HOLIDAY INN HOTEL 235 KING EDWARD AVENUE CITY OF OTTAWA TRANSPORTATION BRIEF. Prepared for:

Transcription

1 HOLIDAY INN HOTEL 235 KING EDWARD AVENUE CITY OF OTTAWA TRANSPORTATION BRIEF Prepared for: Momentum Planning & Communications 1165 Greenlawn Crescent Ottawa, ON K1L 6C2 June 29, Brief_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 HOLIDAY INN HOTEL Trip Generation Trip Distribution TRANSPORTATION IMPACT Background and Total Traffic Volumes Traffic Analysis Site Circulation of Traffic Collision Reports Transportation Demand Management (TDM) FINDINGS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN EXISTING PEAK PM HOUR AND SATURDAY PEAK HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN PEAK PM AND SATURDAY PEAK HOUR SITE GENERATED TRIPS PEAK PM AND SATURDAY PEAK HOUR BACKGROUND TRAFFIC PEAK PM AND SATURDAY PEAK HOUR BACKGROUND TRAFFIC PEAK PM AND SATURDAY PEAK HOUR TOTAL TRAFFIC PEAK PM AND SATURDAY PEAK HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 TRIP GENERATION RATES PEAK HOUR SITE TRIPS GENERATED SITE ENTRANCE/ST. PATRICK STREET LoS & Delay SITE EGRESS/MURRAY STREET LoS & Delay ST. PATRICK STREET/KING EDWARD AVENUE LoS & Volume/Capacity (v/c) MURRAY STREET/KING EDWARD AVENUE LoS & Volume/Capacity (v/c) COLLISION SUMMARY... 19

3 HOLIDAY INN HOTEL 235 KING EDWARD AVENUE, OTTAWA TRANSPORTATION BRIEF 1. INTRODUCTION Momentum Planning and Communications has proposed the development of lands at the southeast corner of St. Patrick Street and King Edward Avenue in the City of Ottawa. The lands are hectares in size and are located at the municipal address of 235 King Edward Avenue. The location of the site is shown in Figure 1.1. The site will contain a 167 room Holiday Inn hotel which would have space for meeting rooms and a restaurant. Parking for the site will be located in an underground garage which would provide 79 underground and 5 short term spaces at grade at the entrance. The site will have one site entrance off of St. Patrick Street and one exit onto Murray Street. Substantial completion of the site works is expected by the year As part of the Site Plan Application, City of Ottawa staff has requested that a Transportation Brief be prepared due to the low volume of expected site generated trips. The Transportation Brief would examine the operation of the two site access points and the impact that the site would have on the intersection of St. Patrick Street and King Edward Avenue, and the intersection of Murray Street and King Edward Avenue. 1.1 Scope of Work The site is expected to generate a low volume of trips and would not trigger the preparation of a Transportation Impact Study report, but would trigger a report as documented in the City of Ottawa Transportation Impact Assessment Guidelines. The scope of the was determined during discussions with City of Ottawa staff. With the location of the site and its access in close proximity to a major intersection, City staff has requested that the examine the operation of the site s access from St. Patrick Street and egress onto Murray Street, and the St. Patrick/King Edward and Murray/King Edward intersections. The traffic analysis would be conducted for the peak traffic periods at both the hotel and adjacent roads. The time period for the analysis would be for the weekday peak PM hour and Saturday peak hour of the adjacent roads. The analysis will examine the existing operation of the St. Patrick/King Edward and Murray/King Edward intersections, and the operation of the intersections and proposed site access/egress at the year 2017 when build out of the site is expected, and at the year 2022 which represents five years beyond the development of the site.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 2. ADJACENT ROADS AND INTERSECTIONS The site will front onto King Edward Avenue, St. Patrick Street, and Murray Street. St. Patrick Street is designated as an arterial road in the City of Ottawa Transportation Master Plan (TMP). St. Patrick Street is a four lane divided roadway which splits into westbound only lanes adjacent to the north limit of the site, and eastbound only (Murray Street) along the south limit of the site. St. Patrick Street in front of the site has a lane configuration consisting of two westbound through lanes and two westbound right turn lanes. St. Patrick Street has sidewalks along both sides of the road with no cycling facilities with the exception of a bicycle pocket between the westbound through and right turn lanes as part of the approach to the St. Patrick/King Edward intersection. No Stopping signs are placed along the road in the vicinity of the site which prohibits the stopping of vehicles. The road has an unposted speed limit of 50 km./h. Murray Street borders the south side of the site. It contains two eastbound only lanes. Murray Street turns into a single lane and connects to St. Patrick Street just east of the site, with the two eastbound lanes continuing as St. Patrick Street. Murray Street has sidewalks along both sides of the road and no cycling facilities. No Stopping signs are placed along the road in the vicinity of the site which prohibits the stopping of vehicles. The road has a posted speed limit of 50 km./h. King Edward Avenue borders the west limit of the site. King Edward Avenue is a six lane divided roadway which is designated as an arterial road. In the southbound direction one lane is designated as a transit priority lane Monday to Friday between the hours of 3:00-5:30 PM. Cycling lanes are designated in both the northbound and southbound directions. Sidewalks exist along both sides of the road. No Stopping signs are posted along the northbound lanes which prohibits the stopping of vehicles Monday to Friday between the hours of 7:00-9:00 AM and 3:30-5:30 PM. Signs are posted allowing 1 hour parking Monday to Friday between the hours of 9:00-3:30. The southbound King Edward Avenue lanes have No Stopping signs posted between St. Patrick Street and Murray Street. The roadway has a posted speed limit of 40 km./h. The site is located at the southeast corner of the intersection of St. Patrick Street and King Edward Avenue. The intersection is controlled by traffic signals with King Edward Avenue forming the northbound and southbound approaches, and St. Patrick Street the westbound approach. St. Patrick Street through the intersection has only one-way traffic in the westbound direction. The intersection has the following lane configuration: Northbound King Edward Approach - Southbound King Edward Approach - Eastbound Murray Approach - Two through lanes One shared through/right lane Two left turn lanes Two through lanes One through lane (Transit Priority in PM) One left turn lane One shared left/through lane One shared through/right lane The intersection of Murray Street and King Edward Avenue is located at the southwest corner of the site. The intersection is controlled by traffic signals with King Edward Avenue forming the

6 4 northbound and southbound approaches, and Murray Street the eastbound approach. Murray Street through the intersection has only one-way traffic in the eastbound direction. The intersection has the following lane configuration: Northbound King Edward Approach - Southbound King Edward Approach - Eastbound Murray Approach - Three through lanes Three through lanes One shared through/right lane One through lane (Transit Priority in PM) One shared left/through lane One through lane Two channelized right turn lanes Murray Street is a two lane eastbound road which terminates at a T intersection with St. Patrick Street. St. Patrick Street would form the westbound approach (one-way traffic) and Murray Street the stop controlled northbound approach. Murray Street at the approach to the intersection is a single lane providing only a left turning movement. Figure 2.1 shows the weekday peak PM hour and Saturday peak hour traffic counts taken by the City of Ottawa. Exhibit 1 in the Appendix presents the weekday peak PM hour and Exhibit 2 the Saturday peak hour traffic counts for the St. Patrick/King Edward intersection. Exhibit 3 presents the weekday peak PM hour traffic counts for the Murray/King Edward intersection. 3. PROPOSED HOLIDAY INN HOTEL The hotel site is located at the southeast corner of the St. Patrick/King Edward intersection which has a municipal address of 235 King Edward Avenue. The total site is hectares in size (0.588 acres) with the current use being a gravel parking lot and an existing residential building. The site is part of a small island separated from the adjacent neighbourhood by St. Patrick Street on the north side, Murray Street on the south side, and King Edward Avenue on the west side. Adjacent to the east limit of the site is a City of Ottawa Parametric Post. The 364 St. Patrick Street parcel is zoned Traditional Mainstreet with Exception [2108] and Schedule 317 (TM [2108] S317). The balance of the site is zoned Traditional Mainstreet (TM). The site development will consist of a 9 storey Holiday Inn hotel which would provide 167 rooms with banquet and meeting space along with a full restaurant. The Site Plan provides 79 parking spaces in an underground garage, and 5 short term parking spaces and lay-by along with a loading space all provided as internal surface parking. The site will have one entrance from St. Patrick Street which would be located approximately 55 m east of the St. Patrick/King Edward intersection (centreline to centreline). There would be one exit onto Murray Street approximately 80 m east of the Murray/King Edward intersection. The exit would accommodate vehicles from the lay-by and short term surface parking along with vehicles exiting from the underground parking garage. The width of the entrance would be approximately 6.5 m and exit 4.2 m, and would consist of one lane entering and one lane exiting the site. Trucks would use the same entrance and exit as the hotel patrons.

7 5 FIGURE 2.1 EXISTING PEAK PM HOUR AND SATURDAY PEAK HOUR TRAFFIC COUNTS

8 6 Figure 3.1 shows a conceptual site plan for the Holiday Inn hotel which is expected to be completed and open to the public by Trip Generation The site would comprise of 167 room Holiday Inn hotel with banquet and meeting space and a full restaurant. The site generated trips were determined using the Institute of Transportation Engineers (ITE) document, Trip Generation. The analysis used the Hotel land use, ITE Land Use Code 310 and the average trip rate to calculate the trips for the weekday peak PM hour and Saturday peak hour based on a hotel with 167 occupied rooms (full occupancy). Table 3.1 shows the trip rates used in the analysis. TABLE 3.1 TRIP GENERATION RATES LAND USE TRIP GENERATION RATE Peak PM Hr. Saturday Peak Hr. Hotel (ITE Land Use Code 310) 0.70 T/Occupied Room 0.87 T/Occupied Room The number of site generated trips utilized the trip rates of Table 3.1 and the proportion of trips entering and exiting the site as documented in the ITE manual. With the site located close to the downtown core and OC Transpo Regular Service Route #1 travelling along St. Patrick Street with bus stops close by, there is an opportunity for some of the patrons to use public transit. For a hotel, public transit usage is generally low since patrons are unfamiliar with the area with many of the trips being made by private vehicle, hotel and airport shuttle, or taxi. The analysis has taken a conservative approach and not applied a transit share rate to the expected site trips. Table 3.2 shows the expected number of peak hour site generated trips for the Holiday Inn hotel for a weekday peak PM hour and Saturday peak hour. TABLE 3.2 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK PM HR. SATURDAY PEAK HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Hotel (ITE 310) (49%) 60 (51%) (50%) 73 (50%)

9 7 FIGURE 3.1 CONCEPTUAL SITE PLAN

10 8 3.2 Trip Distribution The distribution of site generated trips was determined utilizing the data published in the TRANS Committee document, 2011 Origin-Destination Survey, Summary Results. The document showed that for the Ottawa Centre district, the peak AM hour distribution of trips was as follows: To/From the North 20% To/From the South 60% To/From the East 10% To/From the West 10% The above distribution was used for both the peak PM and Saturday peak hours. Figure 3.2 shows the expected distribution of site generated trips during the weekday peak PM and Saturday peak hours. 4. TRANSPORTATION IMPACT The study will examine the operation of the site s entrance onto St. Patrick Street and exit onto Murray Street, and the intersection of St. Patrick Street and King Edward Avenue and intersection of Murray Street and King Edward Avenue. The time period of the analysis would be the weekday peak PM hour and peak Saturday hour of the adjacent roads. The study will examine the operation of the intersections for the existing traffic counts, at the year 2017 when the hotel is expected to be completed and open to patrons, and at the year 2022 which represents five years beyond opening of the hotel. 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. 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

11 9 FIGURE 3.2 PEAK PM AND SATURDAY PEAK HOUR SITE GENERATED TRIPS

12 10 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 study will examine the impact of the site at the years 2017 and The growth in background traffic was determined from the City of Ottawa TMP (Figure 2.1) which shows that the total annual growth in employment projected from 2006 to 2031 is approximately 1.2 percent. The study has therefore utilized an annual growth in background traffic volumes of 2.0 percent. The following growth factors were applied to the traffic counts (Figure 2.1) at the St. Patrick/King Edward and Murray/King Edward intersections: 2.0 Percent Annual Growth 2009 to 2017 = St. Patrick/King Edward weekday peak PM hr to 2017 = St. Patrick/King Edward peak Saturday & St. Patrick/Murray peak PM hr to 2022 = completion to 5 years beyond completion of the hotel Figure 4.1 shows the expected 2017 peak PM hour and Saturday peak hour background traffic volumes utilizing the above growth factors (excluding site generated trips), and Figure 4.2 the 2022 peak hour background traffic volumes. The total traffic volumes are the addition of the future background traffic and the expected site generated trips (Figure 3.2). Figure 4.3 shows the 2017 total traffic volumes and Figure 4.4 the 2022 total traffic volumes. 4.2 Traffic Analysis The report will examine the operation of the site entrance from St. Patrick Street and the site exit onto Murray Street along with the St. Patrick/King Edward and Murray/King Edward intersections. The results of the analysis are discussed in detail in the following sections: Site Entrance and St. Patrick Street Intersection The site will have one entrance from St. Patrick Street. The entrance will provide access to the lay-by and 5 short term parking spaces at the front entrance to the hotel and to the underground parking garage. The width of the access will be 6.5 m with the centreline of the access located at approximately 35 m from the stop bar at the westbound St. Patrick Street approach to the St. Patrick/King Edward intersection. St. Patrick Street at the access comprises of two through lanes

13 11 FIGURE PEAK PM AND SATURDAY PEAK HOUR BACKGROUND TRAFFIC

14 12 FIGURE PEAK PM AND SATURDAY PEAK HOUR BACKGROUND TRAFFIC

15 13 FIGURE PEAK PM AND SATURDAY PEAK HOUR TOTAL TRAFFIC

16 14 FIGURE PEAK PM AND SATURDAY PEAK HOUR TOTAL TRAFFIC

17 15 to the St. Patrick/King Edward intersection, and two channelized right turn lanes. The site access is restricted to one-way traffic of vehicles entering the site. The following shows the routes the site trips would make to travel to the site from each direction: Direction North South East West Entering From SB King Edward, EB Murray to St. Patrick, WB St. Patrick to site entrance NB King Edward, EB Murray, WB St. Patrick to site entrance WB St. Patrick to site entrance EB Murray to St. Patrick, WB St. Patrick to site entrance The operational analysis for the expected 2017 total traffic volumes at the St. Patrick Street access determined that the westbound St. Patrick left/through movement would function at a Level of Service (LoS) A during both the weekday peak PM and Saturday peak hours. Table 4.1 summarizes the findings of the analysis with the analysis sheets provided in the Appendix as Exhibit 4 for the peak PM hour and Exhibit 5 for the Saturday peak hour. TABLE 4.1 SITE ENTRANCE/ST. PATRICK STREET LoS & Delay Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2017 (2022) SATURDAY PEAK HOUR YEAR 2017 (2022) LoS Delay (sec.) LoS Delay (sec.) WB /Through St. Patrick A (A) 7.3 (7.3) A (A) 7.3 (7.3) The total traffic volumes at the year 2022 determined that the access intersection would operate at the same level of service as the 2017 traffic volumes. The westbound St. Patrick left/through movement would function at a LoS A during the peak PM and Saturday peak hours with a 95 th percentile queue of 0.15 vehicles during the Saturday peak hour. Table 4.1 summarizes the operation of the intersection for the 2022 traffic volumes, with the analysis provided as Exhibits 6 and 7. Site Exit and Murray Street Intersection The site will have one exit which would be onto Murray Street. The exit will provide egress from the lay-by and 5 short term parking spaces at the front entrance to the hotel and from the underground parking garage. The width of the exit lane will be approximately 4.2 m with the centreline of the access located at approximately 80 m from the Murray/King Edward

18 16 intersection. Murray Street past the site exit comprises of two eastbound lanes. The following shows the routes the site trips would make to travel from the site in each direction: Direction North South East West Exiting To EB Murray to St. Patrick, WB St. Patrick to King Edward, NB on King Edward EB Murray to St. Patrick, WB St. Patrick to King Edward, SB on King Edward EB Murray from site exit EB Murray to St. Patrick, WB on St. Patrick The Murray Street site exit would operate as a one-way exit only lane. The expected 2017 total traffic volumes at the Murray Street egress determined that the southbound site egress left turn movement would function at a LoS C during the weekday peak PM hour. There were no Saturday peak hour traffic counts available from the City of Ottawa along Murray Street. Table 4.2 summarizes the findings of the analysis with the analysis sheet provided as Exhibit 8 for the weekday peak PM hour. TABLE 4.2 SITE EGRESS/MURRAY STREET LoS & Delay Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2017 (2022) SATURDAY PEAK HOUR YEAR 2017 (2022) LoS Delay (sec.) LoS Delay (sec.) SB Site Exit C (C) 15.3 (16.5) - (-) - (-) At the year 2022 the expected volume of total traffic determined that the egress intersection would operate at the same level of service as the 2017 traffic during the weekday peak PM hour. The southbound site egress movement would function at a LoS C with a 95 th percentile queue of 0.62 vehicles during the peak PM hour. With a clear throat distance of 1 vehicle at the site s exit, the expected queue would not interfere with the operation of the underground parking garage exit. Table 4.2 summarizes the operation of the intersection for the 2022 traffic, with the analysis provided as Exhibits 9. St. Patrick Street and King Edward Avenue Intersection The intersection of St. Patrick Street and King Edward Avenue is controlled by traffic signals. The traffic signal timing plan which was obtained from the City of Ottawa shows that the traffic signals have a cycle length of 120 seconds during the peak PM hour and Saturday peak hour. Using the 2009 peak PM and 2014 Saturday peak hour traffic counts and the existing signal timing plan and lane configuration, the intersection operated at an overall LoS A during both

19 17 the peak PM and Saturday peak hours, with all lane movements functioning at a LoS A with the exception of the northbound King Edward Avenue through movement which functioned at a LoS B during the peak PM hour. Table 4.3 summarizes the 2009 and 2014 operation of the intersection with the analysis sheets provided as Exhibit 10 and Exhibit 11. For the total traffic volumes at the year 2017 and the same lane configuration, the intersection was determined to operate at a LoS B during the peak PM hour and LoS A during the Saturday peak hour. The analysis adjusted the traffic signal timing plan to allow for more green time in the northbound King Edward approach during the peak PM hour. Total cycle lengths were maintained. Table 4.3 summarizes the 2017 operation of the intersection with the analysis sheets provided as Exhibit 12 for the peak PM hour and Exhibit 13 for the Saturday peak hour. TABLE 4.3 ST. PATRICK STREET/KING EDWARD AVENUE LoS & Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR (2022) SATURDAY PEAK HOUR YEAR (2022) LoS v/c LoS v/c WB /Through St. Patrick A A (C) (0.58) A A (B) (0.62) WB St. Patrick A C (C) (0.79) A A (A) (0.27) NB Through King Edward B B (C) (0.76) A A (A) (0.46) SB Through/ King Edward A A (A) (0.33) A A (A) (0.43) TOTAL LoS A B (C) (0.74) A A (A) (0.49) At the year 2022 the intersection would operate at a LoS C during the peak PM hour and LoS A during the Saturday peak hour with the existing lane geometry and adjustments to the traffic signal timing plan. The two westbound St. Patrick shared left/through lanes would experience a queue of 81 m during the 2022 peak PM hour and 98 m during the Saturday peak hour. With the access located approximately 35 m from the westbound stop bar of the intersection, the westbound St. Patrick Street queue may periodically extend to the site access during peak hours. The queues would clear every signal cycle allowing clear access to the site. Table 4.3 summarizes the year 2022 operation of the intersection with the analysis sheets provided as Exhibit 14 and Exhibit 15. There would be no requirement for intersection modifications due to the development of the Holiday Inn site.

20 18 Murray Street and King Edward Avenue Intersection The intersection of Murray Street and King Edward Avenue is controlled by traffic signals. The intersection was analyzed using a 120 second signal timing cycle for both the weekday peak PM hour and Saturday peak hour. Using the 2014 peak PM hour traffic counts and lane configuration, the intersection operated at an overall LoS C during the peak PM hour, with all lane movements functioning at a LoS A or LoS C. Table 4.4 summarizes the 2014 operation of the intersection with the analysis sheet provided as Exhibit 16 for the weekday peak PM hour. TABLE 4.4 MURRAY STREET/KING EDWARD AVENUE LoS & Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR (2022) SATURDAY PEAK HOUR LoS v/c LoS v/c EB Murray C C (D) (0.84) EB /Through/ Murray C D (D) (0.90) NB Through/ King Edward C D (E) (0.93) SB King Edward A D (E) (0.94) SB Through King Edward A A (A) (0.48) TOTAL LoS C D (E) (0.92) For the total traffic volumes at the year 2017 and the same lane configuration and timing plan, the intersection was determined to operate at a LoS D during the peak PM hour. Total cycle lengths were maintained. Table 4.4 summarizes the 2017 operation of the intersection with the analysis sheet provided as Exhibit 17 for the peak PM hour. At the year 2022 the intersection would function at a LoS E during the weekday peak PM hour due to the increasing volume of background traffic. The eastbound Murray Street approach would function at a LoS D while the northbound and southbound King Edward Avenue approaches functioned at a LoS E. The southbound King Edward through movement functioned at a LoS A due to the additional green time it received from the southbound left turn movement. The proposed Holiday Inn hotel would contribute a very small volume of traffic to the intersection (approximately 1.4% at the southbound King Edward left turn movement) which would result in only a minor impact on the operation of the intersection. Table 4.4 summarizes the 2022 operation of the intersection with the analysis sheet provided as Exhibit 17. There would be no requirement for intersection modifications due to the development of the site.

21 Site Circulation of Traffic The proposed Site Plan shows an efficient movement of vehicles entering from St. Patrick Street and exiting onto Murray Street. The site s exit onto Murray Street provides a clear throat distance of approximately 1 vehicle. The 2022 analysis determined that the 95 th percentile queue at the exit was 0.62 vehicles which would result in the queueing at the site exit to not interfere with the operation of the exit from the parking garage. 4.4 Collision Reports A three year collision report summary was obtained from the City of Ottawa for the year 2011 through 2013 at the St. Patrick/King Edward and Murray/King Edward intersections. The reports determined that at the St. Patrick/King Edward intersection there were 47 reported collisions over the three year time period. Of the 47 collisions, 5 were angular collisions which are collisions which may be reduced by the installation of traffic signals or modifications to the intersection. At the Murray/King Edward intersection there were 27 reported collisions over the three year time period of which 4 were angular collisions. Table 4.5 summarizes the types of collisions reported at the intersections over the three year period, with the City of Ottawa collision reports provided in the Appendix as Exhibit 19. The collision reports do not indicate the need for modifications to the St. Patrick/King Edward or Murray/King Edward intersections. The relatively low volume of traffic generated by the site would result in a negligible impact on the collisions reported at the intersections. Murray/King Edward Intersection TABLE 4.5 COLLISION SUMMARY COLLISION DATA Year Rear-End Angular Turning Other Total St. Patrick/King Edward Intersection Year Rear-End Angular Turning Other Total

22 Transportation Demand Management (TDM) The City of Ottawa is implementing Transportation Demand Management (TDM) measures as a plan to reduce peak hour traffic along the City s transportation network. Although the site is a hotel with patrons unfamiliar with the area, the Site Plan does serve the principals of TDM by locating the site in close proximity to pedestrian, cycling and transit facilities. The following lists the facilities which would reduce the volumes of peak hour vehicular traffic: 1. Sidewalks currently exist along both sides of St. Patrick Street, Murray Street and King Edward Avenue. The main entrance to the hotel is from King Edward Avenue and the driveway which enters from St. Patrick Street and exits onto Murray Street. The main access to the building will have direct access to the existing municipal sidewalks on King Edward Avenue, and along St. Patrick Street and Murray Street from the driveway. Patrons of the hotel would have good access to the downtown municipal sidewalk system. 2. OC Transpo Regular Service Route #1 travels westbound along St. Patrick Street past the site and eastbound along Murray Street. The route provides access to the downtown area with bus stops within a short walking distance from the site. 3. The Holiday Inn hotel would provide bicycle racks which would be used mainly by employees of the hotel. St. Patrick Street is identified in the City of Ottawa TMP as an On-road Cycling Route. 5. FINDINGS Momentum Planning and Communications has proposed the development of lands at 235 King Edward Avenue. The lands currently contain a parking lot with a residential building. The site has access directly onto St. Patrick Street. The site is hectares in size and is located at the southeast corner of the intersection of St. Patrick Street and King Edward Avenue. The Site Plan proposes a 167 room Holiday Inn hotel with banquet and meeting space and a restaurant. All parking will be contained on the site in an underground parking garage providing 79 spaces, and a 5 space short term surface parking with lay-by at the hotel entrance. The hotel site will have one entrance from St. Patrick Street and one exit onto Murray Street. The study analysis has examined the entrance and exit from the site, and the St. Patrick/King Edward and Murray/King Edward intersections for the impact of the site during the weekday peak PM hour and Saturday peak hour of the adjacent roads. The site is expected to be completed and open to the public by the year The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that the hotel site would generate 57 vehicles entering and 60 vehicles exiting the site during the peak PM hour, and 73 vehicles entering and 73 vehicles exiting during the Saturday peak hour.

23 21 2) The proposed site would have one entrance onto St. Patrick Street and one egress onto Murray Street. The entrance would be located approximately 35 metres from the stop bar at the westbound St. Patrick Street approach to the St. Patrick/King Edward intersection. The operational analysis determined that during peak hours the westbound queue from the St. Patrick/King Edward intersection may periodically extend past the site entrance resulting in a delay for vehicles entering the site. The queue would dissipate after every traffic signal cycle. The St. Patrick Street entrance and Murray Street exit would be constructed as a private approach with all movements operating at a good level of service. 3) The intersection of St. Patrick Street and King Edward Avenue was examined for the existing traffic counts, for the expected traffic at 2017 when substantial completion of the site is expected, and at 2022 which represents five years beyond completion. The analysis determined that for the peak PM and Saturday peak hours the intersection would operate at an acceptable level of service. With the exception of adjustments to traffic signal timing, there would be no modifications to the intersection required due to the development of the site as a hotel. 4) The intersection of Murray Street and King Edward Avenue was examined and it was determined to operate at an acceptable level of service for the existing traffic volumes. As the volume of background traffic increases, the intersection was determined to operate at a Level of Service (LoS) D for the 2017 traffic, and at a LoS E at the year The hotel development would contribute few trips when compared to the total expected traffic which would result in the hotel having a minor impact on the operation of the intersection. There would be no modifications to the intersection required due to the development of the site as a hotel. 5) A Check List is provided in the Appendix as Exhibit 20. Prepared by: David J. Halpenny, P. Eng.

24 22 APPENDIX TRAFFIC COUNTS OPERATIONAL ANALYSIS WORK SHEETS COLLISION REPORTS TRANSPORTATION BRIEF - CHECK LIST

25 23 EXHIBIT WEEKDAY PEAK PM HOUR TRAFFIC COUNTS King Edward/St. Patrick

26 24 EXHIBIT SATURDAY PEAK HOUR TRAFFIC COUNTS King Edward/St. Patrick

27 25 EXHIBIT WEEKDAY PEAK PM HOUR TRAFFIC COUNTS King Edward/Murray

28 26 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Entrance/St. Patrick HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Site Access/St. Patrick Analysis Year: Year 2017 Project ID: Hotel St. Patrick Street East/West Street: St. Patrick Street North/South Street: Site Access 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 0 2 Configuration LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes Configuration Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT v (vph) 61 C(m) (vph) 1636 v/c % queue length 0.12 Control Delay 7.3 LOS A Approach Delay Approach LOS

29 27 EXHIBIT SATURDAY PEAK HOUR TOTAL TRAFFIC ANALYSIS Entrance/St. Patrick HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Saturday Peak Hour Intersection: Site Access/St. Patrick Analysis Year: Year 2017 Project ID: Hotel St. Patrick Street East/West Street: St. Patrick Street North/South Street: Site Access 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 0 2 Configuration LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes Configuration Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT v (vph) 79 C(m) (vph) 1636 v/c % queue length 0.15 Control Delay 7.3 LOS A Approach Delay Approach LOS

30 28 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Entrance/St. Patrick HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Site Access/St. Patrick Analysis Year: Year 2022 Project ID: Hotel St. Patrick Street East/West Street: St. Patrick Street North/South Street: Site Access 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 0 2 Configuration LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes Configuration Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT v (vph) 61 C(m) (vph) 1636 v/c % queue length 0.12 Control Delay 7.3 LOS A Approach Delay Approach LOS

31 29 EXHIBIT SATURDAY PEAK HOUR TOTAL TRAFFIC ANALYSIS Entrance/St. Patrick HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Saturday Peak Hour Intersection: Site Access/St. Patrick Analysis Year: Year 2022 Project ID: Hotel St. Patrick Street East/West Street: St. Patrick Street North/South Street: Site Access 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 0 2 Configuration LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes Configuration Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT v (vph) 79 C(m) (vph) 1636 v/c % queue length 0.15 Control Delay 7.3 LOS A Approach Delay Approach LOS

32 30 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Exit/Murray HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Site Access/Murray Analysis Year: Year 2017 Project ID: Hotel St. Patrick Street East/West Street: Murray Street North/South Street: Site Access 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 1271 Peak-Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 1381 Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes 2 Configuration T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 60 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 65 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration L Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L v (vph) 65 C(m) (vph) 414 v/c % queue length 0.55 Control Delay 15.3 LOS C Approach Delay 15.3 Approach LOS C

33 31 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Exit/Murray HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Site Access/Murray Analysis Year: Year 2022 Project ID: Hotel St. Patrick Street East/West Street: Murray Street North/South Street: Site Access 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 1397 Peak-Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 1518 Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes 2 Configuration T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 60 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 65 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration L Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L v (vph) 65 C(m) (vph) 377 v/c % queue length 0.62 Control Delay 16.5 LOS C Approach Delay 16.5 Approach LOS C

34 32 EXHIBIT PEAK PM HOUR EXISTING TRAFFIC ANALYSIS King Edward/St. Patrick HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: St. Patrick/King Edward Period: Peak PM Hour Year: Year 2009 Project ID: Hotel St. Patrick Street E/W St: St. Patrick Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig LT R T TR Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB NB Thru Thru P Peds X Peds X WB A SB Thru A Thru P A A P A Peds X Peds X X NB EB SB WB A Green Yellow All Red Cycle Length: 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 Thru Westbound Thru LT R # Northbound Thru T # Southbound Thru TR _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.59 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.57

35 33 EXHIBIT SAT. PEAK HOUR EXISTING TRAFFIC ANALYSIS King Edward/St. Patrick HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: St. Patrick/King Edward Period: Saturday Peak Hour Year: Year 2014 Project ID: Hotel St. Patrick Street E/W St: St. Patrick Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig LT R T TR Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB NB Thru Thru P Peds X Peds X WB A SB Thru A Thru P A A P A Peds X Peds X X NB EB SB WB A Green Yellow All Red Cycle Length: 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 Thru Westbound Thru LT # R Northbound Thru T Southbound Thru TR # _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.41 Total lost time per cycle, L = 1.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.41

36 34 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS King Edward/St. Patrick HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: St. Patrick/King Edward Period: Peak PM Hour Year: Year 2017 Project ID: Hotel St. Patrick Street E/W St: St. Patrick Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig LT R T TR Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB NB Thru Thru P Peds X Peds X WB A SB Thru A Thru P A A P A Peds X Peds X X NB EB SB WB A Green Yellow All Red Cycle Length: 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 Thru Westbound Thru LT R # Northbound Thru T # Southbound Thru TR _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.70 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.67

37 35 EXHIBIT SAT. PEAK HOUR TOTAL TRAFFIC ANALYSIS King Edward/St. Patrick HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: St. Patrick/King Edward Period: Saturday Peak Hour Year: Year 2017 Project ID: Hotel St. Patrick Street E/W St: St. Patrick Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig LT R T TR Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB NB Thru Thru P Peds X Peds X WB A SB Thru A Thru P A A P A Peds X Peds X X NB EB SB WB A Green Yellow All Red Cycle Length: 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 Thru Westbound Thru LT # R Northbound Thru T Southbound Thru TR # _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.45 Total lost time per cycle, L = 1.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.46

38 36 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS King Edward/St. Patrick HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: St. Patrick/King Edward Period: Peak PM Hour Year: Year 2022 Project ID: Hotel St. Patrick Street E/W St: St. Patrick Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig LT R T TR Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB NB Thru Thru P Peds X Peds X WB A SB Thru A Thru P A A P A Peds X Peds X X NB EB SB WB A Green Yellow All Red Cycle Length: 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 Thru Westbound Thru LT R # Northbound Thru T # Southbound Thru TR _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.77 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.74

39 37 EXHIBIT SAT. PEAK HOUR TOTAL TRAFFIC ANALYSIS King Edward/St. Patrick HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: St. Patrick/King Edward Period: Saturday Peak Hour Year: Year 2022 Project ID: Hotel St. Patrick Street E/W St: St. Patrick Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig LT R T TR Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB NB Thru Thru P Peds X Peds X WB A SB Thru A Thru P A A P A Peds X Peds X X NB EB SB WB A Green Yellow All Red Cycle Length: 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 Thru Westbound Thru LT # R Northbound Thru T Southbound Thru TR # _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.48 Total lost time per cycle, L = 1.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.49

40 38 EXHIBIT PEAK PM HOUR EXISTING TRAFFIC ANALYSIS King Edward/Murray HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Murray/King Edward Period: Peak PM Hour Year: Year 2014 Project ID: Hotel St. Patrick Street E/W St: Murray Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L LTR TR L T Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB A NB Thru A Thru P A P Peds X Peds X WB SB A Thru Thru P A Peds Peds X X NB EB SB WB Green Yellow All Red Cycle Length: 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 L Thru LTR # Westbound Thru Northbound Thru TR # Southbound L # Thru T _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.67 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.77

41 39 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS King Edward/Murray HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Murray/King Edward Period: Peak PM Hour Year: Year 2017 Project ID: Hotel St. Patrick Street E/W St: Murray Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L LTR TR L T Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB A NB Thru A Thru P A P Peds X Peds X WB SB A Thru Thru P A Peds Peds X X NB EB SB WB Green Yellow All Red Cycle Length: 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 L Thru LTR # Westbound Thru Northbound Thru TR # Southbound L # Thru T _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.72 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.84

42 40 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANALYSIS King Edward/Murray HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Murray/King Edward Period: Peak PM Hour Year: Year 2022 Project ID: Hotel St. Patrick Street E/W St: Murray Street N/S St: King Edward Avenue SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L LTR TR L T Volume Lane Width RTOR Vol 0 0 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB A NB Thru A Thru P A P Peds X Peds X WB SB A Thru Thru P A Peds Peds X X NB EB SB WB Green Yellow All Red Cycle Length: 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 L Thru LTR # Westbound Thru Northbound Thru TR # Southbound L # Thru T _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.79 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.92

43 41 EXHIBIT 19 COLLISION REPORTS King Edward/St. Patrick

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