NOISE AND VIBRATION FEASIBILITY STUDY 316 BLOOR STREET WEST CITY OF TORONTO, ONTARIO

NOISE AND VIBRATION FEASIBILITY STUDY 316 BLOOR STREET WEST CITY OF TORONTO, ONTARIO Prepared for: State Building Group Attn.: John Guanti 27 Dufferin Street, Unit 34 Toronto, Ontario M6B 4J3 Prepared by Darryl McCumber, BASc, EIT and Brian V. Chapnik, PhD, PEng October 28, 214

Table of Contents 1 Introduction and Summary... 1 2 Site and Area Description... 2 3 Noise and Vibration Criteria... 3 3.1 ROAD NOISE... 3 3.2 VIBRATION CRITERIA... 4 4 Road Traffic Noise Assessment... 5 4.1 ROAD TRAFFIC DATA... 5 4.2 ROAD TRAFFIC NOISE PREDICTIONS... 5 4.3 TRANSPORTATION NOISE - RECOMMENDATIONS... 6 4.3.1 Ventilation Requirements... 6 4.3.2 Building Constructions... 7 4.3.3 Outdoor Living Areas (OLAs)... 7 5 Ground-borne Vibration Assessment... 8 5.1 SITE MEASUREMENTS... 8 5.2 VIBRATION CONTROL... 9 6 Recommended Warning Clauses... 1 7 Impact of the Development on the Environment... 11 8 Impact of the Development on Itself... 11 9 Implementation... 12 1 Conclusions... 12 FIGURE 1: KEY PLAN FIGURE 2: LOCATION OF SUBWAY LINES FIGURE 3: LOCATION OF LRT TURNAROUND LOOP FIGURE 4: SITE PLAN FIGURE 5.1 TO 5.2: MEASURED GROUND-BORNE VIBRATION LEVELS FIGURE 6: MEASURED SOUND LEVELS APPENDIX A: ROAD TRAFFIC DATA

316 Bloor Street West, Toronto Page 1 Noise and Vibration Feasibility Study October 28, 214 1 Introduction and Summary Howe Gastmeier Chapnik Limited (HGC Engineering) was retained by State Building Group to perform a Noise and Vibration Feasibility Study for the proposed mixed-use development to be located at 316 Bloor Street West in Toronto. The site is just south of the Toronto Transit Commission s (TTC) Bloor subway line and Spadina subway line, and the Spadina LRT turnaround loop borders the site to the north, east and south. Site measurements indicate that vibration from these sources will be below the threshold of tactile perceptibility, however, re-radiated sound is anticipated to be clearly audible in the new building unless isolation materials are introduced into the design of the foundation. Road traffic noise from Bloor Street and Spadina Road is also of concern. Appropriate sound insulation measures will need to be integrated into the design of the building envelope to maintain acceptable indoor sound levels, in accordance with MOE guidelines. Standard glazing assemblies are anticipated to be sufficient, assuming a typical amount of glazing within the suites. Noise levels in outdoor amenity areas re expected to be within the target criteria, assuming a standard solid parapet or railing is included. Thus, with suitable controls integrated into the building plans, it is concluded that the proposed development will meet MOE guidelines from the perspective of traffic noise, and reasonable standards with respect to subway and LRT vibration impact, and is therefore feasible. Details of the assessment leading to this conclusion are provided herein.

316 Bloor Street West, Toronto Page 2 Noise and Vibration Feasibility Study October 28, 214 2 Site and Area Description The subject property is located in Toronto, just east of Spadina Road, on the north-west corner of the intersection of Madison Avenue and Bloor Street West. The nearby land uses include commercial buildings and residential buildings. The Spadina subway station is located northwest of the site. A public park ( Ecology Park ) separates the site from properties to the north. To the east of the site, the Spadina line lies directly above the Bloor line, but then turns northward and tunnels deeper below Ecology Park. The TTC s Bloor and Spadina subway tunnels are located north of the development, approximately 15-2 m from the property line, below Ecology Park. The Spadina light rail transit (LRT) line accesses the Spadina station below grade, via a tunnel which includes a turnaround loop which abuts the site to the north and east, coming to within a few metres at some locations. A key plan is attached as Figure 1. The locations of the subway lines and the LRT turnaround loop are shown in Figures 2 and 3. There is an existing 3 storey concrete and masonry building on site, with 1 level of basement below. This building will be demolished to make way for the new development. According to the preliminary drawings dated September 24, 214, the development will consist of a single 42- storey residential tower, above a 6-storey podium, over four levels of underground parking. The ground floor is shown to include some retail uses. The 2 nd and 3 rd floors are shown to include amenity and storage spaces. Residential suites begin on the 4 th floor. Outdoor amenity areas are shown on the 3 rd, 7 th, and 43 rd floors of the building. A site plan is attached as Figure 4. A site visit was conducted by HGC Engineering on September 18, 214 to take vibration measurements on the site, and to see the property and the surrounding area. During the visit, there were no audible sounds noted from any surrounding commercial facilities. Nevertheless, a warning clause is recommended to inform the future residents of the potential for occasional audible noise from any surrounding commercial uses. The area is considered to be Class I (urban) in terms of its acoustical environment.

316 Bloor Street West, Toronto Page 3 Noise and Vibration Feasibility Study October 28, 214 3 Noise and Vibration Criteria 3.1 Road Noise Criteria for acceptable levels of traffic noise are contained in the Ontario Ministry of Environment (MOE) publication NPC-3, "Stationary and Transportation Sources - Approval and Planning, October 213. Sound level limits from road traffic sources are summarized in Table I below. Table I: Road Traffic Noise Criteria [dba] Area Daytime L EQ (16 hour) Night-time L EQ (8 hour) Outdoor Living Area 55 -- Living or dining areas of residences 45 45 Sleeping Quarters (bedrooms) 45 4 Daytime refers to the period between 7: and 23:. Night-time refers to the period between 23: and 7:. Living areas include dining rooms, dens, studies, etc. Kitchens, corridors and washrooms are usually not considered to be noise-sensitive areas. The term "Outdoor Living Area" (OLA) is used in reference to an outdoor patio, a backyard, a terrace, a playground, or common areas associated with high-rise multi-unit buildings where passive outdoor recreation is expected to occur. Balconies with a depth of less than 4 meters (measured perpendicular to the building façade) are not considered OLAs under MOE guidelines, and accordingly the noise criteria are not applicable there. In cases where a minor excess (up to 5 db) over the sound level limit in an OLA is anticipated, MOE guidelines allow the excess to be addressed by including a warning clause in the titles, deeds or tenancy agreements for the affected dwellings. Where OLA sound levels exceed 6 dba, physical noise control measures, such as an acoustical barrier, are required. Where the road traffic noise level (L EQ ) outside bedroom windows is greater than 6 dba at night-time, windows must be designed to achieve the indoor sound level criterion of 4 dba. In addition, for living room and bedroom windows, where the road traffic noise level (L EQ ) is

316 Bloor Street West, Toronto Page 4 Noise and Vibration Feasibility Study October 28, 214 greater than 65 dba during the daytime, windows must be designed to achieve the indoor sound level criterion of 45 dba. Otherwise, any glazing meeting the Ontario Building Code is considered adequate according to the MOE guidelines. Where the predicted night-time and daytime sound levels exceed the criteria, central air conditioning is required so that windows can remain closed against the noise. 3.2 Vibration Criteria Vibration from the passage of the subways may be transmitted via the ground and then transferred up through the structure. Vibration intrusions that are potentially unacceptable in the residential suites could take the form of either vibration which is clearly perceptible to the touch and/or which produces radiated noise levels in excess of the ambient acoustic environment. From a vibration impact perspective, the lower residential suites are the critical receptors. Vibration levels are typically measured in terms of oscillatory velocity or acceleration. The levels discussed in this report are presented in dbg, which refers to decibels of acceleration relative to the acceleration of gravity, as a function of one-third octave band frequencies (Hz). The levels have been plotted against American National Standards Institute (ANSI) criteria and International Standards Organization (ISO) criteria ANSI-S3.29/ISO-2631-2 for human perception of tactile vibration while seated. Conformance with these criteria does not guarantee that vibration levels will be imperceptible to all individuals under all conditions, but is nonetheless a reasonable standard for acceptability. Note that these criteria are for the base structure only and do not account for amplification by lightweight structures, finishes, furniture, etc. The ANSI/ISO criteria do not address noise; vibrations at frequencies over 2 Hz are also of concern for re-radiated noise, even at levels well below the tactile perceptibility threshold. Experience suggests that while the subway pass-bys may be audible in the building to some extent, if the levels are confined to about NC-3 (35 dba) or lower, the audibility of the passbys may be considered reasonable. This criterion level is similar to what is used by the TTC to assess the potential for intrusions from future undertakings (subway expansions), and similar to

316 Bloor Street West, Toronto Page 5 Noise and Vibration Feasibility Study October 28, 214 criteria used by the US Federal Transit Administration to assess ground-borne noise intrusions from subways and trains. 4 Road Traffic Noise Assessment 4.1 Road Traffic Data Traffic data for Spadina Road and Bloor Street West was obtained from the City of Toronto, in the form of 8 hour turning volumes for the year 213. The available traffic data is provided in Appendix A. In accordance with standard procedures, road traffic data was forecasted to the year 224 using an assumed annual percentage growth rate of 2.5%. A day/night split of 9% / 1% was assumed. The posted speed limit of 5 km/h was used for both Spadina Road and Bloor Street West. Projected hourly traffic volumes are listed in Table II below. Table II: Projected Hourly Road Traffic Data (Year 224) Road Name Bloor Street West: East of Spadina Road Spadina Road: North of Bloor Street West Cars Medium Heavy Trucks Trucks Total Daytime 11 93 14 118 Night-time 223 21 3 247 Total 1224 114 17 1355 Daytime 1297 42 28 1367 Night-time 288 9 6 33 Total 1585 51 34 167 4.2 Road Traffic Noise Predictions To assess the levels of traffic noise which will impact the site in the future, predictions were made using a numerical computer modeling package (Cadna-A version 4.4.145). The model is based on the methods from ISO Standard 9613-2.2, Acoustics - Attenuation of Sound During Propagation Outdoors, which accounts for reduction in sound level with distance due to geometrical spreading, air absorption, ground attenuation and acoustical shielding by intervening structures.

316 Bloor Street West, Toronto Page 6 Noise and Vibration Feasibility Study October 28, 214 The road noise sources have been included in the model using the basic road element included in Cadna-A, which follows the German guideline RLS-9 for road traffic noise predictions. The model road traffic values have been qualified on similar projects to be within 1-2 dba of those predicted in STAMSON 5.4, a computer algorithm developed by the MOE. Predictions of overall sound levels from all road sources were made at each of the building facades. The highest results for each façade are summarized in Table III. Table III: Predicted Future Façade Sound Levels Due to Road Traffic [dba] Façade Daytime L EQ (16 hr) Night-time L EQ (8 hr) Tower North 58 52 South 66 6 West 65 58 East 62 55 Podium North 58 52 South 68 61 West 66 59 East 64 57 4.3 Transportation Noise - Recommendations The following discussion outlines preliminary recommendations for building façade constructions and ventilation requirements to achieve the noise criteria stated in Table I. Warning clauses are further discussed in Section 6. 4.3.1 Ventilation Requirements At some of the building facades, the predicted night-time sound levels exceed 6 dba and the daytime levels exceed 65 dba; therefore, central air conditioning systems are required so that windows may remain closed.

316 Bloor Street West, Toronto Page 7 Noise and Vibration Feasibility Study October 28, 214 4.3.2 Building Constructions Floor plans and elevations have not yet been sufficiently developed for the detailed acoustical specification of the building envelope. For the purposes of this preliminary analysis, typical window-to-floor areas were assumed to be 8% (i.e. 7% fixed, 1% operable relative to floor area). Based upon these assumptions, it was determined that the glazing along the south side of the development must achieve a sound transmission class (STC) rating of at least 35 in order to achieve the target indoor sound level criteria. Operable doors and windows must have good seals, selected to achieve an installed acoustical performance of at least STC-32. These requirements imply fairly standard glazing assemblies. Façades with less exposure to Bloor Street West and Spadina Road are somewhat less impacted, and accordingly a lower STC would be acceptable while still meeting the indoor targets. However, in an urban environment such as this, we do not typically recommend less than STC- 34. Conversely, if more glazing is incorporated, higher STC requirements may apply. Acoustical criteria for different façades can be optimized as part of the detail design of the building envelope, if required. 4.3.3 Outdoor Living Areas (OLAs) Outdoor amenity spaces are shown on the 3 rd, 7 th, and 43 rd floors. These outdoor living areas are subject to the MOE criteria outlined in Table I. Assuming a 1.7 m high parapet or other solid perimeter barrier along the edge of these spaces, the predicted sound level in the centre of each space is less than 6 dba. Thus, additional mitigation measures are not anticipated to be required. Balconies are not shown on the current drawings, but are assumed to be less than 4 m in depth; therefore, the OLA limits do not apply there.

316 Bloor Street West, Toronto Page 8 Noise and Vibration Feasibility Study October 28, 214 5 Ground-borne Vibration Assessment 5.1 Site Measurements To assess the potential ground-borne vibration impact on the development due to the Bloor and Spadina subway lines and the Spadina LRT turnaround loop, HGC Engineering measured vibration levels impacting the site. Vibration measurements were conducted outside at grade, and inside the existing building, on the basement and ground floor levels. Sound levels were simultaneously measured with vibration levels inside the building. Pass-bys were clearly audible on each floor of the building. It is clear, from the frequency of events, that most of the audible pass-bys were attributable to subways, however it was not possible to separately distinguish LRT pass-bys, either audibly or by acoustic signature. The vibration data was analyzed and compared to criteria as outlined in Section 3.2. Some additional predictions were also undertaken, adjusting the measured levels to account for the different factors likely to affect the vibration path in the new development. These adjustments include higher foundation losses due to coupling of the soil to the new heavier building foundation (i.e., assumed to be poured concrete on caissons), and floor-to-floor attenuation up to the first residential level (4 th floor). Measured and predicted maximum vibration levels are shown in Figures 5.1 and 5.2. A curve is plotted on each figure representing the ANSI criteria for human perception of vibration in structures, up to a frequency of 63 Hz, and NC curves for audible sound at frequencies above that. Measured vibration levels approached the ANSI/ISO criteria for tactile perception in the 4-63 Hz range outdoors and on the ground floor of the building, but not in the basement. However, vibration at audible frequencies in the 1-2 Hz range was high in the basement as well as outdoors. Measured vibration levels inside the building peaked at NC-4 in the audible range, exceeding the NC-3 criteria, and predicted vibration levels on the 4 th floor, are also expected to meet or exceed this threshold. Thus subway (and possibly LRT) pass-bys are expected to be audible and at the limit of acceptability in the nearest suites on the lower levels of the new tower, if no vibration control measures are included.

316 Bloor Street West, Toronto Page 9 Noise and Vibration Feasibility Study October 28, 214 We note that the predicted re-radiated noise corresponded reasonably well with measured sound levels in the basement (NC-4 to NC-45) and the ground floor (NC-35 to NC-4). Measured sound levels of several representative pass-bys in the basement level are shown in Figure 6. Note that mechanical equipment in the boiler room on this floor contributed to the ambient sound level at some locations. It is further noted from review of the data that measured vibration levels were highest at the north side of the building, with lesser levels seen on the south side, suggesting vibration from the subway is dominant over vibration from the LRT. 5.2 Vibration Control As discussed above, re-radiated sound produced by subway pass-bys was clearly audible in the existing building on the site, and is anticipated to be audible to some extent in the proposed building as well, with predicted sound levels at the nearest residential suites approaching or potentially exceeding the target range outlined above. The actual degree of vibration transmission into the new structure will depend on the design of the foundation and the shoring. In this instance, the depth of the underground will be at a similar or lower level than the subway tunnels, rather than above the tunnels as were the locations where the measurements were conducted on the site, at grade and in the existing basement. If no isolation material is provided, vibration in the soil will transmit effectively into the foundation walls, which will couple into the parking slabs and thus be transmitted into the building structure (reducing with distance up the building and resulting in some low-level audibility in the nearest suites, as discussed above). Consideration can be given to integrating some vibration isolation materials to help reduce or eliminate the audible noise. In this case, the isolation materials would likely be deployed mainly along the north side of the site, wrapping back for some distance along the east and west sides, with potentially more extensive treatment along the east side and the south-east corner to address the LRT tunnel. Given the complexity of the various tunnels around this site, additional vibration measurements on the shoring walls after excavation is complete would be helpful to optimize the recommended extent of the applied treatments.

316 Bloor Street West, Toronto Page 1 Noise and Vibration Feasibility Study October 28, 214 With respect to isolation methods, one possible approach is to use bridge bearing pads to separate the parking slabs from the foundation wall, suitably designed to provide a reasonable degree of isolation while at the same time resisting the horizontal and vertical loads at the foundation wall. Another approach that could be considered is to place a resilient sheet materials (e.g., 75 mm thick Ethafoam slabs or similar) between the foundation wall and the shoring wall. This approach requires additional columns at the perimeter to support the slab edge. This latter method is generally more effective where the shoring system includes a caisson wall, as otherwise the footings of the foundation wall are exposed and this limits the performance of the system. In either case, the pads or the resilient sheet materials will have to be carefully selected based on the soil and structural loading to ensure that the proper stiffness is achieved and that they are not crushed. Selected measures can be developed further, as required, during detail design. As outlined above, the criteria for both sound and vibration are considered to be reasonable standards for acceptability. However, conformance with these standards does not imply that vibration levels will be imperceptible and/or sound levels will be inaudible. Therefore, consideration should be given to including warning clauses in all sales or rental agreements, and in development agreements with the municipality. 6 Recommended Warning Clauses MOE guidelines recommend that appropriate warning clauses be included in the development agreements registered on property titles, and in purchase and sale agreements or tenancy agreements of properties where anticipated traffic sound level excesses are identified. The actual wording of the warning clause depends on the nature of the excess, and may be altered as necessary to suit the City s requirements, or as recommended by the owner s legal advisors. For this site, several clauses are recommended as follows: (a) Purchasers/tenants are advised that despite the inclusion of noise control features in the development and within the building units, sound levels due to increasing road traffic may on occasion interfere with some activities of the dwelling occupants as the sound levels exceed the Municipality s and the Ministry of the Environment s

316 Bloor Street West, Toronto Page 11 Noise and Vibration Feasibility Study October 28, 214 (b) (c) noise criteria. This building has been supplied with a central air conditioning system which will allow windows and exterior doors to remain closed, thereby ensuring that the indoor sound levels are within the Ministry of Environment s noise criteria. This development is located adjacent to the Toronto Transit Commission s Bloor and Spadina subway lines and Spadina LRT. Noise and vibration from subway and LRT operations may occasionally be perceptible and/or audible in the dwelling units. Purchasers/tenants are advised that due to the proximity of this development to nearby retail and commercial facilities, sound levels from the facilities may at times be audible. 7 Impact of the Development on the Environment It is expected that any increase in local traffic associated with the development will not be substantial enough to affect area noise levels significantly. Criteria for acceptable noise emissions from building mechanical and electrical equipment are provided by City of Toronto Municipal Code, Chapter 591, and MOE Publication NPC-3, and should be taken into account during the detail design of the building. At the time of this study, the design of the proposed building was in its initial stages, and the mechanical and electrical systems had not yet been developed. An acoustical consultant should review the design of the mechanical and electrical building systems and the equipment selections when they have been determined, to help ensure that the noise levels emitted by the development to the environment will meet the City of Toronto by-law requirements, as well as any MOE requirements. 8 Impact of the Development on Itself The impact of the development on itself can be categorized into noise intrusions transmitted between adjacent spaces, and noise generated by mechanical and/or electrical systems, or other equipment within the building. The Ontario Building Code (OBC) specifies the minimum required sound insulation characteristics for demising partitions, in terms of Sound Transmission Class (STC) values. In order to maintain adequate acoustical privacy between separate suites in a multi-tenant building, inter-suite demising assemblies must meet or exceed STC-5. Walls separating a suite from a noisy space such as a refuse chute, or elevator shaft, must meet or exceed STC-55. In addition, it

316 Bloor Street West, Toronto Page 12 Noise and Vibration Feasibility Study October 28, 214 is recommended that the floor/ceiling constructions separating suites from amenity spaces and retail spaces also meet or exceed STC-55. It is generally recommended that partitions be selected 3 to 4 points above these requirements so that performance in the field meets these minimum specifications. In addition to the partition selections, as the design and selection of the building mechanical systems are completed, they should be reviewed by a qualified acoustical consultant, to help ensure that these systems do not result in excessive noise intrusions in the occupied areas of the building. 9 Implementation Upon review and approval of this feasibility study by the City, all recommendations set forth in the study should be secured through the Conditions of Site Plan Approval, to the satisfaction of the City. Prior to the issuance of occupancy permits for this development, the City s building inspector or a Professional Engineer qualified to perform acoustical engineering services in the province of Ontario should certify that the noise control measures have been properly incorporated, installed, and constructed. 1 Conclusions Measurements and modelling have been undertaken to assess the noise and vibration impact of surrounding sources on the proposed mixed-use development at 316 Bloor Street West in Toronto. Road traffic on Bloor Street West and Spadina Road generates moderate levels of noise, which must be mitigated by including glazing assemblies with reasonable sound insulation performance as recommended in Section 4.3.2. Vibration from LRT and subway pass-bys has been assessed, and while low-frequency vibrations perceptible to the touch are expected to be within acceptable limits, re-radiated audbile noise levels are anticipated to meet or exceed the target criteria at the nearest residential suites. Consideration can be given to including isolation measures in the design of the building foundations to address these impacts.

316 Bloor Street West, Toronto Page 13 Noise and Vibration Feasibility Study October 28, 214 Madison Pub and Hotel Ecology Park Spadina Subway Line Spadina Station Bloor Subway Line Site Low-rise commercial buildings High-rise office building Figure 1: Key Plan showing subject site and nearby transportation sources.

316 Bloor Street West, Toronto Page 14 Noise and Vibration Feasibility Study October 28, 214 Spadina Subway Line Bloor Subway Line Site Figure 2: Subway Line Locations

316 Bloor Street West, Toronto Page 15 Noise and Vibration Feasibility Study October 28, 214 Site Figure 3: LRT Turnaround Loop Location.

316 Bloor Street West, Toronto Page 16 Noise and Vibration Feasibility Study October 28, 214 Figure 4: Site Plan

316 Bloor Street West, Toronto Page 17 Noise and Vibration Feasibility Study October 28, 214 Figure 5.1: Vibration Levels and Reference Curves Outdoors Figure 5.2: Vibration Levels and Reference Curves Basement and Ground Floor

316 Bloor Street West, Toronto Page 18 Noise and Vibration Feasibility Study October 28, 214 Figure 6: Measured Sound Levels Basement (Average over Pass-by)

316 Bloor Street West, Toronto Page 19 Noise and Vibration Feasibility Study October 28, 214 APPENDIX A Road Traffic Data

City of Toronto - Traffic Safety Unit Turning Movement Count Summary Report BLOOR ST AT SPADINA AVE & SPADINA RD (PX 281) Survey Date: Survey Type: 213-Aug-15 Routine Hours (Thursday) Time Period Vehicle Type Exits NORTHBOUND Left Thru Right EASTBOUND SOUTHBOUND WESTBOUND Total Exits Left Thru Right Total Exits Left Thru Right Total Exits Left Thru Right Total Peds Bike Other 8:15-9:15 AM PEAK CAR TRK BUS 285 1 27 44 25 86 335 1,42 52 841 84 977 674 115 524 35 674 325 66 246 28 1 8 3 12 34 2 27 5 34 16 4 8 2 14 14 3 11 27 27 35 33 33 2 34 14 2 N S E W 316 195 323 399 16 5 127 41 TOTAL: 322 45 24 89 374 1,76 54 868 89 1,11 725 119 565 37 721 339 71 257 28 356 17:-18: PM PEAK CAR TRK BUS 642 6 4 83 514 89 686 49 39 379 57 475 426 22 27 42 334 65 99 525 89 1 3 4 3 3 3 4 3 3 1 1 9 3 36 36 1 2 2 4 38 8 36 44 2 2 4 713 13 6 N S E W 762 583 535 592 47 29 78 177 TOTAL: 688 84 553 89 726 53 39 384 59 482 468 3 39 42 381 662 1 536 96 732 OFF HR AVG CAR TRK BUS 369 15 34 53 268 12 423 539 47 374 6 481 441 63 295 47 45 385 86 285 54 4 9 5 18 28 2 19 5 26 16 4 6 2 12 25 5 19 4 1 28 2 31 8 1 1 29 5 27 32 2 2 1 6 425 28 9 N S E W 543 359 297 376 18 24 78 62 TOTAL: 418 58 35 19 472 575 49 394 65 58 486 72 328 49 449 412 93 35 64 462 7:3-9:3 2 HR AM CAR TRK BUS 541 24 52 88 371 159 618 1,845 99 1,494 147 1,74 1,234 192 951 63 1,26 651 136 5 71 5 13 9 27 68 5 52 5 62 31 7 19 4 3 4 7 31 6 1 51 52 66 62 62 2 4 1 1 77 44 6 N S E W 541 31 53 631 27 85 185 76 TOTAL: 617 94 435 168 697 1,913 14 1,546 152 1,82 1,331 199 1,32 67 1,298 693 147 532 78 757 16:-18: 2 HR PM CAR TRK BUS 1,213 13 81 163 969 191 1,323 998 86 739 11 935 817 68 528 87 683 1,244 179 994 158 3 7 5 15 18 11 1 12 9 2 6 8 25 2 22 6 72 2 74 16 2 2 4 72 12 7 82 3 3 9 1,331 3 12 N S E W 1,444 1,7 1,38 1,138 72 59 158 286 TOTAL: 1,37 166 1,48 198 1,412 1,32 86 752 113 951 898 82 64 87 773 1,272 181 1,19 173 1,373 7:3-18: 8 HR SUM CAR TRK BUS 3,229 98 266 462 2,413 759 3,634 4,998 373 3,729 495 4,597 3,813 51 2,659 339 3,58 3,434 659 2,633 443 23 56 34 113 194 14 137 25 176 13 23 49 1 82 161 29 128 28 6 234 9 249 45 6 3 9 252 3 239 1 27 15 1 8 32 3,735 185 5 N S E W 4,157 2,814 2,73 3,274 172 241 655 68 TOTAL: 3,593 491 2,73 82 3,996 5,237 387 3,872 523 4,782 4,168 563 2,947 35 3,86 3,61 698 2,769 53 3,97 Total 8 Hour Vehicle Volume: 16,68 Total 8 Hour Bicycle Volume: 1,676 Total 8 Hour Intersection Volume: 18,284 Comment: Page 1 of 1 Printed On: 22 Sep, 214 11:25:14AM