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350 SPARKS STREET, OTTAWA
HOTEL AND RESIDENTIAL DEVELOPMENT
Transportation Study
Prepared For: Morguard Real Estate Investment Trust June 24, 2015
© BA Consulting Group Ltd. 45 St. Clair Avenue West, Suite 300 Toronto, ON M4V 1K9 www.bagroup.com
BA Consulting Group Ltd. MOVEMENT 300 – 45 St. Clair Ave. W TEL 416 961 7110 IN URBAN Toronto ON M4V 1K9 EMAIL bagroup@bagroup.com 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
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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
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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.
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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
0.60,18s,B EBTR WBTL SBLTR
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.
350 SPARKS STREET - TRANSPORTATION STUDY
JUNE, 2015 5890-41 12
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)
350 SPARKS STREET - TRANSPORTATION STUDY
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
Queen Street - East 15.0% 10.0% 15.0%
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%
Queen Street - East 15.0% 10.0% 15.0%
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.
350 SPARKS STREET - TRANSPORTATION STUDY
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.
350 SPARKS STREET - TRANSPORTATION STUDY
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
0.65,17s,B EBTR WBTL SBLTR
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.
350 SPARKS STREET - TRANSPORTATION STUDY
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.
350 SPARKS STREET - TRANSPORTATION STUDY
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.
350 SPARKS STREET - TRANSPORTATION STUDY
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.
350 SPARKS STREET - TRANSPORTATION STUDY
JUNE, 2015 5890-41
APPENDIX A: Context Figures
350 SPARKS STREET - TRANSPORTATION STUDY
JUNE, 2015 5890-41
APPENDIX B: Traffic Volume Figures
350 SPARKS STREET - TRANSPORTATION STUDY
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
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
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
Page 1 of 12014-Dec-09
Turning Movements Count - Peak Period Diagram
Public Works - Traffic Services
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
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
Page 1 of 12014-Dec-09
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
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
Page 1 of 12014-Dec-09
Turning Movements Count - Peak Period Diagram
Public Works - Traffic Services
Start Time:
Survey Date:
BAY ST @ QUEEN ST
07:00
Wednesday, May 01, 2013 WO No: 31186
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
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
Page 1 of 12014-Dec-09
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
Wednesday, May 01, 2013
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
436333297361032776..........Total
Page 1 of 12014-Dec-09
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
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
Page 1 of 12014-Dec-09
31186
Wednesday, May 01, 2013
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.
Page 1 of 12014-Dec-09
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
Grand TotalStreet TotalWestboundEastboundStreet TotalSouthboundNorthboundTime Period
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
247015671098469903322581..........Total
Page 1 of 12014-Dec-09
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:
Work Order Public Works - Traffic Services
.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.
Page 1 of 12014-Dec-09
Turning Movements Count - Peak Period Diagram
Public Works - Traffic Services
Start Time:
Survey Date:
BAY ST @ QUEEN ST
07:00
Wednesday, May 01, 2013 WO No: 31186
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
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
Page 1 of 12014-Dec-09
Turning Movement Count - 15 Minute Summary Report
Survey Date:
BAY ST @ SPARKS STThursday, April 23, 2015
34544
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 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
Turning Movement Count - Cyclist Volume Report
Count Date:
BAY ST @ SPARKS ST
Thursday, April 23, 2015
34544
07:00Start Time:
Work Order Public Works - Traffic Services
SPARKS STBAY ST
Grand TotalStreet TotalWestboundEastboundStreet TotalSouthboundNorthboundTime Period
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
Page 1 of 12015-Apr-30
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
Public Works - Traffic Services
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
Page 1 of 12015-Apr-30
34544
Thursday, April 23, 2015
Turning Movement Count - Heavy Vehicle Report
BAY ST @ SPARKS ST
Survey Date:
W.O. Public Works - Traffic Services
GrandTotal
STRTOT
WTOT
RTSTLTE
TOTRTSTLT
STRTOT
STOT
RTSTLTN
TOTRTST
LTTime Period
Eastbound Westbound
BAY ST SPARKS ST
Northbound Southbound
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
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.
Page 1 of 12015-Apr-30Printed on:
Turning Movement Count - Pedestrian Volume Report
Count Date:
BAY ST @ SPARKS ST
Thursday, April 23, 2015 07:00Start Time:
34544
Work Order Public Works - Traffic Services
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
Page 1 of 12015-Apr-30
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:
Total Observed U-Turns
Eastbound: Westbound:
Southbound: .90
Thursday, April 23, 2015
SouthboundNorthbound
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.
Page 1 of 12015-Apr-30
Turning Movement Count - Full Study Peak Hour Diagram
Public Works - Traffic Services
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
Page 1 of 32015-Apr-30
Turning Movement Count - Full Study Peak Hour Diagram
Public Works - Traffic Services
Start Time:
Survey Date:
BAY ST @ SPARKS ST
07:00
Thursday, April 23, 2015 WO No: 34544
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
Page 2 of 32015-Apr-30
Turning Movement Count - Full Study Peak Hour Diagram
Public Works - Traffic Services
Start Time:
Survey Date:
BAY ST @ SPARKS ST
07:00
Thursday, April 23, 2015 WO No: 34544
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
Page 3 of 32015-Apr-30
Turning Movements Count - Full Study Diagram
Public Works - Traffic Services
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
Page 1 of 12014-Dec-09
Turning Movements Count - Peak Period Diagram
Public Works - Traffic Services
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
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
Page 1 of 12014-Dec-09
Turning Movements Count - Full Study Diagram
Public Works - Traffic Services
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
Page 1 of 12014-Dec-09
Turning Movements Count - Peak Period Diagram
Public Works - Traffic Services
Start Time:
Survey Date:
QUEEN ST @ LYON ST
07:00
Thursday, May 02, 2013 WO No: 31189
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
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
Page 1 of 12014-Dec-09
Turning Movements Count - Full Study Diagram
Public Works - Traffic Services
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
Page 1 of 12014-Dec-09
Turning Movements Count - Peak Period Diagram
Public Works - Traffic Services
Start Time:
Survey Date:
QUEEN ST @ LYON ST
07:00
Thursday, May 02, 2013 WO No: 31189
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
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
Page 1 of 12014-Dec-09
Turning Movement Count - 15 Minute Summary Report
Survey Date:
QUEEN ST @ LYON ST
Thursday, May 02, 2013
31189
Total Observed U-TurnsNorthbound:
Eastbound:
Southbound:
Westbound:
00
02
Public Works - Traffic Services W.O.
GrandTotal
STRTOT
WTOTRTSTLT
ETOTRTSTLT
STRTOT
STOTRTSTLT
NTOTRTSTLTTime Period
Northbound Southbound Eastbound Westbound
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
Turning Movement Count - Cyclist Volume Report
Count Date:
QUEEN ST @ LYON ST
Thursday, May 02, 2013
31189
07:00Start Time:
Work Order Public Works - Traffic Services
QUEEN STLYON ST
Grand TotalStreet TotalWestboundEastboundStreet TotalSouthboundNorthboundTime Period
1465938218786108:0007:00
192754233117115209:0008:00
863918214746110:0009:00
3517981814412:3011:30
306332422213:3012:30
35201641512316:0015:00
131645596758917:0016:00
13874621264541018:0017:00
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
79335424311143940732..........Total
Page 1 of 12014-Dec-09
Turning Movements Count - Full Study Diagram
Public Works - Traffic Services
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
Page 1 of 12014-Dec-09
31189
Thursday, May 02, 2013
Turning Movement Count - Heavy Vehicle Report
QUEEN ST @ LYON ST
Survey Date:
W.O. Public Works - Traffic Services
GrandTotal
STRTOT
WTOT
RTSTLTE
TOTRTSTLT
STRTOT
STOT
RTSTLTN
TOTRTST
LTTime Period
Eastbound Westbound
LYON ST QUEEN ST
Northbound Southbound
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
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.
Page 1 of 12014-Dec-09
Turning Movement Count - Pedestrian Volume Report
CITY OPERATIONS - PUBLIC WORKS
Count Date:
QUEEN ST @ LYON ST
Thursday, May 02, 2013 07:00Start Time:
31189
Work Order
QUEEN STLYON ST
Grand TotalStreet TotalWestboundEastboundStreet TotalSouthboundNorthboundTime Period
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
Validation Note: Results generated Nov 26, 2014. All records still in violation were set to Edited.
7094334111702171375321931560..........Total
Page 1 of 12014-Dec-09
QUEEN ST @ LYON STThursday, May 02, 2013 AADT Factor
31189
Turning Movement Count - Summary Report
Survey Date:
0 0
02
Northbound:
Total Observed U-Turns
Eastbound: Westbound:
Southbound:
Work Order Public Works - Traffic Services
.90
SouthboundNorthbound
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.
Page 1 of 12014-Dec-09
Turning Movement Count - 15 Minute Summary Report
Survey Date:
LYON ST @ SPARKS STThursday, April 23, 2015
34545
Total Observed U-TurnsNorthbound:
Eastbound:
Southbound:
Westbound:
00
01
Public Works - Traffic Services W.O.
GrandTotal
STRTOT
WTOTRTSTLT
ETOTRTSTLT
STRTOT
STOTRTSTLT
NTOTRTSTLTTime Period
Northbound Southbound Eastbound Westbound
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:
Page 1 of 12015-Apr-30
Turning Movement Count - Cyclist Volume Report
Count Date:
LYON ST @ SPARKS ST
Thursday, April 23, 2015
34545
07:00Start Time:
Work Order Public Works - Traffic Services
SPARKS STLYON ST
Grand TotalStreet TotalWestboundEastboundStreet TotalSouthboundNorthboundTime Period
50100104040008:0007:00
764047272009:0008:00
253032222010:0009:00
1566098116:0015:00
416513530517:0016:00
395413434018:0017:00
Comment:
2463415192122066..........Total
Page 1 of 12015-Apr-30
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
Public Works - Traffic Services
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
Page 1 of 12015-Apr-30
34545
Thursday, April 23, 2015
Turning Movement Count - Heavy Vehicle Report
LYON ST @ SPARKS ST
Survey Date:
W.O. Public Works - Traffic Services
GrandTotal
STRTOT
WTOT
RTSTLTE
TOTRTSTLT
STRTOT
STOT
RTSTLTN
TOTRTST
LTTime Period
Eastbound Westbound
LYON ST SPARKS ST
Northbound Southbound
900000000099090000008:0007:00
1610000110015151140000009:0008:00
1700000000017170170000010:0009:00
3000000000030300300000016:0015:00
2200000000022220220000017:0016:00
1210000110011110110000018:0017:00
106200002200104104110300000: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.
Page 1 of 12015-Apr-30Printed on:
Turning Movement Count - Pedestrian Volume Report
Count Date:
LYON ST @ SPARKS ST
Thursday, April 23, 2015 07:00Start Time:
34545
Work Order Public Works - Traffic Services
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
Page 1 of 12015-Apr-30
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:
Total Observed U-Turns
Eastbound: Westbound:
Southbound: .49
Thursday, April 23, 2015
SouthboundNorthbound
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.
Page 1 of 12015-Apr-30
Turning Movement Count - Full Study Peak Hour Diagram
Public Works - Traffic Services
Start Time:
Survey Date:
LYON ST @ SPARKS ST
07:00
Thursday, April 23, 2015 WO No: 34545
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
Page 1 of 22015-Apr-30
Turning Movement Count - Full Study Peak Hour Diagram
Public Works - Traffic Services
Start Time:
Survey Date:
LYON ST @ SPARKS ST
07:00
Thursday, April 23, 2015 WO No: 34545
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
Page 2 of 22015-Apr-30
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)
End Inbound Outbound Two Way
Time Right Left Total Right Left Total Total Hourly
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
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: Hotel & Public Parking Lot
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 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
End Inbound Outbound Two Way
Time Right Left Total Right Left Total Total Hourly
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
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 Hotel& Public P Lot
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: Capital Parking Lot
End Inbound Outbound Two Way
Time Right Left Total Right Left Total Total Hourly
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
End Inbound Outbound Two Way
Time Right Left Total Right Left Total Total Hourly
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
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 Capital P Lot
Project No: 5890
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
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
350 SPARKS STREET - TRANSPORTATION STUDY
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
atio P
rot
c0.18
v/s R
atio P
erm
0.14
0.38
v/c R
atio
0.61
0.48
0.61
Unifo
rm D
elay,
d136
.434
.713
.7Pr
ogre
ssion
Fac
tor0.9
51.0
01.0
0Inc
reme
ntal D
elay,
d26.1
3.00.4
Delay
(s)
40.6
37.6
14.1
Leve
l of S
ervic
eD
DB
Appr
oach
Dela
y (s)
40.6
37.6
0.014
.1Ap
proa
ch LO
SD
DA
B
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y19
.9HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.6
4Ac
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
74.2%
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 Exis
ting A
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 5
Lane
Gro
upW
BTNB
TLa
ne G
roup
Flow
(vph
)31
526
v/c R
atio
0.07
0.32
Contr
ol De
lay9.0
5.6Qu
eue D
elay
0.00.2
Total
Dela
y9.0
5.8Qu
eue L
ength
50th
(m)
0.710
.4Qu
eue L
ength
95th
(m)
5.111
.7Int
erna
l Link
Dist
(m)
123.2
51.2
Turn
Bay
Leng
th (m
)Ba
se C
apac
ity (v
ph)
466
1621
Star
vatio
n Cap
Red
uctn
039
1Sp
illbac
k Cap
Red
uctn
00
Stor
age C
ap R
educ
tn0
0Re
duce
d v/c
Ratio
0.07
0.43
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 Exis
ting A
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 6
Move
ment
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
00
00
1020
1546
525
00
0Ide
al Flo
w (vp
hpl)
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
Total
Lost
time (
s)3.0
4.4La
ne U
til. F
actor
1.00
0.95
Frpb
, ped
/bike
s0.9
80.9
9Flp
b, pe
d/bike
s1.0
01.0
0Fr
t0.9
10.9
9Flt
Pro
tected
1.00
1.00
Satd.
Flow
(pro
t)14
2628
84Flt
Per
mitte
d1.0
01.0
0Sa
td. F
low (p
erm)
1426
2884
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
00
010
2116
484
260
00
RTOR
Red
uctio
n (vp
h)0
00
014
00
60
00
0La
ne G
roup
Flow
(vph
)0
00
017
00
520
00
00
Confl
. Ped
s. (#
/hr)
2020
2020
7010
010
070
Confl
. Bike
s (#/h
r)50
Heav
y Veh
icles
(%)
1%1%
1%1%
1%1%
1%5%
4%1%
1%1%
Turn
Typ
eNA
Perm
NAPr
otecte
d Pha
ses
48
2Pe
rmitte
d Pha
ses
42
Actua
ted G
reen
, G (s
)18
.032
.6Ef
fectiv
e Gre
en, g
(s)
19.0
33.6
Actua
ted g/
C Ra
tio0.3
20.5
6Cl
eara
nce T
ime (
s)4.0
5.4Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
451
1615
v/s R
atio P
rot
c0.01
v/s R
atio P
erm
0.18
v/c R
atio
0.04
0.32
Unifo
rm D
elay,
d114
.27.1
Prog
ress
ion F
actor
1.00
0.74
Incre
menta
l Dela
y, d2
0.00.5
Delay
(s)
14.2
5.7Le
vel o
f Ser
vice
BA
Appr
oach
Dela
y (s)
0.014
.25.7
0.0Ap
proa
ch LO
SA
BA
A
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y6.2
HCM
2000
Leve
l of S
ervic
eA
HCM
2000
Volu
me to
Cap
acity
ratio
0.22
Actua
ted C
ycle
Leng
th (s)
60
.0Su
m of
lost ti
me (s
)7.4
Inter
secti
on C
apac
ity U
tiliza
tion
49.2%
ICU
Leve
l of S
ervic
eA
Analy
sis P
eriod
(min)
15c
Criti
cal L
ane G
roup
Que
ues
11: L
yon
& S
park
s24
/06/20
15
350 S
parks
14/0
4/201
5 Exis
ting A
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 7
Lane
Gro
upEB
RSB
TLa
ne G
roup
Flow
(vph
)27
1830
v/c R
atio
0.27
0.66
Contr
ol De
lay29
.43.7
Queu
e Dela
y0.0
0.0To
tal D
elay
29.4
3.7Qu
eue L
ength
50th
(m)
1.20.0
Queu
e Len
gth 95
th (m
)8.7
85.8
Inter
nal L
ink D
ist (m
)25
.7Tu
rn B
ay Le
ngth
(m)
Base
Cap
acity
(vph
)23
327
91St
arva
tion C
ap R
educ
tn0
0Sp
illbac
k Cap
Red
uctn
00
Stor
age C
ap R
educ
tn0
0Re
duce
d v/c
Ratio
0.12
0.66
Inter
secti
on S
umma
ry
HC
M S
igna
lized
Inte
rsec
tion
Cap
acity
Ana
lysi
s11
: Lyo
n &
Spa
rks
24/06
/2015
350 S
parks
14/0
4/201
5 Exis
ting A
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 8
Move
ment
EBL
EBR
NBL
NBT
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
025
00
1675
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
0.95
Frpb
, ped
/bike
s0.7
70.9
9Flp
b, pe
d/bike
s1.0
01.0
0Fr
t0.8
61.0
0Flt
Pro
tected
1.00
1.00
Satd.
Flow
(pro
t)94
430
09Flt
Per
mitte
d1.0
01.0
0Sa
td. F
low (p
erm)
944
3009
Peak
-hou
r fac
tor, P
HF0.9
40.9
40.9
40.9
40.9
40.9
4Ad
j. Flow
(vph
)0
270
017
8248
RTOR
Red
uctio
n (vp
h)0
180
01
0La
ne G
roup
Flow
(vph
)0
90
018
290
Confl
. Ped
s. (#
/hr)
7010
010
016
0Co
nfl. B
ikes (
#/hr)
1030
Heav
y Veh
icles
(%)
1%15
%1%
1%1%
4%Tu
rn T
ype
Perm
NAPr
otecte
d Pha
ses
6Pe
rmitte
d Pha
ses
4Ac
tuated
Gre
en, G
(s)
3.484
.1Ef
fectiv
e Gre
en, g
(s)
4.485
.1Ac
tuated
g/C
Ratio
0.05
0.87
Clea
ranc
e Tim
e (s)
4.85.3
Vehic
le Ex
tensio
n (s)
3.03.0
Lane
Grp
Cap
(vph
)42
2623
v/s R
atio P
rot
c0.61
v/s R
atio P
erm
c0.01
v/c R
atio
0.21
0.70
Unifo
rm D
elay,
d144
.92.0
Prog
ress
ion F
actor
1.00
1.00
Incre
menta
l Dela
y, d2
2.51.6
Delay
(s)
47.4
3.6Le
vel o
f Ser
vice
DA
Appr
oach
Dela
y (s)
47.4
0.03.6
Appr
oach
LOS
DA
A
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y4.2
HCM
2000
Leve
l of S
ervic
eA
HCM
2000
Volu
me to
Cap
acity
ratio
0.68
Actua
ted C
ycle
Leng
th (s)
97
.6Su
m of
lost ti
me (s
)9.1
Inter
secti
on C
apac
ity U
tiliza
tion
76.2%
ICU
Leve
l of S
ervic
eD
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 A
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
)45
245
2525
225
700
05
00
5Si
gn C
ontro
lFr
eeFr
eeSt
opSt
opGr
ade
0%0%
0%0%
Peak
Hou
r Fac
tor0.9
50.9
50.9
50.9
50.9
50.9
50.9
50.9
50.9
50.9
50.9
50.9
5Ho
urly
flow
rate
(vph)
4725
826
2623
774
00
50
05
Pede
strian
s15
015
015
015
0La
ne W
idth (
m)3.6
3.63.6
3.6W
alking
Spe
ed (m
/s)1.2
1.21.2
1.2Pe
rcent
Bloc
kage
1212
1212
Righ
t turn
flare
(veh
)Me
dian t
ype
None
None
Media
n stor
age v
eh)
Upstr
eam
signa
l (m)
8067
pX, p
latoo
n unb
locke
d0.9
20.9
20.9
20.9
20.9
20.9
2vC
, con
flictin
g volu
me46
143
499
710
2957
199
710
0557
4vC
1, sta
ge 1
conf
vol
vC2,
stage
2 co
nf vo
lvC
u, un
block
ed vo
l37
543
495
699
057
195
696
549
8tC
, 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 %95
9710
010
099
100
100
99cM
capa
city (
veh/h
)95
798
512
916
139
812
816
740
5
Dire
ction
, Lan
e #EB
1W
B 1
NB 1
SB 1
Volum
e Tota
l33
233
75
5Vo
lume L
eft47
260
0Vo
lume R
ight
2674
55
cSH
957
985
398
405
Volum
e to C
apac
ity0.0
50.0
30.0
10.0
1Qu
eue L
ength
95th
(m)
1.10.6
0.30.3
Contr
ol De
lay (s
)1.7
0.914
.214
.0La
ne LO
SA
AB
BAp
proa
ch D
elay (
s)1.7
0.914
.214
.0Ap
proa
ch LO
SB
B
Inter
secti
on S
umma
ryAv
erag
e Dela
y 1.5
Inter
secti
on C
apac
ity U
tiliza
tion
49.1%
ICU
Leve
l of S
ervic
e A
Analy
sis P
eriod
(min)
15
Que
ues
3: B
ay &
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 1
Lane
Gro
upEB
TW
BTW
BRNB
TLa
ne G
roup
Flow
(vph
)20
832
426
181
9v/c
Rati
o0.5
70.6
40.6
40.5
9Co
ntrol
Delay
21.4
20.7
19.2
11.9
Queu
e Dela
y0.0
0.00.0
0.0To
tal D
elay
21.4
20.7
19.2
11.9
Queu
e Len
gth 50
th (m
)14
.819
.211
.525
.2Qu
eue L
ength
95th
(m)
31.6
m27.5
m18.5
38.5
Inter
nal L
ink D
ist (m
)50
.755
.461
.4Tu
rn B
ay Le
ngth
(m)
20.0
Base
Cap
acity
(vph
)36
750
540
813
93St
arva
tion C
ap R
educ
tn0
00
0Sp
illbac
k Cap
Red
uctn
00
00
Stor
age C
ap R
educ
tn0
00
0Re
duce
d v/c
Ratio
0.57
0.64
0.64
0.59
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 P
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)
9010
50
030
524
520
690
600
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
0.88
0.98
Flpb,
ped/b
ikes
0.98
1.00
1.00
1.00
Frt
1.00
1.00
0.85
0.99
Flt P
rotec
ted0.9
81.0
01.0
01.0
0Sa
td. F
low (p
rot)
1449
1397
1031
2827
Flt P
ermi
tted
0.69
1.00
1.00
1.00
Satd.
Flow
(per
m)10
1613
9710
3128
27Pe
ak-h
our f
actor
, PHF
0.94
0.94
0.94
0.94
0.94
0.94
0.94
0.94
0.94
0.94
0.94
0.94
Adj. F
low (v
ph)
9611
20
032
426
121
734
640
00
RTOR
Red
uctio
n (vp
h)0
00
00
360
110
00
0La
ne G
roup
Flow
(vph
)0
208
00
324
225
080
80
00
0Co
nfl. P
eds.
(#/hr
)60
7070
6040
170
170
40Co
nfl. B
ikes (
#/hr)
1080
1010
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
)18
.918
.918
.925
.9Ef
fectiv
e Gre
en, g
(s)
19.9
19.9
19.9
26.9
Actua
ted g/
C Ra
tio0.3
60.3
60.3
60.4
9Cl
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)
367
505
373
1382
v/s R
atio P
rot
c0.23
v/s R
atio P
erm
0.20
0.22
0.29
v/c R
atio
0.57
0.64
0.60
0.58
Unifo
rm D
elay,
d114
.114
.614
.310
.1Pr
ogre
ssion
Fac
tor1.0
01.0
31.0
61.0
0Inc
reme
ntal D
elay,
d26.2
4.65.3
1.8De
lay (s
)20
.319
.720
.511
.9Le
vel o
f Ser
vice
CB
CB
Appr
oach
Dela
y (s)
20.3
20.1
11.9
0.0Ap
proa
ch LO
SC
CB
A
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y15
.9HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.6
1Ac
tuated
Cyc
le Le
ngth
(s)
55.0
Sum
of los
t time
(s)
8.2Int
erse
ction
Cap
acity
Utili
zatio
n71
.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 Exis
ting P
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 3
Lane
Gro
upEB
TW
BTSB
TLa
ne G
roup
Flow
(vph
)28
064
093
5v/c
Rati
o0.5
50.8
80.4
0Co
ntrol
Delay
16.7
33.1
9.7Qu
eue D
elay
0.00.0
0.0To
tal D
elay
16.7
33.1
9.7Qu
eue L
ength
50th
(m)
13.7
28.0
14.4
Queu
e Len
gth 95
th (m
)33
.5#5
3.620
.2Int
erna
l Link
Dist
(m)
43.2
41.1
46.0
Turn
Bay
Leng
th (m
)Ba
se C
apac
ity (v
ph)
508
730
2358
Star
vatio
n Cap
Red
uctn
00
0Sp
illbac
k Cap
Red
uctn
00
0St
orag
e Cap
Red
uctn
00
0Re
duce
d v/c
Ratio
0.55
0.88
0.40
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
.
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
WBT
WBR
NBL
NBT
NBR
SBL
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
0.95
Flpb,
ped/b
ikes
1.00
0.95
0.98
Frt
0.95
1.00
0.99
Flt P
rotec
ted1.0
00.9
80.9
9Sa
td. F
low (p
rot)
1393
2835
4961
Flt P
ermi
tted
1.00
0.71
0.99
Satd.
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)
026
50
064
00
00
00
921
0Co
nfl. P
eds.
(#/hr
)27
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
s8
6Ac
tuated
Gre
en, G
(s)
18.5
18.6
25.0
Effec
tive G
reen
, g (s
)19
.519
.626
.0Ac
tuated
g/C
Ratio
0.35
0.36
0.47
Clea
ranc
e Tim
e (s)
5.55.4
6.0Ve
hicle
Exten
sion (
s)3.0
3.03.0
Lane
Grp
Cap
(vph
)49
373
023
45v/s
Rati
o Pro
t0.1
9v/s
Rati
o Per
mc0
.310.1
9v/c
Rati
o0.5
40.8
80.3
9Un
iform
Dela
y, d1
14.2
16.6
9.4Pr
ogre
ssion
Fac
tor0.9
21.0
01.0
0Inc
reme
ntal D
elay,
d24.0
14.0
0.5De
lay (s
)17
.030
.69.9
Leve
l of S
ervic
eB
CA
Appr
oach
Dela
y (s)
17.0
30.6
0.09.9
Appr
oach
LOS
BC
AA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y18
.1HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.6
0Ac
tuated
Cyc
le Le
ngth
(s)
55.0
Sum
of los
t time
(s)
9.5Int
erse
ction
Cap
acity
Utili
zatio
n68
.5%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
9: B
ay &
Spa
rks
24/06
/2015
350 S
parks
14/0
4/201
5 Exis
ting P
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 5
Lane
Gro
upW
BTNB
TLa
ne G
roup
Flow
(vph
)41
1045
v/c R
atio
0.09
0.62
Contr
ol De
lay8.1
10.8
Queu
e Dela
y0.0
3.2To
tal D
elay
8.114
.0Qu
eue L
ength
50th
(m)
0.733
.2Qu
eue L
ength
95th
(m)
5.848
.1Int
erna
l Link
Dist
(m)
123.2
51.2
Turn
Bay
Leng
th (m
)Ba
se C
apac
ity (v
ph)
454
1694
Star
vatio
n Cap
Red
uctn
052
7Sp
illbac
k Cap
Red
uctn
00
Stor
age C
ap R
educ
tn0
0Re
duce
d v/c
Ratio
0.09
0.90
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 Exis
ting P
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 6
Move
ment
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
00
00
1030
510
0020
00
0Ide
al Flo
w (vp
hpl)
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
Total
Lost
time (
s)3.0
4.4La
ne U
til. F
actor
1.00
0.95
Frpb
, ped
/bike
s0.9
51.0
0Flp
b, pe
d/bike
s1.0
01.0
0Fr
t0.9
01.0
0Flt
Pro
tected
1.00
1.00
Satd.
Flow
(pro
t)13
6730
21Flt
Per
mitte
d1.0
01.0
0Sa
td. F
low (p
erm)
1367
3021
Peak
-hou
r fac
tor, P
HF0.9
80.9
80.9
80.9
80.9
80.9
80.9
80.9
80.9
80.9
80.9
80.9
8Ad
j. Flow
(vph
)0
00
010
315
1020
200
00
RTOR
Red
uctio
n (vp
h)0
00
021
00
20
00
0La
ne G
roup
Flow
(vph
)0
00
020
00
1043
00
00
Confl
. Ped
s. (#
/hr)
5010
1050
6015
015
060
Confl
. Bike
s (#/h
r)10
60He
avy V
ehicl
es (%
)1%
1%1%
1%1%
1%10
%1%
8%1%
1%1%
Turn
Typ
eNA
Perm
NAPr
otecte
d Pha
ses
48
2Pe
rmitte
d Pha
ses
42
Actua
ted G
reen
, G (s
)18
.032
.6Ef
fectiv
e Gre
en, g
(s)
19.0
33.6
Actua
ted g/
C Ra
tio0.3
20.5
6Cl
eara
nce T
ime (
s)4.0
5.4Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
432
1691
v/s R
atio P
rot
c0.01
v/s R
atio P
erm
0.35
v/c R
atio
0.05
0.62
Unifo
rm D
elay,
d114
.28.9
Prog
ress
ion F
actor
1.00
1.00
Incre
menta
l Dela
y, d2
0.01.7
Delay
(s)
14.3
10.6
Leve
l of S
ervic
eB
BAp
proa
ch D
elay (
s)0.0
14.3
10.6
0.0Ap
proa
ch LO
SA
BB
A
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y10
.7HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.4
1Ac
tuated
Cyc
le Le
ngth
(s)
60.0
Sum
of los
t time
(s)
7.4Int
erse
ction
Cap
acity
Utili
zatio
n58
.8%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
11: L
yon
& S
park
s24
/06/20
15
350 S
parks
14/0
4/201
5 Exis
ting P
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 7
Lane
Gro
upEB
RSB
TLa
ne G
roup
Flow
(vph
)26
810
v/c R
atio
0.11
0.29
Contr
ol De
lay2.0
1.3Qu
eue D
elay
0.00.0
Total
Dela
y2.0
1.3Qu
eue L
ength
50th
(m)
0.00.0
Queu
e Len
gth 95
th (m
)1.1
15.3
Inter
nal L
ink D
ist (m
)25
.7Tu
rn B
ay Le
ngth
(m)
Base
Cap
acity
(vph
)47
927
56St
arva
tion C
ap R
educ
tn0
0Sp
illbac
k Cap
Red
uctn
00
Stor
age C
ap R
educ
tn0
0Re
duce
d v/c
Ratio
0.05
0.29
Inter
secti
on S
umma
ry
HC
M S
igna
lized
Inte
rsec
tion
Cap
acity
Ana
lysi
s11
: Lyo
n &
Spa
rks
24/06
/2015
350 S
parks
14/0
4/201
5 Exis
ting P
MSy
nchr
o 9 R
epor
tSJ
BPa
ge 8
Move
ment
EBL
EBR
NBL
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
0.95
Frpb
, ped
/bike
s0.8
90.9
9Flp
b, pe
d/bike
s1.0
01.0
0Fr
t0.8
60.9
9Flt
Pro
tected
1.00
1.00
Satd.
Flow
(pro
t)12
3629
35Flt
Per
mitte
d1.0
01.0
0Sa
td. F
low (p
erm)
1236
2935
Peak
-hou
r fac
tor, P
HF0.9
50.9
50.9
50.9
50.9
50.9
5Ad
j. Flow
(vph
)0
260
076
347
RTOR
Red
uctio
n (vp
h)0
250
03
0La
ne G
roup
Flow
(vph
)0
10
080
70
Confl
. Ped
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
41.6
Effec
tive G
reen
, g (s
)2.1
42.6
Actua
ted g/
C Ra
tio0.0
40.8
1Cl
eara
nce T
ime (
s)4.8
5.3Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
4923
68v/s
Rati
o Pro
tc0
.27v/s
Rati
o Per
mc0
.00v/c
Rati
o0.0
20.3
4Un
iform
Dela
y, d1
24.4
1.4Pr
ogre
ssion
Fac
tor1.0
01.0
0Inc
reme
ntal D
elay,
d20.2
0.4De
lay (s
)24
.51.8
Leve
l of S
ervic
eC
AAp
proa
ch D
elay (
s)24
.50.0
1.8Ap
proa
ch LO
SC
AA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y2.5
HCM
2000
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%
Peak
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
350 SPARKS STREET - TRANSPORTATION STUDY
JUNE, 2015 5890-41
APPENDIX E: Vehicle Manoeuvring
350 SPARKS STREET - TRANSPORTATION STUDY
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%
350 SPARKS STREET - TRANSPORTATION STUDY
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
14.3
6.70.0
Appr
oach
LOS
BB
AA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y7.1
HCM
2000
Leve
l of S
ervic
eA
HCM
2000
Volu
me to
Cap
acity
ratio
0.28
Actua
ted C
ycle
Leng
th (s)
60
.0Su
m of
lost ti
me (s
)7.4
Inter
secti
on C
apac
ity U
tiliza
tion
49.5%
ICU
Leve
l of S
ervic
eA
Analy
sis P
eriod
(min)
15c
Criti
cal L
ane G
roup
Que
ues
11: L
yon
& 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
7
Lane
Gro
upEB
RSB
TLa
ne G
roup
Flow
(vph
)10
118
29v/c
Rati
o0.6
30.7
7Co
ntrol
Delay
47.2
10.4
Queu
e Dela
y0.0
0.0To
tal D
elay
47.2
10.4
Queu
e Len
gth 50
th (m
)12
.477
.6Qu
eue L
ength
95th
(m)
27.4
150.6
Inter
nal L
ink D
ist (m
)25
.7Tu
rn B
ay Le
ngth
(m)
Base
Cap
acity
(vph
)23
223
87St
arva
tion C
ap R
educ
tn0
0Sp
illbac
k Cap
Red
uctn
00
Stor
age C
ap R
educ
tn0
0Re
duce
d v/c
Ratio
0.44
0.77
Inter
secti
on S
umma
ry
HC
M S
igna
lized
Inte
rsec
tion
Cap
acity
Ana
lysi
s11
: Lyo
n &
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
8
Move
ment
EBL
EBR
NBL
NBT
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
095
00
1635
85Ide
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
0.95
Frpb
, ped
/bike
s0.8
00.9
9Flp
b, pe
d/bike
s1.0
01.0
0Fr
t0.8
60.9
9Flt
Pro
tected
1.00
1.00
Satd.
Flow
(pro
t)97
329
76Flt
Per
mitte
d1.0
01.0
0Sa
td. F
low (p
erm)
973
2976
Peak
-hou
r fac
tor, P
HF0.9
40.9
40.9
40.9
40.9
40.9
4Ad
j. Flow
(vph
)0
101
00
1739
90RT
OR R
educ
tion (
vph)
018
00
30
Lane
Gro
up F
low (v
ph)
083
00
1826
0Co
nfl. P
eds.
(#/hr
)70
100
100
160
Confl
. Bike
s (#/h
r)10
30He
avy V
ehicl
es (%
)1%
15%
1%1%
1%4%
Turn
Typ
ePe
rmNA
Prote
cted P
hase
s6
Perm
itted P
hase
s4
Actua
ted G
reen
, G (s
)11
.874
.8Ef
fectiv
e Gre
en, g
(s)
12.8
75.8
Actua
ted g/
C Ra
tio0.1
30.7
8Cl
eara
nce T
ime (
s)4.8
5.3Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
128
2332
v/s R
atio P
rot
c0.61
v/s R
atio P
erm
c0.09
v/c R
atio
0.65
0.78
Unifo
rm D
elay,
d139
.85.8
Prog
ress
ion F
actor
1.00
1.00
Incre
menta
l Dela
y, d2
10.7
2.7De
lay (s
)50
.58.6
Leve
l of S
ervic
eD
AAp
proa
ch D
elay (
s)50
.50.0
8.6Ap
proa
ch LO
SD
AA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y10
.8HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.7
7Ac
tuated
Cyc
le Le
ngth
(s)
96.7
Sum
of los
t time
(s)
9.1Int
erse
ction
Cap
acity
Utili
zatio
n76
.8%IC
U Le
vel o
f Ser
vice
DAn
alysis
Per
iod (m
in)15
c C
ritica
l Lan
e Gro
up
HC
M U
nsig
naliz
ed In
ters
ectio
n C
apac
ity A
naly
sis
12: Q
ueen
& P
ick-
Up
/Dro
p-O
ff24
/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
9
Move
ment
EBL
EBT
WBT
WBR
SBL
SBR
Lane
Con
figur
ation
sVo
lume (
veh/h
)35
265
275
5020
65Si
gn C
ontro
lFr
eeFr
eeSt
opGr
ade
0%0%
0%Pe
ak H
our F
actor
0.95
0.95
0.95
0.95
0.95
0.95
Hour
ly flo
w ra
te (vp
h)37
279
289
5321
68Pe
destr
ians
150
150
150
Lane
Widt
h (m)
3.63.6
3.6W
alking
Spe
ed (m
/s)1.2
1.21.2
Perce
nt Bl
ocka
ge12
1212
Righ
t turn
flare
(veh
)Me
dian t
ype
None
None
Media
n stor
age v
eh)
Upstr
eam
signa
l (m)
5889
pX, p
latoo
n unb
locke
d0.9
20.9
20.9
2vC
, con
flictin
g volu
me49
296
861
6vC
1, sta
ge 1
conf
vol
vC2,
stage
2 co
nf vo
lvC
u, un
block
ed vo
l40
592
253
9tC
, sing
le (s)
4.16.4
6.2tC
, 2 st
age (
s)tF
(s)
2.23.5
3.3p0
queu
e fre
e %96
9082
cM ca
pacit
y (ve
h/h)
929
203
382
Dire
ction
, Lan
e #EB
1W
B 1
SB 1
Volum
e Tota
l31
634
289
Volum
e Left
370
21Vo
lume R
ight
053
68cS
H92
917
0031
6Vo
lume t
o Cap
acity
0.04
0.20
0.28
Queu
e Len
gth 95
th (m
)0.9
0.08.0
Contr
ol De
lay (s
)1.4
0.020
.8La
ne LO
SA
CAp
proa
ch D
elay (
s)1.4
0.020
.8Ap
proa
ch LO
SC
Inter
secti
on S
umma
ryAv
erag
e Dela
y 3.1
Inter
secti
on C
apac
ity U
tiliza
tion
59.7%
ICU
Leve
l of S
ervic
e B
Analy
sis P
eriod
(min)
15
HC
M U
nsig
naliz
ed In
ters
ectio
n C
apac
ity A
naly
sis
16: N
ew D
rivew
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
10
Move
ment
EBT
EBR
WBL
WBT
NBL
NBR
Lane
Con
figur
ation
sVo
lume (
veh/h
)25
155
4035
1570
Sign
Con
trol
Free
Free
Stop
Grad
e0%
0%0%
Peak
Hou
r Fac
tor0.9
60.9
60.9
60.9
60.9
60.9
6Ho
urly
flow
rate
(vph)
2616
142
3616
73Pe
destr
ians
2020
20La
ne W
idth (
m)3.6
3.63.6
Walk
ing S
peed
(m/s)
1.21.2
1.2Pe
rcent
Bloc
kage
22
2Ri
ght tu
rn fla
re (v
eh)
Media
n typ
eNo
neNo
neMe
dian s
torag
e veh
)Up
strea
m sig
nal (m
)45
102
pX, p
latoo
n unb
locke
dvC
, con
flictin
g volu
me20
826
714
7vC
1, sta
ge 1
conf
vol
vC2,
stage
2 co
nf vo
lvC
u, un
block
ed vo
l20
826
714
7tC
, sing
le (s)
4.16.4
6.2tC
, 2 st
age (
s)tF
(s)
2.23.5
3.3p0
queu
e fre
e %97
9892
cM ca
pacit
y (ve
h/h)
1341
677
870
Dire
ction
, Lan
e #EB
1W
B 1
NB 1
Volum
e Tota
l18
878
89Vo
lume L
eft0
4216
Volum
e Righ
t16
10
73cS
H17
0013
4182
9Vo
lume t
o Cap
acity
0.11
0.03
0.11
Queu
e Len
gth 95
th (m
)0.0
0.72.5
Contr
ol De
lay (s
)0.0
4.39.9
Lane
LOS
AA
Appr
oach
Dela
y (s)
0.04.3
9.9Ap
proa
ch LO
SA
Inter
secti
on S
umma
ryAv
erag
e Dela
y 3.4
Inter
secti
on C
apac
ity U
tiliza
tion
37.6%
ICU
Leve
l of S
ervic
e A
Analy
sis P
eriod
(min)
15
Que
ues
3: B
ay &
Que
en24
/06/20
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350 S
parks
14/0
4/201
5 Futu
re T
otal A
M - Q
ueen
Stre
et Re
newa
lSy
nchr
o 9 R
epor
tSJ
BPa
ge 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
8.91.6
12.3
Queu
e Dela
y0.0
0.00.0
0.0To
tal D
elay
21.2
8.91.6
12.3
Queu
e Len
gth 50
th (m
)23
.59.8
0.019
.2Qu
eue L
ength
95th
(m)
#46.4
m14.4
m0.9
31.0
Inter
nal L
ink D
ist (m
)50
.734
.061
.4Tu
rn B
ay Le
ngth
(m)
20.0
Base
Cap
acity
(vph
)48
060
352
711
99St
arva
tion C
ap R
educ
tn0
00
0Sp
illbac
k Cap
Red
uctn
00
00
Stor
age C
ap R
educ
tn0
00
0Re
duce
d v/c
Ratio
0.65
0.38
0.24
0.52
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 - Q
ueen
Stre
et Re
newa
lSy
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)
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
00.2
31.0
0Inc
reme
ntal D
elay,
d26.6
1.70.5
1.6De
lay (s
)20
.08.7
2.913
.9Le
vel o
f Ser
vice
CA
AB
Appr
oach
Dela
y (s)
20.0
6.713
.90.0
Appr
oach
LOS
CA
BA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y13
.4HC
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 - Q
ueen
Stre
et Re
newa
lSy
nchr
o 9 R
epor
tSJ
BPa
ge 3
Lane
Gro
upEB
TW
BLW
BTSB
TLa
ne G
roup
Flow
(vph
)29
482
201
1784
v/c R
atio
0.71
0.59
0.43
0.78
Contr
ol De
lay43
.955
.637
.619
.0Qu
eue D
elay
0.00.0
0.047
.9To
tal D
elay
43.9
55.6
37.6
66.9
Queu
e Len
gth 50
th (m
)49
.915
.135
.194
.9Qu
eue L
ength
95th
(m)
80.8
#35.3
55.6
113.9
Inter
nal L
ink D
ist (m
)64
.741
.146
.0Tu
rn B
ay Le
ngth
(m)
30.0
Base
Cap
acity
(vph
)41
713
946
622
89St
arva
tion C
ap R
educ
tn0
00
836
Spillb
ack C
ap R
educ
tn0
00
0St
orag
e Cap
Red
uctn
00
00
Redu
ced v
/c Ra
tio0.7
10.5
90.4
31.2
3
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
.
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 - Q
ueen
Stre
et Re
newa
lSy
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)
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
4.4La
ne U
til. F
actor
1.00
1.00
1.00
0.91
Frpb
, ped
/bike
s0.9
21.0
01.0
00.9
6Flp
b, pe
d/bike
s1.0
00.8
51.0
00.8
9Fr
t0.9
71.0
01.0
00.9
9Flt
Pro
tected
1.00
0.95
1.00
0.99
Satd.
Flow
(pro
t)13
8211
5915
7336
22Flt
Per
mitte
d1.0
00.3
81.0
00.9
9Sa
td. F
low (p
erm)
1382
469
1573
3622
Peak
-hou
r fac
tor, P
HF0.9
70.9
70.9
70.9
70.9
70.9
70.9
70.9
70.9
70.9
70.9
70.9
7Ad
j. Flow
(vph
)0
227
6782
201
00
00
387
1263
134
RTOR
Red
uctio
n (vp
h)0
90
00
00
00
08
0La
ne G
roup
Flow
(vph
)0
285
082
201
00
00
017
760
Confl
. Ped
s. (#
/hr)
310
240
240
310
200
200
Confl
. Bike
s (#/h
r)40
4011
0He
avy V
ehicl
es (%
)1%
4%6%
13%
3%1%
1%1%
1%2%
1%2%
Turn
Typ
eNA
Perm
NAPe
rmNA
Prote
cted P
hase
s4
81 2
Perm
itted P
hase
s8
1 2Ac
tuated
Gre
en, G
(s)
34.5
34.6
34.6
74.0
Effec
tive G
reen
, g (s
)35
.535
.635
.675
.0Ac
tuated
g/C
Ratio
0.30
0.30
0.30
0.62
Clea
ranc
e Tim
e (s)
5.55.4
5.4Ve
hicle
Exten
sion (
s)3.0
3.03.0
Lane
Grp
Cap
(vph
)40
813
946
622
63v/s
Rati
o Pro
tc0
.210.1
3v/s
Rati
o Per
m0.1
70.4
9v/c
Rati
o0.7
00.5
90.4
30.7
8Un
iform
Dela
y, d1
37.5
36.0
34.0
16.6
Prog
ress
ion F
actor
0.97
1.00
1.00
1.00
Incre
menta
l Dela
y, d2
8.217
.12.9
1.9De
lay (s
)44
.653
.036
.918
.4Le
vel o
f Ser
vice
DD
DB
Appr
oach
Dela
y (s)
44.6
41.6
0.018
.4Ap
proa
ch LO
SD
DA
B
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y24
.5HC
M 20
00 Le
vel o
f Ser
vice
CHC
M 20
00 V
olume
to C
apac
ity ra
tio0.7
9Ac
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
77.0%
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 - Q
ueen
Stre
et Re
newa
lSy
nchr
o 9 R
epor
tSJ
BPa
ge 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
5.817
.3Int
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 - Q
ueen
Stre
et Re
newa
lSy
nchr
o 9 R
epor
tSJ
BPa
ge 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
14.3
6.70.0
Appr
oach
LOS
BB
AA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y7.2
HCM
2000
Leve
l of S
ervic
eA
HCM
2000
Volu
me to
Cap
acity
ratio
0.28
Actua
ted C
ycle
Leng
th (s)
60
.0Su
m of
lost ti
me (s
)7.4
Inter
secti
on C
apac
ity U
tiliza
tion
49.5%
ICU
Leve
l of S
ervic
eA
Analy
sis P
eriod
(min)
15c
Criti
cal L
ane G
roup
Que
ues
11: L
yon
& S
park
s24
/06/20
15
350 S
parks
14/0
4/201
5 Futu
re T
otal A
M - Q
ueen
Stre
et Re
newa
lSy
nchr
o 9 R
epor
tSJ
BPa
ge 7
Lane
Gro
upEB
RSB
TLa
ne G
roup
Flow
(vph
)10
118
29v/c
Rati
o0.6
30.7
7Co
ntrol
Delay
47.2
10.4
Queu
e Dela
y0.0
0.0To
tal D
elay
47.2
10.4
Queu
e Len
gth 50
th (m
)12
.477
.6Qu
eue L
ength
95th
(m)
27.4
150.6
Inter
nal L
ink D
ist (m
)25
.7Tu
rn B
ay Le
ngth
(m)
Base
Cap
acity
(vph
)23
223
87St
arva
tion C
ap R
educ
tn0
0Sp
illbac
k Cap
Red
uctn
00
Stor
age C
ap R
educ
tn0
0Re
duce
d v/c
Ratio
0.44
0.77
Inter
secti
on S
umma
ry
HC
M S
igna
lized
Inte
rsec
tion
Cap
acity
Ana
lysi
s11
: Lyo
n &
Spa
rks
24/06
/2015
350 S
parks
14/0
4/201
5 Futu
re T
otal A
M - Q
ueen
Stre
et Re
newa
lSy
nchr
o 9 R
epor
tSJ
BPa
ge 8
Move
ment
EBL
EBR
NBL
NBT
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
095
00
1635
85Ide
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
0.95
Frpb
, ped
/bike
s0.8
00.9
9Flp
b, pe
d/bike
s1.0
01.0
0Fr
t0.8
60.9
9Flt
Pro
tected
1.00
1.00
Satd.
Flow
(pro
t)97
329
76Flt
Per
mitte
d1.0
01.0
0Sa
td. F
low (p
erm)
973
2976
Peak
-hou
r fac
tor, P
HF0.9
40.9
40.9
40.9
40.9
40.9
4Ad
j. Flow
(vph
)0
101
00
1739
90RT
OR R
educ
tion (
vph)
018
00
30
Lane
Gro
up F
low (v
ph)
083
00
1826
0Co
nfl. P
eds.
(#/hr
)70
100
100
160
Confl
. Bike
s (#/h
r)10
30He
avy V
ehicl
es (%
)1%
15%
1%1%
1%4%
Turn
Typ
ePe
rmNA
Prote
cted P
hase
s6
Perm
itted P
hase
s4
Actua
ted G
reen
, G (s
)11
.874
.8Ef
fectiv
e Gre
en, g
(s)
12.8
75.8
Actua
ted g/
C Ra
tio0.1
30.7
8Cl
eara
nce T
ime (
s)4.8
5.3Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
128
2332
v/s R
atio P
rot
c0.61
v/s R
atio P
erm
c0.09
v/c R
atio
0.65
0.78
Unifo
rm D
elay,
d139
.85.8
Prog
ress
ion F
actor
1.00
1.00
Incre
menta
l Dela
y, d2
10.7
2.7De
lay (s
)50
.58.6
Leve
l of S
ervic
eD
AAp
proa
ch D
elay (
s)50
.50.0
8.6Ap
proa
ch LO
SD
AA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y10
.8HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.7
7Ac
tuated
Cyc
le Le
ngth
(s)
96.7
Sum
of los
t time
(s)
9.1Int
erse
ction
Cap
acity
Utili
zatio
n76
.8%IC
U Le
vel o
f Ser
vice
DAn
alysis
Per
iod (m
in)15
c C
ritica
l Lan
e Gro
up
HC
M U
nsig
naliz
ed In
ters
ectio
n C
apac
ity A
naly
sis
12: Q
ueen
& P
ick-
Up
/Dro
p-O
ff24
/06/20
15
350 S
parks
14/0
4/201
5 Futu
re T
otal A
M - Q
ueen
Stre
et Re
newa
lSy
nchr
o 9 R
epor
tSJ
BPa
ge 9
Move
ment
EBL
EBT
WBT
WBR
SBL
SBR
Lane
Con
figur
ation
sVo
lume (
veh/h
)35
265
275
5020
65Si
gn C
ontro
lFr
eeFr
eeSt
opGr
ade
0%0%
0%Pe
ak H
our F
actor
0.95
0.95
0.95
0.95
0.95
0.95
Hour
ly flo
w ra
te (vp
h)37
279
289
5321
68Pe
destr
ians
150
150
150
Lane
Widt
h (m)
3.63.6
3.6W
alking
Spe
ed (m
/s)1.2
1.21.2
Perce
nt Bl
ocka
ge12
1212
Righ
t turn
flare
(veh
)Me
dian t
ype
None
None
Media
n stor
age v
eh)
Upstr
eam
signa
l (m)
5889
pX, p
latoo
n unb
locke
d0.9
10.9
10.9
1vC
, con
flictin
g volu
me49
296
861
6vC
1, sta
ge 1
conf
vol
vC2,
stage
2 co
nf vo
lvC
u, un
block
ed vo
l38
891
352
4tC
, sing
le (s)
4.16.4
6.2tC
, 2 st
age (
s)tF
(s)
2.23.5
3.3p0
queu
e fre
e %96
9082
cM ca
pacit
y (ve
h/h)
928
202
384
Dire
ction
, Lan
e #EB
1W
B 1
SB 1
Volum
e Tota
l31
634
289
Volum
e Left
370
21Vo
lume R
ight
053
68cS
H92
817
0031
7Vo
lume t
o Cap
acity
0.04
0.20
0.28
Queu
e Len
gth 95
th (m
)0.9
0.07.9
Contr
ol De
lay (s
)1.4
0.020
.8La
ne LO
SA
CAp
proa
ch D
elay (
s)1.4
0.020
.8Ap
proa
ch LO
SC
Inter
secti
on S
umma
ryAv
erag
e Dela
y 3.1
Inter
secti
on C
apac
ity U
tiliza
tion
59.7%
ICU
Leve
l of S
ervic
e B
Analy
sis P
eriod
(min)
15
HC
M U
nsig
naliz
ed In
ters
ectio
n C
apac
ity A
naly
sis
16: N
ew D
rivew
ay &
Spa
rks
24/06
/2015
350 S
parks
14/0
4/201
5 Futu
re T
otal A
M - Q
ueen
Stre
et Re
newa
lSy
nchr
o 9 R
epor
tSJ
BPa
ge 10
Move
ment
EBT
EBR
WBL
WBT
NBL
NBR
Lane
Con
figur
ation
sVo
lume (
veh/h
)25
155
4035
1570
Sign
Con
trol
Free
Free
Stop
Grad
e0%
0%0%
Peak
Hou
r Fac
tor0.9
60.9
60.9
60.9
60.9
60.9
6Ho
urly
flow
rate
(vph)
2616
142
3616
73Pe
destr
ians
2020
20La
ne W
idth (
m)3.6
3.63.6
Walk
ing S
peed
(m/s)
1.21.2
1.2Pe
rcent
Bloc
kage
22
2Ri
ght tu
rn fla
re (v
eh)
Media
n typ
eNo
neNo
neMe
dian s
torag
e veh
)Up
strea
m sig
nal (m
)45
102
pX, p
latoo
n unb
locke
dvC
, con
flictin
g volu
me20
826
714
7vC
1, sta
ge 1
conf
vol
vC2,
stage
2 co
nf vo
lvC
u, un
block
ed vo
l20
826
714
7tC
, sing
le (s)
4.16.4
6.2tC
, 2 st
age (
s)tF
(s)
2.23.5
3.3p0
queu
e fre
e %97
9892
cM ca
pacit
y (ve
h/h)
1341
677
870
Dire
ction
, Lan
e #EB
1W
B 1
NB 1
Volum
e Tota
l18
878
89Vo
lume L
eft0
4216
Volum
e Righ
t16
10
73cS
H17
0013
4182
9Vo
lume t
o Cap
acity
0.11
0.03
0.11
Queu
e Len
gth 95
th (m
)0.0
0.72.5
Contr
ol De
lay (s
)0.0
4.39.9
Lane
LOS
AA
Appr
oach
Dela
y (s)
0.04.3
9.9Ap
proa
ch LO
SA
Inter
secti
on S
umma
ryAv
erag
e Dela
y 3.4
Inter
secti
on C
apac
ity U
tiliza
tion
37.6%
ICU
Leve
l of S
ervic
e A
Analy
sis P
eriod
(min)
15
Que
ues
3: B
ay &
Que
en24
/06/20
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
1
Lane
Gro
upEB
TW
BTW
BRNB
TLa
ne G
roup
Flow
(vph
)23
935
128
785
0v/c
Rati
o0.7
50.7
00.7
10.6
1Co
ntrol
Delay
33.8
23.1
23.0
12.3
Queu
e Dela
y0.0
0.00.0
0.0To
tal D
elay
33.8
23.1
23.0
12.3
Queu
e Len
gth 50
th (m
)18
.622
.814
.826
.5Qu
eue L
ength
95th
(m)
#47.9
m33.6
m24.4
40.4
Inter
nal L
ink D
ist (m
)50
.734
.061
.4Tu
rn B
ay Le
ngth
(m)
20.0
Base
Cap
acity
(vph
)31
950
540
613
91St
arva
tion C
ap R
educ
tn0
00
0Sp
illbac
k Cap
Red
uctn
00
00
Stor
age C
ap R
educ
tn0
00
0Re
duce
d v/c
Ratio
0.75
0.70
0.71
0.61
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 P
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)
110
115
00
330
270
2071
070
00
0Ide
al Flo
w (vp
hpl)
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
Total
Lost
time (
s)4.1
4.14.1
4.1La
ne U
til. F
actor
1.00
1.00
1.00
0.95
Frpb
, ped
/bike
s1.0
01.0
00.8
80.9
8Flp
b, pe
d/bike
s0.9
81.0
01.0
01.0
0Fr
t1.0
01.0
00.8
50.9
9Flt
Pro
tected
0.98
1.00
1.00
1.00
Satd.
Flow
(pro
t)14
4713
9710
3128
19Flt
Per
mitte
d0.6
01.0
01.0
01.0
0Sa
td. F
low (p
erm)
882
1397
1031
2819
Peak
-hou
r fac
tor, P
HF0.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
4Ad
j. Flow
(vph
)11
712
20
035
128
721
755
740
00
RTOR
Red
uctio
n (vp
h)0
00
00
330
130
00
0La
ne G
roup
Flow
(vph
)0
239
00
351
254
083
70
00
0Co
nfl. P
eds.
(#/hr
)60
7070
6040
170
170
40Co
nfl. B
ikes (
#/hr)
1080
1010
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
)18
.918
.918
.925
.9Ef
fectiv
e Gre
en, g
(s)
19.9
19.9
19.9
26.9
Actua
ted g/
C Ra
tio0.3
60.3
60.3
60.4
9Cl
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)
319
505
373
1378
v/s R
atio P
rot
0.25
v/s R
atio P
erm
c0.27
0.25
0.30
v/c R
atio
0.75
0.70
0.68
0.61
Unifo
rm D
elay,
d115
.415
.014
.910
.2Pr
ogre
ssion
Fac
tor1.0
01.0
31.0
51.0
0Inc
reme
ntal D
elay,
d214
.96.0
7.52.0
Delay
(s)
30.3
21.4
23.2
12.2
Leve
l of S
ervic
eC
CC
BAp
proa
ch D
elay (
s)30
.322
.212
.20.0
Appr
oach
LOS
CC
BA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y18
.4HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.6
7Ac
tuated
Cyc
le Le
ngth
(s)
55.0
Sum
of los
t time
(s)
8.2Int
erse
ction
Cap
acity
Utili
zatio
n75
.5%IC
U Le
vel o
f Ser
vice
DAn
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 P
M - B
ase C
ase
Sync
hro 9
Rep
ort
SJB
Page
3
Lane
Gro
upEB
TW
BTSB
TLa
ne G
roup
Flow
(vph
)23
665
611
02v/c
Rati
o0.4
50.8
60.4
9Co
ntrol
Delay
15.9
30.4
10.6
Queu
e Dela
y0.0
0.00.3
Total
Dela
y15
.930
.410
.9Qu
eue L
ength
50th
(m)
13.6
28.4
18.1
Queu
e Len
gth 95
th (m
)m2
5.3#5
3.625
.0Int
erna
l Link
Dist
(m)
64.7
41.1
46.0
Turn
Bay
Leng
th (m
)Ba
se C
apac
ity (v
ph)
522
766
2258
Star
vatio
n Cap
Red
uctn
00
500
Spillb
ack C
ap R
educ
tn0
00
Stor
age C
ap R
educ
tn0
00
Redu
ced v
/c Ra
tio0.4
50.8
60.6
3
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
s6:
Lyo
n &
Que
en24
/06/20
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
4
Move
ment
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
016
555
220
390
00
00
135
725
165
Ideal
Flow
(vphp
l)18
0018
0018
0018
0018
0018
0018
0018
0018
0018
0018
0018
00To
tal Lo
st tim
e (s)
4.54.4
5.0La
ne U
til. F
actor
1.00
0.95
0.86
Frpb
, ped
/bike
s0.9
51.0
00.9
2Flp
b, pe
d/bike
s1.0
00.9
50.9
8Fr
t0.9
71.0
00.9
8Flt
Pro
tected
1.00
0.98
0.99
Satd.
Flow
(pro
t)14
3828
2747
52Flt
Per
mitte
d1.0
00.7
50.9
9Sa
td. F
low (p
erm)
1438
2149
4752
Peak
-hou
r fac
tor, P
HF0.9
30.9
30.9
30.9
30.9
30.9
30.9
30.9
30.9
30.9
30.9
30.9
3Ad
j. Flow
(vph
)0
177
5923
741
90
00
014
578
017
7RT
OR R
educ
tion (
vph)
012
00
00
00
00
130
Lane
Gro
up F
low (v
ph)
022
40
065
60
00
00
1089
0Co
nfl. P
eds.
(#/hr
)27
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
s8
6Ac
tuated
Gre
en, G
(s)
18.5
18.6
25.0
Effec
tive G
reen
, g (s
)19
.519
.626
.0Ac
tuated
g/C
Ratio
0.35
0.36
0.47
Clea
ranc
e Tim
e (s)
5.55.4
6.0Ve
hicle
Exten
sion (
s)3.0
3.03.0
Lane
Grp
Cap
(vph
)50
976
522
46v/s
Rati
o Pro
t0.1
6v/s
Rati
o Per
mc0
.310.2
3v/c
Rati
o0.4
40.8
60.4
8Un
iform
Dela
y, d1
13.6
16.4
9.9Pr
ogre
ssion
Fac
tor1.0
31.0
01.0
0Inc
reme
ntal D
elay,
d22.4
11.9
0.8De
lay (s
)16
.428
.310
.7Le
vel o
f Ser
vice
BC
BAp
proa
ch D
elay (
s)16
.428
.30.0
10.7
Appr
oach
LOS
BC
AB
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y17
.2HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.6
5Ac
tuated
Cyc
le Le
ngth
(s)
55.0
Sum
of los
t time
(s)
9.5Int
erse
ction
Cap
acity
Utili
zatio
n68
.8%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
9: B
ay &
Spa
rks
24/06
/2015
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
5
Lane
Gro
upW
BTNB
TLa
ne G
roup
Flow
(vph
)92
1112
v/c R
atio
0.20
0.67
Contr
ol De
lay10
.011
.6Qu
eue D
elay
0.04.9
Total
Dela
y10
.016
.5Qu
eue L
ength
50th
(m)
3.236
.2Qu
eue L
ength
95th
(m)
11.2
53.2
Inter
nal L
ink D
ist (m
)21
.051
.2Tu
rn B
ay Le
ngth
(m)
Base
Cap
acity
(vph
)45
716
55St
arva
tion C
ap R
educ
tn0
467
Spillb
ack C
ap R
educ
tn0
0St
orag
e Cap
Red
uctn
00
Redu
ced v
/c Ra
tio0.2
00.9
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 P
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)
00
00
1575
598
510
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)
3.04.4
Lane
Util.
Fac
tor1.0
00.9
5Fr
pb, p
ed/bi
kes
0.94
0.98
Flpb,
ped/b
ikes
1.00
1.00
Frt
0.89
0.99
Flt P
rotec
ted1.0
01.0
0Sa
td. F
low (p
rot)
1342
2933
Flt P
ermi
tted
1.00
1.00
Satd.
Flow
(per
m)13
4229
33Pe
ak-h
our f
actor
, PHF
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
Adj. F
low (v
ph)
00
00
1577
510
0510
20
00
RTOR
Red
uctio
n (vp
h)0
00
032
00
130
00
0La
ne G
roup
Flow
(vph
)0
00
060
00
1099
00
00
Confl
. Ped
s. (#
/hr)
5010
1050
6015
015
060
Confl
. Bike
s (#/h
r)10
60He
avy V
ehicl
es (%
)1%
1%1%
1%1%
1%10
%1%
8%1%
1%1%
Turn
Typ
eNA
Perm
NAPr
otecte
d Pha
ses
48
2Pe
rmitte
d Pha
ses
42
Actua
ted G
reen
, G (s
)18
.032
.6Ef
fectiv
e Gre
en, g
(s)
19.0
33.6
Actua
ted g/
C Ra
tio0.3
20.5
6Cl
eara
nce T
ime (
s)4.0
5.4Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
424
1642
v/s R
atio P
rot
c0.04
v/s R
atio P
erm
0.37
v/c R
atio
0.14
0.67
Unifo
rm D
elay,
d114
.79.3
Prog
ress
ion F
actor
1.00
1.00
Incre
menta
l Dela
y, d2
0.22.2
Delay
(s)
14.8
11.5
Leve
l of S
ervic
eB
BAp
proa
ch D
elay (
s)0.0
14.8
11.5
0.0Ap
proa
ch LO
SA
BB
A
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y11
.7HC
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)
7.4Int
erse
ction
Cap
acity
Utili
zatio
n61
.8%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
11: L
yon
& S
park
s24
/06/20
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
7
Lane
Gro
upEB
RSB
TLa
ne G
roup
Flow
(vph
)17
997
3v/c
Rati
o0.5
60.5
0Co
ntrol
Delay
18.9
7.2Qu
eue D
elay
0.00.0
Total
Dela
y18
.97.2
Queu
e Len
gth 50
th (m
)8.8
19.7
Queu
e Len
gth 95
th (m
)21
.842
.2Int
erna
l Link
Dist
(m)
25.7
Turn
Bay
Leng
th (m
)Ba
se C
apac
ity (v
ph)
454
1964
Star
vatio
n Cap
Red
uctn
00
Spillb
ack C
ap R
educ
tn0
0St
orag
e Cap
Red
uctn
00
Redu
ced v
/c Ra
tio0.3
90.5
0
Inter
secti
on S
umma
ry
HC
M S
igna
lized
Inte
rsec
tion
Cap
acity
Ana
lysi
s11
: Lyo
n &
Spa
rks
24/06
/2015
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
EBL
EBR
NBL
NBT
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
017
00
086
065
Ideal
Flow
(vphp
l)18
0018
0018
0018
0018
0018
00To
tal Lo
st tim
e (s)
3.84.3
Lane
Util.
Fac
tor1.0
00.9
5Fr
pb, p
ed/bi
kes
0.89
0.99
Flpb,
ped/b
ikes
1.00
1.00
Frt
0.86
0.99
Flt P
rotec
ted1.0
01.0
0Sa
td. F
low (p
rot)
1240
2924
Flt P
ermi
tted
1.00
1.00
Satd.
Flow
(per
m)12
4029
24Pe
ak-h
our f
actor
, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Adj. F
low (v
ph)
017
90
090
568
RTOR
Red
uctio
n (vp
h)0
410
08
0La
ne G
roup
Flow
(vph
)0
138
00
965
0Co
nfl. P
eds.
(#/hr
)14
010
010
016
0Co
nfl. B
ikes (
#/hr)
30He
avy V
ehicl
es (%
)1%
1%1%
1%3%
1%Tu
rn T
ype
Perm
NAPr
otecte
d Pha
ses
6Pe
rmitte
d Pha
ses
4Ac
tuated
Gre
en, G
(s)
9.431
.9Ef
fectiv
e Gre
en, g
(s)
10.4
32.9
Actua
ted g/
C Ra
tio0.2
00.6
4Cl
eara
nce T
ime (
s)4.8
5.3Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
250
1871
v/s R
atio P
rot
c0.33
v/s R
atio P
erm
c0.11
v/c R
atio
0.55
0.52
Unifo
rm D
elay,
d118
.45.0
Prog
ress
ion F
actor
1.00
1.00
Incre
menta
l Dela
y, d2
2.61.0
Delay
(s)
21.1
6.0Le
vel o
f Ser
vice
CA
Appr
oach
Dela
y (s)
21.1
0.06.0
Appr
oach
LOS
CA
A
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y8.3
HCM
2000
Leve
l of S
ervic
eA
HCM
2000
Volu
me to
Cap
acity
ratio
0.54
Actua
ted C
ycle
Leng
th (s)
51
.4Su
m of
lost ti
me (s
)9.1
Inter
secti
on C
apac
ity U
tiliza
tion
56.1%
ICU
Leve
l of S
ervic
eB
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
ick-
Up
/Dro
p-O
ff24
/06/20
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
9
Move
ment
EBL
EBT
WBT
WBR
SBL
SBR
Lane
Con
figur
ation
sVo
lume (
veh/h
)25
160
545
5525
55Si
gn C
ontro
lFr
eeFr
eeSt
opGr
ade
0%0%
0%Pe
ak H
our F
actor
0.94
0.94
0.94
0.94
0.94
0.94
Hour
ly flo
w ra
te (vp
h)27
170
580
5927
59Pe
destr
ians
60La
ne W
idth (
m)3.6
Walk
ing S
peed
(m/s)
1.2Pe
rcent
Bloc
kage
5Ri
ght tu
rn fla
re (v
eh)
Media
n typ
eNo
neNo
neMe
dian s
torag
e veh
)Up
strea
m sig
nal (m
)58
89pX
, plat
oon u
nbloc
ked
0.81
0.81
0.81
vC, c
onflic
ting v
olume
698
892
669
vC1,
stage
1 co
nf vo
lvC
2, sta
ge 2
conf
vol
vCu,
unblo
cked
vol
511
750
475
tC, s
ingle
(s)4.1
6.46.2
tC, 2
stag
e (s)
tF (s
)2.2
3.53.3
p0 qu
eue f
ree %
9791
87cM
capa
city (
veh/h
)81
228
245
4
Dire
ction
, Lan
e #EB
1W
B 1
SB 1
Volum
e Tota
l19
763
885
Volum
e Left
270
27Vo
lume R
ight
059
59cS
H81
217
0038
1Vo
lume t
o Cap
acity
0.03
0.38
0.22
Queu
e Len
gth 95
th (m
)0.7
0.05.9
Contr
ol De
lay (s
)1.6
0.017
.1La
ne LO
SA
CAp
proa
ch D
elay (
s)1.6
0.017
.1Ap
proa
ch LO
SC
Inter
secti
on S
umma
ryAv
erag
e Dela
y 1.9
Inter
secti
on C
apac
ity U
tiliza
tion
45.9%
ICU
Leve
l of S
ervic
e A
Analy
sis P
eriod
(min)
15
HC
M U
nsig
naliz
ed In
ters
ectio
n C
apac
ity A
naly
sis
16: N
ew D
rivew
ay &
Spa
rks
24/06
/2015
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
10
Move
ment
EBT
EBR
WBL
WBT
NBL
NBR
Lane
Con
figur
ation
sVo
lume (
veh/h
)20
8020
4050
145
Sign
Con
trol
Free
Free
Stop
Grad
e0%
0%0%
Peak
Hou
r Fac
tor0.9
80.9
80.9
80.9
80.9
80.9
8Ho
urly
flow
rate
(vph)
2082
2041
5114
8Pe
destr
ians
50La
ne W
idth (
m)3.6
Walk
ing S
peed
(m/s)
1.2Pe
rcent
Bloc
kage
4Ri
ght tu
rn fla
re (v
eh)
Media
n typ
eNo
neNo
neMe
dian s
torag
e veh
)Up
strea
m sig
nal (m
)45
102
pX, p
latoo
n unb
locke
dvC
, con
flictin
g volu
me15
219
311
1vC
1, sta
ge 1
conf
vol
vC2,
stage
2 co
nf vo
lvC
u, un
block
ed vo
l15
219
311
1tC
, sing
le (s)
4.16.4
6.2tC
, 2 st
age (
s)tF
(s)
2.23.5
3.3p0
queu
e fre
e %99
9384
cM ca
pacit
y (ve
h/h)
1369
751
903
Dire
ction
, Lan
e #EB
1W
B 1
NB 1
Volum
e Tota
l10
261
199
Volum
e Left
020
51Vo
lume R
ight
820
148
cSH
1700
1369
858
Volum
e to C
apac
ity0.0
60.0
10.2
3Qu
eue L
ength
95th
(m)
0.00.3
6.3Co
ntrol
Delay
(s)
0.02.6
10.5
Lane
LOS
AB
Appr
oach
Dela
y (s)
0.02.6
10.5
Appr
oach
LOS
B
Inter
secti
on S
umma
ryAv
erag
e Dela
y 6.2
Inter
secti
on C
apac
ity U
tiliza
tion
31.6%
ICU
Leve
l of S
ervic
e A
Analy
sis P
eriod
(min)
15
Que
ues
3: B
ay &
Que
en24
/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
1
Lane
Gro
upEB
TW
BTW
BRNB
TLa
ne G
roup
Flow
(vph
)23
935
128
785
0v/c
Rati
o0.7
50.7
00.7
10.6
1Co
ntrol
Delay
33.8
21.9
22.0
12.3
Queu
e Dela
y0.0
0.00.0
0.0To
tal D
elay
33.8
21.9
22.0
12.3
Queu
e Len
gth 50
th (m
)18
.620
.412
.926
.5Qu
eue L
ength
95th
(m)
#47.9
m36.8
m#28
.740
.4Int
erna
l Link
Dist
(m)
50.7
34.0
61.4
Turn
Bay
Leng
th (m
)20
.0Ba
se C
apac
ity (v
ph)
319
505
406
1391
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
tio0.7
50.7
00.7
10.6
1
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 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
lume (
vph)
110
115
00
330
270
2071
070
00
0Ide
al Flo
w (vp
hpl)
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
Total
Lost
time (
s)4.1
4.14.1
4.1La
ne U
til. F
actor
1.00
1.00
1.00
0.95
Frpb
, ped
/bike
s1.0
01.0
00.8
80.9
8Flp
b, pe
d/bike
s0.9
81.0
01.0
01.0
0Fr
t1.0
01.0
00.8
50.9
9Flt
Pro
tected
0.98
1.00
1.00
1.00
Satd.
Flow
(pro
t)14
4713
9710
3128
19Flt
Per
mitte
d0.6
01.0
01.0
01.0
0Sa
td. F
low (p
erm)
882
1397
1031
2819
Peak
-hou
r fac
tor, P
HF0.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
40.9
4Ad
j. Flow
(vph
)11
712
20
035
128
721
755
740
00
RTOR
Red
uctio
n (vp
h)0
00
00
330
130
00
0La
ne G
roup
Flow
(vph
)0
239
00
351
254
083
70
00
0Co
nfl. P
eds.
(#/hr
)60
7070
6040
170
170
40Co
nfl. B
ikes (
#/hr)
1080
1010
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
)18
.918
.918
.925
.9Ef
fectiv
e Gre
en, g
(s)
19.9
19.9
19.9
26.9
Actua
ted g/
C Ra
tio0.3
60.3
60.3
60.4
9Cl
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)
319
505
373
1378
v/s R
atio P
rot
0.25
v/s R
atio P
erm
c0.27
0.25
0.30
v/c R
atio
0.75
0.70
0.68
0.61
Unifo
rm D
elay,
d115
.415
.014
.910
.2Pr
ogre
ssion
Fac
tor1.0
00.9
30.9
41.0
0Inc
reme
ntal D
elay,
d214
.96.3
7.92.0
Delay
(s)
30.3
20.3
21.8
12.2
Leve
l of S
ervic
eC
CC
BAp
proa
ch D
elay (
s)30
.321
.012
.20.0
Appr
oach
LOS
CC
BA
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y17
.9HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.6
7Ac
tuated
Cyc
le Le
ngth
(s)
55.0
Sum
of los
t time
(s)
8.2Int
erse
ction
Cap
acity
Utili
zatio
n75
.5%IC
U Le
vel o
f Ser
vice
DAn
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 P
M - Q
ueen
Ren
ewal
Sync
hro 9
Rep
ort
SJB
Page
3
Lane
Gro
upEB
TW
BLW
BTSB
TLa
ne G
roup
Flow
(vph
)23
623
741
911
02v/c
Rati
o0.4
50.8
40.7
30.6
1Co
ntrol
Delay
15.9
45.9
25.3
12.3
Queu
e Dela
y0.0
0.00.0
1.0To
tal D
elay
15.9
45.9
25.3
13.3
Queu
e Len
gth 50
th (m
)13
.619
.332
.524
.7Qu
eue L
ength
95th
(m)
m25.3
#50.9
#66.8
35.3
Inter
nal L
ink D
ist (m
)64
.741
.146
.0Tu
rn B
ay Le
ngth
(m)
30.0
Base
Cap
acity
(vph
)52
228
357
117
95St
arva
tion C
ap R
educ
tn0
00
408
Spillb
ack C
ap R
educ
tn0
00
0St
orag
e Cap
Red
uctn
00
00
Redu
ced v
/c Ra
tio0.4
50.8
40.7
30.7
9
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
s6:
Lyo
n &
Que
en24
/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
4
Move
ment
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
016
555
220
390
00
00
135
725
165
Ideal
Flow
(vphp
l)18
0018
0018
0018
0018
0018
0018
0018
0018
0018
0018
0018
00To
tal Lo
st tim
e (s)
4.54.4
4.45.0
Lane
Util.
Fac
tor1.0
01.0
01.0
00.9
1Fr
pb, p
ed/bi
kes
0.95
1.00
1.00
0.92
Flpb,
ped/b
ikes
1.00
0.86
1.00
0.98
Frt
0.97
1.00
1.00
0.98
Flt P
rotec
ted1.0
00.9
51.0
00.9
9Sa
td. F
low (p
rot)
1438
1292
1604
3771
Flt P
ermi
tted
1.00
0.59
1.00
0.99
Satd.
Flow
(per
m)14
3879
616
0437
71Pe
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)
017
759
237
419
00
00
145
780
177
RTOR
Red
uctio
n (vp
h)0
120
00
00
00
013
0La
ne G
roup
Flow
(vph
)0
224
023
741
90
00
00
1089
0Co
nfl. P
eds.
(#/hr
)27
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
s8
6Ac
tuated
Gre
en, G
(s)
18.5
18.6
18.6
25.0
Effec
tive G
reen
, g (s
)19
.519
.619
.626
.0Ac
tuated
g/C
Ratio
0.35
0.36
0.36
0.47
Clea
ranc
e Tim
e (s)
5.55.4
5.46.0
Vehic
le Ex
tensio
n (s)
3.03.0
3.03.0
Lane
Grp
Cap
(vph
)50
928
357
117
82v/s
Rati
o Pro
t0.1
60.2
6v/s
Rati
o Per
mc0
.300.2
9v/c
Rati
o0.4
40.8
40.7
30.6
1Un
iform
Dela
y, d1
13.6
16.2
15.4
10.8
Prog
ress
ion F
actor
1.03
1.00
1.00
1.00
Incre
menta
l Dela
y, d2
2.424
.58.1
1.6De
lay (s
)16
.440
.823
.612
.3Le
vel o
f Ser
vice
BD
CB
Appr
oach
Dela
y (s)
16.4
29.8
0.012
.3Ap
proa
ch LO
SB
CA
B
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y18
.5HC
M 20
00 Le
vel o
f Ser
vice
BHC
M 20
00 V
olume
to C
apac
ity ra
tio0.7
1Ac
tuated
Cyc
le Le
ngth
(s)
55.0
Sum
of los
t time
(s)
9.5Int
erse
ction
Cap
acity
Utili
zatio
n69
.5%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
9: B
ay &
Spa
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
5
Lane
Gro
upW
BTNB
TLa
ne G
roup
Flow
(vph
)92
1112
v/c R
atio
0.20
0.67
Contr
ol De
lay10
.011
.6Qu
eue D
elay
0.04.9
Total
Dela
y10
.016
.5Qu
eue L
ength
50th
(m)
3.236
.2Qu
eue L
ength
95th
(m)
11.2
53.2
Inter
nal L
ink D
ist (m
)21
.051
.2Tu
rn B
ay Le
ngth
(m)
Base
Cap
acity
(vph
)45
716
55St
arva
tion C
ap R
educ
tn0
467
Spillb
ack C
ap R
educ
tn0
0St
orag
e Cap
Red
uctn
00
Redu
ced v
/c Ra
tio0.2
00.9
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 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)
00
00
1575
598
510
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)
3.04.4
Lane
Util.
Fac
tor1.0
00.9
5Fr
pb, p
ed/bi
kes
0.94
0.98
Flpb,
ped/b
ikes
1.00
1.00
Frt
0.89
0.99
Flt P
rotec
ted1.0
01.0
0Sa
td. F
low (p
rot)
1342
2933
Flt P
ermi
tted
1.00
1.00
Satd.
Flow
(per
m)13
4229
33Pe
ak-h
our f
actor
, PHF
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
0.98
Adj. F
low (v
ph)
00
00
1577
510
0510
20
00
RTOR
Red
uctio
n (vp
h)0
00
032
00
130
00
0La
ne G
roup
Flow
(vph
)0
00
060
00
1099
00
00
Confl
. Ped
s. (#
/hr)
5010
1050
6015
015
060
Confl
. Bike
s (#/h
r)10
60He
avy V
ehicl
es (%
)1%
1%1%
1%1%
1%10
%1%
8%1%
1%1%
Turn
Typ
eNA
Perm
NAPr
otecte
d Pha
ses
48
2Pe
rmitte
d Pha
ses
42
Actua
ted G
reen
, G (s
)18
.032
.6Ef
fectiv
e Gre
en, g
(s)
19.0
33.6
Actua
ted g/
C Ra
tio0.3
20.5
6Cl
eara
nce T
ime (
s)4.0
5.4Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
424
1642
v/s R
atio P
rot
c0.04
v/s R
atio P
erm
0.37
v/c R
atio
0.14
0.67
Unifo
rm D
elay,
d114
.79.3
Prog
ress
ion F
actor
1.00
1.00
Incre
menta
l Dela
y, d2
0.22.2
Delay
(s)
14.8
11.5
Leve
l of S
ervic
eB
BAp
proa
ch D
elay (
s)0.0
14.8
11.5
0.0Ap
proa
ch LO
SA
BB
A
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y11
.7HC
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)
7.4Int
erse
ction
Cap
acity
Utili
zatio
n61
.8%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
11: L
yon
& 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
7
Lane
Gro
upEB
RSB
TLa
ne G
roup
Flow
(vph
)17
997
3v/c
Rati
o0.5
60.5
0Co
ntrol
Delay
18.9
7.2Qu
eue D
elay
0.00.0
Total
Dela
y18
.97.2
Queu
e Len
gth 50
th (m
)8.8
19.7
Queu
e Len
gth 95
th (m
)21
.842
.2Int
erna
l Link
Dist
(m)
25.7
Turn
Bay
Leng
th (m
)Ba
se C
apac
ity (v
ph)
454
1964
Star
vatio
n Cap
Red
uctn
00
Spillb
ack C
ap R
educ
tn0
0St
orag
e Cap
Red
uctn
00
Redu
ced v
/c Ra
tio0.3
90.5
0
Inter
secti
on S
umma
ry
HC
M S
igna
lized
Inte
rsec
tion
Cap
acity
Ana
lysi
s11
: Lyo
n &
Spa
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
ment
EBL
EBR
NBL
NBT
SBT
SBR
Lane
Con
figur
ation
sVo
lume (
vph)
017
00
086
065
Ideal
Flow
(vphp
l)18
0018
0018
0018
0018
0018
00To
tal Lo
st tim
e (s)
3.84.3
Lane
Util.
Fac
tor1.0
00.9
5Fr
pb, p
ed/bi
kes
0.89
0.99
Flpb,
ped/b
ikes
1.00
1.00
Frt
0.86
0.99
Flt P
rotec
ted1.0
01.0
0Sa
td. F
low (p
rot)
1240
2924
Flt P
ermi
tted
1.00
1.00
Satd.
Flow
(per
m)12
4029
24Pe
ak-h
our f
actor
, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Adj. F
low (v
ph)
017
90
090
568
RTOR
Red
uctio
n (vp
h)0
410
08
0La
ne G
roup
Flow
(vph
)0
138
00
965
0Co
nfl. P
eds.
(#/hr
)14
010
010
016
0Co
nfl. B
ikes (
#/hr)
30He
avy V
ehicl
es (%
)1%
1%1%
1%3%
1%Tu
rn T
ype
Perm
NAPr
otecte
d Pha
ses
6Pe
rmitte
d Pha
ses
4Ac
tuated
Gre
en, G
(s)
9.431
.9Ef
fectiv
e Gre
en, g
(s)
10.4
32.9
Actua
ted g/
C Ra
tio0.2
00.6
4Cl
eara
nce T
ime (
s)4.8
5.3Ve
hicle
Exten
sion (
s)3.0
3.0La
ne G
rp C
ap (v
ph)
250
1871
v/s R
atio P
rot
c0.33
v/s R
atio P
erm
c0.11
v/c R
atio
0.55
0.52
Unifo
rm D
elay,
d118
.45.0
Prog
ress
ion F
actor
1.00
1.00
Incre
menta
l Dela
y, d2
2.61.0
Delay
(s)
21.1
6.0Le
vel o
f Ser
vice
CA
Appr
oach
Dela
y (s)
21.1
0.06.0
Appr
oach
LOS
CA
A
Inter
secti
on S
umma
ryHC
M 20
00 C
ontro
l Dela
y8.3
HCM
2000
Leve
l of S
ervic
eA
HCM
2000
Volu
me to
Cap
acity
ratio
0.54
Actua
ted C
ycle
Leng
th (s)
51
.4Su
m of
lost ti
me (s
)9.1
Inter
secti
on C
apac
ity U
tiliza
tion
56.1%
ICU
Leve
l of S
ervic
eB
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
ick-
Up
/Dro
p-O
ff24
/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
9
Move
ment
EBL
EBT
WBT
WBR
SBL
SBR
Lane
Con
figur
ation
sVo
lume (
veh/h
)25
160
545
5525
55Si
gn C
ontro
lFr
eeFr
eeSt
opGr
ade
0%0%
0%Pe
ak H
our F
actor
0.94
0.94
0.94
0.94
0.94
0.94
Hour
ly flo
w ra
te (vp
h)27
170
580
5927
59Pe
destr
ians
60La
ne W
idth (
m)3.6
Walk
ing S
peed
(m/s)
1.2Pe
rcent
Bloc
kage
5Ri
ght tu
rn fla
re (v
eh)
Media
n typ
eNo
neNo
neMe
dian s
torag
e veh
)Up
strea
m sig
nal (m
)58
89pX
, plat
oon u
nbloc
ked
0.78
0.78
0.78
vC, c
onflic
ting v
olume
698
892
669
vC1,
stage
1 co
nf vo
lvC
2, sta
ge 2
conf
vol
vCu,
unblo
cked
vol
477
725
440
tC, s
ingle
(s)4.1
6.46.2
tC, 2
stag
e (s)
tF (s
)2.2
3.53.3
p0 qu
eue f
ree %
9791
87cM
capa
city (
veh/h
)80
828
246
0
Dire
ction
, Lan
e #EB
1W
B 1
SB 1
Volum
e Tota
l19
763
885
Volum
e Left
270
27Vo
lume R
ight
059
59cS
H80
817
0038
4Vo
lume t
o Cap
acity
0.03
0.38
0.22
Queu
e Len
gth 95
th (m
)0.7
0.05.8
Contr
ol De
lay (s
)1.6
0.017
.0La
ne LO
SA
CAp
proa
ch D
elay (
s)1.6
0.017
.0Ap
proa
ch LO
SC
Inter
secti
on S
umma
ryAv
erag
e Dela
y 1.9
Inter
secti
on C
apac
ity U
tiliza
tion
45.9%
ICU
Leve
l of S
ervic
e A
Analy
sis P
eriod
(min)
15
HC
M U
nsig
naliz
ed In
ters
ectio
n C
apac
ity A
naly
sis
16: N
ew D
rivew
ay &
Spa
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
10
Move
ment
EBT
EBR
WBL
WBT
NBL
NBR
Lane
Con
figur
ation
sVo
lume (
veh/h
)20
8020
4050
145
Sign
Con
trol
Free
Free
Stop
Grad
e0%
0%0%
Peak
Hou
r Fac
tor0.9
80.9
80.9
80.9
80.9
80.9
8Ho
urly
flow
rate
(vph)
2082
2041
5114
8Pe
destr
ians
50La
ne W
idth (
m)3.6
Walk
ing S
peed
(m/s)
1.2Pe
rcent
Bloc
kage
4Ri
ght tu
rn fla
re (v
eh)
Media
n typ
eNo
neNo
neMe
dian s
torag
e veh
)Up
strea
m sig
nal (m
)45
102
pX, p
latoo
n unb
locke
dvC
, con
flictin
g volu
me15
219
311
1vC
1, sta
ge 1
conf
vol
vC2,
stage
2 co
nf vo
lvC
u, un
block
ed vo
l15
219
311
1tC
, sing
le (s)
4.16.4
6.2tC
, 2 st
age (
s)tF
(s)
2.23.5
3.3p0
queu
e fre
e %99
9384
cM ca
pacit
y (ve
h/h)
1369
751
903
Dire
ction
, Lan
e #EB
1W
B 1
NB 1
Volum
e Tota
l10
261
199
Volum
e Left
020
51Vo
lume R
ight
820
148
cSH
1700
1369
858
Volum
e to C
apac
ity0.0
60.0
10.2
3Qu
eue L
ength
95th
(m)
0.00.3
6.3Co
ntrol
Delay
(s)
0.02.6
10.5
Lane
LOS
AB
Appr
oach
Dela
y (s)
0.02.6
10.5
Appr
oach
LOS
B
Inter
secti
on S
umma
ryAv
erag
e Dela
y 6.2
Inter
secti
on C
apac
ity U
tiliza
tion
31.6%
ICU
Leve
l of S
ervic
e A
Analy
sis P
eriod
(min)
15
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