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Bolton Distribution Centre Coleraine Drive & Holland Road Transportation Considerations December 2011

Bolton Distribution Centre

Transportat ion Considerations

PREPARED FOR: Canadian Tire Real Estate Limited P r e p a r e d b y B A C o n s u l t i n g G r o u p L t d . © D e c e m b e r , 2 0 1 1 b a g r o u p . c o m

B o l t o n D i s t r i b u t i o n C e n t r e DECEMBER | 2011

P:\57\67\38\Reports\TIS Report\Final Report\Bolton Warehouse - Urban Transportation Considerations 2011.12.07.doc

T A B L E O F C O N T E N T S

1 . 0 I N T R O D U C T I O N _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1

2 . 0 T H E N E W D I S T R I B U T I O N C E N T R E P L A N _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 4

3 . 0 T R A N S P O R T A T I O N C O N T E X T _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 7

3.1 Existing Roads ________________________________________________________________ 7

3.2 Future Regional Road Improvements _____________________________________________ 8

3.3 Future Town of Caledon Road Improvements _____________________________________ 9

4 . 0 T R A F F I C F O R E C A S T S _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1 3

4.1 Study Scope _________________________________________________________________ 13

4.2 Existing Conditions ___________________________________________________________ 14

4.3 Background Traffic Forecasts __________________________________________________ 17

4.3.1 Corridor Growth .............................................................................................. 17

4.3.2 Future Road Network Traffic Diversion ........................................................... 17

4.4 Forecast Site Traffic Volumes __________________________________________________ 21

4.4.1 Site Trip Generation ....................................................................................... 21

4.4.2 Site Trip Distribution ....................................................................................... 24

4.5 Future Total Traffic Volumes __________________________________________________ 25

5 . 0 T R A N S P O R T A T I O N E V A L U A T I O N _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 2 9

5.1 Basis of Evaluation ___________________________________________________________ 29

5.2 Signalized Intersection Analysis ________________________________________________ 32

5.2.1 Mayfield Road / Albion Vaughan Road / Highway 50 (2016) ............................ 32

5.2.2 Healey Road / Queen Street South / Highway 50 ............................................ 33

5.2.3 Other Signalized Intersections ........................................................................ 34

5.3 Unsignalized Intersection Analysis ______________________________________________ 35

5.3.1 Mayfield Road / Humber Station Road / Clarkway Drive .................................. 35

5.3.2 Other Unsignalized Intersections .................................................................... 36

5.4 Site Access Analysis __________________________________________________________ 36

5.5 Sensitivity Analyses __________________________________________________________ 40

5.5.1 Saturday Midday Analysis ............................................................................... 40

5.5.2 Site Peak Hour Analysis ................................................................................. 41

5.5.3 2021 Horizon Year .......................................................................................... 41

6 . 0 S I T E P A R K I N G R E V I E W _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 4 2

7 . 0 C O L L I S I O N A N A L Y S I S _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 4 3

8 . 0 S U M M A R Y A N D C O N C L U S I O N S _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 4 4



L I S T O F T A B L E S Table 1: Passenger Car Equivalency (PCU) Table ............................................................................................................ 14

Table 2: Existing Brampton DC Trip Generation Volumes .......................................................................................... 22

Table 3: Future Site Traffic Volumes .................................................................................................................................... 23

Table 4: Employee Trip Distribution ..................................................................................................................................... 24

Table 5: Tractor Trailer / Bobtail Trip Distribution ......................................................................................................... 24

Table 6: Mayfield / Albion Vaughan / Highway 50 Analysis ...................................................................................... 33

Table 7: Healey / Queen Street South / Highway 50 Analysis .................................................................................. 34

Table 8: Other Signalized Intersection Overall Analysis .............................................................................................. 35

Table 9: Collision Evaluation for Intersections ................................................................................................................. 43



L I S T O F F I G U R E S Figure 1 — Site Context .............................................................................................................................................................................. 3

Figure 2 — Concept Site Plan.................................................................................................................................................................... 6

Figure 3 — Key Road Improvements ................................................................................................................................................... 12

Figure 4 — Existing Traffic Volumes ................................................................................................................................................... 16

Figure 5 — Future Background Diversion Layer .............................................................................................................................. 19

Figure 6 — Future Background Traffic Volumes ............................................................................................................................. 20

Figure 7 — Employee Site Traffic Volumes (PCU) ......................................................................................................................... 26

Figure 8 — Tractor Trailer / Bobtail Traffic Volumes (PCU) ....................................................................................................... 27

Figure 9 — Future Total Traffic Volumes (PCU) ............................................................................................................................. 28

Figure 10 — Existing Lane Configurations ........................................................................................................................................ 30

Figure 11 — Planned Lane Configurations ........................................................................................................................................ 31

Figure 12 — Functional Design for Coleraine / Holland – Site Driveway ............................................................................. 38

B o l t o n D i s t r i b u t i o n C e n t r e 1

1 . 0 I n t r o d u c t i o n Canadian Tire Real Estate Limited (“CTREL”) is planning to relocate its distribution centre that

is currently located southeast of the Bramalea Road / Steeles Avenue intersection to a new

location in the Town of Caledon (“Bolton”). The replacement DC will be located on the west

side of Coleraine Drive, between Healey Road and Holland Drive.

Figure 1 illustrates the existing and proposed DC sites. Also shown are the CN/CP intermodal

facilities which service a portion of the DC truck activity and the other major DC (AJ Billes)

site operated by CTREL.

This report summarizes transportation considerations that affect the successful deployment

of a new (relocated) DC on these lands. Full occupancy of the new facility is not expected

until 2016.

Key sources consulted in the preparation of this report are listed as follows:

Bolton Arterial Roads and Bolton Traffic Mitigation Update, Report PWE-2010-006,

Town of Caledon, March 2, 2010 Town of Caledon Official Plan, Town of Caledon, December 31, 2008 Transportation Planning ROPA Draft Technical Report, Region of Peel, January 2009 Regional Official Plan Amendment: Bolton Rural Service Centre Settlement Boundary

Expansion, Town of Caledon, September 2010 South Albion-Bolton Community Plan Employment Lands Transportation Impact Study –

Part A: Existing Conditions, Constraints and Opportunities, Paradigm Transportation Solutions Ltd., August 2010

South Albion-Bolton Community Plan Employment Lands Transportation Impact Study – Part B: Evaluation of Alternatives, Paradigm Transportation Solutions Ltd., August 2010

Official Plan: Office Consolidation, Region of Peel, November 2008 Peel-Highway 427 Extension Area Transportation Master Plan: Final Report, iTrans, July

2009 Proposed Humber Station Village Community , Cole Engineering, September 2007 2010 Budget Document Transportation, Region of Peel Public Works: Capital Budget 2010 – 2014 Caledon, Region of Peel City of Brampton: 2011 – 2020 Road Capital Program, City of Brampton, January 26,

2011 Construction Program: 2010 – 10 Year Roads, York Region, December 16, 2009 GTA West Corridor Environmental Assessment – Transportation Development Strategy

Report, Ministry of Transportation (MTO), February 2011


The Town of Caledon recently completed a major transportation planning study (August

2010) in support of a south-westerly expansion of the Bolton settlement area to

accommodate additional employment uses (the “Paradigm Traffic Study”). Appendix Figure

A1 illustrates the limits of the recommended settlement area boundary expansions as

Schedule “C” in the supporting Regional Official Plan Amendment Number 24 (ROPA 24). The

subject site is entirely included within the expansion area. It occupies the entire block

between Holland Drive and Healey Road and thus represents a significant proportion of the

newly designated employment lands; i.e. the approximately 180 acre site represents roughly

30 percent of the expansion area.1

The Town of Caledon is currently preparing a Transportation Master Plan Study (the “TMP

Study”) to further detail the road requirements to support the settlement area boundary

expansion. This study will constitute Phases 3/4 of the Environmental Assessment process for

any new roads and major widening. In particular, alignment and property details for the new

N-S and E-W Collector roads will be established. The TMP study is expected to be completed

by the winter of 2011.

An integral component of the Town’s ongoing TMP study will be to prepare updated long

range (likely year 2031) traffic forecasts. The scope of this report is focussed on specific

transportation issues related to the introduction of the proposed distribution centre. The

detailed site-specific traffic forecasts and findings provided in this study will thus provide

useful inputs to the TMP Study.

1 Urban expansion area of approximately 620 cares assumed in the Paradigm Traffic Study excludes the 50 acre Parcel 2 land on the northwest corner of Duffy`s Lane and King Street.

Brampton DC

AJ Billes DC

CP RailIntermodal

CN Rail

Intermodal

Proposed Site

Caledo

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Mississ

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Bram

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SITE LOCATION

Bolton Distribution Centre5767-38 December 2011

Figure 1


2 . 0 T h e N e w D i s t r i b u t i o n C e n t r e P l a n A concept plan for the new DC is attached as Figure 2. The plan shows a total building area

of approximately 141,534 square metres (1.523 million square feet) located on the

approximate 73.1 hectare (181 acre) site. This includes a distribution facility with a building

area of approximately 135,142 square metres (1.455 million square feet) and a transportation

operations building of approximately 4,180 square metres (45 thousand square feet). A total

of 273 loading dock positions are shown. There is also the potential to accommodate up to

1,718 tractor trailer storage positions with 500 spaces in chassi positions and 1,616

containers (stacked 3 to 5 high).

Key transportation parameters are summarized as follows:

Truck Access

All truck movements entering and leaving the site will be strictly controlled. This

mandates a separation of trucking activity from employee parking and consolidation of

truck access, ideally at one location.

The truck access is proposed at the north end of the site, opposite the Holland Drive

intersection on Coleraine Drive. Given the partial offset of Holland Drive with the

truck driveway, it is recommended that east-west crossing movements be prohibited.

This will also reinforce Town Truck Route policies that limit use of segments of

Holland Drive east of Coleraine Drive.

Although not currently signalized, the Coleraine / Holland intersection represents a

logical future potential location.

Truck Circulation

Typical of most cross-dock operations, a counter clockwise vehicle flow is envisaged,

with delivery of goods on the west side of the building and shipping from the east

side.

The DC will process large bulky goods that are not suitable for internal handling via

conveyor belt systems; i.e. non-conveyable goods.

Trucks will be mainly large semi-trailers. The DC will serve stores across Canada. Goods

movements will include both trailers and containers. Container shipments from Halifax and

the Maritimes are handled at the CN Rail intermodal facility at Airport Road / Highway 407.


The majority of container shipments are handled at the CP Rail intermodal facility located at

Highway 50 / Rutherford Road and are done primarily at night.

Employee Traffic

A separate approximate 632-space lot is provided for distribution centre staff and

visitors, located at the south site limit. Access to the distribution centre parking lot is

proposed via a driveway onto Healey Road located approximately 565 metres west of

Coleraine Drive. The Coleraine / Healey intersection is currently signalized.

A separate approximate 208-space lot is provided for transportation operations

employees and visitors near the northeast site limit. Access to the transportation

operation lot is proposed via a driveway onto Coleraine Drive located approximately

180 metres south of Holland Drive.

A separate approximate 200-space lot is provided for truck cab parking as well as cab /

vendor drivers only and is located on the northern limit of the site. Access to this

parking lot is proposed via a driveway opposite to the proposed signalized intersection

at Holland Drive / Coleraine Drive.

HUMBER STATION ROAD

HEA

LEY RO

AD

COLERAINE DRIVE

HOLLAND DRIVE

Google Airphoto Date: September 1, 2009

CONCEPT PLAN


Figure 2


3 . 0 T r a n s p o r t a t i o n C o n t e x t

3 . 1 E x i s t i n g R o a d s

Figure 3 illustrates the existing and planned road network serving the site. Key linkages are

described as follows.

Coleraine Drive

This north-south road is under Town of Caledon jurisdiction. Over the last several years,

Coleraine Drive has been upgraded to a major 4 lane road (plus turning lanes) from its

signalized intersection at Mayfield Road, north to King Street. The posted speed limit is 60 to

70 km/h. Town access policy guidelines are in place to limit the potential for introducing new

private driveways onto Coleraine Drive.

Healey Road

This east-west Town of Caledon road abuts the south site limit. To the east, it connects to

Queen Street (RR 50) at a signalized intersection. To the west it connects with other north-

south arterial roads such as Humber Station Road and The Gore Road. Across the site

frontage, Healey Road has a rural 2 lane cross-section and a posted speed limit of 60 km/h.

Humber Station Road

This north-south road is under Town of Caledon jurisdiction. Humber Station Road has a rural

2 lane cross-section and a posted speed limit of 70 km/h. South of Mayfield Road, Humber

Station Road extends through the City of Brampton as Clarkway Road. The Humber Station –

Clarkway intersections are jogged across Mayfield road by approximately 25 metres

(centreline reference).

Holland Drive

This east-west Town of Caledon road intersects Coleraine Drive near the north site limit. To

the east, its curvilinear alignment intersects with Healey Road and other east-west streets,

thus affording indirect connections to Queen Street (RR 50).

Mayfield Road

This major east-west arterial road is under Peel Region jurisdiction. Mayfield Road extends

well east and west of the site, connecting to other north-south routes such as Highway 410.

In the site environs, Mayfield Road has a rural 2 lane cross-section and a posted speed limit of

60 to 80 km/h.


Highway 50 (Queen Street)

This major north-south arterial road is under Peel Region jurisdiction. Highway 50 affords

numerous route connections for site traffic to the south. North of Mayfield Road, it extends

through the Bolton urban area as Queen Street. Highway 50 generally has an urban 4 lane

cross-section and a posted speed limit of 60 km/h.

3 . 2 F u t u r e R e g i o n a l R o a d I m p r o v e m e n t s

Figure 3 also illustrates planned future key road network linkages and anticipated

construction timings (where available). Key elements are described as follows:

GTA West Transportation Corridor

This new east-west controlled access highway is planned to extend between Highway 400 and

Highway 401 west of Toronto. The Stage 1 report for the GTA West Transportation Corridor

was released in January 2011. It defined a Study Area within which more detailed future road

alignment options and connections will be evaluated in a subsequent Stage 2 report. No date

has been set for initiation of a Stage 2 GTA West Transportation Corridor study. As noted in

Figure 3, the subject lands are located well outside of the defined GTA West Stage 2 Study

Area and thus should not be subject to detailed MTO review.

Highway 427 Extension

The Environmental Assessment for this major highway extension – up to the Major Mackenzie

Drive environs – has been completed and is approved. The Highway 427 Extension and

related improvements to the Major Mackenzie Drive corridor will provide enhanced southerly

routing options for site traffic.

MTO indicates implementation timing to be beyond their 5 year (committed) capital forecast.

Although no commitments have been made by MTO, planned capital works programs for

connecting road links by lower tier agencies anticipate this extension within a 10 year time

frame.

Highway 50 Widening

Environmental Assessment Studies are ongoing for the widening of Highway 50, north

through the Mayfield intersection, to 6 lanes. This is programmed for 2017.


Mayfield Road Widening

Environmental Assessment Studies are ongoing for the widening of Mayfield Road in the site

environs. Widening to at least 4 lanes is planned in years 2014 and 2019 (west and east of

The Gore Road respectively). Provision for 6 lanes is contemplated on the westerly segments.

Mayfield to Highway 427 Connection

Peel Region completed a study (the “iTrans Traffic Study”) to determine, among other things,

an appropriate east-west regional road network configuration given the Highway 427

extension to Major Mackenzie Drive. As illustrated on Figure 3, the iTrans Traffic Study

recommended a curvilinear direct connection between Mayfield Road and Major Mackenzie

Drive.

This new link is planned for implementation in 2017. A joint City / Region Environmental

Assessment Study to confirm alignment / design details may be initiated in 2011. This study

will address issues such as: 1) the nature of the junction at Mayfield Road (perhaps a

roundabout), and 2) the configuration near the south limit of Coleraine Drive.

Brampton E-W Mid-Block Collector

The City of Brampton Capital Works Program shows a new mid-block east-west collector road

intersecting Highway 50 near its existing southern terminus with Coleraine Drive. As noted

previously, road network configuration issues require further study and are not yet resolved.

3 . 3 F u t u r e T o w n o f C a l e d o n R o a d I m p r o v e m e n t s

The Town of Caledon recently completed a major transportation planning study in support of

a south-westerly expansion of the Bolton urban area to accommodate additional employment

uses (the “Paradigm Traffic Study”). As indicated previously, the subject site is entirely

included within the recommended expansion area and represents a significant proportion of

the newly designated employment lands; i.e. the 180 acres site represents approximately 30

percent of the expansion area2.

Appendix Figure A2 is extracted from the Paradigm Traffic Study. It conceptually illustrates

additional area road links and extensions to serve the new employment area. Key comments

follow:

2 Urban expansion area of approximately 620 to acres assumed in the Paradigm Traffic Study excludes the 50 acre Parcel 2 land on the northwest corner of Duffy’s Lane and King Street.


Coleraine Drive

Over the next 2 to 3 years, Coleraine Drive will be extended as a major 4 lane road from King

Street, north to connect with Highway 50 north of Bolton at a new roundabout. Future grade

separation of Coleraine Drive with the CPR line north of the site is contemplated, but

considered to be beyond 2021.

North-South Collector Road

Appendix Figure 2 illustrates a new North-South Collector Road serving the new employment

area, extending between Holland Drive (extended) and Mayfield Road. This new road is

generally aligned along the westerly limits of the new employment lands, including the

subject site.

To serve the new employment uses, there is general merit in planning for additional north–

south road connections to the Mayfield Road corridor. However the need to extend any such

North-South Collector north of Healey Road; i.e. across the west limits of the subject site; is

significantly diminished by the following factors:

The subject site occupies virtually the entire block of (future) designated employment

lands. Satisfactory vehicular site access can be provided from existing streets without

requiring multiple accesses to Coleraine Drive, which might otherwise arise with

smaller individual parcels.

No further extensions north of (extended) Holland Road are contemplated.

There is apparent very limited development potential for the lands west of the site; i.e.

over to Humber Station Road; due to the presence of significant woodlots and other

environmental features. This limits the potential need for future access to such lands

from this N-S Collector segment.

Given the lack of demonstrated need, this study makes no allowance for the segment of the

North-South Collector north of Healey Road. Final confirmation of this recommendation is

subject to the findings of the Town’s TMP Study.

Holland Drive Extension

Appendix Figure 2 illustrates Holland Drive extended west, from its present terminus at

Coleraine Drive, across the north limit of the subject site and connecting to the North-South

Collector (and potentially over to Humber Station Road). The feasibility of and need for this

Holland Street Extension are likewise significantly limited by the following factors:


Without a connection to the North-South Collector, there is limited network

continuity benefit.

At Coleraine Drive, Holland Drive is slightly offset from the north property limit of the

subject site. Satisfactory east-west alignment of a public road would likely require

property acquisition from multiple landowners.

There is apparent very limited development potential for the lands west of the site; i.e.

over to Humber Station Road; due to the presence of significant woodlots and other

environmental features. This limits the potential benefits of any further westerly

extension.

Based on the foregoing, this study makes no allowance for the westerly extension of Holland

Drive. Final confirmation of this recommendation is subject to the findings of the Town’s

TMP Study.

REGIONAL ROAD 150RECOMMENDED ALIGNMENT(Based on Region of Peel TRR150_dnc01.pdf file)

RECOMMENDED ARTERIALALIGNMENT A2

(Based on iTrans Exhibit 8.1Recommended Road Network) NEW EAST-WEST ROAD

GTA WestCORRIDOR LIMITS

(Approximate)

VALES OF THE HUMBERDRAFT PLANS

CLARKWAY DRIVE

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THE GORE ROAD

HIGHWAY 50

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COLERAINE DRIVE

HOLLAND DRIVE

QUEEN STREET SOUTHQUEEN STREET NORTH

DUFFYSLANE

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ALBION VAUGHAN ROAD

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CENTREVILLE CREEK ROAD MCVEAN DRIVE

4 la

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(201

9)

4 la

nes

(201

9)

4 la

nes

(201

4)

6 lanes (2017)

6 lanes (2017)

(beyond 2014)

bridge rehabilitation (2010)

4 lanes (2012)

4 lanes (2011)

4 lanes (2017)

4 la

nes

(201

9)

4 la

nes

(201

5)

HIGHWAY 427TRANSPORTATION CORRIDORTECHNICALLY PREFERRED ROUTE(Based on W.O. 05-20012 EA, Exhibit 5-11)

4 lanes (2017)

6 la

nes

(201

6)

4 lanes (2020)

TRANSPORTATION CONTEXTKey Road Improvements


Figure 3Scale 1:30,000 Google Airphoto Date: September 1, 2009

(2017) Estimated completion date

Planned


4 . 0 T r a f f i c F o r e c a s t s

4 . 1 S t u d y S c o p e

Study Area

Based on discussions with Peel Region and Town of Caledon staff, the following public street

intersections were considered as part of this study:

Highway 50 / Mayfield Road / Albion-Vaughan Road

Coleraine Drive / Mayfield Road

Humber Station Road / Clarkway Drive / Mayfield Road

Queen Street South / Highway 50 / Healey Road

Coleraine Drive / Healey Road

Humber Station Road / Healey Road

Coleraine Drive / Holland Drive

Coleraine Drive / Harvest Moon Drive

Coleraine Drive / King Street West

Horizon Year

Full occupancy of the new DC facility is expected by 2016. Since the key objective of this

evaluation is to provide input to the Town’s ongoing TMP Study, the primary focus is on an

‘opening day’ 2016 horizon, 5 years hence. As requested by Peel Region, additional

consideration is given to a 2021 horizon, 10 years hence. Given a number of uncertainties

related to employment timing in the new southwest Bolton employment area, the longer term

evaluation is limited to key intersections along the Mayfield Road corridor.

Design Hours

Given the employment nature of the DC, the key design hours evaluated are the weekday

morning and afternoon commuter peak hours. As well, two sensitivity analyses were

conducted as follows:

For warehouse / industrial uses, the weekday site peak hours often occur earlier than

the prevailing background commuter peak traffic conditions. At the site access

driveways, peak site access demands were conservatively superimposed with peak

commuter background traffic flows.


Given that the DC is open on Saturdays, Peel Region requested confirmation that this

design period would not represent governing conditions. For comparison purposes,

existing counts and operations analyses were conducted during Saturday midday

conditions at the key Highway 50 / Mayfield Road intersection.

Truck Traffic

The nature of the proposed distribution centre (DC) will generate a certain amount of

trucking activity. Most of the new site generated trucks will be large tractor trailers.

Information provided by Canadian Tire indicates that the maximum payload for a truck is

42,000 pounds. An average payload is not available. These trucks have relatively greater

operational impacts on the road network compared to typical passenger vehicles; i.e. cars and

vans.

To best reflect site traffic impacts, separate site traffic forecasts were prepared for trucks

versus employee car traffic. Trucks were then converted to passenger car units (PCU’s) based

on the established PCU Equivalency factors set out in Table 1. In order to simplify the

analysis procedures, all existing / background traffic volumes were likewise factored up using

the data in Table 1 to PCU’s.

TABLE 1: PASSENGER CAR EQUIVALENCY (PCU) TABLE

Vehicle Description PCU Equivalency1

Passenger Car 1

Single Axel Trucks (Medium Vehicles) 1

More than 2 Axel Trucks (Heavy Vehicles) 2

Distribution Centre Bobtails (tractor with no trailer) 2

Distribution Centre Tractor Trailers2 3 Notes: 1. Passenger car equivalents are based upon the Canadian Capacity Guide (CCG) for Signalized Intersections, 3rd Edition,

June 2007. 2. Distribution centre tractor trailers reflect the average of multi-unit trucks (2.5 pcu) and multi-unit trucks heavily loaded

(3.5 pcu).

4 . 2 E x i s t i n g C o n d i t i o n s

BA Group undertook the following intersection counts in order to establish baseline traffic

volumes for the area surrounding the site:

Turning movements at the intersection of Highway 50 / Mayfield / Albion-Vaughan

Road were counted during the Saturday midday period on Saturday, March 26, 2011.


Turning movements at the intersection of Queen Street South / Highway 50 / Healey

Road, Coleraine Drive / Healey Road, Humber Station Road / Healey Road, Coleraine

Drive / Holland Drive and Coleraine Drive / King Street West during the morning and

afternoon peak periods on Wednesday, January 19, 2011.

Turning movements at the intersection of Coleraine Drive / Harvest Moon Drive were

counted during the morning and afternoon peak periods on Wednesday, April 20, 2011.

Turning movements at the intersection of Humber Station Road / Clarkway Drive /

Mayfield Road were counted on Thursday, April 21, 2011 during the morning and

afternoon peak periods.

Turning movements at the intersection of Coleraine Drive and Mayfield Road were

counted during the morning and afternoon peak periods on Wednesday, May 4, 2011.

Peel Region undertook the following intersection counts that were used to establish baseline

traffic volumes for the area surrounding the site:

Turning movements at the intersection of Mayfield Road / Highway 50 / Albion-

Vaughan Road were counted during the morning and afternoon peak periods on

Thursday, March 4, 2010.

The foregoing counts were reviewed for consistency with other available data and found to

appropriately represent existing conditions3. Existing morning and afternoon peak hour traffic

volumes expressed as passenger car units (PCU’s) are illustrated on Figure 4.

3 In completing this review, it was determined that the base traffic count at the Mayfield Road / Highway 50 / Albion-Vaughan Road intersection that was used in the Paradigm Traffic Study had several atypically high left turn movements.

Site

(310)

315(60)

95

255

(315)185

(100)

King Street

Healey Road

Mayfield Road

Holland Drive

60(1

90) 75

(130

)

10(4

0)

(5)

50

0(5

) 10(5

)

(30)

65

(5)

5

(285)65(15)5

(75)10

160(80)0(5)

5(5)

(300)50(65)45

(55)1065

(250

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115

(80)

(135

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5(4

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(30)

25

165(90)15(15)

25(5)(0)0(10)10

(30)5

685

(184

0)10

5(1

35) 5

(10)

(870

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40(5

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(140

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5

60(35)

70(345)

310(150)

(155)480(140)630

(15)15

(920

)16

65(2

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(205

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0

175(245)185(255)

155(65)

915

(107

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5(1

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5(4

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(85)

320

(30)

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(220

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(15)

30

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(80)

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00

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AM Peak Hour

PM Peak Hour

Existing Traffic Signal

EXISTING TRAFFIC VOLUMES(PCU VOLUMES)

Bolton Distribution Centre5767-38, December 2011

Figure 4


4 . 3 B a c k g r o u n d T r a f f i c F o r e c a s t s

4.3.1 Corridor Growth

BA Group conducted a review of corridor growth along Mayfield Road / Gore Road, Coleraine

Drive / Mayfield Road and Highway 50 / Mayfield Road based upon historical counts within

the area. Historical regression trends along these corridors can be found in Appendix B.

Based upon discussions with Peel Region and BA Group’s analysis, the following corridor

growth per annum has been applied to all movements based upon a compound growth rate

for 5 years4:

King Street West, Coleraine Road, Queen Street South / Highway 50 – 1.5% / annum

Mayfield Road – 2.5 % / annum

Given the near term focus of this evaluation and uncertainties about development timing in

the southwest Bolton employment area, these corridor growth factors are considered to

provide an appropriate basis for derivation of future background traffic conditions.

4.3.2 Future Road Network Traffic Diversion

As mentioned previously, Coleraine Drive will be completed as a major four-lane road,

connecting to Highway 50 north of Bolton at a new roundabout over the next 2 to 3 years.

In order for the northern connection of King Street West and Coleraine to be implemented,

King Street West, east of Coleraine Drive will be re-aligned at Harvest Moon Drive. This will

result in the effective ‘replacement’ of the existing Coleraine Drive / King Street West

intersection with a new intersection on Coleraine Drive at Harvest Moon Drive / King Street.

The following assumptions have been implemented to reflect the foregoing road network

changes:

Vehicles exiting / entering Harvest Moon Drive from / to the north (EBL, SBR) are

reassigned as through movements (EBT, WBT) along the new intersection of King

Street West.

4 For the year 2021 sensitivity analysis along the Mayfield Road corridor, the corridor growth factor was applied over a 10 year period.


With the new connection of the westerly portion of King Street West and Highway 50

to be provided north of Bolton, it is assumed that 25% of the eastbound traffic

volumes heading into downtown Bolton along King Street West would divert towards

the north and use the new roundabout at King Street / Coleraine Drive to by-pass

Bolton. This represents approximately 70 and 85 trips during the morning and

afternoon peak hours, respectively.

Similar to the above, westbound traffic volumes along King Street West would by-pass

Bolton and use the northern extension of King Street West / Highway 50 to continue

travelling westbound. This represents approximately 85 trips during the morning and

afternoon peak hours.

All other existing volumes at the intersection of King Street West / Coleraine Drive are

reassigned to the new intersection of Harvest Moon Drive- King Street West /

Coleraine Drive, assuming the same travel patterns as existing.

Future diverted / reassigned background volumes are illustrated on Figure 5.

Future background traffic, which is the sum of existing, corridor growth, and the diverted

traffic layer, is illustrated on Figure 6.

Site

(-335)

-340(-65)

-100

-275

(-340)-200

(-110)

King Street

Healey Road

Mayfield Road

(15)5(180)55

Holland Drive

-65

(-20

5)-8

0(-

140)

65(3

70) 15

(5)

(160

)46

0(6

5)11

5

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70(85)405

(365)

85(85)

(455)

320

-15

(-10

0)

(-10

)-8

5

15(1

00)

(255

)20

5

(-55

)-1

5

(55)15(10)85

(250)255

65(40)-65(-40)

00

(00)

AM Peak Hour

PM Peak Hour


Proposed Traffic Signal

FUTURE BACKGROUND DIVERTED LAYER(PCU VOLUMES)


Figure 5

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King Street

Healey Road

Holland Drive

10(4

0)

(5)

50

0(5

) 10(5

)

(30)

65

(5)

5

(285)65(15)5

(75)10

160(80)0(5)

5(5)

(300)50(65)45

(55)1070

(270

)5(5

0)

125

(85)

(145

)40

5(5

0)40

(30)

25

165(90)15(15)

25(5)(0)0(10)10

(30)5

740

(198

0)11

5(1

45) 5

(10)

(935

)14

45(5

)10

(150

)27

5

0(15)70(345)

90(185)

(175)545(160)715

(15)15

(990

)17

95(2

0)10

(220

)20

5

200(275)210(255)

175(75)

985

(116

0)11

5(1

45) 14

5(5

20)

(90)

345

(30)

45

(235

)16

0

(10)

40(5

)15

(15)

30

345(530)250(190)

95(35)745(680)15(25)

10(5)

60(2

05)10

(85)

0(1

5)

0(2

0)0

(0) 10

(5)

(830)715(10)5

(25)10(520)510(10)10

(25)35

Mayfield Road

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(15)5(180)55

65(3

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(5)

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80(2

05)

(135

)22

0

15(1

00)

(255

)20

5

(55)15(10)85

(250)255

335(160)65(40)

50(4

10)

FUTURE BACKGROUND TRAFFIC VOLUMES(PCU VOLUMES)


Figure 6

00

(00)

AM Peak Hour

PM Peak Hour




4 . 4 F o r e c a s t S i t e T r a f f i c V o l u m e s

Future site traffic volumes were calculated by factoring existing baseline volumes (at the

Brampton Distribution Centre Facility) in proportion to the planned increase in employment

opportunities at the new site in Bolton.

Canadian Tire has confirmed that the total number of truck movements will remain the same

as per existing activity at their Brampton DC facility.

The directional orientation of new site generated traffic has been determined as follows:

Toronto Transportation Survey (TTS) data for employees; and,

Canadian Tire data of store loads and vendor pickups for trucks.

Site traffic was assigned to the area road network based on the foregoing parameters and

practical local routing assumptions.

4.4.1 Site Trip Generation

BA Group undertook a study of the existing Brampton Distribution Facility (2111 Steeles

Avenue West) located on the southeast corner of Bramalea Road and Steeles Avenue West.

Existing employee vehicle trip baseline volumes were counted during the morning and

afternoon peak periods on Tuesday, January 25, 2011 (6:00 to 9:00am and 3:00 to 6:00pm.

Volumes counted on this day are representative of an average day at this distribution centre.

Traffic volumes were also differentiated between the staff at the Brampton Distribution

Centre versus Transportation Operation staff, since separate accesses and parking facilities

are provided for each group.

BA Group also obtained extensive data documenting existing tractor trailer volumes (in and

out volumes) at the Brampton Distribution Centre for the following time periods:

average week (Monday to Friday, February 22-26, 2010);

3rd busiest week (Monday to Friday, May 10-14, 2010); and,

10th busiest week (Monday to Friday, June 7-11, 2010).

Confidential data provided by Canadian Tire confirms that DC trucking activity is well

distributed throughout the day, with peaks typically occurring outside of the traditional street

peak periods.


Based on a review of this data, (high) design hour tractor trailer in / out traffic volumes were

determined for the morning and afternoon street peak hours as well as a site peak hour. Input

provided by Canadian Tire staff indicated that bobtail traffic is estimated as an additional 45

percent of tractor trailer volumes – moving in the opposite directional orientation.

Existing morning and afternoon weekday street peak hour vehicular trips (expressed as PCU

equivalents) are summarized in Table 2 for the different categories of trips at the Brampton

Distribution Facility. Given the earlier shift change times of the Distribution Centre

employees, site traffic volumes are also shown for an afternoon site peak hour; i.e. 3:00 to

4:00pm. These higher afternoon site peak hour volumes clearly reflect governing two-way

traffic flow conditions for Distribution Facility staff5.

TABLE 2: EXISTING BRAMPTON DC TRIP GENERATION VOLUMES

Trip Category No. of

Employees In1 Out1 2-way1

Distribution Centre Employees2 (cars) 596 20 (15) [115] 15 (25) [70] 35 (40) [185]

Transportation Operations Employees3 254 60 (15) [30] 5 (85) [75] 65 (100) [105]

Tractor Trailers2 - 45 (40) [60] 30 (35) [45] 75 (75) [105]

Bobtails (Tractor with no trailer)2 - 10 (10) [15] 15 (10) [20] 25 (20) [35]

Total (PCU’s) - 135 (80) [220] 65 (155) [210] 200 (235) [430]

Notes: 1. xx (xx) [xx] – AM (PM) [Site Peak Hour]

Street peak hours: 7:00 to 8:00am and 4:00 to 5:00 pm. Afternoon site peak hour: 3:00 to 4:00 pm. 2. Distribution Centre employees work two extended shifts – a 5:45am to 3:00pm day shift and a 3:00pm to 1:45am

afternoon/evening shift. 3. Transportation Operations employees work between 8:00am to 5:00pm. 4. Refer to Table 1 for PCU equivalencies.

Future site traffic volumes are based upon the forecast employee volumes provided by

Canadian Tire. Baseline site traffic volumes were then increased proportionally to reflect

these changes. Distribution centre employee volumes are forecast to increase by 50 percent,

while Transportation Operation employees are forecast to increase by 25 percent.

5 Site traffic generation during an earlier morning site peak hour; i.e. 6:00 to 7:00 am are much lower than afternoon site peak hour volumes. Comparable inbound traffic flows for Distribution Centre staff may occur during a 5:00 to 6:00am hour, however overall background traffic volumes will be substantially reduced.


Table 3 summarizes future site traffic volumes factored up to reflect passenger car units

(PCU’s). Key findings follow:

Total street peak hour two-way traffic flow range from 245 to 285 vehicle trips.

Higher afternoon site peak hour volumes reflect the influence of an earlier shift

change time for Distribution Centre employees, with some overlap between departing

day shift and arriving afternoon / evening shift employees.

Street peak hour traffic volumes generated by the proposed DC are very modest due to

the following factors: (1) low overall employee density, (2) well distributed and early

shift times for certain staff, and (3) balanced truck movements throughout the day.

Weekday street peak hour traffic generation rates (2-way) for the proposed DC are

less than 2.0 trips per acre. This is less than one third of the traffic that could be

generated by other Warehouse (ITE LU Code 150)6 or Light Industrial (ITE LU Code

110), that have ITE traffic generation rates of the order of 6.0 to 7.0 trips per acre.

TABLE 3: FUTURE SITE TRAFFIC VOLUMES

Trip Category No. of

Employees In1 Out1 2-way1

Distribution Centre Employees (cars) 899 30 (25) [175] 25 (40) [105] 55 (65) [280]

Transportation Operations Employees

320 80 (20) [40] 10 (105) [95] 90 (125) [135]

Tractor Trailers (PCU’s)2 - 45 (40) [60] 30 (35) [45] 75 (75) [105]

Bobtails - tractor with no trailer (PCU’s)2 - 10 (10) [15] 15 (10) [20] 25 (20) [35]

Total Trips (PCU’s)2 165 (95) [290] 80 (190) [265] 245 (285) [555]

Notes: 1. xx (xx) [xx] – AM (PM) [Site Peak Hour]

Street peak hours: 7:00 to 8:00am and 4:00 to 5:00pm. Afternoon site peak hour: 3:00 to 4:00 pm. 2. Refer to Table 1 for PCU equivalencies.

An additional 5 to 10 directional vehicles (not trucks) inbound and outbound have been

assigned through the intersection of Holland Drive / Coleraine Drive to reflect the expected

low (off-peak) cab / truck driver vehicular volumes during the morning and afternoon peak

periods; i.e. utilizing their dedicated parking lot located on the northern portion of the site.

6 These reflect land use codes and traffic generation rates extracted from the 8th Edition of the Institute of Traffic Engineers (ITE) Traffic Generation Handbook.


4.4.2 Site Trip Distribution

Employee Trip Distribution

The 2006 Transportation Tomorrow Survey (TTS) database for Bolton zones with office /

industrial development were used to determine site employee orientation patterns. The

results are summarized in Table 4.

TABLE 4: EMPLOYEE TRIP DISTRIBUTION

Direction (To / From) Inbound Outbound

North – Coleraine Drive 16% 14%

North – Humber Station Road 5% 4%

North – The Gore Road 5% 0%

East – King Street East 7% 7%

East – Healey Road 5% 5%

South – Highway 50 9% 12%

South – Coleraine Drive 18% 28%

South – The Gore Road 8% 0%

West – Mayfield Road 18% 15%

West – Healey Road 3% 5%

West – King Street East 6% 10%

Figure 7 illustrates future employee site traffic volume assignments to the area road network.

Truck Trip Distribution

BA Group reviewed the truck routes and turning restrictions on area roads to determine the

most direct and logical trucking routes allowed by the Town and Region. As well, Canadian

Tire provided additional trucking information based upon store loads and vendor pickups in /

out of the Brampton Distribution Centre in 2009. This information was used to determine the

origin of truck movements throughout the Greater Toronto Area (GTA).

Based on the foregoing data sources, tractor trailer and bobtail truck volumes were

distributed onto the surrounding area road network as summarized in Table 5.

TABLE 5: TRACTOR TRAILER / BOBTAIL TRIP DISTRIBUTION

Direction (To / From) Inbound Outbound

North – Coleraine Drive 6% 6%

South – Highway 50 52% 52%

West – King Street East 10% 10%

West – Mayfield Road 32% 32%


Figure 8 illustrates tractor trailer and bobtail traffic volumes assignments to the area road

network.

4 . 5 F u t u r e T o t a l T r a f f i c V o l u m e s

The sum of existing, future background growth, forecast future employee site traffic and

tractor trailer / bobtail site traffic constitutes the future total traffic volumes adopted for

analysis herein. Figure 9 illustrates the resultant future total year 2016 traffic volumes.

Albi

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Site

King Street

Healey Road

Holland Drive

(5)

5

(15)5(5)0

(35)5

15(5)

40(1

5)10

(10)

(35)

5(3

5)5

(50)

10

5(5)15(10)

10(15)(0)5

15(5

)0(10)10(15)

(25)

10

0(10)

15(5

)5

(0)

(35)

10(1

0)0

(5)

5

(5)

0

20(10)

20(10)

25(1

5)

(5)5

(0)5

Mayfield Road

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5(5

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(5)

20

0(5

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(5)5

5(0)

(10)

30

(45)5(15)20

10(0)10(10)

(30)

20(1

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15(1

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(5)

25(1

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10(105)

55(1

5)

(0)5(5)15

[15]

[50]

[95]

[25]

[25]

[75]

[30]

[40][115]

[5][60]

TruckEntrance

TransportationOperationsEntrance

Dis

tribu

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Cen

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ntra

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5(1

0)10

(5)

5(10)

0(5)

EMPLOYEE SITE TRAFFIC VOLUMES(Transportation & Operations Building - PCU Volumes)


Figure 7

00

(00)

[00]

AM Peak Hour

PM Peak Hour

PM Site Peak Hour



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Healey Road

Holland Drive

45(4

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(40)

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20(15)

20(15)

(15)15

(25)25

Mayfield Road

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(10)

10

5(1

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45(4

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(10)

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5(10)40(40)

[10]

[10][55]

[65]

TruckEntrance

TRUCK & TRACTOR / BOBTAILSITE TRAFFIC VOLUMES(PCU Volumes)


Figure 8

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(00)

[00]

AM Peak Hour

PM Peak Hour

PM Site Peak Hour



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Healey Road

Holland Drive

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0)

(5)

50

0(5

) 10(5

)

(35)

70

(5)

5

(300)70(20)5

(110)15

175(85)0(5)

5(5)

(300)55(65)45

(60)2515

5(3

25)15

(60)

125

(85)

(220

)45

0(6

5)45

(80)

35

170(95)30(25)

35(20)(0)5(10)10

(30)5

740

(198

0)13

0(1

50) 5

(10)

(935

)14

45(5

)10

(150

)27

5

0(25)70(350)

100(200)

(175)545(160)715

(15)15

(101

5)18

05(2

0)10

(220

)20

5

200(275)210(255)

200(110)

1000

(116

5)14

5(1

70) 14

5(5

20)

(125

)35

5(6

5)70

(255

)18

0

(10)

40(5

)15

(20)

30

345(530)290(215)

95(35)785(705)15(25)

10(5)

85(2

20)10

(85)

0(1

5)

0(2

0)0

(0) 10

(5)

(850)735(10)5

(25)10(520)510(10)10

(50)65

Mayfield Road

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Moon DriveHarvest

90(2

20)

(150

)25

0

15(1

05)

(255

)20

5

(55)15(15)90

(250)255

340(160)65(40)

50(4

10)

(15)5(180)55

70(3

80) 15

(5)

(170

)49

0(6

5)11

5

Car

s O

nly

(425)85(15)20

245(115)10(10)

(30)

20(1

0)5

150

(355

)

(5)

25(2

40)

525

10(105)

55(1

5)

55(4

5)

5(10)45(50)

(10)

10

FUTURE TOTAL TRAFFIC VOLUMES(PCU Volumes)


Figure 9

00

(00)

AM Peak Hour

PM Peak Hour




5 . 0 T r a n s p o r t a t i o n E v a l u a t i o n

5 . 1 B a s i s o f E v a l u a t i o n

Signalized and unsignalized intersection traffic operations analysis has been undertaken using

the Synchro (version 7.0) capacity analysis software in accordance with the Region of Peel’s

Regional Guidelines for Using Synchro – Version 7.73 Rev 8 revised in December 2010.

Capacity analyses were undertaken during the morning and afternoon peak hours under

existing, future background and future total conditions.

Analyses have been undertaken in accordance with the methodologies outlined in the

Highway Capacity Manual (HCM), which provides a ‘level of service’ (LOS) indicator for each

turning movement / approach at the intersection. The LOS provides a measure of the average

delay that a motorist may experience when travelling through an intersection and ranges

from LOS A (little delay) to LOS F (extended delay). A complementary measurement also

provided is a ‘volume-to-capacity’ (V/C) ratio for each movement, which provides a relative

measure of the demand volume to capacity available to process that demand. A V/C ratio of

1.0 reflects ‘at-capacity’ conditions.

Existing signal cycle lengths and timings were provided by the Town of Caledon and the

Region of Peel and were used as a basis for analysis. Beginning with future background traffic

volume scenarios, optimization of signal phasing and timing parameters is adopted.

Figure 10 illustrates the existing lane configurations within the study area which have been

used under the existing analysis. Figure 11 illustrates proposed lane configurations based

upon the follow parameters:

King Street West / Coleraine Drive is realigned based upon the extension of the Bolton

Arterial Road (BAR) north of Harvest Moon Drive.

An east approach is added at the intersection of Harvest Moon Drive / new King Street

East.

Capacity constraints at certain intersections under future background traffic

conditions dictate that additional planned improvements be implemented earlier than

projected capital works timings.

One site access driveway is introduced along Healey Road and two site access

driveways are introduced along Coleraine Drive, the northerly one representing the

fourth (west) leg of the Coleraine Drive / Holland Drive intersection.

Proposed lane configurations have been implemented from future background traffic analyses

and carried forward to future total traffic analyses.

Site

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King Street

Healey Road

Mayfield Road

Holland Drive

Harvest Moon Drive


EXISTING LANE CONFIGURATION


Figure 10

Site

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King Street

Healey Road

Mayfield Road

Holland Drive

Moon DriveHarvest

Existing

Proposed



PLANNED LANE CONFIGURATION


Figure 11


Consistent with the objectives of this report, a full traffic evaluation is conducted during the

weekday morning and afternoon commuter peak hours for year 2016 (5 years hence). As well,

three sensitivity analyses are undertaken as follows:

A Saturday midday analysis at the Highway 50 / Mayfield Road intersection to confirm

governing design hour conditions;

A weekday site peak hour analysis, to confirm site access requirements; and,

Selective additional analyses for an extended 2021 time horizon (10 years hence).

The following sections discuss the results of the operational analyses by key intersections

within the study area. Only individual through movements with a V/C ratio greater than or

equal to 0.85 or turn movements with a V/C ratio greater than or equal to 1.0 have been

highlighted in the following sections. Intersection capacity summary sheets and detailed

intersection capacity analyses worksheets are provided in Appendix C.

5 . 2 S i g n a l i z e d I n t e r s e c t i o n A n a l y s i s

5.2.1 Mayfield Road / Albion Vaughan Road / Highway 50 (2016)

Summary weekday morning and afternoon peak hour analysis results for the Mayfield / Albion

Vaughan / Highway 50 intersection can be found in Table 6.

Under existing conditions, the intersection has a V/C ratio of 1.12 and 0.55 during the

morning and afternoon peak hour, respectively. During the morning peak hour, the eastbound

and westbound left turns operate at a V/C level of 1.50 and 1.51, respectively and the

southbound through volume operates at a V/C of 1.00. In practical terms V/C ratios

exceeding 1.0 cannot occur. These high morning V/C ratios thus reflect at or near capacity

operation, where the traffic saturation flow rates through the intersection exceed typical

criteria.

Under future background traffic conditions, improvements to this intersection are clearly

warranted. Recommended improvements include the addition of dual left turn lanes in both

the eastbound and westbound direction and optimized signal timings. As well, an additional

southbound through lane and a westbound shared through / right lane have been added to

optimize intersection capacity. The dual left turn lanes and additional southbound through

lane are consistent with the proposed widening of Highway 50 south of (through) Mayfield

Road in 2017 from a 4-lane road to a 6-lane road, as per York Region and Peel Region’s 10-

year road construction plan. The addition of a westbound shared through / right lane is

consistent with the Region’s proposed widening of Mayfield Road in 2019 from a 2-lane road

to a 4-lane road. This latter improvement might also be incorporated with the Region’s

earlier north-south Highway 50 widening.


Under future background conditions (with the proposed road improvements), the intersection

operates acceptably, with significantly improved overall V/C ratios of 0.84 during the morning

peak hour and 0.62 during the afternoon peak hour.

Under future total conditions (with identical signal timings as per future background

conditions), the summary intersection V/C ratio is similar during the morning peak hour and

increases slightly to 0.68 during the afternoon peak hour. The addition of new site traffic

does not materially affect overall intersection operations.

TABLE 6: MAYFIELD / ALBION VAUGHAN / HIGHWAY 50 ANALYSIS

Intersection Movement

Existing Traffic1 Future Background Traffic1,2 Future Total Traffic1,2

V/C Delay(s) LOS V/C Delay(s) LOS V/C Delay(s) LOS

EBL 1.50

(0.72) 316.4 (46.1)

F (D)

0.81 (0.65)

73.3 (56.1)

E (E)

0.62 (0.80)

56.6 (68.9)

E (E)

SBT 1.00 (0.41)

59.4 (11.1)

E (B)

0.87 (0.32)

27.7 (8.3)

C (A)

0.89 (0.32)

38.0 (8.7)

D (A)

WBL 1.51 (0.60)

283.3 (29.7)

F (D)

0.89 (0.62)

57.6 (59.9)

E (E)

0.92 (0.69)

61.7 (65.7)

E (E)

OVERALL 1.12

(0.55) 85.3

(17.6) F

(B) 0.84

(0.62) 35.4

(23.1) D

(C) 0.81

(0.68) 41.2

(23.4) D

(C)

Notes: 1. xx (xx) – AM (PM) 2. With improvements as noted.

5.2.2 Healey Road / Queen Street South / Highway 50

Overall morning and afternoon peak hour analysis results for the Healey Road and Queen

Street South (Highway 50) intersection are summarized in Table 7.

Under existing conditions, the intersection affords good levels of service, with V/C ratios of

0.52 and 0.73 during the morning and afternoon peak hours.

Under future background traffic conditions, signal timings have been optimized. Good levels

of service are maintained, with overall V/C ratios of 0.56 and 0.78 during the morning and

afternoon peak hours.

Under future total traffic conditions, overall intersection V/C ratios remain unchanged during

the morning peak hour and increases slightly to 0.79 during the afternoon peak hour. Site

traffic thus has a negligible impact at this intersection


TABLE 7: HEALEY / QUEEN STREET SOUTH / HIGHWAY 50 ANALYSIS


Existing Traffic1 Future Background Traffic1 Future Total Traffic1


NBT 0.27

(0.78) 6.4

(18.6) A

(B) 0.29

(0.86) 6.2

(17.2) A

(B) 0.29

(0.86) 5.2

(17.9) A

(B)

OVERALL 0.52

(0.73) 14.8

(23.1) B

(C) 0.56

(0.78) 16.2

(21.5) B

(C) 0.56

(0.79) 16.7

(22.4) B

(C)

Notes: 1. xx (xx) – AM (PM)

5.2.3 Other Signalized Intersections

Other signalized intersections in the study area include the following:

King Street West / Coleraine Drive (under existing conditions only);

Harvest Moon Drive / new King Street West connection / Coleraine Drive (under future

background and future total conditions only);

Healey Road / Coleraine Drive; and,

Mayfield Road / Coleraine Drive.

Overall morning and afternoon peak hour analysis results can be found in Table 8.

Under existing conditions, these intersections afford good levels of service, with overall V/C

ratios of 0.40 and 0.33 (or better) during the morning and afternoon peak hours, respectively.

Under background traffic conditions (with existing signal timings), overall good intersection

operations are maintained, with summary V/C ratios of 0.47 and 0.42 (or better) during the

morning and afternoon peak hours, respectively.

Under future total conditions, overall intersection V/C ratios are 0.54 (or better) during the

morning peak hour and 0.43 (or better) during the afternoon peak hour. Modest site traffic

impacts can thus be accommodated while maintaining good levels of service. No

improvements are warranted or recommended.


TABLE 8: OTHER SIGNALIZED INTERSECTION OVERALL ANALYSIS

Intersection



King Street West / Coleraine Drive

0.23 (0.32)

9.6 (13.6)

A (B)

- (-)

- (-)

- (-)

- (-)

- (-)

- (-)

Harvest Moon Drive / Coleraine Drive

- (-)

- (-)

- (-)

0.27 (0.42)

16.6 (11.9)

B (B)

0.29 (0.47)

23.8 (20.2)

C (C)

Healey Road / Coleraine Drive

0.25 (0.33)

12.6 (15.7)

B (B)

0.26 (0.34)

12.5 (15.5)

B (B)

0.29 (0.36)

13.5 (14.5)

B (B)

Mayfield Road / Coleraine Drive

0.40 (0.28)

20.2 (20.6)

C (C)

0.47 (0.32)

20.6 (20.9)

C (C)

0.54 (0.37)

21.5 (21.5)

C (C)

Notes: 1. xx (xx) – AM (PM)

5 . 3 U n s i g n a l i z e d I n t e r s e c t i o n A n a l y s i s

5.3.1 Mayfield Road / Humber Station Road / Clarkway Drive

The intersection of Mayfield Road and Humber Station Road / Clarkway Drive has a north-

south jogged configuration, where the Humber Station Road (north) approach is slightly

offset (approximately 25 metres) east of the Clarkway Drive (south) approach. The minor

north-south approaches operate under two-way STOP control.

Under existing conditions, the minor north-south approaches operate at LOS E (or better)

during the morning peak hour and at LOS D (or better) during the afternoon peak hour. Field

observations of existing conditions confirm the following operations:

Traffic approach volumes on the north-south (stop controlled) legs are relatively small

– in the range of 85 vehicles or less.

Some northbound/southbound crossing movements occur as a two-stage manoeuvre –

where a vehicle first turns right onto Mayfield Road and then waits for a gap in the

opposing flow on Mayfield Road to complete their ‘through’ movement as a left turn.

This affords additional capacity beyond the reported results for an aligned (single

stage) through manoeuvre.

Single lane northbound / southbound approaches are assumed, notwithstanding

observed intermittent occurrences of two vehicles side by side.

Given the foregoing operational factors, reported levels of service for the north-south

approaches are thus ‘worst case’.

Two-stage north-south through movements do contribute to intermittent use of the

paved shoulder on Mayfield Road by east-west through traffic to by-pass queued left

turning vehicles.

Observed minimal queuing and delay on the northbound / southbound approaches

reflect acceptable operations.


With the addition of background traffic, the southbound approach operates at a level of

service (LOS) F, with a reported delay of 57 seconds and a V/C ratio of 0.57. During the

afternoon peak hour, the northbound approach operates at LOS E with a delay of 43 seconds

and a V/C ratio of 0.21.

Under future total traffic conditions, during the morning peak hour the southbound approach

continues to operate at LOS F with a delay of 66 seconds and a V/C ratio of 0.62. During the

afternoon peak hour, the northbound approach continues to operate at LOS E with a delay of

46 seconds and a V/C of 0.22.

Under future conditions, the minor (north-south) approaches at this intersection will have

sufficient capacity. They will continue to operate acceptably, albeit with increasing delays,

due mostly to increasing through traffic along Mayfield Road. No improvements are

warranted or recommended based on the addition of site traffic.

5.3.2 Other Unsignalized Intersections

Other unsignalized intersections in the study area include the following:

Harvest Moon Drive / Coleraine Drive (existing conditions only)

Healey Road / Humber Station Road

Under existing conditions, minor (Stop-controlled) approaches at these intersections operate

at LOS B (or better) during the morning peak hour and at LOS D (or better) during the

afternoon peak hour. With the addition of background traffic and new site traffic, these

intersections continue to operate acceptably at LOS D (or better).

5 . 4 S i t e A c c e s s A n a l y s i s

Three site access points have been evaluated as follows:

addition of a west leg to the signalized intersection of Holland Drive / Coleraine Drive

for trucks only (no east / west through movements allowed)

a driveway onto Coleraine Drive located approximately 180 metres south of the

intersection of Holland Drive / Coleraine Drive for Transportation Operations Facility

staff and visitors

a driveway onto Healey Road located approximately 565 metres west of the

intersection of Healey Road / Coleraine Drive for the Distribution Centre staff and

visitors


Truck Access (at Coleraine / Holland intersection)

Trucking activities are to take place at the intersection of Holland Drive and Coleraine Drive.

Under existing conditions, this intersection is a ‘T’-intersection which is STOP-controlled.

Figure 12 illustrates a recommend functional design configuration for adding the site truck

driveway as the west approach to the Coleraine / Holland intersection. Key design elements

are described as follows:

The site access driveway is (necessarily) slightly offset from Holland Drive.

Given the slight east-west offset and prevailing truck restrictions on Holland Drive,

east-west through movements can effectively be restricted.

A single wide egress lane will suffice. Sufficient width is provided to develop multiple

inbound queuing lanes and accommodate turning paths for the largest (future

potential) A-train commercial vehicles.

The (recently) widened Holland Drive approach is striped to accommodate two

westbound approach lanes and a wide single receiving lane.

Provide a northbound left turn lane queue storage length of at least 60 metres to

accommodate two semi-trailer vehicles.

Provide a (typical) daylight easement at the intersection on the west approach to

support future signalization.

Analysis of this intersection indicates that it could operate acceptably under side street

STOP-control. Although signal warrants are not met by the near-term traffic forecasts set

out herein, it is recommended that consideration be given to signalization of this intersection.

Key benefits would include: (1) enhanced accessibility for existing Holland Drive businesses,

(2) reduced conflicts between slower-moving (Canadian Tire Corporation) large trucks and

through traffic along Coleraine Drive, and (3) reduced conflicts between eastbound /

westbound left turns by signalized control as separate east / west sub-phases7.

7 Detection loops in the site driveway would limit the extent and duration of the eastbound (site egress) phase.

HO

LLA

ND

DR

IVE

COLERAINE DRIVE

HO

LLA

ND

DR

IVE

COLERAINE DRIVE

HO

LLA

ND

DR

IVE

COLERAINE DRIVE

HO

LLA

ND

DR

IVE

COLERAINE DRIVE

HO

LLA

ND

DR

IVE

COLERAINE DRIVE


Transportation Operations Facility Access (Coleraine Drive)

As the transportation operations facility operates separately from the distribution centre, a

separate parking area has been provided for staff and visitors of this building. It is proposed

that an access be provided onto Coleraine Drive approximately 180 metres south of the

Holland Drive / Coleraine Drive intersection. This intersection affords sufficient spacing from

Holland Drive to the north to meet Peel Region criteria for a partial movement driveway. The

closest existing driveway to the south (on the east side of Coleraine Drive) is located

approximately 300 metres further south, thus not prejudicing future all movements access at

this location. Future operations were thus evaluated as a three-movement driveway, with

(eastbound) left turn egress movements restricted.

An existing Town of Caledon by-law seeks to limit introduction of new (private) driveways

onto Coleraine Drive in order to protect its through arterial road function. The proposed

driveway is considered to be appropriate due to the following considerations:

The consolidated DC site has an extensive frontage on Coleraine Drive – more than

1050 metres

As part of the application, six (6) existing driveways onto Coleraine Drive will be

closed.

The proposed driveway location will fully meet Peel Region access guidelines and pose

no operational conflicts with other existing driveways.

Security and operational issues related to the main truck entrance opposite Holland

Drive dictate provision of a separate access for Transportation Operations Facility

employees and visitors.

The volume of traffic will be modest and limited by the size of the parking lot.

The partial movement configuration (restricted left run egress) will ensure

maintenance of good levels of service under unsignalized operation.

Supportive channelization will be implemented as part of the Site Plan Approval

process to restrict the left turn egress movement.

As noted in Appendix C, this driveway will operate well under STOP-control, at LOS B during

the busiest afternoon peak hour. A single approach lane will suffice given the restricted right

turn egress orientation to the south.

This driveway provides access to approximately 208 parking spaces for staff and visitors for

this building. Using the MTO left turn warrant criteria (as found in Appendix D), it was

determined that a left turn lane is required to accommodate inbound traffic, especially during

the morning peak hour when the majority of the traffic volumes are heading into the site. A

nominal minimum left turn storage dimension of 30 metres is recommended. This will require

a minor widening of Coleraine Drive.


Distribution Centre Access (Healey Road)

In order to accommodate the Distribution Centre staff and visitors, a separate parking area

consisting of approximately 632 spaces is provided on the south side of the site; i.e. near the

northwest corner of the Healey Road / Coleraine Drive intersection. The entrance of the

parking area is located approximately 565 metres west of the Healey Road / Coleraine Drive

intersection. This intersection is well spaced from Coleraine Drive and acceptable driver

sightlines are available looking to the east and west along Healey Road. Using the MTO left turn warrant criteria (as found in Appendix D), it was determined that a

left turn lane is not required to be provided on Healey Road.

5 . 5 S e n s i t i v i t y A n a l y s e s

Three sensitivity analyses have been undertaken as follows:

A Saturday midday analysis was completed at the key Mayfield /Highway 50

intersection to confirm design day requirements.

Site peak hour traffic generation is not all concurrent with street peak hour volumes.

For example, distribution centre employees work on two shifts – 5:45 am to 3:45 pm

and 3:45 pm to 1:45 am. Where significant differences were noted, site access

driveways were re-evaluated under peak site traffic flows.

Partial supplemental analyses were prepared for a 2021 horizon year; i.e. after the

proposed DC has been open for 10 years based on additional corridor growth

allowances.

5.5.1 Saturday Midday Analysis

Existing Saturday midday volumes were counted on Saturday, March 26, 2011 and compared

with the weekday morning and afternoon peak hour traffic volumes. Along Highway 50,

Saturday volumes are approximately one-third to one half less than weekday volumes. This

pattern is similarly reflected along Mayfield Road / Albion Vaughan Road.

Saturday analysis of the intersection of Highway 50 and Mayfield Road / Albion Vaughan

Road is provided in Appendix E. The results confirm that Saturday midday traffic operations

are significantly improved compared to the busiest weekday conditions. As a result, no

further analysis of traffic operations during Saturday midday conditions was undertaken since

this design hour clearly does not govern.


5.5.2 Site Peak Hour Analysis

The majority of staff at the Transportation Operations Facility work between 8:00 am and

5:00 pm. These travel patterns generally coincide with both the morning and afternoon street

peak hours, hence no supplemental evaluation is required.

However Distribution Centre staff shifts occur at 5:45 am to 3:45 pm and 3:45 pm to 1:45

am. This was confirmed in the base traffic counts conducted at the existing Brampton DC

facility. For example, peak afternoon site traffic volumes occurred between 3:00pm to

4:00pm, when there is an overlap in shift changes.

In order to better understand the impacts of the afternoon site peak hour volumes, analysis

was undertaken at the Distribution Centre (Healey) site driveway with site peak volumes

entering / exiting the site and with background traffic volumes along Healey Road estimated

at 80 percent of street peak volumes. Analysis of this site driveway under peak afternoon site

traffic conditions confirms that it will continue to function at LOS C or better (see Appendix

E).

The need for introduction of an exclusive eastbound left turn lane on Healey Road was further

reviewed based on afternoon site peak hour traffic flows. The MTO left turn warrant criteria

confirmed that a left turn lane on Healey Road is still not warranted (see Appendix D).

5.5.3 2021 Horizon Year

A sensitivity analysis was undertaken to assess the need for any supplemental road

improvements along the Mayfield Road corridor based on an extended 10 year time horizon

(2021). Intersection analyses were undertaken at the key Coleraine Drive / Mayfield Road

and Highway 50 / Mayfield Road / Albion Vaughan Road intersections. Additional background

corridor traffic growth was applied consistent with the procedures noted herein. Resultant

future total traffic volumes and analysis results are provided in Appendix E.

Key findings for the 2021 time horizon are summarized as follows:

The Highway 50 / Mayfield Road / Albion Vaughan Road intersection continues to

operate acceptably, with overall V/C ratios of 0.86 during the morning peak hour and

0.66 during the afternoon peak hour.

The Coleraine Drive / Mayfield Road intersections continue to operate well, with

overall V/C ratios of 0.63 during the morning peak hour and 0.44 during the afternoon

peak hour.

No further improvements are warranted or recommended based on the foregoing year 2021

analyses.


6 . 0 S i t e P a r k i n g R e v i e w The Distribution Centre parking is to be provided on the southern portion of the lot, with its

access on Healey Road located approximately 565 metres west of Coleraine Drive. It is

proposed that a total of approximately 632 parking spaces will be provided within this parking

lot. Based upon the existing parking demand at the Brampton Distribution Centre (2111

Steeles Avenue) and forecast employees, this supply is appropriate and will provide enough

parking for both employees and visitors.

The Transportation Operations parking is to be accessed from Coleraine Drive, approximately

180 metres south of the intersection of Coleraine Drive and Holland Drive. Based upon the

current plan, approximately 208 parking spaces are to be provided. However, based upon

existing counts at the Brampton Distribution Centre, and the growth in employees in the

future, it is suggested that 375 parking spaces be supplied in order to better accommodate

the growth in employees.


7 . 0 C o l l i s i o n A n a l y s i s Current traffic safety issues within the study area were reviewed. The Region of Peel provided

a total of 5 years of collision data from 2005 to 2009 at the following intersections (collision

data are attached in Appendix F):

Highway 50 / Queen Street South and Healey Road Highway 50 / Queen Street South and Mayfield Road Mayfield Road and Coleraine Drive Mayfield Road and Humber Station Road / Clarkway Drive

The collision data were summarized to identify higher incident locations and reviewed to

provide a general determination of potential safety issues within the study area.

For collisions at intersections, an average number of collisions were calculated as well as a

(normalized) collision rate. The collision rate (CR) was based on the number of collisions per

million vehicles entering the intersection (MVE). Intersection CR’s were then compared to

other published data to identify critical intersections that may warrant more in depth study.

Intersection collision rate findings and calculations are summarized in Table 9. Based on a

review of these results, no intersections registered as having critical collisions rates; i.e.

exceeding benchmark criteria. On this basis, no further safety evaluation was undertaken.

TABLE 9: COLLISION EVALUATION FOR INTERSECTIONS

Intersection1 2005 2006 2007 2008 2009 Avg. No.

Collisions per Year

Avg. Collision Rate

(col/MVE)2

Highway 50 (Queen Street) / Healey Road

4 (0.37)

6 (0.55)

6 (0.55)

12 (1.10)

5 (0.46)

6.6 0.61

Highway 50 (Queen Street) / Mayfield Road

17 (1.19)

11 (0.77)

13 (0.91)

16 (1.12)

14 (0.98)

14.2 0.99

Mayfield Road / Humber Station Road / Clarkway Drive

6 (1.25)

1 (0.21)

2 (0.42)

2 (0.42)

2 (0.42)

2.6 0.54

Mayfield Road / Coleraine Drive

7 (1.16)

3 (0.50)

2 (0.33)

4 (0.66)

3 (0.50)

3.8 0.63

Notes: 1. Critical Intersections are defined as intersections with Collision Rate greater than 1.5 for one year or greater than 1.0 for three

consecutive years, based on reference to thresholds established in Halton Traffic operations Study, dated February 1997. 2. 00 (00) – Number of collisions (Collision Rate = No. of Collisions per Million Vehicles Entering or MVE) Collision Rate (CR) calculated by the following equation: CR = A * 10^6 / (365 * V) where: - A is average number of collisions or number of collisions in any given year - V is annual average daily traffic volume entering intersection, which is estimated to be 10 times the average am/pm peak hours

- Note: All CR’s are calculated using 2010-2011 traffic data and hence may be modestly understated for prior years


8 . 0 S u m m a r y a n d C o n c l u s i o n s BA Group has been retained by Canadian Real Estate Limited (CTREL) to prepare a

Transportation Impact Study in support of a proposed distribution centre (DC) to be located

in the Town of Caledon. The new DC will be located on the west side of Coleraine Drive,

between Healey Road and Holland Drive. It will replace an existing Brampton facility located

southeast of the Bramalea Road / Steeles Avenue intersection.

The proposed DC comprises a total building area of approximately 141,534 square metres

(1.523 million square feet) on the approximate 73.1 hectare (181 acre) site. A total of 273

loading dock positions are provided. There is also the potential to accommodate up to 1,718

tractor trailer storage positions with 500 chassi positions and 1,616 containers (stacked 3 to

5 high).

Vehicular access is proposed as follows:

A separate truck access is proposed at the north end of the site, opposite the Holland

Drive intersection on Coleraine Drive.

A separate approximate 632-space lot is provided for distribution centre staff and

visitors, located at the south site limit. Access to the distribution centre parking lot is

proposed via a driveway onto Healey Road located approximately 565 metres west of

Coleraine Drive.

A separate approximate 208-space lot is provided for transportation operations

employees and visitors near the northeast site limit. Access to the transportation

operation lot is proposed via a driveway onto Coleraine Drive located approximately

180 metres south of Holland Drive.

A separate approximate 200-space lot is provided for truck cab parking as well as cab /

vendor drivers only and is located on the northern limit of the site. Access to this

parking lot is proposed via the proposed signalized intersection at Holland Drive /

Coleraine Drive.

The Town of Caledon recently completed a major transportation planning study in support of

a south-westerly expansion of the Bolton urban area to accommodate additional employment

uses (the “Paradigm Traffic Study”). The subject site is entirely included within the expansion

area. It occupies the entire block between Holland Drive and Healey Road and thus

represents a significant approximate 30 percent proportion of the newly designated

employment lands.


The Town of Caledon is currently preparing a Transportation Master Plan Study (the “TMP

Study”) to further detail the road requirements to support its urban boundary expansion. An

integral component of the Town’s ongoing TMP Study will be to prepare updated long range

(likely year 2031) traffic forecasts. The scope of this report is focussed on specific

transportation issues related to introduction of the proposed distribution centre. The detailed

site-specific traffic forecasts and findings provided in this study can thus provide useful

inputs to the TMP Study.

Key transportation findings are summarized as follows:

1. Key design hours for evaluation of the area road network are the weekday morning and

afternoon street peak hours. A Saturday midday analysis was completed at the key

Mayfield /Highway 50 intersection to confirm that Saturday midday traffic operations

are significantly improved and hence do not reflect governing conditions.

2. Given the earlier shift change times of the Distribution Centre employees site

driveway operations are also reviewed for an afternoon site peak hour; i.e. 3:00 to

4:00pm. These higher afternoon site peak hour volumes clearly reflect governing two-

way traffic flow conditions for Distribution Facility staff.

3. The primary horizon year for road network evaluation was 2016, reflecting opening

day conditions. To assess the need for any supplemental road improvements along the

key Mayfield Road corridor, a sensitivity analysis was undertaken based on an

extended 10 year time horizon (2021).

4. To serve the new employment lands in southwest Bolton, the Paradigm Traffic Study

conceptually illustrates a new North-South Collector Road, extending between Holland

Drive (extended) and Mayfield Road. This new road would generally be aligned along

the westerly limits of the new employment lands, including the subject site. This study

makes no allowance for the segment of the North-South Collector north of Healey

Road due to the following factors:

(i) The subject site occupies virtually the entire block of (future) designated

employment lands. Satisfactory vehicular site access can be provided from

existing streets and without requiring multiple access to Coleraine Drive.

(ii) No further extensions north of (extended) Holland Road are contemplated.

(iii) There is apparent very limited development potential for the lands west of the

site; i.e. over to Humber Station Road; due to the presence of significant

woodlots and other environmental features. This limits the potential need for

future access to such lands from this N-S Collector segment.


5. To serve the new employment lands in southwest Bolton, the Paradigm Traffic Study

conceptually illustrates a westerly extension of Holland Drive, from its present

terminus at Coleraine Drive, across the north limit of the subject site and connecting

to the North-South Collector (and potentially over to Humber Station Road). This

study makes no allowance for the westerly extension of Holland Drive due to the

following factors:

(i) Without a connection to the North-South Collector, there is limited network

continuity benefit.

(ii) At Coleraine Drive, Holland Drive is slightly offset from the north property

limit of the subject site. Satisfactory east-west alignment of a pubic road

would likely require property acquisition from multiple landowners.

(iii) There is apparent very limited development potential for the lands west of the

site; i.e. over to Humber Station Road; due to the presence of significant

woodlots and other environmental features. This limits the potential benefits

of any further westerly extension.

6. Total street peak hour two-way traffic flows (expressed as passenger car equivalents)

generated by the proposed DC range from 245 to 285 vehicle trips. These traffic

volumes are very modest due to the following factors: (1) low overall employee

density, (2) well distributed and early shift times for certain staff, and (3) balanced

truck movements throughout the day. By way of comparison, these site traffic flows

are less than one third of the traffic that could be generated by other typical

warehouse or light industrial land uses, as per ITE 8th edition trip generation rates.

7. Under existing conditions, the Mayfield / Highway 50 signalized intersection operates

at or near capacity during the governing morning peak hour. Future background traffic

conditions five years hence dictate the need for improvements to this intersection.

Recommended improvements for the background traffic conditions include the

following:

(i) Add dual left turn lanes in both the eastbound and westbound direction.

(ii) Optimize signal timings.

(iii) Add an additional southbound through lane and a westbound shared through /

right lane.

These improvements are consistent with the planned Peel Region improvements for

widening Highway 50 and Mayfield Road in the 2017 to 2019 time horizon. The

addition of new site traffic does not materially affect overall intersection operations at

this intersection.


8. Acceptable traffic operations are maintained at all other study area intersections

under forecast 2016 traffic conditions. No improvements are warranted or

recommended.

9. Supplemental intersection analyses were undertaken at the key Coleraine Drive /

Mayfield Road and Highway 50 / Mayfield Road / Albion Vaughan Road intersections

for a ten year time horizon (2021). Other than those identified under the 2016 time

horizon, no further improvements are warranted or recommended.

10. A functional plan has been prepared for the site truck driveway on Coleraine Drive

opposite Holland Drive. Key design features are summarized as follows:

(i) Given the slight east-west offset and prevailing truck restrictions on Holland

Drive, east-west through movements can effectively be restricted.

(ii) A single wide egress lane plus multiple inbound queuing lanes can well

accommodate turning paths for the largest (future potential) LCV commercial

vehicles.

(iii) Provide a northbound left turn lane queue storage length of at least 60 metres

to accommodate two semi-trailer vehicles.

(iv) Provide a (typical) daylight easement at the intersection on the west approach

to support future signalization.

11. While the Coleraine Drive / Holland Drive – site driveway could operate acceptably

under side street STOP-control, it is recommended that consideration be given to

signalization of this intersection. Key benefits would include:

(i) Enhanced accessibility for existing Holland Drive businesses.

(ii) Reduced conflicts between slower-moving (Canadian Tire Corporation) large

trucks and through traffic along Coleraine Drive.

(iii) Reduced conflicts between eastbound / westbound left turns by signalized

control as separate east / west sub-phases.

12. The proposed Transportation Operations employee / visitor driveway onto Coleraine

Drive is located approximately 180 metres south of Holland Drive and approximately

300 metres north of the closest existing driveway on Coleraine Drive (east side). This

location fully meets Peel Region access guidelines for a partial movement driveway

(eastbound left turn egress restricted) and poses no operational conflicts with other

existing driveways. This driveway will effectively ‘replace’ six (6) existing driveways

onto Coleraine Drive that will be closed. Appropriate channelization will be

implemented to restrict the left-out movement.


This driveway will operate well under STOP-control with a single lane approach. A

minor widening of Coleraine Drive is recommended in order to introduce a northbound

exclusive left turn lane with a nominal storage dimension of 30 metres.

13. The Distribution Centre employee / visitor driveway on Healey Road is well spaced

from Coleraine Drive and acceptable driver sightlines are available looking to the east

and west along Healey Road. Based on MTO left turn warrant criteria, introduction of

an exclusive eastbound left turn lane is not warranted on Healey Road.

14. Current traffic safety issues within the study area were reviewed based on 5 years of

collision data provided by Peel Region. Collision rates (CR’s) based on the number of

collisions per million vehicles entering the intersection (MVE) were calculated and

compared to other published data. No intersections registered as having critical

collisions rates; i.e. exceeding benchmark criteria. On this basis, no further safety

evaluation was undertaken.

Based on the findings of this report, the proposed Canadian Tire Distribution Centre

development can be reasonably accommodated on the study area road network.

P r o j e c t B o l t o n

APPENDIX A: Supplemental F igures


Appendix Figure A1

RemnantParcel

Site


Appendix Figure A2

Assumed Option 1 Road NetworkSource: "South Albion - Bolton Community Plan Employment Lands TIS Part A.

Existing Conditions, Constraints & Opportunities" August 2010.

Site


APPENDIX B: Histor ical Growth

Regression Analysis

Intersection: Mayfield and Highway 50

YEAR NB SB 2-WAY EB WB 2-WAY TOTAL2003.659 948 1281 2229 284 705 989 32182007.798 1420 2208 3628 732 1760 2492 61202009.444 1039 1474 2513 304 808 1112 36252010.261 1029 1758 2787 475 1111 1586 43732011.153 911 1407 2318 318 735 1053 3371


% of growth/year -0.47% 1.45% 0.65% 1.12% 0.60% 0.75% 0.68%



% of growth/year -0.23% 6.95% 1.79% 2.91% 5.27% 3.71% 2.17%

AM PEAK HOUR VOLUMES

REGRESSION OUTPUT VOLUMES

PM PEAK HOUR VOLUMES


6788.03.02 Regression - Mayfield-Hwy50.xls 16/03/2011 5:54 PM

Highway 50 and Mayfield Volume History - AM Peak Hour

0

500

1000

1500

2000

2500

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Year

Vo

lum

e (

ve

h)

AM - NB

AM - SB

AM - EB

AM - WB

Linear (AM - NB)

Linear (AM - WB)

Linear (AM - EB)

Linear (AM - SB)

Highway 50 and Mayfield Volume History - PM Peak Hour

0

500

1000

1500

2000

2500

3000

3500

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Year

Vo

lum

e (v

eh)

PM - NB

PM - SB

PM - EB

PM - WB

Linear (PM - WB)

Linear (PM - NB)

Linear (PM - SB)

Linear (PM - EB)

Regression Analysis

Intersection: Mayfield and The Gore



% of growth/year 4.12% -4.44% -3.22% 0.52% 1.93% 1.12% -0.31%



% of growth/year -1.23% 3.93% -0.34% 5.46% 4.71% 5.08% 3.38%

AM PEAK HOUR VOLUMES


PM PEAK HOUR VOLUMES


6788.03.02 Regression - Gore-Mayfield.xls 16/03/2011 5:54 PM

The Gore and Mayfield Volume History - AM Peak Hour

0

100

200

300

400

500

600

700

800

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

Year

Vo

lum

e (

ve

h)

AM - NB

AM - SB

AM - EB

AM - WB

Linear (AM - NB)

Linear (AM - WB)

Linear (AM - EB)

Linear (AM - SB)

The Gore and Mayfield Volume History - PM Peak Hour

0

100

200

300

400

500

600

700

800

900

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

Year

Vo

lum

e (v

eh)

PM - NB

PM - SB

PM - EB

PM - WB

Linear (PM - WB)

Linear (PM - NB)

Linear (PM - SB)

Linear (PM - EB)


APPENDIX C: Technical Analys is

Intersect ion Operat ions Worksheets


SIGNALIZED INTERSECTION SUMMARY TABLES


TABLE C1: SIGNALIZED INTERSECTION ANALYSIS SUMMARY




Healey Road & Coleraine Drive

Overall 0.25(0.33) 12.6(23.1) B (B) 0.26(0.34) 12.3(15.5) B(B) 0.29(0.36) 13.5(14.5) B(B)

EBL 0.06(0.07) 23(18.6) C(B) 0.06(0.07) 23(18.6) C(B) 0.11(0.12) 23.1(19) C(B)

EBTR 0.49(0.17) 27(19.1) C(B) 0.49(0.17) 27(19.1) C(B) 0.5(0.19) 27(19.3) C(B)

NBL 0.01(0.07) 5.4(8.5) A(A) 0.01(0.08) 5.4(8.6) A(A) 0.03(0.11) 5.7(8.9) A(A)

NBTR 0.07(0.16) 5.6(8.9) A(A) 0.07(0.17) 5.6(9) A(A) 0.11(0.21) 6(9.2) A(A)

SBL 0.05(0.08) 5.6(8.6) A(A) 0.06(0.09) 5.7(8.7) A(A) 0.07(0.13) 8.3(8.1) A(A)

SBTR 0.18(0.08) 6.2(8.4) A(A) 0.19(0.09) 6.2(8.4) A(A) 0.22(0.14) 9.7(7.6) A(A)

WBL 0.19(0.17) 24.3(19.3) C(B) 0.19(0.17) 24.3(19.3) C(B) 0.19(0.18) 24(19.3) C(B)

WBTR 0.14(0.65) 23.6(25.6) C(C) 0.14(0.65) 23.6(25.6) C(C) 0.16(0.65) 23.4(25.7) C(C)

Healey Road & Queen Street South / Highway 50

Overall 0.52(0.73) 14.8(23.1) B(C) 0.56(0.78) 15.9(21.5) B(C) 0.56(0.79) 16.7(22.4) B(C)

EBL 0.34(0.82) 56.1(66.9) E(E) 0.34(0.8) 56.1(62.2) E(E) 0.34(0.81) 56.1(63.1) E(E)

EBT 0(0.1) 0(53.9) -(D) 0(0.1) 0(51.9) -(D) -(0.16) -(52.3) -(D)

EBR 0.06(0.12) 52.7(54.2) D(D) 0.06(0.12) 52.7(52.2) D(D) 0.06(0.13) 52.8(52.1) D(D)

NBL 0.37(0.38) 11.1(13.5) B(B) 0.45(0.46 39.5(13.2) D(B) 0.51(0.48) 47(13.9) D(B)

NBT 0.27(0.78) 6.4(18.6) A(B) 0.29(0.86) 5.3(17.2) A(B) 0.29(0.86) 5.2(17.9) A(B)

NBR 0(0.01) 8.9(7.9) A(A) 0(0.01) 6.5(7.2) A(A) 0(0.01) 6.4(7.4) A(A)

SBL 0.02(0.08) 9.1(10.5) A(B) 0.02(0.08) 9.1(11) A(B) 0.02(0.08) 9.2(11.1) A(B)

SBT 0.6(0.37) 15.2(10.8) B(B) 0.64(0.41) 16.1(11.5) B(B) 0.64(0.41) 16.2(11.5) B(B)

SBR 0.16(0.09) 10.2(8.5) B(A) 0.17(0.09) 10.3(8.8) B(A) 0.17(0.08) 10.4(9) B(A)

WBL 0.1(0.09) 53.4(54) D(D) 0.1(0.09) 53.4(52) D(D) 0.1(0.09) 53.4(51.7) D(D)

WBT 0(0) 0(0) -(-) 0(0) 0(0) -(-) 0.04(-) 52.5(-) D(-)

WBR 0(0.09) 52.1(54) D(D) 0(0.13) 52.1(52.4) D(D) 0(0.12) 47.0(52.0) D(D)

King Street West & Coleraine Drive2

Overall 0.23(0.32) 9.6(13.6) A(B) - (-) - (-) - (-) - (-) - (-) - (-)

EBT 0.22(0.3) 7.3(10.4) A(B) - (-) - (-) - (-) - (-) - (-) - (-)

EBR (channelized) 0.12(0.06) 6.7(8.5) A(A) - (-) - (-) - (-) - (-) - (-) - (-)

NBL 0.14(0.35) 24.8(23.8) C(C) - (-) - (-) - (-) - (-) - (-) - (-)

NBR 0.05(0.08) 23.8(20.4) C(C) - (-) - (-) - (-) - (-) - (-) - (-)

WBL 0.14(0.11) 7(9) A(A) - (-) - (-) - (-) - (-) - (-) - (-)

WBT 0.27(0.29) 7.7(10.4) A(B) - (-) - (-) - (-) - (-) - (-) - (-)

Notes: 1. xx (xx) – AM (PM) 2. This intersection is eliminated with the Bolton Arterial Extension (BAR) towards the north.


TABLE C1: SIGNALIZED INTERSECTION ANALYSIS SUMMARY CONT’D




Mayfield Road & Queen Street South / Highway 502

Overall 1.12(0.55) 85.3(17.6) F(B) 0.84(0.62) 40.4(22.7) D(C) 0.81(0.68) 41.2(23.4) D(C)

EBL (single) 1.5(0.72) 316.4(45.8) F(D) - (-) - (-) - (-) - (-) - (-) - (-)

EBL (dual) - (-) - (-) - (-) 0.62(0.65) 56.6(56.1) E(E) 0.62(0.8) 56.6(68.9) E(E)

EBT 0.43(0.49) 46.7(35.4) D(D) 0.69(0.76) 56.8(56.6) E(E) 0.69(0.79) 56.8(59.7) E(E)

EBR 0.13(0.04) 42.6(29.9) D(C) 0.44(0.05) 49.1(40) D(D) 0.55(0.09) 51.6(41.1) D(D)

NBL 0.55(0.43) 33.6(15.1) C(B) 0.67(0.52) 44.5(21.6) D(C) 0.85(0.61) 63.9(24.5) E(C)

NBT 0.45(0.48) 18(12) B(B) 0.57(0.54) 24.2(16.1) C(B) 0.58(0.53) 24.4(15) C(B)

NBR 0.08(0.33) 14(10.9) B(B) 0.09(0.35) 17.7(14) B(B) 0.09(0.36) 17.7(13.3) B(B)

SBL 0.04(0.08) 20.4(9) C(A) 0.06(0.1) 28.1(9.3) C(A) 0.06(0.1) 28.1(8.3) C(A)

SBT 1.0(0.41) 59.4(11.2) E(B) 0.89(0.32) 37.7(9.6) D(A) 0.89(0.32) 38(8.7) D(A)

SBR 0.12(0.13) 21.2(8.9) C(A) 0.13(0.14) 48.2(4) D(A) 0.13(0.14) 48.2(3.3) D(A)

WBL (single) 1.51(0.6) 283.3(41) F(D) - (-) - (-) - (-) - (-) - (-) - (-)

WBL (dual) - (-) - (-) - (-) 0.92(0.62) 61.7(59.9) E(E) 0.92(0.69) 61.7(65.7) E(E)

WBT 0.72(0.31) 42.1(32.8) D(C) -(-) -(-) -(-) -(-) -(-) -(-)

WBR 0.02(0.01) 41.2(29.6) D(C) -(-) -(-) -(-) -(-) -(-) -(-)

WBTR - (-) - (-) - (-) 0.55(0.34) 38.1(46.5) D(D) 0.55(0.33) 38.1(45.7) D(D)

Mayfield Road & Coleraine Drive

Overall 0.4(0.28) 20.2(20.6) C(C) 0.47(0.32) 20.6(20.9) C(C) 0.54(0.37) 21.5(21.5) C(B)

EBL 0.44(0.31) 14(12.5) B(B) 0.53(0.37) 15.9(13.1) B(B) 0.64(0.43) 19.5(13.6) B(B)

EBTR 0.19(0.24) 12.5(12.5) B(B) 0.21(0.27) 12.7(12.8) B(B) 0.21(0.27) 12.7(12.8) B(C)

NBL 0.04(0.25) 25.7(31.5) C(C) 0.04(0.28) 25.8(32.1) C(C) 0.05(0.3) 25.9(33) C(C)

NBTR 0.05(0.18) 25.6(29.3) C(C) 0.05(0.19) 25.6(29.5) C(C) 0.07(0.21) 25.8(29.7) C(C)

SBL 0.09(0.08) 26.3(28.5) C(C) 0.1(0.08) 26.5(28.6) C(C) 0.17(0.19) 27.4(30.2) C(C)

SBTR 0.38(0.15) 29.5(29) C(C) 0.41(0.16) 30(29.2) C(C) 0.43(0.2) 30.3(29.6) C(C)

WBL 0.02(0.03) 16.2(17.9) B(B) 0.04(0.03) 16.4(18) B(B) 0.02(0.03) 16.2(18.2) B(B)

WBTR 0.29(0.3) 18.8(20.7) B(C) 0.33(34) 19.3(21.4) B(C) 0.34(0.35) 19.5(21.7) B(C)

Notes: 1. xx (xx) – AM (PM) 2. Under future background and future total conditions, there is the addition of eastbound and westbound dual left turn lanes, the addition of a

westbound through / right lane and an additional southbound through lane.


TABLE C1: SIGNALIZED INTERSECTION ANALYSIS SUMMARY CONT’D




Harvest Moon Drive / King Street & Coleraine Drive2

Overall - (-) - (-) - (-) 0.29(0.47) 24.1(18.3) C(B) 0.29(0.47) 23.8(20.2) C(C)

EBLT - (-) - (-) - (-) 0.25(0.25) 33.7(0.2) C(D) 0.25(0.2) 32.7(39.8) C(D)

EBR - (-) - (-) - (-) 0.21(0.04) 33.5(0.1) C(D) 0.21(0.1) 32.6(39) C(D)

NBL - (-) - (-) - (-) 0.08(0.54) 10.8(0.57) B(B) 0.09(0.56) 10.6(15.2) B(B)

NBT - (-) - (-) - (-) 0.04(0.09) 10.3(0.11) B(A) 0.05(0.1) 10.3(8.7) B(A)

NBR - (-) - (-) - (-) 0.01(0.06) 10.1(0.07) B(A) 0.01(0.07) 10.1(8.5) B(A)

SBL - (-) - (-) - (-) 0.3(0.36) 13(0.38) B(B) 0.31(0.38) 12(11.9) B(B)

SBTR - (-) - (-) - (-) 0.12(0.06) 10.8(0.07) B(A) 0.13(0.07) 10.8(8.5) B(A)

WBL - (-) - (-) - (-) 0.28(0.06) 34.8(0.09) C(D) 0.29(0.09) 34.8(37.9) C(D)

WBT - (-) - (-) - (-) 0.27(0.26) 34.6(0.27) C(D) 0.29(0.27) 34.7(39.7) C(D)

WBR - (-) - (-) - (-) 0.16(0.16) 33.1(0.16) C(D) 0.16(0.16) 33(38.6) C(D)

Holland Drive / Truck Site Driveway & Coleraine Drive3

Overall - (-) - (-) - (-) - (-) - (-) - (-) 0.2(0.17) 10.0(15.5) A(B)

EBLR - (-) - (-) - (-) - (-) - (-) - (-) 0.07(0.11) 3045(31) C(C)

NBL - (-) - (-) - (-) - (-) - (-) - (-) 0.11(0.07) 6.3(12.3) A(B)

NBTR - (-) - (-) - (-) - (-) - (-) - (-) 0.04(0.20) 6.1(12.3) A(B)

SBL - (-) - (-) - (-) - (-) - (-) - (-) 0.15(0.12) 6.5(8.6) A(A)

SBTR - (-) - (-) - (-) - (-) - (-) - (-) 0.24(0.09) 6.9(8.1) A(A)

WBL - (-) - (-) - (-) - (-) - (-) - (-) 0.05(0.08) 30.4(31) C(C)

WBR - (-) - (-) - (-) - (-) - (-) - (-) 0.03(0.11) 30.3(26.9) A(C)

Notes: 1. xx (xx) – AM (PM) 2. Due to the extension of the Bolton Arterial (i.e. Coleraine Drive), this intersection is new and becomes signalized. 3. This intersection is based upon the addition of the proposed development which will only serve distribution centre trucks and will be aligned

with Holland Drive.


SYNCHRO ANALYSIS WORKSHEETS


Existing Conditions

HCM Unsignalized Intersection Capacity Analysis Existing Conditions5: Holland Drive & Coleraine Drive Weekday AM Peak Hour

Canadian Tire Bolton Warehouse Synchro 7 - ReportBA Consulting Group Page 1

Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (veh/h) 5 55 60 15 105 425Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 5 55 60 15 105 425PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 490 38 75vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 490 38 75tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 99 95 93cM capacity (veh/h) 477 1033 1537

Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 5 55 40 35 105 212 212Volume Left 5 0 0 0 105 0 0Volume Right 0 55 0 15 0 0 0cSH 477 1033 1700 1700 1537 1700 1700Volume to Capacity 0.01 0.05 0.02 0.02 0.07 0.13 0.13Queue Length 95th (m) 0.2 1.2 0.0 0.0 1.5 0.0 0.0Control Delay (s) 12.6 8.7 0.0 0.0 7.5 0.0 0.0Lane LOS B A AApproach Delay (s) 9.0 0.0 1.5Approach LOS A

Intersection SummaryAverage Delay 2.0Intersection Capacity Utilization 22.5% ICU Level of Service AAnalysis Period (min) 15

Queues Existing Conditions7: Healey Road & Coleraine Drive Weekday AM Peak Hour


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 15 165 45 50 5 65 35 375Lane Group Flow (vph) 15 190 45 60 5 180 35 400Turn Type Perm Perm Perm PermProtected Phases 8 4 6 2Permitted Phases 8 4 6 2Detector Phase 8 8 4 4 6 6 2 2Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0Minimum Split (s) 32.8 32.8 32.8 32.8 36.2 36.2 36.2 36.2Total Split (s) 33.0 33.0 33.0 33.0 37.0 37.0 37.0 37.0Total Split (%) 47.1% 47.1% 47.1% 47.1% 52.9% 52.9% 52.9% 52.9%Yellow Time (s) 4.0 4.0 4.0 4.0 4.6 4.6 4.6 4.6All-Red Time (s) 2.8 2.8 2.8 2.8 2.1 2.1 2.1 2.1Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 6.8 6.8 6.8 6.7 6.7 6.7 6.7Lead/LagLead-Lag Optimize?Recall Mode None None None None C-Max C-Max C-Max C-Maxv/c Ratio 0.06 0.50 0.19 0.16 0.01 0.09 0.05 0.18Control Delay 21.2 27.3 23.8 19.8 6.8 3.0 6.9 6.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 21.2 27.3 23.8 19.8 6.8 3.0 6.9 6.6Queue Length 50th (m) 1.5 19.2 4.6 5.0 0.2 1.4 1.5 9.4Queue Length 95th (m) 5.1 32.5 11.0 12.0 1.5 5.3 5.2 17.5Internal Link Dist (m) 1348.4 958.2 2899.4 1053.0Turn Bay Length (m) 120.0 100.0 120.0 120.0Base Capacity (vph) 505 712 449 707 592 2058 731 2211Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.03 0.27 0.10 0.08 0.01 0.09 0.05 0.18

Intersection SummaryCycle Length: 70Actuated Cycle Length: 70Offset: 0 (0%), Referenced to phase 2:SBTL and 6:NBTL, Start of GreenNatural Cycle: 70Control Type: Actuated-Coordinated

Splits and Phases: 7: Healey Road & Coleraine Drive

HCM Signalized Intersection Capacity Analysis Existing Conditions7: Healey Road & Coleraine Drive Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 15 165 25 45 50 10 5 65 115 35 375 25Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.8 6.8 6.8 6.8 6.7 6.7 6.7 6.7Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.98 1.00 0.98 1.00 0.90 1.00 0.99Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1785 1883 1785 1873 1785 3300 1785 3616Flt Permitted 0.72 1.00 0.64 1.00 0.52 1.00 0.64 1.00Satd. Flow (perm) 1349 1883 1199 1873 970 3300 1199 3616Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 15 165 25 45 50 10 5 65 115 35 375 25RTOR Reduction (vph) 0 10 0 0 8 0 0 45 0 0 5 0Lane Group Flow (vph) 15 180 0 45 52 0 5 135 0 35 395 0Turn Type Perm Perm Perm PermProtected Phases 8 4 6 2Permitted Phases 8 4 6 2Actuated Green, G (s) 13.8 13.8 13.8 13.8 42.7 42.7 42.7 42.7Effective Green, g (s) 13.8 13.8 13.8 13.8 42.7 42.7 42.7 42.7Actuated g/C Ratio 0.20 0.20 0.20 0.20 0.61 0.61 0.61 0.61Clearance Time (s) 6.8 6.8 6.8 6.8 6.7 6.7 6.7 6.7Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 266 371 236 369 592 2013 731 2206v/s Ratio Prot c0.10 0.03 0.04 c0.11v/s Ratio Perm 0.01 0.04 0.01 0.03v/c Ratio 0.06 0.49 0.19 0.14 0.01 0.07 0.05 0.18Uniform Delay, d1 22.8 25.0 23.4 23.2 5.4 5.6 5.5 6.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.2 2.1 0.8 0.4 0.0 0.1 0.1 0.2Delay (s) 23.0 27.0 24.3 23.6 5.4 5.6 5.6 6.2Level of Service C C C C A A A AApproach Delay (s) 26.7 23.9 5.6 6.1Approach LOS C C A A

Intersection SummaryHCM Average Control Delay 12.6 HCM Level of Service BHCM Volume to Capacity ratio 0.25Actuated Cycle Length (s) 70.0 Sum of lost time (s) 13.5Intersection Capacity Utilization 57.2% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions7: Healey Road & Coleraine Drive Weekday AM Peak Hour


Phase Number 2 4 6 8Movement SBTL WBTL NBTL EBTLLead/LagLead-Lag OptimizeRecall Mode C-Max None C-Max NoneMaximum Split (s) 37 33 37 33Maximum Split (%) 52.9% 47.1% 52.9% 47.1%Minimum Split (s) 36.2 32.8 36.2 32.8Yellow Time (s) 4.6 4 4.6 4All-Red Time (s) 2.1 2.8 2.1 2.8Minimum Initial (s) 8 8 8 8Vehicle Extension (s) 5 5 5 5Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 5 5 5 5Flash Dont Walk (s) 24.5 21 24.5 21Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 0 37 0 37End Time (s) 37 0 37 0Yield/Force Off (s) 30.3 63.2 30.3 63.2Yield/Force Off 170(s) 5.8 42.2 5.8 42.2Local Start Time (s) 0 37 0 37Local Yield (s) 30.3 63.2 30.3 63.2Local Yield 170(s) 5.8 42.2 5.8 42.2

Intersection SummaryCycle Length 70Control Type Actuated-CoordinatedNatural Cycle 70Offset: 0 (0%), Referenced to phase 2:SBTL and 6:NBTL, Start of Green


HCM Unsignalized Intersection Capacity Analysis Existing Conditions10: Healey Road & Humber Station Road Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Stop StopVolume (vph) 0 160 5 5 65 10 0 10 10 65 50 5Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 0 160 5 5 65 10 0 10 10 65 50 5

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 165 80 20 120Volume Left (vph) 0 5 0 65Volume Right (vph) 5 10 10 5Hadj (s) -0.02 -0.06 -0.30 0.08Departure Headway (s) 4.3 4.4 4.3 4.6Degree Utilization, x 0.20 0.10 0.02 0.15Capacity (veh/h) 807 783 777 741Control Delay (s) 8.4 7.8 7.4 8.4Approach Delay (s) 8.4 7.8 7.4 8.4Approach LOS A A A A

Intersection SummaryDelay 8.2HCM Level of Service AIntersection Capacity Utilization 28.6% ICU Level of Service AAnalysis Period (min) 15

Queues Existing Conditions13: Healey Drive & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBR WBL WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 70 90 10 5 105 685 5 10 1340 255Lane Group Flow (vph) 70 90 10 5 105 685 5 10 1340 255Turn Type Prot Perm Perm Perm D.P+P custom Perm PermProtected Phases 3 1 1 2 2Permitted Phases 4 4 4 2 2 2 2Detector Phase 3 4 4 4 1 1 2 2 2 2 2Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 5.0 8.0 8.0 8.0 8.0Minimum Split (s) 13.0 36.6 36.6 36.6 8.0 34.1 34.1 34.1 34.1Total Split (s) 14.0 16.0 16.0 16.0 10.0 90.0 80.0 80.0 80.0 80.0Total Split (%) 11.7% 13.3% 13.3% 13.3% 8.3% 75.0% 66.7% 66.7% 66.7% 66.7%Yellow Time (s) 3.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 3.6 3.6 3.6 0.0 3.1 3.1 3.1 3.1Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 7.6 7.6 7.6 3.0 3.0 7.1 7.1 7.1 7.1Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Maxv/c Ratio 0.28 0.27 0.10 0.01 0.36 0.25 0.01 0.02 0.59 0.23Control Delay 55.4 2.0 54.9 0.0 8.1 5.3 7.8 9.6 15.1 1.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 55.4 2.0 54.9 0.0 8.1 5.3 7.8 9.6 15.1 1.7Queue Length 50th (m) 7.5 0.0 2.1 0.0 5.8 23.2 0.3 0.8 89.0 0.0Queue Length 95th (m) 14.3 0.0 7.2 0.0 10.4 29.6 1.7 2.8 107.4 8.9Internal Link Dist (m) 2351.8 778.6Turn Bay Length (m) 80.0 80.0 60.0 8.0 80.0 75.0Base Capacity (vph) 260 338 100 410 294 2737 998 459 2278 1092Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.27 0.27 0.10 0.01 0.36 0.25 0.01 0.02 0.59 0.23

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBSB, Start of GreenNatural Cycle: 95Control Type: Actuated-Coordinated

Splits and Phases: 13: Healey Drive & Queen Street South

HCM Signalized Intersection Capacity Analysis Existing Conditions13: Healey Drive & Queen Street South Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 70 0 90 10 0 5 105 685 5 10 1340 255Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 7.6 7.6 7.6 3.0 3.0 7.1 7.1 7.1 7.1Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1597 1785 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.95 1.00 0.76 1.00 0.14 1.00 1.00 0.39 1.00 1.00Satd. Flow (perm) 3463 1597 1423 1597 266 3650 1597 735 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 70 0 90 10 0 5 105 685 5 10 1340 255RTOR Reduction (vph) 0 0 84 0 0 5 0 0 1 0 0 98Lane Group Flow (vph) 70 0 6 10 0 0 105 685 4 10 1340 157Turn Type Prot Perm Perm Perm D.P+P custom Perm PermProtected Phases 3 4 4 1 1 2 2Permitted Phases 4 4 4 2 2 2 2Actuated Green, G (s) 7.2 8.2 8.2 8.2 81.9 84.9 73.9 73.9 73.9 73.9Effective Green, g (s) 7.2 8.2 8.2 8.2 81.9 84.9 73.9 73.9 73.9 73.9Actuated g/C Ratio 0.06 0.07 0.07 0.07 0.68 0.71 0.62 0.62 0.62 0.62Clearance Time (s) 5.0 7.6 7.6 7.6 3.0 7.1 7.1 7.1 7.1Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 208 109 97 109 283 2582 983 453 2248 983v/s Ratio Prot c0.02 c0.02 0.19 c0.37v/s Ratio Perm 0.00 c0.01 0.00 0.23 0.00 0.01 0.10v/c Ratio 0.34 0.06 0.10 0.00 0.37 0.27 0.00 0.02 0.60 0.16Uniform Delay, d1 54.1 52.3 52.4 52.1 9.4 6.3 8.9 9.0 14.0 9.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 2.0 0.5 1.0 0.0 1.7 0.1 0.0 0.1 1.2 0.3Delay (s) 56.1 52.7 53.4 52.1 11.1 6.4 8.9 9.1 15.2 10.2Level of Service E D D D B A A A B BApproach Delay (s) 54.2 53.0 7.1 14.3Approach LOS D D A B

Intersection SummaryHCM Average Control Delay 14.8 HCM Level of Service BHCM Volume to Capacity ratio 0.52Actuated Cycle Length (s) 120.0 Sum of lost time (s) 22.7Intersection Capacity Utilization 69.0% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions13: Healey Drive & Queen Street South Weekday AM Peak Hour


Phase Number 1 2 3 4Movement NBTL NBSB EBL EBWBLead/Lag Lead Lag Lead LagLead-Lag Optimize Yes YesRecall Mode None C-Max None NoneMaximum Split (s) 10 80 14 16Maximum Split (%) 8.3% 66.7% 11.7% 13.3%Minimum Split (s) 8 34.1 13 36.6Yellow Time (s) 3 4 3 4All-Red Time (s) 0 3.1 2 3.6Minimum Initial (s) 5 8 8 8Vehicle Extension (s) 5 5 5 5Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 5 5Flash Dont Walk (s) 22 24Dual Entry No Yes No YesInhibit Max Yes Yes Yes YesStart Time (s) 110 0 80 94End Time (s) 0 80 94 110Yield/Force Off (s) 117 72.9 89 102.4Yield/Force Off 170(s) 117 50.9 89 78.4Local Start Time (s) 110 0 80 94Local Yield (s) 117 72.9 89 102.4Local Yield 170(s) 117 50.9 89 78.4

Intersection SummaryCycle Length 120Control Type Actuated-CoordinatedNatural Cycle 95Offset: 0 (0%), Referenced to phase 2:NBSB, Start of Green


Queues Existing Conditions17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 185 175 155 630 480 15 105 915 135 10 1665 190Lane Group Flow (vph) 185 175 155 630 480 15 105 915 135 10 1665 190Turn Type Perm Perm pm+pt custom pm+pt Perm Perm PermProtected Phases 4 3 3 4 1 1 2 2Permitted Phases 4 4 3 4 4 1 2 1 2 2 2Detector Phase 4 4 4 3 3 4 4 1 1 2 1 2 2 2 2Switch PhaseMinimum Initial (s) 12.0 12.0 12.0 5.0 12.0 5.0 20.0 20.0 20.0Minimum Split (s) 23.6 23.6 23.6 8.0 23.6 9.0 26.6 26.6 26.6Total Split (s) 34.6 34.6 34.6 18.0 52.6 34.6 13.0 79.6 79.6 66.6 66.6 66.6Total Split (%) 26.2% 26.2% 26.2% 13.6% 39.8% 26.2% 9.8% 60.2% 60.2% 50.4% 50.4% 50.4%Yellow Time (s) 4.6 4.6 4.6 3.0 4.6 3.0 4.6 4.6 4.6All-Red Time (s) 2.0 2.0 2.0 0.0 2.0 0.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.6 6.6 6.6 3.0 3.0 6.6 3.0 3.0 3.0 6.6 6.6 6.6Lead/Lag Lag Lag Lag Lead Lag Lead Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max C-Maxv/c Ratio 1.50 0.43 0.35 1.42 0.67 0.04 0.54 0.43 0.14 0.04 1.00 0.23Control Delay 300.7 49.1 11.2 231.5 39.9 22.5 29.2 16.4 2.3 20.9 59.3 3.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 300.7 49.1 11.2 231.5 39.9 22.5 29.2 16.4 2.3 20.9 59.3 3.5Queue Length 50th (m) ~61.7 36.8 2.9 ~203.2 95.4 0.6 10.8 62.0 0.0 1.3 ~209.5 0.0Queue Length 95th (m) #105.1 57.5 19.6 #268.5 130.4 6.0 26.3 75.6 7.8 4.5 #258.7 11.9Internal Link Dist (m) 89.2 562.7 1481.1 2351.8Turn Bay Length (m) 85.0 85.0 300.0 70.0 60.0 175.0 40.0 120.0Base Capacity (vph) 123 407 449 445 721 348 196 2115 982 241 1657 829Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 1.50 0.43 0.35 1.42 0.67 0.04 0.54 0.43 0.14 0.04 1.00 0.23

Intersection SummaryCycle Length: 132.2Actuated Cycle Length: 132.2Offset: 0 (0%), Referenced to phase 2:NBSB, Start of GreenNatural Cycle: 140Control Type: Actuated-Coordinated~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 17: Mayfield Road & Queen Street South

HCM Signalized Intersection Capacity Analysis Existing Conditions17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 185 175 155 630 480 15 105 915 135 10 1665 190Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.6 6.6 6.6 3.0 3.0 6.6 3.0 3.0 3.0 6.6 6.6 6.6Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1785 1921 1597 1785 1921 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.31 1.00 1.00 0.54 1.00 1.00 0.07 1.00 1.00 0.28 1.00 1.00Satd. Flow (perm) 579 1921 1597 1015 1921 1597 125 3650 1597 531 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 185 175 155 630 480 15 105 915 135 10 1665 190RTOR Reduction (vph) 0 0 110 0 0 9 0 0 60 0 0 104Lane Group Flow (vph) 185 175 45 630 480 6 105 915 75 10 1665 86Turn Type Perm Perm pm+pt custom pm+pt Perm Perm PermProtected Phases 4 3 3 4 1 1 2 2Permitted Phases 4 4 3 4 4 1 2 1 2 2 2Actuated Green, G (s) 28.0 28.0 28.0 43.0 46.0 28.0 70.0 73.0 73.0 60.0 60.0 60.0Effective Green, g (s) 28.0 28.0 28.0 43.0 46.0 28.0 70.0 73.0 73.0 60.0 60.0 60.0Actuated g/C Ratio 0.21 0.21 0.21 0.33 0.35 0.21 0.53 0.55 0.55 0.45 0.45 0.45Clearance Time (s) 6.6 6.6 6.6 3.0 6.6 3.0 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 123 407 338 418 668 338 192 2016 882 241 1657 725v/s Ratio Prot 0.09 c0.17 0.25 c0.04 0.25 c0.46v/s Ratio Perm 0.32 0.03 c0.32 0.00 0.25 0.05 0.02 0.05v/c Ratio 1.50 0.43 0.13 1.51 0.72 0.02 0.55 0.45 0.08 0.04 1.00 0.12Uniform Delay, d1 52.1 45.2 42.2 42.9 37.5 41.2 28.1 17.7 13.9 20.1 36.1 20.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 264.3 1.5 0.4 240.4 4.6 0.0 5.5 0.3 0.1 0.3 23.3 0.3Delay (s) 316.4 46.7 42.6 283.3 42.1 41.2 33.6 18.0 14.0 20.4 59.4 21.2Level of Service F D D F D D C B B C E CApproach Delay (s) 142.4 177.1 19.0 55.3Approach LOS F F B E

Intersection SummaryHCM Average Control Delay 85.3 HCM Level of Service FHCM Volume to Capacity ratio 1.12Actuated Cycle Length (s) 132.2 Sum of lost time (s) 15.6Intersection Capacity Utilization 114.4% ICU Level of Service HAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Phase Number 1 2 3 4Movement NBTL NBSB WBTL EBWBLead/Lag Lead Lag Lead LagLead-Lag Optimize Yes Yes Yes YesRecall Mode None C-Max None NoneMaximum Split (s) 13 66.6 18 34.6Maximum Split (%) 9.8% 50.4% 13.6% 26.2%Minimum Split (s) 9 26.6 8 23.6Yellow Time (s) 3 4.6 3 4.6All-Red Time (s) 0 2 0 2Minimum Initial (s) 5 20 5 12Vehicle Extension (s) 5 5 5 5Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 5 5Flash Dont Walk (s) 11 12Dual Entry No Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 119.2 0 66.6 84.6End Time (s) 0 66.6 84.6 119.2Yield/Force Off (s) 129.2 60 81.6 112.6Yield/Force Off 170(s) 129.2 49 81.6 100.6Local Start Time (s) 119.2 0 66.6 84.6Local Yield (s) 129.2 60 81.6 112.6Local Yield 170(s) 129.2 49 81.6 100.6

Intersection SummaryCycle Length 132.2Control Type Actuated-CoordinatedNatural Cycle 140Offset: 0 (0%), Referenced to phase 2:NBSB, Start of Green


Queues Existing Conditions18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 220 305 10 450 10 55 40 320Lane Group Flow (vph) 220 390 10 480 10 55 40 470Turn Type pm+pt Perm Perm PermProtected Phases 5 2 6 8 4Permitted Phases 2 6 8 4Detector Phase 5 2 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 5.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0Minimum Split (s) 8.0 33.0 33.0 33.0 33.0 33.0 33.0 33.0Total Split (s) 10.0 67.0 57.0 57.0 42.0 42.0 42.0 42.0Total Split (%) 9.2% 61.5% 52.3% 52.3% 38.5% 38.5% 38.5% 38.5%Yellow Time (s) 3.0 4.6 4.6 4.6 4.2 4.2 4.2 4.2All-Red Time (s) 0.0 2.4 2.4 2.4 2.8 2.8 2.8 2.8Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lead/Lag Lead Lag LagLead-Lag Optimize?Recall Mode None C-Max C-Max C-Max Max Max Max Maxv/c Ratio 0.41 0.20 0.02 0.29 0.04 0.05 0.09 0.40Control Delay 13.3 10.9 16.5 18.7 26.2 25.7 26.8 25.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 13.3 10.9 16.5 18.7 26.2 25.7 26.8 25.2Queue Length 50th (m) 19.1 16.4 1.0 29.4 1.3 3.8 5.5 31.3Queue Length 95th (m) 30.0 23.7 3.9 39.8 5.0 8.1 12.8 44.3Internal Link Dist (m) 109.5 63.7 86.1 203.6Turn Bay Length (m) 100.0 60.0 75.0 125.0Base Capacity (vph) 534 1966 449 1664 251 1172 434 1167Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.41 0.20 0.02 0.29 0.04 0.05 0.09 0.40

Intersection SummaryCycle Length: 109Actuated Cycle Length: 109Offset: 20 (18%), Referenced to phase 2:EBTL and 6:WBTL, Start of GreenNatural Cycle: 75Control Type: Actuated-Coordinated

Splits and Phases: 18: Mayfield Road & Coleraine Drive

HCM Signalized Intersection Capacity Analysis Existing Conditions18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 220 305 85 10 450 30 10 55 0 40 320 150Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95Frt 1.00 0.97 1.00 0.99 1.00 1.00 1.00 0.95Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1785 3531 1785 3616 1785 3650 1785 3475Flt Permitted 0.43 1.00 0.52 1.00 0.42 1.00 0.72 1.00Satd. Flow (perm) 802 3531 980 3616 783 3650 1351 3475Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 220 305 85 10 450 30 10 55 0 40 320 150RTOR Reduction (vph) 0 23 0 0 4 0 0 0 0 0 51 0Lane Group Flow (vph) 220 367 0 10 476 0 10 55 0 40 419 0Turn Type pm+pt Perm Perm PermProtected Phases 5 2 6 8 4Permitted Phases 2 6 8 4Actuated Green, G (s) 60.0 60.0 50.0 50.0 35.0 35.0 35.0 35.0Effective Green, g (s) 60.0 60.0 50.0 50.0 35.0 35.0 35.0 35.0Actuated g/C Ratio 0.55 0.55 0.46 0.46 0.32 0.32 0.32 0.32Clearance Time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 505 1944 450 1659 251 1172 434 1116v/s Ratio Prot c0.03 0.10 0.13 0.02 c0.12v/s Ratio Perm c0.21 0.01 0.01 0.03v/c Ratio 0.44 0.19 0.02 0.29 0.04 0.05 0.09 0.38Uniform Delay, d1 12.8 12.3 16.1 18.4 25.4 25.5 25.9 28.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.3 0.2 0.1 0.4 0.3 0.1 0.4 1.0Delay (s) 14.0 12.5 16.2 18.8 25.7 25.6 26.3 29.5Level of Service B B B B C C C CApproach Delay (s) 13.0 18.8 25.6 29.3Approach LOS B B C C

Intersection SummaryHCM Average Control Delay 20.2 HCM Level of Service CHCM Volume to Capacity ratio 0.40Actuated Cycle Length (s) 109.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 54.2% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour


Phase Number 2 4 5 6 8Movement EBTL SBTL EBL WBTL NBTLLead/Lag Lead LagLead-Lag OptimizeRecall Mode C-Max Max None C-Max MaxMaximum Split (s) 67 42 10 57 42Maximum Split (%) 61.5% 38.5% 9.2% 52.3% 38.5%Minimum Split (s) 33 33 8 33 33Yellow Time (s) 4.6 4.2 3 4.6 4.2All-Red Time (s) 2.4 2.8 0 2.4 2.8Minimum Initial (s) 12 12 5 12 12Vehicle Extension (s) 5 5 5 5 5Minimum Gap (s) 3 3 3 3 3Time Before Reduce (s) 0 0 0 0 0Time To Reduce (s) 0 0 0 0 0Walk Time (s) 5 5 5 5Flash Dont Walk (s) 21 21 21 21Dual Entry Yes Yes No Yes YesInhibit Max Yes Yes Yes Yes YesStart Time (s) 10 77 10 20 77End Time (s) 77 10 20 77 10Yield/Force Off (s) 70 3 17 70 3Yield/Force Off 170(s) 49 91 17 49 91Local Start Time (s) 99 57 99 0 57Local Yield (s) 50 92 106 50 92Local Yield 170(s) 29 71 106 29 71

Intersection SummaryCycle Length 109Control Type Actuated-CoordinatedNatural Cycle 75Offset: 20 (18%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green


HCM Unsignalized Intersection Capacity Analysis Existing Conditions20: Mayfield Road & Humber Station Road Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 15 660 10 5 630 10 0 0 10 15 40 30Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 15 660 10 5 630 10 0 0 10 15 40 30PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 640 670 1390 1345 665 1350 1345 635vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 640 670 1390 1345 665 1350 1345 635tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 98 99 100 100 98 88 73 94cM capacity (veh/h) 954 930 89 150 464 124 150 482

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 685 645 10 85Volume Left 15 5 0 15Volume Right 10 10 10 30cSH 954 930 464 189Volume to Capacity 0.02 0.01 0.02 0.45Queue Length 95th (m) 0.3 0.1 0.5 14.8Control Delay (s) 0.4 0.1 12.9 38.8Lane LOS A A B EApproach Delay (s) 0.4 0.1 12.9 38.8Approach LOS B E

Intersection SummaryAverage Delay 2.7Intersection Capacity Utilization 63.3% ICU Level of Service BAnalysis Period (min) 15

Queues Existing Conditions27: King Street West & Coleraine Drive Weekday AM Peak Hour


Lane Group EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (vph) 255 185 95 315 60 75Lane Group Flow (vph) 255 185 95 315 60 75Turn Type Perm Perm PermProtected Phases 2 2 4Permitted Phases 2 2 4Detector Phase 2 2 2 2 4 4Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0Minimum Split (s) 28.0 28.0 28.0 28.0 22.0 22.0Total Split (s) 55.0 55.0 55.0 55.0 25.0 25.0Total Split (%) 68.8% 68.8% 68.8% 68.8% 31.3% 31.3%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lead/LagLead-Lag Optimize?Recall Mode C-Max C-Max C-Max C-Max Max Maxv/c Ratio 0.22 0.18 0.14 0.27 0.14 0.17Control Delay 7.5 1.5 7.2 7.9 25.2 7.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 7.5 1.5 7.2 7.9 25.2 7.6Queue Length 50th (m) 14.3 0.0 5.1 18.3 6.7 0.0Queue Length 95th (m) 23.7 6.2 10.6 29.4 15.1 8.9Internal Link Dist (m) 267.8 186.7 135.8Turn Bay Length (m) 50.0 70.0Base Capacity (vph) 1177 1050 692 1177 424 436Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.22 0.18 0.14 0.27 0.14 0.17

Intersection SummaryCycle Length: 80Actuated Cycle Length: 80Offset: 29 (36%), Referenced to phase 2:EBWB, Start of GreenNatural Cycle: 50Control Type: Actuated-Coordinated

Splits and Phases: 27: King Street West & Coleraine Drive

HCM Signalized Intersection Capacity Analysis Existing Conditions27: King Street West & Coleraine Drive Weekday AM Peak Hour


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (vph) 255 185 95 315 60 75Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Width 3.7 3.5 3.5 3.7 3.5 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1921 1597 1785 1921 1785 1597Flt Permitted 1.00 1.00 0.60 1.00 0.95 1.00Satd. Flow (perm) 1921 1597 1130 1921 1785 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 255 185 95 315 60 75RTOR Reduction (vph) 0 72 0 0 0 57Lane Group Flow (vph) 255 113 95 315 60 18Turn Type Perm Perm PermProtected Phases 2 2 4Permitted Phases 2 2 4Actuated Green, G (s) 49.0 49.0 49.0 49.0 19.0 19.0Effective Green, g (s) 49.0 49.0 49.0 49.0 19.0 19.0Actuated g/C Ratio 0.61 0.61 0.61 0.61 0.24 0.24Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 1177 978 692 1177 424 379v/s Ratio Prot 0.13 c0.16 c0.03v/s Ratio Perm 0.07 0.08 0.01v/c Ratio 0.22 0.12 0.14 0.27 0.14 0.05Uniform Delay, d1 6.9 6.5 6.6 7.2 24.1 23.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.4 0.2 0.4 0.6 0.7 0.2Delay (s) 7.3 6.7 7.0 7.7 24.8 23.8Level of Service A A A A C CApproach Delay (s) 7.1 7.6 24.2Approach LOS A A C

Intersection SummaryHCM Average Control Delay 9.6 HCM Level of Service AHCM Volume to Capacity ratio 0.23Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 41.8% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions27: King Street West & Coleraine Drive Weekday AM Peak Hour


Phase Number 2 4Movement EBWB NBLLead/LagLead-Lag OptimizeRecall Mode C-Max MaxMaximum Split (s) 55 25Maximum Split (%) 68.8% 31.3%Minimum Split (s) 28 22Yellow Time (s) 4 4All-Red Time (s) 2 2Minimum Initial (s) 8 8Vehicle Extension (s) 5 5Minimum Gap (s) 3 3Time Before Reduce (s) 0 0Time To Reduce (s) 0 0Walk Time (s) 5 5Flash Dont Walk (s) 17 10Dual Entry Yes YesInhibit Max Yes YesStart Time (s) 29 4End Time (s) 4 29Yield/Force Off (s) 78 23Yield/Force Off 170(s) 61 13Local Start Time (s) 0 55Local Yield (s) 49 74Local Yield 170(s) 32 64

Intersection SummaryCycle Length 80Control Type Actuated-CoordinatedNatural Cycle 50Offset: 29 (36%), Referenced to phase 2:EBWB, Start of Green


HCM Unsignalized Intersection Capacity Analysis Existing Conditions28: Harvest Moon Drive & Coleraine Drive Weekday AM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsVolume (veh/h) 60 310 45 90 285 15Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 60 310 45 90 285 15PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 160pX, platoon unblockedvC, conflicting volume 428 150 300vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 428 150 300tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 89 65 96cM capacity (veh/h) 541 876 1273

Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2Volume Total 60 310 45 45 45 190 110Volume Left 60 0 45 0 0 0 0Volume Right 0 310 0 0 0 0 15cSH 541 876 1273 1700 1700 1700 1700Volume to Capacity 0.11 0.35 0.04 0.03 0.03 0.11 0.06Queue Length 95th (m) 2.6 11.2 0.8 0.0 0.0 0.0 0.0Control Delay (s) 12.5 11.3 7.9 0.0 0.0 0.0 0.0Lane LOS B B AApproach Delay (s) 11.5 2.6 0.0Approach LOS B


HCM Unsignalized Intersection Capacity Analysis Existing Conditions5: Holland Drive & Coleraine Drive Weekday PM Peak Hour



Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 15 180 230 120 60 75 75Volume Left 15 0 0 0 60 0 0Volume Right 0 180 0 5 0 0 0cSH 452 844 1700 1700 1220 1700 1700Volume to Capacity 0.03 0.21 0.14 0.07 0.05 0.04 0.04Queue Length 95th (m) 0.7 5.6 0.0 0.0 1.1 0.0 0.0Control Delay (s) 13.2 10.4 0.0 0.0 8.1 0.0 0.0Lane LOS B B AApproach Delay (s) 10.6 0.0 2.3Approach LOS B


Queues Existing Conditions7: Healey Road & Coleraine Drive Weekday PM Peak Hour


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane Group Flow (vph) 15 95 65 355 45 330 45 165v/c Ratio 0.07 0.17 0.18 0.65 0.07 0.18 0.08 0.09Control Delay 16.5 16.8 18.1 26.3 10.6 7.9 10.9 8.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 16.5 16.8 18.1 26.3 10.6 7.9 10.9 8.2Queue Length 50th (m) 1.3 8.1 5.9 35.9 2.5 7.5 2.5 3.9Queue Length 95th (m) 4.4 15.0 11.9 50.9 8.1 16.1 8.2 9.4Internal Link Dist (m) 1348.5 958.1 2899.4 1053.0Turn Bay Length (m) 120.0 100.0 120.0 120.0Base Capacity (vph) 279 717 489 712 638 1879 544 1874Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.05 0.13 0.13 0.50 0.07 0.18 0.08 0.09

Intersection Summary

HCM Signalized Intersection Capacity Analysis Existing Conditions7: Healey Road & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 15 90 5 65 300 55 45 250 80 45 135 30Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.8 6.8 6.8 6.8 6.7 6.7 6.7 6.7Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.99 1.00 0.98 1.00 0.96 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1785 1906 1785 1876 1785 3517 1785 3551Flt Permitted 0.40 1.00 0.70 1.00 0.65 1.00 0.55 1.00Satd. Flow (perm) 746 1906 1307 1876 1217 3517 1038 3551Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 15 90 5 65 300 55 45 250 80 45 135 30RTOR Reduction (vph) 0 4 0 0 11 0 0 37 0 0 14 0Lane Group Flow (vph) 15 91 0 65 344 0 45 293 0 45 151 0Turn Type Perm Perm Perm PermProtected Phases 8 4 6 2Permitted Phases 8 4 6 2Actuated Green, G (s) 19.9 19.9 19.9 19.9 36.6 36.6 36.6 36.6Effective Green, g (s) 19.9 19.9 19.9 19.9 36.6 36.6 36.6 36.6Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.52 0.52 0.52 0.52Clearance Time (s) 6.8 6.8 6.8 6.8 6.7 6.7 6.7 6.7Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 212 542 372 533 636 1839 543 1857v/s Ratio Prot 0.05 c0.18 c0.08 0.04v/s Ratio Perm 0.02 0.05 0.04 0.04v/c Ratio 0.07 0.17 0.17 0.65 0.07 0.16 0.08 0.08Uniform Delay, d1 18.3 18.8 18.9 22.0 8.3 8.7 8.3 8.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.3 0.3 0.5 3.7 0.2 0.2 0.3 0.1Delay (s) 18.6 19.1 19.3 25.6 8.5 8.9 8.6 8.4Level of Service B B B C A A A AApproach Delay (s) 19.1 24.6 8.8 8.5Approach LOS B C A A

Intersection SummaryHCM Average Control Delay 15.7 HCM Level of Service BHCM Volume to Capacity ratio 0.33Actuated Cycle Length (s) 70.0 Sum of lost time (s) 13.5Intersection Capacity Utilization 52.1% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions7: Healey Road & Coleraine Drive Weekday PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Existing Conditions10: Healey Road & Humber Station Road Weekday PM Peak Hour



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total (vph) 90 375 50 40Volume Left (vph) 5 15 5 30Volume Right (vph) 5 75 5 5Hadj (s) -0.02 -0.11 -0.04 0.08Departure Headway (s) 4.5 4.1 4.9 5.1Degree Utilization, x 0.11 0.43 0.07 0.06Capacity (veh/h) 768 848 661 640Control Delay (s) 8.1 10.2 8.3 8.4Approach Delay (s) 8.1 10.2 8.3 8.4Approach LOS A B A A


Queues Existing Conditions13: Healey Drive & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBR NBL NBT NBR SBL SBT SBRLane Group Flow (vph) 345 15 185 10 30 135 1840 10 5 870 140v/c Ratio 0.82 0.10 0.63 0.09 0.21 0.38 0.78 0.01 0.08 0.37 0.13Control Delay 70.1 53.7 17.6 53.9 30.9 14.7 19.3 7.7 12.4 11.1 1.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 70.1 53.7 17.6 53.9 30.9 14.7 19.3 7.7 12.4 11.1 1.8Queue Length 50th (m) 39.5 3.2 0.0 2.2 2.2 12.9 141.1 0.6 0.4 43.3 0.0Queue Length 95th (m) #60.0 9.3 19.7 7.2 10.8 28.0 185.7 2.6 2.4 59.4 6.8Internal Link Dist (m) 125.7 2343.0 778.6Turn Bay Length (m) 80.0 80.0 60.0 8.0 80.0 75.0Base Capacity (vph) 419 192 326 141 178 354 2349 1029 65 2349 1078Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.82 0.08 0.57 0.07 0.17 0.38 0.78 0.01 0.08 0.37 0.13

Intersection Summary# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Existing Conditions13: Healey Drive & Queen Street South Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 345 15 185 10 0 30 135 1840 10 5 870 140Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 7.6 7.6 7.6 7.6 7.1 7.1 7.1 7.1 7.1 7.1Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1921 1597 1785 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.95 1.00 1.00 0.75 1.00 0.29 1.00 1.00 0.05 1.00 1.00Satd. Flow (perm) 3463 1921 1597 1405 1597 551 3650 1597 102 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 345 15 185 10 0 30 135 1840 10 5 870 140RTOR Reduction (vph) 0 0 171 0 0 18 0 0 1 0 0 50Lane Group Flow (vph) 345 15 14 10 0 12 135 1840 9 5 870 90Turn Type Prot Perm Perm Perm Perm Perm Perm PermProtected Phases 3 4 4 2 2Permitted Phases 4 4 4 2 2 2 2Actuated Green, G (s) 15.0 9.5 9.5 9.5 9.5 79.8 79.8 79.8 79.8 79.8 79.8Effective Green, g (s) 15.0 9.5 9.5 9.5 9.5 79.8 79.8 79.8 79.8 79.8 79.8Actuated g/C Ratio 0.12 0.08 0.08 0.08 0.08 0.64 0.64 0.64 0.64 0.64 0.64Clearance Time (s) 5.0 7.6 7.6 7.6 7.6 7.1 7.1 7.1 7.1 7.1 7.1Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 419 147 122 108 122 355 2349 1028 66 2349 1028v/s Ratio Prot c0.10 0.01 c0.50 0.24v/s Ratio Perm c0.01 0.01 0.01 0.24 0.01 0.05 0.06v/c Ratio 0.82 0.10 0.12 0.09 0.09 0.38 0.78 0.01 0.08 0.37 0.09Uniform Delay, d1 53.2 53.3 53.3 53.2 53.2 10.4 15.9 7.9 8.3 10.3 8.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 13.7 0.6 0.9 0.8 0.7 3.1 2.7 0.0 2.2 0.5 0.2Delay (s) 66.9 53.9 54.2 54.0 54.0 13.5 18.6 7.9 10.5 10.8 8.5Level of Service E D D D D B B A B B AApproach Delay (s) 62.3 54.0 18.2 10.5Approach LOS E D B B

Intersection SummaryHCM Average Control Delay 23.1 HCM Level of Service CHCM Volume to Capacity ratio 0.73Actuated Cycle Length (s) 124.0 Sum of lost time (s) 19.7Intersection Capacity Utilization 92.2% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions13: Healey Drive & Queen Street South Weekday PM Peak Hour


Phase Number 2 3 4Movement NBSB EBL EBWBLead/Lag Lead LagLead-Lag Optimize YesRecall Mode C-Max None NoneMaximum Split (s) 84 20 20Maximum Split (%) 67.7% 16.1% 16.1%Minimum Split (s) 34.1 13 36.6Yellow Time (s) 4 3 4All-Red Time (s) 3.1 2 3.6Minimum Initial (s) 8 8 8Vehicle Extension (s) 5 5 5Minimum Gap (s) 3 3 3Time Before Reduce (s) 0 0 0Time To Reduce (s) 0 0 0Walk Time (s) 5 5Flash Dont Walk (s) 22 24Dual Entry Yes No YesInhibit Max Yes Yes YesStart Time (s) 0 84 104End Time (s) 84 104 0Yield/Force Off (s) 76.9 99 116.4Yield/Force Off 170(s) 54.9 99 92.4Local Start Time (s) 0 84 104Local Yield (s) 76.9 99 116.4Local Yield 170(s) 54.9 99 92.4



Queues Existing Conditions17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane Group Flow (vph) 225 245 65 140 155 15 135 1075 485 20 920 205v/c Ratio 0.72 0.49 0.14 0.60 0.31 0.03 0.43 0.48 0.43 0.08 0.41 0.19Control Delay 48.6 35.9 7.2 44.4 32.1 11.7 18.5 13.2 3.5 11.8 12.3 2.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 48.6 35.9 7.2 44.4 32.1 11.7 18.5 13.2 3.5 11.8 12.3 2.1Queue Length 50th (m) 39.0 39.5 0.0 23.3 23.7 0.0 13.3 57.7 5.7 1.5 46.7 0.0Queue Length 95th (m) 59.5 56.9 8.4 39.7 36.9 4.3 32.2 81.8 21.2 5.3 66.8 9.0Internal Link Dist (m) 89.2 599.8 1481.1 2343.0Turn Bay Length (m) 85.0 85.0 300.0 70.0 60.0 175.0 40.0 120.0Base Capacity (vph) 387 621 561 290 621 527 313 2249 1141 250 2249 1063Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.58 0.39 0.12 0.48 0.25 0.03 0.43 0.48 0.43 0.08 0.41 0.19


HCM Signalized Intersection Capacity Analysis Existing Conditions17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 225 245 65 140 155 15 135 1075 485 20 920 205Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1785 1921 1597 1785 1921 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.64 1.00 1.00 0.48 1.00 1.00 0.27 1.00 1.00 0.22 1.00 1.00Satd. Flow (perm) 1197 1921 1597 899 1921 1597 507 3650 1597 407 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 225 245 65 140 155 15 135 1075 485 20 920 205RTOR Reduction (vph) 0 0 48 0 0 11 0 0 157 0 0 79Lane Group Flow (vph) 225 245 17 140 155 4 135 1075 328 20 920 126Turn Type Perm Perm Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 4 4 2 2 2 2Actuated Green, G (s) 28.3 28.3 28.3 28.3 28.3 28.3 66.7 66.7 66.7 66.7 66.7 66.7Effective Green, g (s) 28.3 28.3 28.3 28.3 28.3 28.3 66.7 66.7 66.7 66.7 66.7 66.7Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.26 0.62 0.62 0.62 0.62 0.62 0.62Clearance Time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 313 502 418 235 502 418 313 2250 984 251 2250 984v/s Ratio Prot 0.13 0.08 c0.29 0.25v/s Ratio Perm c0.19 0.01 0.16 0.00 0.27 0.21 0.05 0.08v/c Ratio 0.72 0.49 0.04 0.60 0.31 0.01 0.43 0.48 0.33 0.08 0.41 0.13Uniform Delay, d1 36.3 33.8 29.8 34.9 32.1 29.6 10.8 11.3 10.0 8.4 10.6 8.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 9.4 1.6 0.1 6.0 0.7 0.0 4.3 0.7 0.9 0.6 0.6 0.3Delay (s) 45.8 35.4 29.9 41.0 32.8 29.6 15.1 12.0 10.9 9.0 11.2 8.9Level of Service D D C D C C B B B A B AApproach Delay (s) 39.1 36.3 11.9 10.7Approach LOS D D B B

Intersection SummaryHCM Average Control Delay 17.6 HCM Level of Service BHCM Volume to Capacity ratio 0.55Actuated Cycle Length (s) 108.2 Sum of lost time (s) 13.2Intersection Capacity Utilization 91.3% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Phase Number 2 4Movement NBSB EBWBLead/LagLead-Lag OptimizeRecall Mode C-Max NoneMaximum Split (s) 66.6 41.6Maximum Split (%) 61.6% 38.4%Minimum Split (s) 26.6 23.6Yellow Time (s) 4.6 4.6All-Red Time (s) 2 2Minimum Initial (s) 20 12Vehicle Extension (s) 5 5Minimum Gap (s) 3 3Time Before Reduce (s) 0 0Time To Reduce (s) 0 0Walk Time (s) 5 5Flash Dont Walk (s) 11 12Dual Entry Yes YesInhibit Max Yes YesStart Time (s) 0 66.6End Time (s) 66.6 0Yield/Force Off (s) 60 101.6Yield/Force Off 170(s) 49 89.6Local Start Time (s) 0 66.6Local Yield (s) 60 101.6Local Yield 170(s) 49 89.6



Queues Existing Conditions18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour




HCM Signalized Intersection Capacity Analysis Existing Conditions18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 170 470 30 10 460 20 80 190 15 30 85 220Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95Frt 1.00 0.99 1.00 0.99 1.00 0.99 1.00 0.89Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1785 3617 1785 3627 1785 3610 1785 3255Flt Permitted 0.42 1.00 0.47 1.00 0.55 1.00 0.62 1.00Satd. Flow (perm) 792 3617 881 3627 1041 3610 1171 3255Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 170 470 30 10 460 20 80 190 15 30 85 220RTOR Reduction (vph) 0 4 0 0 3 0 0 5 0 0 152 0Lane Group Flow (vph) 170 496 0 10 477 0 80 200 0 30 153 0Turn Type pm+pt Perm Perm PermProtected Phases 5 2 6 8 4Permitted Phases 2 6 8 4Actuated Green, G (s) 65.0 65.0 50.7 50.7 35.0 35.0 35.0 35.0Effective Green, g (s) 65.0 65.0 50.7 50.7 35.0 35.0 35.0 35.0Actuated g/C Ratio 0.57 0.57 0.44 0.44 0.31 0.31 0.31 0.31Clearance Time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 550 2062 392 1613 320 1108 360 999v/s Ratio Prot c0.03 0.14 0.13 0.06 0.05v/s Ratio Perm c0.15 0.01 c0.08 0.03v/c Ratio 0.31 0.24 0.03 0.30 0.25 0.18 0.08 0.15Uniform Delay, d1 11.9 12.2 17.8 20.2 29.6 29.0 28.1 28.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.7 0.3 0.1 0.5 1.9 0.4 0.5 0.3Delay (s) 12.5 12.5 17.9 20.7 31.5 29.3 28.5 29.0Level of Service B B B C C C C CApproach Delay (s) 12.5 20.6 29.9 29.0Approach LOS B C C C

Intersection SummaryHCM Average Control Delay 20.6 HCM Level of Service CHCM Volume to Capacity ratio 0.28Actuated Cycle Length (s) 114.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 67.3% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Existing Conditions18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Existing Conditions20: Mayfield Road & Humber Station Road Weekday PM Peak Hour



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 625 765 25 30Volume Left 20 10 0 5Volume Right 5 20 5 15cSH 865 983 157 186Volume to Capacity 0.02 0.01 0.16 0.16Queue Length 95th (m) 0.5 0.2 3.9 3.9Control Delay (s) 0.6 0.3 32.3 28.0Lane LOS A A D DApproach Delay (s) 0.6 0.3 32.3 28.0Approach LOS D D


Queues Existing Conditions27: King Street West & Coleraine Drive Weekday PM Peak Hour


Lane Group EBT EBR WBL WBT NBL NBRLane Group Flow (vph) 315 100 60 310 190 130v/c Ratio 0.30 0.11 0.11 0.29 0.35 0.23Control Delay 10.7 2.3 9.3 10.6 24.3 5.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 10.7 2.3 9.3 10.6 24.3 5.3Queue Length 50th (m) 22.0 0.0 3.7 21.6 20.7 0.0Queue Length 95th (m) 35.3 5.5 8.8 34.8 36.2 10.4Internal Link Dist (m) 134.6 108.8 135.8Turn Bay Length (m) 50.0 70.0Base Capacity (vph) 1057 923 567 1057 536 570Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.30 0.11 0.11 0.29 0.35 0.23


HCM Signalized Intersection Capacity Analysis Existing Conditions27: King Street West & Coleraine Drive Weekday PM Peak Hour


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (vph) 315 100 60 310 190 130Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Width 3.7 3.5 3.5 3.7 3.5 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1921 1597 1785 1921 1785 1597Flt Permitted 1.00 1.00 0.55 1.00 0.95 1.00Satd. Flow (perm) 1921 1597 1030 1921 1785 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 315 100 60 310 190 130RTOR Reduction (vph) 0 45 0 0 0 91Lane Group Flow (vph) 315 55 60 310 190 39Turn Type Perm Perm PermProtected Phases 2 2 4Permitted Phases 2 2 4Actuated Green, G (s) 44.0 44.0 44.0 44.0 24.0 24.0Effective Green, g (s) 44.0 44.0 44.0 44.0 24.0 24.0Actuated g/C Ratio 0.55 0.55 0.55 0.55 0.30 0.30Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 1057 878 567 1057 536 479v/s Ratio Prot c0.16 0.16 c0.11v/s Ratio Perm 0.03 0.06 0.02v/c Ratio 0.30 0.06 0.11 0.29 0.35 0.08Uniform Delay, d1 9.7 8.4 8.6 9.7 21.9 20.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.7 0.1 0.4 0.7 1.8 0.3Delay (s) 10.4 8.5 9.0 10.4 23.8 20.4Level of Service B A A B C CApproach Delay (s) 10.0 10.1 22.4Approach LOS A B C


Timing Report, Sorted By Phase Existing Conditions27: King Street West & Coleraine Drive Weekday PM Peak Hour


Phase Number 2 4Movement EBWB NBLLead/LagLead-Lag OptimizeRecall Mode C-Max MaxMaximum Split (s) 50 30Maximum Split (%) 62.5% 37.5%Minimum Split (s) 28 22Yellow Time (s) 4 4All-Red Time (s) 2 2Minimum Initial (s) 8 8Vehicle Extension (s) 5 5Minimum Gap (s) 3 3Time Before Reduce (s) 0 0Time To Reduce (s) 0 0Walk Time (s) 5 5Flash Dont Walk (s) 17 10Dual Entry Yes YesInhibit Max Yes YesStart Time (s) 29 79End Time (s) 79 29Yield/Force Off (s) 73 23Yield/Force Off 170(s) 56 13Local Start Time (s) 0 50Local Yield (s) 44 74Local Yield 170(s) 27 64

Intersection SummaryCycle Length 80Control Type Actuated-CoordinatedNatural Cycle 50Offset: 29 (36%), Referenced to phase 2:EBWB, Start of Green


HCM Unsignalized Intersection Capacity Analysis Existing Conditions28: Harvest Moon Drive & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsVolume (veh/h) 35 150 380 285 135 50Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 35 150 380 285 135 50PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 160pX, platoon unblockedvC, conflicting volume 1062 92 185vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1062 92 185tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 78 84 73cM capacity (veh/h) 162 953 1402

Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2Volume Total 35 150 380 142 142 90 95Volume Left 35 0 380 0 0 0 0Volume Right 0 150 0 0 0 0 50cSH 162 953 1402 1700 1700 1700 1700Volume to Capacity 0.22 0.16 0.27 0.08 0.08 0.05 0.06Queue Length 95th (m) 5.5 3.9 7.7 0.0 0.0 0.0 0.0Control Delay (s) 33.3 9.5 8.5 0.0 0.0 0.0 0.0Lane LOS D A AApproach Delay (s) 14.0 4.9 0.0Approach LOS B


Queues Existing Conditions17: Mayfield Road & Queen Street South Saturday Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 172 72 56 184 70 12 55 601 186 10 608 136Lane Group Flow (vph) 172 72 56 184 70 12 55 601 186 10 608 136Turn Type Perm Perm Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 4 4 2 2 2 2Detector Phase 4 4 4 4 4 4 2 2 2 2 2 2Switch PhaseMinimum Initial (s) 12.0 12.0 12.0 12.0 12.0 12.0 20.0 20.0 20.0 20.0 20.0 20.0Minimum Split (s) 23.6 23.6 23.6 23.6 23.6 23.6 26.6 26.6 26.6 26.6 26.6 26.6Total Split (s) 41.6 41.6 41.6 41.6 41.6 41.6 66.6 66.6 66.6 66.6 66.6 66.6Total Split (%) 38.4% 38.4% 38.4% 38.4% 38.4% 38.4% 61.6% 61.6% 61.6% 61.6% 61.6% 61.6%Yellow Time (s) 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lead/LagLead-Lag Optimize?Recall Mode None None None None None None C-Max C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.60 0.17 0.14 0.64 0.17 0.03 0.11 0.25 0.17 0.02 0.25 0.12Control Delay 45.4 32.7 8.5 47.5 32.6 13.4 9.4 8.7 1.8 9.1 8.7 2.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 45.4 32.7 8.5 47.5 32.6 13.4 9.4 8.7 1.8 9.1 8.7 2.0Queue Length 50th (m) 34.8 13.2 0.0 37.6 12.8 0.0 4.0 25.3 0.0 0.7 25.7 0.0Queue Length 95th (m) 50.7 22.7 9.2 54.6 22.0 4.5 12.0 45.0 9.4 3.4 45.6 8.2Internal Link Dist (m) 89.2 562.7 1481.1 2351.8Turn Bay Length (m) 85.0 85.0 300.0 70.0 60.0 175.0 40.0 120.0Base Capacity (vph) 432 621 554 432 621 525 515 2416 1120 520 2416 1103Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.40 0.12 0.10 0.43 0.11 0.02 0.11 0.25 0.17 0.02 0.25 0.12

Intersection SummaryCycle Length: 108.2Actuated Cycle Length: 108.2Offset: 0 (0%), Referenced to phase 2:NBSB, Start of GreenNatural Cycle: 55Control Type: Actuated-Coordinated


HCM Signalized Intersection Capacity Analysis Existing Conditions17: Mayfield Road & Queen Street South Saturday Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 172 72 56 184 70 12 55 601 186 10 608 136Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1785 1921 1597 1785 1921 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.71 1.00 1.00 0.71 1.00 1.00 0.41 1.00 1.00 0.42 1.00 1.00Satd. Flow (perm) 1337 1921 1597 1334 1921 1597 778 3650 1597 785 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 172 72 56 184 70 12 55 601 186 10 608 136RTOR Reduction (vph) 0 0 44 0 0 9 0 0 63 0 0 46Lane Group Flow (vph) 172 72 12 184 70 3 55 601 123 10 608 90Turn Type Perm Perm Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 4 4 2 2 2 2Actuated Green, G (s) 23.4 23.4 23.4 23.4 23.4 23.4 71.6 71.6 71.6 71.6 71.6 71.6Effective Green, g (s) 23.4 23.4 23.4 23.4 23.4 23.4 71.6 71.6 71.6 71.6 71.6 71.6Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.22 0.66 0.66 0.66 0.66 0.66 0.66Clearance Time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 289 415 345 288 415 345 515 2415 1057 519 2415 1057v/s Ratio Prot 0.04 0.04 0.16 c0.17v/s Ratio Perm 0.13 0.01 c0.14 0.00 0.07 0.08 0.01 0.06v/c Ratio 0.60 0.17 0.04 0.64 0.17 0.01 0.11 0.25 0.12 0.02 0.25 0.09Uniform Delay, d1 38.1 34.5 33.5 38.6 34.5 33.3 6.7 7.4 6.7 6.3 7.4 6.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 4.9 0.4 0.1 6.3 0.4 0.0 0.4 0.2 0.2 0.1 0.3 0.2Delay (s) 43.0 34.9 33.6 44.9 34.9 33.3 7.1 7.7 6.9 6.3 7.7 6.7Level of Service D C C D C C A A A A A AApproach Delay (s) 39.3 41.7 7.5 7.5Approach LOS D D A A


Timing Report, Sorted By Phase Existing Conditions17: Mayfield Road & Queen Street South Saturday Peak Hour






Future Background Conditions

HCM Unsignalized Intersection Capacity Analysis Future Background5: Holland Drive & Coleraine Drive Weekday AM Peak Hour



Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 5 55 43 37 115 230 230Volume Left 5 0 0 0 115 0 0Volume Right 0 55 0 15 0 0 0cSH 446 1029 1700 1700 1531 1700 1700Volume to Capacity 0.01 0.05 0.03 0.02 0.08 0.14 0.14Queue Length 95th (m) 0.2 1.2 0.0 0.0 1.7 0.0 0.0Control Delay (s) 13.2 8.7 0.0 0.0 7.5 0.0 0.0Lane LOS B A AApproach Delay (s) 9.1 0.0 1.5Approach LOS A


Queues Future Background7: Healey Road & Coleraine Drive Weekday AM Peak Hour





HCM Signalized Intersection Capacity Analysis Future Background7: Healey Road & Coleraine Drive Weekday AM Peak Hour




Timing Report, Sorted By Phase Future Background7: Healey Road & Coleraine Drive Weekday AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future Background10: Healey Road & Humber Station Road Weekday AM Peak Hour





Queues Future Background13: Healey Drive & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBR WBL WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 70 90 10 5 115 740 5 10 1445 275Lane Group Flow (vph) 70 90 10 5 115 740 5 10 1445 275Turn Type Prot Perm Perm Perm D.P+P custom Perm PermProtected Phases 3 1 1 2 2Permitted Phases 4 4 4 2 2 2 2Detector Phase 3 4 4 4 1 1 2 2 2 2 2Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 5.0 8.0 8.0 8.0 8.0Minimum Split (s) 13.0 36.6 36.6 36.6 8.0 34.1 34.1 34.1 34.1Total Split (s) 14.0 16.0 16.0 16.0 10.0 90.0 80.0 80.0 80.0 80.0Total Split (%) 11.7% 13.3% 13.3% 13.3% 8.3% 75.0% 66.7% 66.7% 66.7% 66.7%Yellow Time (s) 3.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 3.6 3.6 3.6 0.0 3.1 3.1 3.1 3.1Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 7.6 7.6 7.6 3.0 3.0 7.1 7.1 7.1 7.1Lead/Lag Lead Lag Lag Lag Lead Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Maxv/c Ratio 0.28 0.28 0.10 0.01 0.44 0.27 0.01 0.02 0.63 0.25Control Delay 55.4 2.1 54.9 0.0 20.7 4.3 5.6 9.7 16.1 1.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 55.4 2.1 54.9 0.0 20.7 4.3 5.6 9.7 16.1 1.7Queue Length 50th (m) 7.5 0.0 2.1 0.0 4.8 13.4 0.2 0.8 100.6 0.0Queue Length 95th (m) 14.3 0.0 7.2 0.0 m17.5 17.1 m0.3 2.9 120.8 9.2Internal Link Dist (m) 2351.8 778.6Turn Bay Length (m) 80.0 80.0 60.0 8.0 80.0 75.0Base Capacity (vph) 260 328 100 384 264 2737 997 434 2276 1099Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.27 0.27 0.10 0.01 0.44 0.27 0.01 0.02 0.63 0.25

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBSB, Start of GreenNatural Cycle: 105Control Type: Actuated-Coordinatedm Volume for 95th percentile queue is metered by upstream signal.


HCM Signalized Intersection Capacity Analysis Future Background13: Healey Drive & Queen Street South Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 70 0 90 10 0 5 115 740 5 10 1445 275Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 7.6 7.6 7.6 3.0 3.0 7.1 7.1 7.1 7.1Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1597 1785 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.95 1.00 0.76 1.00 0.12 1.00 1.00 0.37 1.00 1.00Satd. Flow (perm) 3463 1597 1423 1597 220 3650 1597 696 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 70 0 90 10 0 5 115 740 5 10 1445 275RTOR Reduction (vph) 0 0 84 0 0 5 0 0 1 0 0 106Lane Group Flow (vph) 70 0 6 10 0 0 115 740 4 10 1445 169Turn Type Prot Perm Perm Perm D.P+P custom Perm PermProtected Phases 3 4 4 1 1 2 2Permitted Phases 4 4 4 2 2 2 2Actuated Green, G (s) 7.2 8.2 8.2 8.2 81.9 84.9 73.9 73.9 73.9 73.9Effective Green, g (s) 7.2 8.2 8.2 8.2 81.9 84.9 73.9 73.9 73.9 73.9Actuated g/C Ratio 0.06 0.07 0.07 0.07 0.68 0.71 0.62 0.62 0.62 0.62Clearance Time (s) 5.0 7.6 7.6 7.6 3.0 7.1 7.1 7.1 7.1Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 208 109 97 109 254 2582 983 429 2248 983v/s Ratio Prot c0.02 c0.03 0.20 c0.40v/s Ratio Perm 0.00 c0.01 0.00 0.28 0.00 0.01 0.11v/c Ratio 0.34 0.06 0.10 0.00 0.45 0.29 0.00 0.02 0.64 0.17Uniform Delay, d1 54.1 52.3 52.4 52.1 10.9 6.4 8.9 9.0 14.7 9.9Progression Factor 1.00 1.00 1.00 1.00 3.42 0.80 0.73 1.00 1.00 1.00Incremental Delay, d2 2.0 0.5 1.0 0.0 2.2 0.1 0.0 0.1 1.4 0.4Delay (s) 56.1 52.7 53.4 52.1 39.5 5.3 6.5 9.1 16.1 10.3Level of Service E D D D D A A A B BApproach Delay (s) 54.2 53.0 9.8 15.1Approach LOS D D A B


Timing Report, Sorted By Phase Future Background13: Healey Drive & Queen Street South Weekday AM Peak Hour


Phase Number 1 2 3 4Movement NBTL NBSB EBL EBWBLead/Lag Lead Lag Lead LagLead-Lag Optimize Yes YesRecall Mode None C-Max None NoneMaximum Split (s) 10 80 14 16Maximum Split (%) 8.3% 66.7% 11.7% 13.3%Minimum Split (s) 8 34.1 13 36.6Yellow Time (s) 3 4 3 4All-Red Time (s) 0 3.1 2 3.6Minimum Initial (s) 5 8 8 8Vehicle Extension (s) 5 5 5 5Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 5 5Flash Dont Walk (s) 22 24Dual Entry No Yes No YesInhibit Max Yes Yes Yes YesStart Time (s) 110 0 80 94End Time (s) 0 80 94 110Yield/Force Off (s) 117 72.9 89 102.4Yield/Force Off 170(s) 117 50.9 89 78.4Local Start Time (s) 110 0 80 94Local Yield (s) 117 72.9 89 102.4Local Yield 170(s) 117 50.9 89 78.4



Queues Future Background17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 210 200 175 715 545 115 985 145 10 1795 205Lane Group Flow (vph) 210 200 175 715 560 115 985 145 10 1795 205Turn Type Prot Perm Prot pm+pt custom Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 2 2 2 6 6Detector Phase 7 4 4 3 8 5 2 2 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 12.0 12.0 8.0 12.0 5.0 12.0 12.0 12.0 12.0Minimum Split (s) 13.0 26.6 26.6 13.0 26.6 8.0 25.6 25.6 25.6 25.6Total Split (s) 17.0 27.0 27.0 32.0 42.0 8.0 61.0 122.0 53.0 53.0 53.0Total Split (%) 14.2% 22.5% 22.5% 26.7% 35.0% 6.7% 50.8% 101.7% 44.2% 44.2% 44.2%Yellow Time (s) 3.0 4.6 4.6 3.0 4.6 3.0 4.6 4.6 4.6 4.6All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 0.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 6.6 6.6 5.0 6.6 3.0 6.6 6.6 6.6 6.6 6.6Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None Max C-Max C-Max C-Max C-Maxv/c Ratio 0.62 0.69 0.57 0.92 0.55 0.66 0.57 0.17 0.06 0.89 0.28Control Delay 60.3 60.7 32.3 63.3 38.9 38.5 24.9 3.6 29.0 38.0 7.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 60.3 60.7 32.3 63.3 38.9 38.5 24.9 3.6 29.0 38.0 7.5Queue Length 50th (m) 22.8 41.0 18.6 78.6 53.7 13.2 80.8 0.0 1.1 87.4 0.5Queue Length 95th (m) 34.4 63.1 39.3 #109.4 69.0 #39.0 101.3 10.2 m2.8 108.3 17.4Internal Link Dist (m) 89.2 562.7 1481.1 2351.8Turn Bay Length (m) 85.0 85.0 300.0 60.0 175.0 40.0 120.0Base Capacity (vph) 346 327 338 779 1074 175 1724 830 171 2028 743Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.61 0.61 0.52 0.92 0.52 0.66 0.57 0.17 0.06 0.89 0.28

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 100Control Type: Actuated-Coordinated# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.


HCM Signalized Intersection Capacity Analysis Future Background17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 210 200 175 715 545 15 115 985 145 10 1795 205Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 6.6 6.6 5.0 6.6 3.0 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 0.97 1.00 1.00 0.97 0.95 1.00 0.95 1.00 1.00 0.91 1.00Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1921 1597 3463 3635 1785 3650 1597 1785 5245 1597Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.08 1.00 1.00 0.24 1.00 1.00Satd. Flow (perm) 3463 1921 1597 3463 3635 152 3650 1597 444 5245 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 210 200 175 715 545 15 115 985 145 10 1795 205RTOR Reduction (vph) 0 0 68 0 1 0 0 0 76 0 0 126Lane Group Flow (vph) 210 200 107 715 559 0 115 985 69 10 1795 79Turn Type Prot Perm Prot pm+pt custom Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 2 2 2 6 6Actuated Green, G (s) 11.8 18.1 18.1 27.0 33.3 56.7 56.7 56.7 46.4 46.4 46.4Effective Green, g (s) 11.8 18.1 18.1 27.0 33.3 56.7 56.7 56.7 46.4 46.4 46.4Actuated g/C Ratio 0.10 0.15 0.15 0.22 0.28 0.47 0.47 0.47 0.39 0.39 0.39Clearance Time (s) 5.0 6.6 6.6 5.0 6.6 3.0 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 341 290 241 779 1009 171 1725 755 172 2028 618v/s Ratio Prot 0.06 c0.10 c0.21 0.15 c0.04 0.27 c0.34v/s Ratio Perm 0.07 0.28 0.04 0.02 0.05v/c Ratio 0.62 0.69 0.44 0.92 0.55 0.67 0.57 0.09 0.06 0.89 0.13Uniform Delay, d1 51.9 48.3 46.4 45.4 37.0 25.3 22.9 17.4 23.1 34.3 23.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.19 0.94 2.01Incremental Delay, d2 4.7 8.5 2.7 16.3 1.1 19.1 1.4 0.2 0.6 5.5 0.4Delay (s) 56.6 56.8 49.1 61.7 38.1 44.5 24.2 17.7 28.1 37.7 48.2Level of Service E E D E D D C B C D DApproach Delay (s) 54.4 51.4 25.3 38.7Approach LOS D D C D

Intersection SummaryHCM Average Control Delay 40.4 HCM Level of Service DHCM Volume to Capacity ratio 0.84Actuated Cycle Length (s) 120.0 Sum of lost time (s) 21.2Intersection Capacity Utilization 90.5% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Future Background17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Phase Number 2 3 4 5 6 7 8Movement NBTL WBL EBT NBL SBTL EBL WBTLead/Lag Lead Lag Lead Lag Lead LagLead-Lag OptimizeRecall Mode C-Max None None Max C-Max None NoneMaximum Split (s) 61 32 27 8 53 17 42Maximum Split (%) 50.8% 26.7% 22.5% 6.7% 44.2% 14.2% 35.0%Minimum Split (s) 25.6 13 26.6 8 25.6 13 26.6Yellow Time (s) 4.6 3 4.6 3 4.6 3 4.6All-Red Time (s) 2 2 2 0 2 2 2Minimum Initial (s) 12 8 12 5 12 8 12Vehicle Extension (s) 5 5 5 5 5 5 5Minimum Gap (s) 3 3 3 3 3 3 3Time Before Reduce (s) 0 0 0 0 0 0 0Time To Reduce (s) 0 0 0 0 0 0 0Walk Time (s) 5 5 5 5Flash Dont Walk (s) 14 15 14 15Dual Entry Yes Yes Yes Yes Yes No YesInhibit Max Yes Yes Yes Yes Yes Yes YesStart Time (s) 112 53 85 112 0 53 70End Time (s) 53 85 112 0 53 70 112Yield/Force Off (s) 46.4 80 105.4 117 46.4 65 105.4Yield/Force Off 170(s) 32.4 80 90.4 117 32.4 65 90.4Local Start Time (s) 112 53 85 112 0 53 70Local Yield (s) 46.4 80 105.4 117 46.4 65 105.4Local Yield 170(s) 32.4 80 90.4 117 32.4 65 90.4

Intersection SummaryCycle Length 120Control Type Actuated-CoordinatedNatural Cycle 100Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green


Queues Future Background18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour





HCM Signalized Intersection Capacity Analysis Future Background18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour



Intersection SummaryHCM Average Control Delay 20.6 HCM Level of Service CHCM Volume to Capacity ratio 0.47Actuated Cycle Length (s) 109.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 58.7% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Future Background18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future Background20: Mayfield Road & Humber Station Road Weekday AM Peak Hour



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 770 730 10 85Volume Left 15 5 0 15Volume Right 10 10 10 30cSH 887 865 415 150Volume to Capacity 0.02 0.01 0.02 0.57Queue Length 95th (m) 0.4 0.1 0.5 20.3Control Delay (s) 0.5 0.2 13.9 56.7Lane LOS A A B FApproach Delay (s) 0.5 0.2 13.9 56.7Approach LOS B F

Intersection SummaryAverage Delay 3.4Intersection Capacity Utilization 67.9% ICU Level of Service CAnalysis Period (min) 15

Queues Future Background28: Harvest Moon Drive & Coleraine Drive Weekday AM Peak Hour


Lane Group EBT EBR WBL WBT WBR NBL NBT NBR SBL SBTLane ConfigurationsVolume (vph) 65 335 85 15 255 50 80 15 205 220Lane Group Flow (vph) 65 335 49 51 255 50 80 15 205 220Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 8 2 2 6Detector Phase 4 4 8 8 8 2 2 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 12.0 12.0 12.0 12.0 12.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 25.0 25.0 25.0 25.0 25.0Total Split (%) 35.3% 35.3% 35.3% 35.3% 35.3% 29.4% 29.4% 29.4% 29.4% 29.4%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lead Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.25 0.66 0.28 0.27 0.58 0.08 0.04 0.02 0.30 0.12Control Delay 33.2 10.4 35.7 35.2 10.1 14.3 13.0 7.8 15.8 12.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 33.2 10.4 35.7 35.2 10.1 14.3 13.0 7.8 15.8 12.8Queue Length 50th (m) 9.0 0.0 7.1 7.4 0.0 3.3 2.7 0.0 15.5 7.8Queue Length 95th (m) 17.1 18.3 15.4 15.6 16.7 11.8 8.1 3.4 40.1 18.5Internal Link Dist (m) 289.4 201.7 956.4 135.8Turn Bay Length (m) 80.0 80.0 80.0Base Capacity (vph) 542 691 360 386 634 594 1877 829 678 1877Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.12 0.48 0.14 0.13 0.40 0.08 0.04 0.02 0.30 0.12

Intersection SummaryCycle Length: 85Actuated Cycle Length: 85Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 85Control Type: Actuated-Coordinated

Splits and Phases: 28: Harvest Moon Drive & Coleraine Drive

HCM Signalized Intersection Capacity Analysis Future Background28: Harvest Moon Drive & Coleraine Drive Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 65 335 85 15 255 50 80 15 205 220 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00Flt Protected 1.00 1.00 0.95 0.97 1.00 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1921 1597 1696 1763 1597 1785 3650 1597 1785 3650Flt Permitted 1.00 1.00 0.71 0.75 1.00 0.61 1.00 1.00 0.70 1.00Satd. Flow (perm) 1921 1597 1276 1367 1597 1154 3650 1597 1320 3650Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 65 335 85 15 255 50 80 15 205 220 0RTOR Reduction (vph) 0 0 289 0 0 220 0 0 7 0 0 0Lane Group Flow (vph) 0 65 46 49 51 35 50 80 8 205 220 0Turn Type Perm Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 2 6Actuated Green, G (s) 11.7 11.7 11.6 11.6 11.6 43.7 43.7 43.7 43.7 43.7Effective Green, g (s) 11.7 11.7 11.6 11.6 11.6 43.7 43.7 43.7 43.7 43.7Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.14 0.51 0.51 0.51 0.51 0.51Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 264 220 174 187 218 593 1877 821 679 1877v/s Ratio Prot c0.03 0.02 0.06v/s Ratio Perm 0.03 c0.04 0.04 0.02 0.04 0.00 c0.16v/c Ratio 0.25 0.21 0.28 0.27 0.16 0.08 0.04 0.01 0.30 0.12Uniform Delay, d1 32.7 32.5 33.0 32.9 32.4 10.5 10.3 10.1 11.9 10.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.0 1.0 1.9 1.7 0.7 0.3 0.0 0.0 1.1 0.1Delay (s) 33.7 33.5 34.8 34.6 33.1 10.8 10.3 10.1 13.0 10.8Level of Service C C C C C B B B B BApproach Delay (s) 33.6 33.6 10.4 11.9Approach LOS C C B B


Timing Report, Sorted By Phase Future Background28: Harvest Moon Drive & Coleraine Drive Weekday AM Peak Hour


Phase Number 2 4 6 8Movement NBTL EBTL SBTL WBTLLead/Lag Lead LagLead-Lag Optimize Yes YesRecall Mode C-Max None C-Max NoneMaximum Split (s) 25 30 25 30Maximum Split (%) 29.4% 35.3% 29.4% 35.3%Minimum Split (s) 22 30 22 30Yellow Time (s) 4 4 4 4All-Red Time (s) 2 2 2 2Minimum Initial (s) 12 8 12 8Vehicle Extension (s) 5 5 5 5Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 5 5 5 5Flash Dont Walk (s) 11 14 11 14Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 0 25 0 55End Time (s) 25 55 25 0Yield/Force Off (s) 19 49 19 79Yield/Force Off 170(s) 8 35 8 65Local Start Time (s) 0 25 0 55Local Yield (s) 19 49 19 79Local Yield 170(s) 8 35 8 65



HCM Unsignalized Intersection Capacity Analysis Future Background5: Holland Drive & Coleraine Drive Weekday PM Peak Hour



Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 15 180 247 128 65 80 80Volume Left 15 0 0 0 65 0 0Volume Right 0 180 0 5 0 0 0cSH 424 829 1700 1700 1195 1700 1700Volume to Capacity 0.04 0.22 0.15 0.08 0.05 0.05 0.05Queue Length 95th (m) 0.8 5.8 0.0 0.0 1.2 0.0 0.0Control Delay (s) 13.8 10.5 0.0 0.0 8.2 0.0 0.0Lane LOS B B AApproach Delay (s) 10.8 0.0 2.4Approach LOS B


Queues Future Background7: Healey Road & Coleraine Drive Weekday PM Peak Hour




HCM Signalized Intersection Capacity Analysis Future Background7: Healey Road & Coleraine Drive Weekday PM Peak Hour




Timing Report, Sorted By Phase Future Background7: Healey Road & Coleraine Drive Weekday PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future Background10: Healey Road & Humber Station Road Weekday PM Peak Hour





Queues Future Background13: Healey Drive & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBR NBL NBT NBR SBL SBT SBRLane Group Flow (vph) 345 15 185 10 30 145 1980 10 5 935 150v/c Ratio 0.80 0.10 0.62 0.09 0.21 0.46 0.86 0.01 0.08 0.41 0.14Control Delay 65.5 51.6 17.0 51.8 35.1 14.5 17.9 7.0 13.0 11.8 1.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 65.5 51.6 17.0 51.8 35.1 14.5 17.9 7.0 13.0 11.8 1.8Queue Length 50th (m) 38.0 3.1 0.0 2.1 3.1 11.3 89.6 0.5 0.4 47.8 0.0Queue Length 95th (m) #56.9 9.1 19.4 6.9 11.5 19.6 229.5 m1.6 2.4 65.4 7.1Internal Link Dist (m) 125.7 2351.8 778.6Turn Bay Length (m) 80.0 80.0 60.0 8.0 80.0 75.0Base Capacity (vph) 433 199 331 145 178 317 2305 1009 63 2305 1064Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.80 0.08 0.56 0.07 0.17 0.46 0.86 0.01 0.08 0.41 0.14

Intersection Summary# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.

HCM Signalized Intersection Capacity Analysis Future Background13: Healey Drive & Queen Street South Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 345 15 185 10 0 30 145 1980 10 5 935 150Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 7.6 7.6 7.6 7.6 7.1 7.1 7.1 7.1 7.1 7.1Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1921 1597 1785 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.95 1.00 1.00 0.75 1.00 0.27 1.00 1.00 0.05 1.00 1.00Satd. Flow (perm) 3463 1921 1597 1405 1597 502 3650 1597 99 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 345 15 185 10 0 30 145 1980 10 5 935 150RTOR Reduction (vph) 0 0 170 0 0 14 0 0 1 0 0 55Lane Group Flow (vph) 345 15 15 10 0 16 145 1980 9 5 935 95Turn Type Prot Perm Perm Perm Perm Perm Perm PermProtected Phases 3 4 4 2 2Permitted Phases 4 4 4 2 2 2 2Actuated Green, G (s) 15.0 9.5 9.5 9.5 9.5 75.8 75.8 75.8 75.8 75.8 75.8Effective Green, g (s) 15.0 9.5 9.5 9.5 9.5 75.8 75.8 75.8 75.8 75.8 75.8Actuated g/C Ratio 0.12 0.08 0.08 0.08 0.08 0.63 0.63 0.63 0.63 0.63 0.63Clearance Time (s) 5.0 7.6 7.6 7.6 7.6 7.1 7.1 7.1 7.1 7.1 7.1Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 433 152 126 111 126 317 2306 1009 63 2306 1009v/s Ratio Prot c0.10 0.01 c0.54 0.26v/s Ratio Perm 0.01 0.01 c0.01 0.29 0.01 0.05 0.06v/c Ratio 0.80 0.10 0.12 0.09 0.13 0.46 0.86 0.01 0.08 0.41 0.09Uniform Delay, d1 51.0 51.3 51.3 51.2 51.4 11.4 17.8 8.2 8.6 10.9 8.7Progression Factor 1.00 1.00 1.00 1.00 1.00 0.76 0.73 0.88 1.00 1.00 1.00Incremental Delay, d2 11.2 0.6 0.9 0.7 1.0 4.4 4.2 0.0 2.4 0.5 0.2Delay (s) 62.2 51.9 52.2 52.0 52.4 13.2 17.2 7.2 11.0 11.5 8.8Level of Service E D D D D B B A B B AApproach Delay (s) 58.5 52.3 16.8 11.1Approach LOS E D B B


Timing Report, Sorted By Phase Future Background13: Healey Drive & Queen Street South Weekday PM Peak Hour


Phase Number 2 3 4Movement NBSB EBL EBWBLead/Lag Lead LagLead-Lag Optimize YesRecall Mode C-Max None NoneMaximum Split (s) 80 20 20Maximum Split (%) 66.7% 16.7% 16.7%Minimum Split (s) 34.1 13 36.6Yellow Time (s) 4 3 4All-Red Time (s) 3.1 2 3.6Minimum Initial (s) 8 8 8Vehicle Extension (s) 5 5 5Minimum Gap (s) 3 3 3Time Before Reduce (s) 0 0 0Time To Reduce (s) 0 0 0Walk Time (s) 5 5Flash Dont Walk (s) 22 24Dual Entry Yes No YesInhibit Max Yes Yes YesStart Time (s) 0 80 100End Time (s) 80 100 0Yield/Force Off (s) 72.9 95 112.4Yield/Force Off 170(s) 50.9 95 88.4Local Start Time (s) 0 80 100Local Yield (s) 72.9 95 112.4Local Yield 170(s) 50.9 95 88.4



Queues Future Background17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBRLane Group Flow (vph) 255 275 75 160 190 145 1160 520 20 990 220v/c Ratio 0.65 0.76 0.21 0.62 0.35 0.52 0.54 0.46 0.10 0.32 0.21Control Delay 59.1 60.0 10.1 64.6 45.6 24.2 16.8 3.3 10.6 9.9 1.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 59.1 60.0 10.1 64.6 45.6 24.2 16.8 3.3 10.6 9.9 1.0Queue Length 50th (m) 27.5 56.2 0.0 17.6 18.8 18.3 78.7 4.4 1.3 23.7 0.1Queue Length 95th (m) 40.1 82.1 11.3 27.9 28.7 39.6 98.6 18.6 m2.9 25.6 3.8Internal Link Dist (m) 89.2 599.8 1481.1 2351.8Turn Bay Length (m) 85.0 85.0 300.0 60.0 175.0 40.0 120.0Base Capacity (vph) 404 407 397 260 618 279 2136 1130 196 3069 1026Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.63 0.68 0.19 0.62 0.31 0.52 0.54 0.46 0.10 0.32 0.21

Intersection Summarym Volume for 95th percentile queue is metered by upstream signal.

HCM Signalized Intersection Capacity Analysis Future Background17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 255 275 75 160 175 15 145 1160 520 20 990 220Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 6.6 6.6 5.0 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 0.97 1.00 1.00 0.97 0.95 1.00 0.95 1.00 1.00 0.91 1.00Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1921 1597 3463 3607 1785 3650 1597 1785 5245 1597Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.25 1.00 1.00 0.18 1.00 1.00Satd. Flow (perm) 3463 1921 1597 3463 3607 477 3650 1597 335 5245 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 255 275 75 160 175 15 145 1160 520 20 990 220RTOR Reduction (vph) 0 0 61 0 5 0 0 0 196 0 0 91Lane Group Flow (vph) 255 275 14 160 185 0 145 1160 324 20 990 129Turn Type Prot Perm Prot Perm Perm Perm PermProtected Phases 7 4 3 8 2 6Permitted Phases 4 2 2 6 6Actuated Green, G (s) 13.6 22.6 22.6 9.0 18.0 70.2 70.2 70.2 70.2 70.2 70.2Effective Green, g (s) 13.6 22.6 22.6 9.0 18.0 70.2 70.2 70.2 70.2 70.2 70.2Actuated g/C Ratio 0.11 0.19 0.19 0.08 0.15 0.59 0.59 0.59 0.59 0.59 0.59Clearance Time (s) 5.0 6.6 6.6 5.0 6.6 6.6 6.6 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 392 362 301 260 541 279 2135 934 196 3068 934v/s Ratio Prot c0.07 c0.14 0.05 0.05 c0.32 0.19v/s Ratio Perm 0.01 0.30 0.20 0.06 0.08v/c Ratio 0.65 0.76 0.05 0.62 0.34 0.52 0.54 0.35 0.10 0.32 0.14Uniform Delay, d1 50.9 46.1 39.9 53.8 45.7 14.8 15.1 13.0 11.0 12.7 11.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.76 0.74 0.33Incremental Delay, d2 5.1 10.5 0.1 6.1 0.8 6.8 1.0 1.0 1.0 0.3 0.3Delay (s) 56.1 56.6 40.0 59.9 46.5 21.6 16.1 14.0 9.3 9.6 4.0Level of Service E E D E D C B B A A AApproach Delay (s) 54.3 52.6 16.0 8.6Approach LOS D D B A

Intersection SummaryHCM Average Control Delay 22.7 HCM Level of Service CHCM Volume to Capacity ratio 0.62Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.2Intersection Capacity Utilization 83.9% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Future Background17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Phase Number 2 3 4 6 7 8Movement NBTL WBL EBT SBTL EBL WBTLead/Lag Lead Lag Lead LagLead-Lag Optimize Yes Yes Yes YesRecall Mode C-Max None None C-Max None NoneMaximum Split (s) 74 14 32 74 19 27Maximum Split (%) 61.7% 11.7% 26.7% 61.7% 15.8% 22.5%Minimum Split (s) 26.6 13 26.6 26.6 13 26.6Yellow Time (s) 4.6 3 4.6 4.6 3 4.6All-Red Time (s) 2 2 2 2 2 2Minimum Initial (s) 12 8 12 12 8 12Vehicle Extension (s) 5 5 5 5 5 5Minimum Gap (s) 3 3 3 3 3 3Time Before Reduce (s) 0 0 0 0 0 0Time To Reduce (s) 0 0 0 0 0 0Walk Time (s) 5 5 5 5Flash Dont Walk (s) 14 15 14 15Dual Entry Yes No Yes Yes No YesInhibit Max Yes Yes Yes Yes Yes YesStart Time (s) 0 74 88 0 74 93End Time (s) 74 88 0 74 93 0Yield/Force Off (s) 67.4 83 113.4 67.4 88 113.4Yield/Force Off 170(s) 53.4 83 98.4 53.4 88 98.4Local Start Time (s) 0 74 88 0 74 93Local Yield (s) 67.4 83 113.4 67.4 88 113.4Local Yield 170(s) 53.4 83 98.4 53.4 88 98.4



Queues Future Background18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour




HCM Signalized Intersection Capacity Analysis Future Background18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour




Timing Report, Sorted By Phase Future Background18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future Background20: Mayfield Road & Humber Station Road Weekday PM Peak Hour



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 710 865 25 30Volume Left 25 10 0 5Volume Right 5 25 5 15cSH 793 918 120 143Volume to Capacity 0.03 0.01 0.21 0.21Queue Length 95th (m) 0.7 0.2 5.2 5.3Control Delay (s) 0.8 0.3 42.7 36.8Lane LOS A A E EApproach Delay (s) 0.8 0.3 42.7 36.8Approach LOS E E


Queues Future Background28: Harvest Moon Drive & Coleraine Drive Weekday PM Peak Hour


Lane Group EBT EBR WBL WBT WBR NBL NBT NBR SBL SBTLane Group Flow (vph) 40 60 9 56 250 410 205 100 255 135v/c Ratio 0.21 0.28 0.06 0.26 0.61 0.53 0.09 0.10 0.35 0.06Control Delay 41.3 14.1 35.9 40.0 11.9 15.5 9.0 2.6 12.5 9.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 41.3 14.1 35.9 40.0 11.9 15.5 9.0 2.6 12.5 9.0Queue Length 50th (m) 6.3 0.0 1.4 9.3 0.0 37.4 7.0 0.0 20.0 4.5Queue Length 95th (m) 14.9 10.0 5.3 18.8 18.1 78.3 14.2 6.7 43.5 10.0Internal Link Dist (m) 695.9 681.5 956.4 135.8Turn Bay Length (m) 80.0 60.0 60.0Base Capacity (vph) 485 448 330 459 590 779 2274 1032 730 2274Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.08 0.13 0.03 0.12 0.42 0.53 0.09 0.10 0.35 0.06


HCM Signalized Intersection Capacity Analysis Future Background28: Harvest Moon Drive & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 40 60 10 55 250 410 205 100 255 135 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00Flt Protected 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1921 1597 1696 1823 1597 1785 3650 1597 1785 3650Flt Permitted 1.00 1.00 0.73 1.00 1.00 0.67 1.00 1.00 0.62 1.00Satd. Flow (perm) 1921 1597 1305 1816 1597 1252 3650 1597 1171 3650Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 40 60 10 55 250 410 205 100 255 135 0RTOR Reduction (vph) 0 0 55 0 0 221 0 0 39 0 0 0Lane Group Flow (vph) 0 40 5 9 56 29 410 205 61 255 135 0Turn Type Perm Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 2 6Actuated Green, G (s) 7.9 7.9 11.1 11.1 11.1 58.0 58.0 58.0 58.0 58.0Effective Green, g (s) 7.9 7.9 11.1 11.1 11.1 58.0 58.0 58.0 58.0 58.0Actuated g/C Ratio 0.08 0.08 0.12 0.12 0.12 0.61 0.61 0.61 0.61 0.61Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 160 133 152 212 187 764 2228 975 715 2228v/s Ratio Prot c0.02 0.06 0.04v/s Ratio Perm 0.00 0.01 c0.03 0.02 c0.33 0.04 0.22v/c Ratio 0.25 0.04 0.06 0.26 0.16 0.54 0.09 0.06 0.36 0.06Uniform Delay, d1 40.8 40.1 37.3 38.2 37.7 10.7 7.6 7.5 9.2 7.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.7 0.2 0.3 1.4 0.8 2.7 0.1 0.1 1.4 0.1Delay (s) 42.5 40.3 37.6 39.6 38.6 13.4 7.7 7.6 10.6 7.5Level of Service D D D D D B A A B AApproach Delay (s) 41.2 38.7 11.0 9.5Approach LOS D D B A


Timing Report, Sorted By Phase Future Background28: Harvest Moon Drive & Coleraine Drive Weekday PM Peak Hour


Phase Number 2 4 6 8Movement NBTL EBTL SBTL WBTLLead/Lag Lead LagLead-Lag Optimize Yes YesRecall Mode C-Max None C-Max NoneMaximum Split (s) 35 30 35 30Maximum Split (%) 36.8% 31.6% 36.8% 31.6%Minimum Split (s) 22 30 22 30Yellow Time (s) 4 4 4 4All-Red Time (s) 2 2 2 2Minimum Initial (s) 12 8 12 8Vehicle Extension (s) 5 5 5 5Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 5 5 5 5Flash Dont Walk (s) 11 14 11 14Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 0 35 0 65End Time (s) 35 65 35 0Yield/Force Off (s) 29 59 29 89Yield/Force Off 170(s) 18 45 18 75Local Start Time (s) 0 35 0 65Local Yield (s) 29 59 29 89Local Yield 170(s) 18 45 18 75




Future Total Conditions

Timings Future Total5: Site Entrance (Trucks) & Coleraine Drive Weekday AM Peak Hour


Lane Group EBT WBL WBR NBL NBT SBL SBTLane ConfigurationsVolume (vph) 0 5 55 55 70 115 490Turn Type custom custom Perm PermProtected Phases 4 2 6Permitted Phases 8 8 2 6Detector Phase 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 12.0 12.0 12.0 12.0Minimum Split (s) 29.0 14.0 14.0 32.0 32.0 32.0 32.0Total Split (s) 29.0 14.0 14.0 47.0 47.0 47.0 47.0Total Split (%) 32.2% 15.6% 15.6% 52.2% 52.2% 52.2% 52.2%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesRecall Mode None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 11.2 8.2 8.2 66.3 66.3 66.3 66.3Actuated g/C Ratio 0.12 0.09 0.09 0.74 0.74 0.74 0.74v/c Ratio 0.20 0.04 0.28 0.08 0.03 0.12 0.19Control Delay 12.9 38.0 15.2 10.1 7.6 9.3 8.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 12.9 38.0 15.2 10.1 7.6 9.3 8.0LOS B D B B A A AApproach Delay 12.9 8.6 8.2Approach LOS B A A

Intersection SummaryCycle Length: 90Actuated Cycle Length: 90Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 75Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.28Intersection Signal Delay: 9.2 Intersection LOS: AIntersection Capacity Utilization 46.4% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 5: Site Entrance (Trucks) & Coleraine Drive

Queues Future Total5: Site Entrance (Trucks) & Coleraine Drive Weekday AM Peak Hour


Lane Group EBT WBL WBR NBL NBT SBL SBTLane ConfigurationsVolume (vph) 0 5 55 55 70 115 490Lane Group Flow (vph) 50 5 55 55 85 115 500Turn Type custom custom Perm PermProtected Phases 4 2 6Permitted Phases 8 8 2 6Detector Phase 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 12.0 12.0 12.0 12.0Minimum Split (s) 29.0 14.0 14.0 32.0 32.0 32.0 32.0Total Split (s) 29.0 14.0 14.0 47.0 47.0 47.0 47.0Total Split (%) 32.2% 15.6% 15.6% 52.2% 52.2% 52.2% 52.2%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesRecall Mode None None None C-Max C-Max C-Max C-Maxv/c Ratio 0.20 0.04 0.28 0.08 0.03 0.12 0.19Control Delay 12.9 38.0 15.2 10.1 7.6 9.3 8.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 12.9 38.0 15.2 10.1 7.6 9.3 8.0Queue Length 50th (m) 0.8 0.8 0.0 3.2 2.0 6.9 16.5Queue Length 95th (m) 8.3 3.8 9.9 11.5 6.7 20.2 35.3Internal Link Dist (m) 217.9 166.5 956.4Turn Bay Length (m) 80.0 50.0 50.0Base Capacity (vph) 462 137 195 649 2621 967 2680Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.11 0.04 0.28 0.08 0.03 0.12 0.19



HCM Signalized Intersection Capacity Analysis Future Total5: Site Entrance (Trucks) & Coleraine Drive Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 5 0 45 5 0 55 55 70 15 115 490 10Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.5 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 0.88 1.00 0.85 1.00 0.97 1.00 1.00Flt Protected 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1679 1785 1597 1785 3553 1785 3639Flt Permitted 1.00 0.80 1.00 0.47 1.00 0.70 1.00Satd. Flow (perm) 1679 1503 1597 881 3553 1313 3639Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 5 0 45 5 0 55 55 70 15 115 490 10RTOR Reduction (vph) 0 41 0 0 0 52 0 5 0 0 1 0Lane Group Flow (vph) 0 9 0 5 0 3 55 80 0 115 499 0Turn Type Perm custom custom Perm PermProtected Phases 4 2 6Permitted Phases 4 8 8 2 6Actuated Green, G (s) 8.0 5.0 5.0 59.0 59.0 59.0 59.0Effective Green, g (s) 8.0 5.0 5.0 59.0 59.0 59.0 59.0Actuated g/C Ratio 0.09 0.06 0.06 0.66 0.66 0.66 0.66Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 149 84 89 578 2329 861 2386v/s Ratio Prot 0.02 c0.14v/s Ratio Perm 0.01 c0.00 0.00 0.06 0.09v/c Ratio 0.06 0.06 0.03 0.10 0.03 0.13 0.21Uniform Delay, d1 37.6 40.3 40.2 5.7 5.5 5.9 6.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.4 0.6 0.3 0.3 0.0 0.3 0.2Delay (s) 37.9 40.9 40.5 6.0 5.5 6.2 6.4Level of Service D D D A A A AApproach Delay (s) 37.9 40.6 5.7 6.3Approach LOS D D A A


Timings Future Total7: Healey Road & Coleraine Drive Weekday AM Peak Hour


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 30 170 45 55 15 155 45 450Turn Type Perm Perm Perm PermProtected Phases 8 4 6 2Permitted Phases 8 4 6 2Detector Phase 8 8 4 4 6 6 2 2Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 12.0 12.0 12.0 12.0Minimum Split (s) 32.8 32.8 32.8 32.8 36.2 36.2 36.2 36.2Total Split (s) 33.0 33.0 33.0 33.0 37.0 37.0 37.0 37.0Total Split (%) 47.1% 47.1% 47.1% 47.1% 52.9% 52.9% 52.9% 52.9%Yellow Time (s) 4.0 4.0 4.0 4.0 4.6 4.6 4.6 4.6All-Red Time (s) 2.8 2.8 2.8 2.8 2.1 2.1 2.1 2.1Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 6.8 6.8 6.8 6.7 6.7 6.7 6.7Lead/LagLead-Lag Optimize?Recall Mode None None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 14.2 14.2 14.2 14.2 42.3 42.3 42.3 42.3Actuated g/C Ratio 0.20 0.20 0.20 0.20 0.60 0.60 0.60 0.60v/c Ratio 0.11 0.52 0.19 0.20 0.03 0.13 0.07 0.22Control Delay 21.9 26.9 23.5 17.2 7.2 4.0 7.3 7.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 21.9 26.9 23.5 17.2 7.2 4.0 7.3 7.0LOS C C C B A A A AApproach Delay 26.2 19.5 4.1 7.0Approach LOS C B A A

Intersection SummaryCycle Length: 70Actuated Cycle Length: 70Offset: 0 (0%), Referenced to phase 2:SBTL and 6:NBTL, Start of GreenNatural Cycle: 70Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.52Intersection Signal Delay: 11.4 Intersection LOS: BIntersection Capacity Utilization 63.8% ICU Level of Service BAnalysis Period (min) 15


Queues Future Total7: Healey Road & Coleraine Drive Weekday AM Peak Hour





HCM Signalized Intersection Capacity Analysis Future Total7: Healey Road & Coleraine Drive Weekday AM Peak Hour




HCM Unsignalized Intersection Capacity Analysis Future Total10: Healey Road & Humber Station Road Weekday AM Peak Hour





Timings Future Total13: Healey Drive & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 70 100 10 5 5 130 740 5 10 1445 275Turn Type Prot Perm Perm Perm D.P+P custom Perm PermProtected Phases 3 4 1 1 2 2Permitted Phases 4 4 4 2 2 2 2Detector Phase 3 4 4 4 4 1 1 2 2 2 2 2Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 5.0 8.0 8.0 8.0 8.0Minimum Split (s) 13.0 36.6 36.6 36.6 36.6 8.0 34.1 34.1 34.1 34.1Total Split (s) 14.0 16.0 16.0 16.0 16.0 10.0 90.0 80.0 80.0 80.0 80.0Total Split (%) 11.7% 13.3% 13.3% 13.3% 13.3% 8.3% 75.0% 66.7% 66.7% 66.7% 66.7%Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 3.6 3.6 3.6 3.6 0.0 3.1 3.1 3.1 3.1Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 7.6 7.6 7.6 7.6 3.0 3.0 7.1 7.1 7.1 7.1Lead/Lag Lead Lag Lag Lag Lag Lead Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 8.8 8.2 8.2 8.2 8.2 87.0 90.0 74.6 74.6 74.6 74.6Actuated g/C Ratio 0.07 0.07 0.07 0.07 0.07 0.72 0.75 0.62 0.62 0.62 0.62v/c Ratio 0.28 0.31 0.10 0.04 0.04 0.49 0.27 0.01 0.02 0.64 0.25Control Delay 55.4 2.4 54.9 52.8 31.8 24.8 4.3 5.6 9.7 16.2 1.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 55.4 2.4 54.9 52.8 31.8 24.8 4.3 5.6 9.7 16.2 1.7LOS E A D D C C A A A B AApproach Delay 48.6 7.3 13.9Approach LOS D A B

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBSB, Start of GreenNatural Cycle: 105Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.64Intersection Signal Delay: 12.7 Intersection LOS: BIntersection Capacity Utilization 71.9% ICU Level of Service CAnalysis Period (min) 15


Queues Future Total13: Healey Drive & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 70 100 10 5 5 130 740 5 10 1445 275Lane Group Flow (vph) 70 100 10 5 5 130 740 5 10 1445 275Turn Type Prot Perm Perm Perm D.P+P custom Perm PermProtected Phases 3 4 1 1 2 2Permitted Phases 4 4 4 2 2 2 2Detector Phase 3 4 4 4 4 1 1 2 2 2 2 2Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 5.0 8.0 8.0 8.0 8.0Minimum Split (s) 13.0 36.6 36.6 36.6 36.6 8.0 34.1 34.1 34.1 34.1Total Split (s) 14.0 16.0 16.0 16.0 16.0 10.0 90.0 80.0 80.0 80.0 80.0Total Split (%) 11.7% 13.3% 13.3% 13.3% 13.3% 8.3% 75.0% 66.7% 66.7% 66.7% 66.7%Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 3.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 3.6 3.6 3.6 3.6 0.0 3.1 3.1 3.1 3.1Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 7.6 7.6 7.6 7.6 3.0 3.0 7.1 7.1 7.1 7.1Lead/Lag Lead Lag Lag Lag Lag Lead Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes YesRecall Mode None None None None None None C-Max C-Max C-Max C-Maxv/c Ratio 0.28 0.31 0.10 0.04 0.04 0.49 0.27 0.01 0.02 0.64 0.25Control Delay 55.4 2.4 54.9 52.8 31.8 24.8 4.3 5.6 9.7 16.2 1.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 55.4 2.4 54.9 52.8 31.8 24.8 4.3 5.6 9.7 16.2 1.7Queue Length 50th (m) 7.5 0.0 2.1 1.0 0.0 6.6 13.2 0.2 0.8 100.6 0.0Queue Length 95th (m) 14.3 0.0 7.2 4.8 3.7 22.1 16.9 m0.3 2.9 120.8 9.2Internal Link Dist (m) 99.4 2351.8 778.6Turn Bay Length (m) 80.0 80.0 60.0 8.0 80.0 75.0Base Capacity (vph) 260 328 100 134 116 267 2737 994 433 2270 1097Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.27 0.30 0.10 0.04 0.04 0.49 0.27 0.01 0.02 0.64 0.25

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBSB, Start of GreenNatural Cycle: 105Control Type: Actuated-Coordinatedm Volume for 95th percentile queue is metered by upstream signal.


HCM Signalized Intersection Capacity Analysis Future Total13: Healey Drive & Queen Street South Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 70 0 100 10 5 5 130 740 5 10 1445 275Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 7.6 7.6 7.6 7.6 3.0 3.0 7.1 7.1 7.1 7.1Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1597 1785 1921 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.95 1.00 0.76 1.00 1.00 0.12 1.00 1.00 0.37 1.00 1.00Satd. Flow (perm) 3463 1597 1423 1921 1597 219 3650 1597 696 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 70 0 100 10 5 5 130 740 5 10 1445 275RTOR Reduction (vph) 0 0 93 0 0 5 0 0 1 0 0 106Lane Group Flow (vph) 70 0 7 10 5 0 130 740 4 10 1445 169Turn Type Prot Perm Perm Perm D.P+P custom Perm PermProtected Phases 3 4 4 1 1 2 2Permitted Phases 4 4 4 2 2 2 2Actuated Green, G (s) 7.2 8.2 8.2 8.2 8.2 81.9 84.9 73.7 73.7 73.7 73.7Effective Green, g (s) 7.2 8.2 8.2 8.2 8.2 81.9 84.9 73.7 73.7 73.7 73.7Actuated g/C Ratio 0.06 0.07 0.07 0.07 0.07 0.68 0.71 0.61 0.61 0.61 0.61Clearance Time (s) 5.0 7.6 7.6 7.6 7.6 3.0 7.1 7.1 7.1 7.1Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 208 109 97 131 109 256 2582 981 427 2242 981v/s Ratio Prot c0.02 0.00 c0.03 0.20 c0.40v/s Ratio Perm 0.00 c0.01 0.00 0.31 0.00 0.01 0.11v/c Ratio 0.34 0.06 0.10 0.04 0.00 0.51 0.29 0.00 0.02 0.64 0.17Uniform Delay, d1 54.1 52.3 52.4 52.2 52.1 11.3 6.4 9.0 9.1 14.8 10.0Progression Factor 1.00 1.00 1.00 1.00 1.00 3.92 0.79 0.72 1.00 1.00 1.00Incremental Delay, d2 2.0 0.5 1.0 0.3 0.0 2.7 0.1 0.0 0.1 1.4 0.4Delay (s) 56.1 52.8 53.4 52.5 52.1 47.0 5.2 6.4 9.2 16.2 10.4Level of Service E D D D D D A A A B BApproach Delay (s) 54.2 52.9 11.4 15.3Approach LOS D D B B


Timings Future Total17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 210 200 200 715 545 145 1000 145 10 1805 205Turn Type Prot Perm Prot pm+pt custom Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 2 2 2 6 6Detector Phase 7 4 4 3 8 5 2 2 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 12.0 12.0 8.0 12.0 5.0 12.0 12.0 12.0 12.0Minimum Split (s) 13.0 26.6 26.6 13.0 26.6 8.0 26.6 26.6 26.6 26.6Total Split (s) 17.0 27.0 27.0 32.0 42.0 8.0 61.0 122.0 53.0 53.0 53.0Total Split (%) 14.2% 22.5% 22.5% 26.7% 35.0% 6.7% 50.8% 101.7% 44.2% 44.2% 44.2%Yellow Time (s) 3.0 4.6 4.6 3.0 4.6 3.0 4.6 4.6 4.6 4.6All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 0.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 6.6 6.6 5.0 6.6 3.0 6.6 6.6 6.6 6.6 6.6Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None Max C-Max C-Max C-Max C-MaxAct Effct Green (s) 11.8 18.1 18.1 27.0 33.3 60.3 56.7 56.7 46.4 46.4 46.4Actuated g/C Ratio 0.10 0.15 0.15 0.22 0.28 0.50 0.47 0.47 0.39 0.39 0.39v/c Ratio 0.62 0.69 0.65 0.92 0.55 0.83 0.58 0.17 0.06 0.89 0.28Control Delay 60.3 60.7 38.2 63.3 38.9 58.6 25.1 3.6 29.1 38.3 7.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 60.3 60.7 38.2 63.3 38.9 58.6 25.1 3.6 29.1 38.3 7.5LOS E E D E D E C A C D AApproach Delay 53.2 52.6 26.5 35.1Approach LOS D D C D

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 100Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.92Intersection Signal Delay: 39.4 Intersection LOS: DIntersection Capacity Utilization 92.3% ICU Level of Service FAnalysis Period (min) 15


Queues Future Total17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 210 200 200 715 545 145 1000 145 10 1805 205Lane Group Flow (vph) 210 200 200 715 560 145 1000 145 10 1805 205Turn Type Prot Perm Prot pm+pt custom Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 2 2 2 6 6Detector Phase 7 4 4 3 8 5 2 2 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 12.0 12.0 8.0 12.0 5.0 12.0 12.0 12.0 12.0Minimum Split (s) 13.0 26.6 26.6 13.0 26.6 8.0 26.6 26.6 26.6 26.6Total Split (s) 17.0 27.0 27.0 32.0 42.0 8.0 61.0 122.0 53.0 53.0 53.0Total Split (%) 14.2% 22.5% 22.5% 26.7% 35.0% 6.7% 50.8% 101.7% 44.2% 44.2% 44.2%Yellow Time (s) 3.0 4.6 4.6 3.0 4.6 3.0 4.6 4.6 4.6 4.6All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 0.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 6.6 6.6 5.0 6.6 3.0 6.6 6.6 6.6 6.6 6.6Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None Max C-Max C-Max C-Max C-Maxv/c Ratio 0.62 0.69 0.65 0.92 0.55 0.83 0.58 0.17 0.06 0.89 0.28Control Delay 60.3 60.7 38.2 63.3 38.9 58.6 25.1 3.6 29.1 38.3 7.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 60.3 60.7 38.2 63.3 38.9 58.6 25.1 3.6 29.1 38.3 7.5Queue Length 50th (m) 22.8 41.0 24.2 78.6 53.7 16.9 82.6 0.0 1.1 88.2 3.0Queue Length 95th (m) 34.4 63.1 46.6 #109.4 69.0 #56.0 103.3 10.2 m2.9 110.2 17.5Internal Link Dist (m) 89.2 562.7 1481.1 2351.8Turn Bay Length (m) 85.0 85.0 300.0 60.0 175.0 40.0 120.0Base Capacity (vph) 346 327 338 779 1074 175 1724 830 166 2028 743Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.61 0.61 0.59 0.92 0.52 0.83 0.58 0.17 0.06 0.89 0.28



HCM Signalized Intersection Capacity Analysis Future Total17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 210 200 200 715 545 15 145 1000 145 10 1805 205Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 6.6 6.6 5.0 6.6 3.0 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 0.97 1.00 1.00 0.97 0.95 1.00 0.95 1.00 1.00 0.91 1.00Frt 1.00 1.00 0.85 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1921 1597 3463 3635 1785 3650 1597 1785 5245 1597Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.08 1.00 1.00 0.23 1.00 1.00Satd. Flow (perm) 3463 1921 1597 3463 3635 152 3650 1597 431 5245 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 210 200 200 715 545 15 145 1000 145 10 1805 205RTOR Reduction (vph) 0 0 68 0 1 0 0 0 76 0 0 126Lane Group Flow (vph) 210 200 132 715 559 0 145 1000 69 10 1805 79Turn Type Prot Perm Prot pm+pt custom Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 2 2 2 6 6Actuated Green, G (s) 11.8 18.1 18.1 27.0 33.3 56.7 56.7 56.7 46.4 46.4 46.4Effective Green, g (s) 11.8 18.1 18.1 27.0 33.3 56.7 56.7 56.7 46.4 46.4 46.4Actuated g/C Ratio 0.10 0.15 0.15 0.22 0.28 0.47 0.47 0.47 0.39 0.39 0.39Clearance Time (s) 5.0 6.6 6.6 5.0 6.6 3.0 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 341 290 241 779 1009 171 1725 755 167 2028 618v/s Ratio Prot 0.06 c0.10 c0.21 0.15 c0.05 0.27 0.34v/s Ratio Perm 0.08 c0.35 0.04 0.02 0.05v/c Ratio 0.62 0.69 0.55 0.92 0.55 0.85 0.58 0.09 0.06 0.89 0.13Uniform Delay, d1 51.9 48.3 47.2 45.4 37.0 26.1 23.0 17.4 23.1 34.4 23.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.19 0.94 2.01Incremental Delay, d2 4.7 8.5 4.4 16.3 1.1 37.8 1.4 0.2 0.6 5.8 0.4Delay (s) 56.6 56.8 51.6 61.7 38.1 63.9 24.4 17.7 28.1 38.0 48.2Level of Service E E D E D E C B C D DApproach Delay (s) 55.0 51.4 28.1 38.9Approach LOS E D C D

Intersection SummaryHCM Average Control Delay 41.2 HCM Level of Service DHCM Volume to Capacity ratio 0.81Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.6Intersection Capacity Utilization 92.3% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

Timings Future Total18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 290 345 10 510 10 85 70 355Turn Type pm+pt Perm Perm PermProtected Phases 5 2 6 8 4Permitted Phases 2 6 8 4Detector Phase 5 2 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 5.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0Minimum Split (s) 8.0 33.0 33.0 33.0 33.0 33.0 33.0 33.0Total Split (s) 10.0 67.0 57.0 57.0 42.0 42.0 42.0 42.0Total Split (%) 9.2% 61.5% 52.3% 52.3% 38.5% 38.5% 38.5% 38.5%Yellow Time (s) 3.0 4.6 4.6 4.6 4.2 4.2 4.2 4.2All-Red Time (s) 0.0 2.4 2.4 2.4 2.8 2.8 2.8 2.8Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lead/Lag Lead Lag LagLead-Lag Optimize?Recall Mode None C-Max C-Max C-Max Max Max Max MaxAct Effct Green (s) 64.0 60.0 50.0 50.0 35.0 35.0 35.0 35.0Actuated g/C Ratio 0.59 0.55 0.46 0.46 0.32 0.32 0.32 0.32v/c Ratio 0.61 0.22 0.02 0.35 0.05 0.07 0.17 0.46Control Delay 17.9 11.3 16.5 19.1 26.4 26.0 27.9 25.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.9 11.3 16.5 19.1 26.4 26.0 27.9 25.9LOS B B B B C C C CApproach Delay 13.9 19.1 26.1 26.1Approach LOS B B C C

Intersection SummaryCycle Length: 109Actuated Cycle Length: 109Offset: 20 (18%), Referenced to phase 2:EBTL and 6:WBTL, Start of GreenNatural Cycle: 75Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.61Intersection Signal Delay: 19.7 Intersection LOS: BIntersection Capacity Utilization 62.8% ICU Level of Service BAnalysis Period (min) 15


Queues Future Total18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour





HCM Signalized Intersection Capacity Analysis Future Total18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour




HCM Unsignalized Intersection Capacity Analysis Future Total20: Mayfield Road & Humber Station Road Weekday AM Peak Hour



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 810 750 10 85Volume Left 15 5 0 15Volume Right 10 10 10 30cSH 872 835 393 138Volume to Capacity 0.02 0.01 0.03 0.62Queue Length 95th (m) 0.4 0.1 0.5 22.6Control Delay (s) 0.5 0.2 14.4 65.9Lane LOS A A B FApproach Delay (s) 0.5 0.2 14.4 65.9Approach LOS B F


HCM Unsignalized Intersection Capacity Analysis Future Total25: Transportation Parking & Coleraine Drive Weekday AM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsVolume (veh/h) 0 10 55 150 525 25Sign Control Yield Free FreeGrade 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 0 10 55 150 525 25PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 191pX, platoon unblocked 0.97 0.97 0.97vC, conflicting volume 722 275 550vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 640 177 462tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 99 95cM capacity (veh/h) 377 813 1071

Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2Volume Total 10 55 75 75 350 200Volume Left 0 55 0 0 0 0Volume Right 10 0 0 0 0 25cSH 813 1071 1700 1700 1700 1700Volume to Capacity 0.01 0.05 0.04 0.04 0.21 0.12Queue Length 95th (m) 0.3 1.1 0.0 0.0 0.0 0.0Control Delay (s) 9.5 8.5 0.0 0.0 0.0 0.0Lane LOS A AApproach Delay (s) 9.5 2.3 0.0Approach LOS A


Timings Future Total28: Harvest Moon Drive & Coleraine Drive Weekday AM Peak Hour


Lane Group EBT EBR WBL WBT WBR NBL NBT NBR SBL SBTLane ConfigurationsVolume (vph) 65 340 90 15 255 50 90 15 205 250Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 8 2 2 6Detector Phase 4 4 8 8 8 2 2 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 12.0 12.0 12.0 12.0 12.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 25.0 25.0 25.0 25.0 25.0Total Split (%) 35.3% 35.3% 35.3% 35.3% 35.3% 29.4% 29.4% 29.4% 29.4% 29.4%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lead Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Max C-MaxAct Effct Green (s) 11.7 11.7 11.7 11.7 11.7 43.6 43.6 43.6 43.6 43.6Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.14 0.51 0.51 0.51 0.51 0.51v/c Ratio 0.25 0.66 0.29 0.29 0.58 0.09 0.05 0.02 0.31 0.13Control Delay 33.2 10.4 35.8 35.5 10.0 14.4 13.0 7.8 16.0 12.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 33.2 10.4 35.8 35.5 10.0 14.4 13.0 7.8 16.0 12.9LOS C B D D B B B A B BApproach Delay 14.1 17.5 13.0 14.3Approach LOS B B B B

Intersection SummaryCycle Length: 85Actuated Cycle Length: 85Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 85Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.66Intersection Signal Delay: 14.9 Intersection LOS: BIntersection Capacity Utilization 52.7% ICU Level of Service AAnalysis Period (min) 15


Queues Future Total28: Harvest Moon Drive & Coleraine Drive Weekday AM Peak Hour


Lane Group EBT EBR WBL WBT WBR NBL NBT NBR SBL SBTLane ConfigurationsVolume (vph) 65 340 90 15 255 50 90 15 205 250Lane Group Flow (vph) 65 340 51 54 255 50 90 15 205 250Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 8 2 2 6Detector Phase 4 4 8 8 8 2 2 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 12.0 12.0 12.0 12.0 12.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 25.0 25.0 25.0 25.0 25.0Total Split (%) 35.3% 35.3% 35.3% 35.3% 35.3% 29.4% 29.4% 29.4% 29.4% 29.4%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lead Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.25 0.66 0.29 0.29 0.58 0.09 0.05 0.02 0.31 0.13Control Delay 33.2 10.4 35.8 35.5 10.0 14.4 13.0 7.8 16.0 12.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 33.2 10.4 35.8 35.5 10.0 14.4 13.0 7.8 16.0 12.9Queue Length 50th (m) 9.0 0.0 7.4 7.8 0.0 3.4 3.1 0.0 15.6 9.0Queue Length 95th (m) 17.1 18.3 15.7 16.6 16.7 11.8 9.0 3.4 40.2 20.8Internal Link Dist (m) 258.9 596.1 956.4 135.8Turn Bay Length (m) 80.0 80.0 80.0Base Capacity (vph) 542 695 360 384 634 576 1872 826 671 1872Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.12 0.49 0.14 0.14 0.40 0.09 0.05 0.02 0.31 0.13



HCM Signalized Intersection Capacity Analysis Future Total28: Harvest Moon Drive & Coleraine Drive Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 65 340 90 15 255 50 90 15 205 250 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00Flt Protected 1.00 1.00 0.95 0.97 1.00 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1921 1597 1696 1761 1597 1785 3650 1597 1785 3650Flt Permitted 1.00 1.00 0.71 0.74 1.00 0.60 1.00 1.00 0.70 1.00Satd. Flow (perm) 1921 1597 1276 1360 1597 1121 3650 1597 1307 3650Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 65 340 90 15 255 50 90 15 205 250 0RTOR Reduction (vph) 0 0 293 0 0 220 0 0 7 0 0 0Lane Group Flow (vph) 0 65 47 51 54 35 50 90 8 205 250 0Turn Type Perm Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 2 6Actuated Green, G (s) 11.7 11.7 11.7 11.7 11.7 43.6 43.6 43.6 43.6 43.6Effective Green, g (s) 11.7 11.7 11.7 11.7 11.7 43.6 43.6 43.6 43.6 43.6Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.14 0.51 0.51 0.51 0.51 0.51Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 264 220 176 187 220 575 1872 819 670 1872v/s Ratio Prot c0.03 0.02 0.07v/s Ratio Perm 0.03 c0.04 0.04 0.02 0.04 0.00 c0.16v/c Ratio 0.25 0.21 0.29 0.29 0.16 0.09 0.05 0.01 0.31 0.13Uniform Delay, d1 32.7 32.6 32.9 32.9 32.3 10.6 10.3 10.1 12.0 10.8Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.0 1.0 1.9 1.8 0.7 0.3 0.0 0.0 1.2 0.1Delay (s) 33.7 33.6 34.8 34.7 33.0 10.9 10.4 10.2 13.1 11.0Level of Service C C C C C B B B B BApproach Delay (s) 33.6 33.5 10.5 11.9Approach LOS C C B B


HCM Unsignalized Intersection Capacity Analysis Future Total34: Healey Road & Site Entrance (Cars) Weekday AM Peak Hour


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsVolume (veh/h) 10 245 85 20 20 5Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 10 245 85 20 20 5PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 105 360 95vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 105 360 95tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 99 97 99cM capacity (veh/h) 1499 639 967

Direction, Lane # EB 1 WB 1 SB 1Volume Total 255 105 25Volume Left 10 0 20Volume Right 0 20 5cSH 1499 1700 685Volume to Capacity 0.01 0.06 0.04Queue Length 95th (m) 0.1 0.0 0.8Control Delay (s) 0.3 0.0 10.5Lane LOS A BApproach Delay (s) 0.3 0.0 10.5Approach LOS B


Timings Future Total - PM Site Peak Hour5: Site Entrance (Trucks) & Coleraine Drive Weekday PM Peak Hour


Lane Group EBT WBL WBR NBL NBT SBL SBTLane ConfigurationsVolume (vph) 0 15 180 45 380 65 170Turn Type custom custom Perm PermProtected Phases 4 2 6Permitted Phases 8 8 2 6Detector Phase 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 12.0 12.0 12.0 12.0Minimum Split (s) 29.0 14.0 14.0 32.0 32.0 32.0 32.0Total Split (s) 29.0 14.0 14.0 47.0 47.0 47.0 47.0Total Split (%) 32.2% 15.6% 15.6% 52.2% 52.2% 52.2% 52.2%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesRecall Mode None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 8.9 9.7 9.7 56.2 56.2 56.2 56.2Actuated g/C Ratio 0.10 0.11 0.11 0.62 0.62 0.62 0.62v/c Ratio 0.28 0.10 0.54 0.06 0.17 0.11 0.08Control Delay 17.6 36.3 12.2 9.3 8.6 9.7 8.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.6 36.3 12.2 9.3 8.6 9.7 8.0LOS B D B A A A AApproach Delay 17.6 8.6 8.4Approach LOS B A A



Queues Future Total - PM Site Peak Hour5: Site Entrance (Trucks) & Coleraine Drive Weekday PM Peak Hour


Lane Group EBT WBL WBR NBL NBT SBL SBTLane Group Flow (vph) 60 15 180 45 385 65 180v/c Ratio 0.28 0.10 0.54 0.06 0.17 0.11 0.08Control Delay 17.6 36.3 12.2 9.3 8.6 9.7 8.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.6 36.3 12.2 9.3 8.6 9.7 8.0Queue Length 50th (m) 1.5 2.2 0.0 2.6 12.4 3.9 5.2Queue Length 95th (m) 11.4 7.1 15.8 8.3 23.5 11.3 11.5Internal Link Dist (m) 202.6 166.7 956.4Turn Bay Length (m) 80.0 80.0 80.0Base Capacity (vph) 469 145 333 749 2275 615 2263Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.13 0.10 0.54 0.06 0.17 0.11 0.08


HCM Signalized Intersection Capacity Analysis Future Total - PM Site Peak Hour5: Site Entrance (Trucks) & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 10 0 50 15 0 180 45 380 5 65 170 10Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 0.89 1.00 0.85 1.00 1.00 1.00 0.99Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1691 1785 1597 1785 3643 1785 3620Flt Permitted 0.99 0.72 1.00 0.64 1.00 0.52 1.00Satd. Flow (perm) 1691 1349 1597 1199 3643 984 3620Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 10 0 50 15 0 180 45 380 5 65 170 10RTOR Reduction (vph) 0 46 0 0 0 161 0 1 0 0 4 0Lane Group Flow (vph) 0 14 0 15 0 19 45 384 0 65 177 0Turn Type Perm custom custom Perm PermProtected Phases 4 2 6Permitted Phases 4 8 8 2 6Actuated Green, G (s) 7.3 9.7 9.7 55.0 55.0 55.0 55.0Effective Green, g (s) 7.3 9.7 9.7 55.0 55.0 55.0 55.0Actuated g/C Ratio 0.08 0.11 0.11 0.61 0.61 0.61 0.61Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 137 145 172 733 2226 601 2212v/s Ratio Prot c0.11 0.05v/s Ratio Perm 0.01 0.01 c0.01 0.04 0.07v/c Ratio 0.10 0.10 0.11 0.06 0.17 0.11 0.08Uniform Delay, d1 38.3 36.2 36.3 7.1 7.6 7.3 7.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.7 0.7 0.6 0.2 0.2 0.4 0.1Delay (s) 39.0 36.9 36.9 7.2 7.8 7.7 7.2Level of Service D D D A A A AApproach Delay (s) 39.0 36.9 7.7 7.3Approach LOS D D A A


Timings Future Total - PM Site Peak Hour7: Healey Road & Coleraine Drive Weekday PM Peak Hour


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 25 95 65 300 60 325 65 220Turn Type Perm Perm Perm PermProtected Phases 8 4 6 2Permitted Phases 8 4 6 2Detector Phase 8 8 4 4 6 6 2 2Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 12.0 12.0 12.0 12.0Minimum Split (s) 32.8 32.8 32.8 32.8 36.2 36.2 36.2 36.2Total Split (s) 33.0 33.0 33.0 33.0 37.0 37.0 37.0 37.0Total Split (%) 47.1% 47.1% 47.1% 47.1% 52.9% 52.9% 52.9% 52.9%Yellow Time (s) 4.0 4.0 4.0 4.0 4.6 4.6 4.6 4.6All-Red Time (s) 2.8 2.8 2.8 2.8 2.1 2.1 2.1 2.1Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.8 6.8 6.8 6.8 6.7 6.7 6.7 6.7Lead/LagLead-Lag Optimize?Recall Mode None None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 20.0 20.0 20.0 20.0 36.5 36.5 36.5 36.5Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.52 0.52 0.52 0.52v/c Ratio 0.12 0.21 0.18 0.66 0.11 0.22 0.13 0.16Control Delay 17.6 15.5 18.1 26.4 11.1 8.9 11.4 7.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 17.6 15.5 18.1 26.4 11.1 8.9 11.4 7.5LOS B B B C B A B AApproach Delay 15.9 25.1 9.2 8.2Approach LOS B C A A

Intersection SummaryCycle Length: 70Actuated Cycle Length: 70Offset: 37 (53%), Referenced to phase 2:SBTL and 6:NBTL, Start of GreenNatural Cycle: 70Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.66Intersection Signal Delay: 14.5 Intersection LOS: BIntersection Capacity Utilization 59.3% ICU Level of Service BAnalysis Period (min) 15


Queues Future Total - PM Site Peak Hour7: Healey Road & Coleraine Drive Weekday PM Peak Hour




HCM Signalized Intersection Capacity Analysis Future Total - PM Site Peak Hour7: Healey Road & Coleraine Drive Weekday PM Peak Hour




HCM Unsignalized Intersection Capacity Analysis Future Total - PM Site Peak Hour10: Healey Road & Humber Station Road Weekday PM Peak Hour




Intersection SummaryDelay 10.2HCM Level of Service BIntersection Capacity Utilization 45.1% ICU Level of Service AAnalysis Period (min) 15

Timings Future Total - PM Site Peak Hour13: Healey Drive & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 350 25 210 10 30 150 1980 10 5 935 150Turn Type Prot Perm Perm Perm Perm Perm Perm PermProtected Phases 3 4 2 2Permitted Phases 4 4 4 2 2 2 2Detector Phase 3 4 4 4 4 2 2 2 2 2 2Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0Minimum Split (s) 13.0 36.6 36.6 36.6 36.6 34.1 34.1 34.1 34.1 34.1 34.1Total Split (s) 20.0 20.0 20.0 20.0 20.0 80.0 80.0 80.0 80.0 80.0 80.0Total Split (%) 16.7% 16.7% 16.7% 16.7% 16.7% 66.7% 66.7% 66.7% 66.7% 66.7% 66.7%Yellow Time (s) 3.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 3.6 3.6 3.6 3.6 3.1 3.1 3.1 3.1 3.1 3.1Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 7.6 7.6 7.6 7.6 7.1 7.1 7.1 7.1 7.1 7.1Lead/Lag Lead Lag Lag Lag LagLead-Lag Optimize? Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Max C-Max C-MaxAct Effct Green (s) 15.0 9.7 9.7 9.7 9.7 75.6 75.6 75.6 75.6 75.6 75.6Actuated g/C Ratio 0.12 0.08 0.08 0.08 0.08 0.63 0.63 0.63 0.63 0.63 0.63v/c Ratio 0.81 0.16 0.65 0.09 0.21 0.47 0.86 0.01 0.08 0.41 0.14Control Delay 66.4 52.9 17.0 51.7 34.9 15.1 18.4 7.1 13.2 11.9 1.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 66.4 52.9 17.0 51.7 34.9 15.1 18.4 7.1 13.2 11.9 1.8LOS E D B D C B B A B B AApproach Delay 48.1 18.2 10.5Approach LOS D B B

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBSB, Start of GreenNatural Cycle: 135Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.86Intersection Signal Delay: 20.7 Intersection LOS: CIntersection Capacity Utilization 96.2% ICU Level of Service FAnalysis Period (min) 15


Queues Future Total - PM Site Peak Hour13: Healey Drive & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBR NBL NBT NBR SBL SBT SBRLane Group Flow (vph) 350 25 210 10 30 150 1980 10 5 935 150v/c Ratio 0.81 0.16 0.65 0.09 0.21 0.47 0.86 0.01 0.08 0.41 0.14Control Delay 66.4 52.9 17.0 51.7 34.9 15.1 18.4 7.1 13.2 11.9 1.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 66.4 52.9 17.0 51.7 34.9 15.1 18.4 7.1 13.2 11.9 1.8Queue Length 50th (m) 38.6 5.2 0.0 2.1 3.1 12.2 93.8 0.5 0.4 48.4 0.0Queue Length 95th (m) #58.2 12.9 20.7 6.9 11.5 m20.5 229.4 m1.5 2.4 65.4 7.1Internal Link Dist (m) 125.7 2351.8 778.6Turn Bay Length (m) 80.0 80.0 60.0 8.0 80.0 75.0Base Capacity (vph) 433 199 353 144 178 316 2301 1007 63 2301 1062Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.81 0.13 0.59 0.07 0.17 0.47 0.86 0.01 0.08 0.41 0.14


HCM Signalized Intersection Capacity Analysis Future Total - PM Site Peak Hour13: Healey Drive & Queen Street South Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 350 25 210 10 0 30 150 1980 10 5 935 150Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 7.6 7.6 7.6 7.6 7.1 7.1 7.1 7.1 7.1 7.1Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1921 1597 1785 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.95 1.00 1.00 0.74 1.00 0.27 1.00 1.00 0.05 1.00 1.00Satd. Flow (perm) 3463 1921 1597 1392 1597 501 3650 1597 99 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 350 25 210 10 0 30 150 1980 10 5 935 150RTOR Reduction (vph) 0 0 193 0 0 14 0 0 1 0 0 56Lane Group Flow (vph) 350 25 17 10 0 16 150 1980 9 5 935 95Turn Type Prot Perm Perm Perm Perm Perm Perm PermProtected Phases 3 4 4 2 2Permitted Phases 4 4 4 2 2 2 2Actuated Green, G (s) 15.0 9.7 9.7 9.7 9.7 75.6 75.6 75.6 75.6 75.6 75.6Effective Green, g (s) 15.0 9.7 9.7 9.7 9.7 75.6 75.6 75.6 75.6 75.6 75.6Actuated g/C Ratio 0.12 0.08 0.08 0.08 0.08 0.63 0.63 0.63 0.63 0.63 0.63Clearance Time (s) 5.0 7.6 7.6 7.6 7.6 7.1 7.1 7.1 7.1 7.1 7.1Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 433 155 129 113 129 316 2300 1006 62 2300 1006v/s Ratio Prot c0.10 c0.01 c0.54 0.26v/s Ratio Perm 0.01 0.01 0.01 0.30 0.01 0.05 0.06v/c Ratio 0.81 0.16 0.13 0.09 0.13 0.47 0.86 0.01 0.08 0.41 0.09Uniform Delay, d1 51.1 51.4 51.2 51.1 51.2 11.7 17.9 8.3 8.7 11.0 8.7Progression Factor 1.00 1.00 1.00 1.00 1.00 0.77 0.75 0.89 1.00 1.00 1.00Incremental Delay, d2 12.0 1.0 1.0 0.7 0.9 4.7 4.3 0.0 2.5 0.5 0.2Delay (s) 63.1 52.4 52.2 51.8 52.1 13.8 17.7 7.3 11.2 11.6 8.9Level of Service E D D D D B B A B B AApproach Delay (s) 58.7 52.0 17.4 11.2Approach LOS E D B B


Timings Future Total - PM Site Peak Hour17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 255 275 110 160 175 170 1165 520 20 1015 220Turn Type Prot Perm Prot Perm Perm Perm PermProtected Phases 7 4 3 8 2 6Permitted Phases 4 2 2 6 6Detector Phase 7 4 4 3 8 2 2 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 12.0 12.0 8.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0Minimum Split (s) 13.0 26.6 26.6 13.0 26.6 26.6 26.6 26.6 26.6 26.6 26.6Total Split (s) 16.0 30.0 30.0 13.0 27.0 77.0 77.0 77.0 77.0 77.0 77.0Total Split (%) 13.3% 25.0% 25.0% 10.8% 22.5% 64.2% 64.2% 64.2% 64.2% 64.2% 64.2%Yellow Time (s) 3.0 4.6 4.6 3.0 4.6 4.6 4.6 4.6 4.6 4.6 4.6All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 6.6 6.6 5.0 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lead/Lag Lead Lag Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Max C-Max C-MaxAct Effct Green (s) 11.0 21.8 21.8 8.0 18.8 72.0 72.0 72.0 72.0 72.0 72.0Actuated g/C Ratio 0.09 0.18 0.18 0.07 0.16 0.60 0.60 0.60 0.60 0.60 0.60v/c Ratio 0.80 0.79 0.29 0.69 0.33 0.61 0.53 0.46 0.10 0.32 0.21Control Delay 73.0 63.5 11.0 70.9 44.8 27.3 15.5 3.8 9.2 8.9 0.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 73.0 63.5 11.0 70.9 44.8 27.3 15.5 3.8 9.2 8.9 0.8LOS E E B E D C B A A A AApproach Delay 58.2 56.8 13.3 7.5Approach LOS E E B A

Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.80Intersection Signal Delay: 22.2 Intersection LOS: CIntersection Capacity Utilization 84.0% ICU Level of Service EAnalysis Period (min) 15


Queues Future Total - PM Site Peak Hour17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBRLane Group Flow (vph) 255 275 110 160 190 170 1165 520 20 1015 220v/c Ratio 0.80 0.79 0.29 0.69 0.33 0.61 0.53 0.46 0.10 0.32 0.21Control Delay 73.0 63.5 11.0 70.9 44.8 27.3 15.5 3.8 9.2 8.9 0.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 73.0 63.5 11.0 70.9 44.8 27.3 15.5 3.8 9.2 8.9 0.8Queue Length 50th (m) 28.4 56.5 1.1 17.8 18.5 22.7 76.3 8.0 1.2 22.6 0.0Queue Length 95th (m) #46.5 #87.9 14.8 #30.6 28.7 49.1 92.8 23.4 m2.6 23.9 3.2Internal Link Dist (m) 89.2 599.8 1481.1 2351.8Turn Bay Length (m) 85.0 85.0 300.0 60.0 175.0 40.0 120.0Base Capacity (vph) 317 375 395 231 618 280 2191 1131 206 3149 1047Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.80 0.73 0.28 0.69 0.31 0.61 0.53 0.46 0.10 0.32 0.21


HCM Signalized Intersection Capacity Analysis Future Total - PM Site Peak Hour17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 255 275 110 160 175 15 170 1165 520 20 1015 220Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 6.6 6.6 5.0 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 0.97 1.00 1.00 0.97 0.95 1.00 0.95 1.00 1.00 0.91 1.00Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 1921 1597 3463 3607 1785 3650 1597 1785 5245 1597Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.25 1.00 1.00 0.18 1.00 1.00Satd. Flow (perm) 3463 1921 1597 3463 3607 466 3650 1597 341 5245 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 255 275 110 160 175 15 170 1165 520 20 1015 220RTOR Reduction (vph) 0 0 85 0 5 0 0 0 172 0 0 88Lane Group Flow (vph) 255 275 25 160 185 0 170 1165 348 20 1015 132Turn Type Prot Perm Prot Perm Perm Perm PermProtected Phases 7 4 3 8 2 6Permitted Phases 4 2 2 6 6Actuated Green, G (s) 11.0 21.8 21.8 8.0 18.8 72.0 72.0 72.0 72.0 72.0 72.0Effective Green, g (s) 11.0 21.8 21.8 8.0 18.8 72.0 72.0 72.0 72.0 72.0 72.0Actuated g/C Ratio 0.09 0.18 0.18 0.07 0.16 0.60 0.60 0.60 0.60 0.60 0.60Clearance Time (s) 5.0 6.6 6.6 5.0 6.6 6.6 6.6 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 317 349 290 231 565 280 2190 958 205 3147 958v/s Ratio Prot c0.07 c0.14 0.05 0.05 0.32 0.19v/s Ratio Perm 0.02 c0.36 0.22 0.06 0.08v/c Ratio 0.80 0.79 0.09 0.69 0.33 0.61 0.53 0.36 0.10 0.32 0.14Uniform Delay, d1 53.4 46.9 40.8 54.8 45.0 15.1 14.1 12.3 10.2 11.9 10.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.73 0.71 0.29Incremental Delay, d2 15.5 12.8 0.3 10.9 0.7 9.4 0.9 1.1 0.9 0.3 0.3Delay (s) 68.9 59.7 41.1 65.7 45.7 24.5 15.0 13.3 8.3 8.7 3.3Level of Service E E D E D C B B A A AApproach Delay (s) 60.2 54.8 15.4 7.8Approach LOS E D B A

Intersection SummaryHCM Average Control Delay 23.4 HCM Level of Service CHCM Volume to Capacity ratio 0.68Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.2Intersection Capacity Utilization 84.0% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

Timings Future Total - PM Site Peak Hour18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour


Lane Group EBL EBT WBL WBT NBL NBT SBL SBTLane ConfigurationsVolume (vph) 215 530 10 520 85 220 65 125Turn Type pm+pt Perm Perm PermProtected Phases 5 2 6 8 4Permitted Phases 2 6 8 4Detector Phase 5 2 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 5.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0Minimum Split (s) 8.0 33.0 33.0 33.0 33.0 33.0 33.0 33.0Total Split (s) 15.0 72.0 57.0 57.0 42.0 42.0 42.0 42.0Total Split (%) 13.2% 63.2% 50.0% 50.0% 36.8% 36.8% 36.8% 36.8%Yellow Time (s) 3.0 4.6 4.6 4.6 4.2 4.2 4.2 4.2All-Red Time (s) 0.0 2.4 2.4 2.4 2.8 2.8 2.8 2.8Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lead/Lag Lead Lag LagLead-Lag Optimize?Recall Mode None C-Max C-Max C-Max Max Max Max MaxAct Effct Green (s) 69.0 65.0 50.3 50.3 35.0 35.0 35.0 35.0Actuated g/C Ratio 0.61 0.57 0.44 0.44 0.31 0.31 0.31 0.31v/c Ratio 0.41 0.27 0.03 0.36 0.30 0.21 0.19 0.32Control Delay 12.6 12.7 18.6 21.5 34.0 29.1 30.9 10.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 12.6 12.7 18.6 21.5 34.0 29.1 30.9 10.6LOS B B B C C C C BApproach Delay 12.6 21.5 30.4 13.5Approach LOS B C C B

Intersection SummaryCycle Length: 114Actuated Cycle Length: 114Offset: 20 (18%), Referenced to phase 2:EBTL and 6:WBTL, Start of GreenNatural Cycle: 75Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.41Intersection Signal Delay: 17.9 Intersection LOS: BIntersection Capacity Utilization 70.8% ICU Level of Service CAnalysis Period (min) 15


Queues Future Total - PM Site Peak Hour18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour




HCM Signalized Intersection Capacity Analysis Future Total - PM Site Peak Hour18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour




HCM Unsignalized Intersection Capacity Analysis Future Total - PM Site Peak Hour20: Mayfield Road & Humber Station Road Weekday PM Peak Hour



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 735 885 25 35Volume Left 25 10 0 5Volume Right 5 25 5 20cSH 780 899 113 147Volume to Capacity 0.03 0.01 0.22 0.24Queue Length 95th (m) 0.7 0.2 5.6 6.2Control Delay (s) 0.9 0.3 45.7 37.0Lane LOS A A E EApproach Delay (s) 0.9 0.3 45.7 37.0Approach LOS E E


HCM Unsignalized Intersection Capacity Analysis Future Total - PM Site Peak Hour26: Transportation Parking & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsVolume (veh/h) 0 105 15 355 240 5Sign Control Yield Free FreeGrade 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 0 105 15 355 240 5PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 191pX, platoon unblockedvC, conflicting volume 450 122 245vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 450 122 245tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 88 99cM capacity (veh/h) 537 912 1333



Timings Future Total - PM Site Peak Hour28: Harvest Moon Drive & Coleraine Drive Weekday PM Peak Hour


Lane Group EBT EBR WBL WBT WBR NBL NBT NBR SBL SBTLane ConfigurationsVolume (vph) 40 160 15 55 250 410 220 105 255 150Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 8 2 2 6Detector Phase 4 4 8 8 8 2 2 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 8.0 8.0 12.0 12.0 12.0 12.0 12.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 30.0 30.0 30.0 30.0 30.0 35.0 35.0 35.0 35.0 35.0Total Split (%) 31.6% 31.6% 31.6% 31.6% 31.6% 36.8% 36.8% 36.8% 36.8% 36.8%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lead Lag Lag LagLead-Lag Optimize? Yes Yes Yes Yes YesRecall Mode None None None None None C-Max C-Max C-Max C-Max C-MaxAct Effct Green (s) 10.0 10.0 11.1 11.1 11.1 55.9 55.9 55.9 55.9 55.9Actuated g/C Ratio 0.11 0.11 0.12 0.12 0.12 0.59 0.59 0.59 0.59 0.59v/c Ratio 0.20 0.51 0.08 0.27 0.61 0.56 0.10 0.11 0.38 0.07Control Delay 40.2 12.6 36.5 40.1 11.8 17.4 9.7 2.8 13.7 9.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 40.2 12.6 36.5 40.1 11.8 17.4 9.7 2.8 13.7 9.7LOS D B D D B B A A B AApproach Delay 18.2 17.9 13.0 12.2Approach LOS B B B B

Intersection SummaryCycle Length: 95Actuated Cycle Length: 95Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.61Intersection Signal Delay: 14.4 Intersection LOS: BIntersection Capacity Utilization 55.7% ICU Level of Service BAnalysis Period (min) 15


Queues Future Total - PM Site Peak Hour28: Harvest Moon Drive & Coleraine Drive Weekday PM Peak Hour


Lane Group EBT EBR WBL WBT WBR NBL NBT NBR SBL SBTLane Group Flow (vph) 40 160 13 57 250 410 220 105 255 150v/c Ratio 0.20 0.51 0.08 0.27 0.61 0.56 0.10 0.11 0.38 0.07Control Delay 40.2 12.6 36.5 40.1 11.8 17.4 9.7 2.8 13.7 9.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 40.2 12.6 36.5 40.1 11.8 17.4 9.7 2.8 13.7 9.7Queue Length 50th (m) 6.3 0.0 2.1 9.4 0.0 37.8 7.5 0.0 20.1 5.0Queue Length 95th (m) 14.5 15.5 6.9 19.0 18.1 83.2 15.9 7.3 46.0 11.5Internal Link Dist (m) 416.2 606.1 956.4 135.8Turn Bay Length (m) 80.0 80.0 80.0Base Capacity (vph) 485 523 330 457 590 726 2148 983 679 2148Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.08 0.31 0.04 0.12 0.42 0.56 0.10 0.11 0.38 0.07


HCM Signalized Intersection Capacity Analysis Future Total - PM Site Peak Hour28: Harvest Moon Drive & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 40 160 15 55 250 410 220 105 255 150 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 1.00 0.95 1.00 1.00 0.95Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00Flt Protected 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1921 1597 1696 1822 1597 1785 3650 1597 1785 3650Flt Permitted 1.00 1.00 0.73 0.99 1.00 0.66 1.00 1.00 0.61 1.00Satd. Flow (perm) 1921 1597 1305 1807 1597 1234 3650 1597 1154 3650Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 40 160 15 55 250 410 220 105 255 150 0RTOR Reduction (vph) 0 0 143 0 0 221 0 0 43 0 0 0Lane Group Flow (vph) 0 40 17 13 57 29 410 220 62 255 150 0Turn Type Perm Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 2 6Actuated Green, G (s) 10.0 10.0 11.1 11.1 11.1 55.9 55.9 55.9 55.9 55.9Effective Green, g (s) 10.0 10.0 11.1 11.1 11.1 55.9 55.9 55.9 55.9 55.9Actuated g/C Ratio 0.11 0.11 0.12 0.12 0.12 0.59 0.59 0.59 0.59 0.59Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 202 168 152 211 187 726 2148 940 679 2148v/s Ratio Prot c0.02 0.06 0.04v/s Ratio Perm 0.01 0.01 c0.03 0.02 c0.33 0.04 0.22v/c Ratio 0.20 0.10 0.09 0.27 0.16 0.56 0.10 0.07 0.38 0.07Uniform Delay, d1 38.8 38.4 37.4 38.3 37.7 12.1 8.6 8.4 10.3 8.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.0 0.5 0.5 1.4 0.8 3.2 0.1 0.1 1.6 0.1Delay (s) 39.8 39.0 37.9 39.7 38.6 15.2 8.7 8.5 11.9 8.5Level of Service D D D D D B A A B AApproach Delay (s) 39.2 38.7 12.3 10.6Approach LOS D D B B


HCM Unsignalized Intersection Capacity Analysis Future Total - PM Site Peak Hour34: Healey Road & Site Entrance (Cars) Weekday PM Peak Hour



Direction, Lane # EB 1 WB 1 SB 1Volume Total 125 440 40Volume Left 10 0 30Volume Right 0 15 10cSH 1131 1700 513Volume to Capacity 0.01 0.26 0.08Queue Length 95th (m) 0.2 0.0 1.8Control Delay (s) 0.7 0.0 12.6Lane LOS A BApproach Delay (s) 0.7 0.0 12.6Approach LOS B



APPENDIX D: MTO Left Turn Warrant Sheets


COLERAINE DRIVE / TRANSPORTATION OPERATIONS SITE DRIVEWAY (STREET AND SITE PEAK HOUR)

DWL

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Opposing Volumes = 550 (245) [245] Left Turn Volumes = 55 (15) [25] xx (xx) [xx] = AM (PM) [PM Site Peak]

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x

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HEALEY ROAD / DISTRIBUTION CENTRE SITE ACCESS (STREET PEAK HOUR)

DWL

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Advancing Volumes = 245 (115) Opposing Volumes = 105 (440) Left Turn Volumes = 10 (10) xx (xx) - AM (PM)

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x

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HEALEY ROAD / DISTRIBUTION CENTRE SITE ACCESS (SITE PEAK HOUR)

DWL

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Advancing Volumes = [180] Opposing Volumes = [510] Left Turn Volumes = [60] [xx] - [Site]

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x

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APPENDIX E: Sensit iv i ty Analys is

Intersect ion Operat ions Worksheets


SATURDAY MIDDAY PEAK HOUR

Queues Existing Conditions17: Mayfield Road & Queen Street South Saturday Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 172 72 56 184 70 12 55 601 186 10 608 136Lane Group Flow (vph) 172 72 56 184 70 12 55 601 186 10 608 136Turn Type Perm Perm Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 4 4 2 2 2 2Detector Phase 4 4 4 4 4 4 2 2 2 2 2 2Switch PhaseMinimum Initial (s) 12.0 12.0 12.0 12.0 12.0 12.0 20.0 20.0 20.0 20.0 20.0 20.0Minimum Split (s) 23.6 23.6 23.6 23.6 23.6 23.6 26.6 26.6 26.6 26.6 26.6 26.6Total Split (s) 41.6 41.6 41.6 41.6 41.6 41.6 66.6 66.6 66.6 66.6 66.6 66.6Total Split (%) 38.4% 38.4% 38.4% 38.4% 38.4% 38.4% 61.6% 61.6% 61.6% 61.6% 61.6% 61.6%Yellow Time (s) 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lead/LagLead-Lag Optimize?Recall Mode None None None None None None C-Max C-Max C-Max C-Max C-Max C-Maxv/c Ratio 0.60 0.17 0.14 0.64 0.17 0.03 0.11 0.25 0.17 0.02 0.25 0.12Control Delay 45.4 32.7 8.5 47.5 32.6 13.4 9.4 8.7 1.8 9.1 8.7 2.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 45.4 32.7 8.5 47.5 32.6 13.4 9.4 8.7 1.8 9.1 8.7 2.0Queue Length 50th (m) 34.8 13.2 0.0 37.6 12.8 0.0 4.0 25.3 0.0 0.7 25.7 0.0Queue Length 95th (m) 50.7 22.7 9.2 54.6 22.0 4.5 12.0 45.0 9.4 3.4 45.6 8.2Internal Link Dist (m) 89.2 562.7 1481.1 2351.8Turn Bay Length (m) 85.0 85.0 300.0 70.0 60.0 175.0 40.0 120.0Base Capacity (vph) 432 621 554 432 621 525 515 2416 1120 520 2416 1103Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.40 0.12 0.10 0.43 0.11 0.02 0.11 0.25 0.17 0.02 0.25 0.12

Intersection SummaryCycle Length: 108.2Actuated Cycle Length: 108.2Offset: 0 (0%), Referenced to phase 2:NBSB, Start of GreenNatural Cycle: 55Control Type: Actuated-Coordinated


HCM Signalized Intersection Capacity Analysis Existing Conditions17: Mayfield Road & Queen Street South Saturday Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 172 72 56 184 70 12 55 601 186 10 608 136Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 1785 1921 1597 1785 1921 1597 1785 3650 1597 1785 3650 1597Flt Permitted 0.71 1.00 1.00 0.71 1.00 1.00 0.41 1.00 1.00 0.42 1.00 1.00Satd. Flow (perm) 1337 1921 1597 1334 1921 1597 778 3650 1597 785 3650 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 172 72 56 184 70 12 55 601 186 10 608 136RTOR Reduction (vph) 0 0 44 0 0 9 0 0 63 0 0 46Lane Group Flow (vph) 172 72 12 184 70 3 55 601 123 10 608 90Turn Type Perm Perm Perm Perm Perm Perm Perm PermProtected Phases 4 4 2 2Permitted Phases 4 4 4 4 2 2 2 2Actuated Green, G (s) 23.4 23.4 23.4 23.4 23.4 23.4 71.6 71.6 71.6 71.6 71.6 71.6Effective Green, g (s) 23.4 23.4 23.4 23.4 23.4 23.4 71.6 71.6 71.6 71.6 71.6 71.6Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.22 0.66 0.66 0.66 0.66 0.66 0.66Clearance Time (s) 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 289 415 345 288 415 345 515 2415 1057 519 2415 1057v/s Ratio Prot 0.04 0.04 0.16 c0.17v/s Ratio Perm 0.13 0.01 c0.14 0.00 0.07 0.08 0.01 0.06v/c Ratio 0.60 0.17 0.04 0.64 0.17 0.01 0.11 0.25 0.12 0.02 0.25 0.09Uniform Delay, d1 38.1 34.5 33.5 38.6 34.5 33.3 6.7 7.4 6.7 6.3 7.4 6.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 4.9 0.4 0.1 6.3 0.4 0.0 0.4 0.2 0.2 0.1 0.3 0.2Delay (s) 43.0 34.9 33.6 44.9 34.9 33.3 7.1 7.7 6.9 6.3 7.7 6.7Level of Service D C C D C C A A A A A AApproach Delay (s) 39.3 41.7 7.5 7.5Approach LOS D D A A


Timing Report, Sorted By Phase Existing Conditions17: Mayfield Road & Queen Street South Saturday Peak Hour






SITE DRIVEWAY PEAK HOUR

Timings Future Total - PM Site Peak Hour5: Site Entrance (Trucks) & Coleraine Drive Weekday PM Peak Hour


Lane Group EBT WBL WBR NBL NBT SBL SBTLane ConfigurationsVolume (vph) 0 15 180 70 390 65 215Turn Type custom custom Perm PermProtected Phases 4 2 6Permitted Phases 8 8 2 6Detector Phase 4 8 8 2 2 6 6Switch PhaseMinimum Initial (s) 8.0 8.0 8.0 12.0 12.0 12.0 12.0Minimum Split (s) 29.0 14.0 14.0 32.0 32.0 32.0 32.0Total Split (s) 29.0 14.0 14.0 47.0 47.0 47.0 47.0Total Split (%) 32.2% 15.6% 15.6% 52.2% 52.2% 52.2% 52.2%Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lead/Lag Lead Lag LagLead-Lag Optimize? Yes Yes YesRecall Mode None None None C-Max C-Max C-Max C-MaxAct Effct Green (s) 9.0 9.7 9.7 56.1 56.1 56.1 56.1Actuated g/C Ratio 0.10 0.11 0.11 0.62 0.62 0.62 0.62v/c Ratio 0.33 0.10 0.54 0.10 0.17 0.11 0.10Control Delay 16.3 36.4 12.2 9.6 8.7 9.9 8.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 16.3 36.4 12.2 9.6 8.7 9.9 8.2LOS B D B A A A AApproach Delay 16.3 8.8 8.6Approach LOS B A A



Queues Future Total - PM Site Peak Hour5: Site Entrance (Trucks) & Coleraine Drive Weekday PM Peak Hour


Lane Group EBT WBL WBR NBL NBT SBL SBTLane Group Flow (vph) 75 15 180 70 395 65 225v/c Ratio 0.33 0.10 0.54 0.10 0.17 0.11 0.10Control Delay 16.3 36.4 12.2 9.6 8.7 9.9 8.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 16.3 36.4 12.2 9.6 8.7 9.9 8.2Queue Length 50th (m) 1.5 2.2 0.0 4.1 12.7 3.9 6.7Queue Length 95th (m) 12.4 7.1 15.8 11.8 24.5 11.4 14.2Internal Link Dist (m) 202.6 166.7 956.4Turn Bay Length (m) 80.0 80.0 80.0Base Capacity (vph) 479 143 333 715 2270 607 2260Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.16 0.10 0.54 0.10 0.17 0.11 0.10


HCM Signalized Intersection Capacity Analysis Future Total - PM Site Peak Hour5: Site Entrance (Trucks) & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 10 0 65 15 0 180 70 390 5 65 215 10Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 0.88 1.00 0.85 1.00 1.00 1.00 0.99Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1685 1785 1597 1785 3643 1785 3626Flt Permitted 0.99 0.71 1.00 0.61 1.00 0.52 1.00Satd. Flow (perm) 1685 1331 1597 1149 3643 975 3626Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 10 0 65 15 0 180 70 390 5 65 215 10RTOR Reduction (vph) 0 60 0 0 0 161 0 1 0 0 3 0Lane Group Flow (vph) 0 15 0 15 0 19 70 394 0 65 222 0Turn Type Perm custom custom Perm PermProtected Phases 4 2 6Permitted Phases 4 8 8 2 6Actuated Green, G (s) 7.4 9.7 9.7 54.9 54.9 54.9 54.9Effective Green, g (s) 7.4 9.7 9.7 54.9 54.9 54.9 54.9Actuated g/C Ratio 0.08 0.11 0.11 0.61 0.61 0.61 0.61Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 139 143 172 701 2222 595 2212v/s Ratio Prot c0.11 0.06v/s Ratio Perm 0.01 0.01 c0.01 0.06 0.07v/c Ratio 0.11 0.10 0.11 0.10 0.18 0.11 0.10Uniform Delay, d1 38.3 36.2 36.3 7.3 7.7 7.3 7.3Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.7 0.7 0.6 0.3 0.2 0.4 0.1Delay (s) 39.0 36.9 36.9 7.6 7.8 7.7 7.4Level of Service D D D A A A AApproach Delay (s) 39.0 36.9 7.8 7.5Approach LOS D D A A


HCM Unsignalized Intersection Capacity Analysis Future Total - PM Site Peak Hour26: Transportation Parking & Coleraine Drive Weekday PM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsVolume (veh/h) 0 95 25 430 330 15Sign Control Yield Free FreeGrade 0% 0% 0%Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Hourly flow rate (vph) 0 95 25 430 330 15PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 191pX, platoon unblockedvC, conflicting volume 602 172 345vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 602 172 345tC, single (s) 6.8 6.9 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 89 98cM capacity (veh/h) 427 847 1225



HCM Unsignalized Intersection Capacity Analysis Future Total - PM Site Peak Hour34: Healey Road & Site Entrance (Cars) Weekday PM Peak Hour



Direction, Lane # EB 1 WB 1 SB 1Volume Total 180 535 105Volume Left 60 0 75Volume Right 0 115 30cSH 1043 1700 420Volume to Capacity 0.06 0.31 0.25Queue Length 95th (m) 1.3 0.0 6.8Control Delay (s) 3.2 0.0 16.4Lane LOS A CApproach Delay (s) 3.2 0.0 16.4Approach LOS C



2021 HORIZON YEAR ANALYIS

Queues Horizon Year 2021 Total17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 235 225 225 805 615 20 150 1075 155 10 1940 220Lane Group Flow (vph) 235 225 225 805 615 20 150 1075 155 10 1940 220Turn Type Prot Perm Prot Perm pm+pt custom Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 8 2 2 2 6 6Detector Phase 7 4 4 3 8 8 5 2 2 2 6 6 6Switch PhaseMinimum Initial (s) 8.0 12.0 12.0 8.0 12.0 12.0 5.0 12.0 12.0 12.0 12.0Minimum Split (s) 13.0 18.6 18.6 13.0 29.6 29.6 8.0 26.6 26.6 26.6 26.6Total Split (s) 18.0 19.0 19.0 35.0 36.0 36.0 10.0 66.0 132.0 56.0 56.0 56.0Total Split (%) 15.0% 15.8% 15.8% 29.2% 30.0% 30.0% 8.3% 55.0% 110.0% 46.7% 46.7% 46.7%Yellow Time (s) 3.0 4.6 4.6 3.0 4.6 4.6 3.0 4.6 4.6 4.6 4.6All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 0.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 5.0 6.6 6.6 5.0 6.6 6.6 3.0 6.6 6.6 6.6 6.6 6.6Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag LagLead-Lag Optimize?Recall Mode None None None None None None Max C-Max C-Max C-Max C-Maxv/c Ratio 0.64 0.60 0.89 0.93 0.68 0.05 0.87 0.41 0.18 0.05 0.90 0.28Control Delay 59.9 58.7 64.2 62.0 45.6 14.0 64.3 19.8 3.0 11.9 28.0 1.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 59.9 58.7 64.2 62.0 45.6 14.0 64.3 19.8 3.0 11.9 28.0 1.7Queue Length 50th (m) 25.5 24.9 27.6 88.2 64.0 0.0 17.1 52.6 0.0 0.7 141.6 3.4Queue Length 95th (m) 37.6 36.9 #68.8 #121.4 82.3 5.7 #52.0 62.7 9.5 m1.5 161.5 5.7Internal Link Dist (m) 89.2 562.7 1481.1 134.0Turn Bay Length (m) 85.0 85.0 300.0 70.0 60.0 175.0 40.0 120.0Base Capacity (vph) 375 377 254 866 900 408 172 2600 870 195 2159 787Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.63 0.60 0.89 0.93 0.68 0.05 0.87 0.41 0.18 0.05 0.90 0.28



HCM Signalized Intersection Capacity Analysis Horizon Year 2021 Total17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 235 225 225 805 615 20 150 1075 155 10 1940 220Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 6.6 6.6 5.0 6.6 6.6 3.0 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.91 1.00 1.00 0.91 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 3650 1597 3463 3650 1597 1785 5245 1597 1785 5245 1597Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.08 1.00 1.00 0.25 1.00 1.00Satd. Flow (perm) 3463 3650 1597 3463 3650 1597 143 5245 1597 474 5245 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 235 225 225 805 615 20 150 1075 155 10 1940 220RTOR Reduction (vph) 0 0 89 0 0 15 0 0 78 0 0 129Lane Group Flow (vph) 235 225 136 805 615 5 150 1075 77 10 1940 91Turn Type Prot Perm Prot Perm pm+pt custom Perm PermProtected Phases 7 4 3 8 5 2 6Permitted Phases 4 8 2 2 2 6 6Actuated Green, G (s) 12.7 12.3 12.3 30.0 29.6 29.6 59.5 59.5 59.5 49.4 49.4 49.4Effective Green, g (s) 12.7 12.3 12.3 30.0 29.6 29.6 59.5 59.5 59.5 49.4 49.4 49.4Actuated g/C Ratio 0.11 0.10 0.10 0.25 0.25 0.25 0.50 0.50 0.50 0.41 0.41 0.41Clearance Time (s) 5.0 6.6 6.6 5.0 6.6 6.6 3.0 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 367 374 164 866 900 394 168 2601 792 195 2159 657v/s Ratio Prot 0.07 0.06 c0.23 0.17 c0.05 0.20 0.37v/s Ratio Perm c0.09 0.00 c0.39 0.05 0.02 0.06v/c Ratio 0.64 0.60 0.83 0.93 0.68 0.01 0.89 0.41 0.10 0.05 0.90 0.14Uniform Delay, d1 51.5 51.5 52.8 44.0 41.0 34.2 27.3 19.2 16.0 21.2 33.0 22.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.52 0.66 0.33Incremental Delay, d2 5.1 4.0 31.1 16.6 2.8 0.0 45.8 0.5 0.2 0.4 5.7 0.4Delay (s) 56.6 55.5 83.9 60.5 43.7 34.2 73.1 19.7 16.3 11.5 27.6 7.6Level of Service E E F E D C E B B B C AApproach Delay (s) 65.2 53.0 25.1 25.5Approach LOS E D C C

Intersection SummaryHCM Average Control Delay 37.2 HCM Level of Service DHCM Volume to Capacity ratio 0.86Actuated Cycle Length (s) 120.0 Sum of lost time (s) 14.6Intersection Capacity Utilization 97.3% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Horizon Year 2021 Total17: Mayfield Road & Queen Street South Weekday AM Peak Hour


Phase Number 2 3 4 5 6 7 8Movement NBTL WBL EBT NBL SBTL EBL WBTLead/Lag Lead Lag Lead Lag Lead LagLead-Lag OptimizeRecall Mode C-Max None None Max C-Max None NoneMaximum Split (s) 66 35 19 10 56 18 36Maximum Split (%) 55.0% 29.2% 15.8% 8.3% 46.7% 15.0% 30.0%Minimum Split (s) 26.6 13 18.6 8 26.6 13 29.6Yellow Time (s) 4.6 3 4.6 3 4.6 3 4.6All-Red Time (s) 2 2 2 0 2 2 2Minimum Initial (s) 12 8 12 5 12 8 12Vehicle Extension (s) 5 5 5 5 5 5 5Minimum Gap (s) 3 3 3 3 3 3 3Time Before Reduce (s) 0 0 0 0 0 0 0Time To Reduce (s) 0 0 0 0 0 0 0Walk Time (s) 5 5 5Flash Dont Walk (s) 14 14 18Dual Entry Yes Yes Yes Yes Yes No YesInhibit Max Yes Yes Yes Yes Yes Yes YesStart Time (s) 110 56 91 110 0 56 74End Time (s) 56 91 110 0 56 74 110Yield/Force Off (s) 49.4 86 103.4 117 49.4 69 103.4Yield/Force Off 170(s) 35.4 86 103.4 117 35.4 69 85.4Local Start Time (s) 110 56 91 110 0 56 74Local Yield (s) 49.4 86 103.4 117 49.4 69 103.4Local Yield 170(s) 35.4 86 103.4 117 35.4 69 85.4



Queues Horizon Year 2021 Total18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour





HCM Signalized Intersection Capacity Analysis Horizon Year 2021 Total18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 320 390 110 15 575 70 10 90 0 70 380 195Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95Frt 1.00 0.97 1.00 0.98 1.00 1.00 1.00 0.95Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1785 3530 1785 3591 1785 3650 1785 3464Flt Permitted 0.33 1.00 0.47 1.00 0.34 1.00 0.70 1.00Satd. Flow (perm) 624 3530 881 3591 632 3650 1307 3464Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 320 390 110 15 575 70 10 90 0 70 380 195RTOR Reduction (vph) 0 24 0 0 9 0 0 0 0 0 60 0Lane Group Flow (vph) 320 476 0 15 636 0 10 90 0 70 515 0Turn Type pm+pt Perm Perm PermProtected Phases 5 2 6 8 4Permitted Phases 2 6 8 4Actuated Green, G (s) 60.0 60.0 50.0 50.0 35.0 35.0 35.0 35.0Effective Green, g (s) 60.0 60.0 50.0 50.0 35.0 35.0 35.0 35.0Actuated g/C Ratio 0.55 0.55 0.46 0.46 0.32 0.32 0.32 0.32Clearance Time (s) 3.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 418 1943 404 1647 203 1172 420 1112v/s Ratio Prot c0.05 0.13 0.18 0.02 c0.15v/s Ratio Perm c0.37 0.02 0.02 0.05v/c Ratio 0.77 0.25 0.04 0.39 0.05 0.08 0.17 0.46Uniform Delay, d1 17.4 12.7 16.2 19.4 25.5 25.8 26.5 29.5Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 9.5 0.3 0.2 0.7 0.5 0.1 0.9 1.4Delay (s) 27.0 13.0 16.4 20.1 26.0 25.9 27.4 30.9Level of Service C B B C C C C CApproach Delay (s) 18.5 20.0 25.9 30.5Approach LOS B C C C


Timing Report, Sorted By Phase Horizon Year 2021 Total18: Mayfield Road & Coleraine Drive Weekday AM Peak Hour





Queues Horizon Year 2021 Total17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane Group Flow (vph) 290 315 120 180 200 20 180 1255 565 25 1095 240v/c Ratio 0.84 0.58 0.39 0.58 0.39 0.08 0.70 0.39 0.49 0.12 0.34 0.23Control Delay 74.3 51.3 20.8 60.1 48.4 17.1 35.1 13.0 4.4 10.3 9.4 1.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 74.3 51.3 20.8 60.1 48.4 17.1 35.1 13.0 4.4 10.3 9.4 1.0Queue Length 50th (m) 32.3 34.0 7.7 19.5 21.1 0.0 24.8 47.6 10.1 1.6 26.1 0.0Queue Length 95th (m) #52.5 45.1 22.5 30.3 30.0 6.2 #68.5 64.0 31.7 m3.4 29.0 4.0Internal Link Dist (m) 89.2 599.8 1481.1 133.2Turn Bay Length (m) 85.0 85.0 300.0 70.0 60.0 175.0 40.0 120.0Base Capacity (vph) 346 730 383 317 700 322 257 3189 1146 209 3189 1065Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.84 0.43 0.31 0.57 0.29 0.06 0.70 0.39 0.49 0.12 0.34 0.23


HCM Signalized Intersection Capacity Analysis Horizon Year 2021 Total17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 290 315 120 180 200 20 180 1255 565 25 1095 240Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5 3.5 3.7 3.5Total Lost time (s) 5.0 6.6 6.6 5.0 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 1.00 0.91 1.00 1.00 0.91 1.00Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00Satd. Flow (prot) 3463 3650 1597 3463 3650 1597 1785 5245 1597 1785 5245 1597Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.22 1.00 1.00 0.18 1.00 1.00Satd. Flow (perm) 3463 3650 1597 3463 3650 1597 423 5245 1597 343 5245 1597Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 290 315 120 180 200 20 180 1255 565 25 1095 240RTOR Reduction (vph) 0 0 68 0 0 17 0 0 175 0 0 94Lane Group Flow (vph) 290 315 52 180 200 3 180 1255 390 25 1095 146Turn Type Prot Perm Prot Perm Perm Perm Perm PermProtected Phases 7 4 3 8 2 6Permitted Phases 4 8 2 2 6 6Actuated Green, G (s) 12.0 18.0 18.0 10.9 16.9 16.9 72.9 72.9 72.9 72.9 72.9 72.9Effective Green, g (s) 12.0 18.0 18.0 10.9 16.9 16.9 72.9 72.9 72.9 72.9 72.9 72.9Actuated g/C Ratio 0.10 0.15 0.15 0.09 0.14 0.14 0.61 0.61 0.61 0.61 0.61 0.61Clearance Time (s) 5.0 6.6 6.6 5.0 6.6 6.6 6.6 6.6 6.6 6.6 6.6 6.6Vehicle Extension (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Lane Grp Cap (vph) 346 548 240 315 514 225 257 3186 970 208 3186 970v/s Ratio Prot c0.08 c0.09 0.05 0.05 0.24 0.21v/s Ratio Perm 0.03 0.00 c0.43 0.24 0.07 0.09v/c Ratio 0.84 0.57 0.22 0.57 0.39 0.01 0.70 0.39 0.40 0.12 0.34 0.15Uniform Delay, d1 53.0 47.4 44.8 52.3 46.9 44.4 16.1 12.2 12.2 10.0 11.7 10.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.77 0.76 0.35Incremental Delay, d2 17.7 2.3 1.0 4.0 1.0 0.0 14.8 0.4 1.2 1.1 0.3 0.3Delay (s) 70.7 49.8 45.8 56.3 47.9 44.4 30.8 12.5 13.5 8.8 9.1 3.9Level of Service E D D E D D C B B A A AApproach Delay (s) 57.5 51.5 14.4 8.2Approach LOS E D B A

Intersection SummaryHCM Average Control Delay 22.8 HCM Level of Service CHCM Volume to Capacity ratio 0.66Actuated Cycle Length (s) 120.0 Sum of lost time (s) 11.6Intersection Capacity Utilization 73.2% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Horizon Year 2021 Total17: Mayfield Road & Queen Street South Weekday PM Peak Hour


Phase Number 2 3 4 6 7 8Movement NBTL WBL EBT SBTL EBL WBTLead/Lag Lead Lag Lead LagLead-Lag Optimize Yes Yes Yes YesRecall Mode C-Max None None C-Max None NoneMaximum Split (s) 73.4 16 30.6 73.4 17 29.6Maximum Split (%) 61.2% 13.3% 25.5% 61.2% 14.2% 24.7%Minimum Split (s) 26.6 13 29.6 26.6 13 29.6Yellow Time (s) 4.6 3 4.6 4.6 3 4.6All-Red Time (s) 2 2 2 2 2 2Minimum Initial (s) 12 8 12 12 8 12Vehicle Extension (s) 5 5 5 5 5 5Minimum Gap (s) 3 3 3 3 3 3Time Before Reduce (s) 0 0 0 0 0 0Time To Reduce (s) 0 0 0 0 0 0Walk Time (s) 5 5 5Flash Dont Walk (s) 14 14 18Dual Entry Yes No Yes Yes No YesInhibit Max Yes Yes Yes Yes Yes YesStart Time (s) 0 73.4 89.4 0 73.4 90.4End Time (s) 73.4 89.4 0 73.4 90.4 0Yield/Force Off (s) 66.8 84.4 113.4 66.8 85.4 113.4Yield/Force Off 170(s) 52.8 84.4 113.4 52.8 85.4 95.4Local Start Time (s) 0 73.4 89.4 0 73.4 90.4Local Yield (s) 66.8 84.4 113.4 66.8 85.4 113.4Local Yield 170(s) 52.8 84.4 113.4 52.8 85.4 95.4



Queues Horizon Year 2021 Total18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour




HCM Signalized Intersection Capacity Analysis Horizon Year 2021 Total18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour



Intersection SummaryHCM Average Control Delay 21.9 HCM Level of Service CHCM Volume to Capacity ratio 0.44Actuated Cycle Length (s) 114.0 Sum of lost time (s) 10.0Intersection Capacity Utilization 74.9% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

Timing Report, Sorted By Phase Horizon Year 2021 Total18: Mayfield Road & Coleraine Drive Weekday PM Peak Hour






APPENDIX F: Col l i s ion Data Analys is Sheets

January 01, 2005 TO:

CALEDON

71

Region of Peel

ACCIDENT ANALYSIS BY LOCATION REPORT

Detailed Report

FROM: December 31, 2009

INTERSECTION ID: INT_1126 MUNICIPALITY: DESCRIPTION:

50 HY @ MAYFIELD RD

Accident ID Date & Time Initial Impact Type Apparent Driver 1 Action Apparent Driver 2 Action Initial Direction of Travel 1 Initial Direction of Travel 2

05020182 27-Jan-05 4:50 PM Rear end Other Driving properly North North05026271S 08-Feb-05 4:40 PM Rear end Following too close Driving properly West West05000284 23-Feb-05 4:45 PM Angle (t-bone) Disobeyed traffic control Driving properly South East05103817 05-Jun-05 3:35 PM Turning movement Improper turn Other West Other05000849 03-Aug-05 11:30 AM Approaching (head on) Disobeyed traffic control Driving properly South West05000870 12-Aug-05 7:40 AM Turning movement Improper turn Driving properly East West05000929 28-Aug-05 5:30 PM Approaching (head on) Driving properly Disobeyed traffic control South East05001055 09-Oct-05 9:00 PM Rear end Following too close Driving properly North North05001138 29-Oct-05 3:10 PM Rear end Following too close Driving properly North North05001140 30-Oct-05 5:00 PM Turning movement Driving properly Failed to yield right-of-way South North06035240S 07-Dec-05 6:15 AM Rear end Driving properly Other South Other06000748S 07-Dec-05 8:30 PM Sideswipe Driving properly Other North Other05001383 09-Dec-05 10:45 AM Rear end Driving properly Driving properly South South05001418 12-Dec-05 6:17 PM Turning movement Driving properly Failed to yield right-of-way North South06000183 15-Dec-05 8:20 AM Rear end Following too close Driving properly East East05001448 15-Dec-05 4:30 PM SMV - Other Speed too fast for condition Other South Other06000290 26-Dec-05 1:50 PM Angle (t-bone) Disobeyed traffic control Driving properly South East06000041 15-Jan-06 8:22 AM Angle (t-bone) Speed too fast for condition Driving properly South West06000193 09-Feb-06 6:40 PM Rear end Following too close Driving properly North North60000306 04-Mar-06 10:30 AM Angle (t-bone) Failed to yield right-of-way Driving properly South West06000002 01-Apr-06 11:56 AM Turning movement Failed to yield right-of-way Driving properly North South60000583 28-May-06 1:30 AM Angle (t-bone) Driving properly Disobeyed traffic control North West60000640 15-Jun-06 7:20 AM Rear end Following too close Driving properly West West06000683 24-Jun-06 10:45 AM Angle (t-bone) Disobeyed traffic control Driving properly South West06000759 15-Jul-06 4:52 PM Angle (t-bone) Disobeyed traffic control Driving properly North West06000815 30-Jul-06 5:15 PM Approaching (head on) Failed to yield right-of-way Driving properly East West06000931 05-Sep-06 7:40 AM Rear end Following too close Driving properly South South06206391 21-Oct-06 8:19 AM Rear end Improper passing Driving properly South South07020708S 02-Feb-07 8:30 AM Sideswipe Driving properly Other North Other07000405 19-Mar-07 4:00 PM Rear end Following too close Driving properly North North07001009 19-Apr-07 7:05 AM Angle (t-bone) Improper turn Driving properly East South

Other South Other07087597S 15-May-07 3:30 AM SMV - animal or pedestrian Driving properly07107954 11-Jun-07 4:18 AM Turning movement Failed to yield right-of-way Driving properly North South07142147S 25-Jul-07 6:00 PM Rear end Driving properly Other North Other07153326 10-Aug-07 11:20 AM Rear end Following too close Driving properly North North07000960 06-Sep-07 4:20 PM Rear end Following too close Driving properly North North07000983 18-Sep-07 7:20 AM Rear end Following too close Driving properly South South07001101S 19-Sep-07 5:30 PM Approaching (head on) Driving properly Other South Other07193273S 03-Oct-07 6:50 AM Rear end Driving properly Improper lane change North North07001387S 12-Nov-07 6:30 AM Sideswipe Driving properly Driving properly South South07001401 05-Dec-07 1:36 PM Angle (t-bone) Disobeyed traffic control Driving properly North West08000009 04-Jan-08 5:20 PM Rear end Other Driving properly South South08000165 02-Feb-08 4:25 PM SMV - Other Lost control Other North Other08000202 10-Feb-08 9:20 AM Angle (t-bone) Disobeyed traffic control Driving properly North East08000204 11-Feb-08 12:20 PM Rear end Improper lane change Driving properly South South08020008 03-Mar-08 4:45 PM Rear end Following too close Driving properly North North08053407 24-Mar-08 5:20 AM SMV - animal or pedestrian Driving properly Other South Other08020403 24-Jun-08 11:20 AM SMV - Other Lost control Other North Other08020386 26-Jun-08 10:15 AM Rear end Following too close Driving properly East East08020668 23-Jul-08 11:45 PM Rear end Driving properly Other North North08020511 29-Jul-08 8:00 AM SMV - Other Improper turn Other North Other08020560 20-Aug-08 6:15 AM Sideswipe Improper turn Driving properly South South08020783 16-Oct-08 11:15 AM Angle (t-bone) Improper turn Driving properly South North09000178 19-Oct-08 11:00 AM Rear end Driving properly Other North North08219862 14-Nov-08 6:16 PM Rear end Following too close Driving properly North North08021125 23-Dec-08 9:15 AM Sideswipe Improper turn Driving properly East East09000003 30-Dec-08 11:00 PM Rear end Speed too fast for condition Driving properly West West09009238 17-Jan-09 3:47 AM Rear end Other Driving properly South South09000186 24-Jan-09 11:15 PM Approaching (head on) Failed to yield right-of-way Driving properly East West09000162 27-Jan-09 7:50 PM Approaching (head on) Failed to yield right-of-way Driving properly South East09000160 28-Jan-09 6:30 AM Angle (t-bone) Speed too fast for condition Driving properly West East09000191 28-Jan-09 5:45 PM Turning movement Speed too fast for condition Driving properly East South09000603 16-May-09 6:23 PM Angle (t-bone) Disobeyed traffic control Driving properly West North09089985 25-May-09 5:45 PM Turning movement Driving properly Improper turn North East09000756 14-Jun-09 3:06 PM Rear end Following too close Driving properly South South09000755 18-Jun-09 7:41 AM Rear end Speed too fast for condition Driving properly South South09001013 28-Aug-09 9:50 AM Angle (t-bone) Other Other North West09001143 01-Oct-09 9:30 AM Turning movement Driving properly Improper turn East West09001204 02-Oct-09 10:23 AM Angle (t-bone) Driving properly09193138 18-Oct-09 3:30 AM Rear end Driving properly

North

Disobeyed traffic control North EastOther North North

Sideswipe Driving properly Improper lane change North

LOCATION TOTAL COLLISIONS:

Note: The collision database is a live working document as such numbers reported may change. However at the time of reporting the numbers are deemed to be accurate.

09225028 09-Dec-09 9:15 AM

3/17/2011

Classification of Accident

Clear Daylight Dry P.D. only

Environment Condition 1 Light Road 1 Surface Condition

Dry P.D. onlyClear Daylight Dry Non-fatal injuryClear Daylight

Dry Non-fatal injuryClear Daylight Dry Non-fatal injuryClear Daylight

Dry P.D. onlyClear Daylight Dry P.D. onlyRain Daylight

Dry P.D. onlyClear Daylight Dry P.D. onlyClear Dark

Dry Non-fatal injuryClear Dark Dry P.D. onlyClear Daylight

Dry P.D. onlyClear Daylight Wet P.D. onlyClear Daylight

Dry Fatal injuryClear Daylight Dry P.D. onlyClear Dark, artificial

Loose snow P.D. onlyClear Daylight Dry P.D. onlySnow Dusk

Ice P.D. onlyClear Dark Dry P.D. onlyClear Daylight

Dry P.D. onlyRain Daylight Wet P.D. onlyClear Daylight

Non-fatal injuryClear Daylight Dry P.D. onlyClear Dry

Dry Non-fatal injuryClear Daylight Dry P.D. onlyClear Daylight

Dry P.D. onlyClear Dawn Dry P.D. onlyClear Daylight

Dry P.D. onlyClear Daylight Dry P.D. onlyClear Dark

Wet P.D. onlyFog, mist, smoke, dust Dawn Dry Non-fatal injury

Clear Daylight

Dry P.D. onlyOther DarkDry P.D. only

Clear Daylight Dry P.D. onlyClear Daylight


Dry P.D. onlyClear Daylight Dry P.D. onlyClear Daylight

Dry P.D. onlyClear Daylight Dry P.D. onlyClear Dawn

Dry P.D. onlyClear Dark Wet P.D. onlyClear Daylight


Dry P.D. onlyRain Daylight Wet Non-fatal injuryClear Daylight

Wet P.D. onlyClear Daylight Dry P.D. onlyOther Dark

Dry P.D. onlyClear Dark, artificial Dry P.D. onlyClear Daylight



Wet P.D. onlyClear Daylight Wet P.D. onlyRain Dark

Loose snow P.D. onlyClear Dark Dry Non-fatal injurySnow Dark, artificial

Dry P.D. onlyClear Dark Dry P.D. onlyClear Dark

Loose snow Non-fatal injurySnow Dark Packed snow P.D. onlySnow Dark




Wet P.D. onlyClear Dark Dry P.D. onlyRain Dark

Snow Daylight Slush P.D. only


BRAMPTON

4

Region of Peel


Detailed Report


INTERSECTION ID: INT_1173 MUNICIPALITY: DESCRIPTION: CLARKWAY DR @ MAYFIELD RD


05000245 11-Feb-05 7:50 AM Rear end Driving properly Other West West

05000571 18-May-05 5:00 PM Angle (t-bone) Other Driving properly East North

05000831 31-Jul-05 2:00 PM Angle (t-bone) Failed to yield right-of-way Driving properly North East

North East


09000567 05-May-09 4:30 PM Angle (t-bone) Failed to yield right-of-way


3/21/2011

Driving properly

Environment Condition 1 Light Road 1 Surface Condition Classification of Accident

Dry Non-fatal injury


Clear Daylight

Dry P.D. only


Clear Daylight


BRAMPTON

7

Region of Peel


Detailed Report


INTERSECTION ID: INT_1151 MUNICIPALITY: DESCRIPTION: COLERAINE DR W @ MAYFIELD RD


06001046 13-Oct-06 5:30 PM Rear end Following too close Driving properly East East08000068 18-Jan-08 8:00 AM Rear end Other Driving properly East East08020289 25-May-08 7:10 PM SMV - Other Lost control Other East Other

Other08021117 17-Dec-08 8:15 AM Rear end Speed too fast for condition Driving properly West West08020328 19-Jun-08 7:19 PM

SMV - Other Lost control

Other WestSMV - Other Lost control

Other10000115 28-Oct-09 5:30 PM Rear end Other Driving properly West West09000735 23-Jun-09 7:50 AM



Other East

3/21/2011

Classification of Accident


Environment Condition 1 Light Road 1 Surface Condition

Dry P.D. onlyClear Daylight Loose sand or gravel Non-fatal injuryClear Daylight

Loose sand or gravel Non-fatal injurySnow Daylight Loose snow P.D. onlyClear Daylight

Dry P.D. onlyClear Dusk Dry P.D. onlyClear Daylight


BRAMPTON

12

Region of Peel


Detailed Report


INTERSECTION ID: INT_1150 MUNICIPALITY: DESCRIPTION: COLERAINE DR E @ MAYFIELD RD


05000244 02-Feb-05 7:58 AM Rear end Driving properly Other West West

05000364 16-Mar-05 6:45 AM Rear end Driving properly Driving properly West West

05070774S 19-Apr-05 6:00 PM Rear end Driving properly Other South Other

05000724 29-Jun-05 4:44 PM Turning movement Improper turn Driving properly East West

05000823 28-Jul-05 4:35 PM Rear end Following too close Driving properly South South

05000995S 03-Aug-05 1:15 PM Rear end Driving properly Other East Other

05001031 29-Sep-05 5:00 PM SMV - Other Driving properly Failed to yield right-of-way East South

60000888 20-Aug-06 2:00 PM Rear end Following too close Driving properly South South

06000915 31-Aug-06 10:45 AM SMV - Other Driving properly Other West Other

07000796 11-Jul-07 12:50 PM Turning movement Improper turn Driving properly North South

07001449 10-Dec-07 9:55 AM Rear end Speed too fast for condition Driving properly West West

East East


09000594 08-May-09 6:55 AM Rear end Speed too fast for condition


3/21/2011

Driving properly


Dry Non-fatal injury


Clear Daylight

Dry P.D. only


Clear Daylight

Dry P.D. only


Clear Daylight

Dry P.D. only

Clear Daylight Dry Non-fatal injury

Clear Daylight

Dry P.D. only


Clear Daylight

Wet Non-fatal injury

Clear Daylight Wet P.D. only

Snow Daylight


BRAMPTON

9


Region of Peel


Detailed Report


INTERSECTION ID: INT_1171 MUNICIPALITY: DESCRIPTION: HUMBER STATION RD @ MAYFIELD RD


05000436 04-Apr-05 6:40 AM Turning movement Failed to yield right-of-way Driving properly East North

05000693 21-Jun-05 11:15 PM Angle (t-bone) Disobeyed traffic control Driving properly South West

05001111 04-Oct-05 7:50 AM Rear end Following too close Driving properly South South

06000987 14-Sep-06 6:15 AM Rear end Following too close Driving properly South South

07001157 30-Oct-07 6:30 PM Rear end Other Driving properly East East

Other

08020240 14-May-08 4:39 PM Rear end Speed too fast for condition Other East East

07001354S 29-Nov-07 7:15 PM

Rear end Following too close

Other WestRear end Other

East

09000122 15-Jan-09 9:35 AM SMV - Other Disobeyed traffic control Driving properly South East

08020865 08-Nov-08 10:20 AM


Driving properly East

3/21/2011

Classification of AccidentEnvironment Condition 1 Light Road 1 Surface Condition


Dry P.D. only


Clear Dark

P.D. only

Clear Dark, artificial Dry P.D. only

Clear Dry

Other P.D. only

Rain Daylight Wet Non-fatal injury

Freezing rain Dark

Dry P.D. only

Clear Daylight Wet P.D. only

Clear Daylight


CALEDON

33

Region of Peel

ACCIDENT ANALYSIS BY LOCATION REPORTDetailed Report


INTERSECTION ID: INT_969 MUNICIPALITY: DESCRIPTION: 50 HY @ HEALEY RD


05000196 30-Jan-05 10:15 AM Rear end Driving properly Driving properly North North05000499 20-Apr-05 4:15 PM Rear end Failed to yield right-of-way Driving properly South South05000655 13-Jun-05 8:30 AM Rear end Other Driving properly South South05000774 13-Jul-05 3:10 PM Turning movement Disobeyed traffic control Improper turn South North06000090 23-Jan-06 8:58 AM Rear end Following too close Driving properly South South60000304 03-Mar-06 11:35 AM Rear end Other Driving properly North North06000322 09-Mar-06 1:00 PM Rear end Following too close Driving properly South South63000057 19-Mar-06 5:05 PM Turning movement Disobeyed traffic control Driving properly North East60001294 04-Dec-06 5:30 PM Rear end Following too close Driving properly South South06001294 04-Dec-06 5:30 PM Rear end Following too close Driving properly South South07000334S 04-Feb-07 1:00 PM Rear end Driving properly Other South Other07000772S 13-Jun-07 8:30 AM Rear end Driving properly Driving properly North North07000886 07-Aug-07 2:20 PM Turning movement Failed to yield right-of-way Driving properly East West07001364 23-Nov-07 7:15 PM Turning movement Driving properly Failed to yield right-of-way South East07001365 28-Nov-07 8:33 AM Rear end Driving properly Driving properly South South07001540 20-Dec-07 2:04 PM Turning movement Failed to yield right-of-way Driving properly South North09000038 06-Jan-08 6:00 PM Rear end Following too close Driving properly North North09000012 07-Jan-08 12:30 PM Rear end Following too close Driving properly North North08080234 12-Feb-08 8:40 AM Rear end Following too close Driving properly South South08000315 20-Feb-08 4:50 AM Turning movement Failed to yield right-of-way Driving properly East South08000264 23-Feb-08 10:40 PM Rear end Other Driving properly South South08020352 21-Jun-08 5:15 PM Turning movement Disobeyed traffic control Driving properly North West08020364 24-Jun-08 9:10 AM SMV - Other Improper turn Other East Other08020447 12-Jul-08 10:01 PM Rear end Improper passing Driving properly South South08020852 16-Oct-08 11:25 AM Rear end Driving properly Other South South08020883 15-Nov-08 12:45 PM Rear end Following too close Driving properly South South08020895 17-Nov-08 8:00 PM Angle (t-bone) Lost control Other South Other08020947 26-Nov-08 7:40 AM Rear end Driving properly Other South South09000339 25-Feb-09 11:35 AM Rear end Exceeding speed limit Driving properly South South09000390 14-Mar-09 2:45 PM Rear end Following too close Driving properly North North09000461 11-Apr-09 10:40 AM Rear end Lost control Driving properly South South

Driving properly Other North09000869 26-Jul-09 3:30 PM Rear end OtherNorth North


10000041 24-Dec-09 11:00 AM Rear end Failed to yield right-of-way


3/18/2011

Failed to yield right-of-way


Other P.D. onlyClear Daylight Wet P.D. onlyOther Daylight




Dry P.D. onlyClear Dark Dry P.D. onlyClear Dark


Dry P.D. onlySnow Dark Loose snow P.D. onlyClear Daylight

Ice P.D. onlyClear Daylight Dry P.D. onlyClear Daylight

Dry P.D. onlyClear Daylight Wet Non-fatal injuryClear Dusk, artificial

Wet P.D. onlyClear Dawn Dry P.D. onlyClear Daylight

Dry Non-fatal injuryClear Daylight Dry P.D. onlyClear Dark

Dry P.D. onlyClear Dark Dry Non-fatal injuryClear Daylight


Ice P.D. onlyClear Daylight Wet P.D. onlySnow Dark




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