INDUSTRIAL BUILDING 3009 HAWTHORNE ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW REVISED. Prepared for: Canada Inc.

Transcription

1 INDUSTRIAL BUILDING 3009 HAWTHORNE ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW REVISED Prepared for: Canada Inc. Octiober 1, Overview_2.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 Tel (613) Fax (613)

2 Transportation Overview Revised 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 Russell Road Site Access Pedestrian, Cycling, and Transit Facilities FINDINGS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN EXISTING WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS YEAR 2016 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2016 PEAK AM AND PM HOUR TOTAL TRAFFIC RECOMMENDED LANE CONFIGURATION AT THE RUSSELL ROAD ACCESS RUSSELL ROAD ACCESS SIGHT LINE LIST OF TABLES 3.1 PEAK HOUR SITE TRIPS GENERATED SITE ACCESS/HAWTHORNE LoS & 95 th Percentile Queue HAWTHORNE/RUSSELL LoS & Volume/Capacity (v/c)... 13

3 INDUSTRIAL BUILDING 3009 HAWTHORNE ROAD, OTTAWA TRANSPORTATION OVERVIEW - REVISED 1. INTRODUCTION Canada Inc. is planning to develop a parcel of land at 3009 Hawthorne Road. The site is located at the southeast corner of the intersection of Hawthorne Road and Russell Road. The property is vacant land with an area of 4,445 m 2. The Site Plan Application is proposing the site to be developed as a light industrial land use with some office space. The property is currently zoned IL Light Industrial which will support the proposed development. The buildings will have a gross floor area of 922 m 2 of light industrial and 185 m 2 of office space which would be contained in two buildings on the site for a total of 1,107 m 2 of gross floor area. The Site Plan proposes one site access onto Russell Road. The development of the site is expected to be substantially 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 Assessment be prepared for the site. Due to the low volume of new trips generated by the site a Transportation Overview was requested. This Revised report supersedes the Transportation Overview report dated May 2, 2014 and Addendum dated September 10, 2014 which were prepared prior to submission for Site Plan Application. 1.1 Scope of Work The scope of the Transportation Overview 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 Transportation Overview would examine the operation of the proposed location and operation of the site access onto Russell Road, the access to the William E. Hay Centre across from the proposed site access onto Russell Road, and the intersection of Hawthorne Road and Russell Road. The analysis will be completed for the 2015 traffic counts at the Hawthorne/Russell intersection, and for the expected 2016 traffic volumes at the proposed site access, William E. Hays Centre access and Hawthorne/Russell intersections when substantial completion of the site is expected. 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.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 2. ADJACENT ROADS AND INTERSECTIONS The site will be located adjacent to Hawthorne Road. Hawthorne Road is a north-south road which is designated as an arterial road in the City of Ottawa Transportation Master Plan (TMP). The roadway is designated as Hawthorne Road south of the Hawthorne/Russell intersection, and Russell Road north of the intersection. Hawthorne Road in the vicinity of the site is a four lane road with centre medians placed at the intersection approaches and a shared north-south centre left turn lane at midblock. The posted speed limit along the road is 70 km./h. A sidewalk is located along the west side of the road south of the Hawthorne/Russell intersection. Cycling lanes are provided along both sides of the road. Russell Road borders the north limit of the site. Russell Road at this location is an east-west arterial road. The road is a two lane rural road with gravel shoulders. The posted speed limit along the road is 60 km./h. There are no pedestrian sidewalks or cycling lanes along the road. The site is at the southeast corner of the Hawthorne/Russell intersection. The intersection is controlled by traffic signals with Hawthorne Road forming the northbound approach, Russell Road the southbound approach, a private road the eastbound approach and Russell Road the westbound approach. The intersection has the following lane configuration: Northbound Hawthorne Approach - One left turn lane One through lane One shared through/right lane (Channelized) Southbound Russell Approach - One left turn lane One through lane One shared through/right lane (Channelized) Eastbound Private Road - One left turn lane One shared through/right lane (Channelized) Westbound Russell Approach - One left turn lane One through lane One right turn lane (Channelized) Along the north side of Russell Road across from the site is the William E. Hay Centre. The centre is administered by the Youth Services Bureau. The centre has one access point onto Russell Road located approximately 120 metres (centreline to centreline) east of the Hawthorne/Russell intersection. The access is approximately 9 m in width with a single lane entering and a single lane exiting the site. The westbound Russell approach to the access comprises of a shared through/right movement and the eastbound Russell approach has an exclusive left turn lane which provides approximately 25 m of vehicular storage. Figure 2.1 shows the weekday peak AM and PM hour traffic counts taken by the consultant on April 22, 2014 at the intersection of Russell Road and the William E. Hay Centre access, and the July 20, 2015 counts taken by the City of Ottawa at the Hawthorne/Russell intersection. The City of Ottawa counts are provided in the Appendix as Exhibit 1 for the peak AM hour and Exhibit 2 the peak PM hour.

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

7 5 3. PROPOSED DEVELOPMENT The proposed light industrial site is located at 3009 Hawthorne Road, which is at the southeast corner of Hawthorne Road and Russell Road. The site is currently vacant land with a property area of 4,445 m 2. The land is zoned IL which will support the intended light industrial land use. The site plan proposes to have two buildings on site. The gross floor area will comprise of the following: Building A Light Industrial 827 m 2 Office 100 m 2 Building B Light Industrial 95 m 2 Office 85 m 2 Total Area Light Industrial 922 m 2 Office 185 m 2 1,107 m 2 The site is expected to be substantially completed by the year Figure 3.1 shows a conceptual site plan of the site. The Site Plan proposed one site access point onto Russell Road. The Russell Road access would be located approximately 105 m (centreline to centreline) east of the Hawthorne/Russell intersection. The 8.0 m wide access would provide full movements entering and exiting the site. The access would comprise of a single lane entering and a single lane exiting. The access is located approximately 15 metres (centreline to centreline) west of the access to the William E. Hay Centre. The site will contain 21 parking spaces plus 1 space designated as a barrier free space. The Site Plan will provide a facility to accommodate the storage of bicycles. 3.1 Trip Generation The trips generated from the development were determined using the Institute of Transportation Engineers (ITE) document, Trip Generation, 9 th Edition. The analysis utilized the average trip rates for a General Light Industrial use, ITE Land Use 110, and General Office Building use, ITE Land Use 710. The time period for the analysis would be the peak hours of the adjacent street traffic. The ITE document determined the average trip rates to be the following: General Light Industrial Peak AM Hour - Peak PM Hour - General Office Building Peak AM Hour - Peak PM Hour Trips/1000 ft 2 gross floor area 0.97 Trips/1000 ft 2 gross floor area 1.56 Trips/1000 ft 2 gross floor area 1.49 Trips/1000 ft 2 gross floor area

8 6 FIGURE 3.1 CONCEPTUAL SITE PLAN

9 7 The trip generation analysis was conducted for the total development comprising of a gross floor area of 922 m 2 (9,924 ft 2 ) of light industrial use, and 185 m 2 (1,991 ft 2 ) of office. Table 3.1 shows the expected number of weekday peak hour AM and PM hour site generated trips for the development. Although there is bus service past the site on Hawthorne Road, due to the nature of the site there were no adjustments to site trips due to public transit. TABLE 3.1 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT 9 8 (88%) 1 (12%) 10 1 (12%) 9 (88%) Office Building 3 3 (88%) 0 (12%) 3 1 (17%) 2 (83%) Total Trips Trip Distribution The distribution of site generated trips was determined by examining the surrounding roadway network and the possible routes employees would travel from residential areas to the site. The study has therefore assumed the following distribution of trips along Hawthorne Road and Russell Road for both the peak AM and PM hours: To/From the South (Hawthorne Road) - 50 percent To/From the North (Russell Road) - 45 percent To/From the East (Russell Road) - 5 percent 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 site access onto Russell Road and the Hawthorne/Russell intersection using 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.

10 8 FIGURE 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS

11 9 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. For a signalized intersection, the operation or level of service of an intersection is determined from the volume to capacity ratio (v/c) for each lane movement as documented by the City of Ottawa in the Transportation Impact Study Assessment Guidelines, October The following relates the level of service with the volume to capacity ratio at each lane movement. LEVEL OF SERVICE VOLUME TO CAPACITY RATIO Level of Service A 0 to 0.60 Level of Service B 0.61 to 0.70 Level of Service C 0.71 to 0.80 Level of Service D 0.81 to 0.90 Level of Service E 0.91 to 1.00 Level of Service F > Background and Total Traffic Volumes The 2016 background traffic volumes used in the study analysis represents the future volume of traffic at the adjacent intersections which do not include the expected traffic from the site. Although City of Ottawa traffic counts showed a decrease in traffic from the July 19, 2010 counts to the July 20, 2015 counts, the study has assumed an annual growth of 2.0 percent at both the Hawthorne/Russell intersection and Russell/William E. Hay intersection in order to increase the traffic counts to the expected background traffic at the year The traffic along Russell Road has been balance between the two intersections with the 2016 peak AM and PM hour volume of background traffic shown in Figure 4.1. The 2016 total traffic is the addition of the site generated trips shown in Figure 3.2 and the 2016 background traffic volumes. The total volume of traffic at the year 2016 is shown in Figure Traffic Analysis The Transportation Overview report has examined the operation of the site access onto Russell Road and the Hawthorne/Russell intersection. The results of the analysis are discussed in detail in the following sections:

12 10 FIGURE 4.1 YEAR 2016 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

13 11 FIGURE 4.2 YEAR 2016 PEAK AM AND PM HOUR TOTAL TRAFFIC

14 12 Access and Russell Road Intersection The site access onto Russell Road would be located approximately 105 m east of the Hawthorne/Russell intersection. The access would be a full movement access with one lane entering and one lane exiting which would consist of a shared left/right turning movement. The access would have a width of 8.0 m. The traffic analysis was performed assuming the westbound Russell Road approach consisted of one shared left/through lane which would provide access to the site. The operational analysis for the expected 2016 total volume of traffic at the access determined that during the peak AM hour the westbound Russell left/through movement would function at a Level of Service (LoS) A and the northbound access left/right turning movement at a LoS B. During the peak PM hour both the westbound Russell approach and northbound site exit approach would function at a LoS A. The westbound Russell approach would experience a 95 th percentile queue of 0.00 vehicles. The northbound site exit would experience a 95 th percentile queue of 0.04 vehicles during the peak PM hour, with the site plan providing a clear throat distance of approximately 15 metres which conforms to the Transportation Association of Canada (TAC) publication, Geometric Design Guide for Canadian Roads guideline for clear throat distances onto an arterial road. Table 4.1 summarizes the analysis with the analysis sheets provided as Exhibit 3 and Exhibit 4. TABLE 4.1 SITE ACCESS/RUSSELL LoS & 95 th Percentile Queue Intersection Approach PEAK AM HOUR YEAR 2016 PEAK PM HOUR YEAR 2016 LoS Q 95 (Veh.) LoS Q 95 (Veh.) WB Left/Through Russell A 0.00 A 0.00 NB Left/ Access B 0.00 A 0.04 William E. Hay Centre Access and Russell Road Intersection The site access to the William E. Hay Centre is located across from the proposed site. Although not warranted, the access has an exclusive eastbound left turn lane providing 25 m (3 vehicles) of vehicular storage. With the proposed site driveway offset by approximately 15 m to the west of the Centre s access, all northbound left turn exiting movements from the site would cross the eastbound left turn lane to the William E. Hay Centre. An analysis was conducted for the expected 2016 peak AM and PM hours for the Centre which determined that the 95 th percentile queue at the eastbound left turn movement was 0.01 vehicles during the peak AM and PM hours (Exhibit 5 and Exhibit 6). The expected queue at the eastbound left turn movement into the William E. Hay Centre would not interfere with the exiting left turn movements from the site. Both the eastbound left turn lane and southbound exit would function at a LoS A during the 2016 peak AM and PM hours.

15 13 Hawthorne Road and Russell Road Intersection The site is located at the southeast corner of the Hawthorne/Russell intersection. The intersection is controlled by traffic signals. An operational analysis conducted using the most recent traffic counts (2015) and signal timing plan obtained from the City of Ottawa, determined that the intersection would operate at a LoS A during both the peak AM and PM hours. The operation of the intersection is summarized in Table 4.2 with the analysis sheets provided as Exhibit 7 and 8. For the expected traffic at the year 2016 following the development of the site (Figure 4.2), the intersection would continue to operate at a LoS A during the peak AM and peak PM hours. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 9 and Exhibit 10. There would be no recommended modifications to the Hawthorne/Russell intersection due to the proposed development. TABLE 4.2 HAWTHORNE/RUSSELL LoS & Volume/Capacity (v/c) Intersection Approach PEAK AM HOUR (2015) 2016 PEAK PM HOUR (2015) 2016 LoS v/c LoS v/c EB Left Private Road (A) A (0.08) 0.08 (A) A (0.20) 0.20 EB Through/ Private Road (A) A (0.03) 0.03 (A) A (0.03) 0.03 WB Left Russell (A) A (0.05) 0.26 (A) A (0.06) 0.10 WB Through Russell (A) A (0.00) 0.00 (A) A (0.00) 0.00 NB Left Hawthorne (A) A (0.05) 0.05 (A) A (0.02) 0.02 NB Through/ Hawthorne (A) A (0.46) 0.47 (A) A (0.37) 0.38 SB Left Russell (A) A (0.18) 0.21 (A) A (0.25) 0.29 SB Through/ Russell (A) A (0.37) 0.38 (A) A (0.56) 0.57 INTERSECTION (A) A (0.36) 0.42 (A) A (0.46) Russell Road Site Access The Site Plan proposes that the site s Russell Road access be located approximately 15 m west of the William E. Hay Centre access. The 8.0 m wide access would consist of one lane entering the site and one lane exiting. The access would provide full turning movements. Due to the triangular shape of the property, the site access could not be aligned with the William E. Hay Centre without reducing the building space on site, adversely affecting the circulation of on-site

16 14 traffic, and reducing the clear throat distance at the access for less than 15 m (TAC recommendation for a light industrial access onto an arterial road). The study recommends a shared centre turn lane as shown in Figure 4.3 which would provide 15 m of vehicular storage. The shared centre turn lane would be signed with a Two-Way Left-Turn Lane Sign (RB-48) and a Side-Mounted Single Lane Designation Signs (RB-48S) which would conform to standards in the Manual 0f Uniform Traffic Control Devices for Canada. The shared centre turn lane would be similar to the existing lane along Hawthorne Road south of the Hawthorne/Russell intersection. A sight line survey was completed at the location of the proposed site access onto Russell Road. The criteria for evaluating sight distance are established in the TAC publication, Geometric Design Guide for Canadian Roads. The analysis has utilized the minimum stopping sight distance for the urban location. The minimum stopping sight distance allows drivers adequate time to bring their vehicles to a stop. A 60 km./h. design speed was used which is the posted speed limit and would be representative of the speed of vehicles along Russell Road in the vicinity of the site access and in close proximity to the Hawthorne/Russell intersection. The TAC publication determined that the minimum stopping sight distance would be 90 m. Figure 4.4 shows a 90 m sight line between a vehicle exiting the site and a westbound vehicle along Russell Road. The exhibit shows that the sight distance exceeds the minimum stopping sight distance which assumes the sight line is within the road s right-of-way. 4.4 Pedestrian, Cycling, and Transit Facilities A pedestrian sidewalk is located along the west side of Hawthorne Road south of the Hawthorne/Russell intersection. There are no sidewalks north or east of the Hawthorne/Russell intersection. The Site Plan proposes to construct a 2.0 m sidewalk across the frontage of the site along Hawthorne Road and along Russell Road adjacent to the site. The Site Plan provides a bicycle rack close to the building entrances. There are dedicated cycling lanes along Hawthorne Road but no cycling lanes along Russell Road. OC Transpo Route 192 travels along Hawthorne Road past the site and terminates at the St. Laurent Transit Station. Bus stops are located on Hawthorne Road in close proximity to the site. 5. FINDINGS Canada Inc. has proposed the development of land at 3009 Hawthorne Road. The land has an area of 4,445 m 2, and is situated at the southeast corner of Hawthorne Road and Russell Road. The land is currently vacant with an IL zoning which will support the proposed development of the site. The site will have one access onto Russell Road. 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 Transportation Overview be prepared which would address the number of site trips and operation of the access. The land use of the site will be light industrial with some office space. The study analysis has examined the site access and Hawthorne/Russell

17 15 FIGURE 4.3 RECOMMENDED LANE CONFIGURATION AT THE RUSSELL ROAD ACCESS

18 16 FIGURE 4.4 RUSSELL ROAD ACCESS SIGHT LINE

19 17 intersection for the impact of site trips during the weekday peak AM and PM hour of the adjacent roads at the year 2016 when the development is expected to be completed. The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that the proposed development would generate 12 new vehicles trips during the peak AM hour and 13 new vehicles trips during the peak PM hour. 2) The Russell Road access would be a full movement access. The analysis determined that the access would operate at an acceptable level of service during the 2016 peak AM and PM hours. The access is located approximately 15 m west of the access to the William E. Hay Centre. There is an existing eastbound left turn lane into the Centre which provides 25 m of vehicular storage. Peak hour traffic counts taken in April 2014 determined that there was a very low volume of trips entering the site, and an analysis for the expected 2016 traffic volumes determined that the eastbound left turn movement would experience a 95 th percentile queue of 0.01 vehicles during peak hours. The expected queue into the William E. Hay Centre would not interfere with the westbound Russell left turn movements entering the site and exiting left turn movements from the site. Although an exclusive westbound Russell left turn lane into the site is not warranted due to the low volume of traffic, it is recommended that a centre lane be provided with shared left turn movements into both the site and William E. Hay Centre (see Figure 4.3). 3) The Russell Road site access would provide a clear throat distance for exiting vehicles and a sight line distance which would meet the requirements of the Transportation Association of Canada (TAC) publication, Geometric Design Guide for Canadian Roads. 4) The intersection of Hawthorne Road and Russell Road was determined to operate at an acceptable level of service for the traffic counts and the expected 2016 traffic volumes which include the 3009 Hawthorne Road site generated trips. There would be no required intersection modifications due to the development of the 3009 Hawthorne Road site. Prepared by: David J. Halpenny, M. Eng., P. Eng.

20 18 APPENDIX TRAFFIC COUNTS OPERATIONAL ANALYSIS WORK SHEETS

21 19 EXHIBIT PEAK AM HOUR TRAFFIC COUNTS Hawthorne/Russell

22 20 EXHIBIT PEAK PM HOUR TRAFFIC COUNTS Hawthorne/Russell

23 21 EXHIBIT 3 YEAR 2016 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Access/Russell HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Access/Russell Analysis Year: Year 2016 Project ID: 3009 Hawthorne Road East/West Street: Access North/South Street: Russell Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration TR LT Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 1 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 1 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 EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 1 1 C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 10.2 Approach LOS B

24 22 EXHIBIT 4 YEAR 2016 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Access/Russell HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Access/Russell Analysis Year: Year 2016 Project ID: 3009 Hawthorne Road East/West Street: Access North/South Street: Russell Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration TR LT Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 10 1 Peak Hour Factor, PHF Hourly Flow Rate, HFR 10 1 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 EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 0 11 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.6 Approach LOS A

25 23 EXHIBIT 5 YEAR 2016 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS W. E. Hay/Russell HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: William E. Hay/Russell Analysis Year: Year 2016 Project ID: 3009 Hawthorne Road East/West Street: William E. Hay Centre Access North/South Street: Russell Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 0 2 Peak Hour Factor, PHF Hourly Flow Rate, HFR 0 2 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 EB WB Northbound Southbound Movement Lane Config L LR v (vph) 5 2 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.5 Approach LOS A

26 24 EXHIBIT 6 YEAR 2016 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS W. E. Hay/Russell HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: William E. Hay/Russell Analysis Year: Year 2016 Project ID: 3009 Hawthorne Road East/West Street: William E. Hay Centre Access North/South Street: Russell Road Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 2 10 Peak Hour Factor, PHF Hourly Flow Rate, HFR 2 10 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 EB WB Northbound Southbound Movement Lane Config L LR v (vph) 4 12 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.8 Approach LOS A

27 25 EXHIBIT 7 YEAR 2015 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Hawthorne/Russell HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Hawthorne/Russell Period: Peak AM Hour Year: Year 2015 Project ID: 3009 Hawthorne Road E/W St: Russell Road East N/S St: Hawthorne Road South SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L TR L T L TR L TR Volume Lane Width RTOR Vol _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A NB Left P Thru A Thru P A P Peds X Peds X WB Left A SB Left P Thru A Thru P P Peds X Peds X NB EB SB WB Green Yellow All Red Cycle Length: 90.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L # Thru TR Westbound Left L Thru T Northbound Left L Thru TR # Southbound Left L Thru TR _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.32 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.36

28 26 EXHIBIT 8 YEAR 2015 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Hawthorne/Russell HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Hawthorne/Russell Period: Peak PM Hour Year: Year 2015 Project ID: 3009 Hawthorne Road E/W St: Russell Road East N/S St: Hawthorne Road South SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L TR L T L TR L TR Volume Lane Width RTOR Vol _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A NB Left P Thru A Thru P A P Peds X Peds X WB Left A SB Left P Thru A Thru P P Peds X Peds X NB EB SB WB Green Yellow All Red Cycle Length: 85.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L # Thru TR Westbound Left L Thru T Northbound Left L Thru TR Southbound Left L Thru TR # _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.41 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.46

29 27 EXHIBIT 9 YEAR 2016 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Hawthorne/Russell HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Hawthorne/Russell Period: Peak AM Hour Year: Year 2016 Project ID: 3009 Hawthorne Road E/W St: Russell Road East N/S St: Hawthorne Road South SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L TR L T L TR L TR Volume Lane Width RTOR Vol _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A NB Left P Thru A Thru P A P Peds X Peds X WB Left A SB Left P Thru A Thru P P Peds X Peds X NB EB SB WB Green Yellow All Red Cycle Length: 90.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L Thru TR Westbound Left L # Thru T Northbound Left L Thru TR # Southbound Left L Thru TR _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.37 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.42

30 28 EXHIBIT 10 YEAR 2016 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Hawthorne/Russell HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Hawthorne/Russell Period: Peak PM Hour Year: Year 2016 Project ID: 3009 Hawthorne Road E/W St: Russell Road East N/S St: Hawthorne Road South SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L TR L T L TR L TR Volume Lane Width RTOR Vol _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A NB Left P Thru A Thru P A P Peds X Peds X WB Left A SB Left P Thru A Thru P P Peds X Peds X NB EB SB WB Green Yellow All Red Cycle Length: 85.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound Left L # Thru TR Westbound Left L Thru T Northbound Left L Thru TR Southbound Left L Thru TR # _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.41 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.47