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3080 Bostwick Road Transportation Impact Study Final Report 36989

Prepared for York Developments by IBI Group September 2017


IBI GROUP FINAL REPORT 3080 BOSTWICK ROAD TRANSPORTATION IMPACT STUDY Prepared for York Developments

Document Control Page

September 2017 ii

CLIENT: York Developments PROJECT NAME: 3080 Bostwick Road

REPORT TITLE: 3080 Bostwick Road Transportation Impact Study

IBI REFERENCE: 36989 VERSION: 5.0 DIGITAL MASTER: J:\36989-BostwickRd\5.2 Reports\5.2.4 Transportation\5.2.4.5 Traffic Impact\2017-03-20 - Updated Study\TTR_Bostwick_TIS_2017-05-09-City

Comments.docx\2018-04-16\AS

ORIGINATOR: Austin Shih, P.Eng. REVIEWER: Justin Date, P.Eng. AUTHORIZATION: David Hatton, P.Eng.

CIRCULATION LIST: David Ailles - York Developments Joe Heynick, P.Eng. – IBI Group

HISTORY:

1.0 Initial TIS Draft to Client – October 2014 2.0 Final TIS to Client – November 2014

2.1 Draft Addendum Letter (CC only) – August 2015 2.2 Final Addendum Letter (CC only) – August 2015 2.3 Updated Addendum Letter (CC only) w/ City Comments – October 2015

3.0 Updated Final TIS with CC to Client – December 2015 4.0 Updated TIS Draft to Client – May 2017 5.0 Updated Client Comments - Final Report – September 2017


Table of Contents

EXECUTIVE SUMMARY

1 Introduction.................................................................................................................... 1

1.1 Scope .............................................................................................................. 1

1.2 Study Area........................................................................................................ 1 1.3 Study Conditions/ Assumptions ............................................................................. 1

1.4 Reference Material ............................................................................................. 3

2 Proposed Development .................................................................................................... 4

2.1 Land Uses ........................................................................................................ 4

2.2 Phasing ........................................................................................................... 4

2.3 Site Access ....................................................................................................... 4 2.4 Internal Road Network ......................................................................................... 6

2.5 Parking ............................................................................................................ 6

2.6 Transit ............................................................................................................. 6

2.7 Active Transportation .......................................................................................... 6

3 Transportation Network .................................................................................................... 8 3.1 Existing Road Network ........................................................................................ 8

3.2 Existing Bicycle and Pedestrian Facilities ................................................................ 8

3.3 Existing Transit Service and Facilities ..................................................................... 8

3.3.1 Existing Bus Stops ................................................................................. 8

3.3.2 Existing Bus Routes ............................................................................. 10

3.4 Future Road Network ........................................................................................ 10 3.5 Future Transit Service ....................................................................................... 12

3.6 Future Active Transportation Facilities .................................................................. 13

3.7 Transportation Demand Management (TDM) .......................................................... 14

4 Traffic Volumes ............................................................................................................ 15

4.1 Existing Traffic Volumes .................................................................................... 15

September 2017 i


Table of Contents (continued) 4.2 Future Background Traffic Volumes ..................................................................... 15

4.3 Proposed Development Trip Generation ................................................................ 15

4.3.1 Transit Modal Split ............................................................................... 20 4.3.2 Mixed-Use Internal Trips ....................................................................... 20

4.3.3 Active Transportation and TDM .............................................................. 20

4.4 Trip Distribution and Assignment ......................................................................... 21

4.5 Future Background plus Site Generated Traffic Volumes .......................................... 21

5 Intersection Capacity Analysis ......................................................................................... 25

5.1 Base Road Network .......................................................................................... 25 5.2 Operational Criteria .......................................................................................... 25

5.2.1 Signalized Intersections ........................................................................ 25

5.2.2 Unsignalized Intersections ..................................................................... 26

5.2.3 Traffic Signal Warrants ......................................................................... 26

5.3 Operational Results .......................................................................................... 27 5.3.1 Existing (2017) Traffic Results ................................................................ 27

5.3.2 Future (2023) Background Traffic Results ................................................. 28

5.3.3 Future (2028) Background Traffic Results ................................................. 29

5.3.4 Future (2023) Background plus Site Generated Traffic Results ...................... 30

5.3.5 Future (2028) Background plus Site Generated Traffic Results ...................... 31

5.3.6 Summary of Intersection Capacity Analysis Results .................................... 32

6 Geometric Analyses ...................................................................................................... 34

6.1 Site Access Management................................................................................... 34

6.1.1 Sight Distance .................................................................................... 34

6.1.2 Access Spacing .................................................................................. 34

6.2 Auxiliary Lane Analyses ..................................................................................... 36

6.2.1 Left-Turn Lanes .................................................................................. 36 6.2.2 Right-Turn Lanes ................................................................................ 37

September 2017 ii


Table of Contents (continued) 7 Conclusions and Recommendations ................................................................................. 39

List of Exhibits Exhibit 1 – Site Location ............................................................................................................. 2

Exhibit 2 – Proposed Development ................................................................................................ 5

Exhibit 3 – Potential Transit Route and Stops Locations ..................................................................... 7 Exhibit 4 – Existing Bus Stop Locations (London Transit Commission) .................................................. 8

Exhibit 5 – Existing Lane Configurations and Traffic Control................................................................ 9

Exhibit 6 – Overall London Transit Commission Ride Guide Map ....................................................... 10

Exhibit 7 – Key Supporting Transit Routes, in Red (TMP) ................................................................. 12

Exhibit 8 – Potential Bus Routes (SWAP, TSR) .............................................................................. 12

Exhibit 9 – Grand Boulevard Design (TMP) ................................................................................... 13 Exhibit 10 – Proposed Cycling Facilities (CMP) .............................................................................. 13

Exhibit 11 – Existing (2017) Traffic .............................................................................................. 16

Exhibit 12 – Future (2023) Background Traffic ............................................................................... 17

Exhibit 13 – Future (2028) Background Traffic ............................................................................... 18

Exhibit 14 – Transit Modal Split TO/ FROM Downtown .................................................................... 20

Exhibit 15 – Future (2023 & 2028) Site Generated Traffic ................................................................. 22 Exhibit 16 – Future (2023) Background plus Site Generated Traffic .................................................... 23

Exhibit 17 – Future (2028) Background plus Site Generated Traffic .................................................... 24

Exhibit 18 – Proposed Access Spacing Distances .......................................................................... 35

September 2017 iii


Table of Contents (continued)

List of Tables Table 1: Proposed Land Uses ...................................................................................................... 4

Table 2: Trip Generation Results ................................................................................................ 19

Table 3: Level of Service Criteria – Signalized Intersections.............................................................. 26

Table 4: Level of Service Criteria – Unsignalized Intersections .......................................................... 26 Table 5: Intersection Capacity Analysis – Existing (2017) Traffic ........................................................ 27

Table 6: Intersection Capacity Analysis – Future (2023) Background Traffic ......................................... 28

Table 7: Intersection Capacity Analysis – Future (2028) Background Traffic ......................................... 29

Table 8: Intersection Capacity Analysis – Future (2023) Background plus Site Generated Traffic .............. 30

Table 9: Intersection Capacity Analysis – Future (2028) Background plus Site Generated Traffic .............. 31

Table 10: Auxiliary Left-Turn Storage Lane Requirements at Signalized Intersections ............................ 36 Table 11: Auxiliary Left-Turn Storage Requirements at Unsignalized Access Intersections ...................... 37

Table 12: Auxiliary Right-Turn Storage Lane Requirements at Signalized Intersections .......................... 37

Table 13: Summary of Recommended Actions/ Modifications............................................................ 42

List of Appendices Appendix A – London Transit Commission Maps Appendix B – Traffic Data Appendix C – Talbot Village Phase 5 and 6 Data Appendix D – Trip Generation Data Appendix E – Traffic Signal Warrants Appendix F – Intersection Capacity Analyses Output Appendix G – Design Standards

September 2017 iv


EXECUTIVE SUMMARY IBI Group (IBI) was retained by York Developments to complete a Transportation Impact Study (TIS) in support of a Zoning By-Law amendment application for a proposed development located at 3080 Bostwick Road in the City of London. The subject site is governed by the Bostwick Residential Neighbourhood Plan (BRNP), as delineated by the Southwest Area Secondary Plan (SAAP, April 2014). The area is currently undeveloped and the owners intend to develop a mixed used community consisting of residential, office and commercial retail uses.

This study has been prepared in accordance with the City of London Transportation Impact Assessment Guidelines (April 2012). The following key objectives were identified in discussions with City of London staff:

• Determine the impact of the proposed 3080 Bostwick Road Development generated traffic volumes on the adjacent road network at the Phase 1 and Full Buildout Horizon year; with a particular focus on the proposed Recreation Community Centre; and,

• Recommend appropriate measures/strategies/modifications to ensure the adjacent road network can accommodate the proposed 3080 Bostwick Road Development generated traffic volumes at the Phase 1 and Full Buildout Horizon year.

The overall conclusion of this Transportation Impact Study is that the traffic generated by the proposed 3080 Bostwick Road development can be adequately accommodated on the adjacent road network with consideration of the conclusions and recommendations below.

Based on the completed analysis for the 3080 Bostwick Road Development, the main findings and recommendations are as follows:

Proposed Development Characteristics

• The proposed development will comprise approximately 1,670 residential units and 60,000 square feet of commercial retail and office uses.

• Full buildout of the proposed development was assumed by 2023.

• The City Community Centre onsite has been approved and construction underway. The traffic impact from this facility has been incorporated into the analysis.

• Both surface and underground parking will be provided onsite to accommodate local residents.

• The internal road network will be classified as follows: o Yorkville Street and the EW Collector are minor collector roadways o Streets 3 and 4 are local roadways

• Yorkville Street and Street 3 will have access to Southdale Road; the EW Collector and Street 4 will have access to Bostwick Road.

• The proposed concept plan includes a multi-use pathway to be part of the City Trail Network that follows the existing creek alignment.

Transportation Facilities Analysis

• Future road network modifications that were incorporated into the operational analysis were as follows: o Wonderland Road Redevelopment – The City plans to widen Wonderland Road between

Springbank Road to Southdale Road from 4 to 6 lanesby 2022.

September 2017 Page ES- i


o Southdale Road Widening – The City plans to widen Southdale Road between Bostwick

Road/ Farnham Drive and Pine Valley Bouldeward from 2 to 4 lanes, with a centre turn lane, by 2022.

• The SWAP TSR outlines the following modifications that may be required by the 2030 horizon year: o Bostwick Road from Pack Road to Southdale may require widening to a minimum of 4-lanes o Bostwick Road may require widening between Southdale Road and Warncliffe Road to a

minimum of 4-lanes

• Future transit service should be provided within the site along Yorkville Street and the EW Collector, with potentially two bus stops to accommodate local residents. Transit service requirements should be reviewed upon further discussions with London Transit Commission during detailed design.

• The City is planning to augment pedestrian and cycling facilities within the study area. These modifications are expected to be completed as part of the proposed Southdale Road and Wonderland Road widening projects. Buffered paved shoulders have also been proposed along Bostwick Road.

• The proposed Trail Network components located within the subject site are expected to be completed as outlined by the Southwest Area Plan.

• The City and Owners should coordinate efforts to explore opportunities to implement TDM measures onsite, such as bike storage lockers or ride sharing programs etc., in order to reduce vehicular demand.

Background Traffic

• A 1.5% background growth rate was applied to City traffic counts to estimate the 2017, 2023 and 2028 peak hour traffic volumes.

• Traffic generated by Talbot Village Phase 5 and 6 was accounted for in the future background traffic conditions. Full buildout of this development was assumed by 2023.

Proposed Development Traffic Generation

• ITE trip generation rates were used to estimate peak hour traffic volumes generated by each land use onsite.

• The trip distribution was based primarily on existing link and intersection volumes in the study area road network. The global trip distribution assumptions were supported by the population and employment survey results in the SWAP TSR.

• The proposed development is expected to generate approximately 800 morning and 1,050 afternoon peak hour trips respectively, which accounts for transit modal split, active transportation and TDM reductions.

Operational Analysis

• The Southdale Road and Bostwick Road/ Farnham Road intersection was shown to operate within City standards in the 2017 traffic condition.

By the 2023 horizon year, the widening of Southdale Road from 2 to 4 lanes with a centre turn lane will have been completed by the City. With this modification, the intersection was shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

• The Southdale Road and Wonderland Road South intersection was shown to operate below City standards in the 2017 traffic condition during the afternoon peak hour. The addition of a westbound right-turn lane enabled the intersection to meet operational standards.

September 2017 Page ES- ii


By the 2023 horizon year, the widening of Wonderland Road from 4 to 6 lanes with a centre turn lane will have been completed by the City. With this modification, the intersection was shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

• The Bostwick Road and Pack Road unsignalized intersection was shown to operate within City standards in the 2017 and 2023 background traffic conditions. Traffic control signals were shown to be required at buildout of the proposed development. With this modification, the intersection was shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

• The assumed initial intersection configuration for Southdale Road intersections with Yorkville Street and Street 3 included a westbound left-turn lane, a northbound left-turn lane, and an eastbound right-turn lane. It was also assumed that Southdale Road maintained the existing 2-lane cross section.

Neither intersection was shown to operate within City standards with anticipated full buildout site generated traffic volumes in the 2023 horizon with traffic control signals, but maintaining a 2-lane cross section. With the proposed Southdale Road widening and traffic control signals, the proposed intersections were shown to operate within City standards with site generated traffic through to the ultimate 2028 background plus site generated traffic condition.

• The Bostwick Road access intersections with the EW Collector and Street 4 were initially assumed to be unsignalized (stop controlled on the westbound approach) with shared travel lanes on all approaches. Neither intersection triggered the OTM traffic signal warrant in the ultimate 2028 background plus site generated traffic condition. With this configuration, both intersections were shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

Geometric Analysis

• The sight distance evaluation showed no horizontal or vertical curves on either Southdale Road or Bostwick Road that would impact vehicle line of sight. Proper care should be taken to ensure no obstructions be placed in the line-of-sight in the vicinity of the proposed access points.

• The proposed spacing between Street 3 and Bostwick Road/ Farnham Road on Southdale Road is approximately 125m, which is below the 215m minimum access spacing requirement from signalized intersections on an urban arterial road. The existing creek creates a physical barrier that limits available frontage space on Southwest Road. However, the operational analysis showed that intersections operated within City standards in both the 2023 and 2028 horizon years with the City planned widening to four lanes, a centre turn lane and traffic signal coordination. There is also a precedent to the east between the Pine Valley Road and Wonderland Road South intersections that operates well despite limited spacing. Therefore, the proposed configuration was considered acceptable.

• All remaining proposed access intersection locations met City minimum spacing requirements.

• Turning lane requirements at the future Bostwick Road and Pack Road intersection noted in this study will defer to the eventual results and recommendations from the ongoing Bostwick Road Environmental Assessment.

• The southbound left-turn lane at the Southdale Road and Wonderland Road intersection is expected to require additional storage, up to 115m in the ultimate 2028 horizon.

• The Bostwick Road intersections with the EW Collector and Street 4 were both shown to require a southbound left-turn lane with 15m of storage.

• The above auxiliary storage length recommendations do not include deceleration or taper requirements.

September 2017 Page ES- iii


• All existing right-turn storage lengths were shown to be adequate to accommodate future peak hour

traffic volumes.

The recommended westbound right-turn lane at Southdale Road and Wonderland Road should provision for 30m of storage.

The northbound right-turn lanes at the proposed Yorkville Street and Street 3 intersections on Southdale Road should provide 10m of storage.

• The need for a northbound right-turn lane at the Bostwick Road and EW Collector intersection should be confirmed closer to buildout.

• The ultimate Bostwick Road and EW Collector intersection configuration will include an east leg; the design and appropriate intersection control will be confirmed by others as part of the corresponding development application.

• The above storage length recommendations do not include deceleration or taper lengths. In all cases, the storage length requirements and design components should be reviewed at detailed design for each intersection.

SUMMARY OF RECOMMENDATIONS

The following table outlines the staging of modifications for each intersection up to the ultimate 2028 horizon year.

Table 13: Summary of Recommended Actions/ Modifications

HORIZON RECOMMENDED ACTIONS/ MODIFICATIONS

2017 Traffic Condition Southdale Road and Wonderland Road:

• Add a westbound right-turn lane with 30m storage • Optimize signal timing

2023 Background Traffic Condition

The widening of Southdale Road from 2 to 4 lanes, and Wonderland Road South from 4 to 6 lanes, will be completed by the City of London.

Southdale Road and Wonderland Road: • Six lane widening of Wonderland Road • Maintain westbound right-turn lane with 30m storage • Optimize signal timing plan

No further modifications required.

2023 Background plus Site Generated Traffic Condition

All modifications from the 2023 Background Condition were assumed to be implemented.

Bostwick Road and Pack Road: • Implement traffic control signal • Urbanize intersection: o Add an eastbound left-turn lane with 15m storage plus taper o Add a northbound left-turn lane with 30m storage plus taper o Add a southbound right-turn lane with 5m storage plus taper

Southdale Road and Yorkville Street: • Four lane widening of Southdale Road with centre turn lane • New Access Intersection o Implement traffic control signal o Add northbound left-turn lane with 15m storage plus taper

Southdale Road and Street 3: • Four lane widening of Southdale Road with centre turn lane • New Access Intersection o Implement traffic control signal o Add northbound left-turn lane with 10m storage plus taper

September 2017 Page ES- iv



Bostwick Road and EW Collector: • New Unsignalized Access Intersection o Add southbound left-turn lane with 15m storage plus taper o Review need for a northbound right-turn lane closer to buildout o Future intersection requirements for eventual east leg to be confirmed by others

Bostwick Road and Street 4: • New Unsignalized Access Intersection with shared lanes on all approaches at Street 4



All modifications from the 2023 Background Condition were assumed to be implemented. No further modifications required.

The Bostwick Road and Pack Road level-of-service slightly exceeds City standards by this time if proposed development is not constructed. In this instance, urbanizing and implementing traffic control signals should be considered at this time.


All modifications from the 2023 Background plus Site Generated Condition were assumed to be implemented. No further modifications required.

September 2017 Page ES- v


1 Introduction IBI Group (IBI) was retained by York Developments to complete a Transportation Impact Study (TIS) in support of a Zoning By-Law amendment application for a proposed development located at 3080 Bostwick Road in the City of London. The subject site is governed by the Bostwick Residential Neighbourhood Plan (BRNP), as delineated by the Southwest Area Secondary Plan (SWAP, May 2016). The area is currently undeveloped and the owners intend to develop a mixed used community consisting of residential, office and commercial retail uses.

This study has been prepared in accordance with the City of London Transportation Impact Assessment Guidelines (April 2012).

1.1 Scope

The following key objectives were identified in discussions with City of London staff:

• Determine the impact of the proposed 3080 Bostwick Road Development generated traffic volumes on the adjacent road network at Full Buildout horizon year (2023), as well as Full Buildout + 5 years (2028),

• Recommend appropriate measures/strategies/modifications to ensure the adjacent road network can accommodate the proposed 3080 Bostwick Road Development generated traffic volumes at the Full Buildout and Full Buildout + 5 years.

City of London staff also confirmed the following study parameters and assumptions:

• Study area limits • Horizon years • Background traffic growth rates • Trip generation rates • Transit modal split • Intersection capacity analysis methodology

1.2 Study Area

The precise location of the proposed development is indicated on Exhibit 1. The site is located on an undeveloped parcel of land at the southeast corner of the Southdale Road and Bostwick Road intersection. The approximate 11 hectare (27 acre) site is bound by Southdale Road to the north, Bostwick Road to the west, undeveloped land to the south and existing commercial developments to the east. The following study area intersections were confirmed with City of London staff:

• Bostwick Road and Southdale Road; • Wonderland Road South and Southdale Road; and, • Bostwick Road and Pack Road.

1.3 Study Conditions/ Assumptions

The City of London staff agreed to the following study conditions:

• Separate Full Buildout & Full Buildout + 5 year horizon analysis • Weekday morning and afternoon peak hour analysis for all study area intersections • 1.5% background traffic growth rate • The City proposed Community Centre traffic would be provided by the supporting traffic study • Trip Generation to be based on ITE Trip Generation Manual, 9th Ed • Trip Distribution to be based on existing turning movement counts

September 2017 1

SEPTEMBER 20173080 Boswick Road

Transportation Impact Study36989

100m 200m

PROPOSED DEVELOPMENT

EXHIBIT 1Site Location

0


1.4 Reference Material

The following reference material was used in the preparation of this report:

• City of London Transportation Master Plan (May, 2013) - TMP • City of London Transportation Impact Assessment Guidelines (April, 2012) • City of London Access Management Guidelines (April, 2012) • City of London Working Paper: Household Travel Survey, 2030 Transportation Master Plan: Smartmoves

(November, 2010) – TMP HHS • City of London Development Charges (DC) Background Study (June, 2014) • City of London Southwest Area Plan (May 2016) – SWAP • City of London Southwest London Area Plan: Transportation Servicing Report, Phase 5 Report (May, 2010)

– SWAP TSR • City of London Bostwick Road Municipal Class Environmental Assessment – PIC #2 (June, 2017) • City of London Community Centre TIA Update (December 2015) • MTO Geometric Design Standards for Ontario Highways (1985) • Talbot Village Phases 5 and 6 TIS (October, 2015)

September 2017 3


2 Proposed Development 2.1 Land Uses

The Bostwick Neighbourhood Plan’s primary function and purpose is to “provide for residential development with the highest intensity of all the Residential Neighbourhood Areas in the Southwest Planning Area, to support activities in the Wonderland Boulevard Neighbourhood.” In accordance with the Bostwick Neighbourhood Plan, the proposed development consists primarily of residential units in condominium-style apartment buildings, office buildings and ground floor retail as ancillary uses, as shown in Exhibit 2.

Table 1 presents a summary of the proposed land uses and density, organized by block; including development parcels that are not a part of the current application: Site 7 and the City Community Centre. The Community Centre has been approved and construction is underway; there were no plans for Site 7 at the time of this study. These parcels were accounted for in this analysis for the purpose of development representative background conditions. Table 1: Proposed Land Uses

SITE BUILDING HEIGHT

(STOREYS) LAND USE

UNITS / GROSS FLOOR AREA

(GFA)

1 18, 21 Condominiums 352

1 Commercial 29,292

2 18 Condominiums 144 3.5 Townhomes 20

3 8, 6 Condominiums 149 1 Townhomes 5

5 17 Condominiums 199 3 Commercial 30,000

6 19 Condominiums 60

Future/ Other Developments

7 TBD

(~4.94 ha) Assume Condominiums

at 150 units/ha 741

8 - City Community Centre (by others)

-

2.2 Phasing

Full buildout of all sites noted in Table 1 is expected by 2023, upon consulting the owners and City of London staff. This date is an estimate and subject to change as the rate of development will be highly dependent on market forces.

2.3 Site Access

The concept plan proposes four access intersections to the subject site. Two of these intersections will connect to Southdale Road, the remaining two will access off Bostwick Road.

All proposed access intersections are expected to be T-intersections at buildout. Ultimately, the intersection of Bostwick Road and the EW Collector will extend west, as a 4-legged intersection, as noted in the SWAP. However, the timing of this modification was unknown at the time of this study and will be assessed by others as part of the corresponding development application. A T-intersection configuration was assumed for the remainder of this analysis.

The two accesses off Southdale Road will be signalized intersections, while both Bostwick Road access intersections are expected to remain unsignalized.

September 2017 4



-20m 100m

EXHIBIT 2Proposed Development

0

STREET 3

YORK

VILL

E STR

EET

EW COLLECTOR

STREET 4

SITE 7(FUTURE DEVELOPMENT)


2.4 Internal Road Network

The internal road network includes two minor collector roads: The EW Collector and Yorkville Street, which are the main access roads for site generated traffic. The EW Collector travels east from Bostwick Road, while Yorkville Street proceeds south from Southdale Road. Both collector roads intersect at a roundabout within the proposed development. It is expected these roads will have a wider right-of-way to allow for transit, pedestrian facilities and landscaping options.

Two local roads (Streets 3 and 4) will provide secondary access to the site. Street 3 provides access to Southdale Road and Street 4 provides access to Bostwick Road.

2.5 Parking

Surface parking will be provided for office and commercial uses. Approximately 300 surface parking stalls are proposed onsite. Limited onstreet parking will also be available. Residential parking will be accommodated primarily by underground parkades, which house approximately 1,650 parking stalls.

Specific parking regulations and policy requirements will be confirmed at the site plan stage.

2.6 Transit

Transit is expected to be provided within the site to serve the local residents for initial stages of development. As the surrounding area develops, a broader service can be planned. Transit stops should be strategically located within 400m walking distance from the majority of residents. The EW Collector and Yorkville Street form a possible route through the site. A pair of stops located along these streets would provide adequate coverage for all residents.

The potential transit route and stop locations within the proposed development is shown in Exhibit 3. The precise transit stop locations and routing requirements should be confirmed at site plan with City staff.

2.7 Active Transportation

In accordance with SWAP, the proposed concept plan includes a multi-use pathway/ trail that follows the existing creek alignment. This pathway will connect to Bostwick Road/ Farmham Road to the north, and a future Community Parkland node to the south of Pack Road, as well as the proposed park located within the development.

Sidewalks will be provided on the internal road network on both sides of the all proposed streets. There are no plans to incorporate cycling facilities onsite.

It is expected that the owners and the City will investigate options for TDM measures to be implemented onsite, such as bike storage units, car pool parking spaces, ride share program etc. to further encourage the use of active transportation. The details of such measures can be reviewed during site plan approvals.

September 2017 6



-20m 100m

EXHIBIT 3Potential Transit Route and Stop Locations

0

STREET 3

STREET 4


YORK

VILL

E STR

EET

EW COLLECTOR


3 Transportation Network 3.1 Existing Road Network

Wonderland Road South is a major north-south urban arterial roadway running north-south through the City. Wonderland Road North begins at the Thames River and extends north. Wonderland Road South experiences approximately 30,000 vehicles per day (in 2015), which makes it one of the busiest north-south roadways in the Southwest Area. Wonderland Road South is currently a 4-lane roadway and has a posted speed limit of 60 km/h within the study area.

Southdale Road is a major east-west urban arterial roadway from Westdel Bourne to Warncliffe Road South, where it transitions to Southdale Road East until Pond Mills Road. Southdale Road is the main east-west corridor in the Southwest Area, experiencing approximately 18,000 vehicles per day (in 2015). Southdale Road is a 2-lane roadway west of Wonderland Road South; to the east, the road widens to 4-lanes with a centre two-way left-turn lane. The posted speed limit ranges from 60 km/h approaching Pine Valley Boulevard from the east to 70 km/h west of Pine Valley Boulevard.

Bostwick Road is a north-south rural arterial that runs between Southdale Road and Warncliffe Road South. Bostwick Road is currently a 2-lane roadway with a 60 km/h posted speed limit.

Pack Road is a 2-lane rural collector roadway that currently extends from Bostwick Road west to Homewood Lane. The surrounding area is mostly undeveloped. The posted speed limit on Pack Road is 70 km/h.

Existing Southdale Road intersections are signalized intersections. The Pack Road and Bostwick Road intersection is stop controlled. The existing lane configuration and traffic control for existing study area intersections have been provided in Exhibit 5.

3.2 Existing Bicycle and Pedestrian Facilities

The City has a substantial off-street trail network that caters well to the recreational user. There is a multi-use pathway along Southdale Road within the study area that can accommodate cyclists. The on-street network is less developed, as there are no priority on-street bike routes within the study area.

Sidewalks are provided on both Wonderland Road South and Southdale Road. The sidewalks along Southdale Road transition to a multi-use pathway west of Pine Valley Boulevard. There are no pedestrian facilities provided on either Bostwick Road or Pack Road.

According to the SWAP, the nearest Trail Network gateways are Farnham Road and Singleton Avenue, just east of Wonderland Road South. There are no existing Trail Network connections or Community Parklands within the subject site.

3.3 Existing Transit Service and Facilities

At the time of this study, there was no transit service along Southdale Road through the study area. All routes circulate along Farnham Road or Wonderland Road South converging at the Westmount Shopping Centre. The Westmount Shopping Centre is the prominent transit hub within the general vicinity and will be a key transfer point for the future Bus Rapid Transit (BRT) System outlined in the TMP.

3.3.1 Existing Bus Stops The nearest bus stops to the subject site are located on Dalhousie Drive (off Farnham Road), Pine Valley Boulevard and Wonderland Road South.

Exhibit 4 – Existing Bus Stop Locations (London Transit Commission)

September 2017 8

SEPTEMBER 20173080 Bostwick RoadTransportation Impact Study

36989EXHIBIT 5Existing (2017) Intersection Con�gurations N.T.S.

NORTH

120m

100m

150m

100m

SOUTHDALE ROAD W

SSTOP STOP CONTROL

TRAVEL LANES AND PERMITTED MOVEMENTS

TRAFFIC CONTROL SIGNAL

STORAGE LENGTHXX m

PACK ROAD

50m

STOP

BOST

WICK

ROAD

170m

30m

100m

30m

80m

FARN

HAM

ROAD

WOI

NDER

LAND

ROAD

S


3.3.2 Existing Bus Routes Existing transit service within the study area centres on the Westmount Shopping Centre, which is the key transfer hub for all local routes that tie into the regional transit network.

Existing transit service to the study area is provided by the following London Transit bus routes:

Route #10

London Transit Route 10 is an all-day bus route providing service between Western University campus and White Oaks Mall via Westmount Mall. The nearest bus stops serving Route 10 are located along Wonderland Road in the vicinity of the Southdale Road intersection. The route is extended to Masonville Place during weekday afternoons.

Route #12

Route 12 is an all-day bus route providing service between the neighbourhood of Bostwick and downtown London. The nearest bus stops serving Route 12 are located in the vicinity of the Southdale Road and Wonderland Road South intersection. Service is provided at 20-minute intervals during the weekday peak periods.

Route #15

Route 15 is an all-day bus route providing service between the neighbourhood of Westmount and downtown London. The nearest bus stops serving Route 15 are located in the Westmount community to the north of the proposed development, along Farnham Road and Dalhousie Drive. Service is provided at 15-minute intervals during the weekday peak periods.

Route #23

Route 23 is a bus route providing service between the neighbourhood of Westmount and downtown London. Service on this route is provided between approximately 6:00 am and 7:00 pm during weekdays. The nearest bus stops serving Route 23 are located in the Westmount community to the north of the proposed development, along Farnham Road and Dalhousie Drive. Service is provided at 30-minute intervals during the weekday peak periods.

Route #28

Route 28 is a bus route which provides service between the neighbourhood of Lambeth and Westmount Mall during the daytime on weekdays only. The nearest bus stops serving Route 28 are located along Wonderland Road South in the vicinity of the Southdale Road intersection. Service is provided every 30 minutes during the weekday peak periods.

Detailed maps of the transit routes described above are provided in Appendix A. An overall map obtained from the London Transit Commission (LTC) showing transit routes 10, 12, 15, 23 and 28 is shown below:

3.4 Future Road Network

The City of London TMP outlines future capital projects throughout the City. The projects that may impact traffic patterns near the proposed development have been documented below. The TMP projections have been supplemented by the more recent 2014 Development Charges Background Study, which allocates funds and assigns expected completion dates to specific capital projects.

Exhibit 6 – Overall London Transit Commission Ride Guide Map

September 2017 10


Wonderland Road Redevelopment:

TMP (2013):

• Wonderland Road is expected to be upgraded to a 6-lane urban arterial roadway (a grand boulevard design as shown below) from Springbank Road to Exeter Road from approximately 2023 to 2033.

DC Background Study (2014):

• The DC Background Study states that Sprinbank Road to Southdale Road will be widened from 4 to 6 through lanes by 2022; therefore, this will be reflected in the future planning horizons: Full Buildout (2023) and Full Buildout plus 5 years (2028).

Southdale Road Widening:

TMP (2013):

• Southdale Road is expected to be upgraded to a 4-lane urban arterial with centre turn lane from Colonel Talbot Road to Pine Valley Boulevard from approximately 2028 to 2033. However, this has been superceded by the DC Background Study.


• The DC Background Study states that the widening of Southdale Road from Farnham Drive to Pine Valley Boulevard is expected to be complete by 2022. The widening will increase the overall number of through lanes from 2 to 4, and will add a centre turn lane along the centre of the roadway. These works will be taken into consideration in both the Full Buildout (2023) and Full Buildout plus 5 years (2028) scenarios.

• The widening of Southdale West from Colonel Talbot Road to Farnham Road is expected to be completed by 2026. The widening will increase the overall number of through lanes from 2 to 4, and will add a centre turn lane along the centre of the roadway. These works will be reflected in the Full Buildout plus 5 year (2028) analysis scenarios.

Bradley Avenue/ Pack Road Extension:

TMP (2013):

• Pack Road is expected to be extended east, immediately south of the subject site from Wonderland Road South to Bostwick Road, as part of the final phase of the Bradley Avenue (at White Oak Road) to Pack Road (at Bostwick Road) extension between 2023 and 2028. The extension of Bradley Avenue from White Oak Road to Wonderland Road South is expected to be completed by 2018. The entire section of new road will feature a 4-lane cross-section.


• According to the Development Charges (DC) Background Study (2014), the Bradley Road Extension - Phase 3 (from Wonderland Road to Bostwick Road) will not be completed until 2032, and will only consist of 2 through lanes upon completion, compared with the 4 lane cross-section noted in the TMP. Since this work is expected to be completed outside of the planning horizons selected by the City for the analysis, it will not be considered in the traffic analysis for this study

The SWAP TSR outlines the following modifications that may be required by the 2030 horizon year: • Bostwick Road from Pack Road to Southdale may require widening to a minimum of 4-lanes • Bostwick Road may require widening between Southdale Road and Warncliffe Road to a minimum of 4-

lanes

Bostwick Road Widening:

The City of London has retained Parsons to complete the Bostwick Road Environmental Assessment from Pack Road to Wharncliffe Road South. The EA is ongoing.

September 2017 11


3.5 Future Transit Service

The City of London proposes to develop a Bus Rapid Transit (BRT) system directed to the downtown and two major corridors: the north/ south Richmond Street/ Wellington Road corridor and the east/ west Dundas Street/ Oxford Street corridor. The recommended corridors are far removed from the study area and are not expected to directly impact transit demand in the study area.

However, the TMP did identify future needs in the SWA and established key supporting transit routes to supplement the gaps in the BRT network. The Westmount Shopping Centre is one of the hubs on this supplementary network. The TMP recommended increased investment to the transit supporting network to improve transit ridership and quality of service. How this increased investment would translate to service improvements was not specified, however, it is important to note the TMP does intend to prioritize transit in the area.

In addition to the broader transit policies in the TMP, the SWAP TSR goes further to suggest future transit routes in the SWA, which included Wonderland Road South, Pack Road and Bostwick Road, to service to new developments.

Exhibit 7 – Key Supporting Transit Routes, in Red (TMP)

PROPOSED DEVELOPOMENT

Exhibit 8 – Potential Bus Routes (SWAP, TSR)


September 2017 12


3.6 Future Active Transportation Facilities

The City of London TMP has identified active transportation (i.e. walking and cycling) as a critical element of the future transportation system. At the time of this study, there were no specific plans for future pedestrian facilities within the study area besides the upgrades associated with the planned widening of Southdale Road and Wonderland Road. The future widening of Wonderland Road to a 6-lane urban arterial road is expected to be a “grand boulevard” design with dedicated pedestrian and cycling facilities. While the final design has yet to be completed, a potential future cross section, in Exhibit 9, was shown in the TMP.

In September 2016, the City approved the Cycling Master Plan Update, which goes into further detail into the planning, design and staging of cycling infrastructure in the City. The CMP proposed onstreet facilities along Southdale Road and Wonderland Road. Bostwick Road will have buffered paved shoulders and Pack Road will have buffered bike lanes. These facilities will be supplemented by the City Trail Network that will extend through the proposed development. A summary of the timing and characteristics of these facilities is shown in Exhibit 10.

Exhibit 9 – Grand Boulevard Design (TMP)

Exhibit 10 – Proposed Cycling Facilities (CMP)



September 2017 13


3.7 Transportation Demand Management (TDM)

The City of London TMP outlines several active transportation and TDM policies as the City attempts to move away from traditional means of addressing transportation needs. Sustainable travel, specifically walking and cycling, is an integral part of the City’s future. This is highlighted by the 15% City-wide target mode share for active transportation by 2030, which is supported by the various infrastructure initiatives already discussed in previous sections.

TDM, though less prominent, plays a significant role in this process because it often involves low-cost, but high-benefit initiatives or improvements. The TMP outlines “28 priority recommendations for active transportation and TDM” ranging from the short term (2012 to 2015) to the long term (beyond 2020).

Some priority recommendations that were considered in this report are listed below:

• Expand “Travelwise” program in the City, capturing high density areas and large employers • Expand and acceleration on-street bike lanes implementation • Ensure secure bike parking at City facilities, transit stops, and major destinations • Continue investment in off-street multi-use pathways • Address gaps in the sidewalk network and provide pedestrian amenities

September 2017 14


4 Traffic Volumes 4.1 Existing Traffic Volumes

The City of London provided morning and afternoon peak hour turning movement counts at the following intersections:

• Southdale Road and Wonderland Road South (City of London, September 2015) • Southdale Road and Bostwick Road/ Farnham Road (City of London, November 2015) • Pack Road and Bostwick Road (IBI Group, April 2015)

A 1.5% traffic growth rate, as recommended by the City staff, was applied to the raw traffic counts to estimate existing 2017 peak hour traffic volumes, as shown in Exhibit 11. The raw turning movement count data have been provided in Appendix B.

4.2 Future Background Traffic Volumes

The City of London required two future horizon periods to be analyzed in this study: 2023 and 2028, which represent the anticipated full buildout and full buildout plus 5 year horizons. The 1.5% traffic growth rate was applied to existing traffic volumes along Southdale Road, Bostwick Road and Pack Road to estimate future traffic volumes in the 2023 and 2028 horizon years.

Any known developments that may add to future traffic within the study area would also have to be accounted for in the analysis. The City of London noted one adjacent development: Talbot Village Phases 5 and 6. IBI Group also completed the supporting traffic study for these phases in October 2015. The traffic generated by Talbot Village Phases 5 and 6 were added to the future background horizons in this analysis. Both phases were expected to be fully built out by 2023.

The resulting peak hour traffic volumes in the 2023 and 2028 background conditions are shown in Exhibits 12 and 13 respectively. The plans for Talbot Village Phase 5 and 6 TIS have been provided in Appendix C.

4.3 Proposed Development Trip Generation

The traffic generated by residential, office and retail components of the proposed site were estimated using standard peak hour trip generation rates from the ITE Trip Generation Manual, 9th Edition, 2012, published by the Institute of Transportation Engineers (ITE), Washington.

The estimated peak hour traffic volumes for the approved Community Centre were derived in the supporting TIS completed by IBI Group in November 2014 and subsequent addendum letter in December 2015. In those studies, the Community Centre trip generation rates were based on two alternate sources: local counts from a comparable recreation centre and first principles.

The resulting trip generation for the proposed development has been summarized in Table 2. The proposed development is expected to generate approximately 800 morning peak hour trips and 1,050 afternoon peak hour trips. The final numbers were accounted for the level of transit use in the area and the synergy between the land uses in the development. A summary of these trip reductions has also been provided.

Extracts from the ITE publication and raw data from the trip generation count have been provided in Appendix D.

September 2017 15


36989EXHIBIT 11Existing (2017) Tra�c N.T.S.

NORTH

SOUTHDALE ROAD W

SSTOP STOP CONTROL



AM & PM PEAK HOUR TRAFFIC VOLUMESXX (XX)ESTIMATED INBOUND/ OUTBOUND TRAFFIC VOLUMES

*

PACK ROAD

STOP

BOST

WICK

ROAD

22 (33)657 (534)

138 (52)

52 (2

45)

60 (1

33)

50 (3

8)

FARN

HAM

ROAD

WOI

NDER

LAND

ROAD

S

48 (187)315 (820)24 (38)

31 (3

4)89

(58)

79 (8

7)

93 (118)538 (496)

80 (111)

83 (2

35)

492

(101

5)44

(129

)

214 (340)261 (632)72 (183)

37 (5

8)88

1 (7

89)

390

(328

)

44 (39)140 (48)

30 (1

88)

110

(332

)

20 (5

9)22

0 (1

13)


36989EXHIBIT 12Future (2023) Background Tra�c N.T.S.

NORTH

SOUTHDALE ROAD W

SSTOP STOP CONTROL




*

PACK ROAD

STOP

BOST

WICK

ROAD

24 (36)715 (580)

152 (68)

66 (2

77)

76 (1

52)

65 (4

2)

FARN

HAM

ROAD

WOI

NDER

LAND

ROAD

S

53 (204)343 (892)26 (45)

34 (3

7)10

0 (7

5)86

(94)

104 (129)592 (541)

87 (121)

91 (2

55)

535

(110

3)48

(140

)

233 (370)283 (691)78 (199)

40 (6

4)95

8 (8

58)

424

(356

)

79 (62)266 (84)

51 (2

99)

128

(410

)

27 (9

2)25

1 (9

6)


36989EXHIBIT 13Future (2028) Background Tra�c N.T.S.

NORTH

SOUTHDALE ROAD W

SSTOP STOP CONTROL




*

PACK ROAD

STOP

BOST

WICK

ROAD

25 (38)762 (619)

162 (72)

70 (2

94)

80 (1

62)

69 (4

5)

FARN

HAM

ROAD

WOI

NDER

LAND

ROAD

S

56 (217)366 (951)27 (48)

36 (3

9)10

7 (7

9)92

(100

)

111 (137)631 (577)

93 (129)

97 (2

72)

571

(117

7)51

(149

)

249 (394)302 (737)84 (213)

43 (6

8)10

22 (9

15)

453

(380

)

82 (64)277 (87)

54 (3

13)

136

(437

)

29 (9

6)26

8 (1

03)


Table 2: Trip Generation Results

Entering Exiting Total Entering Exiting Total

232: High-Rise Condo / Townhouse19% 81% 100% 62% 38% 100%25 106 131 84 51 135

710: General Office Building88% 12% 100% 17% 83% 100%49 7 56 17 85 103

50% 50% 100% 50% 50% 100%11 11 22 31 31 62




710: General Office Building88% 12% 100% 17% 83% 100%64 9 73 19 93 112

232: High-Rise Condo / Townhouse19% 81% 100% 62% 38% 100%

9 37 46 22 14 36232: High-Rise Condo / Townhouse

19% 81% 100% 62% 38% 100%46 197 244 166 102 267

Recreational Community Centre71 56 127 121 87 208

variable: 2 pad, multi use Rec Centre 56% 44% 100% 58% 42% 100%100 79 179 223 161 384

1,670 DU 349 638 987 700 621 1321

125 533 657 410 251 66111 11 22 31 31 62

114 15 129 36 178 215100 79 179 223 161 384

PM 3%402 248 65027 26 5336 173 209

223 161 384688 608 1296

AM 5%PM 5%

120 511 631 388 239 62710 10 21 26 25 51

109 15 124 35 167 20296 75 171 216 155 370

335 611 946 664 586 1250

-11% -37 -67 -104 -73 -64 -138298 544 842 591 522 1113

-5% -15 -27 -42 -30 -26 -56

ENTERING EXITING TOTAL ENTERING EXITING TOTAL283 517 800 562 496 1057

AM PEAK HOUR PM PEAK HOURFINAL TRAFFIC VOLUMES

Manual Internalization (Rec Centre)

BLOCK LAND USE TYPE QUANTITY / SIZE UNITS

AM PEAK HOUR PM PEAK HOUR

T=e^(0.80*Ln(X/1000)+1.57) T=1.12*(X/1000)+78.45Peak Hour / Peak Hour of Generator (Sat)variable: 1000 Sq. Feet Gross Floor Area

10,764 sq. feetT = (X/1000)*Rate of 2.00 T = (X/1000)*Rate of 5.74

1

352 DUT=0.29(X)+28.86 T=0.34(X)+15.47

Peak Hour of Adjacent Street Trafficvariable: DU

21,528 sq. feet

Retail (Blended)

T=0.34(X)+15.47Peak Hour of Adjacent Street Trafficvariable: DU

2 164 DUT=0.29(X)+28.86


T=0.29(X)+28.86 T=0.34(X)+15.47199 DU

T=0.29(X)+28.86 T=0.34(X)+15.47Peak Hour of Adjacent Street Trafficvariable: DU

5

3 154 DU

T=1.12*(X/1000)+78.45Peak Hour / Peak Hour of Generator (Sat)variable: 1000 Sq. Feet Gross Floor Area

30,000 sq. feetT=e^(0.80*Ln(X/1000)+1.57)

6 60 DUT=0.29(X)+28.86 T=0.34(X)+15.47


7 741 DUT=0.29(X)+28.86 T=0.34(X)+15.47


FULL BUILDOUT TOTAL

Breakdown of Full Buildout Total:Residential

Manual Trip Generation RatPeak Hour of Adjacent Street Traffic

based on Count and First Principles

OfficeRecreational Centre (unadjusted)

Sub Total

RetailOffice

Recreational Centre

ITE Internalization (Retail/Office/Residential)High-Rise Condo / Townhouse

Retail

Transit Modal SplitSub Total

TDM/ Active Transportation

High-Rise CondoRetailOffice

Recreational CentreSub Total

September 2017 19


Exhibit 14 – Transit Modal Split TO/ FROM Downtown (TMP HHS)

4.3.1 Transit Modal Split The ITE trip generation rates for residential land uses are based on data collected from traffic surveys conducted across North America, but mostly in suburban areas of the United States of America where the level of transit use is traditionally very low (less than 2%). Therefore, adjustments should be made in order to obtain an estimate of residential trip generation that is more reflective of the conditions in the City of London; that more accurately reflects the level of transit use within the study area.

At this time, there is no transit service provided on the adjacent road network (i.e. Bostwick Road and Southdale Road) to estimate local transit demand. Therefore, the transit modal split had to be based on a more aggregate source. The City of London TMP HHS provides traveller information for residents in the City of London and the communities within the London Census Metropolitan Area. The HHS indicates that the existing transit modal split (TMS)—the percentage of person-trips made by transit relative to the total number of person-trips made—from the SWA to Downtown is 11% and 14% from the Downtown to the SWA.

For the purpose of this study, an 11% TMS was assumed in the morning, afternoon and Saturday peak hour periods. Furthermore, the level of transit use was assumed to remain at this level through to the ultimate 2028 horizon year.

4.3.2 Mixed-Use Internal Trips The ITE rates used to estimate residential, office and retail trip generation were derived from surveys of primarily free-standing developments that did not take into account the potential interaction between different uses, particularly when the uses are in a compact urban form and easily accessible by walking.

The ITE Trip Generation Handbook (2001) describes a multi-use development reduction methodology to estimate the reduction for each land use. This methodology applies specifically to residential, office and retail uses within a multi-use development. The results of the ITE reduction process yielded approximately 3% reduction in the afternoon peak hour. The morning peak hour trip generation was not reduced since retail uses are not typically active in the morning.

The ITE multi-use development reduction methodology was not able to account the proposed Community Centre. Therefore, a manual 5% reduction in Community Centre trips was assumed in the morning and afternoon peak hour periods. The manual reductions were considered conservative estimates given the relatively short walking distance between uses onsite.

4.3.3 Active Transportation and TDM Similar to the lack of transit influence in the ITE rates, cycling and pedestrian modes have historically low representation among ITE surveys and should be augmented to more accurately reflect local conditions. In the City of London, the emphasis on active transportation and TDM is considered a long term process. The immediate impact of proposed initiatives in the TMP are not expected to significant. However, there is enough supporting evidence to warrant a small reduction factor.

The broader policies outlined in the TMP, specifically the priority recommendations for active transportation and TDM, target specifically high density sites similar to the subject site. Promoting ride share programs, bike lockers, shower facilities, information dissemination, and many other measures/ policies and initiatives are all expected to enhance alternate modes of transportation. The impact may not be significant, but it is important to note.

In addition to the above, the proposed development is located adjacent to the Wonderland Boulevard Neighbourhood, which is zoned as an employment centre. Some residents of the Bostwick Neighbourhood are expected to be employed in this area and may choose to walk or bike to work. This assumption coincides with the intents of the SWAP, which prompted high density residential at this location. The Pack Road/ Bradley Avenue extension, with a proposed multi-use pathway connection, provides direct access to this adjacent employment area.

September 2017 20


Based on the above, a 5% active transportation reduction factor was applied to the site.

4.4 Trip Distribution and Assignment

The trip distribution was based primarily on existing link volumes on the adjacent road network and existing peak hour traffic volumes at study area intersections. This data was supplemented by the Southwest London Area Plan: Transportation Servicing Report (May, 2010), which provided 2006 and future population and employment densities in the SWA.

The proposed development was stratified into zones within individual local trip distributions. Zone 1 included Areas 1, 2 and 3. Zone 2 comprised Areas 5 and 6. Zone 3 included all lands south of EW Collector. For all Zones, it was assumed that 65% of site generated traffic would travel to Southdale Road and 35% to Bostwick Road to access and egress the proposed development.

The following link distribution was applied to Southdale Road and Bostwick Road respectively, based on existing traffic counts:

• AM Peak Hour – 65% Eastbound / 35% Westbound • PM Peak Hour – 40% Eastbound / 60% Westbound

• AM Peak Hour – 40% Northbound / 60% Southbound • PM Peak Hour – 70% Northbound / 30% Southbound

The above link distribution is supported by the SWAP TSR, which shows high concentrations of population and employment to the north and east of the subject site, while to the south and west are mainly undeveloped lands. Furthermore, the nearest major north-south arterial is Wonderland Road South to the east, which provides a crossing over the Thames River and leads to the major City attractions, such as the University of Western Ontario and the downtown core. Therefore, the global distribution employed in this study was considered reasonable.

The intersection distribution at existing study area intersections was based on existing intersection turning counts. Using these distributions, the estimated site generated peak hour traffic volumes were assigned to the adjacent road network at full buildout conditions, as shown in Exhibit 15.

4.5 Future Background plus Site Generated Traffic Volumes

The estimated traffic volumes from the proposed development (Exhibit 15) were added to the 2023 and 2028 background traffic volumes (Exhibits 12 and 13) to create the 2023 and 2028 background plus site generated traffic volumes as shown in Exhibits 16 and 17.

September 2017 21

APRIL 20173080 Bostwick RoadTransportation Impact Study

36989EXHIBIT 15Future (2023 & 2028)Site Generated Tra�c

N.T.S.

NORTH

FARNHAM ROAD

PACK ROAD

STOP

BOST

WICK

ROAD

0 (0)99 (196)

42 (84)

75 (7

8)30

(31)

0 (0

)

WOI

NDER

LAND

ROAD

S

36 (35)181 (174)0 (0)

0 (0

)17

(34)

20 (3

9)21 (20)78 (75)21 (20)

20 (3

9)0

(0)

0 (0

)

0 (0)37 (73)0 (0)

8 (1

7)0

(0)

0 (0

)

11 (22)0 (0)

0 (0

)28

(56)

21 (2

0)52

(50)

STREET 4

EW COLLECTOR

103 (119)25 (53)

114

(89)

62 (4

9)

21 (2

1)41

(85)

12 (2

2)28

(57)

73 (137)46 (99)

STRE

ET 3

YORK

VILL

E STR

EET

41 (8

5)18

(33)

76 (7

2)12

(22)

71 (53)83 (170)

25 (53)40 (75)

103

(119

)57

(66)

SOUTHDALE ROAD W

32 (32)21 (21)ST

OP

76 (72)52 (48)ST

OP


36989EXHIBIT 16Future (2023) Background Plus N.T.S.

NORTH

FARNHAM ROAD

PACK ROAD

STOP

BOST

WICK

ROAD

24 (36)824 (776)195 (152)

144

(351

)10

7 (1

82)

65 (4

2)

WOI

NDER

LAND

ROAD

S

89 (239)524 (1065)26 (45)

34 (3

7)11

7 (1

08)

106

(133

)124 (149)669 (615)108 (141)

111

(294

)53

5 (1

103)

48 (1

40)

233 (370)320 (764)78 (199)

49 (8

1)95

8 (8

58)

424

(356

)

90 (84)266 (84)

51 (2

99)

156

(466

)

48 (1

12)

303

(146

)

STREET 4

EW COLLECTOR

524 (1260)25 (53)

114

(89)

62 (4

9)

299

(209

)41

(85)

219

(493

)28

(57)

939 (853)46 (99)

STRE

ET 3

YORK

VILL

E STR

EET

319

(273

)18

(33)

283

(543

)12

(22)

927 (765)73 (137)

446 (1194)40 (75)

103

(119

)57

(66)

SOUTHDALE ROAD W

32 (32)21 (21)ST

OP

76 (72)52 (48)ST

OP

Site Generated Tra�c


36989EXHIBIT 17Future (2028) Background Plus N.T.S.

NORTH

FARNHAM ROAD

PACK ROAD

STOP

BOST

WICK

ROAD

25 (38)861 (815)205 (156)

147

(369

)11

1 (1

92)

69 (4

5)

WOI

NDER

LAND

ROAD

S

92 (252)547 (1125)27 (48)

36 (3

9)12

4 (1

13)

112

(140

)131 (157)708 (651)114 (149)

117

(312

)57

1 (1

177)

51 (1

49)

249 (394)339 (810)84 (213)

52 (8

5)10

22 (9

15)

453

(380

)

94 (87)277 (87)

54 (3

13)

165

(493

)

49 (1

16)

319

(159

)

STREET 4

EW COLLECTOR

553 (1336)25 (53)

114

(89)

62 (4

9)

317

(220

)41

(85)

231

(523

)28

(57)

996 (901)46 (99)

STRE

ET 3

YORK

VILL

E STR

EET

338

(284

)18

(33)

295

(574

)12

(22)

985 (813)73 (137)

474 (1270)40 (75)

119

(103

)66

(57)

SOUTHDALE ROAD W

32 (32)21 (21)ST

OP

76 (72)52 (48)ST

OP

Site Generated Tra�c


5 Intersection Capacity Analysis The operations at all study area intersections were evaluated using Synchro v9 for the morning and afternoon peak hour periods, in the following traffic conditions:

• Existing (2017) Traffic • Future (2023 & 2028) Background Traffic • Future (2023 & 2028) Background plus Site Generated Traffic

The model was developed using available information on the existing and future transportation network from field investigations and City policy documents.

5.1 Base Road Network

The existing intersection configurations were shown in Exhibit 3. The existing signal timing plans were provided by the City of London. The initial configuration of the proposed access intersections were assumed to be as follows:

• Southdale Road intersections with Yorkville Street and Street 3 o 2-lane Southdale Road o Westbound left-turn lane o Eastbound right-turn lane o Northbound left-turn lane

• Bostwick Road intersections with the E/W Collector and Street 4 o 2-lane Bostwick Road o Shared lanes on all approaches

As previously noted, the Bostwick Road and E/W Collector intersection was assumed to be a T-intersection for this assignment. The intersection capacity analysis is limited to identifying operational lane requirements. Geometric requirements based on City standards may trigger additional modifications not included in this analysis. Any additional geometric requirements were evaluated in Section 5.2.

5.2 Operational Criteria

5.2.1 Signalized Intersections

The intersection capacity of a traffic signal controlled intersection, is commonly expressed by the manner in which an intersection functions in terms of its v/c ratio and the “Level of Service” it provides.

The v/c ratio is the relationship between the observed or estimated traffic demand and available capacity. This value can be evaluated for a single lane, an approach or an intersection. A v/c ratio of less than 1.00 means there is sufficient capacity to accommodate traffic demand. A v/c ratio of 1.00 or more means the available capacity only meets or is insufficient to accommodate traffic demand.

The Level of Service defines operational conditions within a traffic stream and their perception by motorists. A level-of-service definition generally describes these conditions in terms of delay, in seconds, during a single cycle at a traffic signal. Levels of Service are given letter designations from A to F. Level of Service “A” represents the best operating conditions and Level of Service “F” indicates very poor operating conditions. The limits for each Level of Service grade are summarized in Table 3.

September 2017 25


Table 3: Level of Service Criteria – Signalized Intersections

LEVEL OF SERVICE CONTROL DELAY PER

VEHICLE (S)

A <10

B >10 and <20

C >20 and <35

D >45 and <55

E >55 and <80

F >80

5.2.2 Unsignalized Intersections

For an unsignalized intersection, the Level of Service is defined in terms of the average movement delays at the intersection. The Highway Capacity Manual 2010 (HCM), prepared by the Transportation Research Board, includes the following Levels of Service criteria for unsignalized intersections, related to average movement delays at the intersection, as shown in Table 4. Table 4: Level of Service Criteria – Unsignalized Intersections

LEVEL OF SERVICE CONTROL DELAY PER VEHICLE (S)

A <10

B >10 and <15

C >15 and <25

D >25 and <35

E >35 and <50

F >50

The City of London Transportation Impact Assessment Guidelines set the minimum v/c ratio and Level of Service criteria to be used in this analysis at 0.90 and D. Therefore, intersections with a v/c ratio of 0.90 or more and a Level of Service “E” or worse must be identified.

5.2.3 Traffic Signal Warrants

Traffic control signal warrants were checked for any substandard unsignalized intersection using the established methodology outlined in the Ontario Traffic Manual (OTM) Book 12, Section 4.10: Justification 7 – Projected Volumes. This methodology specifically focused on traffic signal warrants in future conditions.

The OTM notes “where the intersection or road may not exist, eight-hour volumes may be difficult to obtain or predict with necessary accuracy. If eight-hour volumes are unavailable or not considered to be of sufficient accuracy, Peak Hour Volumes (PHV) may be estimated as part of transportation studies and reduced to Average Hourly Volumes (AHV) for comparison with traffic signal justifications for projected volumes.”

This method for converting estimated future traffic volumes into an Average Hourly Volumes for a typical day is based on the following formulae:

1) AHV = 𝑃𝑃𝑃𝑃𝑃𝑃2

or 2) AHV = 𝑎𝑎𝑎𝑎𝑃𝑃𝑃𝑃𝑃𝑃+𝑝𝑝𝑎𝑎𝑃𝑃𝑃𝑃𝑃𝑃4

For this analysis, equation 2) was used since both morning and afternoon peak hour data was available. This procedure was only applied to the Bostwick Road unsignalized intersections, since it was established that traffic control signals would be required at both Southdale Road access intersections for the City planned 4-lane widening.

September 2017 26


The results from the traffic warrant analysis showed that neither Bostwick intersection triggered the traffic signal warrant in the ultimate 2028 background plus site generated traffic condition, assuming T-intersection configurations. Therefore, unsignalized intersections were assumed for both intersections in the operational analysis.

The traffic signal warrant should be revisited at the Bostwick Road and E/W Collector intersection prior to the implementation of the west leg, since the additional turning movement conflicts may trigger the warrant procedure.

The traffic signal warrant sheets have been provided in Appendix E.

5.3 Operational Results

All intersection capacity analysis output for the existing and buildout horizon years have been provided in Appendix F.

5.3.1 Existing (2017) Traffic Results The existing intersection capacity analyses was completed using 2017 peak hour traffic volumes shown in Exhibit 3. The evaluation periods were the weekday morning and afternoon peak hours. The results of the intersection capacity analyses under existing traffic conditions have been presented in Table 5. Table 5: Intersection Capacity Analysis – Existing (2017) Traffic

INTERSECTION CONTROL PEAK HOUR

MAX V/C RATIO

CRITICAL MOVEMENT RESULTS BASED ON DELAY

INTERSECTION RESULTS

DELAY LOS 95TH Q DELAY LOS

Southdale Road and Bostwick Road/ Farnham Road

Traffic Signal

AM 0.63 (EBT)

26.5 (NBL) C 12.8 11.1 B

PM 0.80 (WBT)

38.9 (NBL) D 49.9 18.8 B

Southdale Road and Wonderland Road South

Traffic Signal

AM 0.82 (SBL)

30.3 (SBL) C 77.4 23.0 C

PM 1 0.98 (SBL)

78.3 (EBL) E 43.0 46.0 D

AM 2 0.68 (SBT)

31.8 (EBT) C 62.1 23.6 C

PM 2 0.89 (NBT)

48.0 (SBL) D 100.0 34.8 C

Pack Road and Bostwick Road EB Stop AM 0.26

(EBTR) 11.7

(EBLR) B 7.4 4.3 A

PM 0.21 (EBTR)

15.4 (EBLR) C 5.5 4.3 A

Notes: EB, WB, NB, SB = eastbound, westbound, northbound, southbound; L/R/T = left/ right/ through Summary of Modifications:

1 – Intersection model calibrated to local conditions. Saturation flow rate increased on movements showing v/c ratios above 1.00 to just under 1.00.

2 – Add a westbound right-turn lane and optimize signal timing.

September 2017 27


5.3.2 Future (2023) Background Traffic Results The results of the intersection capacity analyses in the 2023 background traffic conditions have been presented in Table 6. Table 6: Intersection Capacity Analysis – Future (2023) Background Traffic


MAX V/C RATIO





Traffic Signal

AM 0.70 (EBT)

30.2 (SBL) C 19.2 13.1 B

PM 0.90 (WBT)

43.1 (NBL) D 64.3 23.2 C

AM 1 0.62 (EBT)

15.0 (SBL) B 13.3 9.5 A

PM 1 0.68 (NBL)

22.8 (NBL) C 41.2 13.2 B


Traffic Signal

AM 0.82 (SBL)

31.7 (SBL) C 64.0 25.0 C

PM 2 1.02 (SBL)

84.5 (SBT) F 123.5 58.1 E

AM 3 0.72 (SBT)

35.9 (EBT) D 76.3 26.1 C

PM 3 0.89 (SBL)

52.9 (SBL) D 112.3 39.1 D

AM 4 0.66 (SBL)

29.7 (WBL) C 21.2 18.4 B

PM 4 0.83 (SBL)

42.1 (WBT) D 93.2 35.4 D


(EBTR) 16.3

(EBLR) C 16.3 7.6 A

PM 0.52 (EBTR)

29.5 (EBLR) D 19.5 7.5 A


1 – Widen Southdale Road to 4-lane cross-section with a centre left-turn lane. 2 – Optimize signal timing plans to increase green time along critical movements 3 – Add a westbound and a northbound right-turn lane; optimize signal timing. 4 – Widen Wonderland Road to 6-lane cross section; add a westbound right-turn lane; optimize signal timing.

September 2017 28


5.3.3 Future (2028) Background Traffic Results The results of the intersection capacity analyses in the 2028 background traffic conditions have been presented in Table 7. Table 7: Intersection Capacity Analysis – Future (2028) Background Traffic


MAX V/C RATIO





Traffic Signal

AM 0.81 (EBT)

31.2 (SBL) C 20.2 15.6 B

PM 0.97 (WBT)

45.6 (NBL) D 70.2 28.1 C

AM 1 0.49 (EBT)

16.0 (SBL) B 14.6 8.6 A

PM 1 0.70 (NBL)

24.0 (NBL) C 44.7 13.8 B


Traffic Signal

AM 0.82 (SBL)

30.6 (SBL) C 116.7 28.0 C

PM 2 1.09 (SBL)

103.5 (SBL) F 130.9 70.2 E

AM 3 0.71 (SBL)

35.2 (WBL) D 25.3 20.9 C

PM 3 0.88 (SBL)

50.8 (SBL) D 114.9 38.5 D


(EBTR) 17.7

(EBLR) C 17.7 8.1 A

PM 0.58 (EBTR)

35.3 (EBLR) E 23.8 8.4 A


1 – Widen Southdale Road to 4-lane cross-section with a centre left-turn lane. 2 – Optimize signal timing plans to increase green time along critical movements 3 – Widen Wonderland Road to 6-lane cross section; add a westbound right-turn lane; optimize signal timing.

September 2017 29


5.3.4 Future (2023) Background plus Site Generated Traffic Results The results of the intersection capacity analyses in the 2023 background plus site generated traffic conditions have been presented in Table 8. Table 8: Intersection Capacity Analysis – Future (2023) Background plus Site Generated Traffic


MAX V/C RATIO





Traffic Signal

AM 1 0.86 (EBT)

46.1 (NBL) D 37.4 20.9 C

PM 1 1.05 (NBL)

103.4 (NBL) F 139.4 43.8 D

AM 2 0.73 (EBT)

34.6 (NBL) C 29.8 14.8 B

PM 2 1.05 (NBL)

103.4 (NBL) F 139.4 53.3 D

AM 3 0.56 (EBT)

23.5 (NBL) C 22.0 10.6 B

PM 3 0.86 (NBL)

37.3 (NBL) D 68.8 17.6 B


Traffic Signal

AM 1 0.79 (SBL)

34.6 (EBT) C 83.0 28.5 C

PM 1 1.08 (SBL)

103.6 (EBL) F 59.3 65.7 E

AM 4 0.72 (SBL)

31.3 (WBL) C 21.0 19.0 B

PM 4 0.86 (SBL)

43.9 (SBL) D 95.4 36.6 D

Pack Road and Bostwick Road

EB Stop AM 0.62

(EBTR) 20.2

(EBLR) C 29.9 8.4 A

PM 0.79 (EBTR)

63.7 (EBLR) F 40.2 12.3 B

Traffic Signal 5

AM 0.47 (EBR)

11.0 (EBL) B 10.2 7.8 A

PM 0.44 (NBT)

15.5 (EBL) B 13.6 7.9 A

Southdale Road and Yorkville Street

NB Stop 6 AM 0.89

(NBLR) 123.0

(NBLR) F 39.3 8.6 A

PM 2.93 (NBLR)

1073.2 (NBLR) F 96.0 54.9 F

Traffic Signal

AM 0.85 (EBT)

26.2 (NBL) C 21.5 14.4 B

PM 0.92 (WBT)

51.0 (NBL) D 42.7 17.4 B

AM 3 0.67 (EBT)

15.3 (NBL) B 16.2 10.0 B

PM 3 0.71 (WBT)

17.1 (NBL) B 19.6 9.8 A

Bostwick Road and E/W Collector NB Stop 7

AM 0.23 (WBLR)

13.0 (WBLR) B 6.2 2.9 A

PM 0.34 (WBLR)

19.2 (WBLR) C 10.1 3.4 A

Southdale Road and Street 3 WB Stop 6 AM 2.41

(NBL) 817.5 (NBL) F 86.8 55.5 F

PM 17.51 (NBL)

Error (NBL) F Error 372.1 F

September 2017 30



1 – Optimize signal timing plans to increase green time along critical movements 2 – Add an eastbound right-turn lane; optimize signal timing. 3 – Widen Southdale Road to 4-lane cross-section with a centre left-turn lane 4 – Widen Wonderland Road to 6-lane cross section; add a westbound right-turn lane; optimize signal timing. 5 – Signalize intersection; add an eastbound and a northbound left-turn lane; add a southbound right-turn lane. 6 – Initial intersection design assumed 2-lane Southdale Road; auxiliary left and right-turn lanes on the main street, and a northbound left-turn

lane on the side street. 7 – Initial intersection design assumed shared lanes on all approaches.

5.3.5 Future (2028) Background plus Site Generated Traffic Results The results of the intersection capacity analyses in the 2028 background plus site generated traffic conditions have been presented in Table 9. Table 9: Intersection Capacity Analysis – Future (2028) Background plus Site Generated Traffic

Traffic Signal

AM 0.86 (EBT)

26.9 (NBL) C 23.5 15.6 B

PM 0.93 (WBT)

53.4 (NBL) D 33.7 17.9 B

AM 3 0.64 (EBT)

16.1 (NBL) B 17.6 9.4 A

PM 3 0.71 (WBT)

17.1 (NBL) B 19.6 9.8 A

Bostwick Road and Street 4 WB Stop 7 AM 0.20

(NBTR) 12.5

(WBLR) B 2.6 1.2 A

PM 0.18 (NBTR)

12.1 (WBLR) B 2.3 1.2 A


MAX V/C RATIO





Traffic Signal

AM 1 0.89 (EBT)

60.3 (NBL) E 44.0 24.1 C

PM 1 1.08 (NBL)

109.3 (NBL) F 138.9 54.6 D

AM 2 0.60 (EBT)

23.2 (NBL) C 22.4 11.0 B

PM 2 0.85 (NBL)

36.6 (NBL) D 71.0 18.2 B


Traffic Signal

AM 1 0.82 (SBL)

38.7 (EBT) D 97.0 33.2 C

PM 1 1.19 (SBL)

154.9 (EBL) F 67.1 78.9 E

AM 3 0.83 (SBL)

40.3 (WBL) D 25.3 20.9 C

PM 3 0.89 (SBL)

52.5 (SBL) D 113.8 42.1 D

Pack Road and Bostwick Road

EB Stop AM 0.67

(EBTR) 22.6

(EBLR) C 35.0 9.3 A

PM 0.91 (EBTR)

90.5 (EBLR) F 50.8 16.2 C

Traffic Signal 4

AM 0.50 (SBT)

11.6 (SBT) B 25.6 8.3 A

PM 0.45 (NBT)

14.4 (EBL) B 13.3 7.1 A

Southdale Road and Yorkville Street NB Stop 5

AM 1.23 (NBLR)

246.4 (NBLR) F 71.2 20.2 C

PM 3.77 (NBLR)

Error (NBLR) F Error 743.5 F

September 2017 31



1 – Optimize signal timing plans to increase green time along critical movements 2 – Widen Southdale Road to 4-lane cross-section with a centre left-turn lane 3 – Widen Wonderland Road to 6-lane cross section; add a westbound right-turn lane; optimize signal timing. 4 – Signalize intersection; add an eastbound and a northbound left-turn lane; add a southbound right-turn lane. 5 – Initial intersection design assumed 2-lane Southdale Road; auxiliary left and right-turn lanes on the main street, and a northbound left-turn

lane on the side street. 6 – Initial intersection design assumed shared lanes on all approaches.

5.3.6 Summary of Intersection Capacity Analysis Results The results of the intersection capacity analysis are discussed below.

5.3.6.1 Southdale Road and Bostwick Road/ Farnham Road Intersection Results

The Southdale Road and Bostwick Road/ Farnham Road intersection was shown to operate within City standards with the existing intersection configuration and traffic signal timings in 2017 through to the year 2023 background condition (i.e. without site generated traffic from the proposed development).

The City of London 2014 Development charges study noted funds have been allocated for the widening of Southdale Road between Bostwick Road and Pine Valley Blvd from 2 to 4 lanes with a centre turn lane by 2022. The intersection is expected to operate within City standards with this modification through to the ultimate 2028 background plus site generated traffic condition.

5.3.6.2 Southdale Road and Wonderland Road South

The Southdale Road and Wonderland Road South intersection was shown to operate below city standards in 2017 due to heavy through and left-turn traffic on Wonderland Road. The addition of a westbound and a northbound right-turn lane enabled the intersection to meet operational standards through to the 2028 horizon, when the intersection was unable to accommodate increased traffic volumes.

The City of London 2014 Development charges study noted funds have been allocated for the widening of Wonderland Road between Springbank Drive and Southdale Road from 4 to 6 lanes with a centre turn lane by 2022. This modification combined with the recommended westbound right-turn lane is expected to provide sufficient capacity at the intersection through to the ultimate 2028 background plus site generated traffic condition.

AM 2 0.66 (EBT)

16.6 (NBL) B 16.7 9.4 A

PM 2 0.72 (WBT)

19.7 (NBL) B 20.2 10.1 B

Bostwick Road and E/W Collector WB Stop 6

AM 0.24 (WBLR)

13.3 (WBLR) B 6.5 2.9 A

PM 0.35 (WBLR)

20.4 (WBLR) C 10.9 3.4 A

Southdale Road and Street 3

NB Stop 5 AM 3.92

(NBLR) Error

(NBLR) F Error 979.4 F

PM 45.72 (NBLR)

Error (NBLR) F Error 549.1 F

Traffic Signal

AM 2 0.66 (EBT)

16.8 (NBL) B 18.2 9.5 A

PM 2 0.74 (WBT)

19.4 (NBL) B 16.1 9.7 A

Bostwick Road and Street 4 WB Stop 6 AM 0.19

(NBTR) 12.4

(WBLR) B 2.4 1.2 A

PM 0.37 (NBTR)

16.6 (WBLR) C 3.7 1.3 A

September 2017 32


5.3.6.3 Pack Road and Bostwick Road

The Pack Road and Bostwick Road intersection was shown to operate within City standards through to the 2028 background traffic condition, at which time observed delays were slightly above recommended limits, though the v/c ratio was still within the acceptable range. The addition of site generated traffic, however, could not be accommodated. Therefore, traffic control signals were recommended. With this modification, the intersection was shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

5.3.6.4 Southdale Road Intersections with Yorkville Street and Street 3

The assumed initial intersection configuration for the Southdale Road intersections with Yorkville Street and Street 3 included a westbound left-turn lane, a northbound left-turn lane, and an eastbound right-turn lane. It was also assumed that Southdale Road maintained the existing 2-lane cross section.

As unsignalized intersections, neither intersection was shown to operate within City standards with anticipated full buildout site generated traffic volumes in the 2023 horizon. Therefore, traffic control signals were recommended. Both intersections showed significant improvements to the levels-of-service and v/c ratio with this modification. However, the v/c ratio still slightly exceeded City of London operational limits in the afternoon peak hour. The estimated 1,200 vehicles on the single westbound through lane during the afternoon peak hour period utilized the majority of available capacity at both intersections, causing the northbound left-turn movement to operate below City standards.

By 2023, the Southdale Road widening from 2 to 4 lanes with a centre turn lane between Farnham Road and Pine Valley Blvd is expected to be completed. The widening combined with the recommended traffic signals provided sufficient capacity for the proposed intersection to operate within City standards with site generated traffic through the 2028 horizon year.

5.3.6.5 Bostwick Road Intersections with the EW Collector and Street 4

The Bostwick Road intersections with the EW Collector and Street 4 were initially assumed to be unsignalized (stop controlled on the westbound approach) with shared travel lanes on all approaches. With this configuration, both intersections were shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

Geometric requirements may trigger the need for auxiliary turn lanes that were not required for the operational analysis. These requirements will be discussed further in Section 5.

September 2017 33


6 Geometric Analyses 6.1 Site Access Management

All access management requirements noted in the following section are based on the City of London Access Management Guidelines. Any additional design standards were noted accordingly and provided in Appendix G.

6.1.1 Sight Distance

Horizontal or vertical curves in a road may obstruct the line of sight of a vehicles turning from a side street, which increases the risk of a collision. As a result, the proposed accesses were assessed for appropriate sight distances. Field observations confirmed there are no horizontal or vertical curves on either Southdale Road or Bostwick Road that would impact vehicle line of sight. Therefore, no modifications have been recommended. Proper care should be taken to ensure no obstructions be placed in the line-of-sight in the vicinity of the proposed access points.

6.1.2 Access Spacing

The following section reviews access spacing between proposed access intersections and adjacent intersections. Yorkville Street, the EW Collector and Street 3 were shown to accommodate over 100 vehicles during each of the peak periods, and were assessed as major access connections. Street 4 serves fewer than 100 vehicles during each of the peak periods and was considered a minor access connection. Exhibit 18 shows access spacing distances for the proposed development.

6.1.2.1 Spacing from Signalized Intersections

The minimum suggested spacing between signalized intersections and a major access connection on an urban arterial road is 215 m. The proposed spacing between Street 3 and Bostwick Road/ Farnham Road on Southdale Road is only 125m. There were few alternatives due to the existing creek, which is a significant physical barrier and limits available frontage space along Southwest Road West for a secondary access that is needed.

The operational analysis in Section 4.5 showed no indication of either capacity or queuing concerns at either intersection; both intersections are expected to operate well within City standards through the 2028 horizon year with the City planned widening to four lanes, a centre turn lane and traffic signal coordination. There is also a similar precedent of closely spaced intersections just east on Southdale Road between Pine Valley Road and Wonderland Road South. The difference in this case is that there will be far less side street traffic from Street 3 compared to Pine Valley Road. Therefore, the proposed configuration is expected to function adequately.

The minimum suggested corner clearance from the centreline of minor access connection on an arterial signalized intersection is 75m. The distance between Street 4 and Southdale Road on Bostwick Road will be approximately 190m.

6.1.2.2 Spacing between Major and Minor Access Connections

The minimum suggested spacing between major access intersections on an urban arterial road is 150m. The spacing between Yorkville Street and 3 was more than sufficient at 300m. The minimum suggested spacing between major and minor access connections on an urban arterial road is between 30 to 60m. The minimum suggested corner clearance between the centreline of an arterial intersection and the nearest unsignalized minor access connection is 60m. The spacing between the EW Collector and Street 4 will be approximately 120m.

September 2017 34


36989EXHIBIT 18Proposed Access Spacing Distances N.T.S.

STRE

ET 3

STREET 4


YORK

VILL

E STR

EET

EW COLLECTOR


6.2 Auxiliary Lane Analyses

All access management requirements noted in the following section are based on the City of London Access Management Guidelines.

6.2.1 Left-Turn Lanes

6.2.1.1 Signalized Intersections

The anticipated ultimate left-turn storage requirements at signalized intersections are shown in Table 10. The results were based on the Synchro analysis results in the 2028 background plus site generated condition for the afternoon peak hour. The longest 95th percentile queue for either the morning or afternoon peak period was recorded and compared with existing or expected future storage lengths. The widening of both Southdale Road and Wonderland Road were included in this analysis. Any deficiencies were identified and with additional storage recommendations noted. The results do not include taper and/ or deceleration lanes, however, in urban environments, the latter requirement may often be excluded. Table 10: Auxiliary Left-Turn Storage Lane Requirements at Signalized Intersections

Notes: # - Synchro extrapolated queue length at congested intersections. From Synchro 9 User Guide “In practice, 95th percentile queue shown will rarely be exceeded and the queues shown with the # footnote are acceptable for the design of storage bays.” CTL – Centre turn lane Results rounded to nearest 5m.

The results from Table 10 show additional storage may be required on the southbound left-turn lane at the Southdale Road and Wonderland Road intersection. This requirement will be confirmed during detailed design of the proposed 6-lane widening of Wonderland Road.

The Pack Road and Bostwick Road intersection is expected to require 30m of storage for the northbound left-turn lane and 15m of storage for the eastbound left-turn lane. Similarly, this requirement will be reviewed and confirmed in the Bostwick Road EA, which is ongoing at the time of this study.

The proposed Yorkville Street and Street 3 storage lengths off Southdale Road will be confirmed during construction of the proposed development. All other left-turn storage lengths were adequate to accommodate anticipated future peak hour traffic volumes.

INTERSECTION APPROACH EXISTING STORAGE

LENGTH (M)

95TH %ILE QUEUE

LENGTH (M)

ADDITIONAL STORAGE

REQUIRED (M)


NB 80 #70 - SB 30 20 - EB CTL 10 - WB CTL 10 -


NB 100 #90 - SB 100 #115 115 EB 120 #50 - WB CTL #60 -

Pack Road and Bostwick Road NB - 25 30 EB - 15 15

Southdale Road and Yorkville Street NB - 20 20 WB CTL 10 -

Southdale Road and Street 3 NB - 15 15 WB CTL 5 -

September 2017 36


6.2.1.2 Unsignalized Intersections

For unsignalized intersections, the MTO left-turn warrant procedure for 2-lane highways was completed using the 2028 background plus site generated traffic volumes in the afternoon peak hour. The results are summarized in Table 11. Table 11: Auxiliary Left-Turn Storage Requirements at Unsignalized Access Intersections

INTERSECTION MOVEMENT LT L% VA VO MTO REQ’D LENGTH (M)

Bostwick Road and EW Collector – SBL 85 30% 305 580 15 Bostwick Road and Street 4 – SBL 33 10% 317 595 15

Notes: Design speed of 70km/h. Lt – Left-turn volume L% - Left-turn percentage Va – Approach traffic volumes Vo – Opposing traffic volumes Results rounded to nearest 5m.

Both Bostwick Road intersections were shown to require a southbound left-turn lane with 15m of storage. This does not include potential deceleration or taper requirements. These items can be confirmed during detailed design.

Note, the future Bostwick Road and EW Collector intersection design requirements, accounting for the eventual west leg, will be confirmed by others as part of the corresponding development application.

6.2.2 Right-Turn Lanes

6.2.2.1 Signalized Intersections

Auxiliary right-turn lane storage requirements based on Synchro results have been provided in Table 12. Table 12: Auxiliary Right-Turn Storage Lane Requirements at Signalized Intersections

Notes: # - Synchro extrapolated queue length at congested intersections. From Synchro 9 User Guide “In practice, 95th percentile queue shown will rarely be exceeded and the queues shown with the # footnote are acceptable for the design of storage bays.” Results rounded to nearest 5m.

The existing right-turn storage lengths were shown to be adequate to accommodate future peak hour traffic volumes. The recommended westbound right-turn lane at Southdale Road and Wonderland Road should provision for 30m of storage. This recommendation will be confirmed during detailed design for the proposed 6-lane widening of Wonderland Road. The Bostwick Road and Pack Road intersection should provision for a 5m northbound right-turn lane and a 10m eastbound right-turn lane. As previously noted, these requirements will be confirmed at the completion of the Bostwick Road EA.

The northbound right-turn lanes at the proposed Yorkville Street and Street 3 intersections on Southdale Road is expected to require 10m of storage.

The above recommendations do not include deceleration or taper lengths. In all cases, the storage length requirements and design components should be reviewed at the detailed design stage.

INTERSECTION APPROACH EXISTING STORAGE

LENGTH (M)

95TH %ILE QUEUE

LENGTH (M)

ADDITIONAL STORAGE

REQUIRED (M)

Southdale Road and Bostwick Road/ Farnham Road WB 30 15 -

Southdale Road and Wonderland Road South EB 50 20 - WB - 30 30

Pack Road and Bostwick Road SB - 5 5

September 2017 37


6.2.2.2 Unsignalized Intersections

The following section discusses the proper treatment of the right-turns at proposed accesses at unsignalized intersections. Section 3.2 of the City Access Management Guidelines suggest a right-turn lane at an unsignalized intersection be considered when the volume of right-turning vehicles is between 10 to 20 percent of the through volume, subject to a minimum 60 vehicles per hour in the design hour. Note, this policy is meant to be to applied right-turn lanes on the main street, and not side streets.

Upon reviewing the Bostwick Road intersections, neither met the above criteria for a right-turn lane. The Bostwick Road and EW Collector intersection was very close to meeting this requirement and it is recommended that this requirement be reviewed closer to buildout.

September 2017 38


7 Conclusions and Recommendations In summary, the overall conclusion of this Transportation Impact Study is that the traffic generated by the proposed 3080 Bostwick Road development can be adequately accommodated on the adjacent road network with consideration of the conclusions and recommendations stated above.

Based on the completed analysis for the 3080 Bostwick Road Development, the main findings and recommendations are as follows:

Proposed Development Characteristics

• The proposed development will comprise approximately 1,670 residential units and 60,000 square feet of commercial retail and office uses.

• Full buildout of the proposed development was assumed by 2023.

• The City Community Centre onsite has been approved and construction underway. The traffic impact from this facility has been incorporated into the analysis.

• Both surface and underground parking will be provided onsite to accommodate local residents.

• The internal road network will be classified as follows: o Yorkville Street and the EW Collector are minor collector roadways o Streets 3 and 4 are local roadways

• Yorkville Street and Street 3 will have access to Southdale Road; the EW Collector and Street 4 will have access to Bostwick Road.

• The proposed concept plan includes a multi-use pathway to be part of the City Trail Network that follows the existing creek alignment.

Transportation Facilities Analysis

• Future road network modifications that were incorporated into the operational analysis were as follows: o Wonderland Road Redevelopment – The City plans to widen Wonderland Road between

Springbank Road to Southdale Road from 4 to 6 lanesby 2022. o Southdale Road Widening – The City plans to widen Southdale Road between Bostwick

Road/ Farnham Drive and Pine Valley Bouldeward from 2 to 4 lanes, with a centre turn lane, by 2022.

• The SWAP TSR outlines the following modifications that may be required by the 2030 horizon year: o Bostwick Road from Pack Road to Southdale may require widening to a minimum of 4-lanes o Bostwick Road may require widening between Southdale Road and Warncliffe Road to a

minimum of 4-lanes

• Future transit service should be provided within the site along Yorkville Street and the EW Collector, with potentially two bus stops to accommodate local residents. Transit service requirements should be reviewed upon further discussions with London Transit Commission during detailed design.

• The City is planning to augment pedestrian and cycling facilities within the study area. These modifications are expected to be completed as part of the proposed Southdale Road and Wonderland Road widening projects. Buffered paved shoulders have also been proposed along Bostwick Road.

• The proposed Trail Network components located within the subject site are expected to be completed as outlined by the Southwest Area Plan.

September 2017 39


• The City and Owners should coordinate efforts to explore opportunities to implement TDM measures onsite, such as bike storage lockers or ride sharing programs etc., in order to reduce vehicular demand.

Background Traffic

• A 1.5% background growth rate was applied to City traffic counts to estimate the 2017, 2023 and 2028 peak hour traffic volumes.

• Traffic generated by Talbot Village Phase 5 and 6 was accounted for in the future background traffic conditions. Full buildout of this development was assumed by 2023.

Proposed Development Traffic Generation

• ITE trip generation rates were used to estimate peak hour traffic volumes generated by each land use onsite.

• The trip distribution was based primarily on existing link and intersection volumes in the study area road network. The global trip distribution assumptions were supported by the population and employment survey results in the SWAP TSR.

• The proposed development is expected to generate approximately 800 morning and 1,050 afternoon peak hour trips respectively, which accounts for transit modal split, active transportation and TDM reductions.

Operational Analysis

• The Southdale Road and Bostwick Road/ Farnham Road intersection was shown to operate within City standards in the 2017 traffic condition.

By the 2023 horizon year, the widening of Southdale Road from 2 to 4 lanes with a centre turn lane will have been completed by the City. With this modification, the intersection was shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

• The Southdale Road and Wonderland Road South intersection was shown to operate below City standards in the 2017 traffic condition during the afternoon peak hour. The addition of a westbound right-turn lane enabled the intersection to meet operational standards.

By the 2023 horizon year, the widening of Wonderland Road from 4 to 6 lanes with a centre turn lane will have been completed by the City. With this modification, the intersection was shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

• The Bostwick Road and Pack Road unsignalized intersection was shown to operate within City standards in the 2017 and 2023 background traffic conditions. Traffic control signals were shown to be required at buildout of the proposed development. With this modification, the intersection was shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

• The assumed initial intersection configuration for Southdale Road intersections with Yorkville Street and Street 3 included a westbound left-turn lane, a northbound left-turn lane, and an eastbound right-turn lane. It was also assumed that Southdale Road maintained the existing 2-lane cross section.

Neither intersection was shown to operate within City standards with anticipated full buildout site generated traffic volumes in the 2023 horizon with traffic control signals, but maintaining a 2-lane cross section. With the proposed Southdale Road widening and traffic control signals, the proposed intersections were shown to operate within City standards with site generated traffic through to the ultimate 2028 background plus site generated traffic condition.

September 2017 40


• The Bostwick Road access intersections with the EW Collector and Street 4 were initially assumed to be unsignalized (stop controlled on the westbound approach) with shared travel lanes on all approaches. Neither intersection triggered the OTM traffic signal warrant in the ultimate 2028 background plus site generated traffic condition. With this configuration, both intersections were shown to operate within City standards through to the ultimate 2028 background plus site generated traffic condition.

Geometric Analysis

• The sight distance evaluation showed no horizontal or vertical curves on either Southdale Road or Bostwick Road that would impact vehicle line of sight. Proper care should be taken to ensure no obstructions be placed in the line-of-sight in the vicinity of the proposed access points.

• The proposed spacing between Street 3 and Bostwick Road/ Farnham Road on Southdale Road is approximately 125m, which is below the 215m minimum access spacing requirement from signalized intersections on an urban arterial road. The existing creek creates a physical barrier that limits available frontage space on Southwest Road. However, the operational analysis showed that intersections operated within City standards in both the 2023 and 2028 horizon years with the City planned widening to four lanes, a centre turn lane and traffic signal coordination. There is also a precedent to the east between the Pine Valley Road and Wonderland Road South intersections that operates well despite limited spacing. Therefore, the proposed configuration was considered acceptable.

• All remaining proposed access intersection locations met City minimum spacing requirements.

• Turning lane requirements at the future Bostwick Road and Pack Road intersection noted in this study will defer to the eventual results and recommendations from the ongoing Bostwick Road Environmental Assessment.

• The southbound left-turn lane at the Southdale Road and Wonderland Road intersection is expected to require additional storage, up to 115m in the ultimate 2028 horizon.

The Bostwick Road intersections with the EW Collector and Street 4 were both shown to require a southbound left-turn lane with 15m of storage.

The above auxiliary storage length recommendations do not include deceleration or taper requirements.

• All existing right-turn storage lengths were shown to be adequate to accommodate future peak hour traffic volumes.

The recommended westbound right-turn lane at Southdale Road and Wonderland Road should provision for 30m of storage.

The northbound right-turn lanes at the proposed Yorkville Street and Street 3 intersections on Southdale Road should provide 10m of storage.

• The need for a northbound right-turn lane at the Bostwick Road and EW Collector intersection should be confirmed closer to buildout.

• The ultimate Bostwick Road and EW Collector intersection configuration will include an east leg; the design and appropriate intersection control will be confirmed by others as part of the corresponding development application.

• The above storage length recommendations do not include deceleration or taper lengths. In all cases, the storage length requirements and design components should be reviewed at detailed design for each intersection.

September 2017 41


SUMMARY OF RECOMMENDATIONS

The following table outlines the staging of modifications for each intersection up to the ultimate 2028 horizon year. Table 13: Summary of Recommended Actions/ Modifications


2017 Traffic Condition Southdale Road and Wonderland Road:

• Add a westbound right-turn lane with 30m storage • Optimize signal timing


The widening of Southdale Road from 2 to 4 lanes, and Wonderland Road South from 4 to 6 lanes, will be completed by the City of London.

Southdale Road and Wonderland Road: • Six lane widening of Wonderland Road • Maintain westbound right-turn lane with 30m storage • Optimize signal timing plan



All modifications from the 2023 Background Condition were assumed to be implemented.

Bostwick Road and Pack Road: • Implement traffic control signal • Urbanize intersection: o Add an eastbound left-turn lane with 15m storage plus taper o Add a northbound left-turn lane with 30m storage plus taper o Add a southbound right-turn lane with 5m storage plus taper

Southdale Road and Yorkville Street: • Four lane widening of Southdale Road with centre turn lane • New Access Intersection o Implement traffic control signal o Add northbound left-turn lane with 15m storage plus taper

Southdale Road and Street 3: • Four lane widening of Southdale Road with centre turn lane • New Access Intersection o Implement traffic control signal o Add northbound left-turn lane with 10m storage plus taper

Bostwick Road and EW Collector: • New Unsignalized Access Intersection o Add southbound left-turn lane with 15m storage plus taper o Review need for a northbound right-turn lane closer to buildout o Future intersection requirements for eventual east leg to be confirmed by others

Bostwick Road and Street 4: • New Unsignalized Access Intersection with shared lanes on all approaches at Street 4



All modifications from the 2023 Background Condition were assumed to be implemented. No further modifications required.

The Bostwick Road and Pack Road level-of-service slightly exceeds City standards by this time if proposed development is not constructed. In this instance, urbanizing and implementing traffic control signals should be considered at this time.


All modifications from the 2023 Background plus Site Generated Condition were assumed to be implemented. No further modifications required.

September 2017 42

3080 Bostwick Road

Transportation Impact Study Final Report

Appendix A: London Transit Commission Maps

September 2017

www.ltconline.ca

10 NATURAL SCIENCE - WHITE OAKS MALL

SarniaOxford

Western

Richmond

WindermereFanshawe Park

York

WellingtonSpringbank

Southdale

CommissionersW

onderland

Adelaide

Bradley

Montgom

eryLimited

Service

(Uses Oxford Dr)

A

B

C

D G

E

F

I

H

Map LegendTimepoint Shopping Centre University

7PM Service NotesA

www.ltconline.ca

12 DOWNTOWN - WHARNCLIFFE & WONDERLAND

Southdale

Commissioners

Viscount NotreDam

eBelmont

Baseline

Riverside

Springbank

Dundas

Main

Outer

Colonel Talbot

Wonderland

A

B

C

D

E

F

G

Riverside, Dundas, Wellington, York, Clarence,Dundas, Talbot, Queens

Campbell, Sunray,Outer, Colonel Talbot,Main

Limited Service6-9am, 2-6pm

Weekdays only

H

Map LegendTimepoint 6am Service NotesA

www.ltconline.ca

15 DOWNTOWN - WESTMOUNT MALL

A

Springbank

Riverside

OxfordRidout

Horton

Bruce

Elmwood

Edward

Cathcart

Baseline

Andover

ViscountFarnham Southdale

Wonderland

McMast

er

CommissionersC

DE

F Sun: all-day

as Route 21

B

Richmon

d

Dundas

Dalho usie

Map LegendTimepoint Shopping CentreA

www.ltconline.ca

23 DOWNTOWN - WESTMOUNT MALL

B

A

C

D

E

Gardenwood

Farnham Dalh

ousie

Wonderland

Viscount

Teeple

Berk

shire

Ridgewood

Greenwood

Springbank

Horton

YorkRiversideRichm

ond

Commissioners

Ridout

Southdale

Oxford

ClarenceDu ndas

Mc Master


www.ltconline.ca

28 WESTMOUNT MALL - LAMBETH

Viscount

Southdale

Main

Wonderland

Outer

Colonel Talbot

Campbell

A

B

C

D


3080 Bostwick Road


Appendix B: Traffic Data

September 2017

Institute for Transportation EngineersInternal Capture Rate for Mixed-Use Developments

Exit to External

50%50%

Enter from External

3% 1 2% 1 12% 4 9% 3

31% 11 23% 41 31% 127 53% 133

Exit to External 0% 0 N/A 0 Enter from External

17% 62%83% 38%

Enter from External 2% 4 2% 8 Exit to External

Name of Development Time Period Date

402

248

26

27

173External

402

Residential

Total InternalEnter 410 8

Land Use 'C' -

2726

36

Balanced

% 100% 2% 98%

248Total 661 11 650Exit 251 3

% 100% 3% 97%

ExitTotal 215 6

Retail

Office

1 1 4

178 5 173

Demand

Demand Balanced Demand

Land Use 'B' -

BalancedDemand0

4209

Total Internal ExternalEnter 37 1 36

Demand

Demand

Demand

Balanced3

5385%

DemandDemand

Balanced

Demand

Demand

Balanced

Demand

Land Use 'A' -

Analyst 3080 Bostwick RoadPM Peak Hour of Adjacent Street Traffic (Weekday)

Land Use 'A' Land Use 'B' Land Use 'C' Total

EnterExit

Total100%

62

Total

%

3131

Internal459

15%

External

EnterExit

TotalSingle-Use Trip Generation Estimate

27

26

53

62

36

173

209

215

Net External Trips for Multi-Use Development

3%INTERNAL CAPTURE

ITE Land Use Code: Size:

Blended Retailsf

ITE Land Use Code: OfficeSize: sf

ITE Land Use Code: High Rise ResidentialSize: DU

402

248

650

661

465

447

912

938

BOSTWICK RD

Count Date.......

Turning Movements Report -

Location............. BOSTWICK RD @ SOUTHDALE RD W

LONDONMunicipality.......

Thursday, 12 November,2015

INT5739GeoID.......

08:45 AM07:45 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

118

326

Total

9%279 27

21 2 9%

1 2%46

23

306

47

376

762 17 779

1155

15

1%

2%

2

2125%

134

7

136

653

28

40 346386

Total

1203

240

Peds

402

Peds

0

0

Peds

1

0

77

1

1%

30

6

86

1

1%20%

193

133

11%

15

157

245

2%

5

50

14%

7

768524

43 48

49

2%

1

51

7

12%

58

817 638

10%

2%

SOUTHDALE RD W

BOSTWICK RD

Page 1 of 4Monday, March 20, 2017

Count Date.......


Location............. BOSTWICK RD @ SOUTHDALE RD W


Thursday, 12 November,2015

INT5739GeoID.......

05:30 PM04:30 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

342

516

Total

1%791 5

37 0 0%

1 1%181

37

796

182

1015

636 3 639

1654

2

6%

0%

3

320%

47

0

50

518

32

7 10601067

Total

1667

139

Peds

547

Peds

0

0

Peds

0

0

84

1

1%

33

0

56

1

2%0%

173

343

0%

1

404

143

3%

4

238

1%

2

835533

236 37

37

0%

0

129

0

0%

129

600 516

1%

0%

SOUTHDALE RD W

BOSTWICK RD


WONDERLAND RD S

Count Date.......


Location............. SOUTHDALE RD W @ WONDERLAND RD S


Tuesday, 22 September,2015

INT5692GeoID.......

08:45 AM07:45 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

724

2051

Total

3%246 7

70 0 0%

21 10%187

70

253

208

531

923 35 958

1489

14

5%

3%

4

905%

78

5

82

536

95

13 357370

Total

1083

981

Peds

1609

Peds

4

7

Peds

12

15

379

13

3%

36

3

855

22

3%8%

1270

781

7%

57

602

1007

3%

26

81

4%

3

36683333

78 35

43

19%

8

447

31

6%

478

713 522

4%

4%

SOUTHDALE RD W

WONDERLAND RD S

Page 1 of 3Thursday, January 19, 2017

Count Date.......


Location............. SOUTHDALE RD W @ WONDERLAND RD S


Tuesday, 22 September,2015

INT5692GeoID.......

05:45 PM04:45 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

1413

2574

Total

1%608 6

177 1 1%

6 2%324

178

614

330

1122

913 14 927

2049

2

0%

0%

0

1153%

108

4

108

484

119

8 890898

Total

1609

1028

Peds

2390

Peds

18

19

Peds

18

16

318

7

2%

56

1

766

23

3%2%

1140

1434

1%

21

1338

1052

2%

24

228

0%

1

31174355

227 120

125

4%

5

974

11

1%

985

711 482

1%

2%

SOUTHDALE RD W

WONDERLAND RD S

Page 3 of 3Thursday, January 19, 2017

BOSTWICK RD

Count Date.......


Location............. BOSTWICK RD @ PACK RD


Thursday, 23 April, 2015

INT5935GeoID.......

08:30 AM07:30 AM

AM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

138

383

Total

0%0 0

0 0 0%

0 0%0

0

0

0

0

0 0 0

0

0

0%

0%

0

422%

136

1

136

0

43

6 4248

Total

227

349

Peds

486

Peds

0

0

Peds

0

0

0

0

0%

19

0

214

1

0%0%

233

150

8%

12

136

350

0%

1

29

21%

6

021319

23 0

0

0%

0

96

11

10%

107

179 0

13%

0%

PACK RD

BOSTWICK RD


Count Date.......


Location............. BOSTWICK RD @ PACK RD


Thursday, 23 April, 2015

INT5935GeoID.......

05:30 PM04:30 PM

PM Period

Peak Hour......

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

358

527

Total

0%0 0

0 0 0%

0 0%0

0

0

0

0

0 0 0

0

0

6%

0%

3

373%

44

1

47

0

38

0 240240

Total

325

149

Peds

662

Peds

0

0

Peds

0

0

0

0

0%

57

0

110

5

5%0%

167

360

1%

2

505

157

5%

8

183

0%

0

010557

183 0

0

0%

0

321

1

0%

322

85 0

0%

0%

PACK RD

BOSTWICK RD


CITY OF LONDON

INTERSECTION TIMING SHEET

Model

Intersection Name Int. No. Sheet Rev. Southdale Rd @ Farnham Rd 128 Controller Make Firmware Rev. No. Implemented (Y/M/D) Eagle 3208M34 3.32m

1

.

Revision NO Date Description Checked Approved Field Chg

by by by Y/M/D .

. . . , . . . . . , . . . *-Start From Main Menu

PHASE DISCRIPTION Actuated Actuated

2 Southdale EB-Thru PH 2 Southdale WB-Thru PH

4 Bostwick NB-Thru PH 4 Farnham SB-Thru PH

4 Y

*-Start From Main Menu

UTILITIES - ACCESS * - 2 - 1 Codes Four Digits (0000 - 9999) 9999 Code.......................... : UTILITIES - CONFIGURE PORTS * - 2 - 8 - 3

Communications Setup For Port 3 Baud Rate.......................... : 9600 Baud

PHASE DATA - VEHICLE TIMINGS * - 3 - 1 1 Phase: Basic Timings

Minimum Green................ : 0 Passage Time/10.............. : 0 Maximum No. 1................ : 0 Maximum No. 2................ : 0 Yellow Change/10............ : 30 Red Change/10................ : 0

2 7

30 11 17 43 15

3 0 0 0 0

30 0

4 7

30 24 24 38 20

5 0 0 0 0

30 0

6 0 0 0 0

30 0

7 0 0 0 0

30 0

8 0 0 0 0

30 0

Page 1 of 12 C.90.2.25.2011

Model


1

.

PHASE DATA - DENSITY TIMINGS * - 3 - 2 1 Phase: Density Timings

Seconds/Actuation/10..... : 0 Maximum Initial.............. : 0 Time B4 Reduction......... : 0 Cars B4 Reduction......... : 0 Time to Reduce............. : 0 Minimum Gap/10........... : 0

2 0 0 0 0 0 0

3 0 0 0 0 0 0

4 0 0 0 0 0 0

5 0 0 0 0 0 0

6 0 0 0 0 0 0

7 0 0 0 0 0 0

8 0 0 0 0 0 0

PHASE DATA - PEDESTRIAN TIMINGS - CONTROL * - 3 - 3 1 Phase: Pedestrian Timings

Walk................................ : 0 Pedestrian Clearance....... : 0 Act Rest in Walk.............. : 0

2 7

13 0

3 0 0 0

4 7

17 0

5 0 0 0

6 0 0 0

7 0 0 0

8 0 0 0

Pedestrian Control Entry "1" = Yes & "0" = No

PHASE DATA - GENERAL CONTROL * - 3 - 4 1 Phase: General Control

Initialization..................... : 0 Non-Act Response.......... : 0

2 4 1

3 0 0

4 1 2

5 0 0

6 0 0

7 0 0

8 0 0

PHASE DATA - VEHICLE AND PEDESTRIAN RECALLS * - 3 - 5 1 Phase: Recalls

Vehicle Recalls................. : 0 Pedestrian Recalls............ : 0 Recall Delay (SEC)........... : 0

2 3 4 0

3 0 0 0

4 0 0 0

5 0 0 0

6 0 0 0

7 0 0 0

8 0 0 0

Codes..................................... : 0 1 2 3 4 Initialization..................... : NONE INACTIVE RED YELLOW GREEN Non-Act Response........... : NONE TO NA 1 TO NA II TO BOTH ---------- Vehicle Recalls................ : NONE 1 CALL MINIMUM MAXIMUM SOFT Pedestrian Recalls........... : NONE 1 CALL PED NA NA+

PHASE DATA - VEHICLE CONTROLS * - 3 - 6 1 Phase: Vehicle Control

Non-Locking Memory..... : 1 Dual Entry...................... : 0

8 1 1

7 1 0

6 1 1

5 1 0

4 1 1

3 1 0

2 1 1

PHASE DATA - SEQUENCE CONTROL * - 3 - 7 1 Phase: Sequence

Phase Omit....................... : 2 Phase - Yellow.................. : 0

2 0 0

3 4 0

4 0 0

5 6 0

6 0 0

7 8 0

8 0 0

Page 2 of 12 C.90.2.25.2011

Model


1

.

PHASE DATA - VEHICLE DETECTOR CONTROL * - 3 - 8 - 1 1 Detector: Control

Assigned Phase............... : 1 Operation Mode............... : 0 Switch.............................. : 0 Extended Time/10............ : 0 Delay Time....................... : 0

2 2 0 0 0 0

3 4 0 0 0 0

4 4 0 0 0 0

5 5 0 0 0 0

6 6 0 0 0 0

7 7 0 0 0 0

8 8 0 0 0 0

Codes..................................... : 0 1 2 3 4 Operation Mode............... : NORM VEH NORM PED ONE CALL ST BAR A ST BAR B Assigned Phase............... : NONE Detector is Assigned To # - Phase Switch.............................. : NONE Detector is Assigned To # - Phase The Assigned

Phase is Yellow / Red & # - Phase is Green PHASE DATA - PEDESTRIAN DETECTOR CONTROL *- 3 - 8 - 9 1 Detector: Control


2 2 1 0 0 0

3 3 1 0 0 0

4 4 1 0 0 0

5 5 1 0 0 0

6 6 1 0 0 0

7 7 1 0 0 0

8 8 1 0 0 0


Phase is Yellow / Red & # - Phase is Green

PHASE DATA - SPECIAL DETECTOR CONTROL DATA * - 3 - 8 - 0 1 Detector: Control


8 0 0 0 0 0

7 0 0 0 0 0

6 0 0 0 0 0

5 0 0 0 0 0

4 0 0 0 0 0

3 0 0 0 0 0

2 0 0 0 0 0


Phase is Yellow / Red & # - Phase is Green UNIT DATA - START UP& MISC * - 4 - 1

Startup Time....................: 7 Time in Seconds Startup State....................: 1 0-Flash 1-Red Red Revert/10..................: Time in Tenth Seconds 400 Auto Ped Clear.................: 0 0-No 1-Yes Stop Time Reset...............: 0 0-No 1-Yes Alternate Sequence..........: 0 00-15 Alt Sequence ##

UNIT DATA - AUTOMATIC FLASH N/A

Page 3 of 12 C.90.2.25.2011

CITY OF LONDON

INTERSECTION TIMING SHEET

Model

Intersection Name Int. No. Sheet Rev. Southdale Rd @ Wonderland Rd 160 Controller Make Firmware Rev. No. Implemented (Y/M/D) Eagle 3208M34 3.32m

1

.

Revision NO Date Description Checked Approved Field Chg

by by by Y/M/D

. . . , . . . . . , . . . . . , . . . . . , . . . . . , . . . *-Start From Main Menu

PHASE DISCRIPTION Actuated Actuated

1 Wonderland SB-Left PH 5 Wonderland NB-Left PH 1 Y 5 Y 2 Wonderland NB-Thru PH 6 Wonderland SB-Thru PH 3 Southdale EB-Left PH 3 Y 7 Southdale WB-Left PH 7 Y 4 Southdale WB-Thru PH 8 Southdale EB-Thru PH 4 Y 8 Y

*-Start From Main Menu UTILITIES - ACCESS * - 2 - 1

Codes Four Digits (0000 - 9999) 9999 Code.......................... :

UTILITIES - CONFIGURE PORTS * - 2 - 8 - 3

Communications Setup For Port 3 Baud Rate.......................... : 9600 Baud

PHASE DATA - VEHICLE TIMINGS * - 3 - 1 1 Phase: Basic Timings

Minimum Green................ : 5 Passage Time/10.............. : 30 Maximum No. 1................ : 8 Maximum No. 2................ : 8 Yellow Change/10............ : 30 Red Change/10................ : 10

2 7

30 34 20 37 24

3 5

30 8 8

30 10

4 7

30 26 26 39 27

5 5

30 8 8

30 10

6 7

30 34 20 37 24

7 5

30 8 8

30 10

8 7

30 26 26 39 27

Page 1 of 13 C.90.2.25.2011

Model


1

.

PHASE DATA - DENSITY TIMINGS * - 3 - 2 1 Phase: Density Timings

Seconds/Actuation/10..... : 0 Maximum Initial.............. : 0 Time B4 Reduction......... : 0 Cars B4 Reduction......... : 0 Time to Reduce............. : 0 Minimum Gap/10........... : 0

2 0 0 0 0 0 0

3 0 0 0 0 0 0

4 0 0 0 0 0 0

5 0 0 0 0 0 0

6 0 0 0 0 0 0

7 0 0 0 0 0 0

8 0 0 0 0 0 0

PHASE DATA - PEDESTRIAN TIMINGS - CONTROL * - 3 - 3 1 Phase: Pedestrian Timings

Walk................................ : 0 Pedestrian Clearance....... : 0 Act Rest in Walk.............. : 0

2 7

22 0

3 0 0 0

4 7

25 0

5 0 0 0

6 7

22 0

7 0 0 0

8 7

25 0

Pedestrian Control Entry "1" = Yes & "0" = No

PHASE DATA - GENERAL CONTROL * - 3 - 4 1 Phase: General Control

Initialization..................... : 1 Non-Act Response.......... : 0

2 4 1

3 1 0

4 1 2

5 1 0

6 4 1

7 1 0

8 1 2

PHASE DATA - VEHICLE AND PEDESTRIAN RECALLS * - 3 - 5 1 Phase: Recalls

Vehicle Recalls................. : 0 Pedestrian Recalls............ : 0 Recall Delay (SEC)........... : 0

2 3 4 0

3 0 0 0

4 0 0 0

5 0 0 0

6 3 4 0

7 0 0 0

8 0 0 0

Codes..................................... : 0 1 2 3 4 Initialization..................... : NONE INACTIVE RED YELLOW GREEN Non-Act Response........... : NONE TO NA 1 TO NA II TO BOTH ---------- Vehicle Recalls................ : NONE 1 CALL MINIMUM MAXIMUM SOFT Pedestrian Recalls........... : NONE 1 CALL PED NA NA+

PHASE DATA - VEHICLE CONTROLS * - 3 - 6 1 Phase: Vehicle Control

Non-Locking Memory..... : 0 Dual Entry...................... : 0

8 1 1

7 1 0

6 1 1

5 0 0

4 1 1

3 0 0

2 1 1

PHASE DATA - SEQUENCE CONTROL * - 3 - 7 1 Phase: Sequence

Phase Omit....................... : 2 Phase - Yellow.................. : 0

2 0 0

3 4 0

4 0 0

5 6 0

6 0 0

7 8 0

8 0 0

Page 2 of 13 C.90.2.25.2011

Model


1

.

PHASE DATA - VEHICLE DETECTOR CONTROL * - 3 - 8 - 1 1 Detector: Control


2 2 0 0 0 0

3 3 0 8 0 0

4 4 0 0 0 0

5 5 0 2 0 0

6 6 0 0 0 0

7 7 0 0 0 0

8 8 0 0 0 0


Phase is Yellow / Red & # - Phase is Green PHASE DATA - PEDESTRIAN DETECTOR CONTROL *- 3 - 8 - 9 1 Detector: Control


2 2 1 0 0 0

3 3 1 0 0 0

4 4 1 0 0 0

5 5 1 0 0 0

6 6 1 0 0 0

7 7 1 0 0 0

8 8 1 0 0 0


Phase is Yellow / Red & # - Phase is Green

PHASE DATA - SPECIAL DETECTOR CONTROL DATA * - 3 - 8 - 0 1 Detector: Control


8 0 0 0 0 0

7 0 0 0 0 0

6 0 0 0 0 0

5 0 0 0 0 0

4 0 0 0 0 0

3 0 0 0 0 0

2 0 0 0 0 0


Phase is Yellow / Red & # - Phase is Green UNIT DATA - START UP& MISC * - 4 - 1

Startup Time....................: 8 Time in Seconds Startup State....................: 1 0-Flash 1-Red Red Revert/10..................: Time in Tenth Seconds 400 Auto Ped Clear.................: 0 0-No 1-Yes Stop Time Reset...............: 0 0-No 1-Yes Alternate Sequence..........: 0 00-15 Alt Sequence ##

UNIT DATA - AUTOMATIC FLASH N/A

Page 3 of 13 C.90.2.25.2011

3080 Bostwick Road


Appendix C: Talbot Village Phase 5 and 6 Data

September 2017

OCTOBER 20153105 Boswick Road


100m 200m

PROPOSED DEVELOPMENT

EXHIBIT 1Site Location

0

OCTOBER 2015EXHIBIT 3

Proposed Development PhasingTalbot Village Phases 5 and 6Transportation Impact Study

38850

0m 50m -20m

PHASE 5

PHASE 6

3080 Bostwick Road


Appendix D: Trip Generation Data

September 2017





3080 Bostwick Road


Appendix E: Traffic Signal Warrants

September 2017

Project: Date:

Project #

Location at(Roadway) (Intersecting Roadway)

Municipality

Number %

480 720 720 1080 437 40%

120 170 270 383 62 16%

480 720 720 1080 375 35%

50 75 75 113 57 51%

Projected Traffic Volumes:

Artery V1 Artery V2 Minor V3 Minor V4 Average Hourly Volume (AHV) = AM_PHV+PM_PHV/4PHV = Peak Hour Volume

Notes and Adjustment Factors:

1.00

4. The lowest sectional percentage governs the entire warrant.

Yes 1.5

1.5

(a) Left-turns from both minor road approaches. 520

(b) The heaviest through volume from the minor road. 0

© 50% of the heavier left turn movement from major road when both of the following are met: 41 0

(i) the left-turn volume >120 vph No

(ii) the left-turn volume plus the opposing volume >720 vph No

(d) Pedestrians crossing the main road. 5

CONCLUSION: The intersection does NOT meet the minimum warrants for traffic control signals.

* "Ontario Traffic Manual, Book 12", Ontario Ministry of Transportation.

Adj. Factors

1. Vehicle volume warrants (1A) and (2A) for intersections of roadways having two or more moving lanes in one direction should be 25% higher than the values given above.

2. Warrant values for free flow apply when the 85th percentile speed of artery traffic equals or exceeds 70 km/h or when the intersection lies within the built-up area of an isolated community having a population of less than 10,000.

3. Warrant values for restricted flow apply to large urban communities when the 85th percentile speed of artery traffic does not exceed 70 km/h.

Approach Volume Input (vph)

165 210 62 0

3080 Bostwick Road

36989

2017-09-20

MINIMUM WARRANTS FOR INSTALLATION OF TRAFFIC SIGNALS USING PROJECTED VOLUMES*

16%

FREE FLOW RESTRICTED FLOW

ADJUSTED FREE FLOW

ADJUSTED RESTRICTED

FLOW

35%

Bostwick EW Collector

City of London 2028 BG + SG

Peak Hour

Projected Volume

A. Vehicle volumes, along artery (Average Hour)

AM+PM

A. Vehicle volumes, all approaches (Average Hour)

No

No

Yes

5. For "T" intersections the warrant values for the minor road should be increased by 50% (Warrant 1B only).

6. All flow values for Warrant 1 and Warrant 2 are to be increased by 20% for existing intersections and by 50% in the case of new intersections.

7. The crossing volumes are defined as:

New

COMPLIANCE

SECTIONAL ENTIRE %

DESCRIPTION

1. VEHICULAR VOLUME

2. DELAY TO CROSS TRAFFIC

WARRANT

MINIMUM REQUIREMENT FOR 2 LANE HIGHWAYS

B. Combined vehicle and pedestrian volume crossing artery from minor roads (Average Hour)

B. Vehicle volume along minor roads (Average Hour)

Project: Date:

Project #

Location at(Roadway) (Intersecting Roadway)

Municipality

Number %

480 720 720 1080 422 39%

120 170 270 383 27 7%

480 720 720 1080 395 37%

50 75 75 113 26 23%

Projected Traffic Volumes:

Artery V1 Artery V2 Minor V3 Minor V4 Average Hourly Volume (AHV) = AM_PHV+PM_PHV/4PHV = Peak Hour Volume

Notes and Adjustment Factors:

1.00

4. The lowest sectional percentage governs the entire warrant.

Yes 1.5

1.5

(a) Left-turns from both minor road approaches. 210

(b) The heaviest through volume from the minor road. 0

© 50% of the heavier left turn movement from major road when both of the following are met: 18 0

(i) the left-turn volume >120 vph No

(ii) the left-turn volume plus the opposing volume >720 vph No

(d) Pedestrians crossing the main road. 5

CONCLUSION: The intersection does NOT meet the minimum warrants for traffic control signals.

* "Ontario Traffic Manual, Book 12", Ontario Ministry of Transportation.

COMPLIANCE

SECTIONAL ENTIRE %

DESCRIPTION

1. VEHICULAR VOLUME

2. DELAY TO CROSS TRAFFIC

WARRANT

MINIMUM REQUIREMENT FOR 2 LANE HIGHWAYS

B. Combined vehicle and pedestrian volume crossing artery from minor roads (Average Hour)

B. Vehicle volume along minor roads (Average Hour)

No

No

Yes

5. For "T" intersections the warrant values for the minor road should be increased by 50% (Warrant 1B only).

6. All flow values for Warrant 1 and Warrant 2 are to be increased by 20% for existing intersections and by 50% in the case of new intersections.

7. The crossing volumes are defined as:

New

23%

Bostwick Street 4

City of London 2028 BG + SG

Peak Hour

Projected Volume

A. Vehicle volumes, along artery (Average Hour)

AM+PM

A. Vehicle volumes, all approaches (Average Hour)

3080 Bostwick Road

36989

2017-09-20

MINIMUM WARRANTS FOR INSTALLATION OF TRAFFIC SIGNALS USING PROJECTED VOLUMES*

7%

FREE FLOW RESTRICTED FLOW

ADJUSTED FREE FLOW

ADJUSTED RESTRICTED

FLOW

Adj. Factors

1. Vehicle volume warrants (1A) and (2A) for intersections of roadways having two or more moving lanes in one direction should be 25% higher than the values given above.

2. Warrant values for free flow apply when the 85th percentile speed of artery traffic equals or exceeds 70 km/h or when the intersection lies within the built-up area of an isolated community having a population of less than 10,000.

3. Warrant values for restricted flow apply to large urban communities when the 85th percentile speed of artery traffic does not exceed 70 km/h.

Approach Volume Input (vph)

169 226 27 0

3080 Bostwick Road


Appendix F: Intersection Capacity Analysis Output

September 2017

Existing (2017) Results

Lanes, Volumes, Timings Existing (2017)1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour

3080 Bostwick Road TIS Synchro 7 - ReportMay 2017 Page 1

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 22 657 138 24 315 48 52 60 50 79 89 31Future Volume (vph) 22 657 138 24 315 48 52 60 50 79 89 31Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 170.0 0.0 100.0 30.0 80.0 0.0 30.0 0.0Storage Lanes 1 0 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.974 0.850 0.931 0.961Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 1834 0 1789 1883 1601 1789 1938 0 2072 1810 0Flt Permitted 0.560 0.260 0.676 0.682Satd. Flow (perm) 1055 1834 0 490 1883 1601 1273 1938 0 1487 1810 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 21 51 53 25Link Speed (k/h) 60 60 60 50Link Distance (m) 269.8 218.2 228.9 205.4Travel Time (s) 16.2 13.1 13.7 14.8Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 23 692 145 25 332 51 55 63 53 83 94 33Shared Lane Traffic (%)Lane Group Flow (vph) 23 837 0 25 332 51 55 116 0 83 127 0Turn Type Perm NA Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4Detector Phase 2 2 6 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Minimum Split (s) 25.8 25.8 25.8 25.8 25.8 29.8 29.8 29.8 29.8Total Split (s) 45.0 45.0 45.0 45.0 45.0 30.0 30.0 30.0 30.0Total Split (%) 60.0% 60.0% 60.0% 60.0% 60.0% 40.0% 40.0% 40.0% 40.0%Maximum Green (s) 39.2 39.2 39.2 39.2 39.2 24.2 24.2 24.2 24.2Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 3.8 3.8 3.8 3.8All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 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 0.0Total Lost Time (s) 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Max Max Max Max Max None None None NoneWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 17.0 17.0 17.0 17.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 43.4 43.4 43.4 43.4 43.4 9.0 9.0 9.0 9.0Actuated g/C Ratio 0.72 0.72 0.72 0.72 0.72 0.15 0.15 0.15 0.15v/c Ratio 0.03 0.63 0.07 0.25 0.04 0.29 0.35 0.37 0.43Control Delay 4.4 9.1 5.0 4.9 1.7 26.5 16.6 27.8 23.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 4.4 9.1 5.0 4.9 1.7 26.5 16.6 27.8 23.5

Lanes, Volumes, Timings Existing (2017)1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A A A A A C B C CApproach Delay 9.0 4.5 19.8 25.2Approach LOS A A B CQueue Length 50th (m) 0.7 41.4 0.7 11.2 0.0 5.0 5.7 7.7 9.4Queue Length 95th (m) 2.8 88.5 3.3 23.9 2.8 12.8 16.5 17.4 21.3Internal Link Dist (m) 245.8 194.2 204.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 759 1325 352 1355 1166 511 809 596 741Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.03 0.63 0.07 0.25 0.04 0.11 0.14 0.14 0.17

Intersection SummaryArea Type: OtherCycle Length: 75Actuated Cycle Length: 60.3Natural Cycle: 75Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.63Intersection Signal Delay: 11.1 Intersection LOS: BIntersection Capacity Utilization 63.1% ICU Level of Service BAnalysis Period (min) 15

Splits and Phases: 1: Bostwick Road/Farnham Road & Southdale Road West

Lanes, Volumes, Timings Existing (2017)1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour



Lanes, Volumes, Timings Existing (2017)1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS B B A C A D C C BApproach Delay 13.1 17.4 31.2 18.2Approach LOS B B C BQueue Length 50th (m) 1.9 42.5 2.0 75.1 3.7 28.2 15.4 8.7 5.6Queue Length 95th (m) 7.7 81.5 6.9 #161.2 13.1 49.9 29.0 18.6 14.6Internal Link Dist (m) 245.8 290.1 683.0 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 170 1068 352 1078 968 455 648 423 643Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.21 0.58 0.11 0.80 0.20 0.57 0.28 0.22 0.15

Intersection SummaryArea Type: OtherCycle Length: 75Actuated Cycle Length: 69.2Natural Cycle: 75Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.80Intersection Signal Delay: 18.8 Intersection LOS: BIntersection Capacity Utilization 77.1% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Existing (2017)2: Wonderland Road South & Southdale Road West AM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 93 538 80 72 261 214 83 492 44 390 881 37Future Volume (vph) 93 538 80 72 261 214 83 492 44 390 881 37Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 120.0 50.0 150.0 0.0 100.0 0.0 100.0 0.0Storage Lanes 1 1 1 0 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95Frt 0.850 0.932 0.988 0.994Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3579 1601 1789 3335 0 1789 3908 0 2072 3557 0Flt Permitted 0.391 0.329 0.204 0.310Satd. Flow (perm) 736 3579 1601 620 3335 0 384 3908 0 676 3557 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 127 225 10 5Link Speed (k/h) 60 60 60 60Link Distance (m) 389.6 327.4 202.7 210.3Travel Time (s) 23.4 19.6 12.2 12.6Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 98 566 84 76 275 225 87 518 46 411 927 39Shared Lane Traffic (%)Lane Group Flow (vph) 98 566 84 76 500 0 87 564 0 411 966 0Turn Type pm+pt NA Perm pm+pt NA pm+pt NA pm+pt NAProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 2 6Detector Phase 7 4 4 3 8 5 2 1 6Switch PhaseMinimum Initial (s) 5.0 7.0 7.0 5.0 7.0 5.0 7.0 5.0 7.0Minimum Split (s) 9.0 38.6 38.6 9.0 38.6 9.0 35.1 9.0 35.1Total Split (s) 9.0 38.6 38.6 9.0 38.6 9.0 35.4 12.0 38.4Total Split (%) 9.5% 40.6% 40.6% 9.5% 40.6% 9.5% 37.3% 12.6% 40.4%Maximum Green (s) 5.0 32.0 32.0 5.0 32.0 5.0 29.3 8.0 32.3Yellow Time (s) 3.0 3.9 3.9 3.0 3.9 3.0 3.7 3.0 3.7All-Red Time (s) 1.0 2.7 2.7 1.0 2.7 1.0 2.4 1.0 2.4Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 6.6 6.6 4.0 6.6 4.0 6.1 4.0 6.1Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None Min Min None Min None Min None MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 25.0 25.0 25.0 22.0 22.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 23.7 17.3 17.3 23.7 17.3 28.6 21.1 35.3 27.2Actuated g/C Ratio 0.33 0.24 0.24 0.33 0.24 0.40 0.30 0.50 0.38v/c Ratio 0.30 0.65 0.17 0.26 0.51 0.34 0.48 0.82 0.71Control Delay 18.4 29.4 2.7 17.8 15.3 14.7 22.0 30.3 24.0Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 18.4 29.4 2.7 17.8 15.3 14.7 22.0 30.3 24.0

Lanes, Volumes, Timings Existing (2017)2: Wonderland Road South & Southdale Road West AM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS B C A B B B C C CApproach Delay 25.0 15.6 21.0 25.9Approach LOS C B C CQueue Length 50th (m) 8.0 35.2 0.0 6.1 15.6 5.6 29.9 31.1 57.1Queue Length 95th (m) 18.0 54.1 4.1 14.6 30.1 13.4 47.0 #77.4 85.9Internal Link Dist (m) 365.6 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 323 1703 828 293 1705 258 1708 501 1711Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.30 0.33 0.10 0.26 0.29 0.34 0.33 0.82 0.56

Intersection SummaryArea Type: OtherCycle Length: 95Actuated Cycle Length: 71.2Natural Cycle: 95Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.82Intersection Signal Delay: 23.0 Intersection LOS: CIntersection Capacity Utilization 68.7% ICU Level of Service CAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 2: Wonderland Road South & Southdale Road West

Lanes, Volumes, Timings Existing (2017)2: Wonderland Road South & Southdale Road West PM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 118 496 111 183 632 340 235 1015 129 328 789 58Future Volume (vph) 118 496 111 183 632 340 235 1015 129 328 789 58Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 120.0 50.0 150.0 0.0 100.0 0.0 100.0 0.0Storage Lanes 1 1 1 0 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95Frt 0.850 0.948 0.983 0.990Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3579 1601 1789 3392 0 1789 3888 0 2072 3543 0Flt Permitted 0.123 0.301 0.192 0.087Satd. Flow (perm) 232 3579 1601 567 3392 0 362 3888 0 190 3543 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 117 85 13 7Link Speed (k/h) 60 60 60 60Link Distance (m) 450.9 327.4 202.7 210.3Travel Time (s) 27.1 19.6 12.2 12.6Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 124 522 117 193 665 358 247 1068 136 345 831 61Shared Lane Traffic (%)Lane Group Flow (vph) 124 522 117 193 1023 0 247 1204 0 345 892 0Turn Type pm+pt NA Perm pm+pt NA pm+pt NA pm+pt NAProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 2 6Detector Phase 7 4 4 3 8 5 2 1 6Switch PhaseMinimum Initial (s) 5.0 7.0 7.0 5.0 7.0 5.0 7.0 5.0 7.0Minimum Split (s) 9.0 38.6 38.6 9.0 38.6 9.0 35.1 9.0 35.1Total Split (s) 9.0 39.0 39.0 12.0 42.0 18.0 49.0 20.0 51.0Total Split (%) 7.5% 32.5% 32.5% 10.0% 35.0% 15.0% 40.8% 16.7% 42.5%Maximum Green (s) 5.0 32.4 32.4 8.0 35.4 14.0 42.9 16.0 44.9Yellow Time (s) 3.0 3.9 3.9 3.0 3.9 3.0 3.7 3.0 3.7All-Red Time (s) 1.0 2.7 2.7 1.0 2.7 1.0 2.4 1.0 2.4Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 6.6 6.6 4.0 6.6 4.0 6.1 4.0 6.1Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None C-Max None C-MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 25.0 25.0 25.0 22.0 22.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 40.0 32.4 32.4 46.0 35.4 58.0 42.9 63.7 45.9Actuated g/C Ratio 0.33 0.27 0.27 0.38 0.30 0.48 0.36 0.53 0.38v/c Ratio 0.87 0.54 0.23 0.65 0.97 0.75 0.86 0.98 0.66Control Delay 78.3 39.9 7.1 37.3 59.1 31.3 43.0 76.6 33.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 78.3 39.9 7.1 37.3 59.1 31.3 43.0 76.6 33.3

Lanes, Volumes, Timings Existing (2017)2: Wonderland Road South & Southdale Road West PM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS E D A D E C D E CApproach Delay 41.1 55.7 41.0 45.4Approach LOS D E D DQueue Length 50th (m) 17.4 51.0 0.0 28.2 107.3 27.4 125.4 58.1 83.5Queue Length 95th (m) #43.0 67.0 12.7 44.4 #147.4 #46.3 151.5 #112.4 104.1Internal Link Dist (m) 426.9 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 142 966 517 298 1060 344 1398 352 1359Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.87 0.54 0.23 0.65 0.97 0.72 0.86 0.98 0.66

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.98Intersection Signal Delay: 46.0 Intersection LOS: DIntersection Capacity Utilization 96.9% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Existing (2017) - Road Mods2: Wonderland Road South & Southdale Road West AM Peak Hour - with Modifications

3080 Bostwick Road TIS Synchro 9 ReportMay 2017 Page 3

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 93 538 80 72 261 214 83 492 44 390 881 37Future Volume (vph) 93 538 80 72 261 214 83 492 44 390 881 37Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 120.0 50.0 150.0 40.0 100.0 0.0 100.0 0.0Storage Lanes 1 1 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95 1.00 0.95 0.95Frt 0.850 0.850 0.988 0.994Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3579 1601 1789 3579 1601 1789 3908 0 2072 3557 0Flt Permitted 0.583 0.316 0.278 0.261Satd. Flow (perm) 1098 3579 1601 595 3579 1601 524 3908 0 569 3557 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 143 225 8 5Link Speed (k/h) 60 60 60 60Link Distance (m) 389.6 327.4 202.7 210.3Travel Time (s) 23.4 19.6 12.2 12.6Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 98 566 84 76 275 225 87 518 46 411 927 39Shared Lane Traffic (%)Lane Group Flow (vph) 98 566 84 76 275 225 87 564 0 411 966 0Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NAProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 8 2 6Detector Phase 7 4 4 3 8 8 5 2 1 6Switch PhaseMinimum Initial (s) 5.0 7.0 7.0 5.0 7.0 7.0 5.0 7.0 5.0 7.0Minimum Split (s) 9.0 38.6 38.6 9.0 38.6 38.6 9.0 35.1 9.0 35.1Total Split (s) 9.0 40.0 40.0 9.0 40.0 40.0 10.0 39.0 27.0 56.0Total Split (%) 7.8% 34.8% 34.8% 7.8% 34.8% 34.8% 8.7% 33.9% 23.5% 48.7%Maximum Green (s) 5.0 33.4 33.4 5.0 33.4 33.4 6.0 32.9 23.0 49.9Yellow Time (s) 3.0 3.9 3.9 3.0 3.9 3.9 3.0 3.7 3.0 3.7All-Red Time (s) 1.0 2.7 2.7 1.0 2.7 2.7 1.0 2.4 1.0 2.4Lost 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) 4.0 6.6 6.6 4.0 6.6 6.6 4.0 6.1 4.0 6.1Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None Min Min None Min Min None Min None MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 25.0 25.0 25.0 25.0 22.0 22.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 24.9 18.4 18.4 24.9 18.4 18.4 26.5 17.9 40.2 30.5Actuated g/C Ratio 0.33 0.24 0.24 0.33 0.24 0.24 0.35 0.23 0.53 0.40v/c Ratio 0.24 0.66 0.17 0.28 0.32 0.41 0.31 0.61 0.67 0.68Control Delay 19.8 31.8 1.6 20.4 26.9 6.6 15.5 30.6 17.8 23.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 19.8 31.8 1.6 20.4 26.9 6.6 15.5 30.6 17.8 23.6

Lanes, Volumes, Timings Existing (2017) - Road Mods2: Wonderland Road South & Southdale Road West AM Peak Hour - with Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS B C A C C A B C B CApproach Delay 26.8 18.1 28.6 21.9Approach LOS C B C CQueue Length 50th (m) 8.5 37.0 0.0 6.5 16.3 0.0 5.6 35.3 31.5 59.0Queue Length 95th (m) 21.2 62.1 2.0 17.3 30.5 15.6 13.8 61.5 58.4 89.7Internal Link Dist (m) 365.6 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 40.0 100.0 100.0Base Capacity (vph) 404 1654 816 275 1654 861 286 1783 777 2440Starvation 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 0.24 0.34 0.10 0.28 0.17 0.26 0.30 0.32 0.53 0.40

Intersection SummaryArea Type: OtherCycle Length: 115Actuated Cycle Length: 76.5Natural Cycle: 95Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.68Intersection Signal Delay: 23.6 Intersection LOS: CIntersection Capacity Utilization 68.5% ICU Level of Service CAnalysis Period (min) 15


Lanes, Volumes, Timings Existing (2017) Road Mods2: Wonderland Road South & Southdale Road West PM Peak Hour - with Modifications



Lanes, Volumes, Timings Existing (2017) Road Mods2: Wonderland Road South & Southdale Road West PM Peak Hour - with Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D D A D D A C D D CApproach Delay 31.8 32.0 38.4 35.3Approach LOS C C D DQueue Length 50th (m) 15.6 44.7 0.0 25.2 59.7 7.2 21.9 106.5 43.8 70.4Queue Length 95th (m) 27.1 59.5 11.7 #43.3 77.5 29.5 42.6 #156.3 #100.0 101.2Internal Link Dist (m) 426.9 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 40.0 100.0 100.0Base Capacity (vph) 202 1167 601 262 1167 729 386 1443 402 1363Starvation 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 0.61 0.45 0.19 0.74 0.57 0.49 0.64 0.83 0.86 0.65

Intersection SummaryArea Type: OtherCycle Length: 110Actuated Cycle Length: 100.4Natural Cycle: 95Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.89Intersection Signal Delay: 34.8 Intersection LOS: CIntersection Capacity Utilization 86.1% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


HCM Unsignalized Intersection Capacity Analysis Existing (2017)3: Pack Road & Bostwick Road AM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 44 140 30 110 220 20Future Volume (Veh/h) 44 140 30 110 220 20Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 46 147 32 116 232 21PedestriansLane 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 422 242 253vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 422 242 253tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 92 82 98cM capacity (veh/h) 574 796 1312

Direction, Lane # EB 1 NB 1 SB 1Volume Total 193 148 253Volume Left 46 32 0Volume Right 147 0 21cSH 729 1312 1700Volume to Capacity 0.26 0.02 0.15Queue Length 95th (m) 7.4 0.5 0.0Control Delay (s) 11.7 1.8 0.0Lane LOS B AApproach Delay (s) 11.7 1.8 0.0Approach LOS B

Intersection SummaryAverage Delay 4.3Intersection Capacity Utilization 41.3% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing (2017)3: Pack Road & Bostwick Road PM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 92 547 181Volume Left 41 198 0Volume Right 51 0 62cSH 437 1394 1700Volume to Capacity 0.21 0.14 0.11Queue Length 95th (m) 5.5 3.5 0.0Control Delay (s) 15.4 3.8 0.0Lane LOS C AApproach Delay (s) 15.4 3.8 0.0Approach LOS C


Future (2023) Background Results

Lanes, Volumes, Timings Future (2023) Background1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A B A A A C B C CApproach Delay 11.7 5.1 21.2 26.1Approach LOS B A C CQueue Length 50th (m) 0.8 52.1 0.9 13.2 0.0 6.4 8.1 8.5 10.9Queue Length 95th (m) 3.2 #141.2 4.0 28.8 3.1 15.3 20.4 19.2 23.4Internal Link Dist (m) 245.8 194.2 204.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 729 1307 283 1336 1152 496 729 493 730Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.03 0.70 0.10 0.27 0.05 0.14 0.20 0.18 0.19



Lanes, Volumes, Timings Future (2023) Background1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C B B C A D C C BApproach Delay 16.0 24.0 33.9 18.5Approach LOS B C C BQueue Length 50th (m) 2.5 56.7 2.8 100.3 5.3 33.1 18.0 9.5 7.6Queue Length 95th (m) 11.4 95.6 8.4 #183.6 14.8 #64.3 33.0 20.1 17.8Internal Link Dist (m) 245.8 290.1 683.0 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 105 1037 281 1048 945 435 630 387 629Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.36 0.66 0.17 0.90 0.23 0.67 0.32 0.26 0.19

Intersection SummaryArea Type: OtherCycle Length: 75Actuated Cycle Length: 71Natural Cycle: 80Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.90Intersection Signal Delay: 23.2 Intersection LOS: CIntersection Capacity Utilization 83.0% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Future (2023) Background1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour - With 4-Lane Southdale Road and Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 24 715 152 26 343 53 66 76 65 86 100 34Future Volume (vph) 24 715 152 26 343 53 66 76 65 86 100 34Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 170.0 0.0 100.0 30.0 80.0 0.0 30.0 0.0Storage Lanes 1 0 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.974 0.850 0.931 0.962Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3485 0 1789 3579 1601 1789 1753 0 1789 1812 0Flt Permitted 0.536 0.279 0.667 0.663Satd. Flow (perm) 1010 3485 0 525 3579 1601 1256 1753 0 1249 1812 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 50 56 68 34Link Speed (k/h) 60 60 60 50Link Distance (m) 269.8 218.2 228.9 205.4Travel Time (s) 16.2 13.1 13.7 14.8Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 25 753 160 27 361 56 69 80 68 91 105 36Shared Lane Traffic (%)Lane Group Flow (vph) 25 913 0 27 361 56 69 148 0 91 141 0Turn Type Perm NA Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4Detector Phase 2 2 6 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Minimum Split (s) 25.8 25.8 25.8 25.8 25.8 29.8 29.8 29.8 29.8Total Split (s) 30.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%Maximum Green (s) 24.2 24.2 24.2 24.2 24.2 24.2 24.2 24.2 24.2Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 3.8 3.8 3.8 3.8All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 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 0.0Total Lost Time (s) 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Min Min Min Min Min Min Min Min MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 17.0 17.0 17.0 17.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 14.7 14.7 14.7 14.7 14.7 8.7 8.7 8.7 8.7Actuated g/C Ratio 0.42 0.42 0.42 0.42 0.42 0.25 0.25 0.25 0.25v/c Ratio 0.06 0.62 0.12 0.24 0.08 0.22 0.31 0.30 0.30Control Delay 6.7 9.7 8.1 7.1 2.8 14.0 9.5 15.0 11.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 6.7 9.7 8.1 7.1 2.8 14.0 9.5 15.0 11.6

Lanes, Volumes, Timings Future (2023) Background1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour - With 4-Lane Southdale Road and Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A A A A A B A B BApproach Delay 9.6 6.6 10.9 12.9Approach LOS A A B BQueue Length 50th (m) 0.7 16.1 0.8 5.6 0.0 2.8 3.2 3.8 4.3Queue Length 95th (m) 3.4 32.2 3.9 12.4 3.4 10.6 13.8 13.3 15.4Internal Link Dist (m) 245.8 194.2 204.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 710 2467 369 2519 1143 883 1253 879 1285Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.04 0.37 0.07 0.14 0.05 0.08 0.12 0.10 0.11

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 35.4Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.62Intersection Signal Delay: 9.5 Intersection LOS: AIntersection Capacity Utilization 52.9% ICU Level of Service AAnalysis Period (min) 15


Lanes, Volumes, Timings Future (2023) Background1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour - With 4-Lane Southdale Road and Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 36 580 68 45 892 204 277 152 42 94 75 37Future Volume (vph) 36 580 68 45 892 204 277 152 42 94 75 37Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 170.0 30.0 100.0 30.0 80.0 0.0 30.0 0.0Storage Lanes 1 0 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.984 0.850 0.968 0.950Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3521 0 1789 3579 1601 1789 1823 0 1789 1789 0Flt Permitted 0.232 0.372 0.681 0.630Satd. Flow (perm) 437 3521 0 701 3579 1601 1283 1823 0 1187 1789 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 25 215 28 39Link Speed (k/h) 60 60 60 50Link Distance (m) 269.8 314.1 707.0 205.4Travel Time (s) 16.2 18.8 42.4 14.8Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 38 611 72 47 939 215 292 160 44 99 79 39Shared Lane Traffic (%)Lane Group Flow (vph) 38 683 0 47 939 215 292 204 0 99 118 0Turn Type Perm NA Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4Detector Phase 2 2 6 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Minimum Split (s) 25.8 25.8 25.8 25.8 25.8 29.8 29.8 29.8 29.8Total Split (s) 29.8 29.8 29.8 29.8 29.8 30.2 30.2 30.2 30.2Total Split (%) 49.7% 49.7% 49.7% 49.7% 49.7% 50.3% 50.3% 50.3% 50.3%Maximum Green (s) 24.0 24.0 24.0 24.0 24.0 24.4 24.4 24.4 24.4Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 3.8 3.8 3.8 3.8All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 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 0.0Total Lost Time (s) 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Min Min Min Min Min Min Min Min MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 17.0 17.0 17.0 17.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 18.6 18.6 18.6 18.6 18.6 15.5 15.5 15.5 15.5Actuated g/C Ratio 0.40 0.40 0.40 0.40 0.40 0.33 0.33 0.33 0.33v/c Ratio 0.22 0.48 0.17 0.65 0.28 0.68 0.32 0.25 0.19Control Delay 14.5 11.8 12.2 14.4 3.2 22.8 11.8 13.6 9.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 14.5 11.8 12.2 14.4 3.2 22.8 11.8 13.6 9.1

Lanes, Volumes, Timings Future (2023) Background1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour - With 4-Lane Southdale Road and Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS B B B B A C B B AApproach Delay 11.9 12.3 18.3 11.2Approach LOS B B B BQueue Length 50th (m) 1.7 17.6 2.1 27.6 0.0 18.3 9.4 5.2 4.0Queue Length 95th (m) 8.1 36.6 8.6 55.1 9.5 41.2 22.3 14.1 12.3Internal Link Dist (m) 245.8 290.1 683.0 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 238 1932 382 1953 971 711 1023 658 1009Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.16 0.35 0.12 0.48 0.22 0.41 0.20 0.15 0.12

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 46.4Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.68Intersection Signal Delay: 13.2 Intersection LOS: BIntersection Capacity Utilization 71.4% ICU Level of Service CAnalysis Period (min) 15


Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West AM Peak Hour





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C C A C B B C C CApproach Delay 26.8 17.7 26.4 26.4Approach LOS C B C CQueue Length 50th (m) 9.8 42.3 0.0 7.2 20.1 6.9 39.1 38.0 68.8Queue Length 95th (m) 21.2 64.0 0.6 16.8 36.7 15.9 59.5 #90.4 102.3Internal Link Dist (m) 365.6 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 293 1524 776 258 1547 233 1531 546 1769Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.37 0.41 0.12 0.32 0.35 0.42 0.40 0.82 0.59

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 78.4Natural Cycle: 95Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.82Intersection Signal Delay: 25.0 Intersection LOS: CIntersection Capacity Utilization 73.4% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West PM Peak Hour





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS E D A D E D E F DApproach Delay 39.8 65.7 64.9 54.0Approach LOS D E E DQueue Length 50th (m) 18.6 55.6 0.0 29.9 ~128.0 38.7 ~151.1 ~68.8 100.7Queue Length 95th (m) #46.4 72.3 13.0 #46.8 #166.4 #77.3 #195.4 #123.5 124.6Internal Link Dist (m) 426.9 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 157 1002 539 303 1093 329 1294 369 1207Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.87 0.57 0.24 0.69 1.02 0.81 1.01 1.02 0.80

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 120Natural Cycle: 105Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.02Intersection Signal Delay: 58.1 Intersection LOS: EIntersection Capacity Utilization 104.0% ICU Level of Service GAnalysis Period (min) 15~ 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.


Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West AM Peak Hour - With 4-Lane Southdale Road and Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 104 592 87 78 283 233 92 535 48 424 958 40Future Volume (vph) 104 592 87 78 283 233 92 535 48 424 958 40Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 120.0 50.0 150.0 40.0 100.0 30.0 120.0 30.0Storage Lanes 1 1 1 1 1 1 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95Frt 0.850 0.850 0.850 0.994Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3579 1601 1789 3579 1601 1789 3955 1601 2072 3557 0Flt Permitted 0.570 0.260 0.215 0.266Satd. Flow (perm) 1074 3579 1601 490 3579 1601 405 3955 1601 580 3557 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 137 245 142 4Link Speed (k/h) 60 60 60 60Link Distance (m) 389.6 327.4 202.7 210.3Travel Time (s) 23.4 19.6 12.2 12.6Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 109 623 92 82 298 245 97 563 51 446 1008 42Shared Lane Traffic (%)Lane Group Flow (vph) 109 623 92 82 298 245 97 563 51 446 1050 0Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NAProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 7 4 4 3 8 8 5 2 2 1 6Switch PhaseMinimum Initial (s) 5.0 7.0 7.0 5.0 7.0 7.0 5.0 7.0 7.0 5.0 7.0Minimum Split (s) 9.0 38.6 38.6 9.0 38.6 38.6 9.0 35.1 35.1 9.0 35.1Total Split (s) 10.0 39.0 39.0 10.0 39.0 39.0 12.0 40.0 40.0 31.0 59.0Total Split (%) 8.3% 32.5% 32.5% 8.3% 32.5% 32.5% 10.0% 33.3% 33.3% 25.8% 49.2%Maximum Green (s) 6.0 32.4 32.4 6.0 32.4 32.4 8.0 33.9 33.9 27.0 52.9Yellow Time (s) 3.0 3.9 3.9 3.0 3.9 3.9 3.0 3.7 3.7 3.0 3.7All-Red Time (s) 1.0 2.7 2.7 1.0 2.7 2.7 1.0 2.4 2.4 1.0 2.4Lost 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) 4.0 6.6 6.6 4.0 6.6 6.6 4.0 6.1 6.1 4.0 6.1Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None Min Min None Min Min None Min Min None MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 25.0 25.0 25.0 25.0 22.0 22.0 22.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 29.0 21.8 21.8 29.0 21.8 21.8 31.9 21.7 21.7 46.5 35.5Actuated g/C Ratio 0.33 0.25 0.25 0.33 0.25 0.25 0.37 0.25 0.25 0.53 0.41v/c Ratio 0.27 0.70 0.18 0.32 0.33 0.42 0.36 0.57 0.10 0.72 0.72Control Delay 22.5 35.9 2.5 23.6 29.9 6.5 17.8 32.9 0.4 20.5 27.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 22.5 35.9 2.5 23.6 29.9 6.5 17.8 32.9 0.4 20.5 27.1

Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West AM Peak Hour - With 4-Lane Southdale Road and Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C D A C C A B C A C CApproach Delay 30.4 19.9 28.5 25.2Approach LOS C B C CQueue Length 50th (m) 11.2 48.0 0.0 8.3 20.7 0.0 7.3 40.8 0.0 40.5 77.0Queue Length 95th (m) 25.5 76.3 3.9 20.1 36.2 16.8 16.8 69.7 0.0 72.0 113.6Internal Link Dist (m) 365.6 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 40.0 100.0 30.0 120.0Base Capacity (vph) 411 1430 722 259 1430 786 288 1654 752 806 2306Starvation 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 0.44 0.13 0.32 0.21 0.31 0.34 0.34 0.07 0.55 0.46

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 87.1Natural Cycle: 95Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.72Intersection Signal Delay: 26.1 Intersection LOS: CIntersection Capacity Utilization 71.6% ICU Level of Service CAnalysis Period (min) 15


Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West PM Peak Hour - With 4-Lane Southdale Road and Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 129 541 121 199 691 370 255 1103 140 356 858 64Future Volume (vph) 129 541 121 199 691 370 255 1103 140 356 858 64Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 120.0 50.0 150.0 40.0 100.0 30.0 120.0 30.0Storage Lanes 1 1 1 1 1 1 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.95Frt 0.850 0.850 0.850 0.990Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3579 1601 1789 3579 1601 1789 3955 1601 2072 3543 0Flt Permitted 0.173 0.267 0.160 0.097Satd. Flow (perm) 326 3579 1601 503 3579 1601 301 3955 1601 212 3543 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 127 282 105 7Link Speed (k/h) 60 60 60 60Link Distance (m) 450.9 327.4 202.7 210.3Travel Time (s) 27.1 19.6 12.2 12.6Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 136 569 127 209 727 389 268 1161 147 375 903 67Shared Lane Traffic (%)Lane Group Flow (vph) 136 569 127 209 727 389 268 1161 147 375 970 0Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NAProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 8 2 2 6Detector Phase 7 4 4 3 8 8 5 2 2 1 6Switch PhaseMinimum Initial (s) 5.0 7.0 7.0 5.0 7.0 7.0 5.0 7.0 7.0 5.0 7.0Minimum Split (s) 9.0 38.6 38.6 9.0 38.6 38.6 9.0 35.1 35.1 9.0 35.1Total Split (s) 10.4 38.6 38.6 11.4 39.6 39.6 20.0 47.0 47.0 23.0 50.0Total Split (%) 8.7% 32.2% 32.2% 9.5% 33.0% 33.0% 16.7% 39.2% 39.2% 19.2% 41.7%Maximum Green (s) 6.4 32.0 32.0 7.4 33.0 33.0 16.0 40.9 40.9 19.0 43.9Yellow Time (s) 3.0 3.9 3.9 3.0 3.9 3.9 3.0 3.7 3.7 3.0 3.7All-Red Time (s) 1.0 2.7 2.7 1.0 2.7 2.7 1.0 2.4 2.4 1.0 2.4Lost 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) 4.0 6.6 6.6 4.0 6.6 6.6 4.0 6.1 6.1 4.0 6.1Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None Min Min None Min Min None Min Min None MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 25.0 25.0 25.0 25.0 22.0 22.0 22.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0Act Effct Green (s) 36.6 27.5 27.5 38.6 28.5 28.5 53.6 37.4 37.4 61.6 41.8Actuated g/C Ratio 0.33 0.25 0.25 0.35 0.26 0.26 0.48 0.33 0.33 0.55 0.37v/c Ratio 0.71 0.65 0.26 0.81 0.80 0.63 0.81 0.88 0.24 0.89 0.73Control Delay 48.0 41.8 7.3 52.7 46.5 15.5 39.6 44.0 10.6 52.9 34.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 48.0 41.8 7.3 52.7 46.5 15.5 39.6 44.0 10.6 52.9 34.4

Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West PM Peak Hour - With 4-Lane Southdale Road and Modifications


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D D A D D B D D B D CApproach Delay 37.6 38.4 40.1 39.6Approach LOS D D D DQueue Length 50th (m) 19.5 56.7 0.0 31.3 75.6 18.1 29.3 118.4 5.9 58.6 89.9Queue Length 95th (m) #33.4 73.7 13.3 #60.4 95.7 47.8 #65.7 148.3 19.4 #112.3 117.6Internal Link Dist (m) 426.9 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 40.0 100.0 30.0 120.0Base Capacity (vph) 191 1035 553 259 1068 675 365 1462 658 436 1416Starvation 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 0.71 0.55 0.23 0.81 0.68 0.58 0.73 0.79 0.22 0.86 0.69

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 111.7Natural Cycle: 95Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.89Intersection Signal Delay: 39.1 Intersection LOS: DIntersection Capacity Utilization 88.1% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West AM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 104 592 87 78 283 233 92 535 48 424 958 40Future Volume (vph) 104 592 87 78 283 233 92 535 48 424 958 40Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 120.0 50.0 150.0 40.0 100.0 30.0 120.0 30.0Storage Lanes 1 1 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.91 0.91 1.00 0.91 0.91Frt 0.850 0.850 0.988 0.994Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3579 1601 1789 3579 1601 1789 5615 0 2072 5111 0Flt Permitted 0.570 0.334 0.284 0.298Satd. Flow (perm) 1074 3579 1601 629 3579 1601 535 5615 0 650 5111 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 121 245 15 8Link Speed (k/h) 60 60 60 60Link Distance (m) 389.6 327.4 202.7 210.3Travel Time (s) 23.4 19.6 12.2 12.6Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 109 623 92 82 298 245 97 563 51 446 1008 42Shared Lane Traffic (%)Lane Group Flow (vph) 109 623 92 82 298 245 97 614 0 446 1050 0Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NAProtected Phases 4 8 5 2 1 6Permitted Phases 4 4 8 8 2 6Detector Phase 4 4 4 8 8 8 5 2 1 6Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 5.0 7.0 5.0 7.0Minimum Split (s) 38.6 38.6 38.6 38.6 38.6 38.6 9.0 35.1 9.0 35.1Total Split (s) 39.0 39.0 39.0 39.0 39.0 39.0 10.0 36.0 25.0 51.0Total Split (%) 39.0% 39.0% 39.0% 39.0% 39.0% 39.0% 10.0% 36.0% 25.0% 51.0%Maximum Green (s) 32.4 32.4 32.4 32.4 32.4 32.4 6.0 29.9 21.0 44.9Yellow Time (s) 3.9 3.9 3.9 3.9 3.9 3.9 3.0 3.7 3.0 3.7All-Red Time (s) 2.7 2.7 2.7 2.7 2.7 2.7 1.0 2.4 1.0 2.4Lost 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) 6.6 6.6 6.6 6.6 6.6 6.6 4.0 6.1 4.0 6.1Lead/Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Min Min Min Min Min Min None Min None MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 25.0 25.0 25.0 25.0 25.0 25.0 22.0 22.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 17.7 17.7 17.7 17.7 17.7 17.7 21.4 13.0 33.9 24.0Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.28 0.28 0.34 0.21 0.54 0.38v/c Ratio 0.36 0.62 0.17 0.46 0.29 0.39 0.32 0.52 0.66 0.54Control Delay 23.2 23.0 3.2 29.7 19.1 5.1 13.0 24.4 14.1 17.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.2 23.0 3.2 29.7 19.1 5.1 13.0 24.4 14.1 17.2

Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West AM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C C A C B A B C B BApproach Delay 20.8 15.0 22.8 16.3Approach LOS C B C BQueue Length 50th (m) 8.8 28.7 0.0 6.8 12.4 0.0 4.3 20.0 24.0 31.6Queue Length 95th (m) 23.8 52.9 5.5 21.2 25.4 13.5 12.8 38.1 53.4 52.1Internal Link Dist (m) 365.6 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 40.0 100.0 120.0Base Capacity (vph) 578 1928 918 338 1928 975 308 2799 847 3817Starvation 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 0.19 0.32 0.10 0.24 0.15 0.25 0.31 0.22 0.53 0.28

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 62.7Natural Cycle: 85Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.66Intersection Signal Delay: 18.4 Intersection LOS: BIntersection Capacity Utilization 72.2% ICU Level of Service CAnalysis Period (min) 15


Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West PM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road



Lanes, Volumes, Timings Future (2023) Background2: Wonderland Road South & Southdale Road West PM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D D A D D B C D D CApproach Delay 35.1 33.0 37.6 35.3Approach LOS D C D DQueue Length 50th (m) 17.7 54.4 0.0 28.5 70.6 15.7 27.8 86.1 51.0 56.7Queue Length 95th (m) 31.4 73.7 13.2 #48.4 93.2 44.8 50.1 111.9 #96.4 80.3Internal Link Dist (m) 426.9 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 40.0 100.0 120.0Base Capacity (vph) 224 1106 582 311 1209 732 490 1852 536 1779Starvation 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 0.61 0.51 0.22 0.67 0.60 0.53 0.55 0.71 0.70 0.55

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 106Natural Cycle: 95Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.83Intersection Signal Delay: 35.4 Intersection LOS: DIntersection Capacity Utilization 82.6% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


HCM Unsignalized Intersection Capacity Analysis Future (2023) Background3: Pack Road & Bostwick Road AM Peak Hour




Intersection SummaryAverage Delay 7.6Intersection Capacity Utilization 55.2% ICU Level of Service BAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Future (2023) Background3: Pack Road & Bostwick Road PM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 153 747 198Volume Left 65 315 0Volume Right 88 0 97cSH 296 1375 1700Volume to Capacity 0.52 0.23 0.12Queue Length 95th (m) 19.5 6.2 0.0Control Delay (s) 29.5 5.0 0.0Lane LOS D AApproach Delay (s) 29.5 5.0 0.0Approach LOS D

Intersection SummaryAverage Delay 7.5Intersection Capacity Utilization 67.4% ICU Level of Service CAnalysis Period (min) 15

Future (2023) Background plus Site Generated Results

Lanes, Volumes, Timings Future (2023) Background + Site Generated1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour

3080 Bostwick Road TIS Synchro 9 ReportSeptember 2017 Page 1




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A C B A A D C D CApproach Delay 20.2 7.4 37.9 34.9Approach LOS C A D CQueue Length 50th (m) 1.0 97.2 1.2 30.9 0.2 20.3 18.8 14.5 18.0Queue Length 95th (m) 4.2 #227.3 6.0 62.9 4.9 37.6 35.4 28.8 33.4Internal Link Dist (m) 245.8 101.1 167.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 518 1239 148 1267 1107 356 557 325 558Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.05 0.86 0.18 0.44 0.08 0.43 0.32 0.34 0.28

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 80.8Natural Cycle: 90Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.86Intersection Signal Delay: 20.7 Intersection LOS: CIntersection Capacity Utilization 85.4% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Future (2023) Background + Site Generated1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS E C C D A F C D CApproach Delay 31.8 40.1 76.6 35.7Approach LOS C D E DQueue Length 50th (m) 4.9 168.5 5.3 227.7 14.9 ~85.7 38.9 24.8 22.5Queue Length 95th (m) #24.2 #260.9 18.3 #323.9 26.9 #139.4 60.2 43.8 38.5Internal Link Dist (m) 245.8 101.1 167.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 130.0 60.0Base Capacity (vph) 63 1114 105 1136 1001 361 570 287 568Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.60 0.88 0.45 0.99 0.25 1.02 0.41 0.49 0.27

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 119Natural Cycle: 90Control Type: Semi Act-UncoordMaximum v/c Ratio: 1.05Intersection Signal Delay: 43.8 Intersection LOS: DIntersection Capacity Utilization 97.9% ICU Level of Service FAnalysis Period (min) 15~ 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.


Lanes, Volumes, Timings Future (2023) Background + Site Generated1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour - 4-Lane Southdale Road





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A A A A A C B B BApproach Delay 9.2 6.8 17.8 16.7Approach LOS A A B BQueue Length 50th (m) 0.8 23.6 0.9 10.8 0.0 10.1 7.6 7.2 8.2Queue Length 95th (m) 3.9 46.5 4.7 22.2 5.0 22.0 18.5 16.7 18.5Internal Link Dist (m) 245.8 101.1 234.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 448 1883 225 1911 899 612 911 599 915Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.06 0.56 0.12 0.29 0.10 0.25 0.20 0.19 0.17

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 48.6Natural Cycle: 60Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.56Intersection Signal Delay: 10.6 Intersection LOS: BIntersection Capacity Utilization 59.4% ICU Level of Service BAnalysis Period (min) 15


Lanes, Volumes, Timings Future (2023) Background + Site Generated1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour - 4-Lane Southdale Road





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS B B B B A D B B BApproach Delay 14.8 14.6 27.0 13.2Approach LOS B B C BQueue Length 50th (m) 2.3 35.5 2.8 45.2 1.4 30.5 14.0 9.3 8.0Queue Length 95th (m) 9.2 55.9 10.0 69.6 11.9 #65.9 26.6 19.7 17.2Internal Link Dist (m) 245.8 101.1 167.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 135 1554 175 1568 829 544 815 505 807Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.28 0.63 0.27 0.71 0.30 0.68 0.29 0.28 0.19



Lanes, Volumes, Timings Future (2023) Background + Site Generated2: Wonderland Road South & Southdale Road West PM Peak Hour





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS F D A D F F E F DApproach Delay 45.6 80.7 68.9 60.6Approach LOS D F E EQueue Length 50th (m) ~21.5 64.3 0.0 29.5 ~145.9 52.4 ~149.4 ~72.3 104.4Queue Length 95th (m) #59.3 82.3 13.7 #53.0 #184.8 #104.3 #194.6 #126.9 129.0Internal Link Dist (m) 314.4 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 156 1025 564 277 1109 319 1300 352 1157Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 1.01 0.63 0.26 0.75 1.08 0.97 1.01 1.07 0.85

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 120Natural Cycle: 105Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.08Intersection Signal Delay: 65.7 Intersection LOS: EIntersection Capacity Utilization 107.1% ICU Level of Service GAnalysis Period (min) 15~ 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.


Lanes, Volumes, Timings Future (2023) Background + Site Generated2: Wonderland Road South & Southdale Road West AM Peak Hour - 6-Lane Wonderland Road and Westbound Right-Turn Lane





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C C A C B A B C B BApproach Delay 20.3 14.7 20.3 19.4Approach LOS C B C BQueue Length 50th (m) 11.0 33.6 0.0 7.1 14.3 0.0 5.6 19.5 25.5 34.0Queue Length 95th (m) 26.7 56.5 6.8 21.0 26.5 12.7 16.2 33.9 #69.5 57.0Internal Link Dist (m) 176.2 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 30.0 100.0 100.0Base Capacity (vph) 540 1870 900 280 1870 953 335 2695 628 2864Starvation 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 0.24 0.38 0.13 0.29 0.18 0.26 0.35 0.23 0.71 0.37

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 63.3Natural Cycle: 85Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.72Intersection Signal Delay: 19.0 Intersection LOS: BIntersection Capacity Utilization 74.3% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Future (2023) Background + Site Generated2: Wonderland Road South & Southdale Road West PM Peak Hour - 6-Lane Wonderland Road and Westbound Right-Turn Lane





Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D D A D D B D D D CApproach Delay 33.6 33.3 40.9 36.9Approach LOS C C D DQueue Length 50th (m) 19.2 58.2 0.0 26.5 75.4 14.7 37.2 86.4 50.7 60.4Queue Length 95th (m) #38.9 75.5 13.1 #50.2 95.8 41.8 #79.5 104.5 #95.1 75.4Internal Link Dist (m) 176.2 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 40.0 100.0 100.0Base Capacity (vph) 212 1129 606 279 1164 715 397 1682 476 1625Starvation 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 0.74 0.57 0.24 0.75 0.69 0.54 0.78 0.78 0.79 0.61



HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated3: Pack Road & Bostwick Road AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated3: Pack Road & Bostwick Road PM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 176 806 272Volume Left 88 315 0Volume Right 88 0 118cSH 222 1291 1700Volume to Capacity 0.79 0.24 0.16Queue Length 95th (m) 40.2 6.7 0.0Control Delay (s) 63.7 5.2 0.0Lane LOS F AApproach Delay (s) 63.7 5.2 0.0Approach LOS F

Intersection SummaryAverage Delay 12.3Intersection Capacity Utilization 75.4% ICU Level of Service DAnalysis Period (min) 15

Lanes, Volumes, Timings Future (2023) Background + Site Generated3: Pack Road & Bostwick Road AM Peak Hour - Add Traffic Control Signal


Lane Group EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 90 266 51 156 303 48Future Volume (vph) 90 266 51 156 303 48Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Storage Length (m) 60.0 0.0 60.0 60.0Storage Lanes 1 1 1 1Taper Length (m) 7.5 7.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.850 0.850Flt Protected 0.950 0.950Satd. Flow (prot) 1789 1601 1789 1883 1883 1601Flt Permitted 0.950 0.567Satd. Flow (perm) 1789 1601 1068 1883 1883 1601Right Turn on Red Yes YesSatd. Flow (RTOR) 280 51Link Speed (k/h) 50 60 60Link Distance (m) 269.8 201.3 405.1Travel Time (s) 19.4 12.1 24.3Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 95 280 54 164 319 51Shared Lane Traffic (%)Lane Group Flow (vph) 95 280 54 164 319 51Turn Type Perm Perm Perm NA NA PermProtected Phases 2 6Permitted Phases 4 4 2 6Detector Phase 4 4 2 2 6 6Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0Total Split (s) 28.0 28.0 32.0 32.0 32.0 32.0Total Split (%) 46.7% 46.7% 53.3% 53.3% 53.3% 53.3%Maximum Green (s) 22.0 22.0 26.0 26.0 26.0 26.0Yellow 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?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None Min Min Min MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 7.8 7.8 12.0 12.0 12.0 12.0Actuated g/C Ratio 0.24 0.24 0.38 0.38 0.38 0.38v/c Ratio 0.22 0.47 0.13 0.23 0.45 0.08Control Delay 11.0 4.8 7.9 8.1 10.2 3.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 11.0 4.8 7.9 8.1 10.2 3.1



Lane Group EBL EBR NBL NBT SBT SBRLOS B A A A B AApproach Delay 6.4 8.1 9.2Approach LOS A A AQueue Length 50th (m) 3.1 0.0 1.5 4.6 9.7 0.0Queue Length 95th (m) 10.2 9.6 5.6 12.5 23.8 3.2Internal Link Dist (m) 245.8 177.3 381.1Turn Bay Length (m) 60.0 60.0 60.0Base Capacity (vph) 1244 1199 878 1548 1548 1325Starvation 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 0.08 0.23 0.06 0.11 0.21 0.04

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 32Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.47Intersection Signal Delay: 7.8 Intersection LOS: AIntersection Capacity Utilization 42.6% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 3: Pack Road & Bostwick Road

Lanes, Volumes, Timings Future (2023) Background + Site Generated3: Pack Road & Bostwick Road PM Peak Hour - Add Traffic Control Signal





Lane Group EBL EBR NBL NBT SBT SBRLOS B A A A A AApproach Delay 10.7 8.5 4.3Approach LOS B A AQueue Length 50th (m) 3.9 0.0 10.9 17.0 4.3 0.0Queue Length 95th (m) 13.6 7.3 27.9 38.0 11.4 4.5Internal Link Dist (m) 245.8 177.3 381.1Turn Bay Length (m) 60.0 60.0 60.0Base Capacity (vph) 875 827 994 1508 1508 1305Starvation 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 0.10 0.11 0.32 0.33 0.10 0.09

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 38Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.44Intersection Signal Delay: 7.9 Intersection LOS: AIntersection Capacity Utilization 45.1% ICU Level of Service AAnalysis Period (min) 15


HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West AM Peak Hour


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 927 73 40 446 103 57Future Volume (Veh/h) 927 73 40 446 103 57Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 976 77 42 469 108 60PedestriansLane 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 1053 1529 976vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1053 1529 976tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 94 11 80cM capacity (veh/h) 661 121 305

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 976 77 42 469 108 60Volume Left 0 0 42 0 108 0Volume Right 0 77 0 0 0 60cSH 1700 1700 661 1700 121 305Volume to Capacity 0.57 0.05 0.06 0.28 0.89 0.20Queue Length 95th (m) 0.0 0.0 1.4 0.0 39.3 5.0Control Delay (s) 0.0 0.0 10.8 0.0 123.0 19.7Lane LOS B F CApproach Delay (s) 0.0 0.9 86.1Approach LOS F


HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West PM Peak Hour





Lanes, Volumes, Timings Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West AM Peak Hour - Add Traffic Control Signal


Lane Group EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (vph) 927 73 40 446 103 57Future Volume (vph) 927 73 40 446 103 57Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Storage Length (m) 30.0 30.0 30.0 0.0Storage Lanes 1 1 1 1Taper Length (m) 7.5 7.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.850 0.850Flt Protected 0.950 0.950Satd. Flow (prot) 1883 1601 1789 1883 1789 1601Flt Permitted 0.133 0.950Satd. Flow (perm) 1883 1601 250 1883 1789 1601Right Turn on Red Yes YesSatd. Flow (RTOR) 50 60Link Speed (k/h) 60 60 60Link Distance (m) 295.0 192.7 135.7Travel Time (s) 17.7 11.6 8.1Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 976 77 42 469 108 60Shared Lane Traffic (%)Lane Group Flow (vph) 976 77 42 469 108 60Turn Type NA Perm Perm NA Perm PermProtected Phases 4 8Permitted Phases 4 8 2 2Detector Phase 4 4 8 8 2 2Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0Total Split (s) 46.0 46.0 46.0 46.0 24.0 24.0Total Split (%) 65.7% 65.7% 65.7% 65.7% 34.3% 34.3%Maximum Green (s) 40.0 40.0 40.0 40.0 18.0 18.0Yellow 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?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Min Min Min Min Min MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 33.6 33.6 33.6 33.6 9.2 9.2Actuated g/C Ratio 0.61 0.61 0.61 0.61 0.17 0.17v/c Ratio 0.85 0.08 0.28 0.41 0.36 0.19Control Delay 18.2 2.5 10.8 6.9 26.2 8.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 18.2 2.5 10.8 6.9 26.2 8.8

Lanes, Volumes, Timings Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West AM Peak Hour - Add Traffic Control Signal


Lane Group EBT EBR WBL WBT NBL NBRLOS B A B A C AApproach Delay 17.1 7.2 20.0Approach LOS B A BQueue Length 50th (m) 59.1 0.8 1.5 18.2 9.8 0.0Queue Length 95th (m) #150.7 4.6 7.1 36.8 21.5 7.5Internal Link Dist (m) 271.0 168.7 111.7Turn Bay Length (m) 30.0 30.0 30.0Base Capacity (vph) 1404 1207 186 1404 600 577Starvation 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 0.70 0.06 0.23 0.33 0.18 0.10

Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 55.2Natural Cycle: 70Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.85Intersection Signal Delay: 14.4 Intersection LOS: BIntersection Capacity Utilization 64.6% ICU Level of Service CAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 4: Yorkville Street & Southdale Road West

Lanes, Volumes, Timings Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West PM Peak Hour - Add Traffic Control Signal



Lanes, Volumes, Timings Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West PM Peak Hour - Add Traffic Control Signal


Lane Group EBT EBR WBL WBT NBL NBRLOS A A A C D BApproach Delay 7.0 21.9 37.7Approach LOS A C DQueue Length 50th (m) 50.3 1.1 3.3 135.5 19.6 0.0Queue Length 95th (m) 90.3 5.7 9.1 #273.1 42.7 11.9Internal Link Dist (m) 271.0 168.7 111.7Turn Bay Length (m) 30.0 30.0 30.0Base Capacity (vph) 1688 1446 485 1688 379 393Starvation 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 0.48 0.10 0.16 0.74 0.33 0.18

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 92.3Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.92Intersection Signal Delay: 17.4 Intersection LOS: BIntersection Capacity Utilization 79.4% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West AM Peak Hour - 4-Lane Southdale Road


Lane Group EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (vph) 927 73 40 446 103 57Future Volume (vph) 927 73 40 446 103 57Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Storage Length (m) 30.0 30.0 30.0 0.0Storage Lanes 0 1 1 1Taper Length (m) 7.5 7.5Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00Frt 0.989 0.850Flt Protected 0.950 0.950Satd. Flow (prot) 3539 0 1789 3579 1789 1601Flt Permitted 0.222 0.950Satd. Flow (perm) 3539 0 418 3579 1789 1601Right Turn on Red Yes YesSatd. Flow (RTOR) 19 60Link Speed (k/h) 60 60 50Link Distance (m) 295.0 192.7 135.7Travel Time (s) 17.7 11.6 9.8Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 976 77 42 469 108 60Shared Lane Traffic (%)Lane Group Flow (vph) 1053 0 42 469 108 60Turn Type NA Perm NA Perm PermProtected Phases 4 8Permitted Phases 8 2 2Detector Phase 4 8 8 2 2Switch PhaseMinimum Initial (s) 10.0 10.0 10.0 10.0 10.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0Total Split (s) 35.0 35.0 35.0 25.0 25.0Total Split (%) 58.3% 58.3% 58.3% 41.7% 41.7%Maximum Green (s) 29.0 29.0 29.0 19.0 19.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Recall Mode Min Min Min Min MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 18.0 18.0 18.0 10.3 10.3Actuated g/C Ratio 0.44 0.44 0.44 0.25 0.25v/c Ratio 0.67 0.23 0.30 0.24 0.13Control Delay 10.8 10.0 7.5 15.3 6.1Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 10.8 10.0 7.5 15.3 6.1

Lanes, Volumes, Timings Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West AM Peak Hour - 4-Lane Southdale Road


Lane Group EBT EBR WBL WBT NBL NBRLOS B B A B AApproach Delay 10.8 7.7 12.0Approach LOS B A BQueue Length 50th (m) 24.0 1.5 8.8 5.3 0.0Queue Length 95th (m) 38.4 5.7 15.4 16.2 6.0Internal Link Dist (m) 271.0 168.7 111.7Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 2572 303 2596 850 792Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.41 0.14 0.18 0.13 0.08

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 40.5Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.67Intersection Signal Delay: 10.0 Intersection LOS: BIntersection Capacity Utilization 51.6% ICU Level of Service AAnalysis Period (min) 15


Lanes, Volumes, Timings Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West PM Peak Hour - 4-Lane Southdale Road



Lanes, Volumes, Timings Future (2023) Background + Site Generated4: Yorkville Street & Southdale Road West PM Peak Hour - 4-Lane Southdale Road


Lane Group EBT EBR WBL WBT NBL NBRLOS A B B B AApproach Delay 8.0 10.6 13.3Approach LOS A B BQueue Length 50th (m) 18.3 2.7 29.4 6.8 0.0Queue Length 95th (m) 30.8 9.4 47.9 19.6 6.8Internal Link Dist (m) 271.0 168.7 111.7Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 2514 344 2559 818 770Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.38 0.23 0.49 0.15 0.09

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 42.8Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.71Intersection Signal Delay: 9.8 Intersection LOS: AIntersection Capacity Utilization 55.3% ICU Level of Service BAnalysis Period (min) 15


HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated5: Bostwick Road & EW Collector AM Peak Hour


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 52 76 219 28 41 299Future Volume (Veh/h) 52 76 219 28 41 299Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 55 80 231 29 43 315PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 302pX, platoon unblockedvC, conflicting volume 646 246 260vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 646 246 260tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 87 90 97cM capacity (veh/h) 421 793 1304

Direction, Lane # WB 1 NB 1 SB 1Volume Total 135 260 358Volume Left 55 0 43Volume Right 80 29 0cSH 584 1700 1304Volume to Capacity 0.23 0.15 0.03Queue Length 95th (m) 6.2 0.0 0.7Control Delay (s) 13.0 0.0 1.2Lane LOS B AApproach Delay (s) 13.0 0.0 1.2Approach LOS B


HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated5: Bostwick Road & EW Collector PM Peak Hour



Direction, Lane # WB 1 NB 1 SB 1Volume Total 127 579 309Volume Left 51 0 89Volume Right 76 60 0cSH 379 1700 995Volume to Capacity 0.34 0.34 0.09Queue Length 95th (m) 10.1 0.0 2.1Control Delay (s) 19.2 0.0 3.2Lane LOS C AApproach Delay (s) 19.2 0.0 3.2Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated6: Street 3 & Southdale Road West AM Peak Hour


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (veh/h) 939 46 25 524 114 62Future Volume (Veh/h) 939 46 25 524 114 62Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 988 48 26 552 120 65PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 125pX, platoon unblocked 0.51 0.51 0.51vC, conflicting volume 1036 1592 988vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 596 1679 503tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 95 0 78cM capacity (veh/h) 503 51 292



HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated6: Street 3 & Southdale Road West PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2Volume Total 898 104 56 1326 94 52Volume Left 0 0 56 0 94 0Volume Right 0 104 0 0 0 52cSH 1700 1700 532 1700 6 367Volume to Capacity 0.53 0.06 0.11 0.78 16.81 0.14Queue Length 95th (m) 0.0 0.0 2.5 0.0 Err 3.4Control Delay (s) 0.0 0.0 12.6 0.0 Err 16.4Lane LOS B F CApproach Delay (s) 0.0 0.5 6443.6Approach LOS F


Lanes, Volumes, Timings Future (2023) Background + Site Generated6: Street 3 & Southdale Road West AM Peak Hour - Add Traffic Control Signal





Lane Group EBT EBR WBL WBT NBL NBRLOS B A A A C AApproach Delay 19.1 7.8 20.5Approach LOS B A CQueue Length 50th (m) 62.4 0.5 0.9 23.4 11.5 0.0Queue Length 95th (m) #156.4 3.5 4.4 46.9 23.5 7.8Internal Link Dist (m) 101.1 271.0 111.7Turn Bay Length (m) 30.0 30.0 30.0Base Capacity (vph) 1364 1168 173 1364 583 566Starvation Cap Reductn 167 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.83 0.04 0.15 0.40 0.21 0.11

Intersection SummaryArea Type: OtherCycle Length: 70Actuated Cycle Length: 56.6Natural Cycle: 70Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.86Intersection Signal Delay: 15.6 Intersection LOS: BIntersection Capacity Utilization 65.7% ICU Level of Service CAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 6: Street 3 & Southdale Road West

Lanes, Volumes, Timings Future (2023) Background + Site Generated6: Street 3 & Southdale Road West PM Peak Hour - Add Traffic Control Signal





Lane Group EBT EBR WBL WBT NBL NBRLOS A A A C D BApproach Delay 8.2 22.6 39.8Approach LOS A C DQueue Length 50th (m) 57.5 1.1 2.1 150.5 17.4 0.0Queue Length 95th (m) 101.9 4.8 6.2 #342.2 33.7 10.4Internal Link Dist (m) 101.1 271.0 111.7Turn Bay Length (m) 30.0 30.0 40.0Base Capacity (vph) 1650 1412 421 1650 346 352Starvation Cap Reductn 489 0 0 54 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.77 0.07 0.13 0.83 0.27 0.15

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 97.9Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.93Intersection Signal Delay: 17.9 Intersection LOS: BIntersection Capacity Utilization 82.1% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Future (2023) Background + Site Generated6: Street 3 & Southdale Road West AM Peak Hour - 4-Lane Southdale Road


Lane Group EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Volume (vph) 939 46 25 524 114 62Future Volume (vph) 939 46 25 524 114 62Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Storage Length (m) 30.0 30.0 30.0 0.0Storage Lanes 0 1 1 1Taper Length (m) 7.5 7.5Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00Frt 0.993 0.850Flt Protected 0.950 0.950Satd. Flow (prot) 3553 0 1789 3579 1789 1601Flt Permitted 0.231 0.950Satd. Flow (perm) 3553 0 435 3579 1789 1601Right Turn on Red Yes YesSatd. Flow (RTOR) 11 65Link Speed (k/h) 50 60 50Link Distance (m) 125.1 295.0 135.7Travel Time (s) 9.0 17.7 9.8Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 988 48 26 552 120 65Shared Lane Traffic (%)Lane Group Flow (vph) 1036 0 26 552 120 65Turn Type NA Perm NA Perm PermProtected Phases 4 8Permitted Phases 8 2 2Detector Phase 4 8 8 2 2Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0Minimum Split (s) 24.0 24.0 24.0 24.0 24.0Total Split (s) 34.0 34.0 34.0 26.0 26.0Total Split (%) 56.7% 56.7% 56.7% 43.3% 43.3%Maximum Green (s) 28.0 28.0 28.0 20.0 20.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Recall Mode None Min Min Min MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 17.3 17.3 17.3 8.6 8.6Actuated g/C Ratio 0.45 0.45 0.45 0.22 0.22v/c Ratio 0.64 0.13 0.34 0.30 0.16Control Delay 10.0 8.0 7.3 16.1 6.1Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 10.0 8.0 7.3 16.1 6.1

Lanes, Volumes, Timings Future (2023) Background + Site Generated6: Street 3 & Southdale Road West AM Peak Hour - 4-Lane Southdale Road


Lane Group EBT EBR WBL WBT NBL NBRLOS B A A B AApproach Delay 10.0 7.4 12.6Approach LOS B A BQueue Length 50th (m) 20.7 0.8 9.3 5.7 0.0Queue Length 95th (m) 38.6 3.8 18.5 17.6 6.2Internal Link Dist (m) 101.1 271.0 111.7Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 2677 327 2694 962 890Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.39 0.08 0.20 0.12 0.07



Lanes, Volumes, Timings Future (2023) Background + Site Generated6: Street 3 & Southdale Road West PM Peak Hour - 4-Lane Southdale Road



Lanes, Volumes, Timings Future (2023) Background + Site Generated6: Street 3 & Southdale Road West PM Peak Hour - 4-Lane Southdale Road


Lane Group EBT EBR WBL WBT NBL NBRLOS A A B B AApproach Delay 7.7 10.1 14.9Approach LOS A B BQueue Length 50th (m) 19.0 1.7 29.7 5.5 0.0Queue Length 95th (m) 33.7 6.6 51.7 16.1 6.1Internal Link Dist (m) 101.1 271.0 111.7Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 2519 342 2551 765 714Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.40 0.16 0.52 0.12 0.07



HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated7: Bostwick Road & Street 4 AM Peak Hour


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 21 32 283 12 18 319Future Volume (Veh/h) 21 32 283 12 18 319Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 22 34 298 13 19 336PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 192pX, platoon unblocked 0.97vC, conflicting volume 678 304 311vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 655 304 311tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 95 95 98cM capacity (veh/h) 412 735 1249



HCM Unsignalized Intersection Capacity Analysis Future (2023) Background + Site Generated7: Bostwick Road & Street 4 PM Peak Hour





Future (2028) Background Results






Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A B A A A C B C CApproach Delay 16.0 5.7 21.7 27.1Approach LOS B A C CQueue Length 50th (m) 0.8 60.9 0.9 14.7 0.0 6.9 8.9 9.2 11.9Queue Length 95th (m) 3.4 #159.4 4.6 31.9 3.3 16.1 21.8 20.2 25.1Internal Link Dist (m) 245.8 194.2 204.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 653 1206 196 1230 1066 472 703 469 703Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.04 0.81 0.14 0.31 0.06 0.16 0.22 0.21 0.21








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C B B D A D C C BApproach Delay 17.8 32.9 35.3 18.7Approach LOS B C D BQueue Length 50th (m) 2.9 67.1 3.3 ~124.1 6.5 35.7 19.6 10.2 8.2Queue Length 95th (m) #12.8 106.4 9.5 #202.1 16.1 #70.2 35.2 21.4 18.7Internal Link Dist (m) 245.8 290.1 683.0 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 104 1024 238 1035 934 426 623 368 622Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.38 0.71 0.21 0.97 0.24 0.73 0.35 0.29 0.20

Intersection SummaryArea Type: OtherCycle Length: 75Actuated Cycle Length: 71.9Natural Cycle: 90Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.97Intersection Signal Delay: 28.1 Intersection LOS: CIntersection Capacity Utilization 87.4% ICU Level of Service EAnalysis Period (min) 15~ 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.


Lanes, Volumes, Timings Future (2028) Background - Full Mods1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 25 762 162 27 366 56 70 80 69 92 107 36Future Volume (vph) 25 762 162 27 366 56 70 80 69 92 107 36Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 170.0 30.0 100.0 30.0 80.0 0.0 30.0 0.0Storage Lanes 1 0 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.974 0.850 0.930 0.962Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3485 0 1789 3579 1601 1789 1752 0 1789 1812 0Flt Permitted 0.524 0.268 0.661 0.657Satd. Flow (perm) 987 3485 0 505 3579 1601 1245 1752 0 1237 1812 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 51 59 73 34Link Speed (k/h) 60 60 60 60Link Distance (m) 269.8 218.2 228.9 205.4Travel Time (s) 16.2 13.1 13.7 12.3Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 26 802 171 28 385 59 74 84 73 97 113 38Shared Lane Traffic (%)Lane Group Flow (vph) 26 973 0 28 385 59 74 157 0 97 151 0Turn Type Perm NA Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4Detector Phase 2 2 6 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Minimum Split (s) 25.8 25.8 25.8 25.8 25.8 29.8 29.8 29.8 29.8Total Split (s) 30.1 30.1 30.1 30.1 30.1 29.9 29.9 29.9 29.9Total Split (%) 50.2% 50.2% 50.2% 50.2% 50.2% 49.8% 49.8% 49.8% 49.8%Maximum Green (s) 24.3 24.3 24.3 24.3 24.3 24.1 24.1 24.1 24.1Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 3.8 3.8 3.8 3.8All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 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 0.0Total Lost Time (s) 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Min Min Min Min Min None None None NoneWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 17.0 17.0 17.0 17.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 20.5 20.5 20.5 20.5 20.5 9.0 9.0 9.0 9.0Actuated g/C Ratio 0.56 0.56 0.56 0.56 0.56 0.25 0.25 0.25 0.25v/c Ratio 0.05 0.49 0.10 0.19 0.06 0.24 0.32 0.32 0.32Control Delay 6.6 8.0 7.6 6.5 2.6 14.8 9.8 16.0 12.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 6.6 8.0 7.6 6.5 2.6 14.8 9.8 16.0 12.4

Lanes, Volumes, Timings Future (2028) Background - Full Mods1: Bostwick Road/Farnham Road & Southdale Road West AM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A A A A A B A B BApproach Delay 7.9 6.1 11.4 13.8Approach LOS A A B BQueue Length 50th (m) 0.7 18.1 0.8 6.2 0.0 3.3 3.7 4.4 5.2Queue Length 95th (m) 3.5 35.6 4.1 13.4 3.5 11.6 14.9 14.6 17.1Internal Link Dist (m) 245.8 194.2 204.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 676 2404 345 2452 1115 846 1214 840 1242Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.04 0.40 0.08 0.16 0.05 0.09 0.13 0.12 0.12



Lanes, Volumes, Timings Future (2028) Background - Full Mods1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 38 619 72 48 951 217 294 162 45 100 79 39Future Volume (vph) 38 619 72 48 951 217 294 162 45 100 79 39Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 170.0 30.0 100.0 30.0 80.0 0.0 30.0 0.0Storage Lanes 1 0 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.984 0.850 0.968 0.950Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3521 0 1789 3579 1601 1789 1823 0 1789 1789 0Flt Permitted 0.205 0.340 0.677 0.622Satd. Flow (perm) 386 3521 0 640 3579 1601 1275 1823 0 1172 1789 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 25 228 28 38Link Speed (k/h) 60 60 60 50Link Distance (m) 269.8 314.1 707.0 205.4Travel Time (s) 16.2 18.8 42.4 14.8Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 40 652 76 51 1001 228 309 171 47 105 83 41Shared Lane Traffic (%)Lane Group Flow (vph) 40 728 0 51 1001 228 309 218 0 105 124 0Turn Type Perm NA Perm NA Perm Perm NA Perm NAProtected Phases 2 6 8 4Permitted Phases 2 6 6 8 4Detector Phase 2 2 6 6 6 8 8 4 4Switch PhaseMinimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Minimum Split (s) 25.8 25.8 25.8 25.8 25.8 29.8 29.8 29.8 29.8Total Split (s) 30.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0 30.0Total Split (%) 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 50.0%Maximum Green (s) 24.2 24.2 24.2 24.2 24.2 24.2 24.2 24.2 24.2Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 3.8 3.8 3.8 3.8All-Red Time (s) 1.5 1.5 1.5 1.5 1.5 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 0.0Total Lost Time (s) 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8 5.8Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Min Min Min Min Min None None None NoneWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 17.0 17.0 17.0 17.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0Act Effct Green (s) 19.5 19.5 19.5 19.5 19.5 16.6 16.6 16.6 16.6Actuated g/C Ratio 0.40 0.40 0.40 0.40 0.40 0.34 0.34 0.34 0.34v/c Ratio 0.26 0.51 0.20 0.69 0.29 0.70 0.34 0.26 0.19Control Delay 16.4 12.5 13.2 15.6 3.2 24.0 12.1 13.9 9.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 16.4 12.5 13.2 15.6 3.2 24.0 12.1 13.9 9.4

Lanes, Volumes, Timings Future (2028) Background - Full Mods1: Bostwick Road/Farnham Road & Southdale Road West PM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS B B B B A C B B AApproach Delay 12.7 13.3 19.1 11.4Approach LOS B B B BQueue Length 50th (m) 2.0 20.6 2.5 32.7 0.0 20.9 10.9 5.9 4.7Queue Length 95th (m) 8.8 39.3 9.3 59.6 9.6 44.7 24.0 15.0 13.1Internal Link Dist (m) 245.8 290.1 683.0 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 203 1867 337 1886 951 671 973 617 960Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.20 0.39 0.15 0.53 0.24 0.46 0.22 0.17 0.13

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 48.3Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.70Intersection Signal Delay: 14.0 Intersection LOS: BIntersection Capacity Utilization 74.3% ICU Level of Service DAnalysis Period (min) 15




Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 111 631 93 84 302 249 97 571 51 453 1022 43Future Volume (vph) 111 631 93 84 302 249 97 571 51 453 1022 43Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 120.0 50.0 150.0 0.0 100.0 0.0 100.0 0.0Storage Lanes 1 1 1 0 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95Frt 0.850 0.932 0.988 0.994Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3579 1601 1789 3335 0 1789 3908 0 2072 3557 0Flt Permitted 0.267 0.232 0.173 0.234Satd. Flow (perm) 503 3579 1601 437 3335 0 326 3908 0 510 3557 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 127 238 10 5Link Speed (k/h) 60 60 60 60Link Distance (m) 389.6 327.4 202.7 210.3Travel Time (s) 23.4 19.6 12.2 12.6Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 117 664 98 88 318 262 102 601 54 477 1076 45Shared Lane Traffic (%)Lane Group Flow (vph) 117 664 98 88 580 0 102 655 0 477 1121 0Turn Type pm+pt NA Perm pm+pt NA pm+pt NA pm+pt NAProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 2 6Detector Phase 7 4 4 3 8 5 2 1 6Switch PhaseMinimum Initial (s) 5.0 7.0 7.0 5.0 7.0 5.0 7.0 5.0 7.0Minimum Split (s) 9.0 38.6 38.6 9.0 38.6 9.0 35.1 9.0 35.1Total Split (s) 9.0 38.6 38.6 9.0 38.6 9.0 35.4 12.0 38.4Total Split (%) 9.5% 40.6% 40.6% 9.5% 40.6% 9.5% 37.3% 12.6% 40.4%Maximum Green (s) 5.0 32.0 32.0 5.0 32.0 5.0 29.3 8.0 32.3Yellow Time (s) 3.0 3.9 3.9 3.0 3.9 3.0 3.7 3.0 3.7All-Red Time (s) 1.0 2.7 2.7 1.0 2.7 1.0 2.4 1.0 2.4Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.0 6.6 6.6 4.0 6.6 4.0 6.1 4.0 6.1Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None C-Max None C-MaxWalk Time (s) 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 25.0 25.0 25.0 22.0 22.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 30.4 23.8 23.8 29.6 22.0 39.0 29.3 53.2 41.7Actuated g/C Ratio 0.32 0.25 0.25 0.31 0.23 0.41 0.31 0.56 0.44v/c Ratio 0.51 0.74 0.20 0.43 0.61 0.41 0.54 0.82 0.72Control Delay 28.2 37.9 3.4 25.3 20.6 17.6 28.8 30.6 27.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 28.2 37.9 3.4 25.3 20.6 17.6 28.8 30.6 27.8



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C D A C C B C C CApproach Delay 32.7 21.2 27.3 28.7Approach LOS C C C CQueue Length 50th (m) 13.1 54.4 0.0 9.7 25.8 7.9 47.3 45.0 86.0Queue Length 95th (m) 21.5 66.1 6.1 17.0 37.6 17.2 62.8 #116.7 #131.9Internal Link Dist (m) 365.6 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 228 1205 623 207 1281 250 1212 581 1564Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.51 0.55 0.16 0.43 0.45 0.41 0.54 0.82 0.72

Intersection SummaryArea Type: OtherCycle 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: 0.82Intersection Signal Delay: 28.0 Intersection LOS: CIntersection Capacity Utilization 77.2% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS F D A D F E F F DApproach Delay 43.3 80.0 84.5 60.5Approach LOS D F F EQueue Length 50th (m) 18.9 57.3 0.0 30.9 ~138.1 43.8 ~170.1 ~75.5 104.1Queue Length 95th (m) #50.6 74.5 13.0 #59.1 #176.7 #91.7 #209.4 #130.9 129.1Internal Link Dist (m) 426.9 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 148 1008 548 282 1105 302 1290 368 1203Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.97 0.60 0.25 0.79 1.08 0.95 1.08 1.09 0.86

Intersection SummaryArea Type: OtherCycle Length: 115Actuated Cycle Length: 115Natural Cycle: 115Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.09Intersection Signal Delay: 70.2 Intersection LOS: EIntersection Capacity Utilization 109.7% ICU Level of Service HAnalysis Period (min) 15~ 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.


Lanes, Volumes, Timings Future (2028) Background - Full Mods3: Wonderland Road South & Southdale Road West AM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road



Lanes, Volumes, Timings Future (2028) Background - Full Mods3: Wonderland Road South & Southdale Road West AM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C C A D C A B C B CApproach Delay 22.4 16.3 25.9 19.5Approach LOS C B C BQueue Length 50th (m) 10.4 33.9 0.0 8.3 14.5 0.0 5.0 23.7 28.6 38.3Queue Length 95th (m) 27.4 61.7 7.8 25.3 29.3 14.3 14.8 46.1 68.4 67.0Internal Link Dist (m) 365.6 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 60.0 100.0 100.0Base Capacity (vph) 512 1742 835 273 1742 914 438 2614 995 3758Starvation 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 0.23 0.38 0.12 0.32 0.18 0.29 0.23 0.25 0.48 0.30

Intersection SummaryArea Type: OtherCycle Length: 110Actuated Cycle Length: 70Natural Cycle: 85Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.71Intersection Signal Delay: 20.9 Intersection LOS: CIntersection Capacity Utilization 75.4% ICU Level of Service DAnalysis Period (min) 15


Lanes, Volumes, Timings Future (2028) Background - Full Mods3: Wonderland Road South & Southdale Road West PM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 137 577 129 213 737 394 272 1177 149 380 915 68Future Volume (vph) 137 577 129 213 737 394 272 1177 149 380 915 68Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 2100 1900 2200 1900 1900Storage Length (m) 120.0 50.0 150.0 60.0 100.0 20.0 100.0 20.0Storage Lanes 1 1 1 1 1 0 1 0Taper Length (m) 7.5 7.5 7.5 7.5Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.91 0.91 1.00 0.91 0.91Frt 0.850 0.850 0.983 0.990Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1789 3579 1601 1789 3579 1601 1789 5586 0 2072 5090 0Flt Permitted 0.171 0.223 0.182 0.111Satd. Flow (perm) 322 3579 1601 420 3579 1601 343 5586 0 242 5090 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 136 381 19 10Link Speed (k/h) 60 60 60 60Link Distance (m) 450.9 327.4 202.7 210.3Travel Time (s) 27.1 19.6 12.2 12.6Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 144 607 136 224 776 415 286 1239 157 400 963 72Shared Lane Traffic (%)Lane Group Flow (vph) 144 607 136 224 776 415 286 1396 0 400 1035 0Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NAProtected Phases 7 4 3 8 5 2 1 6Permitted Phases 4 4 8 8 2 6Detector Phase 7 4 4 3 8 8 5 2 1 6Switch PhaseMinimum Initial (s) 5.0 7.0 7.0 5.0 7.0 7.0 5.0 7.0 5.0 7.0Minimum Split (s) 9.0 38.6 38.6 9.0 38.6 38.6 9.0 35.1 9.0 35.1Total Split (s) 12.0 38.7 38.7 15.0 41.7 41.7 24.0 40.3 26.0 42.3Total Split (%) 10.0% 32.3% 32.3% 12.5% 34.8% 34.8% 20.0% 33.6% 21.7% 35.3%Maximum Green (s) 8.0 32.1 32.1 11.0 35.1 35.1 20.0 34.2 22.0 36.2Yellow Time (s) 3.0 3.9 3.9 3.0 3.9 3.9 3.0 3.7 3.0 3.7All-Red Time (s) 1.0 2.7 2.7 1.0 2.7 2.7 1.0 2.4 1.0 2.4Lost 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) 4.0 6.6 6.6 4.0 6.6 6.6 4.0 6.1 4.0 6.1Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None None None None None None None Min None MinWalk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 25.0 25.0 25.0 25.0 22.0 22.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 38.2 27.5 27.5 43.8 30.3 30.3 50.5 32.2 57.6 36.1Actuated g/C Ratio 0.34 0.25 0.25 0.39 0.27 0.27 0.45 0.29 0.52 0.32v/c Ratio 0.67 0.69 0.27 0.75 0.80 0.58 0.79 0.86 0.88 0.63Control Delay 39.8 43.0 7.2 41.5 45.1 8.5 36.5 43.9 50.8 34.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 39.8 43.0 7.2 41.5 45.1 8.5 36.5 43.9 50.8 34.6

Lanes, Volumes, Timings Future (2028) Background - Full Mods3: Wonderland Road South & Southdale Road West PM Peak Hour - 4-Lane Southdale Road and 6-Lane Wonderland Road


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D D A D D A D D D CApproach Delay 37.0 33.8 42.6 39.1Approach LOS D C D DQueue Length 50th (m) 19.6 61.2 0.0 32.0 80.1 5.3 33.7 100.9 62.8 66.1Queue Length 95th (m) #32.9 79.0 13.6 #56.4 100.5 29.9 61.3 121.4 #114.9 85.6Internal Link Dist (m) 426.9 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 60.0 100.0 100.0Base Capacity (vph) 216 1042 562 302 1139 769 428 1746 490 1733Starvation 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 0.67 0.58 0.24 0.74 0.68 0.54 0.67 0.80 0.82 0.60



HCM Unsignalized Intersection Capacity Analysis Future (2028) Background3: Pack Road & Bostwick Road AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future (2028) Background4: Pack Road & Bostwick Road PM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 159 789 209Volume Left 67 329 0Volume Right 92 0 101cSH 272 1362 1700Volume to Capacity 0.58 0.24 0.12Queue Length 95th (m) 23.8 6.6 0.0Control Delay (s) 35.3 5.2 0.0Lane LOS E AApproach Delay (s) 35.3 5.2 0.0Approach LOS E


Future (2028) Background plus Site Generated Results






Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A C B A A E D E DApproach Delay 21.7 7.5 49.5 44.1Approach LOS C A D DQueue Length 50th (m) 1.2 121.0 1.4 35.6 0.4 24.5 23.9 18.2 23.0Queue Length 95th (m) 4.4 #267.7 6.9 69.8 5.3 44.1 42.2 34.7 40.0Internal Link Dist (m) 245.8 101.1 167.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 519 1280 129 1310 1141 284 492 257 492Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.05 0.88 0.22 0.44 0.09 0.55 0.39 0.46 0.34

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 92.2Natural Cycle: 90Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.88Intersection Signal Delay: 24.1 Intersection LOS: CIntersection Capacity Utilization 89.1% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D D E E A F C D CApproach Delay 38.4 60.0 79.0 33.5Approach LOS D E E CQueue Length 50th (m) 4.6 172.7 6.9 ~259.6 14.6 ~86.2 38.1 24.0 21.4Queue Length 95th (m) #22.9 #266.1 #29.5 #330.9 26.7 #138.9 59.5 43.4 37.2Internal Link Dist (m) 245.8 101.1 167.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 68 1088 68 1109 981 358 566 278 564Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.59 0.94 0.75 1.07 0.27 1.08 0.45 0.53 0.28

Intersection SummaryArea Type: OtherCycle Length: 110Actuated Cycle Length: 110Natural Cycle: 90Control Type: Semi Act-UncoordMaximum v/c Ratio: 1.08Intersection Signal Delay: 54.6 Intersection LOS: DIntersection Capacity Utilization 102.5% ICU Level of Service GAnalysis Period (min) 15~ 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.







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS A A A A A C B C BApproach Delay 9.8 7.0 18.2 17.0Approach LOS A A B BQueue Length 50th (m) 0.9 25.9 1.0 11.5 0.0 10.4 8.5 7.7 8.9Queue Length 95th (m) 4.1 51.2 5.0 23.6 5.1 22.5 19.8 17.4 19.5Internal Link Dist (m) 245.8 101.1 167.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 433 1865 200 1892 892 610 912 599 922Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.06 0.60 0.14 0.30 0.11 0.25 0.21 0.20 0.18

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 48.2Natural Cycle: 60Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.60Intersection Signal Delay: 11.0 Intersection LOS: BIntersection Capacity Utilization 61.7% ICU Level of Service BAnalysis Period (min) 15







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS B B B B A D B B BApproach Delay 15.8 16.4 28.6 13.5Approach LOS B B C BQueue Length 50th (m) 2.6 40.3 3.3 52.3 2.3 32.8 15.0 9.8 8.8Queue Length 95th (m) 9.8 59.6 11.6 #76.8 13.2 #71.0 28.1 20.6 18.3Internal Link Dist (m) 245.8 101.1 167.9 181.4Turn Bay Length (m) 170.0 100.0 30.0 80.0 30.0Base Capacity (vph) 133 1531 154 1543 818 532 802 491 792Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.30 0.67 0.33 0.77 0.32 0.73 0.31 0.30 0.20

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 56.5Natural Cycle: 60Control Type: Semi Act-UncoordMaximum v/c Ratio: 0.87Intersection Signal Delay: 18.2 Intersection LOS: BIntersection Capacity Utilization 83.2% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Lanes, Volumes, Timings Future (2028) Background + Site Generated2: Wonderland Road South & Southdale Road West AM Peak Hour



Lanes, Volumes, Timings Future (2028) Background + Site Generated2: Wonderland Road South & Southdale Road West AM Peak Hour


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C D A C C C D C CApproach Delay 33.8 30.1 35.8 32.8Approach LOS C C D CQueue Length 50th (m) 16.2 64.7 0.0 10.0 39.5 10.4 54.9 53.8 93.9Queue Length 95th (m) 33.3 97.0 9.7 22.7 64.6 24.3 84.5 99.5 130.0Internal Link Dist (m) 176.2 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 250 1275 658 203 1225 250 1270 723 1893Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.55 0.58 0.18 0.43 0.51 0.49 0.52 0.66 0.60

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 99.2Natural Cycle: 95Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.82Intersection Signal Delay: 33.2 Intersection LOS: CIntersection Capacity Utilization 79.4% ICU Level of Service DAnalysis Period (min) 15







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS F D A E F F E F DApproach Delay 55.8 103.7 75.8 72.9Approach LOS E F E EQueue Length 50th (m) ~26.5 69.8 1.6 32.4 ~163.8 ~64.3 ~168.4 ~87.4 111.1Queue Length 95th (m) #67.1 89.0 16.0 #67.6 #203.0 #116.6 #208.0 #143.4 #136.6Internal Link Dist (m) 176.2 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 100.0 100.0Base Capacity (vph) 142 996 551 254 1110 304 1366 335 1209Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 1.16 0.69 0.28 0.88 1.14 1.08 1.02 1.19 0.87

Intersection SummaryArea Type: OtherCycle Length: 120Actuated Cycle Length: 120Natural Cycle: 115Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.19Intersection Signal Delay: 78.9 Intersection LOS: EIntersection Capacity Utilization 112.9% ICU Level of Service HAnalysis Period (min) 15~ 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.







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C C A D B A B C C CApproach Delay 22.1 16.5 19.7 22.6Approach LOS C B B CQueue Length 50th (m) 12.6 38.8 0.0 8.5 16.3 0.0 6.6 21.7 30.8 40.5Queue Length 95th (m) 30.0 64.6 9.6 25.3 29.9 13.5 17.4 36.4 #81.5 64.8Internal Link Dist (m) 176.2 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 30.0 100.0 100.0Base Capacity (vph) 493 1744 842 231 1744 914 342 2601 577 2595Starvation 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 0.28 0.43 0.14 0.38 0.20 0.29 0.36 0.25 0.83 0.44

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 68.1Natural Cycle: 85Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.83Intersection Signal Delay: 20.9 Intersection LOS: CIntersection Capacity Utilization 77.5% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.







Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D D A D D A D D D DApproach Delay 39.7 38.1 46.6 42.5Approach LOS D D D DQueue Length 50th (m) 22.7 70.8 1.9 32.0 91.4 5.2 49.1 104.3 65.7 73.6Queue Length 95th (m) #50.7 90.3 16.6 #59.1 114.0 30.0 #91.4 121.5 #113.8 88.2Internal Link Dist (m) 176.2 303.4 178.7 186.3Turn Bay Length (m) 120.0 50.0 150.0 70.0 110.0 100.0Base Capacity (vph) 212 1013 557 278 1076 748 412 1687 479 1584Starvation 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 0.78 0.68 0.28 0.81 0.79 0.55 0.80 0.83 0.84 0.66



HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated3: Pack Road & Bostwick Road AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated3: Pack Road & Bostwick Road PM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 184 848 282Volume Left 92 329 0Volume Right 92 0 122cSH 202 1280 1700Volume to Capacity 0.91 0.26 0.17Queue Length 95th (m) 50.8 7.2 0.0Control Delay (s) 90.5 5.4 0.0Lane LOS F AApproach Delay (s) 90.5 5.4 0.0Approach LOS F







Lane Group EBL EBR NBL NBT SBT SBRLOS B A A A B AApproach Delay 5.8 8.9 10.5Approach LOS A A BQueue Length 50th (m) 3.5 0.0 1.9 6.0 12.7 0.0Queue Length 95th (m) 10.9 10.1 6.0 13.4 25.6 3.3Internal Link Dist (m) 245.8 177.3 381.1Turn Bay Length (m) 30.0 30.0 30.0Base Capacity (vph) 1141 1126 831 1490 1490 1277Starvation 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 0.09 0.26 0.07 0.12 0.23 0.04








Lane Group EBL EBR NBL NBT SBT SBRLOS B A A A A AApproach Delay 10.0 7.6 3.7Approach LOS A A AQueue Length 50th (m) 3.7 0.0 9.8 15.7 3.8 0.0Queue Length 95th (m) 13.3 7.1 26.5 36.4 10.4 4.1Internal Link Dist (m) 245.8 177.3 381.1Turn Bay Length (m) 30.0 30.0 30.0Base Capacity (vph) 919 867 1083 1651 1651 1418Starvation 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 0.10 0.11 0.30 0.31 0.10 0.09



HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated4: Yorkville St & Southdale Road West AM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1Volume Total 1037 77 42 499 168Volume Left 0 0 42 0 108Volume Right 0 77 0 0 60cSH 1700 1700 627 1700 136Volume to Capacity 0.61 0.05 0.07 0.29 1.23Queue Length 95th (m) 0.0 0.0 1.5 0.0 71.2Control Delay (s) 0.0 0.0 11.2 0.0 216.4Lane LOS B FApproach Delay (s) 0.0 0.9 216.4Approach LOS F


HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated4: Yorkville St & Southdale Road West PM Peak Hour



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1Volume Total 856 144 79 1337 194Volume Left 0 0 79 0 125Volume Right 0 144 0 0 69cSH 1700 1700 692 1700 52Volume to Capacity 0.50 0.08 0.11 0.79 3.77Queue Length 95th (m) 0.0 0.0 2.7 0.0 ErrControl Delay (s) 0.0 0.0 10.9 0.0 ErrLane LOS B FApproach Delay (s) 0.0 0.6 ErrApproach LOS F

Intersection SummaryAverage Delay 743.5Intersection Capacity Utilization 84.1% ICU Level of Service EAnalysis Period (min) 15

Lanes, Volumes, Timings Future (2028) Background + Site Generated4: Yorkville St & Southdale Road West AM Peak Hour - Add Traffic Control Signal



Lanes, Volumes, Timings Future (2028) Background + Site Generated4: Yorkville St & Southdale Road West AM Peak Hour - Add Traffic Control Signal


Lane Group EBT EBR WBL WBT NBL NBRLOS A A A B AApproach Delay 10.0 7.0 13.0Approach LOS A A BQueue Length 50th (m) 22.4 1.3 8.2 5.3 0.0Queue Length 95th (m) 41.3 5.7 16.2 16.7 6.2Internal Link Dist (m) 271.0 168.7 111.7Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 2694 308 2717 889 826Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.41 0.14 0.18 0.12 0.07


Splits and Phases: 4: Yorkville St & Southdale Road West

Lanes, Volumes, Timings Future (2028) Background + Site Generated4: Yorkville St & Southdale Road West PM Peak Hour - Add Traffic Control Signal



Lanes, Volumes, Timings Future (2028) Background + Site Generated4: Yorkville St & Southdale Road West PM Peak Hour - Add Traffic Control Signal


Lane Group EBT EBR WBL WBT NBL NBRLOS A B B B AApproach Delay 8.0 10.8 15.1Approach LOS A B BQueue Length 50th (m) 19.7 2.7 32.2 7.7 0.0Queue Length 95th (m) 35.9 10.1 56.7 20.2 6.9Internal Link Dist (m) 271.0 168.7 111.7Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 2449 332 2491 747 708Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.41 0.24 0.54 0.17 0.10

Intersection SummaryArea Type: OtherCycle Length: 60Actuated Cycle Length: 44.3Natural Cycle: 55Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.72Intersection Signal Delay: 10.1 Intersection LOS: BIntersection Capacity Utilization 54.3% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 4: Yorkville St & Southdale Road West

HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated5: Bostwick Road & EW Collector AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated5: Bostwick Road & EW Collector PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated6: Street 3 & Southdale Road West AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated6: Street 3 & Southdale Road West PM Peak Hour




Intersection SummaryAverage Delay 549.1Intersection Capacity Utilization 84.9% ICU Level of Service EAnalysis Period (min) 15






Lane Group EBT EBR WBL WBT NBL NBRLOS B A A B AApproach Delay 10.1 7.3 13.6Approach LOS B A BQueue Length 50th (m) 22.6 0.8 10.0 5.9 0.5Queue Length 95th (m) 41.5 3.8 19.3 18.2 7.2Internal Link Dist (m) 101.1 271.0 111.7Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 2602 299 2619 935 862Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.42 0.09 0.22 0.13 0.08








Lane Group EBT EBR WBL WBT NBL NBRLOS A A B B AApproach Delay 7.8 10.5 15.2Approach LOS A B BQueue Length 50th (m) 20.5 1.8 33.0 5.8 0.0Queue Length 95th (m) 36.1 6.8 56.8 16.1 6.1Internal Link Dist (m) 101.1 271.0 111.7Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 2462 310 2491 747 699Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.43 0.18 0.56 0.13 0.07



HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated7: Bostwick Road & Street 4 AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis Future (2028) Background + Site Generated7: Bostwick Road & Street 4 PM Peak Hour





3080 Bostwick Road


Appendix H: Design Standards

September 2017



April 2012 Page 4

1.2. Subdivision Road Network

A Plan of Subdivision usually entails the redevelopment of a substantial parcel of land such that a local road

network is required to service the lands. The development of a local road network is encouraged so that

traffic activities are organized at specific access points.

Practice

Direct access to a new parcel of land must be obtained from a local road network that connects to the arterial

road. Direct access to an arterial road must be minimized, and therefore, all proposed driveways must be

justified. In addition, the standards as set out in the Guidelines also apply to the provision of a new public

road connecting to the arterial road as shown in Exhibit 1-2.

It is important that volumes be very low and the speeds be low on local residential streets. These can be

limited by assigning a maximum length for cul-de-sac* and local streets:

The City suggested maximum for cul-de-sac is 215 metres; Suggested maximums for other local

streets are 395 metres and 50 to 75 dwellings.

* Cul-de-sacs are discouraged and are implemented only when other options are not available.

References

ITE Transportation and Land Development, Chapter 13: Residential Neighbourhood Streets, page 24.

Exhibit 1-2: Subdivision Road Network

April 2012 Page 5

1.3. Number of Accesses

The number of new driveways that will be permitted to a specific site depends on several factors: the density

and type of land use, the classification of the adjacent roadway, the type of operations that will be permitted

at the new driveway(s), and the location and operating activity of existing driveways or local road

connections. The implementation of joint accesses and/or common internal drives is encouraged.

Practice

Direct access to an arterial road must be minimized, and therefore, all proposed driveways must be justified.

The developer must first pursue alternate access arrangements as follows:

Obtain access from the collector or local road network;

Attempt to negotiate joint accesses and/or common internal drive arrangement with adjacent

property owners;

Develop private “commercial service roads” on-site, with adjacent property owners, to manage

traffic circulation needs on-site.

Joint accesses are encouraged and/or may be required to minimize the number of driveways onto arterial

roads. The City may place a 0.3 metres (1foot) reserve along the edge of these road allowances to prevent

the addition of driveways.

The preference of the City is for one driveway per development to an abutting arterial roadway. Where

development is consolidating existing parcels, consolidation and/or removal of existing driveways may be

required. Where development is being undertaken in a phased implementation, temporary driveways may

be permitted until such time that the ultimate access to the development has been made, at which time the

temporary driveway shall be removed. Additional driveway access to the arterial road network will be

subject to special considerations such as traffic analyses justifying the need for additional access to improve

safety, flow and/or circulation and shall meet the spacing requirements set forth in Section 1.4 of this

guideline.

1.4. Access Connection Spacing

There are three types of access connections to City of London roads:

Signalized intersections / signalized driveways

Major access connections (intersections and significant driveways)

Minor access connections (driveways)

All significant driveway access connections shall meet or exceed the connection spacing requirements of the

appropriate road class as specified in Tables 1-1 to 1-3. A significant driveway is defined as a driveway

serving a land use or development block that generates 100 or more vehicles per day during traffic peak

periods.

1.4.1 Signal ized Intersect ions / Driveways

Table 1-1 contains the desirable and minimum allowable spacing for signalized intersections on City of London roadways. Expressways are to be grade separated with freeways, other expressways or arterial roads. At-grade intersections with arterial roads may occur at widely spaced intervals greater than or equal to 800m. For urban divided arterial roadways, the desirable signal spacing may be reduced from 800m to 400m if the subject signal, to the satisfaction of the City Engineer, maintains the capacity and safety of the arterial corridor, or if the signal does not impact signal progression excessively.

April 2012 Page 6

On arterial and collector roadways, the signal spacing may only be reduced if substantiated through the submission of a comprehensive corridor analysis and transportation impact study, analysing all possible alternatives and taking into consideration land use and community factors.

Table 1-1: Spacing Between Signalized Intersections / Driveways

Class Desirable Minimum

Expressways Grade Separated 800 m

Rural Arterial 800 m 400 m

Divided Urban Arterial 800 m 400 m

Urban Arterial 400 m 300 m

Primary Collector 300 m 215 m

1.4.2 Major Access Connections

a) Spacing from signalized intersections. On collector and urban arterial roadways, the minimum spacing between a major access point and a signalized intersection is 215 m. This is to allow for the potential future signalization of the major access connection without compromising the minimum spacing requirements between signalized intersections, as per Table 1-2.

Table 1-2: Spacing from Signalized Intersections

Class Desirable Minimum

Expressways N/A N/A





Collector N/A 215 m

b) Spacing between major access connections.

The following minimum spacing guidelines apply to all major access connections:

Table 1-3: Minimum Spacing between Major Access Connections

Class Full Moves Right-in / Right-out

Expressways N/A N/A





Note: i. Intersection/driveway spacing shall be measured from centre-line to centre-line.

April 2012 Page 7

ii. Additional spacing over and above that set forth in Table 1-3 may be required if determined that there is insufficient left turn queue storage or weave manoeuvre area between adjacent intersections. This determination shall be made under peak conditions.

iii. Major access connections are not permitted on Expressway roadways.

Reference

York Region Access Guideline for Regional Roads

1.4.3 Minor Access Connections

1.4.3.1 At Stop Controlled Intersection

Practice

A minimum corner clearance of 60 metres should be provided from the centre line of an arterial intersection

and the centre line of a proposed driveway at a stop-controlled intersection. If this minimum clearance

cannot be obtained, then the driveway or access should be placed at the far limit of the property. If that is the

case, a traffic analysis has to be conducted, with traffic volumes projected 5 years into the future.

“Where minimum corner clearance cannot be met, directional prohibitions: right-in and right-out, or right in, or

right-out may be implemented and/or required.”

Additional clearance may be required to ensure that the driveway movements do not conflict with intersection

movements. In addition, a full movement driveway must be clear of the start of the taper for the left turn

storage lane. Exhibit 1-3 illustrates the Corner Clearance.

Exhibit 1-3: Corner Clearance

April 2012 Page 8

Typically, a further restriction to this practice is made in the case of vehicle service stations (“gas stations”).

Only one driveway is desirable on an arterial road, located at the edge of the property. The permitted

movements are typically limited to right in/right out.

References

Metro Toronto Transportation Access Management Guidelines

Transportation and Land Development, Chapter 6: Access Locations for Site Development, page 6-25.

1.4.3.2 At Signal Controlled Intersection

Practice

A minimum corner clearance of 75 metres should be provided from the centre line of an arterial signalized

intersection and the centre line of a proposed driveway adjacent a traffic signal-controlled intersection. If this

minimum clearance cannot be obtained, then the driveway or access clearance should be placed at the far

limit of the property. Furthermore, a traffic analysis has to be conducted with traffic volumes projected 5

years into the future, to address potential impacts on traffic operations.

“Where minimum corner clearance cannot be met, directional prohibitions: right-in and right-out, or right in, or

right-out may be implemented and/or required.”

Additional clearance may be required to ensure that the driveway movements do not conflict with intersection

movements. In addition, a full movement driveway must be clear of the start of the taper for the left turn

storage lane. Exhibit 1-3 illustrates the Corner Clearance. These guidelines apply to both public roads and

private roads connecting to a signalized intersection.

Typically, an exception to this practice is made in the case of vehicle service stations (“gas stations”). Only

one driveway is desirable on an arterial road, located at the edge of the property. The permitted movements

are typically limited to right in/right out.

References


Transportation and Land Development, Chapter 6: Access Locations for Site Development, page 6-25.

1.4.3.3 Minimum Driveway Separation Distance

The spacing of driveways is related to the number and location of existing adjacent driveways and the

number of new unsignalized intersections (driveways) proposed to serve the subject site. Two key factors

influence minimum spacing requirements: traffic activity to/from the arterial road and the specific design

elements of the proposed driveway. Spacing criteria seek to achieve the following objectives:

Clearly identify which property the driveway is serving;

Minimize the conflict areas between vehicles that enter/exit the proposed driveway, existing

driveways, and the arterial road;

Maintain usable boulevards between driveways for the placement of utilities, traffic control

devices and road amenities.

Practice

Strict applications of traffic engineering criteria may place desirable spacing requirements at 150

metres along an arterial roadway. However, this type of spacing is mostly unacceptable in several

urban and suburban environments. Typically, a spacing of 30 – 60 metres is used along an arterial or

primary collector roadway. The minimum spacing between two driveways should be the sum of the

minimum curb radii (R), and a 10-metre tangent (T). If the 10-metre tangent requirement cannot be

April 2012 Page 9

achieved, provisions for a joint access connection should be considered. The radii are determined by

the type of land use, as outlined in Table 1-6. Exhibit 1-4 illustrates arterial minimum driveway spacing.

Exhibit 1-4: Arterial Minimum Driveway Spacing

References

Traffic Engineering Handbook, Chapter 10, Page 316

Part 2 of the TAC Geometric Design Guide for Canadian Roads (1999), Section 3.2.9.8


1.5. Interchange Access Offset Spacing

Interchanges provide the means of moving traffic between freeways, expressways and crossroads. As a general rule, public road, commercial / private road and private access connections are not to be located within the functional interchange area, unless the location meets the City‟s offset spacing criteria as identified in Exhibit 1-5. Access connections are not permitted within a right-turn channelization, auxiliary lane, taper or similar facility at an interchange. It should be noted that under the public transportation and Highway Improvement Act, the Ministry of Transportation has jurisdiction over the provision of all access connections within 400 metres of an intersection with a Provincial Highway. The Functional Interchange Area is the section of crossing road that extends both upstream and downstream from the physical freeway or expressway ramp terminal area itself. The area is controlled to enable a motorist to enter and pass through the ramp terminal intersection before having to consider a potential conflict at a subsequent access connection. Practice – Access Connection Offset Spacing Criteria Adequate spacing and access design for crossroads in the vicinity of interchanges avoids traffic backups onto the mainline and preserves safe and efficient traffic operation. Recommended access spacing adjacent to an interchange is indicated in Table 1-4 and Exhibit 1-5.

April 2012 Page 10

Table 1-4: Minimum Spacing for Highway Interchange with Two-Lane Crossing Road

Offset Spacing Criteria

W or X Y or Z

Intersecting Access 800 m (Desirable)

125 - 185 m 400 m (Minimum)

Source: after MTO (2007). Note: W or X Desirable/minimum offset spacing distance to first Public Road or

signalized Commercial/Private Road access. No all-movement access connections may be placed between a ramp terminal intersection and the first Public Road or signalized Commercial/Private Road intersection. X is measured from the end of the corner radius of the terminal to the centreline of the first public or private roadway. W is measured from the end of a high speed ramp terminal to the centreline of the first public or private roadway.

Y or Z

Desirable offset spacing criteria to first non-signalized Commercial/Private Road access and/or other access connection type; right-in/right-out only.

Posted Speed Desirable Offset Spacing Criteria

50 km/h 125 m

60 km/h 150 m

70 km/h 160 m

80 km/h 185 m

Exhibit 1-5: Minimum Spacing for a Parclo A-4 Interchange

Source: MTO (2007).

Reference MTO Highway Access Management Guideline, Final Draft, July 2007

April 2012 Page 11

1.6. Capacity and Level-of-Service

Any access connection to the arterial road system must offer sufficient capacity for all movements permitted. Left turn movements from the arterial road network must provide sufficient reserve capacity (v/c ratio <0.90) and a good level-of-service (level-of-service D or better). Left turns movement onto the arterial road network must have sufficient capacity (v/c<1.00) and manageable delays and queues. Signalized access points must allow for adequate capacity (v/c <0.90), and favourable road environment conditions. Where an acceptable level-of-service can not be maintained during peak hour conditions, and/or if there is potential to create unacceptable adverse operational and safety impacts on the arterial road network, directional prohibitions, rights-in and right-out, or right-in, or right-out may be implemented and/or required. Other mitigating measures such as roadway or traffic control improvements, joint access and/or common internal drive may also be necessary to facilitate access to the arterial road network. Reference: Regional Municipality of Halton, Access Management Policy for Regional Roads

1.7. Alignment of Opposing Accesses

The introduction of a new driveway impacts directly on the existing traffic operations to and from the arterial

road. Careful integration of a new driveway into the existing operating character of the arterial road is

required to minimize turning conflicts and disruption to through traffic, subject to Section 1.4.2.

Practice

A centreline of a new driveway to the arterial road should align with the centreline of any opposing existing

driveway or road. In some circumstances, an offset to the right may also be allowable. Exhibit 1-6 illustrates

the driveway alignment.

Exhibit 1-6: Centreline Alignment

April 2012 Page 12

Exhibit 1-7: Spacing considerations for opposing driveways

Reference Figure U.K.6.4 TAC URBAN Supplement to the Geometric Design Guide for Canadian Roads. April 1995

April 2012 Page 13

1.8. Angle of Access Centreline

The angle of intersection is the degree at which a driveway or road intersects with the arterial road as

measured between the centreline of the new driveway and the centreline of the arterial road. It is desirable

that the centreline of the new driveway and the centreline of the arterial road meet at or nearly at right angles

to ensure safe sight visibility when manoeuvring to and from the site.

Practice

The angle of intersection at which a new driveway intersects with the arterial road should be 90 degrees as

illustrated in Exhibit 1-8. The angle of intersection must not be less than 70 degrees or greater than 110

degrees. The exception is access arrangements for vehicle service stations that are permitted one-way

operation driveways with 45 degrees to 60 degrees angles due to the unique operating nature of this type of

facility.

References: MTO Geometric Design Guidelines for Ontario Highways, Metro Toronto Transportation Access

Management Guidelines

Exhibit 1-8: Angle of Intersection

1.9. Site Inter-Connection

Service station sites are unique in that they rely significantly on pass-by traffic and are thereby permitted

unique access arrangements of two or more access points located in close proximity to

unsignalized/signalized intersections. For these reasons, activities between these sites and adjacent lands

must be controlled. Site inter-connection can be positive if it promotes synergy between adjacent land uses,

and properly removes traffic from the adjacent road network. Conversely, site inter-connection can be

negative if it promotes “shortcutting”, and results in an increased volume of traffic entering an arterial road

through an access located in close proximity to an intersection. Vehicular inter-connection between service

station sites and adjacent lands must be justified.

1.10. Joint Access / Common Internal Driveways

Any property fronting onto a public street is entitled to an access drive except where there is a 0.3 metre (1

foot) reserve; access is permitted on another street where joint access has been established through a

April 2012 Page 14

consent / severance. Joint access and common internal driveways reduce the number of direct access

points to the arterial road, and minimize the opportunity for turning conflicts to occur on the municipal road

network. They are used to connect both minor and major developments and to improve driveway spacing,

which allows intensive development of a corridor, while maintaining efficient traffic operations, and safe and

convenient access to business. This type of access can also be beneficial in providing flexibility to meet local

municipal objectives relating to such things as parking, loading facilities and landscaping, with a 0.3 metre (1

foot) reserve registered on title to prevent additional property access. Where minimum access spacing

requirements cannot be achieved for a particular property adjacent to an arterial roadway, access shall be

consolidated or a joint access and/or common internal drive system shall be established or planned, provided

that the adjacent land use(s) is complementary in nature.

Proposed minor developments with arterial road frontage adjacent to complementary land uses are encouraged to implement a system of joint access and/or a common internal driveway to facilitate traffic flow between sites. Proposed major developments adjacent to an arterial road frontage are encouraged (and may be required) to implement a system of common internal drives to provide access to adjacent complementary land uses. The site design shall incorporate the following: The site plan design should clearly depict all works associated to implement the joint access; If a common internal drive is required, the plans should show all works necessary to build the drive to

the property line and including a temporary barrier to be removed when the common internal drive is constructed on the adjoining property;

A continuous service drive or common internal drive corridor extending the entire length of each block served, to provide for driveway separation consistent with this Access Guideline;

A design width sufficient to accommodate two-way travel, accommodating private automobiles, service vehicles, loading vehicles and emergency vehicles;

The design must have consideration for adequate traffic control and traffic operation, provide adequate clear throat distance between cross drive isles and the arterial road to accommodate access and egress to / from the site, and must have consideration for pedestrian connections between sites; and

Pursuant to this section of the Access Guideline, affected property owners shall:

Construct joint access in such way to allow adjacent property owner(s) to use the access for ingress and egress to and from their property;

Record an agreement that remaining access rights along the subject corridor will be dedicated to the City of London and pre-existing driveways will be closed and eliminated following construction of the joint access and common internal driveways; and

Practice

The use of mutually-shared driveway arrangements is strongly encouraged. Their use is ideal when there is

more than one business development at a given location, or a series of adjacent developments proposed

over time. This type of driveway must be registered on title of both properties in order to protect the interests

of both property owners in the event that either of the properties is sold. Exhibit 1.8 illustrates Joint Access

driveway arrangement with a 0.3 metre reserve registered across the front of the property to prevent

additional access to the property.

April 2012 Page 15

Exhibit 1-9: Joint Access

Reference: York Region Access Guideline for Regional Roads

1.11. Grade

Access to/from above-grade or below-grade parking facilities is provided by ramps. An at-grade landing is

required between the ramp to the parking facility and the arterial road to ensure that adequate visibility is

maintained for both pedestrian and vehicular activities.

Practice

An at-grade landing, with a maximum gradient of one (1%) percent for high volume driveways and three (3%)

percent for low to moderate volume driveways must be provided for a minimum distance of 3.0 metres from

the right-of-way limit (property line) to ensure safe sight lines for vehicular and pedestrian traffic. A maximum

grade of four (4%) percent for high volume driveways and eight (8%) percent for low-moderate volume

driveways will be permitted for any further ramping within 3.0 to 6.0 metres of the right-of-way limit. Plan and

profile views of an at-grade landing are illustrated in Exhibit 1-10 and

Exhibit 1-11 respectively.

Exhibit 1-10: Plan View of an At-Grade Landing

April 2012 Page 16

Exhibit 1-11: Profile View of an At-Grade Landing

Exhibit 1-11 shows the acceptable driveway grades and grade changes.

Table 1-5: Driveway Grades and Grade Changes

Driveway Volume

4

Grade, G12, 3

Grade, G2, Maximum

Maximum Grade Change, D1

Maximum Grade Change, D2 Min

1 Max

2

High 1.0% 1.0% +4.0%

+3.0% +3.0% -2.0%

Low-Moderate

1.0% 3.0% +8.0%

+5.0% +5.0% -4.0%

Notes:

1. 0.5% acceptable as absolute minimum.

2. Downgrades avoided to control street drainage.

3. Assumes the street has a normal cross slope of 2.0%.

4. High: 1500 vehicles/day; Moderate: >750 to1500 vehicles/day; Low: 25 to 750 vehicles/day.

References: Part 2 of the TAC Geometric Design Guide for Canadian Roads (1999), Figure 3.2.9.5.

1.12. Sight Line Distance

As determined from Figure E3-8 (shown below) of the MTO Geometric Design Standards for Ontario

Highways, the following sight distances shall be provided at intersections and accesses:

a) On new street intersections and major accesses such as large commercial or industrial development, the desirable decision sight distance shall be provided;

April 2012 Page 17

b) On all other new accesses, the minimum decision sight distance shall be provided;

c) For existing accesses and single family residences, the minimum stopping sight distance shall be provided.

This figure assumes a line of sight from the driver of a vehicle entering the intersection (1.05 metres above

the pavement surface) to the headlights of an approaching vehicle (at height 0.38 metres). Note also that

section 4.24 of City of London By-Law Z-1 may require a further setback from the right-of-way of structures

and landscaping over 1 metre in height.

1.13. Access Widths

The lack of adequate driveway size can significantly influence safe and efficient traffic operation to/from the

road; therefore it is important to provide adequate driveway width (W) and radii (R). Factors that must be

considered include: the proposed land use, the type of operation (1-way or 2-way traffic flow), the volume of

traffic, and the type of vehicles the driveway will serve. For example, if the driveway is to serve as a fire

route, then the Ontario Building Code shall apply. Plans must be adequately dimensioned to simplify review

process.

Width

April 2012 Page 18

Driveway width (W) should be restrictive enough to discourage erratic manoeuvres, control the location and

angle of conflict points, and limit entry/exit to the intended number of lanes of operation. Whether a driveway

will operate with one-way or two-way traffic flow must also be considered.

One-Way Driveway

A one-way driveway operates with a single entry or exit lane, as illustrated in Exhibit 1-12.

Practice

The minimum width of a one-way driveway measured at the throat ranges from 3.0 metres to 5.0 metres depending on the land use of the development, as outlined in Table 1-6.

Two-Way Driveway

A two-way driveway operates with at least one entry and one exit lane through a single driveway point, as

illustrated in Exhibit 1-12.

Practice

The minimum width of a two-way driveway, measured at the throat, ranges from 6.0 metres to 9.0 metres depending on the land use of the development, as outlined in Table 1-6.

Exhibit 1-12: Driveway Layouts

April 2012 Page 19

Table 1-6: Driveway Dimensions

Land Use

One-way Width (in metres)

Two-way Width (in metres)

Radius3

(in metres)

Min1 Max

2 Min

1 Max

2 Min

1 Max

2

Residential (medium, high density blocks)

3.0 4.3 6.0 7.3 6.0 9.0

Commercial 4.5 7.5 6.7 12.0 9.0 12.0

Industrial 5.0 9.0 9.0 15.0 9.0 15.0

Notes:

1. Minimum driveway widths are normally used with radii at or near the upper end of the range.

2. Maximum driveway widths may be considered where more than one traffic lane (per direction) is

required.

3. TAC turning templates should be used. The WB-19 (~69ft) vehicle turning template is the minimum for

truck accommodation. Appendix A shows a TAC turning template for a WB-19 truck.

4. For residential single family, refer to City of London standard SR-2.0

References: Part 2 of the TAC Geometric Design Guide for Canadian Roads (1999), Table 3.2.9.1

1.14. Radii

The radius of the curb is related to the turning path of a vehicle making a right turn to or from the site, and the

width of the driveway. The radius of the curb return or amount of flare/taper of the curb connecting the edge

of throat of a driveway with the edge of the nearest travelled lane is an important element in ensuring that the

driveway is accessible to all vehicular traffic.

Practice

The minimum curb radius ranges from 3.0 metres to 9.0 metres, depending on the type of land use being

served by the driveway, as outlined in Table 1-6. The appropriate radius that permits the turning path of the

vehicle to enter/exit the site without encroaching on the curb or the adjacent traffic lane is illustrated in Exhibit

1-13.

April 2012 Page 20

Exhibit 1-13: Radii

1.15. Curb Radius – No Encroachment

The introduction of a new driveway on a site should be developed entirely within the confines of the subject

property so as not to negatively impact on development potential of adjacent sites.

Practice

The curb radius should not encroach on the frontage of the adjacent property. Therefore, the end of the

radius should not extend past the projected property line of the site to the street line as illustrated in Error!

Reference source not found.14.

Exhibit 1-14: Curb Radius – No Encroachment

1.16. Curb Return Design

The curb return design provides distinct concrete curbing to facilitate the turning path of the vehicles turning

to/from the driveway, without encroaching on adjacent travelled lanes, (if designed properly). This design

requires a curb cut and sidewalk ramps to accommodate pedestrians.

Practice

A curb return design must be provided at a driveway if traffic volumes are more than 750 vehicles per day

and/or significant truck traffic is present, or it‟s in an urban area. Dimensions for the driveway width and radii

are discussed in Table 1-6. Exhibit 1-15 illustrates the curb return design.

April 2012 Page 21

Exhibit 1-15: Curb Return Design

Refer to City Of London Standard Contract Document for Municipal Construction Projects, Section B – Part 1 - Roads.

April 2012 Page 22

2. ACCESS TURNING RESTRICTIONS

2.1. Operating Requirements

Turning movements must be controlled when safe and efficient traffic operations cannot be maintained

between the arterial road or Primary Collector road and the proposed driveway. There are two methods of

controlling turning activities: (a) turn prohibitions and (b) turn restrictions.

Turn prohibitions are controlled with the enactment of by-laws accompanied by appropriate signage.

Turn restrictions are additionally controlled by geometric improvements to physically prohibit the specific

turning movement(s).

The enforcement of by-laws is difficult and, therefore, physical barriers are often required to provide an effective means of ensuring compliance with turning controls. The installation of concrete islands/medians physically prevents the specific turning movement(s) and directs vehicles into the defined turning paths. At some access points, full movements may be allowed in the short term, however the City may require that the owner accept that turning movements may be restricted in the future due to increased traffic volumes and/or safety concerns. The installation of Rights-In Rights-out islands (“Pork Chop”) is proven to be ineffective for restricting left turning movements to and from access point and not typically supported by the City. However, in some locations it is very difficult and/or impossible to implement on street raised concrete median and Rights-in Rights-out island may be considered (Must be approved by Transportation Planning and Design Division).

Practice

Specific turning movements to/from a driveway will be controlled if the turning movements cannot be

executed safely and efficiently with minimal disruption to traffic operations on the arterial or primary

collector road.

The criteria used to determine when turning control restrictions will be required are as follows:

An inbound left turn level-of-service (LOS) E or worse and v/c ratio => 0.9 during peak periods.

An outbound left turn level-of-service (LOS) E or worse and a v/c ratio => 0.9 during peak

periods.

Adequate spacing between driveways is not provided (refer to Section 1.4 of this manual) to

ensure that left turn conflicts are minimal.

Minimum safe sight distances must be maintained in order to execute the anticipated turning

movements while minimizing interference with existing traffic operations on the arterial road.

References

TAC Geometric Design Guide for Canadian Roads, Section 3.2.9 of Part 2.

ITE Transportation and Land Development, Chapter 5: Principles of Access Design, page 22.

April 2012 Page 23

2.2. Inbound Left-Turn Restriction

Exhibit 2-1: Inbound Left Turn Restriction to Driveways

WA-33LRB-25

RA-1

WA-33L WA-33L

RB-16

WA-33L

RB-12

CONCRETE SIDEWALK

3.5m

15m25m

6m

R15m

5m min

0.5m

RAISED CONCRETE MEDIAN

ULTIMATE PROPERTY LINE

CONCRETE MEDIAN END TREATMENT

RB-19

RB-25RB-25WA-33LRB-25

W = 6m Fire Route

Drawing not to scale

WA-33L

RB-25SOLID YELLOW

MARKINGS

+/- 4.5 m

+/- 1m

Raised Concrete Island

3.5M


25m15m

RB-12

2.3. Left-Turn Egress Restriction

Exhibit 2-2: Left Turn Egress Restriction from Driveway

April 2012 Page 24

2.4. Rights-In / Rights-Out

Exhibit 2-3: Both Left Turns Restricted

RA-1

WA-33L

RB-16RB-21

CONCRETE SIDEWALK

15m25m




RB-25WA-33LRB-25


WA-33L

RB-25SOLID YELLOW

MARKINGS

+/- 4.5 m

+/- 1m

25m15m

RB-16

2.5. Rights-In / Rights-Out “Pork Chop”

Exhibit 2-4: Both Left Turns Restricted

WA-33LRB-25

RA-1

WA-33L

CONCRETE SIDEWALK R15m

10m min

0.5

m



RB-12


WA-33L

RB-25SOLID YELLOW MARKINGS

+/- 4.5 m

+/-

1m

Raised Concrete Island

(min size=30m2)

R15m

Fire Route concrete rumble strips

3.5m

3.5m

2.5m

2.5m

Fire Route Driveway Widths 6m

(3.5m asphalt,2.5m concrete rumble strips)

otherwiseW=3.5m in and W=3.5m out

Road C/L

RB-19RB-12

RB-12

The use of trees and/or landscape materials in centre medians and in some cases rights-in rights-out islands is encouraged when possible, providing adequate sight distance at driveway access connections is maintained, and to be reviewed and approved by the City during Site Plan Approval Process.

April 2012 Page 25

3. ROADWAY FEATURES 3.1. Left Turn Lane

The left turn lane requirements for two-lane, four-lane, and six-lane divided and undivided roadways shall be

based on volume warrants and collision warrants as identified by an accepted transportation impact study.

3.1.1 Volume Warrant

Practice

When opposing traffic volumes are such that left turning vehicles must wait for a gap to make their turn, they

interfere with the through traffic. The magnitude of this interference depends on the opposing volume, the

advancing volume and the percentage of left turning vehicles.

When traffic signals are warranted, storage lengths are subject to signal cycle timing. Volume warrants for

left turns are based upon capacity calculations for intersections.

References

Part 2 of the TAC Geometric Design Guide for Canadian Roads (1999), Page 2.3.8.1

3.1.2 Col lision Warrant

Practice

A left turn storage lane may be considered at locations where four or more collisions related to left turns

occur per year or where six or more occur within a period of two years, provided the collisions are of a type

which could reasonably be expected to be eliminated by provision of a left turn lane. The minimum storage

length for the collision warrant is 15 m.

References

Part 2 of the TAC Geometric Design Guide for Canadian Roads (1999), Page 2.3.8.1

3.2. Right-Turn Lane

Practice

Although right turns are generally made more efficiently than left turn movements, exclusive right turn lanes

are often provided, for many of the same reasons that left turn lanes are provided. Right turns may face a

conflicting pedestrian flow, but do not face a conflicting vehicular flow. In general, an exclusive right turn lane

should be considered when the volume of right turning vehicles is between 10 to 20 percent of the through

volume, subject to a minimum of 60 vehicles per hour in the design hour. Design speed should be

considered when determining right-turn requirements.

TAC recommends the use of an exclusive right turn lane when the volume of decelerating or accelerating

vehicles compared with the through traffic volume causes undue hazard.

References

Highway Capacity Manual, Special Report 209, Third Edition (1998) by Transportation Research Board,

National Research Council, Washington, Page 9-97.

Documents

3080 Bostwick Road Transportation Impact Study€¦ · 3080 Bostwick Road Transportation Impact Study IBI REFERENCE: 36989 VERSION: 5.0 DIGITAL MASTER: J:\36989-BostwickRd\5.2 Reports\5.2.4