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)
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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
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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.
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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.
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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.
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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
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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)
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F Synchro Reports - Future Total Traffic (2019)
G Synchro Reports - Unsignalized Intersection Analysis (2014) and Signal
Warrants
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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.
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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).
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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.
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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.
Peak period traffic counts taken in the a.m. and p.m. peak periods on a weekday
(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.).
Peak period traffic counts taken in the a.m. and p.m. peak periods on a weekday
(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
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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:
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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
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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).
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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).
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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.
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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.
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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)
Control Delay Per Vehicle
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
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Level of
Service
Control Delay Per Vehicle
Signalized Intersection
(sec/veh)
Control Delay Per Vehicle
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)
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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:
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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
Background 5.6 18.6 23.9
Future Total 5.6 18.6 23.9
NB-L 40
Future
Background 21.8 31.8 21.1
Future Total 27.3 54.2 26.2
Starwood SB-L 50 Future 9.0 18.4 22.8
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Intersection Movement
Existing
Storage/
Parallel
Lane
(metres)
Traffic
Condition
95th Percentile Queue
(metres)
AM
Peak
Hour
PM
Peak
Hour
Saturday
Peak
Hour
Drive/
Watson
Parkway
North
Background
Future Total 9.9 18.4 22.8
Watson
Parkway
North/York
Road
SEB-L 100
Existing 13.2 7.8 9.2
Future
Background 16.2 10.5 12.0
Future Total 18.4 12.3 14.1
NWB-L 30
Existing 17.0 31.0 17.7
Future
Background 18.8 45.4 19.2
Future Total 18.8 45.6 19.2
NEB-L 30
Existing 10.1 15.3 12.2
Future
Background 14.4 21.0 22.6
Future Total 15.0 24.1 24.6
SWB-L 60
Existing 6.0 6.9 4.8
Future
Background 7.1 7.4 6.3
Future Total 7.1 7.4 6.3
SWB-R 60
Existing 5.8 8.7 4.7
Future
Background 7.2 9.9 6.5
Future Total 7.4 10.7 7.5
Starwood
Drive/
Grange
Road
EB-L 40
Existing 16.6 13.9 4.6
Future
Background 20.9 19.6 6.6
Future Total 21.3 19.7 6.6
EB-R 40
Existing 5.9 4.6 2.6
Future
Background 6.6 5.5 3.6
Future Total 6.7 5.5 3.6
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Intersection Movement
Existing
Storage/
Parallel
Lane
(metres)
Traffic
Condition
95th Percentile Queue
(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
Background 27.1 36.3 16.2
Future Total 27.5 36.8 16.4
WB-R 30
Existing 3.8 3.7 1.4
Future
Background 4.9 5.1 2.5
Future Total 9.3 5.0 2.4
NB-L 30
Existing 7.8 9.9 5.7
Future
Background 10.8 16.2 8.1
Future Total 11.4 16.3 8.1
SB-L 20
Existing 8.0 4.4 1.7
Future
Background 11.9 10.9 4.0
Future Total 12.5 10.1 4.1
Watson
Parkway
North/
Grange
Road
NEB-L 50
Existing 14.8 18.9 14.7
Future
Background 18.4 21.8 10.3
Future Total 18.4 21.8 10.3
SWB-L 30
Existing 10.0 12.4 4.5
Future
Background 11.3 14.8 5.9
Future Total 11.3 14.8 5.9
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Table 5.5 – Forecast Queue Storage Requirements For Unsignalized Intersections/Accesses – Total Traffic Condition (Horizon Year 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
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
Background 1.3 3.8 1.1
Future Total 2.1 14.0 2.7
NB-L/T/R Future Total 3.7 4.8 4.7
EB-L/T/R 80
Future
Background 0.1 0.3 0.3
Future Total 0.1 0.4 0.4
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
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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:
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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
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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.
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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
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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.
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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.
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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
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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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Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
SITE LOCATION
JBL
NTS 300033023
A1
HC 13/04/22
SITE LOCATION
Aug 15,2013-3:09pm
G:\GUELPHT\DivC\Con3\COLETARA\acad\Concept Starwood and Watson(b).dwg
FIGURE A3
(FROM CITY OF GUELPH)
FIGURE A4
(FROM CITY OF GUELPH)
FIGURE A5
ST
AR
W
O
O
D
D
R
IVE
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
File
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Scale
Figure No.
Figure Title
DrawnClient
Project No.
Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
EXISTING LANE CONFIGURATION AND TRAFFIC
CONTROLS
JBL
NTS 300033023
A6
HC 13/04/22
THROUGH LANE
LEGEND
RIGHT TURN LANE
LEFT TURN LANE
TRAFFIC SIGNAL CONTROL
RIGHT TURN TAPER
STOP SIGN CONTROL
[38] (1
02) 1
21
[80] (8
4) 1
39
[29] (4
9) 7
8
32 (3
0) [8
]
128 (1
64) [8
3]
70 (1
11) [4
5]
[15] (89) 32
[134] (146) 242
ST
AR
W
O
O
D
D
R
IV
E
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
64 (39) [26]
210 (131) [70]
52 (25) [7]
[48] (75) 50
[105] (202) 170
[48] (61) 37
3
7
(1
1
9
) [1
6
]
3
0
4
(2
3
7
) [1
6
5
]
[1
1
3
] (1
8
5
) 8
8
[1
3
8
] (2
8
4
) 1
5
5
[
2
2
]
(
3
1
)
1
0
[
1
2
8
]
(
3
0
8
)
3
6
4
[
3
0
]
(
1
1
9
)
1
4
6
3
2
(
5
3
)
[
2
3
]
1
9
9
(
3
0
2
)
[
1
2
3
]
5
8
(
6
3
)
[
1
6
]
1
9
(
2
2
)
[
1
1
]
8
0
(
3
3
)
[
1
3
]
3
7
(
5
0
)
[
1
1
]
[
2
8
]
(
8
6
)
6
2
[
2
6
]
(
8
3
)
4
6
[
3
5
]
(
5
8
)
6
0
[
3
2
]
(
2
6
)
5
4
[
1
5
4
]
(
2
2
1
)
3
0
2
[
1
1
0
]
(
1
2
7
)
1
7
9
1
5
(
2
2
)
[
2
0
]
1
4
9
(
3
0
2
)
[
1
4
6
]
7
5
(
1
5
0
)
[
7
6
]
3
4
(
6
9
)
[
2
4
]
3
7
9
(
4
3
5
)
[
2
5
6
]
2
8
(
3
0
)
[
2
4
]
[
8
5
]
(
8
7
)
5
6
[
2
5
0
]
(
3
6
0
)
3
0
0
[
9
1
]
(
7
5
)
1
1
5
File
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P
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d: A
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2, 2
01
3 - 3
:5
5 P
M
Scale
Figure No.
Figure Title
DrawnClient
Project No.
Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
BACKGROUND TRAFFIC (2013)
JBL
NTS 300033023
A7
HC 13/04/22
(100) - PM PEAK HOUR (vph)
LEGEND
100 - AM PEAK HOUR (vph)
[100] - SATURDAY PEAK HOUR (vph)
ST
AR
W
O
O
D
D
R
IVE
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
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
File
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Scale
Figure No.
Figure Title
DrawnClient
Project No.
Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
PROPOSED LANE CONFIGURATION AND TRAFFIC
CONTROLS
JBL
NTS 300033023
A8
HC 13/04/22
THROUGH LANE
LEGEND
RIGHT TURN LANE
LEFT TURN LANE
TRAFFIC SIGNAL CONTROL
RIGHT TURN TAPER
STOP SIGN CONTROL
[0] (0
) 0
[96] (6
8) 3
4
[0] (0
) 0
10 (1
3) [7
]
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
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P
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d: A
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2, 2
01
3 - 3
:5
5 P
M
Scale
Figure No.
Figure Title
DrawnClient
Project No.
Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
EXTERNAL BACKGROUND DEVELOPMENT
JBL
NTS 300033023
A9
HC 13/04/22
(100) - PM PEAK HOUR (vph)
LEGEND
100 - AM PEAK HOUR (vph)
[100] - SATURDAY PEAK HOUR (vph)
[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
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P
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d: A
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2, 2
01
3 - 3
:5
5 P
M
Scale
Figure No.
Figure Title
DrawnClient
Project No.
Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
TRAFFIC FROM BACKGROUND GROWTH +
EXTERNAL DEVELOPMENT (2019)
JBL
NTS 300033023
A10
HC 13/04/22
(100) - PM PEAK HOUR (vph)
LEGEND
100 - AM PEAK HOUR (vph)
[100] - SATURDAY PEAK HOUR (vph)
[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
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33
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.d
wg
D
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P
lo
tte
d: A
pril 2
2, 2
01
3 - 3
:5
5 P
M
Scale
Figure No.
Figure Title
DrawnClient
Project No.
Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
DEVELOPMENT TRAFFIC
JBL
NTS 300033023
A11
HC 13/04/22
(100) - PM PEAK HOUR (vph)
LEGEND
100 - AM PEAK HOUR (vph)
[100] - SATURDAY PEAK HOUR (vph)
[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
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]
4
4
(
6
3
)
[
1
7
]
[
3
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]
(
1
0
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)
8
2
[
2
9
]
(
9
3
)
5
2
[
5
6
]
(
7
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)
7
0
[
5
9
]
(
4
9
)
8
2
[
2
9
9
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(
3
8
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4
6
5
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1
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(
2
6
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)
2
6
3
1
7
(
2
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)
[
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
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]
(
4
0
5
)
3
3
8
[
1
0
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]
(
8
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)
1
3
0
[30] (90) 60
[321] (255) 94
[175] (199) 397
6
3
(1
7
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) [5
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]
4
4
7
(4
7
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3
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9
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[2
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[2
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269 (749) [582]
6 (18) [22]
[6] (6) 4
[19] (17) 12
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[473] (485) 455
[13] (16) 3
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9
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File
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2, 2
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:5
5 P
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Scale
Figure No.
Figure Title
DrawnClient
Project No.
Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
TOTAL TRAFFIC (2019)
JBL
NTS 300033023
A12
HC 13/04/22
(100) - PM PEAK HOUR (vph)
LEGEND
100 - AM PEAK HOUR (vph)
[100] - SATURDAY PEAK HOUR (vph)
[34] (106) 52
[182] (185) 285
ST
AR
W
O
O
D
D
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IVE
W
A
T
S
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N
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A
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W
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(1
3
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) [3
8
]
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3
) [1
8
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]
[1
6
4
] (2
4
4
) 1
0
6
[1
5
2
] (3
0
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) 1
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File
N
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d: A
pril 2
5, 2
01
3 - 1
1:0
4 A
M
Scale
Figure No.
Figure Title
DrawnClient
Project No.
Checked Date
N
COLETARA DEVELOPMENT
TRAFFIC IMPACT STUDY - STARWOOD
NODE
STARWOOD DRIVE & WATSON PARKWAY N
UNSIGNALIZED SENSITIVITY ANALYSIS (2014)
JBL
NTS 300033023
A13
HC 13/04/22
(100) - PM PEAK HOUR (vph)
LEGEND
100 - AM PEAK HOUR (vph)
[100] - SATURDAY PEAK HOUR (vph)
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
Cyclists Trucks Cars Totals
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
Watson Parkway & Starwood Drive
Mid-day Peak Diagram Specified PeriodFrom:To:
11:00:0014:00:00
One Hour PeakFrom:To:
13:00:0014:00:00
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:
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
Cyclists Trucks Cars Totals
1 6 141 148
Cyclists Trucks Cars Totals
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
Watson Parkway & Starwood Drive
Afternoon Peak Diagram Specified PeriodFrom:To:
15:00:0018:00:00
One Hour PeakFrom:To:
16:45:0017:45:00
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:
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
Cyclists Trucks Cars Totals
0 12 286 298
Cyclists Trucks Cars Totals
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.
Mid-day Peak Diagram Specified PeriodFrom:To:
13:00:0015:00:00
One Hour PeakFrom:To:
13:15:0014:15:00
Municipality:Site #:Intersection:TFR File #:Count date:
Guelph1304600001Watson Pkwy N & Starwood Dr102-Mar-13
Weather conditions:
Person(s) who counted:
** 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
Heavys Trucks Cars Totals
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
Ontario Traffic Inc.
Mid-day Peak Diagram Specified PeriodFrom:To:
13:00:0015:00:00
One Hour PeakFrom:To:
14:00:0015:00:00
Municipality:Site #:Intersection:TFR File #:Count date:
Guelph1304600002Starwood Dr & Grange Rd122-Mar-13
Weather conditions:
Person(s) who counted:
** 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
Heavys Trucks Cars Totals
0 0 157 157
Heavys Trucks Cars Totals
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
Cars Trucks Heavys Totals
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
Ontario Traffic Inc.
Mid-day Peak Diagram Specified PeriodFrom:To:
13:00:0015:00:00
One Hour PeakFrom:To:
14:00:0015:00:00
Municipality:Site #:Intersection:TFR File #:Count date:
Guelph1304600003Watson Pkwy N & Grange Rd112-Mar-13
Weather conditions:
Person(s) who counted:
** 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
Heavys Trucks Cars Totals
0 0 59 59
Heavys Trucks Cars Totals
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
Cars Trucks Heavys Totals
11 0 0 11
13 0 0 13
11 0 0 11
35 0 0
Cars Trucks Heavys Totals
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
Ontario Traffic Inc.
Mid-day Peak Diagram Specified PeriodFrom:To:
13:00:0015:00:00
One Hour PeakFrom:To:
13:15:0014:15:00
Municipality:Site #:Intersection:TFR File #:Count date:
Guelph1304600004York Rd & Watson Pkwy N72-Mar-13
Weather conditions:
Person(s) who counted:
** 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
Heavys Trucks Cars Totals
5 8 429 442
Heavys Trucks Cars Totals
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
Cars Trucks Heavys Totals
24 0 0 24
251 3 2 256
23 0 1 24
298 3 3
Cars Trucks Heavys Totals
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
vC2, stage 2 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
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_AM.syn Page 2
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
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 AM Background Traffic
2: Watson Pkwy N & York Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_AM.syn Page 3
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
Intersection Summary
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
Analysis Period (min) 15
c Critical Lane Group
Queues 2013 AM Background Traffic
3: Starwood Dr & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_AM.syn Page 4
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
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
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 AM Background Traffic
3: Starwood Dr & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_AM.syn Page 5
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
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) 132 151 85 76 139 35 54 185 40 57 228 70
RTOR Reduction (vph) 0 0 61 0 0 25 0 14 0 0 20 0
Lane Group Flow (vph) 132 151 24 76 139 10 54 211 0 57 278 0
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
Intersection Summary
HCM Average Control Delay 8.4 HCM Level of Service A
HCM Volume to Capacity ratio 0.45
Actuated Cycle Length (s) 27.9 Sum of lost time (s) 12.0
Intersection Capacity Utilization 57.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Queues 2013 AM Background Traffic
4: Watson Pkwy N & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_AM.syn Page 6
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
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
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 AM Background Traffic
4: Watson Pkwy N & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_AM.syn Page 7
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 11 396 159 63 216 35 67 50 65 40 87 21
RTOR Reduction (vph) 0 45 0 0 10 0 0 57 0 0 17 0
Lane Group Flow (vph) 0 521 0 0 304 0 67 58 0 40 91 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
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
Intersection Summary
HCM Average Control Delay 9.2 HCM Level of Service A
HCM Volume to Capacity ratio 0.27
Actuated Cycle Length (s) 55.1 Sum of lost time (s) 12.0
Intersection Capacity Utilization 69.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 2013 PM 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_PM.syn Page 1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Volume (veh/h) 89 146 185 284 237 119
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) 97 159 201 309 258 129
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 879 193 387
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 879 193 387
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 59 81 83
cM capacity (veh/h) 238 815 1168
Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 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
Volume to Capacity 0.41 0.19 0.17 0.09 0.09 0.10 0.13
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 Delay (s) 17.9 3.4 0.0
Approach LOS C
Intersection Summary
Average Delay 5.5
Intersection Capacity Utilization 35.5% ICU Level of Service A
Analysis Period (min) 15
Queues 2013 PM Background Traffic
2: Watson Pkwy N & York Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_PM.syn Page 2
Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR
Lane Group Flow (vph) 28 378 163 352 95 473 33 473 75
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
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) 320 1216 337 627 488 891 565 782 709
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 0.09 0.31 0.48 0.56 0.19 0.53 0.06 0.60 0.11
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 PM Background Traffic
2: Watson Pkwy N & York Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_PM.syn Page 3
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 28 240 138 163 328 24 95 391 82 33 473 75
RTOR Reduction (vph) 0 99 0 0 3 0 0 7 0 0 0 44
Lane Group Flow (vph) 28 279 0 163 349 0 95 466 0 33 473 31
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) 18.8 16.7 25.8 20.7 42.3 36.9 35.4 33.0 33.0
Effective Green, g (s) 18.8 16.7 25.8 20.7 42.3 36.9 35.4 33.0 33.0
Actuated g/C Ratio 0.23 0.21 0.32 0.26 0.53 0.46 0.44 0.41 0.41
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) 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
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 0.4 1.3 5.3 0.3 2.6 0.1 3.5 0.1
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
Intersection Summary
HCM Average Control Delay 23.0 HCM Level of Service C
HCM Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 80.1 Sum of lost time (s) 12.0
Intersection Capacity Utilization 69.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Queues 2013 PM Background Traffic
3: Starwood Dr & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_PM.syn Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 111 91 53 121 178 33 82 286 27 184
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0
Base Capacity (vph) 1054 1633 1395 1140 1633 1393 961 1452 875 1453
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 0.11 0.06 0.04 0.11 0.11 0.02 0.09 0.20 0.03 0.13
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 PM Background Traffic
3: Starwood Dr & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_PM.syn Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 111 91 53 121 178 33 82 220 66 27 142 42
RTOR Reduction (vph) 0 0 39 0 0 25 0 18 0 0 18 0
Lane Group Flow (vph) 111 91 14 121 178 8 82 268 0 27 166 0
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) 7.8 7.8 7.8 7.8 7.8 7.8 10.5 10.5 10.5 10.5
Effective Green, g (s) 7.8 7.8 7.8 7.8 7.8 7.8 10.5 10.5 10.5 10.5
Actuated g/C Ratio 0.26 0.26 0.26 0.26 0.26 0.26 0.35 0.35 0.35 0.35
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) 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
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 0.7 0.2 0.0 0.6 0.5 0.0 0.2 0.5 0.1 0.2
Delay (s) 9.9 9.0 8.5 9.8 9.7 8.4 7.2 8.1 6.7 7.3
Level of Service A A A A A A A A A A
Approach Delay (s) 9.3 9.6 7.9 7.3
Approach LOS A A A A
Intersection Summary
HCM Average Control Delay 8.6 HCM Level of Service A
HCM Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 30.3 Sum of lost time (s) 12.0
Intersection Capacity Utilization 57.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Queues 2013 PM Background Traffic
4: Watson Pkwy N & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_PM.syn Page 6
Lane Group SET NWT NEL NET SWL SWT
Lane Group Flow (vph) 498 454 93 153 54 60
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
Turn Bay Length (m) 50.0 30.0
Base Capacity (vph) 2159 1988 494 682 454 662
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 0.23 0.23 0.19 0.22 0.12 0.09
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 PM Background Traffic
4: Watson Pkwy N & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_PM.syn Page 7
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 34 335 129 68 328 58 93 90 63 54 36 24
RTOR Reduction (vph) 0 39 0 0 13 0 0 48 0 0 21 0
Lane Group Flow (vph) 0 459 0 0 441 0 93 105 0 54 39 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 36.1 36.1 7.9 7.9 7.9 7.9
Effective Green, g (s) 36.1 36.1 7.9 7.9 7.9 7.9
Actuated g/C Ratio 0.64 0.64 0.14 0.14 0.14 0.14
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) 2011 1870 191 249 175 250
v/s Ratio Prot 0.06 0.02
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.3 2.0 1.2 1.0 0.3
Delay (s) 4.4 4.5 24.1 23.1 22.6 21.4
Level of Service A A C C C C
Approach Delay (s) 4.4 4.5 23.5 22.0
Approach LOS A A C C
Intersection Summary
HCM Average Control Delay 9.5 HCM Level of Service A
HCM Volume to Capacity ratio 0.28
Actuated Cycle Length (s) 56.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization 86.9% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 2013 SAT 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_SAT.syn Page 1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Volume (veh/h) 15 134 113 138 165 16
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) 16 146 123 150 179 17
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 509 98 197
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 509 98 197
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 96 84 91
cM capacity (veh/h) 450 938 1373
Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 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
Volume to Capacity 0.04 0.16 0.09 0.04 0.04 0.07 0.05
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 Delay (s) 9.9 3.5 0.0
Approach LOS A
Intersection Summary
Average Delay 4.1
Intersection Capacity Utilization 24.7% ICU Level of Service A
Analysis Period (min) 15
Queues 2013 SAT Background Traffic
2: Watson Pkwy N & York Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_SAT.syn Page 2
Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR
Lane Group Flow (vph) 35 287 83 181 92 371 26 278 26
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
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) 370 1307 332 684 720 958 730 857 743
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 0.09 0.22 0.25 0.26 0.13 0.39 0.04 0.32 0.03
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 SAT Background Traffic
2: Watson Pkwy N & York Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_SAT.syn Page 3
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 35 167 120 83 159 22 92 272 99 26 278 26
RTOR Reduction (vph) 0 100 0 0 6 0 0 11 0 0 0 14
Lane Group Flow (vph) 35 187 0 83 175 0 92 360 0 26 278 12
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) 14.2 12.1 19.0 14.5 42.1 36.8 35.5 33.2 33.2
Effective Green, g (s) 14.2 12.1 19.0 14.5 42.1 36.8 35.5 33.2 33.2
Actuated g/C Ratio 0.19 0.16 0.26 0.20 0.57 0.50 0.48 0.45 0.45
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) 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
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 0.4 0.6 1.0 0.1 1.3 0.0 1.0 0.0
Delay (s) 24.8 27.6 21.9 27.3 7.4 12.8 10.1 14.1 11.3
Level of Service C C C C A B B B B
Approach Delay (s) 27.3 25.6 11.8 13.5
Approach LOS C C B B
Intersection Summary
HCM Average Control Delay 18.5 HCM Level of Service B
HCM Volume to Capacity ratio 0.36
Actuated Cycle Length (s) 73.7 Sum of lost time (s) 9.0
Intersection Capacity Utilization 61.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Queues 2013 SAT Background Traffic
3: Starwood Dr & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_SAT.syn Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 41 87 32 49 90 9 52 166 8 104
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0
Base Capacity (vph) 1467 1797 1529 1467 1797 1528 1163 1611 1099 1621
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 0.03 0.05 0.02 0.03 0.05 0.01 0.04 0.10 0.01 0.06
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 SAT Background Traffic
3: Starwood Dr & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_SAT.syn Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 41 87 32 49 90 9 52 114 52 8 76 28
RTOR Reduction (vph) 0 0 25 0 0 7 0 30 0 0 20 0
Lane Group Flow (vph) 41 87 7 49 90 2 52 136 0 8 84 0
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) 4.9 4.9 4.9 4.9 4.9 4.9 6.4 6.4 6.4 6.4
Effective Green, g (s) 4.9 4.9 4.9 4.9 4.9 4.9 6.4 6.4 6.4 6.4
Actuated g/C Ratio 0.21 0.21 0.21 0.21 0.21 0.21 0.27 0.27 0.27 0.27
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) 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
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 0.2 0.3 0.0 0.2 0.3 0.0 0.2 0.3 0.0 0.2
Delay (s) 7.6 7.9 7.3 7.7 7.9 7.3 6.6 6.9 6.2 6.6
Level of Service A A A A A A A A A A
Approach Delay (s) 7.7 7.8 6.9 6.6
Approach LOS A A A A
Intersection Summary
HCM Average Control Delay 7.2 HCM Level of Service A
HCM Volume to Capacity ratio 0.26
Actuated Cycle Length (s) 23.3 Sum of lost time (s) 12.0
Intersection Capacity Utilization 40.1% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Queues 2013 SAT Background Traffic
4: Watson Pkwy N & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_SAT.syn Page 6
Lane Group SET NWT NEL NET SWL SWT
Lane Group Flow (vph) 196 176 67 115 12 26
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
Turn Bay Length (m) 50.0 30.0
Base Capacity (vph) 2222 2254 518 682 478 660
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 0.09 0.08 0.13 0.17 0.03 0.04
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2013 SAT Background Traffic
4: Watson Pkwy N & Grange Rd 4/1/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2013_SAT.syn Page 7
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 24 139 33 17 134 25 67 50 65 12 14 12
RTOR Reduction (vph) 0 11 0 0 9 0 0 57 0 0 10 0
Lane Group Flow (vph) 0 185 0 0 167 0 67 58 0 12 16 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 36.0 36.0 7.0 7.0 7.0 7.0
Effective Green, g (s) 36.0 36.0 7.0 7.0 7.0 7.0
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) 2094 2125 177 219 164 223
v/s Ratio Prot 0.03 0.01
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.1 1.4 0.7 0.2 0.1
Delay (s) 3.6 3.5 23.4 22.3 21.3 21.3
Level of Service A A C C C C
Approach Delay (s) 3.6 3.5 22.7 21.3
Approach LOS A A C C
Intersection Summary
HCM Average Control Delay 10.6 HCM Level of Service B
HCM Volume to Capacity ratio 0.14
Actuated Cycle Length (s) 55.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization 47.6% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Appendix E
Synchro Reports
Future Background Traffic Plus
External Development Traffic (2019)
Queues 2019 AM BG + Ext Dev Traffic
1: Starwood Dr & Watson Pkwy N 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 1
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 45 102 358 20 85 153 212 64 546
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
Internal Link Dist (m) 118.9 125.9 461.9 536.5
Turn Bay Length (m) 30.0 50.0 40.0 50.0
Base Capacity (vph) 544 775 831 535 755 489 2062 676 2053
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 0.08 0.13 0.43 0.04 0.11 0.31 0.10 0.09 0.27
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 AM BG + Ext Dev Traffic
1: Starwood Dr & Watson Pkwy N 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 45 102 358 20 59 26 153 199 13 64 483 63
RTOR Reduction (vph) 0 0 236 0 21 0 0 5 0 0 13 0
Lane Group Flow (vph) 45 102 122 20 64 0 153 207 0 64 533 0
Turn Type Perm Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 4 8 2 6
Actuated Green, G (s) 10.5 10.5 10.5 10.5 10.5 31.2 31.2 31.2 31.2
Effective Green, g (s) 10.5 10.5 10.5 10.5 10.5 31.2 31.2 31.2 31.2
Actuated g/C Ratio 0.20 0.20 0.20 0.20 0.20 0.58 0.58 0.58 0.58
Clearance Time (s) 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
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
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 0.4 0.8 0.1 0.3 1.7 0.1 0.3 0.3
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
Intersection Summary
HCM Average Control Delay 11.0 HCM Level of Service B
HCM Volume to Capacity ratio 0.33
Actuated Cycle Length (s) 53.7 Sum of lost time (s) 12.0
Intersection Capacity Utilization 55.3% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 AM BG + Ext Dev Traffic
2: Watson Pkwy N & York Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 3
Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR
Lane Group Flow (vph) 75 720 91 246 88 508 35 464 51
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
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) 388 1191 241 610 476 810 489 761 677
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 0.19 0.60 0.38 0.40 0.18 0.63 0.07 0.61 0.08
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 AM BG + Ext Dev Traffic
2: Watson Pkwy N & York Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 4
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 75 452 268 91 228 18 88 367 141 35 464 51
RTOR Reduction (vph) 0 101 0 0 3 0 0 13 0 0 0 30
Lane Group Flow (vph) 75 619 0 91 243 0 88 495 0 35 464 21
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) 24.4 19.9 24.4 19.9 41.2 35.1 36.4 32.7 32.7
Effective Green, g (s) 24.4 19.9 24.4 19.9 41.2 35.1 36.4 32.7 32.7
Actuated g/C Ratio 0.30 0.25 0.30 0.25 0.51 0.43 0.45 0.40 0.40
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) 327 828 192 457 386 780 336 758 645
v/s Ratio Prot 0.01 c0.18 c0.03 0.13 c0.02 c0.27 0.00 0.25
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 3.7 1.8 1.2 0.3 3.9 0.1 3.7 0.1
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
Intersection Summary
HCM Average Control Delay 25.3 HCM Level of Service C
HCM Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 81.2 Sum of lost time (s) 15.0
Intersection Capacity Utilization 71.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 AM BG + Ext Dev Traffic
3: Starwood Dr & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 148 208 96 190 188 50 66 296 75 342
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0
Base Capacity (vph) 924 1444 1250 907 1444 1239 716 1246 747 1254
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 0.16 0.14 0.08 0.21 0.13 0.04 0.09 0.24 0.10 0.27
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 AM BG + Ext Dev Traffic
3: Starwood Dr & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 148 208 96 190 188 50 66 213 83 75 264 78
RTOR Reduction (vph) 0 0 62 0 0 32 0 23 0 0 18 0
Lane Group Flow (vph) 148 208 34 190 188 18 66 273 0 75 324 0
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) 13.3 13.3 13.3 13.3 13.3 13.3 12.5 12.5 12.5 12.5
Effective Green, g (s) 13.3 13.3 13.3 13.3 13.3 13.3 12.5 12.5 12.5 12.5
Actuated g/C Ratio 0.35 0.35 0.35 0.35 0.35 0.35 0.33 0.33 0.33 0.33
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) 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
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 0.5 0.3 0.0 0.8 0.2 0.0 0.3 0.6 0.3 0.9
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
Intersection Summary
HCM Average Control Delay 9.9 HCM Level of Service A
HCM Volume to Capacity ratio 0.50
Actuated Cycle Length (s) 37.8 Sum of lost time (s) 12.0
Intersection Capacity Utilization 62.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 AM BG + Ext Dev Traffic
4: Watson Pkwy N & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 7
Lane Group SET NWT NEL NET SWL SWT
Lane Group Flow (vph) 682 395 89 133 48 121
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
Turn Bay Length (m) 50.0 30.0
Base Capacity (vph) 2250 1852 467 676 462 680
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 0.30 0.21 0.19 0.20 0.10 0.18
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 AM BG + Ext Dev Traffic
4: Watson Pkwy N & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 8
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 12 492 178 73 282 40 89 57 76 48 98 23
RTOR Reduction (vph) 0 40 0 0 10 0 0 65 0 0 16 0
Lane Group Flow (vph) 0 642 0 0 385 0 89 68 0 48 105 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 36.1 36.1 8.0 8.0 8.0 8.0
Effective Green, g (s) 36.1 36.1 8.0 8.0 8.0 8.0
Actuated g/C Ratio 0.64 0.64 0.14 0.14 0.14 0.14
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) 2096 1743 182 246 180 261
v/s Ratio Prot 0.04 0.06
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 0.3 2.1 0.6 0.8 1.0
Delay (s) 4.8 4.4 24.2 22.1 22.2 22.9
Level of Service A A C C C C
Approach Delay (s) 4.8 4.4 22.9 22.7
Approach LOS A A C C
Intersection Summary
HCM Average Control Delay 9.5 HCM Level of Service A
HCM Volume to Capacity ratio 0.34
Actuated Cycle Length (s) 56.1 Sum of lost time (s) 12.0
Intersection Capacity Utilization 84.8% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 2019 AM BG + Ext Dev Traffic
5: Starwood Dr & 11 Starwood Access 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_AM.syn Page 9
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
Hourly flow rate (vph) 3 486 163 4 18 9
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 143
pX, platoon unblocked
vC, conflicting volume 167 415 84
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 167 415 84
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 97 99
cM capacity (veh/h) 1408 564 959
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 Delay (s) 0.1 0.0 10.8
Approach LOS B
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 24.5% ICU Level of Service A
Analysis Period (min) 15
Queues 2019 PM BG + Ext Dev Traffic
1: Starwood Dr & Watson Pkwy N 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 1
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 82 277 177 91 389 303 434 174 672
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
Internal Link Dist (m) 121.8 125.9 461.9 536.5
Turn Bay Length (m) 30.0 50.0 40.0 50.0
Base Capacity (vph) 218 658 675 340 652 509 1412 556 1149
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 0.38 0.42 0.26 0.27 0.60 0.60 0.31 0.31 0.58
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 PM BG + Ext Dev Traffic
1: Starwood Dr & Watson Pkwy N 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 82 277 177 91 273 116 303 396 38 174 499 173
RTOR Reduction (vph) 0 0 129 0 25 0 0 10 0 0 50 0
Lane Group Flow (vph) 82 277 48 91 364 0 303 424 0 174 622 0
Turn Type Perm Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 4 8 2 6
Actuated Green, G (s) 16.6 16.6 16.6 16.6 16.6 32.4 24.0 25.4 20.0
Effective Green, g (s) 16.6 16.6 16.6 16.6 16.6 32.4 24.0 25.4 20.0
Actuated g/C Ratio 0.27 0.27 0.27 0.27 0.27 0.53 0.39 0.42 0.33
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 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) 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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.2 1.2 0.1 0.8 6.0 3.0 0.6 0.5 1.9
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 Summary
HCM Average Control Delay 17.8 HCM Level of Service B
HCM Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 61.0 Sum of lost time (s) 9.0
Intersection Capacity Utilization 77.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 PM BG + Ext Dev Traffic
2: Watson Pkwy N & York Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 3
Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR
Lane Group Flow (vph) 43 659 184 515 138 532 37 533 101
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
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) 222 1128 243 553 369 809 449 689 650
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 0.19 0.58 0.76 0.93 0.37 0.66 0.08 0.77 0.16
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 2019 PM BG + Ext Dev Traffic
2: Watson Pkwy N & York Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 4
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 43 387 272 184 488 27 138 440 92 37 533 101
RTOR Reduction (vph) 0 146 0 0 2 0 0 7 0 0 0 64
Lane Group Flow (vph) 43 513 0 184 513 0 138 525 0 37 533 37
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) 25.9 22.5 31.1 25.1 44.2 37.2 36.5 32.5 32.5
Effective Green, g (s) 25.9 22.5 31.1 25.1 44.2 37.2 36.5 32.5 32.5
Actuated g/C Ratio 0.30 0.26 0.35 0.29 0.50 0.42 0.42 0.37 0.37
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) 155 861 234 535 330 778 302 698 593
v/s Ratio Prot 0.01 0.15 c0.05 c0.27 c0.04 0.29 0.01 c0.28
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.0 1.1 15.8 28.4 0.9 4.6 0.2 7.8 0.2
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
Intersection Summary
HCM Average Control Delay 33.9 HCM Level of Service C
HCM Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 87.7 Sum of lost time (s) 15.0
Intersection Capacity Utilization 79.7% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 PM BG + Ext Dev Traffic
3: Starwood Dr & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 125 177 60 235 266 51 93 457 52 211
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0
Base Capacity (vph) 761 1278 1106 826 1278 1103 715 1093 443 1113
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 0.16 0.14 0.05 0.28 0.21 0.05 0.13 0.42 0.12 0.19
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 PM BG + Ext Dev Traffic
3: Starwood Dr & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 125 177 60 235 266 51 93 249 208 52 163 48
RTOR Reduction (vph) 0 0 38 0 0 32 0 48 0 0 17 0
Lane Group Flow (vph) 125 177 22 235 266 19 93 409 0 52 194 0
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) 15.9 15.9 15.9 15.9 15.9 15.9 15.7 15.7 15.7 15.7
Effective Green, g (s) 15.9 15.9 15.9 15.9 15.9 15.9 15.7 15.7 15.7 15.7
Actuated g/C Ratio 0.36 0.36 0.36 0.36 0.36 0.36 0.36 0.36 0.36 0.36
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) 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
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 0.4 0.2 0.0 1.2 0.4 0.0 0.3 2.3 0.4 0.3
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
Intersection Summary
HCM Average Control Delay 11.4 HCM Level of Service B
HCM Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 43.6 Sum of lost time (s) 12.0
Intersection Capacity Utilization 70.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 PM BG + Ext Dev Traffic
4: Watson Pkwy N & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 7
Lane Group SET NWT NEL NET SWL SWT
Lane Group Flow (vph) 660 584 112 180 68 67
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
Turn Bay Length (m) 50.0 30.0
Base Capacity (vph) 1932 1696 468 654 423 634
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 0.34 0.34 0.24 0.28 0.16 0.11
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 PM BG + Ext Dev Traffic
4: Watson Pkwy N & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 8
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 38 476 146 84 429 71 112 101 79 68 40 27
RTOR Reduction (vph) 0 32 0 0 13 0 0 52 0 0 22 0
Lane Group Flow (vph) 0 628 0 0 571 0 112 128 0 68 45 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 35.2 35.2 10.4 10.4 10.4 10.4
Effective Green, g (s) 35.2 35.2 10.4 10.4 10.4 10.4
Actuated g/C Ratio 0.61 0.61 0.18 0.18 0.18 0.18
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) 1902 1684 243 318 219 320
v/s Ratio Prot 0.07 0.03
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.5 0.5 1.4 0.8 0.8 0.2
Delay (s) 5.9 6.0 22.5 21.7 21.3 20.0
Level of Service A A C C C C
Approach Delay (s) 5.9 6.0 22.0 20.7
Approach LOS A A C C
Intersection Summary
HCM Average Control Delay 10.0 HCM Level of Service A
HCM Volume to Capacity ratio 0.37
Actuated Cycle Length (s) 57.6 Sum of lost time (s) 12.0
Intersection Capacity Utilization 90.2% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 2019 PM BG + Ext Dev Traffic
5: Starwood Dr & 11 Starwood Access 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_PM.syn Page 9
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (veh/h) 13 465 446 35 28 13
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 14 505 485 38 30 14
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 146
pX, platoon unblocked
vC, conflicting volume 523 785 261
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 523 785 261
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 99 91 98
cM capacity (veh/h) 1040 325 737
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 183 337 323 200 45
Volume Left 14 0 0 0 30
Volume Right 0 0 0 38 14
cSH 1040 1700 1700 1700 395
Volume to Capacity 0.01 0.20 0.19 0.12 0.11
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 Delay (s) 0.3 0.0 15.3
Approach LOS C
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 32.2% ICU Level of Service A
Analysis Period (min) 15
Queues 2019 SAT BG + Ext Dev Traffic
1: Starwood Dr & Watson Pkwy N 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 1
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 13 349 143 111 476 201 270 218 499
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
Internal Link Dist (m) 120.0 125.9 461.9 536.5
Turn Bay Length (m) 30.0 50.0 40.0 50.0
Base Capacity (vph) 149 631 632 263 627 591 1251 610 1155
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 0.09 0.55 0.23 0.42 0.76 0.34 0.22 0.36 0.43
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 2019 SAT BG + Ext Dev Traffic
1: Starwood Dr & Watson Pkwy N 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 13 349 143 111 333 143 201 222 48 218 459 40
RTOR Reduction (vph) 0 0 100 0 25 0 0 28 0 0 9 0
Lane Group Flow (vph) 13 349 43 111 451 0 201 242 0 218 490 0
Turn Type Perm Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 4 8 2 6
Actuated Green, G (s) 18.8 18.8 18.8 18.8 18.8 30.7 22.1 27.3 20.4
Effective Green, g (s) 18.8 18.8 18.8 18.8 18.8 30.7 22.1 27.3 20.4
Actuated g/C Ratio 0.30 0.30 0.30 0.30 0.30 0.49 0.35 0.43 0.32
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 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) 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
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 2.0 0.1 1.5 10.9 0.5 0.4 0.5 1.2
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
Approach LOS B C B B
Intersection Summary
HCM Average Control Delay 19.4 HCM Level of Service B
HCM Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 62.8 Sum of lost time (s) 18.0
Intersection Capacity Utilization 71.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 SAT BG + Ext Dev Traffic
2: Watson Pkwy N & York Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 3
Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR
Lane Group Flow (vph) 51 447 93 288 149 417 29 313 41
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
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) 317 1180 297 603 627 924 652 753 665
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 0.16 0.38 0.31 0.48 0.24 0.45 0.04 0.42 0.06
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 SAT BG + Ext Dev Traffic
2: Watson Pkwy N & York Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 4
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 51 282 165 93 263 25 149 305 112 29 313 41
RTOR Reduction (vph) 0 104 0 0 4 0 0 11 0 0 0 24
Lane Group Flow (vph) 51 343 0 93 284 0 149 406 0 29 313 17
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) 20.3 17.0 22.9 18.3 45.3 39.8 36.0 33.5 33.5
Effective Green, g (s) 20.3 17.0 22.9 18.3 45.3 39.8 36.0 33.5 33.5
Actuated g/C Ratio 0.25 0.21 0.28 0.22 0.55 0.49 0.44 0.41 0.41
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) 236 702 251 415 576 879 449 770 655
v/s Ratio Prot 0.01 0.10 c0.02 c0.15 c0.03 c0.22 0.00 0.17
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.5 0.5 0.9 4.6 0.2 1.7 0.1 1.6 0.1
Delay (s) 24.5 29.2 23.5 33.8 9.5 15.7 13.1 18.7 14.5
Level of Service C C C C A B B B B
Approach Delay (s) 28.7 31.3 14.1 17.9
Approach LOS C C B B
Intersection Summary
HCM Average Control Delay 22.4 HCM Level of Service C
HCM Volume to Capacity ratio 0.50
Actuated Cycle Length (s) 81.9 Sum of lost time (s) 15.0
Intersection Capacity Utilization 69.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 SAT BG + Ext Dev Traffic
3: Starwood Dr & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 47 202 36 139 150 17 59 261 22 118
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0
Base Capacity (vph) 1107 1671 1425 1054 1671 1423 1044 1434 916 1476
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 0.04 0.12 0.03 0.13 0.09 0.01 0.06 0.18 0.02 0.08
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 SAT BG + Ext Dev Traffic
3: Starwood Dr & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 47 202 36 139 150 17 59 128 133 22 86 32
RTOR Reduction (vph) 0 0 26 0 0 12 0 64 0 0 22 0
Lane Group Flow (vph) 47 202 10 139 150 5 59 197 0 22 96 0
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) 8.2 8.2 8.2 8.2 8.2 8.2 9.4 9.4 9.4 9.4
Effective Green, g (s) 8.2 8.2 8.2 8.2 8.2 8.2 9.4 9.4 9.4 9.4
Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.28 0.28 0.32 0.32 0.32 0.32
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) 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
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 0.2 0.5 0.0 0.9 0.3 0.0 0.2 0.4 0.1 0.1
Delay (s) 8.2 9.1 7.8 9.6 8.7 7.8 7.4 8.2 7.1 7.4
Level of Service A A A A A A A A A A
Approach Delay (s) 8.8 9.1 8.0 7.4
Approach LOS A A A A
Intersection Summary
HCM Average Control Delay 8.5 HCM Level of Service A
HCM Volume to Capacity ratio 0.39
Actuated Cycle Length (s) 29.6 Sum of lost time (s) 12.0
Intersection Capacity Utilization 49.7% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 SAT BG + Ext Dev Traffic
4: Watson Pkwy N & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 7
Lane Group SET NWT NEL NET SWL SWT
Lane Group Flow (vph) 325 287 41 93 18 29
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
Turn Bay Length (m) 50.0 30.0
Base Capacity (vph) 2285 2269 519 672 490 663
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 0.14 0.13 0.08 0.14 0.04 0.04
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 SAT BG + Ext Dev Traffic
4: Watson Pkwy N & Grange Rd 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 8
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 27 261 37 26 224 37 41 32 61 18 16 13
RTOR Reduction (vph) 0 10 0 0 12 0 0 54 0 0 12 0
Lane Group Flow (vph) 0 315 0 0 275 0 41 39 0 18 17 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 36.6 36.6 6.2 6.2 6.2 6.2
Effective Green, g (s) 36.6 36.6 6.2 6.2 6.2 6.2
Actuated g/C Ratio 0.67 0.67 0.11 0.11 0.11 0.11
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) 2157 2140 157 192 148 199
v/s Ratio Prot 0.02 0.01
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.1 0.9 0.5 0.4 0.2
Delay (s) 3.5 3.4 23.1 22.6 22.2 22.0
Level of Service A A C C C C
Approach Delay (s) 3.5 3.4 22.7 22.1
Approach LOS A A C C
Intersection Summary
HCM Average Control Delay 7.8 HCM Level of Service A
HCM Volume to Capacity ratio 0.16
Actuated Cycle Length (s) 54.8 Sum of lost time (s) 12.0
Intersection Capacity Utilization 46.3% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 2019 SAT BG + Ext Dev Traffic
5: Starwood Dr & 11 Starwood Access 4/5/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_BG_2019_SAT.syn Page 9
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (veh/h) 12 455 380 21 10 5
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 13 495 413 23 11 5
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 144
pX, platoon unblocked
vC, conflicting volume 436 698 218
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 436 698 218
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 99 97 99
cM capacity (veh/h) 1120 370 786
Direction, Lane # EB 1 EB 2 WB 1 WB 2 SB 1
Volume Total 178 330 275 161 16
Volume Left 13 0 0 0 11
Volume Right 0 0 0 23 5
cSH 1120 1700 1700 1700 450
Volume to Capacity 0.01 0.19 0.16 0.09 0.04
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 Delay (s) 0.2 0.0 13.3
Approach LOS B
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 31.2% ICU Level of Service A
Analysis Period (min) 15
Appendix F
Synchro Reports
Future Total Traffic (2019)
Queues 2019 AM Total Traffic
1: Starwood Dr & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 1
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 65 102 399 20 85 170 225 64 554
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
Internal Link Dist (m) 46.4 125.9 113.0 536.5
Turn Bay Length (m) 30.0 50.0 40.0 50.0
Base Capacity (vph) 531 756 817 522 737 475 2012 652 2003
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 0.12 0.13 0.49 0.04 0.12 0.36 0.11 0.10 0.28
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 AM Total Traffic
1: Starwood Dr & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 65 102 399 20 59 26 170 212 13 64 486 68
RTOR Reduction (vph) 0 0 227 0 20 0 0 6 0 0 14 0
Lane Group Flow (vph) 65 102 172 20 65 0 170 219 0 64 540 0
Turn Type Perm Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 4 8 2 6
Actuated Green, G (s) 11.9 11.9 11.9 11.9 11.9 31.3 31.3 31.3 31.3
Effective Green, g (s) 11.9 11.9 11.9 11.9 11.9 31.3 31.3 31.3 31.3
Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.22 0.57 0.57 0.57 0.57
Clearance Time (s) 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
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 0.3 1.1 0.1 0.2 2.1 0.1 0.3 0.3
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
Intersection Summary
HCM Average Control Delay 11.7 HCM Level of Service B
HCM Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 55.2 Sum of lost time (s) 12.0
Intersection Capacity Utilization 57.9% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 AM Total Traffic
2: Watson Pkwy N & York Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 3
Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR
Lane Group Flow (vph) 89 791 91 258 92 508 35 464 54
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
Internal Link Dist (m) 321.2 245.3 284.4 232.0
Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0
Base Capacity (vph) 392 1160 235 596 458 794 472 743 664
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 0.23 0.68 0.39 0.43 0.20 0.64 0.07 0.62 0.08
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 AM Total Traffic
2: Watson Pkwy N & York Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 4
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 89 505 286 91 240 18 92 367 141 35 464 54
RTOR Reduction (vph) 0 90 0 0 3 0 0 13 0 0 0 33
Lane Group Flow (vph) 89 701 0 91 255 0 92 495 0 35 464 21
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) 26.0 21.5 26.0 21.5 41.4 35.1 36.4 32.6 32.6
Effective Green, g (s) 26.0 21.5 26.0 21.5 41.4 35.1 36.4 32.6 32.6
Actuated g/C Ratio 0.31 0.26 0.31 0.26 0.50 0.42 0.44 0.39 0.39
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) 332 878 188 483 374 764 323 740 630
v/s Ratio Prot 0.01 c0.21 c0.03 0.14 c0.02 c0.27 0.00 0.25
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 5.1 2.0 1.0 0.3 4.2 0.1 4.0 0.1
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
Intersection Summary
HCM Average Control Delay 26.6 HCM Level of Service C
HCM Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 82.9 Sum of lost time (s) 15.0
Intersection Capacity Utilization 73.8% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 AM Total Traffic
3: Starwood Dr & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 148 214 96 190 215 190 66 296 75 342
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0
Base Capacity (vph) 884 1416 1228 884 1416 1251 697 1223 733 1230
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 0.17 0.15 0.08 0.21 0.15 0.15 0.09 0.24 0.10 0.28
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 AM Total Traffic
3: Starwood Dr & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 148 214 96 190 215 190 66 213 83 75 264 78
RTOR Reduction (vph) 0 0 61 0 0 121 0 24 0 0 18 0
Lane Group Flow (vph) 148 214 35 190 215 69 66 272 0 75 324 0
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) 14.0 14.0 14.0 14.0 14.0 14.0 12.7 12.7 12.7 12.7
Effective Green, g (s) 14.0 14.0 14.0 14.0 14.0 14.0 12.7 12.7 12.7 12.7
Actuated g/C Ratio 0.36 0.36 0.36 0.36 0.36 0.36 0.33 0.33 0.33 0.33
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) 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
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 0.5 0.3 0.0 0.8 0.3 0.1 0.3 0.6 0.3 1.0
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
Intersection Summary
HCM Average Control Delay 9.9 HCM Level of Service A
HCM Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 38.7 Sum of lost time (s) 12.0
Intersection Capacity Utilization 63.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 AM Total Traffic
4: Watson Pkwy N & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 7
Lane Group SET NWT NEL NET SWL SWT
Lane Group Flow (vph) 691 428 89 133 48 121
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
Turn Bay Length (m) 50.0 30.0
Base Capacity (vph) 2249 1868 467 676 462 680
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 0.31 0.23 0.19 0.20 0.10 0.18
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 AM Total Traffic
4: Watson Pkwy N & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 8
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 12 501 178 73 315 40 89 57 76 48 98 23
RTOR Reduction (vph) 0 39 0 0 9 0 0 65 0 0 16 0
Lane Group Flow (vph) 0 652 0 0 419 0 89 68 0 48 105 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 36.1 36.1 8.0 8.0 8.0 8.0
Effective Green, g (s) 36.1 36.1 8.0 8.0 8.0 8.0
Actuated g/C Ratio 0.64 0.64 0.14 0.14 0.14 0.14
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) 2096 1759 182 246 180 261
v/s Ratio Prot 0.04 0.06
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 0.3 2.1 0.6 0.8 1.0
Delay (s) 4.8 4.5 24.2 22.1 22.2 22.9
Level of Service A A C C C C
Approach Delay (s) 4.8 4.5 22.9 22.7
Approach LOS A A C C
Intersection Summary
HCM Average Control Delay 9.4 HCM Level of Service A
HCM Volume to Capacity ratio 0.34
Actuated Cycle Length (s) 56.1 Sum of lost time (s) 12.0
Intersection Capacity Utilization 84.7% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 2019 AM Total Traffic
5: Starwood Dr & North (West) Access 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 139
pX, platoon unblocked
vC, conflicting volume 287 498 672 809 249 606 809 143
vC1, stage 1 conf vol
vC2, stage 2 conf vol
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
Intersection Summary
Average Delay 1.4
Intersection Capacity Utilization 24.9% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2019 AM Total Traffic
6: Starwood Dr & North (East) Access 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 10
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h) 514 2 6 269 4 12
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 559 2 7 292 4 13
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 70
pX, platoon unblocked
vC, conflicting volume 561 719 280
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 561 719 280
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 99 99 98
cM capacity (veh/h) 1006 361 717
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1
Volume Total 372 188 104 195 17
Volume Left 0 0 7 0 4
Volume Right 0 2 0 0 13
cSH 1700 1700 1006 1700 575
Volume to Capacity 0.22 0.11 0.01 0.11 0.03
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 Delay (s) 0.0 0.2 11.5
Approach LOS B
Intersection Summary
Average Delay 0.3
Intersection Capacity Utilization 24.3% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2019 AM Total Traffic
7: East Access & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_AM.syn Page 11
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Volume (veh/h) 18 41 8 346 769 4
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) 20 45 9 376 836 4
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 345 137
pX, platoon unblocked 0.98 0.98 0.98
vC, conflicting volume 1043 420 840
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1010 376 804
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 93 99
cM capacity (veh/h) 230 611 803
Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2
Volume Total 64 134 251 557 283
Volume Left 20 9 0 0 0
Volume Right 45 0 0 0 4
cSH 406 803 1700 1700 1700
Volume to Capacity 0.16 0.01 0.15 0.33 0.17
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 Delay (s) 15.5 0.3 0.0
Approach LOS C
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 31.6% ICU Level of Service A
Analysis Period (min) 15
Queues 2019 PM Total Traffic
1: Starwood Dr & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 1
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 96 277 211 91 389 363 440 174 699
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
Internal Link Dist (m) 46.4 125.9 113.0 536.5
Turn Bay Length (m) 30.0 50.0 40.0 50.0
Base Capacity (vph) 216 652 693 335 646 493 1422 546 1133
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 0.44 0.42 0.30 0.27 0.60 0.74 0.31 0.32 0.62
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 2019 PM Total Traffic
1: Starwood Dr & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 96 277 211 91 273 116 363 402 38 174 511 188
RTOR Reduction (vph) 0 0 154 0 25 0 0 10 0 0 56 0
Lane Group Flow (vph) 96 277 57 91 364 0 363 430 0 174 643 0
Turn Type Perm Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 4 8 2 6
Actuated Green, G (s) 16.7 16.7 16.7 16.7 16.7 32.8 24.3 25.3 19.8
Effective Green, g (s) 16.7 16.7 16.7 16.7 16.7 32.8 24.3 25.3 19.8
Actuated g/C Ratio 0.27 0.27 0.27 0.27 0.27 0.53 0.40 0.41 0.32
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 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) 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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.3 1.2 0.1 0.8 6.0 7.8 0.6 0.5 2.2
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
Approach LOS B C B B
Intersection Summary
HCM Average Control Delay 18.8 HCM Level of Service B
HCM Volume to Capacity ratio 0.71
Actuated Cycle Length (s) 61.5 Sum of lost time (s) 9.0
Intersection Capacity Utilization 80.9% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 PM Total Traffic
2: Watson Pkwy N & York Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 3
Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR
Lane Group Flow (vph) 53 703 184 567 160 532 37 533 118
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
Internal Link Dist (m) 321.2 245.3 284.4 232.0
Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0
Base Capacity (vph) 220 1112 227 554 365 810 450 684 657
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 0.24 0.63 0.81 1.02 0.44 0.66 0.08 0.78 0.18
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 2019 PM Total Traffic
2: Watson Pkwy N & York Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 4
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 53 420 283 184 540 27 160 440 92 37 533 118
RTOR Reduction (vph) 0 134 0 0 2 0 0 7 0 0 0 75
Lane Group Flow (vph) 53 569 0 184 565 0 160 525 0 37 533 43
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) 26.1 22.7 31.3 25.3 44.5 37.5 36.4 32.4 32.4
Effective Green, g (s) 26.1 22.7 31.3 25.3 44.5 37.5 36.4 32.4 32.4
Actuated g/C Ratio 0.30 0.26 0.35 0.29 0.50 0.43 0.41 0.37 0.37
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) 154 865 218 536 333 780 302 692 588
v/s Ratio Prot 0.01 0.17 c0.06 c0.30 c0.05 0.29 0.01 c0.28
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.3 1.8 24.6 53.8 1.1 4.6 0.2 8.1 0.2
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
Intersection Summary
HCM Average Control Delay 40.3 HCM Level of Service D
HCM Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 88.2 Sum of lost time (s) 15.0
Intersection Capacity Utilization 83.3% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 PM Total Traffic
3: Starwood Dr & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 125 208 60 235 286 51 93 457 47 211
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0
Base Capacity (vph) 742 1270 1099 798 1270 1096 710 1087 436 1106
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 0.17 0.16 0.05 0.29 0.23 0.05 0.13 0.42 0.11 0.19
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 PM Total Traffic
3: Starwood Dr & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 125 208 60 235 286 51 93 249 208 47 163 48
RTOR Reduction (vph) 0 0 38 0 0 32 0 48 0 0 17 0
Lane Group Flow (vph) 125 208 22 235 286 19 93 409 0 47 194 0
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) 16.2 16.2 16.2 16.2 16.2 16.2 15.7 15.7 15.7 15.7
Effective Green, g (s) 16.2 16.2 16.2 16.2 16.2 16.2 15.7 15.7 15.7 15.7
Actuated g/C Ratio 0.37 0.37 0.37 0.37 0.37 0.37 0.36 0.36 0.36 0.36
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) 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
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 0.4 0.2 0.0 1.3 0.4 0.0 0.3 2.4 0.3 0.3
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
Intersection Summary
HCM Average Control Delay 11.5 HCM Level of Service B
HCM Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 43.9 Sum of lost time (s) 12.0
Intersection Capacity Utilization 71.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 PM Total Traffic
4: Watson Pkwy N & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 7
Lane Group SET NWT NEL NET SWL SWT
Lane Group Flow (vph) 687 607 112 180 68 67
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
Turn Bay Length (m) 50.0 30.0
Base Capacity (vph) 1931 1693 468 654 423 634
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 0.36 0.36 0.24 0.28 0.16 0.11
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 PM Total Traffic
4: Watson Pkwy N & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 8
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 38 503 146 84 452 71 112 101 79 68 40 27
RTOR Reduction (vph) 0 30 0 0 12 0 0 52 0 0 22 0
Lane Group Flow (vph) 0 657 0 0 595 0 112 128 0 68 45 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 35.2 35.2 10.4 10.4 10.4 10.4
Effective Green, g (s) 35.2 35.2 10.4 10.4 10.4 10.4
Actuated g/C Ratio 0.61 0.61 0.18 0.18 0.18 0.18
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) 1904 1682 243 318 219 320
v/s Ratio Prot 0.07 0.03
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.5 0.6 1.4 0.8 0.8 0.2
Delay (s) 6.0 6.1 22.5 21.7 21.3 20.0
Level of Service A A C C C C
Approach Delay (s) 6.0 6.1 22.0 20.7
Approach LOS A A C C
Intersection Summary
HCM Average Control Delay 9.9 HCM Level of Service A
HCM Volume to Capacity ratio 0.38
Actuated Cycle Length (s) 57.6 Sum of lost time (s) 12.0
Intersection Capacity Utilization 90.2% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 2019 PM Total Traffic
5: Starwood Dr & North (West) Access 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 13 485 16 48 672 35 9 0 28 28 0 13
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) 14 527 17 52 730 38 10 0 30 30 0 14
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 139
pX, platoon unblocked
vC, conflicting volume 768 545 1048 1437 272 1176 1427 384
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 768 545 1048 1437 272 1176 1427 384
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
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
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
Volume to Capacity 0.02 0.17 0.05 0.24 0.10 0.25
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
Intersection Summary
Average Delay 2.0
Intersection Capacity Utilization 51.0% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2019 PM Total Traffic
6: Starwood Dr & North (East) Access 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 10
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h) 535 6 18 749 6 17
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 582 7 20 814 7 18
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 70
pX, platoon unblocked
vC, conflicting volume 588 1031 294
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 588 1031 294
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 98 97 97
cM capacity (veh/h) 983 224 702
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1
Volume Total 388 200 291 543 25
Volume Left 0 0 20 0 7
Volume Right 0 7 0 0 18
cSH 1700 1700 983 1700 451
Volume to Capacity 0.23 0.12 0.02 0.32 0.06
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 Delay (s) 0.0 0.3 13.4
Approach LOS B
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 43.6% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2019 PM Total Traffic
7: East Access & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_PM.syn Page 11
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Volume (veh/h) 9 19 39 730 676 17
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) 10 21 42 793 735 18
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 345 137
pX, platoon unblocked 0.92 0.92 0.92
vC, conflicting volume 1226 377 753
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1075 154 562
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 95 97 95
cM capacity (veh/h) 189 797 926
Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2
Volume Total 30 307 529 490 263
Volume Left 10 42 0 0 0
Volume Right 21 0 0 0 18
cSH 391 926 1700 1700 1700
Volume to Capacity 0.08 0.05 0.31 0.29 0.15
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 Delay (s) 15.0 0.6 0.0
Approach LOS B
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 53.9% ICU Level of Service A
Analysis Period (min) 15
Queues 2019 SAT Total Traffic
1: Starwood Dr & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 1
Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 30 349 185 111 476 251 278 218 531
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
Internal Link Dist (m) 46.4 125.9 113.0 536.5
Turn Bay Length (m) 30.0 50.0 40.0 50.0
Base Capacity (vph) 149 631 660 263 627 563 1251 599 1130
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 0.20 0.55 0.28 0.42 0.76 0.45 0.22 0.36 0.47
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
HCM Signalized Intersection Capacity Analysis 2019 SAT Total Traffic
1: Starwood Dr & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 30 349 185 111 333 143 251 230 48 218 468 63
RTOR Reduction (vph) 0 0 130 0 25 0 0 27 0 0 16 0
Lane Group Flow (vph) 30 349 55 111 451 0 251 251 0 218 515 0
Turn Type Perm Perm Perm pm+pt pm+pt
Protected Phases 4 8 5 2 1 6
Permitted Phases 4 4 8 2 6
Actuated Green, G (s) 18.8 18.8 18.8 18.8 18.8 31.2 22.1 26.8 19.9
Effective Green, g (s) 18.8 18.8 18.8 18.8 18.8 31.2 22.1 26.8 19.9
Actuated g/C Ratio 0.30 0.30 0.30 0.30 0.30 0.50 0.35 0.43 0.32
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 3.0 6.0 3.0 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) 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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.9 2.0 0.1 1.5 10.9 0.8 0.4 0.5 1.4
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
Approach LOS B C B B
Intersection Summary
HCM Average Control Delay 19.4 HCM Level of Service B
HCM Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 62.8 Sum of lost time (s) 12.0
Intersection Capacity Utilization 74.9% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 SAT Total Traffic
2: Watson Pkwy N & York Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 3
Lane Group SEL SET NWL NWT NEL NET SWL SWT SWR
Lane Group Flow (vph) 64 513 93 333 164 417 29 313 55
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
Internal Link Dist (m) 321.2 245.3 284.4 232.0
Turn Bay Length (m) 100.0 30.0 30.0 60.0 60.0
Base Capacity (vph) 276 1141 289 583 602 897 625 727 652
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 0.23 0.45 0.32 0.57 0.27 0.46 0.05 0.43 0.08
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 SAT Total Traffic
2: Watson Pkwy N & York Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 4
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 64 325 188 93 308 25 164 305 112 29 313 55
RTOR Reduction (vph) 0 98 0 0 3 0 0 12 0 0 0 33
Lane Group Flow (vph) 64 415 0 93 330 0 164 405 0 29 313 22
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) 23.5 18.9 23.5 18.9 45.4 39.9 35.9 33.4 33.4
Effective Green, g (s) 23.5 18.9 23.5 18.9 45.4 39.9 35.9 33.4 33.4
Actuated g/C Ratio 0.28 0.23 0.28 0.23 0.54 0.48 0.43 0.40 0.40
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) 226 762 238 419 560 860 433 750 637
v/s Ratio Prot 0.02 0.12 c0.02 c0.18 c0.03 c0.22 0.00 0.17
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.7 0.8 1.1 9.4 0.3 1.9 0.1 1.7 0.1
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
Intersection Summary
HCM Average Control Delay 24.4 HCM Level of Service C
HCM Volume to Capacity ratio 0.55
Actuated Cycle Length (s) 83.9 Sum of lost time (s) 18.0
Intersection Capacity Utilization 72.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 SAT Total Traffic
3: Starwood Dr & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 5
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 47 229 36 139 174 17 59 261 22 118
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
Internal Link Dist (m) 207.8 655.0 184.6 157.9
Turn Bay Length (m) 40.0 40.0 30.0 30.0 30.0 20.0
Base Capacity (vph) 1079 1667 1421 1027 1667 1419 1042 1430 914 1472
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 0.04 0.14 0.03 0.14 0.10 0.01 0.06 0.18 0.02 0.08
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 SAT Total Traffic
3: Starwood Dr & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
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
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) 47 229 36 139 174 17 59 128 133 22 86 32
RTOR Reduction (vph) 0 0 26 0 0 12 0 64 0 0 22 0
Lane Group Flow (vph) 47 229 10 139 174 5 59 197 0 22 96 0
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) 8.2 8.2 8.2 8.2 8.2 8.2 9.5 9.5 9.5 9.5
Effective Green, g (s) 8.2 8.2 8.2 8.2 8.2 8.2 9.5 9.5 9.5 9.5
Actuated g/C Ratio 0.28 0.28 0.28 0.28 0.28 0.28 0.32 0.32 0.32 0.32
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) 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
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 0.2 0.6 0.0 0.9 0.4 0.0 0.2 0.4 0.1 0.1
Delay (s) 8.3 9.5 7.9 9.8 9.0 7.8 7.4 8.1 7.1 7.4
Level of Service A A A A A A A A A A
Approach Delay (s) 9.1 9.2 8.0 7.3
Approach LOS A A A A
Intersection Summary
HCM Average Control Delay 8.6 HCM Level of Service A
HCM Volume to Capacity ratio 0.39
Actuated Cycle Length (s) 29.7 Sum of lost time (s) 12.0
Intersection Capacity Utilization 51.1% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Queues 2019 SAT Total Traffic
4: Watson Pkwy N & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 7
Lane Group SET NWT NEL NET SWL SWT
Lane Group Flow (vph) 353 315 41 93 18 29
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
Internal Link Dist (m) 258.9 477.3 154.7 137.5
Turn Bay Length (m) 50.0 30.0
Base Capacity (vph) 2289 2273 519 672 490 663
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 0.15 0.14 0.08 0.14 0.04 0.04
Intersection Summary
HCM Signalized Intersection Capacity Analysis 2019 SAT Total Traffic
4: Watson Pkwy N & Grange Rd 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 8
Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
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
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) 27 289 37 26 252 37 41 32 61 18 16 13
RTOR Reduction (vph) 0 9 0 0 11 0 0 54 0 0 12 0
Lane Group Flow (vph) 0 344 0 0 304 0 41 39 0 18 17 0
Turn Type Perm Perm Perm Perm
Protected Phases 6 2 4 8
Permitted Phases 6 2 4 8
Actuated Green, G (s) 36.6 36.6 6.2 6.2 6.2 6.2
Effective Green, g (s) 36.6 36.6 6.2 6.2 6.2 6.2
Actuated g/C Ratio 0.67 0.67 0.11 0.11 0.11 0.11
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) 2161 2146 157 192 148 199
v/s Ratio Prot 0.02 0.01
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
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 0.1 0.9 0.5 0.4 0.2
Delay (s) 3.5 3.5 23.1 22.6 22.2 22.0
Level of Service A A C C C C
Approach Delay (s) 3.5 3.5 22.7 22.1
Approach LOS A A C C
Intersection Summary
HCM Average Control Delay 7.6 HCM Level of Service A
HCM Volume to Capacity ratio 0.17
Actuated Cycle Length (s) 54.8 Sum of lost time (s) 12.0
Intersection Capacity Utilization 46.6% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis 2019 SAT Total Traffic
5: Starwood Dr & North (West) Access 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 12 473 13 41 526 21 12 0 37 10 0 5
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) 13 514 14 45 572 23 13 0 40 11 0 5
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 139
pX, platoon unblocked
vC, conflicting volume 595 528 928 1231 264 996 1227 297
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 595 528 928 1231 264 996 1227 297
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
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1
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
Volume to Capacity 0.01 0.16 0.04 0.18 0.12 0.07
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
Intersection Summary
Average Delay 1.4
Intersection Capacity Utilization 43.6% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2019 SAT Total Traffic
6: Starwood Dr & North (East) Access 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 10
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Volume (veh/h) 513 7 22 582 6 19
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 558 8 24 633 7 21
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 70
pX, platoon unblocked
vC, conflicting volume 565 926 283
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 565 926 283
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 98 98 97
cM capacity (veh/h) 1003 261 714
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1
Volume Total 372 193 235 422 27
Volume Left 0 0 24 0 7
Volume Right 0 8 0 0 21
cSH 1700 1700 1003 1700 505
Volume to Capacity 0.22 0.11 0.02 0.25 0.05
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 Delay (s) 0.0 0.4 12.5
Approach LOS B
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 42.1% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2019 SAT Total Traffic
7: East Access & Watson Pkwy N 4/8/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_Total_2019_SAT.syn Page 11
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Volume (veh/h) 12 28 26 475 496 14
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) 13 30 28 516 539 15
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (m) 345 137
pX, platoon unblocked 0.99 0.99 0.99
vC, conflicting volume 861 277 554
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 840 250 530
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 96 96 97
cM capacity (veh/h) 293 742 1023
Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2
Volume Total 43 200 344 359 195
Volume Left 13 28 0 0 0
Volume Right 30 0 0 0 15
cSH 508 1023 1700 1700 1700
Volume to Capacity 0.09 0.03 0.20 0.21 0.11
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 Delay (s) 12.7 0.5 0.0
Approach LOS B
Intersection Summary
Average Delay 0.7
Intersection Capacity Utilization 41.4% ICU Level of Service A
Analysis Period (min) 15
Appendix G
Synchro Reports – Unsignalized
And Signal Warrants
HCM Unsignalized Intersection Capacity Analysis 2014 AM - Sensitivity Analysis
1: Starwood Dr & Watson Pkwy N 4/25/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_SA_2014_AM.syn Page 1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Volume (veh/h) 52 285 106 170 313 43
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) 57 310 115 185 340 47
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 686 193 387
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 686 193 387
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 84 62 90
cM capacity (veh/h) 343 815 1168
Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 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
Volume to Capacity 0.16 0.38 0.10 0.05 0.05 0.13 0.09
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 Delay (s) 12.9 3.2 0.0
Approach LOS B
Intersection Summary
Average Delay 5.4
Intersection Capacity Utilization 34.3% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2014 PM - Sensitivity Analysis
1: Starwood Dr & Watson Pkwy N 4/25/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_SA_2014_PM.syn Page 1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Volume (veh/h) 106 185 244 306 253 135
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) 115 201 265 333 275 147
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 1045 211 422
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1045 211 422
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 33 75 77
cM capacity (veh/h) 172 795 1134
Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 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
Volume to Capacity 0.67 0.25 0.23 0.10 0.10 0.11 0.14
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 Delay (s) 29.1 4.1 0.0
Approach LOS D
Intersection Summary
Average Delay 8.7
Intersection Capacity Utilization 40.7% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis 2014 SAT - Sensitivity Analysis
1: Starwood Dr & Watson Pkwy N 4/25/2013
R.J. Burnside & Associates Limited Synchro 7 - Report
P:\Transportation\Traffic\Synchro Files\033023\033023_SA_2014_SAT.syn Page 1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Volume (veh/h) 34 182 164 152 181 38
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) 37 198 178 165 197 41
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 657 119 238
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 657 119 238
tC, single (s) 6.8 6.9 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 89 78 87
cM capacity (veh/h) 345 910 1326
Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 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
Volume to Capacity 0.11 0.22 0.13 0.05 0.05 0.08 0.06
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 Delay (s) 11.1 4.2 0.0
Approach LOS B
Intersection Summary
Average Delay 5.0
Intersection Capacity Utilization 28.6% ICU Level of Service A
Analysis Period (min) 15
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
Actual Average (Total/8)
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
Actual Average (Total/8)
Percent Compliance
Total
Actual Average (Total/8)
Appendix G
Background Traffic (2014)
No. of LanesMinimum Requirements
1 Lane Each Way 2 Lanes Each Way
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%)
Minimum Requirements
Operating Speed of Major Road
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
Operating Speed of Major Road
2 Lanes Each Way
Total
Hours Ending
Appendix G - Signal Warrants
Background Plus Site Traffic (2014)
No. of
Lanes
Minimum Requirements
Percentage
Warrant
Warrant #1: Minimum Vehicular Volumes
A. All Approaches
Count Date:
Municipality:
Major Road Runs
Operating under free flow conditions
Actual Average (Total/8)
B. Minor Street Both Approaches
Total
Actual Average (Total/8)
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
Actual Average (Total/8)
Percent Compliance
Total
Actual Average (Total/8)
Appendix G
Background Plus Site Traffic (2014)
No. of LanesMinimum Requirements
1 Lane Each Way 2 Lanes Each Way
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%)
Minimum Requirements
Operating Speed of Major Road
B. Crossing Major Street
Warrant 3: Volume / Delay
Traffic Signals WarrantedConclusion:
Percent Compliance