INDUSTRIAL BUILDING 1660 COMSTOCK ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for:

Transcription

1 INDUSTRIAL BUILDING 1660 COMSTOCK ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW Prepared for: Simluc Contractors Limited 2550 Blackwell Street, Ottawa K1B 5R1 October 18, Overview_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE 1. INTRODUCTION Scope of Work ADJACENT ROADS AND INTERSECTIONS PROPOSED DEVELOPMENT Trip Generation Trip Distribution TRANSPORTATION IMPACT Background and Total Traffic Volumes Traffic Analysis Site Circulation of Traffic Pedestrian, Cycling, and Transit Facilities FINDINGS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN YEAR 2013 EXISTING PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS YEAR 2019 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2019 PEAK AM AND PM HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 PEAK HOUR SITE TRIPS GENERATED ACCESS 1/COMSTOCK LoS & 95 th Percentile Queue ACCESS 2/COMSTOCK LoS & 95 th Percentile Queue ACCESS 3/ALGOMA LoS & 95 th Percentile Queue COMSTOCK/ALGOMA LoS & 95 th Percentile Queue... 13

3 INDUSTRIAL BUILDING 1660 COMSTOCK ROAD, OTTAWA TRANSPORTATION OVERVIEW 1. INTRODUCTION Simluc Contractors Limited is planning to redevelop a parcel of land at 1660 Comstock Road. The site is located at the southwest corner of the intersection of Comstock Road and Algoma Road. The current use of the site is for a school bus storage depot for Stock Transport. The existing site has one access onto Comstock Road and one access onto Algoma Road. Traffic counts determined that the majority of trips by busses took place before the AM peak hour of the adjacent roads, and during the peak PM hour of the adjacent roads. The Site Plan Application is proposing the site to be developed as a light industrial land use. The building will be larger than the existing structure, and the site proposes two accesses onto Comstock Road and one access onto Algoma Road. The reconstruction of the site is expected to be completed by The location of the site is shown in Figure 1.1. As part of the Site Plan Application, City of Ottawa staff has requested that a Transportation Overview be prepared due to the low volume of new trips generated by the site. The current zoning of the lands will support the proposed redevelopment of the site. 1.1 Scope of Work The scope of the was determined during discussions with City of Ottawa staff. With the proposed land use expected to generate fewer than 75 vehicles per peak hour, the site would not generate the required number of new trips which would trigger the preparation of a Transportation Assessment report as documented in the Transportation Impact Assessment Guidelines. The would examine the operation of the Comstock/Algoma intersection using the current 2013 traffic counts, and the site accesses and the intersection of Comstock Road and Algoma Road at the year 2019 which represents five years beyond build out of the site. The traffic analysis was conducted for the weekday peak AM and PM hours of the adjacent roads which would coincide with the peak time period for both the site and roadways. 2. ADJACENT ROADS AND INTERSECTIONS The site is located at the southwest corner of Comstock Road and Algoma Road. Comstock Road is a north-south urban local road with a pavement width of approximately 11 metres. There are no sidewalks or cycling lanes along the road. Comstock Road terminates at

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 approximately 265 metres north of Algoma Road and at approximately 185 metres south of Algoma Road. The road has an unposted speed limit of 50 km./h. Algoma Road is an east-west local urban road with a pavement width of approximately 11 metres. The road has no pedestrian sidewalks or cycling lanes. The road has an unposted speed limit of 50 km./h. The intersection of Comstock Road and Algoma Road is a two-way stop controlled intersection with stop signs placed at the north and south Comstock Road approaches. The intersection has no exclusive turn lanes at any of the approaches. Figure 2.1 shows the weekday peak AM and PM hour traffic counts taken by the consultant on October 1, 2013 at the Comstock/Algoma intersection and the entrances to Stock Transportation which currently occupies the site. The counts determined the peak AM hour to occur between 7:45 and 8:45, and the peak PM hour between 4:15 and 5:15. The existing Stock Transportation site was determined to generate 2 trips during the peak AM hour of the adjacent roads, and 48 trips during the peak PM hour. The low volume of trips during the peak AM hour was due to the buses departing and arriving back to the depot outside the peak hours of the adjacent roads. 3. PROPOSED DEVELOPMENT The proposed light industrial development is located at 1660 Comstock Road, which is at the southwest corner of Comstock Road and Algoma Road. The site is currently occupied by Stock Transportation which a company which supplies, stores and maintains busses for schools and private use. The existing site contains an access onto Comstock Road and Algoma Road. The owner of the property proposes to redevelop the lands for a light industrial land use. The existing single storey light industrial building will be demolished and replaced by a single storey light industrial building which is planned to potentially accommodate up to three tenants. The building will have a gross floor area of 6,481 m 2 (69,761 ft 2 ). The site will contain three access points. The first (Access 1) is located on Comstock Road approximately 55 metres south of the Comstock/Algoma intersection (centreline to centreline), the second (Access 2) would be located approximately 122 metres south of the Comstock/Algoma intersection, and the third (Access 3) would be located on Algoma Road approximately 105 metres west of the Comstock/Algoma intersection. The truck loading area is located along the west side of the building with the truck route having trucks entering at Access 2 on Comstock Road and exiting at Access 3 onto Algoma Road. Access 3 will be restricted to one-way traffic exiting the site and will be controlled by signage. Figure 3.1 presents a conceptual site plan of the site. The site will contain 55 parking spaces of which 1 will be a barrier free space. The plan proposes 5 loading bays for large trucks and 2 additional bays for smaller delivery trucks. The Site Plan provides a bicycle rack which will accommodate the storage of 8 bikes. The subject property is currently zoned IG3 which permits light industrial uses. The existing zoning of the lands will support the proposed development. Lands uses along both Comstock

6 4 FIGURE 2.1 YEAR 2013 EXISTING PEAK AM AND PM HOUR TRAFFIC COUNTS

7 5 FIGURE 3.1 CONCEPTUAL SITE PLAN

8 6 Road and Algoma Road in the vicinity of the site are mainly commercial and light industrial. The development is expected to be substantially completed by Trip Generation The trips generated from the proposed light industrial development were determined using the Institute of Transportation Engineers (ITE) document, Trip Generation. The analysis utilized the average trip rates for a General Light Industrial land use, ITE Land Use Code 110. The category determined the average trip rate to be the following: Peak AM Hour - Peak PM Hour Trips/1000 ft 2 gross floor area 0.97 Trips/1000 ft 2 gross floor area Table 3.1 shows the expected number of peak hour site generated trips for the 69,761 ft 2 light industrial building. Discussions with the client determined that of the total number of site generated trips, 3 trucks would be entering and 3 trucks exiting the site during each of the peak AM and PM hours. TABLE 3.1 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT (88%) 8 (12%) 68 8 (12%) 60 (88%) 3.2 Trip Distribution The distribution of site generated trips was determined by examining the proportion of traffic travelling east and west along Algoma Road as determined in the October 1, 2013 traffic counts. The counts determined that commercial/industrial traffic in the area was distributed to approximately the following distribution along Algoma Road for both the peak AM and PM hours: To/From the East - To/From the West - 65 percent 35 percent The above distribution was used for both the peak AM and PM hours. Figure 3.2 shows the expected distribution of site generated trips during the weekday peak AM and PM hours. 4. TRANSPORTATION IMPACT The study will examine the operation of the Comstock/Algoma intersection and the site s accesses onto Comstock Road and Algoma Road. The study will analyze the operation of the

9 7 FIGURE 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS

10 8 Comstock/Algoma intersection for the existing 2013 traffic counts and for all intersections for the future 2019 traffic volumes which represents five years beyond substantial completion of the light industrial building. The analysis will use the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the 2010 Highway Capacity Manual. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. 4.1 Background and Total Traffic Volumes The 2019 background traffic volumes used in the study analysis represents the future volume of traffic at the Comstock/Algoma intersection which does not include the expected traffic from the site, or the existing Stock Transportation traffic. The future background traffic was determined by examination of the historical traffic counts at the Comstock/Algoma intersection. Traffic counts taken by the consultant in 2006 were compared to the 2013 counts which determined that traffic increased at an average annual rate of approximately 5 percent. The study has therefore utilized the 5 percent annual growth to increase the 2013 traffic volumes six years to the year The 2019 background traffic volumes are shown in Figure 4.1. The 2019 total traffic is the addition of the 2019 background traffic (Figure 4.1) and the expected site generated trips (Figure 3.2). The 2019 total volume of peak AM and PM hour traffic is shown in Figure Traffic Analysis The report has examined the operation of the three site access points onto Comstock Road and Algoma Road, and the Comstock/Algoma intersection. The results of the analysis are discussed in detail in the following sections: Access 1 and Comstock Road Intersection Access 1 onto Comstock Road would be located approximately 55 metres south of the Comstock/Algoma intersection. The access would have a width of 7.2 metres with one lane entering and one lane exiting which would consist of a shared left/right turning movement.

11 9 FIGURE 4.1 YEAR 2019 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

12 10 FIGURE 4.2 YEAR 2019 PEAK AM AND PM HOUR TOTAL TRAFFIC

13 11 The operational analysis for the expected 2019 total volume of traffic at Access 1 determined that the northbound Comstock left/through movement and eastbound access left/right movement would function at a Level of Service (LoS) A during both the weekday peak AM and PM hours. A 95 th percentile queue of 0.11 vehicles (7 metres) would occur at the eastbound site exiting approach during the peak PM hour time period, with the site plan providing a clear throat distance of approximately 12 metres. Table 4.1 summarizes the findings of the analysis with the analysis sheets provided in the Appendix as Exhibit 1 and Exhibit 2. TABLE 4.1 ACCESS 1/COMSTOCK LoS & 95 th Percentile Queue Intersection Approach PEAK AM HOUR YEAR 2019 PEAK PM HOUR YEAR 2019 LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Through Comstock A 0.00 A 0.00 EB Left/Right Access 1 A 0.01 A 0.11 Access 2 and Comstock Road Intersection Access 2 onto Comstock Road would be located approximately 122 metres south of the Comstock/Algoma intersection. The access would have a width of 8.0 metres with one lane entering and one lane exiting which would consist of a shared left/right turning movement. The operational analysis for the expected 2019 total volume of traffic at Access 2 determined that the northbound Comstock left/through movement and eastbound access left/right movement would function at a LoS A during both the weekday peak AM and PM hours. A 95 th percentile queue of 0.10 vehicles (7 metres) would occur at the eastbound exiting approach during the peak PM hour time period, with the site plan providing a clear throat distance of approximately 12 metres. Table 4.2 summarizes the analysis with the analysis sheets provided as Exhibit 3 and 4. TABLE 4.2 ACCESS 2/COMSTOCK LoS & 95 th Percentile Queue Intersection Approach PEAK AM HOUR YEAR 2019 PEAK PM HOUR YEAR 2019 LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Through Comstock A 0.00 A 0.01 EB Left/Right Access 2 A 0.01 A 0.10

14 12 Access 3 and Algoma Road Intersection Access 3 onto Algoma Road would be located approximately 105 metres west of the Comstock/Algoma intersection. The access would function as a one-way exit for trucks from the loading area at the rear of the building (west side). The access would have a width of 10.2 metres with traffic controlled by signage which would restrict traffic to only exiting movements. The operational analysis for the expected 2019 total volume of traffic at Access 3 determined that the northbound exit with shared left/right turning movements would function at a LoS B during both the weekday peak AM and PM hours. A 95 th percentile queue of 0.02 vehicles would occur at the northbound site exiting approach during the peak PM hour time period, with the site plan providing a clear throat distance of approximately 12 metres. Table 4.3 summarizes the findings of the analysis with the analysis sheets provided as Exhibit 5 and Exhibit 6. TABLE 4.3 ACCESS 3/ALGOMA LoS & 95 th Percentile Queue Intersection Approach PEAK AM HOUR YEAR 2019 PEAK PM HOUR YEAR 2019 LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Right Access 3 B 0.01 B 0.02 Comstock Road and Algoma Road Intersection The intersection of Comstock Road and Algoma Road is a two-way stop controlled intersection with stop signs placed at the northbound and southbound Comstock Road approaches. The intersection has no exclusive turn lanes, with all approaches comprising of a shared left/through/right lane movement. The operational analysis using the traffic counts taken on October 1, 2013 determined that during the peak AM hour the eastbound and westbound Algoma approaches functioned at a LoS A, and the northbound Comstock approach at a LoS A and southbound a LoS B. During the peak PM hour the Algoma approaches functioned at a LoS A and Comstock approaches at a LoS B. Table 4.4 summarizes the findings of the analysis for the 2013 traffic counts with the analysis sheets provided as Exhibit 7 for the existing peak AM hour traffic and Exhibit 8 for the peak PM hour traffic. For the expected traffic volumes at the year 2019, the eastbound and westbound Algoma approaches functioned at a LoS A, and northbound and southbound Comstock approaches at a LoS B during both the peak AM and PM hours. The 95 th percentile queue at the northbound Comstock Approach was determined to be 0.45 vehicles during the peak PM hour. With Access 1 located approximately 55 metres south of the intersection, queuing at the northbound approach would not interfere with the operation of Access 1. The eastbound Algoma approach would

15 13 experience a 95 th percentile queue of 0.03 vehicles with Access 3 located approximately 105 metres west of the intersection. The queuing at the eastbound approach would not interfere with the operation of Access 3. Table 4.4 summarizes the findings of the analysis with the analysis sheets provided as Exhibit 9 and Exhibit 10. TABLE 4.4 COMSTOCK/ALGOMA LoS & 95 th Percentile Queue Intersection Approach PEAK AM HOUR (2013) 2019 PEAK PM HOUR (2013) 2019 LoS Q 95 (Veh.) LoS Q 95 (Veh.) EB Left/Through/Right Algoma (A) A (0.02) 0.02 (A) A (0.03) 0.03 WB Left/Through/Right Algoma (A) A (0.04) 0.13 (A) A (0.06) 0.07 NB Left/Through/Right Comstock (A) B (0.15) 0.20 (B) B (0.11) 0.45 SB Left/Through/Right Comstock (B) B (0.19) 0.24 (B) B (0.31) Site Circulation of Traffic The proposed Site Plan shows an efficient movement of vehicles throughout the site. Car traffic accessing the front of the building would utilize either Access 1 or Access 2 off of Comstock Road. Trucks would enter at Access 2 on Comstock Road and exit at Access 3 on Algoma Road. Access 3 onto Algoma Road would be restricted to only exiting movements. All access points would provide sufficient clear throat distance for queued vehicles exiting the site. 4.4 Pedestrian, Cycling, and Transit Facilities Both Comstock Road and Algoma Road are local roads with no sidewalks provided along either side of the road. Traffic counts at the Comstock/Algoma intersection showed few pedestrians walking along the street. The Site Plan provides a bicycle rack which can accommodate 8 bikes close to the building entrances. There are no dedicated cycling facilities along Comstock Road of Algoma Road. OC Transpo Route 121 travels along Algoma Road past the site. Bus stops are located in close proximity to the site.

16 14 5. FINDINGS Simluc Contractors Limited has proposed the redevelopment of land at 1660 Comstock Road. The land has an area of 13, m 2, and is situated at the southwest corner of Comstock Road and Algoma Road. The land is currently occupied by Stock Transportation which provides bus transit for schools. The Site Plan proposes to replace Stock Transportation with a light industrial use which may accommodate potentially three tenants. The site will have two accesses onto Comstock Road and one access onto Algoma Road which would be restricted to only exiting truck traffic. The current zoning of the land will support the proposed redevelopment of the site. The proposed building is expected to be substantially completed and occupied by the year With the site proposing to generate fewer than 75 new trips during the peak hour, City of Ottawa staff has requested that a be prepared which would address the number of site trips and operation of the accesses. The land use of the site will be light industrial which would have the peak hours of operation to occur on a weekday. The study analysis has therefore examined the site access points and Comstock/Algoma intersection for the impact of the site during the weekday peak AM and PM hour of the adjacent roads at a time period of five years beyond the completion of the site (2019). The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that the proposed development would generate 64 vehicles during the peak AM hour and 68 vehicles during the peak PM hour. These trips would replace the existing trips generated by Stock Transport. 2) The three site accesses and Comstock/Algoma intersection were determined to function at an acceptable level of service for the expected 2019 traffic volumes, with all approaches functioning at a LoS A or LoS B. The site accesses would be constructed as private approaches as shown on the Site Plan, with no required modifications to Comstock Road and Algoma Road due to the redevelopment of the site. 3) Access 3 onto Algoma Road would be an exit for trucks from the loading area and would be restricted to one-way traffic exiting the site. The approach would be designated with suitable signs erected in a conspicuous location adjacent to the roadway to indicate the direction of traffic for the private approach. All signs would be erected and maintained by the owner to the satisfaction of City of Ottawa staff. Prepared by: David J. Halpenny, P. Eng.

17 15 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS

18 16 EXHIBIT 1 YEAR 2019 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Access 1/Comstock Road HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Comstock/Access 1 Analysis Year: Year 2019 Project ID: Comstock Road East/West Street: Access 1 North/South Street: Comstock Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 3 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 3 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 0 3 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.1 Approach LOS A

19 17 EXHIBIT 2 YEAR 2019 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Access 1/Comstock Road HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Comstock/Access 1 Analysis Year: Year 2019 Project ID: Comstock Road East/West Street: Access 1 North/South Street: Comstock Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 29 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 31 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 0 31 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.1 Approach LOS A

20 18 EXHIBIT 3 YEAR 2019 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Access 2/Comstock Road HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Comstock/Access 2 Analysis Year: Year 2019 Project ID: Comstock Road East/West Street: Access 2 North/South Street: Comstock Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 2 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 2 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 0 2 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.9 Approach LOS A

21 19 EXHIBIT 4 YEAR 2019 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Access 2/Comstock Road HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Comstock/Access 2 Analysis Year: Year 2019 Project ID: Comstock Road East/West Street: Access 2 North/South Street: Comstock Road Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume 28 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 30 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 0 30 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.9 Approach LOS A

22 20 EXHIBIT 5 YEAR 2019 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Access 3/Algoma Road HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Algoma/Access 3 Analysis Year: Year 2019 Project ID: Comstock Road East/West Street: Access 3 North/South Street: Algoma Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes 1 1 Configuration T T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 1 2 Peak Hour Factor, PHF Hourly Flow Rate, HFR 1 2 Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LR v (vph) 3 C(m) (vph) 606 v/c % queue length 0.01 Control Delay 11.0 LOS B Approach Delay 11.0 Approach LOS B

23 21 EXHIBIT 6 YEAR 2019 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Access 3/Algoma Road HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Algoma/Access 3 Analysis Year: Year 2019 Project ID: Comstock Road East/West Street: Access 3 North/South Street: Algoma Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes 1 1 Configuration T T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 1 2 Peak Hour Factor, PHF Hourly Flow Rate, HFR 1 2 Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LR v (vph) 3 C(m) (vph) 555 v/c % queue length 0.02 Control Delay 11.5 LOS B Approach Delay 11.5 Approach LOS B

24 22 EXHIBIT 7 YEAR 2013 PEAK AM HOUR EXISTING TRAFFIC ANALYSIS Comstock/Algoma HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Algoma/Comstock Analysis Year: Year 2013 Project ID: Comstock Road East/West Street: Algoma Road North/South Street: Comstock Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LTR LTR LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A A B Approach Delay Approach LOS A B

25 23 EXHIBIT 8 YEAR 2013 PEAK PM HOUR EXISTING TRAFFIC ANALYSIS Comstock/Algoma HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Algoma/Comstock Analysis Year: Year 2013 Project ID: Comstock Road East/West Street: Algoma Road North/South Street: Comstock Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LTR LTR LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A B B Approach Delay Approach LOS B B

26 24 EXHIBIT 9 YEAR 2019 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Comstock/Algoma HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Algoma/Comstock Analysis Year: Year 2019 Project ID: Comstock Road East/West Street: Algoma Road North/South Street: Comstock Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LTR LTR LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A B B Approach Delay Approach LOS B B

27 25 EXHIBIT 10 YEAR 2019 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Comstock/Algoma HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Algoma/Comstock Analysis Year: Year 2019 Project ID: Comstock Road East/West Street: Algoma Road North/South Street: Comstock Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LTR LTR LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A B B Approach Delay Approach LOS B B