traffic impact study the preserve phase 3 north … planning/da-13170401-tis.pdf · park blvd to...

TRAFFIC IMPACT STUDY

THE PRESERVE PHASE 3

NORTH OAKVILLE



NORTH OAKVILLE

JANUARY 2015

UPDATED FEBRUARY 2016

READ, VOORHEES & ASSOCIATES

TORONTO, ONTARIO

Read, Voorhees & Associates Limited, 2 Duncan Mill Road, Toronto, Ontario M3B 1Z4

Tel: 416 445-4360 / Fax: 416 445-4809 / [email protected]

TABLE OF CONTENTS

Page

1. INTRODUCTION ...................................................................................................... 1

2. PROPOSED DEVELOPMENT ...................................................................................... 2

2.1 Land Use ................................................................................................................. 2 2.2 Road System ............................................................................................................ 2

3. EXISTING CONDITIONS ............................................................................................ 3

3.1 Road System ............................................................................................................ 3 3.2 Traffic Data .............................................................................................................. 4 3.3 Programmed Road Improvements ............................................................................. 4

4. TRAFFIC FORECAST .................................................................................................. 4

4.1 2021 Background Traffic .......................................................................................... 4 4.2 Phase 3 Subdivision Traffic ....................................................................................... 6 4.3 Total 2021 Traffic..................................................................................................... 8

5. TRAFFIC OPERATIONS .............................................................................................. 8

5.1 Signalized Intersection Operation ............................................................................. 8 5.1.1 Existing Traffic Conditions.......................................................................................... 9 5.1.2 2021 Background Traffic Conditions.......................................................................... 9 5.1.3 2019 Total Traffic Conditions .................................................................................. 10 5.2 Internal Roadways .................................................................................................. 11 5.3 Traffic Calming ...................................................................................................... 11

6. TRANSIT SERVICE .................................................................................................... 11

6.1 North Oakville Transit Plan ..................................................................................... 11 6.2 Transit Stops .......................................................................................................... 12 6.3 Transit Service Phasing .......................................................................................... 12

7. OTHER TRANSPORTATION SERVICES ..................................................................... 13

7.1 Pedestrian Facilities ................................................................................................ 13 7.2 Cycling Facilities .................................................................................................... 13

8. CONCLUSIONS ...................................................................................................... 13

LIST OF TABLES

Page

TABLE 1 – PHASE 3 SITE TRIP GENERATION RATES ......................................................... 6

TABLE 2 - THE PRESERVE PHASE 2 SITE TRIP GENERATION ............................................ 7

TABLE 3 - SIGNALIZED INTERSECTION ANALYSIS – 2021 VOLUMES ............................... 9

LIST OF FIGURES

FIGURE 1. LOCATION PLAN

FIGURE 2. PHASE 3 DRAFT PLAN OF SUBDIVISION

FIGURE 3. EXISTING LANE CONFIGURATION

FIGURE 4. EXISTING TRAFFIC

FIGURE 5. FUTURE LANE CONFIGURATION

FIGURE 6. 2021 BACKGROUND TRAFFIC

FIGURE 7. PHASE 3 SUBDIVISION SITE TRAFFIC

FIGURE 8. 2021 TOTAL TRAFFIC

FIGURE 9. TRAFFIC CALMING PLAN

FIGURE 10. TRANSIT SERVICES AND TRANSIT STOP PLAN

Read, Voorhees & Associates



NORTH OAKVILLE

1. INTRODUCTION

Phase 1 and Phase 2 of the draft plan of subdivision for The Preserve subdivision have been

approved, and Lower Fourth Limited and Pendent Developments are now proceeding with

Phase 3. These lands form part of the North Oakville Secondary Plan. Figure 1 shows the

location of The Preserve lands and the three Phases.

Read, Voorhees has been retained to prepare the traffic impact study for Phase 3 to assess

the impact of the proposed development on the adjacent road system. The traffic control

requirements within the subdivision are also analyzed and identified. Elements of the transit

facilities plan, namely routes and bus stop facilities and locations are identified in the analysis.

A TIS for Phase 3 dated January 2015 was submitted in support of the draft plan application.

Since that time discussions with the Town have resulted in some modification of the Phase 3

draft plan. This February 2016 update reflects the changes that have been made.

The previous TIS reports for Phase 2 extended the horizon period to 2021 to match the

forecasts prepared for the Dundas Street Widening EA Study. This 2021 time frame is also

used as the horizon period for Phase 3.

Phase 3 completes the overall Preserve subdivision. It relies on the connections to the

Town’s major road system that have been provided in Phases 1 and 2, both directly to

Dundas Street and indirectly to Sixth Line and to Neyagawa Blvd through adjacent

subdivisions.

The study area for Phase 3 consists of the two signalized intersections on Dundas Street,

namely at Preserve Drive/Harman Gate, and at George Savage Avenue/Towne Blvd. There

will be two intersections on Sixth Line that serve The Preserve subdivision, at Sixteen Mile

Drive and at North Park Drive. The Sixteen Mile Drive intersection has been constructed,

but the timing of the North Park Drive is unknown at this time. Similarly, there is an existing

intersection on Neyagawa Blvd at Sixteen Mile Drive that now provides access to The

Preserve subdivision. The intersection at North Park Drive will later provide access to The

Preserve subdivision.

An EA Study has been completed for the widening of Dundas Street to six through lanes, and

it provides traffic forecasts for 2021 and 2031. It is noted that the forecast of future traffic on

Traffic Impact Study The Preserve – Phase 3 North Oakville

Lower Fourth Limited and Pendent Developments Limited

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the Dundas Street includes traffic generated by all of the North Oakville Plan, including The

Preserve. Therefore the intersections at Dundas Street and Neyagawa Boulevard, and at

Dundas Street and Sixth Line, are not included in the study area since the EA Study has

evaluated the overall capacity requirements.

The design hours for the traffic analysis are the weekday morning and afternoon peak hours.

2. PROPOSED DEVELOPMENT

2.1 Land Use

Figure 2 shows the revised Phase 3 draft plan for The Preserve subdivision.

The number of residential units in Phase 3 has increased to 633 single and townhouse units

from the earlier plan with 592, but there is now also provision for about 150 units in two

blocks designated for mid-rise condos.

There is also a 0.77 ha. block for mixed use/commercial/institutional use. Possible uses are a

ground level with local service commercial and three levels of residential.

The residential unit types include single family units, street townhouse units, rear lane

townhouse units, and some live/work units. The breakdown of unit type in Phase 3 is as

follows:

Single family lots 424

Rear lane Townhouse units 143

Street Townhouse units 60

Live/Work units 6

TOTAL 633 units

Mid-rise condo units 150 units

Mixed use units 75 units

Phase 3 TOTAL units 858 units

The mixed use block has been assumed to be developed with commercial uses at a coverage

rate of 30%, giving a floor area of approximately 2300 m2

.

2.2 Road System

The collector road system is an extension of the network that has been developed as part of

Phases 1 and 2. Preserve Drive is a north-south Avenue/Transit Corridor with a right-of-way

width of 22 metres, running from Dundas Street to the NHS corridor. It has now been

constructed as part of Phase 1.



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George Savage Avenue, which is an extension of Towne Blvd north of Dundas Street, will be

an Avenue/Transit Corridor (22 metre right-of-way) up to Sixteen Mile Drive, and then

continues as a Connector/Transit Corridor (19 metre right-of-way) further to North Park

Drive.

Carding Mill Trail is an Avenue/Transit Corridor (22 metre right-of-way) running from Sixteen

Mile Drive to North Park Drive within Phase 2. This road is extended north through Phase 3

up to the NHS as an Avenue/Transit Corridor (22 metre right-of-way).

North Park Drive is a Connector/Transit Corridor with a right-of-way of 19 metres, and will

run east-west from Neyagawa Boulevard to Sixth Line. It forms the south limit of Phase 3.

It will connect in the future to Sixth Line and to Neyagawa Blvd as part of adjacent

subdivisions, but these timing of the connections is not known. The portion within The

Preserve are being completed as parts of Phases 1 and 2. The traffic assignment for the Phase

3 analysis assumes a connection of North Park Drive to Sixth Line but does not include access

to Neyagawa Blvd by 2021.

Sixteen Mile Drive is an Avenue/Transit Corridor with a right-of-way of 22 metres, which also

runs from Neyagawa Boulevard to Sixth Line. It has been constructed across The Preserve

within Phase 1 and within Phase 2. Sixteen Mile Drive has been constructed out to Sixth

Line, and out to Neyagawa Blvd.

3. EXISTING CONDITIONS

3.1 Road System

Dundas Street is a five lane arterial road including a centre left turn lane, providing east-west

service through the area. Posted speed limit is 80 km/h in some sections, and has been

reduced to 60 km/h in other sections. Dundas Street is under Halton Region jurisdiction.

Neyagawa Boulevard is under Regional jurisdiction, and provides north-south service with an

interchange at Highway 407. The Neyagawa Blvd approaches to Dundas Street provide two

through lanes in each direction, plus left and right turning lanes. Further north of Dundas

Street it narrows to a two lane road, but is now being widened to four through lanes plus

turning lanes. The posted speed limit is now 60 km/h.

Sixth Line is under Town jurisdiction, and provides north-south service as a minor arterial.

North of Dundas Street it is a two lane road. Posted speed limit is 80 km/h.

Traffic signals are located at Dundas Street and Neyagawa Boulevard, at Dundas Street and

Sixth Line, at Dundas Street and Towne Boulevard, and at Dundas Street and Harman

Gate/Preserve Drive.

The existing lane configurations at the intersections within the study area are shown in Figure

3. The road system shown includes the collector roads that are being constructed in Phases 1

and 2.



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3.2 Traffic Data

Figure 4 shows the existing peak hour traffic volumes at the signalized intersections along

Dundas Street within the study area. Through volumes along Sixth Line and along Neyagawa

Blvd based on these counts are also shown. The volumes are from the completed Dundas

Street Class EA Study, Neyagawa Blvd to Oak Park Blvd, November 2013.

The EA Study volumes for existing conditions used for Figure 4 are provided in Appendix A.

3.3 Programmed Road Improvements

Sections of Dundas Street are presently under construction as part of the Region’s

programme to widen the road to six through lanes plus turn lanes. The section from Oak

Park Blvd to Ninth Line has now been completed, and the section from Neyagawa Blvd to

Oak Park Blvd is scheduled to have construction start in 2016. It is noted that the six lanes

on Dundas Street are planned to be operated with two lanes dedicated initially to high

occupancy vehicles and ultimately to bus only usage.

Neyagawa Boulevard is being widened to four lanes from Dundas Street to Burnhamthorpe

Road.

An EA Study is being carried out for Sixth Line from Dundas Street to Highway 407. Sixth

Line north of Dundas Street is programmed to be widened to a five lane urban roadway over

the next 10 years as development occurs in North Oakville.

The New North Oakville Transportation Corridor (NNOTC) replacing Burnhamthorpe Road is

scheduled to be started in 2014 between Trafalgar Road and Ninth Line, and will be four

lanes in width. The full NNOTC route is planned to be completed to Bronte Road by 2020.

The Region’s Capital Budget for 2014 to 2023 shows planned widening of Upper Middle

Road to six lanes between Bronte Road and Ninth Line by 2023.

The future lane configurations at the intersections within the study area with the planned

road improvements in place are shown in Figure 5.

4. TRAFFIC FORECAST

4.1 2021 Background Traffic

The area north of Dundas Street will be developed as set out in the North Oakville Secondary

Plan. Subdivisions north of Dundas Street at Neyagawa Blvd and at Sixth Line have been

occupied, and Phases 1 and 2 of The Preserve are being occupied. The lands south of

Dundas Street are now mostly developed.



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An EA Study has been completed for the widening of Dundas Street adjacent to The Preserve

to six through lanes, and it provides traffic forecasts for 2021 and 2031. It is noted that the

forecast of future traffic on the Dundas Street includes traffic generated by all of the North

Oakville Plan, including The Preserve. However, the turning movements into and out of The

Preserve subdivision have been replaced by the site volumes forecast in this TIS.

The intersections at Dundas Street and Neyagawa Boulevard, and at Dundas Street and Sixth

Line, are not included in the study area since the EA Study has evaluated the overall capacity

requirements including North Oakville traffic.

The use of Dundas Street will also be affected by the plan to use two lanes on Dundas Street

for transit operation. The EA Study forecasts a transit modal split of 10% in 2021.

Implementation of the transit lanes on Dundas Street is proposed to occur as HOV lanes

initially, and then become bus only lanes as more transit usage warrants this restriction.

The volumes on the Sixth Line north-south arterial road will increase as development occurs.

The forecasts in the Sixth Line EA Study which is currently underway include North Oakville

development, as well as increases in through traffic.

The traffic forecasts for the Timsin subdivision and The Preserve subdivision on the west side

of Sixth Line, and for the Davis-Minardi subdivision east of Neyagawa Blvd, have been taken

from the traffic impact studies carried out for those applications. The background forecasts

also include allowance for future subdivisions on the east side of Sixth Line. These forecasts

included all of the area east of Sixth Line over to Trafalgar Road.

The Dundas Street EA Study p.m. peak hour traffic forecast for 2021 has been used as the

2021 TIS horizon year background forecast for the intersections on Dundas Street. The EA

Study forecasts are provided in Appendix A.

The Dundas Street EA Study did not forecast a.m. peak hour volumes, so a growth ratio from

2013 to 2021 has been calculated for each movement at the intersection for the p.m. peak

hour, and applied to the corresponding return movement in the a.m. peak hour.

The EA Study volumes include traffic generation from North Oakville development, including

The Preserve subdivision, but the 2021 forecast is used as a background scenario to which

The Preserve traffic is added to generate a 2021 total traffic scenario.

The 2021 total traffic from the Phase 2 TIS is shown on Figure 6. This is based on the 2021

background forecast from the Dundas Street EA Study plus the traffic generated by Phases 1

and 2 of The Preserve. It is noted that these volumes are prior to a 10% reduction for the

future 2021 transit mode split as forecast in the EA Study, and prior to a 20% allocation to the

planned HOV lanes on Dundas Street. These factors are discussed in a later section on

intersection operation.



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4.2 Phase 3 Subdivision Traffic

Trip generation rates from the ITE Trip Generation Manual, Eighth Edition have been used as

the base for subdivision traffic. The trip rates are shown in Table 1.

For the single family units the rates for land use code 210 have been applied, and for

townhouse units the rates for land use code 231 have been applied. Although live-work

units are likely to generate less traffic during the peak hours, these units have been included

with the townhouse units and using the same rates. Similarly, the mid-rise condo units and

the mixed use condo units are likely to generate less traffic than townhouses, but the forecast

is also based on land use code 231.

The trip rate used for the mixed use block commercial use is 1 trip per 100 m2

each way in

the a.m. peak hour and 2 trips per 100 m2

each way in the p.m. peak hour. The

commercial use in the mixed use block will for the most part serve the neighbourhood, and

generate very little external travel.

Table 1 – PHASE 3 SITE TRIP GENERATION RATES

USE UNIT

A.M. PEAK HOUR P.M. PEAK HOUR

In Out In Out

Residential

Single family Dwelling 0.19 0.56 0.64 0.37

Townhouse & Condos Dwelling 0.17 0.50 0.45 0.33

Apartment units Dwelling 0.17 0.50 0.45 0.33

Commercial 100 sq. m. 1.0 1.0 2.0 2.0

The ITE trip rates do not include a specific allowance for transit mode usage. Since North

Oakville is being developed with a transit first policy and high quality transit service is being

planned, the traffic generation forecast for the subdivision at full development should

incorporate the anticipated transit mode split. Although the Dundas Street EA Study has

forecast a 10% transit split, as a conservative analysis the 2021 horizon year Phase 3 forecast

has assumed a transit mode split of 5%.

Table 2 shows the trip generation forecast for Phase 3 of The Preserve draft plan.



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Table 2 - THE PRESERVE PHASE 2 SITE TRIP GENERATION

USE UNITS

A.M. PEAK HOUR P.M. PEAK HOUR

In Out In Out

Single family 424 81 237 271 157

Townhouse & Condos 209 36 105 94 69

Apartment units 225 38 113 101 74

TOTAL 858 155 455 466 300

Reduction for 5% Transit 8 23 23 15

NET EXTERNAL TRIPS 147 432 443 285

Commercial (internal) 2300 m2

23 23 46 46

TOTAL SITE TRIPS 170 455 489 331

The directional distribution pattern for the residential site traffic is based on data from TTS

surveys, using the existing subdivisions on the south side of Dundas Street as the reference.

The directional distribution and assignment by roadway is as follows:

Internal to North Oakville 8%

West on Dundas Street 9%

East on Dundas Street 46%

North on Neyagawa Blvd 14%

South on Neyagawa Blvd 9%

North on Sixth Line 5%

South on Sixth Line 9%

TOTAL 100

Figure 7 shows the subdivision traffic assignment to the road network that will be available to

Phase 3 within the horizon period to 2021.

Phase 3 traffic will access Dundas Street at both Preserve Drive and at George Savage Drive,

depending on the direction of travel. There will be a connection to Sixth Line through the

subdivision to the east using Sixteen Mile Drive, and for the Phase 3 TIS 2021 horizon year it

has been assumed that a connection will also be available at North Park Drive. If this should

not be available then these trips will use Sixteen Mile Drive.

There will be one connection to Neyagawa Blvd by way of Sixteen Mile Drive. The future

connection of North Park Drive to Neyagawa Blvd has not been assumed to be available for

the 2021 horizon year.



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4.3 Total 2021 Traffic

The volumes from Figures 6 and 7 have been combined to estimate future 2021 total traffic.

However, to avoid double counting of the subdivision traffic, the site traffic is only added to

and from Dundas Street at the subdivision access road intersections at George Savage Drive

and at Preserve Drive.

At the other Dundas Street intersections such as at Neyagawa Blvd and at Sixth Line, the EA

Study forecast used as background traffic includes development of all of North Oakville,

including The Preserve lands.

Figure 8 shows the total 2021 traffic at the study area intersections evaluated in the analysis.

5. TRAFFIC OPERATIONS

5.1 Signalized Intersection Operation

The Preserve subdivision intersections on Dundas Street are now signalized. The

intersections along Neyagawa Blvd and along Sixth Line were reviewed in the traffic impact

studies for the respective subdivisions within which they are located. Traffic signals are now

being installed at Neyagawa Blvd and Sixteen Mile Drive. Signals will be warranted at Sixth

Line and Sixteen Mile Drive, and at Sixth Line and North Park Drive. Future conditions may

warrant signals at Neyagawa Blvd and North Park Drive, but until North Park Drive is

continuous across the subdivision, the roadway will remain with Stop sign control at

Neyagawa Blvd.

The signalized intersections in the study area have been analyzed using the Synchro 7

computer program. The output data is included in Appendix B.

The saturation flow rate is 1900 vphg. The cycle length is 120 seconds, and timing is

optimized by the program. Peak hour factors are the program default value of 0.92, except

when an intersection is found to be operating over capacity a value of 1.00 is used as a

mitigation measure to recognize probable operating conditions.

Dundas Street is to be widened to six lanes, with the curb lanes to be utilized as transit lanes.

The EA Study has concluded that in the immediate horizon the curb lanes should be used as

HOV lanes, allowing both buses and carpools to use the lane. In the longer term the curb

lanes are expected to be used for bus only operation.

The Synchro analysis has been carried out assuming operation on Dundas Street with four

lanes, but with reduced through lane volumes by omitting the HOV lanes. The EA Study has

estimated that about 20% of the through traffic will utilize the HOV lane. All volumes have

been reduced by 10% to account for the transit mode split factor of 10% by 2021 that is

estimated in the EA Study.



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Neyagawa Blvd is to be widened to four lanes before the 2021 horizon period. Sixth Line

also has been evaluated as a four lane road plus left turn lanes at signalized intersections for

the 2021 conditions.

Table 4 shows the results of the analysis for existing traffic, 2021 background traffic, and

2021 total traffic conditions.

Table 3 - Signalized Intersection Analysis – 2021 Volumes

Intersection / Condition

Existing Traffic

Future Background Traffic

2021

Future Total

Traffic 2021

A.M. Peak Hour Delay

(sec)

LOS v/c

ratio

Delay

(sec)

LOS v/c

ratio

Delay

(sec)

LOS v/c

ratio

Dundas & Harman/Preserve - - - 23.0 C 0.87 26.5 C 0.91

EB thru - - - 25.0 C 0.88 28.5 C 0.92

Dundas &Towne/G Savage 22.1 C 0.79 20.7 C 0.89 27.7 C 0.98

EB thru 25.3 C 0.79 17.7 B 0.90 25.7 C 0.97

Neyagawa and Sixteen Mile - - - 12.4 B 0.60 15.1 B 0.65

Sixth and Sixteen Mile - - - 17.3 B 0.39 21.2 C 044

Sixth and North Park - - - 20.4 C 0.42 22.5 C 0.45

P.M. Peak Hour

Dundas & Harman/Preserve - - - 22.4 C 0.95 27.1 C 0.98

WB thru - - - 29.1 C 1.01 36.2 D 1.03

Dundas & Towne/G Savage 15.9 B 0.71 19.9 B 0.71 20.9 C 0.78

WB thru 9.3 A 0.76 16.5 B 0.71 17.7 B 0.73

Neyagawa and Sixteen Mile - - - 24.0 C 0.69 24.5 C 0.73

Sixth and Sixteen Mile - - - 13.3 B 0.35 15.3 B 0.42

Sixth and North Park - - - 13.9 B 0.36 15.1 B 0.37

5.1.1 Existing Traffic Conditions

The Dundas Street and Towne Boulevard intersection has been signalized, and is operating at

level of service C in the a.m. peak hour and level B in the p.m. peak hour. The overall

intersection v/c ratios are 0.79 and 0.71 in the a.m. and p.m. peak hours respectively.

The Dundas Street and Harman Gate intersection is presently signalized, but was not

signalized at the time of the existing counts as shown on Figure 4. With signals installed the

current intersection volumes operate at level of service A in both peak hours.

5.1.2 2021 Background Traffic Conditions

Dundas Street is to be widened to six lanes, and as noted earlier, the operation on Dundas

Street will consist of four though lanes for mixed traffic and two lanes for HOV traffic.

The level of service at Dundas Street and Harman Gate with traffic signals will be level C in

the a.m. peak hour with a v/c ratio of 0.87, and level of service C in the p.m. peak hour with

a v/c ratio of 0.95.



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At Dundas Street and Towne Boulevard the level of service is level C in the a.m. peak hour

with a v/c ratio of 0.89, and level B in the p.m. peak hour with a v/c ratio of 0.71.

The intersection at Neyagawa Blvd and Sixteen Mile Drive will operate at level of service B in

the a.m. peak hour with a v/c ratio of 0.60. In the p.m. peak hour the level of service will be

at level C with a v/c ratio of 0.69.

Level of service at the signalized intersection at Sixth Line and Sixteen Mile Drive will be level

B in the a.m. peak hour with a v/c ratio of 0.39. In the p.m. peak hour the level of service

will be at level B with a v/c ratio of 0.35.

Level of service at the signalized intersection at Sixth Line and North Park Drive will be level

C in the a.m. peak hour with a v/c ratio of 0.42. In the p.m. peak hour the level of service


5.1.3 2019 Total Traffic Conditions

With the traffic from Phase 3 of The Preserve subdivision added to the 2021 background

traffic, there are minor increases in the average vehicle delay at the two subdivision access

intersections along Dundas Street. As noted earlier, the 2021 through volumes on Dundas

Street from the EA Study include North Oakville traffic and therefore have not been

increased for the total traffic scenario. The turning movements in and out of the subdivision

have been increased to account for Phase 3.

At Dundas Street and Harman Gate the level of service remains at level C in the a.m. peak

hour with a v/c ratio of 0.91. In the p.m. peak hour level of service also remains at level C,

with a v/c ratio of 0.98.

The level of service at the Dundas Street and Towne Boulevard intersection remains at level


changes to level C with a v/c ratio of 0.78.

The intersection at Neyagawa Blvd and Sixteen Mile Drive will continue to operate at level of

service B in the a.m. peak hour with a v/c ratio of 0. 65. In the p.m. peak hour the level of

service will continue at level C with a v/c ratio of 0.73.

Level of service at the signalized intersection at Sixth Line and Sixteen Mile Drive will be level



Level of service at the signalized intersection at Sixth Line and North Park Drive will be level





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5.2 Internal Roadways

The roadways within Phase 3 of the subdivision will be constructed to the standard

established for each classification of road in the North Oakville Urban Design Guidelines.

All of the roads in Phase 3 are local roads except the extension of Carding Mill Trail which is

an Avenue/Transit Collector. The traffic forecast on the internal roads can be accommodated

on two lane roadways throughout the plan. The of Carding Mill Trail collector will carry a

peak hour two way volume in the range of 200 vph.

All intersections within Phase 3 can operate satisfactorily with Stop sign control. The

intersections at North Park Drive and Carding Mill Trail, and at North Park Drive and George

Savage Avenue, will be controlled by all-way Stop signs.

5.3 Traffic Calming

The primary initial measure for traffic calming is identification of sections of straight roadway

that are longer than 300 metres for roads that are expected to operate with a posted speed

limit of 50 km/h. This would apply to the major collector system. For local roads that are

posted with speed limits of 40 km/h the critical length of straight road is 160 metres.

The road system in Phases 1 and 2 has been designed with traffic calming features located to

achieve the Town’s goals of eliminating the potential for speeding, and creating safe

pedestrian and cycling environments. The approved traffic calming locations in Phases 1 and

2 are shown on Figure 9, Traffic Calming Locations, as are the locations of the all-way Stop

sign control on the collector roads.

The recommended location of curb extensions out into the roadway to create narrow points

for traffic calming in Phase 3 are shown on Figure 9. Traffic calming is proposed on Carding

Mill Trail and on George Savage Avenue as shown. The design details will be reviewed in

subsequent engineering submission drawings.

6. TRANSIT SERVICE

6.1 North Oakville Transit Plan

The transit plan for North Oakville has identified the transit routes that are intended to serve

the new development north of Dundas Street. The transit services in North Oakville are

made up of the primary transit corridor along Dundas Street, secondary transit corridor

service on Sixteen Mile Drive between Neyagawa Blvd and Sixth Line, and community transit

routes on Preserve Drive, George Savage Avenue, Carding Mill Trail, and North Park Drive.

With the addition of another section of the Carding Mill Trail Avenue/Transit Corridor road

within Phase 3, the community transit service can extend from North Park Drive to the NHS,

and eventually continue north of the NHS.



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The routes available for transit services are illustrated on Figure 10.

The right-of-way width for the Carding Mill Trail transit service road is 22 metres. Pavement

width is 12.5 metres which leaves 4.75 metres for boulevard on each side. Transit stop

facilities will be located in the boulevards.

6.2 Transit Stops

The proposed transit routes ensure that all units in The Preserve subdivision are located

within 400 metres walking distance of planned transit service.

Figure 10 shows the proposed stop locations within Phase 3 when full transit service is

provided along the collector roads. The stops are located at intersections, which matches up

with the pedestrian routes into the local street residential blocks. The proposed stop

locations in Phases 1 and 2 are also shown on Figure 10.

On the north-south route on Carding Mill Trail stops would be located at two intersections,

giving average bus stop spacing in the order of 150 metres.

The anticipated volume of transit riders boarding a bus at any stop based on 30 minute

headway will be in the order of 8 to 10 passengers. Based on the boarding volumes, land

use activity type, type of road, and wait time, a type C comfort stop or type D basic stop is

warranted for this area. The basic stop has route designation and route map, while a

comfort stop adds a seating bench.

The type C stop has a 0.75 metre bench area behind the 1.5 metre sidewalk, which is 1.75

metres from the curb. This is all accommodated within the 4.75 metre boulevard that is

available on the road, and no additional property is required to provide the bus stops as

described.

6.3 Transit Service Phasing

Phase 3 of the subdivision is an extension of Phases 1 and 2. Phases 1 and 2 will be built out

over several years, so service to Phase 3 will follow completion of these earlier Phases.

Route 5A is a rush hour service that runs between the Uptown Core terminal and the section

of Sixteen Mile Drive east of Neyagawa Blvd. There are three runs in the a.m. peak period

and four runs in the p.m. peak period. When Sixteen Mile Drive connects with the existing

section of Sixteen Mile Drive to the west as part of Phase 2, Route 5A can be revised to run

across the subdivisions from Neyagawa Blvd to Sixth Line. The routing of service within The

Preserve subdivision will be governed by the overall Oakville Transit system services in

operation at the time and by practical integration requirements.



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7. OTHER TRANSPORTATION SERVICES

7.1 Pedestrian Facilities

Within Phase 3 all streets will have sidewalks on both sides. There are also walkways through

the parks and open spaces, and trails around the SWM ponds.

The pedestrian system provides for convenient movement through the community, and

provides good access to the transit routes and stops. Access is available on foot to the Natural

Heritage System corridor.

A Pedestrian Circulation Plan has been prepared as part of the Planning Study for the

subdivision.

7.2 Cycling Facilities

Oakville has updated the North Oakville Trails Plan as of May 2013, and the Town’s Active

Transportation Master Plan. It identifies the intent of the Official Plan policies, and outlines

measures to encourage cycling as part of the active transportation plan.

No specific bicycle lane designations are identified within The Preserve subdivision, but the

volumes anticipated on the Avenue and Connector roads will allow the roads to safely

accommodate vehicular and cycling traffic.

8. CONCLUSIONS

Traffic for The Preserve subdivision has been forecast and analyzed previously as part of the

Phase 1 TIS and Phase 2 TIS. Traffic forecasts for Phase 3 have now been added with a

background horizon to 2021.

With the completion of Phase 2 there will be two access intersections on Dundas Street,

opposite Harman Gate and opposite Towne Boulevard. The road system will provide north-

south Avenue/Transit Corridor collectors through the subdivision. Access will also be

available in the east-west direction on Sixteen Mile Drive to Neyagawa Boulevard through

the adjoining subdivision to the west, and to Sixth Line through the adjoining subdivision to

the east. Sixteen Mile Drive is an Avenue/Transit Corridor road. North Park Drive will be

extended east and west to Sixth Line and to Neyagawa Blvd, although exact timing is not yet

established.

Phase 3 will utilize all of these connections for access to the Oakville major road system.

An EA Study for Dundas Street Widening between Neyagawa Blvd and Oak Park Blvd has

now been completed, and provides traffic forecasts to 2021 and to 2031. The forecast of

future traffic includes traffic generated by all of North Oakville.



14


The EA Study forecasts for the Dundas Street intersections for the p.m. peak hour for 2021

have been used for the TIS. Traffic forecasts for the a.m. peak hour volumes have been

developed in this TIS based on growth factors calculated from the p.m. peak hour forecast.

Dundas Street is to be widened to six lanes, with the curb lanes to be utilized as transit lanes.

The EA Study has concluded that in the short term the curb lanes should be used as HOV

lanes, allowing both buses and carpools to use the lane. In the longer term the curb lanes

will be used for bus only operation.

The traffic operations analysis has evaluated Dundas Street with four lanes, with reduced

through volumes based on the presence of the HOV lanes that are forecast in the EA Study to

carry 20% of the through traffic on Dundas Street.

The traffic analysis indicates that the 2021 total traffic forecast can be accommodated by the

planned road system.

The two subdivision access intersections on Dundas Street, at Preserve Drive and at George

Savage Avenue, are signalized and will operate satisfactorily with the 2021 volumes. Level of

service is C in both peak hours at both intersections.

Sixteen Mile Drive and North Park Drive will provide connection to Sixth Line on the east,

and to Neyagawa Blvd on the west although the North Park Drive link is not assumed to be

available before the 2021 horizon year. As signalized intersections they will operate at good

level of service with the 2021 horizon traffic forecast.

The traffic volumes on the Phase 3 internal road system can be accommodated on two lane

roadways throughout the plan. All intersections within the draft plan can operate

satisfactorily with Stop sign control. Traffic signals are not warranted at any intersection

within the 2021 horizon year, and are not likely to be required even at full build out of North

Oakville since little through traffic is anticipated.

Traffic calming in the form of curb extensions has been recommended for two locations in

Phase 3, similar to the traffic calming measures that are being constructed in Phase 1 and

Phase 2.

The transit plan for North Oakville has identified the transit routes that are intended to serve

development north of Dundas Street. Within The Preserve subdivision the transit routes will

operate along Preserve Drive, George Savage Avenue and Carding Mill Trail in the north-

south direction, and along Sixteen Mile Drive and North Park Drive in the east-west

direction. Phase 3 will extend Carding Mill Trail as an Avenue/Transit Corridor up to the

NHS.

APPENDIX

SYNCHRO OUTPUT

SIGNALIZED INTERSECTIONS

HCM Signalized Intersection Capacity Analysis EXISTING12: DUNDAS & TOWNE AM PEAK HOUR

Baseline Synchro 7 - Report%user_name% Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 1996 50 53 823 0 26 0 175 0 0 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00Frpb, ped/bikes 1.00 0.97 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 3505 1565 1770 3312 1770 1583Flt Permitted 1.00 1.00 0.05 1.00 0.76 1.00Satd. Flow (perm) 3505 1565 92 3312 1410 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 0 2170 54 58 895 0 28 0 190 0 0 0RTOR Reduction (vph) 0 0 10 0 0 0 0 0 20 0 0 0Lane Group Flow (vph) 0 2170 44 58 895 0 28 0 170 0 0 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 2% 9% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm Perm Perm PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 8 4 4Actuated Green, G (s) 91.2 91.2 91.2 91.2 14.8 14.8Effective Green, g (s) 94.2 94.2 94.2 94.2 17.8 17.8Actuated g/C Ratio 0.78 0.78 0.78 0.78 0.15 0.15Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 2751 1229 72 2600 209 235v/s Ratio Prot 0.62 0.27v/s Ratio Perm 0.03 c0.63 0.02 c0.11v/c Ratio 0.79 0.04 0.81 0.34 0.13 0.72Uniform Delay, d1 7.3 2.9 7.5 3.8 44.4 48.7Progression Factor 3.26 2.18 1.54 0.81 1.00 1.00Incremental Delay, d2 1.6 0.0 57.9 0.3 0.3 10.4Delay (s) 25.3 6.3 69.5 3.4 44.7 59.1Level of Service C A E A D EApproach Delay (s) 24.9 7.4 57.3 0.0Approach LOS C A E A

Intersection SummaryHCM Average Control Delay 22.1 HCM Level of Service CHCM Volume to Capacity ratio 0.79Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 72.7% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis EXISTING12: DUNDAS & TOWNE PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 1167 83 214 1983 0 13 0 79 0 0 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 1.0 4.0 4.0 4.0Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00Frpb, ped/bikes 1.00 0.97 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 3505 1565 1769 3312 1770 1583Flt Permitted 1.00 1.00 0.19 1.00 0.76 1.00Satd. Flow (perm) 3505 1565 346 3312 1410 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 0 1268 90 233 2155 0 14 0 86 0 0 0RTOR Reduction (vph) 0 0 20 0 0 0 0 80 0 0 0 0Lane Group Flow (vph) 0 1268 70 233 2155 0 14 6 0 0 0 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 2% 9% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm pm+pt Perm Perm PermProtected Phases 2 1 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 88.1 88.1 100.3 100.3 5.7 5.7Effective Green, g (s) 91.1 91.1 103.3 103.3 8.7 8.7Actuated g/C Ratio 0.76 0.76 0.86 0.86 0.07 0.07Clearance Time (s) 7.0 7.0 4.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 2661 1188 431 2851 102 115v/s Ratio Prot 0.36 0.05 c0.65 0.00v/s Ratio Perm 0.04 0.42 c0.01v/c Ratio 0.48 0.06 0.54 0.76 0.14 0.05Uniform Delay, d1 5.5 3.6 3.2 3.3 52.1 51.8Progression Factor 4.41 8.32 2.33 2.52 1.00 1.00Incremental Delay, d2 0.5 0.1 0.7 0.9 0.6 0.2Delay (s) 24.6 30.4 8.2 9.3 52.8 52.0Level of Service C C A A D DApproach Delay (s) 24.9 9.2 52.1 0.0Approach LOS C A D A

Intersection SummaryHCM Average Control Delay 15.9 HCM Level of Service BHCM Volume to Capacity ratio 0.71Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 73.0% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND6: DUNDAS & PRESERVE AM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 46 2092 23 10 986 70 1 0 32 204 0 132Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 1.00 *0.95 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 3505 1565 1805 3312 1583 1805 1583 1770 1583Flt Permitted 0.24 1.00 1.00 0.05 1.00 1.00 0.54 1.00 0.73 1.00Satd. Flow (perm) 440 3505 1565 86 3312 1583 1028 1583 1368 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 50 2274 25 11 1072 76 1 0 35 222 0 143RTOR Reduction (vph) 0 0 4 0 0 20 0 13 0 0 115 0Lane Group Flow (vph) 50 2274 21 11 1072 56 1 22 0 222 28 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 0% 9% 2% 0% 2% 2% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 85.8 85.8 85.8 85.8 85.8 85.8 20.2 20.2 20.2 20.2Effective Green, g (s) 88.8 88.8 88.8 88.8 88.8 88.8 23.2 23.2 23.2 23.2Actuated g/C Ratio 0.74 0.74 0.74 0.74 0.74 0.74 0.19 0.19 0.19 0.19Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 326 2594 1158 64 2451 1171 199 306 264 306v/s Ratio Prot c0.65 0.32 0.01 0.02v/s Ratio Perm 0.11 0.01 0.13 0.04 0.00 c0.16v/c Ratio 0.15 0.88 0.02 0.17 0.44 0.05 0.01 0.07 0.84 0.09Uniform Delay, d1 4.6 11.5 4.1 4.6 6.0 4.2 39.1 39.6 46.6 39.7Progression Factor 1.57 1.95 1.76 1.69 1.35 3.28 1.00 1.00 1.00 1.00Incremental Delay, d2 0.5 2.5 0.0 4.7 0.5 0.1 0.0 0.1 20.8 0.1Delay (s) 7.7 25.0 7.2 12.5 8.5 13.8 39.1 39.7 67.4 39.9Level of Service A C A B A B D D E DApproach Delay (s) 24.5 8.9 39.7 56.6Approach LOS C A D E

Intersection SummaryHCM Average Control Delay 23.0 HCM Level of Service CHCM Volume to Capacity ratio 0.87Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 82.5% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND12: DUNDAS & TOWNE AM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 9 1811 79 70 865 55 33 0 224 148 0 24Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 3505 1565 1770 3312 1583 1770 1583 1770 1583Flt Permitted 0.30 1.00 1.00 0.05 1.00 1.00 0.74 1.00 0.39 1.00Satd. Flow (perm) 558 3505 1565 99 3312 1583 1379 1583 728 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 10 1968 86 76 940 60 36 0 243 161 0 26RTOR Reduction (vph) 0 0 17 0 0 18 0 75 0 0 20 0Lane Group Flow (vph) 10 1968 69 76 940 42 36 168 0 161 6 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 2% 9% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm pm+pt Perm Perm PermProtected Phases 2 1 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 71.5 71.5 71.5 80.3 80.3 80.3 25.7 25.7 25.7 25.7Effective Green, g (s) 74.5 74.5 74.5 81.3 83.3 83.3 28.7 28.7 28.7 28.7Actuated g/C Ratio 0.62 0.62 0.62 0.68 0.69 0.69 0.24 0.24 0.24 0.24Clearance Time (s) 7.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 346 2176 972 148 2299 1099 330 379 174 379v/s Ratio Prot c0.56 c0.02 0.28 0.11 0.00v/s Ratio Perm 0.02 0.04 0.32 0.03 0.03 c0.22v/c Ratio 0.03 0.90 0.07 0.51 0.41 0.04 0.11 0.44 0.93 0.02Uniform Delay, d1 8.8 19.7 9.0 24.6 7.8 5.8 35.7 38.9 44.6 34.9Progression Factor 1.20 0.80 1.32 1.97 0.82 1.06 1.00 1.00 1.00 1.00Incremental Delay, d2 0.0 1.9 0.0 2.8 0.5 0.1 0.1 0.8 46.7 0.0Delay (s) 10.6 17.7 12.0 51.3 6.9 6.2 35.8 39.7 91.3 34.9Level of Service B B B D A A D D F CApproach Delay (s) 17.5 10.0 39.2 83.5Approach LOS B B D F


HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND14: SIXTEEN MILE & SIXTH AM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 52 17 97 161 49 48 33 609 49 15 322 18Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.87 1.00 0.93 1.00 0.99 1.00 0.99Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1624 1770 1724 1770 3500 1770 3385Flt Permitted 0.69 1.00 0.67 1.00 0.53 1.00 0.37 1.00Satd. Flow (perm) 1284 1624 1254 1724 990 3500 685 3385Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 57 18 105 175 53 52 36 662 53 16 350 20RTOR Reduction (vph) 0 85 0 0 40 0 0 3 0 0 2 0Lane Group Flow (vph) 57 38 0 175 65 0 36 712 0 16 368 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 6% 2%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 22.4 22.4 22.4 22.4 83.6 83.6 83.6 83.6Effective Green, g (s) 22.4 22.4 22.4 22.4 83.6 83.6 83.6 83.6Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.70 0.70 0.70 0.70Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 240 303 234 322 690 2438 477 2358v/s Ratio Prot 0.02 0.04 c0.20 0.11v/s Ratio Perm 0.04 c0.14 0.04 0.02v/c Ratio 0.24 0.12 0.75 0.20 0.05 0.29 0.03 0.16Uniform Delay, d1 41.5 40.6 46.1 41.2 5.7 6.9 5.7 6.2Progression Factor 1.00 1.00 1.00 1.00 0.93 0.88 0.37 0.36Incremental Delay, d2 0.5 0.2 12.3 0.3 0.1 0.3 0.1 0.1Delay (s) 42.0 40.8 58.4 41.6 5.5 6.4 2.2 2.4Level of Service D D E D A A A AApproach Delay (s) 41.2 52.1 6.3 2.4Approach LOS D D A A

Intersection SummaryHCM Average Control Delay 17.3 HCM Level of Service BHCM Volume to Capacity ratio 0.39Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.0Intersection Capacity Utilization 54.7% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND26: SIXTEEN MILE & NEYAGAWA AM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 3 4 37 188 2 145 27 1199 55 71 590 5Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.5 3.5 3.6 3.5 3.6 3.5 3.6 3.6 3.6 3.6 3.5Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.86 1.00 0.85 1.00 0.99 1.00 1.00Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1750 1591 1770 1569 1750 3549 1770 3435Flt Permitted 0.58 1.00 0.73 1.00 0.40 1.00 0.16 1.00Satd. Flow (perm) 1074 1591 1357 1569 735 3549 294 3435Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 3 4 40 204 2 158 29 1303 60 77 641 5RTOR Reduction (vph) 0 32 0 0 59 0 0 2 0 0 0 0Lane Group Flow (vph) 3 12 0 204 101 0 29 1361 0 77 646 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 1% 2% 2% 5% 2%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 22.6 22.6 22.6 22.6 83.4 83.4 83.4 83.4Effective Green, g (s) 22.6 22.6 22.6 22.6 83.4 83.4 83.4 83.4Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.70 0.70 0.70 0.70Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 202 300 256 295 511 2467 204 2387v/s Ratio Prot 0.01 0.06 c0.38 0.19v/s Ratio Perm 0.00 c0.15 0.04 0.26v/c Ratio 0.01 0.04 0.80 0.34 0.06 0.55 0.38 0.27Uniform Delay, d1 39.6 39.8 46.5 42.2 5.8 9.1 7.6 6.9Progression Factor 1.00 1.00 1.00 1.00 0.38 0.32 1.00 1.00Incremental Delay, d2 0.0 0.1 15.7 0.7 0.2 0.7 5.3 0.3Delay (s) 39.7 39.9 62.2 42.9 2.4 3.6 12.8 7.2Level of Service D D E D A A B AApproach Delay (s) 39.9 53.7 3.6 7.8Approach LOS D D A A


HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND30: NORTH PARK & SIXTH AM PEAK HOUR



Intersection SummaryHCM Average Control Delay 20.4 HCM Level of Service CHCM Volume to Capacity ratio 0.42Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.0Intersection Capacity Utilization 49.0% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND6: DUNDAS & PRESERVE PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 124 1365 23 48 2127 202 10 0 18 136 0 88Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 1.00 *0.95 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 3505 1565 1803 3312 1583 1805 1583 1770 1583Flt Permitted 0.05 1.00 1.00 0.17 1.00 1.00 0.63 1.00 0.74 1.00Satd. Flow (perm) 89 3505 1565 316 3312 1583 1191 1583 1386 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 135 1484 25 52 2312 220 11 0 20 148 0 96RTOR Reduction (vph) 0 0 5 0 0 38 0 17 0 0 82 0Lane Group Flow (vph) 135 1484 20 52 2312 182 11 3 0 148 14 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 0% 9% 2% 0% 2% 2% 2% 2% 2%Turn Type pm+pt Perm Perm Perm Perm PermProtected Phases 5 2 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 91.1 91.1 91.1 79.9 79.9 79.9 14.9 14.9 14.9 14.9Effective Green, g (s) 91.1 94.1 94.1 82.9 82.9 82.9 17.9 17.9 17.9 17.9Actuated g/C Ratio 0.76 0.78 0.78 0.69 0.69 0.69 0.15 0.15 0.15 0.15Clearance Time (s) 4.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 168 2749 1227 218 2288 1094 178 236 207 236v/s Ratio Prot c0.05 0.42 c0.70 0.00 0.01v/s Ratio Perm 0.56 0.01 0.16 0.11 0.01 c0.11v/c Ratio 0.80 0.54 0.02 0.24 1.01 0.17 0.06 0.01 0.71 0.06Uniform Delay, d1 39.4 4.8 2.8 6.9 18.5 6.5 43.8 43.5 48.6 43.8Progression Factor 1.32 1.05 1.75 0.41 0.71 0.15 1.00 1.00 1.00 1.00Incremental Delay, d2 20.8 0.7 0.0 1.3 15.9 0.2 0.1 0.0 11.1 0.1Delay (s) 72.9 5.7 5.0 4.1 29.1 1.1 44.0 43.5 59.7 43.9Level of Service E A A A C A D D E DApproach Delay (s) 11.2 26.2 43.7 53.5Approach LOS B C D D


HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND12: DUNDAS & TOWNE PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 24 1215 106 275 1816 152 23 0 113 99 0 16Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 3505 1565 1770 3312 1583 1770 1583 1770 1583Flt Permitted 0.12 1.00 1.00 0.12 1.00 1.00 0.75 1.00 0.55 1.00Satd. Flow (perm) 220 3505 1565 223 3312 1583 1390 1583 1031 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 1.00 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 26 1321 115 299 1816 165 25 0 123 108 0 17RTOR Reduction (vph) 0 0 30 0 0 33 0 104 0 0 14 0Lane Group Flow (vph) 26 1321 85 299 1816 132 25 19 0 108 3 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 2% 9% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm pm+pt Perm Perm PermProtected Phases 2 1 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 68.3 68.3 68.3 90.3 90.3 90.3 15.7 15.7 15.7 15.7Effective Green, g (s) 71.3 71.3 71.3 90.3 93.3 93.3 18.7 18.7 18.7 18.7Actuated g/C Ratio 0.59 0.59 0.59 0.75 0.78 0.78 0.16 0.16 0.16 0.16Clearance Time (s) 7.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 131 2083 930 400 2575 1231 217 247 161 247v/s Ratio Prot 0.38 0.11 c0.55 0.01 0.00v/s Ratio Perm 0.12 0.05 c0.45 0.08 0.02 c0.10v/c Ratio 0.20 0.63 0.09 0.75 0.71 0.11 0.12 0.08 0.67 0.01Uniform Delay, d1 11.2 15.9 10.5 22.6 6.6 3.2 43.5 43.3 47.7 42.8Progression Factor 1.37 1.14 1.73 0.78 2.38 2.84 1.00 1.00 1.00 1.00Incremental Delay, d2 2.4 1.1 0.1 2.3 0.5 0.1 0.2 0.1 10.5 0.0Delay (s) 17.8 19.2 18.2 19.9 16.1 9.3 43.8 43.4 58.2 42.8Level of Service B B B B B A D D E DApproach Delay (s) 19.1 16.1 43.5 56.1Approach LOS B B D E


HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND14: SIXTEEN MILE & SIXTH PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 35 45 63 83 27 25 98 255 148 44 676 54Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.91 1.00 0.93 1.00 0.94 1.00 0.99Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1700 1770 1728 1770 3344 1770 3377Flt Permitted 0.72 1.00 0.66 1.00 0.35 1.00 0.50 1.00Satd. Flow (perm) 1342 1700 1235 1728 645 3344 927 3377Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 38 49 68 90 29 27 107 277 161 48 735 59RTOR Reduction (vph) 0 50 0 0 24 0 0 37 0 0 3 0Lane Group Flow (vph) 38 67 0 90 32 0 107 401 0 48 791 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 6% 2%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 13.8 13.8 13.8 13.8 92.2 92.2 92.2 92.2Effective Green, g (s) 13.8 13.8 13.8 13.8 92.2 92.2 92.2 92.2Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.77 0.77 0.77 0.77Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 154 196 142 199 496 2569 712 2595v/s Ratio Prot 0.04 0.02 0.12 c0.23v/s Ratio Perm 0.03 c0.07 0.17 0.05v/c Ratio 0.25 0.34 0.63 0.16 0.22 0.16 0.07 0.30Uniform Delay, d1 48.4 48.9 50.7 47.9 3.9 3.7 3.4 4.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.02 1.01 1.21Incremental Delay, d2 0.8 1.1 8.9 0.4 0.8 0.1 0.2 0.3Delay (s) 49.2 50.0 59.6 48.3 4.7 3.8 3.6 5.4Level of Service D D E D A A A AApproach Delay (s) 49.8 55.2 4.0 5.3Approach LOS D E A A


HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND26: SIXTEEN MILE & NEYAGAWA PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 15 19 186 174 8 92 137 417 166 177 1035 27Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.5 3.5 3.6 3.5 3.6 3.5 3.6 3.6 3.6 3.6 3.5Total Lost time (s) 7.0 7.0 7.0 7.0 4.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.86 1.00 0.86 1.00 0.96 1.00 1.00Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1750 1592 1770 1589 1750 3412 1770 3428Flt Permitted 0.69 1.00 0.48 1.00 0.16 1.00 0.41 1.00Satd. Flow (perm) 1265 1592 895 1589 290 3412 767 3428Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 16 21 202 189 9 100 149 453 180 192 1125 29RTOR Reduction (vph) 0 156 0 0 77 0 0 29 0 0 1 0Lane Group Flow (vph) 16 67 0 189 32 0 149 604 0 192 1153 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 1% 2% 2% 5% 2%Turn Type Perm Perm pm+pt PermProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 27.3 27.3 27.3 27.3 78.7 78.7 65.3 65.3Effective Green, g (s) 27.3 27.3 27.3 27.3 78.7 78.7 65.3 65.3Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.66 0.66 0.54 0.54Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 288 362 204 361 305 2238 417 1865v/s Ratio Prot 0.04 0.02 c0.04 0.18 c0.34v/s Ratio Perm 0.01 c0.21 0.28 0.25v/c Ratio 0.06 0.18 0.93 0.09 0.49 0.27 0.46 0.62Uniform Delay, d1 36.3 37.4 45.4 36.5 11.6 8.6 16.6 18.8Progression Factor 1.00 1.00 1.00 1.00 1.50 0.47 1.00 1.00Incremental Delay, d2 0.1 0.2 42.5 0.1 1.2 0.3 3.6 1.5Delay (s) 36.3 37.6 87.8 36.6 18.6 4.4 20.3 20.3Level of Service D D F D B A C CApproach Delay (s) 37.5 69.1 7.1 20.3Approach LOS D E A C

Intersection SummaryHCM Average Control Delay 23.4 HCM Level of Service CHCM Volume to Capacity ratio 0.69Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 80.0% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2021 BACKGROUND30: NORTH PARK & SIXTH PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 54 31 40 100 19 42 63 135 117 74 634 86Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.92 1.00 0.90 1.00 0.93 1.00 0.98Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1707 1770 1671 1770 3293 1770 3360Flt Permitted 0.71 1.00 0.71 1.00 0.35 1.00 0.58 1.00Satd. Flow (perm) 1329 1707 1317 1671 650 3293 1086 3360Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 59 34 43 109 21 46 68 147 127 80 689 93RTOR Reduction (vph) 0 38 0 0 40 0 0 31 0 0 5 0Lane Group Flow (vph) 59 39 0 109 27 0 68 243 0 80 777 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 6% 2%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 15.3 15.3 15.3 15.3 90.7 90.7 90.7 90.7Effective Green, g (s) 15.3 15.3 15.3 15.3 90.7 90.7 90.7 90.7Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.76 0.76 0.76 0.76Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 169 218 168 213 491 2489 821 2540v/s Ratio Prot 0.02 0.02 0.07 c0.23v/s Ratio Perm 0.04 c0.08 0.10 0.07v/c Ratio 0.35 0.18 0.65 0.13 0.14 0.10 0.10 0.31Uniform Delay, d1 47.8 46.8 49.8 46.4 4.0 3.9 3.9 4.7Progression Factor 1.00 1.00 1.00 1.00 0.69 0.53 1.00 1.00Incremental Delay, d2 1.3 0.4 8.3 0.3 0.6 0.1 0.2 0.3Delay (s) 49.1 47.2 58.1 46.7 3.4 2.1 4.1 5.0Level of Service D D E D A A A AApproach Delay (s) 48.0 53.8 2.4 4.9Approach LOS D D A A


HCM Signalized Intersection Capacity Analysis 2021 TOTAL6: DUNDAS & PRESERVE AM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 41 2106 23 10 1001 85 1 0 32 251 0 132Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 1.00 *0.95 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 3505 1565 1805 3312 1583 1805 1583 1770 1583Flt Permitted 0.22 1.00 1.00 0.05 1.00 1.00 0.57 1.00 0.73 1.00Satd. Flow (perm) 417 3505 1565 90 3312 1583 1079 1583 1368 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 45 2289 25 11 1088 92 1 0 35 273 0 143RTOR Reduction (vph) 0 0 4 0 0 27 0 9 0 0 109 0Lane Group Flow (vph) 45 2289 21 11 1088 65 1 26 0 273 34 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 0% 9% 2% 0% 2% 2% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 81.8 81.8 81.8 81.8 81.8 81.8 24.2 24.2 24.2 24.2Effective Green, g (s) 84.8 84.8 84.8 84.8 84.8 84.8 27.2 27.2 27.2 27.2Actuated g/C Ratio 0.71 0.71 0.71 0.71 0.71 0.71 0.23 0.23 0.23 0.23Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 295 2477 1106 64 2340 1119 245 359 310 359v/s Ratio Prot c0.65 0.33 0.02 0.02v/s Ratio Perm 0.11 0.01 0.12 0.04 0.00 c0.20v/c Ratio 0.15 0.92 0.02 0.17 0.46 0.06 0.00 0.07 0.88 0.09Uniform Delay, d1 5.8 14.9 5.2 5.9 7.7 5.4 35.9 36.5 44.8 36.7Progression Factor 1.25 1.71 1.35 1.75 1.46 3.74 1.00 1.00 1.00 1.00Incremental Delay, d2 0.4 3.0 0.0 4.8 0.6 0.1 0.0 0.1 23.9 0.1Delay (s) 7.6 28.5 7.1 15.1 11.8 20.2 35.9 36.6 68.8 36.8Level of Service A C A B B C D D E DApproach Delay (s) 27.8 12.5 36.5 57.8Approach LOS C B D E


HCM Signalized Intersection Capacity Analysis 2021 TOTAL12: DUNDAS & TOWNE AM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 23 1860 79 70 883 76 33 0 224 208 0 63Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 3505 1565 1770 3312 1583 1770 1583 1770 1583Flt Permitted 0.29 1.00 1.00 0.06 1.00 1.00 0.71 1.00 0.42 1.00Satd. Flow (perm) 534 3505 1565 103 3312 1583 1328 1583 788 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 25 2022 86 76 960 83 36 0 243 226 0 68RTOR Reduction (vph) 0 0 17 0 0 28 0 72 0 0 50 0Lane Group Flow (vph) 25 2022 69 76 960 55 36 171 0 226 18 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 2% 9% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm pm+pt Perm Perm PermProtected Phases 2 1 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 68.2 68.2 68.2 77.0 77.0 77.0 29.0 29.0 29.0 29.0Effective Green, g (s) 71.2 71.2 71.2 78.0 80.0 80.0 32.0 32.0 32.0 32.0Actuated g/C Ratio 0.59 0.59 0.59 0.65 0.67 0.67 0.27 0.27 0.27 0.27Clearance Time (s) 7.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 317 2080 929 148 2208 1055 354 422 210 422v/s Ratio Prot c0.58 c0.02 0.29 0.11 0.01v/s Ratio Perm 0.05 0.04 0.31 0.03 0.03 c0.29v/c Ratio 0.08 0.97 0.07 0.51 0.43 0.05 0.10 0.41 1.08 0.04Uniform Delay, d1 10.4 23.4 10.4 27.9 9.4 6.9 33.2 36.2 44.0 32.6Progression Factor 1.22 0.84 1.36 2.10 0.64 0.68 1.00 1.00 1.00 1.00Incremental Delay, d2 0.1 6.0 0.0 2.7 0.6 0.1 0.1 0.6 83.8 0.0Delay (s) 12.8 25.7 14.1 61.2 6.6 4.8 33.3 36.8 127.8 32.7Level of Service B C B E A A C D F CApproach Delay (s) 25.1 10.1 36.4 105.8Approach LOS C B D F

Intersection SummaryHCM Average Control Delay 27.7 HCM Level of Service CHCM Volume to Capacity ratio 0.98Actuated Cycle Length (s) 120.0 Sum of lost time (s) 11.0Intersection Capacity Utilization 93.6% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2021 TOTAL14: SIXTEEN MILE & SIXTH AM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 52 17 163 161 49 48 55 609 49 15 322 18Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.86 1.00 0.93 1.00 0.99 1.00 0.99Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1609 1770 1724 1770 3500 1770 3385Flt Permitted 0.69 1.00 0.51 1.00 0.53 1.00 0.37 1.00Satd. Flow (perm) 1284 1609 956 1724 990 3500 681 3385Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 57 18 177 175 53 52 60 662 53 16 350 20RTOR Reduction (vph) 0 141 0 0 41 0 0 3 0 0 2 0Lane Group Flow (vph) 57 54 0 175 64 0 60 712 0 16 368 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 6% 2%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 24.2 24.2 24.2 24.2 81.8 81.8 81.8 81.8Effective Green, g (s) 24.2 24.2 24.2 24.2 81.8 81.8 81.8 81.8Actuated g/C Ratio 0.20 0.20 0.20 0.20 0.68 0.68 0.68 0.68Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 259 324 193 348 675 2386 464 2307v/s Ratio Prot 0.03 0.04 c0.20 0.11v/s Ratio Perm 0.04 c0.18 0.06 0.02v/c Ratio 0.22 0.17 0.91 0.18 0.09 0.30 0.03 0.16Uniform Delay, d1 40.0 39.6 46.8 39.7 6.5 7.6 6.2 6.8Progression Factor 1.00 1.00 1.00 1.00 0.93 0.89 0.43 0.43Incremental Delay, d2 0.4 0.2 39.3 0.3 0.2 0.3 0.1 0.1Delay (s) 40.4 39.8 86.1 40.0 6.3 7.1 2.8 3.1Level of Service D D F D A A A AApproach Delay (s) 40.0 68.8 7.0 3.1Approach LOS D E A A


HCM Signalized Intersection Capacity Analysis 2021 TOTAL26: SIXTEEN MILE & NEYAGAWA AM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 3 4 37 227 2 206 27 1199 69 87 590 5Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.5 3.5 3.6 3.5 3.6 3.5 3.6 3.6 3.6 3.6 3.5Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.86 1.00 0.85 1.00 0.99 1.00 1.00Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1750 1591 1770 1568 1750 3543 1770 3435Flt Permitted 0.46 1.00 0.73 1.00 0.40 1.00 0.15 1.00Satd. Flow (perm) 848 1591 1357 1568 728 3543 275 3435Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 3 4 40 247 2 224 29 1303 75 95 641 5RTOR Reduction (vph) 0 31 0 0 55 0 0 3 0 0 0 0Lane Group Flow (vph) 3 13 0 247 171 0 29 1375 0 95 646 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 1% 2% 2% 5% 2%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 25.7 25.7 25.7 25.7 80.3 80.3 80.3 80.3Effective Green, g (s) 25.7 25.7 25.7 25.7 80.3 80.3 80.3 80.3Actuated g/C Ratio 0.21 0.21 0.21 0.21 0.67 0.67 0.67 0.67Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 182 341 291 336 487 2371 184 2299v/s Ratio Prot 0.01 0.11 c0.39 0.19v/s Ratio Perm 0.00 c0.18 0.04 0.34v/c Ratio 0.02 0.04 0.85 0.51 0.06 0.58 0.52 0.28Uniform Delay, d1 37.2 37.3 45.3 41.6 6.8 10.7 10.0 8.1Progression Factor 1.00 1.00 1.00 1.00 0.38 0.33 0.99 0.88Incremental Delay, d2 0.0 0.0 20.0 1.2 0.2 0.9 9.8 0.3Delay (s) 37.2 37.4 65.3 42.8 2.8 4.4 19.7 7.4Level of Service D D E D A A B AApproach Delay (s) 37.4 54.5 4.3 9.0Approach LOS D D A A


HCM Signalized Intersection Capacity Analysis 2021 TOTAL30: NORTH PARK & SIXTH AM PEAK HOUR




HCM Signalized Intersection Capacity Analysis 2021 TOTAL6: DUNDAS & PRESERVE PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 135 1365 23 48 2140 263 10 0 18 166 0 88Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 1.00 *0.95 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 3505 1565 1803 3312 1583 1805 1583 1770 1583Flt Permitted 0.05 1.00 1.00 0.17 1.00 1.00 0.63 1.00 0.74 1.00Satd. Flow (perm) 90 3505 1565 313 3312 1583 1200 1583 1386 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 147 1484 25 52 2326 286 11 0 20 180 0 96RTOR Reduction (vph) 0 0 6 0 0 51 0 17 0 0 81 0Lane Group Flow (vph) 147 1484 19 52 2326 235 11 3 0 180 15 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 0% 9% 2% 0% 2% 2% 2% 2% 2%Turn Type pm+pt Perm Perm Perm Perm PermProtected Phases 5 2 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 90.3 90.3 90.3 79.0 79.0 79.0 15.7 15.7 15.7 15.7Effective Green, g (s) 90.3 93.3 93.3 82.0 82.0 82.0 18.7 18.7 18.7 18.7Actuated g/C Ratio 0.75 0.78 0.78 0.68 0.68 0.68 0.16 0.16 0.16 0.16Clearance Time (s) 4.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 170 2725 1217 214 2263 1082 187 247 216 247v/s Ratio Prot c0.05 0.42 c0.70 0.00 0.01v/s Ratio Perm 0.60 0.01 0.17 0.15 0.01 c0.13v/c Ratio 0.86 0.54 0.02 0.24 1.03 0.22 0.06 0.01 0.83 0.06Uniform Delay, d1 41.0 5.2 3.0 7.2 19.0 7.1 43.2 42.8 49.1 43.2Progression Factor 1.17 1.21 2.11 0.46 0.76 0.18 1.00 1.00 1.00 1.00Incremental Delay, d2 29.9 0.7 0.0 1.5 21.7 0.2 0.1 0.0 23.2 0.1Delay (s) 77.9 6.9 6.4 4.8 36.2 1.5 43.3 42.9 72.3 43.3Level of Service E A A A D A D D E DApproach Delay (s) 13.2 31.8 43.0 62.2Approach LOS B C D E

Intersection SummaryHCM Average Control Delay 27.1 HCM Level of Service CHCM Volume to Capacity ratio 0.98Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 92.5% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2021 TOTAL12: DUNDAS & TOWNE PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 64 1215 106 275 1816 212 23 0 113 138 0 42Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 3505 1565 1770 3312 1583 1770 1583 1770 1583Flt Permitted 0.11 1.00 1.00 0.12 1.00 1.00 0.73 1.00 0.57 1.00Satd. Flow (perm) 204 3505 1565 219 3312 1583 1354 1583 1071 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 1.00 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 70 1321 115 299 1816 230 25 0 123 150 0 46RTOR Reduction (vph) 0 0 33 0 0 50 0 101 0 0 33 0Lane Group Flow (vph) 70 1321 82 299 1816 180 25 22 0 150 13 0Confl. Peds. (#/hr) 3 3Heavy Vehicles (%) 2% 3% 0% 2% 9% 2% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm pm+pt Perm Perm PermProtected Phases 2 1 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 67.6 67.6 67.6 87.7 87.7 87.7 18.3 18.3 18.3 18.3Effective Green, g (s) 70.6 70.6 70.6 87.7 90.7 90.7 21.3 21.3 21.3 21.3Actuated g/C Ratio 0.59 0.59 0.59 0.73 0.76 0.76 0.18 0.18 0.18 0.18Clearance Time (s) 7.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 120 2062 921 368 2503 1196 240 281 190 281v/s Ratio Prot 0.38 c0.11 0.55 0.01 0.01v/s Ratio Perm 0.34 0.05 c0.48 0.11 0.02 c0.14v/c Ratio 0.58 0.64 0.09 0.81 0.73 0.15 0.10 0.08 0.79 0.05Uniform Delay, d1 15.5 16.3 10.7 24.3 7.9 4.0 41.4 41.2 47.2 40.9Progression Factor 1.03 1.01 1.54 0.80 2.16 3.02 1.00 1.00 1.00 1.00Incremental Delay, d2 14.4 1.1 0.1 4.5 0.6 0.1 0.2 0.1 19.3 0.1Delay (s) 30.4 17.7 16.6 23.9 17.7 12.3 41.5 41.3 66.5 41.0Level of Service C B B C B B D D E DApproach Delay (s) 18.2 18.0 41.3 60.5Approach LOS B B D E


HCM Signalized Intersection Capacity Analysis 2021 TOTAL14: SIXTEEN MILE & SIXTH PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 35 45 106 83 27 25 165 255 148 44 676 54Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.89 1.00 0.93 1.00 0.94 1.00 0.99Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1667 1770 1728 1770 3344 1770 3377Flt Permitted 0.72 1.00 0.50 1.00 0.34 1.00 0.50 1.00Satd. Flow (perm) 1342 1667 934 1728 642 3344 927 3377Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 38 49 115 90 29 27 179 277 161 48 735 59RTOR Reduction (vph) 0 79 0 0 24 0 0 39 0 0 4 0Lane Group Flow (vph) 38 85 0 90 32 0 179 399 0 48 790 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 6% 2%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 15.1 15.1 15.1 15.1 90.9 90.9 90.9 90.9Effective Green, g (s) 15.1 15.1 15.1 15.1 90.9 90.9 90.9 90.9Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.76 0.76 0.76 0.76Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 169 210 118 217 486 2533 702 2558v/s Ratio Prot 0.05 0.02 0.12 0.23v/s Ratio Perm 0.03 c0.10 c0.28 0.05v/c Ratio 0.22 0.41 0.76 0.15 0.37 0.16 0.07 0.31Uniform Delay, d1 47.2 48.3 50.7 46.7 4.9 4.0 3.7 4.6Progression Factor 1.00 1.00 1.00 1.00 1.07 1.05 1.10 1.27Incremental Delay, d2 0.7 1.3 24.8 0.3 1.8 0.1 0.2 0.3Delay (s) 47.9 49.6 75.5 47.0 7.0 4.3 4.3 6.2Level of Service D D E D A A A AApproach Delay (s) 49.3 64.6 5.1 6.1Approach LOS D E A A

Intersection SummaryHCM Average Control Delay 15.3 HCM Level of Service BHCM Volume to Capacity ratio 0.42Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.0Intersection Capacity Utilization 66.4% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2021 TOTAL26: SIXTEEN MILE & NEYAGAWA PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 15 19 186 200 8 132 137 417 206 239 1035 27Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.5 3.5 3.6 3.5 3.6 3.5 3.6 3.6 3.6 3.6 3.5Total Lost time (s) 7.0 7.0 7.0 7.0 4.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.86 1.00 0.86 1.00 0.95 1.00 1.00Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1750 1592 1770 1582 1750 3386 1770 3428Flt Permitted 0.63 1.00 0.50 1.00 0.15 1.00 0.39 1.00Satd. Flow (perm) 1164 1592 933 1582 285 3386 734 3428Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 16 21 202 217 9 143 149 453 224 260 1125 29RTOR Reduction (vph) 0 122 0 0 107 0 0 46 0 0 1 0Lane Group Flow (vph) 16 102 0 217 45 0 149 631 0 260 1153 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 1% 2% 2% 5% 2%Turn Type Perm Perm pm+pt PermProtected Phases 4 8 5 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 30.0 30.0 30.0 30.0 76.0 76.0 64.4 64.4Effective Green, g (s) 30.0 30.0 30.0 30.0 76.0 76.0 64.4 64.4Actuated g/C Ratio 0.25 0.25 0.25 0.25 0.63 0.63 0.54 0.54Clearance Time (s) 7.0 7.0 7.0 7.0 4.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 291 398 233 396 273 2144 394 1840v/s Ratio Prot 0.06 0.03 c0.03 0.19 0.34v/s Ratio Perm 0.01 c0.23 0.31 c0.35v/c Ratio 0.05 0.26 0.93 0.11 0.55 0.29 0.66 0.63Uniform Delay, d1 34.2 36.0 44.0 34.7 12.8 9.9 19.9 19.4Progression Factor 1.00 1.00 1.00 1.00 1.39 0.49 0.97 0.99Incremental Delay, d2 0.1 0.3 40.4 0.1 2.1 0.3 7.7 1.5Delay (s) 34.3 36.4 84.3 34.9 19.9 5.2 27.1 20.7Level of Service C D F C B A C CApproach Delay (s) 36.2 64.0 7.9 21.8Approach LOS D E A C


HCM Signalized Intersection Capacity Analysis 2021 TOTAL30: NORTH PARK & SIXTH PM PEAK HOUR


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 68 31 84 100 19 42 131 135 117 74 634 109Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.89 1.00 0.90 1.00 0.93 1.00 0.98Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1659 1770 1671 1770 3293 1770 3349Flt Permitted 0.71 1.00 0.64 1.00 0.34 1.00 0.58 1.00Satd. Flow (perm) 1329 1659 1198 1671 631 3293 1086 3349Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 74 34 91 109 21 46 142 147 127 80 689 118RTOR Reduction (vph) 0 79 0 0 40 0 0 31 0 0 8 0Lane Group Flow (vph) 74 46 0 109 27 0 142 243 0 80 799 0Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 6% 2%Turn Type Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 15.7 15.7 15.7 15.7 90.3 90.3 90.3 90.3Effective Green, g (s) 15.7 15.7 15.7 15.7 90.3 90.3 90.3 90.3Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.75 0.75 0.75 0.75Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 174 217 157 219 475 2478 817 2520v/s Ratio Prot 0.03 0.02 0.07 c0.24v/s Ratio Perm 0.06 c0.09 0.23 0.07v/c Ratio 0.43 0.21 0.69 0.12 0.30 0.10 0.10 0.32Uniform Delay, d1 48.0 46.6 49.9 46.1 4.7 4.0 4.0 4.8Progression Factor 1.00 1.00 1.00 1.00 0.74 0.63 1.00 1.00Incremental Delay, d2 1.7 0.5 12.5 0.3 1.6 0.1 0.2 0.3Delay (s) 49.7 47.1 62.4 46.3 5.1 2.6 4.2 5.2Level of Service D D E D A A A AApproach Delay (s) 48.1 56.3 3.4 5.1Approach LOS D E A A

Intersection SummaryHCM Average Control Delay 15.1 HCM Level of Service BHCM Volume to Capacity ratio 0.37Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.0Intersection Capacity Utilization 58.0% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

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