350 sparks street ottawa

350 SPARKS STREET, OTTAWA

HOTEL AND RESIDENTIAL DEVELOPMENT

Transportation Study

Prepared For: Morguard Real Estate Investment Trust June 24, 2015

BA Consulting Group Ltd. MOVEMENT 300 – 45 St. Clair Ave. W TEL 416 961 7110 IN URBAN Toronto ON M4V 1K9 EMAIL [email protected] ENVIRONMENTS BAGROUP.COM P:\58\90\41\Report\350 Sparks Street - Cover Letter and Brief check list - june-24-2015.docx

June 24, 2015

Brian Athey Vice President Morguard Real Estate Investment Trust 55 City Centre Drive, Suite 1000 Mississauga, ON L5B 1M3

RE: 350 Sparks Street, Ottawa

Hotel and Residential Development

Transportation Study

Dear Mr. Athey:

We are pleased to provide this Transportation Study report for 350 Sparks Street, which covers our review of

various transportation elements for the redevelopment of this site. This report has been prepared in support

of the Site Plan Application for the subject lands.

If you have any questions regarding this study, please do not hesitate to contact the undersigned.

Sincerely,

BA Consulting Group Ltd.

Stephen J. Bahadoor, P.Eng Vincent Cudia, C.E.T.

Transportation Engineer Senior Associate

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TRANSPORTATION BRIEF CHECKLIST

This transportation brief check list has been prepared for the submission of the 350 Sparks Street Hotel and

Residential Development Transportation Study (June 2015). Provided below is a list key items covered in the

City of Ottawa’s TIA guidelines. Where an item has not been explicitly covered in this report, the reasons

behind this omission are provided.

Report Context

1. Municipal address:_

2. Location relative to major elements of the existing transportation system:

3. Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc:

4. Proposed land uses and relevant planning regulations to be used in the analysis:

5. Proposed development size and location on site:

6. Estimated date of occupancy:

7. Planned phasing of development:

8. Proposed number of parking spaces:

9. Proposed access points and type of access:

10. Study area:

11. Time periods and phasing:

12. Horizon years (include reference to phased development): Forecast traffic volumes were the addition of

site traffic to traffic as discussed with City staff.

Existing Conditions

1. Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and

posted speed limit;

2. Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other

relevant data (e.g., extraordinary lane widths, grades, etc.);

3. Existing access points to adjacent developments (both sides of all roads bordering the site);

4. Existing transit system, including stations and stops;

5. Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks;

6. Existing system operations (V/C, LOS)

7. Major trip generators/ attractors within the Study Area should be indicated

Demand Forecasting

1. General background growth: See Report Context Item 12

2. Other study area developments: See Report Context Item 12

3. Changes to the study area road network:

4. Future background system operations (V/C, LOS, queue lengths): See Report Context Item 12

5. include figures documenting future background travel demands by mode for each horizon year

6. Trip generation rates:

7. Trip distribution and assignment:

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Impact Analysis

1. Total future system operations (V/C, LOS, queue lengths);_

2. Signal and auxiliary lane (device) warrants:

3. Operational/ safety assessment (e.g., sight line assessment where grades are an issue):

4. Storage analysis for closely spaced intersections:

5. Pedestrian and bicycle network connections and continuity:

6. On-site circulation and design:

7. Potential for neighbourhood impacts and TDM:

CTS Impact Analysis

1. Network Capacity Analysis:

2. Non-auto network connections and continuity:

3. Potential for community impacts, and TDM:

4. Synchro Files: Will be sent on request via email

5. Screenline Analysis: The scale of the project is not anticipated to have substantial overall network impacts

350 SPARKS STREET - TRANSPORTATION STUDY

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TABLE OF CONTENTS

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

2.0 EXISTING CONDITIONS ....................................................................................... 2 2.1 Existing Site Conditions ................................................................................ 2

2.1.1 Site Access, Parking and Loading ............................................................................ 2

2.1.2 Parking Garage ......................................................................................................... 2

2.2 Area Transportation Context ......................................................................... 2

2.3 Road Network ............................................................................................... 2

2.4 Transit Facilities ........................................................................................... 3

2.5 Cycling and Pedestrian Facilities .................................................................. 3

2.6 Existing Traffic Volumes ............................................................................... 3

2.7 Existing Operations ....................................................................................... 4 2.7.1 Methodology .............................................................................................................. 4

2.7.2 Saturation Flow ......................................................................................................... 5

2.7.3 Signal Timing Plans .................................................................................................. 5

2.7.4 Analysis Results ........................................................................................................ 6

3.0 PLANNED TRANSPORTATION INFRASTRUCTURE .......................................... 6 3.1 Confederation Line ....................................................................................... 6

3.2 Queen Street Renewal Project ...................................................................... 7

3.3 Bike Share Program ...................................................................................... 7

4.0 SITE PLAN ............................................................................................................. 8 4.1 Development Program .................................................................................. 8

4.2 Site Access, Parking and Loading ................................................................. 8 4.2.1 Site Access, Parking and Pick-Up Drop-Off ............................................................. 8

4.2.2 Loading Areas ........................................................................................................... 8

5.0 DEMAND FORECASTING ..................................................................................... 9 5.1 Background Traffic Growth ........................................................................... 9

5.2 Site Trip Generation ...................................................................................... 9 5.2.1 Office Trip Generation ............................................................................................... 9

5.2.2 Apartment Trip Generation ..................................................................................... 10

5.2.3 Hotel Trip Generation .............................................................................................. 10

5.3 Trip Distribution and Assignment ................................................................ 13

6.0 FUTURE TRAFFIC OPERATIONS ...................................................................... 14 6.1 Capacity Analysis ....................................................................................... 14

6.1.1 Queuing Review – Sparks Street ............................................................................ 15


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7.0 FINDINGS AND RECOMMENDATIONS ............................................................. 17

LIST OF TABLES

Table 1 HCM Level of Service ............................................................................................................ 4

Table 2 Capacity Analysis Summary - Existing Traffic Operations ..................................................... 6

Table 3 Site Traffic Generation ......................................................................................................... 12

Table 4 Overall Trip Distribution Pattern ........................................................................................... 13

Table 5 Capacity Analysis Summary – Future Traffic Operations (Area Road Network As-Is) ........ 15

Table 6 Queuing Review – Sparks Street ......................................................................................... 16

TABLE OF APPENDICES

APPENDIX A: Context Figures

APPENDIX B: Traffic Volume Figures

APPENDIX C: Turning Movement Data

APPENDIX D: Existing Traffic Operations – Capacity Analysis Sheets

APPENDIX E: Vehicle Manoeuvring

APPENDIX F: As of Right Comparison, Mode Split and Routing

APPENDIX G: Future Traffic Operations – Capacity Analysis Sheets


JUNE, 2015 5890-41 1

1.0 INTRODUCTION BA Group has been retained by Morguard Real Estate Investment Trust to provide transportation advisory

services in support of the redevelopment of 350 Sparks Street in the City of Ottawa. The site is a City block

bounded by Sparks Street to the north, Queen Street to the south, Bay Street to the west and Lyon Street

North to the east. The site location is shown in Figure A1.

The site currently contains a 12-storey office building, a 311 suite hotel and a small residential building. The

hotel and residential building are vacant at this time. The site has a supporting 270 space underground paid

parking garage, with access onto Queen Street, which is also available to the general public.

The development plan would seek to demolish the existing hotel and small residential buildings and replace

them with a new hotel and apartment building. The new hotel would contain a total of 303 suites, and the

apartment building would contain 250 units. The existing office tower would remain as-is, with exception to

some improvements to the façade on the ground floor. The underground garage would be expanded to

provide a total of 348 parking stalls. As part of the development program, access to the parking garage would

be relocated from Queen Street to Sparks Street.

The site is well situated from a transportation context point of view and is within walking distance to a variety

of employment and entertainment destinations. It is also in close proximity to existing and planned transit

infrastructure. The future Confederation Line LRT will further improve transit operations in the area and a

station is being constructed adjacent to the site at the southwest corner of the Queen Street / Lyon Street

North intersection.

BA Group has undertaken a transportation study to document and analyze various aspects of the

redevelopment of the site. This includes a review of the following:

The existing site

The area transportation context

Existing area road network traffic volumes and operations

The development program

Forecast travel demands

Future area road network traffic operations and

Key transportation elements of the Site Plan

This report provides a summary of our review.


JUNE, 2015 5890-41 2

2.0 EXISTING CONDITIONS

2.1 EXISTING SITE CONDITIONS

350 Sparks forms a City block bounded by Sparks Street to the north, Queen Street to the south, Bay Street

to the west and Lyon Street North to the east. The site is zoned as a “MD – Mixed-Use Downtown” and

currently contains a 12-storey sq.ft office building, a 311 suite hotel and a small residential building. The hotel

and small residential building are vacant at this time. The site area context is further illustrated in Figure A2.

2.1.1 Site Access, Parking and Loading

The site features an underground paid parking garage, which serves the office and the formerly in operation

hotel uses on site and is also available to the general public. Access to the garage is provided via a driveway

onto Queen Street. Pick-up / drop-off operations occur via a lay-by and circular driveway onto Queen Street.

Site loading operations occur today through three main areas on Queen Street, Bay Street and Sparks Street,

two of which are on street. On Queen Street a designated loading area is provided along the north side of the

street, just east of the site parking garage driveway. Today, this area typically accommodates courier activity

for the office building.

A second on-street loading area is provided on Sparks Street, west of Lyon Street North. This area also

provides loading for both the office building and has a separate zone for ‘Diplomat Loading.’ Larger delivery

vehicles are generally accommodated within this loading area.

The third loading area is within a loading dock internal to the hotel building and fronts onto Bay Street, just

south of Sparks Street. This area accommodates a single truck, and was previously used by the hotel.

2.1.2 Parking Garage

The parking garage is generally located on the eastern portion of the lands underneath the office building. It

contains a total of 270 parking spaces on two levels.

2.2 AREA TRANSPORTATION CONTEXT

2.3 ROAD NETWORK

An overview of the study area roads is provided below. A diagram illustrating the area traffic control and lane

configuration is provided in Figure A3.

Bay Street is a one-way northbound local road that provides connectivity between Catherine Street to the

South and Wellington Street to the north. In the vicinity of the site it has two vehicular travel lanes and a

cycling lane. It is signalized at Queen Street at the southwest corner of the site, and a pedestrian crossing

signal is provided at Sparks Street, which permits pedestrians to cross Bay Street under signal control.


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Sparks Street is a local road that has vehicular travel lanes between Lyon Street North to the east and

Bronson Road to west. Between Bay Street and Lyon Street North, along the north side of the site two-way

travel is permitted. It is signalized at Lyon Street North, and traffic operates under STOP control at its

intersection with Bay Street.

Lyon Street North is generally a one-way southbound arterial road that extends from Wellington Street in the

north to Catherine Street in the south. Its south terminus is an onramp to Highway 417 westbound. A small

section of Lyon Street North permits northbound travel between Sparks Street and Wellington Street. In this

section northbound and southbound travel is separated by a median. It has four travel lanes in the immediate

site area.

Queen Street is a two-way local road that runs between Elgin Street in the east and Bronson Road in the

west. It is signalized at its intersections with Lyon Street North and Bay Street. At Lyon Street North it has a

width to accommodate two westbound lanes and one eastbound lane.

All study area roads noted above have a speed limit of 50 km/h.

2.4 TRANSIT FACILITIES

The site is well served by the a number of existing bus routes and is within walking distance (1 to 2 city

blocks) to the Transitway on Albert Street and Slater Street. The transitway has bus service that connects to

City of Ottawa at large. Frequent service is provide seven days a week on OC Transpo routes 93, 94, 95, 96,

97, 98 and 99. Routes 95, 96 and 97 operate extended hours until the early morning. Bus routes 95 and 97

run 24 hours a day. Area transit routes and bus stops are illustrated in Figure A4.

2.5 CYCLING AND PEDESTRIAN FACILITIES

The site benefits from its proximity existing cycling infrastructure in the area, where there are bicycle lanes on

Bay Street and Lyon Street North. These lanes allow for north-south travel within dedicated pavement area

and connect to existing east-west cycling lanes on Wellington Road and Laurier Avenue.

Sidewalks are provided on all area roads bounding the site. Sparks Street, to the east of Lyon provides a

pedestrian corridor through to Elgin Street, allowing for excellent east-west pedestrian connectivity through

the downtown core to a variety of key attractions and north-south streets.

2.6 EXISTING TRAFFIC VOLUMES

Existing weekday morning and afternoon peak hour baseline traffic volumes are shown in Figure B1. These

peak hours represent when the area is typically the busiest during the course of a week. These volumes

were established through traffic data collected by the City of Ottawa and BA Group. Traffic count data is

provided in Appendix C. Adjustments were made to balance traffic volumes between adjacent intersections.

The data indicates shows that traffic flows to/from the north are somewhat tidal in nature, relating to traffic

entering the downtown core in the morning and leaving in the afternoon. Traffic volumes travelling to the

south on Lyon Street North in the morning peak hour are substantially higher than during the afternoon peak

hour. Conversely, traffic volumes to the north on Bay Street are much higher in the weekday afternoon than

in the weekday morning peak hour.


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2.7 EXISTING OPERATIONS

Traffic operations were reviewed at the following intersections:

Bay Street / Sparks Street (pedestrian signal)

Bay Street / Queen Street (signalized)

Lyon Street North / Sparks Street (signalized)

Lyon Street North / Queen Street (signalized)

Parking garage driveway onto Queen Street (unsignalized)

2.7.1 Methodology

Traffic operations analyses have been undertaken in accordance with the methodologies outlined in the

Highway Capacity Manual (HCM 2000) using the Synchro (Version 9) software package. The primary

product of the signalized intersection capacity analysis evaluation is two sets of intersection performance

indices.

The first is a volume-to-capacity (or v/c) ratio that provides an indication of the capacity utilization for

movements at an intersection and at the intersection overall. A v/c ratio of 1.0 indicates that a turning

movement or intersection may be operating at or near its theoretical capacity. The second measure is a level

of service (LOS) indicator that provides a measure of the average level of delay that a motorist may

experience while travelling through an intersection. The level of service indicator ranges from LOS A (little

delay) to LOS F (extended delays). Level of Service criteria for signalized and unsignalized intersections is

summarized in Table 1.

TABLE 1 HCM LEVEL OF SERVICE

Level of Service (LOS) Signalized Intersections Unsignalized Intersections

LOS A ≤ 10s ≤ 10s

LOS B > 10s and ≤ 20s > 10s and ≤ 15s

LOS C > 20s and ≤ 35s > 15s and ≤ 25s

LOS D > 35s and ≤ 55s > 25s and ≤ 35s

LOS E > 55s and ≤ 80s > 35s and ≤ 50s

LOS F > 80s > 50s

A summary of the capacity results are provided in the following. Detailed capacity analysis data sheets are

provided in Appendix D.


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2.7.2 Saturation Flow

The Synchro analysis has been prepared with a base saturation flow of 1,800 vehicles per hour per lane per

City of Ottawa TIA Guidelines. Additionally, the Central Business District (CBD) adjustment factor in Synchro

has been applied, which effectively further reduces saturation flow by an additional 10 percent to account for

downtown conditions.

2.7.3 Signal Timing Plans

Signal timing plans obtained by the City of Ottawa were applied in the Synchro model. The Bay Street /

Sparks Street intersection contains a pedestrian signal. In order to assess the pedestrian signal operations,

this intersection was modelled as a signalized intersection, where the eastbound and westbound phases

would only be activated by pedestrians pushing the crossing button (to stop northbound traffic ) in order to

cross Bay Street. Turns onto Bay Street from Sparks Street, would be under permissive control and can

occur when gaps are present in the Bay Street traffic flow. Limitations to this approach are that any through

movements across Bay Street on Sparks Street can only occur if the pedestrian signal is pressed, whereas

under existing conditions a through movement can occur when a gap in Bay Street traffic is present.

Therefore, due to the limitations of this approach, intersection v/c delays values may be modestly overstated

for through movements on Sparks Street at the Bay Street intersection.


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2.7.4 Analysis Results

Capacity analysis results for area intersections under existing conditions are summarized in Table 2.

Capacity analysis results indicate that the study area intersections operate in a satisfactory manner. All

intersections operate with overall v/c ratios of less than 0.70 during peak hours, which is indicative of

available reserve capacity. All delays experienced by individual movements are in the LOS ‘A’ to ‘D’ range

which is considered reasonable within an urban environment. The only movement which operates with higher

end v/c ratios is the westbound through-left movement at the Lyon Street North / Queen Street intersection

which has a v/c ratio of 0.85 during the weekday afternoon peak hour.

TABLE 2 CAPACITY ANALYSIS SUMMARY - EXISTING TRAFFIC OPERATIONS

Intersection Weekday Morning Peak Hour Weekday Afternoon Peak Hour

Overall Key Moves

v/c, Delay, LOS

Overall Key Moves

v/c, Delay, LOS

Signalized Intersections

Bay Street / Sparks Street 0.22,6s,A WBTR NBLTR

0.04,14s,B 0.32,6s,A

0.41,11s,B WBTR NBLTR

0.05,14s,B 0.62,11s,B

Bay Street / Queen Street 0.48,13s,B

EBTL WBT WBR

NBLTR

0.52,16s,B 0.31,7s,A 0.05,3s,A

0.45,13s,B

0.61,16s,B

EBTL WBT WBR NBTR

0.57,20s,C 0.64,20s,B 0.60,21s,C 0.58,12s,B

Lyon Street North / Sparks Street

0.68,4s,A EBR

SBTR 0.21,47s,D 0.70,4s,A

0.26,2s,A EBR

SBTR 0.02,25s,C 0.27,2s,A

Lyon Street North / Queen Street

0.64,20s,B EBTR WBTL SBLTR

0.61,41s,D 0.48,38s,D 0.61,14s,B


0.54,17s,B 0.88,31s,C 0.39,10s,A

Unsignalized Intersections

Garage Driveway / Queen Street

- SBLTR 0.01,14s,B - SBLTR 0.31,19s,C

Analysis results show that the existing garage driveway onto Queen Street operates with a Level of Service of

‘B’ during the weekday morning peak hour and a Level of Service ‘C’ during the weekday afternoon peak

hour, which is indicative of acceptable intersection delays.

3.0 PLANNED TRANSPORTATION INFRASTRUCTURE

3.1 CONFEDERATION LINE

The Confederation Line LRT project will expand east-west service capacity in the City of Ottawa. It will

extend between Blair Road at Highway 174 in the west through the downtown to Tunney’s Pasture in the

east. The line will contain a total of thirteen stations. A section of the LRT will be underground along the

Queen Street corridor, with stops at Lyon Street North, O’Connor Street (i.e. Parliament Station) and the

Rideau Centre. The Lyon Station will have access from the Place de Ville and Delta Hotel, immediately to the

east of the site. Substantial completion of the LRT construction is planned for 2017.


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3.2 QUEEN STREET RENEWAL PROJECT

The City of Ottawa has undertaken an Environmental Assessment and detailed design in support of changes

to Queen Street between Bronson Street and Elgin Street. The project involves changes the streetscape, to

respond to the new transit and pedestrian context of the Queen Street corridor. The detailed design for

Queen Street identifies changes to Queen Street, Bay Street and Lyon Street North adjacent to the site.

These include:

Reducing the pavement width between Queen Street between Bay Street and Lyon Street North to

provide additional boulevard.

Providing ‘sharrows’ along Queen Street

Provision of a bike box for travel from Bay Street northbound to Queen Street westbound

The narrowing of the Lyon Street North pavement width north of Queen Street to provide additional

boulevard. Lyon Street North would also have a bike lane.

Narrowing Queen Street east of Lyon Street North to provide additional boulevard. The westbound

approach to this intersection would be modified to have a left turn lane and a through lane.

A sensitivity analysis has been completed in this study to review future traffic conditions with these planned

network changes in place.

3.3 BIKE SHARE PROGRAM

VeloGo, a bike share program, is planned to roll out in the Fall of 2015. This service, similar to Ottawa’s past

Bixi service, will allow members to use a shared pool of bikes through downtown Ottawa and Gatineau. Bikes

could be picked-up, used, and dropped off at various locations. There is anticipated to be approximately 50

locations. Available documentation reviewed at the time of this study suggests a bike share location off-site is

planned near the Queen Street / Lyon Street North intersection.


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4.0 SITE PLAN

4.1 DEVELOPMENT PROGRAM

The development plan would seek to demolish the existing hotel and small residential buildings and replace

them with a new hotel and apartment building. The new hotel would contain a total of 303 suites, and the

apartment building would contain 250 units. The existing office tower would remain as-is, with exception to

some improvements to the façade on the ground floor. The Site Plan is illustrated in Figure A5. The

redevelopment of the site is anticipated to start in 2016.

4.2 SITE ACCESS, PARKING AND LOADING

4.2.1 Site Access, Parking and Pick-Up Drop-Off

Access to the parking garage would be relocated from its current location on Queen Street to Sparks Street,

approximately 30 metres east of the westbound stop bar of the Bay Street / Sparks Street intersection

(measured to the centreline of the driveway). The parking garage would contain a total 348 parking spaces,

allocated as follows 142 office, 93 hotel and 113 apartment. Of the apartment spaces, 3 are proposed to

facilitate car-share, and 15 are proposed for visitor use. The supply provided meets the zoning by-law

requirements and will satisfy the needs of the site. The new Sparks Street driveway will contain a bike ramp,

which provides access to the bike parking mezzanine level, which contains 125 bicycle parking spaces. 19

bicycle parking spaces will be provided at-grade. The bicycle parking supply meets the zoning by-law

requirements for the new site uses.

Pick-up / Drop-off for this site would be on Queen Street, as under existing conditions, however the

configuration of this facility would be modified. The Pick-Up / Drop-Off area would be an internal courtyard,

which would have access via a single driveway onto Queen Street. The facility would accommodate all uses

on site: office, hotel and apartment. Notably, all buildings have doors which front onto this courtyard. A

vehicle manoeuvring diagram has been prepared to demonstrate that vehicles can enter and exit the facility in

a suitable manner (Appendix E).

4.2.2 Loading Areas

Two on site loading area are provided to serve the three site uses, one on Bay Street the other on Sparks

Street. The Bay Street loading area contains two loading spaces and is designated to accommodate hotel

and office uses. The Sparks Street loading area would primarily function to serve resident move in.


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5.0 DEMAND FORECASTING Traffic forecasts were prepared for future conditions considering potential area growth and site related traffic.

5.1 BACKGROUND TRAFFIC GROWTH

It is anticipated that traffic volumes on the Queen Street corridor will either remain consistent with existing

conditions or reduce with the completion of the Confederation Line, which will improve transit service in this

area. For the purposes of this study, future traffic volumes without the redevelopment of the site have been

assumed be consistent with existing conditions. This methodology is similar to vehicular traffic forecasting

identified in the “Queen Street Renewal Transportation Assessment” report (Declan, May 2014) prepared in

support of the Queen Street Renewal Environmental Assessment.

5.2 SITE TRIP GENERATION

Traffic volumes were generated for the site based on a review of traffic counts performed at the site and use

of the ITE Trip Generation Manual. Modal split information from the 2011 Trans O-D Survey report for Ottawa

Centre was also used to allocate trips by transportation mode for the apartment and hotel uses. Trip

generation for the office is based on existing driveway counts.

Development of traffic volumes associated with the various development uses is summarized below. The

resulting trip generation for the site is summarized in Table 3.

5.2.1 Office Trip Generation

The existing parking garage, which contains approximately 270 spaces, is predominately used by office

workers for the site and is also available for general public use. Existing traffic counts show that this garage

generates approximately 120 two-way trips during the weekday morning and 105 two-way trips during the

weekday afternoon peak hour. Also on site today is the existing pick-up / drop-off facility, which is used by

office workers and generates approximately 15 two-way trips during the weekday morning peak hour and 30

two-way trips during the weekday afternoon peak hour.

After redevelopment of the site, the parking spaces available for the office use will decrease from 270 spaces

which exist today to approximately 142 spaces. Therefore, it is anticipated that traffic generated by the office

use would also decrease. To maintain a conservative stance, it has been assumed for this study that office

vehicular travel demands after redevelopment of the site would be similar in the future. This may modestly

overstate the traffic impact of the redevelopment.


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5.2.2 Apartment Trip Generation

Trips generation for the apartment building was performed based on a person trip generation basis.

Information regarding person trip generation was adopted from the ITE Trip Generation Manual. Land Use

Code ITE 232 – High Rise apartment was referred to1. The apartment is anticipated to generate

approximately 80 two-way person trips during the weekday morning peak hour and 100 two-way person trips

during the weekday afternoon peak hour.

Person trips were allocated as follows based on a review of mode split information in the 2011 Trans O-D

survey2:

Car-driver: 40%

Car-passenger: 10%

Non-Motorized: 25%

Transit: 25%

The car-driver mode split of 40% was applied to calculate vehicular trips generated by the apartment use. In

total, the apartment is estimated to generate approximately 35 two-way vehicular trips during the weekday

morning peak hour and 40 two-way vehicular trips during the weekday afternoon peak hour.

5.2.3 Hotel Trip Generation

Trips generation for the hotel building was performed on a person trip generation basis, similar to the

apartment building. Land Use Code ITE 310 – Hotel was used to estimate person trips1. Person trips were

allocated as follows:

Car-driver: 45%

Car-passenger: 10%

Non-Motorized: 10%

Transit: 15%

Taxi (as primary passenger): 15%

Taxi (as additional passenger): 5%

These proportions are similar to the apartment mode splits, with adjustments made to reflect a greater usage

of personal vehicles to travel to hotels, and taxis. Key vehicular trip generators, noting the above, are from

passenger cars and taxis. A further breakdown of these vehicle types is provided below.

1 Forecast vehicular trips generated through the application of ITE Trip generation rates were inflated by passenger occupancy rates presented in the ITE Trip Generation Handbook to forecast person trips as shown in Table 3.

2 Please refer to Appendix F for additional information.


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5.2.3.1 Passenger Car Trips

The car-driver mode split of 45% was applied to calculate passenger car trips generated by the hotel use. In

total, the hotel is estimated to generate approximately 70 two-way vehicular trips during the weekday morning

peak hour and 40 two-way vehicular trips during the weekday afternoon peak hour. For the purposes of trip

assignment, these trips were broken down into two main categories: those who drive directly to/from the

parking garage, and those who utilize the pick-up / drop-off area before/after travelling to/from the garage.

This split was assumed to be 50/50.

5.2.3.2 Taxi Trips

The taxi primary passenger mode split of 15% was applied to calculate the number of taxi calls generated by

the hotel use. The hotel is estimated that patrons would require 25 taxis to arrive and 15 taxis to leave the

hotel during the weekday morning peak hour. Assuming that all arriving taxis after dropping off guests would

be utilized to provide services to outbound guests, this would result in 50 two-way (i.e. 25 inbound; 25

outbound) trips during the weekday morning peak hour.

The hotel is estimated that patrons would require 20 taxis to arrive and 20 taxis to leave the hotel during the

weekday afternoon peak hour. Assuming that all arriving taxis (after dropping off guests) would be utilized to

provide services to outbound guests, this would result in 40 two-way trips (i.e. 20 inbound; 20 outbound)

during the weekday afternoon peak hour.

5.2.3.3 Total Site Traffic and As of Right Comparison

The entire site upon build-out is anticipated to generate approximately 350 to 355 two-way trips. This is an

increase beyond existing conditions, where only the office is in operation, of approximately 215 to 220 two-

way trips.

A review was undertaken to estimate the traffic conditions on site prior to the closure of the existing hotel,

which contained a total of 328 suites (larger than the current plan) (see Appendix F). Based on the rates

presented in Table 3, the site at that time would generate approximately 315 to 320 two-way trips. A

comparison of the proposed development plan traffic generation to the site prior to the hotel closure indicates

the proposed development plan would generate approximately 35 additional two-way trips. The anticipated

traffic of the proposed development plan is very similar to site prior to the hotel closure.


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TABLE 3 SITE TRAFFIC GENERATION

Land Use Information Weekday Morning Peak Hour Weekday Afternoon Peak Hour

In Out 2-way In Out 2-way

Office - Existing

Office – Garage Traffic Ex. Counts 115 5 120 0 105 105

Office - Pick-Up / Drop-Off Ex. Counts 5 10 15 15 15 30

Total Office Related Traffic 120 15 135 15 120 135

High Rise Apartment – 250 Units

ITE Baseline Trip Rate ITE 232 0.08 0.23 0.30 0.23 0.15 0.37

Person Trip Rate 0.09 0.26 0.35 0.26 0.17 0.43

Person Trips 100% 20 65 85 65 40 105

Car Driver 40% 8 26 34 26 16 42

Car Passenger 10% 2 7 9 7 4 11

Transit 25% 5 16 21 16 10 26

Non-Motorized 25% 5 16 21 16 10 26

Vehicular Trips (Rounded to Nearest 5)

40% 10 25 35 25 15 40

Hotel – 303 Suites

ITE Baseline Trip Rate ITE 310 0.40 0.29 0.68 0.34 0.36 0.70

Person Trip Rate 0.50 0.36 0.86 0.43 0.45 0.88

Person Trips 100% 150 110 260 130 135 265

Car Driver 45% 67 50 117 58 61 119

Car Passenger 10% 15 11 26 13 14 27

Non-Motorized 10% 15 11 26 13 14 27

Transit 15% 22 16 38 20 20 40

Taxi - primary passenger 15% 23 16 39 20 20 40

Taxi - as an additional passenger 5% 8 6 14 6 6 12

Passenger Car Trips

Total Passenger Car Trips (Rounded to Nearest 5)

70 50 120 60 60 120

straight to garage 50% 35 25 60 30 30 60

using PUDO / Valet, then Garage3

50% 35 (70)

25 (50)

60 (120)

30 (60)

30 (60)

60 (120)

Taxi Trips

Taxi Calls (Rounded to Nearest 5)

25 15 40 20 20 40

Taxi Trips (in and out of PUDO)

25 25 50 20 20 40

TOTAL SITE TRIPS3 200(235)

90(115)

290(350)

100 (130)

195(225)

295(355)

INCREASE BEYOND EXISTING CONDITIONS3

80(115)

75(100)

155(215)

85 (115)

75(105)

160(220)

INCREASE BEYOND AS OF RIGHT CONDITIONS

10(10)

25(25)

35(35)

20 (20)

15(15)

35(35)


JUNE, 2015 5890-41 13

Notes: 1. Person Trip rate = ITE Baseline Rate x Car Occupancy x Transit Adjustment (to adjust for inherent non-auto use in baseline

ITE data) For Apartment: ITE Baseline Rate x 1.09 passengers per car (per ITE handbook) x 1.05 For Hotel: ITE Baseline Rate x 1.26 passengers per car x 1.05

2. Mode split information based on review of AM Peak Period travel information in 2011 TRANS O-D survey. Refer to Appendix E.

3. ( ) Bracketed values reflect the entry / exit at the PUDO and the parking garage which effective dou8bles the in and out volumes at the site driveways.

5.3 TRIP DISTRIBUTION AND ASSIGNMENT

The trip distribution pattern was determined for the site uses based on a review of travel patterns recorded in

2011 Trans O-D Survey report and the surrounding road network connectivity. Detailed information regarding

the distribution is provided in Appendix F. Office and Hotel distribution patterns were assumed to be the

same for the purposes of this analysis. The resulting distribution pattern is shown in Table 4.

TABLE 4 OVERALL TRIP DISTRIBUTION PATTERN

Orientation Office Residential Hotel

Outbound

Queen Street - East 15.0% 10.0% 15.0%

Lyon Street North - South 30.0% 35.0% 30.0%

Bay Street - North 25.0% 20.0% 25.0%

Queen Street - West 25.0% 30.0% 25.0%

Sparks Street - West 5.0% 5.0% 5.0%

Total 100% 100% 100%

Inbound


Lyon Street North - North 25.0% 20.0% 25.0%

Bay Street - South 30.0% 35.0% 30.0%

Queen Street - West 25.0% 30.0% 25.0%

Sparks Street - West 5.0% 5.0% 5.0%


Total 100% 100% 100%

Trips were assigned to the road network as shown in Figures B2 through Figure B5. The resulting Future

total traffic volumes, which represent the addition of site traffic volumes to existing traffic volumes are shown

in Figure B6.


JUNE, 2015 5890-41 14

6.0 FUTURE TRAFFIC OPERATIONS

6.1 CAPACITY ANALYSIS

Capacity analysis results under future traffic conditions are summarized in Table 5. Detailed capacity

analysis sheets are provided in Appendix G. The results indicate that the study area intersections will

continue to operate in a satisfactory manner. All intersections operate with overall v/c ratios of less than 0.80

during peak hours, which is indicative of available reserve capacity. All delays experienced by individual

movements are in the LOS ‘A’ to ‘D’ range which is considered reasonable within an urban environment. The

westbound through-left movement at the Lyon Street North / Queen Street intersection operates with a higher

end, but still acceptable v/c ratios during the weekday afternoon peak hour of 0.86.

The Queen Street / Lyon Street North intersection was further assessed with the planned changes

demonstrated in the Queen Street Renewal project. Under this configuration the intersection will have overall

v/c ratios higher than those experienced under the current configuration; however, intersection operations will

still be satisfactory.

The Queen Street Pick-Up / Drop off is forecast to operate well during peak hours and the key southbound

STOP controlled approach is forecast to operate with a Level of Service ‘C’ during the weekday morning and

afternoon peak hours.

The Sparks Street Garage Driveway is also forecast to operate well, and the key northbound STOP controlled

approach will operate with Levels of Service in the ‘A’ to ‘B’ range.

The results indicate that site traffic can be suitably accommodated by the area road network.


JUNE, 2015 5890-41 15

TABLE 5 CAPACITY ANALYSIS SUMMARY – FUTURE TRAFFIC OPERATIONS (AREA ROAD

NETWORK AS-IS)

Intersection Weekday Morning Peak Hour Weekday Afternoon Peak Hour

Overall Key Moves

v/c, Delay, LOS

Overall Key Moves

v/c, Delay, LOS

Signalized Intersections

Bay Street / Sparks Street 0.28,7s,A EBTL WBTR NBLTR

0.01,14s,B 0.04,14s,B 0.42,7s,A

0.48,12s,B EBTL WBTR NBLTR

- ,- , A 0.14,15s,B 0.67,12s,B

Bay Street / Queen Street 0.57,14s,B

EBTL WBT WBR

NBLTR

0.65,20s,C 0.38,7s,A 0.13,4s,A

0.50,14s,B

0.67,18s,B

EBTL WBT WBR NBTR

0.75,30s,C 0.70,21s,B 0.68,21s,C 0.61,12s,B

Lyon Street North / Sparks Street

0.77,11s,B EBR

SBTR 0.65,51s,D 0.78,9s,A

0.54,8s,A EBR

SBTR 0.55,21s,C 0.52,6s,A

Lyon Street North / Queen Street

0.67,21s,C EBTR WBTL SBLTR

0.70,45s,D 0.52,39s,D 0.62,14s,B


0.44,16s,B 0.86,28s,C 0.48,11s,B

Lyon Street North / Queen Street - After Queen Street Renewal

0.79,25s,C

EBTR WBL WBT

SBLTR

0.70,45s,D 0.59,53s,D 0.43,37s,D 0.78,18s,B

0.71,19s,B

EBTR WBL WBT

SBLTR

0.44,16s,B 0.84,41s,D 0.73,24s,C 0.61,12s,B

Unsignalized Intersections

Pick-Up / Drop-Off Driveway onto Queen Street

- EBTL WBTR SBLR

0.04,1s,A 0.20,0s,A

0.28,20s,C -

EBTL WBTR SBLR

0.03,1s,A 0.38,0s,A

0.22,17s,C

Garage Driveway / Sparks Street

- EBTR WBTL NBLR

0.11,0s,A 0.03,4s,A

0.11,10s,A -

EBTR WBTL NBLR

0.06,0s,A 0.01,3s,A

0.23,11s,B Notes: 1. Nominal traffic volumes associated with this movement. No delays, or v/c reported.

6.1.1 Queuing Review – Sparks Street

A queuing review was conducted to determine the extent of westbound queuing at the Bay Street / Sparks

Street intersection to confirm the appropriateness of the driveway spacing. The Synchro based queuing

results are provided in Table 6. The results indicate that 95th percentile queues will not spill back to the

parking garage driveway location which is 30 metres east of Bay Street (measured from the Bay Street STOP

bar to the centre of the driveway). Therefore, the location is an appropriate distance from Bay Street.


JUNE, 2015 5890-41 16

TABLE 6 QUEUING REVIEW – SPARKS STREET

Queues Weekday Morning Weekday Afternoon Peak Hour Driveway Location

50th percentile (m)

95th percentile (m)

50th percentile (m)

95th percentile (m)

WBLTR 7m

7m 7m 7m 30m east of Bay Street

Notes: 1. Vehicle queues rounded up to the nearest 7 metres to reflect the length of a passenger vehicle + buffer distance to the next

vehicle. All reported queues through Synchro are less than 7 metres.


JUNE, 2015 5890-41 17

7.0 FINDINGS AND RECOMMENDATIONS BA Group has undertaken a transportation impact assessment to review the proposed development plan for

350 Sparks Street. The site is a City block bounded by Sparks Street to the north, Queen Street to the south,

Bay Street to the west and Lyon Street North to the east.

Key findings from our review are documented below:

Transportation Context

The site is well situated from a transportation context point of view and is within walking distance to a

variety of employment and entertainment destinations. Sidewalks are provided on all area roads

bounding the site. Sparks Street, to the east of Lyon provides a pedestrian corridor through to Elgin

Street, providing excellent east-west pedestrian connectivity through the downtown core to a variety

of key attractions.

The site benefits from its proximity to existing and planned transit infrastructure. The future

Confederation Line LRT will further improve transit operations in the area and a station is being

constructed immediately adjacent to the site at the southwest corner of the Queen Street / Lyon

Street North intersection.

The site is well situated from a cycling perspective, given its proximity existing cycling infrastructure in

the area, where there are cycling lanes on Bay Street and Lyon Street North. These lanes allow for

north-south travel within dedicated pavement area and connect to existing east-west cycling lanes on

Wellington Road and Laurier Avenue.

The City of Ottawa has undertaken an Environmental Assessment and detailed design in support of

changes to Queen Street between Bronson Street and Elgin Street. The project involves changes the

streetscape, to respond to the new transit and pedestrian context of the Queen Street corridor. The

site will operate in a reasonable manner with and without the planned changes.

Site Traffic

The entire site upon build-out is anticipated to generate approximately 350 to 355 two-way trips. This

is an increase beyond existing conditions, where only the office is in operation, and the site generates

approximately 215 to 220 two-way trips.

A review was undertaken to estimate the traffic conditions on site prior to the closure of the existing

hotel, which contained a total of 328 suites. Under prior conditions the site would generate

approximately 315 to 320 two-way trips. The proposed development generates approximately 30

more two-way trips and is therefore similar, to the prior site in terms of trip generation potential.


JUNE, 2015 5890-41 18

Traffic Operations

Capacity analysis results indicate that the study area intersections operate in a satisfactory manner

under Existing conditions. This is forecast to continue under future conditions upon build-out of the

site. All study intersections are forecast operate with overall v/c ratios of less than 0.80 during peak

hours, which is indicative of available reserve capacity. All delays experienced by individual

movements are in the Level of Service ‘A’ to ‘D’ range which is considered reasonable within an

urban environment.

The Queen Street / Lyon Street North intersection was further assessed with the planned changes

illustrated in the Queen Street Renewal project. Under this configuration the intersection will have

overall v/c ratios higher than those experienced under the current configuration; however, forecast

intersection operations will continue to be satisfactory.

Based upon our review, the study area road network can reasonably accommodate forecast traffic

demands and study area intersections and site driveways will operate in a suitable manner.


JUNE, 2015 5890-41

APPENDIX A: Context Figures


JUNE, 2015 5890-41

APPENDIX B: Traffic Volume Figures


JUNE, 2015 5890-41

APPENDIX C: Turning Movement Data

Turning Movements Count - Full Study Diagram

Public Works - Traffic Services

Start Time:

Survey Date:

BAY ST @ QUEEN ST

07:00

Wednesday, May 01, 2013 WO#: 31186

Device:

Trucks

Cars

Trucks

Cars

S

N

EW

573

641

Total

159 36

0 0

43113

0

195

156

351

411 21432

783

17

0

143

0

13

0

325

156

36 184

220

Total

701

0

461

161

157

300

86

0

0

0

0

0

0

0 641

68

4610

0

25

0

000

25 103

107

4

317

12

329

481

308

QUEEN ST

BAY ST

00 0

000

0

0

0

0

0

0

MD Period

2 17

102

8 Hours

07:00 18:00

Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.

Page 1 of 12014-Dec-09



Start Time:

Survey Date:

BAY ST @ QUEEN ST

07:00


Device:

Trucks

Cars

Trucks

Cars

S

N

EW

942

1045

Total

265 56

0 0

30101

0

321

131

452

751 43794

1246

37

0

233

0

15

0

443

248

59 343

402

Total

1093

0

1098

201

184

375

108

0

0

0

0

0

0

0 1045

103

10980

0

81

3

000

78 345

351

6

608

58

666

691

406

QUEEN ST

BAY ST

00 0

000

0

0

0

0

0

0

AM Period

1 114

5313

8 Hours

07:00 18:00



Turning Movements Count - Peak Period Diagram


Start Time:

Survey Date:

BAY ST @ QUEEN ST

07:00

Wednesday, May 01, 2013 WO No: 31186

Device:

Peak Period:

MD Period

96

109

13

0

246

Total

34383

0

79 388

0

0

151

0

4

347

330

0

0

13

2460

0

156

53

88

86

0

0

0

0

206

Cars

Trucks

EW

S

N

Trucks

Cars

0

96

2264

200 6

86

182

0

347

Total

314

13

0

83

13:30


12:30

40

2 13

234

145

7

178

QUEEN ST

BAY ST

171

00

0

0

55

0

13 55

0

0

0

0

0

MD Period

0

00

00

0

0

12:30 13:30




Start Time:

Survey Date:

BAY ST @ QUEEN ST

07:00


Device:

Trucks

Cars

Trucks

Cars

S

N

EW

2595

2639

Total

497 14

0 0

20631

0

511

651

1163

519 14533

1696

6

0

252

0

3

0

342

255

15 549

564

Total

1161

0

1976

219

128

423

128

0

0

0

0

0

0

0 2639

44

19760

0

53

1

000

52 182

190

8

1712

21

1733

597

336

QUEEN ST

BAY ST

01 1

000

0

0

0

0

0

0

PM Period

24 166

1321

8 Hours

07:00 18:00





Start Time:

Survey Date:

BAY ST @ QUEEN ST

07:00


Device:

Peak Period:

PM Period

217

222

5

0

732

Total

42592

0

92 617

0

0

111

0

0

988

130

0

0

21

7320

0

170

57

65

42

0

0

0

0

171

Cars

Trucks

EW

S

N

Trucks

Cars

0

201

10235

164 7

245

446

0

988

Total

975

5

0

196

16:45


15:45

107

11 75

203

107

3

651

QUEEN ST

BAY ST

648

00

0

0

60

3

21 57

0

0

0

0

0

PM Period

0

00

00

0

0

15:45 16:45


Turning Movement Count - 15 Minute Summary Report

Survey Date:

BAY ST @ QUEEN ST

Wednesday, May 01, 2013

31186

Total Observed U-TurnsNorthbound:

Eastbound:

Southbound:

Westbound:

00

10

Public Works - Traffic Services W.O.

GrandTotal

STRTOT

WTOTRTSTLT

ETOTRTSTLT

STRTOT

STOTRTSTLT

NTOTRTSTLTTime Period

Northbound Southbound Eastbound Westbound

BAY ST QUEEN ST

116612691703502510550000552129507:1507:00

141732972204402915680000682239707:3007:15

1748838112705003218860000861861707:4507:30

2051024583705703522103000010325661208:0007:45

2061125494505803424940000943652608:1508:00

217119551837064038269800009830581008:3008:15

23510140103006103922134000013446771108:4508:30

2331013510250660422413200001324380909:0008:45

21111547113606804523960000963556509:1509:00

1969731161506604224990000992869209:3009:15

164882291306604422760000762546509:4509:30

1438630131705603818570000572233210:0009:45

15811049212806104219480000481033511:4511:30

1771134816320650481764000064952312:0011:45

1519545202505003515560000562232212:1512:00

1459827131407104922470000471134212:3012:15

143944419250500321849000049935512:4512:30

16911142212106905019580000581240613:0012:45

17410952272505703522650000651253013:1513:00

17610244192505803424740000742250213:3013:15

27211664412305202923156000015621131415:1515:00

32114084543005603224181000018116163215:3015:15

3481569456380620342819200001927177815:4515:30

345158107683905102922187000018712169616:0015:45

331152104604404802424179000017913163316:1516:00

339169111565505803523170000017014152416:3016:15

366170124616304602323196000019621167816:4516:30

327156105574805102922171000017113155317:0016:45

320158108555205003218162000016216142417:1517:00

294150111615003902415144000014417123417:3017:15

2441338343400500292111100001111989317:4517:30

22910268392903402212127000012721102418:0017:45

Validation Note:Note: U-Turns are included in Totals. Results generated Nov 26, 2014. All recordsstill in violation were set to Edited.

159 2728 648 3535 0 0 0 0 3535 659 1110 0 1769 0 1027 938 1966 3735 7270Total ....

Page 1 of 1December 09, 2014

Turning Movement Count - Cyclist Volume Report

Count Date:

BAY ST @ QUEEN ST


31186

07:00Start Time:

Work Order Public Works - Traffic Services

QUEEN STBAY ST

Grand TotalStreet TotalWestboundEastboundStreet TotalSouthboundNorthboundTime Period

59393632002008:0007:00

91726571901909:0008:00

31161331511410:0009:00

1264260612:3011:30

191313062413:3012:30

363330331216:0015:00

1128778925151017:0016:00

766758998118:0017:00


436333297361032776..........Total




Start Time:

Survey Date:

BAY ST @ QUEEN ST

07:00


Device:

Trucks

Cars

Trucks

Cars

S

N

EW

4110

4325

Total

921 106

0 0

93845

0

1027

938

1966

1681 781759

3725

60

0

628

0

31

0

1110

659

110 1076

1186

Total

2955

0

3535

581

469

1098

322

0

0

0

0

0

0

0 4325

215

35350

0

159

4

000

155 630

648

18

2637

91

2728

1769

1050

QUEEN ST

BAY ST

01 1

000

0

0

0

0

0

0

Full Study

27 297

7636

8 Hours

07:00 18:00



31186


Turning Movement Count - Heavy Vehicle Report

BAY ST @ QUEEN ST

Survey Date:

W.O. Public Works - Traffic Services

GrandTotal

STRTOT

WTOT

RTSTLTE

TOTRTSTLT

STRTOT

STOT

RTSTLTN

TOTRTST

LTTime Period

Eastbound Westbound

BAY ST QUEEN ST

Northbound Southbound

5420165110404034000034230208:0007:00

594125619016010618000018215109:0008:00

9277451926032023915000015213010:0009:00

7364442123020011990000945012:3011:30

524535221301006470000707013:3012:30

402521147040131500001559116:0015:00

18117340404070000725017:0016:00

1576330101080000817018:0017:00

4032901999310609106031113000011318914:Total

Heavy Vehicles are vehicles having one rear axle with four or more wheels, or having two or more rear axles. These vehicles include most O.C. Transpo, school and inter-city buses. Further, they ARE included in the Turning Movement Count Summary.


Turning Movement Count - Pedestrian Volume Report

CITY OPERATIONS - PUBLIC WORKS

Count Date:

BAY ST @ QUEEN ST

Wednesday, May 01, 2013 07:00Start Time:

31186

Work Order

QUEEN STBAY ST


50282532241807:1507:00

784739831141707:3007:15

8253381529171207:4507:30

10067481933112208:0007:45

31019515045115466908:0007:00

1098541442491508:1508:00

11071383339172208:3008:15

10767521540132708:4508:30

705037132061409:0008:45

396273168105123457809:0008:00

53262062772009:1509:00

492818102151609:3009:15

34186121621409:4509:30

261913673410:0009:45

16291573471175410:0009:00

6336241227111611:4511:30

57432617146812:0011:45

1057354193272512:1512:00

966340233392412:3012:15

32121514471106337312:3011:30

10878542430151512:4512:30

9267432425121313:0012:45

854124174483613:1513:00

9856352142182413:3013:15

38324215686141538813:3012:30

442716111751215:1515:00

603026430111915:3015:15

703626103492515:4515:30

66443592213916:0015:45

24013710334103386516:0015:00

8955451034171716:1516:00

915746113492516:3016:15

8856441232181416:4516:30

845942172571817:0016:45

35222717750125517417:0016:00

754435931102117:1517:00

955546940152517:3017:15

63523715112917:4517:30

7336251137122518:0017:45

30618714344119398018:0017:00


247015671098469903322581..........Total


BAY ST @ QUEEN STWednesday, May 01, 2013 AADT Factor

31186

Turning Movement Count - Summary Report

Survey Date:

0 0

10

Northbound:

Total Observed U-Turns

Eastbound: Westbound:

Southbound:


.90

SouthboundNorthbound

QUEEN STBAY ST

Westbound

GrandTotal

STRTOT

WBTOT

RTSTLTEBTOT

RTSTLTSTRTOT

SBTOT

RTSTLTNBTOT

RTSTLTPeriod

Eastbound

Full Study

6363241383510301860121653120000312861953108:0007:00

89143318447137024901539645800004581552673609:0008:00

7143861304981025601698732800003281102041410:0009:00

631416169709902470174732150000215521511212:3011:30

662416182869602340151832460000246551781313:3012:30

128657034921913002210124977160000716566402016:0015:00

136364744423421002030111927160000716616371817:0016:00

108654236919817101730107665440000544734561518:0017:00

726937341965938102701769011106593535000035356482728159Total

Validation Note:

10100518827301303142702458015429164912000049129003791221Equ 12Hr

9090466924571172128402212013878244420000044208103412198Avg 12Hr

Note: These values are calculated by multiplying the totals by the appropriate expansion factor.

Note: These volumes are calculated by multiplying the Equivalent 12 hr. totals by the AADT factor.

1190761163218153516820289701816107957900000579010614469259Avg 24Hr

Note: These volumes are calculated by multiplying the Average Daily 12 hr. totals by 12 to 24 expansion factor. 1.31

1.39

.90

Results generated Nov 26, 2014. All records still in violation were set to Edited.




Start Time:

Survey Date:

BAY ST @ QUEEN ST

07:00


Device:

Peak Period:

AM Period

142

163

21

0

460

Total

42295

0

88 495

0

0

164

0

7

415

310

0

0

35

4600

0

147

43

83

67

0

0

0

0

318

Cars

Trucks

EW

S

N

Trucks

Cars

0

128

940

304 14

49

177

0

415

Total

384

20

0

108

09:15


08:15

255

0 51

259

151

15

271

QUEEN ST

BAY ST

256

00

1

0

154

1

34 153

0

0

0

0

0

AM Period

0

00

00

0

0

08:15 09:15



Survey Date:

BAY ST @ SPARKS STThursday, April 23, 2015

34544


Eastbound:

Southbound:

Westbound:

00

10


GrandTotal

STRTOT

WTOTRTSTLT

ETOTRTSTLT

STRTOT

STOTRTSTLT



BAY ST SPARKS ST

9077610000083000083279207:1507:00

9788350000089000089482307:3007:15

1181010460000010800001083103207:4507:30

13977430000013200001324122608:0007:45

1231111830000011200001121098408:1508:00

13688530000012800001285121208:3008:15

13799530000012800001284123108:4508:30

11544130000011100001119100209:0008:45

1281313670000011500001156109009:1509:00

10698350100197000097390409:3009:15

8866150000082000082770509:4509:30

8066330000074000074964110:0009:45

9955320000094000094383811:4511:30

1127606010011050000105398412:0011:45

9776420101090000090881112:1512:00

10043120100196000096292212:3012:15

11066150000010400001041102112:4512:30

8744400000083000083676113:0012:45

12566420000011900001194111413:1513:00

10233210000099000099787513:3013:15

2241111650000021300002130213015:1515:00

2751210550201126300002635256215:3015:15

26564400200225900002593254215:4515:30

26986330201126100002615255116:0015:45

26316141130200224700002475240216:1516:00

27597610201126600002665260116:3016:15

2691211920101025700002575250216:4516:30

2551110730100124400002442241117:0016:45

2561210730200224400002445236317:1517:00

2531210730200224100002412236317:3017:15

18676240100117900001794173217:4517:30

17785131302116900001694161418:0017:45

Comment:Note: U-Turns are included in Totals.

81 4666 145 4892 0 0 0 0 4892 17 7 0 24 1 102 136 240 264 5156TOTAL:

Page 1 of 12015-Apr-30


Count Date:

BAY ST @ SPARKS ST

Thursday, April 23, 2015

34544

07:00Start Time:


SPARKS STBAY ST


312022952408:0007:00

520005205209:0008:00

361013513410:0009:00

900090912:3011:30

822060613:3012:30

313302802816:0015:00

75161605905917:0016:00

556424914818:0017:00

Comment:

297302552677260..........Total


Note: These volumes consists of bicycles only (no mopeds or motorcycles) and ARE NOT included in the Turning Movement Count Summary.

Turning Movement Count - Full Study Diagram


Start Time:

Survey Date:

BAY ST @ SPARKS ST

07:00

Thursday, April 23, 2015 WO#: 34544

Device: Miovision

HeavyVehicles

Cars

Cars

S

N

EW

4735

4819

Total

100 2

1 0

0136

1

102

136

240

149 4153

393

0

0

17

0

0

0

7

17

7 176

183

Total

207

1

4893

151

362

741

308

0

0

0

0

0

0

0 4819

84

48921

0

81

5

000

76 141

145

4

4582

84

4666

24

7

SPARKS ST

BAY ST

01 1

000

0

0

0

0

0

0

7 25

2605

8 Hours

07:00 18:00

Comments

HeavyVehicles


34544



BAY ST @ SPARKS ST

Survey Date:


GrandTotal

STRTOT

WTOT

RTSTLTE

TOTRTSTLT

STRTOT

STOT

RTSTLTN

TOTRTST

LTTime Period

Eastbound Westbound

BAY ST SPARKS ST


2300000000023000023023008:0007:00

2100000000021000021120009:0008:00

1211010000011000011010110:0009:00

141101000001300001329212:3011:30

900000000090000907213:3012:30

900000000090000909016:0015:00

500000000050000505017:0016:00

200000000020000211018:0017:00

95220200000930000934845:Total


Page 1 of 12015-Apr-30Printed on:


Count Date:

BAY ST @ SPARKS ST

Thursday, April 23, 2015 07:00Start Time:

34544


Grand TotalTotalWB Approach

(N or S Crossing)EB Approach

(N or S Crossing)Total

SB Approach(E or W Crossing)

NB Approach(E or W Crossing)

Time Period

261915475207:1507:00

272118366007:3007:15

4839281195407:4507:30

65553520105508:0007:45

166134963832211108:0007:00

614223191991008:1508:00

46351817116508:3008:15

4539231663308:4508:30

493319141611509:0008:45

201149836652292309:0008:00

2715105129309:1509:00

4740281272509:3009:15

19119281709:4509:30

72405353231110:0009:45

165106525459431610:0009:00

2615123119211:4511:30

32161151611512:0011:45

5433191421101112:1512:00

543019112416812:3012:15

16694613372462612:3011:30

6530161435241112:4512:30

3916972318513:0012:45

42251781711613:1513:00

381512323111213:3013:15

18486543298643413:3012:30

181611522015:1515:00

312620653215:3015:15

4838335107315:4515:30

51402614118316:0015:45

14812090302820816:0015:00

715229231918116:1516:00

583826122015516:3016:15

95857213109116:4516:30

54372710178917:0016:45

2782121545866501617:0016:00

12310595101813517:1517:00

46341816129317:3017:15

362718996317:4517:30

49362016137618:0017:45

2542021515152351718:0017:00

Comment:

15621103741362459308151..........Total


Public Works - Traffic Services Work Order

Turning Movement Count - Full Study Summary Report

34544

BAY ST @ SPARKS ST

AADT FactorSurvey Date:

0 0

10

Northbound:



Southbound: .90



SPARKS STBAY ST

Westbound

GrandTotal

STRTOT

WBTOT

RTSTLTEBTOT

RTSTLTSTRTOT

SBTOT

RTSTLTNBTOT

RTSTLTPeriod

Eastbound

Full Study

44432321715000004120000412133861308:0007:00

5103131191200000479000047928442909:0008:00

40234331320010013680000368253331010:0009:00

4082320812030123850000385163541512:3011:30

4241919118000004050000405183761113:3012:30

10333731181306024996000099613978516:0015:00

106248423390602410140000101417991617:0016:00

87239311713180268330000833158061218:0017:00

51552632391361021240717489200004892145466681Total

1.31Note: These volumes are calculated by multiplying the Average Daily 12 hr. totals by 12 to 24 expansion factor.

8441427389222165036010268015000080152377646132Avg 24Hr

.90Note: These volumes are calculated by multiplying the Equivalent 12 hr. totals by the AADT factor.

644432629717012602808206119000061191815837101Avg 12Hr

1.39Note: These values are calculated by multiplying the totals by the appropriate expansion factor.

716136333118914113209236798000067982016485112Equ 12Hr

Comments:

Note: U-Turns are included in Totals.


Turning Movement Count - Full Study Peak Hour Diagram


Start Time:

Survey Date:

BAY ST @ SPARKS ST

07:00

Thursday, April 23, 2015 WO No: 34544

Device: Miovision

Peak Hour:

AM Period

25

25

0

0

500

Total

250

0

0 59

0

0

0

0

0

486

210

0

0

13

5000

0

99

23

23

72

0

0

0

0

24

Cars

EW

S

N

Cars

0

12

022

23 1

22

35

0

486

Total

465

0

0

12

Comments

450

2 0

0

0

21

464

SPARKS ST

BAY ST

443

00

0

0

23

1

13 22

0

0

0

0

0

0

01

00

1

0

07:45 08:45

HeavyVehicles

HeavyVehicles




Start Time:

Survey Date:

BAY ST @ SPARKS ST

07:00


Device: Miovision

Peak Hour:

MD Period

17

19

2

0

405

Total

190

0

0 37

0

0

0

0

0

387

70

0

0

11

4050

0

54

64

34

32

0

0

0

0

18

Cars

EW

S

N

Cars

0

8

011

18 0

11

19

0

387

Total

380

0

0

8

Comments

60

0 2

0

0

7

376

SPARKS ST

BAY ST

369

00

2

0

18

0

9 18

0

0

0

0

0

0

00

00

0

0

12:30 13:30

HeavyVehicles

HeavyVehicles




Start Time:

Survey Date:

BAY ST @ SPARKS ST

07:00


Device: Miovision

Peak Hour:

PM Period

15

15

0

0

1031

Total

224

0

4 61

0

0

3

0

0

1038

50

0

0

6

10310

0

153

50

10

62

0

0

0

0

23

Cars

EW

S

N

Cars

0

9

029

23 0

29

38

0

1038

Total

1033

0

0

9

Comments

580

0 14

7

3

5

1005

SPARKS ST

BAY ST

1000

00

0

0

20

0

6 20

0

0

0

0

0

0

00

00

0

0

15:45 16:45

HeavyVehicles

HeavyVehicles




Start Time:

Survey Date:

QUEEN ST @ LYON ST

07:00

Thursday, May 02, 2013 WO#: 31189

Device:

Trucks

Cars

Trucks

Cars

S

N

EW

0

4391

Total

454 16

270 27

00

297

470

0

767

1428 341462

2229

18

10

0

164

0

174

448

0

23 805

828

Total

1452

3414

3492

659

528

514

740

1014

16

356

7

3021

41

4391 0

0

03492

78

0

0

9982980349

0 0

0

0

0

0

0

624

430

QUEEN ST

LYON ST

00 0

202

0

0

0

0

0

0

AM Period

247 98

475

8 Hours

07:00 18:00





Start Time:

Survey Date:

QUEEN ST @ LYON ST

07:00

Thursday, May 02, 2013 WO No: 31189

Device:

Peak Period:

AM Period

311

319

8

1315

1341

Total

5810

4

0 828

4

62

200

58

0

0

012

1698

26

0

01341

1200

200

314

240

200

134

3

364

8

564

Cars

Trucks

EW

S

N

Trucks

Cars

79

185

00

548 16

0

264

10

1698

Total

0

5

69

180

09:15


08:15

135

110 37

262

192

0

0

QUEEN ST

LYON ST

0

1188131

0

356

0

0

0 0

0

0

0

0

0

AM Period

0

00

00

0

0

08:15 09:15




Start Time:

Survey Date:

QUEEN ST @ LYON ST

07:00

Thursday, May 02, 2013 WO#: 31189

Device:

Trucks

Cars

Trucks

Cars

S

N

EW

0

1269

Total

320 14

230 19

00

249

334

0

583

384 19403

986

5

6

0

115

0

121

197

0

20 446

466

Total

784

1249

1301

402

740

313

708

206

14

132

6

931

27

1269 0

0

01301

52

0

0

192904126

0 0

0

0

0

0

0

318

192

QUEEN ST

LYON ST

00 0

000

0

0

0

0

0

0

MD Period

36 12

611

8 Hours

07:00 18:00





Start Time:

Survey Date:

QUEEN ST @ LYON ST

07:00


Device:

Peak Period:

MD Period

208

222

14

645

672

Total

3660

1

0 461

1

52

92

51

0

0

018

675

27

0

0672

507

167

342

231

322

67

5

101

3

193

Cars

Trucks

EW

S

N

Trucks

Cars

113

155

00

188 5

0

268

8

675

Total

0

9

105

146

13:30


12:30

23

22 3

144

90

0

0

QUEEN ST

LYON ST

0

48962

0

98

0

0

0 0

0

0

0

0

0

MD Period

0

00

00

0

0

12:30 13:30




Start Time:

Survey Date:

QUEEN ST @ LYON ST

07:00

Thursday, May 02, 2013 WO#: 31189

Device:

Trucks

Cars

Trucks

Cars

S

N

EW

0

2366

Total

886 14

523 22

00

545

900

0

1445

645 42687

2132

12

3

0

232

0

235

382

0

16 1136

1152

Total

1769

2528

2589

499

903

343

745

305

30

252

2

1809

36

2366 0

0

02589

61

0

0

2751773250

0 0

0

0

0

0

0

617

370

QUEEN ST

LYON ST

00 0

000

0

0

0

0

0

0

PM Period

124 133

2225

8 Hours

07:00 18:00





Start Time:

Survey Date:

QUEEN ST @ LYON ST

07:00


Device:

Peak Period:

PM Period

453

459

6

967

986

Total

6920

1

0 842

1

92

141

91

0

0

012

868

19

0

0986

675

121

274

208

302

85

2

108

6

249

Cars

Trucks

EW

S

N

Trucks

Cars

219

374

00

238 11

0

593

6

868

Total

0

4

213

370

17:30


16:30

1515

73 68

233

136

0

0

QUEEN ST

LYON ST

0

66383

0

102

0

0

0 0

0

0

0

0

0

PM Period

0

00

00

0

0

16:30 17:30



Survey Date:

QUEEN ST @ LYON ST

Thursday, May 02, 2013

31189


Eastbound:

Southbound:

Westbound:

00

02


GrandTotal

STRTOT

WTOTRTSTLT

ETOTRTSTLT

STRTOT

STOTRTSTLT



LYON ST QUEEN ST

44886500252536152103623622224199000007:1507:00

495105640412341831039039032249109000007:3007:15

5069453029244173404124122928499000007:4507:30

5071115003119611645039639637253106000008:0007:45

5301045403519501832042642640286100000008:1508:00

537142690462373165703953952527793000008:3008:15

555133730502360184204224224228793000008:4508:30

571145660491779196004264262930196000009:0008:45

56110656040165094104554553833582000009:1509:00

4191501020525048222602692692818655000009:3009:15

352114680343446143202382381517350000009:4509:30

301101620382439122702002001914932000010:0009:45

284124880493936142201601601811230000011:4511:30

308138880543450183201701701511936000012:0011:45

25011570037334520250135135189819000012:1512:00

24111269039304317260129129149520000012:3012:15

288106730353833122101821822712629000012:4512:30

2668560033272581701811811614223000013:0012:45

260110710442739132601501501111425000013:1513:00

273111640432147192801621621312524000013:3013:15

313134980603836102601791792014118000015:1515:00

3371461060683840221801911912214029000015:3015:15

194100740423226111509494136615000015:4515:30

354152111072394193202022022315326000016:0015:45

3711751130704362263601961962514130000016:1516:00

4211911410915050173302302302217137000016:3016:15

4011961360825460204002052052716117000016:4516:30

4072091440954965273801981982015028000017:0016:45

4332011520995349163302322321817836000017:1517:00

4532201610986359293002332332018627000017:3017:15

3931701080753362214102232232617126000017:4517:30

3511681010485367274001831831615116000018:0017:45

Validation Note:Note: U-Turns are included in Totals. Results generated Nov 26, 2014. All recordsstill in violation were set to Edited.

0 0 0 0 1525 5761 740 8026 8026 0 1027 530 1559 1091 1704 0 2795 4354 12380Total ....

Page 1 of 1December 09, 2014


Count Date:

QUEEN ST @ LYON ST


31189

07:00Start Time:


QUEEN STLYON ST


1465938218786108:0007:00

192754233117115209:0008:00

863918214746110:0009:00

3517981814412:3011:30

306332422213:3012:30

35201641512316:0015:00

131645596758917:0016:00

13874621264541018:0017:00


79335424311143940732..........Total




Start Time:

Survey Date:

QUEEN ST @ LYON ST

07:00

Thursday, May 02, 2013 WO#: 31189

Device:

Trucks

Cars

Trucks

Cars

S

N

EW

0

8026

Total

1660 44

1023 68

00

1091

1704

0

2795

2457 952552

5347

35

19

0

511

0

530

1027

0

59 2387

2446

Total

4005

7191

7382

1560

2171

1170

2193

1525

60

740

15

5761

104

8026 0

0

07382

191

0

0

14655657725

0 0

0

0

0

0

0

1559

992

QUEEN ST

LYON ST

00 0

202

0

0

0

0

0

0

Full Study

407 243

32111

8 Hours

07:00 18:00



31189



QUEEN ST @ LYON ST

Survey Date:


GrandTotal

STRTOT

WTOT

RTSTLTE

TOTRTSTLT

STRTOT

STOT

RTSTLTN

TOTRTST

LTTime Period

Eastbound Westbound

LYON ST QUEEN ST


341812057624016161132000008:0007:00

4927140681349022221138000009:0008:00

5226170512945026265156000010:0009:00

4524160511853021211911000012:3011:30

462017098312026265183000013:3012:30

401610046624024240159000016:0015:00

56271806129180292921116000017:0016:00

2388044000015150105000018:0017:00

34516611204468541935017917915104600000:Total




CITY OPERATIONS - PUBLIC WORKS

Count Date:

QUEEN ST @ LYON ST

Thursday, May 02, 2013 07:00Start Time:

31189

Work Order

QUEEN STLYON ST


17382424091444707:1507:00

192884543104446007:3007:15

2381116051127616607:4507:30

3051396277166986808:0007:45

90842020921148824724108:0007:00

234903555144756908:1508:00

3081387563170947608:3008:15

216843549132864608:4508:30

219814041138667209:0008:45

97739318520858432126309:0008:00

211975047114684609:1509:00

14960303089523709:3009:15

10547252258243409:4509:30

9125151066283810:0009:45

55622912010932717215510:0009:00

196100346696554111:4511:30

304158501081461163012:0011:45

295144101341511143712:1512:00

30616252110144816312:3012:15

110156414641853736617112:3011:30

2791283593151985312:4512:30

30413352811711007113:0012:45

2551354590120724813:1513:00

224933558131725913:3013:15

106248916732257334223113:3012:30

16789375278453315:1515:00

207973067110535715:3015:15

13572215163422115:4515:30

198113239085523316:0015:45

70737111126033619214416:0015:00

372192511411801344616:1516:00

1961302210866402616:3016:15

16787226580384216:4516:30

2741102288164897517:0016:45

100951911740249030118917:0016:00

2361132588123695417:1517:00

2281135261115783717:3017:15

180722250108713717:4517:30

13058164272343818:0017:45

77435611524141825216618:0017:00


7094334111702171375321931560..........Total


QUEEN ST @ LYON STThursday, May 02, 2013 AADT Factor

31189

Turning Movement Count - Summary Report

Survey Date:

0 0

02

Northbound:



Southbound:


.90


QUEEN STLYON ST

Westbound

GrandTotal

STRTOT

WBTOT

RTSTLTEBTOT

RTSTLTSTRTOT

SBTOT

RTSTLTNBTOT

RTSTLTPeriod

Eastbound

Full Study

1954394217012691177461310156015601201027413000008:0007:00

2193524262018082262711910166916691361151382000009:0008:00

1633471288016412418357126011621162100843219000010:0009:00

1083489315017913617469105059459465424105000012:3011:30

108741226801551131445292067567567507101000013:3012:30

11985323890242147143529106666667850088000016:0015:00

1600771534033819623790147082982994623112000017:0016:00

1630759522032020223793144087187180686105000018:0017:00

123784352279501704109115575301027080268026740576115250000Total

Validation Note:

172016047388402368151621637361427011154111541028800721190000Equ 12Hr

15480544234950213113641946662128401003910038925720619070000Avg 12Hr

Note: These values are calculated by multiplying the totals by the appropriate expansion factor.

Note: These volumes are calculated by multiplying the Equivalent 12 hr. totals by the AADT factor.

202787129457802791178625498671682013151131491211943924980000Avg 24Hr

Note: These volumes are calculated by multiplying the Average Daily 12 hr. totals by 12 to 24 expansion factor. 1.31

1.39

.90

Results generated Nov 26, 2014. All records still in violation were set to Edited.



Survey Date:

LYON ST @ SPARKS STThursday, April 23, 2015

34545


Eastbound:

Southbound:

Westbound:

00

01


GrandTotal

STRTOT

WTOTRTSTLT

ETOTRTSTLT

STRTOT

STOTRTSTLT



LYON ST SPARKS ST

354730034400347347123350000007:1507:00

37983102550037137173640000007:3007:15

439620024400433433124210000007:4507:30

424600006600418418104080000008:0007:45

386132101111100373372113610101008:1508:00

397940045500388388123760000008:3008:15

42550000550042042064140000008:4508:30

421100000101000411411133980000009:0008:45

388532012200383383103730000009:1509:00

25140000440024724792380000009:3009:15

20881100770020020081920000009:4509:30

17030000330016716751620000010:0009:45

188400004400184179141650505015:1515:00

183400004400179177101670202015:3015:15

2161111001090020520081920505015:4515:30

19740000440019318881800505016:0015:45

20372101550019618313170013112016:1516:00

19660000660019018641820404016:3016:15

216900009900207199111880808016:4516:30

204500005500199198151830101017:0016:45

181300003300178175111640312017:1517:00

18220000220018017881700202017:3017:15

18180000880017316981610404017:4517:30

17792101770016816691570202018:0017:45

Comment:Note: U-Turns are included in Totals.

0 53 2 55 0 6121 234 6355 6410 0 0 132 133 15 0 8 23 156 6566TOTAL:



Count Date:

LYON ST @ SPARKS ST


34545

07:00Start Time:


SPARKS STLYON ST


50100104040008:0007:00

764047272009:0008:00

253032222010:0009:00

1566098116:0015:00

416513530517:0016:00

395413434018:0017:00

Comment:

2463415192122066..........Total


Note: These volumes consists of bicycles only (no mopeds or motorcycles) and ARE NOT included in the Turning Movement Count Summary.

Turning Movement Count - Full Study Diagram


Start Time:

Survey Date:

LYON ST @ SPARKS ST

07:00

Thursday, April 23, 2015 WO#: 34545

Device: Miovision

HeavyVehicles

Cars

Cars

S

N

EW

61

6416

Total

0 0

15 0

08

15

0

8

23

2 02

25

0

2

0

130

0

132

0

0

1 234

235

Total

368

6163

6323

469

518

606

521

0

0

234

1

6121

103

6355 61

0

556268

105

0

0

06018233

0 2

2

0

53

0

53

133

0

SPARKS ST

LYON ST

00 0

101

0

0

0

0

0

0

206 15

619

6 Hours

07:00 18:00

Comments

HeavyVehicles


34545



LYON ST @ SPARKS ST

Survey Date:


GrandTotal

STRTOT

WTOT

RTSTLTE

TOTRTSTLT

STRTOT

STOT

RTSTLTN

TOTRTST

LTTime Period

Eastbound Westbound

LYON ST SPARKS ST


900000000099090000008:0007:00

1610000110015151140000009:0008:00

1700000000017170170000010:0009:00

3000000000030300300000016:0015:00

2200000000022220220000017:0016:00

1210000110011110110000018:0017:00

106200002200104104110300000:Total


Page 1 of 12015-Apr-30Printed on:


Count Date:

LYON ST @ SPARKS ST

Thursday, April 23, 2015 07:00Start Time:

34545


Grand TotalTotalWB Approach

(N or S Crossing)EB Approach

(N or S Crossing)Total

SB Approach(E or W Crossing)

NB Approach(E or W Crossing)

Time Period

825852624121207:1507:00

6853458159607:3007:15

906455926121407:4507:30

11384661829171208:0007:45

3532592184194504408:0007:00

10669482137191808:1508:00

10865432243192408:3008:15

7748341429141508:4508:30

8345341138162209:0008:45

37422715968147687909:0008:00

51138538201809:1509:00

532210123162509:3009:15

278531951409:4509:30

62116551371410:0009:45

193542925139687110:0009:00

9437122557263115:1515:00

10934132175235215:3015:15

9548143447291815:4515:30

10352143851341716:0015:45

4011715311823011211816:0015:00

14380215963402316:1516:00

11143133068383016:3016:15

14075304565362916:4516:30

10050222850292117:0016:45

4942488616224614310317:0016:00

11869175249331617:1517:00

7638122638231517:3017:15

5734151923131017:4517:30

482417724111318:0017:45

29916561104134805418:0017:00

Comment:

21141124606518990521469..........Total


Public Works - Traffic Services Work Order

Turning Movement Count - Full Study Summary Report

34545

LYON ST @ SPARKS ST

AADT FactorSurvey Date:

0 0

01

Northbound:



Southbound: .49



SPARKS STLYON ST

Westbound

GrandTotal

STRTOT

WBTOT

RTSTLTEBTOT

RTSTLTSTRTOT

SBTOT

RTSTLTNBTOT

RTSTLTPeriod

Eastbound

Full Study

1596278107191900156915694115280000008:0007:00

1629376105313100159215914215490101009:0008:00

1017204301161600997997329650000010:0009:00

78322110021210076174440704017017016:0015:00

81927210125250079276643723026125017:0016:00

72122210120200069968836652011110018:0017:00

6565155238015132132006410635523461210552530Total

1.31Note: These volumes are calculated by multiplying the Average Daily 12 hr. totals by 12 to 24 expansion factor.

5812136196011116116005676562920654220471450Avg 24Hr

.49Note: These volumes are calculated by multiplying the Equivalent 12 hr. totals by the AADT factor.

4437104155098989004333429715841390361350Avg 12Hr

1.39Note: These values are calculated by multiplying the totals by the appropriate expansion factor.

91222143111020183183008908883332585080752730Equ 12Hr

Comments:

Note: U-Turns are included in Totals.




Start Time:

Survey Date:

LYON ST @ SPARKS ST

07:00


Device: Miovision

Peak Hour:

AM Period

45

45

0

1585

1600

Total

710

0

0 8

0

26

0

26

0

2

014

1611

14

0

11599

1566

212

67

68

70

45

0

0

0

0

Cars

EW

S

N

Cars

7

0

01

0 0

1

8

0

1613

Total

2

0

7

0

Comments

011

65 0

26

0

0

1

SPARKS ST

LYON ST

1

155245

0

0

0

0

0 0

0

0

0

0

0

0

00

00

0

0

07:30 08:30

HeavyVehicles

HeavyVehicles




Start Time:

Survey Date:

LYON ST @ SPARKS ST

07:00


Device: Miovision

Peak Hour:

PM Period

43

43

0

727

775

Total

680

0

0 3

0

25

0

25

0

26

022

766

22

0

26749

723

86

143

103

162

43

0

0

0

1

Cars

EW

S

N

Cars

1

0

01

1 0

1

2

0

792

Total

26

0

1

0

Comments

51

30 5

25

0

0

25

SPARKS ST

LYON ST

25

70143

0

0

1

0

0 1

0

0

0

0

0

0

00

00

0

0

16:00 17:00

HeavyVehicles

HeavyVehicles


Project No: 5890.41

Project Name: 350 Sparks St

Study Location: Queen St

Municipality: Ottawa

Study Date: Wed April 29, 2015

Study Time: 7:00‐10:00 & 15:00‐16:00

Study Type: Traffic Counts

Driveway: 361 Queen St, Layby (PUDO)

End Inbound Outbound Two Way

Time Right Left Total Right Left Total Total Hourly

7:15 0 0 0 0 0 0 0

7:30 0 0 0 0 0 0 0

7:45 2 2 4 1 3 4 8

8:00 0 1 1 0 0 0 1 9

8:15 1 0 1 0 1 1 2 11

8:30 4 2 6 0 2 2 8 19

8:45 0 3 3 3 2 5 8 19

9:00 1 2 3 3 1 4 7 25

9:15 1 2 3 1 2 3 6 29

9:30 1 2 3 2 0 2 5 26

9:45 0 0 0 0 0 0 0 18

10:00 1 1 2 0 1 1 3 14

Total 11 15 26 10 12 22 48

Peak Hour

8:15‐9:15 6 9 15 7 7 14 29

Driveway: 361 Queen St, Layby (PUDO)



15:15 1 1 2 1 1 2 4

15:30 2 1 3 0 1 1 4

15:45 3 1 4 3 3 6 10

16:00 2 2 4 2 2 4 8 26

16:15 3 1 4 3 1 4 8 30

16:30 1 3 4 1 1 2 6 32

16:45 0 0 0 0 1 1 1 23

17:00 0 0 0 1 0 1 1 16

17:15 2 2 4 4 0 4 8 16

17:30 1 1 2 1 0 1 3 13

17:45 2 0 2 1 1 2 4 16

18:00 0 0 0 0 1 1 1 16

Total 17 12 29 17 12 29 58

Peak Hour

15:30‐16:30 9 7 16 9 7 16 32

24/06/2015 11:31 AMP:\58\90\41\Data Collection\TMC\Queen St Driveways 2015 04 29\Queen St Driveway Traffic 2015 04

29.xlsx 361 QueenLayby

Project No: 5890.41





Study Time: 7:00‐10:00 & 15:00‐16:00


Driveway: Hotel & Public Parking Lot



7:15 0 0 0 0 0 0 0

7:30 8 7 15 0 0 0 15

7:45 6 5 11 0 0 0 11

8:00 8 12 20 0 0 0 20 46

8:15 12 12 24 0 1 1 25 71

8:30 15 10 25 1 0 1 26 82

8:45 27 8 35 2 0 2 37 108

9:00 16 17 33 0 1 1 34 122

9:15 9 14 23 0 0 0 23 120

9:30 12 9 21 1 2 3 24 118

9:45 6 0 6 1 2 3 9 90

10:00 5 1 6 0 0 0 6 62

Total 124 95 219 5 6 11 230

Peak Hour

8:00‐9:00 70 47 117 3 2 5 122

Driveway: Hotel & Public Parking Lot



15:15 2 3 5 5 7 12 17

15:30 0 0 0 9 7 16 16

15:45 1 1 2 8 8 16 18

16:00 2 1 3 10 6 16 19 70

16:15 2 0 2 17 11 28 30 83

16:30 0 1 1 7 14 21 22 89

16:45 0 0 0 11 23 34 34 105

17:00 0 0 0 10 10 20 20 106

17:15 0 0 0 16 11 27 27 103

17:30 0 0 0 6 9 15 15 96

17:45 0 0 0 11 3 14 14 76

18:00 0 0 0 6 3 9 9 65

Total 7 6 13 116 112 228 241

Peak Hour

16:00‐17:00 2 1 3 45 58 103 106


29.xlsx Hotel& Public P Lot

Project No: 5890.41





Study Time: 7:00‐10:00 & 15:00‐16:00


Driveway: Capital Parking Lot



7:15 0 1 1 1 0 1 2

7:30 3 3 6 0 0 0 6

7:45 3 9 12 0 0 0 12

8:00 7 10 17 1 1 2 19 39

8:15 4 1 5 0 0 0 5 42

8:30 10 7 17 0 0 0 17 53

8:45 5 7 12 0 0 0 12 53

9:00 1 4 5 0 0 0 5 39

9:15 5 9 14 0 1 1 15 49

9:30 6 6 12 0 0 0 12 44

9:45 4 6 10 0 0 0 10 42

10:00 1 1 2 0 0 0 2 39

Total 49 64 113 2 2 4 117

Peak Hour

7:30‐8:30 24 27 51 1 1 2 53

Driveway: Capital Parking Lot



15:15 1 2 3 4 9 13 16

15:30 0 0 0 5 8 13 13

15:45 1 0 1 8 18 26 27

16:00 0 0 0 6 7 13 13 69

16:15 0 0 0 14 13 27 27 80

16:30 0 0 0 6 9 15 15 82

16:45 1 0 1 9 6 15 16 71

17:00 0 0 0 3 9 12 12 70

17:15 0 0 0 7 7 14 14 57

17:30 0 0 0 1 5 6 6 48

17:45 0 0 0 2 4 6 6 38

18:00 0 1 1 1 3 4 5 31

Total 3 3 6 66 98 164 170

Peak Hour

15:30‐16:30 1 0 1 34 47 81 82


29.xlsx Capital P Lot

Project No: 5890





Study Time: 7:00‐10:00 & 15:00‐16:00


NAM PEAK HOUR 8:15‐9:15 8:00‐9:00

Bay St 361 Queen St Layby PUDO Hotel & Public Parking Lot Lyon St

14 15 5 117

6 707 7 3 2 27

Queen St 9 47 24 1 1

51 2

Capital Parking Lot

7:30‐8:30

PM PEAK HOUR 15:30‐16:30 16:00‐17:00

Bay St 361 Queen St Layby PUDO Hotel & Public Parking Lot Lyon St

16 16 103 3

9 29 7 45 58 0

Queen St 7 1 1 47 34

1 81

Capital Parking Lot

15:30‐16:30


JUNE, 2015 5890-41

APPENDIX D: Existing Traffic Operations – Capacity Analysis Sheets

Que

ues

3: B

ay &

Que

en24

/06/20

15

350 S

parks

14/0

4/201

5 Exis

ting A

MSy

nchr

o 9 R

epor

tSJ

BPa

ge 1

Lane

Gro

upEB

TW

BTW

BRNB

TLa

ne G

roup

Flow

(vph

)27

418

953

579

v/c R

atio

0.52

0.31

0.11

0.48

Contr

ol De

lay16

.87.4

1.211

.1Qu

eue D

elay

0.00.0

0.00.0

Total

Dela

y16

.87.4

1.211

.1Qu

eue L

ength

50th

(m)

19.3

7.90.1

15.9

Queu

e Len

gth 95

th (m

)37

.115

.0m1

.126

.8Int

erna

l Link

Dist

(m)

50.7

33.5

61.4

Turn

Bay

Leng

th (m

)20

.0Ba

se C

apac

ity (v

ph)

530

603

493

1202

Star

vatio

n Cap

Red

uctn

00

00

Spillb

ack C

ap R

educ

tn0

00

0St

orag

e Cap

Red

uctn

00

00

Redu

ced v

/c Ra

tio0.5

20.3

10.1

10.4

8

Inter

secti

on S

umma

rym

Volu

me fo

r 95th

perce

ntile

queu

e is m

etere

d by u

pstre

am si

gnal.

HC

M S

igna

lized

Inte

rsec

tion

Cap

acity

Ana

lysi

s3:

Bay

& Q

ueen

24/06

/2015

350 S

parks

14/0

4/201

5 Exis

ting A

MSy

nchr

o 9 R

epor

tSJ

BPa

ge 2

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

lume (

vph)

9516

50

018

050

3536

015

50

00

Ideal

Flow

(vphp

l)18

0018

0018

0018

0018

0018

0018

0018

0018

0018

0018

0018

00To

tal Lo

st tim

e (s)

4.14.1

4.14.1

Lane

Util.

Fac

tor1.0

01.0

01.0

00.9

5Fr

pb, p

ed/bi

kes

1.00

1.00

0.92

0.94

Flpb,

ped/b

ikes

0.99

1.00

1.00

0.99

Frt

1.00

1.00

0.85

0.96

Flt P

rotec

ted0.9

81.0

01.0

01.0

0Sa

td. F

low (p

rot)

1459

1397

1074

2625

Flt P

ermi

tted

0.83

1.00

1.00

1.00

Satd.

Flow

(per

m)12

3113

9710

7426

25Pe

ak-h

our f

actor

, PHF

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

Adj. F

low (v

ph)

100

174

00

189

5337

379

163

00

0RT

OR R

educ

tion (

vph)

00

00

030

069

00

00

Lane

Gro

up F

low (v

ph)

027

40

018

923

051

00

00

0Co

nfl. P

eds.

(#/hr

)40

8080

4070

150

150

70Co

nfl. B

ikes (

#/hr)

550

25He

avy V

ehicl

es (%

)7%

8%1%

1%16

%18

%3%

6%1%

1%1%

1%Tu

rn T

ype

Perm

NANA

Perm

Perm

NAPr

otecte

d Pha

ses

48

2Pe

rmitte

d Pha

ses

48

2Ac

tuated

Gre

en, G

(s)

24.9

24.9

24.9

24.9

Effec

tive G

reen

, g (s

)25

.925

.925

.925

.9Ac

tuated

g/C

Ratio

0.43

0.43

0.43

0.43

Clea

ranc

e Tim

e (s)

5.15.1

5.15.1

Vehic

le Ex

tensio

n (s)

3.03.0

3.03.0

Lane

Grp

Cap

(vph

)53

160

346

311

33v/s

Rati

o Pro

t0.1

4v/s

Rati

o Per

mc0

.220.0

20.1

9v/c

Rati

o0.5

20.3

10.0

50.4

5Un

iform

Dela

y, d1

12.5

11.2

9.912

.0Pr

ogre

ssion

Fac

tor1.0

00.5

40.2

91.0

0Inc

reme

ntal D

elay,

d23.6

1.20.2

1.3De

lay (s

)16

.07.2

3.113

.3Le

vel o

f Ser

vice

BA

AB

Appr

oach

Dela

y (s)

16.0

6.313

.30.0

Appr

oach

LOS

BA

BA

Inter

secti

on S

umma

ryHC

M 20

00 C

ontro

l Dela

y12

.5HC

M 20

00 Le

vel o

f Ser

vice

BHC

M 20

00 V

olume

to C

apac

ity ra

tio0.4

8Ac

tuated

Cyc

le Le

ngth

(s)

60.0

Sum

of los

t time

(s)

8.2Int

erse

ction

Cap

acity

Utili

zatio

n63

.9%IC

U Le

vel o

f Ser

vice

BAn

alysis

Per

iod (m

in)15

c C

ritica

l Lan

e Gro

up

Que

ues

6: L

yon

& Q

ueen

24/06

/2015

350 S

parks

14/0

4/201

5 Exis

ting A

MSy

nchr

o 9 R

epor

tSJ

BPa

ge 3

Lane

Gro

upEB

TW

BTSB

TLa

ne G

roup

Flow

(vph

)25

827

317

52v/c

Rati

o0.6

20.4

80.6

1Co

ntrol

Delay

39.6

38.2

14.2

Queu

e Dela

y0.0

0.045

.2To

tal D

elay

39.6

38.2

59.4

Queu

e Len

gth 50

th (m

)42

.725

.560

.8Qu

eue L

ength

95th

(m)

66.3

38.1

70.8

Inter

nal L

ink D

ist (m

)43

.241

.146

.0Tu

rn B

ay Le

ngth

(m)

Base

Cap

acity

(vph

)41

556

328

78St

arva

tion C

ap R

educ

tn0

012

75Sp

illbac

k Cap

Red

uctn

00

0St

orag

e Cap

Red

uctn

00

0Re

duce

d v/c

Ratio

0.62

0.48

1.09

Inter

secti

on S

umma

ry

HC

M S

igna

lized

Inte

rsec

tion

Cap

acity

Ana

lysi

s6:

Lyo

n &

Que

en24

/06/20

15

350 S

parks

14/0

4/201

5 Exis

ting A

MSy

nchr

o 9 R

epor

tSJ

BPa

ge 4

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

lume (

vph)

019

060

8018

50

00

036

512

0013

5Ide

al Flo

w (vp

hpl)

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

Total

Lost

time (

s)4.5

4.44.4

Lane

Util.

Fac

tor1.0

00.9

50.8

6Fr

pb, p

ed/bi

kes

0.91

1.00

0.96

Flpb,

ped/b

ikes

1.00

0.95

0.89

Frt

0.97

1.00

0.99

Flt P

rotec

ted1.0

00.9

90.9

9Sa

td. F

low (p

rot)

1372

2713

4556

Flt P

ermi

tted

1.00

0.69

0.99

Satd.

Flow

(per

m)13

7219

0145

56Pe

ak-h

our f

actor

, PHF

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

Adj. F

low (v

ph)

019

662

8219

10

00

037

612

3713

9RT

OR R

educ

tion (

vph)

09

00

00

00

00

90

Lane

Gro

up F

low (v

ph)

024

90

027

30

00

00

1743

0Co

nfl. P

eds.

(#/hr

)31

024

024

031

020

020

0Co

nfl. B

ikes (

#/hr)

4040

110

Heav

y Veh

icles

(%)

1%4%

6%13

%3%

1%1%

1%1%

2%1%

2%Tu

rn T

ype

NAPe

rmNA

Perm

NAPr

otecte

d Pha

ses

48

1 2Pe

rmitte

d Pha

ses

81 2

Actua

ted G

reen

, G (s

)34

.534

.674

.0Ef

fectiv

e Gre

en, g

(s)

35.5

35.6

75.0

Actua

ted g/

C Ra

tio0.3

00.3

00.6

2Cl

eara

nce T

ime (

s)5.5

5.4Ve

hicle

Exten

sion (

s)3.0

3.0La

ne G

rp C

ap (v

ph)

405

563

2847

v/s R

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v/s R

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0.38

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Unifo

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Delay

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Inter

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Inter

secti

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apac

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ICU

Leve

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Analy

sis P

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15c

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cal L

ane G

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Que

ues

9: B

ay &

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rks

24/06

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350 S

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5 Exis

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Move

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Con

figur

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1800

1800

1800

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Lost

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Leve

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Analy

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15

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5 Exis

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Con

figur

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Lost

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Leve

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Analy

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M U

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ters

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24/06

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350 S

parks

14/0

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5 Exis

ting A

MSy

nchr

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ment

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figur

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volum

e exc

eeds

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city,

queu

e may

be lo

nger

.

Que

ue sh

own i

s max

imum

after

two c

ycles

.

HC

M S

igna

lized

Inte

rsec

tion

Cap

acity

Ana

lysi

s6:

Lyo

n &

Que

en24

/06/20

15

350 S

parks

14/0

4/201

5 Exis

ting P

MSy

nchr

o 9 R

epor

tSJ

BPa

ge 4

Move

ment

EBL

EBT

EBR

WBL

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SBT

SBR

Lane

Con

figur

ation

sVo

lume (

vph)

017

090

220

375

00

00

110

675

85Ide

al Flo

w (vp

hpl)

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

Total

Lost

time (

s)4.5

4.45.0

Lane

Util.

Fac

tor1.0

00.9

50.8

6Fr

pb, p

ed/bi

kes

0.93

1.00

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ped/b

ikes

1.00

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Frt

0.95

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Flt P

rotec

ted1.0

00.9

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9Sa

td. F

low (p

rot)

1393

2835

4961

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ermi

tted

1.00

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0.99

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Flow

(per

m)13

9320

5049

61Pe

ak-h

our f

actor

, PHF

0.93

0.93

0.93

0.93

0.93

0.93

0.93

0.93

0.93

0.93

0.93

0.93

Adj. F

low (v

ph)

018

397

237

403

00

00

118

726

91RT

OR R

educ

tion (

vph)

015

00

00

00

00

140

Lane

Gro

up F

low (v

ph)

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50

064

00

00

00

921

0Co

nfl. P

eds.

(#/hr

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021

021

027

030

012

012

030

0Co

nfl. B

ikes (

#/hr)

1080

1010

Heav

y Veh

icles

(%)

1%4%

1%3%

1%1%

1%1%

1%6%

2%2%

Turn

Typ

eNA

Perm

NAPe

rmNA

Prote

cted P

hase

s4

86

Perm

itted P

hase

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6Ac

tuated

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en, G

(s)

18.5

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tive G

reen

, g (s

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Ratio

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ranc

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e (s)

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hicle

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sion (

s)3.0

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Cap

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iform

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y, d1

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ogre

ssion

Fac

tor0.9

21.0

01.0

0Inc

reme

ntal D

elay,

d24.0

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lay (s

)17

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l of S

ervic

eB

CA

Appr

oach

Dela

y (s)

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BC

AA

Inter

secti

on S

umma

ryHC

M 20

00 C

ontro

l Dela

y18

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M 20

00 Le

vel o

f Ser

vice

BHC

M 20

00 V

olume

to C

apac

ity ra

tio0.6

0Ac

tuated

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le Le

ngth

(s)

55.0

Sum

of los

t time

(s)

9.5Int

erse

ction

Cap

acity

Utili

zatio

n68

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U Le

vel o

f Ser

vice

CAn

alysis

Per

iod (m

in)15

c C

ritica

l Lan

e Gro

up

Que

ues

9: B

ay &

Spa

rks

24/06

/2015

350 S

parks

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ting P

MSy

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o 9 R

epor

tSJ

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ge 5

Lane

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upW

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ne G

roup

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(vph

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atio

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lay8.1

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e Dela

y0.0

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tal D

elay

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eue L

ength

50th

(m)

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eue L

ength

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(m)

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erna

l Link

Dist

(m)

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51.2

Turn

Bay

Leng

th (m

)Ba

se C

apac

ity (v

ph)

454

1694

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vatio

n Cap

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age C

ap R

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ry

HC

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lized

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Cap

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lysi

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park

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15

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parks

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ge 6

Move

ment

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Con

figur

ation

sVo

lume (

vph)

00

00

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0020

00

0Ide

al Flo

w (vp

hpl)

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1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

Total

Lost

time (

s)3.0

4.4La

ne U

til. F

actor

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, ped

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b, pe

d/bike

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t0.9

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Pro

tected

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Flow

(pro

t)13

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Per

mitte

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td. F

low (p

erm)

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avy V

ehicl

es (%

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ses

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ted G

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s)4.0

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rp C

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c0.01

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elay (

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Per

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yon

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atio

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ol De

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ength

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th (m

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umma

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HC

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igna

lized

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rsec

tion

Cap

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lysi

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rks

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350 S

parks

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ting P

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BPa

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Move

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EBR

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NBT

SBT

SBR

Lane

Con

figur

ation

sVo

lume (

vph)

025

00

725

45Ide

al Flo

w (vp

hpl)

1800

1800

1800

1800

1800

1800

Total

Lost

time (

s)3.8

4.3La

ne U

til. F

actor

1.00

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Frpb

, ped

/bike

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Pro

tected

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Flow

(pro

t)12

3629

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Per

mitte

d1.0

01.0

0Sa

td. F

low (p

erm)

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2935

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r fac

tor, P

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uctio

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ne G

roup

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70

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s. (#

/hr)

140

100

100

160

Confl

. Bike

s (#/h

r)30

Heav

y Veh

icles

(%)

1%1%

1%1%

3%1%

Turn

Typ

ePe

rmNA

Prote

cted P

hase

s6

Perm

itted P

hase

s4

Actua

ted G

reen

, G (s

)1.1

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tive G

reen

, g (s

)2.1

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Actua

ted g/

C Ra

tio0.0

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1Cl

eara

nce T

ime (

s)4.8

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hicle

Exten

sion (

s)3.0

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ne G

rp C

ap (v

ph)

4923

68v/s

Rati

o Pro

tc0

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Rati

o Per

mc0

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Rati

o0.0

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4Un

iform

Dela

y, d1

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1.4Pr

ogre

ssion

Fac

tor1.0

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reme

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elay,

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lay (s

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ch D

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AA

Inter

secti

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umma

ryHC

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00 C

ontro

l Dela

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Leve

l of S

ervic

eA

HCM

2000

Volu

me to

Cap

acity

ratio

0.33

Actua

ted C

ycle

Leng

th (s)

52

.8Su

m of

lost ti

me (s

)9.1

Inter

secti

on C

apac

ity U

tiliza

tion

45.7%

ICU

Leve

l of S

ervic

eA

Analy

sis P

eriod

(min)

15c

Criti

cal L

ane G

roup

HC

M U

nsig

naliz

ed In

ters

ectio

n C

apac

ity A

naly

sis

12: Q

ueen

& P

arki

ng D

wy

24/06

/2015

350 S

parks

14/0

4/201

5 Exis

ting P

MSy

nchr

o 9 R

epor

tSJ

BPa

ge 9

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

lume (

veh/h

)0

165

00

460

045

035

600

45Si

gn C

ontro

lFr

eeFr

eeSt

opSt

opGr

ade

0%0%

0%0%

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Hou

r Fac

tor0.9

40.9

40.9

40.9

40.9

40.9

40.9

40.9

40.9

40.9

40.9

40.9

4Ho

urly

flow

rate

(vph)

017

60

048

90

480

3764

048

Pede

strian

s60

60La

ne W

idth (

m)3.6

3.6W

alking

Spe

ed (m

/s)1.2

1.2Pe

rcent

Bloc

kage

55

Righ

t turn

flare

(veh

)Me

dian t

ype

None

None

Media

n stor

age v

eh)

Upstr

eam

signa

l (m)

7967

pX, p

latoo

n unb

locke

d0.8

20.8

20.8

20.8

20.8

20.8

2vC

, con

flictin

g volu

me54

923

677

378

523

676

278

554

9vC

1, sta

ge 1

conf

vol

vC2,

stage

2 co

nf vo

lvC

u, un

block

ed vo

l34

123

661

362

823

660

062

834

1tC

, sing

le (s)

4.14.1

7.16.5

6.27.1

6.56.2

tC, 2

stag

e (s)

tF (s

)2.2

2.23.5

4.03.3

3.54.0

3.3p0

queu

e fre

e %10

010

082

100

9577

100

91cM

capa

city (

veh/h

)94

912

6526

629

676

328

329

654

7

Dire

ction

, Lan

e #EB

1W

B 1

NB 1

SB 1

Volum

e Tota

l17

648

985

112

Volum

e Left

00

4864

Volum

e Righ

t0

037

48cS

H94

912

6537

235

7Vo

lume t

o Cap

acity

0.00

0.00

0.23

0.31

Queu

e Len

gth 95

th (m

)0.0

0.06.1

9.2Co

ntrol

Delay

(s)

0.00.0

17.5

19.6

Lane

LOS

CC

Appr

oach

Dela

y (s)

0.00.0

17.5

19.6

Appr

oach

LOS

CC

Inter

secti

on S

umma

ryAv

erag

e Dela

y 4.3

Inter

secti

on C

apac

ity U

tiliza

tion

40.1%

ICU

Leve

l of S

ervic

e A

Analy

sis P

eriod

(min)

15


JUNE, 2015 5890-41

APPENDIX E: Vehicle Manoeuvring


JUNE, 2015 5890-41

APPENDIX F: As of Right Comparison, Mode Split and Routing

350 Sparks5890‐41

As of Right Trip Generation

Existing Site

in out two‐way in out two‐way

Office Office Garage Existing Counts 115 5 120 0 105 105

Office PUDO Existing Counts 5 10 15 15 15 30

120 15 135 15 120 135

As of Right Trip Generation

in out two‐way in out two‐way

Apartment ITE Baseline Vehicular Trip Gen. Rate ITE 232 ‐ High Rise Apartment 0.08 0.23 0.31 0.95 0.60 1.55

10 units Person Trip Rate (1,2) 1.09 passengers per vehicle 0.09 0.27 0.36 1.08 0.69 1.78

Person Trips 0 5 5 10 5 20

Car Driver 40% 0 2 2 4 2 8

Car Passenger 10% 0 1 1 1 1 2

Transit 25% 0 1 1 3 1 5

Non‐Motorized 25% 0 1 1 3 1 5

Equivalent Rate 100% 0.00 0.20 0.20 0.40 0.20 0.80

Vehicular Trips Rounded to Nearest 5 0 0 0 5 0 5

Hotel ITE Baseline Vehicular Trip Gen. Rate ITE 310 ‐ Hotel 0.40 0.29 0.69 0.34 0.36 0.70

328 units Person Trip Rate (1,2) 1.26 passengers per vehicle 0.50 0.36 0.87 0.43 0.45 0.88

Person Trips 155 110 265 130 135 265

Car Driver 45% 69.8 49.5 119.3 58.5 60.8 119.3

Car Passenger 10% 15.5 11.0 26.5 13.0 13.5 26.5

Non‐Motorized 10% 15.5 11.0 26.5 13.0 13.5 26.5

Transit 15% 23.3 16.5 39.8 19.5 20.3 39.8

Taxi ‐ primary passenger 15% 23.3 16.5 39.8 19.5 20.3 39.8

Taxi ‐ Second passenger 5% 7.8 5.5 13.3 6.5 6.8 13.3

Passenger Car Trips 70 50 120 60 60 120

straight to garage 50% 35 25 60 30 30 60

using PUDO / Valet 35 25 60 30 30 60

(70) (50) (120) (60) (60) (120)

Taxi Calls 25 15 40 20 20 40

Taxi Trips (in and out of PUDO) 25 25 50 20 20 40

Vehicular Trips Rounded to Nearest 5

AS OR RIGHT TOTAL 190 65 255 80 180 260

225 90 315 110 210 320

Notes:

1. Analysis assumes inherent 5% modal split in Baseline ITE data.

2. Vehicular occupancy adopted from ITE Trip Generation Manual Handbook, Appendix C ‐ 1.09 for apartments, 1.26 for hotels

3. Mode split based on review of information in 2011 Trans O‐D Survey Report for Ottawa Centre (AM outbound trips from district)

4. ( ) Bracketed values reflect the entry / exit at the PUDO and the parking garage which effective dou8bles the in and out volumes at the site driveways.

5. Statistics based on information provided by Morguard Properties and WZMH.

SAT Peak

SAT PeakAM Peak

AM Peak

350 Sparks StreetMixed Use Development

5890‐41

Trip Generation

OD‐Trans Information

Vehicle Ownership

Ottawa Centre

Households by vehicle availability

0 53%

1 40%

2 7%

3 0%

4 0%

100%

Information from 2011 TRANS‐OD Survey Report (p.78)

Average ownership 0.54

Trips by Primary Travel Mode

Ottawa Centre Information

AM Peak Period

Auto Driver 2620 52% 19790 29% 400 12%

Auto Passenger 270 5% 5620 8% 10 0%

Transit 1200 24% 34440 51% 380 11%

Bicycle 60 1% 2490 4% 40 1%

Walk 840 17% 4920 7% 2580 74%

Other 60 1% 480 1% 60 2%

Total 5050 100% 67740 100% 3470 100%

Residential Mode Split ‐ Selected for Study (based on AM outbound From District)

Auto Driver 55%

Auto Passenger 5%

Transit 20%

Non‐Motorized 20%

100%

From District To District Within District

P:\58\90\41\Analysis\Trip Generation\Trip Gen ‐ June 19‐2015.xlsxmodesplit24/06/2015

11:49 AM

350 Sparks StreetMixed Use Development

5890‐41

Trip Generation

ITE Person Trips

Baseline Weekday AM Peak Period Mode Share and Vehicle Occupancy Examples

Land Use Vehicle Occupancy

Apartments 1.09

Motel 1.26

Office 1.06

Notes:

Averages from ITE Trip Generation Manual Handbook, Appendix C, Table C.1.

2011 ORIGIN-DESTINATION SURVEY IN THE NATIONAL CAPITAL REGIONPERSON TRIPS BY TRANS DISTRICTS

Trips from all parts to Ottawa CentreTRIP PURPOSES: WORKMODES: AUTO DRIVERTIME PERIOD: AM Peak Period (06:30 to 08:59)

Route Assignment

Origin \ Destination Centre Percentage W-S

ir Jo

hn A

. Mac

/ W

elling

ton

W-A

lbert/

Scott

W-H

ighway

417

W-S

park

s (loc

al)W

-Que

en (l

ocal)

E-High

way 4

17 (v

ia Bro

nson

, Lyo

n)

E-Que

en (l

ocal)

E. Well

ingto

n

E-Slat

er

S-Lyo

n / B

ay (l

oca)

S. Bro

nson

S-Hwy 4

16

N-Pon

t du

Porta

geN-R

ue E

ddy

N-Alex

andr

a Brid

geTota

l

001 - Ottawa Centre 300 2% 0.25 0.25 0.25 0.25 1.00050 - Ottawa Inner Area 1,300 7% 0.10 0.10 0.10 0.20 0.25 0.25 1.00100 - Ottawa East 700 4% 1.00 1.00120 - Beacon Hill 700 4% 1.00 1.00140 - Alta Vista 1,100 6% 0.50 0.50 1.00180 - Hunt Club 900 5% 0.25 0.25 0.50 1.00200 - Merivale 1,700 10% 1.00 1.00240 - Ottawa West 800 5% 1.00 1.00260 - Bayshore / Cedarview 800 5% 1.00 1.00300 - Orléans 1,900 11% 1.00 1.00350 - Rural East 200 1% 1.00 1.00360 - Rural Southeast 400 2% 1.00 1.00400 - South Gloucester / Leitrim 400 2% 1.00 1.00425 - South Nepean 1,100 6% 1.00 1.00450 - Rural Southwest 200 1% 1.00 1.00500 - Kanata / Stittsville 1,400 8% 1.00 1.00560 - Rural West 100 1% 1.00 1.00600 - Île de Hull 200 1% 1.00 1.00625 - Hull Périphérie 600 3% 1.00 1.00650 - Plateau 500 3% 1.00 1.00700 - Aylmer 700 4% 1.00 1.00750 - Rural Northwest 400 2% 1.00 1.00800 - Pointe Gatineau 500 3% 1.00 1.00820 - Gatineau Est 500 3% 1.00 1.00840 - Rural Northeast 300 2% 1.00 1.00845 - Buckingham / Masson-Angers - 0% 1.00 1.00900 - External - 0% 1.00 1.00Total 17,600 5.3% 0.0% 22.6% 0.4% 1.2% 11.8% 12.3% 1.5% 0.0% 6.6% 7.6% 9.9% 20.9% 0.0% 0.0%

17,700 11% via Bronson 6% via Bronson 5% via Bronson11% via Lyon 6% via Lyon 5% via Lyon

OrientationOutbound (To) RoundedQueen Street - East 12.3% 15%Lyon Street - South 28.8% 30%Bay Street - North 27.6% 25%Queen Street - West 30.9% 25%Sparks Street - West 0% 5%Total 100.0% 100%

Inbound (From) RoundedQueen Street - East 12.3% 15.0%Lyon Street - North 27.6% 25.0%Bay Street - South 28.8% 30.0%Queen Street - West 30.9% 25.0%Sparks Street - West 0% 5%Total 100.0% 100%

2011 ORIGIN-DESTINATION SURVEY IN THE NATIONAL CAPITAL REGIONPERSON TRIPS BY TRANS DISTRICTS

Trips from all parts to Ottawa CentreTRIP PURPOSES: WORKMODES: AUTO DRIVERTIME PERIOD: AM Peak Period (06:30 to 08:59)

Route Assignment

Origin \ Destination Centre Percentage W-S

ir Jo

hn A

. Mac

/ W

elling

ton

W-A

lbert/

Scott

W-H

ighway

417

W-S

park

s (loc

al)W

-Que

en (l

ocal)

E-High

way 4

17 (v

ia Bro

nson

, Lyo

n)

E-Que

en (l

ocal)

E. Well

ingto

n

E-Slat

er

S-Lyo

n / B

ay (l

oca)

S. Bro

nson

S-Hwy 4

16

N-Pon

t du

Porta

geN-R

ue E

ddy

N-Alex

andr

a Brid

geTota

l

001 - Ottawa Centre 400 14% 0.25 0.25 0.25 0.25 1.00050 - Ottawa Inner Area 300 10% 0.10 0.10 0.10 0.20 0.25 0.25 1.00100 - Ottawa East 300 10% 1.00 1.00120 - Beacon Hill 100 3% 1.00 1.00140 - Alta Vista 400 14% 0.50 0.50 1.00180 - Hunt Club 200 7% 0.25 0.25 0.50 1.00200 - Merivale 300 10% 1.00 1.00240 - Ottawa West 200 7% 1.00 1.00260 - Bayshore / Cedarview 200 7% 1.00 1.00300 - Orléans 100 3% 1.00 1.00350 - Rural East - 0% 1.00 1.00360 - Rural Southeast - 0% 1.00 1.00400 - South Gloucester / Leitrim - 0% 1.00 1.00425 - South Nepean - 0% 1.00 1.00450 - Rural Southwest - 0% 1.00 1.00500 - Kanata / Stittsville 100 3% 1.00 1.00560 - Rural West - 0% 1.00 1.00600 - Île de Hull 100 3% 1.00 1.00625 - Hull Périphérie 200 7% 1.00 1.00650 - Plateau - 0% 1.00 1.00700 - Aylmer - 0% 1.00 1.00750 - Rural Northwest - 0% 1.00 1.00800 - Pointe Gatineau - 0% 1.00 1.00820 - Gatineau Est - 0% 1.00 1.00840 - Rural Northeast - 0% 1.00 1.00845 - Buckingham / Masson-Angers - 0% 1.00 1.00900 - External - 0% 1.00 1.00Total 3,000 7.9% 0.0% 20.7% 3.4% 4.5% 21.7% 6.9% 2.1% 0.0% 14.7% 4.3% 3.4% 10.3% 0.0% 0.0%

2,900 10% via Bronson 11% via Bronson 2% via Bronson10% via Lyon 11% via Lyon 2% via Lyon

OrientationOutbound (To) RoundedQueen Street - East 6.9% 10%Lyon Street - South 37.6% 35%Bay Street - North 20.3% 20%Queen Street - West 31.7% 30%Sparks Street - West 3% 5%Total 100.0% 100%

Inbound (From) RoundedQueen Street - East 6.9% 10.0%Lyon Street - North 20.3% 20.0%Bay Street - South 37.6% 35.0%Queen Street - West 31.7% 30.0%Sparks Street - West 3% 5%Total 100.0% 100%

Summary of Results

Orientation Office Residential HotelOutbound (To)Queen Street - East 15.0% 10.0% 15.0%Lyon Street - South 30.0% 35.0% 30.0%Bay Street - North 25.0% 20.0% 25.0%Queen Street - West 25.0% 30.0% 25.0%Sparks Street - West 5.0% 5.0% 5.0%Total 100.0% 100.0% 100.0%

Inbound (From) Office Residential HotelQueen Street - East 15.0% 10.0% 15.0%Lyon Street - North 25.0% 20.0% 25.0%Bay Street - South 30.0% 35.0% 30.0%Queen Street - West 25.0% 30.0% 25.0%Sparks Street - West 5.0% 5.0% 5.0%Total 100.0% 100.0% 100.0%


JUNE, 2015 5890-41

APPENDIX G: Future Traffic Operations – Capacity Analysis Sheets

Que

ues

3: B

ay &

Que

en24

/06/20

15

350 S

parks

14/0

4/201

5 Futu

re T

otal A

M - B

ase C

ase

Sync

hro 9

Rep

ort

SJB

Page

1

Lane

Gro

upEB

TW

BTW

BRNB

TLa

ne G

roup

Flow

(vph

)31

023

212

662

7v/c

Rati

o0.6

50.3

80.2

40.5

2Co

ntrol

Delay

21.2

9.11.9

12.3

Queu

e Dela

y0.0

0.00.0

0.0To

tal D

elay

21.2

9.11.9

12.3

Queu

e Len

gth 50

th (m

)23

.510

.70.3

19.2

Queu

e Len

gth 95

th (m

)#4

6.421

.3m3

.531

.0Int

erna

l Link

Dist

(m)

50.7

34.0

61.4

Turn

Bay

Leng

th (m

)20

.0Ba

se C

apac

ity (v

ph)

480

603

527

1199

Star

vatio

n Cap

Red

uctn

00

00

Spillb

ack C

ap R

educ

tn0

00

0St

orag

e Cap

Red

uctn

00

00

Redu

ced v

/c Ra

tio0.6

50.3

80.2

40.5

2

Inter

secti

on S

umma

ry#

95th

perce

ntile

volum

e exc

eeds

capa

city,

queu

e may

be lo

nger

.

Que

ue sh

own i

s max

imum

after

two c

ycles

.m

Volu

me fo

r 95th

perce

ntile

queu

e is m

etere

d by u

pstre

am si

gnal.

HC

M S

igna

lized

Inte

rsec

tion

Cap

acity

Ana

lysi

s3:

Bay

& Q

ueen

24/06

/2015

350 S

parks

14/0

4/201

5 Futu

re T

otal A

M - B

ase C

ase

Sync

hro 9

Rep

ort

SJB

Page

2

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

lume (

vph)

140

155

00

220

120

3541

015

00

00

Ideal

Flow

(vphp

l)18

0018

0018

0018

0018

0018

0018

0018

0018

0018

0018

0018

00To

tal Lo

st tim

e (s)

4.14.1

4.14.1

Lane

Util.

Fac

tor1.0

01.0

01.0

00.9

5Fr

pb, p

ed/bi

kes

1.00

1.00

0.92

0.94

Flpb,

ped/b

ikes

0.98

1.00

1.00

0.99

Frt

1.00

1.00

0.85

0.96

Flt P

rotec

ted0.9

81.0

01.0

01.0

0Sa

td. F

low (p

rot)

1450

1397

1074

2653

Flt P

ermi

tted

0.75

1.00

1.00

1.00

Satd.

Flow

(per

m)11

1413

9710

7426

53Pe

ak-h

our f

actor

, PHF

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

0.95

Adj. F

low (v

ph)

147

163

00

232

126

3743

215

80

00

RTOR

Red

uctio

n (vp

h)0

00

00

640

550

00

0La

ne G

roup

Flow

(vph

)0

310

00

232

620

572

00

00

Confl

. Ped

s. (#

/hr)

4080

8040

7015

015

070

Confl

. Bike

s (#/h

r)5

5025

Heav

y Veh

icles

(%)

7%8%

1%1%

16%

18%

3%6%

1%1%

1%1%

Turn

Typ

ePe

rmNA

NAPe

rmPe

rmNA

Prote

cted P

hase

s4

82

Perm

itted P

hase

s4

82

Actua

ted G

reen

, G (s

)24

.924

.924

.924

.9Ef

fectiv

e Gre

en, g

(s)

25.9

25.9

25.9

25.9

Actua

ted g/

C Ra

tio0.4

30.4

30.4

30.4

3Cl

eara

nce T

ime (

s)5.1

5.15.1

5.1Ve

hicle

Exten

sion (

s)3.0

3.03.0

3.0La

ne G

rp C

ap (v

ph)

480

603

463

1145

v/s R

atio P

rot

0.17

v/s R

atio P

erm

c0.28

0.06

0.22

v/c R

atio

0.65

0.38

0.13

0.50

Unifo

rm D

elay,

d113

.411

.610

.312

.4Pr

ogre

ssion

Fac

tor1.0

00.6

20.3

71.0

0Inc

reme

ntal D

elay,

d26.6

1.70.6

1.6De

lay (s

)20

.08.9

4.313

.9Le

vel o

f Ser

vice

CA

AB

Appr

oach

Dela

y (s)

20.0

7.313

.90.0

Appr

oach

LOS

CA

BA

Inter

secti

on S

umma

ryHC

M 20

00 C

ontro

l Dela

y13

.5HC

M 20

00 Le

vel o

f Ser

vice

BHC

M 20

00 V

olume

to C

apac

ity ra

tio0.5

7Ac

tuated

Cyc

le Le

ngth

(s)

60.0

Sum

of los

t time

(s)

8.2Int

erse

ction

Cap

acity

Utili

zatio

n67

.7%IC

U Le

vel o

f Ser

vice

CAn

alysis

Per

iod (m

in)15

c C

ritica

l Lan

e Gro

up

Que

ues

6: L

yon

& Q

ueen

24/06

/2015

350 S

parks

14/0

4/201

5 Futu

re T

otal A

M - B

ase C

ase

Sync

hro 9

Rep

ort

SJB

Page

3

Lane

Gro

upEB

TW

BTSB

TLa

ne G

roup

Flow

(vph

)29

428

317

84v/c

Rati

o0.7

10.5

20.6

2Co

ntrol

Delay

43.9

39.2

14.4

Queu

e Dela

y0.0

0.048

.1To

tal D

elay

43.9

39.2

62.6

Queu

e Len

gth 50

th (m

)49

.926

.862

.7Qu

eue L

ength

95th

(m)

80.8

40.0

72.9

Inter

nal L

ink D

ist (m

)64

.741

.146

.0Tu

rn B

ay Le

ngth

(m)

Base

Cap

acity

(vph

)41

754

628

78St

arva

tion C

ap R

educ

tn0

012

67Sp

illbac

k Cap

Red

uctn

00

0St

orag

e Cap

Red

uctn

00

0Re

duce

d v/c

Ratio

0.71

0.52

1.11

Inter

secti

on S

umma

ry

HC

M S

igna

lized

Inte

rsec

tion

Cap

acity

Ana

lysi

s6:

Lyo

n &

Que

en24

/06/20

15

350 S

parks

14/0

4/201

5 Futu

re T

otal A

M - B

ase C

ase

Sync

hro 9

Rep

ort

SJB

Page

4

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

lume (

vph)

022

065

8019

50

00

037

512

2513

0Ide

al Flo

w (vp

hpl)

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

1800

Total

Lost

time (

s)4.5

4.44.4

Lane

Util.

Fac

tor1.0

00.9

50.8

6Fr

pb, p

ed/bi

kes

0.92

1.00

0.96

Flpb,

ped/b

ikes

1.00

0.96

0.89

Frt

0.97

1.00

0.99

Flt P

rotec

ted1.0

00.9

90.9

9Sa

td. F

low (p

rot)

1382

2741

4564

Flt P

ermi

tted

1.00

0.66

0.99

Satd.

Flow

(per

m)13

8218

4145

64Pe

ak-h

our f

actor

, PHF

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

0.97

Adj. F

low (v

ph)

022

767

8220

10

00

038

712

6313

4RT

OR R

educ

tion (

vph)

09

00

00

00

00

90

Lane

Gro

up F

low (v

ph)

028

50

028

30

00

00

1775

0Co

nfl. P

eds.

(#/hr

)31

024

024

031

020

020

0Co

nfl. B

ikes (

#/hr)

4040

110

Heav

y Veh

icles

(%)

1%4%

6%13

%3%

1%1%

1%1%

2%1%

2%Tu

rn T

ype

NAPe

rmNA

Perm

NAPr

otecte

d Pha

ses

48

1 2Pe

rmitte

d Pha

ses

81 2

Actua

ted G

reen

, G (s

)34

.534

.674

.0Ef

fectiv

e Gre

en, g

(s)

35.5

35.6

75.0

Actua

ted g/

C Ra

tio0.3

00.3

00.6

2Cl

eara

nce T

ime (

s)5.5

5.4Ve

hicle

Exten

sion (

s)3.0

3.0La

ne G

rp C

ap (v

ph)

408

546

2852

v/s R

atio P

rot

c0.21

v/s R

atio P

erm

0.15

0.39

v/c R

atio

0.70

0.52

0.62

Unifo

rm D

elay,

d137

.535

.113

.8Pr

ogre

ssion

Fac

tor0.9

71.0

01.0

0Inc

reme

ntal D

elay,

d28.2

3.50.4

Delay

(s)

44.6

38.6

14.2

Leve

l of S

ervic

eD

DB

Appr

oach

Dela

y (s)

44.6

38.6

0.014

.2Ap

proa

ch LO

SD

DA

B

Inter

secti

on S

umma

ryHC

M 20

00 C

ontro

l Dela

y20

.9HC

M 20

00 Le

vel o

f Ser

vice

CHC

M 20

00 V

olume

to C

apac

ity ra

tio0.6

7Ac

tuated

Cyc

le Le

ngth

(s)

120.0

Sum

of los

t time

(s)

13.9

Inter

secti

on C

apac

ity U

tiliza

tion

76.8%

ICU

Leve

l of S

ervic

eD

Analy

sis P

eriod

(min)

15c

Criti

cal L

ane G

roup

Que

ues

9: B

ay &

Spa

rks

24/06

/2015

350 S

parks

14/0

4/201

5 Futu

re T

otal A

M - B

ase C

ase

Sync

hro 9

Rep

ort

SJB

Page

5

Lane

Gro

upEB

TW

BTNB

TLa

ne G

roup

Flow

(vph

)5

4169

8v/c

Rati

o0.0

10.0

90.4

4Co

ntrol

Delay

14.2

8.15.6

Queu

e Dela

y0.0

0.00.2

Total

Dela

y14

.28.1

5.8Qu

eue L

ength

50th

(m)

0.40.7

13.8

Queu

e Len

gth 95

th (m

)2.1

5.815

.1Int

erna

l Link

Dist

(m)

24.8

21.0

51.2

Turn

Bay

Leng

th (m

)Ba

se C

apac

ity (v

ph)

507

466

1580

Star

vatio

n Cap

Red

uctn

00

284

Spillb

ack C

ap R

educ

tn0

00

Stor

age C

ap R

educ

tn0

00

Redu

ced v

/c Ra

tio0.0

10.0

90.5

4

Inter

secti

on S

umma

ry

HC

M S

igna

lized

Inte

rsec

tion

Cap

acity

Ana

lysi

s9:

Bay

& S

park

s24

/06/20

15

350 S

parks

14/0

4/201

5 Futu

re T

otal A

M - B

ase C

ase

Sync

hro 9

Rep

ort

SJB

Page

6

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

lume (

vph)

05

00

1030

1548

017

50

00

Ideal

Flow

(vphp

l)18

0018

0018

0018

0018

0018

0018

0018

0018

0018

0018

0018

00To

tal Lo

st tim

e (s)

3.03.0

4.4La

ne U

til. F

actor

1.00

1.00

0.95

Frpb

, ped

/bike

s1.0

00.9

80.9

6Flp

b, pe

d/bike

s1.0

01.0

01.0

0Fr

t1.0

00.9

00.9

6Flt

Pro

tected

1.00

1.00

1.00

Satd.

Flow

(pro

t)16

0414

0627

16Flt

Per

mitte

d1.0

01.0

01.0

0Sa

td. F

low (p

erm)

1604

1406

2716

Peak

-hou

r fac

tor, P

HF0.9

60.9

60.9

60.9

60.9

60.9

60.9

60.9

60.9

60.9

60.9

60.9

6Ad

j. Flow

(vph

)0

50

010

3116

500

182

00

0RT

OR R

educ

tion (

vph)

00

00

210

059

00

00

Lane

Gro

up F

low (v

ph)

05

00

200

063

90

00

0Co

nfl. P

eds.

(#/hr

)20

2020

2070

100

100

70Co

nfl. B

ikes (

#/hr)

50He

avy V

ehicl

es (%

)1%

1%1%

1%1%

1%1%

5%4%

1%1%

1%Tu

rn T

ype

NANA

Perm

NAPr

otecte

d Pha

ses

48

2Pe

rmitte

d Pha

ses

42

Actua

ted G

reen

, G (s

)18

.018

.032

.6Ef

fectiv

e Gre

en, g

(s)

19.0

19.0

33.6

Actua

ted g/

C Ra

tio0.3

20.3

20.5

6Cl

eara

nce T

ime (

s)4.0

4.05.4

Vehic

le Ex

tensio

n (s)

3.03.0

3.0La

ne G

rp C

ap (v

ph)

507

445

1520

v/s R

atio P

rot

0.00

c0.01

v/s R

atio P

erm

0.24

v/c R

atio

0.01

0.04

0.42

Unifo

rm D

elay,

d114

.114

.27.6

Prog

ress

ion F

actor

1.00

1.00

0.78

Incre

menta

l Dela

y, d2

0.00.0

0.8De

lay (s

)14

.114

.36.7

Leve

l of S

ervic

eB

BA

Appr

oach

Dela

y (s)

14.1

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parks

14/0

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otal P

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Rep

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SJB

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4

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ment

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figur

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Rep

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SJB

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15

350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - B

ase C

ase

Sync

hro 9

Rep

ort

SJB

Page

6

Move

ment

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figur

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Rep

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Page

7

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24/06

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350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - B

ase C

ase

Sync

hro 9

Rep

ort

SJB

Page

8

Move

ment

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EBR

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figur

ation

sVo

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M - B

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Rep

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SJB

Page

9

Move

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16: N

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24/06

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350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - B

ase C

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Sync

hro 9

Rep

ort

SJB

Page

10

Move

ment

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sis P

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ay &

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15

350 S

parks

14/0

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5 Futu

re T

otal P

M - Q

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Ren

ewal

Sync

hro 9

Rep

ort

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acity

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lysi

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24/06

/2015

350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - Q

ueen

Ren

ewal

Sync

hro 9

Rep

ort

SJB

Page

2

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

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vph)

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115

00

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parks

14/0

4/201

5 Futu

re T

otal P

M - Q

ueen

Ren

ewal

Sync

hro 9

Rep

ort

SJB

Page

3

Lane

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s6:

Lyo

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15

350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - Q

ueen

Ren

ewal

Sync

hro 9

Rep

ort

SJB

Page

4

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

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vph)

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Que

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9: B

ay &

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24/06

/2015

350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - Q

ueen

Ren

ewal

Sync

hro 9

Rep

ort

SJB

Page

5

Lane

Gro

upW

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lysi

s9:

Bay

& S

park

s24

/06/20

15

350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - Q

ueen

Ren

ewal

Sync

hro 9

Rep

ort

SJB

Page

6

Move

ment

EBL

EBT

EBR

WBL

WBT

WBR

NBL

NBT

NBR

SBL

SBT

SBR

Lane

Con

figur

ation

sVo

lume (

vph)

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00To

tal Lo

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tor1.0

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11: L

yon

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/06/20

15

350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - Q

ueen

Ren

ewal

Sync

hro 9

Rep

ort

SJB

Page

7

Lane

Gro

upEB

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ne G

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lized

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tion

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lysi

s11

: Lyo

n &

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rks

24/06

/2015

350 S

parks

14/0

4/201

5 Futu

re T

otal P

M - Q

ueen

Ren

ewal

Sync

hro 9

Rep

ort

SJB

Page

8

Move

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15

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