Traffic Impact Study Proposed Residential Development ...guelph.ca/wp-content/uploads/033023_TIS.pdf · (Starwood Watson Holdings Inc.), to prepare a Traffic Impact Study (TIS) to

Prepared By:

R.J. Burnside & Associates Limited 332 Lorne Avenue East Stratford ON N5A 6S4

Prepared for:

Paul Kemper, President C/O Starwood Watson Holdings Inc.

October 2013

File No: 300033023.0000

The material in this report reflects best judgement in light of the information available at the time of preparation. Any use which a third party makes of this report, or any reliance on or decisions made based on it, are the responsibilities of such third parties. R.J. Burnside & Associates Limited accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this report.

Traffic Impact Study Proposed Residential Development (Watson Parkway North - Starwood Drive Node, City of Guelph)

Coletara Development i

Traffic Impact Study Proposed Residential Development (Watson Parkway North - Starwood Drive Node, City of Guelph) October 2013

R.J. Burnside & Associates Limited 300033023.0000 033023_TIS.docx

Record of Revisions

Revision Date Description

0 April 26, 2013 Client Review

1 May 23, 2013 Client Review

2 October 16, 2013 Zoning Amendment Submission

Coletara Development ii



Executive Summary

This study has been completed to assess the traffic impacts associated with the

development of 300 condominium apartment units and a 105 unit retirement residence

at the intersection of Starwood Drive/Watson Parkway North in the City of Guelph.

Some of the ground floor units along Starwood Drive may also accommodate

commercial uses. This study has been prepared to support an application for a Zoning

By-law Amendment for the proposed development.

Based on the analysis completed, the main conclusions and recommendations of this

study are as follows:

The proposed development is forecast to generate total traffic (two-way) of 163 vph

in the a.m. peak hour, 228 vph in the p.m. peak hour and 238 vph in the Saturday

peak hour.

A growth rate of 2.0% per annum (compounded) has been assumed for background

traffic growth in the study area, exclusive of the traffic from the condominium

development or from other external developments in the immediate study area.

These external developments are forecast generate total traffic (net, two-way) of 778

vph in the a.m. peak hour, 1230 vph in the p.m. peak hour and 1357 vph in the

Saturday peak hour.

A time horizon of 2019 has been considered for future traffic impacts in this study.

Forecast left turn volumes at the site accesses, in the p.m. peak hour and Saturday

peak hour, are forecast to meet the Ministry of Transportation guidelines for the

consideration of left turn lanes at these locations. However, the overall traffic

volumes forecast on Watson Parkway, along with its four lane cross section, will

provide sufficient operational flexibility to negate the need for an exclusive left turn

lane at the site access. For the Starwood Drive accesses, the urban design concept

for the corridor restricts traffic operations to a low speed urban condition. Therefore,

given the low turning volumes at the site accesses, the corridor is expected to

function adequately without the introduction of exclusive left turn lanes in this area.

The Synchro analysis also shows that all accesses will operate acceptably, with

minimal delays or queuing for the ingress movements.

Coletara Development iii



All intersections and accesses are forecast to operate acceptably through horizon

year 2019 under Total Traffic conditions, with the exception of the following:

– Northwest bound through movement at the intersection of Watson Parkway North

/York Road, that is forecast to have long delays. Adjustment of the signal timing

is recommended to mitigate this deficiency.

– Southbound left/through/right movement at the intersection of Starwood Drive/11

Starwood Access/North (West) Access, that is forecast to have long delays.

However, sufficient gaps are available to accommodate this movement, with no

improvements being required.

– Small deficiencies are forecast in the queuing storage at the Starwood Drive/

Watson Parkway North intersection (northbound left turn lane), at the Watson

Parkway North/York Road intersection (northeast bound left turn lane), and at the

Starwood Drive/Grange Road intersection (westbound left turn lane). However,

these deficiencies can be mitigated through an adjustment of the signal timing at

these locations.

The eastbound left turn movement at the intersection of Starwood Drive/Watson

Parkway North is forecast to have long delays under Total Traffic Conditions in 2014,

assuming stop controls on Starwood Drive (i.e., unsignalized). However, sufficient

gaps are available to accommodate this movement in the short term. While it is

forecast that the volume warrants for signalization at this intersection may not be met

under this scenario, it is expected that these warrants will be met in the following five

year horizon period. It is expected that the City will continue to monitor traffic at this

location, with signals being implemented once the volume warrants have been met.

Sufficient sight distances are available at the accesses to the proposed

development. Sufficient spacing is provided between the proposed driveways and

corner clearances meet typical requirements for full-move accesses.

Under unsignalized conditions, a visibility triangle of approximately 2.5 metres

(Starwood Drive frontage) by 4.6 metres (Watson Parkway North frontage) may be

provided at the southwest quadrant of the intersection of Starwood Drive/Watson

Parkway North. Assuming that signals will be installed at this intersection, there is

no theoretical requirement for a visibility triangle at this location. However, if such a

triangle is ultimately requested by the City, we would suggest that the upper limit of

its dimensions be based on stop control criteria, as noted above.

Parking considerations for the proposed development have been reviewed in a

separate letter report. A maximum parking demand of 412 spaces on-site has been

identified to accommodate this development.

Coletara Development iv



The proposed development is adequately serviced by existing transit facilities.

The proposed development is adequately serviced by existing, and proposed, bike

lanes and pedestrian sidewalk connections.

Coletara Development v



Table of Contents

Record of Revisions ....................................................................................................... i

Executive Summary ...................................................................................................... ii

1.0 Study Purpose and Background Information .................................................. 1

1.1 Study Purpose .................................................................................................... 1

1.2 Background Information ...................................................................................... 1

2.0 Site / Development Description ........................................................................ 2

3.0 Existing Roads ................................................................................................... 3

4.0 Traffic Forecasts ................................................................................................ 4

4.1 Analysis Period ................................................................................................. 4

4.2 Background Traffic Demand and Modal Split ................................................. 4

4.3 Site Generated Traffic Volumes ....................................................................... 7

4.4 Total Traffic Forecasts ...................................................................................... 9

5.0 Traffic Impact Analysis .................................................................................... 10

5.1 Analysis Criteria and Approach ......................................................................10

5.2 Left Turn Lane Considerations (Unsignalized Intersections) .......................11

5.3 Right Turn Lane Requirements (Unsignalized Intersections) .......................12

5.4 Intersection Operations ...................................................................................12

5.4.1 Operational Level of Services ......................................................................... 12

5.4.2 Intersection Queuing Analysis ........................................................................ 15

5.4.3 Traffic Signal Considerations at Starwood Drive/Watson Parkway North ........... 19

6.0 Site Development Considerations .................................................................. 22

6.1 Access Considerations.......................................................................................22

6.2 Sight Triangle Considerations ............................................................................22

6.3 Parking Considerations ......................................................................................23

6.4 Transit Considerations .......................................................................................24

6.5 Pedestrian and Cyclist Considerations ...............................................................24

7.0 Conclusions and Recommendations ............................................................. 25

Coletara Development vi



Table of Contents (Continued)

Tables

Table 4.1 – Traffic Generation From External Developments In The Study Area ............. 6 Table 4.2 – Trip Generation From Proposed Development .............................................. 8 Table 5.1 – Left Turn Lane Warrants For Unsignalized Intersections / Access

(Horizon Year 2019) ............................................................................... 11 Table 5.2 – Level of Service Definitions For Intersections .............................................. 12 Table 5.3 – Intersection Operations - Existing (2013), Future Background

Including External Development (2019), Future Total (2019) .................. 13 Table 5.4 – Forecast Left Turn Lane Storage Requirements For Signalized

Intersections – Existing (2013), Future Background Including External Development (2019), Future Total (2019) ................................. 15

Table 5.5 – Forecast Queue Storage Requirements For Unsignalized Intersections/Accesses – Total Traffic Condition (Horizon Year 2019) ...................................................................................................... 18

Table 5.6 – Traffic Signal Warrants – Intersection of Starwood Drive/Watson Parkway North – Horizon Year 2014 ...................................................... 20

Table 5.7 – Sensitivity Analysis For Intersection of Starwood Drive / Watson Parkway North – Unsignalized Conditions - 2014 ................................... 20

Appendices

A Figures

A1 Site Location Plan

A2 Preliminary Site Plan Concept

A3 Typical Starwood Drive Cross Section

A4 Typical Watson Parkway Cross Section

A5 Additional Background Developments

A6 Existing Lane Configurations and Traffic Controls

A7 Background Traffic (2013)

A8 Proposed Lane Configurations and Traffic Controls

A9 External Background Development

A10 Traffic From Background Growth Plus External Development (2019)

A11 Development Traffic

A12 Total Traffic (2019)

A13 Unsignalized Sensitivity Analysis (Starwood Drive / Watson Parkway North)

B Background Traffic Counts

C Left Turn Lane Analysis

D Synchro Reports - Existing Background Traffic (2013)

E Synchro Reports - Future Background Traffic Plus External Development Traffic

(2019)

Coletara Development vii



F Synchro Reports - Future Total Traffic (2019)

G Synchro Reports - Unsignalized Intersection Analysis (2014) and Signal

Warrants

Coletara Development 1



1.0 Study Purpose and Background Information

1.1 Study Purpose

R. J. Burnside & Associates Limited (Burnside) was retained by Coletara Development

(Starwood Watson Holdings Inc.), to prepare a Traffic Impact Study (TIS) to support the

development of a residential condominium apartment project in the City of Guelph. The

purpose of this TIS is to assess the traffic impacts/mitigation requirements associated

with the proposed development, in accordance with the City’s Traffic Impact Study

Guidelines (July 2011).

1.2 Background Information

The following reports were reviewed in the preparation of this TIS:

Guelph Watson 5-3 Inc., Traffic Impact Study; dated November 2011; prepared by

Exp. Services Inc.;

Stockford Road Elementary School, Traffic Impact Study; dated July 2012; prepared

by Pardigm Transportation Solutions Ltd.;

115 Watson Parkway North, Traffic Impact Study; dated March 2009; prepared by

LEA Consulting Ltd.;

Official Plan 2001 - City of Guelph; December 2012 Consolidation;

Zoning Bylaw (1995) – 14864 – City of Guelph;

Guelph-Wellington Transportation Study; dated July 2005; prepared by TSH

Engineers, Paradigm Transportation Solutions, GSP Group; and

Urban Design Action Plan; dated May 2009; prepared by Urban Strategies Inc.




2.0 Site / Development Description

For the purposes of this TIS, Watson Parkway North is considered to run north-south

and Starwood Drive is considered to run east-west.

The development site is approximately 2.65 hectares in area and is located at the

southwest corner of the intersection of Watson Parkway North/Starwood Drive (see

Figure A1, Appendix A). The preliminary site plan concept for the development is shown

on Figure A2 (Appendix A), and described as follows:

Southern section of the site – 150 condominium apartment units (two buildings) with

a proposed full-move access onto Watson Parkway North. The proposed access is

located about 130 metres to the south of the intersection of Starwood Drive/Watson

Parkway North (centre to centre).

Northern section of the site – 150 condominium apartment units (two buildings) with

ground floor commercial uses (live/work, assumed 5000 sq. ft.) in one of these

buildings, plus 105 unit retirement residence with ground floor commercial uses

(assumed 5000 sq. ft. general commercial), with two full-move accesses onto

Starwood Drive. The north (east) access is located about 80 metres west of the

intersection of Starwood Drive/Watson Parkway North (centre to centre), while the

north (west) access is located about 150 metres to the west of the intersection of

Starwood Drive/Watson Parkway North (centre to centre).

It is noted that the final form of development is subject to change, as the project

proceeds through the site plan approval process. However, the assumptions made in

this study are considered to be conservative, and therefore there is flexibility in

accommodating such changes, without significantly impacting the conclusions and

recommendations of this report.

The area surrounding the intersection of Watson Parkway North/Starwood Drive is

identified in the City’s Official Plan (Schedule 1B) as being a Community Mixed Use

Node, and zoned as B.1 Industrial in the City’s Zoning Bylaw. The development requires

an application for a Zoning By-law Amendment (ZBA) to implement the residential uses.

The development site is presently vacant and is located in a developing area. In the

immediate area, a public library has been constructed (northwest corner of Watson

Parkway North/Starwood Drive), while the other lands in the area are vacant, but

planned for development (residential and commercial).




3.0 Existing Roads

Based on discussions with City staff the scope for this study was confirmed to include

traffic operations at the intersections noted below. The functional classifications and

posted speeds are also noted below for the intersecting streets, as follows:

Watson Parkway North/Starwood Drive – Watson Parkway North is a four lane

arterial road with a posted speed of 60 km/h, with an existing right-of-way (ROW) of

27 metres and a proposed ROW of 30 metres (Figure A3, Appendix A). Starwood

Drive is a two lane arterial road (with parking lanes), with a posted speed of 50 km/h

and a ROW of 30 metres. It is our understanding that the City intends to redevelop

Starwood Drive in this area to include 2 travel lanes, 2 parking lanes and 2 bike

lanes (Figure A4, Appendix A).

Watson Parkway North/Grange Road – Watson Parkway North is a four lane arterial

road with a posted speed of 50 km/h. Grange Road is a two lane arterial road with a

posted speed of 50 km/h

Watson Parkway/York Road – To the north of York Road, Watson Parkway North is

a four lane arterial road with a posted speed of 60 km/h. To the south of York Road,

Watson Parkway South is two lane arterial road with a posted speed of 60 km/h.

Starwood Drive/Grange Road – Starwood Drive is a two lane arterial road with a

posted speed of 50 km/h, however its width is sufficient to accommodate additional

parking lanes, as noted above. Grange Road is a two lane arterial road with a

posted speed of 50 km/h.

All roads are under the jurisdiction of the City of Guelph. The Official Plan identifies

Watson Parkway North, Grange Road and York Road as having ultimate right-of-way

widths of 30 metres. It is also noted that improvements are anticipated at the

intersections of Watson Parkway North/Starwood Drive and at Watson Parkway North/

Grange Road.

The lane configurations and traffic controls at the intersections in the study area are

shown on Figure A6 (Appendix A). The intersections at Watson Parkway North/Grange

Road, Watson Parkway North/York Road and Grange Road/Starwood Drive are

presently signalized, while the intersection of Watson Parkway North/Starwood Drive is

under stop sign control on the Starwood Drive approach.




4.0 Traffic Forecasts

4.1 Analysis Period

This study has considered existing conditions (2013), as well as a five year horizon

period after initial development in 2014 (year 2019). It is acknowledged that

occupancies of the development may not occur until 2015 or 2016, however, the

timeframe considered in this report is sufficient to assess traffic impacts, considering the

overall background traffic (i.e., growth rate and other developments) that has been

included in the analysis. The proposed development is mixed use (residential plus

ground floor commercial in some of the buildings). Therefore, the periods considered for

analysis include the a.m. peak hour and p.m. peak hour of the adjacent streets, as well

the peak hour period on a Saturday. The proposed analysis periods have been

confirmed with City staff.

4.2 Background Traffic Demand and Modal Split

Background turning movement counts were obtained from the following sources, for the

intersections being studied:

Peak period traffic counts taken on Saturday March 2, 2013 at all of the four

intersections being studied. Counts were taken by our sub-consultant, Ontario

Traffic Inc.

Peak period traffic counts taken in the a.m. and p.m. peak periods on a weekday

(May 17, 2012) at the intersection of Watson Parkway North/Starwood Drive. Traffic

counts were provided by the City.


(2012) at the intersection of Starwood Drive/Grange Road. These traffic counts were

obtained from an earlier TIS (Stockford Road Elementary School, Traffic Impact

Study, Paradigm Transportation Solutions Inc.).


(2010) at the intersections of Watson Parkway North/Grange Road and Watson

Parkway North/York Road. This data was updated by balancing the counts with the

more recent counts taken at the Starwood Drive intersection.

Select traffic count data is included in Appendix B.

For the purposes of this study a background traffic growth rate of 2.0% per annum

(compounded) has been applied to the traffic counts, as suggested by City staff. This is

to account for traffic growth from the broader study area, while traffic generated from




developments in the immediate study area have been considered as additional to this

background growth. The turning movement counts have been updated to current

conditions (2013) using the 2.0% per annum growth rate. The resulting existing

background traffic turning movement volumes are shown on Figure A7 (Appendix A).

As noted above, the traffic generation from the developments in the immediate study

area, have been added to the background traffic for the 2019 time horizon. This

assumes that these developments will be completed within this time period. The City

has identified the following developments in the study area that are to be included in the

traffic forecasts:

Metrus Development (11 Starwood Drive) – 201 town houses located at the

northwest corner of Watson Parkway North/Starwood Drive. We have also included

1115 sq.m. of retail development on these lands, as per earlier TIS reports.

Cityview Ridge Development – 101 single detached houses, 40 semi-detached

houses, 64 townhouses, 54 apartment units. This development is proposed to the

south of the site, with access from Cityview Drive.

115 Fleming Road – 63 townhouses. This development is proposed to the north of

the Metrus Development, with access from Fleming Road.

115 Watson Parkway North – 10,000 sq. m. of food store and 2,000 sq. m. of retail.

This development is located on the east side of Watson Parkway North, opposite to

the site.

Watson 5-3 Inc. – 90 apartment units. This development is located at the

intersection of Watson Parkway North and Watson Road North.

The locations of these additional external developments are shown on the map provided

by the City (Figure A5, Appendix A). The future lane configurations and traffic controls

at the intersections in the study area are shown on Figure A8 (Appendix A).

In addition to the above, the traffic from a proposed new elementary school (Stockford

Road Elementary School) has also been included in the traffic forecasts. The new

school is located to the west of the site, with access onto Lee Street.

The traffic forecasts from the above noted developments have been based on previous

TIS reports, that where available. Where TIS reports were not available, the traffic

forecasts have been made based on trip generation rates provided in the Trip

Generation Manual, 9th Edition (Institute of Transportation Engineers). The traffic

forecast for external developments is summarized in the following table:




Table 4.1 – Traffic Generation From External Developments In The Study Area

Development Land Use / ITE

Land Use Code

a.m. Peak Hour

(vph)

p.m. Peak

Hour

(vph)

Saturday

Peak Hour

(vph)

Cityview Ridge

101 single family

and 40 semi-

detached/Code

210

26 79 90 52 50 42

64 townhouses/

Code 231 11 32 29 21 7 6

54 apartment

units/Code 220 6 22 22 12 13 13

Stockford

Road

Elementary

School

501 students/

Code 520 124 101 37 38 0 0

Metrus

Development

201 townhouses

/Code 230 14 74 70 34 51 43

1115 sq. m.

neighbourhood

retail/Code 826

0 0 14 18 21 27

115 Fleming 63 townhouses/

Code 230 4 24 23 11 16 14

Watson 5-3 90 apartment

units/Code 220 9 37 36 20 23 23

Retail Block*

10,000 sq. m.

food store/Code

850

151

(45)

85

(25)

419

(126)

403

(121)

480

(96)

461

(93)

2,000 sq. m.

retail/Code 820

38

(8)

23

(4)

103

(42)

111

(44)

167

(34)

155

(32)

Total Gross Trips* 383

(53)

477

(29)

843

(168)

720

(165)

828

(130)

784

(125)

Net New Trips on the Road

System 330 448 675 555 698 659

*Gross trip generation is shown, including primary trips, interaction trips and pass-by trips. Trips in brackets are pass-by trips and interaction trips, which are not new trips onto the road system, but which are included in the gross trips at the accesses.

Based on the above table, the external developments are forecast to generate a total

(two-way) of 778 vph in the a.m. peak hour, 1230 vph in the p.m. peak hour and 1357




vph in the Saturday peak hour. However, given the locations of these developments,

only some of these trips will travel through the study area. The assumed distribution of

the trips from these external developments has been based on the previous TIS work for

those developments. The forecast of the traffic from the external developments,

travelling through the study area, is shown on Figure A9 (Appendix A). The combined

background traffic, growth in background traffic and external development traffic is

shown on Figure A10 (Appendix A).

There are no planned improvements to the transportation system that may impact traffic

in the study area, within the horizon periods considered. While it is expected that

improvements to the transit system, as well as to the cyclist/pedestrian infrastructure

within the City, will continue to shift transportation modes away from private cars in the

longer term, no allowance is made in this study to reflect such reductions in demand,

considering the short term being considered.

4.3 Site Generated Traffic Volumes

Site generated traffic volumes have been estimated based on the trip rate information

contained in the Institute of Transportation Engineers (ITE) Trip Generation Manual (9th

Edition). As noted previously it is conservatively assumed that there will not be any

shifting of transportation modes away from car travel in the short term, and therefore the

ITE trip rates are considered to be conservative.

For the purposes of this report it has been assumed that a limited amount of commercial

space will be included on the ground floors of the buildings on Starwood Drive (assumed

5,000 sq. ft. of general commercial uses in the retirement residence and 5,000 sq. ft. of

live/work commercial uses in the apartment that is located immediately west of the

retirement residence). The trip generation for this use is based on ITE Code 826

(Specialty Retail Centre). This commercial space will largely be focused on

neighbourhood needs. Since this retail space would not likely be open during the a.m.

peak period, no traffic is assigned during that time for this use. For the p.m. peak period

and the Saturday peak period it is assumed that 50% of this retail space services the

immediate area and that 50% generates traffic to/from the road network.

The trip generation for the condominium apartments has been based on ITE Code 230

(Condominium Townhouse). The trip generation for the retirement home units has been

based on ITE Code 252 (Senior Adult Living – Attached).




4.4 Total Traffic Forecasts

The development traffic is added to the background traffic plus growth in background

traffic (including external developments) to obtain the total traffic volumes at the

intersections in the study area and at the site accesses. The forecast total traffic

volumes for horizon year 2019 are shown in Figure A12 (Appendix A).




5.0 Traffic Impact Analysis

5.1 Analysis Criteria and Approach

The traffic operations at the subject intersections/accesses within the study area have

been assessed based on the following criteria:

Turning lane considerations (unsignalized intersections), based on Ministry of

Transportation (MTO) warrant graphs and criteria.

Levels of Service (LOS) and volume/capacity ratios for overall

intersections/accesses or for individual critical turning movements, based on criteria

in the Highway Capacity Manual, analyzed using Synchro Software. The analysis of

the signalized intersections utilizes the existing traffic signal timing, as provided by

the City. Queuing constraints were also confirmed for the intersections/accesses.

For signalized intersections the critical movements were identified where:

– v/c ratios for the overall intersection, or for the through movements or the shared

through/turning movements increased to 0.85 or above; or

– v/c ratios for exclusive turning movements increased to 0.90 or above; or

– 95th percentile queues for an individual turning movement are projected to

exceed available lane storage.

For unsignalized intersections the critical movements were identified where:

– Levels of Service (LOS), on individual movements, exceed LOS E, based on

average delay per vehicle; or

– The estimated 95th percentile queue length for an individual movement exceeds

the available queue storage.

The analysis has considered the a.m. and p.m. weekday peak hours of the traffic on the

streets in the study area, including the following:

existing traffic conditions (2013);

future traffic conditions (2019) including background growth and external

development; and

future total traffic conditions (2019), including background traffic, as well as traffic

from background growth, external development and site development.




5.2 Left Turn Lane Considerations (Unsignalized Intersections)

The warrants for exclusive left turn lanes were considered at the unsignalized

intersections/accesses within the study area. Left turn lane warrants have been

assessed for horizon year 2019, based on the MTO warrant graphs, as shown in

Appendix C. The results of the left turn lane warrant analysis, under Total Traffic

Conditions, are summarized in the following table:

Table 5.1 – Left Turn Lane Warrants For Unsignalized Intersections/Access (Horizon Year 2019)

Intersection Direction

Left Turn

Storage For

Weekday a.m.

Peak Hour

Left Turn

Storage

For

Weekday

p.m. Peak

Hour

(m)

Left Turn

Storage For

Saturday Peak

Hour

(m)

East Access/

Watson Parkway Northbound Not required 15 15

North (East)

Access/

Starwood Drive

Westbound Not required 25 15

North (West)

Access/ Street 1

/Starwood Drive

Eastbound Not required 15 15

Westbound Not required 15 15

Based on the analysis, it is concluded that left turn volumes at the proposed accesses

meet the MTO warrant guidelines, where a left turn lane may be considered, under p.m.

peak hour and Saturday peak hour conditions (horizon year 2019).

Since Watson Parkway is a four-lane facility, sufficient opportunity will exist to

adequately accommodate the relatively low volume of left turn movements, without the

need for an exclusive left turn lane.

On Starwood Drive, the urban design concept for this corridor restricts traffic operations

(i.e., low speed, constrained mobility with adjacent parallel parking movements).

Considering the relatively low left turn volumes forecast for the proposed accesses,

exclusive left turn lanes are not recommended in this area.




Additional gaps will also occur in the oncoming traffic along both Watson Parkway and

Starwood Drive, due to the operations of the traffic signals in the study area, to facilitate

left turns into the accesses.

Ultimately, the introduction of a wider road width along either Watson Parkway or

Starwood Drive, to accommodate turning movements, has the potential to increase

travel speeds and negatively impact on pedestrian crossing opportunities. Considering

that this area is designated as a mixed use node, with a low speed urban environment, it

is concluded that no exclusive left turn lanes are required. Sufficient traffic mobility may

be maintained along these corridors, without the introduction of exclusive left turn lanes,

as reviewed further in a subsequent section to this report.

5.3 Right Turn Lane Requirements (Unsignalized Intersections)

MTO guidelines (Geometric Design Standards For Ontario Highways) note that right turn

lanes may be considered where right turn volumes exceed 60 vph or where right turning

vehicles create a hazard or reduce capacity at the intersection. The right turn

movements at the unsignalized intersection/accesses in the study area are forecast to

have right turn volumes substantially below 60 vph through horizon year 2019 (Total

Traffic conditions) and therefore right turn lanes/tapers are not required.

5.4 Intersection Operations

5.4.1 Operational Level of Services

The intersections/accesses within the study area have been analyzed using Synchro

Software, which uses methodologies based on the Highway Capacity Manual. The

Levels of Service (LOS) and volume-to-capacity (v/c) ratios were determined for the

signalized intersections, as well as for egress left turning movements at the unsignalized

intersections/accesses (i.e., critical movement for unsignalized intersection). The LOS is

a measure qualifying the amount of delay experienced by motorists. The delays

associated with various LOS are summarized in the following tables for signalized and

unsignalized intersections.

Table 5.2 – Level of Service Definitions For Intersections

Level of

Service

Control Delay Per Vehicle

Signalized Intersection

(sec/veh)


Unsignalized Intersection

(sec/veh)

A <= 10 <= 10

B > 10 and <= 20 > 10 and <= 15

C > 20 and <= 35 > 15 and <= 25

D > 35 and <= 55 > 25 and <= 35




Level of

Service


Signalized Intersection

(sec/veh)


Unsignalized Intersection

(sec/veh)

E > 55 and <= 80 > 35 and <= 50

F >80 >50

The Synchro analyses for the subject intersections/accesses are included in Appendix D

(existing Background Traffic conditions, 2013), Appendix E (future Background Traffic

plus External Development Traffic conditions, 2019) and Appendix F (future Total Traffic

conditions, 2019), and select results are summarized in the following tables for the

horizon periods considered. The summary tables include the following:

Overall intersection operations for signalized intersections;

Operations for specific turning movements at signalized intersections, where the

movements will meet the critical threshold criteria noted previously; and

Operations for left turn movements from unsignalized (stop controlled) intersections.

For the operations associated with the other turning movements, reference should be

made to the Synchro analyses provided in Appendices D, E and F.

Table 5.3 – Intersection Operations - Existing (2013), Future Background Including External Development (2019), Future Total (2019)

Intersection

(Traffic

Control)

Traffic

Condition/Year

Overall

Intersection

or

Movement

Level of Service /delay*

(volume/capacity)

a.m.

Peak

Hour

p.m.

Peak

Hour

Saturday

Peak Hour

Starwood Drive

/Watson

Parkway North/

Future

Commercial

Access

(Existing

Unsignalized,

Future

Signalized)

Existing EB-L C (0.09) D (0.41) B (0.04)

Future

Background Intersection B (0.33) B (0.63) B (0.62)

Future Total Intersection B (0.40) B (0.71) B (0.62)

Watson Existing Intersection C (0.52) C (0.57) B (0.36)




Intersection

(Traffic

Control)

Traffic

Condition/Year

Overall

Intersection

or

Movement

Level of Service /delay*

(volume/capacity)

a.m.

Peak

Hour

p.m.

Peak

Hour

Saturday

Peak Hour

Parkway North/

York Road

(Signalized)

Future

Background

Intersection C (0.61) C (0.79) C (0.50)

NWB-T E (0.96)

Future Total

Intersection C (0.64) D (0.83) C (0.55)

NWB-T

F

85.2 s

(1.05)

Starwood Drive

/Grange Road

(Signalized)

Existing Intersection A (0.45) A (0.40) A (0.26)

Future

Background Intersection A (0.50) B (0.59) A (0.39)

Future Total Intersection A (0.49) B (0.59) A (0.39)

Watson

Parkway North/

Grange Road

(Signalized)

Existing Intersection A (0.27) A (0.28) B (0.14)

Future

Background Intersection A (0.34) A (0.37) A (0.16)

Future Total Intersection A (0.34) A (0.38) A (0.17)

Starwood Drive

/11 Starwood

Access/North

(West) Access

(Unsignalized)

Future

Background SB-L/T/R B (0.05) C (0.15) C (0.05)

Future Total SB-L/T/R C (0.08)

F

64.9 s

(0.44)

D (0.11)

NB-L/T/R B (0.14) C (0.18) C (0.17)

Starwood Drive

/North (East)

Access

(Unsignalized)

Future Total NB-L/R B (0.04) C (0.10) C (0.08)

Watson

Parkway North/

East Access

(Unsignalized)

Future Total EB-L/R C (0.16) B (0.08) B (0.09)

* Delay only shown where LOS = F.

The following conclusions are made with respect to the operations at the intersections

and accesses in the study area, as shown in the above table:




The northwest bound through (NWB-T) movement at the intersection of Watson

Parkway North/York Road is forecast to operate with long delays in the p.m. peak

hour, under Total Traffic conditions and by horizon year 2019. However, the overall

intersection is forecast to operate with acceptable delays and with sufficient reserve

capacity. It is recommended that the signal timing be adjusted to mitigate the

operational deficiency identified for the NWB-T movement.

The southbound left/through/right movement at the intersection of Starwood Drive/

11 Starwood Access/North (West) Access is forecast to operate with long delays

(LOS F, 64.9 second delay) during the p.m. peak hour. However, significant reserve

capacity remains for this movement (v/c=0.44), indicating that sufficient gaps are

available. The forecast delays are not excess and therefore operations are

considered to be acceptable, with no mitigation required.

It is forecast that traffic operations at the remaining intersections and accesses in the

study area will be acceptable through horizon year 2019.

5.4.2 Intersection Queuing Analysis

The queuing storage requirements for the left turn lanes at the intersections in the study

area and at the site accesses are summarized in the following tables, based on the

queuing reports in Appendices E, F and G.

Table 5.4 – Forecast Left Turn Lane Storage Requirements For Signalized Intersections – Existing (2013), Future Background Including External Development (2019), Future Total (2019)

Intersection Movement

Existing

Storage/

Parallel

Lane

(metres)

Traffic

Condition

95th Percentile Queue

(metres)

AM

Peak

Hour

PM

Peak

Hour

Saturday

Peak

Hour

Starwood

Drive/

Watson

Parkway

North

EB-L 30

Future

Background 9.9 19.4 4.6

Future Total 13.1 22.6 8.7

WB-L 50

Future



NB-L 40

Future



Starwood SB-L 50 Future 9.0 18.4 22.8





Existing

Storage/

Parallel

Lane

(metres)

Traffic

Condition


(metres)

AM

Peak

Hour

PM

Peak

Hour

Saturday

Peak

Hour

Drive/

Watson

Parkway

North

Background


Watson

Parkway

North/York

Road

SEB-L 100

Existing 13.2 7.8 9.2

Future



NWB-L 30

Existing 17.0 31.0 17.7

Future



NEB-L 30

Existing 10.1 15.3 12.2

Future



SWB-L 60

Existing 6.0 6.9 4.8

Future



SWB-R 60


Future



Starwood

Drive/

Grange

Road

EB-L 40

Existing 16.6 13.9 4.6

Future



EB-R 40


Future







Existing

Storage/

Parallel

Lane

(metres)

Traffic

Condition


(metres)

AM

Peak

Hour

PM

Peak

Hour

Saturday

Peak

Hour

Starwood

Drive/

Grange

Road

WB-L 30 Existing 10.3 14.8 5.1

Starwood

Drive/

Grange

Road

WB-L 30

Future



WB-R 30


Future



NB-L 30


Future



SB-L 20


Future



Watson

Parkway

North/

Grange

Road

NEB-L 50

Existing 14.8 18.9 14.7

Future



SWB-L 30

Existing 10.0 12.4 4.5

Future






Table 5.5 – Forecast Queue Storage Requirements For Unsignalized Intersections/Accesses – Total Traffic Condition (Horizon Year 2019)


Existing

Storage/

Parallel

Lane

(metres)

Traffic

Condition


(metres)

AM

Peak

Hour

PM

Peak

Hour

Saturday

Peak

Hour

Starwood Drive/

Watson Parkway

EB-L 30 Existing 2.3 14.2 0.9

EB-R 30 Existing 10.5 5.5 4.2

NB-L 40 Existing 2.0 14.2 13.3

Starwood Drive/

11 Starwood

Access/North

(West) Access

SB-L/T/R

Future



NB-L/T/R Future Total 3.7 4.8 4.7

EB-L/T/R 80

Future



WB-L/T/R 55 Future Total 0.2 1.2 1.1

Starwood Drive/

North (East)

Access

NB-L/T/R Future Total 0.9 2.5 2.0

WB-L/T/R 60 Future Total 0.1 0.5 0.6

Watson Parkway

North/East

Access

EB-L/T/R Future Total 4.2 1.9 2.1

NB-L/T 100 Future Total 0.2 1.1 0.6

The following conclusions are made with respect to the queuing at the intersections and

accesses in the study area, as shown in the above table:

A small deficiency (14 metres) is forecast in the queuing storage for the northbound

left turn lane at the Starwood Drive/Watson Parkway North intersection, in the p.m.

peak hour under Total Traffic conditions by 2019. However, sufficient reserve

capacity is forecast at this intersection (v/c = 0.71) to allow for an adjustment of the

signal timing to mitigate this deficiency.

A small deficiency (15 metres) is forecast in the queuing storage for the northeast

bound left turn lane at the Watson Parkway North/York Road intersection, in the p.m.

peak hour under Total Traffic conditions by 2019. However, sufficient reserve




capacity is forecast at this intersection (v/c = 0.83) to allow for an adjustment of the

signal timing to mitigate this deficiency.

A small deficiency (7 metres) is forecast in the queuing storage for the westbound

left turn lane at the Starwood Drive/Grange Road intersection, in the p.m. peak hour

under Total Traffic conditions by 2019. However, sufficient reserve capacity is

forecast at this intersection (v/c = 0.59) to allow for an adjustment of the signal timing

to mitigate this deficiency.

Average queuing at the site accesses is forecast to be minimal (ingress and egress),

further reinforcing the previous conclusion that dedicated turning lanes are not

required at these locations.

No queuing conflicts are forecast for the intersections or accesses in the study area.

5.4.3 Traffic Signal Considerations at Starwood Drive/Watson Parkway North

The existing intersection at Starwood Drive/Watson Parkway North is a tee

configuration, operating under stop control on the Starwood approach. The previous

construction of Watson Parkway North anticipates the future signalization of this

intersection of two arterial roads. However, based on traffic counts taken in May 2012,

the City confirmed that the traffic volumes at this intersection did not yet meet the

warrants for the installation of traffic signals, at that time.

It is anticipated that the City will install the traffic signals at the subject intersection once

the eight hour warrant volumes have been met, based on ongoing traffic monitoring.

This present study provides a further sensitivity analysis to assess the timing for these

signals relative to the proposed site development. This analysis considers the forecast

traffic volumes in horizon year 2014, including traffic generated from the development

site and 2% growth in background traffic. It has been assumed that the off-peak traffic

volumes will also increase, to maintain their same relative proportion to the peak period

traffic. The resulting traffic volumes are shown on Figure A13 (Appendix A). The traffic

warrant calculations are included in Appendix G and summarized in the following table:




Table 5.6 – Traffic Signal Warrants – Intersection of Starwood Drive/Watson Parkway North – Horizon Year 2014

Signal Warrant Background Traffic Background Traffic Plus

Site Development

Warrant 1 – Minimum Vehicular Volumes

1A – All Approaches 97% 99%

1B – Minor Street

Approaches 85% 94%

Warrant 2 – Delay To Cross Traffic

2A – Major Street 84% 89%

2B – Traffic Crossing Major

Street 51% 61%

Traffic signal warrants are met if either Warrant 1 or Warrant 2 are met 100% or if both

are met 80%. Based on the above analysis it is concluded that traffic signal warrants will

not be met at this intersection, under ultimate completion of the proposed development

in 2014. However, ongoing growth in background traffic, together with other significant

development in the study area, will likely require the signalization of this intersection in

the short term.

As a further sensitivity analysis, the operations at this intersection have been reviewed

under unsignalized conditions, using the same traffic volumes as used for the signal

warrant analysis. The results of the Synchro analysis are included in Appendix G and

summarized in the following table:

Table 5.7 – Sensitivity Analysis For Intersection of Starwood Drive/Watson Parkway North – Unsignalized Conditions - 2014

Intersection Traffic Condition Movement

Level of Service/delay*

(volume/capacity)

a.m.

Peak

Hour

p.m.

Peak

Hour

Saturday

Peak Hour

Starwood

Drive/Watson

Parkway

North

Background Plus

Site

Development

EB-L B (0.16) F (0.67)

/ 60.6 s C (0.11)

* Delay only shown where LOS = F.

The eastbound left turn movement at this intersection is forecast to operate with long

delays (LOS F, 60.6 second delay) during the p.m. peak hour, once the site has been




developed in 2014. However, significant reserve capacity remains for this movement

(v/c=0.67), indicating that sufficient gaps are available for this movement. The forecast

delays are not excessive and therefore operations are considered to be acceptable

under unsignalized conditions, with no mitigation required. However, as noted

previously, it is expected that the City will continue to monitor the traffic at this

intersection, as development continues in the overall area, with signals installed once

volume warrants have been met.




6.0 Site Development Considerations

6.1 Access Considerations

As noted previously the site is proposed to have two northern accesses, from Starwood

Drive, and one eastern access, from Watson Parkway North.

It is recommended that the following minimum sight distances be provided at the site

accesses (based on Transportation Association of Canada criteria):

Stopping sight distance for the posted speeds – 65 metres for 50 km/h and 85

metres for 60 km/h; and

Required left turn sight distances for left turn egress from the site (passenger cars) –

100 metres for 50 km/h (2 travel lanes) and 130 metres for 60k/h (4 travel lanes).

The available sight lines at the accesses are constrained by the horizontal curve in the

roads, as follows:

Starwood Drive (50 km/h) – Northwest access – 110 metres west, unrestricted to the

east;

Starwood Drive (50 km/h) – Northeast access – 160 metres west, unrestricted to the

east; and

Watson Parkway North (60 km/h) – East access – 180 metres south, 330 metres

north.

Therefore it is concluded that the proposed site access locations provide acceptable

sight distances.

It is noted that the City may include a parking lane on each side of Starwood Drive in the

study area. It is recommended that this parking be sufficiently set back from the access

locations, to ensure that the sight distances noted above are maintained.

Considering the low speed urban environment, the proposed site driveways meet the

typical corner clearance requirements for full move accesses. Similarly the proposed

accesses onto Starwood Drive meet the desirable spacing between minor driveways.

6.2 Sight Triangle Considerations

Departure sight triangles are not typically a requirement of private accesses, due to their

low traffic volumes. However, the day lighting requirements at the intersection of




Starwood Drive/Watson Parkway North has been considered, since this may provide a

constraint to the site development in that area.

The existing intersection of Starwood Drive/Watson Parkway North is a tee

configuration, under stop controls on the Starwood Drive approach. Assuming an

ultimate right-of-way width of 30 metres on both Starwood Drive and on Watson

Parkway North, with a design speed of 60 km/h on Watson Parkway North, the

recommended dimensions of a visibility triangle in the southwest quadrant, if required, is

calculated to be as follows:

Starwood frontage - approximately 2.5 metres; and

Watson Parkway frontage – approximately 4.6 metres.

These dimensions are based on the preliminary concept sketches that are presently

available, and should be confirmed once more detailed survey information is produced

as part of the detailed designs.

As noted previously, it is assumed that the intersection of Starwood Drive/Watson

Parkway North will be signalized in the near term and that this improvement will be in

place shortly after occupancy of the proposed development. Since the intersecting

traffic flows at a signalized intersection move at separate times, theoretically, sight

triangles are not a requirement. However, due to the potential operating issues at

signalized intersections, the City may request a visibility triangle that meets stop control

criteria at this location, even after signalization.

6.3 Parking Considerations

The parking considerations for the proposed development have been considered in a

separate letter report. The primary conclusions and recommendations of that report are

as follows:

The average on-site parking demand for the proposed development, based on

parking studies completed by the Institute of Transportation Engineers (ITE), is

estimated to be 412 parking spaces.

A parking lane is proposed along both sides of Starwood Drive, which will provide

additional convenience parking for the proposed development.




6.4 Transit Considerations

The subject site is well served by existing transit buses including the following:

East Loop - Route 3A and 3B – along Watson Parkway North; and

Grange Route – Route 14 – along Watson Parkway North and Starwood Drive.

Bus headways are 15 minutes in the a.m. peak period, 20 minutes in the p.m. peak

period and 30 minutes in the off-peak period and on weekends.

Bus stops are located on both sides of Watson Parkway North, immediately to the north

of the Starwood Drive intersection.

The presence of good accessible transit facilities is expected to reduce the trip

generation from the rates assumed in this study. However to be conservative, no

reduction has been made in auto trips, to reflect the potential shift in transportation mode

in this area.

6.5 Pedestrian and Cyclist Considerations

As shown on the conceptual cross sections (Figures A3 and A4, Appendix A), provided

by the City, bike lanes are proposed on both Starwood Drive and on Watson Parkway

North in the study area.

On Starwood Drive the existing sidewalks presently terminate in the area of Frasson

Drive, although a temporary asphalt walkway has been extended to the library on the

north side of the road. It is expected that the sidewalks will be completed on both sides

of this road, to Watson Parkway North, as adjacent development is completed.

On Watson Parkway North the existing sidewalks presently terminate some distance to

the north of Starwood Drive. It is expected that the sidewalks will be completed on both

sides of this road, as adjacent development is completed in the study area.

A secondary trail network is proposed a short distance to the east of the study area (i.e.,

along Watson Road). This trail will provide a potential connection to the primary trail

network, along watercourse routes, as well as to parks and schools in the area.




7.0 Conclusions and Recommendations

Based on the analysis completed, the main conclusions and recommendations of this

study are as follows:

The proposed development is forecast to generate total traffic (two-way) of 163 vph

in the a.m. peak hour, 228 vph in the p.m. peak hour and 238 vph in the Saturday

peak hour.

A growth rate of 2.0% per annum (compounded) has been assumed for background

traffic growth in the study area, exclusive of the traffic from the condominium

development or from other external developments in the immediate study area.

These external developments are forecast generate total traffic (net, two-way) of 778

vph in the a.m. peak hour, 1230 vph in the p.m. peak hour and 1357 vph in the

Saturday peak hour.

A time horizon of 2019 has been considered for future traffic impacts in this study.

Forecast left turn volumes at the site accesses, in the p.m. peak hour and Saturday

peak hour, are forecast to meet the Ministry of Transportation guidelines for the

consideration of left turn lanes at these locations. However, the overall traffic

volumes forecast on Watson Parkway, along with its four lane cross section, will

provide sufficient operational flexibility to negate the need for an exclusive left turn

lane at the site access. For the Starwood Drive accesses, the urban design concept

for the corridor restricts traffic operations to a low speed urban condition. Therefore,

given the low turning volumes at the site accesses, the corridor is expected to

function adequately without the introduction of exclusive left turn lanes in this area.

The Synchro analysis also shows that all accesses will operate acceptably, with

minimal delays or queuing for the ingress movements.

All intersections and accesses are forecast to operate acceptably through horizon

year 2019 under Total Traffic conditions, with the exception of the following:

– Northwest bound through movement at the intersection of Watson Parkway North

/York Road, that is forecast to have long delays. Adjustment of the signal timing

is recommended to mitigate this deficiency.

– Southbound left/through/right movement at the intersection of Starwood Drive/11

Starwood Access/ North (West) Access, that is forecast to have long delays.

However, sufficient gaps are available to accommodate this movement, with no

improvements being required.

– Small deficiencies are forecast in the queuing storage at the Starwood Drive/

Watson Parkway North intersection (northbound left turn lane), at the Watson




Parkway North/York Road intersection (northeast bound left turn lane), and at the

Starwood Drive/Grange Road intersection (westbound left turn lane). However,

these deficiencies can be mitigated through an adjustment of the signal timing at

these locations.

The eastbound left turn movement at the intersection of Starwood Drive/Watson

Parkway North is forecast to have long delays under Total Traffic Conditions in 2014,

assuming stop controls on Starwood Drive (i.e., unsignalized). However, sufficient

gaps are available to accommodate this movement in the short term. While it is

forecast that the volume warrants for signalization at this intersection may not be met

under this scenario, it is expected that these warrants will be met in the following five

year horizon period. It is expected that the City will continue to monitor traffic at this

location, with signals being implemented once the volume warrants have been met.

Sufficient sight distances are available at the accesses to the proposed

development. Sufficient spacing is provided between the proposed driveways and

corner clearances meet typical requirements for full-move accesses.

Under unsignalized conditions, a visibility triangle of approximately 2.5 metres

(Starwood Drive frontage) by 4.6 metres (Watson Parkway North frontage) may be

provided at the southwest quadrant of the intersection of Starwood Drive/Watson

Parkway North. Assuming that signals will be installed at this intersection, there is

no theoretical requirement for a visibility triangle at this location. However, if such a

triangle is ultimately requested by the City, we would suggest that the upper limit of

its dimensions be based on stop control criteria, as noted above.

Parking considerations for the proposed development have been reviewed in a

separate letter report. A maximum parking demand of 412 spaces on-site has been

identified to accommodate this development.

The proposed development is adequately serviced by existing transit facilities.

Appendix A

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TRAFFIC IMPACT STUDY - STARWOOD

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SITE LOCATION

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Typewritten Text

Figure A2

FIGURE A3

(FROM CITY OF GUELPH)

FIGURE A4

(FROM CITY OF GUELPH)

FIGURE A5

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LEGEND

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LEFT TURN LANE

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STOP SIGN CONTROL

[38] (1

02) 1

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[80] (8

4) 1

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[29] (4

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]

29 (6

0) [4

5]

96 (9

1) [7

8]

[-5] (-21) 5

[321] (255) 94

[-19] (-1) 57

STARWOOD DRIVE

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

G

R

A

N

G

E

R

O

A

D

Y

O

R

K

R

O

A

D

0 (0) [0]

6 (2) [0]

10 (20) [12]

[0] (2) 5

[0] (2) 5

[68] (122) 34

1

6

(2

5

) [1

9

]

1

0

2

(1

9

2

) [2

3

8

]5

9

(1

6

0

) [2

0

1

][5

8

] (7

1

) 4

2

[4

9

] (4

6

) 8

[4

4

] (3

5

) 1

2

[

0

]

(

0

)

0

[

9

6

]

(

9

1

)

4

3

[

0

]

(

0

)

0

1

(

5

)

[

8

]

3

5

(

5

5

)

[

6

8

]

2

(

6

)

[

6

]

0

(

0

)

[

0

]

0

(

0

)

[

0

]

2

(

7

)

[

5

]

[

2

8

]

(

8

6

)

6

2

[

2

6

]

(

8

3

)

4

6

[

3

5

]

(

5

8

)

6

0

[

1

1

]

(

1

1

)

8

[

8

6

]

(

1

0

7

)

7

6

[

2

8

]

(

6

4

)

4

6

0

(

0

)

[

0

]

4

2

(

1

0

2

)

[

7

3

]

0

(

0

)

[

0

]

9

(

1

5

)

[

1

1

]

0

(

0

)

[

0

]

0

(

0

)

[

0

]

[

4

1

]

(

2

9

)

1

8

[

0

]

(

0

)

0

[

0

]

(

0

)

0

2

4

(1

0

7

) [1

3

2

]5

4

(2

5

1

) [3

0

6

]1

8

(8

4

) [1

0

2

]

S

TA

R

W

O

O

D

D

R

IV

E

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

[12] (13) 3

[287] (205) 139

4

(3

5

) [2

1

]

1

0

8

(3

1

2

) [3

6

2

]

8

(1

3

) [5

]

1

7

(2

8

) [1

0

]

File

N

am

e: 0

33

02

3_

TR

AF

FIC

_F

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.d

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D

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P

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2, 2

01

3 - 3

:5

5 P

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Scale

Figure No.

Figure Title

DrawnClient

Project No.

Checked Date

N



NODE

EXTERNAL BACKGROUND DEVELOPMENT

JBL

NTS 300033023

A9

HC 13/04/22


LEGEND



[43] (1

15) 1

36

[186] (1

63) 1

91

[33] (5

5) 8

8

46 (4

7) [1

6]

173 (2

45) [1

38]

175 (2

16) [1

28]

STARWOOD DRIVE

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

G

R

A

N

G

E

R

O

A

D

Y

O

R

K

R

O

A

D

72 (44) [29]

243 (150) [79]

69 (48) [20]

[54] (86) 61

[118] (229) 196

[122] (191) 76

[

2

5

]

(

3

5

)

1

1

[

2

4

0

]

(

4

3

8

)

4

5

3

[

3

4

]

(

1

3

4

)

1

6

4

3

7

(

6

5

)

[

3

4

]

2

5

9

(

3

9

5

)

[

2

0

6

]

6

7

(

7

7

)

[

2

4

]

2

1

(

2

5

)

[

1

2

]

9

0

(

3

7

)

[

1

5

]

4

4

(

6

3

)

[

1

7

]

[

3

8

]

(

1

0

3

)

8

2

[

2

9

]

(

9

3

)

5

2

[

5

6

]

(

7

3

)

7

0

[

4

7

]

(

4

0

)

6

9

[

2

5

9

]

(

3

5

6

)

4

1

6

[

1

5

2

]

(

2

5

0

)

2

4

7

1

7

(

2

5

)

[

2

3

]

2

1

0

(

4

4

9

)

[

2

4

2

]

8

4

(

1

6

9

)

[

8

6

]

4

7

(

9

3

)

[

3

8

]

4

2

7

(

4

9

0

)

[

2

8

8

]

3

2

(

3

4

)

[

2

7

]

[

1

3

7

]

(

1

2

7

)

8

1

[

2

8

1

]

(

4

0

5

)

3

3

8

[

1

0

3

]

(

8

5

)

1

3

0

[12] (75) 41

[321] (255) 94

[132] (163) 329

5

8

(1

5

9

) [3

7

]

4

4

4

(4

5

9

) [4

2

2

]5

9

(1

6

0

) [2

0

1

][5

8

] (7

1

) 4

2

[4

9

] (4

6

) 8

[4

4

] (3

5

) 1

2

2

4

(1

0

7

) [1

3

2

]5

4

(2

5

1

) [3

0

6

]1

8

(8

4

) [1

0

2

]

S

TA

R

W

O

O

D

D

R

IV

E

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

[12] (13) 3

[455] (465) 447

4

(3

5

) [2

1

]

1

5

0

(4

4

6

) [3

8

0

]

8

(1

3

) [5

]

1

7

(2

8

) [1

0

]

File

N

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33

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Scale

Figure No.

Figure Title

DrawnClient

Project No.

Checked Date

N



NODE

TRAFFIC FROM BACKGROUND GROWTH +

EXTERNAL DEVELOPMENT (2019)

JBL

NTS 300033023

A10

HC 13/04/22


LEGEND



[0] (0

) 0

[25] (2

8) 6

[0] (0

) 0

0 (0

) [0]

25 (1

8) [2

2]

0 (0

) [0]

[12] (9) 15

[37] (28) 44

[42] (35) 45

[7] (6) 2

[3

8] (3

0) 3

7

[1

4] (1

7) 4

[12] (9

) 18

[28] (1

9) 4

1

1

0

(5

2

) [4

2

]

8

(3

9

) [2

6

]

STARWOOD DRIVE

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

G

R

A

N

G

E

R

O

A

D

S

T

A

R

W

O

O

D

D

R

IV

E

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

Y

O

R

K

R

O

A

D

0 (0) [0]

0 (0) [0]

0 (0) [0]

[0] (0) 0

[0] (0) 0

[0] (0) 0

[

0

]

(

0

)

0

[

2

6

]

(

2

5

)

8

[

0

]

(

0

)

0

0

(

0

)

[

0

]

3

1

(

2

1

)

[

2

6

]

0

(

0

)

[

0

]

0

(

0

)

[

0

]

0

(

0

)

[

0

]

0

(

0

)

[

0

]

[

0

]

(

0

)

0

[

0

]

(

0

)

0

[

0

]

(

0

)

0

[

1

2

]

(

9

)

1

3

[

4

0

]

(

3

0

)

4

9

[

1

4

]

(

1

0

)

1

6

0

(

0

)

[

0

]

1

1

(

5

5

)

[

4

1

]

0

(

0

)

[

0

]

3

(

1

6

)

[

1

3

]

0

(

0

)

[

0

]

0

(

0

)

[

0

]

[

1

4

]

(

2

0

)

4

[

0

]

(

0

)

0

[

0

]

(

0

)

0

[18] (15) 19

[0] (0) 0

[43] (36) 38

5

(1

4

) [2

1

]

3

(1

1

) [9

]

0

(0

) [0

]

[4

6

] (5

5

) 1

6

[8

] (1

6

) 1

2

[0

] (0

) 0

0

(0

) [0

]

0

(0

) [0

]

0

(0

) [0

]

15 (51) [45]

6 (18) [22]

[6] (6) 4

[19] (17) 12

N

O

R

T

H

(W

E

S

T

)

A

C

C

E

S

S

N

O

R

T

H

(E

A

S

T

)

A

C

C

E

S

S

EA

ST

AC

CE

SS

[0] (0) 0

[12] (12) 3

[13] (16) 3

0

(0

) [0

]

1

0

(9

) [1

0

]

9

(4

6

) [4

1

]

0

(0

) [0

]

0

(0

) [0

]

File

N

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33

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Scale

Figure No.

Figure Title

DrawnClient

Project No.

Checked Date

N



NODE

DEVELOPMENT TRAFFIC

JBL

NTS 300033023

A11

HC 13/04/22


LEGEND



[43] (1

15) 1

36

[211] (1

91) 1

97

[33] (5

5) 8

8

46 (4

7) [1

6]

198 (2

63) [1

60]

175 (2

16) [1

28]

[12] (9) 15

[37] (28) 44

[513] (535) 514

[7] (6) 2

[4

96

] (6

76

) 7

69

[1

4] (1

7) 4

[12] (9

) 18

[28] (1

9) 4

1

3

4

6

(7

3

0

) [4

7

5

]

8

(3

9

) [2

6

]

STARWOOD DRIVE

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

G

R

A

N

G

E

R

O

A

D

S

T

A

R

W

O

O

D

D

R

IV

E

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

Y

O

R

K

R

O

A

D

72 (44) [29]

243 (150) [79]

69 (43) [20]

[54] (86) 61

[118] (229) 196

[122] (191) 76

[

2

5

]

(

3

5

)

1

1

[

2

6

6

]

(

4

6

3

)

4

6

1

[

3

4

]

(

1

3

4

)

1

6

4

3

7

(

6

5

)

[

3

4

]

2

9

0

(

4

1

6

)

[

2

3

2

]

6

7

(

7

7

)

[

2

4

]

2

1

(

2

5

)

[

1

2

]

9

0

(

3

7

)

[

1

5

]

4

4

(

6

3

)

[

1

7

]

[

3

8

]

(

1

0

3

)

8

2

[

2

9

]

(

9

3

)

5

2

[

5

6

]

(

7

3

)

7

0

[

5

9

]

(

4

9

)

8

2

[

2

9

9

]

(

3

8

6

)

4

6

5

[

1

7

3

]

(

2

6

0

)

2

6

3

1

7

(

2

5

)

[

2

3

]

2

2

1

(

4

9

7

)

[

2

8

3

]

8

4

(

1

6

9

)

[

8

6

]

5

0

(

1

0

9

)

[

5

1

]

4

2

7

(

4

9

0

)

[

2

8

8

]

3

2

(

3

4

)

[

2

7

]

[

1

5

1

]

(

1

4

7

)

8

5

[

2

8

1

]

(

4

0

5

)

3

3

8

[

1

0

3

]

(

8

5

)

1

3

0

[30] (90) 60

[321] (255) 94

[175] (199) 397

6

3

(1

7

3

) [5

8

]

4

4

7

(4

7

0

) [4

3

1

]5

9

(1

6

0

) [2

0

1

]

[2

3

1

] (3

3

4

) 1

5

6

[2

1

2

] (3

7

0

) 1

9

5

[4

4

] (3

5

) 1

2

2

4

(1

0

7

) [1

3

2

]5

4

(2

5

1

) [3

0

6

]1

8

(8

4

) [1

0

2

]

269 (749) [582]

6 (18) [22]

[6] (6) 4

[19] (17) 12

N

O

R

T

H

(W

E

S

T

)

A

C

C

E

S

S

N

O

R

T

H

(E

A

S

T

)

A

C

C

E

S

S

EA

ST

AC

CE

SS

[12] (13) 3

[473] (485) 455

[13] (16) 3

4

(3

5

) [2

1

]

2

6

0

(6

7

2

) [5

2

6

]

9

(4

8

) [4

1

]

8

(1

3

) [5

]

1

7

(2

8

) [1

0

]

File

N

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Figure No.

Figure Title

DrawnClient

Project No.

Checked Date

N



NODE

TOTAL TRAFFIC (2019)

JBL

NTS 300033023

A12

HC 13/04/22


LEGEND



[34] (106) 52

[182] (185) 285

ST

AR

W

O

O

D

D

R

IVE

W

A

T

S

O

N

P

A

R

K

W

A

Y

N

4

3

(1

3

5

) [3

8

]

3

1

3

(2

5

3

) [1

8

1

]

[1

6

4

] (2

4

4

) 1

0

6

[1

5

2

] (3

0

6

) 1

7

0

File

N

am

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1:0

4 A

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Scale

Figure No.

Figure Title

DrawnClient

Project No.

Checked Date

N



NODE

STARWOOD DRIVE & WATSON PARKWAY N

UNSIGNALIZED SENSITIVITY ANALYSIS (2014)

JBL

NTS 300033023

A13

HC 13/04/22


LEGEND



NOTE: TRAFFIC INCLUDES 2% GROWTH IN BACKGROUND TRAFFIC PLUS

TRAFFIC FROM SITE DEVELOPMENT.

Appendix B

Background Traffic Counts

Watson Parkway & Starwood Drive

Morning Peak Diagram Specified PeriodFrom:To:

7:00:009:00:00

One Hour PeakFrom:To:

7:45:008:45:00

Municipality:Site #:Intersection:TFR File #:Count date:

Guelph0000004116Watson Parkway & Starwood Drive217-May-2012

Weather conditions:Clear

Person(s) who counted:

** Non-Signalized Intersection ** Major Road: Watson Parkway runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

517

334

0

Cyclists

Trucks

Cars

Totals

1

5

30

36

0

20

278

298

1

25

308

Cyclists

Trucks

Cars

Totals

1

20

162

183

Cyclists Trucks Cars Totals

3 12 107 122


0 1 30 31

1 1 235 237

1 2 265

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

268

390

Watson Parkway

Starwood DriveW

N

E

S

Watson Parkway

Cars

Trucks

Cyclists

Totals

513

21

1

535

Cars

Trucks

Cyclists

Totals

77

7

2

86

132

19

1

152

209

26

3

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

238

773

Comments


Mid-day Peak Diagram Specified PeriodFrom:To:

11:00:0014:00:00


13:00:0014:00:00






North Leg Total:

North Entering:

North Peds:

Peds Cross:

439

213

0

Cyclists

Trucks

Cars

Totals

1

5

36

42

0

18

153

171

1

23

189

Cyclists

Trucks

Cars

Totals

3

17

206

226


1 6 141 148


1 1 29 31

1 4 96 101

2 5 125

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

132

280

Watson Parkway

Starwood DriveW

N

E

S

Watson Parkway

Cars

Trucks

Cyclists

Totals

249

22

1

272

Cars

Trucks

Cyclists

Totals

105

1

0

106

177

16

2

195

282

17

2

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

301

573

Comments


Afternoon Peak Diagram Specified PeriodFrom:To:

15:00:0018:00:00


16:45:0017:45:00






North Leg Total:

North Entering:

North Peds:

Peds Cross:

714

349

0

Cyclists

Trucks

Cars

Totals

0

7

110

117

3

24

205

232

3

31

315

Cyclists

Trucks

Cars

Totals

3

28

334

365


0 12 286 298


0 6 81 87

0 7 136 143

0 13 217

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

230

528

Watson Parkway

Starwood DriveW

N

E

S

Watson Parkway

Cars

Trucks

Cyclists

Totals

341

31

3

375

Cars

Trucks

Cyclists

Totals

176

5

0

181

253

22

3

278

429

27

3

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

459

834

Comments

Watson Parkway & Starwood DriveTraffic Count Summary

Intersection: Watson Parkway & Starwood Drive Count Date: 17-May-2012 Municipality: GuelphNorth Approach Totals South Approach Totals

East Approach Totals West Approach Totals

Includes Cars, Trucks, & Cyclists Includes Cars, Trucks, & Cyclists

Includes Cars, Trucks, & Cyclists Includes Cars, Trucks, & Cyclists

Hour Hour

Hour Hour

Ending Ending

Ending Ending

Left Left

Left Left

Thru Thru

Thru Thru

Right Right

Right Right

Grand Grand

Grand Grand

Total Total

Total Total

Total Total

Total Total

Peds Peds

Peds Peds

North/South

East/West

Total

Total

Approaches

Approaches

Calculated Values for Traffic Crossing Major StreetHours Ending:Crossing Values:

Totals:

Totals:

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 0 183 13 196 0 327 8:00:00 19 112 0 131 09:00:00 0 287 39 326 0 561 9:00:00 95 140 0 235 0

11:00:00 0 1 0 1 0 1 11:00:00 0 0 0 0 012:00:00 0 163 21 184 0 389 12:00:00 68 137 0 205 013:00:00 0 143 29 172 0 467 13:00:00 104 191 0 295 014:00:00 0 171 42 213 0 514 14:00:00 106 195 0 301 015:00:00 0 0 0 0 0 0 15:00:00 0 0 0 0 016:00:00 0 150 46 196 0 458 16:00:00 99 163 0 262 017:00:00 0 246 96 342 0 726 17:00:00 160 224 0 384 118:00:00 0 231 123 354 0 821 18:00:00 179 288 0 467 0

7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 08:00:00 0 0 0 0 0 161 8:00:00 29 0 132 161 19:00:00 0 0 0 0 0 253 9:00:00 28 0 225 253 0

11:00:00 0 0 0 0 0 0 11:00:00 0 0 0 0 012:00:00 0 0 0 0 0 141 12:00:00 16 0 125 141 013:00:00 0 0 0 0 0 111 13:00:00 16 0 95 111 014:00:00 0 0 0 0 0 132 14:00:00 31 0 101 132 015:00:00 0 0 0 0 0 0 15:00:00 0 0 0 0 016:00:00 0 0 0 0 0 116 16:00:00 33 0 83 116 017:00:00 0 0 0 0 0 233 17:00:00 86 0 147 233 018:00:00 0 0 0 0 0 229 18:00:00 89 0 140 229 0

8:00 9:00 12:00 13:00 14:00 16:00 17:00 18:0029 28 16 16 31 33 87 89

0 1575 409 1984 0 4264 830 1450 0 2280 1

0 0 0 0 0 1376 328 0 1048 1376 1

Ontario Traffic Inc.


13:00:0015:00:00


13:15:0014:15:00


Guelph1304600001Watson Pkwy N & Starwood Dr102-Mar-13

Weather conditions:


** Non-Signalized Intersection ** Major Road: Watson Pkwy N runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

334

181

0

Heavys

Trucks

Cars

Totals

0

2

14

16

0

3

162

165

0

5

176

Heavys

Trucks

Cars

Totals

0

3

150

153

Heavys Trucks Cars Totals

0 3 126 129


0 0 15 15

0 2 132 134

0 2 147

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

149

278

Watson Pkwy N

Starwood DrW

N

E

S

Watson Pkwy N

Cars

Trucks

Heavys

Totals

294

5

0

299

Cars

Trucks

Heavys

Totals

112

1

0

113

135

3

0

138

247

4

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

251

550

Comments



13:00:0015:00:00


14:00:0015:00:00


Guelph1304600002Starwood Dr & Grange Rd122-Mar-13

Weather conditions:


** Signalized Intersection ** Major Road: Starwood Dr runs W/E

North Leg Total:

North Entering:

North Peds:

Peds Cross:

254

103

3

Heavys

Trucks

Cars

Totals

0

0

26

26

0

0

70

70

0

0

7

7

0

0

103

Heavys

Trucks

Cars

Totals

2

0

149

151


0 0 157 157


0 0 38 38

0 0 80 80

0 0 29 29

0 0 147

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

147

304

Grange Rd

Starwood DrW

N

E

SStarwood Dr

Grange Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

271

136

3

Cars Trucks Heavys Totals

8 0 0 8

83 0 0 83

43 0 2 45

134 0 2


135 0 0 135

Cars

Trucks

Heavys

Totals

142

0

2

144

Cars

Trucks

Heavys

Totals

48

0

0

48

103

0

2

105

48

0

0

48

199

0

2

Peds Cross:

South Peds:

South Entering:

South Leg Total:

3

201

345

Comments



13:00:0015:00:00


14:00:0015:00:00


Guelph1304600003Watson Pkwy N & Grange Rd112-Mar-13

Weather conditions:


** Signalized Intersection ** Major Road: Watson Pkwy N runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

342

180

1

Heavys

Trucks

Cars

Totals

0

0

30

30

0

2

126

128

0

0

22

22

0

2

178

Heavys

Trucks

Cars

Totals

0

3

159

162


0 0 59 59


0 0 28 28

0 0 26 26

0 2 33 35

0 2 87

Peds Cross:

West Peds:

West Entering:

West Leg Total:

1

89

148

Watson Pkwy N

Grange RdW

N

E

SGrange Rd

Watson Pkwy N

East Leg Total:

East Entering:

East Peds:

Peds Cross:

106

35

3


11 0 0 11

13 0 0 13

11 0 0 11

35 0 0


71 0 0 71

Cars

Trucks

Heavys

Totals

170

4

0

174

Cars

Trucks

Heavys

Totals

16

0

0

16

120

3

0

123

23

0

0

23

159

3

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

1

162

336

Comments



13:00:0015:00:00


13:15:0014:15:00


Guelph1304600004York Rd & Watson Pkwy N72-Mar-13

Weather conditions:


** Signalized Intersection ** Major Road: York Rd runs W/E

North Leg Total:

North Entering:

North Peds:

Peds Cross:

551

296

1

Heavys

Trucks

Cars

Totals

0

2

108

110

0

2

152

154

0

1

31

32

0

5

291

Heavys

Trucks

Cars

Totals

0

4

251

255


5 8 429 442


0 2 83 85

2 3 245 250

3 0 88 91

5 5 416

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

426

868

Watson Pkwy N

York RdW

N

E

SYork Rd

Watson Pkwy S

East Leg Total:

East Entering:

East Peds:

Peds Cross:

606

304

0


24 0 0 24

251 3 2 256

23 0 1 24

298 3 3


295 4 3 302

Cars

Trucks

Heavys

Totals

263

2

4

269

Cars

Trucks

Heavys

Totals

70

3

3

76

144

2

0

146

19

0

1

20

233

5

4

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

242

511

Comments

Appendix C

Left Turn Lane Analysis

Appendix D

Synchro Reports

Existing Background Traffic (2013)

HCM Unsignalized Intersection Capacity Analysis 2013 AM Background Traffic

1: Starwood Dr & Watson Pkwy N 4/1/2013

R.J. Burnside & Associates Limited Synchro 7 - Report

P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_AM.syn Page 1

Movement EBL EBR NBL NBT SBT SBR

Lane Configurations

Volume (veh/h) 32 242 88 155 304 37

Sign Control Stop Free Free

Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Hourly flow rate (vph) 35 263 96 168 330 40

Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage

Right turn flare (veh)

Median type None None

Median storage veh)

Upstream signal (m)

pX, platoon unblocked

vC, conflicting volume 626 185 371

vC1, stage 1 conf vol


vCu, unblocked vol 626 185 371

tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2

p0 queue free % 91 68 92

cM capacity (veh/h) 383 825 1184

Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2

Volume Total 35 263 96 84 84 220 150

Volume Left 35 0 96 0 0 0 0

Volume Right 0 263 0 0 0 0 40

cSH 383 825 1184 1700 1700 1700 1700

Volume to Capacity 0.09 0.32 0.08 0.05 0.05 0.13 0.09

Queue Length 95th (m) 2.3 10.5 2.0 0.0 0.0 0.0 0.0

Control Delay (s) 15.3 11.4 8.3 0.0 0.0 0.0 0.0

Lane LOS C B A

Approach Delay (s) 11.9 3.0 0.0

Approach LOS B

Intersection Summary

Average Delay 4.6

Intersection Capacity Utilization 31.2% ICU Level of Service A

Analysis Period (min) 15

Queues 2013 AM Background Traffic

2: Watson Pkwy N & York Rd 4/1/2013



Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR

Lane Group Flow (vph) 59 523 82 178 61 451 30 412 37

v/c Ratio 0.14 0.65 0.29 0.41 0.12 0.51 0.06 0.49 0.05

Control Delay 17.0 24.0 19.1 27.6 9.1 17.8 8.9 19.9 6.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 17.0 24.0 19.1 27.6 9.1 17.8 8.9 19.9 6.4

Queue Length 50th (m) 5.7 27.5 8.0 22.6 3.6 36.0 1.8 44.8 0.0

Queue Length 95th (m) 13.2 43.5 17.0 40.7 10.1 87.5 6.0 82.4 5.8

Internal Link Dist (m) 461.9 245.3 284.4 232.0

Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0

Base Capacity (vph) 428 1307 285 675 577 876 585 843 737

Starvation Cap Reductn 0 0 0 0 0 0 0 0 0

Spillback Cap Reductn 0 0 0 0 0 0 0 0 0

Storage Cap Reductn 0 0 0 0 0 0 0 0 0

Reduced v/c Ratio 0.14 0.40 0.29 0.26 0.11 0.51 0.05 0.49 0.05


HCM Signalized Intersection Capacity Analysis 2013 AM Background Traffic




Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR

Lane Configurations

Volume (vph) 54 302 179 75 149 15 56 300 115 28 379 34

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.94 1.00 0.99 1.00 0.96 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3378 1789 1858 1789 1805 1789 1883 1601

Flt Permitted 0.64 1.00 0.29 1.00 0.40 1.00 0.41 1.00 1.00

Satd. Flow (perm) 1215 3378 554 1858 751 1805 776 1883 1601

Peak-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 0.92

Adj. Flow (vph) 59 328 195 82 162 16 61 326 125 30 412 37

RTOR Reduction (vph) 0 107 0 0 4 0 0 12 0 0 0 21

Lane Group Flow (vph) 59 416 0 82 174 0 61 439 0 30 412 16

Turn Type pm+pt pm+pt pm+pt pm+pt Perm

Protected Phases 7 4 3 8 5 2 1 6

Permitted Phases 4 8 2 6 6

Actuated Green, G (s) 18.6 15.4 21.2 16.7 38.3 34.3 35.1 32.7 32.7

Effective Green, g (s) 18.6 15.4 21.2 16.7 38.3 34.3 35.1 32.7 32.7

Actuated g/C Ratio 0.25 0.21 0.28 0.22 0.51 0.46 0.47 0.44 0.44

Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

Lane Grp Cap (vph) 328 697 232 416 441 830 398 825 702

v/s Ratio Prot 0.01 c0.12 c0.02 0.09 c0.01 c0.24 0.00 0.22

v/s Ratio Perm 0.04 0.08 0.06 0.03 0.01

v/c Ratio 0.18 0.60 0.35 0.42 0.14 0.53 0.08 0.50 0.02

Uniform Delay, d1 21.7 26.8 20.3 24.8 9.6 14.4 10.9 15.1 11.9

Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Incremental Delay, d2 0.3 1.4 0.9 0.7 0.1 2.4 0.1 2.2 0.1

Delay (s) 22.0 28.2 21.2 25.5 9.7 16.8 11.0 17.2 11.9

Level of Service C C C C A B B B B

Approach Delay (s) 27.5 24.1 15.9 16.4

Approach LOS C C B B


HCM Average Control Delay 20.9 HCM Level of Service C

HCM Volume to Capacity ratio 0.52

Actuated Cycle Length (s) 74.6 Sum of lost time (s) 18.0

Intersection Capacity Utilization 66.6% ICU Level of Service C


c Critical Lane Group


3: Starwood Dr & Grange Rd 4/1/2013



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT

Lane Group Flow (vph) 132 151 85 76 139 35 54 225 57 298

v/c Ratio 0.23 0.17 0.11 0.13 0.16 0.05 0.12 0.30 0.12 0.40

Control Delay 10.8 9.8 3.5 9.8 9.7 4.4 9.6 9.7 9.5 10.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 10.8 9.8 3.5 9.8 9.7 4.4 9.6 9.7 9.5 10.4

Queue Length 50th (m) 4.9 5.5 0.0 2.7 5.0 0.0 1.9 7.9 2.0 10.7

Queue Length 95th (m) 16.6 17.0 5.9 10.3 15.9 3.8 7.8 22.3 8.0 29.3


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0

Base Capacity (vph) 1064 1592 1366 1052 1592 1359 845 1427 903 1417

Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0

Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0

Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0

Reduced v/c Ratio 0.12 0.09 0.06 0.07 0.09 0.03 0.06 0.16 0.06 0.21






Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR

Lane Configurations

Volume (vph) 121 139 78 70 128 32 50 170 37 52 210 64

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.96

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1833 1789 1817

Flt Permitted 0.67 1.00 1.00 0.66 1.00 1.00 0.58 1.00 0.62 1.00

Satd. Flow (perm) 1259 1883 1601 1245 1883 1601 1089 1833 1164 1817


Adj. Flow (vph) 132 151 85 76 139 35 54 185 40 57 228 70



Turn Type Perm Perm Perm Perm Perm Perm

Protected Phases 2 6 8 4

Permitted Phases 2 2 6 6 8 4

Actuated Green, G (s) 8.0 8.0 8.0 8.0 8.0 8.0 7.9 7.9 7.9 7.9

Effective Green, g (s) 8.0 8.0 8.0 8.0 8.0 8.0 7.9 7.9 7.9 7.9

Actuated g/C Ratio 0.29 0.29 0.29 0.29 0.29 0.29 0.28 0.28 0.28 0.28

Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

Lane Grp Cap (vph) 361 540 459 357 540 459 308 519 330 514

v/s Ratio Prot 0.08 0.07 0.12 c0.15

v/s Ratio Perm c0.10 0.02 0.06 0.01 0.05 0.05

v/c Ratio 0.37 0.28 0.05 0.21 0.26 0.02 0.18 0.41 0.17 0.54

Uniform Delay, d1 7.9 7.7 7.2 7.6 7.7 7.1 7.5 8.1 7.5 8.5

Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Incremental Delay, d2 0.6 0.3 0.0 0.3 0.3 0.0 0.3 0.5 0.3 1.2

Delay (s) 8.6 8.0 7.3 7.9 7.9 7.2 7.8 8.6 7.8 9.6

Level of Service A A A A A A A A A A

Approach Delay (s) 8.0 7.8 8.5 9.3

Approach LOS A A A A


HCM Average Control Delay 8.4 HCM Level of Service A



Intersection Capacity Utilization 57.4% ICU Level of Service B




4: Watson Pkwy N & Grange Rd 4/1/2013



Lane Group SET NWT NEL NET SWL SWT

Lane Group Flow (vph) 566 314 67 115 40 108

v/c Ratio 0.25 0.16 0.33 0.35 0.20 0.35

Control Delay 3.9 4.3 24.4 13.7 21.8 20.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 3.9 4.3 24.4 13.7 21.8 20.4

Queue Length 50th (m) 7.8 4.8 5.8 4.2 3.4 7.7

Queue Length 95th (m) 16.0 10.6 14.8 15.0 10.0 18.7


Turn Bay Length (m) 50.0 30.0

Base Capacity (vph) 2282 1936 480 680 477 690

Starvation Cap Reductn 0 0 0 0 0 0

Spillback Cap Reductn 0 0 0 0 0 0

Storage Cap Reductn 0 0 0 0 0 0

Reduced v/c Ratio 0.25 0.16 0.14 0.17 0.08 0.16







Lane Configurations

Volume (vph) 10 364 146 58 199 32 62 46 60 37 80 19

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.96 0.98 1.00 0.92 1.00 0.97

Flt Protected 1.00 0.99 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3424 3484 1789 1724 1789 1829

Flt Permitted 0.95 0.79 0.69 1.00 0.68 1.00

Satd. Flow (perm) 3249 2794 1295 1724 1286 1829


Adj. Flow (vph) 11 396 159 63 216 35 67 50 65 40 87 21



Turn Type Perm Perm Perm Perm


Permitted Phases 6 2 4 8

Actuated Green, G (s) 36.0 36.0 7.1 7.1 7.1 7.1

Effective Green, g (s) 36.0 36.0 7.1 7.1 7.1 7.1

Actuated g/C Ratio 0.65 0.65 0.13 0.13 0.13 0.13

Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0

Lane Grp Cap (vph) 2123 1825 167 222 166 236

v/s Ratio Prot 0.03 0.05

v/s Ratio Perm c0.16 0.11 c0.05 0.03

v/c Ratio 0.25 0.17 0.40 0.26 0.24 0.39

Uniform Delay, d1 3.9 3.7 22.0 21.6 21.6 22.0

Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00

Incremental Delay, d2 0.3 0.2 1.6 0.6 0.8 1.1

Delay (s) 4.2 3.9 23.6 22.3 22.3 23.1

Level of Service A A C C C C

Approach Delay (s) 4.2 3.9 22.8 22.9

Approach LOS A A C C








HCM Unsignalized Intersection Capacity Analysis 2013 PM Background Traffic



P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_PM.syn Page 1


Lane Configurations

Volume (veh/h) 89 146 185 284 237 119


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2




Volume Total 97 159 201 154 154 172 215

Volume Left 97 0 201 0 0 0 0

Volume Right 0 159 0 0 0 0 129

cSH 238 815 1168 1700 1700 1700 1700


Queue Length 95th (m) 14.2 5.5 4.7 0.0 0.0 0.0 0.0

Control Delay (s) 30.2 10.5 8.7 0.0 0.0 0.0 0.0

Lane LOS D B A


Approach LOS C


Average Delay 5.5



Queues 2013 PM Background Traffic






v/c Ratio 0.09 0.51 0.48 0.69 0.21 0.53 0.07 0.60 0.11

Control Delay 17.0 20.3 23.7 34.2 10.4 19.3 9.8 24.5 5.7

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 17.0 20.3 23.7 34.2 10.4 19.3 9.8 24.5 5.7

Queue Length 50th (m) 2.7 17.2 16.9 43.1 4.9 33.8 1.7 49.0 0.0

Queue Length 95th (m) 7.8 29.7 31.0 82.6 15.3 99.7 6.9 105.7 8.7


Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0





Reduced v/c Ratio 0.09 0.31 0.48 0.56 0.19 0.53 0.06 0.60 0.11


HCM Signalized Intersection Capacity Analysis 2013 PM Background Traffic





Lane Configurations

Volume (vph) 26 221 127 150 302 22 87 360 75 30 435 69

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.95 1.00 0.99 1.00 0.97 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3383 1789 1864 1789 1834 1789 1883 1601

Flt Permitted 0.40 1.00 0.40 1.00 0.30 1.00 0.41 1.00 1.00

Satd. Flow (perm) 761 3383 748 1864 572 1834 773 1883 1601


Adj. Flow (vph) 28 240 138 163 328 24 95 391 82 33 473 75









Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0


Lane Grp Cap (vph) 206 705 320 482 398 845 372 776 660

v/s Ratio Prot 0.00 0.08 c0.04 c0.19 c0.02 0.25 0.00 c0.25

v/s Ratio Perm 0.03 0.13 0.11 0.04 0.02

v/c Ratio 0.14 0.40 0.51 0.72 0.24 0.55 0.09 0.61 0.05

Uniform Delay, d1 24.0 27.3 20.4 27.1 10.7 15.6 12.9 18.5 14.1



Delay (s) 24.3 27.7 21.7 32.4 11.1 18.2 13.0 22.0 14.3

Level of Service C C C C B B B C B

Approach Delay (s) 27.5 29.0 17.0 20.5

Approach LOS C C B C














v/c Ratio 0.24 0.13 0.08 0.24 0.25 0.05 0.20 0.45 0.07 0.29

Control Delay 11.0 9.4 4.1 10.8 10.2 4.6 9.8 10.7 8.6 8.8

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 11.0 9.4 4.1 10.8 10.2 4.6 9.8 10.7 8.6 8.8

Queue Length 50th (m) 4.0 3.2 0.0 4.4 6.5 0.0 3.0 10.3 0.9 5.8

Queue Length 95th (m) 13.9 10.9 4.6 14.8 19.2 3.7 9.9 25.9 4.4 16.5


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0





Reduced v/c Ratio 0.11 0.06 0.04 0.11 0.11 0.02 0.09 0.20 0.03 0.13







Lane Configurations

Volume (vph) 102 84 49 111 164 30 75 202 61 25 131 39

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.97 1.00 0.97

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1818 1789 1819

Flt Permitted 0.64 1.00 1.00 0.70 1.00 1.00 0.64 1.00 0.58 1.00

Satd. Flow (perm) 1215 1883 1601 1315 1883 1601 1208 1818 1101 1819


Adj. Flow (vph) 111 91 53 121 178 33 82 220 66 27 142 42









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 313 485 412 339 485 412 419 630 382 630

v/s Ratio Prot 0.05 c0.09 c0.15 0.09

v/s Ratio Perm 0.09 0.01 0.09 0.01 0.07 0.02

v/c Ratio 0.35 0.19 0.03 0.36 0.37 0.02 0.20 0.43 0.07 0.26

Uniform Delay, d1 9.2 8.8 8.4 9.2 9.2 8.4 6.9 7.6 6.6 7.1



Delay (s) 9.9 9.0 8.5 9.8 9.7 8.4 7.2 8.1 6.7 7.3

















v/c Ratio 0.23 0.23 0.40 0.44 0.25 0.19

Control Delay 4.2 4.9 25.4 17.5 22.4 14.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 4.2 4.9 25.4 17.5 22.4 14.4

Queue Length 50th (m) 7.3 8.1 8.2 8.5 4.7 3.0

Queue Length 95th (m) 15.6 16.7 18.9 21.4 12.4 10.6







Reduced v/c Ratio 0.23 0.23 0.19 0.22 0.12 0.09







Lane Configurations

Volume (vph) 31 308 119 63 302 53 86 83 58 50 33 22

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.96 0.98 1.00 0.94 1.00 0.94

Flt Protected 1.00 0.99 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3428 3484 1789 1767 1789 1770

Flt Permitted 0.91 0.83 0.72 1.00 0.66 1.00

Satd. Flow (perm) 3119 2901 1352 1767 1243 1770


Adj. Flow (vph) 34 335 129 68 328 58 93 90 63 54 36 24









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 2011 1870 191 249 175 250


v/s Ratio Perm 0.15 c0.15 c0.07 0.04

v/c Ratio 0.23 0.24 0.49 0.42 0.31 0.16

Uniform Delay, d1 4.1 4.2 22.2 22.0 21.6 21.1



Delay (s) 4.4 4.5 24.1 23.1 22.6 21.4


Approach Delay (s) 4.4 4.5 23.5 22.0






Intersection Capacity Utilization 86.9% ICU Level of Service E



HCM Unsignalized Intersection Capacity Analysis 2013 SAT Background Traffic



P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_SAT.syn Page 1


Lane Configurations

Volume (veh/h) 15 134 113 138 165 16


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2




Volume Total 16 146 123 75 75 120 77

Volume Left 16 0 123 0 0 0 0

Volume Right 0 146 0 0 0 0 17

cSH 450 938 1373 1700 1700 1700 1700


Queue Length 95th (m) 0.9 4.2 2.2 0.0 0.0 0.0 0.0

Control Delay (s) 13.3 9.5 7.9 0.0 0.0 0.0 0.0

Lane LOS B A A


Approach LOS A


Average Delay 4.1



Queues 2013 SAT Background Traffic






v/c Ratio 0.09 0.46 0.25 0.47 0.13 0.39 0.04 0.32 0.03

Control Delay 18.2 18.8 20.2 29.3 7.5 13.6 7.3 16.6 6.6

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 18.2 18.8 20.2 29.3 7.5 13.6 7.3 16.6 6.6

Queue Length 50th (m) 3.4 11.1 8.2 19.2 4.3 21.9 1.2 23.9 0.0

Queue Length 95th (m) 9.2 21.7 17.7 41.9 12.2 63.0 4.8 50.7 4.7


Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0





Reduced v/c Ratio 0.09 0.22 0.25 0.26 0.13 0.39 0.04 0.32 0.03


HCM Signalized Intersection Capacity Analysis 2013 SAT Background Traffic





Lane Configurations

Volume (vph) 32 154 110 76 146 20 85 250 91 24 256 24

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.94 1.00 0.98 1.00 0.96 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3354 1789 1849 1789 1808 1789 1883 1601

Flt Permitted 0.64 1.00 0.48 1.00 0.52 1.00 0.54 1.00 1.00

Satd. Flow (perm) 1211 3354 905 1849 974 1808 1018 1883 1601


Adj. Flow (vph) 35 167 120 83 159 22 92 272 99 26 278 26









Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0


Lane Grp Cap (vph) 250 551 287 364 622 903 514 848 721

v/s Ratio Prot 0.00 0.06 c0.02 c0.09 c0.01 c0.20 0.00 0.15

v/s Ratio Perm 0.02 0.06 0.07 0.02 0.01

v/c Ratio 0.14 0.34 0.29 0.48 0.15 0.40 0.05 0.33 0.02

Uniform Delay, d1 24.5 27.3 21.3 26.3 7.3 11.5 10.0 13.1 11.2



Delay (s) 24.8 27.6 21.9 27.3 7.4 12.8 10.1 14.1 11.3


Approach Delay (s) 27.3 25.6 11.8 13.5



HCM Average Control Delay 18.5 HCM Level of Service B












v/c Ratio 0.06 0.10 0.04 0.07 0.11 0.01 0.12 0.26 0.02 0.17

Control Delay 7.3 7.2 3.8 7.3 7.2 4.8 8.8 7.6 8.1 7.1

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 7.3 7.2 3.8 7.3 7.2 4.8 8.8 7.6 8.1 7.1

Queue Length 50th (m) 1.2 2.6 0.0 1.4 2.7 0.0 1.9 4.5 0.3 2.7

Queue Length 95th (m) 4.6 7.7 2.6 5.1 7.9 1.4 5.7 11.7 1.7 8.0


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0





Reduced v/c Ratio 0.03 0.05 0.02 0.03 0.05 0.01 0.04 0.10 0.01 0.06







Lane Configurations

Volume (vph) 38 80 29 45 83 8 48 105 48 7 70 26

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.95 1.00 0.96

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1795 1789 1807

Flt Permitted 0.82 1.00 1.00 0.82 1.00 1.00 0.69 1.00 0.65 1.00

Satd. Flow (perm) 1538 1883 1601 1538 1883 1601 1299 1795 1228 1807


Adj. Flow (vph) 41 87 32 49 90 9 52 114 52 8 76 28









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 323 396 337 323 396 337 357 493 337 496

v/s Ratio Prot 0.05 c0.05 c0.08 0.05

v/s Ratio Perm 0.03 0.00 0.03 0.00 0.04 0.01

v/c Ratio 0.13 0.22 0.02 0.15 0.23 0.01 0.15 0.28 0.02 0.17

Uniform Delay, d1 7.5 7.6 7.3 7.5 7.6 7.3 6.4 6.6 6.2 6.4



Delay (s) 7.6 7.9 7.3 7.7 7.9 7.3 6.6 6.9 6.2 6.6

















v/c Ratio 0.09 0.08 0.31 0.36 0.06 0.09

Control Delay 3.8 3.9 23.8 13.8 19.5 14.7

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 3.8 3.9 23.8 13.8 19.5 14.7

Queue Length 50th (m) 2.6 2.4 5.8 4.2 1.0 1.2

Queue Length 95th (m) 6.5 6.0 14.7 15.0 4.5 6.2







Reduced v/c Ratio 0.09 0.08 0.13 0.17 0.03 0.04







Lane Configurations

Volume (vph) 22 128 30 16 123 23 62 46 60 11 13 11

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.97 0.98 1.00 0.92 1.00 0.93

Flt Protected 0.99 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3467 3485 1789 1724 1789 1753

Flt Permitted 0.92 0.93 0.74 1.00 0.68 1.00

Satd. Flow (perm) 3199 3246 1394 1724 1286 1753


Adj. Flow (vph) 24 139 33 17 134 25 67 50 65 12 14 12









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 2094 2125 177 219 164 223


v/s Ratio Perm c0.06 0.05 c0.05 0.01

v/c Ratio 0.09 0.08 0.38 0.27 0.07 0.07

Uniform Delay, d1 3.5 3.5 22.0 21.7 21.1 21.1



Delay (s) 3.6 3.5 23.4 22.3 21.3 21.3


Approach Delay (s) 3.6 3.5 22.7 21.3









Appendix E

Synchro Reports

Future Background Traffic Plus

External Development Traffic (2019)

Queues 2019 AM BG + Ext Dev Traffic




Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT


v/c Ratio 0.17 0.28 0.65 0.08 0.23 0.31 0.10 0.09 0.27

Control Delay 18.7 19.7 10.8 17.2 14.5 9.4 5.8 6.9 6.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 18.7 19.7 10.8 17.2 14.5 9.4 5.8 6.9 6.4

Queue Length 50th (m) 3.7 8.4 5.3 1.6 4.8 6.0 3.5 2.2 10.1

Queue Length 95th (m) 9.9 18.1 23.0 5.6 13.3 21.8 10.5 9.0 25.4


Turn Bay Length (m) 30.0 50.0 40.0 50.0





Reduced v/c Ratio 0.08 0.13 0.43 0.04 0.11 0.31 0.10 0.09 0.27


HCM Signalized Intersection Capacity Analysis 2019 AM BG + Ext Dev Traffic





Lane Configurations

Volume (vph) 41 94 329 18 54 24 141 183 12 59 444 58

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95

Frt 1.00 1.00 0.85 1.00 0.95 1.00 0.99 1.00 0.98

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1797 1789 3546 1789 3517

Flt Permitted 0.70 1.00 1.00 0.69 1.00 0.45 1.00 0.62 1.00

Satd. Flow (perm) 1322 1883 1601 1302 1797 844 3546 1166 3517


Adj. Flow (vph) 45 102 358 20 59 26 153 199 13 64 483 63



Turn Type Perm Perm Perm Perm Perm






Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 258 368 313 255 351 490 2060 677 2043

v/s Ratio Prot 0.05 0.04 0.06 0.15

v/s Ratio Perm 0.03 c0.08 0.02 c0.18 0.05

v/c Ratio 0.17 0.28 0.39 0.08 0.18 0.31 0.10 0.09 0.26

Uniform Delay, d1 18.0 18.4 18.8 17.6 18.0 5.8 5.0 5.0 5.6



Delay (s) 18.3 18.8 19.6 17.8 18.3 7.4 5.1 5.3 5.9

Level of Service B B B B B A A A A

Approach Delay (s) 19.3 18.2 6.1 5.8

Approach LOS B B A A














v/c Ratio 0.19 0.76 0.38 0.52 0.20 0.63 0.08 0.61 0.08

Control Delay 17.5 28.7 21.0 30.7 11.6 24.0 10.9 26.5 6.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 17.5 28.7 21.0 30.7 11.6 24.0 10.9 26.5 6.4

Queue Length 50th (m) 7.4 45.7 9.1 33.3 6.6 65.3 2.5 61.7 0.0

Queue Length 95th (m) 16.2 67.2 18.8 56.4 14.4 108.7 7.1 103.2 7.2


Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0





Reduced v/c Ratio 0.19 0.60 0.38 0.40 0.18 0.63 0.07 0.61 0.08







Lane Configurations

Volume (vph) 69 416 247 84 210 17 81 338 130 32 427 47

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.94 1.00 0.99 1.00 0.96 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3379 1789 1863 1789 1805 1789 1883 1601

Flt Permitted 0.49 1.00 0.20 1.00 0.31 1.00 0.33 1.00 1.00

Satd. Flow (perm) 929 3379 379 1863 582 1805 631 1883 1601


Adj. Flow (vph) 75 452 268 91 228 18 88 367 141 35 464 51









Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0


Lane Grp Cap (vph) 327 828 192 457 386 780 336 758 645


v/s Ratio Perm 0.06 0.12 0.10 0.04 0.01

v/c Ratio 0.23 0.75 0.47 0.53 0.23 0.63 0.10 0.61 0.03

Uniform Delay, d1 20.8 28.3 21.7 26.6 11.6 18.0 13.2 19.2 14.7



Delay (s) 21.2 32.0 23.5 27.8 11.9 21.9 13.3 22.9 14.8

Level of Service C C C C B C B C B

Approach Delay (s) 31.0 26.6 20.5 21.5

Approach LOS C C C C














v/c Ratio 0.36 0.32 0.16 0.46 0.29 0.09 0.19 0.48 0.21 0.56

Control Delay 13.2 11.6 3.7 15.1 11.3 4.2 11.5 12.4 11.7 14.1

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 13.2 11.6 3.7 15.1 11.3 4.2 11.5 12.4 11.7 14.1

Queue Length 50th (m) 6.2 8.5 0.0 8.3 7.6 0.0 2.5 11.0 2.9 13.7

Queue Length 95th (m) 20.9 25.7 6.6 27.1 23.3 4.9 10.8 34.1 11.9 41.0


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0





Reduced v/c Ratio 0.16 0.14 0.08 0.21 0.13 0.04 0.09 0.24 0.10 0.27







Lane Configurations

Volume (vph) 136 191 88 175 173 46 61 196 76 69 243 72

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.97

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1804 1789 1819

Flt Permitted 0.64 1.00 1.00 0.63 1.00 1.00 0.56 1.00 0.58 1.00

Satd. Flow (perm) 1204 1883 1601 1182 1883 1601 1046 1804 1091 1819


Adj. Flow (vph) 148 208 96 190 188 50 66 213 83 75 264 78









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 424 663 563 416 663 563 346 597 361 602

v/s Ratio Prot 0.11 0.10 0.15 c0.18

v/s Ratio Perm 0.12 0.02 c0.16 0.01 0.06 0.07

v/c Ratio 0.35 0.31 0.06 0.46 0.28 0.03 0.19 0.46 0.21 0.54

Uniform Delay, d1 9.1 8.9 8.1 9.5 8.8 8.0 9.0 10.0 9.1 10.3



Delay (s) 9.6 9.2 8.2 10.3 9.1 8.1 9.3 10.5 9.4 11.2

Level of Service A A A B A A A B A B

Approach Delay (s) 9.1 9.5 10.3 10.9

Approach LOS A A B B














v/c Ratio 0.30 0.21 0.41 0.37 0.22 0.37

Control Delay 4.7 5.0 25.7 13.0 21.7 20.2

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 4.7 5.0 25.7 13.0 21.7 20.2

Queue Length 50th (m) 11.5 7.1 7.9 4.9 4.1 8.9

Queue Length 95th (m) 22.9 15.1 18.4 16.4 11.3 20.4







Reduced v/c Ratio 0.30 0.21 0.19 0.20 0.10 0.18







Lane Configurations

Volume (vph) 11 453 164 67 259 37 82 52 70 44 90 21

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.96 0.98 1.00 0.91 1.00 0.97

Flt Protected 1.00 0.99 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3435 3492 1789 1722 1789 1830

Flt Permitted 0.95 0.77 0.68 1.00 0.67 1.00

Satd. Flow (perm) 3257 2708 1279 1722 1265 1830


Adj. Flow (vph) 12 492 178 73 282 40 89 57 76 48 98 23









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 2096 1743 182 246 180 261


v/s Ratio Perm c0.20 0.14 c0.07 0.04

v/c Ratio 0.31 0.22 0.49 0.28 0.27 0.40

Uniform Delay, d1 4.4 4.2 22.2 21.5 21.4 21.9



Delay (s) 4.8 4.4 24.2 22.1 22.2 22.9


Approach Delay (s) 4.8 4.4 22.9 22.7









HCM Unsignalized Intersection Capacity Analysis 2019 AM BG + Ext Dev Traffic

5: Starwood Dr & 11 Starwood Access 4/5/2013



Movement EBL EBT WBT WBR SBL SBR

Lane Configurations

Volume (veh/h) 3 447 150 4 17 8

Sign Control Free Free Stop

Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m) 143






tC, single (s) 4.1 6.8 6.9

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3



Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1

Volume Total 165 324 109 59 27

Volume Left 3 0 0 0 18

Volume Right 0 0 0 4 9

cSH 1408 1700 1700 1700 650

Volume to Capacity 0.00 0.19 0.06 0.03 0.04

Queue Length 95th (m) 0.1 0.0 0.0 0.0 1.0

Control Delay (s) 0.2 0.0 0.0 0.0 10.8

Lane LOS A B


Approach LOS B


Average Delay 0.5



Queues 2019 PM BG + Ext Dev Traffic






v/c Ratio 0.48 0.53 0.31 0.34 0.75 0.61 0.31 0.32 0.58

Control Delay 28.2 22.5 4.7 21.1 27.7 13.4 14.6 9.1 18.6

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 28.2 22.5 4.7 21.1 27.7 13.4 14.6 9.1 18.6

Queue Length 50th (m) 7.6 26.1 0.0 8.1 35.7 16.3 17.8 8.6 30.0

Queue Length 95th (m) 19.4 45.1 11.3 18.6 61.7 31.8 29.9 18.4 48.2


Turn Bay Length (m) 30.0 50.0 40.0 50.0





Reduced v/c Ratio 0.38 0.42 0.26 0.27 0.60 0.60 0.31 0.31 0.58


HCM Signalized Intersection Capacity Analysis 2019 PM BG + Ext Dev Traffic





Lane Configurations

Volume (vph) 75 255 163 84 251 107 279 364 35 160 459 159

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95

Frt 1.00 1.00 0.85 1.00 0.96 1.00 0.99 1.00 0.96

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1799 1789 3532 1789 3440

Flt Permitted 0.33 1.00 1.00 0.52 1.00 0.28 1.00 0.50 1.00

Satd. Flow (perm) 625 1883 1601 971 1799 518 3532 941 3440


Adj. Flow (vph) 82 277 177 91 273 116 303 396 38 174 499 173



Turn Type Perm Perm Perm pm+pt pm+pt

Protected Phases 4 8 5 2 1 6





Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 6.0


Lane Grp Cap (vph) 170 512 436 264 490 471 1390 467 1128

v/s Ratio Prot 0.15 c0.20 c0.10 0.12 0.03 0.18

v/s Ratio Perm 0.13 0.03 0.09 c0.24 0.12

v/c Ratio 0.48 0.54 0.11 0.34 0.74 0.64 0.30 0.37 0.55

Uniform Delay, d1 18.6 18.9 16.7 17.8 20.2 8.8 12.8 11.5 16.8



Delay (s) 20.8 20.1 16.8 18.6 26.2 11.8 13.3 12.0 18.8

Level of Service C C B B C B B B B

Approach Delay (s) 19.1 24.8 12.7 17.4

Approach LOS B C B B





Intersection Capacity Utilization 77.1% ICU Level of Service D









v/c Ratio 0.19 0.67 0.76 0.93 0.40 0.66 0.10 0.77 0.16

Control Delay 18.3 23.5 40.9 56.7 14.1 25.8 11.1 34.5 5.2

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 18.3 23.5 40.9 56.7 14.1 25.8 11.1 34.5 5.2

Queue Length 50th (m) 4.3 35.7 20.0 87.1 11.7 76.0 3.0 82.2 0.0

Queue Length 95th (m) 10.5 53.8 #45.4 #151.8 21.0 #119.0 7.4 #135.1 9.9


Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0





Reduced v/c Ratio 0.19 0.58 0.76 0.93 0.37 0.66 0.08 0.77 0.16


# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.






Lane Configurations

Volume (vph) 40 356 250 169 449 25 127 405 85 34 490 93

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.94 1.00 0.99 1.00 0.97 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3357 1789 1869 1789 1835 1789 1883 1601

Flt Permitted 0.18 1.00 0.21 1.00 0.20 1.00 0.32 1.00 1.00

Satd. Flow (perm) 335 3357 390 1869 378 1835 595 1883 1601


Adj. Flow (vph) 43 387 272 184 488 27 138 440 92 37 533 101









Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0


Lane Grp Cap (vph) 155 861 234 535 330 778 302 698 593


v/s Ratio Perm 0.07 0.23 0.17 0.05 0.02

v/c Ratio 0.28 0.60 0.79 0.96 0.42 0.67 0.12 0.76 0.06

Uniform Delay, d1 23.9 28.6 22.3 30.8 14.5 20.4 15.9 24.2 17.8



Delay (s) 24.9 29.7 38.1 59.2 15.3 25.0 16.1 32.0 18.0

Level of Service C C D E B C B C B

Approach Delay (s) 29.4 53.6 23.0 29.0

Approach LOS C D C C














v/c Ratio 0.31 0.26 0.10 0.54 0.40 0.08 0.22 0.69 0.20 0.32

Control Delay 13.8 12.1 4.1 17.6 13.4 4.3 12.8 16.9 13.7 11.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 13.8 12.1 4.1 17.6 13.4 4.3 12.8 16.9 13.7 11.4

Queue Length 50th (m) 6.4 8.9 0.0 13.2 14.0 0.0 4.4 21.1 2.4 8.9

Queue Length 95th (m) 19.6 24.0 5.5 36.3 35.3 5.1 16.2 62.8 10.9 28.0


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0





Reduced v/c Ratio 0.16 0.14 0.05 0.28 0.21 0.05 0.13 0.42 0.12 0.19







Lane Configurations

Volume (vph) 115 163 55 216 245 47 86 229 191 48 150 44

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 1.00 0.97

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1755 1789 1819

Flt Permitted 0.60 1.00 1.00 0.65 1.00 1.00 0.63 1.00 0.39 1.00

Satd. Flow (perm) 1121 1883 1601 1216 1883 1601 1179 1755 732 1819


Adj. Flow (vph) 125 177 60 235 266 51 93 249 208 52 163 48









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 409 687 584 443 687 584 425 632 264 655

v/s Ratio Prot 0.09 0.14 c0.23 0.11

v/s Ratio Perm 0.11 0.01 c0.19 0.01 0.08 0.07

v/c Ratio 0.31 0.26 0.04 0.53 0.39 0.03 0.22 0.65 0.20 0.30

Uniform Delay, d1 9.9 9.7 8.9 10.9 10.2 8.9 9.7 11.6 9.6 10.0



Delay (s) 10.3 9.9 8.9 12.1 10.6 8.9 10.0 13.9 10.0 10.2

Level of Service B A A B B A A B A B

Approach Delay (s) 9.9 11.1 13.3 10.2

Approach LOS A B B B














v/c Ratio 0.34 0.34 0.46 0.49 0.31 0.20

Control Delay 5.8 6.4 26.4 17.7 23.0 14.0

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 5.8 6.4 26.4 17.7 23.0 14.0

Queue Length 50th (m) 12.4 12.1 10.1 10.3 5.9 3.4

Queue Length 95th (m) 26.0 25.4 21.8 24.3 14.8 11.3







Reduced v/c Ratio 0.34 0.34 0.24 0.28 0.16 0.11







Lane Configurations

Volume (vph) 35 438 134 77 395 65 103 93 73 63 37 25

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.97 0.98 1.00 0.93 1.00 0.94

Flt Protected 1.00 0.99 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3450 3488 1789 1759 1789 1770

Flt Permitted 0.90 0.78 0.71 1.00 0.64 1.00

Satd. Flow (perm) 3112 2755 1344 1759 1213 1770


Adj. Flow (vph) 38 476 146 84 429 71 112 101 79 68 40 27









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 1902 1684 243 318 219 320


v/s Ratio Perm 0.20 c0.21 c0.08 0.06

v/c Ratio 0.33 0.34 0.46 0.40 0.31 0.14

Uniform Delay, d1 5.5 5.5 21.1 20.9 20.5 19.8



Delay (s) 5.9 6.0 22.5 21.7 21.3 20.0


Approach Delay (s) 5.9 6.0 22.0 20.7









HCM Unsignalized Intersection Capacity Analysis 2019 PM BG + Ext Dev Traffic





Lane Configurations

Volume (veh/h) 13 465 446 35 28 13


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.8 6.9

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3




Volume Total 183 337 323 200 45



cSH 1040 1700 1700 1700 395


Queue Length 95th (m) 0.3 0.0 0.0 0.0 2.9

Control Delay (s) 0.8 0.0 0.0 0.0 15.3

Lane LOS A C


Approach LOS C


Average Delay 0.8



Queues 2019 SAT BG + Ext Dev Traffic






v/c Ratio 0.10 0.62 0.25 0.47 0.85 0.36 0.22 0.36 0.43

Control Delay 17.7 24.3 4.6 25.5 35.0 9.6 13.1 9.9 18.6

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 17.7 24.3 4.6 25.5 35.0 9.6 13.1 9.9 18.6

Queue Length 50th (m) 1.1 34.4 0.0 10.4 47.5 11.5 10.0 12.6 24.5

Queue Length 95th (m) 4.6 57.7 10.1 23.9 #91.8 21.1 17.5 22.8 37.5


Turn Bay Length (m) 30.0 50.0 40.0 50.0





Reduced v/c Ratio 0.09 0.55 0.23 0.42 0.76 0.34 0.22 0.36 0.43




HCM Signalized Intersection Capacity Analysis 2019 SAT BG + Ext Dev Traffic





Lane Configurations

Volume (vph) 12 321 132 102 306 132 185 204 44 201 422 37

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95

Frt 1.00 1.00 0.85 1.00 0.95 1.00 0.97 1.00 0.99

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1799 1789 3483 1789 3536

Flt Permitted 0.23 1.00 1.00 0.42 1.00 0.41 1.00 0.59 1.00

Satd. Flow (perm) 442 1883 1601 786 1799 766 3483 1103 3536


Adj. Flow (vph) 13 349 143 111 333 143 201 222 48 218 459 40









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 6.0


Lane Grp Cap (vph) 132 564 479 235 539 515 1226 555 1149

v/s Ratio Prot 0.19 c0.25 c0.05 0.07 0.04 c0.14

v/s Ratio Perm 0.03 0.03 0.14 0.14 0.13

v/c Ratio 0.10 0.62 0.09 0.47 0.84 0.39 0.20 0.39 0.43

Uniform Delay, d1 15.9 18.9 15.8 18.0 20.6 9.3 14.2 11.4 16.6



Delay (s) 16.2 20.9 15.9 19.5 31.5 9.8 14.5 11.9 17.8

Level of Service B C B B C A B B B

Approach Delay (s) 19.4 29.2 12.5 16.0















v/c Ratio 0.16 0.55 0.31 0.66 0.24 0.45 0.05 0.42 0.06

Control Delay 18.2 22.2 20.4 35.6 10.3 17.3 9.7 21.6 6.8

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 18.2 22.2 20.4 35.6 10.3 17.3 9.7 21.6 6.8

Queue Length 50th (m) 5.2 22.7 9.7 41.5 10.1 34.9 1.8 35.9 0.0

Queue Length 95th (m) 12.0 36.3 19.2 66.5 22.6 83.7 6.3 65.6 6.5


Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0





Reduced v/c Ratio 0.16 0.38 0.31 0.48 0.24 0.45 0.04 0.42 0.06







Lane Configurations

Volume (vph) 47 259 152 86 242 23 137 281 103 27 288 38

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.94 1.00 0.99 1.00 0.96 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3380 1789 1859 1789 1808 1789 1883 1601

Flt Permitted 0.42 1.00 0.36 1.00 0.46 1.00 0.51 1.00 1.00

Satd. Flow (perm) 788 3380 672 1859 862 1808 965 1883 1601


Adj. Flow (vph) 51 282 165 93 263 25 149 305 112 29 313 41









Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0


Lane Grp Cap (vph) 236 702 251 415 576 879 449 770 655


v/s Ratio Perm 0.04 0.08 0.12 0.03 0.01

v/c Ratio 0.22 0.49 0.37 0.68 0.26 0.46 0.06 0.41 0.03

Uniform Delay, d1 24.0 28.6 22.6 29.2 9.3 13.9 13.1 17.2 14.5



Delay (s) 24.5 29.2 23.5 33.8 9.5 15.7 13.1 18.7 14.5


Approach Delay (s) 28.7 31.3 14.1 17.9















v/c Ratio 0.10 0.28 0.06 0.31 0.21 0.03 0.15 0.43 0.06 0.20

Control Delay 8.8 9.6 4.1 10.9 9.2 4.9 9.9 8.8 9.2 8.0

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 8.8 9.6 4.1 10.9 9.2 4.9 9.9 8.8 9.2 8.0

Queue Length 50th (m) 1.5 6.8 0.0 4.8 4.9 0.0 2.1 6.2 0.8 3.1

Queue Length 95th (m) 6.6 20.1 3.6 16.2 15.5 2.5 8.1 20.3 4.0 11.3


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0





Reduced v/c Ratio 0.04 0.12 0.03 0.13 0.09 0.01 0.06 0.18 0.02 0.08







Lane Configurations

Volume (vph) 43 186 33 128 138 16 54 118 122 20 79 29

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.92 1.00 0.96

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1739 1789 1807

Flt Permitted 0.66 1.00 1.00 0.63 1.00 1.00 0.68 1.00 0.60 1.00

Satd. Flow (perm) 1246 1883 1601 1189 1883 1601 1283 1739 1126 1807


Adj. Flow (vph) 47 202 36 139 150 17 59 128 133 22 86 32









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 345 522 444 329 522 444 407 552 358 574

v/s Ratio Prot 0.11 0.08 c0.11 0.05

v/s Ratio Perm 0.04 0.01 c0.12 0.00 0.05 0.02

v/c Ratio 0.14 0.39 0.02 0.42 0.29 0.01 0.14 0.36 0.06 0.17

Uniform Delay, d1 8.0 8.7 7.8 8.8 8.4 7.8 7.2 7.8 7.0 7.3



Delay (s) 8.2 9.1 7.8 9.6 8.7 7.8 7.4 8.2 7.1 7.4

















v/c Ratio 0.14 0.13 0.21 0.32 0.10 0.11

Control Delay 3.7 3.6 22.6 13.0 20.6 15.3

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 3.7 3.6 22.6 13.0 20.6 15.3

Queue Length 50th (m) 4.6 3.9 3.5 2.7 1.5 1.3

Queue Length 95th (m) 9.5 8.4 10.3 12.5 5.9 6.7







Reduced v/c Ratio 0.14 0.13 0.08 0.14 0.04 0.04







Lane Configurations

Volume (vph) 25 240 34 24 206 34 38 29 56 17 15 12

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.98 0.98 1.00 0.90 1.00 0.93

Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3503 3494 1789 1698 1789 1757

Flt Permitted 0.92 0.91 0.74 1.00 0.70 1.00

Satd. Flow (perm) 3230 3204 1391 1698 1312 1757


Adj. Flow (vph) 27 261 37 26 224 37 41 32 61 18 16 13









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 2157 2140 157 192 148 199


v/s Ratio Perm c0.10 0.09 c0.03 0.01

v/c Ratio 0.15 0.13 0.26 0.20 0.12 0.09

Uniform Delay, d1 3.3 3.3 22.2 22.1 21.9 21.8



Delay (s) 3.5 3.4 23.1 22.6 22.2 22.0


Approach Delay (s) 3.5 3.4 22.7 22.1









HCM Unsignalized Intersection Capacity Analysis 2019 SAT BG + Ext Dev Traffic





Lane Configurations

Volume (veh/h) 12 455 380 21 10 5


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.8 6.9

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3




Volume Total 178 330 275 161 16



cSH 1120 1700 1700 1700 450


Queue Length 95th (m) 0.3 0.0 0.0 0.0 0.9

Control Delay (s) 0.7 0.0 0.0 0.0 13.3

Lane LOS A B


Approach LOS B


Average Delay 0.4



Appendix F

Synchro Reports

Future Total Traffic (2019)

Queues 2019 AM Total Traffic



P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 1



v/c Ratio 0.23 0.25 0.70 0.07 0.21 0.36 0.11 0.10 0.28

Control Delay 18.9 18.6 12.8 16.3 13.6 11.2 6.6 7.9 7.2

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 18.9 18.6 12.8 16.3 13.6 11.2 6.6 7.9 7.2

Queue Length 50th (m) 5.4 8.4 9.1 1.6 4.8 7.5 4.1 2.4 11.2

Queue Length 95th (m) 13.1 17.8 29.8 5.6 13.0 27.3 12.2 9.9 28.5


Turn Bay Length (m) 30.0 50.0 40.0 50.0





Reduced v/c Ratio 0.12 0.13 0.49 0.04 0.12 0.36 0.11 0.10 0.28


HCM Signalized Intersection Capacity Analysis 2019 AM Total Traffic





Lane Configurations

Volume (vph) 60 94 367 18 54 24 156 195 12 59 447 63

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95

Frt 1.00 1.00 0.85 1.00 0.95 1.00 0.99 1.00 0.98

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1797 1789 3548 1789 3513

Flt Permitted 0.70 1.00 1.00 0.69 1.00 0.44 1.00 0.61 1.00

Satd. Flow (perm) 1322 1883 1601 1302 1797 837 3548 1151 3513


Adj. Flow (vph) 65 102 399 20 59 26 170 212 13 64 486 68



Turn Type Perm Perm Perm Perm Perm






Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 285 406 345 281 387 475 2012 653 1992

v/s Ratio Prot 0.05 0.04 0.06 0.15

v/s Ratio Perm 0.05 c0.11 0.02 c0.20 0.06

v/c Ratio 0.23 0.25 0.50 0.07 0.17 0.36 0.11 0.10 0.27

Uniform Delay, d1 17.9 18.0 19.0 17.2 17.6 6.5 5.5 5.5 6.1



Delay (s) 18.3 18.3 20.2 17.4 17.8 8.6 5.6 5.8 6.4

Level of Service B B C B B A A A A

Approach Delay (s) 19.6 17.7 6.9 6.4

Approach LOS B B A A














v/c Ratio 0.23 0.80 0.39 0.52 0.22 0.64 0.09 0.62 0.08

Control Delay 17.8 31.1 21.2 30.3 12.1 24.8 11.2 27.4 6.4

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 17.8 31.1 21.2 30.3 12.1 24.8 11.2 27.4 6.4

Queue Length 50th (m) 8.9 54.1 9.1 35.4 7.4 68.9 2.7 65.3 0.0

Queue Length 95th (m) 18.4 77.5 18.8 59.4 15.0 108.7 7.1 103.2 7.4


Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0





Reduced v/c Ratio 0.23 0.68 0.39 0.43 0.20 0.64 0.07 0.62 0.08







Lane Configurations

Volume (vph) 82 465 263 84 221 17 85 338 130 32 427 50

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.95 1.00 0.99 1.00 0.96 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3384 1789 1864 1789 1805 1789 1883 1601

Flt Permitted 0.48 1.00 0.19 1.00 0.30 1.00 0.33 1.00 1.00

Satd. Flow (perm) 905 3384 350 1864 563 1805 614 1883 1601


Adj. Flow (vph) 89 505 286 91 240 18 92 367 141 35 464 54









Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0


Lane Grp Cap (vph) 332 878 188 483 374 764 323 740 630


v/s Ratio Perm 0.07 0.13 0.10 0.04 0.01

v/c Ratio 0.27 0.80 0.48 0.53 0.25 0.65 0.11 0.63 0.03

Uniform Delay, d1 20.7 28.7 21.6 26.3 12.3 19.0 14.0 20.3 15.5



Delay (s) 21.1 33.8 23.6 27.4 12.6 23.2 14.1 24.2 15.6

Level of Service C C C C B C B C B

Approach Delay (s) 32.5 26.4 21.6 22.8

Approach LOS C C C C














v/c Ratio 0.35 0.32 0.15 0.46 0.32 0.27 0.20 0.49 0.21 0.57

Control Delay 13.1 11.5 3.6 14.8 11.5 3.3 12.2 13.0 12.2 14.7

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 13.1 11.5 3.6 14.8 11.5 3.3 12.2 13.0 12.2 14.7

Queue Length 50th (m) 6.3 8.9 0.0 8.4 9.0 0.0 2.7 11.6 3.1 14.5

Queue Length 95th (m) 21.3 26.8 6.7 27.5 26.9 9.3 11.4 36.1 12.5 43.5


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0





Reduced v/c Ratio 0.17 0.15 0.08 0.21 0.15 0.15 0.09 0.24 0.10 0.28







Lane Configurations

Volume (vph) 136 197 88 175 198 175 61 196 76 69 243 72

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.97

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1804 1789 1819

Flt Permitted 0.62 1.00 1.00 0.62 1.00 1.00 0.55 1.00 0.58 1.00

Satd. Flow (perm) 1175 1883 1601 1176 1883 1601 1038 1804 1091 1819


Adj. Flow (vph) 148 214 96 190 215 190 66 213 83 75 264 78









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 425 681 579 425 681 579 341 592 358 597

v/s Ratio Prot 0.11 0.11 0.15 c0.18

v/s Ratio Perm 0.13 0.02 c0.16 0.04 0.06 0.07

v/c Ratio 0.35 0.31 0.06 0.45 0.32 0.12 0.19 0.46 0.21 0.54

Uniform Delay, d1 9.0 8.9 8.1 9.4 8.9 8.2 9.3 10.3 9.4 10.6



Delay (s) 9.5 9.2 8.1 10.2 9.2 8.3 9.6 10.9 9.7 11.6

Level of Service A A A B A A A B A B

Approach Delay (s) 9.1 9.2 10.6 11.3

Approach LOS A A B B














v/c Ratio 0.31 0.23 0.41 0.37 0.22 0.37

Control Delay 4.8 5.1 25.7 13.0 21.7 20.2

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 4.8 5.1 25.7 13.0 21.7 20.2

Queue Length 50th (m) 11.8 7.9 7.9 4.9 4.1 8.9

Queue Length 95th (m) 23.4 16.4 18.4 16.4 11.3 20.4







Reduced v/c Ratio 0.31 0.23 0.19 0.20 0.10 0.18







Lane Configurations

Volume (vph) 11 461 164 67 290 37 82 52 70 44 90 21

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.96 0.99 1.00 0.91 1.00 0.97

Flt Protected 1.00 0.99 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3437 3499 1789 1722 1789 1830

Flt Permitted 0.95 0.77 0.68 1.00 0.67 1.00

Satd. Flow (perm) 3257 2734 1279 1722 1265 1830


Adj. Flow (vph) 12 501 178 73 315 40 89 57 76 48 98 23









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 2096 1759 182 246 180 261


v/s Ratio Perm c0.20 0.15 c0.07 0.04

v/c Ratio 0.31 0.24 0.49 0.28 0.27 0.40

Uniform Delay, d1 4.5 4.2 22.2 21.5 21.4 21.9



Delay (s) 4.8 4.5 24.2 22.1 22.2 22.9


Approach Delay (s) 4.8 4.5 22.9 22.7









HCM Unsignalized Intersection Capacity Analysis 2019 AM Total Traffic

5: Starwood Dr & North (West) Access 4/8/2013




Lane Configurations

Volume (veh/h) 3 455 3 9 260 4 15 0 44 17 0 8

Sign Control Free Free Stop Stop

Grade 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 0.92

Hourly flow rate (vph) 3 495 3 10 283 4 16 0 48 18 0 9

Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)



vC, conflicting volume 287 498 672 809 249 606 809 143



vCu, unblocked vol 287 498 672 809 249 606 809 143

tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9

tC, 2 stage (s)

tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3

p0 queue free % 100 99 95 100 94 95 100 99

cM capacity (veh/h) 1272 1062 335 309 751 354 309 878

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1

Volume Total 251 251 151 146 64 27

Volume Left 3 0 10 0 16 18

Volume Right 0 3 0 4 48 9

cSH 1272 1700 1062 1700 571 437

Volume to Capacity 0.00 0.15 0.01 0.09 0.11 0.06

Queue Length 95th (m) 0.1 0.0 0.2 0.0 2.9 1.5

Control Delay (s) 0.1 0.0 0.6 0.0 12.1 13.8

Lane LOS A A B B

Approach Delay (s) 0.1 0.3 12.1 13.8

Approach LOS B B


Average Delay 1.4




6: Starwood Dr & North (East) Access 4/8/2013



Movement EBT EBR WBL WBT NBL NBR

Lane Configurations

Volume (veh/h) 514 2 6 269 4 12


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.8 6.9

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1

Volume Total 372 188 104 195 17



cSH 1700 1700 1006 1700 575


Queue Length 95th (m) 0.0 0.0 0.1 0.0 0.7

Control Delay (s) 0.0 0.0 0.6 0.0 11.5

Lane LOS A B


Approach LOS B


Average Delay 0.3




7: East Access & Watson Pkwy N 4/8/2013




Lane Configurations

Volume (veh/h) 18 41 8 346 769 4


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m) 345 137

pX, platoon unblocked 0.98 0.98 0.98





tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2



Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2

Volume Total 64 134 251 557 283



cSH 406 803 1700 1700 1700


Queue Length 95th (m) 4.2 0.2 0.0 0.0 0.0

Control Delay (s) 15.5 0.7 0.0 0.0 0.0

Lane LOS C A


Approach LOS C


Average Delay 0.8



Queues 2019 PM Total Traffic



P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 1



v/c Ratio 0.56 0.54 0.36 0.34 0.75 0.74 0.31 0.32 0.62

Control Delay 32.5 22.7 4.7 21.2 28.0 19.7 14.6 9.1 19.1

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 32.5 22.7 4.7 21.2 28.0 19.7 14.6 9.1 19.1

Queue Length 50th (m) 9.1 26.1 0.0 8.1 35.7 20.3 18.2 8.6 31.3

Queue Length 95th (m) 22.6 45.1 12.2 18.6 61.7 #54.2 30.4 18.4 50.2


Turn Bay Length (m) 30.0 50.0 40.0 50.0





Reduced v/c Ratio 0.44 0.42 0.30 0.27 0.60 0.74 0.31 0.32 0.62




HCM Signalized Intersection Capacity Analysis 2019 PM Total Traffic





Lane Configurations

Volume (vph) 88 255 194 84 251 107 334 370 35 160 470 173

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95

Frt 1.00 1.00 0.85 1.00 0.96 1.00 0.99 1.00 0.96

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1799 1789 3532 1789 3434

Flt Permitted 0.33 1.00 1.00 0.51 1.00 0.26 1.00 0.50 1.00

Satd. Flow (perm) 621 1883 1601 967 1799 481 3532 936 3434


Adj. Flow (vph) 96 277 211 91 273 116 363 402 38 174 511 188









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 6.0


Lane Grp Cap (vph) 169 511 435 263 489 469 1396 461 1106

v/s Ratio Prot 0.15 c0.20 c0.13 0.12 0.03 0.19

v/s Ratio Perm 0.15 0.04 0.09 c0.29 0.12

v/c Ratio 0.57 0.54 0.13 0.35 0.74 0.77 0.31 0.38 0.58

Uniform Delay, d1 19.3 19.1 16.9 18.0 20.4 9.4 12.8 11.8 17.4



Delay (s) 23.6 20.3 17.1 18.8 26.5 17.2 13.4 12.3 19.6

Level of Service C C B B C B B B B

Approach Delay (s) 19.7 25.0 15.1 18.2















v/c Ratio 0.24 0.72 0.81 1.02 0.46 0.66 0.10 0.78 0.18

Control Delay 19.1 26.2 48.5 77.2 15.2 25.8 11.1 35.0 4.9

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 19.1 26.2 48.5 77.2 15.2 25.8 11.1 35.0 4.9

Queue Length 50th (m) 5.4 41.7 20.4 ~111.2 13.7 76.0 3.0 83.2 0.0

Queue Length 95th (m) 12.3 60.6 #45.6 #173.3 24.1 #119.0 7.4 #135.1 10.7


Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0





Reduced v/c Ratio 0.24 0.63 0.81 1.02 0.44 0.66 0.08 0.78 0.18


~ Volume exceeds capacity, queue is theoretically infinite.









Lane Configurations

Volume (vph) 49 386 260 169 497 25 147 405 85 34 490 109

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.94 1.00 0.99 1.00 0.97 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3362 1789 1870 1789 1835 1789 1883 1601

Flt Permitted 0.18 1.00 0.18 1.00 0.20 1.00 0.32 1.00 1.00

Satd. Flow (perm) 332 3362 336 1870 370 1835 602 1883 1601


Adj. Flow (vph) 53 420 283 184 540 27 160 440 92 37 533 118









Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0


Lane Grp Cap (vph) 154 865 218 536 333 780 302 692 588


v/s Ratio Perm 0.09 0.24 0.19 0.04 0.03

v/c Ratio 0.34 0.66 0.84 1.05 0.48 0.67 0.12 0.77 0.07

Uniform Delay, d1 24.6 29.3 22.8 31.5 14.8 20.4 16.1 24.6 18.1



Delay (s) 25.9 31.1 47.4 85.3 15.9 25.0 16.3 32.7 18.4

Level of Service C C D F B C B C B

Approach Delay (s) 30.7 76.0 22.9 29.4

Approach LOS C E C C


HCM Average Control Delay 40.3 HCM Level of Service D












v/c Ratio 0.32 0.31 0.10 0.55 0.42 0.08 0.23 0.69 0.19 0.32

Control Delay 13.8 12.4 4.1 17.9 13.6 4.3 13.0 17.1 13.6 11.5

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 13.8 12.4 4.1 17.9 13.6 4.3 13.0 17.1 13.6 11.5

Queue Length 50th (m) 6.4 10.7 0.0 13.3 15.3 0.0 4.4 21.4 2.2 9.0

Queue Length 95th (m) 19.7 27.9 5.5 36.8 38.1 5.0 16.3 63.7 10.1 28.3


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0





Reduced v/c Ratio 0.17 0.16 0.05 0.29 0.23 0.05 0.13 0.42 0.11 0.19







Lane Configurations

Volume (vph) 115 191 55 216 263 47 86 229 191 43 150 44

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 1.00 0.97

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1755 1789 1819

Flt Permitted 0.58 1.00 1.00 0.63 1.00 1.00 0.63 1.00 0.39 1.00

Satd. Flow (perm) 1101 1883 1601 1182 1883 1601 1179 1755 725 1819


Adj. Flow (vph) 125 208 60 235 286 51 93 249 208 47 163 48









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 406 695 591 436 695 591 422 628 259 651

v/s Ratio Prot 0.11 0.15 c0.23 0.11

v/s Ratio Perm 0.11 0.01 c0.20 0.01 0.08 0.06

v/c Ratio 0.31 0.30 0.04 0.54 0.41 0.03 0.22 0.65 0.18 0.30

Uniform Delay, d1 9.9 9.8 8.9 10.9 10.3 8.8 9.8 11.8 9.7 10.1



Delay (s) 10.3 10.1 8.9 12.2 10.7 8.9 10.1 14.2 10.0 10.4

Level of Service B B A B B A B B B B

Approach Delay (s) 10.0 11.2 13.5 10.3

Approach LOS A B B B














v/c Ratio 0.36 0.36 0.46 0.49 0.31 0.20

Control Delay 6.0 6.6 26.4 17.7 23.0 14.0

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 6.0 6.6 26.4 17.7 23.0 14.0

Queue Length 50th (m) 13.3 12.8 10.1 10.3 5.9 3.4

Queue Length 95th (m) 27.7 26.8 21.8 24.3 14.8 11.3







Reduced v/c Ratio 0.36 0.36 0.24 0.28 0.16 0.11







Lane Configurations

Volume (vph) 35 463 134 77 416 65 103 93 73 63 37 25

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.97 0.98 1.00 0.93 1.00 0.94

Flt Protected 1.00 0.99 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3455 3492 1789 1759 1789 1770

Flt Permitted 0.90 0.78 0.71 1.00 0.64 1.00

Satd. Flow (perm) 3115 2752 1344 1759 1213 1770


Adj. Flow (vph) 38 503 146 84 452 71 112 101 79 68 40 27









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 1904 1682 243 318 219 320


v/s Ratio Perm 0.21 c0.22 c0.08 0.06

v/c Ratio 0.35 0.35 0.46 0.40 0.31 0.14

Uniform Delay, d1 5.5 5.6 21.1 20.9 20.5 19.8



Delay (s) 6.0 6.1 22.5 21.7 21.3 20.0


Approach Delay (s) 6.0 6.1 22.0 20.7









HCM Unsignalized Intersection Capacity Analysis 2019 PM Total Traffic





Lane Configurations

Volume (veh/h) 13 485 16 48 672 35 9 0 28 28 0 13


Grade 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 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9

tC, 2 stage (s)

tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3

p0 queue free % 98 95 94 100 96 77 100 98

cM capacity (veh/h) 841 1021 169 123 725 133 125 614


Volume Total 278 281 417 403 40 45

Volume Left 14 0 52 0 10 30

Volume Right 0 17 0 38 30 14

cSH 841 1700 1021 1700 403 177


Queue Length 95th (m) 0.4 0.0 1.2 0.0 2.5 7.2

Control Delay (s) 0.7 0.0 1.6 0.0 14.9 32.0

Lane LOS A A B D

Approach Delay (s) 0.3 0.8 14.9 32.0

Approach LOS B D


Average Delay 2.0








Lane Configurations

Volume (veh/h) 535 6 18 749 6 17


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.8 6.9

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3




Volume Total 388 200 291 543 25



cSH 1700 1700 983 1700 451


Queue Length 95th (m) 0.0 0.0 0.5 0.0 1.3

Control Delay (s) 0.0 0.0 0.8 0.0 13.4

Lane LOS A B


Approach LOS B


Average Delay 0.4








Lane Configurations

Volume (veh/h) 9 19 39 730 676 17


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2




Volume Total 30 307 529 490 263



cSH 391 926 1700 1700 1700


Queue Length 95th (m) 1.9 1.1 0.0 0.0 0.0

Control Delay (s) 15.0 1.7 0.0 0.0 0.0

Lane LOS B A


Approach LOS B


Average Delay 0.6



Queues 2019 SAT Total Traffic



P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 1



v/c Ratio 0.23 0.62 0.30 0.47 0.85 0.47 0.22 0.37 0.47

Control Delay 21.2 24.3 4.5 25.5 35.0 10.8 13.3 10.0 18.9

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 21.2 24.3 4.5 25.5 35.0 10.8 13.3 10.0 18.9

Queue Length 50th (m) 2.6 34.4 0.0 10.4 47.5 14.8 10.4 12.6 26.4

Queue Length 95th (m) 8.7 57.7 11.6 23.9 #91.8 26.2 18.2 22.8 39.6


Turn Bay Length (m) 30.0 50.0 40.0 50.0





Reduced v/c Ratio 0.20 0.55 0.28 0.42 0.76 0.45 0.22 0.36 0.47




HCM Signalized Intersection Capacity Analysis 2019 SAT Total Traffic





Lane Configurations

Volume (vph) 28 321 170 102 306 132 231 212 44 201 431 58

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95

Frt 1.00 1.00 0.85 1.00 0.95 1.00 0.97 1.00 0.98

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1799 1789 3486 1789 3515

Flt Permitted 0.23 1.00 1.00 0.42 1.00 0.37 1.00 0.58 1.00

Satd. Flow (perm) 442 1883 1601 786 1799 698 3486 1094 3515


Adj. Flow (vph) 30 349 185 111 333 143 251 230 48 218 468 63









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 6.0


Lane Grp Cap (vph) 132 564 479 235 539 505 1227 543 1114

v/s Ratio Prot 0.19 c0.25 c0.07 0.07 0.04 0.15

v/s Ratio Perm 0.07 0.03 0.14 c0.17 0.13

v/c Ratio 0.23 0.62 0.12 0.47 0.84 0.50 0.20 0.40 0.46

Uniform Delay, d1 16.5 18.9 16.0 18.0 20.6 9.4 14.2 11.8 17.2



Delay (s) 17.4 20.9 16.1 19.5 31.5 10.2 14.6 12.2 18.6

Level of Service B C B B C B B B B

Approach Delay (s) 19.2 29.2 12.5 16.7















v/c Ratio 0.23 0.58 0.32 0.76 0.28 0.46 0.05 0.43 0.08

Control Delay 18.9 23.5 20.2 41.5 11.3 18.4 10.3 23.0 6.3

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 18.9 23.5 20.2 41.5 11.3 18.4 10.3 23.0 6.3

Queue Length 50th (m) 6.6 28.8 9.7 49.8 12.2 37.5 2.0 38.0 0.0

Queue Length 95th (m) 14.1 43.7 19.2 77.9 24.6 83.7 6.3 65.6 7.5


Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0





Reduced v/c Ratio 0.23 0.45 0.32 0.57 0.27 0.46 0.05 0.43 0.08







Lane Configurations

Volume (vph) 59 299 173 86 283 23 151 281 103 27 288 51

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 0.95 1.00 0.99 1.00 0.96 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1789 3382 1789 1862 1789 1808 1789 1883 1601

Flt Permitted 0.30 1.00 0.33 1.00 0.45 1.00 0.51 1.00 1.00

Satd. Flow (perm) 566 3382 619 1862 849 1808 954 1883 1601


Adj. Flow (vph) 64 325 188 93 308 25 164 305 112 29 313 55









Clearance Time (s) 3.0 6.0 3.0 6.0 3.0 6.0 3.0 6.0 6.0


Lane Grp Cap (vph) 226 762 238 419 560 860 433 750 637


v/s Ratio Perm 0.06 0.09 0.13 0.03 0.01

v/c Ratio 0.28 0.54 0.39 0.79 0.29 0.47 0.07 0.42 0.03

Uniform Delay, d1 23.0 28.7 23.1 30.6 10.1 14.9 14.0 18.2 15.4



Delay (s) 23.7 29.5 24.2 40.0 10.4 16.7 14.0 19.9 15.5

Level of Service C C C D B B B B B

Approach Delay (s) 28.9 36.6 14.9 18.9

Approach LOS C D B B














v/c Ratio 0.10 0.31 0.06 0.31 0.24 0.03 0.15 0.43 0.06 0.20

Control Delay 8.8 9.8 4.1 11.0 9.3 4.8 9.9 8.8 9.2 8.0

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 8.8 9.8 4.1 11.0 9.3 4.8 9.9 8.8 9.2 8.0

Queue Length 50th (m) 1.5 7.9 0.0 4.8 5.8 0.0 2.1 6.2 0.8 3.1

Queue Length 95th (m) 6.6 22.7 3.6 16.4 17.7 2.4 8.1 20.5 4.1 11.5


Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0





Reduced v/c Ratio 0.04 0.14 0.03 0.14 0.10 0.01 0.06 0.18 0.02 0.08







Lane Configurations

Volume (vph) 43 211 33 128 160 16 54 118 122 20 79 29

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.92 1.00 0.96

Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1789 1883 1601 1789 1883 1601 1789 1739 1789 1807

Flt Permitted 0.65 1.00 1.00 0.62 1.00 1.00 0.68 1.00 0.60 1.00

Satd. Flow (perm) 1219 1883 1601 1160 1883 1601 1283 1739 1126 1807


Adj. Flow (vph) 47 229 36 139 174 17 59 128 133 22 86 32









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 337 520 442 320 520 442 410 556 360 578

v/s Ratio Prot c0.12 0.09 c0.11 0.05

v/s Ratio Perm 0.04 0.01 0.12 0.00 0.05 0.02

v/c Ratio 0.14 0.44 0.02 0.43 0.33 0.01 0.14 0.35 0.06 0.17

Uniform Delay, d1 8.1 8.9 7.8 8.8 8.6 7.8 7.2 7.7 7.0 7.3



Delay (s) 8.3 9.5 7.9 9.8 9.0 7.8 7.4 8.1 7.1 7.4

















v/c Ratio 0.15 0.14 0.21 0.32 0.10 0.11

Control Delay 3.8 3.7 22.6 13.0 20.6 15.3

Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0

Total Delay 3.8 3.7 22.6 13.0 20.6 15.3

Queue Length 50th (m) 5.2 4.4 3.5 2.7 1.5 1.3

Queue Length 95th (m) 10.4 9.3 10.3 12.5 5.9 6.7







Reduced v/c Ratio 0.15 0.14 0.08 0.14 0.04 0.04







Lane Configurations

Volume (vph) 25 266 34 24 232 34 38 29 56 17 15 12

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00

Frt 0.98 0.98 1.00 0.90 1.00 0.93

Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 3509 3501 1789 1698 1789 1757

Flt Permitted 0.92 0.91 0.74 1.00 0.70 1.00

Satd. Flow (perm) 3236 3213 1391 1698 1312 1757


Adj. Flow (vph) 27 289 37 26 252 37 41 32 61 18 16 13









Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 2161 2146 157 192 148 199


v/s Ratio Perm c0.11 0.09 c0.03 0.01

v/c Ratio 0.16 0.14 0.26 0.20 0.12 0.09

Uniform Delay, d1 3.4 3.3 22.2 22.1 21.9 21.8



Delay (s) 3.5 3.5 23.1 22.6 22.2 22.0


Approach Delay (s) 3.5 3.5 22.7 22.1









HCM Unsignalized Intersection Capacity Analysis 2019 SAT Total Traffic





Lane Configurations

Volume (veh/h) 12 473 13 41 526 21 12 0 37 10 0 5


Grade 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 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9

tC, 2 stage (s)

tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3

p0 queue free % 99 96 94 100 95 94 100 99

cM capacity (veh/h) 978 1035 212 166 734 180 167 699


Volume Total 270 271 330 309 53 16

Volume Left 13 0 45 0 13 11

Volume Right 0 14 0 23 40 5

cSH 978 1700 1035 1700 458 239


Queue Length 95th (m) 0.3 0.0 1.0 0.0 3.0 1.7

Control Delay (s) 0.6 0.0 1.6 0.0 13.9 21.2

Lane LOS A A B C

Approach Delay (s) 0.3 0.8 13.9 21.2

Approach LOS B C


Average Delay 1.4








Lane Configurations

Volume (veh/h) 513 7 22 582 6 19


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 4.1 6.8 6.9

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3




Volume Total 372 193 235 422 27



cSH 1700 1700 1003 1700 505


Queue Length 95th (m) 0.0 0.0 0.6 0.0 1.3

Control Delay (s) 0.0 0.0 1.1 0.0 12.5

Lane LOS A B


Approach LOS B


Average Delay 0.5








Lane Configurations

Volume (veh/h) 12 28 26 475 496 14


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)







tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2




Volume Total 43 200 344 359 195



cSH 508 1023 1700 1700 1700


Queue Length 95th (m) 2.1 0.6 0.0 0.0 0.0

Control Delay (s) 12.7 1.4 0.0 0.0 0.0

Lane LOS B A


Approach LOS B


Average Delay 0.7



Appendix G

Synchro Reports – Unsignalized

And Signal Warrants

HCM Unsignalized Intersection Capacity Analysis 2014 AM - Sensitivity Analysis



P:\Transportation\Traffic\Synchro Files\033023\033023_SA_2014_AM.syn Page 1


Lane Configurations

Volume (veh/h) 52 285 106 170 313 43


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2




Volume Total 57 310 115 92 92 227 160

Volume Left 57 0 115 0 0 0 0

Volume Right 0 310 0 0 0 0 47

cSH 343 815 1168 1700 1700 1700 1700


Queue Length 95th (m) 4.4 13.6 2.5 0.0 0.0 0.0 0.0

Control Delay (s) 17.5 12.1 8.4 0.0 0.0 0.0 0.0

Lane LOS C B A


Approach LOS B


Average Delay 5.4



HCM Unsignalized Intersection Capacity Analysis 2014 PM - Sensitivity Analysis



P:\Transportation\Traffic\Synchro Files\033023\033023_SA_2014_PM.syn Page 1


Lane Configurations

Volume (veh/h) 106 185 244 306 253 135


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2




Volume Total 115 201 265 166 166 183 238

Volume Left 115 0 265 0 0 0 0

Volume Right 0 201 0 0 0 0 147

cSH 172 795 1134 1700 1700 1700 1700


Queue Length 95th (m) 29.9 7.6 6.9 0.0 0.0 0.0 0.0

Control Delay (s) 60.6 11.1 9.1 0.0 0.0 0.0 0.0

Lane LOS F B A


Approach LOS D


Average Delay 8.7



HCM Unsignalized Intersection Capacity Analysis 2014 SAT - Sensitivity Analysis



P:\Transportation\Traffic\Synchro Files\033023\033023_SA_2014_SAT.syn Page 1


Lane Configurations

Volume (veh/h) 34 182 164 152 181 38


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2




Volume Total 37 198 178 83 83 131 107

Volume Left 37 0 178 0 0 0 0

Volume Right 0 198 0 0 0 0 41

cSH 345 910 1326 1700 1700 1700 1700


Queue Length 95th (m) 2.7 6.3 3.5 0.0 0.0 0.0 0.0

Control Delay (s) 16.7 10.1 8.1 0.0 0.0 0.0 0.0

Lane LOS C B A


Approach LOS B


Average Delay 5.0



Starwood Drive / Watson Parkway N Guelph

Watson Parkway N North-South

60 km/h

Satisfied: Yes

No x

Flow

Condition1 Lane (F.

Flow)

1 Lane (R.

Flow)

2 Lanes

(F. Flow)

2 Lanes

(R. Flow) 1 2 3 4 5 6 7 8

480 720 600 900 508 846 551 601 672 597 997 1092

All

Approaches85 100 92 100 100 99 100 100

776

97%

120 170 120 170

Minor Street

Both

Approaches

167 263 147 115 137 121 242 238

683

85%

Count Date:

Intersection:

Major Road

1 Lane Each Way 2 Lanes Each Way

Total

Hours Ending

Appendix G - Signal Warrants

Background Traffic (2014)

No. of

Lanes

Minimum Requirements

Percentage

Warrant

Warrant #1: Minimum Vehicular Volumes

A. All Approaches

Operating Speed of Major Road

Municipality:

Major Road Runs

Operating under free flow conditions

Actual Average (Total/8)

B. Minor Street Both Approaches

Total


Percent Compliance

Percent Compliance

Starwood Drive / Watson Parkway N Municipality: Guelph

Watson Parkway N Major Road Runs: North-South

60 km/h Operating under free flow conditions

Warrant #2: Delay to Cross Traffic Satisfied: Yes

No X

A. Major Street Both Approaches

Flow

Condition

1 Lane (F.

Flow)

1 Lane (R.

Flow)

2 Lanes

(F. Flow)

2 Lanes

(R. Flow) 1 2 3 4 5 6 7 8

480 720 600 900 340 584 405 486 535 477 755 854

Major Street

Approach57 97 68 81 89 80 100 100

672

84%

100% 50 75 50 75 30 29 16 16 33 34 91 92

Minor Street

Both

Approaches

41 39 21 21 44 45 100 100

410

51%

Yes X No

Yes No X

Yes: No X

Hours EndingPercentage

Warrant

Count Date:

Intersection:

Major Road:

Total


Percent Compliance

Total


Appendix G

Background Traffic (2014)

No. of LanesMinimum Requirements


FulfilledWarrant Satisfied 80% of More

Warrant 1 (Minimum Vehicular Volume)

Warrant 2 (Delay To Cross Traffic)

Two Warrants Satisfied 80%

(Used if no warrant satisfied 100%)



B. Crossing Major Street

Warrant 3: Volume / Delay

Traffic Signals WarrantedConclusion:

Percent Compliance

Starwood Drive / Watson Parkway N Guelph

Watson Parkway N North-South

60 km/h

Satisfied: Yes

No x

Flow

Condition1 Lane (F.

Flow)

1 Lane (R.

Flow)

2 Lanes

(F. Flow)

2 Lanes

(R. Flow) 1 2 3 4 5 6 7 8

480 720 600 900 581 969 615 676 762 676 1118 1229

All

Approaches97 100 100 100 100 100 100 100

797

99%

120 170 120 170

Minor Street

Both

Approaches

216 339 178 140 166 146 285 291

750

94%

Intersection:

Major Road


2 Lanes Each Way

Total

Hours Ending

Appendix G - Signal Warrants

Background Plus Site Traffic (2014)

No. of

Lanes


Percentage

Warrant

Warrant #1: Minimum Vehicular Volumes

A. All Approaches

Count Date:

Municipality:

Major Road Runs

Operating under free flow conditions


B. Minor Street Both Approaches

Total


Percent Compliance

Percent Compliance

1 Lane Each Way

Starwood Drive / Watson Parkway N Municipality: Guelph

Watson Parkway N Major Road Runs: North-South

60 km/h Operating under free flow conditions

Warrant #2: Delay to Cross Traffic Satisfied: Yes

No x

A. Major Street Both Approaches

Flow

Condition

1 Lane (F.

Flow)

1 Lane (R.

Flow)

2 Lanes

(F. Flow)

2 Lanes

(R. Flow) 1 2 3 4 5 6 7 8

480 720 600 900 366 632 450 535 591 525 825 938

Major Street 61 100 75 89 99 88 100 100

712

89%

100% 50 75 50 75

Minor Street

Both

Approaches

52 51 19 19 37 39 106 104

487

61%

Yes x No

Yes No x

Yes: No x

Hours EndingPercentage

Warrant

Count Date:

Intersection:

Major Road:

Total


Percent Compliance

Total


Appendix G

Background Plus Site Traffic (2014)

No. of LanesMinimum Requirements


FulfilledWarrant Satisfied 80% of More

Warrant 1 (Minimum Vehicular Volume)

Warrant 2 (Delay To Cross Traffic)

Two Warrants Satisfied 80%

(Used if no warrant satisfied 100%)



B. Crossing Major Street

Warrant 3: Volume / Delay

Traffic Signals WarrantedConclusion:

Percent Compliance

Documents

Traffic Impact Study Proposed Residential Development ...guelph.ca/wp-content/uploads/033023_TIS.pdf · (Starwood Watson Holdings Inc.), to prepare a Traffic Impact Study (TIS) to