Grandwood Subdivision – Elora Transportation Impact Study...To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited

Grandwood Subdivision – Elora Transportation Impact Study

Paradigm Transportation Solutions Limited

July 2017

Project Summary

Paradigm Transportation Solutions Limited

Granwood Subdivsion – Elora Transportation Impact Study List of Revisions

Version Date Description

0.1 June 2017 Internal Review

0.2 July 2017 Final for Submission

Signatures and Seals

Signature Engineer’s Seal

Disclaimer

This document has been prepared for the titled project or named part thereof (the “project”) and except for approval and commenting municipalities and agencies in their review and approval of this project, should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the project for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned and the approval and commenting municipalities and agencies for the project.

To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in preparing this report.

Project Number 170127 July 2017

Client Edgehill Properties Limited c/o Black, Shoemaker, Robinson & Donaldson 351 Speedvale Avenue West, Guelph ON N1H 1C2

Client Contact Nancy Shoemaker

Consultant Project Team Phil Grubb, P. Eng Adam J. Makarewicz, C.E.T., MITE

Paradigm Transportation Solutions Limited 22 King Street South Suite 300 Waterloo ON N2J 1N8 p: 519.896.3163 www.ptsl.com

Granwood Subdivsion – Elora | Transportation Impact Study | 170127 | July 2017

Paradigm Transportation Solutions Limited | Page i

Executive Summary

Content

Paradigm Transportation Solutions Limited (Paradigm) was retained to conduct this Transportation Impact Study for a residential development located south of McNab Street and west of Bridge Street in Elora, Ontario.

This Transportation Impact Study (TIS) includes an analysis of existing traffic conditions, a description of the proposed development, traffic forecasts for Opening Year and five years after Opening Year and outlines recommendations to improve future traffic conditions.

Development Concept

The site is located south of McNab Street, west of Bridge Street and east of Waterloo Street in Elora, Ontario. The development parcel currently consists of approximately 8.77 ha of land which is currently vacant. The proposed development is proposing to redevelop the land to consist of 152 residential units (54 single family, 12 semi-detached and 86 townhouses) to be built between the existing Waterloo Street and Clarke Street. Opening year is expected to occur at or before 2020.

The proposed concept plan provides for an extension of York Street to the west to align with the intersection of Waterloo Street and York Street. The provision of this extension will improve connectivity and route selection within the study area. In addition to the extension of York Street, Halls Drive is proposed to be extended to the west towards Waterloo Street providing for an additional connection.

Conclusions

Based on the investigations carried out, it is concluded that:

The development is forecast to generate 101 and 138 new trips during the weekday peak hours, respectively at full build out;

Capacity analyses were conducted for each of the study area intersections under 2017 (Base Year), 2020 (Background + Total), and 2025 (Background + Total). The results of the capacity analysis conducted as part of this study indicates that site generated traffic volumes during the peak-hour periods have only a negligible impact on intersection capacity within the study area.

With the York Street extension completed, diverted traffic from Wellington Road 7 and McNab Street is not expected to exceed 50 percent. The results of the capacity analysis conducted as part of this study indicates that the traffic diversion during the peak-hour periods have only a negligible impact on intersection capacity within the study area.


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Given the low volume of trips forecasted, the roundabout at Victoria Street and McNab Street will not be adversely affected in terms of capacity or safety as a result of this development;

A southbound left turn lane with 30 metres of storage is warranted at Wellington Road 7 and York Street;

The analysis undertaken within was prepared using the most recent site plan. Any minor changes to the plan will not materially affect the conclusions contained within.

Recommendations

Based on the findings of this study, it is recommended that:

The County of Wellington review and determine the feasibility of providing a southbound left turn lane with 30 metres of storage at Wellington Road 7 and York Street as warranted under the 2025 Horizon. The Applicant is recommended to contribute 10.1% towards such an improvement.

The implementation of the above-mentioned mitigation measures not only accommodates future site-generated traffic but also improves some existing operational deficiencies in the vicinity of the site.

No further improvements are required as traffic generated from the proposed development will not materially affect the operations of the study area roadway.


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Contents

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

1.1 Overview ........................................................................................... 1 1.2 Purpose and Scope ......................................................................... 1

2 Existing Conditions .................................................. 4

2.1 Road Network .................................................................................. 4 2.2 Traffic Volumes ................................................................................ 6 2.2.1 Traffic Data ........................................................................................ 6 2.2.2 Adjustments ....................................................................................... 6 2.3 Traffic Operations ............................................................................ 8

3 Development Concept ........................................... 10

3.1 Development Description .............................................................. 10

4 Future Conditions ................................................... 12

4.1 Traffic Growth ................................................................................ 12 4.1.1 General Background Growth ........................................................... 12 4.1.2 Background Development ............................................................... 13 4.1.3 Growth Summary ............................................................................. 13 4.2 Development Trip Generation ....................................................... 16 4.2.1 Institute of Transportation Engineers (ITE) ....................................... 16 4.2.2 Trip Generation Estimates ............................................................... 16 4.3 Development Trip Distribution and Assignment .......................... 18

5 Future Operations Analysis ................................... 22

5.1 Background Traffic Operations .................................................... 22 5.2 Total Traffic Operations ................................................................ 25 5.3 Traffic Diversion ............................................................................. 28 5.3.1 Sensitivity Analysis .......................................................................... 30

6 Remedial Measures ................................................ 32

6.1 Left Turn Lane Warrants ................................................................ 32 6.2 Assessment of Impacts ................................................................. 33 6.3 Fair Share Contribution ................................................................. 34

7 Conclusions and Recommendations .................... 36

7.1 Conclusions ................................................................................... 36 7.2 Recommendations ......................................................................... 36


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Appendices Appendix A Terms of Reference Appendix B Traffic Data Appendix C Base Year Traffic Operations Reports Appendix D Trip Distribution Calculations Appendix E Background Traffic Operations Reports Appendix F Total Traffic Operations Reports Appendix G Traffic Diversion Forecasts Appendix H Traffic Diversion Operations Reports Appendix I Left Turn Lane Warrant Nomographs


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Figures Figure 1.1: Study Area and Subject Development Location ................ 3 Figure 2.1: Existing Lane Configuration and Traffic Control ................ 5 Figure 2.2: Base Year Traffic Volumes .................................................. 7 Figure 3.1: Proposed Site Plan ............................................................. 11 Figure 4.1: 2020 Background Traffic Forecasts .................................. 14 Figure 4.2: 2025 Background Traffic Forecasts .................................. 15 Figure 4.3: Site Traffic Forecasts ......................................................... 19 Figure 4.4: 2020 Total Traffic Forecasts .............................................. 20 Figure 4.5: 2025 Total Traffic Forecasts .............................................. 21 Figure 5.1: Affected Traffic Movements .............................................. 29

Tables Table 2.1: Traffic Data Summary .......................................................... 6 Table 2.2: Vehicle Level of Service Definitions .................................... 8 Table 2.3: Base Year Peak Hour Traffic Operations ............................ 9 Table 4.1: Elora & Salem Population + Employment Growth ............ 12 Table 4.2: Trip Generation Estimates ................................................. 17 Table 4.3: Trip Distribution estimates ................................................ 18 Table 5.1: 2020 Background Operations Summary ........................... 23 Table 5.2: 2025 Background Operations Summary ........................... 24 Table 5.3: 2020 Total Operations Summary ....................................... 26 Table 5.4: 2025 Total Operations Summary ....................................... 27 Table 5.5: 2025 Total Operations Summary ....................................... 31 Table 6.1: Fair Share Contribution ...................................................... 35


Paradigm Transportation Solutions Limited | Page 1

1 Introduction

1.1 Overview

Paradigm Transportation Solutions Limited (Paradigm) was retained to conduct this Transportation Impact Study for a residential development located to the south of McNab Street and west of Bridge Street in Elora, Ontario. Figure 1.1 details the location of the subject development.

1.2 Purpose and Scope

The purpose of the study is to assess current traffic and site conditions in the vicinity of the proposed development, forecast additional traffic that may be generated by the proposed development, analyse the impact that this traffic may have on the adjacent roadway network and provide the municipality and owner with recommendations regarding any necessary remedial measures required to mitigate the identified impacts of the site generated traffic.

More specifically, the scope of this study is to:

Forecast traffic from the proposed development;

Assign the projected volumes to the surrounding road network based on the existing traffic patterns at the driveway connections;

Assess future total traffic within the study area. The following horizons have been considered: Opening Year (2020) and five years from Opening Year (2025); and

Identify operational or safety concerns and any mitigation measures that may be required to improve operations.

Pre-study consultation with the County of Wellington and Township of Centre Wellington via e-mail in May 2017, produced terms of reference for this study. Appendix A contains correspondence regarding this process.



The intersections evaluated within this study that are most likely to be impacted by the development, as identified by the County and Township are:

York Street and Wellington Road 7;

York Street and Victoria Street;

High Street and York Street;

Bridge Street and York Street;

Bridge Street and McNab Street; and

Wellington Road 7 and Wellington Road 21/McNab Street.

The intersection of McNab Street and Victoria Street was originally proposed to be analyzed. Through a field visit conducted in May 2017, it was observed that Victoria Street is being reconstructed affecting operations and typical volumes expected at the intersections with McNab Street and York Street.

Through the pre-study consultation, the County and Township advised that the intersection of McNab Street and Victoria Street is an existing roundabout that is operating well and advised that analysis would not be required. Confirmation however should be provided that concludes that the trip distribution projected for the development would not significantly impact the volumes at the roundabout.

Regarding establishing volumes at York Street and Victoria Street, the County and Township advised that traffic along York Street be derived from the count being completed at Wellington Road 7 and York Street and volumes along Victoria Street be estimated.



Figure 1.1: Study Area and Subject Development Location

Study Area and Subject Development Location

Figure 1.1Granwood Subdivision– Elora, Transportation Impact Study170127

LegendSubject Site

Study Area

Existing Intersection

Proposed Extension



2 Existing Conditions This section documents current traffic conditions, operational deficiencies, and constraints experienced by the public travelling at the intersections within the study area. The operational deficiencies and constraints identified at this stage will be fundamental to the process of defining the required remedial measures.

2.1 Road Network

Figure 2.1 displays the existing lane configurations and traffic control provisions at the study area intersections. The roadways that form the study area include:

Wellington Road 7 is a County arterial roadway with a posted speed limit of 50 km per hour in the study area. The cross-section is rural south of Wellington Road 21 and transforms to an urban cross-section to the north. There are no pedestrian facilities provided on either side of the roadway within the study area. The roadway operates with a single travel lane in each direction.

Wellington Road 21 is a County arterial roadway with a posted speed limit of 50 km per hour. The cross-section is urban and a pedestrian sidewalk is provided on the south side of the roadway. Approximately 150 metres west of the intersection with Wellington Road 7, the roadway transitions to a rural cross-section with an increased speed limit of 80 km per hour. The roadway operates with a single travel lane in each direction.

McNab Street is a Township local roadway with a posted speed limit of 50 km per hour. The cross-section is urban which contains curbs and gutter as well as a pedestrian sidewalk located on the both sides of the roadway. The roadway operates with a single travel lane in each direction.

Bridge Street is a Township collector roadway with a posted speed limit of 50 km per hour. The cross-section is urban and a pedestrian sidewalk is provided on the east side of the roadway. The roadway operates with a single travel lane in each direction.

York Street is a Township collector roadway with a posted speed limit of 50 km per hour. The cross-section is urban without any pedestrian facilities provided. The roadway operates with a single travel lane in each direction.

Victoria Street is a Township collector roadway with a posted speed limit of 50 km per hour. The cross-section is urban at the intersection with McNab Street and transitions to rural south of Nichol Street. A pedestrian sidewalk is provided on the east side of the roadway. The roadway operates with a single travel lane in each direction.



Figure 2.1: Existing Lane Configuration and Traffic Control

Exist

ing

Lane

Con

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atio

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nd Tr

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Con

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Figu

re 2

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ranw

ood

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1701

27

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Yo

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Str

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Mc

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Yo

rk

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Bridge Street

Victoria Street

High Street

We

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ad

21

Wellington Road 7



2.2 Traffic Volumes

To assess intersection operations, turning movement counts are used to quantify the movement of vehicles through the area. Existing traffic data at an intersection or on a road section forms the foundation for analysis. The counts are usually taken during peak periods at an intersection to complete level of service analysis. Appendix B contains the traffic data utilized in this report.

2.2.1 Traffic Data

Turning movement volumes for the study area intersections for the Weekday Peak Hour were conducted by Paradigm. Table 2.1 outlines the count date of each intersection:

TABLE 2.1: TRAFFIC DATA SUMMARY

To establish volumes at the intersection of York Street and Victoria Street, the volumes at Wellington Road 7 and York Street was utilized to establish east-west volumes. North-south volumes are expected to resemble similar volumes occurring at York Street and High Street given similar road characteristics and access provisions as Victoria Street.

2.2.2 Adjustments

The counts conducted prior to year 2017 were factored with by an increase of 2.4% per annum applied to establish the base year traffic volumes.

Additionally, as no major intersections or access points are provided between Wellington Road 7 and High Street along York Street and between McNab Street and York Street along Bridge Street, volume balancing has been applied to the traffic volumes to ensure reasonable upstream and downstream flow was maintained at these study area intersections.

Figure 2.2 illustrates the base year traffic volumes during the weekday peak hours.

Date Season Conducted By

York Street & Wellington Road 7 May 2017 Spring Paradigm

York Street & Victoria Street Estimated - -

York Street & High Street May 2017 Spring Paradigm

York Street & Bridge Street September 2014 Fall Paradigm

Bridge Street & McNab Street September 2014 Fall Paradigm

Wellington Road 7 & Wellington Road 21 September 2014 Fall Paradigm

Intersection



Figure 2.2: Base Year Traffic Volumes

35

17 1

5 4

402

We

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7

20 11

568 35

11 42

550

18

17

15 17 3 7

17

0 9

46

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27 27 5 32 32 2110 41 41 8 33 33

10 27 5

31 13 5 1012

11 7 3 4 1

14

21 10 19

392 9 York

Street 13 7 12

9

401

32 21

2

581 34 42 27 3

Hig

h S

tre

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61 46

York Street 15 33 13

40 4 4154

315

61

439

Subject Site

45

Vic

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a S

tre

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357 96 376 45 5Wellington

Road 21207

44 242

153

16 21104192 106 225 20

10

215

37

353 46

44 155

16

15 McNab Street

4 0

15 15

555

We

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7

27 27

316 10

7 29

298

18

33 6 4 0 6 6

3 12

29

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61 61 13 34 34 139 43 43 3 47 47

4 24 1

34 32 8 1112

33 9 1 1 1

12

33 21 6

546

43

York Street

5 9 1

10

589

15 43

1

332 29 18 11 1

Hig

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27 55

York Street

6 17 4

9

21 3436

404

27

224

Subject Site

55

Vic

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133 22 132 28 19Wellington

Road 2175

47 126

51

18148256 122 282 32

313

29

160 53

61 246 6 12 McNab

Street 11

Base Year Traffic Volumes


Weekday AM Peak Hour

Weekday PM Peak Hour



2.3 Traffic Operations

The operations of intersections in the study area were evaluated with the existing turning movement volumes using Synchro 9.1 with HCM 2000 procedures.

The product of the unsignalized intersection analysis is a level of service (LOS) designation, LOS is a recognized method of quantifying the average delay experienced by drivers at intersections. It is based on the delay experienced by individual vehicles executing the various movements. Where LOS A to E normally represents acceptable conditions in an urban context and where LOS F represents situations where more significant delays may be experienced. The LOS A (little delay) to LOS F (extended delay) range provides an understanding of the relative time a motorist may have to wait to complete a turn at an unsignalized intersection or driveway.

The product of the signalized intersection includes LOS to establish relative levels of driver acceptability for various delays, however as LOS is based on delay criteria, an intersection performance index (volume to capacity ratio or V/C), is most often utilized in planning and design decisions. A V/C index of 1.0 indicates ‘at or near capacity conditions and is more or less useful in established problematic movements at signalized intersection that the LOS. Table 2.2 contains the level of service criteria for signalized and stop-controlled intersections.

TABLE 2.2: VEHICLE LEVEL OF SERVICE DEFINITIONS

The existing intersection operations are summarized in Table 2.3 indicating the existing levels of service (LOS), volume to capacity ratios (V/C) and 95th percentile queues experienced within the study area, for the weekday AM and PM peak hours.

Detailed Synchro reports are provided in Appendix C. The following is noted:

All intersections analyzed are operating with acceptable levels of service during the weekday peak hours. Delays are noted to be level of service between A-C with a v/c no greater than 0.43.

Signalized Intersections Unsignalized IntersectionsAverage Total Delay Average Total Delay

(sec/veh) (sec/veh)A < = 10 < = 10 AcceptableB > 10 & < = 20 > 10 & < = 15 AcceptableC > 20 & < = 35 > 15 & < = 25 AcceptableD > 35 & < = 55 > 25 & < = 35 Somewhat UndesirableE > 55 & < = 80 > 35 & < = 50 UndesirableF > 80 > 50 Undesirable

LOSLOS

Recommendation



TABLE 2.3: BASE YEAR PEAK HOUR TRAFFIC OPERATIONS

L T R A L T R A L T R A L T R A

LOS B B B B C C C C B B B B A B B B B

Delay 18 19 19 19 21 20 20 20 11 11 11 11 10 13 13 13 16

V/C 0.07 0.16 0.16 0.27 0.24 0.24 0.10 0.20 0.20 0.01 0.34 0.34

Queue 8 21 21 29 34 34 10 24 24 3 46 46

LOS B B B A A A A A A

Delay 14 14 14 0 0 0 1 1 1 1

V/C 0.10 0.10 0.19 0.01 0.04 0.04

Queue 3 3 0 0 1 1

LOS A A A A A A A A A A A A A A A A

Delay 2 2 2 2 0 0 0 0 10 10 10 10 9 9 9 9 3

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.01 0.01 0.01 0.02 0.02 0.02

Queue 0 0 0 0 0 0 0 0 0 0 0 0


Delay 3 3 3 3 2 2 2 2 10 10 10 10 9 9 9 9 6

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.01 0.01 0.01 0.05 0.05 0.05

Queue 0 0 0 0 0 0 0 0 0 1 1 1

LOS A A A A A A A A A

Delay 9 9 9 3 3 3 0 0 0 4

V/C 0.03 0.03 0.01 0.01 0.02 0.02

Queue 1 1 0 0 0 0


Delay 9 9 9 9 9 9 9 9 1 1 1 1 1 1 1 1 5

V/C 0.04 0.04 0.04 0.01 0.01 0.01 0.00 0.00 0.00 0.00 0.00 0.00

Queue 1 1 1 0 0 0 0 0 0 0 0 0

LOS C C C C C B B C B B B B A B B B B

Delay 20 22 22 22 23 19 19 21 11 14 14 14 10 12 12 12 17

V/C 0.22 0.40 0.40 0.34 0.18 0.18 0.08 0.43 0.43 0.04 0.22 0.22

Queue 23 54 54 28 26 26 9 58 58 4 29 29

LOS C C C A A A A A A

Delay 15 15 15 0 0 0 0 0 0 1

V/C 0.11 0.11 0.35 0.01 0.01 0.01

Queue 3 3 0 0 0 0


Delay 1 1 1 1 2 2 2 2 9 9 9 9 9 9 9 9 6

V/C 0.00 0.00 0.00 0.01 0.01 0.01 0.00 0.00 0.00 0.04 0.04 0.04

Queue 0 0 0 0 0 0 1 1 1 1 1 1


Delay 5 5 5 5 0 0 0 0 9 9 9 9 9 9 9 9 7

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.04 0.04 0.04 0.03 0.03 0.03

Queue 0 0 0 0 0 0 1 1 1 1 1 1


Delay 9 9 9 1 1 1 0 0 0 3

V/C 0.05 0.05 0.00 0.00 0.02 0.02

Queue 1 1 0 0 0 0


Delay 9 9 9 9 9 9 9 9 2 2 2 2 2 2 2 2 4

V/C 0.03 0.03 0.03 0.02 0.02 0.02 0.01 0.01 0.01 0.01 0.01 0.01

Queue 1 1 1 0 0 0 0 0 0 0 0 0

AWSC - All-Way Stop Control L - Left MOE - Measure of Effectiveness V/C - Volume to Capacity Ratio

TWSC - Two-Way Stop Control T - Through LOS - Level of Service Queue (m) - 95th Percentile Queue Length

TCS - Traffic Control TCS R - Right Delay - Average Delay per Vehicle in Seconds

RBT - Roundabout A - Approach

PM

Pea

k H

our

1Wellington Road 7

and Wellington Road 21/McNab Street

TCS

2Wellington Road 7

and York StreetTWSC

3Victoria Street and

York StreetTWSC

4High Street and York

StreetTWSC

5Bridge Street and

McNab StreetTWSC

AM

Pea

k H

our

6Bridge Street and

York StreetTWSC

1

2

3

4

5

6

Wellington Road 7 and Wellington Road

21/McNab StreetTCS

Wellington Road 7 and York Street

TWSC

Victoria Street and York Street

TWSC

Control Type

MOE

Direction/Movement/Approach

Eastbound Westbound Northbound SouthboundOverall

Intersection

High Street and York Street

TWSC

Bridge Street and McNab Street

TWSC

Bridge Street and York Street

TWSC



3 Development Concept

3.1 Development Description

The site is located south of McNab Street, west of Bridge Street and east of Waterloo Street in Elora, Ontario. The development parcel currently consists of approximately 8.77 ha of land which is currently vacant. The development is proposing to redevelop the land to consist of 152 residential units (54 single family, 12 semi-detached and 86 townhouses) to be built between the existing Waterloo Street and Clarke Street. Opening year is assumed to occur at or before 2020.

The proposed concept plan provides for an extension of York Street to the west to align with the intersection of Waterloo Street and York Street West. The provision of this extension will improve connectivity and route selection within the study area. In addition to the extension of York Street, Halls Drive is proposed to be extended to the west towards Waterloo Street providing for an additional connection.

Figure 3.1 illustrates the site plan.



Figure 3.1: Proposed Site Plan

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4 Future Conditions To remain consistent with the terms of reference established, a horizon year of 2020 (Opening Year) and 2025 (five years after Opening Day) has been utilized for total traffic analysis.

4.1 Traffic Growth

Traffic growth on area roadways is a function of the expected land development, economic activity, and changes in demographics. A frequently used procedure is to estimate an annual percentage increase and apply that increase to study-area traffic volumes. An alternative procedure is to identify estimated traffic generated by specific planned major developments that would be expected to affect the project study area roadways. For the purpose of this assessment, both methods were utilized.

Paradigm conducted research to determine the historic growth rate for traffic in this area as well as other planned developments that may affect traffic within the study area for the proposed project.

4.1.1 General Background Growth

A general growth rate was applied to the area roadways to account for population and employment growth. The Wellington County Official Plan1 provides growth management policies and growth forecast for local municipalities within the County. Table 4.1 summarises the Township population, household and employment forecast for Elora and Salem.

TABLE 4.1: ELORA & SALEM POPULATION + EMPLOYMENT GROWTH

An average annual traffic growth rate of 2.34% per annum has been assumed to reflect typical annual increases in traffic growth.

1 Amendment No. 99 to the County of Wellington Official Plan May 12, 2016

Total Total Growth Per AnnumPopulation Household %

2016 7,565 2,750 -

2036 12,080 4,300 2.34%

2041 13,060 4,675 0.40%

Year



4.1.2 Background Development

In addition to the historic traffic growth, as outlined in the terms of reference established for this study, it was agreed that there is currently one development project proposed in this area that would affect traffic volumes in the vicinity of the site. Just to the east of the proposed project, Acorn Developments is planning to construct a residential subdivision with over 800 units.

Traffic volumes associated with the proposed redevelopment were taken from the January 2015 Traffic Impact Study2 prepared for the project by our firm. This project is expected to be completed by the 2025 horizon.

4.1.3 Growth Summary

The background traffic volumes within the study area are estimated to consist of:

Generalized background traffic growth of 2.34% per annum;

Traffic related to the nearby developments for the 2025 horizon.

The weekday peak hour 2020 and 2025 background traffic volumes are illustrated Figure 4.1 and Figure 4.2.

2 141100: South River Road Residential Development Traffic Impact Study, Prepared by Paradigm, January 2015.



Figure 4.1: 2020 Background Traffic Forecasts

2020 BackgroundTraffic Volumes




57

65 264 6 13 McNab

Street 12 19159274 131 303 35

335

31

172

144 24 142 30 20Wellington

Road 2181

50 135

55

10

23 3739

434

29

240

Subject Site

60

Vic

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11

632

16 46

1

357 31 19 11 1

Hig

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28 60

York Street

6 18 4

13

36 23 6

586

46

York Street

5 10 1

10 47 45 3 50 50

4 26 1

37 34 9 1213

35 10 1 1 1

3 13

31

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65 65 14 36 36 14 7 31

320

19

35 6 4 0 6 6

49

47 166

17

16 McNab Street

4 0

16 16

596

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7

29 29

339 10

17 23112206 114 242 21

10

230

40

379

383 103 403 48 5Wellington

Road 21222

47 260

164 43 4 4458

338

66

471

Subject Site

48

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10

431

35 23

2

624 36 45 29 3

Hig

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65 50


15

23 11 20

421

10

York Street 14 8 13

11 44 44 9 36 35

11 29 5

33 14 5 1113

12 8 3 4 1

0 9

49

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29 28 5 34 35 23 12 45

591

19

18

16 18 3 8

1837

18 1

5 4

432

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7

22 12

610 37



Figure 4.2: 2025 Background Traffic Forecasts

2025 BackgroundTraffic Volumes




43

21 1

6 5

494

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7

24 13

710 43

33 6 40 38 25 13 73

688

22

21

18 21 4 8

21

12 49 50 10 41 40

12 42 1937 16 6 1215

13 8 4 5 1

0 11

80

Bri

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33

73

25 12 125

482

11

York Street 16 8 15

388

177

554

Subject Site

113

Vic

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59

493

39 25

2

725 42 51 32 12

Hig

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179

113


5

Wellington Road 21

361

53 303

198 139

55 5865

296 136 364 74

12

312

57

457

542 116 631 145 6

64

53 187

72

38 McNab Street

5 0

18 18

684

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7

33 33

402 12

19 38190

74 16 41 41 16 8 54

380

22

40 7 5 0 7 7

11 52 52 4 58 57

5 44 5

41 39 10 1315

40 11 1 1 1

4 15

53

Bri

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Str

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74

107

39 25 38

673

52

York Street

6 11 1

501

65

291

Subject Site

162

Vic

tori

a S

tre

et

92

725

18 52

1

421 36 22 13 14

Hig

h S

tre

et

65

161

York Street

7 26 32

Wellington Road 21

124

57 168

66

39

108

5444

414 160 492 121

394

39

244

195 27 213 62 23

77

74 297

23

49 McNab Street 13 26283



4.2 Development Trip Generation

Trip generation information is used to forecast the anticipated level of traffic activity forecast to occur as a result development of the site. The following sub-sections provides the methodology used.

4.2.1 Institute of Transportation Engineers (ITE)

Trips estimated to be generated by the proposed development for the weekday AM and PM peak hours were developed using data from Trip Generation3. The following land use codes (LUC) has been utilized for estimating the trip generation for the development:

LUC 210 (Single Family Detached): All single-family detached homes on individual lots. A typical site surveyed is a suburban subdivision.

LUC 230 (Condominium/Townhouse): Ownership units that have at least one other owned unit within the same building structure. Both condominiums and townhouses are included in this land use. The studies in this land uses did not identify whether the condos/towns were low-rise or high-rise.

Data for the peak hour of adjacent street traffic were used to estimated trip generation. Fitted curve equations with satisfactory R2 values were applied. If no equations were available, the average rates have been applied.

4.2.2 Trip Generation Estimates

In an effort to be conservative, no trip reductions to reflect increased pedestrian /cycling activity were included in the calculation.

Table 4.2 summarizes the trip generation estimates for the weekday peak hours. A total of 101 AM and 138 PM peak hour new vehicle trips are forecast to be added to the area roadways.

3 Trip Generation Ninth Edition, Institute of Transportation Engineers, Washington D.C., 2012



TABLE 4.2: TRIP GENERATION ESTIMATES

Enter Exit Total Enter Exit Total

210 - Single Family Detached (Units)b 66 Net Newa 14 42 56 46 27 73

230 - Condominium/Townhouse (Units)c 86 Net Newa 9 36 45 42 23 65

Total Trip Generation 152 Net New 23 78 101 88 50 138

a Trip Generation estimate based on ITE equation rates

b ITE LUC 210 utilized for single family and semi-detached

c ITE LUC 230 utilized for on-street and stacked townhouses

Land Use Code Units TripsAM Peak Hour PM Peak Hour



4.3 Development Trip Distribution and Assignment

The directional distribution of traffic approaching and departing the development is a function of several variables: population densities, existing travel patterns, and the efficiency of the roadways leading to the site.

The trip distribution for the site was developed based on the 2011 Transportation Tomorrow Survey (TTS) data for the Elora-Salem and Fergus community. Based on the distribution of population within the study area, arrival and departure patterns for site-related traffic were estimated and adjusted, if appropriate, based on known local factors such as efficiency of local roadways.

The assignment of site generated traffic to specific travel routes was based on observed traffic flow conditions on available routes, and the assumption that most motorists will seek the fastest and most direct routes to and from the site. The trip distribution calculations are included in Appendix D.

Table 4.3 outlines the breakdown of the trip distribution for this study.

TABLE 4.3: TRIP DISTRIBUTION ESTIMATES

The projected site-generated traffic volume was distributed to the study area roadways using the trip distribution. Figure 4.3 illustrates the weekday peak hour site generated traffic volumes.

To develop Total traffic projections, the site generated traffic was added to the Background traffic volumes. Figure 4.4 and Figure 4.5 illustrate the 2020 and 2020 Total traffic volumes.

Direction Percent Assigned(to/From) To RouteNorth Wellington Road 7 11%

North Bridge Street 19%

North Victoria Street 15%

North High Street 7%

South Wellington Road 7 24%

South Bridge Street 15%

West Wellington Road 21 9%

Total 100%

Travel Route



Figure 4.3: Site Traffic Forecasts

Site GeneratedTraffic Volumes




15

0 3 0 0 McNab Street

0 4

57 0 5 0

3 49

2 0 1 0 0Wellington

Road 211 2 9 0 0 0 151

4 411

Subject Site

15

Vic

tori

a S

tre

et

0

3 5 2

0

11 16 5 7 0

Hig

h S

tre

et

4 15

York Street

4 0 0

0

27 15 0

0 3 York Street

0 0 5

19 30 30 0 46 46

3 0 0

11 30 46 1216 0 0 2 5 0

0 51

12

Bri

dg

e

Str

ee

t

9 9 0 14 14 0 16 3

0 6 9 0 0 0 14 0

10

0 10 0 0 McNab Street

0 0

0 0

19

We

llin

gto

n

Ro

ad

7

0 06 0

0 1735 0 3 0

0

10 176

8 0 5 0 0Wellington

Road 215 2 6 0 0 0 103

13 178

Subject Site

10

Vic

tori

a S

tre

et

0

12 18 6

0

7 11 4 30 0

Hig

h S

tre

et

17 10

York Street 17 0 0

0

18 10 0

0 12

York Street

0 0 18

12 19 19 0 30 30

13 0 0

7 19 30 811 0 0 6 4 0

0 34

8

Bri

dg

e

Str

ee

t

33 33 0 51 52 0 58 13

0 21

33 0 0 0 52 00

0 0

0 0

12

We

llin

gto

n

Ro

ad

7

0 021 0



Figure 4.4: 2020 Total Traffic Forecasts

2020 TotalTraffic Volumes




72

65 267 6 13 McNab

Street 12 23164281 131 308 35

338

35

181

146 24 143 30 20Wellington

Road 2182

52 144

55

10

23 5240

438

33

251

Subject Site

75

Vic

tori

a S

tre

et

11

635

21 48

1

368 47 24 18 1

Hig

h S

tre

et

32 75

York Street 10 18 4

13

63 38 6

586

49

York Street

5 10 6

29 77 75 3 96 96

7 26 1

48 64 55 2429

35 10 3 6 1

3 64

43

Bri

dg

e

Str

ee

t

74 74 14 50 50 14 23 34

320

25

44 6 4 0 20 6

59

47 176

17

16 McNab Street

4 0

16 16

615

We

llin

gto

n

Ro

ad

7

29 29

345 10

17 40115211 114 245 21

10

240

57

385

391 103 408 48 5Wellington

Road 21227

49 266

164 43 4 5461

351

83

479

Subject Site

58

Vic

tori

a S

tre

et

10

443

53 29

2

631 47 49 59 3

Hig

h S

tre

et

82 60


15

41 21 20

421

22

York Street 14 8 31

23 63 63 9 66 65

24 29 5

40 33 35 1924

12 8 9 8 1

0 43

57

Bri

dg

e

Str

ee

t

62 61 5 85 87 23 70 58

591

40

51

16 18 3 60

1837

18 1

5 4

444

We

llin

gto

n

Ro

ad

7

22 12

631 37



Figure 4.5: 2025 Total Traffic Forecasts

2025 TotalTraffic Volumes




92

74 300

23

49 McNab Street 13 30288

421 160 497 121

397

43

253

197 27 214 62 23Wellington

Road 21125

59 177

66

39

108

6945

505

69

302

Subject Site

177

Vic

tori

a S

tre

et

92

728

23 54

1

432 52 27 20 14

Hig

h S

tre

et

69

176


107

66 40 38

673

55

York Street

6 11 6

30 82 82 4 104 103

8 44 5

52 69 56 2531

40 11 3 6 1

4 66

65

Bri

dg

e

Str

ee

t

83 83 16 55 55 16 24 57

380

28

49 7 5 0 21 7

74

53 197

72

38 McNab Street

5 0

18 18

703

We

llin

gto

n

Ro

ad

7

33 33

408 12

19 55193301 136 367 74

12

322

74

463

550 116 636 145 6Wellington

Road 21366

55 309

198 139

55 6868

401

194

562

Subject Site

123

Vic

tori

a S

tre

et

59

505

57 31

2

732 53 55 62 12

Hig

h S

tre

et

196

123


5

73

43 22 125

482

23

York Street 16 8 33

24 68 69 10 71 70

25 42 1944 35 36 2026

13 8 10

9 1

0 45

88

Bri

dg

e

Str

ee

t

66 66 6 91 90 25 71 86

688

43

54

18 21 4 60

2143

21 1

6 5

506

We

llin

gto

n

Ro

ad

7

24 13

731 43



5 Future Operations Analysis Capacity analyses provide an indication of the adequacy of the roadway facilities to serve the anticipated traffic demands. The analysis summary tables provided in this chapter contain the results of the weekday peak hour analysis for Background and Total traffic conditions.

5.1 Background Traffic Operations

Level of service analyses have been conducted using Synchro 9.1 with HCM 2000 procedures for the weekday AM and PM peak hour conditions. The intersections were assessed with the same parameters as in the analysis of existing conditions. Appendix E contains the detailed Synchro reports.

Table 5.1 and Table 5.2 displays a summary of the Background operations; the following is noted:

Under the 2020 Background horizon, all intersections analyzed are expected to operate with acceptable levels of service during the weekday peak hours. Delays are noted to be level of service between A-C with a v/c no greater than 0.46.

Under the 2025 Background horizon, all intersections analyzed are expected to operate with acceptable levels of service during the weekday peak hours. Delays are noted to be level of service between A-C with a v/c no greater than 0.55.

No capacity constraints are noted to occur under the 2020 and 2025 Background traffic projections. The current geometrics and traffic control will provide sufficient capacity for this timeframe based on the forecasts provided herein.



TABLE 5.1: 2020 BACKGROUND OPERATIONS SUMMARY



Delay 18 19 19 19 21 20 20 20 11 12 12 12 10 13 13 13 16

V/C 0.08 0.18 0.18 0.30 0.26 0.26 0.12 0.21 0.21 0.01 0.37 0.37

Queue 8 23 23 31 36 36 10 26 26 3 51 51

LOS B B B A A A A A A

Delay 14 14 14 0 0 0 1 1 1 1

V/C 0.12 0.12 0.20 0.01 0.04 0.04

Queue 3 3 0 0 1 1


Delay 2 2 2 2 0 0 0 0 10 10 10 10 10 10 10 10 3

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.01 0.01 0.01 0.02 0.02 0.02

Queue 0 0 0 0 0 0 0 0 0 1 1 1


Delay 3 3 3 3 2 2 2 2 10 10 10 10 9 9 9 9 6

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.01 0.01 0.01 0.05 0.05 0.05

Queue 0 0 0 0 0 0 0 0 0 1 1 1


Delay 9 9 9 3 3 3 0 0 0 4

V/C 0.04 0.04 0.02 0.02 0.02 0.02

Queue 1 1 0 0 0 0


Delay 9 9 9 9 9 9 9 9 1 1 1 1 1 1 1 1 5

V/C 0.04 0.04 0.04 0.01 0.01 0.01 0.00 0.00 0.00 0.00 0.00 0.00

Queue 1 1 1 0 0 0 0 0 0 0 0 0


Delay 20 23 23 22 24 19 19 22 11 15 15 14 10 12 12 12 17

V/C 0.24 0.43 0.43 0.39 0.19 0.19 0.08 0.46 0.46 0.05 0.24 0.24

Queue 25 58 58 31 27 27 10 65 65 5 31 31


Delay 16 16 16 0 0 0 0 0 0 1

V/C 0.13 0.13 0.38 0.01 0.01 0.01

Queue 3 3 0 0 0 0


Delay 1 1 1 1 2 2 2 2 10 10 10 10 9 9 9 9 6

V/C 0.00 0.00 0.00 0.01 0.01 0.01 0.05 0.05 0.05 0.04 0.04 0.04

Queue 0 0 0 0 0 0 1 1 1 1 1 1


Delay 5 5 5 5 0 0 0 0 10 10 10 10 9 9 9 9 7

V/C 0.02 0.02 0.02 0.00 0.00 0.00 0.05 0.05 0.05 0.03 0.03 0.03

Queue 0 0 0 0 0 0 1 1 1 1 1 1


Delay 9 9 9 1 1 1 0 0 0 3

V/C 0.05 0.05 0.00 0.00 0.03 0.03

Queue 1 1 0 0 0 0


Delay 9 9 9 9 9 9 9 9 2 2 2 2 2 2 2 2 4

V/C 0.03 0.03 0.03 0.02 0.02 0.02 0.01 0.01 0.01 0.01 0.01 0.01

Queue 1 1 1 0 0 0 0 0 0 0 0 0





5Bridge Street and

McNab StreetTWSC

6Bridge Street and

York StreetTWSC


York StreetTWSC


StreetTWSC

6Bridge Street and

York StreetTWSC

PM

Pea

k H

our

1Wellington Road 7


TCS

2Wellington Road 7

and York StreetTWSC


StreetTWSC

5Bridge Street and

McNab StreetTWSC

AM

Pea

k H

our

1Wellington Road 7


TCS

2Wellington Road 7

and York StreetTWSC


York StreetTWSC

IntersectionControl

TypeMOE





TABLE 5.2: 2025 BACKGROUND OPERATIONS SUMMARY


LOS C C C C C C C C B B B B A B B B B

Delay 20 20 20 20 23 24 24 24 11 12 12 12 10 14 14 14 18

V/C 0.13 0.26 0.26 0.41 0.51 0.51 0.14 0.27 0.27 0.04 0.42 0.42

Queue 9 34 34 39 71 71 12 33 33 6 58 58


Delay 17 17 17 0 0 0 1 1 1 2

V/C 0.16 0.16 0.24 0.01 0.05 0.05

Queue 4 4 0 0 1 1


Delay 2 2 2 2 0 0 0 0 10 10 10 10 10 10 10 10 3

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.02 0.02 0.02 0.02 0.02 0.02

Queue 0 0 0 0 0 0 0 0 0 1 1 1


Delay 3 3 3 3 2 2 2 2 10 10 10 10 9 9 9 9 6

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.02 0.02 0.02 0.06 0.06 0.06

Queue 0 0 0 0 0 0 0 0 0 1 1 1


Delay 10 10 10 5 5 5 0 0 0 6

V/C 0.08 0.08 0.07 0.07 0.02 0.02

Queue 2 2 2 2 0 0


Delay 10 10 10 10 9 9 9 9 1 1 1 1 4 4 4 4 6

V/C 0.06 0.06 0.06 0.12 0.12 0.12 0.00 0.00 0.00 0.02 0.02 0.02

Queue 1 1 1 3 3 3 0 0 0 1 1 1


Delay 23 28 28 27 49 21 21 32 11 16 16 16 13 12 12 12 22

V/C 0.34 0.66 0.66 0.77 0.35 0.35 0.10 0.55 0.55 0.23 0.27 0.27

Queue 30 96 96 55 47 47 11 81 81 15 35 35


Delay 20 20 20 0 0 0 0 0 0 1

V/C 0.18 0.18 0.44 0.01 0.01 0.01

Queue 5 5 0 0 0 0


Delay 1 1 1 1 2 2 2 2 10 10 10 10 9 9 9 9 6

V/C 0.00 0.00 0.00 0.01 0.01 0.01 0.06 0.06 0.06 0.05 0.05 0.05

Queue 0 0 0 0 0 0 1 1 1 1 1 1


Delay 5 5 5 5 0 0 0 0 10 10 10 10 9 9 9 9 7

V/C 0.02 0.02 0.02 0.00 0.00 0.00 0.06 0.06 0.06 0.03 0.03 0.03

Queue 0 0 0 0 0 0 1 1 1 1 1 1


Delay 9 9 9 4 4 4 0 0 0 6

V/C 0.16 0.16 0.04 0.04 0.04 0.04

Queue 4 4 1 1 0 0


Delay 11 11 11 11 10 10 10 10 1 1 1 1 5 5 5 5 6

V/C 0.04 0.04 0.04 0.10 0.10 0.10 0.01 0.01 0.01 0.07 0.07 0.07

Queue 1 1 1 3 3 3 0 0 0 2 2 2





5Bridge Street and

McNab StreetTWSC

6Bridge Street and

York StreetTWSC


York StreetTWSC


StreetTWSC

6Bridge Street and

York StreetTWSC

PM

Pea

k H

our

1Wellington Road 7


TCS

2Wellington Road 7

and York StreetTWSC


StreetTWSC

5Bridge Street and

McNab StreetTWSC

AM

Pea

k H

our

1Wellington Road 7


TCS

2Wellington Road 7

and York StreetTWSC


York StreetTWSC

IntersectionControl

TypeMOE





5.2 Total Traffic Operations

Total traffic conditions include traffic generated from the development added to the background traffic. Level of service analyses have been conducted using Synchro 9.1 with HCM 2000 procedures for the weekday AM and PM peak hour conditions. The intersections were assessed with the same parameters as in the analysis of existing conditions. Appendix F contains the detailed Synchro reports.

Table 5.3 and Table 5.4 displays a summary of the Total operations; the following is noted:

Under the 2020 Total horizon, all intersections analyzed are expected to operate with acceptable levels of service during the weekday peak hours. Delays are noted to be level of service between A-C with a v/c no greater than 0.47.

Under the 2025 Total horizon, all intersections analyzed are expected to operate acceptable levels of service during the weekday peak hours. Delays are noted to be level of service between A-C with a v/c no greater than 0.55.

No capacity constraints are noted to occur under the 2020 and 2025 Total traffic projections. The current geometrics and traffic control will provide sufficient capacity for this timeframe based on the forecasts provided herein.



TABLE 5.3: 2020 TOTAL OPERATIONS SUMMARY



Delay 18 19 19 19 21 20 20 21 11 12 12 12 10 13 13 13 16

V/C 0.08 0.18 0.18 0.30 0.27 0.27 0.12 0.22 0.22 0.01 0.37 0.37

Queue 8 24 24 31 37 37 11 28 28 3 51 51


Delay 19 19 19 0 0 0 1 1 1 2

V/C 0.24 0.24 0.20 0.02 0.05 0.05

Queue 7 7 0 0 1 1


Delay 2 2 2 2 0 0 0 0 10 10 10 10 10 10 10 10 2

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.02 0.02 0.02 0.03 0.03 0.03

Queue 0 0 0 0 0 0 0 0 0 1 1 1

LOS A A A A A A A A B B B B A A A A

Delay 2 2 2 2 0 0 0 0 11 11 11 11 9 9 9 9 4

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.02 0.02 0.02 0.06 0.06 0.06

Queue 0 0 0 0 0 0 0 0 0 1 1 1


Delay 9 9 9 2 2 2 0 0 0 3

V/C 0.04 0.04 0.02 0.02 0.02 0.02

Queue 1 1 0 0 0 0


Delay 9 9 9 9 9 9 9 9 2 2 2 2 1 1 1 1 5

V/C 0.07 0.07 0.07 0.01 0.01 0.01 0.01 0.01 0.01 0.00 0.00 0.00

Queue 2 2 2 0 0 0 0 0 0 0 0 0


Delay 20 23 23 22 24 20 20 22 11 15 15 14 10 12 12 12 18

V/C 0.24 0.44 0.44 0.40 0.20 0.20 0.09 0.47 0.47 0.05 0.25 0.25

Queue 25 60 60 31 28 28 10 66 66 5 32 32


Delay 19 19 19 0 0 0 1 1 1 1

V/C 0.21 0.21 0.38 0.03 0.03 0.03

Queue 6 6 0 0 1 1


Delay 1 1 1 1 1 1 1 1 10 10 10 10 10 10 10 10 5

V/C 0.00 0.00 0.00 0.01 0.01 0.01 0.05 0.05 0.05 0.07 0.07 0.07

Queue 0 0 0 0 0 0 1 1 1 2 2 2


Delay 2 2 2 2 0 0 0 0 10 10 10 10 10 10 10 10 4

V/C 0.02 0.02 0.02 0.00 0.00 0.00 0.06 0.06 0.06 0.04 0.04 0.04

Queue 0 0 0 0 0 0 1 1 1 1 1 1


Delay 9 9 9 1 1 1 0 0 0 3

V/C 0.05 0.05 0.00 0.00 0.04 0.04

Queue 1 1 0 0 0 0


Delay 10 10 10 10 9 9 9 9 3 3 3 3 1 1 1 1 4

V/C 0.05 0.05 0.05 0.02 0.02 0.02 0.02 0.02 0.02 0.01 0.01 0.01

Queue 1 1 1 0 0 0 0 0 0 0 0 0





5Bridge Street and

McNab StreetTWSC

6Bridge Street and

York StreetTWSC


York StreetTWSC


StreetTWSC

6Bridge Street and

York StreetTWSC

PM

Pea

k H

our

1Wellington Road 7


TCS

2Wellington Road 7

and York StreetTWSC


StreetTWSC

5Bridge Street and

McNab StreetTWSC

AM

Pea

k H

our

1Wellington Road 7


TCS

2Wellington Road 7

and York StreetTWSC


York StreetTWSC

IntersectionControl

TypeMOE







LOS B C C C C C C C B B B B A B B B B

Delay 20 20 20 20 24 24 24 24 11 12 12 12 10 14 14 14 18

V/C 0.13 0.27 0.27 0.41 0.52 0.52 0.15 0.28 0.28 0.04 0.42 0.42

Queue 9 34 34 39 73 73 12 35 35 6 59 59


Delay 24 24 24 0 0 0 1 1 1 3

V/C 0.33 0.33 0.24 0.02 0.05 0.05

Queue 10 10 0 0 1 1


Delay 2 2 2 2 0 0 0 0 10 10 10 10 10 10 10 10 2

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.02 0.02 0.02 0.03 0.03 0.03

Queue 0 0 0 0 0 0 0 0 0 1 1 1

LOS A A A A A A A A B B B B A A A A

Delay 2 2 2 2 0 0 0 0 11 11 11 11 9 9 9 9 4

V/C 0.01 0.01 0.01 0.00 0.00 0.00 0.02 0.02 0.02 0.06 0.06 0.06

Queue 0 0 0 0 0 0 0 0 0 2 2 2


Delay 10 10 10 5 5 5 0 0 0 5

V/C 0.08 0.08 0.07 0.07 0.03 0.03

Queue 1 1 2 2 0 0

LOS B B B B A A A A A A A A A A A A

Delay 11 11 11 11 9 9 9 9 1 1 1 1 4 4 4 4 7

V/C 0.10 0.10 0.10 0.12 0.12 0.12 0.01 0.01 0.01 0.02 0.02 0.02

Queue 3 3 3 0 0 0 0 0 0 1 1 1


Delay 23 28 28 27 54 22 22 33 11 16 16 16 13 12 12 12 22

V/C 0.34 0.67 0.67 0.80 0.35 0.35 0.11 0.55 0.55 0.24 0.28 0.28

Queue 30 99 99 56 48 48 11 83 83 16 37 37


Delay 24 24 24 0 0 0 1 1 1 2

V/C 0.28 0.28 0.44 0.03 0.03 0.03

Queue 9 9 0 0 1 1


Delay 1 1 1 1 1 1 1 1 10 10 10 10 10 10 10 10 5

V/C 0.00 0.00 0.00 0.01 0.01 0.01 0.06 0.06 0.06 0.08 0.08 0.08

Queue 0 0 0 0 0 0 2 2 2 2 2 2


Delay 2 2 2 2 0 0 0 0 10 10 10 10 10 10 10 10 5

V/C 0.02 0.02 0.02 0.00 0.00 0.00 0.06 0.06 0.06 0.04 0.04 0.04

Queue 0 0 0 0 0 0 2 2 2 1 1 1


Delay 9 9 9 4 4 4 0 0 0 5

V/C 0.16 0.16 0.04 0.04 0.05 0.05

Queue 4 4 1 1 0 0


Delay 12 12 12 12 10 10 10 10 2 2 2 2 4 4 4 4 6

V/C 0.08 0.08 0.08 0.10 0.10 0.10 0.02 0.02 0.02 0.07 0.07 0.07

Queue 2 2 2 3 3 3 0 0 0 2 2 2





5Bridge Street and

McNab StreetTWSC

6Bridge Street and

York StreetTWSC


York StreetTWSC


StreetTWSC

6Bridge Street and

York StreetTWSC

PM

Pea

k H

our

1Wellington Road 7


TCS

2Wellington Road 7

and York StreetTWSC


StreetTWSC

5Bridge Street and

McNab StreetTWSC

AM

Pea

k H

our

1Wellington Road 7


TCS

2Wellington Road 7

and York StreetTWSC


York StreetTWSC

IntersectionControl

TypeMOE





5.3 Traffic Diversion

With construction of the development, York Street will provide for a continuous point of access from Bridge Street to Waterloo Street. The extension of York Street would provide for a direct access to Wellington Road 7, and an alternative route to residential lots that currently utilize McNab Street and Water Street.

The York Street extension would be particularly useful for traffic traveling to and from the south on Wellington Road 7. The extension of York Street would also provide a second alternative route for the industrial and commercial developments located along Park Road and Hamilton Street.

As a result of constructing the York Street extension, the change in traffic patterns will affect turn movements at several locations. Figure 5.1 depicts the affected turning traffic movements.

Three diversion scenarios for the affected movements were analyzed with the following splits; 10/90, 50/50, and 90/10. The use of these scenarios provides for a comprehensive evaluation of the diversion. Appendix G illustrates the proposed traffic estimates for the 2025 horizon for the diversion scenarios.



Figure 5.1: Affected Traffic Movements

Affe

cted

Tr

affic

Mov

emen

tsFi

gure

5.1

Gra

nwoo

dSu

bd

ivisi

on–

Elor

a, T

rans

por

tatio

n Im

pa

ct S

tud

y17

0127

Wellington Road 7

Bridge Street

Yo

rk

Str

ee

t

Sub

ject

Site

Victoria Street

High Street

Yo

rk

Str

ee

t

We

llin

gto

n

Ro

ad

21

Mc

Na

b

Str

ee

t

Lege

nd

Pro

ject

ed D

ecre

ase

Pro

ject

ed In

crea

se



5.3.1 Sensitivity Analysis

A diversion sensitivity analysis was performed for the 2025 horizon based on the projections provided in Appendix G. The evaluation criteria used to analyze area intersections was completed using Synchro 9.1 with HCM 2000 procedures for the weekday AM and PM peak hour conditions. Appendix H contains the detailed Synchro reports.

From the Synchro analysis, the only intersection expected to see a decrease in overall operation is Wellington Road 7 and York Street. From the results, this intersection could experience up to 52 seconds of delay during the weekday peak hours.

Table 5.5 displays a summary of the capacity comparison at this intersection under the 2025 Total 10/90 Split, 2025 Total 50/50 Split, and 2025 Total 90/10 Split.

The Wellington Road 7 and York Street intersection currently operates at LOS C. With the addition of diverted traffic to this location, this intersection may experience a decline from LOS C to LOS D-F; dependent on the percentage of diverted traffic. Realistically a diversion of no more than 50 percent is expected given the York Street extension does not provide for a shorter route/travel time for a clear majority of vehicles travelling to the north and west. For these reasons, traffic diversion is not expected to significantly impact the traffic operations at the Wellington Road 7 and York Street intersection.




Dem v/c Del LOS Dem v/c Del LOS Dem v/c Del LOS

WB LR AM Peak 94 0.37 25 D 143 0.56 33 D 192 0.76 51 F

WB LR PM Peak 76 0.32 26 D 106 0.49 34 D 135 0.68 52 F

Dem - Critical street approach vehicle demand Delay - Average Delay per Vehicle in Seconds

V/C - Volume to Capacity Ratio LOS - Level of Service

2Wellington Road 7

and York Street

IntersectionSide Street Movement

Critical Movement Capacity Comparison

2025 10% Diversion 2025 50% Diversion 2025 90% DiversionPeak

Period



6 Remedial Measures As outlined in the capacity analysis impacts to the weekday peak hour operations at study area intersections between future Background and Total conditions are expected to be relatively minor as a result of the proposed development. Most study area intersections are projected to operate well within the acceptable range.

6.1 Left Turn Lane Warrants

The need for auxiliary turn lanes was reviewed at the developments access connections.

The warrants for left-turn lanes follow the requirements in the Ministry of Transportation’s (MTO) Geometric Design Standards Manual4. Appendix I contains the left turn lane warrant nomographs.

The percentage of left-turning vehicles in the approaching volume were rounded to the nearest 5 percent, as nomographs are only provided for 5 percent increments.

The following is noted:

Under the 2025 background and total horizon, a southbound left turn lane with 25 metres of storage is warranted at Wellington Road 7 and York Street. An additional 5 metres of storage is warranted under the 50% and 90% traffic diversion scenarios; 30 metres total storage.

Left turn lane warrants were not conducted for the intersections of York Street with Victoria Street, High Street, Bridge Street and at the intersection of Bridge Street and McNab Street as the current and projected volumes do not meet the minimum approaching and opposing volumes to trigger the warrants.

4 MTO Geometric Design Standards for Ontario Highways, Chapter E, 1976



6.2 Assessment of Impacts

As outlined in the capacity analysis in the previous chapter, impacts to peak hour operations at study area intersections between future Background and Total conditions are expected to be relatively minor as a result of the proposed development. Most study area intersection are projected to operate well within the acceptable range.

The intersection of Victoria Street and McNab Street has not been assessed with an operational analysis as traffic volumes could not be established given the current ongoing reconstruction of Victoria Street. As this intersection is controlled by a single roundabout that is currently operating with acceptable levels of service, the development is proposed to contribute an additional 30 trips during the weekday peak hours. Given the low volume of additional traffic projected, the proposed development will not have a significant impact on the current traffic operations.

The area where a noticeable change in operations could occur is the intersection of Wellington Road 7 and York Street. The analysis presented in this report has indicated with the York Street extension completed, deficiencies in LOS for the site street approach could occur dependent on the amount of traffic that is diverted from Wellington Road 7 and McNab Street.

To assesse the diversion possibility, three scenarios were analyzed with the following splits; 10/90, 50/50, and 90/10. With additional traffic diverted to the Wellington Road 7 and York Street intersection, the 10/90 and 50/50 splits are expected to operate with adequate levels of service.

Utilizing the higher spilt of 90/10, increased delays are projected. It should be noted that the usage of a 90/10 diversion is highly conservative and serves as a worst-case scenario. Even under this assumption, the side street approach would still have spare capacity available given a volume to capacity ratio of 0.76 is projected.

Realistically a diversion of no more than 50 percent is expected given the York Street extension does not provide for a shorter route/travel time for a clear majority of vehicles travelling to the north and west. For these reasons, traffic diversion is not expected to significantly impact the traffic operations at the Wellington Road 7 and York Street intersection.



6.3 Fair Share Contribution

The analysis provided within determined that improvements are required at Wellington Road 7 and York Street in the form of a southbound left turn lane as a result of existing traffic, background traffic growth and cumulative development traffic.

Intersection improvements at Wellington Road 7 and York Street are estimated to cost approximately $62,400 for a 30-metre southbound left turn lane. The fair share is calculated by comparing the relative amount of traffic increase at this movement. This represents the project’s fair share towards funding of improvements to meet future traffic demands.

It should also be noted that the fair share contribution values contained in Table 6.1 were prepared according to the MTO Parametric Estimating Guide.

Under the 2025 horizon, a southbound left turn lane with 30 metres of storage is warranted at Wellington Road 7 and York Street. Based on the fair share calculation, the Applicant is recommended to contribute no more than 10.1% towards such an improvement.



TABLE 6.1: FAIR SHARE CONTRIBUTION

Improvement Base Year 2025 Totalb Development Percent Cost Estimatec Fair Share

Wellington Road 7 & York Street SB Left Turn Lane 52 149 15 10.1% 62,400$ 6,282$

a Peak Hour Volume based on AM and PM Peaks of SB Left Turn

b 2025 Total based on 50% diversion scenario

c 2011 Parametric Estimating Guide, Prepared by the Ministry of Transportation Ontario

Peak Hour Volumea

Intersection



7 Conclusions and Recommendations

7.1 Conclusions

Based on the investigations carried out, it is concluded that:

The development is forecast to generate 101 and 138 new trips during the weekday peak hours, respectively at full build out;

Capacity analyses were conducted for each of the study area intersections under 2017 (Base Year), 2020 (Background + Total), and 2025 (Background + Total). The results of the capacity analysis conducted as part of this study indicates that site generated traffic volumes during the peak-hour periods have only a negligible impact on intersection capacity within the study area.

With the York Street extension completed, diverted traffic from Wellington Road 7 and McNab Street is not expected to exceed 50 percent. The results of the capacity analysis conducted as part of this study indicates that the traffic diversion during the peak-hour periods have only a negligible impact on intersection capacity within the study area.

Given the low volume of trips forecasted, the roundabout at Victoria Street and McNab Street will not be adversely affected in terms of capacity or safety as a result of this development;

A southbound left turn lane with 30 metres of storage is warranted at Wellington Road 7 and York Street;

The analysis undertaken within was prepared using the most recent site plan. Any minor changes to the plan will not materially affect the conclusions contained within.

7.2 Recommendations

Based on the findings of this study, it is recommended that:

The County of Wellington review and determine the feasibility of providing a southbound left turn lane with 30 metres of storage at Wellington Road 7 and York Street as warranted under the 2025 Horizon. The Applicant is recommended to contribute no more 10.1% towards such an improvement if implemented.

The implementation of the above-mentioned mitigation measures not only accommodates future site-generated traffic but also improves some existing operational deficiencies in the vicinity of the site.

No further improvements are required as traffic generated from the proposed development will not materially affect the operations of the study area roadway.


Paradigm Transportation Solutions Limited | Appendices

Appendix A

Terms of Reference

1

Adam Makarewicz

From: Brett Salmon <[email protected]>Sent: Wednesday, June 7, 2017 8:45 AMTo: Adam MakarewiczSubject: FW: 170136: Granwood Subdivision (Elora) TIS - Terms of Reference

Hi Adam Comments from Howard Wray below. Brett Salmon | Managing Director of Planning & Development Township of Centre Wellington | 1 MacDonald Square, Elora, ON N0B 1S0 519.846.9691 x297 centrewellington.ca

From: Howard Wray [mailto:[email protected]] Sent: Tuesday, June 6, 2017 5:37 PM To: Brett Salmon <[email protected]> Cc: 'Pasquale Costanzo ([email protected])' <[email protected]>; Ray Kirtz <[email protected]> Subject: RE: 170136: Granwood Subdivision (Elora) TIS ‐ Terms of Reference Hi Brett, I don’t expect that the Township has count data. I’m not too concerned with McNab / Victoria. This is the existing roundabout, and is operating well. The York Street connection should, if anything, reduce traffic through the roundabout. If their distribution analysis confirms this, they can conclude that there will be no negative effects on the roundabout. The traffic on York Street at Victoria can be derived from the count they will do at York/WR7. Victoria may have to be estimated for now. That should be sufficient, but if there is a significant question or concern at this intersection when the report is reviewed, it could be counted later and addressed in an addendum, if necessary. I agree with the analysis of the additional intersections. Howard Wray, P. Eng.

Triton Engineering Services Limited 18 Robb Blvd., Unit 8 Orangeville, ON L9W 3L2 Tel (519) 941-0330 • Fax (519) 941-1830 • www.tritoneng.on.ca

This email message and any files transmitted with it are proprietary and confidential information of the sender and are intended only for the person(s) to

whom this email is addressed. If you have received this email message in error, please notify the sender immediately by telephone or email and destroy the original message without making a copy.

From: Brett Salmon [mailto:[email protected]] Sent: Tuesday, June 06, 2017 8:38 AM To: Howard Wray Cc: 'Pasquale Costanzo ([email protected])' Subject: FW: 170136: Granwood Subdivision (Elora) TIS - Terms of Reference

2

Howard what are your thoughts on this? Brett Salmon | Managing Director of Planning & Development Township of Centre Wellington | 1 MacDonald Square, Elora, ON N0B 1S0 519.846.9691 x297 centrewellington.ca

From: Adam Makarewicz [mailto:[email protected]] Sent: Monday, June 5, 2017 4:49 PM To: Pasquale Costanzo <[email protected]>; Brett Salmon <[email protected]> Cc: Phil Grubb <[email protected]> Subject: RE: 170136: Granwood Subdivision (Elora) TIS ‐ Terms of Reference Hi Pasquale and Brett, Further to the email noted below regarding the Terms of Reference, we have completed a preliminary field visit and note that due to the reconstruction of Victoria Street, we are unable to complete updated counts at Victoria Street with York Road and McNab Street. Can you please advise at your earliest opportunity if the Township has recent count data at these two intersections? If not, we have on file count data from the original TIS for the Grandwood Subdivision that was completed in 2000 as well as a 2014 count data at the neighbouring intersections of Wellington Road 7 and McNab Street, Water Street and Metcalfe Street and Bridge Street and McNab Street. If recent count data is not available, would the Township and County accept the use of utilizing 2000 count data with factors applied based on the upstream and downstream link volumes from the neighbouring intersections. Given the limited development activity that has occurred; based on a review of 2000 to 2016 aerial images, I don’t suspect the volumes to have changed significantly given the local nature of these connections. Furthermore, we are also proposing additional public roadway intersections to be evaluated as part of the TIS. Please see the additional intersections noted below in RED. Please advise on the availability of count data and if the Terms of Reference and methodology is acceptable. Adam J. Makarewicz, Dipl.T., C.E.T. MITE Transportation Engineering Technologist

Paradigm Transportation Solutions Limited 22 King Street South, Suite 300, Waterloo ON N2J 1N8 p: 905.381.2229 x303 m: 519.497.7179 e: [email protected] w: www.ptsl.com

From: Adam Makarewicz Sent: Monday, May 29, 2017 3:34 PM To: 'Pasquale Costanzo' <[email protected]>; '[email protected]' <[email protected]>Subject: 170136: Granwood Subdivision (Elora) TIS ‐ Terms of Reference Hi Pasquale and Brett,

3

Paradigm is providing engineering assistance for a Site Plan Application for the proposed Granwood Subdivision in Elora, Ontario. The property is located west of Bridge Street and south of McNab Street East. A Traffic Impact Study is required to support said applications for this 124-residential unit development. A concept plan is enclosed for your reference. We are not aware if Wellington County and/or Township of Centre Wellington has any Traffic Impact Study Guidelines, further clarification is requested on this subject matter. The terms of reference for the study are suggested:

1. The public roadway intersections to be analyzed will be: York Street and Wellington Road 7; McNab Street and Victoria Street; York Street and Victoria Street;

High Street and York Street; Bridge Street and York Street; Bridge Street and McNab Street; and Wellington Road 7 and McNab Street.

2. To reflect the peak use of the site being concurrent with commuter hours, the weekday AM and PM

peak hours will be analyzed.

3. Base Year (2017) and five years after Opening year (2025) will be included in the analysis.

4. Trip generation will be based on ITE rates.

5. General background growth will be accounted for at 2.1% per annum, consistent with Population and Employment Growth Forecasts derived from the Wellington County’s 2013 Official Plan.

6. Traffic growth from nearby developments will be based on projections developed in the South River Road Residential Development Transportation Impact Study, 2015, prepared by our firm.

7. Traffic diversion will be accounted for as the result of York Street and Halls Drive extensions being completed as part of the development proposal.

8. Trip distribution will be based on existing travel patterns and most logical routes to the arterial road network.

We respectfully request your review and approval of these proposed Terms of Reference. Should you have any question or require additional information, please do not hesitate to contact myself. Regards, Adam J. Makarewicz, Dipl.T., C.E.T. MITE Transportation Engineering Technologist

Paradigm Transportation Solutions Limited 22 King Street South, Suite 300, Waterloo ON N2J 1N8 p: 905.381.2229 x303

4

m: 519.497.7179 e: [email protected] w: www.ptsl.com

This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail.

1

Adam Makarewicz

From: Howard Wray <[email protected]>Sent: Tuesday, May 30, 2017 11:23 AMTo: Brett Salmon; 'Pasquale Costanzo ([email protected])'Cc: Colin Baker; Ray KirtzSubject: RE: 170136: Granwood Subdivision (Elora) TIS - Terms of Reference

Agreed. A quick review of the numbers indicates an annual growth rate of 2.4% County‐wide and for Elora‐Salem. Fergus is 3.3%. Howard

From: Brett Salmon [mailto:[email protected]] Sent: Tuesday, May 30, 2017 10:54 AM To: Howard Wray; 'Pasquale Costanzo ([email protected])' Cc: Colin Baker; Ray Kirtz Subject: RE: 170136: Granwood Subdivision (Elora) TIS - Terms of Reference With reference to the general background traffic, and the reference to the growth forecasts in the 2013 County Official Plan, these have been updated with newer forecasts through County of Wellington OPA 99. These are the forecasts that should be used in projecting background traffic, in my opinion. Brett Salmon | Managing Director of Planning & Development Township of Centre Wellington | 1 MacDonald Square, Elora, ON N0B 1S0 519.846.9691 x297 centrewellington.ca

From: Howard Wray [mailto:[email protected]] Sent: Tuesday, May 30, 2017 8:21 AM To: Brett Salmon <[email protected]>; 'Pasquale Costanzo ([email protected])' <[email protected]> Cc: Colin Baker <[email protected]>; Ray Kirtz <[email protected]> Subject: RE: 170136: Granwood Subdivision (Elora) TIS ‐ Terms of Reference Hi Brett and Pasquale My comments are provided below (in red). Howard Wray, P. Eng.

Triton Engineering Services Limited 18 Robb Blvd., Unit 8 Orangeville, ON L9W 3L2 Tel (519) 941-0330 • Fax (519) 941-1830 • www.tritoneng.on.ca

This email message and any files transmitted with it are proprietary and confidential information of the sender and are intended only for the person(s) to

whom this email is addressed. If you have received this email message in error, please notify the sender immediately by telephone or email and destroy the original message without making a copy.

From: Brett Salmon [mailto:[email protected]] Sent: Monday, May 29, 2017 3:43 PM

2

To: Colin Baker; Ray Kirtz; Howard Wray Subject: FW: 170136: Granwood Subdivision (Elora) TIS - Terms of Reference FYI Brett Salmon | Managing Director of Planning & Development Township of Centre Wellington | 1 MacDonald Square, Elora, ON N0B 1S0 519.846.9691 x297 centrewellington.ca

From: Adam Makarewicz [mailto:[email protected]] Sent: Monday, May 29, 2017 3:34 PM To: Pasquale Costanzo <[email protected]>; Brett Salmon <[email protected]> Subject: 170136: Granwood Subdivision (Elora) TIS ‐ Terms of Reference Hi Pasquale and Brett, Paradigm is providing engineering assistance for a Site Plan Application for the proposed Granwood Subdivision in Elora, Ontario. The property is located west of Bridge Street and south of McNab Street East. A Traffic Impact Study is required to support said applications for this 124-residential unit development. A concept plan is enclosed for your reference. We are not aware if Wellington County and/or Township of Centre Wellington has any Traffic Impact Study Guidelines, further clarification is requested on this subject matter. The terms of reference for the study are suggested:

1. The public roadway intersections to be analyzed will be: York Street and Wellington Road 7; include sight distance analysis McNab Street and Victoria Street; York Street and Victoria Street; and High Street and York Street

York Street and Bridge Street

2. To reflect the peak use of the site being concurrent with commuter hours, the weekday AM and PM

peak hours will be analyzed. Agreed

3. Base Year (2017) and five years after Opening year (2025) will be included in the analysis. Include 2020 (assumed year of full build out)

4. Trip generation will be based on ITE rates. Agreed

5. General background growth will be accounted for at 2.1% per annum, consistent with Population and Employment Growth Forecasts derived from the Wellington County’s 2013 Official Plan. Agreed

6. Traffic growth from nearby developments will be based on projections developed in the South River Road Residential Development Transportation Impact Study, 2015, prepared by our firm. Agreed

7. Traffic diversion will be accounted for as the result of York Street and Halls Drive extensions being completed as part of the development proposal. Yes.

8. Trip distribution will be based on existing travel patterns and most logical routes to the arterial road network. A review of logical routes and trip origin/destination should be given more emphasis than existing travel patterns, due to the completion of the York Street connection.

3

We respectfully request your review and approval of these proposed Terms of Reference. Should you have any question or require additional information, please do not hesitate to contact myself. Regards, Adam J. Makarewicz, Dipl.T., C.E.T. MITE Transportation Engineering Technologist

Paradigm Transportation Solutions Limited 22 King Street South, Suite 300, Waterloo ON N2J 1N8 p: 905.381.2229 x303 m: 519.497.7179 e: [email protected] w: www.ptsl.com

This e-mail and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this e-mail in error please notify the sender immediately. Please note that any views or opinions presented in this e-mail are solely those of the author and do not necessarily represent those of Paradigm Transportation Solutions Limited. Finally, the recipient should check this e-mail and any attachments for the presence of viruses. Paradigm Transportation Solutions Limited accepts no liability for any damage caused by any virus transmitted by this e-mail.



Appendix B

Traffic Data

Paradigm Transportation Solutions Limited43 Forest Road

Cambridge, Ontario, Canada N1S 3B4509-896-3163 [email protected]

Count Name: Bridge Street & York StreetSite Code:Start Date: 30/09/2014Page No: 1

Turning Movement Data

Start Time

Eastbound Approach Westbound Approach Northbound Approach Southbound Approach

Eastbound Westbound Northbound Southbound

Left Thru Right U-Turn Peds App.Total Left Thru Right U-Turn Peds App.

Total Left Thru Right U-Turn Peds App.Total Left Thru Right U-Turn Peds App.

Total Int. Total

7:00 1 0 0 0 0 1 2 0 1 0 0 3 0 3 0 0 0 3 0 5 0 0 0 5 12

7:15 7 0 1 0 0 8 1 1 2 0 3 4 2 3 1 0 0 6 1 4 1 0 1 6 24

7:30 5 0 4 0 0 9 1 0 3 0 1 4 2 2 0 0 1 4 0 2 0 0 1 2 19

7:45 3 0 6 1 0 10 0 0 1 0 1 1 0 6 0 0 2 6 0 4 1 0 1 5 22

Hourly Total 16 0 11 1 0 28 4 1 7 0 5 12 4 14 1 0 3 19 1 15 2 0 3 18 77

8:00 4 0 1 0 0 5 0 0 3 0 3 3 1 4 0 0 3 5 0 4 0 0 0 4 17

8:15 7 1 0 0 0 8 0 0 2 0 8 2 1 6 0 0 3 7 4 6 3 0 6 13 30

8:30 6 0 3 0 0 9 1 1 3 0 25 5 2 7 1 0 1 10 0 1 2 0 1 3 27

8:45 1 0 3 0 0 4 1 0 2 0 1 3 1 3 0 0 0 4 1 5 3 0 0 9 20

Hourly Total 18 1 7 0 0 26 2 1 10 0 37 13 5 20 1 0 7 26 5 16 8 0 7 29 94

9:00 2 0 1 0 1 3 0 0 0 0 3 0 0 7 0 0 0 7 1 1 4 0 1 6 16

9:15 2 0 1 0 0 3 0 0 1 0 2 1 0 6 0 0 0 6 0 4 2 1 0 7 17

9:30 8 0 1 0 0 9 0 0 1 0 0 1 0 6 0 0 0 6 0 2 0 0 1 2 18

9:45 3 0 1 0 0 4 1 0 0 0 1 1 1 7 2 0 0 10 1 5 3 0 1 9 24

Hourly Total 15 0 4 0 1 19 1 0 2 0 6 3 1 26 2 0 0 29 2 12 9 1 3 24 75

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

15:00 3 0 2 0 0 5 1 0 0 0 0 1 1 3 0 0 0 4 0 5 5 0 0 10 20

15:15 1 0 0 0 0 1 1 0 2 0 0 3 2 5 0 0 0 7 1 7 4 0 0 12 23

15:30 2 1 2 0 1 5 0 1 1 0 3 2 3 8 0 0 0 11 6 7 4 0 3 17 35

15:45 1 0 3 0 2 4 2 1 5 0 5 8 1 2 2 0 1 5 1 9 4 0 11 14 31

Hourly Total 7 1 7 0 3 15 4 2 8 0 8 14 7 18 2 0 1 27 8 28 17 0 14 53 109

16:00 3 0 1 0 0 4 0 0 2 0 2 2 2 8 1 0 0 11 1 12 4 0 0 17 34

16:15 3 0 3 0 0 6 1 0 0 0 0 1 3 7 2 0 0 12 4 3 2 0 0 9 28

16:30 1 0 0 0 0 1 1 0 0 0 0 1 1 4 3 0 1 8 0 7 3 0 0 10 20

16:45 1 0 1 0 0 2 0 0 2 0 1 2 4 9 0 0 0 13 2 4 2 0 0 8 25

Hourly Total 8 0 5 0 0 13 2 0 4 0 3 6 10 28 6 0 1 44 7 26 11 0 0 44 107

17:00 1 0 2 0 0 3 1 0 1 0 0 2 3 6 0 0 0 9 4 10 4 0 0 18 32

17:15 2 0 0 0 0 2 0 0 1 0 1 1 3 8 2 0 0 13 2 6 3 0 1 11 27

17:30 1 0 3 0 0 4 0 0 1 0 3 1 3 3 2 0 0 8 3 5 4 0 0 12 25

17:45 3 0 1 0 0 4 0 0 4 0 1 4 2 0 0 0 0 2 4 6 3 0 1 13 23

Hourly Total 7 0 6 0 0 13 1 0 7 0 5 8 11 17 4 0 0 32 13 27 14 0 2 54 107

Grand Total 71 2 40 1 4 114 14 4 38 0 64 56 38 123 16 0 12 177 36 124 61 1 29 222 569

Approach % 62.3 1.8 35.1 0.9 - - 25.0 7.1 67.9 0.0 - - 21.5 69.5 9.0 0.0 - - 16.2 55.9 27.5 0.5 - - -

Total % 12.5 0.4 7.0 0.2 - 20.0 2.5 0.7 6.7 0.0 - 9.8 6.7 21.6 2.8 0.0 - 31.1 6.3 21.8 10.7 0.2 - 39.0 -

Lights 69 2 37 1 - 109 12 3 35 0 - 50 38 119 15 0 - 172 35 118 57 1 - 211 542

% Lights 97.2 100.0 92.5 100.0 - 95.6 85.7 75.0 92.1 - - 89.3 100.0 96.7 93.8 - - 97.2 97.2 95.2 93.4 100.0 - 95.0 95.3

Mediums 2 0 3 0 - 5 2 1 3 0 - 6 0 3 1 0 - 4 1 6 3 0 - 10 25

% Mediums 2.8 0.0 7.5 0.0 - 4.4 14.3 25.0 7.9 - - 10.7 0.0 2.4 6.3 - - 2.3 2.8 4.8 4.9 0.0 - 4.5 4.4

Articulated Trucks 0 0 0 0 - 0 0 0 0 0 - 0 0 1 0 0 - 1 0 0 1 0 - 1 2

% ArticulatedTrucks 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.8 0.0 - - 0.6 0.0 0.0 1.6 0.0 - 0.5 0.4

Pedestrians - - - - 4 - - - - - 64 - - - - - 12 - - - - - 29 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




30/09/2014 7:00Ending At30/09/2014 18:00

LightsMediumsArticulated TrucksPedestrians

Southbound Approach [N]

Out In Total

224 211 435

8 10 18

1 1 2

0 0 0

233 222 455

57 118 35 1 0

3 6 1 0 0

1 0 0 0 0

0 0 0 0 29

61 124 36 1 29R T L U P

54 0 0 2 52

Out

56 0 0 6 50 In

110 0 0 8 102

Total

Westbound A

pproach [E]

R 38 0 0 3 35

T 4 0 0 1 3

L 14 0 0 2 12

U 0 0 0 0 0

P 64 64 0 0 0

167 172 339

11 4 15

0 1 1

0 0 0

178 177 355Out In Total

Northbound Approach [S]

U L T R P

0 38 119 15 0

0 0 3 1 0

0 0 1 0 0

0 0 0 0 12

0 38 123 16 12

Eas

tbou

nd A

ppro

ach

[W]

Tota

l

208 9 1 0 218

In 109 5 0 0 114

Out 99 4 1 0 104

1 0 0 0 1 U

69 2 0 0 71 L

2 0 0 0 2 T

37 3 0 0 40 R

0 0 0 4 4 P

Turning Movement Data Plot




Turning Movement Peak Hour Data (7:45)

Start Time





Total Int. Total

7:45 3 0 6 1 0 10 0 0 1 0 1 1 0 6 0 0 2 6 0 4 1 0 1 5 22

8:00 4 0 1 0 0 5 0 0 3 0 3 3 1 4 0 0 3 5 0 4 0 0 0 4 17

8:15 7 1 0 0 0 8 0 0 2 0 8 2 1 6 0 0 3 7 4 6 3 0 6 13 30

8:30 6 0 3 0 0 9 1 1 3 0 25 5 2 7 1 0 1 10 0 1 2 0 1 3 27

Total 20 1 10 1 0 32 1 1 9 0 37 11 4 23 1 0 9 28 4 15 6 0 8 25 96

Approach % 62.5 3.1 31.3 3.1 - - 9.1 9.1 81.8 0.0 - - 14.3 82.1 3.6 0.0 - - 16.0 60.0 24.0 0.0 - - -

Total % 20.8 1.0 10.4 1.0 - 33.3 1.0 1.0 9.4 0.0 - 11.5 4.2 24.0 1.0 0.0 - 29.2 4.2 15.6 6.3 0.0 - 26.0 -

PHF 0.714 0.250 0.417 0.250 - 0.800 0.250 0.250 0.750 0.000 - 0.550 0.500 0.821 0.250 0.000 - 0.700 0.250 0.625 0.500 0.000 - 0.481 0.800

Lights 20 1 9 1 - 31 1 1 8 0 - 10 4 22 0 0 - 26 3 13 5 0 - 21 88

% Lights 100.0 100.0 90.0 100.0 - 96.9 100.0 100.0 88.9 - - 90.9 100.0 95.7 0.0 - - 92.9 75.0 86.7 83.3 - - 84.0 91.7

Mediums 0 0 1 0 - 1 0 0 1 0 - 1 0 1 1 0 - 2 1 2 1 0 - 4 8

% Mediums 0.0 0.0 10.0 0.0 - 3.1 0.0 0.0 11.1 - - 9.1 0.0 4.3 100.0 - - 7.1 25.0 13.3 16.7 - - 16.0 8.3


% ArticulatedTrucks 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0

Pedestrians - - - - 0 - - - - - 37 - - - - - 9 - - - - - 8 - -

% Pedestrians - - - - - - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

30/09/2014 7:45Ending At30/09/2014 8:45



Out In Total

50 21 71

2 4 6

0 0 0

0 0 0

52 25 77

5 13 3 0 0

1 2 1 0 0

0 0 0 0 0

0 0 0 0 8

6 15 4 0 8R T L U P

6 0 0 2 4 Out

11 0 0 1 10 In

17 0 0 3 14

Total

Westbound A

pproach [E]

R 9 0 0 1 8

T 1 0 0 0 1

L 1 0 0 0 1

U 0 0 0 0 0

P 37 37 0 0 0

23 26 49

3 2 5

0 0 0

0 0 0



U L T R P

0 4 22 0 0

0 0 1 1 0

0 0 0 0 0

0 0 0 0 9

0 4 23 1 9

Eas

tbou

nd A

ppro

ach

[W]

Tota

l

42 2 0 0 44

In 31 1 0 0 32

Out 11 1 0 0 12

1 0 0 0 1 U

20 0 0 0 20 L

1 0 0 0 1 T

9 1 0 0 10 R

0 0 0 0 0 P

Turning Movement Peak Hour Data Plot (7:45)





Start Time





Total Int. Total

15:30 2 1 2 0 1 5 0 1 1 0 3 2 3 8 0 0 0 11 6 7 4 0 3 17 35

15:45 1 0 3 0 2 4 2 1 5 0 5 8 1 2 2 0 1 5 1 9 4 0 11 14 31

16:00 3 0 1 0 0 4 0 0 2 0 2 2 2 8 1 0 0 11 1 12 4 0 0 17 34

16:15 3 0 3 0 0 6 1 0 0 0 0 1 3 7 2 0 0 12 4 3 2 0 0 9 28

Total 9 1 9 0 3 19 3 2 8 0 10 13 9 25 5 0 1 39 12 31 14 0 14 57 128

Approach % 47.4 5.3 47.4 0.0 - - 23.1 15.4 61.5 0.0 - - 23.1 64.1 12.8 0.0 - - 21.1 54.4 24.6 0.0 - - -

Total % 7.0 0.8 7.0 0.0 - 14.8 2.3 1.6 6.3 0.0 - 10.2 7.0 19.5 3.9 0.0 - 30.5 9.4 24.2 10.9 0.0 - 44.5 -

PHF 0.750 0.250 0.750 0.000 - 0.792 0.375 0.500 0.400 0.000 - 0.406 0.750 0.781 0.625 0.000 - 0.813 0.500 0.646 0.875 0.000 - 0.838 0.914

Lights 8 1 8 0 - 17 2 2 6 0 - 10 9 24 5 0 - 38 12 29 13 0 - 54 119

% Lights 88.9 100.0 88.9 - - 89.5 66.7 100.0 75.0 - - 76.9 100.0 96.0 100.0 - - 97.4 100.0 93.5 92.9 - - 94.7 93.0

Mediums 1 0 1 0 - 2 1 0 2 0 - 3 0 1 0 0 - 1 0 2 1 0 - 3 9

% Mediums 11.1 0.0 11.1 - - 10.5 33.3 0.0 25.0 - - 23.1 0.0 4.0 0.0 - - 2.6 0.0 6.5 7.1 - - 5.3 7.0


% ArticulatedTrucks 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0

Pedestrians - - - - 3 - - - - - 10 - - - - - 1 - - - - - 14 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - -




Peak Hour Data

30/09/2014 15:30Ending At30/09/2014 16:30



Out In Total

38 54 92

4 3 7

0 0 0

0 0 0

42 57 99

13 29 12 0 0

1 2 0 0 0

0 0 0 0 0

0 0 0 0 14

14 31 12 0 14R T L U P

18 0 0 0 18

Out

13 0 0 3 10 In

31 0 0 3 28

Total

Westbound A

pproach [E]

R 8 0 0 2 6

T 2 0 0 0 2

L 3 0 0 1 2

U 0 0 0 0 0

P 10 10 0 0 0

39 38 77

4 1 5

0 0 0

0 0 0



U L T R P

0 9 24 5 0

0 0 1 0 0

0 0 0 0 0

0 0 0 0 1

0 9 25 5 1

Eas

tbou

nd A

ppro

ach

[W]

Tota

l

41 3 0 0 44

In 17 2 0 0 19

Out 24 1 0 0 25

0 0 0 0 0 U

8 1 0 0 9 L

1 0 0 0 1 T

8 1 0 0 9 R

0 0 0 3 3 P







Count Name: Wellington County Road 7 & 1LineSite Code:Start Date: 30/09/2014Page No: 1


Start Time

Westbound Approach Northbound Approach Southbound Approach

Westbound Northbound Southbound

Left Right U-Turn Peds App. Total Thru Right U-Turn Peds App. Total Left Thru U-Turn Peds App. Total Int. Total

7:00 30 9 0 0 39 34 6 0 0 40 11 95 0 0 106 185

7:15 19 7 0 0 26 36 10 0 0 46 7 96 0 0 103 175

7:30 16 10 0 0 26 38 25 0 0 63 13 101 0 0 114 203

7:45 18 5 0 0 23 51 4 0 0 55 11 79 0 0 90 168

Hourly Total 83 31 0 0 114 159 45 0 0 204 42 371 0 0 413 731

8:00 15 8 0 0 23 42 6 0 0 48 8 67 0 0 75 146

8:15 11 8 0 0 19 41 7 0 0 48 2 85 0 0 87 154

8:30 10 6 0 0 16 18 1 0 0 19 10 56 0 0 66 101

8:45 7 12 0 0 19 55 7 0 0 62 8 79 0 0 87 168

Hourly Total 43 34 0 0 77 156 21 0 0 177 28 287 0 0 315 569

9:00 5 3 0 0 8 53 3 0 0 56 8 50 1 0 59 123

9:15 5 4 0 0 9 37 6 0 0 43 1 50 0 0 51 103

9:30 5 3 0 0 8 37 7 0 0 44 8 38 0 0 46 98

9:45 7 9 0 0 16 41 5 0 0 46 8 44 0 0 52 114

Hourly Total 22 19 0 0 41 168 21 0 0 189 25 182 1 0 208 438

*** BREAK *** - - - - - - - - - - - - - - - -

15:00 17 16 0 0 33 53 10 0 0 63 8 42 0 0 50 146

15:15 7 10 0 0 17 51 6 0 0 57 10 60 0 0 70 144

15:30 11 5 0 0 16 70 8 0 0 78 7 59 0 0 66 160

15:45 9 15 0 0 24 80 27 0 0 107 16 45 0 0 61 192

Hourly Total 44 46 0 0 90 254 51 0 0 305 41 206 0 0 247 642

16:00 9 14 0 0 23 68 19 0 0 87 12 65 1 0 78 188

16:15 16 14 0 0 30 76 10 0 0 86 7 73 0 0 80 196

16:30 17 12 0 0 29 82 12 0 0 94 10 62 0 0 72 195

16:45 8 8 0 0 16 100 11 0 0 111 14 65 0 0 79 206

Hourly Total 50 48 0 0 98 326 52 0 0 378 43 265 1 0 309 785

17:00 7 16 0 0 23 94 15 0 0 109 7 60 0 0 67 199

17:15 9 8 0 0 17 97 20 0 0 117 13 57 0 0 70 204

17:30 2 10 0 0 12 86 13 0 0 99 9 43 0 0 52 163

17:45 5 7 0 0 12 54 7 0 0 61 10 40 0 0 50 123

Hourly Total 23 41 0 0 64 331 55 0 0 386 39 200 0 0 239 689

Grand Total 265 219 0 0 484 1394 245 0 0 1639 218 1511 2 0 1731 3854

Approach % 54.8 45.2 0.0 - - 85.1 14.9 0.0 - - 12.6 87.3 0.1 - - -

Total % 6.9 5.7 0.0 - 12.6 36.2 6.4 0.0 - 42.5 5.7 39.2 0.1 - 44.9 -

Lights 228 207 0 - 435 1305 202 0 - 1507 209 1419 2 - 1630 3572

% Lights 86.0 94.5 - - 89.9 93.6 82.4 - - 91.9 95.9 93.9 100.0 - 94.2 92.7

Mediums 13 11 0 - 24 56 16 0 - 72 7 53 0 - 60 156

% Mediums 4.9 5.0 - - 5.0 4.0 6.5 - - 4.4 3.2 3.5 0.0 - 3.5 4.0

Articulated Trucks 24 1 0 - 25 33 27 0 - 60 2 39 0 - 41 126

% Articulated Trucks 9.1 0.5 - - 5.2 2.4 11.0 - - 3.7 0.9 2.6 0.0 - 2.4 3.3

Pedestrians - - - 0 - - - - 0 - - - - 0 - -

% Pedestrians - - - - - - - - - - - - - - - -




30/09/2014 7:00Ending At30/09/2014 18:00



Out In Total

1514 1630 3144

67 60 127

34 41 75

0 0 0

1615 1731 3346

1419 209 2 0

53 7 0 0

39 2 0 0

0 0 0 0

1511 218 2 0T L U P

463 0 29 23

411

Out

484 0 25 24

435

In

947 0 54 47

846

Total

Westbound A

pproach [E]

R 219 0 1 11207

L 265 0 24 13228

U 0 0 0 0 0

P 0 0 0 0 0

1647 1507 3154

66 72 138

63 60 123

0 0 0

1776 1639 3415Out In Total


U T R P

0 1305 202 0

0 56 16 0

0 33 27 0

0 0 0 0

0 1394 245 0






Start Time




7:00 30 9 0 0 39 34 6 0 0 40 11 95 0 0 106 185

7:15 19 7 0 0 26 36 10 0 0 46 7 96 0 0 103 175

7:30 16 10 0 0 26 38 25 0 0 63 13 101 0 0 114 203

7:45 18 5 0 0 23 51 4 0 0 55 11 79 0 0 90 168

Total 83 31 0 0 114 159 45 0 0 204 42 371 0 0 413 731

Approach % 72.8 27.2 0.0 - - 77.9 22.1 0.0 - - 10.2 89.8 0.0 - - -

Total % 11.4 4.2 0.0 - 15.6 21.8 6.2 0.0 - 27.9 5.7 50.8 0.0 - 56.5 -

PHF 0.692 0.775 0.000 - 0.731 0.779 0.450 0.000 - 0.810 0.808 0.918 0.000 - 0.906 0.900

Lights 78 30 0 - 108 148 37 0 - 185 41 357 0 - 398 691

% Lights 94.0 96.8 - - 94.7 93.1 82.2 - - 90.7 97.6 96.2 - - 96.4 94.5

Mediums 2 1 0 - 3 6 1 0 - 7 1 10 0 - 11 21

% Mediums 2.4 3.2 - - 2.6 3.8 2.2 - - 3.4 2.4 2.7 - - 2.7 2.9


% Articulated Trucks 3.6 0.0 - - 2.6 3.1 15.6 - - 5.9 0.0 1.1 - - 1.0 2.6

Pedestrians - - - 0 - - - - 0 - - - - 0 - -

% Pedestrians - - - - - - - - - - - - - - - -




Peak Hour Data

30/09/2014 7:00Ending At30/09/2014 8:00



Out In Total

178 398 576

7 11 18

5 4 9

0 0 0

190 413 603

357 41 0 0

10 1 0 0

4 0 0 0

0 0 0 0

371 42 0 0T L U P

87 0 7 2 78

Out

114 0 3 3 108

In

201 0 10 5 186

Total

Westbound A

pproach [E]

R 31 0 0 1 30

L 83 0 3 2 78

U 0 0 0 0 0

P 0 0 0 0 0

435 185 620

12 7 19

7 12 19

0 0 0



U T R P

0 148 37 0

0 6 1 0

0 5 7 0

0 0 0 0

0 159 45 0






Start Time




16:30 17 12 0 0 29 82 12 0 0 94 10 62 0 0 72 195

16:45 8 8 0 0 16 100 11 0 0 111 14 65 0 0 79 206

17:00 7 16 0 0 23 94 15 0 0 109 7 60 0 0 67 199

17:15 9 8 0 0 17 97 20 0 0 117 13 57 0 0 70 204

Total 41 44 0 0 85 373 58 0 0 431 44 244 0 0 288 804

Approach % 48.2 51.8 0.0 - - 86.5 13.5 0.0 - - 15.3 84.7 0.0 - - -

Total % 5.1 5.5 0.0 - 10.6 46.4 7.2 0.0 - 53.6 5.5 30.3 0.0 - 35.8 -

PHF 0.603 0.688 0.000 - 0.733 0.933 0.725 0.000 - 0.921 0.786 0.938 0.000 - 0.911 0.976

Lights 37 42 0 - 79 365 54 0 - 419 44 233 0 - 277 775

% Lights 90.2 95.5 - - 92.9 97.9 93.1 - - 97.2 100.0 95.5 - - 96.2 96.4

Mediums 1 2 0 - 3 3 0 0 - 3 0 3 0 - 3 9

% Mediums 2.4 4.5 - - 3.5 0.8 0.0 - - 0.7 0.0 1.2 - - 1.0 1.1



Pedestrians - - - 0 - - - - 0 - - - - 0 - -

% Pedestrians - - - - - - - - - - - - - - - -




Peak Hour Data

30/09/2014 16:30Ending At30/09/2014 17:30



Out In Total

407 277 684

5 3 8

5 8 13

0 0 0

417 288 705

233 44 0 0

3 0 0 0

8 0 0 0

0 0 0 0

244 44 0 0T L U P

102 0 4 0 98

Out

85 0 3 3 79 In

187 0 7 3 177

Total

Westbound A

pproach [E]

R 44 0 0 2 42

L 41 0 3 1 37

U 0 0 0 0 0

P 0 0 0 0 0

270 419 689

4 3 7

11 9 20

0 0 0



U T R P

0 365 54 0

0 3 0 0

0 5 4 0

0 0 0 0

0 373 58 0





Paradigm Transportation Solutions Limited22 King Street South, Suite 300

Waterloo, Ontario, Canada N2J 1N8519-896-3163 [email protected]

Count Name: York Street & High StreetSite Code:Start Date: 06/06/2017Page No: 1


Start Time

York Street York Street High Street High Street




Total Int. Total

7:00 AM 1 2 2 0 0 5 1 3 0 0 0 4 3 3 0 0 0 6 1 2 7 0 0 10 25

7:15 AM 2 1 2 0 0 5 0 2 0 0 0 2 0 0 0 0 0 0 0 1 6 0 0 7 14

7:30 AM 3 0 4 0 0 7 0 1 1 0 0 2 4 1 0 0 0 5 0 1 11 0 0 12 26

7:45 AM 4 1 2 0 0 7 2 1 0 0 0 3 0 0 0 0 0 0 1 5 9 0 0 15 25

Hourly Total 10 4 10 0 0 24 3 7 1 0 0 11 7 4 0 0 0 11 2 9 33 0 0 44 90

8:00 AM 2 3 4 0 0 9 0 4 0 0 1 4 2 1 0 0 0 3 0 2 8 0 0 10 26

8:15 AM 4 2 5 0 0 11 1 2 0 0 0 3 0 2 0 0 0 2 0 1 5 0 0 6 22

8:30 AM 4 2 1 0 0 7 0 4 0 0 0 4 2 1 0 0 0 3 0 0 2 0 0 2 16

8:45 AM 4 3 3 0 0 10 0 4 0 0 0 4 3 1 0 0 0 4 0 3 5 0 0 8 26

Hourly Total 14 10 13 0 0 37 1 14 0 0 1 15 7 5 0 0 0 12 0 6 20 0 0 26 90

9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

*** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - -

Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

4:00 PM 2 2 0 0 0 4 0 0 3 0 0 3 5 3 0 0 0 8 0 4 1 0 0 5 20

4:15 PM 8 2 0 0 0 10 0 2 0 0 0 2 3 4 1 0 0 8 1 1 3 0 0 5 25

4:30 PM 5 1 4 0 1 10 0 2 1 0 0 3 7 9 0 0 0 16 1 1 3 0 0 5 34

4:45 PM 6 2 0 0 0 8 0 1 0 0 0 1 2 1 0 0 0 3 1 1 4 0 0 6 18

Hourly Total 21 7 4 0 1 32 0 5 4 0 0 9 17 17 1 0 0 35 3 7 11 0 0 21 97

5:00 PM 7 1 1 0 0 9 0 2 1 0 0 3 1 1 0 0 0 2 0 1 5 0 0 6 20

5:15 PM 6 1 0 0 0 7 0 0 1 0 0 1 1 3 0 0 0 4 0 3 2 0 0 5 17

5:30 PM 8 2 0 0 2 10 0 0 0 0 0 0 0 1 0 0 0 1 1 1 6 0 0 8 19

5:45 PM 6 3 2 0 2 11 0 1 2 0 2 3 0 0 0 0 0 0 1 0 2 0 0 3 17

Hourly Total 27 7 3 0 4 37 0 3 4 0 2 7 2 5 0 0 0 7 2 5 15 0 0 22 73

6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Grand Total 72 28 30 0 5 130 4 29 9 0 3 42 33 31 1 0 0 65 7 27 79 0 0 113 350

Approach % 55.4 21.5 23.1 0.0 - - 9.5 69.0 21.4 0.0 - - 50.8 47.7 1.5 0.0 - - 6.2 23.9 69.9 0.0 - - -

Total % 20.6 8.0 8.6 0.0 - 37.1 1.1 8.3 2.6 0.0 - 12.0 9.4 8.9 0.3 0.0 - 18.6 2.0 7.7 22.6 0.0 - 32.3 -

Lights 66 24 24 0 - 114 4 27 7 0 - 38 26 29 1 0 - 56 7 22 76 0 - 105 313

% Lights 91.7 85.7 80.0 - - 87.7 100.0 93.1 77.8 - - 90.5 78.8 93.5 100.0 - - 86.2 100.0 81.5 96.2 - - 92.9 89.4

Mediums 4 3 4 0 - 11 0 1 2 0 - 3 4 2 0 0 - 6 0 5 3 0 - 8 28

% Mediums 5.6 10.7 13.3 - - 8.5 0.0 3.4 22.2 - - 7.1 12.1 6.5 0.0 - - 9.2 0.0 18.5 3.8 - - 7.1 8.0


% ArticulatedTrucks 2.8 3.6 6.7 - - 3.8 0.0 3.4 0.0 - - 2.4 9.1 0.0 0.0 - - 4.6 0.0 0.0 0.0 - - 0.0 2.6

Pedestrians - - - - 5 - - - - - 3 - - - - - 0 - - - - - 0 - -

% Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - - - - - - - - - -




06/06/2017 7:00 AMEnding At06/06/2017 6:15 PM


High Street [N]

Out In Total

102 105 207

8 8 16

2 0 2

0 0 0

112 113 225

76 22 7 0 0

3 5 0 0 0

0 0 0 0 0

0 0 0 0 0

79 27 7 0 0R T L U P

36 0 1 3 32

Out

42 0 1 3 38 In

78 0 2 6 70

Total

York S

treet [E]

R 9 0 0 2 7

T 29 0 1 1 27

L 4 0 0 0 4

U 0 0 0 0 0

P 3 3 0 0 0

50 56 106

9 6 15

2 3 5

0 0 0


High Street [S]

U L T R P

0 26 29 1 0

0 4 2 0 0

0 3 0 0 0

0 0 0 0 0

0 33 31 1 0

Yor

k S

treet

[W] To

tal

243

19 9 0 271

In 114

11 5 0 130

Out

129 8 4 0 141

0 0 0 0 0 U

66 4 2 0 72 L

24 3 1 0 28 T

24 4 2 0 30 R

0 0 0 5 5 P





Turning Movement Peak Hour Data (7:30 AM)

Start Time





Total Int. Total

7:30 AM 3 0 4 0 0 7 0 1 1 0 0 2 4 1 0 0 0 5 0 1 11 0 0 12 26

7:45 AM 4 1 2 0 0 7 2 1 0 0 0 3 0 0 0 0 0 0 1 5 9 0 0 15 25

8:00 AM 2 3 4 0 0 9 0 4 0 0 1 4 2 1 0 0 0 3 0 2 8 0 0 10 26

8:15 AM 4 2 5 0 0 11 1 2 0 0 0 3 0 2 0 0 0 2 0 1 5 0 0 6 22

Total 13 6 15 0 0 34 3 8 1 0 1 12 6 4 0 0 0 10 1 9 33 0 0 43 99

Approach % 38.2 17.6 44.1 0.0 - - 25.0 66.7 8.3 0.0 - - 60.0 40.0 0.0 0.0 - - 2.3 20.9 76.7 0.0 - - -

Total % 13.1 6.1 15.2 0.0 - 34.3 3.0 8.1 1.0 0.0 - 12.1 6.1 4.0 0.0 0.0 - 10.1 1.0 9.1 33.3 0.0 - 43.4 -

PHF 0.813 0.500 0.750 0.000 - 0.773 0.375 0.500 0.250 0.000 - 0.750 0.375 0.500 0.000 0.000 - 0.500 0.250 0.450 0.750 0.000 - 0.717 0.952

Lights 11 4 10 0 - 25 3 7 1 0 - 11 2 4 0 0 - 6 1 8 33 0 - 42 84

% Lights 84.6 66.7 66.7 - - 73.5 100.0 87.5 100.0 - - 91.7 33.3 100.0 - - - 60.0 100.0 88.9 100.0 - - 97.7 84.8

Mediums 2 1 4 0 - 7 0 1 0 0 - 1 3 0 0 0 - 3 0 1 0 0 - 1 12

% Mediums 15.4 16.7 26.7 - - 20.6 0.0 12.5 0.0 - - 8.3 50.0 0.0 - - - 30.0 0.0 11.1 0.0 - - 2.3 12.1


% ArticulatedTrucks 0.0 16.7 6.7 - - 5.9 0.0 0.0 0.0 - - 0.0 16.7 0.0 - - - 10.0 0.0 0.0 0.0 - - 0.0 3.0

Pedestrians - - - - 0 - - - - - 1 - - - - - 0 - - - - - 0 - -

% Pedestrians - - - - - - - - - - 100.0 - - - - - - - - - - - - - -




Peak Hour Data

06/06/2017 7:30 AMEnding At06/06/2017 8:30 AM


High Street [N]

Out In Total

16 42 58

2 1 3

0 0 0

0 0 0

18 43 61

33 8 1 0 0

0 1 0 0 0

0 0 0 0 0

0 0 0 0 0

33 9 1 0 0R T L U P

7 0 1 1 5 Out

12 0 0 1 11 In

19 0 1 2 16

Total

York S

treet [E]

R 1 0 0 0 1

T 8 0 0 1 7

L 3 0 0 0 3

U 0 0 0 0 0

P 1 1 0 0 0

21 6 27

5 3 8

1 1 2

0 0 0


High Street [S]

U L T R P

0 2 4 0 0

0 3 0 0 0

0 1 0 0 0

0 0 0 0 0

0 6 4 0 0

Yor

k S

treet

[W] To

tal

67 11 3 0 81

In 25 7 2 0 34

Out 42 4 1 0 47

0 0 0 0 0 U

11 2 0 0 13 L

4 1 1 0 6 T

10 4 1 0 15 R

0 0 0 0 0 P

Turning Movement Peak Hour Data Plot (7:30 AM)




Turning Movement Peak Hour Data (4:00 PM)

Start Time





Total Int. Total

4:00 PM 2 2 0 0 0 4 0 0 3 0 0 3 5 3 0 0 0 8 0 4 1 0 0 5 20

4:15 PM 8 2 0 0 0 10 0 2 0 0 0 2 3 4 1 0 0 8 1 1 3 0 0 5 25

4:30 PM 5 1 4 0 1 10 0 2 1 0 0 3 7 9 0 0 0 16 1 1 3 0 0 5 34

4:45 PM 6 2 0 0 0 8 0 1 0 0 0 1 2 1 0 0 0 3 1 1 4 0 0 6 18

Total 21 7 4 0 1 32 0 5 4 0 0 9 17 17 1 0 0 35 3 7 11 0 0 21 97

Approach % 65.6 21.9 12.5 0.0 - - 0.0 55.6 44.4 0.0 - - 48.6 48.6 2.9 0.0 - - 14.3 33.3 52.4 0.0 - - -

Total % 21.6 7.2 4.1 0.0 - 33.0 0.0 5.2 4.1 0.0 - 9.3 17.5 17.5 1.0 0.0 - 36.1 3.1 7.2 11.3 0.0 - 21.6 -

PHF 0.656 0.875 0.250 0.000 - 0.800 0.000 0.625 0.333 0.000 - 0.750 0.607 0.472 0.250 0.000 - 0.547 0.750 0.438 0.688 0.000 - 0.875 0.713

Lights 20 7 4 0 - 31 0 5 3 0 - 8 16 17 1 0 - 34 3 4 11 0 - 18 91

% Lights 95.2 100.0 100.0 - - 96.9 - 100.0 75.0 - - 88.9 94.1 100.0 100.0 - - 97.1 100.0 57.1 100.0 - - 85.7 93.8

Mediums 1 0 0 0 - 1 0 0 1 0 - 1 0 0 0 0 - 0 0 3 0 0 - 3 5

% Mediums 4.8 0.0 0.0 - - 3.1 - 0.0 25.0 - - 11.1 0.0 0.0 0.0 - - 0.0 0.0 42.9 0.0 - - 14.3 5.2


% ArticulatedTrucks 0.0 0.0 0.0 - - 0.0 - 0.0 0.0 - - 0.0 5.9 0.0 0.0 - - 2.9 0.0 0.0 0.0 - - 0.0 1.0

Pedestrians - - - - 1 - - - - - 0 - - - - - 0 - - - - - 0 - -

% Pedestrians - - - - 100.0 - - - - - - - - - - - - - - - - - - - -




Peak Hour Data

06/06/2017 4:00 PMEnding At06/06/2017 5:00 PM


High Street [N]

Out In Total

40 18 58

2 3 5

0 0 0

0 0 0

42 21 63

11 4 3 0 0

0 3 0 0 0

0 0 0 0 0

0 0 0 0 0

11 7 3 0 0R T L U P

11 0 0 0 11

Out

9 0 0 1 8 In

20 0 0 1 19

Total

York S

treet [E]

R 4 0 0 1 3

T 5 0 0 0 5

L 0 0 0 0 0

U 0 0 0 0 0

P 0 0 0 0 0

8 34 42

3 0 3

0 1 1

0 0 0


High Street [S]

U L T R P

0 16 17 1 0

0 0 0 0 0

0 1 0 0 0

0 0 0 0 0

0 17 17 1 0

Yor

k S

treet

[W] To

tal

63 1 1 0 65

In 31 1 0 0 32

Out 32 0 1 0 33

0 0 0 0 0 U

20 1 0 0 21 L

7 0 0 0 7 T

4 0 0 0 4 R

0 0 0 1 1 P

Turning Movement Peak Hour Data Plot (4:00 PM)






Count Name: York Street & Wellington Road 7Site Code:Start Date: 06/06/2017Page No: 1


Start Time

York Street Wellington Road 7 Wellington Road 7



7:00 AM 1 5 0 0 6 50 3 0 0 53 7 92 0 0 99 158

7:15 AM 1 3 0 0 4 70 1 0 0 71 6 141 0 0 147 222

7:30 AM 0 6 0 0 6 74 1 0 0 75 7 142 0 0 149 230

7:45 AM 1 3 0 1 4 86 5 0 0 91 7 127 0 0 134 229

Hourly Total 3 17 0 1 20 280 10 0 0 290 27 502 0 0 529 839

8:00 AM 2 4 0 0 6 68 4 0 0 72 5 136 0 0 141 219

8:15 AM 1 3 0 0 4 87 4 0 0 91 6 91 0 0 97 192

8:30 AM 6 8 0 0 14 70 0 0 0 70 8 97 0 0 105 189

8:45 AM 2 5 0 0 7 67 1 0 0 68 6 115 0 0 121 196

Hourly Total 11 20 0 0 31 292 9 0 0 301 25 439 0 0 464 796

9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

*** BREAK *** - - - - - - - - - - - - - - - -

Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

4:00 PM 2 8 0 0 10 110 5 0 0 115 3 112 0 0 115 240

4:15 PM 2 5 0 0 7 145 6 0 0 151 2 83 0 0 85 243

4:30 PM 4 11 0 1 15 143 3 0 0 146 3 94 0 0 97 258

4:45 PM 2 7 0 1 9 152 4 0 0 156 1 103 0 0 104 269

Hourly Total 10 31 0 2 41 550 18 0 0 568 9 392 0 0 401 1010

5:00 PM 3 7 0 1 10 126 5 0 0 131 1 94 0 0 95 236

5:15 PM 1 5 0 1 6 138 3 0 0 141 1 96 0 0 97 244

5:30 PM 1 3 0 0 4 155 5 0 0 160 1 95 0 0 96 260

5:45 PM 1 5 0 0 6 111 5 0 0 116 4 79 0 0 83 205

Hourly Total 6 20 0 2 26 530 18 0 0 548 7 364 0 0 371 945

Grand Total 30 88 0 5 118 1652 55 0 0 1707 68 1697 0 0 1765 3590

Approach % 25.4 74.6 0.0 - - 96.8 3.2 0.0 - - 3.9 96.1 0.0 - - -

Total % 0.8 2.5 0.0 - 3.3 46.0 1.5 0.0 - 47.5 1.9 47.3 0.0 - 49.2 -

Lights 26 74 0 - 100 1579 47 0 - 1626 63 1601 0 - 1664 3390

% Lights 86.7 84.1 - - 84.7 95.6 85.5 - - 95.3 92.6 94.3 - - 94.3 94.4

Mediums 2 11 0 - 13 43 6 0 - 49 4 67 0 - 71 133

% Mediums 6.7 12.5 - - 11.0 2.6 10.9 - - 2.9 5.9 3.9 - - 4.0 3.7



Pedestrians - - - 5 - - - - 0 - - - - 0 - -

% Pedestrians - - - 100.0 - - - - - - - - - - - -




06/06/2017 7:00 AMEnding At06/06/2017 6:00 PM


Wellington Road 7 [N]

Out In Total

1653 1664 3317

54 71 125

33 30 63

0 0 0

1740 1765 3505

1601 63 0 0

67 4 0 0

29 1 0 0

0 0 0 0

1697 68 0 0T L U P

123 0 3 10

110

Out

118 0 5 13

100

In

241 0 8 23

210

Total

York S

treet [E]

R 88 0 3 11 74

L 30 0 2 2 26

U 0 0 0 0 0

P 5 5 0 0 0

1627 1626 3253

69 49 118

31 32 63

0 0 0

1727 1707 3434Out In Total

Wellington Road 7 [S]

U T R P

0 1579 47 0

0 43 6 0

0 30 2 0

0 0 0 0

0 1652 55 0





Turning Movement Peak Hour Data (7:15 AM)

Start Time




7:15 AM 1 3 0 0 4 70 1 0 0 71 6 141 0 0 147 222

7:30 AM 0 6 0 0 6 74 1 0 0 75 7 142 0 0 149 230

7:45 AM 1 3 0 1 4 86 5 0 0 91 7 127 0 0 134 229

8:00 AM 2 4 0 0 6 68 4 0 0 72 5 136 0 0 141 219

Total 4 16 0 1 20 298 11 0 0 309 25 546 0 0 571 900

Approach % 20.0 80.0 0.0 - - 96.4 3.6 0.0 - - 4.4 95.6 0.0 - - -

Total % 0.4 1.8 0.0 - 2.2 33.1 1.2 0.0 - 34.3 2.8 60.7 0.0 - 63.4 -

PHF 0.500 0.667 0.000 - 0.833 0.866 0.550 0.000 - 0.849 0.893 0.961 0.000 - 0.958 0.978

Lights 3 11 0 - 14 273 10 0 - 283 24 517 0 - 541 838

% Lights 75.0 68.8 - - 70.0 91.6 90.9 - - 91.6 96.0 94.7 - - 94.7 93.1

Mediums 1 4 0 - 5 18 0 0 - 18 0 19 0 - 19 42

% Mediums 25.0 25.0 - - 25.0 6.0 0.0 - - 5.8 0.0 3.5 - - 3.3 4.7



Pedestrians - - - 1 - - - - 0 - - - - 0 - -

% Pedestrians - - - 100.0 - - - - - - - - - - - -




Peak Hour Data

06/06/2017 7:15 AMEnding At06/06/2017 8:15 AM



Out In Total

284 541 825

22 19 41

8 11 19

0 0 0

314 571 885

517 24 0 0

19 0 0 0

10 1 0 0

0 0 0 0

546 25 0 0T L U P

36 0 2 0 34

Out

20 0 1 5 14 In

56 0 3 5 48

Total

York S

treet [E]

R 16 0 1 4 11

L 4 0 0 1 3

U 0 0 0 0 0

P 1 1 0 0 0

520 283 803

20 18 38

10 8 18

0 0 0



U T R P

0 273 10 0

0 18 0 0

0 7 1 0

0 0 0 0

0 298 11 0

Turning Movement Peak Hour Data Plot (7:15 AM)




Turning Movement Peak Hour Data (4:00 PM)

Start Time




4:00 PM 2 8 0 0 10 110 5 0 0 115 3 112 0 0 115 240

4:15 PM 2 5 0 0 7 145 6 0 0 151 2 83 0 0 85 243

4:30 PM 4 11 0 1 15 143 3 0 0 146 3 94 0 0 97 258

4:45 PM 2 7 0 1 9 152 4 0 0 156 1 103 0 0 104 269

Total 10 31 0 2 41 550 18 0 0 568 9 392 0 0 401 1010

Approach % 24.4 75.6 0.0 - - 96.8 3.2 0.0 - - 2.2 97.8 0.0 - - -

Total % 1.0 3.1 0.0 - 4.1 54.5 1.8 0.0 - 56.2 0.9 38.8 0.0 - 39.7 -

PHF 0.625 0.705 0.000 - 0.683 0.905 0.750 0.000 - 0.910 0.750 0.875 0.000 - 0.872 0.939

Lights 9 30 0 - 39 531 16 0 - 547 8 368 0 - 376 962

% Lights 90.0 96.8 - - 95.1 96.5 88.9 - - 96.3 88.9 93.9 - - 93.8 95.2

Mediums 0 0 0 - 0 9 1 0 - 10 1 19 0 - 20 30

% Mediums 0.0 0.0 - - 0.0 1.6 5.6 - - 1.8 11.1 4.8 - - 5.0 3.0



Pedestrians - - - 2 - - - - 0 - - - - 0 - -

% Pedestrians - - - 100.0 - - - - - - - - - - - -




Peak Hour Data

06/06/2017 4:00 PMEnding At06/06/2017 5:00 PM



Out In Total

561 376 937

9 20 29

11 5 16

0 0 0

581 401 982

368 8 0 0

19 1 0 0

5 0 0 0

0 0 0 0

392 9 0 0T L U P

27 0 1 2 24

Out

41 0 2 0 39 In

68 0 3 2 63

Total

York S

treet [E]

R 31 0 1 0 30

L 10 0 1 0 9

U 0 0 0 0 0

P 2 2 0 0 0

377 547 924

19 10 29

6 11 17

0 0 0



U T R P

0 531 16 0

0 9 1 0

0 10 1 0

0 0 0 0

0 550 18 0

Turning Movement Peak Hour Data Plot (4:00 PM)






Appendix C

Base Year Traffic Operations Reports

06/13/2017

170127 Granwood Subdivision 5:00 pm 06/13/2017 Baseline Synchro 9 ReportPage 1

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 22 75 36 122 148 12 47 126 51 6 246 61Future Volume (vph) 22 75 36 122 148 12 47 126 51 6 246 61Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (m) 70.0 0.0 30.0 0.0 90.0 0.0 40.0 0.0Storage Lanes 1 0 1 0 1 0 1 0Taper Length (m) 2.5 7.6 2.5 2.5Lane 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 0.952 0.989 0.957 0.970Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1472 1665 0 1807 1870 0 1755 1689 0 1825 1768 0Flt Permitted 0.609 0.679 0.495 0.623Satd. Flow (perm) 944 1665 0 1292 1870 0 914 1689 0 1197 1768 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 31 5 34 21Link Speed (k/h) 48 48 48 48Link Distance (m) 186.0 1088.5 201.4 99.7Travel Time (s) 14.0 81.6 15.1 7.5Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 24% 6% 18% 1% 1% 9% 4% 10% 6% 0% 6% 3%Adj. Flow (vph) 24 82 39 133 161 13 51 137 55 7 267 66Shared Lane Traffic (%)Lane Group Flow (vph) 24 121 0 133 174 0 51 192 0 7 333 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 3.7 3.7 3.7 3.7Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 1.6 4.9 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 24 14 24 14 24 14Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Minimum Split (s) 24.0 24.0 24.0 24.0 24.0 24.0 24.0 24.0Total Split (s) 38.0 38.0 38.0 38.0 52.0 52.0 52.0 52.0Total Split (%) 42.2% 42.2% 42.2% 42.2% 57.8% 57.8% 57.8% 57.8%Maximum Green (s) 32.0 32.0 32.0 32.0 46.0 46.0 46.0 46.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lost Time Adjust (s) -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lead/LagLead-Lag Optimize?Walk Time (s) 7.0 7.0 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 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0Act Effct Green (s) 34.0 34.0 34.0 34.0 48.0 48.0 48.0 48.0Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.53 0.53 0.53 0.53

06/13/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.07 0.19 0.27 0.25 0.10 0.21 0.01 0.35Control Delay 18.7 14.7 21.4 19.8 11.2 9.7 10.0 12.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 18.7 14.7 21.4 19.8 11.2 9.7 10.0 12.5LOS B B C B B A A BApproach Delay 15.4 20.5 10.0 12.5Approach LOS B C A BQueue Length 50th (m) 2.6 10.0 15.7 19.6 4.1 13.3 0.5 28.9Queue Length 95th (m) 7.7 21.4 29.2 34.1 9.8 24.3 2.5 46.3Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 356 648 488 709 487 916 638 952Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.07 0.19 0.27 0.25 0.10 0.21 0.01 0.35

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 50Control Type: PretimedMaximum v/c Ratio: 0.35Intersection Signal Delay: 14.7 Intersection LOS: BIntersection Capacity Utilization 47.1% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 1: Wellington Road 7 & Wellington Road 21/McNab Street

06/13/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 22 75 36 122 148 12 47 126 51 6 246 61Future Volume (vph) 22 75 36 122 148 12 47 126 51 6 246 61Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.95 1.00 0.99 1.00 0.96 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1472 1664 1807 1870 1755 1689 1825 1768Flt Permitted 0.61 1.00 0.68 1.00 0.50 1.00 0.62 1.00Satd. Flow (perm) 944 1664 1291 1870 915 1689 1198 1768Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 24 82 39 133 161 13 51 137 55 7 267 66RTOR Reduction (vph) 0 19 0 0 3 0 0 16 0 0 10 0Lane Group Flow (vph) 24 102 0 133 171 0 51 176 0 7 323 0Heavy Vehicles (%) 24% 6% 18% 1% 1% 9% 4% 10% 6% 0% 6% 3%Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 32.0 32.0 32.0 32.0 46.0 46.0 46.0 46.0Effective Green, g (s) 34.0 34.0 34.0 34.0 48.0 48.0 48.0 48.0Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.53 0.53 0.53 0.53Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 356 628 487 706 488 900 638 942v/s Ratio Prot 0.06 0.09 0.10 c0.18v/s Ratio Perm 0.03 c0.10 0.06 0.01v/c Ratio 0.07 0.16 0.27 0.24 0.10 0.20 0.01 0.34Uniform Delay, d1 17.9 18.6 19.4 19.2 10.4 10.9 9.9 12.0Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.4 0.6 1.4 0.8 0.4 0.5 0.0 1.0Delay (s) 18.2 19.1 20.8 20.0 10.8 11.4 9.9 13.0Level of Service B B C B B B A BApproach Delay (s) 19.0 20.3 11.3 12.9Approach LOS B C B B

Intersection SummaryHCM 2000 Control Delay 15.6 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.31Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 47.1% ICU Level of Service AAnalysis Period (min) 15c Critical Lane Group

06/13/2017


Lane Group WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (vph) 9 34 298 18 43 546Future Volume (vph) 9 34 298 18 43 546Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Storage Length (m) 0.0 0.0 30.0 0.0Storage Lanes 1 0 1 0Taper Length (m) 2.5 2.5Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.894 0.850Flt Protected 0.989 0.996Satd. Flow (prot) 1309 0 1779 1498 0 1824Flt Permitted 0.989 0.996Satd. Flow (perm) 1309 0 1779 1498 0 1824Link Speed (k/h) 48 48 48Link Distance (m) 92.0 115.2 201.4Travel Time (s) 6.9 8.6 15.1Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 25% 31% 8% 9% 4% 5%Adj. Flow (vph) 10 37 324 20 47 593Shared Lane Traffic (%)Lane Group Flow (vph) 47 0 324 20 0 640Enter Blocked Intersection No No No No No NoLane Alignment Left Right Left Right Left LeftMedian Width(m) 3.7 3.7 3.7Link Offset(m) 0.0 0.0 0.0Crosswalk Width(m) 1.6 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 14 24Sign Control Stop Free Free

Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 60.1% ICU Level of Service BAnalysis Period (min) 15

06/13/2017


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 9 34 298 18 43 546Future Volume (Veh/h) 9 34 298 18 43 546Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 10 37 324 20 47 593PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 201pX, platoon unblocked 0.93vC, conflicting volume 1011 324 344vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 974 324 344tC, single (s) 6.6 6.5 4.1tC, 2 stage (s)tF (s) 3.7 3.6 2.2p0 queue free % 96 94 96cM capacity (veh/h) 227 655 1204

Direction, Lane # WB 1 NB 1 NB 2 SB 1Volume Total 47 324 20 640Volume Left 10 0 0 47Volume Right 37 0 20 0cSH 467 1700 1700 1204Volume to Capacity 0.10 0.19 0.01 0.04Queue Length 95th (m) 2.5 0.0 0.0 0.9Control Delay (s) 13.6 0.0 0.0 1.0Lane LOS B AApproach Delay (s) 13.6 0.0 1.0Approach LOS B

Intersection SummaryAverage Delay 1.3Intersection Capacity Utilization 60.1% ICU Level of Service BAnalysis Period (min) 15

06/13/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 13 33 15 3 32 12 6 4 0 1 9 5Future Volume (vph) 13 33 15 3 32 12 6 4 0 1 9 5Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane 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 0.967 0.966 0.958Flt Protected 0.990 0.997 0.969 0.997Satd. Flow (prot) 0 1803 0 0 1814 0 0 1825 0 0 1799 0Flt Permitted 0.990 0.997 0.969 0.997Satd. Flow (perm) 0 1803 0 0 1814 0 0 1825 0 0 1799 0Link Speed (k/h) 48 48 48 48Link Distance (m) 92.0 91.8 92.7 102.1Travel Time (s) 6.9 6.9 7.0 7.7Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 14 36 16 3 35 13 7 4 0 1 10 5Shared Lane Traffic (%)Lane Group Flow (vph) 0 66 0 0 51 0 0 11 0 0 16 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 1.6 1.6 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 24 14 24 14 24 14Sign Control Free Free Stop Stop

Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 17.2% ICU Level of Service AAnalysis Period (min) 15

06/13/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 13 33 15 3 32 12 6 4 0 1 9 5Future Volume (Veh/h) 13 33 15 3 32 12 6 4 0 1 9 5Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 14 36 16 3 35 13 7 4 0 1 10 5PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 48 52 130 126 44 122 128 42vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 48 52 130 126 44 122 128 42tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 99 100 99 99 100 100 99 100cM capacity (veh/h) 1559 1554 824 756 1026 843 755 1029

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 66 51 11 16Volume Left 14 3 7 1Volume Right 16 13 0 5cSH 1559 1554 798 829Volume to Capacity 0.01 0.00 0.01 0.02Queue Length 95th (m) 0.2 0.0 0.3 0.4Control Delay (s) 1.6 0.4 9.6 9.4Lane LOS A A A AApproach Delay (s) 1.6 0.4 9.6 9.4Approach LOS A A

Intersection SummaryAverage Delay 2.7Intersection Capacity Utilization 17.2% ICU Level of Service AAnalysis Period (min) 15

06/13/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 13 6 15 3 8 1 6 4 0 1 9 33Future Volume (vph) 13 6 15 3 8 1 6 4 0 1 9 33Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike FactorFrt 0.942 0.990 0.897Flt Protected 0.981 0.989 0.969 0.999Satd. Flow (prot) 0 1407 0 0 1737 0 0 1305 0 0 1682 0Flt Permitted 0.981 0.989 0.969 0.999Satd. Flow (perm) 0 1407 0 0 1737 0 0 1305 0 0 1682 0Link Speed (k/h) 48 48 48 48Link Distance (m) 91.8 278.1 75.3 102.9Travel Time (s) 6.9 20.9 5.6 7.7Confl. Peds. (#/hr) 1 1Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 15% 33% 33% 0% 12% 0% 67% 0% 0% 0% 11% 0%Adj. Flow (vph) 14 7 16 3 9 1 7 4 0 1 10 36Shared Lane Traffic (%)Lane Group Flow (vph) 0 37 0 0 13 0 0 11 0 0 47 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 1.6 1.6 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 24 14 24 14 24 14Sign Control Free Free Stop Stop


06/13/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 13 6 15 3 8 1 6 4 0 1 9 33Future Volume (Veh/h) 13 6 15 3 8 1 6 4 0 1 9 33Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 14 7 16 3 9 1 7 4 0 1 10 36Pedestrians 1Lane Width (m) 3.7Walking Speed (m/s) 1.0Percent Blockage 0Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 10 23 100 59 15 60 66 10vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 10 23 100 59 15 60 66 10tC, single (s) 4.2 4.1 7.8 6.5 6.2 7.1 6.6 6.2tC, 2 stage (s)tF (s) 2.3 2.2 4.1 4.0 3.3 3.5 4.1 3.3p0 queue free % 99 100 99 100 100 100 99 97cM capacity (veh/h) 1529 1605 709 827 1070 929 798 1075



06/13/2017


Lane Group EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (vph) 19 9 21 34 18 11Future Volume (vph) 19 9 21 34 18 11Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.956 0.949Flt Protected 0.967 0.981Satd. Flow (prot) 1741 0 0 1848 1787 0Flt Permitted 0.967 0.981Satd. Flow (perm) 1741 0 0 1848 1787 0Link Speed (k/h) 48 48 48Link Distance (m) 1088.5 119.7 61.8Travel Time (s) 81.6 9.0 4.6Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 21 10 23 37 20 12Shared Lane Traffic (%)Lane Group Flow (vph) 31 0 0 60 32 0Enter Blocked Intersection No No No No No NoLane Alignment Left Right Left Left Left RightMedian Width(m) 7.4 0.0 0.0Link Offset(m) 0.0 0.0 0.0Crosswalk Width(m) 4.9 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 24 14Sign Control Stop Free Free


06/13/2017


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 19 9 21 34 18 11Future Volume (Veh/h) 19 9 21 34 18 11Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 21 10 23 37 20 12PedestriansLane 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 109 26 32vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 109 26 32tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 98 99 99cM capacity (veh/h) 875 1050 1580

Direction, Lane # EB 1 NB 1 SB 1Volume Total 31 60 32Volume Left 21 23 0Volume Right 10 0 12cSH 925 1580 1700Volume to Capacity 0.03 0.01 0.02Queue Length 95th (m) 0.8 0.3 0.0Control Delay (s) 9.0 2.9 0.0Lane LOS A AApproach Delay (s) 9.0 2.9 0.0Approach LOS A


06/13/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 21 1 11 1 1 10 4 24 1 4 17 6Future Volume (vph) 21 1 11 1 1 10 4 24 1 4 17 6Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane 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 0.955 0.886 0.996 0.967Flt Protected 0.969 0.996 0.994 0.993Satd. Flow (prot) 0 1720 0 0 1551 0 0 1785 0 0 1595 0Flt Permitted 0.969 0.996 0.994 0.993Satd. Flow (perm) 0 1720 0 0 1551 0 0 1785 0 0 1595 0Link Speed (k/h) 48 48 48 48Link Distance (m) 290.8 201.2 123.6 119.7Travel Time (s) 21.8 15.1 9.3 9.0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 0% 0% 10% 0% 0% 11% 0% 4% 100% 25% 13% 17%Adj. Flow (vph) 23 1 12 1 1 11 4 26 1 4 18 7Shared Lane Traffic (%)Lane Group Flow (vph) 0 36 0 0 13 0 0 31 0 0 29 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 1.6 1.6 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 24 14 24 14 24 14Sign Control Stop Stop Free Free


06/13/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 21 1 11 1 1 10 4 24 1 4 17 6Future Volume (Veh/h) 21 1 11 1 1 10 4 24 1 4 17 6Sign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 23 1 12 1 1 11 4 26 1 4 18 7PedestriansLane 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 76 64 22 76 68 26 25 27vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 76 64 22 76 68 26 25 27tC, single (s) 7.1 6.5 6.3 7.1 6.5 6.3 4.1 4.4tC, 2 stage (s)tF (s) 3.5 4.0 3.4 3.5 4.0 3.4 2.2 2.4p0 queue free % 97 100 99 100 100 99 100 100cM capacity (veh/h) 905 826 1033 903 823 1024 1603 1450



06/13/2017

170127 Granwood Subdivision 06/13/2017 Baseline Synchro 9 ReportPage 1


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.22 0.41 0.34 0.18 0.08 0.44 0.04 0.23Control Delay 20.5 21.4 23.6 18.3 10.7 12.8 10.4 10.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 20.5 21.4 23.6 18.3 10.7 12.8 10.4 10.6LOS C C C B B B B BApproach Delay 21.2 20.8 12.6 10.6Approach LOS C C B BQueue Length 50th (m) 12.0 33.2 13.9 13.6 3.8 36.7 1.3 16.4Queue Length 95th (m) 23.4 53.7 27.9 25.5 9.1 58.3 4.4 28.5Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 480 700 337 699 616 972 425 940Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.22 0.41 0.34 0.18 0.08 0.44 0.04 0.23

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 50Control Type: PretimedMaximum v/c Ratio: 0.44Intersection Signal Delay: 16.2 Intersection LOS: BIntersection Capacity Utilization 59.6% ICU Level of Service BAnalysis Period (min) 15


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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 96 207 54 106 104 15 44 242 153 16 155 44Future Volume (vph) 96 207 54 106 104 15 44 242 153 16 155 44Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.97 1.00 0.98 1.00 0.94 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1807 1825 1789 1837 1825 1777 1825 1743Flt Permitted 0.67 1.00 0.47 1.00 0.60 1.00 0.41 1.00Satd. Flow (perm) 1270 1825 892 1837 1154 1777 797 1743Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 104 225 59 115 113 16 48 263 166 17 168 48RTOR Reduction (vph) 0 11 0 0 6 0 0 25 0 0 11 0Lane Group Flow (vph) 104 273 0 115 123 0 48 404 0 17 205 0Heavy Vehicles (%) 1% 2% 2% 2% 3% 0% 0% 3% 0% 0% 7% 5%Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 32.0 32.0 32.0 32.0 46.0 46.0 46.0 46.0Effective Green, g (s) 34.0 34.0 34.0 34.0 48.0 48.0 48.0 48.0Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.53 0.53 0.53 0.53Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 479 689 336 693 615 947 425 929v/s Ratio Prot c0.15 0.07 c0.23 0.12v/s Ratio Perm 0.08 0.13 0.04 0.02v/c Ratio 0.22 0.40 0.34 0.18 0.08 0.43 0.04 0.22Uniform Delay, d1 19.0 20.5 20.0 18.7 10.2 12.7 10.0 11.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.0 1.7 2.8 0.6 0.2 1.4 0.2 0.5Delay (s) 20.0 22.2 22.8 19.2 10.5 14.1 10.2 11.7Level of Service C C C B B B B BApproach Delay (s) 21.6 20.9 13.7 11.5Approach LOS C C B B

Intersection SummaryHCM 2000 Control Delay 16.9 HCM 2000 Level of Service BHCM 2000 Volume to Capacity ratio 0.41Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 59.6% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group

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Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 10 31 550 18 9 392Future Volume (Veh/h) 10 31 550 18 9 392Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 11 34 598 20 10 426PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 201pX, platoon unblockedvC, conflicting volume 1044 598 618vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1044 598 618tC, single (s) 6.5 6.2 4.2tC, 2 stage (s)tF (s) 3.6 3.3 2.3p0 queue free % 95 93 99cM capacity (veh/h) 242 500 920

Direction, Lane # WB 1 NB 1 NB 2 SB 1Volume Total 45 598 20 436Volume Left 11 0 0 10Volume Right 34 0 20 0cSH 397 1700 1700 920Volume to Capacity 0.11 0.35 0.01 0.01Queue Length 95th (m) 2.9 0.0 0.0 0.3Control Delay (s) 15.2 0.0 0.0 0.3Lane LOS C AApproach Delay (s) 15.2 0.0 0.3Approach LOS C


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 5 17 5 8 13 12 15 17 3 12 7 13Future Volume (vph) 5 17 5 8 13 12 15 17 3 12 7 13Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane 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 0.976 0.951 0.989 0.946Flt Protected 0.991 0.988 0.979 0.982Satd. Flow (prot) 0 1822 0 0 1770 0 0 1824 0 0 1750 0Flt Permitted 0.991 0.988 0.979 0.982Satd. Flow (perm) 0 1822 0 0 1770 0 0 1824 0 0 1750 0Link Speed (k/h) 48 48 48 48Link Distance (m) 92.0 91.8 92.7 102.1Travel Time (s) 6.9 6.9 7.0 7.7Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 5 18 5 9 14 13 16 18 3 13 8 14Shared Lane Traffic (%)Lane Group Flow (vph) 0 28 0 0 36 0 0 37 0 0 35 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 1.6 1.6 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 24 14 24 14 24 14Sign Control Free Free Stop Stop


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 21 7 4 0 5 4 17 17 1 3 7 11Future Volume (vph) 21 7 4 0 5 4 17 17 1 3 7 11Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike FactorFrt 0.985 0.940 0.996 0.930Flt Protected 0.968 0.976 0.994Satd. Flow (prot) 0 1773 0 0 1625 0 0 1815 0 0 1545 0Flt Permitted 0.968 0.976 0.994Satd. Flow (perm) 0 1773 0 0 1625 0 0 1815 0 0 1545 0Link Speed (k/h) 48 48 48 48Link Distance (m) 91.8 278.1 75.3 102.9Travel Time (s) 6.9 20.9 5.6 7.7Confl. Peds. (#/hr) 1 1Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 5% 0% 0% 0% 0% 25% 6% 0% 0% 0% 43% 0%Adj. Flow (vph) 23 8 4 0 5 4 18 18 1 3 8 12Shared Lane Traffic (%)Lane Group Flow (vph) 0 35 0 0 9 0 0 37 0 0 23 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 1.6 1.6 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 24 14 24 14 24 14Sign Control Free Free Stop Stop


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Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 35 9 37 23Volume Left 23 0 18 3Volume Right 4 4 1 12cSH 1591 1620 849 912Volume to Capacity 0.01 0.00 0.04 0.03Queue Length 95th (m) 0.3 0.0 1.0 0.6Control Delay (s) 4.8 0.0 9.4 9.1Lane LOS A A AApproach Delay (s) 4.8 0.0 9.4 9.1Approach LOS A A


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Appendix D

Trip Distribution Calculations

South via Wellington Road 7 3%

North via Bridge Street 1%

Halton Region 1% South via Wellington Road 7 1%

West via Wellington Road 21 8%

North via Wellington Road 7 3%

South via Wellington Road 7 20%


South via Bridge Street 5%

Dufferin County 3% North via Bridge Street 3%

North via Wellington Road 7 8%

North via Victoria Street 15%

North via High Street 7%


South via Bridge Street 10%

West via Wellington Road 21 1%100%Total

Guelph

Greater Toronto Area 4%

Waterloo Region 11%

Travel Origin/Destination Route

Elora-Salem & Fergus 51%

30%



Appendix E

Background Traffic Operations Reports

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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.07 0.20 0.30 0.26 0.12 0.23 0.01 0.38Control Delay 18.8 15.2 21.8 20.1 11.3 9.9 10.0 12.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 18.8 15.2 21.8 20.1 11.3 9.9 10.0 12.9LOS B B C C B A A BApproach Delay 15.8 20.8 10.2 12.8Approach LOS B C B BQueue Length 50th (m) 2.8 11.1 16.9 21.3 4.4 14.6 0.5 31.8Queue Length 95th (m) 8.1 23.1 31.1 36.4 10.3 26.3 2.5 50.5Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 347 647 479 709 467 917 624 952Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.07 0.20 0.30 0.26 0.12 0.23 0.01 0.38



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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 24 81 39 131 159 13 50 135 55 6 264 65Future Volume (vph) 24 81 39 131 159 13 50 135 55 6 264 65Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.95 1.00 0.99 1.00 0.96 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1472 1664 1807 1870 1755 1688 1825 1768Flt Permitted 0.59 1.00 0.67 1.00 0.47 1.00 0.61 1.00Satd. Flow (perm) 918 1664 1268 1870 875 1688 1170 1768Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 26 88 42 142 173 14 54 147 60 7 287 71RTOR Reduction (vph) 0 19 0 0 3 0 0 16 0 0 10 0Lane Group Flow (vph) 26 111 0 142 184 0 54 191 0 7 348 0Heavy Vehicles (%) 24% 6% 18% 1% 1% 9% 4% 10% 6% 0% 6% 3%Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 32.0 32.0 32.0 32.0 46.0 46.0 46.0 46.0Effective Green, g (s) 34.0 34.0 34.0 34.0 48.0 48.0 48.0 48.0Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.53 0.53 0.53 0.53Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 346 628 479 706 466 900 624 942v/s Ratio Prot 0.07 0.10 0.11 c0.20v/s Ratio Perm 0.03 c0.11 0.06 0.01v/c Ratio 0.08 0.18 0.30 0.26 0.12 0.21 0.01 0.37Uniform Delay, d1 17.9 18.7 19.6 19.3 10.4 11.0 9.9 12.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.4 0.6 1.6 0.9 0.5 0.5 0.0 1.1Delay (s) 18.4 19.3 21.2 20.2 11.0 11.6 9.9 13.3Level of Service B B C C B B A BApproach Delay (s) 19.1 20.6 11.5 13.3Approach LOS B C B B


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Direction, Lane # WB 1 NB 1 NB 2 SB 1Volume Total 51 348 21 687Volume Left 11 0 0 50Volume Right 40 0 21 0cSH 432 1700 1700 1179Volume to Capacity 0.12 0.20 0.01 0.04Queue Length 95th (m) 3.0 0.0 0.0 1.0Control Delay (s) 14.4 0.0 0.0 1.1Lane LOS B AApproach Delay (s) 14.4 0.0 1.1Approach LOS B


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.13 0.28 0.41 0.51 0.14 0.28 0.04 0.42Control Delay 20.3 18.3 24.2 24.1 11.8 10.8 10.4 13.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 20.3 18.3 24.2 24.1 11.8 10.8 10.4 13.6LOS C B C C B B B BApproach Delay 18.6 24.1 11.0 13.4Approach LOS B C B BQueue Length 50th (m) 3.2 18.7 21.7 45.8 5.1 19.3 1.9 37.3Queue Length 95th (m) 9.4 34.0 39.2 71.4 11.8 33.3 5.6 58.1Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 224 653 429 701 429 917 578 952Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.13 0.28 0.41 0.51 0.14 0.28 0.04 0.42



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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 27 124 44 160 283 49 57 168 66 23 297 74Future Volume (vph) 27 124 44 160 283 49 57 168 66 23 297 74Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.96 1.00 0.98 1.00 0.96 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1472 1691 1807 1839 1755 1690 1825 1768Flt Permitted 0.38 1.00 0.60 1.00 0.44 1.00 0.56 1.00Satd. Flow (perm) 596 1691 1137 1839 806 1690 1085 1768Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 29 135 48 174 308 53 62 183 72 25 323 80RTOR Reduction (vph) 0 14 0 0 7 0 0 16 0 0 10 0Lane Group Flow (vph) 29 169 0 174 354 0 62 239 0 25 393 0Heavy Vehicles (%) 24% 6% 18% 1% 1% 9% 4% 10% 6% 0% 6% 3%Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 32.0 32.0 32.0 32.0 46.0 46.0 46.0 46.0Effective Green, g (s) 34.0 34.0 34.0 34.0 48.0 48.0 48.0 48.0Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.53 0.53 0.53 0.53Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 225 638 429 694 429 901 578 942v/s Ratio Prot 0.10 c0.19 0.14 c0.22v/s Ratio Perm 0.05 0.15 0.08 0.02v/c Ratio 0.13 0.26 0.41 0.51 0.14 0.27 0.04 0.42Uniform Delay, d1 18.3 19.4 20.6 21.6 10.6 11.4 10.0 12.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 1.2 1.0 2.8 2.7 0.7 0.7 0.1 1.4Delay (s) 19.5 20.4 23.4 24.3 11.3 12.1 10.2 14.0Level of Service B C C C B B B BApproach Delay (s) 20.2 24.0 12.0 13.7Approach LOS C C B B


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Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 71.6% ICU Level of Service CAnalysis Period (min) 15

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Intersection SummaryAverage Delay 1.6Intersection Capacity Utilization 71.6% ICU Level of Service CAnalysis Period (min) 15

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Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 45 16 13 56Volume Left 17 4 8 1Volume Right 20 1 0 43cSH 1526 1599 724 990Volume to Capacity 0.01 0.00 0.02 0.06Queue Length 95th (m) 0.3 0.1 0.4 1.4Control Delay (s) 2.8 1.8 10.1 8.9Lane LOS A A B AApproach Delay (s) 2.8 1.8 10.1 8.9Approach LOS B A


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Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 42 116 58 71Volume Left 27 15 5 35Volume Right 14 100 5 8cSH 707 952 1588 1417Volume to Capacity 0.06 0.12 0.00 0.02Queue Length 95th (m) 1.4 3.2 0.1 0.6Control Delay (s) 10.4 9.3 0.6 3.8Lane LOS B A A AApproach Delay (s) 10.4 9.3 0.6 3.8Approach LOS B A


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.34 0.66 0.77 0.36 0.10 0.56 0.23 0.28Control Delay 23.3 28.0 52.9 20.8 11.0 15.1 13.6 11.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.3 28.0 52.9 20.8 11.0 15.1 13.6 11.3LOS C C D C B B B BApproach Delay 27.0 32.8 14.7 11.8Approach LOS C C B BQueue Length 50th (m) 15.3 63.4 22.0 28.6 4.7 52.5 6.8 20.9Queue Length 95th (m) 29.8 96.1 #55.0 47.2 10.6 81.4 15.4 35.0Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 371 702 193 698 572 973 332 940Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.34 0.66 0.77 0.36 0.10 0.56 0.23 0.28

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of GreenNatural Cycle: 50Control Type: PretimedMaximum v/c Ratio: 0.77Intersection Signal Delay: 21.7 Intersection LOS: CIntersection Capacity Utilization 76.0% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 116 361 65 136 190 38 53 303 198 72 187 53Future Volume (vph) 116 361 65 136 190 38 53 303 198 72 187 53Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.98 1.00 0.98 1.00 0.94 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1807 1840 1789 1828 1825 1775 1825 1743Flt Permitted 0.52 1.00 0.27 1.00 0.56 1.00 0.32 1.00Satd. Flow (perm) 983 1840 512 1828 1074 1775 624 1743Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 126 392 71 148 207 41 58 329 215 78 203 58RTOR Reduction (vph) 0 7 0 0 8 0 0 26 0 0 11 0Lane Group Flow (vph) 126 456 0 148 240 0 58 518 0 78 250 0Heavy Vehicles (%) 1% 2% 2% 2% 3% 0% 0% 3% 0% 0% 7% 5%Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 32.0 32.0 32.0 32.0 46.0 46.0 46.0 46.0Effective Green, g (s) 34.0 34.0 34.0 34.0 48.0 48.0 48.0 48.0Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.53 0.53 0.53 0.53Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 371 695 193 690 572 946 332 929v/s Ratio Prot 0.25 0.13 c0.29 0.14v/s Ratio Perm 0.13 c0.29 0.05 0.13v/c Ratio 0.34 0.66 0.77 0.35 0.10 0.55 0.23 0.27Uniform Delay, d1 20.0 23.2 24.5 20.1 10.4 13.8 11.2 11.4Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 2.5 4.8 24.8 1.4 0.4 2.3 1.7 0.7Delay (s) 22.5 27.9 49.3 21.4 10.7 16.1 12.9 12.2Level of Service C C D C B B B BApproach Delay (s) 26.8 31.9 15.6 12.3Approach LOS C C B B

Intersection SummaryHCM 2000 Control Delay 21.8 HCM 2000 Level of Service CHCM 2000 Volume to Capacity ratio 0.64Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 76.0% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

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Appendix F

Total Traffic Operations Reports

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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.08 0.20 0.30 0.27 0.12 0.24 0.01 0.38Control Delay 18.8 15.3 21.8 20.2 11.4 10.2 10.0 12.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 18.8 15.3 21.8 20.2 11.4 10.2 10.0 12.9LOS B B C C B B A BApproach Delay 15.9 20.9 10.5 12.9Approach LOS B C B BQueue Length 50th (m) 2.8 11.4 16.9 21.9 4.6 15.7 0.5 32.2Queue Length 95th (m) 8.1 23.5 31.1 37.4 10.8 27.9 2.5 50.9Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 343 647 477 709 464 917 614 952Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.08 0.20 0.30 0.27 0.12 0.24 0.01 0.38



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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 24 82 40 131 164 13 52 144 55 6 267 65Future Volume (vph) 24 82 40 131 164 13 52 144 55 6 267 65Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.95 1.00 0.99 1.00 0.96 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1472 1663 1807 1870 1755 1691 1825 1769Flt Permitted 0.59 1.00 0.66 1.00 0.47 1.00 0.60 1.00Satd. Flow (perm) 909 1663 1263 1870 871 1691 1152 1769Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 26 89 43 142 178 14 57 157 60 7 290 71RTOR Reduction (vph) 0 19 0 0 3 0 0 15 0 0 10 0Lane Group Flow (vph) 26 113 0 142 189 0 57 202 0 7 351 0Heavy Vehicles (%) 24% 6% 18% 1% 1% 9% 4% 10% 6% 0% 6% 3%Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 32.0 32.0 32.0 32.0 46.0 46.0 46.0 46.0Effective Green, g (s) 34.0 34.0 34.0 34.0 48.0 48.0 48.0 48.0Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.53 0.53 0.53 0.53Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 343 628 477 706 464 901 614 943v/s Ratio Prot 0.07 0.10 0.12 c0.20v/s Ratio Perm 0.03 c0.11 0.07 0.01v/c Ratio 0.08 0.18 0.30 0.27 0.12 0.22 0.01 0.37Uniform Delay, d1 17.9 18.7 19.6 19.4 10.5 11.1 9.9 12.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.4 0.6 1.6 0.9 0.5 0.6 0.0 1.1Delay (s) 18.4 19.3 21.2 20.3 11.0 11.7 9.9 13.4Level of Service B B C C B B A BApproach Delay (s) 19.2 20.7 11.6 13.3Approach LOS B C B B


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Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 64.9% ICU Level of Service CAnalysis Period (min) 15

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Intersection SummaryAverage Delay 2.1Intersection Capacity Utilization 64.9% ICU Level of Service CAnalysis Period (min) 15

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Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 94 47 41 32Volume Left 25 0 20 10Volume Right 4 9 1 13cSH 1541 1545 739 812Volume to Capacity 0.02 0.00 0.06 0.04Queue Length 95th (m) 0.4 0.0 1.3 0.9Control Delay (s) 2.1 0.0 10.2 9.6Lane LOS A B AApproach Delay (s) 2.1 0.0 10.2 9.6Approach LOS B A


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Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 73.3% ICU Level of Service DAnalysis Period (min) 15

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Intersection SummaryAverage Delay 2.5Intersection Capacity Utilization 73.3% ICU Level of Service DAnalysis Period (min) 15

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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.34 0.67 0.80 0.36 0.11 0.57 0.24 0.29Control Delay 23.4 28.5 57.4 20.9 11.1 15.3 13.7 11.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.4 28.5 57.4 20.9 11.1 15.3 13.7 11.5LOS C C E C B B B BApproach Delay 27.4 34.4 14.9 12.0Approach LOS C C B BQueue Length 50th (m) 15.3 65.2 22.3 29.0 4.8 53.7 6.8 22.1Queue Length 95th (m) 29.9 98.6 #56.3 47.8 11.0 83.2 15.5 36.8Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 368 701 186 698 562 972 326 941Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.34 0.67 0.80 0.36 0.11 0.57 0.24 0.29



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Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 97 49 47 34Volume Left 27 0 23 11Volume Right 5 10 1 14cSH 1539 1544 731 808Volume to Capacity 0.02 0.00 0.06 0.04Queue Length 95th (m) 0.4 0.0 1.6 1.0Control Delay (s) 2.2 0.0 10.3 9.6Lane LOS A B AApproach Delay (s) 2.2 0.0 10.3 9.6Approach LOS B A


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Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 47 79 94 213Volume Left 24 13 27 114Volume Right 22 64 21 38cSH 566 777 1507 1547Volume to Capacity 0.08 0.10 0.02 0.07Queue Length 95th (m) 2.1 2.6 0.4 1.8Control Delay (s) 11.9 10.2 2.2 4.3Lane LOS B B A AApproach Delay (s) 11.9 10.2 2.2 4.3Approach LOS B B




Appendix G

Traffic Diversion Forecasts

2025 Total

10% Diversion Traffic Volumes

Figure G.1Granwood Subdivision– Elora, Transportation Impact Study

170127



93

74

301

23 47 McNab

Street

12

33

281

421 157 485 110

398

45

253

196 27 208 56 21

Wellington

Road 21

121

66

179

64 35

98

72

48

506

68

309

Subject Site

170

Vic

tori

a S

tre

et

85

728

22

53

8

438

51

26 34 14

Hig

h S

tre

et

69

169

York

Street

15

24

30

107

73 43 38

669

59 York

Street

6 10 6

34 94 94 5 117 116

11

41 5

60 81 69 27

31

40

10 3

6 3

5 80

65

Bri

dg

e

Str

ee

t

89 89 16 61 62 16 31 57

378

30 55

7 4 0

28

7

77

53

199

71 37 McNab

Street

4 0

18 18

703

We

llin

gto

n

Ro

ad

7

33

33

408

11

17

59

189

301 133 359 66

11

323

76

463

551 116 622 130 5

Wellington

Road 21

358

59

310

193 125

49

72

77

409

184

562

Subject Site

121

Vic

tori

a S

tre

et

56

512

57

31

6

732

50

52 71 12

Hig

h S

tre

et

186

122

York

Street

39

51

96

74

60 25 125

479

33 York

Street

16 8 33

27 76 77 11 80 79

26

41

19

49 43 45 25

26

13 8 10 9 10

1 55

88

Bri

dg

e

Str

ee

t

80 81 6 108 108 25 91 86

683

47 69

18

18 6

78

21

42

18 3

6 5

506

We

llin

gto

n

Ro

ad

7

25

14

730

42

2025 Total



170127



96

74

304

20 42 McNab

Street

7 47

253

421 140 435 61

398

54

252

196 27 184 30 11

Wellington

Road 21

107

94

183

57 19

54

85

62

506

66

334

Subject Site

139

Vic

tori

a S

tre

et

61

729

17

48

32

464

49

24 82 14

Hig

h S

tre

et

67

139

York

Street

27

18

22

107

93 49 38

653

76 York

Street

6 5 6

50 143 143 9 170 169

23

29 5

93 130 122 33

31

40 5 3

6 11

9 137

65

Bri

dg

e

Str

ee

t

113 113 16 87 88 16 59 57

371

37 79

7 2 2

54

7

94

53

206

64 34 McNab

Street

2 2

18 18

703

We

llin

gto

n

Ro

ad

7

32

32

408

11

10

74

173

301 122 329 37

11

323

84

463

551 116 564 73 3

Wellington

Road 21

325

75

313

175 70

27

91

110

438

144

563

Subject Site

118

Vic

tori

a S

tre

et

44

541

53

27

17

733

42

44 95 12

Hig

h S

tre

et

145

118

York

Street

48

34

63

73

122 37 125

468

73 York

Street

16 4 33

38 106 107 14 113 112

30

37

19

68 73 78 42

26

13 4 10 9 43

4 91

88

Bri

dg

e

Str

ee

t

138 139 6 174 174 25 165 86

665

65 127

18

10

14 144

21

42

10

11

6 5

506

We

llin

gto

n

Ro

ad

7

24

13

730

42

2025 Total



170127



100

74

307

17 38 McNab

Street

1 61

225

421 124 387 12

398

62

253

196 27 158 6 2

Wellington

Road 21

92

122

188

49 4

11

98

77

508

65

359

Subject Site

109

Vic

tori

a S

tre

et

36

731

13

44

57

489

47

22 131 14

Hig

h S

tre

et

66

108

York

Street

40

12

14

107

112 54 38

637

94 York

Street

6 1 6

66 192 192 13 223 222

34

18 5

126 179 175 39

31

40 1 3

6 19

13 194

65

Bri

dg

e

Str

ee

t

139 139 16 115 116 16 89 57

363

45 105

7 0 4

82

7

111

53

213

57 31 McNab

Street

0 4

18 18

703

We

llin

gto

n

Ro

ad

7

32

32

408

11

2 88

158

301 111 300 7

11

323

90

463

550 116 507 15 1

Wellington

Road 21

292

90

316

158 14

5

110

142

466

102

564

Subject Site

115

Vic

tori

a S

tre

et

33

570

50

24

28

734

34

36 117 12

Hig

h S

tre

et

103

115

York

Street

55

17

31

73

183 49 125

457

113 York

Street

16 1 33

49 135 136 17 145 144

34

33

19

86 102 110 59

26

13 1 10 9 75

8 127

88

Bri

dg

e

Str

ee

t

196 196 6 239 239 25 239 86

648

83 184

18 2 22 209

21

43

2 20

6 5

506

We

llin

gto

n

Ro

ad

7

24

14

731

42



Appendix H

Traffic Diversion Operations Reports

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Direction, Lane # WB 1 NB 1 NB 2 SB 1Volume Total 102 411 33 791Volume Left 37 0 0 64Volume Right 65 0 33 0cSH 277 1700 1700 1106Volume to Capacity 0.37 0.24 0.02 0.06Queue Length 95th (m) 12.4 0.0 0.0 1.4Control Delay (s) 25.4 0.0 0.0 1.5Lane LOS D AApproach Delay (s) 25.4 0.0 1.5Approach LOS D


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Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 97 127 12 25Volume Left 17 5 8 7Volume Right 20 34 0 7cSH 1465 1518 685 742Volume to Capacity 0.01 0.00 0.02 0.03Queue Length 95th (m) 0.3 0.1 0.4 0.8Control Delay (s) 1.4 0.3 10.4 10.0Lane LOS A A B BApproach Delay (s) 1.4 0.3 10.4 10.0Approach LOS B B


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.34 0.67 0.78 0.35 0.11 0.56 0.23 0.29Control Delay 23.2 28.5 55.9 20.7 11.2 15.2 13.6 11.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.2 28.5 55.9 20.7 11.2 15.2 13.6 11.6LOS C C E C B B B BApproach Delay 27.4 33.8 14.8 12.0Approach LOS C C B BQueue Length 50th (m) 15.2 65.1 21.7 28.1 5.2 53.3 6.7 22.3Queue Length 95th (m) 29.7 98.7 #54.5 46.5 11.5 82.3 15.2 37.0Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 374 701 185 699 560 972 330 941Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.34 0.67 0.78 0.35 0.11 0.56 0.23 0.29



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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 25 78 5 1 45 9 21 18 3 10 8 13Future Volume (vph) 25 78 5 1 45 9 21 18 3 10 8 13Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Ped Bike FactorFrt 0.994 0.977 0.991 0.944Flt Protected 0.989 0.999 0.976 0.984Satd. Flow (prot) 0 1867 0 0 1800 0 0 1804 0 0 1602 0Flt Permitted 0.989 0.999 0.976 0.984Satd. Flow (perm) 0 1867 0 0 1800 0 0 1804 0 0 1602 0Link Speed (k/h) 48 48 48 48Link Distance (m) 91.8 278.1 75.3 102.9Travel Time (s) 6.9 20.9 5.6 7.7Confl. Peds. (#/hr) 1 1Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Heavy Vehicles (%) 5% 0% 0% 0% 0% 25% 6% 0% 0% 0% 43% 0%Adj. Flow (vph) 27 85 5 1 49 10 23 20 3 11 9 14Shared Lane Traffic (%)Lane Group Flow (vph) 0 117 0 0 60 0 0 46 0 0 34 0Enter Blocked Intersection No No No No No No No No No No No NoLane Alignment Left Left Right Left Left Right Left Left Right Left Left RightMedian Width(m) 0.0 0.0 0.0 0.0Link Offset(m) 0.0 0.0 0.0 0.0Crosswalk Width(m) 1.6 1.6 1.6 1.6Two way Left Turn LaneHeadway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99Turning Speed (k/h) 24 14 24 14 24 14 24 14Sign Control Free Free Stop Stop


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.12 0.28 0.35 0.46 0.24 0.28 0.04 0.43Control Delay 19.9 16.8 23.1 22.9 13.1 11.3 10.3 13.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 19.9 16.8 23.1 22.9 13.1 11.3 10.3 13.7LOS B B C C B B B BApproach Delay 17.2 23.0 11.8 13.6Approach LOS B C B BQueue Length 50th (m) 3.2 16.9 18.5 39.5 8.9 20.6 1.7 38.2Queue Length 95th (m) 9.2 32.2 34.2 62.3 18.5 34.9 5.2 59.5Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 251 644 429 702 424 918 572 953Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.12 0.28 0.35 0.46 0.24 0.28 0.04 0.43



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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.32 0.68 0.72 0.32 0.15 0.54 0.20 0.30Control Delay 22.8 28.1 48.7 20.2 11.6 15.0 13.0 11.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 22.8 28.1 48.7 20.2 11.6 15.0 13.0 11.7LOS C C D C B B B BApproach Delay 27.0 30.8 14.5 12.0Approach LOS C C B BQueue Length 50th (m) 15.1 64.1 19.3 25.4 6.8 51.3 6.0 23.3Queue Length 95th (m) 29.3 97.9 #49.1 42.7 14.2 79.2 13.7 38.4Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 391 698 185 698 553 973 343 941Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.32 0.68 0.72 0.32 0.15 0.54 0.20 0.30



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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.11 0.29 0.31 0.41 0.32 0.28 0.03 0.43Control Delay 19.6 15.0 22.4 21.9 14.4 11.4 10.2 13.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 19.6 15.0 22.4 21.9 14.4 11.4 10.2 13.8LOS B B C C B B B BApproach Delay 15.6 22.1 12.5 13.7Approach LOS B C B BQueue Length 50th (m) 3.2 15.0 16.2 34.2 12.2 20.7 1.4 38.7Queue Length 95th (m) 9.1 30.0 30.5 55.1 24.4 34.9 4.5 60.0Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 275 640 429 701 420 919 577 953Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.11 0.29 0.31 0.41 0.32 0.28 0.03 0.43



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Direction, Lane # WB 1 NB 1 NB 2 SB 1Volume Total 209 395 49 794Volume Left 72 0 0 102Volume Right 137 0 49 0cSH 274 1700 1700 1106Volume to Capacity 0.76 0.23 0.03 0.09Queue Length 95th (m) 43.2 0.0 0.0 2.3Control Delay (s) 50.7 0.0 0.0 2.3Lane LOS F AApproach Delay (s) 50.7 0.0 2.3Approach LOS F


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRv/c Ratio 0.31 0.68 0.65 0.30 0.18 0.53 0.17 0.31Control Delay 22.4 27.7 42.1 19.7 11.9 14.8 12.5 11.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 22.4 27.7 42.1 19.7 11.9 14.8 12.5 11.9LOS C C D B B B B BApproach Delay 26.6 28.0 14.3 12.0Approach LOS C C B BQueue Length 50th (m) 15.0 62.5 16.9 22.8 8.2 49.6 5.2 24.2Queue Length 95th (m) 29.0 96.2 #43.1 39.1 16.7 76.5 12.3 39.6Internal Link Dist (m) 162.0 1064.5 177.4 75.7Turn Bay Length (m) 70.0 30.0 90.0 40.0Base Capacity (vph) 408 695 187 698 546 974 355 942Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.31 0.68 0.65 0.30 0.18 0.53 0.17 0.31



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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 116 292 142 111 158 31 90 316 158 57 213 53Future Volume (vph) 116 292 142 111 158 31 90 316 158 57 213 53Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.95 1.00 0.98 1.00 0.95 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1807 1791 1789 1828 1825 1789 1825 1748Flt Permitted 0.57 1.00 0.26 1.00 0.53 1.00 0.35 1.00Satd. Flow (perm) 1082 1791 496 1828 1024 1789 667 1748Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 126 317 154 121 172 34 98 343 172 62 232 58RTOR Reduction (vph) 0 19 0 0 8 0 0 20 0 0 10 0Lane Group Flow (vph) 126 452 0 121 198 0 98 495 0 62 280 0Heavy Vehicles (%) 1% 2% 2% 2% 3% 0% 0% 3% 0% 0% 7% 5%Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Actuated Green, G (s) 32.0 32.0 32.0 32.0 46.0 46.0 46.0 46.0Effective Green, g (s) 34.0 34.0 34.0 34.0 48.0 48.0 48.0 48.0Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.53 0.53 0.53 0.53Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Grp Cap (vph) 408 676 187 690 546 954 355 932v/s Ratio Prot c0.25 0.11 c0.28 0.16v/s Ratio Perm 0.12 0.24 0.10 0.09v/c Ratio 0.31 0.67 0.65 0.29 0.18 0.52 0.17 0.30Uniform Delay, d1 19.7 23.3 23.1 19.5 10.8 13.5 10.8 11.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 2.0 5.2 16.0 1.0 0.7 2.0 1.1 0.8Delay (s) 21.7 28.5 39.1 20.6 11.6 15.6 11.9 12.5Level of Service C C D C B B B BApproach Delay (s) 27.1 27.4 14.9 12.4Approach LOS C C B B


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Intersection SummaryArea Type: OtherControl Type: UnsignalizedIntersection Capacity Utilization 82.4% ICU Level of Service EAnalysis Period (min) 15

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Direction, Lane # WB 1 NB 1 NB 2 SB 1Volume Total 146 704 90 620Volume Left 53 0 0 123Volume Right 93 0 90 0cSH 214 1700 1700 789Volume to Capacity 0.68 0.41 0.05 0.16Queue Length 95th (m) 32.5 0.0 0.0 4.2Control Delay (s) 51.7 0.0 0.0 3.9Lane LOS F AApproach Delay (s) 51.7 0.0 3.9Approach LOS F

Intersection SummaryAverage Delay 6.4Intersection Capacity Utilization 82.4% ICU Level of Service EAnalysis Period (min) 15

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Appendix I

Left Turn Lane Warrant Nomographs

Wellington Road 7 & York RoadSouthbound Left Turn Lane Warrant

2025 Background

Figure I.1AGranwood Subdivision– Elora, Transportation Impact Study

170127

Legend

AM Peak Hour

PM Peak Hour


2025 Total

Figure I.1BGranwood Subdivision– Elora, Transportation Impact Study

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PM Peak Hour


2025 Total (10% Diversion)

Figure I.1CGranwood Subdivision– Elora, Transportation Impact Study

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Figure I.1DGranwood Subdivision– Elora, Transportation Impact Study

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PM Peak Hour



Figure I.1EGranwood Subdivision– Elora, Transportation Impact Study

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PM Peak Hour

Bridge Street & McNab StreetNorthbound Left Turn Lane Warrant

2025 Total

Figure I.2AGranwood Subdivision– Elora, Transportation Impact Study

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AM Peak Hour

PM Peak Hour

Bridge Street & York StreetNorthbound Left Turn Lane Warrant


Figure I.2BGranwood Subdivision– Elora, Transportation Impact Study

170127

Legend

AM Peak Hour

PM Peak Hour

Documents

Grandwood Subdivision – Elora Transportation Impact Study...To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited