Future Background Intersection Operations ...... 8 5.0 SITE -GENERATED TRAFFIC ...... 10 5.1 Trip Generation for Existing Uses ...... 10 5.2 Trip Generation for Proposed Uses ...... 10 5.3 Trip Distribution and Assignment ...... 11 6.0 FUTURE TOTAL TRAFFIC CONDITIONS ...... 12 6.1 2019 Future Total Traffic Volumes ...... 12 6.2 2019 Future Total Intersection Operations ...... 12 7.0 PARKING ASSESSMENT ...... 13 7.1 Vehicular Parking Requirements ...... 13 7.2 Vehicular Parking Reductions ...... 15 7.3 Vehicular Parking Supply Justification ...... 15 7.4 Bicycle Parking ...... 19 8.0 SITE PLAN REVIEW ...... 20 8.1 City Loading Requirement ...... 20 8.2 Site Circulation ...... 20 8.3 Site Driveway ...... 21 9.0 SUMMARY ...... 21
APPENDICES
APPENDIX A: TRAFFIC DATA APPENDIX B: LEVEL OF SERVICE DEFINITIONS APPENDIX C: CAPACITY ANALYSES - EXISTING TRAFFIC OPERATIONS APPENDIX D: CAPACITY ANALYSES - FUTURE BACKGROUND TRAFFIC OPERATIONS APPENDIX E: CAPACITY ANALYSES - FUTURE TOTAL TRAFFIC OPERATIONS
TRANSPORTATION IMPACT STUDY PROPOSED MIXED -USE DEVELOPMENT CHURCH STREET AND DUNDAS STREET TORONTO , ONTARIO PAGE 1
1.0 INTRODUCTION
A mixed-use development is proposed at 117 Dundas Street East and 215, 221, 223, 225, 227 and 229 Church Street near the intersection of Church and Dundas in the City of Toronto. The proposed development consists of 616 residential units, along with 694 m2 ground floor retail uses. The site is currently occupied by various restaurant and retail uses, along with a public parking lot.
Figure 1 illustrates the site location and study area.
MMM Group was retained by Sentinel (Church) Holdings Inc. to prepare a Transportation Impact Study to assess the transportation impact the proposed development has on the study area. The study has now been completed, with the associated findings outlined herein.
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FIGURE 1 Site Location STUDY AREA
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2.0 DEVELOPMENT PROPOSAL
2.1 Uses
The proposed mixed-use development is bounded by the following roads:
• Dundas Street East to the north; • Church Street to the west; and • Dalhousie Street to the east.
The site is currently occupied by various retail and restaurant uses, as well as an at-grade public parking lot.
The development proposal consists of 616 residential units and ground floor retail uses totalling 694 m2 gross floor area. Figure 2 illustrates the ground floor plan of the proposed mixed-use development.
2.2 Access
All of the traffic related to the existing pubic parking lot on site is currently served through a full- moves driveway onto Dalhousie Street.
Access to the development is proposed via a new, full-moves inbound driveway from Dalhousie Street, while egress is proposed via a new, full-moves outbound driveway onto Church Street. The proposed driveways will serve the underground parking, as well as the loading facility for the proposed development.
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FIGURE 2 SITE PLAN
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3.0 EXISTING TRAFFIC CONDITIONS
3.1 Boundary Roadways
A description of the boundary roadways surrounding the site are outlined below:
Dundas Street East , which directly borders the site to the north, is an east-west major arterial road under the jurisdiction of the City of Toronto with a posted speed limit of 50 km/h. Dundas has a four lane cross-section, with streetcars operating in mixed traffic in each median lane.
Church Street , which directly borders the site to the west, is a north-south minor arterial road under the jurisdiction of the City of Toronto with a posted speed limit of 50 km/h. Church has a four lane cross-section, with two lanes in each direction and on-street parking on both sides during the off- peak hours. TTC streetcar tracks are also provided on Church Street in both directions to facilitate “short turning” operations.
Bond Street , which is located west of the site, is a north-south local road under the jurisdiction of the City of Toronto with a posted speed limit of 50 km/h. Bond extends from Queen Street East to Gould Street. It has a two lane cross-section with one lane in each direction plus on-street parking along the east side. It becomes a one-way northbound street immediately north of the First Evangelical Lutheran Church. On-street parking is permitted on the west side within the one-way section of the road.
Gould Street , which is located north of the site, is an east-west local road under the jurisdiction of the City of Toronto with a posted speed limit of 50 km/h. Gould is a one-way eastbound street between Bond and Church Streets. On-street parking is permitted on the south side of the street, and a loading area exists on the north side. It becomes a two-way collector road east of Church Street, and a pedestrian-only corridor west of Bond Street.
Dalhousie Street , which directly borders the site to the east, is a north-south local road with a two lane cross section and a posted speed limit of 40 km/h. Dalhousie provides connection from Queen Street East to Gould Street. On-street parking is permitted on the east side of the street.
Shuter Street , which is located south of the site, is an east-west collector road with two lane cross section and a posted speed limit of 40 km/h in the vicinity of the site. On-street parking is permitted on the both sides of the street and is separated from the travel lane by the dedicated bicycle lane.
Mutual Street , which is located east of the site, is a north-south local road with a two lane cross section and posted speed limit of 40 km/h. Mutual provides connection from Queen Street East to Maitland Street. On-street parking is permitted on both sides of the street.
Jarvis Street , which is located east of the site, is an north-south arterial road with a five lane cross section and a posted speed limit of 50 km/h. During the weekday afternoon peak period, the centre reversible lane operates as a northbound lane. During the remaining periods, including the weekday morning peak period, the centre reversible lane serves southbound traffic. Curb side parking and stopping is prohibited during peak periods to maximize the capacity of the roadway.
TRANSPORTATION IMPACT STUDY PROPOSED MIXED -USE DEVELOPMENT CHURCH AND DUNDAS TORONTO , ONTARIO PAGE 4
Figure 3 schematically illustrates the existing lane configurations within the study area.
3.2 Traffic Data
Table 1 summarizes the intersection counts used for this study. Accu-Traffic was retained to conduct turning movement counts during the weekday peak periods of 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m.
TABLE 1 INTERSECTION COUNTS COLLECTED FOR THIS STUDY
INTERSECTIONS DETAILS TMC DATE SOURCE Church Street and Tuesday, February Signalized Accu-Traffic Gould Street 25, 2014 Church Street and Tuesday, February Signalized Accu-Traffic Dundas Street East 25, 2014 Jarvis Street and Thursday, Signalized Accu-Traffic Dundas Street East November 20, 2014 Church Street and Thursday, Signalized Accu-Traffic Shuter Street November 20, 2014 Bond Street and Stop Control on Tuesday, February Accu-Traffic Dundas Street East Bond 25, 2014 Dalhousie Street and Stop Control on Thursday , Accu-Traffic Dundas Street East Dalhousie November 20, 2014 Mutual Street and Stop Control on Thursday, Accu-Traffic Dundas Street East Mutual November 20, 2014 Dalhousie Street and Stop Control on Thursday, Accu-Traffic Shuter Street Dalhousie November 20, 2014
The study intersections were selected in consultation with City staff. The existing weekday a.m. and p.m. peak hour volumes are illustrated in Figure 4 . It should be noted that through traffic volumes were increased where appropriate for volume balancing purposes. All of the traffic volume data and signal timing plans are provided in Appendix A .
As noted in Section 2.1, there is an existing public parking lot onsite with approximately 28 parking spaces. During the a.m. and p.m. peak hours, it is expected that this parking lot will generate auto trips onto the study area road network. However, it has been conservatively assumed that the displacement of the parking lot under future conditions will not result in auto trip reductions within the study area road network.
3.3 Transit Services
The site is situated in an area that is well-served by transit, with stops and stations connecting to all parts of the City within 500 m or less of the proposed development. The site is serviced by the following Toronto Transit Commission (TTC) surface transit and subway lines:
Church Street
Gould Street
Bond Street Dalhousie Street Mutual Street Jarvis Street
Dunda Weekday A.M. Street East Peak Hour
Weekday P.M. Peak Hour
Shuter Street
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LEGEND FIGURE 3 Signalized Intersection Lane Configurations EXISTING LANE CONFIGURATIONS
Stop Control
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6 28 (25) Gould Street (28) 29
(18) 11 14 485 (22) 19 (24) (469) Jarvis Street Bond Street Dalhousie Street Mutual Street (4) (8) (94) (425) (44) (53) (89) (89) (6) (22) (592) 41 (48) 65 (59) 24 (10) 66 (21) 90 (67) 654 (413) 622 (343) 715 (430) 690 (364) 636 (343) 4 6 78 5 482 44 19 41 138 1036 31
Dundas 5 42 (18) 1 32 (36) 2 20 (23) 3 25 (13) 4 45 (40) Street (26) 18 (43) 59 (12) 8 (12) 14 (88) 49 7 4 8 37 25 (709) 403 13 (622) 332 38 32 (723) 389 15 (736) 379 13 14 11 (634) 322 382 606 (34) 32 (50) 43 (13) 11 (17) 11 (47) 59 (8) (8) (31) (11) (11) (25) (14) (14) (57) (37) (27) (18) (400) (1077) (16) (6) (53) (422) (71) (18) 47 (61) 17 (20) 458 (193) 575 (310) 374 35 69 10 13 3
Shuter 7 84 (63) 8 10 (11) Street (51) 39 (11) 7 6 6 17 (358) 131 52 46 (484) 203 341 (44) 34 (11) 3 (7) (5) (24) (24) (69) (397)
Church Street Dalhousie Street Not To Scale
LEGEND FIGURE 4 XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes 2014 EXISTING TRAFFIC VOLUMES
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The 505 Dundas streetcar route operates between Dundas West Station and Broadview Station on the Bloor-Danforth subway line, generally in an east-west direction. It provides connections to the St. Patrick and Dundas Stations on the Yonge-University-Spadina subway line. This streetcar route has stops at both Bond and Church Streets along Dundas Street East, which are located within 100 m from the development site.
The 501 Queen streetcar route operates between Neville Park Loop, Humber Loop and Long Branch Loop, generally in an east-west direction. It serves the Queen and Osgoode Stations on the Yonge-University-Spadina Subway. This streetcar route has stops at Church Streets along Queen Street, which is located approximately 300 m from the site.
The 141 Mount Pleasant downtown / beach express bus route operates between the area of Eglinton Avenue East and Mt. Pleasant Road and the Downtown Toronto area, generally in a north- south direction. It also passes within one block of the Queen, Osgoode, St. Andrew and King Stations on the Yonge-University-Spadina Subway. Accessible service is provided on the route. Both Queen Station and Osgoode Station are accessible subway stations. Bike racks are available on this route. This bus route has stops at the intersection of Dundas Street East and Jarvis Street, located approximately 200 m from the development site.
The Yonge-University-Spadina subway line operates between Finch Station and Downsview Station in a “U-shaped” route passing through the downtown area, generally in a north-south direction. The line provides connections to the Bloor-Danforth subway line at the St. George, Spadina and Bloor-Yonge Stations. The proposed development site is located approximately 300 m from the Dundas Station.
3.4 Existing Intersection Operations
The existing operations of the boundary roadway intersections were analyzed on the basis of the existing roadway a.m. and p.m. peak hour traffic volumes illustrated in Figure 4 and the existing lane configurations indicated in Figure 3. It should be noted that pedestrian volumes and heavy truck percentages were also inputted based on the turning movement counts completed.
The signalized and unsignalized intersections were analyzed based on the approach outlined in the Highway Capacity Manual, Transportation Research Board, 2000, using Synchro Traffic Software Version 8.0. Appendix B provides the level of service definitions, according to the Highway Capacity Manual 2000.
Peak hour factors for each intersection during various peak periods were calculated based on a 15- minute breakdown of the turning movement counts captured at each intersection, as per the City of Toronto TIS guidelines. These peak hour factors are carried through from existing to future background and total future traffic condition assessments.
It should also be noted that since the frequency of the 505 Dundas streetcar route is not more frequent than one streetcar every five minutes during peak hours, no adjustments have been made in the modeled lane configurations.
TRANSPORTATION IMPACT STUDY PROPOSED MIXED -USE DEVELOPMENT CHURCH AND DUNDAS TORONTO , ONTARIO PAGE 6
Table 2 outlines the existing levels of service. Detailed Synchro analysis worksheets are provided in Appendix C .
Table 2 Intersection Levels of Service Based on Existing Traffic Volumes
A.M. Peak Hour P.M. Peak Hour
LOS LOS Intersection Critical Critical (Average delay (Average delay Movements Movements per vehicle in per vehicle in (v/c ratio) (v/c ratio) seconds) seconds) Church Street and (1) B (10.3 sec) - B (16.3 sec) - Gould Street Church Street and (1) C (20.5 sec) - B (13.6 sec) - Dundas Street East Jarvis Street and (1) B (17.0 sec) - C (20.4 sec) - Dundas Street East Church Street and (1) B (18.7 sec) - B (16.1 sec) - Shuter Street Bond Street and (2) C (16.3 sec) SB-LTR (0.05) D (27.8 sec) NB-LTR (0.24) Dundas Street East Dalhousie Street and (2) B (11.7 sec) NB-LTR (0.05) C (18.6 sec) NB-L (0.16) Dundas Street East Mutual Street and (2) B (11.2 sec) NB-LTR (0.07) B (11.8 sec) NB-LTR (0.09) Dundas Street East Dalhousie Street and C (24.6 sec) SB-LTR (0.13) D (32.1 sec) SB-LTR (0.24) Shuter Street (2) (1) For signalized intersections, the levels of service are based on the overall delay of the intersection. (2) For two-way stop controlled intersections, the levels of service are based on delay associated with the critical movement.
As shown in Table 2, the existing traffic conditions range from satisfactory to excellent during both the weekday a.m. and p.m. peak hours, with no critical movements or capacity constraints.
However, it is worth noting that Synchro did not initially produce an accurate result using the default HCM 2000 parameters at the unsignalized intersection of Dundas Street East at Bond Street. Observations made during the field study previously conducted by MMM on February 26, 2014 confirmed that the minor street delays were much lower than the results produced by Synchro. Furthermore, videos recorded by Accu-Traffic Inc. during the traffic counts noted above were also used to observe the actual delays during the a.m. and p.m. peak hours, which were 13 and 31 seconds on average, respectively. Based on these observations, it is expected that the critical gap times at the unsignalized intersections along Dundas Street East in the vicinity of the study area are less than the default parameters in Synchro due to the prevailing driving patterns in a downtown setting. Therefore, the critical gap times in Synchro were recalibrated at the unsignalized intersections along Dundas Street East at Bond Street, Dalhousie Street and Mutual Street to reflect the observed delays. The results in Table 2 reflect the calibrated existing traffic conditions.
TRANSPORTATION IMPACT STUDY PROPOSED MIXED -USE DEVELOPMENT CHURCH AND DUNDAS TORONTO , ONTARIO PAGE 7
4.0 FUTURE BACKGROUND TRAFFIC CONDITIONS
4.1 Time Frame
The proposed development has been assumed to be built out by within a five year horizon. Thus, 2019 has been used as the horizon year of this assessment.
4.2 Background Traffic Growth
Based on discussions with City staff and a review of the growth rates applied along the major boundary roads in the background development reports, the following growth rates have been adopted:
Table 3 Boundary Road Growth Rates Annual Growth Rate
Boundary Roadway Weekday A.M. Peak Period Weekday P.M. Peak Period
NB/EB SB/WB NB/EB SB/WB Church Street 1% 1% 1% 1% Dundas Street East 1% 1% 1% 1% Jarvis Street 1% 1% 1% 1% Shuter Street 1% 1% 1% 1%
The background traffic growth for the horizon year 2019 is illustrated in Figure 5.
4.3 Background Developments
Discussions with City staff indicated that the following background developments are expected to contribute background traffic to the study area during the period to 2019:
1. 64 Shuter Street 2. 75 Mutual Street 3. 186 Jarvis Street 4. 155 Dundas Street East 5. 175 Dundas Street East 6. 200 Dundas Street East
These background developments and their associated traffic impact studies are summarized in Table 4. The locations of each of these developments are illustrated in Figure 6.
Church Street (15) 14
6 Gould Street 13 (12) Jarvis Street Bond Street Dalhousie Street Mutual Street (11) (15)
17 (11) 16 (9) 18 (11) 18 (10) 16 (9) 13 26
Dundas 5 1 2 3 4 Street
(18) 11 (16) 9 10 (19) 10 (19) 10 (16) 9 16 (10) (27) (11)
12 (5) 15 (8) 10
Shuter 7 8 Street
(9) 4 9 (13) 6 (10)
Church Street Dalhousie Street Not To Scale
LEGEND FIGURE 5 XX AM Peak Hour Volumes FUTURE BACKGROUND (XX) PM Peak Hour Volumes GENERAL TRAFFIC VOLUME GROWTH
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155 Dundas 175 Dundas Street Street
75 Mutual Street 186 Jarvis Street
64 Shuter Street
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Background FIGURE 6 Development Future Background Locations Development Locations
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Table 4 Background Developments in the Study Area Development Traffic Report Development Proposal 64 Shuter Street TIS by Cole Engineering 227 residential units in 2012 87 m² retail uses (at grade) 75 Mutual Street TIS by BA Group in 2014 375 residential units 378 m² retail uses (at grade) 186 Jarvis Street TIS by IBI Group in 2012 197 student housing units 17,782 m² retail uses (at grade) 155 Dundas Street TIS by BA Group in 2011 407 residential units East 399 m² retail uses (at grade) 175 Dundas Street TIS by LEA in 2014 534 residential units East 186 m² retail uses (at grade) 200 Dundas Street TIS by IBI Group in 2012 768 residential units East 1,140 m² retail uses (at grade)
For the background developments listed in Table 4, the trip generation, distribution, and traffic assignment related to the individual developments were based on respective available traffic reports obtained from City staff.
The trips related to all of the background developments were superimposed and are illustrated in Figure 7.
4.4 2019 Future Background Traffic Volumes
The 2019 background traffic volumes for the weekday a.m. and p.m. peak hours were derived by superimposing the 2019 through traffic growth indicated in Figure 5, as well as the traffic volumes associated with other developments as indicated in Figure 7, onto the respective existing traffic volumes indicated in Figure 4. The resulting 2019 future background traffic volumes are illustrated in Figure 8.
4.5 2019 Future Background Intersection Operations
The 2019 future background traffic operations were analyzed on the basis of the 2019 background traffic volumes illustrated in Figure 8 for the weekday a.m. and p.m. peak hours. It should be noted that the traffic signal timings for some of the signalized intersections have been optimized (split optimization), but the cycle lengths remain unchanged. The resulting levels of service are detailed in Table 5. The details related to the 2019 background operations are provided in Appendix D .
Church Street (2) 1
6 Gould Street 5 5 (3) Jarvis Street Bond Street Dalhousie Street Mutual Street (2) (1) (7) (15) 7 1 46 (26) 28 (25) 28 (25) 37 (26) 24 (21) 21 (27) 1 1 4
Dundas 5 1 2 (1) 2 1 (3)3 -4 (6) 4 51 (28) Street (28) 10 5 2 5 8
(35) 9 (35) 9 (37) 9 (29) 7 14 35 (12) 32 36 (9) 4 (7) 1 (3) (1) (1) (8) (6) (-5) (11) (28)
9 (2) (1) (2) (10) 5 (3) 1 (3) 15 (3) 8 2 21 4 1
Shuter 7 9 (4) 8 Street (14) 4
(14) 3 1 (9) 1 (1) (7)
Church Street Dalhousie Street Not To Scale
LEGEND FIGURE 7 XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes FUTURE BACKGROUND DEVELOPMENT SITE TRAFFIC VOLUMES
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60 (37) 563 (581) 11 (25)
6 28 (25) Gould Street (28) 29 5
(18) 11 14 503 (22) 19 (3) (24) (481) Jarvis Street Bond Street Dalhousie Street Mutual Street (44) (29) (53) (622) (89) (6) (4) (8) (94) (438) (90) 41 (48) 72 (59) 24 (10) 67 (21) 136 (93) 699 (449) 666 (377) 770 (467) 732 (395) 673 (379) 5 4 6 78 496 44 31 20 41 138 1066
Dundas 5 42 (18) 1 34 (37)2 21 (26) 3 21 (19) 4 96 (68) Street (26) 18 (43) 59 (12) 8 (12) 14 (116) 59 4 7 8 13 37 38 32 27 19 46 33 (762) 423 (673) 350 (779) 408 17 (784) 396 (662) 363 397 658 (34) 32 (50) 43 (13) 11 (26) 15 (54) 60 (9) (8) (8) (11) (11) (25) (29) (57) (38) (28) (22) (37) (413) (1132) (53) (434) (73) (26) (6) (20) 52 (64) 18 (23) 485 (201) 598 (318) 69 386 36 34 3 14
Shuter 7 93 (67)8 10 (11) Street (51) 39 (25) 11 6 6 17 (381) 138 52 47 (506) 210 350 (44) 34 (11) 3 (7) (5) (24) (24) (76) (408)
Church Street Dalhousie Street Not To Scale
LEGEND FIGURE 8 XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes FUTURE BACKGROUND TRAFFIC VOLUMES
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Table 5 Intersection Levels of Service Based on 2019 Future Background Volumes A.M. Peak Hour P.M. Peak Hour
LOS LOS Intersection Critical Critical (Average delay (Average delay Movements Movements per vehicle in per vehicle in (v/c ratio) (v/c ratio) seconds) seconds) Church Street and (1) B (10.5 sec) - B (16.5 sec) - Gould Street Church Street and (1) C (20.5 sec) - B (14.0 sec) - Dundas Street East Jarvis Street and B (19.7 sec) - C (22.3 sec) - Dundas Street East (1) Church Street and (1) B (19.4 sec) - B (16.6 sec) - Shuter Street Bond Street and (2) C (16.6 sec) SB-LTR (0.05) D (29.0 sec) NB-LTR (0.25) Dundas Street East Dalhousie Street and (2) B (11.6 sec) NB-LTR (0.06) C (19.3 sec) NB-L (0.17) Dundas Street East Mutual Street and (2) B (11.7 sec) NB-LTR (0.16) B (12.4 sec) NB-LTR (0.12) Dundas Street East Dalhousie Street and (2) D (25.2 sec) SB-LTR (0.23) D (34.8 sec) SB-LTR (0.31) Shuter Street (1) For signalized intersections, the levels of service are based on the overall delay of the intersection. (2) For two-way stop controlled intersections, the levels of service are based on delay associated with the critical movement.
With the growth in background traffic and the addition of other background development traffic, the traffic analyses for the 2019 future background conditions indicate that the intersections within the study area are forecast to generally operate at acceptable levels of service (‘D’ or better) during both the weekday a.m. and p.m. peak hours. The average delays at some of the intersections under 2019 future background condition are forecast to be slightly greater than those under the existing condition.
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5.0 SITE-GENERATED TRAFFIC
5.1 Trip Generation for Existing Uses
As noted in Section 2.1, the existing uses at the subject site features restaurant and retail uses as well as a public parking lot. It has been conservatively assumed that the existing traffic related to these uses will not be displaced by the proposed development.
5.2 Trip Generation for Proposed Uses
The proposed development consists of 616 residential units and ground floor retail of 694 m2 (7,470 ft²) GFA.
A review of the background development studies indicates that ground floor retail uses were generally assumed to be ancillary use and not generate any vehicle trips or parking demand. Similarly, the proposed ground floor retail component with a modest GFA of 694 m 2 is anticipated to primarily serve the residential neighbourhood within walking distance. For this reason, no additional vehicular trips have been assumed to be generated by ground floor retail uses during the a.m. and p.m. peak hours.
Given the abundance of transit services available within the study area, residential trip generation rates were based on site surveyed rates applied in the other background development reports as opposed to rates from the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9 th Edition . A review of the residential trip generation rates adopted by the background developments was completed and is documented in Table 6.
Table 6 Residential Trip Generation Rates Trip Generation Rates Development A.M. Peak Hour P.M. Peak Hour In Out Total In Out Total 64 Shuter Street 0.03 0.12 0.15 0.09 0.06 0.15 75 Mutual Street 0.03 0.10 0.13 0.08 0.05 0.13 186 Jarvis Street N/A – Student Housing 155 Dundas Street East 0.04 0.11 0.15 0.08 0.05 0.13 175 Dundas Street East 0.04 0.11 0.15 0.08 0.05 0.13 200 Dundas Street East 0.03 0.14 0.17 0.13 0.06 0.19 Proposed Rate 0.04 0.11 0.15 0.08 0.05 0.13
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Based on the findings in Table 6, the proposed development is forecast to generate 93 and 79 auto trips during the weekday a.m. and p.m. peak hours, respectively as summarized in Table 7. These net trip generations are likely overstated, since the displacement of the auto trips associated with the existing uses on site have not been included.
Table 7 Trip Generation Vehicle Trips Use Weekday Weekday Trip Generation (Magnitude) A.M. Peak Hour P.M. Peak Hour In Out Total In Out Total
Residential Study Area Surveyed Rates 25 68 93 49 31 79 (616 units)
5.3 Trip Distribution and Assignment
The distribution and assignment of the site-generated trips to the future site access and boundary road network (Figure 9) was based on the 2011 Transportation Tomorrow Survey (TTS) findings. GTA Zones 37 and 38 were used to determine the auto-driver trip making patterns associated with residential uses in the study area. The distribution percentage is summarized for each peak hour and direction in Table 8.
Table 8 Trip Distribution* Scenario North East South West A.M. Inbound 46.4% 0.0% 14.2% 39.3% A.M. Outbound 41.0% 5.0% 15.0% 39.0% P.M. Inbound 40.0% 7.0% 16.0% 37.0% P.M. Outbound 41.0% 3.0% 16.0% 40.0% *Sums may not add up to 100% due to rounding.
Site-generated traffic assignments were developed based on the most logical path for vehicles to travel in order to minimize travel time and distance. It should be noted that given the driveway configurations of the proposed site (further discussed in Section 8.3), one-way operation is proposed with inbound trips via Dalhousie Street and outbound trips via Church Street. The traffic volumes related to the proposed development are illustrated in Figure 10.
Church Street
Gould Street
Bond Street Jarvis Street Dalhousie Street Mutual Street
Dunda Weekday A.M. Street East Peak Hour
Site Driveway
Weekday P.M. Peak Hour
Shuter Street
Not To Scale
LEGEND FIGURE 9 Signalized Intersection Lane Configurations FUTURE LANE CONFIGURATIONS Stop Control
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6 Gould Street
(1) 1 (11) 23 Bond Street Jarvis Street Dalhousie Street Mutual Street (17) (4)
20 (10) 3 (8) (3) 10 3
Dundas 5 1 2 3 (8) 3 4 Street (3) 6 1
(14) 8 (14) 8 20 23 10 (4) 10 (4) 10 (1) 3 (31) 17 (1) 2 (1) (4) (10) (11)
52 (24) 20 (38)
9 16 (8) 10 Site Site Driveway Driveway (12) 6 (3) (4) (2) Shuter (1) Street 6 8 3
7 8 (10) 5 1 (4) 2 3 (1) 1 (1) 3 (6) (2)
Not To Scale Church Street Dalhousie Street
LEGEND FIGURE 10 XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes SITE-GENERATED TRAFFIC VOLUMES
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6.0 FUTURE TOTAL TRAFFIC CONDITIONS
6.1 2019 Future Total Traffic Volumes
The 2019 future total traffic volumes were estimated by superimposing the site-generated traffic volumes illustrated in Figure 10 onto the respective 2019 future background traffic volumes illustrated in Figure 8. The resulting 2019 future total traffic forecasts for the weekday a.m. and p.m. peak hours are illustrated in Figure 11.
6.2 2019 Future Total Intersection Operations
The future total traffic conditions for 2019 were analyzed on the basis of the future lane configurations and the future total traffic volumes illustrated in Figures 9 and 11, respectively. The resulting levels of service are detailed in Table 9. The details related to the 2019 future total operations are provided in Appendix E.
Table 9 Intersection Levels of Service Based on 2019 Future Total Volumes A.M. Peak Hour P.M. Peak Hour
Intersection LOS Critical LOS Critical (Average delay per Movements (Average delay per Movements vehicle in seconds) (v/c ratio) vehicle in seconds) (v/c ratio)
Church Street and (1) B (10.3 sec) - B (16.7 sec) - Gould Street Church Street and (1) C (20.8 sec) - B (14.7 sec) - Dundas Street East Jarvis Street and (1) C (20.1 sec) - C (22.9 sec) - Dundas Street East Church Street and (1) B (19.2 sec) - B (17.0 sec) - Shuter Street Bond Street and (2) C (16.6 sec) SB-LTR (0.05) D (29.2 sec) NB-LTR (0.25) Dundas Street East Dalhousie Street and (2) B (11.6 sec) NB-LTR (0.06) C (19.9 sec) NB-L (0.17) Dundas Street East Mutual Street and (2) B (11.7 sec) NB-LTR (0.16) B (12.4 sec) NB-LTR (0.12) Dundas Street East Dalhousie Street and (2) D (25.7 sec) SB-LTR (0.24) E (37.4 sec) SB-LTR (0.33) Shuter Street Church Street and B (11.1 sec) WB-LR (0.11) B (11.1 sec) WB-LR (0.06) Site Driveway (2) Dalhousie Street and (2) A (1.2 sec) SB-TR (0.03) A (1.9 sec) SB-TR (0.05) Site Driveway (1) For signalized intersections, the levels of service are based on the overall delay of the intersection. (2) For two-way stop controlled intersections, the levels of service are based on delay associated with the critical movement.
Church Street (25) 60 (37) 573 (597) 11
6 28 (25) Gould Street (28) 29 5
(18) 11 14 526 (23) 20 (3) (24) Bond Street (492) Jarvis Street Dalhousie Street Mutual Street (44) (29) (53) (93) (622) (6) (4) (8) (94) (438) (107) 41 (48) 72 (59) 24 (10) 67 (21) 136 (93) 719 (459) 666 (377) 770 (467) 735 (403) 673 (382) 5 4 6 78 496 54 31 20 41 141 1066
Dundas 5 42 (18) 1 34 (37)2 24 (34) 3 21 (19) 4 96 (68) Street (26) 18 (43) 59 (12) 8 (12) 14 (119) 65 4 8 1 7 46 17 13 37 58 42 27 19 (776) 431 (687) 358 (783) 418 (788) 406 (663) 366 33 420 658 (34) 32 (50) 43 (44) 28 (26) 15 (55) 62 (1) (8) (8) (9) (11) (11) (25) (67) (42) (28) (22) (29) (37) (424) (1132) (563) (38) (39) 52 (24) 574 20 32
9 16 (8) 10 Site Site Driveway Driveway 6 32 (12) (37) (526) 443 (56) (438) (75) (26) (6) (20) Shuter 52 (64) 18 (24) Street 485 (201) 598 (318) 75 394 39 14 34 3
7 93 (67) 8 10 (11) (51) 39 (35) 16 6 7 17 (385) 140 52 50 (507) 211 350 (44) 34 (12) 6 (7) (7) (24) (24) (82) (408)
Not To Scale Church Street Dalhousie Street
LEGEND FIGURE 11 XX AM Peak Hour Volumes 2019 TOTAL FUTURE (XX) PM Peak Hour Volumes TRAFFIC VOLUMES
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Table 9 indicates that almost all of study intersections are forecast to operate at acceptable levels of service ‘D’ or better under future total conditions with the addition of the traffic generated by the proposed development. Future total traffic operations are estimated to be only slightly worse than under future background conditions. This indicates that the site-generated traffic will have minimal impact on the study area road network. For instance, at the intersection of Dalhousie Street at Shuter Street, the delay during the weekday p.m. peak hour increases by only 2.6 seconds from future background to future total conditions. It should also be noted all of the movements at the study intersections are forecast to operate well within the available capacity.
The proposed site driveway intersections onto Church Street and Dalhousie Street are estimated to operate at a very good Levels of Service ‘B’ or better during both the weekday a.m. and p.m. peak hours. Moreover, the assessment findings indicate that minimal queuing is estimated for the inbound movements along Dalhousie Street. During the weekday a.m. and p.m. peak hours, 68 and 32 trips are forecast to exit the site via Church Street, respectively.
Based on these modest driveway volumes, it is estimated that the site access onto Church Street will have minimal impact on the traffic flow. It should also be noted that the TTC streetcar tracks provided on Church Street in both directions are primarily for facilitating “short turning” operations. Thus, the Church Street access is not expected to have any significant impact on TTC operations.
7.0 PARKING ASSESSMENT
As noted previously, the uses proposed for this mixed-use development consist of 616 residential units, along with 694 m2 ground floor retail uses. Based on confirmation with City staff, the harmonized City of Toronto’s Zoning By-law (ZBL) # 569-2013 is applicable to the site. The by-law categorizes the development site as Policy Area 1. As such, the appropriate rates were used to calculate the required vehicular and bicycle parking supply for the proposed development.
7.1 Vehicular Parking Requirements
Based on the 2013 harmonized By-law 569-2013 parking rates, the parking requirement for the proposed development is as summarized in Table 10. It should be noted that fractions of vehicular parking spaces required are rounded down as a whole for each use, as per the City’s By-law.
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TABLE 10 VEHICULAR PARKING REQUIREMENT (By-law 569-2013)
Land Use GFA (m 2) Units By-law Rate Unit of Measure Parking Required Bachelor -- 164 0.3 Per unit 49.2 1-bedroom -- 280 0.5 Per unit 140 2-bedroom -- 170 0.8 Per unit 136 3-bedroom -- 2 1.0 Per unit 2 Visitor 616 0.1 Per unit 61.6 Residential sub total 388 Proposed retail 694 m2 -- 1.0 Per 100 m 2 GFA 6.94 Retail sub total 6 TOTAL 394
As presented in Table 10, a minimum of 388 residential and 6 retail parking spaces are required for the proposed development. On this basis, the proposed residential parking supply of 178 spaces is deficient by 210 spaces.
For comparison purposes, the parking requirements based on City of Toronto By-law 438-86 have also been summarized in Table 11 .
TABLE 11 VEHICULAR PARKING REQUIREMENT (By-law 438-86)
Land Use GFA (m 2) Units By-law Rate Unit of Measure Parking Required Bachelor -- 164 0.3 Per unit 49.2 1-bedroom -- 280 0.5 Per unit 140 2-bedroom -- 170 0.75 Per unit 127.5 3-bedroom -- 2 1.2 Per unit 2.4 Visitor 616 0.06 Per unit 36.96 Residential sub total 356 Proposed retail 694 m 2 -- 1.0 Per 100 m 2 GFA 6.94 Retail sub total 6 TOTAL 362
As presented in Table 11, a minimum of 356 residential and 6 retail parking spaces are required for the proposed development based on By-law 438-86. On this basis, the proposed residential parking supply of 178 spaces is deficient by 178 spaces.
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7.2 Vehicular Parking Reductions
Under the City of Toronto By-law 569-2013 Chapter 200.5.10 (12), vehicular parking reduction is allowed for developments within the Policy Area 1, at a rate of 1 vehicle space for each 5 bicycle spaces provided in excess of the minimum bike parking requirement. Based on the findings of Section 7.4, a surplus of 41 bicycle spaces are provided on site, which is equivalent to 8 vehicular parking spaces.
The proposed parking supply also includes 11 car-share spaces on site. The intent of these car- share spaces is to accommodate residents who do not own or use a car all the time. It is MMM’s understanding that the City has generally accepted a parking reduction in required parking spaces in exchange for the provision of car-share spaces (i.e., 1 car-share space is the equivalent of 4 regular parking spaces). On this basis, the proposed car-share supply of 11 spaces is equivalent to 44 regular parking spaces.
Taking the over-supply of bicycle parking and the provision of car-share spaces into account, the proposed parking supply is equivalent to 219 spaces or 0.36 spaces per residential unit, on average. This parking supply equivalent of 219 spaces is 169 spaces and 137 spaces short of meeting the By-laws 569-2013 and 486-386 requirements for residential parking, respectively.
7.3 Vehicular Parking Supply Justification
It is MMM Group’s opinion that that the proposed parking supply is supported by the development’s site location near high-level transit services, as well as several other contributing factors, including the provision of ample bicycle parking and car-share spaces. 1. Access to alternative modes of transportation
Transit Facilities The 505 Dundas and 501 Queen TTC streetcar routes are located within walking distance of the development site and operate 7 days a week and provides convenient access to various subway stations. Moreover, TTC is planning to roll-out new streetcars along this streetcar route by 2016. The new streetcars offer almost double the capacity of the existing streetcars and feature low-floor accessible access for passengers and bikes. On this basis, it is entirely possible that transit modal share will increase within the study area as streetcar infrastructure and passenger experience dramatically improve over the next few years.
The provision of bus route 141 Downtown / Mt. Pleasant Express offers direct service between the Eglinton midtown area and the downtown Toronto area while also offering convenient access to several subway stations. Residents at the proposed development can easily utilize this route to commute to and from work or other errands.
In addition to the street car and express route that services multiple subway stations, the development site is located with walking distance to Dundas subway station on the Yonge- University-Spadina line. Having access to high-level and high-frequency services acts as a great incentive for residents at the proposed development to opt for transit instead of driving.
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Car-share Programs There are 8 car-share (Zipcar, AutoShare and Car2Go) locations within 500m of the proposed development. As part of a growing trend in the City of Toronto, it is anticipated that the availability of these car-share programs offer residents, tenants and visitors a flexible, cost-effective alternative to vehicle ownership, particularly for infrequent drivers.
Cycling Facilities The proposed bicycle parking supply of 666 spaces exceeds the City’s requirement and provides an incentive for users and residents of the proposed development to cycle. The substantial supply of bicycle parking onsite and the availability of multiple off-site bike share facilities within walking distance of the site provides great incentives for visitors and residents to cycle rather than to own or drive a private vehicle.
2. Critical mass of services in the vicinity of the proposed
The Dundas Street and Yonge Street corridors are well served by shops, restaurants, professional offices, markets and other utilitarian and entertainment options. A common measure of the accessibility of a residential area is the Walk and Transit Score. Based on a scale of 0-100, each location is assessed from a pedestrian and transit user perspective. The subject site near the intersection of Church and Dundas has a Walk Score of 99, a Transit Score of 100 and a Bike Score of 80. These high scores indicate that there is an abundance of services and transit facilities within walking and biking distance of the study area. The close proximity of the development site to such uses minimizes the necessity for residents to drive to other locations to meet their needs. Figure 12 illustrates some of the major attractions in the vicinity of the development site that are within walking distance, most notably the Ryerson University campus and the Eaton Centre commercial area.
3. Continuing congestion in urban Toronto settings, and the high cost of parking and vehicle ownership
The urban Toronto setting is perceived today as a busy area to travel, especially in a motor vehicle. This condition has the potential to shift more people away from owning or travelling by car, since travel times are often better via transit or by walking or cycling. For instance, a resident that works downtown and lives in the proposed development may only need a car on rare occasions given the multitude of transit options available, and may decide that the cost of auto ownership is too high to justify these infrequent usages. As noted earlier, the availability of car-share programs in the proximity of the proposed development would readily serve these residents.
4. TTS Data: Vehicle Ownership Within the Study Area
To better understand the parking needs of apartment and condominium style residential units in the vicinity of the proposed development, TTS 2011 information was used to determine the household vehicle ownership characteristics. For comparison purposes, household vehicle ownership was also determined for the City of Toronto. The findings of our assessment are summarized in Table 12 .
Ryerson University
Dundas Square
Development Site
City Hall and other Major Commercial Eaton Centre and other Commercial Uses Commercial other and Centre Eaton
Not To Scale
FIGURE 12 Major Attractions within the vicinity of the Development Site
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Table 12 Household Vehicle Ownership of the Study Area – 2011 TTS Data for Apartments Vehicles per Household Area 0 1 2 3+ Immediate vicinity 61% 33% 6% 0% of site City of Toronto 38% 52% 9% 1%
The findings in Table 12 suggest that 61% of households in the vicinity of the development site do not own a vehicle (39% of households not requiring a parking space). This non-auto ownership percentage is generally consistent of the average parking rate of 0.36 parking spaces per unit that is proposed for the development. The reasons for high non-auto ownership are most likely attributed to the above noted discussions: convenient access to transit, auto-share, and bike-share facilities, as well as the critical mass of services located within walking distance of the development site.
5. Marketing Information
To add to the understanding of the parking demand associated with the proposed development and the development site, marketing information provided by Sentinel (Church) Holdings Inc. was also reviewed. A summary of the marketing information reviewed is shown in Table 13 .
TABLE 13 RESIDENTIAL PARKING DEMAND RATE – MARKETING DATA
Parking Spaces Space Sold Developments Units Sold Sold vs. Units Sold
1093 Queen Street West 47 14 0.30
58 Orchard View Boulevard 212 81 0.38
Proposed Development Parking Supply Rate: 0.36
Table 13 indicates that the average parking supply rate for the proposed development is within the range of observed parking demand rates for similar residential projects when parking sales data is considered.
6. Examples of other developments with similar or reduced parking standards
There are several examples of approved developments within Toronto that have provided parking at rates similar to the proposed development or below the amount specified in the zoning by-law. A summary of some of these developments are shown in Table 14 below.
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TABLE 14 URBAN TORONTO DEVELOPMENTS WITH REDUCED PARKING RATIOS
Development Name and Unit Breakdown (% of Total) Approved Location Bachelor 1-Bed 2-Bed 3-Bed Parking Ratio
328-340 Adelaide Street West Unit breakdown unavailable; 429 Total Units 0.23
395-400 Bloor Street East 0 345 (59%) 233 (40%) 4 (>1%) 0.30
9-21 Grenville Street 25 (5%) 292 (60%) 121 (25%) 49 (10%) 0.31
56-66 Temperance Street 1,008 (88%) 63 (5.5%) 73 (6.5%) 0 0.25
155 Dundas Street East 6 (1%) 252 (62%) 149 (37%) 0 0.35
175 Dundas Street East 43 (8%) 399 (75%) 50 (9%) 42 (8%) 0.15
64-70 Shuter Street 1 (1%) 174 (76%) 25 (11%) 27 (12%) 0.37
75 Mutual Street 22 (6%) 218 (58%) 102 (27%) 33 (9%) 0.27 Proposed Development: 117 Dundas Street East and 164 (27%) 280 (45%) 170 (27%) 2 (1%) Proposed: 0.36 215, 221, 223, 225, 227 and 229 Church Street
The developments in Table 14 generally have similar uses as the proposed development and are all located in urbanized areas that are served by excellent transit services. The summary indicates that the average parking supply ratio of the proposed development is comparable to that of other approved developments. Furthermore, it should be noted that 72% of the units in the proposed development are 1-bedroom or smaller. It can be expected that the demand for parking spaces associated with these units will be lower than larger, multi-room units.
7. Retail use – In a downtown setting, ground floor retail often support the primary residential development. In fact, several of the background developments reviewed as part of this assessment do not provide retail parking on the basis that the retail components are primarily ancillary use. Furthermore, according to TTS 2011, the non-auto modal split within the study area was found to be in the range of 46% to 80% depending on the peak period of the day. Based on these factors, it is MMM Group’s opinion that parking is not required for the ground floor retail component of the proposed development.
While it is acknowledged that the proposed parking supply equivalent of 219 spaces is 169 spaces and 137 spaces short of meeting By-law 569-2013 and By-law 486-386 requirements for residential parking, respectively, it is MMM Group’s opinion that based on the location of the subject development (i.e., high-level transit services, abundance of bicycle and car-share facilities, walkability, vehicle ownership pattern, market’s demand for parking and approved rates for similar developments) the proposed equivalent parking supply of 219 parking spaces (i.e., 0.36 spaces/unit) is adequate.
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7.4 Bicycle Parking
The City of Toronto’s By-law, as well as the Toronto Green Standard (TGS), requires bicycle parking to be provided for the residential and retail uses on this site. Both long term (resident/employee) and short term (visitor) spaces must be provided as summarized in Table 15 below. It should be noted that bicycle parking fractions, unlike those for vehicular parking, are rounded up as stipulated in the City’s By-law.
TABLE 15 TORONTO GREEN STANDARD BICYCLE PARKING REQUIREMENT Land Use Type GFA (m 2) Units Requirement Unit of Measure Required Resident -- 616 0.9 Per unit 555 Condominium Visitor -- 616 0.1 Per unit 62 2 2 Per 100 m Interior Short-term 694 m -- 3.0, plus 0.3 6 Proposed retail Floor Area (IFA) Long-term 694 m2 -- 0.2 Per 100 m 2 IFA 2 TOTAL SHORT-TERM REQUIRED 68 TOTAL LONG-TERM REQUIRED 557 TOTAL BICYCLE PARKING REQUIRED 625
The bicycle parking shown above is conservative since the GFA values have been applied rather than the IFA values which are unknown at this time. The proposed bicycle parking supply of 666 spaces exceeds the requirements listed in Table 15 by 41 spaces; therefore, this development is already making ample provisions for this travel mode.
In terms of the location of bicycle parking, long term spaces must be provided in a secure, weather- protected environment which is on the first or second storey of the building, or below grade in one level increments when at least 50% of the area of that level is occupied by bicycle parking spaces. Short term spaces should be located in proximity to building entrances, but do not need to be protected from the elements. It is strongly recommended that “non-wheel bender” style bicycle storage be utilized for the short-term parking on this site in order to minimize the likelihood of bicycles being damaged while they are parked.
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8.0 SITE PLAN REVIEW
The loading requirements related to the proposed development have been estimated on the basis of the City of Toronto By-law 569-2013.
8.1 City Loading Requirement
The loading requirements related to the proposed development based on City of Toronto By-law 569-2013 are summarized in Table 16. TABLE 16 Loading Requirement at the Proposed Site City of Toronto By-law 569-2013 Number of Loading Space Required Land Use Magnitude Type G Type A Type B Type C Residential 616 units 1 - - 1* Retail 694 m2 GFA - - 1 - TOTAL 1 - 1 1 *An apartment building with 400 dwelling units or more, may satisfy the requirement for a Type “C” loading space by providing instead one of: Type “A”, Type “B” or Type “C”.
As presented in the above table, one Type “G”, one Type “B” and one Type “C” loading spaces are required for the proposed development. The proposed site plan indicates that one Type “G” loading space and one Type “C” loading space are provided. This is one Type ‘B’ space short of meeting the by-law requirements. However, given the ancillary nature and the modest GFA of the ground floor retail, it is expected that loading can be shared with the Type ‘G’ loading space on site.
8.2 Site Circulation
A vehicle manoeuvring assessment was completed for the proposed mixed-used development using the AutoTURN 8.2 software for AutoCAD 2011. Vehicle manoeuvring was tested at all access points and through the site using the vehicles which are representative of the trucks that will service the development. These vehicles include a City of Toronto garbage truck, and a Transportation Association of Canada (TAC) passenger car, a Heavy Single Unit (HSU) truck and a Light Single Unit (LSU) truck. The vehicle manoeuvring analyses, as well as the profile and dimensions of the above-noted vehicles, are outlined in Figures 13 to 16 . Our detailed review is outlined below.
Figure 13: PTAC Large Passenger Car: The PTAC vehicle was tested making entering from Dalhousie Street and manoeuvring through the site and onto the parking ramp. Figure 13 illustrates that two vehicles can enter and exit the parking garage simultaneously without any conflicts.
Figure 14: Garbage Truck Front-Loader: A City of Toronto garbage truck was custom -developed based on the City standards outlined in the May 2012 Garbage and Recycling Report. Figure 14 illustrates that the garbage truck can access the site via Dalhousie Street, manoeuvre through the site and access and egress the Type ‘G’ loading bay without the need to reverse on to a public
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street. It is recommended that staff be present to assist drivers when reversing out of the loading pad.
Figure 15: MSU Delivery/Moving Truck: The MSU truck was tested manoeuvring through the site and then reversing into the Type ‘G’ loading space. All manoeuvres can be made without conflicting with the adjacent Type ‘C’ loading space.
Figure 16: LSU Truck: The LSU truck was tested manoeuvring through the site and reversing into the Type ‘C’ loading space. Our assessment findings indicate that the LSU manoeuvres can be made without conflicting with the adjacent Type ‘G’ loading space.
Level P1 – P6: All of the parking spaces proposed on levels P1-P6 can be accessed and egressed by a PTAC car and there are no circulation issues.
8.3 Site Driveway
The City of Toronto requires that a driveway that is less than 6 m to operate in a one-way manner. The proposed driveway width is less than 6 m in certain locations, but satisfies the minimum one- way operation width requirement of 3.5 m. Accordingly, the proposed driveway will operate in a one- way manner with inbound trips from Dalhousie Street and outbound trips onto Church Street. It should also be noted that the proposed accesses meets the City’s minimum width requirement of 6 m at the point of access and egress to the site.
9.0 SUMMARY
Sentinel (Church) Holdings Inc. is proposing a mixed-use development at 117 Dundas Street East and 215, 221, 223, 225, 227 and 229 Church Street near the intersection of Church Street and Dundas Street in the City of Toronto. The proposed development consists of 616 residential units and 694 m² of ground floor retail uses. The proposed mixed-use development is bounded by Dundas Street East to the north, Church Street to the west and Dalhousie Street to the east.
The analysis indicates that the traffic impacts of the development proposal on the boundary road network are likely minimal. The proposed site driveway intersections are also forecast to operate at very good levels of service based on future total traffic conditions.
From a parking perspective, the proposed parking supply equivalent of 219 spaces is 169 spaces and 137 spaces short of meeting By-law 569-2013 and By-law 486-386 requirements for residential parking, respectively. However, given the provision of surplus bicycle parking (41 spaces), as well as the proximity of the redevelopment site to high-level transit services (2 streetcar routes and walking distance to Dundas Subway Station), car-share facilities (8 within walking distance), market parking demand, average household vehicle ownership, walkability to major attractions (i.e., Ryerson University and Eaton Centre) and approved rates for similar developments, it is MMM Group’s opinion that the proposed equivalent parking supply of 219 parking spaces (i.e., 0.36 spaces per unit) is adequate.
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APPENDIX A
Turning Movement Counts and Signal Timing Plans
Accu-Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Toronto Weather conditions: Site #: 1401900001 Intersection: Dundas St E & Church St Person(s) who counted: TFR File #: 1 Count date: 25-Feb-14
** Signalized Intersection ** Major Road: Dundas St E runs W/E
North Leg Total: 1110 Heavys 3 2 1 6 Heavys 6 East Leg Total: 1127 North Entering: 604 Trucks 3 11 1 15 Trucks 12 East Entering: 719 North Peds: 477 Cars 72 469 42 583 Cars 488 East Peds: 292 Peds Cross: Totals 78 482 44 Totals 506 Peds Cross:
Church St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 16 8 714 738 59 4 2 65 606 3 13 622 N 30 1 1 32 Dundas St E 695 8 16 W E
Heavys Trucks Cars Totals Dundas St E 1 1 57 59 S 14 6 312 332 1 4 38 43 Cars Trucks Heavys Totals 16 11 407 384 8 16 408 Church St
Peds Cross: Cars 537 Cars 36 372 30 438 Peds Cross: West Peds: 243 Trucks 16 Trucks 2 7 1 10 South Peds: 299 West Entering: 434 Heavys 4 Heavys 0 3 1 4 South Entering: 452 West Leg Total: 1172 Totals 557 Totals 38 382 32 South Leg Total: 1009
Comments Accu-Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 16:00:00 From: 17:00:00 To: 18:00:00 To: 18:00:00
Municipality: Toronto Weather conditions: Site #: 1401900001 Intersection: Dundas St E & Church St Person(s) who counted: TFR File #: 1 Count date: 25-Feb-14
** Signalized Intersection ** Major Road: Dundas St E runs W/E
North Leg Total: 1110 Heavys 0 0 0 0 Heavys 2 East Leg Total: 1186 North Entering: 608 Trucks 3 6 1 10 Trucks 3 East Entering: 438 North Peds: 570 Cars 91 419 88 598 Cars 497 East Peds: 317 Peds Cross: Totals 94 425 89 Totals 502 Peds Cross:
Church St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 13 7 474 494 59 0 0 59 326 4 13 343 N 35 0 1 36 Dundas St E 420 4 14 W E
Heavys Trucks Cars Totals Dundas St E 0 1 42 43 S 10 1 611 622 0 1 49 50 Cars Trucks Heavys Totals 10 3 702 736 2 10 748 Church St
Peds Cross: Cars 503 Cars 57 396 37 490 Peds Cross: West Peds: 304 Trucks 7 Trucks 0 2 0 2 South Peds: 410 West Entering: 715 Heavys 1 Heavys 0 2 0 2 South Entering: 494 West Leg Total: 1209 Totals 511 Totals 57 400 37 South Leg Total: 1005
Comments CITY OF TORONTO - TRANSPORTATION SERVICES TRANSPORTATION SYSTEMS - TRAFFIC SIGNAL CONTROL SECTION 703 Don Mills Rd, Toronto ON M3C 3N3 Phone: (416) 397 5770, Fax (416) 397 5777 CURRENT SIGNAL TIMING INFORMATION
ISSUED TO: MMM Group Limited (Edward Lau) OUR REF: 14038 DATE:April 2, 2014 STAFF: MML/ML LOCATION: Dundas St & Church St DISTRICT: Toronto & East York N MODE/COMMENT: FXT with TSP* COMPUTER SYSTEM: TransSuite PX: 21 CONTROLLER/CABINET TYPE: Peek ATC 1000 / TS2 T1 PREPARED/CHECKED BY: PV/LL CONFLICT FLASH: Red & Red PREPARATION DATE: October 18, 2011 DESIGN WALK SPEED: 1.0 m/s ( FDW based on full crossing at 1.2 m/s) IMPLEMENTATION DATE: January 20, 2012 CCS/CHANNEL/DROP: 4005/29 OFF AM PM Phase Mode Remarks All Other 06:45-09:30 15:45-18:15 (Fixed/Demanded or NEMA Phase Times M - F M - F Callable) Local Plan Pattern 1 Pattern 2 Pattern 3 Split Table Split 1 Split 2 Split 3 Pedestrian Minimums: 1 WLK EWWK = 7 sec, EWFD = 14 sec FDW NSWK = 7 sec, NSFD = 13 sec MIN *During offset correction (O.C.), time can be reduced from NOT USED MAX 1 phases 2, 4, 6 & 8, but only added to phases 2 & 6. See back for AMB TSP instructions. ALR SPLIT Dundas St 2 WLK 7 Fixed FDW 14 MIN 21 POZ activated by MAX 1 22 Request Loop AMB 4 (Transit max extension of ALR 2 30 secs in Green/Walk) SPLIT 28 35 35
3 WLK FDW MIN NOT USED MAX 1 AMB ALR SPLIT Church St 4 WLK 7 Fixed FDW 13 MIN 20 TSP Truncations MAX 1 26 Allowable to AMB 4 Pedestian Minimum ALR 2 SPLIT 32 35 35 60 70 70 5 WLK FDW MIN NOT USED MAX 1 AMB ALR SPLIT Dundas St 6 WLK 7 Fixed FDW 14 MIN 21 POZ activated by MAX 1 22 Request Loop AMB 4 (Transit max extension of ALR 2 30 secs in Green/Walk) SPLIT 28 35 35
7 WLK FDW MIN NOT USED MAX 1 AMB ALR SPLIT Church St 8 WLK 7 Fixed FDW 13 MIN 20 TSP Truncations MAX 1 26 Allowable to AMB 4 Pedestian Minimum ALR 2 SPLIT 32 35 35 CL 60 70 70 OF 8 1 20 NOTES: *TSP enabled on Feb. 21, 2012 and AM offset changed from 69 to 1 Picked up on TransSuite Mar 15, 2013 at 10:44 am. 20140402.xls 08/04/2014 Accu-Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Toronto Weather conditions: Site #: 1414400001 Intersection: Dundas St E & Dalhousie St Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Non-Signalized Intersection ** Major Road: Dundas St E runs W/E
North Leg Total: 40 Heavys 0 0 0 0 Heavys 1 East Leg Total: 1057 North Entering: 0 Trucks 0 0 0 0 Trucks 1 East Entering: 681 North Peds: 305 Cars 0 0 0 0 Cars 38 East Peds: 15 Peds Cross: Totals 0 0 0 Totals 40 Peds Cross:
Dalhousie St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 11 6 624 641 23 0 1 24 620 6 11 637 N 20 0 0 20 Dundas St E 663 6 12 W E
Heavys Trucks Cars Totals Dundas St E 0 1 7 8 S 14 3 344 361 0 0 11 11 Cars Trucks Heavys Totals 14 4 362 359 3 14 376 Dalhousie St
Peds Cross: Cars 31 Cars 4 8 15 27 Peds Cross: West Peds: 16 Trucks 0 Trucks 0 0 0 0 South Peds: 187 West Entering: 380 Heavys 0 Heavys 0 0 0 0 South Entering: 27 West Leg Total: 1021 Totals 31 Totals 4 8 15 South Leg Total: 58
Comments Heavys = Buses + Streetcars Accu-Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 16:00:00 From: 17:00:00 To: 18:00:00 To: 18:00:00
Municipality: Toronto Weather conditions: Site #: 1414400001 Intersection: Dundas St E & Dalhousie St Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Non-Signalized Intersection ** Major Road: Dundas St E runs W/E
North Leg Total: 30 Heavys 0 0 0 0 Heavys 0 East Leg Total: 1135 North Entering: 0 Trucks 0 0 0 0 Trucks 0 East Entering: 452 North Peds: 425 Cars 0 0 0 0 Cars 30 East Peds: 55 Peds Cross: Totals 0 0 0 Totals 30 Peds Cross:
Dalhousie St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 10 6 411 427 10 0 0 10 403 6 10 419 N 23 0 0 23 Dundas St E 436 6 10 W E
Heavys Trucks Cars Totals Dundas St E 0 0 12 12 S 11 4 641 656 0 0 13 13 Cars Trucks Heavys Totals 11 4 666 668 4 11 683 Dalhousie St
Peds Cross: Cars 36 Cars 8 8 27 43 Peds Cross: West Peds: 41 Trucks 0 Trucks 0 0 0 0 South Peds: 411 West Entering: 681 Heavys 0 Heavys 0 0 0 0 South Entering: 43 West Leg Total: 1108 Totals 36 Totals 8 8 27 South Leg Total: 79
Comments Heavys = Buses + Streetcars Accu-Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Toronto Weather conditions: Site #: 1414400002 Intersection: Dundas St E & Mutual St Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Non-Signalized Intersection ** Major Road: Dundas St E runs W/E
North Leg Total: 185 Heavys 0 0 0 0 Heavys 1 East Leg Total: 1106 North Entering: 91 Trucks 0 2 2 4 Trucks 4 East Entering: 703 North Peds: 13 Cars 31 17 39 87 Cars 89 East Peds: 298 Peds Cross: Totals 31 19 41 Totals 94 Peds Cross:
Mutual St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 11 8 637 656 64 2 0 66 593 8 11 612 N 25 0 0 25 Dundas St E 682 10 11 W E
Heavys Trucks Cars Totals Dundas St E 0 2 12 14 S 12 5 334 351 2 1 8 11 Cars Trucks Heavys Totals 14 8 354 383 7 13 403 Mutual St
Peds Cross: Cars 50 Cars 13 13 10 36 Peds Cross: West Peds: 137 Trucks 3 Trucks 0 0 0 0 South Peds: 13 West Entering: 376 Heavys 2 Heavys 0 1 1 2 South Entering: 38 West Leg Total: 1032 Totals 55 Totals 13 14 11 South Leg Total: 93
Comments Heavys = Buses + Streetcars Accu-Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 16:00:00 From: 16:45:00 To: 18:00:00 To: 17:45:00
Municipality: Toronto Weather conditions: Site #: 1414400002 Intersection: Dundas St E & Mutual St Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Non-Signalized Intersection ** Major Road: Dundas St E runs W/E
North Leg Total: 166 Heavys 0 0 0 0 Heavys 0 East Leg Total: 1127 North Entering: 119 Trucks 1 1 0 2 Trucks 2 East Entering: 387 North Peds: 35 Cars 43 21 53 117 Cars 45 East Peds: 217 Peds Cross: Totals 44 22 53 Totals 47 Peds Cross:
Mutual St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 12 7 392 411 20 1 0 21 335 6 12 353 N 13 0 0 13 Dundas St E 368 7 12 W E
Heavys Trucks Cars Totals Dundas St E 0 0 12 12 S 8 4 657 669 0 0 17 17 Cars Trucks Heavys Totals 8 4 686 727 5 8 740 Mutual St
Peds Cross: Cars 51 Cars 14 13 17 44 Peds Cross: West Peds: 312 Trucks 1 Trucks 0 1 1 2 South Peds: 18 West Entering: 698 Heavys 0 Heavys 0 0 0 0 South Entering: 46 West Leg Total: 1109 Totals 52 Totals 14 14 18 South Leg Total: 98
Comments Heavys = Buses + Streetcars Accu-Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Toronto Weather conditions: Site #: 1414400003 Intersection: Jarvis St & Dundas St E Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Signalized Intersection ** Major Road: Jarvis St runs N/S
North Leg Total: 1920 Heavys 1 5 0 6 Heavys 9 East Leg Total: 1013 North Entering: 1175 Trucks 1 12 0 13 Trucks 33 East Entering: 693 North Peds: 364 Cars 136 1019 1 1156 Cars 703 East Peds: 245 Peds Cross: Totals 138 1036 1 Totals 745 Peds Cross:
Jarvis St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 13 8 676 697 84 4 2 90 539 7 12 558 N 44 1 0 45 Dundas St E 667 12 14 W E
Heavys Trucks Cars Totals Dundas St E 2 0 47 49 S 10 6 278 294 2 0 57 59 Cars Trucks Heavys Totals 14 6 382 302 8 10 320 Jarvis St
Peds Cross: Cars 1120 Cars 1 572 23 596 Peds Cross: West Peds: 312 Trucks 13 Trucks 0 29 2 31 South Peds: 306 West Entering: 402 Heavys 7 Heavys 0 5 0 5 South Entering: 632 West Leg Total: 1099 Totals 1140 Totals 1 606 25 South Leg Total: 1772
Comments Heavys = Buses + Streetcars Accu-Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 16:00:00 From: 17:00:00 To: 18:00:00 To: 18:00:00
Municipality: Toronto Weather conditions: Site #: 1414400003 Intersection: Jarvis St & Dundas St E Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Signalized Intersection ** Major Road: Jarvis St runs N/S
North Leg Total: 1915 Heavys 0 1 0 1 Heavys 5 East Leg Total: 1039 North Entering: 683 Trucks 1 7 0 8 Trucks 8 East Entering: 439 North Peds: 379 Cars 88 584 2 674 Cars 1219 East Peds: 173 Peds Cross: Totals 89 592 2 Totals 1232 Peds Cross:
Jarvis St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 12 5 406 423 67 0 0 67 316 4 12 332 N 40 0 0 40 Dundas St E 423 4 12 W E
Heavys Trucks Cars Totals Dundas St E 1 0 87 88 S 12 5 550 567 0 2 45 47 Cars Trucks Heavys Totals 13 7 682 583 5 12 600 Jarvis St
Peds Cross: Cars 669 Cars 2 1065 31 1098 Peds Cross: West Peds: 214 Trucks 9 Trucks 0 8 0 8 South Peds: 336 West Entering: 702 Heavys 1 Heavys 0 4 0 4 South Entering: 1110 West Leg Total: 1125 Totals 679 Totals 2 1077 31 South Leg Total: 1789
Comments Heavys = Buses + Streetcars CITY OF TORONTO – TRANSPORTATION SERVICES ITS OPERATIONS – TRAFFIC SIGNALS 703 Don Mills Rd, Fifth Floor, Toronto ON M3C 3N3 Phone: 416-397-5770 Fax: 416-397-5777
CURRENT SIGNAL TIMING INFORMATION
ISSUED TO: MMM Group Limited. (Peter Yu) OUR REF: 14170 DATE: November 19, 2014 STAFF: SA/HZ LOCATION: Jarvis Street & Dundas Street East DISTRICT: Toronto & East York MODE/COMMENT: FXT - RLC (NB) COMPUTER SYSTEM: TransSuite PX: 8 CONTROLLER/CABINET TYPE: PEEK ATC-1000 / TS2 T1 PREPARED/CHECKED BY: HP/ HL CONFLICT FLASH: Red & Red PREPARATION DATE: February 9, 2012 DESIGN WALK SPEED: 1.0 m/s (FDW based on full crossing at 1.2 m/s) IMPLEMENTATION DATE: June 22, 2012 CHANNEL/DROP: 4024/6 OFF AM PM Phase Mode All Other 06:45-09:30 15:30-18:15 NEMA Phase Times Remarks M-F M-F (Fixed/Demanded/Callable) Local Plan Pattern 1 Pattern 2 Pattern 3 System Plan (Split 1) (Split 2) (Split 3) Pedestrian Minimums: 1 WLK NSWK = 7 sec. NSFD = 15 sec. FDW EWWK = 7 sec. EWFD = 17 sec. MIN NOT USED MAX1 AMB ALR SPLIT Jarvis Street 2 WLK 7 FDW 15 MIN 22 Fixed. MAX1 24 AMB 4 ALR 2 SPLIT 29 35 33
3 WLK FDW MIN NOT USED MAX1 AMB ALR SPLIT Dundas Street East 4 WLK 7 FDW 17 MIN 24 Fixed. MAX1 24 AMB 4 ALR 2 SPLIT 31 35 42
5 WLK FDW MIN NOT USED MAX1 AMB ALR SPLIT Jarvis Street 6 WLK 7 FDW 15 MIN 22 Fixed. MAX1 24 AMB 4 ALR 2 SPLIT 29 35 33
7 WLK 0 FDW 0 Demanded. MIN 6 (Shared left/through lane) MAX1 6 (15:30 - 18:15, M-F.) AMB 3 ALR 1 SPLIT 0 0 11 Dundas Street East 8 WLK 7 FDW 17 MIN 24 Fixed. MAX1 24 AMB 4 ALR 2 SPLIT 31 35 31
CL 60 70 75 OF 20 65 1
NOTES: Picked up on TransSuite on April 5, 2013 PX0008_20141113.xls 19/11/2014 Accu-Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Toronto Weather conditions: Site #: 1401900002 Intersection: Dundas St E & Bond St Person(s) who counted: TFR File #: 1 Count date: 25-Feb-14
** Non-Signalized Intersection ** Major Road: Dundas St E runs W/E
North Leg Total: 81 Heavys 0 0 0 0 Heavys 1 East Leg Total: 1183 North Entering: 15 Trucks 0 1 1 2 Trucks 1 East Entering: 737 North Peds: 439 Cars 5 3 5 13 Cars 64 East Peds: 97 Peds Cross: Totals 5 4 6 Totals 66 Peds Cross:
Bond St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 15 9 648 672 39 1 1 41 631 8 15 654 N 38 4 0 42 Dundas St E 708 13 16 W E
Heavys Trucks Cars Totals Dundas St E 0 0 18 18 S 16 13 374 403 0 0 32 32 Cars Trucks Heavys Totals 16 13 424 416 14 16 446 Bond St
Peds Cross: Cars 73 Cars 12 7 37 56 Peds Cross: West Peds: 10 Trucks 5 Trucks 1 0 0 1 South Peds: 360 West Entering: 453 Heavys 0 Heavys 0 0 0 0 South Entering: 57 West Leg Total: 1125 Totals 78 Totals 13 7 37 South Leg Total: 135
Comments Accu-Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 16:00:00 From: 16:45:00 To: 18:00:00 To: 17:45:00
Municipality: Toronto Weather conditions: Site #: 1401900002 Intersection: Dundas St E & Bond St Person(s) who counted: TFR File #: 1 Count date: 25-Feb-14
** Non-Signalized Intersection ** Major Road: Dundas St E runs W/E
North Leg Total: 103 Heavys 0 0 0 0 Heavys 0 East Leg Total: 1221 North Entering: 18 Trucks 1 0 0 1 Trucks 2 East Entering: 479 North Peds: 612 Cars 5 4 8 17 Cars 83 East Peds: 129 Peds Cross: Totals 6 4 8 Totals 85 Peds Cross:
Bond St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 12 5 413 430 47 1 0 48 397 4 12 413 N 17 1 0 18 Dundas St E 461 6 12 W E
Heavys Trucks Cars Totals Dundas St E 0 0 26 26 S 10 6 693 709 1 2 31 34 Cars Trucks Heavys Totals 11 8 750 726 6 10 742 Bond St
Peds Cross: Cars 52 Cars 11 10 25 46 Peds Cross: West Peds: 16 Trucks 3 Trucks 0 1 0 1 South Peds: 487 West Entering: 769 Heavys 1 Heavys 0 0 0 0 South Entering: 47 West Leg Total: 1199 Totals 56 Totals 11 11 25 South Leg Total: 103
Comments Accu-Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Toronto Weather conditions: Site #: 1401900003 Intersection: Church St & Gould St Person(s) who counted: TFR File #: 1 Count date: 25-Feb-14
** Signalized Intersection ** Major Road: Church St runs N/S
North Leg Total: 1133 Heavys 0 6 2 8 Heavys 7 East Leg Total: 124 North Entering: 559 Trucks 0 12 0 12 Trucks 14 East Entering: 88 North Peds: 423 Cars 0 530 9 539 Cars 553 East Peds: 282 Peds Cross: Totals 0 548 11 Totals 574 Peds Cross:
Church St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 0 0 0 0 57 2 1 60 0 0 0 0 N 28 0 0 28 Gould St 85 2 1 W E
Heavys Trucks Cars Totals Gould St 0 0 29 29 S 0 0 11 11 0 1 18 19 Cars Trucks Heavys Totals 0 1 58 34 0 2 36 Church St
Peds Cross: Cars 576 Cars 0 467 14 481 Peds Cross: West Peds: 192 Trucks 13 Trucks 0 12 0 12 South Peds: 566 West Entering: 59 Heavys 6 Heavys 0 6 0 6 South Entering: 499 West Leg Total: 59 Totals 595 Totals 0 485 14 South Leg Total: 1094
Comments Accu-Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 16:00:00 From: 17:00:00 To: 18:00:00 To: 18:00:00
Municipality: Toronto Weather conditions: Site #: 1401900003 Intersection: Church St & Gould St Person(s) who counted: TFR File #: 1 Count date: 25-Feb-14
** Signalized Intersection ** Major Road: Church St runs N/S
North Leg Total: 1123 Heavys 0 0 0 0 Heavys 2 East Leg Total: 129 North Entering: 589 Trucks 0 9 2 11 Trucks 4 East Entering: 62 North Peds: 1218 Cars 0 555 23 578 Cars 528 East Peds: 477 Peds Cross: Totals 0 564 25 Totals 534 Peds Cross:
Church St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 0 0 0 0 35 2 0 37 0 0 0 0 N 25 0 0 25 Gould St 60 2 0 W E
Heavys Trucks Cars Totals Gould St 0 1 27 28 S 0 0 18 18 0 1 21 22 Cars Trucks Heavys Totals 0 2 66 64 3 0 67 Church St
Peds Cross: Cars 601 Cars 0 466 23 489 Peds Cross: West Peds: 345 Trucks 10 Trucks 0 1 1 2 South Peds: 938 West Entering: 68 Heavys 0 Heavys 0 2 0 2 South Entering: 493 West Leg Total: 68 Totals 611 Totals 0 469 24 South Leg Total: 1104
Comments CITY OF TORONTO - TRANSPORTATION SERVICES TRANSPORTATION SYSTEMS - TRAFFIC SIGNAL CONTROL SECTION 703 Don Mills Rd, Toronto ON M3C 3N3 Phone: (416) 397 5770, Fax (416) 397 5777 CURRENT SIGNAL TIMING INFORMATION
ISSUED TO: MMM Group Limited (Edward Lau) OUR REF: 14038 DATE: April 2, 2014 STAFF: MML/ML LOCATION: Church Street & Gould Street DISTRICT: Toronto & East York MODE/COMMENT: FXT COMPUTER SYSTEM: TransSuite PX: 993 CONTROLLER/CABINET TYPE: Econolite ASC/3 - 2100 / TS2 T1 PREPARED/CHECKED BY: HP / LL CONFLICT FLASH: Red & Red N PREPARATION DATE: March 23, 2010 DESIGN WALK SPEED: 1.0 m/s (FDW based on full crossing at 1.2 m/s) IMPLEMENTATION DATE: July 26, 2010 CHANNEL/DROP: 4018 /3 OFF AM PM Phase Mode 06:45- 15:30- All Other 09:30 18:15 NEMA Phase Times Remarks M-F. M-F. (Fixed/Demanded/Callable) Local Plan Pattern 1 Pattern 2 Pattern 3 System Plan (Plan 1) (Plan 2) (Plan 3) Pedestrian Minimums: 1 WLK NSWK = 7 sec. NSFD = 11 sec. FDW EWWK = 7 sec. EWFD = 13 sec. MIN NOT USED MAX1 AMB ALR SPLIT Church Street 2 WLK 7 FDW 11 MIN 18 Fixed. MAX1 18 AMB 4 ALR 2 SPLIT 33 42 42
3 WLK FDW MIN NOT USED MAX1 AMB ALR SPLIT Gould Street 4 WLK 7 FDW 13 MIN 20 Fixed. MAX1 20 AMB 3 ALR 3 SPLIT 27 28 28
5 WLK FDW MIN NOT USED MAX1 AMB ALR SPLIT Church Street 6 WLK 7 FDW 11 MIN 18 Fixed. MAX1 18 AMB 4 ALR 2 SPLIT 33 42 42
7 WLK FDW MIN NOT USED MAX1 AMB ALR SPLIT Gould Street 8 WLK 7 FDW 13 MIN 20 Fixed. MAX1 20 AMB 3 ALR 3 SPLIT 27 28 28
CL 60 70 70 OF 9 56 34
NOTES: Pick up on TransSuite on Mar 5,2013. 20140402.xls 08/04/2014 Accu-Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Toronto Weather conditions: Site #: 1414400004 Intersection: Church St & Shuter St Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Signalized Intersection ** Major Road: Church St runs N/S
North Leg Total: 905 Heavys 0 3 1 4 Heavys 5 East Leg Total: 801 North Entering: 478 Trucks 3 11 2 16 Trucks 23 East Entering: 589 North Peds: 224 Cars 66 360 32 458 Cars 399 East Peds: 345 Peds Cross: Totals 69 374 35 Totals 427 Peds Cross:
Church St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 1 21 557 579 41 4 2 47 443 14 1 458 N 83 0 1 84 Shuter St 567 18 4 W E
Heavys Trucks Cars Totals Shuter St 0 2 37 39 S 1 7 123 131 3 2 29 34 Cars Trucks Heavys Totals 4 11 189 200 9 3 212 Church St
Peds Cross: Cars 472 Cars 48 321 45 414 Peds Cross: West Peds: 185 Trucks 13 Trucks 4 17 0 21 South Peds: 227 West Entering: 204 Heavys 7 Heavys 0 3 1 4 South Entering: 439 West Leg Total: 783 Totals 492 Totals 52 341 46 South Leg Total: 931
Comments Heavys = Buses + Streetcars Accu-Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 16:00:00 From: 17:00:00 To: 18:00:00 To: 18:00:00
Municipality: Toronto Weather conditions: Site #: 1414400004 Intersection: Church St & Shuter St Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Signalized Intersection ** Major Road: Church St runs N/S
North Leg Total: 1055 Heavys 0 1 0 1 Heavys 3 East Leg Total: 815 North Entering: 546 Trucks 1 5 3 9 Trucks 8 East Entering: 317 North Peds: 225 Cars 52 416 68 536 Cars 498 East Peds: 347 Peds Cross: Totals 53 422 71 Totals 509 Peds Cross:
Church St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 0 3 267 270 58 3 0 61 191 2 0 193 N 62 1 0 63 Shuter St 311 6 0 W E
Heavys Trucks Cars Totals Shuter St 0 1 50 51 S 2 4 352 358 0 0 44 44 Cars Trucks Heavys Totals 2 5 446 488 8 2 498 Church St
Peds Cross: Cars 522 Cars 24 390 68 482 Peds Cross: West Peds: 237 Trucks 6 Trucks 0 4 1 5 South Peds: 263 West Entering: 453 Heavys 1 Heavys 0 3 0 3 South Entering: 490 West Leg Total: 723 Totals 529 Totals 24 397 69 South Leg Total: 1019
Comments Heavys = Buses + Streetcars CITY OF TORONTO – TRANSPORTATION SERVICES ITS OPERATIONS – TRAFFIC SIGNALS 703 Don Mills Rd, Fifth Floor, Toronto ON M3C 3N3 Phone: 416-397-5770 Fax: 416-397-5777
CURRENT SIGNAL TIMING INFORMATION
ISSUED TO: MMM Group Limited. (Peter Yu) OUR REF: 14170 DATE: November 13, 2014 STAFF: SA/HZ LOCATION: Church St & Shuter St DISTRICT: Toronto & East York N MODE/COMMENT: FXT COMPUTER SYSTEM: TransSuite PX: 20 CONTROLLER/CABINET TYPE: Econolite ASC/3-2100 / TS2 T1 PREPARED/CHECKED BY: JS / LL CONFLICT FLASH: Red & Red PREPARATION DATE: March 1, 2011 DESIGN WALK SPEED: 1.0 m/s (FDW based on full crossing at 1.2 m/s) IMPLEMENTATION DATE: December 1, 2011 CHANNEL/DROP: 4018 / 2 OFF AM PM Phase Mode All Other 06:45-09:30 15:30-18:15 (Fixed/Demanded/Callable) NEMA Phase Times M-F M-F Remarks Local Plan Pattern 1 Pattern 2 Pattern 3 System Plan Plan 1 Plan 2 Plan 3 Pedestrian Minimums: 1 WLK NSWK = 7 secs; NSFD = 13 secs FDW EWWK = 7 secs; EWFD = 13 secs MIN NOT USED MAX 1 AMB ALR SPLIT Church St 2 WLK 7 FDW 13 Fixed MIN 20 MAX 1 28 AMB 4 ALR 2 SPLIT 33 36 38
3 WLK FDW MIN NOT USED MAX 1 AMB ALR SPLIT Shuter St 4 WLK 7 FDW 13 Fixed MIN 20 MAX 1 20 AMB 4 ALR 2 SPLIT 27 34 32 60 70 70 5 WLK FDW MIN NOT USED MAX 1 AMB ALR SPLIT Church St 6 WLK 7 FDW 13 Fixed MIN 20 MAX 1 28 AMB 4 ALR 2 SPLIT 33 36 38
7 WLK FDW MIN NOT USED MAX 1 AMB ALR SPLIT Shuter St 8 WLK 7 FDW 13 Fixed MIN 20 MAX 1 20 AMB 4 ALR 2 SPLIT 27 34 32
CL 60 70 70 OF 8 6 49
NOTES: Picked up under TransSuite on March 5, 2013. PX0020_20141113.xls 19/11/2014 Accu-Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 9:00:00 To: 9:00:00
Municipality: Toronto Weather conditions: Site #: 1414400005 Intersection: Shuter St & Dalhousie St Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Non-Signalized Intersection ** Major Road: Shuter St runs W/E
North Leg Total: 56 Heavys 0 0 0 0 Heavys 1 East Leg Total: 832 North Entering: 26 Trucks 0 0 0 0 Trucks 1 East Entering: 602 North Peds: 127 Cars 13 3 10 26 Cars 28 East Peds: 9 Peds Cross: Totals 13 3 10 Totals 30 Peds Cross:
Dalhousie St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 3 17 574 594 15 1 1 17 555 17 3 575 N 9 1 0 10 Shuter St 579 19 4 W E
Heavys Trucks Cars Totals Shuter St 0 0 7 7 S 2 9 192 203 0 0 3 3 Cars Trucks Heavys Totals 2 9 202 219 9 2 230 Dalhousie St
Peds Cross: Cars 15 Cars 6 6 17 29 Peds Cross: West Peds: 8 Trucks 1 Trucks 0 0 0 0 South Peds: 132 West Entering: 213 Heavys 0 Heavys 0 0 0 0 South Entering: 29 West Leg Total: 807 Totals 16 Totals 6 6 17 South Leg Total: 45
Comments Heavys = Buses + Streetcars Accu-Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 16:00:00 From: 16:45:00 To: 18:00:00 To: 17:45:00
Municipality: Toronto Weather conditions: Site #: 1414400005 Intersection: Shuter St & Dalhousie St Person(s) who counted: TFR File #: 1 Count date: 20-Nov-14
** Non-Signalized Intersection ** Major Road: Shuter St runs W/E
North Leg Total: 76 Heavys 0 0 0 0 Heavys 0 East Leg Total: 867 North Entering: 40 Trucks 0 0 1 1 Trucks 0 East Entering: 341 North Peds: 141 Cars 16 6 17 39 Cars 36 East Peds: 17 Peds Cross: Totals 16 6 18 Totals 36 Peds Cross:
Dalhousie St Heavys Trucks Cars Totals Cars Trucks Heavys Totals 0 6 327 333 20 0 0 20 304 6 0 310 N 11 0 0 11 Shuter St 335 6 0 W E
Heavys Trucks Cars Totals Shuter St 0 0 11 11 S 0 3 481 484 0 0 11 11 Cars Trucks Heavys Totals 0 3 503 522 4 0 526 Dalhousie St
Peds Cross: Cars 28 Cars 7 5 24 36 Peds Cross: West Peds: 13 Trucks 0 Trucks 0 0 0 0 South Peds: 151 West Entering: 506 Heavys 0 Heavys 0 0 0 0 South Entering: 36 West Leg Total: 839 Totals 28 Totals 7 5 24 South Leg Total: 64
Comments Heavys = Buses + Streetcars APPENDIX B
Level of Service Definitions
LEVEL OF SERVICE DEFINITIONS AT SIGNALIZED INTERSECTIONS( 1)
Level of service for signalized intersections is defined in terms of delay, which is a measure of driver discomfort and frustration, fuel consumption, and lost travel time. Specifically, level-of-service (LOS) criteria are stated in terms of the average control delay per vehicle, typically for a 15-min analysis period. The criteria are given in the table below. Delay may be measured in the field or estimated using software such as Highway Capacity Software. Delay is a complex measure and is dependent upon a number of variables, including quality of progression, the cycle length, the green ratio, and the v/c ratio for the lane group in question.
Level of Features Control Service Delay per vehicle (sec) A LOS A describes operations with very low delay, up to 10 sec d 10 per vehicle. This level of service occurs when progression is extremely favourable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay.
B LOS B describes operations with delay greater than 10 and up ! 10 and d 20 to 20 sec per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of average delay.
C LOS C describes operations with delay greater than 20 and up ! 20 and d 35 to 35 sec per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping.
D LOS D describes operations with delay greater than 35 and up ! 35 and d 55 to 55 sec per vehicle. At level D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavourable progression, long cycle lengths, of high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable.
E LOS E describes operations with delay greater than 55 and up ! 55 and d 80 to 80 sec per vehicle. This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences.
F LOS F describes operations with delay in excess of 80 sec per ! 80 vehicle. This level, considered to be unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing causes to such delay levels.
(1) Highway Capacity Manual 2000
J:\General Office\Appendix\Capacity Appendix\Signalized\hcs signalized_delay.doc
A-22 LEVEL OF SERVICE DEFINITIONS AT UNSIGNALIZED INTERSECTIONS( 1)
The level of service criteria for unsignalized intersections are given in the table below. As used here, total delay is defined as the total elapsed time from when a vehicle stops at the end of the queue until the vehicle departs from the stop line; this time includes the time required for the vehicle to travel from the last-in-queue position to the first-in-queue position. The average total delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation.
Level of Service Features Average Total Delay (sec/veh) A Little or no traffic delay occurs. Approaches appear d 10 open, turning movements are easily made, and drivers have freedom of operation.
B Short traffic delays occur. Many drivers begin to feel ! 10 and d 15 somewhat restricted in terms of freedom of operation.
C Average traffic delays occur. Operations are generally ! 15 and d 25 stable, but drivers emerging from the minor street may experience difficulty in completing their movement. This may occasionally impact on the stability of flow on the major street.
D Long traffic delays occur. Motorists emerging from the ! 25 and d 35 minor street experience significant restriction and frustration. Drivers on the major street will experience congestion and delay as drivers emerging from the minor street interfere with the major through movements.
E Very long traffic delays occur. Operations approach the ! 35 and d 50 capacity of the intersection.
F Saturation occurs, with vehicle demand exceeding the ! 50 available capacity. Very long traffic delays occur.
(1) Highway Capacity Manual 2000.
J:\Capacity Appendix\Unsignalized\hcs unsignalized_delay.doc
A-23 APPENDIX C
Capacity Analyses Existing Traffic Operations
HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 1: Church Street & Dundas Street 09/12/2014 4: Jarvis Street & Dundas Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 59 332 43 32 622 65 38 382 32 44 482 78 Volume (vph) 49 322 59 45 636 90 0 606 25 0 1036 138 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 6.0 6.0 Lane Util. Factor 0.95 0.95 0.95 0.95 Lane Util. Factor 0.95 0.95 0.95 0.91 Frpb, ped/bikes 0.97 0.97 0.98 0.97 Frpb, ped/bikes 0.96 0.96 0.99 0.96 Flpb, ped/bikes 0.99 0.99 0.99 0.99 Flpb, ped/bikes 0.99 0.99 1.00 1.00 Frt 0.99 0.99 0.99 0.98 Frt 0.98 0.98 0.99 0.98 Flt Protected 0.99 1.00 1.00 1.00 Flt Protected 0.99 1.00 1.00 1.00 Satd. Flow (prot) 3183 3325 3366 3277 Satd. Flow (prot) 3203 3272 3381 4864 Flt Permitted 0.78 0.92 0.87 0.89 Flt Permitted 0.79 0.90 1.00 1.00 Satd. Flow (perm) 2490 3060 2926 2922 Satd. Flow (perm) 2545 2948 3381 4864 Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 60 335 43 32 628 66 38 386 32 44 487 79 Adj. Flow (vph) 51 335 61 47 662 94 0 631 26 0 1079 144 RTOR Reduction (vph) 0 12 0 0 11 0 0 8 0 0 3 0 RTOR Reduction (vph) 0 2 0 0 15 0 0 4 0 0 6 0 Lane Group Flow (vph) 0 426 0 0 715 0 0 448 0 0 607 0 Lane Group Flow (vph) 0 445 0 0 788 0 0 653 0 0 1217 0 Confl. Peds. (#/hr) 477 299 299 477 243 292 292 243 Confl. Peds. (#/hr) 364 306 306 364 312 245 245 312 Heavy Vehicles (%) 3% 6% 11% 6% 2% 9% 5% 2% 6% 4% 2% 7% Heavy Vehicles (%) 4% 5% 3% 2% 3% 6% 0% 5% 8% 0% 1% 1% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type Perm NA Perm NA NA NA Protected Phases 2 6 4 8 Protected Phases 4 8 2 6 Permitted Phases 2 6 4 8 Permitted Phases 4 8 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 6.0 6.0 Lane Grp Cap (vph) 1031 1267 1212 1210 Lane Grp Cap (vph) 1054 1221 1400 2015 v/s Ratio Prot v/s Ratio Prot 0.19 c0.25 v/s Ratio Perm 0.17 c0.23 0.15 c0.21 v/s Ratio Perm 0.17 c0.27 v/c Ratio 0.41 0.56 0.37 0.50 v/c Ratio 0.42 0.65 0.47 0.60 Uniform Delay, d1 14.5 15.7 14.2 15.2 Uniform Delay, d1 14.6 16.4 14.9 16.0 Progression Factor 1.00 1.14 0.89 1.93 Progression Factor 0.86 1.00 1.00 1.00 Incremental Delay, d2 1.2 1.6 0.8 1.4 Incremental Delay, d2 1.2 2.6 1.1 1.4 Delay (s) 15.7 19.3 13.5 30.7 Delay (s) 13.7 19.0 16.0 17.4 Level of Service B B B C Level of Service B B B B Approach Delay (s) 15.7 19.3 13.5 30.7 Approach Delay (s) 13.7 19.0 16.0 17.4 Approach LOS B B B C Approach LOS B B B B Intersection Summary Intersection Summary HCM 2000 Control Delay 20.5 HCM 2000 Level of Service C HCM 2000 Control Delay 17.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 93.4% ICU Level of Service F Intersection Capacity Utilization 81.9% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Existing AM - Base 11/11/2014 EX AM Synchro 8 Report Existing AM - Base 11/11/2014 EX AM Synchro 8 Report Page 1 Page 2 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 6: Church Street & Gould Street 09/12/2014 7: Shuter Street & Church Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 29 11 19 28 0 60 0 485 14 11 548 0 Volume (vph) 39 131 34 84 458 47 52 341 46 35 374 69 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.88 0.77 0.99 1.00 Frpb, ped/bikes 1.00 0.95 1.00 0.98 0.94 0.95 Flpb, ped/bikes 0.85 0.89 1.00 1.00 Flpb, ped/bikes 0.92 1.00 0.81 1.00 0.98 0.98 Frt 0.96 0.91 1.00 1.00 Frt 1.00 0.97 1.00 0.99 0.98 0.98 Flt Protected 0.98 0.98 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 0.99 1.00 Satd. Flow (prot) 1321 1136 3443 3475 Satd. Flow (prot) 1590 1624 1453 1763 3121 3172 Flt Permitted 0.85 0.91 1.00 0.94 Flt Permitted 0.25 1.00 0.65 1.00 0.84 0.89 Satd. Flow (perm) 1152 1045 3443 3282 Satd. Flow (perm) 416 1624 989 1763 2636 2840 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 30 11 19 29 0 61 0 495 14 11 559 0 Adj. Flow (vph) 41 139 36 89 487 50 55 363 49 37 398 73 RTOR Reduction (vph) 0 13 0 0 42 0 0 3 0 0 0 0 RTOR Reduction (vph) 0 13 0 0 5 0 0 13 0 0 19 0 Lane Group Flow (vph) 0 47 0 0 48 0 0 506 0 0 570 0 Lane Group Flow (vph) 41 162 0 89 532 0 0 454 0 0 489 0 Confl. Peds. (#/hr) 423 566 566 423 192 282 282 192 Confl. Peds. (#/hr) 224 227 227 224 185 345 345 185 Heavy Vehicles (%) 0% 0% 5% 0% 0% 5% 0% 3% 0% 18% 3% 0% Heavy Vehicles (%) 5% 6% 14% 1% 3% 12% 7% 5% 2% 8% 3% 4% Turn Type Perm NA Perm NA NA Perm NA Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Protected Phases 4 8 2 6 Permitted Phases 4 8 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 22.0 22.0 36.0 36.0 Actuated Green, G (s) 28.0 28.0 30.0 30.0 30.0 30.0 Effective Green, g (s) 22.0 22.0 36.0 36.0 Effective Green, g (s) 28.0 28.0 30.0 30.0 30.0 30.0 Actuated g/C Ratio 0.31 0.31 0.51 0.51 Actuated g/C Ratio 0.40 0.40 0.43 0.43 0.43 0.43 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Grp Cap (vph) 362 328 1770 1687 Lane Grp Cap (vph) 166 649 423 755 1129 1217 v/s Ratio Prot 0.15 v/s Ratio Prot 0.10 c0.30 v/s Ratio Perm 0.04 c0.05 c0.17 v/s Ratio Perm 0.10 0.09 c0.17 0.17 v/c Ratio 0.13 0.15 0.29 0.34 v/c Ratio 0.25 0.25 0.21 0.70 0.40 0.40 Uniform Delay, d1 17.2 17.3 9.7 10.0 Uniform Delay, d1 14.0 14.0 12.6 16.4 13.8 13.8 Progression Factor 1.00 1.00 0.75 1.00 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.48 Incremental Delay, d2 0.7 0.9 0.4 0.5 Incremental Delay, d2 3.5 0.9 1.1 5.5 1.1 0.9 Delay (s) 17.9 18.2 7.7 10.5 Delay (s) 17.5 14.9 13.7 21.8 14.9 21.2 Level of Service B B A B Level of Service B B B C B C Approach Delay (s) 17.9 18.2 7.7 10.5 Approach Delay (s) 15.4 20.7 14.9 21.2 Approach LOS B B A B Approach LOS B C B C Intersection Summary Intersection Summary HCM 2000 Control Delay 10.3 HCM 2000 Level of Service B HCM 2000 Control Delay 18.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.27 HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 49.7% ICU Level of Service A Intersection Capacity Utilization 96.0% ICU Level of Service F Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Existing AM - Base 11/11/2014 EX AM Synchro 8 Report Existing AM - Base 11/11/2014 EX AM Synchro 8 Report Page 3 Page 4 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 2: Dalhousie Street & Dundas Street 09/12/2014 3: Mutual Street & Dundas Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 8 389 11 20 715 24 4 8 15 0 0 0 Volume (veh/h) 14 379 11 25 690 66 13 14 11 41 19 31 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Hourly flow rate (vph) 9 432 12 22 794 27 4 9 17 0 0 0 Hourly flow rate (vph) 15 408 12 27 742 71 14 15 12 44 20 33 Pedestrians 16 15 187 305 Pedestrians 137 298 13 13 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 1 16 25 Percent Blockage 11 25 1 1 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 52 175 Upstream signal (m) 130 98 pX, platoon unblocked 0.92 0.94 0.95 0.95 0.94 0.95 0.95 0.92 pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85 vC, conflicting volume 1126 631 1101 1814 424 1427 1806 732 vC, conflicting volume 826 432 1062 1336 521 1395 1307 556 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 963 489 729 1480 270 1073 1473 534 vCu, unblocked vol 436 432 714 1038 521 1108 1003 119 tC, single (s) 4.3 4.1 *2.4 *2.4 *2.4 7.5 6.5 6.9 tC, single (s) 4.4 4.1 *2.4 *2.4 *2.4 *1.5 *1.5 *1.5 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.3 2.2 3.5 4.1 3.4 3.5 4.1 3.3 p0 queue free % 98 97 99 98 98 100 100 100 p0 queue free % 98 98 98 97 98 93 97 96 cM capacity (veh/h) 448 864 481 390 809 82 73 336 cM capacity (veh/h) 872 1126 590 599 706 610 772 814 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 225 228 419 424 30 0 Volume Total 219 216 398 442 41 98 Volume Left 9 0 22 0 4 0 Volume Left 15 0 27 0 14 44 Volume Right 0 12 0 27 17 0 Volume Right 0 12 0 71 12 33 cSH 448 1700 864 1700 570 1700 cSH 872 1700 1126 1700 623 701 Volume to Capacity 0.02 0.13 0.03 0.25 0.05 0.00 Volume to Capacity 0.02 0.13 0.02 0.26 0.07 0.14 Queue Length 95th (m) 0.5 0.0 0.6 0.0 1.3 0.0 Queue Length 95th (m) 0.4 0.0 0.6 0.0 1.7 3.9 Control Delay (s) 0.8 0.0 0.8 0.0 11.7 0.0 Control Delay (s) 0.8 0.0 0.8 0.0 11.2 11.0 Lane LOS A A B A Lane LOS A A B B Approach Delay (s) 0.4 0.4 11.7 0.0 Approach Delay (s) 0.4 0.4 11.2 11.0 Approach LOS BA Approach LOS BB Intersection Summary Intersection Summary Average Delay 0.7 Average Delay 1.4 Intersection Capacity Utilization 49.4% ICU Level of Service A Intersection Capacity Utilization 57.3% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value * User Entered Value
Existing AM - Base 11/11/2014 EX AM Synchro 8 Report Existing AM - Base 11/11/2014 EX AM Synchro 8 Report Page 1 Page 2 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 5: Bond Street & Dundas Street 09/12/2014 8: Shuter Street & Dalhousie Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 18 403 32 42 654 41 13 7 37 6 4 5 Volume (veh/h) 7 203 3 10 575 17 6 6 17 10 3 13 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 18 411 33 43 667 42 13 7 38 6 4 5 Hourly flow rate (vph) 7 216 3 11 612 18 6 6 18 11 3 14 Pedestrians 10 97 360 439 Pedestrians 8 9 132 127 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 8 30 37 Percent Blockage 1 1 11 11 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 105 Upstream signal (m) 52 pX, platoon unblocked 0.87 0.87 0.87 0.87 0.87 0.87 pX, platoon unblocked 0.97 0.97 0.97 0.97 0.97 0.97 vC, conflicting volume 1148 804 1261 2058 679 1594 2054 804 vC, conflicting volume 757 351 1030 1143 359 1032 1135 756 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 866 804 996 1915 679 1380 1910 469 vCu, unblocked vol 757 312 1014 1130 320 1016 1123 756 tC, single (s) 4.1 4.3 *2.4 *2.4 *2.4 *1.5 *1.5 *1.5 tC, single (s) 4.1 4.2 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.3 3.6 4.0 3.3 3.7 4.2 3.3 tF (s) 2.2 2.3 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 96 92 95 97 94 98 99 99 p0 queue free % 99 99 96 96 97 93 98 96 cM capacity (veh/h) 432 541 249 206 600 245 327 603 cM capacity (veh/h) 772 1037 147 155 620 147 157 365 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 224 238 377 376 58 15 Volume Total 227 640 31 28 Volume Left 18 0 43 0 13 6 Volume Left 7 11 6 11 Volume Right 0 33 0 42 38 5 Volume Right 3 18 18 14 cSH 432 1700 541 1700 385 333 cSH 772 1037 271 211 Volume to Capacity 0.04 0.14 0.08 0.22 0.15 0.05 Volume to Capacity 0.01 0.01 0.11 0.13 Queue Length 95th (m) 1.1 0.0 2.1 0.0 4.2 1.2 Queue Length 95th (m) 0.2 0.2 3.0 3.5 Control Delay (s) 1.7 0.0 2.5 0.0 16.0 16.3 Control Delay (s) 0.4 0.3 20.0 24.6 Lane LOS A A C C Lane LOS A A C C Approach Delay (s) 0.8 1.2 16.0 16.3 Approach Delay (s) 0.4 0.3 20.0 24.6 Approach LOS CC Approach LOS C C Intersection Summary Intersection Summary Average Delay 1.9 Average Delay 1.7 Intersection Capacity Utilization 57.6% ICU Level of Service B Intersection Capacity Utilization 48.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value
Existing AM - Base 11/11/2014 EX AM Synchro 8 Report Existing AM - Base 11/11/2014 EX AM Synchro 8 Report Page 3 Page 4 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 1: Church Street & Dundas Street/Dundas Street East 09/12/2014 4: Jarvis Street & Dundas Street East 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 43 622 50 36 343 59 57 400 37 89 425 94 Volume (vph) 88 634 47 40 343 67 0 1077 31 0 592 89 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 6.0 6.0 Lane Util. Factor 0.95 0.95 0.95 0.95 Lane Util. Factor 0.95 0.95 0.91 0.95 Frpb, ped/bikes 0.98 0.95 0.98 0.95 Frpb, ped/bikes 0.98 0.95 0.99 0.97 Flpb, ped/bikes 0.99 0.99 0.99 0.98 Flpb, ped/bikes 0.99 0.99 1.00 1.00 Frt 0.99 0.98 0.99 0.98 Frt 0.99 0.98 1.00 0.98 Flt Protected 1.00 1.00 0.99 0.99 Flt Protected 0.99 1.00 1.00 1.00 Satd. Flow (prot) 3402 3219 3393 3220 Satd. Flow (prot) 3379 3221 5089 3400 Flt Permitted 0.90 0.85 0.81 0.78 Flt Permitted 0.78 0.82 1.00 1.00 Satd. Flow (perm) 3061 2742 2771 2546 Satd. Flow (perm) 2650 2641 5089 3400 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 45 655 53 38 361 62 60 421 39 94 447 99 Adj. Flow (vph) 94 674 50 43 365 71 0 1146 33 0 630 95 RTOR Reduction (vph) 0 8 0 0 18 0 0 5 0 0 4 0 RTOR Reduction (vph) 0 6 0 0 19 0 0 4 0 0 16 0 Lane Group Flow (vph) 0 745 0 0 443 0 0 515 0 0 636 0 Lane Group Flow (vph) 0 812 0 0 460 0 0 1175 0 0 709 0 Confl. Peds. (#/hr) 570 410 410 570 304 317 317 304 Confl. Peds. (#/hr) 379 336 336 379 214 173 173 214 Heavy Vehicles (%) 2% 1% 2% 2% 4% 0% 0% 1% 0% 1% 1% 3% Heavy Vehicles (%) 1% 2% 4% 0% 4% 0% 0% 1% 0% 0% 1% 1% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type pm+pt NA Perm NA NA NA Protected Phases 2 6 4 8 Protected Phases 7 4 8 2 6 Permitted Phases 2 6 4 8 Permitted Phases 4 8 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Actuated Green, G (s) 36.0 25.0 27.0 27.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 36.0 25.0 27.0 27.0 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Actuated g/C Ratio 0.48 0.33 0.36 0.36 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 6.0 6.0 Lane Grp Cap (vph) 1268 1135 1147 1054 Lane Grp Cap (vph) 1340 880 1832 1224 v/s Ratio Prot v/s Ratio Prot c0.06 c0.23 0.21 v/s Ratio Perm c0.24 0.16 0.19 c0.25 v/s Ratio Perm c0.23 0.17 v/c Ratio 0.59 0.39 0.45 0.60 v/c Ratio 0.61 0.52 0.64 0.58 Uniform Delay, d1 15.9 14.3 14.8 16.0 Uniform Delay, d1 14.3 20.2 20.0 19.4 Progression Factor 1.00 1.00 0.62 0.46 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.0 1.0 1.2 2.4 Incremental Delay, d2 2.0 2.2 1.7 2.0 Delay (s) 17.9 15.3 10.4 9.8 Delay (s) 16.3 22.4 21.7 21.4 Level of Service B B B A Level of Service B C C C Approach Delay (s) 17.9 15.3 10.4 9.8 Approach Delay (s) 16.3 22.4 21.7 21.4 Approach LOS B B B A Approach LOS B C C C Intersection Summary Intersection Summary HCM 2000 Control Delay 13.6 HCM 2000 Level of Service B HCM 2000 Control Delay 20.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.60 HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 93.5% ICU Level of Service F Intersection Capacity Utilization 78.8% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Existing PM - Base 11/11/2014 EX PM Synchro 8 Report Existing PM - Base 11/11/2014 EX PM Synchro 8 Report Page 1 Page 2 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 6: Church Street & Gould Street 09/12/2014 7: Shuter Street & Church Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 28 18 22 25 0 37 0 469 24 25 564 0 Volume (vph) 51 358 44 63 193 61 24 397 69 71 422 53 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.86 0.70 0.97 1.00 Frpb, ped/bikes 1.00 0.97 1.00 0.94 0.93 0.96 Flpb, ped/bikes 0.81 0.84 1.00 0.99 Flpb, ped/bikes 0.85 1.00 0.87 1.00 0.99 0.97 Frt 0.96 0.92 0.99 1.00 Frt 1.00 0.98 1.00 0.96 0.98 0.99 Flt Protected 0.98 0.98 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1214 981 3475 3514 Satd. Flow (prot) 1515 1795 1557 1696 3203 3231 Flt Permitted 0.88 0.89 1.00 0.92 Flt Permitted 0.53 1.00 0.39 1.00 0.91 0.82 Satd. Flow (perm) 1093 887 3475 3241 Satd. Flow (perm) 843 1795 642 1696 2933 2670 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 29 19 23 26 0 39 0 494 25 26 594 0 Adj. Flow (vph) 52 365 45 64 197 62 24 405 70 72 431 54 RTOR Reduction (vph) 0 16 0 0 32 0 0 0 0 0 0 0 RTOR Reduction (vph) 0 6 0 0 16 0 0 18 0 0 11 0 Lane Group Flow (vph) 0 55 0 0 33 0 0 519 0 0 620 0 Lane Group Flow (vph) 52 404 0 64 243 0 0 481 0 0 546 0 Confl. Peds. (#/hr) 1218 938 938 1218 345 477 477 345 Confl. Peds. (#/hr) 225 263 263 225 237 347 347 237 Heavy Vehicles (%) 3% 0% 4% 0% 0% 5% 0% 0% 4% 8% 1% 0% Heavy Vehicles (%) 1% 1% 0% 1% 1% 4% 0% 1% 1% 4% 1% 1% Turn Type Perm NA Perm NA NA Perm NA Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Protected Phases 4 8 2 6 Permitted Phases 4 8 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 22.0 22.0 36.0 36.0 Actuated Green, G (s) 26.0 26.0 28.0 28.0 32.0 32.0 Effective Green, g (s) 22.0 22.0 36.0 36.0 Effective Green, g (s) 26.0 26.0 28.0 28.0 32.0 32.0 Actuated g/C Ratio 0.31 0.31 0.51 0.51 Actuated g/C Ratio 0.37 0.37 0.40 0.40 0.46 0.46 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Grp Cap (vph) 343 278 1787 1666 Lane Grp Cap (vph) 313 666 256 678 1340 1220 v/s Ratio Prot 0.15 v/s Ratio Prot c0.22 0.14 v/s Ratio Perm c0.05 0.04 c0.19 v/s Ratio Perm 0.06 0.10 0.16 c0.20 v/c Ratio 0.16 0.12 0.29 0.37 v/c Ratio 0.17 0.61 0.25 0.36 0.36 0.45 Uniform Delay, d1 17.3 17.1 9.7 10.2 Uniform Delay, d1 14.7 17.8 14.0 14.7 12.3 13.0 Progression Factor 1.00 1.00 2.26 1.00 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.03 Incremental Delay, d2 1.0 0.9 0.4 0.6 Incremental Delay, d2 1.1 4.1 2.3 1.5 0.7 1.0 Delay (s) 18.3 18.0 22.3 10.9 Delay (s) 15.9 21.9 16.3 16.2 13.1 14.3 Level of Service B B C B Level of Service B C B B B B Approach Delay (s) 18.3 18.0 22.3 10.9 Approach Delay (s) 21.2 16.2 13.1 14.3 Approach LOS B B C B Approach LOS C B B B Intersection Summary Intersection Summary HCM 2000 Control Delay 16.3 HCM 2000 Level of Service B HCM 2000 Control Delay 16.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.29 HCM 2000 Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 60.6% ICU Level of Service B Intersection Capacity Utilization 85.0% ICU Level of Service E Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Existing PM - Base 11/11/2014 EX PM Synchro 8 Report Existing PM - Base 11/11/2014 EX PM Synchro 8 Report Page 3 Page 4 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 2: Dalhousie Street & Dundas Street East 09/12/2014 3: Mutual Street & Dundas Street East 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 12 723 13 23 430 10 8 8 27 0 0 0 Volume (veh/h) 12 736 17 13 364 21 14 14 18 53 22 44 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Hourly flow rate (vph) 14 822 15 26 489 11 9 9 31 0 0 0 Hourly flow rate (vph) 13 827 19 15 409 24 16 16 20 60 25 49 Pedestrians 41 55 411 425 Pedestrians 312 217 18 35 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 3 5 34 35 Percent Blockage 26 18 2 3 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 52 175 Upstream signal (m) 130 98 pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85 pX, platoon unblocked 0.94 0.87 0.90 0.90 0.87 0.90 0.90 0.94 vC, conflicting volume 925 1247 1605 2245 884 1500 2246 716 vC, conflicting volume 468 864 1489 1378 658 1171 1376 563 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 925 937 1357 2111 509 1234 2113 716 vCu, unblocked vol 319 555 1046 923 319 693 921 420 tC, single (s) 4.1 4.1 *2.5 *2.5 *2.4 7.5 6.5 6.9 tC, single (s) 4.1 4.1 *2.5 *2.5 *2.4 *1.9 *1.7 *1.7 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.2 2.2 3.5 4.1 3.3 3.5 4.0 3.3 p0 queue free % 97 94 95 95 94 100 100 100 p0 queue free % 99 98 96 97 97 91 97 93 cM capacity (veh/h) 482 413 199 177 518 33 17 235 cM capacity (veh/h) 1149 882 448 629 708 634 775 728 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 424 426 270 256 49 0 Volume Total 427 433 219 228 52 134 Volume Left 14 0 26 0 9 0 Volume Left 13 0 15 0 16 60 Volume Right 0 15 0 11 31 0 Volume Right 0 19 0 24 20 49 cSH 482 1700 413 1700 312 1700 cSH 1149 1700 882 1700 583 690 Volume to Capacity 0.03 0.25 0.06 0.15 0.16 0.00 Volume to Capacity 0.01 0.25 0.02 0.13 0.09 0.19 Queue Length 95th (m) 0.7 0.0 1.6 0.0 4.4 0.0 Queue Length 95th (m) 0.3 0.0 0.4 0.0 2.3 5.7 Control Delay (s) 0.9 0.0 2.3 0.0 18.6 0.0 Control Delay (s) 0.4 0.0 0.8 0.0 11.8 11.5 Lane LOS A A C A Lane LOS A A B B Approach Delay (s) 0.4 1.2 18.6 0.0 Approach Delay (s) 0.2 0.4 11.8 11.5 Approach LOS CA Approach LOS BB Intersection Summary Intersection Summary Average Delay 1.3 Average Delay 1.7 Intersection Capacity Utilization 48.2% ICU Level of Service A Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value * User Entered Value
Existing PM - Base 11/11/2014 EX PM Synchro 8 Report Existing PM - Base 11/11/2014 EX PM Synchro 8 Report Page 1 Page 2 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 5: Bond Street & Dundas Street 09/12/2014 8: Shuter Street & Dalhousie Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 26 709 34 18 413 48 11 11 25 8 4 6 Volume (veh/h) 11 484 11 11 310 20 7 5 24 18 6 16 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 28 754 36 19 439 51 12 12 27 9 4 6 Hourly flow rate (vph) 11 504 11 11 323 21 7 5 25 19 6 17 Pedestrians 16 129 487 612 Pedestrians 13 17 151 141 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 11 41 51 Percent Blockage 1 1 13 12 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 105 Upstream signal (m) 52 pX, platoon unblocked 0.97 0.97 0.97 0.97 0.97 0.97 pX, platoon unblocked 0.82 0.82 0.82 0.82 0.82 0.82 vC, conflicting volume 1102 1277 1597 2455 1011 1709 2448 873 vC, conflicting volume 485 667 1073 1191 678 1075 1187 487 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1038 1277 1550 2437 1011 1666 2429 802 vCu, unblocked vol 485 488 981 1125 502 984 1120 487 tC, single (s) 4.1 4.2 *2.5 *2.5 *2.4 *1.9 *1.7 *1.7 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.1 3.3 3.5 4.0 3.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 91 94 92 90 94 93 98 99 p0 queue free % 99 99 94 96 94 84 95 97 cM capacity (veh/h) 321 311 144 116 452 124 200 478 cM capacity (veh/h) 961 782 124 128 407 119 129 510 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 405 413 239 271 50 19 Volume Total 527 355 38 42 Volume Left 28 0 19 0 12 9 Volume Left 11 11 7 19 Volume Right 0 36 0 51 27 6 Volume Right 11 21 25 17 cSH 321 1700 311 1700 207 185 cSH 961 782 233 174 Volume to Capacity 0.09 0.24 0.06 0.16 0.24 0.10 Volume to Capacity 0.01 0.01 0.16 0.24 Queue Length 95th (m) 2.2 0.0 1.6 0.0 7.3 2.7 Queue Length 95th (m) 0.3 0.4 4.5 7.2 Control Delay (s) 3.0 0.0 2.5 0.0 27.8 26.7 Control Delay (s) 0.3 0.5 23.4 32.1 Lane LOS A A D D Lane LOS A A C D Approach Delay (s) 1.5 1.2 27.8 26.7 Approach Delay (s) 0.3 0.5 23.4 32.1 Approach LOS DD Approach LOS C D Intersection Summary Intersection Summary Average Delay 2.6 Average Delay 2.7 Intersection Capacity Utilization 59.6% ICU Level of Service B Intersection Capacity Utilization 45.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value
Existing PM - Base 11/11/2014 EX PM Synchro 8 Report Existing PM - Base 11/11/2014 EX PM Synchro 8 Report Page 3 Page 4 APPENDIX D
Capacity Analyses Future Background Traffic Operations
HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 1: Church Street & Dundas Street 09/12/2014 4: Jarvis Street & Dundas Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 59 350 43 34 666 72 38 397 32 44 496 78 Volume (vph) 59 363 60 96 673 136 0 658 33 0 1066 138 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 6.0 6.0 Lane Util. Factor 0.95 0.95 0.95 0.95 Lane Util. Factor 0.95 0.95 0.95 0.91 Frpb, ped/bikes 0.97 0.97 0.98 0.97 Frpb, ped/bikes 0.97 0.95 0.99 0.97 Flpb, ped/bikes 0.99 0.99 0.99 0.99 Flpb, ped/bikes 0.99 0.99 1.00 1.00 Frt 0.99 0.99 0.99 0.98 Frt 0.98 0.98 0.99 0.98 Flt Protected 0.99 1.00 1.00 1.00 Flt Protected 0.99 0.99 1.00 1.00 Satd. Flow (prot) 3196 3321 3372 3284 Satd. Flow (prot) 3225 3193 3370 4871 Flt Permitted 0.76 0.92 0.87 0.89 Flt Permitted 0.70 0.82 1.00 1.00 Satd. Flow (perm) 2445 3050 2933 2926 Satd. Flow (perm) 2281 2630 3370 4871 Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 60 354 43 34 673 73 38 401 32 44 501 79 Adj. Flow (vph) 61 378 62 100 701 142 0 685 34 0 1110 144 RTOR Reduction (vph) 0 11 0 0 11 0 0 8 0 0 3 0 RTOR Reduction (vph) 0 2 0 0 13 0 0 5 0 0 5 0 Lane Group Flow (vph) 0 446 0 0 769 0 0 463 0 0 621 0 Lane Group Flow (vph) 0 499 0 0 930 0 0 714 0 0 1249 0 Confl. Peds. (#/hr) 477 299 299 477 243 292 292 243 Confl. Peds. (#/hr) 364 306 306 364 312 245 245 312 Heavy Vehicles (%) 3% 6% 11% 6% 2% 9% 5% 2% 6% 4% 2% 7% Heavy Vehicles (%) 4% 5% 3% 2% 3% 6% 0% 5% 8% 0% 1% 1% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type Perm NA Perm NA NA NA Protected Phases 2 6 4 8 Protected Phases 4 8 2 6 Permitted Phases 2 6 4 8 Permitted Phases 4 8 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 6.0 6.0 Lane Grp Cap (vph) 1012 1263 1215 1212 Lane Grp Cap (vph) 944 1089 1396 2017 v/s Ratio Prot v/s Ratio Prot 0.21 c0.26 v/s Ratio Perm 0.18 c0.25 0.16 c0.21 v/s Ratio Perm 0.22 c0.35 v/c Ratio 0.44 0.61 0.38 0.51 v/c Ratio 0.53 0.85 0.51 0.62 Uniform Delay, d1 14.7 16.1 14.3 15.2 Uniform Delay, d1 15.4 18.6 15.2 16.1 Progression Factor 1.00 1.06 0.92 1.93 Progression Factor 0.89 1.00 1.00 1.00 Incremental Delay, d2 1.4 1.6 0.8 1.5 Incremental Delay, d2 2.0 8.5 1.3 1.4 Delay (s) 16.1 18.7 13.9 30.9 Delay (s) 15.7 27.1 16.6 17.6 Level of Service B B B C Level of Service B C B B Approach Delay (s) 16.1 18.7 13.9 30.9 Approach Delay (s) 15.7 27.1 16.6 17.6 Approach LOS B B B C Approach LOS B C B B Intersection Summary Intersection Summary HCM 2000 Control Delay 20.5 HCM 2000 Level of Service C HCM 2000 Control Delay 19.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56 HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 95.3% ICU Level of Service F Intersection Capacity Utilization 86.8% ICU Level of Service E Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Future Background AM - Base 11/11/2014 FB AM Synchro 8 Report Future Background AM - Base 11/11/2014 FB AM Synchro 8 Report Page 1 Page 2 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 6: Church Street & Gould Street 09/12/2014 7: Shuter Street & Church Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 29 11 19 28 0 60 5 503 14 11 563 0 Volume (vph) 39 138 34 93 485 52 52 350 47 36 386 69 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.88 0.77 0.99 1.00 Frpb, ped/bikes 1.00 0.95 1.00 0.98 0.94 0.95 Flpb, ped/bikes 0.85 0.89 1.00 1.00 Flpb, ped/bikes 0.93 1.00 0.82 1.00 0.98 0.98 Frt 0.96 0.91 1.00 1.00 Frt 1.00 0.97 1.00 0.99 0.98 0.98 Flt Protected 0.98 0.98 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 0.99 1.00 Satd. Flow (prot) 1321 1136 3440 3476 Satd. Flow (prot) 1603 1631 1457 1761 3124 3179 Flt Permitted 0.85 0.91 0.95 0.94 Flt Permitted 0.22 1.00 0.64 1.00 0.84 0.89 Satd. Flow (perm) 1152 1045 3270 3283 Satd. Flow (perm) 364 1631 985 1761 2636 2841 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 30 11 19 29 0 61 5 513 14 11 574 0 Adj. Flow (vph) 41 147 36 99 516 55 55 372 50 38 411 73 RTOR Reduction (vph) 0 13 0 0 42 0 0 3 0 0 0 0 RTOR Reduction (vph) 0 13 0 0 6 0 0 13 0 0 19 0 Lane Group Flow (vph) 0 47 0 0 48 0 0 529 0 0 585 0 Lane Group Flow (vph) 41 170 0 99 565 0 0 464 0 0 503 0 Confl. Peds. (#/hr) 423 566 566 423 192 282 282 192 Confl. Peds. (#/hr) 224 227 227 224 185 345 345 185 Heavy Vehicles (%) 0% 0% 5% 0% 0% 5% 0% 3% 0% 18% 3% 0% Heavy Vehicles (%) 5% 6% 14% 1% 3% 12% 7% 5% 2% 8% 3% 4% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 22.0 22.0 36.0 36.0 Actuated Green, G (s) 28.0 28.0 30.0 30.0 30.0 30.0 Effective Green, g (s) 22.0 22.0 36.0 36.0 Effective Green, g (s) 28.0 28.0 30.0 30.0 30.0 30.0 Actuated g/C Ratio 0.31 0.31 0.51 0.51 Actuated g/C Ratio 0.40 0.40 0.43 0.43 0.43 0.43 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Grp Cap (vph) 362 328 1681 1688 Lane Grp Cap (vph) 145 652 422 754 1129 1217 v/s Ratio Prot v/s Ratio Prot 0.10 c0.32 v/s Ratio Perm 0.04 c0.05 0.16 c0.18 v/s Ratio Perm 0.11 0.10 0.18 c0.18 v/c Ratio 0.13 0.15 0.31 0.35 v/c Ratio 0.28 0.26 0.23 0.75 0.41 0.41 Uniform Delay, d1 17.2 17.3 9.9 10.0 Uniform Delay, d1 14.2 14.1 12.7 16.8 13.9 13.9 Progression Factor 1.00 1.00 0.79 1.00 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.47 Incremental Delay, d2 0.7 0.9 0.5 0.6 Incremental Delay, d2 4.8 1.0 1.3 6.7 1.1 0.9 Delay (s) 17.9 18.2 8.3 10.6 Delay (s) 19.0 15.0 14.0 23.6 15.0 21.3 Level of Service B B A B Level of Service B B B C B C Approach Delay (s) 17.9 18.2 8.3 10.6 Approach Delay (s) 15.8 22.2 15.0 21.3 Approach LOS B B A B Approach LOS B C B C Intersection Summary Intersection Summary HCM 2000 Control Delay 10.5 HCM 2000 Level of Service B HCM 2000 Control Delay 19.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.27 HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 50.1% ICU Level of Service A Intersection Capacity Utilization 97.8% ICU Level of Service F Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Future Background AM - Base 11/11/2014 FB AM Synchro 8 Report Future Background AM - Base 11/11/2014 FB AM Synchro 8 Report Page 3 Page 4 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 2: Dalhousie Street & Dundas Street 09/12/2014 3: Mutual Street & Dundas Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 8 408 11 21 770 24 4 8 17 0 0 0 Volume (veh/h) 14 396 15 21 732 67 27 19 46 41 20 31 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Hourly flow rate (vph) 9 453 12 23 856 27 4 9 19 0 0 0 Hourly flow rate (vph) 15 426 16 23 787 72 29 20 49 44 22 33 Pedestrians 16 15 187 305 Pedestrians 137 298 13 13 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 1 16 25 Percent Blockage 11 25 1 1 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 52 175 Upstream signal (m) 130 98 pX, platoon unblocked 0.93 0.94 0.97 0.97 0.94 0.97 0.97 0.93 pX, platoon unblocked 0.82 0.82 0.82 0.82 0.82 0.82 vC, conflicting volume 1187 653 1155 1898 435 1503 1891 762 vC, conflicting volume 872 455 1097 1394 532 1482 1366 580 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1060 494 795 1565 262 1156 1558 605 vCu, unblocked vol 404 455 678 1041 532 1148 1007 47 tC, single (s) 4.3 4.1 *2.4 *2.4 *2.4 7.5 6.5 6.9 tC, single (s) 4.4 4.1 *2.4 *2.4 *2.4 *1.5 *1.5 *1.5 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.3 2.2 3.5 4.1 3.4 3.5 4.1 3.3 p0 queue free % 98 97 99 98 98 100 100 100 p0 queue free % 98 98 95 96 93 92 97 96 cM capacity (veh/h) 416 854 481 387 805 72 66 307 cM capacity (veh/h) 867 1104 575 580 704 554 749 785 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 236 239 451 454 32 0 Volume Total 228 229 416 466 99 99 Volume Left 9 0 23 0 4 0 Volume Left 15 0 23 0 29 44 Volume Right 0 12 0 27 19 0 Volume Right 0 16 0 72 49 33 cSH 416 1700 854 1700 579 1700 cSH 867 1700 1104 1700 634 656 Volume to Capacity 0.02 0.14 0.03 0.27 0.06 0.00 Volume to Capacity 0.02 0.13 0.02 0.27 0.16 0.15 Queue Length 95th (m) 0.5 0.0 0.7 0.0 1.4 0.0 Queue Length 95th (m) 0.4 0.0 0.5 0.0 4.4 4.2 Control Delay (s) 0.9 0.0 0.8 0.0 11.6 0.0 Control Delay (s) 0.8 0.0 0.7 0.0 11.7 11.5 Lane LOS A A B A Lane LOS A A B B Approach Delay (s) 0.4 0.4 11.6 0.0 Approach Delay (s) 0.4 0.3 11.7 11.5 Approach LOS BA Approach LOS BB Intersection Summary Intersection Summary Average Delay 0.7 Average Delay 1.8 Intersection Capacity Utilization 51.6% ICU Level of Service A Intersection Capacity Utilization 57.7% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value * User Entered Value
Future Background AM - Base 11/11/2014 FB AM Synchro 8 Report Future Background AM - Base 11/11/2014 FB AM Synchro 8 Report Page 1 Page 2 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 5: Bond Street & Dundas Street 09/12/2014 8: Shuter Street & Dalhousie Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 18 423 32 42 699 41 13 7 37 6 4 5 Volume (veh/h) 11 210 3 10 598 18 6 6 17 14 3 34 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 18 432 33 43 713 42 13 7 38 6 4 5 Hourly flow rate (vph) 12 223 3 11 636 19 6 6 18 15 3 36 Pedestrians 10 97 360 439 Pedestrians 8 9 132 127 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 8 30 37 Percent Blockage 1 1 11 11 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 105 Upstream signal (m) 52 pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85 pX, platoon unblocked 0.96 0.96 0.96 0.96 0.96 0.96 vC, conflicting volume 1194 824 1304 2125 689 1650 2120 827 vC, conflicting volume 782 359 1093 1184 366 1073 1176 781 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 879 824 1008 1972 689 1414 1966 447 vCu, unblocked vol 782 313 1077 1171 321 1056 1163 781 tC, single (s) 4.1 4.3 *2.4 *2.4 *2.4 *1.5 *1.5 *1.5 tC, single (s) 4.1 4.2 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.3 3.6 4.0 3.3 3.7 4.2 3.3 tF (s) 2.2 2.3 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 96 92 95 96 94 97 99 99 p0 queue free % 98 99 95 96 97 89 98 90 cM capacity (veh/h) 420 531 243 198 598 240 319 591 cM capacity (veh/h) 755 1030 123 145 616 136 146 354 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 234 248 399 398 58 15 Volume Total 238 666 31 54 Volume Left 18 0 43 0 13 6 Volume Left 12 11 6 15 Volume Right 0 33 0 42 38 5 Volume Right 3 19 18 36 cSH 420 1700 531 1700 378 326 cSH 755 1030 246 232 Volume to Capacity 0.04 0.15 0.08 0.23 0.15 0.05 Volume to Capacity 0.02 0.01 0.13 0.23 Queue Length 95th (m) 1.1 0.0 2.1 0.0 4.3 1.2 Queue Length 95th (m) 0.4 0.3 3.4 7.0 Control Delay (s) 1.7 0.0 2.5 0.0 16.2 16.6 Control Delay (s) 0.7 0.3 21.7 25.2 Lane LOS A A C C Lane LOS A A C D Approach Delay (s) 0.8 1.2 16.2 16.6 Approach Delay (s) 0.7 0.3 21.7 25.2 Approach LOS CC Approach LOS C D Intersection Summary Intersection Summary Average Delay 1.9 Average Delay 2.4 Intersection Capacity Utilization 59.3% ICU Level of Service B Intersection Capacity Utilization 49.7% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value
Future Background AM - Base 11/11/2014 FB AM Synchro 8 Report Future Background AM - Base 11/11/2014 FB AM Synchro 8 Report Page 3 Page 4 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 1: Church Street & Dundas Street/Dundas Street East 09/12/2014 4: Jarvis Street & Dundas Street East 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 43 673 50 37 377 59 57 413 38 90 438 94 Volume (vph) 116 662 54 68 379 93 0 1132 37 0 622 89 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 6.0 6.0 Lane Util. Factor 0.95 0.95 0.95 0.95 Lane Util. Factor 0.95 0.95 0.91 0.95 Frpb, ped/bikes 0.98 0.96 0.98 0.95 Frpb, ped/bikes 0.98 0.95 0.99 0.97 Flpb, ped/bikes 0.99 0.99 0.99 0.98 Flpb, ped/bikes 0.99 0.99 1.00 1.00 Frt 0.99 0.98 0.99 0.98 Frt 0.99 0.97 1.00 0.98 Flt Protected 1.00 1.00 0.99 0.99 Flt Protected 0.99 0.99 1.00 1.00 Satd. Flow (prot) 3416 3239 3396 3229 Satd. Flow (prot) 3375 3178 5083 3407 Flt Permitted 0.90 0.84 0.81 0.78 Flt Permitted 0.67 0.73 1.00 1.00 Satd. Flow (perm) 3071 2745 2774 2534 Satd. Flow (perm) 2288 2334 5083 3407 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 45 708 53 39 397 62 60 435 40 95 461 99 Adj. Flow (vph) 123 704 57 72 403 99 0 1204 39 0 662 95 RTOR Reduction (vph) 0 8 0 0 16 0 0 4 0 0 4 0 RTOR Reduction (vph) 0 7 0 0 23 0 0 4 0 0 15 0 Lane Group Flow (vph) 0 798 0 0 482 0 0 531 0 0 651 0 Lane Group Flow (vph) 0 877 0 0 551 0 0 1239 0 0 742 0 Confl. Peds. (#/hr) 570 410 410 570 304 317 317 304 Confl. Peds. (#/hr) 379 336 336 379 214 173 173 214 Heavy Vehicles (%) 2% 1% 2% 2% 4% 0% 0% 1% 0% 1% 1% 3% Heavy Vehicles (%) 1% 2% 4% 0% 4% 0% 0% 1% 0% 0% 1% 1% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type pm+pt NA Perm NA NA NA Protected Phases 2 6 4 8 Protected Phases 7 4 8 2 6 Permitted Phases 2 6 4 8 Permitted Phases 4 8 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Actuated Green, G (s) 36.0 25.0 27.0 27.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 36.0 25.0 27.0 27.0 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Actuated g/C Ratio 0.48 0.33 0.36 0.36 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 6.0 6.0 Lane Grp Cap (vph) 1272 1137 1149 1049 Lane Grp Cap (vph) 1199 778 1829 1226 v/s Ratio Prot v/s Ratio Prot c0.07 c0.24 0.22 v/s Ratio Perm c0.26 0.18 0.19 c0.26 v/s Ratio Perm c0.28 0.24 v/c Ratio 0.63 0.42 0.46 0.62 v/c Ratio 0.73 0.71 0.68 0.60 Uniform Delay, d1 16.2 14.6 14.8 16.2 Uniform Delay, d1 15.6 21.8 20.3 19.6 Progression Factor 1.00 1.00 0.62 0.46 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 1.2 1.3 2.6 Incremental Delay, d2 4.0 5.4 2.0 2.2 Delay (s) 18.6 15.7 10.5 10.1 Delay (s) 19.6 27.2 22.3 21.9 Level of Service B B B B Level of Service B C C C Approach Delay (s) 18.6 15.7 10.5 10.1 Approach Delay (s) 19.6 27.2 22.3 21.9 Approach LOS B B B B Approach LOS B C C C Intersection Summary Intersection Summary HCM 2000 Control Delay 14.0 HCM 2000 Level of Service B HCM 2000 Control Delay 22.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.62 HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 95.3% ICU Level of Service F Intersection Capacity Utilization 81.9% ICU Level of Service D Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Future Background PM - Base 11/11/2014 FB PM Synchro 8 Report Future Background PM - Base 11/11/2014 FB PM Synchro 8 Report Page 1 Page 2 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 6: Church Street & Gould Street 09/12/2014 7: Shuter Street & Church Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 28 18 22 25 0 37 3 481 24 25 581 0 Volume (vph) 51 381 44 67 201 64 24 408 76 73 434 53 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.86 0.70 0.97 1.00 Frpb, ped/bikes 1.00 0.97 1.00 0.94 0.92 0.96 Flpb, ped/bikes 0.81 0.84 1.00 0.99 Flpb, ped/bikes 0.85 1.00 0.88 1.00 0.99 0.97 Frt 0.96 0.92 0.99 1.00 Frt 1.00 0.98 1.00 0.96 0.98 0.99 Flt Protected 0.98 0.98 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1214 981 3473 3517 Satd. Flow (prot) 1522 1800 1571 1695 3181 3239 Flt Permitted 0.88 0.89 0.95 0.92 Flt Permitted 0.52 1.00 0.36 1.00 0.91 0.82 Satd. Flow (perm) 1093 887 3309 3243 Satd. Flow (perm) 825 1800 603 1695 2914 2658 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 29 19 23 26 0 39 3 506 25 26 612 0 Adj. Flow (vph) 52 389 45 68 205 65 24 416 78 74 443 54 RTOR Reduction (vph) 0 16 0 0 32 0 0 0 0 0 0 0 RTOR Reduction (vph) 0 6 0 0 16 0 0 21 0 0 11 0 Lane Group Flow (vph) 0 55 0 0 33 0 0 534 0 0 638 0 Lane Group Flow (vph) 52 428 0 68 254 0 0 497 0 0 560 0 Confl. Peds. (#/hr) 1218 938 938 1218 345 477 477 345 Confl. Peds. (#/hr) 225 263 263 225 237 347 347 237 Heavy Vehicles (%) 3% 0% 4% 0% 0% 5% 0% 0% 4% 8% 1% 0% Heavy Vehicles (%) 1% 1% 0% 1% 1% 4% 0% 1% 1% 4% 1% 1% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 22.0 22.0 36.0 36.0 Actuated Green, G (s) 26.0 26.0 28.0 28.0 32.0 32.0 Effective Green, g (s) 22.0 22.0 36.0 36.0 Effective Green, g (s) 26.0 26.0 28.0 28.0 32.0 32.0 Actuated g/C Ratio 0.31 0.31 0.51 0.51 Actuated g/C Ratio 0.37 0.37 0.40 0.40 0.46 0.46 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Grp Cap (vph) 343 278 1701 1667 Lane Grp Cap (vph) 306 668 241 678 1332 1215 v/s Ratio Prot v/s Ratio Prot c0.24 0.15 v/s Ratio Perm c0.05 0.04 0.16 c0.20 v/s Ratio Perm 0.06 0.11 0.17 c0.21 v/c Ratio 0.16 0.12 0.31 0.38 v/c Ratio 0.17 0.64 0.28 0.37 0.37 0.46 Uniform Delay, d1 17.3 17.1 9.8 10.3 Uniform Delay, d1 14.8 18.2 14.2 14.8 12.4 13.1 Progression Factor 1.00 1.00 2.27 1.00 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.06 Incremental Delay, d2 1.0 0.9 0.4 0.7 Incremental Delay, d2 1.2 4.7 2.9 1.6 0.8 1.0 Delay (s) 18.3 18.0 22.8 10.9 Delay (s) 16.0 22.8 17.1 16.4 13.2 14.9 Level of Service B B C B Level of Service B C B B B B Approach Delay (s) 18.3 18.0 22.8 10.9 Approach Delay (s) 22.1 16.5 13.2 14.9 Approach LOS B B C B Approach LOS C B B B Intersection Summary Intersection Summary HCM 2000 Control Delay 16.5 HCM 2000 Level of Service B HCM 2000 Control Delay 16.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.30 HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 61.1% ICU Level of Service B Intersection Capacity Utilization 85.0% ICU Level of Service E Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Future Background PM - Base 11/11/2014 FB PM Synchro 8 Report Future Background PM - Base 11/11/2014 FB PM Synchro 8 Report Page 3 Page 4 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 2: Dalhousie Street & Dundas Street East 09/12/2014 3: Mutual Street & Dundas Street East 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 12 779 13 26 467 10 8 8 28 0 0 0 Volume (veh/h) 12 784 26 19 395 21 22 9 29 53 29 44 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Hourly flow rate (vph) 14 885 15 30 531 11 9 9 32 0 0 0 Hourly flow rate (vph) 13 881 29 21 444 24 25 10 33 60 33 49 Pedestrians 41 55 411 425 Pedestrians 312 217 18 35 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 3 5 34 35 Percent Blockage 26 18 2 3 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 52 175 Upstream signal (m) 130 98 pX, platoon unblocked 0.83 0.83 0.83 0.83 0.83 0.83 pX, platoon unblocked 0.94 0.85 0.89 0.89 0.85 0.89 0.89 0.94 vC, conflicting volume 967 1311 1696 2357 916 1582 2359 737 vC, conflicting volume 502 928 1583 1486 690 1255 1488 581 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 967 974 1436 2229 500 1298 2231 737 vCu, unblocked vol 338 576 1087 977 298 717 980 422 tC, single (s) 4.1 4.1 *2.5 *2.5 *2.4 7.5 6.5 6.9 tC, single (s) 4.1 4.1 *2.5 *2.5 *2.4 *1.9 *1.7 *1.7 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.2 2.2 3.5 4.1 3.3 3.5 4.0 3.3 p0 queue free % 97 92 95 94 94 100 100 100 p0 queue free % 99 97 94 98 95 90 96 93 cM capacity (veh/h) 465 393 188 164 510 28 14 228 cM capacity (veh/h) 1122 848 428 605 696 609 754 723 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 456 457 295 277 50 0 Volume Total 454 470 243 246 67 142 Volume Left 14 0 30 0 9 0 Volume Left 13 0 21 0 25 60 Volume Right 0 15 0 11 32 0 Volume Right 0 29 0 24 33 49 cSH 465 1700 393 1700 301 1700 cSH 1122 1700 848 1700 556 676 Volume to Capacity 0.03 0.27 0.08 0.16 0.17 0.00 Volume to Capacity 0.01 0.28 0.03 0.14 0.12 0.21 Queue Length 95th (m) 0.7 0.0 1.9 0.0 4.7 0.0 Queue Length 95th (m) 0.3 0.0 0.6 0.0 3.3 6.3 Control Delay (s) 0.9 0.0 2.7 0.0 19.3 0.0 Control Delay (s) 0.4 0.0 1.1 0.0 12.4 11.7 Lane LOS A A C A Lane LOS A A B B Approach Delay (s) 0.4 1.4 19.3 0.0 Approach Delay (s) 0.2 0.5 12.4 11.7 Approach LOS CA Approach LOS BB Intersection Summary Intersection Summary Average Delay 1.4 Average Delay 1.8 Intersection Capacity Utilization 51.5% ICU Level of Service A Intersection Capacity Utilization 51.1% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value * User Entered Value
Future Background PM - Base 11/11/2014 FB PM Synchro 8 Report Future Background PM - Base 11/11/2014 FB PM Synchro 8 Report Page 1 Page 2 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 5: Bond Street & Dundas Street 09/12/2014 8: Shuter Street & Dalhousie Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 26 762 34 18 449 48 11 11 25 8 4 6 Volume (veh/h) 25 506 11 11 318 23 7 5 24 20 6 26 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 28 811 36 19 478 51 12 12 27 9 4 6 Hourly flow rate (vph) 26 527 11 11 331 24 7 5 25 21 6 27 Pedestrians 16 129 487 612 Pedestrians 13 17 151 141 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 11 41 51 Percent Blockage 1 1 13 12 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 105 Upstream signal (m) 52 pX, platoon unblocked 0.95 0.95 0.95 0.95 0.95 0.95 pX, platoon unblocked 0.81 0.81 0.81 0.81 0.81 0.81 vC, conflicting volume 1141 1334 1673 2550 1039 1776 2543 892 vC, conflicting volume 496 690 1145 1255 701 1137 1249 497 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1045 1334 1605 2527 1039 1713 2519 784 vCu, unblocked vol 496 498 1061 1197 512 1051 1189 497 tC, single (s) 4.1 4.2 *2.5 *2.5 *2.4 *1.9 *1.7 *1.7 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.1 3.3 3.5 4.0 3.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 91 94 92 89 94 93 98 99 p0 queue free % 97 98 93 95 94 80 94 95 cM capacity (veh/h) 314 296 139 109 449 120 193 470 cM capacity (veh/h) 951 761 103 112 395 103 113 504 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 433 441 258 290 50 19 Volume Total 565 367 38 54 Volume Left 28 0 19 0 12 9 Volume Left 26 11 7 21 Volume Right 0 36 0 51 27 6 Volume Right 11 24 25 27 cSH 314 1700 296 1700 200 179 cSH 951 761 208 174 Volume to Capacity 0.09 0.26 0.06 0.17 0.25 0.11 Volume to Capacity 0.03 0.02 0.18 0.31 Queue Length 95th (m) 2.3 0.0 1.7 0.0 7.6 2.8 Queue Length 95th (m) 0.7 0.4 5.1 10.0 Control Delay (s) 3.0 0.0 2.6 0.0 29.0 27.4 Control Delay (s) 0.7 0.5 26.1 34.8 Lane LOS A A D D Lane LOS A A D D Approach Delay (s) 1.5 1.2 29.0 27.4 Approach Delay (s) 0.7 0.5 26.1 34.8 Approach LOS DD Approach LOS D D Intersection Summary Intersection Summary Average Delay 2.7 Average Delay 3.4 Intersection Capacity Utilization 61.4% ICU Level of Service B Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value
Future Background PM - Base 11/11/2014 FB PM Synchro 8 Report Future Background PM - Base 11/11/2014 FB PM Synchro 8 Report Page 3 Page 4 APPENDIX E
Capacity Analyses Future Total Traffic Operations
HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 1: Church Street & Dundas Street 09/12/2014 4: Jarvis Street & Dundas Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 59 358 43 34 666 72 58 420 42 54 496 78 Volume (vph) 65 366 62 96 673 136 1 658 33 0 1066 141 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 6.0 6.0 Lane Util. Factor 0.95 0.95 0.95 0.95 Lane Util. Factor 0.95 0.95 0.95 0.91 Frpb, ped/bikes 0.97 0.97 0.98 0.97 Frpb, ped/bikes 0.97 0.95 0.99 0.96 Flpb, ped/bikes 0.99 0.99 0.99 0.99 Flpb, ped/bikes 0.99 0.99 1.00 1.00 Frt 0.99 0.99 0.99 0.98 Frt 0.98 0.98 0.99 0.98 Flt Protected 0.99 1.00 0.99 1.00 Flt Protected 0.99 0.99 1.00 1.00 Satd. Flow (prot) 3200 3321 3333 3279 Satd. Flow (prot) 3218 3194 3370 4866 Flt Permitted 0.76 0.92 0.82 0.86 Flt Permitted 0.68 0.81 0.95 1.00 Satd. Flow (perm) 2453 3048 2737 2832 Satd. Flow (perm) 2197 2612 3213 4866 Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 60 362 43 34 673 73 59 424 42 55 501 79 Adj. Flow (vph) 68 381 65 100 701 142 1 685 34 0 1110 147 RTOR Reduction (vph) 0 11 0 0 11 0 0 9 0 0 3 0 RTOR Reduction (vph) 0 2 0 0 13 0 0 5 0 0 5 0 Lane Group Flow (vph) 0 454 0 0 769 0 0 516 0 0 632 0 Lane Group Flow (vph) 0 512 0 0 930 0 0 715 0 0 1252 0 Confl. Peds. (#/hr) 477 299 299 477 243 292 292 243 Confl. Peds. (#/hr) 364 306 306 364 312 245 245 312 Heavy Vehicles (%) 3% 6% 11% 6% 2% 9% 5% 2% 6% 4% 2% 7% Heavy Vehicles (%) 4% 5% 3% 2% 3% 6% 0% 5% 8% 0% 1% 1% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type Perm NA Perm NA Perm NA NA Protected Phases 2 6 4 8 Protected Phases 4 8 2 6 Permitted Phases 2 6 4 8 Permitted Phases 4 8 2 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 6.0 6.0 Lane Grp Cap (vph) 1016 1262 1133 1173 Lane Grp Cap (vph) 910 1082 1331 2015 v/s Ratio Prot v/s Ratio Prot c0.26 v/s Ratio Perm 0.19 c0.25 0.19 c0.22 v/s Ratio Perm 0.23 c0.36 0.22 v/c Ratio 0.45 0.61 0.46 0.54 v/c Ratio 0.56 0.86 0.54 0.62 Uniform Delay, d1 14.7 16.1 14.8 15.5 Uniform Delay, d1 15.7 18.6 15.4 16.2 Progression Factor 1.00 1.06 0.94 1.92 Progression Factor 0.92 1.00 1.00 1.00 Incremental Delay, d2 1.4 1.6 1.2 1.7 Incremental Delay, d2 2.4 8.9 1.6 1.5 Delay (s) 16.2 18.6 15.2 31.4 Delay (s) 16.8 27.5 17.0 17.6 Level of Service B B B C Level of Service B C B B Approach Delay (s) 16.2 18.6 15.2 31.4 Approach Delay (s) 16.8 27.5 17.0 17.6 Approach LOS B B B C Approach LOS B C B B Intersection Summary Intersection Summary HCM 2000 Control Delay 20.8 HCM 2000 Level of Service C HCM 2000 Control Delay 20.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57 HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 95.6% ICU Level of Service F Intersection Capacity Utilization 86.9% ICU Level of Service E Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Page 1 Page 2 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 6: Church Street & Gould Street 09/12/2014 7: Shuter Street & Church Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 29 11 20 28 0 60 5 526 14 11 573 0 Volume (vph) 39 140 34 93 485 52 52 350 50 39 394 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.88 0.77 0.99 1.00 Frpb, ped/bikes 1.00 0.95 1.00 0.98 0.94 0.95 Flpb, ped/bikes 0.86 0.89 1.00 1.00 Flpb, ped/bikes 0.93 1.00 0.82 1.00 0.98 0.98 Frt 0.96 0.91 1.00 1.00 Frt 1.00 0.97 1.00 0.99 0.98 0.98 Flt Protected 0.98 0.98 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 0.99 1.00 Satd. Flow (prot) 1317 1136 3443 3477 Satd. Flow (prot) 1603 1633 1458 1761 3115 3162 Flt Permitted 0.85 0.91 0.95 0.94 Flt Permitted 0.22 1.00 0.64 1.00 0.84 0.89 Satd. Flow (perm) 1150 1045 3273 3283 Satd. Flow (perm) 364 1633 983 1761 2620 2811 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 30 11 20 29 0 61 5 537 14 11 585 0 Adj. Flow (vph) 41 149 36 99 516 55 55 372 53 41 419 80 RTOR Reduction (vph) 0 14 0 0 42 0 0 2 0 0 0 0 RTOR Reduction (vph) 0 13 0 0 6 0 0 14 0 0 20 0 Lane Group Flow (vph) 0 47 0 0 48 0 0 554 0 0 596 0 Lane Group Flow (vph) 41 172 0 99 565 0 0 466 0 0 520 0 Confl. Peds. (#/hr) 423 566 566 423 192 282 282 192 Confl. Peds. (#/hr) 224 227 227 224 185 345 345 185 Heavy Vehicles (%) 0% 0% 5% 0% 0% 5% 0% 3% 0% 18% 3% 0% Heavy Vehicles (%) 5% 6% 14% 1% 3% 12% 7% 5% 2% 8% 3% 4% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 22.0 22.0 36.0 36.0 Actuated Green, G (s) 28.0 28.0 30.0 30.0 30.0 30.0 Effective Green, g (s) 22.0 22.0 36.0 36.0 Effective Green, g (s) 28.0 28.0 30.0 30.0 30.0 30.0 Actuated g/C Ratio 0.31 0.31 0.51 0.51 Actuated g/C Ratio 0.40 0.40 0.43 0.43 0.43 0.43 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Grp Cap (vph) 361 328 1683 1688 Lane Grp Cap (vph) 145 653 421 754 1122 1204 v/s Ratio Prot v/s Ratio Prot 0.11 c0.32 v/s Ratio Perm 0.04 c0.05 0.17 c0.18 v/s Ratio Perm 0.11 0.10 0.18 c0.19 v/c Ratio 0.13 0.15 0.33 0.35 v/c Ratio 0.28 0.26 0.24 0.75 0.42 0.43 Uniform Delay, d1 17.2 17.3 9.9 10.1 Uniform Delay, d1 14.2 14.1 12.7 16.8 13.9 14.0 Progression Factor 1.00 1.00 0.73 1.00 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.40 Incremental Delay, d2 0.8 0.9 0.5 0.6 Incremental Delay, d2 4.8 1.0 1.3 6.7 1.1 1.0 Delay (s) 17.9 18.2 7.7 10.7 Delay (s) 19.0 15.1 14.0 23.6 15.0 20.6 Level of Service B B A B Level of Service B B B C B C Approach Delay (s) 17.9 18.2 7.7 10.7 Approach Delay (s) 15.8 22.2 15.0 20.6 Approach LOS B B A B Approach LOS B C B C Intersection Summary Intersection Summary HCM 2000 Control Delay 10.3 HCM 2000 Level of Service B HCM 2000 Control Delay 19.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.27 HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 50.3% ICU Level of Service A Intersection Capacity Utilization 97.8% ICU Level of Service F Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Page 3 Page 4 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 2: Dalhousie Street & Dundas Street 09/12/2014 3: Mutual Street & Dundas Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 8 418 28 24 770 24 4 8 17 0 0 0 Volume (veh/h) 14 406 15 21 735 67 27 19 46 41 20 31 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Hourly flow rate (vph) 9 464 31 27 856 27 4 9 19 0 0 0 Hourly flow rate (vph) 15 437 16 23 790 72 29 20 49 44 22 33 Pedestrians 16 15 187 305 Pedestrians 137 298 13 13 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 1 16 25 Percent Blockage 11 25 1 1 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 52 175 Upstream signal (m) 130 98 pX, platoon unblocked 0.93 0.93 0.97 0.97 0.93 0.97 0.97 0.93 pX, platoon unblocked 0.82 0.82 0.82 0.82 0.82 0.82 vC, conflicting volume 1187 683 1182 1925 450 1516 1928 762 vC, conflicting volume 875 466 1109 1408 537 1491 1380 581 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1059 519 813 1582 270 1158 1585 604 vCu, unblocked vol 408 466 693 1058 537 1159 1024 49 tC, single (s) 4.3 4.1 *2.4 *2.4 *2.4 7.5 6.5 6.9 tC, single (s) 4.4 4.1 *2.4 *2.4 *2.4 *1.5 *1.5 *1.5 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.3 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.3 2.2 3.5 4.1 3.4 3.5 4.1 3.3 p0 queue free % 98 97 99 98 98 100 100 100 p0 queue free % 98 98 95 96 93 92 97 96 cM capacity (veh/h) 416 834 477 384 801 72 63 307 cM capacity (veh/h) 864 1094 572 578 703 554 749 785 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 241 263 454 454 32 0 Volume Total 233 234 418 467 99 99 Volume Left 9 0 27 0 4 0 Volume Left 15 0 23 0 29 44 Volume Right 0 31 0 27 19 0 Volume Right 0 16 0 72 49 33 cSH 416 1700 834 1700 575 1700 cSH 864 1700 1094 1700 633 656 Volume to Capacity 0.02 0.15 0.03 0.27 0.06 0.00 Volume to Capacity 0.02 0.14 0.02 0.27 0.16 0.15 Queue Length 95th (m) 0.5 0.0 0.8 0.0 1.4 0.0 Queue Length 95th (m) 0.4 0.0 0.5 0.0 4.4 4.2 Control Delay (s) 0.8 0.0 0.9 0.0 11.6 0.0 Control Delay (s) 0.8 0.0 0.7 0.0 11.7 11.5 Lane LOS A A B A Lane LOS A A B B Approach Delay (s) 0.4 0.5 11.6 0.0 Approach Delay (s) 0.4 0.3 11.7 11.5 Approach LOS BA Approach LOS BB Intersection Summary Intersection Summary Average Delay 0.7 Average Delay 1.8 Intersection Capacity Utilization 53.8% ICU Level of Service A Intersection Capacity Utilization 57.8% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value * User Entered Value
Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Page 1 Page 2 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 5: Bond Street & Dundas Street 09/12/2014 8: Shuter Street & Dalhousie Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 18 431 32 42 719 41 13 7 37 6 4 5 Volume (veh/h) 16 211 6 10 598 18 6 7 17 14 3 34 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 18 440 33 43 734 42 13 7 38 6 4 5 Hourly flow rate (vph) 17 224 6 11 636 19 6 7 18 15 3 36 Pedestrians 10 97 360 439 Pedestrians 8 9 132 127 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 8 30 37 Percent Blockage 1 1 11 11 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 105 Upstream signal (m) 52 pX, platoon unblocked 0.85 0.85 0.85 0.85 0.85 0.85 pX, platoon unblocked 0.96 0.96 0.96 0.96 0.96 0.96 vC, conflicting volume 1215 832 1323 2153 693 1674 2148 837 vC, conflicting volume 782 363 1106 1197 369 1087 1191 781 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 903 832 1030 2005 693 1443 2000 459 vCu, unblocked vol 782 316 1090 1185 322 1069 1178 781 tC, single (s) 4.1 4.3 *2.4 *2.4 *2.4 *1.5 *1.5 *1.5 tC, single (s) 4.1 4.2 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.3 3.6 4.0 3.3 3.7 4.2 3.3 tF (s) 2.2 2.3 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 96 92 95 96 94 97 99 99 p0 queue free % 98 99 95 95 97 89 98 90 cM capacity (veh/h) 411 527 241 196 597 239 318 591 cM capacity (veh/h) 755 1026 120 141 614 131 142 354 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 238 253 410 409 58 15 Volume Total 248 666 32 54 Volume Left 18 0 43 0 13 6 Volume Left 17 11 6 15 Volume Right 0 33 0 42 38 5 Volume Right 6 19 18 36 cSH 411 1700 527 1700 376 325 cSH 755 1026 235 228 Volume to Capacity 0.04 0.15 0.08 0.24 0.15 0.05 Volume to Capacity 0.02 0.01 0.14 0.24 Queue Length 95th (m) 1.1 0.0 2.1 0.0 4.3 1.2 Queue Length 95th (m) 0.6 0.3 3.7 7.2 Control Delay (s) 1.8 0.0 2.5 0.0 16.3 16.6 Control Delay (s) 0.9 0.3 22.7 25.7 Lane LOS A A C C Lane LOS A A C D Approach Delay (s) 0.9 1.2 16.3 16.6 Approach Delay (s) 0.9 0.3 22.7 25.7 Approach LOS CC Approach LOS C D Intersection Summary Intersection Summary Average Delay 1.9 Average Delay 2.5 Intersection Capacity Utilization 60.1% ICU Level of Service B Intersection Capacity Utilization 49.1% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value
Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Page 3 Page 4 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 9: Church Street & Site Driveway 09/12/2014 10: Dalhousie Street & Site Driveway 09/12/2014
Movement WBL WBR NBT NBR SBL SBT Movement EBL EBR NBL NBT SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 16 52 443 0 0 574 Volume (veh/h) 0 0 6 32 32 20 Sign Control Stop Free Free Sign Control Stop Free Free Grade 0% 0% 0% Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 17 57 482 0 0 624 Hourly flow rate (vph) 0 0 7 35 35 22 Pedestrians Pedestrians Lane Width (m) Lane Width (m) Walking Speed (m/s) Walking Speed (m/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 147 63 Upstream signal (m) pX, platoon unblocked 0.90 0.99 0.99 pX, platoon unblocked vC, conflicting volume 793 241 482 vC, conflicting volume 93 46 57 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 504 222 464 vCu, unblocked vol 93 46 57 tC, single (s) 6.8 6.9 4.1 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tC, 2 stage (s) tF (s) 3.5 3.3 2.2 tF (s) 3.5 3.3 2.2 p0 queue free % 96 93 100 p0 queue free % 100 100 100 cM capacity (veh/h) 445 776 1086 cM capacity (veh/h) 903 1024 1548 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Direction, Lane # NB 1 SB 1 Volume Total 74 321 161 208 416 Volume Total 41 57 Volume Left 17 0 0 0 0 Volume Left 7 0 Volume Right 57 0 0 0 0 Volume Right 0 22 cSH 661 1700 1700 1086 1700 cSH 1548 1700 Volume to Capacity 0.11 0.19 0.09 0.00 0.24 Volume to Capacity 0.00 0.03 Queue Length 95th (m) 3.0 0.0 0.0 0.0 0.0 Queue Length 95th (m) 0.1 0.0 Control Delay (s) 11.1 0.0 0.0 0.0 0.0 Control Delay (s) 1.2 0.0 Lane LOS B Lane LOS A Approach Delay (s) 11.1 0.0 0.0 Approach Delay (s) 1.2 0.0 Approach LOS B Approach LOS Intersection Summary Intersection Summary Average Delay 0.7 Average Delay 0.5 Intersection Capacity Utilization 26.6% ICU Level of Service A Intersection Capacity Utilization 10.1% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Future Total AM - Base 11/11/2014 FT AM Synchro 8 Report Page 5 Page 6 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 1: Church Street & Dundas Street/Dundas Street East 09/12/2014 4: Jarvis Street & Dundas Street East 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 43 687 50 37 377 59 67 424 42 107 438 94 Volume (vph) 119 663 55 68 382 93 1 1132 37 0 622 93 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 6.0 6.0 Lane Util. Factor 0.95 0.95 0.95 0.95 Lane Util. Factor 0.95 0.95 0.91 0.95 Frpb, ped/bikes 0.98 0.96 0.98 0.95 Frpb, ped/bikes 0.98 0.95 0.99 0.97 Flpb, ped/bikes 0.99 0.99 0.99 0.98 Flpb, ped/bikes 0.99 0.99 1.00 1.00 Frt 0.99 0.98 0.99 0.98 Frt 0.99 0.97 1.00 0.98 Flt Protected 1.00 1.00 0.99 0.99 Flt Protected 0.99 0.99 1.00 1.00 Satd. Flow (prot) 3419 3240 3384 3225 Satd. Flow (prot) 3372 3180 5083 3401 Flt Permitted 0.90 0.84 0.78 0.72 Flt Permitted 0.66 0.73 0.94 1.00 Satd. Flow (perm) 3076 2739 2656 2356 Satd. Flow (perm) 2256 2333 4776 3401 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 45 723 53 39 397 62 71 446 44 113 461 99 Adj. Flow (vph) 127 705 59 72 406 99 1 1204 39 0 662 99 RTOR Reduction (vph) 0 7 0 0 16 0 0 4 0 0 4 0 RTOR Reduction (vph) 0 7 0 0 23 0 0 4 0 0 16 0 Lane Group Flow (vph) 0 814 0 0 482 0 0 557 0 0 669 0 Lane Group Flow (vph) 0 884 0 0 554 0 0 1240 0 0 745 0 Confl. Peds. (#/hr) 570 410 410 570 304 317 317 304 Confl. Peds. (#/hr) 379 336 336 379 214 173 173 214 Heavy Vehicles (%) 2% 1% 2% 2% 4% 0% 0% 1% 0% 1% 1% 3% Heavy Vehicles (%) 1% 2% 4% 0% 4% 0% 0% 1% 0% 0% 1% 1% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type pm+pt NA Perm NA Perm NA NA Protected Phases 2 6 4 8 Protected Phases 7 4 8 2 6 Permitted Phases 2 6 4 8 Permitted Phases 4 8 2 Actuated Green, G (s) 29.0 29.0 29.0 29.0 Actuated Green, G (s) 36.0 25.0 27.0 27.0 Effective Green, g (s) 29.0 29.0 29.0 29.0 Effective Green, g (s) 36.0 25.0 27.0 27.0 Actuated g/C Ratio 0.41 0.41 0.41 0.41 Actuated g/C Ratio 0.48 0.33 0.36 0.36 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 6.0 6.0 Lane Grp Cap (vph) 1274 1134 1100 976 Lane Grp Cap (vph) 1187 777 1719 1224 v/s Ratio Prot v/s Ratio Prot c0.07 0.22 v/s Ratio Perm c0.26 0.18 0.21 c0.28 v/s Ratio Perm c0.29 0.24 c0.26 v/c Ratio 0.64 0.43 0.51 0.69 v/c Ratio 0.74 0.71 0.72 0.61 Uniform Delay, d1 16.3 14.6 15.2 16.8 Uniform Delay, d1 15.8 21.9 20.7 19.7 Progression Factor 1.00 1.00 0.65 0.48 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.5 1.2 1.6 3.7 Incremental Delay, d2 4.3 5.5 2.7 2.3 Delay (s) 18.8 15.7 11.4 11.7 Delay (s) 20.1 27.4 23.4 21.9 Level of Service B B B B Level of Service C C C C Approach Delay (s) 18.8 15.7 11.4 11.7 Approach Delay (s) 20.1 27.4 23.4 21.9 Approach LOS B B B B Approach LOS C C C C Intersection Summary Intersection Summary HCM 2000 Control Delay 14.7 HCM 2000 Level of Service B HCM 2000 Control Delay 22.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.66 HCM 2000 Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 96.1% ICU Level of Service F Intersection Capacity Utilization 82.7% ICU Level of Service E Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Page 1 Page 2 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 6: Church Street & Gould Street 09/12/2014 7: Shuter Street & Church Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (vph) 28 18 23 25 0 37 3 492 24 25 597 0 Volume (vph) 51 385 44 67 201 64 24 408 82 75 438 56 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 Total Lost time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Util. Factor 1.00 1.00 0.95 0.95 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 0.85 0.70 0.97 1.00 Frpb, ped/bikes 1.00 0.97 1.00 0.94 0.91 0.96 Flpb, ped/bikes 0.82 0.84 1.00 0.99 Flpb, ped/bikes 0.85 1.00 0.88 1.00 0.99 0.97 Frt 0.95 0.92 0.99 1.00 Frt 1.00 0.98 1.00 0.96 0.98 0.99 Flt Protected 0.98 0.98 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1210 981 3477 3519 Satd. Flow (prot) 1522 1800 1573 1695 3160 3230 Flt Permitted 0.88 0.89 0.95 0.92 Flt Permitted 0.52 1.00 0.36 1.00 0.91 0.81 Satd. Flow (perm) 1091 887 3312 3245 Satd. Flow (perm) 825 1800 597 1695 2893 2633 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Peak-hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 29 19 24 26 0 39 3 518 25 26 628 0 Adj. Flow (vph) 52 393 45 68 205 65 24 416 84 77 447 57 RTOR Reduction (vph) 0 16 0 0 32 0 0 0 0 0 0 0 RTOR Reduction (vph) 0 6 0 0 16 0 0 21 0 0 12 0 Lane Group Flow (vph) 0 56 0 0 33 0 0 546 0 0 654 0 Lane Group Flow (vph) 52 432 0 68 254 0 0 503 0 0 569 0 Confl. Peds. (#/hr) 1218 938 938 1218 345 477 477 345 Confl. Peds. (#/hr) 225 263 263 225 237 347 347 237 Heavy Vehicles (%) 3% 0% 4% 0% 0% 5% 0% 0% 4% 8% 1% 0% Heavy Vehicles (%) 1% 1% 0% 1% 1% 4% 0% 1% 1% 4% 1% 1% Turn Type Perm NA Perm NA Perm NA Perm NA Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 22.0 22.0 36.0 36.0 Actuated Green, G (s) 26.0 26.0 28.0 28.0 32.0 32.0 Effective Green, g (s) 22.0 22.0 36.0 36.0 Effective Green, g (s) 26.0 26.0 28.0 28.0 32.0 32.0 Actuated g/C Ratio 0.31 0.31 0.51 0.51 Actuated g/C Ratio 0.37 0.37 0.40 0.40 0.46 0.46 Clearance Time (s) 6.0 6.0 6.0 6.0 Clearance Time (s) 6.0 6.0 4.0 4.0 6.0 6.0 Lane Grp Cap (vph) 342 278 1703 1668 Lane Grp Cap (vph) 306 668 238 678 1322 1203 v/s Ratio Prot v/s Ratio Prot c0.24 0.15 v/s Ratio Perm c0.05 0.04 0.16 c0.20 v/s Ratio Perm 0.06 0.11 0.17 c0.22 v/c Ratio 0.16 0.12 0.32 0.39 v/c Ratio 0.17 0.65 0.29 0.37 0.38 0.47 Uniform Delay, d1 17.3 17.1 9.9 10.3 Uniform Delay, d1 14.8 18.2 14.2 14.8 12.5 13.2 Progression Factor 1.00 1.00 2.30 1.00 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.15 Incremental Delay, d2 1.0 0.9 0.4 0.7 Incremental Delay, d2 1.2 4.8 3.0 1.6 0.8 1.1 Delay (s) 18.4 18.0 23.2 11.0 Delay (s) 16.0 23.0 17.2 16.4 13.3 16.2 Level of Service B B C B Level of Service B C B B B B Approach Delay (s) 18.4 18.0 23.2 11.0 Approach Delay (s) 22.3 16.6 13.3 16.2 Approach LOS B B C B Approach LOS C B B B Intersection Summary Intersection Summary HCM 2000 Control Delay 16.7 HCM 2000 Level of Service B HCM 2000 Control Delay 17.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.30 HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Actuated Cycle Length (s) 70.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 61.5% ICU Level of Service B Intersection Capacity Utilization 85.2% ICU Level of Service E Analysis Period (min) 15 Analysis Period (min) 15 c Critical Lane Group c Critical Lane Group
Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Page 3 Page 4 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 2: Dalhousie Street & Dundas Street East 09/12/2014 3: Mutual Street & Dundas Street East 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 12 783 44 34 467 10 8 8 28 0 0 0 Volume (veh/h) 12 788 26 19 403 21 22 9 29 53 29 44 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Hourly flow rate (vph) 14 890 50 39 531 11 9 9 32 0 0 0 Hourly flow rate (vph) 13 885 29 21 453 24 25 10 33 60 33 49 Pedestrians 41 55 411 425 Pedestrians 312 217 18 35 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 3 5 34 35 Percent Blockage 26 18 2 3 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 52 175 Upstream signal (m) 130 98 pX, platoon unblocked 0.83 0.83 0.83 0.83 0.83 0.83 pX, platoon unblocked 0.94 0.86 0.89 0.89 0.86 0.89 0.89 0.94 vC, conflicting volume 967 1351 1737 2397 936 1602 2417 737 vC, conflicting volume 511 933 1592 1499 692 1267 1502 585 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 967 1010 1476 2273 510 1313 2296 737 vCu, unblocked vol 340 588 1090 986 307 725 989 419 tC, single (s) 4.1 4.1 *2.5 *2.5 *2.4 7.5 6.5 6.9 tC, single (s) 4.1 4.1 *2.5 *2.5 *2.4 *1.9 *1.7 *1.7 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 tF (s) 2.2 2.2 3.5 4.1 3.3 3.5 4.0 3.3 p0 queue free % 97 90 95 94 94 100 100 100 p0 queue free % 99 97 94 98 95 90 96 93 cM capacity (veh/h) 465 378 181 156 506 27 12 228 cM capacity (veh/h) 1117 842 429 606 696 611 757 721 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 459 495 304 277 50 0 Volume Total 456 472 248 250 67 142 Volume Left 14 0 39 0 9 0 Volume Left 13 0 21 0 25 60 Volume Right 0 50 0 11 32 0 Volume Right 0 29 0 24 33 49 cSH 465 1700 378 1700 292 1700 cSH 1117 1700 842 1700 557 677 Volume to Capacity 0.03 0.29 0.10 0.16 0.17 0.00 Volume to Capacity 0.01 0.28 0.03 0.15 0.12 0.21 Queue Length 95th (m) 0.7 0.0 2.7 0.0 4.9 0.0 Queue Length 95th (m) 0.3 0.0 0.6 0.0 3.3 6.3 Control Delay (s) 0.9 0.0 3.6 0.0 19.9 0.0 Control Delay (s) 0.4 0.0 1.1 0.0 12.4 11.7 Lane LOS A A C A Lane LOS A A B B Approach Delay (s) 0.4 1.9 19.9 0.0 Approach Delay (s) 0.2 0.5 12.4 11.7 Approach LOS CA Approach LOS BB Intersection Summary Intersection Summary Average Delay 1.6 Average Delay 1.8 Intersection Capacity Utilization 58.0% ICU Level of Service B Intersection Capacity Utilization 51.2% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value * User Entered Value
Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Page 1 Page 2 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 5: Bond Street & Dundas Street 09/12/2014 8: Shuter Street & Dalhousie Street 09/12/2014
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 26 776 34 18 459 48 11 11 25 8 4 6 Volume (veh/h) 35 507 12 11 318 24 7 7 24 20 6 26 Sign Control Free Free Stop Stop Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Grade 0% 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 28 826 36 19 488 51 12 12 27 9 4 6 Hourly flow rate (vph) 36 528 12 11 331 25 7 7 25 21 6 27 Pedestrians 16 129 487 612 Pedestrians 13 17 151 141 Lane Width (m) 3.6 3.6 3.6 3.6 Lane Width (m) 3.6 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Walking Speed (m/s) 1.2 1.2 1.2 1.2 Percent Blockage 1 11 41 51 Percent Blockage 1 1 13 12 Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 105 Upstream signal (m) 52 pX, platoon unblocked 0.95 0.95 0.95 0.95 0.95 0.95 pX, platoon unblocked 0.81 0.81 0.81 0.81 0.81 0.81 vC, conflicting volume 1151 1349 1693 2576 1047 1794 2568 898 vC, conflicting volume 497 692 1168 1278 702 1161 1272 498 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1057 1349 1626 2554 1047 1732 2546 791 vCu, unblocked vol 497 497 1088 1225 511 1079 1217 498 tC, single (s) 4.1 4.2 *2.5 *2.5 *2.4 *1.9 *1.7 *1.7 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.1 3.3 3.5 4.0 3.5 tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 91 93 92 89 94 93 98 99 p0 queue free % 96 98 93 93 94 78 94 95 cM capacity (veh/h) 311 292 138 108 448 119 192 470 cM capacity (veh/h) 951 759 97 106 394 96 107 503 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 440 449 263 295 50 19 Volume Total 577 368 40 54 Volume Left 28 0 19 0 12 9 Volume Left 36 11 7 21 Volume Right 0 36 0 51 27 6 Volume Right 12 25 25 27 cSH 311 1700 292 1700 198 179 cSH 951 759 191 164 Volume to Capacity 0.09 0.26 0.07 0.17 0.25 0.11 Volume to Capacity 0.04 0.02 0.21 0.33 Queue Length 95th (m) 2.3 0.0 1.7 0.0 7.7 2.8 Queue Length 95th (m) 1.0 0.4 6.0 10.8 Control Delay (s) 3.1 0.0 2.6 0.0 29.2 27.6 Control Delay (s) 1.0 0.5 28.7 37.4 Lane LOS A A D D Lane LOS A A D E Approach Delay (s) 1.5 1.2 29.2 27.6 Approach Delay (s) 1.0 0.5 28.7 37.4 Approach LOS DD Approach LOS D E Intersection Summary Intersection Summary Average Delay 2.7 Average Delay 3.8 Intersection Capacity Utilization 61.8% ICU Level of Service B Intersection Capacity Utilization 58.4% ICU Level of Service B Analysis Period (min) 15 Analysis Period (min) 15
* User Entered Value
Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Page 3 Page 4 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 9: Church Street & Site Driveway 09/12/2014 10: Dalhousie Street & Site Driveway 09/12/2014
Movement WBL WBR NBT NBR SBL SBT Movement EBL EBR NBL NBT SBT SBR Lane Configurations Lane Configurations Volume (veh/h) 8 24 526 0 0 563 Volume (veh/h) 0 0 12 37 39 38 Sign Control Stop Free Free Sign Control Stop Free Free Grade 0% 0% 0% Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 9 26 572 0 0 612 Hourly flow rate (vph) 0 0 13 40 42 41 Pedestrians Pedestrians Lane Width (m) Lane Width (m) Walking Speed (m/s) Walking Speed (m/s) Percent Blockage Percent Blockage Right turn flare (veh) Right turn flare (veh) Median type None None Median type None None Median storage veh) Median storage veh) Upstream signal (m) 147 63 Upstream signal (m) pX, platoon unblocked 0.92 0.98 0.98 pX, platoon unblocked vC, conflicting volume 878 286 572 vC, conflicting volume 129 63 84 vC1, stage 1 conf vol vC1, stage 1 conf vol vC2, stage 2 conf vol vC2, stage 2 conf vol vCu, unblocked vol 581 225 517 vCu, unblocked vol 129 63 84 tC, single (s) 6.8 6.9 4.1 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tC, 2 stage (s) tF (s) 3.5 3.3 2.2 tF (s) 3.5 3.3 2.2 p0 queue free % 98 97 100 p0 queue free % 100 100 99 cM capacity (veh/h) 408 761 1022 cM capacity (veh/h) 857 1002 1513 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Direction, Lane # NB 1 SB 1 Volume Total 35 381 191 204 408 Volume Total 53 84 Volume Left 9 0 0 0 0 Volume Left 13 0 Volume Right 26 0 0 0 0 Volume Right 0 41 cSH 626 1700 1700 1022 1700 cSH 1513 1700 Volume to Capacity 0.06 0.22 0.11 0.00 0.24 Volume to Capacity 0.01 0.05 Queue Length 95th (m) 1.4 0.0 0.0 0.0 0.0 Queue Length 95th (m) 0.2 0.0 Control Delay (s) 11.1 0.0 0.0 0.0 0.0 Control Delay (s) 1.9 0.0 Lane LOS B Lane LOS A Approach Delay (s) 11.1 0.0 0.0 Approach Delay (s) 1.9 0.0 Approach LOS B Approach LOS Intersection Summary Intersection Summary Average Delay 0.3 Average Delay 0.7 Intersection Capacity Utilization 25.6% ICU Level of Service A Intersection Capacity Utilization 12.6% ICU Level of Service A Analysis Period (min) 15 Analysis Period (min) 15
Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Future Total PM - Base 11/11/2014 FT PM Synchro 8 Report Page 5 Page 6