4261 markham, on, l3r 9w6 - oakville planning/da-172861-tis.pdf · therefore it was not included in...

4261-A14 Highway 7 East, Suite 489 Markham, ON, L3R 9W6

Phone: 416.274-7036 Fax: 1-877-957-2929

www.nextrans.ca

NexTrans Incorporated November 3, 2015

Symel Group

23 Woodcliff Place

Toronto, Ontario M3B 3A5

Attention: Mr. Konstantine Simionopoulos, P.Eng.

Re: Engineering Service - Transportation Study

Proposed Mixed Use Residential Condominium/Retail Building 2266 Lakeshore Road West/83 East Street, Oakville ON Our Project No. NT-15-111

NexTrans Engineering is pleased to present the enclosed Transportation Study for the above noted site in support of a Official Plan and Zoning By-law Amendment Applications.

The subject site is located to the southeast quadrant of Lakeshore Road West and East Street, municipally known as 2266 Lakeshore Road West and 83 East Street, in the Town of Oakville. The subject site is currently occupied by a two single storey Commercial buildings. The development proposal consists of a 20-storey mixed use residential condominium building, consisting of 144 residential units and approximately 767 square meters of ground floor retail space. A full movement access via East Street will be provided to service the subject site. A total of 247 parking spaces will be provided on site, located both at-grade and in a multi level parking garage.

The study concludes that the development proposal can adequately be accommodated by the existing transportation network with manageable traffic impact to the adjacent public roadways. Moreover, the proposed parking supply can sufficiently accommodate the expected parking demand generated from the proposed development. We trust the enclosed sufficiently addresses your needs. Should you have any questions, please do not hesitate to contact the undersigned.

Yours truly,

NEXTRANS ENGINEERING

Prepared by: Reviewed by: Richard Pernicky Bruce Mitchell, P.Eng. Principal Senior Associate

NT-15-111 (83 East Street) November 2015 / Page i

TABLE OF CONTENTS

1.0 INTRODUCTION ............................................................................................................. 1

2.0 EXISTING TRAFFIC CONDITIONS .................................................................................... 2

2.1. Existing Road Network ..................................................................................................... 2

2.2. Existing Traffic Volumes ................................................................................................... 3

2.3. Existing Traffic Assessment.............................................................................................. 3

3.0 FUTURE BACKGROUND TRAFFIC CONDITIONS .............................................................. 4

3.1. Future Background Traffic Assessment ............................................................................. 4

4.0 SITE TRAFFIC ................................................................................................................ 6

5.0 FUTURE TOTAL TRAFFIC CONDITIONS .......................................................................... 7

5.1. Future Total Traffic Assessment ........................................................................................ 7

6.0 SITE CIRCULATION........................................................................................................ 9

7.0 INTERNAL LAYOUT / ACCESS REVIEW ......................................................................... 10

8.0 PARKING ASSESSMENT .............................................................................................. 11

8.1. Parking Utilization Surveys ............................................................................................. 12

9.0 CONCLUSIONS / FINDINGS .......................................................................................... 13

NT-15-111 (83 East Street) October 2015 / Page ii

LIST OF FIGURES

Figure 1-1 Site Location Figure 1-2 Proposed Site Plan Figure 2-1 Existing Lane Configuration and Traffic Control Figure 2-2 Existing Traffic Volumes Figure 3-1 Future Background Traffic Volumes Figure 4-1 Site Generated Traffic Volumes Figure 5-1 Future Total Traffic Volumes Figure 6-1 Garbage Loading AutoTURN Maneuverability Demonstration Figure 7-1 Passenger Vehicle AutoTURN Maneuverability Demonstration Figure 8-1 Parking Proxy Site Locations

LIST OF TABLES

Table 2.1 – Level of Service – Existing Traffic Assessments Table 3.1 – Level of Service – Future Background Traffic Assessments Table 4.1 – Site Traffic Trip Generation Table 5.1 – Level of Service – Future Total Traffic Assessments Table 8.1 – Zoning By-law No. 2014-014 Parking Requirements Table 8.2 – Parking Utilization Surveys

APPENDICES

Appendix A – Existing Traffic Data Appendix B – Existing Traffic Level of Service Calculations Appendix C – Future (2020) Background Traffic Level of Service Calculations Appendix D – Future Total (2020) Traffic Level of Service Calculations

Transportation Study

NT-15-111 (83 East Street) November 2015 / Page 1

1.0 INTRODUCTION

NexTrans Engineering was retained by Symel Group (the ‘Owner’) to undertake a Transportation Study for Official Plan and Zoning By-law Amendment Applications in support of a mixed use development. The subject site is located on the south side of Lakeshore Road and east of East Street, municipally known as 2266 Lakeshore Road West and 83 East Street, in the Town of Oakville, and it is illustrated in Figure 1-1.

Figure 1-1 – Site Location

Eas

t S

t

Lakeshore Rd W

Project North

Legend

Subject Site Location

The subject property is currently occupied by two single storey commercial buildings. Based on the site plan prepared by 5468796 Architecture, dated November 13, 2015 (provided in Figure 1-2), the development proposal consists of 144 condominium apartment units, 767 square meters of ground floor commercial retail units and 247 parking spaces, of which 215 spaces are located below grade and 32 spaces will be located at grade and allocated (shared) for resident guests and retail customer parking purposes.

Given the residential nature of the proposed development, the traffic impact analysis will include the weekday morning and afternoon peak periods. As per our discussion with City staff, the Lakeshore Road West and East Street intersection will be included in the analysis.



Figure 1-2 – Proposed Site Plan

2.0 EXISTING TRAFFIC CONDITIONS

2.1. Existing Road Network

The existing road network, lane configuration and existing traffic control for the study area are shown in Figure 2-1. The details are described below:

Lakeshore Road West: is an east-west arterial road under the jurisdictional control of the Town Of Oakville It has two (2) general purpose lanes, with exclusive left turn lanes on approach to East Street and maintains a posted speed limit of 50 km/h in the vicinity of the subject site.

East Street: is a north-south local road under the jurisdictional control of the Town of Oakville. It has two (2) general purpose lanes and maintains an unposted speed limit of 50 km/h in the vicinity of the subject site. A single lane approach is provided to Lakeshore Road West in both directions of travel



Figure 2-1 – Existing Traffic Volume/Lane Configuration

Lakeshore Rd W

SubjectSite

Site Access

Ea

st

St

46 (

45)

25 (

26)

38 (

25)

(1

7)

32

(20

) 12

)

12

(16

(49) 23 (610) 256

(26) 25

19 (25) 686 (266) 19 (5)

Existing Lane Config.

Legend xx - AM Peak Hour

(xx) - PM Peak Hour

- Existing Signalized

Project North

69 (

57

)

(53

) 56

2.2. Existing Traffic Volumes

Existing traffic volumes at the Lakeshore Road West and East Street intersection were provided by Town of Oakville staff and the data was collected on Monday June 10, 2015 during the morning peak period (7:00 a.m. to 9:00 a.m.) and during the afternoon peak period (4:00 p.m. to 6:00 p.m.). The Signal Timing Plan was also obtained from the Town of Oakville. Detailed existing traffic data is provided in Appendix A.

2.3. Existing Traffic Assessment

The existing volumes illustrated in Figure 2-1 were analyzed using Synchro 8.0 software. The methodology of the software follows the procedures described and outlined in the Highway Capacity Manual, HCM 2000, published by the Transportation Research Board. The detailed results are provided in Appendix B and summarized in Table 2.1.



Table 2.1 – Level of Service – Existing Traffic Assessment

Intersection Movement Weekday AM Peak Hour Weekday PM Peak Hour

v/c ratio Delay (s) v/c ratio Delay (s)

East St. / Lakeshore Rd. W (Signalized)

OVERALL EBL

EBTR WBL

WBTR NBLTR SBLTR

B (0.56) B (0.12) B (0.32) A (0.04) B (0.74) C (0.11) C (0.19)

16.7 11.3 12.7 8.7 17.2 22.6 23.5

C (0.51) B (0.11) C (0.80) B (0.03) B (0.33) B (0.08) B (0.13)

20.9 13.3 25.6 14.8 13.0 18.8 19.4

As summarized in Table 2.1 the signalized intersection of Lakeshore Road West / East Street currently operates at excellent level of service. Furthermore, under existing traffic conditions, the intersection operates with sufficient capacity (below volume to capacity (v/c) ratio of 0.80) and good level of service (LOS ‘C’ or better) during both peak periods and no critical movements are identified.

3.0 FUTURE BACKGROUND TRAFFIC CONDITIONS

A standard 5-year planning horizon (year 2020) was selected for the purpose of this study, which coincides with the expected full build out of the proposed development. A general growth rate of 2.0% compounded annually was applied to all movements of the study area intersections to represent traffic growth from beyond the study area.

3.1. Future Background Traffic Assessment

Future background traffic volumes are illustrated in Figure 3-1, and were analyzed using Synchro 8.0 software. The detailed calculations are provided in Appendix C and summarized in Table 3.1.



Figure 3-1 – Future Background Traffic Volumes

Table 3.1 – Level of Service – Future Background Traffic Assessments




OVERALL EBL

EBTR WBL

WBTR NBLTR SBLTR

B (0.62) A (0.14) B (0.33) A (0.04) B (0.77) C (0.14) C (0.24)

16.2 10.0 11.2 7.4 16.3 25.2 26.6

C (0.56) B (0.12) C (0.83) B (0.05) B (0.35) C (0.10) C (0.16)

20.7 11.8 25.4 14.6 11.6 20.9 21.7

As summarized in Table 3.1, the signalized intersection of Lakeshore Road West / East Street during future background traffic conditions, will continue to operate at excellent levels of services with minor changes over existing conditions. Furthermore, the signalized intersection is expected to operate with capacity (below v/c ratio of 0.83) and good level of service (LOS ‘C’ or better) during both peak periods and no critical movements are identified.

Lakeshore Rd W

SubjectSite

Site Access

Ea

st

St

51 (

50)

28 (

29)

42 (

28)

(1

9)

35

(22

) 13

)

13

(18

(54) 25 (673) 283

(29) 28

21 (28) 757 (294) 21 (6)

Legend xx - AM Peak Hour

(xx) - PM Peak Hour


Project North

77

(57

)

(53

) 61



4.0 SITE TRAFFIC

To reiterate, the proposed development will consist of 144 residential units and 767 square meters (8,256 square feet) ground floor/mezzanine commercial space. Trip generation forecasts were undertaken using the information contained in the Trip Generation Manual, 9th Edition published by the Institute of Transportation Engineers (ITE) for “High-Rise Residential Condominium/Townhouse” (LUC 232). For a conservative analysis, no trip reductions (i.e. transit or internal capture) were applied. The summary of the vehicular trip generation is summarized in Table 4.1.

Table 4.1 – Site Traffic Trip Generation

Land Use (Size)

Parameter Weekday AM Peak Hour Weekday PM Peak Hour

In Out Total In Out Total

Residential Condominium/Townhouse

(144 Units)

Gross Trip Rate 0.08 0.40 0.48 0.38 0.18 0.56

New Trips 12 57 69 54 27 81

The ground floor/mezzanine retail is 767 square meters in area and will be largely ancillary in nature; after applying an internal reduction and pass by trip reduction, the new primary trips generated for the retail will be negligible, therefore it was not included in the analysis.

The development proposal is expected to generate 69 two-way trips (12 inbound and 57 outbound) during the weekday morning peak hour and 81 two-way trips (54 inbound and 27 outbound) during the afternoon peak hour. The applied trip distribution was based on the existing travel patterns. The trip assignment is illustrated in Figure 4-1.



Figure 4-1 – Site Generated Traffic Volumes

Lakeshore Rd W

SubjectSite

Site Access

Ea

st

St

(3)

1

(32) 4

7 (16)

Project North

1 (

3)

12 (

51)

54 (25) 3 (1)

(8)

17

(1)

3

)

34

(16

Legend xx - AM Peak Hour(xx) - PM Peak Hour


- Future Stop Sign

Future Lane Config.

5.0 FUTURE TOTAL TRAFFIC CONDITIONS

5.1. Future Total Traffic Assessment

The forecasted future total traffic volumes (future background traffic volumes plus site generated traffic volumes) are illustrated in Figure 5-1, and were analyzed using Synchro 8.0 software. The detailed calculations are provided in Appendix D and summarized in Table 5.1.



Figure 5-1 – Future Total Traffic Volumes

Lakeshore Rd W

SubjectSite

Site Access

Ea

st

St

51 (

50)

29 (

32)

42 (

28)

(2

7)

52

(23

) 16

)

47

(34

(54) 25 (673) 283

(61) 32

21 (28) 757 (294) 28 (22)

Legend xx - AM Peak Hour(xx) - PM Peak Hour


Project North

(3

) 1

12 (

51)

54 (25) 3 (1)

77 (

64

)

(59)

61



Table 5.1 – Level of Service – Future Total Traffic Assessments




OVERALL EBL

EBTR WBL

WBTR NBLTR SBLTR

B (0.62) B (0.14) B (0.35) A (0.06) B (0.77) C (0.24) C (0.24)

17.1 11.0 12.2 7.9 16.9 25.8 25.8

C (0.58) B (0.11) C (0.84) B (0.15) B (0.33) C (0.13) C (0.18)

21.0 11.4 25.6 15.2 10.7 22.4 22.9

East St. / Site Access (Unsignalized)

WBLR SBLT

A (0.06) A (0.01)

8.9 1.1

A (0.03) A (0.04)

8.8 3.5

Based on the results summarized in Table 5.1, the East Street and Lakeshore Road West signalized intersection is expected to operate in a similar manner as that identified under the future background scenario. The signalized intersection is expected to continue operating with sufficient capacity (below v/c ratio of 0.84) and good level of service (LOS ‘C’ or better) during both peak periods. The unsignalized intersection involving the site access also operates at excellent level of service (LOS 'A') during both peak periods and once again, no critical movements are identified.

6.0 SITE CIRCULATION

A shared Garbage / Loading space is proposed for the subject development, located at grade and towards the southeast corner of the property. AutoTURN software was used applying a typical Halton Region waste collection vehicle to generate a vehicular turning template to confirm and demonstrate the accessibility of the proposed loading spaces and it is provided in Figure 6-1.

Based on this analysis it is confirmed that a standard 10m MSUTAC garbage truck can access the loading space on-site and exit in a cab forward manner. It is recommended that a trained flagperson or other personnel be present to monitor and assist the truck’s manoeuvring during the loading activity



Table 6.1 – Garbage Truck AutoTURN Path

7.0 INTERNAL LAYOUT / ACCESS REVIEW

The proposed site access via East Street is a full movement entrance and will have a shared exit lane for both left turning and right turning vehicles. The site access shall have a 4 meter inbound lane and a 4 meter outbound lane. Based on the results of the future total traffic Synchro outputs, there will not be any inbound or outbound queuing issues. The site access is operating at excellent levels of service and will not require auxiliary lanes due to the low site related traffic volumes. The proposed site access via East Street is located on a vertically and horizontally flat roadway, therefore adequate sight distances are provided from both the northbound and southbound approaches. Visitor parking and retail parking spaces are located at grade. All spaces can accommodate the swept path requirement of a large PTAC vehicle measuring is 5.6 meters in length. To ensure efficient site operations and layout, we have tested a select few spaces that appear to be difficult to access and determined that a large PTAC vehicle can still be accommodated. The Passenger Vehicle autoTURN diagram is provided in Figure 7-1.



Figure 7.1 – Passenger Vehicle autoTURN Diagram

Based on the site plan provided by the architect, the day lighting triangle (conveyance) proposed for the southeast corner of the Lakeshore/East intersection is 7.5 meters on East Street and 7.5 meters on Lakeshore Road. The Town of Oakville’s typical requirement for daylighting triangle is 15 meters by 15 meters. The following policy in the Oakville Official Plan provides appropriate justification for a reduction in the daylight triangle:

“Where appropriate and public safety is not affected, the Town will minimize the amount of land utilized for

daylighting triangles to contribute to a more urban environment and maximize the efficient use of land

(8.12.3).”

Given the fact that the subject intersection of Lakeshore Road West and East Street is currently under signalized control and consists of an Urban Arterial to Urban Local roadway it is our opinion that a 7.5m x 7.5 daylighting triangle is sufficient and meets the intent of the Town's Policy in this regard. Notwithstanding, it is also our opinion that an at grade easement, provided it is clear of all above grade site line interfering items (i.e. vegetation or landscaping items no higher than 1.0m) is sufficient for the intent of a proper sight line triangle.

8.0 PARKING ASSESSMENT

The subject property is zoned H1 MU-1 and the parking requirement from section 5.2.2 of Zoning By-law 2014-014 lists the parking rates as follows:

Apartment dwelling: a) 1 space per dwelling where the unit has less than 75 square meters net floor area, and b) 1.25 spaces per dwelling for all other unit, inclusive of a visitor parking rate of 0.20 spaces per unit. On this basis a tenant parking supply rate of 0.80 and 1.05 per unit, respectively, is applicable.

All Non-Residential Uses (Bronte Village Area): 1.0 space per 40 square meters net floor area.

The detailed parking calculations based on the above noted parking ratios are summarized in Table 8.1.



Table 8.1 – Oakville Zoning By-law Parking Requirements

Land Use No. of Units Parking Rate Parking

Requirement Parking Supply

Surplus / Deficit

Units smaller than 75 sq.m. 82 0.8spaces per unit 66

215 -

Balance of the units 62 1.05spaces per unit 65

Visitors 144 0.2 spaces per unit 29

Commercial Area 767m2 1 sp / 40 m2 19 32

Total 179 247 +68

Based on the above, the subject site is required to provide a total of 179 parking spaces and the site plan depicts 247 spaces provided on site, 215 spaces located in a four and half level parking garage reserved for tenant parking only and 32 spaces located at grade and reserved for commercial/resident visitor parking purposes.

On this basis, the tenant component will exhibit a parking surplus of 83 vehicle parking purposes and the Visitor/Commercial component will exhibit a parking shortfall of 16 vehicle parking spaces. To support this technical shortfall, parking utilization "proxy" surveys of neighbouring condominium developments was undertaken, the findings are detailed in section 8.1 below.

8.1. Parking Utilization Surveys

In order to assess the actual visitor parking demand for the subject site, parking utilization surveys from comparable proxy site were undertaken by NexTrans Engineering on Friday October 16, 2015 and Saturday October 17, 2015 between 7:00 p.m. to 11:00 p.m. in 30 minute intervals. These time periods generally coincide with peak visitor parking demands. The proxy site locations are shown in Figure 8-1.

Figure 8.1 – Parking Proxy Site Locations

East St

Lakeshore R

d W

Legend

Subject Site Location

2263 Marine Drive(136 Units)

2175 Marine Drive(128 Units)

45 m

400

m

Project North(N.T.S)



The selected proxy sites are located in close proximity to the subject property and consist of a similar land use. They are as follows:

Proxy Site # 1: 2263 Marine Drive, Oakville - 136 residential units

Proxy Site # 2: 2175 Marine Drive, Oakville - 128 residential units

The results of the parking surveys are provided in Table 8.2.

Table 8.2 – Parking Utilization Surveys

Site No. 1 2263 Marine Drive

(136 Res Units & 14 visitor spaces)

Site No. 2 2175 Marine Drive

(128 Res Units & 15 visitor spaces)

Time Friday, October 16,

2015 Saturday, October 17,

2015 Friday, October 16,

2015 Saturday, October 17,

2015

7:00 6 13 7 7

7:30 8 14 7 7

8:00 6 12 5 8

8:30 6 9 4 9

9:00 8 8 4 10

9:30 8 6 4 8

10:00 8 4 4 8

10:30 7 6 2 7

11:00 7 5 2 6

Max Demand 8 14 7 10

Max Rate (Per Unit)

0.06 0.10 0.05 0.08

As summarized in Table 8.2, the peak visitor parking demand rate as calculated is 0.10 spaces per unit (occurred at Proxy Site # 1 at 7:30 p.m.). On this basis it is suggested that the subject visitor parking supply be in the order of 0.10 spaces per unit, resulting in a Visitor parking demand of 14 spaces during peak periods. Furthermore, and as previously noted, the commercial component requires 19 vehicle parking spaces (per By-Law), thereby resulting a combined (shared) parking supply of 33 vehicle parking spaces, whereas 32 spaces will be provided. In our opinion and given the shared parking relationship available for residential visitor vs. commercial retail parking demands, the shortfall of 1 vehicle parking space can be considered negligible and the proposed shared "pool" of visitor/commercial parking of 32 spaces is sufficient to meet individual peak demands of the site.

9.0 CONCLUSIONS / FINDINGS

The findings and conclusions of our analysis are as follows:

Based on the information received from the Owner, development proposal consists of 144 residential units and approximately 767 square meters of ground floor/mezzanine retail space.

A full movement access via East Street will be provided to service the subject site

The development proposal is expected to generate 69 two-way trips (12 inbound and 57 outbound) during the weekday morning peak hour and 81 two-way trips (54 inbound and 27 outbound) during the afternoon peak hour.



The intersection capacity analysis results (based on the methodology and procedures outlined in the Highway Capacity Manual, HCM 2000, published by the Transportation Research Board) indicate that the study intersection is expected to operate with sufficient capacity and good level of service and therefore no mitigation is required.

The proposed loading space can facilitate the manoeuvring of a typical Region of Halton waste collection vehicle.

The proposed parking supply of 247 vehicle parking spaces can adequately accommodate the expected parking demand generated from the development proposal and the total parking supply provided exceeds the Town of Oakville’s parking by-law requirements.

A proposed daylighting triangle easement at the NW corner of the property measures 7.5 meters x 7.5 meters and is sufficient for the intended purposes.

Appendix A - Existing Traffic Data

Monday, June 10, 2013

Municipality...........

Location.................

Count Date............

OAKVILLE

EAST STREET @ LAKESHORE ROAD WEST

Turning Movement Count - Details Report

North Approach South Approach East Approach West Approach

PedCyclistsRTTHLTPedCyclistsRTTHLTPedCyclistsRTTHLTPedCyclistsRTTHLTTime Period

LAKESHORE ROAD WESTEAST STREET

00210021202001061114060107:1507:00

00213733012912011334011407:3007:15

21515131013351010770022407:4507:30

003204200135210710131042408:0007:45

2112592105231178503421349013513Hourly Total

10219645034920012690015808:1508:00

00718171067370092110041708:3008:15

0031486801174500910430231308:4508:30

107161220560920167142053409:0008:45

20196861916025256232046253850121232Hourly Total

2075414037441010593044311:1511:00

00667240465101014954055311:3011:15

105736007651210103112041211:4511:30

205811505621120124183063612:0011:45

502327510130192663750462143120191314Hourly Total

1056831013808306185036212:1512:00

10973442278810162173080312:3012:15

33867500263151064121033712:4512:30

207652105806106561054913:0012:45

73292731462223013760341243100191321Hourly Total

30125612007673066148025513:1513:00

2085922037191096190072213:3013:15

21674451367133016584041313:4513:30

501064320498520152133072314:0013:45

1213625310111103123490461954150201013Hourly Total

101270320141073008873131115:1515:00

3147451304891240106102037515:3015:15

0097551606111162019194023615:4515:30

10116145015124140014593072216:0015:45

513628017360394314560512035121151314Hourly Total

106593007172110063111044316:1516:00

002732103140111011332006816:3016:15

00167421712317005283036216:4516:30

10768221617681013640054217:0016:45

2016267115223611472035142660122015Hourly Total

209811107141110014792027417:1517:00

10554221220817117771154417:3017:15

10476120914912006871056517:4517:30

10755100811292018422043418:0017:45

502526655126610493145262561162017Hourly Total

4061962892969781672904280381337158298752126106139Grand Total

1%4%2%5%4%4%2%1%2%2%2%3%Truck %

Appendix B - Existing Traffic Level of Service Calculations

HCM Signalized Intersection Capacity Analysis3: East St & Lakeshore Rd W 19/10/2015

Existing AM 09/10/2015 Baseline Synchro 8 Light ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 23 256 25 19 686 19 32 12 12 38 25 46Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.3 5.3 3.0 5.3 5.3 5.3Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.99 1.00 1.00 0.97 0.94Flt Protected 0.95 1.00 0.95 1.00 0.97 0.98Satd. Flow (prot) 1736 1801 1770 1821 1749 1730Flt Permitted 0.22 1.00 0.50 1.00 0.82 0.89Satd. Flow (perm) 409 1801 929 1821 1478 1570Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 25 278 27 21 746 21 35 13 13 41 27 50RTOR Reduction (vph) 0 4 0 0 1 0 0 9 0 0 26 0Lane Group Flow (vph) 25 301 0 21 766 0 0 52 0 0 92 0Heavy Vehicles (%) 4% 4% 5% 2% 4% 1% 3% 2% 2% 2% 1% 2%Turn Type Perm NA pm+pt NA Perm NA Perm NAProtected Phases 4 3 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 46.7 46.7 51.3 51.3 28.1 28.1Effective Green, g (s) 46.7 46.7 51.3 51.3 28.1 28.1Actuated g/C Ratio 0.52 0.52 0.57 0.57 0.31 0.31Clearance Time (s) 5.3 5.3 3.0 5.3 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 212 934 544 1037 461 490v/s Ratio Prot 0.17 0.00 c0.42v/s Ratio Perm 0.06 0.02 0.04 c0.06v/c Ratio 0.12 0.32 0.04 0.74 0.11 0.19Uniform Delay, d1 11.1 12.5 8.7 14.4 22.1 22.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.2 0.2 0.0 2.8 0.5 0.8Delay (s) 11.3 12.7 8.7 17.2 22.6 23.5Level of Service B B A B C CApproach Delay (s) 12.6 16.9 22.6 23.5Approach LOS B B C C

Intersection SummaryHCM 2000 Control Delay 16.7 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.56Actuated Cycle Length (s) 90.0 Sum of lost time (s) 13.6Intersection Capacity Utilization 52.8% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group


Existing PM 09/10/2015 Baseline Synchro 8 Light ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 49 610 26 5 266 25 17 20 16 25 26 45Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.3 5.3 3.0 5.3 5.3 5.3Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.99 1.00 0.99 0.96 0.94Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99Satd. Flow (prot) 1736 1815 1770 1808 1755 1726Flt Permitted 0.57 1.00 0.16 1.00 0.92 0.93Satd. Flow (perm) 1034 1815 302 1808 1636 1627Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 53 663 28 5 289 27 18 22 17 27 28 49RTOR Reduction (vph) 0 2 0 0 5 0 0 11 0 0 29 0Lane Group Flow (vph) 53 689 0 5 311 0 0 46 0 0 75 0Heavy Vehicles (%) 4% 4% 5% 2% 4% 1% 3% 2% 2% 2% 1% 2%Turn Type Perm NA pm+pt NA Perm NA Perm NAProtected Phases 4 3 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 42.6 42.6 46.4 46.4 33.0 33.0Effective Green, g (s) 42.6 42.6 46.4 46.4 33.0 33.0Actuated g/C Ratio 0.47 0.47 0.52 0.52 0.37 0.37Clearance Time (s) 5.3 5.3 3.0 5.3 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 489 859 168 932 599 596v/s Ratio Prot c0.38 0.00 c0.17v/s Ratio Perm 0.05 0.02 0.03 c0.05v/c Ratio 0.11 0.80 0.03 0.33 0.08 0.13Uniform Delay, d1 13.2 20.1 14.7 12.8 18.6 18.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.1 5.4 0.1 0.2 0.3 0.4Delay (s) 13.3 25.6 14.8 13.0 18.8 19.4Level of Service B C B B B BApproach Delay (s) 24.7 13.0 18.8 19.4Approach LOS C B B B

Intersection SummaryHCM 2000 Control Delay 20.9 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.51Actuated Cycle Length (s) 90.0 Sum of lost time (s) 13.6Intersection Capacity Utilization 56.0% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

Appendix C - Future (2020) Background Traffic Level of Service Calculations


Future Background AM 09/10/2015 Baseline Synchro 8 Light ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 25 283 28 21 757 21 35 13 13 42 28 51Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.3 5.3 3.0 5.3 5.3 5.3Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.99 1.00 1.00 0.97 0.94Flt Protected 0.95 1.00 0.95 1.00 0.97 0.98Satd. Flow (prot) 1736 1801 1770 1821 1749 1731Flt Permitted 0.20 1.00 0.48 1.00 0.81 0.88Satd. Flow (perm) 361 1801 901 1821 1449 1554Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 27 308 30 23 823 23 38 14 14 46 30 55RTOR Reduction (vph) 0 4 0 0 1 0 0 10 0 0 27 0Lane Group Flow (vph) 27 334 0 23 845 0 0 56 0 0 104 0Heavy Vehicles (%) 4% 4% 5% 2% 4% 1% 3% 2% 2% 2% 1% 2%Turn Type Perm NA pm+pt NA Perm NA Perm NAProtected Phases 4 3 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 49.9 49.9 54.5 54.5 24.9 24.9Effective Green, g (s) 49.9 49.9 54.5 54.5 24.9 24.9Actuated g/C Ratio 0.55 0.55 0.61 0.61 0.28 0.28Clearance Time (s) 5.3 5.3 3.0 5.3 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 200 998 561 1102 400 429v/s Ratio Prot 0.19 0.00 c0.46v/s Ratio Perm 0.07 0.02 0.04 c0.07v/c Ratio 0.14 0.33 0.04 0.77 0.14 0.24Uniform Delay, d1 9.7 11.0 7.4 13.1 24.5 25.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.3 0.2 0.0 3.2 0.7 1.3Delay (s) 10.0 11.2 7.4 16.3 25.2 26.6Level of Service A B A B C CApproach Delay (s) 11.1 16.1 25.2 26.6Approach LOS B B C C

Intersection SummaryHCM 2000 Control Delay 16.2 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.62Actuated Cycle Length (s) 90.0 Sum of lost time (s) 13.6Intersection Capacity Utilization 57.3% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group


Future Background PM 09/10/2015 Baseline Synchro 8 Light ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 54 673 29 6 294 28 19 22 18 28 29 50Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.3 5.3 3.0 5.3 5.3 5.3Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.99 1.00 0.99 0.96 0.94Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99Satd. Flow (prot) 1736 1815 1770 1808 1751 1728Flt Permitted 0.54 1.00 0.14 1.00 0.91 0.92Satd. Flow (perm) 991 1815 260 1808 1614 1619Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 59 732 32 7 320 30 21 24 20 30 32 54RTOR Reduction (vph) 0 2 0 0 5 0 0 13 0 0 30 0Lane Group Flow (vph) 59 762 0 7 345 0 0 52 0 0 86 0Heavy Vehicles (%) 4% 4% 5% 2% 4% 1% 3% 2% 2% 2% 1% 2%Turn Type Perm NA pm+pt NA Perm NA Perm NAProtected Phases 4 3 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 45.5 45.5 49.3 49.3 30.1 30.1Effective Green, g (s) 45.5 45.5 49.3 49.3 30.1 30.1Actuated g/C Ratio 0.51 0.51 0.55 0.55 0.33 0.33Clearance Time (s) 5.3 5.3 3.0 5.3 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 501 917 155 990 539 541v/s Ratio Prot c0.42 0.00 c0.19v/s Ratio Perm 0.06 0.02 0.03 c0.05v/c Ratio 0.12 0.83 0.05 0.35 0.10 0.16Uniform Delay, d1 11.7 19.0 14.5 11.4 20.6 21.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.1 6.5 0.1 0.2 0.4 0.6Delay (s) 11.8 25.4 14.6 11.6 20.9 21.7Level of Service B C B B C CApproach Delay (s) 24.5 11.6 20.9 21.7Approach LOS C B C C


Appendix D - Future (2020) Total Traffic Level of Service Calculations


Future Total AM 09/10/2015 Baseline Synchro 8 Light ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 25 283 32 28 757 21 52 16 47 42 29 51Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.3 5.3 3.0 5.3 5.3 5.3Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.98 1.00 1.00 0.94 0.94Flt Protected 0.95 1.00 0.95 1.00 0.98 0.98Satd. Flow (prot) 1770 1834 1770 1855 1721 1729Flt Permitted 0.19 1.00 0.47 1.00 0.82 0.87Satd. Flow (perm) 355 1834 880 1855 1441 1523Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 27 308 35 30 823 23 57 17 51 46 32 55RTOR Reduction (vph) 0 5 0 0 1 0 0 26 0 0 26 0Lane Group Flow (vph) 27 338 0 30 845 0 0 99 0 0 107 0Turn Type Perm NA pm+pt NA Perm NA Perm NAProtected Phases 4 3 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 48.0 48.0 53.4 53.4 26.0 26.0Effective Green, g (s) 48.0 48.0 53.4 53.4 26.0 26.0Actuated g/C Ratio 0.53 0.53 0.59 0.59 0.29 0.29Clearance Time (s) 5.3 5.3 3.0 5.3 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 189 978 545 1100 416 439v/s Ratio Prot 0.18 0.00 c0.46v/s Ratio Perm 0.08 0.03 0.07 c0.07v/c Ratio 0.14 0.35 0.06 0.77 0.24 0.24Uniform Delay, d1 10.6 12.0 7.9 13.7 24.4 24.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.3 0.2 0.0 3.3 1.4 1.3Delay (s) 11.0 12.2 7.9 16.9 25.8 25.8Level of Service B B A B C CApproach Delay (s) 12.1 16.6 25.8 25.8Approach LOS B B C C

Intersection SummaryHCM 2000 Control Delay 17.1 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.62Actuated Cycle Length (s) 90.0 Sum of lost time (s) 13.6Intersection Capacity Utilization 59.6% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis6: East St & Proposed Site Access 18/11/2015

Future Total AM 09/10/2015 Baseline Synchro 8 Light ReportPage 1

Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (veh/h) 3 54 61 1 12 77Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 3 59 66 1 13 84PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 116pX, platoon unblockedvC, conflicting volume 177 67 67vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 177 67 67tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 94 99cM capacity (veh/h) 806 997 1534

Direction, Lane # WB 1 NB 1 SB 1Volume Total 62 67 97Volume Left 3 0 13Volume Right 59 1 0cSH 984 1700 1534Volume to Capacity 0.06 0.04 0.01Queue Length 95th (m) 1.6 0.0 0.2Control Delay (s) 8.9 0.0 1.1Lane LOS A AApproach Delay (s) 8.9 0.0 1.1Approach LOS A

Intersection SummaryAverage Delay 2.9Intersection Capacity Utilization 21.6% ICU Level of Service AAnalysis Period (min) 15


Future Total PM 09/10/2015 Baseline Synchro 8 Light ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 54 673 61 22 294 28 27 23 34 28 32 50Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.3 5.3 3.0 5.3 5.3 5.3Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.99 1.00 0.99 0.95 0.94Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99Satd. Flow (prot) 1770 1840 1770 1839 1733 1727Flt Permitted 0.55 1.00 0.12 1.00 0.90 0.92Satd. Flow (perm) 1027 1840 229 1839 1576 1608Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 59 732 66 24 320 30 29 25 37 30 35 54RTOR Reduction (vph) 0 4 0 0 5 0 0 25 0 0 29 0Lane Group Flow (vph) 59 794 0 24 345 0 0 66 0 0 90 0Turn Type Perm NA pm+pt NA Perm NA Perm NAProtected Phases 4 3 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 46.2 46.2 50.8 50.8 28.6 28.6Effective Green, g (s) 46.2 46.2 50.8 50.8 28.6 28.6Actuated g/C Ratio 0.51 0.51 0.56 0.56 0.32 0.32Clearance Time (s) 5.3 5.3 3.0 5.3 5.3 5.3Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 527 944 156 1038 500 510v/s Ratio Prot c0.43 0.00 c0.19v/s Ratio Perm 0.06 0.08 0.04 c0.06v/c Ratio 0.11 0.84 0.15 0.33 0.13 0.18Uniform Delay, d1 11.3 18.8 14.8 10.5 21.9 22.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.1 6.9 0.5 0.2 0.6 0.8Delay (s) 11.4 25.6 15.2 10.7 22.4 22.9Level of Service B C B B C CApproach Delay (s) 24.6 11.0 22.4 22.9Approach LOS C B C C


HCM Unsignalized Intersection Capacity Analysis6: East St & Proposed Site Access 18/11/2015

Future Total PM 09/10/2015 Baseline Synchro 8 Light ReportPage 1

Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (veh/h) 1 25 59 3 51 64Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 1 27 64 3 55 70PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 116pX, platoon unblockedvC, conflicting volume 246 66 67vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 246 66 67tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 97 96cM capacity (veh/h) 715 998 1534

Direction, Lane # WB 1 NB 1 SB 1Volume Total 28 67 125Volume Left 1 0 55Volume Right 27 3 0cSH 983 1700 1534Volume to Capacity 0.03 0.04 0.04Queue Length 95th (m) 0.7 0.0 0.9Control Delay (s) 8.8 0.0 3.5Lane LOS A AApproach Delay (s) 8.8 0.0 3.5Approach LOS A

Intersection SummaryAverage Delay 3.1Intersection Capacity Utilization 22.9% ICU Level of Service AAnalysis Period (min) 15

4261 markham, on, l3r 9w6 - oakville planning/da-172861-tis.pdf · therefore it was not included in...

Documents