June 2014
Former CFB Rockcliffe Redevelopment Community Transportation Study
Prepared by:
12 February 2015
ERRATA SHEET
The land use statistics associated with the Development Concept Plan for the Former CFB Rockcliffe Redevelopment are continually being refined as part of the on-going planning process. During the Summer 2014, the Plan was modified slightly from that used as the basis for the ensuing Community Transportation Study (dated 27 June 2014) resulting in approximate 40 additional residential units and 40 additional retail-related jobs. As a result of this land use change, the net change in two-way, peak hour vehicle trips to/from the site is noted to be an increase of approximately 60 veh/h, which is considered very minor in scale in comparison to the total projected generation of approximately 2,000 veh/h two-way. This small discrepancy in vehicle trip generation would have no bearing on the report’s finding or recommendations. A subsequent update to the Development Concept Plan was received in January 2015 reflecting very minor adjustments to the proposed land use.
In September 2014, the National Capital Commission announced the renaming of the Rockcliffe Parkway to the Sir George-Étienne Cartier Parkway (Promenade Sir George-Étienne Cartier). This name change has not been reflected within the current version of the report.
In December 2014, the City of Ottawa requested that the CTS include commentary/analyses related to multi-modal level of service as outlined within the 2013 update of the Transportation Master Plan, Ottawa Cycling Plan and Ottawa Pedestrian Plan. The draft analysis related to this most recent City request is included herein as an Addendum No. 1 to the CTS, and consideration will be given to incorporating it within the main body of the report as part of a future update. The multi-modal level of service analysis emphasizes the importance of providing high quality pedestrian, cycling and transit facilities serving the site in support of the sustainable transportation vision. Provision of needed facilities and the proposed street and intersection designs will be addressed from this perspective.
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Former CFB Rockcliffe Redevelopment COMMUNITY TRANSPORTATION STUDY
prepared for: Canada Lands Company Limited 30 Metcalfe Street Suite 601 Ottawa, ON K1P 5L4
prepared by:
1223 Michael Street Suite 100 Ottawa, ON K1J 7T2
27 June 2014
TO3138TOA00
Community Transportation Study Former CFB Rockcliffe Redevelopment June 2014
TABLE OF CONTENTS 1. Context ...... 1 1.1 Development Overview ...... 3 1.2 Transportation Study Area ...... 3 2. Existing Conditions ...... 4 2.1 Bicycle and Pedestrian Network ...... 4 2.2 Transit Network ...... 6 2.3 Area Road Network ...... 7 2.4 Modal Share Assessment ...... 9 2.5 Screenline Performance ...... 10 2.6 Peak Hour Traffic Volumes ...... 11 2.7 Intersection Performance ...... 13 3. Sustainability Initiatives ...... 14 3.1 Consistency with OP/TMP Policies ...... 14 3.2 Mobility Plan ...... 15 3.3 Maximizing Transit Orientation ...... 15 3.4 Transit Plan ...... 17 3.5 Other Transportation Demand Management (TDM) Initiatives ...... 17 4. Travel Demand Forecasting ...... 20 4.1 Traffic Growth Trends ...... 20 4.2 Other Known Area Development ...... 20 4.3 TRANS Regional Model ...... 21 4.4 Planned Changes to Transportation Infrastructure ...... 22 4.5 Site Trip Generation ...... 24 4.5.1 Special Generator: School ...... 24 4.5.2 Phase 1 Site Trip Generation ...... 25 4.5.3 Total Site Trip Generation ...... 27 4.6 Vehicle Traffic Distribution and Assignment ...... 29 4.6.1 Phase 1 Distribution ...... 29 4.6.2 Total Site Distribution ...... 30 5. Transportation Impact Analysis ...... 33 5.1 Projected Screenline Performance ...... 33 5.2 Projected Intersection Performance ...... 33 5.2.1 Phase 1 Site Development ...... 33 5.2.2 Full Site Development ...... 37 5.3 Potential for Community Impacts ...... 39 5.3.1 Phase 1 Traffic Impact on Study Area Roads ...... 40 5.3.2 Full Site Development Traffic Impact on Study Area Roads ...... 40 6. Mitigation Measures and Site Design Characteristics ...... 42 6.1 Off-Site Network Modifications ...... 42 6.2 Site Design Characteristics ...... 44 6.2.1 Right-of-Way Requirements ...... 44 6.2.2 Opportunity for Complete Streets ...... 45 6.2.3 Traffic Control Requirements ...... 45 7. Findings, Conclusions and Recommendations ...... 47
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LIST OF TABLES Table 1: Trips by Travel Mode for Ottawa East ...... 10 Table 2: Trips by Travel Mode for Beacon Hill ...... 10 Table 3: Existing Screenline Performance (AM Peak Hour; Peak Direction) ...... 11 Table 4: Existing Performance at Study Area Intersections ...... 13 Table 5: Screenline Growth Trends (AM Peak Hour) ...... 20 Table 6: ITE Trip Generation Rates ...... 24 Table 7: School Site Trip Generation (One School Site) ...... 25 Table 8: Modified Person Phase 1 Trip Generation ...... 25 Table 9: Residential Modal Share Phase 1 Site Trip Generation ...... 26 Table 10: Office Modal Share Phase 1 Site Trip Generation ...... 26 Table 11: Total Phase 1 Site Vehicle Trip Generation ...... 26 Table 12: Modified Person Trip Generation ...... 27 Table 13: Residential Modal Share Site Trip Generation ...... 28 Table 14: Office Modal Share Site Trip Generation ...... 28 Table 15: Retail Modal Share Site Trip Generation ...... 28 Table 16: Total Site Vehicle Trip Generation ...... 29 Table 17: Projected Performance at Screenline 33 (AM Peak Hour) ...... 33 Table 18: Projected Phase 1 Performance of Study Area Intersections ...... 35 Table 19: Projected Full Site Development Performance of Study Area Intersections ...... 37 Table 20: Phase 1 Site-Generated Two-Way Traffic Increase ...... 40 Table 21: Total Site-Generated Two-Way Traffic Increases ...... 41 Table 22: Road Characteristics ...... 44 Table 23: Minimum Traffic Control Requirements ...... 45
LIST OF FIGURES Figure 1: Development Concept Plan ...... 2 Figure 2: Existing Cycling Network ...... 5 Figure 3: Proposed Cycling Network ...... 5 Figure 4: Existing Transit Network ...... 6 Figure 5: Transit Priority and Rapid Transit ...... 7 Figure 6: Existing Peak Hour Traffic Volumes ...... 12 Figure 7: CFB Rockcliffe Mobility Plan ...... 18 Figure 8: CFB Rockcliffe Transit Plan ...... 19 Figure 9: TRANS Model Traffic Zone System ...... 22 Figure 10: ‘New’ Phase 1 Site-Generated Traffic Volumes ...... 31 Figure 11: ‘New’ Total Site-Generated Traffic Volumes ...... 32 Figure 12: Phase 1 Development ...... 34 Figure 13: Total Projected Phase 1 Peak Hour Traffic Volumes ...... 36 Figure 14: Total Projected Peak Hour Traffic Volumes ...... 38 Figure 15: Intersection Control Requirements ...... 46
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LIST OF APPENDICES Appendix A – Current Peak Hour Volumes Appendix B – SYNCHRO Capacity Analysis: Existing Conditions Appendix C – Background Traffic Growth Data Appendix D – Proposed Northbound Off-Ramp Aviation Parkway to Hemlock Appendix E – SYNCHRO Capacity Analysis: Phase 1 Projected Conditions Appendix F – SYNCHRO Capacity Analysis: Total Site Projected Conditions Appendix G – SYNCHRO Capacity Analysis: Phase 1 Projected Conditions - Modified Appendix H – SYNCHRO Capacity Analysis: Total Site Projected Conditions – Modified Appendix I – Proposed Cross-Sections for On-Site Roadways Appendix J – On-Site Intersection Control Analysis All-Way STOP Control and Signal Warrants
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1. CONTEXT
Considerable stakeholder and community input has been provided through the on-going development of the Community Design Plan for the former CFB Rockcliffe site that reflects guiding design vision and principles for the site, many of which address broad transportation issues. Preliminary transportation planning analysis was completed previously to assist in defining the basic parameters of the development, including for example, the amount and type of development, layout of the basic transportation network, and site connectivity. Now that Draft Preferred Plan (Figure 1) has emerged from the on-going consultation process, the City of Ottawa requires a Community Transportation Study (CTS) to be conducted that is consistent with their Transportation Impact Assessment (TIA) Guidelines.
A primary objective in developing the Community Design Plan was to achieve a sustainable community from a transportation perspective that maximizes cycling, walking and transit use and minimizes off-site vehicular travel. We believe the combination of land use, pedestrian and bicycle networks, transit priority and street cross-sections accomplish this.
The primary objective of this CTS is to confirm that the elements of the proposed transportation network, internal to and adjacent to the development site, will provide sufficient capacity for all travel modes and perform acceptably for the ultimate development. Development phasing is also a necessary consideration as the initial phase of site development has connections only to Montreal Road (via Burma and Codd’s), while the ultimate development will feature an additional connection to St. Laurent Boulevard and the Aviation Parkway via Hemlock Road. Subject to certain conditions, the National Capital Commission (NCC) has also approved a northbound off-ramp from the Aviation Parkway to Hemlock Road during the latter half of site development. It should be noted that individual TIA Studies will be required for each phase of development to confirm/determine the necessary enhancements to the transportation network.
Specifically, the ensuing CTS will consider the following components:
Existing Conditions: description of existing transportation networks; assessment of current transportation networks within the study area; Sustainability Initiatives: identify opportunities to maximize the transit, bicycle and walk travel modes and thereby minimize vehicular traffic; Travel Demand Forecasting: growth trends and other area development traffic; planned changes to the area transportation network as per the TMP; weekday morning and afternoon site trip generation, distribution and assignment for the current Plan; Transportation Impact Analysis: network capacity analysis; intersection capacity analysis, provision for non-auto modes; community impacts; and TDM; Mitigation Measures: identify transportation network modifications necessary to support the proposed development; and Site Design Characteristics: identify street ROW, opportunities for “complete” streets, and traffic control requirements.
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Figure 1: Development Concept Plan
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1.1 Development Overview The former CFB Rockcliffe site is situated approximately 5 km east of the downtown core of Ottawa, near the Rockcliffe Airport and NRC Campus. The 131 ha site features an extensive mixed-use development that includes a range of residential, employment, retail, institutional and parkland designations. It represents a very significant urban infill development for the City of Ottawa that is expected to materialize over the next 15 to 20 years. The initial phase of development is expected to be complete by 2021, with ultimate build-out complete by 2031. The total number of planned residential units is estimated at 5,185, and the number of jobs is estimated at 2,640.
An overall Mobility Plan has been established by the team as part of the broader planning exercise that is considered to maximize the opportunity for non-auto travel (i.e., pedestrians, cyclists, transit). Despite best efforts to encourage a live-work environment through land use decisions, and provision of transportation networks encouraging active transportation (and transit use), there is still projected to be considerable auto traffic within/to/from the proposed development.
Assuming appropriate non-auto modal shares and internal trip making, the development is expected to generate up to 2,000 veh/h during the weekday commuter peak hours. The ability of the area road network to accommodate this additional traffic is a major concern for the residents of the surrounding communities (i.e., Manor Park, Rockcliffe Park, Vanier, Rothwell Heights, Carson Grove, etc.), the adjacent communities (i.e., Fairhaven, Foxview, Thorncliffe Village, Drayton Private, etc.) and the City of Ottawa, and therefore understanding the impact of site-related automobile traffic represents one of the key analytical focus points of the ensuing CTS. At full build-out, the development is also projected to generate 1600 to 1800 transit patrons in peak hours and 750 to 850 cyclist and pedestrian movements.
1.2 Transportation Study Area The road network within the site is characterized by a series of local and collector streets, with the latter providing connectivity to the adjacent parkway/arterial network that includes the Aviation Parkway, Hemlock Road (west of the site) and Montreal Road. The number of road connections to/from Ottawa CBD is effectively constrained by the available bridge crossings of the Rideau River at Sussex Drive (East Bytown Bridge), St. Patrick Street, and Montreal Road (Cummings Bridge). Access to Highway 417/OR 174 Corridor, located approximately 3km to the south, is provided via Montreal Road, Blair Road, Aviation Parkway, St. Laurent Boulevard, and Vanier Parkway. The nearest rapid transit corridor resides adjacent to the OR174 Corridor, with plans to provide facilities (as funding permits) to improve transit priority within a number of nearby corridors.
For the purposes of the transportation analyses, the study area includes the signalized and key unsignalized intersections bound by the Vanier Parkway to the west, Blair Road to the east, the Rockcliffe Parkway to the north and Ogilvie Road to the south, as follows:
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Site Access Points:
Montreal/Codd’s Hemlock/Aviation Pkwy Off Ramp St. Laurent/Hemlock Hemlock/Aviation Pkwy On Ramp Montreal/Bathgate/Burma Adjacent Intersections
Montreal/Blair Aviation Pkwy/Rockcliffe Pkwy South Montreal/Aviation Pkwy Aviation Pkwy/Rockcliffe Pkwy North Montreal/St. Laurent More Remote Intersections
Ogilvie/St. Laurent/Coventry Montreal/Vanier Pkwy Ogilvie/Aviation Pkwy Vanier Pkwy/Beechwood Ogilvie/City Park/Bathgate Hemlock/Birch Ogilvie/Blair Sussex/King Edward
2. EXISTING CONDITIONS
The ensuing section provides a summary of the existing transportation conditions within the study area from the perspective of pedestrians, cyclists, transit, and motorized vehicles. Where applicable, a brief summary of proposed networks has been provided as outlined by the Ottawa Cycling and Pedestrian Plans.
2.1 Bicycle and Pedestrian Network According to the City’s Cycling Plan the Rockcliffe and Aviation Parkways are designated as ‘Major Pathways’; Blair Road, Montreal Road, Beechwood Avenue/Hemlock Road, St. Laurent Boulevard, Ogilvie Road, Vanier Parkway and Sussex Drive are designated as ‘Spine Routes’; and Codd’s Road, Burma Road and Birch Avenue are designated as ‘Local Routes’.
As shown in Figure 2, pathways exist along the Rockcliffe and Aviation Parkways, and paved shoulders exist along Blair Road. There is also a bike lane in each direction on portions of Montreal Road (west of Burma).
According to the Ottawa Cycling Plan (OCP) as reflected in Figure 3, a cross-town bikeway is planned along Hemlock Road penetrating the former CFB Rockcliffe site, and an off-road major pathway is proposed just north. Local routes are proposed along Lang’s Road, Codd’s Road and Burma Road, although these are unlikely to involve dedicated facilities.
The Ottawa Pedestrian Plan (OPP) does not identify any proposed major network projects in the immediate study area, although the plan does provide considerable direction through its vision for walkability in Ottawa.
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Figure 2: Existing Cycling Network
Figure 3: Proposed Cycling Network
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2.2 Transit Network The following Figure 4 summarizes the existing transit services provided within the vicinity of the site.
Within the study area, transit service is currently provided by OC Transpo Routes #1, 5, 7, 9, 12, 14, 123, 127, and 129. Regular (Black) Routes #1, 5, 7, 9, 12, 14, 127 and 129 provide frequent all-day service. Peak Hour Route #123 provides weekday morning and afternoon peak hour service only.
Figure 4: Existing Transit Network
According to the Transportation Master Plan (TMP), there are a number of planned transit priority projects in close proximity to the former CFB Rockcliffe site (excerpt of Map 1 from the TMP). These are shown in Figure 5, and include continuous lanes on Montreal Road, as well as on Hemlock Road and Codd’s Road approaching and through the site1. The proposed LRT corridor is located south of the study area along Highway 417/OR 174, with stations at Blair Road, Cyrville Road, St. Laurent Road and Vanier Parkway.
1 Note that continuous bus lanes through the site would imply a road widening to provide four travel lanes, which is inconsistent with the envisioned road network being proposed within the Development Concept Plan.
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Figure 5: Transit Priority and Rapid Transit
2.3 Area Road Network Aviation Parkway is a north-south federally owned roadway, which extends from the Aviation Museum in the north to HWY 417 in the south. North of Montreal Road, Aviation Parkway has a two-lane cross section, which widens to a four-lane cross section south of Montreal Road. It has a posted speed limit of 60 km/h and auxiliary turn lanes are provided at major intersections.
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Rockcliffe Parkway is an east-west federally owned roadway, which extends from St. Joseph Boulevard in the east to Princess Avenue in the west, where it continues as Sussex Drive. Within the study area, the Rockcliffe Parkway has a two-lane cross section and is grade separated from the Aviation Parkway. Access between the Rockcliffe Parkway and the Aviation Parkway is provided by on/off ramps accommodating all directions. The posted speed limit along the Rockcliffe Parkway is 60 km/h.
Beechwood Avenue/Hemlock Road is an east-west arterial roadway west of St. Laurent Boulevard. East of St. Laurent Boulevard, it continues as Hemlock Road, a collector roadway. West of Jolliet Avenue, Beechwood Avenue has a four-lane cross section with curb lanes used for parking. East of Jolliet Avenue the cross section decreases to two-lanes. Auxiliary turn lanes are provided at major intersections and the posted speed limit is 50 km/h.
Blair Road is a north-south arterial roadway south of Montreal Road and a collector roadway north of it. Within the study area, Blair Road has a six-lane cross section and a speed limit of 70 km/h between the OR 174 and Ogilvie Road. North of Ogilvie Road, the cross section is reduced to two-lanes and the posted speed limit is 50 km/h. Along Blair Road, auxiliary turn lanes are provided at major intersections.
King Edward Avenue is a north-south arterial roadway. At the King Edward/Sussex intersection, King Edward Avenue has a two-lane cross section with auxiliary turn lanes provided and a posted speed limit of 40 km/h.
Montreal Road is an east-west arterial roadway with a posted speed limit of 50 km/h west of the Aviation Parkway. East of the Aviation Parkway, the speed limit increases to 60 km/h. Within the study area, Montreal Road has a four-lane cross section and auxiliary turn lanes provided at major intersections.
Ogilvie Road/Coventry Road is an east-west arterial roadway with a posted speed limit of 60 km/h. Within the study area east of St. Laurent Boulevard, Ogilvie Road has a four- lane cross section with auxiliary turn lanes provided at major intersections.
St. Laurent Boulevard is an arterial roadway south of Hemlock Road and a collector roadway north of it. North of Hemlock Road, St. Laurent Boulevard has a two lane cross section and a posted speed limit of 40 km/h. Between Hemlock Road and Cyrville Road, St. Laurent Boulevard has a four-lane cross section with auxiliary turn lanes provided at major intersections. South of Cyrville Road its cross section widens to six-lanes. The posted speed limit south of Hemlock Road is 50 km/h, which increases to 60 km/h south of McArthur Avenue.
Sussex Drive is an east-west arterial roadway with a posted speed limit of 60 km/h. Within the study area, Sussex Drive has a four-lane cross section with auxiliary turn lanes provided at major intersections.
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Vanier Parkway is a north-south arterial roadway. Within the study area, Vanier Parkway has a four-lane cross section, with the exception of the Vanier/Montreal intersection, which has a six-lane cross section. Auxiliary turn lanes are provided at major intersections and the posted speed limit is 60 km/h.
Birch Avenue is a collector roadway with a two-lane cross section and a posted speed limit of 40 km/h.
Bathgate Drive is a collector roadway with a two-lane cross section and auxiliary turn lanes provided at major intersections. The posted speed limit is 40 km/h between Ogilvie Road to approximately 150 m north of Matheson Road, where it increases to 50 km/h.
Carson’s Road/Codd’s Road is a collector roadway with a two-lane cross section and auxiliary turn lanes are provided at major intersections. It has a posted speed limit of 50 km/h, which decreases to 40 km/h at the existing (closed) entrance to CFB Rockcliffe.
Highway 417 is a provincial highway with a posted speed limit of 100 km/h. Within the study area, HWY 417 has a six-lane cross section and is grade separated from Vanier Parkway, St. Laurent Boulevard and the Aviation Parkway. Access between the Vanier Parkway/St. Laurent and HWY 417 is provided by on/off ramps accommodating all directions. Access between the HWY 417 and the Aviation Parkway is provided by an on ramp in the eastbound direction and an off ramp in the westbound direction only.
OR 174 is a City owned freeway with a posted speed limit of 100 km/h. Within the study area, OR 174 has a four-lane cross section and is grade separated with Blair Road. Access between Blair Road and OR 174 is provided by on/off ramps accommodating all directions.
2.4 Modal Share Assessment The following Tables 1 and 2 summarize the 2011 TRANS O-D survey modal shares for the two communities located within the study area. The Ottawa East community includes the study area west of the Aviation Parkway and the Beacon Hill community includes the study area east of the Aviation Parkway.
As shown in Tables 1 and 2, auto modal splits in the area are currently in the order of 50% to 60% with approximately 10% auto passengers, while transit and other non-auto modal splits are currently in the order of 25% and 5%, respectively. It is important to note that these values represent the existing travel behaviour and the share of automobile travel can only be expected to decline in the future with the aforementioned focus on transit and active transportation modes serving the study area, as well as the increased road congestion.
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Table 1: Trips by Travel Mode for Ottawa East Peak Period From District To District Within District Travel Mode (%) (%) (%) AM PM AM PM AM PM Auto Driver 45 64 64 48 33 43 Auto Passenger 10 15 11 15 13 16 Public Transit 30 18 19 27 9 7 Bicycle 6 2 1 7 3 3 Walk 2 1 1 2 24 25 Other 6 2 5 2 19 6
Table 2: Trips by Travel Mode for Beacon Hill Peak Period From District To District Within District Travel Mode (%) (%) (%) AM PM AM PM AM PM Auto Driver 59 63 56 58 32 51 Auto Passenger 9 12 12 14 13 25 Public Transit 26 19 22 24 5 5 Bicycle 2 1 1 2 2 1 Walk 0 2 2 0 28 17 Other 5 2 8 3 21 1
The TMP has identified City-wide mode targets for 2031 as 10% walking, 5% cycling (sub- target of 8% within the Greenbelt), 26% transit, 9% auto passenger and 50% auto driver. There is mention within the TMP for more aggressive targets within the Inner Suburbs, which includes the former CFB Rockcliffe site. Here, the desired modal share targets for active modes are 16% walking, 6% cycling and 54% transit (to Inner Area).
2.5 Screenline Performance A summary of existing (2011) performance at stations along the Rideau River North Screenline (SL 33) is provided within Table 3. The SL 33 is comprised of four count stations, namely: East Bytown Bridge (Sussex Drive); East Minto Bridge; St. Patrick Street Bridge (Hemlock-Beechwood-St. Patrick); and Cummings Bridge (Montreal-Rideau). Other area screenlines, such as Green’s Creek to the east and Smyth-Hydro to the south, are considered too far removed to meaningfully inform the assessment.
As shown in Table 3, the St. Patrick Street Bridge station exhibits an existing v/c ratio of slightly over 1.0 (LoS ‘F’), while the Cummings Bridge and East Minto Bridge stations are currently operating at a v/c ratio of 0.63 and 0.57, respectively. The existing available capacity at this Rideau River North Screenline (assuming a target v/c of 0.90) is approximately 500 passenger cars.
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Table 3: Existing Screenline Performance (AM Peak Hour; Peak Direction) Existing Peak Directional Capacity Screenline 33 Station Directional Demand Existing V/C (PCU) (PCU) Cummings Bridge (Montreal) 1,013 1,600 0.63
St. Patrick Street Bridge 1,655 1,600 1.03
East Minto Bridge 229 400 0.57
East Bytown Bridge (Sussex) 1,280 1,600 0.80
Total 4,177 5,200 0.80
*PCU = passenger car units
2.6 Peak Hour Traffic Volumes With regard to existing traffic volumes, the City of Ottawa provided the most recent weekday turning movement counts for the following intersections:
Montreal/Codd’s; Ogilvie/St. Laurent/Coventry; St. Laurent/Hemlock; Ogilvie/Aviation Pkwy; Montreal/Bathgate/Burma; Ogilvie/City Park/Bathgate; Hemlock/Aviation Pkwy Off Ramp; Ogilvie/Blair; Hemlock/Aviation Pkwy On Ramp; Montreal/Vanier Pkwy; Montreal/Blair; Vanier Pkwy/Beechwood; Montreal/Aviation Pkwy; Hemlock/Birch; and Montreal/St. Laurent; Sussex/King Edward. Aviation Pkwy/Rockcliffe Pkwy N;
These data generally reflect traffic volumes observed in year 2011 - 2012, although some are dated earlier and/or reflect the Summer months. Weekday peak hour traffic counts were conducted by Delcan (May 2014) at the Aviation Pkwy/Rockcliffe Pkwy South and North intersections and along the Rockcliffe Parkway west of the Aviation Parkway. Current weekday peak hour traffic volumes are illustrated as Figure 6 and are included as Appendix A.
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Figure 6: Existing Peak Hour Traffic Volumes
xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes Signalized Intersection
Main
Hemlock
Collector A
13(21) 696(724) 103(58) 2(12)
11(24) 1079(695) 57(34) 9(10) 23(15) 32(24) 59(91) 1205(624) 176(103) 19(49) 590(984) 28(47) 56(109)
6(17) 498(1448)
95(90) 68(92) 175(141) Vanier
69(289) 153(559) 61(209)
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2.7 Intersection Performance The following Table 4 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 and the SYNCHRO model output of existing conditions is provided within Appendix B.
Table 4: Existing Performance at Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection “as a whole” Intersection max. v/c or LoS avg. delay Movement Delay (s) LoS v/c (s) Site Access Points Montreal/Codd’s C(B) 0.72(0.69) WBT(EBT) 24.7(13.0) B(B) 0.68(0.65) St. Laurent/Hemlock D(E) 0.81(0.99) NBL(NBL) 16.9(24.8) B(C) 0.62(0.74) Montreal/Bathgate/Burma A(B) 0.52(0.62) NBL(NBL) 6.0(8.2) A(A) 0.45(0.44) Hemlock/Aviation Off Ramp(1) A(A) 9.9(8.5) SBR(SBR) 8.3(1.2) - - Hemlock/Aviation On Ramp(2) A(A) 7.2(7.8) EBT(EBT) 6.7(7.8) - - Adjacent Intersections Montreal/Blair C(F) 0.79(1.21) NBL(WBL) 14.4(24.9) B(C) 0.62(0.78) Montreal/Aviation Parkway D(F) 0.83(1.01) NBL(NBL) 31.5(34.8) C(C) 0.78(0.78) Montreal/St. Laurent D(F) 0.83(1.05) SBL(WBL) 38.3(51.0) A(E) 0.60(0.94) Aviation/Rockcliffe South(3) B(A) 13.4(9.9) EBR(EBR) 4.4(1.9) - - Aviation/Rockcliffe North(4) F(C) 86.9(21.1) WBL(WBL) 46.6(7.7) - - More Remote Intersections Ogilvie/St. Laurent D(F) 0.90(1.16) NBT(NBL) 41.6(61.1) C(D) 0.73(0.83) Ogilvie/Aviation Parkway F(F) 1.07(1.35) NBL(NBT) 50.8(87.0) E(F) 0.92(1.13) Ogilvie/City Park/Bathgate B(C) 0.64(0.78) NBL(NBL) 14.0(17.6) A(A) 0.40(0.56) Ogilvie/Blair D(F) 0.89(1.00) WBL(EBT) 47.8(53.7) C(D) 0.75(0.88) Montreal/Vanier D(E) 0.88(0.98) WBL(WBL) 39.8(42.7) B(C) 0.62(0.73) Beechwood/Vanier F(F) 1.49(1.11) EBR(WBL) 121.5(57.4) F(E) 1.18(0.96) Hemlock/Birch(5) C(C) 17.3(24.5) SBR(SBR) 1.7(1.6) - - Sussex/King Edward C(F) 0.75(1.18) NBT(SBL) 19.3(53.7) C(D) 0.74(0.83) Notes: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. 1. STOP on minor off-ramp approach only 2. Uncontrolled 3. STOP on eastbound approach only 4. STOP on southbound and westbound approaches only 5. STOP on minor southbound approach only
As shown in Table 4, the majority of the study area intersections ‘as a whole’ are currently operating with an acceptable LoS ‘D’ or better during both peak hours, with respect to the City of Ottawa operating standards of LoS ‘D’ or better (0.90 > v/c > 0.00). The notable exceptions are the Montreal/St. Laurent, Ogilvie/Aviation Parkway and Beechwood/Vanier Parkway intersections, The Montreal/St. Laurent intersection is currently operating at an
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LoS ‘E’ during the afternoon peak hour and the Ogilvie/Aviation Parkway intersection is currently operating at an LoS ‘E’ and ‘F’ during the weekday morning and afternoon peak hours, respectively. The Beechwood/Vanier Parkway intersection is currently operating at an LoS ‘F’ and LoS ‘E’ during the weekday morning and afternoon peak hours, respectively.
With regard to ‘critical movements’ at study area intersections, the following intersections have critical movements operating at capacity or failing during one or both of the weekday morning and afternoon peak hours:
St. Laurent/Hemlock; Ogilvie/Aviation Parkway; Montreal/Blair; Ogilvie/Blair; Montreal/Aviation Parkway; Montreal/Vanier Parkway; Montreal/St. Laurent; Beechwood/Vanier Parkway; and Aviation/Rockcliffe Parkway N; Sussex/King Edward. Ogilvie/St. Laurent;
3. SUSTAINABILITY INITIATIVES
The City of Ottawa’s Transportation Master Plan (TMP) provides a vision for how people will travel in the future by shaping options for how people travel by planning infrastructure that favours sustainable transportation modes, namely walking, cycling and transit. The preferred Development Concept Plan for the former CFB Rockcliffe site has been prepared with such policies in mind, while at the same time aiming to provide sufficient roadway capacity to satisfy the expected demand but avoid excessive traffic congestion.
3.1 Consistency with OP/TMP Policies The proposed redevelopment of the former CFB Rockcliffe site has been extremely mindful to respect the applicable themes identified in the City of Ottawa’s recent update to its Transportation Master Plan (TMP), as follows:
Create a Supportive Built Environment Use planning process to support sustainable choices (i.e., enable walking, cycling and transit through community design plans and development review); Foster development to support higher-order transit;
Transform Ottawa Transit System Expand the rapid transit and transit priority network; Integrate rapid transit stations into the community;
Maximize Walkability Build a continuous, well connected pedestrian network; Create a walkable environment; Improve pedestrian safety and promotion;
Develop a Great Cycling City Build and maintain a network of quality cycling facilities; Offer attractive intermodal connections and trip-end facilities; Improve cycling safety and promotion;
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Provide Safe and Efficient Roads Design and build complete streets; Strategically modify road network; Maximize road network efficiency; Maximize road safety for all users; Enable efficient goods movement; Protect neighbourhoods from undesirable impacts; Minimize environmental effects;
Encourage Sustainable Mobility Choices Offer incentives, promotion and education; Make carpooling more attractive; Enhance City parking facilities and services;
Invest Responsibly Respect the limits of affordability; Minimize life cycle costs; and Measure transportation system performance.
The preferred Concept Plan for the redevelopment of the former CFB Rockcliffe touches on almost all of the above-noted themes as demonstrated within the framework guiding the overall Community Design Plan.
3.2 Mobility Plan This topic of moving around the community on foot and bicycle is addressed more extensively in the Mobility Plan that was established previously as part of the broader planning exercise. Figure 7 represents the Mobility Plan for pedestrians and cyclists within the site. Although not shown in the exhibit, it is understood that sidewalks are proposed along both sides of Hemlock Road/Main Street, Codd’s Road, and Burma Road and along both sides of most local roadways (except where bio-swales are planned on one side of a local road). The Mobility Plan features an extensive and integrated network cycle tracks, multi-use pathways and trails providing connectivity to amenities, adjacent networks and neighbourhoods/ communities. Dedicated cycle tracks are proposed along parts of Hemlock Road/Main Street (except in the core area where a shared facility is proposed) and Burma Road. Along the northern limit of the site, an off-road multi-use pathway and trail system are proposed that provide connectivity to the existing cycling facility adjacent to the Rockcliffe Parkway.
3.3 Maximizing Transit Orientation As noted in Section 2.2, the current TMP identifies continuous bus lanes on Hemlock Road between St. Laurent and Codd’s, and on Codd’s Road between Hemlock and Montreal (provided through road widening). This implies a four lane road cross-section as a minimum for the portions of these roadways that are located within the former CFB Rockcliffe Redevelopment site. A four lane road cross-section is not proposed, nor is the provision of dedicated bus lanes consistent with the land use and urban design vision for the project.
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Through on-going discussions with City staff, it has been agreed that the City of Ottawa TMP will be amended to reflect the fact that transit priority through the site will be provided in the form of “other measures” (rather than continuous lanes with priority treatment at intersections). Traditional transit priority measures, such queue jumps, are typically not feasible within a single lane environment nor with STOP controlled intersections. On this basis, the measures will primarily be those that lead to a transit-oriented community, including a mix of land uses, higher densities, effective walking and cycling networks, and comfortable bus stops.
Although the envisioned roadway geometry within the site does not specifically accommodate transit priority measures, the development is mindful of the importance in maximizing the efficiency and patronage of bus transit service within the community. As outlined above, the OP/TMP already includes the key elements of transit-oriented development (TOD) such as compact, mixed-use development that supports walking, cycling and transit. The following is a list of the transit-oriented strategies (for transit “stations” as opposed to bus stops) identified as part of the City’s preliminary policy documentation2, many of which are applicable to/reflected within the Development Concept Plan for the former CFB Rockcliffe Site:
“Transit Oriented Strategies Create a vision of the future station and use it to telegraph the City’s expectations. Make a statement about the neighbourhood. Stand out as a landmark and become a destination. Get the mix right. Put employment closest to the station since it generates the most transit use. Add housing at every price point. Plan activities to extend the area’s active period. Single-use stations can work. If adjacent stations develop with mostly housing or mostly employment or mostly retail, transit use can still increase, as people travel from station to station for different purposes and actually increase their use of transit. Plan short, pedestrian-friendly blocks and create small parcels of land to allow small, diverse developments. Focus on the first six metres of building height, since that is the portion visible to pedestrians. Move parking away from the station and put it underground or in structures. Share parking among different uses. Find the right amount, to encourage transit, walking and cycling. Make TOD easier. Streamline the approval process, creating as-of-right envelopes, and offering incentives for preferred development. Think about creative partnerships and tap into local real estate and development expertise.”
Whereas these suggested transit-oriented design measures were contemplated by the City for use in the vicinity of light rail transit stations, they provide useful guidance for the entirety of the Rockcliffe Redevelopment.
2 This refers to documentation that is outside of the City’s OP/TMP.
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3.4 Transit Plan The following Figure 8 summarizes the proposed primary transit route through the redevelopment site (via the realigned Burma, Main and Hemlock). A number of locations with the Plan have been identified as transit priority areas (spaced an estimated 600 to 900m apart), which implies consideration should be given to employing transit measures such as generous platform areas, platform integration with adjacent buildings, signal priority through intersections (where applicable), and possible transit-only links to the adjacent NRC site. Since this would be considered a new route, OC Transpo will need to provide input on desired stop locations, service frequency, etc. as the site builds out through its various phases. To help achieve the projected transit ridership targets and to minimize site traffic generation, arrangements should be made with OC Transpo to have transit service into the Phase 1 development and also to have good quality service from the site along the Blair Road corridor to the planned Blair LRT station located at Blair Road/OR 174 interchange.
To this end, OC Transpo has indicated that their initial transit route to support Phase 1 of development would involve a routing between St. Laurent Station and Blair Station via Cummings Avenue, Montreal Road, Codd’s Road, Main Street, through the adjacent NRC Lands to Blair Road, Montreal Road, and Crownhill Street (Cardinal Heights). The estimated travel distance within the site (deviation from Montreal Road Corridor) is approximately 3km, which equates to 6-7 minute travel time based on average travel speeds of 25-30 km/h.
3.5 Other Transportation Demand Management (TDM) Initiatives Transportation Demand Management, or TDM, refers to various strategies that attempt to change travel behaviour (how, when and where people travel) in order to increase transport system efficiency and achieve specific planning objectives.
The mixed-use nature of the proposed development inherently caters to TDM. Specifically, the land use composition provides a blend of residential and mixed-use development that may include institutional, office, commercial or residential. As outlined previously, connectivity to alternative travel modes (i.e., walk, bike, transit) has been carefully considered and provided in the Plan, which combined with the mixed-use, will keep many person trips internal to the Plan area thereby reducing external vehicle trips.
Site-specific TDM measures, such as bicycle racks, lockers, change facilities, etc. are details that will emerge as development applications for individual sites move forward.
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Figure 7: CFB Rockcliffe Mobility Plan
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Figure 8: CFB Rockcliffe Transit Plan
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4. TRAVEL DEMAND FORECASTING
4.1 Traffic Growth Trends To address background traffic growth surrounding the study area, historical volume data was analyzed at the Rideau River North Screenline (SL 33) located approximately 3 km west of the site. Existing and historical traffic count data provided by the City of Ottawa at the Rideau River North Screenline is included as Appendix C.
Table 5: Screenline Growth Trends (AM Peak Hour) Rideau River North % Annual Year Direction Screenline (SL 33) Growth Inbound -0.26% Cummings Bridge 2007 - 2011 Outbound 0.76% (Montreal)
Inbound -4.94% St. Patrick Street Bridge 2007 - 2011 Outbound 3.17%
Inbound 1.62% 2006-2011 East Minto Bridge Outbound 1.43% (2008 excluded)
Inbound 0.10% East Bytown Bridge 2006-2011 Outbound -0.26% (Sussex) (2008 excluded)
As shown in Table 5, vehicle demand across the SL 33 has remained relatively stable over the last five years.
4.2 Other Known Area Development Other area developments within the vicinity of the proposed redevelopment include:
Canadian Security Intelligence Service Expansion The approximate 175,000 ft2 expansion of the CSIS offices located in the northwest quadrant of the Blair/Ogilvie intersection is currently being constructed. The expanded facility is expected to accommodate 2,250 employees and provides an 800 space on-site parking garage. The analysis indicates that the total two-way traffic to/from the expanded site is projected to be approximately 500 veh/h during the critical afternoon peak hour, which will impact traffic volumes on the adjacent arterial road network (i.e., Ogilvie Road and Blair Road). A new site driveway connection (opposite the existing Silver City Centre signalized intersection, and featuring auxiliary turn lanes on Ogilvie Road) has been constructed to improve site access/egress.
800 Montreal Road A 7-storey retirement home is proposed at the above noted address, which is located south of Montreal Road, between Carson’s Road and Den Haag Drive. A retirement home of this size is likely to generate less than 75 veh/h during the peak hours.
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1021 St. Laurent Boulevard An existing shopping centre expansion is currently being partially reconstructed at the above-noted address, which is located along St. Laurent Boulevard, north of Ogilvie Road. The Transportation Study (by Delcan) reported a projected net increase in two-way traffic of less than 75 veh/h during the weekday morning and afternoon peak hours.
460 St. Laurent Boulevard A 13 storey residential development is proposed at the above-noted address, which is located in the southwest quadrant of the St. Laurent/Dunbarton intersection. The Transportation Study (by Delcan) reported a projected increase in two-way traffic of less than 75 veh/h during the weekday morning and afternoon peak hours.
1-19 Beechwood Avenue A 9 storey mixed-use development is proposed at the above-noted address, which is located along Beechwood Avenue, north of Vanier Parkway. The Transportation Study (by Delcan) reported a projected increase in two-way traffic of less than 75 veh/h during the weekday morning and afternoon peak hours.
As the above-noted area developments are somewhat removed from the subject site and projected to generate relatively low traffic volumes during the peak hours they are not included in the subsequent analysis, as they will have negligible impact on the immediate study area intersections.
4.3 TRANS Regional Model The City’s regional TRANS model was referenced as another tool to forecast trends in future travel demand. Prior to reporting the forecasts, however, it was first necessary to confirm the land use assumptions within the model at the 2031 planning horizon with the City’s Planning and Growth Management Department. The traffic zone structure of the TRANS model in the vicinity of the site is illustrated in Figure 9, and the following demographic changes are noted for three relevant traffic zones:
Zone 1210 (CFB Rockcliffe) - 5,000 new residential units and 500 new jobs; Zone 1200 (Montfort) – 1,500 new jobs Zone 1221 (NRC) – no new jobs
The projected increase in residential units within Zone 1210 (CFB Rockcliffe) is consistent with the 5,185 associated with the Preferred Plan for the redevelopment of CFB Rockcliffe. The projected 500 new jobs in just this zone, however, falls short of the 2,640 new jobs envisioned as part of the Preferred Plan. Considering projected growth in employment for the adjacent Zone 1200 (Montfort) of 1,500 new jobs, as well as additional 5,500 new jobs associated with the adjacent Block 1222 (CSIS/NRC), on the whole the area employment projections assumed within the TRANS Regional Model can be considered generally consistent with the Preferred Plan3.
3 It is recommended that the City’s Transportation - Strategic Planning Group, who are responsible for the TRANS model, review the employment projections in those traffic zones in this area of the City more thoroughly to ensure consistency with the proposed redevelopment of the site.
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Figure 9: TRANS Model Traffic Zone System
Crossing the Rideau River North Screenline, the baseline 2011 TRANS model estimates a total vehicle demand of 4,321 vehicles (AM peak hour; peak direction), which is consistent with the observed volume of 4,177 vehicles noted in Table 3. This is indicative of a well calibrated strategic planning model. At the 2031 planning horizon, the TRANS model forecasts just under 4,000 vehicles crossing the Rideau River North Screenline (AM peak hour; peak direction), which suggests a reduction of automobile demand despite the increases in area dwelling units and employment noted above.
These findings reinforce the trend noted in the TMP suggesting that, despite the expected increase in person trips associated with population growth in the City, the number of private vehicles entering the Downtown Core of Ottawa has been slowly declining over the past 10 years. As such, for the purposes of this analysis, there will be no increase in background traffic applied, and therefore site traffic from the proposed CFB Rockcliffe development will be superimposed directly onto existing traffic volumes. In light of the foregoing comments regarding the expected reduction in auto traffic identified by the TRANS model forecasts, this approach may be considered quite conservative.
4.4 Planned Changes to Transportation Infrastructure Key future transportation network considerations that could/will affect CFB Rockcliffe redevelopment include:
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The City’s grade-separated Transitway system will be converted to Light Rail Transit (LRT) from the Blair Station to the Tunney’s Pasture Station by 2018; At the commencement of this study, the National Capital Commission (NCC) was leading a multi-jurisdictional Environmental Assessment (EA) Study of an interprovincial bridge crossing of the Ottawa River in the east end of Ottawa. The Aviation Parkway Corridor was one of the three corridors being assessed, and it was recommended as the Preliminary Preferred Corridor. Various levels of government did not support this recommendation and the study is now either on hold or terminated; The Ontario Ministry of Transportation (MTO) is currently widening Highway 417 by one lane per direction through the study area in conjunction with extending LRT east to Blair Station; The United Counties of Prescott Russell (UCPR), in cooperation with the City of Ottawa, is in the process of conducting an EA Study for the widening of the OR174/CR17 Corridor between Clarence-Rockland and Highway 417. A complementary EA study is about to be launched by the City to extend the LRT from Blair Station to Trim Road within the OR174 Corridor; The City’s transit plans (2013 TMP) for the immediate area are for transit-priority to be provided along: o Beechwood Ave/Hemlock Rd - transit priority at select intersections between St. Laurent and Vanier Parkway (may include parking lane conversion in the immediate vicinity of selected intersections), o Hemlock Road – exclusive bus lanes and transit signal priority between Codd’s and St. Laurent (provided through widening)4; o Codd’s Road - exclusive bus lanes and transit signal priority between Montreal and Hemlock (provided through widening)3; o Montreal Road – peak period bus lanes with increased time of day coverage in both directions between Cummings Bridge and St. Laurent (including transit signal priority); road widening to provide exclusive bus lanes and transit signal priority between Ogilvie and St. Laurent; o Blair Road – transit signal priority and queue jump lanes between Innes and Blair Station; exclusive bus lanes and transit signal priority between Blair Station and Montreal Road; bus lanes to be provided through a combination of road widening (north of Ogilvie) and conversion of existing travel lanes (south of Ogilvie); o St. Laurent Boulevard – transit priority and queue jump lanes between Innes and Montreal; transit priority and queue jump lanes between Montreal and Hemlock; o Ogilvie Road – transit signal priority between Blair and St. Laurent; and o the other primary collector roads within the Rockcliffe CDP can also be “transit priority” if appropriate.
Projects in italic text indicate that they do not form part of the City’s Affordable Plan.
4 Widening through the site is not compatible with the preferred Development Concept Plan.
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4.5 Site Trip Generation Appropriate trip generation rates for the proposed residential and office land uses within the proposed redevelopment were obtained from the 9th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual, which are summarized in Table 6. The trip generation rate for the proposed retail land use within the proposed redevelopment, also outlined in Table 6, was derived based on our knowledge of retail sites within the area.
Table 6: ITE Trip Generation Rates Data Trip Rates Land Use Source AM Peak PM Peak ITE T = 0.46(du); T = 0.58(du); Low-Rise Apartment 221 ln(T) = 0.82 ln(du) + 0.23 ln(T) = 0.88 ln(du) + 0.16 ITE T = 0.30(du); T = 0.39(du); Mid-Rise Apartment 223 T = 0.41(du) – 13.06 T = 0.48(du) – 11.07 High-Rise ITE T = 0.30(du); T = 0.35(du); Apartment 222 ln(T) = 0.99 ln(du) – 1.14 T = 0.32(du) + 12.30 ITE T = 0.67(du); Stacked Townhouse T = 0.78(du); 231 T = 0.88(du) – 49.70 Residential ITE T = 0.44(du); T = 0.52(du); Townhouse 230 ln(T) = 0.80 ln(du) + 0.26 ln(T) = 0.82 ln(du) + 0.32 ITE T = 0.75(du); T = 1.00(du); Single Family Home 210 T = 0.70(du) + 9.74 T = 0.90(du) + 0.51 ITE T = 0.48(X); T = 0.46(X); Office 710 ln(T) = 0.86 ln(X) + 0.24 T = 0.37(X) + 60.08
Retail - T = 1.15(X); T = 2.31(X);
Notes: T = Average Vehicle Trip Ends X = Number of Employees du = dwelling units Retail peak hour trip generation assumes 3 trips/employee during afternoon peak hour and 1.5 trips/employee during morning peak hour.
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 redevelopment. 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 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 transit and non-motorized modal shares of less than 10%.
4.5.1 Special Generator: School The following Table 7 summarizes the trip generation for a school site within the proposed redevelopment. The trip generation assumes a school consisting of approximately 50 staff/teachers and 500 students. Morning and afternoon peak hours for school sites
Page | 24 Community Transportation Study Former CFB Rockcliffe Redevelopment June 2014 generally occur from 8AM to 9AM and from 3PM to 4PM, respectively. As the peak hours for the entire site occur at approximately 8AM to 9AM and 4PM to 5PM, the school site- generated volumes included within the peak hour analysis are those that coincide with the entire site’s peak hour (i.e. 8AM to 9AM and 4PM to 5PM).
Table 7: School Site Trip Generation (One School Site) Time Period Traffic Generator 7:00-8:00 8:00-8:30 8:30-9:00 3:00-3:30 3:30-4:00 4:00-5:00 AM AM AM PM PM PM In/Out In/Out In/Out In/Out In/Out In/Out Teachers/Staff 10/- 25/- 15/- -/- -/15 -/35 Drop-off/pick-up 15/15 5/5 25/25 25/10 5/20 15/15 Buses -/- -/- 7/7 7/7 -/- -/- Total 25/15 30/5 47/32 32/17 5/35 15/50 Total ‘Two-way’ Traffic per Hour 40 114 89 65 per School
4.5.2 Phase 1 Site Trip Generation The land-uses for Phase 1 of the proposed CFB Rockcliffe Redevelopment are outlined as follows: Approximately 1,084 residential units consisting of: o 288 mid-rise apartments; o 360 stacked townhomes; o 358 residential townhomes; and o 78 single family homes. Approximately 750 jobs consisting of: o 650 office jobs; and o 100 school jobs.
The person trip generation for the proposed site is summarized in Table 8.
Table 8: Modified Person Phase 1 Trip Generation AM Peak (persons/h) PM Peak (persons/h) Land Use Size In Out Total In Out Total Residential 1,084 du 180 574 754 511 333 844
Office 650 jobs 381 53 434 66 325 391
Total Person Trips 561 627 1,188 577 658 1,235 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 8 for the proposed Phase 1 of the redevelopment were then reduced by modal share values based on the site’s location and proximity to adjacent communities, employment, other shopping uses and transit availability. Modal share values for the residential and office components within the proposed Phase 1 of the redevelopment are summarized in Tables 9 and 10, respectively.
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Table 9: Residential Modal Share Phase 1 Site Trip Generation
Mode AM Peak (persons/h) PM Peak (persons/h) Travel Mode Share In Out Total In Out Total Auto Driver 35% 65 204 269 180 118 298 Auto Passenger 13% 25 74 99 68 46 114 Transit 35% 61 200 261 178 115 293 Non-motorized 17% 29 96 125 85 54 139 Total Person Trips 100% 180 574 754 511 333 844 Total ‘New’ Auto Trips 65 204 269 180 118 298
Table 10: Office Modal Share Phase 1 Site Trip Generation
Mode AM Peak (persons/h) PM Peak (persons/h) Travel Mode Share In Out Total In Out Total Auto Driver 45% 172 24 196 30 147 177 Auto Passenger 13% 50 7 57 9 42 51 Transit 30% 114 16 130 20 97 117 Non-motorized 12% 45 6 51 7 39 46 Total Person Trips 100% 381 53 434 66 325 391 Total ‘New’ Auto Trips 172 24 196 30 147 177
Based on the school site trip generation outlined in Table 7 and given there are two proposed school sites within the Phase 1 redevelopment, the total projected two-way school site trip generation is approximately 228 veh/h and 130 veh/h during the morning and afternoon peak hours, respectively.
The following Table 11 provides a summary of potential two-way vehicle trips to/from the proposed Phase 1 redevelopment with a reduction of 75% for school pass-by traffic. These pass-by trips represent the residential trips stopping by the school sites before continuing to their destination.
In addition to the pass-by reduction, a multipurpose trip reduction of 10% has been removed to account for internal trips between the office or school sites and the residential sites. This reduction is also summarized in Table 11.
Table 11: Total Phase 1 Site Vehicle Trip Generation AM Peak (veh/h) PM Peak (veh/h) Land Use In Out Total In Out Total Residential Trip Generation 65 204 269 180 118 298 Office Trip Generation 172 24 196 30 147 177 School Trip Generation 154 74 228 30 100 130 Less School Pass-by (75%) -116 -56 -172 -23 -75 -98 Less Internal Trips to Office/School -21 -4 -25 -4 -18 -22 Less Internal Trips from Residential -4 -21 -25 -18 -4 -22 Total ‘New’ External Trips 250 221 471 195 268 463
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As shown in Table 11, the resulting number of potential two-way vehicle trips travelling to/from the proposed Phase 1 redevelopment is approximately 471 and 463 veh/h during the weekday morning and afternoon peak hours, respectively. Approximately 25 vehicle trips are projected to travel to/from destinations/origins within the site. As such, the total projected two-way vehicle trips within the proposed Phase 1 redevelopment are approximately 496 veh/h and 485 veh/h during the morning and afternoon peak hours, respectively.
Given the assumed 20% to 35% transit ridership, approximately 400 trips to/from the proposed Phase 1 redevelopment are projected to commute via transit during each peak hour. Similarly, given the assumed 12% to 17% non-motorized travel mode, approximately 180 cyclist/pedestrians are projected to travel to/from the proposed Phase 1 redevelopment during each peak hour.
4.5.3 Total Site Trip Generation The land-uses for the total redevelopment (Phases 1, 2 and 3) are outlined as follows:
Approximately 5,185 residential units consisting of: o 638 low-rise apartments; o 1,699 mid-rise apartments; o 900 high-rise apartments; o 1,244 stacked townhomes; o 626 residential townhomes; and o 78 single family homes.
Approximately 2,639 jobs consisting of: o 2,282 office jobs; o 207 retail jobs; and o 150 school jobs.
Following the method previously outlined within the Phase 1 trip generation, Table 12 summarizes the person trip generation for the proposed redevelopment.
Table 12: Modified Person Trip Generation AM Peak (persons/h) PM Peak (persons/h) Land Use Size In Out Total In Out Total Residential 5,185 du 808 2,428 3,236 2,256 1,490 3,746
Office 2,282 jobs 1,236 170 1,406 212 1,041 1,253
Retail 207 jobs 153 156 309 309 312 621
Total Person Trips 2,197 2,754 4,951 2,777 2,843 5,620 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%
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The person trips shown in Table 12 for the proposed site were then reduced by modal share values based on the site’s location and proximity to adjacent communities, employment, other shopping uses and transit availability. Modal share values for the residential, office and retail components within the proposed development are summarized in Tables 13, 14, and 15, respectively.
Table 13: Residential Modal Share Site Trip Generation
Mode AM Peak (persons/h) PM Peak (persons/h) Travel Mode Share In Out Total In Out Total Auto Driver 35% 289 856 1,145 796 526 1,322 Auto Passenger 13% 108 320 428 298 198 496 Transit 35% 278 846 1,124 785 518 1,303 Non-motorized 17% 133 406 539 377 248 625 Total Person Trips 100% 808 2,428 3,236 2,256 1,490 3,746 Total ‘New’ Auto Trips 289 856 1,145 796 526 1,322
Table 14: Office Modal Share Site Trip Generation
Mode AM Peak (persons/h) PM Peak (persons/h) Travel Mode Share In Out Total In Out Total Auto Driver 45% 557 77 634 96 469 565 Auto Passenger 13% 161 23 184 29 136 165 Transit 30% 370 50 420 62 312 374 Non-motorized 12% 148 20 168 25 124 149 Total Person Trips 100% 1,236 170 1,406 212 1,041 1,253 Total ‘New’ Auto Trips 557 77 634 96 469 565
Table 15: Retail Modal Share Site Trip Generation
Mode AM Peak (persons/h) PM Peak (persons/h) Travel Mode Share In Out Total In Out Total Auto Driver 45% 71 73 144 140 143 283 Auto Passenger 20% 32 31 63 64 64 128 Transit 20% 30 30 60 62 60 122 Non-motorized 15% 20 22 42 43 45 88 Total Person Trips 100% 153 156 309 309 312 621 Total ‘New’ Auto Trips 71 73 144 140 143 283
Based on the school site trip generation outlined in Table 7 and given there are three proposed school sites within the redevelopment, the total projected two-way school site trip generation is approximately 342 veh/h and 195 veh/h during the morning and afternoon peak hours, respectively.
The following Table 16 provides a summary of potential two-way vehicle trips to/from the proposed development with a reduction for retail and school pass-by traffic. Pass-by values have been removed from the retail and school sites only and are assumed to be 50% and
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75%, respectively. These pass-by trips represent the residential trips stopping by the retail or school sites before continuing to their destination.
In addition to the pass-by reduction, a multipurpose trip reduction of 10% has been removed to account for internal trips between the office, school or retail sites and the residential sites. This reduction is also summarized in Table 16.
Table 16: Total Site Vehicle Trip Generation AM Peak (veh/h) PM Peak (veh/h) Land Use In Out Total In Out Total Residential Trip Generation 289 856 1,145 796 526 1,322 Office Trip Generation 557 77 634 96 469 565 Retail Trip Generation 71 73 144 140 143 283 School Trip Generation 231 111 342 45 150 195 Less Retail Pass-by (50%) -36 -37 -73 -70 -72 -142 Less School Pass-by (75%) -173 -83 -256 -34 -113 -147 Less Internal Trips to Office/School/Retail -65 -14 -79 -18 -58 -76 Less Internal Trips from Residential -14 -65 -79 -58 -18 -76 Total ‘New’ External Trips 860 918 1,778 897 1,027 1,924
As shown in Table 16, the resulting number of potential ‘new’ two-way vehicle trips to/from the proposed redevelopment is approximately 1,778 and 1,924 veh/h during the weekday morning and afternoon peak hours, respectively. Approximately 80 vehicle trips are projected to travel to/from destinations/origins within the site (i.e. internal trips). The resultant total projected two-way vehicle trips within the proposed redevelopment are approximately 1,857 veh/h and 2,000 veh/h during the morning and afternoon peak hours, respectively.
Given the assumed 20% to 35% transit ridership, approximately 1,600 to 1,800 trips to/from the proposed total redevelopment are projected to commute via transit during each peak hour. Similarly, given the assumed 12% to 17% non-motorized travel mode, approximately 750 to 850 cyclist/pedestrians are projected to travel to/from the proposed total redevelopment during each peak hour.
4.6 Vehicle Traffic Distribution and Assignment Traffic distribution was based on the different types of land uses, existing volume splits at study area intersections and our knowledge of the surrounding area. The resultant distributions for Phase 1 and for the total site are outlined below.
4.6.1 Phase 1 Distribution The proposed access/egress to/from the Phase 1 redevelopment is via Codd’s Road and Burma Road only. No site access is proposed via Hemlock Road for Phase 1. As such, the Phase 1 distribution is as follows:
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45% to/from the west: o 5% via Rockcliffe Parkway; o 10% via Hemlock Avenue; o 30% via Montreal Road; 45% to/from the south: o 30% via Blair Road; o 10% via Aviation Parkway; o 5% via Bathgate Road; 10% to/from the east via Montreal Road. Based on these distributions, Phase 1 ‘new’ site-generated trips are assigned to study area intersections, which are illustrated as Figure 10.
4.6.2 Total Site Distribution The proposed access/egress to/from the total site redevelopment is proposed to Codd’s Road, Burma Road and Hemlock Road. Although the NCC has approved, subject to certain conditions, the provision of a northbound off-ramp from the Aviation Parkway to Hemlock Road at some point during the latter half of site development, is not included in this initial assessment. The assumed distribution of traffic is as follows:
50% to/from the west: o 20% via Rockcliffe Parkway; o 15% via Hemlock Avenue; o 15% via Montreal Road; 40% to/from the south: o 18% via Blair Road; o 15% via Aviation Parkway; o 5% via St. Laurent Boulevard; o 2% via Bathgate Road; 10% to/from the east via Montreal Road and Rockcliffe Parkway.
The existing configuration of the Hemlock/Aviation intersection provides access from southbound Aviation to Hemlock, and from Hemlock to northbound Aviation. As noted, the NCC has now agreed, subject to certain conditions, to allow a northbound off-ramp from the Aviation Parkway to Hemlock at some point during the latter half of site development. It is estimated that this new ramp/site connection would attract approximately 100 veh/h to 150 veh/h and would therefore provide some relief to the site access locations from Montreal Road at Codd’s Road and at Burma Road. It would also improve operations at the Montfort Hospital connection to Montreal Road. When this ramp is required and what type of traffic control is required at its intersection with Hemlock Road will be subject to ongoing monitoring of traffic conditions. A preliminary functional plan of the proposed new ramp is included as Appendix D. Figure 11 illustrates the assignment of ‘new’ site-generated trips to the study areas assuming the above traffic distribution and existing connectivity between Hemlock Road and Aviation Parkway.
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Figure 10: ‘New’ Phase 1 Site-Generated Traffic Volumes
10(13) 11(9)
Phase 2/3 xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes Signalized Intersection
1(1) 20(13) Main
1(1) 30(20) 5(6) Note: Phase 1 8(2)
not connected 7(17) to Hemlock Phase 1 2(2) 5(5) 40(39) Collector A
19(6) 59(41) 28(50) 22(26) 151(48) 25(20)
28(65) 9(6) 70(107) 106(63) 3(3) 25(20) 70(26) 5(3) 22(26) 22(26) 3(8) 1(1) 1(0) 53(84)
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Figure 11: ‘New’ Total Site-Generated Traffic Volumes
xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes Signalized Intersection
3(6) 109(135) 85(65) 50(38) 6(5) 42(36) Main
37(85) 34(18) 123(105) 143(80) 150(176) 23(50) Hemlock 24(45)
152(150) 20(19) 14(15) 26(21) Collector A
12(11) 35(32) 30(43) 268(153)
81(124) 11(13) 159(198) 176(151) 51(73) 73(82) 122(75) 74(72) 85(93)
7(4) 2(5) 148(177) 10(11) 31(26) Vanier 34(18) 17(42) 43(56)
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5. TRANSPORTATION IMPACT ANALYSIS
5.1 Projected Screenline Performance A summary of projected performance at stations along the Rideau River North Screenline (SL 33) is provided within Table 17 at the 2031 planning horizon. The forecasts are those provided through the City’s TRANS regional travel demand model based on the land use assumption identified in Section 4.3.
As shown, the St. Patrick Street Bridge station exhibits projected 2031 v/c ratio of 0.97 (LoS ‘E’), while the Cummings Bridge and East Minto Bridge stations are projected to operate at a v/c ratio of 0.71 and 0.76, respectively. The projected available capacity at this Rideau River North Screenline (assuming a target v/c of 0.90) is approximately 800 passenger cars. It is noteworthy that the projected 2011 TRANS model passenger car volumes are higher than the projected 2031 TRANS model passenger car volumes, indicating an expected decrease in automobile demand across the screenline despite the development in the area.
Table 17: Projected Performance at Screenline 33 (AM Peak Hour) 2011 Peak 2031 Peak Directional 2011 2031 Screenline 33 Station Directional Directional Capacity V/C V/C Demand (PCU) Demand (PCU) (PCU) Cummings Bridge 1,364 1,134 1,600 0.85 0.71 (Montreal) St. Patrick Street Bridge 1,587 1,559 1,600 0.99 0.97
East Minto Bridge 122 67 400 0.31 0.17 East Bytown Bridge 1,248 1,209 1,600 0.78 0.76 (Sussex) Total 4,321 3,969 5,200 0.83 0.76
Note: Based on TRANS model output as provided by the City of Ottawa
5.2 Projected Intersection Performance
5.2.1 Phase 1 Site Development Phase 1 of the proposed redevelopment will occur in the southeastern portion of the site as depicted in Figure 12. Phase 1 was determined based on ease of servicing and the ability to access it via both Codds Road and the realigned Burma Road. Phase 1 will not have the Hemlock connection from the site to either the Aviation Parkway or St. Laurent Boulevard. It will also not have the recently agreed-upon northbound off-ramp from the Aviation Parkway to Hemlock road. These will both be provided during Phase 2. The total projected volumes associated with the proposed Phase 1 redevelopment, and based on Phase 1 road access, were derived by superimposing ‘new’ site-generated volumes (Figure 10) onto existing traffic volumes (Figure 6). Total projected Phase 1 volumes are illustrated as Figure 13.
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Figure 12: Phase 1 Development
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The following Table 18 provides a summary of projected performances of study area intersections with Phase 1 site occupancy. The SYNCHRO model output of Phase 1 projected conditions is provided within Appendix E.
Table 18: Projected Phase 1 Performance of Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection “as a whole” Intersection max. v/c or LoS avg. delay Movement Delay (s) LoS v/c (s) Site Access Points Montreal/Codd’s C(B) 0.80(0.70) WBT(EBT) 26.9(14.7) C(B) 0.72(0.64) St. Laurent/Hemlock D(F) 0.85(1.03) NBL(NBL) 17.7(28.8) B(C) 0.65(0.76) Montreal/Bathgate/Burma A(C) 0.53(0.75) NBL(SBL) 7.8(11.2) A(A) 0.49(0.48) Adjacent Intersections Montreal/Blair D(F) 0.83(1.21) NBL(WBL) 17.8(27.5) B(D) 0.68(0.84) Montreal/Aviation Parkway D(F) 0.83(1.01) WBT(NBL) 34.1(38.2) D(D) 0.82(0.83) Montreal/St. Laurent D(F) 0.88(1.09) SBL(WBL) 40.7(57.4) B(E) 0.64(0.99) Aviation/Rockcliffe South(1) B(A) 13.6(9.9) EBR(EBR) 4.5(1.9) - - Aviation/Rockcliffe North(2) F(C) 99.2(22.1) WBL(WBL) 52.1(7.8) - - Notes: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. 1. STOP on eastbound approach only 2. STOP on southbound and westbound approaches only
As shown in Table 18, with no signal timing plan modifications, the signalized study area intersections, ‘as a whole’, are projected to operate at an acceptable LoS ‘D’ or better during both peak hours, with the exception of the Montreal/St. Laurent intersection during the weekday afternoon peak hour. Note that today, the intersection operates at LoS E conditions during the critical PM peak hour.
With regard to the ‘critical movements’ at study area intersections, there are multiple failing movements during the afternoon peak hour and one failing movement during the morning peak hour at the Aviation/Rockcliffe North access ramp. This is similar to the existing conditions summarized in Table 4.
Phase 1 of the proposed redevelopment of the site is depicted in Figure 12. Phase 1 was determined based on ease of servicing and the ability to access it via both Codds Road and the realigned Burma Road. Phase 1 will not have the Hemlock connection from the site to either the Aviation Parkway or St. Laurent Boulevard. It will also not have the recently agreed-upon northbound off-ramp from the Aviation Parkway to Hemlock Road. These will both be provided during Phase 2.
It is noteworthy that a very preliminary review was undertaken of the potential for roundabout control replacing the existing traffic signal control at the Montreal/Codds and Montreal/Burma intersections. Due to property requirements and grades on Burma Road, the roundabout option was not pursued/recommended.
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Figure 13: Total Projected Phase 1 Peak Hour Traffic Volumes
931(493) 414(726)
Phase 2/3 xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes Signalized Intersection
1(1) 20(13) Main
1(1) 30(20) 5(6) Note: Phase 1 8(2)
not connected 7(17) to Hemlock Phase 1 2(2) 5(5) 40(39) Collector A
19(6) 59(41) 28(50) 746(692) 151(48) 484(607) 117(87) 1082(698) 32(24) 85(99) 18(16) 93(122) 59(91) 1230(644) 176(103)
89(75) 595(987) 28(47) 57(110) 520(1474) 9(25) 228(225) 96(90) 68(92)
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5.2.2 Full Site Development The total projected volumes associated with the proposed full development were derived by superimposing ‘new’ total site-generated volumes (Figure 11) onto existing traffic volumes (Figure 6). Total projected volumes at full site redevelopment are illustrated as Figure 14.
The following Table 19 provides a summary of projected performances of study area intersections at full site redevelopment occupancy. The SYNCHRO model output of projected conditions is provided within Appendix F.
Table 19: Projected Full Site Development Performance of Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection “as a whole” Intersection max. v/c or LoS avg. delay Movement Delay (s) LoS v/c (s) Site Access Points Montreal/Codd’s F(E) 1.31(0.92) EBL(EBL) 38.6(19.9) D(B) 0.84(0.69) St. Laurent/Hemlock D(E) 0.83(0.99) WBT(NBL) 20.9(26.0) B(C) 0.68(0.74) Montreal/Bathgate/Burma E(D) 0.97(0.90) EBL(SBL) 14.8(14.9) B(A) 0.68(0.56) Hemlock/Aviation Off Ramp(1) C(C) 21.2(22.5) SBL(SBL) 12.2(6.2) - - Hemlock/Aviation On Ramp(2) A(A) 1.8(6.6) EBT(EBT) 0.9(4.2) - - Adjacent Intersections Montreal/Blair D(F) 0.88(1.21) NBL(WBL) 20.7(41.8) C(E) 0.76(0.97) Montreal/Aviation Parkway F(F) 1.04(1.41) WBL(WBL) 41.1(51.5) D(E) 0.83(0.95) Montreal/St. Laurent D(F) 0.83(1.21) SBL(WBL) 41.0(63.1) B(F) 0.69(1.02) Aviation/Rockcliffe South(3) C(B) 19.7(11.7) EBR(EBR) 7.1(3.1) - - Aviation/Rockcliffe North(4) F(F) 624.0(63.4) WBL(WBL) 247.8(12.2) - - More Remote Intersections Ogilvie/St. Laurent F(F) 1.01(1.18) NBT(WBL) 48.1(79.3) D(E) 0.82(0.91) Ogilvie/Aviation Parkway F(F) 1.12(1.45) EBL(NBT) 60.6(117.5) E(F) 1.00(1.20) Ogilvie/City Park/Bathgate B(C) 0.64(0.78) NBL(NBL) 14.5(17.9) A(A) 0.40(0.56) Ogilvie/Blair E(F) 0.99(1.04) NBT(EBT) 53.6(63.7) D(E) 0.84(0.96) Montreal/Vanier E(F) 0.99(1.41) WBL(WBL) 42.8(51.3) B(D) 0.68(0.81) Beechwood/Vanier F(F) 1.54(1.27) WBT(WBT) 146.3(81.6) F(F) 1.19(1.10) Hemlock/Birch(5) C(E) 21.6(36.3) SBL(SBL) 1.7(1.8) - - Sussex/King Edward D(F) 0.88(1.36) NBT(SBL) 23.9(72.3) D(E) 0.84(0.94) Notes: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. 1. STOP on minor off-ramp approach only 2. Uncontrolled 3. STOP on eastbound approach only 4. STOP on southbound and westbound approaches only 5. STOP on minor southbound approach only
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Figure 14: Total Projected Peak Hour Traffic Volumes
xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes Signalized Intersection
3(6) 109(135) 85(65) 50(38) 6(5) 42(36) Main
37(85) 34(18) 123(105) 143(80) 150(176) 23(50) Hemlock 24(45)
152(150) 20(19) 14(15) 26(21) Collector A
12(11) 35(32)
13(21) 30(43)
841(868) 268(153) 103(58) 2(12)
187(175) 1130(768) 138(158) 20(23) 182(213) 32(24) 59(91) 1278(706) 176(103) 141(124) 664(1056) 28(47) 63(113) 583(1541) 97(95) 68(92) 16(28) 323(318) Vanier
69(289) 153(559) 61(209)
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As shown in Table 19, there will be multiple intersections ‘as a whole’ that are projected to be operating close to, at or above capacity during the weekend morning and afternoon peak hours. With regard to ‘critical movements’ at study area intersections, the following intersections are projected to have critical movements operating at capacity or failing during one or both of the weekday morning and afternoon peak hours:
Montreal/Codd’s; Ogilvie/St. Laurent; St. Laurent/Hemlock; Ogilvie/Aviation Parkway; Montreal/Burma; Ogilvie/Blair; Montreal/Blair; Montreal/Vanier Parkway; Montreal/Aviation Parkway; Beechwood/Vanier Parkway; Montreal/St. Laurent; Hemlock/Birch; and Aviation/Rockcliffe Parkway N; Sussex/King Edward.
Potential mitigation measures are discussed in Section 6 of this report.
5.3 Potential for Community Impacts As cities grow, there becomes a point where there is no longer an opportunity or desire to provide additional road capacity. As traffic volumes increase, and intersections/roads operate near their capacity, the following will occur:
increased delays/travel times; peak period becomes longer as traffic travels in the “shoulder” hours; some cut through traffic; people relocate job/residence over time to reduce commute time or eliminate the need to drive to work; longer distance background traffic reduces as local development traffic uses up more and more of the study area’s road capacity; and people choose other more convenient, cheaper, less time consuming and less stressful travel modes (i.e., transit).
The City of Ottawa is investing $2.1 billion in the LRT Confederation Line (Tunney’s Pasture to Blair), which over time, will be extended easterly to Place d’Orleans (and eventually to Trim Road) according the Rapid Transit and Transit Priority (RTTP) Network outlined in the recently updated 2013 Transportation Master Plan (TMP). A basic foundation of the TMP is that people over a 10-20 year time frame, and if the infrastructure is provided, will eventually modify their travel behaviour and choose to use cheaper and/or more convenient travel modes, including transit, bicycle or walking. In extreme circumstances, some may elect to relocate their home/place of employment due to the high travel time and/or costs associated with car travel. In the case of residents of Orleans, Rockcliffe, Beacon Hill, etc. that currently drive on the Rockcliffe Parkway, Hemlock/Beechwood Road, Montreal Road, Ogilvie Road, OR174, etc., the road capacity made available by the aforementioned shift in travel behaviour will again, over time, be consumed by trips to/from the former CFB Rockcliffe redevelopment trips that will be made by private automobile.
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The ability of the area road network to accommodate the additional traffic associated with the redevelopment of the former CFB Rockcliffe site is a major concern for the residents in the adjacent communities. Poor performance on the adjacent parkway/arterial road network could impose additional delay to existing road users, and could encourage adverse neighbourhood impacts in terms of access challenges and potential for cut-through traffic onto the local road network. An assessment is provided below at both Phase 1 Site Development and Full Site Development.
5.3.1 Phase 1 Traffic Impact on Study Area Roads The following Table 20 summarizes the existing and projected two-way total traffic volumes along study area roadways and the increase in traffic volumes along these roadways due to Phase 1 site-generated traffic. As shown the projected percent increase of total two-way traffic along study area roadways is approximately 5% with the exception of a 10% increase along Montreal Road to/from the downtown core and a 15% to 20% increase along Blair Road to/from HWY 417.
Table 20: Phase 1 Site-Generated Two-Way Traffic Increase
Weekday AM Peak (PM Peak) Total Existing Site-Generated Volumes Projected Road Two-Way Two-Way Approx. Peak Hour Increase Peak Hour Percent Volumes (veh/h) Volume Increase (veh/h) (veh/h) Rockcliffe Parkway 1,324(1,197) 21(22) 2% 1,345(1,219) . West of Aviation Parkway Hemlock Road 1,175(1,499) 47(46) 4% 1,222(1,545) . West of St. Laurent Boul. Montreal Road 1,373(1,702) 147(146) 10% 1,520(1,848) . West of St. Laurent Boul. St. Laurent Boul. 1,372(1,508) 47(46) 3% 1,419(1,554) . South of Hemlock Rd. Aviation Parkway 1,093(1,163) 47(46) 4% 1,140(1,209) . South of Montreal Rd. Codd’s Road 333(159) 10(9) 5% 351(179) . South of Montreal Rd. Bathgate Road 293(409) 14(15) 4% 297(424) . South of Montreal Rd. Blair Road 723(845) 137(132) 15% - 20% 860(977) . South of Montreal Rd. Montreal Road 1,971(2,421) 47(46) 2% 2,018(2,467) . East of Blair Rd.
5.3.2 Full Site Development Traffic Impact on Study Area Roads The following Table 21 summarizes the existing and projected two-way total traffic volumes along study area roadways and the increase in traffic volumes along these roadways due to total site-generated traffic. As shown the projected percent increase of total two-way traffic is less than 30% along most study area roadways. The notable increases are along the Rockcliffe Parkway to/from the downtown core and along Blair Road and Aviation Parkway to/from HWY 417.
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Table 21: Total Site-Generated Two-Way Traffic Increases
Weekday AM Peak (PM Peak) Total Existing Site-Generated Volumes Projected Road Two-Way Two-Way Approx. Peak Hour Increase Peak Hour Percent Volumes (veh/h) Volume Increase (veh/h) (veh/h) Rockcliffe Parkway 1,324(1,197) 365(398) 30% 1,689(1,595) . West of Aviation Parkway Hemlock Road 1,175(1,499) 256(287) 20% 1,431(1,786) . West of St. Laurent Boul. Montreal Road 1,373(1,702) 234(248) 15% 1,607(1,950) . West of St. Laurent Boul. St. Laurent Boul. 1,372(1,508) 56(61) 4% 1,428(1,569) . South of Hemlock Rd. Aviation Parkway 1,093(1,163) 299(332) 28% 1,392(1,495) . South of Montreal Rd. Codd’s Road 333(159) 18(20) 5% - 12% 351(179) . South of Montreal Rd. Bathgate Road 293(409) 30(33) 10% 323(442) . South of Montreal Rd. Blair Road 723(845) 301(319) 40% 1,024(1,164) . South of Montreal Rd. Montreal Road 1,971(2,421) 158(175) 8% 2,129(2,596) . East of Blair Rd.
From the perspective of various surrounding communities/institutions, the following describes the expected impact of the CFB Rockcliffe Redevelopment at full build-out in terms of additional vehicular traffic on the area road network.
To the north … Rockcliffe Airport: Negligible impact is anticipated in terms of additional vehicular traffic. The walking/cycling network connections to the Rockcliffe Parkway are improved.
To the east … NRC/Rothwell Heights: Negligible impact is anticipated in terms of additional vehicular traffic within the neighbourhood given no vehicle connectivity through to Blair Road.
To the south … Montfort Hospital/Fairhaven: Additional vehicle demand is expected on Codd’s Road (north of Montreal Road) and realigned Burma Road (600 veh/h two-way), although no additional traffic is anticipated on the existing local streets (including Montfort Hospital) as there is no direct connectivity to/from the site. The walking/cycling network connections are improved.
To the south … Carson Grove/Meadows: Some additional vehicle demand is expected on Codd’s Road (south of Montreal Road) and Bathgate Drive (<40 veh/h two-way) as the later provides a signalized connection to Ogilvie Road (Gloucester Centre). However, the majority of north-south vehicle traffic expected to use Blair Road, Aviation Parkway and St. Laurent Boulevard given their more direct connectivity to the HWY417/OR174 Corridor.
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Should north-south cut through traffic from the site to Carson’s or Bathgate prove to be problematic, consideration can be given to prohibiting the north-south through movement. This is done via traffic signal design.
To the west … Manor Park/Vanier/Rockcliffe Village: Additional vehicle demand is expected on Hemlock Road (east of Aviation Parkway) in the later phases of development (up to 800 veh/h two-way), with opportunities to move north-south at Aviation Parkway and St. Laurent Boulevard. West of St. Laurent Boulevard, the additional vehicle demand is expected to dissipate across multiple east-west routes including Rockcliffe Parkway (400 veh/h two-way), Hemlock/Beechwood Road (300 veh/h two-way) and Montreal Road (250 veh/h two-way when combined with site traffic connecting directly to Montreal Road via Codd’s and Burma). No, or minimal, additional traffic is expected on the existing local streets in these neighbourhoods as there is no connectivity to/from the site other than via Hemlock Road. Some concern has been expressed by a few of the Manor Park and Rockcliffe Village residents about the potential for additional cut-through traffic on Birch Avenue and Lansdowne Road. This is not anticipated due to the development, but on-going monitoring during the various phases of development will assist in identifying cut-through problems should they arise.
In sum, given the proposed development’s roadway connections to the arterial road network, there are no, or minimal, neighbourhood impacts anticipated with respect to “cut through” traffic on local streets. Increased vehicle delay can be expected for travel on the parkway/arterial road network as dictated by the performance of the intersections. Possible modifications to the poorly performing intersections, in attempts to improve performance, are identified in Section 6 of the report.
6. MITIGATION MEASURES AND SITE DESIGN CHARACTERISTICS
6.1 Off-Site Network Modifications
Phase 1 Possible mitigative measures to improve the performance at study area intersections, as part of the initial phase of the redevelopment, include the following:
St. Laurent/Hemlock actuate traffic signal. Montreal/Burma auxiliary westbound right-turn lane with an approximate storage length of 40 m. Montreal/Blair provide a protected/permitted phase for the westbound left-turning movement; increase cycle length. Montreal/Aviation and Montreal/St. Laurent optimize signal phasing. Aviation/Rockcliffe North all-way STOP control (or possibly roundabout control).
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Given the above-noted mitigative measures, the resulting study area intersections are projected to operate at Levels of Service ‘D’ or better during both peak hours, with the exception of the Montreal/St. Laurent intersection during the afternoon peak hour, which is projected to operate at capacity (LoS ‘E’). It should be noted that these mitigative measures may not be feasible due to signal coordination or physical constraints and therefore, require further consideration and input from City staff. The SYNCHRO model output for these modifications is provided within Appendix G.
With regard to site access for Phase 1, the foregoing analysis indicates that the intersections will operate acceptably with site access provided via Codd’s Road and Burma Road only. The Hemlock Road connection is not necessary for Phase 1 of the redevelopment.
Another important mitigative measure is to have transit service to the site in the initial stages of occupancy. Providing transit from Day 1 will reduce off-site vehicle travel and therefore the off-site impacts and mitigative requirements. As the City’s LRT project from Blair Station to Tunney’s Station is expected to be operational by 2018 around the same time that Phase 1 will come on stream, having a good quality bus route link from the site to the Blair Station will also be very important.
Total Site Development Possible mitigative measures to improve the performance at study area intersections, at the time of full site build-out, include the following:
Montreal/Codd’s optimize signal phasing; auxiliary westbound right-turn lane with an approximate storage length of 35 m; lengthen auxiliary southbound left-turn lane from 30 m to 75 m.
St. Laurent/Hemlock increase cycle length; optimize signal phasing. Note: Assuming no actuation. Montreal/Burma increase cycle length during morning peak hour; optimize signal phasing; auxiliary westbound right-turn lane with an approximate storage length of 65 m; lengthen auxiliary southbound left-turn lane from 25 m to 40 m.
Hemlock/Aviation Off Ramp all-way STOP control warranted based on projected volumes (see App. I) monitoring needed to confirm appropriate type - consider STOP control initially on the minor approach, and possibly all-way STOP control, subject to volume;
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Hemlock/Aviation On Ramp additional traffic control required based on projected volumes; monitoring needed to confirm appropriate type - consider STOP control initially on the minor approach, and possibly all-way STOP, subject to volume;
Aviation/Rockcliffe North all-way STOP control (or possibly roundabout control). Given these mitigative measures, the above-noted study area intersections are projected to operate at Levels of Service ‘D’ or better during both peak hours, with the exception of the northbound left-turn movement at the Aviation/Rockcliffe N intersection which is projected to operate at capacity (LoS ‘E’). The SYNCHRO model output for these modifications is provided within Appendix H.
However, many of the study area intersections, not listed above, have movements that currently operate at or close to capacity. These intersections will continue to experience delays and queues with the completion of the Rockcliffe redevelopment as there is limited spatial opportunity to mitigate existing and projected failing conditions.
With respect to the proposed northbound off-ramp from the Aviation Parkway to Hemlock Road, when provided during the latter half of site development, it will alleviate some of the congestion along Montreal Road at the study area intersections and at the Montfort Hospital Main entrance. It is estimated that if/when a northbound off-ramp is provided from the Aviation Parkway, approximately 100 veh/h to 150 veh/h would use this ramp to access the site. In this scenario, the analysis indicates that STOP control on the minor approach will suffice at the intersection, with possible consideration of all-way STOP or roundabout control depending on actual volumes realized and the ultimate turn lane requirements.
6.2 Site Design Characteristics
6.2.1 Right-of-Way Requirements Table 22 summarizes the proposed roadway cross-sections for the collector and local roads throughout the subject redevelopment.
Table 22: Road Characteristics Road Right-of- Cycling & Pedestrian Facilities, Road Name Classification Way Street Parking Sidewalks on both sides of the road. Hemlock Road, Codd’s Cycle tracks typically on both sides; Road, Burma Road, 26.0m alternatively multi-use pathway (MUP). Collector A On-street parking on one side. Collector Sidewalks on both sides of the road. Wider shared use lanes with “sharrows” Main Street 21.5m to accommodate cyclists. On-street parking on both sides. Sidewalks on at least one side; both Local Road B, others 20.0m sides if no bio-swale.
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6.2.2 Opportunity for Complete Streets The City of Ottawa’s Official Plan and Transportation Master Plan place an emphasis on the delivery of “complete streets” throughout the City. Under complete streets principles, the needs of the most vulnerable and often most underserved users (pedestrians and cyclists) are typically considered first, followed by the needs of motorists and transit users. When designing such streets, tradeoffs are often needed among competing users, guided by the intended function of the street and surrounding land uses. The hallmark of this community in regards to complete streets will be the inclusion of cycle tracks, multi-use pathways and sidewalks within the municipal street right-of-ways. As shown in Appendix I, representative cross-sections are comprised of the following key elements:
Collector Roads with a 26.0m ROW (i.e., Burma Road between Collector Street A and Main Street) features a 2.5m plantation zone on each side, 2.0m sidewalk on each side, 2.0m segregated bicycle facility on each side, 1.8m boulevard on each side, 2.4m parking bay on side, and two 3.5m vehicle lanes; and Collector Roads with a 21.5m ROW (i.e., Main Street adjacent to the Town Square) features 2.2m sidewalk combine with a 1.8m boulevard on each side, 2.5m parking lane on each side, and two 4.25 shared-use lanes (autos and cyclists).
These active transportation networks within the right-of-ways are supplemented with a system of off-street multi-use pathways and trails that link enclaves within the community, and that link the community to adjacent areas.
6.2.3 Traffic Control Requirements Table 23 provides a summary of the recommended traffic control requirements within the study area based on the total volume projections and standard industry warrants for traffic signal control and STOP sign control. Details regarding traffic control requirements are provided within Appendix J.
Table 23: Minimum Traffic Control Requirements
Location Traffic Control Turn Lane Requirements
Hemlock/Collector A STOP control - minor approach -
Hemlock/Road B STOP control - minor approach - Eastbound right-turn lane Main/Codd’s All-Way STOP 60 m storage Main/Burma All-Way STOP -
Location Traffic Control Turn Lane Requirements
Codd’s/Collector A All-Way STOP -
Burma/Collector A All-Way STOP -
Note: (1) The minimum traffic control is not warranted based on volume but is recommend based on the nature of the intersecting roadways.
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As shown in Table 23, the majority of the on-site intersections warrant STOP control on the minor approach only. All-way STOP control is warranted at the Main/Codd’s intersection and is recommended based on the nature of the Main/Burma, Codd’s/Collector A, and Burma/Collector A intersections and their proximity to the proposed school sites. As an alternative to all-way STOP control, roundabout control could be considered (although there may be property restrictions or other factors limiting their feasibility). Additional transportation analysis would be required if roundabout control is favored.
The following Figure 15 indicates the types of recommended intersection control at the main intersections through the proposed redevelopment.
Figure 15: Intersection Control Requirements
STOP
Main
STOP STOP
STOP
Hemlock
ST OP
STOP Collector A
STOP STOP
STOP
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7. FINDINGS, CONCLUSIONS AND RECOMMENDATIONS
Based on the foregoing analysis, the key findings, conclusions and recommendations of this transportation assessment are as follows:
EXISTING CONDITIONS
The study area intersections adjacent to the CFB Rockcliffe redevelopment site are currently operating ‘as a whole’ with an overall LoS ‘D’ or better during the weekday morning and afternoon peak hours, with the exception of the Montreal/St. Laurent, Ogilvie/Aviation Parkway and Beechwood/Vanier Parkway intersections, which are operating at LoS ‘E’ or ‘F’ during at least one peak period;
With regard to ‘critical movements’ at study area intersections, there are a significant number of movements that are currently operating at, close to or above capacity during the morning and afternoon peak hours;
Our assessment of the Rideau River North Screenline indicates that the St. Patrick Street Bridge Station is currently performing poorly (v/c ratio close to 1.0) and the Cummings Bridge, East Minto Bridge, and East Bytown Bridge stations are operating at acceptable v/c ratios of 0.63, 0.57 and 0.80 respectively; the overall v/c ratio for the Rideau River North Screenline is 0.80, which is considered LoS ‘C’.
PROJECTED CONDITIONS
Based on historic counts at the Rideau River North Screenline, traffic crossing the four bridges comprising the screenline remained relatively constant within the last five years. This trend, combined with the projected decline in 2031 traffic volume according to the regional TRANS model, was considered sufficient rationale to apply zero growth in establishing background traffic volumes for the purposes of this assessment;
Phase 1 of the proposed redevelopment (1084 residential units and 650 jobs) is projected to generate ‘new’ two-way vehicle volumes of approximately 496 veh/h and 485 during the weekday morning and afternoon peak hours, respectively. During these same peak hours, transit ridership is estimated to total 400 patrons and the walk/bike component is estimated at 180 persons/hour;
Recommended off-site intersection modifications at Phase 1 development include provision of a westbound right-turn lane at the Montreal/Burma intersection;
At full site redevelopment (5185 residential units and 2640 jobs), the proposed site is projected to generate ‘new’ two-way vehicle volumes of approximately 1,857 veh/h and 2,000 veh/h during the weekday morning and afternoon peak hours, respectively. During these same peak hours, transit ridership is estimated to be 1600 to 1800 patrons and pedestrians/cyclists are estimated at 750 to 850 persons/hour;
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Recommended off-site intersection modifications at full site redevelopment include provision of a westbound right-turn lane at the Montreal/Codd’s, as well as longer southbound left-turn lanes at both the Montreal/Codd’s and Montreal/Burma intersections;
Some study area intersections will continue to experience delays and queues at full site redevelopment as there is limited opportunity to mitigate failing conditions with increased capacity. Possible non-physical mitigative measures to improve operations at study area signalized intersections include optimizing cycles/phasing and actuation;
The NCC has agreed, subject to certain conditions, to permit a northbound off-ramp from the Aviation Parkway to Hemlock Road during the latter half of site development. When provided, it will alleviate some of the congestion along Montreal Road at the study area intersections and at the Montfort Hospital Main entrance;
Additional intersection control, most likely in the form of all-way STOP control, is recommended at the Aviation/Rockcliffe North, Aviation On Ramp/Hemlock and Aviation Off Ramp/Hemlock intersections. Monitoring and further transportation analysis is required as the development builds out to determine the most appropriate type of traffic control at these locations, which could include STOP control on the minor approach, all-way STOP control, and possibly roundabout control;
The proposed development will add traffic to all major of-site roads as site-generated traffic selects the most efficient route between trip origin and destination. As some of these roads/intersections will be at or beyond capacity, one or more of the following will occur:
o increased delays/travel times; o peak period becomes longer as traffic travels in the “shoulder” hours; o some cut through traffic; o people relocate job/residence over time to reduce commute time or eliminate the need to drive to work; o longer distance background traffic reduces as local development traffic uses up more and more of the study area’s road capacity; and o people choose other more convenient, cheaper, less time consuming and less stressful travel modes (i.e., transit).
With these projected conditions, there is always the potential for increased cut- through traffic on local streets through neighbourhoods. Fortunately, the design of the surrounding communities is generally not conducive to cut-through traffic;
CONCEPT PLAN
The internal road layout identified in the Concept Plan exhibits appropriate layout and intersection spacing, providing a high degree of connectivity for pedestrians and
Page | 48 Community Transportation Study Former CFB Rockcliffe Redevelopment June 2014
cyclists. Sidewalks are proposed for both sides of all collector streets and both sides of most local streets (except where bio-swales are planned on one side of a local street). As well, there is an on-site system of multi-use pathways and cycle tracks along the collector roads that provides excellent active transportation opportunities and connections to the off-site systems;
Within the development, all-way STOP control is recommended at the Main/Codd’s and Codd’s/Collector A intersections. Other major intersections within the redevelopment are recommended with STOP control on the minor approach only; and
To establish sustainable travel choices and maximize transit ridership from Phase 1 onward (and thereby minimize on-site and off-site vehicle impacts), transit service should be provided to Phase 1 at initial occupancy. In addition to working with OC Transpo to provide this on-site service, as the site develops, improved transit service along the Blair Road corridor linking the site to the Blair LRT Station is considered very important in achieving the project’s transit ridership projections.
Based on the foregoing, the proposed redevelopment 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, approval of the CFB Rockcliffe redevelopment is recommended from a transportation perspective.
Prepared by: Reviewed by:
André Jane Sponder, B.A.Sc. Ronald M. Jack, P.Eng. Analyst, Transportation Division VP Transportation Division Ottawa Operations Ottawa Operations
Page | 49
Appendix A Current Peak Hour Volumes
City of Ottawa 110 Laurier Ave West Count Name: Aviation On-Ramp & Hemlock Site Code: Ottawa, Ontario, Canada K1P 1J1 Start Date: 09/20/2012 613-580-2424 [email protected] Page No: 5
Southbound Street [N] Out In Total 60 0 60 0 0 0 3 0 3 0 0 0 63 0 63
0 0 0 0 0 P R 2 Out
Peak Hour Data Westbound Street[E] 1 0 1 5 62 67 T 3 L 58 61 In 09/20/2012 7:45 AM 5 2 3
60 63 Ending At U
09/20/2012 8:45 AM 0
Car Total 6 4 4
Eastbound Street [W] Truck Pedal Bike (Road) Ped P
Turning Movement Peak Hour Data Plot (7:45 AM) City of Ottawa 110 Laurier Ave West Count Name: Aviation On-Ramp & Hemlock Site Code: Ottawa, Ontario, Canada K1P 1J1 Start Date: 09/20/2012 613-580-2424 [email protected] Page No: 9
Southbound Street [N] Out In Total 309 0 309 1 0 1 24 0 24 0 0 0 334 0 334
0 0 0 0 0 P R 0 Out
Peak Hour Data Westbound Street[E] 1 0 1 24 314 339 T L 309 334 In 09/20/2012 4:15 PM 2 2
311 336 Ending At
09/20/2012 5:15 PM U
Car Total 3 3
Eastbound Street [W] Truck Pedal Bike (Road) Ped P
Turning Movement Peak Hour Data Plot (4:15 PM)
Intersection Peak Hour
Location: Aviation Pkwy at Rockcliffe Pkwy N, GPS Coordinates: Date: 2014-05-15 Day of week: Thursday Weather: Analyst: Alex Buck
1 14 0
0 3 0 4 0 310
290 31 1
Intersection Peak Hour
07:30 - 08:30
SouthBound Westbound Northbound Eastbound Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Total 0 14 1 310 4 3 290 31 1 0 0 0 654 Factor 0.00 0.50 0.25 0.81 0.50 0.38 0.88 0.65 0.25 0.00 0.00 0.00 0.90 Approach factor 0.47 0.82 0.85 0.00 Intersection Peak Hour
Location: Aviation Pkwy at Ramps, GPS Coordinates: Date: 2014-05-09 Day of week: Friday Weather: Analyst: Alex Buck
0 281 1
2 0 1 0 292 0
0 282 49
Intersection Peak Hour
07:45 - 08:45
SouthBound Westbound Northbound Eastbound Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Total 1 281 0 0 0 0 0 282 49 2 1 292 908 Factor 0.25 0.82 0.00 0.00 0.00 0.00 0.00 0.93 0.64 0.25 0.25 0.91 0.93 Approach factor 0.82 0.00 0.94 0.92 Intersection Peak Hour
Location: Aviation Pkwy at Ramps, GPS Coordinates: Date: 2014-05-08 Day of week: Thursday Weather: Analyst: Alex Buck
0 99 6
2 0 0 0 182 0
0 407 309
Intersection Peak Hour
16:00 - 17:00
SouthBound Westbound Northbound Eastbound Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Total 6 99 0 0 0 0 0 407 309 2 0 182 1005 Factor 0.50 0.80 0.00 0.00 0.00 0.00 0.00 0.83 0.88 0.50 0.00 0.91 0.88 Approach factor 0.77 0.00 0.85 0.92
Appendix B SYNCHRO Capacity Analysis:
Existing Conditions
Existing AM 1: St. Laurent & Coventry/Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 69 153 61 557 537 32 102 792 27 894 118 Lane Group Flow (vph) 73 161 64 586 565 34 107 1125 28 941 124 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5216 Permitted Phases 4 8 6 Detector Phase 74438852166 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 12.0 12.0 Minimum Split (s) 11.4 34.3 34.3 11.4 34.3 34.3 11.2 33.4 11.2 33.4 33.4 Total Split (s) 15.0 35.0 35.0 35.0 55.0 55.0 16.0 34.0 16.0 34.0 34.0 Total Split (%) 12.5% 29.2% 29.2% 29.2% 45.8% 45.8% 13.3% 28.3% 13.3% 28.3% 28.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.7 2.6 2.6 2.7 2.6 2.6 2.5 2.7 2.5 2.7 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.4 6.3 6.3 6.4 6.3 6.3 6.2 6.4 6.2 6.4 6.4 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min None None None Max Max Min C-Max Min C-Min C-Min Act Effct Green (s) 7.7 11.5 11.5 44.8 48.7 48.7 9.0 30.9 7.5 29.4 29.4 Actuated g/C Ratio 0.06 0.10 0.10 0.37 0.41 0.41 0.08 0.26 0.06 0.24 0.24 v/c Ratio 0.35 0.50 0.19 0.48 0.41 0.05 0.85 0.90 0.27 0.79 0.25 Control Delay 58.2 56.6 1.3 16.4 15.8 0.0 101.7 51.3 54.3 58.5 10.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.2 56.6 1.3 16.4 15.8 0.0 101.7 51.3 54.3 58.5 10.5 LOS EEABBAFDDEB Approach Delay 45.1 15.7 55.6 52.9 Approach LOS D B E D Queue Length 50th (m) 8.6 19.3 0.0 40.2 19.1 0.0 25.0 89.3 6.9 84.8 5.0 Queue Length 95th (m) 16.1 29.6 0.0 m47.5 m19.7 m0.0 #54.3 #124.7 m11.5 100.0 m11.4 Internal Link Dist (m) 384.2 883.0 447.1 2018.9 Turn Bay Length (m) 100.0 60.0 100.0 120.0 54.0 75.0 55.0 Base Capacity (vph) 235 810 517 1228 1375 686 140 1254 138 1191 497 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.31 0.20 0.12 0.48 0.41 0.05 0.76 0.90 0.20 0.79 0.25 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 105 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 41.6 Intersection LOS: D Intersection Capacity Utilization 77.0% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: St. Laurent & Coventry/Ogilvie
Description Synchro 8 - Report Existing AM 2: Aviation Parkway & Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 143 306 72 181 1235 88 317 656 69 180 Lane Group Flow (vph) 151 322 76 191 1300 93 334 764 73 326 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Prot NA Protected Phases 5 2 1 6 3874 Permitted Phases 2 2 6 6 Detector Phase 5221663874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 29.9 29.9 10.9 29.9 29.9 10.9 25.9 10.9 25.9 Total Split (s) 15.0 50.0 50.0 15.0 50.0 50.0 28.0 40.0 15.0 27.0 Total Split (%) 12.5% 41.7% 41.7% 12.5% 41.7% 41.7% 23.3% 33.3% 12.5% 22.5% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None Act Effct Green (s) 56.3 46.9 46.9 56.3 46.9 46.9 22.1 34.0 8.5 18.0 Actuated g/C Ratio 0.47 0.39 0.39 0.47 0.39 0.39 0.18 0.28 0.07 0.15 v/c Ratio 0.78 0.24 0.11 0.38 0.98 0.13 1.07 0.80 0.61 0.56 Control Delay 45.0 29.8 4.2 19.6 57.9 0.4 117.6 47.0 65.4 25.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.0 29.8 4.2 19.6 57.9 0.4 117.6 47.0 65.4 25.8 LOS DCABEAFDEC Approach Delay 30.4 49.9 68.5 33.1 Approach LOS C D E C Queue Length 50th (m) 24.1 40.6 0.3 24.7 ~174.6 0.0 ~87.2 87.3 16.2 22.6 Queue Length 95th (m) m#35.8 m50.2 m3.4 39.5 #216.6 0.0 #143.5 110.2 m27.0 m39.3 Internal Link Dist (m) 883.0 805.6 553.8 864.9 Turn Bay Length (m) 75.0 55.0 50.0 50.0 105.0 115.0 Base Capacity (vph) 195 1324 693 505 1324 691 312 978 128 664 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.77 0.24 0.11 0.38 0.98 0.13 1.07 0.78 0.57 0.49 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 99 (83%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.07 Intersection Signal Delay: 50.7 Intersection LOS: D Intersection Capacity Utilization 93.5% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: Aviation Parkway & Ogilvie
Description Synchro 8 - Report Existing AM 3: City Park/Bathgate & Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 133 361 67 5 610 48 108 20 54 17 Lane Group Flow (vph) 140 380 71 5 642 51 114 32 57 177 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 5 2 1 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phase 5221668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 11.0 29.0 29.0 42.3 42.3 42.3 42.3 Total Split (s) 13.0 34.0 34.0 13.0 34.0 34.0 43.0 43.0 43.0 43.0 Total Split (%) 14.4% 37.8% 37.8% 14.4% 37.8% 37.8% 47.8% 47.8% 47.8% 47.8% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.0 3.0 3.0 3.0 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 4.3 4.3 4.3 4.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 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 7.3 7.3 7.3 7.3 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None Act Effct Green (s) 61.6 59.4 59.4 53.2 47.6 47.6 14.9 14.9 14.9 14.9 Actuated g/C Ratio 0.68 0.66 0.66 0.59 0.53 0.53 0.17 0.17 0.17 0.17 v/c Ratio 0.28 0.17 0.07 0.01 0.36 0.06 0.64 0.11 0.26 0.46 Control Delay 7.1 7.6 0.6 6.6 14.2 0.1 50.6 22.5 34.0 10.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.1 7.6 0.6 6.6 14.2 0.1 50.6 22.5 34.0 10.9 LOS AAAABADCCB Approach Delay 6.6 13.1 44.4 16.5 Approach LOS A B D B Queue Length 50th (m) 7.0 10.3 0.0 0.3 31.3 0.0 18.8 3.1 8.8 2.7 Queue Length 95th (m) 16.7 28.0 1.6 1.5 54.5 0.0 33.0 9.8 17.8 18.0 Internal Link Dist (m) 805.6 765.5 207.7 176.5 Turn Bay Length (m) 75.0 45.0 45.0 85.0 30.0 28.0 Base Capacity (vph) 508 2238 997 620 1791 830 428 674 520 698 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.28 0.17 0.07 0.01 0.36 0.06 0.27 0.05 0.11 0.25 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 24 (27%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 14.0 Intersection LOS: B Intersection Capacity Utilization 72.6% ICU Level of Service C Analysis Period (min) 15
Splits and Phases: 3: City Park/Bathgate & Ogilvie
Description Synchro 8 - Report Existing AM 4: Blair & Ogilvie
Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 49 262 140 432 671 467 528 456 48 257 Lane Group Flow (vph) 52 276 147 455 727 492 556 480 51 363 Turn Type Prot NA Perm Prot NA Prot NA Perm Prot NA Protected Phases 5 2 1638 74 Permitted Phases 2 8 Detector Phase 5221638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 11.8 34.4 34.4 11.8 34.4 11.5 33.5 33.5 11.5 33.5 Total Split (s) 15.0 37.0 37.0 28.0 50.0 38.0 60.0 60.0 15.0 37.0 Total Split (%) 10.7% 26.4% 26.4% 20.0% 35.7% 27.1% 42.9% 42.9% 10.7% 26.4% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 4.2 4.2 4.2 4.2 4.2 All-Red Time (s) 3.1 2.7 2.7 3.1 2.7 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 0.0 Total Lost Time (s) 6.8 6.4 6.4 6.8 6.4 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max None None None None None Act Effct Green (s) 7.9 37.0 37.0 21.7 53.3 26.0 49.7 49.7 7.9 29.1 Actuated g/C Ratio 0.06 0.26 0.26 0.16 0.38 0.19 0.36 0.36 0.06 0.21 v/c Ratio 0.54 0.31 0.28 0.89 0.57 0.81 0.88 0.62 0.54 0.53 Control Delay 85.1 44.7 1.3 78.8 39.3 65.2 58.2 10.2 84.8 47.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 85.1 44.7 1.3 78.8 39.3 65.2 58.2 10.2 84.8 47.3 LOS FDAEDEEBFD Approach Delay 35.7 54.5 45.4 51.9 Approach LOS D D D D Queue Length 50th (m) 14.2 34.5 0.0 64.2 92.8 67.9 139.1 15.5 13.9 41.0 Queue Length 95th (m) #29.0 48.3 0.0 #95.0 115.1 83.3 186.0 49.7 28.2 59.0 Internal Link Dist (m) 765.5 961.5 513.2 1309.5 Turn Bay Length (m) 75.0 95.0 135.0 35.0 Base Capacity (vph) 101 896 530 513 1285 739 681 801 102 756 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.51 0.31 0.28 0.89 0.57 0.67 0.82 0.60 0.50 0.48 Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 47.8 Intersection LOS: D Intersection Capacity Utilization 93.2% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 4: Blair & Ogilvie
Description Synchro 8 - Report Existing AM 5: Vanier Parkway & Montreal
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 38 321 180 477 157 694 140 193 1064 95 Lane Group Flow (vph) 40 520 189 603 165 731 147 203 1120 100 Turn Type Perm NA pm+pt NA Prot NA Perm Prot NA Perm Protected Phases 43852 16 Permitted Phases 4 8 2 6 Detector Phase 4438522166 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 Minimum Split (s) 38.6 38.6 10.7 38.6 11.1 28.9 28.9 11.1 28.9 28.9 Total Split (s) 39.0 39.0 16.0 55.0 27.0 48.0 48.0 27.0 48.0 48.0 Total Split (%) 30.0% 30.0% 12.3% 42.3% 20.8% 36.9% 36.9% 20.8% 36.9% 36.9% Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.3 3.3 2.4 3.3 2.4 2.2 2.2 2.4 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.6 6.6 5.7 6.6 6.1 5.9 5.9 6.1 5.9 5.9 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 25.0 25.0 41.9 41.0 17.2 50.6 50.6 19.7 53.2 53.2 Actuated g/C Ratio 0.19 0.19 0.32 0.32 0.13 0.39 0.39 0.15 0.41 0.41 v/c Ratio 0.29 0.79 0.88 0.58 0.74 0.39 0.22 0.79 0.56 0.16 Control Delay 48.3 51.3 71.9 37.7 73.1 30.6 5.6 74.4 32.3 2.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.3 51.3 71.9 37.7 73.1 30.6 5.6 74.4 32.3 2.9 LOS DDEDECAECA Approach Delay 51.1 45.9 33.8 36.3 Approach LOS D D C D Queue Length 50th (m) 8.8 58.3 36.9 65.6 40.9 49.8 0.0 50.1 80.5 0.0 Queue Length 95th (m) 18.9 73.0 #58.2 77.4 63.1 66.9 14.6 #82.4 108.6 7.0 Internal Link Dist (m) 343.8 1631.7 469.7 418.5 Turn Bay Length (m) 40.0 40.0 90.0 60.0 80.0 55.0 Base Capacity (vph) 181 834 215 1224 273 1896 658 282 1991 638 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.22 0.62 0.88 0.49 0.60 0.39 0.22 0.72 0.56 0.16 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 87 (67%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 39.8 Intersection LOS: D Intersection Capacity Utilization 86.5% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 5: Vanier Parkway & Montreal
Description Synchro 8 - Report Existing AM 6: St. Laurent & Montreal
Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 29 449 284 697 127 138 221 226 457 Lane Group Flow (vph) 31 478 299 734 134 145 385 238 539 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Protected Phases 5216 3874 Permitted Phases 2 6 6 Detector Phase 521663874 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 34.2 10.9 34.2 34.2 10.5 31.0 10.5 31.0 Total Split (s) 11.0 36.0 25.0 50.0 50.0 28.0 31.0 28.0 31.0 Total Split (%) 9.2% 30.0% 20.8% 41.7% 41.7% 23.3% 25.8% 23.3% 25.8% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.9 2.6 2.9 2.9 2.2 2.7 2.2 2.7 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) 5.9 6.2 5.9 6.2 6.2 5.5 6.0 5.5 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None None None None Act Effct Green (s) 46.8 40.4 63.4 55.8 55.8 15.5 18.9 20.4 23.7 Actuated g/C Ratio 0.39 0.34 0.53 0.46 0.46 0.13 0.16 0.17 0.20 v/c Ratio 0.10 0.42 0.63 0.47 0.18 0.67 0.66 0.83 0.81 Control Delay 18.7 34.6 29.4 27.9 10.1 82.3 23.8 71.5 55.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.7 34.6 29.4 27.9 10.1 82.3 23.8 71.5 55.2 LOS BCCCBFCEE Approach Delay 33.6 26.2 39.8 60.2 Approach LOS C C D E Queue Length 50th (m) 3.5 46.8 43.4 57.5 5.3 36.4 13.0 53.5 62.3 Queue Length 95th (m) 9.5 69.2 m64.2 70.6 m9.9 m42.3 m0.0 #88.2 81.1 Internal Link Dist (m) 1631.7 647.9 2018.9 1019.4 Turn Bay Length (m) 70.0 70.0 30.0 75.0 90.0 Base Capacity (vph) 307 1139 502 1575 737 317 735 317 719 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.10 0.42 0.60 0.47 0.18 0.46 0.52 0.75 0.75 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 80 (67%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 38.7 Intersection LOS: D Intersection Capacity Utilization 91.7% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 6: St. Laurent & Montreal
Description Synchro 8 - Report Existing AM 7: Aviation Parkway & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 30 711 176 194 1237 61 238 160 137 195 188 Lane Group Flow (vph) 32 748 185 204 1302 64 251 168 144 205 238 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 52216638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 10.9 33.8 33.8 10.9 33.8 33.8 10.9 27.2 27.2 10.9 27.2 Total Split (s) 13.0 49.0 49.0 22.0 58.0 58.0 21.0 28.0 28.0 21.0 28.0 Total Split (%) 10.8% 40.8% 40.8% 18.3% 48.3% 48.3% 17.5% 23.3% 23.3% 17.5% 23.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.1 2.1 2.2 2.1 2.1 2.2 2.5 2.5 2.2 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.8 5.8 5.9 5.8 5.8 5.9 6.2 6.2 5.9 6.2 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) 55.3 49.0 49.0 67.5 59.9 59.9 35.6 20.5 20.5 34.0 19.7 Actuated g/C Ratio 0.46 0.41 0.41 0.56 0.50 0.50 0.30 0.17 0.17 0.28 0.16 v/c Ratio 0.19 0.54 0.26 0.55 0.77 0.08 0.83 0.55 0.36 0.58 0.83 Control Delay 12.8 31.5 11.6 25.4 22.5 1.3 55.4 58.7 23.2 36.6 70.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.8 31.5 11.6 25.4 22.5 1.3 55.4 58.7 23.2 36.6 70.1 LOS BCBCCAEECDE Approach Delay 27.1 22.0 48.2 54.6 Approach LOS CCDD Queue Length 50th (m) 4.0 84.8 11.3 19.6 60.5 0.0 61.0 41.8 15.1 35.0 52.1 Queue Length 95th (m) m8.0 104.7 m28.4 m41.3 93.7 m1.2 m#80.0 m54.4 m23.3 54.8 #86.8 Internal Link Dist (m) 647.9 660.8 1141.1 1014.8 Turn Bay Length (m) 50.0 30.0 50.0 17.0 44.0 44.0 Base Capacity (vph) 178 1384 712 405 1691 792 308 324 413 370 318 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.18 0.54 0.26 0.50 0.77 0.08 0.81 0.52 0.35 0.55 0.75 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 45 (38%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 31.6 Intersection LOS: C Intersection Capacity Utilization 89.8% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 7: Aviation Parkway & Montreal
Description Synchro 8 - Report Existing AM 8: Carsons/Codds & Montreal
Lane Group EBL EBT WBL WBT NBL NBT ø4 Lane Configurations Volume (vph) 27 724 88 1260 88 6 Lane Group Flow (vph) 28 889 93 1347 93 38 Turn Type pm+pt NA Perm NA Perm NA Protected Phases 5 2 6 8 4 Permitted Phases 2 6 8 Detector Phase 526688 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 29.0 35.5 35.5 35.5 Total Split (s) 13.0 80.0 67.0 67.0 40.0 40.0 40.0 Total Split (%) 10.8% 66.7% 55.8% 55.8% 33.3% 33.3% 33% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 All-Red Time (s) 2.3 2.3 2.3 2.3 3.2 3.2 3.2 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 6.5 6.5 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None C-Max C-Max C-Max Max Max None Act Effct Green (s) 74.0 74.0 66.4 66.4 33.5 33.5 Actuated g/C Ratio 0.62 0.62 0.55 0.55 0.28 0.28 v/c Ratio 0.15 0.44 0.30 0.72 0.25 0.08 Control Delay 16.9 26.3 19.5 23.7 35.8 13.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.9 26.3 19.5 23.7 35.8 13.3 LOS BCBCDB Approach Delay 26.0 23.4 29.3 Approach LOS C C C Queue Length 50th (m) 4.9 97.0 12.3 129.5 17.0 1.0 Queue Length 95th (m) m8.7 112.3 25.5 160.5 31.4 9.3 Internal Link Dist (m) 660.8 455.6 89.0 Turn Bay Length (m) 70.0 65.0 32.0 Base Capacity (vph) 195 2041 311 1873 371 449 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.14 0.44 0.30 0.72 0.25 0.08 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 13 (11%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 24.7 Intersection LOS: C Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: Carsons/Codds & Montreal
Description Synchro 8 - Report Existing AM 9: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 19 590 59 1079 95 6 23 9 Lane Group Flow (vph) 20 680 62 1148 100 78 24 69 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 47.0 47.0 47.0 47.0 33.0 33.0 33.0 33.0 Total Split (%) 58.8% 58.8% 58.8% 58.8% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 59.3 59.3 59.3 59.3 12.7 12.7 12.7 12.7 Actuated g/C Ratio 0.74 0.74 0.74 0.74 0.16 0.16 0.16 0.16 v/c Ratio 0.07 0.27 0.12 0.46 0.52 0.26 0.12 0.25 Control Delay 5.9 5.1 2.7 2.6 39.8 10.6 28.6 13.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.9 5.1 2.7 2.6 39.8 10.6 28.6 13.6 LOS AAAADBCB Approach Delay 5.1 2.6 27.0 17.4 Approach LOS A A C B Queue Length 50th (m) 0.8 16.8 1.7 17.1 14.3 0.8 3.2 2.1 Queue Length 95th (m) 3.7 30.6 m2.7 20.2 26.7 10.9 8.9 11.7 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 294 2484 519 2506 405 547 413 527 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.07 0.27 0.12 0.46 0.25 0.14 0.06 0.13 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 30 (38%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.52 Intersection Signal Delay: 6.0 Intersection LOS: A Intersection Capacity Utilization 75.3% ICU Level of Service D Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 9: Bathgate/Burma & Montreal
Description Synchro 8 - Report Existing AM 10: Blair & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 28 498 175 176 1205 32 140 47 48 12 137 Lane Group Flow (vph) 29 524 184 185 1268 34 147 49 51 13 248 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 22266688844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 29.3 29.3 29.3 29.3 29.3 29.3 40.0 40.0 40.0 40.0 40.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.6 3.7 3.7 3.7 3.7 3.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 6.3 6.3 7.0 7.0 7.0 7.0 7.0 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None None Act Effct Green (s) 49.7 49.7 49.7 49.7 49.7 49.7 17.0 17.0 17.0 17.0 17.0 Actuated g/C Ratio 0.62 0.62 0.62 0.62 0.62 0.62 0.21 0.21 0.21 0.21 0.21 v/c Ratio 0.16 0.25 0.18 0.36 0.60 0.04 0.79 0.13 0.14 0.05 0.68 Control Delay 8.1 5.8 0.9 11.6 11.8 1.5 56.3 23.8 7.6 22.1 35.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.1 5.8 0.9 11.6 11.8 1.5 56.3 23.8 7.6 22.1 35.4 LOS AAABBAECACD Approach Delay 4.7 11.5 39.8 34.7 Approach LOS A B D C Queue Length 50th (m) 1.2 11.1 0.0 12.1 54.1 0.0 21.3 6.1 0.0 1.6 32.4 Queue Length 95th (m) 3.9 17.4 1.9 32.2 94.5 2.3 37.0 12.6 7.2 5.2 48.8 Internal Link Dist (m) 774.7 1084.9 1309.5 382.1 Turn Bay Length (m) 65.0 25.0 65.0 15.0 25.0 30.0 15.0 Base Capacity (vph) 186 2106 996 507 2106 937 364 735 645 531 696 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.16 0.25 0.18 0.36 0.60 0.04 0.40 0.07 0.08 0.02 0.36 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 70 (88%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 14.4 Intersection LOS: B Intersection Capacity Utilization 88.9% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 10: Blair & Montreal
Description Synchro 8 - Report Existing AM 11: Vanier Parkway/Crichton & Beechwood
Lane Group EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 485 956 235 683 593 217 29 269 Lane Group Flow (vph) 511 1006 247 794 624 493 31 372 Turn Type NA Perm pm+pt NA Prot NA Prot NA Protected Phases 2 163874 Permitted Phases 2 6 Detector Phase 22163874 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 24.9 24.9 10.8 24.9 10.5 26.0 10.5 26.0 Total Split (s) 25.0 25.0 11.0 36.0 28.0 48.0 11.0 31.0 Total Split (%) 26.3% 26.3% 11.6% 37.9% 29.5% 50.5% 11.6% 32.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.5 2.6 2.2 2.7 2.2 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.8 5.9 5.5 6.0 5.5 6.0 Lead/Lag Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None None None None Act Effct Green (s) 19.1 19.1 33.4 33.3 21.3 43.2 5.5 23.1 Actuated g/C Ratio 0.20 0.20 0.35 0.35 0.22 0.45 0.06 0.24 v/c Ratio 0.75 1.49 1.06 1.30 0.85 0.65 0.32 0.88 Control Delay 43.6 244.1 109.2 174.1 47.3 21.6 51.8 55.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.6 244.1 109.2 174.1 47.3 21.6 51.8 55.3 LOS DFFFDCDE Approach Delay 176.5 158.7 36.0 55.0 Approach LOS F F D D Queue Length 50th (m) 46.6 ~178.0 ~50.9 ~199.6 55.7 58.4 5.6 61.4 Queue Length 95th (m) 64.4 #251.8 #102.0 #269.1 #76.4 93.8 14.4 #105.9 Internal Link Dist (m) 175.1 1033.1 585.7 139.1 Turn Bay Length (m) 250.0 23.0 65.0 20.0 Base Capacity (vph) 681 677 233 613 778 762 98 459 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.75 1.49 1.06 1.30 0.80 0.65 0.32 0.81 Intersection Summary Cycle Length: 95 Actuated Cycle Length: 95 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.49 Intersection Signal Delay: 121.5 Intersection LOS: F Intersection Capacity Utilization 116.6% ICU Level of Service H Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 11: Vanier Parkway/Crichton & Beechwood
Description Synchro 8 - Report Existing AM 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 14 28 417 79 202 467 143 6 247 Lane Group Flow (vph) 15 29 439 83 230 492 171 0 324 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 39.8 40.1 21.1 Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.57 0.57 0.30 v/c Ratio 0.06 0.06 0.62 0.24 0.50 0.81 0.17 0.34 Control Delay 20.4 20.1 6.8 22.9 26.0 23.1 6.9 17.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.4 20.1 6.8 22.9 26.0 23.1 6.9 17.8 LOS CCACCCA B Approach Delay 8.0 25.2 18.9 17.8 Approach LOS A C B B Queue Length 50th (m) 1.5 2.9 0.0 8.6 24.9 35.5 8.6 15.0 Queue Length 95th (m) 5.7 8.5 20.0 19.0 44.2 #72.9 16.6 24.7 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 255 461 712 339 459 604 1006 965 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.06 0.06 0.62 0.24 0.50 0.81 0.17 0.34 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 29 (41%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 16.9 Intersection LOS: B Intersection Capacity Utilization 74.6% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Description Synchro 8 - Report Existing AM 18: Sussex & King Edward
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 23873767218553738 Lane Group Flow (vph) 2 3 8 22 3 807 229 582 786 Turn Type Perm NA Perm NA Perm NA Perm pm+pt NA Protected Phases 48216 Permitted Phases 48226 Detector Phase 448822216 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 5.0 10.0 Minimum Split (s) 30.2 30.2 30.2 30.2 30.1 30.1 30.1 10.8 30.1 Total Split (s) 38.2 38.2 38.2 38.2 37.8 37.8 37.8 24.0 61.8 Total Split (%) 38.2% 38.2% 38.2% 38.2% 37.8% 37.8% 37.8% 24.0% 61.8% Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.9 2.9 2.9 2.9 2.4 2.4 2.4 2.1 2.4 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) 6.2 6.2 6.2 6.2 6.1 6.1 6.1 5.8 6.1 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode Min Min Min Min C-Max C-Max C-Max None C-Max Act Effct Green (s) 10.0 10.0 10.0 10.0 31.7 31.7 31.7 78.0 77.7 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.32 0.32 0.32 0.78 0.78 v/c Ratio 0.02 0.02 0.06 0.13 0.02 0.75 0.37 0.74 0.30 Control Delay 41.0 41.0 42.0 25.5 24.0 35.9 5.3 22.2 3.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.0 41.0 42.0 25.5 24.0 35.9 5.3 22.2 3.6 LOS DDDCCDACA Approach Delay 41.0 29.9 29.1 11.5 Approach LOS D C C B Queue Length 50th (m) 0.4 0.5 1.4 1.3 0.4 73.3 0.0 67.1 18.5 Queue Length 95th (m) 2.5 3.2 5.8 8.4 2.4 95.1 15.8 109.6 24.1 Internal Link Dist (m) 39.0 156.4 174.5 148.8 Turn Bay Length (m) 27.0 40.0 75.0 Base Capacity (vph) 424 570 423 522 198 1074 624 785 2627 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.00 0.01 0.02 0.04 0.02 0.75 0.37 0.74 0.30 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 10 (10%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 19.3 Intersection LOS: B Intersection Capacity Utilization 83.0% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 18: Sussex & King Edward
Description Synchro 8 - Report Existing AM 12: Hemlock & Birch
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 37 429 696 13 2 103 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) 39 452 733 14 2 108 Pedestrians 4 Lane Width (m) 3.7 Walking Speed (m/s) 1.2 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 750 1273 743 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 750 1273 743 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 95 99 74 cM capacity (veh/h) 856 176 413 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 39 452 746 111 Volume Left 39 0 0 2 Volume Right 0 0 14 108 cSH 856 1700 1700 403 Volume to Capacity 0.05 0.27 0.44 0.27 Queue Length 95th (m) 1.1 0.0 0.0 8.4 Control Delay (s) 9.4 0.0 0.0 17.3 Lane LOS A C Approach Delay (s) 0.7 0.0 17.3 Approach LOS C Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 53.0% ICU Level of Service A Analysis Period (min) 15
Description Synchro 8 - Report Existing AM 14: Hemlock & Aviation Parkway off West
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 0 63 0 0 1 324 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 66 0 0 1 341 Pedestrians 2 1 Lane Width (m) 3.7 3.7 Walking Speed (m/s) 1.2 1.2 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 362 pX, platoon unblocked vC, conflicting volume 1 67 3 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1 67 3 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 68 cM capacity (veh/h) 1620 937 1078 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 66 0 342 Volume Left 0 0 1 Volume Right 0 0 341 cSH 1700 1700 1078 Volume to Capacity 0.04 0.00 0.32 Queue Length 95th (m) 0.0 0.0 10.4 Control Delay (s) 0.0 0.0 9.9 Lane LOS A Approach Delay (s) 0.0 0.0 9.9 Approach LOS A Intersection Summary Average Delay 8.3 Intersection Capacity Utilization 31.8% ICU Level of Service A Analysis Period (min) 15
Description Synchro 8 - Report Existing AM 15: Hemlock & Aviation Parkway On East
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 61 13200 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) 64 13200 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 5 134 4 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 5 134 4 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 96 100 100 cM capacity (veh/h) 1616 826 1079 Direction, Lane # EB 1 WB 1 Volume Total 65 5 Volume Left 64 0 Volume Right 0 2 cSH 1616 1700 Volume to Capacity 0.04 0.00 Queue Length 95th (m) 0.9 0.0 Control Delay (s) 7.2 0.0 Lane LOS A Approach Delay (s) 7.2 0.0 Approach LOS Intersection Summary Average Delay 6.7 Intersection Capacity Utilization 13.6% ICU Level of Service A Analysis Period (min) 15
Description Synchro 8 - Report Existing AM 16: Aviation Parkway & Rockliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 0 0 0 310 4 3 290 31 0 0 14 1 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 326 4 3 305 33 0 0 15 1 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 664 658 15 658 659 33 16 33 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 664 658 15 658 659 33 16 33 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 99 100 81 100 cM capacity (veh/h) 315 311 1064 322 311 1041 1602 1579 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total 334 305 33 16 Volume Left 326 305 0 0 Volume Right 3001 cSH 324 1602 1700 1700 Volume to Capacity 1.03 0.19 0.02 0.01 Queue Length 95th (m) 89.7 5.3 0.0 0.0 Control Delay (s) 94.9 7.8 0.0 0.0 Lane LOS FA Approach Delay (s) 94.9 7.0 0.0 Approach LOS F Intersection Summary Average Delay 49.5 Intersection Capacity Utilization 61.1% ICU Level of Service B Analysis Period (min) 15
Description Synchro 8 - Report Existing AM 17: Aviation Parkway & Rockcliffe South
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 1 292 00002824912810 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 2 1 307 00002975212960 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 621 646 296 928 621 323 296 348 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 621 646 296 928 621 323 296 348 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 59 100 100 100 100 100 cM capacity (veh/h) 400 390 744 145 403 718 1266 1210 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 311 348 1 296 Volume Left 2010 Volume Right 307 52 0 0 cSH 737 1700 1210 1700 Volume to Capacity 0.42 0.20 0.00 0.17 Queue Length 95th (m) 16.0 0.0 0.0 0.0 Control Delay (s) 13.4 0.0 8.0 0.0 Lane LOS B A Approach Delay (s) 13.4 0.0 0.0 Approach LOS B Intersection Summary Average Delay 4.4 Intersection Capacity Utilization 61.1% ICU Level of Service B Analysis Period (min) 15
Description Synchro 8 - Report Existing PM 1: St. Laurent & Coventry/Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 289 559 209 572 562 99 277 1168 57 620 133 Lane Group Flow (vph) 304 588 220 602 592 104 292 1569 60 653 140 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5216 Permitted Phases 4 8 6 Detector Phase 74438852166 Switch Phase Minimum Initial (s) 5.0 12.0 12.0 5.0 12.0 12.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 11.4 34.3 34.3 11.4 34.3 34.3 11.2 33.4 11.2 33.4 33.4 Total Split (s) 26.0 35.0 35.0 26.0 35.0 35.0 24.0 44.0 15.0 35.0 35.0 Total Split (%) 21.7% 29.2% 29.2% 21.7% 29.2% 29.2% 20.0% 36.7% 12.5% 29.2% 29.2% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.7 2.6 2.6 2.7 2.6 2.6 2.5 2.7 2.5 2.7 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.4 6.3 6.3 6.4 6.3 6.3 6.2 6.4 6.2 6.4 6.4 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min Min Min Min Min Min Min C-Max Min C-Max C-Max Act Effct Green (s) 22.5 26.0 26.0 22.3 25.8 25.8 17.8 38.3 8.1 28.6 28.6 Actuated g/C Ratio 0.19 0.22 0.22 0.19 0.22 0.22 0.15 0.32 0.07 0.24 0.24 v/c Ratio 0.49 0.80 0.44 0.99 0.81 0.22 1.16 1.02 0.53 0.56 0.29 Control Delay 47.6 53.3 7.9 82.7 54.3 1.1 153.3 66.0 61.2 46.5 9.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.6 53.3 7.9 82.7 54.3 1.1 153.3 66.0 61.2 46.5 9.8 LOS DDAFDAFEEDA Approach Delay 42.8 63.2 79.7 41.5 Approach LOS D E E D Queue Length 50th (m) 33.7 68.3 0.2 ~80.1 69.4 0.0 ~81.5 ~141.6 14.0 56.5 2.9 Queue Length 95th (m) 48.8 87.4 19.3 #119.3 88.2 0.0 #134.9 #171.6 m21.7 m63.1 m8.5 Internal Link Dist (m) 384.2 883.0 447.1 2018.9 Turn Bay Length (m) 100.0 60.0 100.0 120.0 54.0 75.0 55.0 Base Capacity (vph) 617 810 529 610 810 508 251 1545 124 1160 478 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.49 0.73 0.42 0.99 0.73 0.20 1.16 1.02 0.48 0.56 0.29 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 1 (1%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.16 Intersection Signal Delay: 61.1 Intersection LOS: E Intersection Capacity Utilization 93.3% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: St. Laurent & Coventry/Ogilvie
Description Synchro 7 - Report Existing PM 2: Aviation Parkway & Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 130 1171 272 160 1614 73 125 632 189 443 Lane Group Flow (vph) 137 1233 286 168 1699 77 132 738 199 625 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Prot NA Protected Phases 5 2 1 6 3874 Permitted Phases 2 2 6 6 Detector Phase 5221663874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 29.9 29.9 10.9 29.9 29.9 10.9 25.9 10.9 25.9 Total Split (s) 19.0 64.0 64.0 19.0 64.0 64.0 20.0 27.0 20.0 27.0 Total Split (%) 14.6% 49.2% 49.2% 14.6% 49.2% 49.2% 15.4% 20.8% 15.4% 20.8% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None Act Effct Green (s) 70.5 59.8 59.8 71.9 60.4 60.4 13.2 21.1 14.1 22.0 Actuated g/C Ratio 0.54 0.46 0.46 0.55 0.46 0.46 0.10 0.16 0.11 0.17 v/c Ratio 0.70 0.79 0.36 0.73 1.08 0.10 0.77 1.35 1.09 1.09 Control Delay 45.1 34.8 9.6 39.5 81.1 1.0 85.0 208.9 145.0 111.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.1 34.8 9.6 39.5 81.1 1.0 85.0 208.9 145.0 111.9 LOS DCADFAFFFF Approach Delay 31.3 74.3 190.1 119.9 Approach LOS C E F F Queue Length 50th (m) 19.3 140.8 15.4 19.3 ~257.8 0.0 33.2 ~129.7 ~57.0 ~94.5 Queue Length 95th (m) 40.5 171.1 35.7 #45.1 #306.0 2.1 #61.8 #169.0 #104.9 #132.0 Internal Link Dist (m) 883.0 805.6 553.8 860.9 Turn Bay Length (m) 75.0 55.0 50.0 50.0 105.0 115.0 Base Capacity (vph) 225 1558 795 252 1575 747 183 548 183 573 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.61 0.79 0.36 0.67 1.08 0.10 0.72 1.35 1.09 1.09 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 65 (50%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.35 Intersection Signal Delay: 87.0 Intersection LOS: F Intersection Capacity Utilization 106.2% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 2: Aviation Parkway & Ogilvie
Description Synchro 7 - Report Existing PM 3: City Park/Bathgate & Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 205 1132 144 14 810 72 135 32 87 36 Lane Group Flow (vph) 216 1192 152 15 853 76 142 60 92 183 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 5 2 1 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phase 5221668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 11.0 29.0 29.0 42.3 42.3 42.3 42.3 Total Split (s) 20.0 37.0 37.0 20.0 37.0 37.0 43.0 43.0 43.0 43.0 Total Split (%) 20.0% 37.0% 37.0% 20.0% 37.0% 37.0% 43.0% 43.0% 43.0% 43.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.0 3.0 3.0 3.0 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 4.3 4.3 4.3 4.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 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 7.3 7.3 7.3 7.3 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None Act Effct Green (s) 68.7 63.8 63.8 57.5 51.7 51.7 18.0 18.0 18.0 18.0 Actuated g/C Ratio 0.69 0.64 0.64 0.58 0.52 0.52 0.18 0.18 0.18 0.18 v/c Ratio 0.50 0.55 0.16 0.05 0.49 0.09 0.78 0.19 0.40 0.46 Control Delay 10.9 13.8 4.5 8.2 18.7 1.9 65.8 21.7 39.6 12.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.9 13.8 4.5 8.2 18.7 1.9 65.8 21.7 39.6 12.9 LOS BBAABAECDB Approach Delay 12.5 17.2 52.7 21.8 Approach LOS B B D C Queue Length 50th (m) 13.3 51.7 2.2 0.8 52.5 0.0 26.5 5.6 15.9 6.3 Queue Length 95th (m) 28.5 119.0 14.5 3.5 92.3 4.1 43.6 14.6 27.8 22.4 Internal Link Dist (m) 805.6 765.5 207.7 176.5 Turn Bay Length (m) 75.0 45.0 45.0 85.0 30.0 28.0 Base Capacity (vph) 476 2161 947 426 1751 802 360 605 451 643 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.45 0.55 0.16 0.04 0.49 0.09 0.39 0.10 0.20 0.28 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 19 (19%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 17.6 Intersection LOS: B Intersection Capacity Utilization 86.5% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 3: City Park/Bathgate & Ogilvie
Description Synchro 7 - Report Existing PM 4: Blair & Ogilvie
Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 148 711 440 675 415 168 175 398 87 611 Lane Group Flow (vph) 156 748 463 711 481 177 184 419 92 679 Turn Type Prot NA Perm Prot NA Prot NA Perm Prot NA Protected Phases 5 2 1638 74 Permitted Phases 2 8 Detector Phase 5221638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 11.8 34.4 34.4 11.8 34.4 11.5 33.5 33.5 11.5 33.5 Total Split (s) 20.0 34.0 34.0 34.0 48.0 25.0 37.0 37.0 25.0 37.0 Total Split (%) 15.4% 26.2% 26.2% 26.2% 36.9% 19.2% 28.5% 28.5% 19.2% 28.5% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 4.2 4.2 4.2 4.2 4.2 All-Red Time (s) 3.1 2.7 2.7 3.1 2.7 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 0.0 Total Lost Time (s) 6.8 6.4 6.4 6.8 6.4 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max None None None None None Act Effct Green (s) 14.8 28.6 28.6 31.4 45.2 12.3 31.4 31.4 12.4 31.5 Actuated g/C Ratio 0.11 0.22 0.22 0.24 0.35 0.09 0.24 0.24 0.10 0.24 v/c Ratio 0.81 1.00 0.86 0.89 0.41 0.57 0.43 0.63 0.57 0.83 Control Delay 85.9 84.6 33.5 62.9 33.9 63.3 44.8 8.4 69.5 56.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 85.9 84.6 33.5 62.9 33.9 63.3 44.8 8.4 69.5 56.1 LOS FFCECEDAEE Approach Delay 67.5 51.2 29.4 57.7 Approach LOS E D C E Queue Length 50th (m) 38.9 ~108.7 43.1 92.0 50.4 22.7 39.4 0.0 22.9 85.4 Queue Length 95th (m) #80.9 #147.6 #104.3 #138.2 66.4 33.6 62.2 27.9 39.3 108.0 Internal Link Dist (m) 765.5 961.5 513.2 1309.5 Turn Bay Length (m) 75.0 200.0 95.0 135.0 35.0 Base Capacity (vph) 193 745 538 795 1165 467 440 669 241 842 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.81 1.00 0.86 0.89 0.41 0.38 0.42 0.63 0.38 0.81 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 105 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.00 Intersection Signal Delay: 53.7 Intersection LOS: D Intersection Capacity Utilization 90.6% ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 4: Blair & Ogilvie
Description Synchro 7 - Report Existing PM 5: Vanier Parkway & Montreal
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 63 503 141 399 177 1248 187 137 926 63 Lane Group Flow (vph) 66 763 148 583 186 1314 197 144 975 66 Turn Type Perm NA pm+pt NA Prot NA Perm Prot NA Perm Protected Phases 43852 16 Permitted Phases 4 8 2 6 Detector Phase 4438522166 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 Minimum Split (s) 38.6 38.6 10.7 38.6 11.1 28.9 28.9 11.1 28.9 28.9 Total Split (s) 44.0 44.0 12.0 56.0 29.0 45.0 45.0 29.0 45.0 45.0 Total Split (%) 33.8% 33.8% 9.2% 43.1% 22.3% 34.6% 34.6% 22.3% 34.6% 34.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.3 3.3 2.4 3.3 2.4 2.2 2.2 2.4 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.6 6.6 5.7 6.6 6.1 5.9 5.9 6.1 5.9 5.9 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 34.7 34.7 47.6 46.7 18.7 48.4 48.4 16.3 46.0 46.0 Actuated g/C Ratio 0.27 0.27 0.37 0.36 0.14 0.37 0.37 0.13 0.35 0.35 v/c Ratio 0.34 0.87 0.98 0.50 0.76 0.72 0.31 0.68 0.57 0.12 Control Delay 42.7 53.5 101.4 30.7 73.1 39.2 11.4 69.8 36.8 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.7 53.5 101.4 30.7 73.1 39.2 11.4 69.8 36.8 0.4 LOS DDFCEDBEDA Approach Delay 52.6 45.1 39.7 38.8 Approach LOS D D D D Queue Length 50th (m) 13.3 90.1 25.4 54.0 46.2 108.3 9.0 35.8 76.3 0.0 Queue Length 95th (m) 26.7 113.9 #62.0 70.5 69.8 136.7 29.5 55.2 95.5 0.0 Internal Link Dist (m) 343.8 1631.7 469.7 418.5 Turn Bay Length (m) 40.0 40.0 90.0 60.0 80.0 55.0 Base Capacity (vph) 212 942 151 1229 298 1814 629 298 1722 563 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.31 0.81 0.98 0.47 0.62 0.72 0.31 0.48 0.57 0.12 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 36 (28%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 42.7 Intersection LOS: D Intersection Capacity Utilization 88.9% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 5: Vanier Parkway & Montreal
Description Synchro 7 - Report Existing PM 6: St. Laurent & Montreal
Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 51 706 259 619 177 156 432 274 280 Lane Group Flow (vph) 54 878 273 652 186 164 691 288 339 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Protected Phases 5216 3874 Permitted Phases 2 6 6 Detector Phase 521663874 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 34.2 10.9 34.2 34.2 10.5 31.0 10.5 31.0 Total Split (s) 19.0 40.0 19.0 40.0 40.0 29.0 32.0 29.0 32.0 Total Split (%) 15.8% 33.3% 15.8% 33.3% 33.3% 24.2% 26.7% 24.2% 26.7% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.9 2.6 2.9 2.9 2.2 2.7 2.2 2.7 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) 5.9 6.2 5.9 6.2 6.2 5.5 6.0 5.5 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None None None None Act Effct Green (s) 41.8 33.8 53.3 42.6 42.6 16.8 25.8 22.6 31.6 Actuated g/C Ratio 0.35 0.28 0.44 0.36 0.36 0.14 0.22 0.19 0.26 v/c Ratio 0.19 0.93 1.05 0.54 0.31 0.69 0.94 0.90 0.39 Control Delay 21.5 58.7 99.5 41.6 21.9 77.5 34.7 78.9 37.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 21.5 58.7 99.5 41.6 21.9 77.5 34.7 78.9 37.0 LOS CEFDCECED Approach Delay 56.6 52.5 42.9 56.3 Approach LOS E D D E Queue Length 50th (m) 7.2 104.4 ~60.4 74.1 22.3 41.1 54.5 66.3 32.6 Queue Length 95th (m) 14.8 #143.4 m#104.0 m94.6 m36.9 m46.2 m60.0 #113.2 49.7 Internal Link Dist (m) 1631.7 647.9 2018.9 1019.4 Turn Bay Length (m) 70.0 70.0 30.0 75.0 90.0 Base Capacity (vph) 360 940 259 1203 602 331 741 331 879 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.15 0.93 1.05 0.54 0.31 0.50 0.93 0.87 0.39 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 76 (63%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 110 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.05 Intersection Signal Delay: 51.9 Intersection LOS: D Intersection Capacity Utilization 96.9% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 6: St. Laurent & Montreal
Description Synchro 7 - Report Existing PM 7: Aviation Parkway & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 13 1050 174 120 807 108 252 262 144 127 211 Lane Group Flow (vph) 14 1105 183 126 849 114 265 276 152 134 267 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 52216638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 10.9 33.8 33.8 10.9 33.8 33.8 10.9 27.2 27.2 10.9 27.2 Total Split (s) 15.0 57.0 57.0 15.0 57.0 57.0 18.0 30.0 30.0 18.0 30.0 Total Split (%) 12.5% 47.5% 47.5% 12.5% 47.5% 47.5% 15.0% 25.0% 25.0% 15.0% 25.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.1 2.1 2.2 2.1 2.1 2.2 2.5 2.5 2.2 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.8 5.8 5.9 5.8 5.8 5.9 6.2 6.2 5.9 6.2 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) 59.9 54.0 54.0 66.9 63.4 63.4 35.1 22.7 22.7 33.0 21.6 Actuated g/C Ratio 0.50 0.45 0.45 0.56 0.53 0.53 0.29 0.19 0.19 0.28 0.18 v/c Ratio 0.05 0.73 0.25 0.56 0.47 0.14 1.01 0.82 0.39 0.53 0.85 Control Delay 13.5 23.7 6.7 34.8 36.4 13.9 94.3 66.5 9.5 36.7 70.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.5 23.7 6.7 34.8 36.4 13.9 94.3 66.5 9.5 36.7 70.0 LOS BCACDBFEADE Approach Delay 21.2 33.8 64.6 58.9 Approach LOS C C E E Queue Length 50th (m) 1.2 71.7 3.6 23.6 94.2 2.3 47.7 62.2 0.0 22.1 58.3 Queue Length 95th (m) m1.6 m83.6 m5.9 41.8 130.2 25.0 #92.1 #101.0 17.2 37.2 #96.7 Internal Link Dist (m) 647.9 660.8 1140.1 1014.8 Turn Bay Length (m) 50.0 30.0 50.0 17.0 44.0 44.0 Base Capacity (vph) 354 1524 731 233 1790 827 262 353 400 268 345 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.04 0.73 0.25 0.54 0.47 0.14 1.01 0.78 0.38 0.50 0.77 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 93 (78%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.01 Intersection Signal Delay: 38.1 Intersection LOS: D Intersection Capacity Utilization 89.3% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 7: Aviation Parkway & Montreal
Description Synchro 7 - Report Existing PM 8: Carsons/Codds & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 16 1342 24 888 56 4 29 1 Lane Group Flow (vph) 17 1471 25 952 59 24 31 50 Turn Type pm+pt NA Perm NA Perm NA Perm NA Protected Phases 5 2684 Permitted Phases 2684 Detector Phase 52668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 29.0 35.5 35.5 35.5 35.5 Total Split (s) 15.0 82.0 67.0 67.0 38.0 38.0 38.0 38.0 Total Split (%) 12.5% 68.3% 55.8% 55.8% 31.7% 31.7% 31.7% 31.7% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.3 2.3 2.3 2.3 3.2 3.2 3.2 3.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None C-Max C-Max C-Max Max Max None None Act Effct Green (s) 76.0 76.0 71.0 71.0 31.5 31.5 31.5 31.5 Actuated g/C Ratio 0.63 0.63 0.59 0.59 0.26 0.26 0.26 0.26 v/c Ratio 0.06 0.69 0.19 0.48 0.18 0.06 0.09 0.12 Control Delay 8.3 11.5 15.7 13.2 36.2 15.6 34.4 10.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.3 11.5 15.7 13.2 36.2 15.6 34.4 10.4 LOS ABBBDBCB Approach Delay 11.5 13.3 30.3 19.6 Approach LOS B B C B Queue Length 50th (m) 1.1 56.0 2.1 47.9 10.8 0.7 5.5 0.2 Queue Length 95th (m) m1.9 66.0 7.2 73.2 22.1 7.4 13.5 9.8 Internal Link Dist (m) 660.8 455.6 89.0 108.9 Turn Bay Length (m) 70.0 65.0 32.0 22.0 Base Capacity (vph) 342 2128 135 1998 321 424 347 409 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.05 0.69 0.19 0.48 0.18 0.06 0.09 0.12 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 115 (96%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.69 Intersection Signal Delay: 13.0 Intersection LOS: B Intersection Capacity Utilization 72.2% ICU Level of Service C Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: Carsons/Codds & Montreal
Description Synchro 7 - Report Existing PM 9: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 49 984 91 695 90 17 15 10 Lane Group Flow (vph) 52 1151 96 757 95 115 16 47 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 85.0 85.0 85.0 85.0 35.0 35.0 35.0 35.0 Total Split (%) 70.8% 70.8% 70.8% 70.8% 29.2% 29.2% 29.2% 29.2% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 92.4 92.4 92.4 92.4 15.1 15.1 15.1 15.1 Actuated g/C Ratio 0.77 0.77 0.77 0.77 0.13 0.13 0.13 0.13 v/c Ratio 0.11 0.45 0.31 0.29 0.62 0.42 0.11 0.22 Control Delay 3.2 3.2 8.2 4.7 66.6 17.0 45.7 20.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.2 3.2 8.2 4.7 66.6 17.0 45.7 20.9 LOS AAAAEBDC Approach Delay 3.2 5.1 39.4 27.2 Approach LOS A A D C Queue Length 50th (m) 1.4 16.1 5.7 22.8 21.6 3.8 3.4 2.3 Queue Length 95th (m) m2.3 19.9 16.7 37.9 37.4 19.7 9.6 12.7 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 486 2562 307 2595 290 436 271 382 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.11 0.45 0.31 0.29 0.33 0.26 0.06 0.12 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.63 Intersection Signal Delay: 7.8 Intersection LOS: A Intersection Capacity Utilization 76.0% ICU Level of Service D Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 9: Bathgate/Burma & Montreal
Description Synchro 7 - Report Existing PM 10: Blair & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 47 1448 141 103 624 24 223 84 178 44 116 Lane Group Flow (vph) 49 1524 148 108 657 25 235 88 187 46 153 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 22266688844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 29.3 29.3 29.3 29.3 29.3 29.3 40.0 40.0 40.0 40.0 40.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.6 3.7 3.7 3.7 3.7 3.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 6.3 6.3 7.0 7.0 7.0 7.0 7.0 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None None Act Effct Green (s) 44.6 44.6 44.6 44.6 44.6 44.6 22.1 22.1 22.1 22.1 22.1 Actuated g/C Ratio 0.56 0.56 0.56 0.56 0.56 0.56 0.28 0.28 0.28 0.28 0.28 v/c Ratio 0.13 0.81 0.17 1.21 0.35 0.03 0.73 0.18 0.42 0.13 0.31 Control Delay 12.5 21.0 7.4 189.3 11.7 1.2 38.0 20.3 19.0 19.6 19.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.5 21.0 7.4 189.3 11.7 1.2 38.0 20.3 19.0 19.6 19.7 LOS BCAFBADCBBB Approach Delay 19.6 35.7 28.0 19.7 Approach LOS B D C B Queue Length 50th (m) 3.3 91.2 5.7 ~20.3 26.8 0.0 32.0 10.1 17.2 5.2 15.9 Queue Length 95th (m) 11.2 #172.4 18.2 #43.9 48.9 1.4 47.0 17.1 28.3 10.6 25.0 Internal Link Dist (m) 774.7 1084.9 1309.5 382.1 Turn Bay Length (m) 65.0 25.0 65.0 15.0 25.0 30.0 15.0 Base Capacity (vph) 379 1891 859 89 1891 843 485 735 638 510 725 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.13 0.81 0.17 1.21 0.35 0.03 0.48 0.12 0.29 0.09 0.21 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 75 (94%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.21 Intersection Signal Delay: 24.9 Intersection LOS: C Intersection Capacity Utilization 96.6% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 10: Blair & Montreal
Description Synchro 7 - Report Existing PM 11: Vanier Parkway/Crichton & Beechwood
Lane Group EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 584 578 237 577 952 228 33 193 Lane Group Flow (vph) 615 608 249 647 1002 535 35 242 Turn Type NA Perm pm+pt NA Prot NA Prot NA Protected Phases 2 163874 Permitted Phases 2 6 Detector Phase 22163874 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 24.9 24.9 10.8 24.9 10.5 26.0 10.5 26.0 Total Split (s) 27.0 27.0 12.0 39.0 35.0 46.0 15.0 26.0 Total Split (%) 27.0% 27.0% 12.0% 39.0% 35.0% 46.0% 15.0% 26.0% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.5 2.6 2.2 2.7 2.2 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.8 5.9 5.5 6.0 5.5 6.0 Lead/Lag Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None None None None Act Effct Green (s) 21.1 21.1 35.7 35.6 29.5 44.1 7.5 17.5 Actuated g/C Ratio 0.21 0.21 0.36 0.36 0.30 0.44 0.08 0.18 v/c Ratio 0.86 0.80 1.11 1.03 1.03 0.75 0.28 0.79 Control Delay 51.6 13.8 122.8 78.2 73.6 29.0 48.6 56.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.6 13.8 122.8 78.2 73.6 29.0 48.6 56.6 LOS DBFEECDE Approach Delay 32.8 90.6 58.1 55.6 Approach LOS C F E E Queue Length 50th (m) 60.8 5.4 ~44.3 ~140.6 ~108.0 77.9 6.5 42.8 Queue Length 95th (m) #88.8 #52.0 #96.3 #210.9 #145.9 #136.6 15.8 #70.2 Internal Link Dist (m) 175.1 1033.1 585.7 139.1 Turn Bay Length (m) 250.0 23.0 65.0 20.0 Base Capacity (vph) 715 756 225 627 969 714 161 349 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.86 0.80 1.11 1.03 1.03 0.75 0.22 0.69 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 10 (10%), Referenced to phase 2:EBT and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.11 Intersection Signal Delay: 57.4 Intersection LOS: E Intersection Capacity Utilization 95.3% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 11: Vanier Parkway/Crichton & Beechwood
Description Synchro 7 - Report Existing PM 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 24 141 422 49 46 599 192 10 173 Lane Group Flow (vph) 25 148 444 52 55 631 279 0 215 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 39.8 40.1 21.1 Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.57 0.57 0.30 v/c Ratio 0.08 0.32 0.62 0.17 0.12 0.99 0.28 0.23 Control Delay 20.5 23.4 6.7 22.0 18.8 49.2 7.2 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.5 23.4 6.7 22.0 18.8 49.2 7.2 17.5 LOS CCACBDA B Approach Delay 11.3 20.3 36.3 17.5 Approach LOS B C D B Queue Length 50th (m) 2.5 15.6 0.0 5.3 4.8 51.5 13.7 10.0 Queue Length 95th (m) 7.8 29.9 20.2 13.3 12.6 #143.8 25.1 17.6 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 332 461 721 305 457 637 986 948 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.08 0.32 0.62 0.17 0.12 0.99 0.28 0.23 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 19 (27%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 24.8 Intersection LOS: C Intersection Capacity Utilization 88.9% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Description Synchro 7 - Report Existing PM 18: Sussex & King Edward
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 17 25 106 1 5 759 813 767 314 Lane Group Flow (vph) 18 31 112 33 5 799 856 807 334 Turn Type Perm NA Perm NA Perm NA Perm pm+pt NA Protected Phases 48216 Permitted Phases 48226 Detector Phase 448822216 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 5.0 10.0 Minimum Split (s) 30.2 30.2 30.2 30.2 30.1 30.1 30.1 10.8 30.1 Total Split (s) 30.0 30.0 30.0 30.0 65.0 65.0 65.0 35.0 100.0 Total Split (%) 23.1% 23.1% 23.1% 23.1% 50.0% 50.0% 50.0% 26.9% 76.9% Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.9 2.9 2.9 2.9 2.4 2.4 2.4 2.1 2.4 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) 6.2 6.2 6.2 6.2 6.1 6.1 6.1 5.8 6.1 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode Min Min Min Min C-Max C-Max C-Max None C-Max Act Effct Green (s) 16.4 16.4 16.4 16.4 58.9 58.9 58.9 101.6 101.3 Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.45 0.45 0.45 0.78 0.78 v/c Ratio 0.11 0.14 0.67 0.15 0.01 0.52 0.94 1.18 0.13 Control Delay 49.0 43.2 73.3 17.1 19.8 27.0 36.3 118.7 4.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.0 43.2 73.3 17.1 19.8 27.0 36.3 118.7 4.0 LOS DDEBBCDFA Approach Delay 45.3 60.5 31.7 85.1 Approach LOS D E C F Queue Length 50th (m) 4.2 6.0 27.8 0.2 0.7 75.6 124.8 ~190.5 9.2 Queue Length 95th (m) 11.1 14.6 45.5 9.4 3.1 94.0 #225.3 #291.4 16.6 Internal Link Dist (m) 53.7 177.2 220.3 181.8 Turn Bay Length (m) 27.0 40.0 75.0 Base Capacity (vph) 238 322 240 299 391 1535 906 685 2634 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.08 0.10 0.47 0.11 0.01 0.52 0.94 1.18 0.13 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.18 Intersection Signal Delay: 53.7 Intersection LOS: D Intersection Capacity Utilization 121.7% ICU Level of Service H Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 18: Sussex & King Edward
Description Synchro 7 - Report Existing PM 12: Hemlock & Birch
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 76 678 724 21 12 58 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) 80 714 762 22 13 61 Pedestrians 8 Lane Width (m) 3.7 Walking Speed (m/s) 1.2 Percent Blockage 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 792 1655 781 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 792 1655 781 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 90 87 84 cM capacity (veh/h) 823 97 392 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 80 714 784 74 Volume Left 80 0 0 13 Volume Right 0 0 22 61 cSH 823 1700 1700 257 Volume to Capacity 0.10 0.42 0.46 0.29 Queue Length 95th (m) 2.4 0.0 0.0 8.7 Control Delay (s) 9.8 0.0 0.0 24.5 Lane LOS A C Approach Delay (s) 1.0 0.0 24.5 Approach LOS C Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 60.5% ICU Level of Service B Analysis Period (min) 15
Description Synchro 7 - Report Existing PM 14: Hemlock & Aviation Parkway off West
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 0 310 1 0 0 53 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 326 1 0 0 56 Pedestrians 1 1 Lane Width (m) 3.7 3.7 Walking Speed (m/s) 1.2 1.2 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 362 pX, platoon unblocked vC, conflicting volume 2 328 3 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2 328 3 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 95 cM capacity (veh/h) 1619 665 1079 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 326 1 56 Volume Left 0 0 0 Volume Right 0 0 56 cSH 1700 1700 1079 Volume to Capacity 0.19 0.00 0.05 Queue Length 95th (m) 0.0 0.0 1.2 Control Delay (s) 0.0 0.0 8.5 Lane LOS A Approach Delay (s) 0.0 0.0 8.5 Approach LOS A Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 27.8% ICU Level of Service A Analysis Period (min) 15
Description Synchro 7 - Report Existing PM 15: Hemlock & Aviation Parkway On East
Movement EBL EBT WBT WBR SEL SER Lane Configurations Volume (veh/h) 334 12000 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) 352 12000 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 2 706 2 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2 706 2 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 78 100 100 cM capacity (veh/h) 1620 315 1082 Direction, Lane # EB 1 WB 1 Volume Total 353 2 Volume Left 352 0 Volume Right 0 0 cSH 1620 1700 Volume to Capacity 0.22 0.00 Queue Length 95th (m) 6.3 0.0 Control Delay (s) 7.8 0.0 Lane LOS A Approach Delay (s) 7.8 0.0 Approach LOS Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 29.6% ICU Level of Service A Analysis Period (min) 15
Description Synchro 7 - Report Existing PM 16: Aviation Parkway & Rockcliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 0 0 0 47 5 4 310 47 0 0 55 8 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 49 5 4 326 49 0 0 58 8 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 771 764 62 764 768 49 66 49 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 771 764 62 764 768 49 66 49 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 82 98 100 79 100 cM capacity (veh/h) 260 263 1003 268 261 1019 1535 1557 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total 59 326 49 66 Volume Left 49 326 0 0 Volume Right 4008 cSH 282 1535 1700 1700 Volume to Capacity 0.21 0.21 0.03 0.04 Queue Length 95th (m) 5.9 6.1 0.0 0.0 Control Delay (s) 21.1 8.0 0.0 0.0 Lane LOS CA Approach Delay (s) 21.1 6.9 0.0 Approach LOS C Intersection Summary Average Delay 7.7 Intersection Capacity Utilization 67.9% ICU Level of Service C Analysis Period (min) 15
Description Synchro 7 - Report Existing PM 17: Aviation Parkway & Rockcliffe South
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 0 182 00004073096990 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 2 0 192 000042832561040 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 708 871 104 899 708 591 104 754 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 708 871 104 899 708 591 104 754 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 80 100 100 100 100 99 cM capacity (veh/h) 348 287 950 206 357 507 1487 856 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 194 754 6 104 Volume Left 2060 Volume Right 192 325 0 0 cSH 933 1700 856 1700 Volume to Capacity 0.21 0.44 0.01 0.06 Queue Length 95th (m) 5.9 0.0 0.2 0.0 Control Delay (s) 9.9 0.0 9.2 0.0 Lane LOS A A Approach Delay (s) 9.9 0.0 0.5 Approach LOS A Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 67.9% ICU Level of Service C Analysis Period (min) 15
Description Synchro 7 - Report
Appendix C Background Traffic Growth Data
Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1043 of 1378 STATION VEHICLES Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH 3410 INBOUND CUMMINGS BRIDGE
1,200
1,000
800
600
400
200
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
WALK BIKE BUS LT AUTO
TOTAL OTHER PERIOD YEAR AUTO LT HT TAXI BUS VEH BIKE WALK PCU AMPKHR 08:15_09:15 2011 830 60 10 60 20 0 8 0 1,013 AMPKHR 08:00_09:00 2010 870 50 20 50 30 10 86 60 1,100 AMPKHR 08:00_09:00 2009 750 70 20 50 10 0 95 44 978 AMPKHR 08:00_09:00 2008 760 50 20 60 40 10 79 51 1,041 AMPKHR 08:00_09:00 2007 780 40 40 50 30 10 73 27 1,056 AMPKHR 08:00_09:00 2006 500 270 20 50 30 0 53 41 933 AMPKHR 08:00_09:00 2005 590 280 20 30 30 0 68 37 1,040 AMPKHR 08:00_09:00 2004 610 300 30 60 30 0 61 15 1,130 AMPKHR 08:00_09:00 2003 640 330 20 50 30 0 43 50 1,158 AMPKHR 08:15_09:15 2002 580 270 40 60 30 0 18 36 1,044 AMPKHR 07:45_08:45 2001 680 270 30 40 20 0 62 52 1,105 AMPKHR 07:30_08:30 2000 570 240 20 30 20 0 65 29 955 AMPKHR 07:45_08:45 1999 590 190 30 50 20 10 83 45 973 AMPKHR 07:45_08:45 1998 520 160 20 40 20 10 43 47 823 AMPKHR 07:30_08:30 1997 550 170 10 40 20 10 72 50 857 AMPKHR 07:45_08:45 1996 570 150 20 20 20 0 68 47 858 AMPKHR 08:00_09:00 1995 610 170 30 40 30 10 66 30 963
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1044 of 1378 STATION VEHICLES Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH 3410 OUTBOUND CUMMINGS BRIDGE
1,000
800
600
400
200
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
WALK BIKE BUS LT AUTO
TOTAL OTHER PERIOD YEAR AUTO LT HT TAXI BUS VEH BIKE WALK PCU AMPKHR 08:00_09:00 2011 720 60 10 40 30 0 0 0 889 AMPKHR 08:00_09:00 2010 740 50 10 30 30 10 49 20 910 AMPKHR 07:45_08:45 2009 610 30 10 20 20 0 27 19 713 AMPKHR 08:00_09:00 2008 690 30 30 30 20 10 32 49 854 AMPKHR 08:00_09:00 2007 750 30 20 40 20 0 29 47 885 AMPKHR 07:30_08:30 2006 570 290 20 20 20 0 27 21 963 AMPKHR 08:00_09:00 2005 560 250 20 20 20 0 29 0 916 AMPKHR 07:30_08:30 2004 520 240 10 30 20 0 29 48 851 AMPKHR 07:45_08:45 2003 560 240 10 30 20 0 26 21 901 AMPKHR 07:45_08:45 2002 590 230 30 40 20 0 14 36 972 AMPKHR 07:15_08:15 2001 590 250 0 20 20 0 17 58 890 AMPKHR 07:30_08:30 2000 570 200 20 30 20 10 35 51 893 AMPKHR 07:30_08:30 1999 520 190 20 20 20 10 48 44 824 AMPKHR 07:30_08:30 1998 470 160 10 20 20 10 33 62 726 AMPKHR 07:45_08:45 1997 450 140 20 30 20 0 38 41 711 AMPKHR 07:30_08:30 1996 410 110 20 10 20 0 29 25 607 AMPKHR 08:00_09:00 1995 550 160 20 30 10 0 38 45 799
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1045 of 1378 STATION VEHICLES Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH 4405 INBOUND ST. PATRICK STREET BRIDGE
2,000
1,600
1,200
800
400
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
WALK BIKE BUS LT AUTO
TOTAL OTHER PERIOD YEAR AUTO LT HT TAXI BUS VEH BIKE WALK PCU AMPKHR 08:00_09:00 2011 1,090 30 10 10 30 10 141 51 1,293 AMPKHR 08:00_09:00 2010 1,210 30 10 30 20 10 108 28 1,391 AMPKHR 08:00_09:00 2009 1,140 50 10 20 20 0 121 72 1,326 AMPKHR 08:00_09:00 2008 1,390 60 10 30 20 10 112 35 1,605 AMPKHR 07:45_08:45 2007 1,360 40 10 20 20 20 114 50 1,548 AMPKHR 08:00_09:00 2006 950 410 20 30 20 10 89 38 1,525 AMPKHR 08:00_09:00 2005 1,110 560 10 10 20 10 103 7 1,804 AMPKHR 08:00_09:00 2004 1,120 570 20 20 20 0 71 55 1,831 AMPKHR 07:45_08:45 2003 1,050 260 0 40 20 0 75 21 1,439 AMPKHR 08:00_09:00 2002 1,150 360 10 20 20 0 52 37 1,604 AMPKHR 07:45_08:45 2001 1,190 280 0 20 10 10 113 74 1,576 AMPKHR 07:45_08:45 2000 1,010 320 10 20 10 0 122 27 1,457 AMPKHR 08:00_09:00 1999 870 160 0 20 10 10 87 2 1,108 AMPKHR 07:45_08:45 1998 1,000 290 10 30 20 10 101 40 1,429 AMPKHR 07:45_08:45 1997 1,020 330 10 10 20 10 110 22 1,474 AMPKHR 07:45_08:45 1996 910 260 10 10 20 10 100 35 1,297 AMPKHR 08:00_09:00 1995 890 200 20 20 10 10 112 14 1,225
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1046 of 1378 STATION VEHICLES Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH 4405 OUTBOUND ST. PATRICK STREET BRIDGE
1,800
1,600
1,400
1,200
1,000
800
600
400
200
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
WALK BIKE BUS LT AUTO
TOTAL OTHER PERIOD YEAR AUTO LT HT TAXI BUS VEH BIKE WALK PCU AMPKHR 07:15_08:15 2011 1,590 40 10 10 20 10 13 13 1,655 AMPKHR 07:30_08:30 2010 1,290 40 10 20 20 10 7 6 1,351 AMPKHR 08:15_09:15 2009 1,160 40 10 20 30 0 16 9 1,246 AMPKHR 07:15_08:15 2008 1,340 60 0 20 10 20 25 2 1,447 AMPKHR 07:15_08:15 2007 1,310 30 10 20 20 10 20 0 1,386 AMPKHR 07:00_08:00 2006 990 490 10 20 20 10 16 7 1,530 AMPKHR 07:30_08:30 2005 980 450 20 20 20 0 16 5 1,494 AMPKHR 07:30_08:30 2004 1,030 470 10 30 20 0 22 13 1,588 AMPKHR 07:30_08:30 2003 1,080 450 10 30 20 0 19 7 1,605 AMPKHR 07:15_08:15 2002 980 450 10 20 20 0 8 8 1,488 AMPKHR 07:00_08:00 2001 970 440 10 20 20 0 16 6 1,438 AMPKHR 07:00_08:00 2000 900 450 10 20 10 10 20 4 1,387 AMPKHR 07:30_08:30 1999 920 330 10 10 10 0 24 12 1,289 AMPKHR 07:00_08:00 1998 970 400 10 20 10 10 23 2 1,420 AMPKHR 07:15_08:15 1997 1,010 400 20 10 10 10 28 0 1,447 AMPKHR 07:00_08:00 1996 1,010 390 0 10 10 10 28 6 1,419 AMPKHR 07:00_08:00 1995 850 380 10 10 10 10 19 0 1,256
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1047 of 1378 STATION VEHICLES Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH 9306 INBOUND EAST BYTOWN BRIDGE
2,000
1,600
1,200
800
400
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
WALK BIKE BUS LT AUTO
TOTAL OTHER PERIOD YEAR AUTO LT HT TAXI BUS VEH BIKE WALK PCU AMPKHR 07:30_08:30 2011 1,190 0 0 10 0 20 91 7 1,280 AMPKHR 08:00_09:00 2010 1,210 10 0 0 0 20 54 7 1,271 AMPKHR 07:45_08:45 2009 1,260 10 0 30 10 30 44 4 1,366 AMPKHR 07:30_08:30 2008 790 10 0 30 10 10 26 2 861 AMPKHR 07:45_08:45 2007 1,170 10 0 20 10 0 62 0 1,259 AMPKHR 07:30_08:30 2006 880 360 0 0 10 20 43 31 1,293 AMPKHR 07:30_08:30 2005 640 290 0 10 0 20 26 7 967 AMPKHR 07:30_08:30 2004 710 240 0 0 0 20 35 6 1,006 AMPKHR 07:30_08:30 2003 900 330 0 10 0 0 28 6 1,261 AMPKHR 07:45_08:45 2002 840 270 0 0 0 20 22 6 1,153 AMPKHR 07:45_08:45 2001 1,320 430 0 10 10 10 31 22 1,802 AMPKHR 07:30_08:30 2000 870 250 0 10 10 20 59 37 1,193 AMPKHR 07:45_08:45 1999 760 220 0 10 10 10 60 29 1,054 AMPKHR 07:45_08:45 1998 640 190 0 0 10 10 57 3 884 AMPKHR 07:45_08:45 1997 830 190 0 10 10 10 55 23 1,087 AMPKHR 07:45_08:45 1996 820 160 0 10 0 10 54 16 1,027 AMPKHR 07:45_08:45 1995 670 130 0 0 10 10 64 11 854
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1048 of 1378 STATION VEHICLES Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH 9306 OUTBOUND EAST BYTOWN BRIDGE
1,400
1,200
1,000
800
600
400
200
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
WALK BIKE BUS LT AUTO
TOTAL OTHER PERIOD YEAR AUTO LT HT TAXI BUS VEH BIKE WALK PCU AMPKHR 07:15_08:15 2011 660 20 0 10 10 10 0 0 670 AMPKHR 07:15_08:15 2010 870 10 10 0 10 10 22 6 907 AMPKHR 07:15_08:15 2009 980 10 10 10 10 10 13 5 1,017 AMPKHR 07:45_08:45 2008 1,280 10 0 30 10 0 58 40 1,379 AMPKHR 07:45_08:45 2007 820 20 10 0 10 0 18 2 859 AMPKHR 07:30_08:30 2006 540 190 0 10 10 10 15 3 749 AMPKHR 07:30_08:30 2005 420 160 10 10 10 0 10 1 619 AMPKHR 07:15_08:15 2004 440 170 10 10 10 10 12 10 650 AMPKHR 07:00_08:00 2003 440 180 0 0 10 10 14 1 635 AMPKHR 07:45_08:45 2002 490 180 10 10 10 10 13 3 712 AMPKHR 07:30_08:30 2001 680 210 0 10 10 0 14 3 912 AMPKHR 07:15_08:15 2000 540 190 10 0 10 10 24 1 766 AMPKHR 07:15_08:15 1999 510 180 10 10 10 10 17 2 731 AMPKHR 07:15_08:15 1998 480 150 0 0 10 10 25 3 662 AMPKHR 07:30_08:30 1997 440 130 0 10 10 10 26 1 605 AMPKHR 07:30_08:30 1996 450 110 0 0 10 0 30 7 594 AMPKHR 07:15_08:15 1995 360 100 10 10 10 10 16 1 481
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1049 of 1378 STATION VEHICLES Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH 50590 INBOUND EAST MINTO BRIDGE
450
400
350
300
250
200
150
100
50
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
WALK BIKE BUS LT AUTO
TOTAL OTHER PERIOD YEAR AUTO LT HT TAXI BUS VEH BIKE WALK PCU AMPKHR 08:00_09:00 2011 220 10 0 0 0 0 0 0 229 AMPKHR 08:00_09:00 2010 190 0 0 0 0 0 75 100 231 AMPKHR 08:15_09:15 2009 140 0 0 0 0 0 48 99 171 AMPKHR 08:00_09:00 2007 190 0 0 0 0 0 67 96 235 AMPKHR 08:00_09:00 2006 120 40 0 10 0 0 50 112 195 AMPKHR 08:00_09:00 2005 200 70 0 10 0 0 55 72 305 AMPKHR 08:00_09:00 2003 200 60 0 0 0 0 61 91 289 AMPKHR 07:45_08:45 2002 90 30 0 0 0 0 37 52 140 AMPKHR 07:45_08:45 2001 160 50 0 0 0 0 46 82 231 AMPKHR 08:00_09:00 2000 110 20 0 0 0 0 54 79 164 AMPKHR 08:00_09:00 1999 120 40 0 0 0 0 53 81 186 AMPKHR 08:00_09:00 1998 110 40 0 0 0 0 45 78 173 AMPKHR 08:00_09:00 1997 110 30 0 0 0 0 50 62 167 AMPKHR 08:00_09:00 1996 90 20 0 0 0 0 49 73 136
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1050 of 1378 STATION VEHICLES Classification & Occupancy Counts Planning, Transit and the Environment Department
33 RIDEAU RIVER NORTH 50590 OUTBOUND EAST MINTO BRIDGE
120
100
80
60
40
20
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
WALK BIKE BUS LT AUTO
TOTAL OTHER PERIOD YEAR AUTO LT HT TAXI BUS VEH BIKE WALK PCU AMPKHR 08:00_09:00 2011 60000 0 00058 AMPKHR 08:00_09:00 2010 60 0 0 0 0 0 12 14 37 AMPKHR 07:00_08:00 2009 50000 0 014942 AMPKHR 08:00_09:00 2007 40 0 0 0 0 0 11 10 24 AMPKHR 08:00_09:00 2006 50 30 0 0 0 0 7 5 61 AMPKHR 07:00_08:00 2005 70 20 0 0 0 0 22 4 89 AMPKHR 07:45_08:45 2003 50 10 0 0 0 0 2 3 35 AMPKHR 08:30_09:30 2002 30 20 0 0 0 0 4 10 37 AMPKHR 08:00_09:00 2001 30 10 0 10 0 0 9 11 34 AMPKHR 07:00_08:00 2000 20 10 0 0 0 0 5 9 16 AMPKHR 08:00_09:00 1999 30 10 0 0 0 0 5 9 25 AMPKHR 08:00_09:00 1998 30 10 0 0 0 0 6 18 21 AMPKHR 08:15_09:15 1997 30 10 0 0 0 0 14 17 26 AMPKHR 08:15_09:15 1996 40 10 0 0 0 0 7 11 30
Note: All volume data are expressed as Vehicles. 05-February-2012 Page 1051 of 1378 STATION VEHICLES
Appendix D Proposed Northbound Off-Ramp
Aviation Parkway to Hemlock
PROPOSED AVIATION PKWY N-E OFF-RAMP
10+000000 M A
10 942
. + 050 07 :
999
+ 00 : 9 EX B TAC STANDARDS:
I O 11 STIN G AV P IATION AVIATION PARKWAY POSTED SPEED =60KM/H PK 40 WY .00 AVIATION PARKWAY DESIGN SPEED =70KM/H 2014 E,W R / -N IGHT RA -TUR MP STOR N 06 AG PROPOSED N-E RAMP DESIGN SPEED= 50 km/h
/ E LANE
19 MIN.RADIUS= 100m (TAC, Table 2.1.2.5)
3.50 1 m 0 LAN R + MAX.SUPERELEVATION= 4%( TAC,Table 2.1.2.5) E IG 100 : 3.50 H 68 e m T t LAN . MIN. TAPER LENGTH Lt= 65m( TAC,Table 2.4.6.2) E -T 90 a U R D 41 .00 N LENGTH OF DECELERATION Ld= 75-105m( TAC,Table,2.4.6.2) t T
o SP A l IR P AL E 6 P R R 00 . =1 7 20 C .0 00 U 0 6 R + VE 00
10 .
S
.
T 048
+
D 0
1
C R 541 4 296 10 . . S 1 4 S + .00 33 15 P 1 07 0 K I + + R A 10 10 17 C L T S S AN T C .7 O G 3 E L 5 N .00 T 7 M m 10+42 L 35 E A 296 SP . . 1 N 00 10
+ 0 6 M H E 200 +40
I 168 10 7
.54 R 3
A +
5 A .
0 1 7 1 L 1
+ C 2 4
53 S : 10 +
T 10+250 0
S 0+350 1
57 1 E
: 10+ 300 O
8 302
. P 10
25
. 86
3 3
302 .
PR + 22 258 OP
. ER + T 10
622 Y L . I 364
0 N E T 622
2014
1 . +
/ S R 258 = S 00 + .
15 276 10 65 C 7 + 298 06
0 S t) .0 . 10 1 / A 00 L 4 C + (
V U C R T E I 10 AT R AP ENT S T V 10 IO S 19 N E ANG T PK C T W S Y PROPOSED BARRIER CURB
: 00 100.06 22. d ) 35.00 TH ( Ld L e G A LEN SPIR v 29. SPIR 37 22 DECELERATION a AL .00 R=300.00 TAM S GENT SPIR t AL CURVE s a L
PLAN
86 86 gn D . LL
A 84 84 R E PVI =10+427.376 OV - 82 Elev =80.788 82 01 P R ) ) - PVI =10+122.717 80 PROPOSED ELEVATIONS 80 m m OA Elev =75.514 AT CENTRELINE BULLNOSE ( ( T AVIATION PKWY L = 70.000m .73% 717 1
(APPROXIMATE . S K = 21.41 S 3138 78 LOCATION) e = -0.286m 78 O 087 T
763 \ + . ON ON I I on 10 73 ti
T C HEMLOCK ROAD T L = a =
t 76 76
n v C 717 e . e V l s VA VA e B E r P 157
74 74 120 + p PVI =9+999.942 . EXISTING GROUND m ELE ELE 10 76 a Elev =70.197 = =
R %
5.00 v E 72 C 72 - e V l N
E E y - % w 2.06%2.50 k
P 70 70
0.50% Elev =70.180
on PVI =10+016.058 ti a i Elev =70.050 v 68 68 A \ PVI =10+010.859 c s i
M Elev =70.035 - 66 66
20 PVI =10+007.862
\ HORIZONTAL
S 0m 10 20 40 G W 11 11 20 34 75 98 35 38 39 D . . Existing ...... \ 0m 2 4 8
Elevations: 75 75 70 73 75 76 78 79 80
OA VERTICAL T \ 31 97 72 20 88 34 85 58 45
Proposed ......
3138 Elevations: 80 75 77 70 71 74 76 78 79 O T \ O 000 050 100 150 200 250 300 350 400
S Stations: + + + + + + + + + I :\ H 10 10 10 10 10 10 10 10 10 s : FOR DISCUSSION PURPOSES ONLY ' t n on NOT FOR CONSTRUCTION a ti lt a u June 19, 2014 m s r
o PROFILE f on n C I
Appendix E SYNCHRO Capacity Analysis: Phase 1 Projected Conditions
Projected AM - Phase 1 8: Aviation Parkway & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 30 807 176 216 1333 71 238 160 162 206 188 Lane Group Flow (vph) 32 849 185 227 1403 75 251 168 171 217 238 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 52216638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 10.9 33.8 33.8 10.9 33.8 33.8 10.9 27.2 27.2 10.9 27.2 Total Split (s) 13.0 49.0 49.0 22.0 58.0 58.0 21.0 28.0 28.0 21.0 28.0 Total Split (%) 10.8% 40.8% 40.8% 18.3% 48.3% 48.3% 17.5% 23.3% 23.3% 17.5% 23.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.1 2.1 2.2 2.1 2.1 2.2 2.5 2.5 2.2 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.8 5.8 5.9 5.8 5.8 5.9 6.2 6.2 5.9 6.2 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) 54.6 48.3 48.3 67.5 59.9 59.9 35.4 20.2 20.2 34.3 19.7 Actuated g/C Ratio 0.46 0.40 0.40 0.56 0.50 0.50 0.30 0.17 0.17 0.29 0.16 v/c Ratio 0.21 0.62 0.26 0.67 0.83 0.09 0.83 0.56 0.43 0.61 0.83 Control Delay 13.4 34.2 12.0 36.7 26.1 2.0 55.6 59.1 27.5 37.9 70.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.4 34.2 12.0 36.7 26.1 2.0 55.6 59.1 27.5 37.9 70.1 LOS BCBDCAEECDE Approach Delay 29.7 26.4 48.4 54.7 Approach LOS CCDD Queue Length 50th (m) 4.2 98.6 12.4 31.3 74.7 0.0 61.0 41.8 20.8 37.3 52.1 Queue Length 95th (m) m6.6 122.2 m28.6 m48.1 #209.1 m1.6 m#79.8 m54.4 m31.3 58.0 #86.8 Internal Link Dist (m) 647.9 660.8 1141.1 1014.8 Turn Bay Length (m) 50.0 30.0 50.0 17.0 44.0 44.0 Base Capacity (vph) 159 1365 705 369 1691 792 307 324 413 368 318 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.20 0.62 0.26 0.62 0.83 0.09 0.82 0.52 0.41 0.59 0.75 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 45 (38%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 34.1 Intersection LOS: C Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: Aviation Parkway & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 9: Carsons/Codds & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 90 794 88 1288 88 10 6 6 Lane Group Flow (vph) 95 963 93 1381 93 43 6 111 Turn Type pm+pt NA Perm NA Perm NA Perm NA Protected Phases 5 2684 Permitted Phases 2684 Detector Phase 52668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 29.0 35.5 35.5 35.5 35.5 Total Split (s) 13.0 80.0 67.0 67.0 40.0 40.0 40.0 40.0 Total Split (%) 10.8% 66.7% 55.8% 55.8% 33.3% 33.3% 33.3% 33.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.3 2.3 2.3 2.3 3.2 3.2 3.2 3.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None C-Max C-Max C-Max Max Max None None Act Effct Green (s) 74.0 74.0 61.2 61.2 33.5 33.5 33.5 33.5 Actuated g/C Ratio 0.62 0.62 0.51 0.51 0.28 0.28 0.28 0.28 v/c Ratio 0.54 0.47 0.35 0.80 0.28 0.09 0.02 0.23 Control Delay 26.7 26.2 22.3 28.9 36.6 14.8 31.7 8.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.7 26.2 22.3 28.9 36.6 14.8 31.7 8.2 LOS CCCCDBCA Approach Delay 26.3 28.5 29.7 9.4 Approach LOS C C C A Queue Length 50th (m) 17.0 108.9 12.7 137.4 17.1 1.9 1.0 1.0 Queue Length 95th (m) m26.9 123.2 26.2 167.2 31.8 10.6 4.3 14.4 Internal Link Dist (m) 660.8 455.6 89.0 108.9 Turn Bay Length (m) 70.0 65.0 32.0 22.0 Base Capacity (vph) 178 2043 267 1723 336 457 359 492 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.53 0.47 0.35 0.80 0.28 0.09 0.02 0.23 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 13 (11%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.80 Intersection Signal Delay: 26.9 Intersection LOS: C Intersection Capacity Utilization 83.2% ICU Level of Service E Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 9: Carsons/Codds & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 10: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 89 595 59 1082 96 9 93 18 Lane Group Flow (vph) 94 686 62 1262 101 81 98 108 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 47.0 47.0 47.0 47.0 33.0 33.0 33.0 33.0 Total Split (%) 58.8% 58.8% 58.8% 58.8% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 59.1 59.1 59.1 59.1 12.9 12.9 12.9 12.9 Actuated g/C Ratio 0.74 0.74 0.74 0.74 0.16 0.16 0.16 0.16 v/c Ratio 0.37 0.28 0.12 0.51 0.53 0.27 0.49 0.38 Control Delay 12.3 5.2 2.9 2.9 40.3 11.0 38.2 19.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.3 5.2 2.9 2.9 40.3 11.0 38.2 19.8 LOS BAAADBDB Approach Delay 6.1 2.9 27.3 28.6 Approach LOS A A C C Queue Length 50th (m) 5.1 17.4 1.6 21.3 14.4 1.2 13.9 7.5 Queue Length 95th (m) 20.1 31.6 m2.5 23.8 27.0 11.3 25.9 19.4 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 251 2475 515 2463 392 551 412 532 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.37 0.28 0.12 0.51 0.26 0.15 0.24 0.20 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 30 (38%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.53 Intersection Signal Delay: 7.8 Intersection LOS: A Intersection Capacity Utilization 79.8% ICU Level of Service D Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Bathgate/Burma & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 11: Blair & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 28 520 228 176 1230 32 224 47 48 12 137 Lane Group Flow (vph) 29 547 240 185 1295 34 236 49 51 13 248 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 22266688844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 29.3 29.3 29.3 29.3 29.3 29.3 40.0 40.0 40.0 40.0 40.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.6 3.7 3.7 3.7 3.7 3.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 6.3 6.3 7.0 7.0 7.0 7.0 7.0 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None None Act Effct Green (s) 43.5 43.5 43.5 43.5 43.5 43.5 23.2 23.2 23.2 23.2 23.2 Actuated g/C Ratio 0.54 0.54 0.54 0.54 0.54 0.54 0.29 0.29 0.29 0.29 0.29 v/c Ratio 0.22 0.30 0.26 0.43 0.70 0.04 0.83 0.09 0.11 0.03 0.50 Control Delay 15.8 9.4 1.5 17.7 18.4 2.2 48.8 18.0 5.5 16.5 24.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.8 9.4 1.5 17.7 18.4 2.2 48.8 18.0 5.5 16.5 24.1 LOS BAABBADBABC Approach Delay 7.3 17.9 37.7 23.7 Approach LOS A B D C Queue Length 50th (m) 1.6 15.7 0.0 15.7 71.5 0.0 33.2 5.4 0.0 1.4 28.9 Queue Length 95th (m) 10.8 27.7 3.7 41.7 #136.3 2.9 50.5 10.5 6.0 4.3 40.7 Internal Link Dist (m) 774.7 1084.9 1309.5 382.1 Turn Bay Length (m) 65.0 25.0 65.0 15.0 25.0 30.0 15.0 Base Capacity (vph) 130 1841 920 426 1841 827 405 735 645 531 694 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.22 0.30 0.26 0.43 0.70 0.04 0.58 0.07 0.08 0.02 0.36 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 70 (88%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Capacity Utilization 94.4% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 11: Blair & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 14 28 442 79 202 489 143 6 247 Lane Group Flow (vph) 15 29 465 83 230 515 171 0 324 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 39.8 40.1 21.1 Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.57 0.57 0.30 v/c Ratio 0.06 0.06 0.64 0.24 0.50 0.85 0.17 0.34 Control Delay 20.4 20.1 7.0 22.9 26.0 26.5 6.9 17.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.4 20.1 7.0 22.9 26.0 26.5 6.9 17.8 LOS CCACCCA B Approach Delay 8.1 25.2 21.6 17.8 Approach LOS A C C B Queue Length 50th (m) 1.5 2.9 0.0 8.6 24.9 37.9 8.6 15.0 Queue Length 95th (m) 5.7 8.5 20.8 19.0 44.2 #82.1 16.6 24.7 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 255 461 731 339 459 604 1006 965 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.06 0.06 0.64 0.24 0.50 0.85 0.17 0.34 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 29 (41%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Capacity Utilization 75.8% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Delcan Synchro 8 - Report Projected AM - Phase 1 15: St. Laurent & Montreal
Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 29 521 284 772 149 138 221 251 457 Lane Group Flow (vph) 31 553 299 813 157 145 385 264 539 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Protected Phases 5216 3874 Permitted Phases 2 6 6 Detector Phase 521663874 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 34.2 10.9 34.2 34.2 10.5 31.0 10.5 31.0 Total Split (s) 11.0 36.0 25.0 50.0 50.0 28.0 31.0 28.0 31.0 Total Split (%) 9.2% 30.0% 20.8% 41.7% 41.7% 23.3% 25.8% 23.3% 25.8% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.9 2.6 2.9 2.9 2.2 2.7 2.2 2.7 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) 5.9 6.2 5.9 6.2 6.2 5.5 6.0 5.5 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None None None None Act Effct Green (s) 46.2 39.9 63.2 55.6 55.6 15.5 18.1 21.3 23.9 Actuated g/C Ratio 0.38 0.33 0.53 0.46 0.46 0.13 0.15 0.18 0.20 v/c Ratio 0.11 0.49 0.67 0.52 0.21 0.67 0.68 0.88 0.80 Control Delay 18.9 36.1 35.7 31.4 12.9 82.4 24.0 77.1 54.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.9 36.1 35.7 31.4 12.9 82.4 24.0 77.1 54.6 LOS BDDCBFCED Approach Delay 35.2 30.1 40.0 62.0 Approach LOS D C D E Queue Length 50th (m) 3.5 56.1 45.6 61.2 7.1 36.4 13.0 60.4 62.3 Queue Length 95th (m) 9.5 80.8 m63.0 76.7 m12.2 m42.3 m0.0 #103.0 81.1 Internal Link Dist (m) 1631.7 647.9 2018.9 1019.4 Turn Bay Length (m) 70.0 70.0 30.0 75.0 90.0 Base Capacity (vph) 281 1126 469 1570 735 317 735 317 719 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.11 0.49 0.64 0.52 0.21 0.46 0.52 0.83 0.75 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 80 (67%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 40.7 Intersection LOS: D Intersection Capacity Utilization 93.1% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 15: St. Laurent & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 12: Aviation Parkway & Rockcliffe South
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 1 303 00002924912810 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 2 1 319 00003075212960 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 631 657 296 951 631 333 296 359 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 631 657 296 951 631 333 296 359 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 57 100 100 100 100 100 cM capacity (veh/h) 393 384 744 137 398 709 1266 1200 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 322 359 1 296 Volume Left 2010 Volume Right 319 52 0 0 cSH 737 1700 1200 1700 Volume to Capacity 0.44 0.21 0.00 0.17 Queue Length 95th (m) 17.0 0.0 0.0 0.0 Control Delay (s) 13.6 0.0 8.0 0.0 Lane LOS B A Approach Delay (s) 13.6 0.0 0.0 Approach LOS B Intersection Summary Average Delay 4.5 Intersection Capacity Utilization 62.4% ICU Level of Service B Analysis Period (min) 15
Delcan Synchro 8 - Report Projected AM - Phase 1 14: Aviation Parkway & Rockliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 0 0 0 310 4 3 300 31 0000 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 326 4 3 316 33 0000 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 669 664 0 664 664 33 0 33 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 669 664 0 664 664 33 0 33 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 99 100 81 100 cM capacity (veh/h) 311 307 1085 318 307 1041 1623 1579 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total 334 316 33 0 Volume Left 326 316 0 0 Volume Right 3000 cSH 320 1623 1700 1700 Volume to Capacity 1.04 0.19 0.02 0.00 Queue Length 95th (m) 91.8 5.5 0.0 0.0 Control Delay (s) 99.2 7.8 0.0 0.0 Lane LOS FA Approach Delay (s) 99.2 7.0 0.0 Approach LOS F Intersection Summary Average Delay 52.1 Intersection Capacity Utilization 62.4% ICU Level of Service B Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM - Phase 1 8: Aviation Parkway & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 13 1134 174 146 914 121 252 262 164 136 211 Lane Group Flow (vph) 14 1194 183 154 962 127 265 276 173 143 267 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 52216638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 10.9 33.8 33.8 10.9 33.8 33.8 10.9 27.2 27.2 10.9 27.2 Total Split (s) 15.0 57.0 57.0 15.0 57.0 57.0 18.0 30.0 30.0 18.0 30.0 Total Split (%) 12.5% 47.5% 47.5% 12.5% 47.5% 47.5% 15.0% 25.0% 25.0% 15.0% 25.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.1 2.1 2.2 2.1 2.1 2.2 2.5 2.5 2.2 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.8 5.8 5.9 5.8 5.8 5.9 6.2 6.2 5.9 6.2 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) 59.2 53.3 53.3 66.9 63.4 63.4 35.0 22.6 22.6 33.1 21.6 Actuated g/C Ratio 0.49 0.44 0.44 0.56 0.53 0.53 0.29 0.19 0.19 0.28 0.18 v/c Ratio 0.05 0.79 0.25 0.74 0.54 0.15 1.01 0.82 0.43 0.57 0.85 Control Delay 13.8 25.1 6.9 44.0 36.1 14.3 92.9 67.2 9.5 37.9 70.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.8 25.1 6.9 44.0 36.1 14.3 92.9 67.2 9.5 37.9 70.0 LOS BCADDBFEADE Approach Delay 22.6 34.9 62.7 58.8 Approach LOS C C E E Queue Length 50th (m) 1.3 81.5 4.6 30.2 115.4 7.9 47.7 62.2 0.0 23.7 58.3 Queue Length 95th (m) m1.4 m84.0 m4.9 #48.9 144.8 28.2 #91.2 #101.0 18.4 39.6 #96.7 Internal Link Dist (m) 647.9 660.8 1140.1 1014.8 Turn Bay Length (m) 50.0 30.0 50.0 17.0 44.0 44.0 Base Capacity (vph) 313 1506 724 211 1790 827 263 353 417 266 345 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.04 0.79 0.25 0.73 0.54 0.15 1.01 0.78 0.41 0.54 0.77 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 93 (78%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.01 Intersection Signal Delay: 38.2 Intersection LOS: D Intersection Capacity Utilization 93.3% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: Aviation Parkway & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 9: Carsons/Codds & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 102 1368 24 953 56 9 33 5 Lane Group Flow (vph) 107 1498 25 1023 59 29 35 140 Turn Type pm+pt NA Perm NA Perm NA Perm NA Protected Phases 5 2684 Permitted Phases 2684 Detector Phase 52668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 29.0 35.5 35.5 35.5 35.5 Total Split (s) 15.0 82.0 67.0 67.0 38.0 38.0 38.0 38.0 Total Split (%) 12.5% 68.3% 55.8% 55.8% 31.7% 31.7% 31.7% 31.7% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.3 2.3 2.3 2.3 3.2 3.2 3.2 3.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None C-Max C-Max C-Max Max Max None None Act Effct Green (s) 76.0 76.0 61.9 61.9 31.5 31.5 31.5 31.5 Actuated g/C Ratio 0.63 0.63 0.52 0.52 0.26 0.26 0.26 0.26 v/c Ratio 0.37 0.70 0.20 0.59 0.20 0.07 0.10 0.30 Control Delay 11.9 11.7 18.8 18.3 36.9 17.6 34.7 8.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.9 11.7 18.8 18.3 36.9 17.6 34.7 8.1 LOS BBBBDBCA Approach Delay 11.7 18.4 30.5 13.4 Approach LOS B B C B Queue Length 50th (m) 6.9 55.6 2.6 71.1 10.9 1.6 6.3 0.9 Queue Length 95th (m) m10.6 70.4 7.8 84.1 22.4 9.0 14.6 16.1 Internal Link Dist (m) 660.8 455.6 89.0 108.9 Turn Bay Length (m) 70.0 65.0 32.0 22.0 Base Capacity (vph) 304 2129 122 1742 289 435 345 474 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.35 0.70 0.20 0.59 0.20 0.07 0.10 0.30 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 115 (96%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 14.7 Intersection LOS: B Intersection Capacity Utilization 100.9% ICU Level of Service G Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 9: Carsons/Codds & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 10: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 75 987 91 698 90 25 122 16 Lane Group Flow (vph) 79 1155 96 827 95 123 128 121 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 85.0 85.0 85.0 85.0 35.0 35.0 35.0 35.0 Total Split (%) 70.8% 70.8% 70.8% 70.8% 29.2% 29.2% 29.2% 29.2% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 89.2 89.2 89.2 89.2 18.3 18.3 18.3 18.3 Actuated g/C Ratio 0.74 0.74 0.74 0.74 0.15 0.15 0.15 0.15 v/c Ratio 0.18 0.47 0.33 0.33 0.58 0.39 0.75 0.39 Control Delay 4.0 3.6 10.3 6.1 59.6 16.1 73.4 14.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.0 3.6 10.3 6.1 59.6 16.1 73.4 14.5 LOS AABAEBEB Approach Delay 3.6 6.5 35.0 44.7 Approach LOS A A D D Queue Length 50th (m) 2.2 16.2 6.7 29.3 21.0 5.4 29.2 3.5 Queue Length 95th (m) m3.5 20.6 20.0 48.7 36.1 20.8 47.1 18.7 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 428 2474 289 2469 259 440 267 425 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.18 0.47 0.33 0.33 0.37 0.28 0.48 0.28 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 11.2 Intersection LOS: B Intersection Capacity Utilization 77.3% ICU Level of Service D Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Bathgate/Burma & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 11: Blair & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 47 1474 225 103 644 24 271 84 178 44 116 Lane Group Flow (vph) 49 1552 237 108 678 25 285 88 187 46 153 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 22266688844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 29.3 29.3 29.3 29.3 29.3 29.3 40.0 40.0 40.0 40.0 40.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.6 3.7 3.7 3.7 3.7 3.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 6.3 6.3 7.0 7.0 7.0 7.0 7.0 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None None Act Effct Green (s) 41.8 41.8 41.8 41.8 41.8 41.8 24.9 24.9 24.9 24.9 24.9 Actuated g/C Ratio 0.52 0.52 0.52 0.52 0.52 0.52 0.31 0.31 0.31 0.31 0.31 v/c Ratio 0.15 0.88 0.29 1.21 0.38 0.03 0.78 0.16 0.38 0.12 0.28 Control Delay 14.3 26.7 8.8 193.3 13.6 1.3 38.9 18.2 16.7 17.5 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.3 26.7 8.8 193.3 13.6 1.3 38.9 18.2 16.7 17.5 17.5 LOS BCAFBADBBBB Approach Delay 24.1 37.1 28.2 17.5 Approach LOS C D C B Queue Length 50th (m) 3.7 105.1 10.8 ~20.6 31.0 0.0 38.4 9.5 16.0 4.9 14.8 Queue Length 95th (m) 11.7 #181.5 28.7 #43.3 52.3 1.5 57.3 16.6 27.5 10.4 24.3 Internal Link Dist (m) 774.7 1084.9 1309.5 382.1 Turn Bay Length (m) 65.0 25.0 65.0 15.0 25.0 30.0 15.0 Base Capacity (vph) 337 1770 825 89 1770 793 485 735 638 510 725 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.15 0.88 0.29 1.21 0.38 0.03 0.59 0.12 0.29 0.09 0.21 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 75 (94%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.21 Intersection Signal Delay: 27.5 Intersection LOS: C Intersection Capacity Utilization 97.7% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 11: Blair & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 24 141 442 49 46 625 192 10 173 Lane Group Flow (vph) 25 148 465 52 55 658 279 0 215 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 39.8 40.1 21.1 Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.57 0.57 0.30 v/c Ratio 0.08 0.32 0.63 0.17 0.12 1.03 0.28 0.23 Control Delay 20.5 23.4 6.8 22.0 18.8 60.8 7.2 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.5 23.4 6.8 22.0 18.8 60.8 7.2 17.5 LOS CCACBEA B Approach Delay 11.2 20.3 44.8 17.5 Approach LOS B C D B Queue Length 50th (m) 2.5 15.6 0.0 5.3 4.8 ~59.1 13.7 10.0 Queue Length 95th (m) 7.8 29.9 20.6 13.3 12.6 #152.4 25.1 17.6 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 332 461 737 305 457 637 986 948 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.08 0.32 0.63 0.17 0.12 1.03 0.28 0.23 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 19 (27%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.03 Intersection Signal Delay: 29.0 Intersection LOS: C Intersection Capacity Utilization 90.4% ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Delcan Synchro 8 - Report Projected PM - Phase 1 15: St. Laurent & Montreal
Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 51 771 259 700 203 156 432 294 280 Lane Group Flow (vph) 54 947 273 737 214 164 691 309 339 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Protected Phases 5216 3874 Permitted Phases 2 6 6 Detector Phase 521663874 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 34.2 10.9 34.2 34.2 10.5 31.0 10.5 31.0 Total Split (s) 19.0 40.0 19.0 40.0 40.0 29.0 32.0 29.0 32.0 Total Split (%) 15.8% 33.3% 15.8% 33.3% 33.3% 24.2% 26.7% 24.2% 26.7% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.9 2.6 2.9 2.9 2.2 2.7 2.2 2.7 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) 5.9 6.2 5.9 6.2 6.2 5.5 6.0 5.5 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None None None None Act Effct Green (s) 41.8 33.8 52.7 42.0 42.0 16.8 25.8 23.2 32.2 Actuated g/C Ratio 0.35 0.28 0.44 0.35 0.35 0.14 0.22 0.19 0.27 v/c Ratio 0.22 1.01 1.09 0.62 0.36 0.69 0.94 0.94 0.38 Control Delay 22.1 73.3 108.7 44.6 24.9 77.5 34.7 85.7 36.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.1 73.3 108.7 44.6 24.9 77.5 34.7 85.7 36.7 LOS CEFDCECFD Approach Delay 70.6 55.4 42.9 60.0 Approach LOS E E D E Queue Length 50th (m) 7.2 ~117.1 ~61.2 89.3 30.3 41.1 54.5 72.2 32.6 Queue Length 95th (m) 14.8 #161.9 m#105.0 m106.7 m43.8 m46.2 m60.0 #124.5 49.7 Internal Link Dist (m) 1631.7 647.9 2018.9 1019.4 Turn Bay Length (m) 70.0 70.0 30.0 75.0 90.0 Base Capacity (vph) 325 941 250 1186 596 331 741 331 896 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.17 1.01 1.09 0.62 0.36 0.50 0.93 0.93 0.38 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 76 (63%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.09 Intersection Signal Delay: 57.4 Intersection LOS: E Intersection Capacity Utilization 100.0% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 15: St. Laurent & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 12: Aviation Parkway & Rockcliffe South
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 0 191 00004203096990 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 2 0 201 000044232561040 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 722 884 104 923 722 605 104 767 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 722 884 104 923 722 605 104 767 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 79 100 100 100 100 99 cM capacity (veh/h) 340 282 950 196 350 498 1487 846 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 203 767 6 104 Volume Left 2060 Volume Right 201 325 0 0 cSH 933 1700 846 1700 Volume to Capacity 0.22 0.45 0.01 0.06 Queue Length 95th (m) 6.3 0.0 0.2 0.0 Control Delay (s) 9.9 0.0 9.3 0.0 Lane LOS A A Approach Delay (s) 9.9 0.0 0.5 Approach LOS A Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 69.2% ICU Level of Service C Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM - Phase 1 14: Aviation Parkway & Rockcliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 0 0 0 47 5 4 323 47 0 0 55 8 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 49 5 4 340 49 0 0 58 8 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 798 792 62 792 796 49 66 49 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 798 792 62 792 796 49 66 49 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 81 98 100 78 100 cM capacity (veh/h) 247 250 1003 255 249 1019 1535 1557 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total 59 340 49 66 Volume Left 49 340 0 0 Volume Right 4008 cSH 269 1535 1700 1700 Volume to Capacity 0.22 0.22 0.03 0.04 Queue Length 95th (m) 6.2 6.4 0.0 0.0 Control Delay (s) 22.1 8.0 0.0 0.0 Lane LOS CA Approach Delay (s) 22.1 7.0 0.0 Approach LOS C Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 69.2% ICU Level of Service C Analysis Period (min) 15
Delcan Synchro 8 - Report
Appendix F SYNCHRO Capacity Analysis:
Total Site Projected Conditions
Projected AM - Full Development 8: Aviation Parkway & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 30 861 176 353 1361 61 238 160 277 195 188 Lane Group Flow (vph) 32 906 185 372 1433 64 251 168 292 205 238 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 52216638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 10.9 33.8 33.8 10.9 33.8 33.8 10.9 27.2 27.2 10.9 27.2 Total Split (s) 13.0 49.0 49.0 22.0 58.0 58.0 21.0 28.0 28.0 21.0 28.0 Total Split (%) 10.8% 40.8% 40.8% 18.3% 48.3% 48.3% 17.5% 23.3% 23.3% 17.5% 23.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.1 2.1 2.2 2.1 2.1 2.2 2.5 2.5 2.2 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.8 5.8 5.9 5.8 5.8 5.9 6.2 6.2 5.9 6.2 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) 49.5 43.2 43.2 67.5 59.9 59.9 35.6 20.5 20.5 34.0 19.7 Actuated g/C Ratio 0.41 0.36 0.36 0.56 0.50 0.50 0.30 0.17 0.17 0.28 0.16 v/c Ratio 0.21 0.74 0.28 1.04 0.85 0.08 0.83 0.55 0.64 0.58 0.83 Control Delay 12.5 40.2 12.9 91.9 29.3 1.2 49.9 55.3 31.1 36.6 70.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.5 40.2 12.9 91.9 29.3 1.2 49.9 55.3 31.1 36.6 70.1 LOS BDBFCADECDE Approach Delay 34.9 40.8 43.5 54.6 Approach LOS CDDD Queue Length 50th (m) 4.4 107.9 14.5 ~80.3 90.1 0.0 58.8 40.7 38.5 35.0 52.1 Queue Length 95th (m) m5.7 129.8 m30.5 m#117.1 #218.6 m0.1 m68.6 m48.0 m49.0 54.8 #86.8 Internal Link Dist (m) 647.9 660.8 1141.1 1014.8 Turn Bay Length (m) 50.0 30.0 50.0 17.0 44.0 44.0 Base Capacity (vph) 159 1220 650 359 1691 792 308 324 472 370 318 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.20 0.74 0.28 1.04 0.85 0.08 0.81 0.52 0.62 0.55 0.75 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 45 (38%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 41.1 Intersection LOS: D Intersection Capacity Utilization 95.3% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: Aviation Parkway & Montreal
Delcan Synchro 8 - Report Projected AM - Full Development 9: Carsons/Codds & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 197 845 90 1339 88 10 80 11 Lane Group Flow (vph) 207 1016 95 1486 93 44 84 228 Turn Type pm+pt NA Perm NA Perm NA Perm NA Protected Phases 5 2684 Permitted Phases 2684 Detector Phase 52668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 29.0 35.5 35.5 35.5 35.5 Total Split (s) 13.0 80.0 67.0 67.0 40.0 40.0 40.0 40.0 Total Split (%) 10.8% 66.7% 55.8% 55.8% 33.3% 33.3% 33.3% 33.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.3 2.3 2.3 2.3 3.2 3.2 3.2 3.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None C-Max C-Max C-Max Max Max None None Act Effct Green (s) 74.0 74.0 61.0 61.0 33.5 33.5 33.5 33.5 Actuated g/C Ratio 0.62 0.62 0.51 0.51 0.28 0.28 0.28 0.28 v/c Ratio 1.31 0.50 0.38 0.87 0.37 0.10 0.23 0.44 Control Delay 191.7 23.3 23.5 32.6 40.2 14.7 35.5 17.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 191.7 23.3 23.5 32.6 40.2 14.7 35.5 17.4 LOS FCCCDBDB Approach Delay 51.8 32.1 32.0 22.3 Approach LOS DCCC Queue Length 50th (m) ~49.1 110.8 13.2 156.0 17.7 1.9 15.3 16.9 Queue Length 95th (m) m#87.3 123.6 27.7 189.9 33.6 10.8 28.9 39.9 Internal Link Dist (m) 660.8 455.6 89.0 108.9 Turn Bay Length (m) 70.0 65.0 32.0 22.0 Base Capacity (vph) 158 2046 251 1712 249 457 358 513 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 1.31 0.50 0.38 0.87 0.37 0.10 0.23 0.44 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 13 (11%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.31 Intersection Signal Delay: 38.6 Intersection LOS: D Intersection Capacity Utilization 106.4% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 9: Carsons/Codds & Montreal
Delcan Synchro 8 - Report Projected AM - Full Development 10: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 141 664 59 1130 97 16 182 20 Lane Group Flow (vph) 148 765 62 1386 102 89 192 166 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 47.0 47.0 47.0 47.0 33.0 33.0 33.0 33.0 Total Split (%) 58.8% 58.8% 58.8% 58.8% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 49.7 49.7 49.7 49.7 17.8 17.8 17.8 17.8 Actuated g/C Ratio 0.62 0.62 0.62 0.62 0.22 0.22 0.22 0.22 v/c Ratio 0.97 0.37 0.16 0.67 0.41 0.22 0.70 0.46 Control Delay 90.8 8.8 4.6 5.3 29.7 9.1 41.4 21.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 90.8 8.8 4.6 5.3 29.7 9.1 41.4 21.8 LOS FAAACADC Approach Delay 22.1 5.2 20.1 32.3 Approach LOS C A C C Queue Length 50th (m) 19.1 25.9 2.0 26.8 13.3 2.0 27.0 15.5 Queue Length 95th (m) #42.3 47.3 m3.0 34.3 23.6 11.2 42.5 28.3 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 152 2085 378 2065 373 559 409 522 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.97 0.37 0.16 0.67 0.27 0.16 0.47 0.32 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 30 (38%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.97 Intersection Signal Delay: 14.8 Intersection LOS: B Intersection Capacity Utilization 97.6% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Bathgate/Burma & Montreal
Delcan Synchro 8 - Report Projected AM - Full Development 11: Blair & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 28 583 323 176 1278 32 293 47 48 12 137 Lane Group Flow (vph) 29 614 340 185 1345 34 308 49 51 13 248 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 22266688844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 29.3 29.3 29.3 29.3 29.3 29.3 40.0 40.0 40.0 40.0 40.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.6 3.7 3.7 3.7 3.7 3.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 6.3 6.3 7.0 7.0 7.0 7.0 7.0 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None None Act Effct Green (s) 39.3 39.3 39.3 39.3 39.3 39.3 27.4 27.4 27.4 27.4 27.4 Actuated g/C Ratio 0.49 0.49 0.49 0.49 0.49 0.49 0.34 0.34 0.34 0.34 0.34 v/c Ratio 0.33 0.37 0.38 0.54 0.81 0.05 0.88 0.08 0.09 0.03 0.43 Control Delay 23.0 10.7 2.0 24.1 24.2 2.2 50.2 15.7 5.0 14.7 20.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.0 10.7 2.0 24.1 24.2 2.2 50.2 15.7 5.0 14.7 20.3 LOS CBACCADBABC Approach Delay 8.1 23.7 40.4 20.1 Approach LOS A C D C Queue Length 50th (m) 2.0 21.3 2.3 19.3 90.0 0.0 41.9 4.8 0.0 1.3 26.1 Queue Length 95th (m) m11.8 28.9 5.1 #47.5 #145.5 2.9 #77.4 10.5 6.0 4.3 41.0 Internal Link Dist (m) 774.7 1084.9 1309.5 382.1 Turn Bay Length (m) 65.0 25.0 65.0 15.0 25.0 30.0 15.0 Base Capacity (vph) 89 1663 905 342 1663 752 421 735 645 531 693 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.33 0.37 0.38 0.54 0.81 0.05 0.73 0.07 0.08 0.02 0.36 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 70 (88%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 20.7 Intersection LOS: C Intersection Capacity Utilization 99.9% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 11: Blair & Montreal
Delcan Synchro 8 - Report Projected AM - Full Development 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 14 139 417 104 347 467 143 6 247 Lane Group Flow (vph) 15 146 439 109 382 492 204 0 324 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 39.8 40.1 21.1 Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.57 0.57 0.30 v/c Ratio 0.11 0.32 0.62 0.36 0.83 0.81 0.21 0.34 Control Delay 22.4 23.3 6.8 25.3 42.4 23.1 6.3 17.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.4 23.3 6.8 25.3 42.4 23.1 6.3 17.9 LOS CCACDCA B Approach Delay 11.2 38.6 18.2 17.9 Approach LOS B D B B Queue Length 50th (m) 1.5 15.4 0.0 11.6 46.8 35.5 9.0 15.0 Queue Length 95th (m) 6.0 29.5 20.0 24.6 #90.3 #72.9 17.9 24.7 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 136 461 712 305 459 604 991 964 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.11 0.32 0.62 0.36 0.83 0.81 0.21 0.34 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 29 (41%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 20.9 Intersection LOS: C Intersection Capacity Utilization 93.1% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Delcan Synchro 8 - Report Projected AM - Full Development 15: St. Laurent & Montreal
Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 29 577 302 803 127 138 252 226 482 Lane Group Flow (vph) 31 612 318 845 134 145 440 238 565 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Protected Phases 5216 3874 Permitted Phases 2 6 6 Detector Phase 521663874 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 34.2 10.9 34.2 34.2 10.5 31.0 10.5 31.0 Total Split (s) 11.0 36.0 25.0 50.0 50.0 28.0 31.0 28.0 31.0 Total Split (%) 9.2% 30.0% 20.8% 41.7% 41.7% 23.3% 25.8% 23.3% 25.8% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.9 2.6 2.9 2.9 2.2 2.7 2.2 2.7 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) 5.9 6.2 5.9 6.2 6.2 5.5 6.0 5.5 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None None None None Act Effct Green (s) 44.1 37.9 62.3 54.9 54.9 15.5 19.9 20.4 24.8 Actuated g/C Ratio 0.37 0.32 0.52 0.46 0.46 0.13 0.17 0.17 0.21 v/c Ratio 0.12 0.57 0.76 0.55 0.18 0.67 0.72 0.83 0.81 Control Delay 19.5 38.9 42.2 31.7 10.6 79.5 24.9 71.5 54.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.5 38.9 42.2 31.7 10.6 79.5 24.9 71.5 54.6 LOS BDDCBECED Approach Delay 37.9 32.1 38.5 59.6 Approach LOS D C D E Queue Length 50th (m) 3.5 66.5 55.4 64.5 5.6 36.4 14.7 53.5 65.3 Queue Length 95th (m) 9.5 90.3 m71.9 79.1 m8.6 m38.1 m0.0 #88.2 85.4 Internal Link Dist (m) 1631.7 647.9 2018.9 1019.4 Turn Bay Length (m) 70.0 70.0 30.0 75.0 90.0 Base Capacity (vph) 264 1069 437 1550 727 317 736 317 732 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.12 0.57 0.73 0.55 0.18 0.46 0.60 0.75 0.77 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 80 (67%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 41.0 Intersection LOS: D Intersection Capacity Utilization 93.1% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 15: St. Laurent & Montreal
Delcan Synchro 8 - Report Projected AM - Full Development 16: St. Laurent & Coventry/Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 69 153 61 661 537 32 102 845 27 937 118 Lane Group Flow (vph) 73 161 64 696 565 34 107 1270 28 986 124 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5216 Permitted Phases 4 8 6 Detector Phase 74438852166 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 12.0 12.0 Minimum Split (s) 11.4 34.3 34.3 11.4 34.3 34.3 11.2 33.4 11.2 33.4 33.4 Total Split (s) 15.0 35.0 35.0 35.0 55.0 55.0 16.0 34.0 16.0 34.0 34.0 Total Split (%) 12.5% 29.2% 29.2% 29.2% 45.8% 45.8% 13.3% 28.3% 13.3% 28.3% 28.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.7 2.6 2.6 2.7 2.6 2.6 2.5 2.7 2.5 2.7 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.4 6.3 6.3 6.4 6.3 6.3 6.2 6.4 6.2 6.4 6.4 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min None None None Max Max Min C-Max Min C-Min C-Min Act Effct Green (s) 7.7 11.5 11.5 44.8 48.7 48.7 9.0 30.9 7.5 29.4 29.4 Actuated g/C Ratio 0.06 0.10 0.10 0.37 0.41 0.41 0.08 0.26 0.06 0.24 0.24 v/c Ratio 0.35 0.50 0.19 0.57 0.41 0.05 0.85 1.01 0.27 0.83 0.25 Control Delay 58.2 56.6 1.3 18.5 16.4 0.0 101.7 69.4 51.5 61.0 10.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.2 56.6 1.3 18.5 16.4 0.0 101.7 69.4 51.5 61.0 10.6 LOS EEABBAFEDEB Approach Delay 45.1 17.1 71.9 55.2 Approach LOS D B E E Queue Length 50th (m) 8.6 19.3 0.0 56.5 23.3 0.0 25.0 ~107.4 7.0 89.4 4.9 Queue Length 95th (m) 16.1 29.6 0.0 m62.3 m23.0 m0.0 #54.3 #150.1 m11.0 #106.9 m10.1 Internal Link Dist (m) 384.2 883.0 447.1 2018.9 Turn Bay Length (m) 100.0 60.0 100.0 120.0 54.0 75.0 55.0 Base Capacity (vph) 235 810 517 1228 1375 686 140 1258 138 1191 497 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.31 0.20 0.12 0.57 0.41 0.05 0.76 1.01 0.20 0.83 0.25 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 105 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.01 Intersection Signal Delay: 48.1 Intersection LOS: D Intersection Capacity Utilization 79.3% ICU Level of Service D Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 16: St. Laurent & Coventry/Ogilvie
Delcan Synchro 8 - Report Projected AM - Full Development 17: Aviation Parkway & Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 231 306 72 181 1235 88 317 707 69 235 Lane Group Flow (vph) 243 322 76 191 1300 93 334 817 73 493 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Prot NA Protected Phases 5 2 1 6 3874 Permitted Phases 2 2 6 6 Detector Phase 5221663874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 29.9 29.9 10.9 29.9 29.9 10.9 25.9 10.9 25.9 Total Split (s) 15.0 50.0 50.0 15.0 50.0 50.0 28.0 40.0 15.0 27.0 Total Split (%) 12.5% 41.7% 41.7% 12.5% 41.7% 41.7% 23.3% 33.3% 12.5% 22.5% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None Act Effct Green (s) 56.4 46.0 46.0 53.3 44.1 44.1 22.1 35.1 8.5 19.1 Actuated g/C Ratio 0.47 0.38 0.38 0.44 0.37 0.37 0.18 0.29 0.07 0.16 v/c Ratio 1.12 0.25 0.11 0.39 1.04 0.14 1.07 0.83 0.61 0.78 Control Delay 118.8 30.9 4.9 20.2 75.2 0.4 117.6 48.0 59.4 31.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 118.8 30.9 4.9 20.2 75.2 0.4 117.6 48.0 59.4 31.1 LOS FCACEAFDEC Approach Delay 61.1 64.2 68.2 34.8 Approach LOS E E E C Queue Length 50th (m) ~50.1 40.8 0.1 25.0 ~174.6 0.0 ~87.2 94.8 13.7 46.2 Queue Length 95th (m) m#72.6 m46.6 m3.5 39.5 #216.6 0.0 #143.5 #121.8 m18.6 m53.5 Internal Link Dist (m) 883.0 805.6 553.8 864.9 Turn Bay Length (m) 75.0 55.0 50.0 50.0 105.0 115.0 Base Capacity (vph) 216 1299 684 494 1245 661 312 990 128 686 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.13 0.25 0.11 0.39 1.04 0.14 1.07 0.83 0.57 0.72 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 99 (83%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.13 Intersection Signal Delay: 60.6 Intersection LOS: E Intersection Capacity Utilization 103.1% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 17: Aviation Parkway & Ogilvie
Delcan Synchro 8 - Report Projected AM - Full Development 18: City Park/Bathgate & Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 133 361 67 5 610 63 108 20 85 17 Lane Group Flow (vph) 140 380 71 5 642 66 114 32 89 177 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 5 2 1 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phase 5221668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 11.0 29.0 29.0 42.3 42.3 42.3 42.3 Total Split (s) 13.0 34.0 34.0 13.0 34.0 34.0 43.0 43.0 43.0 43.0 Total Split (%) 14.4% 37.8% 37.8% 14.4% 37.8% 37.8% 47.8% 47.8% 47.8% 47.8% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.0 3.0 3.0 3.0 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 4.3 4.3 4.3 4.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 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 7.3 7.3 7.3 7.3 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None Act Effct Green (s) 61.6 59.4 59.4 53.2 47.6 47.6 14.9 14.9 14.9 14.9 Actuated g/C Ratio 0.68 0.66 0.66 0.59 0.53 0.53 0.17 0.17 0.17 0.17 v/c Ratio 0.28 0.17 0.07 0.01 0.36 0.08 0.64 0.11 0.41 0.46 Control Delay 7.1 7.6 0.6 6.6 14.2 0.5 50.6 22.5 38.0 10.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.1 7.6 0.6 6.6 14.2 0.5 50.6 22.5 38.0 10.9 LOS AAAABADCDB Approach Delay 6.6 12.9 44.4 20.0 Approach LOS A B D B Queue Length 50th (m) 7.0 10.3 0.0 0.3 31.3 0.0 18.8 3.1 14.1 2.7 Queue Length 95th (m) 16.7 28.0 1.6 1.5 54.5 1.1 33.0 9.8 25.4 18.0 Internal Link Dist (m) 805.6 765.5 207.7 176.5 Turn Bay Length (m) 75.0 45.0 45.0 85.0 30.0 28.0 Base Capacity (vph) 508 2238 997 620 1791 830 428 674 520 698 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.28 0.17 0.07 0.01 0.36 0.08 0.27 0.05 0.17 0.25 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 24 (27%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 14.5 Intersection LOS: B Intersection Capacity Utilization 72.6% ICU Level of Service C Analysis Period (min) 15
Splits and Phases: 18: City Park/Bathgate & Ogilvie
Delcan Synchro 8 - Report Projected AM - Full Development 19: Blair & Ogilvie
Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 49 262 171 432 671 482 681 456 48 404 Lane Group Flow (vph) 52 276 180 455 727 507 717 480 51 517 Turn Type Prot NA Perm Prot NA Prot NA Perm Prot NA Protected Phases 5 2 1638 74 Permitted Phases 2 8 Detector Phase 5221638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 11.8 34.4 34.4 11.8 34.4 11.5 33.5 33.5 11.5 33.5 Total Split (s) 15.0 37.0 37.0 28.0 50.0 38.0 60.0 60.0 15.0 37.0 Total Split (%) 10.7% 26.4% 26.4% 20.0% 35.7% 27.1% 42.9% 42.9% 10.7% 26.4% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 4.2 4.2 4.2 4.2 4.2 All-Red Time (s) 3.1 2.7 2.7 3.1 2.7 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 0.0 Total Lost Time (s) 6.8 6.4 6.4 6.8 6.4 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max None None None None None Act Effct Green (s) 7.7 30.8 30.8 21.0 46.6 26.5 56.6 56.6 7.9 35.5 Actuated g/C Ratio 0.06 0.22 0.22 0.15 0.33 0.19 0.40 0.40 0.06 0.25 v/c Ratio 0.56 0.37 0.38 0.92 0.65 0.82 0.99 0.62 0.54 0.62 Control Delay 86.8 48.1 3.8 84.0 43.7 65.4 74.3 15.8 84.8 49.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 86.8 48.1 3.8 84.0 43.7 65.4 74.3 15.8 84.8 49.3 LOS FDAFDEEBFD Approach Delay 36.4 59.2 55.2 52.5 Approach LOS D E E D Queue Length 50th (m) 14.3 34.5 0.0 64.7 92.8 70.0 ~216.1 38.3 13.9 65.1 Queue Length 95th (m) #29.0 48.3 6.2 #95.0 115.1 86.2 #290.2 77.3 28.2 88.4 Internal Link Dist (m) 765.5 961.5 513.2 1309.5 Turn Bay Length (m) 75.0 95.0 135.0 35.0 Base Capacity (vph) 99 745 480 497 1124 739 721 772 102 834 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.53 0.37 0.38 0.92 0.65 0.69 0.99 0.62 0.50 0.62 Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 53.6 Intersection LOS: D Intersection Capacity Utilization 100.2% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 19: Blair & Ogilvie
Delcan Synchro 8 - Report Projected AM - Full Development 20: Vanier Parkway/Crichton & Beechwood
Lane Group EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 596 956 235 828 593 217 29 269 Lane Group Flow (vph) 627 1006 247 947 624 493 31 372 Turn Type NA Perm pm+pt NA Prot NA Prot NA Protected Phases 2 163874 Permitted Phases 2 6 Detector Phase 22163874 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 24.9 24.9 10.8 24.9 10.5 26.0 10.5 26.0 Total Split (s) 25.0 25.0 11.0 36.0 28.0 48.0 11.0 31.0 Total Split (%) 26.3% 26.3% 11.6% 37.9% 29.5% 50.5% 11.6% 32.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.5 2.6 2.2 2.7 2.2 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.8 5.9 5.5 6.0 5.5 6.0 Lead/Lag Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None None None None Act Effct Green (s) 19.1 19.1 33.4 33.3 21.3 43.2 5.5 23.1 Actuated g/C Ratio 0.20 0.20 0.35 0.35 0.22 0.45 0.06 0.24 v/c Ratio 0.92 1.49 1.07 1.54 0.85 0.65 0.32 0.88 Control Delay 58.0 244.1 113.8 278.2 47.3 21.6 51.8 55.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.0 244.1 113.8 278.2 47.3 21.6 51.8 55.3 LOS EFFFDCDE Approach Delay 172.6 244.2 36.0 55.0 Approach LOS F F D D Queue Length 50th (m) 59.7 ~178.0 ~51.6 ~259.6 55.7 58.4 5.6 61.4 Queue Length 95th (m) #91.4 #251.8 #103.0 #332.6 #76.4 93.8 14.4 #105.9 Internal Link Dist (m) 175.1 1033.1 585.7 139.1 Turn Bay Length (m) 250.0 23.0 65.0 20.0 Base Capacity (vph) 681 677 230 614 778 762 98 459 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.92 1.49 1.07 1.54 0.80 0.65 0.32 0.81 Intersection Summary Cycle Length: 95 Actuated Cycle Length: 95 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.54 Intersection Signal Delay: 146.3 Intersection LOS: F Intersection Capacity Utilization 116.6% ICU Level of Service H Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 20: Vanier Parkway/Crichton & Beechwood
Delcan Synchro 8 - Report Projected AM - Full Development 21: Vanier Parkway & Montreal
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 38 415 197 566 157 694 174 193 1064 95 Lane Group Flow (vph) 40 619 207 697 165 731 183 203 1120 100 Turn Type Perm NA pm+pt NA Prot NA Perm Prot NA Perm Protected Phases 43852 16 Permitted Phases 4 8 2 6 Detector Phase 4438522166 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 Minimum Split (s) 38.6 38.6 10.7 38.6 11.1 28.9 28.9 11.1 28.9 28.9 Total Split (s) 39.0 39.0 16.0 55.0 27.0 48.0 48.0 27.0 48.0 48.0 Total Split (%) 30.0% 30.0% 12.3% 42.3% 20.8% 36.9% 36.9% 20.8% 36.9% 36.9% Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.3 3.3 2.4 3.3 2.4 2.2 2.2 2.4 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.6 6.6 5.7 6.6 6.1 5.9 5.9 6.1 5.9 5.9 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 28.8 28.8 45.7 44.8 17.1 47.5 47.5 19.1 49.4 49.4 Actuated g/C Ratio 0.22 0.22 0.35 0.34 0.13 0.37 0.37 0.15 0.38 0.38 v/c Ratio 0.27 0.84 0.99 0.61 0.74 0.41 0.28 0.82 0.61 0.17 Control Delay 45.6 55.1 93.6 36.6 73.5 32.7 5.5 78.7 35.4 2.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.6 55.1 93.6 36.6 73.5 32.7 5.5 78.7 35.4 2.9 LOS DEFDECAEDA Approach Delay 54.6 49.7 34.4 39.3 Approach LOS D D C D Queue Length 50th (m) 8.4 73.5 38.2 74.3 40.9 53.4 0.0 50.1 86.4 0.0 Queue Length 95th (m) 19.1 93.4 #79.2 91.8 63.2 66.9 16.0 #83.4 108.6 7.0 Internal Link Dist (m) 343.8 1631.7 469.7 418.5 Turn Bay Length (m) 40.0 40.0 90.0 60.0 80.0 55.0 Base Capacity (vph) 166 825 209 1228 272 1779 649 273 1851 602 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.24 0.75 0.99 0.57 0.61 0.41 0.28 0.74 0.61 0.17 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 87 (67%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 42.8 Intersection LOS: D Intersection Capacity Utilization 87.9% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 21: Vanier Parkway & Montreal
Delcan Synchro 8 - Report Projected AM - Full Development 22: Sussex & King Edward
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 23873895218600886 Lane Group Flow (vph) 2 3 8 67 3 942 229 632 942 Turn Type Perm NA Perm NA Perm NA Perm pm+pt NA Protected Phases 48216 Permitted Phases 48226 Detector Phase 448822216 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 5.0 10.0 Minimum Split (s) 30.2 30.2 30.2 30.2 30.1 30.1 30.1 10.8 30.1 Total Split (s) 38.2 38.2 38.2 38.2 37.8 37.8 37.8 24.0 61.8 Total Split (%) 38.2% 38.2% 38.2% 38.2% 37.8% 37.8% 37.8% 24.0% 61.8% Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.9 2.9 2.9 2.9 2.4 2.4 2.4 2.1 2.4 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) 6.2 6.2 6.2 6.2 6.1 6.1 6.1 5.8 6.1 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode Min Min Min Min C-Max C-Max C-Max None C-Max Act Effct Green (s) 10.0 10.0 10.0 10.0 31.7 31.7 31.7 78.0 77.7 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.32 0.32 0.32 0.78 0.78 v/c Ratio 0.02 0.02 0.06 0.32 0.02 0.88 0.37 0.84 0.36 Control Delay 41.0 41.0 42.0 17.9 24.0 43.1 5.3 32.2 3.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.0 41.0 42.0 17.9 24.0 43.1 5.3 32.2 3.9 LOS DDDBCDACA Approach Delay 41.0 20.4 35.6 15.2 Approach LOS D C D B Queue Length 50th (m) 0.4 0.5 1.4 1.3 0.4 90.2 0.0 90.2 23.5 Queue Length 95th (m) 2.5 3.2 5.8 13.6 2.4 #124.5 15.8 #153.5 30.2 Internal Link Dist (m) 39.0 156.4 174.5 148.8 Turn Bay Length (m) 27.0 40.0 75.0 Base Capacity (vph) 407 570 423 535 170 1074 624 753 2630 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.00 0.01 0.02 0.13 0.02 0.88 0.37 0.84 0.36 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 10 (10%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 110 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 23.9 Intersection LOS: C Intersection Capacity Utilization 89.4% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 22: Sussex & King Edward
Delcan Synchro 8 - Report Projected AM - Full Development 12: Aviation Parkway & Rockcliffe South
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 1 462 00004775612940 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 2 1 486 00005025913090 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 843 873 309 1330 843 532 309 561 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 843 873 309 1330 843 532 309 561 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 33 100 100 100 100 100 cM capacity (veh/h) 283 288 731 44 300 548 1251 1010 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 489 561 1 309 Volume Left 2010 Volume Right 486 59 0 0 cSH 723 1700 1010 1700 Volume to Capacity 0.68 0.33 0.00 0.18 Queue Length 95th (m) 40.4 0.0 0.0 0.0 Control Delay (s) 19.7 0.0 8.6 0.0 Lane LOS C A Approach Delay (s) 19.7 0.0 0.0 Approach LOS C Intersection Summary Average Delay 7.1 Intersection Capacity Utilization 84.3% ICU Level of Service E Analysis Period (min) 15
Delcan Synchro 8 - Report Projected AM - Full Development 14: Aviation Parkway & Rockliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 0 0 0 323 4 3 485 31 0 0 14 1 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 340 4 3 511 33 0 0 15 1 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 1074 1069 15 1069 1069 33 16 33 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1074 1069 15 1069 1069 33 16 33 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 0 97 100 68 100 cM capacity (veh/h) 145 151 1064 150 151 1041 1602 1579 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total 347 511 33 16 Volume Left 340 511 0 0 Volume Right 3001 cSH 151 1602 1700 1700 Volume to Capacity 2.30 0.32 0.02 0.01 Queue Length 95th (m) 220.5 10.6 0.0 0.0 Control Delay (s) 652.7 8.3 0.0 0.0 Lane LOS FA Approach Delay (s) 652.7 7.8 0.0 Approach LOS F Intersection Summary Average Delay 254.8 Intersection Capacity Utilization 84.3% ICU Level of Service E Analysis Period (min) 15
Delcan Synchro 8 - Report Projected AM - Full Development 23: Hemlock & Birch
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 37 540 841 13 2 103 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) 39 568 885 14 2 108 Pedestrians 4 Lane Width (m) 3.7 Walking Speed (m/s) 1.2 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 903 1542 896 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 903 1542 896 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 95 98 68 cM capacity (veh/h) 750 120 338 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 39 568 899 111 Volume Left 39 0 0 2 Volume Right 0 0 14 108 cSH 750 1700 1700 326 Volume to Capacity 0.05 0.33 0.53 0.34 Queue Length 95th (m) 1.2 0.0 0.0 11.1 Control Delay (s) 10.1 0.0 0.0 21.6 Lane LOS B C Approach Delay (s) 0.6 0.0 21.6 Approach LOS C Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 61.1% ICU Level of Service B Analysis Period (min) 15
Delcan Synchro 8 - Report Projected AM - Full Development 98: Hemlock & Aviation Parkway On East
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 61 328 174 204 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 64 345 183 215 0 0 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 398 764 291 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 398 764 291 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 94 100 100 cM capacity (veh/h) 1161 351 749 Direction, Lane # EB 1 WB 1 Volume Total 409 398 Volume Left 64 0 Volume Right 0 215 cSH 1161 1700 Volume to Capacity 0.06 0.23 Queue Length 95th (m) 1.3 0.0 Control Delay (s) 1.8 0.0 Lane LOS A Approach Delay (s) 1.8 0.0 Approach LOS Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 51.3% ICU Level of Service A Analysis Period (min) 15
Delcan Synchro 8 - Report Projected AM - Full Development 99: Hemlock & Aviation Parkway off West
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 0 205 174 0 184 324 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 216 183 0 194 341 Pedestrians 2 1 Lane Width (m) 3.7 3.7 Walking Speed (m/s) 1.2 1.2 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 362 pX, platoon unblocked vC, conflicting volume 184 400 186 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 184 400 186 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 68 60 cM capacity (veh/h) 1389 605 854 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 216 183 535 Volume Left 0 0 194 Volume Right 0 0 341 cSH 1700 1700 743 Volume to Capacity 0.13 0.11 0.72 Queue Length 95th (m) 0.0 0.0 47.2 Control Delay (s) 0.0 0.0 21.2 Lane LOS C Approach Delay (s) 0.0 0.0 21.2 Approach LOS C Intersection Summary Average Delay 12.2 Intersection Capacity Utilization 50.0% ICU Level of Service A Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM - Full Development 8: Aviation Parkway & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 13 1173 174 293 971 108 252 262 303 127 211 Lane Group Flow (vph) 14 1235 183 308 1022 114 265 276 319 134 267 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 52216638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 10.9 33.8 33.8 10.9 33.8 33.8 10.9 27.2 27.2 10.9 27.2 Total Split (s) 15.0 57.0 57.0 15.0 57.0 57.0 18.0 30.0 30.0 18.0 30.0 Total Split (%) 12.5% 47.5% 47.5% 12.5% 47.5% 47.5% 15.0% 25.0% 25.0% 15.0% 25.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.1 2.1 2.2 2.1 2.1 2.2 2.5 2.5 2.2 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.8 5.8 5.9 5.8 5.8 5.9 6.2 6.2 5.9 6.2 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) 57.1 51.2 51.2 66.9 63.4 63.4 35.1 22.7 22.7 33.0 21.6 Actuated g/C Ratio 0.48 0.43 0.43 0.56 0.53 0.53 0.29 0.19 0.19 0.28 0.18 v/c Ratio 0.06 0.85 0.26 1.41 0.57 0.14 1.01 0.82 0.73 0.53 0.85 Control Delay 13.3 26.2 6.3 229.8 31.8 9.3 94.3 66.5 25.7 36.7 70.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.3 26.2 6.3 229.8 31.8 9.3 94.3 66.5 25.7 36.7 70.0 LOS BCAFCAFECDE Approach Delay 23.5 72.2 59.9 58.9 Approach LOS C E E E Queue Length 50th (m) 1.3 82.2 4.0 ~87.8 114.3 4.8 47.7 62.2 22.7 22.1 58.3 Queue Length 95th (m) m1.3 m83.0 m3.9 #144.6 152.3 m15.9 #92.1 #101.0 56.4 37.2 #96.7 Internal Link Dist (m) 647.9 660.8 1140.1 1014.8 Turn Bay Length (m) 50.0 30.0 50.0 17.0 44.0 44.0 Base Capacity (vph) 295 1446 700 218 1790 827 262 353 449 268 345 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.05 0.85 0.26 1.41 0.57 0.14 1.01 0.78 0.71 0.50 0.77 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 93 (78%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.41 Intersection Signal Delay: 51.5 Intersection LOS: D Intersection Capacity Utilization 103.0% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: Aviation Parkway & Montreal
Delcan Synchro 8 - Report Projected PM - Full Development 9: Carsons/Codds & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 225 1415 26 1010 56 13 105 8 Lane Group Flow (vph) 237 1547 27 1163 59 36 111 284 Turn Type pm+pt NA Perm NA Perm NA Perm NA Protected Phases 5 2684 Permitted Phases 2684 Detector Phase 52668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 29.0 35.5 35.5 35.5 35.5 Total Split (s) 15.0 82.0 67.0 67.0 38.0 38.0 38.0 38.0 Total Split (%) 12.5% 68.3% 55.8% 55.8% 31.7% 31.7% 31.7% 31.7% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.3 2.3 2.3 2.3 3.2 3.2 3.2 3.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None C-Max C-Max C-Max Max Max None None Act Effct Green (s) 76.0 76.0 61.0 61.0 31.5 31.5 31.5 31.5 Actuated g/C Ratio 0.63 0.63 0.51 0.51 0.26 0.26 0.26 0.26 v/c Ratio 0.92 0.73 0.24 0.69 0.33 0.08 0.32 0.55 Control Delay 58.9 12.1 20.3 20.1 41.9 18.6 38.9 16.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.9 12.1 20.3 20.1 41.9 18.6 38.9 16.8 LOS EBCCDBDB Approach Delay 18.4 20.1 33.1 23.0 Approach LOS B C C C Queue Length 50th (m) 35.9 67.7 2.9 81.2 11.3 2.5 21.1 17.0 Queue Length 95th (m) m#60.3 82.7 m7.8 96.2 24.0 10.7 37.5 44.5 Internal Link Dist (m) 660.8 455.6 89.0 108.9 Turn Bay Length (m) 70.0 65.0 32.0 22.0 Base Capacity (vph) 259 2128 111 1696 180 441 343 516 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.92 0.73 0.24 0.69 0.33 0.08 0.32 0.55 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 115 (96%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.92 Intersection Signal Delay: 19.9 Intersection LOS: B Intersection Capacity Utilization 104.2% ICU Level of Service G Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 9: Carsons/Codds & Montreal
Delcan Synchro 8 - Report Projected PM - Full Development 10: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 124 1056 91 768 95 28 213 23 Lane Group Flow (vph) 131 1231 96 992 100 126 224 190 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 85.0 85.0 85.0 85.0 35.0 35.0 35.0 35.0 Total Split (%) 70.8% 70.8% 70.8% 70.8% 29.2% 29.2% 29.2% 29.2% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 81.5 81.5 81.5 81.5 26.0 26.0 26.0 26.0 Actuated g/C Ratio 0.68 0.68 0.68 0.68 0.22 0.22 0.22 0.22 v/c Ratio 0.43 0.54 0.43 0.44 0.52 0.31 0.90 0.43 Control Delay 8.1 5.5 17.1 9.4 51.1 13.5 80.8 11.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.1 5.5 17.1 9.4 51.1 13.5 80.8 11.3 LOS AABADBFB Approach Delay 5.7 10.1 30.1 48.9 Approach LOS A B C D Queue Length 50th (m) 5.0 23.9 10.1 52.4 20.3 5.3 50.1 4.4 Queue Length 95th (m) m7.5 28.7 25.0 65.7 38.2 20.8 #90.6 23.6 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 307 2263 222 2232 212 441 276 471 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.43 0.54 0.43 0.44 0.47 0.29 0.81 0.40 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 14.8 Intersection LOS: B Intersection Capacity Utilization 93.3% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Bathgate/Burma & Montreal
Delcan Synchro 8 - Report Projected PM - Full Development 11: Blair & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 47 1541 318 103 706 24 365 84 178 44 116 Lane Group Flow (vph) 49 1622 335 108 743 25 384 88 187 46 153 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 22266688844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 29.3 29.3 29.3 29.3 29.3 29.3 40.0 40.0 40.0 40.0 40.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.6 3.7 3.7 3.7 3.7 3.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 6.3 6.3 7.0 7.0 7.0 7.0 7.0 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None None Act Effct Green (s) 36.9 36.9 36.9 36.9 36.9 36.9 29.8 29.8 29.8 29.8 29.8 Actuated g/C Ratio 0.46 0.46 0.46 0.46 0.46 0.46 0.37 0.37 0.37 0.37 0.37 v/c Ratio 0.19 1.04 0.44 1.21 0.48 0.04 0.88 0.13 0.32 0.10 0.23 Control Delay 17.1 57.6 11.6 195.3 17.0 1.3 45.3 15.7 14.0 15.4 14.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.1 57.6 11.6 195.3 17.0 1.3 45.3 15.7 14.0 15.4 14.9 LOS BEBFBADBBBB Approach Delay 48.9 38.5 32.5 15.0 Approach LOS D D C B Queue Length 50th (m) 4.6 ~153.4 20.3 ~21.6 42.5 0.0 49.4 8.0 13.6 4.1 12.6 Queue Length 95th (m) 12.1 #193.5 41.9 #40.4 58.2 1.5 #95.4 16.6 27.5 10.4 24.3 Internal Link Dist (m) 774.7 1084.9 1309.5 382.1 Turn Bay Length (m) 65.0 25.0 65.0 15.0 25.0 30.0 15.0 Base Capacity (vph) 256 1564 759 89 1564 707 485 735 638 510 725 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.19 1.04 0.44 1.21 0.48 0.04 0.79 0.12 0.29 0.09 0.21 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 75 (94%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.21 Intersection Signal Delay: 41.8 Intersection LOS: D Intersection Capacity Utilization 105.1% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 11: Blair & Montreal
Delcan Synchro 8 - Report Projected PM - Full Development 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 24 284 422 84 190 599 192 10 173 Lane Group Flow (vph) 25 299 444 88 207 631 306 0 215 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 39.8 40.1 21.1 Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.57 0.57 0.30 v/c Ratio 0.09 0.65 0.62 0.44 0.45 0.99 0.31 0.23 Control Delay 20.9 30.8 6.7 29.9 25.3 49.2 7.1 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.9 30.8 6.7 29.9 25.3 49.2 7.1 17.5 LOS CCACCDA B Approach Delay 16.5 26.7 35.5 17.5 Approach LOS B C D B Queue Length 50th (m) 2.5 34.8 0.0 9.6 22.5 51.5 14.5 10.0 Queue Length 95th (m) 7.9 58.9 20.2 22.6 40.3 #143.8 26.8 17.6 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 276 461 721 201 460 637 980 947 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.09 0.65 0.62 0.44 0.45 0.99 0.31 0.23 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 19 (27%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 26.0 Intersection LOS: C Intersection Capacity Utilization 96.3% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Delcan Synchro 8 - Report Projected PM - Full Development 15: St. Laurent & Montreal
Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 51 811 280 762 177 156 458 274 315 Lane Group Flow (vph) 54 989 295 802 186 164 736 288 376 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Protected Phases 5216 3874 Permitted Phases 2 6 6 Detector Phase 521663874 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 34.2 10.9 34.2 34.2 10.5 31.0 10.5 31.0 Total Split (s) 19.0 40.0 19.0 40.0 40.0 29.0 32.0 29.0 32.0 Total Split (%) 15.8% 33.3% 15.8% 33.3% 33.3% 24.2% 26.7% 24.2% 26.7% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.9 2.6 2.9 2.9 2.2 2.7 2.2 2.7 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) 5.9 6.2 5.9 6.2 6.2 5.5 6.0 5.5 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None None None None Act Effct Green (s) 41.8 33.8 52.2 41.5 41.5 16.8 26.9 22.6 32.7 Actuated g/C Ratio 0.35 0.28 0.44 0.35 0.35 0.14 0.22 0.19 0.27 v/c Ratio 0.24 1.05 1.21 0.68 0.32 0.69 0.96 0.90 0.41 Control Delay 22.6 84.6 150.6 46.0 22.2 75.3 35.5 78.9 37.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.6 84.6 150.6 46.0 22.2 75.3 35.5 78.9 37.4 LOS CFFDCEDED Approach Delay 81.4 66.6 42.7 55.4 Approach LOS F E D E Queue Length 50th (m) 7.2 ~132.3 ~72.5 100.2 24.7 41.1 62.8 66.3 37.1 Queue Length 95th (m) 14.8 #173.2 m#118.1 m116.3 m37.9 m43.4 m58.6 #113.2 55.4 Internal Link Dist (m) 1631.7 647.9 2018.9 1019.4 Turn Bay Length (m) 70.0 70.0 30.0 75.0 90.0 Base Capacity (vph) 300 942 243 1172 590 331 765 331 910 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.18 1.05 1.21 0.68 0.32 0.50 0.96 0.87 0.41 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 76 (63%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 110 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.21 Intersection Signal Delay: 63.1 Intersection LOS: E Intersection Capacity Utilization 102.5% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 15: St. Laurent & Montreal
Delcan Synchro 8 - Report Projected PM - Full Development 16: St. Laurent & Coventry/Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) 289 559 209 683 562 99 277 1211 57 676 133 Lane Group Flow (vph) 304 588 220 719 592 104 292 1723 60 712 140 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5216 Permitted Phases 4 8 6 Detector Phase 74438852166 Switch Phase Minimum Initial (s) 5.0 12.0 12.0 5.0 12.0 12.0 5.0 10.0 5.0 10.0 10.0 Minimum Split (s) 11.4 34.3 34.3 11.4 34.3 34.3 11.2 33.4 11.2 33.4 33.4 Total Split (s) 26.0 35.0 35.0 26.0 35.0 35.0 24.0 44.0 15.0 35.0 35.0 Total Split (%) 21.7% 29.2% 29.2% 21.7% 29.2% 29.2% 20.0% 36.7% 12.5% 29.2% 29.2% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.7 2.6 2.6 2.7 2.6 2.6 2.5 2.7 2.5 2.7 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.4 6.3 6.3 6.4 6.3 6.3 6.2 6.4 6.2 6.4 6.4 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min Min Min Min Min Min Min C-Max Min C-Max C-Max Act Effct Green (s) 22.5 26.0 26.0 22.3 25.8 25.8 17.8 38.3 8.1 28.6 28.6 Actuated g/C Ratio 0.19 0.22 0.22 0.19 0.22 0.22 0.15 0.32 0.07 0.24 0.24 v/c Ratio 0.49 0.80 0.44 1.18 0.81 0.22 1.16 1.11 0.53 0.61 0.29 Control Delay 47.6 53.3 8.2 139.6 54.3 1.1 153.3 97.7 58.8 47.9 10.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.6 53.3 8.2 139.6 54.3 1.1 153.3 97.7 58.8 47.9 10.2 LOS DDAFDAFFEDB Approach Delay 42.8 93.7 105.8 42.8 Approach LOS D F F D Queue Length 50th (m) 33.7 68.3 0.7 ~109.6 69.4 0.0 ~81.5 ~168.6 13.9 62.1 3.5 Queue Length 95th (m) 48.8 87.4 20.0 #150.6 88.2 0.0 #134.9 #198.5 m20.9 m65.3 m7.9 Internal Link Dist (m) 384.2 883.0 447.1 2018.9 Turn Bay Length (m) 100.0 60.0 100.0 120.0 54.0 75.0 55.0 Base Capacity (vph) 617 810 527 610 810 508 251 1547 124 1160 478 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.49 0.73 0.42 1.18 0.73 0.20 1.16 1.11 0.48 0.61 0.29 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 1 (1%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.18 Intersection Signal Delay: 79.3 Intersection LOS: E Intersection Capacity Utilization 96.9% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 16: St. Laurent & Coventry/Ogilvie
Delcan Synchro 8 - Report Projected PM - Full Development 17: Aviation Parkway & Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 234 1171 272 160 1614 73 125 686 189 505 Lane Group Flow (vph) 246 1233 286 168 1699 77 132 795 199 808 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Prot NA Protected Phases 5 2 1 6 3874 Permitted Phases 2 2 6 6 Detector Phase 5221663874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 29.9 29.9 10.9 29.9 29.9 10.9 25.9 10.9 25.9 Total Split (s) 19.0 64.0 64.0 19.0 64.0 64.0 20.0 27.0 20.0 27.0 Total Split (%) 14.6% 49.2% 49.2% 14.6% 49.2% 49.2% 15.4% 20.8% 15.4% 20.8% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None Act Effct Green (s) 72.9 59.8 59.8 69.5 58.1 58.1 13.2 21.1 14.1 22.0 Actuated g/C Ratio 0.56 0.46 0.46 0.53 0.45 0.45 0.10 0.16 0.11 0.17 v/c Ratio 1.09 0.79 0.36 0.73 1.12 0.11 0.77 1.45 1.09 1.37 Control Delay 121.6 34.8 9.6 39.0 98.4 1.0 85.0 251.3 145.0 215.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 121.6 34.8 9.6 39.0 98.4 1.0 85.0 251.3 145.0 215.0 LOS FCADFAFFFF Approach Delay 42.8 89.4 227.6 201.2 Approach LOS D F F F Queue Length 50th (m) ~56.4 140.8 15.4 19.0 ~263.7 0.0 33.2 ~146.1 ~57.0 ~140.5 Queue Length 95th (m) #109.7 171.1 35.7 43.1 #306.0 2.1 #61.8 #185.9 #104.9 #180.6 Internal Link Dist (m) 883.0 805.6 553.8 860.9 Turn Bay Length (m) 75.0 55.0 50.0 50.0 105.0 115.0 Base Capacity (vph) 225 1558 795 252 1515 723 183 548 183 589 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.09 0.79 0.36 0.67 1.12 0.11 0.72 1.45 1.09 1.37 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 65 (50%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.45 Intersection Signal Delay: 117.5 Intersection LOS: F Intersection Capacity Utilization 113.8% ICU Level of Service H Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 17: Aviation Parkway & Ogilvie
Delcan Synchro 8 - Report Projected PM - Full Development 18: City Park/Bathgate & Ogilvie
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 205 1132 144 14 810 94 135 32 113 36 Lane Group Flow (vph) 216 1192 152 15 853 99 142 60 119 183 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 5 2 1 6 8 4 Permitted Phases 2 2 6 6 8 4 Detector Phase 5221668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 11.0 29.0 29.0 42.3 42.3 42.3 42.3 Total Split (s) 20.0 37.0 37.0 20.0 37.0 37.0 43.0 43.0 43.0 43.0 Total Split (%) 20.0% 37.0% 37.0% 20.0% 37.0% 37.0% 43.0% 43.0% 43.0% 43.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.0 3.0 3.0 3.0 All-Red Time (s) 2.3 2.3 2.3 2.3 2.3 2.3 4.3 4.3 4.3 4.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 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 7.3 7.3 7.3 7.3 Lead/Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None Act Effct Green (s) 68.7 63.8 63.8 57.5 51.7 51.7 18.0 18.0 18.0 18.0 Actuated g/C Ratio 0.69 0.64 0.64 0.58 0.52 0.52 0.18 0.18 0.18 0.18 v/c Ratio 0.50 0.55 0.16 0.05 0.49 0.12 0.78 0.19 0.52 0.46 Control Delay 10.9 13.8 4.5 8.2 18.7 3.5 65.8 21.7 43.9 12.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.9 13.8 4.5 8.2 18.7 3.5 65.8 21.7 43.9 12.9 LOS BBAABAECDB Approach Delay 12.5 17.0 52.7 25.1 Approach LOS B B D C Queue Length 50th (m) 13.3 51.7 2.2 0.8 52.5 0.0 26.5 5.6 21.1 6.3 Queue Length 95th (m) 28.5 119.0 14.5 3.5 92.3 8.1 43.6 14.6 34.8 22.4 Internal Link Dist (m) 805.6 765.5 207.7 176.5 Turn Bay Length (m) 75.0 45.0 45.0 85.0 30.0 28.0 Base Capacity (vph) 476 2161 947 426 1751 802 360 605 451 643 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.45 0.55 0.16 0.04 0.49 0.12 0.39 0.10 0.26 0.28 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 19 (19%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 17.9 Intersection LOS: B Intersection Capacity Utilization 86.5% ICU Level of Service E Analysis Period (min) 15
Splits and Phases: 18: City Park/Bathgate & Ogilvie
Delcan Synchro 8 - Report Projected PM - Full Development 19: Blair & Ogilvie
Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 148 711 466 675 415 190 317 398 87 787 Lane Group Flow (vph) 156 748 491 711 481 200 334 419 92 864 Turn Type Prot NA Perm Prot NA Prot NA Perm Prot NA Protected Phases 5 2 1638 74 Permitted Phases 2 8 Detector Phase 5221638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 11.8 34.4 34.4 11.8 34.4 11.5 33.5 33.5 11.5 33.5 Total Split (s) 20.0 34.0 34.0 34.0 48.0 25.0 37.0 37.0 25.0 37.0 Total Split (%) 15.4% 26.2% 26.2% 26.2% 36.9% 19.2% 28.5% 28.5% 19.2% 28.5% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 4.2 4.2 4.2 4.2 4.2 All-Red Time (s) 3.1 2.7 2.7 3.1 2.7 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 0.0 Total Lost Time (s) 6.8 6.4 6.4 6.8 6.4 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max None None None None None Act Effct Green (s) 13.2 27.6 27.6 27.2 41.6 13.2 36.6 36.6 12.4 35.8 Actuated g/C Ratio 0.10 0.21 0.21 0.21 0.32 0.10 0.28 0.28 0.10 0.28 v/c Ratio 0.91 1.04 0.94 1.03 0.45 0.60 0.67 0.59 0.57 0.93 Control Delay 105.5 93.9 46.2 93.5 36.0 63.2 49.7 7.5 69.5 62.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 105.5 93.9 46.2 93.5 36.0 63.2 49.7 7.5 69.5 62.9 LOS FFDFDEDAEE Approach Delay 78.4 70.3 34.0 63.6 Approach LOS E E C E Queue Length 50th (m) 40.2 ~108.7 55.7 ~100.7 50.4 25.6 75.8 0.0 22.9 113.5 Queue Length 95th (m) #80.9 #147.6 #124.1 #138.2 66.4 37.0 #117.1 27.9 39.3 #165.5 Internal Link Dist (m) 765.5 961.5 513.2 1309.5 Turn Bay Length (m) 75.0 200.0 95.0 135.0 35.0 Base Capacity (vph) 172 719 525 687 1072 467 502 705 241 929 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.91 1.04 0.94 1.03 0.45 0.43 0.67 0.59 0.38 0.93 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 63.7 Intersection LOS: E Intersection Capacity Utilization 95.9% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 19: Blair & Ogilvie
Delcan Synchro 8 - Report Projected PM - Full Development 20: Vanier Parkway/Crichton & Beechwood
Lane Group EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 727 578 237 721 952 228 33 193 Lane Group Flow (vph) 765 608 249 799 1002 535 35 242 Turn Type NA Perm pm+pt NA Prot NA Prot NA Protected Phases 2 163874 Permitted Phases 2 6 Detector Phase 22163874 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 24.9 24.9 10.8 24.9 10.5 26.0 10.5 26.0 Total Split (s) 27.0 27.0 12.0 39.0 35.0 46.0 15.0 26.0 Total Split (%) 27.0% 27.0% 12.0% 39.0% 35.0% 46.0% 15.0% 26.0% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.5 2.6 2.2 2.7 2.2 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.8 5.9 5.5 6.0 5.5 6.0 Lead/Lag Lag Lag Lead Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None None None None Act Effct Green (s) 21.1 21.1 35.7 35.6 29.5 44.1 7.5 17.5 Actuated g/C Ratio 0.21 0.21 0.36 0.36 0.30 0.44 0.08 0.18 v/c Ratio 1.07 0.80 1.10 1.27 1.03 0.75 0.28 0.79 Control Delay 92.7 13.6 121.2 165.1 73.6 29.0 48.6 56.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 92.7 13.6 121.2 165.1 73.6 29.0 48.6 56.6 LOS FBFFECDE Approach Delay 57.7 154.7 58.1 55.6 Approach LOS E F E E Queue Length 50th (m) ~86.9 5.2 ~43.9 ~203.4 ~108.0 77.9 6.5 42.8 Queue Length 95th (m) #123.0 #51.3 #95.9 #277.8 #145.9 #136.6 15.8 #70.2 Internal Link Dist (m) 175.1 1033.1 585.7 139.1 Turn Bay Length (m) 250.0 23.0 65.0 20.0 Base Capacity (vph) 715 757 226 628 969 714 161 349 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 1.07 0.80 1.10 1.27 1.03 0.75 0.22 0.69 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 10 (10%), Referenced to phase 2:EBT and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.27 Intersection Signal Delay: 81.7 Intersection LOS: F Intersection Capacity Utilization 102.2% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 20: Vanier Parkway/Crichton & Beechwood
Delcan Synchro 8 - Report Projected PM - Full Development 21: Vanier Parkway & Montreal
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 63 590 183 500 177 1248 205 137 926 63 Lane Group Flow (vph) 66 855 193 689 186 1314 216 144 975 66 Turn Type Perm NA pm+pt NA Prot NA Perm Prot NA Perm Protected Phases 43852 16 Permitted Phases 4 8 2 6 Detector Phase 4438522166 Switch Phase Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 Minimum Split (s) 38.6 38.6 10.7 38.6 11.1 28.9 28.9 11.1 28.9 28.9 Total Split (s) 44.0 44.0 12.0 56.0 29.0 45.0 45.0 29.0 45.0 45.0 Total Split (%) 33.8% 33.8% 9.2% 43.1% 22.3% 34.6% 34.6% 22.3% 34.6% 34.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 3.3 3.3 2.4 3.3 2.4 2.2 2.2 2.4 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.6 6.6 5.7 6.6 6.1 5.9 5.9 6.1 5.9 5.9 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s) 36.7 36.7 49.6 48.7 18.7 46.4 46.4 16.3 44.0 44.0 Actuated g/C Ratio 0.28 0.28 0.38 0.37 0.14 0.36 0.36 0.13 0.34 0.34 v/c Ratio 0.37 0.93 1.41 0.57 0.76 0.76 0.35 0.68 0.59 0.12 Control Delay 44.2 59.5 248.0 32.5 73.1 41.0 11.6 69.8 38.2 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.2 59.5 248.0 32.5 73.1 41.0 11.6 69.8 38.2 0.5 LOS DEFCEDBEDA Approach Delay 58.4 79.6 40.8 40.0 Approach LOS E E D D Queue Length 50th (m) 13.5 106.7 ~50.8 68.7 46.2 108.9 10.0 35.8 76.7 0.0 Queue Length 95th (m) 27.6 #143.3 #98.9 87.7 69.8 136.7 31.6 55.2 95.5 0.0 Internal Link Dist (m) 343.8 1631.7 469.7 418.5 Turn Bay Length (m) 40.0 40.0 90.0 60.0 80.0 55.0 Base Capacity (vph) 182 941 137 1234 298 1740 618 298 1648 544 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.36 0.91 1.41 0.56 0.62 0.76 0.35 0.48 0.59 0.12 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 36 (28%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.41 Intersection Signal Delay: 51.3 Intersection LOS: D Intersection Capacity Utilization 91.0% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 21: Vanier Parkway & Montreal
Delcan Synchro 8 - Report Projected PM - Full Development 22: Sussex & King Edward
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 17 25 106 1 5 903 813 820 469 Lane Group Flow (vph) 18 31 112 81 5 951 856 863 497 Turn Type Perm NA Perm NA Perm NA Perm pm+pt NA Protected Phases 48216 Permitted Phases 48226 Detector Phase 448822216 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 5.0 10.0 Minimum Split (s) 30.2 30.2 30.2 30.2 30.1 30.1 30.1 10.8 30.1 Total Split (s) 30.0 30.0 30.0 30.0 65.0 65.0 65.0 35.0 100.0 Total Split (%) 23.1% 23.1% 23.1% 23.1% 50.0% 50.0% 50.0% 26.9% 76.9% Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.9 2.9 2.9 2.9 2.4 2.4 2.4 2.1 2.4 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) 6.2 6.2 6.2 6.2 6.1 6.1 6.1 5.8 6.1 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode Min Min Min Min C-Max C-Max C-Max None C-Max Act Effct Green (s) 16.4 16.4 16.4 16.4 58.9 58.9 58.9 101.6 101.3 Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.45 0.45 0.45 0.78 0.78 v/c Ratio 0.11 0.14 0.67 0.32 0.01 0.62 0.95 1.36 0.19 Control Delay 49.2 43.2 73.3 13.4 20.0 29.2 38.1 200.1 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.2 43.2 73.3 13.4 20.0 29.2 38.1 200.1 4.3 LOS DDEBBCDFA Approach Delay 45.4 48.1 33.4 128.6 Approach LOS D D C F Queue Length 50th (m) 4.2 6.0 27.8 0.2 0.7 95.6 129.1 ~249.6 14.6 Queue Length 95th (m) 11.1 14.6 45.5 14.0 3.1 117.2 #228.9 #351.0 24.8 Internal Link Dist (m) 53.7 177.2 220.3 181.8 Turn Bay Length (m) 27.0 40.0 75.0 Base Capacity (vph) 227 322 240 337 343 1535 899 633 2635 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.08 0.10 0.47 0.24 0.01 0.62 0.95 1.36 0.19 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.36 Intersection Signal Delay: 72.3 Intersection LOS: E Intersection Capacity Utilization 124.8% ICU Level of Service H Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 22: Sussex & King Edward
Delcan Synchro 8 - Report Projected PM - Full Development 12: Aviation Parkway & Rockcliffe South
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 0 372 000061532261060 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 2 0 392 000064733961120 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 941 1111 112 1333 941 817 112 986 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 941 1111 112 1333 941 817 112 986 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 100 58 100 100 100 100 99 cM capacity (veh/h) 242 207 942 76 261 377 1478 701 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 394 986 6 112 Volume Left 2060 Volume Right 392 339 0 0 cSH 927 1700 701 1700 Volume to Capacity 0.42 0.58 0.01 0.07 Queue Length 95th (m) 16.3 0.0 0.2 0.0 Control Delay (s) 11.7 0.0 10.2 0.0 Lane LOS B B Approach Delay (s) 11.7 0.0 0.5 Approach LOS B Intersection Summary Average Delay 3.1 Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM - Full Development 14: Aviation Parkway & Rockcliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 0 0 0 54 5 4 518 47 0 0 55 8 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 57 5 4 545 49 0 0 58 8 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 1209 1202 62 1202 1206 49 66 49 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1209 1202 62 1202 1206 49 66 49 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 51 96 100 64 100 cM capacity (veh/h) 111 119 1003 117 118 1019 1535 1557 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total 66 545 49 66 Volume Left 57 545 0 0 Volume Right 4008 cSH 124 1535 1700 1700 Volume to Capacity 0.54 0.36 0.03 0.04 Queue Length 95th (m) 19.4 12.4 0.0 0.0 Control Delay (s) 63.4 8.6 0.0 0.0 Lane LOS FA Approach Delay (s) 63.4 7.9 0.0 Approach LOS F Intersection Summary Average Delay 12.2 Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM - Full Development 23: Hemlock & Birch
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 76 821 868 21 12 58 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) 80 864 914 22 13 61 Pedestrians 8 Lane Width (m) 3.7 Walking Speed (m/s) 1.2 Percent Blockage 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 944 1957 933 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 944 1957 933 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 89 80 81 cM capacity (veh/h) 722 62 321 Direction, Lane # EB 1 EB 2 WB 1 SB 1 Volume Total 80 864 936 74 Volume Left 80 0 0 13 Volume Right 0 0 22 61 cSH 722 1700 1700 187 Volume to Capacity 0.11 0.51 0.55 0.39 Queue Length 95th (m) 2.8 0.0 0.0 13.2 Control Delay (s) 10.6 0.0 0.0 36.3 Lane LOS B E Approach Delay (s) 0.9 0.0 36.3 Approach LOS E Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 68.5% ICU Level of Service C Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM - Full Development 98: Hemlock & Aviation Parkway On East
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 334 342 182 221 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 352 360 192 233 0 0 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 424 1371 308 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 424 1371 308 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 69 100 100 cM capacity (veh/h) 1135 111 732 Direction, Lane # EB 1 WB 1 Volume Total 712 424 Volume Left 352 0 Volume Right 0 233 cSH 1135 1700 Volume to Capacity 0.31 0.25 Queue Length 95th (m) 10.1 0.0 Control Delay (s) 6.6 0.0 Lane LOS A Approach Delay (s) 6.6 0.0 Approach LOS Intersection Summary Average Delay 4.2 Intersection Capacity Utilization 69.6% ICU Level of Service C Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM - Full Development 99: Hemlock & Aviation Parkway off West
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 0 479 182 0 197 53 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 504 192 0 207 56 Pedestrians 1 1 Lane Width (m) 3.7 3.7 Walking Speed (m/s) 1.2 1.2 Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 362 pX, platoon unblocked 0.90 vC, conflicting volume 193 697 194 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 193 611 194 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 50 93 cM capacity (veh/h) 1380 413 846 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 504 192 263 Volume Left 0 0 207 Volume Right 0 0 56 cSH 1700 1700 463 Volume to Capacity 0.30 0.11 0.57 Queue Length 95th (m) 0.0 0.0 26.4 Control Delay (s) 0.0 0.0 22.5 Lane LOS C Approach Delay (s) 0.0 0.0 22.5 Approach LOS C Intersection Summary Average Delay 6.2 Intersection Capacity Utilization 48.2% ICU Level of Service A Analysis Period (min) 15
Delcan Synchro 8 - Report
Appendix G SYNCHRO Capacity Analysis: Phase 1 Projected Conditions – Modified
Projected AM - Phase 1 (Modifications) 8: Aviation Parkway & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 30 807 176 216 1333 71 238 160 162 206 188 Lane Group Flow (vph) 32 849 185 227 1403 75 251 168 171 217 238 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 52216638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 10.9 33.8 33.8 10.9 33.8 33.8 10.9 27.2 27.2 10.9 27.2 Total Split (s) 13.0 49.0 49.0 22.0 58.0 58.0 21.0 28.0 28.0 21.0 28.0 Total Split (%) 10.8% 40.8% 40.8% 18.3% 48.3% 48.3% 17.5% 23.3% 23.3% 17.5% 23.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.1 2.1 2.2 2.1 2.1 2.2 2.5 2.5 2.2 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.8 5.8 5.9 5.8 5.8 5.9 6.2 6.2 5.9 6.2 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) 54.6 48.3 48.3 67.5 59.9 59.9 35.4 20.2 20.2 34.3 19.7 Actuated g/C Ratio 0.46 0.40 0.40 0.56 0.50 0.50 0.30 0.17 0.17 0.29 0.16 v/c Ratio 0.21 0.62 0.26 0.67 0.83 0.09 0.83 0.56 0.43 0.61 0.83 Control Delay 13.4 34.2 12.0 36.7 26.1 2.0 55.6 59.1 27.5 37.9 70.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.4 34.2 12.0 36.7 26.1 2.0 55.6 59.1 27.5 37.9 70.1 LOS BCBDCAEECDE Approach Delay 29.7 26.4 48.4 54.7 Approach LOS CCDD Queue Length 50th (m) 4.2 98.6 12.4 31.3 74.7 0.0 61.0 41.8 20.8 37.3 52.1 Queue Length 95th (m) m6.6 122.2 m28.6 m48.1 #209.1 m1.6 m#79.8 m54.4 m31.3 58.0 #86.8 Internal Link Dist (m) 647.9 660.8 1141.1 1014.8 Turn Bay Length (m) 50.0 30.0 50.0 17.0 44.0 44.0 Base Capacity (vph) 159 1365 705 369 1691 792 307 324 413 368 318 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.20 0.62 0.26 0.62 0.83 0.09 0.82 0.52 0.41 0.59 0.75 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 45 (38%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 34.1 Intersection LOS: C Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: Aviation Parkway & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 (Modifications) 10: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 89 595 59 1082 96 9 93 18 Lane Group Flow (vph) 94 686 62 1262 101 81 98 108 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 47.0 47.0 47.0 47.0 33.0 33.0 33.0 33.0 Total Split (%) 58.8% 58.8% 58.8% 58.8% 41.3% 41.3% 41.3% 41.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 59.1 59.1 59.1 59.1 12.9 12.9 12.9 12.9 Actuated g/C Ratio 0.74 0.74 0.74 0.74 0.16 0.16 0.16 0.16 v/c Ratio 0.37 0.28 0.12 0.51 0.53 0.27 0.49 0.38 Control Delay 12.3 5.2 2.9 2.9 40.3 11.0 38.2 19.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.3 5.2 2.9 2.9 40.3 11.0 38.2 19.8 LOS BAAADBDB Approach Delay 6.1 2.9 27.3 28.6 Approach LOS A A C C Queue Length 50th (m) 5.1 17.4 1.6 21.3 14.4 1.2 13.9 7.5 Queue Length 95th (m) 20.1 31.6 m2.5 23.8 27.0 11.3 25.9 19.4 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 251 2475 515 2463 392 551 412 532 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.37 0.28 0.12 0.51 0.26 0.15 0.24 0.20 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 30 (38%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.53 Intersection Signal Delay: 7.8 Intersection LOS: A Intersection Capacity Utilization 79.8% ICU Level of Service D Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Bathgate/Burma & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 (Modifications) 11: Blair & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 28 520 228 176 1230 32 224 47 48 12 137 Lane Group Flow (vph) 29 547 240 185 1295 34 236 49 51 13 248 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 22266688844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 29.3 29.3 29.3 29.3 29.3 29.3 40.0 40.0 40.0 40.0 40.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 40.0 Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.6 3.7 3.7 3.7 3.7 3.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 6.3 6.3 7.0 7.0 7.0 7.0 7.0 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None None Act Effct Green (s) 43.5 43.5 43.5 43.5 43.5 43.5 23.2 23.2 23.2 23.2 23.2 Actuated g/C Ratio 0.54 0.54 0.54 0.54 0.54 0.54 0.29 0.29 0.29 0.29 0.29 v/c Ratio 0.22 0.30 0.26 0.43 0.70 0.04 0.83 0.09 0.11 0.03 0.50 Control Delay 15.8 9.4 1.5 17.7 18.4 2.2 48.8 18.0 5.5 16.5 24.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.8 9.4 1.5 17.7 18.4 2.2 48.8 18.0 5.5 16.5 24.1 LOS BAABBADBABC Approach Delay 7.3 17.9 37.7 23.7 Approach LOS A B D C Queue Length 50th (m) 1.6 15.7 0.0 15.7 71.5 0.0 33.2 5.4 0.0 1.4 28.9 Queue Length 95th (m) 10.8 27.7 3.7 41.7 #136.3 2.9 50.5 10.5 6.0 4.3 40.7 Internal Link Dist (m) 774.7 1084.9 1309.5 382.1 Turn Bay Length (m) 65.0 25.0 65.0 15.0 25.0 30.0 15.0 Base Capacity (vph) 130 1841 920 426 1841 827 405 735 645 531 694 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.22 0.30 0.26 0.43 0.70 0.04 0.58 0.07 0.08 0.02 0.36 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 70 (88%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Capacity Utilization 94.4% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 11: Blair & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 (Modifications) 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 14 28 442 79 202 489 143 6 247 Lane Group Flow (vph) 15 29 465 83 230 515 171 0 324 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 39.8 40.1 21.1 Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.57 0.57 0.30 v/c Ratio 0.06 0.06 0.64 0.24 0.50 0.85 0.17 0.34 Control Delay 20.4 20.1 7.0 22.9 26.0 26.5 6.9 17.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.4 20.1 7.0 22.9 26.0 26.5 6.9 17.8 LOS CCACCCA B Approach Delay 8.1 25.2 21.6 17.8 Approach LOS A C C B Queue Length 50th (m) 1.5 2.9 0.0 8.6 24.9 37.9 8.6 15.0 Queue Length 95th (m) 5.7 8.5 20.8 19.0 44.2 #82.1 16.6 24.7 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 255 461 731 339 459 604 1006 965 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.06 0.06 0.64 0.24 0.50 0.85 0.17 0.34 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 29 (41%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Capacity Utilization 75.8% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Delcan Synchro 8 - Report Projected AM - Phase 1 (Modifications) 15: St. Laurent & Montreal
Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 29 521 284 772 149 138 221 251 457 Lane Group Flow (vph) 31 553 299 813 157 145 385 264 539 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Protected Phases 5216 3874 Permitted Phases 2 6 6 Detector Phase 521663874 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 34.2 10.9 34.2 34.2 10.5 31.0 10.5 31.0 Total Split (s) 11.0 36.0 25.0 50.0 50.0 28.0 31.0 28.0 31.0 Total Split (%) 9.2% 30.0% 20.8% 41.7% 41.7% 23.3% 25.8% 23.3% 25.8% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.9 2.6 2.9 2.9 2.2 2.7 2.2 2.7 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) 5.9 6.2 5.9 6.2 6.2 5.5 6.0 5.5 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None None None None Act Effct Green (s) 46.2 39.9 63.2 55.6 55.6 15.5 18.1 21.3 23.9 Actuated g/C Ratio 0.38 0.33 0.53 0.46 0.46 0.13 0.15 0.18 0.20 v/c Ratio 0.11 0.49 0.67 0.52 0.21 0.67 0.68 0.88 0.80 Control Delay 18.9 36.1 35.7 31.4 12.9 82.4 24.0 77.1 54.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.9 36.1 35.7 31.4 12.9 82.4 24.0 77.1 54.6 LOS BDDCBFCED Approach Delay 35.2 30.1 40.0 62.0 Approach LOS D C D E Queue Length 50th (m) 3.5 56.1 45.6 61.2 7.1 36.4 13.0 60.4 62.3 Queue Length 95th (m) 9.5 80.8 m63.0 76.7 m12.2 m42.3 m0.0 #103.0 81.1 Internal Link Dist (m) 1631.7 647.9 2018.9 1019.4 Turn Bay Length (m) 70.0 70.0 30.0 75.0 90.0 Base Capacity (vph) 281 1126 469 1570 735 317 735 317 719 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.11 0.49 0.64 0.52 0.21 0.46 0.52 0.83 0.75 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 80 (67%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 40.7 Intersection LOS: D Intersection Capacity Utilization 93.1% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 15: St. Laurent & Montreal
Delcan Synchro 8 - Report Projected AM - Phase 1 (Modifications) 14: Aviation Parkway & Rockliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 0 0 0 310 4 3 300 31 0 0 14 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 326 4 3 316 33 0 0 15 1 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total (vph) 334 316 33 16 Volume Left (vph) 326 316 0 0 Volume Right (vph) 3001 Hadj (s) 0.22 0.53 0.03 -0.01 Departure Headway (s) 5.2 6.0 5.5 5.5 Degree Utilization, x 0.48 0.53 0.05 0.02 Capacity (veh/h) 664 573 628 596 Control Delay (s) 12.9 14.3 7.6 8.7 Approach Delay (s) 12.9 13.7 8.7 Approach LOS BB A Intersection Summary Delay 13.2 Level of Service B Intersection Capacity Utilization 61.9% ICU Level of Service B Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM - Phase 1 (Modifications) 8: Aviation Parkway & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 13 1134 174 146 914 121 252 262 164 136 211 Lane Group Flow (vph) 14 1194 183 154 962 127 265 276 173 143 267 Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 52216638874 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 Minimum Split (s) 10.9 33.8 33.8 10.9 33.8 33.8 10.9 27.2 27.2 10.9 27.2 Total Split (s) 10.9 56.0 56.0 15.0 60.1 60.1 21.0 36.4 36.4 12.6 28.0 Total Split (%) 9.1% 46.7% 46.7% 12.5% 50.1% 50.1% 17.5% 30.3% 30.3% 10.5% 23.3% Yellow Time (s) 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 3.7 All-Red Time (s) 2.2 2.1 2.1 2.2 2.1 2.1 2.2 2.5 2.5 2.2 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.8 5.8 5.9 5.8 5.8 5.9 6.2 6.2 5.9 6.2 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None Act Effct Green (s) 56.3 51.3 51.3 65.4 61.8 61.8 42.1 29.2 29.2 27.8 20.8 Actuated g/C Ratio 0.47 0.43 0.43 0.54 0.52 0.52 0.35 0.24 0.24 0.23 0.17 v/c Ratio 0.06 0.82 0.25 0.78 0.55 0.15 0.89 0.64 0.39 0.56 0.88 Control Delay 15.2 27.6 4.0 49.6 37.2 10.6 62.8 47.9 12.1 40.0 76.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.2 27.6 4.0 49.6 37.2 10.6 62.8 47.9 12.1 40.0 76.7 LOS BCADDBEDBDE Approach Delay 24.4 36.0 44.8 63.9 Approach LOS C D D E Queue Length 50th (m) 1.4 84.4 1.8 29.9 115.6 6.3 47.0 57.8 6.0 23.4 59.9 Queue Length 95th (m) m1.4 m85.5 m2.0 #52.8 144.5 21.6 #86.0 86.3 24.6 39.1 #104.2 Internal Link Dist (m) 647.9 660.8 1140.1 1014.8 Turn Bay Length (m) 50.0 30.0 50.0 17.0 44.0 44.0 Base Capacity (vph) 248 1448 732 199 1746 836 297 448 458 256 316 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.06 0.82 0.25 0.77 0.55 0.15 0.89 0.62 0.38 0.56 0.84 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 93 (78%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 36.4 Intersection LOS: D Intersection Capacity Utilization 93.3% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: Aviation Parkway & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 (Modifications) 10: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 75 987 91 698 90 25 122 16 Lane Group Flow (vph) 79 1155 96 827 95 123 128 121 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 85.0 85.0 85.0 85.0 35.0 35.0 35.0 35.0 Total Split (%) 70.8% 70.8% 70.8% 70.8% 29.2% 29.2% 29.2% 29.2% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 89.2 89.2 89.2 89.2 18.3 18.3 18.3 18.3 Actuated g/C Ratio 0.74 0.74 0.74 0.74 0.15 0.15 0.15 0.15 v/c Ratio 0.18 0.47 0.33 0.33 0.58 0.39 0.75 0.39 Control Delay 4.0 3.6 7.1 3.7 59.6 16.1 73.4 14.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.0 3.6 7.1 3.7 59.6 16.1 73.4 14.5 LOS AAAAEBEB Approach Delay 3.6 4.0 35.0 44.7 Approach LOS A A D D Queue Length 50th (m) 2.2 16.0 4.2 17.8 21.0 5.4 29.2 3.5 Queue Length 95th (m) m3.5 20.7 m9.4 m24.6 36.1 20.8 47.1 18.7 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 428 2474 289 2469 259 440 267 425 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.18 0.47 0.33 0.33 0.37 0.28 0.48 0.28 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 10.3 Intersection LOS: B Intersection Capacity Utilization 77.3% ICU Level of Service D Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Bathgate/Burma & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 (Modifications) 11: Blair & Montreal
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 47 1474 225 103 644 24 271 84 178 44 116 Lane Group Flow (vph) 49 1552 237 108 678 25 285 88 187 46 153 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 8 4 Detector Phase 22216688844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 29.3 29.3 29.3 11.0 29.3 29.3 40.0 40.0 40.0 40.0 40.0 Total Split (s) 68.0 68.0 68.0 11.0 79.0 79.0 41.0 41.0 41.0 41.0 41.0 Total Split (%) 56.7% 56.7% 56.7% 9.2% 65.8% 65.8% 34.2% 34.2% 34.2% 34.2% 34.2% Yellow Time (s) 3.7 3.7 3.7 3.4 3.7 3.7 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.6 3.7 3.7 3.7 3.7 3.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.0 6.3 6.3 7.0 7.0 7.0 7.0 7.0 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode C-Max C-Max C-Max None C-Max C-Max Ped Ped Ped None None Act Effct Green (s) 61.7 61.7 61.7 73.4 73.1 73.1 33.6 33.6 33.6 33.6 33.6 Actuated g/C Ratio 0.51 0.51 0.51 0.61 0.61 0.61 0.28 0.28 0.28 0.28 0.28 v/c Ratio 0.14 0.89 0.29 0.79 0.33 0.03 0.89 0.18 0.39 0.13 0.31 Control Delay 18.6 37.9 13.1 57.0 12.0 2.0 71.6 33.8 18.9 33.5 33.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.6 37.9 13.1 57.0 12.0 2.0 71.6 33.8 18.9 33.5 33.5 LOS BDBEBAECBCC Approach Delay 34.2 17.7 48.1 33.5 Approach LOS C B D C Queue Length 50th (m) 6.8 184.6 24.1 10.5 38.8 0.0 64.1 15.7 16.0 8.1 26.2 Queue Length 95th (m) 15.8 193.1 43.7 #42.7 49.8 2.4 #113.3 28.9 36.2 17.6 44.3 Internal Link Dist (m) 774.7 1084.9 1309.5 382.1 Turn Bay Length (m) 65.0 25.0 65.0 15.0 25.0 30.0 15.0 Base Capacity (vph) 358 1743 809 136 2065 902 323 505 488 349 498 Starvation Cap Reductn 00000000000 Spillback Cap Reductn 00000000000 Storage Cap Reductn 00000000000 Reduced v/c Ratio 0.14 0.89 0.29 0.79 0.33 0.03 0.88 0.17 0.38 0.13 0.31 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 105 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 32.5 Intersection LOS: C Intersection Capacity Utilization 106.8% ICU Level of Service G Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 11: Blair & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 (Modifications) 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 24 141 442 49 46 625 192 10 173 Lane Group Flow (vph) 25 148 465 52 55 658 279 0 215 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None None None None None None C-Max C-Max C-Max Act Effct Green (s) 13.0 13.0 13.0 13.0 13.0 44.9 45.2 21.1 Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.19 0.64 0.65 0.30 v/c Ratio 0.11 0.45 0.70 0.24 0.17 0.86 0.25 0.23 Control Delay 22.9 28.9 9.1 25.7 21.3 25.1 5.6 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.9 28.9 9.1 25.7 21.3 25.1 5.6 17.5 LOS CCACCCA B Approach Delay 14.2 23.4 19.3 17.5 Approach LOS B C B B Queue Length 50th (m) 2.8 17.7 0.0 6.0 5.4 41.1 10.2 10.0 Queue Length 95th (m) 7.8 29.9 20.6 13.3 12.6 #152.4 25.1 17.6 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 332 461 737 305 457 761 1106 948 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.08 0.32 0.63 0.17 0.12 0.86 0.25 0.23 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 19 (27%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 17.6 Intersection LOS: B Intersection Capacity Utilization 90.4% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Delcan Synchro 8 - Report Projected PM - Phase 1 (Modifications) 15: St. Laurent & Montreal
Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Configurations Volume (vph) 51 771 259 700 203 156 432 294 280 Lane Group Flow (vph) 54 947 273 737 214 164 691 309 339 Turn Type pm+pt NA pm+pt NA Perm Prot NA Prot NA Protected Phases 5216 3874 Permitted Phases 2 6 6 Detector Phase 521663874 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 10.0 10.0 5.0 10.0 5.0 10.0 Minimum Split (s) 10.9 34.2 10.9 34.2 34.2 10.5 31.0 10.5 31.0 Total Split (s) 11.7 40.1 21.1 49.5 49.5 25.6 31.0 27.8 33.2 Total Split (%) 9.8% 33.4% 17.6% 41.3% 41.3% 21.3% 25.8% 23.2% 27.7% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.9 2.6 2.9 2.9 2.2 2.7 2.2 2.7 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) 5.9 6.2 5.9 6.2 6.2 5.5 6.0 5.5 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None None None None Act Effct Green (s) 39.9 33.9 55.3 45.6 45.6 16.2 25.0 22.3 31.1 Actuated g/C Ratio 0.33 0.28 0.46 0.38 0.38 0.14 0.21 0.19 0.26 v/c Ratio 0.22 1.00 1.00 0.57 0.34 0.72 0.97 0.98 0.39 Control Delay 21.4 72.5 80.4 40.1 22.8 78.9 42.1 96.1 37.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 21.4 72.5 80.4 40.1 22.8 78.9 42.1 96.1 37.6 LOS CEFDCEDFD Approach Delay 69.8 46.0 49.2 65.5 Approach LOS E D D E Queue Length 50th (m) 6.9 ~116.5 56.3 83.3 30.3 41.1 58.4 73.2 33.6 Queue Length 95th (m) 14.3 #161.5 m#98.3 m105.4 m44.7 m46.3 m#65.8 #128.6 49.3 Internal Link Dist (m) 1631.7 647.9 2018.9 1019.4 Turn Bay Length (m) 70.0 70.0 30.0 75.0 90.0 Base Capacity (vph) 247 944 274 1289 636 283 715 314 866 Starvation Cap Reductn 000000000 Spillback Cap Reductn 000000000 Storage Cap Reductn 000000000 Reduced v/c Ratio 0.22 1.00 1.00 0.57 0.34 0.58 0.97 0.98 0.39 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 76 (63%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 120 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.00 Intersection Signal Delay: 56.5 Intersection LOS: E Intersection Capacity Utilization 100.0% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 15: St. Laurent & Montreal
Delcan Synchro 8 - Report Projected PM - Phase 1 (Modifications) 14: Aviation Parkway & Rockcliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 0 0 0 47 5 4 323 47 0 0 55 8 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 49 5 4 340 49 0 0 58 8 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total (vph) 59 340 49 66 Volume Left (vph) 49 340 0 0 Volume Right (vph) 4008 Hadj (s) 0.16 0.53 0.03 -0.04 Departure Headway (s) 5.2 5.3 4.8 4.6 Degree Utilization, x 0.08 0.50 0.07 0.08 Capacity (veh/h) 640 677 742 759 Control Delay (s) 8.7 12.1 6.9 8.0 Approach Delay (s) 8.7 11.4 8.0 Approach LOS AB A Intersection Summary Delay 10.7 Level of Service B Intersection Capacity Utilization 69.2% ICU Level of Service C Analysis Period (min) 15
Delcan Synchro 8 - Report
Appendix H SYNCHRO Capacity Analysis: Total Site Projected Conditions – Modified
Projected AM Full Development (Modified) 9: Carsons/Codds & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 197 845 90 1339 88 10 80 11 Lane Group Flow (vph) 207 1016 95 1486 93 44 84 228 Turn Type pm+pt NA Perm NA Perm NA Perm NA Protected Phases 5 2684 Permitted Phases 2684 Detector Phase 52668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 29.0 35.5 35.5 35.5 35.5 Total Split (s) 19.0 84.5 65.5 65.5 35.5 35.5 35.5 35.5 Total Split (%) 15.8% 70.4% 54.6% 54.6% 29.6% 29.6% 29.6% 29.6% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.3 2.3 2.3 2.3 3.2 3.2 3.2 3.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None C-Max C-Max C-Max Max Max None None Act Effct Green (s) 78.5 78.5 60.1 60.1 29.0 29.0 29.0 29.0 Actuated g/C Ratio 0.65 0.65 0.50 0.50 0.24 0.24 0.24 0.24 v/c Ratio 0.88 0.47 0.38 0.88 0.46 0.11 0.27 0.44 Control Delay 47.6 18.2 24.5 34.3 47.5 16.3 39.8 8.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.6 18.2 24.5 34.3 47.5 16.3 39.8 8.9 LOS DBCCDBDA Approach Delay 23.1 33.7 37.5 17.2 Approach LOS C C D B Queue Length 50th (m) 36.7 96.3 13.5 160.6 18.8 2.0 16.1 2.5 Queue Length 95th (m) m#66.0 112.7 28.4 195.4 36.1 11.4 30.5 22.8 Internal Link Dist (m) 660.8 455.6 89.0 108.9 Turn Bay Length (m) 70.0 65.0 32.0 22.0 Base Capacity (vph) 243 2170 249 1687 202 400 310 522 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.85 0.47 0.38 0.88 0.46 0.11 0.27 0.44 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 13 (11%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 28.3 Intersection LOS: C Intersection Capacity Utilization 106.4% ICU Level of Service G Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 9: Carsons/Codds & Montreal
Delcan Synchro 8 - Report Projected AM Full Development (Modified) 10: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 141 664 59 1130 97 16 182 20 Lane Group Flow (vph) 148 765 62 1386 102 89 192 166 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 66.6 66.6 66.6 66.6 33.4 33.4 33.4 33.4 Total Split (%) 66.6% 66.6% 66.6% 66.6% 33.4% 33.4% 33.4% 33.4% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 67.2 67.2 67.2 67.2 20.3 20.3 20.3 20.3 Actuated g/C Ratio 0.67 0.67 0.67 0.67 0.20 0.20 0.20 0.20 v/c Ratio 0.84 0.34 0.15 0.62 0.49 0.24 0.77 0.46 Control Delay 55.7 8.0 8.6 11.4 42.1 11.6 57.2 21.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.7 8.0 8.6 11.4 42.1 11.6 57.2 21.9 LOS EAABDBEC Approach Delay 15.7 11.3 27.9 40.8 Approach LOS B B C D Queue Length 50th (m) 19.4 29.2 4.0 70.2 17.5 2.7 35.2 14.7 Queue Length 95th (m) #65.4 47.2 11.2 109.7 31.3 13.9 55.2 31.1 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 177 2254 412 2230 276 466 331 451 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.84 0.34 0.15 0.62 0.37 0.19 0.58 0.37 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.84 Intersection Signal Delay: 17.4 Intersection LOS: B Intersection Capacity Utilization 97.6% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 10: Bathgate/Burma & Montreal
Delcan Synchro 8 - Report Projected AM Full Development (Modified) 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 14 139 417 104 347 467 143 6 247 Lane Group Flow (vph) 15 146 439 109 382 492 204 0 324 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 19.0 46.0 27.0 27.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 38.6% 38.6% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 39.8 40.1 21.1 Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.57 0.57 0.30 v/c Ratio 0.11 0.32 0.62 0.36 0.83 0.81 0.21 0.34 Control Delay 22.4 23.3 6.8 25.3 42.4 23.1 6.3 17.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.4 23.3 6.8 25.3 42.4 23.1 6.3 17.9 LOS CCACDCA B Approach Delay 11.2 38.6 18.2 17.9 Approach LOS B D B B Queue Length 50th (m) 1.5 15.4 0.0 11.6 46.8 35.5 9.0 15.0 Queue Length 95th (m) 6.0 29.5 20.0 24.6 #90.3 #72.9 17.9 24.7 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 136 461 712 305 459 604 991 964 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.11 0.32 0.62 0.36 0.83 0.81 0.21 0.34 Intersection Summary Cycle Length: 70 Actuated Cycle Length: 70 Offset: 29 (41%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 20.9 Intersection LOS: C Intersection Capacity Utilization 93.1% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Delcan Synchro 8 - Report Projected AM Full Development (Modified) 14: Aviation Parkway & Rockliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 0 0 0 323 4 3 485 31 0 0 14 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 340 4 3 511 33 0 0 15 1 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total (vph) 347 511 33 16 Volume Left (vph) 340 511 0 0 Volume Right (vph) 3001 Hadj (s) 0.22 0.53 0.03 -0.01 Departure Headway (s) 5.8 6.2 5.7 6.0 Degree Utilization, x 0.56 0.87 0.05 0.03 Capacity (veh/h) 593 577 622 556 Control Delay (s) 15.9 36.4 7.8 9.2 Approach Delay (s) 15.9 34.7 9.2 Approach LOS CD A Intersection Summary Delay 27.0 Level of Service D Intersection Capacity Utilization 83.7% ICU Level of Service E Analysis Period (min) 15
Delcan Synchro 8 - Report Projected AM Full Development (Modified) 98: Hemlock & Aviation Parkway On East
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Stop Stop Stop Volume (vph) 61 184 174 204 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 64 194 183 215 0 0 Direction, Lane # EB 1 WB 1 Volume Total (vph) 258 398 Volume Left (vph) 64 0 Volume Right (vph) 0 215 Hadj (s) 0.08 -0.29 Departure Headway (s) 4.3 3.9 Degree Utilization, x 0.31 0.43 Capacity (veh/h) 813 913 Control Delay (s) 9.3 9.7 Approach Delay (s) 9.3 9.7 Approach LOS AA Intersection Summary Delay 9.5 Level of Service A Intersection Capacity Utilization 43.3% ICU Level of Service A Analysis Period (min) 15
Delcan Synchro 8 - Report Projected AM Full Development (Modified) 99: Hemlock & Aviation Parkway off West
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Stop Stop Stop Volume (vph) 0 205 174 0 184 324 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 216 183 0 194 341 Direction, Lane # EB 1 WB 1 SB 1 Volume Total (vph) 216 183 535 Volume Left (vph) 0 0 194 Volume Right (vph) 0 0 341 Hadj (s) 0.03 0.03 -0.28 Departure Headway (s) 5.6 5.7 4.8 Degree Utilization, x 0.34 0.29 0.71 Capacity (veh/h) 588 578 731 Control Delay (s) 11.5 11.0 18.4 Approach Delay (s) 11.5 11.0 18.4 Approach LOS BBC Intersection Summary Delay 15.4 Level of Service C Intersection Capacity Utilization 50.0% ICU Level of Service A Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM Full Development (Modified) 9: Carsons/Codds & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 225 1415 26 1010 56 13 105 8 Lane Group Flow (vph) 237 1547 27 1163 59 36 111 284 Turn Type pm+pt NA Perm NA Perm NA Perm NA Protected Phases 5 2684 Permitted Phases 2684 Detector Phase 52668844 Switch Phase Minimum Initial (s) 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 11.0 29.0 29.0 29.0 35.5 35.5 35.5 35.5 Total Split (s) 26.0 84.0 58.0 58.0 36.0 36.0 36.0 36.0 Total Split (%) 21.7% 70.0% 48.3% 48.3% 30.0% 30.0% 30.0% 30.0% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.3 2.3 2.3 2.3 3.2 3.2 3.2 3.2 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode None C-Max C-Max C-Max Max Max None None Act Effct Green (s) 78.0 78.0 57.1 57.1 29.5 29.5 29.5 29.5 Actuated g/C Ratio 0.65 0.65 0.48 0.48 0.25 0.25 0.25 0.25 v/c Ratio 0.74 0.71 0.23 0.73 0.37 0.09 0.34 0.51 Control Delay 31.3 33.3 28.6 27.9 45.5 19.4 41.0 8.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 31.3 33.3 28.6 27.9 45.5 19.4 41.0 8.3 LOS CCCCDBDA Approach Delay 33.0 27.9 35.6 17.5 Approach LOS C C D B Queue Length 50th (m) 46.3 174.4 3.4 91.7 11.6 2.5 21.7 1.4 Queue Length 95th (m) m51.8 m187.3 m10.3 119.6 24.9 10.9 38.4 23.8 Internal Link Dist (m) 660.8 455.6 89.0 108.9 Turn Bay Length (m) 70.0 65.0 32.0 22.0 Base Capacity (vph) 384 2185 120 1587 160 414 322 558 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.62 0.71 0.23 0.73 0.37 0.09 0.34 0.51 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 115 (96%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 29.6 Intersection LOS: C Intersection Capacity Utilization 104.2% ICU Level of Service G Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 9: Carsons/Codds & Montreal
Delcan Synchro 8 - Report Projected PM Full Development (Modified) 10: Bathgate/Burma & Montreal
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 124 1056 91 768 95 28 213 23 Lane Group Flow (vph) 131 1231 96 992 100 126 224 190 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 2684 Permitted Phases 2684 Detector Phase 22668844 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.1 34.1 34.1 34.1 33.4 33.4 33.4 33.4 Total Split (s) 79.0 79.0 79.0 79.0 41.0 41.0 41.0 41.0 Total Split (%) 65.8% 65.8% 65.8% 65.8% 34.2% 34.2% 34.2% 34.2% Yellow Time (s) 3.7 3.7 3.7 3.7 3.3 3.3 3.3 3.3 All-Red Time (s) 2.4 2.4 2.4 2.4 3.1 3.1 3.1 3.1 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.1 6.1 6.1 6.1 6.4 6.4 6.4 6.4 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max C-Max C-Max None None None None Act Effct Green (s) 80.3 80.3 80.3 80.3 27.2 27.2 27.2 27.2 Actuated g/C Ratio 0.67 0.67 0.67 0.67 0.23 0.23 0.23 0.23 v/c Ratio 0.44 0.55 0.44 0.45 0.49 0.30 0.85 0.42 Control Delay 8.8 5.4 13.2 7.3 47.0 14.2 71.1 10.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.8 5.4 13.2 7.3 47.0 14.2 71.1 10.2 LOS AABADBEB Approach Delay 5.8 7.8 28.7 43.1 Approach LOS A A C D Queue Length 50th (m) 4.2 19.5 9.0 46.8 20.5 7.1 50.4 4.4 Queue Length 95th (m) m11.4 41.0 m15.7 m47.5 35.4 21.1 74.9 21.8 Internal Link Dist (m) 455.6 774.7 1607.0 308.6 Turn Bay Length (m) 130.0 65.0 45.0 30.0 Base Capacity (vph) 298 2226 216 2196 260 507 335 535 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.44 0.55 0.44 0.45 0.38 0.25 0.67 0.36 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 13.2 Intersection LOS: B Intersection Capacity Utilization 93.3% ICU Level of Service F Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Bathgate/Burma & Montreal
Delcan Synchro 8 - Report Projected PM Full Development (Modified) 13: St. Laurent & Hemlock
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Configurations Volume (vph) 24 284 422 84 190 599 192 10 173 Lane Group Flow (vph) 25 299 444 88 207 631 306 0 215 Turn Type Perm NA Perm Perm NA pm+pt NA Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 4 8 2 6 Detector Phase 444885266 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 Minimum Split (s) 23.9 23.9 23.9 23.9 23.9 11.2 26.9 26.9 26.9 Total Split (s) 24.0 24.0 24.0 24.0 24.0 29.0 56.0 27.0 27.0 Total Split (%) 30.0% 30.0% 30.0% 30.0% 30.0% 36.3% 70.0% 33.8% 33.8% Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.6 2.6 2.6 2.6 2.6 2.9 2.6 2.6 2.6 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.9 5.9 5.9 5.9 5.9 6.2 5.9 5.9 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode Max Max Max Max Max Max C-Max C-Max C-Max Act Effct Green (s) 18.1 18.1 18.1 18.1 18.1 49.8 50.1 21.1 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.23 0.62 0.63 0.26 v/c Ratio 0.11 0.74 0.65 0.59 0.51 0.82 0.29 0.26 Control Delay 26.2 41.8 7.9 46.0 32.1 20.3 6.1 22.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.2 41.8 7.9 46.0 32.1 20.3 6.1 22.6 LOS CDADCCA C Approach Delay 21.7 36.3 15.7 22.6 Approach LOS C D B C Queue Length 50th (m) 3.0 42.4 0.0 12.0 27.3 51.5 14.5 12.5 Queue Length 95th (m) 9.2 #76.8 23.3 #31.4 47.4 #93.4 25.7 21.3 Internal Link Dist (m) 839.5 338.0 1019.4 619.8 Turn Bay Length (m) 30.0 40.0 30.0 Base Capacity (vph) 223 403 686 150 403 768 1064 827 Starvation Cap Reductn 0000000 0 Spillback Cap Reductn 0000000 0 Storage Cap Reductn 0000000 0 Reduced v/c Ratio 0.11 0.74 0.65 0.59 0.51 0.82 0.29 0.26 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.82 Intersection Signal Delay: 21.2 Intersection LOS: C Intersection Capacity Utilization 96.3% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 13: St. Laurent & Hemlock
Delcan Synchro 8 - Report Projected PM Full Development (Modified) 14: Aviation Parkway & Rockcliffe North
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 0 0 0 54 5 4 518 47 0 0 55 8 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 0 0 57 5 4 545 49 0 0 58 8 Direction, Lane # WB 1 NB 1 NB 2 SB 1 Volume Total (vph) 66 545 49 66 Volume Left (vph) 57 545 0 0 Volume Right (vph) 4008 Hadj (s) 0.17 0.53 0.03 -0.04 Departure Headway (s) 5.7 5.3 4.8 4.9 Degree Utilization, x 0.11 0.80 0.07 0.09 Capacity (veh/h) 582 670 738 713 Control Delay (s) 9.4 25.0 6.9 8.3 Approach Delay (s) 9.4 23.5 8.3 Approach LOS AC A Intersection Summary Delay 20.8 Level of Service C Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM Full Development (Modified) 98: Hemlock & Aviation Parkway On East
Movement EBL EBT WBT WBR SEL SER Lane Configurations Sign Control Stop Stop Stop Volume (vph) 334 197 182 221 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 352 207 192 233 0 0 Direction, Lane # EB 1 WB 1 Volume Total (vph) 559 424 Volume Left (vph) 352 0 Volume Right (vph) 0 233 Hadj (s) 0.16 -0.30 Departure Headway (s) 4.5 4.2 Degree Utilization, x 0.69 0.49 Capacity (veh/h) 799 845 Control Delay (s) 16.9 11.1 Approach Delay (s) 16.9 11.1 Approach LOS CB Intersection Summary Delay 14.4 Level of Service B Intersection Capacity Utilization 61.5% ICU Level of Service B Analysis Period (min) 15
Delcan Synchro 8 - Report Projected PM Full Development (Modified) 99: Hemlock & Aviation Parkway off West
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Stop Stop Stop Volume (vph) 0 479 182 0 197 53 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 504 192 0 207 56 Direction, Lane # EB 1 WB 1 SB 1 Volume Total (vph) 504 192 263 Volume Left (vph) 0 0 207 Volume Right (vph) 0 0 56 Hadj (s) 0.03 0.03 0.06 Departure Headway (s) 5.0 5.5 5.7 Degree Utilization, x 0.71 0.29 0.42 Capacity (veh/h) 694 617 576 Control Delay (s) 19.3 10.7 12.8 Approach Delay (s) 19.3 10.7 12.8 Approach LOS CBB Intersection Summary Delay 15.8 Level of Service C Intersection Capacity Utilization 48.2% ICU Level of Service A Analysis Period (min) 15
Delcan Synchro 8 - Report
Appendix I Proposed Cross-Sections for On-Site Roadways
Appendix J On-Site Intersection Control Analysis All-Way STOP Control and Signal Warrants
Main/Codd's - Projected
Minimum AWSC Compliance Description Requirement for a Warrant four-leg intersection Sectional % Entire % Warrant Vehicle Volume, All Approaches A for Each of the Heaviest 8 Hours 200 215% of on Average Day, or 1. Vehicle Volume, All Approaches B 350 258% Minimum for the Heaviest Peak Hour, and 128% Volume Vehicle and pedestrian Volume, Criterion C Along Minor Streets for Each of 80 219% Yes the Same 8 Hours, and The volume split between the
Intersection D 65/35 128% 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
2
38 22 3 61 Major 20
31 57 18 83 77 17
AM Peak Hour Minor PM Peak Hour Volumes Volumes
3 6
85 50 6 109 65 38 5 135 Major 42 Major 36
37 85 123 105 23 50 24 45
154 154 179 154 Minor Minor Main/Codd's - (peak hour signal warrant) 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 for Each of the Heaviest 8 Hours 720 60% 1. of on Average Day, and Minimum 60% Vehicular (4) B Vehicle Volume, Along Minor Volume Streets for Each of the Same 8 170 103% Hours 60% (1) A Vehicle Volume, Along Major No Street for Each of the Heaviest 8
Intersection 720 35% Hours of an Average Day, and 2. Delay to Cross 35% (2) B Combined Vehicle and Pedestrian Traffic Volume Crossing the Major 75 136% 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% No (Warrant 1B only) Average 8 Hour Volumes
2
38 22 3 61 Main 20
31 57 83 77 18 17 AM Peak Hour PM Peak Hour Volumes Volumes Codd's 3 6
65 38 5 135
85 50 6 109 42 Main 36
37 85 Main 123 105 50 45 23 24 154 154 154 179 Codd's Codd's Main/Burma - 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 200 120% of on Average Day, or 1. Vehicle Volume, All Approaches B 350 139% Minimum for the Heaviest Peak Hour, and 86% Volume Vehicle and pedestrian Volume, Criterion C Along Minor Streets for Each of 80 86% No the Same 8 Hours, and The volume split between the
Intersection D 75/25 121% 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
14 55 0 0 Minor 0
13
0 0 56 56 46
AM Peak Hour Major PM Peak Hour Volumes Volumes
0 0
21 71 0 0 34 148 0 0 Minor 0 Minor 0
34 18 0 0 0 0 64 59 158 143 80 124 Major Major Codd's/Collector A - Projected
Minimum AWSC Compliance Description Requirement for a Warrant four-leg intersection Sectional % Entire % Warrant Vehicle Volume, All Approaches A for Each of the Heaviest 8 Hours 200 163% of on Average Day, or 1. Vehicle Volume, All Approaches B 350 196% Minimum for the Heaviest Peak Hour, and 49% Volume Vehicle and pedestrian Volume, Criterion C Along Minor Streets for Each of 80 85% No the Same 8 Hours, and The volume split between the
Intersection D 65/35 49% 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
10
6 111 11 9 Minor 12
4 10 99 23 21 10
AM Peak Hour Major PM Peak Hour Volumes Volumes
20 19
12 221 20 16 11 224 24 20 Minor 26 Minor 21
8 8 21 17 13 28 40 44
44 172 48 222 Major Major Burma/Collector A - 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 200 132% of on Average Day, or 1. Vehicle Volume, All Approaches B 350 151% Minimum for the Heaviest Peak Hour, and 31% Volume Vehicle and pedestrian Volume, Criterion C Along Minor Streets for Each of 80 31% No the Same 8 Hours, and The volume split between the
Intersection D 75/25 32% 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
4 109 0 0 Minor 0
6
0 0 20
19 105
AM Peak Hour Major PM Peak Hour Volumes Volumes
0 0
8 168 0 0 8 268 0 0 Minor 0 Minor 0
12 11
0 0 0 0 32 48
40 268 35 153 Major Major