Eagleson/Cope Retail Development Community Transportation Study

Prepared for:

Prepared by:

March 2013 Address ______20 Cope TISCTS / TB/ CTS

File # ______TO3073TOH00

Date ______4 March 2013

Check List

✔ Municipal address;

✔ Location relative to major elements of the existing transportation system (e.g., the site is located in the southwest quadrant of the intersection of Main Street/ First Street, 600 metres from the Maple Street Rapid Transit Station);

✔ Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.;

✔ Proposed land uses and relevant planning regulations to be used in the analysis;

✔ Proposed development size (building size, number of residential units, etc.) and location on site;

✔ Estimated date of occupancy;

✔ Planned phasing of development;

✔ Proposed number of parking spaces (not relevant for Draft Plans of Subdivision); and

✔ Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc.

✔ Study area;

✔ Time periods and phasing; and

✔ Horizon years (include reference to phased development).

Existing Conditions

✔ Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and posted speed limit;

✔ Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other relevant data (e.g., extraordinary lane widths, grades, etc.);

✔ Existing access points to adjacent developments (both sides of all roads bordering the site);

✔ Existing transit system, including stations and stops;

✔ Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks;

✔ Existing system operations (V/C, LOS); and ✔ Major trip generators/ attractors within the Study Area should be indicated.

Demand Forecasting

✔ General background growth;

✔ Other study area developments;

✔ Changes to the study area road network;

✔ Future background system operations (V/C, LOS, queue lengths):

✔ Trip generation rates;

✔ Trip distribution and assignment:

Impact Analysis

✔ Total future system operations (V/C, LOS, queue lengths);

✔ Signal and auxiliary lane (device) warrants;

✔ Operational/ safety assessment (e.g., sight line assessment where grades are an issue);

✔ Storage analysis for closely spaced intersections;

✔ Pedestrian and bicycle network connections and continuity;

✔ On-site circulation and design;

✔ Potential for neighbourhood impacts; and

✔ TDM.

✔ Synchro Files

CTS

Impact Analysis

✔ Network Capacity Analysis;

✔ Non-auto network connections and continuity;

✔ Potential for community impacts, and

✔ TDM.

✔ Synchro Files

✔ Screenline Analysis

Eagleson/Cope Retail Development

Community Transportation Study

prepared for: Taggart Commercial Development Inc. 225 Metcalfe Street, Suite 709 Ottawa, ON K2P 1P9

prepared by:

1223 Michael Street Suite 100 Ottawa, ON K1J 7T2

TO3073TOH00

March 4, 2013 Eagleson/Cope Retail Development Community Transportation Study March 2013

Table of Contents 1. Introduction ...... 1 2. Existing Conditions ...... 3 2.1 Study Area ...... 3 2.2 Area Road Network ...... 3 2.3 Pedestrian/Cycling Network ...... 4 2.4 Transit Network ...... 4 2.5 Existing Study Area Intersections ...... 6 2.6 Existing Traffic Operations ...... 7 3. Demand Forecasting ...... 8 3.1 Planned Study Area Transportation Network Changes ...... 8 3.2 Other Area Development ...... 9 3.3 Background Traffic Growth ...... 9 3.4 Screenline Analysis ...... 11 3.5 Site Trip Generation ...... 12 3.6 Traffic Distribution and Assignment ...... 14 4. Impact Analysis ...... 16 4.1 Projected 2016 Conditions at Full Site Development ...... 16 4.2 Projected 2021 Conditions at Five Years beyond Site Build Out ...... 17 4.3 Neighbourhood Impacts ...... 19 5. Mitigation Measures ...... 19 5.1 Roadway Infrastructure ...... 19 5.2 Pedestrian, Bicycle and Transit Infrastructure...... 20 5.3 Transportation Demand Management ...... 21 6. Site Design Characteristics...... 21 7. Findings and Recommendations ...... 22

Appendices Appendix A – Existing Peak Hour Traffic Counts Appendix B – Existing Peak Hour Capacity Analysis Appendix C – Detailed Historic Background Growth Analysis Appendix D – 2016 Projected Peak Hour Capacity Analysis Appendix E – 2021 Projected Peak Hour Capacity Analysis Appendix F – Modified 2021 Projected Morning Peak Hour Capacity Analysis Appendix G – All-way STOP and Signal Warrant Analysis Appendix H – Cope/Site Left-Turn Lane Warrant Analysis Appendix I – Truck Turning Templates (WB-20)

Eagleson/Cope Retail Development Community Transportation Study March 2013

List of Figures Figure 1: Local Context ...... 1 Figure 2: Proposed Site Plan ...... 2 Figure 3: Ottawa Cycling Plan ...... 5 Figure 4: Area Transit Network ...... 5 Figure 5: Existing Traffic Volumes ...... 7 Figure 6: Trailwest Community Design ...... 9 Figure 7: Projected 2016 Baseline Traffic Volumes ...... 10 Figure 8: Projected 2021 Baseline Traffic Volumes ...... 11 Figure 9: ‘New’ Site-Generated Traffic Volumes ...... 15 Figure 10: Site-Generated ‘Pass-by’ Traffic Volumes ...... 15 Figure 11: Total Projected 2016 Peak Hour Traffic Volumes ...... 16 Figure 12: Total Projected 2021 Peak Hour Traffic Volumes ...... 18

List of Tables Table 1: Existing Performance at Study Area Intersections ...... 8 Table 2: Existing 95th Queues and Delays at Signalized Study Area Intersections...... 8 Table 3: Eagleson/Fernbank Intersection Historical Trends (2005-2011) ...... 10 Table 4: Existing Screenline Performance (AM Peak Hour) ...... 12 Table 5: ITE Trip Generation Rates ...... 12 Table 6: Modified Person Trip Generation...... 13 Table 7: Total Site Trip Generation ...... 13 Table 8: Projected 2016 Performance of Study Area Intersections ...... 17 Table 9: Projected 2021 Performance of Study Area Intersections ...... 18

Eagleson/Cope Retail Development Community Transportation Study March 2013

1. INTRODUCTION

Taggart Commercial Development Inc. is proposing to develop the property located at the southwest corner of the Eagleson/Cope intersection (20 Cope Drive) within the South Kanata Community of Ottawa. We understand the proposed development will consist of approximately 5,200 m2 of retail uses, including a restaurant, bank, food store and other specialty retail stores. A total of approximately 200 parking spaces are proposed. With regard to vehicular site access/egress, an all-movement connection already exists to Cope Drive (serving the adjacent First Air) approximately 120 m west of the signalized Eagleson/Cope intersection. A right-in/right-out only access is proposed to Eagleson Road approximately 120 m south of the Eagleson/Cope intersection, and a service access is proposed a further 100 m south on Eagleson Road. The site’s local context is depicted in Figure 1 and the Preliminary Site Plan is depicted in Figure 2. Figure 1: Local Context

Based on market demand, full occupancy is estimated to occur by 2016 and construction is expected to be completed as a single phase. Therefore, for the purpose of this assessment, horizon years will be analyzed for the year 2016 representing full occupancy and for the year 2021, which is 5-years beyond full build-out.

As part of the Rezoning from the current Business Park Industrial (IP4) designation to Arterial Mainstreet (AM), the City of Ottawa requires submission of a formal Transportation Impact Assessment (TIA) consistent with their guidelines dated October 2006. For a rezoning of this level of development, a Community Transportation Study (CTS) is considered the appropriate type of study for the subject application. As the Site Plan is not finalized at this time, a more comprehensive Transportation Impact Study (TIS) will follow at the time of Site Plan Application. The TIA study requirements were reviewed/confirmed with City of Ottawa staff, including study area intersections to be analyzed, at the pre- consultation meeting held on December 14, 2012.

1 Figure 2: Proposed Site Plan Eagleson/Cope Retail Development Community Transportation Study March 2013

2. EXISTING CONDITIONS

2.1 Study Area The subject site is located at the southwest corner of the signalized Eagleson Road and Cope Drive intersection. It was agreed with City staff that the study area would include the signalized Eagleson/Cope intersection, as well as the signalized Eagleson/Fernbank intersection located less than 200 m to the south of the site.

Vehicular access to/from the development is proposed via two main driveway connections, as well as one secondary driveway. The main (full movement) access being through an existing driveway to Cope Drive (approx. 120m west of the Eagleson/Cope intersection) that would be shared with the adjacent First Air Property, and a right-in/right-out connection proposed to Eagleson Road (approx. 120 m south of the Eagleson/Cope intersection).

A service driveway to Eagleson Road is also being contemplated at the southern extent of the site (just north of the Akerson Road right-of-way). It is understood that Akerson Road will not be constructed as a vehicular connection to Eagleson Road, rather the right-of-way will be used as a recreational pathway only. The proposed service driveway is located approximately 100 m south of the proposed right-in/right-out driveway and approximately 200 m north of the signalized Eagleson/Fernbank intersection. The turning movements that will be permitted at this service driveway are still being investigated. There could be potential for traffic signal control at this location, which would facilitate truck traffic into and out of the site, as well as provide a protected crossing of Eagleson Road for pedestrians and cyclists using the recreational pathway on the Akerson Road right-of-way.

2.2 Area Road Network Cope Drive is an east-west collector road, which extends from Eagleson Road in the east to Terry Fox Drive in the west. In the fullness of time, Cope Drive will be extended westerly (then southerly) to intersect with Fernbank Road. Within the study area, Cope Drive has a two-lane cross section and a posted speed limit of 50 km/h (40 km/h approaching Eagleson).

Fernbank Road is a major east-west arterial road, which extends from Eagleson Road in the east, through Stittsville, to Dwyer Hill Road in the west. Within the study area, Fernbank Road has a two-lane cross section with auxiliary turn lanes at major intersections, on-road cycling lanes, and a posted speed limit of 60 km/h.

Eagleson Road is a major north-south arterial, which extends from Brophy Drive in the south (where it continues south as McCordick Road) to the Hwy 417 in the north (where it continues north as March Road). Within the study area, Eagleson Road has a four-lane divided cross section with auxiliary turn lanes at major intersections. The speed limit within the study area is posted at 60 km/h.

3 Eagleson/Cope Retail Development Community Transportation Study March 2013

Note that Eagleson Road transitions from a four-lane divided to a two-lane undivided cross-section just south of the subject site. The widening of Eagleson Road to four lanes from this transition point to Hope Side Road is identified in the TMP as a Phase 2 Road Project (2016-2022).

Akerson Road is a recently constructed north-south collector road that links Michael Cowpland Drive in the north to Cope Drive in the south. Although originally planned to extend through to Eagleson Road, it is now understood that Akerson Road will no longer be extended as a vehicular connection to Eagleson Road, rather the right-of-way will be used as a recreational pathway only.

2.3 Pedestrian/Cycling Network With regard to pedestrian facilities adjacent to the site, sidewalks are provided on the south side of Cope Drive and the east side of Eagleson Road (partial). Midway along the site’s frontage, the sidewalk on the east side of Eagleson Road transitions to a recreational pathway type facility that continues south of Fernbank Road. The notable deficiencies in the pedestrian network are: the lack of a sidewalk facility on the west side of Eagleson Road along the site’s frontage; and the lack of a protected crossing of Eagleson Road for users of recreational pathway within the Akerson Road right-of-way.

According to the Ottawa Cycling Plan (OCP), Eagleson Road north of Hope Side Road and Fernbank Road west of Terry Fox Drive are identified as Spine Cycling Routes. The Hydro Corridor to the north of the site is also identified as a Spine Cycling Route. Bicycle lanes are proposed for Eagleson Road along the site’s frontage, and have already been implemented on Fernbank Road east of Terry Fox (to Eagleson). The Hydro Corridor is planned as an off-road pathway.

Cope Drive and Akerson Road are identified as Community Cycling Routes (with shared use lanes) according to the OCP. The elimination of vehicular traffic from Akerson Road (between south of Cope through to Eagleson) is assumed to be rationalized by providing a high quality linkage between the Bridlewood-Emerald Meadows Community (east side of Eagleson), the adjacent Trailwest Community (west side of Eagleson), and the proposed off-road pathway within the existing Hydro Corridor that leads to the Trans Canada Trail.

An excerpt of the OCP showing the planned cycling network is shown as Figure 3.

2.4 Transit Network Transit service within the vicinity of the site, as shown in Figure 4, is provided by OC Transpo Route #161 along Eagleson Road with a southbound bus stop located approximately 70 meters south of Cope Drive and northbound bus stop nearside at the Eagleson/Cope intersection. Route #161 provides access to the Kanata Centrum Station.

Bus stops for Route #164 are located on Cope Drive near the intersection with Akerson Road. However, the routing on Cope Drive is limited to peak periods only (Monday-

4 Eagleson/Cope Retail Development Community Transportation Study March 2013

Friday), and the frequency of buses serving these stops is limited to two buses during each peak period.

Figure 3: Ottawa Cycling Plan

Figure 4: Area Transit Network

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2.5 Existing Study Area Intersections This section of the report identifies and depicts the existing geometry at study area intersections.

Eagleson/Cope (signalized) Northbound  two through lanes  single 60m left-turn lane Southbound

 two through lanes  single 50m left-turn lane  single 100m+ right-turn lane (channelized) Eastbound

 single through/right-turn lane (channelized)  single 40m left-turn lane Westbound

 single through/right turn lane (channelized)  single 20m left-turn lane

Eagleson/Fernbank (signalized) Northbound

 single through lane  single 30m left-turn lane Southbound

 single through lane  single 40m right-turn lane Eastbound

 single left-turn lane  single right-turn lane

6 Eagleson/Cope Retail Development Community Transportation Study March 2013

Cope/Site (uncontrolled) Northbound

 single all-movement lane Eastbound

 single through right-turn lane Westbound

 single through left-turn lane

2.6 Existing Traffic Operations Figure 5 depicts existing peak hour traffic volumes and Table 1 provides a summary of existing traffic operations at study area intersections based on the Synchro (V8) traffic analysis software. The subject intersections were assessed in terms of the volume-to- capacity (v/c) ratio and the corresponding Level of Service (LoS) for the critical movement(s). The subject intersections ‘as a whole’ were assessed based on a weighted v/c ratio. Existing peak hour traffic counts are provided within Appendix A and the Synchro model output of existing conditions are provided within Appendix B. Figure 5: Existing Traffic Volumes

7 Eagleson/Cope Retail Development Community Transportation Study March 2013

Table 1: Existing Performance at Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection ‘as a whole’ Intersection max. v/c LoS or avg. Movement Delay (s) LoS v/c delay (s) Cope/Site A(B) 9.8(10.3) NBL(NBL) 1.0(0.5) - - Eagleson/Cope D(B) 0.86(0.61) EBL(EBL) 21.2(15.5) A(A) 0.46(0.36) Eagleson/Fernbank B(B) 0.62(0.67) EBL(SBT) 13.0(12.4) A(B) 0.43(0.61) Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane.

As shown in Table 1, the signalized study area intersections, ‘as a whole’, are currently operating at an acceptable overall LoS ‘B’ or better during both weekday morning and afternoon peak hours, with respect to the City of Ottawa operating standards of LoS ‘D’ or better (0.90 > v/c > 0.00). LoS ‘A’ and ‘B’ are indicative of significant spare capacity. With regard to ‘critical movements’ at study area intersections, they are operating at an acceptable LoS ‘D’ or better during both peak hours.

Consistent with field observations of individual intersection movements, the current peak hour 95th percentile queues and delays, as estimated in Synchro, are summarized in Table 2. Table 2: Existing 95th Queues and Delays at Signalized Study Area Intersections 95th Percentile Critical Maximum Delays Intersection Queues of Critical Movement (s) Movement (m) Cope/Site NBL(NBL) 9.8(10.3) <1 Eagleson/Cope EBL(EBL) 80.3(49.0) 46(32) Eagleson/Fernbank EBL(SBT) 44.7(14.9) 44(162)

3. DEMAND FORECASTING

3.1 Planned Study Area Transportation Network Changes As noted previously, the widening of Eagleson Road (Cadence Gate to Hope Side Road) from the current two lanes to four lanes is identified in the TMP as a Phase 2 Road Project (2016-2022).

Akerson Road is no longer planned to be extended through to Eagleson Road as a vehicular connection.

In the fullness of time, Hope Side Road is planned to be widened to four lanes east of Eagleson Road through to Richmond Road, and then extended easterly to connect to Highway 416.

8 Eagleson/Cope Retail Development Community Transportation Study March 2013

3.2 Other Area Development The most notable area development is the Trailside Community located to the west of the subject site. The limits of the residential site, as shown Figure 6, include Fernbank Road to the south, Hydro Corridor to the north, existing/proposed commercial uses to the east that front Eagleson Road, and future mixed use to the west that front Terry Fox Drive. Walmart has recently opened a store located in the northwest quadrant of the Terry Fox/Fernbank intersection. Figure 6: Trailwest Community Design

3.3 Background Traffic Growth Background traffic growth through the immediate study area was determined from the available historical count data (years 2005, 2009, 2010, 2011) provided by the City of Ottawa at the Eagleson/Fernbank intersection. Average annual background growth is summarized in Table 3 and detailed analysis is attached as Appendix C.

9 Eagleson/Cope Retail Development Community Transportation Study March 2013

Table 3: Eagleson/Fernbank Intersection Historical Trends (2005-2011) Time Percent Annual Change Period North Leg South Leg West Leg Overall AM Peak -6.04% -8.76% -2.36% -6.19% PM Peak -10.11% -11.29% 0.35% -8.59%

As shown in Table 3, the Eagleson/Fernbank intersection has experienced an overall annual decline in traffic volume in past years. Much of the decline can likely be explained by the extension of Terry Fox Drive southerly to Eagleson Road in 2006-2007. However, traffic volumes also demonstrated a slight declining trend between 2009 and 2011. For the purpose of this study, the subsequent analysis of future conditions will assume 1% annual growth rate to account for area development along Eagleson Road, Fernbank Road and the surrounding area. The resulting future background traffic for the year 2016 (when the site is expected to be fully occupied) and for the horizon year 2021 (5 years after build-out) are depicted in Figures 7 and 8, respectively. Figure 7: Projected 2016 Baseline Traffic Volumes

10 Eagleson/Cope Retail Development Community Transportation Study March 2013

Figure 8: Projected 2021 Baseline Traffic Volumes

3.4 Screenline Analysis The most relevant screenlines (SL) that surround the study area include SL 44 to the west (Terry Fox; north-south), SL 10 to the east (Eagleson; north-south), and SL 56 to the south (Fallowfield West). However, given that the subject retail development is intended to serve the local community that is contained within the area defined by the foregoing screenlines, this type of analysis is not considered very relevant.

The existing performance of each screenline is summarized below in Table 4 (as identified in the 2009 Road Infrastructure Needs Study). These data suggest that only SL 10 (Eagleson) is approaching capacity, which has already been predominantly addressed by the widening of Highway 417. For the southern segment of this screenline, which consists of stations at Timm, Robertson, Hope Side and Stonehaven, additional capacity will be provided by the widening of Hope Side Road to four lanes (Eagleson to Richmond Road) and subsequent extension to Highway 416. These road projects are identified in the TMP as Phase 2 projects (2016-2022).

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Table 4: Existing Screenline Performance (AM Peak Hour) Peak Directional Directional Screenline V/C Demand (PCU) Capacity (PCU) 44 5,600 10,385 0.54 (Terry Fox) 10 9,900 10,100 0.98 (Eagleson) 56 1,100 2,700 0.41 (Fallowfield West)

Based on the foregoing screenline assessment, the proposed rezoning does not require any major road network elements beyond those already identified within the TMP.

3.5 Site Trip Generation The proposed development will consist of a number of commercial retail units totalling approximately 5,208 m2, including a restaurant, bank (with drive-through), food store and other specialty retail uses. The appropriate trip generation rates for the proposed land uses were obtained from the 9th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual and are summarized in Table 5.

Table 5: ITE Trip Generation Rates Data Trip Rates Land Use Source AM Peak PM Peak ITE T = 1.36(X); T = 2.71(X); Specialty Retail 826 T = 1.20(X) + 10.74 T = 2.40(X)+21.48 ITE High-Turnover Restaurant T = 10.81(X); T = 9.85(X); 932 ITE Drive-In Bank T = 12.08(X); T = 24.30(X); 912 ITE T = 9.48(X); Supermarket T = 3.40(X); 850 Ln(T) = 0.74Ln(X) + 3.25 Notes: T = Average Vehicle Trip Ends du = Dwelling Units X = Gross Floor Area/1000, Gross Leasable Area/1000

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

To convert ITE vehicle trip rates to person trips, an auto occupancy factor and a non-auto trip factor were applied to the ITE vehicle trip rates. Our review of the available literature suggests that a combined factor of approximately 1.3 is considered reasonable to account for typical North American auto occupancy values of approximately 1.15 and combined

12 Eagleson/Cope Retail Development Community Transportation Study March 2013 transit and non-motorized modal shares of less than 10%. The person trip generation for the proposed site is summarized in Table 6. Table 6: Modified Person Trip Generation AM Peak PM Peak Data Land Use Area (persons/hr) (persons/hr) Source In Out Total In Out Total ITE Specialty Retail 23,764 ft² 28 23 51 44 58 102 826 High-Turnover ITE 5,230 ft² 40 33 73 40 27 67 Restaurant 932 ITE Drive-In Bank 5,060 ft2 45 34 79 80 80 160 912 ITE Supermarket 22,012 ft2 60 37 97 168 162 330 850

Total 173 127 300 332 327 659

Note: 1.3 factor to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 10%

The person trips shown in Table 6 for the proposed site were then reduced by modal share values based on the 2011 TRANS O-D survey to reflect the site’s location and proximity to employment, shopping uses and transit availability. The resultant modal share is outlined as follows and the total ‘new’ auto trips for the proposed land uses are summarized in Table 7.

60% Auto Driver 15% Auto Passenger 15% Transit 10% Non-Motorized 100%

Table 7: Total Site Trip Generation AM Peak (Persons/hr) PM Peak (Persons/hr) Travel Mode In Out Total In Out Total Retail Auto Trips 17 14 31 27 35 62 Restaurant Auto Trips 24 20 44 24 17 41 Bank Auto Trips 27 21 48 48 48 96 Supermarket Auto Trips 36 23 59 101 98 199 Less Pass-by -46 -46 -92 -70 -70 -140 (50% in AM, 35% in PM) Less Shared Trips (10%) -10 -8 -18 -20 -20 -40 Total ‘New’ Auto Trips 48 24 72 110 108 218

13 Eagleson/Cope Retail Development Community Transportation Study March 2013

As shown in Table 7, the resulting number of potential ‘new’ two-way vehicle trips for the proposed development is 72 and 218 veh/h during the weekday morning and afternoon peak hours, respectively. This equates to approximately 1 to 4 new vehicles on average every minute during the commuter peak hours.

It is noteworthy that should the existing zoning be retained, a general office building of approximately 9,300 m2 (100,000 ft2) could be developed, which would generate an estimated 150 veh/h two-way during both the weekday morning and afternoon peak hours. Compared to the subject land use proposal, these office-related traffic projections represent additional volume in the morning and slightly less volume in the afternoon peak hour.

3.6 Traffic Distribution and Assignment Traffic distribution was based on the location of existing developed areas, the site’s connection to adjacent major roadways and our knowledge of the surrounding area. The resultant distribution is outlined as follows:

40% to/from the North/Northeast (via Eagleson) 15% to/from the South/Southwest (via Eagleson and/or Fernbank) 30% to/from the East (via Cope) 15% to/from the Northwest (via Cope) 100%

‘New’ site-generated trips are illustrated as Figure 9 and the site-generated ‘Pass-By’ trips are illustrated as Figure 10. Two connections have been assumed, namely a full- movement connection to Cope Drive and right-in/right-out connection to Eagleson Road.

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Figure 9: ‘New’ Site-Generated Traffic Volumes

Figure 10: Site-Generated ‘Pass-by’ Traffic Volumes

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4. IMPACT ANALYSIS

4.1 Projected 2016 Conditions at Full Site Development Total projected 2016 volumes associated with the proposed development are illustrated in Figure 11. They were derived by superimposing ‘new’ site-generated volumes (Figure 9) and site-generated ‘pass-by’ volumes (Figure 10) onto projected 2016 baseline traffic volumes (Figure 7).

Figure 11: Total Projected 2016 Peak Hour Traffic Volumes

Table 8 provides a summary of projected 2016 performances of study area intersections at full site build-out. The SYNCHRO model output of projected conditions are provided within Appendix D.

16 Eagleson/Cope Retail Development Community Transportation Study March 2013

Table 8: Projected 2016 Performance of Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection ‘as a whole’ Intersection max. v/c LoS or avg. Movement Delay (s) LoS v/c delay (s) Cope/Site A(B) 9.9(11.7) NBL(NBL) 3.0(3.3) - - Eagleson/Cope E(C) 0.94(0.79) EBL(EBL) 23.5(19.0) A(A) 0.48(0.41) Eagleson/Site A(B) 9.0(10.2) EBR(EBR) 0.1(0.4) - - Eagleson/Fernbank1 B(B) 0.63(0.70) EBL(SBT) 13.2(13.2) A(B) 0.45(0.64) Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. 1 Analysis of this intersection assumed existing lane configurations.

As shown in Table 8, with no signal timing plan modifications, the signalized study area intersections, ‘as a whole’, are projected to operate with an acceptable LoS ‘B’ or better during weekday morning and afternoon peak hours. This is comparable to existing conditions summarized in Table 1.

With regard to the ‘critical movements’ at signalized study area intersections during the peak hours, they are projected to operate at an acceptable LoS ‘D’ or better, with the exception of the eastbound left-turn movement at the Eagleson/Cope intersection which is projected to operate at capacity (LoS ‘E’) during the morning peak hour.

4.2 Projected 2021 Conditions at Five Years beyond Site Build Out Total projected 2021 volumes associated with the proposed development are illustrated in Figure 12. They were derived by superimposing ‘new’ site-generated volumes (Figure 9) and site-generated ‘pass-by’ volumes (Figure 10) onto projected 2021 baseline traffic volumes (Figure 8).

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Figure 12: Total Projected 2021 Peak Hour Traffic Volumes

Table 9 provides a summary of projected 2021 performances of study area intersections at 5-years beyond site build-out. The SYNCHRO model output of projected conditions are provided within Appendix E.

Table 9: Projected 2021 Performance of Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection ‘as a whole’ Intersection max. v/c LoS or avg. Movement Delay (s) LoS v/c delay (s) Cope/Site A(B) 9.9(11.7) NBL(NBL) 3.0(3.3) - - Eagleson/Cope E(C) 0.94(0.79) EBL(EBL) 23.2(18.9) A(A) 0.49(0.41) Eagleson/Site A(B) 9.0(10.3) EBR(EBR) 0.1(0.4) - - Eagleson/Fernbank1 B(C) 0.64(0.74) EBL(SBT) 13.5(14.2) A(B) 0.46(0.67) Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. 1 Analysis of this intersection assumed existing lane configurations.

As shown in Table 9, with no signal timing plan modifications, the signalized study area intersections, ‘as a whole’, are projected to operate with an acceptable LoS ‘B’ or better

18 Eagleson/Cope Retail Development Community Transportation Study March 2013 during weekday morning and afternoon peak hours. This is comparable to existing conditions summarized in Table 1.

With regard to the ‘critical movements’ at study area intersections, the eastbound left-turn movement at the Eagleson/Cope intersection is projected to operate at an LoS ‘E’ during the morning peak hour. All other ‘critical movements’ are projected to operate at an acceptable LoS ‘C’ or better during the morning and afternoon peak hours.

The proposed site driveway connection to Cope Drive is projected to operate with acceptable delays of 10 to 12 seconds during peak hours with 95th percentile queues ranging from 2 to 6 meters (no more than 1 vehicle in queue). The proposed right- in/right-out connection to Eagleson Road is projected to operate with acceptable delays of 9 to 10 seconds during peak hours with 95th percentile queues ranging from 0 to 2 meters (no more than 1 vehicle in queue).

4.3 Neighbourhood Impacts Since the proposed development has two primary driveway connections, a right-in/right- out to Eagleson Road (major arterial) and a proposed full-movement access to Cope Drive (collector), traffic through the residential community directly west of the proposed development is expected to be negligible.

5. MITIGATION MEASURES

5.1 Roadway Infrastructure Road Widening As noted in Section 3.4, the proposed rezoning does not require any major road network widenings/extensions beyond those already identified within the TMP.

Signal Timing Plan Modification Possible mitigative measures to improve the Level of Service for the eastbound left-turn movement at the Eagleson/Cope intersection during the morning peak hour include increasing the phase timing of the east/west movement by 3 seconds. This will improve the critical movement to an acceptable LoS ‘D’ and will have little effect on the north/southbound operations. The suggested new phase timings are listed below and the Synchro analysis is included as Appendix F.

Movement Existing Phase Time (s) Suggested Phase Time (s) SBT/NBT 51 48 EBT/WBT 28 31 NBL/SBL 11 11

Intersection Control Signal and All-Way STOP control warrant analysis was conducted for the Cope/Site and Eagleson/Site intersections and is included as Appendix G. Given the projected volumes summarized in Figure 12, neither signal nor All-Way STOP control is warranted at these

19 Eagleson/Cope Retail Development Community Transportation Study March 2013 intersections. However, it is recommended that STOP control be implemented on the minor approach to Cope Drive.

Auxiliary Turn Lanes Based on the 2021 projected volumes, a southbound right-turn lane is warranted at the Eagleson/Site intersection. The Transportation Association of Canada (TAC) recommended minimum storage length for this location is 34 m. There is an existing southbound acceleration lane at the Eagleson/Cope intersection which ends approximately 35 m north of the site driveway. It is recommended that the acceleration lane be extended to the site driveway as an auxiliary right-turn lane.

At the Cope/Site intersection approximately 17% of westbound traffic during the morning peak hour is turning right into the site, which suggests possible consideration for an auxiliary right-turn lane. However, as the number of vehicles turning right is only 30 veh/h during the morning peak hour and as Cope Drive is a relatively wide road with low through volumes, a right-turn lane is not considered a requirement at this location.

An auxiliary westbound left-turn lane is not warranted at the Cope/Site intersection based on the assumption described as part of this study. However, should the opposing traffic volumes increase by approximately 100 veh/h eastbound (through) or 30 veh/h westbound (left-turn), the auxiliary left-turn lane would then be warranted. Warrant analysis is included as Appendix H.

5.2 Pedestrian, Bicycle and Transit Infrastructure To connect pedestrians to transit service and other nearby residential and shopping opportunities, sidewalks are currently provided along the south side of Cope Drive and east side of Eagleson Road.

A 2m sidewalk should be provided along the site’s Eagleson Road frontage. There may be an opportunity to enhance the bus stop amenities for the southbound stop currently located 70m south of Cope Drive.

Assuming the Akerson right-of-way will connect to Eagleson Road as a pedestrian/bicycle facility, there will be discontinuity in the network as there will be no facility on the west side of Eagleson Road to lead active users south to Fernbank Road (unless provided as part of the Trailwest Community Design). Furthermore, there will be no protected crossing of Eagleson Road near the Akerson right-of-way that would enable safe access to the network on the east side of Eagleson Road. Traffic signal control may be an appropriate crossing solution for pedestrians and cyclists that could work in concert with full-movement truck access, although signalization at this location would likely require an auxiliary northbound turn lane to be provided.

20 Eagleson/Cope Retail Development Community Transportation Study March 2013

5.3 Transportation Demand Management Depending on the nature of a development, Transportation Demand Management (TDM) strategies have the potential to be an integral part of a planned development in order to address and support the City of Ottawa policies with regard to TDM. For this particular site, its use of small box retail will promote local business in the area. A number of TDM measures could also be considered, including:  improving the quality and safety of pedestrian facilities, such as enhanced sidewalk lighting;  improving bicycle facilities, such as provision of on-site bicycle storage; and  provide change/shower facilities for any on-site staff. These are important strategies to encouraging active modes of transportation to/from the site.

6. SITE DESIGN CHARACTERISTICS

This section provides an overview of site access, parking requirements, and transit accessibility. The preliminary proposed Site Plan was previously illustrated in Figure 2.

Parking With regard to vehicle parking, a total of 216 spaces are proposed to serve the development. This amount of parking is sufficient with respect to the City’s Zoning By-Law requirements for Area C, identified in Schedule 1 of the City’s Zoning By-Law

Site Circulation With regard to on-site circulation, the proposed parking lot is laid out effectively, such that two-way traffic can be efficiently accommodated. The proposed drive aisle widths are noted as 6.7 m, which meets the City’s By-Law requirements and the proposed parking space dimensioning are also noted as meeting By-Law requirements.

With regard to the proposed bank drive-through, it is laid out effectively, such that a minimum of 3 queuing spaces can be provided leading to the bank machine and a minimum of 1 queuing space is provided leaving the bank machine as per the City’s By- Law requirements.

As for large tractor-trailers (serving the food/specialty retail complex at the southern extent of the site), they are envisioned to make use of the more southerly driveway connection to/from Eagleson Road on either their inbound or outbound routing. Assuming a right-in/right-out connection at this driveway location, southbound vehicles on Eagleson Road destined for the loading bays for the food store would turn into the site and reverse into the loading bays. These vehicles would depart along the western edge of the site to Cope Drive. Vehicles destined for the loading bays for the specialty retail store would follow a southbound routing along the western edge of the site from Cope Drive and reverse into the loading bays for the specialty retail store. These vehicles would depart to

21 Eagleson/Cope Retail Development Community Transportation Study March 2013

Eagleson Road. Truck turning templates for the above-noted movements are provided as Appendix I.

Should a full-movement connection be provided at the southerly entrance to Eagleson Road, then trucks serving the food store could gain access from the south, and departing trucks serving the specialty retail store could depart to the north. The configuration of the area road network, namely east-west Cope Drive and Fernbank Road that link Eagleson Road and Terry Fox Drive, enables large trucks to approach/depart from the required direction with relative efficiency.

Access Requirements Based on projected volumes and proximity to adjacent signalized intersections, additional traffic signal or all-way STOP control is not warranted at the proposed site driveway connections to Cope Drive and Eagleson Road. STOP control is recommended on the minor approach to Cope Drive.

An auxiliary southbound right-turn lane is recommended at the Eagleson/Cope intersection with a storage length of 34 m. It is recommended that the existing acceleration lane on Eagleson Road be extended to the site as the right-turn lane.

The proposed site driveway connections to Cope Drive and Eagleson Road meet the City’s Private Approach By-Law in terms of their location and dimensioning. Both driveways are noted as having acceptable throat lengths of approximately 30 to 40 metres.

Bicycles Bicycle parking is not identified on the attached Site Plan, however, a total of 21 bicycle parking spaces should by located close to the main entrance of buildings and be in well-lit areas to satisfy the City’s By-Law requirements.

7. FINDINGS AND RECOMMENDATIONS

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

EXISTING CONDITIONS  The study area intersections are currently operating ‘as a whole’ with an acceptable overall LoS ‘D’ or better during the weekday morning and afternoon peak hours;

 With regard to ‘critical movements’ at study area intersections, they are operating at an acceptable LoS ‘D’ or better during peak;

PROJECTED CONDITIONS

 Based on historic counts at the Eagleson/Fernbank intersection, Eagleson Road and Fernbank Road have experienced an annual decline in traffic volume in past years.

22 Eagleson/Cope Retail Development Community Transportation Study March 2013

However, for the purpose of this study, a 1% annual growth rate is assumed to account for area development along Eagleson Road, Fernbank Road and the surrounding area;

 The proposed development is projected to generate approximately 75 and 220 veh/h during the weekday morning and afternoon peak hours, respectively;

 At full occupancy (year 2016) and 5-years beyond site build-out (2021), study area intersections, with no signal timing plan modifications, are projected to operate similar to existing conditions, with the exception of the Eagleson/Cope intersection’s ‘critical movement’, which is project to operate at capacity (LoS ‘E’) during the morning peak hour;

 An increase in the east/west movement phase timing at the Eagleson/Cope intersection will improve the ‘critical movement’s’ performance to LoS ‘D’;

 Traffic signal and all-way STOP control are not warranted at the proposed driveway connections to the adjacent streets, based on projected volumes and proximity to adjacent signalized intersections;

 An auxiliary southbound right-turn lane is recommended at the site driveway on Eagleson Road. It is recommended that the existing southbound acceleration lane be extended to the site as the right-turn lane;

SITE PLAN

 The proposed site’s parking layout is well arranged and meets By-Law requirements;

 The proposed vehicle parking supply and the dimensions of the vehicle parking stalls meet the City’s By-Law requirements.

 The site driveway connections to Cope Drive and Eagleson Road meet the City’s Private Approach By-Law requirements in terms of dimensioning and location;

 A 2m sidewalk should be provided along the site’s Eagleson Road frontage;

 A total of 21 bicycle parking spaces should be provided close to the main entrance of buildings and be in well-lit areas to satisfy the City’s By-Law requirements;

 Both site driveway connections to the adjacent roads will operate at acceptable levels of service; and

 Traffic signal control at the southern driveway connection to Eagleson Road could improve the pedestrian network by providing a protected crossing of Eagleson Road for pedestrian/bicycle (near the recreational pathway within the Akerson right-of-

23 Eagleson/Cope Retail Development Community Transportation Study March 2013

way) while also providing a full-movement connection for vehicular traffic to/from the commercial site.

The proposed development fits well into the context of the surrounding area, and its location and design serves to promote use of walking, cycling, and transit modes, thus supporting City of Ottawa policies, goals and objectives with respect to redevelopment, intensification and modal share.

Therefore, the proposed Eagleson/Cope development is recommended from a transportation perspective.

Prepared By: Reviewed By:

André Jane Sponder, B.A.Sc. Mark A. Baker, P.Eng. Analyst, Transportation Division Manager, Traffic and Transportation Planning Ottawa Operations Ottawa Operations

04 March 2013

Appendix A Existing Peak Hour Traffic Counts

DIRECTIONAL TRAFFIC FLOW

Intersection: Cope at Site

DATE: Day: 24 Month: January Year: 2013 Day of Week: Thursday

Observer: Jesse Lytle Weather:

Chkd by: Date:

TIME PERIOD: From: 7 : 15 To: 8 : 15 N Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period.  Street Name: Street Name:

Street Name: Pass. Vehicles Trks Bus Cope

Bus Trks Pass. Vehicles

Pass. Vehicles Trks Bus 24 Street Name: Cope

2 5

Street Name: Street Name: Site Bus Trks Pass. Vehicles DIRECTIONAL TRAFFIC FLOW

Intersection: Cope at Site

DATE: Day: 24 Month: January Year: 2013 Day of Week: Thursday

Observer: Jesse Lytle Weather:

Chkd by: Date:

TIME PERIOD: From: 5 : 00 To: 6 : 00 N Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period.  Street Name: Street Name:

Street Name: Pass. Vehicles Trks Bus Cope

Bus Trks Pass. Vehicles

Pass. Vehicles Trks Bus 1 Street Name: Cope

5 15

Street Name: Street Name: Site Bus Trks Pass. Vehicles

Appendix B Existing Peak Hour Capacity Analysis

Existing - AM 1: Eagleson & Fernbank

Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 159 70 46 430 258 68 Lane Group Flow (vph) 167 74 48 453 272 72 Turn Type NA Perm pm+pt NA NA Perm Protected Phases 4 5 2 6 Permitted Phases 4 2 6 Detector Phase 445266 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 26.0 26.0 11.0 16.0 26.0 26.0 Total Split (s) 30.0 30.0 14.0 60.0 46.0 46.0 Total Split (%) 33.3% 33.3% 15.6% 66.7% 51.1% 51.1% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max C-Max Act Effct Green (s) 14.4 14.4 63.6 63.6 55.9 55.9 Actuated g/C Ratio 0.16 0.16 0.71 0.71 0.62 0.62 v/c Ratio 0.62 0.24 0.07 0.36 0.25 0.07 Control Delay 44.7 9.8 5.1 6.7 9.1 2.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.7 9.8 5.1 6.7 9.1 2.1 LOS DAAAAA Approach Delay 34.0 6.6 7.7 Approach LOS C A A Queue Length 50th (m) 27.3 0.0 2.1 25.8 21.2 0.0 Queue Length 95th (m) 43.9 10.4 6.2 49.8 33.1 2.7 Internal Link Dist (m) 140.6 57.8 96.4 Turn Bay Length (m) 175.0 35.0 40.0 Base Capacity (vph) 452 458 731 1260 1108 969 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.37 0.16 0.07 0.36 0.25 0.07 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.62 Intersection Signal Delay: 13.0 Intersection LOS: B Intersection Capacity Utilization 43.2% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 1: Eagleson & Fernbank

Description Synchro 7 - Report Existing - AM 2: Eagleson & Cope/Candence

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 120 20 34 91 31 602 61 245 76 Lane Group Flow (vph) 126 37 36 247 33 656 64 258 80 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Perm Protected Phases 4 85216 Permitted Phases 48266 Detector Phase 448852166 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 28.5 28.5 28.5 28.5 11.0 22.0 11.0 22.0 22.0 Total Split (s) 28.0 28.0 28.0 28.0 11.0 51.0 11.0 51.0 51.0 Total Split (%) 31.1% 31.1% 31.1% 31.1% 12.2% 56.7% 12.2% 56.7% 56.7% Yellow Time (s) 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.5 3.5 3.5 3.5 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 17.3 17.3 17.3 17.3 55.2 50.8 56.7 53.4 53.4 Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.61 0.56 0.63 0.59 0.59 v/c Ratio 0.86 0.11 0.14 0.65 0.05 0.34 0.14 0.13 0.08 Control Delay 80.3 19.1 29.4 29.7 6.7 15.1 7.1 10.2 1.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 80.3 19.1 29.4 29.7 6.7 15.1 7.1 10.2 1.3 LOS FBCCABABA Approach Delay 66.4 29.7 14.7 7.9 Approach LOS E C B A Queue Length 50th (m) 20.8 2.9 5.1 25.5 1.7 43.1 3.5 11.5 0.0 Queue Length 95th (m) #46.4 10.2 12.5 47.7 4.3 58.1 8.5 18.7 3.5 Internal Link Dist (m) 180.7 54.1 101.5 158.5 Turn Bay Length (m) 38.0 20.0 60.0 47.0 125.0 Base Capacity (vph) 182 410 312 450 686 1907 474 2010 946 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.69 0.09 0.12 0.55 0.05 0.34 0.14 0.13 0.08 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 10 (11%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 21.2 Intersection LOS: C Intersection Capacity Utilization 65.9% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 2: Eagleson & Cope/Candence

Description Synchro 7 - Report Existing - AM 3: Site & Cope

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 150 24 35 163 2 5 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 158 25 37 172 2 5 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 205 pX, platoon unblocked vC, conflicting volume 183 416 171 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 183 416 171 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 97 100 99 cM capacity (veh/h) 1392 578 873 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 183 208 7 Volume Left 0 37 2 Volume Right 25 0 5 cSH 1700 1392 762 Volume to Capacity 0.11 0.03 0.01 Queue Length 95th (m) 0.0 0.6 0.2 Control Delay (s) 0.0 1.5 9.8 Lane LOS A A Approach Delay (s) 0.0 1.5 9.8 Approach LOS A Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 34.3% ICU Level of Service A Analysis Period (min) 15

Description Synchro 7 - Report Existing - PM 1: Eagleson & Fernbank

Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 100 184 55 311 707 158 Lane Group Flow (vph) 105 194 58 327 744 166 Turn Type NA Perm pm+pt NA NA Perm Protected Phases 4 5 2 6 Permitted Phases 4 2 6 Detector Phase 445266 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 26.0 26.0 11.0 16.0 26.0 26.0 Total Split (s) 26.0 26.0 14.0 64.0 50.0 50.0 Total Split (%) 28.9% 28.9% 15.6% 71.1% 55.6% 55.6% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max C-Max Act Effct Green (s) 11.8 11.8 66.2 66.2 56.2 56.2 Actuated g/C Ratio 0.13 0.13 0.74 0.74 0.62 0.62 v/c Ratio 0.48 0.53 0.15 0.25 0.67 0.17 Control Delay 43.2 11.0 4.5 4.7 14.3 1.4 Queue Delay 0.0 0.0 0.0 0.0 0.7 0.0 Total Delay 43.2 11.0 4.5 4.7 14.9 1.4 LOS DBAABA Approach Delay 22.3 4.6 12.5 Approach LOS C A B Queue Length 50th (m) 17.3 0.0 2.2 14.3 93.4 0.3 Queue Length 95th (m) 31.3 17.4 5.9 28.1 162.3 1.1 Internal Link Dist (m) 116.9 61.1 61.7 Turn Bay Length (m) 175.0 35.0 40.0 Base Capacity (vph) 376 488 412 1312 1113 987 Starvation Cap Reductn 00001230 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.28 0.40 0.14 0.25 0.75 0.17 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 51 (57%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.67 Intersection Signal Delay: 12.4 Intersection LOS: B Intersection Capacity Utilization 66.6% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 1: Eagleson & Fernbank

Description Synchro 7 - Report Existing - PM 2: Eagleson & Cope/Candence

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 104 116 28 71 48 400 215 628 100 Lane Group Flow (vph) 109 166 29 154 51 453 226 661 105 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Perm Protected Phases 4 85216 Permitted Phases 48266 Detector Phase 448852166 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 28.5 28.5 28.5 28.5 11.0 22.0 11.0 22.0 22.0 Total Split (s) 28.0 28.0 28.0 28.0 13.0 49.0 13.0 49.0 49.0 Total Split (%) 31.1% 31.1% 31.1% 31.1% 14.4% 54.4% 14.4% 54.4% 54.4% Yellow Time (s) 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.5 3.5 3.5 3.5 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 14.3 14.3 14.3 14.3 54.9 48.5 61.1 55.4 55.4 Actuated g/C Ratio 0.16 0.16 0.16 0.16 0.61 0.54 0.68 0.62 0.62 v/c Ratio 0.61 0.58 0.17 0.50 0.10 0.25 0.36 0.32 0.11 Control Delay 49.0 38.3 33.0 26.8 5.2 9.7 7.2 10.6 2.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.0 38.3 33.0 26.8 5.2 9.7 7.2 10.6 2.5 LOS DDCCAAABA Approach Delay 42.5 27.8 9.3 9.0 Approach LOS D C A A Queue Length 50th (m) 17.9 24.0 4.4 15.6 1.7 20.7 11.1 29.6 0.0 Queue Length 95th (m) 31.7 39.5 11.1 30.8 5.4 29.6 24.8 50.4 6.9 Internal Link Dist (m) 206.5 75.8 77.5 169.6 Turn Bay Length (m) 38.0 20.0 60.0 47.0 125.0 Base Capacity (vph) 269 423 254 435 519 1813 627 2088 978 Starvation Cap Reductn 000000000 Spillback Cap Reductn 00000001190 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.41 0.39 0.11 0.35 0.10 0.25 0.36 0.34 0.11 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 33 (37%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.61 Intersection Signal Delay: 15.5 Intersection LOS: B Intersection Capacity Utilization 63.6% ICU Level of Service B Analysis Period (min) 15

Splits and Phases: 2: Eagleson & Cope/Candence

Description Synchro 7 - Report Existing - PM 3: Site & Cope

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 247 1 2 217 5 15 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 260 1 2 228 5 16 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 230 pX, platoon unblocked vC, conflicting volume 261 493 261 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 261 493 261 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 99 98 cM capacity (veh/h) 1303 534 778 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 261 231 21 Volume Left 0 2 5 Volume Right 1 0 16 cSH 1700 1303 698 Volume to Capacity 0.15 0.00 0.03 Queue Length 95th (m) 0.0 0.0 0.7 Control Delay (s) 0.0 0.1 10.3 Lane LOS A B Approach Delay (s) 0.0 0.1 10.3 Approach LOS B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 23.8% ICU Level of Service A Analysis Period (min) 15

Description Synchro 7 - Report

Appendix C Detailed Historic Background Growth Analysis

Eagleson/Fernbank AM Peak

North Leg South Leg East Leg West Leg Year Date Total SB NB NB SB WB EB EB WB 2005 Tuesday 24 May 501 1013 950 619 357 176 3616 2009 Wed. 17 June 495 863 761 399 315 309 3142 2010 Mon. 17 May 361 908 794 366 380 261 3070 2011 Thurs. 23 August 326 589 476 328 229 114 2062

Counts % Change Year North Leg NB SB NB+SB INT NB SB NB+SB INT 2005 1013 501 1514 3616 2009 863 495 1358 3142 -14.8% -1.2% -10.3% -13.1% 2010 908 361 1269 3070 5.2% -27.1% -6.6% -2.3% 2011 589 326 915 2062 -35.1% -9.7% -27.9% -32.8%

Regression Estimate 2005 1046 524 1570 Regression Estimate 2011 722 359 1080 Average Annual Change -6.00% -6.11% -6.04%

Counts % Change Year West Leg EB WB EB+WB INT EB WB EB+WB INT 2005 357 176 533 3616 2009 315 309 624 3142 -11.8% 75.6% 17.1% -13.1% 2010 380 261 641 3070 20.6% -15.5% 2.7% -2.3% 2011 229 114 343 2062 -39.7% -56.3% -46.5% -32.8%

Regression Estimate 2005 369 215 584 Regression Estimate 2011 291 215 506 Average Annual Change -3.88% 0.00% -2.36%

Counts % Change Year East Leg EB WB EB+WB INT EB WB EB+WB INT 2005 3616 2009 3142 -13.1% 2010 3070 -2.3% 2011 2062 -32.8%

Regression Estimate 2005 Regression Estimate 2011 Average Annual Change

Counts % Change Year South Leg NB SB NB+SB INT NB SB NB+SB INT 2005 950 619 1569 3616 2009 761 399 1160 3142 -19.9% -35.5% -26.1% -13.1% 2010 794 366 1160 3070 4.3% -8.3% 0.0% -2.3% 2011 476 328 804 2062 -40.1% -10.4% -30.7% -32.8%

Regression Estimate 2005 982 613 1595 Regression Estimate 2011 603 317 920 Average Annual Change -7.79% -10.43% -8.76% Eagleson/Fernbank PM Peak

North Leg South Leg East Leg West Leg Year Date Total SB NB NB SB WB EB EB WB 2005 Tuesday 24 May 1816 710 825 1825 224 330 5730 2009 Wed. 17 June 1324 579 575 1278 356 398 4510 2010 Mon. 17 May 1010 532 563 955 283 369 3712 2011 Thurs. 23 August 865 411 366 891 284 213 3030

Counts % Change Year North Leg NB SB NB+SB INT NB SB NB+SB INT 2005 710 1816 2526 5730 2009 579 1324 1903 4510 -18.5% -27.1% -24.7% -21.3% 2010 532 1010 1542 3712 -8.1% -23.7% -19.0% -17.7% 2011 411 865 1276 3030 -22.7% -14.4% -17.3% -18.4%

Regression Estimate 2005 726 1845 2570 Regression Estimate 2011 457 899 1357 Average Annual Change -7.41% -11.29% -10.11%

Counts % Change Year West Leg EB WB EB+WB INT EB WB EB+WB INT 2005 224 330 554 5730 2009 356 398 754 4510 58.9% 20.6% 36.1% -21.3% 2010 283 369 652 3712 -20.5% -7.3% -13.5% -17.7% 2011 284 213 497 3030 0.4% -42.3% -23.8% -18.4%

Regression Estimate 2005 243 363 606 Regression Estimate 2011 313 306 619 Average Annual Change 4.30% -2.81% 0.35%

Counts % Change Year East Leg EB WB EB+WB INT EB WB EB+WB INT 2005 5730 2009 4510 -21.3% 2010 3712 -17.7% 2011 3030 -18.4%

Regression Estimate 2005 Regression Estimate 2011 Average Annual Change

Counts % Change Year South Leg NB SB NB+SB INT NB SB NB+SB INT 2005 825 1825 2650 5730 2009 575 1278 1853 4510 -30.3% -30.0% -30.1% -21.3% 2010 563 955 1518 3712 -2.1% -25.3% -18.1% -17.7% 2011 366 891 1257 3030 -35.0% -6.7% -17.2% -18.4%

Regression Estimate 2005 839 1838 2678 Regression Estimate 2011 428 877 1305 Average Annual Change -10.62% -11.61% -11.29%

Appendix D 2016 Projected Peak Hour Capacity Analysis

Projected 2016 - AM 1: Eagleson & Fernbank

Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 166 72 46 448 268 69 Lane Group Flow (vph) 175 76 48 472 282 73 Turn Type NA Perm pm+pt NA NA Perm Protected Phases 4 5 2 6 Permitted Phases 4 2 6 Detector Phase 445266 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 26.0 26.0 11.0 16.0 26.0 26.0 Total Split (s) 30.0 30.0 14.0 60.0 46.0 46.0 Total Split (%) 33.3% 33.3% 15.6% 66.7% 51.1% 51.1% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max C-Max Act Effct Green (s) 14.8 14.8 63.2 63.2 55.5 55.5 Actuated g/C Ratio 0.16 0.16 0.70 0.70 0.62 0.62 v/c Ratio 0.63 0.24 0.07 0.38 0.26 0.08 Control Delay 44.8 9.5 5.2 7.1 9.3 2.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.8 9.5 5.2 7.1 9.3 2.1 LOS DAAAAA Approach Delay 34.1 6.9 7.8 Approach LOS C A A Queue Length 50th (m) 28.6 0.0 2.2 28.0 22.3 0.0 Queue Length 95th (m) 45.6 10.5 6.4 53.5 35.4 2.6 Internal Link Dist (m) 140.6 57.8 62.8 Turn Bay Length (m) 175.0 35.0 40.0 Base Capacity (vph) 452 460 719 1253 1100 964 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.39 0.17 0.07 0.38 0.26 0.08 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.63 Intersection Signal Delay: 13.2 Intersection LOS: B Intersection Capacity Utilization 44.6% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 1: Eagleson & Fernbank

Description Synchro 7 - Report Projected 2016 - AM 2: Eagleson & Cope/Candence

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 166 27 44 96 74 584 61 261 86 Lane Group Flow (vph) 175 49 46 252 78 637 64 275 91 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Perm Protected Phases 4 85216 Permitted Phases 48266 Detector Phase 448852166 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 28.5 28.5 28.5 28.5 11.0 22.0 11.0 22.0 22.0 Total Split (s) 28.0 28.0 28.0 28.0 11.0 51.0 11.0 51.0 51.0 Total Split (%) 31.1% 31.1% 31.1% 31.1% 12.2% 56.7% 12.2% 56.7% 56.7% Yellow Time (s) 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.5 3.5 3.5 3.5 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 20.5 20.5 20.5 20.5 52.2 48.2 52.2 48.2 48.2 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.58 0.54 0.58 0.54 0.54 v/c Ratio 0.94 0.12 0.16 0.59 0.12 0.35 0.14 0.15 0.11 Control Delay 87.9 18.7 28.8 26.8 7.8 16.0 7.7 11.8 1.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 87.9 18.7 28.8 26.8 7.8 16.0 7.7 11.8 1.8 LOS FBCCABABA Approach Delay 72.8 27.1 15.1 9.1 Approach LOS E C B A Queue Length 50th (m) 29.3 3.8 6.3 25.9 5.5 42.3 3.9 13.0 0.0 Queue Length 95th (m) #66.7 12.4 15.1 49.5 8.1 56.5 8.5 19.7 4.8 Internal Link Dist (m) 180.7 54.1 53.9 158.5 Turn Bay Length (m) 38.0 20.0 60.0 47.0 125.0 Base Capacity (vph) 196 414 309 448 640 1809 447 1816 866 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.89 0.12 0.15 0.56 0.12 0.35 0.14 0.15 0.11 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 10 (11%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 23.5 Intersection LOS: C Intersection Capacity Utilization 67.0% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 2: Eagleson & Cope/Candence

Description Synchro 7 - Report Projected 2016 - AM 3: Site & Cope

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 150 31 93 163 6 63 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 158 33 98 172 6 66 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 205 pX, platoon unblocked vC, conflicting volume 191 542 174 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 191 542 174 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 93 99 92 cM capacity (veh/h) 1383 466 869 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 191 269 73 Volume Left 0 98 6 Volume Right 33 0 66 cSH 1700 1383 808 Volume to Capacity 0.11 0.07 0.09 Queue Length 95th (m) 0.0 1.7 2.2 Control Delay (s) 0.0 3.2 9.9 Lane LOS A A Approach Delay (s) 0.0 3.2 9.9 Approach LOS A Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 39.3% ICU Level of Service A Analysis Period (min) 15

Description Synchro 7 - Report Projected 2016 - AM 4: Eagleson & Site

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 0 8 0 681 331 29 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 8 0 717 348 31 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 166 78 pX, platoon unblocked 0.97 0.97 0.97 vC, conflicting volume 722 189 379 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 649 99 294 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 99 100 cM capacity (veh/h) 390 909 1225 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 8 358 358 232 147 Volume Left 00000 Volume Right 800031 cSH 909 1700 1700 1700 1700 Volume to Capacity 0.01 0.21 0.21 0.14 0.09 Queue Length 95th (m) 0.2 0.0 0.0 0.0 0.0 Control Delay (s) 9.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.0 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 23.2% ICU Level of Service A Analysis Period (min) 15

Description Synchro 7 - Report Projected 2016 - PM 1: Eagleson & Fernbank

Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 109 190 55 331 739 163 Lane Group Flow (vph) 115 200 58 348 778 172 Turn Type NA Perm pm+pt NA NA Perm Protected Phases 4 5 2 6 Permitted Phases 4 2 6 Detector Phase 445266 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 26.0 26.0 11.0 16.0 26.0 26.0 Total Split (s) 26.0 26.0 14.0 64.0 50.0 50.0 Total Split (%) 28.9% 28.9% 15.6% 71.1% 55.6% 55.6% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max C-Max Act Effct Green (s) 12.1 12.1 65.9 65.9 55.8 55.8 Actuated g/C Ratio 0.13 0.13 0.73 0.73 0.62 0.62 v/c Ratio 0.50 0.53 0.16 0.27 0.70 0.18 Control Delay 43.6 10.7 4.8 4.9 15.4 1.3 Queue Delay 0.0 0.0 0.0 0.0 0.8 0.0 Total Delay 43.6 10.7 4.8 4.9 16.2 1.3 LOS DBAABA Approach Delay 22.7 4.9 13.5 Approach LOS C A B Queue Length 50th (m) 18.9 0.0 2.2 15.9 104.8 0.6 Queue Length 95th (m) 33.4 17.4 6.1 31.2 #177.2 2.6 Internal Link Dist (m) 116.9 57.1 44.3 Turn Bay Length (m) 175.0 35.0 40.0 Base Capacity (vph) 376 492 387 1305 1105 981 Starvation Cap Reductn 00001130 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.31 0.41 0.15 0.27 0.78 0.18 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 51 (57%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 13.2 Intersection LOS: B Intersection Capacity Utilization 66.6% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 1: Eagleson & Fernbank

Description Synchro 7 - Report Projected 2016 - PM 2: Eagleson & Cope/Candence

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 162 148 50 82 79 398 215 666 125 Lane Group Flow (vph) 171 215 53 165 83 451 226 701 132 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Perm Protected Phases 4 85216 Permitted Phases 48266 Detector Phase 448852166 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 28.5 28.5 28.5 28.5 11.0 22.0 11.0 22.0 22.0 Total Split (s) 28.0 28.0 28.0 28.0 13.0 49.0 13.0 49.0 49.0 Total Split (%) 31.1% 31.1% 31.1% 31.1% 14.4% 54.4% 14.4% 54.4% 54.4% Yellow Time (s) 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.5 3.5 3.5 3.5 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 17.5 17.5 17.5 17.5 52.7 46.1 56.2 49.7 49.7 Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.59 0.51 0.62 0.55 0.55 v/c Ratio 0.79 0.62 0.30 0.46 0.18 0.26 0.38 0.37 0.15 Control Delay 59.5 37.2 34.1 25.6 6.4 10.8 9.0 13.7 2.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 59.5 37.2 34.1 25.6 6.4 10.8 9.0 13.8 2.9 LOS EDCCABABA Approach Delay 47.0 27.7 10.1 11.4 Approach LOS D C B B Queue Length 50th (m) 27.9 30.5 7.8 17.4 3.6 22.1 13.9 37.6 0.0 Queue Length 95th (m) #52.1 50.6 17.6 34.2 8.1 29.6 25.5 54.0 8.8 Internal Link Dist (m) 206.5 75.8 56.8 169.6 Turn Bay Length (m) 38.0 20.0 60.0 47.0 125.0 Base Capacity (vph) 265 423 215 432 466 1722 589 1871 896 Starvation Cap Reductn 000000000 Spillback Cap Reductn 01000001650 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.65 0.51 0.25 0.38 0.18 0.26 0.38 0.41 0.15 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 33 (37%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 19.0 Intersection LOS: B Intersection Capacity Utilization 66.2% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 2: Eagleson & Cope/Candence

Description Synchro 7 - Report Projected 2016 - PM 3: Site & Cope

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 247 17 69 217 21 119 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 260 18 73 228 22 125 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 230 pX, platoon unblocked vC, conflicting volume 278 643 269 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 278 643 269 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 94 95 84 cM capacity (veh/h) 1285 413 770 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 278 301 147 Volume Left 0 73 22 Volume Right 18 0 125 cSH 1700 1285 682 Volume to Capacity 0.16 0.06 0.22 Queue Length 95th (m) 0.0 1.4 6.2 Control Delay (s) 0.0 2.3 11.7 Lane LOS A B Approach Delay (s) 0.0 2.3 11.7 Approach LOS B Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15

Description Synchro 7 - Report Projected 2016 - PM 4: Eagleson & Site

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 0 58 0 509 849 97 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 61 0 536 894 102 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 110 81 pX, platoon unblocked 0.88 0.88 0.88 vC, conflicting volume 1213 498 996 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 977 169 732 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 92 100 cM capacity (veh/h) 219 748 767 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 61 268 268 596 400 Volume Left 00000 Volume Right 61 0 0 0 102 cSH 748 1700 1700 1700 1700 Volume to Capacity 0.08 0.16 0.16 0.35 0.24 Queue Length 95th (m) 2.0 0.0 0.0 0.0 0.0 Control Delay (s) 10.2 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 10.2 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 38.5% ICU Level of Service A Analysis Period (min) 15

Description Synchro 7 - Report

Appendix E 2021 Projected Peak Hour Capacity Analysis

Projected 2021 - AM 1: Eagleson & Fernbank

Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 174 76 46 471 281 69 Lane Group Flow (vph) 183 80 48 496 296 73 Turn Type NA Perm pm+pt NA NA Perm Protected Phases 4 5 2 6 Permitted Phases 4 2 6 Detector Phase 445266 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 26.0 26.0 11.0 16.0 26.0 26.0 Total Split (s) 30.0 30.0 14.0 60.0 46.0 46.0 Total Split (%) 33.3% 33.3% 15.6% 66.7% 51.1% 51.1% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max C-Max Act Effct Green (s) 15.1 15.1 62.9 62.9 55.2 55.2 Actuated g/C Ratio 0.17 0.17 0.70 0.70 0.61 0.61 v/c Ratio 0.64 0.25 0.07 0.40 0.27 0.08 Control Delay 45.0 9.2 5.4 7.4 9.6 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.0 9.2 5.4 7.4 9.6 2.2 LOS DAAAAA Approach Delay 34.1 7.3 8.1 Approach LOS C A A Queue Length 50th (m) 29.9 0.0 2.2 30.4 23.4 0.0 Queue Length 95th (m) 47.3 10.7 6.5 58.3 36.9 2.7 Internal Link Dist (m) 140.6 57.8 62.8 Turn Bay Length (m) 175.0 35.0 40.0 Base Capacity (vph) 452 463 702 1246 1094 958 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.40 0.17 0.07 0.40 0.27 0.08 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 13.5 Intersection LOS: B Intersection Capacity Utilization 46.3% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 1: Eagleson & Fernbank

Description Synchro 7 - Report Projected 2021 - AM 2: Eagleson & Cope/Candence

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 166 27 44 96 74 616 61 274 86 Lane Group Flow (vph) 175 49 46 252 78 670 64 288 91 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Perm Protected Phases 4 85216 Permitted Phases 48266 Detector Phase 448852166 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 28.5 28.5 28.5 28.5 11.0 22.0 11.0 22.0 22.0 Total Split (s) 28.0 28.0 28.0 28.0 11.0 51.0 11.0 51.0 51.0 Total Split (%) 31.1% 31.1% 31.1% 31.1% 12.2% 56.7% 12.2% 56.7% 56.7% Yellow Time (s) 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.5 3.5 3.5 3.5 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 20.5 20.5 20.5 20.5 52.2 48.2 52.2 48.2 48.2 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.58 0.54 0.58 0.54 0.54 v/c Ratio 0.94 0.12 0.16 0.59 0.12 0.37 0.15 0.16 0.11 Control Delay 87.9 18.7 28.8 26.8 7.6 16.0 7.8 11.9 1.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 87.9 18.7 28.8 26.8 7.6 16.0 7.8 11.9 1.8 LOS FBCCABABA Approach Delay 72.8 27.1 15.2 9.2 Approach LOS E C B A Queue Length 50th (m) 29.3 3.8 6.3 25.9 5.2 45.0 3.9 13.6 0.0 Queue Length 95th (m) #66.7 12.4 15.1 49.5 8.0 59.5 8.5 20.7 4.8 Internal Link Dist (m) 180.7 54.1 53.9 158.5 Turn Bay Length (m) 38.0 20.0 60.0 47.0 125.0 Base Capacity (vph) 196 414 309 448 633 1809 431 1816 866 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.89 0.12 0.15 0.56 0.12 0.37 0.15 0.16 0.11 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 10 (11%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 23.2 Intersection LOS: C Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 2: Eagleson & Cope/Candence

Description Synchro 7 - Report Projected 2021 - AM 3: Site & Cope

Description Synchro 7 - Report Projected 2021 - AM 4: Eagleson & Site

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 0 8 0 715 348 29 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 8 0 753 366 31 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 166 78 pX, platoon unblocked 0.97 0.97 0.97 vC, conflicting volume 758 198 397 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 679 100 305 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 99 100 cM capacity (veh/h) 372 904 1210 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 8 376 376 244 153 Volume Left 00000 Volume Right 800031 cSH 904 1700 1700 1700 1700 Volume to Capacity 0.01 0.22 0.22 0.14 0.09 Queue Length 95th (m) 0.2 0.0 0.0 0.0 0.0 Control Delay (s) 9.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.0 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 24.2% ICU Level of Service A Analysis Period (min) 15

Description Synchro 7 - Report Projected 2021 - PM 1: Eagleson & Fernbank

Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Volume (vph) 114 199 55 348 777 163 Lane Group Flow (vph) 120 209 58 366 818 172 Turn Type NA Perm pm+pt NA NA Perm Protected Phases 4 5 2 6 Permitted Phases 4 2 6 Detector Phase 445266 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 26.0 26.0 11.0 16.0 26.0 26.0 Total Split (s) 26.0 26.0 14.0 64.0 50.0 50.0 Total Split (%) 28.9% 28.9% 15.6% 71.1% 55.6% 55.6% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None C-Max C-Max C-Max Act Effct Green (s) 12.3 12.3 65.7 65.7 55.6 55.6 Actuated g/C Ratio 0.14 0.14 0.73 0.73 0.62 0.62 v/c Ratio 0.52 0.54 0.17 0.28 0.74 0.18 Control Delay 43.8 10.6 5.1 5.1 17.0 1.4 Queue Delay 0.0 0.0 0.0 0.0 1.1 0.0 Total Delay 43.8 10.6 5.1 5.1 18.1 1.4 LOS DBAABA Approach Delay 22.7 5.1 15.2 Approach LOS C A B Queue Length 50th (m) 19.7 0.0 2.3 17.3 114.4 0.6 Queue Length 95th (m) 34.5 17.6 6.2 33.6 #196.3 2.6 Internal Link Dist (m) 116.9 57.1 44.3 Turn Bay Length (m) 175.0 35.0 40.0 Base Capacity (vph) 376 499 359 1302 1101 976 Starvation Cap Reductn 00001100 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.32 0.42 0.16 0.28 0.83 0.18 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 51 (57%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 14.2 Intersection LOS: B Intersection Capacity Utilization 66.6% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 1: Eagleson & Fernbank

Description Synchro 7 - Report Projected 2021 - PM 2: Eagleson & Cope/Candence

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 162 148 50 82 79 419 215 699 125 Lane Group Flow (vph) 171 215 53 165 83 473 226 736 132 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Perm Protected Phases 4 85216 Permitted Phases 48266 Detector Phase 448852166 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 28.5 28.5 28.5 28.5 11.0 22.0 11.0 22.0 22.0 Total Split (s) 28.0 28.0 28.0 28.0 13.0 49.0 13.0 49.0 49.0 Total Split (%) 31.1% 31.1% 31.1% 31.1% 14.4% 54.4% 14.4% 54.4% 54.4% Yellow Time (s) 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.5 3.5 3.5 3.5 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 17.5 17.5 17.5 17.5 52.7 46.1 56.2 49.7 49.7 Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.59 0.51 0.62 0.55 0.55 v/c Ratio 0.79 0.62 0.30 0.46 0.19 0.27 0.39 0.39 0.15 Control Delay 59.5 37.2 34.1 25.6 6.5 10.9 9.2 13.9 2.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 Total Delay 59.5 37.2 34.1 25.6 6.5 10.9 9.2 14.0 2.9 LOS EDCCABABA Approach Delay 47.0 27.7 10.2 11.7 Approach LOS D C B B Queue Length 50th (m) 27.9 30.5 7.8 17.4 3.6 23.3 13.9 40.0 0.0 Queue Length 95th (m) #52.1 50.6 17.6 34.2 8.1 30.9 25.5 57.2 8.8 Internal Link Dist (m) 206.5 75.8 56.8 169.6 Turn Bay Length (m) 38.0 20.0 60.0 47.0 125.0 Base Capacity (vph) 265 423 215 432 450 1723 576 1871 896 Starvation Cap Reductn 000000000 Spillback Cap Reductn 01000002100 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.65 0.51 0.25 0.38 0.18 0.27 0.39 0.44 0.15 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 33 (37%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 18.9 Intersection LOS: B Intersection Capacity Utilization 66.8% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 2: Eagleson & Cope/Candence

Description Synchro 7 - Report Projected 2021 - PM 3: Site & Cope

Description Synchro 7 - Report Projected 2021 - PM 4: Eagleson & Site

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 0 58 0 535 895 97 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 61 0 563 942 102 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 110 81 pX, platoon unblocked 0.88 0.88 0.88 vC, conflicting volume 1275 522 1044 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1030 170 767 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 92 100 cM capacity (veh/h) 201 739 738 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 61 282 282 628 416 Volume Left 00000 Volume Right 61 0 0 0 102 cSH 739 1700 1700 1700 1700 Volume to Capacity 0.08 0.17 0.17 0.37 0.24 Queue Length 95th (m) 2.0 0.0 0.0 0.0 0.0 Control Delay (s) 10.3 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 10.3 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 39.8% ICU Level of Service A Analysis Period (min) 15

Description Synchro 7 - Report

Appendix F Modified 2021 Projected Morning Peak Hour Capacity Analysis

Projected 2021 - AM (Phase Time Suggestion) 2: Eagleson & Cope/Candence

Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 166 27 44 96 74 616 61 274 86 Lane Group Flow (vph) 175 49 46 252 78 670 64 288 91 Turn Type Perm NA Perm NA pm+pt NA pm+pt NA Perm Protected Phases 4 85216 Permitted Phases 48266 Detector Phase 448852166 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 28.5 28.5 28.5 28.5 11.0 22.0 11.0 22.0 22.0 Total Split (s) 31.0 31.0 31.0 31.0 11.0 48.0 11.0 48.0 48.0 Total Split (%) 34.4% 34.4% 34.4% 34.4% 12.2% 53.3% 12.2% 53.3% 53.3% Yellow Time (s) 3.0 3.0 3.0 3.0 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.5 3.5 3.5 3.5 2.3 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max None C-Max C-Max Act Effct Green (s) 21.0 21.0 21.0 21.0 51.7 47.2 51.6 47.2 47.2 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.57 0.52 0.57 0.52 0.52 v/c Ratio 0.90 0.12 0.15 0.57 0.12 0.38 0.15 0.16 0.11 Control Delay 77.2 17.3 26.8 24.8 8.1 16.5 8.7 13.0 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 77.2 17.3 26.8 24.8 8.1 16.5 8.7 13.0 2.0 LOS EBCCABABA Approach Delay 64.1 25.1 15.6 10.1 Approach LOS E C B B Queue Length 50th (m) 28.2 3.6 6.1 24.5 5.2 46.8 4.2 14.7 0.0 Queue Length 95th (m) #61.3 11.8 14.4 46.5 8.7 61.9 9.4 22.3 5.2 Internal Link Dist (m) 180.7 54.1 53.9 158.5 Turn Bay Length (m) 38.0 20.0 60.0 47.0 125.0 Base Capacity (vph) 226 469 352 501 629 1772 430 1778 850 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.77 0.10 0.13 0.50 0.12 0.38 0.15 0.16 0.11 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 10 (11%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 22.2 Intersection LOS: C Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 2: Eagleson & Cope/Candence

Description Synchro 7 - Report

Appendix G All-way STOP and Signal Warrant Analysis

Site/Cope - Projected

Minimum AWSC Compliance Description Requirement for a Warrant 'T' intersection Sectional % Entire % Warrant Vehicle Volume, All Approaches A for Each of the Heaviest 8 Hours 200 150% of on Average Day, or 1. Vehicle Volume, All Approaches B 350 197% Minimum for the Heaviest Peak Hour, and 64% Volume Vehicle and pedestrian Volume, Criterion C Along Minor Streets for Each of 80 66% No the Same 8 Hours, and The volume split between the

Intersection D 75/25 64% major and minor streets 2. Vehicle Volume, Along Major Minimum A Street for Each of the Heaviest 8 30%0% Collision Hours of an Average Day, and Criterion

Note: 0 preventable by AWSC collisions (i.e. right angle and turning movement collisions) were reported during a 3 year time period

Average 8 Hour Volumes

0 0 0 95 Major 41

0 0 99 7 12 46

AM Peak Hour Minor PM Peak Hour Volumes Volumes

0 0

0 0 0 163 0 0 0 217 Major 93 Major 69

0 0 0 0 150 6 247 21 63

31 17 119 Minor Minor Site/Cope - Projected Minimum Requirement for Two- Compliance Lane Roadways Signal Description Warrant Restricted Flow - Operating Speed Sectional % Entire % Warrant Less Than 70 km/h

(1) A Vehicle Volume, All Approaches 1. for Each of the Heaviest 8 Hours 720 42% Minimum of on Average Day, and 21% Vehicular (4) B Vehicle Volume, Along Minor Volume Streets for Each of the Same 8 255 21% Hours (1) A Vehicle Volume, Along Major No Street for Each of the Heaviest 8 720 34%

Intersection 2. Delay to Hours of an Average Day, and Cross 9% (2) B Combined Vehicle and Pedestrian Traffic Volume Crossing the Major 75 9% Street for Each of the Same 8 Hours Notes 1 Vehicle Volume Warrants (1A), (2A) and (5B) for Roadways Having Two or More Moving Lanes in one Direction Should Be 25% Higher Than Values Given Above No 2 For Definition of Crossing Volume Refer to Note 4 on the Signal Warrant Analysis Form B2.03.08 3 The Lowest Sectional Percentage Governs the Entire Warrant 4 For "T" Intersections the Warrant Values for Minor Street Should be Increased by 50% Yes (Warrant 1B only)

Average 8 Hour Volumes

0 0 0 95 Cope 41

99 7 0 12 46 Site AM Peak Hour PM Peak Hour Volumes Volumes

0 0

0 0 0 217

0 0 0 163 Cope 93 Cope 69

0 0 0 150 6 0 247 21 63

31 17 119 Site Site Site/Eagleson - Projected

Minimum AWSC Compliance Description Requirement for a Warrant 'T' intersection Sectional % Entire % Warrant Vehicle Volume, All Approaches A for Each of the Heaviest 8 Hours 200 337% of on Average Day, or 1. Vehicle Volume, All Approaches B 350 453% Minimum for the Heaviest Peak Hour, and 8% Volume Vehicle and pedestrian Volume, Criterion C Along Minor Streets for Each of 80 21% No the Same 8 Hours, and The volume split between the

Intersection D 75/25 8% major and minor streets 2. Vehicle Volume, Along Major Minimum A Street for Each of the Heaviest 8 30%0% Collision Hours of an Average Day, and Criterion

Note: 0 preventable by AWSC collisions (i.e. right angle and turning movement collisions) were reported during a 3 year time period

Average 8 Hour Volumes

32 311 0 0 Minor 0

0 0 0

17 313

AM Peak Hour Major PM Peak Hour Volumes Volumes

0 0

29 348 0 0 97 895 0 0 Minor 0 Minor 0

0 0

0 0 0 0 0 0

8 715 58 535 Major Major Site/Eagleson - Projected Minimum Requirement for Two- Compliance Lane Roadways Signal Description Warrant Restricted Flow - Operating Speed Sectional % Entire % Warrant Less Than 70 km/h

(1) A Vehicle Volume, All Approaches 1. for Each of the Heaviest 8 Hours 720 93% Minimum of on Average Day, and 7% Vehicular (4) B Vehicle Volume, Along Minor Volume Streets for Each of the Same 8 255 7% Hours (1) A Vehicle Volume, Along Major No Street for Each of the Heaviest 8 720 91%

Intersection 2. Delay to Hours of an Average Day, and Cross 0% (2) B Combined Vehicle and Pedestrian Traffic Volume Crossing the Major 75 0% Street for Each of the Same 8 Hours Notes 1 Vehicle Volume Warrants (1A), (2A) and (5B) for Roadways Having Two or More Moving Lanes in one Direction Should Be 25% Higher Than Values Given Above No 2 For Definition of Crossing Volume Refer to Note 4 on the Signal Warrant Analysis Form B2.03.08 3 The Lowest Sectional Percentage Governs the Entire Warrant 4 For "T" Intersections the Warrant Values for Minor Street Should be Increased by 50% Yes (Warrant 1B only)

Average 8 Hour Volumes

32 311 0 0 Site 0

0 0 0

17 313

AM Peak Hour PM Peak Hour

Volumes Eagleson Volumes

0 0

97 895 0 0

29 348 0 0 Site 0 Site 0

0 0 0 0 0 0 0 0 535 8 715 58 gleson gleson a a

Appendix H Cope/Site Left-Turn Lane Warrant Analysis

Advancing Traffic Opposing Traffic Left Turn Traffic Warrant Design % of Left Turning Traffic Volume (V ) Volume (V ) Volume (V ) Left Turn Speed A O L AM PM AM PM AM PM AM PM Lane Existing Cope/Site 60 256 286 181 264 93 69 36% 24% No

Peak NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Warrant? AM 6063000015031931630 PM 210119000024717692170

See MTO's nomo graphs

AM Peak Hour Volumes PM Peak Hour Volumes

286, 264

256, 181

Appendix I Truck Turning Templates (WB-20)