Conestoga Meat Packers Plant Expansion – Transportation Impact

Transcription

Conestoga Meat Packers Plant
Expansion – Transportation Impact
Study
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Transportation assessment of a
proposed expansion of the Conestoga
Meat Packers plant
July 2013
Sign-off Sheet
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This document entitled Conestoga Meat Packers Plant Expansion – Transportation
Impact Study was prepared by Stantec Consulting Ltd. for the account of Conestoga
Meat Packers. The material in it reflects Stantec’s best judgment in light of the
information available to it 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. Stantec Consulting Ltd. accepts no responsibility for damages, if
any, suffered by any third party as a result of decisions made or actions based on this
report.
Prepared by
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(signature)
Adrian Soo, P. Eng.
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Prepared by
(signature)
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Garry Pappin, BES, LEL
Reviewed by
(signature)
Steven Kwan, P.Eng.
CONESTOGA MEAT PACKERS PLANT EXPANSION – TRANSPORTATION IMPACT
STUDY
Table of Contents
EXECUTIVE SUMMARY ............................................................................................................... I 1.0 INTRODUCTION ................................................................................................................ 1.1 2.0 DEVELOPMENT CHARACTERISTICS ............................................................................. 2.2 EXISTING CONDITIONS.................................................................................................... 3.3 LAND USE .......................................................................................................................... 3.3 ROADS ............................................................................................................................... 3.3 TRAFFIC ............................................................................................................................. 3.4 3.3.1 Traffic Data .......................................................................................................... 3.4 3.3.2 Operational Analysis ............................................................................................ 3.5 3.3.3 Collisions.............................................................................................................. 3.9 3.3.4 Menno Street Traffic and Speed Characteristics ................................................. 3.9 3.3.5 Observations ...................................................................................................... 3.10 T
3.0 3.1 3.2 3.3 D
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4.0 FUTURE CONDITIONS .................................................................................................... 4.12 4.1 HORIZON YEAR AND BACKGROUND TRAFFIC ........................................................... 4.12 4.2 CMP PLANT EXPANSION ............................................................................................... 4.13 4.2.1 Trip Generation .................................................................................................. 4.13 4.2.2 Trip Distribution .................................................................................................. 4.14 4.2.3 Trip Assignment ................................................................................................. 4.15 4.3 TOTAL TRAFFIC .............................................................................................................. 4.15 4.4 ANALYSIS ........................................................................................................................ 4.16 4.4.1 Traffic Operations .............................................................................................. 4.16 4.4.2 Site Access ........................................................................................................ 4.20 5.0 CONCLUSIONS AND RECOMMENDATIONS ................................................................ 5.23 LIST OF APPENDICES
Appendix A – Traffic Data
Appendix B – Synchro Analysis Output
Appendix C – Postal Code Maps
Appendix D – Breslau Secondary Plan Workshop Excerpts
asoo v:\01650\active\160311233 - conestoga meat packers plant\report\rpt_cmp_tis_201307_dft.docx
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STUDY
LIST OF TABLES
LIST OF FIGURES
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Site Location/Study Area
Site Plan
Base Year (2012) Traffic Volumes – Peak Hour of Generator
Base Year (2012) Traffic Volumes – Street Peak Hour
Adjusted Base Year (2012) Traffic Volumes – Peak Hour of Generator
Adjusted Base Year (2012) Traffic Volumes – Street Peak Hour
2023 Future Background Traffic Volumes – Peak Hour of Generator
2023 Future Background Traffic Volumes – Street Peak Hour
Trip Distribution
Site Traffic Volmes – Peak Hour of Generator)
Site Traffic Volumes – Street Peak Hour
2023 Future Total Traffic Volumes – Peak Hour of Generator
2023 Future Total Traffic Volumes – Street Peak Hour
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Figure1
Figure 2
Figure 3A
Figure 3B
Figure 4A
Figure 4B
Figure 5A
Figure 5B
Figure 6
Figure 7A
Figure 7B
Figure 8A
Figure 8B
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Table 1 – Existing Peak Periods ................................................................................................ 3.4
Table 2 – Level of Service Criteria: Signalized Intersections ..................................................... 3.5
Table 3 – Level of Service Criteria: Unsignalized Intersections ................................................. 3.5
Table 4 – Existing Conditions: Operational Analysis – Peak of Generator ................................ 3.7
Table 5 – Existing Conditions: Operational Analysis – Street Peak Hour .................................. 3.8
Table 6 – Collision Summary – Fountain Street N (RR 17) ....................................................... 3.9
Table 7 – Menno Street – Traffic and Speed Profile ................................................................ 3.10
Table 8 – Developments within Breslau Secondary Plan ........................................................ 4.13
Table 9 – Trip Generation – Future Conditions ........................................................................ 4.14
Table 10 – 2023 Future Background Conditions: Op. Analysis – Peak Hour of Generator ..... 4.16
Table 11 – 2023 Future Background Conditions: Op. Analysis – Street Peak Hour ................ 4.17
Table 12 – 2023 Future Total Conditions: Operational Analysis – Peak Hour of Generator.... 4.18
Table 13 – 2023 Future Total Conditions: Operational Analysis – Street Peak Hour .............. 4.19
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STUDY
Executive Summary
This Study assesses the transportation impact associated with a proposed expansion of the
Conestoga Meat Packers plant located on the south side of Menno Street between Fountain
Street and Shantz Station Road in the community of Breslau, Township of Woolwich, and
Regional Municipality of Waterloo. Traffic forecasts have been prepared and analyzed for a
2023 horizon year and account for general background growth as well as a doubling of
production and work force at the plant.
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The key conclusion of the Study is that the proposed expansion would have negligible impact on
the traffic operations of the surrounding roads and intersections due primarily to the plant’s peak
traffic periods occurring outside of the time periods when the highest commuter traffic volumes
occur. During these off peak periods, there is ample road and intersection capacity available to
accommodate higher CMP plant employee and truck traffic volumes. Therefore, no road or
traffic control improvements are required by the 2023 horizon year to accommodate either
general background growth in traffic or the additional traffic with the proposed plant expansion.
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Due to an existing sight line deficiency on Menno Street in proximity to its intersection with
Lonsdale Road, it is recommended that an “Intersection” warning sign with “Hidden” and
“Distance” tabs (distance to be confirmed) be installed facing westbound traffic on Menno Street
to the east of Lonsdale Road.
1.
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STUDY
Introduction
July 2013
1.0
Introduction
A major multi-phase expansion is being planned for the Conestoga Meat Packers (CMP) plant
located in the community of Breslau, Township of Woolwich, and Regional Municipality of
Waterloo. As shown in Figure 1, the site is located on the south side of Menno Street between
Fountain Street (Regional Road 17) and Shantz Station Road (Regional Road 30).
The CMP plant produces pork products and currently processes approximately 15,000 hogs per
week. This report addresses Phase 2 of the proposed expansion plan, which represents a
doubling of production.
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The purpose of this Study is to assess the traffic impacts associated with the proposed plant
expansion. A pre-consultation meeting was held on October 19, 2012 with Township and
Regional representatives to establish the scope, which is summarized as follows:
A Study Area that takes into account the key intersections along Menno Street, Fountain
Street, Shantz Station Road, and Victoria Street (Regional Road 7). Also see Figure 1;

A Study horizon year of 2023;

Study analysis periods that include the standard weekday a.m. and p.m. peak hours as
well as the site’s peak hours (peak of generator);

Operational analysis of the Study Area intersections according to the Region’s
requirements for capacity analysis; and

Consideration of Menno Street’s design, traffic, and speed characteristics.
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
1.1
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N
N.T.S.
Existing Conestoga Meat Packers Plant
Study Area Intersections
FIGURE 1
SITE LOCATION/STUDY AREA
COMMUNITY OF BRESLAU, ON
STUDY
Development Characteristics
July 2013
2.0
Development Characteristics
The existing plant has several access points directly along Menno Street, and an access on
Lonsdale Road. Employee traffic primarily is primarily served by the easterly access points on
Menno Street, which connect to a large parking area to the east of the plant. Smaller employee
parking lots are located along the north side of the plant (primarily for office employees) and
along the west side of the plant.
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Trucks used for the delivery of livestock to the plant access the site via the Menno Street/
Lonsdale Road intersection and Lonsdale Road driveway. Trucks that are used for the delivery
of processed pork products are loaded along the north side of the plant and have direct access
to Menno Street.
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The overall expansion concept plan is shown in Figure 2, and both existing and future access
arrangements.
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As reported by CMP, for existing conditions there are approximately 430 plant employees and
20 office employees who work a day shift that runs between 6:00 a.m. and 4:30 p.m. Within the
day shift, there are staggered hours for two approximately equal complements of plant
employees (6:00 a.m. to 2:30 p.m., and 7:00 a.m. to 3:30 p.m.), and the office employees work
from 8:00 a.m. to 4:30 p.m.
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In regard to the existing truck traffic associated with the plant, approximately 15 livestock trucks
arrive fully loaded and depart empty between 6:00 a.m. and 12:00 noon, and have staggered
arrival patterns due to limits on holding capacity. Finished products are transported by trucks
(approximately 15) that are parked on-site overnight, and generally travel to and from the site
between 12:00 noon and 6:00 p.m.
With the proposed expansion from the current processing of 15,000 hogs per week to 30,000
hogs per week, CMP reports that a second shift would be added with an additional 430 plant
employees. Any related increases in office staff are assumed to be negligible. The second shift
employees would work between the hours of 3:00 p.m. and 12:30 a.m., with staggered hours of
3:00 p.m. to 11:30 p.m. for approximately half of the employees and 4:00 p.m. to 12:30 p.m. for
the remainder.
Additional livestock deliveries (15 trucks) would be made between 12:00 noon and 7:00 p.m.,
and would be staggered due to the limits on holding capacity. Additional finished product
deliveries (15 trucks) would travel between 6:00 p.m. and 12:00 midnight, and park on-site
overnight.
2.2
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MENNO ST
N.T.S.
FIGURE 2
SITE PLAN
STUDY
Existing Conditions
July 2013
3.0
Existing Conditions
3.1
LAND USE
The existing land use for the lands immediately surrounding the CMP site is primarily
agricultural. Located further south of the site is the Region of Waterloo International Airport.
3.2
ROADS
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The characteristics of the Study Area roads and intersections are described below. Reference
was made to the Region of Waterloo document “Context Sensitive Regional Transportation
Corridor Design Guidelines” to confirm roadway classifications.
Victoria Street N (RR7) is an east-west, four-lane road with a posted speed limit of 80
km/h within vicinity to the subject Study Area. The road is operated and maintained by
the Regional Municipality of Waterloo. Victoria Street east of Fountain Street N is
classified as a “Rural Connector”. Victoria Street N forms a signalized T-intersection
with Fountain Street N. Auxiliary turn lanes are provided on all intersection approaches;

Fountain Street N (RR17) is a north-south, two-lane road with a posted speed limit of 80
km/h. The road operates under the jurisdiction of the Regional Municipality of Waterloo
and is classified as “Neighborhood Connector – Avenue” between Victoria Street N and
Menno Street. South of Menno Street, Fountain Street N is classified as a “rural
connector”. Fountain Street N forms a four leg intersection with Menno Street, and the .
Menno Street approaches are under stop control. Auxiliary left-turn lanes are provided
on Fountain Street on both north and south approaches;

Menno Street (Township Road 80) is a rural east-west, two-lane road with an 80 km/h
speed limit, and is under the jurisdiction of the Township of Woolwich. The Menno
Street intersections with Lonsdale Road and Shantz Station Road are both unsignalized
T-intersections with stop control on the Lonsdale and Menno Street approaches,
respectively. The road is limited to half loads for the months of March and April (signs
posted) for the section of Menno Street between the CMP and Shantz Station Road;

Lonsdale Road (Township Road 81) is a rural north-south, two-lane road with no posted
speed limit (assumed statutory 80 km/h for a rural road). Lonsdale Road operates under
the jurisdiction of the Township of Woolwich. An unsignalized T-intersection is formed
with Menno Street, with Lonsdale Road operating under stop control; and

Shantz Station Road (RR30) is a north-south, two-lane road. The road is under the
jurisdiction of the Regional Municipality of Waterloo and is classified as a “Rural
Connector”. The unsignalized T-intersection formed with Menno Street operates with
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
3.3
STUDY
Existing Conditions
July 2013
stop control along Menno Street. No auxiliary turn lanes are provided on Shantz Station
Road.
3.3
TRAFFIC
3.3.1
Traffic Data
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A large data collection effort was undertaken to collect all necessary data to profile the
characteristics of the Study Area, including the CMP plant shift change traffic occurring during
the very early morning hours of the day. Stantec Consulting Ltd. retained Traffic-SurveyAnalysis (TSA) Inc. to count the traffic movements at the Study Area intersections on
November 1, 2012. The counts were conducted for a 12 hour period, specifically from 5:00 a.m.
to 11:00 a.m., and 12:00 p.m. to 6:00 p.m. in 15-minute intervals.
Traffic was recorded for three vehicle classifications as follows:
Automobiles (all passenger type vehicles including motorcycles, vans, pick-up trucks,
etc.);

Trucks (more than four tires); and

Tractor-trailer trucks.
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
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In addition, all pedestrian crossing traffic was counted at each intersection.
After summarizing the data, the Peak Hour of Generator and Street Peak Hour time periods
were determined, and this information is presented in Table 1.
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TABLE 1
EXISTING PEAK PERIODS
Time Period/
Peak Hour Scenario
AM Peak Hour
PM Peak Hour
Peak Hour of Generator
Street Peak Hour
5:00 – 6:00 a.m.
2:30 – 3:30 p.m.
7:30/45 – 8:30/45 a.m.
4:30/45 – 5:30/45 p.m.
The existing traffic volumes for each peak hour scenario, the Peak Hour of Generator and Street
Peak Hour are illustrated in Figure 3A and Figure 3B, respectively. Within the peak periods,
CMP generated truck volumes were found to be relatively low. For the a.m. and p.m. Peak
Hour of Generator, two-way hourly truck volumes ranged from six to 10, and for the a.m. and
p.m. Street Peak Hour, two-way hourly truck volumes ranged from four to five.
Additionally for the three site access intersections, the traffic data for the 12 hour collection
period has been analyzed in bars charts shown in half hour intervals. These bar charts provide
3.4
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
960
47
100
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92
8
Victoria St.
316
195
50
312
16
34
66
346
Lonsdale Rd.
6
1
166
75
72
97
2
5
3
2
6
2
51
337
12
2
5
124
8
25
1
5
37
211
17
3
19
Menno St.
194
82
50
227
12
11
89
1
111
7
1
10
150
0
16
0
20
1
5
1
8
0
3
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10
Westerly D/W
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244
173
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857 356
269 187
543
AM Peak Hour: 5:00 - 6:00 a.m.
Traffic Signal Control
PM Peak Hour: 2:30 - 3:30 p.m.
Stop Control
76
5
112
3
6
3
5
1
5
3
140
1
Easterly D/W
80
36
7
11
16
0
2
Shantz Station Rd.
39
39
1
111
44
122
9
112
11
127
29
5
18
2
15
11
6
15
106
69
30
12
1
43
7
112
37
12
32
14
94
26
126
FIGURE 3A
BASE YEAR (2012) TRAFFIC VOLUMES
PEAK HOUR OF GENERATOR
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
878 1,150
34
76
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912
Victoria St.
537 340
613
374
327
470
18
32
345
502
Lonsdale Rd.
9
2
349
305
62
76
5
14
8
4
17
14
253
498
55
15
3
103
19
14
4
5
194
390
73
5
73
Menno St.
371
322
3
11
201
406
101
3
92
6
4
11
127
1
82
2
78
4
30
2
7
6
37
D
35
Westerly D/W
R
420
383
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1,001 776
1,116
AM Peak Hour: 7:30 - 8:30 a.m. / 7:45 - 8:45 a.m.
PM Peak Hour: 4:30 - 5:30 p.m. / 4:45 - 5:45 p.m.
Stop Control
102
6
89
6
8
8
1
7
2
12
116
2
Easterly D/W
186
124
81
3
84
1
5
Shantz Station Rd.
102
5
79
11
5
14
2
19
2
21
99
0
84
0
2
15
8
195
213
171
116
22
9
80
58
251
174
76
93
186
191
262
284
FIGURE 3B
BASE YEAR (2012) TRAFFIC VOLUMES
STREET PEAK HOUR
STUDY
Existing Conditions
July 2013
a graphical representation of the traffic profile for trips to and from the site. These graphs in
addition to all collected traffic data have been provided for reference in Appendix A.
In reviewing the traffic data, it is noted that the CMP traffic patterns during the count days did
not reflect the staggered arrival/departure patterns expected with a split day shift as described in
Section 2.0. This is discussed further and addressed later in the report as part of the
preparation of the traffic forecasts (reference Section 4.1).
3.3.2
Operational Analysis
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The quality of intersection operations is typically measured in terms of level of service (LOS).
The LOS is assigned on the basis of average delay per vehicle and includes deceleration delay,
queue move-up time, stopped delay, and final acceleration delay. For signalized intersection,
LOS ranges from LOS A for 10 seconds or less average delay to LOS F for average delay
greater than 80 seconds as shown in Table 2.
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TABLE 2
LEVEL OF SERVICE CRITERIA
SIGNALIZED INTERSECTIONS
Level Of Service (LOS)
Delay (seconds / vehicle)
A
0 – 10 seconds
B
> 10 – 20 seconds
C
> 20 – 35 seconds
D
> 35 – 55 seconds
E
> 55 – 80 seconds
F
> 80 seconds
The LOS criteria for unsignalized intersections are somewhat different from the criteria for
signalized intersections primarily because the characteristic of different transportation facilities
result in different driver perceptions. The expectation is that a signalized intersection is
designed to carry higher traffic volumes and experience greater delay than an unsignalized
intersection. Therefore, the delay values for unsignalized intersections have a smaller range,
i.e. from 10 seconds or less average delay for LOS A to average delay greater than 50 seconds
for LOS F as shown in Table 3.
3.5
STUDY
Existing Conditions
July 2013
TABLE 3
LEVEL OF SERVICE CRITERIA
UNSIGNALIZED INTERSECTIONS
Level Of Service (LOS)
Delay (seconds / vehicle)
A
0 – 10 seconds
B
> 10 – 15 seconds
C
> 15 – 25 seconds
D
> 25 – 35 seconds
E
> 35 – 50 seconds
F
> 50 seconds
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Acceptable operations are generally considered to be LOS C or better. However, during peak
hours, a LOS D is considered acceptable for through movements and the overall intersection,
and a LOS E is considered acceptable for turning movements.
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Similar to LOS, the v/c ratio for signalized intersections is calculated as a whole (sum of critical
movements), and for individual movements. For unsignalized intersections, LOS is only
calculated for those movements that conflict with opposing free-flow traffic and is not defined for
the intersection as a whole.
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While the LOS and v/c ratio for each movement are related, they are calculated independently.
Therefore it is possible to have a poor level of service associated with a low v/c ratio or a good
level of service associated with a high v/c ratio. The designation LOS F does not automatically
imply that the intersection or movement is over capacity, nor does a LOS better than E
automatically imply that unused capacity is available.
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To assess the existing peak hour traffic conditions, a level of service analysis was undertaken
for the Study Area intersection using the Synchro 8.0 software package, which implements the
methods of the 2000 Highway Capacity Manual.
Several key parameters were adjusted in the analysis to reflect and follow the analysis
guidelines as outlined in the Region of Waterloo document “Requirements for Capacity
Analysis, Roundabout, Signal Warrants”. Signal timings provided by the Region were
incorporated in the analysis, and have been provided for reference in Appendix A.
The results of the analysis are tabulated in Table 4 and Table 5, which represent the
operational assessment of the Peak of Generator and the Street Peak Hour, respectively. The
Synchro analysis output has been provided for reference in Appendix B.
3.6
STUDY
Existing Conditions
July 2013
TABLE 4
EXISTING CONDITIONS
OPERATIONAL ANALYSIS – PEAK HOUR LEVEL OF SERVICE
Traffic Control/
Intersection
Approach/Movement
A.M. Peak Hour
P.M. Peak Hour
LOS
Delay
v/c
Q1
16.6
2.6
1.0
3.2
9.0
5.6
B
A
A
A
D
B
12.7
0.7
5.8
7.2
40.4
12.1
0.42
0.23
0.14
0.40
0.60
0.13
66.8
3.5
6.4
54.4
39.8
7.7
-
B
12.6
0.60
-
0.02
0.4
B
13.0
0.03
0.6
B
11.8
0.00 0.00
A
7.5
Unopposed Movement
0.06
1.5
A
7.8
Unopposed Movement
Unopposed Movement
2
0.00
0.0
0.00
0.0
A
9.7
Unopposed Movement
A
0.1
0.01
0.2
A
9.0
Unopposed Movement
0.01
0.2
A
1.2
0.01
0.3
A
9.6
0.01
0.2
A
9.1
0.01
0.2
A
2.0
Unopposed Movement
0.02
0.23
0.00
0.5
6.7
0.1
0.05
1.3
0.01
0.2
0.00
0.00
0.0
0.1
0.00
0.14
0.06
0.02
0.1
3.7
1.4
0.5
LOS
Delay
v/c
Q
A
A
A
A
D
B
6.4
0.5
2.2
2.7
36.8
18.7
0.16
0.15
0.01
0.04
0.17
0.11
6.7
0.17
1
EB
Fountain Street N/
Victoria Street N/
WB
NB
Dual Thru
Right
Left
Dual Thru
Dual Left
Right
Overall Intersection
A
Left/Thru/Right
Left/Thru/Right
Left
Fountain Street N/
NB
Menno Street
Thru/Right
Left
SB
Thru/Right
EB
Thru/Right
Lonsdale Road/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Thru/Right
Westerly Access/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Thru/Right
Easterly Access/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Left/Right
Shantz Station
Road/
NB
Left/Thru
Menno Street
SB
Thru/Right
1
th
95 percentile queue, meters
2
WBL movement, no traffic volume
B
B
A
10.9
10.0
7.3
A
7.4
D
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EB
WB
AF
Unsignalized
T
Signalized
A
A
1.1
9.2
2
A
9.9
A
A
A
A
4.6
9.2
8.6
3.4
3.7
STUDY
Existing Conditions
July 2013
TABLE 5
EXISTING CONDITIONS
STREET PEAK HOUR
Traffic Control/
Intersection
Approach/Movement
A.M. Peak Hour
P.M. Peak Hour
LOS
Delay
v/c
Q1
59.5
3.6
5.1
49.3
41.2
5.6
B
A
A
B
D
B
17.6
1.2
8.9
11.0
38.5
10.5
0.53
0.42
0.23
0.50
0.63
0.09
100.3
4.4
12.2
90.8
57.8
7.0
-
B
15.3
0.63
-
0.08
2.0
C
18.6
0.12
3.0
C
15.7
0.00
0.1
A
8.0
Unopposed Movement
0.06
1.3
A
8.3
Unopposed Movement
Unopposed Movement
0.00
0.1
A
0.1
0.01
0.2
A
9.8
Unopposed Movement
0.00
0.0
A
0.1
0.00
0.1
A
9.4
Unopposed Movement
2
0.00
0.1
0.00
0.1
A
9.6
0.08
2.0
B
10.8
0.05
1.2
A
2.9
Unopposed Movement
0.09
0.29
0.00
2.3
9.0
0.1
0.05
1.3
0.00
0.05
0.0
1.1
0.00
0.01
0.0
0.3
0.03
0.14
0.07
0.6
3.7
1.6
LOS
Delay
v/c
Q
B
A
A
A
D
B
12.3
0.8
5.5
7.1
39.4
14.2
0.39
0.28
0.08
0.36
0.58
0.07
12.4
0.58
1
EB
Fountain Street N/
Victoria Street N/
WB
NB
Dual Thru
Right
Left
Dual Thru
Dual Left
Right
B
Left/Thru/Right
Left/Thru/Right
Left
Fountain Street N/
NB
Menno Street
Thru/Right
Left
SB
Thru/Right
EB
Thru/Right
Lonsdale Road/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Thru/Right
Westerly Access/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Thru/Right
Easterly Access/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Left/Right
Shantz Station
Road/
NB
Left/Thru
Menno Street
SB
Thru/Right
1
th
2
B
B
A
13.9
11.5
7.9
A
7.8
D
R
EB
WB
AF
Unsignalized
T
Signalized
A
A
0.5
9.6
A
A
0.2
9.6
A
A
A
A
0.3
9.4
9.7
2.5
As shown in Table 4, each of the intersections within the Study Area is operating well within
capacity and with no operational issues during the Peak Hour of Generator for the a.m. and p.m.
periods. While these hours represent the highest hours of traffic activity for the CMP plant, they
are off-peak hours relative to the times when the typical concentration of weekday commuter
3.8
STUDY
Existing Conditions
July 2013
traffic occurs. Similarly, as shown in Table 5, there are no existing capacity issues during the
highest traffic volume periods during the Street Peak Hours.
3.3.3
Collisions
The Region provided a summary of collisions that occurred along Fountain Street for the five
year period from 2006 to 2011, as well as the expected number of collisions based on the
Region’s safety performance functions. The comparison of the actual collisions with the
expected provides an indication of the relative safety performance of a road section or
intersection. This information is presented in Table 6.
T
TABLE 6
COLLISION SUMMARY
FOUNTAIN STREET N (RR 17)
Mid-Block Collisions
Horseshoe/Flanders – Menno Street
Menno Street – Woolwich Street
Intersection Collisions
Intersection
R
Fountain Street/Menno Street
Number of Actual
Collisions
9
7
Expected Number of
Collisions
11
5
Number of Actual
Collisions
5
Expected Number of
Collisions
4
AF
Road Section
D
It is noted that the actual and expected number of collisions is relatively close, and therefore, it
is concluded that the safety performance is unremarkable. Additional information from the
collision summaries indicated that the majority of collisions were a result of unfavorable road
conditions where drivers lost control of their vehicle. Also, several single motor vehicle
collisions apparently were related to incidents involving wild animals (i.e. deer, raccoons) within
the road right-of-way.
3.3.4
Menno Street Traffic and Speed Characteristics
The Township of Woolwich provided automatic traffic recorder (ATR) data from November 2009
for Menno Street. The speed and traffic data is summarized in Table 7.
3.9
STUDY
Existing Conditions
July 2013
TABLE 7
MENNO STREET – TRAFFIC AND SPEED PROFILE
Location
Fountain St. – Lonsdale Rd.
Lonsdale Rd. – Shantz Station
Rd.
Speed
Direction
of Travel
ADT
EB
WB
EB
WB
746
729
403
418
Average
73 km/h
85 km/h
80 km/h
56 km/h
85th
Percentile
87 km/h
108 km/h
95 km/h
67 km/h
% Compliance
(80 km/h Limit)
72%
42%
44%
99%
AF
T
The ATR traffic volumes show that Menno Street has characteristics that are consistent with
observations made by Stantec staff – i.e. it is a relatively low volume road with daily traffic
volumes of approximately 1,000 to 1,500 vehicles (two-way traffic). The hourly distribution of
traffic volumes was also found to be consistent with the identification of the various peak hour
periods in the recent Study Area intersection counts.
The speed data shows relatively large differences by road section and by direction of travel,
which may have been influenced in part by the location of the automatic recording device. This
results in compliance with the speed limit ranging from less than 50 percent to almost 100%,
and some very high 85th percentile speeds.
Observations
R
3.3.5
D
Stantec staff conducted observations during the street peak hours on the day of the traffic
counts (November 1, 2012). The detailed observations are summarized by intersection and for
the CMP site in the following points:

Victoria Street/Fountain Street: In the a.m. street peak period, traffic was busy going
westbound although not backed up or heavy. All vehicles appeared to make it through
the intersection within one signal cycle. Similarly, in the p.m. street peak period, traffic
was busy going eastbound although not backed up or overly heavy in any direction;

Menno Street/Shantz Station Road: In the a.m. street peak period, no queuing or heavy
traffic on the stop-controlled Menno Street approach. The intersection was busy with
vehicles turning onto Menno Street from Shantz Station Road, but was not heavy or
backed up in any direction. Similarly, traffic operations in the p.m. street peak period
were unremarkable;

Menno Street/Fountain Street: In the a.m. street peak period, a steady volume of traffic
was travelling north-south on Fountain Street, but there was no notable queuing on the
Menno Street stop-controlled approaches (one or two vehicles at most) and there was
little difficulty turning to or from Menno Street. Similarly, traffic operations in the p.m.
street peak period were unremarkable;
3.10
STUDY
Existing Conditions
July 2013
-
CMP Plant: In the a.m. street peak period, the employee parking lot and all truck loading
areas were full, which indicated the majority of arrivals occurred prior to the street peak
hour. No vehicles, including trucks, were observed either entering or leaving the plant
between 7:45 and 8:15 a.m. In the p.m. street peak period, the parking lot appeared to
be less than half full, which indicated that the majority of departures occurred prior to the
street peak hour. One truck was observed leaving the plant, and it travelled westbound
on Menno Street and turned left (southbound) onto Fountain Street with little delay.
D
R
AF
T
In summary, there was no major traffic congestion or extensive queuing observed at the Study
Area intersections and there was little to no difficulty travelling through this area during the a.m.
and p.m. peak hours. Also, as a general observation, virtually all of the traffic associated with
the CMP plant appeared to occur during off peak hours.
3.11
STUDY
Future Conditions
July 2013
4.0
Future Conditions
4.1
HORIZON YEAR AND BACKGROUND TRAFFIC
T
As noted previously in the review of existing traffic volumes, it was found that the traffic data did
not correspond directly with the expected employee arrivals and departures for the ownerreported existing employee levels at the plant. Rather, it appears that on the count day, most of
the workers arrived and departed within a one hour period in the morning (5:00-6:00 a.m.) and
afternoon (2:30-3:30 p.m.), respectively, and the associated traffic during these hours was also
less than expected. There was no comparable “second wave” of employee traffic as would
have been expected for the second half of the day shift, i.e. 7:00 a.m. to 3:30 p.m., which was
anticipated to have half the day shift workers.
D
R
AF
To compensate for this apparent anomaly during the count day, the existing peak period traffic
volumes for the Study Area intersections were adjusted by removing the existing CMP plant
traffic. This was done by a “reverse assignment” whereby the observed number of peak period
trips generated by the plant was subtracted from the Study Area intersections according to the
geographic distribution of site trips. The distribution and routing of site trips is discussed further
in Section 4.2.2, and was based on CMP employee home postal codes. The resultant net Study
Area traffic volumes (excluding CMP plant traffic) could then be used as “adjusted base year
volumes” to begin the forecasting process. This process includes applying a growth factor to
represent background growth and assigning both existing and future CMP plant trips to the
adjusted base year volumes. The latter volumes are shown in Figure 4A and Figure 4B for the
Peak Hour of Generator and Street Peak Hour, respectively.
The horizon year agreed to during the pre-consultation meeting with the Region was 2023,
which represents a period of eleven years from the 2012 base traffic data and corresponds to
the anticipated build-out for Phase 2 of the plant expansion. Based on their travel demand
forecasting model, the Region indicated that a 1.5% annual compound growth rate should be
applied to factor the adjusted base year traffic volumes to a 2023 background traffic condition.
Consideration was also given to the current Breslau Secondary Plan and Environmental
Assessment. Based on materials provided in a May 2012 Community-Building Workshop
(excerpts provided in Appendix D), the potential land uses on lands within or immediately
adjacent to the Study Area are summarized in Table 8.
4.12
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
960
47
100
T
92
8
Victoria St.
276
89
39
218
16
34
55
252
Lonsdale Rd.
6
1
166
75
25
0
2
5
3
2
6
2
40
243
1
2
1
30
8
1
1
5
37
211
3
0
4
Menno St.
170
78
Stop Control
38
222
0
6
45
0
0
0
0
0
37
0
4
0
3
0
0
0
0
0
0
D
10
Westerly D/W
R
197
76
AF
857 356
229 81
437
34
0
1
0
0
0
0
0
0
0
28
0
Easterly D/W
79
31
4
0
4
0
0
Shantz Station Rd.
34
0
1
0
0
0
0
0
0
0
28
0
4
0
0
10
1
15
98
69
30
4
1
31
5
100
35
3
27
14
94
17
121
FIGURE 4A
ADJUSTED BASE YEAR (2012) TRAFFIC VOLUMES
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N

878 1,150
34
76

912
T

1,093 
1,001 776
525 317




320
453
18
32
601
351


338
485
408
360


246
449
Lonsdale Rd.
349
305
50
53





5
14
8
4
17
14
48
15
3
54
19
7


66

Menno St.






4
5
194
390
3
9

364
322

Stop Control

201
404

90
0
75
0
0
0

101
0


70





0
0
0
0

0
0
D
35
70
0
Westerly D/W
R

9
2
AF
Victoria St.

90
0
76
0
0
0



75
0
96
0



0
0
0
0

0
0
Easterly D/W
Shantz Station Rd.

195
210
186
124


75


90
0
76
0
0
0



74
0
96
0



0
0
0
0

0
0
74
15
8
171
116


19
9




66
90
186
191

69
55
240
171


252
281
FIGURE 4B
ADJUSTED BASE YEAR (2012) TRAFFIC VOLUMES
STREET PEAK HOUR
STUDY
Future Conditions
July 2013
TABLE 8
DEVELOPMENTS WITHIN BRESLAU SECONDARY PLAN
Development Name
Potential Land Use
523 Residential Units
Empire Communities
(Single Family and Townhouse)
885 Residential Units
(Single Family, Townhouses, Apartments, and
Mixed Use)
Thomasfield Homes Limited
3,300 Employees
(Employment and Commercial Land)
42,000 SM Gross Floor Area
Smart Centres
(Retail and Service Commercial)
AF
T
Given the uncertainty of the timing of full build-out of the Secondary Plan area, it has been
assumed that the traffic growth associated with this development potential is reflected in the
Region’s travel demand forecasting model and the related growth rate being applied to estimate
2023 background traffic.
The 2023 future background traffic forecasts for the Peak Hour of Generator and Street Peak
Hour are illustrated in Figure 5A and Figure 5B, respectively.
CMP PLANT EXPANSION
4.2.1
Trip Generation
R
4.2
D
The information provided by the owner for both existing and future (doubling of production) staff
and trucking characteristics is summarized in Table 9 to provide an estimate of the site trip
generation by time of day. As noted in the table, it has been assumed that each employee
would drive (auto occupancy of 1 person/vehicle) and the additional traffic associated with the
second shift is highlighted in red text.
4.13
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
T
108 1,131
9
55
Victoria St.
270
95
325
105
46
257
19
40
65
297
Lonsdale Rd.
7
1
196
88
29
0
2
6
4
2
7
2
47
286
1
2
1
35
9
1
1
6
44
249
4
0
5
Menno St.
200
92
Stop Control
45
262
0
7
53
0
0
0
0
0
44
0
5
0
4
0
0
0
0
0
0
D
12
Westerly D/W
R
232
90
AF
1,010 419
515
40
0
1
0
0
0
0
0
0
0
33
0
Easterly D/W
93
37
5
0
5
0
0
Shantz Station Rd.
40
0
1
0
0
0
0
0
0
0
12
1
33
0
0
0
18
115
81
35
5
1
37
6
118
41
4
32
16
111
20
143
FIGURE 5A
2023 FUTURE BACKGROUND TRAFFIC VOLUMES
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
1,034 1,355
1,074
90
T
40
Victoria St.
618 373
708
413
377
534
21
38
398
571
Lonsdale Rd.
11
2
411
359
59
62
6
16
9
5
20
16
290
529
57
18
4
64
22
8
5
6
229
459
82
0
78
Menno St.
429
379
Stop Control
237
476
4
11
106
0
88
0
0
0
119
0
88
0
82
0
0
0
0
0
0
D
41
Westerly D/W
R
481
424
AF
1,179 914
1,287
106
0
90
0
0
0
0
0
0
0
113
0
Easterly D/W
219
146
87
0
88
0
0
Shantz Station Rd.
106
0
90
0
0
0
0
0
0
0
113
0
87
0
0
18
9
230
247
201
137
22
11
81
65
283
201
78 219
106 225
297
331
FIGURE 5B
2023 FUTURE BACKGROUND TRAFFIC VOLUMES
STREET PEAK HOUR
STUDY
Future Conditions
July 2013
TABLE 9
CONESTOGA MEAT PACKERS PLANT
TRIP GENERATION
FUTURE CONDITIONS (30,000 HOGS/WEEK)
Time of Day
(Typical Weekday)
Estimated Number of Vehicle Trips Under Future Conditions1
Double Production and Second Shift2
Finished
Total
Plant
Office
Livestock
Product
(Rounded to
Employees
Employees
Trucks
Trucks
nearest 5)
In
Out
In
Out
In
Out
In
Out
In
Out
5:00 – 6:00 a.m.
6:00 – 7:00 a.m.
7:00 – 8:00 a.m.
8:00 – 9:00 a.m.
9:00 – 10:00 a.m.
10:00 – 11:00 a.m.
11:00 – 12:00 p.m.
12:00 – 1:00 p.m.
1:00 – 2:00 p.m.
2:00 – 3:00 p.m.
3:00 – 4:00 p.m.
4:00 – 5:00 p.m.
5:00 – 6:00 p.m.
6:00 – 7:00 p.m.
7:00 – 8:00 p.m.
8:00 – 9:00 p.m.
9:00 – 10:00 p.m.
10:00 – 11:00 p.m.
11:00 – 12:00 a.m.
12:00 – 1:00 a.m.
215
215
215
215
-
20
-
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
-
R
D
1
Assumes one vehicle trip per employee
2
Red text indicate additional trips with increased production and second shift
4.2.2
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
-
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
-
T
20
-
AF
215
215
215
215
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
2-3
-
215
220
25
5
5
5
5
10
10
225
225
10
10
10
5
5
5
5
5
-
5
5
5
5
5
5
10
10
225
225
30
10
10
5
5
5
5
220
215
Trip Distribution
Postal code information was provided for the existing employees of the site, and it was used to
map employee home origins, estimate the associated traffic patterns, and develop the trip
distribution to be applied in the assignment of future site trips to the Study Area road network.
Since a new bridge connecting Fairway Road and Kossuth Road was nearing completion, and
this would affect travel patterns just beyond the Study Area boundary, separate trip distributions
4.14
STUDY
Future Conditions
July 2013
were developed for pre and post-connection conditions. It is noted that the addition of the
Fairway Road–Kossuth Road connection would result in an estimated shift of 15 percent of
employee trips from Maple Grove Road to Fairway Road-Kossuth Road.
The trip distribution is depicted in Figure 6. The postal code maps used in determining the trip
distribution have been included for reference in Appendix C.
4.2.3
Trip Assignment
T
As noted in Section 4.1, the observed CMP trips were subtracted from the road network to
develop adjusted base year traffic volumes. In the trip assignment, the trip generation for both
existing conditions (based on CMP reported employee shift complements and times) and future
conditions (with the addition of a full afternoon shift) was assigned to the Study Area road
network.
AF
The Peak Hour of Generator site trips were taken from Table 9 for the 6:00-7:00 a.m. and 2:003:00 p.m. time periods as these represented the highest hourly trip generation estimates. The
Street Peak Hour site trips were taken from Table 9 for the 7:00-8:00 a.m. and 4:00 -5:00 p.m.
time periods to correspond most closely with the observed peak times.
4.3
R
The site trips were logically routed to the site access intersections and throughout the Study
Area road network according to the trip distribution. The Peak Hour of Generator and Street
Peak Hour site traffic assignments, which represent the combination of existing and future site
trips, are shown in Figure 7A and Figure 7B, respectively.
TOTAL TRAFFIC
D
The background traffic forecasts were combined with the site traffic assignments to determine
the total traffic volumes for the 2023 horizon year. The 2023 Peak Hour of Generator and Street
Peak Hour total traffic volumes are presented in Figure 8A and Figure 8B, respectively.
4.15
N
3%
3%
Ebycrest Rd
35%
Shantz Station Rd
Victoria St N
3%
6%
38%
0%
Fairway Rd
Kossuth Rd
3%
35%
20%
D
R
15%
6%
AF
50%
T
Menno St
Maple Grove Rd
Prior to Bridge Connection
Post Bridge Connection
Fountain St N
Speedville Rd
Beaverdale Rd
15%
1.5%
1.5%
FIGURE 6
TRIP DISTRIBUTION
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
T
0
Victoria St.
86
84
86
84
2
86
2
86
Lonsdale Rd.
86
84
2
86
2
86
3
113
4
1
5
Menno St.
Stop Control
110
113
188 184
10 10
11
11
188
1
5
1
5
0
10
0
11
0
1
D
110
113
0
113
3
Westerly D/W
R
86
84
AF
84
180 174
10 10
11
11
0
10
0
11
180
1
Easterly D/W
14
13
3
24
6
0
1
Shantz Station Rd.
3
0
178 174
202
198
4
178
5
202
3
24
27
1
24
0
14
14
13
14
0
14
0
14
0
13
14
13
14
FIGURE 7A
SITE TRAFFIC VOLUMES
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
T
0
Victoria St.
4
10
4
10
2
11
2
11
Lonsdale Rd.
4
10
2
11
2
11
3
15
4
0
5
Menno St.
Stop Control
13
5
8
0
21
1
0
1
25
0
4
0
4
0
1
0
1
0
0
D
13
5
0
15
3
Westerly D/W
R
4
10
AF
10
8
0
20
1
0
1
0
1
0
1
24
0
Easterly D/W
1
2
0
3
4
0
0
Shantz Station Rd.
0
8
0
20
9
23
4
24
5
27
0
1
3
1
3
0
2
1
2
2
0
2
0
2
0
2
1
2
1
FIGURE 7B
SITE TRAFFIC VOLUMES
STREET PEAK HOUR
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
108 1,131
9
55
T
118
Victoria St.
355 179
411
188
48
342
19
40
67
382
Lonsdale Rd.
7
1
196 115
88
84
49
372
3
2
4
121
9
114
1
6
44 110
249 120
8
1
9
Menno St.
2
6
4
2
7
2
313
94
Stop Control
155
374
241 184
10 10
11
11
232
1
10
1
9
0
10
0
11
0
1
D
12
Westerly D/W
R
318
173
AF
1,010 419
598
220 175
10 10
11
11
0
10
0
11
213
1
Easterly D/W
107
50
7
24
11
0
1
Shantz Station Rd.
43
1
178 174
203
198
4
178
5
203
36
24
31
1
24
25
14
18
129
81
35
18
1
50
6
131
42
17
45
16
111
33
156
FIGURE 8A
2023 FUTURE TOTAL TRAFFIC VOLUMES
AM Peak Hour 123
PM Peak Hour 123
N
Fountain St. N
1,034 1,355
1,074
90
T
40
Victoria St.
622 383
712
423
379
545
21
38
400
583
Lonsdale Rd.
11
2
411
359
63
72
6
16
9
5
20
16
292
540
58
18
6
75
22
23
5
6
229
459
87
0
82
Menno St.
444
382
Stop Control
249
481
16
16
114 109
0
1
1
1
144
0
92
0
87
0
1
0
2
0
0
D
41
Westerly D/W
R
484
434
AF
1,179 914
1,297
114 109
0
1
1
1
0
1
0
2
137
0
Easterly D/W
220
148
87
3
93
0
0
Shantz Station Rd.
106
8
90
20
9
23
4
24
5
27
113
1
90
1
3
18
11
230
249
201
137
24
11
83
65
285
202
79 219
107 225
298
332
FIGURE 8B
2023 FUTURE TOTAL TRAFFIC VOLUMES
STREET PEAK HOUR
STUDY
Future Conditions
July 2013
4.4
ANALYSIS
4.4.1
Traffic Operations
To assess the operating conditions for the future weekday a.m. and p.m. background traffic
forecasts, a level of service analysis was undertaken using the same methodology, parameters,
lane arrangements, and traffic control devices as in the analysis of existing conditions. Minor
adjustments were made to the original signal splits within the existing cycle lengths to optimize
results where necessary
T
The results of the operations analysis for background traffic conditions for the peak of generator
and street peak hours are presented in Table 10 and Table 11, respectively. The Synchro
analysis output is provided for reference in Appendix B.
Traffic Control/
Intersection
Approach/Movement
A.M. Peak Hour
P.M. Peak Hour
LOS
Delay
v/c
Q1
19.4
B
12.3
0.48
79.2
0.08
1.9
A
0.7
0.23
3.5
2.1
0.01
1.1
A
5.6
0.18
6.7
A
2.5
0.04
3.5
A
6.9
0.45
63.7
Dual Left
D
37.7
0.15
8.6
D
42.6
0.56
35.3
Right
A
1.0
0.10
0.0
A
3.5
0.15
3.0
A
6.6
0.18
-
B
11.5
0.56
-
EB
WB
A
A
A
9.5
9.5
7.4
0.02
0.07
0.00
0.5
1.6
0.1
2
-
-
0.02
0.5
A
A
8.6
1.5
0.01
0.3
B
12.1
0.01
0.1
B
10.7
0.00
0.0
A
7.6
Unopposed Movement
A
7.8
Unopposed Movement
0.01
0.2
A
9.0
0.00
0.1
A
1.8
Unopposed Movement
0.04
0.02
1.1
0.5
Signalized
LOS
Delay
v/c
Q
Dual Thru
A
5.9
0.18
Right
A
0.5
Left
A
Dual Thru
R
EB
WB
D
Fountain Street N/
Victoria Street N/
AF
TABLE 10
2023 FUTURE BACKGROUND CONDITIONS
NB
1
Unsignalized
Left/Thru/Right
Left/Thru/Right
Left
Fountain Street N/
NB
Menno Street
Thru/Right
Left
SB
Thru/Right
EB
Left/Right
Shantz Station
Road/
NB
Left/Thru
Menno Street
SB
Thru/Right
1
th
2
No traffic volume
4.16
STUDY
Future Conditions
July 2013
TABLE 11
2023 FUTURE BACKGROUND CONDITIONS
STREET PEAK HOUR
Approach/Movement
A.M. Peak Hour
P.M. Peak Hour
LOS
Delay
v/c
Q1
77.7
B
19.7
0.62
116.4
0.31
3.4
A
1.6
0.48
7.7
6.5
0.12
6.4
B
10.8
0.34
12.9
A
8.5
0.43
67.5
B
12.8
0.59
107.7
Dual Left
D
40.6
0.61
48.2
D
41.2
0.68
68.9
Right
A
T
Traffic Control/
Intersection
LOS
Delay
v/c
Q
Dual Thru
B
14.0
0.46
Right
A
0.8
Left
A
Dual Thru
1
Signalized
EB
Fountain Street N/
Victoria Street N/
WB
NB
Unsignalized
Left/Thru/Right
Left/Thru/Right
Left
Fountain Street N/
NB
Menno Street
Thru/Right
Left
SB
Thru/Right
EB
Left/Right
Shantz Station
Road/
NB
Left/Thru
Menno Street
SB
Thru/Right
1
th
2
No traffic volume
0.0
A
1.8
0.10
1.9
13.6
0.61
-
B
16.9
0.68
-
0.10
2.6
C
21.4
0.14
3.6
C
17.5
0.00
0.1
A
8.2
Unopposed Movement
0.05
1.1
A
8.5
Unopposed Movement
0.10
2.4
B
11.3
0.05
1.3
A
3.0
Unopposed Movement
0.12
0.25
0.01
3.2
7.3
0.1
0.05
1.3
0.15
0.08
4.1
1.9
B
B
A
14.9
12.3
8.0
A
7.8
R
EB
WB
B
0.06
AF
0.4
10.0
2.4
D
A
A
For 2023 future background traffic conditions, the Study Area intersections would operate at
acceptable levels of service and within capacity for the a.m. and p.m. peak periods under the
peak of generator and street peak hour scenarios. It should be noted that the results are similar
to those under the existing conditions.
An operational analysis was conducted for the 2023 total traffic forecasts using the same
methodology and parameters as in the analysis of future background traffic.
The analysis results are provided in Table 12 for the Peak Hour of Generator and Table 13 for
the Street Peak Hour. Synchro analysis output sheets are provided for reference in
Appendix B.
4.17
STUDY
Future Conditions
July 2013
TABLE 12
2023 FUTURE TOTAL CONDITIONS
Approach/Movement
A.M. Peak Hour
P.M. Peak Hour
LOS
Delay
v/c
Q1
19.5
B
14.4
0.50
89.0
0.15
2.7
A
0.8
0.30
3.9
2.2
0.01
1.1
A
7.0
0.19
7.9
A
2.7
0.04
3.5
A
8.5
0.47
74.4
Dual Left
D
35.7
0.16
8.6
D
42.3
0.62
45.4
Right
A
T
Traffic Control/
Intersection
LOS
Delay
v/c
Q
Dual Thru
A
6.7
0.19
Right
A
0.6
Left
A
Dual Thru
1
Signalized
EB
Fountain Street N/
Victoria Street N/
WB
NB
Unsignalized
Left/Thru/Right
Left/Thru/Right
Left
Fountain Street N/
NB
Menno Street
Thru/Right
Left
SB
Thru/Right
EB
Thru/Right
Lonsdale Road/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Thru/Right
Westerly Access/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Thru/Right
Easterly Access/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Left/Right
Shantz Station
Road/
NB
Left/Thru
Menno Street
SB
Thru/Right
1
95th percentile queue, meters
0.0
A
2.9
0.13
2.6
6.3
0.19
-
B
13.5
0.62
-
0.02
0.4
C
15.8
0.02
0.4
D
25.6
0.00
0.0
A
7.6
Unopposed Movement
0.06
1.4
A
8.3
Unopposed Movement
Unopposed Movement
0.00
0.0
A
0.0
0.00
0.0
B
12.0
Unopposed Movement
0.00
0.0
A
0.0
0.00
0.0
B
11.2
Unopposed Movement
0.02
0.4
A
3.4
0.01
0.1
B
11.3
0.01
0.2
A
9.5
0.01
0.2
A
2.3
Unopposed Movement
0.03
0.59
0.01
0.8
28.0
0.1
0.10
2.4
0.00
0.02
0.0
0.5
0.00
0.02
0.0
0.4
0.02
0.26
0.08
0.03
0.5
8.0
1.9
0.7
B
B
A
11.4
11.5
7.4
A
7.7
D
R
EB
WB
A
0.10
AF
0.9
A
A
0.8
0.0
A
A
0.7
0.0
A
A
A
A
5.9
9.5
8.7
3.8
4.18
STUDY
Future Conditions
July 2013
TABLE 13
2023 FUTURE TOTAL CONDITIONS
STREET PEAK HOUR
Approach/Movement
A.M. Peak Hour
P.M. Peak Hour
LOS
Delay
v/c
Q1
78.0
C
20.3
0.63
118.8
0.31
3.5
A
1.7
0.48
8.2
6.5
0.12
6.4
B
11.4
0.35
13.3
A
8.5
0.43
67.8
B
13.4
0.60
110.6
Dual Left
D
40.6
0.62
48.4
D
40.2
0.68
69.6
Right
A
T
Traffic Control/
Intersection
LOS
Delay
v/c
Q
Dual Thru
B
14.1
0.46
Right
A
0.8
Left
A
Dual Thru
1
Signalized
EB
Fountain Street N/
Victoria Street N/
WB
NB
Unsignalized
Left/Thru/Right
Left/Thru/Right
Left
Fountain Street N/
NB
Menno Street
Thru/Right
Left
SB
Thru/Right
EB
Thru/Right
Lonsdale Road/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Thru/Right
Westerly Access/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Thru/Right
Easterly Access/
WB
Left/Thru
Menno Street
NB
Left/Right
EB
Left/Right
Shantz Station
Road/
NB
Left/Thru
Menno Street
SB
Thru/Right
1
95th percentile queue, meters
2
0.0
A
1.8
0.10
1.9
13.6
0.62
-
B
17.3
0.68
-
0.11
2.7
C
21.9
0.15
4.0
C
21.1
0.00
0.1
A
8.2
Unopposed Movement
0.05
1.3
A
8.5
Unopposed Movement
Unopposed Movement
2
0.00
0.0
A
9.9
Unopposed Movement
2
0.00
0.0
A
9.9
Unopposed Movement
0.00
0.1
A
0.1
0.01
0.1
A
9.8
0.10
2.4
B
11.4
0.05
1.3
A
3.0
Unopposed Movement
0.13
0.35
0.01
3.3
11.7
0.1
0.06
1.4
0.00
0.0
0.00
0.0
0.00
0.03
0.16
0.08
0.0
0.8
4.3
1.9
C
B
A
15.4
12.8
8.0
A
7.9
D
R
EB
WB
B
0.06
AF
0.4
2
A
0.0
2
A
0.0
A
A
A
A
0.3
9.4
10.0
2.4
For the 2023 future total horizon, all traffic movements at the Study Area intersections would
operate at acceptable levels of service and well within capacity.
4.19
STUDY
Future Conditions
July 2013
4.4.2
Site Access
The site access for the expanded site would remain essentially the same as today. As shown in
the analysis, these accesses provide a good level of service for site traffic. There are good
sight lines provided at each access with the exception of the Menno Street/Lonsdale Road
intersection.
N
D
R
AF
T
In discussions with the Township, some concerns were expressed about sight lines for traffic
exiting from Lonsdale Road onto Menno Street. The view to the east on Menno Street is limited
as Menno Street rises to the east of Lonsdale Road and then flattens out at the approximate
mid-point of the existing CMP buildings. Based on site observations, and a review of aerial
photography, the sight distance for a vehicle exiting from Lonsdale Road is approximately
130 m to the east, which is illustrated by the red line in the air photo below.
This is further illustrated in the two photos below where the first photo illustrates the sight line for
a westbound vehicle on Menno Street from approximately 130 m east of Lonsdale Road. A
northbound tractor-trailer on Lonsdale Road is evident in the photo, and the top of an
automobile on Lonsdale Road would also be visible if one was in a location closer to the stop
location just south of Menno Street.
The second photo shows the sight line for a westbound vehicle on Menno Street from
approximately 100 m east of Lonsdale Road. At this point, the intersection with Lonsdale Road
is clearly visible and vehicles turning from Lonsdale Road would easily be seen. The
requirements for stopping sight distance and decision sight distance are discussed following the
photos.
4.20
STUDY
AF
T
Future Conditions
July 2013
D
R
Menno Street westbound approximately 130 m east of Lonsdale Road. Top of red cab of tractor –trailer
on northbound Lonsdale Road is visible.
Menno Street westbound approximately 100 m east of Lonsdale Road where intersection with Lonsdale
Road is clearly visible.
4.21
STUDY
Future Conditions
July 2013
According to the Geometric Design Standards for Ontario Highways (GDSOH) manual, 130 m
meets the minimum stopping sight distance for a design speed of 80 km/h (reference Figure E38, Decision Sight Distance for Critical Locations, GDSOH), which corresponds to the speed limit
for Menno Street. For design, however, it is typical practice to provide stopping sight distance
for a design speed 20 km/h over the speed limit, or in this case, 180 m for 100 km/h.
The available 130 m does not meet the GDSOH minimum decision sight distance for a design
speed of 80 km/h, (also reference Figure E3-8, GDSOH), which would require 280 m (or 300 m
for 100 km/h). This is the distance required for an approaching driver to perceive and interpret a
situation, and react with the appropriate manoeuvre. The available sight distance only provides
the minimum decision sight distance for a design speed of 50 km/h.
AF
T
Improving the sight distance at this location would require substantial physical design changes
to the vertical alignment of Menno Street as well as re-grading of the adjacent lands. In
situations where physical improvements may not be feasible or justified, traffic control devices
should be considered to provide advance warning of the potentially hazardous condition.
D
R
The appropriate warning sign that should be considered for installation on westbound Menno
Street in advance of Lonsdale Road is the oversize version of the “Intersection” sign with
“Hidden” tab as depicted on the left and centre below (except intersecting street schematic
would be to the left of the arrow). This sign meets the criteria stated in Book 6, Warning Signs,
Ontario Traffic Manual, and specifically for locations with a speed limit of 80 km/h and less than
150 m sight distance. Alternatively, the “Truck Entrance” sign as shown below on the right
(except intersecting truck symbol would be to the left of the road schematic) could also be used
as it has similar criteria for its usage. It is noted that a “Truck Entrance” sign is currently posted
on eastbound Menno Street in advance of Lonsdale Road, notwithstanding that this location
would not meet the Ontario Traffic Manual guidelines with respect to limited sight distance.
4.22
STUDY
Conclusions and Recommendations
July 2013
5.0
The conclusions of the Transportation Impact Study are as follows:
Due to the weekday early morning to mid-afternoon shift times for the CMP plant, the
highest traffic activity associated with the plant does not coincide with typical commuter
street peak traffic.
b)
The two-way truck volumes during either the Peak Hour of Generator or the Street Peak
Hour time periods are relatively low with a range of four to 10 trucks in one hour.
c)
Through both observations and analysis, it is concluded that the Study Area
intersections currently operate well within capacity and with no operational issues during
both the peak traffic activity times for the CMP plant (a.m. and p.m. Peak Hour of
Generator) and for the typical a.m. and p.m. Street Peak Hour associated with general
commuter traffic.
d)
The collision experience within the Study Area can be considered unremarkable.
e)
Menno Street currently carries approximately 1,000 to 1,500 vehicles per day, which is
consistent with observations of it being a low volume rural road. Speed data provided by
the Township showed relatively wide variations in speed characteristics by location and
direction of travel. The 85th percentile speeds ranged from 67 to 108 km/h and
compliance with the 80 km/h speed limit ranged from 42% to 99%. It is concluded that
these variations would be due to many variables such as the different types of vehicles
using this road (slower trucks and higher speed automobiles), differing road width,
surface, and shoulder conditions for the sections west and east of the CMP plant, and
generally low volumes that could facilitate travel at higher speeds.
f)
With the proposed doubling of plant production, and the addition of an afternoon shift of
plant workers, the greatest changes in site traffic volumes would occur between 2:00
and 4:00 p.m. and between 11:00 p.m. and 1:00 a.m. Similar to current operations, this
would add traffic to the Study Area road network outside of typical commuter street peak
hours.
g)
The analysis of future 2023 background traffic and total traffic showed that there were on
road or traffic control improvements required in the Study Area for either condition, and
that the addition of the site traffic had negligible impacts on level of service or volume to
capacity ratios.
h)
Due to the vertical curvature of Menno Street to the east of Lonsdale Road, the sight line
between northbound vehicles on Lonsdale Road and westbound vehicles on Menno
D
R
AF
T
a)
5.23
STUDY
July 2013
Street is deficient relative to the speed limit on Menno Street (80 km/h). A warning sign
to alert westbound drivers of the hidden intersection or of a truck entrance would assist
in mitigating this deficiency.
The recommendations of the Transportation Impact Study are as follows:
Install an oversize version of the Ontario Traffic Manual warning sign “Intersection” with
“Hidden” tab facing westbound Menno Street traffic at a location to the east of the
Lonsdale Road intersection. The final location for this sign is to be determined
(approximately 200 to 250 m east of Lonsdale), and the sign is to be augmented with a
“Distance” tab sign to avoid misinterpretation with the CMP plant driveway intersections
located before the Lonsdale Road intersection.
D
R
AF
T
a)
5.24
Appendix A
Traffic Data
Hwy 7 / Victoria Street & Fountain Street
Specified Period
From: 5:00:00
11:00:00
To:
Morning Peak Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 7:45:00
8:45:00
To:
Breslau
Weather conditions:
0000009701
Cloudy
Hwy 7 / Victoria Street & Fountain S Person(s) who counted:
2
1-Nov-2012
** Signalized Intersection **
Major Road: Hwy 7 / Victoria Street runs W/E
East Leg Total: 1706
East Entering:
912
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
29
1205
18
1158
N
Hwy 7 / Victoria Street
W
Heavys Trucks Cars
Cars
Trucks Heavys Totals
851
10
17
878
30
3
1
34
881
13
18
E
Totals
S
19
27
730
776
9
17
314
340
28
44
1044
Peds Cross:
Fountain Street
Cars 344
West Peds:
0
West Entering:
1116
West Leg Total: 2321
746
27
21
794
16
323
Peds Cross:
Trucks 20
Trucks 8
0
8
South Peds:
Heavys 10
Heavys 12
2
14
South Entering: 345
Totals 374
Cars 307
Cars
Totals 327
Comments
18
0
South Leg Total: 719
Specified Period
From: 12:00:00
18:00:00
To:
Afternoon Peak Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 16:45:00
17:45:00
To:
Breslau
Weather conditions:
0000009701
Cloudy
2
1-Nov-2012
East Entering:
1226
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
10
1620
25
1585
N
W
Heavys Trucks Cars
Cars
1126
17
7
1150
75
1
0
76
1201
18
7
E
Totals
S
6
17
978
1001
5
14
518
537
11
31
1496
Peds Cross:
Fountain Street
Cars 593
West Peds:
0
West Entering:
1538
Trucks 15
Heavys 5
Totals 613
Cars 459
Cars
1007
18
8
1033
29
488
Peds Cross:
Trucks 8
1
9
South Peds:
Heavys 3
2
5
South Entering: 502
Totals 470
Comments
32
0
Total Count Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000009701
Cloudy
2
1-Nov-2012
East Entering:
8790
East Peds:
0
Peds Cross:
Heavys Trucks Cars
257
386
Totals
Cars
7970
215
152
8337
375
43
35
453
8345
258
187
10452 11095
N
W
Heavys Trucks Cars
E
Totals
S
150
223
8089
8462
101
186
2931
3218
251
409
11020
Peds Cross:
Fountain Street
Cars 3306
West Peds:
0
West Entering:
11680
8345
252
183
8780
256
2738
Peds Cross:
Trucks 229
Trucks 171
29
200
South Peds:
Heavys 136
Heavys 105
33
138
South Entering: 3076
Totals 3671
Cars 2482
Cars
Totals 2758
Comments
318
0
Traffic Count Summary
Intersection:
Hwy 7 / Victoria Street & Fountain SCount Date: 1-Nov-2012
Municipality:
North Approach Totals
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Totals:
Hour
Ending
South Approach Totals
Includes Cars, Trucks, & Heavys
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
East Approach Totals
0
7
13
26
34
39
39
0
37
44
40
42
51
81
0
92
293
760
850
620
537
0
574
571
772
1093
1136
1039
Totals:
453
8337
Hours Ending:
Crossing Values:
8:00
225
0
0
0
0
0
0
0
0
0
0
0
0
0
0
North/South
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
66
107
254
325
203
193
0
227
219
280
330
439
433
0
0
3076
Grand
Left
Thru
Right
Total
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Breslau
0
99
306
786
884
659
576
0
611
615
812
1135
1187
1120
East/West
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
642
1268
1784
1949
1415
1232
0
1371
1516
2003
2205
2491
2594
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Grand
Left
Thru
Right
Total
0
50
89
225
307
180
169
0
196
185
250
299
406
402
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
16
18
29
18
23
24
0
31
34
30
31
33
31
Total
Peds
0
66
107
254
325
203
193
0
227
219
280
330
439
433
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2758
0
318 3076
West Approach Totals
0
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
356
682
694
777
559
522
0
576
675
940
806
916
959
0 8790
0
20470
0 8462
Calculated Values for Traffic Crossing Major Street
9:00 10:00 14:00
15:00 16:00 17:00
307
180
185
250
299
406
0
187
280
304
288
197
134
0
184
226
251
264
388
515
Total
Peds
0
543
962
998
1065
756
656
0
760
901
1191
1070
1304
1474
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3218 11680
0
18:00
402
Fountain Street & Menno Street
Specified Period
From: 5:00:00
11:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 7:30:00
8:30:00
To:
Breslau
Weather conditions:
0000009702
Cloudy
Person(s) who counted:
3
1-Nov-2012
** Non-Signalized Intersection **
Major Road: Fountain Street runs N/S
North Leg Total: 636
Heavys 0
5
1
6
Heavys 29
North Entering: 383
Trucks 0
Trucks 5
North Peds:
0
Peds Cross:
8
0
8
Cars 2
292
75
369
Totals 2
305
76
East Leg Total: 169
Cars 219
Totals 253
East Entering:
73
East Peds:
0
Peds Cross:
Fountain Street
Heavys Trucks Cars
Totals
Cars
2
21
55
0
0
55
13
0
2
15
3
0
0
3
71
0
2
0
19
N
Menno Street
W
Heavys Trucks Cars
Totals
0
0
4
4
0
1
16
17
1
0
13
14
1
1
33
Peds Cross:
E
Menno Street
S
Fountain Street
Cars 308
92
2
2
96
160
1
165
Peds Cross:
West Peds:
0
Trucks 8
Trucks 0
5
1
6
South Peds:
West Entering:
35
Heavys 6
Heavys 0
29
1
30
South Entering: 201
194
3
West Leg Total: 56
Totals 322
Cars 4
Cars
Totals 4
Comments
0
Specified Period
From: 12:00:00
18:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000009702
Cloudy
3
1-Nov-2012
Heavys 0
9
1
10
North Entering: 421
Trucks 0
North Peds:
One Hour Peak
From: 16:30:00
17:30:00
To:
0
Peds Cross:
11
1
12
Cars 9
329
61
399
Totals 9
349
63
Heavys 6
East Leg Total: 224
Trucks 10
Cars 482
Totals 498
East Entering:
136
East Peds:
0
Peds Cross:
Fountain Street
Heavys Trucks Cars
Totals
Cars
0
33
102
0
1
103
19
0
0
19
13
0
1
14
134
0
2
0
33
N
Menno Street
W
Heavys Trucks Cars
Totals
0
0
5
5
0
0
14
14
0
0
8
8
0
0
27
Peds Cross:
E
Menno Street
S
Fountain Street
Cars 350
84
1
3
88
375
9
389
Peds Cross:
West Peds:
0
Trucks 11
Trucks 0
10
0
10
South Peds:
West Entering:
27
Heavys 10
Heavys 0
5
2
7
South Entering: 406
390
11
West Leg Total: 60
Totals 371
Cars 5
Cars
Totals 5
Comments
0
Total Count Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000009702
Cloudy
3
1-Nov-2012
Heavys 5
109
9
123
Heavys 151
North Entering: 3031
Trucks 2
Trucks 170
North Peds:
0
Peds Cross:
186
11
199
Cars 49
2095
565
2709
Totals 56
2390
585
Cars 2421
Totals 2742
East Entering:
802
East Peds:
0
Peds Cross:
Fountain Street
Heavys Trucks Cars
Totals
Cars
9
204
564
10
14
588
106
2
3
111
78
5
20
103
748
17
37
4
191
N
Menno Street
W
Heavys Trucks Cars
Totals
2
2
27
31
1
1
112
114
2
0
69
71
5
3
208
Peds Cross:
Menno Street
S
Fountain Street
Cars 2242
West Peds:
0
West Entering:
216
West Leg Total: 420
E
756
21
33
810
1830
79
1945
Peds Cross:
Trucks 191
Trucks 0
158
9
167
South Peds:
Heavys 131
Heavys 1
135
23
159
2123
111
Totals 2564
Cars 36
Cars
Totals 37
Comments
0
Intersection:
Count Date:
1-Nov-2012
Municipality:
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Totals:
Hour
Ending
Grand
Left
Thru
Right
Total
0
97
58
78
53
25
13
0
19
22
70
40
43
67
0
75
240
247
265
175
113
2
149
188
183
176
292
285
0
0
5
4
2
4
2
0
4
12
5
6
9
3
North/South
Total
Approaches
Total
Peds
0
172
303
329
320
204
128
2
172
222
258
222
344
355
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
221
398
519
512
359
236
2
349
398
458
472
718
660
585 2390
56 3031
0
5302
Grand
Left
Thru
Right
Total
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
0
5
1
5
3
2
8
0
6
6
22
18
20
7
0
2
4
12
13
5
5
0
6
3
8
13
21
19
Totals:
103
111
Hours Ending:
Crossing Values:
7:00
7
0
12
7
33
70
27
20
0
27
33
87
95
102
75
Breslau
0
19
12
50
86
34
33
0
39
42
117
126
143
101
East/West
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
29
20
80
114
56
41
0
61
52
130
140
174
121
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Grand
Left
Thru
Right
Total
0
0
0
3
3
3
3
0
1
5
3
8
4
4
0
37
87
183
183
144
99
0
166
159
176
238
358
293
0
12
8
4
6
8
6
0
10
12
21
4
12
8
Total
Peds
0
49
95
190
192
155
108
0
177
176
200
250
374
305
0
0
0
0
0
0
0
0
0
0
0
0
0
0
37 2123
111 2271
0
Grand
Left
Thru
Right
Total
0
2
0
4
3
0
3
0
2
1
3
1
7
5
Total
Peds
0
6
6
15
15
12
3
0
9
6
8
10
15
9
0
2
2
11
10
10
2
0
11
3
2
3
9
6
0
10
8
30
28
22
8
0
22
10
13
14
31
20
0
0
0
0
0
0
0
0
0
0
0
0
0
0
588
802
0
1018
31
114
8:00
9:00 14:00
15:00 16:00 17:00
24
21
13
33
32
48
71
216
0
18:00
31
Shantz Station Road & Menno Street
Specified Period
From: 5:00:00
11:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000009703
Cloudy
Shantz Station Road & Menno Stree Person(s) who counted:
1
1-Nov-2012
Major Road: Shantz Station Road runs N/S
Heavys 1
2
3
Heavys 3
North Entering: 124
Trucks 0
Trucks 9
North Peds:
One Hour Peak
From: 7:45:00
8:45:00
To:
0
Peds Cross:
2
2
Cars 7
112
119
Totals 8
116
Cars 183
Totals 195
Shantz Station Road
Heavys Trucks Cars
Totals
1
84
1
82
N
Menno Street
W
Heavys Trucks Cars
Totals
0
2
7
9
0
0
58
58
0
2
65
Peds Cross:
E
S
Shantz Station Road
176
251
Peds Cross:
West Peds:
0
Trucks 2
Cars 170
Trucks 1
7
8
South Peds:
West Entering:
67
Heavys 2
Heavys 0
3
3
South Entering: 262
West Leg Total: 151
Totals 174
Cars 75
Totals 76
Comments
186
0
Specified Period
From: 12:00:00
18:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000009703
Cloudy
1
1-Nov-2012
Heavys 0
2
2
Heavys 0
North Entering: 186
Trucks 0
Trucks 7
North Peds:
One Hour Peak
From: 16:30:00
17:30:00
To:
0
Peds Cross:
7
7
Cars 15
162
177
Totals 15
171
Cars 206
Totals 213
Shantz Station Road
Heavys Trucks Cars
Totals
0
108
1
107
N
Menno Street
W
Heavys Trucks Cars
Totals
0
0
22
22
1
1
78
80
1
1
100
Peds Cross:
S
Shantz Station Road
Cars 240
West Peds:
0
West Entering:
102
West Leg Total: 210
E
184
276
Peds Cross:
Trucks 8
Trucks 1
7
8
South Peds:
Heavys 3
Heavys 0
0
0
South Entering: 284
Totals 251
Cars 92
Totals 93
Comments
191
0
Total Count Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000009703
Cloudy
1
1-Nov-2012
Heavys 2
North Entering: 1139
North Peds:
Trucks 10
0
Cars 82
Peds Cross:
Totals 94
30
32
Heavys 15
30
40
Trucks 47
985
1067
Cars 1092
1045
Totals 1154
Shantz Station Road
Heavys Trucks Cars
Totals
5
544
19
520
N
Menno Street
W
Heavys Trucks Cars
Totals
1
7
89
97
6
5
417
428
7
12
506
Peds Cross:
S
Shantz Station Road
Cars 1402
West Peds:
0
West Entering:
525
E
1003
1441
Peds Cross:
Trucks 35
Trucks 9
40
49
South Peds:
Heavys 36
Heavys 3
14
17
Totals 1473
Cars 438
Totals 450
Comments
1057
0
Intersection:
Shantz Station Road & Menno Stre Count Date: 1-Nov-2012
Municipality:
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Totals:
Hour
Ending
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
30
89
112
113
69
65
0
53
73
64
96
134
147
0
6
6
9
6
6
5
0
4
7
7
13
9
16
North/South
Total
Approaches
Total
Peds
0
36
95
121
119
75
70
0
57
80
71
109
143
163
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
62
160
287
365
166
139
1
115
155
161
268
383
384
0 1045
94 1139
0
2646
Grand
Left
Thru
Right
Total
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Totals:
0
0
Hours Ending:
Crossing Values:
7:00
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Breslau
0
0
0
0
0
0
0
0
0
0
0
0
0
0
East/West
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
8
39
68
57
31
14
0
22
24
47
49
79
87
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Grand
Left
Thru
Right
Total
0
12
15
62
69
16
17
1
20
16
27
45
75
75
0
14
50
104
177
75
52
0
38
59
63
114
165
146
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
Peds
0
26
65
166
246
91
69
1
58
75
90
159
240
221
0
0
0
0
0
0
0
0
0
0
0
0
0
0
450 1057
0 1507
0
Grand
Left
Thru
Right
Total
0
1
6
5
12
7
2
0
8
5
7
12
20
12
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
33
63
45
24
12
0
14
19
40
37
59
75
0
8
39
68
57
31
14
0
22
24
47
49
79
87
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
525
97
0
8:00
9:00 10:00
15:00 16:00 17:00
5
12
7
7
12
20
428
525
0
18:00
12
Menno Street & Lonsdale Road
Specified Period
From: 5:00:00
11:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 7:00:00
8:00:00
To:
Breslau
Weather conditions:
0000009704
Cloudy
2
1-Nov-2012
Major Road: Menno Street runs W/E
East Leg Total: 172
East Entering:
78
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
2
77
1
74
N
Menno Street
W
Heavys Trucks Cars
Cars
71
0
2
73
5
0
0
5
76
0
2
E
Totals
Menno Street
S
2
1
89
92
0
0
6
6
2
1
95
Peds Cross:
Lonsdale Road
Cars 11
Cars
90
2
2
94
Cars 3
1
4
Peds Cross:
West Peds:
0
Trucks 0
Trucks 1
1
2
South Peds:
West Entering:
98
Heavys 0
Heavys 0
0
0
South Entering: 6
Totals 4
2
West Leg Total: 175
Totals 11
Comments
0
South Leg Total: 17
Specified Period
From: 12:00:00
18:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 16:30:00
17:30:00
To:
Breslau
Weather conditions:
0000009704
Cloudy
2
1-Nov-2012
East Leg Total: 236
East Entering:
128
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
1
157
0
156
N
Menno Street
W
Heavys Trucks Cars
Cars
127
0
0
127
1
0
0
1
128
0
0
E
Totals
Menno Street
S
2
1
98
101
1
0
2
3
3
1
100
Peds Cross:
Lonsdale Road
Cars 3
105
1
2
108
7
36
Peds Cross:
Trucks 0
Trucks 0
0
0
South Peds:
104
Heavys 1
Heavys 1
0
1
South Entering: 37
West Leg Total: 261
Totals 4
West Peds:
0
West Entering:
Cars 29
Cars
Totals 30
Comments
7
0
South Leg Total: 41
Total Count Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000009704
Cloudy
2
1-Nov-2012
East Entering:
759
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
36
816
19
761
N
Menno Street
W
Heavys Trucks Cars
Cars
700
12
22
734
20
5
0
25
720
17
22
E
Totals
Menno Street
S
25
11
712
748
15
5
55
75
40
16
767
Peds Cross:
Lonsdale Road
Cars 75
West Peds:
0
West Entering:
823
733
14
25
772
21
82
Peds Cross:
Trucks 10
Trucks 7
3
10
South Peds:
Heavys 15
Heavys 14
0
14
South Entering: 106
Totals 100
Cars 61
Cars
Totals 82
Comments
24
0
Intersection:
Count Date:
1-Nov-2012
Municipality:
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Totals:
Hour
Ending
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
7
5
2
2
2
0
3
0
0
0
1
0
0
17
15
73
71
26
34
0
33
28
104
119
109
105
Totals:
25
734
Hours Ending:
Crossing Values:
6:00
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
North/South
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
6
1
4
8
0
4
9
6
8
52
5
0
0
106
Grand
Left
Thru
Right
Total
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Breslau
0
20
22
78
73
28
36
0
36
28
104
119
110
105
East/West
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
138
94
176
150
70
62
0
73
63
207
170
179
200
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Grand
Left
Thru
Right
Total
0
1
0
4
0
4
6
0
4
8
5
6
39
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
1
0
2
0
0
1
1
2
13
0
Total
Peds
0
1
2
6
1
4
8
0
4
9
6
8
52
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
82
0
24
106
0
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
Peds
0
111
40
92
74
37
22
0
33
34
97
48
67
93
0
7
32
6
3
5
4
0
4
1
6
3
2
2
0
118
72
98
77
42
26
0
37
35
103
51
69
95
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
759
0
1582
0
748
7:00
8:00
9:00
15:00 16:00 17:00
0
4
0
5
6
39
75
823
0
18:00
5
Menno Street & Westerly driveway
Specified Period
From: 5:00:00
11:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 7:30:00
8:30:00
To:
Breslau
Weather conditions:
0000970501
Cloudy
3
1-Nov-2012
East Leg Total: 174
East Entering:
84
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
1
83
0
82
N
Menno Street
W
Heavys Trucks Cars
Cars
81
0
1
82
1
0
1
2
82
0
2
E
Totals
Menno Street
S
0
2
87
89
0
0
6
6
0
2
93
Peds Cross:
Westerly driveway
Cars
87
3
0
90
Cars 7
Cars 1
0
1
Peds Cross:
West Peds:
0
Trucks 0
Trucks 0
1
1
South Peds:
West Entering:
95
Heavys 1
Heavys 0
0
0
South Entering: 2
Totals 8
Totals 1
1
West Leg Total: 178
Comments
0
South Leg Total: 10
Specified Period
From: 12:00:00
18:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 16:30:00
17:30:00
To:
Breslau
Weather conditions:
0000970501
Cloudy
3
1-Nov-2012
East Leg Total: 225
East Entering:
118
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
0
123
0
123
N
Menno Street
W
Heavys Trucks Cars
Cars
116
0
0
116
2
0
0
2
118
0
0
E
Totals
Menno Street
S
1
1
100
102
1
0
5
6
2
1
105
Peds Cross:
Westerly driveway
Cars
105
1
1
107
Cars 7
Cars 7
5
12
Peds Cross:
Trucks 0
Trucks 0
0
0
South Peds:
108
Heavys 1
Heavys 0
0
0
South Entering: 12
West Leg Total: 231
Totals 8
Totals 7
5
West Peds:
0
West Entering:
Comments
0
South Leg Total: 20
Total Count Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000970501
Cloudy
3
1-Nov-2012
East Entering:
712
East Peds:
2
Peds Cross:
Heavys Trucks Cars
Totals
22
732
17
693
N
Menno Street
W
Heavys Trucks Cars
Cars
664
10
12
686
17
3
6
26
681
13
18
E
Totals
Menno Street
S
13
11
681
705
10
7
31
48
23
18
712
Peds Cross:
Westerly driveway
Cars 48
West Peds:
0
West Entering:
753
Cars 29
Cars
692
21
19
732
11
40
Peds Cross:
Trucks 10
Trucks 7
10
17
South Peds:
Heavys 16
Heavys 10
6
16
South Entering: 73
Totals 74
Totals 46
Comments
27
0
Intersection:
Count Date:
1-Nov-2012
Municipality:
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Totals:
Hour
Ending
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
4
2
2
1
0
3
1
2
3
5
0
0
16
16
68
79
24
26
0
26
28
99
105
96
102
Totals:
26
685
Hours Ending:
Crossing Values:
6:00
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
North/South
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
5
5
5
5
5
0
6
6
6
6
15
4
0
0
73
Grand
Left
Thru
Right
Total
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Breslau
0
16
19
72
81
26
27
0
29
29
101
108
101
102
East/West
Total
Approaches
Total
Peds
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
131
60
162
148
68
44
0
61
64
195
153
181
197
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Grand
Left
Thru
Right
Total
0
5
2
4
4
2
4
0
5
2
3
4
8
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
1
1
3
1
0
1
4
3
2
7
1
46
0
27
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
0
5
5
5
5
5
5
0
6
6
6
6
15
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
73
0
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
Peds
Total
Peds
0
112
38
81
65
39
14
0
29
30
91
42
73
91
0
3
3
9
2
3
3
0
3
5
3
3
7
4
0
115
41
90
67
42
17
0
32
35
94
45
80
95
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
711
2
1464
0
705
8:00
9:00 10:00
15:00 16:00 17:00
4
4
2
3
4
8
48
753
0
18:00
3
Menno Street & Easterly driveway
Specified Period
From: 5:00:00
11:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 5:00:00
6:00:00
To:
Breslau
Weather conditions:
0000970502
Cloudy
1
1-Nov-2012
East Leg Total: 13
East Entering:
11
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
2
9
0
7
N
Menno Street
W
Heavys Trucks Cars
Cars
0
0
0
0
11
0
0
11
11
0
0
E
Totals
Menno Street
S
0
0
0
0
0
0
111
111
0
0
111
Peds Cross:
Easterly driveway
Cars 122
West Peds:
0
West Entering:
111
West Leg Total: 120
Cars
1
0
1
2
Cars 7
1
8
Peds Cross:
Trucks 0
Trucks 0
0
0
South Peds:
Heavys 0
Heavys 2
1
3
South Entering: 11
Totals 9
2
Totals 122
Comments
0
Specified Period
From: 12:00:00
18:00:00
To:
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
One Hour Peak
From: 14:30:00
15:30:00
To:
Breslau
Weather conditions:
0000970502
Cloudy
1
1-Nov-2012
East Leg Total: 20
East Entering:
5
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
2
112
0
110
N
Menno Street
W
Heavys Trucks Cars
Cars
0
0
0
0
3
0
2
5
3
0
2
E
Totals
Menno Street
S
0
0
0
0
0
0
39
39
0
0
39
Peds Cross:
Easterly driveway
Cars 42
15
0
0
15
15
125
Peds Cross:
West Peds:
0
Trucks 0
Trucks 0
0
0
South Peds:
West Entering:
39
Heavys 2
Heavys 2
0
2
South Entering: 127
West Leg Total: 151
Totals 44
Cars 110
Cars
Totals 112
Comments
15
0
Total Count Diagram
Municipality:
Site #:
Intersection:
TFR File #:
Count date:
Breslau
Weather conditions:
0000970502
Cloudy
1
1-Nov-2012
East Leg Total: 63
East Entering:
31
East Peds:
0
Peds Cross:
Heavys Trucks Cars
Totals
12
194
1
181
N
Menno Street
W
Heavys Trucks Cars
Cars
0
0
0
0
25
2
4
31
25
2
4
E
Totals
Menno Street
S
0
0
0
0
10
0
210
220
10
0
210
Peds Cross:
Easterly driveway
Cars 235
West Peds:
0
West Entering:
220
West Leg Total: 414
28
2
2
32
28
209
Peds Cross:
Trucks 2
Trucks 1
2
3
South Peds:
Heavys 14
Heavys 12
2
14
South Entering: 226
Totals 251
Cars 181
Cars
Totals 194
Comments
32
0
Intersection:
Count Date:
1-Nov-2012
Municipality:
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Totals:
Hour
Ending
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
11
2
2
2
0
1
0
2
2
4
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Totals:
31
0
Hours Ending:
Crossing Values:
6:00
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
North/South
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
11
1
3
3
1
11
0
7
8
83
62
22
14
0
0
226
Grand
Left
Thru
Right
Total
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Breslau
0
11
2
2
2
0
1
0
2
2
4
5
0
0
East/West
Total
Approaches
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
122
4
12
13
3
4
0
10
13
53
9
3
5
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Hour
Ending
5:00:00
6:00:00
7:00:00
8:00:00
9:00:00
10:00:00
11:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
Grand
Left
Thru
Right
Total
0
9
0
3
3
1
9
0
5
7
74
53
16
14
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
0
0
0
2
0
2
1
9
9
6
0
Total
Peds
0
11
1
3
3
1
11
0
7
8
83
62
22
14
0
0
0
0
0
0
0
0
0
0
0
0
0
0
194
0
32
226
0
Grand
Left
Thru
Right
Total
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
Peds
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
111
2
10
11
3
3
0
8
11
49
4
3
5
0
111
2
10
11
3
3
0
8
11
49
4
3
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
31
0
251
0
0
9:00 13:00 14:00
15:00 16:00 17:00
3
5
7
74
53
16
220
220
0
18:00
14
Lonsdale Road/Menno St
Total In's & Out's
120
100
Traffic Volumes
80
60
Total Vehicles
40
20
0
30 Minute Intervals
Westerly Access/Menno Street
Total In's & Out's
120
100
Traffic Volumes
80
60
Total Vehicles
40
20
0
30 Minute Intervals
Easterly Access/Menno St
Total In's & Out
120
100
Traffic Volumes
80
60
Total Vehicles
40
20
0
30 Minute Intervals
INT #
848
VICTORIA STREET at Fountain Street
T08-50/ 13Wool
Semi-Actuated operation during the AM and PM Peaks and coordinated with Victoria Street at Ebycrest/Woolwich
Fully-Actuated operation at all other times (uncoordinated)
Dilemma Zone loops located 110m from the stopbar on Victoria Street and 60m from the stopbar on Fountain St
WB Protected/ Permissive left-turn phasing
EB Right-turn arrow is displayed concurrent with the green display on Victoria and overlaps with Fountain Street
The right-turn arrow is not displayed during the westbound left-turn phase, or if a pushbutton is pressed
Victoria Street needs to be coded as phases 2 & 6, Fountain Street phase 4
Offsets are a percentage of the cycle length and relate to the beginning of Main Street green (Phases 2 & 6)
Signal Timing in Effect:
Offset=97%
Victoria Street
WB Green Arrow
(6:00 - 10:00 & 15:00 - 19:00 Monday - Friday)
Min
Ext
Max
WB Amber Arrow
All Red
Green
Amber
All Red
Fountain Street
Green
Min
Ext
Max
Amber
All Red
TOTAL
WB Amber Arrow
All Red
Green
Min
Ext
Max
Min
Ext
Max
Amber
All Red
Fountain Street
Green
Amber
All Red
TOTAL
seconds
seconds
seconds
seconds
seconds
seconds
seconds
seconds
8.0
4.0
33.4
4.2
2.0
110.0
seconds
seconds
seconds
seconds
seconds
seconds
Walk
FDW
Pedestrian Call
10.0 seconds
17.0 seconds
Pedestrian Call
Walk
10.0 seconds
FDW
13.0 seconds
(10:00 - 15:00 & 19:00 - 21:00 Mon-Fri; 8:30-21:00 Saturday; 10:00-18:00 Sun)
Victoria Street
WB Green Arrow
5.0
3.0
9.2
3.0
1.3
51.0
4.2
2.0
Min
Ext
Max
5.0
3.0
10.0
3.0
1.0
20.0
5.0
40.0
4.2
2.0
seconds
seconds
seconds
seconds
seconds
seconds
seconds
seconds
seconds
seconds
8.0
3.0
30.0
4.2
2.0
96.4
seconds
seconds
seconds
seconds
seconds
seconds
Walk
FDW
Pedestrian Call
10.0 seconds
17.0 seconds
Walk
FDW
Pedestrian Call
10.0 seconds
13.0 seconds
(All Other Times)
Victoria Street
Green
Min
Ext
Max
Amber
All Red
Fountain Street
Green
Amber
All Red
TOTAL
Oct-2012
Min
Ext
Max
20.0
5.0
40.0
4.2
2.0
seconds
seconds
seconds
seconds
seconds
8.0
3.0
30.0
4.2
2.0
82.4
seconds
seconds
seconds
seconds
seconds
seconds
Walk
FDW
Pedestrian Call
10.0 seconds
17.0 seconds
Walk
FDW
Pedestrian Call
10.0 seconds
13.0 seconds
Soo, Adrian
From:
Sent:
To:
Subject:
Pappin, Garry
Friday, November 02, 2012 11:42 AM
Soo, Adrian
Fw: Collision Analysis - Fountain Street
Please add to CMP file. Thx!
From: Cheryl Marcy [mailto:[email protected]]
Sent: Friday, November 02, 2012 09:39 AM
To: Pappin, Garry
Cc: Walkey, Krista
Subject: FW: Collision Analysis - Fountain Street
Hello Gary,
Please see Collision information below regarding Fountain Street.
Cheryl Marcy, C.E.T.
Transportation Planner
Regional Municipality of Waterloo
Transportation Planning
150 Frederick Street, 8th Floor
Kitchener, ON N2G 4J3
Phone: 519-575-4757 ext 3243
Fax: 519-575-4449
[email protected]
Confidentiality Notice: This email correspondence (including any attachments) may contain information which is confidential and/or exempt from
disclosure under applicable law, and is intended only for the use of the designated recipient(s) listed above. Any unauthorized use or disclosure
is strictly prohibited. If you are not the intended recipient, or have otherwise received this message by mistake, please notify the sender by
replying via email, and destroy all copies of this original correspondence (including any attachments). Thank you for your cooperation.
From: Satinderjit Bahia
Sent: October 30, 2012 10:57 AM
To: Cheryl Marcy
Subject: Collision Analysis - Fountain Street
Cheryl,
Below is a summary of the collisions on Fountain Street between 2006 – 2011 inclusive as part of the analysis for the
Conestoga Meat Packers TIS:
Fountain Street between Horseshoe / Flanders and Menno Street
1
9 collisions where 11 were expected, 1 in the top 30 (ranked #13 for most unexpected approaching collisions (1)), 0
involving tractor-trailers.
Fountain Street at Menno Street
5 collisions where 4 were expected, 0 in the top 30 , 0 involving tractor-trailers.
Fountain Street between Menno Street and Woolwich Street
7 collisions where 5 were expected, 0 in the top 30 , 0 involving tractor-trailers.
A majority of the collisions on Fountain Street between Horseshoe / Flanders and Menno Street and on Fountain Street
between Menno Street and Woolwich Street involved the driver losing control due to slippery road conditions, as well as
single vehicle collisions involving deer and raccoons.
Regards,
Satinderjit Bahia, B.A.Sc. - EIT
Engineering Technologist, Traffic
Regional Municipality of Waterloo
150 Frederick Street
Kitchener, Ontario, N2G 4J3
Phone: 519-575-4091
2
Appendix B
Synchro Analysis Output
Lanes, Volumes, Timings
3: Fountain St N & Victoria St N
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s)
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Pedestrian Calls (#/hr)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
356
1900
187
1750
115.0
1
92
1900
1.00
0.850
50
1775
125.0
2
65.0
0.97
16
1750
70.0
1
0.95
8
1775
120.0
1
80.0
1.00
3476
1475
3476
1475
Yes
187
0.95
1.00
0.850
0.950
1496
0.500
787
3288
0.950
3120
0.950
3120
1.00
2%
187
1.00
14%
8
48
311.3
23.3
1.00
11%
92
48
497.0
37.3
1.00
6%
50
356
187
NA pm+ov
2
8
2
2
8
8
pm+pt
1
6
1
92
NA
6
50
NA
8
6
8
8
8
1.0
9.3
13.0
11.8%
8.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
71.0
64.5%
64.8
4.2
2.0
0.0
6.2
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
64.8
0.76
0.04
2.7
0.0
2.7
4.0
None
10.0
13.0
0
8.3
0.10
0.17
36.8
0.0
36.8
4.0
None
10.0
13.0
0
8.3
0.10
0.11
18.7
0.0
18.7
48
412.8
31.0
1.00
5%
356
4.0
33.2
58.0
52.7%
51.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
54.9
0.64
0.16
6.4
0.0
6.4
Peak Hour of Generator - Existing - AM
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
69.4
0.81
0.15
0.5
0.0
0.5
66.7
0.78
0.01
2.2
0.0
2.2
3288
1331
1331
Yes
16
1.00
13%
16
16
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Queue Length 50th (m)
Internal Link Dist (m)
Turn Bay Length (m)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
EBT
A
4.4
A
10.6
16.6
388.8
2233
0
0
0
0.16
11/12/2012
EBR
A
WBL
A
0.0
2.6
0.3
1.0
115.0
1475
0
0
0
0.13
120.0
687
0
0
0
0.01
Intersection Summary
Area Type:
Other
Cycle Length: 110
Actuated Cycle Length: 85.5
Natural Cycle: 75
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.17
Intersection Signal Delay: 6.7
Intersection Capacity Utilization 26.8%
Analysis Period (min) 15
Splits and Phases:
WBT
A
2.6
A
1.5
3.2
287.3
2493
0
0
0
0.04
NBL
D
32.4
C
3.9
9.0
473.0
125.0
1197
0
0
0
0.04
NBR
B
0.0
5.6
70.0
520
0
0
0
0.03
Intersection LOS: A
ICU Level of Service A
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
356
0.16
6.4
0.0
6.4
10.6
16.6
388.8
2233
0
0
0
0.16
11/12/2012
EBR
187
0.15
0.5
0.0
0.5
0.0
2.6
WBL
8
0.01
2.2
0.0
2.2
0.3
1.0
115.0
1475
0
0
0
0.13
120.0
687
0
0
0
0.01
WBT
92
0.04
2.7
0.0
2.7
1.5
3.2
287.3
2493
0
0
0
0.04
NBL
50
0.17
36.8
0.0
36.8
3.9
9.0
473.0
125.0
1197
0
0
0
0.04
NBR
16
0.11
18.7
0.0
18.7
0.0
5.6
70.0
520
0
0
0
0.03
Synchro 8 Report
Page 3
HCM Unsignalized Intersection Capacity Analysis
6: Shantz Station Rd & Menno St
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (m)
pX, platoon unblocked
vC, conflicting volume
vC1, stage 1 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBL
EBR
NBL
NBT
SBT
SBR
1
Stop
0%
1.00
1
7
12
1.00
12
30
Free
0%
1.00
30
6
1.00
7
14
Free
0%
1.00
14
None
None
71
33
36
71
6.4
33
6.3
36
4.1
3.5
100
931
3.4
99
1007
2.2
99
1588
EB 1
8
1
7
997
0.01
0.2
8.6
A
8.6
A
NB 1
26
12
0
1588
0.01
0.2
3.4
A
3.4
SB 1
36
0
6
1700
0.02
0.0
0.0
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
1.00
6
0.0
2.2
18.3%
15
ICU Level of Service
A
Synchro 8 Report
Page 1
7: Fountain St N & Menno St
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2
6
Stop
0%
1.00
6
2
5
12
1
97
1.00
12
1.00
1
1.00
12
1.00
97
75
Free
0%
1.00
75
1
1.00
5
37
Free
0%
1.00
37
12
1.00
2
2
Stop
0%
1.00
2
1.00
2
None
None
322
320
76
319
315
43
76
49
322
7.1
320
6.5
76
6.2
319
7.9
315
6.5
43
6.3
76
4.1
49
4.1
3.5
100
596
4.0
99
562
3.3
100
991
4.2
99
479
4.0
100
566
3.4
99
1011
2.2
100
1536
2.2
94
1571
EB 1
10
2
2
623
0.02
0.4
10.9
B
10.9
B
WB 1
19
5
12
735
0.03
0.6
10.0
B
10.0
B
NB 1
1
1
0
1536
0.00
0.0
7.3
A
0.1
NB 2
49
0
12
1700
0.03
0.0
0.0
SB 1
97
97
0
1571
0.06
1.5
7.4
A
4.2
SB 2
76
0
1
1700
0.04
0.0
0.0
Average Delay
4.1
22.4%
15
1.00
1
A
Synchro 8 Report
Page 2
11: Lonsdale Rd & Menno St
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
111
Free
0%
1.00
111
7
3
1.00
3
1
Stop
0%
1.00
1
0
1.00
7
17
Free
0%
1.00
17
1.00
0
118
138
114
118
4.1
138
6.4
114
6.2
2.2
100
1483
3.5
100
859
3.3
100
943
None
EB 1
118
0
7
1700
0.07
0.0
0.0
0.0
Average Delay
None
WB 1
20
3
0
1483
0.00
0.0
1.1
A
1.1
NB 1
1
1
0
859
0.00
0.0
9.2
A
9.2
A
0.2
17.2%
15
A
Synchro 8 Report
Page 3
15: Westerly D/W & Menno St
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
112
Free
0%
1.00
112
3
0
1.00
0
5
Stop
0%
1.00
5
0
1.00
3
16
Free
0%
1.00
16
1.00
0
115
130
114
115
4.1
130
7.0
114
6.2
2.2
100
1487
4.0
99
744
3.3
100
945
None
None
EB 1
115
0
3
1700
0.07
0.0
0.0
WB 1
16
0
0
1487
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
5
5
0
744
0.01
0.2
9.9
A
9.9
A
0.4
17.0%
15
A
Synchro 8 Report
Page 4
18: Easterly D/W & Menno St
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
1
Free
0%
1.00
1
111
11
1.00
11
9
Stop
0%
1.00
9
2
1.00
111
7
Free
0%
1.00
7
1.00
2
112
86
56
112
4.1
86
6.6
56
6.7
2.2
99
1490
3.7
99
863
3.8
100
890
None
EB 1
112
0
111
1700
0.07
0.0
0.0
0.0
Average Delay
None
WB 1
18
11
0
1490
0.01
0.2
4.6
A
4.6
NB 1
11
9
2
867
0.01
0.3
9.2
A
9.2
A
1.3
18.0%
15
A
Synchro 8 Report
Page 5
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
857
1900
269
1750
115.0
1
960
1900
1.00
0.850
312
1775
125.0
2
65.0
0.97
34
1750
70.0
1
0.95
47
1775
120.0
1
80.0
1.00
3510
1380
3510
1380
Yes
269
0.95
1.00
0.850
0.950
1353
0.266
379
3476
0.950
2953
0.950
2953
1.00
9%
269
1.00
26%
47
48
311.3
23.3
1.00
5%
960
48
497.0
37.3
1.00
12%
312
857
269
NA pm+ov
2
8
2
2
8
47
pm+pt
1
6
1
960
NA
6
312
NA
8
6
8
8
8
1.0
9.3
13.0
11.8%
8.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
71.0
64.5%
64.8
4.2
2.0
0.0
6.2
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
64.9
0.69
0.40
7.2
0.0
7.2
4.0
None
10.0
13.0
0
16.7
0.18
0.60
40.4
0.0
40.4
4.0
None
10.0
13.0
0
16.7
0.18
0.13
12.1
0.0
12.1
48
412.8
31.0
1.00
4%
857
4.0
33.2
58.0
52.7%
51.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
54.1
0.58
0.42
12.7
0.0
12.7
Peak Hour of Generator - Existing - PM
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
76.9
0.82
0.23
0.7
0.0
0.7
66.8
0.71
0.14
5.8
0.0
5.8
3476
1275
1275
Yes
34
1.00
18%
34
34
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
B
9.8
A
42.8
66.8
388.8
2019
0
0
0
0.42
11/12/2012
EBR
A
WBL
A
0.0
3.5
2.2
6.4
115.0
1352
0
0
0
0.20
120.0
360
0
0
0
0.13
Area Type:
Other
Cycle Length: 110
Actuated Cycle Length: 94
Natural Cycle: 75
Splits and Phases:
WBT
A
7.2
A
34.4
54.4
287.3
2401
0
0
0
0.40
NBL
D
37.6
D
27.0
39.8
473.0
125.0
1032
0
0
0
0.30
NBR
B
0.0
7.7
70.0
468
0
0
0
0.07
Intersection LOS: B
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
857
0.42
12.7
0.0
12.7
42.8
66.8
388.8
2019
0
0
0
0.42
11/12/2012
EBR
269
0.23
0.7
0.0
0.7
0.0
3.5
WBL
47
0.14
5.8
0.0
5.8
2.2
6.4
115.0
1352
0
0
0
0.20
120.0
360
0
0
0
0.13
WBT
960
0.40
7.2
0.0
7.2
34.4
54.4
287.3
2401
0
0
0
0.40
NBL
312
0.60
40.4
0.0
40.4
27.0
39.8
473.0
125.0
1032
0
0
0
0.30
NBR
34
0.13
12.1
0.0
12.1
0.0
7.7
70.0
468
0
0
0
0.07
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBL
EBR
NBL
NBT
SBT
SBR
12
Stop
0%
1.00
12
43
32
1.00
32
69
Free
0%
1.00
69
11
1.00
43
94
Free
0%
1.00
94
None
None
232
74
80
232
6.4
74
6.2
80
4.1
3.5
98
744
3.3
96
993
2.2
98
1531
EB 1
55
12
43
925
0.06
1.4
9.1
A
9.1
A
NB 1
126
32
0
1531
0.02
0.5
2.0
A
2.0
SB 1
80
0
11
1700
0.05
0.0
0.0
Average Delay
1.00
11
0.0
2.9
24.6%
15
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2
5
Stop
0%
1.00
5
3
25
124
5
72
1.00
124
1.00
5
1.00
11
1.00
72
166
Free
0%
1.00
166
6
1.00
25
211
Free
0%
1.00
211
11
1.00
3
8
Stop
0%
1.00
8
1.00
2
None
None
662
545
169
542
542
216
172
222
662
7.1
545
6.5
169
6.2
542
7.2
542
6.5
216
6.2
172
4.1
222
4.1
3.5
99
303
4.0
99
423
3.3
100
880
3.6
94
418
4.0
98
425
3.3
85
823
2.2
100
1417
2.2
95
1353
EB 1
10
2
3
458
0.02
0.5
13.0
B
13.0
B
WB 1
157
25
124
685
0.23
6.7
11.8
B
11.8
B
NB 1
5
5
0
1417
0.00
0.1
7.5
A
0.2
NB 2
222
0
11
1700
0.13
0.0
0.0
SB 1
72
72
0
1353
0.05
1.3
7.8
A
2.3
SB 2
172
0
6
1700
0.10
0.0
0.0
Average Delay
4.1
42.4%
15
1.00
6
A
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
89
Free
0%
1.00
89
1
0
1.00
0
5
Stop
0%
1.00
5
3
1.00
1
150
Free
0%
1.00
150
1.00
3
90
240
90
90
4.1
240
6.6
90
6.5
2.2
100
1518
3.7
99
711
3.6
100
889
None
None
EB 1
90
0
1
1700
0.05
0.0
0.0
WB 1
150
0
0
1518
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
8
5
3
769
0.01
0.2
9.7
A
9.7
A
0.3
19.1%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
76
Free
0%
1.00
76
5
1
1.00
1
1
Stop
0%
1.00
1
2
1.00
5
140
Free
0%
1.00
140
1.00
2
81
220
78
81
4.1
220
6.4
78
6.2
2.2
100
1529
3.5
100
772
3.3
100
988
None
EB 1
81
0
5
1700
0.05
0.0
0.0
0.0
Average Delay
None
WB 1
141
1
0
1529
0.00
0.0
0.1
A
0.1
NB 1
3
1
2
903
0.00
0.1
9.0
A
9.0
A
0.2
19.4%
15
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
39
Free
0%
1.00
39
39
5
1.00
5
112
Stop
0%
1.00
112
15
1.00
39
29
Free
0%
1.00
29
1.00
15
78
98
58
78
4.5
98
6.4
58
6.2
2.6
100
1311
3.5
88
898
3.3
99
1013
None
EB 1
78
0
39
1700
0.05
0.0
0.0
0.0
Average Delay
None
WB 1
34
5
0
1311
0.00
0.1
1.2
A
1.2
NB 1
127
112
15
910
0.14
3.7
9.6
A
9.6
A
5.3
21.0%
15
A
Synchro 8 Report
Page 5
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
Street Peak - Existing - AM
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
776
1900
340
1750
115.0
1
878
1900
1.00
0.850
327
1775
125.0
2
65.0
0.97
18
1750
70.0
1
0.95
34
1775
120.0
1
80.0
1.00
3444
1393
3444
1393
Yes
340
0.95
1.00
0.850
0.950
1522
0.298
478
3544
0.950
3120
0.950
3120
1.00
8%
340
1.00
12%
34
48
311.3
23.3
1.00
3%
878
48
497.0
37.3
1.00
6%
327
776
340
NA pm+ov
2
8
2
2
8
34
pm+pt
1
6
1
878
NA
6
327
NA
8
6
8
8
8
1.0
9.3
13.0
11.8%
8.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
71.0
64.5%
64.8
4.2
2.0
0.0
6.2
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
64.9
0.69
0.36
7.1
0.0
7.1
4.0
None
10.0
13.0
0
17.1
0.18
0.58
39.4
0.0
39.4
4.0
None
10.0
13.0
0
17.1
0.18
0.07
14.2
0.0
14.2
48
412.8
31.0
1.00
6%
776
4.0
33.2
58.0
52.7%
51.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
54.4
0.58
0.39
12.3
0.0
12.3
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
77.8
0.82
0.28
0.8
0.0
0.8
66.8
0.71
0.08
5.5
0.0
5.5
3544
1355
1355
Yes
18
1.00
11%
18
18
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
B
8.8
A
37.4
59.5
388.8
1984
0
0
0
0.39
11/12/2012
EBR
A
WBL
A
0.0
3.6
1.6
5.1
115.0
1367
0
0
0
0.25
120.0
435
0
0
0
0.08
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
A
7.0
A
30.2
49.3
287.3
2435
0
0
0
0.36
NBL
D
38.1
D
28.2
41.2
473.0
125.0
1085
0
0
0
0.30
NBR
B
0.0
5.6
70.0
483
0
0
0
0.04
Intersection LOS: B
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
776
0.39
12.3
0.0
12.3
37.4
59.5
388.8
1984
0
0
0
0.39
11/12/2012
EBR
340
0.28
0.8
0.0
0.8
0.0
3.6
WBL
34
0.08
5.5
0.0
5.5
1.6
5.1
115.0
1367
0
0
0
0.25
120.0
435
0
0
0
0.08
WBT
878
0.36
7.1
0.0
7.1
30.2
49.3
287.3
2435
0
0
0
0.36
NBL
327
0.58
39.4
0.0
39.4
28.2
41.2
473.0
125.0
1085
0
0
0
0.30
NBR
18
0.07
14.2
0.0
14.2
0.0
5.6
70.0
483
0
0
0
0.04
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBL
EBR
NBL
NBT
SBT
SBR
9
Stop
0%
1.00
9
58
76
1.00
76
116
Free
0%
1.00
116
8
1.00
58
186
Free
0%
1.00
186
None
None
458
120
124
458
6.6
120
6.2
124
4.1
3.7
98
498
3.3
94
937
2.2
95
1469
EB 1
67
9
58
838
0.08
2.0
9.7
A
9.7
A
NB 1
262
76
0
1469
0.05
1.2
2.5
A
2.5
SB 1
124
0
8
1700
0.07
0.0
0.0
1.00
8
0.0
2.9
38.1%
15
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
4
17
Stop
0%
1.00
17
14
3
55
4
76
1.00
55
1.00
4
1.00
3
1.00
76
305
Free
0%
1.00
305
2
1.00
3
194
Free
0%
1.00
194
3
1.00
14
15
Stop
0%
1.00
15
1.00
4
None
None
722
663
306
683
662
196
307
197
722
7.1
663
6.5
306
6.2
683
7.2
662
6.5
196
6.2
307
4.1
197
4.1
3.5
99
298
4.0
95
362
3.3
98
739
3.6
99
321
4.0
96
362
3.3
93
846
2.2
100
1265
2.2
94
1382
EB 1
35
4
14
441
0.08
2.0
13.9
B
13.9
B
WB 1
73
3
55
630
0.12
3.0
11.5
B
11.5
B
NB 1
4
4
0
1265
0.00
0.1
7.9
A
0.2
NB 2
197
0
3
1700
0.12
0.0
0.0
SB 1
76
76
0
1382
0.06
1.3
7.8
A
1.5
SB 2
307
0
2
1700
0.18
0.0
0.0
2.8
37.8%
15
1.00
2
A
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
92
Free
0%
1.00
92
6
5
1.00
5
4
Stop
0%
1.00
4
2
1.00
6
73
Free
0%
1.00
73
1.00
2
98
178
95
98
4.1
178
6.6
95
6.7
2.2
100
1508
3.7
99
759
3.8
100
845
None
EB 1
98
0
6
1700
0.06
0.0
0.0
0.0
None
WB 1
78
5
0
1508
0.00
0.1
0.5
A
0.5
NB 1
6
4
2
786
0.01
0.2
9.6
A
9.6
A
0.5
19.2%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
89
Free
0%
1.00
89
6
2
1.00
2
1
Stop
0%
1.00
1
1
1.00
6
82
Free
0%
1.00
82
1.00
1
95
178
92
95
4.6
178
6.4
92
7.2
2.7
100
1246
3.5
100
815
4.2
100
752
None
EB 1
95
0
6
1700
0.06
0.0
0.0
0.0
None
WB 1
84
2
0
1246
0.00
0.0
0.2
A
0.2
NB 1
2
1
1
782
0.00
0.1
9.6
A
9.6
A
0.2
16.8%
15
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
79
Free
0%
1.00
79
11
3
1.00
3
2
Stop
0%
1.00
2
0
1.00
11
81
Free
0%
1.00
81
1.00
0
90
172
84
90
4.4
172
6.4
84
6.2
2.5
100
1331
3.5
100
821
3.3
100
980
None
EB 1
90
0
11
1700
0.05
0.0
0.0
0.0
None
WB 1
84
3
0
1331
0.00
0.1
0.3
A
0.3
NB 1
2
2
0
821
0.00
0.1
9.4
A
9.4
A
0.2
17.7%
15
A
Synchro 8 Report
Page 5
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
Street Peak - Existing - PM
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
1001
1900
537
1750
115.0
1
1150
1900
1.00
0.850
470
1775
125.0
2
65.0
0.97
32
1750
70.0
1
0.95
76
1775
120.0
1
80.0
1.00
3579
1446
3579
1446
Yes
537
0.95
1.00
0.850
0.950
1688
0.199
354
3579
0.950
3243
0.950
3243
1.00
4%
537
1.00
1%
76
48
311.3
23.3
1.00
2%
1150
48
497.0
37.3
1.00
2%
470
1001
537
NA pm+ov
2
8
2
2
8
76
pm+pt
1
6
1
1150
NA
6
470
NA
8
6
8
8
8
1.0
9.3
13.0
11.8%
8.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
71.0
64.5%
64.8
4.2
2.0
0.0
6.2
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
65.0
0.65
0.50
11.0
0.0
11.0
4.0
None
10.0
13.0
0
23.3
0.23
0.63
38.5
0.0
38.5
4.0
None
10.0
13.0
0
23.3
0.23
0.09
10.5
0.0
10.5
48
412.8
31.0
1.00
2%
1001
4.0
33.2
58.0
52.7%
51.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
53.6
0.53
0.53
17.6
0.0
17.6
8.0
29.2
39.0
35.5%
32.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
83.1
0.83
0.42
1.2
0.0
1.2
66.9
0.66
0.23
8.9
0.0
8.9
3579
1380
1380
Yes
32
1.00
9%
32
32
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
B
11.9
B
62.8
100.3
388.8
1906
0
0
0
0.53
11/12/2012
EBR
A
WBL
A
0.0
4.4
4.6
12.2
115.0
1373
0
0
0
0.39
120.0
351
0
0
0
0.22
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
B
10.9
B
55.3
90.8
287.3
2310
0
0
0
0.50
NBL
D
36.7
D
42.5
57.8
473.0
125.0
1060
0
0
0
0.44
NBR
B
0.0
7.0
70.0
473
0
0
0
0.07
Intersection LOS: B
ICU Level of Service B
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
1001
0.53
17.6
0.0
17.6
62.8
100.3
388.8
1906
0
0
0
0.53
11/12/2012
EBR
537
0.42
1.2
0.0
1.2
0.0
4.4
WBL
76
0.23
8.9
0.0
8.9
4.6
12.2
115.0
1373
0
0
0
0.39
120.0
351
0
0
0
0.22
WBT
1150
0.50
11.0
0.0
11.0
55.3
90.8
287.3
2310
0
0
0
0.50
NBL
470
0.63
38.5
0.0
38.5
42.5
57.8
473.0
125.0
1060
0
0
0
0.44
NBR
32
0.09
10.5
0.0
10.5
0.0
7.0
70.0
473
0
0
0
0.07
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBL
EBR
NBL
NBT
SBT
SBR
22
Stop
0%
1.00
22
80
93
1.00
93
171
Free
0%
1.00
171
15
1.00
80
191
Free
0%
1.00
191
None
None
556
178
186
556
6.4
178
6.2
186
4.1
3.5
95
463
3.3
91
862
2.2
93
1395
EB 1
102
22
80
727
0.14
3.7
10.8
B
10.8
B
NB 1
284
93
0
1395
0.07
1.6
2.9
A
2.9
SB 1
186
0
15
1700
0.11
0.0
0.0
1.00
15
0.0
3.4
45.5%
15
A
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
14
Stop
0%
1.00
14
8
14
103
5
62
1.00
103
1.00
5
1.00
11
1.00
62
349
Free
0%
1.00
349
9
1.00
14
390
Free
0%
1.00
390
11
1.00
8
19
Stop
0%
1.00
19
1.00
5
None
None
990
888
354
894
888
396
358
401
990
7.1
888
6.5
354
6.2
894
7.2
888
6.5
396
6.2
358
4.1
401
4.1
3.5
97
173
4.0
95
268
3.3
99
695
3.6
94
233
4.0
93
269
3.3
84
656
2.2
100
1212
2.2
95
1152
EB 1
27
5
8
292
0.09
2.3
18.6
C
18.6
C
WB 1
136
14
103
473
0.29
9.0
15.7
C
15.7
C
NB 1
5
5
0
1212
0.00
0.1
8.0
A
0.1
NB 2
401
0
11
1700
0.24
0.0
0.0
SB 1
62
62
0
1152
0.05
1.3
8.3
A
1.2
SB 2
358
0
9
1700
0.21
0.0
0.0
3.2
49.7%
15
1.00
9
A
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
101
Free
0%
1.00
101
3
1
1.00
1
30
Stop
0%
1.00
30
7
1.00
3
127
Free
0%
1.00
127
1.00
7
104
232
102
104
4.1
232
6.4
102
6.2
2.2
100
1500
3.5
96
754
3.3
99
958
None
EB 1
104
0
3
1700
0.06
0.0
0.0
0.0
None
WB 1
128
1
0
1500
0.00
0.0
0.1
A
0.1
NB 1
37
30
7
786
0.05
1.1
9.8
A
9.8
A
1.4
18.6%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
102
Free
0%
1.00
102
6
2
1.00
2
7
Stop
0%
1.00
7
5
1.00
6
116
Free
0%
1.00
116
1.00
5
108
225
105
108
4.1
225
6.4
105
6.2
2.2
100
1495
3.5
99
767
3.3
99
955
None
EB 1
108
0
6
1700
0.06
0.0
0.0
0.0
None
WB 1
118
2
0
1495
0.00
0.0
0.1
A
0.1
NB 1
12
7
5
835
0.01
0.3
9.4
A
9.4
A
0.5
18.9%
15
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Average Delay
11/12/2012
EBT
EBR
WBL
WBT
NBL
NBR
102
Free
0%
1.00
102
5
0
1.00
0
19
Stop
0%
1.00
19
2
1.00
5
99
Free
0%
1.00
99
1.00
2
107
204
104
107
4.1
204
6.4
104
6.2
2.2
100
1497
3.5
98
790
3.3
100
956
None
None
EB 1
107
0
5
1700
0.06
0.0
0.0
WB 1
99
0
0
1497
0.00
0.0
0.0
0.0
0.0
NB 1
21
19
2
803
0.03
0.6
9.6
A
9.6
A
0.9
16.5%
15
A
Synchro 8 Report
Page 5
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
7/9/2013
EBT
EBR
WBL
WBT
NBL
NBR
419
1900
95
1750
115.0
1
108
1900
1.00
0.850
46
1775
125.0
2
65.0
0.97
19
1750
70.0
0
0.95
9
1775
120.0
1
80.0
1.00
3476
1475
3476
1475
Yes
95
0.95
1.00
0.850
0.950
1496
0.472
743
3288
0.950
3120
0.950
3120
1.00
2%
95
1.00
14%
9
48
311.3
23.3
1.00
11%
108
48
497.0
37.3
1.00
6%
46
419
95
NA pm+ov
2
8
2
2
8
9
pm+pt
1
6
1
108
NA
6
46
NA
8
6
8
8
8
1.0
9.3
15.0
13.6%
10.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
73.0
66.4%
66.8
4.2
2.0
0.0
6.2
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
68.6
0.81
0.04
2.5
0.0
2.5
4.0
None
10.0
13.0
0
8.3
0.10
0.15
37.7
0.0
37.7
4.0
None
10.0
13.0
0
8.3
0.10
0.10
1.0
0.0
1.0
48
412.8
31.0
1.00
5%
419
4.0
33.2
58.0
52.7%
51.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
57.2
0.68
0.18
5.9
0.0
5.9
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
71.7
0.85
0.08
0.5
0.0
0.5
Peak of Generator - 2023 Future Background AM
69.1
0.82
0.01
2.1
0.0
2.1
3288
1331
1331
Yes
74
1.00
13%
19
19
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
A
4.9
A
12.8
19.4
388.8
2349
0
0
0
0.18
7/9/2013
EBR
A
WBL
A
0.0
1.9
0.2
1.1
115.0
1475
0
0
0
0.06
120.0
702
0
0
0
0.01
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
A
2.5
A
1.7
3.5
287.3
2665
0
0
0
0.04
NBL
D
26.9
C
3.7
8.6
473.0
125.0
1142
0
0
0
0.04
NBR
A
0.0
0.0
70.0
533
0
0
0
0.04
Intersection LOS: A
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
419
0.18
5.9
0.0
5.9
12.8
19.4
388.8
2349
0
0
0
0.18
7/4/2013
EBR
95
0.08
0.5
0.0
0.5
0.0
1.9
WBL
9
0.01
2.1
0.0
2.1
0.2
1.1
115.0
1475
0
0
0
0.06
120.0
702
0
0
0
0.01
WBT
108
0.04
2.5
0.0
2.5
1.7
3.5
287.3
2665
0
0
0
0.04
NBL
46
0.15
37.7
0.0
37.7
3.7
8.6
473.0
125.0
1142
0
0
0
0.04
NBR
19
0.10
1.0
0.0
1.0
0.0
0.0
70.0
533
0
0
0
0.04
Synchro 8 Report
Page 1
HCM Signalized Intersection Capacity Analysis
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
EBT
7/4/2013
EBR
WBL
WBT
NBL
NBR
419
95
1900
1750
6.2
6.2
0.95
1.00
1.00
0.85
1.00
1.00
3476
1475
1.00
1.00
3476
1475
1.00
1.00
419
95
0
25
419
70
5%
2%
NA pm+ov
2
8
2
57.2
63.6
57.2
63.6
0.67
0.74
6.2
6.2
3.0
4.0
2311
1197
c0.12
0.00
0.04
0.18
0.06
5.5
3.0
1.00
1.00
0.2
0.0
5.7
3.1
A
A
5.2
A
9
1775
4.3
1.00
1.00
0.95
1496
0.47
742
1.00
9
0
9
14%
pm+pt
1
6
67.2
67.2
0.78
4.3
3.0
629
0.00
0.01
0.01
2.2
1.00
0.0
2.2
A
108
1900
6.2
0.95
1.00
1.00
3288
1.00
3288
1.00
108
0
108
11%
NA
6
46
1775
6.2
0.97
1.00
0.95
3120
0.95
3120
1.00
46
0
46
6%
NA
8
19
1750
6.2
1.00
0.85
1.00
1331
1.00
1331
1.00
19
18
1
13%
Perm
67.2
67.2
0.78
6.2
3.0
2569
c0.03
6.4
6.4
0.07
6.2
4.0
232
c0.01
0.04
2.1
1.00
0.0
2.2
A
2.2
A
0.20
37.4
1.00
0.6
38.0
D
37.7
D
HCM 2000 Control Delay
HCM 2000 Volume to Capacity ratio
Actuated Cycle Length (s)
c Critical Lane Group
7.7
0.17
86.0
28.6%
15
8
6.4
6.4
0.07
6.2
4.0
99
0.00
0.01
36.9
1.00
0.1
37.0
D
HCM 2000 Level of Service
Sum of lost time (s)
A
16.7
A
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBR
NBL
NBT
SBT
SBR
1
Stop
0%
1.00
1
6
4
1.00
4
35
Free
0%
1.00
35
1
1.00
6
16
Free
0%
1.00
16
None
None
60
36
36
60
6.4
36
6.3
36
4.1
3.5
100
950
3.4
99
1004
2.2
100
1588
EB 1
7
1
6
996
0.01
0.2
8.6
A
8.6
A
NB 1
20
4
0
1588
0.00
0.1
1.5
A
1.5
SB 1
36
0
1
1700
0.02
0.0
0.0
Average Delay
1.00
1
0.0
1.4
14.9%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2
7
Stop
0%
1.00
7
2
1
1
1
0
1.00
1
1.00
1
1.00
0
1.00
0
88
Free
0%
1.00
88
1
1.00
1
44
Free
0%
1.00
44
0
1.00
2
2
Stop
0%
1.00
2
1.00
2
None
None
136
134
88
140
135
44
89
44
136
7.1
134
6.5
88
6.2
140
7.9
135
6.5
44
6.3
89
4.1
44
4.1
3.5
100
836
4.0
99
760
3.3
100
975
4.2
100
674
4.0
100
759
3.4
100
1009
2.2
100
1519
2.2
100
1577
EB 1
11
2
2
805
0.01
0.3
9.5
A
9.5
A
WB 1
4
1
1
783
0.01
0.1
9.6
A
9.6
A
NB 1
1
1
0
1519
0.00
0.0
7.4
A
0.2
NB 2
44
0
0
1700
0.03
0.0
0.0
SB 1
0
0
0
1700
0.00
0.0
0.0
SB 2
89
0
1
1700
0.05
0.0
0.0
Average Delay
1.0
15.4%
15
1.00
1
0.0
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
0
Free
0%
1.00
0
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
4
Free
0%
1.00
4
1.00
0
0
4
0
0
4.1
4
6.4
0
6.2
2.2
100
1636
3.5
100
1023
3.3
100
1091
None
None
EB 1
0
0
0
1700
0.00
0.0
0.0
WB 1
4
0
0
1636
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
6.7%
15
A
Synchro 8 Report
Page 5
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
1
Free
0%
1.00
1
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
5
Free
0%
1.00
5
1.00
0
1
6
1
1
4.1
6
7.0
1
6.2
2.2
100
1635
4.0
100
884
3.3
100
1090
None
None
EB 1
1
0
0
1700
0.00
0.0
0.0
WB 1
5
0
0
1635
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
6.7%
15
A
Synchro 8 Report
Page 6
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
1
Free
0%
1.00
1
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
5
Free
0%
1.00
5
1.00
0
1
6
1
1
4.1
6
6.6
1
6.7
2.2
100
1635
3.7
100
966
3.8
100
959
None
None
EB 1
1
0
0
1700
0.00
0.0
0.0
WB 1
5
0
0
1635
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
6.7%
15
A
Synchro 8 Report
Page 7
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
7/9/2013
EBT
EBR
WBL
WBT
NBL
NBR
1010
1900
270
1750
115.0
1
1131
1900
1.00
0.850
257
1775
125.0
2
65.0
0.97
40
1750
70.0
0
0.95
55
1775
120.0
1
80.0
1.00
3510
1380
3510
1380
Yes
270
0.95
1.00
0.850
0.950
1353
0.219
312
3476
0.950
2953
0.950
2953
1.00
9%
270
1.00
26%
55
48
311.3
23.3
1.00
5%
1131
48
497.0
37.3
1.00
12%
257
1010
270
NA pm+ov
2
8
2
2
8
55
pm+pt
1
6
1
1131
NA
6
257
NA
8
6
8
8
8
1.0
9.3
14.0
12.7%
9.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
76.0
69.1%
69.8
4.2
2.0
0.0
6.2
8.0
29.2
34.0
30.9%
27.8
4.2
2.0
0.0
6.2
8.0
29.2
34.0
30.9%
27.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
69.9
0.72
0.45
6.9
0.0
6.9
4.0
None
10.0
13.0
0
15.3
0.16
0.56
42.6
0.0
42.6
4.0
None
10.0
13.0
0
15.3
0.16
0.15
3.5
0.0
3.5
48
412.8
31.0
1.00
4%
1010
4.0
33.2
62.0
56.4%
55.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
58.9
0.60
0.48
12.3
0.0
12.3
8.0
29.2
34.0
30.9%
27.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
80.4
0.82
0.23
0.7
0.0
0.7
Peak of Generator - 2023 Future Background PM
71.8
0.74
0.18
5.6
0.0
5.6
3476
1275
1275
Yes
74
1.00
18%
40
40
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
B
9.9
A
51.6
79.2
388.8
2119
0
0
0
0.48
7/9/2013
EBR
A
WBL
A
0.0
3.5
2.4
6.7
115.0
1324
0
0
0
0.20
120.0
333
0
0
0
0.17
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
A
6.9
A
40.7
63.7
287.3
2489
0
0
0
0.45
NBL
D
37.4
D
23.3
35.3
473.0
125.0
842
0
0
0
0.31
NBR
A
0.0
3.0
70.0
416
0
0
0
0.10
Intersection LOS: B
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
1010
0.48
12.3
0.0
12.3
51.6
79.2
388.8
2119
0
0
0
0.48
7/4/2013
EBR
270
0.23
0.7
0.0
0.7
0.0
3.5
WBL
55
0.18
5.6
0.0
5.6
2.4
6.7
115.0
1324
0
0
0
0.20
120.0
333
0
0
0
0.17
WBT
1131
0.45
6.9
0.0
6.9
40.7
63.7
287.3
2489
0
0
0
0.45
NBL
257
0.56
42.6
0.0
42.6
23.3
35.3
473.0
125.0
842
0
0
0
0.31
NBR
40
0.15
3.5
0.0
3.5
0.0
3.0
70.0
416
0
0
0
0.10
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
EBT
7/4/2013
EBR
WBL
WBT
NBL
NBR
1010
270
1900
1750
6.2
6.2
0.95
1.00
1.00
0.85
1.00
1.00
3510
1380
1.00
1.00
3510
1380
1.00
1.00
1010
270
0
65
1010
205
4%
9%
NA pm+ov
2
8
2
58.9
74.2
58.9
74.2
0.60
0.76
6.2
6.2
3.0
4.0
2118
1136
c0.29
0.03
0.12
0.48
0.18
10.8
3.3
1.00
1.00
0.8
0.1
11.5
3.4
B
A
9.8
A
55
1775
4.3
1.00
1.00
0.95
1353
0.22
313
1.00
55
0
55
26%
pm+pt
1
6
69.9
69.9
0.72
4.3
3.0
295
0.01
0.12
0.19
5.3
1.00
0.3
5.6
A
1131
1900
6.2
0.95
1.00
1.00
3476
1.00
3476
1.00
1131
0
1131
5%
NA
6
257
1775
6.2
0.97
1.00
0.95
2953
0.95
2953
1.00
257
0
257
12%
NA
8
40
1750
6.2
1.00
0.85
1.00
1275
1.00
1275
1.00
40
34
6
18%
Perm
69.9
69.9
0.72
6.2
3.0
2489
c0.33
15.3
15.3
0.16
6.2
4.0
462
c0.09
0.45
5.8
1.00
0.6
6.4
A
6.4
A
0.56
38.0
1.00
1.8
39.8
D
39.2
D
11.5
0.50
97.6
53.0%
15
8
15.3
15.3
0.16
6.2
4.0
199
0.00
0.03
34.9
1.00
0.1
35.0
C
B
16.7
A
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBR
NBL
NBT
SBT
SBR
5
Stop
0%
1.00
5
37
32
1.00
32
81
Free
0%
1.00
81
12
1.00
37
111
Free
0%
1.00
111
None
None
262
87
93
262
6.4
87
6.2
93
4.1
3.5
99
716
3.3
96
977
2.2
98
1514
EB 1
42
5
37
936
0.04
1.1
9.0
A
9.0
A
NB 1
143
32
0
1514
0.02
0.5
1.8
A
1.8
SB 1
93
0
12
1700
0.05
0.0
0.0
Average Delay
1.00
12
0.0
2.3
25.4%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2
6
Stop
0%
1.00
6
4
1
35
6
29
1.00
35
1.00
6
1.00
7
1.00
29
196
Free
0%
1.00
196
7
1.00
1
249
Free
0%
1.00
249
7
1.00
4
9
Stop
0%
1.00
9
1.00
2
None
None
558
526
200
526
526
252
203
256
558
7.1
526
6.5
200
6.2
526
7.2
526
6.5
252
6.2
203
4.1
256
4.1
3.5
100
409
4.0
99
448
3.3
100
847
3.6
100
438
4.0
98
448
3.3
96
786
2.2
100
1381
2.2
98
1315
EB 1
12
2
4
521
0.02
0.5
12.1
B
12.1
B
WB 1
45
1
35
673
0.07
1.6
10.7
B
10.7
B
NB 1
6
6
0
1381
0.00
0.1
7.6
A
0.2
NB 2
256
0
7
1700
0.15
0.0
0.0
SB 1
29
29
0
1315
0.02
0.5
7.8
A
1.0
SB 2
203
0
7
1700
0.12
0.0
0.0
Average Delay
1.6
32.3%
15
1.00
7
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
53
Free
0%
1.00
53
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
44
Free
0%
1.00
44
1.00
0
53
97
53
53
4.1
97
6.6
53
6.5
2.2
100
1566
3.7
100
860
3.6
100
933
None
None
EB 1
53
0
0
1700
0.03
0.0
0.0
WB 1
44
0
0
1566
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
6.7%
15
A
Synchro 8 Report
Page 5
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
40
Free
0%
1.00
40
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
33
Free
0%
1.00
33
1.00
0
40
73
40
40
4.1
73
6.4
40
6.2
2.2
100
1583
3.5
100
936
3.3
100
1037
None
None
EB 1
40
0
0
1700
0.02
0.0
0.0
WB 1
33
0
0
1583
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
6.7%
15
A
Synchro 8 Report
Page 6
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
40
Free
0%
1.00
40
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
33
Free
0%
1.00
33
1.00
0
40
73
40
40
4.5
73
6.4
40
6.2
2.6
100
1357
3.5
100
931
3.3
100
1037
None
None
EB 1
40
0
0
1700
0.02
0.0
0.0
WB 1
33
0
0
1357
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
6.7%
15
A
Synchro 8 Report
Page 7
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
7/9/2013
EBT
EBR
WBL
WBT
NBL
NBR
914
1900
373
1750
115.0
1
1034
1900
1.00
0.850
377
1775
125.0
2
65.0
0.97
21
1750
70.0
0
0.95
40
1775
120.0
1
80.0
1.00
3444
1393
3444
1393
Yes
373
0.95
1.00
0.850
0.950
1522
0.243
389
3544
0.950
3120
0.950
3120
1.00
8%
373
1.00
12%
40
48
311.3
23.3
1.00
3%
1034
48
497.0
37.3
1.00
6%
377
914
373
NA pm+ov
2
8
2
2
8
40
pm+pt
1
6
1
1034
NA
6
377
NA
8
6
8
8
8
1.0
9.3
11.0
10.0%
6.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
73.0
66.4%
66.8
4.2
2.0
0.0
6.2
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
66.9
0.68
0.43
8.5
0.0
8.5
4.0
None
10.0
13.0
0
19.4
0.20
0.61
40.6
0.0
40.6
4.0
None
10.0
13.0
0
19.4
0.20
0.06
0.4
0.0
0.4
48
412.8
31.0
1.00
6%
914
4.0
33.2
62.0
56.4%
55.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
56.4
0.57
0.46
14.0
0.0
14.0
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
82.1
0.83
0.31
0.8
0.0
0.8
Street Peak - 2023 Future Background - AM
68.8
0.70
0.12
6.5
0.0
6.5
3544
1355
1355
Yes
74
1.00
11%
21
21
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
B
10.2
B
50.8
77.7
388.8
1967
0
0
0
0.46
7/9/2013
EBR
A
WBL
A
0.0
3.4
2.1
6.4
115.0
1334
0
0
0
0.28
120.0
347
0
0
0
0.12
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
A
8.4
A
42.4
67.5
287.3
2400
0
0
0
0.43
NBL
D
38.5
D
34.1
48.2
473.0
125.0
974
0
0
0
0.39
NBR
A
0.0
0.0
70.0
474
0
0
0
0.04
Intersection LOS: B
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
914
0.46
14.0
0.0
14.0
50.8
77.7
388.8
1967
0
0
0
0.46
7/4/2013
EBR
373
0.31
0.8
0.0
0.8
0.0
3.4
WBL
40
0.12
6.5
0.0
6.5
2.1
6.4
115.0
1334
0
0
0
0.28
120.0
347
0
0
0
0.12
WBT
1034
0.43
8.5
0.0
8.5
42.4
67.5
287.3
2400
0
0
0
0.43
NBL
377
0.61
40.6
0.0
40.6
34.1
48.2
473.0
125.0
974
0
0
0
0.39
NBR
21
0.06
0.4
0.0
0.4
0.0
0.0
70.0
474
0
0
0
0.04
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
EBT
7/4/2013
EBR
WBL
WBT
NBL
NBR
914
373
1900
1750
6.2
6.2
0.95
1.00
1.00
0.85
1.00
1.00
3444
1393
1.00
1.00
3444
1393
1.00
1.00
914
373
0
87
914
286
6%
8%
NA pm+ov
2
8
2
56.4
75.8
56.4
75.8
0.57
0.77
6.2
6.2
3.0
4.0
1968
1157
c0.27
0.05
0.16
0.46
0.25
12.3
3.3
1.00
1.00
0.8
0.2
13.1
3.4
B
A
10.3
B
40
1775
4.3
1.00
1.00
0.95
1522
0.24
389
1.00
40
0
40
12%
pm+pt
1
6
66.9
66.9
0.68
4.3
3.0
334
0.01
0.07
0.12
6.3
1.00
0.2
6.4
A
1034
1900
6.2
0.95
1.00
1.00
3544
1.00
3544
1.00
1034
0
1034
3%
NA
6
377
1775
6.2
0.97
1.00
0.95
3120
0.95
3120
1.00
377
0
377
6%
NA
8
21
1750
6.2
1.00
0.85
1.00
1355
1.00
1355
1.00
21
17
4
11%
Perm
66.9
66.9
0.68
6.2
3.0
2402
c0.29
19.4
19.4
0.20
6.2
4.0
613
c0.12
0.43
7.2
1.00
0.6
7.8
A
7.7
A
0.62
36.2
1.00
2.1
38.3
D
38.0
D
13.3
0.51
98.7
54.0%
15
8
19.4
19.4
0.20
6.2
4.0
266
0.00
0.02
32.0
1.00
0.0
32.0
C
B
16.7
A
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBR
NBL
NBT
SBT
SBR
11
Stop
0%
1.00
11
65
78
1.00
78
137
Free
0%
1.00
137
9
1.00
65
219
Free
0%
1.00
219
None
None
516
142
146
516
6.6
142
6.2
146
4.1
3.7
98
459
3.3
93
912
2.2
95
1442
EB 1
76
11
65
798
0.10
2.4
10.0
A
10.0
A
NB 1
297
78
0
1442
0.05
1.3
2.4
A
2.4
SB 1
146
0
9
1700
0.09
0.0
0.0
Average Delay
1.00
9
0.0
2.8
42.1%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
20
Stop
0%
1.00
20
16
4
57
5
62
1.00
57
1.00
5
1.00
4
1.00
62
359
Free
0%
1.00
359
2
1.00
4
229
Free
0%
1.00
229
4
1.00
16
18
Stop
0%
1.00
18
1.00
5
None
None
789
727
360
750
726
231
361
233
789
7.1
727
6.5
360
6.2
750
7.2
726
6.5
231
6.2
361
4.1
233
4.1
3.5
98
266
4.0
94
335
3.3
98
689
3.6
99
287
4.0
95
336
3.3
93
808
2.2
100
1209
2.2
95
1340
EB 1
41
5
16
403
0.10
2.6
14.9
B
14.9
B
WB 1
79
4
57
572
0.14
3.6
12.3
B
12.3
B
NB 1
5
5
0
1209
0.00
0.1
8.0
A
0.2
NB 2
233
0
4
1700
0.14
0.0
0.0
SB 1
62
62
0
1340
0.05
1.1
7.8
A
1.1
SB 2
361
0
2
1700
0.21
0.0
0.0
Average Delay
2.7
41.7%
15
1.00
2
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
88
Free
0%
1.00
88
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
82
Free
0%
1.00
82
1.00
0
88
170
88
88
4.1
170
6.6
88
6.7
2.2
100
1520
3.7
100
770
3.8
100
853
None
None
EB 1
88
0
0
1700
0.05
0.0
0.0
WB 1
82
0
0
1520
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
8.7%
15
A
Synchro 8 Report
Page 5
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
90
Free
0%
1.00
90
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
88
Free
0%
1.00
88
1.00
0
90
178
90
90
4.6
178
6.4
90
7.2
2.7
100
1251
3.5
100
816
4.2
100
754
None
None
EB 1
90
0
0
1700
0.05
0.0
0.0
WB 1
88
0
0
1251
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
8.8%
15
A
Synchro 8 Report
Page 6
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
90
Free
0%
1.00
90
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
87
Free
0%
1.00
87
1.00
0
90
177
90
90
4.4
177
6.4
90
6.2
2.5
100
1331
3.5
100
817
3.3
100
973
None
None
EB 1
90
0
0
1700
0.05
0.0
0.0
WB 1
87
0
0
1331
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
8.8%
15
A
Synchro 8 Report
Page 7
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
7/9/2013
EBT
EBR
WBL
WBT
NBL
NBR
1179
1900
618
1750
115.0
1
1355
1900
1.00
0.850
534
1775
125.0
2
65.0
0.97
38
1750
70.0
0
0.95
90
1775
120.0
1
80.0
1.00
3579
1446
3579
1446
Yes
519
0.95
1.00
0.850
0.950
1688
0.145
258
3579
0.950
3243
0.950
3243
1.00
4%
618
1.00
1%
90
48
311.3
23.3
1.00
2%
1355
48
497.0
37.3
1.00
2%
534
1179
618
NA pm+ov
2
8
2
2
8
90
pm+pt
1
6
1
1355
NA
6
534
NA
8
6
8
8
8
1.0
9.3
12.0
10.9%
7.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
74.0
67.3%
67.8
4.2
2.0
0.0
6.2
8.0
29.2
36.0
32.7%
29.8
4.2
2.0
0.0
6.2
8.0
29.2
36.0
32.7%
29.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
67.9
0.64
0.59
12.8
0.0
12.8
4.0
None
10.0
13.0
0
25.6
0.24
0.68
41.2
0.0
41.2
4.0
None
10.0
13.0
0
25.6
0.24
0.10
1.8
0.0
1.8
48
412.8
31.0
1.00
2%
1179
4.0
33.2
62.0
56.4%
55.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
56.5
0.53
0.62
19.7
0.0
19.7
8.0
29.2
36.0
32.7%
29.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
88.3
0.83
0.48
1.6
0.0
1.6
Street Peak - 2023 Future Background - PM
69.8
0.66
0.34
10.8
0.0
10.8
3579
1380
1380
Yes
74
1.00
9%
38
38
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
B
13.5
B
88.2
116.4
388.8
1909
0
0
0
0.62
7/9/2013
EBR
A
WBL
B
2.7
7.7
6.3
12.9
115.0
1329
0
0
0
0.47
120.0
274
0
0
0
0.33
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
B
12.7
B
80.4
107.7
287.3
2294
0
0
0
0.59
NBL
D
38.6
D
51.6
68.9
473.0
125.0
913
0
0
0
0.58
NBR
A
0.0
1.9
70.0
441
0
0
0
0.09
Intersection LOS: B
ICU Level of Service C
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
1179
0.62
19.7
0.0
19.7
88.2
116.4
388.8
1909
0
0
0
0.62
7/4/2013
EBR
618
0.48
1.6
0.0
1.6
2.7
7.7
WBL
90
0.34
10.8
0.0
10.8
6.3
12.9
115.0
1329
0
0
0
0.47
120.0
274
0
0
0
0.33
WBT
1355
0.59
12.8
0.0
12.8
80.4
107.7
287.3
2294
0
0
0
0.59
NBL
534
0.68
41.2
0.0
41.2
51.6
68.9
473.0
125.0
913
0
0
0
0.58
NBR
38
0.10
1.8
0.0
1.8
0.0
1.9
70.0
441
0
0
0
0.09
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
EBT
7/4/2013
EBR
WBL
WBT
NBL
NBR
1179
618
1900
1750
6.2
6.2
0.95
1.00
1.00
0.85
1.00
1.00
3579
1446
1.00
1.00
3579
1446
1.00
1.00
1179
618
0
117
1179
501
2%
4%
NA pm+ov
2
8
2
56.5
82.1
56.5
82.1
0.53
0.78
6.2
6.2
3.0
4.0
1909
1205
c0.33
0.10
0.25
0.62
0.42
17.2
3.9
1.00
1.00
1.5
0.3
18.7
4.3
B
A
13.7
B
90
1775
4.3
1.00
1.00
0.95
1688
0.14
257
1.00
90
0
90
1%
pm+pt
1
6
67.9
67.9
0.64
4.3
3.0
260
0.02
0.20
0.35
10.7
1.00
0.8
11.5
B
1355
1900
6.2
0.95
1.00
1.00
3579
1.00
3579
1.00
1355
0
1355
2%
NA
6
534
1775
6.2
0.97
1.00
0.95
3243
0.95
3243
1.00
534
0
534
2%
NA
8
38
1750
6.2
1.00
0.85
1.00
1380
1.00
1380
1.00
38
29
9
9%
Perm
67.9
67.9
0.64
6.2
3.0
2294
c0.38
25.6
25.6
0.24
6.2
4.0
783
c0.16
0.59
11.0
1.00
1.1
12.1
B
12.1
B
0.68
36.5
1.00
2.7
39.1
D
38.6
D
16.8
0.65
105.9
68.2%
15
8
25.6
25.6
0.24
6.2
4.0
333
0.01
0.03
30.6
1.00
0.0
30.7
C
B
16.7
C
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBR
NBL
NBT
SBT
SBR
22
Stop
0%
1.00
22
81
106
1.00
106
201
Free
0%
1.00
201
18
1.00
81
225
Free
0%
1.00
225
None
None
647
210
219
647
6.4
210
6.2
219
4.1
3.5
95
404
3.3
90
828
2.2
92
1356
EB 1
103
22
81
676
0.15
4.1
11.3
B
11.3
B
NB 1
331
106
0
1356
0.08
1.9
3.0
A
3.0
SB 1
219
0
18
1700
0.13
0.0
0.0
Average Delay
1.00
18
0.0
3.3
50.5%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
6
16
Stop
0%
1.00
16
9
8
64
6
59
1.00
64
1.00
6
1.00
11
1.00
59
411
Free
0%
1.00
411
11
1.00
8
459
Free
0%
1.00
459
11
1.00
9
22
Stop
0%
1.00
22
1.00
6
None
None
1080
1016
416
1022
1016
464
422
470
1080
7.1
1016
6.5
416
6.2
1022
7.2
1016
6.5
464
6.2
422
4.1
470
4.1
3.5
96
156
4.0
93
225
3.3
99
641
3.6
96
187
4.0
90
225
3.3
89
600
2.2
99
1148
2.2
95
1086
EB 1
31
6
9
251
0.12
3.2
21.4
C
21.4
C
WB 1
94
8
64
380
0.25
7.3
17.5
C
17.5
C
NB 1
6
6
0
1148
0.01
0.1
8.2
A
0.1
NB 2
470
0
11
1700
0.28
0.0
0.0
SB 1
59
59
0
1086
0.05
1.3
8.5
A
1.0
SB 2
422
0
11
1700
0.25
0.0
0.0
Average Delay
2.6
49.7%
15
1.00
11
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
106
Free
0%
1.00
106
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
119
Free
0%
1.00
119
1.00
0
106
225
106
106
4.1
225
6.4
106
6.2
2.2
100
1498
3.5
100
761
3.3
100
954
None
None
EB 1
106
0
0
1700
0.06
0.0
0.0
WB 1
119
0
0
1498
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
10.5%
15
A
Synchro 8 Report
Page 5
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
106
Free
0%
1.00
106
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
113
Free
0%
1.00
113
1.00
0
106
219
106
106
4.1
219
6.4
106
6.2
2.2
100
1498
3.5
100
774
3.3
100
954
None
None
EB 1
106
0
0
1700
0.06
0.0
0.0
WB 1
113
0
0
1498
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
10.2%
15
A
Synchro 8 Report
Page 6
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
106
Free
0%
1.00
106
0
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
0
113
Free
0%
1.00
113
1.00
0
106
219
106
106
4.1
219
6.4
106
6.2
2.2
100
1498
3.5
100
774
3.3
100
954
None
None
EB 1
106
0
0
1700
0.06
0.0
0.0
WB 1
113
0
0
1498
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
10.2%
15
A
Synchro 8 Report
Page 7
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
7/9/2013
EBT
EBR
WBL
WBT
NBL
NBR
419
1900
179
1750
115.0
1
108
1900
1.00
0.850
48
1775
125.0
2
65.0
0.97
19
1750
70.0
0
0.95
9
1775
120.0
1
80.0
1.00
3476
1475
3476
1475
Yes
179
0.95
1.00
0.850
0.950
1496
0.469
738
3288
0.950
3120
0.950
3120
1.00
2%
179
1.00
14%
9
48
311.3
23.3
1.00
11%
108
48
497.0
37.3
1.00
6%
48
419
179
NA pm+ov
2
8
2
2
8
9
pm+pt
1
6
1
108
NA
6
48
NA
8
6
8
8
8
1.0
9.3
14.0
12.7%
9.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
69.0
62.7%
62.8
4.2
2.0
0.0
6.2
8.0
29.2
41.0
37.3%
34.8
4.2
2.0
0.0
6.2
8.0
29.2
41.0
37.3%
34.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
62.8
0.75
0.04
2.7
0.0
2.7
4.0
None
10.0
13.0
0
8.2
0.10
0.16
35.7
0.0
35.7
4.0
None
10.0
13.0
0
8.2
0.10
0.10
0.9
0.0
0.9
48
412.8
31.0
1.00
5%
419
4.0
33.2
55.0
50.0%
48.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
52.8
0.63
0.19
6.7
0.0
6.7
8.0
29.2
41.0
37.3%
34.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
67.3
0.81
0.15
0.6
0.0
0.6
Peak of Generator - 2023 Future Total AM
64.7
0.78
0.01
2.2
0.0
2.2
3288
1331
1331
Yes
74
1.00
13%
19
19
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
A
4.9
A
12.8
19.5
388.8
2202
0
0
0
0.19
7/9/2013
EBR
A
WBL
A
0.0
2.7
0.2
1.1
115.0
1475
0
0
0
0.12
120.0
660
0
0
0
0.01
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
A
2.7
A
1.7
3.5
287.3
2474
0
0
0
0.04
NBL
D
25.8
C
3.6
8.6
473.0
125.0
1301
0
0
0
0.04
NBR
A
0.0
0.0
70.0
598
0
0
0
0.03
Intersection LOS: A
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
419
0.19
6.7
0.0
6.7
12.8
19.5
388.8
2202
0
0
0
0.19
7/4/2013
EBR
179
0.15
0.6
0.0
0.6
0.0
2.7
WBL
9
0.01
2.2
0.0
2.2
0.2
1.1
115.0
1475
0
0
0
0.12
120.0
660
0
0
0
0.01
WBT
108
0.04
2.7
0.0
2.7
1.7
3.5
287.3
2474
0
0
0
0.04
NBL
48
0.16
35.7
0.0
35.7
3.6
8.6
473.0
125.0
1301
0
0
0
0.04
NBR
19
0.10
0.9
0.0
0.9
0.0
0.0
70.0
598
0
0
0
0.03
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
EBT
7/4/2013
EBR
WBL
WBT
NBL
NBR
419
179
1900
1750
6.2
6.2
0.95
1.00
1.00
0.85
1.00
1.00
3476
1475
1.00
1.00
3476
1475
1.00
1.00
419
179
0
48
419
131
5%
2%
NA pm+ov
2
8
2
52.9
61.1
52.9
61.1
0.63
0.73
6.2
6.2
3.0
4.0
2204
1190
c0.12
0.01
0.08
0.19
0.11
6.3
3.2
1.00
1.00
0.2
0.1
6.5
3.3
A
A
5.6
A
9
1775
4.3
1.00
1.00
0.95
1496
0.47
738
1.00
9
0
9
14%
pm+pt
1
6
62.8
62.8
0.75
4.3
3.0
606
0.00
0.01
0.01
2.7
1.00
0.0
2.7
A
108
1900
6.2
0.95
1.00
1.00
3288
1.00
3288
1.00
108
0
108
11%
NA
6
48
1775
6.2
0.97
1.00
0.95
3120
0.95
3120
1.00
48
0
48
6%
NA
8
19
1750
6.2
1.00
0.85
1.00
1331
1.00
1331
1.00
19
17
2
13%
Perm
62.8
62.8
0.75
6.2
3.0
2475
c0.03
8.2
8.2
0.10
6.2
4.0
306
c0.02
0.04
2.6
1.00
0.0
2.7
A
2.7
A
0.16
34.4
1.00
0.3
34.8
C
34.5
C
7.6
0.17
83.4
28.6%
15
8
8.2
8.2
0.10
6.2
4.0
130
0.00
0.01
34.0
1.00
0.1
34.0
C
A
16.7
A
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBR
NBL
NBT
SBT
SBR
1
Stop
0%
1.00
1
6
17
1.00
17
35
Free
0%
1.00
35
14
1.00
6
16
Free
0%
1.00
16
None
None
92
42
49
92
6.4
42
6.3
49
4.1
3.5
100
903
3.4
99
996
2.2
99
1571
EB 1
7
1
6
981
0.01
0.2
8.7
A
8.7
A
NB 1
33
17
0
1571
0.01
0.2
3.8
A
3.8
SB 1
49
0
14
1700
0.03
0.0
0.0
Average Delay
1.00
14
0.0
2.1
18.7%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2
7
Stop
0%
1.00
7
2
4
3
1
84
1.00
3
1.00
1
1.00
110
1.00
84
88
Free
0%
1.00
88
1
1.00
4
44
Free
0%
1.00
44
110
1.00
2
2
Stop
0%
1.00
2
1.00
2
None
None
306
412
88
362
358
99
89
154
306
7.1
412
6.5
88
6.2
362
7.9
358
6.5
99
6.3
89
4.1
154
4.1
3.5
100
617
4.0
99
501
3.3
100
975
4.2
99
446
4.0
100
538
3.4
100
941
2.2
100
1519
2.2
94
1439
EB 1
11
2
2
571
0.02
0.4
11.4
B
11.4
B
WB 1
9
4
3
567
0.02
0.4
11.5
B
11.5
B
NB 1
1
1
0
1519
0.00
0.0
7.4
A
0.0
NB 2
154
0
110
1700
0.09
0.0
0.0
SB 1
84
84
0
1439
0.06
1.4
7.7
A
3.7
SB 2
89
0
1
1700
0.05
0.0
0.0
Average Delay
2.5
28.8%
15
1.00
1
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
184
Free
0%
1.00
184
10
1
1.00
1
0
Stop
0%
1.00
0
0
1.00
10
8
Free
0%
1.00
8
1.00
0
194
199
189
194
4.1
199
6.4
189
6.2
2.2
100
1391
3.5
100
794
3.3
100
858
None
EB 1
194
0
10
1700
0.11
0.0
0.0
0.0
None
WB 1
9
1
0
1391
0.00
0.0
0.8
A
0.8
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
15.2%
15
A
Synchro 8 Report
Page 5
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
175
Free
0%
1.00
175
10
1
1.00
1
0
Stop
0%
1.00
0
0
1.00
10
10
Free
0%
1.00
10
1.00
0
185
192
180
185
4.1
192
7.0
180
6.2
2.2
100
1402
4.0
100
681
3.3
100
868
None
EB 1
185
0
10
1700
0.11
0.0
0.0
0.0
None
WB 1
11
1
0
1402
0.00
0.0
0.7
A
0.7
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
14.6%
15
A
Synchro 8 Report
Page 6
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
1
Free
0%
1.00
1
174
24
1.00
24
4
Stop
0%
1.00
4
1
1.00
174
7
Free
0%
1.00
7
1.00
1
175
143
88
175
4.1
143
6.6
88
6.7
2.2
98
1414
3.7
99
791
3.8
100
853
None
EB 1
175
0
174
1700
0.10
0.0
0.0
0.0
None
WB 1
31
24
0
1414
0.02
0.4
5.9
A
5.9
Average Delay
NB 1
5
4
1
803
0.01
0.1
9.5
A
9.5
A
1.1
29.1%
15
A
Synchro 8 Report
Page 7
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
7/9/2013
EBT
EBR
WBL
WBT
NBL
NBR
1010
1900
355
1750
115.0
1
1131
1900
1.00
0.850
342
1775
125.0
2
65.0
0.97
40
1750
70.0
0
0.95
55
1775
120.0
1
80.0
1.00
3510
1380
3510
1380
Yes
355
0.95
1.00
0.850
0.950
1353
0.211
301
3476
0.950
2953
0.950
2953
1.00
9%
355
1.00
26%
55
48
311.3
23.3
1.00
5%
1131
48
497.0
37.3
1.00
12%
342
1010
355
NA pm+ov
2
8
2
2
8
55
pm+pt
1
6
1
1131
NA
6
342
NA
8
6
8
8
8
1.0
9.3
14.0
12.7%
9.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
75.0
68.2%
68.8
4.2
2.0
0.0
6.2
8.0
29.2
35.0
31.8%
28.8
4.2
2.0
0.0
6.2
8.0
29.2
35.0
31.8%
28.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
68.9
0.69
0.47
8.5
0.0
8.5
4.0
None
10.0
13.0
0
18.8
0.19
0.62
42.3
0.0
42.3
4.0
None
10.0
13.0
0
18.8
0.19
0.13
2.9
0.0
2.9
48
412.8
31.0
1.00
4%
1010
4.0
33.2
61.0
55.5%
54.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
57.8
0.58
0.50
14.4
0.0
14.4
8.0
29.2
35.0
31.8%
28.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
82.8
0.83
0.30
0.8
0.0
0.8
Peak of Generator - 2023 Future Total PM
70.8
0.71
0.19
7.0
0.0
7.0
3476
1275
1275
Yes
74
1.00
18%
40
40
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
B
10.9
B
56.4
89.0
388.8
2026
0
0
0
0.50
7/9/2013
EBR
A
WBL
A
0.0
3.9
2.8
7.9
115.0
1305
0
0
0
0.27
120.0
315
0
0
0
0.17
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
A
8.4
A
46.2
74.4
287.3
2393
0
0
0
0.47
NBL
D
38.2
D
31.6
45.4
473.0
125.0
851
0
0
0
0.40
NBR
A
0.0
2.6
70.0
420
0
0
0
0.10
Intersection LOS: B
ICU Level of Service B
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
1010
0.50
14.4
0.0
14.4
56.4
89.0
388.8
2026
0
0
0
0.50
7/4/2013
EBR
355
0.30
0.8
0.0
0.8
0.0
3.9
WBL
55
0.19
7.0
0.0
7.0
2.8
7.9
115.0
1305
0
0
0
0.27
120.0
315
0
0
0
0.17
WBT
1131
0.47
8.5
0.0
8.5
46.2
74.4
287.3
2393
0
0
0
0.47
NBL
342
0.62
42.3
0.0
42.3
31.6
45.4
473.0
125.0
851
0
0
0
0.40
NBR
40
0.13
2.9
0.0
2.9
0.0
2.6
70.0
420
0
0
0
0.10
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
EBT
7/4/2013
EBR
WBL
WBT
NBL
NBR
1010
355
1900
1750
6.2
6.2
0.95
1.00
1.00
0.85
1.00
1.00
3510
1380
1.00
1.00
3510
1380
1.00
1.00
1010
355
0
83
1010
272
4%
9%
NA pm+ov
2
8
2
57.8
76.6
57.8
76.6
0.58
0.77
6.2
6.2
3.0
4.0
2026
1141
c0.29
0.04
0.15
0.50
0.24
12.6
3.4
1.00
1.00
0.9
0.1
13.4
3.5
B
A
10.9
B
55
1775
4.3
1.00
1.00
0.95
1353
0.21
301
1.00
55
0
55
26%
pm+pt
1
6
68.9
68.9
0.69
4.3
3.0
278
0.01
0.12
0.20
6.5
1.00
0.4
6.9
A
1131
1900
6.2
0.95
1.00
1.00
3476
1.00
3476
1.00
1131
0
1131
5%
NA
6
342
1775
6.2
0.97
1.00
0.95
2953
0.95
2953
1.00
342
0
342
12%
NA
8
40
1750
6.2
1.00
0.85
1.00
1275
1.00
1275
1.00
40
32
8
18%
Perm
68.9
68.9
0.69
6.2
3.0
2392
c0.33
18.8
18.8
0.19
6.2
4.0
554
c0.12
0.47
7.2
1.00
0.7
7.9
A
7.8
A
0.62
37.3
1.00
2.3
39.7
D
39.0
D
13.3
0.53
100.1
55.6%
15
8
18.8
18.8
0.19
6.2
4.0
239
0.01
0.03
33.2
1.00
0.1
33.3
C
B
16.7
B
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBR
NBL
NBT
SBT
SBR
18
Stop
0%
1.00
18
50
45
1.00
45
81
Free
0%
1.00
81
25
1.00
50
111
Free
0%
1.00
111
None
None
294
94
106
294
6.4
94
6.2
106
4.1
3.5
97
680
3.3
95
969
2.2
97
1498
EB 1
68
18
50
871
0.08
1.9
9.5
A
9.5
A
NB 1
156
45
0
1498
0.03
0.7
2.3
A
2.3
SB 1
106
0
25
1700
0.06
0.0
0.0
Average Delay
1.00
25
0.0
3.1
27.3%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2
6
Stop
0%
1.00
6
4
114
121
6
115
1.00
121
1.00
6
1.00
120
1.00
115
196
Free
0%
1.00
196
7
1.00
114
249
Free
0%
1.00
249
120
1.00
4
9
Stop
0%
1.00
9
1.00
2
None
None
816
810
200
754
754
309
203
369
816
7.1
810
6.5
200
6.2
754
7.2
754
6.5
309
6.2
203
4.1
369
4.1
3.5
99
225
4.0
98
284
3.3
100
847
3.6
60
288
4.0
97
307
3.3
83
731
2.2
100
1381
2.2
90
1195
EB 1
12
2
4
345
0.03
0.8
15.8
C
15.8
C
WB 1
244
114
121
413
0.59
28.0
25.6
D
25.6
D
NB 1
6
6
0
1381
0.00
0.1
7.6
A
0.1
NB 2
369
0
120
1700
0.22
0.0
0.0
SB 1
115
115
0
1195
0.10
2.4
8.3
A
3.0
SB 2
203
0
7
1700
0.12
0.0
0.0
Average Delay
7.8
64.4%
15
1.00
7
C
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
241
Free
0%
1.00
241
10
1
1.00
1
10
Stop
0%
1.00
10
1
1.00
10
232
Free
0%
1.00
232
1.00
1
251
480
246
251
4.1
480
6.6
246
6.5
2.2
100
1326
3.7
98
513
3.6
100
723
None
EB 1
251
0
10
1700
0.15
0.0
0.0
0.0
None
WB 1
233
1
0
1326
0.00
0.0
0.0
A
0.0
Average Delay
NB 1
11
10
1
527
0.02
0.5
12.0
B
12.0
B
0.3
25.3%
15
A
Synchro 8 Report
Page 5
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
220
Free
0%
1.00
220
10
1
1.00
1
10
Stop
0%
1.00
10
1
1.00
10
213
Free
0%
1.00
213
1.00
1
230
440
225
230
4.1
440
6.4
225
6.2
2.2
100
1350
3.5
98
578
3.3
100
819
None
EB 1
230
0
10
1700
0.14
0.0
0.0
0.0
None
WB 1
214
1
0
1350
0.00
0.0
0.0
A
0.0
Average Delay
NB 1
11
10
1
594
0.02
0.4
11.2
B
11.2
B
0.3
24.0%
15
A
Synchro 8 Report
Page 6
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
43
Free
0%
1.00
43
178
24
1.00
24
178
Stop
0%
1.00
178
24
1.00
178
36
Free
0%
1.00
36
1.00
24
221
216
132
221
4.5
216
6.4
132
6.2
2.6
98
1153
3.5
76
756
3.3
97
923
None
EB 1
221
0
178
1700
0.13
0.0
0.0
0.0
None
WB 1
60
24
0
1153
0.02
0.5
3.4
A
3.4
Average Delay
NB 1
202
178
24
773
0.26
8.0
11.3
B
11.3
B
5.1
41.1%
15
A
Synchro 8 Report
Page 7
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
914
0.46
14.1
0.0
14.1
50.8
78.0
388.8
1966
0
0
0
0.46
7/4/2013
EBR
383
0.31
0.8
0.0
0.8
0.0
3.5
WBL
40
0.12
6.5
0.0
6.5
2.1
6.4
115.0
1334
0
0
0
0.29
120.0
347
0
0
0
0.12
WBT
1034
0.43
8.5
0.0
8.5
42.4
67.8
287.3
2399
0
0
0
0.43
NBL
379
0.62
40.6
0.0
40.6
34.3
48.4
473.0
125.0
974
0
0
0
0.39
NBR
21
0.06
0.4
0.0
0.4
0.0
0.0
70.0
473
0
0
0
0.04
Street Peak - 2023 Future Total - AM
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
EBT
7/4/2013
EBR
WBL
WBT
NBL
NBR
914
383
1900
1750
6.2
6.2
0.95
1.00
1.00
0.85
1.00
1.00
3444
1393
1.00
1.00
3444
1393
1.00
1.00
914
383
0
89
914
294
6%
8%
NA pm+ov
2
8
2
56.4
75.9
56.4
75.9
0.57
0.77
6.2
6.2
3.0
4.0
1966
1157
c0.27
0.05
0.16
0.46
0.25
12.4
3.3
1.00
1.00
0.8
0.2
13.2
3.5
B
A
10.3
B
40
1775
4.3
1.00
1.00
0.95
1522
0.24
388
1.00
40
0
40
12%
pm+pt
1
6
66.9
66.9
0.68
4.3
3.0
333
0.01
0.07
0.12
6.3
1.00
0.2
6.5
A
1034
1900
6.2
0.95
1.00
1.00
3544
1.00
3544
1.00
1034
0
1034
3%
NA
6
379
1775
6.2
0.97
1.00
0.95
3120
0.95
3120
1.00
379
0
379
6%
NA
8
21
1750
6.2
1.00
0.85
1.00
1355
1.00
1355
1.00
21
17
4
11%
Perm
66.9
66.9
0.68
6.2
3.0
2399
c0.29
19.5
19.5
0.20
6.2
4.0
615
c0.12
0.43
7.3
1.00
0.6
7.8
A
7.8
A
0.62
36.2
1.00
2.1
38.3
D
38.0
D
13.3
0.51
98.8
54.1%
15
8
19.5
19.5
0.20
6.2
4.0
267
0.00
0.02
31.9
1.00
0.0
32.0
C
B
16.7
A
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBR
NBL
NBT
SBT
SBR
11
Stop
0%
1.00
11
65
79
1.00
79
137
Free
0%
1.00
137
11
1.00
65
219
Free
0%
1.00
219
None
None
520
142
148
520
6.6
142
6.2
148
4.1
3.7
98
457
3.3
93
910
2.2
95
1440
EB 1
76
11
65
796
0.10
2.4
10.0
A
10.0
A
NB 1
298
79
0
1440
0.05
1.3
2.4
A
2.4
SB 1
148
0
11
1700
0.09
0.0
0.0
Average Delay
1.00
11
0.0
2.8
42.3%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
20
Stop
0%
1.00
20
16
6
58
5
72
1.00
58
1.00
5
1.00
16
1.00
72
359
Free
0%
1.00
359
2
1.00
6
229
Free
0%
1.00
229
16
1.00
16
18
Stop
0%
1.00
18
1.00
5
None
None
810
759
360
776
752
237
361
245
810
7.1
759
6.5
360
6.2
776
7.2
752
6.5
237
6.2
361
4.1
245
4.1
3.5
98
255
4.0
94
319
3.3
98
689
3.6
98
273
4.0
94
322
3.3
93
802
2.2
100
1209
2.2
95
1327
EB 1
41
5
16
388
0.11
2.7
15.4
C
15.4
C
WB 1
82
6
58
546
0.15
4.0
12.8
B
12.8
B
NB 1
5
5
0
1209
0.00
0.1
8.0
A
0.2
NB 2
245
0
16
1700
0.14
0.0
0.0
SB 1
72
72
0
1327
0.05
1.3
7.9
A
1.3
SB 2
361
0
2
1700
0.21
0.0
0.0
Average Delay
2.8
42.3%
15
1.00
2
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
109
Free
0%
1.00
109
1
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
1
87
Free
0%
1.00
87
1.00
0
110
196
110
110
4.1
196
6.6
110
6.7
2.2
100
1493
3.7
100
743
3.8
100
829
None
None
EB 1
110
0
1
1700
0.06
0.0
0.0
WB 1
87
0
0
1493
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
10.0%
15
A
Synchro 8 Report
Page 5
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
109
Free
0%
1.00
109
1
0
1.00
0
0
Stop
0%
1.00
0
0
1.00
1
92
Free
0%
1.00
92
1.00
0
110
202
110
110
4.6
202
6.4
110
7.2
2.7
100
1229
3.5
100
792
4.2
100
733
None
None
EB 1
110
0
1
1700
0.06
0.0
0.0
WB 1
92
0
0
1229
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
0
0
0
1700
0.00
0.0
0.0
A
0.0
A
0.0
10.0%
15
A
Synchro 8 Report
Page 6
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
90
Free
0%
1.00
90
20
3
1.00
3
4
Stop
0%
1.00
4
1
1.00
20
87
Free
0%
1.00
87
1.00
1
110
193
100
110
4.4
193
6.4
100
6.2
2.5
100
1308
3.5
99
799
3.3
100
961
None
EB 1
110
0
20
1700
0.06
0.0
0.0
0.0
Average Delay
None
WB 1
90
3
0
1308
0.00
0.1
0.3
A
0.3
NB 1
5
4
1
827
0.01
0.1
9.4
A
9.4
A
0.4
18.1%
15
A
Synchro 8 Report
Page 7
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
7/9/2013
EBT
EBR
WBL
WBT
NBL
NBR
914
1900
383
1750
115.0
1
1034
1900
1.00
0.850
379
1775
125.0
2
65.0
0.97
21
1750
70.0
0
0.95
40
1775
120.0
1
80.0
1.00
3444
1393
3444
1393
Yes
383
0.95
1.00
0.850
0.950
1522
0.242
388
3544
0.950
3120
0.950
3120
1.00
8%
383
1.00
12%
40
48
311.3
23.3
1.00
3%
1034
48
497.0
37.3
1.00
6%
379
914
383
NA pm+ov
2
8
2
2
8
40
pm+pt
1
6
1
1034
NA
6
379
NA
8
6
8
8
8
1.0
9.3
11.0
10.0%
6.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
73.0
66.4%
66.8
4.2
2.0
0.0
6.2
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
67.0
0.68
0.43
8.5
0.0
8.5
4.0
None
10.0
13.0
0
19.5
0.20
0.62
40.6
0.0
40.6
4.0
None
10.0
13.0
0
19.5
0.20
0.06
0.4
0.0
0.4
48
412.8
31.0
1.00
6%
914
4.0
33.2
62.0
56.4%
55.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
56.5
0.57
0.46
14.1
0.0
14.1
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
82.2
0.83
0.31
0.8
0.0
0.8
68.9
0.70
0.12
6.5
0.0
6.5
3544
1355
1355
Yes
74
1.00
11%
21
21
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
B
10.2
B
50.8
78.0
388.8
1966
0
0
0
0.46
7/9/2013
EBR
A
WBL
A
0.0
3.5
2.1
6.4
115.0
1334
0
0
0
0.29
120.0
347
0
0
0
0.12
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
A
8.4
A
42.4
67.8
287.3
2399
0
0
0
0.43
NBL
D
38.5
D
34.3
48.4
473.0
125.0
974
0
0
0
0.39
NBR
A
0.0
0.0
70.0
473
0
0
0
0.04
Intersection LOS: B
Synchro 8 Report
Page 2
Queues
Lane Group
v/c Ratio
Control Delay
Queue Delay
Total Delay
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
1179
0.63
20.3
0.0
20.3
90.4
118.8
388.8
1881
0
0
0
0.63
7/4/2013
EBR
622
0.48
1.7
0.0
1.7
3.1
8.2
WBL
90
0.35
11.4
0.0
11.4
6.5
13.3
115.0
1330
0
0
0
0.47
120.0
268
0
0
0
0.34
WBT
1355
0.60
13.4
0.0
13.4
83.4
110.6
287.3
2267
0
0
0
0.60
NBL
545
0.68
40.2
0.0
40.2
52.1
69.6
473.0
125.0
947
0
0
0
0.58
NBR
38
0.10
1.8
0.0
1.8
0.0
1.9
70.0
455
0
0
0
0.08
Street Peak - 2023 Future Total - PM
Synchro 8 Report
Page 1
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Adj. Flow (vph)
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Actuated g/C Ratio
Clearance Time (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
EBT
7/4/2013
EBR
WBL
WBT
NBL
NBR
1179
622
1900
1750
6.2
6.2
0.95
1.00
1.00
0.85
1.00
1.00
3579
1446
1.00
1.00
3579
1446
1.00
1.00
1179
622
0
115
1179
507
2%
4%
NA pm+ov
2
8
2
55.5
81.8
55.5
81.8
0.53
0.77
6.2
6.2
3.0
4.0
1881
1205
c0.33
0.10
0.25
0.63
0.42
17.7
4.0
1.00
1.00
1.6
0.3
19.3
4.3
B
A
14.1
B
90
1775
4.3
1.00
1.00
0.95
1688
0.14
252
1.00
90
0
90
1%
pm+pt
1
6
66.9
66.9
0.63
4.3
3.0
256
0.02
0.20
0.35
11.1
1.00
0.8
11.9
B
1355
1900
6.2
0.95
1.00
1.00
3579
1.00
3579
1.00
1355
0
1355
2%
NA
6
545
1775
6.2
0.97
1.00
0.95
3243
0.95
3243
1.00
545
0
545
2%
NA
8
38
1750
6.2
1.00
0.85
1.00
1380
1.00
1380
1.00
38
29
9
9%
Perm
66.9
66.9
0.63
6.2
3.0
2267
c0.38
26.3
26.3
0.25
6.2
4.0
807
c0.17
0.60
11.4
1.00
1.2
12.6
B
12.5
B
0.68
35.8
1.00
2.5
38.3
D
37.7
D
17.1
0.65
105.6
68.5%
15
8
26.3
26.3
0.25
6.2
4.0
343
0.01
0.03
30.0
1.00
0.0
30.0
C
B
16.7
C
Synchro 8 Report
Page 2
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBR
NBL
NBT
SBT
SBR
24
Stop
0%
1.00
24
83
107
1.00
107
201
Free
0%
1.00
201
18
1.00
83
225
Free
0%
1.00
225
None
None
649
210
219
649
6.4
210
6.2
219
4.1
3.5
94
403
3.3
90
828
2.2
92
1356
EB 1
107
24
83
669
0.16
4.3
11.4
B
11.4
B
NB 1
332
107
0
1356
0.08
1.9
3.0
A
3.0
SB 1
219
0
18
1700
0.13
0.0
0.0
Average Delay
1.00
18
0.0
3.4
50.8%
15
A
Synchro 8 Report
Page 3
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
6
16
Stop
0%
1.00
16
9
23
75
6
63
1.00
75
1.00
6
1.00
16
1.00
63
411
Free
0%
1.00
411
11
1.00
23
459
Free
0%
1.00
459
16
1.00
9
22
Stop
0%
1.00
22
1.00
6
None
None
1100
1030
416
1033
1027
467
422
475
1100
7.1
1030
6.5
416
6.2
1033
7.2
1027
6.5
467
6.2
422
4.1
475
4.1
3.5
96
147
4.0
93
221
3.3
99
641
3.6
87
183
4.0
90
221
3.3
87
598
2.2
99
1148
2.2
94
1082
EB 1
31
6
9
244
0.13
3.3
21.9
C
21.9
C
WB 1
120
23
75
342
0.35
11.7
21.1
C
21.1
C
NB 1
6
6
0
1148
0.01
0.1
8.2
A
0.1
NB 2
475
0
16
1700
0.28
0.0
0.0
SB 1
63
63
0
1082
0.06
1.4
8.5
A
1.1
SB 2
422
0
11
1700
0.25
0.0
0.0
Average Delay
3.4
54.2%
15
1.00
11
A
Synchro 8 Report
Page 4
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
114
Free
0%
1.00
114
0
0
1.00
0
1
Stop
0%
1.00
1
0
1.00
0
144
Free
0%
1.00
144
1.00
0
114
258
114
114
4.1
258
6.4
114
6.2
2.2
100
1488
3.5
100
729
3.3
100
944
None
None
EB 1
114
0
0
1700
0.07
0.0
0.0
WB 1
144
0
0
1488
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
1
1
0
729
0.00
0.0
9.9
A
9.9
A
0.0
18.7%
15
A
Synchro 8 Report
Page 5
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
114
Free
0%
1.00
114
0
0
1.00
0
1
Stop
0%
1.00
1
0
1.00
0
137
Free
0%
1.00
137
1.00
0
114
251
114
114
4.1
251
6.4
114
6.2
2.2
100
1488
3.5
100
742
3.3
100
944
None
None
EB 1
114
0
0
1700
0.07
0.0
0.0
WB 1
137
0
0
1488
0.00
0.0
0.0
0.0
0.0
Average Delay
NB 1
1
1
0
742
0.00
0.0
9.9
A
9.9
A
0.0
18.3%
15
A
Synchro 8 Report
Page 6
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Pedestrians
Lane Width (m)
Walking Speed (m/s)
Percent Blockage
Median type
Median storage veh)
Upstream signal (m)
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
7/4/2013
EBT
EBR
WBL
WBT
NBL
NBR
106
Free
0%
1.00
106
8
1
1.00
1
24
Stop
0%
1.00
24
3
1.00
8
113
Free
0%
1.00
113
1.00
3
114
225
110
114
4.1
225
6.4
110
6.2
2.2
100
1488
3.5
97
767
3.3
100
949
None
EB 1
114
0
8
1700
0.07
0.0
0.0
0.0
Average Delay
None
WB 1
114
1
0
1488
0.00
0.0
0.1
A
0.1
NB 1
27
24
3
784
0.03
0.8
9.8
A
9.8
A
1.1
17.8%
15
A
Synchro 8 Report
Page 7
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (m)
Storage Lanes
Taper Length (m)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (k/h)
Link Distance (m)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Adj. Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Maximum Green (s)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Walk Time (s)
Flash Dont Walk (s)
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
7/9/2013
EBT
EBR
WBL
WBT
NBL
NBR
1179
1900
622
1750
115.0
1
1355
1900
1.00
0.850
545
1775
125.0
2
65.0
0.97
38
1750
70.0
0
0.95
90
1775
120.0
1
80.0
1.00
3579
1446
3579
1446
Yes
511
0.95
1.00
0.850
0.950
1688
0.142
252
3579
0.950
3243
0.950
3243
1.00
4%
622
1.00
1%
90
48
311.3
23.3
1.00
2%
1355
48
497.0
37.3
1.00
2%
545
1179
622
NA pm+ov
2
8
2
2
8
90
pm+pt
1
6
1
1355
NA
6
545
NA
8
6
8
8
8
1.0
9.3
12.0
10.9%
7.7
3.0
1.3
0.0
4.3
Lead
Yes
3.0
Min
4.0
33.2
73.0
66.4%
66.8
4.2
2.0
0.0
6.2
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
3.0
Max
10.0
17.0
0
66.9
0.63
0.60
13.4
0.0
13.4
4.0
None
10.0
13.0
0
26.3
0.25
0.68
40.2
0.0
40.2
4.0
None
10.0
13.0
0
26.3
0.25
0.10
1.8
0.0
1.8
48
412.8
31.0
1.00
2%
1179
4.0
33.2
61.0
55.5%
54.8
4.2
2.0
0.0
6.2
Lag
Yes
3.0
Max
10.0
17.0
0
55.5
0.53
0.63
20.3
0.0
20.3
8.0
29.2
37.0
33.6%
30.8
4.2
2.0
0.0
6.2
4.0
None
10.0
13.0
0
88.0
0.83
0.48
1.7
0.0
1.7
68.8
0.65
0.35
11.4
0.0
11.4
3579
1380
1380
Yes
74
1.00
9%
38
38
Perm
Synchro 8 Report
Page 1
Lane Group
LOS
Approach Delay
Approach LOS
Turn Bay Length (m)
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
C
13.9
B
90.4
118.8
388.8
1881
0
0
0
0.63
7/9/2013
EBR
A
WBL
B
3.1
8.2
6.5
13.3
115.0
1330
0
0
0
0.47
120.0
268
0
0
0
0.34
Area Type:
Other
Cycle Length: 110
Natural Cycle: 75
Splits and Phases:
WBT
B
13.3
B
83.4
110.6
287.3
2267
0
0
0
0.60
NBL
D
37.7
D
52.1
69.6
473.0
125.0
947
0
0
0
0.58
NBR
A
0.0
1.9
70.0
455
0
0
0
0.08
Intersection LOS: B
ICU Level of Service C
Synchro 8 Report
Page 2
Appendix C
Postal Code Maps
L0N 1G0
L5J 3T9
L8L 1H7
L8V 3E8
L9C 4Y3
L9G 0B6
L9K 1M3
N0b 1E0
N0B 1M0
N0B 2E0
N0B 2H0
N0B 2S0
N0G 1P0
N0G 1X0
N0G 2K0
N0G 2P0
N0J 1S0
N0K 1L0
N0K 1M0
N1B 5R7
N1C 1B8
N1E 6N4
N1E 6W9
N1E 7A5
N1G 3E7
N1G 4B5
N1G 4S4
N1H 1H4
N1H 1L6
N1H 2G4
N1H 7H8
N1J 1R3
N1M 1N6
N1M 3M8
N1M 3W1
N1R 1J6
N1R 1V2
N1R 2T1
N1R 3Z5
N1R 4R4
N1R 5S5
N1R 5Z2
N1R 6M2
N1R 6W4
N1R 7M9
N1R 8C4
N1R 8R7
N1S 1C2
N1S 1W5
N1S 2N6
N1S 4K7
N1T 1G8
N1T 2H7
N2A 0A6
N2A 1B2
N2A 1N7
N2A 1R3
N2A 1S8
N2A 2B9
N2A 2C5
N2A 2G5
N2A 2K8
N2A 2L5
N2A 2M7
N2A 2P6
N2A 2R6
N2A 2R9
N2A 2V5
N2A 3N9
N2A 3S2
N2A 3T1
N2A 3X8
N2A 3Y9
N2A 3Z2
N2A 4A6
N2A 4A9
N2A 4E9
N2A 4J5
N2A 4K5
N2A 4L2
N2B 1J9
N2B 1W1
N2B 2B3
N2B 2B7
N2B 2N5
N2B 2N9
1
1
1
1
1
1
1
1
9
1
1
1
4
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
2
2
1
1
1
2
1
1
1
1
1
1
1
1
1
2
1
2
1
1
1
2
1
1
2
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
2
1
2
Palgrave
Mississauga
Hamilton
Hamilton
Hamilton
Hamilton
Hamilton
Ayr
Ayr
Ayr
Ayr
Ayr
Minto
Minto
Minto
Minto
London
Kitchener/Waterloo
Kitchener/Waterloo
Guelph
Guelph
Guelph
Guelph
Guelph
Guelph
Guelph
Guelph
Guelph
Guelph
Guelph
Guelph
Kitchener/Waterloo
Fergus
Fergus
Fergus
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
N2B 2T8
N2B 2X8
N2B 2X9
N2B 2Y2
N2B 2Z7
N2B 3H3
N2B 3J2
N2B 3J3
N2B 3K4
N2B 3K7
N2B 3L4
N2B 3M1
N2B 3M5
N2B 3S3
N2B 3W3
N2C 1K2
N2C 1N3
N2C 1N5
N2C 1R9
N2C 1W7
N2C 1Z1
N2C 1Z5
N2C 1Z6
N2C 1Z8
N2C 2B8
N2C 2H3
N2C 2H4
N2C 2H7
N2C 2H9
N2C 2J1
N2C 2J3
N2C 2J4
N2C 2J9
N2C 2K1
N2C 2L1
N2C 2L2
N2C 2L4
N2C 2N7
N2C 2R9
N2E 1B3
N2E 1E8
N2E 1G9
N2E 1H4
N2E 1H8
N2E 1H9
N2E 1J6
N2E 1J7
N2E 1P2
N2E 1R2
N2E 1R8
N2E 1S9
N2E 1W1
N2E 1Y9
N2E 2H1
N2E 2K2
N2E 2S6
N2E 2T8
N2E 2W6
N2E 2Y4
N2E 2Z1
N2E 3J9
N2E 3K7
N2E 3L1
N2E 3M2
N2E 3M8
N2E 3N3
N2E 3N4
N2E 3N9
N2E 3P1
N2E 3R1
N2E 3R4
N2E 3R7
N2E 3V2
N2E 3V5
N2E 3V9
N2E 3W2
N2E 3Z7
N2E 4A2
N2E 4B1
N2E 4C1
N2E 4E5
N2G 1A1
N2G 1X5
N2G 2E4
N2G 2S3
N2G 2T7
2
2
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
3
2
1
1
1
3
1
1
2
3
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
2
1
2
2
1
3
1
1
1
1
1
1
2
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
N2G 3H3
N2G 3L4
N2G 3L8
N2G 3L9
N2G 3M5
N2G 3R1
N2G 4X6
N2H 1A9
N2H 1C7
N2H 1C9
N2H 1N5
N2H 2A4
N2H 2W7
N2H 2Z4
N2H 3G4
N2H 3J5
N2H 3J7
N2H 3N8
N2H 3P2
N2H 3P6
N2H 4T7
N2H 4V1
N2H 5A2
N2H 5L5
N2H 5P3
N2H 6B7
N2H 6E2
N2H 6K2
N2H 6S5
N2J 1C7
N2J 2T7
N2J 3B7
N2J 3Y3
N2J 3Z4
N2J 4H9
N2J 4Y3
N2J 4Z8
N2K 1A2
N2K 1B7
N2K 1H1
N2K 1K9
N2K 1M3
N2K 1R4
N2K 1T2
N2K 3A5
N2K 3R6
N2K 3S5
N2K 3V8
N2K 4A6
N2K 4E1
N2L 2H6
N2L 3X4
N2L 3Z6
N2L 5C8
N2L 5E6
N2L 6K2
N2M 0A1
N2M 1C3
N2M 1X4
N2M 1Z4
N2M 2A6
N2M 2A9
N2M 2C1
N2M 2C5
N2M 2E5
N2M 2E9
N2M 2G5
N2M 2G7
N2M 2K7
N2M 2P3
N2M 2R9
N2M 3L9
N2M 3N6
N2M 3S7
N2M 3V4
N2M 3Z3
N2M 3Z6
N2M 4M5
N2M 4N6
N2M 4N7
N2M 5A3
N2M 5A4
N2M 5A5
N2M 5A8
N2M 5B4
N2M 5B5
1
1
1
1
2
1
1
1
1
1
3
1
1
3
2
1
1
1
1
2
1
1
1
1
1
1
2
1
1
1
1
1
2
1
1
1
1
2
2
1
1
1
1
1
1
1
2
1
1
1
1
1
2
1
1
2
1
1
1
1
1
1
3
2
3
1
3
2
1
1
1
1
3
1
1
1
2
1
1
1
3
1
2
1
1
1
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
N2M 5E4
N2M 5E5
N2M 5E6
N2M 5G6
N2M 5H5
N2M 5N2
N2N 0B5
N2N 1H6
N2N 1S1
N2N 1Z1
N2N 2K2
N2N 2L9
N2N 2P4
N2N 2T1
N2N 2T6
N2N 2X2
N2N 3A3
N2N 3B6
N2N 3C9
N2N 3E3
N2N 3G5
N2N 3J3
N2N 3S3
N2N 3V3
N2P 1A2
N2P 1G9
N2P 1K7
N2P 1M6
N2P 2A8
N2P 2T7
N2P 2Y8
N2R 0A4
N2R 1X1
N2R 1X8
N2R 1Y4
N2R 1Z5
N2T 1A7
N2T 2H2
N2T 2L5
N2T 2P9
N2T 2Y4
N2V 1B3
N2V 1G4
N2V 1V3
N2V 1X8
N2V 1Z1
N3A 1Y7
N3A 2A7
N3A 2E3
N3A 2S7
N3B 1J9
N3B 1V5
N3B 1W4
N3C 0E5
N3C 1S5
N3C 2J1
N3C 3C9
N3C 3J2
N3C 3M9
N3H 1B3
N3H 1G9
N3H 3L9
N3H 3T1
N3H 4E1
N3H 4P3
N3H 5M6
N3L 4B5
N3R 4Z6
N4S 3J2
N4S 5T6
N4S 7G3
N4W 1J5
N5A 2Y5
N5A 7G8
N6H 5T2
2
1
2
1
3
1
1
1
1
1
1
3
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
3
1
4
1
3
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
2
1
2
1
1
1
1
1
1
1
1
1
421
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
Kitchener/Waterloo
New Hamburg
New Hamburg
New Hamburg
New Hamburg
Elmira
Elmira
Elmira
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Cambridge
Paris
Brantford
Woodstock
Woodstock
Woodstock
Listowel
Stratford
Stratford
London
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Southwestern Ontario
Sud-ouest de l’Ontario
ON
Provincial Map
Carte Provinciale
Municipality
Municipalité
FSA
RTA
BRANTFORD
N3P, N3R, N3S,
N3T, N3V
N1P, N1R, N1S, N1T,
N3C, N3E, N3H
N7L, N7M
N1C, N1E, N1G, N1H,
N1K, N1L
N2A, N2B, N2C, N2E,
N2G, N2H, N2J, N2K,
N2L, N2M, N2N, N2P,
N2R, N2T, N2V
N5V, N5W, N5X, N5Y,
N5Z, N6A, N6B, N6C,
N6E, N6G, N6H, N6J,
N6K, N6L, N6M,
N6N, N6P
N7S, N7T, N7V,
N7W, N7X
N5P, N5R
N4Z, N5A
N8N, N8P, N8R, N8S,
N8T, N8V, N8W, N8X,
N8Y, N9A, N9B, N9C,
N9E, N9G, N9H,
N9J, N9K
N4S, N4T, N4V
CAMBRIDGE
CHATHAM
GUELPH
KITCHENER /
WATERLOO
LONDON
SARNIA
ST. THOMAS
STRATFORD
WINDSOR
WOODSTOCK
Meaford
N4L
Owen Sound
N4K
N0H
N0C
Kincardine
N2Z
Hanover
N4N
N0G
Fergus
N1M
Listowel
N4W
Goderich
N7A
Elmira
N3B
N0K
KITCHENER/
WATERLOO
STRATFORD N0B
Strathroy
N7G
N0N
CAMBRIDGE
Paris
N3L
BRANTFORD
St. Marys WOODSTOCK
N4X
LONDON
Caledonia Dunnville
Ingersoll N0E
N1A
N3W
N5C
Simcoe N0A
N3Y
N0M
SARNIA
GUELPH
N0J
ST. THOMAS
N0L
N0R
WINDSOR
Wallaceburg
N8A
CHATHAM
Aylmer
N5H
Port Stanley
N5L
N0P
SCAL E / ÉCHEL L E 1:2 000 000
Amherstburg
N9V
Essex
N8M
Kingsville
N9Y
© Canada Post, 2001.
© Postes Canada, 2001.
Km
Leamington
N8H
20
0
20
248152
40
60
Km
Delhi
N4B
Tillsonburg
N4G
12/18/00 8:45 AM
Page 82
ON
Kitchener / Waterloo
Urban FSAs
RTA urbaines
SQ
WESTMOUNT RD N
N2V
BEARINGER RD
RD
N2B
N2H
N2G
TW
P
RD
Y
OO
AR
RL
TE
ND
OU
WA
B
Y
CIT
N2M
GR
RA AND
ILW RI
AY VER
ER
SH AN
FI LM
L
HA
W
P
RD
ST
ST
E
STRASBURG RD
N2C
HURON RD
N2P
DOON VILLAGE RD
TILT
DR
CR ASB
EE UR
G
K
N2R
0
1000 2000
248157
3000
Metres
L
REIDE
RD
1000
EE
ND
DU
W
NE RD
RD
FFER
STAU
ER
SSL
TRU
RD
Metres
DEE
DUN
NEW
RD
GRA
ND R
RAIL IVER
WAY
GRA
N
RIVE D
R
HURON
T SON
H. WAVD
RD
BL
BATTLER RD
S
BIEHN DR TR
SCALE / ÉCHELLE 1:140 000
D
AN R
GR IVE
R
Y
HW 1
40
REG 7
RD 1
ER
SL
US
TR
RD
S RD
AM
BLE
N
HW
Y
8
ON
N2E
A
AW
N2A
S
AT
WD
ER V
M BL
HO
TW
A
OG
ST
NE
CO PKY
KIN
G
GA
EST O
CON
PKY
RD
OT
M
IL
N2N
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A
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M
IL
Y
AR
OO D
RL UN
TE Y BO
A
W CIT
ITY KIN
OC
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LO
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WA
UN
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N2L
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NR
MA
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W
N2T
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AN R
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N2J
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AN
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R
OT
M
IL
P
HE
OO
KITCHENER
CITY LIMITS
A
W
W
EL
UR R
LA D
N2K
KINGSCOURT DR
HW
Y
401
IT S
LIM
GRAND
RIVER
OG
EST
CON
PKY
Y
CIT
R HWY 85
BE
WE T N
S
N
MI
A
NJ
BE RD
D DAVENPORT
IE L
RD
HF
RT W
NO DR
N
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TE
WA
OO
RL
D
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UIR
Y
TR
UN
CO
KING ST N
NO
RT
DR HFIE
E LD
7572.maplayout
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Page 81
ON
Guelph
Urban FSAs
RTA urbaines
GUELPH
LAKE
SPE
ED
RIV
ER
W
AT
SO
N
RD
N1L
S
ON
HANL
M
ST
W
RD
AI
R
RD
N1C
IP RD
10
TO PU
W SLI
NS N
HI CH
P
RD
4A
FO
RS
T
EL
L
NSH
TOW
0
1000
248156
2000
3000
Metres
W
AL
T
BY
RD
INCH
PUSL
EX HA
PR NL
ES ON
SW
AY
CL
KORTRIGHT
RD W
1000
AL
T
BY
ON
CREE
K
E
N1G
DOWNEY
RD
Metres
S
RD
GO
RD
RD
T
RD
C.N
RD R A .
IL
H
G
RI E
T
R D
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DON
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32
OR
IA
ST
RD
IT
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R D LA
W
TO
IP
W
SH 6
RD NS
N 1
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5 HIP
TO R
WEST ACRES DR
NORTHWOOD CR
WOODRIDGE DR
D
EE
SP VER
RI
TY
RD S
K
STONE RD E
N
SO
AT
W
.
Y
C.N WA
IL
A
R IMPERIAL
W
H
CO
UN
D
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SP ER
V
RI
H
EX AN
PW LO
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ELMIRA RD
IN
GT
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CT
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W
EL
L
W
O
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W
A
R D TS
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M
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IN
D
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SP
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RI
IM
P
RD ER
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N AL
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ED AV
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SP
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AM
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OR
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W
EL
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RD
7572.maplayout
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Page 79
ON
Cambridge
Urban FSAs
RTA urbaines
SPEEDSVILLE RD
RD
AWK
MOH
CHILLIGO RD
FISHER MILLS RD
L
ERDA
BEAV
N3C
TAIN
E RD
FOUN
N3E
ST
HWY
401
Y
HW
401
HWY 24
N LIN
TOW
E RD
AR RD
DUNB
TR C.N
AC .R
KS
GRA
N
RIV D
ER
BLVD
BLAIR RD
OLD MILL
RD
KLIN
VOIR
RESERGE DITCH
A
DRAIN
N3H
Y
W
1
40
FRAN
EAGLE ST N
H
E RD
LE
MIDDK RD
BLOC
GE
KRID
BLACRD
NLIN
TOW
O
HYDRENT
M
EASE D
R
N1T
N1R
GORE RD
DRY CREEK
BED
LANGDON DR
BLUEROCK CRES
WHISTLEBARE RD
IN
NKL
FRA LVD
B
CLYDE RD
R
ARD
D
Y8
HW SS
PA
BY
DU
S RD
MYER
ND
AS
ST
0
1000
248154
2000
N RD
CHTO
1000
BRAN
Metres
S
DU
S RD
ND
MYER BRANCHTON
AS
ST
S
RD
TWP RD 3E
HWY 8
BYPASS
N1P
L
SHEL
N1S
D
AN
GR ER
RIV
ROSEVILLE RD
Metres
NSHIP
TOW
RD 4E
7572.maplayout
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Page 68
ON
Hamilton
Urban FSAs
RTA urbaines
CHUDLEIGHT ST
KILDONAN CRT
NORTH
WENTHWORTH DR
PROP. EXTENSION
ROCK RD
EL
CHAP
HW
W
6
Y
HW
5
Y
5
E
W
HW
6 Y
VALLEY RD
D
OFIEL
5
HWY
Y
M
O
BR UN
OW TA
N IN
RD
PA
R
RD KS
W IDE
TRISTAN CRT
HW
L8M
HAMILTON HARBOUR
YORK RD
RD
MER
CRA
DUNDAS MUN
BOUNDARY
.R.
C.N
L8R
RD
L8L
TIFFANY ST
RD
MOTHER'S ST
SAVERYN RD
N
NTIO
EXTE
POWERLINE
COURT
CITY
ST
STO
NE C
H
RD E URCH
BOU
NDA
RY
ES R
D
SAVERYN RD
MOTHER'S ST
HIG
HWA
Y
WEBSTER RD
TH&B
R.R.
ESCARPMENT
REGALVIEW
DR
ESCARPMENT
ESCA
RPM
ENT
ESC
ARP
MEN
T
ESCARPMENT (C)
MUD ST W
PRITCHARD RD
L8J
STO
NEY
CREE
BOU
K
NDA
RY (H MUNIC
IP
WY
20 & AL
53)
Metres
2000
0
2000
248143
L8E
8
4000
STON
EY
MUN BO CREEK
UNDA
RY
S
L8G
NAS
H RD
E
U PP
ER G
AGE
AV
WOR
TH
TON
MIL
L8K
ERID
GE R
DE
L8W
HAM
IL
NASH
RD N
ST N
ORT
H
ST
L8T
QUE
ENST
ST
ON R
SOU
D
TH
6000
Metres
STO
N
MUN EY CRE
E
BOU
NDA K
RY
TWE
NT Y
ST E
OTT
AW
A
L8V
LIM
ST O
NE
RD CHUR
E
CH
QUEEN
ELIZABETH WAY
MAIN
MAIN
ST E
UPP
EC
RD HURC
H
W
HAM
CIT ILTON
YB
OUN
DAR
Y
STO
N
L9B
OTT
AWA
ST S
JAM
ES
ST
ER JA
M ES
UPP
L9A
L8H
TRIN
CHU ITY H
RC
AM
RD H STO ILTON
MUNNEY CRE
BOU
EK
NDA
RY
CITY
ILTON
HAM
DARY
BOUN
L9C
ER W
ENT
A
CR NC
EE AS
K TER
(E
XC
)
ITS
W&
ANC
AST
ER T
OWN
LIM
GARFIELD
AVE N
FAIRHOLT
RD N KING ST E
ESCARPMENT
RD
COTE
SOUTH
RD
53
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STINTSON
CRES
BEACH BLVD
ESCARPMENT
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12/18/00 8:45 AM
Page 88
ON
Woodstock
Urban FSAs
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7
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T
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Y RD
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SIXTH AVE
ST. ANDREWS RD
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GLEN ABBEY CRT
ST. ANDREWS RD
E AV
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PEARSON DR
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PEARSON DR
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LI
Metres
1000
0
1000
248163
2000
3000
Metres
Appendix D
Breslau Secondary Plan Workshop Excerpts
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