Traffic Impact Study - City of Prince George Hall/Agendas/2017/2017...Traffic Impact Study O’Grady Multi-Family Development, Prince George BC 2341-02333-00 Page 2 Figure 2: Proposed

McElhanney Consulting Services Ltd. www.mcelhanney.com Glenn Stanker, PEng, PTOE 778-693-2199 [email protected]

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Traffic Impact Study O’Grady Multi-Family Development Prince George, BC File No. 2321-02333-00

October 2017

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Traffic Impact Study O’Grady Multi-Family Development, Prince George BC

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TABLE OF CONTENTS 1 Introduction ................................................................................................ 1 1.1 Background ......................................................................................................... 1 1.2 Study Area ........................................................................................................... 3 1.3 Objectives ............................................................................................................ 3 2 Background Traffic Conditions ................................................................ 4 2.1 Existing Traffic Volumes ...................................................................................... 4 2.2 Future Background Traffic ................................................................................... 8 3 Site Traffic .................................................................................................. 11 3.1 Trip Generation ................................................................................................... 11 3.2 Trip Distribution and Assignment......................................................................... 12 4 Combined Traffic Volumes ....................................................................... 15 4.1 2017 Combined Traffic Volumes ......................................................................... 15 4.2 2032 Combined Traffic Volumes ......................................................................... 17 5 Traffic Analysis .......................................................................................... 19 5.1 Highway 16 and Domano Blvd / Tyner Blvd ........................................................ 20 5.2 Domano Blvd and O’Grady Road / McGill Cres .................................................. 21 5.3 O’Grady Road and College Heights Plaza Access .............................................. 22 5.4 O’Grady Road and Stringer Crescent ................................................................. 24 5.5 Southridge Avenue / Westgate Access ............................................................... 25 6 Auxiliary Lane Analysis ............................................................................. 26 6.1 Highway 16 and Domano Blvd / Tyner Blvd ........................................................ 26 6.2 O’Grady Road at Domano Blvd and Plaza Access ............................................. 27 6.3 O’Grady Road at Stringer Crescent .................................................................... 29 6.4 Southridge Avenue at Westgate Commercial Access ......................................... 29 7 Sustainable Transportation Analysis ....................................................... 30 7.1 Pedestrian Network ............................................................................................. 30 7.2 Transit System .................................................................................................... 31 8 Summary and Recommendations ............................................................ 32 9 Closure ....................................................................................................... 34 Appendix A – Scope Development Meeting ................................................... 35 Appendix B – Traffic Count Data ..................................................................... 37 Appendix C – Level of Service Calculations .................................................. 38

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LIST OF FIGURES Figure 1: Site Location ........................................................................................................................ 1 Figure 2: Proposed Site Plan .............................................................................................................. 2 Figure 3: Hourly Volumes on Highway 97, North of Study Area ......................................................... 4 Figure 4: Monthly Average Daily Traffic Variations ............................................................................. 5 Figure 5: 2017 Adjusted Weekday AM Peak Hour Traffic Volumes.................................................... 6 Figure 6: 2017 Adjusted Weekday PM Peak Hour Traffic Volumes.................................................... 7 Figure 7: Traffic Growth in Prince George .......................................................................................... 8 Figure 8: 2032 Background Weekday AM Peak Hour Traffic Volumes .............................................. 9 Figure 9: 2032 Background Weekday PM Peak Hour Traffic Volumes ............................................ 10 Figure 10: Weekday AM Peak Hour Site Traffic Volumes ................................................................ 13 Figure 11: Weekday PM Peak Hour Site Traffic Volumes ................................................................ 14 Figure 12: Combined 2017 Weekday AM Peak Hour Volumes ........................................................ 15 Figure 13: Combined 2017 Weekday PM Peak Hour Volumes ........................................................ 16 Figure 14: Combined 2032 Weekday AM Peak Hour Volumes ........................................................ 17 Figure 15: Combined 2032 Weekday PM Peak Hour Volumes ........................................................ 18 Figure 16: Combined 2032 PM Peak Hour Traffic Simulation at College Heights Plaza .................. 23 Figure 17: Proposed Stringer Crescent Extension ............................................................................ 23 Figure 18: Highway 16 / Domano Blvd / Tyner Blvd ......................................................................... 26 Figure 19: Domano Blvd / O’Grady Road ......................................................................................... 27 Figure 20: Westbound Left Turn Lane on Domano Blvd at O’Grady Road ....................................... 28 Figure 21: Southbound Left Turn Lane on O’Grady Road at Stringer Crescent ............................... 29 Figure 22: Westbound Right Turn Lane ............................................................................................ 29 Figure 23: Potential Pedestrian Pathways to Site ............................................................................. 30 Figure 24: Potential Pathway Connection to College Heights Plaza ................................................ 30 Figure 25: Bus Stops around Site ..................................................................................................... 31

LIST OF TABLES Table 1: Effect of UNBC Traffic within Study Area .............................................................................. 5 Table 2: Trip Generation for Residential Apartments (ITE Category 220) ........................................ 11 Table 3: Definition of Level of Service for Signalized Intersections .................................................. 19 Table 4: Definition of Level of Service for Unsignalized Intersections .............................................. 19 Table 5: Performance of Highway 16 / Domano Blvd / Tyner Blvd ................................................... 20 Table 6: Performance of Domano Blvd / O’Grady Rd / McGill Cres ................................................. 21 Table 7: Performance of O’Grady Rd / College Heights Plaza Access ............................................ 22 Table 8: Performance of O’Grady Rd / Stringer Crescent ................................................................ 24 Table 9: Performance of Southridge Avenue / Westgate Access ..................................................... 25


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1 INTRODUCTION

1.1 BACKGROUND Seymour Pacific Developments Ltd. is proposing to construct two six-storey multi-family apartment buildings on the northeast corner of the O’Grady Road / Stringer Crescent intersection in Prince George (Figure 1). The proposed development would be comprised of 167 apartment units, divided equally between the two buildings (Figure 2). The site would be accessed solely from the O’Grady Road / Stringer Crescent intersection.

Figure 1: Site Location

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Figure 2: Proposed Site Plan

As a condition of rezoning the site from commercial to multi-family, the City of Prince George has requested a Traffic Impact Study to evaluate the traffic operations and safety associated with the proposed development. The Ministry of Transportation and Infrastructure (MoTI) is also interested in this study insofar as the development traffic will use the Highway 16 / Domano Blvd intersection. On May 29th, 2017, McElhanney met with representatives from the City of Prince George and MoTI to confirm the scope of the study. The minutes of that meeting are provided in Appendix A. This report outlines the analysis and findings of the study.

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1.2 STUDY AREA The identified study intersections are:

Highway 16 (four lane, 60 km/h provincial highway) and Domano Blvd / Tyner Blvd (four lane, 50 km/h city arterial). The intersection is signalized, with advance left turns on all approaches. The left turn phases on the highway are protected-only. As a convention to facilitate the analysis, Highway 16 is considered to be oriented north-south for this traffic study.

Domano Blvd (as noted above) and O’Grady Road / McGill Crescent (two lane, 50 km/h city collector). The intersection is signalized, with an advance left turn phase in the northbound direction only.

O’Grady Road (as noted above) and the accesses to the adjacent commercial

properties (including College Heights Plaza to the east). The intersection operates as a two-way stop, with free-flow traffic on O’Grady Road.

O’Grady Road (as noted above), Stringer Crescent (two-lane local cul-de-sac,

accessing the development), and the access to the Westgate Commercial site. The intersection is signalized, with no advance left turn movements.

Southridge Avenue (two-lane, 50 km/h city collector) and the two opposing

accesses to the Westgate Commercial site. The intersection is signalized, with an advance left turn phase in the southbound direction.

1.3 OBJECTIVES The objectives of this study are to:

1. Analyze the estimated traffic patterns for the 2017 Existing, 2032 Projected Background, 2017 Opening Day, and 2032 Combined Traffic scenarios;

2. Identify the potential traffic impacts caused by the site traffic at the five identified study intersections; and

3. Recommend any necessary improvements to safely accommodate existing and

future traffic volumes.


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2 BACKGROUND TRAFFIC CONDITIONS

2.1 EXISTING TRAFFIC VOLUMES The existing traffic volumes at four of the five study intersections were counted on regular weekdays (school days) in early June 2017. The fifth intersection (Domano Blvd at O’Grady Road) already had count data available from July 2014. The latter data was increased by 4.5% to account for three years of growth (see Section 2.2). The Weekday Peak Hours were found to be approximately between 7:45 and 8:45 AM and between 4:30 and 5:30 PM. These times corresponded well with the traffic data from the MoTI Permanent Count Station P-42-1 on Highway 97, just north of the Highway 16 intersection (approximately 3.5 km north of the study area; Figure 3).

Figure 3: Hourly Volumes on Highway 97, North of Study Area Source: MoTI Short Count Station 42-1 (June 2016)

According to the seasonal count data from Station P-42-1, traffic volumes in Prince George are typically highest in the month of June (Figure 4). Therefore, an additional seasonal scale factor of 1.06 was applied to the Domano/O’Grady count data from July 2014.

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Figure 4: Monthly Average Daily Traffic Variations Source: MoTI Permanent Count Station P-42-1 (2013) The effect of trips to and from the University of Northern British Columbia (i.e. between September and April) on the traffic data was evaluated by comparing traffic counts at Highway 16 / Domano Blvd in November 2016 and in June 2017. The results are shown in Table 1, with movements to and from the direction of UNBC highlighted in blue.

Tyner Blvd Domano Blvd Highway 16 Totals

Eastbound Westbound Northbound Southbound

Left Thru Right Left Thru Right Left Thru Right Left Thru Right

Nov. AM Peak 39 200 233 86 347 522 373 857 178 179 302 28 3344

June AM Peak 35 211 232 96 345 551 356 924 215 188 347 30 3530

Nov. PM Peak 23 371 385 151 255 273 295 543 112 579 998 48 4033

June PM Peak 33 359 445 177 291 303 322 573 111 596 1006 40 4256

AM % Change 11% ‐5% 0% ‐10% 1% ‐5% 5% ‐7% ‐17% ‐5% ‐13% ‐7% ‐5%

PM % Change ‐30% 3% ‐13% ‐15% ‐12% ‐10% ‐8% ‐5% 1% ‐3% ‐1% 20% ‐5%

Table 1: Effect of UNBC Traffic within Study Area

The data indicates that some of the movements have a small increase in traffic volumes during the UNBC semester. However, in general, the increases in UNBC traffic are exceeded by the seasonal variations in the network. In particular, the total traffic volumes through the intersection in both peak hours were 5% lower in November than in June.

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In consideration of the above, June was assumed to be the peak month for the study area, and no additional corrections were applied to account for UNBC traffic. The adjusted 2017 AM and PM peak hour volumes at the study intersections are shown in Figure 5 and 6 respectively.

Figure 5: 2017 Adjusted Weekday AM Peak Hour Traffic Volumes


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Figure 6: 2017 Adjusted Weekday PM Peak Hour Traffic Volumes


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2.2 FUTURE BACKGROUND TRAFFIC To estimate traffic volumes in 2032 (i.e. 15 year horizon), data from the MoTI Permanent Count Station P-42-1 on Highway 97 was used to approximate the local trends in traffic growth. At this count station, the average historic growth since 2002 has been approximately 0.2% per year (Figure 7). As a conservative estimate, and to be consistent with City planning projections, a 1.5% linear growth rate was applied to project the adjusted 2017 traffic volumes to the 2032 scenario.

Figure 7: Traffic Growth in Prince George Source: MoTI Permanent Count Station P-42-1

The estimated AM and PM background traffic volumes for the 2032 horizon are shown in Figures 8 and 9 respectively.

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Figure 8: 2032 Background Weekday AM Peak Hour Traffic Volumes


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Figure 9: 2032 Background Weekday PM Peak Hour Traffic Volumes


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3 SITE TRAFFIC

3.1 TRIP GENERATION The proposed development is comprised of two six storey residential apartment buildings, with a total of 167 units. The trip generation for the site was estimated using rates for an “Apartment” (Land Use Category 220) from the 9th Edition of the ITE Trip Generation Manual. According to the Manual, the trip generation rate in the AM Peak Hour is 0.51 trips per dwelling unit. For 167 total units, there would be an estimated 85 trips per hour generated in the morning, of which 20% (17 trips) would be entering, and 80% (68 trips) would be exiting. The ITE rate for an apartment in the PM Peak Hour is 0.62 trips per dwelling unit. There would be an estimated 104 trips per hour in this period, with 65% (67 trips) entering, and 35% (36 trips) exiting. The site trip generation calculations for the AM and PM Peak Hours are summarized in Table 2. Table 2: Trip Generation for Residential Apartments (ITE Category 220)

No trip reduction factors were applied to the estimated site trip generation. The ITE rates are assumed to account for residents who walk (e.g. to the adjacent mall), and use transit (which is available on O’Grady Road). Furthermore, as a residential development, all trips are assumed to be new trips, rather than “pass-by” trips attracted from the existing traffic in the network. The estimated traffic volumes for the proposed multi-family development would be significantly lower than that of a Shopping Centre (ITE Category 820) under the existing C2 zoning. Assuming a one-storey commercial building with a 35% building coverage of the 2.95 acre site, the estimated trip generation in the AM and PM Peak Hours would be 96 vph and 351 vph respectively.

Peak

Hour

Trip Generation

Rate

(trips/unit)

Units Trips Generated

in Peak Hour

(vph)

Trips

Entering

(vph)

Trips

Exiting

(vph)

AM 0.51 167 85 17 68

PM 0.62 167 104 67 36


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3.2 TRIP DISTRIBUTION AND ASSIGNMENT The trip distribution was based on consideration of the typical travel behaviours in Prince George, as well as the ambient traffic patterns on the adjacent road network. The assumptions are as follows:

1. At the site access (Stringer Crescent) on O’Grady Road, 85% of the site traffic would travel to and from the north via the Domano Boulevard / O’Grady Road intersection. Ten percent would travel to and from the Westgate Commercial site, and the remaining 5% would travel to and from O’Grady South.

2. Approximately 10% of the site traffic would turn into the College Heights Plaza (i.e. for coffee and/or shopping) while traveling between Stringer Crescent and Domano Boulevard. At least half of this traffic is assumed to continue their trip within the hour.

3. At the Domano Boulevard / O’Grady intersection, 70% of the site traffic would travel to and from Highway 16, with the remainder traveling to and from Domano East and McGill Crescent.

4. At the Highway 16 / Domano Boulevard intersection, 40% of the site traffic would travel to and from the city core. Another 25% of the site traffic would travel to and from Tyner Boulevard and UNBC. The remaining 5% would turn to and from Highway 16 West.

5. At the Southridge / Walmart intersection, 10% of the exiting site traffic would

continue west across the intersection. Approximately 5% of the traffic returning to the site from the Southridge intersection would come eastbound through the intersection, and the other 5% would come southbound left from the Highway 16 off-ramp.

The total AM and PM peak hour traffic volumes generated by the site are shown in Figures 10 and 11 respectively.


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Figure 10: Weekday AM Peak Hour Site Traffic Volumes


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Figure 11: Weekday PM Peak Hour Site Traffic Volumes


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4 COMBINED TRAFFIC VOLUMES

4.1 2017 COMBINED TRAFFIC VOLUMES The combined background and site generated traffic volumes for the 2017 Weekday AM and PM Peak Hours are shown in Figures 12 and 13 respectively.

Figure 12: Combined 2017 Weekday AM Peak Hour Volumes


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Figure 13: Combined 2017 Weekday PM Peak Hour Volumes


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4.2 2032 COMBINED TRAFFIC VOLUMES The combined background and site generated traffic volumes for the 2032 Weekday AM and PM Peak Hours are shown in Figures 14 and 15 respectively.

Figure 14: Combined 2032 Weekday AM Peak Hour Volumes


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Figure 15: Combined 2032 Weekday PM Peak Hour Volumes


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5 TRAFFIC ANALYSIS The traffic volumes were modeled using Synchro/SimTraffic traffic software (Version 9). This model provides an indication of the intersection performance as a Level of Service (LOS), which is a function of the delay incurred by traffic. Level of Service is defined for signalized intersections in Exhibit 18-4 of TRB’s Highway Capacity Manual (HCM, 2010) as follows:

Table 3: Definition of Level of Service for Signalized Intersections Level of Service

Delay (seconds per

vehicle)

Operational Performance

A < 10 Usually no conflicting traffic. B 10 - 20 Occasionally some delay due to conflicting traffic. C 20 - 35 Delay noticeable, but not inconveniencing. D 35 - 55 Delay noticeable and irritating; increased likelihood of risk taking. E 55 - 80 Delay approaches tolerance level; risk-taking behavior likely F > 80 Delay exceeds tolerance level; high likelihood of risk-taking.

For unsignalized intersections (i.e. two-way and all-way stops), Exhibit 19-1 of the HCM defines Level of Service as follows:

Table 4: Definition of Level of Service for Unsignalized Intersections Level of Service

Delay (seconds

per vehicle)

Operational Performance

A < 10 Usually no conflicting traffic. B 10 - 15 Occasionally some delay due to conflicting traffic. C 15 - 25 Delay noticeable, but not inconveniencing. D 25 - 35 Delay noticeable and irritating; increased likelihood of risk taking. E 35 - 50 Delay approaches tolerance level; risk-taking behavior likely F > 50 Delay exceeds tolerance level; high likelihood of risk-taking.

The tolerance for delay at unsignalized intersections is less than that at signalized intersections largely due to driver perceptions. At signals, drivers tend to expect higher traffic volumes, and hence tolerate longer delays. Furthermore, the delays at traffic signals are more predicable than at unsignalized intersections. The performance of the four study intersections was analyzed for AM and PM Peak Hour traffic for the following four scenarios:

a) 2017 Existing Traffic b) 2032 Projected Background Traffic c) 2017 Combined Background Traffic and Site Development Traffic d) 2032 Combined Background Traffic and Site Development Traffic

The results are outlined in the following sections.


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5.1 HIGHWAY 16 AND DOMANO BLVD / TYNER BLVD Table 5: Performance of Highway 16 / Domano Blvd / Tyner Blvd

Scenario

Performance Measure

Tyner Blvd Domano Blvd Highway 16 Highway 16 I/S Total Eastbound Westbound Northbound Southbound


AM Peak Hour

2017 Existing Volumes

LOS B C A C C A C C A C C A C

V/C 0.15 0.38 0.53 0.35 0.53 0.40 0.65 0.81 0.34 0.46 0.35 0.06

Delay (s) 19.3 28.2 8.4 22.6 29.0 0.8 33.5 29.1 5.6 33.1 21.6 0.2 21.2

2017 Combined Volumes

LOS B C A C C A C C A D C A C

V/C 0.15 0.38 0.53 0.36 0.55 0.42 0.66 0.76 0.33 0.55 0.34 0.05

Delay (s) 19.5 28.5 8.2 23.1 29.7 0.8 34.6 25.6 4.4 37.5 21.7 0.1 20.6

2032 Background Volumes

LOS B C A C C A C D A D C A C

V/C 0.20 0.42 0.57 0.43 0.60 0.49 0.69 0.98 0.41 0.60 0.47 0.07

Delay (s) 19.9 28.6 8.0 24.6 30.2 1.1 33.6 48.2 7.4 38.2 25.7 0.2 27.2


LOS B C A C C A D D A D C A C

V/C 0.19 0.44 0.58 0.43 0.64 0.51 0.71 0.99 0.42 0.61 0.47 0.07

Delay (s) 19.7 29.4 8.2 24.0 31.4 1.2 35.1 50.6 7.5 38.8 25.5 0.2 28.1

PM Peak Hour


LOS C D C C C A D D A D D A D

V/C 0.12 0.65 0.84 0.62 0.34 0.22 0.72 0.75 0.23 0.82 0.96 0.07

Delay (s) 20.7 38.8 22.4 30.7 28.2 0.3 44.5 38.4 1.4 41.2 49.7 0.2 35.1


LOS C D C C C A D D A D D A D

V/C 0.12 0.67 0.84 0.64 0.35 0.23 0.72 0.79 0.25 0.83 0.97 0.07

Delay (s) 20.7 39.5 22.6 31.7 28.3 0.4 44.6 40.9 1.7 40.7 50.2 0.2 35.5


LOS C D E E D A E E A D E A E

V/C 0.15 0.62 1.04 0.91 0.42 0.27 0.95 0.93 0.31 0.90 1.06 0.08

Delay (s) 25.2 42.2 70.7 66.8 35.1 0.4 79.8 60.4 5.7 52.3 75.8 0.3 55.9


LOS C D E E D A E E A D E A E

V/C 0.15 0.64 1.04 0.94 0.43 0.28 0.95 0.95 0.32 0.91 1.06 0.08

Delay (s) 25.2 42.8 70.8 73.8 35.3 0.5 79.8 64.3 6.1 53.7 75.8 0.3 56.7

The signalized intersection of Highway 16 / Domano Blvd / Tyner Blvd would operate in the 2017 scenarios at Level of Service “C” in the AM Peak Hour, and Level of Service “D” in the PM Peak Hour. The relatively small amount of traffic generated by the proposed development would have a negligible effect on the intersection performance. With a linear growth rate of 1.5%, the intersection is expected to reach capacity by 2032. In particular, the eastbound right turn from Tyner Blvd to Highway 16 would experience congestion in the PM Peak Hour. A southbound merge lane on Highway 16 may be warranted in the future to facilitate this movement. However, this movement is generally unrelated to the site traffic. No intersection improvements are recommended as a result of the site traffic, aside from the retiming of the traffic signal as may be required.


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5.2 DOMANO BLVD AND O’GRADY ROAD / MCGILL CRES Table 6: Performance of Domano Blvd / O’Grady Rd / McGill Cres

Scenario

Performance Measure

Domano Blvd Domano Blvd O’Grady Rd McGill Cres I/S Total Eastbound Westbound Northbound Southbound


AM Peak Hour


LOS C C A C C A A A A B A A B

V/C 0.20 0.26 0.19 0.19 0.57 0.04 0.40 0.02 0.02 0.03 0.15 0.15

Delay (s) 23.6 22.0 2.1 22.5 26.1 0.1 8.6 6.2 0.6 17.0 8.0 8.0 16.9


LOS C C A C C A B A A B A A B

V/C 0.29 0.30 0.22 0.22 0.65 0.04 0.50 0.02 0.02 0.04 0.19 0.19

Delay (s) 26.8 22.5 3.2 23.4 27.9 0.2 10.1 6.5 0.9 17.6 7.9 7.9 18.2


LOS C C A C C A A A A B A A B

V/C 0.20 0.27 0.22 0.20 0.57 0.04 0.47 0.02 0.02 0.03 0.16 0.16

Delay (s) 23.6 22.0 2.9 22.7 26.1 0.1 9.3 6.3 0.9 17.9 8.5 8.5 16.7


LOS C C A C C A B A A B A A B

V/C 0.29 0.31 0.25 0.23 0.65 0.04 0.57 0.02 0.03 0.04 0.21 0.21

Delay (s) 26.8 22.5 4.1 23.6 27.9 0.2 11.1 6.5 1.2 19.0 8.6 8.6 18.2

PM Peak Hour


LOS C C A C C A B A A C B B B

V/C 0.33 0.69 0.55 0.46 0.39 0.03 0.62 0.05 0.08 0.10 0.26 0.26

Delay (s) 25.7 28.3 9.5 34.2 23.1 0.2 12.7 6.8 3.5 20.6 15.5 15.5 19.0


LOS C C B D C A B A A C B B B

V/C 0.33 0.69 0.6 0.52 0.38 0.03 0.66 0.05 0.08 0.10 0.28 0.28

Delay (s) 25.6 28.3 10.2 37.7 23.1 0.2 13.8 6.8 3.6 20.8 16.2 16.2 19.3


LOS C C B D C A B A A C C C C

V/C 0.40 0.72 0.61 0.65 0.40 0.03 0.75 0.06 0.10 0.15 0.41 0.41

Delay (s) 29.2 30.5 12.6 54.0 24.6 0.1 19.3 8.6 4.1 28.3 25.2 25.2 23.3


LOS C C B D C A C A A C C C C

V/C 0.38 0.69 0.63 0.68 0.38 0.03 0.81 0.07 0.10 0.16 0.44 0.44

Delay (s) 28.0 29.5 11.6 54.3 24.2 0.1 23.8 9.7 3.3 30.0 27.7 27.7 23.8

The intersection of Domano Blvd and O’Grady Road / McGill Crescent operates at acceptable levels for all scenarios analyzed, and should only warrant occasional signal retiming as and when required. The critical movement for the additional site traffic is the northbound left, which already has an advance left turn phase. The queues on this movement are significant on this approach (see Section 6), but generally clear on every signal cycle with the necessary timing adjustments. The westbound left turn from Domano Boulevard onto O’Grady Road operates at Level of Service “D” during most of the PM Peak Hour scenarios, largely due to the heavy volume of opposing commuter traffic. Although the delay is notable, the left turns are still manageable on the intergreen (i.e. yellow/all-red) phases. Furthermore, an advance westbound left turn is not warranted by the traffic demand, and would create undue congestion for the other movements. As a sensitivity analysis, an additional 30% of the estimated site traffic was added to the intersection for the 2032 Combined Traffic scenarios. The intersection performance remained at Level of Service “B” in the AM Peak Hour, and “C” in the PM Peak Hour, with simple signal timing adjustments. No other improvements are recommended at this intersection.


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5.3 O’GRADY ROAD AND COLLEGE HEIGHTS PLAZA ACCESS Table 7: Performance of O’Grady Rd / College Heights Plaza Access

Scenario

Performance Measure

Commercial Access Plaza Access O’Grady Road O’Grady Road I/S Total Eastbound Westbound Northbound Southbound


AM Peak Hour


LOS C C C B B B A A A A A A A

V/C 0.06 0.06 0.06 0.16 0.16 0.16 0.00 0.00 0.00 0.05 0.13 0.13

Delay (s) 16.4 16.4 16.4 12.7 12.7 12.7 0.0 0.0 0.0 8.3 0.0 0.0 3.0



V/C 0.06 0.06 0.06 0.18 0.18 0.18 0.00 0.00 0.00 0.05 0.14 0.14

Delay (s) 18.0 18.0 18.0 13.6 13.6 13.6 0.0 0.0 0.0 8.5 0.0 0.0 3.0



V/C 0.09 0.09 0.09 0.21 0.21 0.21 0.00 0.00 0.00 0.06 0.16 0.16

Delay (s) 21.2 21.2 21.2 14.6 14.6 14.6 0.0 0.0 0.0 8.6 0.0 0.0 3.4


LOS C C C C C C A A A A A A A

V/C 0.10 0.10 0.10 0.24 0.24 0.24 0.00 0.00 0.00 0.07 0.17 0.17

Delay (s) 23.9 23.9 23.9 16.0 16.0 16.0 0.0 0.0 0.0 8.8 0.0 0.0 3.5

PM Peak Hour


LOS D D D C C C A A A A A A A

V/C 0.21 0.21 0.21 0.54 0.54 0.54 0.01 0.01 0.01 0.14 0.23 0.23

Delay (s) 33.1 33.1 33.1 23.8 23.8 23.8 0.3 0.3 0.3 8.6 0.0 0.0 7.5


LOS E E E E E E A A A A A A B

V/C 0.25 0.25 0.25 0.76 0.76 0.76 0.01 0.01 0.01 0.14 0.26 0.26

Delay (s) 39.5 39.5 39.5 36.7 36.7 36.7 0.3 0.3 0.3 8.7 0.0 0.0 10.2


LOS F F F F F F A A A A A A E

V/C 0.47 0.47 0.47 1.29 1.29 1.29 0.01 0.01 0.01 0.18 0.28 0.28

Delay (s) 76.1 76.1 76.1 191 191 191 0.3 0.3 0.3 9.1 0.0 0.0 47.4


LOS F F F F F F A A A A A A F

V/C 0.56 0.56 0.56 1.62 1.62 1.62 0.01 0.01 0.01 0.19 0.31 0.31

Delay (s) 102 102 102 333 333 333 0.3 0.3 0.3 9.3 0.0 0.0 78.3

The College Heights Plaza (and opposing commercial) accesses on O’Grady Road, between Stringer Crescent and Domano Blvd, are expected to operate well during all AM Peak Hour scenarios. During the PM Peak Hours, the Synchro results indicate that the delays for traffic using the accesses would become problematic. This is because the heavy traffic volumes on O’Grady Road theoretically leave few gaps for left turns out of the accesses, even though the demand for these movements is relatively low. In reality, the adjacent traffic signals at the Domano Blvd and Stringer Cres intersections would create longer gaps in the northbound and southbound traffic streams. These gaps would facilitate access movements (see SimTraffic results in Figure 16). Furthermore, since both commercial sites have other accesses on Domano Blvd, drivers can choose to avoid the delays at the O’Grady Road accesses.


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Figure 16: Combined 2032 PM Peak Hour Traffic Simulation at College Heights Plaza

If the long delays at the O’Grady Road accesses became a safety concern, the left turn movements could be restricted during Peak Hours. As another option, Stringer Crescent could be extended east to provide an opportunity for College Heights Plaza traffic to access O’Grady Road at the signalized intersection (Figure 17). This is a recommended improvement, but would be contingent on successful negotiations with the plaza owner and other property owners potentially affected by the extension.

Figure 17: Proposed Stringer Crescent Extension


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5.4 O’GRADY ROAD AND STRINGER CRESCENT Table 8: Performance of O’Grady Rd / Stringer Crescent

Scenario

Performance Measure

Westgate Access Stringer Cres O’Grady Road O’Grady Road I/S Total Eastbound Westbound Northbound Southbound


AM Peak Hour



V/C 0.54 0.54 0.54 0.01 0.01 0.01 0.02 0.22 0.22 0.00 0.21 0.21

Delay (s) 23.3 23.3 23.3 12.7 12.7 12.7 6.9 7.3 7.3 7.0 3.9 3.9 9.9


LOS C C C A A A A A A A A A A

V/C 0.55 0.55 0.55 0.18 0.18 0.18 0.02 0.23 0.23 0.02 0.22 0.22

Delay (s) 22.8 22.8 22.8 6.9 6.9 6.9 7.2 7.8 7.8 7.2 4.1 4.1 9.7


LOS C C C B B B A A A A A A B

V/C 0.59 0.59 0.59 0.01 0.01 0.01 0.03 0.28 0.28 0.00 0.26 0.26

Delay (s) 23.9 23.9 23.9 12.3 12.3 12.3 7.6 8.5 8.5 8.0 4.9 4.9 10.9


LOS C C C A A A A A A A A A B

V/C 0.61 0.61 0.61 0.17 0.17 0.17 0.03 0.29 0.29 0.03 0.27 0.27

Delay (s) 24.6 24.6 24.6 6.6 6.6 6.6 8.1 9.0 9.0 8.1 5.2 5.2 10.9

PM Peak Hour


LOS C C C B B B A A A A A A B

V/C 0.68 0.68 0.68 0.01 0.01 0.01 0.02 0.18 0.18 0.00 0.42 0.42

Delay (s) 26.3 26.3 26.3 11.3 11.3 11.3 9.0 9.3 9.3 9.0 9.3 9.3 14.6


LOS C C C A A A A A A A A A B

V/C 0.69 0.69 0.69 0.09 0.09 0.09 0.02 0.19 0.19 0.10 0.43 0.43

Delay (s) 26.0 26.0 26.0 6.2 6.2 6.2 9.5 9.8 9.8 9.9 10.0 10.0 14.3


LOS C C C B B B B B B A B B B

V/C 0.74 0.74 0.74 0.01 0.01 0.01 0.03 0.24 0.24 0.00 0.55 0.55

Delay (s) 27.4 27.4 27.4 10.7 10.7 10.7 10.1 10.8 10.8 10.0 12.5 12.5 16.7


LOS C C C A A A B B B B B B B

V/C 0.76 0.76 0.76 0.08 0.08 0.08 0.03 0.25 0.25 0.11 0.56 0.56

Delay (s) 28.9 28.9 28.9 5.9 5.9 5.9 10.4 11.1 11.1 10.7 12.9 12.9 16.7

The O’Grady Road / Stringer Crescent intersection performed well during all scenarios analyzed. The only recommended improvement is the construction of a right turn lane (or simple widening) on the westbound approach to O’Grady Road in order to allow exiting site traffic to turn right without waiting for the queue of through and left turning traffic (see Section 6.3). This would have a small, but noticeable improvement to the Level of Service on this approach, and would also prevent the traffic signal from being activated unnecessarily by right turning traffic. This improvement would be essential if Stringer Crescent was extended to the College Heights Plaza.


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5.5 SOUTHRIDGE AVENUE / WESTGATE ACCESS Table 9: Performance of Southridge Avenue / Westgate Access

Scenario

Performance Measure

Westgate Access Westgate Access Southridge Ave Southridge Ave I/S Total Eastbound Westbound Northbound Southbound


AM Peak Hour


LOS C C C C C A A B B A A A B

V/C 0.17 0.18 0.18 0.12 0.35 0.29 0.00 0.31 0.31 0.14 0.08 0.06

Delay (s) 23.9 23.1 23.1 23.0 26.3 4.6 10.0 11.4 11.4 4.6 4.3 1.5 11.1



V/C 0.16 0.18 0.18 0.12 0.37 0.29 0.00 0.31 0.31 0.14 0.08 0.06

Delay (s) 23.7 23.0 23.0 22.8 26.6 4.5 10.0 11.6 11.6 4.7 4.4 1.5 11.3



V/C 0.20 0.21 0.21 0.15 0.40 0.34 0.00 0.36 0.36 0.19 0.10 0.07

Delay (s) 24.9 24.0 24.0 23.8 27.8 6.7 10.0 11.2 11.2 5.2 4.6 1.5 11.6



V/C 0.19 0.21 0.21 0.14 0.42 0.34 0.00 0.36 0.36 0.20 0.10 0.07

Delay (s) 24.8 23.8 23.8 23.7 28.1 6.5 10.0 11.3 11.3 5.3 4.7 1.6 11.8

PM Peak Hour


LOS C C C B C A B B B A A A B

V/C 0.63 0.37 0.37 0.08 0.46 0.17 0.02 0.26 0.26 0.16 0.23 0.21

Delay (s) 32.5 21.4 21.4 18.5 24.0 1.7 15.0 14.4 14.4 7.9 8.1 2.0 14.5


LOS C C C B C A B B B A A A B

V/C 0.64 0.38 0.38 0.08 0.47 0.17 0.02 0.26 0.26 0.17 0.23 0.21

Delay (s) 33.0 21.5 21.5 18.5 24.2 1.7 15.0 14.4 14.4 7.9 8.1 2.0 14.7


LOS D B B B C A B B B A B A B

V/C 0.72 0.38 0.38 0.08 0.47 0.19 0.03 0.33 0.33 0.23 0.31 0.27

Delay (s) 35.3 19.3 19.3 16.4 21.7 2.3 15.9 16.1 16.1 9.9 10.3 2.4 15.2


LOS D B B B C A B B B A B A B

V/C 0.73 0.39 0.39 0.08 0.48 0.18 0.03 0.34 0.34 0.23 0.31 0.27

Delay (s) 35.8 19.4 19.4 16.4 21.8 2.3 16.7 17.0 17.0 9.9 10.4 2.4 15.4

Only a small amount of site traffic is expected to use the intersection of Southridge Avenue and the access to the Westgate Commercial site (see Figures 10 and 11). The intersection was found to operate well during all scenarios analyzed. At minimum, the signals may need retiming as and when required.


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6 AUXILIARY LANE ANALYSIS

6.1 HIGHWAY 16 AND DOMANO BLVD / TYNER BLVD The three turning movements most affected by the site traffic at the Highway 16 / Domano Blvd / Tyner Blvd intersection are the southbound left turn on Highway 16, and the westbound right and left turns on Domano Blvd. The existing intersection has turning lanes for all movements, which are expected to accommodate the site traffic for all scenarios as outlined below:

Highway 16 Southbound Left: the 95th percentile queue lengths for the 2032 AM and PM Peak Hours with combined traffic are estimated to be 31 metres and 122 metres respectively; the existing left turn lane length is 175 metres.

Domano Blvd Westbound Left: the 95% percentile queue lengths for the 2032 AM and PM Peak Hours with combined traffic are estimated to be 27 metres and 73 metres respectively; the existing left turn lane length is 100 metres.

Domano Blvd Westbound Right: the 2032 AM and PM Peak Hour right turn

volumes are estimated to be 702 vph and 385 vph respectively. The Synchro analysis shows that this volume can be accommodated at Level of Service “A” with the existing right turn lane and merge lane on Highway 16.

Auxiliary lane improvements do not appear to be required at the Highway 16 intersection as a result of the additional site traffic.

Figure 18: Highway 16 / Domano Blvd / Tyner Blvd


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6.2 O’GRADY ROAD AT DOMANO BLVD AND PLAZA ACCESS There are existing back-to-back left turn lanes on O’Grady Road between the signalized intersection at Domano Blvd and the access to the College Heights Plaza (Figure 19). The northbound left turn lane at the Domano Blvd intersection is approximately 40 metres in length. The southbound left turn lane at the College Heights Plaza access is approximately 15 metres in length. Both of these are occasionally exceeded by existing traffic in the PM Peak Hours. By the 2032 horizon, the estimated 50th and 95th percentile northbound left turn queues at the Domano Blvd intersection in the PM Peak Hours will be 51 metres and 79 metres respectively, from background traffic growth alone. The addition of site traffic will cause these queues to grow to 60 metres and over 95 metres respectively. In both cases, the northbound queues will occasionally extend through the access to the College Heights Plaza.

Figure 19: Domano Blvd / O’Grady Road

Due to the ~70 metre distance between the two intersections, there is no space available to lengthen either left turn lane. Furthermore, the limited right-of-way width and the proximity of development on each corner of the intersection preclude the construction of additional turning lanes. A roundabout at the Domano Blvd / O’Grady Road intersection may be a feasible solution in the future, but would be outside the scope of improvements for the proposed development. The existing and future queuing issues on O’Grady Road can be managed to some extent by preventing the northbound queue from blocking the access to the College Heights Plaza access. This can be accomplished with a regulatory sign in the southeast corner of the intersection, as shown at right. Another option would be to restrict the College Heights Plaza access to right-in / right-out movements only. However, this would impact the plaza, and should therefore only be considered if alternative access is provided (e.g. by an extension of Stringer Crescent).

I

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DO NOT BLOCK INTERSECTION

I


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The other affected turning movements at the Domano Blvd / O’Grady Road intersection are as follows:

Eastbound Right Turn on Domano Blvd: the highest volume on this movement is experienced in the 2032 PM Peak Hour, which would operate at Level of Service “B” with the existing channelized right turn lane.

Westbound Left Turn on Domano Blvd: the highest volume on this movement is experienced in the 2032 PM Peak Hour. The 50th and 95th percentile queue lengths are estimated to be approximately 12 metres and 34 metres respectively. Therefore, the existing ~30 metre left turn lane should accommodate all scenarios with the exception of occasional instances in the 2032 PM Peak Hour (with or without development). Ideally, this left turn lane should be extended in the future, although this improvement will be complicated by the presence of a power pole in the median island (Figure 20). As the proposed development would only contribute a negligible volume to the westbound left turn movement, the extension of the left turn lane may be considered as a future improvement by the City.

Figure 20: Westbound Left Turn Lane on Domano Blvd at O’Grady Road


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6.3 O’GRADY ROAD AT STRINGER CRESCENT According to the Synchro model results, the southbound left turn queues from O’Grady Road into Stringer Crescent are expected to be 10 metres or less for all scenarios. This can easily be accommodated by the existing 35 metre left turn lane (Figure 21).

Figure 21: Southbound Left Turn Lane on O’Grady Road at Stringer Crescent

Most of the traffic exiting the site is expected to turn north toward Domano Blvd. Therefore, a separate westbound right turn lane (Figure 22) would improve the operation of the intersection by allowing right turning traffic to negotiate around through and left turning queues and proceed during the red signal phase. Furthermore, the traffic stream on O’Grady Road would have less disruptions without the westbound right turning traffic activating the traffic signal. If Stringer Crescent is extended to the College Heights Plaza (see Figure 17), a separate westbound right turn lane would be essential to the effective intersection operation.

Figure 22: Westbound Right Turn Lane

6.4 SOUTHRIDGE AVENUE AT WESTGATE COMMERCIAL ACCESS The existing turning lanes at the Southridge Ave / Westgate Access intersection are expected to accommodate the traffic queues in all scenarios.


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7 SUSTAINABLE TRANSPORTATION ANALYSIS By developing the site to favour sustainable transportation, the traffic demands on the network can be reduced, and the residents can take advantage of healthier travel options.

7.1 PEDESTRIAN NETWORK To facilitate walking trips, accessible pathways should be constructed to the site (Figure 23). A pathway on the northwest corner of the site (No. 1) would connect pedestrians to the commercial development and bus stops on Domano Blvd. A pathway on the southwest corner (No. 2) would connect pedestrians to the adjacent traffic signal and crosswalk to the Westgate Commercial site.

Figure 23: Potential Pedestrian Pathways to Site

A large volume of shopping trips will likely be between the site and the adjacent College Heights Plaza. A dirt pathway currently exists between these properties (Figure 23, No. 3), but should be realigned and paved to improve accessibility. This should be negotiated with the plaza owners to ensure the pathway aligns with the plaza sidewalks (Figure 24).

Figure 24: Potential Pathway Connection to College Heights Plaza


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2341-02333-00 Page 31

7.2 TRANSIT SYSTEM There are currently two bus stops within 150 metres of the proposed development. One is in the Westgate Commercial site, and the other is on Domano Blvd (Figure 25). Although the proposed apartment blocks would benefit from a transit stop at the O’Grady Road / Stringer Crescent intersection, the existing stops are within the radius outlined in the City’s transit policy for multi-family developments. However, to ensure this radius is effective, the pathway connections outlined in Section 7.1 are necessary.

Figure 25: Bus Stops around Site (source: www.busonline.ca)

Site

I

Satellite

~ e\\e~

SmartCentres A Prince George ~

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Tim Hortons 0

Michaels f1)


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I!! u

Starbucks

Dairy Queen 0

Canadian Tire f1)

f1) Mark's

0 c;5 ii, C. '< ;o C.

• Save-On-Foods 1

er

I


2341-02333-00 Page 32

8 SUMMARY AND RECOMMENDATIONS Seymour Pacific Developments Ltd. is proposing to construct 167 units of multi-family development on the northeast corner of the O’Grady Road / Stringer Crescent intersection. To evaluate the impact of the new traffic on the existing road network, the existing peak hour traffic was counted at five study intersections, and scaled with a 1.5% linear growth rate to the 2032 horizon year. To this was added the traffic generated by the site, as estimated in the ITE Trip Generation Manual. The estimated traffic volumes for the proposed multi-family development in the AM and PM Peak Hours are 85 vph and 104 vph respectively. These would be significantly lower than that of a Shopping Centre (ITE Category 820) under the existing C2 zoning. Assuming a one-storey commercial building with a 35% building coverage of the 2.95 acre site, the estimated trip generation in the AM and PM Peak Hours would be 96 vph and 351 vph respectively. Each traffic scenario was modeled in Synchro/Sim Traffic, and analyzed for issues with intersection performance, delays, and queuing. The sustainable transportation aspects of the development were also analyzed. The results and recommendations are summarized below:

1. Highway 16 / Domano Blvd / Tyner Blvd: the intersection is expected to reach capacity in the 2032 PM Peak Hours, irrespective of the development volumes. The relatively small volume of traffic would have little effect on the intersection operations. No improvements are recommended other than retiming of the signal as and when required.

2. Domano Blvd / O’Grady Rd / McGill Cres: the intersection performed well under all analysis scenarios, even with 30% additional site traffic. The signal may require retiming following the implementation of the development, and after any major changes to traffic patterns in the area. Otherwise, as with other traffic signals in the city, the timing should ideally be checked approximately every five years.

Regarding the turning movements:

a) The northbound left turn queue is expected to occasionally extend past the

access to the College Heights Plaza during some peak hours by the 2032 horizon. The right-of-way constraints preclude the lengthening or widening of the northbound left turn lane. To allow southbound left turns to proceed without obstruction from the opposing queue, a “Do Not Block Intersection” sign should be installed for northbound traffic on O’Grady Road, just south of the access. The sign can be installed at any time, but should be installed as soon as the northbound queue lengths become problematic for access turning movements.


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2341-02333-00 Page 33

b) The westbound left turn queue on Domano Blvd may occasionally extend past the end of the existing left turn lane by the 2032 horizon, as left turning volumes exceed approximately 120 vph. However, only a small volume of site traffic is expected to use this movement in peak hours. The City may consider extending this lane in the future, although the construction would be complicated by the presence of a power pole in the median. Alternately, Domano/O’Grady could be upgraded to a roundabout to improve operations.

3. O’Grady Road / College Heights Plaza Access: although the volume of traffic

turning left onto O’Grady Road from this and the opposing commercial access is small, the Synchro model identified long delays due to the heavy afternoon traffic volumes on O’Grady Road. There were also long delays estimated for the right turn movements as well. In reality, the access performance is expected to be better than modeled (as determined in the SimTraffic model), due to the gaps caused by the signals north and south of the access. The issues with the College Heights Plaza access delays could be resolved by providing an alternate access via the extension of Stringer Crescent to the College Heights Plaza. This would allow plaza traffic to use the existing traffic signal. However, this improvement would be contingent on the successful negotiations with the plaza owner and other property owners potentially affected by the extension.

4. O’Grady Road / Stringer Crescent: the existing signal should operate well under all scenarios. The only recommended improvement is the construction of a right turn lane (or simple widening) on the westbound approach to O’Grady Road in order to allow exiting site traffic to turn right without waiting for the queue of through and left turning traffic. This would also prevent the traffic signal from being activated unnecessarily by right turning traffic. This improvement would be essential if Stringer Crescent was extended to the College Heights Plaza.

5. Southridge Avenue / Westgate Access: The intersection was found to operate well

during all scenarios analyzed. No improvements are recommended, aside from the occasional retiming of the signals as and when required.

6. Sustainable Transportation Issues: there are existing bus stops within a 150 metre

radius of the site, which is consistent with the City’s transit policy. To facilitate walking trips to the bus stops and the adjacent shopping and restaurant destinations, accessible pathways should be constructed on the northwest, southwest, and east sides of the site. The east connection to College Heights Plaza should be aligned with the sidewalks in the plaza. This connection would have to be negotiated with the plaza owners.


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I Traffic Impact Study O'Grady Multi-Family Development, Prince George BC

', i I\\·. \\ I I '. : • ·•,l 11 I \

CLOSURE This Traffic Impact Study has been prepared by McElhanney Consulting Services Ltd. (MCSL) for the benefit of Seymour Pacific Developments Ltd, the City of Prince George, and the Ministry of Transportation and Infrastructure. The Information and data contained herein represent MCSL's best professional judgment in light of the knowledge and Information available to MCSL at the time of preparation.

McElhanney Consulting Services Ltd. denies any liability whatsoever to other parties who may obtain access to this report for any Injury, loss or damage suffered by such parties arising from their use of, or reliance upon, this document or any of its contents without the express written consent of MCSL, Seymour Pacific Developments Ltd, the City of Prince George, or the Ministry of Transportation and Infrastructure.

McELHANNEY CONSUL TING SERVICES LTD

Prepared By:

nn Slanker, PEng, PTOE enior Transportation Engineer

~ McElhanney I 2341-02333-00

,I

A,··_ -/~~

, ' .., I _, - -•

Vicki Pistner, EIT Junior Transportation Engineer

Page 34 I


2341-02333-00

APPENDIX A – SCOPE DEVELOPMENT MEETING Time: 2:30 pm Date: Monday, May 29, 2017 Location: 2nd Floor, City Hall, Prince George Attendees:

Jin Oh, PEng, Sr. Transportation Planning Engineer, MoTI Mahesh Tripathi, PEng, Traffic Operations Engineer, MoTI Kristen Johnson, Senior District Development Technician, MoTI Melissa Nitz, District Development Technician, MoTI Jenn Elliot, Assistant District Development Technician, MoTI Al Clark, PEng, Infrastructure Engineer, CPG Chris Vliegenthart, EIT Supervisor, Transportation Engineering, CPG Josephine Macharia, Transit Planner, CPG Katy Fabris, Planner, CPG Matthew Fitzgerald, Development Manager, Seymour Pacific Developments Ltd. Evan Larkam, Property Acquisitions Manager, Seymour Pacific Developments Ltd. Chris Morgan, AScT. Project Manager, R. Radloff & Associates Glenn Stanker, PEng, PTOE, Sr. Transportation Engineer, MCSL

Minutes:

1. The City requires a Traffic Impact Study to support the proposed multi-family development at the intersection of O’Grady Road and Stringer Crescent. The Ministry supports the City in this request, and is interested to see how the development affects Highway 16.

2. The study intersections are: a. Highway 16 / Domano Boulevard b. O’Grady Road / Domano Boulevard c. O’Grady Road / College Heights Shopping Centre Access d. O’Grady Road / Stringer Crescent (Site Access) e. Southridge Avenue / Walmart Access Road

The traffic counts will be adjusted to account for traffic that would be generated by UNBC.

3. Traffic Counts will be completed on days when school is in session (i.e. Elementary School and College Heights Secondary School). The City will use Miovision to collect the data for Highway 16 / Domano Boulevard (7:00 to 9:30 AM, and 3:30 to 6:00 PM).

4. Background traffic will be projected at a 1.5% linear growth rate, as is typically used for city planning.

5. The Trip Generation will be calculated as per the proposed multi-family development, in accordance with rates from the ITE Trip Generation Manual.

6. Trip Distribution will take into account the surrounding land uses, and the potential for combination trips (e.g. Tim Hortons/Starbucks for AM traffic)


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2341-02333-00

7. Trip Generation and Distribution assumptions will be forwarded to the Ministry and City for review prior to the completion of the study.

8. The scenarios for analysis will be Existing, Opening Day after substantial build-out, 15

Year Background Traffic, and 15 Year Combined Traffic.

9. The study periods are AM and PM Peak Hours. Saturday traffic volumes are typically significant around the adjacent commercial development, but the site itself would not generate as much traffic on Saturday.

10. The Synchro/SimTraffic analysis will include an evaluation of queue lengths, which will be critical issues at some study intersections.

11. Although the design for the Marleau Road link between Southridge Avenue and O’Grady Road is being undertaken this year, the traffic analysis will be completed with the assumption that this link is not in place.

12. The proposed development should ideally be designed to facilitate transit use. This will lessen the traffic impacts on the study intersections, and should reduce the off-street parking requirements as well. A transit route currently exists adjacent to the site, although the nearest bus stop is within the Westgate Commercial site.

13. An accessible pathway should be considered between the site and the College Heights Plaza. This will depend on the site design constraints.

14. The study is required before the public hearing (scheduled July 24). The target completion of the study will be the end of June.

15. The City contact will be Katy Fabris. The Ministry contact will be Melissa Nitz.

/KF/VGS


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2341-02333-00

APPENDIX B – TRAFFIC COUNT DATA


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City of Prince George1100 Patricia Boulevard

Prince George, British Columbia, Canada V2L 3V9250-561-7660 [email protected]

Count Name: Highway 16 & Domano/TynerSite Code:Start Date: 06/13/2017Page No: 1

Turning Movement Data

Start Time

Highway 16 Domano Boulevard Highway 16 Tyner Boulevard

Southbound Westbound Northbound Eastbound

Right Thru Left U-Turn Peds App.Total Right Thru Left U-Turn Peds App.

Total Right Thru Left U-Turn Peds App.Total Right Thru Left U-Turn Peds App.

Total Int. Total

7:00 AM 1 44 13 0 1 58 47 30 11 0 1 88 7 114 27 0 0 148 24 16 4 0 0 44 338

7:15 AM 2 66 25 0 1 93 76 43 9 0 0 128 6 181 42 0 0 229 39 20 8 0 0 67 517

7:30 AM 3 71 23 0 1 97 122 79 8 0 0 209 10 248 62 1 2 321 28 37 9 0 0 74 701

7:45 AM 8 79 26 0 1 113 103 78 11 0 0 192 24 263 95 0 1 382 42 37 6 0 3 85 772

Hourly Total 14 260 87 0 4 361 348 230 39 0 1 617 47 806 226 1 3 1080 133 110 27 0 3 270 2328

8:00 AM 7 72 37 0 1 116 120 76 24 0 1 220 45 209 105 0 0 359 62 44 8 0 0 114 809

8:15 AM 8 92 64 0 2 164 170 97 29 0 1 296 67 224 86 0 0 377 55 63 10 0 1 128 965

8:30 AM 7 104 61 0 1 172 158 94 32 0 0 284 79 228 70 0 1 377 73 67 11 0 1 151 984

8:45 AM 5 93 53 0 1 151 115 81 23 0 0 219 42 176 70 0 0 288 56 50 5 0 0 111 769

Hourly Total 27 361 215 0 5 603 563 348 108 0 2 1019 233 837 331 0 1 1401 246 224 34 0 2 504 3527

9:00 AM 5 96 57 0 0 158 69 40 15 0 0 124 14 137 49 0 1 200 45 36 4 0 1 85 567

9:15 AM 5 108 48 0 2 161 90 45 6 0 0 141 20 134 45 0 0 199 42 47 8 0 0 97 598

9:30 AM 5 106 56 0 1 167 96 33 13 0 1 142 14 140 50 0 0 204 38 36 6 0 0 80 593

9:45 AM 8 105 73 1 0 187 79 35 13 0 0 127 18 134 47 0 0 199 46 49 5 0 0 100 613

Hourly Total 23 415 234 1 3 673 334 153 47 0 1 534 66 545 191 0 1 802 171 168 23 0 1 362 2371

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

3:30 PM 8 191 122 0 2 321 74 58 38 0 0 170 20 128 79 0 2 227 72 70 5 0 1 147 865

3:45 PM 6 206 131 0 2 343 75 65 33 0 0 173 24 120 71 0 1 215 59 68 10 0 0 137 868

Hourly Total 14 397 253 0 4 664 149 123 71 0 0 343 44 248 150 0 3 442 131 138 15 0 1 284 1733

4:00 PM 9 219 127 0 1 355 78 54 36 0 1 168 18 156 81 0 3 255 83 68 5 0 2 156 934

4:15 PM 8 251 142 0 1 401 75 68 37 0 0 180 24 148 83 0 0 255 78 64 6 0 0 148 984

4:30 PM 11 200 148 0 2 359 86 58 52 0 1 196 31 149 63 0 1 243 101 97 7 0 1 205 1003

4:45 PM 14 284 173 0 2 471 77 72 33 0 2 182 30 149 82 0 0 261 104 93 7 0 1 204 1118

Hourly Total 42 954 590 0 6 1586 316 252 158 0 4 726 103 602 309 0 4 1014 366 322 25 0 4 713 4039

5:00 PM 8 233 144 0 7 385 72 83 40 0 1 195 28 130 106 0 2 264 130 91 7 0 0 228 1072

5:15 PM 7 289 131 0 0 427 68 78 52 1 0 199 22 145 71 0 1 238 110 78 12 0 1 200 1064

5:30 PM 10 216 153 0 0 379 65 99 35 0 0 199 22 129 81 0 2 232 97 81 9 0 1 187 997

5:45 PM 6 157 91 0 3 254 67 71 33 0 0 171 17 145 64 0 0 226 82 68 6 0 0 156 807

Hourly Total 31 895 519 0 10 1445 272 331 160 1 1 764 89 549 322 0 5 960 419 318 34 0 2 771 3940

6:00 PM 5 172 94 0 0 271 76 88 22 0 0 186 18 139 81 0 0 238 73 66 3 0 0 142 837

6:15 PM 4 156 113 0 7 273 85 75 34 0 3 194 34 134 65 0 2 233 63 72 6 0 0 141 841

Grand Total 160 3610 2105 1 39 5876 2143 1600 639 1 12 4383 634 3860 1675 1 19 6170 1602 1418 167 0 13 3187 19616

Approach % 2.7 61.4 35.8 0.0 - - 48.9 36.5 14.6 0.0 - - 10.3 62.6 27.1 0.0 - - 50.3 44.5 5.2 0.0 - - -

Total % 0.8 18.4 10.7 0.0 - 30.0 10.9 8.2 3.3 0.0 - 22.3 3.2 19.7 8.5 0.0 - 31.5 8.2 7.2 0.9 0.0 - 16.2 -

Motorcycles 2 39 23 0 - 64 26 10 8 0 - 44 4 33 10 0 - 47 4 18 4 0 - 26 181

% Motorcycles 1.3 1.1 1.1 0.0 - 1.1 1.2 0.6 1.3 0.0 - 1.0 0.6 0.9 0.6 0.0 - 0.8 0.2 1.3 2.4 - - 0.8 0.9

Cars 117 2262 1420 1 - 3800 1457 1156 425 1 - 3039 517 2391 1200 1 - 4109 1259 1030 112 0 - 2401 13349

O'Grady Rd & Domano Blvd

Project: #5253: City of Prince George - July 2014 Traffic Counts Morning Peak PeriodMunicipality: Prince George

Weather: SunnyVehicle Class: All Motorized Vehicles

Peak Hour Traffic by Movement to

88

56

629 385

250 180

12

1

26

3

NORTH Approach SOUTH Approach WEST Approach EAST Approach PEDESTRIANSleft thru right left thru right left thru right left thru right N S W E

Peak Hour 11 19 58 235 14 14 29 155 66 36 336 13 1 4 0 1PH Factor 0.46 0.68 0.76 0.73 0.50 0.58 0.60 0.82 0.83 0.82 0.72 0.54 0.25 0.33 0.00 0.25

Peak 15 X 4 24 28 76 320 28 24 48 188 80 44 464 24 4 12 0 4Average Hour 10 21 47 202 17 16 24 131 63 36 294 11 3 6 0 2Survey Total 20 42 93 404 33 31 47 262 125 71 587 21 5 11 0 4

7:00 0 5 3 24 2 3 1 23 12 10 35 3 1 1 0 27:15 2 7 6 40 2 3 6 15 6 7 42 0 0 0 0 07:30 3 3 16 42 7 5 4 27 10 8 94 2 1 4 0 07:45 1 2 19 80 0 6 5 31 15 11 116 3 0 1 0 08:00 3 5 9 50 3 3 5 47 15 8 66 1 1 3 0 08:15 1 7 15 62 4 1 7 33 20 7 87 6 0 0 0 08:30 6 5 15 43 7 4 12 44 16 10 67 3 0 0 0 18:45 4 8 10 63 8 6 7 42 31 10 80 3 2 2 0 1

1,736

272

121136

289215250232

221

0 1

Time

0.85

29

361

4

14

Total Volumes

872

66

155

23

5

O'G

rady

Rd

4

986

1

8:45 AM7:45 AM

58

1,156

11

Domano Blvd

Friday, July 25, 2014

McG

ill C

resc

ent

13

336

All Motorized Vehicles

19

C•S'

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O'Grady Rd & Domano Blvd

Project: #5253: City of Prince George - July 2014 Traffic Counts Afternoon Peak PeriodMunicipality: Prince George

Weather: SunnyVehicle Class: All Motorized Vehicles

Peak Hour Traffic by Movement to

144

120

665 326

781 554

369

457

NORTH Approach SOUTH Approach WEST Approach EAST Approach PEDESTRIANSleft thru right left thru right left thru right left thru right N S W E

Peak Hour 30 68 46 357 42 58 66 466 249 52 262 12 2 5 4 5PH Factor 0.68 0.74 0.77 0.94 0.70 0.81 0.72 0.93 0.82 0.81 0.83 0.60 0.50 0.42 0.50 0.42

Peak 15 X 4 44 92 60 380 60 72 92 500 304 64 316 20 4 12 8 12Average Hour 33 63 41 351 49 53 56 421 225 52 256 15 5 6 9 11Survey Total 99 190 122 1,053 147 158 167 1,262 675 155 767 44 15 19 27 34

15:00 6 15 11 94 19 12 14 81 45 16 51 3 0 0 0 315:15 6 17 7 100 12 9 13 96 49 10 76 3 3 5 3 615:30 17 13 11 102 11 16 10 99 52 13 62 4 4 4 4 515:45 13 27 7 75 11 12 11 75 65 12 64 5 3 0 0 316:00 14 13 9 82 11 13 11 89 49 13 65 2 0 3 5 316:15 3 12 11 78 14 17 12 123 53 16 53 6 2 1 6 216:30 5 16 13 95 13 11 11 120 55 8 79 5 0 0 0 216:45 5 19 10 91 15 14 16 114 76 16 57 2 1 3 2 317:00 9 10 8 93 7 18 23 107 50 12 57 3 1 2 1 017:15 11 23 15 78 7 15 16 125 68 16 69 2 0 0 1 017:30 7 12 10 77 13 9 10 118 59 10 70 3 1 0 4 017:45 3 13 10 88 14 12 20 115 54 13 64 6 0 1 1 7

O'G

rady

Rd

5

Total Volumes

412

377371398431

445398

357 42

435397

367398

All Motorized Vehicles

4,839

Domano Blvd

4 5

Time

249

466

66

Friday, July 25, 2014

410

McG

ill C

resc

ent

0.961,7801,615

58

262

52

46 302

1,708

5:30 PM4:30 PM

68

12

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Vehicle Turning Movement SurveySpeed: 50 km/hSpeed: 50 km/h

AM Peak Hour: 8:00 to 9:00

Mid-Day Peak Hour: 9:30 to 10:30

PM Peak Hour: 16:15 to 17:15

Note: North and Southbound Through Movements Concurrently Counted at Stringer Crescent.

FROM TO LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT LEFT THRU RIGHT N S E W

6:00 6:15 0

6:15 6:30 0

6:30 6:45 0

6:45 7:00 0 0

7:00 7:15 3 0 0 3 0 7 2 0 2 2 0 2 21 21

7:15 7:30 2 0 0 1 0 12 2 0 5 5 0 1 28 49

7:30 7:45 6 0 2 1 0 23 0 0 5 9 0 4 50 99

7:45 8:00 2 0 0 3 0 15 0 0 10 8 0 0 38 137

8:00 8:15 3 1 1 6 0 30 0 0 15 7 0 1 64 180

8:15 8:30 1 0 0 4 0 29 0 0 11 10 0 0 55 207

8:30 8:45 4 0 1 11 1 22 0 0 15 14 0 0 68 225

8:45 9:00 3 0 3 6 0 14 0 0 7 17 0 0 50 237

24 1 7 35 1 152 4 0 70 72 0 8 374 0 0 0 0

11 1 5 27 1 95 0 0 48 48 0 1 237 0 0 0 0

11:00 11:15 0

11:15 11:30 0

11:30 11:45 0

11:45 12:00 0 0

12:00 12:15 0 0

12:15 12:30 0 0

12:30 12:45 0 0

12:45 13:00 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:00 15:15 0

15:15 15:30 0

15:30 15:45 0

15:45 16:00 0 0

16:00 16:15 3 1 3 17 3 40 3 0 22 36 0 2 130 130

16:15 16:30 4 0 3 20 1 55 2 0 20 45 0 4 154 284

16:30 16:45 2 0 0 20 2 47 2 0 21 29 0 5 128 412

16:45 17:00 2 1 4 21 0 40 2 0 19 29 0 3 121 533

17:00 17:15 8 1 6 17 1 44 2 0 15 42 0 3 139 542

17:15 17:30 6 1 3 18 1 37 2 0 26 32 0 2 128 516

17:30 17:45 4 1 4 17 2 46 4 0 16 30 0 2 126 514

17:45 18:00 4 0 3 18 1 43 2 0 16 31 0 2 120 513

18:00 18:15 0 374

18:15 18:30 0 246

33 5 26 148 11 352 19 0 155 274 0 23 1046 0 0 0 0

16 2 13 78 4 186 8 0 75 145 0 15 542 0 0 0 0

MID-DAY PEAK HR

SUB TOTAL

PM PEAK HR

SUB TOTAL

AM PEAK HR

SUB TOTAL

Eastbound Westbound Northbound Southbound TotalHourly (vph)

Pedestrian

TIME Shopping Access O Grady

Location: Prince George Notes:

Date: 6/8/2017

North-South Street: O Grady Observer: Brandon Kirby

East-West Street Shopping Access Weather: Sunny, with Clouds






6:00 6:15 0

6:15 6:30 0

6:30 6:45 0

6:45 7:00 0 0

7:00 7:15 12 0 0 0 0 0 2 24 0 0 9 11 58 58

7:15 7:30 14 0 1 0 0 0 6 33 0 0 1 11 66 124

7:30 7:45 15 0 0 0 0 0 2 47 0 0 7 15 86 210

7:45 8:00 11 0 1 0 0 0 2 61 0 0 8 23 106 316

8:00 8:15 31 0 0 0 1 0 5 58 0 1 9 22 127 385

8:15 8:30 32 0 2 0 0 0 1 60 0 0 23 31 149 468

8:30 8:45 37 0 2 0 0 0 4 66 0 0 27 40 176 558

8:45 9:00 33 0 6 0 0 0 4 46 0 0 31 29 149 601

185 0 12 0 1 0 26 395 0 1 115 182 917 0 0 0 0

133 0 10 0 1 0 14 230 0 1 90 122 601 0 0 0 0

11:00 11:15 0

11:15 11:30 0

11:30 11:45 0

11:45 12:00 0 0

12:00 12:15 0 0

12:15 12:30 0 0

12:30 12:45 0 0

12:45 13:00 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:00 15:15 0

15:15 15:30 0

15:30 15:45 0

15:45 16:00 0 0

16:00 16:15 60 0 2 0 0 0 0 22 0 0 42 29 155 155

16:15 16:30 47 0 3 0 0 0 4 32 0 0 41 36 163 318

16:30 16:45 53 0 5 0 0 0 2 32 0 0 29 44 165 483

16:45 17:00 55 0 3 0 0 0 3 40 0 0 59 36 196 679

17:00 17:15 61 1 2 0 0 0 2 34 0 0 50 40 190 714

17:15 17:30 45 0 5 0 0 1 1 48 0 0 59 33 192 743

17:30 17:45 41 0 2 0 0 0 1 37 0 0 43 32 156 734

17:45 18:00 32 0 5 0 0 0 1 47 0 0 55 29 169 707

18:00 18:15 0 517

18:15 18:30 0 325

394 1 27 0 0 1 14 292 0 0 378 279 1386 0 0 0 0

214 1 15 0 0 1 8 154 0 0 197 153 743 0 0 0 0

2017 June 8

North-South Street: Ogrady Observer: David Franzman

East-West Street Stringer Cres & Home Depot Access Weather: Sunny, 19C

TIME Stringer Cres & Home Depot Access Ogrady


Date:

Hourly (vph)

Pedestrian

Eastbound Westbound Northbound Southbound Total

SUB TOTAL

AM PEAK HR

SUB TOTAL

MID-DAY PEAK HR

SUB TOTAL

PM PEAK HR






6:00 6:15 0

6:15 6:30 0

6:30 6:45 0

6:45 7:00 0 0

7:00 7:15 2 3 0 1 7 15 0 27 9 17 12 6 99 99 2 1

7:15 7:30 4 8 0 6 12 26 0 40 17 19 11 3 146 245 1 1

7:30 7:45 2 5 0 5 7 27 0 55 12 24 10 3 150 395

7:45 8:00 4 5 1 9 14 27 1 61 11 17 21 7 178 573 2

8:00 8:15 4 9 0 3 9 21 0 61 16 16 29 7 175 649 3

8:15 8:30 7 7 1 6 20 26 0 53 14 29 22 11 196 699 3

8:30 8:45 4 17 0 1 20 18 1 65 18 27 30 19 220 769 3

8:45 9:00 12 8 0 11 33 24 0 39 10 20 17 27 201 792 2

39 62 2 42 122 184 2 401 107 169 152 83 1365 1 10 3 4

27 41 1 21 82 89 1 218 58 92 98 64 792 0 6 2 3

11:00 11:15 0

11:15 11:30 0

11:30 11:45 0

11:45 12:00 0 0

12:00 12:15 0 0

12:15 12:30 0 0

12:30 12:45 0 0

12:45 13:00 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:00 15:15 0

15:15 15:30 0

15:30 15:45 0

15:45 16:00 0 0

16:00 16:15 33 17 5 8 36 19 2 33 10 30 47 49 289 289 2 1 2

16:15 16:30 38 42 2 2 42 17 2 40 12 18 57 36 308 597 2 1

16:30 16:45 28 31 3 7 40 28 4 34 13 26 56 53 323 920 1 1

16:45 17:00 54 27 2 6 50 10 1 19 9 27 54 40 299 1219

17:00 17:15 32 28 5 4 42 17 1 43 6 24 54 62 318 1248 1

17:15 17:30 32 14 4 6 31 19 2 37 7 25 51 40 268 1208

17:30 17:45 27 21 2 7 33 12 0 40 16 16 52 38 264 1149

17:45 18:00 32 20 2 4 31 17 4 34 3 21 45 48 261 1111 2 1

18:00 18:15 0 793

18:15 18:30 0 525

276 200 25 44 305 139 16 280 76 187 416 366 2330 6 5 0 3

152 128 12 19 174 72 8 136 40 95 221 191 1248 2 3 0 1

MID-DAY PEAK HR

SUB TOTAL

PM PEAK HR

SUB TOTAL

AM PEAK HR

SUB TOTAL

Eastbound Westbound Northbound Southbound TotalHourly (vph)

PedestrianTIME Southridge E and Walmart Access Southridge N And Hwy 16 access


Date: 2017 June 7th

North-South Street: Southridge N And Hwy 16 access Observer: Eric Sandberg/ Lauren Monroe

East-West Street Southridge E and Walmart Access Weather:


2341-02333-00

APPENDIX C – LEVEL OF SERVICE CALCULATIONS


i'- McElhanney I I

Lanes, Volumes, Timings2: Highway 16 & Tyner Blvd/Domano Blvd 7/8/2017

2017 AM Existing Synchro 9 ReportPage 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type pm+pt NA Perm pm+pt NA Free Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 Free 2 6Detector Phase 7 4 4 3 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0 10.0 23.0 23.0Total Split (s) 10.0 23.0 23.0 10.0 23.0 20.0 30.0 30.0 17.0 27.0 27.0Total Split (%) 12.5% 28.8% 28.8% 12.5% 28.8% 25.0% 37.5% 37.5% 21.3% 33.8% 33.8%Maximum Green (s) 5.0 18.0 18.0 5.0 18.0 15.0 25.0 25.0 12.0 22.0 22.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 16.4 12.6 12.6 17.5 14.7 70.9 12.8 25.8 25.8 9.6 22.6 22.6Actuated g/C Ratio 0.23 0.18 0.18 0.25 0.21 1.00 0.18 0.36 0.36 0.14 0.32 0.32v/c Ratio 0.15 0.38 0.53 0.35 0.53 0.40 0.65 0.81 0.34 0.46 0.35 0.06Control Delay 19.3 28.2 8.4 22.6 29.0 0.8 33.5 29.1 5.6 33.1 21.6 0.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 19.3 28.2 8.4 22.6 29.0 0.8 33.5 29.1 5.6 33.1 21.6 0.2LOS B C A C C A C C A C C AApproach Delay 17.9 12.7 26.7 24.3Approach LOS B B C CQueue Length 50th (m) 3.8 15.2 0.0 10.8 26.2 0.0 26.5 68.5 1.8 14.1 22.3 0.0Queue Length 95th (m) 10.0 25.2 17.4 21.8 39.6 0.0 42.5 #118.2 17.2 24.8 37.2 0.0Internal Link Dist (m) 582.5 251.0 394.9 592.0Turn Bay Length (m) 90.0 25.0 100.0 50.0 100.0 50.0 175.0 50.0Base Capacity (vph) 262 898 585 304 906 1534 726 1265 694 580 1107 597Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.15 0.26 0.44 0.35 0.42 0.40 0.55 0.81 0.34 0.36 0.35 0.06

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 70.9Natural Cycle: 70Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.81Intersection Signal Delay: 21.2 Intersection LOS: CIntersection Capacity Utilization 62.1% ICU Level of Service B


2032 AM Background 7/8/2017 Synchro 9 ReportPage 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type pm+pt NA Perm pm+pt NA Free Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 Free 2 6Detector Phase 7 4 4 3 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0 10.0 23.0 23.0Total Split (s) 10.0 23.0 23.0 10.0 23.0 23.0 32.0 32.0 15.0 24.0 24.0Total Split (%) 12.5% 28.8% 28.8% 12.5% 28.8% 28.8% 40.0% 40.0% 18.8% 30.0% 30.0%Maximum Green (s) 5.0 18.0 18.0 5.0 18.0 18.0 27.0 27.0 10.0 19.0 19.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 18.4 14.6 14.6 19.4 16.6 74.2 15.4 27.3 27.3 9.5 21.5 21.5Actuated g/C Ratio 0.25 0.20 0.20 0.26 0.22 1.00 0.21 0.37 0.37 0.13 0.29 0.29v/c Ratio 0.20 0.42 0.57 0.43 0.60 0.49 0.69 0.98 0.41 0.60 0.47 0.07Control Delay 19.9 28.6 8.0 24.6 30.2 1.1 33.6 48.2 7.4 38.2 25.7 0.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 19.9 28.6 8.0 24.6 30.2 1.1 33.6 48.2 7.4 38.2 25.7 0.2LOS B C A C C A C D A D C AApproach Delay 17.9 13.5 38.9 28.5Approach LOS B B D CQueue Length 50th (m) 4.8 19.4 0.0 13.8 33.8 0.0 34.5 ~109.3 6.5 18.8 31.4 0.0Queue Length 95th (m) 11.6 30.3 19.0 25.9 48.6 0.0 49.4 #151.6 24.6 30.7 48.0 0.0Internal Link Dist (m) 582.5 251.0 394.9 592.0Turn Bay Length (m) 90.0 25.0 100.0 50.0 100.0 50.0 175.0 50.0Base Capacity (vph) 241 854 613 302 882 1534 828 1280 705 460 1005 606Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.20 0.34 0.52 0.43 0.53 0.49 0.58 0.98 0.41 0.56 0.47 0.07

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 74.2Natural Cycle: 80Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.98Intersection Signal Delay: 27.2 Intersection LOS: CIntersection Capacity Utilization 70.9% ICU Level of Service C


2017 AM Combined 7/8/2017 Synchro 9 ReportPage 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type pm+pt NA Perm pm+pt NA Free Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 Free 2 6Detector Phase 7 4 4 3 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0 10.0 23.0 23.0Total Split (s) 10.0 23.0 23.0 10.0 23.0 20.0 33.0 33.0 14.0 27.0 27.0Total Split (%) 12.5% 28.8% 28.8% 12.5% 28.8% 25.0% 41.3% 41.3% 17.5% 33.8% 33.8%Maximum Green (s) 5.0 18.0 18.0 5.0 18.0 15.0 28.0 28.0 9.0 22.0 22.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 17.0 13.2 13.2 18.0 15.2 72.9 12.9 28.3 28.3 8.6 24.0 24.0Actuated g/C Ratio 0.23 0.18 0.18 0.25 0.21 1.00 0.18 0.39 0.39 0.12 0.33 0.33v/c Ratio 0.15 0.38 0.53 0.36 0.55 0.42 0.66 0.76 0.33 0.55 0.34 0.05Control Delay 19.5 28.5 8.2 23.1 29.7 0.8 34.6 25.6 4.4 37.5 21.7 0.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 19.5 28.5 8.2 23.1 29.7 0.8 34.6 25.6 4.4 37.5 21.7 0.1LOS B C A C C A C C A D C AApproach Delay 18.1 13.0 24.7 26.0Approach LOS B B C CQueue Length 50th (m) 3.9 16.0 0.0 11.4 28.3 0.0 27.3 67.8 0.6 15.4 22.6 0.0Queue Length 95th (m) 10.0 25.6 17.4 22.4 41.6 0.0 42.5 #102.3 14.6 26.9 37.2 0.0Internal Link Dist (m) 582.5 251.0 394.9 592.0Turn Bay Length (m) 90.0 25.0 100.0 50.0 100.0 50.0 175.0 50.0Base Capacity (vph) 253 868 574 303 879 1534 702 1350 735 421 1142 657Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.15 0.28 0.45 0.36 0.46 0.42 0.56 0.76 0.33 0.52 0.34 0.05

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 72.9Natural Cycle: 70Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.76Intersection Signal Delay: 20.6 Intersection LOS: CIntersection Capacity Utilization 62.7% ICU Level of Service B



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type pm+pt NA Perm pm+pt NA Free Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 Free 2 6Detector Phase 7 4 4 3 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0 10.0 23.0 23.0Total Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 32.0 32.0 15.0 25.0 25.0Total Split (%) 13.8% 27.5% 27.5% 13.8% 27.5% 27.5% 40.0% 40.0% 18.8% 31.3% 31.3%Maximum Green (s) 6.0 17.0 17.0 6.0 17.0 17.0 27.0 27.0 10.0 20.0 20.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 18.9 14.4 14.4 20.0 16.6 74.8 15.1 27.3 27.3 9.6 21.8 21.8Actuated g/C Ratio 0.25 0.19 0.19 0.27 0.22 1.00 0.20 0.36 0.36 0.13 0.29 0.29v/c Ratio 0.19 0.44 0.58 0.43 0.64 0.51 0.71 0.99 0.42 0.61 0.47 0.07Control Delay 19.7 29.4 8.2 24.0 31.4 1.2 35.1 50.6 7.5 38.8 25.5 0.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 19.7 29.4 8.2 24.0 31.4 1.2 35.1 50.6 7.5 38.8 25.5 0.2LOS B C A C C A D D A D C AApproach Delay 18.5 13.9 40.7 28.7Approach LOS B B D CQueue Length 50th (m) 4.8 20.1 0.0 14.1 36.0 0.0 35.3 ~113.4 6.7 19.8 32.4 0.0Queue Length 95th (m) 11.6 31.2 19.3 26.5 51.5 0.0 50.3 #151.6 24.6 31.4 47.2 0.0Internal Link Dist (m) 582.5 251.0 394.9 592.0Turn Bay Length (m) 90.0 25.0 100.0 50.0 100.0 50.0 175.0 50.0Base Capacity (vph) 252 798 594 312 846 1534 775 1269 702 456 1013 609Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.19 0.36 0.53 0.43 0.58 0.51 0.62 0.99 0.42 0.58 0.47 0.07

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 74.8Natural Cycle: 80Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.99Intersection Signal Delay: 28.1 Intersection LOS: CIntersection Capacity Utilization 71.5% ICU Level of Service C


2017 PM Existing 7/8/2017 Synchro 9 ReportPage 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type pm+pt NA Perm pm+pt NA Free Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 Free 2 6Detector Phase 7 4 4 3 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0 10.0 23.0 23.0Total Split (s) 11.0 22.0 22.0 15.0 26.0 19.0 25.0 25.0 28.0 34.0 34.0Total Split (%) 12.2% 24.4% 24.4% 16.7% 28.9% 21.1% 27.8% 27.8% 31.1% 37.8% 37.8%Maximum Green (s) 6.0 17.0 17.0 10.0 21.0 14.0 20.0 20.0 23.0 29.0 29.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 21.4 15.5 15.5 29.6 23.8 87.2 12.9 21.2 21.2 20.8 29.1 29.1Actuated g/C Ratio 0.25 0.18 0.18 0.34 0.27 1.00 0.15 0.24 0.24 0.24 0.33 0.33v/c Ratio 0.12 0.65 0.84 0.62 0.34 0.22 0.72 0.75 0.23 0.82 0.96 0.07Control Delay 20.7 38.8 22.4 30.7 28.2 0.3 44.5 38.4 1.4 41.2 49.7 0.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 20.7 38.8 22.4 30.7 28.2 0.3 44.5 38.4 1.4 41.2 49.7 0.2LOS C D C C C A D D A D D AApproach Delay 29.4 17.8 36.3 45.4Approach LOS C B D DQueue Length 50th (m) 4.2 33.5 16.0 24.4 24.9 0.0 30.5 55.1 0.0 55.1 100.7 0.0Queue Length 95th (m) 10.4 48.2 #68.1 41.3 37.0 0.0 44.7 #81.0 1.1 73.9 #145.1 0.0Internal Link Dist (m) 582.5 251.0 394.9 592.0Turn Bay Length (m) 90.0 25.0 100.0 50.0 100.0 50.0 175.0 50.0Base Capacity (vph) 300 679 610 323 947 1534 542 845 527 891 1159 605Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.12 0.59 0.81 0.61 0.34 0.22 0.66 0.75 0.23 0.74 0.96 0.07

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 87.2Natural Cycle: 80Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.96Intersection Signal Delay: 35.1 Intersection LOS: DIntersection Capacity Utilization 78.2% ICU Level of Service D


2032 PM Background 7/8/2017 Synchro 9 ReportPage 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type pm+pt NA Perm pm+pt NA Free Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 Free 2 6Detector Phase 7 4 4 3 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0 10.0 23.0 23.0Total Split (s) 11.0 30.0 30.0 14.0 33.0 20.0 30.0 30.0 36.0 46.0 46.0Total Split (%) 10.0% 27.3% 27.3% 12.7% 30.0% 18.2% 27.3% 27.3% 32.7% 41.8% 41.8%Maximum Green (s) 6.0 25.0 25.0 9.0 28.0 15.0 25.0 25.0 31.0 41.0 41.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 30.9 25.0 25.0 37.4 30.2 110.0 15.0 26.5 26.5 29.5 41.0 41.0Actuated g/C Ratio 0.28 0.23 0.23 0.34 0.27 1.00 0.14 0.24 0.24 0.27 0.37 0.37v/c Ratio 0.15 0.62 1.04 0.91 0.42 0.27 0.95 0.93 0.31 0.90 1.06 0.08Control Delay 25.2 42.2 70.7 66.8 35.1 0.4 79.8 60.4 5.7 52.3 75.8 0.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 25.2 42.2 70.7 66.8 35.1 0.4 79.8 60.4 5.7 52.3 75.8 0.3LOS C D E E D A E E A D E AApproach Delay 56.7 28.8 60.6 65.5Approach LOS E C E EQueue Length 50th (m) 6.2 49.9 ~86.6 38.4 37.7 0.0 48.7 88.2 0.0 84.8 ~169.9 0.0Queue Length 95th (m) 13.8 67.2 #154.1 #68.1 52.2 0.0 #78.9 #128.2 12.4 #114.4 #211.4 0.0Internal Link Dist (m) 582.5 251.0 394.9 592.0Turn Bay Length (m) 90.0 25.0 100.0 50.0 100.0 50.0 175.0 50.0Base Capacity (vph) 297 790 581 266 954 1534 459 836 494 950 1295 642Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.15 0.62 1.04 0.91 0.42 0.27 0.95 0.93 0.31 0.85 1.06 0.08

Intersection SummaryArea Type: OtherCycle Length: 110Actuated Cycle Length: 110Natural Cycle: 100Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.06Intersection Signal Delay: 55.9 Intersection LOS: EIntersection Capacity Utilization 92.9% ICU Level of Service F


2017 PM Combined 7/8/2017 Synchro 9 ReportPage 2

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type pm+pt NA Perm pm+pt NA Free Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 Free 2 6Detector Phase 7 4 4 3 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0 10.0 23.0 23.0Total Split (s) 11.0 22.0 22.0 15.0 26.0 19.0 24.0 24.0 29.0 34.0 34.0Total Split (%) 12.2% 24.4% 24.4% 16.7% 28.9% 21.1% 26.7% 26.7% 32.2% 37.8% 37.8%Maximum Green (s) 6.0 17.0 17.0 10.0 21.0 14.0 19.0 19.0 24.0 29.0 29.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 21.6 15.7 15.7 29.7 23.9 87.4 13.0 20.4 20.4 21.6 29.1 29.1Actuated g/C Ratio 0.25 0.18 0.18 0.34 0.27 1.00 0.15 0.23 0.23 0.25 0.33 0.33v/c Ratio 0.12 0.67 0.84 0.64 0.35 0.23 0.72 0.79 0.25 0.83 0.97 0.07Control Delay 20.7 39.5 22.6 31.7 28.3 0.4 44.6 40.9 1.7 40.7 50.2 0.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 20.7 39.5 22.6 31.7 28.3 0.4 44.6 40.9 1.7 40.7 50.2 0.2LOS C D C C C A D D A D D AApproach Delay 30.0 17.9 37.6 45.5Approach LOS C B D DQueue Length 50th (m) 4.2 35.3 16.3 24.6 25.7 0.0 30.5 55.7 0.0 57.4 100.7 0.0Queue Length 95th (m) 10.4 50.5 #68.7 41.6 38.1 0.0 44.7 #84.7 2.0 76.4 #145.1 0.0Internal Link Dist (m) 582.5 251.0 394.9 592.0Turn Bay Length (m) 90.0 25.0 100.0 50.0 100.0 50.0 175.0 50.0Base Capacity (vph) 299 677 608 316 951 1534 541 811 514 928 1156 604Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.12 0.62 0.81 0.63 0.35 0.23 0.66 0.79 0.25 0.75 0.97 0.07

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 87.4Natural Cycle: 80Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.97Intersection Signal Delay: 35.5 Intersection LOS: DIntersection Capacity Utilization 78.3% ICU Level of Service D



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type pm+pt NA Perm pm+pt NA Free Prot NA Perm Prot NA PermProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 Free 2 6Detector Phase 7 4 4 3 8 5 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 10.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0 10.0 23.0 23.0Total Split (s) 11.0 30.0 30.0 14.0 33.0 20.0 30.0 30.0 36.0 46.0 46.0Total Split (%) 10.0% 27.3% 27.3% 12.7% 30.0% 18.2% 27.3% 27.3% 32.7% 41.8% 41.8%Maximum Green (s) 6.0 25.0 25.0 9.0 28.0 15.0 25.0 25.0 31.0 41.0 41.0Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 30.9 25.0 25.0 37.4 30.2 110.0 15.0 25.9 25.9 30.1 41.0 41.0Actuated g/C Ratio 0.28 0.23 0.23 0.34 0.27 1.00 0.14 0.24 0.24 0.27 0.37 0.37v/c Ratio 0.15 0.64 1.04 0.94 0.43 0.28 0.95 0.95 0.32 0.91 1.06 0.08Control Delay 25.2 42.8 70.8 73.8 35.3 0.5 79.8 64.3 6.1 53.7 75.8 0.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 25.2 42.8 70.8 73.8 35.3 0.5 79.8 64.3 6.1 53.7 75.8 0.3LOS C D E E D A E E A D E AApproach Delay 56.8 30.1 62.7 65.8Approach LOS E C E EQueue Length 50th (m) 6.2 52.2 ~86.9 38.8 38.8 0.0 48.7 88.2 0.0 89.0 ~169.9 0.0Queue Length 95th (m) 13.8 69.9 #154.4 #72.6 53.5 0.0 #78.9 #128.2 13.2 #121.8 #211.4 0.0Internal Link Dist (m) 582.5 251.0 394.9 592.0Turn Bay Length (m) 90.0 25.0 100.0 50.0 100.0 50.0 175.0 50.0Base Capacity (vph) 293 790 581 259 954 1534 459 818 487 950 1295 642Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.15 0.64 1.04 0.94 0.43 0.28 0.95 0.95 0.32 0.89 1.06 0.08

Intersection SummaryArea Type: OtherCycle Length: 110Actuated Cycle Length: 110Natural Cycle: 110Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.06Intersection Signal Delay: 56.7 Intersection LOS: EIntersection Capacity Utilization 93.0% ICU Level of Service F

Lanes, Volumes, Timings3: O'Grady Road/McGill Cres & Domano Blvd 7/8/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type Perm NA Perm Perm NA Perm pm+pt NA Perm Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 4 4 4 8 8 8 5 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0 24.0 24.0Total Split (s) 25.0 25.0 25.0 25.0 25.0 25.0 19.0 45.0 45.0 26.0 26.0Total Split (%) 35.7% 35.7% 35.7% 35.7% 35.7% 35.7% 27.1% 64.3% 64.3% 37.1% 37.1%Maximum Green (s) 19.0 19.0 19.0 19.0 19.0 19.0 13.0 39.0 39.0 20.0 20.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 13.5 13.5 13.5 13.5 13.5 13.5 39.1 39.1 39.1 22.7 22.7Actuated g/C Ratio 0.21 0.21 0.21 0.21 0.21 0.21 0.61 0.61 0.61 0.35 0.35v/c Ratio 0.20 0.26 0.19 0.19 0.57 0.04 0.40 0.02 0.02 0.03 0.15Control Delay 23.6 22.0 2.1 22.5 26.1 0.1 8.6 6.2 0.6 17.0 8.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.6 22.0 2.1 22.5 26.1 0.1 8.6 6.2 0.6 17.0 8.0LOS C C A C C A A A A B AApproach Delay 16.9 24.9 8.0 9.1Approach LOS B C A AQueue Length 50th (m) 3.6 10.1 0.0 4.4 23.4 0.0 14.5 0.8 0.0 1.0 1.8Queue Length 95th (m) 10.3 17.6 2.7 11.6 35.5 0.0 30.8 3.3 0.7 4.8 11.6Internal Link Dist (m) 251.0 212.1 66.4 176.2Turn Bay Length (m) 30.0 20.0 30.0 10.0 40.0 10.0 20.0Base Capacity (vph) 250 1024 539 335 1024 539 754 1107 937 475 607Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.14 0.19 0.15 0.13 0.40 0.03 0.38 0.02 0.02 0.03 0.15

Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 64.6Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.57Intersection Signal Delay: 16.9 Intersection LOS: BIntersection Capacity Utilization 51.9% ICU Level of Service A



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type Perm NA Perm Perm NA Perm pm+pt NA Perm Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 4 4 4 8 8 8 5 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0 24.0 24.0Total Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 19.0 46.0 46.0 27.0 27.0Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 34.3% 27.1% 65.7% 65.7% 38.6% 38.6%Maximum Green (s) 18.0 18.0 18.0 18.0 18.0 18.0 13.0 40.0 40.0 21.0 21.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 15.0 15.0 15.0 15.0 15.0 15.0 40.1 40.1 40.1 22.7 22.7Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.22 0.60 0.60 0.60 0.34 0.34v/c Ratio 0.29 0.30 0.22 0.22 0.65 0.04 0.50 0.02 0.02 0.04 0.19Control Delay 26.8 22.5 3.2 23.4 27.9 0.2 10.1 6.5 0.9 17.6 7.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 26.8 22.5 3.2 23.4 27.9 0.2 10.1 6.5 0.9 17.6 7.9LOS C C A C C A B A A B AApproach Delay 17.9 26.6 9.4 9.2Approach LOS B C A AQueue Length 50th (m) 4.5 12.8 0.0 5.5 30.4 0.0 20.6 1.0 0.0 1.5 2.5Queue Length 95th (m) 12.5 21.3 5.5 14.0 44.5 0.0 37.7 3.6 1.1 5.6 13.1Internal Link Dist (m) 251.0 212.1 66.4 176.2Turn Bay Length (m) 30.0 20.0 30.0 10.0 40.0 10.0 20.0Base Capacity (vph) 180 934 504 294 934 504 732 1093 926 455 597Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.24 0.25 0.20 0.18 0.54 0.04 0.49 0.02 0.02 0.04 0.19

Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 67.1Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.65Intersection Signal Delay: 18.2 Intersection LOS: BIntersection Capacity Utilization 56.9% ICU Level of Service B



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type Perm NA Perm Perm NA Perm pm+pt NA Perm Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 4 4 4 8 8 8 5 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0 24.0 24.0Total Split (s) 25.0 25.0 25.0 25.0 25.0 25.0 20.0 45.0 45.0 25.0 25.0Total Split (%) 35.7% 35.7% 35.7% 35.7% 35.7% 35.7% 28.6% 64.3% 64.3% 35.7% 35.7%Maximum Green (s) 19.0 19.0 19.0 19.0 19.0 19.0 14.0 39.0 39.0 19.0 19.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 13.5 13.5 13.5 13.5 13.5 13.5 39.1 39.1 39.1 21.7 21.7Actuated g/C Ratio 0.21 0.21 0.21 0.21 0.21 0.21 0.61 0.61 0.61 0.34 0.34v/c Ratio 0.20 0.27 0.22 0.20 0.57 0.04 0.47 0.02 0.02 0.03 0.16Control Delay 23.6 22.0 2.9 22.7 26.1 0.1 9.3 6.3 0.9 17.9 8.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.6 22.0 2.9 22.7 26.1 0.1 9.3 6.3 0.9 17.9 8.5LOS C C A C C A A A A B AApproach Delay 16.7 24.9 8.7 9.6Approach LOS B C A AQueue Length 50th (m) 3.6 10.2 0.0 4.7 23.4 0.0 17.8 0.9 0.0 1.1 1.9Queue Length 95th (m) 10.3 17.6 4.4 12.2 35.5 0.0 37.1 3.7 1.1 4.9 12.0Internal Link Dist (m) 251.0 212.1 66.4 176.2Turn Bay Length (m) 30.0 20.0 30.0 10.0 40.0 10.0 20.0Base Capacity (vph) 250 1024 539 335 1024 539 761 1107 937 452 583Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.14 0.19 0.17 0.14 0.40 0.03 0.45 0.02 0.02 0.03 0.16

Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 64.6Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.57Intersection Signal Delay: 16.7 Intersection LOS: BIntersection Capacity Utilization 54.6% ICU Level of Service A



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type Perm NA Perm Perm NA Perm pm+pt NA Perm Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 4 4 4 8 8 8 5 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0 24.0 24.0Total Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 21.0 46.0 46.0 25.0 25.0Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 34.3% 30.0% 65.7% 65.7% 35.7% 35.7%Maximum Green (s) 18.0 18.0 18.0 18.0 18.0 18.0 15.0 40.0 40.0 19.0 19.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 15.0 15.0 15.0 15.0 15.0 15.0 40.1 40.1 40.1 21.3 21.3Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.22 0.60 0.60 0.60 0.32 0.32v/c Ratio 0.29 0.31 0.25 0.23 0.65 0.04 0.57 0.02 0.03 0.04 0.21Control Delay 26.8 22.5 4.1 23.6 27.9 0.2 11.1 6.5 1.2 19.0 8.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 26.8 22.5 4.1 23.6 27.9 0.2 11.1 6.5 1.2 19.0 8.6LOS C C A C C A B A A B AApproach Delay 17.8 26.6 10.3 10.0Approach LOS B C B AQueue Length 50th (m) 4.5 13.0 0.0 5.9 30.4 0.0 24.7 1.2 0.0 1.5 2.7Queue Length 95th (m) 12.5 21.6 7.2 14.5 44.5 0.0 44.5 4.1 1.6 5.9 13.9Internal Link Dist (m) 251.0 212.1 66.4 176.2Turn Bay Length (m) 30.0 20.0 30.0 10.0 40.0 10.0 20.0Base Capacity (vph) 180 934 504 293 934 504 749 1093 926 425 566Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.24 0.25 0.22 0.19 0.54 0.04 0.55 0.02 0.03 0.04 0.21

Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 67.1Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.65Intersection Signal Delay: 18.2 Intersection LOS: BIntersection Capacity Utilization 59.5% ICU Level of Service B



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type Perm NA Perm Perm NA Perm pm+pt NA Perm Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 4 4 4 8 8 8 5 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0 24.0 24.0Total Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 22.0 46.0 46.0 24.0 24.0Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 34.3% 31.4% 65.7% 65.7% 34.3% 34.3%Maximum Green (s) 18.0 18.0 18.0 18.0 18.0 18.0 16.0 40.0 40.0 18.0 18.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 16.5 16.5 16.5 16.5 16.5 16.5 40.1 40.1 40.1 20.1 20.1Actuated g/C Ratio 0.24 0.24 0.24 0.24 0.24 0.24 0.58 0.58 0.58 0.29 0.29v/c Ratio 0.33 0.69 0.55 0.46 0.39 0.03 0.62 0.05 0.08 0.10 0.26Control Delay 25.7 28.3 9.5 34.2 23.1 0.2 12.7 6.8 3.5 20.6 15.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 25.7 28.3 9.5 34.2 23.1 0.2 12.7 6.8 3.5 20.6 15.5LOS C C A C C A B A A C BApproach Delay 22.1 24.1 11.0 16.5Approach LOS C C B BQueue Length 50th (m) 8.6 35.1 5.1 7.0 18.2 0.0 29.9 2.7 1.1 3.7 9.4Queue Length 95th (m) 19.6 50.6 24.4 18.3 28.6 0.0 48.7 6.7 5.7 10.3 22.6Internal Link Dist (m) 251.0 212.1 66.4 176.2Turn Bay Length (m) 30.0 20.0 30.0 10.0 40.0 10.0 20.0Base Capacity (vph) 264 913 581 151 913 495 732 1068 907 383 532Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.31 0.63 0.53 0.42 0.35 0.03 0.60 0.05 0.08 0.10 0.26

Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 68.6Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.69Intersection Signal Delay: 19.0 Intersection LOS: BIntersection Capacity Utilization 75.6% ICU Level of Service D



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type Perm NA Perm Perm NA Perm pm+pt NA Perm Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 4 4 4 8 8 8 5 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0 24.0 24.0Total Split (s) 31.0 31.0 31.0 31.0 31.0 31.0 29.0 44.0 44.0 15.0 15.0Total Split (%) 41.3% 41.3% 41.3% 41.3% 41.3% 41.3% 38.7% 58.7% 58.7% 20.0% 20.0%Maximum Green (s) 25.0 25.0 25.0 25.0 25.0 25.0 23.0 38.0 38.0 9.0 9.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 22.4 22.4 22.4 22.4 22.4 22.4 44.7 44.7 44.7 18.3 18.3Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.28 0.28 0.56 0.56 0.56 0.23 0.23v/c Ratio 0.40 0.72 0.61 0.65 0.40 0.03 0.75 0.06 0.10 0.15 0.41Control Delay 29.2 30.5 12.6 54.0 24.6 0.1 19.3 8.6 4.1 28.3 25.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 29.2 30.5 12.6 54.0 24.6 0.1 19.3 8.6 4.1 28.3 25.2LOS C C B D C A B A A C CApproach Delay 24.7 28.4 16.4 25.8Approach LOS C C B CQueue Length 50th (m) 12.5 51.8 13.3 10.8 26.3 0.0 51.2 4.4 1.8 5.8 18.4Queue Length 95th (m) 26.2 70.5 40.0 #31.8 38.4 0.0 78.6 9.5 7.6 14.3 36.5Internal Link Dist (m) 251.0 212.1 66.4 176.2Turn Bay Length (m) 30.0 20.0 30.0 10.0 40.0 10.0 20.0Base Capacity (vph) 279 1107 656 136 1107 564 745 1033 882 298 421Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.35 0.64 0.57 0.58 0.36 0.03 0.72 0.06 0.10 0.15 0.41

Intersection SummaryArea Type: OtherCycle Length: 75Actuated Cycle Length: 79.2Natural Cycle: 65Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.75Intersection Signal Delay: 23.3 Intersection LOS: CIntersection Capacity Utilization 83.5% ICU Level of Service E



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type Perm NA Perm Perm NA Perm pm+pt NA Perm Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 4 4 4 8 8 8 5 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0 24.0 24.0Total Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 22.0 46.0 46.0 24.0 24.0Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 34.3% 31.4% 65.7% 65.7% 34.3% 34.3%Maximum Green (s) 18.0 18.0 18.0 18.0 18.0 18.0 16.0 40.0 40.0 18.0 18.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 16.8 16.8 16.8 16.8 16.8 16.8 40.0 40.0 40.0 19.7 19.7Actuated g/C Ratio 0.24 0.24 0.24 0.24 0.24 0.24 0.58 0.58 0.58 0.29 0.29v/c Ratio 0.33 0.69 0.60 0.52 0.38 0.03 0.66 0.05 0.08 0.10 0.28Control Delay 25.6 28.3 10.2 37.7 23.1 0.2 13.8 6.8 3.6 20.8 16.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 25.6 28.3 10.2 37.7 23.1 0.2 13.8 6.8 3.6 20.8 16.2LOS C C B D C A B A A C BApproach Delay 21.8 24.9 11.9 17.2Approach LOS C C B BQueue Length 50th (m) 8.6 35.7 6.4 8.0 18.2 0.0 32.5 2.8 1.3 3.7 10.2Queue Length 95th (m) 19.6 51.4 28.1 #22.9 28.6 0.0 52.8 6.9 6.0 10.3 23.6Internal Link Dist (m) 251.0 212.1 66.4 176.2Turn Bay Length (m) 30.0 20.0 30.0 10.0 40.0 10.0 20.0Base Capacity (vph) 263 909 603 149 909 494 727 1064 903 374 521Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.31 0.64 0.58 0.48 0.36 0.03 0.64 0.05 0.08 0.10 0.28

Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 68.8Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.69Intersection Signal Delay: 19.3 Intersection LOS: BIntersection Capacity Utilization 77.1% ICU Level of Service D



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTurn Type Perm NA Perm Perm NA Perm pm+pt NA Perm Perm NAProtected Phases 4 8 5 2 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 4 4 4 8 8 8 5 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0 24.0 24.0Total Split (s) 34.0 34.0 34.0 34.0 34.0 34.0 29.0 41.0 41.0 12.0 12.0Total Split (%) 45.3% 45.3% 45.3% 45.3% 45.3% 45.3% 38.7% 54.7% 54.7% 16.0% 16.0%Maximum Green (s) 28.0 28.0 28.0 28.0 28.0 28.0 23.0 35.0 35.0 6.0 6.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0Act Effct Green (s) 24.6 24.6 24.6 24.6 24.6 24.6 46.1 46.1 46.1 18.1 18.1Actuated g/C Ratio 0.30 0.30 0.30 0.30 0.30 0.30 0.56 0.56 0.56 0.22 0.22v/c Ratio 0.38 0.69 0.63 0.68 0.38 0.03 0.81 0.07 0.10 0.16 0.44Control Delay 28.0 29.5 11.6 54.3 24.2 0.1 23.8 9.7 3.3 30.0 27.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 28.0 29.5 11.6 54.3 24.2 0.1 23.8 9.7 3.3 30.0 27.7LOS C C B D C A C A A C CApproach Delay 23.3 28.5 20.0 28.2Approach LOS C C B CQueue Length 50th (m) 12.5 52.6 13.0 12.2 26.3 0.0 60.4 5.0 0.7 6.1 20.4Queue Length 95th (m) 26.1 70.8 41.1 #34.1 38.1 0.0 #95.2 10.8 6.9 14.9 39.4Internal Link Dist (m) 251.0 212.1 66.4 176.2Turn Bay Length (m) 30.0 20.0 30.0 10.0 40.0 10.0 20.0Base Capacity (vph) 298 1184 713 147 1184 594 718 1018 880 282 399Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.33 0.60 0.59 0.59 0.33 0.03 0.79 0.07 0.10 0.16 0.44

Intersection SummaryArea Type: OtherCycle Length: 75Actuated Cycle Length: 82.8Natural Cycle: 65Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.81Intersection Signal Delay: 23.8 Intersection LOS: CIntersection Capacity Utilization 85.3% ICU Level of Service E

HCM Unsignalized Intersection Capacity Analysis16: O'Grady Road & DQ Access/College Hts Plaza 7/8/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 11 1 5 27 1 95 1 315 48 48 203 1Future Volume (Veh/h) 11 1 5 27 1 95 1 315 48 48 203 1Sign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 12 1 6 30 1 106 1 350 53 53 226 1PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh) 2Median type None NoneMedian storage veh)Upstream signal (m) 200 91pX, platoon unblockedvC, conflicting volume 764 738 226 717 712 376 227 403vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 764 738 226 717 712 376 227 403tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 95 100 99 91 100 84 100 95cM capacity (veh/h) 259 330 813 329 341 670 1341 1156

Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2Volume Total 19 137 404 53 227Volume Left 12 30 1 53 0Volume Right 6 106 53 0 1cSH 335 866 1341 1156 1700Volume to Capacity 0.06 0.16 0.00 0.05 0.13Queue Length 95th (m) 1.4 4.3 0.0 1.1 0.0Control Delay (s) 16.4 12.7 0.0 8.3 0.0Lane LOS C B A AApproach Delay (s) 16.4 12.7 0.0 1.6Approach LOS C B

Intersection SummaryAverage Delay 3.0Intersection Capacity Utilization 47.9% ICU Level of Service AAnalysis Period (min) 15

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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 13 1 6 33 1 116 1 386 59 59 249 1Future Volume (Veh/h) 13 1 6 33 1 116 1 386 59 59 249 1Sign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 14 1 7 37 1 129 1 429 66 66 277 1PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh) 2Median type None NoneMedian storage veh)Upstream signal (m) 200 91pX, platoon unblocked 0.97 0.97 0.97 0.97 0.97 0.97vC, conflicting volume 938 906 278 880 874 462 278 495vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 919 886 278 859 852 426 278 460tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 92 100 99 85 100 79 100 94cM capacity (veh/h) 182 257 761 251 269 607 1285 1064



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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 13 1 6 35 1 119 1 437 66 59 262 1Future Volume (Veh/h) 13 1 6 35 1 119 1 437 66 59 262 1Sign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 14 1 7 39 1 132 1 486 73 66 291 1PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh) 2Median type None NoneMedian storage veh)Upstream signal (m) 200 91pX, platoon unblocked 0.96 0.96 0.96 0.96 0.96 0.96vC, conflicting volume 1014 984 292 955 948 522 292 559vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 996 964 292 934 927 484 292 522tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 91 100 99 82 100 76 100 93cM capacity (veh/h) 156 229 748 222 241 561 1270 1005

Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2Volume Total 22 172 560 66 292Volume Left 14 39 1 66 0Volume Right 7 132 73 0 1cSH 212 731 1270 1005 1700Volume to Capacity 0.10 0.24 0.00 0.07 0.17Queue Length 95th (m) 2.6 6.9 0.0 1.6 0.0Control Delay (s) 23.9 16.0 0.0 8.8 0.0Lane LOS C C A AApproach Delay (s) 23.9 16.0 0.0 1.6Approach LOS C C

Intersection SummaryAverage Delay 3.5Intersection Capacity Utilization 58.7% ICU Level of Service BAnalysis Period (min) 15

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Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2Volume Total 34 298 410 161 389Volume Left 18 87 9 161 0Volume Right 14 207 83 0 17cSH 161 549 1170 1158 1700Volume to Capacity 0.21 0.54 0.01 0.14 0.23Queue Length 95th (m) 5.8 24.5 0.2 3.7 0.0Control Delay (s) 33.1 23.8 0.3 8.6 0.0Lane LOS D C A AApproach Delay (s) 33.1 23.8 0.3 2.5Approach LOS D C


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Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2Volume Total 42 366 502 198 476Volume Left 22 107 11 198 0Volume Right 18 253 102 0 20cSH 90 284 1086 1072 1700Volume to Capacity 0.47 1.29 0.01 0.18 0.28Queue Length 95th (m) 15.0 136.4 0.2 5.1 0.0Control Delay (s) 76.1 190.9 0.3 9.1 0.0Lane LOS F F A AApproach Delay (s) 76.1 190.9 0.3 2.7Approach LOS F F

Intersection SummaryAverage Delay 47.4Intersection Capacity Utilization 66.4% ICU Level of Service CAnalysis Period (min) 15

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Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2Volume Total 34 307 445 161 445Volume Left 18 94 9 161 0Volume Right 14 209 88 0 17cSH 138 406 1115 1124 1700Volume to Capacity 0.25 0.76 0.01 0.14 0.26Queue Length 95th (m) 7.0 47.2 0.2 3.8 0.0Control Delay (s) 39.5 36.7 0.3 8.7 0.0Lane LOS E E A AApproach Delay (s) 39.5 36.7 0.3 2.3Approach LOS E E


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Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2Volume Total 42 376 537 198 531Volume Left 22 114 11 198 0Volume Right 18 256 107 0 20cSH 75 233 1036 1041 1700Volume to Capacity 0.56 1.62 0.01 0.19 0.31Queue Length 95th (m) 18.3 181.2 0.2 5.3 0.0Control Delay (s) 102.2 333.8 0.3 9.3 0.0Lane LOS F F A AApproach Delay (s) 102.2 333.8 0.3 2.5Approach LOS F F

Intersection SummaryAverage Delay 78.3Intersection Capacity Utilization 71.3% ICU Level of Service CAnalysis Period (min) 15

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Lanes, Volumes, Timings4: O'Grady Road & Westgate Access/Stringer Crescent 7/8/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 2 6Detector Phase 4 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0Total Split (s) 28.0 28.0 28.0 28.0 32.0 32.0 32.0 32.0Total Split (%) 46.7% 46.7% 46.7% 46.7% 53.3% 53.3% 53.3% 53.3%Maximum Green (s) 22.0 22.0 22.0 22.0 26.0 26.0 26.0 26.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 10.8 10.6 32.0 32.0 32.0 32.0Actuated g/C Ratio 0.21 0.21 0.63 0.63 0.63 0.63v/c Ratio 0.54 0.01 0.02 0.22 0.00 0.21Control Delay 23.3 12.7 6.9 7.3 7.0 3.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.3 12.7 6.9 7.3 7.0 3.9LOS C B A A A AApproach Delay 23.3 12.7 7.3 3.9Approach LOS C B A AQueue Length 50th (m) 11.6 0.2 0.6 10.4 0.0 3.7Queue Length 95th (m) 24.9 1.5 3.1 25.6 0.6 14.4Internal Link Dist (m) 216.2 139.2 204.7 176.4Turn Bay Length (m) 25.0 35.0Base Capacity (vph) 602 686 725 1149 710 1119Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.27 0.00 0.02 0.22 0.00 0.21

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 50.9Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.54Intersection Signal Delay: 9.9 Intersection LOS: AIntersection Capacity Utilization 36.9% ICU Level of Service AAnalysis Period (min) 15




Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 51.2Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.59Intersection Signal Delay: 10.9 Intersection LOS: BIntersection Capacity Utilization 41.4% ICU Level of Service AAnalysis Period (min) 15



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 2 6Detector Phase 4 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0Total Split (s) 29.0 29.0 29.0 29.0 31.0 31.0 31.0 31.0Total Split (%) 48.3% 48.3% 48.3% 48.3% 51.7% 51.7% 51.7% 51.7%Maximum Green (s) 23.0 23.0 23.0 23.0 25.0 25.0 25.0 25.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 11.0 10.8 29.8 29.8 29.8 29.8Actuated g/C Ratio 0.22 0.22 0.61 0.61 0.61 0.61v/c Ratio 0.55 0.18 0.02 0.23 0.02 0.22Control Delay 22.8 6.9 7.2 7.8 7.2 4.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 22.8 6.9 7.2 7.8 7.2 4.1LOS C A A A A AApproach Delay 22.8 6.9 7.8 4.3Approach LOS C A A AQueue Length 50th (m) 11.5 0.8 0.6 10.7 0.6 3.8Queue Length 95th (m) 24.8 7.8 3.2 26.4 3.3 14.8Internal Link Dist (m) 216.2 139.2 204.7 176.4Turn Bay Length (m) 25.0 35.0Base Capacity (vph) 610 806 702 1113 688 1088Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.26 0.09 0.02 0.23 0.02 0.22

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 48.9Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.55Intersection Signal Delay: 9.7 Intersection LOS: AIntersection Capacity Utilization 37.2% ICU Level of Service AAnalysis Period (min) 15








Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 55Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.68Intersection Signal Delay: 14.6 Intersection LOS: BIntersection Capacity Utilization 49.2% ICU Level of Service AAnalysis Period (min) 15



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 2 6Detector Phase 4 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0Total Split (s) 29.0 29.0 29.0 29.0 31.0 31.0 31.0 31.0Total Split (%) 48.3% 48.3% 48.3% 48.3% 51.7% 51.7% 51.7% 51.7%Maximum Green (s) 23.0 23.0 23.0 23.0 25.0 25.0 25.0 25.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 16.5 16.5 25.8 25.8 25.8 25.8Actuated g/C Ratio 0.30 0.30 0.48 0.48 0.48 0.48v/c Ratio 0.74 0.01 0.03 0.24 0.00 0.55Control Delay 27.4 10.7 10.1 10.8 10.0 12.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 27.4 10.7 10.1 10.8 10.0 12.5LOS C B B B A BApproach Delay 27.4 10.7 10.8 12.5Approach LOS C B B BQueue Length 50th (m) 25.7 0.2 0.5 11.4 0.1 24.9Queue Length 95th (m) 47.9 1.5 3.1 27.1 0.8 58.8Internal Link Dist (m) 216.2 139.2 204.7 176.4Turn Bay Length (m) 25.0 35.0Base Capacity (vph) 591 691 366 867 559 862Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.53 0.00 0.03 0.24 0.00 0.55

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 54.3Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.74Intersection Signal Delay: 16.7 Intersection LOS: BIntersection Capacity Utilization 56.4% ICU Level of Service BAnalysis Period (min) 15







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 2 6Detector Phase 4 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0Total Split (s) 29.0 29.0 29.0 29.0 31.0 31.0 31.0 31.0Total Split (%) 48.3% 48.3% 48.3% 48.3% 51.7% 51.7% 51.7% 51.7%Maximum Green (s) 23.0 23.0 23.0 23.0 25.0 25.0 25.0 25.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None Max Max Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 17.1 17.1 25.6 25.6 25.6 25.6Actuated g/C Ratio 0.31 0.31 0.47 0.47 0.47 0.47v/c Ratio 0.76 0.08 0.03 0.25 0.11 0.56Control Delay 28.9 5.9 10.4 11.1 10.7 12.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 28.9 5.9 10.4 11.1 10.7 12.9LOS C A B B B BApproach Delay 28.9 5.9 11.1 12.6Approach LOS C A B BQueue Length 50th (m) 26.9 0.4 0.6 12.0 3.3 26.0Queue Length 95th (m) 50.4 5.3 3.1 27.3 10.4 58.8Internal Link Dist (m) 216.2 139.2 204.7 176.4Turn Bay Length (m) 25.0 35.0Base Capacity (vph) 567 710 356 854 550 851Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.56 0.06 0.03 0.25 0.11 0.56

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 54.8Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.76Intersection Signal Delay: 16.7 Intersection LOS: BIntersection Capacity Utilization 66.0% ICU Level of Service CAnalysis Period (min) 15

Lanes, Volumes, Timings6: Southridge & Westgate /Westgate 7/8/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 8 2 6 6Detector Phase 4 4 8 8 8 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0Total Split (s) 26.0 26.0 26.0 26.0 26.0 31.0 31.0 13.0 44.0 44.0Total Split (%) 37.1% 37.1% 37.1% 37.1% 37.1% 44.3% 44.3% 18.6% 62.9% 62.9%Maximum Green (s) 20.0 20.0 20.0 20.0 20.0 25.0 25.0 7.0 38.0 38.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lag Lag LeadLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 8.1 8.1 8.1 8.1 8.1 32.0 32.0 41.0 42.2 42.2Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.14 0.54 0.54 0.70 0.72 0.72v/c Ratio 0.17 0.18 0.12 0.35 0.29 0.00 0.31 0.14 0.08 0.06Control Delay 23.9 23.1 23.0 26.3 4.6 10.0 11.4 4.6 4.3 1.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.9 23.1 23.0 26.3 4.6 10.0 11.4 4.6 4.3 1.5LOS C C C C A A B A A AApproach Delay 23.4 15.9 11.4 3.7Approach LOS C B B AQueue Length 50th (m) 2.9 4.4 2.2 8.9 0.0 0.1 19.2 3.2 3.4 0.0Queue Length 95th (m) 8.9 11.9 7.5 19.7 6.1 0.8 38.7 8.4 8.8 3.4Internal Link Dist (m) 111.3 201.2 102.2 140.8Turn Bay Length (m) 40.0 55.0 30.0 30.0 75.0 20.0Base Capacity (vph) 447 639 464 640 636 704 980 731 1312 1168Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.07 0.07 0.05 0.14 0.16 0.00 0.31 0.14 0.08 0.06













Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 62Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.42Intersection Signal Delay: 11.8 Intersection LOS: BIntersection Capacity Utilization 48.2% ICU Level of Service AAnalysis Period (min) 15



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 8 2 6 6Detector Phase 4 4 8 8 8 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0Total Split (s) 28.0 28.0 28.0 28.0 28.0 29.0 29.0 13.0 42.0 42.0Total Split (%) 40.0% 40.0% 40.0% 40.0% 40.0% 41.4% 41.4% 18.6% 60.0% 60.0%Maximum Green (s) 22.0 22.0 22.0 22.0 22.0 23.0 23.0 7.0 36.0 36.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lag Lag LeadLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 13.9 13.9 13.9 13.9 13.9 26.3 26.3 36.4 36.4 36.4Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.42 0.42 0.58 0.58 0.58v/c Ratio 0.63 0.37 0.08 0.46 0.17 0.02 0.26 0.16 0.23 0.21Control Delay 32.5 21.4 18.5 24.0 1.7 15.0 14.4 7.9 8.1 2.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 32.5 21.4 18.5 24.0 1.7 15.0 14.4 7.9 8.1 2.0LOS C C B C A B B A A AApproach Delay 27.2 17.6 14.4 5.8Approach LOS C B B AQueue Length 50th (m) 17.4 14.3 1.9 19.1 0.0 0.6 13.2 4.7 11.8 0.0Queue Length 95th (m) 34.0 27.5 6.4 34.3 2.4 3.6 31.7 13.6 29.1 8.7Internal Link Dist (m) 111.3 201.2 102.2 140.8Turn Bay Length (m) 40.0 55.0 30.0 30.0 75.0 20.0Base Capacity (vph) 425 664 440 667 658 481 763 659 1066 1021Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.40 0.23 0.05 0.29 0.12 0.02 0.26 0.16 0.23 0.21




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 8 2 6 6Detector Phase 4 4 8 8 8 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0Total Split (s) 31.0 31.0 31.0 31.0 31.0 28.0 28.0 11.0 39.0 39.0Total Split (%) 44.3% 44.3% 44.3% 44.3% 44.3% 40.0% 40.0% 15.7% 55.7% 55.7%Maximum Green (s) 25.0 25.0 25.0 25.0 25.0 22.0 22.0 5.0 33.0 33.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lag Lag LeadLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 16.4 16.4 16.4 16.4 16.4 24.7 24.7 33.3 33.3 33.3Actuated g/C Ratio 0.27 0.27 0.27 0.27 0.27 0.40 0.40 0.54 0.54 0.54v/c Ratio 0.72 0.38 0.08 0.47 0.19 0.03 0.33 0.23 0.31 0.27Control Delay 35.3 19.3 16.4 21.7 2.3 15.9 16.1 9.9 10.3 2.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 35.3 19.3 16.4 21.7 2.3 15.9 16.1 9.9 10.3 2.4LOS D B B C A B B A B AApproach Delay 27.6 16.1 16.1 7.2Approach LOS C B B AQueue Length 50th (m) 21.1 16.7 2.2 22.4 0.0 0.8 17.5 6.6 16.9 0.0Queue Length 95th (m) 40.8 30.8 6.8 38.8 4.6 4.2 40.2 17.9 39.6 10.4Internal Link Dist (m) 111.3 201.2 102.2 140.8Turn Bay Length (m) 40.0 55.0 30.0 30.0 75.0 20.0Base Capacity (vph) 439 762 489 767 735 434 724 567 985 981Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.47 0.25 0.05 0.31 0.13 0.03 0.33 0.23 0.31 0.27




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 8 2 6 6Detector Phase 4 4 8 8 8 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0Total Split (s) 28.0 28.0 28.0 28.0 28.0 29.0 29.0 13.0 42.0 42.0Total Split (%) 40.0% 40.0% 40.0% 40.0% 40.0% 41.4% 41.4% 18.6% 60.0% 60.0%Maximum Green (s) 22.0 22.0 22.0 22.0 22.0 23.0 23.0 7.0 36.0 36.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lag Lag LeadLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 14.0 14.0 14.0 14.0 14.0 26.2 26.2 36.2 36.2 36.2Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.42 0.42 0.58 0.58 0.58v/c Ratio 0.64 0.38 0.08 0.47 0.17 0.02 0.26 0.17 0.23 0.21Control Delay 33.0 21.5 18.5 24.2 1.7 15.0 14.4 7.9 8.1 2.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 33.0 21.5 18.5 24.2 1.7 15.0 14.4 7.9 8.1 2.0LOS C C B C A B B A A AApproach Delay 27.4 17.8 14.4 5.8Approach LOS C B B AQueue Length 50th (m) 17.5 14.7 1.9 19.6 0.0 0.6 13.3 4.8 11.9 0.0Queue Length 95th (m) 34.1 28.0 6.4 35.3 2.4 3.6 31.7 14.0 29.1 8.7Internal Link Dist (m) 111.3 201.2 102.2 140.8Turn Bay Length (m) 40.0 55.0 30.0 30.0 75.0 20.0Base Capacity (vph) 420 666 439 669 659 479 760 658 1064 1020Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.40 0.24 0.05 0.30 0.12 0.02 0.26 0.17 0.23 0.21




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRPermitted Phases 4 8 8 2 6 6Detector Phase 4 4 8 8 8 2 2 1 6 6Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 11.0 24.0 24.0Total Split (s) 31.0 31.0 31.0 31.0 31.0 27.0 27.0 12.0 39.0 39.0Total Split (%) 44.3% 44.3% 44.3% 44.3% 44.3% 38.6% 38.6% 17.1% 55.7% 55.7%Maximum Green (s) 25.0 25.0 25.0 25.0 25.0 21.0 21.0 6.0 33.0 33.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lag Lag LeadLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None Max Max None Max MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 16.5 16.5 16.5 16.5 16.5 23.9 23.9 33.3 33.3 33.3Actuated g/C Ratio 0.27 0.27 0.27 0.27 0.27 0.39 0.39 0.54 0.54 0.54v/c Ratio 0.73 0.39 0.08 0.48 0.18 0.03 0.34 0.23 0.31 0.27Control Delay 35.8 19.4 16.4 21.8 2.3 16.7 17.0 9.9 10.4 2.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 35.8 19.4 16.4 21.8 2.3 16.7 17.0 9.9 10.4 2.4LOS D B B C A B B A B AApproach Delay 27.9 16.2 17.0 7.3Approach LOS C B B AQueue Length 50th (m) 21.2 17.1 2.2 22.8 0.0 0.8 18.2 6.7 17.0 0.0Queue Length 95th (m) 41.0 31.4 6.8 39.5 4.6 4.3 41.3 18.2 39.6 10.4Internal Link Dist (m) 111.3 201.2 102.2 140.8Turn Bay Length (m) 40.0 55.0 30.0 30.0 75.0 20.0Base Capacity (vph) 433 761 486 766 734 420 700 578 983 980Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.48 0.26 0.05 0.31 0.13 0.03 0.34 0.23 0.31 0.27


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Traffic Impact Study - City of Prince George Hall/Agendas/2017/2017...Traffic Impact Study O’Grady Multi-Family Development, Prince George BC 2341-02333-00 Page 2 Figure 2: Proposed