kayley estates subdivision

Transcription

KAYLEY ESTATES SUBDIVISION
Township of Oro-Medonte
Traffic Impact Study
prepared by:
C.C. Tatham & Associates Ltd.
50 Andrew Street South, Suite 100
Orillia, ON L3V 7T5
Tel: (705) 325-1753 Fax: (705) 325-7420
info@cctatham.com
prepared for
South Shore Caden Estates Inc.
March 15, 2016
CCTA File 315833
TABLE OF CONTENTS
1 Introduction
1 2 Existing Conditions
2 2.1 Road Network
2 2.2 Existing Traffic Volumes
3 2.3 Existing Traffic Operations
3 3 Future Background Conditions
5 3.1 Road Network
5 3.2 Background Traffic Volumes
5 3.3 Background Traffic Operations
7 3.4 Turn Lane Requirements
8 4 Proposed Development
10 4.1 Site Location
10 4.2 Proposed Land-use
10 4.3 Site Access
10 4.4 Site Traffic
10 5 Transportation Impacts
12 5.1 Future Traffic Volumes
12 5.2 Future Traffic Operations
12 5.3 Turn Lane Requirements
13 6 Summary
15 APPENDICES
Appendix A: Traffic Counts Appendix B: Existing Operations Appendix C: Future Background Operations Appendix D: Future Total Operations LIST OF TABLES
Table 1: Intersection Operations – 2016 Conditions
4 Table 2: Intersection Operations – 2022 Background Conditions
8 Table 5: Trip Generation Rates
11 Table 6: Intersection Operations – 2022 Total Conditions
13 LIST OF FIGURES
Figure 1: Site Location
16 Figure 2: Area Road Network
17 Figure 3: 2016 Traffic Volumes
18 Figure 4: Background Development Traffic
19 Figure 5: 2022 Background Traffic Volumes
22 Figure 8: Site Plan
23 Figure 9: Site Generated Traffic
24 Figure 10: 2022 Total Traffic Volumes
27 1
Introduction
C.C. Tatham & Associates was retained by South Shore Caden Estates Inc. to address the traffic
impacts associated with the Kayley Estates Subdivision to be located east of Highway 12 at Demont
Drive, within the Village of Warminster in the Township of Oro-Medonte. The location of the
development site is illustrated in Figure 1.
The purpose of this study is to address the requirements of the Township of Oro Medonte and Ministry
of Transportation of Ontario (MTO) with respect to the potential transportation impacts of the
development on the local road network. In particular, the following will be discussed:


the operations of the road system through the study area prior to the proposed development;
an estimation of the growth in the traffic volumes not otherwise attributed to the development (i.e.
from overall growth in the area and/or other developments);

an estimation of the number of new trips the proposed development is likely to generate;

the operations of the study area road system upon completion of the development; and

the resulting impacts and need for mitigating measures (if required) to ensure acceptable overall
road operations.
Chapter 2 of this report addresses the existing conditions, detailing the road system and corresponding
traffic operations. Chapter 3 addresses future conditions, prior to the completion of the proposed
development, and will address the expected growth in the traffic levels and the resulting operating
conditions. Chapters 4 and 5 address the proposed development, the ensuing vehicle trips that it will
generate, and the associated impacts on the road system. Lastly, Chapter 6 summarizes the report
and the key findings.
Kayley Estates Subdivision
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March 15, 2016
2
Existing Conditions
This chapter will describe the road network, traffic volumes and operations for the existing conditions.
2.1
Road Network
The road network to be addressed by this study consists of Highway 12, Demont Drive and their
respective intersection.
Photographs of the road system are provided in Figure 2.
2.1.1
Road Sections
Highway 12
Highway 12 is a provincial highway under the jurisdiction of the Ministry of Transportation (MTO). The
road is oriented north-south and has a 2-lane urban cross-section (i.e. 1-lane per direction with curb
and gutter) with a 1.5m paved shoulder and 1.5 metre paved boulevard/sidewalk. There is a 70 metre
right turn taper serving the northbound right turn movement from Highway 12 to Demont Drive. The
posted speed limit is 60 km/h and hence a design speed of 80 km/h has been assumed (posted speed
limit + 20 km/h). As an arterial road, Highway 12 has an assumed planning capacity in the order of
900 to 1,200 vehicles per hour per lane (vphpl). The highway maintains a relatively flat vertical
alignment with a horizontal curve through the intersection with Demont Drive.
Demont Drive
Demont Drive is an east-west local road under the jurisdiction of the Township of Oro-Medonte. The
road has a 2-lane rural cross-section (i.e. 1-lane per direction with gravel shoulders and drainage
ditches). Demont Drive has a posted speed limit of 50 km/h, an assumed design speed of 60 km/h
(posted speed limit + 10 km/h for low speed/low volume local roads) and a theoretical planning
capacity of 400 vphpl. The road maintains a straight and flat alignment through the study area.
2.1.2
Key Intersections
The intersection of Demont Drive with Highway 12 is a 3-leg ‘T’ intersection with stop control on the
minor street (Demont Drive). The north approach consists of a shared left/through lane, whereas the
south approach consists of an exclusive through lane and a right turn taper. The east approach
provides a single shared left/right turn lane.
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March 15, 2016
2.2
Existing Traffic Volumes
To determine the existing traffic volumes on the study area road network, traffic counts were
conducted at the intersection of Demont Drive with Highway 12 on Tuesday January 26, 2016 (7:00 to
10:00 and 15:00 to 18:00). Traffic count details are provided in Appendix A.
As per Provincial Highways Traffic Volumes 1988-20101, Highway 12 through the study area exhibits
seasonal variations consistent with the “commuter tourist recreation” pattern type. Based on the 2010
volumes (the most recent published data available from MTO) for Highway 12 through Warminster, the
Summer Average Daily Traffic (SADT) volumes are approximately 20% greater than the Annual
Average Daily Traffic (AADT) volumes. Similarly, MTO data indicates that the traffic volumes during
the winter months are approximately 20% less than the average conditions for the “commuter tourist
recreation” pattern type. As such, the traffic volumes observed during the January 2016 traffic counts
are not consider reflective of typical peak hour operating conditions. To ensure a conservative
approach, the volumes on Highway 12 (as observed during the January counts) have been adjusted to
reflect peak summer conditions. A factor of 1.50 was applied to the through volumes on Highway 12.
No adjustments were made to the volumes observed on Demont Drive as local roads do not typically
experience seasonal variations.
The 2016 traffic volumes are illustrated in Figure 3.
2.3
Existing Traffic Operations
2.3.1
Intersection Operations
The assessment of existing conditions provides the baseline from which the future traffic volumes and
operations (both with and without the subject development) can be assessed. The capacity, and
hence operations, of a road system is effectively dictated by its intersections. As such, the analysis
focused on the operations of the intersection of Highway 12 with Demont Drive. The analysis is based
on the adjusted 2016 traffic volumes, the existing configuration and intersection control and
procedures outlined in the 2000 Highway Capacity Manual2 (using Synchro v.8 software). For an
unsignalized intersection, the review considers the average delay (measured in seconds), level of
service (LOS) and volume to capacity (v/c) for the critical movements, namely the stop movements on
the minor street. A summary of the analyses is provided in Table 1. Level of service A corresponds to
the best operating condition with minimal delays whereas level of service F corresponds to poor
operations resulting from high intersection delays. A v/c ratio of less than 1.0 indicates the intersection
movement/approach is operating at less than capacity while v/c of 1.0 indicates capacity has been
reached. Detailed operations worksheets for the existing traffic conditions are included in Appendix B.
1
2
Provincial Highways Traffic Volumes 1988-2010, Ministry of Transportation of Ontario, 2010.
Highway Capacity Manual. Transportation Research Board, Washington DC, 2000.
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March 15, 2016
Table 1: Intersection Operations – 2016 Conditions
Intersection and Movement
Highway 12 &
Demont Drive
WB
Weekday
AM Peak Hour
Control
stop
Weekday
PM Peak Hour
delay
LOS
v/c
delay
LOS
v/c
13
B
0.01
20
C
0.03
Based on the existing volumes and configuration, the study area intersection provides good overall
levels of service (LOS C or better) with minimal delays during both peak hours. As such, no
improvements are required to support the existing conditions.
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March 15, 2016
3
Future Background Conditions
This chapter will describe the road network and background traffic volumes expected for the years
2022, 2027, and 2032. The 2022 horizon has been adopted to consider full build-out and occupancy
of the development, whereas the 2027 and 2032 horizons will address the longer-term impacts (5 and
10 years beyond build-out) to the road network. These horizon years are consistent with those
adopted in the Warminster Developments Consolidated Traffic Study3.
3.1
Road Network
No planned improvements to the study area road network have been identified and thus the road
network as discussed in Section 2.1 will be maintained through all future horizons.
3.2
Background Traffic Volumes
Background traffic volumes expected for the 2022, 2027, and 2032 horizon years for the study area
have been determined based on the existing traffic volumes and historical growth, and additional
increases in volumes due to other development within the immediate area (apart from the subject
development).
3.2.1
Growth Rates
The Warminster Developments Consolidated Traffic Study applied an annual background growth rate
of 5.0% to the volumes on Highway 12. This growth rate was based on the available historic AADT
data for Highway 12. Upon review of the study, MTO requested that a lower annual growth rate of
4.0% be considered in the analysis (based on the average annual growth on Highway 12 from 1998 to
2008). A review of the most recent data published by MTO indicates that growth on Highway 12 has
been much lower than what was otherwise assumed in the Warminster Developments traffic study.
The AADT volumes for the period 2000 to 2010 indicate an average annual increase of approximately
1.9%. As such, a 2.0% annual growth rate has been applied to the through volumes on Highway 12.
No growth has been applied to the volumes on Demont Drive, recognizing that it is a local road that
serves an established residential area.
3.2.2
Development Growth
The Warminster Developments Consolidated Traffic Study considered several proposed developments
within the Village of Warminster. The following developments were included in the study:

3
Owen Estates (formerly known as Teskey Subdivision);
Warminster Developments Consolidated Traffic Study. C.C. Tatham & Associates Ltd. February 2012.
Page 5
March 15, 2016

Meadow Acres Subdivision;

Isabella Estates; and

Pine Meadows Estates.
In addition to these developments, the study considered an additional 20 residential lots to be
constructed within the area.
Isabella Estates and Pine Meadow Estates were fully built-out at the time of the 2016 traffic counts.
Thus the traffic volumes associated with these developments are included in the traffic count data.
Similarily, 10 of the additional 20 residential units were also built and accounted for in the traffic
counts.
With respect to Owen Estates and Meadow Acres, no units had been constructed at the time of the
January 2016 traffic counts (although it is noted that works have begun on the Meadow Acres
development). Therefore, the traffic volumes to be generated by Owen Estates, Meadow Acres and
the remaining 10 residential lots within Warminster have been explicitly considered in development of
the background traffic volumes.
A brief description of the considered background developments is provided below.
Owen Estates
The Owen Estates plan proposes a residential subdivision consisting of 29 single family detached
units. The site is located on the east side of Line 13 N, south of Warminster Sideroad. The
development will include one access point located on Line 13 N.
Meadow Acres Subdivision
Meadow Acres is a residential development that will consist of 71 single family detached residential
units and is located on the west side of Line 13 N south of Warminster Sideroad. Two access points
will be provided to Warminster Sideroad, in addition to 2 access points to Line 13 N (one of which will
be via Robbins Drive).
Additional Development
As noted, the Warminster Developments traffic study made allowance for an additional 20 building lots
in the area not otherwise associated to a specific developer at the time of the study. The first included
10 building lots located on the east side of Highway 12, north of Warminster Sideroad (opposite the
Pine Meadows site). This development has been built-out. The remaining 10 lots include 7 building
lots located on the north side of Owen Estates and 3 building lots located opposite Owen Estates on
the west side of Line 13 N. These lots remain vacant.
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March 15, 2016
Overall Background Development Traffic
For the purpose of this study, full build-out of the background developments has been assumed by the
2022 horizon year. The background development traffic that has been assigned to the north on
Highway 12, and thus through the subject intersection of Highway 12 with Demont Drive, is illustrated
in Figure 4. The trip generation, distribution and assignment for each development reflects that which
was presented in the Warminster Developments traffic study.
3.2.3
Background Traffic Volumes
The resulting 2022, 2028 and 2032 background traffic volumes are illustrated in Figure 5 through
Figure 7. The background volumes are based on the 2016 traffic volumes, adjusted to reflect peak
summer conditions, an annual growth rate of 2.0% and the additional traffic volumes associated with
the noted background developments.
3.3
Background Traffic Operations
3.3.1
The intersection of Demont Drive with Highway 12 was again analyzed for each horizon year given the
projected background volumes. The results are summarized in Table 2 through Table 4 (detailed
worksheets are provided in Appendix C). The existing intersection configuration and control has been
maintained in the analysis.
Table 2: Intersection Operations – 2022 Background Conditions
Highway 12 &
Demont Drive
WB
Weekday
AM Peak Hour
Control
stop
Weekday
PM Peak Hour
delay
LOS
v/c
delay
LOS
v/c
15
C
0.03
23
C
0.05
Highway 12 &
Demont Drive
WB
Weekday
AM Peak Hour
Control
stop
Weekday
PM Peak Hour
delay
LOS
v/c
delay
LOS
v/c
16
C
0.03
27
D
0.06
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March 15, 2016
Highway 12 &
Demont Drive
WB
Weekday
AM Peak Hour
Control
stop
Weekday
PM Peak Hour
delay
LOS
v/c
delay
LOS
v/c
18
C
0.04
32
D
0.07
As indicated, the intersection of Demont Drive with Highway 12 will provide acceptable overall
operating conditions (LOS D or better) with average delays through 2032 given the assumed
background traffic volumes and the existing intersection configuration and control. No intersection
improvements are required to accommodate the future background conditions.
3.3.2
Road Section Operations
Highway 12
As previously noted, Highway 12 is assumed to have a capacity between 900 and 1,200 vehicles per
hour per lane (vphpl). In consideration of the rural setting, a capacity of 1,200 vphpl has been
assumed. As noted in Figure 7 for the 2032 horizon year, the future background peak hour peak
directional volumes on Highway 12 will be in the order of 820 to 965 vphpl. As such, Highway 12 will
operate at approximately 68% to 80% of capacity in the 2032 horizon year during the peak hours. No
improvements are required on Highway 12 to address the available capacity.
Demont Drive
Demont Drive, as a local road has the capacity to accommodate upwards of 400 vphpl per direction.
The 2032 future background volumes on Demont Drive will be in the order of 10 to 15 vphpl. As such,
Demont Drive will operate well below capacity and thus has significant excess reserve capacity to
accommodate additional growth.
3.4
Turn Lane Requirements
Despite the acceptable levels of service at the intersection of Demont Drive with Highway 12, the need
for a southbound left turn lane on Highway 12 at the subject intersection has been reviewed in
consideration of MTO warrants for exclusive left lanes at unsignalized intersections on a two-lane
highway. The analysis considers the 2032 background volumes given that they reflect the most critical
conditions.
The need for a left turn lane on a two-lane undivided highway is based on the volume of left turn traffic,
the volume of advancing and opposing traffic and the design speed (80 km/h). It is noted that the
existing left turn volumes are less than 1% of the advancing; whereas the MTO left turn warrants have
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March 15, 2016
a lower threshold of 5% before a left turn lane is considered. Regardless, when considering the 5%
warrant graph and a design speed of 80 km/h, a southbound left turn lane with 25 metres of storage is
warranted. While a left turn lane is warranted when considering the 5% warrant, it is noted that the
peak hour left turn volumes are estimated at only 5 vehicles, which translates to 1 left turn every 12
minutes (which is not considered significant). Given the low volume of left turns, a southbound left turn
lane is not considered necessary.
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March 15, 2016
4
Proposed Development
This section will provide additional details with respect to the proposed development, including its
location, the projected site generated traffic volumes and the assignment of such to the adjacent road
network.
4.1
Site Location
As illustrated in Figure 1, the proposed development is located at Demont Drive, east of Highway 12 in
the Village of Warminster.
4.2
Proposed Land-use
The proposed Kayley Estates development will consist of 50 single family detached units. A site plan
is provided in Figure 8.
Full build-out of the site has been assumed by 2022.
4.3
Site Access
Access to the site will be provided via Demont Drive and Richelieu Road. As per the site plan, Street
‘A’ will connect at Demont Drive and Champlain Crescent to create a 4-leg intersection (Street ‘A’ will
form the north and east legs of the intersection), whereas Street ‘B’ will connect at Champlain
Crescent and Richelieu Road to create a 3-leg intersection. Thus the site will be connected to
Highway 12 (via Demont Drive) and Warminster Sideroad (via Richelieu Road).
4.4
Site Traffic
4.4.1
Trip Generation
The number of vehicle trips to be generated by the proposed development for the weekday AM and
PM peak hours has been determined based on type of use, development size, and trip generation
rates as per the ITE Trip Generation Manual4 9th Edition. For the Kayley Estates subdivision, the trip
rates for the single family detached (ITE code 210) land-use have been applied. The associated trip
rates and trip estimates are provided in Table 5. The rates represent the weekday AM and PM peak
hour of the adjacent street.
Overall, the proposed development is expected to generate 38 trips during the weekday AM peak hour
and 50 trips during the weekday PM peak hour.
4
ITE Trip Generation Manual, 9th Edition. Institute of Transportation Engineers, 2012.
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March 15, 2016
Table 5: Trip Generation Rates
4.4.2
Land Use/
Development
rate/
estimate
Unit/ Size
single family
detached
rate
Kaylee Estates
estimate
AM Peak Hour
PM Peak Hour
in
out
total
in
out
total
per unit
0.19
0.56
0.75
0.63
0.37
1.00
50 units
10
28
38
31
19
50
Trip Distribution & Assignment
The trip distribution has been established in considering the location of the Kayley Estates
development site, the surrounding area and the relative proximity of urban centres, as well as
distribution patterns revealed in the traffic counts. It is assumed that the majority of the travel to/from
the area will be oriented to/from Highway 12 with the main attraction being the City of Orillia.
The following trip distribution has been assumed:

to/from the north – 30%;

to/from the south – 50%;

to/from the east – 10%; and

to/from the west – 10%.
The assignment of the site traffic to the external road network assumes that all of the site traffic will
utilize Demont Drive, given that it provides direct access to Highway 12 - the major travel corridor
serving the area. While it is recognized that some traffic will enter/exit the site via Richelieu Road
(particularly traffic heading to/from the east on Warminster Sideroad), assigning all traffic to Demont
Drive ensures conservative approach with respect to the operations of the key intersection (i.e. worst
case scenario). The assignment of the trips onto the area road network otherwise considers the
expected travel routes.
The resulting assignment of site generated traffic volumes to the road network is illustrated in Figure 9.
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March 15, 2016
5
Transportation Impacts
This chapter will address the resulting impacts of the proposed development on the adjacent road
system. The following areas are to be addressed:
5.1

operations at the intersection of Demont Drive with Highway 12;

road section operations; and

potential improvements to the study area road network, if necessary.
Future Traffic Volumes
To assess the impacts of the increased traffic volumes resulting from the proposed development, the
site generated traffic was combined with the 2022, 2027, and 2032 background traffic volumes. The
resulting total traffic volumes are presented in Figure 10 through Figure 12. When compared to the
2016 volumes, the projected 2032 total volumes on Highway 12 reflect an annual growth rate of 2.3%.
5.2
Future Traffic Operations
5.2.1
The operations of the Demont Drive and Highway 12 intersection were again investigated considering
the total traffic volumes for each horizon year. The existing intersection configuration and control have
been maintained in the analysis. The results of the operational review are provided in Table 6 through
Table 8 (detailed worksheets are provided in Appendix D).
Table 6: Intersection Operations – 2022 Total Conditions
Highway 12 &
Demont Drive
WB
Weekday
AM Peak Hour
Control
stop
Weekday
PM Peak Hour
delay
LOS
v/c
delay
LOS
v/c
18
C
0.13
28
D
0.19
Highway 12 &
Demont Drive
WB
Weekday
AM Peak Hour
Control
stop
Weekday
PM Peak Hour
delay
LOS
v/c
delay
LOS
v/c
20
C
0.15
34
D
0.23
Page 12
March 15, 2016
Highway 12 &
Demont Drive
WB
Weekday
AM Peak Hour
Control
stop
Weekday
PM Peak Hour
delay
LOS
v/c
delay
LOS
v/c
23
C
0.17
43
E
0.28
As indicated, the subject intersection will provide acceptable overall operations (LOS D or better) with
average to minimal delay through the 2027 horizon given the projected total volumes. In 2032, the
intersection is expected to experience increasing delays during the PM peak hour (LOS E), albeit they
remain acceptable (LOS F suggests poor operations). However, as delays increase during the PM
peak hour, it is expected that some motorists will utilize the Richelieu Road access (recall that 100% of
the site traffic was assigned to the Demont Drive access). While the installation of traffic signals would
improve the operating conditions at the intersection, the projected volumes do not warrant the
implementation of such. Given that the secondary access via Richelieu Road will alleviate the
operating conditions at the intersection of Demont Drive with Highway 12, no intersection
improvements are recommended to accommodate the future total conditions.
5.2.2
Road Section Operations
Highway 12
Under the future total conditions in 2032, the projected peak hour peak directional traffic volumes on
Highway 12 will be in the order of 840 to 990. As previously noted, a planning capacity of 1,200
vehicles per hour per lane (vphpl) has been assumed for Highway 12. As such, Highway 12 is
expected to operate between 70% and 83% of capacity through 2032. No improvements are required
to address capacity.
Demont Drive
The 2032 future total volumes on Demont Drive will be in the order of 40 to 50 vphpl. With an
assumed planning capacity of 400 vphpl, Demont Drive will operate well below capacity through 2032.
5.3
Turn Lane Requirements
The need for a southbound left turn lane on Highway 12 at Demont Drive has again been reviewed in
consideration of MTO warrants for exclusive left lanes at unsignalized intersections on a two-lane
undivided highway (as discussed in Section 3.4). The analysis considers the 2032 total volumes given
that they reflect the most critical conditions.
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March 15, 2016
Similar to the 2032 background conditions, a southbound left turn lane with 25 metres of storage is
warranted when considering the 5% warrant graph (i.e. where left turn volumes constitute 5% of the
advancing volumes) and a design speed of 80 km/h. However, the projected left turn volumes in 2032
are only 2.2% of the advancing volumes and thus below the 5% threshold for consideration of a left
turn lane. Furthermore, the PM peak hour left turn volume is estimated at 15 vehicles, which
translates to approximately 1 left turn every 4 minutes. In considering the relatively low volume of left
turning traffic, a southbound left turn lane on Highway 12 at Demont Drive is not considered
necessary.
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March 15, 2016
6
Summary
This study has addressed the transportation impacts associated with the proposed Kayley Estates
residential subdivision, to be located in the Village of Warminster. The development will consist of 50
single family detached units. Upon full build-out, Kayley Estates is expected to generate 38 trips
during the AM peak hour and 50 trips during the PM peak hour.
In addressing the study area operations, the intersection of Demont Drive with Highway 12 was
analysed under existing conditions (2016) and for the 2022, 2027 and 2032 horizon periods. The
results of the operational analysis indicate that the intersections will provide acceptable overall
conditions through 2032 under both future background and future total conditions. The capacity of the
adjacent road network was reviewed under both background and future traffic conditions. The roads
within the study area are expected to operate at 83% or less of their respective capacities . As such,
no improvements to the road network are considered necessary to accommodate the future
background or total volumes.
The need for an exclusive southbound left turn lane on Highway 12 at the Demont Drive was reviewed
in consideration of MTO warrants for exclusive left turn lanes at unsignalized intersections on a two
lane highway. The peak hour volume of left turning vehicles makes up less than 5% of the total
advancing volume; at 15 vehicles per hour, the PM peak hour left turn volume translates to 1 left turn
every 4 minutes. Given the relatively low volume of left turns, a southbound left turn lane on Highway
12 at Demont Drive is not considered necessary.
Authored by: David Perks, M.Sc., PTP
Transportation Planner
Reviewed by: Michael Cullip, P.Eng.
Director, Manager –
Transportation & Municipal Engineering
© C.C. Tatham & Associates Ltd
The information contained in this document is solely for the use of the Client identified on the cover sheet for the purpose
for which it has been prepared and C.C. Tatham & Associates Ltd. undertakes no duty to or accepts any responsibility to
any third party who may rely upon this document.
This document may not be used for any purpose other than that provided in the contract between the Owner/Client and the
Engineer nor may any section or element of this document be removed, reproduced, electronically stored or transmitted in
any form without the express written consent of C.C. Tatham & Associates Ltd.
Page 15
March 15, 2016
N
Kayley Estates
Subdivision
Warminster
source: maps.simcoe.ca
Kayley Estates Subdivision, Traffic Impact Study
Figure
Site Location
1
Looking north along Highway 12 from Demont Drive
Looking south along Highway 12 from Demont Drive
Demont Drive
source: maps.simcoe.ca
Looking east along Demont Drive from Highway 12
Aerial of Highway 12 & Demont Drive intersection
source: Google Streetview
Figure
Area Road Network
2
Highway 12
(466)

590
263

(685)
Kayley Estates
465
(1)
588
2

2
2



2
4

4
(6)
Demont Drive
(11)
6


4
(683)
(10)
(469)

590
265

(693)
Champlain Crescent
100 Weekday AM Peak Hour
(100) Weekday PM Peak Hour
Richelieu Road

261
Warminster Sideroad
Highway 12
Figure
2016 Traffic Volumes
3
Highway 12

7
20

(15)
(23)
(0)
7
0



0
(0)
(0)

0


20
0
(15)
(0)
(23)

7
20

(15)
Demont Drive

0
(0)
(0)
0

Champlain Crescent
Richelieu Road
(23)
Warminster Sideroad
Highway 12
Figure
Background Development Traffic
4
Highway 12

675
320

(790)
(550)
(5)
670
5



5
(5)

5
(5)


315
5
(785)
(10)
(555)

675
320

(795)
Demont Drive

10
(10)
(15)
10

Champlain Crescent
Volumes rounded to nearest 5
Richelieu Road
(555)
Warminster Sideroad
Highway 12
Figure
2022 Background Traffic Volumes
5
Highway 12
(610)
745
350

(870)
(5)
740
5

5
(5)



5
(5)
(610)


345
5
(865)
(10)
Demont Drive

10
(10)
(15)
10

Champlain Crescent

745
350

(875)
Richelieu Road
(605)

Warminster Sideroad
Highway 12
Figure
6
Highway 12

820
385

(960)
(5)
815
5

5
(5)



5
(5)


380
5
(955)
(10)
(670)

820
385

(965)
Demont Drive

10
(10)
(15)
10

Champlain Crescent
Richelieu Road
(665)
(670)
Warminster Sideroad
Highway 12
Figure
7
Figure
Site Plan
8
Highway 12
(0)

3
8

(6)
Kayley Estates
(9)
0
3

8
(6)



20
(13)


0
7
(0)
(22)
(13)
Demont Drive

28
(19)
(32)
9

Champlain Crescent

20
7

(22)
Richelieu Road
(9)
Warminster Sideroad
Highway 12
Figure
Site Generated Traffic
9
Highway 12

680
330

(800)
(550)
(15)
670
10


Kayley Estates

15
(15)

25
(20)


315
15
(785)
(35)
(570)

695
330

(820)
Demont Drive

40
(35)
(50)
25

Champlain Crescent
Richelieu Road
(565)
Warminster Sideroad
Highway 12
Figure
2022 Total Traffic Volumes
10
Highway 12

750
360

(880)
Kayley Estates
(15)
740
10

15
(15)



25
(20)
(625)


345
15
(865)
(35)
Demont Drive

40
(35)
(50)
25

Champlain Crescent

765
360

(900)
Richelieu Road
(605)
(620)
Warminster Sideroad
Highway 12
Figure
11
Highway 12

825
395

(970)
(665)
(15)
815
10


Kayley Estates

15
(15)
(20)

25


380
15
(955)
(35)
(685)

840
395

(990)
Demont Drive

40
(35)
(50)
25

Champlain Crescent
Richelieu Road
(680)
Warminster Sideroad
Highway 12
Figure
12
APPENDIX A:
TRAFFIC COUNTS
Ontario Traffic Inc.
Specified Period
From: 7:00:00
10:00:00
To:
Morning Peak Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Weather conditions:
Warminster
1601500001
Person(s) who counted:
Hwy 12 & Demont Dr
1
26-Jan-16
** Non-Signalized Intersection **
Major Road: Hwy 12 runs N/S
North Leg Total: 570
Cyclists
0
0
0
North Entering: 394
Trucks
North Peds:
Peds Cross:
0
One Hour Peak
From: 7:15:00
8:15:00
To:
Cyclists 0
19
1
20
Cars
373
1
374
Totals
392
2
East Leg Total: 10
Trucks 15
Cars 161
Totals 176
East Entering:
4
East Peds:
1
Peds Cross:
Hwy 12
N
W
Cars
Trucks Cyclists Totals
2
0
0
2
2
0
0
2
4
0
0
E
Demont Dr
S
Hwy 12
Cars 375
Trucks 19
Cyclists 0
Totals 394
Cars
Cars
2
4
0
6
159
1
160
Peds Cross:
Trucks
15
3
18
South Peds:
Cyclists
0
0
0
South Entering: 178
174
4
Totals
Comments
0
South Leg Total: 572
Specified Period
From: 15:00:00
18:00:00
To:
Afternoon Peak Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Weather conditions:
Warminster
1601500001
Hwy 12 & Demont Dr
1
26-Jan-16
Cyclists
0
0
0
North Entering: 311
Trucks
North Peds:
Peds Cross:
0
One Hour Peak
From: 16:00:00
17:00:00
To:
Cyclists 0
19
0
19
Cars
291
1
292
Totals
310
1
East Leg Total: 17
Trucks 10
Cars 447
Totals 457
East Entering:
6
East Peds:
0
Peds Cross:
Hwy 12
N
W
Cars
2
0
0
2
4
0
0
4
6
0
0
E
Demont Dr
S
Hwy 12
Cars 295
Trucks 19
Cyclists 0
Totals 314
Cars
Cars
11
0
0
11
445
10
455
Peds Cross:
Trucks
10
0
10
South Peds:
Cyclists
0
0
0
South Entering: 465
455
10
Totals
Comments
0
Total Count Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Weather conditions:
Warminster
1601500001
Hwy 12 & Demont Dr
1
26-Jan-16
Cyclists
0
0
0
North Entering: 1786
Trucks
North Peds:
Peds Cross:
0
Cyclists 0
84
2
86
Cars
1697
3
1700
Totals
1781
5
East Leg Total: 71
Trucks 69
Cars 1617
Totals 1686
East Entering:
33
East Peds:
1
Peds Cross:
Hwy 12
N
W
Cars
9
1
0
10
20
3
0
23
29
4
0
E
Demont Dr
S
Hwy 12
Cars 1717
Trucks 87
Cyclists 0
Totals 1804
Cars
Cars
28
10
0
38
1608
25
1633
Peds Cross:
Trucks
68
8
76
South Peds:
Cyclists
0
0
0
South Entering: 1709
1676
33
Totals
Comments
0
Traffic Count Summary
Intersection:
Count Date:
Hwy 12 & Demont Dr
26-Jan-16
Municipality:
North Approach Totals
Hour
Ending
7:00:00
8:00:00
9:00:00
10:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Totals:
Hour
Ending
South Approach Totals
Includes Cars, Trucks, & Cyclists
Grand
Left
Thru
Right
Total
0
1
2
0
0
1
1
0
0
347
318
241
0
316
310
247
0
0
0
0
0
0
0
0
North/South
Total
Approaches
Total
Peds
Hour
Ending
0
348
320
241
0
317
311
247
0
0
0
0
0
0
0
0
0
526
503
402
0
692
776
592
5 1779
0 1784
East Approach Totals
0
3491
Grand
Left
Thru
Right
Total
7:00:00
8:00:00
9:00:00
10:00:00
15:00:00
16:00:00
17:00:00
18:00:00
0
3
3
3
0
4
4
6
0
0
0
0
0
0
0
0
Totals:
23
0
Hours Ending:
Crossing Values:
7:00
0
0
1
2
2
0
2
2
1
Warminster
0
4
5
5
0
6
6
7
East/West
Total
Approaches
Total
Peds
0
1
0
0
0
0
0
0
7:00:00
8:00:00
9:00:00
10:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Hour
Ending
0
4
5
5
0
6
6
7
7:00:00
8:00:00
9:00:00
10:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
175
178
159
0
370
455
337
0
3
5
2
0
5
10
8
Total
Peds
0
178
183
161
0
375
465
345
0
0
0
0
0
0
0
0
0 1674
33 1707
West Approach Totals
0
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
33
1
33
0
0
Calculated Values for Traffic Crossing Major Street
8:00
9:00 10:00
15:00 16:00 17:00
3
3
3
0
4
4
0
0
0
18:00
6
Count Date: 26-Jan-16
Site #: 1601500001
Passenger Cars - North Approach
Interval
Time
7:00:00
7:15:00
7:30:00
7:45:00
8:00:00
8:15:00
8:30:00
8:45:00
9:00:00
9:15:00
9:30:00
9:45:00
10:00:00
10:00:07
15:00:00
15:15:00
15:30:00
15:45:00
16:00:00
16:15:00
16:30:00
16:45:00
17:00:00
17:15:00
17:30:00
17:45:00
18:00:00
18:00:51
Left
Cum
Thru
Incr
0
0
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
3
3
3
3
3
3
3
3
3
Cum
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
52
125
246
330
425
507
573
634
706
761
827
864
864
864
925
1008
1081
1161
1226
1305
1373
1452
1515
1569
1629
1695
1697
Trucks - North Approach
Right
Incr
0
52
73
121
84
95
82
66
61
72
55
66
37
0
0
61
83
73
80
65
79
68
79
63
54
60
66
2
Cum
Left
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Thru
Incr
0
0
0
0
0
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
Cum
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
8
11
17
20
24
27
31
35
38
41
42
42
42
43
53
56
61
65
74
79
80
80
81
83
84
84
Cyclists - North Approach
Right
Incr
0
1
7
3
6
3
4
3
4
4
3
3
1
0
0
1
10
3
5
4
9
5
1
0
1
2
1
0
Cum
Left
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Thru
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Pedestrians
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
North Cross
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Site #: 1601500001
Passenger Cars - East Approach
Interval
Time
7:00:00
7:15:00
7:30:00
7:45:00
8:00:00
8:15:00
8:30:00
8:45:00
9:00:00
9:15:00
9:30:00
9:45:00
10:00:00
10:00:07
15:00:00
15:15:00
15:30:00
15:45:00
16:00:00
16:15:00
16:30:00
16:45:00
17:00:00
17:15:00
17:30:00
17:45:00
18:00:00
18:00:51
Left
Cum
0
1
1
1
3
3
3
3
4
6
6
7
7
7
7
7
9
10
10
11
11
11
14
15
18
19
20
20
Thru
Incr
Cum
0
1
0
0
2
0
0
0
1
2
0
1
0
0
0
0
2
1
0
1
0
0
3
1
3
1
1
0
Right
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Trucks - East Approach
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Left
Incr
0
0
1
1
1
2
3
3
3
4
4
4
5
5
5
5
5
6
6
6
6
7
8
8
8
9
9
9
Cum
0
0
1
0
0
1
1
0
0
1
0
0
1
0
0
0
0
1
0
0
0
1
1
0
0
1
0
0
Thru
Incr
0
0
0
0
0
0
1
1
2
2
2
2
2
2
2
2
2
2
3
3
3
3
3
3
3
3
3
3
Cum
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
Right
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cyclists - East Approach
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Left
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
1
1
1
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
Thru
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Pedestrians
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
East Cross
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Incr
0
0
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Site #: 1601500001
Passenger Cars - South Approach
Interval
Time
7:00:00
7:15:00
7:30:00
7:45:00
8:00:00
8:15:00
8:30:00
8:45:00
9:00:00
9:15:00
9:30:00
9:45:00
10:00:00
10:00:07
15:00:00
15:15:00
15:30:00
15:45:00
16:00:00
16:15:00
16:30:00
16:45:00
17:00:00
17:15:00
17:30:00
17:45:00
18:00:00
18:00:51
Left
Cum
Thru
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
43
94
133
163
202
243
279
324
357
391
444
471
471
471
550
628
716
826
922
1044
1142
1271
1339
1426
1524
1606
1608
Trucks - South Approach
Right
Incr
0
43
51
39
30
39
41
36
45
33
34
53
27
0
0
79
78
88
110
96
122
98
129
68
87
98
82
2
Cum
0
0
1
1
1
1
2
2
3
3
4
4
4
4
4
5
6
6
8
10
11
15
18
20
22
24
25
25
Left
Incr
Cum
0
0
1
0
0
0
1
0
1
0
1
0
0
0
0
1
1
0
2
2
1
4
3
2
2
2
1
0
Thru
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
8
10
12
16
21
25
29
31
34
39
41
41
41
46
49
53
56
61
64
65
66
66
67
68
68
68
Cyclists - South Approach
Right
Incr
Cum
0
1
7
2
2
4
5
4
4
2
3
5
2
0
0
5
3
4
3
5
3
1
1
0
1
1
0
0
Left
Incr
0
0
2
2
2
3
3
4
5
6
6
6
6
6
6
6
6
7
7
7
7
7
7
7
7
7
8
8
Cum
0
0
2
0
0
1
0
1
1
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
0
Thru
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Pedestrians
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
South Cross
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Site #: 1601500001
Passenger Cars - West Approach
Interval
Time
7:00:00
7:15:00
7:30:00
7:45:00
8:00:00
8:15:00
8:30:00
8:45:00
9:00:00
9:15:00
9:30:00
9:45:00
10:00:00
10:00:07
15:00:00
15:15:00
15:30:00
15:45:00
16:00:00
16:15:00
16:30:00
16:45:00
17:00:00
17:15:00
17:30:00
17:45:00
18:00:00
18:00:51
Left
Cum
Thru
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Trucks - West Approach
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Left
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Thru
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cyclists - West Approach
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Left
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Thru
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Right
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Pedestrians
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
West Cross
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cum
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Incr
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
APPENDIX B:
EXISTING OPERATIONS
HCM Unsignalized Intersection Capacity Analysis
3: Highway 12 & Demont Drive
2016 Existing Conditions
AM Peak Hour
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (m)
pX, platoon unblocked
vC, conflicting volume
vC1, stage 1 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
WBL
WBR
NBT
NBR
SBL
SBT
2
Stop
0%
0.95
2
2
261
Free
0%
0.95
275
4
2
0.95
4
0.95
2
588
Free
0%
0.95
619
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (m)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
None
None
898
275
279
898
6.4
275
6.2
279
4.1
3.5
99
306
3.3
100
757
2.2
100
1267
WB 1
4
2
2
435
0.01
0.2
13.3
B
13.3
B
NB 1
275
0
0
1700
0.16
0.0
0.0
Intersection Summary
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
2/8/2016
0.95
2
NB 2
4
0
4
1700
0.00
0.0
0.0
0.0
0.1
42.5%
15
SB 1
621
2
0
1267
0.00
0.0
0.0
A
0.0
ICU Level of Service
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
PM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
4
Stop
0%
0.95
4
2
683
Free
0%
0.95
719
10
1
0.95
11
0.95
1
465
Free
0%
0.95
489
0.95
2
None
None
1211
719
729
1211
6.4
719
6.2
729
4.1
3.5
98
198
3.3
100
423
2.2
100
861
WB 1
6
4
2
241
0.03
0.6
20.3
C
20.3
C
NB 1
719
0
0
1700
0.42
0.0
0.0
Average Delay
2/8/2016
2016 Existing Conditions
NB 2
11
0
11
1700
0.01
0.0
0.0
0.0
0.1
45.9%
15
SB 1
491
1
0
861
0.00
0.0
0.0
A
0.0
A
Synchro 8 Report
Page 1
APPENDIX C:
FUTURE BACKGROUND OPERATIONS
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
AM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
5
Stop
0%
0.95
5
5
315
Free
0%
0.95
332
5
5
0.95
5
0.95
5
670
Free
0%
0.95
705
0.95
5
None
None
1047
332
337
1047
6.4
332
6.2
337
4.1
3.5
98
248
3.3
99
703
2.2
100
1206
WB 1
11
5
5
367
0.03
0.7
15.1
C
15.1
C
NB 1
332
0
0
1700
0.20
0.0
0.0
Average Delay
2/8/2016
2022 Background Conditions
NB 2
5
0
5
1700
0.00
0.0
0.0
0.0
0.2
49.2%
15
SB 1
711
5
0
1206
0.00
0.1
0.1
A
0.1
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
PM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
5
Stop
0%
0.95
5
5
785
Free
0%
0.95
826
10
5
0.95
11
0.95
5
550
Free
0%
0.95
579
0.95
5
None
None
1416
826
837
1416
6.4
826
6.2
837
4.1
3.5
96
148
3.3
99
367
2.2
99
784
WB 1
11
5
5
211
0.05
1.2
23.0
C
23.0
C
NB 1
826
0
0
1700
0.49
0.0
0.0
Average Delay
2/8/2016
NB 2
11
0
11
1700
0.01
0.0
0.0
0.0
0.2
51.3%
15
SB 1
584
5
0
784
0.01
0.2
0.2
A
0.2
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
AM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
5
Stop
0%
0.95
5
5
345
Free
0%
0.95
363
5
5
0.95
5
0.95
5
740
Free
0%
0.95
779
0.95
5
None
None
1153
363
368
1153
6.4
363
6.2
368
4.1
3.5
98
214
3.3
99
675
2.2
100
1174
WB 1
11
5
5
325
0.03
0.8
16.4
C
16.4
C
NB 1
363
0
0
1700
0.21
0.0
0.0
Average Delay
2/8/2016
NB 2
5
0
5
1700
0.00
0.0
0.0
0.0
0.2
52.9%
15
SB 1
784
5
0
1174
0.00
0.1
0.1
A
0.1
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
PM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
5
Stop
0%
0.95
5
5
865
Free
0%
0.95
911
10
5
0.95
11
0.95
5
605
Free
0%
0.95
637
0.95
5
None
None
1558
911
921
1558
6.4
911
6.2
921
4.1
3.5
96
121
3.3
98
328
2.2
99
729
WB 1
11
5
5
177
0.06
1.4
26.6
D
26.6
D
NB 1
911
0
0
1700
0.54
0.0
0.0
Average Delay
2/8/2016
NB 2
11
0
11
1700
0.01
0.0
0.0
0.0
0.3
55.5%
15
SB 1
642
5
0
729
0.01
0.2
0.2
A
0.2
B
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
AM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
5
Stop
0%
0.95
5
5
380
Free
0%
0.95
400
5
5
0.95
5
0.95
5
815
Free
0%
0.95
858
0.95
5
None
None
1268
400
405
1268
6.4
400
6.2
405
4.1
3.5
97
182
3.3
99
643
2.2
100
1137
WB 1
11
5
5
284
0.04
0.9
18.2
C
18.2
C
NB 1
400
0
0
1700
0.24
0.0
0.0
Average Delay
2/8/2016
NB 2
5
0
5
1700
0.00
0.0
0.0
0.0
0.2
56.9%
15
SB 1
863
5
0
1137
0.00
0.1
0.1
A
0.1
B
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
PM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
5
Stop
0%
0.95
5
5
955
Free
0%
0.95
1005
10
5
0.95
11
0.95
5
665
Free
0%
0.95
700
0.95
5
None
None
1716
1005
1016
1716
6.4
1005
6.2
1016
4.1
3.5
95
97
3.3
98
289
2.2
99
671
WB 1
11
5
5
145
0.07
1.7
31.8
D
31.8
D
NB 1
1005
0
0
1700
0.59
0.0
0.0
Average Delay
2/8/2016
NB 2
11
0
11
1700
0.01
0.0
0.0
0.0
0.3
60.3%
15
SB 1
705
5
0
671
0.01
0.2
0.2
A
0.2
B
Synchro 8 Report
Page 1
APPENDIX D:
FUTURE TOTAL OPERATIONS
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
2/8/2016
AM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
25
Stop
0%
0.95
26
15
315
Free
0%
0.95
332
15
10
0.95
16
0.95
11
670
Free
0%
0.95
705
0.95
16
None
None
1058
332
347
1058
6.4
332
6.2
347
4.1
3.5
89
243
3.3
98
703
2.2
99
1195
WB 1
42
26
16
323
0.13
3.3
17.8
C
17.8
C
NB 1
332
0
0
1700
0.20
0.0
0.0
Average Delay
2022 Total Conditions
NB 2
16
0
16
1700
0.01
0.0
0.0
0.0
0.8
53.3%
15
SB 1
716
11
0
1195
0.01
0.2
0.2
A
0.2
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
2/8/2016
PM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
20
Stop
0%
0.95
21
15
785
Free
0%
0.95
826
35
15
0.95
37
0.95
16
550
Free
0%
0.95
579
0.95
16
None
None
1437
826
863
1437
6.4
826
6.2
863
4.1
3.5
85
142
3.3
96
367
2.2
98
767
WB 1
37
21
16
192
0.19
5.2
28.1
D
28.1
D
NB 1
826
0
0
1700
0.49
0.0
0.0
Average Delay
NB 2
37
0
37
1700
0.02
0.0
0.0
0.0
0.9
51.3%
15
SB 1
595
16
0
767
0.02
0.5
0.6
A
0.6
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
2/8/2016
AM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
25
Stop
0%
0.95
26
15
345
Free
0%
0.95
363
15
10
0.95
16
0.95
11
740
Free
0%
0.95
779
0.95
16
None
None
1163
363
379
1163
6.4
363
6.2
379
4.1
3.5
87
210
3.3
98
675
2.2
99
1163
WB 1
42
26
16
284
0.15
3.9
19.9
C
19.9
C
NB 1
363
0
0
1700
0.21
0.0
0.0
Average Delay
NB 2
16
0
16
1700
0.01
0.0
0.0
0.0
0.9
56.9%
15
SB 1
789
11
0
1163
0.01
0.2
0.2
A
0.2
B
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
2/8/2016
PM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
20
Stop
0%
0.95
21
15
865
Free
0%
0.95
911
35
15
0.95
37
0.95
16
605
Free
0%
0.95
637
0.95
16
None
None
1579
911
947
1579
6.4
911
6.2
947
4.1
3.5
82
116
3.3
95
328
2.2
98
712
WB 1
37
21
16
160
0.23
6.4
34.1
D
34.1
D
NB 1
911
0
0
1700
0.54
0.0
0.0
Average Delay
NB 2
37
0
37
1700
0.02
0.0
0.0
0.0
1.0
55.5%
15
SB 1
653
16
0
712
0.02
0.5
0.6
A
0.6
B
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
2/8/2016
AM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
25
Stop
0%
0.95
26
15
380
Free
0%
0.95
400
15
10
0.95
16
0.95
11
815
Free
0%
0.95
858
0.95
16
None
None
1279
400
416
1279
6.4
400
6.2
416
4.1
3.5
85
179
3.3
98
643
2.2
99
1127
WB 1
42
26
16
245
0.17
4.6
22.7
C
22.7
C
NB 1
400
0
0
1700
0.24
0.0
0.0
Average Delay
NB 2
16
0
16
1700
0.01
0.0
0.0
0.0
0.9
60.9%
15
SB 1
868
11
0
1127
0.01
0.2
0.3
A
0.3
B
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
2/8/2016
PM Peak Hour
WBL
WBR
NBT
NBR
SBL
SBT
20
Stop
0%
0.95
21
15
955
Free
0%
0.95
1005
35
15
0.95
37
0.95
16
665
Free
0%
0.95
700
0.95
16
None
None
1737
1005
1042
1737
6.4
1005
6.2
1042
4.1
3.5
77
92
3.3
95
289
2.2
98
656
WB 1
37
21
16
130
0.28
8.1
43.2
E
43.2
E
NB 1
1005
0
0
1700
0.59
0.0
0.0
Average Delay
NB 2
37
0
37
1700
0.02
0.0
0.0
0.0
1.2
60.3%
15
SB 1
716
16
0
656
0.02
0.6
0.7
A
0.7
B
Synchro 8 Report
Page 1

kayley estates subdivision

Transcription

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