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Traffic Impact Study for

Innovation Industrial Park, London

Traffic Analysis Report

Final

October 2014

Traffic Impact Study for Innovation Industrial Park City of London Table of Contents

MMM Group Limited October 2014 Page i

TABLE OF CONTENTS

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

1.1 Background ............................................................................................................................... 1

1.2 Study Scope ............................................................................................................................... 3

2. EXISTING CONDITIONS ...................................................................................................4

2.1 Existing Road Network ............................................................................................................. 4

2.2 Existing Traffic Volumes .......................................................................................................... 6

2.3 Existing Traffic Operations ....................................................................................................... 8

3. FUTURE CONDITIONS ....................................................................................................11

3.1 Estimate of Background Traffic Growth ................................................................................. 11

3.2 Estimate of Site Traffic ........................................................................................................... 11

3.2.1 Trip Generation Rates ................................................................................................ 11

3.2.2 Development Phasing and Characteristics ................................................................. 13

3.2.3 Innovation Park Trip Generation ................................................................................ 16

3.3 Traffic Assignment .................................................................................................................. 18

3.4 Assessment of Future Traffic Operations ................................................................................ 24

3.4.1 Planned Network Improvements ................................................................................ 24

3.4.2 Scenario 1: Development Rate of 35 acres/year ......................................................... 24



4. STUDY FINDINGS .............................................................................................................45

4.1 Existing Traffic Conditions ..................................................................................................... 45

4.2 Future Traffic Conditions and Recommendations .................................................................. 45

4.2.1 2018 Traffic Conditions and Recommendations ........................................................ 46



4.3 Review of Bradley Avenue Interchange Requirements as per MTO Improvement

Criteria .................................................................................................................................... 52


MMM Group Limited October 2014 Page ii

LIST OF TABLES

Table 1: Traffic Survey Date ........................................................................................................................ 6

Table 2: Intersection Level of Service Criteria (HCM) ................................................................................ 8

Table 3: LOS Summary for Existing Weekday Peak Hours ......................................................................... 9

Table 4: Highbury Industrial Park Development Characteristics ............................................................... 12

Table 5: Forest City Industrial Park Development Characteristics ............................................................. 13

Table 6: Trip Rate Comparison- Forest City Industrial Park versus ITE .................................................... 13

Table 7: Innovation Industrial Park Development Phasing and Characteristics ......................................... 14

Table 8: Innovation Industrial Park Development Phasing Summary (sq. ft. and % of

Development) ............................................................................................................................... 15

Table 9: Estimated Trip Generation for 35 acres/year Scenario ................................................................. 16

Table 10: Estimated Trip Generation for 45 acres/year Scenario ............................................................... 16

Table 11: Estimated Trip Generation for 55 acres/year Scenario ............................................................... 17

Table 12: LOS Summary for 2018 Weekday Peak Hours - Scenario 1 ...................................................... 26







Table 19: Summary of Network Improvement Requirements .................................................................... 51


MMM Group Limited October 2014 Page iii

LIST OF FIGURES

Figure 1: Study Area ..................................................................................................................................... 1

Figure 2: Development Phases for Innovation Industrial Park ..................................................................... 2

Figure 3: Existing Lane Configurations and Traffic Controls at Study Area Intersections .......................... 5

Figure 4: Existing Turning Movement Volumes .......................................................................................... 7

Figure 5: Forest City Industrial Park TMC Survey ..................................................................................... 12

Figure 6: Innovation Industrial Park Trip Distribution – External Trips (outside London) ........................ 18

Figure 7: Innovation Industrial Park Trip Distribution – Internal Trips (within London) .......................... 19

Figure 8: Traffic Assignment – Phases 1, 2 ................................................................................................ 20

Figure 9: Traffic Assignment – Phase 3 ...................................................................................................... 21

Figure 10: Traffic Assignment – Phase 4 .................................................................................................... 22

Figure 11: Traffic Assignment – Phase 5 .................................................................................................... 23

Figure 12: Total Traffic Volumes for 2018 Weekday Peak Hours - Scenario 1 ......................................... 25








MMM Group Limited October 2014 Page iv

LIST OF APPENDICES

Appendix 1: Existing (2013) Intersection Capacity Analysis Results

Appendix 2 ITE Trip Generation Rates for General Light Industrial (Land Use 110)

Appendix 3: Future (2018) Intersection Capacity Analysis Results for Scenario 1







Traffic Impact Study for Innovation Industrial Park City of London Introduction

MMM Group Limited October 2014 Page 1

1. INTRODUCTION

1.1 Background

The City of London is developing the Innovation Industrial Park, located in the southeast

corner of the City, north of Highway 401, along Veterans Memorial Parkway (VMP).

This industrial park would compass some 665 acres of land and proposed to develop in

five phases. The study area is bound by Thames River (Hamilton Road/Commissioners

Road) in the north to Highway 401 in the south, Old Victoria Road in the west to City

limit in the east. The study area is illustrated in Figure 1 and the development phasing for

the Innovation Industrial Park is presented in Figure 2.

The City of London retained MMM Group Limited to undertake a traffic impact study to

evaluate the potential impacts related to the planned development of Innovation Industrial

Park. This traffic study identifies the possible capacity constraints associated with the

background traffic growth and traffic generated by the industrial park; and identifies

mitigation measures for the short-term (5 years), mid-term (10 years) and long-term (20

years) planning horizons.

Figure 1: Study Area

Forest City

Industrial Park

InnovationIndustrial Park



Figure 2: Development Phases for Innovation Industrial Park



1.2 Study Scope

The following intersections have been identified as the intersections where the proposed

industrial development may trigger infrastructure improvement needs:

Old Victoria Road at Commissioners Road/Hamilton Road

Venture Gate at Hamilton Road

Veterans Memorial Parkway at Hamilton Road

Old Victoria Road at Bradley Avenue

Innovation Gate/Oetker Gate at Bradley Avenue

Veterans Memorial Parkway at Bradley Avenue

Bonder Road at Bradley Avenue

Existing turning movement volumes reflect a 2013 baseline condition and forecast travel

demand reflects 5, 10 and 20-year planning horizons to 2018, 2023 and 2033. Traffic

impact analysis of existing conditions as well as for each of the future planning horizons

reflect conditions during the weekday morning and afternoon peak hours, and were

assessed on the basis of capacity utilization and level of service analysis undertaken using

Synchro 8 software.

The future travel demand incorporates background traffic growth established on the basis

of the historical traffic growth confirmed in consultation with the City of London, and the

traffic generated by the proposed development (i.e. site traffic). The traffic analysis aims

at establishing existing traffic condition and confirming the adequacy of future traffic

operations. The future traffic operational analysis identifies the potential network

improvement needs, such as traffic signals, lane geometry improvements and

approximate timing for upgrading the VMP intersections (at Hamilton Road and Bradley

Avenue) with interchanges.

Traffic Impact Study for Innovation Industrial Park City of London Existing Conditions


2. EXISTING CONDITIONS

2.1 Existing Road Network

The study area encompasses Hamilton Road/Commissioners Road (Thames River) in the

north to Highway 401 in the south, Old Victoria Road in the west to City limit in the east.

The existing intersection lane configuration and traffic control are illustrated in Figure 3

and a brief description of the surrounding road network follows:

Commissioners Road is an east-west road south of the Thames River, extending

from Oxford Street in the west and connects to Hamilton Road in the east. Within

the study area, it has a 2-lane cross-section with a posted speed limit of 80 km/h.

Hamilton Road is an east-west road that’s runs on a diagonal with the grid road

network from the City’s core area to the southeast City limits. Hamilton Road is a

2-lane corridor with a posted speed limit of 80 km/h within the study area limits.

Hamilton Road intersections with Commissioners Road/Old Victoria Road and

Veterans Memorial Parkway operate with traffic signals; and intersection with

Venture Gate operates with a ‘Two-Way Stop Control’1.

Bradley Avenue is an east-west arterial road located in the southern portion of the

City of London, just north of Highway 401. It has a 2-lane cross-section with a

posted speed limit of 80 km/h within the study area limits. It provides access to

the commercial and residential areas to the west. Bradley Avenue intersections

with Old Victoria Road, Innovation Gate/Oetker Gate and Bonder Road are

currently un-signalized. The intersection with VMP operates with traffic signals.

Veterans Memorial Parkway (VMP) previously known as Airport Road is a 4-

lane expressway with at-grade intersections, runs in north-south direction,

connecting Highway 401 and major east-west arterial roads in the City of London.

With study area, it has a posted speed limit of 90 km/h. VMP provides the

easternmost access to Highway 401 and is one of four interchanges with

Highway 401 within the City of London. The City’s long-term vision is to

upgrade this corridor to a four-lane access controlled (grade separated) facility.

Highway 401 is a provincial access-controlled highway, under MTO’s jurisdiction

with a posted speed limit of 100 km/h. Highway 401 runs from the City of

Windsor in south-west Ontario to the Ontario-Quebec border in the east. Within

City of London, interchange access to and from Highway 401 is currently

available at Colonel Talbot Road, Wellington Road, Highbury Avenue and VMP;

and a new interchange is under construction at Wonderland Road South. .

1 Two-Way Stop Control: A ‘Stop’ control intersection where traffic approaching from minor-street is controlled

with a ‘Stop’ sign and traffic on major-street operates without any control – i.e. free-flow.


MMM Group Limited September 2014 Page 5

Figure 3: Existing Lane Configurations and Traffic Controls at Study Area Intersections

Hamilton Rd Veterans Memorial Pkwy

Commissioners Rd E Hamilton Rd

Old Victoria Rd Venture Gate

Old Victoria Rd Innovation Gate Bonder Road

Bradley Ave Bradley Ave

Oetker Gate Veterans Memorial Pkwy

Discovery Drive

Old Victoria Rd



2.2 Existing Traffic Volumes

All the turning movement counts for the study area intersections with the exception of

Hamilton Road intersection with Venture Gate were obtained from the City of London.

These counts were conducted between September 2011 and December 2013. A

significant discrepancy was noted for the traffic volume travelling along VMP, between

Hamilton Road and Bradley Avenue. To address this issue, fresh turning movement

counts were conducted for these two intersections in December 2013. The survey dates

for the traffic counts used for the traffic analysis are presented in Table 1.

Table 1: Traffic Survey Date

Intersection Survey Date

Old Victoria Road at Hamilton Road/Commissioners Road September 20, 2011

Venture Gate at Hamilton Road November 27, 2013

Veterans Memorial Parkway at Hamilton Road December 17, 2013

Old Victoria Road at Bradley Avenue March 26, 2012

Innovation Gate/Oetker Gate at Bradley Avenue March 22, 2012

Veterans Memorial Parkway at Bradley Avenue December 17, 2013

In addition to the above mentioned turning movement counts, 7-day mid-block (ATR)

counts were conducted on Bradley Avenue (east of Bonder Road) from April 29 to May

05, 2014.

The existing observed traffic volumes were balanced to ensure consistency in volumes

leaving one intersection and that arriving at the adjacent intersection. The balanced traffic

volumes are assumed to be representative of current conditions and appropriate for the

purpose of projecting general corridor traffic growth to future planning horizons. The

balanced turning movement volumes are summarized below in Figure 4.



Figure 4: Existing Turning Movement Volumes


Hamilton Rd



LEGEND:

AM Peak Hr Vol

(PM) Peak Hr Vol Old Victoria Rd Innovation Gate Bonder Road


Old Victoria Rd Oetker Gate Veterans Memorial Pkwy

(54

7)

(20

)

34

69

7

3

(9)

(37

)

(30

)

(3)

(1)

(5)

(33

)

1

0 0 1

(28) 24(11) 4

9 40

40 ()

(224) 176 (257) 220 (72) 25

(54) 44 (2) 6 (165) 177

42 (59) 3 (3) 3 (15)

193 (298) 235 (359) 43 (65)

(71

2)

4 (8) 1 (2) 69 (42)5

16

2

50

9

22

(54) 26

(26

6)

(86

3)

(71

)

24

26

11 4 0

(364) 362 (4)

(16

)

(65

)

(52

)

(5)

(3)

(2)

(3)

48

88

6

10

(2)

(78

)

(4)

(34

)

(44

)

(26

)

5 16

11 (12)

136 (91)

360 (438) 508 (534) 290 (135)(1

34

)

(11

2)

(13

4)

(38

2)

(11

34

)

(13

9)

2 (7) 31 (9)

99

(99)

64

43

59

20

1

65

6

57

151 (123)

18 (248) 105

(99) 102 (498) 406 (240) 291

(3) 41 51 3

() () ()

0 0 0

0 ()

115 (122)

() () ()

0 ()

() 0

(163) 50

() 0

0 0 0



2.3 Existing Traffic Operations

The intersection capacity analysis was conducted using the Synchro 8 software using the

signal timing plans received from the City.

Capacity is defined as the maximum number of vehicles that can pass over a particular

road segment or through a particular intersection within set time duration. Capacity is

combined with level of service (LOS) to describe the operating characteristics of a road

segment or intersection. LOS is a qualitative measure that describes operational

conditions and motorist perceptions within a traffic stream. The Highway Capacity

Manual (HCM) defines six levels of service, LOS ‘A’ through LOS ‘F’. LOS ‘A’

represents the shorter average delay and LOS ‘F’ represents the longer average delays.

The highest possible rating is LOS ‘A’, under which the average total delay on a

movement, approach or intersection is less than 10 seconds per vehicle. When the

average delay exceeds 50 seconds at unsignalized intersections, or 80 seconds at

signalized intersections, the movement is classified as LOS ‘F’. Up to LOS ‘D’ is

generally considered as an acceptable level of service for signalized intersections in urban

areas. LOS ‘E’ is the point at which remedial measures are considered, depending on the

nature and extent of the delays. As per the City of London’s road network improvement

criteria, movements operating at an upper limit of LOS ‘E’ i.e. approaching near LOS ‘F’

(i.e. average delay of 75 s for signalized intersection and 45 s for signalized intersection)

and volume to capacity ratio (v/c) of 0.99 or greater were considered for geometric

improvement under this study.

For un-signalized intersections, only the movements that must yield right-of-way

experience the delay. Accordingly, minor street approach delays are reported herein for

un-signalized conditions. It is typical for ‘stop’ sign controlled side streets and driveways

intersecting major streets to experience longer delays during peak hours, while the

majority of the traffic moving through the intersection on the major street experiences

little or no delay.

The criteria for assessing level of service using the controlled delay for the ‘signalized’

and ‘stop-controlled/roundabout’ intersections are presented in Table 2.

Table 2: Intersection Level of Service Criteria (HCM)

LOS Controlled Delay/ Veh (Seconds) Criteria

Signalized Stop-Controlled/Roundabout

A <= 10 <= 10

B > 10 and <= 20 > 10 and <= 15

C > 20 and <= 35 > 15 and <= 25

D > 35 and <= 55 > 25 and <= 35

E > 55 and <= 80 > 35 and <= 50

F > 80 > 50



Intersection capacity analyses were conducted for the morning and afternoon peak hours

for the study area intersections based on the traffic volume presented in Figure 4.

Intersection capacity analyses results for the existing condition are presented in Table 3.

Table 3: LOS Summary for Existing Weekday Peak Hours

AM Peak Hour

Intersection Control

Type

Overall

Intersection Critical Movement

Delay LOS Movement Delay LOS V/C

Old Victoria Rd/Hamilton Rd Signal 11.4 B SBL/T/R 32.0 C 0.58

Venture Gate/Hamilton Rd Stop 0.6 A NBL 20.5 C -

VMP/Hamilton Rd Signal 25.6 C NBT

SBL

28.2

41.8

C

D

0.78

0.58

Old Victoria Rd/Bradley Ave Stop 4.4 A NBL 15.8 C -

Innovation Gate/Bradley Ave Stop 0.4 A SBL/T/R 11.4 B -

VMP/Bradley Ave Signal 12.5 B EBL 28.0 C 0.68

PM Peak Hour


Type

Overall



Old Victoria Rd/Hamilton Rd Signal 26.6 C SBL/T/R 67.0 E 0.97

Venture Gate/Hamilton Rd Stop 1.3 A NBL 25.8 D -

VMP/Hamilton Rd Signal 21.4 C WBT

SBT

30.8

25.2

C

C

0.53

0.84

Old Victoria Rd/Bradley Ave Stop 5.2 A NBL 27.2 D -

Innovation Gate/Bradley Ave Stop 0.4 A SBL/T/R 13.4 B -

VMP/Bradley Ave Signal 11.4 B EBL 26.7 C 0.64

The intersection capacity analysis for the existing condition confirms that the signalized

Old Victoria Road and Hamilton Road/Commissioners Road intersection operates

adequately at an overall intersection LOS ‘C’ or better during the weekday peak hours.

The critical movements at this intersection are shared left-through-right movements on

the southbound approach, which is operating at v/c ratio of 0.97 and LOS ‘E’ (with 67 s

of an average delay) during the afternoon peak hour.

Venture Gate and Hamilton Road intersection operates with a ‘Two Way Stop Control’,

at an overall intersection LOS ‘A’ during each of the weekday morning and afternoon

peak hours. The northbound left-turn movement operates at LOS ‘D’ during the

afternoon peak hour.

VMP and Hamilton Road is a ‘signalized’ intersection with the eastbound left-turn

movement operates with a protected plus permissive phases. This intersection operates at



an overall intersection LOS ‘C’ during each of the weekday peak hours. All individual

turning movements operate with a v/c of no greater than 0.84 and at LOS ‘D’ or better.

The Old Victoria Road intersection with Bradley Avenue operates with a ‘Two Way Stop

Control’. Traffic approaching from Old Victoria Road controlled by ‘Stop’ signs and

traffic on Bradley Avenue operates without any control (i.e. free-flow). This intersection

is operating at an overall intersection LOS ‘A’ during each of the weekday morning and

afternoon peak hours. The northbound left-turn is a critical movement at this intersection

and this movement operates at LOS ‘C’ and LOS ‘D’ during morning and afternoon peak

hours, respectively.

Innovation Gate/Oetker Gate intersection with Bradley Avenue operates with a ‘Two

Way Stop Control’ at an overall intersection LOS ‘A’ during both the peak hours. The

southbound left/through/right movements are the critical movements at this intersection

and this approach is operating at LOS ‘B’ during both the peak hours.

The signalized intersection of VMP and Bradley Avenue operates at overall intersection

LOS ‘B’ during both the peak hours. The individual turning movements operate with a

v/c ratio of 0.68 or less, and at LOS ‘C’ or better during the weekday peak hours.

The Bonder Road and Bradley Avenue intersection is currently utilized by a very small of

number of vehicles and therefore, the turning movement count was not conducted for this

intersection. Based on the review of the mid-block (ATR) counts conducted east of

Bonder Road and turning movements at VMP/Bradley Avenue, it is confirmed that the

turning movement volumes at this intersection is negligible.

The existing (2013) intersection capacity analysis results from Synchro are provided in

Technical Appendix 1.

Traffic Impact Study for Innovation Industrial Park City of London Future Conditions


3. FUTURE CONDITIONS

In order to assess the future traffic conditions for the study area intersections, future

traffic volumes were estimated for planning horizons years of 2018, 2023 and 2033.

These volumes were estimated using the background traffic growth and site traffic (from

the proposed development of Innovation Industrial Park) demand.

3.1 Estimate of Background Traffic Growth

For this study, a general background traffic growth rate of 1.5% per annum for the short-

term and mid-term (5 and 10 years of planning horizon years) and growth rate of 1% per

annum after year 2023 (i.e. from year 2023 to 2033) were used in traffic analysis. These

growth rates were established in consultation with the City of London, and have been

assumed appropriate for the purpose of this analysis. This growth rates were applied to all

individual intersection turning movements within the study area for the respective

planning horizon year.

3.2 Estimate of Site Traffic

In addition to the background traffic growth rate, the future travel demand forecast for the

study-area intersection also incorporates estimate of specific development related traffic

generation. The traffic generation procedure for the Innovation Park entailed a

comparative review of locally observed trip rates and ITE trip rates; and required

understanding of the Industrial Park development characteristics such as gross available

land, land currently developed, and net developable land area for each of the

development phases. A detailed description of the same is presented below.

3.2.1 Trip Generation Rates

The ITE Trip Generation Handbook suggests use of local data when the value of the

independent variable - i.e. land area in this case, does not lie within the range of data

included in the ITE survey sample. We note that for the scale of development proposed

for the Innovation Industrial Park does not include within the weighted average rate line

or the fitted curve fall within the ITE survey data cluster. The morning and afternoon

peak hour ITE Trip generation rates for the ‘General Light Industrial (Land Use 110)’

per 1000 square feet gross floor area are presented in Technical Appendix 2 for

reference.

More specifically, the Innovation Industrial Park net developable square footage for each

of the phases 1/2, 3, 4 and 5 vary from approximately 0.7 million sq. ft. to upwards of

1.6 million sq. ft. compared to the ITE survey data cluster which is concentrated and

limited to the 0.4 million to 0.7 million sq. ft. range, respectively. We note that traffic

projections at this scale of development are extremely sensitive to the assumed trip

generation rates, and so this traffic analysis follows the ITE guiding principles and

focuses on using the local trip rates.



In order to ensure a more current and locally established trip rate for the industrial land

use, fresh trip generation surveys were undertaken at the Forest City Industrial Park

situated in the southeast quadrant of Highbury Avenue and Highway 401 Interchange.

The Forest City Industrial Park is almost built-out and occupied. The traffic counts were

undertaken at Wilton Grove Road intersections with Commerce Road and Cheese

Factory Road, which are the primary entrances of the Forest City Industrial Park.

It was also noted that an industrial building (part of the Highbury Industrial Park) located

on the Forest City Industrial Park’s westerly boundary also uses Commerce Road and

Cheese Factory Road to access their site, and so the traffic generated by these businesses

was considered in the trip rate analysis.

The traffic survey for the trip rate analysis was undertaken for highest 8 peak hours for a

weekday, include 6:30 to 9:30 a.m.; 11:00 a.m. to 1:00 p.m.; and 3:00 to 6:00 p.m.

Liaison with the City staff confirmed that the selected survey time periods were

appropriate for the purpose of deriving a local ‘Industrial Park’ trip generation rates and

that the same adequately captured the shift changes at the Industrial Park.

The existing traffic volumes at Commerce Road and Cheese Factory Road accesses are

summarized in Figure 5, presents morning and afternoon peak hour volumes.

Figure 5: Forest City Industrial Park TMC Survey

The individual businesses that account for the turning movement traffic (inbound and

outbound) at the Commerce Road and Cheese Factory Road accesses; and summaries of

the development characteristics for Highbury and Forest City Industrial Park are

presented in Table 4 and Table 5, respectively.

Table 4: Highbury Industrial Park Development Characteristics

Purchaser Gross Available Land

(Acres)

Estimated Building Size

(Sq. ft.) Coverage (%)

Columbia Sportswear

23.34

572,215

56% UTI Logistics ,Canadian Solar ,

Brose Canada Inc. 120,410

LEGEND: Commerce Rd Cheese Factory Rd

AM Peak Hr Vol Nov, 2013 Nov, 2013

(PM) Peak Hr Vol

Wilton Grove Rd

99

(99)

(169) 103 (207) 111

37 (17)

152 (179)

(121) 362 (8) 33

14 (3)

231 (161)

21

3

16

(22

)

7 5

(30

2)

(27

)

(38

)



Table 5: Forest City Industrial Park Development Characteristics

Purchaser Gross Available Land

(Acres)

Estimated Building Size

(Sq. ft.) Coverage (%)

Brose Canada Inc. 31.63 210,191 15%

TransForm Automotive 10.65 207,962 45%

Harring Doors 5.00 60,173 28%

Intier Qualtech Seating Systems 8.50 82,620 22%

Martinrea Automotive Systems Canada 4.68 40,200 20%

Bruce R. Smith Limited / Rosedale Group 8.1 24,872 7%

Canada Bread 4.00 19,800 11%

Churchill Logistics 10.00 72,417 17%

Parts Canada 15.51 172,947 26%

Sciencetech Inc. 1.50 10,000 15%

Torbram Electric Supply 2.15 21,730 23%

Mitten Aluminum Products 2.40 30,000 29%

Boncor Building Products 8.00 50,003 14%

Southwestern Truck Supply 2.35 28,352 28%

Sleep Country 4.00 49,000 32%

Fed-Ex 5.60 26,275 11%

Dancor - Building to be Constructed 2.40 26,275 25%

ATS 4.00 15,300 9%

The observed local ‘Industrial Park’ trip rates are lower (61% lower for morning peak

hour and 70% lower for afternoon peak hour) compared to the ITE – General Light

Industrial trip rates. The comparison of trip rates provided by the ITE and observed at

Forest City are presented in Table 6; presents trip rates for the morning peak hour and

afternoon peak hour per 1,000 square feet of gross floor area.

Table 6: Trip Rate Comparison- Forest City Industrial Park versus ITE

Source of data

Morning Peak Hour Afternoon Peak Hour

Trip

Rate

Inbound

(%)

Outbound

(%)

Trip

Rate

Inbound

(%)

Outbound (%)

ITE1 0.92 88% 12% 0.97 12% 88%

Forest City Survey 0.37 65% 35% 0.29 28% 72%

Note 1: Source: Land Use Code 110- Light Industrial, 9th Edition of the Trip Generation Guide, ITE

Given the scale of development area within Innovation Park, trip generation undertaken

using ITE rates may result in significant over-estimation of development traffic.

3.2.2 Development Phasing and Characteristics

The development phasing and characteristics summary are presented in Table 7. Note

that development of Phase 5 was assumed to begin 2017 onwards.



Table 7: Innovation Industrial Park Development Phasing and Characteristics

Phase Gross

Area

(acres)

Existing

Building

Coverage

Resulting Gross

Area with 20%

coverage

(acres)

Net

Developable

Area

(acres)

Estimated Building

Size with

20% Coverage

sq. ft. acres acres sq. ft.

Phase 1, 2 225.0 530,202 12.2 60.9 164.1 32.8 1,430,017

Phase 3 123.0 377,937 8.7 43.4 79.6 15.9 693,650

Phase 4 132.0 54,477 1.3 6.3 125.7 25.1 1,095,518

Phase 5 185.0 - - - 185.0 37.0 1,611,736

Total 665.0 962,616 22.1 110.5 554.5 110.9 4,830,921

Based on inputs from the City Staff, an overall coverage rate of 20% was assumed

appropriate for estimation of development traffic. The City advised to conduct the traffic

analysis with the base development/absorption rate of 35 acres/year, and conduct

sensitivity analyses with accelerated growth scenarios with development rate of

45 acres/year and 55 acres/year; in order to cover a range of possible outcomes with

respect to the need, type and timing of infrastructure improvements. Accordingly, the

traffic demands were estimated based on phase-specific developable land areas for the 5,

10 and 20 year planning horizons, for morning and afternoon peak hours, and for three

absorption rates.

For the absorption rate of 35 acres/year:

Phase 1, 2 and 3 is estimated to complete and fully occupied by 2024;

Phase 4 is estimated to complete and fully occupied by 2027, and

Phase 5 is estimated to complete and fully occupied by 2029.











Table 8 presents the summary of development phasing - consumption of developable area in square feet and % of

development, for planning horizon years of 2018, 2023 and 2033, for the three absorption rates.

Table 8: Innovation Industrial Park Development Phasing Summary (sq. ft. and % of Development)

Phase/

Scenario

Net Developable Area with

35 ac/yr. absorption rate





2018 2023 2033 2018 2023 2033 2018 2023 2033

Phase 1, 2 701,323 1,311,169 1,430,017 901,701 1,430,017 1,430,017 1,102,079 1,430,017 1,430,017

49% 92% 100% 63% 100% 100% 77% 100% 100%

Phase 3 350,661 655,584 693,650 450,850 693,650 693,650 551,039 693,650 693,650

51% 95% 100% 65% 100% 100% 79% 100% 100%

Phase 4 350,661 655,584 1,095,518 450,850 1,045,402 1,095,518 551,039 1,095,497 1,095,518

32% 60% 100% 41% 95% 100% 50% 100% 100%

Phase 5 121,969 426,892 1,611,736 156,818 751,369 1,611,736 191,666 1,572,484 1,611,736

8% 26% 100% 10% 47% 100% 12% 98% 100%

Total1

1,524,615 3,049,230 4,830,921 1,960,219 3,920,439 4,830,921 2,395,824 4,791,647 4,830,921

32% 63% 100% 41% 81% 100% 50% 99% 100%

Note 1: Consumption of developable area expressed in square feet and percentage of Development



3.2.3 Innovation Park Trip Generation

As described previously, trips generated by the proposed development were estimated for

morning and afternoon peak hours using the locally observed Industrial Park trip rates;

for 3 absorption rates and 3 planning horizon years. The estimated trip generation for 35,

45 and 55 acres/year scenarios are presented in Table 9, Table 10 and Table 11,

respectively.

Table 9: Estimated Trip Generation for 35 acres/year Scenario

Horizon

Year Phase

Developable Area

(Sq. Ft.)


In Out Total In Out Total

2018

1, 2 701,323 170 92 262 57 148 205

3 350,661 85 46 131 28 74 102

4 350,661 85 46 131 28 74 102

5 121,969 30 16 46 10 26 36

Total 1,524,614 370 200 569 123 322 446

2023

1, 2 1,311,169 318 172 489 106 277 383

3 655,584 159 86 245 53 139 192

4 655,584 159 86 245 53 139 192

5 426,892 103 56 159 35 90 125

Total 3,049,229 739 400 1,138 247 645 891

2033

1, 2 1,430,017 346 187 534 116 302 418

3 693,650 168 91 259 56 147 203

4 1,095,518 265 143 409 89 232 320

5 1,611,736 391 211 602 130 341 471

Total 4,830,921 1,170 632 1,803 391 1,022 1,412


Horizon

Year Phase

Developable Area

(Sq. Ft.)



2018

1, 2 901,701 218 118 337 73 191 264

3 450,850 109 59 168 36 95 132

4 450,850 109 59 168 36 95 132

5 156,818 38 21 59 13 33 46

Total 1,960,219 474 257 732 158 414 573

2023

1, 2 1,430,017 346 187 534 116 302 418

3 693,650 168 91 259 56 147 203

4 1,045,402 253 137 390 85 221 306

5 751,369 182 98 280 61 159 220

Total 3,920,439 949 513 1463 318 829 1,146



Horizon

Year Phase

Developable Area

(Sq. Ft.)



2033

1, 2 1,430,017 346 187 534 116 302 418

3 693,650 168 91 259 56 147 203

4 1,095,518 265 143 409 89 232 320

5 1,611,736 391 211 602 130 341 471

Total 4,830,921 1,170 632 1,803 391 1,022 1,412


Horizon

Year Phase

Developable Area

(Sq. Ft.)



2018

1, 2 1,102,079 267 144 411 89 233 322

3 551,039 134 72 206 45 116 161

4 551,039 134 72 206 45 116 161

5 191,666 46 25 72 16 41 56

Total 2,395,824 581 313 894 195 506 700

2023

1, 2 1,430,017 346 187 534 116 302 418

3 693,650 168 91 259 56 147 203

4 1,095,497 265 143 409 89 232 320

5 1,572,484 381 206 587 127 332 460

Total 4,791,647 1160 627 1788 388 1013 1400

2033

1, 2 1,430,017 346 187 534 116 302 418

3 693,650 168 91 259 56 147 203

4 1,095,497 265 143 409 89 232 320

5 1,611,736 391 211 602 130 341 471

Total 4,830,900 1,170 632 1,803 391 1,022 1,412

As presented above, the future trips generated in year 2033 will be similar with each of

the absorption rates, as the Innovation Industrial Park is expected to be fully occupied.



3.3 Traffic Assignment

The estimated development traffic assignment to the study-area road network reflects

travel patterns identified based on a review of residential postal code information of

current employees at the occupied business at Innovation Industrial Park. The first 3

digits of the postal code were obtained from the City of London to identify current travel

patterns related to Industrial Park land use.

The available postal code information was compiled and reviewed in combination with

Canada Post’s Forward Sortation Area (FSA) maps for Southwestern Ontario and

London area to establish geographical location of the trip origins and in general

orientation of trips i.e. from within the city or outside of the city. The drivers’ trip origins

provided a reasonable orientation/distribution of these trips, which facilitated in traffic

assignment.

The FSAs for Southwestern Ontario and London area, and the Innovation Industrial Park

trip orientation patterns are presented in Figure 6 and Figure 7.

Figure 6: Innovation Industrial Park Trip Distribution – External Trips (outside London)

Map Source: Canada Post Forward Sortation Area Map - Southwestern Ontario



Figure 7: Innovation Industrial Park Trip Distribution – Internal Trips (within London)

Map Source: Canada Post Forward Sortation Area Map - Urban FSAs - London

The detailed traffic assignments for each of the Innovation Park phases are presented in

Figure 8 through Figure 11.



Figure 8: Traffic Assignment – Phases 1, 2




Old Victoria Rd Innovation Gate Veterans Memorial Pkwy

Bradley Ave

Bradley Ave

Old Victoria Rd Oetker Gate

4.5

%

4.5

%

4.0% 31.5%

20

.0%

20

.0%

4.5%

4.0% 2.5%

20.0%

4.0% 12.5% 2.5%

4.0%

4.0

%

4.5

%

4.0

%

12

.5%

31

.5% 9.0%

9.0

%

20

.0%

4.0

%

8.5

%

24

.5%

31

.5%

PHASE 1, 2

inbound %

outbound %

8.5% 31.5%

8.0% 2.5%

20

.0%

9.0

%

8.0%

24.5% 20.0%

8.0% 2.5%

4.0

%

8.0

% 9.0%

9.0

%

9.0

%



Figure 9: Traffic Assignment – Phase 3




Old Victoria Rd Innovation Gate Veterans Memorial Pkwy

Bradley Ave

Bradley Ave

Oetker Gate

Discovery Drive

Old Victoria Rd

9.0

%

40

.0%

2.5%

8.0%

8.0

%

9.0

%

40

.0%

2.5

%

8.5

%

8.5

%

42

.5%

8.5%

4.0% 2.5%

4.0% 63.0%

42.5%

4.0% 2.5%

4.0%

4.0

%

8.5

%

4.0

% 16.5%1

6.5

%

63

.0% 18.0%

18

.0%

4.0

%

12

.5%

12.5%

8.0%

4.0

%

8.0

%

inbound %

outbound %

PHASE 3







Old Victoria Rd Innovation Gate Veterans Memorial Pkwy Bonder Road

Bradley Ave

Bradley Ave


inbound %

outbound %

PHASE 4

9.0

%

40

.0%

9.0%

4.0% 13.0%

13.0%

4.0%

4.0%4

.0% 13.0%

13

.0%

40

.0%

4.0

%

91

.0%

9.0

%

4.0% 53.0%

8.0% 20.0% 20.0% 20.0%

53

.0%

9.0%

8.0% 18.0%

91.0%

8.0% 20.0% 20.0% 20.0%

18

.0%

8.0

%







Old Victoria Rd Innovation Gate Veterans Memorial Pkwy Bonder Road

Bradley Ave

Bradley Ave


outbound %

91

.0%

9.0

%

PHASE 5

inbound %

91.0%

18

.0%

9.0

%

40

.0%

9.0%

4.0% 13.0%

13.0%

4.0%

4.0%4

.0% 13.0%

13

.0%

40

.0%

4.0

%

53

.0%

4.0% 53.0%

8.0% 20.0% 20.0%

8.0% 18.0% 9.0%

8.0% 20.0% 20.0%

8.0

%



3.4 Assessment of Future Traffic Operations

3.4.1 Planned Network Improvements

In the study area, the following network improvements are planned by the City:

South extension of VMP to Wilton Grove Road with Highway 401 Interchange

Improvements, planned in 2016;

Upgrade of Old Victoria Road to 2 lane rural arterial standard between Hamilton

Road and Bradley Avenue, planned in 2018;

Upgrade of Bradley Avenue to 2 lane rural arterial standard between Phase 4 and

City limit, planned in 2028, and

Widening of Hamilton Road with 4 basic lanes and a two-way left turn lane,

between Old Victoria Road and VMP, planned in 2029.

The City of London has recently completed the Class EA Study for the Hamilton Road,

recommends widening of Hamilton Road and also intersection improvements at Old

Victoria Road, Venture Gate and VMP. The intersection at Old Victoria Road and

Hamilton Road is proposed to improve with 2-lane roundabout.

As discussed previously, three different development/absorption rates for the Industrial

Park development phases were used to cover a range of possible outcomes with respect to

the need, type and timing of infrastructure improvements. The future traffic volumes,

required infrastructure improvements and corresponding traffic operations for each of the

three scenarios are discussed under separate headings below.

3.4.2 Scenario 1: Development Rate of 35 acres/year

The assignment of traffic generated by the industrial park reflects the travel patterns

described in Section 3.3. The total traffic volumes for each of the planning horizon years

were estimated combining background traffic and site traffic.

2018 Traffic Conditions

The 2018 turning movement forecasts for the study-area intersections are presented in

Figure 12.



Figure 12: Total Traffic Volumes for 2018 Weekday Peak Hours - Scenario 1



LEGEND:

AM Peak Hour Volume

Old Victoria Rd Venture Gate (PM) Peak Hour Volume




(59

3)

(29

)

67

76

4

23

(13

)

(48

)

(41

)

(15

)

(1)

(52

)

(45

)

158 0 30 (56) 42(13) 7

12

54

69 (5)

(250) 215 (284) 260 (91) 53

(58) 47 (16) 48 (238) 228

59 (86) 57 (21) 14 (34)

221 (343) 265 (406) 64 (92)

(86

5)

19 (32) 55 (20) 106 (98)

34

24

4

55

5

85

(30

9)

(94

1)

(96

)

26

39

37

27 0

(394) 400 (11)

(19

)

(70

)

(64

)

(13

)

(39

)

(2)

(50

)

75

10

12

12

(18

)

(98

)

(6)

(56

)

(94

)

(46

)

17

46

14 (14)

146 (98)

394 (481) 554 (587) 316 (146)

63

10

(14

4)

(12

6)

(15

1)

(42

2)

(12

56

)

(14

9)

6 (14) 87 (28)

(76) 51

130 (133)

69

62

82

25

0

81

9

61

171 (148)

40 (271) 115

(106) 110 (540) 451 (288) 331

(8) 22

12

(99)

99

(24

)

(0)

(2)

3 (1)

(25) 77

(181) 57

(9) 27

15 0 1

(67

)

(0)

(7)

42 0 4

8 (3)



The 2018 traffic analysis was initially assessed with the existing network configuration

and based on the analysis results; the following network improvements were identified

for the study area intersections:

Old Victoria Road/Hamilton Road: At this intersection, a single lane southbound

approach is currently operating with shared left-through-right movements, at v/c

ratio of 0.97 and LOS ‘E’ during the afternoon peak hour. With the proposed

development and background traffic growth, this intersection would require

dedicated storage lane for eastbound left turn and southbound left turn

movements, or conversion with a 2-lane roundabout as proposed under Hamilton

Road EA study. Considering the recommendations from the Hamilton Road EA

study, the traffic analysis for this intersection was conducted assuming 2-lane

roundabout.

The 2-lane roundabout at this intersection would require 2-lane on each approach

and receiving lane. Considering the short distance between Old Victoria Road and

Venture Gate intersections, this segment of Hamilton Road is recommended

widening with 4 basic lanes.

VMP/Hamilton Road: This intersection would require dual eastbound left turn

lanes to accommodate the 2018 traffic demand. The pedestrian crossing on the

north-side of the intersection may need to be restricted to reduce the overall cycle

length and provide an acceptable level of service.

VMP/Bradley Avenue: This intersection would require protected plus permitted

phases for the eastbound left turn movement.

The intersection capacity analysis results for 2018 traffic conditions with the proposed

network improvements are summarized in Table 12.

Table 12: LOS Summary for 2018 Weekday Peak Hours - Scenario 1

AM Peak Hour


Type

Overall



Old Victoria Rd/Hamilton Rd Roundabout 6.8 A WBT/R 7.4 A 0.34


VMP/Hamilton Rd Signal 28.1 C WBT 50.6 D 0.86

Old Victoria Rd/Bradley Ave Stop 6.5 A SBL/T/R 22.7 C -

Innovation Gate/Bradley Ave Stop 3.0 A SBL/T/R 17.1 C -

VMP/Bradley Ave Signal 18.5 B WBT 40.6 D 0.59

Bonder Rd/Bradley Ave Stop 3.4 A NBL 12.8 B 0.03



PM Peak Hour


Type

Overall



Old Victoria Rd/Hamilton Rd Roundabout 7.8 A SBT/R 8.5 A 0.32

Venture Gate/Hamilton Rd Stop 2.9 A NBL 38.8 E -

VMP/Hamilton Rd Signal 21.2 C EBL 48.5 D 0.79

Old Victoria Rd/Bradley Ave Stop 7.7 A NBL 40.8 E -


VMP/Bradley Ave Signal 19.4 B WBT 36.4 C 0.60

Bonder Rd/Bradley Ave Stop 2.8 A NBL 13.4 B 0.06

With the proposed improvements, all the study area intersections are anticipated to

operate with an overall intersection LOS ‘C’ or better.

The northbound movement at Venture Gate and Hamilton Road intersection is controlled

by the ‘Stop’ sign. With the increase traffic demand, the northbound left turn movement

at this intersection is expected to operate at LOS ‘E’ during both the peak hours.

Similarly, the northbound left-turn at Old Victoria Road and Bradley Avenue intersection

is expected to operate at LOS ‘E’ during 2018 afternoon peak hour. The City is

recommended to monitor traffic operations at these two intersections and if the traffic

demand justifies the signal warrants then traffic control signals or roundabout should be

implemented.

The 2018 intersection capacity analysis results from Synchro software for Scenario 1 are

provided in Technical Appendix 3.



Figure 13.






LEGEND:

AM Peak Hour Volume





(82

)

(0)

(8)

9 (3)

(48) 145

(197) 64

(32) 94

51 0 5

(12

6)

(0)

(13

)

78 0 8

14 (5)

144 (144)

(39

)

97

83

1

51

(16

)

(59

)

(52

)

(26

)

(1)

(94

)

(58

)

271

4 0 55 (82) 58

13

66

98 (9)

(111) 88

(62) 51 (28) 85 (304) 275

(63

9)

(15) 11

155 (170)

60

31

8

60

0

16

4

76 (114) 103 (36) 28 (58)

250 (389) 298 (459) 89 (125)

(275) 254 (314) 306

(12

9)

28

51

64

47 0

(10

22

)

32 (55) 101 (35)

(75

)

(76

)

(23

)

(71

)

(2)

(90

)

10

2

11

43

14

(34

)

(11

5)

(9)

(74

)

(13

8)

(70

)

28

72 (99) 79

(35

0)

(10

17

)

(114) 117 (585) 501 (331) 369

(14) 41

20

75

16

(426) 439 (18)

(15

4)

(13

9)

(16

7)

(46

0)

(13

81

)

(16

0)

9 (19) 136 (43)

426 (525) 602 (644)

(99)

99

74

77

10

5

29

5

98

7

66

195 (174)

17 (15)

156 (105)

342 (158)

61 (292) 125

(21

)



For the 2023 traffic conditions, the following network improvements were identified in

addition to 2018 network improvements:

Venture Gate/Hamilton Road: This intersection would require signalization by

year 2023 to provide an acceptable level of service.

VMP/Hamilton Road: Hamilton Road would require 4-lane widening from

Venture Gate to east of VMP to provide 2 lanes for eastbound and westbound

through movements.

Old Victoria Road/Bradley Avenue: To accommodate 2023 traffic demand, this

intersection would either need to signalized or improved with roundabout. Based

on the discussion with the City, this intersection is assumed to improve with

2-lane roundabout. This would also require 2-lane on each approach and receiving

lane. Considering the short distance between Old Victoria Road and Innovation

Gate/Oetker Gate intersections, this segment of Bradley Avenue is recommended

for widening with 4-lane cross-section.

Innovation Gate/Bradley Avenue: This intersection may require signalization by

year 2023.

VMP/Bradley Avenue: This intersection would require dual eastbound left turn

lanes. The pedestrian crossing on the north-side of the intersection may need to be

restricted to reduce the overall cycle length and provide an acceptable level of

service.

The intersection capacity analysis results for 2023 traffic conditions with the proposed

network improvements are summarized in Table 13.


AM Peak Hour


Type

Overall




Venture Gate/Hamilton Rd Signal 6.7 A NBL 19.1 B 0.16

VMP/Hamilton Rd Signal 33.0 C EBL 68.7 E 0.95

Old Victoria Rd/Bradley Ave Roundabout 6.0 A NBT/R 6.3 A 0.14

Innovation Gate/Bradley Ave Signal 6.8 A SBL/T/R 29.9 C 0.45

VMP/Bradley Ave Signal 21.4 C EBL,

WBT

44.0

43.6

D

D

0.74

0.59

Bonder Rd/Bradley Ave Stop 5.1 A NBL 20.2 C -



PM Peak Hour


Type

Overall



Old Victoria Rd/Hamilton Rd Roundabout 10.4 B SBT/R 11.9 B 0.42

Venture Gate/Hamilton Rd Signal 10.3 B NBL 39.1 D 0.45

VMP/Hamilton Rd Signal 30.0 C EBL

SBT

68.6

31.0

E

C

0.93

0.93

Old Victoria Rd/Bradley Ave Roundabout 7.0 A WBT/R 7.8 A 0.35

Innovation Gate/Bradley Ave Signal 11.5 B SBL/T/R 37.9 D 0.68

VMP/Bradley Ave Signal 22.0 C EBL

WBT

47.9

46.8

D

D

0.80

0.68



operate with an overall intersection LOS ‘C’ or better. All the movements for the study

area intersections are expected to operate with an acceptable level of service (i.e.

LOS ‘D’ or better); except eastbound left turn movement at VMP/Hamilton Road

intersection. This movement is expected to operate at LOS ‘E’ (with 69 s of average

delay) during morning and afternoon peak hours. The eastbound left turn is expected to

operate at v/c of 0.95 during morning peak hour and at v/c of 0.93 during afternoon peak

hour. The southbound through movement is expected to operate at v/c of 0.93 during


The VMP and Bradley Avenue intersection is expected to operate with some spare

capacity and all the movements are expected to operate with an acceptable level of

service in year 2023.

The 2023 intersection capacity analysis results from Synchro are provided in Technical

Appendix 4.



Figure 14.






LEGEND:

AM Peak Hour Volume





99

(99)

(69

4)

(64

)

10

4

90

2

12

2

(17

)

(63

)

(66

)

(28

)

(1)

(99

)

(61

)

29

15 0 58 (88) 63

406 (146) 169

(11

06

)

(16) 12

15

72

13

7 (9)

(308) 307 (365)

(68) 55 (31) 93 (328) 297

274 (357)

65

34

3

65

3

37

5

100 (150) 110 (39) 68 (122)

288 (449) 365 (563) 138 (199)

(20

5)

30

54

84

51 0

(12

38

)

43 (71) 110 (40)

(24

)

(81

)

(82

)

(30

)

(78

)

(3)

(99

)

(38

0)

13

7

13

22

15

(50

)

(12

5)

(10

)

(81

)

(15

0)

(11

7)

29

79 (124) 135(22) 59

29

80

18

(469) 494 (20) 66 (318) 136

(124) 128 (652) 593 (360) 401

10 (21) 148 (48) 18 (16)

170 (114)

471 (583) 681 (742) 372 (172)

80

85

14

9

32

0

12

18

71

229 (220)

(16

8)

(15

0)

(19

3)

(50

1)

(15

51

)

(17

4)

(21

1)

(0)

(21

)

13

0

0 13

24 (8)

157 (157)

(31

0)

(0)

(31

)

35 (12)

(81) 241

(216) 70

(118) 356

19

2

0 19



For the 2033 traffic analysis, no additional road network improvements were considered

except traffic signals at the Bonder Road and Bradley Avenue intersection. This

intersection may require traffic signals by year 2033 to provide an acceptable level of

service. The intersection capacity analysis results for 2033 traffic conditions are

summarized in Table 14.


AM Peak Hour


Type

Overall



Old Victoria Rd/Hamilton Rd Roundabout 9.8 A WBT/R 10.7 B 0.48

Venture Gate/Hamilton Rd Signal 7.2 A NBL 20.9 C 0.18

VMP/Hamilton Rd Signal 46.7 D

EBL

WBT

NBL

NBT

90.1

76.1

56.4

45.1

F

E

E

D

1.03

0.97

0.89

0.89



VMP/Bradley Ave Signal 33.1 C

EBL

WBT

SBL

70.4

58.9

77.3

E

E

E

0.93

0.80

0.98

Bonder Rd/Bradley Ave Signal 9.0 A NBL 12.8 B 0.53

PM Peak Hour


Type

Overall





VMP/Hamilton Rd Signal 47.0 D

EBL

SBL

SBT

86.4

88.5

66.7

F

F

E

1.01

1.01

1.07




SBL

68.7

78.1

E

E

0.94

0.92

Bonder Rd/Bradley Ave Signal 11.4 B NBL 13.7 B 0.68

As presented in Table 14 , all the study area intersections are expected to operate with an

acceptable level of service except VMP intersections with Hamilton Road and Bradley

Avenue. By year 2033, the VMP and Hamilton Road intersection is expected to operate

at an overall LOS ‘D’, however, some movements are expected to operate at LOS ‘F’.

Similarly, the southbound left turn movement is expected to operate at upper limit of

LOS ‘E’ (approaching LOS ‘F’) at VMP and Bradley Avenue intersection.



The higher delays for some of the turning movements at these two intersections indicate

the need for an additional capacity by year 2033. To provide an acceptable level of

service on VMP corridor, either widening with a six-lane cross-section or implementation

of an interchange would be required. Nevertheless, the widening VMP to a six-lane

cross-section is inconsistent with the long-range vision of four-lane grade separated

facility and that improvements would result in ‘throw-away costs’ as these would be

removed when the grade separations take place. Based on the City’s network

improvement criteria (upper limit of LOS ‘E’), it is recommended that City implement

the planned interchanges at VMP intersections prior to the 2033.

The study does not include any detailed traffic analysis for an interim year between 2023

and 2033. Based on the high level review, the need for interchanges at Hamilton Road

and Bradley Avenue are expected around 2030/31 and 2032/33, respectively when the

future level of service is expected to reach at upper limit of LOS ‘E’ and v/c at 0.99. The

2033 intersection capacity analysis results for Scenario 1 are provided in Technical

Appendix 5.

Considering the lower anticipated traffic demand (i.e. less than 300 vehicles per

direction) in 2033 Weekday peak hours, presented in Figure 14, the segment of Bradley

Avenue between Bonder Road and Westchester Bourne is not recommended for any

additional capacity / lane widening. However, with the increase in traffic demand, the

intersection of Bradley Avenue and Westchester Bourne may require minor

improvements (e.g. additional turning lanes and/or traffic signals). The County of

Middlesex and/or Municipality of Thames Centre is recommended to monitor traffic

operations at this intersection and if require, necessary improvements should be

implemented.




Figure 15.






LEGEND:

AM Peak Hour Volume





99

(99)

69

66

86

26

0

85

2

61

174 (153)

15 (14)

146 (98)

317 (147)

46 (272) 116

(19

)

(14

4)

(12

6)

(15

1)

(42

6)

(12

67

)

(14

9)

7 (16) 102 (33)

395 (484) 557 (590)

(106) 110 (542) 455 (296) 337

(11) 281

4

65

12

(396) 404 (13)

83

10

32

12

(23

)

(10

2)

(7)

(61

)

(10

7)

(51

)

20

54 (82) 58

(10

2)

26

42

46

33 0

(89

2)

22 (38) 70 (25)

42

26

4

55

8

10

2

(70

)

(67

)

(16

)

(50

)

(2)

(63

)

(31

6)

(94

5)

63 (93) 72 (26) 18

225 (350) 269 (412) 70

267 (94) 61

(58) 47 (20) 59 (255) 239

(13) 8

12

57

76 (6)

(252) 222 (286)

(134)

3 (1)

(3)

(59

5)

(30

)

77

76

9

30

(30

)

(0)

(3)

(182) 58

(12) 35

(33)

132

116 (112)

(39)

(99)

(14

)

(51

)

(43

)

(19

)

(1)

(65

)

(48

)

19

10 0 38 (64) 48

(86

)

(0)

(9)

54 0 5

10

99

19 0 2



The 2018 traffic analysis for this scenario was conducted with the proposed road network

improvements identified for the Scenario 1. The intersection capacity analysis results for

2018 traffic conditions for Scenario 2 are summarized in Table 15.


AM Peak Hour


Type

Overall





VMP/Hamilton Rd Signal 28.8 C WBT 50.8 D 0.86

Old Victoria Rd/Bradley Ave Stop 7.4 A SBL/T/R 26.9 D -


VMP/Bradley Ave Signal 19.6 B WBT 43.6 D 0.66

Bonder Rd/Bradley Ave Stop 3.9 A NBL 14.0 B -

PM Peak Hour


Type

Overall



Old Victoria Rd/Hamilton Rd Roundabout 7.9 A SBT/R 8.6 A 0.32



WBT

49.5

48.4

D

D

0.81

0.72

Old Victoria Rd/Bradley Ave Stop 8.8 A NBL

SBL/T/R

44.7

35.6

E

E -


VMP/Bradley Ave Signal 20.3 C WBT 38.2 D 0.64

Bonder Rd/Bradley Ave Stop 3.3 A NBL 14.5 B -


operate with an overall intersection LOS ‘C’ or better. However, with the development

rate of 45 acres/year, various movements at study area intersections are expected to

operate with marginal increase in average delay compared to the Scenario 1.

The northbound movement at Venture Gate and Hamilton Road intersection is controlled

by ‘Stop’ sign. With the increase traffic demand by 2018, the northbound left turn

movement at this intersection is expected to operate at LOS ‘E’ during both the peak

hours. Similarly, the northbound left-turn at Old Victoria Road and Bradley Avenue

intersection is expected to operate at upper limit of LOS ‘E’ during 2018 afternoon peak

hour. The City is recommended to monitor traffic operations at these two intersections



and if the traffic demand justifies the signal warrants then traffic control signals or

roundabout should be implemented.

The 2018 intersection capacity analysis results from Synchro are provided in Technical

Appendix 6.



Figure 16.

The 2023 traffic analysis for the Scenario 2 was conducted with the proposed road

network improvements identified for the Scenario 1 for year 2023. In addition to these

improvements, the Bonder Road and Bradley Avenue intersection would require traffic

signals.

The intersection capacity analysis results for the 2023 are presented in Table 16.






LEGEND:

AM Peak Hour Volume


Old Victoria Rd Innovation Gate



(63

9)

(49

)

10

0

83

3

82

(16

)

(60

)

(58

)

(27

)

(1)

(99

)

(58

)

29

15 0 58 (85) 61(15) 12

14

68

11

6 (9)

(281) 272 (325) 340 (124) 123

(62) 51 (30) 92 (312) 280

86 (129) 109 (38) 46 (86)

260 (404) 317 (489) 109 (155)

(10

90

)

38 (62) 110 (39) 204 (249)

65

32

6

60

2

25

5

(35

3)

(10

19

)

(15

9)

28

51

73

51 0

(77

)

(14

6)

(90

)

29

77 (108) 104

17 (15)

156 (105)

430 (531) 615 (664) 343 (158)

(15

4)

(13

9)

(17

2)

(46

2)

(14

07

)

(16

0)

9 (20) 145 (47)

74

80

12

3

30

0

10

64

66

203 (189)

64 (293) 126

(114) 117 (592) 524 (336) 372

(429) 447 (20)

(17) 49

24

75

17

(20

1)

(0)

(20

)

12

5

0 12

(22

)

(75

)

(77

)

(26

)

(77

)

(2)

(98

)

11

7

11

86

14

(41

)

(11

7)

(10

)

0 9

23 (8)

145 (144)

(14

5)

(0)

(14

)

16 (5)

99

(99)

(77) 230

(199) 65

(56) 166

89




AM Peak Hour


Type

Overall




Venture Gate/Hamilton Rd Signal 6.7 A NBL 40.8 D 0.27


WBT

66.6

60.3

E

E

0.95

0.90




WBT

44.5

46.3

D

D

0.75

0.66


PM Peak Hour


Type

Overall






SBT

72.0

33.1

E

C

0.95

0.94




WBT

49.5

47.2

D

D

0.82

0.73


Similar to the Scenario 1, all the study area intersections are anticipated to operate with

an overall intersection LOS ‘C’ or better.

All the turning movements for the study area intersections are expected to operate with an

acceptable level of service (i.e. LOS ‘D’ or better); except eastbound left and westbound

through movements during morning peak hour; eastbound left turn during afternoon peak

hour are expected to operate at LOS ‘E’ at VMP/Hamilton Road intersection.

The VMP and Bradley Avenue intersection is expected to operate with an overall

LOS ‘C’ and all the turn movements are expected to operate with an acceptable level of

service (i.e. LOS ‘D’ or better) during both the peak hours, indicates that this intersection

would have some spare capacity by year 2023. The 2023 intersection capacity analysis

results from Synchro are provided in Technical Appendix 7.




The 2033 traffic conditions for this scenario would be similar to the Scenario 1, as the

Innovation Industrial Park is expected to be fully build-out and occupied. The

intersection analysis results (refer to Table 14) indicate that both the VMP intersections

(at Hamilton Road and Bradley Avenue) would need interchanges prior to year 2033.

Based on the high level review and City’s improvement criteria, the need for an

interchange at VMP and Hamilton Road is expected around 2029/30 for the absorption

rate of 45 acres/year. For the VMP and Bradley Avenue intersection, the need for an

interchange is expected around 2031/32.



Figure 17.






LEGEND:

AM Peak Hour Volume





(41) 122

(184) 60

(15) 42

23 0 2

12 (4)

134 (134)

(37

)

(0)

(4)

4 (1)

(14) 33

17

67

14

(10

6)

(0)

(10

)

66 0 6

52 (273) 117

(106) 110 (543) 459 (305) 342(1

44

)

(12

8)

(15

3)

(42

9)

(12

79

)

(14

9)

8 (17) 117 (38)

69

70

91

26

9

88

4

61

176 (156)

15 (14)

146 (98)

397 (487) 558 (594) 319 (147)

(398) 407 (15)

(20

)

(70

)

(69

)

(20

)

(60

)

(2)

(76

)

88

10

49

13

(27

)

(10

4)

(8)

(66

)

(12

0)

(56

)

23

62 (87) 64

(32

3)

(94

9)

(10

8)

26

45

53

39 0

(44)

230 (356) 272 (417) 75 (104)

(92

0)

26 (46) 85 (30) 125 (128)

50

28

4

56

0

11

9

(58) 47 (24) 71 (273) 250

68 (99) 87 (31)

(14) 9

13

60

84 (7)

(255) 230 (288)

99

(99)

(59

6)

(33

)

85

77

3

35

(15

)

(54

)

(46

)

(22

)

(1)

(78

)

(51

)

23

12 0 46 (72) 52

273 (98) 69

21



The 2018 traffic analysis for this scenario was conducted with the proposed road network

improvements identified for the Scenario 1. The intersection capacity analysis results for

2018 traffic conditions for Scenario 3 are summarized in Table 17.


AM Peak Hour


Type

Overall





VMP/Hamilton Rd Signal 29.4 C

EBL

WBT

SBL

49.1

51.2

49.0

D

D

D

0.82

0.87

0.66

Old Victoria Rd/Bradley Ave Stop 8.6 A SBL/T/R 32.8 D -



WBT

35.0

46.7

C

D

0.79

0.71


PM Peak Hour


Type

Overall





VMP/Hamilton Rd Signal 22.1 C EBL 51.2 D 0.82

Old Victoria Rd/Bradley Ave Stop 10.4 B NBL

SBL/T/R

48.9

44.1

E

E -

Innovation Gate/Bradley Ave Stop 6.1 A SBL/T/R 31.3 D -

VMP/Bradley Ave Signal 21.2 C WBT 39.4 D 0.68



operate with an overall intersection LOS ‘C’ or better. However, with the development

rate of 55 acres/year, various movements at study area intersections are expected to

operate with marginal increase in average delays compared to the Scenario 2.

Under Scenario 3, intersections at Venture Gate with Hamilton Road and Old Victoria

Road with Bradley Avenue would result in higher delays. With the higher demand, these

two intersections would require implementation of traffic signals/roundabout earlier than

Scenario 1 and 2.



The 2018 intersection capacity analysis results from Synchro are provided in Technical Appendix 8.


The 2023 turning movement forecasts for the study-area intersections are presented in Figure 18.


` Hamilton Rd Veterans Memorial Pkwy


LEGEND:

AM Peak Hour Volume





(30

2)

(0)

(30

)

34 (11)

(81) 241

(199) 65

(116) 347

18

7

0 19

(21

1)

(0)

(21

)

13

0

0 13

24 (8)

145 (144)

(63

9)

(62

)

10

0

83

3

12

0

(16

)

(60

)

(63

)

(27

)

(1)

(99

)

(58

)

29

15 0 58 (85) 61

14

68

13

2 (9)

(286) 288 (339) 382 (138) 165

(62) 51 (30) 92 (312) 280

(15) 12

264 (347)6

5

32

6

60

2

36

7

94 (144) 109 (38) 66 (119)

268 (419) 340 (525) 132 (191)

(19

6)

28

51

82

51 0

(11

64

)

43 (69) 110 (39)

(75

)

(77

)

(30

)

(77

)

(2)

(98

)

13

2

12

31

14

(48

)

(11

7)

(10

)

(77

)

(14

6)

(11

3)

29

77 (118) 131

(35

3)

(10

19

)

(114) 117 (602) 551 (336) 372

(21) 58

29

75

17

(433) 456 (20)

(15

4)

(13

9)

(17

8)

(46

2)

(14

36

)

(16

0)

9 (20) 145 (47)

435 (538) 630 (687)

99

(99)

74

80

14

2

30

0

11

48

66

214 (206)

17 (15)

156 (105)

343 (158)

64 (293) 126

(22

)



The 2023 traffic analysis was conducted with road network improvements identified for

the Scenario 2 (development rate of 45 acres/year). With the development/absorption

rate of 55 acres/year, the Innovation Industrial Park would almost fully occupied

(approximately 99%) by year 2023.

With this development growth, the VMP/Hamilton Road intersection is expected to

operate with an overall intersection LOS ‘D’ during both the peak hours. However,

eastbound left and westbound through movements during morning peak hour and

eastbound left during afternoon peak hour is expected to operate LOS ‘E’. The

southbound through movement is expected to operate at LOS ‘D’ with v/c of 0.99 during

afternoon peak hour. This indicates that with an additional growth in traffic volumes after

year 2023, the VMP and Hamilton Road intersection would require additional capacity.

The VMP and Bradley Avenue intersection is expected to operate at overall intersection

LOS ‘C’ during both the peak hours. For Scenario 3, this intersection would require dual

lanes for the southbound left turn movement. To accommodate two receiving lanes for

the southbound left turn movement, a segment of Bradley Avenue between VMP and

Bonder Road would require widening with 4-lane cross-section. With this improvement,

eastbound left turn and southbound left turn movements would operate at LOS ‘E’ with

v/c ratio reaching near 0.90. The intersection capacity analysis results for the 2023 are

presented in Table 18. The 2023 intersection capacity analysis results are provided in

Technical Appendix 9.




AM Peak Hour


Type

Overall




Venture Gate/Hamilton Rd Signal 6.8 A NBL 40.8 D 0.27

VMP/Hamilton Rd Signal 37.6 D EBL

WBT

66.3

60.3

E

E

0.95

0.90



VMP/Bradley Ave Signal 30.0 C EBL 59.4 E 0.87


PM Peak Hour


Type

Overall




Venture Gate/Hamilton Rd Stop 10.7 B NBL 39.1 D 0.46

VMP/Hamilton Rd Signal 35.3 D EBL

SBT

69.2

43.1

E

D

0.94

0.99

Old Victoria Rd/Bradley Ave Stop 7.5 A WBT/R 8.5 A 0.40

Innovation Gate/Bradley Ave Stop 12.5 B SBL/T/R 41.7 D 0.73

VMP/Bradley Ave Signal 29.4 C SBL

EBL

67.8

59.0

E

E

0.88

0.89

Bonder Rd/Bradley Ave Signal 10.8 B NBL 12.6 B 0.66


The 2033 traffic conditions for this scenario would be similar to the Scenario 1 and 2, as

the Innovation Industrial Park is expected to be fully build-out and occupied. The

intersection analysis results (refer to Table 14) indicate that both the VMP intersections

(at Hamilton Road and Bradley Avenue) would need interchanges prior to year 2033.

Based on the high level review and City’s improvement criteria, the need for an

interchange at VMP and Hamilton Road is expected around 2025/26 for the absorption

rate of 55 acres/year. For the VMP and Bradley Avenue intersection, the need for an

interchange is expected around 2029/30.

Traffic Impact Study for Innovation Industrial Park City of London Study Findings


4. STUDY FINDINGS

The following points summarize the key study findings and recommendations arising

from a review of existing traffic conditions and an evaluation of future traffic conditions

for the Innovation Industrial Park intersections.

4.1 Existing Traffic Conditions

The existing (2013) condition analysis was conducted for the morning and afternoon peak

hour traffic demands.

All individual movements at two signalized VMP intersections (with Hamilton Road

and Bradley Avenue) are operating with volume-to-capacity (v/c) ratios below 0.85.

The intersection capacity analysis confirms that all individual turning movements are

operating with an acceptable level of service (LOS ‘D’ or better) during both the

morning and afternoon peak hour.

A signalized intersection at Old Victoria Road and Hamilton Road/Commissioners

Road operates at an overall LOS ‘C’ or better during the weekday peak hours.

However, the single lane southbound approach currently operates with shared left-

through-right movements operate at LOS ‘E’ and v/c ratio of 0.97 during the


Venture Gate and Hamilton Road intersection operates with a ‘Two-Way Stop

Control’ where traffic approaching from Venture Gate controlled by the ‘Stop’ sign.

At this intersection, the northbound left turn movement is the critical movement

which operates at LOS ‘D’ during the afternoon peak hour.

The Old Victoria Road intersection with Bradley Avenue operates with a ‘Two-Way

Stop Control’. Traffic approaching from Old Victoria Road controlled by ‘Stop’ signs

and traffic on Bradley Avenue operates without any control (i.e. free-flow). The

northbound left turn is a critical movement at this intersection, which operates at

LOS ‘C’ and LOS ‘D’ during morning and afternoon peak hours, respectively.

Innovation Gate/Oetker Gate intersection with Bradley Avenue operates with a ‘Two

Way Stop Control’ at an overall LOS ‘A’ during both the peak hours. At this

intersection, all individual turning movements are operating at LOS ‘B’ or better

during both the peak hours.

4.2 Future Traffic Conditions and Recommendations

The future traffic condition analyses were assessed for the short-term (5 years), mid-term

(10 years) and long-term (20 years) planning horizons, which reflects the traffic volumes

estimated for year 2018, 2023 and 2033.

The traffic analysis was conducted with the base development/absorption rate of 35

acres/year (Scenario 1), and sensitivity analyses with accelerated growth scenarios with

development rate of 45 acres/year (Scenario 2), and 55 acres/year (Scenario 3); in order

to cover a range of possible outcomes with respect to the need, type and timing of

infrastructure improvements. The analysis results for three scenarios indicate that with



the increase in development rate, the study area intersections would have marginal

increase in delays and v/c ratio. However, the improvement requirements for each of the

future planning horizons with various development rates are generally similar. The

network improvement requirements for three future planning horizon years (2018, 2023

and 2033) are presented in the following section under separate headings and summarized

in Table 19.

4.2.1 2018 Traffic Conditions and Recommendations

The traffic analysis for year 2018 was initially assessed with the existing network

configuration and based on the analysis results; the following network improvements

were identified for the study area intersections which will be required by year 2018:

Old Victoria Road/Hamilton Road:

With the proposed development and background traffic growth, this intersection

would require dedicated storage lane for eastbound left turn and southbound left turn

movements, or upgrade with a 2-lane roundabout configuration to provide an

acceptable level of service. Considering the recommendations from the Hamilton

Road EA study, the traffic analysis for this intersection was conducted assuming 2-

lane roundabout.

The 2-lane roundabout at this intersection would also require 2-lane on each approach

and receiving lane. Considering the short distance between Old Victoria Road and

Venture Gate intersections, this segment of Hamilton Road is recommended widening

with 4 basic lanes.

The traffic analysis results for three scenarios indicate that with 2-lane roundabout

configuration, all the turning movements would operate with a good level of service

(LOS ‘A’).

Venture Gate/Hamilton Road:

For 2018 traffic analysis, this intersection was assumed to operate with the existing

configuration of ‘Two-Way Stop Control’.

With the increase traffic demand, the northbound left turn movement at this

intersection is expected to operate at LOS ‘E’ during both the peak hours under each

of the three development scenarios. The City is recommended to monitor traffic

operations at this intersection and if the traffic demand justifies the signal warrants

then traffic control signals or roundabout should be implemented.

VMP/Hamilton Road:

This intersection would require dual eastbound left turn lanes to accommodate the

2018 traffic demand. The pedestrian crossing on the north-side of the intersection

may need to be restricted to reduce the overall cycle length and provide an acceptable

level of service.



This intersection is expected to operate at overall intersection LOS ‘C’ during both

the peak hours under each of the development scenarios. The delay at the individual

turning movements would marginally increase with the higher development rate. For

example, the eastbound left turn movement during afternoon peak is expected to

operate with 48.5 s of an average delay and v/c ratio of 0.79 under Scenario 1 (35

acres/year) and with 51.2 s of an average delay and v/c ratio of 0.82 under Scenario 3

(55 acres/year).

Old Victoria Road/Bradley Avenue:



The northbound left-turn at this intersection is expected to operate at LOS ‘E’ during

2018 afternoon peak hour. The City is recommended to monitor traffic operations at

this intersection and if the traffic demand justifies the signal warrants then traffic

control signals or roundabout should be implemented.

Innovation Gate/Bradley Avenue:



All individual turning movements at this intersection are expected to operate with an

acceptable level of service (LOS ‘D’ or better) during both the peak hours under each

scenario.

VMP/Bradley Avenue:

This intersection would require protected plus permitted phases for the eastbound left

turn movement.

This intersection is expected to operate at overall intersection LOS ‘C’ during both

the peak hours under each of the development scenarios. The delay at the individual

turning movements would marginally increase with the higher development rate.

Bonder Road /Bradley Avenue:

For 2018 traffic analysis, this intersection was assumed to operate with the ‘Two-

Way Stop Control’ configuration.

All individual turning movements at this intersection are expected to operate with an

acceptable level of service (LOS ‘D’ or better) during both the peak hours under each

scenario.




Old Victoria Road/Hamilton Road:

This intersection would require an additional capacity by providing a dedicated left

turn lane or improving with a 2-lane roundabout as proposed under Hamilton Road

EA Study.

The 2023 analysis assumes that this intersection will be improved with provision of a

2-lane roundabout and analysis results for the three scenarios indicate that with 2-lane

roundabout configuration, all the turning movements is expected to operate with a

good level of service (LOS ‘B’ or better).

Venture Gate/Hamilton Road:

This intersection would require signalization by year 2023 to provide an acceptable

level of service.

With traffic signals, this intersection is expected to operate at overall intersection

LOS ‘A’. The individual turning movement would operate with v/c ratios below 0.50.

VMP/Hamilton Road:

Hamilton Road would require 4-lane widening from Venture Gate to east of VMP to

provide 2 lanes for eastbound and westbound through movements.

For 2023 traffic demand under Scenario 1, this intersection is expected to operate at

an overall LOS ‘C’ during both the peak hours. The eastbound left turn movement is

expected to operate at LOS ‘E’ during both the peak hours. The eastbound left turn is

expected to operate at v/c of 0.95 during morning peak hour and at v/c of 0.93 during

afternoon peak hour. The southbound through movement is expected to operate at v/c

of 0.93 during afternoon peak hour.

Under Scenario 3, intersection delay would increase and this intersection is expected

to operate at an overall LOS ‘D’. The eastbound left and westbound through

movements during morning peak hour and eastbound left during afternoon peak hour

is expected to operate LOS ‘E’. The southbound through movement is expected to

operate at LOS ‘D’ with v/c of 0.99 during afternoon peak hour. This indicates that

with some additional growth in traffic volumes, the VMP and Hamilton Road

intersection would require additional capacity at this intersection for Scenario 3

traffic demand.

Old Victoria Road/Bradley Avenue:

To accommodate 2023 traffic demand, this intersection would either need to

signalized or improved with roundabout. Based on the discussion with the City, this

intersection is assumed to improve with 2-lane roundabout. This would also require

2-lane on each approach and receiving lane. Considering the short distance between



Old Victoria Road and Innovation Gate/Oetker Gate intersections, this segment of

Bradley Avenue is recommended for widening with 4-lane cross-section.

The traffic analysis results for three scenarios indicate that with 2-lane roundabout

configuration, all the turning movements is expected to operate at a good level of

service (LOS ‘A’).

Innovation Gate/Bradley Avenue:

This intersection is expected to require traffic control signals by year 2023.

With signalization, all individual turning movements are expected to operate with an

acceptable level of service (LOS ‘D’ or better) under each development scenario.

VMP/Bradley Avenue:

This intersection would require dual eastbound left turn lanes. The pedestrian

crossing on the north-side of the intersection may need to be restricted to reduce the

overall cycle length and provide an acceptable level of service.

Under Scenario 1 and 2, this intersection is expected to operate with an overall

intersection LOS ‘C’ and individual turning movements are expected to operate at

LOS ‘D’ or better. This indicates that by year 2023, this intersection will have some

spare capacity available for additional traffic demand.

Under Scenario 3, this intersection would require dual lanes for the southbound left

turn movement in addition to the improvements identified for Scenario 1 and 2. To

accommodate two receiving lanes for the southbound left turn movement, a segment

of Bradley Avenue between VMP and Bonder Road would require widening with 4-

lane cross-section. With this improvement, eastbound left turn and southbound left

turn movements is expected to operate at LOS ‘E’ with v/c ratio reaching near 0.90.

Bonder Road /Bradley Avenue:

Under Scenario 1, this intersection would able to operate with the ‘Two-Way Stop

Control’ configuration.

Under Scenario 2 and 3, this intersection would require signalization by year 2023 to

provide an acceptable level of service. With provision of traffic signals, all the

turning movements are expected to operate with an acceptable level of service

(LOS ‘D’ or better) during both the peak hours.




For year 2033, all the study area intersections are expected to operate with an

acceptable level of service except VMP intersections with Hamilton Road and

Bradley Avenue. At these two intersections, some of the turning movements are

expected to operate with LOS ‘E/F’. This confirms the need for an additional capacity

for these two intersections by year 2033.

The higher delays for some of the turning movements at these two intersections

indicate the need for an additional capacity by year 2033. To provide an acceptable

level of service on VMP corridor, either widening with a six-lane cross-section or

implementation of an interchange would be required. Nevertheless, the widening

VMP to a six-lane cross-section is inconsistent with the long-range vision of four-lane

grade separated facility and that improvements would result in ‘throw-away costs’ as

they would be removed when the grade separations take place. Based on the City’s

network improvement criteria (upper limit of LOS ‘E’), it is recommended that City

implement the planned interchanges at VMP intersections prior to Year 2033.

The study does not include any detailed traffic analysis for an interim year between

2023 and 2033. Based on the high level review and City’s network improvement

criteria (upper limit of LOS ‘E’ and v/c at 0.99), the need for an interchange at

Hamilton Road and Bradley Avenue is expected around 2030/31 and 2032/33 for

Scenario 1.

Under Scenario 2, the VMP and Hamilton Road intersection would require to be

upgraded with an interchange around 2029/30; the VMP and Bradley Avenue

intersection would require an interchange around 2031/32. Under Scenario 3, VMP

intersection at Hamilton Road and Bradley Avenue would require interchanges

around 2025/26 and 2029/30, respectively.

Considering the lower anticipated traffic demand (i.e. less than 300 vehicles per

direction) in 2033 Weekday peak hours, the segment of Bradley Avenue between

Bonder Road and Westchester Bourne is not recommended for any additional

capacity/lane widening. However, with the increase in traffic demand, the intersection

of Bradley Avenue and Westchester Bourne may require minor improvements (e.g.

additional turning lanes and/or traffic signals). The County of Middlesex and/or

Municipality of Thames Centre is recommended to monitor traffic operations at this

intersection and if require, necessary improvements should be implemented.

The network improvement requirements for each of the planning horizon years (2018,

2023 and 2033) under various development scenarios (35 acres/year, 45 acres/year and

55 acres/year) are summarized in Table 19.



Table 19: Summary of Network Improvement Requirements

Intersection Improvement Requirement

Planning Horizon Year

2018 2023 2033

Development/Absorption Rate (acres/year)

35 45 55 35 45 55 35 45 55

Old Victoria Rd/

Hamilton Rd

- Roundabout with 2-lane approaches / Dedicated storage lane (50m) for

EBL and SBL √ √ √

- 4-lane widening of Hamilton Road (from Old Victoria Road to Venture

Gate)/ provision of storage lanes √ √ √

Venture Gate/

Hamilton Rd - Signalization - - - √ √ √

VMP/

Hamilton Rd

- Dual lanes for EBL; Pedestrian phase for E-W direction would need to

be restricted on the north side of intersection or provide 2-stage

clearance √ √ √

- 4-lane widening of Hamilton Road (from Venture Gate to VMP) - - - √ √ √

- Upgrade to Interchange (year)

√ (2030/31)

√

(2029/30)

√

(2025/26)

Old Victoria

Rd/Bradley Ave

- Roundabout/Signalization - - - √ √ √

- 4-lane widening of Bradley Ave (from Old Victoria Road to Innovation

Gate)/ provision of storage lanes - - - √ √ √

Innovation Gate/

Bradley Ave - Signalization - - - √ √ √

VMP/

Bradley Ave

- Permitted+ Protected phase for EBL √ √ √

- Dual lanes for EBL; Pedestrian phase for E-W direction would need to

be restricted on the he north side of intersection or provide 2-stage

clearance - - - √ √ √

- Dual lanes for SBL and 4-lane widening of Bradley Avenue (between

VMP and Bonder Road) - - - - - √ √ √

- Upgrade to Interchange (year) - - - - - - √

(2032/33)

√

(2031/32)

√

(2029/30)

Innovation Gate/

Bradley Ave - Signalization √ √ √



4.3 Review of Bradley Avenue Interchange Requirements as per MTO Improvement Criteria

As mentioned earlier in the previous sections of the report, the improvements at the study

area intersection were identified based on the City of London’s criteria for network

improvements. As per the City of London’s road network improvement criteria,

movements operating at an upper limit of LOS ‘E’ i.e. approaching near LOS ‘F’ and

volume to capacity ratio (v/c) of 0.99 or greater were considered for geometric

improvement. For this study, an average delay of 75 s for signalized intersection and 45 s

for unsignalized intersection were considered as the upper limit of LOS ‘E’.

The ‘General Guidelines for the Preparation of Traffic Impact Studies’ from the Ministry

of Transportation recommends that movements that experience a v/c ratio of 0.85 or

greater should be considered for geometric improvement.

For Scenario 1 (with development rate of 35 acres/year), the eastbound left turn

movement at this intersection is a critical movement, which is expected to operate at v/c

of 0.80 during afternoon peak hour in year 2023. For all the development scenarios, in

year 2033, various movements (e.g. eastbound left turn and southbound left turn during

both peak hours ) at VMP and Bradley Avenue intersection are expected to operate at v/c

ratio higher than 0.85 and LOS ‘E’. For Scenario 2 (with development rate of 45

acres/year), the eastbound left turn movement at VMP/Bradley Avenue intersection is a

critical movement for Year 2023, which is expected to operate at v/c of 0.80 during

afternoon peak hour. For Scenario 2, the eastbound left turn is expected to operate at v/c

ratio of 0.82. Hence, for Scenario 1 and 2, the need for an interchange at VMP and

Bradley Avenue intersection is expected to arise between Year 2023 and 2033.

Considering the MTO’s improvement criteria, the VMP and Bradley Avenue intersection

would require an additional capacity or upgraded with an interchange around 2030/31.

However, for the Scenario 3 (with development rate of 55 acres/year), the eastbound left

turn movements during both the peak hours and southbound left turn movement in

afternoon peak hour are expected to operate at LOS ‘E’ and v/c ratio over 0.85, even after

providing dual left turn lanes. Based on the MTO’s criteria, the Scenario 3 would warrant

for an additional capacity or upgrade with an interchange by Year 2023.

Traffic Impact Study for Innovation Industrial Park City of London Appendices

MMM Group Limited October 2014

Technical Appendices



Technical Appendix 1

Existing (2013) Intersection Capacity Analysis Results

HCM Signalized Intersection Capacity Analysis Existing Conditions100: Old Victoria Road & Commissioners Road E & Hamilton Road AM Peak Hour

05/02/2014 Synchro 8 ReportPage 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 102 362 4 2 360 151 1 51 3 59 43 64Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 7.0 7.0 7.0 5.7 5.7Lane Util. Factor 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 0.99 0.95Flt Protected 0.99 1.00 1.00 1.00 0.98Satd. Flow (prot) 1835 1862 1615 1818 1724Flt Permitted 0.83 1.00 1.00 0.99 0.86Satd. Flow (perm) 1536 1860 1615 1809 1507Peak-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) 111 393 4 2 391 164 1 55 3 64 47 70RTOR Reduction (vph) 0 0 0 0 0 56 0 2 0 0 30 0Lane Group Flow (vph) 0 508 0 0 393 108 0 57 0 0 151 0Heavy Vehicles (%) 7% 1% 0% 0% 2% 0% 0% 4% 0% 2% 0% 5%Turn Type Perm NA Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4Actuated Green, G (s) 50.1 50.1 50.1 13.2 13.2Effective Green, g (s) 50.1 50.1 50.1 13.2 13.2Actuated g/C Ratio 0.66 0.66 0.66 0.17 0.17Clearance Time (s) 7.0 7.0 7.0 5.7 5.7Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 1012 1226 1064 314 261v/s Ratio Protv/s Ratio Perm c0.33 0.21 0.07 0.03 c0.10v/c Ratio 0.50 0.32 0.10 0.18 0.58Uniform Delay, d1 6.6 5.6 4.7 26.8 28.9Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.8 0.7 0.2 0.3 3.1Delay (s) 8.4 6.3 4.9 27.1 32.0Level of Service A A A C CApproach Delay (s) 8.4 5.9 27.1 32.0Approach LOS A A C C

Intersection SummaryHCM 2000 Control Delay 11.4 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.52Actuated Cycle Length (s) 76.0 Sum of lost time (s) 12.7Intersection Capacity Utilization 76.5% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis Existing Conditions300: Veterans Memorial Pkwy & Hamilton Road AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 291 105 26 11 290 136 48 886 10 57 656 201Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1736 1776 1442 1656 1845 1553 1570 3282 1468 1612 3195 1509Flt Permitted 0.33 1.00 1.00 0.68 1.00 1.00 0.30 1.00 1.00 0.17 1.00 1.00Satd. Flow (perm) 595 1776 1442 1192 1845 1553 493 3282 1468 287 3195 1509Peak-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) 316 114 28 12 315 148 52 963 11 62 713 218RTOR Reduction (vph) 0 0 15 0 0 85 0 0 7 0 0 136Lane Group Flow (vph) 316 114 13 12 315 63 52 963 4 62 713 82Heavy Vehicles (%) 4% 7% 12% 9% 3% 4% 15% 10% 10% 12% 13% 7%Turn Type pm+pt NA Perm Perm NA Perm Perm NA Perm Perm NA PermProtected Phases 3 8 4 2 6Permitted Phases 8 8 4 4 2 2 6 6Actuated Green, G (s) 37.7 37.7 37.7 19.4 19.4 19.4 31.3 31.3 31.3 31.3 31.3 31.3Effective Green, g (s) 37.7 37.7 37.7 19.4 19.4 19.4 31.3 31.3 31.3 31.3 31.3 31.3Actuated g/C Ratio 0.45 0.45 0.45 0.23 0.23 0.23 0.37 0.37 0.37 0.37 0.37 0.37Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 463 800 650 276 428 360 184 1228 549 107 1196 564v/s Ratio Prot c0.12 0.06 0.17 c0.29 0.22v/s Ratio Perm c0.19 0.01 0.01 0.04 0.11 0.00 0.22 0.05v/c Ratio 0.68 0.14 0.02 0.04 0.74 0.17 0.28 0.78 0.01 0.58 0.60 0.14Uniform Delay, d1 16.3 13.5 12.7 24.9 29.7 25.7 18.3 23.2 16.4 20.9 21.1 17.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 4.1 0.1 0.0 0.1 6.5 0.2 3.8 5.1 0.0 20.9 2.2 0.5Delay (s) 20.4 13.5 12.7 25.0 36.2 25.9 22.1 28.2 16.4 41.8 23.3 17.8Level of Service C B B C D C C C B D C BApproach Delay (s) 18.2 32.7 27.8 23.2Approach LOS B C C C

Intersection SummaryHCM 2000 Control Delay 25.6 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.76Actuated Cycle Length (s) 83.6 Sum of lost time (s) 18.6Intersection Capacity Utilization 83.0% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis Existing Conditions600: Veterans Memorial Pkwy & Bradley Avenue AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 177 25 24 3 43 69 34 697 3 22 509 162Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.91 1.00 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1626 1827 1495 1357 1667 1656 3215 1736 3167 1404Flt Permitted 0.68 1.00 1.00 0.74 1.00 0.44 1.00 0.34 1.00 1.00Satd. Flow (perm) 1158 1827 1495 1056 1667 766 3215 614 3167 1404Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 197 28 27 3 48 77 38 774 3 24 566 180RTOR Reduction (vph) 0 0 20 0 54 0 0 0 0 0 0 87Lane Group Flow (vph) 197 28 7 3 71 0 38 777 0 24 566 93Heavy Vehicles (%) 11% 4% 8% 33% 9% 0% 9% 12% 66% 4% 14% 15%Turn Type Perm NA Perm Perm NA Perm NA Perm NA PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 15.7 15.7 15.7 15.7 15.7 32.7 32.7 32.7 32.7 32.7Effective Green, g (s) 15.7 15.7 15.7 15.7 15.7 32.7 32.7 32.7 32.7 32.7Actuated g/C Ratio 0.25 0.25 0.25 0.25 0.25 0.52 0.52 0.52 0.52 0.52Clearance Time (s) 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 288 454 371 262 414 396 1666 318 1641 727v/s Ratio Prot 0.02 0.04 c0.24 0.18v/s Ratio Perm c0.17 0.00 0.00 0.05 0.04 0.07v/c Ratio 0.68 0.06 0.02 0.01 0.17 0.10 0.47 0.08 0.34 0.13Uniform Delay, d1 21.5 18.1 17.9 17.9 18.6 7.7 9.7 7.6 8.9 7.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 6.6 0.1 0.0 0.0 0.2 0.5 0.9 0.5 0.6 0.4Delay (s) 28.0 18.1 17.9 17.9 18.8 8.2 10.6 8.1 9.5 8.2Level of Service C B B B B A B A A AApproach Delay (s) 25.8 18.8 10.5 9.1Approach LOS C B B A

Intersection SummaryHCM 2000 Control Delay 12.5 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.54Actuated Cycle Length (s) 63.1 Sum of lost time (s) 14.7Intersection Capacity Utilization 57.0% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis Existing Conditions200: Venture Gate & Hamilton Road AM Peak Hour


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (veh/h) 406 18 31 508 5 16Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91Hourly flow rate (vph) 446 20 34 558 5 18PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 466 1073 446vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 466 1073 446tC, single (s) 4.3 6.4 6.6tC, 2 stage (s)tF (s) 2.3 3.5 3.6p0 queue free % 97 98 97cM capacity (veh/h) 1026 238 545

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 446 20 34 558 5 18Volume Left 0 0 34 0 5 0Volume Right 0 20 0 0 0 18cSH 1700 1700 1026 1700 238 545Volume to Capacity 0.26 0.01 0.03 0.33 0.02 0.03Queue Length 95th (m) 0.0 0.0 0.8 0.0 0.6 0.8Control Delay (s) 0.0 0.0 8.6 0.0 20.5 11.8Lane LOS A C BApproach Delay (s) 0.0 0.5 13.9Approach LOS B

Intersection SummaryAverage Delay 0.6Intersection Capacity Utilization 36.7% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing Conditions400: Old Victoria Road & Bradley Avenue AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 44 176 4 42 193 4 9 40 40 11 26 24Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 48 191 4 46 210 4 10 43 43 12 28 26PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 214 196 630 595 193 655 595 212vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 214 196 630 595 193 655 595 212tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 97 97 97 89 95 96 93 97cM capacity (veh/h) 1368 1359 344 392 845 315 387 833

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 48 196 46 214 10 87 66Volume Left 48 0 46 0 10 0 12Volume Right 0 4 0 4 0 43 26cSH 1368 1700 1359 1700 344 536 466Volume to Capacity 0.03 0.12 0.03 0.13 0.03 0.16 0.14Queue Length 95th (m) 0.9 0.0 0.8 0.0 0.7 4.6 3.9Control Delay (s) 7.7 0.0 7.7 0.0 15.8 13.0 14.0Lane LOS A A C B BApproach Delay (s) 1.5 1.4 13.3 14.0Approach LOS B B


HCM Unsignalized Intersection Capacity Analysis Existing Conditions500: Dr. Oetker Gate/Innovation Gate & Bradley Avenue AM Peak Hour



Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1Volume Total 7 239 1 3 255 1 1 10Volume Left 7 0 0 3 0 0 0 5Volume Right 0 0 1 0 0 1 1 4cSH 1320 1700 1700 1165 1700 1700 805 573Volume to Capacity 0.00 0.14 0.00 0.00 0.15 0.00 0.00 0.02Queue Length 95th (m) 0.1 0.0 0.0 0.1 0.0 0.0 0.0 0.4Control Delay (s) 7.7 0.0 0.0 8.1 0.0 0.0 9.5 11.4Lane LOS A A A BApproach Delay (s) 0.2 0.1 9.5 11.4Approach LOS A B


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HCM Signalized Intersection Capacity Analysis Existing Conditions100: Old Victoria Road & Commissioners Road E & Hamilton Road PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 99 364 3 7 438 123 2 78 4 134 112 134Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 7.0 7.0 7.0 5.7 5.7Lane Util. Factor 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 0.99 0.95Flt Protected 0.99 1.00 1.00 1.00 0.98Satd. Flow (prot) 1864 1898 1583 1887 1778Flt Permitted 0.77 0.99 1.00 0.99 0.86Satd. Flow (perm) 1451 1884 1583 1875 1557Peak-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) 108 396 3 8 476 134 2 85 4 146 122 146RTOR Reduction (vph) 0 0 0 0 0 55 0 2 0 0 23 0Lane Group Flow (vph) 0 507 0 0 484 79 0 89 0 0 391 0Heavy Vehicles (%) 0% 1% 0% 0% 0% 2% 0% 0% 0% 0% 0% 0%Turn Type Perm NA Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4Actuated Green, G (s) 50.0 50.0 50.0 22.0 22.0Effective Green, g (s) 50.0 50.0 50.0 22.0 22.0Actuated g/C Ratio 0.59 0.59 0.59 0.26 0.26Clearance Time (s) 7.0 7.0 7.0 5.7 5.7Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 856 1112 934 487 404v/s Ratio Protv/s Ratio Perm c0.35 0.26 0.05 0.05 c0.25v/c Ratio 0.59 0.44 0.08 0.18 0.97Uniform Delay, d1 10.9 9.6 7.5 24.4 31.0Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 3.0 1.2 0.2 0.2 36.0Delay (s) 13.9 10.8 7.7 24.5 67.0Level of Service B B A C EApproach Delay (s) 13.9 10.1 24.5 67.0Approach LOS B B C E

Intersection SummaryHCM 2000 Control Delay 26.6 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.71Actuated Cycle Length (s) 84.7 Sum of lost time (s) 12.7Intersection Capacity Utilization 92.8% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis Existing Conditions300: Veterans Memorial Pkwy & Hamilton Road PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 240 248 54 12 135 91 26 712 16 139 1134 382Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1671 1863 1553 1671 1827 1568 1626 3252 1615 1770 3438 1583Flt Permitted 0.49 1.00 1.00 0.59 1.00 1.00 0.13 1.00 1.00 0.30 1.00 1.00Satd. Flow (perm) 862 1863 1553 1046 1827 1568 219 3252 1615 557 3438 1583Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Adj. Flow (vph) 258 267 58 13 145 98 28 766 17 149 1219 411RTOR Reduction (vph) 0 0 25 0 0 83 0 0 10 0 0 238Lane Group Flow (vph) 258 267 33 13 145 15 28 766 7 149 1219 173Heavy Vehicles (%) 8% 2% 4% 8% 4% 3% 11% 11% 0% 2% 5% 2%Turn Type pm+pt NA Perm Perm NA Perm Perm NA Perm Perm NA PermProtected Phases 3 8 4 2 6Permitted Phases 8 8 4 4 2 2 6 6Actuated Green, G (s) 28.2 28.2 28.2 11.2 11.2 11.2 31.2 31.2 31.2 31.2 31.2 31.2Effective Green, g (s) 28.2 28.2 28.2 11.2 11.2 11.2 31.2 31.2 31.2 31.2 31.2 31.2Actuated g/C Ratio 0.38 0.38 0.38 0.15 0.15 0.15 0.42 0.42 0.42 0.42 0.42 0.42Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 470 709 591 158 276 237 92 1371 680 234 1449 667v/s Ratio Prot c0.10 0.14 0.08 0.24 c0.35v/s Ratio Perm c0.11 0.02 0.01 0.01 0.13 0.00 0.27 0.11v/c Ratio 0.55 0.38 0.06 0.08 0.53 0.06 0.30 0.56 0.01 0.64 0.84 0.26Uniform Delay, d1 16.9 16.5 14.5 27.0 28.9 26.9 14.2 16.2 12.4 16.9 19.2 13.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.3 0.3 0.0 0.2 1.8 0.1 8.3 1.6 0.0 12.5 6.1 0.9Delay (s) 18.2 16.9 14.5 27.2 30.8 27.0 22.5 17.8 12.5 29.4 25.2 14.8Level of Service B B B C C C C B B C C BApproach Delay (s) 17.2 29.1 17.9 23.2Approach LOS B C B C

Intersection SummaryHCM 2000 Control Delay 21.4 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.75Actuated Cycle Length (s) 74.0 Sum of lost time (s) 18.6Intersection Capacity Utilization 80.4% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis Existing Conditions600: Veterans Memorial Pkwy & Bradley Avenue PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 165 72 28 15 65 42 33 547 20 71 863 266Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.94 1.00 0.99 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1719 1845 1455 1805 1743 1570 3218 1805 3406 1553Flt Permitted 0.68 1.00 1.00 0.71 1.00 0.28 1.00 0.43 1.00 1.00Satd. Flow (perm) 1239 1845 1455 1344 1743 468 3218 810 3406 1553Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 174 76 29 16 68 44 35 576 21 75 908 280RTOR Reduction (vph) 0 0 23 0 34 0 0 2 0 0 0 128Lane Group Flow (vph) 174 76 6 16 78 0 35 595 0 75 908 152Heavy Vehicles (%) 5% 3% 11% 0% 3% 2% 15% 12% 0% 0% 6% 4%Turn Type Perm NA Perm Perm NA Perm NA Perm NA PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 13.8 13.8 13.8 13.8 13.8 33.7 33.7 33.7 33.7 33.7Effective Green, g (s) 13.8 13.8 13.8 13.8 13.8 33.7 33.7 33.7 33.7 33.7Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.54 0.54 0.54 0.54 0.54Clearance Time (s) 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 274 409 322 298 386 253 1743 438 1845 841v/s Ratio Prot 0.04 0.04 0.18 c0.27v/s Ratio Perm c0.14 0.00 0.01 0.07 0.09 0.10v/c Ratio 0.64 0.19 0.02 0.05 0.20 0.14 0.34 0.17 0.49 0.18Uniform Delay, d1 21.9 19.6 18.9 19.1 19.7 7.1 8.0 7.2 8.9 7.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 4.8 0.2 0.0 0.1 0.3 1.1 0.5 0.8 0.9 0.5Delay (s) 26.7 19.9 18.9 19.1 20.0 8.2 8.5 8.0 9.8 7.7Level of Service C B B B B A A A A AApproach Delay (s) 24.0 19.9 8.5 9.3Approach LOS C B A A


HCM Unsignalized Intersection Capacity Analysis Existing Conditions200: Venture Gate & Hamilton Road PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 553 4 10 593 38 49Volume Left 0 0 10 0 38 0Volume Right 0 4 0 0 0 49cSH 1700 1700 875 1700 211 532Volume to Capacity 0.33 0.00 0.01 0.35 0.18 0.09Queue Length 95th (m) 0.0 0.0 0.3 0.0 5.1 2.4Control Delay (s) 0.0 0.0 9.2 0.0 25.8 12.4Lane LOS A D BApproach Delay (s) 0.0 0.2 18.3Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Existing Conditions400: Old Victoria Road & Bradley Avenue PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 59 255 64 333 10 73 133Volume Left 59 0 64 0 10 0 5Volume Right 0 12 0 9 0 33 71cSH 1238 1700 1281 1700 172 394 406Volume to Capacity 0.05 0.15 0.05 0.20 0.06 0.18 0.33Queue Length 95th (m) 1.2 0.0 1.3 0.0 1.4 5.4 11.2Control Delay (s) 8.1 0.0 8.0 0.0 27.2 16.2 18.1Lane LOS A A D C CApproach Delay (s) 1.5 1.3 17.5 18.1Approach LOS C C


HCM Unsignalized Intersection Capacity Analysis Existing Conditions500: Dr. Oetker Gate/Innovation Gate & Bradley Avenue PM Peak Hour



Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1Volume Total 2 279 0 3 390 2 10 9Volume Left 2 0 0 3 0 0 3 3Volume Right 0 0 0 0 0 2 5 3cSH 1177 1700 1700 1295 1700 1700 513 439Volume to Capacity 0.00 0.16 0.00 0.00 0.23 0.00 0.02 0.02Queue Length 95th (m) 0.0 0.0 0.0 0.1 0.0 0.0 0.5 0.5Control Delay (s) 8.1 0.0 0.0 7.8 0.0 0.0 12.2 13.4Lane LOS A A B BApproach Delay (s) 0.1 0.1 12.2 13.4Approach LOS B B


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ITE Trip Generation Rates for General Light Industrial (Land Use 110)

• ............ -~-====--------------------

102

General Light Industrial (110)

Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday

Number of Studies: 18 Average 1000 Sq. Feet GFA: 203

Directional Distribution: 50% entering, 50% exiting

Trip Generation per 1000 Sq. Feet Gross Floor Area

Average Rate Range of Rates Standard Deviation

6.97 1.58 - 16.88 4.24

Data Plot and Equation

7.000 -,-----------------------~---~--__,

'" '0 c: W c. ~ " (j :c: ~ " ~ ~ " f-

6.000

5,000

4,000

3,000

2,000

1,000

o

.... . ... ".- . .. . .. ...... . .. . . . - ,' . .......... . ... .

........... . . . ', - ' - '

if ... .. ~ ..

100 200 300

.r /.

400

.".'f ••

:x

x ... ... .... ' . ........ : . "' -./

"",""

-. /~ ;,.. .. ' ....... - . , . - ...... .

x

. .. - ." . ..... .

.', ..

500 600 700 800

x ~ 1000 Sq. Feet Gross Floor Area

X Actual Data Points --- Fitted Curve - - - - _ . Average Rate

Filled Curve Equation: T = 7.47(X) - 101.92 R2 = 0.81

Trip Generation, 9th Edition. Institute of Transportation Engineers


Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday,

Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m.





0.92 0.17 4.00 1.07


'" '0 c: w .9-.= " (j :c: " >

" ~ ~

-0:

" f-

4.000 -,----- --------------------- ------,

x

3,000

2,000

1,000

O ~~-~-~---_,----~----_r----~---~

o 1000 2000 3000

x ~ 1000 Sq. Feet Gross Floor Area

X Actual Data Points --- Fitted Curve - - - - - - Average Rate

Filled Curve Equation: T = 1.18(X) - 89.28 R2 = 0.92

Trip Generation, 9th Edition • Institute of Transportation Engineers 103

104



Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m.





0.97 0.08 4.50 1.16


U> '0 C

W "-~ " (3 :c ~ " g> (;;

~ " f-

5.000,----------- ----- - --- ----- -------,

x

4,000 ..... - - - - - ...... . .. - - - - - .. ' ..... . . . - . -. - . . _ . - .. . -. - .. .... - - - - . . ..... . - - - - ..... .

3,000 . . . . . . . . . - . - . . . . - . - . . - . . - '

2,000

1.000 .. - - -,.~ - - - ......... - - - ..... . . . . - - . _ .... - . - ... . .

/.' ,

x x x

x

O ~~~~~------_,,_------~------_r--------~----~

o 1000 2000 3000

x = 1000 Sq. Feet Gross Floor Area


Fitted Curve Equation : T = 1.43(X) -157.36 R2 = 0.88

Trip Generation, 9th Edition. Institute of Transportation Engineers



A.M. Peak Hour of Generator





1.01 0.27 4.00 1.10


'" '0 C w .9-,:: " (3 :c " > " Ol

i"

~ " f-

4,000 -,---------------------:----------,

x

3,000

2,000 /~~>/~: ........ . - . ... . . . .. .

1,000 .... ' .".,' -.. x

0 ~2-----~--------,_------~------_r--------~----~

o 1000 2000 3000

x = 1000 Sq. Feet Gross Floor Area


Fitted Curve Equation: T = 1.18(X) - 60.80 R2 = 0.92

Trip Generation, 9th Edition. Institute of Transportation Engineers 105




Future (2018) Intersection Capacity Analysis Results for Scenario 1

HCM 2010 Roundabout100: Old Victoria Road & Commissioners Road E & Hamilton Road 12/05/2014

2018-AM Condition-35 ac rate Synchro 8 ReportMMM Group Limited Page 1

IntersectionIntersection Delay, s/veh 6.8Intersection LOS A

Approach EB WB NB SBEntry Lanes 2 2 2 2Conflicting Circle Lanes 2 2 2 2Adj Approach Flow, veh/h 579 621 92 231Demand Flow Rate, veh/h 591 630 95 237Vehicles Circulating, veh/h 165 212 658 457Vehicles Exiting, veh/h 529 541 98 385Follow-Up Headway, s 3.186 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 0 0 0 0Ped Cap Adj 1.000 1.000 1.000 1.000Approach Delay, s/veh 6.7 7.2 6.0 6.1Approach LOS A A A A

Lane Left Right Left Right Left Right Left RightDesignated Moves LT TR LT TR LT TR LT TRAssumed Moves LT TR LT TR LT TR LT TRRT ChannelizedLane Util 0.470 0.530 0.470 0.530 0.474 0.526 0.468 0.532Critical Headway, s 4.293 4.113 4.293 4.113 4.293 4.113 4.293 4.113Entry Flow, veh/h 278 313 296 334 45 50 111 126Cap Entry Lane, veh/h 998 1007 964 974 690 713 802 821Entry HV Adj Factor 0.978 0.980 0.987 0.986 0.964 0.978 0.978 0.972Flow Entry, veh/h 272 307 292 329 43 49 109 122Cap Entry, veh/h 977 986 951 961 665 697 784 797V/C Ratio 2.78 0.311 3.07 0.343 0.65 0.070 1.38 0.154Control Delay, s/veh 6.5 6.8 7.0 7.4 6.1 5.9 6.0 6.1LOS A A A A A A A A95th %tile Queue, veh 0.1 1 0.1 2 0.0 0 0.0 1

HCM Unsignalized Intersection Capacity Analysis200: Venture Gate & Hamilton Road 12/05/2014





HCM Signalized Intersection Capacity Analysis300: Veterans Memorial Pkwy & Hamilton Road 12/05/2014


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 331 115 51 14 316 146 75 1012 12 61 819 250Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3367 1776 1442 1656 1845 1553 1570 3282 1468 1612 3195 1509Flt Permitted 0.95 1.00 1.00 0.68 1.00 1.00 0.23 1.00 1.00 0.15 1.00 1.00Satd. Flow (perm) 3367 1776 1442 1180 1845 1553 387 3282 1468 254 3195 1509Peak-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) 360 125 55 15 343 159 82 1100 13 66 890 272RTOR Reduction (vph) 0 0 33 0 0 76 0 0 7 0 0 152Lane Group Flow (vph) 360 125 22 15 343 83 82 1100 6 66 890 120Heavy Vehicles (%) 4% 7% 12% 9% 3% 4% 15% 10% 10% 12% 13% 7%Turn Type Prot NA Perm Perm NA Perm Perm NA Perm Perm NA PermProtected Phases 3 8 4 2 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 11.8 34.9 34.9 19.1 19.1 19.1 39.0 39.0 39.0 39.0 39.0 39.0Effective Green, g (s) 11.8 34.9 34.9 19.1 19.1 19.1 39.0 39.0 39.0 39.0 39.0 39.0Actuated g/C Ratio 0.13 0.39 0.39 0.22 0.22 0.22 0.44 0.44 0.44 0.44 0.44 0.44Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 448 700 568 254 398 335 170 1446 646 111 1407 664v/s Ratio Prot c0.11 0.07 c0.19 c0.34 0.28v/s Ratio Perm 0.02 0.01 0.05 0.21 0.00 0.26 0.08v/c Ratio 0.80 0.18 0.04 0.06 0.86 0.25 0.48 0.76 0.01 0.59 0.63 0.18Uniform Delay, d1 37.2 17.5 16.5 27.6 33.4 28.7 17.6 20.8 13.9 18.8 19.2 15.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 10.0 0.1 0.0 0.1 17.2 0.4 9.5 3.8 0.0 21.3 2.2 0.6Delay (s) 47.3 17.6 16.5 27.7 50.6 29.1 27.1 24.6 13.9 40.1 21.4 15.6Level of Service D B B C D C C C B D C BApproach Delay (s) 37.3 43.3 24.7 21.1Approach LOS D D C C


HCM Unsignalized Intersection Capacity Analysis400: Old Victoria Road & Bradley Avenue 12/05/2014



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 51 241 64 261 13 134 111Volume Left 51 0 64 0 13 0 40Volume Right 0 8 0 21 0 75 28cSH 1315 1700 1308 1700 264 484 313Volume to Capacity 0.04 0.14 0.05 0.15 0.05 0.28 0.35Queue Length 95th (m) 1.0 0.0 1.2 0.0 1.2 8.9 12.4Control Delay (s) 7.8 0.0 7.9 0.0 19.3 15.3 22.7Lane LOS A A C C CApproach Delay (s) 1.4 1.6 15.6 22.7Approach LOS C C


HCM Unsignalized Intersection Capacity Analysis500: Dr. Oetker Gate/Innovation Gate & Bradley Avenue 12/05/2014



Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1Volume Total 52 283 16 62 288 60 41 66Volume Left 52 0 0 62 0 0 9 37Volume Right 0 0 16 0 0 60 33 29cSH 1222 1700 1700 1105 1700 1700 542 364Volume to Capacity 0.04 0.17 0.01 0.06 0.17 0.04 0.08 0.18Queue Length 95th (m) 1.1 0.0 0.0 1.4 0.0 0.0 2.0 5.3Control Delay (s) 8.1 0.0 0.0 8.5 0.0 0.0 12.2 17.1Lane LOS A A B CApproach Delay (s) 1.2 1.3 12.2 17.1Approach LOS B C


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HCM Signalized Intersection Capacity Analysis600: Veterans Memorial Pkwy & Bradley Avenue 12/05/2014


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 228 53 42 14 64 106 67 764 23 85 555 244Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.91 1.00 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1626 1827 1495 1357 1666 1656 3164 1736 3167 1404Flt Permitted 0.41 1.00 1.00 0.72 1.00 0.39 1.00 0.27 1.00 1.00Satd. Flow (perm) 703 1827 1495 1026 1666 688 3164 489 3167 1404Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 253 59 47 16 71 118 74 849 26 94 617 271RTOR Reduction (vph) 0 0 32 0 68 0 0 2 0 0 0 134Lane Group Flow (vph) 253 59 15 16 121 0 74 873 0 94 617 137Heavy Vehicles (%) 11% 4% 8% 33% 9% 0% 9% 12% 66% 4% 14% 15%Turn Type pm+pt NA Perm Perm NA Perm NA Perm NA PermProtected Phases 7 4 8 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 28.2 28.2 28.2 10.7 10.7 44.1 44.1 44.1 44.1 44.1Effective Green, g (s) 28.2 28.2 28.2 10.7 10.7 44.1 44.1 44.1 44.1 44.1Actuated g/C Ratio 0.32 0.32 0.32 0.12 0.12 0.51 0.51 0.51 0.51 0.51Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 371 592 484 126 204 348 1603 247 1605 711v/s Ratio Prot c0.11 0.03 0.07 c0.28 0.19v/s Ratio Perm c0.12 0.01 0.02 0.11 0.19 0.10v/c Ratio 0.68 0.10 0.03 0.13 0.59 0.21 0.54 0.38 0.38 0.19Uniform Delay, d1 23.7 20.5 20.1 34.0 36.1 11.9 14.6 13.1 13.1 11.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 5.1 0.1 0.0 0.5 4.5 1.4 1.3 4.4 0.7 0.6Delay (s) 28.8 20.6 20.1 34.4 40.6 13.2 15.9 17.5 13.8 12.3Level of Service C C C C D B B B B BApproach Delay (s) 26.3 40.1 15.7 13.8Approach LOS C D B B

Intersection SummaryHCM 2000 Control Delay 18.5 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.62Actuated Cycle Length (s) 87.0 Sum of lost time (s) 18.7Intersection Capacity Utilization 71.6% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

HCM Unsignalized Intersection Capacity Analysis700: Bradley Avenue & Bonder Road 12/05/2014



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2Volume Total 84 91 3 150 16 1 4 46Volume Left 84 0 3 0 16 0 4 0Volume Right 0 29 0 9 0 1 0 46cSH 1431 1700 1504 1700 479 984 548 901Volume to Capacity 0.06 0.05 0.00 0.09 0.03 0.00 0.01 0.05Queue Length 95th (m) 1.5 0.0 0.1 0.0 0.8 0.0 0.2 1.3Control Delay (s) 7.7 0.0 7.4 0.0 12.8 8.7 11.6 9.2Lane LOS A A B A B AApproach Delay (s) 3.7 0.2 12.5 9.4Approach LOS B A



2018-PM Condition-35 ac rate Synchro 8 ReportMMM Group Limited Page 1







Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 600 12 31 652 62 104Volume Left 0 0 31 0 62 0Volume Right 0 12 0 0 0 104cSH 1700 1700 833 1700 167 501Volume to Capacity 0.35 0.01 0.04 0.38 0.37 0.21Queue Length 95th (m) 0.0 0.0 0.9 0.0 12.7 6.2Control Delay (s) 0.0 0.0 9.5 0.0 38.8 14.1Lane LOS A E BApproach Delay (s) 0.0 0.4 23.3Approach LOS C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 288 271 76 14 146 98 46 865 19 149 1256 422Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3242 1863 1553 1671 1827 1568 1626 3252 1615 1770 3438 1583Flt Permitted 0.95 1.00 1.00 0.58 1.00 1.00 0.12 1.00 1.00 0.26 1.00 1.00Satd. Flow (perm) 3242 1863 1553 1024 1827 1568 210 3252 1615 479 3438 1583Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Adj. Flow (vph) 310 291 82 15 157 105 49 930 20 160 1351 454RTOR Reduction (vph) 0 0 34 0 0 87 0 0 9 0 0 205Lane Group Flow (vph) 310 291 48 15 157 18 49 930 11 160 1351 249Heavy Vehicles (%) 8% 2% 4% 8% 4% 3% 11% 11% 0% 2% 5% 2%Turn Type Prot NA Perm Perm NA Perm Perm NA Perm Perm NA PermProtected Phases 3 8 4 2 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 10.8 25.6 25.6 10.8 10.8 10.8 49.0 49.0 49.0 49.0 49.0 49.0Effective Green, g (s) 10.8 25.6 25.6 10.8 10.8 10.8 49.0 49.0 49.0 49.0 49.0 49.0Actuated g/C Ratio 0.12 0.29 0.29 0.12 0.12 0.12 0.55 0.55 0.55 0.55 0.55 0.55Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 392 534 445 123 221 189 115 1786 887 263 1888 869v/s Ratio Prot c0.10 0.16 c0.09 0.29 c0.39v/s Ratio Perm 0.03 0.01 0.01 0.23 0.01 0.33 0.16v/c Ratio 0.79 0.54 0.11 0.12 0.71 0.10 0.43 0.52 0.01 0.61 0.72 0.29Uniform Delay, d1 38.1 26.9 23.4 35.0 37.7 34.9 11.8 12.7 9.1 13.6 14.9 10.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 10.4 1.1 0.1 0.4 10.3 0.2 11.1 1.1 0.0 10.1 2.4 0.8Delay (s) 48.5 28.0 23.5 35.4 48.0 35.1 23.0 13.8 9.1 23.7 17.3 11.6Level of Service D C C D D D C B A C B BApproach Delay (s) 36.8 42.4 14.1 16.5Approach LOS D D B B





Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 63 286 93 408 14 97 160Volume Left 63 0 93 0 14 0 14Volume Right 0 14 0 35 0 45 76cSH 1162 1700 1248 1700 115 321 300Volume to Capacity 0.05 0.17 0.07 0.24 0.12 0.30 0.53Queue Length 95th (m) 1.4 0.0 1.9 0.0 3.3 9.9 23.5Control Delay (s) 8.3 0.0 8.1 0.0 40.8 21.0 29.9Lane LOS A A E C DApproach Delay (s) 1.5 1.5 23.5 29.9Approach LOS C D







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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 238 91 56 34 92 98 45 593 29 96 941 309Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.92 1.00 0.99 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1719 1845 1455 1805 1711 1570 3217 1805 3406 1553Flt Permitted 0.44 1.00 1.00 0.69 1.00 0.20 1.00 0.36 1.00 1.00Satd. Flow (perm) 793 1845 1455 1320 1711 333 3217 690 3406 1553Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 251 96 59 36 97 103 47 624 31 101 991 325RTOR Reduction (vph) 0 0 30 0 46 0 0 4 0 0 0 177Lane Group Flow (vph) 251 96 29 36 154 0 47 651 0 101 991 148Heavy Vehicles (%) 5% 3% 11% 0% 3% 2% 15% 12% 0% 0% 6% 4%Turn Type pm+pt NA Perm Perm NA Perm NA Perm NA PermProtected Phases 7 4 8 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 30.4 30.4 30.4 12.5 12.5 37.5 37.5 37.5 37.5 37.5Effective Green, g (s) 30.4 30.4 30.4 12.5 12.5 37.5 37.5 37.5 37.5 37.5Actuated g/C Ratio 0.37 0.37 0.37 0.15 0.15 0.45 0.45 0.45 0.45 0.45Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 447 679 535 199 258 151 1460 313 1546 705v/s Ratio Prot c0.09 0.05 0.09 0.20 c0.29v/s Ratio Perm c0.11 0.02 0.03 0.14 0.15 0.10v/c Ratio 0.56 0.14 0.05 0.18 0.60 0.31 0.45 0.32 0.64 0.21Uniform Delay, d1 19.5 17.4 16.8 30.6 32.7 14.3 15.4 14.4 17.4 13.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.6 0.1 0.0 0.4 3.7 5.3 1.0 2.7 2.1 0.7Delay (s) 21.1 17.5 16.9 31.0 36.4 19.6 16.4 17.1 19.4 14.3Level of Service C B B C D B B B B BApproach Delay (s) 19.7 35.6 16.6 18.1Approach LOS B D B B



2023 - AM Condition-35 ac rate Synchro 8 ReportMMM Group Limited Page 1




HCM Signalized Intersection Capacity Analysis200: Venture Gate & Hamilton Road 13/05/2014


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (vph) 501 61 136 602 28 72Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.6 6.6 6.6 6.6 5.7 5.7Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1727 1468 1641 1727 1641 1468Flt Permitted 1.00 1.00 0.44 1.00 0.95 1.00Satd. Flow (perm) 1727 1468 757 1727 1641 1468Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 551 67 149 662 31 79RTOR Reduction (vph) 0 25 0 0 0 70Lane Group Flow (vph) 551 42 149 662 31 9Heavy Vehicles (%) 10% 10% 10% 10% 10% 10%Turn Type NA Perm Perm NA NA PermProtected Phases 2 6 8Permitted Phases 2 6 8Actuated Green, G (s) 29.2 29.2 29.2 29.2 5.5 5.5Effective Green, g (s) 29.2 29.2 29.2 29.2 5.5 5.5Actuated g/C Ratio 0.62 0.62 0.62 0.62 0.12 0.12Clearance Time (s) 6.6 6.6 6.6 6.6 5.7 5.7Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 1072 912 470 1072 192 171v/s Ratio Prot 0.32 c0.38 c0.02v/s Ratio Perm 0.03 0.20 0.01v/c Ratio 0.51 0.05 0.32 0.62 0.16 0.05Uniform Delay, d1 5.0 3.5 4.2 5.5 18.7 18.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.4 0.0 0.4 1.1 0.4 0.1Delay (s) 5.4 3.5 4.6 6.5 19.1 18.6Level of Service A A A A B BApproach Delay (s) 5.2 6.2 18.7Approach LOS A A B

Intersection SummaryHCM 2000 Control Delay 6.7 HCM 2000 Level of Service AHCM 2000 Volume to Capacity ratio 0.54Actuated Cycle Length (s) 47.0 Sum of lost time (s) 12.3Intersection Capacity Utilization 55.5% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group



Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 369 125 79 17 342 156 102 1143 14 66 987 295Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 3282 1468 1641 3282 1468 1641 3282 1468 1641 3195 1468Flt Permitted 0.95 1.00 1.00 0.67 1.00 1.00 0.16 1.00 1.00 0.10 1.00 1.00Satd. Flow (perm) 3183 3282 1468 1150 3282 1468 269 3282 1468 177 3195 1468Peak-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) 401 136 86 18 372 170 111 1242 15 72 1073 321RTOR Reduction (vph) 0 0 59 0 0 125 0 0 8 0 0 182Lane Group Flow (vph) 401 136 27 18 372 45 111 1242 7 72 1073 139Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 13% 10%Turn Type Prot NA Perm Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 3 8 4 5 2 1 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 12.0 28.3 28.3 12.3 12.3 12.3 43.1 39.1 39.1 43.1 39.1 39.1Effective Green, g (s) 12.0 28.3 28.3 12.3 12.3 12.3 43.1 39.1 39.1 43.1 39.1 39.1Actuated g/C Ratio 0.13 0.31 0.31 0.14 0.14 0.14 0.48 0.43 0.43 0.48 0.43 0.43Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 424 1032 461 157 448 200 189 1425 637 149 1388 637v/s Ratio Prot c0.13 0.04 c0.11 c0.03 c0.38 0.02 0.34v/s Ratio Perm 0.02 0.02 0.03 0.25 0.00 0.21 0.09v/c Ratio 0.95 0.13 0.06 0.11 0.83 0.22 0.59 0.87 0.01 0.48 0.77 0.22Uniform Delay, d1 38.7 22.1 21.5 34.1 37.8 34.6 15.0 23.2 14.5 16.1 21.7 15.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 30.0 0.1 0.1 0.3 12.3 0.6 4.6 7.6 0.0 2.5 4.2 0.8Delay (s) 68.7 22.1 21.6 34.4 50.2 35.2 19.6 30.7 14.5 18.5 25.9 16.7Level of Service E C C C D D B C B B C BApproach Delay (s) 52.0 45.1 29.7 23.5Approach LOS D D C C


HCM 2010 Roundabout400: Old Victoria Road & Bradley Avenue 13/05/2014




Lane Left Right Left Right Left Right Left RightDesignated Moves LT TR LT TR LT TR LT TRAssumed Moves LT TR LT TR LT R LT TRRT ChannelizedLane Util 0.469 0.531 0.470 0.530 0.443 0.557 0.471 0.529Critical Headway, s 4.293 4.113 4.293 4.113 4.293 4.113 4.293 4.113Entry Flow, veh/h 177 200 201 227 94 118 80 90Cap Entry Lane, veh/h 952 963 1007 1014 812 830 834 851Entry HV Adj Factor 0.912 0.910 0.912 0.910 0.913 0.907 0.908 0.910Flow Entry, veh/h 161 182 183 207 86 107 73 82Cap Entry, veh/h 868 876 918 923 741 752 757 775V/C Ratio 1.86 0.208 2.00 0.224 1.16 0.142 0.96 0.106Control Delay, s/veh 6.0 6.2 5.9 6.1 6.1 6.3 5.7 5.7LOS A A A A A A A A95th %tile Queue, veh 0.1 1 0.1 1 0.0 0 0.0 0

HCM Signalized Intersection Capacity Analysis500: Dr. Oetker Gate/Innovation Gate & Bradley Avenue 13/05/2014


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 85 306 27 103 298 101 14 0 55 60 0 47Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 0.89 0.94Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.99 0.97Satd. Flow (prot) 1641 1727 1468 1641 1727 1468 1525 1580Flt Permitted 0.56 1.00 1.00 0.56 1.00 1.00 0.94 0.85Satd. Flow (perm) 975 1727 1468 967 1727 1468 1447 1383Peak-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) 92 333 29 112 324 110 15 0 60 65 0 51RTOR Reduction (vph) 0 0 7 0 0 26 0 53 0 0 45 0Lane Group Flow (vph) 92 333 22 112 324 84 0 22 0 0 71 0Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 10%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 51.9 51.9 51.9 51.9 51.9 51.9 7.8 7.8Effective Green, g (s) 51.9 51.9 51.9 51.9 51.9 51.9 7.8 7.8Actuated g/C Ratio 0.77 0.77 0.77 0.77 0.77 0.77 0.12 0.12Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 747 1323 1125 741 1323 1125 166 159v/s Ratio Prot c0.19 0.19v/s Ratio Perm 0.09 0.02 0.12 0.06 0.02 c0.05v/c Ratio 0.12 0.25 0.02 0.15 0.24 0.07 0.13 0.45Uniform Delay, d1 2.0 2.3 1.9 2.1 2.3 2.0 26.9 27.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.3 0.5 0.0 0.4 0.4 0.1 0.4 2.0Delay (s) 2.4 2.7 1.9 2.5 2.7 2.1 27.3 29.9Level of Service A A A A A A C CApproach Delay (s) 2.6 2.5 27.3 29.9Approach LOS A A C C

Intersection SummaryHCM 2000 Control Delay 6.8 HCM 2000 Level of Service AHCM 2000 Volume to Capacity ratio 0.28Actuated Cycle Length (s) 67.7 Sum of lost time (s) 8.0Intersection Capacity Utilization 44.7% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 275 88 58 28 89 155 97 831 51 164 600 318Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 1727 1468 1641 1727 1468 1656 3282 1468 1641 3282 1321Flt Permitted 0.95 1.00 1.00 0.69 1.00 1.00 0.40 1.00 1.00 0.19 1.00 1.00Satd. Flow (perm) 3183 1727 1468 1198 1727 1468 694 3282 1468 335 3282 1321Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 306 98 64 31 99 172 108 923 57 182 667 353RTOR Reduction (vph) 0 0 47 0 0 71 0 0 33 0 0 155Lane Group Flow (vph) 306 98 17 31 99 101 108 923 24 182 667 198Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 9% 10% 10% 10% 10% 10%Parking (#/hr) 0Turn Type Prot NA Perm Perm NA pt+ov Perm NA Perm pm+pt NA PermProtected Phases 7 4 8 8 1 2 1 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 11.6 24.3 24.3 8.7 8.7 24.2 38.2 38.2 38.2 50.0 50.0 50.0Effective Green, g (s) 11.6 24.3 24.3 8.7 8.7 24.2 38.2 38.2 38.2 50.0 50.0 50.0Actuated g/C Ratio 0.13 0.27 0.27 0.10 0.10 0.27 0.43 0.43 0.43 0.56 0.56 0.56Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 414 471 400 117 168 399 297 1408 630 302 1843 742v/s Ratio Prot c0.10 0.06 c0.06 0.07 c0.28 c0.05 0.20v/s Ratio Perm 0.01 0.03 0.16 0.02 0.29 0.15v/c Ratio 0.74 0.21 0.04 0.26 0.59 0.25 0.36 0.66 0.04 0.60 0.36 0.27Uniform Delay, d1 37.2 24.9 23.8 37.2 38.4 25.3 17.2 20.2 14.7 11.7 10.7 10.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 6.8 0.2 0.0 1.2 5.2 0.3 3.4 2.4 0.1 3.4 0.6 0.9Delay (s) 44.0 25.2 23.8 38.4 43.6 25.7 20.6 22.6 14.9 15.1 11.3 10.9Level of Service D C C D D C C C B B B BApproach Delay (s) 37.3 32.9 22.0 11.8Approach LOS D C C B

Intersection SummaryHCM 2000 Control Delay 21.4 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.66Actuated Cycle Length (s) 89.0 Sum of lost time (s) 22.7Intersection Capacity Utilization 62.2% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group




Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2Volume Total 158 172 10 172 55 5 9 85Volume Left 158 0 10 0 55 0 9 0Volume Right 0 102 0 15 0 5 0 85cSH 1405 1700 1405 1700 292 931 388 880Volume to Capacity 0.11 0.10 0.01 0.10 0.19 0.01 0.02 0.10Queue Length 95th (m) 3.0 0.0 0.2 0.0 5.5 0.1 0.5 2.5Control Delay (s) 7.9 0.0 7.6 0.0 20.2 8.9 14.5 9.5Lane LOS A A C A B AApproach Delay (s) 3.8 0.4 19.2 10.0Approach LOS C A



2023 - PM Condition-35 ac rate Synchro 8 ReportMMM Group Limited Page 1

IntersectionIntersection Delay, s/veh 10.4Intersection LOS B

Approach EB WB NB SBEntry Lanes 2 2 2 2Conflicting Circle Lanes 2 2 2 2Adj Approach Flow, veh/h 602 781 172 500Demand Flow Rate, veh/h 661 859 190 550Vehicles Circulating, veh/h 389 314 845 692Vehicles Exiting, veh/h 853 720 205 481Follow-Up Headway, s 3.186 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 0 0 0 0Ped Cap Adj 1.000 1.000 1.000 1.000Approach Delay, s/veh 9.5 10.8 8.4 11.6Approach LOS A B A B

Lane Left Right Left Right Left Right Left RightDesignated Moves LT TR LT TR LT TR LT TRAssumed Moves LT TR LT TR LT TR LT TRRT ChannelizedLane Util 0.470 0.530 0.470 0.530 0.468 0.532 0.469 0.531Critical Headway, s 4.293 4.113 4.293 4.113 4.293 4.113 4.293 4.113Entry Flow, veh/h 311 350 404 455 89 101 258 292Cap Entry Lane, veh/h 844 861 893 907 600 625 672 696Entry HV Adj Factor 0.909 0.911 0.908 0.910 0.911 0.905 0.911 0.907Flow Entry, veh/h 283 319 367 414 81 91 235 265Cap Entry, veh/h 768 784 811 825 546 566 612 632V/C Ratio 3.68 0.407 4.52 0.502 1.48 0.161 3.84 0.419Control Delay, s/veh 9.2 9.7 10.3 11.2 8.5 8.4 11.4 11.9LOS A A B B A A B B95th %tile Queue, veh 0.2 2 0.2 3 0.1 1 0.2 2



Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (vph) 585 18 43 644 74 138Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.6 6.6 6.6 6.6 5.7 5.7Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1727 1468 1641 1727 1641 1468Flt Permitted 1.00 1.00 0.38 1.00 0.95 1.00Satd. Flow (perm) 1727 1468 664 1727 1641 1468Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 643 20 47 708 81 152RTOR Reduction (vph) 0 5 0 0 0 135Lane Group Flow (vph) 643 15 47 708 81 17Heavy Vehicles (%) 10% 10% 10% 10% 10% 10%Turn Type NA Perm Perm NA NA PermProtected Phases 2 6 8Permitted Phases 2 6 8Actuated Green, G (s) 67.7 67.7 67.7 67.7 10.0 10.0Effective Green, g (s) 67.7 67.7 67.7 67.7 10.0 10.0Actuated g/C Ratio 0.75 0.75 0.75 0.75 0.11 0.11Clearance Time (s) 6.6 6.6 6.6 6.6 5.7 5.7Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 1299 1104 499 1299 182 163v/s Ratio Prot 0.37 c0.41 c0.05v/s Ratio Perm 0.01 0.07 0.01v/c Ratio 0.49 0.01 0.09 0.55 0.45 0.10Uniform Delay, d1 4.4 2.8 3.0 4.7 37.4 36.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.4 0.0 0.4 1.6 1.7 0.3Delay (s) 5.8 2.8 3.3 6.3 39.1 36.3Level of Service A A A A D DApproach Delay (s) 5.7 6.1 37.3Approach LOS A A D

Intersection SummaryHCM 2000 Control Delay 10.3 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.53Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.3Intersection Capacity Utilization 51.8% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group



Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 331 292 99 15 158 105 70 1022 21 160 1381 460Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 3282 1468 1641 3282 1468 1641 3282 1468 1641 3195 1468Flt Permitted 0.95 1.00 1.00 0.57 1.00 1.00 0.09 1.00 1.00 0.14 1.00 1.00Satd. Flow (perm) 3183 3282 1468 987 3282 1468 164 3282 1468 250 3195 1468Peak-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) 360 317 108 16 172 114 76 1111 23 174 1501 500RTOR Reduction (vph) 0 0 82 0 0 105 0 0 12 0 0 246Lane Group Flow (vph) 360 317 26 16 172 9 76 1111 11 174 1501 254Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 13% 10%Turn Type Prot NA Perm Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 3 8 4 5 2 1 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 11.0 22.0 22.0 7.0 7.0 7.0 46.2 42.2 42.2 53.8 46.0 46.0Effective Green, g (s) 11.0 22.0 22.0 7.0 7.0 7.0 46.2 42.2 42.2 53.8 46.0 46.0Actuated g/C Ratio 0.12 0.24 0.24 0.08 0.08 0.08 0.51 0.47 0.47 0.59 0.51 0.51Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 386 796 356 76 253 113 148 1528 683 268 1622 745v/s Ratio Prot c0.11 0.10 c0.05 0.02 0.34 c0.06 c0.47v/s Ratio Perm 0.02 0.02 0.01 0.24 0.01 0.33 0.17v/c Ratio 0.93 0.40 0.07 0.21 0.68 0.08 0.51 0.73 0.02 0.65 0.93 0.34Uniform Delay, d1 39.4 28.8 26.4 39.2 40.7 38.8 15.4 19.5 13.0 12.0 20.7 13.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 29.2 0.3 0.1 1.4 7.1 0.3 3.0 3.1 0.0 5.3 10.5 1.2Delay (s) 68.6 29.1 26.5 40.6 47.8 39.1 18.4 22.6 13.1 17.4 31.2 14.5Level of Service E C C D D D B C B B C BApproach Delay (s) 46.9 44.1 22.2 26.3Approach LOS D D C C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 28 314 9 36 459 35 26 1 94 90 2 71Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 0.89 0.94Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.99 0.97Satd. Flow (prot) 1641 1727 1468 1641 1727 1468 1529 1582Flt Permitted 0.44 1.00 1.00 0.55 1.00 1.00 0.92 0.72Satd. Flow (perm) 768 1727 1468 944 1727 1468 1419 1166Peak-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) 30 341 10 39 499 38 28 1 102 98 2 77RTOR Reduction (vph) 0 0 3 0 0 11 0 84 0 0 39 0Lane Group Flow (vph) 30 341 7 39 499 27 0 47 0 0 138 0Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 10%Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 2 6 6 8 4Actuated Green, G (s) 53.3 53.3 53.3 53.3 53.3 53.3 12.9 12.9Effective Green, g (s) 53.3 53.3 53.3 53.3 53.3 53.3 12.9 12.9Actuated g/C Ratio 0.72 0.72 0.72 0.72 0.72 0.72 0.17 0.17Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 551 1240 1054 678 1240 1054 246 202v/s Ratio Prot 0.20 c0.29v/s Ratio Perm 0.04 0.00 0.04 0.02 0.03 c0.12v/c Ratio 0.05 0.28 0.01 0.06 0.40 0.03 0.19 0.68Uniform Delay, d1 3.1 3.7 3.0 3.1 4.1 3.0 26.2 28.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.2 0.5 0.0 0.2 1.0 0.0 0.4 9.2Delay (s) 3.3 4.2 3.0 3.2 5.1 3.0 26.6 37.9Level of Service A A A A A A C DApproach Delay (s) 4.1 4.9 26.6 37.9Approach LOS A A C D

Intersection SummaryHCM 2000 Control Delay 11.5 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.46Actuated Cycle Length (s) 74.2 Sum of lost time (s) 8.0Intersection Capacity Utilization 52.7% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 304 111 82 58 125 170 58 639 39 129 1017 350Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 1727 1468 1641 1727 1468 1656 3282 1468 1641 3282 1321Flt Permitted 0.95 1.00 1.00 0.68 1.00 1.00 0.22 1.00 1.00 0.30 1.00 1.00Satd. Flow (perm) 3183 1727 1468 1171 1727 1468 381 3282 1468 512 3282 1321Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 338 123 91 64 139 189 64 710 43 143 1130 389RTOR Reduction (vph) 0 0 64 0 0 83 0 0 24 0 0 179Lane Group Flow (vph) 338 123 27 64 139 106 64 710 19 143 1130 210Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 9% 10% 10% 10% 10% 10%Parking (#/hr) 0Turn Type Prot NA Perm Perm NA pt+ov Perm NA Perm pm+pt NA PermProtected Phases 7 4 8 8 1 2 1 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 11.8 26.3 26.3 10.5 10.5 22.2 40.0 40.0 40.0 48.0 48.0 48.0Effective Green, g (s) 11.8 26.3 26.3 10.5 10.5 22.2 40.0 40.0 40.0 48.0 48.0 48.0Actuated g/C Ratio 0.13 0.30 0.30 0.12 0.12 0.25 0.45 0.45 0.45 0.54 0.54 0.54Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 422 510 433 138 203 366 171 1475 659 326 1770 712v/s Ratio Prot c0.11 0.07 c0.08 0.07 0.22 0.02 c0.34v/s Ratio Perm 0.02 0.05 0.17 0.01 0.22 0.16v/c Ratio 0.80 0.24 0.06 0.46 0.68 0.29 0.37 0.48 0.03 0.44 0.64 0.29Uniform Delay, d1 37.5 23.8 22.5 36.6 37.7 27.0 16.2 17.2 13.7 11.0 14.4 11.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 10.5 0.2 0.1 2.5 9.2 0.4 6.2 1.1 0.1 0.9 1.8 1.1Delay (s) 47.9 24.0 22.6 39.1 46.8 27.5 22.4 18.3 13.8 12.0 16.2 12.3Level of Service D C C D D C C B B B B BApproach Delay (s) 38.4 36.2 18.4 14.9Approach LOS D D B B

Intersection SummaryHCM 2000 Control Delay 22.0 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.71Actuated Cycle Length (s) 89.0 Sum of lost time (s) 22.7Intersection Capacity Utilization 70.6% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group




Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2Volume Total 52 249 3 162 89 9 14 137Volume Left 52 0 3 0 89 0 14 0Volume Right 0 35 0 5 0 9 0 137cSH 1417 1700 1317 1700 320 808 467 886Volume to Capacity 0.04 0.15 0.00 0.10 0.28 0.01 0.03 0.15Queue Length 95th (m) 0.9 0.0 0.1 0.0 8.9 0.3 0.7 4.4Control Delay (s) 7.6 0.0 7.7 0.0 20.5 9.5 13.0 9.8Lane LOS A A C A B AApproach Delay (s) 1.3 0.2 19.5 10.1Approach LOS C B



2033 - AM Condition-Full Build-out Synchro 8 ReportMMM Group Limited Page 1


Approach EB WB NB SBEntry Lanes 2 2 2 2Conflicting Circle Lanes 2 2 2 2Adj Approach Flow, veh/h 740 772 139 341Demand Flow Rate, veh/h 814 849 153 375Vehicles Circulating, veh/h 291 284 922 610Vehicles Exiting, veh/h 694 791 183 523Follow-Up Headway, s 3.186 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 0 0 0 0Ped Cap Adj 1.000 1.000 1.000 1.000Approach Delay, s/veh 10.0 10.3 8.5 8.6Approach LOS A B A A

Lane Left Right Left Right Left Right Left RightDesignated Moves LT TR LT TR LT TR LT TRAssumed Moves LT TR LT TR LT TR LT TRRT ChannelizedLane Util 0.471 0.529 0.470 0.530 0.471 0.529 0.469 0.531Critical Headway, s 4.293 4.113 4.293 4.113 4.293 4.113 4.293 4.113Entry Flow, veh/h 383 431 399 450 72 81 176 199Cap Entry Lane, veh/h 908 922 913 926 566 593 715 737Entry HV Adj Factor 0.908 0.910 0.909 0.909 0.909 0.911 0.910 0.908Flow Entry, veh/h 348 392 363 409 65 74 160 181Cap Entry, veh/h 825 839 830 842 514 540 651 669V/C Ratio 4.22 0.468 4.37 0.486 1.27 0.137 2.46 0.270Control Delay, s/veh 9.6 10.3 9.8 10.7 8.7 8.4 8.6 8.7LOS A B A B A A A A95th %tile Queue, veh 0.2 3 0.2 3 0.0 0 0.1 1



Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (vph) 593 66 148 681 29 79Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.6 6.6 6.6 6.6 5.7 5.7Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1727 1468 1641 1727 1641 1468Flt Permitted 1.00 1.00 0.37 1.00 0.95 1.00Satd. Flow (perm) 1727 1468 642 1727 1641 1468Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91Adj. Flow (vph) 652 73 163 748 32 87RTOR Reduction (vph) 0 26 0 0 0 77Lane Group Flow (vph) 652 47 163 748 32 10Heavy Vehicles (%) 10% 10% 10% 10% 10% 10%Turn Type NA Perm Perm NA NA PermProtected Phases 2 6 8Permitted Phases 2 6 8Actuated Green, G (s) 32.7 32.7 32.7 32.7 5.6 5.6Effective Green, g (s) 32.7 32.7 32.7 32.7 5.6 5.6Actuated g/C Ratio 0.65 0.65 0.65 0.65 0.11 0.11Clearance Time (s) 6.6 6.6 6.6 6.6 5.7 5.7Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 1116 948 414 1116 181 162v/s Ratio Prot 0.38 c0.43 c0.02v/s Ratio Perm 0.03 0.25 0.01v/c Ratio 0.58 0.05 0.39 0.67 0.18 0.06Uniform Delay, d1 5.1 3.3 4.2 5.6 20.4 20.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.8 0.0 0.6 1.6 0.5 0.2Delay (s) 5.9 3.3 4.9 7.2 20.9 20.3Level of Service A A A A C CApproach Delay (s) 5.6 6.8 20.5Approach LOS A A C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 401 136 135 18 372 170 137 1322 15 71 1218 320Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 3282 1468 1641 3282 1468 1641 3282 1468 1641 3195 1468Flt Permitted 0.95 1.00 1.00 0.66 1.00 1.00 0.10 1.00 1.00 0.10 1.00 1.00Satd. Flow (perm) 3183 3282 1468 1137 3282 1468 173 3282 1468 177 3195 1468Peak-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) 436 148 147 20 404 185 149 1437 16 77 1324 348RTOR Reduction (vph) 0 0 97 0 0 127 0 0 9 0 0 197Lane Group Flow (vph) 436 148 50 20 404 58 149 1437 7 77 1324 151Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 13% 10%Turn Type Prot NA Perm Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 3 8 4 5 2 1 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 12.0 27.4 27.4 11.4 11.4 11.4 45.0 40.0 40.0 43.0 39.0 39.0Effective Green, g (s) 12.0 27.4 27.4 11.4 11.4 11.4 45.0 40.0 40.0 43.0 39.0 39.0Actuated g/C Ratio 0.13 0.30 0.30 0.13 0.13 0.13 0.50 0.44 0.44 0.48 0.43 0.43Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 424 999 446 144 415 185 168 1458 652 149 1384 636v/s Ratio Prot c0.14 0.05 c0.12 c0.05 c0.44 0.02 0.41v/s Ratio Perm 0.03 0.02 0.04 0.39 0.00 0.22 0.10v/c Ratio 1.03 0.15 0.11 0.14 0.97 0.32 0.89 0.99 0.01 0.52 0.96 0.24Uniform Delay, d1 39.0 22.8 22.5 34.9 39.1 35.8 17.8 24.7 14.0 17.9 24.7 16.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 51.1 0.1 0.1 0.4 37.0 1.0 38.6 20.4 0.0 3.0 15.8 0.9Delay (s) 90.1 22.9 22.7 35.4 76.1 36.7 56.4 45.1 14.0 20.9 40.5 17.0Level of Service F C C D E D E D B C D BApproach Delay (s) 63.0 62.8 45.8 35.0Approach LOS E E D C

Intersection SummaryHCM 2000 Control Delay 46.7 HCM 2000 Level of Service DHCM 2000 Volume to Capacity ratio 1.00Actuated Cycle Length (s) 90.0 Sum of lost time (s) 22.6Intersection Capacity Utilization 81.8% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group





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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 297 169 63 68 138 274 104 902 122 375 653 343Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.97 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 1727 1468 1641 1727 1468 1656 3282 1468 3183 3282 1321Flt Permitted 0.95 1.00 1.00 0.64 1.00 1.00 0.38 1.00 1.00 0.95 1.00 1.00Satd. Flow (perm) 3183 1727 1468 1104 1727 1468 655 3282 1468 3183 3282 1321Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 330 188 70 76 153 304 116 1002 136 417 726 381RTOR Reduction (vph) 0 0 51 0 0 65 0 0 83 0 0 164Lane Group Flow (vph) 330 188 19 76 153 239 116 1002 53 417 726 217Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 9% 10% 10% 10% 10% 10%Parking (#/hr) 0Turn Type Prot NA Perm Perm NA pt+ov Perm NA Perm Prot NA PermProtected Phases 7 4 8 8 1 2 1 6Permitted Phases 4 8 2 2 6Actuated Green, G (s) 10.0 24.0 24.0 10.0 10.0 29.7 35.0 35.0 35.0 12.0 51.0 51.0Effective Green, g (s) 10.0 24.0 24.0 10.0 10.0 29.7 35.0 35.0 35.0 12.0 51.0 51.0Actuated g/C Ratio 0.11 0.27 0.27 0.11 0.11 0.33 0.39 0.39 0.39 0.13 0.57 0.57Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 354 462 392 123 192 486 255 1280 572 425 1866 751v/s Ratio Prot c0.10 0.11 c0.09 0.16 c0.31 c0.13 0.22v/s Ratio Perm 0.01 0.07 0.18 0.04 0.16v/c Ratio 0.93 0.41 0.05 0.62 0.80 0.49 0.45 0.78 0.09 0.98 0.39 0.29Uniform Delay, d1 39.5 27.0 24.4 38.0 38.9 24.0 20.3 24.0 17.3 38.7 10.7 10.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 30.9 0.6 0.1 8.9 20.1 0.8 5.8 4.8 0.3 38.5 0.6 1.0Delay (s) 70.4 27.6 24.4 46.9 58.9 24.8 26.0 28.8 17.6 77.3 11.3 11.0Level of Service E C C D E C C C B E B BApproach Delay (s) 51.2 37.7 27.4 29.3Approach LOS D D C C


HCM Signalized Intersection Capacity Analysis700: Bradley Avenue & Bonder Road 14/05/2014


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 241 70 356 35 157 24 192 0 19 13 0 130Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.87 1.00 0.98 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1629 1770 1826 1770 1583 1770 1583Flt Permitted 0.63 1.00 0.42 1.00 0.67 1.00 0.74 1.00Satd. Flow (perm) 1181 1629 774 1826 1243 1583 1385 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 262 76 387 38 171 26 209 0 21 14 0 141RTOR Reduction (vph) 0 218 0 0 8 0 0 14 0 0 96 0Lane Group Flow (vph) 262 245 0 38 189 0 209 7 0 14 45 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 17.7 17.7 17.7 17.7 12.8 12.8 12.8 12.8Effective Green, g (s) 17.7 17.7 17.7 17.7 12.8 12.8 12.8 12.8Actuated g/C Ratio 0.44 0.44 0.44 0.44 0.32 0.32 0.32 0.32Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 516 711 338 798 392 500 437 500v/s Ratio Prot 0.15 0.10 0.00 0.03v/s Ratio Perm c0.22 0.05 c0.17 0.01v/c Ratio 0.51 0.34 0.11 0.24 0.53 0.01 0.03 0.09Uniform Delay, d1 8.2 7.6 6.7 7.2 11.4 9.5 9.6 9.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.8 0.3 0.1 0.2 1.4 0.0 0.0 0.1Delay (s) 9.0 7.8 6.9 7.3 12.8 9.5 9.6 9.8Level of Service A A A A B A A AApproach Delay (s) 8.3 7.2 12.5 9.8Approach LOS A A B A

Intersection SummaryHCM 2000 Control Delay 9.0 HCM 2000 Level of Service AHCM 2000 Volume to Capacity ratio 0.52Actuated Cycle Length (s) 40.5 Sum of lost time (s) 10.0Intersection Capacity Utilization 64.3% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group


2033 - PM Condition-Full Build-out Synchro 8 ReportMMM Group Limited Page 1


Approach EB WB NB SBEntry Lanes 2 2 2 2Conflicting Circle Lanes 2 2 2 2Adj Approach Flow, veh/h 669 896 201 556Demand Flow Rate, veh/h 735 985 221 611Vehicles Circulating, veh/h 435 357 940 781Vehicles Exiting, veh/h 957 804 230 561Follow-Up Headway, s 3.186 3.186 3.186 3.186Ped Vol Crossing Leg, #/h 0 0 0 0Ped Cap Adj 1.000 1.000 1.000 1.000Approach Delay, s/veh 10.9 13.1 9.5 14.0Approach LOS B B A B

Lane Left Right Left Right Left Right Left RightDesignated Moves LT TR LT TR LT TR LT TRAssumed Moves LT TR LT TR LT TR LT TRRT ChannelizedLane Util 0.469 0.531 0.470 0.530 0.471 0.529 0.470 0.530Critical Headway, s 4.293 4.113 4.293 4.113 4.293 4.113 4.293 4.113Entry Flow, veh/h 345 390 463 522 104 117 287 324Cap Entry Lane, veh/h 815 833 865 880 558 585 629 654Entry HV Adj Factor 0.911 0.909 0.909 0.909 0.910 0.912 0.910 0.909Flow Entry, veh/h 314 355 421 475 95 107 261 295Cap Entry, veh/h 743 758 786 800 508 534 572 595V/C Ratio 4.23 0.468 5.36 0.593 1.86 0.200 4.56 0.495Control Delay, s/veh 10.5 11.2 12.4 13.8 9.6 9.4 13.7 14.3LOS B B B B A A B B95th %tile Queue, veh 0.2 3 0.3 4 0.1 1 0.2 3



Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 360 318 124 16 172 114 117 1238 24 174 1551 501Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 3282 1468 1641 3282 1468 1641 3282 1468 1641 3195 1468Flt Permitted 0.95 1.00 1.00 0.57 1.00 1.00 0.09 1.00 1.00 0.09 1.00 1.00Satd. Flow (perm) 3183 3282 1468 987 3282 1468 159 3282 1468 159 3195 1468Peak-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) 391 346 135 17 187 124 127 1346 26 189 1686 545RTOR Reduction (vph) 0 0 92 0 0 114 0 0 13 0 0 276Lane Group Flow (vph) 391 346 43 17 187 10 127 1346 13 189 1686 269Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 13% 10%Turn Type Prot NA Perm Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 3 8 4 5 2 1 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 11.0 22.0 22.0 7.0 7.0 7.0 48.4 43.4 43.4 50.4 44.4 44.4Effective Green, g (s) 11.0 22.0 22.0 7.0 7.0 7.0 48.4 43.4 43.4 50.4 44.4 44.4Actuated g/C Ratio 0.12 0.24 0.24 0.08 0.08 0.08 0.54 0.48 0.48 0.56 0.49 0.49Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 389 802 358 76 255 114 167 1582 707 187 1576 724v/s Ratio Prot c0.12 0.11 c0.06 0.04 0.41 c0.07 c0.53v/s Ratio Perm 0.03 0.02 0.01 0.36 0.01 0.50 0.18v/c Ratio 1.01 0.43 0.12 0.22 0.73 0.08 0.76 0.85 0.02 1.01 1.07 0.37Uniform Delay, d1 39.5 28.7 26.5 38.9 40.6 38.5 18.9 20.5 12.2 19.9 22.8 14.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 46.9 0.4 0.2 1.5 10.4 0.3 18.3 6.0 0.0 68.6 43.9 1.5Delay (s) 86.4 29.1 26.6 40.4 51.0 38.8 37.1 26.4 12.2 88.5 66.7 15.6Level of Service F C C D D D D C B F E BApproach Delay (s) 54.4 45.8 27.1 56.9Approach LOS D D C E

Intersection SummaryHCM 2000 Control Delay 47.0 HCM 2000 Level of Service DHCM 2000 Volume to Capacity ratio 1.03Actuated Cycle Length (s) 90.0 Sum of lost time (s) 22.6Intersection Capacity Utilization 85.8% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group





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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 328 146 88 122 199 357 61 694 64 205 1106 380Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.97 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 1727 1468 1641 1727 1468 1656 3282 1468 3183 3282 1321Flt Permitted 0.95 1.00 1.00 0.65 1.00 1.00 0.18 1.00 1.00 0.95 1.00 1.00Satd. Flow (perm) 3183 1727 1468 1130 1727 1468 322 3282 1468 3183 3282 1321Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 364 162 98 136 221 397 68 771 71 228 1229 422RTOR Reduction (vph) 0 0 65 0 0 66 0 0 43 0 0 206Lane Group Flow (vph) 364 162 33 136 221 331 68 771 28 228 1229 216Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 9% 10% 10% 10% 10% 10%Parking (#/hr) 0Turn Type Prot NA Perm Perm NA pt+ov Perm NA Perm Prot NA PermProtected Phases 7 4 8 8 1 2 1 6Permitted Phases 4 8 2 2 6Actuated Green, G (s) 11.0 29.3 29.3 14.3 14.3 29.0 35.0 35.0 35.0 7.0 46.0 46.0Effective Green, g (s) 11.0 29.3 29.3 14.3 14.3 29.0 35.0 35.0 35.0 7.0 46.0 46.0Actuated g/C Ratio 0.12 0.33 0.33 0.16 0.16 0.32 0.39 0.39 0.39 0.08 0.51 0.51Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 389 562 477 179 274 473 125 1276 570 247 1677 675v/s Ratio Prot c0.11 0.09 0.13 c0.23 0.23 0.07 c0.37v/s Ratio Perm 0.02 0.12 0.21 0.02 0.16v/c Ratio 0.94 0.29 0.07 0.76 0.81 0.70 0.54 0.60 0.05 0.92 0.73 0.32Uniform Delay, d1 39.1 22.6 20.9 36.2 36.5 26.7 21.3 22.0 17.1 41.2 17.2 12.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 29.6 0.3 0.1 16.8 15.8 4.6 15.9 2.1 0.2 36.9 2.9 1.2Delay (s) 68.7 22.9 21.0 53.0 52.3 31.3 37.3 24.1 17.3 78.1 20.1 14.1Level of Service E C C D D C D C B E C BApproach Delay (s) 49.3 41.4 24.5 25.8Approach LOS D D C C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 81 216 118 12 157 8 310 0 31 21 0 211Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.95 1.00 0.99 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1764 1770 1849 1770 1583 1770 1583Flt Permitted 0.64 1.00 0.46 1.00 0.62 1.00 0.73 1.00Satd. Flow (perm) 1199 1764 860 1849 1147 1583 1369 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 88 235 128 13 171 9 337 0 34 23 0 229RTOR Reduction (vph) 0 31 0 0 3 0 0 19 0 0 130 0Lane Group Flow (vph) 88 332 0 13 177 0 337 15 0 23 99 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 14.4 14.4 14.4 14.4 18.5 18.5 18.5 18.5Effective Green, g (s) 14.4 14.4 14.4 14.4 18.5 18.5 18.5 18.5Actuated g/C Ratio 0.34 0.34 0.34 0.34 0.43 0.43 0.43 0.43Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 402 592 288 620 494 682 590 682v/s Ratio Prot c0.19 0.10 0.01 0.06v/s Ratio Perm 0.07 0.02 c0.29 0.02v/c Ratio 0.22 0.56 0.05 0.29 0.68 0.02 0.04 0.14Uniform Delay, d1 10.2 11.7 9.6 10.5 9.8 7.0 7.1 7.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.3 1.2 0.1 0.3 3.9 0.0 0.0 0.1Delay (s) 10.5 12.9 9.7 10.7 13.7 7.0 7.1 7.5Level of Service B B A B B A A AApproach Delay (s) 12.4 10.7 13.1 7.5Approach LOS B B B A




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 337 116 58 15 317 146 83 1032 12 61 852 260Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3367 1776 1442 1656 1845 1553 1570 3282 1468 1612 3195 1509Flt Permitted 0.95 1.00 1.00 0.68 1.00 1.00 0.22 1.00 1.00 0.14 1.00 1.00Satd. Flow (perm) 3367 1776 1442 1179 1845 1553 360 3282 1468 240 3195 1509Peak-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) 366 126 63 16 345 159 90 1122 13 66 926 283RTOR Reduction (vph) 0 0 38 0 0 76 0 0 7 0 0 158Lane Group Flow (vph) 366 126 25 16 345 83 90 1122 6 66 926 125Heavy Vehicles (%) 4% 7% 12% 9% 3% 4% 15% 10% 10% 12% 13% 7%Turn Type Prot NA Perm Perm NA Perm Perm NA Perm Perm NA PermProtected Phases 3 8 4 2 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 11.8 35.0 35.0 19.2 19.2 19.2 39.0 39.0 39.0 39.0 39.0 39.0Effective Green, g (s) 11.8 35.0 35.0 19.2 19.2 19.2 39.0 39.0 39.0 39.0 39.0 39.0Actuated g/C Ratio 0.13 0.40 0.40 0.22 0.22 0.22 0.44 0.44 0.44 0.44 0.44 0.44Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 448 701 569 255 399 336 158 1444 646 105 1406 664v/s Ratio Prot c0.11 0.07 c0.19 c0.34 0.29v/s Ratio Perm 0.02 0.01 0.05 0.25 0.00 0.27 0.08v/c Ratio 0.82 0.18 0.04 0.06 0.86 0.25 0.57 0.78 0.01 0.63 0.66 0.19Uniform Delay, d1 37.3 17.5 16.5 27.6 33.4 28.7 18.5 21.1 13.9 19.2 19.6 15.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 11.0 0.1 0.0 0.1 17.4 0.4 14.1 4.2 0.0 25.2 2.4 0.6Delay (s) 48.4 17.6 16.5 27.7 50.8 29.1 32.6 25.3 14.0 44.4 22.0 15.8Level of Service D B B C D C C C B D C BApproach Delay (s) 37.8 43.5 25.7 21.8Approach LOS D D C C





Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 51 250 68 268 13 145 124Volume Left 51 0 68 0 13 0 50Volume Right 0 9 0 24 0 83 28cSH 1307 1700 1298 1700 251 475 286Volume to Capacity 0.04 0.15 0.05 0.16 0.05 0.30 0.43Queue Length 95th (m) 1.0 0.0 1.3 0.0 1.3 10.2 16.7Control Delay (s) 7.9 0.0 7.9 0.0 20.1 15.8 26.9Lane LOS A A C C DApproach Delay (s) 1.3 1.6 16.2 26.9Approach LOS C D







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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 239 61 48 18 70 116 77 769 30 102 558 264Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.91 1.00 0.99 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1626 1827 1495 1357 1666 1656 3149 1736 3167 1404Flt Permitted 0.37 1.00 1.00 0.71 1.00 0.39 1.00 0.26 1.00 1.00Satd. Flow (perm) 632 1827 1495 1018 1666 684 3149 477 3167 1404Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 266 68 53 20 78 129 86 854 33 113 620 293RTOR Reduction (vph) 0 0 36 0 68 0 0 3 0 0 0 145Lane Group Flow (vph) 266 68 17 20 139 0 86 884 0 113 620 148Heavy Vehicles (%) 11% 4% 8% 33% 9% 0% 9% 12% 66% 4% 14% 15%Turn Type pm+pt NA Perm Perm NA Perm NA Perm NA PermProtected Phases 7 4 8 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 28.7 28.7 28.7 11.1 11.1 44.1 44.1 44.1 44.1 44.1Effective Green, g (s) 28.7 28.7 28.7 11.1 11.1 44.1 44.1 44.1 44.1 44.1Actuated g/C Ratio 0.33 0.33 0.33 0.13 0.13 0.50 0.50 0.50 0.50 0.50Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 361 599 490 129 211 344 1587 240 1596 707v/s Ratio Prot c0.11 0.04 0.08 c0.28 0.20v/s Ratio Perm c0.13 0.01 0.02 0.13 0.24 0.11v/c Ratio 0.74 0.11 0.04 0.16 0.66 0.25 0.56 0.47 0.39 0.21Uniform Delay, d1 23.9 20.5 20.0 34.0 36.4 12.3 15.0 14.1 13.4 12.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 7.6 0.1 0.0 0.6 7.2 1.7 1.4 6.5 0.7 0.7Delay (s) 31.5 20.6 20.0 34.6 43.6 14.1 16.4 20.6 14.1 12.7Level of Service C C C C D B B C B BApproach Delay (s) 28.0 42.8 16.2 14.4Approach LOS C D B B





Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 63 288 101 422 15 102 166Volume Left 63 0 101 0 15 0 17Volume Right 0 14 0 41 0 47 76cSH 1148 1700 1246 1700 106 307 278Volume to Capacity 0.05 0.17 0.08 0.25 0.14 0.33 0.60Queue Length 95th (m) 1.4 0.0 2.1 0.0 3.9 11.3 28.5Control Delay (s) 8.3 0.0 8.1 0.0 44.7 22.5 35.6Lane LOS A A E C EApproach Delay (s) 1.5 1.6 25.4 35.6Approach LOS D E







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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 255 94 64 39 99 112 48 595 30 102 945 316Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.92 1.00 0.99 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1719 1845 1455 1805 1706 1570 3216 1805 3406 1553Flt Permitted 0.40 1.00 1.00 0.69 1.00 0.20 1.00 0.36 1.00 1.00Satd. Flow (perm) 717 1845 1455 1317 1706 325 3216 682 3406 1553Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 268 99 67 41 104 118 51 626 32 107 995 333RTOR Reduction (vph) 0 0 30 0 49 0 0 4 0 0 0 184Lane Group Flow (vph) 268 99 37 41 173 0 51 654 0 107 995 149Heavy Vehicles (%) 5% 3% 11% 0% 3% 2% 15% 12% 0% 0% 6% 4%Turn Type pm+pt NA Perm Perm NA Perm NA Perm NA PermProtected Phases 7 4 8 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 31.4 31.4 31.4 13.2 13.2 37.5 37.5 37.5 37.5 37.5Effective Green, g (s) 31.4 31.4 31.4 13.2 13.2 37.5 37.5 37.5 37.5 37.5Actuated g/C Ratio 0.38 0.38 0.38 0.16 0.16 0.45 0.45 0.45 0.45 0.45Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 439 692 546 207 269 145 1442 305 1527 696v/s Ratio Prot c0.10 0.05 0.10 0.20 c0.29v/s Ratio Perm c0.13 0.03 0.03 0.16 0.16 0.10v/c Ratio 0.61 0.14 0.07 0.20 0.64 0.35 0.45 0.35 0.65 0.21Uniform Delay, d1 19.6 17.2 16.7 30.6 33.0 15.1 16.0 15.1 18.0 14.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 2.5 0.1 0.1 0.5 5.2 6.6 1.0 3.2 2.2 0.7Delay (s) 22.1 17.3 16.8 31.1 38.2 21.7 17.0 18.2 20.1 14.8Level of Service C B B C D C B B C BApproach Delay (s) 20.2 37.1 17.3 18.7Approach LOS C D B B




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 372 126 104 17 343 156 117 1186 14 66 1064 300Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 3282 1468 1641 3282 1468 1641 3282 1468 1641 3195 1468Flt Permitted 0.95 1.00 1.00 0.67 1.00 1.00 0.12 1.00 1.00 0.10 1.00 1.00Satd. Flow (perm) 3183 3282 1468 1149 3282 1468 211 3282 1468 177 3195 1468Peak-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) 404 137 113 18 373 170 127 1289 15 72 1157 326RTOR Reduction (vph) 0 0 79 0 0 127 0 0 8 0 0 185Lane Group Flow (vph) 404 137 34 18 373 43 127 1289 7 72 1157 141Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 13% 10%Turn Type Prot NA Perm Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 3 8 4 5 2 1 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 12.0 27.4 27.4 11.4 11.4 11.4 45.0 40.0 40.0 43.0 39.0 39.0Effective Green, g (s) 12.0 27.4 27.4 11.4 11.4 11.4 45.0 40.0 40.0 43.0 39.0 39.0Actuated g/C Ratio 0.13 0.30 0.30 0.13 0.13 0.13 0.50 0.44 0.44 0.48 0.43 0.43Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 424 999 446 145 415 185 184 1458 652 149 1384 636v/s Ratio Prot c0.13 0.04 c0.11 c0.04 c0.39 0.02 0.36v/s Ratio Perm 0.02 0.02 0.03 0.31 0.00 0.21 0.10v/c Ratio 0.95 0.14 0.08 0.12 0.90 0.23 0.69 0.88 0.01 0.48 0.84 0.22Uniform Delay, d1 38.7 22.7 22.3 34.9 38.7 35.4 15.4 22.9 14.0 16.2 22.7 16.0Progression Factor 0.93 0.90 1.34 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 30.5 0.1 0.1 0.4 21.5 0.7 10.6 8.1 0.0 2.5 6.1 0.8Delay (s) 66.6 20.6 30.0 35.3 60.3 36.0 26.0 31.0 14.0 18.6 28.8 16.8Level of Service E C C D E D C C B B C BApproach Delay (s) 50.6 52.1 30.4 25.8Approach LOS D D C C






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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 123 61 46 109 204 100 833 82 255 602 326Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 1727 1468 1641 1727 1468 1656 3282 1468 1641 3282 1321Flt Permitted 0.95 1.00 1.00 0.67 1.00 1.00 0.40 1.00 1.00 0.16 1.00 1.00Satd. Flow (perm) 3183 1727 1468 1156 1727 1468 693 3282 1468 282 3282 1321Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 311 137 68 51 121 227 111 926 91 283 669 362RTOR Reduction (vph) 0 0 49 0 0 108 0 0 57 0 0 162Lane Group Flow (vph) 311 137 19 51 121 119 111 926 34 283 669 200Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 9% 10% 10% 10% 10% 10%Parking (#/hr) 0Turn Type Prot NA Perm Perm NA pt+ov Perm NA Perm pm+pt NA PermProtected Phases 7 4 8 8 1 2 1 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 11.6 25.1 25.1 9.5 9.5 21.2 33.4 33.4 33.4 49.1 49.1 49.1Effective Green, g (s) 11.6 25.1 25.1 9.5 9.5 21.2 33.4 33.4 33.4 49.1 49.1 49.1Actuated g/C Ratio 0.13 0.28 0.28 0.11 0.11 0.24 0.38 0.38 0.38 0.55 0.55 0.55Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 415 487 414 123 184 350 260 1233 551 334 1812 729v/s Ratio Prot c0.10 0.08 c0.07 0.08 0.28 c0.11 0.20v/s Ratio Perm 0.01 0.04 0.16 0.02 c0.36 0.15v/c Ratio 0.75 0.28 0.05 0.41 0.66 0.34 0.43 0.75 0.06 0.85 0.37 0.27Uniform Delay, d1 37.2 24.9 23.2 37.1 38.1 28.0 20.6 24.1 17.7 14.6 11.2 10.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 7.3 0.3 0.0 2.3 8.2 0.6 5.1 4.2 0.2 17.7 0.6 0.9Delay (s) 44.5 25.2 23.2 39.4 46.3 28.6 25.7 28.4 18.0 32.3 11.8 11.4Level of Service D C C D D C C C B C B BApproach Delay (s) 36.6 35.4 27.3 16.1Approach LOS D D C B




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 230 65 166 16 145 23 89 0 9 12 0 125Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.89 1.00 0.98 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1662 1770 1825 1770 1583 1770 1583Flt Permitted 0.64 1.00 0.60 1.00 0.67 1.00 0.75 1.00Satd. Flow (perm) 1196 1662 1124 1825 1248 1583 1399 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 250 71 180 17 158 25 97 0 10 13 0 136RTOR Reduction (vph) 0 91 0 0 8 0 0 8 0 0 108 0Lane Group Flow (vph) 250 160 0 17 175 0 97 2 0 13 28 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 16.7 16.7 16.7 16.7 6.9 6.9 6.9 6.9Effective Green, g (s) 16.7 16.7 16.7 16.7 6.9 6.9 6.9 6.9Actuated g/C Ratio 0.50 0.50 0.50 0.50 0.21 0.21 0.21 0.21Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 594 826 558 907 256 325 287 325v/s Ratio Prot 0.10 0.10 0.00 0.02v/s Ratio Perm c0.21 0.02 c0.08 0.01v/c Ratio 0.42 0.19 0.03 0.19 0.38 0.01 0.05 0.09Uniform Delay, d1 5.4 4.7 4.3 4.7 11.5 10.6 10.7 10.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.5 0.1 0.0 0.1 0.9 0.0 0.1 0.1Delay (s) 5.9 4.8 4.3 4.8 12.4 10.6 10.8 10.9Level of Service A A A A B B B BApproach Delay (s) 5.3 4.8 12.3 10.9Approach LOS A A B B






Lane Left Right Left Right Left Right Left RightDesignated Moves LT TR LT TR LT TR LT TRAssumed Moves LT TR LT TR LT TR LT TRRT ChannelizedLane Util 0.469 0.531 0.470 0.530 0.470 0.530 0.469 0.531Critical Headway, s 4.293 4.113 4.293 4.113 4.293 4.113 4.293 4.113Entry Flow, veh/h 314 355 416 469 95 107 261 295Cap Entry Lane, veh/h 840 856 886 900 595 621 664 688Entry HV Adj Factor 0.911 0.908 0.909 0.909 0.907 0.908 0.909 0.907Flow Entry, veh/h 286 322 378 426 86 97 237 268Cap Entry, veh/h 765 778 805 818 540 564 604 624V/C Ratio 3.74 0.415 4.70 0.521 1.60 0.172 3.93 0.429Control Delay, s/veh 9.4 9.9 10.7 11.7 8.7 8.6 11.7 12.2LOS A A B B A A B B95th %tile Queue, veh 0.2 2 0.3 3 0.1 1 0.2 2



Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 336 293 108 15 158 105 90 1090 22 160 1407 462Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 3282 1468 1641 3282 1468 1641 3282 1468 1641 3195 1468Flt Permitted 0.95 1.00 1.00 0.57 1.00 1.00 0.09 1.00 1.00 0.13 1.00 1.00Satd. Flow (perm) 3183 3282 1468 987 3282 1468 160 3282 1468 222 3195 1468Peak-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) 365 318 117 16 172 114 98 1185 24 174 1529 502RTOR Reduction (vph) 0 0 89 0 0 105 0 0 13 0 0 247Lane Group Flow (vph) 365 318 28 16 172 9 98 1185 11 174 1529 255Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 13% 10%Turn Type Prot NA Perm Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 3 8 4 5 2 1 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 11.0 22.0 22.0 7.0 7.0 7.0 47.2 43.2 43.2 53.2 46.2 46.2Effective Green, g (s) 11.0 22.0 22.0 7.0 7.0 7.0 47.2 43.2 43.2 53.2 46.2 46.2Actuated g/C Ratio 0.12 0.24 0.24 0.08 0.08 0.08 0.52 0.48 0.48 0.59 0.51 0.51Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 385 795 355 76 253 113 148 1561 698 239 1625 746v/s Ratio Prot c0.11 0.10 c0.05 0.03 0.36 c0.06 c0.48v/s Ratio Perm 0.02 0.02 0.01 0.31 0.01 0.37 0.17v/c Ratio 0.95 0.40 0.08 0.21 0.68 0.08 0.66 0.76 0.02 0.73 0.94 0.34Uniform Delay, d1 39.6 28.9 26.6 39.3 40.8 38.9 16.1 19.5 12.6 13.0 21.0 13.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 32.4 0.3 0.1 1.4 7.1 0.3 10.6 3.5 0.0 10.5 12.1 1.3Delay (s) 72.0 29.2 26.7 40.7 47.9 39.2 26.7 23.1 12.6 23.6 33.1 14.5Level of Service E C C D D D C C B C C BApproach Delay (s) 48.3 44.2 23.1 28.1Approach LOS D D C C






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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 312 124 85 86 155 249 58 639 49 159 1019 353Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 1727 1468 1641 1727 1468 1656 3282 1468 1641 3282 1321Flt Permitted 0.95 1.00 1.00 0.67 1.00 1.00 0.22 1.00 1.00 0.28 1.00 1.00Satd. Flow (perm) 3183 1727 1468 1155 1727 1468 377 3282 1468 490 3282 1321Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 347 138 94 96 172 277 64 710 54 177 1132 392RTOR Reduction (vph) 0 0 64 0 0 70 0 0 31 0 0 189Lane Group Flow (vph) 347 138 30 96 172 207 64 710 23 177 1132 203Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 9% 10% 10% 10% 10% 10%Parking (#/hr) 0Turn Type Prot NA Perm Perm NA pt+ov Perm NA Perm pm+pt NA PermProtected Phases 7 4 8 8 1 2 1 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 11.8 28.0 28.0 12.2 12.2 24.9 37.0 37.0 37.0 46.0 46.0 46.0Effective Green, g (s) 11.8 28.0 28.0 12.2 12.2 24.9 37.0 37.0 37.0 46.0 46.0 46.0Actuated g/C Ratio 0.13 0.32 0.32 0.14 0.14 0.28 0.42 0.42 0.42 0.52 0.52 0.52Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 423 545 463 158 237 412 157 1369 612 318 1702 685v/s Ratio Prot c0.11 0.08 c0.10 0.14 0.22 0.03 c0.34v/s Ratio Perm 0.02 0.08 0.17 0.02 0.26 0.15v/c Ratio 0.82 0.25 0.06 0.61 0.73 0.50 0.41 0.52 0.04 0.56 0.67 0.30Uniform Delay, d1 37.4 22.6 21.2 36.0 36.6 26.7 18.2 19.2 15.3 12.6 15.7 12.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 12.0 0.2 0.1 6.5 10.5 1.0 7.7 1.4 0.1 2.1 2.1 1.1Delay (s) 49.5 22.8 21.3 42.5 47.2 27.7 25.8 20.6 15.4 14.7 17.8 13.3Level of Service D C C D D C C C B B B BApproach Delay (s) 38.5 36.4 20.7 16.4Approach LOS D D C B




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 77 199 56 5 144 8 145 0 14 20 0 201Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.97 1.00 0.99 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1801 1770 1848 1770 1583 1770 1583Flt Permitted 0.65 1.00 0.59 1.00 0.62 1.00 0.75 1.00Satd. Flow (perm) 1215 1801 1098 1848 1158 1583 1393 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 84 216 61 5 157 9 158 0 15 22 0 218RTOR Reduction (vph) 0 14 0 0 3 0 0 11 0 0 160 0Lane Group Flow (vph) 84 263 0 5 163 0 158 4 0 22 58 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 13.4 13.4 13.4 13.4 8.4 8.4 8.4 8.4Effective Green, g (s) 13.4 13.4 13.4 13.4 8.4 8.4 8.4 8.4Actuated g/C Ratio 0.42 0.42 0.42 0.42 0.26 0.26 0.26 0.26Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 511 758 462 778 305 418 367 418v/s Ratio Prot c0.15 0.09 0.00 0.04v/s Ratio Perm 0.07 0.00 c0.14 0.02v/c Ratio 0.16 0.35 0.01 0.21 0.52 0.01 0.06 0.14Uniform Delay, d1 5.7 6.2 5.3 5.8 10.0 8.6 8.7 8.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.2 0.3 0.0 0.1 1.5 0.0 0.1 0.2Delay (s) 5.9 6.5 5.4 6.0 11.5 8.6 8.8 9.1Level of Service A A A A B A A AApproach Delay (s) 6.4 6.0 11.2 9.1Approach LOS A A B A




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 342 117 64 15 319 146 88 1049 13 61 884 269Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3367 1776 1442 1656 1845 1553 1570 3282 1468 1612 3195 1509Flt Permitted 0.95 1.00 1.00 0.68 1.00 1.00 0.20 1.00 1.00 0.13 1.00 1.00Satd. Flow (perm) 3367 1776 1442 1178 1845 1553 335 3282 1468 229 3195 1509Peak-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) 372 127 70 16 347 159 96 1140 14 66 961 292RTOR Reduction (vph) 0 0 34 0 0 76 0 0 8 0 0 164Lane Group Flow (vph) 372 127 36 16 347 83 96 1140 6 66 961 128Heavy Vehicles (%) 4% 7% 12% 9% 3% 4% 15% 10% 10% 12% 13% 7%Turn Type Prot NA Perm Perm NA Perm Perm NA Perm Perm NA PermProtected Phases 3 8 4 2 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 11.9 35.2 35.2 19.3 19.3 19.3 39.0 39.0 39.0 39.0 39.0 39.0Effective Green, g (s) 11.9 35.2 35.2 19.3 19.3 19.3 39.0 39.0 39.0 39.0 39.0 39.0Actuated g/C Ratio 0.13 0.40 0.40 0.22 0.22 0.22 0.44 0.44 0.44 0.44 0.44 0.44Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 451 704 571 256 400 337 147 1441 644 100 1403 662v/s Ratio Prot c0.11 0.07 c0.19 c0.35 0.30v/s Ratio Perm 0.03 0.01 0.05 0.29 0.00 0.29 0.08v/c Ratio 0.82 0.18 0.06 0.06 0.87 0.25 0.65 0.79 0.01 0.66 0.68 0.19Uniform Delay, d1 37.4 17.4 16.6 27.6 33.5 28.7 19.6 21.4 14.0 19.7 20.0 15.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 11.7 0.1 0.0 0.1 17.6 0.4 20.4 4.5 0.0 29.3 2.7 0.7Delay (s) 49.1 17.5 16.6 27.7 51.2 29.1 40.0 25.9 14.0 49.0 22.7 15.9Level of Service D B B C D C D C B D C BApproach Delay (s) 38.1 43.7 26.9 22.5Approach LOS D D C C





Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 51 260 74 278 14 157 135Volume Left 51 0 74 0 14 0 58Volume Right 0 10 0 28 0 91 28cSH 1296 1700 1287 1700 236 465 260Volume to Capacity 0.04 0.15 0.06 0.16 0.06 0.34 0.52Queue Length 95th (m) 1.0 0.0 1.5 0.0 1.5 11.7 22.0Control Delay (s) 7.9 0.0 8.0 0.0 21.2 16.6 32.8Lane LOS A A C C DApproach Delay (s) 1.3 1.7 17.0 32.8Approach LOS C D







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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 250 69 52 21 75 125 85 773 35 119 560 284Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.91 1.00 0.99 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1626 1827 1495 1357 1666 1656 3137 1736 3167 1404Flt Permitted 0.34 1.00 1.00 0.71 1.00 0.39 1.00 0.26 1.00 1.00Satd. Flow (perm) 577 1827 1495 1010 1666 680 3137 466 3167 1404Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 278 77 58 23 83 139 94 859 39 132 622 316RTOR Reduction (vph) 0 0 39 0 69 0 0 3 0 0 0 158Lane Group Flow (vph) 278 77 19 23 153 0 94 895 0 132 622 158Heavy Vehicles (%) 11% 4% 8% 33% 9% 0% 9% 12% 66% 4% 14% 15%Turn Type pm+pt NA Perm Perm NA Perm NA Perm NA PermProtected Phases 7 4 8 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 29.2 29.2 29.2 11.5 11.5 44.1 44.1 44.1 44.1 44.1Effective Green, g (s) 29.2 29.2 29.2 11.5 11.5 44.1 44.1 44.1 44.1 44.1Actuated g/C Ratio 0.33 0.33 0.33 0.13 0.13 0.50 0.50 0.50 0.50 0.50Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 354 606 496 131 217 340 1572 233 1587 703v/s Ratio Prot c0.12 0.04 0.09 c0.29 0.20v/s Ratio Perm c0.14 0.01 0.02 0.14 0.28 0.11v/c Ratio 0.79 0.13 0.04 0.18 0.71 0.28 0.57 0.57 0.39 0.23Uniform Delay, d1 24.1 20.5 19.9 34.0 36.6 12.7 15.3 15.3 13.6 12.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 10.9 0.1 0.0 0.6 10.0 2.0 1.5 9.6 0.7 0.7Delay (s) 35.0 20.6 19.9 34.7 46.7 14.7 16.8 24.9 14.4 13.1Level of Service C C B C D B B C B BApproach Delay (s) 30.2 45.5 16.6 15.3Approach LOS C D B B





Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 603 17 42 660 73 133Volume Left 0 0 42 0 73 0Volume Right 0 17 0 0 0 133cSH 1700 1700 827 1700 157 499Volume to Capacity 0.35 0.01 0.05 0.39 0.47 0.27Queue Length 95th (m) 0.0 0.0 1.3 0.0 17.4 8.6Control Delay (s) 0.0 0.0 9.6 0.0 46.5 14.8Lane LOS A E BApproach Delay (s) 0.0 0.6 26.1Approach LOS D





Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1Volume Total 63 292 108 437 16 109 173Volume Left 63 0 108 0 16 0 22Volume Right 0 15 0 50 0 50 76cSH 1134 1700 1241 1700 98 295 256Volume to Capacity 0.06 0.17 0.09 0.26 0.17 0.37 0.68Queue Length 95th (m) 1.4 0.0 2.3 0.0 4.5 13.1 35.1Control Delay (s) 8.4 0.0 8.2 0.0 48.9 24.1 44.1Lane LOS A A E C EApproach Delay (s) 1.5 1.6 27.4 44.1Approach LOS D E





Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1Volume Total 26 313 8 34 453 33 110 150Volume Left 26 0 0 34 0 0 24 83Volume Right 0 0 8 0 0 33 85 65cSH 1088 1700 1700 1251 1700 1700 465 282Volume to Capacity 0.02 0.18 0.00 0.03 0.27 0.02 0.24 0.53Queue Length 95th (m) 0.6 0.0 0.0 0.7 0.0 0.0 7.3 23.2Control Delay (s) 8.4 0.0 0.0 8.0 0.0 0.0 15.1 31.3Lane LOS A A C DApproach Delay (s) 0.6 0.5 15.1 31.3Approach LOS C D


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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 273 98 72 44 104 128 51 596 33 108 949 323Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.92 1.00 0.99 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1719 1845 1455 1805 1701 1570 3216 1805 3406 1553Flt Permitted 0.36 1.00 1.00 0.69 1.00 0.19 1.00 0.35 1.00 1.00Satd. Flow (perm) 651 1845 1455 1312 1701 317 3216 673 3406 1553Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 287 103 76 46 109 135 54 627 35 114 999 340RTOR Reduction (vph) 0 0 30 0 53 0 0 4 0 0 0 189Lane Group Flow (vph) 287 103 46 46 191 0 54 658 0 114 999 151Heavy Vehicles (%) 5% 3% 11% 0% 3% 2% 15% 12% 0% 0% 6% 4%Turn Type pm+pt NA Perm Perm NA Perm NA Perm NA PermProtected Phases 7 4 8 2 6Permitted Phases 4 4 8 2 6 6Actuated Green, G (s) 32.3 32.3 32.3 14.0 14.0 37.4 37.4 37.4 37.4 37.4Effective Green, g (s) 32.3 32.3 32.3 14.0 14.0 37.4 37.4 37.4 37.4 37.4Actuated g/C Ratio 0.38 0.38 0.38 0.17 0.17 0.44 0.44 0.44 0.44 0.44Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 430 706 556 217 282 140 1425 298 1509 688v/s Ratio Prot c0.11 0.06 0.11 0.20 c0.29v/s Ratio Perm c0.14 0.03 0.04 0.17 0.17 0.10v/c Ratio 0.67 0.15 0.08 0.21 0.68 0.39 0.46 0.38 0.66 0.22Uniform Delay, d1 19.7 17.0 16.6 30.4 33.1 15.8 16.5 15.8 18.5 14.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 3.9 0.1 0.1 0.5 6.4 7.9 1.1 3.7 2.3 0.7Delay (s) 23.6 17.1 16.7 30.9 39.4 23.6 17.5 19.5 20.8 15.2Level of Service C B B C D C B B C BApproach Delay (s) 21.1 38.1 18.0 19.4Approach LOS C D B B




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 372 126 131 17 343 156 132 1231 14 66 1148 300Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 3282 1468 1641 3282 1468 1641 3282 1468 1641 3195 1468Flt Permitted 0.95 1.00 1.00 0.67 1.00 1.00 0.10 1.00 1.00 0.10 1.00 1.00Satd. Flow (perm) 3183 3282 1468 1149 3282 1468 173 3282 1468 177 3195 1468Peak-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) 404 137 142 18 373 170 143 1338 15 72 1248 326RTOR Reduction (vph) 0 0 99 0 0 127 0 0 8 0 0 185Lane Group Flow (vph) 404 137 43 18 373 43 143 1338 7 72 1248 141Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 13% 10%Turn Type Prot NA Perm Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 3 8 4 5 2 1 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 12.0 27.4 27.4 11.4 11.4 11.4 45.0 40.0 40.0 43.0 39.0 39.0Effective Green, g (s) 12.0 27.4 27.4 11.4 11.4 11.4 45.0 40.0 40.0 43.0 39.0 39.0Actuated g/C Ratio 0.13 0.30 0.30 0.13 0.13 0.13 0.50 0.44 0.44 0.48 0.43 0.43Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 424 999 446 145 415 185 168 1458 652 149 1384 636v/s Ratio Prot c0.13 0.04 c0.11 c0.05 c0.41 0.02 0.39v/s Ratio Perm 0.03 0.02 0.03 0.38 0.00 0.21 0.10v/c Ratio 0.95 0.14 0.10 0.12 0.90 0.23 0.85 0.92 0.01 0.48 0.90 0.22Uniform Delay, d1 38.7 22.7 22.4 34.9 38.7 35.4 16.9 23.5 14.0 16.7 23.7 16.0Progression Factor 0.93 0.89 1.40 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 30.3 0.1 0.1 0.4 21.5 0.7 31.6 10.7 0.0 2.5 9.8 0.8Delay (s) 66.3 20.2 31.4 35.3 60.3 36.0 48.6 34.1 14.0 19.1 33.5 16.8Level of Service E C C D E D D C B B C BApproach Delay (s) 49.8 52.1 35.3 29.6Approach LOS D D D C






Lane Left Right Left Right Left Right Left RightDesignated Moves LT TR LT TR LT TR LT TRAssumed Moves LT TR LT TR LT R L TRRT ChannelizedLane Util 0.469 0.531 0.469 0.531 0.382 0.618 0.513 0.487Critical Headway, s 4.293 4.113 4.293 4.113 4.293 4.113 4.293 4.113Entry Flow, veh/h 196 222 227 257 97 157 98 93Cap Entry Lane, veh/h 923 935 1004 1012 775 795 807 826Entry HV Adj Factor 0.913 0.909 0.911 0.907 0.914 0.911 0.908 0.909Flow Entry, veh/h 179 202 207 233 89 143 89 85Cap Entry, veh/h 842 850 915 918 709 724 733 751V/C Ratio 2.12 0.237 2.26 0.254 1.25 0.197 1.21 0.113Control Delay, s/veh 6.5 6.7 6.2 6.5 6.4 7.2 6.2 6.0LOS A A A A A A A A95th %tile Queue, veh 0.1 1 0.1 1 0.0 1 0.0 0





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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 165 61 66 132 264 100 833 120 367 602 326Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.97 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 1727 1468 1641 1727 1468 1656 3282 1468 3183 3282 1321Flt Permitted 0.95 1.00 1.00 0.64 1.00 1.00 0.40 1.00 1.00 0.95 1.00 1.00Satd. Flow (perm) 3183 1727 1468 1109 1727 1468 693 3282 1468 3183 3282 1321Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 311 183 68 73 147 293 111 926 133 408 669 362RTOR Reduction (vph) 0 0 49 0 0 104 0 0 84 0 0 159Lane Group Flow (vph) 311 183 19 73 147 189 111 926 49 408 669 203Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 9% 10% 10% 10% 10% 10%Parking (#/hr) 0Turn Type Prot NA Perm Perm NA pt+ov Perm NA Perm Prot NA PermProtected Phases 7 4 8 8 1 2 1 6Permitted Phases 4 8 2 2 6Actuated Green, G (s) 10.0 24.6 24.6 10.6 10.6 23.6 33.0 33.0 33.0 13.0 50.0 50.0Effective Green, g (s) 10.0 24.6 24.6 10.6 10.6 23.6 33.0 33.0 33.0 13.0 50.0 50.0Actuated g/C Ratio 0.11 0.28 0.28 0.12 0.12 0.26 0.37 0.37 0.37 0.15 0.56 0.56Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 356 475 404 131 204 387 256 1212 542 463 1837 739v/s Ratio Prot c0.10 0.11 c0.09 0.13 c0.28 c0.13 0.20v/s Ratio Perm 0.01 0.07 0.16 0.03 0.15v/c Ratio 0.87 0.39 0.05 0.56 0.72 0.49 0.43 0.76 0.09 0.88 0.36 0.27Uniform Delay, d1 39.0 26.2 23.7 37.1 37.9 27.7 21.1 24.7 18.4 37.4 10.9 10.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 20.4 0.5 0.0 5.1 11.8 1.0 5.3 4.6 0.3 17.5 0.6 0.9Delay (s) 59.4 26.7 23.8 42.2 49.7 28.7 26.4 29.3 18.7 54.9 11.4 11.1Level of Service E C C D D C C C B D B BApproach Delay (s) 44.5 36.7 27.9 23.7Approach LOS D D C C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 241 65 347 34 145 24 187 0 19 13 0 130Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.87 1.00 0.98 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1628 1770 1823 1770 1583 1770 1583Flt Permitted 0.64 1.00 0.43 1.00 0.67 1.00 0.74 1.00Satd. Flow (perm) 1195 1628 808 1823 1243 1583 1385 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 262 71 377 37 158 26 203 0 21 14 0 141RTOR Reduction (vph) 0 211 0 0 8 0 0 14 0 0 97 0Lane Group Flow (vph) 262 237 0 37 176 0 203 7 0 14 44 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 17.7 17.7 17.7 17.7 12.5 12.5 12.5 12.5Effective Green, g (s) 17.7 17.7 17.7 17.7 12.5 12.5 12.5 12.5Actuated g/C Ratio 0.44 0.44 0.44 0.44 0.31 0.31 0.31 0.31Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 526 716 355 802 386 492 430 492v/s Ratio Prot 0.15 0.10 0.00 0.03v/s Ratio Perm c0.22 0.05 c0.16 0.01v/c Ratio 0.50 0.33 0.10 0.22 0.53 0.01 0.03 0.09Uniform Delay, d1 8.1 7.4 6.6 7.0 11.4 9.6 9.6 9.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.7 0.3 0.1 0.1 1.3 0.0 0.0 0.1Delay (s) 8.8 7.6 6.7 7.1 12.7 9.6 9.7 9.9Level of Service A A A A B A A AApproach Delay (s) 8.1 7.0 12.4 9.9Approach LOS A A B A






Lane Left Right Left Right Left Right Left RightDesignated Moves LT TR LT TR LT TR LT TRAssumed Moves LT TR LT TR LT TR LT TRRT ChannelizedLane Util 0.470 0.530 0.470 0.530 0.469 0.531 0.470 0.530Critical Headway, s 4.293 4.113 4.293 4.113 4.293 4.113 4.293 4.113Entry Flow, veh/h 319 360 430 484 98 111 264 298Cap Entry Lane, veh/h 836 853 880 895 590 616 657 681Entry HV Adj Factor 0.910 0.910 0.909 0.910 0.913 0.909 0.910 0.909Flow Entry, veh/h 290 327 391 441 89 101 240 271Cap Entry, veh/h 761 776 800 815 539 560 597 619V/C Ratio 3.82 0.422 4.89 0.541 1.66 0.180 4.02 0.438Control Delay, s/veh 9.5 10.1 11.2 12.2 8.8 8.7 12.0 12.5LOS A B B B A A B B95th %tile Queue, veh 0.2 2 0.3 3 0.1 1 0.2 2



Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 336 293 118 15 158 105 113 1164 22 160 1436 462Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 3282 1468 1641 3282 1468 1641 3282 1468 1641 3195 1468Flt Permitted 0.95 1.00 1.00 0.57 1.00 1.00 0.09 1.00 1.00 0.11 1.00 1.00Satd. Flow (perm) 3183 3282 1468 987 3282 1468 163 3282 1468 184 3195 1468Peak-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) 365 318 128 16 172 114 123 1265 24 174 1561 502RTOR Reduction (vph) 0 0 97 0 0 105 0 0 13 0 0 254Lane Group Flow (vph) 365 318 31 16 172 9 123 1265 11 174 1561 248Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% 13% 10%Turn Type Prot NA Perm Perm NA Perm pm+pt NA Perm pm+pt NA PermProtected Phases 3 8 4 5 2 1 6Permitted Phases 8 4 4 2 2 6 6Actuated Green, G (s) 11.0 22.0 22.0 7.0 7.0 7.0 47.4 42.4 42.4 51.4 44.4 44.4Effective Green, g (s) 11.0 22.0 22.0 7.0 7.0 7.0 47.4 42.4 42.4 51.4 44.4 44.4Actuated g/C Ratio 0.12 0.24 0.24 0.08 0.08 0.08 0.53 0.47 0.47 0.57 0.49 0.49Clearance Time (s) 4.0 7.6 7.6 7.6 7.6 7.6 4.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 389 802 358 76 255 114 167 1546 691 218 1576 724v/s Ratio Prot c0.11 0.10 c0.05 0.04 0.39 c0.06 c0.49v/s Ratio Perm 0.02 0.02 0.01 0.35 0.01 0.39 0.17v/c Ratio 0.94 0.40 0.09 0.21 0.67 0.08 0.74 0.82 0.02 0.80 0.99 0.34Uniform Delay, d1 39.2 28.4 26.2 38.9 40.4 38.5 17.1 20.5 12.7 14.7 22.6 13.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 30.0 0.3 0.1 1.4 6.9 0.3 15.5 4.9 0.0 18.1 20.5 1.3Delay (s) 69.2 28.8 26.4 40.3 47.3 38.8 32.6 25.4 12.7 32.8 43.1 15.2Level of Service E C C D D D C C B C D BApproach Delay (s) 46.6 43.7 25.8 36.0Approach LOS D D C D






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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 312 138 85 119 191 347 58 639 62 196 1019 353Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 7.7 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.97 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3183 1727 1468 1641 1727 1468 1656 3282 1468 3183 3282 1321Flt Permitted 0.95 1.00 1.00 0.66 1.00 1.00 0.22 1.00 1.00 0.95 1.00 1.00Satd. Flow (perm) 3183 1727 1468 1140 1727 1468 379 3282 1468 3183 3282 1321Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Adj. Flow (vph) 347 153 94 132 212 386 64 710 69 218 1132 392RTOR Reduction (vph) 0 0 62 0 0 64 0 0 44 0 0 199Lane Group Flow (vph) 347 153 32 132 212 322 64 710 25 218 1132 193Heavy Vehicles (%) 10% 10% 10% 10% 10% 10% 9% 10% 10% 10% 10% 10%Parking (#/hr) 0Turn Type Prot NA Perm Perm NA pt+ov Perm NA Perm Prot NA PermProtected Phases 7 4 8 8 1 2 1 6Permitted Phases 4 8 2 2 6Actuated Green, G (s) 11.0 30.6 30.6 15.6 15.6 30.3 32.9 32.9 32.9 7.0 43.9 43.9Effective Green, g (s) 11.0 30.6 30.6 15.6 15.6 30.3 32.9 32.9 32.9 7.0 43.9 43.9Actuated g/C Ratio 0.12 0.34 0.34 0.17 0.17 0.34 0.37 0.37 0.37 0.08 0.49 0.49Clearance Time (s) 4.0 7.7 7.7 7.7 7.7 7.0 7.0 7.0 4.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 392 592 503 199 302 498 139 1210 541 249 1615 650v/s Ratio Prot c0.11 0.09 0.12 c0.22 0.22 0.07 c0.34v/s Ratio Perm 0.02 0.12 0.17 0.02 0.15v/c Ratio 0.89 0.26 0.06 0.66 0.70 0.65 0.46 0.59 0.05 0.88 0.70 0.30Uniform Delay, d1 38.5 21.1 19.7 34.3 34.6 24.9 21.4 22.7 18.1 40.7 17.6 13.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 20.5 0.2 0.1 8.1 7.2 2.9 10.6 2.1 0.2 27.1 2.6 1.2Delay (s) 59.0 21.4 19.7 42.4 41.8 27.8 32.0 24.8 18.2 67.8 20.1 14.6Level of Service E C B D D C C C B E C BApproach Delay (s) 43.1 34.5 24.8 24.9Approach LOS D C C C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 81 199 116 11 144 8 302 0 30 21 0 211Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.94 1.00 0.99 1.00 0.85 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1770 1760 1770 1848 1770 1583 1770 1583Flt Permitted 0.65 1.00 0.49 1.00 0.62 1.00 0.74 1.00Satd. Flow (perm) 1215 1760 917 1848 1147 1583 1370 1583Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 88 216 126 12 157 9 328 0 33 23 0 229RTOR Reduction (vph) 0 33 0 0 3 0 0 19 0 0 130 0Lane Group Flow (vph) 88 309 0 12 163 0 328 14 0 23 99 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 13.4 13.4 13.4 13.4 17.8 17.8 17.8 17.8Effective Green, g (s) 13.4 13.4 13.4 13.4 17.8 17.8 17.8 17.8Actuated g/C Ratio 0.33 0.33 0.33 0.33 0.43 0.43 0.43 0.43Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 395 572 298 601 495 683 591 683v/s Ratio Prot c0.18 0.09 0.01 0.06v/s Ratio Perm 0.07 0.01 c0.29 0.02v/c Ratio 0.22 0.54 0.04 0.27 0.66 0.02 0.04 0.14Uniform Delay, d1 10.1 11.4 9.5 10.3 9.3 6.7 6.8 7.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.3 1.0 0.1 0.2 3.3 0.0 0.0 0.1Delay (s) 10.4 12.4 9.6 10.5 12.6 6.7 6.8 7.2Level of Service B B A B B A A AApproach Delay (s) 12.0 10.5 12.1 7.2Approach LOS B B B A


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