Strasburg Road Extension Rush Meadow Street to New Dundee Road Alternative Route Study Report July 2012
TABLE OF CONTENTS Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Page 1.0 BACKGROUND... 1 2.0 EXISTING TRAFFIC CONDITION... 3 2.1 EXISTING ROAD NETWORK... 3 2.2 EXISTING TRAFFIC VOLUMES... 3 3.0 FUTURE BACKGROUND TRAFFIC VOLUMES... 4 3.1 TRAFFIC DIVERSION... 4 3.2 CORRIDOR GROWTH... 4 4.0 FUTURE TOTAL TRAFFIC CONDITION... 5 4.1 SITETRIP GENERATION... 7 4.2 SITETRIP DISTRIBUTION... 14 4.3 SITETRIP ASSIGNMENTS... 14 4.3.1 BASE CASE... 14 4.3.2 OPTION 1... 15 5.0 TRAFFIC IMPACT ASSESSMENT... 17 5.1 EXISTING TRAFFIC CONDITIONS (2010)... 17 5.2 FUTURE TOTAL TRAFFIC CONDITIONS (2018)... 19 5.2.1. BASE CASE... 20 5.2.2. OPTION 1... 21 5.2.3. TRAFFIC INFILTRATION... 23 6.0 ENGINEERING IMPACT... 25 7.0 ENVIRONMENTAL IMPACT... 27 7.1 BASE CASE... 27 7.1.1 NATURAL ENVIRONMENT... 27 7.1.2 SOCIAL ENVIRONMENT... 28 7.1.3 CULTURAL ENVIRONMENT... 28 7.2 OPTION 1... 28 7.2.1 NATURAL ENVIRONMENT... 28 7.2.2 SOCIAL ENVIRONMENT... 29 7.2.3 CULTURAL ENVIRONMENT... 29 8.0 SUMMARY ASSESSMENT... 31 9.0 COMPARATIVE EVALUATION AND CONCLUSIONS... 38 9.1 COMPARATIVE EVALUATION... 38 9.2 CONCLUSIONS... 40 APPENDICES Appendix A Appendix B Appendix C Appendix D Traffic Figures Capacity Analysis Results Road Geometric Design Figure Vegetation Community Impacts i July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 1.0 BACKGROUND SNC-Lavalin Inc. (SLI) was retained by the City of Kitchener to undertake an Alternative Route Selection study for the Strasburg Road Extension from its current south terminus at Rush Meadow Street. This study was undertaken to assess another route alternative and compare the functionality and impacts of the alternate route to those of the established Strasburg Road corridor, as illustrated in the City s Official Plan (OP). This study was undertaken as an addendum to the original scope of work that SLI has been working under with respect to the Detail Design of the Strasburg Road Extension from Rush Meadow Street to 500 m north of Stauffer Drive, and the Environmental Assessment Study related to the extension of Strasburg Road from 500 m north of Stauffer Drive to New Dundee Road. The approved alignment of the Strasburg Road Extension from Rush Meadow Street to 500 m north of Stauffer Drive has been developed based on the recommendations from a number of community and transportation network planning studies that were completed between 1981 and 2003. With the approval by City Council of the 2004/2005 Development Charge Background Study and the Brigadoon Community Plan, the proposed layout of the Strasburg Road Extension between Rush Meadow Street and 500 m north of Stauffer Drive was reaffirmed. The approval of the Doon South Community Plan Phase II in 2009 reconfirmed the Strasburg Road alignment between Rush Meadow Street and Stauffer Drive. Recent draft approval of the Regional Transportation Master Plan by the Region of Waterloo once again confirmed the need for and prioritization of the extension of Strasburg Road from Rush Meadow Street to New Dundee Road. The proposed Strasburg Road corridor identified for the southerly extension from its current terminus traverses an environmentally sensitive area consisting of a Provincially Significant Wetland (PSW), a dense wooded area and other sensitive environmental features. The objective of this study was to assess a feasible alternative to the current OP alignment that might significantly reduce the environmental impact of the extension of Strasburg Road from Rush Meadow Street to New Dundee Road. The alternative alignment for consideration was established by the City s Senior Project Management Team. Figure 1 in Appendix A illustrates the established alignment based on the City s Official Plan (Base Case) and the proposed alternative alignment (Option 1). To successfully complete this study, and also to understand the impact of the alternative alignment of the Strasburg Road Extension on the transportation network, a wider study area was considered. The only horizon year that was evaluated for traffic forecasting purposes was 2018. The horizon year 2018 was chosen based on the 2009 OMB decision related to the Doon South Community Plan. This assignment assessed both the Base Case and Option 1 primarily with respect to the traffic impacts at the existing and future traffic intersections, the future grading impact (footprint) of the proposed alignments, and the environmental impact parameters being used in the EA study. The study area for the traffic impact component was bounded by Huron Road to the north, Homer Watson Boulevard to the east, New Dundee Road to the south and Fischer Hallman Road to the west. The study area road intersections to be analyzed included existing intersections along Huron Road, Homer Watson Boulevard, New Dundee Road and Fischer Hallman Road. The study also evaluated the future road intersections on Strasburg Road. The list below summarizes the study area intersections covered: Existing Intersections: 1. Huron Road & Fischer-Hallman Road; 2. Huron Road & Strasburg Road; 3. Strasburg Road & Rush Meadow Street; 4. Huron Road & Battler Road; 5. Huron Road & Trillium Drive; 1 July 2012
6. Homer Watson Boulevard & Manitou Drive; 7. Doon Village Road & Pioneer Drive; 8. Homer Watson Boulevard & Pioneer Drive; 9. Homer Watson Boulevard & Doon South Drive; 10. Homer Watson Boulevard & Conestoga College Boulevard; 11. New Dundee Road, Homer Watson Boulevard & Highway 401 Ramp; 12. New Dundee Road & Conestoga College Boulevard; 13. New Dundee Road & Thomas Slee Drive; 14. New Dundee Road & Robert Ferrie Drive; 15. New Dundee Road & Reichert Drive; 16. New Dundee Road & Reidel Drive; and 17. New Dundee Road & Fischer-Hallman Road; Future Intersections: 1. Strasburg Road & Rockcliffe Drive; 2. Strasburg Road & Biehn Drive; 3. Strasburg Road & Robert Ferrie Drive; 4. Strasburg Road & Blair Creek Drive; 5. New Dundee Road & Collector Road B; and 6. New Dundee Road & Collector Road A. Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Figure 2 in Appendix A illustrates the study area. One of the primary objectives of this study was to identify any possible change of the future traffic assignment on extended Strasburg Road from the proposed development communities around the Brigadoon and Doon South areas with respect to the Base Case and Option 1 alignment alternatives. Another objective of this study was to assess any potential increase in infiltration (short-cutting) of development traffic through the existing neighbourhoods, and also to assess the traffic impact at the neighbouring study area intersections. The proposed alternative alignment would have an impact on the existing neighbourhood intersections; however, to identify the potential impact on the neighbourhood intersections, further studies will be required to quantify the details of impacts on the surrounding intersections within the existing Brigadoon and Doon South areas. The following sections present the assessment of the traffic impact, environmental impact and cost implications for both alignments of the Strasburg Road Extension. 2 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 2.0 EXISTING TRAFFIC CONDITION 2.1 EXISTING ROAD NETWORK Huron Road, an urban arterial, exhibits a basic 4-lane cross-section within the study area. The posted speed on Huron Road is 60 km/h within the vicinity of the study area. At the time that this report was prepared, the intersection of Huron Road and Strasburg Road was signalized, but has since been converted to a multi-lane roundabout. Huron Road terminates at Homer Watson Boulevard, forming an interchange. The eastbound left movement on Huron Road at Homer Watson Boulevard operates under Stop control; all other movements at this intersection operate under free flow conditions. Homer Watson Boulevard is another 4-lane divided urban arterial within the City. Homer Watson Boulevard interchanges with Highway 401 and becomes Fountain Street to the south of the interchange. New Dundee Road is a basic 2-lane road, varying from a semi-urban to a rural cross-section as it travels west, and Fischer Hallman Road is also a basic 2-lane rural arterial with a posted speed of 80 km/h. Strasburg Road is an existing 4-lane urban collector, with a posted speed of 50 km/h. The City plans to implement the Strasburg Road Extension as a major 4-lane urban collector with a posted speed of 60 km/h. 2.2 EXISTING TRAFFIC VOLUMES The 2008 traffic volumes during the weekday morning and afternoon peak hours at the existing study area intersections were extracted from the turning volumes reported in the Doon South Community and Broader Study Area Traffic Impact Study November 2008 1 (the Paradigm report). The 2008 traffic volumes were applied with a growth rate of 1% per annum to update the turning movement volumes to 2010. Based on the current land use around Strasburg Road, south of Huron Road, no significant change in the traffic turning volumes is anticipated, other than the background corridor growth. Figure 3 in Appendix A illustrates the existing traffic volumes (2010) during the weekday morning and afternoon peak hours, respectively, at all the intersections within the vicinity of the study area. 1 Doon South Community and Broader Study Area Traffic Impact Study November 2008 - Paradigm Transportation Solutions. 3 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 3.0 FUTURE BACKGROUND TRAFFIC VOLUMES 3.1 TRAFFIC DIVERSION The Doon South and Broader Study Area Traffic Impact Study report indicated that the Regional transportation model forecasted a modest traffic diversion from the existing road network upon completion of the Strasburg Road Extension (i.e., diversion of traffic from Huron Road Homer Watson Boulevard onto extended Strasburg Road). Base Case: This report estimates the traffic diversion volumes under 2018 traffic conditions based on the Traffic Impact Study report under reference for the Base Case scenario. The proximity of the Strasburg Road/Reidel Drive and New Dundee Road intersection to the Highway 401 interchange on Homer Watson Boulevard under the Base Case scenario was expected to attract more diverted/induced traffic volumes travelling along Huron Road and Homer Watson Boulevard. This report also assumes that the extension of Robert Ferrie Drive and Blair Creek Drive through the Doon South Community up to Strasburg Road will be completed and both intersections (i.e., Robert Ferrie Drive/Strasburg Road and Blair Creek Drive/Strasburg Road) will be operational under the future traffic conditions. This report, therefore, assumes that traffic using the Stauffer Drive and Riedel Drive intersection will be turning at the Robert Ferrie Drive and Strasburg Road intersection under 2018 traffic conditions. Option 1: With Option 1, a modest diversion of traffic to and from the north/northwest of the Strasburg Road/Huron Road intersection is anticipated. The modest diversion is expected due to the westerly shift of the Strasburg Road alignment relative to the Base Case alignment. The westerly shift of Strasburg Road will create increased travel distances for the diverted traffic, resulting in higher travel times and comparatively reduced travel demand. Extension of Robert Ferrie Drive and Blair Creek Drive up to future Strasburg Road is also anticipated under the Option 1 scenario. The existing intersection of Riedel Drive/Cameron Road and New Dundee Road was expected to remain operational, and future Strasburg Road will form a Tee intersection with New Dundee Road, approximately 925 m to the west. 3.2 CORRIDOR GROWTH The Doon South and Broader Study Area Traffic Impact Study report reflects that, based on the traffic forecast from the Regional model, a corridor growth rate of 1% per year was estimated in and around the study area. This report, therefore, assumes a simple growth rate of 1% per annum to estimate the background traffic volumes during the weekday peak hours under the future background traffic conditions. Based on the anticipated growth rate, a total corridor growth of about 10% will occur from 2008 to 2018. The growth of 10% was added to the Strasburg Road corridor volumes to estimate the future background volumes under 2018 traffic conditions. 4 July 2012
4.0 FUTURE TOTAL TRAFFIC CONDITION Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Several traffic impact studies in the study area have been completed, which included all the proposed developments in the Brigadoon and Doon South communities, and other developments within the vicinity of the current study area. The Doon South Community and Broader Study Area Traffic Impact Study report prepared in November 2008 was assumed to reflect the latest development scenario in and around the Strasburg Road study area. Most of the traffic impact studies that have been completed so far assumed two specific horizon years for the proposed developments around the Brigadoon and Doon South communities, as well as areas to the west of proposed Strasburg Road, south of Huron Road. The specific horizon years were 2013 (i.e., an interim year of developments) and 2018 as the full build-out horizon year. The Doon South and Broader Study Area Traffic Impact Study report prepared by Paradigm, and the Doon South Community Road Network Review report, prepared by itrans, indicated construction of approximately 7,000 houses in the Brigadoon and Doon South communities. For this study, this development forecast was adjusted to reflect current development plans (September 2010), including the potential future developments, as provided by the City of Kitchener. Based on the latest information provided by the City's Planning Division, approximately 8,450 houses will be built within the vicinity of the study area. The development zones assumed in this study, including previously anticipated phasing of the developments, are illustrated below: 5 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) In addition to the cited traffic zones (TAZ) in the Paradigm report, this study also considered additional background developments that were included in the Traffic Analysis Report prepared for the recently completed 'Huron Road EA' study by Sernas 2 in October 2009. The additional developments, located to the northeast and northwest of the Strasburg Road/Huron Road intersection were also included under the 2018 traffic forecast. Based on the development information received from the City s Planning Division, the following table summarizes the details of the development phasing. Development Zones Approximate Location Land Use Horizon 2013 Horizon 2018 30T-01201, 30T-98201, 30T-10201 West of Strasburg Road Residential 685 units 1,476 units 30T-04204, 30T-04208, 30T-04209, 11a East of Strasburg Road Residential 673 units 110 units 30T-0702, 30T-07204, 30T-07203 Doon South Community Residential 521 units 196 units 30T-06203, 4,5 Doon South Community Residential 200 units 214 units 30T-07205, 30T-98202, 25 Brigadoon Community Residential 379 units 711 units 30T-08203 Doon South Community Residential 1,050 units 300 units TAZ 1a, 1b, 2 and 3a East of Strasburg Road Residential - 799 units TAZ 13b, 13d and 13e East of Strasburg Road Residential - 149 units TAZ 20a Doon South Phase II Residential - 144 units TAZ 20d, 20e East of Strasburg Road Residential - 342 units OP08/07 /S/KA & ZC08/26 /S/KA West of Strasburg Road Residential - 500 units Retail/ GFA TAZ 20b East of Strasburg Road - Commercial 89,000 ft 2 2 Transportation and Traffic Analysis Report Huron Road From Strasburg Road to Fischer-Hallman Road October 2009 Sernas Transtech. 6 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Development Zones Approximate Location Land Use Horizon 2013 Horizon 2018 TAZ 20c East of Strasburg Road Business GFA - Park 194,000 ft 2 TAZ 20f East of Strasburg Road Business GFA - Park 103,000 ft 2 Conestoga Development Retail/ Retail/ GFA Conestoga College Blvd. - Commercial Commercial 32,000 ft 2 Conestoga Development Office Conestoga College Blvd. Office - GFA 32,000 ft 2 Conestoga Development Hotel Conestoga College Blvd. Hotel - 190 Rooms Additional Developments 1 North of Huron Road Residential - 119 units Additional Developments 2 North of Huron Road Residential - 100 units Additional Developments - 3, 6, 7 North of Huron Road Residential - Assumed 50% Built- Out Additional Developments - 4, 5 North/South on Huron Commercial - 736 units Additional Developments 8 North of Huron Road Residential - 64 units Additional Developments 9 South of Huron Road Residential - 162 units Additional Developments 10 West of Strasburg Road Residential - Assumed 35% Built- Out Additional Developments - 14a East of Strasburg Road Commercial - 105,500 ft 2 Additional Developments - 14b East of Strasburg Road Residential - 44 units Additional Developments 15 East of Strasburg Road Residential - 64 units Additional Developments 16 East of Strasburg Road Residential - 68 units Additional Developments 17 East of Strasburg Road Commercial - 155,000 ft 2 Additional Developments 18 North of Huron Road Residential - 1,200 units 4.1 SITE TRIP GENERATION Site traffic generation was estimated based on the trip generation factors extracted from the ITE Trip Generation Handbook 8 th Edition. Site traffic forecasts were developed assuming the slower progression rate of residential developments. The sections below discuss the site trip generation in detail. 2018 Horizon Year: Based on the steady progression of home building, this report assumes construction of an additional 8,449 residential units by the 2018 horizon year. This assumption is based on the horizon year forecasts given in the 2008 Paradigm report, adjusted to reflect current development plans (September 2010), as provided by the City of Kitchener. In addition, the following traffic zones were assumed to contain non-residential land use based on the updated land use plan: TAZ 20b Commercial/Retail Land Use Approximate GLA 89,000 ft 2 ; and TAZ 20e & 20f Business Park Land Use Approximate GFA 297,000 ft 2. The following tables summarize the site trip generation anticipated by residential and non-residential developments, for the horizon years of 2013 and 2018: 7 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) TAZ 30T-01201, 30T- 98201, 30T-10201 West of Strasburg Road (685 Units) 30T-04204, 30T- 04208, 30T-04209, 11a East of Strasburg Road (673 Units) 30T-0702, 30T- 07204, 30T-07203 Doon South Community (521 Units) 30T-06203, 4,5 Doon South Community (200 Units) 30T-07205, 30T- 98202, 25 Brigadoon Community (379 Units) 30T-08203 Doon South Community (1,050 Units) Total 3,508 Units 2010 2013 Net New Trips Horizon Year 2010 2013 Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 130 385 515 435 255 690 Equation Rate 0.18 0.53 0.71 0.55 0.32 0.87 Site Traffic based on Equation 120 365 485 375 220 595 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-20 -25-20 -10-30 Total Trips 115 345 460 355 210 565 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 125 380 505 430 250 680 Equation Rate 0.18 0.53 0.71 0.55 0.32 0.87 Site Traffic based on Equation 120 360 480 370 215 585 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-20 -25-20 -10-30 Total Trips 115 340 455 350 205 555 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 100 290 390 330 195 525 Equation Rate 0.18 0.54 0.72 0.56 0.33 0.89 Site Traffic based on Equation 95 280 375 295 170 465 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-15 -20-15 -10-25 Total Trips 90 265 355 280 160 440 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 40 110 150 125 75 200 Equation Rate 0.19 0.56 0.75 0.62 0.36 0.98 Site Traffic based on Equation 40 110 150 125 70 195 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 -5-10 Total Trips 40 105 145 120 65 185 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 70 215 285 245 140 385 Equation Rate 0.18 0.55 0.73 0.58 0.34 0.92 Site Traffic based on Equation 70 205 275 220 130 350 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-10 -15-10 -5-15 Total Trips 65 195 260 210 125 335 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 200 590 790 670 390 1060 Equation Rate 0.18 0.53 0.71 0.52 0.31 0.83 Site Traffic based on Equation 185 560 745 550 320 870 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -10-30 -40-30 -15-45 Total Trips 175 530 705 520 305 825 600 1,780 2,380 1,835 1,070 2,905 8 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) TAZ 30T-01201, 30T- 98201, 30T- 10201 West of Strasburg Road (1,476 Units) 30T-04204, 30T- 04208, 30T- 04209, 11a East of Strasburg Road (110 Units) 30T-0702, 30T- 07204, 30T- 07203 Doon South Community (196 Units) 30T-06203, 4,5 Doon South Community (214 Units) 30T-07205, 30T- 98202, 25 Brigadoon Community (711 Units) 30T-08203 Doon South Community (300 Units) Horizon Year 2013 2018 Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 275 830 1105 940 550 1490 Equation Rate 0.18 0.53 0.71 0.50 0.30 0.8 Site Traffic based on Equation 265 785 1050 745 435 1180 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -15-40 -55-35 -20-55 Total Trips 250 745 995 710 415 1125 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 20 65 85 70 40 110 Equation Rate 0.20 0.59 0.79 0.66 0.38 1.04 Site Traffic based on Equation 20 65 85 70 45 115 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 0-5 Total Trips 20 60 80 65 45 110 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 35 110 145 125 75 200 Equation Rate 0.19 0.56 0.75 0.62 0.36 0.98 Site Traffic based on Equation 35 110 145 120 70 190 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 -5-10 Total Trips 35 105 140 115 65 180 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 40 120 160 135 80 215 Equation Rate 0.19 0.56 0.75 0.61 0.36 0.97 Site Traffic based on Equation 40 120 160 130 80 210 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 -5-10 Total Trips 40 115 155 125 75 200 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 135 400 535 455 265 720 Equation Rate 0.18 0.53 0.71 0.54 0.32 0.86 Site Traffic based on Equation 125 380 505 385 225 610 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-20 -25-20 -10-30 Total Trips 120 360 480 365 215 580 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 55 170 225 190 115 305 Equation Rate 0.18 0.55 0.73 0.59 0.35 0.94 Site Traffic based on Equation 55 165 220 175 105 280 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-10 -15-10 -5-15 Total Trips 50 155 205 165 100 265 9 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) TAZ 1a, 1b, 2 and 3a East of Strasburg Road (799 Units) 13b, 13d and 13e East of Strasburg Road (149 Units) 20a Doon South Phase II (144 Units) 20d, 20e East of Strasburg Road (342 Units) OP08/07 /S/KA & ZC08/26 /S/KA West of Strasburg Road (500 Units) Total 4,941 Units Horizon Year 2013 2018 Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 150 450 600 505 300 805 Equation Rate 0.18 0.53 0.71 0.54 0.31 0.85 Site Traffic based on Equation 140 425 565 430 250 680 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-20 -25-20 -15-35 Total Trips 135 405 540 410 235 645 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 30 80 110 95 55 150 Equation Rate 0.19 0.58 0.77 0.64 0.37 1.01 Site Traffic based on Equation 30 85 115 95 55 150 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 -5-10 Total Trips 30 80 110 90 50 140 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 30 80 110 90 55 145 Equation Rate 0.19 0.58 0.77 0.64 0.37 1.01 Site Traffic based on Equation 30 80 110 90 55 145 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit - -5-5 -5-5 -10 Total Trips 30 75 105 85 50 135 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 65 190 255 215 130 345 Equation Rate 0.18 0.55 0.73 0.59 0.34 0.93 Site Traffic based on Equation 65 185 250 200 120 320 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-10 -15-10 -5-15 Total Trips 60 175 235 190 115 305 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 95 280 375 320 185 505 Equation Rate 0.18 0.54 0.72 0.56 0.33 0.89 Site Traffic based on Equation 90 270 360 280 165 445 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-15 -20-15 -10-25 Total Trips 85 255 340 265 155 420 2013 2018 Net New Trips 855 2,530 3,385 2,585 1,520 4,105 10 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) TAZ 20b Retail/ Commercial Development (GFA 89,000 ft 2 ) 20c Business Park (GFA 194,000 ft 2 ) 20f Business Park (GFA 103,000 ft 2 ) Sub-Total Non-Residential Development Weekday AM Peak Hour Weekday PM Peak Hour - Horizon Year 2013-2018 In Out 2-way In Out 2-way Directional Distribution 60% 40% 100% 50% 50% 100% Average Rate 0.60 0.40 1 1.87 1.87 3.73 Site Traffic based on Average 55 35 90 165 165 330 Equation Rate 0.97 0.65 1.62 0.53 0.53 1.06 Site Traffic based on Equation 85 60 145 50 45 95 Synergy %age 50% 50% 50% 40% 40% 40% Less Trips for Synergy -45-30 -75-20 -20-40 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit - - - - - - Total Trips 40 30 70 30 25 55 Directional Distribution 85% 15% 100% 22% 78% 100% Average Rate 0.38 0.07 0.45 0.09 0.30 0.39 Site Traffic based on Average 70 15 85 15 60 75 Equation Rate 0.54 0.09 0.63 0.14 0.49 0.63 Site Traffic based on Equation 100 20 120 25 95 120 Synergy %age 50% 50% 50% 50% 50% 50% Less Trips for Synergy -50-10 -60-15 -50-65 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5 - -5 - - - Total Trips 45 10 55 10 45 55 Directional Distribution 85% 15% 100% 22% 78% 100% Average Rate 0.38 0.07 0.45 0.09 0.30 0.39 Site Traffic based on Average 40 5 45 10 30 40 Equation Rate 0.58 0.10 0.68 0.16 0.55 0.71 Site Traffic based on Equation 60 10 70 15 60 75 Synergy %age 50% 50% 50% 50% 50% 50% Less Trips for Synergy -30-5 -35-10 -30-40 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit - - - - - - Total Trips 30 5 35 5 30 35 2013 2018 Net New Trips 115 45 160 45 100 145 A peripheral development on Conestoga College Boulevard was assumed to accommodate the following land use: Retail Land Use Approximate GFA 32,000ft 2 ; Office Land Use Approximate GFA 32,000ft 2 ; and Hotel Land Use Consisting of approximately 190 rooms Conestoga Developments Retail/ Commercial (32,000 ft 2 ) Horizon Year 2013-2018 Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Directional Distribution 60% 40% 100% 50% 50% 100% Average Rate 0.60 0.40 1 1.87 1.87 3.73 Site Traffic based on Average 20 10 30 60 55 115 Equation Rate 1.48 0.99 2.47 0.59 0.59 1.18 Site Traffic based on Equation 50 30 80 20 15 35 Synergy %age 50% 50% 50% 50% 50% 50% Less Trips for Synergy -25-15 -40-10 -10-20 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0 0 0 0 0 0 Total Trips 25 15 40 10 5 15 11 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Conestoga Developments Office (32,000 ft 2 ) Hotel (190 Rooms) Sub-Total Horizon Year 2013-2018 Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Directional Distribution 88% 12% 100% 17% 83% 100% Average Rate 0.40 0.05 0.45 0.07 0.32 0.39 Site Traffic based on Average 15 0 15 0 10 10 Equation Rate 2.08 0.28 2.36 0.62 3.00 3.62 Site Traffic based on Equation 65 10 75 20 95 115 Synergy %age 50% 50% 50% 50% 50% 50% Less Trips for Synergy -35-5 -40-10 -50-60 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0 0 0 0 0-5 Total Trips 30 5 35 10 45 50 Directional Distribution 55% 45% 100% 57% 43% 100% Average Rate 0.25 0.20 0.45 0.22 0.17 0.39 Site Traffic based on Average 45 40 85 45 30 75 Equation Rate 0.35 0.28 0.63 0.40 0.31 0.71 Site Traffic based on Equation 65 55 120 75 60 135 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-5 -10-5 -5-10 Total Trips 60 50 110 70 55 125 2013 2018 Net New Trips 115 70 185 90 105 195 In addition to the above developments, this study also considered additional developments included in the Traffic Analysis Report prepared for Huron Road EA, completed by Sernas in October 2009. The additional development zones and their associated trip generation (as given in the Sernas report) are shown below. Additional Developments Weekday AM Peak Hour Weekday PM Peak Hour Zones Size Development Type In Out 2-way In Out 2-way 1 119 units Residential 25% 75% 100% 63% 37% 100% 21 63 84 74 43 117 2 100 units Residential 25% 75% 100% 63% 37% 100% 18 54 72 63 37 100 3, 6, 7 Assumed 50% Built-Out Residential 4, 5 736 units Commercial 8 64 units Residential 9 162 units Residential 10 Assumed 35% Built-Out Residential 14a 105,500 ft 2 Commercial 14b 44 units Residential 15 64 units Residential 25% 75% 100% 63% 37% 100% 137 412 549 510 299 809 50% 50% 100% 61% 39% 100% 240 240 480 389 248 637 25% 75% 100% 63% 37% 100% 13 38 50 43 25 68 25% 75% 100% 63% 37% 100% 28 83 111 97 57 154 25% 75% 100% 63% 37% 100% 67 202 269 277 163 440 50% 50% 100% 61% 39% 100% 55 55 110 243 155 398 25% 75% 100% 25% 75% 100% 10 29 38 13 38 50 25% 75% 100% 63% 37% 100% 13 39 52 45 26 71 12 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Additional Developments Weekday AM Peak Hour Weekday PM Peak Hour Zones Size Development Type In Out 2-way In Out 2-way 16 68 units Residential 25% 75% 100% 63% 37% 100% 14 41 54 47 27 74 17 155,000 ft 2 Commercial 50% 50% 100% 61% 39% 100% 121 121 242 142 91 233 18 1,200 units Residential 25% 75% 100% 63% 37% 100% 207 620 826 690 405 1095 Only the additional development trips generated from Zones 14a 17 (highlighted in the above table) are considered as net additional trips. The other developments are either already included in the 2008 Paradigm report or included in the future background traffic. With all these developments, this study estimates the following in terms of net new trips that would be added onto the future area road network under the future traffic conditions due to all the developments in Brigadoon and Doon South communities and the Conestoga College Boulevard area: Horizon 2010 to 2013 2013 to 2018 Development Site East Side of Strasburg Road West Side of Strasburg Road Land Use Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Residential 420 1,240 1,660 1,270 735 2,005 Commercial 0 0 0 0 0 0 Sub-total 420 1,240 1,660 1,270 735 2,005 Residential 180 540 720 565 335 900 Commercial 0 0 0 0 0 0 Sub-total 180 540 720 565 335 900 East + West Total 600 1,780 2,380 1,835 1,070 2,905 East Side of Strasburg Road West Side of Strasburg Road Residential 521 1,533 2,054 1,614 981 2,595 Commercial 406 291 697 520 451 971 Sub-total 927 1,824 2,751 2,134 1,432 3,566 Residential 370 1,105 1,475 1,075 630 1,705 Commercial 0 0 0 0 0 0 Sub-total 370 1,105 1,475 1,075 630 1,705 East + West Total 1,297 2,929 4,226 3,209 2,062 5,271 2010 to 2018 East + West Overall Total 1,897 4,709 6,606 5,044 3,132 8,176 Based on the previously approved traffic study reports referenced, this study assumes: TAZ #21 and #9 are assumed to be 100% built out under existing traffic conditions, so are not included in the developments; TAZ 20b was presumed to be developed as a Shopping Centre with an approximate GFA of 89,000 ft 2, whereas 20c and 20f were classified as Business Park consisting of approximately 193,750 ft 2 and 103,000 ft 2 GFA; A mixed-use development comprising of 63,000ft 2 consisting of 50% retail and 50% office use has been proposed on Conestoga College Boulevard. The total development on Conestoga College Boulevard also included a 190-room hotel; The non-residential land use, excluding the hotel land use, assumes 50% synergy trips; 13 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Site trips were adjusted presuming a modal split of 95% and 5% as auto and transit users, respectively; The Strasburg Road and Robert Ferrie Drive intersection was presumed to be a three-legged intersection, where Robert Ferrie Drive will terminate at Strasburg Road; and 10% of existing traffic along Homer Watson Boulevard is assumed to be diverted along the extended Strasburg Road due to its strategic location within the existing area road network. 4.2 SITE TRIP DISTRIBUTION The site trip distribution was developed based on available information from the traffic impact study report under reference. The site traffic distribution is summarized in the following table: Directions Weekday AM Peak Hour Weekday PM Peak Hour IN OUT IN OUT North 25% 40% 40% 25% Northwest 30% 20% 20% 30% East 35% 30% 30% 35% Southwest/Southeast 10% 10% 10% 10% Total 100% 100% 100% 100% Figures 4 and 5 in Appendix A illustrate the above site trip distributions on the surrounding area road network and with respect to the trips originating from the proposed developments located to the west and the east of Strasburg Road, respectively. 4.3 SITE TRIP ASSIGNMENTS 4.3.1 BASE CASE Based on the site trip distribution parameters above and also the assumptions below, the development trips were assigned onto the Strasburg Road study area intersections. The assumptions with respect to the Base Case trip assignment were as follows: For the proposed developments located to the west of Strasburg Road, a fixed portion of approximately 15% of the net new trips will be accessed via Rockcliffe Drive to Strasburg Road and the other 85% will be accessed via the north entrance on Huron Road. For the proposed developments located to the east of Strasburg Road, a gravity model based on an inverse relationship to the average daily distance travelled was employed to estimate the portion of the net new trips that will be using the Strasburg Road for access. For trips originating in developments east of Strasburg Road, it was assumed that these trips would be split 20% along Biehn Drive, 40% along Robert Ferrie Drive and 40% along Blair Creek Drive. The following table illustrates the average daily travel distances assumed in the gravity model for the estimation of the portion of the net new trips generated from the developments east of Strasburg Road that will be using Strasburg Road for access under the Base Case scenario. 14 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Destinations Average Daily Travel Distance (m) Not using Strasburg Road Using Strasburg Road (Base Case) AM Outbound Percent Distribution % Development Trips Using Strasburg Road (Base Case) To North (Downtown Kitchener) To Northwest (City of Waterloo) To East (City of Cambridge) To Southwest/ Southeast (Hwy 401) 12,400 13,200 40% 44% 14,200 15,960 20% 40% 13,500 19,700 30% 24% 7,250 7,540 10% 46% Weighted Average 37% The forecast future total traffic volumes under the 2018 horizon were estimated by adding the future background volumes and the development volumes for all the intersections on Strasburg Road (i.e., from Huron Road to New Dundee Road). The future total traffic volumes at all the other study area intersections were extracted from the 2008 Paradigm report. Figure 6 in Appendix A illustrates the future total traffic volumes with the Base Case scenario. 4.3.2 OPTION 1 The proposed Strasburg Road alignment under Option 1 will be approximately 1.0 km to the west of the established Strasburg Road alignment considered under the Base Case. With Option 1, future Blair Creek Drive and future Robert Ferrie Drive will require further westerly extension of approximately 1.0 km, whereas Biehn Drive would likely not be extended to Strasburg Road due to potential environmental impacts. With Option 1, Biehn Drive is assumed to be connected with future Robert Ferrie Dive. With the increased distance between the Strasburg Road alignment and the Brigadoon and Doon South communities and also based on the site trip distribution parameters, a change in the development trip assignment is expected. The assumptions with respect to the Option 1 trip assignment were as follows: For the proposed developments located to the west of Strasburg Road, the same portion of approximately 15% of the net new trips will be accessed via Rockcliffe Drive to Strasburg Road and the other 85% will be accessed via the north entrance on Huron Road. For trips originating in developments east of Strasburg Road, it was assumed that these trips would be split 60% along Robert Ferrie Drive and 40% along Blair Creek Drive, respectively. The following table illustrates the average daily travel distances assumed in the gravity model for the estimation of the portion of the net new trips generated from the developments east of Strasburg Road that will be using Strasburg Road for access under the Option 1 scenario. 15 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Destinations Average Daily Travel Distance (m) Not Using Strasburg Road Using Strasburg Road (Option 1) AM Outbound Percent Distribution % Development Trips Using Strasburg Road (Option 1) To North (Downtown Kitchener) To Northwest (City of Waterloo) To East (City of Cambridge) To Southwest/ Southeast (Hwy 401) 12,400 15,050 40% 34% 14,200 17,810 20% 32% 13,500 21,550 30% 20% 7,250 9,390 10% 30% Weighted Average 29% As can be seen from the above, Strasburg Road is assumed to carry approximately 29% of the net new trips from the developments located to the east of the road under Option 1 as compared to 37% in the Base Case. The balance of the 8% development trips to the east side of Strasburg Road were thus redistributed through the following intersections: 1. Battler Drive/Huron Road; 2. Trillium Drive/Huron Road; 3. Doon South Road/Homer Watson Boulevard; 4. Manitou Drive/Homer Watson Boulevard 5. Future Collector Road A /New Dundee Road; 6. Future Collector Road B /New Dundee Road; 7. Robert Ferrie Drive/New Dundee Road; 8. Conestoga College Boulevard/New Dundee Road; 9. Thomas Slee Drive/New Dundee Road; and 10. New Dundee Road/Homer Watson Boulevard/Highway 401 Ramp The forecast future total traffic volumes under the 2018 horizon for all the intersections on Strasburg Road (i.e., from Huron Road to New Dundee Road) were estimated by adding the future background volumes and the development volumes. The future total traffic volumes at the other study area intersections were again extracted from the 2008 Paradigm report, and adjusted to reflect more inbound and outbound development volumes due to the shifted Strasburg Road alignment. Figure 7 in Appendix A illustrates the future total traffic volumes with the Option 1 scenario. 16 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 5.0 TRAFFIC IMPACT ASSESSMENT As discussed in the previous sections, the traffic assessment is based upon the 2008 traffic counts extracted from the Paradigm report, corridor growth factors, future forecast traffic volumes along Strasburg Road, and the future total traffic volumes extracted from the Paradigm report. As discussed earlier, the study area intersections consist of some unsignalized public road intersections, and seventeen existing signalized intersections. Evaluation of the performance measures of the signalized and unsignalized intersections have been completed under the existing (2010) and future traffic conditions (2018). The following paragraphs discuss the traffic analysis results and identify any traffic operation issues. Analysis of the signalized and unsignalized study area intersections was undertaken using the procedure set out in the Highway Capacity Manual (HCM 2000), with the assistance of the Synchro, Version 7 - Trafficware Traffic Signal Timing software package. The intersection operation is typically described based on Level of Service (LOS) ratings that are expressed on a scale of A to F, where A is considered excellent (i.e., very little delay) and F is considered unacceptable (i.e., very congested, very long delays), as outlined below. LEVEL OF SERVICE Signalized Intersection Unsignalized Intersection A 10 sec 10 sec B 10-20 sec 10-15 sec C 20-35 sec 15-25 sec D 35-55 sec 25-35 sec E 55-80 sec 35-50 sec F 80 sec 50 sec The roundabout controlled intersections were analyzed using the aasidra Version 5.0 software package, which evaluates delay and LOS based on HCM methodology. 5.1 EXISTING TRAFFIC CONDITIONS (2010) Existing signal timing plans were utilized to assess the performance measures of the existing signalized intersections within the study area. The review of existing traffic conditions reveals that all the study area intersections operate generally with acceptable levels of service under 2010 traffic conditions, with some exceptions, which are discussed below. The table below summarizes the overall performance measures of the existing signalized study area intersections. Summary results of the capacity analysis are provided in Appendix B. CAPACITY ANALYSIS RESULTS SIGNALIZED INTERSECTIONS EXISTING TRAFFIC CONDITIONS (2010) Weekday AM Peak Hour 2010 Weekday PM Peak Hour 2010 Intersections V/C Ratio Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) Strasburg Rd/Huron Rd 0.25 9.5 A 0.26 9.5 A Battler Rd/Huron Rd 0.29 7.8 A 0.28 9.8 A 17 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Weekday AM Peak Hour 2010 Weekday PM Peak Hour 2010 Intersections V/C Ratio Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) Trillium Dr/Huron Rd 0.25 8.1 A 0.32 8.8 A Homer Watson Blvd/Manitou Dr 0.78 46.0 D 1.03 53.7 D Pioneer Dr/ Manitou Dr 0.58 9.6 A 0.62 11.3 B Homer Watson Blvd/Pioneer Dr 0.79 38.3 D 0.76 21.3 C Homer Watson Blvd/Doon South Dr 0.83 17.7 B 0.79 15.2 B Homer Watson Blvd/Conestoga College Blvd New Dundee Rd /Homer Watson /Highway 401 Ramp 0.70 29.8 C 0.79 34.2 C 0.66 9.4 A 0.81 18.9 B Fischer Hallman Rd/New Dundee Rd 1.01 47.0 D 0.86 24.3 C The performance measures of the unsignalized intersections are summarized below: CAPACITY ANALYSIS RESULTS UNSIGNALIZED INTERSECTIONS EXISTING TRAFFIC CONDITIONS (2010) Weekday AM Peak Hour 2010 Weekday PM Peak Hour 2010 Intersections V/C Ratio Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) Conestoga College Blvd/New Dundee Road Overall - 3.6 A - 3.9 A Eastbound LT 0.02 17.9 C 0.03 15.9 C Eastbound RT 0.07 8.9 A 0.34 13.6 B Pioneer Dr/Manitou Drive 0.58 9.6 A 0.62 11.3 B New Dundee Road and Thomas Slee Drive Overall - 1.8 A - 3.9 A Southbound shared LT-RT 0.15 13.1 B 0.11 15.0 C New Dundee Road and Robert Ferrie Drive Overall - 1.4 A - 0.9 A Southbound shared LT-RT 0.12 12.7 B 0.10 15.1 C New Dundee Road and Reichert Drive Overall - 2.1 A - 2.2 A Northbound shared Lt-RT 0.12 11.5 B 0.07 10.8 B New Dundee Road and Riedel Drive/Cameron Road Overall - 3.5 A - 5.6 A Northbound shared LT-T-RT 0.21 15.6 C 0.45 21.2 C Southbound shared LT-T-RT 0.16 15.0 C 0.12 14.7 B 18 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) CAPACITY ANALYSIS RESULTS ROUNDABOUT INTERSECTIONS EXISTING TRAFFIC CONDITIONS (2010) Weekday AM Peak Hour 2010 Weekday PM Peak Hour 2010 Intersections V/C Ratio Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) Huron Rd/Fischer Hallman Rd 0.67 5.9 A 0.63 7.4 A Review of the capacity analysis results of the study area intersections reveals that all the signalized and unsignalized intersections operate with acceptable levels of service during both the weekday peak hours under existing traffic conditions. Demands at a few of the signalized intersections (i.e., Fischer Hallman Road/New Dundee Road during the weekday morning, and Huron Road/Manitou Drive during the weekday afternoon) surpass the respective available capacities, although the average delays still remain within acceptable levels. 5.2 FUTURE TOTAL TRAFFIC CONDITIONS (2018) The performance measure evaluation of the study area intersections was carried out based on the future traffic forecast for the 2018 horizon year. To identify any traffic operation issues related to the proposed alignments of the Strasburg Road Extension under the future total traffic conditions in 2018, the capacity analysis of the study area intersections was developed separately with the following scenarios: Base Case (i.e., the approved Strasburg Road alignment as accepted in the OP); and Option 1 (i.e., the alignment alternative located approximately 1.0 km west of the established OP alignment). A high level signal warrant analysis has been conducted for all the new intersections. For intersections that warranted signal control, it was assumed that roundabouts would be preferred, unless roundabouts are not feasible to implement due to topography/sightline constraints. The assumed intersection control for these new intersections is shown in the following table. Intersections Signal Warranted? Assumed Type of Intersection Rockcliffe Drive/Strasburg Road No 1-Way Stop Control Biehn Drive/Strasburg Road No 1-Way Stop Control Strasburg Road/Robert Ferrie Drive Yes Blair Creek Drive/Strasburg Road Yes New Dundee Road/Strasburg Yes Signal Road/Cameron Road (Base Case) 1 New Dundee Road/Strasburg Road (Alternative 1) Yes New Dundee Road/Cameron Road Yes Signal (Alternative 1) 1 New Dundee Rd/Collector B No 1-Way Stop Control New Dundee Rd/Collector A No 1-Way Stop Control Note: 1. Traffic signals are assumed due to the limited sightline at the existing intersection of Cameron Road and New Dundee Road. 19 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 5.2.1. BASE CASE The initial (Base Case) assessment assumes that the Strasburg Road Extension will be built exactly following the approved alignment as shown in the City s OP. The capacity analysis results of the signalized intersections and unsignalized intersections are summarized below. The detailed output results are provided in Appendix B. CAPACITY ANALYSIS RESULTS SIGNALIZED INTERSECTIONS 2 FUTURE TRAFFIC CONDITIONS (2018) Intersections Weekday AM Peak Hour 2018 Weekday PM Peak Hour 2018 V/C Ratio Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) Battler Road/Huron Rd 0.74 19.5 B 0.83 23.7 C Trillium Dr/Huron Rd 0.52 2.2 A 0.72 7.0 A Doon South Dr/Homer Watson Blvd 0.91 26.3 C 0.78 15.4 B Manitou Dr/Homer Watson Blvd 3 0.97 43.7 D 0.92 51.6 D Pioneer Dr/Homer Watson Blvd 0.93 35.8 D 0.94 37.8 D Conestoga College Blvd/Homer Watson Blvd 0.79 24.8 C 0.78 30.3 C Thomas Slee Dr/New Dundee Rd 4 0.41 6.0 A 0.47 4.8 A New Dundee Rd /Homer Watson 0.86 12.1 B 1.22 44.6 D Blvd/Highway 401 Ramp 3 Fischer-Hallman Rd/New Dundee Rd 1.06 47.2 D 0.58 17.1 B Pioneer Dr/Manitou Dr 3 0.58 9.2 A 0.72 15.7 B Strasburg Rd/New Dundee Rd/ 0.77 22.8 C 0.83 26.2 C Cameron Road 1 Note: 1. Traffic signals are suggested due to the limited sightline at the existing intersection of Cameron Road and New Dundee Road; 2. All the recommended road network improvements from the recommendations made in the Doon South Community and Broader Study Area Traffic Impact Study were incorporated in the capacity analyses; 3. New Dundee Rd/Homer Watson Blvd/Hwy 401 ramp terminal intersection, Homer Watson Blvd/Manitou Dr and Pioneer Dr/Manitou Dr intersections will require some additional improvements to operate at an acceptable LOS; and 4. Thomas Slee Dr/New Dundee Rd intersection has been proposed to be a signalized intersection. The performance measures of the unsignalized intersections are summarized below: CAPACITY ANALYSIS RESULTS UNSIGNALIZED INTERSECTIONS FUTURE TRAFFIC CONDITIONS (2018) Intersections Weekday AM Peak Hour 2018 Weekday PM Peak Hour 2018 V/C Ratio Conestoga College Blvd/New Dundee Rd Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) Overall - 2.4 A - 2.9 B East bound LT 0.21 24.2 C 0.27 32.8 D East bound RT 0.13 10.4 B 0.46 17.8 C New Dundee Rd/Reichert Dr Average - 1.1 B - 1.1 C NB shared LT- RT 0.19 18.0 C 0.16 20.4 C 20 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Intersections Weekday AM Peak Hour 2018 Weekday PM Peak Hour 2018 V/C Ratio New Dundee Rd/Collector B Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) Overall - 0.8 A - 1.1 A SBLT 0.11 14.9 B 0.21 30.4 D SBRT 0.05 10.4 B 0.10 14.7 B New Dundee Rd/Collector A Overall - 0.9 A - 1.1 B SBLT 0.13 16.7 C 0.18 25.9 D SBRT 0.05 10.1 B 0.09 13.2 B Biehn Dr/Strasburg Rd Overall - 2.9 C - 3.0 E WB Shared LT- RT Rockcliffe Dr/Strasburg Rd 0.46 18.3 C 0.49 25.9 D Overall - 2.5 A - 2.2 A EB Shared LT- RT Rush Meadow St/Strasburg Rd 0.48 19.6 C 0.53 34.1 D Overall - 1.9 A - 0.7 A WB shared LT- RT 0.43 21.3 C 0.17 16.5 C CAPACITY ANALYSIS RESULTS ROUNDABOUT INTERSECTIONS FUTURE TRAFFIC CONDITIONS (2018) Intersections Weekday AM Peak Hour 2018 V/C Ratio Average Delay (s) Level of Service (LOS) Weekday PM Peak Hour 2018 V/C Ratio Average Delay (s) Huron Rd/Fischer Hallman Rd 1 0.56 13.7 B 0.97 28.6 C Huron Rd/Strasburg Rd 2 1.09 34.5 C 1.21 51.1 D New Dundee Rd/Robert Ferrie Dr 2 0.40 6.0 A 0.55 7.6 A Strasburg Rd/Robert Ferrie Dr 3 0.35 6.9 A 0.54 9.6 A Blair Creek Dr/Future Strasburg Rd 0.37 6.4 A 0.53 8.9 A Note: 1. Existing single-lane roundabout needs to be improved to a two-lane roundabout, including widening all the approaches; 2. Existing intersection control will be replaced by 2-lane roundabout and widened approaches; and 3. Assumes a new 2-lane roundabout for the future intersection of Strasburg Road and Robert Ferrie Drive. 5.2.2. OPTION 1 Level of Service (LOS) This assessment assumes that the Option 1 alternative for Strasburg Road will be built approximately 1.0 km west of the approved and accepted alignment, as shown in the City s OP. With the westerly shift of Strasburg Road, a significantly lower travel demand is expected along Strasburg Road, as discussed in Section 4.3.2. The reduction in demand on Strasburg Road will result in more new development traffic travelling along the existing/nearby road network, yielding higher flows at some of the study area intersections. The additional infiltration of traffic through the area road network is discussed further in Section 5.2.3. Capacity analyses were carried out on all of the interactions in the network and can be found in Appendix B. The comparison of intersection delays between Option 1 and the base were carried out on the following existing intersections, which are presumed to be affected by additional traffic infiltration: 21 July 2012
Battler Road and Huron Road; Trillium Drive and Huron Road; Doon South Road and Homer Watson Boulevard; Manitou Drive and Homer Watson Boulevard; New Dundee Road and Thomas Slee Drive; New Dundee Road and Collector B ; New Dundee Road and Collector A ; Robert Ferrie Drive and New Dundee Road; Conestoga College Boulevard and New Dundee Road; and New Dundee Road, Homer Watson Boulevard and Highway 401 Ramp. Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) The capacity analysis results of the signalized intersections and unsignalized intersections are summarized below. The detailed output results are provided in Appendix B. CAPACITY ANALYSIS RESULTS SIGNALIZED INTERSECTIONS FUTURE TRAFFIC (2018) OPTION1 Intersections Weekday AM Peak Hour 2018 Weekday PM Peak Hour 2018 V/C Ratio Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) Battler Rd/Huron Rd 0.74 19.9 B 0.91 27.9 C Trillium Dr/Huron Rd 0.61 12.2 B 0.67 23.6 C Doon South Rd/Homer Watson Blvd 0.96 31.4 C 0.81 16.5 B Manitou Dr/Homer Watson Blvd 1.00 52.8 D 0.97 53.8 D Thomas Slee Dr/New Dundee Rd 0.40 6.3 A 0.49 4.9 A New Dundee Rd /Homer Watson Blvd/ Highway 401 Ramp 0.84 11.5 B 1.70 70.6 E CAPACITY ANALYSIS RESULTS UNSIGNALIZED INTERSECTIONS FUTURE TRAFFIC (2018) OPTION 1 Intersections Weekday AM Peak Hour 2018 Weekday PM Peak Hour 2018 V/C Ratio New Dundee Rd/Collector B Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Overall - 1.0 A - 1.2 A SBLT 0.15 17.4 C 0.23 29.8 D SBRT 0.06 10.4 B 0.11 14.6 B New Dundee Rd/Collector A Overall - 1.1 A - 1.3 B SBLT 0.14 16.5 C 0.19 25.0 C SBRT 0.06 10.1 B 0.09 12.9 B Conestoga College Blvd/New Dundee Rd Overall - 2.6 A - 3.1 B EBLT 0.24 24.7 C 0.30 33.2 D EBRT 0.13 10.2 B 0.46 17.5 C Level of Service (LOS) 22 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) CAPACITY ANALYSIS RESULTS ROUNDABOUT INTERSECTIONS FUTURE TRAFFIC (2018) OPTION 1 Weekday AM Peak Hour 2018 Weekday PM Peak Hour 2018 Intersections V/C Ratio Average Delay (sec) Level of Service (LOS) V/C Ratio Average Delay (sec) Level of Service (LOS) New Dundee Rd/Robert Ferrie Dr 0.39 5.9 A 0.54 7.6 A In general, intersection delays increase under the Option 1 alignment. The intersection with the largest increase in delay is Trillium Drive/Huron Road, with an increase of approximately (+) 454% during the weekday AM and approximately (+) 237% during the afternoon peak hour. The impacts on delays at other intersections due to the Option 1 alignment are summarized below. Signalized Intersections: Battler Drive/Huron Road Additional delay of about (+) 2% during the weekday AM and approximately (+) 18% during the afternoon peak hour; Doon South Road/Homer Watson Boulevard. - Additional delay of about (+) 19% during the weekday AM and approximately (+) 7% during the afternoon peak hour; Manitou Drive/Homer Watson Boulevard Additional delay of about (+) 21% during the weekday AM and approximately (+) 4% during the afternoon peak hour. With Option 1, the overall demand meets the capacity during the weekday morning peak hour under future total traffic conditions; Thomas Slee Drive/New Dundee Road Additional delay of about (+) 5% during the weekday AM and approximately (+) 2% during the afternoon peak hour; and New Dundee Road/Homer Watson Boulevard/Highway 401 Ramp Additional delay of about (+) 5% during the weekday AM and approximately (+) 2% during the afternoon peak hour. With Option 1, the overall demand exceeds the capacity and has an unacceptable LOS during the weekday afternoon peak hour under future total traffic conditions. Unsignalized Intersections: Collector Road A /New Dundee Road Additional delay of about (+) 22% during the weekday AM and approximately (+) 18% during the afternoon peak hour; Collector Road B /New Dundee Road Additional delay of about (+) 25% during the weekday AM and approximately (+) 9% during the afternoon peak hour; and Conestoga College Boulevard/New Dundee Road Additional delay of about (+) 8% during the weekday AM and approximately (+) 7% during the afternoon peak hour. Intersections: New Dundee Road/Robert Ferrie Drive Negligible impact is expected. The comparative evaluation clearly identifies that most of the major arterial intersections along Huron Road, Homer Watson Boulevard and along New Dundee Road, primarily to the east of proposed Strasburg Road, operate better in the Base Case scenario. The deteriorated performance measures on these intersections with Option 1 are primarily the result of additional traffic volumes that are expected through infiltration on the existing neighbourhood streets. 5.2.3. TRAFFIC INFILTRATION One of the major impacts of the westerly shift of the Strasburg Road alignment is expected to be an increase in traffic infiltration through the existing Brigadoon and Doon South road network. To gain a more precise understanding of the impact of the traffic infiltration on the existing neighbourhood streets and intersections, further traffic studies should be undertaken in greater detail. 23 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) In addition, the Option 1 alignment is not supported from the transit catchment perspective. In the Base Case scenario, about a 5% reduction in the total net development trips was assumed due to transit use. Under the Option 1 scenario, this level of reduction in auto trips due to transit use may not be realized and these additional auto trips will also infiltrate the surrounding road network. The following table estimates the total amount of traffic infiltration (in ADT) that might occur under the Option 1 scenario. 2018 Horizon AM Peak Hour PM Peak Hour Throughout the Weekday Net New Trips Originating From Developments to the East of Strasburg Road 8% of the Net New Trips Originating From Developments to the East of Strasburg Road being redistributed due to the alignment shift in Option 1 Reduced auto trips accounted for in the Base Case scenario due to transit use 4,411 5,571 49,910 353 446 3,995 325 395 3,600 Total estimated ADT of the Infiltration Volumes through Brigadoon and Doon South Areas 7,595 The table above summarizes the additional daily traffic volumes that are expected to infiltrate through the existing community road area network. With the westerly shift of Strasburg Road, approximately 7,600 additional ADT will tend to shortcut through the existing road network. With such high traffic volumes making their way through the neighbourhood road system, it is expected that there will be significant impacts on the traffic operations of the internal road network intersections. With the increase in infiltration volumes, there might be potential increases in the number of collisions at the existing neighbourhood intersections, since the number of collision is typically proportional to the average daily traffic volumes. Moreover, with additional congestion due to the higher volume of turning traffic, there may be increases in greenhouse gas emissions associated with additional traffic congestion. Based on the existing road network within the Brigadoon Community and the existing/future road network within the Doon South Community, it is likely that the additional infiltration volumes would travel primarily via Caryndale Drive-Biehn Drive, Robert Ferrie Drive-Doon South Drive-Doon Mills Drive and Doon Village Road, which will affect a number of internal road intersections. A detailed traffic study will be required to evaluate the impact on the existing neighbourhood intersections. 24 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 6.0 ENGINEERING IMPACT An engineering feasibility and cost evaluation of both the Base Case and Option 1 was undertaken, as illustrated in Figure 1 provided in Appendix C. In both cases, the road geometry was established according to design criteria consistent with a design speed of 70 km/h, and assumes a continuous 4-lane urban cross-section with a boulevard extending to the ROW limit. A 30m ROW was used for the Strasburg Road corridor, and a 26m ROW was used for the side road (collector) extensions. PROPOSED DESIGN CRITERIA Design Parameters Present Condition (North of Rush Meadow Street) Design Standards (COK Development Manual April 2010) Proposed Standards ROW Width 26 m 30 m (Secondary Arterial) 30 m Posted Speed 50 km/h 50 km/h 60 km/h Design Speed N/A 60-80 km/h 70 km/h Minimum Stopping Sight Distance N/A 85-140 m 95 m Equivalent Minimum 'K' Factor N/A 9 or 16 Sag 13 or 36 Crest 25 Sag 25 Crest Grade Range N/A 0.5 % - 5.0 % Minimum Radius N/A 130 m 0.5 % - 5.0 % (grade range used in design =1.0% to 5.0%) 130 m (minimum radius used in design = 350 m) Pavement Width 4 Lanes @ 3.5 m 10.0 m 18.0 m (1.5 m bike lane on both sides of road) 14.0 m pavement width (4 Lanes @ 3.5 m) Boulevard Width 5.5 m (1.5 m conc. sidewalk on east side) 5.5 9.5 m (1.5 m conc. sidewalk on both sides) 7.5 m (3.0 m multiuse path on both sides) Maximum Superelevation N/A 0.04 m/m 0.04 m/m Option 1 was established to avoid the wetland and woodlot areas; therefore, it will not require a bridge at the South Strasburg Creek and a culvert/bridge at Blair Creek south of Stauffer Drive. A smaller culvert will be required on the north branch of the South Strasburg Creek tributary. However, with Option 1, the following side roads will require extension, as illustrated in Figure 1 in the Appendix C : - Biehn Drive (the extension of Biehn Drive is assumed to connect to Robert Ferrie Drive and not Strasburg Road, since the intent of Option 1 is to completely avoid the wood lot and 25 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) wetland areas. An extension of Biehn Drive to the Option 1 alignment would result in such impact. - Robert Ferrie Drive (it is assumed that the pond which the alignment of this road crosses will not be maintained) - Blair Creek Drive It is assumed that the alignment of these side roads east of the base case alignment will be identical for both options, and therefore, the analysis for the side road connections only extend between the Base Case and Option 1, and are an impact for Option 1 only. In addition, Option 1 cuts through approved subdivision plans, and will result in severing the land of additional property owners. For each Option, it was assumed that continuous Regional infrastructure is required, including a water main and trunk sanitary sewer, and connectivity of these services along the side roads listed above. A general review of these impacts was undertaken including identification of potential issues. A preliminary grading analysis was carried out, assuming a 2:1 side slope. This grading analysis was the basis for reviewing land/property impacts and costs (both capital and operational/maintenance), to a 10% level of detail design. In general, both options are constructible and feasible, with similar cost. The degree of constructability was not evaluated. A large scale plan and profile view of the proposed alignments is included in Appendix C. 26 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 7.0 ENVIRONMENTAL IMPACT The development of Option 1 was based entirely on the objective of identifying an alternative alignment that avoids the environmental sensitivities adversely affected by the OP alignment (e.g., Strasburg Creek PSW complex and associated woodlands and cold water fisheries resources). Therefore, the assessment of Option 1 from an environmental perspective addressed the inherent advantages of such avoidance. However, it is also recognized that there may be other sensitive features that may be affected by the alternative alignment. Consequently, presentation of the results of the investigation focuses on the advantages and disadvantages of Option 1, rather than presenting a direct comparative analysis of Option 1 and the OP alignment. The segment of the alignment where the Base Case is common with Option 1 (i.e., Rush Meadow Street to the point where Option 1 diverges from the Base Case alignment) was not assessed. Due to the general absence of detailed published and field information available for Option 1 (and the inability to obtain such information due to time and weather constraints), a high level assessment was undertaken using the following environmental factors, which are consistent with those being used in the EA for Part A of the project: Natural Environment Terrestrial Aquatic Groundwater Surface Drainage Socio-Economic Environment Land Use Noise Communities Air Quality Cultural Environment Archaeology Built Heritage Cultural Landscapes SLI s specialist consultants provided input as necessary, but conducted no additional original investigations (i.e., the environmental information used in the assessment was extracted from existing published material and the results of SLI s 2010 field investigations). We note that a significant amount of wildlife field investigation (coverboards placed for herpetile survey) was conducted at the north end of the Option 1 alignment, just west of the woodlot. 7.1 BASE CASE As stated above, the rationale for this investigation has been based on the objective of identifying and assessing the merits of an alternative alignment that avoids the environmental sensitivities adversely affected by the established OP alignment for the Strasburg Road Extension. As a basis for some comparison of the Base Case against the Option 1 alignment, the environmental advantages and disadvantages of the OP alignment can be summarized for the major factor groups as follows: 7.1.1 NATURAL ENVIRONMENT - Strasburg Road Extension would traverse Strasburg Creek Wetland Complex (Provincially Significant Wetland) and Blair Swamp (PSW). - Displacement of interior forest areas in Strasburg Creek PSW. - Impacts to specimen trees in one hedgerow. - Crosses Jefferson Salamander regulated area in Upper Blair Creek corridor. 27 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) - Requires crossing of both North and South Tributaries of Strasburg Creek South Branch (coldwater fishery). - Requires crossing of Upper Blair Creek (intermittent watercourse with diffuse flow). - Crosses areas of Strasburg Creek PSW that constitute significant discharge and recharge areas. - Crosses significant regional recharge area in the southern half of the project area (just north of Stauffer Drive). 7.1.2 SOCIAL ENVIRONMENT - Strasburg Road Extension alignment predates more recent community plans and has served to define Brigadoon, Huron and Doon South community boundaries, as well as the Regional Countryside Line. - Strasburg Road Extension alignment has been accounted for in pending development plans and has been used as one of the instruments in defining Plan of Subdivision requirements (grading, drainage, noise control). - Generally avoids direct impacts to existing land uses (infrastructure and buildings), with the exception of Monika s Bed and Breakfast (west end of Stauffer Drive). - Strasburg Road Extension and collector roads displace agricultural lands with relatively low agricultural capability (Class 4-7). - With the exception of the north end (at Huron Woods), the Base Case exhibits limited potential for increases in noise levels or degradation of air quality due to distance from existing and future sensitive receptors. 7.1.3 CULTURAL ENVIRONMENT - Strasburg Road Extension is in proximity to Registered Site AiHc-22 and would require additional archaeological assessment to obtain clearance. - Strasburg Road Extension will have impacts to historic/scenic road corridors (Reidel Drive existing and abandoned segments; Stauffer Drive) and associated cultural landscape features (2 farm complexes 500 Stauffer Drive and 271 Reidel Drive). 7.2 OPTION 1 7.2.1 NATURAL ENVIRONMENT Vegetation communities within the general area of Option 1 are characteristic of areas in southern Ontario that have been heavily influenced by historical clearing for agriculture and residential development. In summary, four (4) vegetation units, including three (3) hedgerows, will be affected by the construction of Option 1 south of its divergence from the OP alignment. Another five (5) vegetation units, including four (4) hedgerows, will be affected by the construction (extension) of Biehn Drive, Robert Ferrie Drive and the Blair Creek Drive west of the OP alignment (refer to Figure 1 in Appendix D ). None of these vegetation units exhibit the ecological value inherent in the wetland and interior woodland areas directly affected by the OP alignment. Documented wildlife species in 2010 along the proposed route were mostly common and secure wildlife species. Species documented included garter snake and brown snake. Species at risk (SAR) and potential SAR along this route (exclusive of the section common to the OP alignment) include: Milksnake (confirmed) Special Concern was documented in 2009 at the Strasburg Creek corridor; Monarch Butterfly (confirmed) Special Concern confirmed in the study area and may occur along field edges where habitat is suitable. Cultural meadow areas did not reveal bird or other wildlife species at risk. The potential exists in these areas for additional Monarch and for milksnake. 28 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) As the route traverses south, it appears to avoid remnant natural features (woodlots, ponds or wetlands). It does cross hedgerows and open agricultural areas. Although hedgerows may provide a minor connecting role, they are generally not considered sensitive wildlife habitat. Typically, open agricultural areas also are not considered sensitive wildlife habitat. MNR has indicated that agricultural areas should be surveyed for bobolink (species of concern). Bobolink was not documented in the 2010 surveys, which were focused to the east of this new alignment, and along the previously established corridor in the detailed design portion of the project area. The crops planted in the area will significantly affect the likelihood of nesting bobolink. During 2010, most fields were planted in corn crops, which provide low potential for bobolink nesting habitat. Hays and wheat are more likely to support the species. The MNR has also indicated the potential for nightjar species (Common Nighthawk, Chimney Swift and Whip-poor-whil) in the project area. Targeted species completed in 2011 indicated that 7.2.2 SOCIAL ENVIRONMENT Option 1 influences would be greatest for this environmental component, particularly with respect to land use implications. While the OP alignment has been established for many years and has been integrated in long range land use and community planning initiatives, Option 1 would result in the need to revisit key components of the Official Plan for the southwest quadrant of the City. Since the proposed Strasburg Road Extension alignment defines the western boundary of the Brigadoon Community, this boundary would have to be redefined, resulting in the need to amend both the Brigadoon Community and Huron Community plans. At the south end of the project, this alignment may also result in the need to amend the Doon South Community Plan. In the latter regard, additional considerations and concerns may focus on possible pressures for extension of the urban boundary, relocation of the Regional Countryside Line to the west, and the associated permanent loss of prime agricultural land. In terms of impacts to planned land uses that are in various stages of implementation, Option 1 would create severances of one draft approved plan of subdivision (30T-98201), and one plan of subdivision in circulation (30T-98202) in the Huron Community, which may have significant adverse legal and financial ramifications. At the individual property level on lands still designated and used for agricultural or rural purposes, the Strasburg Road Extension alignment would create severances on two (2) large parcels, both under the same ownership (Activa). The collector road extensions would create new single or multiple severances for three (3) properties (Ruttkowski 2; Activa 4; and Stonefield - 1). The effects of these severances would range from loss of productive (Class 1-2 and Class 3) agriculture land and constraints on current agricultural operations,to viability for future higher and better uses based on the size and/or configuration of remainder parcels. Other potential impacts are associated with proximity effects to existing homes on immediately adjacent lots in Huron Woods, including degradation of air quality and increased noise levels, resulting in the possible need for installation of a noise attenuation barrier. Two homes on New Dundee Road may experience increased noise levels associated with implementation of this Strasburg Road Extension alignment. 7.2.3 CULTURAL ENVIRONMENT There are four registered archaeological sites in the vicinity of the Option 1 alignment. The Strasburg Road Extension alignment would be situated just east of site AiHc-20 and would have to be cleared of any related concerns through additional archaeological assessment. The other three sites do not enter into consideration due to the low potential for direct impacts. The Strasburg Road Extension Option 1 alignment will have no impacts to historic/scenic road corridors (Reidel Drive, Stauffer Drive) and associated cultural landscape features (2 farm complexes), but the extensions of Robert Ferrie Drive and the Blair Creek Drive will affect these features (crossing of Reidel 29 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Drive existing and abandoned segments; addition of new impacts to two (2) farm complexes at 500 Stauffer Drive and 271 Reidel Drive). 30 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 8.0 SUMMARY ASSESSMENT In addition to the detailed evaluation of the performance measures of the study area intersections, the estimated infiltration volumes through the neighbourhood road area network, road safety and measurements of effectiveness, Table 8.1 provides a consolidated summary of the assessment results under the following factor groups: Technical Considerations: Road Geometrics: o Road Profile; o Staging and Constructability; and o Servicing issues. Environmental Impact: o Natural Environment; o Socio-Economic Environment; and o Cultural Environment Financial Consideration: o Construction Cost; o Operation and Maintenance Cost; and o Land Requirements. 31 July 2012
TABLE 8.1: SUMMARY ASSESSMENT MATRIX Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) EVALUATION ROAD ALIGNMENT ALTERNATIVES CRITERIA Original Official Plan Alignment Option-1 Alignment ENGINEERING FEASIBILITY AND COST ASSESSMENT Servicing/ Utilities - Includes proposed watermain, sanitary sewer, and utilities. - Services/utilities along future Strasburg Road will be utilized by the proposed Huron Woods Subdivision (South of Huron Road and West of future Strasburg Road) and by the Stauffer Woods Subdivision (north of New Dundee Road and east of future Strasburg Road). - Includes proposed watermains, sanitary sewer, and utilities. - Services along future Strasburg Road will most likely not be fully utilized as there are fewer proposed subdivisions abutting/close to the alignment - Services/utilities to be extended additional distance along required side road extensions, resulting in additional long term maintenance and replacement costs. - Extensions of watermain may require additional network modelling, and may not be consistent with current proposals to change the Zones Kit 2W and Kit 4 boundary (Kitchener Zone 2 and 4 Optimization Study, Stantec, May 2009). Additional pumping or pressure reduction valves may be required. - Sanitary Sewer outlet elevation may be impacted, as the sewer is moved further west from the outlet. Stormwater Management - Several potential storm water outlets at Strasburg Creek tributaries and Blair Creek. - Potentially use SWM pond proposed by Freure Developments. - Additional areas of road to be treated and conveyed in a storm sewer. Very few outlet locations for storm water, and potential additional impact for additional ditches to a watercourse outlet. - Potentially use SWM pond proposed by Freure Developments. - Potential need for municipal drains to convey agricultural land storm drainage. Land Impacts Note: Strasburg Road is based on a 30m rightof-way with 2:1 grading slope. Collector roads Footprint Area - Footprint area from each road (based on grading limits): o Strasburg Road: 14.34 ha (Part A: 6.41 ha, Part B: 7.93 ha) o Total: 14.34 ha - Footprint area from each road (based on grading limits): o o o Strasburg Road: 12.67 ha (Part A:6.05 ha, Part B: 6.62 ha) Robert Ferrie Drive: 2.88 ha Biehn Drive: 1.85 ha 32 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) EVALUATION ROAD ALIGNMENT ALTERNATIVES CRITERIA Original Official Plan Alignment Option-1 Alignment are based on a 26m right-of-way with 2:1 grading slope. o Blair Creek Drive: 3.24 ha o Total: 20.64 ha - Requires an additional 6.30 ha of land to construct (includes land to construct collector roads). Properties Impacted (see discussion of Socioeconomics for further discussion) - Properties impacted by the Strasburg Road Original alignment (based on grading limits): o o o o o o o Activa Holdings: 0.56 ha (no severances) Stonefield Development Corp.: 2.13 ha (no severances) Ruttkowski: 2.95 ha (one severance) Sunvest Reid Ltd.: 0.45 ha (one severance) Freure Developments Ltd. (South Lands): 0.44 ha (no severance) Freure Developments Ltd. (North Lands): 0.23 ha (no severance) Hallman Construction Ltd.: 3.29 ha (no severances) o City of Kitchener: 4.29 ha (no severances) o Total: 14.34 ha - Properties impacted by the alternative alignment option and collector road extensions (based on grading limits): o o o o o o o o Activa Holdings: 11.93 ha (four severances) Stonefield Development Corp.: 2.24 ha (one severance) Ruttkowski: 1.19 ha (one severance) Sunvest Reid Ltd.: 0 ha Freure Developments Ltd. (South Lands): 1.96 ha (one severance within approved subdivision lands) Freure Developments Ltd. (North Lands): 1.24 ha (one severance within draft subdivision lands) Hallman Construction Ltd.: 1.05 ha (no severances) City of Kitchener: 1.03 ha (no severances) o Total: 20.64 ha Impacts to Subdivision Plans (see discussion of Socioeconomics for further discussion) - The approved Huron Woods Subdivision was designed to incorporate the Strasburg Road Extension. Storm water management ponds in this development are not affected by the road. - There will be some grading impacts to the southeast portion of the subdivision in the North Lands which has not been constructed and to the east portion of the subdivision in the South Lands, but no major severances or reduction is development area. - There will be some grading impacts to the proposed 33 - Strasburg Alignment cuts through the south portion of the North Lands of the approved Huron Woods Subdivision plan and cuts through a significant portion of the South Lands, severing four proposed local roads and abutting lots (all within the wood lot area). Stormwater management ponds in this development are not affected by the road, but will be severed from the main development. No construction has commenced in this area. - Biehn Drive cuts through a small portion of the July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) EVALUATION ROAD ALIGNMENT ALTERNATIVES CRITERIA Original Official Plan Alignment Option-1 Alignment Stauffer Woods Subdivision plan (northeast of New Dundee Road and future Strasburg Road Extension). Freure property at the southeast corner. The South Lands of the Freure development are within the woodlot area. - There are currently no other subdivision plans affected by this alignment option. Cost Note: Part A refers to Strasburg Road and side roads south of proposed Robert Ferrie Drive; Part B refers to Strasburg Road and side roads north of proposed Robert Ferrie Drive (and includes Robert Ferrie Drive) Capital (Land cost or legal implications are not evaluated in the cost analysis) - Breakdown of Cost estimate (includes road works, traffic signals, illumination, structures, storm sewers, sanitary sewers and watermain): o Strasburg Road: $22,047,000 (Part A: $7,135,000) (Part B: $14,912,000) o Total: $22,047,000 - $6,000,000 for 175m 3-span bridge over Strasburg Creek South Branch Tributaries (included in total cost estimate). - $750,000 for assumed 6m x 2.5m open bottom concrete culvert over Blair Creek south of Stauffer Drive (included in total cost estimate); this may require a longer structure and additional cost, depending on sensitivities. - Breakdown of Cost estimate (includes road works, traffic signals, illumination, structures, storm sewers, sanitary sewers and watermain): o Strasburg Road: $15,683,000 (Part A: $6,378,000) (Part B: $9,305,000) o Robert Ferrie Drive: $2,715,000 o Biehn Drive: $1,675,000 o Blair Creek Drive: $2,910,000 o Total: $22,983,000 - $750,000 cost for 6m x 2.5m open bottom concrete culvert over Strasburg Creek South Branch North Tributary (included in total cost estimate). - Additional cost of $936,000 to construct (difference from original official plan alignment). Maintenance/ Operational - Cost considerations include regular operations (i.e., cleaning of pipes, snow removal, testing/inspections), and long term rehabilitation costs (i.e., road resurfacing, pipe lining, valve replacement, crack repair, etc.) - Similar with respect to Strasburg Road length, and associated watermains, sewers, and utilities. - Additional cost for bridge and culvert maintenance. - Cost considerations include regular operations (i.e., cleaning of pipes, snow removal, testing/inspections), and long term rehabilitation costs (i.e., road resurfacing, pipe lining, valve replacement, crack repair, etc.) - Similar with respect to Strasburg Road length, and associated watermains, sewers, and utilities. - Additional cost for additional side road extensions and associated watermains, sewers, and utilities. - Potential additional cost if pumping stations are required. 34 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) EVALUATION ROAD ALIGNMENT ALTERNATIVES CRITERIA Original Official Plan Alignment Option-1 Alignment ENVIRONMENTAL IMPACT ASSESSMENT Natural Environment Terrestrial - Strasburg Road Extension would traverse Strasburg Creek Wetland Complex (Provincially Significant Wetland) and Blair Swamp (PSW) - Displacement of interior forest areas in Strasburg Creek PSW. - Impacts to specimen trees in one hedgerow. - Crosses Jefferson Salamander regulated area in Upper Blair Creek corridor. - Strasburg Road Extension would result in nominal impacts to relatively insignificant vegetation communities (2 cultural thickets; 3 hedgerows). - Collector road extensions would displace a very small edge segment of a major woodlot and sever 4 hedgerows. - Wildlife species lists for the newly affected properties do not indicate the presence of sensitive species or habitat. - Documented wildlife species in 2010 along the proposed route were mostly common and secure wildlife species. Species at risk (SAR) and potential SAR along this route include: - Milksnake (confirmed) Special Concern was documented in 2009 at the Strasburg Creek corridor; - Monarch Butterfly (confirmed) Special Concern confirmed in the study area and may occur along field edges where habitat is suitable. - Open agricultural areas and hedgerows crossed are generally not considered sensitive wildlife habitat, but may support Bobolink (species of concern), depending on which crops are planted. Aquatic/ Surface Drainage - Requires crossing of both North and South Tributaries of Strasburg Creek South Branch (coldwater fishery). - Requires crossing of Upper Blair Creek (intermittent watercourse with diffuse flow). - Strasburg Road Extension crosses North Tributary of Strasburg Creek South Branch, but flow is intermittent. Not deemed to be fish habitat. - Strasburg Road Extension crosses Upper Blair Creek, but channel is ill-defined and flow is intermittent. Not deemed to be fish habitat. 35 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) EVALUATION ROAD ALIGNMENT ALTERNATIVES CRITERIA Original Official Plan Alignment Option-1 Alignment Socio- Economic Environment Groundwater - Strasburg Road Extension crosses areas of Strasburg Creek PSW that constitute significant discharge and recharge areas. - Crosses significant regional recharge area in southern half of the project area. Land Use - Strasburg Road Extension alignment predates more recent community plans and has served to define Brigadoon, Huron and Doon South community boundaries, as well as the Regional Countryside Line. - Strasburg Road Extension alignment has been accounted for in pending development plans and has been used as one of the instruments in defining Plan of Subdivision requirements (grading, drainage, noise control). - Generally avoids direct impacts to existing land uses (infrastructure and buildings), with the exception of Monika s Bed and Breakfast (just north of Stauffer Drive). - Strasburg Road Extension and collector roads displace agricultural lands with relatively low agricultural capability (Class 4-7). 36 - Avoids major discharge and recharge areas associated with Strasburg Creek wetland complex (PSW) and Upper Blair Creek. - Avoids significant regional recharge area in southern half of the project area. - Strasburg Road Extension would likely result in the need for redefinition of Brigadoon Community and Huron Community boundaries and amendments to the respective community plans. - Strasburg Road Extension results in displacement of planned residential lots Blocks 7 and 8 (Newcastle Court) in 673099 Ontario Ltd. (Freure) Draft Approved PoS 30T-98201. - Major severance and displacement of residential lots in 673099 Ontario Ltd. (Freure) PoS 30T-98202 (in circulation). - Biehn Drive Extension results in minor impact to southeast corner (Stage 4) of PoS 30T-98202. - Strasburg Road Extension will create severances of two Activa parcels between Freure lands and New Dundee Road. Severance of Activa lands immediately north of New Dundee may create a nonviable remainder parcel. - Extension of Biehn Drive, Robert Ferrie Drive and Blair Creek Drive will create additional severances of Activa lands, and new severances of Ruttkowski and Stonefield lands (potential effects on viability of remainder parcels). - Strasburg Road Extension and collector road extensions displace agricultural lands with primarily Class 1 and 2 and Specialty Crop capability south of Robert Ferrie Drive and Class 3 lands north of Robert Ferrie Drive. - Strasburg Road Extension is about 2 lots west of 2009 RMOW ROP Countryside Line and 1 lot west of eastern limit of Prime Agricultural Area. This may exert pressure for unplanned development in Prime July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) EVALUATION ROAD ALIGNMENT ALTERNATIVES CRITERIA Original Official Plan Alignment Option-1 Alignment Agricultural Area (incompatible with ROPP). Possible redefinition of Doon South Community boundary and amendments to Community Plan. Noise/Air Quality - With the exception of the north end (at Huron Woods), exhibits limited potential for increases in noise levels or degradation of air quality due to distance from sensitive receptors. - Strasburg Road Extension would likely require incorporation of unplanned noise attenuation measures in planned Huron South PoS (30T-98201) and result in potential noise increases for two adjacent residences on New Dundee Road. The B&B operation at 500 Stauffer Road would experience reduced noise levels. - Strasburg Road Extension may adversely affect air quality of additional immediately adjacent receptors in Huron Woods. Communities - Strasburg Road Extension is expected to provide some relief to community areas currently under some pressure from infiltration of through traffic (e.g., Caryndale). - With the westerly shift of Strasburg Road, approximately 20,000 additional ADT will tend to shortcut through the existing road area network, adversely affecting community cohesion. - It is likely that the additional infiltration volumes would traverse areas already under pressure from through traffic (Caryndale Drive, Biehn Drive, Manitou Drive), as well as introducing pressures on areas that may not currently be under pressure (Battler Drive, Trillium Drive, Robert Ferrie Drive, Doon South Drive, Doon Mills Drive and Doon Village Road). Cultural Environment Archaeological Resources/ Built Heritage/ Cultural Landscapes - Strasburg Road Extension is in proximity to Registered Site AiHc-22. - Strasburg Road Extension will have impacts to historic/scenic road corridors (Reidel Drive existing and abandoned segments; Stauffer Drive) and associated cultural landscape features (2 farm complexes). - Strasburg Road Extension is in proximity to Registered Site AiHc-20. - Strasburg Road Extension will have no impacts to historic/scenic road corridors (Reidel Drive, Stauffer Drive) and associated cultural landscape features (2 farm complexes), but the extensions of Robert Ferrie Drive and the Blair Creek Drive will affect these features (crossing of Reidel Drive (existing and abandoned segments; addition of new impacts to farm complexes). 37 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) 9.0 COMPARATIVE EVALUATION AND CONCLUSIONS 9.1 COMPARATIVE EVALUATION Based on the study findings, a qualitative assessment of the advantages and disadvantages of the Base Case scenario and the Option 1 scenario was carried out to identify, on balance, the preferred alignment in the context of a reasoned argument. The following matrix summarizes the findings and identifies the preferred alternative, with respect most/ moderate and least impact. The intensity of the shading reflects the degree of impact i.e. the lighter the shedding the worse the impact: EVALUATION MATRIX Least Impact Higher Impact Highest Impact Evaluation Criteria Base Case Option 1 Remarks Impact on Traffic Operations/Intersection Performance Major Intersections on Huron Road/ Homer Watson Boulevard Major Intersections on New Dundee Road Battler Drive Trillium Drive Manitou Drive Thomas Slee Robert Ferrie Average delay remains lower in the Base Case option. Average delay remains lower in the Base Case option Average delay remains lower in the Base Case option Negligible impact is expected Negligible impact is expected Traffic Infiltration through Neighbourhood Intersections Road Safety Scenario on the Neighbourhood road area network Measurement of Effectiveness With Option 1, an additional 7,600 vehicles per day are expected on the existing road area network With increased AADT frequency of collision increases With Option 1, Strasburg Road will be underutilized 38 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Least Impact Higher Impact Highest Impact Evaluation Criteria Base Case Option 1 Remarks Impact Due to Road Geometry/Road Construction and Maintenance Servicing/ Utilities Stormwater Management Land Impacts Cost Feasibility of Provision Utilization by Existing and Future Developments Possibility of any Modification of Existing Municipal Servicing Feasible Storm Outlet Requirement of Additional Municipal Servicing Footprint Area Impact on Private Properties Impact on Draft Approved Subdivision Plans Capital Maintenance/Operations Most planning to date considers the base case, with some infrastructure already constructed Base Case is closer to drainage outlets, and can be accommodated in planned SWM ponds Option 1 is away from drainage outlets, and planned developments, and will require significant additional ditching for drainage Base Case has significantly less footprint area since side road extensions are not required and the impacts to private properties are significantly less. The Base Case will not sever/impact approved/circulated subdivision plans Construction costs are similar, although additional land cost is incurred with Option 1 Base case will have additional maintenance/operational costs associated with the bridge. Option 1 will have additional maintenance/operational 39 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) Least Impact Higher Impact Highest Impact Evaluation Criteria Base Case Option 1 Remarks Environmental Impact Assessment costs associated with additional watermain and sanitary sewer infrastructure extended along collector roads (assuming this is required for system looping and outlets) Natural Environment Socio- Economic Environment Cultural Environment Terrestrial Aquatic/Surface Drainage Groundwater Land Use Noise/Air Quality Communities Archaeological/BHF/Cultural Landscapes Option 1 avoids major natural heritage features Option 1 avoids major aquatic habitat Option 1 avoids major recharge/discharge areas Option 1 imposes major land use and planning boundary impacts Base Case imposes fewer impacts on sensitive receptors Impacts to community cohesion with Option 1 No significant differences OVERALL SCORE 9.2 CONCLUSIONS SNC-Lavalin Inc. (SLI) was retained by the City of Kitchener to undertake an Alternative Route Selection study for the Strasburg Road Extension from its current south terminus at Rush Meadow Street, southerly to New Dundee Road. This study compared and evaluated the functionality and potential impacts of the established Strasburg Road corridor and an alternative alignment (Option 1) developed to avoid a number of natural heritage features directly affected by the established alignment. 40 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) The study was completed through a comparative assessment and evaluation of the two route alternatives with respect to the following major parameters: Traffic Operations/Intersection Performance; Impact of Road Geometry/Road Construction and Maintenance; and Environmental Impacts It is worth noting that the evaluation of the route alternatives was undertaken primarily with respect to traffic engineering analyses, backed up with a functional road design and a very high level/desktop environmental analysis. Based on the outcome of the traffic engineering analysis, a high level evaluation of the impact of the road design geometry and potential environmental impacts, a qualitative evaluation of the two design alternatives was conducted to identify the preferred option, between the two options. The evaluation results suggest that the alignment established in the City s Official Plan (Base Case) is preferable to Option 1 for the proposed Strasburg Road Extension. Based on the limitations of the design alternatives, this study reflects that the current alignment (i.e., the OP approved alignment of the Strasburg Road Extension) is a better alternative between the two alignments. However, it is recommended that the following investigations should be included in any further studies to identify the preferred route alternative for the proposed Strasburg Road Extension: 1. Testing of further alignments connecting the existing Strasburg Road terminus and Riedel Drive, while minimizing potential impacts to major environmental features; 2. Detailed evaluation of traffic infiltration through the Brigadoon Community and Doon South Community, as identified in the traffic findings; and 3. Development of a dynamic traffic assignment model or a dynamic simulation traffic model to confirm the traffic assignment assumptions made so far and also the sensitivities of other alignments with respect to attracting the development traffic volumes. 41 July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) APPENDICES July 2012
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) APPENDIX A TRAFFIC FIGURES July 2012
FISCHER HALLMAN RD. HURON RD. OPTION 1 EAST-WEST COLLECTOR BIEHN DRIVE BASE CASE ROBERT FERRIE DRIVE STAUFFER DR. CARYNDALE DR. CAMERON RD. NEW DUNDEE RD. LEGEND:
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) APPENDIX B CAPACITY ANALYSIS RESULTS July 2012
HCM Unsignalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 4: New Dundee Road & Collector "A" Base Case Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 25 931 523 41 46 38 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 25 931 523 41 46 38 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 1 Upstream signal (m) px, platoon unblocked vc, conflicting volume 564 1038 262 vc1, stage 1 conf vol 523 vc2, stage 2 conf vol 516 vcu, unblocked vol 564 1038 262 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) 5.8 tf (s) 2.2 3.5 3.3 p0 queue free % 98 87 95 cm capacity (veh/h) 1004 354 737 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 SB 1 SB 2 Volume Total 335 621 262 262 41 46 38 Volume Left 25 0 0 0 0 46 0 Volume Right 0 0 0 0 41 0 38 csh 1004 1700 1700 1700 1700 354 737 Volume to Capacity 0.02 0.37 0.15 0.15 0.02 0.13 0.05 Queue Length 95th (m) 0.6 0.0 0.0 0.0 0.0 3.5 1.3 Control Delay (s) 0.9 0.0 0.0 0.0 0.0 16.7 10.1 Lane LOS A C B Approach Delay (s) 0.3 0.0 13.7 Approach LOS B Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 53.7% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 3
HCM Unsignalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 5: Rockcliffe Drive & Strasburg Road Base Case Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 188 59 22 1035 628 60 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 188 59 22 1035 628 60 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 4 Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1190 314 688 vc1, stage 1 conf vol 628 vc2, stage 2 conf vol 562 vcu, unblocked vol 1190 314 688 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 52 91 98 cm capacity (veh/h) 392 688 916 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 247 22 518 518 314 314 60 Volume Left 188 22 0 0 0 0 0 Volume Right 59 0 0 0 0 0 60 csh 515 916 1700 1700 1700 1700 1700 Volume to Capacity 0.48 0.02 0.30 0.30 0.18 0.18 0.04 Queue Length 95th (m) 20.5 0.6 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 19.6 9.0 0.0 0.0 0.0 0.0 0.0 Lane LOS C A Approach Delay (s) 19.6 0.2 0.0 Approach LOS C Intersection Summary Average Delay 2.5 Intersection Capacity Utilization 45.7% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 4
Queues Weekday AM - Future Total Traffic 2018 15: New Dundee Road & Strasburg Road Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1805 3372 0 0 3102 1615 0 1854 0 1357 1801 0 Flt Permitted 0.950 0.923 0.828 0.376 Satd. Flow (perm) 1805 3372 0 0 2869 1615 0 1551 0 537 1801 0 Satd. Flow (RTOR) 45 293 1 Volume (vph) 9 502 169 10 258 293 75 277 5 450 422 17 Lane Group Flow (vph) 9 671 0 0 268 293 0 357 0 450 439 0 Turn Type Prot Perm Free Perm pm+pt Protected Phases 7 4 8 2 1 6 Permitted Phases 8 Free 2 6 Total Split (s) 8.0 30.0 0.0 22.0 22.0 0.0 35.0 35.0 0.0 35.0 70.0 0.0 Act Effct Green (s) 4.0 22.5 20.9 96.6 40.8 66.1 66.1 Actuated g/c Ratio 0.04 0.23 0.22 1.00 0.42 0.68 0.68 v/c Ratio 0.13 0.82 0.43 0.18 0.54 0.82 0.36 Control Delay 52.1 41.7 35.6 0.2 28.1 22.1 7.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.1 41.7 35.6 0.2 28.1 22.1 7.8 LOS D D D A C C A Approach Delay 41.8 17.1 28.1 15.0 Approach LOS D B C B Queue Length 50th (m) 1.8 61.7 23.5 0.0 53.2 39.3 33.8 Queue Length 95th (m) 7.1 82.9 39.7 0.0 #102.3 73.4 53.4 Internal Link Dist (m) 256.1 488.3 368.0 369.8 Turn Bay Length (m) 100.0 100.0 Base Capacity (vph) 70 910 630 1615 656 574 1233 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.74 0.43 0.18 0.54 0.78 0.36 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 96.6 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.82 Intersection Signal Delay: 24.7 Intersection LOS: C ICU Level of Service D Intersection Capacity Utilization 73.2% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 15: New Dundee Road & Strasburg Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 8
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 15: New Dundee Road & Strasburg Road Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.96 1.00 0.85 1.00 1.00 0.99 Flt Protected 0.95 1.00 1.00 1.00 0.99 0.95 1.00 Satd. Flow (prot) 1805 3372 3102 1615 1853 1357 1801 Flt Permitted 0.95 1.00 0.92 1.00 0.83 0.44 1.00 Satd. Flow (perm) 1805 3372 2873 1615 1563 626 1801 Volume (vph) 9 502 169 10 258 293 75 277 5 450 422 17 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 9 502 169 10 258 293 75 277 5 450 422 17 RTOR Reduction (vph) 0 33 0 0 0 0 0 1 0 0 0 0 Lane Group Flow (vph) 9 638 0 0 268 293 0 356 0 450 439 0 Heavy Vehicles (%) 0% 3% 3% 20% 16% 0% 2% 0% 60% 33% 5% 2% Turn Type Prot Perm Free Perm pm+pt Protected Phases 7 4 8 2 1 6 Permitted Phases 8 Free 2 6 Actuated Green, G (s) 0.8 25.7 20.9 99.8 40.8 66.1 66.1 Effective Green, g (s) 0.8 25.7 20.9 99.8 40.8 66.1 66.1 Actuated g/c Ratio 0.01 0.26 0.21 1.00 0.41 0.66 0.66 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 14 868 602 1615 639 571 1193 v/s Ratio Prot 0.00 c0.19 c0.17 0.24 v/s Ratio Perm 0.09 0.18 0.23 c0.35 v/c Ratio 0.64 0.73 0.45 0.18 0.56 0.79 0.37 Uniform Delay, d1 49.4 33.9 34.4 0.0 22.6 10.9 7.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 71.2 3.3 0.5 0.2 3.5 7.1 0.9 Delay (s) 120.6 37.2 34.9 0.2 26.1 18.1 8.4 Level of Service F D C A C B A Approach Delay (s) 38.3 16.8 26.1 13.3 Approach LOS D B C B Intersection Summary HCM Average Control Delay 22.8 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 99.8 Sum of lost time (s) 8.0 Intersection Capacity Utilization 73.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 9
HCM Unsignalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 17: Rush Meadow & Strasburg Road Base Case Movement WBL WBR NET NER SWL SWT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 26 138 1202 20 31 662 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 26 138 1202 20 31 662 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1605 611 1222 vc1, stage 1 conf vol 1212 vc2, stage 2 conf vol 393 vcu, unblocked vol 1605 611 1222 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 89 68 95 cm capacity (veh/h) 229 437 566 Direction, Lane # WB 1 NE 1 NE 2 SW 1 SW 2 SW 3 Volume Total 164 801 421 31 331 331 Volume Left 26 0 0 31 0 0 Volume Right 138 0 20 0 0 0 csh 382 1700 1700 566 1700 1700 Volume to Capacity 0.43 0.47 0.25 0.05 0.19 0.19 Queue Length 95th (m) 16.8 0.0 0.0 1.4 0.0 0.0 Control Delay (s) 21.3 0.0 0.0 11.7 0.0 0.0 Lane LOS C B Approach Delay (s) 21.3 0.0 0.5 Approach LOS C Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 50.5% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 10
Queues Weekday AM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1803 0 0 1845 1583 0 1857 0 902 1854 0 Flt Permitted 0.904 0.884 0.996 0.286 Satd. Flow (perm) 0 1649 0 0 1651 1583 0 1851 0 272 1854 0 Satd. Flow (RTOR) 3 297 3 16 Volume (vph) 71 204 15 17 51 297 5 442 25 421 345 51 Lane Group Flow (vph) 0 290 0 0 68 297 0 472 0 421 396 0 Turn Type Perm Perm Perm Perm pm+pt Protected Phases 4 8 2 1 6 Permitted Phases 4 8 8 2 6 Total Split (s) 29.0 29.0 0.0 29.0 29.0 29.0 41.0 41.0 0.0 30.0 71.0 0.0 Act Effct Green (s) 22.4 22.4 22.4 37.1 67.1 67.1 Actuated g/c Ratio 0.23 0.23 0.23 0.38 0.69 0.69 v/c Ratio 0.76 0.18 0.50 0.67 1.18 0.31 Control Delay 48.5 31.1 6.9 31.2 127.6 6.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.5 31.1 6.9 31.2 127.6 6.9 LOS D C A C F A Approach Delay 48.5 11.4 31.2 69.1 Approach LOS D B C E Queue Length 50th (m) 53.3 10.9 0.0 79.8 ~81.7 28.8 Queue Length 95th (m) 83.5 22.4 20.5 116.6 #143.2 43.3 Internal Link Dist (m) 538.0 2095.9 174.6 157.9 Turn Bay Length (m) 50.0 120.0 Base Capacity (vph) 415 413 619 706 356 1281 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.70 0.16 0.48 0.67 1.18 0.31 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 97.5 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.18 Intersection Signal Delay: 46.0 Intersection LOS: D ICU Level of Service D Intersection Capacity Utilization 80.6% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. SNC Lavalin Synchro 6 Report 2011-10-20 Page 12
Queues Weekday AM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Base Case Splits and Phases: 22: New Dundee Road & Fischer-Hallman Rd. SNC Lavalin Synchro 6 Report 2011-10-20 Page 13
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 0.85 0.99 1.00 0.98 Flt Protected 0.99 0.99 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1803 1844 1583 1857 902 1854 Flt Permitted 0.90 0.86 1.00 1.00 0.30 1.00 Satd. Flow (perm) 1645 1608 1583 1850 281 1854 Volume (vph) 71 204 15 17 51 297 5 442 25 421 345 51 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 71 204 15 17 51 297 5 442 25 421 345 51 RTOR Reduction (vph) 0 2 0 0 0 229 0 2 0 0 5 0 Lane Group Flow (vph) 0 288 0 0 68 68 0 470 0 421 391 0 Heavy Vehicles (%) 5% 2% 15% 1% 2% 2% 25% 1% 6% 100% 0% 4% Turn Type Perm Perm Perm Perm pm+pt Protected Phases 4 8 2 1 6 Permitted Phases 4 8 8 2 6 Actuated Green, G (s) 19.9 19.9 19.9 34.6 64.6 64.6 Effective Green, g (s) 22.4 22.4 22.4 37.1 67.1 67.1 Actuated g/c Ratio 0.23 0.23 0.23 0.38 0.69 0.69 Clearance Time (s) 6.5 6.5 6.5 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 378 369 364 704 359 1276 v/s Ratio Prot c0.31 0.21 v/s Ratio Perm c0.17 0.04 0.04 0.25 c0.50 v/c Ratio 0.76 0.18 0.19 0.67 1.17 0.31 Uniform Delay, d1 35.1 30.2 30.2 25.1 18.1 6.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.8 0.2 0.3 5.0 103.3 0.6 Delay (s) 43.8 30.4 30.5 30.1 121.4 6.6 Level of Service D C C C F A Approach Delay (s) 43.8 30.5 30.1 65.8 Approach LOS D C C E Intersection Summary HCM Average Control Delay 47.2 HCM Level of Service D HCM Volume to Capacity ratio 1.06 Actuated Cycle Length (s) 97.5 Sum of lost time (s) 8.0 Intersection Capacity Utilization 80.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 14
Queues Weekday AM - Future Total Traffic 2018 28: Battler Road & Huron Road Base Case Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1410 1624 0 1703 1845 1568 902 3412 0 1656 3282 1524 Flt Permitted 0.683 0.730 0.416 0.074 Satd. Flow (perm) 1014 1624 0 1308 1845 1568 395 3412 0 129 3282 1524 Satd. Flow (RTOR) 234 11 66 Volume (vph) 41 41 0 166 97 234 5 1404 103 185 622 66 Lane Group Flow (vph) 41 41 0 166 97 234 5 1507 0 185 622 66 Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases 6 2 4 3 8 Permitted Phases 6 2 2 4 8 8 Total Split (s) 27.0 27.0 0.0 27.0 27.0 27.0 54.0 54.0 0.0 19.0 73.0 73.0 Act Effct Green (s) 17.8 17.8 18.4 18.4 18.4 54.2 54.2 69.1 69.1 69.1 Actuated g/c Ratio 0.18 0.18 0.19 0.19 0.19 0.57 0.57 0.72 0.72 0.72 v/c Ratio 0.22 0.14 0.66 0.27 0.48 0.02 0.78 0.69 0.26 0.06 Control Delay 35.0 32.3 48.6 34.4 7.9 12.8 21.2 31.5 5.3 1.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.0 32.3 48.6 34.4 7.9 12.8 21.2 31.5 5.3 1.4 LOS C C D C A B C C A A Approach Delay 33.6 26.7 21.2 10.5 Approach LOS C C C B Queue Length 50th (m) 6.8 6.7 30.0 16.2 0.0 0.4 114.3 18.0 19.1 0.0 Queue Length 95th (m) 16.4 15.8 52.2 30.5 19.2 2.5 173.3 42.3 30.0 3.8 Internal Link Dist (m) 186.5 122.1 575.4 302.8 Turn Bay Length (m) 35.0 30.0 30.0 40.0 90.0 90.0 Base Capacity (vph) 227 364 301 424 541 224 1942 320 2376 1121 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.18 0.11 0.55 0.23 0.43 0.02 0.78 0.58 0.26 0.06 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 95.5 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.78 Intersection Signal Delay: 19.3 Intersection Capacity Utilization 78.2% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Splits and Phases: 28: Battler Road & Huron Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 15
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 28: Battler Road & Huron Road Base Case Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1410 1624 1703 1845 1568 902 3411 1656 3282 1524 Flt Permitted 0.68 1.00 0.73 1.00 1.00 0.42 1.00 0.08 1.00 1.00 Satd. Flow (perm) 1009 1624 1309 1845 1568 395 3411 132 3282 1524 Volume (vph) 41 41 0 166 97 234 5 1404 103 185 622 66 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 41 41 0 166 97 234 5 1404 103 185 622 66 RTOR Reduction (vph) 0 0 0 0 0 189 0 5 0 0 0 18 Lane Group Flow (vph) 41 41 0 166 97 45 5 1502 0 185 622 48 Heavy Vehicles (%) 28% 17% 100% 6% 3% 3% 100% 4% 15% 9% 10% 6% Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases 6 2 4 3 8 Permitted Phases 6 2 2 4 8 8 Actuated Green, G (s) 16.4 16.4 16.4 16.4 16.4 52.2 52.2 67.1 67.1 67.1 Effective Green, g (s) 18.4 18.4 18.4 18.4 18.4 54.2 54.2 69.1 69.1 69.1 Actuated g/c Ratio 0.19 0.19 0.19 0.19 0.19 0.57 0.57 0.72 0.72 0.72 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 194 313 252 355 302 224 1936 269 2375 1103 v/s Ratio Prot 0.03 0.05 c0.44 c0.08 0.19 v/s Ratio Perm 0.04 c0.13 0.03 0.01 0.42 0.03 v/c Ratio 0.21 0.13 0.66 0.27 0.15 0.02 0.78 0.69 0.26 0.04 Uniform Delay, d1 32.4 31.9 35.6 32.9 32.0 9.0 16.0 21.6 4.5 3.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.2 6.1 0.4 0.2 0.2 3.1 7.1 0.3 0.1 Delay (s) 33.0 32.1 41.7 33.3 32.3 9.2 19.1 28.7 4.8 3.8 Level of Service C C D C C A B C A A Approach Delay (s) 32.6 35.6 19.0 9.8 Approach LOS C D B A Intersection Summary HCM Average Control Delay 19.5 HCM Level of Service B HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 95.5 Sum of lost time (s) 12.0 Intersection Capacity Utilization 78.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 16
Queues Weekday AM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1736 3471 0 0 3226 0 0 0 1565 1719 0 1538 Flt Permitted 0.247 0.950 Satd. Flow (perm) 451 3471 0 0 3226 0 0 0 1565 1719 0 1538 Satd. Flow (RTOR) 30 323 15 Volume (vph) 31 1649 0 0 862 112 0 0 438 15 0 15 Lane Group Flow (vph) 31 1649 0 0 974 0 0 0 438 15 0 15 Turn Type Perm Freecustom custom Protected Phases 4 8 Permitted Phases 4 Free 6 6 Total Split (s) 61.0 61.0 0.0 0.0 61.0 0.0 0.0 0.0 0.0 29.0 0.0 29.0 Act Effct Green (s) 102.2 102.2 102.2 110.2 8.7 8.7 Actuated g/c Ratio 0.93 0.93 0.93 1.00 0.07 0.07 v/c Ratio 0.07 0.51 0.33 0.28 0.12 0.12 Control Delay 1.7 2.2 1.4 0.4 31.0 15.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 1.7 2.2 1.4 0.4 31.0 15.5 LOS A A A A C B Approach Delay 2.2 1.4 Approach LOS A A Queue Length 50th (m) 0.0 0.0 0.0 0.0 3.6 0.0 Queue Length 95th (m) 2.6 55.8 24.5 0.0 8.2 5.7 Internal Link Dist (m) 302.8 181.7 189.6 138.9 Turn Bay Length (m) 35.0 35.0 Base Capacity (vph) 418 3218 2993 1565 328 306 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.51 0.33 0.28 0.05 0.05 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 110.2 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.51 Intersection Signal Delay: 1.9 Intersection Capacity Utilization 55.6% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service B Splits and Phases: 30: Huron Road & Trillium Dr SNC Lavalin Synchro 6 Report 2011-10-20 Page 17
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 0.98 0.86 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1736 3471 3225 1565 1719 1538 Flt Permitted 0.29 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 530 3471 3225 1565 1719 1538 Volume (vph) 31 1649 0 0 862 112 0 0 438 15 0 15 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 31 1649 0 0 862 112 0 0 438 15 0 15 RTOR Reduction (vph) 0 0 0 0 4 0 0 0 0 0 0 14 Lane Group Flow (vph) 31 1649 0 0 970 0 0 0 438 15 0 1 Heavy Vehicles (%) 4% 4% 0% 0% 10% 10% 0% 0% 5% 5% 0% 5% Turn Type Perm Freecustom custom Protected Phases 4 8 Permitted Phases 4 Free 6 6 Actuated Green, G (s) 97.9 97.9 97.9 113.3 3.4 3.4 Effective Green, g (s) 99.9 99.9 99.9 113.3 5.4 5.4 Actuated g/c Ratio 0.88 0.88 0.88 1.00 0.05 0.05 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 467 3060 2844 1565 82 73 v/s Ratio Prot c0.48 0.30 v/s Ratio Perm 0.06 c0.28 0.01 0.00 v/c Ratio 0.07 0.54 0.34 0.28 0.18 0.01 Uniform Delay, d1 0.8 1.5 1.1 0.0 51.8 51.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.7 0.3 0.4 1.1 0.1 Delay (s) 1.1 2.2 1.5 0.4 52.9 51.5 Level of Service A A A A D D Approach Delay (s) 2.2 1.5 0.4 52.2 Approach LOS A A A D Intersection Summary HCM Average Control Delay 2.2 HCM Level of Service A HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 113.3 Sum of lost time (s) 4.0 Intersection Capacity Utilization 55.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 18
Queues Weekday AM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3433 5136 1615 1583 4940 1429 1517 3359 0 3400 3189 0 Flt Permitted 0.950 0.093 0.356 0.950 Satd. Flow (perm) 3433 5136 1615 155 4940 1429 568 3359 0 3400 3189 0 Satd. Flow (RTOR) 104 673 16 147 Volume (vph) 480 1587 187 46 1457 744 490 479 88 348 141 147 Lane Group Flow (vph) 480 1587 187 46 1457 744 490 567 0 348 288 0 Turn Type Prot Free pm+pt Free pm+pt Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases Free 8 Free 2 Total Split (s) 22.0 59.0 0.0 10.0 47.0 0.0 35.0 37.0 0.0 24.0 26.0 0.0 Act Effct Green (s) 18.0 56.9 129.9 48.8 42.9 129.9 57.0 34.2 18.8 22.0 Actuated g/c Ratio 0.14 0.44 1.00 0.37 0.33 1.00 0.44 0.26 0.14 0.17 v/c Ratio 1.01 0.71 0.12 0.38 0.89 0.52 1.03 0.63 0.71 0.43 Control Delay 98.8 32.3 0.1 27.7 49.5 1.4 80.8 45.1 61.2 25.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 98.8 32.3 0.1 27.7 49.5 1.4 80.8 45.1 61.2 25.4 LOS F C A C D A F D E C Approach Delay 43.8 33.1 61.7 45.0 Approach LOS D C E D Queue Length 50th (m) ~68.5 129.1 0.0 6.2 136.2 0.0 ~113.6 70.4 46.1 17.6 Queue Length 95th (m)#105.5 147.7 0.0 13.3 157.1 0.0 #179.2 91.2 63.0 32.1 Internal Link Dist (m) 281.9 644.4 102.4 150.4 Turn Bay Length (m) 85.0 85.0 125.0 200.0 25.0 40.0 Base Capacity (vph) 476 2249 1615 122 1634 1429 476 896 519 663 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.01 0.71 0.12 0.38 0.89 0.52 1.03 0.63 0.67 0.43 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 129.9 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.03 Intersection Signal Delay: 43.1 Intersection LOS: D ICU Level of Service E Intersection Capacity Utilization 90.9% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. SNC Lavalin Synchro 6 Report 2011-10-20 Page 19
Queues Weekday AM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Base Case Splits and Phases: 35: Homer Watson & Manitou Drive SNC Lavalin Synchro 6 Report 2011-10-20 Page 20
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3433 5136 1615 1583 4940 1429 1517 3358 3400 3190 Flt Permitted 0.95 1.00 1.00 0.09 1.00 1.00 0.35 1.00 0.95 1.00 Satd. Flow (perm) 3433 5136 1615 153 4940 1429 565 3358 3400 3190 Volume (vph) 480 1587 187 46 1457 744 490 479 88 348 141 147 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 480 1587 187 46 1457 744 490 479 88 348 141 147 RTOR Reduction (vph) 0 0 0 0 0 0 0 12 0 0 122 0 Lane Group Flow (vph) 480 1587 187 46 1457 744 490 555 0 348 166 0 Heavy Vehicles (%) 2% 1% 0% 14% 5% 13% 19% 5% 5% 3% 5% 4% Turn Type Prot Free pm+pt Free pm+pt Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases Free 8 Free 2 Actuated Green, G (s) 18.0 54.3 130.7 45.9 41.1 130.7 53.8 31.0 16.8 18.8 Effective Green, g (s) 18.0 56.9 130.7 48.5 43.7 130.7 57.0 34.2 18.8 22.0 Actuated g/c Ratio 0.14 0.44 1.00 0.37 0.33 1.00 0.44 0.26 0.14 0.17 Clearance Time (s) 4.0 6.6 4.0 6.6 4.0 7.2 6.0 7.2 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 473 2236 1615 109 1652 1429 472 879 489 537 v/s Ratio Prot c0.14 0.31 0.02 c0.29 c0.25 0.17 0.10 0.05 v/s Ratio Perm 0.12 0.14 0.52 c0.21 v/c Ratio 1.01 0.71 0.12 0.42 0.88 0.52 1.04 0.63 0.71 0.31 Uniform Delay, d1 56.3 30.2 0.0 28.1 41.1 0.0 31.8 42.7 53.4 47.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 45.1 1.1 0.1 2.6 5.9 1.4 51.7 3.4 4.9 1.5 Delay (s) 101.5 31.2 0.1 30.8 47.0 1.4 83.5 46.1 58.2 49.2 Level of Service F C A C D A F D E D Approach Delay (s) 43.6 31.5 63.4 54.1 Approach LOS D C E D Intersection Summary HCM Average Control Delay 43.7 HCM Level of Service D HCM Volume to Capacity ratio 0.97 Actuated Cycle Length (s) 130.7 Sum of lost time (s) 12.0 Intersection Capacity Utilization 90.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 21
Queues Weekday AM - Future Total Traffic 2018 38: Homer Watson Blvd. & Doon South Dr. Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1863 3610 1599 1805 3610 0 2968 1615 0 0 1900 1792 Flt Permitted 0.058 0.950 Satd. Flow (perm) 1863 3610 1599 110 3610 0 2968 1615 0 0 1900 1792 Satd. Flow (RTOR) 39 131 Volume (vph) 0 1951 129 66 1472 0 393 0 490 0 0 0 Lane Group Flow (vph) 0 1951 129 66 1472 0 393 490 0 0 0 0 Turn Type Perm Perm pm+pt Split Split Perm Protected Phases 6 5 2 4 4 8 8 Permitted Phases 6 6 2 8 Total Split (s) 68.5 68.5 68.5 8.5 77.0 0.0 32.4 32.4 0.0 10.6 10.6 10.6 Act Effct Green (s) 66.2 66.2 73.1 73.0 28.4 28.4 Actuated g/c Ratio 0.61 0.61 0.66 0.67 0.26 0.26 v/c Ratio 0.89 0.13 0.47 0.61 0.51 0.95 Control Delay 25.9 7.2 19.4 11.6 37.3 59.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.9 7.2 19.4 11.6 37.3 59.0 LOS C A B B D E Approach Delay 24.7 11.9 49.3 Approach LOS C B D Queue Length 50th (m) 193.3 8.3 4.6 88.4 38.9 83.4 Queue Length 95th (m) #237.6 16.8 12.5 108.2 54.3 #151.2 Internal Link Dist (m) 1032.5 337.2 187.0 90.1 Turn Bay Length (m) 30.0 90.0 60.0 Base Capacity (vph) 2184 983 141 2409 770 516 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.89 0.13 0.47 0.61 0.51 0.95 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 109.4 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.95 Intersection Signal Delay: 25.2 Intersection LOS: C ICU Level of Service F Intersection Capacity Utilization 91.9% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 38: Homer Watson Blvd. & Doon South Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 22
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 38: Homer Watson Blvd. & Doon South Dr. Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1599 1805 3610 2968 1615 Flt Permitted 1.00 1.00 0.06 1.00 0.95 1.00 Satd. Flow (perm) 3610 1599 108 3610 2968 1615 Volume (vph) 0 1951 129 66 1472 0 393 0 490 0 0 0 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1951 129 66 1472 0 393 0 490 0 0 0 RTOR Reduction (vph) 0 0 16 0 0 0 0 97 0 0 0 0 Lane Group Flow (vph) 0 1951 113 66 1472 0 393 393 0 0 0 0 Heavy Vehicles (%) 2% 0% 1% 0% 0% 0% 18% 7% 0% 0% 0% 6% Turn Type Perm Perm pm+pt Split Split Perm Protected Phases 6 5 2 4 4 8 8 Permitted Phases 6 6 2 8 Actuated Green, G (s) 63.8 63.8 71.5 71.5 25.8 25.8 Effective Green, g (s) 66.2 66.2 73.9 73.9 28.4 28.4 Actuated g/c Ratio 0.60 0.60 0.67 0.67 0.26 0.26 Clearance Time (s) 6.4 6.4 4.5 6.4 6.6 6.6 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2167 960 129 2419 764 416 v/s Ratio Prot c0.54 0.02 c0.41 0.13 c0.24 v/s Ratio Perm 0.07 0.32 v/c Ratio 0.90 0.12 0.51 0.61 0.51 0.94 Uniform Delay, d1 19.2 9.5 23.5 10.1 35.0 40.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.5 0.3 3.4 1.1 0.6 30.1 Delay (s) 25.7 9.7 26.9 11.3 35.6 70.2 Level of Service C A C B D E Approach Delay (s) 24.7 12.0 54.8 0.0 Approach LOS C B D A Intersection Summary HCM Average Control Delay 26.3 HCM Level of Service C HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 110.3 Sum of lost time (s) 12.0 Intersection Capacity Utilization 91.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 23
Queues Weekday AM - Future Total Traffic 2018 39: Pioneer Drive & Manitou Drive Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 1777 0 0 1857 1583 0 1814 1583 1770 1863 1583 Flt Permitted 0.317 0.965 0.800 0.504 Satd. Flow (perm) 590 1777 0 0 1798 1583 0 1490 1583 939 1863 1583 Satd. Flow (RTOR) 30 5 76 123 Volume (vph) 157 183 82 31 419 10 163 147 76 10 77 123 Lane Group Flow (vph) 157 265 0 0 450 10 0 310 76 10 77 123 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 8 2 2 6 6 Total Split (s) 41.0 41.0 0.0 41.0 41.0 41.0 49.0 49.0 49.0 49.0 49.0 49.0 Act Effct Green (s) 20.0 20.0 20.2 20.2 17.3 17.3 17.1 17.1 17.1 Actuated g/c Ratio 0.43 0.43 0.44 0.44 0.38 0.38 0.37 0.37 0.37 v/c Ratio 0.61 0.34 0.57 0.01 0.55 0.12 0.03 0.11 0.18 Control Delay 23.4 9.5 13.4 7.2 17.3 4.4 12.4 12.1 3.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.4 9.5 13.4 7.2 17.3 4.4 12.4 12.1 3.9 LOS C A B A B A B B A Approach Delay 14.6 13.3 14.8 7.3 Approach LOS B B B A Queue Length 50th (m) 8.5 10.8 23.9 0.3 18.0 0.0 0.5 3.7 0.0 Queue Length 95th (m) 36.3 35.1 69.6 2.7 57.4 7.5 3.7 15.0 9.4 Internal Link Dist (m) 113.8 133.7 104.3 295.5 Turn Bay Length (m) 25.0 20.0 30.0 30.0 Base Capacity (vph) 357 1088 1089 961 933 1020 588 1167 1037 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.44 0.24 0.41 0.01 0.33 0.07 0.02 0.07 0.12 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 43.6 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.61 Intersection Signal Delay: 13.2 Intersection Capacity Utilization 71.8% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 39: Pioneer Drive & Manitou Drive SNC Lavalin Synchro 6 Report 2011-10-20 Page 24
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 39: Pioneer Drive & Manitou Drive Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1776 1856 1583 1815 1583 1770 1863 1583 Flt Permitted 0.40 1.00 0.96 1.00 0.79 1.00 0.53 1.00 1.00 Satd. Flow (perm) 749 1776 1796 1583 1479 1583 984 1863 1583 Volume (vph) 157 183 82 31 419 10 163 147 76 10 77 123 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 157 183 82 31 419 10 163 147 76 10 77 123 RTOR Reduction (vph) 0 17 0 0 0 3 0 0 48 0 0 78 Lane Group Flow (vph) 157 248 0 0 450 7 0 310 28 10 77 45 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 8 2 2 6 6 Actuated Green, G (s) 14.3 14.3 14.3 14.3 11.8 11.8 11.8 11.8 11.8 Effective Green, g (s) 16.3 16.3 16.3 16.3 13.8 13.8 13.8 13.8 13.8 Actuated g/c Ratio 0.43 0.43 0.43 0.43 0.36 0.36 0.36 0.36 0.36 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 320 760 768 677 536 573 356 675 573 v/s Ratio Prot 0.14 0.04 v/s Ratio Perm 0.21 c0.25 0.00 c0.21 0.02 0.01 0.03 v/c Ratio 0.49 0.33 0.59 0.01 0.58 0.05 0.03 0.11 0.08 Uniform Delay, d1 7.9 7.2 8.3 6.3 9.8 7.9 7.8 8.1 8.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 0.3 1.1 0.0 1.5 0.0 0.0 0.1 0.1 Delay (s) 9.1 7.5 9.5 6.3 11.3 7.9 7.9 8.2 8.0 Level of Service A A A A B A A A A Approach Delay (s) 8.1 9.4 10.7 8.1 Approach LOS A A B A Intersection Summary HCM Average Control Delay 9.2 HCM Level of Service A HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 38.1 Sum of lost time (s) 8.0 Intersection Capacity Utilization 71.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 25
Queues Weekday AM - Future Total Traffic 2018 45: Homer Watson & Pioneer Dr. Base Case Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1736 3139 1524 1464 3406 1524 1681 1697 1553 1805 1670 0 Flt Permitted 0.056 0.053 0.301 0.308 0.609 Satd. Flow (perm) 102 3139 1524 82 3406 1524 533 543 1553 1157 1670 0 Satd. Flow (RTOR) 29 8 198 43 Volume (vph) 26 1691 129 107 1758 36 357 51 226 102 92 117 Lane Group Flow (vph) 26 1691 129 107 1758 36 179 229 226 102 209 0 Turn Type pm+pt Free pm+pt Free pm+pt Free Perm Protected Phases 1 6 5 2 7 4 8 Permitted Phases 6 Free 2 Free 4 Free 8 Total Split (s) 8.0 76.0 0.0 12.0 80.0 0.0 15.0 42.0 0.0 27.0 27.0 0.0 Act Effct Green (s) 76.1 72.0 130.0 84.0 79.2 130.0 38.0 38.0 130.0 23.0 23.0 Actuated g/c Ratio 0.57 0.55 1.00 0.65 0.61 1.00 0.29 0.29 1.00 0.18 0.18 v/c Ratio 0.24 0.97 0.08 0.78 0.85 0.02 0.71 0.89 0.15 0.50 0.63 Control Delay 14.3 44.4 0.1 59.6 26.3 0.0 53.6 75.2 0.2 57.7 48.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.3 44.4 0.1 59.6 26.3 0.0 53.6 75.2 0.2 57.7 48.6 LOS B D A E C A D E A E D Approach Delay 40.9 27.6 42.4 51.6 Approach LOS D C D D Queue Length 50th (m) 2.4 223.2 0.0 14.8 204.2 0.0 40.3 53.2 0.0 25.1 42.0 Queue Length 95th (m) 5.8 #286.8 0.0 #47.0 243.9 0.0 #68.0 #104.4 0.0 44.8 69.9 Internal Link Dist (m) 746.9 1032.5 188.6 147.6 Turn Bay Length (m) 70.0 50.0 90.0 50.0 40.0 50.0 20.0 Base Capacity (vph) 108 1739 1524 138 2075 1524 253 256 1553 205 331 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.24 0.97 0.08 0.78 0.85 0.02 0.71 0.89 0.15 0.50 0.63 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.97 Intersection Signal Delay: 36.4 Intersection LOS: D ICU Level of Service E Intersection Capacity Utilization 89.2% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 45: Homer Watson & Pioneer Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 26
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 45: Homer Watson & Pioneer Dr. Base Case Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.96 1.00 0.95 1.00 Satd. Flow (prot) 1736 3139 1524 1464 3406 1524 1681 1696 1553 1805 1670 Flt Permitted 0.05 1.00 1.00 0.05 1.00 1.00 0.30 0.30 1.00 0.61 1.00 Satd. Flow (perm) 99 3139 1524 79 3406 1524 523 534 1553 1157 1670 Volume (vph) 26 1691 129 107 1758 36 357 51 226 102 92 117 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 26 1691 129 107 1758 36 357 51 226 102 92 117 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 35 0 Lane Group Flow (vph) 26 1691 129 107 1758 36 179 229 226 102 174 0 Heavy Vehicles (%) 4% 15% 6% 11% 6% 6% 2% 4% 4% 0% 7% 2% Parking (#/hr) 0 Turn Type pm+pt Free pm+pt Free pm+pt Free Perm Protected Phases 1 6 5 2 7 4 8 Permitted Phases 6 Free 2 Free 4 Free 8 Actuated Green, G (s) 73.6 71.2 131.6 83.2 76.8 131.6 36.0 36.0 131.6 21.0 21.0 Effective Green, g (s) 76.0 73.6 131.6 85.6 79.2 131.6 38.0 38.0 131.6 23.0 23.0 Actuated g/c Ratio 0.58 0.56 1.00 0.65 0.60 1.00 0.29 0.29 1.00 0.17 0.17 Clearance Time (s) 4.0 6.4 4.0 6.4 4.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 87 1756 1524 136 2050 1524 248 251 1553 202 292 v/s Ratio Prot 0.01 c0.54 c0.05 0.52 0.06 c0.08 0.10 v/s Ratio Perm 0.17 0.08 0.46 0.02 0.15 c0.19 0.15 0.09 v/c Ratio 0.30 0.96 0.08 0.79 0.86 0.02 0.72 0.91 0.15 0.50 0.59 Uniform Delay, d1 20.8 27.7 0.0 34.7 21.6 0.0 38.3 45.2 0.0 49.1 50.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.9 14.3 0.1 25.2 4.9 0.0 9.9 34.2 0.2 2.0 3.2 Delay (s) 22.7 42.0 0.1 59.9 26.5 0.0 48.3 79.4 0.2 51.1 53.2 Level of Service C D A E C A D E A D D Approach Delay (s) 38.8 27.8 42.4 52.5 Approach LOS D C D D Intersection Summary HCM Average Control Delay 35.8 HCM Level of Service D HCM Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 131.6 Sum of lost time (s) 12.0 Intersection Capacity Utilization 89.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 27
Queues Weekday AM - Future Total Traffic 2018 50: Homer Watson Blvd. & Conestoga College Blvd Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3367 3539 1242 1752 5036 1482 1583 3328 0 1752 3406 1357 Flt Permitted 0.950 0.082 0.736 0.554 Satd. Flow (perm) 3367 3539 1242 151 5036 1482 1227 3328 0 1022 3406 1357 Satd. Flow (RTOR) 46 458 26 97 Volume (vph) 423 1946 46 92 1319 546 92 163 46 138 31 97 Lane Group Flow (vph) 423 1946 46 92 1319 546 92 209 0 138 31 97 Turn Type Prot Perm pm+pt Free pm+pt pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Free 2 6 6 Total Split (s) 31.0 75.0 75.0 9.0 53.0 0.0 10.0 26.0 0.0 10.0 26.0 26.0 Act Effct Green (s) 27.0 71.0 71.0 54.0 49.0 111.5 19.5 13.5 20.3 15.5 15.5 Actuated g/c Ratio 0.24 0.64 0.64 0.48 0.44 1.00 0.17 0.12 0.18 0.14 0.14 v/c Ratio 0.52 0.86 0.06 0.63 0.60 0.37 0.40 0.49 0.61 0.07 0.36 Control Delay 39.7 22.0 2.7 39.8 25.4 0.7 43.2 43.9 51.5 43.2 12.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.7 22.0 2.7 39.8 25.4 0.7 43.2 43.9 51.5 43.2 12.7 LOS D C A D C A D D D D B Approach Delay 24.7 19.2 43.7 36.4 Approach LOS C B D D Queue Length 50th (m) 43.5 174.6 0.0 5.5 82.1 0.0 17.8 20.8 27.3 3.3 0.0 Queue Length 95th (m) 62.0 235.5 4.5 #29.2 103.5 0.0 32.9 33.2 46.1 8.1 15.6 Internal Link Dist (m) 462.5 206.3 212.5 279.2 Turn Bay Length (m) 175.0 190.0 75.0 100.0 55.0 Base Capacity (vph) 816 2254 808 145 2214 1482 230 631 225 635 332 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.52 0.86 0.06 0.63 0.60 0.37 0.40 0.33 0.61 0.05 0.29 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 111.5 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.86 Intersection Signal Delay: 24.3 Intersection LOS: C ICU Level of Service E Intersection Capacity Utilization 85.8% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 50: Homer Watson Blvd. & Conestoga College Blvd SNC Lavalin Synchro 6 Report 2011-10-20 Page 28
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 50: Homer Watson Blvd. & Conestoga College Blvd Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.91 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3367 3539 1242 1752 5036 1482 1583 3328 1752 3406 1357 Flt Permitted 0.95 1.00 1.00 0.08 1.00 1.00 0.74 1.00 0.48 1.00 1.00 Satd. Flow (perm) 3367 3539 1242 151 5036 1482 1226 3328 881 3406 1357 Volume (vph) 423 1946 46 92 1319 546 92 163 46 138 31 97 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 423 1946 46 92 1319 546 92 163 46 138 31 97 RTOR Reduction (vph) 0 0 17 0 0 0 0 23 0 0 0 84 Lane Group Flow (vph) 423 1946 29 92 1319 546 92 186 0 138 31 13 Heavy Vehicles (%) 4% 2% 30% 3% 3% 9% 14% 6% 1% 3% 6% 19% Turn Type Prot Perm pm+pt Free pm+pt pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Free 2 6 6 Actuated Green, G (s) 25.0 69.0 69.0 51.7 46.7 112.3 17.1 12.3 19.5 13.5 13.5 Effective Green, g (s) 27.0 71.0 71.0 54.0 49.0 112.3 19.1 14.3 21.5 15.5 15.5 Actuated g/c Ratio 0.24 0.63 0.63 0.48 0.44 1.00 0.17 0.13 0.19 0.14 0.14 Clearance Time (s) 6.0 6.0 6.0 4.0 6.3 4.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 810 2237 785 144 2197 1482 224 424 215 470 187 v/s Ratio Prot c0.13 c0.55 0.03 0.26 0.02 0.06 c0.03 0.01 v/s Ratio Perm 0.02 0.28 c0.37 0.05 c0.09 0.01 v/c Ratio 0.52 0.87 0.04 0.64 0.60 0.37 0.41 0.44 0.64 0.07 0.07 Uniform Delay, d1 37.0 16.9 7.8 20.8 24.2 0.0 41.1 45.3 40.8 42.1 42.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 5.0 0.1 19.7 1.2 0.7 1.2 0.7 6.4 0.1 0.2 Delay (s) 39.4 21.8 7.9 40.6 25.4 0.7 42.3 46.0 47.2 42.2 42.3 Level of Service D C A D C A D D D D D Approach Delay (s) 24.7 19.2 44.9 44.8 Approach LOS C B D D Intersection Summary HCM Average Control Delay 24.8 HCM Level of Service C HCM Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 112.3 Sum of lost time (s) 12.0 Intersection Capacity Utilization 85.8% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 29
Queues Weekday AM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 4940 1077 1805 4893 1615 1805 0 1553 1464 3139 1524 Flt Permitted 0.082 0.563 0.950 Satd. Flow (perm) 0 4940 1077 156 4893 1615 1070 0 1553 1464 3139 1524 Satd. Flow (RTOR) 2 10 412 429 Volume (vph) 0 1815 5 313 923 10 36 0 958 97 259 992 Lane Group Flow (vph) 0 1815 5 313 923 10 36 0 958 97 259 992 Turn Type Perm pm+pt Perm custom Free Perm Free Protected Phases 4 3 8 6 Permitted Phases 4 8 8 2 Free 6 Free Total Split (s) 0.0 49.0 49.0 15.0 64.0 64.0 36.0 0.0 0.0 36.0 36.0 0.0 Act Effct Green (s) 45.1 45.1 60.1 60.1 60.1 14.8 82.9 14.8 14.8 82.9 Actuated g/c Ratio 0.54 0.54 0.72 0.72 0.72 0.18 1.00 0.18 0.18 1.00 v/c Ratio 0.68 0.01 0.94 0.26 0.01 0.19 0.62 0.37 0.46 0.65 Control Delay 15.6 8.4 59.9 4.3 2.2 31.1 1.8 34.1 33.1 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.6 8.4 59.9 4.3 2.2 31.1 1.8 34.1 33.1 2.2 LOS B A E A A C A C C A Approach Delay 15.6 18.2 10.4 Approach LOS B B B Queue Length 50th (m) 74.3 0.2 34.9 15.6 0.0 5.1 0.0 14.3 20.4 0.0 Queue Length 95th (m) 101.0 2.0 #91.7 24.5 1.4 13.6 0.0 28.5 32.0 0.0 Internal Link Dist (m) 177.1 131.0 125.5 141.5 Turn Bay Length (m) 30.0 90.0 60.0 30.0 Base Capacity (vph) 2685 586 332 3546 1173 342 1553 468 1004 1524 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.68 0.01 0.94 0.26 0.01 0.11 0.62 0.21 0.26 0.65 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 82.9 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.94 Intersection Signal Delay: 12.6 Intersection LOS: B ICU Level of Service D Intersection Capacity Utilization 76.2% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 53: Homer Watson Blvd. & New Dundee Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 30
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 1.00 0.91 1.00 1.00 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 4940 1077 1805 4893 1615 1805 1553 1464 3139 1524 Flt Permitted 1.00 1.00 0.08 1.00 1.00 0.53 1.00 0.95 1.00 1.00 Satd. Flow (perm) 4940 1077 155 4893 1615 1004 1553 1464 3139 1524 Volume (vph) 0 1815 5 313 923 10 36 0 958 97 259 992 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1815 5 313 923 10 36 0 958 97 259 992 RTOR Reduction (vph) 0 0 1 0 0 3 0 0 0 0 0 0 Lane Group Flow (vph) 0 1815 4 313 923 7 36 0 958 97 259 992 Heavy Vehicles (%) 0% 5% 50% 0% 6% 0% 0% 0% 4% 11% 15% 6% Parking (#/hr) 0 Turn Type Perm pm+pt Perm custom Free Perm Free Protected Phases 4 3 8 6 Permitted Phases 4 8 8 2 Free 6 Free Actuated Green, G (s) 41.9 41.9 56.9 56.9 56.9 12.0 82.9 12.0 12.0 82.9 Effective Green, g (s) 45.1 45.1 60.1 60.1 60.1 14.8 82.9 14.8 14.8 82.9 Actuated g/c Ratio 0.54 0.54 0.72 0.72 0.72 0.18 1.00 0.18 0.18 1.00 Clearance Time (s) 7.2 7.2 4.0 7.2 7.2 6.8 6.8 6.8 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2688 586 331 3547 1171 179 1553 261 560 1524 v/s Ratio Prot 0.37 c0.13 0.19 0.08 v/s Ratio Perm 0.00 c0.56 0.00 0.04 0.62 0.07 c0.65 v/c Ratio 0.68 0.01 0.95 0.26 0.01 0.20 0.62 0.37 0.46 0.65 Uniform Delay, d1 13.6 8.7 23.4 3.9 3.1 29.0 0.0 30.0 30.5 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.0 35.1 0.2 0.0 0.6 1.8 0.9 0.6 2.2 Delay (s) 15.0 8.7 58.5 4.0 3.2 29.6 1.8 30.9 31.1 2.2 Level of Service B A E A A C A C C A Approach Delay (s) 15.0 17.7 2.9 9.8 Approach LOS B B A A Intersection Summary HCM Average Control Delay 12.1 HCM Level of Service B HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 82.9 Sum of lost time (s) 4.0 Intersection Capacity Utilization 76.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 31
HCM Unsignalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 55: ConesToga College & New Dundee Rd. Base Case Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 51 100 240 958 521 51 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 51 100 240 958 521 51 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) 149 px, platoon unblocked 0.97 0.97 0.97 vc, conflicting volume 1480 260 572 vc1, stage 1 conf vol 521 vc2, stage 2 conf vol 959 vcu, unblocked vol 1462 200 522 tc, single (s) 6.8 7.0 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.4 2.2 p0 queue free % 79 87 76 cm capacity (veh/h) 238 768 1012 Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 51 100 240 479 479 260 260 51 Volume Left 51 0 240 0 0 0 0 0 Volume Right 0 100 0 0 0 0 0 51 csh 238 768 1012 1700 1700 1700 1700 1700 Volume to Capacity 0.21 0.13 0.24 0.28 0.28 0.15 0.15 0.03 Queue Length 95th (m) 6.3 3.6 7.4 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 24.2 10.4 9.7 0.0 0.0 0.0 0.0 0.0 Lane LOS C B A Approach Delay (s) 15.0 1.9 0.0 Approach LOS C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 41.0% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 32
Queues Weekday AM - Future Total Traffic 2018 57: New Dundee Rd & Thomas Slee Dr. Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1094 3539 1863 1863 3252 967 1863 1863 0 1770 1091 0 Flt Permitted 0.429 0.757 Satd. Flow (perm) 494 3539 1863 1863 3252 967 1863 1863 0 1410 1091 0 Satd. Flow (RTOR) 46 378 Volume (vph) 41 1126 0 0 565 46 0 0 0 87 0 64 Lane Group Flow (vph) 41 1126 0 0 565 46 0 0 0 87 64 0 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 8 2 6 Total Split (s) 66.0 66.0 66.0 66.0 66.0 66.0 24.0 24.0 0.0 24.0 24.0 0.0 Act Effct Green (s) 75.2 75.2 75.2 75.2 13.3 13.3 Actuated g/c Ratio 0.80 0.80 0.80 0.80 0.14 0.14 v/c Ratio 0.10 0.40 0.22 0.06 0.45 0.13 Control Delay 4.1 4.1 3.3 1.3 39.1 0.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.1 4.1 3.3 1.3 39.1 0.6 LOS A A A A D A Approach Delay 4.1 3.1 22.8 Approach LOS A A C Queue Length 50th (m) 1.5 28.0 11.6 0.0 13.7 0.0 Queue Length 95th (m) 5.3 48.2 21.4 2.8 27.0 0.0 Internal Link Dist (m) 135.0 512.2 179.3 137.8 Turn Bay Length (m) 30.0 30.0 Base Capacity (vph) 396 2835 2605 784 281 520 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.10 0.40 0.22 0.06 0.31 0.12 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 93.9 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.45 Intersection Signal Delay: 5.2 Intersection Capacity Utilization 45.6% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 57: New Dundee Rd & Thomas Slee Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 33
HCM Signalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 57: New Dundee Rd & Thomas Slee Dr. Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1094 3539 3252 967 1770 1091 Flt Permitted 0.44 1.00 1.00 1.00 0.76 1.00 Satd. Flow (perm) 507 3539 3252 967 1410 1091 Volume (vph) 41 1126 0 0 565 46 0 0 0 87 0 64 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 41 1126 0 0 565 46 0 0 0 87 0 64 RTOR Reduction (vph) 0 0 0 0 0 10 0 0 0 0 56 0 Lane Group Flow (vph) 41 1126 0 0 565 36 0 0 0 87 8 0 Heavy Vehicles (%) 65% 2% 2% 2% 11% 67% 2% 2% 2% 2% 2% 48% Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 72.6 72.6 72.6 72.6 10.1 10.1 Effective Green, g (s) 74.6 74.6 74.6 74.6 12.1 12.1 Actuated g/c Ratio 0.79 0.79 0.79 0.79 0.13 0.13 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 399 2788 2562 762 180 139 v/s Ratio Prot c0.32 0.17 0.01 v/s Ratio Perm 0.08 0.04 c0.06 v/c Ratio 0.10 0.40 0.22 0.05 0.48 0.06 Uniform Delay, d1 2.3 3.1 2.6 2.2 38.4 36.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.4 0.2 0.1 2.0 0.2 Delay (s) 2.8 3.6 2.8 2.3 40.4 36.5 Level of Service A A A A D D Approach Delay (s) 3.5 2.7 0.0 38.8 Approach LOS A A A D Intersection Summary HCM Average Control Delay 6.0 HCM Level of Service A HCM Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 94.7 Sum of lost time (s) 8.0 Intersection Capacity Utilization 45.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 34
HCM Unsignalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 62: New Dundee Road & Collector"B" Base Case Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 25 977 551 41 46 38 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 25 977 551 41 46 38 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 592 1110 296 vc1, stage 1 conf vol 572 vc2, stage 2 conf vol 538 vcu, unblocked vol 592 1110 296 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) 5.8 tf (s) 2.2 3.5 3.3 p0 queue free % 97 89 95 cm capacity (veh/h) 980 411 700 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2 Volume Total 25 488 488 367 225 46 38 Volume Left 25 0 0 0 0 46 0 Volume Right 0 0 0 0 41 0 38 csh 980 1700 1700 1700 1700 411 700 Volume to Capacity 0.03 0.29 0.29 0.22 0.13 0.11 0.05 Queue Length 95th (m) 0.6 0.0 0.0 0.0 0.0 3.0 1.4 Control Delay (s) 8.8 0.0 0.0 0.0 0.0 14.9 10.4 Lane LOS A B B Approach Delay (s) 0.2 0.0 12.9 Approach LOS B Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 37.0% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 35
HCM Unsignalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 66: New Dundee Rd & Reichert Dr. Base Case Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 1008 15 46 586 5 61 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 1008 15 46 586 5 61 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 1023 1400 512 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 1023 1400 512 tc, single (s) 4.1 8.1 6.9 tc, 2 stage (s) tf (s) 2.2 4.2 3.3 p0 queue free % 93 93 88 cm capacity (veh/h) 674 69 507 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 672 351 241 391 66 Volume Left 0 0 46 0 5 Volume Right 0 15 0 0 61 csh 1700 1700 674 1700 342 Volume to Capacity 0.40 0.21 0.07 0.23 0.19 Queue Length 95th (m) 0.0 0.0 1.8 0.0 5.6 Control Delay (s) 0.0 0.0 2.7 0.0 18.0 Lane LOS A C Approach Delay (s) 0.0 1.0 18.0 Approach LOS C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 59.9% ICU Level of Service B Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 37
HCM Unsignalized Intersection Capacity Analysis Weekday AM - Future Total Traffic 2018 74: Biehn Drive & Strasburg Road Base Case Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 84 144 668 115 58 629 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 84 144 668 115 58 629 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1156 392 783 vc1, stage 1 conf vol 726 vc2, stage 2 conf vol 430 vcu, unblocked vol 1156 392 783 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 78 76 93 cm capacity (veh/h) 377 607 831 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 228 445 338 268 419 Volume Left 84 0 0 58 0 Volume Right 144 0 115 0 0 csh 496 1700 1700 831 1700 Volume to Capacity 0.46 0.26 0.20 0.07 0.25 Queue Length 95th (m) 19.1 0.0 0.0 1.8 0.0 Control Delay (s) 18.3 0.0 0.0 2.7 0.0 Lane LOS C A Approach Delay (s) 18.3 0.0 1.1 Approach LOS C Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 64.7% ICU Level of Service C Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 38
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 4: New Dundee Road & Collector "A" Base Case Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 43 708 1098 94 38 41 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 43 708 1098 94 38 41 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 1 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1192 1538 549 vc1, stage 1 conf vol 1098 vc2, stage 2 conf vol 440 vcu, unblocked vol 1192 1538 549 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) 5.8 tf (s) 2.2 3.5 3.3 p0 queue free % 93 82 91 cm capacity (veh/h) 581 210 480 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 SB 1 SB 2 Volume Total 279 472 549 549 94 38 41 Volume Left 43 0 0 0 0 38 0 Volume Right 0 0 0 0 94 0 41 csh 581 1700 1700 1700 1700 210 480 Volume to Capacity 0.07 0.28 0.32 0.32 0.06 0.18 0.09 Queue Length 95th (m) 1.9 0.0 0.0 0.0 0.0 5.1 2.2 Control Delay (s) 2.6 0.0 0.0 0.0 0.0 25.9 13.2 Lane LOS A D B Approach Delay (s) 1.0 0.0 19.3 Approach LOS C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 61.8% ICU Level of Service B Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 3
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 5: Rockcliffe Drive & Strasburg Road Base Case Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 106 39 59 901 1283 187 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 106 39 59 901 1283 187 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 9 Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1852 642 1470 vc1, stage 1 conf vol 1283 vc2, stage 2 conf vol 568 vcu, unblocked vol 1852 642 1470 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 47 91 87 cm capacity (veh/h) 201 417 455 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 145 59 450 450 642 642 187 Volume Left 106 59 0 0 0 0 0 Volume Right 39 0 0 0 0 0 187 csh 275 455 1700 1700 1700 1700 1700 Volume to Capacity 0.53 0.13 0.27 0.27 0.38 0.38 0.11 Queue Length 95th (m) 22.8 3.5 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 34.1 14.1 0.0 0.0 0.0 0.0 0.0 Lane LOS D B Approach Delay (s) 34.1 0.9 0.0 Approach LOS D Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 54.7% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 4
Queues Weekdays PM - Future Total Traffic 2018 15: New Dundee Road & Strasburg Road Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1805 3316 0 0 3498 1615 0 1839 0 1805 1820 0 Flt Permitted 0.950 0.946 0.801 0.334 Satd. Flow (perm) 1805 3316 0 0 3312 1615 0 1488 0 635 1820 0 Satd. Flow (RTOR) 31 509 2 Volume (vph) 23 347 86 10 620 509 134 517 15 388 498 17 Lane Group Flow (vph) 23 433 0 0 630 509 0 666 0 388 515 0 Turn Type Prot Perm Free Perm pm+pt Protected Phases 7 4 8 2 1 6 Permitted Phases 8 Free 2 6 Total Split (s) 8.0 33.0 0.0 25.0 25.0 0.0 54.0 54.0 0.0 13.0 67.0 0.0 Act Effct Green (s) 4.0 23.4 20.4 94.6 50.1 63.2 63.2 Actuated g/c Ratio 0.04 0.25 0.22 1.00 0.53 0.67 0.67 v/c Ratio 0.32 0.51 0.88 0.32 0.84 0.73 0.42 Control Delay 58.3 30.4 51.9 0.5 32.0 17.7 9.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.3 30.4 51.9 0.5 32.0 17.7 9.3 LOS E C D A C B A Approach Delay 31.8 28.9 32.0 12.9 Approach LOS C C C B Queue Length 50th (m) 4.3 34.9 59.1 0.0 96.3 25.3 36.8 Queue Length 95th (m) 13.1 49.6 #99.3 0.0 #195.4 #55.8 72.4 Internal Link Dist (m) 750.2 488.3 368.0 369.8 Turn Bay Length (m) 100.0 100.0 Base Capacity (vph) 73 984 732 1615 790 535 1215 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.32 0.44 0.86 0.32 0.84 0.73 0.42 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 94.6 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.88 Intersection Signal Delay: 25.4 Intersection LOS: C ICU Level of Service F Intersection Capacity Utilization 97.0% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 15: New Dundee Road & Strasburg Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 8
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 15: New Dundee Road & Strasburg Road Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 0.85 1.00 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 0.99 0.95 1.00 Satd. Flow (prot) 1805 3316 3498 1615 1839 1805 1820 Flt Permitted 0.95 1.00 0.95 1.00 0.80 0.34 1.00 Satd. Flow (perm) 1805 3316 3311 1615 1491 646 1820 Volume (vph) 23 347 86 10 620 509 134 517 15 388 498 17 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 23 347 86 10 620 509 134 517 15 388 498 17 RTOR Reduction (vph) 0 23 0 0 0 0 0 1 0 0 0 0 Lane Group Flow (vph) 23 410 0 0 630 509 0 665 0 388 515 0 Heavy Vehicles (%) 0% 7% 0% 10% 3% 0% 2% 2% 0% 0% 4% 0% Turn Type Prot Perm Free Perm pm+pt Protected Phases 7 4 8 2 1 6 Permitted Phases 8 Free 2 6 Actuated Green, G (s) 1.5 25.9 20.4 97.0 50.1 63.1 63.1 Effective Green, g (s) 1.5 25.9 20.4 97.0 50.1 63.1 63.1 Actuated g/c Ratio 0.02 0.27 0.21 1.00 0.52 0.65 0.65 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 28 885 696 1615 770 528 1184 v/s Ratio Prot 0.01 0.12 c0.07 0.28 v/s Ratio Perm c0.19 c0.32 c0.45 0.41 v/c Ratio 0.82 0.46 0.91 0.32 0.86 0.73 0.43 Uniform Delay, d1 47.6 29.7 37.4 0.0 20.5 11.4 8.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 96.0 0.4 15.3 0.5 12.3 5.3 1.2 Delay (s) 143.6 30.1 52.6 0.5 32.8 16.7 9.4 Level of Service F C D A C B A Approach Delay (s) 35.8 29.3 32.8 12.5 Approach LOS D C C B Intersection Summary HCM Average Control Delay 26.2 HCM Level of Service C HCM Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 97.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 97.0% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 9
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 17: Rush Meadow & Strasburg Road Base Case Movement WBL WBR NET NER SWL SWT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 20 46 946 61 66 1450 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 20 46 946 61 66 1450 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1834 504 1007 vc1, stage 1 conf vol 976 vc2, stage 2 conf vol 857 vcu, unblocked vol 1834 504 1007 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 92 91 90 cm capacity (veh/h) 236 514 684 Direction, Lane # WB 1 NE 1 NE 2 SW 1 SW 2 SW 3 Volume Total 66 631 376 66 725 725 Volume Left 20 0 0 66 0 0 Volume Right 46 0 61 0 0 0 csh 379 1700 1700 684 1700 1700 Volume to Capacity 0.17 0.37 0.22 0.10 0.43 0.43 Queue Length 95th (m) 5.0 0.0 0.0 2.6 0.0 0.0 Control Delay (s) 16.5 0.0 0.0 10.8 0.0 0.0 Lane LOS C B Approach Delay (s) 16.5 0.0 0.5 Approach LOS C Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 50.7% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 10
Queues Weekdays PM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1722 0 0 1793 1583 0 1850 0 1752 1798 0 Flt Permitted 0.892 0.980 0.996 0.381 Satd. Flow (perm) 0 1558 0 0 1764 1583 0 1844 0 703 1798 0 Satd. Flow (RTOR) 6 418 4 12 Volume (vph) 31 66 10 12 153 513 5 432 23 362 413 56 Lane Group Flow (vph) 0 107 0 0 165 513 0 460 0 362 469 0 Turn Type Perm Perm Perm Perm pm+pt Protected Phases 4 8 2 1 6 Permitted Phases 4 8 8 2 6 Total Split (s) 38.0 38.0 0.0 38.0 38.0 38.0 53.4 53.4 0.0 8.6 62.0 0.0 Act Effct Green (s) 18.0 18.0 18.0 49.8 58.5 58.5 Actuated g/c Ratio 0.21 0.21 0.21 0.59 0.69 0.69 v/c Ratio 0.32 0.44 0.77 0.42 0.67 0.38 Control Delay 27.9 31.8 14.7 12.4 15.9 7.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.9 31.8 14.7 12.4 15.9 7.6 LOS C C B B B A Approach Delay 27.9 18.9 12.4 11.2 Approach LOS C B B B Queue Length 50th (m) 14.4 24.3 13.5 36.3 18.6 24.9 Queue Length 95th (m) 27.7 41.5 47.2 84.2 #59.5 68.5 Internal Link Dist (m) 538.0 1601.9 174.6 157.9 Turn Bay Length (m) 50.0 120.0 Base Capacity (vph) 534 600 814 1088 544 1248 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.20 0.28 0.63 0.42 0.67 0.38 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 84.5 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.77 Intersection Signal Delay: 14.8 Intersection LOS: B ICU Level of Service D Intersection Capacity Utilization 77.4% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 22: New Dundee Road & Fischer-Hallman Rd. SNC Lavalin Synchro 6 Report 2011-10-20 Page 12
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 0.85 0.99 1.00 0.98 Flt Protected 0.99 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1723 1793 1583 1851 1752 1798 Flt Permitted 0.88 0.98 1.00 1.00 0.43 1.00 Satd. Flow (perm) 1530 1756 1583 1844 789 1798 Volume (vph) 31 66 10 12 153 513 5 432 23 362 413 56 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 31 66 10 12 153 513 5 432 23 362 413 56 RTOR Reduction (vph) 0 5 0 0 0 329 0 2 0 0 4 0 Lane Group Flow (vph) 0 102 0 0 165 184 0 458 0 362 465 0 Heavy Vehicles (%) 3% 9% 10% 0% 6% 2% 1% 2% 0% 3% 4% 2% Turn Type Perm Perm Perm Perm pm+pt Protected Phases 4 8 2 1 6 Permitted Phases 4 8 8 2 6 Actuated Green, G (s) 15.4 15.4 15.4 47.3 55.9 55.9 Effective Green, g (s) 17.9 17.9 17.9 49.8 58.4 58.4 Actuated g/c Ratio 0.21 0.21 0.21 0.59 0.69 0.69 Clearance Time (s) 6.5 6.5 6.5 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 325 373 336 1089 599 1246 v/s Ratio Prot c0.03 0.26 v/s Ratio Perm 0.07 0.09 c0.12 0.25 c0.39 v/c Ratio 0.31 0.44 0.55 0.42 0.60 0.37 Uniform Delay, d1 28.0 28.9 29.6 9.4 8.2 5.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.8 1.8 1.2 1.7 0.9 Delay (s) 28.6 29.7 31.4 10.6 9.9 6.2 Level of Service C C C B A A Approach Delay (s) 28.6 31.0 10.6 7.8 Approach LOS C C B A Intersection Summary HCM Average Control Delay 17.1 HCM Level of Service B HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 84.3 Sum of lost time (s) 8.0 Intersection Capacity Utilization 77.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 13
Queues Weekdays PM - Future Total Traffic 2018 28: Battler Road & Huron Road Base Case Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1656 1900 0 1805 1881 1615 1805 3397 0 1770 3610 1429 Flt Permitted 0.717 0.711 0.218 0.108 Satd. Flow (perm) 1250 1900 0 1351 1881 1615 414 3397 0 201 3610 1429 Satd. Flow (RTOR) 127 26 26 Volume (vph) 71 71 0 145 61 127 5 783 164 631 1274 26 Lane Group Flow (vph) 71 71 0 145 61 127 5 947 0 631 1274 26 Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases 6 2 4 3 8 Permitted Phases 6 2 2 4 8 8 Total Split (s) 25.0 25.0 0.0 25.0 25.0 25.0 37.0 37.0 0.0 38.0 75.0 75.0 Act Effct Green (s) 16.3 16.3 16.7 16.7 16.7 35.4 35.4 71.1 71.1 71.1 Actuated g/c Ratio 0.17 0.17 0.17 0.17 0.17 0.37 0.37 0.74 0.74 0.74 v/c Ratio 0.34 0.23 0.62 0.19 0.33 0.03 0.75 0.94 0.48 0.02 Control Delay 39.1 35.3 48.3 34.5 8.7 23.4 31.4 48.0 6.0 1.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.1 35.3 48.3 34.5 8.7 23.4 31.4 48.0 6.0 1.7 LOS D D D C A C C D A A Approach Delay 37.2 30.7 31.4 19.7 Approach LOS D C C B Queue Length 50th (m) 12.2 12.0 26.4 10.2 0.0 0.6 85.6 97.4 45.1 0.0 Queue Length 95th (m) 25.4 24.3 46.8 21.6 14.9 3.5 117.2 #177.8 66.3 2.2 Internal Link Dist (m) 186.5 122.1 575.4 302.8 Turn Bay Length (m) 35.0 30.0 30.0 40.0 90.0 90.0 Base Capacity (vph) 256 389 284 395 439 153 1271 690 2679 1067 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.28 0.18 0.51 0.15 0.29 0.03 0.75 0.91 0.48 0.02 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 95.8 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.94 Intersection Signal Delay: 24.8 Intersection LOS: C ICU Level of Service E Intersection Capacity Utilization 86.5% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 28: Battler Road & Huron Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 14
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 28: Battler Road & Huron Road Base Case Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1656 1900 1805 1881 1615 1805 3397 1770 3610 1429 Flt Permitted 0.72 1.00 0.71 1.00 1.00 0.22 1.00 0.12 1.00 1.00 Satd. Flow (perm) 1250 1900 1350 1881 1615 414 3397 232 3610 1429 Volume (vph) 71 71 0 145 61 127 5 783 164 631 1274 26 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 71 71 0 145 61 127 5 783 164 631 1274 26 RTOR Reduction (vph) 0 0 0 0 0 105 0 16 0 0 0 7 Lane Group Flow (vph) 71 71 0 145 61 22 5 931 0 631 1274 19 Heavy Vehicles (%) 9% 0% 0% 0% 1% 0% 0% 3% 6% 2% 0% 13% Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases 6 2 4 3 8 Permitted Phases 6 2 2 4 8 8 Actuated Green, G (s) 14.7 14.7 14.7 14.7 14.7 33.4 33.4 69.1 69.1 69.1 Effective Green, g (s) 16.7 16.7 16.7 16.7 16.7 35.4 35.4 71.1 71.1 71.1 Actuated g/c Ratio 0.17 0.17 0.17 0.17 0.17 0.37 0.37 0.74 0.74 0.74 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 218 331 235 328 282 153 1255 681 2679 1061 v/s Ratio Prot 0.04 0.03 0.27 c0.31 0.35 v/s Ratio Perm 0.06 c0.11 0.01 0.01 c0.38 0.01 v/c Ratio 0.33 0.21 0.62 0.19 0.08 0.03 0.74 0.93 0.48 0.02 Uniform Delay, d1 34.6 33.9 36.6 33.7 33.1 19.3 26.2 23.6 4.9 3.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.3 4.8 0.3 0.1 0.4 4.0 18.6 0.6 0.0 Delay (s) 35.5 34.3 41.3 34.0 33.2 19.7 30.2 42.2 5.5 3.3 Level of Service D C D C C B C D A A Approach Delay (s) 34.9 36.9 30.1 17.5 Approach LOS C D C B Intersection Summary HCM Average Control Delay 23.7 HCM Level of Service C HCM Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 95.8 Sum of lost time (s) 8.0 Intersection Capacity Utilization 86.5% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 15
Queues Weekdays PM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1736 3471 0 0 3265 0 0 0 1565 1719 0 1538 Flt Permitted 0.070 0.950 Satd. Flow (perm) 128 3471 0 0 3265 0 0 0 1565 1719 0 1538 Satd. Flow (RTOR) 8 309 18 Volume (vph) 20 966 0 0 1895 71 0 0 239 97 0 46 Lane Group Flow (vph) 20 966 0 0 1966 0 0 0 239 97 0 46 Turn Type Perm Freecustom custom Protected Phases 4 8 Permitted Phases 4 Free 6 6 Total Split (s) 61.0 61.0 0.0 0.0 61.0 0.0 0.0 0.0 0.0 29.0 0.0 29.0 Act Effct Green (s) 71.5 71.5 71.5 89.7 12.6 12.6 Actuated g/c Ratio 0.80 0.80 0.80 1.00 0.14 0.14 v/c Ratio 0.20 0.35 0.75 0.15 0.41 0.20 Control Delay 9.1 3.7 8.8 0.2 34.5 21.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.1 3.7 8.8 0.2 34.5 21.5 LOS A A A A C C Approach Delay 3.8 8.8 Approach LOS A A Queue Length 50th (m) 0.7 21.6 79.7 0.0 14.2 3.9 Queue Length 95th (m) 4.7 36.6 140.1 0.0 27.2 12.7 Internal Link Dist (m) 302.8 343.7 189.6 138.9 Turn Bay Length (m) 35.0 35.0 Base Capacity (vph) 102 2767 2605 1565 423 392 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.20 0.35 0.75 0.15 0.23 0.12 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 89.7 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.75 Intersection Signal Delay: 7.6 Intersection Capacity Utilization 66.7% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service C Splits and Phases: 30: Huron Road & Trillium Dr SNC Lavalin Synchro 6 Report 2011-10-20 Page 16
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 0.99 0.86 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1736 3471 3264 1565 1719 1538 Flt Permitted 0.07 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 135 3471 3264 1565 1719 1538 Volume (vph) 20 966 0 0 1895 71 0 0 239 97 0 46 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 20 966 0 0 1895 71 0 0 239 97 0 46 RTOR Reduction (vph) 0 0 0 0 2 0 0 0 0 0 0 16 Lane Group Flow (vph) 20 966 0 0 1964 0 0 0 239 97 0 30 Heavy Vehicles (%) 4% 4% 0% 0% 10% 10% 0% 0% 5% 5% 0% 5% Turn Type Perm Freecustom custom Protected Phases 4 8 Permitted Phases 4 Free 6 6 Actuated Green, G (s) 68.8 68.8 68.8 90.2 9.4 9.4 Effective Green, g (s) 70.8 70.8 70.8 90.2 11.4 11.4 Actuated g/c Ratio 0.78 0.78 0.78 1.00 0.13 0.13 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 106 2724 2562 1565 217 194 v/s Ratio Prot 0.28 c0.60 v/s Ratio Perm 0.15 0.15 c0.06 0.02 v/c Ratio 0.19 0.35 0.77 0.15 0.45 0.16 Uniform Delay, d1 2.4 2.9 5.2 0.0 36.5 35.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.9 0.4 2.3 0.2 1.5 0.4 Delay (s) 6.4 3.3 7.5 0.2 37.9 35.5 Level of Service A A A A D D Approach Delay (s) 3.3 7.5 0.2 37.2 Approach LOS A A A D Intersection Summary HCM Average Control Delay 7.0 HCM Level of Service A HCM Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 90.2 Sum of lost time (s) 8.0 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 17
Queues Weekdays PM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3433 5136 1615 1770 5136 1568 1805 3342 0 3367 3236 0 Flt Permitted 0.950 0.089 0.143 0.950 Satd. Flow (perm) 3433 5136 1615 166 5136 1568 272 3342 0 3367 3236 0 Satd. Flow (RTOR) 459 568 28 155 Volume (vph) 223 1570 530 115 1721 580 327 280 85 719 533 476 Lane Group Flow (vph) 223 1570 530 115 1721 580 327 365 0 719 1009 0 Turn Type Prot Perm pm+pt Perm pm+pt Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 Total Split (s) 13.0 50.0 50.0 12.0 49.0 49.0 24.0 32.0 0.0 36.0 44.0 0.0 Act Effct Green (s) 9.0 46.1 46.1 52.9 45.0 45.0 48.1 28.1 31.2 39.3 Actuated g/c Ratio 0.07 0.36 0.36 0.41 0.35 0.35 0.37 0.22 0.24 0.30 v/c Ratio 0.93 0.86 0.61 0.69 0.96 0.63 0.97 0.49 0.89 0.92 Control Delay 102.8 44.4 8.4 45.9 55.7 6.3 79.4 43.5 61.2 51.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 102.8 44.4 8.4 45.9 55.7 6.3 79.4 43.5 61.2 51.2 LOS F D A D E A E D E D Approach Delay 41.8 43.3 60.5 55.3 Approach LOS D D E E Queue Length 50th (m) 31.4 143.5 12.9 18.1 166.4 2.1 71.6 42.2 96.3 120.4 Queue Length 95th (m) #57.2 164.5 47.4 #41.8 #201.7 31.4 #134.0 58.5 #127.5 #162.1 Internal Link Dist (m) 267.1 644.4 102.4 150.4 Turn Bay Length (m) 85.0 100.0 125.0 200.0 25.0 40.0 Base Capacity (vph) 239 1831 871 167 1788 916 338 749 828 1103 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.93 0.86 0.61 0.69 0.96 0.63 0.97 0.49 0.87 0.91 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 129.3 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.97 Intersection Signal Delay: 47.4 Intersection LOS: D ICU Level of Service G Intersection Capacity Utilization 101.1% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 35: Homer Watson & Manitou Drive SNC Lavalin Synchro 6 Report 2011-10-20 Page 18
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3433 5136 1615 1770 5136 1568 1805 3342 3367 3237 Flt Permitted 0.95 1.00 1.00 0.09 1.00 1.00 0.14 1.00 0.95 1.00 Satd. Flow (perm) 3433 5136 1615 166 5136 1568 270 3342 3367 3237 Volume (vph) 223 1570 530 115 1721 580 327 280 85 719 533 476 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 223 1570 530 115 1721 580 327 280 85 719 533 476 RTOR Reduction (vph) 0 0 295 0 0 370 0 22 0 0 108 0 Lane Group Flow (vph) 223 1570 235 115 1721 210 327 343 0 719 901 0 Heavy Vehicles (%) 2% 1% 0% 2% 1% 3% 0% 4% 5% 4% 6% 1% Turn Type Prot Perm pm+pt Perm pm+pt Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 Actuated Green, G (s) 9.0 43.5 43.5 50.3 42.4 42.4 44.9 24.9 29.2 36.1 Effective Green, g (s) 9.0 46.1 46.1 52.9 45.0 45.0 48.1 28.1 31.2 39.3 Actuated g/c Ratio 0.07 0.36 0.36 0.41 0.35 0.35 0.37 0.22 0.24 0.30 Clearance Time (s) 4.0 6.6 6.6 4.0 6.6 6.6 4.0 7.2 6.0 7.2 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 239 1831 576 166 1787 546 338 726 812 984 v/s Ratio Prot c0.06 0.31 0.04 c0.34 c0.15 0.10 c0.21 c0.28 v/s Ratio Perm 0.15 0.24 0.13 0.21 v/c Ratio 0.93 0.86 0.41 0.69 0.96 0.38 0.97 0.47 0.89 0.92 Uniform Delay, d1 59.9 38.6 31.3 29.5 41.3 31.7 37.4 44.1 47.3 43.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 40.0 5.5 2.1 11.8 14.2 2.0 39.8 0.5 11.3 12.7 Delay (s) 99.9 44.0 33.4 41.3 55.5 33.8 77.3 44.6 58.7 56.1 Level of Service F D C D E C E D E E Approach Delay (s) 47.0 49.6 60.0 57.2 Approach LOS D D E E Intersection Summary HCM Average Control Delay 51.6 HCM Level of Service D HCM Volume to Capacity ratio 0.92 Actuated Cycle Length (s) 129.3 Sum of lost time (s) 12.0 Intersection Capacity Utilization 101.1% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 19
Queues Weekdays PM - Future Total Traffic 2018 38: Homer Watson Blvd & Doon South Dr. Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1881 3610 1615 1805 3610 0 3502 1553 0 0 1810 1881 Flt Permitted 0.056 0.950 Satd. Flow (perm) 1881 3610 1615 106 3610 0 3502 1553 0 0 1810 1881 Satd. Flow (RTOR) 154 296 Volume (vph) 0 1658 410 289 2389 0 214 0 277 0 0 0 Lane Group Flow (vph) 0 1658 410 289 2389 0 214 277 0 0 0 0 Turn Type Perm Perm pm+pt Split Split Perm Protected Phases 4 3 8 2 2 6 6 Permitted Phases 4 4 8 6 Total Split (s) 71.8 71.8 71.8 23.2 95.0 0.0 14.4 14.4 0.0 10.6 10.6 10.6 Act Effct Green (s) 69.9 69.9 91.0 91.0 10.4 10.4 Actuated g/c Ratio 0.64 0.64 0.83 0.83 0.10 0.10 v/c Ratio 0.72 0.38 0.82 0.80 0.64 0.67 Control Delay 15.9 7.0 47.6 7.1 57.3 12.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.9 7.0 47.6 7.1 57.3 12.9 LOS B A D A E B Approach Delay 14.1 11.5 32.2 Approach LOS B B C Queue Length 50th (m) 127.8 24.5 44.3 102.9 24.2 0.0 Queue Length 95th (m) 156.1 42.9 #82.1 128.8 37.1 21.0 Internal Link Dist (m) 1032.5 401.3 187.0 90.1 Turn Bay Length (m) 30.0 90.0 60.0 Base Capacity (vph) 2306 1087 379 3003 333 415 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.72 0.38 0.76 0.80 0.64 0.67 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 109.4 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.82 Intersection Signal Delay: 14.5 Intersection LOS: B ICU Level of Service F Intersection Capacity Utilization 96.5% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 38: Homer Watson Blvd & Doon South Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 20
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 38: Homer Watson Blvd & Doon South Dr. Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 3502 1553 Flt Permitted 1.00 1.00 0.07 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 139 3610 3502 1553 Volume (vph) 0 1658 410 289 2389 0 214 0 277 0 0 0 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1658 410 289 2389 0 214 0 277 0 0 0 RTOR Reduction (vph) 0 0 56 0 0 0 0 251 0 0 0 0 Lane Group Flow (vph) 0 1658 354 289 2389 0 214 26 0 0 0 0 Heavy Vehicles (%) 1% 0% 0% 0% 0% 0% 0% 4% 4% 0% 5% 1% Turn Type Perm Perm pm+pt Split Split Perm Protected Phases 4 3 8 2 2 6 6 Permitted Phases 4 4 8 6 Actuated Green, G (s) 67.5 67.5 88.6 88.6 7.8 7.8 Effective Green, g (s) 69.9 69.9 91.0 91.0 10.4 10.4 Actuated g/c Ratio 0.64 0.64 0.83 0.83 0.10 0.10 Clearance Time (s) 6.4 6.4 4.5 6.4 6.6 6.6 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2307 1032 376 3003 333 148 v/s Ratio Prot 0.46 0.12 c0.66 c0.06 0.02 v/s Ratio Perm 0.22 0.52 v/c Ratio 0.72 0.34 0.77 0.80 0.64 0.18 Uniform Delay, d1 13.2 9.1 29.8 4.6 47.7 45.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.0 0.9 9.1 2.3 4.2 0.6 Delay (s) 15.1 10.0 38.9 6.9 51.9 46.1 Level of Service B B D A D D Approach Delay (s) 14.1 10.3 48.7 0.0 Approach LOS B B D A Intersection Summary HCM Average Control Delay 15.4 HCM Level of Service B HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 109.4 Sum of lost time (s) 8.0 Intersection Capacity Utilization 96.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 21
Queues Weekdays PM - Future Total Traffic 2018 39: Pioneer Dr & Manitou Drive Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 1714 0 0 1842 1583 0 1812 1583 1770 1863 1583 Flt Permitted 0.458 0.652 0.602 0.476 Satd. Flow (perm) 853 1714 0 0 1215 1583 0 1121 1583 887 1863 1583 Satd. Flow (RTOR) 142 9 52 190 Volume (vph) 210 399 457 83 277 10 117 92 52 10 180 190 Lane Group Flow (vph) 210 856 0 0 360 10 0 209 52 10 180 190 Turn Type pm+pt Perm Perm Perm Perm Perm Perm Protected Phases 7 4 8 2 6 Permitted Phases 4 8 8 2 2 6 6 Total Split (s) 8.0 65.0 0.0 57.0 57.0 57.0 25.0 25.0 25.0 25.0 25.0 25.0 Act Effct Green (s) 35.1 35.3 29.3 29.3 18.0 18.0 18.0 18.0 18.0 Actuated g/c Ratio 0.55 0.57 0.47 0.47 0.29 0.29 0.29 0.29 0.29 v/c Ratio 0.40 0.83 0.63 0.01 0.65 0.11 0.04 0.33 0.32 Control Delay 8.7 16.5 18.3 4.9 36.0 8.5 23.7 24.3 6.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.7 16.5 18.3 4.9 36.0 8.5 23.7 24.3 6.2 LOS A B B A D A C C A Approach Delay 15.0 17.9 30.5 15.2 Approach LOS B B C B Queue Length 50th (m) 12.1 68.6 35.0 0.1 22.5 0.0 0.9 17.4 0.0 Queue Length 95th (m) 20.4 113.5 58.7 2.1 #73.5 9.1 5.7 47.7 16.6 Internal Link Dist (m) 113.8 133.7 104.3 295.5 Turn Bay Length (m) 25.0 20.0 30.0 30.0 Base Capacity (vph) 529 1253 765 1000 381 572 301 633 663 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.40 0.68 0.47 0.01 0.55 0.09 0.03 0.28 0.29 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 62.4 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.83 Intersection Signal Delay: 17.5 Intersection LOS: B ICU Level of Service G Intersection Capacity Utilization 102.3% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 39: Pioneer Dr & Manitou Drive SNC Lavalin Synchro 6 Report 2011-10-20 Page 22
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 39: Pioneer Dr & Manitou Drive Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.92 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.99 1.00 0.97 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1714 1842 1583 1812 1583 1770 1863 1583 Flt Permitted 0.41 1.00 0.55 1.00 0.70 1.00 0.57 1.00 1.00 Satd. Flow (perm) 768 1714 1031 1583 1310 1583 1053 1863 1583 Volume (vph) 210 399 457 83 277 10 117 92 52 10 180 190 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 210 399 457 83 277 10 117 92 52 10 180 190 RTOR Reduction (vph) 0 59 0 0 0 5 0 0 37 0 0 135 Lane Group Flow (vph) 210 797 0 0 360 5 0 209 15 10 180 55 Turn Type pm+pt Perm Perm Perm Perm Perm Perm Protected Phases 7 4 8 2 6 Permitted Phases 4 8 8 2 2 6 6 Actuated Green, G (s) 33.7 33.7 27.0 27.0 15.7 15.7 15.7 15.7 15.7 Effective Green, g (s) 35.7 35.7 29.0 29.0 17.7 17.7 17.7 17.7 17.7 Actuated g/c Ratio 0.58 0.58 0.47 0.47 0.29 0.29 0.29 0.29 0.29 Clearance Time (s) 3.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 491 997 487 748 378 456 304 537 456 v/s Ratio Prot 0.02 c0.46 0.10 v/s Ratio Perm 0.23 0.35 0.00 c0.16 0.01 0.01 0.03 v/c Ratio 0.43 0.80 0.74 0.01 0.55 0.03 0.03 0.34 0.12 Uniform Delay, d1 7.7 10.0 13.1 8.6 18.5 15.7 15.7 17.2 16.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 4.5 5.8 0.0 1.8 0.0 0.0 0.4 0.1 Delay (s) 8.3 14.6 18.9 8.6 20.3 15.7 15.7 17.6 16.2 Level of Service A B B A C B B B B Approach Delay (s) 13.4 18.7 19.4 16.9 Approach LOS B B B B Intersection Summary HCM Average Control Delay 15.7 HCM Level of Service B HCM Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 61.4 Sum of lost time (s) 8.0 Intersection Capacity Utilization 102.3% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 23
Queues Weekdays PM - Future Total Traffic 2018 45: Homer Watson Blvd. & Pioneer Dr. Base Case Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1805 3374 1553 1752 3406 1615 1633 1716 1509 1752 1765 0 Flt Permitted 0.056 0.053 0.393 0.512 0.588 Satd. Flow (perm) 106 3374 1553 98 3406 1615 676 896 1509 1085 1765 0 Satd. Flow (RTOR) 95 23 94 22 Volume (vph) 117 1683 420 222 2059 122 209 143 110 36 92 61 Lane Group Flow (vph) 117 1683 420 222 2059 122 117 235 110 36 153 0 Turn Type pm+pt Free pm+pt Free pm+pt Free Perm Protected Phases 1 6 5 2 7 4 8 Permitted Phases 6 Free 2 Free 4 Free 8 Total Split (s) 11.0 75.0 0.0 19.0 83.0 0.0 11.0 36.0 0.0 25.0 25.0 0.0 Act Effct Green (s) 78.8 71.8 129.6 90.0 79.0 129.6 31.6 31.6 129.6 20.6 20.6 Actuated g/c Ratio 0.61 0.55 1.00 0.69 0.61 1.00 0.24 0.24 1.00 0.16 0.16 v/c Ratio 0.75 0.90 0.27 0.88 0.99 0.08 0.54 0.89 0.07 0.21 0.51 Control Delay 53.5 34.1 0.4 68.9 43.1 0.1 50.6 79.9 0.1 50.9 49.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 53.5 34.1 0.4 68.9 43.1 0.1 50.6 79.9 0.1 50.9 49.2 LOS D C A E D A D E A D D Approach Delay 28.7 43.3 53.5 49.5 Approach LOS C D D D Queue Length 50th (m) 14.7 208.3 0.0 42.8 274.4 0.0 27.1 58.6 0.0 8.5 32.5 Queue Length 95th (m) #46.6 249.1 0.0 #88.8 #345.6 0.0 46.3 #111.7 0.0 19.5 55.6 Internal Link Dist (m) 746.9 1032.5 188.6 147.6 Turn Bay Length (m) 70.0 50.0 90.0 50.0 40.0 50.0 20.0 Base Capacity (vph) 156 1868 1553 258 2077 1615 216 265 1509 175 304 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.75 0.90 0.27 0.86 0.99 0.08 0.54 0.89 0.07 0.21 0.50 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 129.6 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.99 Intersection Signal Delay: 38.3 Intersection LOS: D ICU Level of Service F Intersection Capacity Utilization 94.8% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 45: Homer Watson Blvd. & Pioneer Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 24
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 45: Homer Watson Blvd. & Pioneer Dr. Base Case Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.98 1.00 0.95 1.00 Satd. Flow (prot) 1805 3374 1553 1752 3406 1615 1633 1716 1509 1752 1765 Flt Permitted 0.06 1.00 1.00 0.05 1.00 1.00 0.39 0.50 1.00 0.59 1.00 Satd. Flow (perm) 106 3374 1553 97 3406 1615 667 883 1509 1084 1765 Volume (vph) 117 1683 420 222 2059 122 209 143 110 36 92 61 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 117 1683 420 222 2059 122 209 143 110 36 92 61 RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 19 0 Lane Group Flow (vph) 117 1683 420 222 2059 122 117 235 110 36 134 0 Heavy Vehicles (%) 0% 7% 4% 3% 6% 0% 5% 2% 7% 3% 2% 0% Turn Type pm+pt Free pm+pt Free pm+pt Free Perm Protected Phases 1 6 5 2 7 4 8 Permitted Phases 6 Free 2 Free 4 Free 8 Actuated Green, G (s) 76.3 69.3 129.6 87.6 76.6 129.6 29.6 29.6 129.6 18.6 18.6 Effective Green, g (s) 78.7 71.7 129.6 90.0 79.0 129.6 31.6 31.6 129.6 20.6 20.6 Actuated g/c Ratio 0.61 0.55 1.00 0.69 0.61 1.00 0.24 0.24 1.00 0.16 0.16 Clearance Time (s) 4.0 6.4 4.0 6.4 4.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 156 1867 1553 250 2076 1615 215 260 1509 172 281 v/s Ratio Prot 0.04 0.50 c0.10 c0.60 0.03 c0.05 0.08 v/s Ratio Perm 0.41 0.27 0.52 0.08 0.10 c0.17 0.07 0.03 v/c Ratio 0.75 0.90 0.27 0.89 0.99 0.08 0.54 0.90 0.07 0.21 0.48 Uniform Delay, d1 31.7 25.8 0.0 42.4 25.0 0.0 41.0 47.5 0.0 47.4 49.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 18.2 7.5 0.4 29.2 17.9 0.1 2.8 31.6 0.1 0.6 1.3 Delay (s) 49.9 33.3 0.4 71.6 42.9 0.1 43.8 79.1 0.1 48.0 50.9 Level of Service D C A E D A D E A D D Approach Delay (s) 28.0 43.4 51.4 50.4 Approach LOS C D D D Intersection Summary HCM Average Control Delay 37.8 HCM Level of Service D HCM Volume to Capacity ratio 0.94 Actuated Cycle Length (s) 129.6 Sum of lost time (s) 8.0 Intersection Capacity Utilization 94.8% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 25
Queues Weekdays PM - Future Total Traffic 2018 50: Homer Watson Blvd. & Conestoga College Blvd Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3400 3438 1615 1597 4893 1599 1752 2939 0 1787 3610 1599 Flt Permitted 0.950 0.067 0.664 0.592 Satd. Flow (perm) 3400 3438 1615 113 4893 1599 1225 2939 0 1114 3610 1599 Satd. Flow (RTOR) 77 59 51 153 Volume (vph) 153 1700 77 102 2198 219 133 46 51 230 138 337 Lane Group Flow (vph) 153 1700 77 102 2198 219 133 97 0 230 138 337 Turn Type Prot Perm pm+pt Free pm+pt pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Free 2 6 6 Total Split (s) 13.0 66.0 66.0 11.0 64.0 0.0 11.0 28.0 0.0 15.0 32.0 32.0 Act Effct Green (s) 9.0 62.4 62.4 67.1 60.2 112.7 21.9 16.7 31.4 20.4 20.4 Actuated g/c Ratio 0.08 0.55 0.55 0.60 0.53 1.00 0.19 0.15 0.28 0.18 0.18 v/c Ratio 0.56 0.89 0.08 0.65 0.84 0.14 0.49 0.21 0.59 0.21 0.81 Control Delay 59.8 30.9 3.5 37.5 27.0 0.2 39.8 22.1 40.1 39.2 39.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 59.8 30.9 3.5 37.5 27.0 0.2 39.8 22.1 40.1 39.2 39.6 LOS E C A D C A D C D D D Approach Delay 32.1 25.1 32.3 39.7 Approach LOS C C C D Queue Length 50th (m) 18.0 179.0 0.0 8.4 154.3 0.0 24.0 4.9 44.0 14.4 42.0 Queue Length 95th (m) 30.7 #264.8 7.6 #36.3 200.2 0.0 40.5 12.7 67.5 23.5 76.9 Internal Link Dist (m) 398.4 210.0 212.5 279.2 Turn Bay Length (m) 175.0 190.0 75.0 50.0 55.0 Base Capacity (vph) 273 1902 928 160 2615 1599 271 620 390 842 490 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.56 0.89 0.08 0.64 0.84 0.14 0.49 0.16 0.59 0.16 0.69 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 112.7 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.89 Intersection Signal Delay: 29.8 Intersection LOS: C ICU Level of Service E Intersection Capacity Utilization 82.1% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 50: Homer Watson Blvd. & Conestoga College Blvd SNC Lavalin Synchro 6 Report 2011-10-20 Page 26
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 50: Homer Watson Blvd. & Conestoga College Blvd Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.91 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.92 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3400 3438 1615 1597 4893 1599 1752 2939 1787 3610 1599 Flt Permitted 0.95 1.00 1.00 0.07 1.00 1.00 0.66 1.00 0.55 1.00 1.00 Satd. Flow (perm) 3400 3438 1615 112 4893 1599 1226 2939 1031 3610 1599 Volume (vph) 153 1700 77 102 2198 219 133 46 51 230 138 337 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 153 1700 77 102 2198 219 133 46 51 230 138 337 RTOR Reduction (vph) 0 0 35 0 0 0 0 44 0 0 0 124 Lane Group Flow (vph) 153 1700 42 102 2198 219 133 53 0 230 138 213 Heavy Vehicles (%) 3% 5% 0% 13% 6% 1% 3% 0% 25% 1% 0% 1% Turn Type Prot Perm pm+pt Free pm+pt pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Free 2 6 6 Actuated Green, G (s) 7.0 60.3 60.3 64.8 57.9 113.8 20.3 13.3 30.6 19.6 19.6 Effective Green, g (s) 9.0 62.3 62.3 67.1 60.2 113.8 22.3 15.3 32.6 21.6 21.6 Actuated g/c Ratio 0.08 0.55 0.55 0.59 0.53 1.00 0.20 0.13 0.29 0.19 0.19 Clearance Time (s) 6.0 6.0 6.0 4.0 6.3 4.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 269 1882 884 156 2588 1599 273 395 384 685 304 v/s Ratio Prot c0.05 c0.49 0.04 0.45 0.03 0.02 c0.07 0.04 v/s Ratio Perm 0.03 0.35 c0.14 0.07 0.10 c0.13 v/c Ratio 0.57 0.90 0.05 0.65 0.85 0.14 0.49 0.13 0.60 0.20 0.70 Uniform Delay, d1 50.5 23.1 12.0 21.7 22.9 0.0 39.8 43.4 33.3 38.8 43.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.7 7.6 0.1 9.5 3.7 0.2 1.4 0.2 2.5 0.1 7.1 Delay (s) 53.3 30.7 12.1 31.2 26.6 0.2 41.2 43.6 35.8 39.0 50.2 Level of Service D C B C C A D D D D D Approach Delay (s) 31.7 24.5 42.2 43.3 Approach LOS C C D D Intersection Summary HCM Average Control Delay 30.3 HCM Level of Service C HCM Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 113.8 Sum of lost time (s) 8.0 Intersection Capacity Utilization 82.1% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 27
Queues Weekdays PM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 5036 1429 1805 4940 1524 1805 0 1583 1562 3539 1538 Flt Permitted 0.082 0.164 0.950 Satd. Flow (perm) 0 5036 1429 156 4940 1524 312 0 1583 1562 3539 1538 Satd. Flow (RTOR) 5 15 461 411 Volume (vph) 0 1835 15 635 1120 15 26 0 717 163 800 1307 Lane Group Flow (vph) 0 1835 15 635 1120 15 26 0 717 163 800 1307 Turn Type Perm pm+pt Perm custom Free Perm Free Protected Phases 4 3 8 6 Permitted Phases 4 8 8 2 Free 6 Free Total Split (s) 0.0 49.0 49.0 28.0 77.0 77.0 43.0 0.0 0.0 43.0 43.0 0.0 Act Effct Green (s) 45.1 45.1 73.1 73.1 73.1 34.3 115.4 34.3 34.3 115.4 Actuated g/c Ratio 0.39 0.39 0.63 0.63 0.63 0.30 1.00 0.30 0.30 1.00 v/c Ratio 0.93 0.03 1.44 0.36 0.02 0.28 0.45 0.35 0.76 0.85 Control Delay 44.2 18.6 237.6 10.8 4.1 39.8 0.9 33.9 42.0 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.2 18.6 237.6 10.8 4.1 39.8 0.9 33.9 42.0 6.3 LOS D B F B A D A C D A Approach Delay 44.0 92.1 20.9 Approach LOS D F C Queue Length 50th (m) 153.9 1.5 ~193.0 44.2 0.0 4.7 0.0 30.3 90.7 0.0 Queue Length 95th (m) #199.2 6.3 #276.8 57.6 2.8 13.7 0.0 49.6 113.9 0.0 Internal Link Dist (m) 173.5 577.2 125.5 141.5 Turn Bay Length (m) 30.0 90.0 60.0 30.0 Base Capacity (vph) 1967 561 442 3129 971 101 1583 508 1150 1538 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.93 0.03 1.44 0.36 0.02 0.26 0.45 0.32 0.70 0.85 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 115.4 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.44 Intersection Signal Delay: 44.3 Intersection LOS: D ICU Level of Service G Intersection Capacity Utilization 102.7% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. SNC Lavalin Synchro 6 Report 2011-10-20 Page 28
Queues Weekdays PM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Base Case Splits and Phases: 53: Homer Watson Blvd. & New Dundee Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 29
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 1.00 0.91 1.00 1.00 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 5036 1429 1805 4940 1524 1805 1583 1562 3539 1538 Flt Permitted 1.00 1.00 0.08 1.00 1.00 0.14 1.00 0.95 1.00 1.00 Satd. Flow (perm) 5036 1429 155 4940 1524 262 1583 1562 3539 1538 Volume (vph) 0 1835 15 635 1120 15 26 0 717 163 800 1307 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1835 15 635 1120 15 26 0 717 163 800 1307 RTOR Reduction (vph) 0 0 3 0 0 5 0 0 0 0 0 0 Lane Group Flow (vph) 0 1835 12 635 1120 10 26 0 717 163 800 1307 Heavy Vehicles (%) 0% 3% 13% 0% 5% 6% 0% 0% 2% 4% 2% 5% Parking (#/hr) 0 Turn Type Perm pm+pt Perm custom Free Perm Free Protected Phases 4 3 8 6 Permitted Phases 4 8 8 2 Free 6 Free Actuated Green, G (s) 41.9 41.9 69.9 69.9 69.9 31.5 115.4 31.5 31.5 115.4 Effective Green, g (s) 45.1 45.1 73.1 73.1 73.1 34.3 115.4 34.3 34.3 115.4 Actuated g/c Ratio 0.39 0.39 0.63 0.63 0.63 0.30 1.00 0.30 0.30 1.00 Clearance Time (s) 7.2 7.2 4.0 7.2 7.2 6.8 6.8 6.8 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1968 558 441 3129 965 78 1583 464 1052 1538 v/s Ratio Prot 0.36 c0.30 0.23 0.23 v/s Ratio Perm 0.01 c0.61 0.01 0.10 0.45 0.10 c0.85 v/c Ratio 0.93 0.02 1.44 0.36 0.01 0.33 0.45 0.35 0.76 0.85 Uniform Delay, d1 33.7 21.6 37.0 10.0 7.8 31.6 0.0 31.8 36.8 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 9.6 0.1 210.5 0.3 0.0 2.5 0.9 0.5 3.3 6.1 Delay (s) 43.3 21.7 247.6 10.3 7.8 34.1 0.9 32.3 40.1 6.1 Level of Service D C F B A C A C D A Approach Delay (s) 43.1 95.4 2.1 20.0 Approach LOS D F A B Intersection Summary HCM Average Control Delay 44.6 HCM Level of Service D HCM Volume to Capacity ratio 1.22 Actuated Cycle Length (s) 115.4 Sum of lost time (s) 4.0 Intersection Capacity Utilization 102.7% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 30
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 55: ConesToga College & New Dundee Rd. Base Case Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 48 235 109 704 1357 130 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 48 235 109 704 1357 130 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) 149 px, platoon unblocked 0.80 0.80 0.80 vc, conflicting volume 1927 678 1487 vc1, stage 1 conf vol 1357 vc2, stage 2 conf vol 570 vcu, unblocked vol 1909 354 1361 tc, single (s) 6.8 7.0 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 73 54 73 cm capacity (veh/h) 177 513 411 Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 48 235 109 352 352 678 678 130 Volume Left 48 0 109 0 0 0 0 0 Volume Right 0 235 0 0 0 0 0 130 csh 177 513 411 1700 1700 1700 1700 1700 Volume to Capacity 0.27 0.46 0.27 0.21 0.21 0.40 0.40 0.08 Queue Length 95th (m) 8.4 19.0 8.4 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 32.8 17.8 16.9 0.0 0.0 0.0 0.0 0.0 Lane LOS D C C Approach Delay (s) 20.3 2.3 0.0 Approach LOS C Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 58.7% ICU Level of Service B Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 31
Queues Weekdays PM - Future Total Traffic 2018 57: New Dundee Rd & Thomas Slee Dr. Base Case Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1433 3438 1863 1863 3539 1615 1863 1863 0 1805 1196 0 Flt Permitted 0.123 0.757 Satd. Flow (perm) 185 3438 1863 1863 3539 1615 1863 1863 0 1438 1196 0 Satd. Flow (RTOR) 87 52 Volume (vph) 68 745 0 0 1390 130 0 0 0 53 0 56 Lane Group Flow (vph) 68 745 0 0 1390 130 0 0 0 53 56 0 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 8 2 6 Total Split (s) 59.0 59.0 59.0 59.0 59.0 59.0 31.0 31.0 0.0 31.0 31.0 0.0 Act Effct Green (s) 73.7 73.7 73.7 73.7 11.1 11.1 Actuated g/c Ratio 0.81 0.81 0.81 0.81 0.12 0.12 v/c Ratio 0.45 0.27 0.48 0.10 0.31 0.30 Control Delay 17.1 2.9 4.0 1.3 32.8 13.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.1 2.9 4.0 1.3 32.8 13.6 LOS B A A A C B Approach Delay 4.1 3.8 22.9 Approach LOS A A C Queue Length 50th (m) 3.0 13.8 33.4 1.2 8.0 0.6 Queue Length 95th (m) #25.3 23.5 54.4 5.5 16.9 10.2 Internal Link Dist (m) 135.0 512.2 136.6 137.8 Turn Bay Length (m) 30.0 30.0 Base Capacity (vph) 150 2797 2880 1330 368 345 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.45 0.27 0.48 0.10 0.14 0.16 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90.6 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.48 Intersection Signal Delay: 4.7 Intersection LOS: A ICU Level of Service B Intersection Capacity Utilization 55.7% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 57: New Dundee Rd & Thomas Slee Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 32
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 57: New Dundee Rd & Thomas Slee Dr. Base Case Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1433 3438 3539 1615 1805 1196 Flt Permitted 0.17 1.00 1.00 1.00 0.76 1.00 Satd. Flow (perm) 259 3438 3539 1615 1439 1196 Volume (vph) 68 745 0 0 1390 130 0 0 0 53 0 56 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 68 745 0 0 1390 130 0 0 0 53 0 56 RTOR Reduction (vph) 0 0 0 0 0 17 0 0 0 0 46 0 Lane Group Flow (vph) 68 745 0 0 1390 113 0 0 0 53 10 0 Heavy Vehicles (%) 26% 5% 2% 2% 2% 0% 2% 2% 2% 0% 2% 35% Parking (#/hr) 0 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 71.1 71.1 71.1 71.1 8.1 8.1 Effective Green, g (s) 73.1 73.1 73.1 73.1 10.1 10.1 Actuated g/c Ratio 0.80 0.80 0.80 0.80 0.11 0.11 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 208 2756 2837 1294 159 132 v/s Ratio Prot 0.22 c0.39 0.01 v/s Ratio Perm 0.26 0.07 c0.04 v/c Ratio 0.33 0.27 0.49 0.09 0.33 0.07 Uniform Delay, d1 2.4 2.3 3.0 1.9 37.4 36.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.1 0.2 0.6 0.1 1.2 0.2 Delay (s) 6.6 2.5 3.6 2.1 38.7 36.6 Level of Service A A A A D D Approach Delay (s) 2.9 3.4 0.0 37.6 Approach LOS A A A D Intersection Summary HCM Average Control Delay 4.8 HCM Level of Service A HCM Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 91.2 Sum of lost time (s) 8.0 Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 33
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 62: New Dundee Rd & Collector "B" Base Case Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 43 667 1207 94 38 41 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 43 667 1207 94 38 41 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 1 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1301 1674 650 vc1, stage 1 conf vol 1254 vc2, stage 2 conf vol 420 vcu, unblocked vol 1301 1674 650 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) 5.8 tf (s) 2.2 3.5 3.3 p0 queue free % 92 79 90 cm capacity (veh/h) 528 179 411 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2 Volume Total 43 334 334 805 496 38 41 Volume Left 43 0 0 0 0 38 0 Volume Right 0 0 0 0 94 0 41 csh 528 1700 1700 1700 1700 179 411 Volume to Capacity 0.08 0.20 0.20 0.47 0.29 0.21 0.10 Queue Length 95th (m) 2.1 0.0 0.0 0.0 0.0 6.2 2.6 Control Delay (s) 12.4 0.0 0.0 0.0 0.0 30.4 14.7 Lane LOS B D B Approach Delay (s) 0.8 0.0 22.3 Approach LOS C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 46.4% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 34
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 66: New Dundee Rd & Reichert Dr. Base Case Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 700 5 87 1291 10 36 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 700 5 87 1291 10 36 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 705 1522 352 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 705 1522 352 tc, single (s) 4.1 7.0 7.0 tc, 2 stage (s) tf (s) 2.2 3.6 3.4 p0 queue free % 90 89 94 cm capacity (veh/h) 902 93 629 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 467 238 517 861 46 Volume Left 0 0 87 0 10 Volume Right 0 5 0 0 36 csh 1700 1700 902 1700 279 Volume to Capacity 0.27 0.14 0.10 0.51 0.16 Queue Length 95th (m) 0.0 0.0 2.6 0.0 4.6 Control Delay (s) 0.0 0.0 2.6 0.0 20.4 Lane LOS A C Approach Delay (s) 0.0 1.0 20.4 Approach LOS C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 36
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 71: Biehn Drive & Strasburg Road Base Case Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 68 94 867 94 160 1162 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 68 94 867 94 160 1162 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1815 480 961 vc1, stage 1 conf vol 914 vc2, stage 2 conf vol 901 vcu, unblocked vol 1815 480 961 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 69 82 78 cm capacity (veh/h) 217 532 712 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 162 578 383 547 775 Volume Left 68 0 0 160 0 Volume Right 94 0 94 0 0 csh 331 1700 1700 712 1700 Volume to Capacity 0.49 0.34 0.23 0.22 0.46 Queue Length 95th (m) 20.5 0.0 0.0 6.9 0.0 Control Delay (s) 25.9 0.0 0.0 5.7 0.0 Lane LOS D A Approach Delay (s) 25.9 0.0 2.4 Approach LOS D Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 83.3% ICU Level of Service E Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 37
Page 1 of 11 2011/10/18 DETAILED OUTPUT Blair Creek Drive-N-Strasburg Road Base Case Blair Creek Drive-N-Strasburg Road Drive-Weekday AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 116 2.0 118 0 N 0.988 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 495 2.0 505 0 N 0.966 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 169 2.0 172 0 N 0.979
Page 2 of 11 2011/10/18 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 118 25.7 217.5 2.00 0.134 4.39 31.4 2.68D 2 Dominant 118 25.7 217.5 2.00 0.134 4.39 31.4 2.68 Right 2 Dominant 118 25.7 217.5 2.00 0.134 4.40 31.4 2.69 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 505 39.1 77.4 1.13 0.293 4.54 49.3 3.00 Right 2 Dominant 505 39.1 77.4 1.13 0.293 4.03 43.7 2.66 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 172 25.7 149.3 2.00 0.189 4.32 30.9 2.67 Thru 1 Subdominant 172 25.7 149.3 2.00 0.189 4.32 30.9 2.67 2 Dominant 172 25.7 149.3 2.00 0.189 4.32 30.9 2.67 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. D Subdominant lane follow-up headway was calculated as less than the dominant lane value and was set to the dominant lane value Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 8T T 495 2.0 116 2.0 118 2049 0.85 252 100 0.242 8R R 84 2.0 116 2.0 118 348 0.85 252 100 0.242 ----------- East: Blair Creek Drive 1L L 169 2.0 495 2.0 505 769 0.85 287 100 0.220 6R R 287 2.0 495 2.0 505 905 0.85 168 100 0.317 ----------- 7L L 116 2.0 169 2.0 172 316 0.85 132 100 0.367* 4T T 721 2.0 169 2.0 172 1967 0.85 132 100 0.367* ----------- * Maximum degree of saturation
Page 3 of 11 2011/10/18 Movement Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 8T T 0.71 0.85 5.2 0.47 232.0 7.63 311.5 6.2 49.9 8R R 0.12 0.14 5.2 0.56 46.9 1.33 52.4 1.1 48.8 ------------------- East: Blair Creek Drive 1L L 0.33 0.40 7.1 0.82 138.2 3.22 114.0 2.7 42.8 6R R 0.59 0.71 7.4 0.73 210.1 5.09 178.9 3.9 46.4 ------------------- 7L L 0.22 0.26 6.8 0.80 93.0 2.18 78.3 1.8 43.5 4T T 1.36 1.63 6.8 0.52 373.1 11.90 453.8 9.4 48.1 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 8T T 104.94 35.0 87.7 6.51 0.140 0.214 8R R 18.34 6.2 15.5 1.23 0.025 0.039 123.28 41.2 103.2 7.73 0.166 0.252 East: Blair Creek Drive 1L L 43.81 14.2 35.6 2.91 0.061 0.087 6R R 65.37 22.0 55.0 4.47 0.092 0.138 109.18 36.2 90.6 7.38 0.152 0.225 7L L 29.85 9.7 24.2 1.93 0.041 0.059 4T T 157.73 52.4 131.1 9.94 0.212 0.321 187.58 62.1 155.3 11.87 0.253 0.380 INTERSECTION: 420.03 139.5 349.1 26.98 0.571 0.858 Fuel Consumption, Emissions and Cost (Rate) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 8T T 0.34 11.2 281.4 20.89 0.451 0.686 8R R 0.35 11.8 296.2 23.40 0.486 0.738
Page 4 of 11 2011/10/18 0.34 11.3 283.6 21.25 0.456 0.694 East: Blair Creek Drive 1L L 0.38 12.5 312.1 25.53 0.531 0.765 6R R 0.37 12.3 307.4 24.95 0.512 0.771 0.37 12.4 309.2 25.18 0.520 0.768 7L L 0.38 12.3 308.7 24.72 0.520 0.753 4T T 0.35 11.6 289.0 21.90 0.468 0.708 0.35 11.7 291.9 22.31 0.476 0.715 INTERSECTION: 0.35 11.7 293.6 22.69 0.480 0.722 Intersection Negotiation Data Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 35.0 32.5 19.4 500 118 No North Thru 57.3 39.1 47.1 500 135 No --------------- East: Blair Creek Drive South Left 19.0 25.7 74.6 500 176 No North Right 35.0 32.5 19.4 500 126 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 165 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 8T T 65.0 39.1 39.1 65.0 53.8 49.9 5.4 8R R 65.0 32.5 32.5 65.0 52.9 48.8 6.6 -------------- East: Blair Creek Drive 1L L 65.0 25.7 25.7 65.0 46.5 42.8 12.4 6R R 65.0 32.5 32.5 65.0 50.9 46.4 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 48.4 43.5 12.4 4T T 65.0 39.1 39.1 65.0 52.8 48.1 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/10/18 Lanes Lane Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 290 1198 0.242 5.2 0.47 1.2 9.4 2000.0 2 TR 289 1198 0.242 5.2 0.49 1.2 9.4 500.0 East: Blair Creek Drive 1 L 169 769 0.220 7.1 0.82 0.9 7.0 500.0 2 R 287 905 0.317 7.4 0.73 1.4 11.1 250.0T 1 LT 418 1141 0.367 6.8 0.59 2.1 16.6 2000.0 2 T 419 1143 0.367 6.8 0.52 2.1 16.6 500.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 290 0 290 150 1198 0.242 100 2 TR 0 205 84 289 150 1198 0.242 100 ----- East: Blair Creek Drive 1 L 169 0 0 169 150 769 0.220 100 2 R 0 0 287 287 150 905 0.317 100 ----- 1 LT 116 302 0 418 150 1141 0.367 100 2 T 0 419 0 419 150 1143 0.367 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------
Page 6 of 11 2011/10/18 1 T 290 290 2 0.242 5.2 9 2000 2 TR 205 84 289 2 0.242 5.2 9 500 ---- 0 495 84 579 2 0.242 5.2 9 ------------ East: Blair Creek Drive 1 L 169 169 2 0.220 7.1 7 500 2 R 287 287 2 0.317 7.4 11 250 ---- 169 0 287 456 2 0.317 7.3 11 ------------ 1 LT 116 302 418 2 0.367 6.8 17 2000 2 T 419 419 2 0.367 6.8 17 500 ---- 116 721 0 837 2 0.367 6.8 17 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1872 2 0.367 6.4 17 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 39.1 1341 2.68 29.15 7.73 1.97 2 TR 37.2 1341 2.68 27.72 7.73 1.94 --------- East: Blair Creek Drive 1 L 25.7 1201 3.00 21.44 7.73 1.92 2 R NA - Short Lane --------- 1 LT 35.4 1347 2.67 26.28 7.73 1.89 2 T 39.1 1349 2.67 28.98 7.73 1.96 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.242 4.2 1.0 5.2 0.0 3.3 0.0 3.3 5.4 5.2 2 TR 0.242 4.2 1.0 5.2 0.0 3.4 0.0 3.4 5.7 5.2 -------- East: Blair Creek Drive 1 L 0.220 5.8 1.3 7.1 0.0 4.5 0.0 4.5 12.4 7.1 2 R 0.317 5.6 1.8 7.4 0.0 4.3 0.0 4.3 6.6 7.4 --------
Page 7 of 11 2011/10/18 1 LT 0.367 5.0 1.8 6.8 0.0 4.6 0.0 4.6 7.3 6.8 2 T 0.367 5.0 1.8 6.8 0.0 4.2 0.0 4.2 5.4 6.8 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.242 0.0 0.5 0.0 0.5 1.2 0.00 0.0 100.0 0.4 0.8 2 TR 0.242 0.0 0.5 0.0 0.5 1.2 0.02 0.0 100.0 0.4 0.8 ---------------------- East: Blair Creek Drive 1 L 0.220 0.0 0.4 0.0 0.4 0.9 0.01 0.0 100.0 0.3 0.6 2 R 0.317 0.0 0.6 0.0 0.6 1.4 0.04 0.0 100.0 0.6 1.1 ---------------------- 1 LT 0.367 0.0 0.9 0.0 0.9 2.1 0.01 0.0 100.0 0.8 1.4 2 T 0.367 0.0 0.9 0.0 0.9 2.1 0.03 0.0 100.0 0.8 1.4 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.242 0.0 3.8 0.0 3.8 9.4 0.00 0.0 100.0 3.2 5.8 2 TR 0.242 0.0 3.8 0.0 3.8 9.4 0.02 0.0 100.0 3.2 5.8 ---------------------- East: Blair Creek Drive 1 L 0.220 0.0 2.8 0.0 2.8 7.0 0.01 0.0 100.0 2.6 4.7 2 R 0.317 0.0 4.4 0.0 4.4 11.1 0.04 0.0 100.0 4.6 8.3 ---------------------- 1 LT 0.367 0.0 6.7 0.0 6.7 16.6 0.01 0.0 100.0 6.1 11.1 2 T 0.367 0.0 6.7 0.0 6.7 16.6 0.03 0.0 100.0 6.1 11.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since
Page 8 of 11 2011/10/18 HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.242 0.5 0.6 0.9 1.0 1.2 1.3 2 TR 0.242 0.5 0.6 0.9 1.0 1.2 1.3 -------- East: Blair Creek Drive 1 L 0.220 0.4 0.5 0.7 0.8 0.9 1.0 2 R 0.317 0.6 0.7 1.1 1.2 1.4 1.6 -------- 1 LT 0.367 0.9 1.1 1.6 1.8 2.1 2.4 2 T 0.367 0.9 1.1 1.6 1.8 2.1 2.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.242 3.8 4.9 6.9 8.0 9.4 10.4 2 TR 0.242 3.8 4.9 6.9 8.0 9.4 10.4 -------- East: Blair Creek Drive 1 L 0.220 2.8 3.6 5.1 5.9 7.0 7.7 2 R 0.317 4.4 5.8 8.1 9.4 11.1 12.3 -------- 1 LT 0.367 6.7 8.6 12.2 14.1 16.6 18.4 2 T 0.367 6.7 8.6 12.2 14.1 16.6 18.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.242 0.15 0.00 0.32 0.47 136.8 0.00 0.0 0.28 2 TR 0.242 0.15 0.00 0.34 0.49 142.0 0.00 0.0 0.28
Page 9 of 11 2011/10/18 -------- East: Blair Creek Drive 1 L 0.220 0.47 0.00 0.34 0.82 138.2 0.00 0.0 0.52 2 R 0.317 0.49 0.00 0.25 0.73 210.1 0.00 0.0 0.54 -------- 1 LT 0.367 0.26 0.00 0.33 0.59 246.8 0.00 0.0 0.40 2 T 0.367 0.26 0.00 0.27 0.52 219.2 0.00 0.0 0.40 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 82 2 1.00 1.00 1.00 North 8T Thru 485 10 1.00 1.00 1.00 --------- East: Blair Creek Drive South 1L Left 166 3 1.00 1.00 1.00 North 6R Right 281 6 1.00 1.00 1.00 --------- South 4T Thru 707 14 1.00 1.00 1.00 East 7L Left 114 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 8T T 0 0 485 10 0 0 8R R 0 0 0 0 82 2 East: Blair Creek Drive 1L L 166 3 0 0 0 0 6R R 0 0 0 0 281 6 7L L 114 2 0 0 0 0 4T T 0 0 707 14 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/10/18 Flow Rates (Total Vehicles and Percent Heavy) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 8T T 0 0.0 495 2.0 0 0.0 8R R 0 0.0 0 0.0 84 2.0 --- East: Blair Creek Drive 1L L 169 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 287 2.0 --- 7L L 116 2.0 0 0.0 0 0.0 4T T 0 0.0 721 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics
Page 11 of 11 2011/10/18 Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Processed: October 18, 2011 11:13:35 AM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\East-West Connector and Strasburg Road BASE.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/10/18 DETAILED OUTPUT Blair Creek Drive-N-Strasburg Road Base Case Blair Creek Drive-N-Robert Ferrie Drive-Weekday PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 319 2.0 325 0 N 0.969 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 861 2.0 878 0 N 0.864 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 136 2.0 139 0 N 0.978
Page 2 of 11 2011/10/18 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 325 25.7 79.1 2.00 0.327 4.20 30.0 2.68D 2 Dominant 325 25.7 79.1 2.00 0.327 4.20 30.0 2.68 Right 2 Dominant 325 25.7 79.1 2.00 0.327 4.21 30.1 2.68 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 878 39.1 44.5 1.16 0.466 3.91 42.4 2.74 Right 2 Dominant 878 39.1 44.5 1.16 0.466 3.58 38.9 2.52 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 139 25.7 185.6 2.00 0.155 4.32 30.9 2.65 Thru 1 Subdominant 139 25.7 185.6 2.00 0.155 4.31 30.9 2.65 2 Dominant 139 25.7 185.6 2.00 0.155 4.24 30.3 2.61 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. D Subdominant lane follow-up headway was calculated as less than the dominant lane value and was set to the dominant lane value Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 8T T 861 2.0 319 2.0 325 1633 0.85 61 100 0.527* 8R R 188 2.0 319 2.0 325 357 0.85 61 100 0.527* ----------- East: Blair Creek Drive 1L L 136 2.0 861 2.0 878 616 0.85 285 100 0.221 6R R 187 2.0 861 2.0 878 700 0.85 218 100 0.267 ----------- 7L L 319 2.0 136 2.0 139 701 0.85 87 100 0.455 4T T 768 2.0 136 2.0 139 1687 0.85 87 100 0.455 ----------- * Maximum degree of saturation
Page 3 of 11 2011/10/18 Movement Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 8T T 2.44 2.93 10.2 0.68 582.3 16.39 541.9 12.1 44.9 8R R 0.53 0.64 10.2 0.72 136.0 3.61 117.2 2.7 44.2 ------------------- East: Blair Creek Drive 1L L 0.33 0.39 8.6 0.90 122.7 2.81 91.8 2.2 41.7 6R R 0.43 0.52 8.3 0.84 157.5 3.60 116.6 2.6 45.5 ------------------- 7L L 0.69 0.83 7.8 0.73 233.4 6.04 215.2 5.1 42.5 4T T 1.66 1.99 7.8 0.50 385.3 12.99 483.3 10.3 47.1 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 8T T 200.22 65.8 164.6 12.87 0.272 0.406 8R R 44.58 14.7 36.8 2.96 0.062 0.092 244.80 80.5 201.3 15.83 0.333 0.498 East: Blair Creek Drive 1L L 36.00 11.6 29.0 2.38 0.050 0.071 6R R 43.38 14.6 36.5 3.00 0.061 0.092 79.38 26.2 65.5 5.38 0.111 0.163 7L L 83.14 26.7 66.9 5.37 0.113 0.163 4T T 170.39 56.2 140.6 10.64 0.228 0.344 253.53 82.9 207.5 16.01 0.342 0.506 INTERSECTION: 577.71 189.6 474.3 37.22 0.785 1.167 Fuel Consumption, Emissions and Cost (Rate) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 8T T 0.37 12.1 303.7 23.75 0.501 0.750 8R R 0.38 12.5 313.8 25.28 0.525 0.782
Page 4 of 11 2011/10/18 0.37 12.2 305.5 24.02 0.505 0.756 East: Blair Creek Drive 1L L 0.39 12.6 316.5 25.99 0.541 0.775 6R R 0.37 12.5 312.7 25.70 0.524 0.788 0.38 12.6 314.4 25.83 0.532 0.782 7L L 0.39 12.4 310.6 24.93 0.525 0.755 4T T 0.35 11.6 290.9 22.02 0.473 0.711 0.36 11.9 297.0 22.92 0.489 0.725 INTERSECTION: 0.37 12.1 302.9 23.77 0.502 0.745 Intersection Negotiation Data Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 35.0 32.5 19.4 500 119 No North Thru 57.3 39.1 47.1 500 136 No --------------- East: Blair Creek Drive South Left 19.0 25.7 74.6 500 176 No North Right 35.0 32.5 19.4 500 126 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 171 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 8T T 65.0 39.1 39.1 65.0 25.3 51.0 44.9 5.4 8R R 65.0 32.5 32.5 65.0 25.3 50.7 44.2 6.6 -------------- East: Blair Creek Drive 1L L 65.0 25.7 25.7 65.0 45.9 41.7 12.4 6R R 65.0 32.5 32.5 65.0 50.0 45.5 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 47.8 42.5 12.4 4T T 65.0 39.1 39.1 65.0 52.6 47.1 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/10/18 Lanes Lane Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 525 995 0.527 10.2 0.68 3.6 27.8 2000.0 2 TR 524 995 0.527 10.2 0.69 3.6 27.8 500.0 East: Blair Creek Drive 1 L 136 616 0.221 8.6 0.90 1.0 7.5 500.0 2 R 187 700 0.267 8.3 0.84 1.2 9.5 250.0T 1 LT 538 1183 0.455 7.8 0.63 3.1 23.9 2000.0 2 T 549 1205 0.455 7.7 0.51 3.1 23.9 500.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 525 0 525 150 995 0.527 100 2 TR 0 336 188 524 150 995 0.527 100 ----- East: Blair Creek Drive 1 L 136 0 0 136 136 616 0.221 100 2 R 0 0 187 187 150 700 0.267 100 ----- 1 LT 319 219 0 538 150 1183 0.455 100 2 T 0 549 0 549 150 1205 0.455 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------
Page 6 of 11 2011/10/18 1 T 525 525 2 0.527 10.2 28 2000 2 TR 336 188 524 2 0.527 10.2 28 500 ---- 0 861 188 1049 2 0.527 10.2 28 ------------ East: Blair Creek Drive 1 L 136 136 2 0.221 8.6 7 500 2 R 187 187 2 0.267 8.3 10 250 ---- 136 0 187 323 2 0.267 8.5 10 ------------ 1 LT 319 219 538 2 0.455 7.8 24 2000 2 T 549 549 2 0.455 7.7 24 500 ---- 319 768 0 1087 2 0.455 7.8 24 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2459 2 0.527 8.9 28 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 39.1 1343 2.68 29.12 7.73 1.97 2 TR 36.7 1342 2.68 27.36 7.73 1.92 --------- East: Blair Creek Drive 1 L 25.7 1312 2.74 19.62 7.73 1.66 2 R NA - Short Lane --------- 1 LT 31.2 1359 2.65 22.95 7.73 1.76 2 T 39.1 1382 2.61 28.29 7.73 1.89 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.527 6.3 4.0 10.2 0.0 6.2 0.1 6.1 5.4 10.2 2 TR 0.527 6.3 4.0 10.2 0.0 6.3 0.1 6.2 5.8 10.2 -------- East: Blair Creek Drive 1 L 0.221 7.0 1.7 8.6 0.0 5.4 0.0 5.4 12.4 8.6 2 R 0.267 6.5 1.9 8.3 0.0 4.5 0.0 4.5 6.6 8.3 --------
Page 7 of 11 2011/10/18 1 LT 0.455 5.3 2.5 7.8 0.0 5.9 0.0 5.9 9.5 7.8 2 T 0.455 5.3 2.5 7.7 0.0 5.0 0.0 5.0 5.4 7.7 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.527 0.0 1.4 0.0 1.4 3.6 0.01 0.0 100.0 1.5 2.7 2 TR 0.527 0.0 1.4 0.0 1.4 3.6 0.06 0.0 100.0 1.5 2.7 ---------------------- East: Blair Creek Drive 1 L 0.221 0.0 0.4 0.0 0.4 1.0 0.01 0.0 100.0 0.3 0.6 2 R 0.267 0.0 0.5 0.0 0.5 1.2 0.04 0.0 100.0 0.4 0.8 ---------------------- 1 LT 0.455 0.0 1.2 0.0 1.2 3.1 0.01 0.0 100.0 1.2 2.1 2 T 0.455 0.0 1.2 0.0 1.2 3.1 0.05 0.0 100.0 1.2 2.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.527 0.2 10.9 0.3 11.2 27.8 0.01 0.0 100.0 11.5 20.9 2 TR 0.527 0.2 10.9 0.3 11.2 27.8 0.06 0.0 100.0 11.5 20.9 ---------------------- East: Blair Creek Drive 1 L 0.221 0.0 3.0 0.0 3.0 7.5 0.01 0.0 100.0 2.5 4.6 2 R 0.267 0.0 3.8 0.0 3.8 9.5 0.04 0.0 100.0 3.3 6.1 ---------------------- 1 LT 0.455 0.0 9.6 0.0 9.6 23.9 0.01 0.0 100.0 9.1 16.4 2 T 0.455 0.0 9.6 0.0 9.6 23.9 0.05 0.0 100.0 9.1 16.5 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since
Page 8 of 11 2011/10/18 HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.527 1.4 1.9 2.6 3.1 3.6 4.0 2 TR 0.527 1.4 1.9 2.6 3.1 3.6 4.0 -------- East: Blair Creek Drive 1 L 0.221 0.4 0.5 0.7 0.8 1.0 1.1 2 R 0.267 0.5 0.6 0.9 1.1 1.2 1.4 -------- 1 LT 0.455 1.2 1.6 2.3 2.6 3.1 3.4 2 T 0.455 1.2 1.6 2.3 2.6 3.1 3.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.527 11.2 14.5 20.5 23.7 27.8 30.9 2 TR 0.527 11.2 14.5 20.5 23.7 27.8 30.9 -------- East: Blair Creek Drive 1 L 0.221 3.0 3.9 5.5 6.3 7.5 8.3 2 R 0.267 3.8 5.0 7.0 8.1 9.5 10.6 -------- 1 LT 0.455 9.6 12.4 17.5 20.3 23.9 26.5 2 T 0.455 9.6 12.5 17.6 20.4 23.9 26.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.527 0.50 0.01 0.17 0.68 356.0 0.01 7.7 0.61 2 TR 0.527 0.50 0.01 0.18 0.69 362.2 0.01 7.7 0.61
Page 9 of 11 2011/10/18 -------- East: Blair Creek Drive 1 L 0.221 0.66 0.00 0.24 0.90 122.7 0.00 0.0 0.66 2 R 0.267 0.67 0.00 0.18 0.84 157.5 0.00 0.0 0.67 -------- 1 LT 0.455 0.25 0.00 0.38 0.63 339.4 0.00 0.0 0.41 2 T 0.455 0.24 0.00 0.26 0.51 279.3 0.00 0.0 0.41 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 184 4 1.00 1.00 1.00 North 8T Thru 844 17 1.00 1.00 1.00 --------- East: Blair Creek Drive South 1L Left 133 3 1.00 1.00 1.00 North 6R Right 183 4 1.00 1.00 1.00 --------- South 4T Thru 753 15 1.00 1.00 1.00 East 7L Left 313 6 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 8T T 0 0 844 17 0 0 8R R 0 0 0 0 184 4 East: Blair Creek Drive 1L L 133 3 0 0 0 0 6R R 0 0 0 0 183 4 7L L 313 6 0 0 0 0 4T T 0 0 753 15 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/10/18 Flow Rates (Total Vehicles and Percent Heavy) Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 8T T 0 0.0 861 2.0 0 0.0 8R R 0 0.0 0 0.0 188 2.0 --- East: Blair Creek Drive 1L L 136 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 187 2.0 --- 7L L 319 2.0 0 0.0 0 0.0 4T T 0 0.0 768 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics
Page 11 of 11 2011/10/18 Site:Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 Processed: October 18, 2011 11:14:07 AM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\East-West Connector and Strasburg Road BASE.sip 8000904, SNC-LAVALIN INC, SINGLE
DETAILED OUTPUT FH-n-HR Weekday AM 2018 Huron Road and Fischer Hallman Road Page 1 of 12 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:FH-n-HR Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 25 7 38 30 30 2 3 4.00 596 4.1 621 0 N 0.907 ---------------- East: Huron Road Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High 20 7 33 30 30 2 3 4.00 912 3.0 939 0 N 0.824 Exclusive Slip lane (exiting flow): 772 1.0 780 0 N 0.861 ---------------- North: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 20 7 33 30 30 2 3 4.00 834 8.6 906 0 N 0.839 Exclusive Slip lane (exiting flow): 658 10.1 724 0 N 0.885 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 2011/09/29
20 7 33 30 30 2 2 4.00 943 2.8 970 0 N 0.824 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Page 2 of 12 Gap Acceptance Parameters Site:FH-n-HR Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 621 26.2 42.3 1.46 0.426 4.26 31.1 2.87 Thru 1 Subdominant 621 26.2 42.3 1.46 0.426 3.77 27.5 2.55 2 Dominant 621 26.2 42.3 1.46 0.426 3.45 25.2 2.33 Right 3 Subdominant 621 26.2 42.3 1.46 0.426 5.33 38.9 3.60 ---------------- East: Huron Road Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High Left 1 Subdominant 939 26.2 27.9 1.06 0.458 3.43 25.0 2.43 Thru 1 Subdominant 939 26.2 27.9 1.06 0.458 3.63 26.5 2.57 2 Subdominant 939 26.2 27.9 1.06 0.458 3.65 26.6 2.58 Right 3 Excl. Slip 780E 26.2 33.7 1.22 0.442 3.14 22.9 2.17 ---------------- North: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 906 26.2 29.0 1.18 0.482 3.59 26.2 2.53 Thru 1 Subdominant 906 26.2 29.0 1.18 0.482 3.63 26.5 2.56 2 Dominant 906 26.2 29.0 1.18 0.482 3.33 24.3 2.35 Right 3 Excl. Slip 724E 26.2 36.2 1.40 0.462 3.56 26.0 2.44 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 970 26.2 27.1 1.23 0.520 3.86 28.2 2.75 Thru 1 Dominant 970 26.2 27.1 1.23 0.520 3.98 29.0 2.83 2 Subdominant 970 26.2 27.1 1.23 0.520 4.11 30.0 2.93 Right 2 Subdominant 970 26.2 27.1 1.23 0.520 5.13 37.4 3.65 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. E Exiting flow for slip lane traffic Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:FH-n-HR Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Fischer Hallman Road 3L L 140 14.0 596 4.1 621 265 0.85 61 100 0.528 8T T 762 1.0 596 4.1 621 1442 0.85 61 100 0.528 8R R 108 6.0 596 4.1 621 504 0.85 297 100 0.214 ----------- East: Huron Road 2011/09/29
1L L 176 3.0 912 3.0 939 326 0.85 57 100 0.540 6T T 518 9.0 912 3.0 939 959 0.85 57 100 0.540 6R R 415 3.0 772 1.0 780 902 0.85 85 100 0.460 ----------- North: Fischer Hallman Road 7L L 164 2.0 834 8.6 906 298 0.85 55 100 0.550 4T T 603 3.0 834 8.6 906 1096 0.85 55 100 0.550 4R R 26 4.0 658 10.1 724 801 0.85 2518 100 0.032 ----------- West: Huron Road 5L L 10 2.0 943 2.8 970 18 0.85 51 100 0.561* 2T T 422 5.0 943 2.8 970 752 0.85 51 100 0.561* 2R R 100 31.0 943 2.8 970 178 0.85 51 100 0.561* ----------- * Maximum degree of saturation Page 3 of 12 Movement Performance Site:FH-n-HR Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Fischer Hallman Road 3L L 0.48 0.58 12.3 0.95 133.6 9.17 298.6 8.2 36.6 8T T 2.40 2.88 11.3 0.88 667.0 48.04 1580.9 42.5 37.2 8R R 0.30 0.37 10.2 0.79 85.1 6.75 224.1 6.0 37.4 ------------------- East: Huron Road 1L L 0.70 0.85 14.4 1.00 175.5 11.72 375.4 10.4 36.3 6T T 2.13 2.55 14.8 0.96 497.9 33.72 1074.7 29.4 36.6 6R R 1.11 1.34 9.7 0.87 361.2 25.78 861.0 22.9 37.5 ------------------- North: Fischer Hallman Road 7L L 0.67 0.81 14.7 1.01 165.1 10.97 349.8 9.7 36.2 4T T 2.32 2.78 13.9 0.97 583.1 39.04 1251.0 34.0 36.8 4R R 0.03 0.04 4.8 0.62 16.2 1.53 53.9 1.4 38.5 ------------------- West: Huron Road 5L L 0.05 0.06 18.0 1.03 10.3 0.69 21.3 0.6 35.7 2T T 2.26 2.71 19.2 1.00 422.8 28.55 875.5 24.4 35.8 2R R 0.60 0.73 21.8 1.01 100.8 6.93 208.9 5.9 35.5 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:FH-n-HR Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Fischer Hallman Road 3L L 109.72 25.5 64.2 2.98 0.111 0.074 8T T 544.46 114.8 287.2 13.51 0.552 0.297 8R R 78.20 17.2 43.0 1.99 0.079 0.046 732.38 157.5 394.4 18.48 0.743 0.418 East: Huron Road 1L L 129.26 25.4 63.6 2.92 0.134 0.061 6T T 372.20 75.2 188.7 9.08 0.395 0.201 6R R 286.88 56.6 141.7 6.52 0.302 0.132 788.35 157.2 393.9 18.52 0.831 0.394 North: Fischer Hallman Road 7L L 143.06 40.2 100.5 5.37 0.125 0.220 4T T 513.30 148.2 370.8 19.96 0.446 0.830 4R R 21.60 6.4 16.1 0.86 0.019 0.037 2011/09/29
677.96 194.8 487.5 26.19 0.589 1.087 West: Huron Road 5L L 9.18 2.7 6.8 0.37 0.008 0.016 2T T 391.69 123.0 308.2 17.04 0.321 0.773 2R R 125.49 51.7 131.0 7.65 0.090 0.377 526.35 177.5 446.0 25.06 0.419 1.166 INTERSECTION: 2725.04 687.0 1721.8 88.24 2.582 3.064 Page 4 of 12 Fuel Consumption, Emissions and Cost (Rate) Site:FH-n-HR Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Fischer Hallman Road 3L L 0.37 8.5 214.8 9.99 0.373 0.249 8T T 0.34 7.3 181.7 8.54 0.349 0.188 8R R 0.35 7.7 192.0 8.88 0.354 0.205 0.35 7.5 187.5 8.78 0.353 0.199 East: Huron Road 1L L 0.34 6.8 169.4 7.77 0.358 0.161 6T T 0.35 7.0 175.6 8.45 0.368 0.187 6R R 0.33 6.6 164.5 7.57 0.350 0.154 0.34 6.8 170.5 8.01 0.360 0.170 North: Fischer Hallman Road 7L L 0.41 11.5 287.3 15.35 0.357 0.629 4T T 0.41 11.8 296.4 15.95 0.356 0.663 4R R 0.40 11.9 298.7 16.03 0.344 0.679 0.41 11.8 294.6 15.83 0.356 0.657 West: Huron Road 5L L 0.43 12.8 319.3 17.45 0.361 0.767 2T T 0.45 14.1 352.0 19.46 0.366 0.883 2R R 0.60 24.8 627.0 36.61 0.433 1.807 0.48 16.1 403.3 22.66 0.379 1.055 INTERSECTION: 0.38 9.6 240.0 12.30 0.360 0.427 Intersection Negotiation Data Site:FH-n-HR Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Fischer Hallman Road East Right 20.0 26.2 14.9 2000 80 No North Thru 20.0 26.2 13.5 2000 76 No West Left 20.0 26.2 78.5 2000 142 No --------------- East: Huron Road South Left 20.0 26.2 78.5 2000 135 No North Right 20.0 26.2 12.8 2000 77 No West Thru 20.0 26.2 14.5 2000 83 No --------------- North: Fischer Hallman Road 2011/09/29
South Thru 20.0 26.2 14.5 2000 77 No East Left 20.0 26.2 78.5 2000 134 No West Right 20.0 26.2 12.8 2000 78 No --------------- West: Huron Road South Right 20.0 26.2 12.8 2000 123 No East Thru 20.0 26.2 13.5 2000 79 No North Left 20.0 26.2 78.5 2000 134 No --------------- Page 5 of 12 Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:FH-n-HR Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Fischer Hallman Road 3L L 40.0 26.2 26.2 50.0 19.4 38.1 36.6 7.7 8T T 40.0 26.2 26.2 50.0 20.6 38.6 37.2 3.7 8R R 40.0 26.2 26.2 50.0 38.8 37.4 3.9 -------------- East: Huron Road 1L L 40.0 26.2 26.2 50.0 17.7 38.0 36.3 7.6 6T T 40.0 26.2 26.2 50.0 17.4 38.5 36.6 4.0 6R R 40.0 26.2 26.2 50.0 19.7 38.6 37.5 3.8 -------------- North: Fischer Hallman Road 7L L 40.0 26.2 26.2 50.0 17.5 38.0 36.2 7.5 4T T 40.0 26.2 26.2 50.0 17.9 38.5 36.8 3.8 4R R 40.0 26.2 26.2 50.0 38.9 38.5 3.8 -------------- West: Huron Road 5L L 40.0 26.2 26.2 50.0 16.9 37.9 35.7 7.5 2T T 40.0 26.2 26.2 50.0 16.8 38.4 35.8 3.8 2R R 40.0 26.2 26.2 55.0 15.8 38.5 35.5 4.9 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:FH-n-HR Weekday AM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Fischer Hallman Road 1 LT 411 777 0.528 12.3 0.92 3.5 28.0 2000.0 2 T 491 930 0.528 10.8 0.86 3.7 28.2 2000.0 3 R 108 504 0.214 10.2 0.79 0.9 7.3 200.0T East: Huron Road 1 LT 355 658 0.540 14.4 0.98 3.3 26.1 2000.0 2 T 339 627 0.540 15.0 0.96 3.2 26.3 2000.0 3 R 415 902 0.460 9.7 0.87 2.8 22.1 200.0T 2011/09/29
North: Fischer Hallman Road 1 LT 361 656 0.550 14.7 0.99 3.5 26.9 2000.0 2 T 406 738 0.550 13.4 0.97 3.6 28.0 2000.0 3 R 26 801 0.032 4.8 0.62 0.1 1.1 200.0T West: Huron Road 1 LT 296 527 0.561 18.0 1.00 3.4 27.0 2000.0 2 TR 236 421 0.561 21.8 1.01 3.2 27.3 2000.0 T Short lane due to specification of Turn Bay Page 6 of 12 Lane Flow and Capacity Information Site:FH-n-HR Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Fischer Hallman Road 1 LT 140 271 0 411 150 777 0.528 100 2 T 0 491 0 491 150 930 0.528 100 3 R 0 0 108 108 108 504 0.214 100 ----- East: Huron Road 1 LT 176 179 0 355 150 658 0.540 100 2 T 0 339 0 339 150 627 0.540 100 3 R 0 0 415 415 150 902 0.460 100 ----- North: Fischer Hallman Road 1 LT 164 197 0 361 150 656 0.550 100 2 T 0 406 0 406 150 738 0.550 100 3 R 0 0 26 26 26 801 0.032 100 ----- West: Huron Road 1 LT 10 286 0 296 150 527 0.561 100 2 TR 0 136 100 236 150 421 0.561 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:FH-n-HR Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Fischer Hallman Road 1 LT 140 271 411 5 0.528 12.3 28 2000 2 T 491 491 1 0.528 10.8 28 2000 3 R 108 108 6 0.214 10.2 7 200 ---- 140 762 108 1010 3 0.528 11.3 28 ------------ East: Huron Road 1 LT 176 179 355 6 0.540 14.4 26 2000 2 T 339 339 9 0.540 15.0 26 2000 3 R 415 415 3 0.460 9.7 22 200 ---- 176 518 415 1109 6 0.540 12.8 26 ------------ North: Fischer Hallman Road 1 LT 164 197 361 3 0.550 14.7 27 2000 2 T 406 406 3 0.550 13.4 28 2000 3 R 26 26 4 0.032 4.8 1 200 ---- 2011/09/29
164 603 26 793 3 0.550 13.7 28 ------------ West: Huron Road 1 LT 10 286 296 5 0.561 18.0 27 2000 2 TR 136 100 236 16 0.561 21.8 27 2000 ---- 10 422 100 532 10 0.561 19.7 27 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 3444 5 0.561 13.7 28 ========================================================================== Peak flow period = 15 minutes. Page 7 of 12 Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:FH-n-HR Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Fischer Hallman Road 1 LT 26.2 1355 2.66 19.38 7.95 1.57 2 T 26.2 1545 2.33 16.98 7.66 1.28 3 R NA - Short Lane --------- East: Huron Road 1 LT 26.2 1439 2.50 18.24 7.99 1.41 2 T 26.2 1394 2.58 18.83 8.18 1.46 3 R NA - Short Lane --------- North: Fischer Hallman Road 1 LT 26.2 1413 2.55 18.58 7.76 1.48 2 T 26.2 1531 2.35 17.14 7.79 1.28 3 R NA - Short Lane --------- West: Huron Road 1 LT 26.2 1273 2.83 20.61 7.91 1.74 2 TR 26.2 1114 3.23 23.56 8.62 2.05 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:FH-n-HR Weekday AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Fischer Hallman Road 1 LT 0.528 7.3 5.1 12.3 0.0 8.7 0.7 8.0 5.1 12.3 2 T 0.528 6.5 4.3 10.8 0.0 7.1 0.6 6.6 3.7 10.8 3 R 0.214 8.2 1.9 10.2 0.0 7.0 0.0 7.0 3.9 10.2 -------- East: Huron Road 1 LT 0.540 8.2 6.2 14.4 0.0 10.5 0.9 9.6 5.8 14.4 2 T 0.540 8.4 6.5 15.0 0.0 11.1 1.0 10.1 4.0 15.0 3 R 0.460 6.3 3.4 9.7 0.0 6.0 0.4 5.7 3.8 9.7 -------- North: Fischer Hallman Road 1 LT 0.550 8.2 6.5 14.7 0.0 10.8 1.0 9.8 5.5 14.7 2 T 0.550 7.6 5.8 13.4 0.0 9.5 0.9 8.6 3.8 13.4 2011/09/29
3 R 0.032 4.7 0.2 4.8 0.0 1.9 0.0 1.9 3.8 4.8 -------- West: Huron Road 1 LT 0.561 9.6 8.4 18.0 0.0 14.0 1.2 12.8 4.0 18.0 2 TR 0.561 11.4 10.4 21.8 0.0 17.7 1.3 16.4 4.3 21.8 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Page 8 of 12 Lane Queues (Vehicles) Site:FH-n-HR Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Fischer Hallman Road 1 LT 0.528 0.1 1.2 0.2 1.4 3.5 0.01 0.0 100.0 1.4 2.6 2 T 0.528 0.1 1.3 0.2 1.5 3.7 0.01 0.0 100.0 1.5 2.7 3 R 0.214 0.0 0.4 0.0 0.4 0.9 0.04 0.0 100.0 0.3 0.6 ---------------------- East: Huron Road 1 LT 0.540 0.2 1.1 0.2 1.3 3.3 0.01 0.0 100.0 1.4 2.6 2 T 0.540 0.2 1.1 0.2 1.3 3.2 0.01 0.0 100.0 1.4 2.6 3 R 0.460 0.1 1.1 0.1 1.1 2.8 0.11 0.0 100.0 1.1 2.0 ---------------------- North: Fischer Hallman Road 1 LT 0.550 0.2 1.2 0.2 1.4 3.5 0.01 0.0 100.0 1.5 2.7 2 T 0.550 0.2 1.2 0.2 1.4 3.6 0.01 0.0 100.0 1.5 2.7 3 R 0.032 0.0 0.1 0.0 0.1 0.1 0.01 0.0 100.0 0.0 0.1 ---------------------- West: Huron Road 1 LT 0.561 0.2 1.2 0.2 1.4 3.4 0.01 0.0 100.0 1.5 2.7 2 TR 0.561 0.2 1.1 0.2 1.3 3.2 0.01 0.0 100.0 1.4 2.6 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:FH-n-HR Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Fischer Hallman Road 1 LT 0.528 1.2 9.9 1.4 11.3 28.0 0.01 0.0 100.0 11.2 20.3 2 T 0.528 1.0 10.1 1.2 11.3 28.2 0.01 0.0 100.0 11.3 20.4 3 R 0.214 0.0 2.9 0.0 2.9 7.3 0.04 0.0 100.0 2.4 4.4 ---------------------- East: Huron Road 1 LT 0.540 1.3 9.2 1.3 10.5 26.1 0.01 0.0 100.0 11.4 20.6 2 T 0.540 1.4 9.2 1.4 10.6 26.3 0.01 0.0 100.0 11.5 20.9 3 R 0.460 0.6 8.3 0.6 8.9 22.1 0.11 0.0 100.0 8.7 15.7 ---------------------- North: Fischer Hallman Road 2011/09/29
1 LT 0.550 1.5 9.3 1.5 10.8 26.9 0.01 0.0 100.0 11.5 20.8 2 T 0.550 1.4 9.7 1.5 11.3 28.0 0.01 0.0 100.0 11.8 21.4 3 R 0.032 0.0 0.5 0.0 0.5 1.1 0.01 0.0 100.0 0.3 0.5 ---------------------- West: Huron Road 1 LT 0.561 1.7 9.2 1.6 10.8 27.0 0.01 0.0 100.0 11.7 21.3 2 TR 0.561 1.8 9.4 1.6 11.0 27.3 0.01 0.0 100.0 12.3 22.3 ---------------------- Page 9 of 12 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:FH-n-HR Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Fischer Hallman Road 1 LT 0.528 1.4 1.8 2.6 3.0 3.5 3.9 2 T 0.528 1.5 1.9 2.7 3.1 3.7 4.1 3 R 0.214 0.4 0.5 0.7 0.8 0.9 1.0 -------- East: Huron Road 1 LT 0.540 1.3 1.7 2.4 2.8 3.3 3.6 2 T 0.540 1.3 1.7 2.4 2.7 3.2 3.6 3 R 0.460 1.1 1.5 2.1 2.4 2.8 3.1 -------- North: Fischer Hallman Road 1 LT 0.550 1.4 1.8 2.5 2.9 3.5 3.8 2 T 0.550 1.4 1.9 2.6 3.1 3.6 4.0 3 R 0.032 0.1 0.1 0.1 0.1 0.1 0.2 -------- West: Huron Road 1 LT 0.561 1.4 1.8 2.5 2.9 3.4 3.8 2 TR 0.561 1.3 1.7 2.3 2.7 3.2 3.5 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:FH-n-HR Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Fischer Hallman Road 1 LT 0.528 11.3 14.6 20.5 23.8 28.0 31.1 2 T 0.528 11.3 14.7 20.7 24.0 28.2 31.3 3 R 0.214 2.9 3.8 5.4 6.2 7.3 8.1 -------- East: Huron Road 1 LT 0.540 10.5 13.6 19.2 22.2 26.1 28.9 2 T 0.540 10.6 13.7 19.3 22.4 26.3 29.2 3 R 0.460 8.9 11.5 16.2 18.8 22.1 24.5 -------- North: Fischer Hallman Road 1 LT 0.550 10.8 14.0 19.7 22.9 26.9 29.8 2 T 0.550 11.3 14.6 20.6 23.8 28.0 31.1 3 R 0.032 0.5 0.6 0.8 1.0 1.1 1.3 -------- West: Huron Road 1 LT 0.561 10.8 14.0 19.8 22.9 27.0 29.9 2011/09/29
2 TR 0.561 11.0 14.2 20.1 23.3 27.3 30.4 -------- Page 10 of 12 SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:FH-n-HR Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Fischer Hallman Road 1 LT 0.528 0.72 0.07 0.13 0.92 377.4 0.12 48.4 0.73 2 T 0.528 0.69 0.05 0.12 0.86 423.2 0.09 46.0 0.72 3 R 0.214 0.63 0.00 0.16 0.79 85.1 0.00 0.0 0.63 -------- East: Huron Road 1 LT 0.540 0.78 0.08 0.11 0.98 347.5 0.17 59.8 0.78 2 T 0.540 0.78 0.09 0.09 0.96 326.0 0.17 58.9 0.78 3 R 0.460 0.72 0.04 0.12 0.87 361.2 0.07 27.4 0.73 -------- North: Fischer Hallman Road 1 LT 0.550 0.79 0.09 0.11 0.99 356.2 0.18 65.5 0.79 2 T 0.550 0.79 0.09 0.09 0.97 391.9 0.17 68.0 0.79 3 R 0.032 0.44 0.00 0.18 0.62 16.2 0.00 0.0 0.58 -------- West: Huron Road 1 LT 0.561 0.81 0.11 0.08 1.00 295.2 0.22 66.1 0.81 2 TR 0.561 0.81 0.12 0.09 1.01 238.7 0.25 59.0 0.81 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:FH-n-HR Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Fischer Hallman Road East 8R Right 102 6 1.00 1.00 1.00 North 8T Thru 754 8 1.00 1.00 1.00 West 3L Left 120 20 1.00 1.00 1.00 --------- East: Huron Road South 1L Left 171 5 1.00 1.00 1.00 North 6R Right 403 12 1.00 1.00 1.00 West 6T Thru 471 47 1.00 1.00 1.00 --------- North: Fischer Hallman Road South 4T Thru 585 18 1.00 1.00 1.00 East 7L Left 161 3 1.00 1.00 1.00 West 4R Right 25 1 1.00 1.00 1.00 --------- West: Huron Road South 2R Right 69 31 1.00 1.00 1.00 East 2T Thru 401 21 1.00 1.00 1.00 North 5L Left 10 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor 2011/09/29
Page 11 of 12 Flow Rates (Separate Light and Heavy Vehicles) Site:FH-n-HR Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Fischer Hallman Road 3L L 120 20 0 0 0 0 8T T 0 0 754 8 0 0 8R R 0 0 0 0 102 6 East: Huron Road 1L L 171 5 0 0 0 0 6T T 0 0 471 47 0 0 6R R 0 0 0 0 403 12 North: Fischer Hallman Road 7L L 161 3 0 0 0 0 4T T 0 0 585 18 0 0 4R R 0 0 0 0 25 1 West: Huron Road 5L L 10 0 0 0 0 0 2T T 0 0 401 21 0 0 2R R 0 0 0 0 69 31 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:FH-n-HR Weekday AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Fischer Hallman Road 3L L 140 14.0 0 0.0 0 0.0 8T T 0 0.0 762 1.0 0 0.0 8R R 0 0.0 0 0.0 108 6.0 --- East: Huron Road 1L L 176 3.0 0 0.0 0 0.0 6T T 0 0.0 518 9.0 0 0.0 6R R 0 0.0 0 0.0 415 3.0 --- North: Fischer Hallman Road 7L L 164 2.0 0 0.0 0 0.0 4T T 0 0.0 603 3.0 0 0.0 4R R 0 0.0 0 0.0 26 4.0 --- West: Huron Road 5L L 10 2.0 0 0.0 0 0.0 2T T 0 0.0 422 5.0 0 0.0 2R R 0 0.0 0 0.0 100 31.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor 2011/09/29
Page 12 of 12 Other Model Settings Site:FH-n-HR Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:FH-n-HR Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:FH-n-HR Weekday AM 2018 Processed: September 28, 2011 3:28:48 PM SIDRA INTERSECTION 5.1.6.2039 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Fischer Hallman and Huron-Future BASE.sip 8000904, SNC-LAVALIN INC, SINGLE 2011/09/29
Page 1 of 12 DETAILED OUTPUT FH-n-HR Weekday PM 2018 Huron Road and Fischer Hallman Road OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:FH-n-HR Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 25 7 38 30 30 2 3 4.00 1071 3.8 1112 0 N 0.779 ---------------- East: Huron Road Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High 20 7 33 30 30 2 3 4.00 812 3.8 843 0 N 0.806 Exclusive Slip lane (exiting flow): 640 1.0 647 0 N 0.860 ---------------- North: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 20 7 33 30 30 2 3 4.00 877 9.1 957 0 N 0.833 Exclusive Slip lane (exiting flow): 754 10.1 830 0 N 0.865 ---------------- West: Huron Road 2011/09/29
Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 20 7 33 30 30 2 2 4.00 1068 2.6 1096 0 N 0.761 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Page 2 of 12 Gap Acceptance Parameters Site:FH-n-HR Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1112 26.2 23.6 1.51 0.657 3.84 28.0 2.78 Thru 1 Subdominant 1112 26.2 23.6 1.51 0.657 3.41 24.8 2.47 2 Dominant 1112 26.2 23.6 1.51 0.657 2.96 21.6 2.14 Right 3 Subdominant 1112 26.2 23.6 1.51 0.657 3.89 28.4 2.82 ---------------- East: Huron Road Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High Left 1 Subdominant 843 26.2 31.1 1.12 0.440 3.51 25.6 2.45 Thru 1 Subdominant 843 26.2 31.1 1.12 0.440 3.71 27.1 2.60 2 Dominant 843 26.2 31.1 1.12 0.440 3.26 23.7 2.28 Right 3 Excl. Slip 647E 26.2 40.6 1.37 0.418 3.29 24.0 2.23 ---------------- North: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 957 26.2 27.4 1.26 0.526 3.55 25.9 2.52 Thru 1 Subdominant 957 26.2 27.4 1.26 0.526 3.59 26.2 2.55 2 Dominant 957 26.2 27.4 1.26 0.526 3.28 23.9 2.33 Right 3 Excl. Slip 830E 26.2 31.6 1.41 0.514 3.44 25.1 2.40 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 1096 26.2 23.9 1.16 0.545 3.74 27.2 2.70 Thru 1 Dominant 1096 26.2 23.9 1.16 0.545 3.85 28.0 2.78 2 Subdominant 1096 26.2 23.9 1.16 0.545 4.00 29.2 2.89 Right 2 Subdominant 1096 26.2 23.9 1.16 0.545 4.99 36.4 3.61 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. E Exiting flow for slip lane traffic Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:FH-n-HR Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Fischer Hallman Road 3L L 172 14.0 1071 3.8 1112 244 0.85 20 100 0.706 8T T 609 1.0 1071 3.8 1112 863 0.85 20 100 0.706 8R R 190 6.0 1071 3.8 1112 424 0.85 90 100 0.448 2011/09/29
----------- East: Huron Road 1L L 123 3.0 812 3.8 843 250 0.85 73 100 0.492 6T T 582 9.0 812 3.8 843 1182 0.85 73 100 0.492 6R R 346 3.0 640 1.0 647 928 0.85 128 100 0.373 ----------- North: Fischer Hallman Road 7L L 385 2.0 877 9.1 957 548 0.85 21 100 0.703 4T T 560 3.0 877 9.1 957 797 0.85 21 100 0.703 4R R 51 4.0 754 10.1 830 748 0.85 1147 100 0.068 ----------- West: Huron Road 5L L 31 2.0 1068 2.6 1096 32 0.85-13 100 0.974* 2T T 655 5.0 1068 2.6 1096 672 0.85-13 100 0.974* 2R R 133 31.0 1068 2.6 1096 137 0.85-13 100 0.974* ----------- * Maximum degree of saturation Page 3 of 12 Movement Performance Site:FH-n-HR Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Fischer Hallman Road 3L L 1.32 1.58 27.5 1.20 206.4 12.83 366.9 10.7 34.2 8T T 3.92 4.70 23.2 1.20 732.8 43.35 1263.5 35.9 35.1 8R R 0.92 1.11 17.5 0.98 186.6 12.86 394.2 10.9 36.1 ------------------- East: Huron Road 1L L 0.45 0.54 13.1 0.97 119.4 8.12 262.4 7.2 36.5 6T T 1.95 2.34 12.1 0.93 539.8 37.12 1207.4 32.6 37.1 6R R 0.77 0.93 8.0 0.77 265.0 21.07 717.8 19.0 37.8 ------------------- North: Fischer Hallman Road 7L L 2.30 2.76 21.5 1.13 436.5 27.19 821.2 23.4 35.1 4T T 3.09 3.70 19.8 1.11 621.8 38.22 1161.8 32.5 35.7 4R R 0.08 0.09 5.5 0.69 35.1 3.05 105.8 2.8 38.3 ------------------- West: Huron Road 5L L 0.56 0.67 65.2 1.77 54.8 2.89 66.1 2.3 29.3 2T T 12.42 14.90 68.3 1.76 1152.7 60.94 1358.9 46.9 29.0 2R R 2.73 3.27 73.9 1.71 227.5 12.70 277.8 9.8 28.5 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:FH-n-HR Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Fischer Hallman Road 3L L 143.65 32.8 82.6 3.88 0.145 0.097 8T T 458.93 95.6 239.1 11.38 0.463 0.252 8R R 142.31 31.0 77.8 3.65 0.144 0.085 744.89 159.5 399.4 18.91 0.752 0.434 East: Huron Road 1L L 89.81 17.7 44.2 2.03 0.093 0.042 6T T 413.15 83.8 210.2 10.13 0.440 0.224 6R R 237.23 46.8 117.2 5.37 0.250 0.109 740.19 148.3 371.6 17.53 0.783 0.375 North: Fischer Hallman Road 2011/09/29
7L L 344.34 95.6 239.2 12.78 0.300 0.521 4T T 487.75 139.3 348.8 18.80 0.424 0.777 4R R 42.49 12.6 31.7 1.70 0.037 0.072 874.58 247.6 619.6 33.28 0.761 1.370 West: Huron Road 5L L 33.11 9.1 22.8 1.22 0.028 0.053 2T T 711.05 205.8 515.6 28.01 0.583 1.241 2R R 190.56 72.8 184.3 10.65 0.140 0.516 934.73 287.8 722.7 39.88 0.751 1.810 INTERSECTION: 3294.39 843.1 2113.3 109.59 3.047 3.989 Page 4 of 12 Fuel Consumption, Emissions and Cost (Rate) Site:FH-n-HR Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Fischer Hallman Road 3L L 0.39 9.0 225.0 10.57 0.394 0.265 8T T 0.36 7.6 189.2 9.01 0.367 0.200 8R R 0.36 7.9 197.3 9.26 0.366 0.215 0.37 7.9 197.3 9.34 0.371 0.215 East: Huron Road 1L L 0.34 6.7 168.6 7.74 0.356 0.160 6T T 0.34 6.9 174.1 8.39 0.364 0.186 6R R 0.33 6.5 163.3 7.47 0.348 0.151 0.34 6.8 169.9 8.01 0.358 0.171 North: Fischer Hallman Road 7L L 0.42 11.6 291.3 15.56 0.366 0.635 4T T 0.42 12.0 300.2 16.18 0.365 0.669 4R R 0.40 12.0 299.3 16.09 0.346 0.680 0.42 11.9 296.6 15.93 0.364 0.656 West: Huron Road 5L L 0.50 13.8 344.2 18.48 0.419 0.794 2T T 0.52 15.1 379.4 20.61 0.429 0.914 2R R 0.69 26.2 663.5 38.33 0.505 1.858 0.55 16.9 424.4 23.42 0.441 1.063 INTERSECTION: 0.41 10.5 264.0 13.69 0.381 0.498 Intersection Negotiation Data Site:FH-n-HR Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Fischer Hallman Road East Right 20.0 26.2 14.9 2000 80 No North Thru 20.0 26.2 13.5 2000 76 No West Left 20.0 26.2 78.5 2000 142 No --------------- East: Huron Road South Left 20.0 26.2 78.5 2000 135 No 2011/09/29
North Right 20.0 26.2 12.8 2000 77 No West Thru 20.0 26.2 14.5 2000 83 No --------------- North: Fischer Hallman Road South Thru 20.0 26.2 14.5 2000 77 No East Left 20.0 26.2 78.5 2000 134 No West Right 20.0 26.2 12.8 2000 78 No --------------- West: Huron Road South Right 20.0 26.2 12.8 2000 123 No East Thru 20.0 26.2 13.5 2000 79 No North Left 20.0 26.2 78.5 2000 134 No --------------- Page 5 of 12 Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:FH-n-HR Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Fischer Hallman Road 3L L 40.0 26.2 26.2 50.0 16.8 37.5 34.2 7.7 8T T 40.0 26.2 26.2 50.0 18.0 38.0 35.1 3.7 8R R 40.0 26.2 26.2 50.0 16.6 38.4 36.1 3.9 -------------- East: Huron Road 1L L 40.0 26.2 26.2 50.0 18.4 38.0 36.5 7.6 6T T 40.0 26.2 26.2 50.0 18.7 38.5 37.1 4.0 6R R 40.0 26.2 26.2 50.0 38.7 37.8 3.8 -------------- North: Fischer Hallman Road 7L L 40.0 26.2 26.2 50.0 17.4 37.7 35.1 7.5 4T T 40.0 26.2 26.2 50.0 17.9 38.2 35.7 3.8 4R R 40.0 26.2 26.2 50.0 38.8 38.3 3.8 -------------- West: Huron Road 5L L 40.0 26.2 26.2 50.0 16.3 36.4 29.3 7.5 2T T 40.0 26.2 26.2 50.0 16.2 36.8 29.0 3.8 2R R 40.0 26.2 26.2 55.0 15.2 37.0 28.5 4.9 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:FH-n-HR Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Fischer Hallman Road 1 LT 332 471 0.706 27.5 1.20 5.7 46.3 2000.0 2 T 449 636 0.706 21.6 1.21 6.6 50.7 2000.0 3 R 190 424 0.448 17.5 0.98 2.6 20.7 2000.0T 2011/09/29
East: Huron Road 1 LT 324 659 0.492 13.1 0.95 3.0 23.7 2000.0 2 T 381 773 0.492 11.5 0.93 3.1 25.3 2000.0 3 R 346 928 0.373 8.0 0.77 2.2 17.0 200.0T North: Fischer Hallman Road 1 LT 445 633 0.703 21.5 1.13 5.5 42.9 2000.0 2 T 500 712 0.703 19.6 1.11 5.8 45.2 2000.0 3 R 51 748 0.068 5.5 0.69 0.3 2.5 200.0T West: Huron Road 1 LT 455 467 0.974 65.2 1.76 13.5 107.1 2000.0 2 TR 364 374 0.974 73.9 1.74 12.0 102.2 2000.0 T Short lane due to specification of Turn Bay Page 6 of 12 Lane Flow and Capacity Information Site:FH-n-HR Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Fischer Hallman Road 1 LT 172 160 0 332 150 471 0.706 100 2 T 0 449 0 449 150 636 0.706 100 3 R 0 0 190 190 150 424 0.448 100 ----- East: Huron Road 1 LT 123 201 0 324 150 659 0.492 100 2 T 0 381 0 381 150 773 0.492 100 3 R 0 0 346 346 150 928 0.373 100 ----- North: Fischer Hallman Road 1 LT 385 60 0 445 150 633 0.703 100 2 T 0 500 0 500 150 712 0.703 100 3 R 0 0 51 51 51 748 0.068 100 ----- West: Huron Road 1 LT 31 424 0 455 150 467 0.974 100 2 TR 0 231 133 364 150 374 0.974 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:FH-n-HR Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Fischer Hallman Road 1 LT 172 160 332 8 0.706 27.5 46 2000 2 T 449 449 1 0.706 21.6 51 2000 3 R 190 190 6 0.448 17.5 21 2000 ---- 172 609 190 971 4 0.706 22.8 51 ------------ East: Huron Road 1 LT 123 201 324 7 0.492 13.1 24 2000 2 T 381 381 9 0.492 11.5 25 2000 3 R 346 346 3 0.373 8.0 17 200 ---- 123 582 346 1051 6 0.492 10.9 25 2011/09/29
------------ North: Fischer Hallman Road 1 LT 385 60 445 2 0.703 21.5 43 2000 2 T 500 500 3 0.703 19.6 45 2000 3 R 51 51 4 0.068 5.5 2 200 ---- 385 560 51 996 3 0.703 19.8 45 ------------ West: Huron Road 1 LT 31 424 455 5 0.974 65.2 107 2000 2 TR 231 133 364 14 0.974 73.9 102 2000 ---- 31 655 133 819 9 0.974 69.1 107 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 3837 5 0.974 28.6 107 ========================================================================== Peak flow period = 15 minutes. Page 7 of 12 Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:FH-n-HR Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Fischer Hallman Road 1 LT 26.2 1369 2.63 19.18 8.09 1.52 2 T 26.2 1679 2.14 15.63 7.66 1.09 3 R NA - Short Lane --------- East: Huron Road 1 LT 26.2 1416 2.54 18.53 8.03 1.44 2 T 26.2 1582 2.28 16.59 8.18 1.15 3 R NA - Short Lane --------- North: Fischer Hallman Road 1 LT 26.2 1425 2.53 18.42 7.74 1.47 2 T 26.2 1544 2.33 17.00 7.79 1.26 3 R NA - Short Lane --------- West: Huron Road 1 LT 26.2 1297 2.78 20.23 7.91 1.69 2 TR 26.2 1142 3.15 22.99 8.53 1.98 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:FH-n-HR Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Fischer Hallman Road 1 LT 0.706 11.2 16.3 27.5 0.0 22.9 2.6 20.3 5.8 27.5 2 T 0.706 9.2 12.4 21.6 0.0 16.9 2.5 14.4 3.7 21.6 3 R 0.448 10.7 6.7 17.5 0.0 13.3 0.9 12.4 3.9 17.5 -------- East: Huron Road 2011/09/29
1 LT 0.492 7.9 5.2 13.1 0.0 9.2 0.7 8.6 5.3 13.1 2 T 0.492 7.1 4.4 11.5 0.0 7.7 0.6 7.1 4.0 11.5 3 R 0.373 5.7 2.3 8.0 0.0 4.6 0.0 4.6 3.8 8.0 -------- North: Fischer Hallman Road 1 LT 0.703 9.2 12.3 21.5 0.0 17.2 2.0 15.2 7.0 21.5 2 T 0.703 8.6 11.1 19.6 0.0 15.3 2.0 13.3 3.8 19.6 3 R 0.068 5.2 0.4 5.5 0.0 2.4 0.0 2.4 3.8 5.5 -------- West: Huron Road 1 LT 0.974 12.6 52.6 65.2 0.0 60.3 8.6 51.6 4.1 65.2 2 TR 0.974 14.5 59.4 73.9 0.0 69.0 8.5 60.4 4.2 73.9 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Page 8 of 12 Lane Queues (Vehicles) Site:FH-n-HR Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Fischer Hallman Road 1 LT 0.706 0.6 1.7 0.6 2.3 5.7 0.02 0.0 100.0 2.5 4.6 2 T 0.706 0.7 2.0 0.7 2.7 6.6 0.03 0.0 100.0 2.7 4.9 3 R 0.448 0.1 1.0 0.1 1.0 2.6 0.01 0.0 100.0 0.9 1.7 ---------------------- East: Huron Road 1 LT 0.492 0.1 1.1 0.1 1.2 3.0 0.01 0.0 100.0 1.2 2.1 2 T 0.492 0.1 1.1 0.1 1.2 3.1 0.01 0.0 100.0 1.2 2.2 3 R 0.373 0.0 0.9 0.0 0.9 2.2 0.09 0.0 100.0 0.8 1.4 ---------------------- North: Fischer Hallman Road 1 LT 0.703 0.5 1.7 0.5 2.2 5.5 0.02 0.0 100.0 2.7 4.8 2 T 0.703 0.5 1.8 0.6 2.3 5.8 0.02 0.0 100.0 2.7 4.9 3 R 0.068 0.0 0.1 0.0 0.1 0.3 0.01 0.0 100.0 0.1 0.1 ---------------------- West: Huron Road 1 LT 0.974 2.9 2.4 3.0 5.5 13.5 0.05 0.0 100.0 8.2 14.9 2 TR 0.974 2.6 2.2 2.6 4.8 12.0 0.05 0.0 100.0 7.5 13.6 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:FH-n-HR Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Fischer Hallman Road 1 LT 0.706 4.8 13.9 4.7 18.6 46.3 0.02 0.0 100.0 20.6 37.3 2 T 0.706 5.0 15.0 5.4 20.4 50.7 0.03 0.0 100.0 20.7 37.5 2011/09/29
3 R 0.448 0.9 7.6 0.8 8.3 20.7 0.01 0.0 100.0 7.4 13.3 ---------------------- East: Huron Road 1 LT 0.492 0.9 8.6 0.9 9.5 23.7 0.01 0.0 100.0 9.5 17.2 2 T 0.492 0.8 9.3 0.9 10.2 25.3 0.01 0.0 100.0 10.0 18.1 3 R 0.373 0.0 6.8 0.0 6.8 17.0 0.09 0.0 100.0 6.0 10.9 ---------------------- North: Fischer Hallman Road 1 LT 0.703 3.8 13.1 4.2 17.2 42.9 0.02 0.0 100.0 20.6 37.3 2 T 0.703 3.8 13.8 4.4 18.2 45.2 0.02 0.0 100.0 21.3 38.6 3 R 0.068 0.0 1.0 0.0 1.0 2.5 0.01 0.0 100.0 0.6 1.1 ---------------------- West: Huron Road 1 LT 0.974 22.6 19.0 24.1 43.1 107.1 0.05 0.0 100.0 65.1 118.1 2 TR 0.974 22.0 18.7 22.5 41.1 102.2 0.05 0.0 100.0 63.8 115.7 ---------------------- Page 9 of 12 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:FH-n-HR Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Fischer Hallman Road 1 LT 0.706 2.3 3.0 4.2 4.9 5.7 6.3 2 T 0.706 2.7 3.4 4.9 5.6 6.6 7.3 3 R 0.448 1.0 1.4 1.9 2.2 2.6 2.9 -------- East: Huron Road 1 LT 0.492 1.2 1.5 2.2 2.5 3.0 3.3 2 T 0.492 1.2 1.6 2.3 2.6 3.1 3.4 3 R 0.373 0.9 1.1 1.6 1.9 2.2 2.4 -------- North: Fischer Hallman Road 1 LT 0.703 2.2 2.9 4.1 4.7 5.5 6.1 2 T 0.703 2.3 3.0 4.3 4.9 5.8 6.4 3 R 0.068 0.1 0.2 0.2 0.3 0.3 0.3 -------- West: Huron Road 1 LT 0.974 5.4 7.1 9.9 11.5 13.5 15.0 2 TR 0.974 4.8 6.2 8.8 10.2 12.0 13.3 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:FH-n-HR Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Fischer Hallman Road 1 LT 0.706 18.6 24.1 34.0 39.4 46.3 51.4 2 T 0.706 20.4 26.4 37.3 43.1 50.7 56.3 3 R 0.448 8.3 10.8 15.2 17.6 20.7 23.0 -------- East: Huron Road 1 LT 0.492 9.5 12.4 17.4 20.2 23.7 26.3 2 T 0.492 10.2 13.2 18.6 21.6 25.3 28.1 2011/09/29
3 R 0.373 6.8 8.9 12.5 14.5 17.0 18.9 -------- North: Fischer Hallman Road 1 LT 0.703 17.2 22.3 31.5 36.5 42.9 47.6 2 T 0.703 18.2 23.5 33.2 38.4 45.2 50.1 3 R 0.068 1.0 1.3 1.8 2.1 2.5 2.7 -------- West: Huron Road 1 LT 0.974 43.1 55.8 78.7 91.1 107.1 118.9 2 TR 0.974 41.1 53.3 75.1 86.9 102.2 113.5 -------- Page 10 of 12 SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:FH-n-HR Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Fischer Hallman Road 1 LT 0.706 0.92 0.24 0.04 1.20 398.2 0.48 159.0 0.92 2 T 0.706 0.95 0.23 0.02 1.21 541.0 0.45 202.9 0.95 3 R 0.448 0.83 0.08 0.07 0.98 186.6 0.16 30.5 0.83 -------- East: Huron Road 1 LT 0.492 0.78 0.06 0.11 0.95 307.1 0.12 37.9 0.78 2 T 0.492 0.78 0.05 0.10 0.93 352.1 0.10 37.9 0.78 3 R 0.373 0.63 0.00 0.13 0.77 265.0 0.00 0.0 0.69 -------- North: Fischer Hallman Road 1 LT 0.703 0.87 0.19 0.07 1.13 502.9 0.37 165.6 0.87 2 T 0.703 0.88 0.18 0.05 1.11 555.4 0.35 177.2 0.88 3 R 0.068 0.53 0.00 0.16 0.69 35.1 0.00 0.0 0.62 -------- West: Huron Road 1 LT 0.974 0.99 0.76 0.00 1.76 799.4 1.64 743.5 0.99 2 TR 0.974 0.98 0.75 0.01 1.74 635.6 1.62 591.7 0.98 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:FH-n-HR Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Fischer Hallman Road East 8R Right 179 11 1.00 1.00 1.00 North 8T Thru 603 6 1.00 1.00 1.00 West 3L Left 148 24 1.00 1.00 1.00 --------- East: Huron Road South 1L Left 119 4 1.00 1.00 1.00 North 6R Right 336 10 1.00 1.00 1.00 West 6T Thru 530 52 1.00 1.00 1.00 --------- North: Fischer Hallman Road South 4T Thru 543 17 1.00 1.00 1.00 East 7L Left 377 8 1.00 1.00 1.00 2011/09/29
West 4R Right 49 2 1.00 1.00 1.00 --------- West: Huron Road South 2R Right 92 41 1.00 1.00 1.00 East 2T Thru 622 33 1.00 1.00 1.00 North 5L Left 30 1 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 11 of 12 Flow Rates (Separate Light and Heavy Vehicles) Site:FH-n-HR Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Fischer Hallman Road 3L L 148 24 0 0 0 0 8T T 0 0 603 6 0 0 8R R 0 0 0 0 179 11 East: Huron Road 1L L 119 4 0 0 0 0 6T T 0 0 530 52 0 0 6R R 0 0 0 0 336 10 North: Fischer Hallman Road 7L L 377 8 0 0 0 0 4T T 0 0 543 17 0 0 4R R 0 0 0 0 49 2 West: Huron Road 5L L 30 1 0 0 0 0 2T T 0 0 622 33 0 0 2R R 0 0 0 0 92 41 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:FH-n-HR Weekday PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Fischer Hallman Road 3L L 172 14.0 0 0.0 0 0.0 8T T 0 0.0 609 1.0 0 0.0 8R R 0 0.0 0 0.0 190 6.0 --- East: Huron Road 1L L 123 3.0 0 0.0 0 0.0 6T T 0 0.0 582 9.0 0 0.0 6R R 0 0.0 0 0.0 346 3.0 --- North: Fischer Hallman Road 7L L 385 2.0 0 0.0 0 0.0 4T T 0 0.0 560 3.0 0 0.0 4R R 0 0.0 0 0.0 51 4.0 --- 2011/09/29
2011/09/29 Detailed Output West: Huron Road 5L L 31 2.0 0 0.0 0 0.0 2T T 0 0.0 655 5.0 0 0.0 2R R 0 0.0 0 0.0 133 31.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 12 of 12 Other Model Settings Site:FH-n-HR Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:FH-n-HR Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:FH-n-HR Weekday PM 2018 Processed: September 28, 2011 3:27:58 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Fischer Hallman and Huron-Future BASE.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 13 2011/09/29 DETAILED OUTPUT Huron Road-N-Strasburg Road Base Case Huron Road-N-Strasburg Road AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Huron Road-N-Strasburg Road AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 1584 2.6 1624 0 N 0.644 Exclusive Slip lane (exiting flow): 1286 2.7 1320 0 N 0.708 ---------------- East: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 1247 2.5 1278 0 Y 0.707 Exclusive Slip lane (exiting flow): 930 1.3 942 0 Y 0.811 ----------------
Page 2 of 13 2011/09/29 Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 969 6.0 1027 0 Y 0.807 Exclusive Slip lane (exiting flow): 831 6.0 881 0 Y 0.851 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 533 11.6 595 0 N 0.914 Exclusive Slip lane (exiting flow): 424 12.1 475 0 N 0.938 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Huron Road-N-Strasburg Road AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1624 35.7 22.0 1.13 0.696 3.08 30.5 2.32 Thru 1 Subdominant 1624 35.7 22.0 1.13 0.696 2.93 29.1 2.21 2 Dominant 1624 35.7 22.0 1.13 0.696 2.35 23.3 1.77 Right 3 Excl. Slip 1320E 38.0 28.8 1.32 0.675 2.60 27.4 1.92 ---------------- East: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1278 32.5 25.4 1.34 0.667 3.27 29.5 2.41 Thru 1 Subdominant 1278 32.5 25.4 1.34 0.667 3.27 29.5 2.41 2 Dominant 1278 32.5 25.4 1.34 0.667 2.71 24.5 1.99 Right 3 Excl. Slip 942E 34.8 36.9 1.72 0.643 2.95 28.5 2.09 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1027 32.8 32.0 1.40 0.593 3.56 32.5 2.55 Thru 1 Subdominant 1027 32.8 32.0 1.40 0.593 3.72 34.0 2.67 2 Dominant 1027 32.8 32.0 1.40 0.593 3.17 28.9 2.27 Right 3 Excl. Slip 881E 34.0 38.6 1.58 0.580 3.06 28.9 2.15 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 595 32.9 55.3 1.31 0.378 3.66 33.5 2.46 Thru 1 Subdominant 595 32.9 55.3 1.31 0.378 3.66 33.5 2.46 2 Dominant 595 32.9 55.3 1.31 0.378 3.24 29.7 2.18 Right 3 Excl. Slip 475E 34.8 73.1 1.56 0.364 3.89 37.5 2.55 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. E Exiting flow for slip lane traffic Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Huron Road-N-Strasburg Road AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg.
Page 3 of 13 2011/09/29 ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 3L L 346 6.0 1584 2.6 1624 317 0.85-22 100 1.092* 8T T 690 1.0 1584 2.6 1624 632 0.85-22 100 1.092* 8R R 304 3.0 1286 2.7 1320 620 0.85 73 100 0.490 ----------- East: Huron Road 1L L 138 6.0 1247 2.5 1278 224 0.85 38 100 0.617 6T T 514 6.0 1247 2.5 1278 833 0.85 38 100 0.617 6R R 229 4.0 930 1.3 942 736 0.85 173 100 0.311 ----------- 7L L 109 10.0 969 6.0 1027 335 0.85 161 100 0.326 4T T 286 15.0 969 6.0 1027 878 0.85 161 100 0.326 4R R 83 6.0 831 6.0 881 804 0.85 724 100 0.103 ----------- West: Huron Road 5L L 298 2.0 533 11.6 595 392 0.85 12 100 0.759 2T T 1177 2.0 533 11.6 595 1550 0.85 12 100 0.759 2R R 269 17.0 424 12.1 475 932 0.85 195 100 0.289 ----------- * Maximum degree of saturation Movement Performance Site:Huron Road-N-Strasburg Road AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 3L L 10.22 12.26 106.3 1.94 672.5 24.95 233.4 15.0 15.6 8T T 17.80 21.36 92.9 2.15 1483.6 46.49 434.2 25.5 17.0 8R R 1.16 1.39 13.7 1.01 305.9 7.17 189.9 4.6 41.3 ------------------- East: Huron Road 1L L 0.88 1.05 22.9 1.09 150.2 3.99 93.1 2.7 33.9 6T T 2.79 3.34 19.5 1.06 545.1 13.64 323.5 8.6 37.8 6R R 0.55 0.66 8.6 0.86 197.8 4.65 143.0 3.1 45.6 ------------------- 7L L 0.34 0.41 11.4 0.96 104.7 2.47 73.5 1.8 40.2 4T T 0.80 0.96 10.1 0.87 248.8 5.93 180.0 4.0 44.9 4R R 0.13 0.15 5.5 0.74 61.4 1.49 51.8 1.1 48.6 ------------------- West: Huron Road 5L L 1.60 1.92 19.3 1.10 328.8 7.87 201.1 5.6 35.7 2T T 5.84 7.00 17.8 1.01 1187.1 28.77 740.7 19.1 38.9 2R R 0.51 0.62 6.9 0.70 188.5 4.74 168.0 3.6 47.3 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Huron Road-N-Strasburg Road AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 3L L 205.19 48.6 121.7 8.55 0.223 0.252 8T T 345.23 80.0 200.2 14.36 0.383 0.416 8R R 77.15 25.6 64.0 5.31 0.107 0.161
Page 4 of 13 2011/09/29 627.57 154.2 385.9 28.22 0.713 0.829 East: Huron Road 1L L 44.89 14.1 35.2 2.81 0.058 0.085 6T T 144.58 48.1 120.5 9.93 0.196 0.304 6R R 54.94 19.1 47.8 3.99 0.078 0.122 244.40 81.2 203.5 16.73 0.333 0.511 7L L 32.88 11.5 28.9 2.39 0.045 0.073 4T T 79.57 30.7 77.3 6.47 0.112 0.203 4R R 19.53 7.1 17.8 1.48 0.028 0.046 131.99 49.3 123.9 10.34 0.186 0.321 West: Huron Road 5L L 89.41 27.0 67.7 5.38 0.117 0.162 2T T 307.38 97.4 243.7 19.70 0.415 0.601 2R R 73.71 29.3 73.8 6.17 0.105 0.194 470.50 153.8 385.1 31.24 0.636 0.957 INTERSECTION: 1474.46 438.5 1098.4 86.54 1.868 2.619 Fuel Consumption, Emissions and Cost (Rate) Site:Huron Road-N-Strasburg Road AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 3L L 0.88 20.8 521.5 36.61 0.956 1.078 8T T 0.80 18.4 461.0 33.08 0.882 0.959 8R R 0.41 13.5 336.9 27.98 0.565 0.850 0.73 18.0 450.0 32.91 0.832 0.967 East: Huron Road 1L L 0.48 15.1 378.4 30.22 0.627 0.917 6T T 0.45 14.9 372.4 30.68 0.607 0.939 6R R 0.38 13.3 333.9 27.87 0.546 0.855 0.44 14.5 363.6 29.89 0.595 0.914 7L L 0.45 15.7 393.1 32.56 0.614 0.993 4T T 0.44 17.1 429.2 35.93 0.625 1.125 4R R 0.38 13.7 342.4 28.58 0.541 0.885 0.43 16.2 405.8 33.87 0.608 1.053 West: Huron Road 5L L 0.44 13.5 336.6 26.76 0.581 0.805 2T T 0.41 13.1 329.0 26.59 0.560 0.812 2R R 0.44 17.4 439.1 36.70 0.625 1.152 0.42 13.9 347.0 28.15 0.573 0.862 INTERSECTION: 0.52 15.5 387.8 30.55 0.660 0.925 Intersection Negotiation Data Site:Huron Road-N-Strasburg Road AM 2018
Page 5 of 13 2011/09/29 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 41.0 34.5 19.3 500 128 No North Thru 57.3 39.1 47.1 500 130 No West Left 19.0 25.7 74.6 500 178 No --------------- East: Huron Road South Left 19.0 25.7 74.6 500 172 No North Right 41.0 34.5 19.3 500 129 No West Thru 57.3 39.1 47.1 500 135 No --------------- South Thru 57.3 39.1 47.1 500 144 No East Left 19.0 25.7 74.6 500 178 No West Right 41.0 34.5 19.3 500 131 No --------------- West: Huron Road South Right 41.0 34.5 19.3 500 142 No East Thru 57.3 39.1 47.1 500 131 No North Left 19.0 25.7 74.6 500 168 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Huron Road-N-Strasburg Road AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 3L L 65.0 25.7 25.7 65.0 15.6 34.1 15.6 12.5 8T T 65.0 39.1 39.1 65.0 16.9 33.3 17.0 5.4 8R R 65.0 34.5 34.5 65.0 17.9 47.7 41.3 6.2 -------------- East: Huron Road 1L L 65.0 25.7 25.7 65.0 16.8 45.3 33.9 12.5 6T T 65.0 39.1 39.1 65.0 17.7 46.7 37.8 5.5 6R R 65.0 34.5 34.5 65.0 49.3 45.6 6.3 -------------- 7L L 65.0 25.7 25.7 65.0 17.8 46.8 40.2 12.6 4T T 65.0 39.1 39.1 65.0 18.6 49.7 44.9 5.7 4R R 65.0 34.5 34.5 65.0 50.2 48.6 6.3 -------------- West: Huron Road 5L L 65.0 25.7 25.7 65.0 20.5 45.4 35.7 12.4 2T T 65.0 39.1 39.1 65.0 21.2 47.1 38.9 5.4 2R R 65.0 34.5 34.5 65.0 51.0 47.3 6.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:Huron Road-N-Strasburg Road AM 2018
Page 6 of 13 2011/09/29 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 LT 415 380 1.092 106.3 1.95 22.1 175.3 500.0 2 T 621 569 1.092 91.4 2.17 30.5 233.9 500.0 3 R 304 620 0.490 13.7 1.01 3.5 26.9 200.0T East: Huron Road 1 LT 281 456 0.617 22.9 1.07 4.3 34.4 500.0 2 T 371 601 0.617 18.2 1.07 4.9 39.0 500.0 3 R 229 736 0.311 8.6 0.86 2.0 15.7 50.0T 1 LT 178 547 0.326 11.4 0.92 1.7 14.0 500.0 2 T 217 665 0.326 9.6 0.87 1.8 15.2 500.0 3 R 83 804 0.103 5.5 0.74 0.5 4.4 100.0T West: Huron Road 1 LT 678 893 0.759 19.3 1.07 7.7 59.2 500.0 2 T 797 1049 0.759 17.1 0.99 8.0 61.8 500.0 3 R 269 932 0.289 6.9 0.70 1.5 12.8 200.0T T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Huron Road-N-Strasburg Road AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 LT 346 69 0 415 150 380 1.092 100 2 T 0 621 0 621 150 569 1.092 100 3 R 0 0 304 304 150 620 0.490 100 ----- East: Huron Road 1 LT 138 143 0 281 150 456 0.617 100 2 T 0 371 0 371 150 601 0.617 100 3 R 0 0 229 229 150 736 0.311 100 ----- 1 LT 109 69 0 178 150 547 0.326 100 2 T 0 217 0 217 150 665 0.326 100 3 R 0 0 83 83 83 804 0.103 100 ----- West: Huron Road 1 LT 298 380 0 678 150 893 0.759 100 2 T 0 797 0 797 150 1049 0.759 100 3 R 0 0 269 269 150 932 0.289 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Huron Road-N-Strasburg Road AM 2018
Page 7 of 13 2011/09/29 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ 1 LT 346 69 415 5 1.092 106.3 175 500 2 T 621 621 1 1.092 91.4 234 500 3 R 304 304 3 0.490 13.7 27 200 ---- 346 690 304 1340 3 1.092 78.4 234 ------------ East: Huron Road 1 LT 138 143 281 6 0.617 22.9 34 500 2 T 371 371 6 0.617 18.2 39 500 3 R 229 229 4 0.311 8.6 16 50 ---- 138 514 229 881 5 0.617 17.2 39 ------------ 1 LT 109 69 178 12 0.326 11.4 14 500 2 T 217 217 15 0.326 9.6 15 500 3 R 83 83 6 0.103 5.5 4 100 ---- 109 286 83 478 12 0.326 9.6 15 ------------ West: Huron Road 1 LT 298 380 678 2 0.759 19.3 59 500 2 T 797 797 2 0.759 17.1 62 500 3 R 269 269 17 0.289 6.9 13 200 ---- 298 1177 269 1744 4 0.759 16.4 62 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 4443 5 1.092 34.5 234 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Huron Road-N-Strasburg Road AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 LT 28.0 1564 2.30 17.88 7.93 1.28 2 T 39.1 2034 1.77 19.23 7.66 1.06 3 R NA - Short Lane --------- East: Huron Road 1 LT 32.5 1495 2.41 21.77 7.98 1.52 2 T 39.1 1805 1.99 21.67 7.98 1.26 3 R NA - Short Lane --------- 1 LT 30.9 1386 2.60 22.32 8.36 1.62 2 T 39.1 1584 2.27 24.68 8.56 1.48 3 R NA - Short Lane --------- West: Huron Road 1 LT 33.2 1463 2.46 22.71 7.73 1.62 2 T 39.1 1652 2.18 23.66 7.73 1.47 3 R NA - Short Lane --------- Saturation Flow and Saturation Headway are derived from follow-up headway.
Page 8 of 13 2011/09/29 Lane Delays Site:Huron Road-N-Strasburg Road AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 LT 1.092 14.5 91.8 106.3 0.0 101.6 17.7 84.0 11.3 106.3 2 T 1.092 11.3 80.1 91.4 0.0 84.8 21.5 63.3 5.4 91.4 3 R 0.490 8.3 5.4 13.7 0.0 8.2 1.0 7.2 6.2 13.7 -------- East: Huron Road 1 LT 0.617 11.0 11.9 22.9 0.0 18.3 1.9 16.4 8.9 22.9 2 T 0.617 9.1 9.1 18.2 0.0 12.0 1.9 10.2 5.5 18.2 3 R 0.311 6.5 2.2 8.6 0.0 3.7 0.0 3.7 6.3 8.6 -------- 1 LT 0.326 8.2 3.1 11.4 0.0 7.7 0.1 7.6 10.0 11.4 2 T 0.326 7.0 2.6 9.6 0.0 4.5 0.0 4.5 5.7 9.6 3 R 0.103 5.0 0.5 5.5 0.0 1.4 0.0 1.4 6.3 5.5 -------- West: Huron Road 1 LT 0.759 7.8 11.5 19.3 0.0 14.9 2.2 12.8 8.5 19.3 2 T 0.759 7.2 9.9 17.1 0.0 11.6 2.0 9.6 5.4 17.1 3 R 0.289 5.3 1.6 6.9 0.0 3.5 0.0 3.5 6.7 6.9 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Huron Road-N-Strasburg Road AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 LT 1.092 6.3 2.6 6.3 8.9 22.1 0.35 0.0 100.0 12.3 22.2 2 T 1.092 9.0 3.1 9.2 12.3 30.5 0.47 0.0 100.0 15.8 28.6 3 R 0.490 0.2 1.3 0.1 1.4 3.5 0.13 0.0 100.0 1.2 2.1 ---------------------- East: Huron Road 1 LT 0.617 0.3 1.4 0.3 1.7 4.3 0.07 0.0 100.0 1.8 3.2 2 T 0.617 0.4 1.6 0.3 2.0 4.9 0.08 0.0 100.0 1.9 3.4 3 R 0.311 0.0 0.8 0.0 0.8 2.0 0.31 0.0 100.0 0.6 1.0 ---------------------- 1 LT 0.326 0.0 0.7 0.0 0.7 1.7 0.03 0.0 100.0 0.6 1.0 2 T 0.326 0.0 0.7 0.0 0.7 1.8 0.03 0.0 100.0 0.6 1.1 3 R 0.103 0.0 0.2 0.0 0.2 0.5 0.04 0.0 100.0 0.1 0.2 ---------------------- West: Huron Road 1 LT 0.759 0.6 2.2 0.9 3.1 7.7 0.12 0.0 100.0 3.6 6.6 2 T 0.759 0.6 2.3 0.9 3.2 8.0 0.12 0.0 100.0 3.8 6.9
Page 9 of 13 2011/09/29 3 R 0.289 0.0 0.6 0.0 0.6 1.5 0.06 0.0 100.0 0.5 0.9 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Huron Road-N-Strasburg Road AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 LT 1.092 50.3 20.6 50.0 70.5 175.3 0.35 0.0 100.0 97.2 176.4 2 T 1.092 68.9 23.8 70.3 94.1 233.9 0.47 0.0 100.0 120.8 219.1 3 R 0.490 1.2 9.8 1.1 10.8 26.9 0.13 0.0 100.0 9.0 16.4 ---------------------- East: Huron Road 1 LT 0.617 2.6 11.5 2.3 13.8 34.4 0.07 0.0 100.0 14.3 25.9 2 T 0.617 2.8 13.0 2.7 15.7 39.0 0.08 0.0 100.0 15.0 27.2 3 R 0.311 0.0 6.3 0.0 6.3 15.7 0.31 0.0 100.0 4.3 7.8 ---------------------- 1 LT 0.326 0.1 5.6 0.1 5.6 14.0 0.03 0.0 100.0 4.7 8.5 2 T 0.326 0.0 6.1 0.0 6.1 15.2 0.03 0.0 100.0 5.0 9.0 3 R 0.103 0.0 1.8 0.0 1.8 4.4 0.04 0.0 100.0 1.0 1.8 ---------------------- West: Huron Road 1 LT 0.759 4.8 17.0 6.8 23.8 59.2 0.12 0.0 100.0 28.1 51.0 2 T 0.759 4.6 18.0 6.9 24.9 61.8 0.12 0.0 100.0 29.3 53.2 3 R 0.289 0.0 5.2 0.0 5.2 12.8 0.06 0.0 100.0 4.5 8.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Huron Road-N-Strasburg Road AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 LT 1.092 8.9 11.5 16.2 18.8 22.1 24.5 2 T 1.092 12.3 15.9 22.4 25.9 30.5 33.9 3 R 0.490 1.4 1.8 2.5 2.9 3.5 3.8 -------- East: Huron Road 1 LT 0.617 1.7 2.2 3.2 3.7 4.3 4.8 2 T 0.617 2.0 2.5 3.6 4.2 4.9 5.4 3 R 0.311 0.8 1.0 1.5 1.7 2.0 2.2 -------- 1 LT 0.326 0.7 0.9 1.2 1.4 1.7 1.9 2 T 0.326 0.7 0.9 1.3 1.5 1.8 2.0 3 R 0.103 0.2 0.3 0.4 0.5 0.5 0.6 -------- West: Huron Road
Page 10 of 13 2011/09/29 1 LT 0.759 3.1 4.0 5.6 6.5 7.7 8.5 2 T 0.759 3.2 4.2 5.9 6.8 8.0 8.9 3 R 0.289 0.6 0.8 1.1 1.3 1.5 1.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Huron Road-N-Strasburg Road AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 LT 1.092 70.5 91.3 128.7 149.0 175.3 194.5 2 T 1.092 94.1 121.8 171.8 198.9 233.9 259.6 3 R 0.490 10.8 14.0 19.7 22.9 26.9 29.8 -------- East: Huron Road 1 LT 0.617 13.8 17.9 25.2 29.2 34.4 38.1 2 T 0.617 15.7 20.3 28.6 33.2 39.0 43.3 3 R 0.311 6.3 8.2 11.5 13.3 15.7 17.4 -------- 1 LT 0.326 5.6 7.3 10.3 11.9 14.0 15.6 2 T 0.326 6.1 7.9 11.2 13.0 15.2 16.9 3 R 0.103 1.8 2.3 3.2 3.7 4.4 4.9 -------- West: Huron Road 1 LT 0.759 23.8 30.8 43.4 50.3 59.2 65.7 2 T 0.759 24.8 32.2 45.4 52.5 61.8 68.6 3 R 0.289 5.2 6.7 9.4 10.9 12.8 14.2 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Huron Road-N-Strasburg Road AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 LT 1.092 1.00 0.95 0.00 1.95 808.1 3.07 1275.6 1.00 2 T 1.092 1.00 1.17 0.00 2.17 1348.0 3.53 2194.1 1.00 3 R 0.490 0.90 0.06 0.05 1.01 305.9 0.16 49.0 0.90 -------- East: Huron Road 1 LT 0.617 0.91 0.10 0.06 1.07 300.0 0.31 88.0 0.91 2 T 0.617 0.93 0.10 0.03 1.07 395.2 0.29 108.7 0.93 3 R 0.311 0.77 0.00 0.09 0.86 197.8 0.00 0.0 0.81 -------- 1 LT 0.326 0.77 0.01 0.15 0.92 164.5 0.02 2.8 0.77 2 T 0.326 0.77 0.00 0.10 0.87 189.1 0.00 0.0 0.77 3 R 0.103 0.58 0.00 0.16 0.74 61.4 0.00 0.0 0.68 -------- West: Huron Road 1 LT 0.759 0.86 0.12 0.09 1.07 723.9 0.32 215.7 0.86 2 T 0.759 0.81 0.11 0.07 0.99 792.0 0.28 221.6 0.85 3 R 0.289 0.48 0.00 0.22 0.70 188.5 0.00 0.0 0.56
Page 11 of 13 2011/09/29 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Huron Road-N-Strasburg Road AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 295 9 1.00 1.00 1.00 North 8T Thru 683 7 1.00 1.00 1.00 West 3L Left 325 21 1.00 1.00 1.00 --------- East: Huron Road South 1L Left 130 8 1.00 1.00 1.00 North 6R Right 220 9 1.00 1.00 1.00 West 6T Thru 483 31 1.00 1.00 1.00 --------- South 4T Thru 243 43 1.00 1.00 1.00 East 7L Left 98 11 1.00 1.00 1.00 West 4R Right 78 5 1.00 1.00 1.00 --------- West: Huron Road South 2R Right 223 46 1.00 1.00 1.00 East 2T Thru 1153 24 1.00 1.00 1.00 North 5L Left 292 6 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Huron Road-N-Strasburg Road AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 3L L 325 21 0 0 0 0 8T T 0 0 683 7 0 0 8R R 0 0 0 0 295 9 East: Huron Road 1L L 130 8 0 0 0 0 6T T 0 0 483 31 0 0 6R R 0 0 0 0 220 9 7L L 98 11 0 0 0 0 4T T 0 0 243 43 0 0 4R R 0 0 0 0 78 5 West: Huron Road 5L L 292 6 0 0 0 0 2T T 0 0 1153 24 0 0 2R R 0 0 0 0 223 46
Page 12 of 13 2011/09/29 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Huron Road-N-Strasburg Road AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 3L L 346 6.0 0 0.0 0 0.0 8T T 0 0.0 690 1.0 0 0.0 8R R 0 0.0 0 0.0 304 3.0 --- East: Huron Road 1L L 138 6.0 0 0.0 0 0.0 6T T 0 0.0 514 6.0 0 0.0 6R R 0 0.0 0 0.0 229 4.0 --- 7L L 109 10.0 0 0.0 0 0.0 4T T 0 0.0 286 15.0 0 0.0 4R R 0 0.0 0 0.0 83 6.0 --- West: Huron Road 5L L 298 2.0 0 0.0 0 0.0 2T T 0 0.0 1177 2.0 0 0.0 2R R 0 0.0 0 0.0 269 17.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Huron Road-N-Strasburg Road AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Huron Road-N-Strasburg Road AM 2018
Page 13 of 13 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Huron Road-N-Strasburg Road AM 2018 Processed: September 28, 2011 3:32:09 PM SIDRA INTERSECTION 5.1.6.2039 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Huron Road and Strasburg Road BASE.sip 8000904, SNC-LAVALIN INC, SINGLE 2011/09/29
DETAILED OUTPUT Huron Road-N-Strasburg Road Base Case Page 1 of 12 Huron Road-N-Strasburg Road PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Huron Road-N-Strasburg Road PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 959 1.9 978 0 Y 0.779 Exclusive Slip lane (exiting flow): 844 1.9 861 0 Y 0.815 ---------------- East: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 956 1.6 972 0 N 0.805 Exclusive Slip lane (exiting flow): 564 2.8 580 0 N 0.891 ---------------- Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High 30 10 50 30 30 2 3 4.00 1890 1.3 1914 0 N 0.599 Exclusive Slip lane (exiting flow): 1593 0.8 1605 0 N 0.650 2011/09/29
---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 1054 3.2 1087 0 Y 0.765 Exclusive Slip lane (exiting flow): 944 2.6 969 0 Y 0.804 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Page 2 of 12 Gap Acceptance Parameters Site:Huron Road-N-Strasburg Road PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 978 36.0 36.8 1.12 0.491 3.26 32.6 2.32 Thru 2 Dominant 978 36.0 36.8 1.12 0.491 2.88 28.8 2.05 Right 3 Excl. Slip 861E 37.4 43.4 1.24 0.481 2.91 30.2 2.04 ---------------- East: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 972 32.0 32.9 1.18 0.506 3.42 30.5 2.44 Thru 1 Subdominant 972 32.0 32.9 1.18 0.506 3.33 29.6 2.37 2 Dominant 972 32.0 32.9 1.18 0.506 2.83 25.2 2.02 Right 3 Excl. Slip 580E 36.4 62.7 2.00 0.511 4.00 40.4 2.68 ---------------- Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High Left 1 Subdominant 1914 34.2 17.9 1.28 0.823 2.77 26.3 2.10 Thru 1 Subdominant 1914 34.2 17.9 1.28 0.823 2.62 24.9 1.98 2 Dominant 1914 34.2 17.9 1.28 0.823 2.00* 19.0 1.48 Right 3 Excl. Slip 1605E 35.8 22.3 1.46 0.805 2.08 20.6 1.56 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1087 33.9 31.2 1.40 0.616 3.22 30.4 2.33 Thru 1 Subdominant 1087 33.9 31.2 1.40 0.616 3.19 30.1 2.31 2 Subdominant 1087 33.9 31.2 1.40 0.616 3.19 30.1 2.30 Right 3 Excl. Slip 969E 34.9 36.0 1.53 0.606 3.00 29.1 2.14 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. * Critical gap or follow-up headway set to MINIMUM value E Exiting flow for slip lane traffic Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Huron Road-N-Strasburg Road PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 3L L 392 0.0 959 1.9 978 676 0.85 47 100 0.580 2011/09/29
8T T 449 3.0 959 1.9 978 805 0.85 52 96 0.558 8R R 151 0.0 844 1.9 861 890 0.85 401 100 0.170 ----------- East: Huron Road 1L L 297 4.0 956 1.6 972 300 0.85-14 100 0.990 6T T 1201 1.0 956 1.6 972 1213 0.85-14 100 0.990 6R R 78 25.0 564 2.8 580 744 0.85 710 100 0.105 ----------- 7L L 132 8.0 1890 1.3 1914 109 0.85-30 100 1.207* 4T T 781 2.0 1890 1.3 1914 647 0.85-30 100 1.207* 4R R 307 0.0 1593 0.8 1605 534 0.85 48 100 0.574 ----------- West: Huron Road 5L L 115 2.0 1054 3.2 1087 160 0.85 18 100 0.718 2T T 735 1.0 1054 3.2 1087 1024 0.85 18 100 0.718 2R R 437 7.0 944 2.6 969 728 0.85 42 100 0.600 ----------- * Maximum degree of saturation Page 3 of 12 Movement Performance Site:Huron Road-N-Strasburg Road PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 3L L 1.67 2.00 15.3 1.02 398.3 9.51 264.5 7.1 37.4 8T T 1.59 1.91 12.7 0.96 429.9 9.88 282.6 6.6 42.8 8R R 0.24 0.29 5.7 0.77 115.6 2.69 94.3 1.9 48.4 ------------------- East: Huron Road 1L L 4.74 5.69 57.4 1.62 482.2 13.88 200.4 8.7 22.9 6T T 17.54 21.05 52.6 1.65 1978.7 52.88 755.8 31.1 24.3 6R R 0.13 0.15 5.9 0.69 54.1 1.40 48.7 1.0 48.2 ------------------- 7L L 5.77 6.93 157.5 2.16 285.6 13.27 89.1 7.5 11.8 4T T 31.33 37.60 144.4 2.45 1915.6 75.48 491.5 40.1 12.3 4R R 1.56 1.87 18.3 1.12 344.9 8.60 191.7 5.0 38.1 ------------------- West: Huron Road 5L L 0.75 0.91 23.6 1.14 131.1 3.36 77.6 2.3 33.8 2T T 4.81 5.78 23.6 1.11 815.0 20.79 462.6 13.1 35.4 2R R 1.83 2.20 15.1 1.04 452.7 10.53 272.9 6.8 40.3 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Huron Road-N-Strasburg Road PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 3L L 109.73 33.0 82.5 6.68 0.147 0.197 8T T 111.13 36.9 92.5 7.52 0.153 0.232 8R R 32.58 10.9 27.1 2.22 0.046 0.068 253.44 80.8 202.1 16.41 0.346 0.497 East: Huron Road 1L L 128.17 33.9 84.9 6.41 0.151 0.190 6T T 447.09 118.1 295.3 22.85 0.542 0.670 6R R 23.31 9.9 25.0 2.14 0.034 0.067 598.57 161.9 405.2 31.39 0.727 0.927 2011/09/29
7L L 100.59 22.1 55.4 3.58 0.102 0.107 4T T 520.65 109.9 274.9 18.24 0.539 0.528 4R R 79.53 24.5 61.3 5.04 0.108 0.151 700.78 156.5 391.6 26.86 0.749 0.786 West: Huron Road 5L L 36.05 10.6 26.6 2.08 0.046 0.063 2T T 203.13 61.3 153.4 12.24 0.268 0.371 2R R 119.17 41.2 103.3 8.69 0.166 0.265 358.35 113.2 283.3 23.01 0.480 0.699 INTERSECTION: 1911.14 512.4 1282.3 97.68 2.303 2.910 Page 4 of 12 Fuel Consumption, Emissions and Cost (Rate) Site:Huron Road-N-Strasburg Road PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 3L L 0.41 12.5 312.1 25.26 0.556 0.744 8T T 0.39 13.1 327.2 26.60 0.541 0.822 8R R 0.35 11.5 287.7 23.49 0.491 0.724 0.40 12.6 315.2 25.59 0.540 0.775 East: Huron Road 1L L 0.64 16.9 423.8 31.98 0.755 0.948 6T T 0.59 15.6 390.7 30.23 0.717 0.887 6R R 0.48 20.4 514.1 43.85 0.694 1.377 0.60 16.1 403.3 31.24 0.724 0.923 7L L 1.13 24.8 622.6 40.17 1.148 1.205 4T T 1.06 22.4 559.2 37.12 1.096 1.074 4R R 0.41 12.8 319.8 26.29 0.566 0.786 0.91 20.3 507.1 34.78 0.970 1.018 West: Huron Road 5L L 0.46 13.7 343.4 26.81 0.595 0.812 2T T 0.44 13.3 331.6 26.47 0.579 0.802 2R R 0.44 15.1 378.4 31.83 0.609 0.971 0.44 13.9 348.4 28.30 0.590 0.860 INTERSECTION: 0.59 15.9 396.8 30.23 0.712 0.900 Intersection Negotiation Data Site:Huron Road-N-Strasburg Road PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 41.0 34.5 19.3 500 125 No North Thru 57.3 39.1 47.1 500 132 No West Left 19.0 25.7 74.6 500 175 No --------------- East: Huron Road South Left 19.0 25.7 74.6 500 170 No 2011/09/29
North Right 41.0 34.5 19.3 500 150 No West Thru 57.3 39.1 47.1 500 130 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 171 No West Right 41.0 34.5 19.3 500 125 No --------------- West: Huron Road South Right 41.0 34.5 19.3 500 132 No East Thru 57.3 39.1 47.1 500 130 No North Left 19.0 25.7 74.6 500 164 No --------------- Page 5 of 12 Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Huron Road-N-Strasburg Road PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 3L L 65.0 25.7 25.7 65.0 17.5 44.2 37.4 12.3 8T T 65.0 39.1 39.1 65.0 18.6 48.6 42.8 5.4 8R R 65.0 34.5 34.5 65.0 50.2 48.4 6.1 -------------- East: Huron Road 1L L 65.0 25.7 25.7 65.0 17.4 38.5 22.9 12.5 6T T 65.0 39.1 39.1 65.0 18.4 38.5 24.3 5.4 6R R 65.0 34.5 34.5 65.0 50.6 48.2 7.0 -------------- 7L L 65.0 25.7 25.7 65.0 15.9 33.3 11.8 12.6 4T T 65.0 39.1 39.1 65.0 17.6 30.8 12.3 5.4 4R R 65.0 34.5 34.5 65.0 18.7 45.9 38.1 6.1 -------------- West: Huron Road 5L L 65.0 25.7 25.7 65.0 17.5 45.4 33.8 12.4 2T T 65.0 39.1 39.1 65.0 17.5 46.0 35.4 5.4 2R R 65.0 34.5 34.5 65.0 19.4 47.1 40.3 6.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:Huron Road-N-Strasburg Road PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 L 392 676 0.580 15.3 1.02 3.9 29.6 500.0 2 T 449 805 0.558 12.7 0.96 3.9 30.2 500.0 3 R 151 890 0.170 5.7 0.77 0.9 6.8 200.0T 2011/09/29
East: Huron Road 1 LT 657 663 0.990 57.4 1.63 18.6 143.9 2000.0 2 T 841 850 0.990 50.5 1.66 21.4 164.4 2000.0 3 R 78 744 0.105 5.9 0.69 0.5 5.0 50.0T 1 LT 355 295 1.207 157.5 2.18 30.4 238.9 500.0 2 T 558 462 1.207 139.2 2.56 45.4 350.9 500.0 3 R 307 534 0.574 18.3 1.12 5.4 41.1 80.0T West: Huron Road 1 LT 424 591 0.718 23.6 1.12 6.2 47.8 500.0 2 T 426 594 0.718 23.5 1.11 6.2 47.7 500.0 3 R 437 728 0.600 15.1 1.04 4.9 39.8 200.0T T Short lane due to specification of Turn Bay Page 6 of 12 Lane Flow and Capacity Information Site:Huron Road-N-Strasburg Road PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 L 392 0 0 392 150 676 0.580 100 2 T 0 449 0 449 150 805 0.558 96P 3 R 0 0 151 151 150 890 0.170 100 ----- East: Huron Road 1 LT 297 360 0 657 150 663 0.990 100 2 T 0 841 0 841 150 850 0.990 100 3 R 0 0 78 78 78 744 0.105 100 ----- 1 LT 132 223 0 355 150 295 1.207 100 2 T 0 558 0 558 150 462 1.207 100 3 R 0 0 307 307 150 534 0.574 100 ----- West: Huron Road 1 LT 115 309 0 424 150 591 0.718 100 2 T 0 426 0 426 150 594 0.718 100 3 R 0 0 437 437 150 728 0.600 100 ----- P Lane under-utilisation found by the "Program". This includes cases where the value of lane under-utilisation due to downstream effects has been modified by the program during lane flow calculations (e.g. a de facto exclusive lane has been found). The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Huron Road-N-Strasburg Road PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ 1 L 392 392 0 0.580 15.3 30 500 2 T 449 449 3 0.558 12.7 30 500 3 R 151 151 0 0.170 5.7 7 200 ---- 392 449 151 992 1 0.580 12.7 30 ------------ East: Huron Road 1 LT 297 360 657 2 0.990 57.4 144 2000 2011/09/29
2 T 841 841 1 0.990 50.5 164 2000 3 R 78 78 25 0.105 5.9 5 50 ---- 297 1201 78 1576 3 0.990 51.2 164 ------------ 1 LT 132 223 355 4 1.207 157.5 239 500 2 T 558 558 2 1.207 139.2 351 500 3 R 307 307 0 0.574 18.3 41 80 ---- 132 781 307 1220 2 1.207 114.1 351 ------------ West: Huron Road 1 LT 115 309 424 1 0.718 23.6 48 500 2 T 426 426 1 0.718 23.5 48 500 3 R 437 437 7 0.600 15.1 40 200 ---- 115 735 437 1287 3 0.718 20.7 48 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 5075 2 1.207 51.1 351 ========================================================================== Peak flow period = 15 minutes. Page 7 of 12 Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Huron Road-N-Strasburg Road PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 L 25.7 1551 2.32 16.60 7.60 1.26 2 T 39.1 1753 2.05 22.31 7.79 1.34 3 R NA - Short Lane --------- East: Huron Road 1 LT 33.1 1501 2.40 22.03 7.75 1.55 2 T 39.1 1785 2.02 21.90 7.66 1.31 3 R NA - Short Lane --------- 1 LT 34.1 1776 2.03 19.22 7.87 1.20 2 T 39.1 2438 1.48 16.04 7.73 0.77 3 R NA - Short Lane --------- West: Huron Road 1 LT 35.5 1557 2.31 22.78 7.68 1.53 2 T 39.1 1562 2.30 25.03 7.66 1.60 3 R NA - Short Lane --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Huron Road-N-Strasburg Road PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 2011/09/29
1 L 0.580 8.2 7.1 15.3 0.0 11.2 1.2 10.1 12.3 15.3 2 T 0.558 7.3 5.5 12.7 0.0 7.3 1.0 6.3 5.4 12.7 3 R 0.170 4.9 0.8 5.7 0.0 1.7 0.0 1.7 6.1 5.7 -------- East: Huron Road 1 LT 0.990 10.4 47.0 57.4 0.0 52.3 11.4 40.9 8.6 57.4 2 T 0.990 9.2 41.3 50.5 0.0 43.9 11.8 32.1 5.4 50.5 3 R 0.105 5.4 0.6 5.9 0.0 2.2 0.0 2.2 7.0 5.9 -------- 1 LT 1.207 17.2 140.3 157.5 0.0 152.2 21.9 130.3 8.1 157.5 2 T 1.207 12.8 126.4 139.2 0.0 132.6 28.3 104.3 5.4 139.2 3 R 0.574 9.6 8.7 18.3 0.0 12.2 2.2 10.0 6.1 18.3 -------- West: Huron Road 1 LT 0.718 9.7 13.9 23.6 0.0 18.4 2.7 15.7 7.3 23.6 2 T 0.718 9.7 13.9 23.5 0.0 17.4 2.7 14.7 5.4 23.5 3 R 0.600 7.9 7.1 15.1 0.0 9.7 1.6 8.1 6.4 15.1 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Page 8 of 12 Lane Queues (Vehicles) Site:Huron Road-N-Strasburg Road PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 L 0.580 0.2 1.3 0.2 1.6 3.9 0.06 0.0 100.0 1.7 3.0 2 T 0.558 0.2 1.4 0.2 1.6 3.9 0.06 0.0 100.0 1.6 2.9 3 R 0.170 0.0 0.4 0.0 0.4 0.9 0.03 0.0 100.0 0.2 0.4 ---------------------- East: Huron Road 1 LT 0.990 4.0 2.9 4.6 7.5 18.6 0.07 0.0 100.0 10.5 19.0 2 T 0.990 4.5 3.2 5.4 8.6 21.4 0.08 0.0 100.0 11.8 21.4 3 R 0.105 0.0 0.2 0.0 0.2 0.5 0.10 0.0 100.0 0.1 0.2 ---------------------- 1 LT 1.207 9.3 3.1 9.1 12.2 30.4 0.48 0.0 100.0 15.5 28.2 2 T 1.207 14.4 3.9 14.4 18.3 45.4 0.70 0.0 100.0 21.6 39.1 3 R 0.574 0.4 1.8 0.4 2.2 5.4 0.51 0.0 100.0 1.6 2.8 ---------------------- West: Huron Road 1 LT 0.718 0.6 1.9 0.6 2.5 6.2 0.10 0.0 100.0 2.8 5.0 2 T 0.718 0.6 1.9 0.6 2.5 6.2 0.10 0.0 100.0 2.8 5.1 3 R 0.600 0.3 1.6 0.4 2.0 4.9 0.20 0.0 100.0 1.8 3.3 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Huron Road-N-Strasburg Road PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue 2011/09/29
Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 L 0.580 1.6 10.2 1.6 11.9 29.6 0.06 0.0 100.0 12.7 23.0 2 T 0.558 1.4 10.7 1.5 12.2 30.2 0.06 0.0 100.0 12.4 22.5 3 R 0.170 0.0 2.7 0.0 2.7 6.8 0.03 0.0 100.0 1.8 3.3 ---------------------- East: Huron Road 1 LT 0.990 31.1 22.3 35.6 57.9 143.9 0.07 0.0 100.0 81.2 147.3 2 T 0.990 34.9 24.6 41.5 66.1 164.4 0.08 0.0 100.0 90.5 164.1 3 R 0.105 0.0 2.0 0.0 2.0 5.0 0.10 0.0 100.0 1.2 2.1 ---------------------- 1 LT 1.207 73.2 24.2 71.9 96.1 238.9 0.48 0.0 100.0 122.4 222.0 2 T 1.207 111.0 30.0 111.2 141.2 350.9 0.70 0.0 100.0 166.6 302.3 3 R 0.574 3.3 13.8 2.7 16.5 41.1 0.51 0.0 100.0 11.9 21.5 ---------------------- West: Huron Road 1 LT 0.718 4.6 14.4 4.8 19.2 47.8 0.10 0.0 100.0 21.4 38.8 2 T 0.718 4.6 14.4 4.8 19.2 47.7 0.10 0.0 100.0 21.4 38.7 3 R 0.600 2.6 13.2 2.8 16.0 39.8 0.20 0.0 100.0 14.7 26.7 ---------------------- Page 9 of 12 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Huron Road-N-Strasburg Road PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 L 0.580 1.6 2.0 2.9 3.3 3.9 4.3 2 T 0.558 1.6 2.0 2.8 3.3 3.9 4.3 3 R 0.170 0.4 0.5 0.7 0.8 0.9 1.0 -------- East: Huron Road 1 LT 0.990 7.5 9.7 13.6 15.8 18.6 20.6 2 T 0.990 8.6 11.2 15.7 18.2 21.4 23.8 3 R 0.105 0.2 0.3 0.4 0.5 0.5 0.6 -------- 1 LT 1.207 12.2 15.8 22.3 25.8 30.4 33.7 2 T 1.207 18.3 23.7 33.3 38.6 45.4 50.4 3 R 0.574 2.2 2.8 4.0 4.6 5.4 6.0 -------- West: Huron Road 1 LT 0.718 2.5 3.2 4.6 5.3 6.2 6.9 2 T 0.718 2.5 3.2 4.6 5.3 6.2 6.9 3 R 0.600 2.0 2.6 3.6 4.2 4.9 5.5 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Huron Road-N-Strasburg Road PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 2011/09/29
1 L 0.580 11.9 15.4 21.7 25.1 29.6 32.8 2 T 0.558 12.1 15.7 22.2 25.7 30.2 33.5 3 R 0.170 2.7 3.5 5.0 5.7 6.8 7.5 -------- East: Huron Road 1 LT 0.990 57.9 75.0 105.7 122.4 143.9 159.8 2 T 0.990 66.1 85.6 120.7 139.8 164.4 182.4 3 R 0.105 2.0 2.6 3.7 4.3 5.0 5.6 -------- 1 LT 1.207 96.1 124.5 175.5 203.2 238.9 265.2 2 T 1.207 141.1 182.8 257.7 298.4 350.9 389.5 3 R 0.574 16.5 21.4 30.2 34.9 41.1 45.6 -------- West: Huron Road 1 LT 0.718 19.2 24.9 35.1 40.6 47.8 53.0 2 T 0.718 19.2 24.9 35.1 40.6 47.7 53.0 3 R 0.600 16.0 20.7 29.2 33.8 39.8 44.2 -------- Page 10 of 12 SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Huron Road-N-Strasburg Road PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 L 0.580 0.83 0.06 0.12 1.02 398.3 0.19 74.3 0.83 2 T 0.558 0.83 0.05 0.08 0.96 429.9 0.15 68.1 0.83 3 R 0.170 0.60 0.00 0.17 0.77 115.6 0.00 0.0 0.67 -------- East: Huron Road 1 LT 0.990 1.00 0.63 0.00 1.63 1068.4 1.85 1212.8 1.00 2 T 0.990 1.00 0.66 0.00 1.66 1392.5 1.82 1534.8 1.00 3 R 0.105 0.50 0.00 0.19 0.69 54.1 0.00 0.0 0.62 -------- 1 LT 1.207 1.00 1.18 0.00 2.18 773.9 3.74 1327.3 1.00 2 T 1.207 1.00 1.56 0.00 2.56 1427.3 4.47 2494.6 1.00 3 R 0.574 1.00 0.12 0.00 1.12 344.9 0.34 105.5 1.00 -------- West: Huron Road 1 LT 0.718 0.93 0.15 0.04 1.12 473.6 0.43 183.0 0.93 2 T 0.718 0.93 0.15 0.03 1.11 472.5 0.43 183.6 0.93 3 R 0.600 0.89 0.09 0.06 1.04 452.7 0.25 107.3 0.89 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Huron Road-N-Strasburg Road PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 151 0 1.00 1.00 1.00 North 8T Thru 436 13 1.00 1.00 1.00 West 3L Left 392 0 1.00 1.00 1.00 --------- 2011/09/29
East: Huron Road South 1L Left 285 12 1.00 1.00 1.00 North 6R Right 59 20 1.00 1.00 1.00 West 6T Thru 1189 12 1.00 1.00 1.00 --------- South 4T Thru 765 16 1.00 1.00 1.00 East 7L Left 121 11 1.00 1.00 1.00 West 4R Right 307 0 1.00 1.00 1.00 --------- West: Huron Road South 2R Right 406 31 1.00 1.00 1.00 East 2T Thru 728 7 1.00 1.00 1.00 North 5L Left 113 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 11 of 12 Flow Rates (Separate Light and Heavy Vehicles) Site:Huron Road-N-Strasburg Road PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 3L L 392 0 0 0 0 0 8T T 0 0 436 13 0 0 8R R 0 0 0 0 151 0 East: Huron Road 1L L 285 12 0 0 0 0 6T T 0 0 1189 12 0 0 6R R 0 0 0 0 59 20 7L L 121 11 0 0 0 0 4T T 0 0 765 16 0 0 4R R 0 0 0 0 307 0 West: Huron Road 5L L 113 2 0 0 0 0 2T T 0 0 728 7 0 0 2R R 0 0 0 0 406 31 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Huron Road-N-Strasburg Road PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 3L L 392 0.0 0 0.0 0 0.0 8T T 0 0.0 449 3.0 0 0.0 8R R 0 0.0 0 0.0 151 0.0 --- East: Huron Road 1L L 297 4.0 0 0.0 0 0.0 6T T 0 0.0 1201 1.0 0 0.0 2011/09/29
2011/09/29 Detailed Output 6R R 0 0.0 0 0.0 78 25.0 --- 7L L 132 8.0 0 0.0 0 0.0 4T T 0 0.0 781 2.0 0 0.0 4R R 0 0.0 0 0.0 307 0.0 --- West: Huron Road 5L L 115 2.0 0 0.0 0 0.0 2T T 0 0.0 735 1.0 0 0.0 2R R 0 0.0 0 0.0 437 7.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 12 of 12 Other Model Settings Site:Huron Road-N-Strasburg Road PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Huron Road-N-Strasburg Road PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Huron Road-N-Strasburg Road PM 2018 Processed: September 28, 2011 3:33:13 PM SIDRA INTERSECTION 5.1.6.2039 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Huron Road and Strasburg Road BASE.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/09/29 DETAILED OUTPUT Robert Ferrie Drive and New Dundee Road Base Case Robert Ferrie-N-New Dundee- Weekday AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 30 2.0 31 0 N 0.997 ---------------- North: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 583 2.0 595 0 N 0.982 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 87 2.0 89 0 N 0.988
Page 2 of 11 2011/09/29 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 31 25.7 841.2 2.00 0.037 4.33 30.9 2.59 2 Dominant 31 25.7 841.2 2.00 0.037 4.13 29.5 2.47 Right 2 Dominant 31 25.7 841.2 2.00 0.037 4.13 29.6 2.48 ---------------- North: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 595 39.1 65.8 1.05 0.317 4.57 49.7 3.07 Right 1 Dominant 595 39.1 65.8 1.05 0.317 4.57 49.7 3.07 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 89 25.7 290.1 2.00 0.102 4.33 31.0 2.63 Thru 1 Subdominant 89 25.7 290.1 2.00 0.102 4.33 31.0 2.63 2 Dominant 89 25.7 290.1 2.00 0.102 4.21 30.1 2.56 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- East: New Dundee Road 6T T 583 2.0 30 2.0 31 2522 0.85 268 100 0.231 6R R 56 2.0 30 2.0 31 242 0.85 268 100 0.231 ----------- North: Robert Ferrie Drive 7L L 87 2.0 583 2.0 595 439 0.85 329 100 0.198 4R R 54 2.0 583 2.0 595 272 0.85 329 100 0.198 ----------- West: New Dundee Road 5L L 30 2.0 87 2.0 89 75 0.85 113 100 0.400* 2T T 988 2.0 87 2.0 89 2473 0.85 113 100 0.400* ----------- * Maximum degree of saturation
Page 3 of 11 2011/09/29 Movement Performance Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- East: New Dundee Road 6T T 0.74 0.88 4.5 0.21 124.3 11.18 356.8 9.5 37.5 6R R 0.07 0.08 4.5 0.37 20.7 1.11 34.0 0.9 36.8 ------------------- North: Robert Ferrie Drive 7L L 0.18 0.21 7.3 0.84 72.9 2.20 57.3 1.7 33.4 4R R 0.11 0.13 7.3 0.64 34.3 1.24 32.8 0.9 34.9 ------------------- West: New Dundee Road 5L L 0.06 0.07 6.8 0.84 25.1 0.75 19.8 0.6 33.8 2T T 1.84 2.20 6.7 0.29 285.8 20.50 604.6 16.7 36.2 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h East: New Dundee Road 6T T 140.61 39.4 98.5 6.77 0.157 0.199 6R R 13.88 4.0 9.9 0.74 0.016 0.021 154.49 43.3 108.4 7.51 0.173 0.220 North: Robert Ferrie Drive 7L L 25.51 7.2 17.9 1.40 0.030 0.038 4R R 14.02 4.0 10.1 0.79 0.017 0.022 39.53 11.2 28.0 2.19 0.047 0.060 West: New Dundee Road 5L L 8.70 2.4 6.1 0.47 0.010 0.013 2T T 247.29 69.3 173.5 12.36 0.281 0.357 256.00 71.8 179.6 12.83 0.291 0.370 INTERSECTION: 450.01 126.3 316.0 22.52 0.512 0.650 Fuel Consumption, Emissions and Cost (Rate) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km East: New Dundee Road 6T T 0.39 11.0 276.0 18.97 0.440 0.558 6R R 0.41 11.7 291.7 21.76 0.478 0.614 0.40 11.1 277.4 19.21 0.444 0.563
Page 4 of 11 2011/09/29 North: Robert Ferrie Drive 7L L 0.45 12.5 312.4 24.47 0.531 0.665 4R R 0.43 12.3 306.8 23.97 0.514 0.662 0.44 12.4 310.4 24.29 0.525 0.664 West: New Dundee Road 5L L 0.44 12.3 307.5 23.61 0.519 0.648 2T T 0.41 11.5 287.0 20.44 0.465 0.591 0.41 11.5 287.6 20.54 0.467 0.593 INTERSECTION: 0.41 11.4 285.9 20.38 0.463 0.588 Intersection Negotiation Data Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East: New Dundee Road North Right 35.0 32.5 19.4 500 99 No West Thru 57.3 39.1 47.1 500 116 No --------------- North: Robert Ferrie Drive East Left 19.0 25.7 74.6 500 157 No West Right 39.0 33.8 19.3 500 116 No --------------- West: New Dundee Road East Thru 57.3 39.1 47.1 500 114 No North Left 19.0 25.7 74.6 500 142 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- East: New Dundee Road 6T T 40.0 39.1 39.1 60.0 40.1 37.5 1.7 6R R 40.0 32.5 32.5 60.0 39.2 36.8 3.0 -------------- North: Robert Ferrie Drive 7L L 40.0 25.7 25.7 60.0 36.0 33.4 8.7 4R R 40.0 33.8 33.8 60.0 37.4 34.9 2.7 -------------- West: New Dundee Road 5L L 40.0 25.7 25.7 60.0 37.0 33.8 8.7 2T T 40.0 39.1 39.1 60.0 39.3 36.2 1.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/09/29 Lanes Lane Performance Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m East: New Dundee Road 1 T 312 1349 0.231 4.6 0.22 1.1 8.8 500.0 2 TR 327 1416 0.231 4.5 0.24 1.1 8.8 500.0 North: Robert Ferrie Drive 1 LR 141 711 0.198 7.3 0.76 0.8 5.8 500.0 West: New Dundee Road 1 LT 501 1255 0.400 6.8 0.32 2.5 19.4 500.0 2 T 517 1293 0.400 6.6 0.29 2.5 19.4 500.0 Lane Flow and Capacity Information Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- East: New Dundee Road 1 T 0 312 0 312 150 1349 0.231 100 2 TR 0 271 56 327 150 1416 0.231 100 ----- North: Robert Ferrie Drive 1 LR 87 0 54 141 141 711 0.198 100 ----- West: New Dundee Road 1 LT 30 471 0 501 150 1255 0.400 100 2 T 0 517 0 517 150 1293 0.400 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ East: New Dundee Road 1 T 312 312 2 0.231 4.6 9 500 2 TR 271 56 327 2 0.231 4.5 9 500 ---- 0 583 56 639 2 0.231 4.5 9
Page 6 of 11 2011/09/29 ------------ North: Robert Ferrie Drive 1 LR 87 54 141 2 0.198 7.3 6 500 ---- 87 0 54 141 2 0.198 7.3 6 ------------ West: New Dundee Road 1 LT 30 471 501 2 0.400 6.8 19 500 2 T 517 517 2 0.400 6.6 19 500 ---- 30 988 0 1018 2 0.400 6.7 19 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1798 2 0.400 6.0 19 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- East: New Dundee Road 1 T 39.1 1388 2.59 28.18 7.73 1.88 2 TR 38.0 1455 2.47 26.10 7.73 1.74 --------- North: Robert Ferrie Drive 1 LR 28.8 1172 3.07 24.60 7.73 2.11 --------- West: New Dundee Road 1 LT 38.3 1369 2.63 27.98 7.73 1.90 2 T 39.1 1407 2.56 27.78 7.73 1.85 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- East: New Dundee Road 1 T 0.231 3.8 0.8 4.6 0.0 3.8 0.0 3.8 1.7 4.6 2 TR 0.231 3.7 0.8 4.5 0.0 3.7 0.0 3.7 1.9 4.5 -------- North: Robert Ferrie Drive 1 LR 0.198 6.1 1.2 7.3 0.0 4.8 0.0 4.8 6.4 7.3 -------- West: New Dundee Road 1 LT 0.400 4.9 1.9 6.8 0.0 4.9 0.0 4.9 2.1 6.8 2 T 0.400 4.8 1.8 6.6 0.0 4.7 0.0 4.7 1.7 6.6 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.
Page 7 of 11 2011/09/29 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Geometric delay is less than 2 seconds for some movements. The negotiation speed may be too high or the approach and exit speeds may be too low for given geometric design (e.g. for a large roundabout). Check Detailed Output for geometric delay data including negotiation speeds. If necessary, specify appropriate values of approach and exit speeds, negotiation radius or negotiation speed data in the Path Data dialog. Lane Queues (Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.231 0.0 0.5 0.0 0.5 1.1 0.02 0.0 100.0 0.4 0.7 2 TR 0.231 0.0 0.5 0.0 0.5 1.1 0.02 0.0 100.0 0.4 0.7 ---------------------- North: Robert Ferrie Drive 1 LR 0.198 0.0 0.3 0.0 0.3 0.8 0.01 0.0 100.0 0.3 0.5 ---------------------- West: New Dundee Road 1 LT 0.400 0.0 1.0 0.0 1.0 2.5 0.04 0.0 100.0 0.9 1.7 2 T 0.400 0.0 1.0 0.0 1.0 2.5 0.04 0.0 100.0 1.0 1.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.231 0.0 3.5 0.0 3.5 8.8 0.02 0.0 100.0 3.1 5.6 2 TR 0.231 0.0 3.5 0.0 3.5 8.8 0.02 0.0 100.0 3.1 5.7 ---------------------- North: Robert Ferrie Drive 1 LR 0.198 0.0 2.3 0.0 2.3 5.8 0.01 0.0 100.0 2.2 4.0 ---------------------- West: New Dundee Road 1 LT 0.400 0.0 7.8 0.0 7.8 19.4 0.04 0.0 100.0 7.3 13.2 2 T 0.400 0.0 7.8 0.0 7.8 19.4 0.04 0.0 100.0 7.3 13.3 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 8 of 11 2011/09/29 Lane Queue Percentiles (Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.231 0.5 0.6 0.8 1.0 1.1 1.3 2 TR 0.231 0.5 0.6 0.8 1.0 1.1 1.3 -------- North: Robert Ferrie Drive 1 LR 0.198 0.3 0.4 0.6 0.6 0.8 0.8 -------- West: New Dundee Road 1 LT 0.400 1.0 1.3 1.8 2.1 2.5 2.8 2 T 0.400 1.0 1.3 1.8 2.1 2.5 2.8 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.231 3.5 4.6 6.4 7.4 8.8 9.7 2 TR 0.231 3.5 4.6 6.5 7.5 8.8 9.8 -------- North: Robert Ferrie Drive 1 LR 0.198 2.3 3.0 4.3 4.9 5.8 6.5 -------- West: New Dundee Road 1 LT 0.400 7.8 10.1 14.2 16.5 19.4 21.5 2 T 0.400 7.8 10.1 14.3 16.5 19.4 21.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- East: New Dundee Road 1 T 0.231 0.04 0.00 0.18 0.22 67.3 0.00 0.0 0.13 2 TR 0.231 0.04 0.00 0.20 0.24 77.7 0.00 0.0 0.12 -------- North: Robert Ferrie Drive 1 LR 0.198 0.50 0.00 0.26 0.76 107.2 0.00 0.0 0.52 --------
Page 9 of 11 2011/09/29 West: New Dundee Road 1 LT 0.400 0.15 0.00 0.17 0.32 161.5 0.00 0.0 0.30 2 T 0.400 0.15 0.00 0.14 0.29 149.4 0.00 0.0 0.29 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East: New Dundee Road North 6R Right 55 1 1.00 1.00 1.00 West 6T Thru 571 12 1.00 1.00 1.00 --------- North: Robert Ferrie Drive East 7L Left 85 2 1.00 1.00 1.00 West 4R Right 53 1 1.00 1.00 1.00 --------- West: New Dundee Road East 2T Thru 968 20 1.00 1.00 1.00 North 5L Left 29 1 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0 571 12 0 0 6R R 0 0 0 0 55 1 North: Robert Ferrie Drive 7L L 85 2 0 0 0 0 4R R 0 0 0 0 53 1 West: New Dundee Road 5L L 29 1 0 0 0 0 2T T 0 0 968 20 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018
Page 10 of 11 2011/09/29 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0.0 583 2.0 0 0.0 6R R 0 0.0 0 0.0 56 2.0 --- North: Robert Ferrie Drive 7L L 87 2.0 0 0.0 0 0.0 4R R 0 0.0 0 0.0 54 2.0 --- West: New Dundee Road 5L L 30 2.0 0 0.0 0 0.0 2T T 0 0.0 988 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Geometric delay is less than 2 seconds for some movements. The negotiation speed may be too high or the approach and exit speeds may be too low for given geometric design (e.g. for a large roundabout). Check Detailed Output for geometric delay data including negotiation speeds.
Page 11 of 11 2011/09/29 If necessary, specify appropriate values of approach and exit speeds, negotiation radius or negotiation speed data in the Path Data dialog. Processed: September 28, 2011 3:49:12 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and New Dundee Road BASE.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/09/29 DETAILED OUTPUT Robert Ferrie Drive and New Dundee Road Base Case Robert Ferrie-N-New Dundee- Weekday PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 58 2.0 59 0 N 0.996 ---------------- North: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 1337 2.0 1364 0 N 0.898 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 64 2.0 65 0 N 0.988
Page 2 of 11 2011/09/29 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 59 25.7 435.1 2.00 0.070 4.28 30.6 2.58 2 Dominant 59 25.7 435.1 2.00 0.070 4.05 28.9 2.44 Right 2 Dominant 59 25.7 435.1 2.00 0.070 4.05 29.0 2.44 ---------------- North: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 1364 39.1 28.7 1.06 0.598 3.74 40.7 2.78 Right 1 Dominant 1364 39.1 28.7 1.06 0.598 3.74 40.7 2.78 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 65 25.7 394.3 2.00 0.076 4.36 31.2 2.63 Thru 1 Subdominant 65 25.7 394.3 2.00 0.076 4.36 31.2 2.63 2 Dominant 65 25.7 394.3 2.00 0.076 4.25 30.4 2.57 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- East: New Dundee Road 6T T 1337 2.0 58 2.0 59 2443 0.85 55 100 0.547* 6R R 155 2.0 58 2.0 59 283 0.85 55 100 0.547* ----------- North: Robert Ferrie Drive 7L L 64 2.0 1337 2.0 1364 264 0.85 251 100 0.242 4R R 51 2.0 1337 2.0 1364 211 0.85 251 100 0.242 ----------- West: New Dundee Road 5L L 58 2.0 64 2.0 65 203 0.85 197 100 0.286 2T T 683 2.0 64 2.0 65 2388 0.85 197 100 0.286 ----------- * Maximum degree of saturation
Page 3 of 11 2011/09/29 Movement Performance Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- East: New Dundee Road 6T T 3.17 3.81 8.5 0.26 352.5 28.50 818.2 23.3 35.1 6R R 0.36 0.43 8.4 0.39 60.8 3.38 94.1 2.7 34.6 ------------------- North: Robert Ferrie Drive 7L L 0.20 0.24 11.2 0.91 58.5 1.79 42.2 1.3 31.7 4R R 0.16 0.19 11.2 0.78 39.8 1.32 31.0 0.9 32.8 ------------------- West: New Dundee Road 5L L 0.09 0.10 5.4 0.82 47.4 1.41 38.2 1.1 34.4 2T T 1.01 1.21 5.3 0.25 171.8 13.63 418.0 11.3 37.0 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h East: New Dundee Road 6T T 341.67 94.4 236.2 16.58 0.384 0.481 6R R 40.48 11.4 28.4 2.13 0.047 0.060 382.14 105.7 264.6 18.70 0.431 0.541 North: Robert Ferrie Drive 7L L 19.59 5.4 13.5 1.05 0.023 0.029 4R R 13.95 3.9 9.9 0.78 0.017 0.021 33.54 9.4 23.4 1.83 0.040 0.050 West: New Dundee Road 5L L 16.55 4.7 11.6 0.90 0.020 0.025 2T T 167.41 47.1 117.8 8.30 0.190 0.242 183.97 51.7 129.5 9.20 0.209 0.266 INTERSECTION: 599.65 166.8 417.4 29.74 0.680 0.857 Fuel Consumption, Emissions and Cost (Rate) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km East: New Dundee Road 6T T 0.42 11.5 288.6 20.26 0.469 0.588 6R R 0.43 12.1 302.0 22.60 0.502 0.635 0.42 11.6 290.0 20.50 0.472 0.593
Page 4 of 11 2011/09/29 North: Robert Ferrie Drive 7L L 0.46 12.8 320.7 25.00 0.550 0.680 4R R 0.45 12.7 318.7 25.16 0.542 0.689 0.46 12.8 319.9 25.07 0.546 0.684 West: New Dundee Road 5L L 0.43 12.2 304.5 23.45 0.513 0.643 2T T 0.40 11.3 281.9 19.87 0.454 0.578 0.40 11.3 283.8 20.17 0.459 0.583 INTERSECTION: 0.42 11.6 289.6 20.63 0.472 0.594 Intersection Negotiation Data Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East: New Dundee Road North Right 35.0 32.5 19.4 500 100 No West Thru 57.3 39.1 47.1 500 116 No --------------- North: Robert Ferrie Drive East Left 19.0 25.7 74.6 500 156 No West Right 39.0 33.8 19.3 500 115 No --------------- West: New Dundee Road East Thru 57.3 39.1 47.1 500 114 No North Left 19.0 25.7 74.6 500 145 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- East: New Dundee Road 6T T 40.0 39.1 39.1 60.0 39.4 35.1 1.7 6R R 40.0 32.5 32.5 60.0 38.8 34.6 3.0 -------------- North: Robert Ferrie Drive 7L L 40.0 25.7 25.7 60.0 35.8 31.7 8.7 4R R 40.0 33.8 33.8 60.0 36.7 32.8 2.7 -------------- West: New Dundee Road 5L L 40.0 25.7 25.7 60.0 37.0 34.4 8.7 2T T 40.0 39.1 39.1 60.0 39.6 37.0 1.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/09/29 Lanes Lane Performance Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m East: New Dundee Road 1 T 724 1323 0.547 8.7 0.27 4.0 31.1 500.0 2 TR 768 1403 0.547 8.4 0.29 4.0 31.1 500.0 North: Robert Ferrie Drive 1 LR 115 475 0.242 11.2 0.86 1.0 7.3 500.0 West: New Dundee Road 1 LT 365 1278 0.286 5.4 0.34 1.6 12.7 500.0 2 T 376 1313 0.286 5.3 0.25 1.7 12.8 500.0 Lane Flow and Capacity Information Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- East: New Dundee Road 1 T 0 724 0 724 150 1323 0.547 100 2 TR 0 613 155 768 150 1403 0.547 100 ----- North: Robert Ferrie Drive 1 LR 64 0 51 115 115 475 0.242 100 ----- West: New Dundee Road 1 LT 58 307 0 365 150 1278 0.286 100 2 T 0 376 0 376 150 1313 0.286 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ East: New Dundee Road 1 T 724 724 2 0.547 8.7 31 500 2 TR 613 155 768 2 0.547 8.4 31 500 ---- 0 1337 155 1492 2 0.547 8.5 31
Page 6 of 11 2011/09/29 ------------ North: Robert Ferrie Drive 1 LR 64 51 115 2 0.242 11.2 7 500 ---- 64 0 51 115 2 0.242 11.2 7 ------------ West: New Dundee Road 1 LT 58 307 365 2 0.286 5.4 13 500 2 T 376 376 2 0.286 5.3 13 500 ---- 58 683 0 741 2 0.286 5.3 13 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2348 2 0.547 7.6 31 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- East: New Dundee Road 1 T 39.1 1395 2.58 28.03 7.73 1.87 2 TR 37.8 1475 2.44 25.60 7.73 1.70 --------- North: Robert Ferrie Drive 1 LR 29.3 1296 2.78 22.63 7.73 1.83 --------- West: New Dundee Road 1 LT 37.0 1368 2.63 27.04 7.73 1.88 2 T 39.1 1403 2.57 27.86 7.73 1.85 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- East: New Dundee Road 1 T 0.547 5.5 3.2 8.7 0.0 6.9 0.0 6.9 1.7 8.7 2 TR 0.547 5.3 3.1 8.4 0.0 6.7 0.0 6.7 1.9 8.4 -------- North: Robert Ferrie Drive 1 LR 0.242 8.8 2.4 11.2 0.0 7.8 0.0 7.8 6.0 11.2 -------- West: New Dundee Road 1 LT 0.286 4.2 1.1 5.4 0.0 4.0 0.0 4.0 2.8 5.4 2 T 0.286 4.2 1.1 5.3 0.0 3.8 0.0 3.8 1.7 5.3 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.
Page 7 of 11 2011/09/29 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Geometric delay is less than 2 seconds for some movements. The negotiation speed may be too high or the approach and exit speeds may be too low for given geometric design (e.g. for a large roundabout). Check Detailed Output for geometric delay data including negotiation speeds. If necessary, specify appropriate values of approach and exit speeds, negotiation radius or negotiation speed data in the Path Data dialog. Lane Queues (Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.547 0.0 1.6 0.0 1.6 4.0 0.06 0.0 100.0 1.7 3.2 2 TR 0.547 0.0 1.6 0.0 1.6 4.0 0.06 0.0 100.0 1.8 3.2 ---------------------- North: Robert Ferrie Drive 1 LR 0.242 0.0 0.4 0.0 0.4 1.0 0.01 0.0 100.0 0.4 0.6 ---------------------- West: New Dundee Road 1 LT 0.286 0.0 0.7 0.0 0.7 1.6 0.03 0.0 100.0 0.5 1.0 2 T 0.286 0.0 0.7 0.0 0.7 1.7 0.03 0.0 100.0 0.5 1.0 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.547 0.0 12.5 0.0 12.5 31.1 0.06 0.0 100.0 13.5 24.5 2 TR 0.547 0.0 12.5 0.0 12.5 31.1 0.06 0.0 100.0 13.8 25.0 ---------------------- North: Robert Ferrie Drive 1 LR 0.242 0.0 3.0 0.0 3.0 7.3 0.01 0.0 100.0 2.8 5.0 ---------------------- West: New Dundee Road 1 LT 0.286 0.0 5.1 0.0 5.1 12.7 0.03 0.0 100.0 4.2 7.6 2 T 0.286 0.0 5.1 0.0 5.1 12.8 0.03 0.0 100.0 4.2 7.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 8 of 11 2011/09/29 Lane Queue Percentiles (Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.547 1.6 2.1 3.0 3.4 4.0 4.5 2 TR 0.547 1.6 2.1 3.0 3.4 4.0 4.5 -------- North: Robert Ferrie Drive 1 LR 0.242 0.4 0.5 0.7 0.8 1.0 1.1 -------- West: New Dundee Road 1 LT 0.286 0.7 0.9 1.2 1.4 1.6 1.8 2 T 0.286 0.7 0.9 1.2 1.4 1.7 1.8 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.547 12.5 16.2 22.8 26.4 31.1 34.5 2 TR 0.547 12.5 16.2 22.9 26.5 31.1 34.5 -------- North: Robert Ferrie Drive 1 LR 0.242 3.0 3.8 5.4 6.2 7.3 8.2 -------- West: New Dundee Road 1 LT 0.286 5.1 6.6 9.3 10.8 12.7 14.1 2 T 0.286 5.1 6.7 9.4 10.9 12.8 14.2 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- East: New Dundee Road 1 T 0.547 0.12 0.00 0.15 0.27 194.0 0.00 0.0 0.27 2 TR 0.547 0.12 0.00 0.17 0.29 219.3 0.00 0.0 0.26 -------- North: Robert Ferrie Drive 1 LR 0.242 0.70 0.00 0.16 0.86 98.4 0.00 0.0 0.70 --------
Page 9 of 11 2011/09/29 West: New Dundee Road 1 LT 0.286 0.10 0.00 0.24 0.34 123.8 0.00 0.0 0.23 2 T 0.286 0.10 0.00 0.15 0.25 95.4 0.00 0.0 0.23 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East: New Dundee Road North 6R Right 152 3 1.00 1.00 1.00 West 6T Thru 1310 27 1.00 1.00 1.00 --------- North: Robert Ferrie Drive East 7L Left 63 1 1.00 1.00 1.00 West 4R Right 50 1 1.00 1.00 1.00 --------- West: New Dundee Road East 2T Thru 669 14 1.00 1.00 1.00 North 5L Left 57 1 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0 1310 27 0 0 6R R 0 0 0 0 152 3 North: Robert Ferrie Drive 7L L 63 1 0 0 0 0 4R R 0 0 0 0 50 1 West: New Dundee Road 5L L 57 1 0 0 0 0 2T T 0 0 669 14 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018
Page 10 of 11 2011/09/29 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0.0 1337 2.0 0 0.0 6R R 0 0.0 0 0.0 155 2.0 --- North: Robert Ferrie Drive 7L L 64 2.0 0 0.0 0 0.0 4R R 0 0.0 0 0.0 51 2.0 --- West: New Dundee Road 5L L 58 2.0 0 0.0 0 0.0 2T T 0 0.0 683 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Geometric delay is less than 2 seconds for some movements. The negotiation speed may be too high or the approach and exit speeds may be too low for given geometric design (e.g. for a large roundabout). Check Detailed Output for geometric delay data including negotiation speeds.
Page 11 of 11 2011/09/29 If necessary, specify appropriate values of approach and exit speeds, negotiation radius or negotiation speed data in the Path Data dialog. Processed: September 28, 2011 3:49:40 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and New Dundee Road BASE.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/10/14 DETAILED OUTPUT Strasburg Road-N-Robert Ferrie Drive Base Case Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 116 2.0 118 0 N 0.986 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 668 2.0 681 0 N 0.949 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 240 2.0 245 0 N 0.966
Page 2 of 11 2011/10/14 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 118 25.7 217.5 2.00 0.134 4.35 31.1 2.66 2 Dominant 118 25.7 217.5 2.00 0.134 4.31 30.9 2.64 Right 2 Dominant 118 25.7 217.5 2.00 0.134 4.32 30.9 2.64 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 681 39.1 57.4 1.13 0.373 3.99 43.3 2.72 Right 2 Dominant 681 39.1 57.4 1.13 0.373 3.80 41.3 2.59 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 245 25.7 105.1 2.00 0.257 4.34 31.1 2.73D Thru 1 Subdominant 245 25.7 105.1 2.00 0.257 4.34 31.0 2.72D 2 Dominant 245 25.7 105.1 2.00 0.257 4.34 31.0 2.72 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. D Subdominant lane follow-up headway was calculated as less than the dominant lane value and was set to the dominant lane value Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 8T T 668 2.0 116 2.0 118 2070 0.85 163 100 0.323 8R R 115 2.0 116 2.0 118 356 0.85 163 100 0.323 ----------- East: Robert Ferrie Drive 1L L 240 2.0 668 2.0 681 774 0.85 174 100 0.310 6R R 287 2.0 668 2.0 681 828 0.85 145 100 0.347* ----------- 7L L 116 2.0 240 2.0 245 338 0.85 148 100 0.343 4T T 597 2.0 240 2.0 245 1739 0.85 148 100 0.343 ----------- * Maximum degree of saturation
Page 3 of 11 2011/10/14 Movement Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 8T T 1.11 1.33 6.0 0.48 317.7 10.58 420.4 8.6 49.0 8R R 0.19 0.23 6.0 0.56 64.5 1.86 71.7 1.5 48.0 ------------------- East: Robert Ferrie Drive 1L L 0.55 0.66 8.3 0.88 211.2 4.76 161.9 3.9 41.9 6R R 0.67 0.80 8.4 0.80 231.0 5.34 178.9 3.9 45.4 ------------------- 7L L 0.23 0.27 7.0 0.81 94.2 2.21 78.3 1.8 43.4 4T T 1.16 1.39 7.0 0.57 339.4 10.15 375.7 7.8 47.9 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 8T T 143.59 47.7 119.4 8.89 0.192 0.291 8R R 25.42 8.5 21.4 1.69 0.035 0.053 169.01 56.3 140.7 10.58 0.227 0.344 East: Robert Ferrie Drive 1L L 63.19 20.4 51.0 4.18 0.087 0.125 6R R 66.42 22.2 55.6 4.53 0.093 0.140 129.60 42.6 106.6 8.71 0.180 0.264 7L L 29.96 9.7 24.3 1.95 0.041 0.059 4T T 131.59 43.9 109.9 8.45 0.179 0.271 161.55 53.6 134.1 10.40 0.220 0.330 INTERSECTION: 460.16 152.5 381.5 29.69 0.627 0.939 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 8T T 0.34 11.3 283.9 21.14 0.456 0.692 8R R 0.35 11.9 298.3 23.56 0.491 0.742
Page 4 of 11 2011/10/14 0.34 11.4 286.0 21.49 0.461 0.699 East: Robert Ferrie Drive 1L L 0.39 12.6 315.0 25.79 0.538 0.771 6R R 0.37 12.4 310.8 25.34 0.520 0.780 0.38 12.5 312.8 25.55 0.529 0.775 7L L 0.38 12.4 310.0 24.90 0.522 0.757 4T T 0.35 11.7 292.4 22.49 0.476 0.721 0.36 11.8 295.4 22.91 0.484 0.727 INTERSECTION: 0.36 11.8 296.4 23.07 0.487 0.729 Intersection Negotiation Data Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 35.0 32.5 19.4 500 118 No North Thru 57.3 39.1 47.1 500 135 No --------------- East: Robert Ferrie Drive South Left 19.0 25.7 74.6 500 176 No North Right 35.0 32.5 19.4 500 126 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 166 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 8T T 65.0 39.1 39.1 65.0 53.6 49.0 5.4 8R R 65.0 32.5 32.5 65.0 52.7 48.0 6.6 -------------- East: Robert Ferrie Drive 1L L 65.0 25.7 25.7 65.0 46.2 41.9 12.4 6R R 65.0 32.5 32.5 65.0 50.4 45.4 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 48.2 43.4 12.4 4T T 65.0 39.1 39.1 65.0 52.2 47.9 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/10/14 Lanes Lane Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 390 1207 0.323 6.0 0.48 1.8 13.9 2000.0 2 TR 393 1219 0.323 6.0 0.50 1.8 13.9 500.0 East: Robert Ferrie Drive 1 L 240 774 0.310 8.3 0.88 1.4 10.4 500.0 2 R 287 828 0.347 8.4 0.80 1.6 12.1 250.0T 1 LT 356 1038 0.343 7.0 0.64 2.0 15.2 2000.0 2 T 357 1039 0.343 7.0 0.57 2.0 15.2 500.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 390 0 390 150 1207 0.323 100 2 TR 0 278 115 393 150 1219 0.323 100 ----- East: Robert Ferrie Drive 1 L 240 0 0 240 150 774 0.310 100 2 R 0 0 287 287 150 828 0.347 100 ----- 1 LT 116 240 0 356 150 1038 0.343 100 2 T 0 357 0 357 150 1039 0.343 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------
Page 6 of 11 2011/10/14 1 T 390 390 2 0.323 6.0 14 2000 2 TR 278 115 393 2 0.323 6.0 14 500 ---- 0 668 115 783 2 0.323 6.0 14 ------------ East: Robert Ferrie Drive 1 L 240 240 2 0.310 8.3 10 500 2 R 287 287 2 0.347 8.4 12 250 ---- 240 0 287 527 2 0.347 8.3 12 ------------ 1 LT 116 240 356 2 0.343 7.0 15 2000 2 T 357 357 2 0.343 7.0 15 500 ---- 116 597 0 713 2 0.343 7.0 15 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2023 2 0.347 6.9 15 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 39.1 1353 2.66 28.89 7.73 1.95 2 TR 37.2 1365 2.64 27.23 7.73 1.89 --------- East: Robert Ferrie Drive 1 L 25.7 1324 2.72 19.44 7.73 1.64 2 R NA - Short Lane --------- 1 LT 34.8 1321 2.73 26.31 7.73 1.92 2 T 39.1 1322 2.72 29.59 7.73 2.01 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.323 4.6 1.4 6.0 0.0 3.9 0.0 3.9 5.4 6.0 2 TR 0.323 4.6 1.4 6.0 0.0 4.0 0.0 4.0 5.7 6.0 -------- East: Robert Ferrie Drive 1 L 0.310 6.2 2.1 8.3 0.0 5.4 0.0 5.4 12.4 8.3 2 R 0.347 6.1 2.3 8.4 0.0 4.9 0.0 4.9 6.6 8.4 --------
Page 7 of 11 2011/10/14 1 LT 0.343 5.2 1.8 7.0 0.0 4.4 0.0 4.4 7.7 7.0 2 T 0.343 5.2 1.8 7.0 0.0 3.9 0.0 3.9 5.4 7.0 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.323 0.0 0.7 0.0 0.7 1.8 0.01 0.0 100.0 0.7 1.2 2 TR 0.323 0.0 0.7 0.0 0.7 1.8 0.03 0.0 100.0 0.7 1.2 ---------------------- East: Robert Ferrie Drive 1 L 0.310 0.0 0.5 0.0 0.5 1.4 0.02 0.0 100.0 0.6 1.0 2 R 0.347 0.0 0.6 0.0 0.6 1.6 0.05 0.0 100.0 0.7 1.2 ---------------------- 1 LT 0.343 0.0 0.8 0.0 0.8 2.0 0.01 0.0 100.0 0.7 1.3 2 T 0.343 0.0 0.8 0.0 0.8 2.0 0.03 0.0 100.0 0.7 1.3 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.323 0.0 5.6 0.0 5.6 13.9 0.01 0.0 100.0 5.0 9.1 2 TR 0.323 0.0 5.6 0.0 5.6 13.9 0.03 0.0 100.0 5.0 9.1 ---------------------- East: Robert Ferrie Drive 1 L 0.310 0.0 4.2 0.0 4.2 10.4 0.02 0.0 100.0 4.3 7.7 2 R 0.347 0.0 4.9 0.0 4.9 12.1 0.05 0.0 100.0 5.2 9.4 ---------------------- 1 LT 0.343 0.0 6.1 0.0 6.1 15.2 0.01 0.0 100.0 5.3 9.7 2 T 0.343 0.0 6.1 0.0 6.1 15.2 0.03 0.0 100.0 5.3 9.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since
Page 8 of 11 2011/10/14 HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.323 0.7 0.9 1.3 1.5 1.8 2.0 2 TR 0.323 0.7 0.9 1.3 1.5 1.8 2.0 -------- East: Robert Ferrie Drive 1 L 0.310 0.5 0.7 1.0 1.1 1.4 1.5 2 R 0.347 0.6 0.8 1.2 1.3 1.6 1.7 -------- 1 LT 0.343 0.8 1.0 1.4 1.7 2.0 2.2 2 T 0.343 0.8 1.0 1.4 1.7 2.0 2.2 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.323 5.6 7.3 10.2 11.8 13.9 15.5 2 TR 0.323 5.6 7.3 10.2 11.9 13.9 15.5 -------- East: Robert Ferrie Drive 1 L 0.310 4.2 5.4 7.7 8.9 10.4 11.6 2 R 0.347 4.9 6.3 8.9 10.3 12.1 13.5 -------- 1 LT 0.343 6.1 7.9 11.1 12.9 15.2 16.8 2 T 0.343 6.1 7.9 11.1 12.9 15.2 16.8 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.323 0.17 0.00 0.31 0.48 186.9 0.00 0.0 0.31 2 TR 0.323 0.17 0.00 0.32 0.50 195.3 0.00 0.0 0.31
Page 9 of 11 2011/10/14 -------- East: Robert Ferrie Drive 1 L 0.310 0.59 0.00 0.29 0.88 211.2 0.00 0.0 0.59 2 R 0.347 0.59 0.00 0.21 0.80 231.0 0.00 0.0 0.60 -------- 1 LT 0.343 0.34 0.00 0.30 0.64 228.8 0.00 0.0 0.47 2 T 0.343 0.34 0.00 0.24 0.57 204.8 0.00 0.0 0.47 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 113 2 1.00 1.00 1.00 North 8T Thru 655 13 1.00 1.00 1.00 --------- East: Robert Ferrie Drive South 1L Left 235 5 1.00 1.00 1.00 North 6R Right 281 6 1.00 1.00 1.00 --------- South 4T Thru 585 12 1.00 1.00 1.00 East 7L Left 114 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 8T T 0 0 655 13 0 0 8R R 0 0 0 0 113 2 East: Robert Ferrie Drive 1L L 235 5 0 0 0 0 6R R 0 0 0 0 281 6 7L L 114 2 0 0 0 0 4T T 0 0 585 12 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/10/14 Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 8T T 0 0.0 668 2.0 0 0.0 8R R 0 0.0 0 0.0 115 2.0 --- East: Robert Ferrie Drive 1L L 240 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 287 2.0 --- 7L L 116 2.0 0 0.0 0 0.0 4T T 0 0.0 597 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics
Page 11 of 11 2011/10/14 Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Processed: October 14, 2011 2:03:39 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Strasburg Road BASE.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/10/14 DETAILED OUTPUT Strasburg Road-N-Robert Ferrie Drive Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 319 2.0 325 0 N 0.961 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 774 2.0 789 0 N 0.878 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 176 2.0 180 0 N 0.972 ----------------
Page 2 of 11 2011/10/14 Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 325 25.7 79.1 2.00 0.327 4.20 30.0 2.68D 2 Dominant 325 25.7 79.1 2.00 0.327 4.20 30.0 2.68 Right 2 Dominant 325 25.7 79.1 2.00 0.327 4.21 30.1 2.68 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 789 39.1 49.5 1.26 0.456 3.80 41.3 2.64 Right 2 Dominant 789 39.1 49.5 1.26 0.456 3.68 40.0 2.55 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 180 25.7 143.4 2.00 0.196 4.29 30.6 2.65 Thru 1 Subdominant 180 25.7 143.4 2.00 0.196 4.28 30.6 2.65 2 Dominant 180 25.7 143.4 2.00 0.196 4.22 30.2 2.61 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. D Subdominant lane follow-up headway was calculated as less than the dominant lane value and was set to the dominant lane value Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 8T T 774 2.0 319 2.0 325 1458 0.85 60 100 0.531 8R R 274 2.0 319 2.0 325 516 0.85 60 100 0.531 ----------- East: Robert Ferrie Drive 1L L 176 2.0 774 2.0 789 695 0.85 235 100 0.253 6R R 187 2.0 774 2.0 789 729 0.85 231 100 0.257 ----------- 7L L 319 2.0 176 2.0 180 594 0.85 58 100 0.537* 4T T 911 2.0 176 2.0 180 1697 0.85 58 100 0.537* ----------- * Maximum degree of saturation
Page 3 of 11 2011/10/14 Movement Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 8T T 2.23 2.67 10.4 0.68 528.0 14.86 487.1 10.9 44.7 8R R 0.79 0.95 10.4 0.72 198.6 5.30 170.8 3.9 44.0 ------------------- East: Robert Ferrie Drive 1L L 0.40 0.48 8.2 0.90 157.7 3.58 118.7 2.8 42.0 6R R 0.41 0.49 7.9 0.82 154.1 3.55 116.6 2.5 45.9 ------------------- 7L L 0.84 1.01 9.5 0.75 240.5 6.32 215.2 5.2 41.4 4T T 2.38 2.85 9.4 0.55 503.7 16.36 573.3 12.6 45.5 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 8T T 180.49 59.3 148.3 11.63 0.245 0.367 8R R 65.14 21.5 53.7 4.34 0.090 0.134 245.63 80.8 202.1 15.97 0.335 0.501 East: Robert Ferrie Drive 1L L 46.36 15.0 37.5 3.08 0.064 0.092 6R R 43.11 14.5 36.3 2.98 0.061 0.092 89.47 29.5 73.8 6.07 0.125 0.184 7L L 84.90 27.0 67.6 5.41 0.115 0.164 4T T 208.00 68.2 170.7 13.12 0.280 0.419 292.90 95.3 238.3 18.53 0.395 0.583 INTERSECTION: 628.00 205.5 514.2 40.57 0.855 1.267 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 8T T 0.37 12.2 304.5 23.88 0.503 0.753 8R R 0.38 12.6 314.5 25.41 0.527 0.785 0.37 12.3 307.1 24.28 0.509 0.761
Page 4 of 11 2011/10/14 East: Robert Ferrie Drive 1L L 0.39 12.6 315.8 25.97 0.540 0.775 6R R 0.37 12.5 311.6 25.60 0.522 0.785 0.38 12.5 313.7 25.79 0.531 0.780 7L L 0.39 12.6 314.3 25.16 0.533 0.763 4T T 0.36 11.9 297.7 22.88 0.488 0.730 0.37 12.1 302.2 23.50 0.500 0.739 INTERSECTION: 0.37 12.2 305.8 24.12 0.508 0.753 Intersection Negotiation Data Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 35.0 32.5 19.4 500 121 No North Thru 57.3 39.1 47.1 500 137 No --------------- East: Robert Ferrie Drive South Left 19.0 25.7 74.6 500 176 No North Right 35.0 32.5 19.4 500 126 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 169 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 8T T 65.0 39.1 39.1 65.0 25.3 50.8 44.7 5.4 8R R 65.0 32.5 32.5 65.0 25.3 50.5 44.0 6.6 -------------- East: Robert Ferrie Drive 1L L 65.0 25.7 25.7 65.0 45.9 42.0 12.4 6R R 65.0 32.5 32.5 65.0 50.1 45.9 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 47.7 41.4 12.4 4T T 65.0 39.1 39.1 65.0 51.8 45.5 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/10/14 Lanes Lane Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 524 987 0.531 10.4 0.68 3.7 28.8 2000.0 2 TR 524 987 0.531 10.4 0.70 3.7 28.8 500.0 East: Robert Ferrie Drive 1 L 176 695 0.253 8.2 0.90 1.2 9.1 500.0 2 R 187 729 0.257 7.9 0.82 1.2 9.3 250.0T 1 LT 610 1136 0.537 9.5 0.65 4.0 30.6 2000.0 2 T 620 1155 0.537 9.3 0.56 4.0 30.8 500.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 524 0 524 150 987 0.531 100 2 TR 0 250 274 524 150 987 0.531 100 ----- East: Robert Ferrie Drive 1 L 176 0 0 176 150 695 0.253 100 2 R 0 0 187 187 150 729 0.257 100 ----- 1 LT 319 291 0 610 150 1136 0.537 100 2 T 0 620 0 620 150 1155 0.537 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ 1 T 524 524 2 0.531 10.4 29 2000
Page 6 of 11 2011/10/14 2 TR 250 274 524 2 0.531 10.4 29 500 ---- 0 774 274 1048 2 0.531 10.4 29 ------------ East: Robert Ferrie Drive 1 L 176 176 2 0.253 8.2 9 500 2 R 187 187 2 0.257 7.9 9 250 ---- 176 0 187 363 2 0.257 8.1 9 ------------ 1 LT 319 291 610 2 0.537 9.5 31 2000 2 T 620 620 2 0.537 9.3 31 500 ---- 319 911 0 1230 2 0.537 9.4 31 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2641 2 0.537 9.6 31 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 39.1 1343 2.68 29.12 7.73 1.97 2 TR 35.6 1342 2.68 26.55 7.73 1.90 --------- East: Robert Ferrie Drive 1 L 25.7 1365 2.64 18.86 7.73 1.56 2 R NA - Short Lane --------- 1 LT 32.1 1357 2.65 23.66 7.73 1.79 2 T 39.1 1377 2.61 28.39 7.73 1.90 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.531 6.3 4.0 10.4 0.0 6.2 0.1 6.1 5.4 10.4 2 TR 0.531 6.3 4.1 10.4 0.0 6.5 0.1 6.3 6.0 10.4 -------- East: Robert Ferrie Drive 1 L 0.253 6.4 1.7 8.2 0.0 5.0 0.0 5.0 12.4 8.2 2 R 0.257 6.2 1.7 7.9 0.0 4.1 0.0 4.1 6.6 7.9 --------
Page 7 of 11 2011/10/14 1 LT 0.537 5.9 3.6 9.5 0.0 6.9 0.0 6.9 9.0 9.5 2 T 0.537 5.8 3.6 9.3 0.0 6.0 0.0 6.0 5.4 9.3 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.531 0.0 1.4 0.1 1.5 3.7 0.01 0.0 100.0 1.5 2.7 2 TR 0.531 0.0 1.4 0.1 1.5 3.7 0.06 0.0 100.0 1.5 2.7 ---------------------- East: Robert Ferrie Drive 1 L 0.253 0.0 0.5 0.0 0.5 1.2 0.02 0.0 100.0 0.4 0.7 2 R 0.257 0.0 0.5 0.0 0.5 1.2 0.04 0.0 100.0 0.4 0.7 ---------------------- 1 LT 0.537 0.0 1.6 0.0 1.6 4.0 0.02 0.0 100.0 1.6 2.9 2 T 0.537 0.0 1.6 0.0 1.6 4.0 0.06 0.0 100.0 1.6 2.9 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.531 0.3 11.2 0.4 11.6 28.8 0.01 0.0 100.0 11.6 21.1 2 TR 0.531 0.3 11.2 0.4 11.6 28.8 0.06 0.0 100.0 11.6 21.1 ---------------------- East: Robert Ferrie Drive 1 L 0.253 0.0 3.7 0.0 3.7 9.1 0.02 0.0 100.0 3.1 5.6 2 R 0.257 0.0 3.8 0.0 3.8 9.3 0.04 0.0 100.0 3.2 5.8 ---------------------- 1 LT 0.537 0.0 12.3 0.0 12.3 30.6 0.02 0.0 100.0 12.4 22.5 2 T 0.537 0.0 12.4 0.0 12.4 30.8 0.06 0.0 100.0 12.4 22.6 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 8 of 11 2011/10/14 Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.531 1.5 1.9 2.7 3.2 3.7 4.1 2 TR 0.531 1.5 1.9 2.7 3.2 3.7 4.1 -------- East: Robert Ferrie Drive 1 L 0.253 0.5 0.6 0.9 1.0 1.2 1.3 2 R 0.257 0.5 0.6 0.9 1.0 1.2 1.3 -------- 1 LT 0.537 1.6 2.1 2.9 3.4 4.0 4.4 2 T 0.537 1.6 2.1 2.9 3.4 4.0 4.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.531 11.6 15.0 21.1 24.5 28.8 31.9 2 TR 0.531 11.6 15.0 21.1 24.5 28.8 31.9 -------- East: Robert Ferrie Drive 1 L 0.253 3.7 4.7 6.7 7.7 9.1 10.1 2 R 0.257 3.8 4.9 6.9 7.9 9.3 10.4 -------- 1 LT 0.537 12.3 16.0 22.5 26.1 30.6 34.0 2 T 0.537 12.4 16.0 22.6 26.2 30.8 34.1 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.531 0.51 0.01 0.17 0.68 359.0 0.02 8.7 0.63 2 TR 0.531 0.51 0.01 0.18 0.70 367.6 0.02 8.8 0.63 --------
Page 9 of 11 2011/10/14 East: Robert Ferrie Drive 1 L 0.253 0.65 0.00 0.25 0.90 157.7 0.00 0.0 0.65 2 R 0.257 0.64 0.00 0.18 0.82 154.1 0.00 0.0 0.65 -------- 1 LT 0.537 0.34 0.00 0.31 0.65 397.7 0.00 0.0 0.51 2 T 0.537 0.34 0.00 0.22 0.56 346.5 0.00 0.0 0.51 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 269 5 1.00 1.00 1.00 North 8T Thru 759 15 1.00 1.00 1.00 --------- East: Robert Ferrie Drive South 1L Left 172 4 1.00 1.00 1.00 North 6R Right 183 4 1.00 1.00 1.00 --------- South 4T Thru 893 18 1.00 1.00 1.00 East 7L Left 313 6 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 8T T 0 0 759 15 0 0 8R R 0 0 0 0 269 5 East: Robert Ferrie Drive 1L L 172 4 0 0 0 0 6R R 0 0 0 0 183 4 7L L 313 6 0 0 0 0 4T T 0 0 893 18 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/10/14 Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 8T T 0 0.0 774 2.0 0 0.0 8R R 0 0.0 0 0.0 274 2.0 --- East: Robert Ferrie Drive 1L L 176 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 187 2.0 --- 7L L 319 2.0 0 0.0 0 0.0 4T T 0 0.0 911 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018
Page 11 of 11 2011/10/14 Processed: October 14, 2011 2:04:18 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Strasburg Road BASE.sip 8000904, SNC-LAVALIN INC, SINGLE
HCM Unsignalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 4: New Dundee Road & Collector "A" Option 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 29 875 507 46 52 44 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 29 875 507 46 52 44 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 1 Upstream signal (m) px, platoon unblocked vc, conflicting volume 553 1002 254 vc1, stage 1 conf vol 507 vc2, stage 2 conf vol 496 vcu, unblocked vol 553 1002 254 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) 5.8 tf (s) 2.2 3.5 3.3 p0 queue free % 97 86 94 cm capacity (veh/h) 1013 364 746 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 SB 1 SB 2 Volume Total 321 583 254 254 46 52 44 Volume Left 29 0 0 0 0 52 0 Volume Right 0 0 0 0 46 0 44 csh 1013 1700 1700 1700 1700 364 746 Volume to Capacity 0.03 0.34 0.15 0.15 0.03 0.14 0.06 Queue Length 95th (m) 0.7 0.0 0.0 0.0 0.0 4.0 1.5 Control Delay (s) 1.1 0.0 0.0 0.0 0.0 16.5 10.1 Lane LOS A C B Approach Delay (s) 0.4 0.0 13.6 Approach LOS B Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 52.4% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 3
HCM Unsignalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 5: Rockcliffe Drive & Strasburg Road Option 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 188 59 22 872 562 60 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 188 59 22 872 562 60 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 4 Median type TWLTL Median storage veh) 1 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1042 281 622 vc1, stage 1 conf vol 562 vc2, stage 2 conf vol 480 vcu, unblocked vol 1042 281 622 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 47 92 98 cm capacity (veh/h) 357 722 969 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 247 22 436 436 281 281 60 Volume Left 188 22 0 0 0 0 0 Volume Right 59 0 0 0 0 0 60 csh 469 969 1700 1700 1700 1700 1700 Volume to Capacity 0.53 0.02 0.26 0.26 0.17 0.17 0.04 Queue Length 95th (m) 24.1 0.6 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 22.1 8.8 0.0 0.0 0.0 0.0 0.0 Lane LOS C A Approach Delay (s) 22.1 0.2 0.0 Approach LOS C Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 41.2% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 4
Queues Weekdays AM - Future Total Traffic 2018 15: New Dundee Road & Cameran Road Option 1 Lane Group EBT EBR WBL WBT NBL NBR ø2 Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3334 0 0 3536 1772 0 Flt Permitted 0.923 0.953 Satd. Flow (perm) 3334 0 0 3267 1772 0 Satd. Flow (RTOR) 284 1 Volume (vph) 898 566 10 541 341 5 Lane Group Flow (vph) 1464 0 0 551 346 0 Turn Type pm+pt Protected Phases 4 3 8 5 2 Permitted Phases 8 2 Total Split (s) 34.0 0.0 8.0 42.0 23.0 0.0 23.0 Act Effct Green (s) 26.1 26.1 19.2 Actuated g/c Ratio 0.49 0.49 0.36 v/c Ratio 0.82 0.35 0.54 Control Delay 13.8 8.8 18.7 Queue Delay 0.0 0.0 0.0 Total Delay 13.8 8.8 18.7 LOS B A B Approach Delay 13.8 8.8 18.7 Approach LOS B A B Queue Length 50th (m) 48.3 16.2 29.9 Queue Length 95th (m) 73.6 24.8 53.7 Internal Link Dist (m) 952.5 488.3 368.0 Turn Bay Length (m) 100.0 Base Capacity (vph) 1889 1910 638 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.78 0.29 0.54 Intersection Summary Cycle Length: 65 Actuated Cycle Length: 53.3 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.82 Intersection Signal Delay: 13.3 Intersection Capacity Utilization 68.8% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 15: New Dundee Road & Cameran Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 7
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 15: New Dundee Road & Cameran Road Option 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 Lane Util. Factor 0.95 0.95 1.00 Frt 0.94 1.00 1.00 Flt Protected 1.00 1.00 0.95 Satd. Flow (prot) 3334 3536 1772 Flt Permitted 1.00 0.92 0.95 Satd. Flow (perm) 3334 3273 1772 Volume (vph) 898 566 10 541 341 5 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 898 566 10 541 341 5 RTOR Reduction (vph) 145 0 0 0 1 0 Lane Group Flow (vph) 1319 0 0 551 345 0 Turn Type pm+pt Protected Phases 4 3 8 5 Permitted Phases 8 2 Actuated Green, G (s) 26.0 26.0 19.2 Effective Green, g (s) 26.0 26.0 19.2 Actuated g/c Ratio 0.49 0.49 0.36 Clearance Time (s) 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 Lane Grp Cap (vph) 1629 1600 640 v/s Ratio Prot c0.40 c0.19 v/s Ratio Perm 0.17 v/c Ratio 0.81 0.34 0.54 Uniform Delay, d1 11.5 8.4 13.5 Progression Factor 1.00 1.00 1.00 Incremental Delay, d2 3.1 0.1 0.9 Delay (s) 14.6 8.5 14.4 Level of Service B A B Approach Delay (s) 14.6 8.5 14.4 Approach LOS B A B Intersection Summary HCM Average Control Delay 13.1 HCM Level of Service B HCM Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 53.2 Sum of lost time (s) 8.0 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 8
HCM Unsignalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 17: Rush Meadow & Strasburg Road Option 1 Movement WBL WBR NET NER SWL SWT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 26 138 1039 20 31 596 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 26 138 1039 20 31 596 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1409 530 1059 vc1, stage 1 conf vol 1049 vc2, stage 2 conf vol 360 vcu, unblocked vol 1409 530 1059 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 91 72 95 cm capacity (veh/h) 278 494 653 Direction, Lane # WB 1 NE 1 NE 2 SW 1 SW 2 SW 3 Volume Total 164 693 366 31 298 298 Volume Left 26 0 0 31 0 0 Volume Right 138 0 20 0 0 0 csh 440 1700 1700 653 1700 1700 Volume to Capacity 0.37 0.41 0.22 0.05 0.18 0.18 Queue Length 95th (m) 13.6 0.0 0.0 1.2 0.0 0.0 Control Delay (s) 18.0 0.0 0.0 10.8 0.0 0.0 Lane LOS C B Approach Delay (s) 18.0 0.0 0.5 Approach LOS C Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 46.0% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 10
Queues Weekdays AM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1828 0 0 1840 1583 0 1848 0 1770 1827 0 Flt Permitted 0.904 0.884 0.996 0.286 Satd. Flow (perm) 0 1672 0 0 1647 1583 0 1842 0 533 1827 0 Satd. Flow (RTOR) 3 323 3 16 Volume (vph) 71 204 15 17 51 323 5 442 25 438 345 51 Lane Group Flow (vph) 0 290 0 0 68 323 0 472 0 438 396 0 Turn Type Perm Perm Perm Perm pm+pt Protected Phases 4 8 2 1 6 Permitted Phases 4 8 8 2 6 Total Split (s) 29.0 29.0 0.0 29.0 29.0 29.0 41.0 41.0 0.0 30.0 71.0 0.0 Act Effct Green (s) 22.2 22.2 22.2 46.7 67.1 67.1 Actuated g/c Ratio 0.23 0.23 0.23 0.48 0.69 0.69 v/c Ratio 0.76 0.18 0.53 0.53 0.76 0.31 Control Delay 48.0 31.1 7.0 22.5 16.9 6.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.0 31.1 7.0 22.5 16.9 6.9 LOS D C A C B A Approach Delay 48.0 11.2 22.5 12.2 Approach LOS D B C B Queue Length 50th (m) 53.2 10.9 0.0 65.6 34.5 28.5 Queue Length 95th (m) 83.2 22.4 21.2 114.4 58.7 43.4 Internal Link Dist (m) 538.0 1152.1 174.6 157.9 Turn Bay Length (m) 50.0 120.0 Base Capacity (vph) 420 412 638 886 636 1265 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.69 0.17 0.51 0.53 0.69 0.31 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 97.3 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.76 Intersection Signal Delay: 19.7 Intersection Capacity Utilization 81.6% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Splits and Phases: 22: New Dundee Road & Fischer-Hallman Rd. SNC Lavalin Synchro 6 Report 2011-10-20 Page 12
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 0.85 0.99 1.00 0.98 Flt Protected 0.99 0.99 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1827 1840 1583 1848 1770 1827 Flt Permitted 0.90 0.86 1.00 1.00 0.37 1.00 Satd. Flow (perm) 1668 1600 1583 1842 683 1827 Volume (vph) 71 204 15 17 51 323 5 442 25 438 345 51 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 71 204 15 17 51 323 5 442 25 438 345 51 RTOR Reduction (vph) 0 2 0 0 0 249 0 2 0 0 5 0 Lane Group Flow (vph) 0 288 0 0 68 74 0 470 0 438 391 0 Turn Type Perm Perm Perm Perm pm+pt Protected Phases 4 8 2 1 6 Permitted Phases 4 8 8 2 6 Actuated Green, G (s) 19.7 19.7 19.7 44.2 64.6 64.6 Effective Green, g (s) 22.2 22.2 22.2 46.7 67.1 67.1 Actuated g/c Ratio 0.23 0.23 0.23 0.48 0.69 0.69 Clearance Time (s) 6.5 6.5 6.5 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 381 365 361 884 654 1260 v/s Ratio Prot c0.11 0.21 v/s Ratio Perm c0.17 0.04 0.05 0.26 c0.35 v/c Ratio 0.76 0.19 0.20 0.53 0.67 0.31 Uniform Delay, d1 35.0 30.3 30.4 17.7 8.9 6.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 8.3 0.2 0.3 2.3 2.6 0.6 Delay (s) 43.3 30.5 30.7 20.0 11.5 6.6 Level of Service D C C B B A Approach Delay (s) 43.3 30.7 20.0 9.2 Approach LOS D C B A Intersection Summary HCM Average Control Delay 20.9 HCM Level of Service C HCM Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 97.3 Sum of lost time (s) 8.0 Intersection Capacity Utilization 81.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 13
Queues Weekdays AM - Future Total Traffic 2018 28: Battler Road & Huron Road Option 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 1863 0 1770 1863 1583 1770 3500 0 1770 3539 1583 Flt Permitted 0.683 0.730 0.408 0.074 Satd. Flow (perm) 1272 1863 0 1360 1863 1583 760 3500 0 138 3539 1583 Satd. Flow (RTOR) 262 12 66 Volume (vph) 41 41 0 182 97 262 5 1410 112 203 642 66 Lane Group Flow (vph) 41 41 0 182 97 262 5 1522 0 203 642 66 Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases 6 2 4 3 8 Permitted Phases 6 2 2 4 8 8 Total Split (s) 27.0 27.0 0.0 27.0 27.0 27.0 54.0 54.0 0.0 19.0 73.0 73.0 Act Effct Green (s) 18.0 18.0 18.8 18.8 18.8 54.0 54.0 69.1 69.1 69.1 Actuated g/c Ratio 0.18 0.18 0.20 0.20 0.20 0.56 0.56 0.72 0.72 0.72 v/c Ratio 0.18 0.12 0.68 0.27 0.50 0.01 0.77 0.70 0.25 0.06 Control Delay 33.2 31.8 49.4 34.2 7.8 12.4 21.1 31.6 5.3 1.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 33.2 31.8 49.4 34.2 7.8 12.4 21.1 31.6 5.3 1.4 LOS C C D C A B C C A A Approach Delay 32.5 26.5 21.1 10.9 Approach LOS C C C B Queue Length 50th (m) 6.7 6.6 33.2 16.2 0.0 0.4 117.3 20.6 20.2 0.0 Queue Length 95th (m) 16.0 15.6 56.7 30.5 20.1 2.4 172.0 45.9 30.3 3.8 Internal Link Dist (m) 186.5 122.1 575.4 302.8 Turn Bay Length (m) 35.0 30.0 30.0 40.0 90.0 90.0 Base Capacity (vph) 285 416 313 428 566 428 1975 341 2550 1159 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.10 0.58 0.23 0.46 0.01 0.77 0.60 0.25 0.06 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 95.9 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.77 Intersection Signal Delay: 19.3 Intersection Capacity Utilization 80.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Splits and Phases: 28: Battler Road & Huron Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 14
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 28: Battler Road & Huron Road Option 1 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1770 1863 1583 1770 3500 1770 3539 1583 Flt Permitted 0.68 1.00 0.73 1.00 1.00 0.41 1.00 0.07 1.00 1.00 Satd. Flow (perm) 1266 1863 1360 1863 1583 760 3500 133 3539 1583 Volume (vph) 41 41 0 182 97 262 5 1410 112 203 642 66 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 41 41 0 182 97 262 5 1410 112 203 642 66 RTOR Reduction (vph) 0 0 0 0 0 211 0 5 0 0 0 18 Lane Group Flow (vph) 41 41 0 182 97 51 5 1517 0 203 642 48 Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases 6 2 4 3 8 Permitted Phases 6 2 2 4 8 8 Actuated Green, G (s) 16.8 16.8 16.8 16.8 16.8 52.0 52.0 67.1 67.1 67.1 Effective Green, g (s) 18.8 18.8 18.8 18.8 18.8 54.0 54.0 69.1 69.1 69.1 Actuated g/c Ratio 0.20 0.20 0.20 0.20 0.20 0.56 0.56 0.72 0.72 0.72 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 248 365 267 365 310 428 1971 285 2550 1141 v/s Ratio Prot 0.02 0.05 c0.43 c0.08 0.18 v/s Ratio Perm 0.03 c0.13 0.03 0.01 0.43 0.03 v/c Ratio 0.17 0.11 0.68 0.27 0.17 0.01 0.77 0.71 0.25 0.04 Uniform Delay, d1 32.0 31.7 35.8 32.7 32.0 9.2 16.2 23.5 4.6 3.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.1 7.0 0.4 0.3 0.0 3.0 8.1 0.2 0.1 Delay (s) 32.3 31.8 42.8 33.1 32.3 9.3 19.1 31.7 4.8 3.9 Level of Service C C D C C A B C A A Approach Delay (s) 32.1 36.0 19.1 10.7 Approach LOS C D B B Intersection Summary HCM Average Control Delay 19.9 HCM Level of Service B HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 95.9 Sum of lost time (s) 12.0 Intersection Capacity Utilization 80.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 15
Queues Weekdays AM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 0 0 3479 0 0 0 1611 1770 0 1583 Flt Permitted 0.223 0.950 Satd. Flow (perm) 415 3539 0 0 3479 0 0 0 1611 1770 0 1583 Satd. Flow (RTOR) 29 371 15 Volume (vph) 31 1682 0 0 901 112 0 0 466 15 0 15 Lane Group Flow (vph) 31 1682 0 0 1013 0 0 0 466 15 0 15 Turn Type Perm Freecustom custom Protected Phases 4 8 Permitted Phases 4 Free 6 6 Total Split (s) 51.0 51.0 0.0 0.0 51.0 0.0 0.0 0.0 0.0 29.0 0.0 29.0 Act Effct Green (s) 40.4 40.4 40.4 73.7 25.2 25.2 Actuated g/c Ratio 0.55 0.55 0.55 1.00 0.34 0.34 v/c Ratio 0.14 0.87 0.53 0.29 0.02 0.03 Control Delay 9.3 19.9 11.1 0.5 19.1 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.3 19.9 11.1 0.5 19.1 9.9 LOS A B B A B A Approach Delay 19.7 11.1 Approach LOS B B Queue Length 50th (m) 2.0 101.2 43.6 0.0 1.6 0.0 Queue Length 95th (m) 6.2 132.9 58.2 0.0 5.9 4.1 Internal Link Dist (m) 302.8 181.7 189.6 138.9 Turn Bay Length (m) 35.0 35.0 Base Capacity (vph) 244 2079 2056 1611 606 552 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.81 0.49 0.29 0.02 0.03 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 73.7 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.87 Intersection Signal Delay: 14.1 Intersection Capacity Utilization 56.5% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service B Splits and Phases: 30: Huron Road & Trillium Dr SNC Lavalin Synchro 6 Report 2011-10-20 Page 16
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 0.98 0.86 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 3481 1611 1770 1583 Flt Permitted 0.21 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 397 3539 3481 1611 1770 1583 Volume (vph) 31 1682 0 0 901 112 0 0 466 15 0 15 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 31 1682 0 0 901 112 0 0 466 15 0 15 RTOR Reduction (vph) 0 0 0 0 13 0 0 0 0 0 0 10 Lane Group Flow (vph) 31 1682 0 0 1000 0 0 0 466 15 0 5 Turn Type Perm Freecustom custom Protected Phases 4 8 Permitted Phases 4 Free 6 6 Actuated Green, G (s) 40.4 40.4 40.4 73.6 25.2 25.2 Effective Green, g (s) 40.4 40.4 40.4 73.6 25.2 25.2 Actuated g/c Ratio 0.55 0.55 0.55 1.00 0.34 0.34 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 218 1943 1911 1611 606 542 v/s Ratio Prot c0.48 0.29 v/s Ratio Perm 0.08 c0.29 0.01 0.00 v/c Ratio 0.14 0.87 0.52 0.29 0.02 0.01 Uniform Delay, d1 8.1 14.3 10.5 0.0 16.1 16.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 4.3 0.3 0.5 0.1 0.0 Delay (s) 8.4 18.6 10.8 0.5 16.1 16.0 Level of Service A B B A B B Approach Delay (s) 18.4 10.8 0.5 16.1 Approach LOS B B A B Intersection Summary HCM Average Control Delay 13.4 HCM Level of Service B HCM Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 73.6 Sum of lost time (s) 4.0 Intersection Capacity Utilization 56.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 17
Queues Weekdays AM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3433 5085 1583 1770 5085 1583 1770 3451 0 3433 3267 0 Flt Permitted 0.950 0.089 0.368 0.950 Satd. Flow (perm) 3433 5085 1583 166 5085 1583 685 3451 0 3433 3267 0 Satd. Flow (RTOR) 188 324 17 150 Volume (vph) 497 1617 194 50 1501 763 508 489 96 353 144 150 Lane Group Flow (vph) 497 1617 194 50 1501 763 508 585 0 353 294 0 Turn Type Prot Perm pm+pt Perm pm+pt Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 Total Split (s) 22.0 61.0 61.0 10.0 49.0 49.0 31.0 39.0 0.0 20.0 28.0 0.0 Act Effct Green (s) 18.0 59.0 59.0 50.9 45.0 45.0 55.0 35.0 16.0 24.0 Actuated g/c Ratio 0.14 0.45 0.45 0.39 0.35 0.35 0.42 0.27 0.12 0.18 v/c Ratio 1.05 0.70 0.24 0.37 0.85 1.00 0.99 0.62 0.83 0.41 Control Delay 107.4 30.9 4.0 25.3 45.2 58.4 68.9 43.8 73.3 24.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 107.4 30.9 4.0 25.3 45.2 58.4 68.9 43.8 73.3 24.2 LOS F C A C D E E D E C Approach Delay 45.1 49.1 55.5 51.0 Approach LOS D D E D Queue Length 50th (m) ~74.8 129.3 0.9 6.5 136.9 ~142.4 109.3 71.1 48.6 17.6 Queue Length 95th (m)#110.7 147.9 15.2 13.4 157.3 #232.5 #167.6 91.5 #72.9 31.8 Internal Link Dist (m) 281.9 644.4 102.4 150.4 Turn Bay Length (m) 85.0 85.0 125.0 200.0 25.0 40.0 Base Capacity (vph) 475 2308 821 137 1760 760 515 942 423 725 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.05 0.70 0.24 0.36 0.85 1.00 0.99 0.62 0.83 0.41 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.05 Intersection Signal Delay: 49.0 Intersection LOS: D ICU Level of Service F Intersection Capacity Utilization 93.5% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. SNC Lavalin Synchro 6 Report 2011-10-20 Page 18
Queues Weekdays AM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Option 1 Splits and Phases: 35: Homer Watson & Manitou Drive SNC Lavalin Synchro 6 Report 2011-10-20 Page 19
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3433 5085 1583 1770 5085 1583 1770 3452 3433 3268 Flt Permitted 0.95 1.00 1.00 0.09 1.00 1.00 0.37 1.00 0.95 1.00 Satd. Flow (perm) 3433 5085 1583 163 5085 1583 683 3452 3433 3268 Volume (vph) 497 1617 194 50 1501 763 508 489 96 353 144 150 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 497 1617 194 50 1501 763 508 489 96 353 144 150 RTOR Reduction (vph) 0 0 103 0 0 211 0 12 0 0 122 0 Lane Group Flow (vph) 497 1617 91 50 1501 552 508 573 0 353 172 0 Turn Type Prot Perm pm+pt Perm pm+pt Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 Actuated Green, G (s) 18.0 56.4 56.4 48.0 43.2 43.2 51.8 31.8 14.0 20.8 Effective Green, g (s) 18.0 59.0 59.0 50.6 45.8 45.8 55.0 35.0 16.0 24.0 Actuated g/c Ratio 0.14 0.45 0.45 0.39 0.35 0.35 0.42 0.27 0.12 0.18 Clearance Time (s) 4.0 6.6 6.6 4.0 6.6 6.6 4.0 7.2 6.0 7.2 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 472 2294 714 122 1781 554 512 924 420 600 v/s Ratio Prot c0.14 0.32 0.02 0.30 c0.21 0.17 0.10 0.05 v/s Ratio Perm 0.06 0.14 c0.35 c0.21 v/c Ratio 1.05 0.70 0.13 0.41 0.84 1.00 0.99 0.62 0.84 0.29 Uniform Delay, d1 56.4 28.9 20.9 26.8 39.2 42.4 33.0 42.1 56.2 46.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 56.1 1.0 0.1 2.2 3.8 37.3 37.6 3.1 14.0 1.2 Delay (s) 112.5 29.9 21.0 29.1 43.0 79.7 70.6 45.2 70.2 47.2 Level of Service F C C C D E E D E D Approach Delay (s) 46.9 54.8 57.0 59.8 Approach LOS D D E E Intersection Summary HCM Average Control Delay 52.8 HCM Level of Service D HCM Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 130.8 Sum of lost time (s) 12.0 Intersection Capacity Utilization 93.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 20
Queues Weekdays AM - Future Total Traffic 2018 38: Homer Watson Blvd. & Doon South Dr. Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1863 3539 1583 1770 3539 0 3433 1583 0 0 1863 1863 Flt Permitted 0.060 0.950 Satd. Flow (perm) 1863 3539 1583 112 3539 0 3433 1583 0 0 1863 1863 Satd. Flow (RTOR) 40 132 Volume (vph) 0 1982 139 70 1488 0 420 0 523 0 0 0 Lane Group Flow (vph) 0 1982 139 70 1488 0 420 523 0 0 0 0 Turn Type Perm Perm pm+pt Split Split Perm Protected Phases 6 5 2 4 4 8 8 Permitted Phases 6 6 2 8 Total Split (s) 67.0 67.0 67.0 8.5 75.5 0.0 33.9 33.9 0.0 10.6 10.6 10.6 Act Effct Green (s) 64.7 64.7 71.6 71.5 29.9 29.9 Actuated g/c Ratio 0.59 0.59 0.64 0.65 0.27 0.27 v/c Ratio 0.95 0.15 0.50 0.64 0.45 0.99 Control Delay 32.6 7.9 22.0 13.0 34.8 67.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 32.6 7.9 22.0 13.0 34.8 67.1 LOS C A C B C E Approach Delay 31.0 13.4 52.7 Approach LOS C B D Queue Length 50th (m) 212.9 9.5 5.2 95.7 40.3 92.9 Queue Length 95th (m) #281.9 18.8 13.8 117.6 55.4 #165.7 Internal Link Dist (m) 1032.5 337.2 187.0 90.1 Turn Bay Length (m) 30.0 90.0 60.0 Base Capacity (vph) 2093 953 139 2313 938 529 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.95 0.15 0.50 0.64 0.45 0.99 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 109.4 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.99 Intersection Signal Delay: 29.5 Intersection LOS: C ICU Level of Service F Intersection Capacity Utilization 97.2% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 38: Homer Watson Blvd. & Doon South Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 21
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 38: Homer Watson Blvd. & Doon South Dr. Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3539 1583 1770 3539 3433 1583 Flt Permitted 1.00 1.00 0.06 1.00 0.95 1.00 Satd. Flow (perm) 3539 1583 108 3539 3433 1583 Volume (vph) 0 1982 139 70 1488 0 420 0 523 0 0 0 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1982 139 70 1488 0 420 0 523 0 0 0 RTOR Reduction (vph) 0 0 17 0 0 0 0 96 0 0 0 0 Lane Group Flow (vph) 0 1982 122 70 1488 0 420 427 0 0 0 0 Turn Type Perm Perm pm+pt Split Split Perm Protected Phases 6 5 2 4 4 8 8 Permitted Phases 6 6 2 8 Actuated Green, G (s) 62.3 62.3 70.0 70.0 27.3 27.3 Effective Green, g (s) 64.7 64.7 72.4 72.4 29.9 29.9 Actuated g/c Ratio 0.59 0.59 0.66 0.66 0.27 0.27 Clearance Time (s) 6.4 6.4 4.5 6.4 6.6 6.6 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2076 929 127 2323 931 429 v/s Ratio Prot c0.56 0.02 c0.42 0.12 c0.27 v/s Ratio Perm 0.08 0.34 v/c Ratio 0.95 0.13 0.55 0.64 0.45 0.99 Uniform Delay, d1 21.4 10.2 25.7 11.2 33.4 40.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.6 0.3 5.1 1.4 0.3 41.8 Delay (s) 33.1 10.5 30.8 12.6 33.7 82.0 Level of Service C B C B C F Approach Delay (s) 31.6 13.4 60.5 0.0 Approach LOS C B E A Intersection Summary HCM Average Control Delay 31.4 HCM Level of Service C HCM Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 110.3 Sum of lost time (s) 12.0 Intersection Capacity Utilization 97.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 22
Queues Weekdays AM - Future Total Traffic 2018 39: Pioneer Drive & Manitou Drive Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 1779 0 0 1855 1583 0 1816 1583 1770 1863 1583 Flt Permitted 0.311 0.961 0.803 0.495 Satd. Flow (perm) 579 1779 0 0 1790 1583 0 1496 1583 922 1863 1583 Satd. Flow (RTOR) 29 5 84 126 Volume (vph) 166 191 82 34 422 10 163 156 84 10 80 126 Lane Group Flow (vph) 166 273 0 0 456 10 0 319 84 10 80 126 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 8 2 2 6 6 Total Split (s) 41.0 41.0 0.0 41.0 41.0 41.0 49.0 49.0 49.0 49.0 49.0 49.0 Act Effct Green (s) 21.6 21.6 21.5 21.5 17.9 17.9 17.7 17.7 17.7 Actuated g/c Ratio 0.45 0.45 0.45 0.45 0.37 0.37 0.37 0.37 0.37 v/c Ratio 0.64 0.33 0.57 0.01 0.57 0.13 0.03 0.12 0.19 Control Delay 24.8 9.5 13.4 7.2 18.4 4.3 12.9 12.8 4.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.8 9.5 13.4 7.2 18.4 4.3 12.9 12.8 4.0 LOS C A B A B A B B A Approach Delay 15.3 13.3 15.5 7.6 Approach LOS B B B A Queue Length 50th (m) 9.6 11.7 25.4 0.3 20.8 0.0 0.5 4.3 0.0 Queue Length 95th (m) 39.7 36.0 70.4 2.7 59.5 7.8 3.7 15.5 9.4 Internal Link Dist (m) 113.8 133.7 104.3 295.5 Turn Bay Length (m) 25.0 20.0 30.0 30.0 Base Capacity (vph) 348 1080 1075 953 921 1007 567 1147 1023 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.48 0.25 0.42 0.01 0.35 0.08 0.02 0.07 0.12 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 45.5 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.64 Intersection Signal Delay: 13.7 Intersection Capacity Utilization 73.0% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Splits and Phases: 39: Pioneer Drive & Manitou Drive SNC Lavalin Synchro 6 Report 2011-10-20 Page 23
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 39: Pioneer Drive & Manitou Drive Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.98 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1779 1856 1583 1816 1583 1770 1863 1583 Flt Permitted 0.40 1.00 0.96 1.00 0.80 1.00 0.51 1.00 1.00 Satd. Flow (perm) 743 1779 1790 1583 1485 1583 945 1863 1583 Volume (vph) 166 191 82 34 422 10 163 156 84 10 80 126 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 166 191 82 34 422 10 163 156 84 10 80 126 RTOR Reduction (vph) 0 16 0 0 0 3 0 0 54 0 0 81 Lane Group Flow (vph) 166 257 0 0 456 7 0 319 30 10 80 45 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 8 2 2 6 6 Actuated Green, G (s) 15.5 15.5 15.5 15.5 12.2 12.2 12.2 12.2 12.2 Effective Green, g (s) 17.5 17.5 17.5 17.5 14.2 14.2 14.2 14.2 14.2 Actuated g/c Ratio 0.44 0.44 0.44 0.44 0.36 0.36 0.36 0.36 0.36 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 328 784 789 698 531 566 338 666 566 v/s Ratio Prot 0.14 0.04 v/s Ratio Perm 0.22 c0.25 0.00 c0.21 0.02 0.01 0.03 v/c Ratio 0.51 0.33 0.58 0.01 0.60 0.05 0.03 0.12 0.08 Uniform Delay, d1 8.0 7.3 8.3 6.2 10.4 8.3 8.3 8.6 8.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 0.2 1.0 0.0 1.9 0.0 0.0 0.1 0.1 Delay (s) 9.2 7.5 9.4 6.2 12.3 8.4 8.3 8.6 8.5 Level of Service A A A A B A A A A Approach Delay (s) 8.2 9.3 11.5 8.5 Approach LOS A A B A Intersection Summary HCM Average Control Delay 9.4 HCM Level of Service A HCM Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 39.7 Sum of lost time (s) 8.0 Intersection Capacity Utilization 73.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 24
Queues Weekdays AM - Future Total Traffic 2018 45: Homer Watson & Pioneer Dr. Option 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1593 3539 1583 1681 1702 1583 1770 1706 0 Flt Permitted 0.056 0.053 0.301 0.306 0.601 Satd. Flow (perm) 104 3539 1583 89 3539 1583 533 541 1583 1120 1706 0 Satd. Flow (RTOR) 47 18 193 43 Volume (vph) 26 1724 139 111 1797 36 384 51 234 102 92 117 Lane Group Flow (vph) 26 1724 139 111 1797 36 192 243 234 102 209 0 Turn Type pm+pt Free pm+pt Perm pm+pt Free Perm Protected Phases 1 6 5 2 7 4 8 Permitted Phases 6 Free 2 2 4 Free 8 Total Split (s) 8.0 76.0 0.0 12.0 80.0 80.0 15.0 42.0 0.0 27.0 27.0 0.0 Act Effct Green (s) 76.1 72.0 129.9 83.9 79.1 79.1 38.0 38.0 129.9 23.0 23.0 Actuated g/c Ratio 0.57 0.55 1.00 0.65 0.61 0.61 0.29 0.29 1.00 0.18 0.18 v/c Ratio 0.24 0.88 0.09 0.74 0.83 0.04 0.76 0.95 0.15 0.52 0.62 Control Delay 14.0 31.7 0.1 52.9 25.3 7.1 57.7 85.6 0.2 58.8 47.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.0 31.7 0.1 52.9 25.3 7.1 57.7 85.6 0.2 58.8 47.9 LOS B C A D C A E F A E D Approach Delay 29.1 26.6 47.7 51.5 Approach LOS C C D D Queue Length 50th (m) 2.4 204.5 0.0 14.6 205.0 2.0 43.6 57.0 0.0 25.2 41.8 Queue Length 95th (m) 5.8 242.6 0.0 #45.2 243.4 6.8 #77.4 #115.2 0.0 45.0 69.6 Internal Link Dist (m) 746.9 1032.5 188.6 147.6 Turn Bay Length (m) 70.0 90.0 50.0 40.0 50.0 20.0 Base Capacity (vph) 110 1962 1583 150 2155 971 253 256 1583 198 337 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.24 0.88 0.09 0.74 0.83 0.04 0.76 0.95 0.15 0.52 0.62 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 129.9 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.95 Intersection Signal Delay: 32.1 Intersection LOS: C ICU Level of Service F Intersection Capacity Utilization 91.1% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 45: Homer Watson & Pioneer Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 25
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 45: Homer Watson & Pioneer Dr. Option 1 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.96 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1583 1593 3539 1583 1681 1702 1583 1770 1706 Flt Permitted 0.05 1.00 1.00 0.05 1.00 1.00 0.30 0.30 1.00 0.60 1.00 Satd. Flow (perm) 101 3539 1583 86 3539 1583 524 534 1583 1119 1706 Volume (vph) 26 1724 139 111 1797 36 384 51 234 102 92 117 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 26 1724 139 111 1797 36 384 51 234 102 92 117 RTOR Reduction (vph) 0 0 0 0 0 7 0 0 0 0 35 0 Lane Group Flow (vph) 26 1724 139 111 1797 29 192 243 234 102 174 0 Parking (#/hr) 0 Turn Type pm+pt Free pm+pt Perm pm+pt Free Perm Protected Phases 1 6 5 2 7 4 8 Permitted Phases 6 Free 2 2 4 Free 8 Actuated Green, G (s) 73.6 71.2 131.5 83.1 76.7 76.7 36.0 36.0 131.5 21.0 21.0 Effective Green, g (s) 76.0 73.6 131.5 85.5 79.1 79.1 38.0 38.0 131.5 23.0 23.0 Actuated g/c Ratio 0.58 0.56 1.00 0.65 0.60 0.60 0.29 0.29 1.00 0.17 0.17 Clearance Time (s) 4.0 6.4 4.0 6.4 6.4 4.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 89 1981 1583 146 2129 952 248 252 1583 196 298 v/s Ratio Prot 0.01 0.49 c0.05 c0.51 0.06 c0.08 0.10 v/s Ratio Perm 0.16 0.09 0.45 0.02 0.16 c0.20 0.15 0.09 v/c Ratio 0.29 0.87 0.09 0.76 0.84 0.03 0.77 0.96 0.15 0.52 0.58 Uniform Delay, d1 21.7 24.9 0.0 33.8 21.2 10.6 39.6 46.1 0.0 49.2 49.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.8 5.6 0.1 20.5 4.3 0.1 14.0 46.4 0.2 2.5 2.9 Delay (s) 23.5 30.4 0.1 54.3 25.5 10.7 53.5 92.5 0.2 51.7 52.7 Level of Service C C A D C B D F A D D Approach Delay (s) 28.1 26.9 49.0 52.4 Approach LOS C C D D Intersection Summary HCM Average Control Delay 32.1 HCM Level of Service C HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 131.5 Sum of lost time (s) 8.0 Intersection Capacity Utilization 91.1% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 26
Queues Weekdays AM - Future Total Traffic 2018 50: Homer Watson Blvd. & Conestoga College Blvd Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3433 3539 1583 1770 5085 1583 1770 3422 0 1770 3539 1583 Flt Permitted 0.950 0.082 0.736 0.554 Satd. Flow (perm) 3433 3539 1583 153 5085 1583 1371 3422 0 1032 3539 1583 Satd. Flow (RTOR) 46 451 26 97 Volume (vph) 423 2011 46 92 1339 546 92 163 46 138 31 97 Lane Group Flow (vph) 423 2011 46 92 1339 546 92 209 0 138 31 97 Turn Type Prot Perm pm+pt Free pm+pt pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Free 2 6 6 Total Split (s) 31.0 75.0 75.0 9.0 53.0 0.0 10.0 26.0 0.0 10.0 26.0 26.0 Act Effct Green (s) 27.0 71.0 71.0 54.0 49.0 111.3 19.4 13.3 20.1 15.4 15.4 Actuated g/c Ratio 0.24 0.64 0.64 0.49 0.44 1.00 0.17 0.12 0.18 0.14 0.14 v/c Ratio 0.51 0.89 0.04 0.63 0.60 0.34 0.36 0.48 0.61 0.06 0.32 Control Delay 39.3 23.8 2.6 38.7 25.3 0.6 41.6 43.8 51.3 43.3 11.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.3 23.8 2.6 38.7 25.3 0.6 41.6 43.8 51.3 43.3 11.9 LOS D C A D C A D D D D B Approach Delay 26.0 19.1 43.1 36.0 Approach LOS C B D D Queue Length 50th (m) 43.2 186.8 0.0 5.5 83.3 0.0 17.7 20.7 27.3 3.3 0.0 Queue Length 95th (m) 61.6 252.5 4.5 #28.3 104.5 0.0 32.5 33.1 46.0 8.1 15.4 Internal Link Dist (m) 462.5 206.3 212.5 279.2 Turn Bay Length (m) 175.0 190.0 75.0 100.0 55.0 Base Capacity (vph) 833 2258 1026 147 2239 1583 255 649 226 661 374 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.89 0.04 0.63 0.60 0.34 0.36 0.32 0.61 0.05 0.26 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 111.3 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.89 Intersection Signal Delay: 24.9 Intersection LOS: C ICU Level of Service E Intersection Capacity Utilization 87.6% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 50: Homer Watson Blvd. & Conestoga College Blvd SNC Lavalin Synchro 6 Report 2011-10-20 Page 27
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 50: Homer Watson Blvd. & Conestoga College Blvd Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.91 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 5085 1583 1770 3422 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.08 1.00 1.00 0.74 1.00 0.48 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 152 5085 1583 1371 3422 888 3539 1583 Volume (vph) 423 2011 46 92 1339 546 92 163 46 138 31 97 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 423 2011 46 92 1339 546 92 163 46 138 31 97 RTOR Reduction (vph) 0 0 17 0 0 0 0 23 0 0 0 84 Lane Group Flow (vph) 423 2011 29 92 1339 546 92 186 0 138 31 13 Turn Type Prot Perm pm+pt Free pm+pt pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Free 2 6 6 Actuated Green, G (s) 25.0 69.0 69.0 51.7 46.7 112.2 17.0 12.2 19.4 13.4 13.4 Effective Green, g (s) 27.0 71.0 71.0 54.0 49.0 112.2 19.0 14.2 21.4 15.4 15.4 Actuated g/c Ratio 0.24 0.63 0.63 0.48 0.44 1.00 0.17 0.13 0.19 0.14 0.14 Clearance Time (s) 6.0 6.0 6.0 4.0 6.3 4.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 826 2239 1002 145 2221 1583 249 433 217 486 217 v/s Ratio Prot c0.12 c0.57 0.03 0.26 0.02 0.05 c0.03 0.01 v/s Ratio Perm 0.02 0.28 c0.34 0.05 c0.09 0.01 v/c Ratio 0.51 0.90 0.03 0.63 0.60 0.34 0.37 0.43 0.64 0.06 0.06 Uniform Delay, d1 36.9 17.5 7.7 21.9 24.2 0.0 40.8 45.3 40.7 42.1 42.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 6.2 0.1 19.3 1.2 0.6 0.9 0.7 6.0 0.1 0.1 Delay (s) 39.2 23.8 7.8 41.2 25.4 0.6 41.8 46.0 46.7 42.2 42.2 Level of Service D C A D C A D D D D D Approach Delay (s) 26.1 19.3 44.7 44.5 Approach LOS C B D D Intersection Summary HCM Average Control Delay 25.5 HCM Level of Service C HCM Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 112.2 Sum of lost time (s) 12.0 Intersection Capacity Utilization 87.6% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 28
Queues Weekdays AM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 5085 1583 1770 5085 1583 1770 0 1583 1593 3539 1583 Flt Permitted 0.082 0.563 0.950 Satd. Flow (perm) 0 5085 1583 153 5085 1583 1049 0 1583 1593 3539 1583 Satd. Flow (RTOR) 2 10 412 425 Volume (vph) 0 1854 5 304 944 10 36 0 919 97 259 992 Lane Group Flow (vph) 0 1854 5 304 944 10 36 0 919 97 259 992 Turn Type Perm pm+pt Perm custom Free Perm Free Protected Phases 4 3 8 6 Permitted Phases 4 8 8 2 Free 6 Free Total Split (s) 0.0 49.0 49.0 15.0 64.0 64.0 36.0 0.0 0.0 36.0 36.0 0.0 Act Effct Green (s) 45.0 45.0 60.1 60.1 60.1 14.0 82.1 14.0 14.0 82.1 Actuated g/c Ratio 0.55 0.55 0.73 0.73 0.73 0.17 1.00 0.17 0.17 1.00 v/c Ratio 0.66 0.01 0.92 0.25 0.01 0.20 0.58 0.36 0.43 0.63 Control Delay 14.9 8.0 56.3 4.0 2.0 31.8 1.6 33.8 32.6 1.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.9 8.0 56.3 4.0 2.0 31.8 1.6 33.8 32.6 1.9 LOS B A E A A C A C C A Approach Delay 14.9 16.6 10.1 Approach LOS B B B Queue Length 50th (m) 73.7 0.2 33.0 15.1 0.0 5.1 0.0 14.2 20.2 0.0 Queue Length 95th (m) 99.2 1.9 #87.1 23.5 1.3 13.6 0.0 28.3 31.6 0.0 Internal Link Dist (m) 177.1 131.0 125.5 141.5 Turn Bay Length (m) 30.0 90.0 60.0 30.0 Base Capacity (vph) 2790 870 329 3720 1161 336 1583 510 1132 1583 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.66 0.01 0.92 0.25 0.01 0.11 0.58 0.19 0.23 0.63 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 82.1 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.92 Intersection Signal Delay: 12.0 Intersection LOS: B ICU Level of Service D Intersection Capacity Utilization 76.5% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 53: Homer Watson Blvd. & New Dundee Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 29
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 1.00 0.91 1.00 1.00 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 5085 1583 1770 5085 1583 1770 1583 1593 3539 1583 Flt Permitted 1.00 1.00 0.08 1.00 1.00 0.53 1.00 0.95 1.00 1.00 Satd. Flow (perm) 5085 1583 152 5085 1583 978 1583 1593 3539 1583 Volume (vph) 0 1854 5 304 944 10 36 0 919 97 259 992 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1854 5 304 944 10 36 0 919 97 259 992 RTOR Reduction (vph) 0 0 1 0 0 3 0 0 0 0 0 0 Lane Group Flow (vph) 0 1854 4 304 944 7 36 0 919 97 259 992 Parking (#/hr) 0 Turn Type Perm pm+pt Perm custom Free Perm Free Protected Phases 4 3 8 6 Permitted Phases 4 8 8 2 Free 6 Free Actuated Green, G (s) 41.8 41.8 56.8 56.8 56.8 11.2 82.0 11.2 11.2 82.0 Effective Green, g (s) 45.0 45.0 60.0 60.0 60.0 14.0 82.0 14.0 14.0 82.0 Actuated g/c Ratio 0.55 0.55 0.73 0.73 0.73 0.17 1.00 0.17 0.17 1.00 Clearance Time (s) 7.2 7.2 4.0 7.2 7.2 6.8 6.8 6.8 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2791 869 328 3721 1158 167 1583 272 604 1583 v/s Ratio Prot 0.36 c0.12 0.19 0.07 v/s Ratio Perm 0.00 c0.55 0.00 0.04 0.58 0.06 c0.63 v/c Ratio 0.66 0.00 0.93 0.25 0.01 0.22 0.58 0.36 0.43 0.63 Uniform Delay, d1 13.1 8.4 22.9 3.6 3.0 29.3 0.0 30.0 30.4 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.0 31.1 0.2 0.0 0.7 1.6 0.8 0.5 1.9 Delay (s) 14.4 8.4 54.1 3.8 3.0 29.9 1.6 30.8 30.9 1.9 Level of Service B A D A A C A C C A Approach Delay (s) 14.4 15.9 2.6 9.5 Approach LOS B B A A Intersection Summary HCM Average Control Delay 11.5 HCM Level of Service B HCM Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 82.0 Sum of lost time (s) 4.0 Intersection Capacity Utilization 76.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 30
HCM Unsignalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 55: ConesToga College & New Dundee Rd. Option 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 57 105 243 913 507 56 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 57 105 243 913 507 56 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) 149 px, platoon unblocked 0.96 0.96 0.96 vc, conflicting volume 1450 254 563 vc1, stage 1 conf vol 507 vc2, stage 2 conf vol 942 vcu, unblocked vol 1429 188 509 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 76 87 76 cm capacity (veh/h) 239 792 1014 Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 57 105 243 456 456 254 254 56 Volume Left 57 0 243 0 0 0 0 0 Volume Right 0 105 0 0 0 0 0 56 csh 239 792 1014 1700 1700 1700 1700 1700 Volume to Capacity 0.24 0.13 0.24 0.27 0.27 0.15 0.15 0.03 Queue Length 95th (m) 7.2 3.6 7.5 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 24.7 10.2 9.7 0.0 0.0 0.0 0.0 0.0 Lane LOS C B A Approach Delay (s) 15.3 2.0 0.0 Approach LOS C Intersection Summary Average Delay 2.6 Intersection Capacity Utilization 40.8% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 31
Queues Weekdays AM - Future Total Traffic 2018 57: New Dundee Rd & Thomas Slee Dr. Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1863 1863 3539 1583 1863 1863 0 1770 1583 0 Flt Permitted 0.437 0.757 Satd. Flow (perm) 814 3539 1863 1863 3539 1583 1863 1863 0 1410 1583 0 Satd. Flow (RTOR) 51 389 Volume (vph) 44 1078 0 0 550 51 0 0 0 93 0 69 Lane Group Flow (vph) 44 1078 0 0 550 51 0 0 0 93 69 0 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 8 2 6 Total Split (s) 66.0 66.0 66.0 66.0 66.0 66.0 24.0 24.0 0.0 24.0 24.0 0.0 Act Effct Green (s) 74.8 74.8 74.8 74.8 13.7 13.7 Actuated g/c Ratio 0.80 0.80 0.80 0.80 0.14 0.14 v/c Ratio 0.07 0.38 0.19 0.04 0.47 0.12 Control Delay 3.7 4.1 3.3 1.2 39.3 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.7 4.1 3.3 1.2 39.3 0.4 LOS A A A A D A Approach Delay 4.1 3.1 22.8 Approach LOS A A C Queue Length 50th (m) 1.5 26.9 11.3 0.0 14.6 0.0 Queue Length 95th (m) 5.2 46.5 20.8 2.8 28.6 0.0 Internal Link Dist (m) 135.0 512.2 179.3 137.8 Turn Bay Length (m) 30.0 30.0 Base Capacity (vph) 649 2822 2822 1273 282 627 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.38 0.19 0.04 0.33 0.11 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 93.8 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.47 Intersection Signal Delay: 5.4 Intersection Capacity Utilization 48.3% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 57: New Dundee Rd & Thomas Slee Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 32
HCM Signalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 57: New Dundee Rd & Thomas Slee Dr. Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 3539 1583 1770 1583 Flt Permitted 0.45 1.00 1.00 1.00 0.76 1.00 Satd. Flow (perm) 831 3539 3539 1583 1410 1583 Volume (vph) 44 1078 0 0 550 51 0 0 0 93 0 69 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 44 1078 0 0 550 51 0 0 0 93 0 69 RTOR Reduction (vph) 0 0 0 0 0 11 0 0 0 0 60 0 Lane Group Flow (vph) 44 1078 0 0 550 40 0 0 0 93 9 0 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 72.2 72.2 72.2 72.2 10.4 10.4 Effective Green, g (s) 74.2 74.2 74.2 74.2 12.4 12.4 Actuated g/c Ratio 0.78 0.78 0.78 0.78 0.13 0.13 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 652 2776 2776 1242 185 207 v/s Ratio Prot c0.30 0.16 0.01 v/s Ratio Perm 0.05 0.03 c0.07 v/c Ratio 0.07 0.39 0.20 0.03 0.50 0.04 Uniform Delay, d1 2.3 3.2 2.6 2.3 38.2 35.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.4 0.2 0.0 2.1 0.1 Delay (s) 2.5 3.6 2.8 2.3 40.4 36.0 Level of Service A A A A D D Approach Delay (s) 3.5 2.7 0.0 38.5 Approach LOS A A A D Intersection Summary HCM Average Control Delay 6.3 HCM Level of Service A HCM Volume to Capacity ratio 0.40 Actuated Cycle Length (s) 94.6 Sum of lost time (s) 8.0 Intersection Capacity Utilization 48.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 33
HCM Unsignalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 62: New Dundee Road & Collector"B" Option 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 29 924 535 46 52 44 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 29 924 535 46 52 44 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 1 Upstream signal (m) px, platoon unblocked vc, conflicting volume 581 1078 290 vc1, stage 1 conf vol 558 vc2, stage 2 conf vol 520 vcu, unblocked vol 581 1078 290 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) 5.8 tf (s) 2.2 3.5 3.3 p0 queue free % 97 85 94 cm capacity (veh/h) 989 341 706 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2 Volume Total 29 462 462 357 224 52 44 Volume Left 29 0 0 0 0 52 0 Volume Right 0 0 0 0 46 0 44 csh 989 1700 1700 1700 1700 341 706 Volume to Capacity 0.03 0.27 0.27 0.21 0.13 0.15 0.06 Queue Length 95th (m) 0.7 0.0 0.0 0.0 0.0 4.3 1.6 Control Delay (s) 8.7 0.0 0.0 0.0 0.0 17.4 10.4 Lane LOS A C B Approach Delay (s) 0.3 0.0 14.2 Approach LOS B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 35.5% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 34
HCM Unsignalized Intersection Capacity Analysis Weekdays AM - Future Total Traffic 2018 66: New Dundee Rd & Reichert Dr. Option 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 961 15 46 576 5 61 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 961 15 46 576 5 61 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 976 1348 488 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 976 1348 488 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p0 queue free % 93 96 88 cm capacity (veh/h) 703 133 526 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 641 335 238 384 66 Volume Left 0 0 46 0 5 Volume Right 0 15 0 0 61 csh 1700 1700 703 1700 429 Volume to Capacity 0.38 0.20 0.07 0.23 0.15 Queue Length 95th (m) 0.0 0.0 1.7 0.0 4.3 Control Delay (s) 0.0 0.0 2.7 0.0 14.9 Lane LOS A B Approach Delay (s) 0.0 1.0 14.9 Approach LOS B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 58.3% ICU Level of Service B Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 36
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 4: New Dundee Road & Collector "A" Option 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 48 672 1042 107 43 46 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 48 672 1042 107 43 46 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 1 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1149 1474 521 vc1, stage 1 conf vol 1042 vc2, stage 2 conf vol 432 vcu, unblocked vol 1149 1474 521 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) 5.8 tf (s) 2.2 3.5 3.3 p0 queue free % 92 81 91 cm capacity (veh/h) 604 223 500 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 SB 1 SB 2 Volume Total 272 448 521 521 107 43 46 Volume Left 48 0 0 0 0 43 0 Volume Right 0 0 0 0 107 0 46 csh 604 1700 1700 1700 1700 223 500 Volume to Capacity 0.08 0.26 0.31 0.31 0.06 0.19 0.09 Queue Length 95th (m) 2.1 0.0 0.0 0.0 0.0 5.6 2.4 Control Delay (s) 2.9 0.0 0.0 0.0 0.0 25.0 12.9 Lane LOS A C B Approach Delay (s) 1.1 0.0 18.7 Approach LOS C Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 3
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 5: Rockcliffe Drive & Strasburg Road Option 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 106 39 59 796 1102 187 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 106 39 59 796 1102 187 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 4 Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1618 551 1289 vc1, stage 1 conf vol 1102 vc2, stage 2 conf vol 516 vcu, unblocked vol 1618 551 1289 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 58 92 89 cm capacity (veh/h) 252 483 545 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 145 59 398 398 551 551 187 Volume Left 106 59 0 0 0 0 0 Volume Right 39 0 0 0 0 0 187 csh 345 545 1700 1700 1700 1700 1700 Volume to Capacity 0.42 0.11 0.23 0.23 0.32 0.32 0.11 Queue Length 95th (m) 16.1 2.9 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 24.9 12.4 0.0 0.0 0.0 0.0 0.0 Lane LOS C B Approach Delay (s) 24.9 0.9 0.0 Approach LOS C Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 49.7% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 4
Queues Weekdays PM - Future Total Traffic 2018 15: New Dundee Road & Cameran Road Option 1 Lane Group EBT EBR WBL WBT NBL NBR ø2 Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3302 0 0 3539 1770 0 Flt Permitted 0.861 0.953 Satd. Flow (perm) 3302 0 0 3047 1770 0 Satd. Flow (RTOR) 344 2 Volume (vph) 705 566 10 1079 622 15 Lane Group Flow (vph) 1271 0 0 1089 637 0 Turn Type pm+pt Protected Phases 4 3 8 5 2 Permitted Phases 8 2 Total Split (s) 27.0 0.0 8.0 35.0 30.0 0.0 30.0 Act Effct Green (s) 26.2 26.2 26.2 Actuated g/c Ratio 0.43 0.43 0.43 v/c Ratio 0.78 0.82 0.83 Control Delay 14.1 21.1 28.9 Queue Delay 0.0 0.0 0.0 Total Delay 14.1 21.1 28.9 LOS B C C Approach Delay 14.1 21.1 28.9 Approach LOS B C C Queue Length 50th (m) 45.5 55.5 65.7 Queue Length 95th (m) 68.6 78.8 #135.8 Internal Link Dist (m) 952.5 488.3 368.0 Turn Bay Length (m) 100.0 Base Capacity (vph) 1659 1453 768 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.77 0.75 0.83 Intersection Summary Cycle Length: 65 Actuated Cycle Length: 60.4 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.83 Intersection Signal Delay: 19.8 Intersection LOS: B ICU Level of Service D Intersection Capacity Utilization 79.7% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 15: New Dundee Road & Cameran Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 7
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 15: New Dundee Road & Cameran Road Option 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 Lane Util. Factor 0.95 0.95 1.00 Frt 0.93 1.00 1.00 Flt Protected 1.00 1.00 0.95 Satd. Flow (prot) 3303 3538 1770 Flt Permitted 1.00 0.94 0.95 Satd. Flow (perm) 3303 3330 1770 Volume (vph) 705 566 10 1079 622 15 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 705 566 10 1079 622 15 RTOR Reduction (vph) 195 0 0 0 1 0 Lane Group Flow (vph) 1076 0 0 1089 636 0 Turn Type pm+pt Protected Phases 4 3 8 5 Permitted Phases 8 2 Actuated Green, G (s) 26.2 26.2 26.2 Effective Green, g (s) 26.2 26.2 26.2 Actuated g/c Ratio 0.43 0.43 0.43 Clearance Time (s) 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 Lane Grp Cap (vph) 1433 1444 768 v/s Ratio Prot 0.33 c0.36 v/s Ratio Perm c0.33 v/c Ratio 0.75 0.75 0.83 Uniform Delay, d1 14.4 14.4 15.1 Progression Factor 1.00 1.00 1.00 Incremental Delay, d2 2.3 2.3 7.3 Delay (s) 16.6 16.7 22.4 Level of Service B B C Approach Delay (s) 16.6 16.7 22.4 Approach LOS B B C Intersection Summary HCM Average Control Delay 17.9 HCM Level of Service B HCM Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 60.4 Sum of lost time (s) 8.0 Intersection Capacity Utilization 79.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 8
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 17: Rush Meadow & Strasburg Road Option 1 Movement WBL WBR NET NER SWL SWT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 20 46 840 61 66 1269 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 20 46 840 61 66 1269 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1637 450 901 vc1, stage 1 conf vol 870 vc2, stage 2 conf vol 766 vcu, unblocked vol 1637 450 901 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 93 92 91 cm capacity (veh/h) 272 556 750 Direction, Lane # WB 1 NE 1 NE 2 SW 1 SW 2 SW 3 Volume Total 66 560 341 66 634 634 Volume Left 20 0 0 66 0 0 Volume Right 46 0 61 0 0 0 csh 422 1700 1700 750 1700 1700 Volume to Capacity 0.16 0.33 0.20 0.09 0.37 0.37 Queue Length 95th (m) 4.4 0.0 0.0 2.3 0.0 0.0 Control Delay (s) 15.1 0.0 0.0 10.3 0.0 0.0 Lane LOS C B Approach Delay (s) 15.1 0.0 0.5 Approach LOS C Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 45.7% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 10
Queues Weekdays PM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 1813 0 0 1855 1583 0 1848 0 1770 1829 0 Flt Permitted 0.883 0.978 0.995 0.293 Satd. Flow (perm) 0 1623 0 0 1822 1583 0 1840 0 546 1829 0 Satd. Flow (RTOR) 5 541 3 15 Volume (vph) 31 66 10 12 153 541 5 432 23 390 403 56 Lane Group Flow (vph) 0 107 0 0 165 541 0 460 0 390 459 0 Turn Type Perm Perm Perm Perm pm+pt Protected Phases 4 8 2 1 6 Permitted Phases 4 8 8 2 6 Total Split (s) 29.0 29.0 0.0 29.0 29.0 29.0 41.0 41.0 0.0 30.0 71.0 0.0 Act Effct Green (s) 16.9 16.9 16.9 50.2 67.2 67.2 Actuated g/c Ratio 0.18 0.18 0.18 0.55 0.73 0.73 v/c Ratio 0.35 0.49 0.74 0.46 0.68 0.34 Control Delay 34.1 38.6 9.8 16.7 11.6 5.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.1 38.6 9.8 16.7 11.6 5.8 LOS C D A B B A Approach Delay 34.1 16.5 16.7 8.5 Approach LOS C B B A Queue Length 50th (m) 16.7 27.8 0.0 47.9 21.0 24.6 Queue Length 95th (m) 31.7 47.2 29.1 101.6 45.0 52.4 Internal Link Dist (m) 538.0 1152.1 174.6 157.9 Turn Bay Length (m) 50.0 120.0 Base Capacity (vph) 410 456 802 1004 652 1339 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.26 0.36 0.67 0.46 0.60 0.34 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 92.1 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.74 Intersection Signal Delay: 14.2 Intersection Capacity Utilization 76.9% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Splits and Phases: 22: New Dundee Road & Fischer-Hallman Rd. SNC Lavalin Synchro 6 Report 2011-10-20 Page 12
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 22: New Dundee Road & Fischer-Hallman Rd. Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 0.85 0.99 1.00 0.98 Flt Protected 0.99 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1813 1856 1583 1849 1770 1829 Flt Permitted 0.83 0.97 1.00 1.00 0.41 1.00 Satd. Flow (perm) 1533 1815 1583 1842 759 1829 Volume (vph) 31 66 10 12 153 541 5 432 23 390 403 56 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 31 66 10 12 153 541 5 432 23 390 403 56 RTOR Reduction (vph) 0 4 0 0 0 442 0 1 0 0 4 0 Lane Group Flow (vph) 0 103 0 0 165 99 0 459 0 390 455 0 Turn Type Perm Perm Perm Perm pm+pt Protected Phases 4 8 2 1 6 Permitted Phases 4 8 8 2 6 Actuated Green, G (s) 14.4 14.4 14.4 47.7 64.7 64.7 Effective Green, g (s) 16.9 16.9 16.9 50.2 67.2 67.2 Actuated g/c Ratio 0.18 0.18 0.18 0.55 0.73 0.73 Clearance Time (s) 6.5 6.5 6.5 6.5 4.0 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 281 333 290 1004 697 1335 v/s Ratio Prot c0.08 0.25 v/s Ratio Perm 0.07 c0.09 0.06 0.25 c0.33 v/c Ratio 0.37 0.50 0.34 0.46 0.56 0.34 Uniform Delay, d1 32.9 33.8 32.8 12.7 6.0 4.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 1.2 0.7 1.5 1.0 0.7 Delay (s) 33.7 34.9 33.5 14.2 7.0 5.2 Level of Service C C C B A A Approach Delay (s) 33.7 33.8 14.2 6.0 Approach LOS C C B A Intersection Summary HCM Average Control Delay 18.4 HCM Level of Service B HCM Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 92.1 Sum of lost time (s) 8.0 Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 13
Queues Weekdays PM - Future Total Traffic 2018 28: Battler Road & Huron Road Option 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 1863 0 1770 1863 1583 1770 3437 0 1770 3539 1583 Flt Permitted 0.717 0.711 0.215 0.108 Satd. Flow (perm) 1336 1863 0 1324 1863 1583 400 3437 0 201 3539 1583 Satd. Flow (RTOR) 142 31 26 Volume (vph) 71 71 0 159 61 142 5 762 181 692 1287 26 Lane Group Flow (vph) 71 71 0 159 61 142 5 943 0 692 1287 26 Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases 6 2 4 3 8 Permitted Phases 6 2 2 4 8 8 Total Split (s) 25.0 25.0 0.0 25.0 25.0 25.0 37.0 37.0 0.0 38.0 75.0 75.0 Act Effct Green (s) 16.8 16.8 17.4 17.4 17.4 33.0 33.0 71.1 71.1 71.1 Actuated g/c Ratio 0.17 0.17 0.18 0.18 0.18 0.34 0.34 0.74 0.74 0.74 v/c Ratio 0.31 0.22 0.67 0.18 0.35 0.04 0.79 0.99 0.49 0.02 Control Delay 37.9 35.2 50.9 34.3 8.5 23.8 33.9 57.1 6.4 1.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.9 35.2 50.9 34.3 8.5 23.8 33.9 57.1 6.4 1.7 LOS D D D C A C C E A A Approach Delay 36.5 31.5 33.8 23.8 Approach LOS D C C C Queue Length 50th (m) 12.2 12.0 29.3 10.2 0.0 0.7 86.1 ~119.2 49.3 0.0 Queue Length 95th (m) 25.2 24.4 51.3 21.6 15.8 3.5 115.1 #206.6 68.3 2.2 Internal Link Dist (m) 186.5 122.1 575.4 302.8 Turn Bay Length (m) 35.0 30.0 30.0 40.0 90.0 90.0 Base Capacity (vph) 274 381 278 391 445 137 1197 702 2607 1173 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.26 0.19 0.57 0.16 0.32 0.04 0.79 0.99 0.49 0.02 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 96.5 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.99 Intersection Signal Delay: 27.9 Intersection LOS: C ICU Level of Service E Intersection Capacity Utilization 90.7% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. SNC Lavalin Synchro 6 Report 2011-10-20 Page 14
Queues Weekdays PM - Future Total Traffic 2018 28: Battler Road & Huron Road Option 1 Splits and Phases: 28: Battler Road & Huron Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 15
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 28: Battler Road & Huron Road Option 1 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1863 1770 1863 1583 1770 3437 1770 3539 1583 Flt Permitted 0.72 1.00 0.71 1.00 1.00 0.22 1.00 0.11 1.00 1.00 Satd. Flow (perm) 1336 1863 1324 1863 1583 401 3437 201 3539 1583 Volume (vph) 71 71 0 159 61 142 5 762 181 692 1287 26 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 71 71 0 159 61 142 5 762 181 692 1287 26 RTOR Reduction (vph) 0 0 0 0 0 116 0 20 0 0 0 7 Lane Group Flow (vph) 71 71 0 159 61 26 5 923 0 692 1287 19 Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases 6 2 4 3 8 Permitted Phases 6 2 2 4 8 8 Actuated Green, G (s) 15.4 15.4 15.4 15.4 15.4 31.0 31.0 69.1 69.1 69.1 Effective Green, g (s) 17.4 17.4 17.4 17.4 17.4 33.0 33.0 71.1 71.1 71.1 Actuated g/c Ratio 0.18 0.18 0.18 0.18 0.18 0.34 0.34 0.74 0.74 0.74 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 241 336 239 336 285 137 1175 703 2607 1166 v/s Ratio Prot 0.04 0.03 0.27 c0.35 0.36 v/s Ratio Perm 0.05 c0.12 0.02 0.01 c0.38 0.01 v/c Ratio 0.29 0.21 0.67 0.18 0.09 0.04 0.79 0.98 0.49 0.02 Uniform Delay, d1 34.2 33.7 36.8 33.5 33.0 21.2 28.6 25.5 5.3 3.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.3 6.8 0.3 0.1 0.5 5.3 29.8 0.7 0.0 Delay (s) 34.9 34.0 43.7 33.8 33.1 21.7 33.9 55.3 5.9 3.4 Level of Service C C D C C C C E A A Approach Delay (s) 34.5 37.8 33.8 22.9 Approach LOS C D C C Intersection Summary HCM Average Control Delay 27.9 HCM Level of Service C HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 96.5 Sum of lost time (s) 8.0 Intersection Capacity Utilization 90.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 16
Queues Weekdays PM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 0 0 3522 0 0 0 1611 1770 0 1583 Flt Permitted 0.085 0.950 Satd. Flow (perm) 158 3539 0 0 3522 0 0 0 1611 1770 0 1583 Satd. Flow (RTOR) 8 371 11 Volume (vph) 20 814 0 0 1969 71 0 0 254 97 0 46 Lane Group Flow (vph) 20 814 0 0 2040 0 0 0 254 97 0 46 Turn Type Perm Freecustom custom Protected Phases 4 8 Permitted Phases 4 Free 6 6 Total Split (s) 51.0 51.0 0.0 0.0 51.0 0.0 0.0 0.0 0.0 29.0 0.0 29.0 Act Effct Green (s) 47.0 47.0 47.0 80.0 25.0 25.0 Actuated g/c Ratio 0.59 0.59 0.59 1.00 0.31 0.31 v/c Ratio 0.22 0.39 0.98 0.16 0.18 0.09 Control Delay 14.8 9.5 33.9 0.2 21.1 16.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.8 9.5 33.9 0.2 21.1 16.5 LOS B A C A C B Approach Delay 9.7 33.9 Approach LOS A C Queue Length 50th (m) 1.4 33.3 152.5 0.0 11.2 3.9 Queue Length 95th (m) 6.1 45.0 #222.6 0.0 22.5 11.4 Internal Link Dist (m) 302.8 181.7 189.6 138.9 Turn Bay Length (m) 35.0 35.0 Base Capacity (vph) 93 2079 2072 1611 553 502 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.39 0.98 0.16 0.18 0.09 Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green Control Type: Pretimed Maximum v/c Ratio: 0.98 Intersection Signal Delay: 24.5 Intersection LOS: C Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. SNC Lavalin Synchro 6 Report 2011-10-20 Page 17
Queues Weekdays PM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Option 1 Splits and Phases: 30: Huron Road & Trillium Dr SNC Lavalin Synchro 6 Report 2011-10-20 Page 18
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 30: Huron Road & Trillium Dr Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 0.99 0.86 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 3521 1611 1770 1583 Flt Permitted 0.09 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 159 3539 3521 1611 1770 1583 Volume (vph) 20 814 0 0 1969 71 0 0 254 97 0 46 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 20 814 0 0 1969 71 0 0 254 97 0 46 RTOR Reduction (vph) 0 0 0 0 3 0 0 0 0 0 0 8 Lane Group Flow (vph) 20 814 0 0 2037 0 0 0 254 97 0 38 Turn Type Perm Freecustom custom Protected Phases 4 8 Permitted Phases 4 Free 6 6 Actuated Green, G (s) 47.0 47.0 47.0 80.0 25.0 25.0 Effective Green, g (s) 47.0 47.0 47.0 80.0 25.0 25.0 Actuated g/c Ratio 0.59 0.59 0.59 1.00 0.31 0.31 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 93 2079 2069 1611 553 495 v/s Ratio Prot 0.23 c0.58 v/s Ratio Perm 0.13 c0.16 0.05 0.02 v/c Ratio 0.22 0.39 0.98 0.16 0.18 0.08 Uniform Delay, d1 7.8 8.8 16.1 0.0 20.0 19.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.2 0.6 16.4 0.2 0.7 0.3 Delay (s) 13.0 9.4 32.6 0.2 20.7 19.7 Level of Service B A C A C B Approach Delay (s) 9.5 32.6 0.2 20.4 Approach LOS A C A C Intersection Summary HCM Average Control Delay 23.6 HCM Level of Service C HCM Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 4.0 Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 19
Queues Weekdays PM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3433 5085 1583 1770 5085 1583 1770 3412 0 3433 3288 0 Flt Permitted 0.950 0.087 0.182 0.950 Satd. Flow (perm) 3433 5085 1583 162 5085 1583 339 3412 0 3433 3288 0 Satd. Flow (RTOR) 461 588 29 165 Volume (vph) 229 1622 550 124 1761 588 338 284 91 740 544 495 Lane Group Flow (vph) 229 1622 550 124 1761 588 338 375 0 740 1039 0 Turn Type Prot Perm pm+pt Perm pm+pt Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 Total Split (s) 13.0 50.0 50.0 13.0 50.0 50.0 25.0 26.0 0.0 41.0 42.0 0.0 Act Effct Green (s) 9.0 46.2 46.2 54.8 46.0 46.0 46.1 25.1 33.9 38.0 Actuated g/c Ratio 0.07 0.36 0.36 0.42 0.35 0.35 0.35 0.19 0.26 0.29 v/c Ratio 0.96 0.90 0.64 0.70 0.98 0.63 0.96 0.55 0.83 0.96 Control Delay 109.4 47.4 9.7 45.8 58.3 5.6 76.6 47.8 53.7 58.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 109.4 47.4 9.7 45.8 58.3 5.6 76.6 47.8 53.7 58.2 LOS F D A D E A E D D E Approach Delay 44.7 45.2 61.5 56.3 Approach LOS D D E E Queue Length 50th (m) 32.3 151.2 16.3 19.3 171.2 0.0 71.8 45.2 96.2 126.9 Queue Length 95th (m) #59.2 173.0 55.2 #44.1 #207.7 27.1 #138.6 63.7 117.6 #173.5 Internal Link Dist (m) 281.9 644.4 102.4 150.4 Turn Bay Length (m) 85.0 85.0 125.0 200.0 25.0 40.0 Base Capacity (vph) 238 1808 860 180 1799 940 351 681 955 1078 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.96 0.90 0.64 0.69 0.98 0.63 0.96 0.55 0.77 0.96 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.98 Intersection Signal Delay: 49.3 Intersection LOS: D ICU Level of Service G Intersection Capacity Utilization 103.5% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 35: Homer Watson & Manitou Drive SNC Lavalin Synchro 6 Report 2011-10-20 Page 20
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 35: Homer Watson & Manitou Drive Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3433 5085 1583 1770 5085 1583 1770 3410 3433 3286 Flt Permitted 0.95 1.00 1.00 0.09 1.00 1.00 0.16 1.00 0.95 1.00 Satd. Flow (perm) 3433 5085 1583 162 5085 1583 297 3410 3433 3286 Volume (vph) 229 1622 550 124 1761 588 338 284 91 740 544 495 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 229 1622 550 124 1761 588 338 284 91 740 544 495 RTOR Reduction (vph) 0 0 297 0 0 380 0 23 0 0 117 0 Lane Group Flow (vph) 229 1622 253 124 1761 208 338 352 0 740 922 0 Turn Type Prot Perm pm+pt Perm pm+pt Prot Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 Actuated Green, G (s) 9.0 43.6 43.6 52.2 43.4 43.4 42.9 21.9 31.9 34.8 Effective Green, g (s) 9.0 46.2 46.2 54.8 46.0 46.0 46.1 25.1 33.9 38.0 Actuated g/c Ratio 0.07 0.36 0.36 0.42 0.35 0.35 0.35 0.19 0.26 0.29 Clearance Time (s) 4.0 6.6 6.6 4.0 6.6 6.6 4.0 7.2 6.0 7.2 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 238 1807 563 177 1799 560 343 658 895 961 v/s Ratio Prot c0.07 0.32 0.05 c0.35 c0.16 0.10 0.22 c0.28 v/s Ratio Perm 0.16 0.25 0.13 0.19 v/c Ratio 0.96 0.90 0.45 0.70 0.98 0.37 0.99 0.53 0.83 0.96 Uniform Delay, d1 60.3 39.7 32.1 29.6 41.5 31.2 38.2 47.2 45.3 45.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 47.5 6.3 0.6 11.8 16.3 0.4 44.3 3.1 6.3 20.8 Delay (s) 107.8 46.0 32.7 41.4 57.8 31.7 82.5 50.3 51.6 66.0 Level of Service F D C D E C F D D E Approach Delay (s) 48.8 50.8 65.5 60.0 Approach LOS D D E E Intersection Summary HCM Average Control Delay 53.8 HCM Level of Service D HCM Volume to Capacity ratio 0.97 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 103.5% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 21
Queues Weekdays PM - Future Total Traffic 2018 38: Homer Watson Blvd. & Doon South Dr. Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1863 3539 1583 1770 3539 0 3433 1583 0 0 1863 1863 Flt Permitted 0.056 0.950 Satd. Flow (perm) 1863 3539 1583 104 3539 0 3433 1583 0 0 1863 1863 Satd. Flow (RTOR) 167 297 Volume (vph) 0 1644 441 297 2423 0 230 0 302 0 0 0 Lane Group Flow (vph) 0 1644 441 297 2423 0 230 302 0 0 0 0 Turn Type Perm Perm pm+pt Split Split Perm Protected Phases 6 5 2 4 4 8 8 Permitted Phases 6 6 2 8 Total Split (s) 71.8 71.8 71.8 23.2 95.0 0.0 14.4 14.4 0.0 10.6 10.6 10.6 Act Effct Green (s) 69.3 69.3 91.0 91.0 10.4 10.4 Actuated g/c Ratio 0.63 0.63 0.83 0.83 0.10 0.10 v/c Ratio 0.73 0.41 0.83 0.82 0.71 0.72 Control Delay 16.6 7.4 49.9 8.0 60.6 16.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.6 7.4 49.9 8.0 60.6 16.6 LOS B A D A E B Approach Delay 14.6 12.6 35.6 Approach LOS B B D Queue Length 50th (m) 127.9 27.0 46.9 111.7 26.2 1.1 Queue Length 95th (m) 156.8 47.2 #89.0 142.3 #41.7 28.9 Internal Link Dist (m) 1032.5 337.2 187.0 90.1 Turn Bay Length (m) 30.0 90.0 60.0 Base Capacity (vph) 2242 1064 374 2944 326 419 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.73 0.41 0.79 0.82 0.71 0.72 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 109.4 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.83 Intersection Signal Delay: 15.7 Intersection LOS: B ICU Level of Service F Intersection Capacity Utilization 99.0% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 38: Homer Watson Blvd. & Doon South Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 22
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 38: Homer Watson Blvd. & Doon South Dr. Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 1.00 0.95 0.97 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3539 1583 1770 3539 3433 1583 Flt Permitted 1.00 1.00 0.07 1.00 0.95 1.00 Satd. Flow (perm) 3539 1583 138 3539 3433 1583 Volume (vph) 0 1644 441 297 2423 0 230 0 302 0 0 0 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1644 441 297 2423 0 230 0 302 0 0 0 RTOR Reduction (vph) 0 0 61 0 0 0 0 269 0 0 0 0 Lane Group Flow (vph) 0 1644 380 297 2423 0 230 33 0 0 0 0 Turn Type Perm Perm pm+pt Split Split Perm Protected Phases 6 5 2 4 4 8 8 Permitted Phases 6 6 2 8 Actuated Green, G (s) 66.9 66.9 88.6 88.6 7.8 7.8 Effective Green, g (s) 69.3 69.3 91.0 91.0 10.4 10.4 Actuated g/c Ratio 0.63 0.63 0.83 0.83 0.10 0.10 Clearance Time (s) 6.4 6.4 4.5 6.4 6.6 6.6 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2242 1003 379 2944 326 150 v/s Ratio Prot 0.46 0.13 c0.68 c0.07 0.02 v/s Ratio Perm 0.24 0.53 v/c Ratio 0.73 0.38 0.78 0.82 0.71 0.22 Uniform Delay, d1 13.7 9.7 30.2 4.9 48.0 45.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.2 1.1 10.2 2.7 6.8 0.7 Delay (s) 15.9 10.8 40.3 7.7 54.8 46.5 Level of Service B B D A D D Approach Delay (s) 14.8 11.2 50.1 0.0 Approach LOS B B D A Intersection Summary HCM Average Control Delay 16.5 HCM Level of Service B HCM Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 109.4 Sum of lost time (s) 8.0 Intersection Capacity Utilization 99.0% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 23
Queues Weekdays PM - Future Total Traffic 2018 39: Pioneer Drive & Manitou Drive Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 1770 0 0 1840 1583 0 1814 1583 1770 1863 1583 Flt Permitted 0.390 0.384 0.753 0.594 Satd. Flow (perm) 726 1770 0 0 715 1583 0 1403 1583 1106 1863 1583 Satd. Flow (RTOR) 34 6 57 200 Volume (vph) 215 404 204 93 286 10 117 98 57 10 190 200 Lane Group Flow (vph) 215 608 0 0 379 10 0 215 57 10 190 200 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 8 2 2 6 6 Total Split (s) 41.0 41.0 0.0 41.0 41.0 41.0 49.0 49.0 49.0 49.0 49.0 49.0 Act Effct Green (s) 37.2 37.2 37.2 37.2 16.3 16.3 16.3 16.3 16.3 Actuated g/c Ratio 0.60 0.60 0.60 0.60 0.26 0.26 0.26 0.26 0.26 v/c Ratio 0.49 0.56 0.88 0.01 0.58 0.12 0.03 0.38 0.35 Control Delay 13.4 10.5 38.4 5.1 25.9 5.8 15.9 20.4 4.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.4 10.5 38.4 5.1 25.9 5.8 15.9 20.4 4.8 LOS B B D A C A B C A Approach Delay 11.3 37.6 21.7 12.5 Approach LOS B D C B Queue Length 50th (m) 12.5 35.1 33.1 0.2 22.0 0.0 0.9 18.4 0.0 Queue Length 95th (m) 39.1 82.2 #103.3 2.2 40.4 6.8 3.9 33.4 12.4 Internal Link Dist (m) 113.8 133.7 104.3 295.5 Turn Bay Length (m) 25.0 20.0 30.0 30.0 Base Capacity (vph) 438 1082 432 959 702 820 553 932 892 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.49 0.56 0.88 0.01 0.31 0.07 0.02 0.20 0.22 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 61.6 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.88 Intersection Signal Delay: 18.4 Intersection LOS: B ICU Level of Service E Intersection Capacity Utilization 88.9% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 39: Pioneer Drive & Manitou Drive SNC Lavalin Synchro 6 Report 2011-10-20 Page 24
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 39: Pioneer Drive & Manitou Drive Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.99 1.00 0.97 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1769 1840 1583 1813 1583 1770 1863 1583 Flt Permitted 0.50 1.00 0.75 1.00 0.67 1.00 0.54 1.00 1.00 Satd. Flow (perm) 933 1769 1401 1583 1248 1583 1010 1863 1583 Volume (vph) 215 404 204 93 286 10 117 98 57 10 190 200 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 215 404 204 93 286 10 117 98 57 10 190 200 RTOR Reduction (vph) 0 13 0 0 0 2 0 0 42 0 0 147 Lane Group Flow (vph) 215 595 0 0 379 8 0 215 15 10 190 53 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 8 8 2 2 6 6 Actuated Green, G (s) 35.2 35.2 35.2 35.2 14.3 14.3 14.3 14.3 14.3 Effective Green, g (s) 37.2 37.2 37.2 37.2 16.3 16.3 16.3 16.3 16.3 Actuated g/c Ratio 0.60 0.60 0.60 0.60 0.27 0.27 0.27 0.27 0.27 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 564 1070 847 958 331 420 268 494 420 v/s Ratio Prot c0.34 0.10 v/s Ratio Perm 0.23 0.27 0.00 c0.17 0.01 0.01 0.03 v/c Ratio 0.38 0.56 0.45 0.01 0.65 0.04 0.04 0.38 0.13 Uniform Delay, d1 6.2 7.2 6.6 4.8 20.1 16.8 16.8 18.5 17.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.6 0.4 0.0 4.4 0.0 0.1 0.5 0.1 Delay (s) 6.7 7.9 7.0 4.8 24.4 16.8 16.8 19.0 17.3 Level of Service A A A A C B B B B Approach Delay (s) 7.5 6.9 22.8 18.1 Approach LOS A A C B Intersection Summary HCM Average Control Delay 11.9 HCM Level of Service B HCM Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 61.5 Sum of lost time (s) 8.0 Intersection Capacity Utilization 88.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 25
Queues Weekdays PM - Future Total Traffic 2018 45: Homer Watson & Pioneer Dr. Option 1 Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1583 1593 3539 1583 1681 1734 1583 1770 1751 0 Flt Permitted 0.056 0.053 0.393 0.492 0.568 Satd. Flow (perm) 104 3539 1583 89 3539 1583 695 871 1583 1058 1751 0 Satd. Flow (RTOR) 340 56 117 22 Volume (vph) 117 1692 451 231 2101 122 224 143 117 36 92 61 Lane Group Flow (vph) 117 1692 451 231 2101 122 125 242 117 36 153 0 Turn Type pm+pt Perm pm+pt Perm pm+pt Perm Perm Protected Phases 1 6 5 2 7 4 8 Permitted Phases 6 6 2 2 4 4 8 Total Split (s) 11.0 75.0 75.0 19.0 83.0 83.0 11.0 36.0 36.0 25.0 25.0 0.0 Act Effct Green (s) 78.0 71.0 71.0 90.0 79.0 79.0 32.0 32.0 32.0 21.0 21.0 Actuated g/c Ratio 0.60 0.55 0.55 0.69 0.61 0.61 0.25 0.25 0.25 0.16 0.16 v/c Ratio 0.77 0.88 0.44 0.98 0.98 0.12 0.56 0.93 0.24 0.21 0.51 Control Delay 57.0 32.1 5.5 92.9 39.6 6.2 51.0 86.1 8.0 51.0 49.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.0 32.1 5.5 92.9 39.6 6.2 51.0 86.1 8.0 51.0 49.0 LOS E C A F D A D F A D D Approach Delay 28.1 43.0 58.1 49.4 Approach LOS C D E D Queue Length 50th (m) 15.0 201.1 14.1 48.1 272.6 6.9 29.0 60.5 0.0 8.5 32.5 Queue Length 95th (m) #47.8 238.7 35.8 #103.3 #345.7 15.4 48.8 #118.4 15.7 19.6 55.7 Internal Link Dist (m) 746.9 1032.5 188.6 147.6 Turn Bay Length (m) 70.0 90.0 50.0 40.0 50.0 20.0 Base Capacity (vph) 152 1933 1019 235 2151 984 224 261 478 171 301 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.77 0.88 0.44 0.98 0.98 0.12 0.56 0.93 0.24 0.21 0.51 Intersection Summary Cycle Length: 130 Actuated Cycle Length: 130 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.98 Intersection Signal Delay: 38.3 Intersection LOS: D ICU Level of Service F Intersection Capacity Utilization 96.4% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 45: Homer Watson & Pioneer Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 26
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 45: Homer Watson & Pioneer Dr. Option 1 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.98 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 1583 1593 3539 1583 1681 1734 1583 1770 1751 Flt Permitted 0.06 1.00 1.00 0.05 1.00 1.00 0.39 0.49 1.00 0.57 1.00 Satd. Flow (perm) 105 3539 1583 89 3539 1583 695 870 1583 1059 1751 Volume (vph) 117 1692 451 231 2101 122 224 143 117 36 92 61 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 117 1692 451 231 2101 122 224 143 117 36 92 61 RTOR Reduction (vph) 0 0 154 0 0 22 0 0 88 0 18 0 Lane Group Flow (vph) 117 1692 297 231 2101 100 125 242 29 36 135 0 Parking (#/hr) 0 Turn Type pm+pt Perm pm+pt Perm pm+pt Perm Perm Protected Phases 1 6 5 2 7 4 8 Permitted Phases 6 6 2 2 4 4 8 Actuated Green, G (s) 75.6 68.6 68.6 87.6 76.6 76.6 30.0 30.0 30.0 19.0 19.0 Effective Green, g (s) 78.0 71.0 71.0 90.0 79.0 79.0 32.0 32.0 32.0 21.0 21.0 Actuated g/c Ratio 0.60 0.55 0.55 0.69 0.61 0.61 0.25 0.25 0.25 0.16 0.16 Clearance Time (s) 4.0 6.4 6.4 4.0 6.4 6.4 4.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 153 1933 865 235 2151 962 224 261 390 171 283 v/s Ratio Prot 0.04 0.48 c0.11 0.59 0.03 c0.05 0.08 v/s Ratio Perm 0.42 0.19 c0.56 0.06 0.11 c0.18 0.02 0.03 v/c Ratio 0.76 0.88 0.34 0.98 0.98 0.10 0.56 0.93 0.07 0.21 0.48 Uniform Delay, d1 33.2 25.7 16.5 44.8 24.6 10.7 41.3 47.9 37.6 47.3 49.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 20.1 5.9 1.1 53.6 14.6 0.2 3.0 36.3 0.1 0.6 1.3 Delay (s) 53.3 31.6 17.6 98.4 39.3 10.9 44.3 84.2 37.7 47.9 50.8 Level of Service D C B F D B D F D D D Approach Delay (s) 29.9 43.4 62.7 50.2 Approach LOS C D E D Intersection Summary HCM Average Control Delay 39.7 HCM Level of Service D HCM Volume to Capacity ratio 0.95 Actuated Cycle Length (s) 130.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 96.4% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 27
Queues Weekdays PM - Future Total Traffic 2018 50: Homer Watson Blvd. & Conestoga College Blvd Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 3433 3539 1583 1770 5085 1583 1770 3260 0 1770 3539 1583 Flt Permitted 0.950 0.082 0.661 0.691 Satd. Flow (perm) 3433 3539 1583 153 5085 1583 1231 3260 0 1287 3539 1583 Satd. Flow (RTOR) 77 108 51 337 Volume (vph) 153 1711 77 102 2241 219 133 46 51 230 138 337 Lane Group Flow (vph) 153 1711 77 102 2241 219 133 97 0 230 138 337 Turn Type Prot Perm pm+pt Free pm+pt pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Free 2 6 6 Total Split (s) 31.0 75.0 75.0 9.0 53.0 0.0 10.0 26.0 0.0 10.0 26.0 26.0 Act Effct Green (s) 27.0 71.1 71.1 54.1 49.1 110.8 16.9 12.5 19.5 12.7 12.7 Actuated g/c Ratio 0.24 0.64 0.64 0.49 0.44 1.00 0.15 0.11 0.18 0.11 0.11 v/c Ratio 0.18 0.75 0.07 0.69 1.00 0.14 0.62 0.24 0.87 0.34 0.70 Control Delay 34.6 17.1 2.2 45.3 49.3 0.2 52.4 24.0 73.7 47.1 13.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.6 17.1 2.2 45.3 49.3 0.2 52.4 24.0 73.7 47.1 13.3 LOS C B A D D A D C E D B Approach Delay 17.9 45.0 40.5 39.6 Approach LOS B D D D Queue Length 50th (m) 14.0 126.5 0.0 6.0 178.1 0.0 26.2 5.0 48.2 15.4 0.0 Queue Length 95th (m) 25.1 193.7 6.2 #37.6 #251.6 0.0 44.4 12.9 #80.1 25.3 27.2 Internal Link Dist (m) 462.5 206.3 212.5 279.2 Turn Bay Length (m) 175.0 190.0 75.0 100.0 55.0 Base Capacity (vph) 837 2270 1043 148 2251 1583 216 628 265 649 565 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.18 0.75 0.07 0.69 1.00 0.14 0.62 0.15 0.87 0.21 0.60 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 110.8 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.00 Intersection Signal Delay: 34.4 Intersection LOS: C ICU Level of Service E Intersection Capacity Utilization 82.4% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 50: Homer Watson Blvd. & Conestoga College Blvd SNC Lavalin Synchro 6 Report 2011-10-20 Page 28
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 50: Homer Watson Blvd. & Conestoga College Blvd Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.91 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.92 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 3539 1583 1770 5085 1583 1770 3260 1770 3539 1583 Flt Permitted 0.95 1.00 1.00 0.10 1.00 1.00 0.66 1.00 0.56 1.00 1.00 Satd. Flow (perm) 3433 3539 1583 181 5085 1583 1238 3260 1039 3539 1583 Volume (vph) 153 1711 77 102 2241 219 133 46 51 230 138 337 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 153 1711 77 102 2241 219 133 46 51 230 138 337 RTOR Reduction (vph) 0 0 28 0 0 0 0 46 0 0 0 295 Lane Group Flow (vph) 153 1711 49 102 2241 219 133 51 0 230 138 42 Turn Type Prot Perm pm+pt Free pm+pt pm+pt Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Free 2 6 6 Actuated Green, G (s) 25.0 69.1 69.1 51.8 46.8 112.1 15.3 9.3 20.7 12.0 12.0 Effective Green, g (s) 27.0 71.1 71.1 54.1 49.1 112.1 17.3 11.3 22.7 14.0 14.0 Actuated g/c Ratio 0.24 0.63 0.63 0.48 0.44 1.00 0.15 0.10 0.20 0.12 0.12 Clearance Time (s) 6.0 6.0 6.0 4.0 6.3 4.0 6.0 4.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 827 2245 1004 158 2227 1583 220 329 267 442 198 v/s Ratio Prot 0.04 c0.48 c0.03 c0.44 0.03 0.02 c0.07 0.04 v/s Ratio Perm 0.03 0.28 0.14 0.06 c0.11 0.03 v/c Ratio 0.19 0.76 0.05 0.65 1.01 0.14 0.60 0.16 0.86 0.31 0.21 Uniform Delay, d1 33.8 14.5 7.7 17.6 31.5 0.0 43.4 46.0 42.2 44.7 44.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 2.5 0.1 18.6 20.6 0.2 4.6 0.2 23.6 0.4 0.5 Delay (s) 34.3 17.0 7.8 36.2 52.1 0.2 48.1 46.3 65.8 45.1 44.6 Level of Service C B A D D A D D E D D Approach Delay (s) 18.0 47.0 47.3 51.6 Approach LOS B D D D Intersection Summary HCM Average Control Delay 37.3 HCM Level of Service D HCM Volume to Capacity ratio 0.94 Actuated Cycle Length (s) 112.1 Sum of lost time (s) 20.0 Intersection Capacity Utilization 82.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 29
Queues Weekdays PM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 0 5085 1583 1770 5085 1583 1770 0 1583 1593 3539 1583 Flt Permitted 0.082 0.166 0.950 Satd. Flow (perm) 0 5085 1583 153 5085 1583 309 0 1583 1593 3539 1583 Satd. Flow (RTOR) 7 15 351 404 Volume (vph) 0 1827 15 621 1163 15 26 0 684 163 800 1307 Lane Group Flow (vph) 0 1827 15 621 1163 15 26 0 684 163 800 1307 Turn Type Perm pm+pt Perm custom Free Perm Free Protected Phases 4 3 8 6 Permitted Phases 4 8 8 2 Free 6 Free Total Split (s) 0.0 49.0 49.0 15.0 64.0 64.0 36.0 0.0 0.0 36.0 36.0 0.0 Act Effct Green (s) 45.1 45.1 60.1 60.1 60.1 29.0 97.1 29.0 29.0 97.1 Actuated g/c Ratio 0.46 0.46 0.62 0.62 0.62 0.30 1.00 0.30 0.30 1.00 v/c Ratio 0.77 0.02 2.23 0.37 0.02 0.28 0.43 0.34 0.76 0.83 Control Delay 25.1 11.3 586.4 9.9 3.8 35.0 0.9 28.6 36.0 5.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.1 11.3 586.4 9.9 3.8 35.0 0.9 28.6 36.0 5.1 LOS C B F A A C A C D A Approach Delay 25.0 208.9 17.7 Approach LOS C F B Queue Length 50th (m) 113.1 0.9 ~193.1 41.3 0.0 3.9 0.0 25.0 75.0 0.0 Queue Length 95th (m) 134.2 4.6 #263.2 50.8 2.6 12.0 0.0 42.8 97.0 0.0 Internal Link Dist (m) 177.1 131.0 125.5 141.5 Turn Bay Length (m) 30.0 90.0 60.0 30.0 Base Capacity (vph) 2359 738 278 3146 985 99 1583 510 1132 1583 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.77 0.02 2.23 0.37 0.02 0.26 0.43 0.32 0.71 0.83 Intersection Summary Cycle Length: 100 Actuated Cycle Length: 97.1 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 2.23 Intersection Signal Delay: 70.0 Intersection LOS: E ICU Level of Service G Intersection Capacity Utilization 101.8% Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. SNC Lavalin Synchro 6 Report 2011-10-20 Page 30
Queues Weekdays PM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Option 1 Splits and Phases: 53: Homer Watson Blvd. & New Dundee Road SNC Lavalin Synchro 6 Report 2011-10-20 Page 31
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 53: Homer Watson Blvd. & New Dundee Road Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 1.00 0.91 1.00 1.00 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 5085 1583 1770 5085 1583 1770 1583 1593 3539 1583 Flt Permitted 1.00 1.00 0.08 1.00 1.00 0.15 1.00 0.95 1.00 1.00 Satd. Flow (perm) 5085 1583 152 5085 1583 274 1583 1593 3539 1583 Volume (vph) 0 1827 15 621 1163 15 26 0 684 163 800 1307 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1827 15 621 1163 15 26 0 684 163 800 1307 RTOR Reduction (vph) 0 0 4 0 0 6 0 0 0 0 0 0 Lane Group Flow (vph) 0 1827 11 621 1163 9 26 0 684 163 800 1307 Parking (#/hr) 0 Turn Type Perm pm+pt Perm custom Free Perm Free Protected Phases 4 3 8 6 Permitted Phases 4 8 8 2 Free 6 Free Actuated Green, G (s) 41.9 41.9 56.9 56.9 56.9 26.2 97.1 26.2 26.2 97.1 Effective Green, g (s) 45.1 45.1 60.1 60.1 60.1 29.0 97.1 29.0 29.0 97.1 Actuated g/c Ratio 0.46 0.46 0.62 0.62 0.62 0.30 1.00 0.30 0.30 1.00 Clearance Time (s) 7.2 7.2 4.0 7.2 7.2 6.8 6.8 6.8 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2362 735 277 3147 980 82 1583 476 1057 1583 v/s Ratio Prot 0.36 c0.25 0.23 0.23 v/s Ratio Perm 0.01 c1.13 0.01 0.09 0.43 0.10 c0.83 v/c Ratio 0.77 0.02 2.24 0.37 0.01 0.32 0.43 0.34 0.76 0.83 Uniform Delay, d1 21.7 14.0 28.7 9.1 7.1 26.4 0.0 26.6 30.9 0.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.5 0.0 570.3 0.3 0.0 2.2 0.9 0.4 3.1 5.1 Delay (s) 24.3 14.1 599.1 9.5 7.1 28.6 0.9 27.0 34.0 5.1 Level of Service C B F A A C A C C A Approach Delay (s) 24.2 213.0 1.9 16.8 Approach LOS C F A B Intersection Summary HCM Average Control Delay 70.6 HCM Level of Service E HCM Volume to Capacity ratio 1.70 Actuated Cycle Length (s) 97.1 Sum of lost time (s) 4.0 Intersection Capacity Utilization 101.8% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 32
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 55: ConesToga College & New Dundee Rd. Option 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 53 240 115 666 1330 142 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 53 240 115 666 1330 142 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) 149 px, platoon unblocked 0.81 0.81 0.81 vc, conflicting volume 1893 665 1472 vc1, stage 1 conf vol 1330 vc2, stage 2 conf vol 563 vcu, unblocked vol 1867 344 1345 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 70 54 72 cm capacity (veh/h) 180 526 410 Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 53 240 115 333 333 665 665 142 Volume Left 53 0 115 0 0 0 0 0 Volume Right 0 240 0 0 0 0 0 142 csh 180 526 410 1700 1700 1700 1700 1700 Volume to Capacity 0.30 0.46 0.28 0.20 0.20 0.39 0.39 0.08 Queue Length 95th (m) 9.4 18.9 9.1 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 33.2 17.5 17.2 0.0 0.0 0.0 0.0 0.0 Lane LOS D C C Approach Delay (s) 20.3 2.5 0.0 Approach LOS C Intersection Summary Average Delay 3.1 Intersection Capacity Utilization 58.3% ICU Level of Service B Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 33
Queues Weekdays PM - Future Total Traffic 2018 57: New Dundee Rd & Thomas Slee Dr. Option 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Satd. Flow (prot) 1770 3539 1863 1863 3539 1583 1863 1863 0 1770 1583 0 Flt Permitted 0.154 0.757 Satd. Flow (perm) 287 3539 1863 1863 3539 1583 1863 1863 0 1410 1583 0 Satd. Flow (RTOR) 121 79 Volume (vph) 74 707 0 0 1356 142 0 0 0 59 0 62 Lane Group Flow (vph) 74 707 0 0 1356 142 0 0 0 59 62 0 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 8 2 6 Total Split (s) 66.0 66.0 66.0 66.0 66.0 66.0 24.0 24.0 0.0 24.0 24.0 0.0 Act Effct Green (s) 78.4 78.4 78.4 78.4 11.6 11.6 Actuated g/c Ratio 0.82 0.82 0.82 0.82 0.12 0.12 v/c Ratio 0.31 0.24 0.47 0.11 0.35 0.24 Control Delay 7.6 2.8 3.9 1.0 37.4 7.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.6 2.8 3.9 1.0 37.4 7.6 LOS A A A A D A Approach Delay 3.2 3.6 22.2 Approach LOS A A C Queue Length 50th (m) 2.9 13.4 33.5 0.6 9.7 0.0 Queue Length 95th (m) 11.5 23.2 55.3 4.9 19.9 7.7 Internal Link Dist (m) 135.0 512.2 179.3 137.8 Turn Bay Length (m) 30.0 30.0 Base Capacity (vph) 235 2904 2904 1321 272 369 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.31 0.24 0.47 0.11 0.22 0.17 Intersection Summary Cycle Length: 90 Actuated Cycle Length: 95.5 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.47 Intersection Signal Delay: 4.4 Intersection Capacity Utilization 55.4% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service B Splits and Phases: 57: New Dundee Rd & Thomas Slee Dr. SNC Lavalin Synchro 6 Report 2011-10-20 Page 34
HCM Signalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 57: New Dundee Rd & Thomas Slee Dr. Option 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3539 3539 1583 1770 1583 Flt Permitted 0.18 1.00 1.00 1.00 0.76 1.00 Satd. Flow (perm) 334 3539 3539 1583 1410 1583 Volume (vph) 74 707 0 0 1356 142 0 0 0 59 0 62 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 74 707 0 0 1356 142 0 0 0 59 0 62 RTOR Reduction (vph) 0 0 0 0 0 23 0 0 0 0 55 0 Lane Group Flow (vph) 74 707 0 0 1356 119 0 0 0 59 7 0 Turn Type Perm Perm Perm Perm Perm Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 75.7 75.7 75.7 75.7 8.5 8.5 Effective Green, g (s) 77.7 77.7 77.7 77.7 10.5 10.5 Actuated g/c Ratio 0.81 0.81 0.81 0.81 0.11 0.11 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 270 2858 2858 1279 154 173 v/s Ratio Prot 0.20 c0.38 0.00 v/s Ratio Perm 0.22 0.07 c0.04 v/c Ratio 0.27 0.25 0.47 0.09 0.38 0.04 Uniform Delay, d1 2.3 2.2 2.9 1.9 39.8 38.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.5 0.2 0.6 0.1 1.6 0.1 Delay (s) 4.8 2.4 3.5 2.1 41.4 38.4 Level of Service A A A A D D Approach Delay (s) 2.7 3.3 0.0 39.9 Approach LOS A A A D Intersection Summary HCM Average Control Delay 4.9 HCM Level of Service A HCM Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 96.2 Sum of lost time (s) 8.0 Intersection Capacity Utilization 55.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group SNC Lavalin Synchro 6 Report 2011-10-20 Page 35
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 62: New Dundee Road & Collector"B" Option 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 48 631 1159 107 43 46 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 48 631 1159 107 43 46 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 1 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1266 1624 633 vc1, stage 1 conf vol 1212 vc2, stage 2 conf vol 412 vcu, unblocked vol 1266 1624 633 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) 5.8 tf (s) 2.2 3.5 3.3 p0 queue free % 91 77 89 cm capacity (veh/h) 545 188 422 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2 Volume Total 48 316 316 773 493 43 46 Volume Left 48 0 0 0 0 43 0 Volume Right 0 0 0 0 107 0 46 csh 545 1700 1700 1700 1700 188 422 Volume to Capacity 0.09 0.19 0.19 0.45 0.29 0.23 0.11 Queue Length 95th (m) 2.3 0.0 0.0 0.0 0.0 6.8 2.9 Control Delay (s) 12.2 0.0 0.0 0.0 0.0 29.8 14.6 Lane LOS B D B Approach Delay (s) 0.9 0.0 21.9 Approach LOS C Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 36
HCM Unsignalized Intersection Capacity Analysis Weekdays PM - Future Total Traffic 2018 66: New Dundee Rd & Reichert Dr. Option 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 669 5 87 1255 10 36 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 669 5 87 1255 10 36 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 674 1473 337 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 674 1473 337 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p0 queue free % 90 91 95 cm capacity (veh/h) 913 106 659 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 446 228 505 837 46 Volume Left 0 0 87 0 10 Volume Right 0 5 0 0 36 csh 1700 1700 913 1700 309 Volume to Capacity 0.26 0.13 0.10 0.49 0.15 Queue Length 95th (m) 0.0 0.0 2.5 0.0 4.1 Control Delay (s) 0.0 0.0 2.6 0.0 18.7 Lane LOS A C Approach Delay (s) 0.0 1.0 18.7 Approach LOS C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 69.2% ICU Level of Service C Analysis Period (min) 15 SNC Lavalin Synchro 6 Report 2011-10-20 Page 38
Page 1 of 11 2011/10/18 DETAILED OUTPUT Blair Creek Drive-N-Strasburg Road Option 1 Blair Creek Drive-N-Strasburg Road Drive-Weekday AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 90 2.0 92 0 N 0.992 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 467 2.0 476 0 N 0.973 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 131 2.0 134 0 N 0.984
Page 2 of 11 2011/10/18 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 92 25.7 280.4 2.00 0.106 4.40 31.4 2.67 2 Dominant 92 25.7 280.4 2.00 0.106 4.39 31.4 2.67 Right 2 Dominant 92 25.7 280.4 2.00 0.106 4.39 31.4 2.67 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 476 39.1 82.1 1.11 0.274 4.57 49.7 3.01 Right 2 Dominant 476 39.1 82.1 1.11 0.274 4.06 44.1 2.67 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 134 25.7 192.6 2.00 0.150 4.35 31.1 2.67 Thru 1 Subdominant 134 25.7 192.6 2.00 0.150 4.35 31.1 2.67 2 Dominant 134 25.7 192.6 2.00 0.150 4.33 31.0 2.66 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 8T T 467 2.0 90 2.0 92 2173 0.85 295 100 0.215 8R R 65 2.0 90 2.0 92 302 0.85 295 100 0.215 ----------- East: Blair Creek Drive 1L L 131 2.0 467 2.0 476 787 0.85 411 100 0.166 6R R 222 2.0 467 2.0 476 923 0.85 254 100 0.240 ----------- 7L L 90 2.0 131 2.0 134 284 0.85 168 100 0.317* 4T T 663 2.0 131 2.0 134 2093 0.85 168 100 0.317* ----------- * Maximum degree of saturation
Page 3 of 11 2011/10/18 Movement Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 8T T 0.62 0.74 4.8 0.45 211.0 7.05 293.9 5.8 50.4 8R R 0.09 0.10 4.8 0.55 35.6 1.01 40.5 0.8 49.2 ------------------- East: Blair Creek Drive 1L L 0.23 0.28 6.3 0.79 103.8 2.43 88.4 2.0 43.4 6R R 0.39 0.47 6.3 0.70 154.6 3.79 138.4 2.9 47.4 ------------------- 7L L 0.15 0.18 6.0 0.81 72.6 1.66 60.7 1.4 44.0 4T T 1.11 1.33 6.0 0.48 320.5 10.55 417.3 8.5 49.0 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 8T T 98.12 32.7 81.9 6.02 0.131 0.199 8R R 14.08 4.8 11.9 0.94 0.020 0.030 112.20 37.5 93.9 6.96 0.150 0.229 East: Blair Creek Drive 1L L 33.62 11.0 27.4 2.25 0.047 0.067 6R R 49.74 16.8 42.1 3.42 0.070 0.106 83.35 27.8 69.6 5.66 0.117 0.173 7L L 22.91 7.4 18.6 1.49 0.031 0.045 4T T 142.76 47.5 118.8 8.89 0.191 0.290 165.66 54.9 137.5 10.38 0.223 0.336 INTERSECTION: 361.21 120.3 300.9 23.01 0.489 0.737 Fuel Consumption, Emissions and Cost (Rate) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 8T T 0.33 11.1 278.8 20.49 0.445 0.677 8R R 0.35 11.8 294.3 23.15 0.482 0.732 0.34 11.2 280.7 20.82 0.449 0.684
Page 4 of 11 2011/10/18 East: Blair Creek Drive 1L L 0.38 12.4 310.4 25.41 0.527 0.762 6R R 0.36 12.2 304.4 24.68 0.506 0.765 0.37 12.3 306.7 24.97 0.514 0.763 7L L 0.38 12.3 306.6 24.56 0.515 0.748 4T T 0.34 11.4 284.8 21.31 0.458 0.695 0.35 11.5 287.6 21.73 0.466 0.702 INTERSECTION: 0.35 11.6 289.5 22.14 0.471 0.710 Intersection Negotiation Data Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 35.0 32.5 19.4 500 118 No North Thru 57.3 39.1 47.1 500 134 No --------------- East: Blair Creek Drive South Left 19.0 25.7 74.6 500 176 No North Right 35.0 32.5 19.4 500 126 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 164 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 8T T 65.0 39.1 39.1 65.0 54.2 50.4 5.4 8R R 65.0 32.5 32.5 65.0 53.2 49.2 6.6 -------------- East: Blair Creek Drive 1L L 65.0 25.7 25.7 65.0 46.6 43.4 12.4 6R R 65.0 32.5 32.5 65.0 51.2 47.4 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 48.5 44.0 12.4 4T T 65.0 39.1 39.1 65.0 53.4 49.0 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/10/18 Lanes Lane Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 266 1237 0.215 4.8 0.46 1.0 8.0 2000.0 2 TR 266 1239 0.215 4.8 0.47 1.0 8.0 500.0 East: Blair Creek Drive 1 L 131 787 0.166 6.3 0.79 0.7 5.0 500.0 2 R 222 923 0.240 6.3 0.70 1.0 7.8 250.0T 1 LT 376 1186 0.317 6.0 0.55 1.8 13.6 2000.0 2 T 377 1191 0.317 6.0 0.49 1.8 13.6 500.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 266 0 266 150 1237 0.215 100 2 TR 0 201 65 266 150 1239 0.215 100 ----- East: Blair Creek Drive 1 L 131 0 0 131 131 787 0.166 100 2 R 0 0 222 222 150 923 0.240 100 ----- 1 LT 90 286 0 376 150 1186 0.317 100 2 T 0 377 0 377 150 1191 0.317 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ 1 T 266 266 2 0.215 4.8 8 2000
Page 6 of 11 2011/10/18 2 TR 201 65 266 2 0.215 4.8 8 500 ---- 0 467 65 532 2 0.215 4.8 8 ------------ East: Blair Creek Drive 1 L 131 131 2 0.166 6.3 5 500 2 R 222 222 2 0.240 6.3 8 250 ---- 131 0 222 353 2 0.240 6.3 8 ------------ 1 LT 90 286 376 2 0.317 6.0 14 2000 2 T 377 377 2 0.317 6.0 14 500 ---- 90 663 0 753 2 0.317 6.0 14 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1638 2 0.317 5.7 14 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 39.1 1348 2.67 29.01 7.73 1.96 2 TR 37.5 1350 2.67 27.76 7.73 1.92 --------- East: Blair Creek Drive 1 L 25.7 1197 3.01 21.50 7.73 1.93 2 R NA - Short Lane --------- 1 LT 35.9 1349 2.67 26.61 7.73 1.89 2 T 39.1 1355 2.66 28.86 7.73 1.95 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.215 4.0 0.8 4.8 0.0 3.2 0.0 3.2 5.4 4.8 2 TR 0.215 4.0 0.8 4.8 0.0 3.3 0.0 3.3 5.7 4.8 -------- East: Blair Creek Drive 1 L 0.166 5.4 0.9 6.3 0.0 3.9 0.0 3.9 12.4 6.3 2 R 0.240 5.1 1.2 6.3 0.0 3.5 0.0 3.5 6.6 6.3 --------
Page 7 of 11 2011/10/18 1 LT 0.317 4.6 1.4 6.0 0.0 4.1 0.0 4.1 7.1 6.0 2 T 0.317 4.6 1.4 6.0 0.0 3.8 0.0 3.8 5.4 6.0 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.215 0.0 0.4 0.0 0.4 1.0 0.00 0.0 100.0 0.4 0.6 2 TR 0.215 0.0 0.4 0.0 0.4 1.0 0.02 0.0 100.0 0.4 0.6 ---------------------- East: Blair Creek Drive 1 L 0.166 0.0 0.3 0.0 0.3 0.7 0.01 0.0 100.0 0.2 0.4 2 R 0.240 0.0 0.4 0.0 0.4 1.0 0.03 0.0 100.0 0.4 0.7 ---------------------- 1 LT 0.317 0.0 0.7 0.0 0.7 1.8 0.01 0.0 100.0 0.6 1.1 2 T 0.317 0.0 0.7 0.0 0.7 1.8 0.03 0.0 100.0 0.6 1.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.215 0.0 3.2 0.0 3.2 8.0 0.00 0.0 100.0 2.7 4.9 2 TR 0.215 0.0 3.2 0.0 3.2 8.0 0.02 0.0 100.0 2.7 5.0 ---------------------- East: Blair Creek Drive 1 L 0.166 0.0 2.0 0.0 2.0 5.0 0.01 0.0 100.0 1.8 3.2 2 R 0.240 0.0 3.2 0.0 3.2 7.8 0.03 0.0 100.0 3.0 5.5 ---------------------- 1 LT 0.317 0.0 5.5 0.0 5.5 13.6 0.01 0.0 100.0 4.9 8.8 2 T 0.317 0.0 5.5 0.0 5.5 13.6 0.03 0.0 100.0 4.9 8.8 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 8 of 11 2011/10/18 Lane Queue Percentiles (Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.215 0.4 0.5 0.8 0.9 1.0 1.2 2 TR 0.215 0.4 0.5 0.8 0.9 1.0 1.2 -------- East: Blair Creek Drive 1 L 0.166 0.3 0.3 0.5 0.6 0.7 0.7 2 R 0.240 0.4 0.5 0.7 0.9 1.0 1.1 -------- 1 LT 0.317 0.7 0.9 1.3 1.5 1.8 2.0 2 T 0.317 0.7 0.9 1.3 1.5 1.8 2.0 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.215 3.2 4.2 5.9 6.8 8.0 8.9 2 TR 0.215 3.2 4.2 5.9 6.8 8.0 8.9 -------- East: Blair Creek Drive 1 L 0.166 2.0 2.6 3.7 4.3 5.0 5.6 2 R 0.240 3.2 4.1 5.8 6.7 7.8 8.7 -------- 1 LT 0.317 5.5 7.1 10.0 11.5 13.6 15.1 2 T 0.317 5.5 7.1 10.0 11.6 13.6 15.1 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.215 0.11 0.00 0.34 0.46 121.0 0.00 0.0 0.24 2 TR 0.215 0.11 0.00 0.36 0.47 125.6 0.00 0.0 0.24 --------
Page 9 of 11 2011/10/18 East: Blair Creek Drive 1 L 0.166 0.43 0.00 0.37 0.79 103.8 0.00 0.0 0.49 2 R 0.240 0.43 0.00 0.27 0.70 154.6 0.00 0.0 0.49 -------- 1 LT 0.317 0.19 0.00 0.36 0.55 208.4 0.00 0.0 0.33 2 T 0.317 0.19 0.00 0.30 0.49 184.6 0.00 0.0 0.33 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 64 1 1.00 1.00 1.00 North 8T Thru 458 9 1.00 1.00 1.00 --------- East: Blair Creek Drive South 1L Left 128 3 1.00 1.00 1.00 North 6R Right 218 4 1.00 1.00 1.00 --------- South 4T Thru 650 13 1.00 1.00 1.00 East 7L Left 88 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 8T T 0 0 458 9 0 0 8R R 0 0 0 0 64 1 East: Blair Creek Drive 1L L 128 3 0 0 0 0 6R R 0 0 0 0 218 4 7L L 88 2 0 0 0 0 4T T 0 0 650 13 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/10/18 Flow Rates (Total Vehicles and Percent Heavy) Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 8T T 0 0.0 467 2.0 0 0.0 8R R 0 0.0 0 0.0 65 2.0 --- East: Blair Creek Drive 1L L 131 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 222 2.0 --- 7L L 90 2.0 0 0.0 0 0.0 4T T 0 0.0 663 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Blair Creek Drive-N-Strasburg Road-Weekday AM 2018
Page 11 of 11 2011/10/18 Processed: October 18, 2011 11:18:29 AM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\East-West Collector and Strasburg Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/10/18 DETAILED OUTPUT Blair Creek-N-Strasburg Road Option 1 Blair Creek-N-Strasburg Road Drive-Weekday PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site: Blair Creek Drive-N-Strasburg Road-Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 247 2.0 252 0 N 0.981 ---------------- East: Blair Creek Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 797 2.0 813 0 N 0.900 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 105 2.0 107 0 N 0.983
Page 2 of 11 2011/10/18 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Blair Creek Collector-N-Strasburg Road-Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 252 25.7 102.2 2.00 0.264 4.27 30.5 2.68D 2 Dominant 252 25.7 102.2 2.00 0.264 4.27 30.5 2.68 Right 2 Dominant 252 25.7 102.2 2.00 0.264 4.27 30.5 2.69 ---------------- East: Blair Creek Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 813 39.1 48.1 1.14 0.432 3.97 43.2 2.76 Right 2 Dominant 813 39.1 48.1 1.14 0.432 3.65 39.7 2.54 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 107 25.7 240.3 2.00 0.122 4.34 31.0 2.64 Thru 1 Subdominant 107 25.7 240.3 2.00 0.122 4.34 31.0 2.64 2 Dominant 107 25.7 240.3 2.00 0.122 4.25 30.4 2.59 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. D Subdominant lane follow-up headway was calculated as less than the dominant lane value and was set to the dominant lane value Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 8T T 797 2.0 247 2.0 252 1806 0.85 93 100 0.441* 8R R 145 2.0 247 2.0 252 329 0.85 93 100 0.441* ----------- East: Blair Creek 1L L 105 2.0 797 2.0 813 661 0.85 435 100 0.159 6R R 145 2.0 797 2.0 813 748 0.85 338 100 0.194 ----------- 7L L 247 2.0 105 2.0 107 631 0.85 117 100 0.392 4T T 722 2.0 105 2.0 107 1844 0.85 117 100 0.392 ----------- * Maximum degree of saturation
Page 3 of 11 2011/10/18 Movement Performance Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 8T T 1.82 2.18 8.2 0.59 469.4 13.95 501.6 10.7 46.7 8R R 0.33 0.40 8.2 0.65 94.4 2.58 90.4 2.0 46.0 ------------------- East: Blair Creek 1L L 0.21 0.25 7.3 0.87 91.7 2.07 70.8 1.7 42.6 6R R 0.28 0.34 6.9 0.80 115.5 2.65 90.4 1.9 46.8 ------------------- 7L L 0.47 0.56 6.8 0.74 183.4 4.56 166.6 3.9 43.3 4T T 1.35 1.61 6.7 0.47 337.8 11.68 454.4 9.4 48.2 ------------------- Fuel Consumption, Emissions and Cost (Total) Site: Blair Creek-N-Strasburg Road-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 8T T 178.96 59.2 148.1 11.38 0.242 0.364 8R R 33.31 11.1 27.8 2.22 0.046 0.069 212.27 70.3 175.9 13.60 0.288 0.434 East: Blair Creek 1L L 27.33 8.9 22.2 1.83 0.038 0.055 6R R 32.93 11.2 27.9 2.29 0.047 0.070 60.26 20.0 50.1 4.12 0.084 0.125 7L L 63.46 20.5 51.3 4.11 0.087 0.125 4T T 156.98 51.9 129.9 9.69 0.209 0.316 220.44 72.4 181.2 13.81 0.296 0.441 INTERSECTION: 492.97 162.8 407.2 31.53 0.668 1.000 Fuel Consumption, Emissions and Cost (Rate) Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 8T T 0.36 11.8 295.3 22.70 0.482 0.727 8R R 0.37 12.3 307.1 24.57 0.510 0.766
Page 4 of 11 2011/10/18 0.36 11.9 297.1 22.98 0.486 0.733 East: Blair Creek 1L L 0.39 12.5 313.7 25.80 0.535 0.771 6R R 0.36 12.3 308.8 25.34 0.516 0.779 0.37 12.4 311.0 25.55 0.524 0.776 7L L 0.38 12.3 307.8 24.68 0.519 0.749 4T T 0.35 11.4 285.8 21.33 0.461 0.696 0.35 11.7 291.7 22.23 0.477 0.710 INTERSECTION: 0.36 11.8 296.3 22.94 0.486 0.727 Intersection Negotiation Data Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 35.0 32.5 19.4 500 119 No North Thru 57.3 39.1 47.1 500 135 No --------------- East: Blair Creek South Left 19.0 25.7 74.6 500 176 No North Right 35.0 32.5 19.4 500 126 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 169 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 8T T 65.0 39.1 39.1 65.0 52.0 46.7 5.4 8R R 65.0 32.5 32.5 65.0 51.6 46.0 6.6 -------------- East: Blair Creek 1L L 65.0 25.7 25.7 65.0 46.1 42.6 12.4 6R R 65.0 32.5 32.5 65.0 50.4 46.8 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 48.1 43.3 12.4 4T T 65.0 39.1 39.1 65.0 53.3 48.2 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/10/18 Lanes Lane Performance Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 471 1067 0.441 8.2 0.59 2.7 20.5 2000.0 2 TR 471 1067 0.441 8.2 0.61 2.7 20.5 500.0 East: Blair Creek 1 L 105 661 0.159 7.3 0.87 0.7 5.0 500.0 2 R 145 748 0.194 6.9 0.80 0.8 6.4 250.0T 1 LT 479 1224 0.392 6.8 0.60 2.5 19.0 2000.0 2 T 490 1251 0.392 6.7 0.48 2.5 19.1 500.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 471 0 471 150 1067 0.441 100 2 TR 0 326 145 471 150 1067 0.441 100 ----- East: Blair Creek 1 L 105 0 0 105 105 661 0.159 100 2 R 0 0 145 145 145 748 0.194 100 ----- 1 LT 247 232 0 479 150 1224 0.392 100 2 T 0 490 0 490 150 1251 0.392 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------
Page 6 of 11 2011/10/18 1 T 471 471 2 0.441 8.2 21 2000 2 TR 326 145 471 2 0.441 8.2 21 500 ---- 0 797 145 942 2 0.441 8.2 21 ------------ East: Blair Creek 1 L 105 105 2 0.159 7.3 5 500 2 R 145 145 2 0.194 6.9 6 250 ---- 105 0 145 250 2 0.194 7.1 6 ------------ 1 LT 247 232 479 2 0.392 6.8 19 2000 2 T 490 490 2 0.392 6.7 19 500 ---- 247 722 0 969 2 0.392 6.7 19 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2161 2 0.441 7.4 21 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 39.1 1342 2.68 29.14 7.73 1.97 2 TR 37.1 1341 2.68 27.63 7.73 1.93 --------- East: Blair Creek 1 L 25.7 1302 2.76 19.77 7.73 1.68 2 R NA - Short Lane --------- 1 LT 32.2 1362 2.64 23.66 7.73 1.78 2 T 39.1 1389 2.59 28.14 7.73 1.88 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.441 5.6 2.6 8.2 0.0 4.9 0.0 4.9 5.4 8.2 2 TR 0.441 5.6 2.6 8.2 0.0 5.1 0.0 5.1 5.7 8.2 -------- East: Blair Creek 1 L 0.159 6.2 1.0 7.3 0.0 4.3 0.0 4.3 12.4 7.3 2 R 0.194 5.8 1.2 6.9 0.0 3.4 0.0 3.4 6.6 6.9 --------
Page 7 of 11 2011/10/18 1 LT 0.392 4.9 1.9 6.8 0.0 5.1 0.0 5.1 9.0 6.8 2 T 0.392 4.8 1.8 6.7 0.0 4.5 0.0 4.5 5.4 6.7 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.441 0.0 1.1 0.0 1.1 2.7 0.01 0.0 100.0 1.1 2.0 2 TR 0.441 0.0 1.1 0.0 1.1 2.7 0.04 0.0 100.0 1.1 2.0 ---------------------- East: Blair Creek 1 L 0.159 0.0 0.3 0.0 0.3 0.7 0.01 0.0 100.0 0.2 0.4 2 R 0.194 0.0 0.3 0.0 0.3 0.8 0.03 0.0 100.0 0.3 0.5 ---------------------- 1 LT 0.392 0.0 1.0 0.0 1.0 2.5 0.01 0.0 100.0 0.9 1.6 2 T 0.392 0.0 1.0 0.0 1.0 2.5 0.04 0.0 100.0 0.9 1.6 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.441 0.0 8.3 0.0 8.3 20.5 0.01 0.0 100.0 8.3 15.1 2 TR 0.441 0.0 8.3 0.0 8.3 20.5 0.04 0.0 100.0 8.3 15.1 ---------------------- East: Blair Creek 1 L 0.159 0.0 2.0 0.0 2.0 5.0 0.01 0.0 100.0 1.6 3.0 2 R 0.194 0.0 2.6 0.0 2.6 6.4 0.03 0.0 100.0 2.2 3.9 ---------------------- 1 LT 0.392 0.0 7.6 0.0 7.6 19.0 0.01 0.0 100.0 7.0 12.7 2 T 0.392 0.0 7.7 0.0 7.7 19.1 0.04 0.0 100.0 7.0 12.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since
Page 8 of 11 2011/10/18 HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.441 1.1 1.4 2.0 2.3 2.7 3.0 2 TR 0.441 1.1 1.4 2.0 2.3 2.7 3.0 -------- East: Blair Creek 1 L 0.159 0.3 0.3 0.5 0.6 0.7 0.7 2 R 0.194 0.3 0.4 0.6 0.7 0.8 0.9 -------- 1 LT 0.392 1.0 1.3 1.8 2.1 2.5 2.7 2 T 0.392 1.0 1.3 1.8 2.1 2.5 2.7 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.441 8.3 10.7 15.1 17.5 20.5 22.8 2 TR 0.441 8.3 10.7 15.1 17.5 20.5 22.8 -------- East: Blair Creek 1 L 0.159 2.0 2.6 3.7 4.3 5.0 5.6 2 R 0.194 2.6 3.4 4.7 5.5 6.4 7.2 -------- 1 LT 0.392 7.6 9.9 13.9 16.1 19.0 21.1 2 T 0.392 7.7 9.9 14.0 16.2 19.1 21.2 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.441 0.37 0.00 0.22 0.59 278.8 0.00 0.0 0.50 2 TR 0.441 0.37 0.00 0.24 0.61 285.0 0.00 0.0 0.50
Page 9 of 11 2011/10/18 -------- East: Blair Creek 1 L 0.159 0.59 0.00 0.28 0.87 91.7 0.00 0.0 0.60 2 R 0.194 0.59 0.00 0.21 0.80 115.5 0.00 0.0 0.61 -------- 1 LT 0.392 0.18 0.00 0.42 0.60 287.8 0.00 0.0 0.33 2 T 0.392 0.18 0.00 0.30 0.48 233.4 0.00 0.0 0.33 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 142 3 1.00 1.00 1.00 North 8T Thru 781 16 1.00 1.00 1.00 --------- East: Blair Creek South 1L Left 103 2 1.00 1.00 1.00 North 6R Right 142 3 1.00 1.00 1.00 --------- South 4T Thru 708 14 1.00 1.00 1.00 East 7L Left 242 5 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 8T T 0 0 781 16 0 0 8R R 0 0 0 0 142 3 East: Blair Creek 1L L 103 2 0 0 0 0 6R R 0 0 0 0 142 3 7L L 242 5 0 0 0 0 4T T 0 0 708 14 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/10/18 Flow Rates (Total Vehicles and Percent Heavy) Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 8T T 0 0.0 797 2.0 0 0.0 8R R 0 0.0 0 0.0 145 2.0 --- East: Blair Creek 1L L 105 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 145 2.0 --- 7L L 247 2.0 0 0.0 0 0.0 4T T 0 0.0 722 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics
Page 11 of 11 2011/10/18 Site:Blair Creek-N-Strasburg Road-Weekday PM 2018 Processed: October 18, 2011 11:19:24 AM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Blair Creek and Strasburg Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 13 2011/09/29 DETAILED OUTPUT FH-n-HR Weekday AM 2018 Huron Road and Fischer Hallman Road Option 1 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:FH-n-HR Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 25 7 38 30 30 2 3 4.00 579 4.1 603 0 N 0.910 ---------------- East: Huron Road Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High 20 7 33 30 30 2 3 4.00 937 3.2 967 0 N 0.817 Exclusive Slip lane (exiting flow): 779 1.0 787 0 N 0.859 ---------------- North: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium
Page 2 of 13 2011/09/29 20 7 33 30 30 2 3 4.00 834 8.7 906 0 N 0.841 Exclusive Slip lane (exiting flow): 658 10.2 725 0 N 0.887 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 20 7 33 30 30 2 2 4.00 943 2.8 970 0 N 0.824 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:FH-n-HR Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 603 26.2 43.5 1.49 0.422 4.28 31.2 2.88 Thru 1 Subdominant 603 26.2 43.5 1.49 0.422 3.79 27.7 2.55 2 Dominant 603 26.2 43.5 1.49 0.422 3.47 25.3 2.34 Right 3 Subdominant 603 26.2 43.5 1.49 0.422 5.37 39.1 3.61 ---------------- East: Huron Road Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High Left 1 Subdominant 967 26.2 27.1 1.06 0.468 3.41 24.9 2.43 Thru 1 Subdominant 967 26.2 27.1 1.06 0.468 3.61 26.3 2.57 2 Subdominant 967 26.2 27.1 1.06 0.468 3.62 26.4 2.58 Right 3 Excl. Slip 787E 26.2 33.4 1.24 0.450 3.13 22.8 2.17 ---------------- North: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 906 26.2 29.0 1.21 0.489 3.59 26.2 2.53 Thru 1 Subdominant 906 26.2 29.0 1.21 0.489 3.63 26.5 2.56 2 Dominant 906 26.2 29.0 1.21 0.489 3.33 24.3 2.35 Right 3 Excl. Slip 725E 26.2 36.2 1.42 0.469 3.56 26.0 2.44 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 970 26.2 27.1 1.23 0.520 3.86 28.2 2.75 Thru 1 Dominant 970 26.2 27.1 1.23 0.520 3.98 29.0 2.83 2 Subdominant 970 26.2 27.1 1.23 0.520 4.14 30.2 2.95 Right 2 Subdominant 970 26.2 27.1 1.23 0.520 5.17 37.7 3.68 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. E Exiting flow for slip lane traffic Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:FH-n-HR Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap.
Page 3 of 13 2011/09/29 veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Fischer Hallman Road 3L L 158 14.0 579 4.1 603 293 0.85 58 100 0.539 8T T 769 1.0 579 4.1 603 1426 0.85 58 100 0.539 8R R 108 6.0 579 4.1 603 509 0.85 301 100 0.212 ----------- East: Huron Road 1L L 176 3.0 937 3.2 967 328 0.85 58 100 0.537 6T T 500 9.0 937 3.2 967 931 0.85 58 100 0.537 6R R 408 3.0 779 1.0 787 896 0.85 87 100 0.455 ----------- North: Fischer Hallman Road 7L L 158 2.0 834 8.7 906 287 0.85 54 100 0.551 4T T 609 3.0 834 8.7 906 1106 0.85 54 100 0.551 4R R 26 4.0 658 10.2 725 801 0.85 2517 100 0.032 ----------- West: Huron Road 5L L 10 2.0 943 2.8 970 18 0.85 49 100 0.570* 2T T 411 5.0 943 2.8 970 721 0.85 49 100 0.570* 2R R 111 31.0 943 2.8 970 195 0.85 49 100 0.570* ----------- * Maximum degree of saturation Movement Performance Site:FH-n-HR Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Fischer Hallman Road 3L L 0.55 0.66 12.6 0.96 151.5 10.37 337.0 9.2 36.6 8T T 2.46 2.95 11.5 0.88 673.0 48.55 1595.4 42.9 37.2 8R R 0.30 0.36 10.0 0.78 84.6 6.74 224.1 6.0 37.5 ------------------- East: Huron Road 1L L 0.71 0.85 14.6 1.00 175.8 11.73 375.4 10.4 36.2 6T T 2.08 2.49 14.9 0.96 481.7 32.60 1037.3 28.4 36.6 6R R 1.09 1.31 9.6 0.87 355.0 25.35 846.5 22.5 37.5 ------------------- North: Fischer Hallman Road 7L L 0.65 0.78 14.8 1.01 159.3 10.57 337.0 9.3 36.2 4T T 2.35 2.82 13.9 0.97 590.3 39.46 1263.5 34.4 36.8 4R R 0.03 0.04 4.8 0.62 16.2 1.53 53.9 1.4 38.5 ------------------- West: Huron Road 5L L 0.05 0.06 18.4 1.04 10.4 0.69 21.3 0.6 35.6 2T T 2.24 2.69 19.7 1.01 414.2 27.89 852.7 23.9 35.7 2R R 0.70 0.84 22.8 1.02 112.7 7.74 231.9 6.6 35.3 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:FH-n-HR Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Fischer Hallman Road 3L L 123.96 28.8 72.5 3.37 0.126 0.084 8T T 549.92 116.0 290.1 13.64 0.558 0.300 8R R 78.15 17.2 43.0 1.99 0.079 0.046 752.03 162.0 405.5 19.00 0.763 0.430
Page 4 of 13 2011/09/29 East: Huron Road 1L L 129.34 25.4 63.6 2.92 0.134 0.061 6T T 359.53 72.6 182.2 8.77 0.382 0.194 6R R 281.99 55.6 139.3 6.41 0.297 0.130 770.87 153.7 385.1 18.10 0.813 0.385 North: Fischer Hallman Road 7L L 137.84 38.7 96.8 5.17 0.120 0.212 4T T 518.48 149.6 374.6 20.16 0.450 0.838 4R R 21.60 6.4 16.1 0.86 0.019 0.037 677.92 194.8 487.5 26.20 0.589 1.087 West: Huron Road 5L L 9.19 2.7 6.8 0.37 0.008 0.016 2T T 382.02 119.9 300.4 16.60 0.313 0.753 2R R 139.65 57.5 145.5 8.49 0.101 0.419 530.87 180.1 452.7 25.47 0.421 1.188 INTERSECTION: 2731.69 690.6 1730.9 88.77 2.585 3.090 Fuel Consumption, Emissions and Cost (Rate) Site:FH-n-HR Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Fischer Hallman Road 3L L 0.37 8.6 215.0 10.00 0.373 0.249 8T T 0.34 7.3 181.8 8.55 0.349 0.188 8R R 0.35 7.7 191.9 8.87 0.354 0.205 0.35 7.5 188.0 8.81 0.354 0.200 East: Huron Road 1L L 0.34 6.8 169.5 7.78 0.358 0.161 6T T 0.35 7.0 175.7 8.46 0.368 0.187 6R R 0.33 6.6 164.5 7.57 0.350 0.154 0.34 6.8 170.5 8.01 0.360 0.170 North: Fischer Hallman Road 7L L 0.41 11.5 287.4 15.35 0.357 0.630 4T T 0.41 11.8 296.5 15.96 0.356 0.663 4R R 0.40 11.9 298.7 16.03 0.344 0.679 0.41 11.8 294.7 15.84 0.356 0.657 West: Huron Road 5L L 0.43 12.8 319.5 17.46 0.361 0.768 2T T 0.45 14.1 352.3 19.47 0.367 0.883 2R R 0.60 24.8 627.7 36.63 0.434 1.807 0.48 16.3 409.4 23.03 0.381 1.074 INTERSECTION: 0.38 9.6 241.2 12.37 0.360 0.431 Intersection Negotiation Data Site:FH-n-HR Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance
Page 5 of 13 2011/09/29 From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Fischer Hallman Road East Right 20.0 26.2 14.9 2000 80 No North Thru 20.0 26.2 13.5 2000 76 No West Left 20.0 26.2 78.5 2000 142 No --------------- East: Huron Road South Left 20.0 26.2 78.5 2000 135 No North Right 20.0 26.2 12.8 2000 77 No West Thru 20.0 26.2 14.5 2000 83 No --------------- North: Fischer Hallman Road South Thru 20.0 26.2 14.5 2000 77 No East Left 20.0 26.2 78.5 2000 134 No West Right 20.0 26.2 12.8 2000 78 No --------------- West: Huron Road South Right 20.0 26.2 12.8 2000 123 No East Thru 20.0 26.2 13.5 2000 79 No North Left 20.0 26.2 78.5 2000 134 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:FH-n-HR Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Fischer Hallman Road 3L L 40.0 26.2 26.2 50.0 19.6 38.1 36.6 7.7 8T T 40.0 26.2 26.2 50.0 20.9 38.6 37.2 3.7 8R R 40.0 26.2 26.2 50.0 38.8 37.5 3.9 -------------- East: Huron Road 1L L 40.0 26.2 26.2 50.0 17.5 38.0 36.2 7.6 6T T 40.0 26.2 26.2 50.0 17.3 38.5 36.6 4.0 6R R 40.0 26.2 26.2 50.0 19.6 38.6 37.5 3.8 -------------- North: Fischer Hallman Road 7L L 40.0 26.2 26.2 50.0 17.6 38.0 36.2 7.5 4T T 40.0 26.2 26.2 50.0 17.9 38.5 36.8 3.8 4R R 40.0 26.2 26.2 50.0 38.9 38.5 3.8 -------------- West: Huron Road 5L L 40.0 26.2 26.2 50.0 16.9 37.9 35.6 7.5 2T T 40.0 26.2 26.2 50.0 16.8 38.4 35.7 3.8 2R R 40.0 26.2 26.2 55.0 15.8 38.4 35.3 4.9 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:FH-n-HR Weekday AM 2018
Page 6 of 13 2011/09/29 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Fischer Hallman Road 1 LT 421 781 0.539 12.6 0.92 3.7 29.3 2000.0 2 T 506 938 0.539 10.9 0.86 3.8 29.5 2000.0 3 R 108 509 0.212 10.0 0.78 0.9 7.3 200.0T East: Huron Road 1 LT 346 645 0.537 14.6 0.98 3.2 25.7 2000.0 2 T 330 614 0.537 15.1 0.96 3.2 26.0 2000.0 3 R 408 896 0.455 9.6 0.87 2.8 21.8 200.0T North: Fischer Hallman Road 1 LT 361 656 0.551 14.8 0.99 3.5 27.1 2000.0 2 T 406 737 0.551 13.4 0.97 3.6 28.2 2000.0 3 R 26 801 0.032 4.8 0.62 0.1 1.1 200.0T West: Huron Road 1 LT 300 526 0.570 18.4 1.00 3.5 27.6 2000.0 2 TR 232 407 0.570 22.8 1.02 3.2 28.0 2000.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:FH-n-HR Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Fischer Hallman Road 1 LT 158 263 0 421 150 781 0.539 100 2 T 0 506 0 506 150 938 0.539 100 3 R 0 0 108 108 108 509 0.212 100 ----- East: Huron Road 1 LT 176 170 0 346 150 645 0.537 100 2 T 0 330 0 330 150 614 0.537 100 3 R 0 0 408 408 150 896 0.455 100 ----- North: Fischer Hallman Road 1 LT 158 203 0 361 150 656 0.551 100 2 T 0 406 0 406 150 737 0.551 100 3 R 0 0 26 26 26 801 0.032 100 ----- West: Huron Road 1 LT 10 290 0 300 150 526 0.570 100 2 TR 0 121 111 232 150 407 0.570 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:FH-n-HR Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m
Page 7 of 13 2011/09/29 ------------ South: Fischer Hallman Road 1 LT 158 263 421 6 0.539 12.6 29 2000 2 T 506 506 1 0.539 10.9 29 2000 3 R 108 108 6 0.212 10.0 7 200 ---- 158 769 108 1035 4 0.539 11.5 29 ------------ East: Huron Road 1 LT 176 170 346 6 0.537 14.6 26 2000 2 T 330 330 9 0.537 15.1 26 2000 3 R 408 408 3 0.455 9.6 22 200 ---- 176 500 408 1084 6 0.537 12.9 26 ------------ North: Fischer Hallman Road 1 LT 158 203 361 3 0.551 14.8 27 2000 2 T 406 406 3 0.551 13.4 28 2000 3 R 26 26 4 0.032 4.8 1 200 ---- 158 609 26 793 3 0.551 13.8 28 ------------ West: Huron Road 1 LT 10 290 300 5 0.570 18.4 28 2000 2 TR 121 111 232 17 0.570 22.8 28 2000 ---- 10 411 111 532 10 0.570 20.3 28 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 3444 5 0.570 13.8 29 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:FH-n-HR Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Fischer Hallman Road 1 LT 26.2 1346 2.67 19.50 7.98 1.58 2 T 26.2 1541 2.34 17.03 7.66 1.29 3 R NA - Short Lane --------- East: Huron Road 1 LT 26.2 1443 2.49 18.19 7.98 1.40 2 T 26.2 1396 2.58 18.80 8.18 1.46 3 R NA - Short Lane --------- North: Fischer Hallman Road 1 LT 26.2 1413 2.55 18.58 7.76 1.48 2 T 26.2 1531 2.35 17.14 7.79 1.28 3 R NA - Short Lane --------- West: Huron Road 1 LT 26.2 1273 2.83 20.61 7.91 1.74 2 TR 26.2 1092 3.30 24.03 8.72 2.10 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:FH-n-HR Weekday AM 2018
Page 8 of 13 2011/09/29 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Fischer Hallman Road 1 LT 0.539 7.3 5.3 12.6 0.0 8.9 0.7 8.2 5.2 12.6 2 T 0.539 6.5 4.4 10.9 0.0 7.3 0.6 6.7 3.7 10.9 3 R 0.212 8.1 1.9 10.0 0.0 6.9 0.0 6.9 3.9 10.0 -------- East: Huron Road 1 LT 0.537 8.3 6.3 14.6 0.0 10.6 0.9 9.7 5.8 14.6 2 T 0.537 8.5 6.6 15.1 0.0 11.2 1.0 10.3 4.0 15.1 3 R 0.455 6.3 3.3 9.6 0.0 6.0 0.4 5.6 3.8 9.6 -------- North: Fischer Hallman Road 1 LT 0.551 8.2 6.5 14.8 0.0 10.8 1.0 9.8 5.4 14.8 2 T 0.551 7.6 5.8 13.4 0.0 9.5 0.9 8.6 3.8 13.4 3 R 0.032 4.7 0.2 4.8 0.0 1.9 0.0 1.9 3.8 4.8 -------- West: Huron Road 1 LT 0.570 9.7 8.7 18.4 0.0 14.3 1.2 13.1 4.0 18.4 2 TR 0.570 11.7 11.1 22.8 0.0 18.7 1.4 17.3 4.4 22.8 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:FH-n-HR Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Fischer Hallman Road 1 LT 0.539 0.2 1.3 0.2 1.5 3.7 0.01 0.0 100.0 1.5 2.7 2 T 0.539 0.1 1.4 0.2 1.5 3.8 0.01 0.0 100.0 1.5 2.8 3 R 0.212 0.0 0.4 0.0 0.4 0.9 0.04 0.0 100.0 0.3 0.5 ---------------------- East: Huron Road 1 LT 0.537 0.2 1.1 0.2 1.3 3.2 0.01 0.0 100.0 1.4 2.5 2 T 0.537 0.2 1.1 0.2 1.3 3.2 0.01 0.0 100.0 1.4 2.5 3 R 0.455 0.1 1.1 0.1 1.1 2.8 0.11 0.0 100.0 1.1 2.0 ---------------------- North: Fischer Hallman Road 1 LT 0.551 0.2 1.2 0.2 1.4 3.5 0.01 0.0 100.0 1.5 2.7 2 T 0.551 0.2 1.3 0.2 1.5 3.6 0.01 0.0 100.0 1.5 2.8 3 R 0.032 0.0 0.1 0.0 0.1 0.1 0.01 0.0 100.0 0.0 0.1 ---------------------- West: Huron Road 1 LT 0.570 0.2 1.2 0.2 1.4 3.5 0.01 0.0 100.0 1.5 2.8 2 TR 0.570 0.2 1.1 0.2 1.3 3.2 0.01 0.0 100.0 1.5 2.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 9 of 13 2011/09/29 Lane Queues (Distance) Site:FH-n-HR Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Fischer Hallman Road 1 LT 0.539 1.3 10.3 1.5 11.8 29.3 0.01 0.0 100.0 11.7 21.3 2 T 0.539 1.1 10.5 1.4 11.9 29.5 0.01 0.0 100.0 11.8 21.4 3 R 0.212 0.0 2.9 0.0 2.9 7.3 0.04 0.0 100.0 2.4 4.4 ---------------------- East: Huron Road 1 LT 0.537 1.3 9.1 1.3 10.4 25.7 0.01 0.0 100.0 11.2 20.3 2 T 0.537 1.3 9.1 1.3 10.5 26.0 0.01 0.0 100.0 11.3 20.6 3 R 0.455 0.5 8.2 0.6 8.8 21.8 0.11 0.0 100.0 8.5 15.4 ---------------------- North: Fischer Hallman Road 1 LT 0.551 1.5 9.4 1.5 10.9 27.1 0.01 0.0 100.0 11.5 20.8 2 T 0.551 1.5 9.8 1.6 11.3 28.2 0.01 0.0 100.0 11.8 21.4 3 R 0.032 0.0 0.5 0.0 0.5 1.1 0.01 0.0 100.0 0.3 0.5 ---------------------- West: Huron Road 1 LT 0.570 1.8 9.4 1.7 11.1 27.6 0.01 0.0 100.0 12.1 22.0 2 TR 0.570 1.9 9.5 1.7 11.3 28.0 0.01 0.0 100.0 12.8 23.2 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:FH-n-HR Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Fischer Hallman Road 1 LT 0.539 1.5 1.9 2.7 3.1 3.7 4.1 2 T 0.539 1.5 2.0 2.8 3.3 3.8 4.3 3 R 0.212 0.4 0.5 0.7 0.8 0.9 1.0 -------- East: Huron Road 1 LT 0.537 1.3 1.7 2.4 2.7 3.2 3.6 2 T 0.537 1.3 1.7 2.3 2.7 3.2 3.5 3 R 0.455 1.1 1.5 2.1 2.4 2.8 3.1 -------- North: Fischer Hallman Road 1 LT 0.551 1.4 1.8 2.6 3.0 3.5 3.9 2 T 0.551 1.5 1.9 2.7 3.1 3.6 4.0 3 R 0.032 0.1 0.1 0.1 0.1 0.1 0.2 -------- West: Huron Road 1 LT 0.570 1.4 1.8 2.6 3.0 3.5 3.9 2 TR 0.570 1.3 1.7 2.4 2.7 3.2 3.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 10 of 13 2011/09/29 Lane Queue Percentiles (Distance) Site:FH-n-HR Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Fischer Hallman Road 1 LT 0.539 11.8 15.3 21.5 24.9 29.3 32.5 2 T 0.539 11.9 15.4 21.6 25.1 29.5 32.7 3 R 0.212 2.9 3.8 5.3 6.2 7.3 8.1 -------- East: Huron Road 1 LT 0.537 10.4 13.4 18.9 21.9 25.7 28.6 2 T 0.537 10.4 13.5 19.1 22.1 26.0 28.8 3 R 0.455 8.8 11.4 16.0 18.6 21.8 24.2 -------- North: Fischer Hallman Road 1 LT 0.551 10.9 14.1 19.9 23.0 27.1 30.0 2 T 0.551 11.3 14.7 20.7 24.0 28.2 31.3 3 R 0.032 0.5 0.6 0.8 1.0 1.1 1.3 -------- West: Huron Road 1 LT 0.570 11.1 14.4 20.3 23.5 27.6 30.7 2 TR 0.570 11.3 14.6 20.6 23.8 28.0 31.1 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:FH-n-HR Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Fischer Hallman Road 1 LT 0.539 0.73 0.07 0.13 0.92 388.8 0.12 51.7 0.74 2 T 0.539 0.69 0.06 0.12 0.86 435.7 0.10 49.3 0.73 3 R 0.212 0.62 0.00 0.16 0.78 84.6 0.00 0.0 0.62 -------- East: Huron Road 1 LT 0.537 0.79 0.08 0.11 0.98 339.5 0.17 58.7 0.79 2 T 0.537 0.79 0.09 0.09 0.96 318.0 0.17 57.7 0.79 3 R 0.455 0.72 0.04 0.12 0.87 355.0 0.06 26.0 0.73 -------- North: Fischer Hallman Road 1 LT 0.551 0.79 0.09 0.10 0.99 356.7 0.18 66.4 0.79 2 T 0.551 0.79 0.09 0.09 0.97 392.9 0.17 68.9 0.79 3 R 0.032 0.44 0.00 0.18 0.62 16.2 0.00 0.0 0.58 -------- West: Huron Road 1 LT 0.570 0.81 0.11 0.08 1.00 301.1 0.23 69.4 0.81 2 TR 0.570 0.81 0.12 0.08 1.02 236.1 0.26 60.6 0.81 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis
Page 11 of 13 2011/09/29 Movement Definitions and Flow Rates (O-D) Site:FH-n-HR Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Fischer Hallman Road East 8R Right 102 6 1.00 1.00 1.00 North 8T Thru 761 8 1.00 1.00 1.00 West 3L Left 136 22 1.00 1.00 1.00 --------- East: Huron Road South 1L Left 171 5 1.00 1.00 1.00 North 6R Right 396 12 1.00 1.00 1.00 West 6T Thru 455 45 1.00 1.00 1.00 --------- North: Fischer Hallman Road South 4T Thru 591 18 1.00 1.00 1.00 East 7L Left 155 3 1.00 1.00 1.00 West 4R Right 25 1 1.00 1.00 1.00 --------- West: Huron Road South 2R Right 77 34 1.00 1.00 1.00 East 2T Thru 390 21 1.00 1.00 1.00 North 5L Left 10 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:FH-n-HR Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Fischer Hallman Road 3L L 136 22 0 0 0 0 8T T 0 0 761 8 0 0 8R R 0 0 0 0 102 6 East: Huron Road 1L L 171 5 0 0 0 0 6T T 0 0 455 45 0 0 6R R 0 0 0 0 396 12 North: Fischer Hallman Road 7L L 155 3 0 0 0 0 4T T 0 0 591 18 0 0 4R R 0 0 0 0 25 1 West: Huron Road 5L L 10 0 0 0 0 0 2T T 0 0 390 21 0 0 2R R 0 0 0 0 77 34 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy)
Page 12 of 13 2011/09/29 Site:FH-n-HR Weekday AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Fischer Hallman Road 3L L 158 14.0 0 0.0 0 0.0 8T T 0 0.0 769 1.0 0 0.0 8R R 0 0.0 0 0.0 108 6.0 --- East: Huron Road 1L L 176 3.0 0 0.0 0 0.0 6T T 0 0.0 500 9.0 0 0.0 6R R 0 0.0 0 0.0 408 3.0 --- North: Fischer Hallman Road 7L L 158 2.0 0 0.0 0 0.0 4T T 0 0.0 609 3.0 0 0.0 4R R 0 0.0 0 0.0 26 4.0 --- West: Huron Road 5L L 10 2.0 0 0.0 0 0.0 2T T 0 0.0 411 5.0 0 0.0 2R R 0 0.0 0 0.0 111 31.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:FH-n-HR Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:FH-n-HR Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350
Page 13 of 13 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:FH-n-HR Weekday AM 2018 Processed: September 28, 2011 3:23:36 PM SIDRA INTERSECTION 5.1.6.2039 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Fischer Hallman and Huron-Future Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE 2011/09/29
DETAILED OUTPUT FH-n-HR Weekday PM 2018 Huron Road and Fischer Hallman Road Option 1 Page 1 of 12 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:FH-n-HR Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 25 7 38 30 30 2 3 4.00 1043 3.8 1083 0 N 0.784 ---------------- East: Huron Road Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High 20 7 33 30 30 2 3 4.00 839 4.0 872 0 N 0.796 Exclusive Slip lane (exiting flow): 649 1.0 656 0 N 0.856 ---------------- North: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 20 7 33 30 30 2 3 4.00 877 9.2 958 0 N 0.834 Exclusive Slip lane (exiting flow): 754 10.3 831 0 N 0.867 ---------------- West: Huron Road 2011/09/29
Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 20 7 33 30 30 2 2 4.00 1068 2.6 1096 0 N 0.760 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Page 2 of 12 Gap Acceptance Parameters Site:FH-n-HR Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1083 26.2 24.2 1.53 0.652 3.87 28.2 2.79 Thru 1 Subdominant 1083 26.2 24.2 1.53 0.652 3.43 25.0 2.47 2 Dominant 1083 26.2 24.2 1.53 0.652 2.99 21.8 2.15 Right 3 Subdominant 1083 26.2 24.2 1.53 0.652 3.95 28.8 2.85 ---------------- East: Huron Road Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High Left 1 Subdominant 872 26.2 30.1 1.12 0.451 3.49 25.4 2.45 Thru 1 Subdominant 872 26.2 30.1 1.12 0.451 3.69 26.9 2.59 2 Dominant 872 26.2 30.1 1.12 0.451 3.22 23.5 2.26 Right 3 Excl. Slip 656E 26.2 40.0 1.39 0.427 3.28 23.9 2.22 ---------------- North: Fischer Hallman Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 958 26.2 27.4 1.28 0.532 3.55 25.9 2.52 Thru 1 Subdominant 958 26.2 27.4 1.28 0.532 3.59 26.2 2.55 2 Dominant 958 26.2 27.4 1.28 0.532 3.28 23.9 2.33 Right 3 Excl. Slip 831E 26.2 31.6 1.43 0.521 3.44 25.1 2.40 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 1096 26.2 23.9 1.16 0.545 3.74 27.2 2.70 Thru 1 Dominant 1096 26.2 23.9 1.16 0.545 3.85 28.0 2.78 2 Subdominant 1096 26.2 23.9 1.16 0.545 4.03 29.4 2.91 Right 2 Subdominant 1096 26.2 23.9 1.16 0.545 5.03 36.7 3.64 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. E Exiting flow for slip lane traffic Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:FH-n-HR Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Fischer Hallman Road 3L L 190 14.0 1043 3.8 1083 263 0.85 18 100 0.722 8T T 618 1.0 1043 3.8 1083 856 0.85 18 100 0.722 8R R 190 6.0 1043 3.8 1083 426 0.85 90 100 0.446 ----------- 2011/09/29
East: Huron Road 1L L 123 3.0 839 4.0 872 251 0.85 73 100 0.491 6T T 564 9.0 839 4.0 872 1149 0.85 73 100 0.491 6R R 336 3.0 649 1.0 656 920 0.85 133 100 0.365 ----------- North: Fischer Hallman Road 7L L 374 2.0 877 9.2 958 531 0.85 21 100 0.705 4T T 571 3.0 877 9.2 958 810 0.85 21 100 0.705 4R R 51 4.0 754 10.3 831 747 0.85 1145 100 0.068 ----------- West: Huron Road 5L L 31 2.0 1068 2.6 1096 31 0.85-14 100 0.992* 2T T 638 5.0 1068 2.6 1096 643 0.85-14 100 0.992* 2R R 151 31.0 1068 2.6 1096 152 0.85-14 100 0.992* ----------- * Maximum degree of saturation Page 3 of 12 Movement Performance Site:FH-n-HR Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Fischer Hallman Road 3L L 1.50 1.80 28.4 1.22 231.5 14.27 405.3 11.9 34.0 8T T 4.09 4.91 23.8 1.22 755.7 44.25 1282.1 36.6 35.0 8R R 0.91 1.10 17.3 0.98 186.1 12.84 394.2 10.9 36.1 ------------------- East: Huron Road 1L L 0.46 0.55 13.3 0.97 119.8 8.14 262.4 7.2 36.5 6T T 1.92 2.30 12.3 0.93 525.8 36.05 1170.1 31.6 37.1 6R R 0.74 0.89 8.0 0.77 257.9 20.47 697.1 18.4 37.9 ------------------- North: Fischer Hallman Road 7L L 2.25 2.70 21.7 1.14 425.9 26.46 797.7 22.8 35.1 4T T 3.17 3.81 20.0 1.12 637.2 39.05 1184.6 33.2 35.7 4R R 0.08 0.09 5.5 0.69 35.1 3.05 105.8 2.8 38.3 ------------------- West: Huron Road 5L L 0.60 0.72 69.6 1.87 57.8 2.98 66.1 2.3 28.8 2T T 12.92 15.50 72.9 1.86 1183.6 61.20 1323.6 46.5 28.5 2R R 3.35 4.02 79.8 1.79 270.8 14.93 315.4 11.3 27.8 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:FH-n-HR Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Fischer Hallman Road 3L L 159.27 36.4 91.4 4.30 0.160 0.108 8T T 467.08 97.2 243.2 11.58 0.471 0.257 8R R 142.23 31.0 77.7 3.65 0.144 0.085 768.58 164.6 412.4 19.53 0.776 0.450 East: Huron Road 1L L 89.90 17.7 44.3 2.03 0.094 0.042 6T T 400.71 81.2 203.8 9.83 0.427 0.217 6R R 230.33 45.5 113.8 5.21 0.242 0.105 720.94 144.4 362.0 17.08 0.762 0.365 North: Fischer Hallman Road 7L L 334.68 92.9 232.4 12.42 0.292 0.506 4T T 497.64 142.1 355.7 19.18 0.433 0.793 2011/09/29
4R R 42.49 12.6 31.7 1.70 0.037 0.072 874.81 247.7 619.8 33.30 0.762 1.371 West: Huron Road 5L L 33.55 9.2 22.9 1.23 0.028 0.053 2T T 702.25 201.9 505.8 27.45 0.576 1.214 2R R 219.45 83.2 210.6 12.15 0.162 0.588 955.25 294.3 739.3 40.83 0.766 1.854 INTERSECTION: 3319.58 851.0 2133.5 110.74 3.066 4.040 Page 4 of 12 Fuel Consumption, Emissions and Cost (Rate) Site:FH-n-HR Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Fischer Hallman Road 3L L 0.39 9.0 225.6 10.61 0.396 0.266 8T T 0.36 7.6 189.7 9.03 0.368 0.200 8R R 0.36 7.9 197.2 9.26 0.366 0.215 0.37 7.9 198.1 9.38 0.373 0.216 East: Huron Road 1L L 0.34 6.7 168.8 7.74 0.356 0.161 6T T 0.34 6.9 174.2 8.40 0.365 0.186 6R R 0.33 6.5 163.3 7.48 0.348 0.151 0.34 6.8 170.0 8.02 0.358 0.171 North: Fischer Hallman Road 7L L 0.42 11.6 291.4 15.57 0.366 0.635 4T T 0.42 12.0 300.3 16.19 0.365 0.669 4R R 0.40 12.0 299.3 16.09 0.346 0.680 0.42 11.9 296.8 15.95 0.365 0.657 West: Huron Road 5L L 0.51 13.9 346.6 18.60 0.425 0.797 2T T 0.53 15.3 382.1 20.74 0.435 0.917 2R R 0.70 26.4 667.7 38.53 0.513 1.864 0.56 17.3 433.6 23.95 0.449 1.087 INTERSECTION: 0.41 10.6 266.5 13.83 0.383 0.505 Intersection Negotiation Data Site:FH-n-HR Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Fischer Hallman Road East Right 20.0 26.2 14.9 2000 80 No North Thru 20.0 26.2 13.5 2000 76 No West Left 20.0 26.2 78.5 2000 142 No --------------- East: Huron Road South Left 20.0 26.2 78.5 2000 135 No North Right 20.0 26.2 12.8 2000 77 No West Thru 20.0 26.2 14.5 2000 83 No --------------- 2011/09/29
North: Fischer Hallman Road South Thru 20.0 26.2 14.5 2000 77 No East Left 20.0 26.2 78.5 2000 134 No West Right 20.0 26.2 12.8 2000 78 No --------------- West: Huron Road South Right 20.0 26.2 12.8 2000 123 No East Thru 20.0 26.2 13.5 2000 79 No North Left 20.0 26.2 78.5 2000 134 No --------------- Page 5 of 12 Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:FH-n-HR Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Fischer Hallman Road 3L L 40.0 26.2 26.2 50.0 16.9 37.5 34.0 7.7 8T T 40.0 26.2 26.2 50.0 18.2 38.0 35.0 3.7 8R R 40.0 26.2 26.2 50.0 16.7 38.4 36.1 3.9 -------------- East: Huron Road 1L L 40.0 26.2 26.2 50.0 18.2 38.0 36.5 7.6 6T T 40.0 26.2 26.2 50.0 18.5 38.5 37.1 4.0 6R R 40.0 26.2 26.2 50.0 38.7 37.9 3.8 -------------- North: Fischer Hallman Road 7L L 40.0 26.2 26.2 50.0 17.4 37.7 35.1 7.5 4T T 40.0 26.2 26.2 50.0 17.9 38.2 35.7 3.8 4R R 40.0 26.2 26.2 50.0 38.8 38.3 3.8 -------------- West: Huron Road 5L L 40.0 26.2 26.2 50.0 16.3 36.2 28.8 7.5 2T T 40.0 26.2 26.2 50.0 16.2 36.6 28.5 3.8 2R R 40.0 26.2 26.2 55.0 15.2 36.8 27.8 4.9 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:FH-n-HR Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Fischer Hallman Road 1 LT 343 475 0.722 28.4 1.22 6.0 49.1 2000.0 2 T 465 644 0.722 22.3 1.22 7.0 53.8 2000.0 3 R 190 426 0.446 17.3 0.98 2.6 20.7 2000.0T East: Huron Road 1 LT 315 643 0.491 13.3 0.95 2.9 23.5 2000.0 2 T 372 757 0.491 11.7 0.93 3.1 25.2 2000.0 2011/09/29
3 R 336 920 0.365 8.0 0.77 2.1 16.7 200.0T North: Fischer Hallman Road 1 LT 445 631 0.705 21.7 1.14 5.6 43.4 2000.0 2 T 500 710 0.705 19.8 1.12 5.9 45.7 2000.0 3 R 51 747 0.068 5.5 0.69 0.3 2.5 200.0T West: Huron Road 1 LT 462 466 0.992 69.6 1.86 15.0 118.3 2000.0 2 TR 358 361 0.992 79.8 1.83 12.9 111.1 2000.0 T Short lane due to specification of Turn Bay Page 6 of 12 Lane Flow and Capacity Information Site:FH-n-HR Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Fischer Hallman Road 1 LT 190 153 0 343 150 475 0.722 100 2 T 0 465 0 465 150 644 0.722 100 3 R 0 0 190 190 150 426 0.446 100 ----- East: Huron Road 1 LT 123 192 0 315 150 643 0.491 100 2 T 0 372 0 372 150 757 0.491 100 3 R 0 0 336 336 150 920 0.365 100 ----- North: Fischer Hallman Road 1 LT 374 71 0 445 150 631 0.705 100 2 T 0 500 0 500 150 710 0.705 100 3 R 0 0 51 51 51 747 0.068 100 ----- West: Huron Road 1 LT 31 431 0 462 150 466 0.992 100 2 TR 0 207 151 358 150 361 0.992 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:FH-n-HR Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Fischer Hallman Road 1 LT 190 153 343 8 0.722 28.4 49 2000 2 T 465 465 1 0.722 22.3 54 2000 3 R 190 190 6 0.446 17.3 21 2000 ---- 190 618 190 998 4 0.722 23.5 54 ------------ East: Huron Road 1 LT 123 192 315 7 0.491 13.3 24 2000 2 T 372 372 9 0.491 11.7 25 2000 3 R 336 336 3 0.365 8.0 17 200 ---- 123 564 336 1023 6 0.491 11.0 25 ------------ North: Fischer Hallman Road 1 LT 374 71 445 2 0.705 21.7 43 2000 2 T 500 500 3 0.705 19.8 46 2000 3 R 51 51 4 0.068 5.5 2 200 2011/09/29
---- 374 571 51 996 3 0.705 19.9 46 ------------ West: Huron Road 1 LT 31 431 462 5 0.992 69.6 118 2000 2 TR 207 151 358 16 0.992 79.8 111 2000 ---- 31 638 151 820 10 0.992 74.1 118 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 3837 6 0.992 30.0 118 ========================================================================== Peak flow period = 15 minutes. Page 7 of 12 Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:FH-n-HR Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Fischer Hallman Road 1 LT 26.2 1358 2.65 19.33 8.12 1.54 2 T 26.2 1671 2.15 15.71 7.66 1.10 3 R NA - Short Lane --------- East: Huron Road 1 LT 26.2 1420 2.53 18.48 8.03 1.43 2 T 26.2 1590 2.26 16.50 8.18 1.14 3 R NA - Short Lane --------- North: Fischer Hallman Road 1 LT 26.2 1425 2.53 18.42 7.74 1.47 2 T 26.2 1544 2.33 16.99 7.79 1.26 3 R NA - Short Lane --------- West: Huron Road 1 LT 26.2 1297 2.78 20.23 7.91 1.69 2 TR 26.2 1118 3.22 23.47 8.62 2.04 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:FH-n-HR Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Fischer Hallman Road 1 LT 0.722 11.2 17.3 28.4 0.0 23.8 2.8 21.0 6.0 28.4 2 T 0.722 9.2 13.1 22.3 0.0 17.5 2.7 14.9 3.7 22.3 3 R 0.446 10.7 6.6 17.3 0.0 13.2 0.8 12.3 3.9 17.3 -------- East: Huron Road 1 LT 0.491 8.1 5.3 13.3 0.0 9.4 0.7 8.8 5.4 13.3 2 T 0.491 7.2 4.5 11.7 0.0 7.8 0.6 7.2 4.0 11.7 3 R 0.365 5.7 2.2 8.0 0.0 4.5 0.0 4.5 3.8 8.0 -------- North: Fischer Hallman Road 1 LT 0.705 9.2 12.4 21.7 0.0 17.3 2.1 15.2 6.9 21.7 2011/09/29
2 T 0.705 8.6 11.2 19.8 0.0 15.4 2.0 13.4 3.8 19.8 3 R 0.068 5.2 0.4 5.5 0.0 2.4 0.0 2.4 3.8 5.5 -------- West: Huron Road 1 LT 0.992 12.7 56.9 69.6 0.0 64.6 9.7 54.9 4.1 69.6 2 TR 0.992 14.9 64.9 79.8 0.0 74.9 9.4 65.5 4.3 79.8 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Page 8 of 12 Lane Queues (Vehicles) Site:FH-n-HR Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Fischer Hallman Road 1 LT 0.722 0.7 1.8 0.7 2.4 6.0 0.02 0.0 100.0 2.7 4.9 2 T 0.722 0.7 2.0 0.8 2.8 7.0 0.03 0.0 100.0 2.9 5.2 3 R 0.446 0.1 0.9 0.1 1.0 2.6 0.01 0.0 100.0 0.9 1.7 ---------------------- East: Huron Road 1 LT 0.491 0.1 1.1 0.1 1.2 2.9 0.01 0.0 100.0 1.2 2.1 2 T 0.491 0.1 1.1 0.1 1.2 3.1 0.01 0.0 100.0 1.2 2.2 3 R 0.365 0.0 0.9 0.0 0.9 2.1 0.08 0.0 100.0 0.7 1.4 ---------------------- North: Fischer Hallman Road 1 LT 0.705 0.5 1.7 0.6 2.3 5.6 0.02 0.0 100.0 2.7 4.9 2 T 0.705 0.5 1.8 0.6 2.4 5.9 0.02 0.0 100.0 2.7 5.0 3 R 0.068 0.0 0.1 0.0 0.1 0.3 0.01 0.0 100.0 0.1 0.1 ---------------------- West: Huron Road 1 LT 0.992 3.3 2.5 3.5 6.0 15.0 0.06 0.0 100.0 8.9 16.2 2 TR 0.992 2.9 2.2 3.0 5.2 12.9 0.06 0.0 100.0 7.9 14.4 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:FH-n-HR Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Fischer Hallman Road 1 LT 0.722 5.3 14.5 5.3 19.8 49.1 0.02 0.0 100.0 22.0 39.9 2 T 0.722 5.5 15.6 6.1 21.7 53.8 0.03 0.0 100.0 22.1 40.1 3 R 0.446 0.9 7.6 0.7 8.3 20.7 0.01 0.0 100.0 7.3 13.2 ---------------------- East: Huron Road 1 LT 0.491 0.9 8.6 0.9 9.5 23.5 0.01 0.0 100.0 9.4 17.0 2 T 0.491 0.8 9.3 0.9 10.1 25.2 0.01 0.0 100.0 9.9 17.9 3 R 0.365 0.0 6.7 0.0 6.7 16.7 0.08 0.0 100.0 5.8 10.5 ---------------------- 2011/09/29
North: Fischer Hallman Road 1 LT 0.705 3.9 13.2 4.3 17.5 43.4 0.02 0.0 100.0 20.7 37.6 2 T 0.705 3.9 13.9 4.5 18.4 45.7 0.02 0.0 100.0 21.4 38.8 3 R 0.068 0.0 1.0 0.0 1.0 2.5 0.01 0.0 100.0 0.6 1.1 ---------------------- West: Huron Road 1 LT 0.992 26.5 19.5 28.1 47.6 118.3 0.06 0.0 100.0 70.6 128.1 2 TR 0.992 25.1 19.1 25.6 44.7 111.1 0.06 0.0 100.0 68.4 124.1 ---------------------- Page 9 of 12 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:FH-n-HR Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Fischer Hallman Road 1 LT 0.722 2.4 3.2 4.4 5.1 6.0 6.7 2 T 0.722 2.8 3.7 5.2 6.0 7.0 7.8 3 R 0.446 1.0 1.3 1.9 2.2 2.6 2.9 -------- East: Huron Road 1 LT 0.491 1.2 1.5 2.2 2.5 2.9 3.3 2 T 0.491 1.2 1.6 2.3 2.6 3.1 3.4 3 R 0.365 0.9 1.1 1.6 1.8 2.1 2.4 -------- North: Fischer Hallman Road 1 LT 0.705 2.3 2.9 4.1 4.8 5.6 6.2 2 T 0.705 2.4 3.1 4.3 5.0 5.9 6.5 3 R 0.068 0.1 0.2 0.2 0.3 0.3 0.4 -------- West: Huron Road 1 LT 0.992 6.0 7.8 11.0 12.7 15.0 16.6 2 TR 0.992 5.2 6.7 9.5 11.0 12.9 14.3 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:FH-n-HR Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Fischer Hallman Road 1 LT 0.722 19.8 25.6 36.1 41.8 49.1 54.5 2 T 0.722 21.6 28.0 39.5 45.8 53.8 59.7 3 R 0.446 8.3 10.8 15.2 17.6 20.7 22.9 -------- East: Huron Road 1 LT 0.491 9.5 12.3 17.3 20.0 23.5 26.1 2 T 0.491 10.1 13.1 18.5 21.4 25.2 28.0 3 R 0.365 6.7 8.7 12.3 14.2 16.7 18.5 -------- North: Fischer Hallman Road 1 LT 0.705 17.4 22.6 31.9 36.9 43.4 48.2 2 T 0.705 18.4 23.8 33.6 38.9 45.7 50.8 3 R 0.068 1.0 1.3 1.8 2.1 2.5 2.8 -------- West: Huron Road 2011/09/29
1 LT 0.992 47.6 61.6 86.9 100.6 118.3 131.3 2 TR 0.992 44.7 57.9 81.6 94.4 111.1 123.3 -------- Page 10 of 12 SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:FH-n-HR Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Fischer Hallman Road 1 LT 0.722 0.93 0.25 0.04 1.22 418.0 0.51 174.0 0.93 2 T 0.722 0.96 0.25 0.02 1.22 569.3 0.48 222.7 0.96 3 R 0.446 0.83 0.08 0.07 0.98 186.1 0.16 29.8 0.83 -------- East: Huron Road 1 LT 0.491 0.78 0.06 0.11 0.95 299.9 0.12 37.6 0.78 2 T 0.491 0.78 0.05 0.09 0.93 345.7 0.10 37.9 0.78 3 R 0.365 0.64 0.00 0.13 0.77 257.9 0.00 0.0 0.69 -------- North: Fischer Hallman Road 1 LT 0.705 0.87 0.19 0.07 1.14 504.8 0.38 168.7 0.87 2 T 0.705 0.88 0.19 0.05 1.12 558.3 0.36 180.8 0.88 3 R 0.068 0.53 0.00 0.16 0.69 35.1 0.00 0.0 0.63 -------- West: Huron Road 1 LT 0.992 1.00 0.86 0.00 1.86 858.5 1.84 849.5 1.00 2 TR 0.992 0.99 0.83 0.00 1.83 653.7 1.80 642.4 0.99 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:FH-n-HR Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Fischer Hallman Road East 8R Right 179 11 1.00 1.00 1.00 North 8T Thru 612 6 1.00 1.00 1.00 West 3L Left 163 27 1.00 1.00 1.00 --------- East: Huron Road South 1L Left 119 4 1.00 1.00 1.00 North 6R Right 326 10 1.00 1.00 1.00 West 6T Thru 513 51 1.00 1.00 1.00 --------- North: Fischer Hallman Road South 4T Thru 554 17 1.00 1.00 1.00 East 7L Left 367 7 1.00 1.00 1.00 West 4R Right 49 2 1.00 1.00 1.00 --------- West: Huron Road South 2R Right 104 47 1.00 1.00 1.00 East 2T Thru 606 32 1.00 1.00 1.00 North 5L Left 30 1 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes 2011/09/29
2011/09/29 Detailed Output Flow Rates include effects of Flow Scale and Peak Flow Factor Page 11 of 12 Flow Rates (Separate Light and Heavy Vehicles) Site:FH-n-HR Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Fischer Hallman Road 3L L 163 27 0 0 0 0 8T T 0 0 612 6 0 0 8R R 0 0 0 0 179 11 East: Huron Road 1L L 119 4 0 0 0 0 6T T 0 0 513 51 0 0 6R R 0 0 0 0 326 10 North: Fischer Hallman Road 7L L 367 7 0 0 0 0 4T T 0 0 554 17 0 0 4R R 0 0 0 0 49 2 West: Huron Road 5L L 30 1 0 0 0 0 2T T 0 0 606 32 0 0 2R R 0 0 0 0 104 47 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:FH-n-HR Weekday PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Fischer Hallman Road 3L L 190 14.0 0 0.0 0 0.0 8T T 0 0.0 618 1.0 0 0.0 8R R 0 0.0 0 0.0 190 6.0 --- East: Huron Road 1L L 123 3.0 0 0.0 0 0.0 6T T 0 0.0 564 9.0 0 0.0 6R R 0 0.0 0 0.0 336 3.0 --- North: Fischer Hallman Road 7L L 374 2.0 0 0.0 0 0.0 4T T 0 0.0 571 3.0 0 0.0 4R R 0 0.0 0 0.0 51 4.0 --- West: Huron Road 5L L 31 2.0 0 0.0 0 0.0 2T T 0 0.0 638 5.0 0 0.0 2R R 0 0.0 0 0.0 151 31.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 12 of 12 Other Model Settings Site:FH-n-HR Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:FH-n-HR Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:FH-n-HR Weekday PM 2018 Processed: September 28, 2011 3:25:03 PM SIDRA INTERSECTION 5.1.6.2039 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Fischer Hallman and Huron-Future Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE 2011/09/29
Page 1 of 13 2011/09/29 DETAILED OUTPUT Huron Road-N-Strasburg Road Option 1 Huron Road-N-Strasburg Road AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Huron Road-N-Strasburg Road AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 1606 2.6 1647 0 N 0.647 Exclusive Slip lane (exiting flow): 1308 2.7 1343 0 N 0.709 ---------------- East: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 1178 2.5 1207 0 N 0.730 Exclusive Slip lane (exiting flow): 884 1.3 896 0 N 0.827 ----------------
Page 2 of 13 2011/09/29 Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 967 6.0 1025 0 N 0.806 Exclusive Slip lane (exiting flow): 833 6.0 883 0 N 0.848 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 505 11.5 563 0 N 0.921 Exclusive Slip lane (exiting flow): 391 11.9 438 0 N 0.945 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Huron Road-N-Strasburg Road AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1647 35.7 21.7 1.13 0.703 3.07 30.4 2.31 Thru 1 Subdominant 1647 35.7 21.7 1.13 0.703 2.92 28.9 2.20 2 Dominant 1647 35.7 21.7 1.13 0.703 2.33 23.1 1.76 Right 3 Excl. Slip 1343E 37.9 28.2 1.32 0.682 2.58 27.2 1.91 ---------------- East: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1207 32.4 26.8 1.35 0.647 3.32 29.8 2.43 Thru 1 Subdominant 1207 32.4 26.8 1.35 0.647 3.32 29.8 2.43 2 Dominant 1207 32.4 26.8 1.35 0.647 2.77 24.9 2.02 Right 3 Excl. Slip 896E 34.6 38.6 1.73 0.624 2.99 28.7 2.11 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1025 33.2 32.4 1.37 0.586 3.56 32.8 2.55 Thru 1 Subdominant 1025 33.2 32.4 1.37 0.586 3.72 34.3 2.67 2 Dominant 1025 33.2 32.4 1.37 0.586 3.17 29.2 2.27 Right 3 Excl. Slip 883E 34.4 38.9 1.54 0.573 3.06 29.2 2.15 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 563 32.5 57.8 1.32 0.363 3.69 33.4 2.47 Thru 1 Subdominant 563 32.5 57.8 1.32 0.363 3.69 33.4 2.47 2 Dominant 563 32.5 57.8 1.32 0.363 3.28 29.6 2.19 Right 3 Excl. Slip 438E 34.5 78.9 1.60 0.347 3.94 37.8 2.57 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. E Exiting flow for slip lane traffic Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Huron Road-N-Strasburg Road AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg.
Page 3 of 13 2011/09/29 ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 3L L 294 6.0 1606 2.6 1647 316 0.85-9 100 0.931* 8T T 586 1.0 1606 2.6 1647 629 0.85-9 100 0.931* 8R R 296 3.0 1308 2.7 1343 615 0.85 77 100 0.481 ----------- East: Huron Road 1L L 134 6.0 1178 2.5 1207 224 0.85 42 100 0.598 6T T 539 6.0 1178 2.5 1207 901 0.85 42 100 0.598 6R R 242 4.0 884 1.3 896 769 0.85 170 100 0.315 ----------- 7L L 114 10.0 967 6.0 1025 375 0.85 180 100 0.304 4T T 257 15.0 967 6.0 1025 846 0.85 180 100 0.304 4R R 83 6.0 833 6.0 883 806 0.85 726 100 0.103 ----------- West: Huron Road 5L L 298 2.0 505 11.5 563 397 0.85 13 100 0.751 2T T 1194 2.0 505 11.5 563 1589 0.85 13 100 0.751 2R R 235 17.0 391 11.9 438 954 0.85 245 100 0.246 ----------- * Maximum degree of saturation Movement Performance Site:Huron Road-N-Strasburg Road AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 3L L 5.21 6.25 63.8 1.40 410.3 13.89 198.4 9.2 21.5 8T T 8.28 9.93 50.9 1.45 847.0 24.45 368.8 14.8 24.8 8R R 1.11 1.34 13.6 1.00 297.2 6.96 184.9 4.5 41.4 ------------------- East: Huron Road 1L L 0.77 0.93 20.8 1.08 144.5 3.73 90.4 2.6 35.0 6T T 2.68 3.22 17.9 1.04 561.2 13.79 339.2 8.7 38.8 6R R 0.56 0.68 8.4 0.85 205.6 4.84 151.1 3.3 45.8 ------------------- 7L L 0.34 0.41 10.8 0.95 108.2 2.54 76.9 1.9 40.5 4T T 0.68 0.82 9.6 0.86 221.8 5.26 161.7 3.6 45.3 4R R 0.13 0.15 5.5 0.74 61.4 1.48 51.8 1.1 48.7 ------------------- West: Huron Road 5L L 1.53 1.84 18.5 1.08 322.4 7.73 201.1 5.6 36.2 2T T 5.69 6.83 17.2 0.98 1169.9 28.61 751.4 19.1 39.3 2R R 0.41 0.49 6.2 0.67 157.8 4.03 146.8 3.1 47.9 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Huron Road-N-Strasburg Road AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 3L L 133.87 35.4 88.6 6.57 0.156 0.196 8T T 213.23 56.3 140.8 10.66 0.257 0.318 8R R 74.97 24.9 62.2 5.17 0.104 0.157
Page 4 of 13 2011/09/29 422.07 116.5 291.6 22.41 0.517 0.671 East: Huron Road 1L L 42.68 13.5 33.9 2.72 0.056 0.083 6T T 148.70 49.9 125.1 10.32 0.203 0.316 6R R 57.82 20.1 50.3 4.19 0.082 0.129 249.20 83.5 209.3 17.23 0.341 0.528 7L L 34.19 12.0 30.2 2.51 0.047 0.076 4T T 71.05 27.5 69.2 5.79 0.101 0.181 4R R 19.52 7.1 17.7 1.48 0.028 0.046 124.76 46.6 117.1 9.77 0.176 0.304 West: Huron Road 5L L 88.64 26.9 67.4 5.36 0.116 0.161 2T T 308.91 98.2 245.8 19.85 0.417 0.607 2R R 63.77 25.4 64.0 5.33 0.091 0.168 461.32 150.6 377.2 30.54 0.624 0.936 INTERSECTION: 1257.35 397.3 995.2 79.96 1.658 2.438 Fuel Consumption, Emissions and Cost (Rate) Site:Huron Road-N-Strasburg Road AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 3L L 0.67 17.8 446.7 33.14 0.786 0.988 8T T 0.58 15.3 381.8 28.92 0.696 0.862 8R R 0.41 13.4 336.6 27.96 0.565 0.850 0.56 15.5 387.8 29.80 0.688 0.892 East: Huron Road 1L L 0.47 15.0 374.9 30.06 0.618 0.913 6T T 0.44 14.7 368.8 30.43 0.599 0.933 6R R 0.38 13.3 332.8 27.74 0.544 0.852 0.43 14.4 360.4 29.67 0.587 0.909 7L L 0.44 15.6 392.1 32.57 0.612 0.992 4T T 0.44 17.0 427.7 35.78 0.621 1.121 4R R 0.38 13.7 342.3 28.56 0.541 0.885 0.43 16.0 403.0 33.64 0.605 1.045 West: Huron Road 5L L 0.44 13.4 335.1 26.67 0.578 0.803 2T T 0.41 13.1 327.1 26.41 0.555 0.808 2R R 0.43 17.3 436.2 36.34 0.619 1.143 0.42 13.7 343.1 27.78 0.568 0.852 INTERSECTION: 0.46 14.6 365.5 29.37 0.609 0.896 Intersection Negotiation Data Site:Huron Road-N-Strasburg Road AM 2018
Page 5 of 13 2011/09/29 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 41.0 34.5 19.3 500 128 No North Thru 57.3 39.1 47.1 500 130 No West Left 19.0 25.7 74.6 500 178 No --------------- East: Huron Road South Left 19.0 25.7 74.6 500 171 No North Right 41.0 34.5 19.3 500 129 No West Thru 57.3 39.1 47.1 500 135 No --------------- South Thru 57.3 39.1 47.1 500 144 No East Left 19.0 25.7 74.6 500 179 No West Right 41.0 34.5 19.3 500 131 No --------------- West: Huron Road South Right 41.0 34.5 19.3 500 142 No East Thru 57.3 39.1 47.1 500 131 No North Left 19.0 25.7 74.6 500 168 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Huron Road-N-Strasburg Road AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 3L L 65.0 25.7 25.7 65.0 15.6 39.8 21.5 12.5 8T T 65.0 39.1 39.1 65.0 16.9 41.1 24.8 5.4 8R R 65.0 34.5 34.5 65.0 17.9 47.7 41.4 6.2 -------------- East: Huron Road 1L L 65.0 25.7 25.7 65.0 17.0 45.6 35.0 12.5 6T T 65.0 39.1 39.1 65.0 17.9 47.0 38.8 5.5 6R R 65.0 34.5 34.5 65.0 49.4 45.8 6.3 -------------- 7L L 65.0 25.7 25.7 65.0 46.7 40.5 12.6 4T T 65.0 39.1 39.1 65.0 49.8 45.3 5.7 4R R 65.0 34.5 34.5 65.0 50.2 48.7 6.3 -------------- West: Huron Road 5L L 65.0 25.7 25.7 65.0 20.8 45.6 36.2 12.4 2T T 65.0 39.1 39.1 65.0 21.6 47.4 39.3 5.4 2R R 65.0 34.5 34.5 65.0 51.2 47.9 6.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:Huron Road-N-Strasburg Road AM 2018
Page 6 of 13 2011/09/29 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 LT 352 378 0.931 63.8 1.40 10.0 79.0 500.0 2 T 528 567 0.931 49.4 1.45 12.7 97.7 500.0 3 R 296 615 0.481 13.6 1.00 3.4 26.2 200.0T East: Huron Road 1 LT 292 488 0.598 20.8 1.05 4.1 33.1 500.0 2 T 381 637 0.598 16.7 1.05 4.7 37.2 500.0 3 R 242 769 0.315 8.4 0.85 2.0 15.7 50.0T 1 LT 168 553 0.304 10.8 0.92 1.5 12.7 500.0 2 T 203 669 0.304 9.2 0.87 1.6 14.0 500.0 3 R 83 806 0.103 5.5 0.74 0.5 4.3 100.0T West: Huron Road 1 LT 687 915 0.751 18.5 1.04 7.5 58.1 500.0 2 T 805 1071 0.751 16.5 0.96 7.8 60.5 500.0 3 R 235 954 0.246 6.2 0.67 1.2 10.6 200.0T T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Huron Road-N-Strasburg Road AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 LT 294 58 0 352 150 378 0.931 100 2 T 0 528 0 528 150 567 0.931 100 3 R 0 0 296 296 150 615 0.481 100 ----- East: Huron Road 1 LT 134 158 0 292 150 488 0.598 100 2 T 0 381 0 381 150 637 0.598 100 3 R 0 0 242 242 150 769 0.315 100 ----- 1 LT 114 54 0 168 150 553 0.304 100 2 T 0 203 0 203 150 669 0.304 100 3 R 0 0 83 83 83 806 0.103 100 ----- West: Huron Road 1 LT 298 389 0 687 150 915 0.751 100 2 T 0 805 0 805 150 1071 0.751 100 3 R 0 0 235 235 150 954 0.246 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Huron Road-N-Strasburg Road AM 2018
Page 7 of 13 2011/09/29 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ 1 LT 294 58 352 5 0.931 63.8 79 500 2 T 528 528 1 0.931 49.4 98 500 3 R 296 296 3 0.481 13.6 26 200 ---- 294 586 296 1176 3 0.931 44.7 98 ------------ East: Huron Road 1 LT 134 158 292 6 0.598 20.8 33 500 2 T 381 381 6 0.598 16.7 37 500 3 R 242 242 4 0.315 8.4 16 50 ---- 134 539 242 915 5 0.598 15.8 37 ------------ 1 LT 114 54 168 12 0.304 10.8 13 500 2 T 203 203 15 0.304 9.2 14 500 3 R 83 83 6 0.103 5.5 4 100 ---- 114 257 83 454 12 0.304 9.1 14 ------------ West: Huron Road 1 LT 298 389 687 2 0.751 18.5 58 500 2 T 805 805 2 0.751 16.5 60 500 3 R 235 235 17 0.246 6.2 11 200 ---- 298 1194 235 1727 4 0.751 15.9 60 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 4272 5 0.931 23.1 98 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Huron Road-N-Strasburg Road AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 LT 27.9 1569 2.30 17.81 7.93 1.27 2 T 39.1 2044 1.76 19.13 7.66 1.06 3 R NA - Short Lane --------- East: Huron Road 1 LT 33.0 1484 2.43 22.21 7.98 1.55 2 T 39.1 1780 2.02 21.97 7.98 1.29 3 R NA - Short Lane --------- 1 LT 30.0 1390 2.59 21.60 8.34 1.59 2 T 39.1 1584 2.27 24.69 8.56 1.49 3 R NA - Short Lane --------- West: Huron Road 1 LT 33.3 1459 2.47 22.83 7.73 1.63 2 T 39.1 1646 2.19 23.76 7.73 1.48 3 R NA - Short Lane --------- Saturation Flow and Saturation Headway are derived from follow-up headway.
Page 8 of 13 2011/09/29 Lane Delays Site:Huron Road-N-Strasburg Road AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 LT 0.931 14.2 49.6 63.8 0.0 59.2 7.5 51.7 11.3 63.8 2 T 0.931 11.0 38.4 49.4 0.0 42.8 8.3 34.5 5.4 49.4 3 R 0.481 8.3 5.3 13.6 0.0 8.1 1.0 7.1 6.2 13.6 -------- East: Huron Road 1 LT 0.598 10.4 10.4 20.8 0.0 16.2 1.7 14.5 8.7 20.8 2 T 0.598 8.6 8.1 16.7 0.0 10.7 1.7 9.0 5.5 16.7 3 R 0.315 6.3 2.1 8.4 0.0 3.6 0.0 3.6 6.3 8.4 -------- 1 LT 0.304 8.0 2.8 10.8 0.0 7.3 0.0 7.3 10.4 10.8 2 T 0.304 6.9 2.3 9.2 0.0 4.2 0.0 4.2 5.7 9.2 3 R 0.103 5.0 0.5 5.5 0.0 1.4 0.0 1.4 6.3 5.5 -------- West: Huron Road 1 LT 0.751 7.7 10.8 18.5 0.0 14.2 2.0 12.2 8.4 18.5 2 T 0.751 7.1 9.4 16.5 0.0 11.0 1.8 9.2 5.4 16.5 3 R 0.246 5.0 1.2 6.2 0.0 3.0 0.0 3.0 6.7 6.2 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Huron Road-N-Strasburg Road AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 LT 0.931 2.0 2.2 1.8 4.0 10.0 0.16 0.0 100.0 6.2 11.3 2 T 0.931 2.5 2.6 2.5 5.1 12.7 0.20 0.0 100.0 7.3 13.2 3 R 0.481 0.1 1.2 0.1 1.4 3.4 0.13 0.0 100.0 1.1 2.0 ---------------------- East: Huron Road 1 LT 0.598 0.3 1.4 0.3 1.7 4.1 0.07 0.0 100.0 1.7 3.1 2 T 0.598 0.3 1.6 0.3 1.9 4.7 0.07 0.0 100.0 1.8 3.2 3 R 0.315 0.0 0.8 0.0 0.8 2.0 0.31 0.0 100.0 0.6 1.0 ---------------------- 1 LT 0.304 0.0 0.6 0.0 0.6 1.5 0.03 0.0 100.0 0.5 0.9 2 T 0.304 0.0 0.7 0.0 0.7 1.6 0.03 0.0 100.0 0.5 0.9 3 R 0.103 0.0 0.2 0.0 0.2 0.5 0.04 0.0 100.0 0.1 0.2 ---------------------- West: Huron Road 1 LT 0.751 0.6 2.2 0.8 3.0 7.5 0.12 0.0 100.0 3.5 6.4 2 T 0.751 0.6 2.3 0.8 3.1 7.8 0.12 0.0 100.0 3.7 6.7
Page 9 of 13 2011/09/29 3 R 0.246 0.0 0.5 0.0 0.5 1.2 0.05 0.0 100.0 0.4 0.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Huron Road-N-Strasburg Road AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 LT 0.931 15.7 17.2 14.6 31.8 79.0 0.16 0.0 100.0 49.5 89.8 2 T 0.931 19.1 19.8 19.5 39.3 97.7 0.20 0.0 100.0 55.6 100.8 3 R 0.481 1.1 9.5 1.0 10.5 26.2 0.13 0.0 100.0 8.7 15.8 ---------------------- East: Huron Road 1 LT 0.598 2.3 11.2 2.1 13.3 33.1 0.07 0.0 100.0 13.4 24.4 2 T 0.598 2.5 12.5 2.4 15.0 37.2 0.07 0.0 100.0 14.1 25.6 3 R 0.315 0.0 6.3 0.0 6.3 15.7 0.31 0.0 100.0 4.4 8.0 ---------------------- 1 LT 0.304 0.0 5.1 0.0 5.1 12.7 0.03 0.0 100.0 4.2 7.7 2 T 0.304 0.0 5.6 0.0 5.6 14.0 0.03 0.0 100.0 4.5 8.1 3 R 0.103 0.0 1.7 0.0 1.7 4.3 0.04 0.0 100.0 1.0 1.8 ---------------------- West: Huron Road 1 LT 0.751 4.4 16.9 6.5 23.4 58.1 0.12 0.0 100.0 27.3 49.6 2 T 0.751 4.3 17.8 6.5 24.3 60.5 0.12 0.0 100.0 28.5 51.7 3 R 0.246 0.0 4.3 0.0 4.3 10.6 0.05 0.0 100.0 3.5 6.4 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Huron Road-N-Strasburg Road AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 LT 0.931 4.0 5.2 7.3 8.5 10.0 11.1 2 T 0.931 5.1 6.6 9.4 10.8 12.7 14.1 3 R 0.481 1.3 1.7 2.5 2.9 3.4 3.7 -------- East: Huron Road 1 LT 0.598 1.7 2.2 3.0 3.5 4.1 4.6 2 T 0.598 1.9 2.4 3.4 4.0 4.7 5.2 3 R 0.315 0.8 1.0 1.5 1.7 2.0 2.2 -------- 1 LT 0.304 0.6 0.8 1.1 1.3 1.5 1.7 2 T 0.304 0.7 0.9 1.2 1.4 1.6 1.8 3 R 0.103 0.2 0.3 0.4 0.5 0.5 0.6 -------- West: Huron Road
Page 10 of 13 2011/09/29 1 LT 0.751 3.0 3.9 5.5 6.4 7.5 8.4 2 T 0.751 3.1 4.1 5.7 6.7 7.8 8.7 3 R 0.246 0.5 0.6 0.9 1.0 1.2 1.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Huron Road-N-Strasburg Road AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 LT 0.931 31.8 41.1 58.0 67.2 79.0 87.7 2 T 0.931 39.3 50.9 71.8 83.1 97.7 108.4 3 R 0.481 10.5 13.6 19.2 22.2 26.2 29.0 -------- East: Huron Road 1 LT 0.598 13.3 17.2 24.3 28.1 33.1 36.7 2 T 0.598 15.0 19.4 27.3 31.6 37.2 41.3 3 R 0.315 6.3 8.2 11.5 13.4 15.7 17.4 -------- 1 LT 0.304 5.1 6.6 9.3 10.8 12.7 14.1 2 T 0.304 5.6 7.3 10.3 11.9 14.0 15.5 3 R 0.103 1.7 2.3 3.2 3.7 4.3 4.8 -------- West: Huron Road 1 LT 0.751 23.4 30.3 42.7 49.4 58.1 64.5 2 T 0.751 24.3 31.5 44.4 51.4 60.5 67.1 3 R 0.246 4.3 5.5 7.8 9.1 10.6 11.8 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Huron Road-N-Strasburg Road AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 LT 0.931 0.98 0.40 0.01 1.40 491.0 1.31 459.9 0.98 2 T 0.931 1.00 0.45 0.00 1.45 766.3 1.36 719.5 1.00 3 R 0.481 0.90 0.05 0.05 1.00 297.2 0.16 46.3 0.90 -------- East: Huron Road 1 LT 0.598 0.89 0.09 0.06 1.05 307.5 0.28 83.0 0.89 2 T 0.598 0.92 0.09 0.04 1.05 398.2 0.26 99.8 0.92 3 R 0.315 0.75 0.00 0.10 0.85 205.6 0.00 0.0 0.79 -------- 1 LT 0.304 0.76 0.00 0.16 0.92 154.0 0.00 0.0 0.76 2 T 0.304 0.76 0.00 0.11 0.87 176.0 0.00 0.0 0.76 3 R 0.103 0.58 0.00 0.16 0.74 61.4 0.00 0.0 0.68 -------- West: Huron Road 1 LT 0.751 0.83 0.11 0.09 1.04 715.9 0.29 199.2 0.84 2 T 0.751 0.79 0.10 0.08 0.96 776.4 0.25 202.5 0.83 3 R 0.246 0.43 0.00 0.24 0.67 157.8 0.00 0.0 0.53
Page 11 of 13 2011/09/29 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Huron Road-N-Strasburg Road AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 287 9 1.00 1.00 1.00 North 8T Thru 580 6 1.00 1.00 1.00 West 3L Left 276 18 1.00 1.00 1.00 --------- East: Huron Road South 1L Left 126 8 1.00 1.00 1.00 North 6R Right 232 10 1.00 1.00 1.00 West 6T Thru 507 32 1.00 1.00 1.00 --------- South 4T Thru 218 39 1.00 1.00 1.00 East 7L Left 103 11 1.00 1.00 1.00 West 4R Right 78 5 1.00 1.00 1.00 --------- West: Huron Road South 2R Right 195 40 1.00 1.00 1.00 East 2T Thru 1170 24 1.00 1.00 1.00 North 5L Left 292 6 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Huron Road-N-Strasburg Road AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 3L L 276 18 0 0 0 0 8T T 0 0 580 6 0 0 8R R 0 0 0 0 287 9 East: Huron Road 1L L 126 8 0 0 0 0 6T T 0 0 507 32 0 0 6R R 0 0 0 0 232 10 7L L 103 11 0 0 0 0 4T T 0 0 218 39 0 0 4R R 0 0 0 0 78 5 West: Huron Road 5L L 292 6 0 0 0 0 2T T 0 0 1170 24 0 0 2R R 0 0 0 0 195 40
Page 12 of 13 2011/09/29 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Huron Road-N-Strasburg Road AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 3L L 294 6.0 0 0.0 0 0.0 8T T 0 0.0 586 1.0 0 0.0 8R R 0 0.0 0 0.0 296 3.0 --- East: Huron Road 1L L 134 6.0 0 0.0 0 0.0 6T T 0 0.0 539 6.0 0 0.0 6R R 0 0.0 0 0.0 242 4.0 --- 7L L 114 10.0 0 0.0 0 0.0 4T T 0 0.0 257 15.0 0 0.0 4R R 0 0.0 0 0.0 83 6.0 --- West: Huron Road 5L L 298 2.0 0 0.0 0 0.0 2T T 0 0.0 1194 2.0 0 0.0 2R R 0 0.0 0 0.0 235 17.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Huron Road-N-Strasburg Road AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Huron Road-N-Strasburg Road AM 2018
Page 13 of 13 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Huron Road-N-Strasburg Road AM 2018 Processed: September 28, 2011 3:35:45 PM SIDRA INTERSECTION 5.1.6.2039 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Huron Road and Strasburg Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE 2011/09/29
DETAILED OUTPUT Huron Road-N-Strasburg Road Option 1 Page 1 of 12 Huron Road-N-Strasburg Road PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Huron Road-N-Strasburg Road PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 1023 2.1 1044 0 Y 0.765 Exclusive Slip lane (exiting flow): 908 2.1 927 0 Y 0.801 ---------------- East: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 856 1.7 870 0 N 0.831 Exclusive Slip lane (exiting flow): 519 2.8 533 0 N 0.905 ---------------- Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High 30 10 50 30 30 2 3 4.00 1854 1.3 1878 0 N 0.591 Exclusive Slip lane (exiting flow): 1565 0.8 1577 0 N 0.642 2011/09/29
---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 3 4.00 1084 3.3 1120 0 Y 0.753 Exclusive Slip lane (exiting flow): 940 2.6 965 0 Y 0.803 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Page 2 of 12 Gap Acceptance Parameters Site:Huron Road-N-Strasburg Road PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1044 35.7 34.2 1.23 0.549 3.22 32.0 2.31 Thru 2 Dominant 1044 35.7 34.2 1.23 0.549 2.82 28.0 2.03 Right 3 Excl. Slip 927E 37.0 39.9 1.35 0.539 2.85 29.2 2.01 ---------------- East: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 870 32.0 36.8 1.20 0.475 3.50 31.2 2.46 Thru 1 Subdominant 870 32.0 36.8 1.20 0.475 3.40 30.3 2.39 2 Dominant 870 32.0 36.8 1.20 0.475 2.93 26.1 2.05 Right 3 Excl. Slip 533E 36.1 67.8 2.00 0.481 4.07 40.8 2.70 ---------------- Environment Factor: 1.10 Entry/Circulating Flow Adjustment: High Left 1 Subdominant 1878 34.6 18.4 1.25 0.804 2.78 26.7 2.11 Thru 1 Subdominant 1878 34.6 18.4 1.25 0.804 2.63 25.3 1.99 2 Dominant 1878 34.6 18.4 1.25 0.804 2.00* 19.2 1.49 Right 3 Excl. Slip 1577E 36.2 23.0 1.43 0.786 2.09 21.0 1.57 ---------------- West: Huron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 1120 33.8 30.2 1.38 0.625 3.25 30.5 2.35 Thru 1 Subdominant 1120 33.8 30.2 1.38 0.625 3.22 30.2 2.33 2 Dominant 1120 33.8 30.2 1.38 0.625 2.71 25.4 1.96 Right 3 Excl. Slip 965E 35.0 36.3 1.55 0.611 3.01 29.2 2.14 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. * Critical gap or follow-up headway set to MINIMUM value E Exiting flow for slip lane traffic Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Huron Road-N-Strasburg Road PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 3L L 337 0.0 1023 2.1 1044 631 0.85 59 100 0.534 2011/09/29
8T T 404 3.0 1023 2.1 1044 762 0.85 60 99 0.530 8R R 145 0.0 908 2.1 927 842 0.85 394 100 0.172 ----------- East: Huron Road 1L L 289 4.0 856 1.7 870 307 0.85-10 100 0.942 6T T 1228 1.0 856 1.7 870 1303 0.85-10 100 0.942 6R R 87 25.0 519 2.8 533 777 0.85 659 100 0.112 ----------- 7L L 147 8.0 1854 1.3 1878 144 0.85-17 100 1.023* 4T T 666 2.0 1854 1.3 1878 651 0.85-17 100 1.023* 4R R 307 0.0 1565 0.8 1577 558 0.85 55 100 0.550 ----------- West: Huron Road 5L L 115 2.0 1084 3.3 1120 168 0.85 24 100 0.685 2T T 764 1.0 1084 3.3 1120 1115 0.85 24 100 0.685 2R R 380 7.0 940 2.6 965 724 0.85 62 100 0.525 ----------- * Maximum degree of saturation Page 3 of 12 Movement Performance Site:Huron Road-N-Strasburg Road PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 3L L 1.38 1.65 14.7 1.01 340.7 8.17 227.4 6.0 37.7 8T T 1.41 1.69 12.6 0.97 390.1 8.98 254.3 5.9 42.9 8R R 0.24 0.29 6.0 0.79 113.8 2.65 90.6 1.9 48.1 ------------------- East: Huron Road 1L L 3.60 4.31 44.8 1.43 412.4 11.43 195.0 7.5 26.1 6T T 13.91 16.69 40.8 1.43 1752.8 45.48 772.8 27.7 27.9 6R R 0.14 0.17 5.8 0.68 59.2 1.54 54.3 1.1 48.4 ------------------- 7L L 3.89 4.67 95.4 1.64 241.8 9.69 99.2 5.9 16.9 4T T 14.97 17.97 80.9 1.79 1191.6 40.45 419.1 22.5 18.7 4R R 1.43 1.72 16.8 1.10 337.7 8.24 191.7 4.9 39.1 ------------------- West: Huron Road 5L L 0.72 0.87 22.7 1.12 128.9 3.30 77.6 2.3 34.2 2T T 4.25 5.10 20.0 1.09 833.7 20.35 480.8 12.8 37.5 2R R 1.37 1.64 12.9 0.99 377.8 8.71 237.3 5.7 41.9 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Huron Road-N-Strasburg Road PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 3L L 93.72 28.3 70.8 5.74 0.126 0.169 8T T 99.90 33.3 83.3 6.80 0.138 0.210 8R R 31.47 10.5 26.2 2.15 0.045 0.066 225.10 72.1 180.3 14.68 0.309 0.445 East: Huron Road 1L L 112.80 31.2 78.2 6.01 0.137 0.179 6T T 409.69 113.7 284.2 22.36 0.513 0.662 6R R 25.90 11.0 27.8 2.37 0.038 0.074 548.39 155.9 390.3 30.73 0.687 0.916 2011/09/29
7L L 82.87 20.5 51.4 3.61 0.091 0.109 4T T 309.24 74.9 187.3 13.59 0.349 0.400 4R R 78.05 24.3 60.8 5.01 0.107 0.150 470.15 119.7 299.5 22.21 0.547 0.659 West: Huron Road 5L L 35.68 10.6 26.5 2.07 0.046 0.063 2T T 202.71 62.7 156.7 12.66 0.272 0.384 2R R 100.80 35.3 88.5 7.45 0.142 0.228 339.18 108.6 271.7 22.18 0.459 0.675 INTERSECTION: 1582.82 456.2 1141.8 89.81 2.003 2.695 Page 4 of 12 Fuel Consumption, Emissions and Cost (Rate) Site:Huron Road-N-Strasburg Road PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 3L L 0.41 12.5 311.3 25.23 0.554 0.744 8T T 0.39 13.1 327.7 26.73 0.542 0.825 8R R 0.35 11.6 289.4 23.71 0.494 0.728 0.39 12.6 315.1 25.66 0.539 0.777 East: Huron Road 1L L 0.58 16.0 401.2 30.80 0.703 0.920 6T T 0.53 14.7 367.8 28.93 0.664 0.857 6R R 0.48 20.3 512.1 43.54 0.690 1.368 0.54 15.3 381.8 30.07 0.672 0.896 7L L 0.84 20.7 518.6 36.39 0.916 1.098 4T T 0.74 17.9 446.9 32.42 0.834 0.955 4R R 0.41 12.7 317.0 26.14 0.559 0.783 0.66 16.9 421.8 31.28 0.771 0.929 West: Huron Road 5L L 0.46 13.6 341.4 26.71 0.590 0.809 2T T 0.42 13.0 326.0 26.33 0.565 0.798 2R R 0.42 14.9 373.0 31.39 0.597 0.960 0.43 13.6 341.5 27.88 0.577 0.848 INTERSECTION: 0.51 14.7 368.3 28.97 0.646 0.869 Intersection Negotiation Data Site:Huron Road-N-Strasburg Road PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 41.0 34.5 19.3 500 125 No North Thru 57.3 39.1 47.1 500 132 No West Left 19.0 25.7 74.6 500 175 No --------------- East: Huron Road South Left 19.0 25.7 74.6 500 169 No 2011/09/29
North Right 41.0 34.5 19.3 500 150 No West Thru 57.3 39.1 47.1 500 130 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 173 No West Right 41.0 34.5 19.3 500 125 No --------------- West: Huron Road South Right 41.0 34.5 19.3 500 132 No East Thru 57.3 39.1 47.1 500 130 No North Left 19.0 25.7 74.6 500 165 No --------------- Page 5 of 12 Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Huron Road-N-Strasburg Road PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 3L L 65.0 25.7 25.7 65.0 17.3 44.3 37.7 12.3 8T T 65.0 39.1 39.1 65.0 18.5 48.5 42.9 5.4 8R R 65.0 34.5 34.5 65.0 50.0 48.1 6.1 -------------- East: Huron Road 1L L 65.0 25.7 25.7 65.0 18.0 40.9 26.1 12.5 6T T 65.0 39.1 39.1 65.0 18.9 41.4 27.9 5.4 6R R 65.0 34.5 34.5 65.0 50.7 48.4 7.0 -------------- 7L L 65.0 25.7 25.7 65.0 15.9 38.1 16.9 12.6 4T T 65.0 39.1 39.1 65.0 17.6 36.9 18.7 5.4 4R R 65.0 34.5 34.5 65.0 18.6 46.3 39.1 6.1 -------------- West: Huron Road 5L L 65.0 25.7 25.7 65.0 17.2 45.6 34.2 12.4 2T T 65.0 39.1 39.1 65.0 18.1 46.3 37.5 5.4 2R R 65.0 34.5 34.5 65.0 19.4 47.8 41.9 6.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:Huron Road-N-Strasburg Road PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 L 337 631 0.534 14.7 1.01 3.5 26.5 500.0 2 T 404 762 0.530 12.6 0.97 3.7 28.8 500.0 3 R 145 842 0.172 6.0 0.79 0.9 7.2 200.0T 2011/09/29
East: Huron Road 1 LT 672 713 0.942 44.8 1.43 14.7 113.8 2000.0 2 T 845 897 0.942 39.0 1.43 16.3 125.3 2000.0 3 R 87 777 0.112 5.8 0.68 0.6 5.3 50.0T 1 LT 315 308 1.023 95.4 1.65 15.6 123.2 500.0 2 T 498 487 1.023 76.1 1.83 22.5 174.2 500.0 3 R 307 558 0.550 16.8 1.10 4.9 37.4 80.0T West: Huron Road 1 LT 385 561 0.685 22.7 1.09 5.6 42.7 500.0 2 T 494 721 0.685 18.6 1.10 6.2 47.8 500.0 3 R 380 724 0.525 12.9 0.99 4.0 31.8 200.0T T Short lane due to specification of Turn Bay Page 6 of 12 Lane Flow and Capacity Information Site:Huron Road-N-Strasburg Road PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 L 337 0 0 337 150 631 0.534 100 2 T 0 404 0 404 150 762 0.530 99P 3 R 0 0 145 145 145 842 0.172 100 ----- East: Huron Road 1 LT 289 383 0 672 150 713 0.942 100 2 T 0 845 0 845 150 897 0.942 100 3 R 0 0 87 87 87 777 0.112 100 ----- 1 LT 147 168 0 315 150 308 1.023 100 2 T 0 498 0 498 150 487 1.023 100 3 R 0 0 307 307 150 558 0.550 100 ----- West: Huron Road 1 LT 115 270 0 385 150 561 0.685 100 2 T 0 494 0 494 150 721 0.685 100 3 R 0 0 380 380 150 724 0.525 100 ----- P Lane under-utilisation found by the "Program". This includes cases where the value of lane under-utilisation due to downstream effects has been modified by the program during lane flow calculations (e.g. a de facto exclusive lane has been found). The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Huron Road-N-Strasburg Road PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ 1 L 337 337 0 0.534 14.7 27 500 2 T 404 404 3 0.530 12.6 29 500 3 R 145 145 0 0.172 6.0 7 200 ---- 337 404 145 886 1 0.534 12.3 29 ------------ East: Huron Road 1 LT 289 383 672 2 0.942 44.8 114 2000 2011/09/29
2 T 845 845 1 0.942 39.0 125 2000 3 R 87 87 25 0.112 5.8 5 50 ---- 289 1228 87 1604 3 0.942 39.6 125 ------------ 1 LT 147 168 315 5 1.023 95.4 123 500 2 T 498 498 2 1.023 76.1 174 500 3 R 307 307 0 0.550 16.8 37 80 ---- 147 666 307 1120 2 1.023 65.2 174 ------------ West: Huron Road 1 LT 115 270 385 1 0.685 22.7 43 500 2 T 494 494 1 0.685 18.6 48 500 3 R 380 380 7 0.525 12.9 32 200 ---- 115 764 380 1259 3 0.685 18.1 48 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 4869 2 1.023 35.0 174 ========================================================================== Peak flow period = 15 minutes. Page 7 of 12 Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Huron Road-N-Strasburg Road PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 L 25.7 1556 2.31 16.55 7.60 1.25 2 T 39.1 1775 2.03 22.03 7.79 1.31 3 R NA - Short Lane --------- East: Huron Road 1 LT 33.4 1489 2.42 22.41 7.75 1.58 2 T 39.1 1752 2.05 22.32 7.66 1.35 3 R NA - Short Lane --------- 1 LT 32.9 1758 2.05 18.69 7.91 1.18 2 T 39.1 2416 1.49 16.19 7.73 0.78 3 R NA - Short Lane --------- West: Huron Road 1 LT 35.1 1540 2.34 22.79 7.68 1.55 2 T 39.1 1836 1.96 21.30 7.66 1.26 3 R NA - Short Lane --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Huron Road-N-Strasburg Road PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 2011/09/29
1 L 0.534 8.4 6.4 14.7 0.0 10.6 1.0 9.6 12.3 14.7 2 T 0.530 7.4 5.2 12.6 0.0 7.0 0.9 6.1 5.4 12.6 3 R 0.172 5.1 0.9 6.0 0.0 1.7 0.0 1.7 6.1 6.0 -------- East: Huron Road 1 LT 0.942 9.8 35.0 44.8 0.0 39.6 7.8 31.9 8.4 44.8 2 T 0.942 8.7 30.2 39.0 0.0 32.4 7.6 24.8 5.4 39.0 3 R 0.112 5.2 0.6 5.8 0.0 2.2 0.0 2.2 7.0 5.8 -------- 1 LT 1.023 16.7 78.7 95.4 0.0 90.3 12.1 78.2 8.7 95.4 2 T 1.023 12.4 63.7 76.1 0.0 69.5 15.1 54.3 5.4 76.1 3 R 0.550 9.2 7.6 16.8 0.0 10.7 1.8 8.9 6.1 16.8 -------- West: Huron Road 1 LT 0.685 9.8 12.8 22.7 0.0 17.6 2.4 15.2 7.5 22.7 2 T 0.685 8.4 10.1 18.6 0.0 12.3 2.3 10.0 5.4 18.6 3 R 0.525 7.6 5.4 12.9 0.0 7.7 1.1 6.6 6.4 12.9 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Page 8 of 12 Lane Queues (Vehicles) Site:Huron Road-N-Strasburg Road PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 L 0.534 0.2 1.2 0.2 1.4 3.5 0.05 0.0 100.0 1.4 2.5 2 T 0.530 0.2 1.3 0.2 1.5 3.7 0.06 0.0 100.0 1.4 2.6 3 R 0.172 0.0 0.4 0.0 0.4 0.9 0.04 0.0 100.0 0.2 0.4 ---------------------- East: Huron Road 1 LT 0.942 2.5 2.8 3.1 5.9 14.7 0.06 0.0 100.0 8.4 15.2 2 T 0.942 2.7 3.1 3.5 6.6 16.3 0.06 0.0 100.0 9.1 16.6 3 R 0.112 0.0 0.2 0.0 0.2 0.6 0.11 0.0 100.0 0.1 0.3 ---------------------- 1 LT 1.023 4.0 2.6 3.7 6.3 15.6 0.25 0.0 100.0 8.3 15.1 2 T 1.023 5.9 3.3 5.8 9.1 22.5 0.35 0.0 100.0 10.5 19.1 3 R 0.550 0.3 1.7 0.3 2.0 4.9 0.47 0.0 100.0 1.4 2.6 ---------------------- West: Huron Road 1 LT 0.685 0.5 1.7 0.5 2.2 5.6 0.09 0.0 100.0 2.4 4.4 2 T 0.685 0.5 1.9 0.6 2.5 6.2 0.10 0.0 100.0 2.5 4.6 3 R 0.525 0.2 1.4 0.2 1.6 4.0 0.16 0.0 100.0 1.4 2.5 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Huron Road-N-Strasburg Road PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue 2011/09/29
Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 L 0.534 1.3 9.4 1.3 10.7 26.5 0.05 0.0 100.0 10.5 19.0 2 T 0.530 1.3 10.3 1.3 11.6 28.8 0.06 0.0 100.0 11.0 20.0 3 R 0.172 0.0 2.9 0.0 2.9 7.2 0.04 0.0 100.0 1.8 3.3 ---------------------- East: Huron Road 1 LT 0.942 19.7 21.6 24.2 45.8 113.8 0.06 0.0 100.0 64.8 117.5 2 T 0.942 20.7 23.6 26.9 50.4 125.3 0.06 0.0 100.0 70.1 127.1 3 R 0.112 0.0 2.1 0.0 2.1 5.3 0.11 0.0 100.0 1.3 2.3 ---------------------- 1 LT 1.023 31.4 20.4 29.2 49.6 123.2 0.25 0.0 100.0 65.9 119.6 2 T 1.023 45.6 25.2 44.9 70.1 174.2 0.35 0.0 100.0 81.3 147.6 3 R 0.550 2.5 12.9 2.1 15.1 37.4 0.47 0.0 100.0 10.9 19.8 ---------------------- West: Huron Road 1 LT 0.685 3.8 13.3 3.8 17.2 42.7 0.09 0.0 100.0 18.6 33.7 2 T 0.685 4.0 14.9 4.4 19.2 47.8 0.10 0.0 100.0 19.5 35.4 3 R 0.525 1.6 11.2 1.6 12.8 31.8 0.16 0.0 100.0 11.0 19.9 ---------------------- Page 9 of 12 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Huron Road-N-Strasburg Road PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 L 0.534 1.4 1.8 2.6 3.0 3.5 3.9 2 T 0.530 1.5 1.9 2.7 3.1 3.7 4.1 3 R 0.172 0.4 0.5 0.7 0.8 0.9 1.0 -------- East: Huron Road 1 LT 0.942 5.9 7.6 10.8 12.5 14.7 16.3 2 T 0.942 6.6 8.5 12.0 13.9 16.3 18.1 3 R 0.112 0.2 0.3 0.4 0.5 0.6 0.6 -------- 1 LT 1.023 6.3 8.1 11.4 13.3 15.6 17.3 2 T 1.023 9.1 11.7 16.6 19.2 22.5 25.0 3 R 0.550 2.0 2.6 3.6 4.2 4.9 5.5 -------- West: Huron Road 1 LT 0.685 2.2 2.9 4.1 4.7 5.6 6.2 2 T 0.685 2.5 3.3 4.6 5.3 6.2 6.9 3 R 0.525 1.6 2.1 2.9 3.4 4.0 4.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Huron Road-N-Strasburg Road PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 2011/09/29
1 L 0.534 10.7 13.8 19.5 22.5 26.5 29.4 2 T 0.530 11.6 15.0 21.2 24.5 28.8 32.0 3 R 0.172 2.9 3.7 5.3 6.1 7.2 8.0 -------- East: Huron Road 1 LT 0.942 45.7 59.3 83.5 96.7 113.8 126.3 2 T 0.942 50.4 65.3 92.0 106.5 125.3 139.1 3 R 0.112 2.1 2.8 3.9 4.5 5.3 5.9 -------- 1 LT 1.023 49.6 64.2 90.5 104.8 123.2 136.8 2 T 1.023 70.0 90.7 127.9 148.1 174.2 193.3 3 R 0.550 15.0 19.5 27.5 31.8 37.4 41.5 -------- West: Huron Road 1 LT 0.685 17.2 22.2 31.3 36.3 42.7 47.4 2 T 0.685 19.2 24.9 35.1 40.7 47.8 53.1 3 R 0.525 12.8 16.6 23.4 27.1 31.8 35.3 -------- Page 10 of 12 SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Huron Road-N-Strasburg Road PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 L 0.534 0.84 0.06 0.12 1.01 340.7 0.17 57.5 0.84 2 T 0.530 0.84 0.05 0.07 0.97 390.1 0.15 59.7 0.84 3 R 0.172 0.64 0.00 0.15 0.79 113.8 0.00 0.0 0.71 -------- East: Huron Road 1 LT 0.942 1.00 0.43 0.00 1.43 960.9 1.23 827.6 1.00 2 T 0.942 1.00 0.43 0.00 1.43 1204.3 1.16 976.9 1.00 3 R 0.112 0.48 0.00 0.20 0.68 59.2 0.00 0.0 0.59 -------- 1 LT 1.023 1.00 0.65 0.00 1.65 519.9 2.07 651.2 1.00 2 T 1.023 1.00 0.83 0.00 1.83 913.5 2.40 1195.0 1.00 3 R 0.550 1.00 0.10 0.00 1.10 337.7 0.28 85.9 1.00 -------- West: Huron Road 1 LT 0.685 0.92 0.13 0.04 1.09 421.1 0.38 147.3 0.92 2 T 0.685 0.94 0.13 0.03 1.10 541.4 0.36 176.5 0.94 3 R 0.525 0.86 0.06 0.07 0.99 377.8 0.17 63.6 0.86 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Huron Road-N-Strasburg Road PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 145 0 1.00 1.00 1.00 North 8T Thru 392 12 1.00 1.00 1.00 West 3L Left 337 0 1.00 1.00 1.00 --------- 2011/09/29
East: Huron Road South 1L Left 277 12 1.00 1.00 1.00 North 6R Right 65 22 1.00 1.00 1.00 West 6T Thru 1216 12 1.00 1.00 1.00 --------- South 4T Thru 653 13 1.00 1.00 1.00 East 7L Left 135 12 1.00 1.00 1.00 West 4R Right 307 0 1.00 1.00 1.00 --------- West: Huron Road South 2R Right 353 27 1.00 1.00 1.00 East 2T Thru 756 8 1.00 1.00 1.00 North 5L Left 113 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 11 of 12 Flow Rates (Separate Light and Heavy Vehicles) Site:Huron Road-N-Strasburg Road PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 3L L 337 0 0 0 0 0 8T T 0 0 392 12 0 0 8R R 0 0 0 0 145 0 East: Huron Road 1L L 277 12 0 0 0 0 6T T 0 0 1216 12 0 0 6R R 0 0 0 0 65 22 7L L 135 12 0 0 0 0 4T T 0 0 653 13 0 0 4R R 0 0 0 0 307 0 West: Huron Road 5L L 113 2 0 0 0 0 2T T 0 0 756 8 0 0 2R R 0 0 0 0 353 27 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Huron Road-N-Strasburg Road PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 3L L 337 0.0 0 0.0 0 0.0 8T T 0 0.0 404 3.0 0 0.0 8R R 0 0.0 0 0.0 145 0.0 --- East: Huron Road 1L L 289 4.0 0 0.0 0 0.0 6T T 0 0.0 1228 1.0 0 0.0 2011/09/29
2011/09/29 Detailed Output 6R R 0 0.0 0 0.0 87 25.0 --- 7L L 147 8.0 0 0.0 0 0.0 4T T 0 0.0 666 2.0 0 0.0 4R R 0 0.0 0 0.0 307 0.0 --- West: Huron Road 5L L 115 2.0 0 0.0 0 0.0 2T T 0 0.0 764 1.0 0 0.0 2R R 0 0.0 0 0.0 380 7.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 12 of 12 Other Model Settings Site:Huron Road-N-Strasburg Road PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Huron Road-N-Strasburg Road PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Huron Road-N-Strasburg Road PM 2018 Processed: September 28, 2011 3:36:34 PM SIDRA INTERSECTION 5.1.6.2039 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Huron Road and Strasburg Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/09/29 DETAILED OUTPUT New Dundee Road and Strasburg Road Option 1 New Dundee Road -N-Strasburg Road - Weekday AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 9 2.0 9 0 N 0.997 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 359 16.0 416 0 N 0.991 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 776 10.0 854 0 N 0.702
Page 2 of 11 2011/09/29 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 9 25.7 2804.0 2.00 0.011 4.97 35.5 2.96 Right 2 Dominant 9 25.7 2804.0 2.00 0.011 3.80 27.1 2.26 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 416 39.1 93.9 2.00 0.398 4.35 47.2 2.82 Right 2 Subdominant 416 39.1 93.9 2.00 0.398 6.40 69.6 4.16 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 854 25.7 30.2 2.00 0.665 3.74 26.8 2.62 Thru 1 Subdominant 854 25.7 30.2 2.00 0.665 3.78 27.0 2.64 2 Dominant 854 25.7 30.2 2.00 0.665 3.65 26.1 2.55 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- East: New Dundee Road 6T T 359 16.0 9 2.0 9 1201 0.85 184 90 0.299 6R R 523 2.0 9 2.0 9 1575 0.85 156 100 0.332 ----------- 7L L 776 10.0 359 16.0 416 886 0.85-3 100 0.876* 4R R 17 2.0 359 16.0 416 526 0.85 2528 100 0.032 ----------- West: New Dundee Road 5L L 9 2.0 776 10.0 854 12 0.85 15 100 0.738 2T T 688 3.0 776 10.0 854 933 0.85 15 100 0.738 ----------- * Maximum degree of saturation
Page 3 of 11 2011/09/29 Movement Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- East: New Dundee Road 6T T 0.57 0.69 5.8 0.42 151.9 5.66 225.9 4.6 49.3 6R R 0.74 0.89 5.1 0.50 261.6 8.15 326.1 6.7 48.7 ------------------- 7L L 6.33 7.60 29.4 1.19 925.7 25.51 523.5 17.0 30.7 4R R 0.03 0.04 7.2 0.65 11.0 0.31 10.6 0.2 46.5 ------------------- West: New Dundee Road 5L L 0.08 0.09 30.4 1.18 10.6 0.31 6.1 0.2 31.2 2T T 5.70 6.84 29.8 1.18 808.5 23.04 433.0 13.4 32.4 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h East: New Dundee Road 6T T 90.05 34.4 86.6 6.31 0.117 0.210 6R R 112.98 37.8 94.7 7.30 0.155 0.233 203.02 72.3 181.3 13.62 0.272 0.443 7L L 283.46 91.2 229.0 19.13 0.374 0.567 4R R 3.86 1.3 3.2 0.26 0.005 0.008 287.32 92.5 232.2 19.39 0.380 0.575 West: New Dundee Road 5L L 3.01 0.9 2.2 0.16 0.004 0.005 2T T 209.28 63.1 157.8 12.62 0.271 0.382 212.29 63.9 160.0 12.78 0.275 0.387 INTERSECTION: 702.64 228.7 573.5 45.79 0.927 1.405 Fuel Consumption, Emissions and Cost (Rate) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km East: New Dundee Road 6T T 0.40 15.2 383.5 27.95 0.520 0.930 6R R 0.35 11.6 290.3 22.40 0.474 0.714 0.37 13.1 328.4 24.67 0.493 0.802
Page 4 of 11 2011/09/29 7L L 0.54 17.4 437.3 36.53 0.715 1.082 4R R 0.36 12.2 305.9 24.72 0.509 0.766 0.54 17.3 434.7 36.30 0.711 1.076 West: New Dundee Road 5L L 0.50 14.2 354.5 27.06 0.618 0.824 2T T 0.48 14.6 364.5 29.15 0.627 0.883 0.48 14.6 364.3 29.12 0.627 0.882 INTERSECTION: 0.46 15.0 376.0 30.02 0.608 0.921 Intersection Negotiation Data Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East: New Dundee Road North Right 35.0 32.5 19.4 500 126 No West Thru 57.3 39.1 47.1 500 145 No --------------- East Left 19.0 25.7 74.6 500 184 No West Right 35.0 32.5 19.4 500 126 No --------------- West: New Dundee Road East Thru 57.3 39.1 47.1 500 132 No North Left 19.0 25.7 74.6 500 159 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- East: New Dundee Road 6T T 65.0 39.1 39.1 65.0 55.6 49.3 5.8 6R R 65.0 32.5 32.5 65.0 54.1 48.7 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 23.4 41.2 30.7 12.6 4R R 65.0 32.5 32.5 65.0 51.1 46.5 6.6 -------------- West: New Dundee Road 5L L 65.0 25.7 25.7 65.0 18.8 45.8 31.2 12.4 2T T 65.0 39.1 39.1 65.0 18.9 45.3 32.4 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/09/29 Lanes Lane Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m East: New Dundee Road 1 T 359 1201 0.299 5.8 0.42 1.9 16.4 500.0 2 R 523 1575 0.332 5.1 0.50 2.3 18.1 500.0 1 L 776 886 0.876 29.4 1.19 14.9 122.5 500.0 2 R 17 526 0.032 7.2 0.65 0.1 0.9 500.0 West: New Dundee Road 1 LT 340 461 0.738 30.4 1.17 7.7 59.9 500.0 2 T 357 484 0.738 29.2 1.18 7.9 61.6 500.0 Lane Flow and Capacity Information Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- East: New Dundee Road 1 T 0 359 0 359 150 1201 0.299 90P 2 R 0 0 523 523 150 1575 0.332 100 ----- 1 L 776 0 0 776 150 886 0.876 100 2 R 0 0 17 17 17 526 0.032 100 ----- West: New Dundee Road 1 LT 9 331 0 340 150 461 0.738 100 2 T 0 357 0 357 150 484 0.738 100 ----- P Lane under-utilisation found by the "Program". This includes cases where the value of lane under-utilisation due to downstream effects has been modified by the program during lane flow calculations (e.g. a de facto exclusive lane has been found). The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------
Page 6 of 11 2011/09/29 East: New Dundee Road 1 T 359 359 16 0.299 5.8 16 500 2 R 523 523 2 0.332 5.1 18 500 ---- 0 359 523 882 8 0.332 5.4 18 ------------ 1 L 776 776 10 0.876 29.4 123 500 2 R 17 17 2 0.032 7.2 1 500 ---- 776 0 17 793 10 0.876 28.9 123 ------------ West: New Dundee Road 1 LT 9 331 340 3 0.738 30.4 60 500 2 T 357 357 3 0.738 29.2 62 500 ---- 9 688 0 697 3 0.738 29.8 62 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2372 7 0.876 20.4 123 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- East: New Dundee Road 1 T 39.1 1215 2.96 32.17 8.62 2.17 2 R 32.5 1590 2.26 20.42 7.73 1.41 --------- 1 L 25.7 1275 2.82 20.19 8.24 1.67 2 R 32.5 865 4.16 37.53 7.73 3.30 --------- West: New Dundee Road 1 LT 38.7 1362 2.64 28.46 7.79 1.92 2 T 39.1 1411 2.55 27.72 7.79 1.83 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- East: New Dundee Road 1 T 0.299 4.5 1.3 5.8 0.0 5.2 0.0 5.2 5.8 5.8 2 R 0.332 3.9 1.1 5.1 0.0 4.6 0.0 4.6 6.6 5.1 -------- 1 L 0.876 8.4 20.9 29.4 0.0 24.6 4.4 20.2 12.6 29.4 2 R 0.032 7.0 0.2 7.2 0.0 4.4 0.0 4.4 6.6 7.2
Page 7 of 11 2011/09/29 -------- West: New Dundee Road 1 LT 0.738 11.5 18.9 30.4 0.0 23.9 3.1 20.8 5.6 30.4 2 T 0.738 11.1 18.1 29.2 0.0 22.6 3.1 19.5 5.4 29.2 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.299 0.0 0.8 0.0 0.8 1.9 0.03 0.0 100.0 0.6 1.0 2 R 0.332 0.0 0.9 0.0 0.9 2.3 0.04 0.0 100.0 0.7 1.3 ---------------------- 1 L 0.876 1.7 3.3 2.7 6.0 14.9 0.25 0.0 100.0 6.3 11.5 2 R 0.032 0.0 0.0 0.0 0.0 0.1 0.00 0.0 100.0 0.0 0.1 ---------------------- West: New Dundee Road 1 LT 0.738 0.8 2.3 0.8 3.1 7.7 0.12 0.0 100.0 2.9 5.2 2 T 0.738 0.8 2.3 0.9 3.2 7.9 0.12 0.0 100.0 2.9 5.3 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.299 0.0 6.6 0.0 6.6 16.4 0.03 0.0 100.0 5.0 9.0 2 R 0.332 0.0 7.3 0.0 7.3 18.1 0.04 0.0 100.0 5.7 10.3 ---------------------- 1 L 0.876 13.9 27.1 22.2 49.3 122.5 0.25 0.0 100.0 52.2 94.6 2 R 0.032 0.0 0.4 0.0 0.4 0.9 0.00 0.0 100.0 0.3 0.5 ---------------------- West: New Dundee Road 1 LT 0.738 6.1 17.7 6.4 24.1 59.9 0.12 0.0 100.0 22.4 40.6 2 T 0.738 6.2 18.1 6.7 24.8 61.6 0.12 0.0 100.0 22.6 41.0 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose).
Page 8 of 11 2011/09/29 SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.299 0.8 1.0 1.4 1.6 1.9 2.1 2 R 0.332 0.9 1.2 1.7 2.0 2.3 2.6 -------- 1 L 0.876 6.0 7.7 10.9 12.6 14.9 16.5 2 R 0.032 0.0 0.1 0.1 0.1 0.1 0.1 -------- West: New Dundee Road 1 LT 0.738 3.1 4.0 5.6 6.5 7.7 8.5 2 T 0.738 3.2 4.1 5.8 6.7 7.9 8.8 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.299 6.6 8.5 12.0 13.9 16.4 18.2 2 R 0.332 7.3 9.4 13.3 15.4 18.1 20.0 -------- 1 L 0.876 49.3 63.8 90.0 104.2 122.5 136.0 2 R 0.032 0.4 0.5 0.7 0.8 0.9 1.0 -------- West: New Dundee Road 1 LT 0.738 24.1 31.2 44.0 50.9 59.9 66.5 2 T 0.738 24.8 32.1 45.2 52.4 61.6 68.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- East: New Dundee Road 1 T 0.299 0.02 0.00 0.40 0.42 151.9 0.00 0.0 0.09
Page 9 of 11 2011/09/29 2 R 0.332 0.02 0.00 0.48 0.50 261.6 0.00 0.0 0.08 -------- 1 L 0.876 0.92 0.26 0.02 1.19 925.7 0.60 465.6 0.98 2 R 0.032 0.38 0.00 0.27 0.65 11.0 0.00 0.0 0.49 -------- West: New Dundee Road 1 LT 0.738 1.00 0.17 0.00 1.17 399.2 0.49 165.0 1.00 2 T 0.738 1.00 0.18 0.00 1.18 419.9 0.48 172.2 1.00 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East: New Dundee Road North 6R Right 513 10 1.00 1.00 1.00 West 6T Thru 302 57 1.00 1.00 1.00 --------- East 7L Left 698 78 1.00 1.00 1.00 West 4R Right 17 0 1.00 1.00 1.00 --------- West: New Dundee Road East 2T Thru 667 21 1.00 1.00 1.00 North 5L Left 9 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0 302 57 0 0 6R R 0 0 0 0 513 10 7L L 698 78 0 0 0 0 4R R 0 0 0 0 17 0 West: New Dundee Road 5L L 9 0 0 0 0 0 2T T 0 0 667 21 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/09/29 Flow Rates (Total Vehicles and Percent Heavy) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0.0 359 16.0 0 0.0 6R R 0 0.0 0 0.0 523 2.0 --- 7L L 776 10.0 0 0.0 0 0.0 4R R 0 0.0 0 0.0 17 2.0 --- West: New Dundee Road 5L L 9 2.0 0 0.0 0 0.0 2T T 0 0.0 688 3.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics
Page 11 of 11 2011/09/29 Site:New Dundee Road -N-Strasburg Road - Weekday AM 2018 Processed: September 28, 2011 3:44:59 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\New Dundee Road and Strasburg Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/09/29 DETAILED OUTPUT New Dundee Road and Strasburg Road Option 1 New Dundee Road -N-Strasburg Road - Weekday PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 23 2.0 23 0 N 0.994 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 781 16.0 906 0 N 0.944 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 615 10.0 677 0 Y 0.789
Page 2 of 11 2011/09/29 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 23 25.7 1097.2 2.00 0.028 4.87 34.9 2.92 2 Dominant 23 25.7 1097.2 2.00 0.028 4.36 31.2 2.61 Right 2 Dominant 23 25.7 1097.2 2.00 0.028 3.84 27.4 2.30 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 906 39.1 43.2 1.72 0.626 3.83 41.6 2.70 Right 2 Subdominant 906 39.1 43.2 1.72 0.626 5.36 58.2 3.78 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 677 25.7 38.0 2.00 0.570 3.88 27.8 2.64 Thru 1 Subdominant 677 25.7 38.0 2.00 0.570 3.92 28.0 2.67 2 Dominant 677 25.7 38.0 2.00 0.570 3.85 27.5 2.62 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- East: New Dundee Road 6T T 781 16.0 23 2.0 23 1251 0.85 36 100 0.624 6R R 920 2.0 23 2.0 23 1473 0.85 36 100 0.624 ----------- 7L L 809 10.0 781 16.0 906 615 0.85-35 100 1.315* 4R R 17 2.0 781 16.0 906 367 0.85 1735 100 0.046 ----------- West: New Dundee Road 5L L 23 2.0 615 10.0 677 58 0.85 116 100 0.394 2T T 462 3.0 615 10.0 677 1172 0.85 116 100 0.394 ----------- * Maximum degree of saturation
Page 3 of 11 2011/09/29 Movement Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- East: New Dundee Road 6T T 2.37 2.84 10.9 0.42 324.2 14.41 491.5 11.1 44.3 6R R 2.38 2.86 9.3 0.48 442.6 16.23 573.6 12.9 44.6 ------------------- 7L L 39.05 46.86 173.8 3.60 2913.0 94.16 545.8 50.2 10.9 4R R 0.05 0.06 10.5 0.80 13.6 0.36 10.6 0.2 43.6 ------------------- West: New Dundee Road 5L L 0.07 0.09 11.7 0.97 22.2 0.54 15.5 0.4 40.7 2T T 1.49 1.78 11.6 0.88 404.8 10.25 290.8 6.7 43.7 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h East: New Dundee Road 6T T 211.34 78.6 197.8 14.74 0.275 0.483 6R R 211.88 68.9 172.4 13.31 0.286 0.421 423.22 147.6 370.3 28.05 0.561 0.904 7L L 689.88 158.5 398.0 29.54 0.740 0.833 4R R 4.05 1.3 3.3 0.27 0.006 0.008 693.94 159.9 401.3 29.81 0.745 0.842 West: New Dundee Road 5L L 6.32 2.0 5.0 0.40 0.008 0.012 2T T 112.44 37.7 94.3 7.67 0.156 0.237 118.75 39.7 99.3 8.06 0.164 0.250 INTERSECTION: 1235.91 347.1 870.9 65.92 1.470 1.995 Fuel Consumption, Emissions and Cost (Rate) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km East: New Dundee Road 6T T 0.43 16.0 402.5 29.99 0.560 0.983 6R R 0.37 12.0 300.6 23.20 0.498 0.733 0.40 13.9 347.6 26.34 0.526 0.849
Page 4 of 11 2011/09/29 7L L 1.26 29.0 729.1 54.11 1.355 1.526 4R R 0.38 12.6 315.7 25.69 0.532 0.788 1.25 28.7 721.2 53.57 1.340 1.512 West: New Dundee Road 5L L 0.41 12.9 321.7 25.58 0.544 0.783 2T T 0.39 13.0 324.3 26.37 0.535 0.817 0.39 13.0 324.1 26.33 0.535 0.815 INTERSECTION: 0.64 18.0 451.7 34.20 0.763 1.035 Intersection Negotiation Data Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East: New Dundee Road North Right 35.0 32.5 19.4 500 125 No West Thru 57.3 39.1 47.1 500 157 No --------------- East Left 19.0 25.7 74.6 500 184 No West Right 35.0 32.5 19.4 500 126 No --------------- West: New Dundee Road East Thru 57.3 39.1 47.1 500 132 No North Left 19.0 25.7 74.6 500 161 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- East: New Dundee Road 6T T 65.0 39.1 39.1 65.0 54.2 44.3 5.8 6R R 65.0 32.5 32.5 65.0 53.1 44.6 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 18.4 23.9 10.9 12.6 4R R 65.0 32.5 32.5 65.0 50.1 43.6 6.6 -------------- West: New Dundee Road 5L L 65.0 25.7 25.7 65.0 20.0 48.4 40.7 12.4 2T T 65.0 39.1 39.1 65.0 20.0 49.4 43.7 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/09/29 Lanes Lane Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m East: New Dundee Road 1 T 749 1200 0.624 11.0 0.42 6.5 55.7 500.0 2 TR 952 1524 0.624 9.3 0.48 6.6 51.1 500.0 1 L 809 615 1.315 173.8 3.60 75.9 625.2 500.0 2 R 17 367 0.046 10.5 0.80 0.2 1.4 500.0 West: New Dundee Road 1 LT 240 607 0.394 11.7 0.89 2.7 20.7 500.0 2 T 245 622 0.394 11.5 0.87 2.7 20.9 500.0 Lane Flow and Capacity Information Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- East: New Dundee Road 1 T 0 749 0 749 150 1200 0.624 100 2 TR 0 32 920 952 150 1524 0.624 100 ----- 1 L 809 0 0 809 150 615 1.315 100 2 R 0 0 17 17 17 367 0.046 100 ----- West: New Dundee Road 1 LT 23 217 0 240 150 607 0.394 100 2 T 0 245 0 245 150 622 0.394 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ East: New Dundee Road 1 T 749 749 16 0.624 11.0 56 500 2 TR 32 920 952 2 0.624 9.3 51 500
Page 6 of 11 2011/09/29 ---- 0 781 920 1701 8 0.624 10.1 56 ------------ 1 L 809 809 10 1.315 173.8 625 500 2 R 17 17 2 0.046 10.5 1 500 ---- 809 0 17 826 10 1.315 170.4 625 ------------ West: New Dundee Road 1 LT 23 217 240 3 0.394 11.7 21 500 2 T 245 245 3 0.394 11.5 21 500 ---- 23 462 0 485 3 0.394 11.6 21 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 3012 8 1.315 54.3 625 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- East: New Dundee Road 1 T 39.1 1234 2.92 31.68 8.62 2.12 2 TR 32.7 1560 2.31 20.95 7.76 1.45 --------- 1 L 25.7 1332 2.70 19.33 8.24 1.55 2 R 32.5 953 3.78 34.07 7.73 2.92 --------- West: New Dundee Road 1 LT 37.8 1349 2.67 28.03 7.79 1.93 2 T 39.1 1374 2.62 28.46 7.79 1.90 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- East: New Dundee Road 1 T 0.624 6.1 4.8 11.0 0.0 9.4 0.0 9.4 5.8 11.0 2 TR 0.624 5.5 3.8 9.3 0.0 8.1 0.0 8.1 6.5 9.3 -------- 1 L 1.315 10.9 162.9 173.8 0.0 168.9 47.0 121.9 12.6 173.8 2 R 0.046 10.0 0.5 10.5 0.0 6.7 0.0 6.7 6.6 10.5 -------- West: New Dundee Road 1 LT 0.394 7.9 3.8 11.7 0.0 6.6 0.1 6.4 6.1 11.7
Page 7 of 11 2011/09/29 2 T 0.394 7.8 3.7 11.5 0.0 6.0 0.1 5.9 5.4 11.5 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.624 0.0 2.6 0.0 2.6 6.5 0.11 0.0 100.0 2.3 4.1 2 TR 0.624 0.0 2.6 0.0 2.6 6.6 0.10 0.0 100.0 2.5 4.5 ---------------------- 1 L 1.315 25.8 4.0 26.5 30.5 75.9 1.25 12.0 88.0 39.1 70.8 2 R 0.046 0.0 0.1 0.0 0.1 0.2 0.00 0.0 100.0 0.0 0.1 ---------------------- West: New Dundee Road 1 LT 0.394 0.0 1.1 0.0 1.1 2.7 0.04 0.0 100.0 0.8 1.4 2 T 0.394 0.0 1.1 0.0 1.1 2.7 0.04 0.0 100.0 0.8 1.4 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.624 0.0 22.4 0.0 22.4 55.7 0.11 0.0 100.0 19.7 35.7 2 TR 0.624 0.0 20.5 0.0 20.5 51.1 0.10 0.0 100.0 19.1 34.7 ---------------------- 1 L 1.315 212.6 33.2 218.4 251.5 625.2 1.25 12.0 88.0 321.8 583.8 2 R 0.046 0.0 0.6 0.0 0.6 1.4 0.00 0.0 100.0 0.4 0.7 ---------------------- West: New Dundee Road 1 LT 0.394 0.1 8.2 0.1 8.3 20.7 0.04 0.0 100.0 6.1 11.0 2 T 0.394 0.1 8.3 0.1 8.4 20.9 0.04 0.0 100.0 6.1 11.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 8 of 11 2011/09/29 Lane Queue Percentiles (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.624 2.6 3.4 4.7 5.5 6.5 7.2 2 TR 0.624 2.6 3.4 4.8 5.6 6.6 7.3 -------- 1 L 1.315 30.5 39.5 55.7 64.5 75.9 84.2 2 R 0.046 0.1 0.1 0.1 0.2 0.2 0.2 -------- West: New Dundee Road 1 LT 0.394 1.1 1.4 1.9 2.3 2.7 2.9 2 T 0.394 1.1 1.4 2.0 2.3 2.7 3.0 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.624 22.4 29.0 40.9 47.3 55.7 61.8 2 TR 0.624 20.5 26.6 37.5 43.4 51.1 56.7 -------- 1 L 1.315 251.4 325.7 459.1 531.6 625.2 693.9 2 R 0.046 0.6 0.7 1.0 1.2 1.4 1.6 -------- West: New Dundee Road 1 LT 0.394 8.3 10.8 15.2 17.6 20.7 22.9 2 T 0.394 8.4 10.9 15.3 17.7 20.9 23.1 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- East: New Dundee Road 1 T 0.624 0.08 0.00 0.34 0.42 312.0 0.00 0.0 0.24 2 TR 0.624 0.06 0.00 0.41 0.48 454.7 0.00 0.0 0.21 --------
Page 9 of 11 2011/09/29 1 L 1.315 1.00 2.60 0.00 3.60 2913.0 7.35 5943.2 1.00 2 R 0.046 0.62 0.00 0.18 0.80 13.6 0.00 0.0 0.66 -------- West: New Dundee Road 1 LT 0.394 0.80 0.01 0.08 0.89 212.4 0.02 4.6 0.83 2 T 0.394 0.79 0.01 0.08 0.87 214.6 0.02 3.9 0.83 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East: New Dundee Road North 6R Right 902 18 1.00 1.00 1.00 West 6T Thru 656 125 1.00 1.00 1.00 --------- East 7L Left 728 81 1.00 1.00 1.00 West 4R Right 17 0 1.00 1.00 1.00 --------- West: New Dundee Road East 2T Thru 448 14 1.00 1.00 1.00 North 5L Left 23 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0 656 125 0 0 6R R 0 0 0 0 902 18 7L L 728 81 0 0 0 0 4R R 0 0 0 0 17 0 West: New Dundee Road 5L L 23 0 0 0 0 0 2T T 0 0 448 14 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy)
Page 10 of 11 2011/09/29 Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0.0 781 16.0 0 0.0 6R R 0 0.0 0 0.0 920 2.0 --- 7L L 809 10.0 0 0.0 0 0.0 4R R 0 0.0 0 0.0 17 2.0 --- West: New Dundee Road 5L L 23 2.0 0 0.0 0 0.0 2T T 0 0.0 462 3.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:New Dundee Road -N-Strasburg Road - Weekday PM 2018
Page 11 of 11 Processed: September 28, 2011 3:45:40 PM SIDRA INTERSECTION 5.1.6.2039 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\New Dundee Road and Strasburg Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE 2011/09/29
Page 1 of 11 2011/09/29 DETAILED OUTPUT Robert Ferrie Drive and New Dundee Road Option 1 Robert Ferrie-N-New Dundee- Weekday AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 34 2.0 35 0 N 0.997 ---------------- North: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 568 2.0 579 0 N 0.981 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 93 2.0 95 0 N 0.987
Page 2 of 11 2011/09/29 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 35 25.7 742.2 2.00 0.041 4.34 31.0 2.60 2 Dominant 35 25.7 742.2 2.00 0.041 4.16 29.7 2.50 Right 2 Dominant 35 25.7 742.2 2.00 0.041 4.17 29.8 2.50 ---------------- North: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 579 39.1 67.5 1.06 0.313 4.60 49.9 3.08 Right 1 Dominant 579 39.1 67.5 1.06 0.313 4.60 49.9 3.08 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 95 25.7 271.4 2.00 0.109 4.34 31.0 2.64 Thru 1 Subdominant 95 25.7 271.4 2.00 0.109 4.34 31.0 2.64 2 Dominant 95 25.7 271.4 2.00 0.109 4.23 30.3 2.57 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- East: New Dundee Road 6T T 568 2.0 34 2.0 35 2471 0.85 270 100 0.230 6R R 61 2.0 34 2.0 35 265 0.85 270 100 0.230 ----------- North: Robert Ferrie Drive 7L L 93 2.0 568 2.0 579 438 0.85 300 100 0.212 4R R 59 2.0 568 2.0 579 278 0.85 300 100 0.212 ----------- West: New Dundee Road 5L L 34 2.0 93 2.0 95 88 0.85 121 100 0.385* 2T T 937 2.0 93 2.0 95 2433 0.85 121 100 0.385* ----------- * Maximum degree of saturation
Page 3 of 11 2011/09/29 Movement Performance Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- East: New Dundee Road 6T T 0.72 0.87 4.6 0.22 122.9 10.92 347.6 9.3 37.5 6R R 0.08 0.09 4.5 0.37 22.6 1.21 37.0 1.0 36.7 ------------------- North: Robert Ferrie Drive 7L L 0.19 0.23 7.4 0.84 78.1 2.36 61.3 1.8 33.3 4R R 0.12 0.15 7.4 0.64 37.5 1.35 35.8 1.0 34.9 ------------------- West: New Dundee Road 5L L 0.06 0.08 6.6 0.83 28.4 0.85 22.4 0.7 33.9 2T T 1.71 2.05 6.6 0.29 275.7 19.41 573.4 15.8 36.3 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h East: New Dundee Road 6T T 137.12 38.4 96.1 6.62 0.153 0.195 6R R 15.13 4.3 10.8 0.81 0.018 0.023 152.25 42.7 106.9 7.43 0.171 0.217 North: Robert Ferrie Drive 7L L 27.31 7.7 19.2 1.50 0.033 0.041 4R R 15.34 4.4 11.0 0.86 0.018 0.024 42.65 12.1 30.2 2.36 0.051 0.064 West: New Dundee Road 5L L 9.85 2.8 6.9 0.53 0.012 0.015 2T T 234.24 65.8 164.6 11.75 0.267 0.339 244.08 68.5 171.5 12.28 0.278 0.354 INTERSECTION: 438.98 123.3 308.6 22.06 0.501 0.636 Fuel Consumption, Emissions and Cost (Rate) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km East: New Dundee Road 6T T 0.39 11.1 276.5 19.05 0.441 0.560 6R R 0.41 11.7 292.1 21.81 0.479 0.615 0.40 11.1 278.0 19.32 0.445 0.565
Page 4 of 11 2011/09/29 North: Robert Ferrie Drive 7L L 0.45 12.5 312.6 24.47 0.532 0.665 4R R 0.43 12.3 307.1 23.99 0.515 0.662 0.44 12.4 310.6 24.29 0.526 0.664 West: New Dundee Road 5L L 0.44 12.3 307.4 23.62 0.519 0.648 2T T 0.41 11.5 287.0 20.49 0.465 0.592 0.41 11.5 287.8 20.60 0.467 0.594 INTERSECTION: 0.41 11.4 286.4 20.48 0.465 0.590 Intersection Negotiation Data Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East: New Dundee Road North Right 35.0 32.5 19.4 500 100 No West Thru 57.3 39.1 47.1 500 116 No --------------- North: Robert Ferrie Drive East Left 19.0 25.7 74.6 500 157 No West Right 39.0 33.8 19.3 500 116 No --------------- West: New Dundee Road East Thru 57.3 39.1 47.1 500 114 No North Left 19.0 25.7 74.6 500 142 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- East: New Dundee Road 6T T 40.0 39.1 39.1 60.0 40.0 37.5 1.7 6R R 40.0 32.5 32.5 60.0 39.2 36.7 3.0 -------------- North: Robert Ferrie Drive 7L L 40.0 25.7 25.7 60.0 36.0 33.3 8.7 4R R 40.0 33.8 33.8 60.0 37.4 34.9 2.7 -------------- West: New Dundee Road 5L L 40.0 25.7 25.7 60.0 37.0 33.9 8.7 2T T 40.0 39.1 39.1 60.0 39.2 36.3 1.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/09/29 Lanes Lane Performance Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m East: New Dundee Road 1 T 308 1339 0.230 4.6 0.22 1.1 8.7 500.0 2 TR 321 1398 0.230 4.5 0.24 1.1 8.7 500.0 North: Robert Ferrie Drive 1 LR 152 716 0.212 7.4 0.76 0.8 6.3 500.0 West: New Dundee Road 1 LT 479 1244 0.385 6.6 0.33 2.4 18.3 500.0 2 T 492 1276 0.385 6.5 0.29 2.4 18.3 500.0 Lane Flow and Capacity Information Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- East: New Dundee Road 1 T 0 308 0 308 150 1339 0.230 100 2 TR 0 260 61 321 150 1398 0.230 100 ----- North: Robert Ferrie Drive 1 LR 93 0 59 152 150 716 0.212 100 ----- West: New Dundee Road 1 LT 34 445 0 479 150 1244 0.385 100 2 T 0 492 0 492 150 1276 0.385 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ East: New Dundee Road 1 T 308 308 2 0.230 4.6 9 500 2 TR 260 61 321 2 0.230 4.5 9 500 ---- 0 568 61 629 2 0.230 4.6 9
Page 6 of 11 2011/09/29 ------------ North: Robert Ferrie Drive 1 LR 93 59 152 2 0.212 7.4 6 500 ---- 93 0 59 152 2 0.212 7.4 6 ------------ West: New Dundee Road 1 LT 34 445 479 2 0.385 6.6 18 500 2 T 492 492 2 0.385 6.5 18 500 ---- 34 937 0 971 2 0.385 6.6 18 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1752 2 0.385 5.9 18 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- East: New Dundee Road 1 T 39.1 1383 2.60 28.28 7.73 1.89 2 TR 37.8 1442 2.50 26.24 7.73 1.76 --------- North: Robert Ferrie Drive 1 LR 28.9 1170 3.08 24.68 7.73 2.11 --------- West: New Dundee Road 1 LT 38.2 1366 2.64 27.94 7.73 1.91 2 T 39.1 1398 2.57 27.96 7.73 1.86 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- East: New Dundee Road 1 T 0.230 3.8 0.8 4.6 0.0 3.7 0.0 3.7 1.7 4.6 2 TR 0.230 3.7 0.8 4.5 0.0 3.6 0.0 3.6 1.9 4.5 -------- North: Robert Ferrie Drive 1 LR 0.212 6.1 1.4 7.4 0.0 4.9 0.0 4.9 6.4 7.4 -------- West: New Dundee Road 1 LT 0.385 4.8 1.8 6.6 0.0 4.7 0.0 4.7 2.2 6.6 2 T 0.385 4.7 1.8 6.5 0.0 4.5 0.0 4.5 1.7 6.5 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.
Page 7 of 11 2011/09/29 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Geometric delay is less than 2 seconds for some movements. The negotiation speed may be too high or the approach and exit speeds may be too low for given geometric design (e.g. for a large roundabout). Check Detailed Output for geometric delay data including negotiation speeds. If necessary, specify appropriate values of approach and exit speeds, negotiation radius or negotiation speed data in the Path Data dialog. Lane Queues (Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.230 0.0 0.5 0.0 0.5 1.1 0.02 0.0 100.0 0.4 0.7 2 TR 0.230 0.0 0.5 0.0 0.5 1.1 0.02 0.0 100.0 0.4 0.7 ---------------------- North: Robert Ferrie Drive 1 LR 0.212 0.0 0.3 0.0 0.3 0.8 0.01 0.0 100.0 0.3 0.6 ---------------------- West: New Dundee Road 1 LT 0.385 0.0 1.0 0.0 1.0 2.4 0.04 0.0 100.0 0.9 1.6 2 T 0.385 0.0 1.0 0.0 1.0 2.4 0.04 0.0 100.0 0.9 1.6 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.230 0.0 3.5 0.0 3.5 8.7 0.02 0.0 100.0 3.1 5.6 2 TR 0.230 0.0 3.5 0.0 3.5 8.7 0.02 0.0 100.0 3.1 5.6 ---------------------- North: Robert Ferrie Drive 1 LR 0.212 0.0 2.5 0.0 2.5 6.3 0.01 0.0 100.0 2.4 4.4 ---------------------- West: New Dundee Road 1 LT 0.385 0.0 7.4 0.0 7.4 18.3 0.04 0.0 100.0 6.8 12.4 2 T 0.385 0.0 7.4 0.0 7.4 18.3 0.04 0.0 100.0 6.9 12.4 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 8 of 11 2011/09/29 Lane Queue Percentiles (Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.230 0.5 0.6 0.8 1.0 1.1 1.2 2 TR 0.230 0.5 0.6 0.8 1.0 1.1 1.3 -------- North: Robert Ferrie Drive 1 LR 0.212 0.3 0.4 0.6 0.7 0.8 0.9 -------- West: New Dundee Road 1 LT 0.385 1.0 1.2 1.7 2.0 2.4 2.6 2 T 0.385 1.0 1.2 1.7 2.0 2.4 2.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.230 3.5 4.5 6.4 7.4 8.7 9.7 2 TR 0.230 3.5 4.6 6.4 7.4 8.7 9.7 -------- North: Robert Ferrie Drive 1 LR 0.212 2.5 3.3 4.6 5.4 6.3 7.0 -------- West: New Dundee Road 1 LT 0.385 7.4 9.5 13.4 15.5 18.3 20.3 2 T 0.385 7.4 9.6 13.5 15.6 18.3 20.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- East: New Dundee Road 1 T 0.230 0.05 0.00 0.17 0.22 67.4 0.00 0.0 0.14 2 TR 0.230 0.04 0.00 0.20 0.24 78.1 0.00 0.0 0.13 -------- North: Robert Ferrie Drive 1 LR 0.212 0.50 0.00 0.26 0.76 115.6 0.00 0.0 0.53 --------
Page 9 of 11 2011/09/29 West: New Dundee Road 1 LT 0.385 0.16 0.00 0.18 0.33 159.3 0.00 0.0 0.30 2 T 0.385 0.15 0.00 0.14 0.29 144.8 0.00 0.0 0.30 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East: New Dundee Road North 6R Right 60 1 1.00 1.00 1.00 West 6T Thru 557 11 1.00 1.00 1.00 --------- North: Robert Ferrie Drive East 7L Left 91 2 1.00 1.00 1.00 West 4R Right 58 1 1.00 1.00 1.00 --------- West: New Dundee Road East 2T Thru 918 19 1.00 1.00 1.00 North 5L Left 33 1 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0 557 11 0 0 6R R 0 0 0 0 60 1 North: Robert Ferrie Drive 7L L 91 2 0 0 0 0 4R R 0 0 0 0 58 1 West: New Dundee Road 5L L 33 1 0 0 0 0 2T T 0 0 918 19 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Robert Ferrie-N-New Dundee-Weekday AM 2018
Page 10 of 11 2011/09/29 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0.0 568 2.0 0 0.0 6R R 0 0.0 0 0.0 61 2.0 --- North: Robert Ferrie Drive 7L L 93 2.0 0 0.0 0 0.0 4R R 0 0.0 0 0.0 59 2.0 --- West: New Dundee Road 5L L 34 2.0 0 0.0 0 0.0 2T T 0 0.0 937 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Robert Ferrie-N-New Dundee-Weekday AM 2018 Geometric delay is less than 2 seconds for some movements. The negotiation speed may be too high or the approach and exit speeds may be too low for given geometric design (e.g. for a large roundabout). Check Detailed Output for geometric delay data including negotiation speeds.
Page 11 of 11 2011/09/29 If necessary, specify appropriate values of approach and exit speeds, negotiation radius or negotiation speed data in the Path Data dialog. Processed: September 28, 2011 3:51:48 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and New Dundee Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/09/29 DETAILED OUTPUT Robert Ferrie Drive and New Dundee Road Option 1 Robert Ferrie-N-New Dundee- Weekday PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 64 2.0 65 0 N 0.996 ---------------- North: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 1293 2.0 1319 0 N 0.897 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 69 2.0 70 0 N 0.987
Page 2 of 11 2011/09/29 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- East: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 65 25.7 394.3 2.00 0.076 4.28 30.6 2.59 2 Dominant 65 25.7 394.3 2.00 0.076 4.07 29.1 2.46 Right 2 Dominant 65 25.7 394.3 2.00 0.076 4.07 29.1 2.46 ---------------- North: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 1319 39.1 29.6 1.08 0.589 3.78 41.1 2.79 Right 1 Dominant 1319 39.1 29.6 1.08 0.589 3.78 41.1 2.79 ---------------- West: New Dundee Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 70 25.7 365.7 2.00 0.082 4.37 31.2 2.64 Thru 1 Subdominant 70 25.7 365.7 2.00 0.082 4.36 31.2 2.64 2 Dominant 70 25.7 365.7 2.00 0.082 4.27 30.5 2.58 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- East: New Dundee Road 6T T 1293 2.0 64 2.0 65 2387 0.85 57 100 0.542* 6R R 168 2.0 64 2.0 65 310 0.85 57 100 0.542* ----------- North: Robert Ferrie Drive 7L L 69 2.0 1293 2.0 1319 266 0.85 227 100 0.260 4R R 56 2.0 1293 2.0 1319 216 0.85 227 100 0.260 ----------- West: New Dundee Road 5L L 64 2.0 69 2.0 70 231 0.85 207 100 0.277 2T T 646 2.0 69 2.0 70 2334 0.85 207 100 0.277 ----------- * Maximum degree of saturation
Page 3 of 11 2011/09/29 Movement Performance Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- East: New Dundee Road 6T T 3.06 3.67 8.5 0.27 351.0 27.60 791.3 22.5 35.2 6R R 0.39 0.47 8.3 0.40 66.7 3.66 102.0 2.9 34.6 ------------------- North: Robert Ferrie Drive 7L L 0.22 0.26 11.4 0.91 63.1 1.93 45.5 1.4 31.7 4R R 0.18 0.21 11.4 0.78 43.8 1.46 34.0 1.0 32.7 ------------------- West: New Dundee Road 5L L 0.09 0.11 5.3 0.81 51.8 1.55 42.2 1.2 34.5 2T T 0.94 1.13 5.3 0.26 165.2 12.90 395.3 10.7 37.1 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h East: New Dundee Road 6T T 330.54 91.5 228.8 16.12 0.372 0.467 6R R 43.88 12.3 30.8 2.31 0.051 0.065 374.42 103.8 259.6 18.43 0.423 0.532 North: Robert Ferrie Drive 7L L 21.16 5.8 14.6 1.14 0.025 0.031 4R R 15.35 4.3 10.9 0.86 0.018 0.023 36.51 10.2 25.4 1.99 0.043 0.054 West: New Dundee Road 5L L 18.26 5.1 12.8 0.99 0.022 0.027 2T T 158.31 44.6 111.6 7.88 0.180 0.229 176.57 49.7 124.4 8.87 0.201 0.256 INTERSECTION: 587.50 163.7 409.5 29.29 0.668 0.842 Fuel Consumption, Emissions and Cost (Rate) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km East: New Dundee Road 6T T 0.42 11.6 289.2 20.37 0.470 0.590 6R R 0.43 12.1 302.4 22.68 0.502 0.637 0.42 11.6 290.7 20.63 0.474 0.596
Page 4 of 11 2011/09/29 North: Robert Ferrie Drive 7L L 0.47 12.8 321.0 25.01 0.551 0.680 4R R 0.45 12.8 319.0 25.16 0.542 0.689 0.46 12.8 320.1 25.07 0.547 0.684 West: New Dundee Road 5L L 0.43 12.2 304.6 23.47 0.513 0.643 2T T 0.40 11.3 282.2 19.93 0.454 0.579 0.40 11.4 284.3 20.27 0.460 0.585 INTERSECTION: 0.42 11.6 290.4 20.77 0.474 0.597 Intersection Negotiation Data Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East: New Dundee Road North Right 35.0 32.5 19.4 500 100 No West Thru 57.3 39.1 47.1 500 116 No --------------- North: Robert Ferrie Drive East Left 19.0 25.7 74.6 500 156 No West Right 39.0 33.8 19.3 500 115 No --------------- West: New Dundee Road East Thru 57.3 39.1 47.1 500 114 No North Left 19.0 25.7 74.6 500 145 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- East: New Dundee Road 6T T 40.0 39.1 39.1 60.0 39.3 35.2 1.7 6R R 40.0 32.5 32.5 60.0 38.7 34.6 3.0 -------------- North: Robert Ferrie Drive 7L L 40.0 25.7 25.7 60.0 35.8 31.7 8.7 4R R 40.0 33.8 33.8 60.0 36.7 32.7 2.7 -------------- West: New Dundee Road 5L L 40.0 25.7 25.7 60.0 37.0 34.5 8.7 2T T 40.0 39.1 39.1 60.0 39.5 37.1 1.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/09/29 Lanes Lane Performance Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m East: New Dundee Road 1 T 711 1312 0.542 8.6 0.28 3.9 30.4 500.0 2 TR 750 1385 0.542 8.3 0.30 3.9 30.5 500.0 North: Robert Ferrie Drive 1 LR 125 481 0.260 11.4 0.86 1.0 8.0 500.0 West: New Dundee Road 1 LT 351 1268 0.277 5.3 0.35 1.6 12.2 500.0 2 T 359 1297 0.277 5.2 0.26 1.6 12.2 500.0 Lane Flow and Capacity Information Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- East: New Dundee Road 1 T 0 711 0 711 150 1312 0.542 100 2 TR 0 582 168 750 150 1385 0.542 100 ----- North: Robert Ferrie Drive 1 LR 69 0 56 125 125 481 0.260 100 ----- West: New Dundee Road 1 LT 64 287 0 351 150 1268 0.277 100 2 T 0 359 0 359 150 1297 0.277 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ East: New Dundee Road 1 T 711 711 2 0.542 8.6 30 500 2 TR 582 168 750 2 0.542 8.3 30 500 ---- 0 1293 168 1461 2 0.542 8.5 30
Page 6 of 11 2011/09/29 ------------ North: Robert Ferrie Drive 1 LR 69 56 125 2 0.260 11.4 8 500 ---- 69 0 56 125 2 0.260 11.4 8 ------------ West: New Dundee Road 1 LT 64 287 351 2 0.277 5.3 12 500 2 T 359 359 2 0.277 5.2 12 500 ---- 64 646 0 710 2 0.277 5.3 12 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2296 2 0.542 7.6 30 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- East: New Dundee Road 1 T 39.1 1391 2.59 28.11 7.73 1.88 2 TR 37.6 1465 2.46 25.68 7.73 1.72 --------- North: Robert Ferrie Drive 1 LR 29.4 1288 2.79 22.79 7.73 1.85 --------- West: New Dundee Road 1 LT 36.7 1364 2.64 26.88 7.73 1.88 2 T 39.1 1394 2.58 28.05 7.73 1.87 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- East: New Dundee Road 1 T 0.542 5.5 3.2 8.6 0.0 6.8 0.0 6.8 1.7 8.6 2 TR 0.542 5.3 3.0 8.3 0.0 6.6 0.0 6.6 2.0 8.3 -------- North: Robert Ferrie Drive 1 LR 0.260 8.8 2.6 11.4 0.0 8.0 0.0 8.0 6.0 11.4 -------- West: New Dundee Road 1 LT 0.277 4.2 1.1 5.3 0.0 3.9 0.0 3.9 3.0 5.3 2 T 0.277 4.2 1.1 5.2 0.0 3.7 0.0 3.7 1.7 5.2 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.
Page 7 of 11 2011/09/29 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Geometric delay is less than 2 seconds for some movements. The negotiation speed may be too high or the approach and exit speeds may be too low for given geometric design (e.g. for a large roundabout). Check Detailed Output for geometric delay data including negotiation speeds. If necessary, specify appropriate values of approach and exit speeds, negotiation radius or negotiation speed data in the Path Data dialog. Lane Queues (Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.542 0.0 1.6 0.0 1.6 3.9 0.06 0.0 100.0 1.7 3.1 2 TR 0.542 0.0 1.6 0.0 1.6 3.9 0.06 0.0 100.0 1.7 3.2 ---------------------- North: Robert Ferrie Drive 1 LR 0.260 0.0 0.4 0.0 0.4 1.0 0.02 0.0 100.0 0.4 0.7 ---------------------- West: New Dundee Road 1 LT 0.277 0.0 0.6 0.0 0.6 1.6 0.02 0.0 100.0 0.5 0.9 2 T 0.277 0.0 0.6 0.0 0.6 1.6 0.02 0.0 100.0 0.5 0.9 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- East: New Dundee Road 1 T 0.542 0.0 12.2 0.0 12.2 30.4 0.06 0.0 100.0 13.2 23.9 2 TR 0.542 0.0 12.3 0.0 12.3 30.5 0.06 0.0 100.0 13.4 24.4 ---------------------- North: Robert Ferrie Drive 1 LR 0.260 0.0 3.2 0.0 3.2 8.0 0.02 0.0 100.0 3.1 5.5 ---------------------- West: New Dundee Road 1 LT 0.277 0.0 4.9 0.0 4.9 12.2 0.02 0.0 100.0 4.0 7.3 2 T 0.277 0.0 4.9 0.0 4.9 12.2 0.02 0.0 100.0 4.0 7.3 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.
Page 8 of 11 2011/09/29 Lane Queue Percentiles (Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.542 1.6 2.1 2.9 3.3 3.9 4.4 2 TR 0.542 1.6 2.1 2.9 3.4 3.9 4.4 -------- North: Robert Ferrie Drive 1 LR 0.260 0.4 0.5 0.8 0.9 1.0 1.1 -------- West: New Dundee Road 1 LT 0.277 0.6 0.8 1.2 1.3 1.6 1.7 2 T 0.277 0.6 0.8 1.2 1.3 1.6 1.8 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- East: New Dundee Road 1 T 0.542 12.2 15.8 22.3 25.9 30.4 33.8 2 TR 0.542 12.2 15.9 22.4 25.9 30.5 33.8 -------- North: Robert Ferrie Drive 1 LR 0.260 3.2 4.2 5.9 6.8 8.0 8.8 -------- West: New Dundee Road 1 LT 0.277 4.9 6.3 8.9 10.3 12.2 13.5 2 T 0.277 4.9 6.4 9.0 10.4 12.2 13.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- East: New Dundee Road 1 T 0.542 0.13 0.00 0.14 0.28 196.1 0.00 0.0 0.29 2 TR 0.542 0.13 0.00 0.17 0.30 221.7 0.00 0.0 0.28 -------- North: Robert Ferrie Drive 1 LR 0.260 0.70 0.00 0.16 0.86 106.9 0.00 0.0 0.70 --------
Page 9 of 11 2011/09/29 West: New Dundee Road 1 LT 0.277 0.11 0.00 0.25 0.35 124.1 0.00 0.0 0.24 2 T 0.277 0.11 0.00 0.15 0.26 92.9 0.00 0.0 0.24 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East: New Dundee Road North 6R Right 165 3 1.00 1.00 1.00 West 6T Thru 1267 26 1.00 1.00 1.00 --------- North: Robert Ferrie Drive East 7L Left 68 1 1.00 1.00 1.00 West 4R Right 55 1 1.00 1.00 1.00 --------- West: New Dundee Road East 2T Thru 633 13 1.00 1.00 1.00 North 5L Left 63 1 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0 1267 26 0 0 6R R 0 0 0 0 165 3 North: Robert Ferrie Drive 7L L 68 1 0 0 0 0 4R R 0 0 0 0 55 1 West: New Dundee Road 5L L 63 1 0 0 0 0 2T T 0 0 633 13 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Robert Ferrie-N-New Dundee-Weekday PM 2018
Page 10 of 11 2011/09/29 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program East: New Dundee Road 6T T 0 0.0 1293 2.0 0 0.0 6R R 0 0.0 0 0.0 168 2.0 --- North: Robert Ferrie Drive 7L L 69 2.0 0 0.0 0 0.0 4R R 0 0.0 0 0.0 56 2.0 --- West: New Dundee Road 5L L 64 2.0 0 0.0 0 0.0 2T T 0 0.0 646 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Robert Ferrie-N-New Dundee-Weekday PM 2018 Geometric delay is less than 2 seconds for some movements. The negotiation speed may be too high or the approach and exit speeds may be too low for given geometric design (e.g. for a large roundabout). Check Detailed Output for geometric delay data including negotiation speeds.
Page 11 of 11 2011/09/29 If necessary, specify appropriate values of approach and exit speeds, negotiation radius or negotiation speed data in the Path Data dialog. Processed: September 29, 2011 10:56:58 AM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and New Dundee Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/09/29 DETAILED OUTPUT Strasburg Road-N-Robert Ferrie Drive Option 1 Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 135 2.0 138 0 N 0.984 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 561 2.0 572 0 N 0.956 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 267 2.0 272 0 N 0.964
Page 2 of 11 2011/09/29 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 138 25.7 186.9 2.00 0.154 4.36 31.2 2.67D 2 Dominant 138 25.7 186.9 2.00 0.154 4.36 31.2 2.67 Right 2 Dominant 138 25.7 186.9 2.00 0.154 4.36 31.2 2.68 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 572 39.1 68.3 1.17 0.334 4.14 45.0 2.77 Right 2 Dominant 572 39.1 68.3 1.17 0.334 3.94 42.8 2.63 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 272 25.7 94.5 2.00 0.282 4.35 31.1 2.75D Thru 1 Subdominant 272 25.7 94.5 2.00 0.282 4.35 31.1 2.74D 2 Dominant 272 25.7 94.5 2.00 0.282 4.35 31.1 2.74 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. D Subdominant lane follow-up headway was calculated as less than the dominant lane value and was set to the dominant lane value Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 8T T 561 2.0 135 2.0 138 1919 0.85 191 100 0.292 8R R 128 2.0 135 2.0 138 438 0.85 191 100 0.292 ----------- East: Robert Ferrie Drive 1L L 267 2.0 561 2.0 572 811 0.85 158 100 0.329 6R R 334 2.0 561 2.0 572 869 0.85 121 100 0.384* ----------- 7L L 135 2.0 267 2.0 272 437 0.85 175 100 0.309 4T T 486 2.0 267 2.0 272 1572 0.85 175 100 0.309 ----------- * Maximum degree of saturation
Page 3 of 11 2011/09/29 Movement Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 8T T 0.90 1.08 5.8 0.49 272.4 8.88 353.1 7.2 49.2 8R R 0.21 0.25 5.8 0.57 72.5 2.07 79.8 1.7 48.2 ------------------- East: Robert Ferrie Drive 1L L 0.61 0.73 8.2 0.85 228.1 5.25 180.1 4.3 41.9 6R R 0.80 0.96 8.6 0.78 261.5 6.20 208.2 4.6 45.2 ------------------- 7L L 0.25 0.30 6.7 0.80 108.4 2.55 91.1 2.1 43.5 4T T 0.91 1.09 6.7 0.58 281.3 8.25 305.9 6.4 48.1 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 8T T 120.36 40.1 100.4 7.51 0.161 0.245 8R R 28.24 9.5 23.8 1.89 0.039 0.059 148.59 49.6 124.2 9.40 0.201 0.305 East: Robert Ferrie Drive 1L L 70.24 22.7 56.7 4.64 0.097 0.139 6R R 77.53 25.9 64.8 5.27 0.108 0.162 147.77 48.5 121.4 9.90 0.205 0.301 7L L 34.77 11.3 28.2 2.27 0.048 0.069 4T T 106.81 35.7 89.4 6.90 0.146 0.221 141.58 47.0 117.7 9.18 0.193 0.290 INTERSECTION: 437.95 145.2 363.3 28.48 0.599 0.895 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 8T T 0.34 11.4 284.3 21.27 0.457 0.695 8R R 0.35 11.9 298.5 23.66 0.491 0.744
Page 4 of 11 2011/09/29 0.34 11.5 286.9 21.71 0.463 0.704 East: Robert Ferrie Drive 1L L 0.39 12.6 314.6 25.73 0.537 0.769 6R R 0.37 12.4 311.0 25.30 0.521 0.779 0.38 12.5 312.7 25.50 0.528 0.775 7L L 0.38 12.4 309.9 24.97 0.522 0.758 4T T 0.35 11.7 292.4 22.57 0.476 0.723 0.36 11.8 296.4 23.12 0.486 0.731 INTERSECTION: 0.36 11.9 298.2 23.38 0.492 0.735 Intersection Negotiation Data Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 35.0 32.5 19.4 500 119 No North Thru 57.3 39.1 47.1 500 136 No --------------- East: Robert Ferrie Drive South Left 19.0 25.7 74.6 500 176 No North Right 35.0 32.5 19.4 500 126 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 168 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 8T T 65.0 39.1 39.1 65.0 53.4 49.2 5.4 8R R 65.0 32.5 32.5 65.0 52.6 48.2 6.6 -------------- East: Robert Ferrie Drive 1L L 65.0 25.7 25.7 65.0 46.2 41.9 12.4 6R R 65.0 32.5 32.5 65.0 20.0 50.4 45.2 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 48.0 43.5 12.4 4T T 65.0 39.1 39.1 65.0 52.0 48.1 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/09/29 Lanes Lane Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 345 1179 0.292 5.8 0.49 1.6 12.2 2000.0 2 TR 344 1178 0.292 5.8 0.51 1.6 12.2 500.0 East: Robert Ferrie Drive 1 L 267 811 0.329 8.2 0.85 1.5 11.5 500.0 2 R 334 869 0.384 8.6 0.78 1.8 14.3 250.0T 1 LT 310 1004 0.309 6.7 0.67 1.7 13.2 2000.0 2 T 311 1005 0.309 6.7 0.59 1.7 13.2 500.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 345 0 345 150 1179 0.292 100 2 TR 0 216 128 344 150 1178 0.292 100 ----- East: Robert Ferrie Drive 1 L 267 0 0 267 150 811 0.329 100 2 R 0 0 334 334 150 869 0.384 100 ----- 1 LT 135 175 0 310 150 1004 0.309 100 2 T 0 311 0 311 150 1005 0.309 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------
Page 6 of 11 2011/09/29 1 T 345 345 2 0.292 5.8 12 2000 2 TR 216 128 344 2 0.292 5.8 12 500 ---- 0 561 128 689 2 0.292 5.8 12 ------------ East: Robert Ferrie Drive 1 L 267 267 2 0.329 8.2 11 500 2 R 334 334 2 0.384 8.6 14 250 ---- 267 0 334 601 2 0.384 8.5 14 ------------ 1 LT 135 175 310 2 0.309 6.7 13 2000 2 T 311 311 2 0.309 6.7 13 500 ---- 135 486 0 621 2 0.309 6.7 13 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1911 2 0.384 6.9 14 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 39.1 1346 2.67 29.05 7.73 1.96 2 TR 36.6 1346 2.68 27.23 7.73 1.92 --------- East: Robert Ferrie Drive 1 L 25.7 1300 2.77 19.80 7.73 1.69 2 R NA - Short Lane --------- 1 LT 33.3 1312 2.74 25.38 7.73 1.91 2 T 39.1 1312 2.74 29.80 7.73 2.03 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.292 4.5 1.3 5.8 0.0 3.6 0.0 3.6 5.4 5.8 2 TR 0.292 4.5 1.3 5.8 0.0 3.7 0.0 3.7 5.8 5.8 -------- East: Robert Ferrie Drive 1 L 0.329 6.1 2.2 8.2 0.0 5.4 0.0 5.4 12.4 8.2 2 R 0.384 6.1 2.6 8.6 0.0 5.2 0.0 5.2 6.6 8.6 --------
Page 7 of 11 2011/09/29 1 LT 0.309 5.1 1.6 6.7 0.0 4.3 0.0 4.3 8.4 6.7 2 T 0.309 5.1 1.6 6.7 0.0 3.6 0.0 3.6 5.4 6.7 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.292 0.0 0.6 0.0 0.6 1.6 0.01 0.0 100.0 0.6 1.0 2 TR 0.292 0.0 0.6 0.0 0.6 1.6 0.02 0.0 100.0 0.6 1.0 ---------------------- East: Robert Ferrie Drive 1 L 0.329 0.0 0.6 0.0 0.6 1.5 0.02 0.0 100.0 0.6 1.1 2 R 0.384 0.0 0.7 0.0 0.7 1.8 0.06 0.0 100.0 0.8 1.5 ---------------------- 1 LT 0.309 0.0 0.7 0.0 0.7 1.7 0.01 0.0 100.0 0.6 1.1 2 T 0.309 0.0 0.7 0.0 0.7 1.7 0.03 0.0 100.0 0.6 1.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.292 0.0 4.9 0.0 4.9 12.2 0.01 0.0 100.0 4.3 7.7 2 TR 0.292 0.0 4.9 0.0 4.9 12.2 0.02 0.0 100.0 4.3 7.7 ---------------------- East: Robert Ferrie Drive 1 L 0.329 0.0 4.6 0.0 4.6 11.5 0.02 0.0 100.0 4.7 8.6 2 R 0.384 0.0 5.7 0.0 5.7 14.3 0.06 0.0 100.0 6.2 11.2 ---------------------- 1 LT 0.309 0.0 5.3 0.0 5.3 13.2 0.01 0.0 100.0 4.5 8.1 2 T 0.309 0.0 5.3 0.0 5.3 13.2 0.03 0.0 100.0 4.5 8.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since
Page 8 of 11 2011/09/29 HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.292 0.6 0.8 1.2 1.3 1.6 1.7 2 TR 0.292 0.6 0.8 1.2 1.3 1.6 1.7 -------- East: Robert Ferrie Drive 1 L 0.329 0.6 0.8 1.1 1.3 1.5 1.7 2 R 0.384 0.7 1.0 1.4 1.6 1.8 2.1 -------- 1 LT 0.309 0.7 0.9 1.3 1.4 1.7 1.9 2 T 0.309 0.7 0.9 1.3 1.4 1.7 1.9 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.292 4.9 6.3 8.9 10.4 12.2 13.5 2 TR 0.292 4.9 6.3 8.9 10.4 12.2 13.5 -------- East: Robert Ferrie Drive 1 L 0.329 4.6 6.0 8.4 9.8 11.5 12.8 2 R 0.384 5.7 7.4 10.5 12.1 14.3 15.8 -------- 1 LT 0.309 5.3 6.9 9.7 11.2 13.2 14.6 2 T 0.309 5.3 6.9 9.7 11.2 13.2 14.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.292 0.19 0.00 0.30 0.49 168.8 0.00 0.0 0.33 2 TR 0.292 0.19 0.00 0.32 0.51 176.1 0.00 0.0 0.33
Page 9 of 11 2011/09/29 -------- East: Robert Ferrie Drive 1 L 0.329 0.55 0.00 0.30 0.85 228.1 0.00 0.0 0.58 2 R 0.384 0.57 0.00 0.22 0.78 261.5 0.01 1.9 0.59 -------- 1 LT 0.309 0.35 0.00 0.32 0.67 207.9 0.00 0.0 0.48 2 T 0.309 0.35 0.00 0.23 0.59 181.9 0.00 0.0 0.48 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 125 3 1.00 1.00 1.00 North 8T Thru 550 11 1.00 1.00 1.00 --------- East: Robert Ferrie Drive South 1L Left 262 5 1.00 1.00 1.00 North 6R Right 327 7 1.00 1.00 1.00 --------- South 4T Thru 476 10 1.00 1.00 1.00 East 7L Left 132 3 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 8T T 0 0 550 11 0 0 8R R 0 0 0 0 125 3 East: Robert Ferrie Drive 1L L 262 5 0 0 0 0 6R R 0 0 0 0 327 7 7L L 132 3 0 0 0 0 4T T 0 0 476 10 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/09/29 Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 8T T 0 0.0 561 2.0 0 0.0 8R R 0 0.0 0 0.0 128 2.0 --- East: Robert Ferrie Drive 1L L 267 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 334 2.0 --- 7L L 135 2.0 0 0.0 0 0.0 4T T 0 0.0 486 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics
Page 11 of 11 2011/09/29 Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2018 Processed: September 28, 2011 3:58:21 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Strasburg Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE
Page 1 of 11 2011/09/29 DETAILED OUTPUT Strasburg Road-N-Robert Ferrie Drive Option 1 Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 371 2.0 378 0 N 0.953 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 637 2.0 650 0 N 0.900 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 2 4.00 198 2.0 202 0 N 0.971
Page 2 of 11 2011/09/29 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 378 25.7 68.0 2.00 0.369 4.18 29.9 2.70D 2 Dominant 378 25.7 68.0 2.00 0.369 4.18 29.9 2.70 Right 2 Dominant 378 25.7 68.0 2.00 0.369 4.18 29.9 2.70 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 650 39.1 60.2 1.34 0.412 3.96 43.0 2.68 Right 2 Dominant 650 39.1 60.2 1.34 0.412 3.84 41.7 2.60 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 202 25.7 127.5 2.00 0.218 4.28 30.6 2.66 Thru 1 Subdominant 202 25.7 127.5 2.00 0.218 4.28 30.6 2.66 2 Dominant 202 25.7 127.5 2.00 0.218 4.24 30.3 2.64 ---------------- Capacity Model: SIDRA Standard P Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. D Subdominant lane follow-up headway was calculated as less than the dominant lane value and was set to the dominant lane value Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 8T T 637 2.0 371 2.0 378 1261 0.85 68 100 0.505 8R R 304 2.0 371 2.0 378 602 0.85 68 100 0.505 ----------- East: Robert Ferrie Drive 1L L 198 2.0 637 2.0 650 754 0.85 224 100 0.263 6R R 217 2.0 637 2.0 650 785 0.85 208 100 0.276 ----------- 7L L 371 2.0 198 2.0 202 725 0.85 66 100 0.512* 4T T 771 2.0 198 2.0 202 1507 0.85 66 100 0.512* ----------- * Maximum degree of saturation
Page 3 of 11 2011/09/29 Movement Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 8T T 1.82 2.18 10.3 0.72 456.0 12.39 400.9 9.0 44.8 8R R 0.87 1.04 10.3 0.75 229.1 5.95 189.5 4.3 44.0 ------------------- East: Robert Ferrie Drive 1L L 0.43 0.51 7.8 0.86 170.3 3.93 133.6 3.2 42.3 6R R 0.46 0.56 7.7 0.79 171.0 4.04 135.3 2.9 46.1 ------------------- 7L L 0.94 1.13 9.1 0.75 277.7 7.28 250.3 6.0 41.5 4T T 1.95 2.34 9.1 0.57 437.7 13.80 485.2 10.6 45.8 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 8T T 148.63 48.9 122.5 9.65 0.203 0.303 8R R 72.29 23.9 59.7 4.85 0.100 0.149 220.93 72.8 182.2 14.50 0.303 0.453 East: Robert Ferrie Drive 1L L 51.86 16.8 42.0 3.46 0.072 0.103 6R R 49.83 16.8 42.0 3.44 0.070 0.106 101.69 33.6 84.1 6.90 0.142 0.209 7L L 98.42 31.4 78.6 6.32 0.134 0.191 4T T 175.44 57.7 144.4 11.13 0.237 0.355 273.86 89.1 223.0 17.45 0.370 0.546 INTERSECTION: 596.48 195.6 489.3 38.86 0.815 1.208 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 8T T 0.37 12.2 305.5 24.08 0.505 0.757 8R R 0.38 12.6 315.2 25.58 0.529 0.788
Page 4 of 11 2011/09/29 0.37 12.3 308.6 24.56 0.513 0.767 East: Robert Ferrie Drive 1L L 0.39 12.6 314.7 25.87 0.537 0.772 6R R 0.37 12.4 310.5 25.45 0.519 0.782 0.38 12.5 312.6 25.66 0.528 0.777 7L L 0.39 12.6 314.2 25.26 0.533 0.764 4T T 0.36 11.9 297.6 22.94 0.488 0.731 0.37 12.1 303.2 23.73 0.503 0.742 INTERSECTION: 0.37 12.3 306.8 24.36 0.511 0.757 Intersection Negotiation Data Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- East Right 35.0 32.5 19.4 500 122 No North Thru 57.3 39.1 47.1 500 139 No --------------- East: Robert Ferrie Drive South Left 19.0 25.7 74.6 500 176 No North Right 35.0 32.5 19.4 500 126 No --------------- South Thru 57.3 39.1 47.1 500 131 No East Left 19.0 25.7 74.6 500 172 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 8T T 65.0 39.1 39.1 65.0 23.9 50.6 44.8 5.4 8R R 65.0 32.5 32.5 65.0 23.9 50.2 44.0 6.6 -------------- East: Robert Ferrie Drive 1L L 65.0 25.7 25.7 65.0 46.0 42.3 12.4 6R R 65.0 32.5 32.5 65.0 50.3 46.1 6.6 -------------- 7L L 65.0 25.7 25.7 65.0 47.4 41.5 12.4 4T T 65.0 39.1 39.1 65.0 51.7 45.8 5.4 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.
Page 5 of 11 2011/09/29 Lanes Lane Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 471 931 0.505 10.3 0.72 3.4 26.6 2000.0 2 TR 470 931 0.505 10.3 0.74 3.4 26.6 500.0 East: Robert Ferrie Drive 1 L 198 754 0.263 7.8 0.86 1.3 9.7 500.0 2 R 217 785 0.276 7.7 0.79 1.3 10.4 250.0T 1 LT 568 1110 0.512 9.1 0.68 3.6 27.8 2000.0 2 T 574 1122 0.512 9.1 0.57 3.6 27.9 500.0 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 471 0 471 150 931 0.505 100 2 TR 0 166 304 470 150 931 0.505 100 ----- East: Robert Ferrie Drive 1 L 198 0 0 198 150 754 0.263 100 2 R 0 0 217 217 150 785 0.276 100 ----- 1 LT 371 197 0 568 150 1110 0.512 100 2 T 0 574 0 574 150 1122 0.512 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------
Page 6 of 11 2011/09/29 1 T 471 471 2 0.505 10.3 27 2000 2 TR 166 304 470 2 0.505 10.3 27 500 ---- 0 637 304 941 2 0.505 10.3 27 ------------ East: Robert Ferrie Drive 1 L 198 198 2 0.263 7.8 10 500 2 R 217 217 2 0.276 7.7 10 250 ---- 198 0 217 415 2 0.276 7.7 10 ------------ 1 LT 371 197 568 2 0.512 9.1 28 2000 2 T 574 574 2 0.512 9.1 28 500 ---- 371 771 0 1142 2 0.512 9.1 28 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2498 2 0.512 9.3 28 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 39.1 1335 2.70 29.29 7.73 1.99 2 TR 34.8 1334 2.70 26.09 7.73 1.90 --------- East: Robert Ferrie Drive 1 L 25.7 1343 2.68 19.17 7.73 1.60 2 R NA - Short Lane --------- 1 LT 30.4 1353 2.66 22.45 7.73 1.75 2 T 39.1 1366 2.64 28.63 7.73 1.92 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.505 6.4 3.9 10.3 0.0 6.0 0.2 5.8 5.4 10.3 2 TR 0.505 6.4 3.9 10.3 0.0 6.3 0.2 6.1 6.1 10.3 -------- East: Robert Ferrie Drive 1 L 0.263 6.1 1.7 7.8 0.0 4.7 0.0 4.7 12.4 7.8 2 R 0.276 6.0 1.7 7.7 0.0 4.1 0.0 4.1 6.6 7.7 --------
Page 7 of 11 2011/09/29 1 LT 0.512 5.8 3.3 9.1 0.0 6.7 0.0 6.7 10.0 9.1 2 T 0.512 5.8 3.3 9.1 0.0 5.7 0.0 5.7 5.4 9.1 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.505 0.0 1.3 0.1 1.4 3.4 0.01 0.0 100.0 1.3 2.4 2 TR 0.505 0.0 1.3 0.1 1.4 3.4 0.05 0.0 100.0 1.3 2.4 ---------------------- East: Robert Ferrie Drive 1 L 0.263 0.0 0.5 0.0 0.5 1.3 0.02 0.0 100.0 0.4 0.8 2 R 0.276 0.0 0.5 0.0 0.5 1.3 0.04 0.0 100.0 0.5 0.8 ---------------------- 1 LT 0.512 0.0 1.4 0.0 1.4 3.6 0.01 0.0 100.0 1.4 2.6 2 T 0.512 0.0 1.5 0.0 1.5 3.6 0.06 0.0 100.0 1.4 2.6 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.505 0.3 10.3 0.5 10.7 26.6 0.01 0.0 100.0 10.4 18.8 2 TR 0.505 0.3 10.3 0.5 10.7 26.6 0.05 0.0 100.0 10.4 18.8 ---------------------- East: Robert Ferrie Drive 1 L 0.263 0.0 3.9 0.0 3.9 9.7 0.02 0.0 100.0 3.3 6.0 2 R 0.276 0.0 4.2 0.0 4.2 10.4 0.04 0.0 100.0 3.6 6.5 ---------------------- 1 LT 0.512 0.0 11.2 0.0 11.2 27.8 0.01 0.0 100.0 11.2 20.2 2 T 0.512 0.0 11.2 0.0 11.2 27.9 0.06 0.0 100.0 11.2 20.3 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since
Page 8 of 11 2011/09/29 HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.505 1.4 1.8 2.5 2.9 3.4 3.8 2 TR 0.505 1.4 1.8 2.5 2.9 3.4 3.8 -------- East: Robert Ferrie Drive 1 L 0.263 0.5 0.7 0.9 1.1 1.3 1.4 2 R 0.276 0.5 0.7 1.0 1.1 1.3 1.5 -------- 1 LT 0.512 1.4 1.9 2.6 3.1 3.6 4.0 2 T 0.512 1.5 1.9 2.6 3.1 3.6 4.0 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.505 10.7 13.9 19.5 22.6 26.6 29.5 2 TR 0.505 10.7 13.9 19.5 22.6 26.6 29.5 -------- East: Robert Ferrie Drive 1 L 0.263 3.9 5.0 7.1 8.2 9.7 10.7 2 R 0.276 4.2 5.4 7.6 8.8 10.4 11.5 -------- 1 LT 0.512 11.2 14.5 20.4 23.6 27.8 30.9 2 T 0.512 11.2 14.5 20.5 23.7 27.9 30.9 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.505 0.55 0.01 0.16 0.72 338.1 0.02 11.3 0.65 2 TR 0.505 0.55 0.01 0.18 0.74 347.0 0.02 11.4 0.65
Page 9 of 11 2011/09/29 -------- East: Robert Ferrie Drive 1 L 0.263 0.59 0.00 0.27 0.86 170.3 0.00 0.0 0.62 2 R 0.276 0.59 0.00 0.20 0.79 171.0 0.00 0.0 0.62 -------- 1 LT 0.512 0.36 0.00 0.32 0.68 386.0 0.00 0.0 0.52 2 T 0.512 0.36 0.00 0.22 0.57 329.4 0.00 0.0 0.51 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- East 8R Right 298 6 1.00 1.00 1.00 North 8T Thru 624 13 1.00 1.00 1.00 --------- East: Robert Ferrie Drive South 1L Left 194 4 1.00 1.00 1.00 North 6R Right 213 4 1.00 1.00 1.00 --------- South 4T Thru 756 15 1.00 1.00 1.00 East 7L Left 364 7 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 8T T 0 0 624 13 0 0 8R R 0 0 0 0 298 6 East: Robert Ferrie Drive 1L L 194 4 0 0 0 0 6R R 0 0 0 0 213 4 7L L 364 7 0 0 0 0 4T T 0 0 756 15 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor
Page 10 of 11 2011/09/29 Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 8T T 0 0.0 637 2.0 0 0.0 8R R 0 0.0 0 0.0 304 2.0 --- East: Robert Ferrie Drive 1L L 198 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 217 2.0 --- 7L L 371 2.0 0 0.0 0 0.0 4T T 0 0.0 771 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics
Page 11 of 11 2011/09/29 Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2018 Processed: September 28, 2011 3:58:54 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.6.2039 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Strasburg Road Op 1.sip 8000904, SNC-LAVALIN INC, SINGLE
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) APPENDIX C ROAD GEOMETRIC DESIGN FIGURES July 2012
ACTIVA HOLDINGS STRASBURG ROAD EXTENSION OPTION 1 PART A PART B (FOR OPTION 1 ALTERNATE ALIGNMENT) ACTIVA HOLDINGS FREURE DEVELOPMENTS LTD. (NORTH LANDS) FREURE DEVELOPMENTS LTD. (SOUTH LANDS) BIEHN DRIVE EXTENSION (FOR OPTION 1 ALTERNATE ALIGNMENT) CITY OF KITCHENER STONEFIELD DEVELOPMENT CORP. NOTE: FUTURE BIEHN DRIVE ALIGNMENT TO THE NORTHEAST SUBJECT TO SEPARATE STUDIES BY OTHERS. HALLMAN CONSTRUCTION LTD. SUNVEST REID LTD. STRASBURG ROAD EXTENSION BASE CASE (ORGINAL O.P. ALIGNMENT) ACTIVA HOLDINGS STAUFFER DRIVE (FOR OPTION 1 ALTERNATE ALIGNMENT) EAST-WEST COLLECTOR EXTENSION NEW DUNDEE ROAD ACTIVA HOLDINGS ROBERT FERRIE DRIVE EXTENSION (ALTERNATE ALIGNMENT) RUTTKOWSKI NOTE: FUTURE ROBERT FERRIE DRIVE ALIGNMENT TO THE EAST SUBJECT TO SEPARATE STUDIES BY OTHERS. STRASBURG ROAD ALTERNATE ROUTE STUDY 07/12
Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Alternative Route Study Report Final (Rev 02) APPENDIX D VEGETATION COMMUNITY IMPACTS July 2012