Appendix E-1: Traffic Analysis

Transcription

1 Appendix -: Traffic Analysis London Bus Rapid Transit Transit Project Assessment Process nvironmental Project Report DRAFT April 8 P R PA R D BY

2 Draft Report London BRT Transit Project Assessment Process nvironmental Project Report Appendix Traffic Analysis Prepared for The Corporation of the City of London by IBI Group April 3, 8

3 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Document Control Page CLIT: PROJCT AM: RPORT TITL: IBI RFRC: 3776 VRIO: 5. The Corporation of the City of London London BRT Transit Project Assessment Process - nvironmental Project Report Appendix Traffic Analysis DIGITAL MATR: ORIGIATOR: RVIR: AUTHORIZATIO: CIRCULATIO LIT: HITORY: J:\3776_LondonRT_A\. Reports\Traffic Analysis Andrae Griffith, Luke Li, Tong ang, Fadi Madi Ron tewart Ron tewart 5. Transit Project Assessment Process nvironmental Project Report April 8 April 3, 8

4 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Table of Contents Introduction and Background Bus Rapid Transit Route Description and tudy Area orth-ast Route outh-est Route Downtown London... 7 Traffic Analysis tudy Horizons Traffic Data Analysis Measure of ffectiveness xisting Conditions xisting Road etwork orth-ast Route outh-est Route Downtown London xisting Conditions Model Methodology xisting Operating Conditions orth-ast Route outh-est Route Future BRT Conditions Future Road etwork Richmond treet and estern Road King treet and Adelaide treet ewly ignalized Intersections Turning Restrictions Future BRT Conditions Model Methodology Left-Turn and U-Turn Demand Traffic Diversion Future ignal Timing Plans... April 3, 8 i

5 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Table of Contents (continued) 4..4 Future Traffic Volumes... 5 BRT Configuration Operations orth-ast Route Richmond treet and estern Road Corridor Richmond treet and Clarence treet Corridor King treet Corridor Dundas treet Corridor Highbury Avenue Corridor Oxford treet ast Corridor outh-est Route Oxford treet est Corridor harncliffe Road and Riverside Drive Corridor ellington treet Corridor ellington Road Corridor Downtown London ellington treet and Queens Avenue King treet and Clarence treet King treet and Ridout treet ummary and Recommendations Recommendations April 3, 8 ii

6 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Table of Contents (continued) List of xhibits xhibit - orth-ast Route tudy Area... 6 xhibit - outh-est Route tudy Area... 7 xhibit -3 Downtown London tudy Area... 8 xhibit 4- - Richmond treet and estern Road Intersection... 7 xhibit 4- King treet and Adelaide treet Intersection... 8 xhibit 4-3 Determine xisting Left-In and Left-Out Volumes... xhibit 4-4 Assign Left-In and Left-Out Volumes to U-Turns or to Alternate Paths... xhibit 4-5 Determine Future Left-Turn and U-Turn Volumes for Major Road... xhibit 4-6 U-Turn Volume Calculations... xhibit 4-7 Traffic Capacity Map... 3 xhibit 5- Richmond treet and estern Road As-Modelled Configuration... 5 April 3, 8 iii

7 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Table of Contents (continued) List of Appendices Appendix A: Turning Movement Counts Appendix B: Lane Configuration Diagrams Appendix C: ignal Timing Plan Methodology Appendix D: Background Traffic Growth Factors Appendix : Measures of ffectiveness April 3, 8 iv

8 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Introduction and Background The purpose of this report is to conduct a traffic operations assessment of the future Bus Rapid Transit network in London, Ontario, and is submitted in support of the Transit Project Assessment Process (TPAP). This assessment examines existing traffic operations at signalized intersections along the proposed rapid transit routes, and analyzes anticipated operations following the implementation of the rapid transit. City of London staff were consulted in the development of the analysis methodology, the collection of data, and the final preparation of this report. It should be noted that this study is not considered to be a traffic impact assessment (TIA) and thus does not follow the City of London s Transportation Impact Assessment Guidelines. According to the City of London s guidelines, the goal of a TIA is to identify how multiple modes of transportation will work together in a proposed development and identifies what infrastructure is required to support the development. The main focus of this study is to support the TPAP; no proposed developments have been considered as this is beyond the intent of this study.. Bus Rapid Transit Bus Rapid Transit (BRT) in London is to consist primarily of articulated buses operating in transit-only lanes along city streets. ithin Downtown London, these lanes are generally located in curbside transit-only lanes with stations located adjacent to the sidewalk. Outside of the downtown area, transit-only lanes are typically located in the centre median with stations accessible by signalized pedestrian crossing. However, the flexibility of the technology allows it to adapt to roadway conditions as needed.. Route Description and tudy Area The proposed BRT network will consist of two rapid transit services ( routes ), each passing through Downtown London and running along a number of roadways in the city ( corridors ). These routes include the outh-est Route running primarily along Oxford treet est and ellington Road, and the orth-ast route running primarily along estern Road, Richmond treet, King treet, and Oxford treet ast. The proposed alignment of these routes is described in this section, and the traffic analysis study area consists of the corridors in which the BRT will operate. It must be noted that the traffic analysis study area does not include the location and configuration of the four BRT turnarounds. Furthermore, the privately-owned signalized intersections on the estern University campus were not included in the analysis... orth-ast Route The proposed BRT alignment for the orth-ast Route will connect the north turnaround near Richmond treet and Fanshawe Park Road, with the east turnaround on Fanshawe College property near Oxford treet ast and econd treet / Fanshawe College Boulevard. The route will travel via Richmond treet and estern Road to the estern University campus, then continue southward to Downtown London via Richmond treet and Clarence treet. Departing Downtown London, the route will travel to the eastern turnaround via King treet, Dundas treet, Highbury Avenue, and Oxford treet ast. Dedicated transit-only lanes in the median are proposed for much of the route, with dedicated curbside lanes proposed for King treet east of Downtown London. The study area for the orth-ast Route is shown in xhibit -. As April 3, 8 5

9 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London previously stated, the portion of the route within the estern University campus is not within the scope of this report. xhibit - orth-ast Route tudy Area Basemap ource: Open treet Map. Retrieved June 4, 7.. outh-est Route The proposed alignment of the outh-est Route will connect the west turnaround near Oxford treet est and onderland Road, with the south turnarounds near ellington Road and Holiday Avenue. The BRT route will travel via Oxford treet est, harncliffe Road, and Riverside Drive into Downtown London, then depart via ellington treet and ellington Road. The BRT will operate in dedicated median transit-only lanes for most of its journey, with mixedtraffic operations proposed for short segments of harncliffe Road and ellington treet. In order to maximize route flexibility, a second southern turnaround is proposed near xeter Road and Bessemer Road. The study area for the outh-est Route is shown in xhibit -. April 3, 8 6

10 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London xhibit - outh-est Route tudy Area Base map source: Open treet Map. Retrieved June 4, 7..3 Downtown London Both the outh-est Route and the orth-ast Route serve Downtown London, and within the city centre the routes will operate along a series of one-way couplets: On the outh-est Route, service toward the south turnaround will operate via Ridout treet and King treet to ellington treet, while service toward the west turnaround will operate via ellington treet and Queens Avenue to Riverside Drive and harncliffe Road; and On the orth-ast Route, service toward the east turnaround will operate via Clarence treet and King treet, while service towards the north turnaround will operate via ellington treet and Queens Avenue. As a result, a number of intersections in Downtown London are shared by both rapid transit routes. This configuration, which largely consists of dedicated curbside transit-only lanes, is illustrated in xhibit -3. April 3, 8 7

11 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London xhibit -3 Downtown London tudy Area Basemap ource: Open treet Map. Retrieved June 4, 7 April 3, 8 8

12 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Traffic Analysis Intersection capacity analysis was performed using the intersection analysis software package ynchro 9. and the Highway Capacity Manual (HCM) methodology. The ynchro analysis consisted of an existing conditions analysis to identify intersections experiencing high levels of congestion, and a future BRT conditions analysis to determine intersection performance once the rapid transit system is operational.. tudy Horizons Two study horizons were analyzed in this report: xisting Conditions 6 conditions in which the analysis is based on existing roadway / intersection configurations, existing signal timing plans, and traffic volume data provided by the City of London; and Future BRT Conditions A future scenario in 34 in which the BRT is fully operational and several years after opening day. The analysis is based on revised roadway and intersection configurations, modified signal timing plans, updated traffic volume data, and the application of traffic volume growth factors.. Traffic Data eekday AM peak period and PM peak period turning movement counts, and signal timing plans at all existing signalized intersections, were provided by the City of London. Most of the turning movement counts were conducted between and 4, with a small number conducted between 9 and. In addition, City of London staff provided ynchro models for all signalized intersections with volumes as well as timing and phasing settings prepopulated. fforts to validate the ynchro models and the supplied data is discussed in ection 3.. An assessment of existing traffic operations was conducted using the City of London's prepopulated ynchro models. Consistent with engineering best practices, turning movement counts that were older than 3 years were recounted in 6 and 7 by the study team for use in the future BRT conditions analysis. Turning movement counts that were used in both existing and future assessments are found in Appendix -A..3 Analysis Measure of ffectiveness In consultation with City of London staff, the following HCM measures of effectiveness were determined using ynchro: Level of ervice (LO), which is a measure of the average delay experienced by a road user attempting to travel through the intersection. LO is measured from A to F. During peak periods, LO in the A to D range is generally considered acceptable by most agencies, and a LO of or F generally represents delays that are considered unacceptable to most road users. Volume to Capacity (v/c) Ratio, which is a measure of the vehicle volume demand compared to the intersection s capacity given roadway conditions, vehicle flow rates and traffic control signal plans. A v/c ratio of. indicates that no demand is present, while a v/c ratio of. indicates that the transportation facility is operating at capacity. A v/c ratio in excess of. indicates that vehicle demand exceeds capacity. April 3, 8 9

13 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London 95 th Percentile Queue Length, which is the queue length in vehicle equivalents that has only a five percent probability of being exceeded during the analysis period. The 95 th percentile queue length is a theoretical measure of worst case conditions, and is not typical of what the average road user would experience. April 3, 8

14 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London 3 xisting Conditions This section considers traffic operations under existing roadway / intersection configurations, existing signal timing plans, and traffic volumes data provided by the City of London. xisting lane configuration diagrams are found in Appendix -B. 3. xisting Road etwork This section describes the routes and corridors on which the BRT system will operate. 3.. orth-ast Route Outside of Downtown London, the BRT alignment for the orth-ast Route primarily operates along eight corridors, including: Richmond treet from Hillview Boulevard to estern Road; estern Road from Richmond treet to Lambton Drive / Brescia Lane; Richmond treet from University Avenue to Central Avenue; Clarence treet from Angel treet to Queens Avenue; King treet from ellington treet to Ontario treet; Dundas treet from Ontario treet to Highbury Avenue; Highbury Avenue from Dundas treet to Oxford treet ast; and Oxford treet ast from Highbury Avenue to econd treet / Fanshawe College Drive. Richmond treet is the main north-south artery departing northwards from Downtown London. Richmond treet has two through lanes in each direction, and on-street parking is prohibited outside of the downtown area. Dedicated left-turn lanes are only provided at select intersections south of University Avenue, but are located at every signalized intersection north of indermere Road. estern Road is a four-lane north-south arterial road which passes through the estern University campus and is located to the west of Downtown London. estern Road becomes harncliffe Road just south of the campus and just north of Oxford treet est. On-street parking is prohibited in the study area between Richmond treet and the estern University campus. Clarence treet is a two-lane primary collector road running north-south immediately to the east of Richmond treet in Downtown London. On-street parking is permitted on both sides of the street throughout the study area, and the street forms the western edge of Victoria Park. King treet is an arterial road restricted to one-way eastbound, and is the main corridor departing Downtown London towards the east. King treet is built to a three-lane cross-section between Ridout treet orth and Burwell treet, and to a two-lane cross-section between Burwell treet and Ontario treet. However, on-street parking west of Burwell treet results in two through lanes throughout the study area. In addition, an eastbound bicycle lane is provided on the south side of the street from Clarence treet to Ontario treet. Dundas treet is a two-lane primary collector road west of Ontario treet, and a four-lane arterial road east of Ontario treet. It serves as the primary east-west commercial corridor in Downtown London. A two-way left-turn lane is provided between aterloo treet and Colborne April 3, 8

15 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London treet, and on-street parking is provided on the north side of the street as well as in selected areas on the south side. Highbury Avenue is a four-lane arterial road running north-south in the eastern portion of the city, and is characterized by industrial land uses to the west, and the Former London Psychiatric Hospital lands to the east. Dedicated left-turn lanes are provided at signalized intersections, and at the left-in unsignalized access to Oxbury Mall. Oxford treet ast and est is the main east-west artery north of Downtown London. Oxford treet est has two through lanes in each direction, with dedicated left-turn lanes provided at every signalized intersection and most midblock accesses. On-street parking is prohibited along Oxford treet ast and est within the study area. 3.. outh-est Route Outside of Downtown London, the BRT alignment for the outh-est Route primarily operates along four main corridors, including: Oxford treet est from Capulet Lane to harncliffe Road orth; harncliffe Road from Oxford treet est to Riverside Drive; Riverside Drive from harncliffe Road to Ridout treet; ellington treet from King treet to Thames River; and ellington Road from Thames River to Holiday Avenue. Oxford treet ast and est is the main east-west artery north of Downtown London. Oxford treet ast has two through lanes in each direction. Dedicated left-turn lanes are also provided at every signalized intersections and most midblock accesses. On-street parking is prohibited along Oxford treet ast and est within the study area. harncliffe Road is a four-lane arterial road west of Downtown London. On-street parking is prohibited in the study area between Oxford treet est and Riverside Drive. Riverside Drive is a four-lane arterial road west of Downtown London, serving as the city centre s primary western entrance. Traffic from the westbound-only Queens Avenue forms the westbound lanes of Riverside Drive immediately west of the Thames River, while the eastbound lanes of Riverside Drive cross the river on the Kensington Bridge and become Dundas treet. On-street parking is prohibited in the study area between harncliffe Road and Ridout treet. ellington treet and ellington Road Corridor is the north-south corridor departing Downtown London to the south, and is one of the busiest roads in the city as measured by Average Annual Daily Traffic (AADT). onderland Road orth and outh at the Thames River has a slightly higher AADT It begins at the north end of Downtown London, connects with Highway 4 near the urban boundary, and continues south well past the London city limits. Between King treet and Base Line Road, the ellington corridor has a four-lane cross-section and is largely constrained by adjacent developments and the bridge crossing the Thames River. Between Base Line Road and ilkens treet and between outhdale Road ast and Bradley Avenue, ellington Road has a six-lane cross-section. On-street parking is generally not permitted along the ellington corridor Downtown London ithin Downtown London, the BRT alignment operate along a series of one-way couplets within the following along five corridors: Ridout treet from Queens Avenue to King treet (southbound service only); April 3, 8

16 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London King treet from Ridout treet to ellington treet (eastbound service only); ellington treet from King treet to Queens Avenue (northbound service only); Queens Avenue from ellington treet to Ridout treet (westbound service only); and Clarence treet from Queens Avenue to King treet (southbound service only). Ridout treet is restricted to one-way southbound traffic, and functions as the westernmost through street in Downtown London. Ridout treet possess two through lanes, and features a curbside dual left-turn lane for southbound left-turns onto King treet. On street parking within the study area is permitted on both sides between Queens Avenue and Dundas treet, and on the west side only between Dundas treet and King treet. King treet is restricted to one-way eastbound traffic. Between Ridout treet and ellington treet, King treet generally has three through lanes. A portion of King treet is equipped with additional cross-sectional width on the north side of the road to accommodate on-street parking. On-street parking is also permitted in the southernmost lane. Therefore, King treet was modelled by the city as two lanes in ynchro 9.. ellington treet within Downtown London is a four-lane arterial road with dedicated right-turn and left-turn lanes and parking permitted in lay-bys on the west side of the street. A tree-lined median is also present within the study area. Queens Avenue is restricted to one-way westbound traffic, and has three through lanes between ellington treet and Clarence treet, and two through lanes between Clarence treet and Ridout treet. Beyond Ridout treet, Queens Avenue crosses the Thames River and becomes the westbound lanes of Riverside Drive. On-street parking is permitted on both sides of the street between ellington treet and Richmond treet, and on the north side only beyond to Ridout treet. Queens Avenue, in addition to Ridout treet and King treet, has Rush Routes to provide additional capacity during peak times. Clarence treet is a two-lane primary collector road running north-south immediately to the east of Richmond treet in Downtown London. On-street parking is permitted on both sides of the street throughout the study area. 3. xisting Conditions Model Methodology The assessment of the existing traffic operations began with a review of the ynchro models provided by the City of London, and of past efforts by staff to calibrate the models to reflect how road users interact with the transportation system. An example of such calibration is at Clarence treet and Dundas treet, which is modelled as having two northbound lanes but was observed in the field to have a single lane wide enough to permit two vehicles operating side by side. Modelled traffic volumes were then compared to turning movement counts provided by staff, and volumes were updated as necessary. The ynchro 9. HCM measures of effectiveness were then determined and were reviewed by City of London staff. here available, measures of effectiveness generated by City of London staff using updated models superseded results generated by the study team. The existing conditions were used to provide a baseline for comparison of today s traffic operations with the future with BRT scenario. A future business-as-usual scenario (i.e. without BRT) was not analysed. As determined in the mart Moves 3 Transportation Master Plan, the volume of auto trips in 35 will grow by more than compared to 9 volumes. As such, the future business-as-usual does not provide a viable alternative that could be supported by the road network. April 3, 8 3

17 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London 3.3 xisting Operating Conditions Based on the traffic operations analysis, intersections where one or more movements exceed capacity (as described in ection.3) during both the AM peak and PM peak, or where two or more movements exceed capacity during either peak period, are identified in the following sections orth-ast Route Based on the analysis of existing conditions in the orth-ast Route study area, the following intersections were identified: Dundas treet and Highbury Avenue both approaches at this intersection are major roadways with high traffic volumes in all four directions. Instances of volume exceeding capacity are consistent with commuter patterns, with the westbound through movement (towards Downtown London) exceeding capacity in the AM peak period, and the eastbound left-turn movement (from Downtown London towards the city s northeast) exceeding capacity in the PM peak period; and Highbury Avenue and Oxford treet ast this intersection is the crossing of two arterial roads with high traffic volumes. During the PM peak, all left-turn movements and all through movements except for the southbound through movement were observed to exceed capacity limits. o movements were observed to exceed capacity during the AM peak outh-est Route Based on the analysis of existing conditions in the outh-est Route study area, the following intersections were identified: Oxford treet est and onderland Road both approaches are major roadways with high traffic volumes in all four directions. The southbound through movement and the westbound through movement were observed to exceed capacity during the PM peak, though AM peak operations were observed to be within capacity limits; Oxford treet est and Proudfoot Lane this intersection has high north-south traffic volumes, especially the southbound left-turn volume during the AM peak period (over 5 vehicles per hour). This limits the green-time that can be allocated for other movements. In addition, the traffic signal currently operates with a short 65-second cycle length to allow half-cycle coordination with adjacent traffic signals. This intersection may be required to operate at full-cycle length if signal coordination is to be maintained (i.e., operate with cycle lengths of 3 seconds); Oxford treet est and oodward Avenue / Platt s Lane this intersection has a high volume of left-turns, but is not equipped with any left-turn priority measures. As a result, left-turn movements especially the northbound left-turn experience high levels of delay in both the AM and PM peak periods. This affects overall intersection LO; Oxford treet est and harncliffe Road both approaches are major roadways with high traffic volumes in all four directions. The northbound through movement and the westbound left-turn movement are especially constrained, despite left-turn priority features for the latter movement; April 3, 8 4

18 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London harncliffe Road and Riverside Drive this intersection is also the crossing of two major roadways. The overall traffic operations are largely constrained by the high traffic volumes in all four directions; ellington treet and Horton treet instances of volume exceeding capacity are limited to the PM peak, and are consistent with commuter traffic departing downtown London for areas to the south. These movements include the southbound through movement and the westbound left-turn movement. Operations during the AM peak are within capacity limits; ellington Road and Commissioners Road this intersection has heavy traffic volumes in all four directions. ast-west movements operate as split-phase operation due to the westbound dual-left and the intersection geometry, which increases the overall lost time due to non-concurrent amber and all-red intervals. The split phase operation also limits the opportunities to re-allocate east-west green-time to north-south phases; and ellington Road and Bradley Avenue this intersection has a high volume of eastbound and westbound left-turns. hile the intersection is equipped with left-turn priority measures, volume was observed to exceed capacity for the westbound leftturn during both peak hours and for the eastbound left-turn during the AM peak. April 3, 8 5

19 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London 4 Future BRT Conditions This section presents the overall transportation system in the future BRT conditions, as well as the methodology used to model future traffic operations. 4. Future Road etwork As described in ection., the functional design of the BRT system was generally based on providing median BRT lanes outside of Downtown London, and curbside BRT lanes within the downtown area. These principles resulted in the lane configurations developed by the study team and presented in Appendix -B. The design may be further refined as a result of property constraints, changes to stop locations, City staff input, planned future development by others, stakeholder and public consultation, or as a result of the findings of this traffic analysis. This section describes changes to the network expected as part of the BRT implementation. xisting lane configurations will be modified to provide for transit-only lanes; traffic control signals will be installed, reconfigured or relocated; and strategic roadway changes will be made in support of the initiative. Major roadway changes are outlined in the following sections. 4.. Richmond treet and estern Road The intersection is proposed to be reconfigured to promote north-south traffic circulation between Richmond treet and estern Road. ot only does this configuration simplify BRT operations, it diverts through traffic away from Downtown London, and guides road users to estern Road, the route with the higher capacity (as Richmond treet is proposed to be reduced to one lane in each direction). Because of the reconfiguration, the following movement reallocations were made: outhbound through traffic becomes southbound left-turn traffic; orthbound through traffic becomes westbound right-turn traffic; outhbound right-turn traffic becomes southbound through traffic; and astbound left-turn traffic becomes northbound through traffic. This conversion is illustrated in xhibit 4-. April 3, 8 6

20 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London xhibit 4- - Richmond treet and estern Road Intersection 4.. King treet and Adelaide treet At King treet and Adelaide treet, the intersection is proposed to be reconfigured to remove the service road connecting eastbound King treet to York treet, and the service road connecting York treet to eastbound King treet and to northbound Adelaide treet. Traffic affected by these changes was re-routed using illiam treet, though it must be noted that the southbound service road connecting Adelaide treet with York treet is proposed to remain, with access only from Adelaide treet. The access to this service road from King treet will be closed due ot the BRT platform location. The proposed lane configurations at the King treet and Adelaide treet intersection are illustrated in xhibit 4-. April 3, 8 7

21 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London xhibit 4- King treet and Adelaide treet Intersection 4..3 ewly ignalized Intersections In order to provide access to transit stops, to neighbourhoods, and to major trip generators, a number of unsignalized intersections in the study area were identified for signalization by the study team in consultation with City of London staff. These intersections include: estern Road and Ambleside Drive; Beaverbrook Avenue and Oxford treet est; ellington treet and outh treet; ellington Road and ellington Crescent/Bond treet; April 3, 8 8

22 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London ellington Road and hetter Avenue; Riverside Drive and ilson treet; Oxford treet ast and Fanshawe College Transit-Only ntrance; Richmond treet and t. James treet; King treet and Ontario treet; Dundas treet and Dorinda treet; Dundas treet and McCormick Boulevard; Ashland Avenue and Dundas treet; Highbury Avenue and Canada Post London Processing Facility; John Paul II Catholic econdary chool and Oxford treet ast; Oxford treet ast and London Lane (est Access to Fanshawe College); and 5-53 Oxford treet est access and Oxford treet est Turning Restrictions Due to the introduction of dedicated transit-only lanes, a number of existing turning movements were restricted to remove potential conflicts between general traffic and the BRT, and to reduce delay to and improve reliability of the BRT. Outside of Downtown London where the BRT is to operate in dedicated median lanes, general traffic vehicles will only be permitted to make leftturns into and out of the corridors at signalized intersections. ignalized U-turns are proposed, allowing outbound traffic to depart a midblock location by turning right and making a U-turn at the first available opportunity. Inbound traffic, which previously made a left-in movement, would travel a short distance past their intended destination, make a U-turn and then a right-in at their destination. This solution has been employed successfully in other cities in Ontario where median transit-only lanes have been installed. The proposed signalized U-turns will require a protected left-turn phase. In and around Downtown London, where the BRT operation is primarily in curbside lanes, turning movements may be restricted to minimize conflicts between rapid transit and general traffic, and to reduce delay in instances where a turn would otherwise have to be made from a shared lane. It must be noted that this report considers the AM and PM peak hours, when traffic volumes and the potential for such delay are highest. Consideration could be given to lifting these restrictions at off-peak times when the potential for delay is lower. 4. Future BRT Conditions Model Methodology This section outlines the methodology used to model traffic operations under the future BRT conditions. 4.. Left-Turn and U-Turn Demand The introduction of median BRT lanes restricts general traffic from making left-turns in or out of midblock intersections and accesses. To mitigate this, signalized U-turns are proposed as an alternative to lengthy detours and circuitous routings. U-Turn volumes were estimated by determining the type and size of land uses which will be affected by the turning restriction, estimating the number of inbound and outbound trips using the Institute of Transportation ngineers (IT) Trip Generation Manual 9 th dition, and assigning an arriving or departing Pedestrian signal at ellington Road and mery treet is relocated to this location and upgraded to a full signal. April 3, 8 9

23 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London direction based on prevailing traffic conditions. Volumes were divided among available travel paths in instances where an alternative to a U-turn movement was available. This process is illustrated in xhibit 4-3 through xhibit 4-6. xhibit 4-3 Determine xisting Left-In and Left-Out Volumes xhibit 4-4 Assign Left-In and Left-Out Volumes to U-Turns or to Alternate Paths April 3, 8

24 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London xhibit 4-5 Determine Future Left-Turn and U-Turn Volumes for Major Road xhibit 4-6 U-Turn Volume Calculations Category Cherryhill Village Mall Residential Area Land Use hopping Centre (8) ingle Family Detached Housing () Units 75,.F. G.F.A. 8 units et trip generation 87 vehicles 87 vehicles Inbound trips 49 vehicles 55 vehicles Outbound trips 453 vehicles 3 vehicles Inbound trips by left-turn Outbound trips by left-turn Alternative path assumption for re-routing midblock traffic B U-turn at Platt s Lane (previously midblock BL and BL) B U-turn at Cherryhill Blvd (previously midblock BL and BL) 8 vehicles (i.e. midblock BL) vehicles (i.e. midblock BL) 5% of trips will use Cherryhill Blvd 9 + = U-turn vehicles + 3 = 3 U-turn vehicles 3 vehicles (i.e. midblock BL) vehicles (i.e. midblock BL) /A 4.. Traffic Diversion In and around Downtown London, turning restrictions are proposed to minimize conflicts between rapid transit and general traffic, and to minimize delay to the proposed transit service. This will result in traffic diversion, which this study accounted for using the following principles: April 3, 8

25 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London It was assumed that vehicles making a specific movement originated from the next intersection upstream and were destined for the next intersection downstream. This principle results in traffic generated by a specific location being modelled as attempting to reach that location; It was assumed that vehicles remained within the study area as much as possible, only diverting to parallel corridors when no other reasonable alternative existed. This principle results in a more conservative analysis; and here multiple alternative routings for diverted traffic were available, volumes were split equally between those alternatives Future ignal Timing Plans Using the lane configurations presented in Appendix B, signal timing intervals and phasing were developed using the principles designed to ensure fast and efficient BRT service, safe and convenient pedestrian crossing facilities, and to preserve mobility and access for general traffic. These principles are outlined in Appendix C Future Traffic Volumes Growth factors were determined for each corridor from the macroscopic TransCAD model with inputs from the City of London staff, and were applied to all through movements along corridor in the peak direction. PM peak growth factors are presented in Appendix D, and it was assumed that the listed factor would apply to the opposite direction in the AM peak. In addition, a % average annual traffic growth rate was applied to cross-street traffic volumes. It must be noted that growth factors for Richmond treet and estern Road did not consider a reduction in traffic bound for Richmond treet from the north only an increase in traffic on estern Road, despite the intention that estern Road would become the primary north-south travel corridor in the central sector of the city and relieve pressure on Richmond treet. As a result, traffic which presently makes a southbound through movement will make a southbound left movement under capacity-constrained conditions. A serious of parallel road improvements are planned, illustrated in xhibit 4-7, to improve traffic capacity. April 3, 8

26 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London xhibit 4-7 Traffic Capacity Map April 3, 8 3

27 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London 5 BRT Configuration Operations This section uses the same methodology as used to examine existing conditions in order to examine the traffic operations at study area intersections in 34 after the BRT is operational. Measures of effectiveness, as discussed in ection.3, are presented in Appendix. It should be noted that the future signal plans have not accounted for any IT measures to mitigate the rapid transit corridors. One beneficial IT solution could be the use of green wave, where the traffic lights are coordinated to allow continuous traffic flow along the BRT route. In addition to a reduction of vehicle delays, green wave has potential to reduce vehicle emission and fuel consumption and control traffic speed. 5. orth-ast Route This section summarizes the traffic operations along the orth-ast route, and identifies new intersections and intersections with noteworthy design considerations. 5.. Richmond treet and estern Road Corridor The Richmond treet and estern Road corridor, between Hillview Boulevard and estern University, is anticipated to experience high levels of background traffic growth above the existing conditions. This is due to expected population growth in the north of the city, and due to estern Road becoming the primary north-south travel corridor in the centre of the city. Analysis indicates that sufficient capacity exists and northbound and southbound operations are expected to perform with low levels of delay at most intersections. In addition, turns served by exclusive left-turn lanes into and out of major trip generators like Masonville Place, University Hospital and the core estern University campus are expected to operate within capacity limits at most intersections. Alternate access, such as utilizing signalized U-turns, is available in instances where additional left-turn demand exists Richmond treet and Hillview Boulevard / Masonville Place Intersection In order to allow a transit vehicle to transition from median lanes into the north turnaround, a transit priority phase for northbound vehicles was modelled. outhbound vehicles departing the turnaround were assumed to use the existing Masonville Place access in mixed traffic in order to reach the southbound transit-only lanes. The consequence of implementing a transit priority phase is increased delay to all movements due to a longer required cycle length. However, as mentioned above, movements into and out of Masonville Place are expected to operate well within capacity limits. An A study has been underway for the intersection of Richmond treet and Fanshawe Park Road, just north of the study area limits. Geometric improvements to the intersection, to the north, is anticipated to affect traffic conditions at the Masonville Place intersection in addition to other intersections to the south Richmond treet and estern Road Intersection As described in ection 4.., it was assumed that the Richmond treet and estern Road intersection is reconfigured to maintain fast and efficient rapid transit service, and to promote north-south traffic circulation between Richmond treet and estern Road. It should be noted that the southbound left-turn under proposed conditions would experience high levels of delay when modelled with existing conditions volumes. A dual southbound left-turn lane may alleviate some delays, however this mitigation measure is not recommended due to a resultant undesirable increase in pedestrian crossing times, as well as major property impacts. April 3, 8 4

28 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London As discussed in ection 4..4 growth factors did not consider a reduction in traffic bound for Richmond treet only an increase in traffic on estern Road. Therefore, un-reduced southbound left-turn demand results in this movement experiencing high levels of delay in the as-modelled conditions. In reality, traffic bound for areas to the south of Downtown London would be likely to choose estern Road over Richmond treet as the proposed reconfiguration encourages, relieving demand for those wanting to travel to downtown London by automobile. Future automobile traffic bound for areas to the east, southeast, west and southwest of Downtown London is likely to divert to parallel corridors such as onderland Road or Adelaide treet. In order to provide pedestrian access to the northbound far-side platforms, the north-south pedestrian crossing on the east side of the intersection was modelled as a two-stage crossing, with a pedestrian refuge island separating the westbound left-turn and westbound right-turn lanes. As the dual right-turn movement must be fully protected, this precludes a pedestrian crossing in the path of turning vehicles. Therefore, split phasing for westbound movements and a two-stage crossing provides the necessary pedestrian protection at the cost of an increased cycle length and increased delay to all movements. This configuration is illustrated in xhibit 5-. xhibit 5- Richmond treet and estern Road As-Modelled Configuration April 3, 8 5

29 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London estern Road and Ambleside Drive Intersection This proposed signalized intersection provides access to the residential areas to the northwest of the estern University campus, as well as providing northbound U-turn movement to relieve demand on estern Road and Richmond treet to the north estern Road and Lambton Drive / Brescia Lane Intersection A dedicated transit priority phase was modelled at this intersection in order to prevent conflicts as the BRT transitions from estern Road to Lambton Drive to enter the estern University campus. orthbound protected turns and signalized U-turns were also modelled to protect for potential median transit-only lanes which continue further south on estern Road. 5.. Richmond treet and Clarence treet Corridor The segment of the BRT route between estern University and Downtown London is proposed to be reduced from two through lanes in each direction to one through lane in each direction. As a result, northbound and southbound through movements are expected to see decreases in performances if present-day automobile travel demand remains constant. Turns to and from the neighbourhoods immediately to the east and west of Richmond treet perform within capacity limits. Of note, turns to and from Richmond treet at Grosvenor treet and at Cheapside treet (near t. Joseph s Hospital) perform well below capacity limits despite signal timing plan changes to favour north-south through movements. In addition to the analysis presented in this report, a detailed traffic microsimulation analysis was undertaken to measure and compare traffic operations for various design option for the Richmond treet orth corridor. The microsimulation analysis considered a large area to assess trip diversions to other corridors, as well as a more focused assessment of the specific operations of Richmond treet for the potential design alternatives. The results of the microsimulation analysis are presented in Appendix of the nvironmental Project Report Richmond treet and University Drive Intersection At this intersection, eastbound left-turns and eastbound U-turns are not fully protected, as a dedicated transit phase is used. This would allow pedestrian crossing on both the north and south legs of the intersection during the eastbound phase, reducing overall cycle length increase and mitigating increases in delay. Under this configuration, eastbound U-turns could be permitted on the green phase (without a green arrow, as is the case at other intersections in the study area). The existing westbound phase (intended for bicyclists and other trail users) is also retained, operating concurrently with the eastbound phase. This signal plan should be reviewed prior to construction to consider separating the eastbound left-turn movement from pedestrians and cyclists Richmond treet and Central Avenue Intersection A dedicated transit priority phase was modelled at this intersection in order to prevent conflicts as the BRT transitions from Richmond treet to the proposed connection to Clarence treet Clarence treet and Dufferin treet Intersection At this intersection, southbound left-turns are proposed to share a lane with the southbound through movement. As a result, a transit priority phase was modelled to prevent southbound leftturning vehicles from turning across the path of a southbound transit vehicle. April 3, 8 6

30 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London 5..3 King treet Corridor King treet in the future BRT conditions scenario is proposed to have an eastbound curbside transit-only lane, a single eastbound through lane, and a westbound curbside contra-flow transitonly lane (east of ellington treet). Despite the reduction in through lanes from up to three lanes under existing conditions, analysis indicates that through movements and turns are expected to operate within capacity limits and with little delay King treet and Adelaide treet Intersection As discussed in ection 4.., the service roads connecting eastbound King treet to York treet, and connecting York treet to northbound Adelaide treet and eastbound King treet are proposed to be removed. Traffic was diverted via illiam treet, and the green time from the removed north-westbound phase was applied to other movements King treet and Ontario treet Intersection At this proposed signalized intersection, a dedicated transit priority phase was modelled in order to prevent conflicts with a number of westbound and eastbound movements. In order to provide access to the estern Fair District, Ontario treet (which is presently one-way northbound), is proposed to be converted to two-way operation. Therefore, this intersection was modelled with southbound through, southbound left-turn, and westbound left-turn volumes Dundas treet Corridor Under the future BRT conditions scenario, Dundas treet is reduced to two vehicle lanes throughout the study area. Fully protected left-turns and strong U-turn demand requires more green time be allocated away from the through movements, resulting in increased delay and decreased capacity. However, the introduction of several new signalized intersections increases the number of signalized U-turn opportunities, increases the number of safe pedestrian crossing locations, and increases the number of locations where vehicles can turn left across eastbound and westbound Dundas traffic. These intersections include: Dundas treet and Dorinda treet; Dundas treet and McCormick treet; and Dundas treet and Ashland Avenue. Florence treet to the south (which becomes York treet) may be used as an alternative east west through corridor, relieving capacity for those who want to travel by automobile on Dundas treet Dundas treet and Ontario treet Intersection In order to provide access to the estern Fair District, Ontario treet (which is presently oneway northbound), is proposed to be converted to two-way operation. Therefore, this intersection was modelled with eastbound right-turn, southbound through, and westbound left turn volumes. The westbound left turn lane is expected to be shared between the BRT and general traffic movements, with northbound right-turn BRT movements proceeding concurrently with these turns. In addition, due to anticipated overlapping left turns, an east-west split phasing was modelled, resulting in a higher cycle length and higher delay to all movements Dundas treet and Highbury Avenue Intersection At this intersection, a dedicated transit priority phase was modelled to permit eastbound transit vehicles on Dundas treet to transition to northbound Highbury Avenue, and to permit April 3, 8 7

31 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London southbound vehicles on Highbury Avenue to transition to westbound Dundas treet. This, as well as fully protected turns on all approaches due to anticipated sightline concerns, results in increased delay to all movements. Due to the difference in roadway width between existing and proposed conditions, additional northbound left-turn and westbound left-turn lanes may be accommodated to provide additional turn capacity Highbury Avenue Corridor Highbury Avenue is characterised by industrial land uses and the Former London Psychiatric Hospital lands. ignalized intersections along this corridor control access to low-volume driveways and may rest on green for Highbury Avenue for long stretches of time until side street demand is present. As a result, traffic operations remain largely comparable to existing conditions. Access to midblock industrial driveways, presently accessible from a two-way leftturn lane, would be via signalized U-turns under the future BRT conditions scenario. hile not reflected in this report, it must be noted that a redevelopment of the Former London Psychiatric Hospital lands has been envisioned and would result in increased demand for turns into and out of lands to the east of Highbury Avenue Highbury Avenue and Canada Post London Processing Facility Intersection In addition to providing signalized access to this facility, this proposed intersection will also permit southbound U-turns for vehicles departing from the Oxbury Centre and wishing to travel northbound on Highbury Avenue. Presently, this movement must be made by exiting the shopping centre onto Oxford treet ast, and then making an eastbound left-turn at Highbury Avenue and Oxford treet ast. The aforementioned path is not affected by the BRT system s construction, but this alternative access provides road users with another option to reach their intended destinations Highbury Avenue and Oxford treet ast Intersection At this intersection, a dedicated transit priority phase was modelled to permit westbound transit vehicles on Oxford treet ast to transition to southbound Highbury Avenue, and to permit northbound vehicles on Highbury Avenue to transition to eastbound Oxford treet ast. As well, fully protected turns on all approaches were modelled due to anticipated sightline concerns. Due to the difference in roadway width between existing and proposed conditions, additional eastbound left-turn and southbound left-turn lanes may be accommodated to provide additional turn capacity Oxford treet ast Corridor The Oxford treet ast corridor is not anticipated to be significantly affected by the implementation of the BRT system. At most intersections, operations are comparable to existing conditions with respect to capacity and delay. In addition, a number of new intersections are proposed to increase access to major destinations like Fanshawe College Oxford treet ast and John Paul II Catholic econdary chool Intersection This proposed signalized intersection provides signalized westbound U-turns for access from Roehampton Avenue, provides for a safe pedestrian crossing location for those seeking to reach John Paul II Catholic econdary chool, and provides for signalized southbound left-turns for vehicles departing from the school. hile not reflected in this report, it must be noted that a redevelopment of the Former London Psychiatric Hospital lands has been envisioned and would result in increased demand for turns into and out of lands to the south of this intersection. April 3, 8 8

32 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Oxford treet ast and London Lane (est Access to Fanshawe College) Intersection This proposed signalized intersection provides signalized eastbound U-turns for access to Roehampton Avenue, increases pedestrian access to Fanshawe College from neighbourhoods to the south, and provides for a new southbound left-turn egress from Fanshawe College. Under existing conditions, only southbound right-turns are permitted at this location Oxford treet ast and London Lane (Fanshawe College Transit-Only Access) Intersection This proposed signalized intersection allows transit vehicles to transition from the median transitonly lanes to the east turnaround on Fanshawe College property. This intersection also provides for increased pedestrian access to the campus from the residential and retail areas on the south side of Oxford treet ast Oxford treet ast and econd treet / Fanshawe College Boulevard Intersection The future BRT conditions scenario envisions transit vehicles will transition to the turnaround on Fanshawe College property using a proposed signalized access. However, as the transit-only access does not provide turning lanes for general traffic, this intersection was modelled with fully protected turns and signalized U-turns for eastbound and westbound traffic. hile delay does increase for these turning movements as a result of this provision, main street traffic operations and north south traffic operations remained comparable to existing conditions. 5. outh-est Route This section summarizes the traffic operations along the outh-est Route and identifies new intersections and intersections with noteworthy design considerations. An A is currently underway for onderland Road and should be addressed in the detail design stage. 5.. Oxford treet est Corridor Along the Oxford treet est corridor, the BRT is proposed to operate primarily in median lanes, with transitions to and from mixed traffic operation occurring near Capulet Lane in both directions, and to eastbound curbside operation near harncliffe Road. Intersections in the corridor which are experiencing congestion in existing conditions are expected to continue to do so under future BRT conditions, particularly as traffic volumes are expected to grow as the population of western London increases. In addition, the conversion of permitted turns to fully protected turns, and the strong U-turn demand in retail areas, contributes to increased delay. However, access to neighbourhoods and key trip generators from all directions remains through the provision of dedicated left-turn phases and signalized U-turns Oxford treet est and Oxford treet est Intersection This proposed intersection provides signalized access to retail land uses located at the southeast corner of Oxford treet est and onderland Road, and relieves demand at onderland Road, by providing signalized U-turn opportunities in advance the intersection Oxford treet est and Beaverbrook Avenue Intersection This proposed intersection provides signalized access to a high density residential area to the south of Oxford treet est, and provides pedestrian access to a proposed BRT station. hile April 3, 8 9

33 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London not reflected in this report, it must be noted that development of the lands to the north of this intersection is anticipated. 5.. harncliffe Road and Riverside Drive Corridor Mixed traffic operation is proposed for the portion of the BRT route travelling along harncliffe Road, with few changes to lane configurations. Therefore, changes to traffic operations can be attributed to traffic volume growth. Along Riverside Drive, BRT operation is proposed to be in the curb lane for westbound transit services and in a median lane for eastbound transit services. Both directions are proposed to operate in curb lanes along the Queens Avenue Bridge across the Thames River. Traffic operations at Riverside Drive and harncliffe Road are not expected to improve due to increased travel demand into downtown London. However, turns into and out of residential areas adjacent to the corridor are not expected to encounter high levels of delay harncliffe Road and Oxford treet est Intersection As the northbound BRT is proposed to turn from a dedicated lane into a dedicated lane within the turning arc of general traffic, a transit priority phase which stops all traffic is not required at this intersection. However, the traffic analysis model envisioned that an eastbound transit queue jump phase would operate concurrently with these turns. This requires a right-turn on red prohibition for eastbound right-turning vehicles, as both the transit vehicle and turning traffic would share a receiving lane. In addition, due to anticipated overlapping left-turns, north south split phasing was modelled, resulting in a higher cycle length and higher delay to all movements harncliffe Road and Mount Pleasant Avenue Intersection Under existing conditions this intersection operates with an east-west split phase due to the offset between the east and west legs. As the intersection is proposed to be reconstructed under future BRT condition without the offset, conventional traffic control system phasing was modelled harncliffe Road and Riverside Drive Intersection As transit vehicles are required to make a southbound left-turn from the curbside platform to a median receiving lane at this location, a dedicated transit priority phase was modelled. This phase would also serve as a queue jump to for westbound transit vehicles bound for northbound harncliffe Road Riverside Drive and ilson treet Intersection This proposed signalized intersection provides alternate access to Riverside Drive and to Downtown London for the residential area immediately east of harncliffe Road. In addition, this intersection provides a controlled pedestrian crossing opportunity serving the Thames River trail system and the Kiwanis eniors Community Centre ellington treet Corridor ithin the ellington treet corridor (north of the Thames River), the BRT service is proposed to operate in median transit-only lanes with a transition to and from curbside operation occurring near York treet. The traffic operations under the future BRT conditions are anticipated to be similar to the existing conditions at most intersections, partially due to Ridout treet and Richmond treet serving as parallel corridors. It must be noted that intensification within the southern portions of this corridor may introduce additional turning movement demand and result in higher levels of delay. April 3, 8 3

34 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London ellington treet and York treet Intersection The BRT service is proposed to operate in mixed traffic at this location, due to the constrained right of way passing under the C Rail underpass. As a result, changes to traffic operations at this intersection are due to revised pedestrian clearances which result in revised minimum phase lengths ellington treet and Horton treet Intersection As the BRT service transitions from curbside operation within Downtown London to median lane operation in areas to the south at this location, a transit priority phase was modelled to provide for a queue jump to facilitate the transition ellington treet and Grey treet Intersection Grey treet is proposed to be converted to two-way traffic operation from one-way westbound operation, improving access to neighbourhoods alongside the corridor. As well, this modification will provide alternative two-way access to the Richmond treet Bridge over the Thames River ellington treet and outh treet Intersection This proposed signalized intersection provides access to the residential areas east and west of the corridor, provides for a safe pedestrian crossing opportunity, and provides access to a BRT station. In addition, outh treet is proposed to be converted to two-way traffic operation from one way eastbound operation, improving access from neighbourhoods alongside the corridor ellington Road Corridor The segment of the BRT route along the ellington Road corridor is proposed to be reduced from up to three lanes in each direction to two lanes in each direction. As a result, northbound and southbound through movements are expected to see decreases in performance if presentday automobile travel demand remains constant. Intersections which experience high levels of delay in existing conditions are expected to continue to experience this delay in the future, but intersections where traffic control signals are proposed are expected to see low levels of delay and movements operating below capacity limits. It must be noted that, aside from an additional transit-only westbound approach at ellington Road and ellington Commons shopping centre, no lane configuration changes were proposed at the following intersections: ellington Road and ellington Commons ellington Road and xeter Road; and xeter Road and Bessemer Road ellington Road and Grand Avenue outhbound left-turns are performed from the shared southbound through / southbound left-turn lane in existing conditions. Due to the construction of the median BRT lanes, left-turns from this shared lane was modelled as being prohibited. However, southbound left-turn access to Grand Avenue from ellington Road is maintained via High treet as well as the signalized High treet and Grand Avenue intersection ellington Road and ellington Crescent / Bond treet This proposed signalized intersection provides access to the residential areas east and west of the corridor, provides for a controlled pedestrian crossing opportunity, and provides access to a April 3, 8 3

35 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London BRT station. It must be noted that, for the neighbourhood to the east of the corridor, alternative access without this signal is circuitous and inconvenient for those travelling towards Downtown London ellington Road and hetter Avenue This proposed intersection provides signalized access to the residential areas east of the corridor which was previously provided at the mery treet pedestrian signal (which is proposed to be relocated to hetter Avenue). ignalized U-turns at this location provide access to the residential areas to the west of the corridor, and this facility also preserves the controlled pedestrian crossing opportunity ellington Road and Commissioners Road Intersection ast west split phase operation is in place at this intersection in existing conditions, and was maintained during the future BRT condition traffic analysis. This, and strong demand on all approaches, resulted in high levels of delay during existing conditions. This delay is expected to worsen, when increase cycle lengths due to increased minimum phase intervals, as well as background volume growth are considered ellington Road and hite Oaks Mall / Days Inn London As southbound transit vehicles transition from median lanes to mixed traffic in order to enter the south turnaround at Holiday Avenue, a dedicated transit priority phase was modelled at this intersection to provide southbound vehicles with a queue jump in order to safely complete the necessary lane changes. 5.3 Downtown London The BRT system is proposed to operate in curbside transit only lanes within downtown London, and traffic operations are expected to remain largely unchanged at most intersections following the implementation of the BRT system. Intersections where delay increases notably are intersections historically associated with turning movements made by vehicles entering the downtown area during the AM peak period - Dundas treet and Ridout treet, Ridout treet and King treet, ellington treet and King treet, and ellington treet and Queens Avenue. However, traffic circulation in the downtown is expected to operate well within capacity limits and with low delay on York treet, Richmond treet (between York treet and Central Avenue), Dundas treet, and Talbot treet. It must be noted that the congestion described above was not observed during the PM peak when travel into the downtown core for shopping, dining and entertainment is more likely to occur ellington treet and Queens Avenue As transit vehicles are required to make a northbound left-turn from the curbside lane at this location, a dedicated transit priority phase was modelled King treet and Clarence treet As transit vehicles are required to make a southbound left-turn at this location, a dedicated transit priority phase was modelled to address the potential for conflicts with northbound through vehicles on Clarence treet. Permitted BRT turns could be utilized as an alternative April 3, 8 3

36 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London configuration, as the future road configuration eliminates the risk of the transit vehicle turning across the path of a car approaching from the rear King treet and Ridout treet As there are insufficient receiving lanes for southbound left-turns and northbound right-turns to operate concurrently, north-south split phasing was modelled, which is the same phasing that operates today. In addition, a dedicated transit priority phase was modelled at this intersection to facilitate the BRT s left-turn from the southbound curb lane to eastbound curb lane. April 3, 8 33

37 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London 6 ummary and Recommendations The purpose of this report is to conduct a traffic operations assessment of the future BRT network in London, Ontario, in support of the Transit Project Assessment Process. xisting traffic operations at signalized intersection along the proposed network were examined, which identified intersections which are currently experiencing congestion during the AM peak and PM peak. Following this assessment, the future lane configurations, newly signalized intersections and new signal timing plans, turning restrictions and signalized U-turn demand, and growth factors were assessed in order to develop a future BRT conditions traffic operations model. In addition to the analysis presented in this report, a detailed traffic microsimulation analysis was undertaken to measure and compare traffic operations for various design option for the Richmond treet orth corridor. The microsimulation analysis considered a large area to assess trip diversions to other corridors, as well as a more focused assessment of the specific operations of Richmond treet for the potential design alternatives. The results of the microsimulation analysis are presented in Appendix of the nvironmental Project Report. A comparison between the existing conditions and the future BRT conditions indicates that intersections which are experiencing congestion are likely to continue to experience congestion into the future. This is primarily due to background traffic growth, as well as the conversion of main street left-turn movements to fully-protected operations; lane reductions and reallocations; and anticipated increases in U-turn demand. However, the future BRT conditions proposes changes to intersections which attempt to mitigate these issues while ensuring that the transit service is fast and reliable, that pedestrian access is safe and convenient, and that mobility and access to trip generators and neighbourhoods is maintained. 6. Recommendations The following is a summary of the recommended mitigation measures: Reconfigure the Richmond treet and estern Road intersection to support BRT operations and accommodate a BRT stop. This reconfiguration also connects higher-capacity road segments for north-south traffic circulation between Richmond treet and estern Road. Traffic patterns are expected to change with planned improvements to estern Road, and a southbound dual left-turn lane at this intersection is not recommended due to the preferred BRT corridor design between University Drive and Oxford treet est. outhbound through traffic becomes southbound left-turn traffic; orthbound through traffic becomes westbound right-turn traffic; outhbound right-turn traffic becomes southbound through traffic; and astbound left-turn traffic becomes northbound through traffic. At the intersection of Richmond treet and estern Road, consider providing a twostage pedestrian crossing of the east leg, with a pedestrian refuge island between the westbound left-turn and right-turn lanes, in order to provide pedestrian access to the northbound far-side BRT platform. At the King treet and Adelaide treet intersection, remove the southbound service road connecting eastbound King treet to York treet, and the northbound service road connecting York treet to eastbound King treet at Adelaide treet. Convert one-way northbound Ontario treet (at Dundas treet) to a two-way operation. April 3, 8 34

38 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Implement planned conversion of Grey treet (at ellington treet) from one-way westbound to a two-way operation. Implement planned conversion of outh treet (at ellington treet) from one-way eastbound to a two-way operation. Prohibit southbound left-turns at ellington Road and Grand Avenue while preserving neighbourhood access via High treet and the High treet and Grand Avenue intersection. Prohibit eastbound right-turn on red at the intersection of harncliffe Road and Oxford treet est, in order to allow for an eastbound transit queue jump phase. Remove east-west split phasing, and instead provide conventional traffic control system phasing, at the intersection of harncliffe Road and Mount Pleasant Avenue, with realigned intersection. Permit BRT turns at King treet and Clarence treet intersection. Maintain existing north-south split phasing at the intersection of King treet and Ridout treet. ignalize the following existing unsignalized intersections: estern Road and Ambleside Drive; Richmond treet and t. James treet; King treet and Ontario treet; Dundas treet and Dorinda treet; Dundas treet and McCormick Boulevard; Ashland Avenue and Dundas treet; Highbury Avenue and Canada Post London Processing Facility; John Paul II Catholic econdary chool and Oxford treet ast; Oxford treet ast and London Lane (est Access to Fanshawe College); Oxford treet ast and Fanshawe College Transit-Only ntrance; ellington treet and outh treet; ellington Road and ellington Crescent/Bond treet; ellington Road and hetter Avenue; Beaverbrook Avenue and Oxford treet est; Riverside Drive and ilson treet; and, 5-53 Oxford treet est access and Oxford treet est. Implement dedicated transit priority phases at the following intersections: Richmond treet and Hillview Boulevard / Masonville Place; estern Road and Lambton Drive / Brescia Lane; Richmond treet and University Drive; Richmond treet and Central Avenue; Clarence treet and Dufferin treet; April 3, 8 35

39 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London King treet and Ontario treet; Dundas treet and Ontario treet; Dundas treet and Highbury Avenue; Highbury Avenue and Oxford treet ast; ellington treet and Horton treet; ellington Road and hite Oaks Mall / Days Inn London; ellington Road and Queens Avenue; King treet and Clarence treet; King treet and Ridout treet; and, harncliffe Road and Riverside Drive. Implement signal timing plan changes to favour the direction of the BRT routes. Restrict left-turns at existing turning movements due to the introduction of dedicated transit-only lanes; signalized U-turns are proposed along the transit route to allow for vehicles to make the U-turn at the first available opportunity. IT solutions are recommended, such as the use of green wave, where the traffic lights are coordinated to allow continuous traffic flow along the BRT route. In addition to a reduction of vehicle delays, green wave has the potential to reduce vehicle emissions and fuel consumption, and control traffic speed. April 3, 8 36

40 IBI GROUP DRAFT RPORT APPDIX TRAFFIC AALYI Prepared for The Corporation of the City of London Appendix A Turning Movement Counts -A

41 AM Period Location... BA LI LLIGTO RD IT447 Municipality. LODO Count Date. Tuesday, April, Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 7:45 AM 8:45 AM LLIGTO RD Cyclists: % 635 7% % Cyclists: 5 BA LI RD 3 % 3 5% % % 4 83 Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

42 MD Period Location... BA LI LLIGTO RD IT447 Municipality. LODO Count Date. Tuesday, April, Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :45 PM :45 PM LLIGTO RD Cyclists: % 947 5% % Cyclists: 4 BA LI RD 94 % % % % 7 5 Cyclists: Cyclists: Thursday, August, 4 Page 4 of 4

43 PM Period Location... BA LI LLIGTO RD IT447 Municipality. LODO Count Date. Tuesday, April, Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 4: PM 5: PM LLIGTO RD Cyclists: % Cyclists: 33 BA LI RD % % % Cyclists: Cyclists: LLIGTO RD Thursday, August, 4 Page 3 of 4

44 Full tudy Location... BA LI LLIGTO RD IT447 Municipality. LODO Count Date. Tuesday, April, Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4: PM 5: PM LLIGTO RD Cyclists: % Cyclists: 33 BA LI RD % % % Cyclists: Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

45 AM Period Location... BRADLY LLIGTO RD IT587 Municipality. LODO Count Date. Tuesday, 7 May, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 8: AM 9: AM LLIGTO RD Cyclists: % % % % Cyclists: BRADLY AV % % % % % 38 Cyclists: % % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

46 MD Period Location... BRADLY LLIGTO RD IT587 Municipality. LODO Count Date. Tuesday, 7 May, 3 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :5 PM :5 PM LLIGTO RD Cyclists: % Cyclists: 49 BRADLY AV 3 7 5% Cyclists: % 5% 5% Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

47 PM Period Location... BRADLY LLIGTO RD IT587 Municipality. LODO Count Date. Tuesday, 7 May, 3 Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 3:45 PM 4:45 PM LLIGTO RD Cyclists: % % 37 8 Cyclists: 5 BRADLY AV % % % Cyclists: % Cyclists: LLIGTO RD Thursday, August, 4 Page 3 of 4

48 Full tudy Location... BRADLY LLIGTO RD IT587 Municipality. LODO Count Date. Tuesday, 7 May, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 3:45 PM 4:45 PM LLIGTO RD Cyclists: % % 37 8 Cyclists: 5 BRADLY AV % % % Cyclists: % Cyclists: Thursday, August, 4 Page 4 of 4

49 AM Period Location... CTRAL LLIGTO T IT6 Municipality. LODO Count Date. ednesday, May, 4 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... one Peak Hour.. 7:45 AM 8:45 AM LLIGTO T Cyclists: % 6 44 % 4 3 % Cyclists: 59 CTRAL AV 8 % % % % 4 5 Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

50 MD Period Location... CTRAL LLIGTO T IT6 Municipality. LODO Count Date. ednesday, May, 4 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... one Peak Hour.. :5 AM :5 PM LLIGTO T Cyclists: % 3 64 % 6 8 % Cyclists: 5 CTRAL AV 6 % 8 4 % % % 6 89 % % 37 8 Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

51 PM Period Location... CTRAL LLIGTO T IT6 Municipality. LODO Count Date. ednesday, May, 4 Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... one Peak Hour.. 4:3 PM 5:3 PM LLIGTO T Cyclists: % 88 % 87 9 % 8 48 % 48 Cyclists: 58 CTRAL AV % 94 % % % % Cyclists: % % 6% Cyclists: Friday, August, 4 Page 4 of 4

52 Full tudy Location... CTRAL LLIGTO T IT6 Municipality. LODO Count Date. ednesday, May, 4 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... one Peak Hour.. 4:3 PM 5:3 PM LLIGTO T Cyclists: % 88 % 87 9 % 8 48 % 48 Cyclists: 58 CTRAL AV % 94 % % % % Cyclists: % % 6% Cyclists: LLIGTO T Friday, August, 4 Page 3 of 4

53 AM Period Location... DUFFRI LLIGTO T IT8 Municipality. LODO Count Date. Thursday, 5 April, Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 7:45 AM 8:45 AM LLIGTO T Cyclists: % % Cyclists: 95 DUFFRI AV 38 5% % Cyclists: % Cyclists: Friday, August, 4 Page 4 of 4

54 MD Period Location... DUFFRI LLIGTO T IT8 Municipality. LODO Count Date. Thursday, 5 April, Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :45 PM :45 PM LLIGTO T Cyclists: % 339 % % Cyclists: DUFFRI AV 5 6% 6 9 % % % Cyclists: % Cyclists: LLIGTO T Friday, August, 4 Page of 4

55 PM Period Location... DUFFRI LLIGTO T IT8 Municipality. LODO Count Date. Thursday, 5 April, Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 4:3 PM 5:3 PM LLIGTO T Cyclists: % % % 586 Cyclists: 45 DUFFRI AV % % % % Cyclists: % % 6% Cyclists: LLIGTO T Friday, August, 4 Page 3 of 4

56 Full tudy Location... DUFFRI LLIGTO T IT8 Municipality. LODO Count Date. Thursday, 5 April, Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4:3 PM 5:3 PM LLIGTO T Cyclists: % % % 586 Cyclists: 45 DUFFRI AV % % % % Cyclists: % % 6% Cyclists: LLIGTO T Friday, August, 4 Page of 4

57 AM Period Location... DUDA LLIGTO T IT989 Municipality. LODO Count Date. Tuesday, ovember, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 8: AM 9: AM LLIGTO T Cyclists: % % Cyclists: DUDA T % % % % Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

58 MD Period Location... DUDA LLIGTO T IT989 Municipality. LODO Count Date. Tuesday, ovember, 3 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :3 PM :3 PM LLIGTO T Cyclists: % % % 6 77 Cyclists: 66 DUDA T 6 8 % 7 8 5% % % % % % 8 Cyclists: % % 6% 6% Cyclists: Friday, August, 4 Page 4 of 4

59 PM Period Location... DUDA LLIGTO T IT989 Municipality. LODO Count Date. Tuesday, ovember, 3 Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 4:3 PM 5:3 PM LLIGTO T Cyclists: % 5 35 % % Cyclists: 39 DUDA T % % % % % 8 48 Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

60 Full tudy Location... DUDA LLIGTO T IT989 Municipality. LODO Count Date. Tuesday, ovember, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4:3 PM 5:3 PM LLIGTO T Cyclists: % 5 35 % % Cyclists: 39 DUDA T % % % % % 8 48 Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page 3 of 4

61 AM Period Location... MRY LLIGTO RD IT4 Municipality. LODO Count Date. ednesday, 7 April, Traffic Cont. Intersection Pedestrian ignal Count Time. 7: AM 9: AM Major Dir... one Peak Hour.. 7:45 AM 8:45 AM LLIGTO RD Cyclists: % % Cyclists: MRY T % % % 74 % 73 % % % Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page 3 of 4

62 MD Period Location... MRY LLIGTO RD IT4 Municipality. LODO Count Date. ednesday, 7 April, Traffic Cont. Intersection Pedestrian ignal Count Time. : AM : PM Major Dir... one Peak Hour.. :5 PM :5 PM LLIGTO RD Cyclists: % % Cyclists: 4 MRY T % % 53 % 44 % % % 43 5% 4 Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

63 PM Period Location... MRY LLIGTO RD IT4 Municipality. LODO Count Date. ednesday, 7 April, Traffic Cont. Intersection Pedestrian ignal Count Time. 3: PM 6: PM Major Dir... one Peak Hour.. 4:5 PM 5:5 PM LLIGTO RD Cyclists: % 3 53 % 58 % Cyclists: 9 MRY T % 5 4 % 47 % 4 % % % 4 % 4 Cyclists: 549 % % % Cyclists: Thursday, August, 4 Page 4 of 4

64 Full tudy Location... MRY LLIGTO RD IT4 Municipality. LODO Count Date. ednesday, 7 April, Traffic Cont. Intersection Pedestrian ignal Count Time. 7: AM 6: PM Major Dir... one Peak Hour.. 4:5 PM 5:5 PM LLIGTO RD Cyclists: % 3 53 % 58 % Cyclists: 9 MRY T % 5 4 % 47 % 4 % % % 4 % 4 Cyclists: 549 % % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

65 AM Period Location... GRY LLIGTO T IT35 Municipality. LODO Count Date. Monday, 3 March, 9 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 8: AM 9: AM LLIGTO T Cyclists: % Cyclists: 9 GRY T % % % % 4 8 7% % 69 % Cyclists: % Cyclists: LLIGTO T Thursday, August, 4 Page 3 of 4

66 MD Period Location... GRY LLIGTO T IT35 Municipality. LODO Count Date. Monday, 3 March, 9 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :3 PM :3 PM LLIGTO T Cyclists: % % Cyclists: 9 GRY T % 87 7 % % % % 93 % 53 % 5 Cyclists: % % Cyclists: Thursday, August, 4 Page 4 of 4

67 PM Period Location... GRY LLIGTO T IT35 Municipality. LODO Count Date. Monday, 3 March, 9 Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 4:5 PM 5:5 PM LLIGTO T Cyclists: % % Cyclists: GRY T % 98 5 % % % 9 4 % 95 % 386 % 34 Cyclists: % % % Cyclists: LLIGTO T Thursday, August, 4 Page of 4

68 Full tudy Location... GRY LLIGTO T IT35 Municipality. LODO Count Date. Monday, 3 March, 9 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4:5 PM 5:5 PM LLIGTO T Cyclists: % % Cyclists: GRY T % 98 5 % % % 9 4 % 95 % 386 % 34 Cyclists: % % % Cyclists: LLIGTO T Thursday, August, 4 Page of 4

69 AM Period Location... HORTO LLIGTO T IT33 Municipality. LODO Count Date. Thursday, 7 ovember, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 7:45 AM 8:45 AM LLIGTO T Cyclists: % Cyclists: 64 HORTO T % % % % % Cyclists: % Cyclists: LLIGTO T Friday, August, 4 Page of 4

70 MD Period Location... HORTO LLIGTO T IT33 Municipality. LODO Count Date. Thursday, 7 ovember, 3 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :3 PM :3 PM LLIGTO T Cyclists: % % 48 Cyclists: HORTO T % % % Cyclists: % Cyclists: LLIGTO T Friday, August, 4 Page 3 of 4

71 PM Period Location... HORTO LLIGTO T IT33 Municipality. LODO Count Date. Thursday, 7 ovember, 3 Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 4:3 PM 5:3 PM LLIGTO T Cyclists: % % Cyclists: HORTO T 7 7 6% 4 79 % % % Cyclists: % % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

72 Full tudy Location... HORTO LLIGTO T IT33 Municipality. LODO Count Date. Thursday, 7 ovember, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4:3 PM 5:3 PM LLIGTO T Cyclists: % % Cyclists: HORTO T 7 7 6% 4 79 % % % Cyclists: % % % Cyclists: Friday, August, 4 Page 4 of 4

73 AM Period Location... KIG LLIGTO T IT354 Municipality. LODO Count Date. Thursday, 7 ovember, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 7:45 AM 8:45 AM LLIGTO T Cyclists: % % Cyclists: 49 KIG T % % % % 836 % % 95 Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page 3 of 4

74 MD Period Location... KIG LLIGTO T IT354 Municipality. LODO Count Date. Thursday, 7 ovember, 3 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :45 PM :45 PM LLIGTO T Cyclists: % 639 5% % % Cyclists: 7 KIG T % % % % % Cyclists: % % 5% 7% Cyclists: LLIGTO T Friday, August, 4 Page of 4

75 PM Period Location... KIG LLIGTO T IT354 Municipality. LODO Count Date. Thursday, 7 ovember, 3 Traffic Cont. Traffic signal Count Time. 3: PM 5: PM Major Dir... orth south Peak Hour.. 4: PM 5: PM LLIGTO T Cyclists: % Cyclists: 47 KIG T % % % % % 5 5 % Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

76 Full tudy Location... KIG LLIGTO T IT354 Municipality. LODO Count Date. Thursday, 7 ovember, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4:5 PM 5:5 PM LLIGTO T Cyclists: % Cyclists: 3 KIG T % % % 83 % % 3 87 % 9 6 % % Cyclists: % 5% % Cyclists: Friday, August, 4 Page 4 of 4

77 AM Period Location... MOTGOMRY LLIGTO RD IT5689 Municipality. LODO Count Date. Monday, 7 June, 3 Traffic Cont. Traffic signal Major Dir... one LLIGTO RD Count Time. Peak Hour.. 7: AM 7:3 AM 9: AM 8:3 AM Cyclists: % % 3 6% Cyclists: MOTGOMRY GAT % % 5 % % % % % Cyclists: % 6% % 4 3 Cyclists: LLIGTO RD Thursday, August, 4 Page 3 of 4

78 MD Period Location... MOTGOMRY LLIGTO RD IT5689 Municipality. LODO Count Date. Monday, 7 June, 3 Traffic Cont. Traffic signal Major Dir... one LLIGTO RD Count Time. Peak Hour.. : AM : PM 3: PM : PM Cyclists: % % Cyclists: MOTGOMRY GAT % 7 % 7 % % 7 46 % % % 73 % 7 Cyclists: % % Cyclists: Thursday, August, 4 Page 4 of 4

79 PM Period Location... MOTGOMRY LLIGTO RD IT5689 Municipality. LODO Count Date. Monday, 7 June, 3 Traffic Cont. Traffic signal Major Dir... one LLIGTO RD Count Time. Peak Hour.. 3: PM 4:5 PM 6: PM 5:5 PM Cyclists: % % Cyclists: MOTGOMRY GAT % 3 % 3 % 54 7 % 7 % % % 5 49 Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

80 Full tudy Location... MOTGOMRY LLIGTO RD IT5689 Municipality. LODO Count Date. Monday, 7 June, 3 Traffic Cont. Traffic signal Major Dir... one Count Time. Peak Hour.. 7: AM 4:5 PM 6: PM 5:5 PM LLIGTO RD Cyclists: % % Cyclists: MOTGOMRY GAT % 3 % 3 % 54 7 % 7 % % % 5 49 Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

81 AM Period Location... QU LLIGTO T IT99 Municipality. LODO Count Date. Friday, ovember, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 7:45 AM 8:45 AM LLIGTO T Cyclists: % Cyclists: 6 QU AV 37 % % % % 988 % 57 Cyclists: % % Cyclists: Friday, August, 4 Page 4 of 4

82 MD Period Location... QU LLIGTO T IT99 Municipality. LODO Count Date. Friday, ovember, 3 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :45 AM :45 PM LLIGTO T Cyclists: % % Cyclists: 5 QU AV 7 % % % % % 557 % 89 Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

83 PM Period Location... QU LLIGTO T IT99 Municipality. LODO Count Date. Friday, ovember, 3 Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 4: PM 5: PM LLIGTO T Cyclists: % % Cyclists: 4 QU AV 45 % % % % 67 % 69 % 948 % 9 Cyclists: % Cyclists: LLIGTO T Friday, August, 4 Page of 4

84 Full tudy Location... QU LLIGTO T IT99 Municipality. LODO Count Date. Friday, ovember, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4: PM 5: PM LLIGTO T Cyclists: % % Cyclists: 4 QU AV 45 % % % % 67 % 69 % 948 % 9 Cyclists: % Cyclists: LLIGTO T Friday, August, 4 Page 3 of 4

85 AM Period Location... OUTHDAL LLIGTO RD IT549 Municipality. LODO Count Date. Thursday, 3 October, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 7:45 AM 8:45 AM LLIGTO RD Cyclists: % Cyclists: OUTHDAL RD % % Cyclists: % 5% 7% Cyclists: LLIGTO RD Thursday, August, 4 Page 3 of 4

86 MD Period Location... OUTHDAL LLIGTO RD IT549 Municipality. LODO Count Date. Thursday, 3 October, 3 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. : PM : PM LLIGTO RD Cyclists: Cyclists: OUTHDAL RD 3 5% % % % % Cyclists: Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

87 PM Period Location... OUTHDAL LLIGTO RD IT549 Municipality. LODO Count Date. Thursday, 3 October, 3 Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 4: PM 5: PM LLIGTO RD Cyclists: % Cyclists: 6 OUTHDAL RD % % Cyclists: % % Cyclists: Thursday, August, 4 Page 4 of 4

88 Full tudy Location... OUTHDAL LLIGTO RD IT549 Municipality. LODO Count Date. Thursday, 3 October, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4: PM 5: PM LLIGTO RD Cyclists: % Cyclists: 6 OUTHDAL RD % % Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

89 AM Period Location... LLIGTO ILKI T IT56 Municipality. LODO Count Date. Friday, May, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 7:45 AM 8:45 AM LLIGTO RD Cyclists: % % Cyclists: ILKI T % 3 7% 8 5 % % 38 3 % % % 74 % 73 Cyclists: 49 5% % % Cyclists: Thursday, August, 4 Page 4 of 4

90 MD Period Location... LLIGTO ILKI T IT56 Municipality. LODO Count Date. Friday, May, 3 Traffic Cont. Traffic signal Count Time. : AM 3: PM Major Dir... orth south Peak Hour.. :5 PM :5 PM LLIGTO RD Cyclists: % Cyclists: 4 ILKI T % 7 5 % % 9 8 % % % 53 % 53 Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

91 PM Period Location... LLIGTO ILKI T IT56 Municipality. LODO Count Date. Friday, May, 3 Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 4:5 PM 5:5 PM LLIGTO RD Cyclists: % % Cyclists: 8 ILKI T % 36 % % % 35 5 % % % 69 % 68 6 Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page of 4

92 Full tudy Location... LLIGTO ILKI T IT56 Municipality. LODO Count Date. Friday, May, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4:5 PM 5:5 PM LLIGTO RD Cyclists: % % Cyclists: 8 ILKI T % 36 % % % 35 5 % % % 69 % 68 6 Cyclists: % % Cyclists: LLIGTO RD Thursday, August, 4 Page 3 of 4

93 AM Period Location... LLIGTO YORK T Municipality. LODO Traffic Cont. Traffic signal Major Dir... ast west Count Date. Count Time. Peak Hour.. IT348 ednesday, 9 ovember, 7: AM 7:45 AM 9: AM 8:45 AM Cyclists: LLIGTO T % 5 Cyclists: YORK T 76 % % % % 4 Cyclists: 97 % % % % Cyclists: LLIGTO T Friday, August, 4 Page 3 of 4

94 MD Period Location... LLIGTO YORK T Municipality. LODO Traffic Cont. Traffic signal Major Dir... ast west Count Date. Count Time. Peak Hour.. IT348 ednesday, 9 ovember, : AM :45 AM : PM :45 PM Cyclists: LLIGTO T % 3 38 % 38 3 % Cyclists: 4 YORK T 7 % % % % % % 8 3 Cyclists: 97 % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

95 PM Period Location... LLIGTO YORK T Municipality. LODO Traffic Cont. Traffic signal Major Dir... ast west Count Date. Count Time. Peak Hour.. IT348 ednesday, 9 ovember, 3: PM 4: PM 6: PM 5: PM Cyclists: LLIGTO T % 3 35 % 35 5 % 5 9 % 9 Cyclists: 3 YORK T 5 % % % 3 6 Cyclists: % % Cyclists: Friday, August, 4 Page 4 of 4

96 Full tudy Location... LLIGTO YORK T Municipality. LODO Traffic Cont. Traffic signal Major Dir... ast west Count Date. Count Time. Peak Hour.. IT348 ednesday, 9 ovember, 7: AM 4: PM 6: PM 5: PM Cyclists: LLIGTO T % 3 35 % 35 5 % 5 9 % 9 Cyclists: 3 YORK T 5 % % % 3 6 Cyclists: % % Cyclists: LLIGTO T Friday, August, 4 Page of 4

97 AM Period Location... FAHA PARK RICHMOD T IT6 Municipality. LODO Count Date. Thursday, 6 June, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... ast west Peak Hour.. 7:45 AM 8:45 AM RICHMOD T Cyclists: % % Cyclists: 8 FAHA PARK RD 4 7% 4 9 5% % % % Cyclists: % 5% Cyclists: Friday, August, 4 Page 4 of 4

98 MD Period Location... FAHA PARK RICHMOD T IT6 Municipality. LODO Count Date. Thursday, 6 June, 3 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... ast west Peak Hour.. :5 PM :5 PM RICHMOD T Cyclists: % % Cyclists: FAHA PARK RD 46 5 % % % % % Cyclists: % 9% 7% Cyclists: RICHMOD T Friday, August, 4 Page of 4

99 PM Period Location... FAHA PARK RICHMOD T IT6 Municipality. LODO Count Date. Thursday, 6 June, 3 Traffic Cont. Traffic signal Count Time. 3: PM 5: PM Major Dir... ast west Peak Hour.. 4: PM 5: PM RICHMOD T Cyclists: % % Cyclists: 47 FAHA PARK RD % % % Cyclists: % 9% Cyclists: RICHMOD T Friday, August, 4 Page 3 of 4

100 Full tudy Location... FAHA PARK RICHMOD T IT6 Municipality. LODO Count Date. Thursday, 6 June, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... ast west Peak Hour.. 4:45 PM 5:45 PM RICHMOD T Cyclists: % % % % 4 89 Cyclists: 5 FAHA PARK RD 7 % % % % % % Cyclists: % % Cyclists: RICHMOD T Friday, August, 4 Page of 4

101 MD Period Location... FAHA PARK RICHMOD T IT6 Municipality. LODO Count Date. aturday, 6 April, 4 Traffic Cont. Traffic signal Count Time. : AM 4: PM Major Dir... ast west Peak Hour.. :45 PM 3:45 PM RICHMOD T Cyclists: % % % % 75 Cyclists: 55 FAHA PARK RD % 479 % % % % % % % 4 4 Cyclists: 97 5 % % % Cyclists: Friday, August, 4 Page of

102 Full tudy Location... FAHA PARK RICHMOD T IT6 Municipality. LODO Count Date. aturday, 6 April, 4 Traffic Cont. Traffic signal Count Time. : AM 4: PM Major Dir... ast west Peak Hour.. :45 PM 3:45 PM RICHMOD T Cyclists: % % % % 75 Cyclists: 55 FAHA PARK RD % 479 % % % % % % % 4 4 Cyclists: 97 5 % % % Cyclists: RICHMOD T Friday, August, 4 Page of

103 MD Period Location... FAHA PARK RICHMOD T IT6 Municipality. LODO Count Date. unday, 7 April, 4 Traffic Cont. Traffic signal Count Time. : AM 4: PM Major Dir... ast west Peak Hour.. : PM : PM RICHMOD T Cyclists: % % % 3 69 % 689 Cyclists: 5 FAHA PARK RD 3 % 3 4 % % % % % % % 6 Cyclists: % % % Cyclists: RICHMOD T Friday, August, 4 Page of

104 Full tudy Location... FAHA PARK RICHMOD T IT6 Municipality. LODO Count Date. unday, 7 April, 4 Traffic Cont. Traffic signal Count Time. : AM 4: PM Major Dir... ast west Peak Hour.. : PM : PM RICHMOD T Cyclists: % % % 3 69 % 689 Cyclists: 5 FAHA PARK RD 3 % 3 4 % % % % % % % 6 Cyclists: % % % Cyclists: Friday, August, 4 Page of

105 AM Period Location... HILLVI RICHMOD T IT74 Municipality. LODO Count Date. Thursday, 9 April, Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 8: AM 9: AM RICHMOD T Cyclists: % % Cyclists: HILLVI BLVD 9% % % % % % Cyclists: % 8% 7% Cyclists: RICHMOD T Friday, August, 4 Page 3 of 4

106 MD Period Location... HILLVI RICHMOD T IT74 Municipality. LODO Count Date. Thursday, 9 April, Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :5 PM :5 PM RICHMOD T Cyclists: % % 57 5 Cyclists: 4 HILLVI BLVD % % % % % 6 8 Cyclists: % 5% % Cyclists: RICHMOD T Friday, August, 4 Page of 4

107 PM Period Location... HILLVI RICHMOD T IT74 Municipality. LODO Count Date. Thursday, 9 April, Traffic Cont. Traffic signal Count Time. 3: PM 6: PM Major Dir... orth south Peak Hour.. 5: PM 6: PM RICHMOD T Cyclists: % % % 7 88 Cyclists: HILLVI BLVD 9 % 9 8 % 8 7 % % % 47 3 % % 5 4 Cyclists: % % Cyclists: Friday, August, 4 Page 4 of 4

108 Full tudy Location... HILLVI RICHMOD T IT74 Municipality. LODO Count Date. Thursday, 9 April, Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 5: PM 6: PM RICHMOD T Cyclists: % % % 7 88 Cyclists: HILLVI BLVD 9 % 9 8 % 8 7 % % % 47 3 % % 5 4 Cyclists: % % Cyclists: RICHMOD T Friday, August, 4 Page of 4

109 MD Period Location... HILLVI RICHMOD T IT74 Municipality. LODO Count Date. aturday, 3 May, 4 Traffic Cont. Traffic signal Count Time. : AM 4: PM Major Dir... orth south Peak Hour.. : PM 3: PM RICHMOD T Cyclists: % 9 83 % % 7 6 % Cyclists: HILLVI BLVD % 6 % 6 % % % % % 8 Cyclists: 97 % % % % Cyclists: Friday, August, 4 Page of

110 Full tudy Location... HILLVI RICHMOD T IT74 Municipality. LODO Count Date. aturday, 3 May, 4 Traffic Cont. Traffic signal Count Time. : AM 4: PM Major Dir... orth south Peak Hour.. : PM 3: PM RICHMOD T Cyclists: % 9 83 % % 7 6 % Cyclists: HILLVI BLVD % 6 % 6 % % % % % 8 Cyclists: 97 % % % % Cyclists: RICHMOD T Friday, August, 4 Page of

111 MD Period Location... HILLVI RICHMOD T IT74 Municipality. LODO Count Date. unday, 4 May, 4 Traffic Cont. Traffic signal Count Time. : AM 4: PM Major Dir... orth south Peak Hour.. :3 PM 3:3 PM RICHMOD T Cyclists: % 966 % % % Cyclists: 5 HILLVI BLVD 79 % 79 6 % 6 5 % % % % % 9 Cyclists: 8 7 % % % % Cyclists: Friday, August, 4 Page of

112 Full tudy Location... HILLVI RICHMOD T IT74 Municipality. LODO Count Date. unday, 4 May, 4 Traffic Cont. Traffic signal Count Time. : AM 4: PM Major Dir... orth south Peak Hour.. :3 PM 3:3 PM RICHMOD T Cyclists: % 966 % % % Cyclists: 5 HILLVI BLVD 79 % 79 6 % 6 5 % % % % % 9 Cyclists: 8 7 % % % % Cyclists: RICHMOD T Friday, August, 4 Page of

113 AM Period Location... AGL RICHMOD T Municipality... LODO IT756 Count Date... Thursday, 4 October, 3 Peak Hour... 8: AM 9: AM RICHMOD T % 53 8% % AGL T % % 38 % % 5% 79 % 8 8 % % % % RICHMOD T ednesday, August 7, 4 Page of 3

114 MD Period Location... AGL RICHMOD T Municipality... LODO IT756 Count Date... Thursday, 4 October, 3 Peak Hour... :45 PM :45 PM RICHMOD T % 55 8% % AGL T 8 % 83 % % 84 % % % % % % 7% % RICHMOD T ednesday, August 7, 4 Page of 3

115 PM Period Location... AGL RICHMOD T Municipality... LODO IT756 Count Date... Thursday, 4 October, 3 Peak Hour... 4: PM 5: PM RICHMOD T % 7 5% AGL T 39 % 39 % % 4 % % 5% % % % 5% % ednesday, August 7, 4 Page 3 of 3

116 AM Period Location... BRARD RICHMOD T Municipality... LODO IT6 Count Date... Monday, 8 April, 3 Peak Hour... 7:45 AM 8:45 AM RICHMOD T % 5 % % BRARD AV 4 % 4 % % 3 % % 8 % 9 9 % 9 % % % % RICHMOD T ednesday, August 7, 4 Page of 3

117 MD Period Location... BRARD RICHMOD T Municipality... LODO IT6 Count Date... Monday, 8 April, 3 Peak Hour... :5 PM :5 PM RICHMOD T % % BRARD AV 5 % 5 % % 6 % % % 3 7% 4 % % RICHMOD T ednesday, August 7, 4 Page of 3

118 PM Period Location... BRARD RICHMOD T Municipality... LODO IT6 Count Date... Monday, 8 April, 3 Peak Hour... 4: PM 5: PM RICHMOD T % % 7 6 % BRARD AV % % % % % 7 6% 8 4 % 4 44 % % % % ednesday, August 7, 4 Page 3 of 3

119 AM Period Location... CTRAL RICHMOD T Municipality... LODO IT645 Count Date... Monday, 4 June, 3 Peak Hour... 8: AM 9: AM RICHMOD T % % CTRAL AV % % % % 8% 6% RICHMOD T ednesday, August 7, 4 Page of 3

120 MD Period Location... CTRAL RICHMOD T Municipality... LODO IT645 Count Date... Monday, 4 June, 3 Peak Hour... :45 AM :45 PM RICHMOD T % % % 63 7% CTRAL AV 76 % % % % % % 8% % RICHMOD T ednesday, August 7, 4 Page of 3

121 PM Period Location... CTRAL RICHMOD T Municipality... LODO IT645 Count Date... Monday, 4 June, 3 Peak Hour... 3: PM 4: PM RICHMOD T % % % CTRAL AV % 57 6 % 5 53 % % % 8 3 6% % % % % ednesday, August 7, 4 Page 3 of 3

122 AM Period Location... CHAPID RICHMOD T Municipality... LODO IT85 Count Date... Tuesday, 3 April, 3 Peak Hour... 8: AM 9: AM RICHMOD T 43 % % CHAPID T % % % % % % 5% % RICHMOD T ednesday, August 7, 4 Page of 3

123 MD Period Location... CHAPID RICHMOD T Municipality... LODO IT85 Count Date... Tuesday, 3 April, 3 Peak Hour... : PM 3: PM RICHMOD T % CHAPID T % 4 93 % % % % % % % 6% RICHMOD T ednesday, August 7, 4 Page of 3

124 PM Period Location... CHAPID RICHMOD T Municipality... LODO IT85 Count Date... Tuesday, 3 April, 3 Peak Hour... 4: PM 5: PM RICHMOD T % CHAPID T % 7 % 7 58 % % % % % % 7% ednesday, August 7, 4 Page 3 of 3

125 AM Period Location... DUFFRI RICHMOD T Municipality... LODO IT885 Count Date... Monday, June, 3 Peak Hour... 8: AM 9: AM RICHMOD T % % % % DUFFRI AV % % % 79 7 % % % % 8% 9% RICHMOD T ednesday, August 7, 4 Page of 3

126 MD Period Location... DUFFRI RICHMOD T Municipality... LODO IT885 Count Date... Monday, June, 3 Peak Hour... :5 PM :5 PM RICHMOD T % % % DUFFRI AV % % % 5 % % % % 5% RICHMOD T ednesday, August 7, 4 Page of 3

127 PM Period Location... DUFFRI RICHMOD T Municipality... LODO IT885 Count Date... Monday, June, 3 Peak Hour... 4: PM 5: PM RICHMOD T % % % % DUFFRI AV 74 % % % % % % % 5% ednesday, August 7, 4 Page 3 of 3

128 AM Period Location... DUDA RICHMOD T Municipality... LODO IT355 Count Date... Thursday, October, 3 Peak Hour... 8: AM 9: AM RICHMOD T % % 663 9% DUDA T 8% 9 6% % % % % % % % 9% 5% RICHMOD T ednesday, August 7, 4 Page of 3

129 MD Period Location... DUDA RICHMOD T Municipality... LODO IT355 Count Date... Thursday, October, 3 Peak Hour... : PM : PM RICHMOD T % 439 9% % 53 6% DUDA T 37 % 37 4 % % % % % % % % % 6% 67% RICHMOD T ednesday, August 7, 4 Page of 3

130 PM Period Location... DUDA RICHMOD T Municipality... LODO IT355 Count Date... Thursday, October, 3 Peak Hour... 3: PM 4: PM RICHMOD T % 6 7% % 6 5% 3 59 DUDA T % % % % % % % % ednesday, August 7, 4 Page 3 of 3

131 AM Period Location... GROVOR RICHMOD T Municipality... LODO IT97 Count Date... ednesday, 5 May, 3 Peak Hour... 7:45 AM 8:45 AM RICHMOD T % % GROVOR T % % 7 4 % % % % 6% % RICHMOD T ednesday, August 7, 4 Page of 3

132 MD Period Location... GROVOR RICHMOD T Municipality... LODO IT97 Count Date... ednesday, 5 May, 3 Peak Hour... :3 PM :3 PM RICHMOD T % % % GROVOR T 5 % % % % % % % RICHMOD T ednesday, August 7, 4 Page of 3

133 PM Period Location... GROVOR RICHMOD T Municipality... LODO IT97 Count Date... ednesday, 5 May, 3 Peak Hour... 4: PM 5: PM RICHMOD T % % GROVOR T 78 % 78 5 % 5 7 % % % % % % ednesday, August 7, 4 Page 3 of 3

134 AM Period Location... HORTO RICHMOD T Municipality... LODO IT3398 Count Date... Thursday, 7 ovember, 3 Peak Hour... 7:45 AM 8:45 AM RICHMOD T % % % HORTO T 8 4 5% % % % % % % % 6% RICHMOD T ednesday, August 7, 4 Page of 3

135 MD Period Location... HORTO RICHMOD T Municipality... LODO IT3398 Count Date... Thursday, 7 ovember, 3 Peak Hour... : PM : PM RICHMOD T % % % 87 6 HORTO T % % % RICHMOD T ednesday, August 7, 4 Page of 3

136 PM Period Location... HORTO RICHMOD T Municipality... LODO IT3398 Count Date... Thursday, 7 ovember, 3 Peak Hour... 4:3 PM 5:3 PM RICHMOD T % % HORTO T 69 % % % % % % ednesday, August 7, 4 Page 3 of 3

137 AM Period Location... HURO RICHMOD T Municipality... LODO IT59 Count Date... ednesday, May, Peak Hour... 7:45 AM 8:45 AM RICHMOD T % % HURO T % % % % 5 4 9% % % % 5% 36% RICHMOD T ednesday, August 7, 4 Page of 3

138 MD Period Location... HURO RICHMOD T Municipality... LODO IT59 Count Date... ednesday, May, Peak Hour... :45 AM :45 PM RICHMOD T % % HURO T 75 % % % % % % 6% RICHMOD T ednesday, August 7, 4 Page of 3

139 PM Period Location... HURO RICHMOD T Municipality... LODO IT59 Count Date... ednesday, May, Peak Hour... 4: PM 5: PM RICHMOD T % HURO T 8 % % % % % 5% ednesday, August 7, 4 Page 3 of 3

140 AM Period Location... KIG RICHMOD T Municipality... LODO IT347 Count Date... ednesday, 3 ovember, 3 Peak Hour... 8: AM 9: AM RICHMOD T % 36 % 6 8 8% % KIG T % % % % % % % % 6% RICHMOD T ednesday, August 7, 4 Page of 3

141 MD Period Location... KIG RICHMOD T Municipality... LODO IT347 Count Date... ednesday, 3 ovember, 3 Peak Hour... :45 PM :45 PM RICHMOD T % 5 % % KIG T % % % % % % % 9% RICHMOD T ednesday, August 7, 4 Page of 3

142 PM Period Location... KIG RICHMOD T Municipality... LODO IT347 Count Date... ednesday, 3 ovember, 3 Peak Hour... 3:45 PM 4:45 PM RICHMOD T % KIG T % % % % % % % % ednesday, August 7, 4 Page 3 of 3

143 AM Period Location... PALL MALL RICHMOD T Municipality... LODO IT56 Count Date... Monday, 9 June, 4 Peak Hour... 7:45 AM 8:45 AM RICHMOD T % % PALL MALL T 7 4 % 76 % % 36 % % % % 7% RICHMOD T ednesday, August 7, 4 Page of 3

144 MD Period Location... PALL MALL RICHMOD T Municipality... LODO IT56 Count Date... Monday, 9 June, 4 Peak Hour... :45 AM :45 PM RICHMOD T % 58 6% % PALL MALL T 96 % 98 % % 44 % % % % % % 7% % RICHMOD T ednesday, August 7, 4 Page of 3

145 PM Period Location... PALL MALL RICHMOD T Municipality... LODO IT56 Count Date... Monday, 9 June, 4 Peak Hour... 4: PM 5: PM RICHMOD T % % PALL MALL T 6 % 63 % % 34 % % 6 % 6 8 % 8 55 % % % ednesday, August 7, 4 Page 3 of 3

146 AM Period Location... QU RICHMOD T Municipality... LODO IT984 Count Date... ednesday, 5 June, 3 Peak Hour... 7:45 AM 8:45 AM RICHMOD T % 5 8 9% 8 % 595 8% QU AV % % % % % 7 6 8% 33 % 66 % % % % RICHMOD T ednesday, August 7, 4 Page of 3

147 MD Period Location... QU RICHMOD T Municipality... LODO IT984 Count Date... ednesday, 5 June, 3 Peak Hour... : PM : PM RICHMOD T % % % 479 7% QU AV % % % % % 556 % % % 7% % RICHMOD T ednesday, August 7, 4 Page of 3

148 PM Period Location... QU RICHMOD T Municipality... LODO IT984 Count Date... ednesday, 5 June, 3 Peak Hour... 4: PM 5: PM RICHMOD T % % % QU AV 8 4 5% % % 6 5 8% 65 % % % % % ednesday, August 7, 4 Page 3 of 3

149 AM Period Location... RICHMOD UIVRITY DR (PVT) Municipality... LODO IT38 Count Date... Thursday, 7 March, 3 Peak Hour... 7:45 AM 8:45 AM RICHMOD T % 7 8 % 638 5% UIVRITY DR (PVT) % 56 6% 3 53 % % % % % % 5% % RICHMOD T ednesday, August 7, 4 Page of 3

150 MD Period Location... RICHMOD UIVRITY DR (PVT) Municipality... LODO IT38 Count Date... Thursday, 7 March, 3 Peak Hour... :5 PM :5 PM RICHMOD T % UIVRITY DR (PVT) % 47 8% % % % % 7 7% % % RICHMOD T ednesday, August 7, 4 Page of 3

151 PM Period Location... RICHMOD UIVRITY DR (PVT) Municipality... LODO IT38 Count Date... Thursday, 7 March, 3 Peak Hour... 4:45 PM 5:45 PM RICHMOD T % % 8 % UIVRITY DR (PVT) % % % % % % 58 % % ednesday, August 7, 4 Page 3 of 3

152 AM Period Location... RICHMOD VICTORIA T Municipality... LODO IT7 Count Date... ednesday, 3 April, 4 Peak Hour... 8: AM 9: AM RICHMOD T % % VICTORIA T 35 % % % % % RICHMOD T ednesday, August 7, 4 Page of 3

153 MD Period Location... RICHMOD VICTORIA T Municipality... LODO IT7 Count Date... ednesday, 3 April, 4 Peak Hour... :5 PM :5 PM RICHMOD T % % VICTORIA T 3 8% % % % 9 3 5% 4 6 % 6 96 % % RICHMOD T ednesday, August 7, 4 Page of 3

154 PM Period Location... RICHMOD VICTORIA T Municipality... LODO IT7 Count Date... ednesday, 3 April, 4 Peak Hour... 3:3 PM 4:3 PM RICHMOD T % % VICTORIA T 48 % % % % 34 % 99 % % ednesday, August 7, 4 Page 3 of 3

155 AM Period Location... RICHMOD YORK T Municipality... LODO IT338 Count Date... Monday, 4 ovember, 3 Peak Hour... 7:3 AM 8:3 AM RICHMOD T % % 654 8% YORK T % % % % % % 7% RICHMOD T ednesday, August 7, 4 Page of 3

156 MD Period Location... RICHMOD YORK T Municipality... LODO IT338 Count Date... Monday, 4 ovember, 3 Peak Hour... :45 PM :45 PM RICHMOD T % % 6 3 % % 3 34 YORK T % % % % 7% 8% RICHMOD T ednesday, August 7, 4 Page of 3

157 PM Period Location... RICHMOD YORK T Municipality... LODO IT338 Count Date... Monday, 4 ovember, 3 Peak Hour... 4: PM 5: PM RICHMOD T % % 3 37 % 54 5% YORK T % 6 3 % % % % % % % % 6% % ednesday, August 7, 4 Page 3 of 3

158 AM Period Location... RICHMOD HAVIA BLVD/UYID DR IT89 Municipality. LODO Count Date. Thursday, 3 June, 3 Traffic Cont. Traffic signal Major Dir... orth south Count Time. Peak Hour.. 7: AM 8: AM 9: AM 9: AM RICHMOD T Cyclists: % % % Cyclists: 5 HAVIA BLVD/UYID DR 3 4 5% 9 5 % % % 7 3 % % 33 5 Cyclists: % 7% Cyclists: RICHMOD T Friday, August, 4 Page of 4

159 MD Period Location... RICHMOD HAVIA BLVD/UYID DR IT89 Municipality. LODO Count Date. Thursday, 3 June, 3 Traffic Cont. Traffic signal Major Dir... orth south RICHMOD T Count Time. Peak Hour.. : AM : PM 3: PM : PM Cyclists: % % Cyclists: 6 HAVIA BLVD/UYID DR 3 % 3 7 % 7 7 % % 6 4 % % % 3 Cyclists: % % Cyclists: RICHMOD T Friday, August, 4 Page 3 of 4

160 PM Period Location... RICHMOD HAVIA BLVD/UYID DR IT89 Municipality. LODO Count Date. Thursday, 3 June, 3 Traffic Cont. Traffic signal Major Dir... orth south RICHMOD T Count Time. Peak Hour.. 3: PM 4:5 PM 6: PM 5:5 PM Cyclists: % % % Cyclists: 5 HAVIA BLVD/UYID DR 3 % 3 53 % 53 7 % % % % % 6 8 Cyclists: % % % Cyclists: Friday, August, 4 Page 4 of 4

161 Full tudy Location... RICHMOD HAVIA BLVD/UYID DR IT89 Municipality. LODO Count Date. Thursday, 3 June, 3 Traffic Cont. Traffic signal Major Dir... orth south RICHMOD T Count Time. Peak Hour.. 7: AM 4:5 PM 6: PM 5:5 PM Cyclists: % % % Cyclists: 5 HAVIA BLVD/UYID DR 3 % 3 53 % 53 7 % % % % % 6 8 Cyclists: % % % Cyclists: RICHMOD T Friday, August, 4 Page of 4

162 MD Period Location... RICHMOD HAVIA BLVD/UYID DR IT89 Municipality. LODO Count Date. aturday, 3 May, 4 Traffic Cont. Traffic signal Major Dir... orth south Count Time. Peak Hour.. : AM :3 PM 4: PM 3:3 PM RICHMOD T Cyclists: % 5 87 % 86 6 % 6 9 % 99 Cyclists: HAVIA BLVD/UYID DR 37 % % 46 9 % % % 7 33 % % % 3 9 Cyclists: 5 % % % % Cyclists: RICHMOD T Friday, August, 4 Page of

163 Full tudy Location... RICHMOD HAVIA BLVD/UYID DR IT89 Municipality. LODO Count Date. aturday, 3 May, 4 Traffic Cont. Traffic signal Major Dir... orth south RICHMOD T Count Time. Peak Hour.. : AM :3 PM 4: PM 3:3 PM Cyclists: % 5 87 % 86 6 % 6 9 % 99 Cyclists: HAVIA BLVD/UYID DR 37 % % 46 9 % % % 7 33 % % % 3 9 Cyclists: 5 % % % % Cyclists: Friday, August, 4 Page of

164 MD Period Location... RICHMOD HAVIA BLVD/UYID DR IT89 Municipality. LODO Count Date. unday, 4 May, 4 Traffic Cont. Traffic signal Major Dir... orth south RICHMOD T Count Time. Peak Hour.. : AM :3 PM 4: PM 3:3 PM Cyclists: % 9 54 % % 4 94 % 8 93 Cyclists: 6 HAVIA BLVD/UYID DR 3 % 3 36 % 36 5 % % % 5 95 % % % 7 9 Cyclists: 35 5 % % % % Cyclists: Friday, August, 4 Page of

165 Full tudy Location... RICHMOD HAVIA BLVD/UYID DR IT89 Municipality. LODO Count Date. unday, 4 May, 4 Traffic Cont. Traffic signal Major Dir... orth south Count Time. Peak Hour.. : AM :3 PM 4: PM 3:3 PM RICHMOD T Cyclists: % 9 54 % % 4 94 % 8 93 Cyclists: 6 HAVIA BLVD/UYID DR 3 % 3 36 % 36 5 % % % 5 95 % % % 7 9 Cyclists: 35 5 % % % % Cyclists: RICHMOD T Friday, August, 4 Page of

166 AM Period Location... RICHMOD TR RD Municipality... LODO IT95 Count Date... Monday, 8 March, 3 Peak Hour... 7:45 AM 8:45 AM RICHMOD T % % 75 5% TR RD % 98 % % % % % 6 3 % % 5% % RICHMOD T ednesday, August 7, 4 Page of 3

167 MD Period Location... RICHMOD TR RD Municipality... LODO IT95 Count Date... Monday, 8 March, 3 Peak Hour... :3 PM :3 PM RICHMOD T % TR RD % % % % 8% 7 9% % % RICHMOD T ednesday, August 7, 4 Page of 3

168 PM Period Location... RICHMOD TR RD Municipality... LODO IT95 Count Date... Monday, 8 March, 3 Peak Hour... 4: PM 5: PM RICHMOD T % 7 85 % TR RD % % % % 3 % % % % ednesday, August 7, 4 Page 3 of 3

169 AM Period Location... RICHMOD IDRMR RD IT99 Municipality. LODO Count Date. Tuesday, 9 March, 3 Traffic Cont. Traffic signal Count Time. 7: AM 9: AM Major Dir... orth south Peak Hour.. 7:45 AM 8:45 AM RICHMOD T Cyclists: % % % % 37 Cyclists: 8 IDRMR RD % % Cyclists: % % Cyclists: RICHMOD T Friday, August, 4 Page 3 of 4

170 MD Period Location... RICHMOD IDRMR RD IT99 Municipality. LODO Count Date. Tuesday, 9 March, 3 Traffic Cont. Traffic signal Count Time. : AM : PM Major Dir... orth south Peak Hour.. :45 PM :45 PM RICHMOD T Cyclists: % Cyclists: IDRMR RD % % 7 66 % % Cyclists: % Cyclists: Friday, August, 4 Page 4 of 4

171 PM Period Location... RICHMOD IDRMR RD IT99 Municipality. LODO Count Date. Tuesday, 9 March, 3 Traffic Cont. Traffic signal Count Time. 3: PM 5: PM Major Dir... orth south Peak Hour.. 4: PM 5: PM RICHMOD T Cyclists: % % % 7 37 Cyclists: 9 IDRMR RD 8 % % % % % % Cyclists: % % % Cyclists: RICHMOD T Friday, August, 4 Page of 4

172 Full tudy Location... RICHMOD IDRMR RD IT99 Municipality. LODO Count Date. Tuesday, 9 March, 3 Traffic Cont. Traffic signal Count Time. 7: AM 6: PM Major Dir... orth south Peak Hour.. 4:3 PM 5:3 PM RICHMOD T Cyclists: % % % 46 Cyclists: IDRMR RD 94 % % % % % Cyclists: % % Cyclists: RICHMOD T Friday, August, 4 Page of 4

173 AM Period Location... CAPULT OXFORD T Municipality... LODO IT36 Count Date... Monday, 6 ovember, 9 Peak Hour... 7:45 AM 8:45 AM CAPULT LA % % OXFORD T 4 4 9% % % % % % % 5% % CAPULT LA ednesday, August 7, 4 Page of 3

174 MD Period Location... CAPULT OXFORD T Municipality... LODO IT36 Count Date... Monday, 6 ovember, 9 Peak Hour... :3 PM :3 PM CAPULT LA % OXFORD T 77 % % % % % % % CAPULT LA ednesday, August 7, 4 Page of 3

175 PM Period Location... CAPULT OXFORD T Municipality... LODO IT36 Count Date... Monday, 6 ovember, 9 Peak Hour... 4:45 PM 5:45 PM CAPULT LA % 6 % % OXFORD T % % % % % % 5 3 % % % % ednesday, August 7, 4 Page 3 of 3

176 AM Period Location... CHRRYHILL OXFORD T Municipality... LODO IT748 Count Date... ednesday, May, 3 Peak Hour... 8: AM 9: AM CHRRYHILL BLVD % 97 7 % OXFORD T % % % % % % % % % CHRRYHILL BLVD ednesday, August 7, 4 Page of 3

177 MD Period Location... CHRRYHILL OXFORD T Municipality... LODO IT748 Count Date... ednesday, May, 3 Peak Hour... : PM : PM CHRRYHILL BLVD % 3 % OXFORD T % % % 7 4 % % % % CHRRYHILL BLVD ednesday, August 7, 4 Page of 3

178 PM Period Location... CHRRYHILL OXFORD T Municipality... LODO IT748 Count Date... ednesday, May, 3 Peak Hour... 3:45 PM 4:45 PM CHRRYHILL BLVD % 66 % OXFORD T % % % 3 3 8% % ednesday, August 7, 4 Page 3 of 3

179 AM Period Location... CLARK OXFORD T Municipality... LODO IT9 Count Date... Thursday, 7 October, 3 Peak Hour... 7:3 AM 8:3 AM CLARK RD % % % % OXFORD T % % % % % % CLARK RD Friday, August 9, 4 Page of 3

180 MD Period Location... CLARK OXFORD T Municipality... LODO IT9 Count Date... Thursday, 7 October, 3 Peak Hour... : PM : PM CLARK RD % % OXFORD T 3 4 5% % % % % % % 6% CLARK RD Friday, August 9, 4 Page of 3

181 PM Period Location... CLARK OXFORD T Municipality... LODO IT9 Count Date... Thursday, 7 October, 3 Peak Hour... 4: PM 5: PM CLARK RD % OXFORD T % % % % % Friday, August 9, 4 Page 3 of 3

182 AM Period Location... FIRT OXFORD T Municipality... LODO IT8 Count Date... Tuesday, 6 April, 3 Peak Hour... 7:3 AM 8:3 AM FIRT T % % 6 8 % 69 OXFORD T % 86 9% % % % % % % FIRT T Friday, August 9, 4 Page of 3

183 MD Period Location... FIRT OXFORD T Municipality... LODO IT8 Count Date... Tuesday, 6 April, 3 Peak Hour... :45 PM :45 PM FIRT T % % 5 5% 3 9 % 8 OXFORD T % 748 5% % % % % % 7% FIRT T Friday, August 9, 4 Page of 3

184 PM Period Location... FIRT OXFORD T Municipality... LODO IT8 Count Date... Tuesday, 6 April, 3 Peak Hour... 4:3 PM 5:3 PM FIRT T % % 5 7% 6 6 % 55 OXFORD T % % % % % Friday, August 9, 4 Page 3 of 3

185 AM Period Location... GUILDOOD OXFORD T Municipality... LODO IT333 Count Date... Monday, 8 April, 4 Peak Hour... 8: AM 9: AM GUILDOOD BLVD % % OXFORD T % % % % % GUILDOOD BLVD ednesday, August 7, 4 Page of 3

186 MD Period Location... GUILDOOD OXFORD T Municipality... LODO IT333 Count Date... Monday, 8 April, 4 Peak Hour... :3 PM :3 PM GUILDOOD BLVD % 7 % 7 46 % % 69 OXFORD T 5 % % % % % % GUILDOOD BLVD ednesday, August 7, 4 Page of 3

187 PM Period Location... GUILDOOD OXFORD T Municipality... LODO IT333 Count Date... Monday, 8 April, 4 Peak Hour... 4:3 PM 5:3 PM GUILDOOD BLVD % 9 4 % 4 73 % 7 8 % 79 4 OXFORD T % 8 % % % % % % % 6 66 % % % ednesday, August 7, 4 Page 3 of 3

188 AM Period Location... HYD PARK OXFORD T Municipality... LODO IT364 Count Date... ednesday, 3 April, 3 Peak Hour... 7:3 AM 8:3 AM HYD PARK RD % OXFORD T 4 9% % % % % % % HYD PARK RD ednesday, August 7, 4 Page of 3

189 MD Period Location... HYD PARK OXFORD T Municipality... LODO IT364 Count Date... ednesday, 3 April, 3 Peak Hour... : PM : PM HYD PARK RD % 4 37 % % OXFORD T 63 7% % % HYD PARK RD ednesday, August 7, 4 Page of 3

190 PM Period Location... HYD PARK OXFORD T Municipality... LODO IT364 Count Date... ednesday, 3 April, 3 Peak Hour... 4: PM 5: PM HYD PARK RD % % 8 8 OXFORD T 57 % 57 9 % % % % % % % ednesday, August 7, 4 Page 3 of 3

191 AM Period Location... OXFORD PLATT' LA Municipality... LODO IT66 Count Date... Thursday, 3 June, 3 Peak Hour... 7:45 AM 8:45 AM PLATT' LA % % OXFORD T % % % % % PLATT' LA ednesday, August 7, 4 Page of 3

192 MD Period Location... OXFORD PLATT' LA Municipality... LODO IT66 Count Date... Thursday, 3 June, 3 Peak Hour... : PM 3: PM PLATT' LA % % % 7 4 OXFORD T % % % % % % PLATT' LA ednesday, August 7, 4 Page of 3

193 PM Period Location... OXFORD PLATT' LA Municipality... LODO IT66 Count Date... Thursday, 3 June, 3 Peak Hour... 4:5 PM 5:5 PM PLATT' LA % 5 7 5% OXFORD T % % % % % % 6% % ednesday, August 7, 4 Page 3 of 3

194 AM Period Location... OXFORD PROUDFOOT LA Municipality... LODO IT97 Count Date... Thursday, 4 April, 3 Peak Hour... 8: AM 9: AM PROUDFOOT LA % % OXFORD T % % % % % % % 5% PROUDFOOT LA ednesday, August 7, 4 Page of 3

195 MD Period Location... OXFORD PROUDFOOT LA Municipality... LODO IT97 Count Date... Thursday, 4 April, 3 Peak Hour... : PM : PM PROUDFOOT LA % % % OXFORD T % % % % 6% PROUDFOOT LA ednesday, August 7, 4 Page of 3

196 PM Period Location... OXFORD PROUDFOOT LA Municipality... LODO IT97 Count Date... Thursday, 4 April, 3 Peak Hour... 4: PM 5: PM PROUDFOOT LA % OXFORD T % % % % % 7% ednesday, August 7, 4 Page 3 of 3

197 AM Period Location... OXFORD RICHMOD T Municipality... LODO IT63 Count Date... Monday, June, 3 Peak Hour... 8: AM 9: AM RICHMOD T % % OXFORD T 97 5% % % RICHMOD T ednesday, August 7, 4 Page of 3

198 MD Period Location... OXFORD RICHMOD T Municipality... LODO IT63 Count Date... Monday, June, 3 Peak Hour... : PM : PM RICHMOD T % % % OXFORD T % % % RICHMOD T ednesday, August 7, 4 Page of 3

199 PM Period Location... OXFORD RICHMOD T Municipality... LODO IT63 Count Date... Monday, June, 3 Peak Hour... 3:45 PM 4:45 PM RICHMOD T % OXFORD T % % % % % % % 6% ednesday, August 7, 4 Page 3 of 3

200 AM Period Location... OXFORD COD T Municipality... LODO IT35 Count Date... ednesday, 7 February, 3 Peak Hour... 7:45 AM 8:45 AM COD T % OXFORD T % % % % % % COD T Friday, August 9, 4 Page of 3

201 MD Period Location... OXFORD COD T Municipality... LODO IT35 Count Date... ednesday, 7 February, 3 Peak Hour... :3 PM :3 PM COD T % % % % OXFORD T % % % % % % COD T Friday, August 9, 4 Page of 3

202 PM Period Location... OXFORD COD T Municipality... LODO IT35 Count Date... ednesday, 7 February, 3 Peak Hour... 4:5 PM 5:5 PM COD T % % OXFORD T 6 6% % % % Friday, August 9, 4 Page 3 of 3

203 AM Period Location... OXFORD TALBOT T Municipality... LODO IT36 Count Date... ednesday, June, 3 Peak Hour... 8: AM 9: AM TALBOT T % % OXFORD T 5 7% % % % % % % % % TALBOT T ednesday, August 7, 4 Page of 3

204 MD Period Location... OXFORD TALBOT T Municipality... LODO IT36 Count Date... ednesday, June, 3 Peak Hour... :5 PM :5 PM TALBOT T % % 79 7 % OXFORD T % % % % % % % TALBOT T ednesday, August 7, 4 Page of 3

205 PM Period Location... OXFORD TALBOT T Municipality... LODO IT36 Count Date... ednesday, June, 3 Peak Hour... 4: PM 5: PM TALBOT T % % 67 5 % 5 5 % 5 6 OXFORD T % 697 % % % % % % % % ednesday, August 7, 4 Page 3 of 3

206 AM Period Location... OXFORD THIRD T Municipality... LODO IT9 Count Date... Thursday, 8 February, 3 Peak Hour... 7:3 AM 8:3 AM THIRD T % % OXFORD T 9 3 9% % % % % % % 5% 9% THIRD T Friday, August 9, 4 Page of 3

207 MD Period Location... OXFORD THIRD T Municipality... LODO IT9 Count Date... Thursday, 8 February, 3 Peak Hour... : PM : PM THIRD T % 43 7 % % OXFORD T % % % % % % % THIRD T Friday, August 9, 4 Page of 3

208 PM Period Location... OXFORD THIRD T Municipality... LODO IT9 Count Date... Thursday, 8 February, 3 Peak Hour... 4:5 PM 5:5 PM THIRD T % % % 8 7 6% 7 OXFORD T 3 8% % % % % % Friday, August 9, 4 Page 3 of 3

209 AM Period Location... OXFORD HARCLIFF RD Municipality... LODO IT533 Count Date... ednesday, May, 3 Peak Hour... 7:45 AM 8:45 AM HARCLIFF RD % OXFORD T % % % % % % HARCLIFF RD ednesday, August 7, 4 Page of 3

210 MD Period Location... OXFORD HARCLIFF RD Municipality... LODO IT533 Count Date... ednesday, May, 3 Peak Hour... : PM 3: PM HARCLIFF RD % % OXFORD T % % 5% HARCLIFF RD ednesday, August 7, 4 Page of 3

211 PM Period Location... OXFORD HARCLIFF RD Municipality... LODO IT533 Count Date... ednesday, May, 3 Peak Hour... 4:5 PM 5:5 PM HARCLIFF RD % OXFORD T 9 49 % % % % ednesday, August 7, 4 Page 3 of 3

212 AM Period Location... OXFORD ODRLAD RD Municipality... LODO IT339 Count Date... Thursday, 9 April, Peak Hour... 8: AM 9: AM ODRLAD RD % % OXFORD T % % % % 6% 6% ODRLAD RD ednesday, August 7, 4 Page of 3

213 MD Period Location... OXFORD ODRLAD RD Municipality... LODO IT339 Count Date... Thursday, 9 April, Peak Hour... :45 AM :45 PM ODRLAD RD % OXFORD T % 5% ODRLAD RD ednesday, August 7, 4 Page of 3

214 PM Period Location... OXFORD ODRLAD RD Municipality... LODO IT339 Count Date... Thursday, 9 April, Peak Hour... 4:3 PM 5:3 PM ODRLAD RD % OXFORD T % % % % ednesday, August 7, 4 Page 3 of 3

215 Dundas Ashland Ave Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 7:3: To: 8:3: Municipality: ite #: Intersection: TFR File #: Count date: London 7 Dundas t & Ashland Ave 7 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 6 Heavys Heavys ast Leg : 68 orth ntering: 4 ast ntering: 854 orth : ast : Cross: s 8 4 s 64 Cross: Heavys s Dundas t Heavys s Ashland Ave Ashland Ave Heavys s Dundas t Heavys s Cross: Cross: est : outh : 4 est ntering: 85 Heavys Heavys outh ntering: 3 est Leg : 69 s 8 s 5 5 outh Leg : 58 Comments

216 Dundas Ashland Ave Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:: To: 7:: Municipality: ite #: Intersection: TFR File #: Count date: London 7 Dundas t & Ashland Ave 7 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 3 Heavys Heavys ast Leg : 693 orth ntering: 9 ast ntering: 777 orth : ast : 5 Cross: s s 39 Cross: Heavys s Dundas t Heavys s Ashland Ave Ashland Ave Heavys s Dundas t Heavys s Cross: Cross: est : outh : 9 est ntering: 98 Heavys Heavys outh ntering: 48 est Leg : 78 s 49 s 3 35 outh Leg : 97 Comments

217 Count Diagram Dundas Ashland Ave Municipality: ite #: Intersection: TFR File #: Count date: London 7 Dundas t & Ashland Ave 7 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 366 Heavys Heavys ast Leg : 64 orth ntering: 85 ast ntering: 344 orth : ast : 3 Cross: s 9 54 s 8 Cross: Heavys s Dundas t Heavys s Ashland Ave Ashland Ave Heavys s Dundas t Heavys s Cross: Cross: est : 5 outh : 39 est ntering: 3 Heavys Heavys 4 4 outh ntering: 38 est Leg : 63 s 7 s 5 87 outh Leg : 65 Comments

218 Dundas Dorinda t Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 7:3: To: 8:3: Municipality: ite #: Intersection: TFR File #: Count date: London 5 Dundas t & Dorinda t 5 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 44 Heavys Heavys ast Leg : 6 orth ntering: ast ntering: 796 orth : 9 ast : Cross: s s 3 Cross: Heavys s Dorinda t Heavys s Dundas t Heavys s 4 4 Dundas t Heavys s Cross: est : est ntering: est Leg : Comments

219 Dundas Dorinda t Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:3: To: 7:3: Municipality: ite #: Intersection: TFR File #: Count date: London 5 Dundas t & Dorinda t 5 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 9 Heavys Heavys ast Leg : 643 orth ntering: 4 ast ntering: 84 orth : ast : 4 Cross: s 8 s 5 Cross: Heavys s Dorinda t Heavys s Dundas t Heavys s 3 3 Dundas t Heavys s Cross: est : est ntering: est Leg : Comments

220 Count Diagram Dundas Dorinda t Municipality: ite #: Intersection: TFR File #: Count date: London 5 Dundas t & Dorinda t 5 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 54 Heavys Heavys 4 ast Leg : 597 orth ntering: ast ntering: 948 orth : ast : Cross: s s 33 Cross: Heavys s Dorinda t Heavys s Dundas t Heavys s Dundas t Heavys s Cross: est : est ntering: est Leg : Comments

221 Dundas McCormick Blvd Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 7:3: To: 8:3: Municipality: ite #: Intersection: TFR File #: Count date: London 6 Dundas t & McCormick Blvd 6 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 6 Heavys Heavys ast Leg : 686 orth ntering: 9 ast ntering: 866 orth : ast : Cross: s 5 4 s 7 Cross: Heavys s McCormick Blvd Heavys s Dundas t Heavys s 7 8 Dundas t Heavys s Cross: est : est ntering: est Leg : Comments

222 Dundas McCormick Blvd Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:: To: 7:: Municipality: ite #: Intersection: TFR File #: Count date: London 6 Dundas t & McCormick Blvd 6 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 6 Heavys Heavys ast Leg : 7 orth ntering: 33 ast ntering: 8 orth : ast : Cross: s 3 s 8 Cross: Heavys s McCormick Blvd Heavys s Dundas t Heavys s Dundas t Heavys s Cross: est : est ntering: est Leg : Comments

223 Count Diagram Dundas McCormick Blvd Municipality: ite #: Intersection: TFR File #: Count date: London 6 Dundas t & McCormick Blvd 6 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Dundas t runs / orth Leg : 44 Heavys Heavys ast Leg : 68 orth ntering: 69 ast ntering: 383 orth : ast : 3 Cross: s 7 4 s 75 Cross: Heavys s McCormick Blvd Heavys s Dundas t Heavys s 6 7 Dundas t Heavys s Cross: est : est ntering: est Leg : Comments

224 King/Adelaide Ramps to and from York Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 7:45: To: 8:45: Municipality: ite #: Intersection: TFR File #: Count date: London 8 King/Adelaide Ramps & 8 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: King/Adelaide Ramps runs / orth Leg : 46 Heavys Heavys ast Leg : 87 orth ntering: 46 ast ntering: 93 orth : ast : Cross: s 46 s Cross: From King t Heavys s To/From Adelaide Heavys s To/From York t Cross: outh : 5 Heavys Heavys 7 7 outh ntering: 94 s 39 s 94 outh Leg : 33 Comments

225 King/Adelaide Ramps to and from York Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:5: To: 7:5: Municipality: ite #: Intersection: TFR File #: Count date: London 8 King/Adelaide Ramps & 8 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: King/Adelaide Ramps runs / orth Leg : 47 Heavys Heavys ast Leg : orth ntering: 47 ast ntering: 78 orth : ast : Cross: s 47 s Cross: From King t Heavys s To/From Adelaide Heavys s To/From York t Cross: outh : Heavys Heavys outh ntering: 33 s 5 s 33 outh Leg : 58 Comments

226 King/Adelaide Ramps to and from York Count Diagram Municipality: ite #: Intersection: TFR File #: Count date: London 8 King/Adelaide Ramps & 8 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: King/Adelaide Ramps runs / orth Leg : 6 Heavys Heavys ast Leg : 693 orth ntering: 6 ast ntering: 3 orth : ast : Cross: s 6 s Cross: From King t Heavys s To/From Adelaide Heavys s To/From York t Cross: 4 4 outh : 8 Heavys Heavys outh ntering: 37 s 483 s 37 outh Leg : 855 Comments

227 Oxford Beaverbrook Ave Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 8:: To: 9:: Municipality: ite #: Intersection: TFR File #: Count date: London Oxford t & Beaverbrook Ave 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Oxford t runs / ast Leg : ast ntering: ast : Cross: Heavys s Heavys s Oxford t Heavys s Oxford t Heavys s Beaverbrook Ave Cross: Cross: est : outh : 5 est ntering: 88 Heavys 3 Heavys outh ntering: 9 est Leg : 775 s 99 s 9 outh Leg : 38 Comments

228 Oxford Beaverbrook Ave Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:5: To: 7:5: Municipality: ite #: Intersection: TFR File #: Count date: London Oxford t & Beaverbrook Ave 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Oxford t runs / ast Leg : ast ntering: ast : Cross: 3365 Heavys s Heavys s Oxford t 97 8 Heavys s Oxford t Heavys s Beaverbrook Ave Cross: Cross: est : outh : 4 est ntering: 38 Heavys Heavys outh ntering: 4 est Leg : 37 s 8 s 39 outh Leg : 3 Comments

229 Count Diagram Oxford Beaverbrook Ave Municipality: ite #: Intersection: TFR File #: Count date: London Oxford t & Beaverbrook Ave 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: Oxford t runs / ast Leg : ast ntering: ast : Cross: Heavys s Heavys s Oxford t Heavys s Oxford t Heavys s Beaverbrook Ave Cross: Cross: est : outh : 44 est ntering: 583 Heavys 53 Heavys outh ntering: 647 est Leg : 84 s 5 s outh Leg : 69 Comments

230 ellington Bond t Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 7:45: To: 8:45: Municipality: ite #: Intersection: TFR File #: Count date: London 3 ellington Rd & Bond t 3 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington Rd runs / orth Leg : 87 Heavys 7 7 Heavys 7 ast Leg : 33 orth ntering: 953 ast ntering: 7 orth : ast : 9 Cross: s s 334 Cross: Heavys s 3 3 Bond t Heavys s ellington Rd ellington Rd Heavys s Bond t Heavys s 6 6 Cross: Cross: est : 3 outh : est ntering: Heavys 7 Heavys 3 3 outh ntering: 3 est Leg : 5 s 95 s 37 outh Leg : 6 Comments

231 ellington Bond t Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:5: To: 7:5: Municipality: ite #: Intersection: TFR File #: Count date: London 3 ellington Rd & Bond t 3 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington Rd runs / orth Leg : 544 Heavys 5 5 Heavys 3 ast Leg : orth ntering: ast ntering: 5 orth : ast : Cross: s 47 3 s Cross: Heavys s 3 4 Bond t Heavys s ellington Rd ellington Rd Heavys s Bond t Heavys s 6 6 Cross: Cross: est : 6 5 outh : est ntering: Heavys 5 Heavys outh ntering: est Leg : 6 s 49 s 7 3 outh Leg : 53 Comments

232 Count Diagram ellington Bond t Municipality: ite #: Intersection: TFR File #: Count date: London 3 ellington Rd & Bond t 3 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington Rd runs / orth Leg : 886 Heavys Heavys 86 ast Leg : 4 orth ntering: ast ntering: 6 orth : ast : 34 Cross: s s 454 Cross: Heavys s 8 9 Bond t Heavys s ellington Rd ellington Rd Heavys s Bond t Heavys s Cross: Cross: est : outh : 3 est ntering: 5 Heavys 94 Heavys 7 7 outh ntering: 455 est Leg : 4 s 495 s outh Leg : 88 Comments

233 ellington outh t Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 7:3: To: 8:3: Municipality: ite #: Intersection: TFR File #: Count date: London ellington t & outh t 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington t runs / orth Leg : 453 Heavys 7 8 Heavys 3 ast Leg : 69 orth ntering: ast ntering: 6 orth : ast : Cross: s s 435 Cross: Heavys s outh t Heavys s ellington t ellington t Heavys s outh t Heavys s Cross: Cross: est : outh : est ntering: Heavys 7 Heavys outh ntering: 556 est Leg : 85 s 7 s outh Leg : 573 Comments

234 ellington outh t Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:5: To: 7:5: Municipality: ite #: Intersection: TFR File #: Count date: London ellington t & outh t 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington t runs / orth Leg : 99 Heavys 3 3 Heavys 6 ast Leg : orth ntering: ast ntering: orth : ast : 6 Cross: s s 97 Cross: Heavys s 9 3 outh t Heavys s 9 ellington t ellington t Heavys s outh t Heavys s Cross: Cross: est : outh : est ntering: Heavys 4 Heavys 6 6 outh ntering: 3 est Leg : 5 s 79 s 95 7 outh Leg : 95 Comments

235 Count Diagram ellington outh t Municipality: ite #: Intersection: TFR File #: Count date: London ellington t & outh t 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington t runs / orth Leg : 978 Heavys 3 5 Heavys ast Leg : 8 orth ntering: ast ntering: 6 orth : ast : 54 Cross: s s 48 Cross: Heavys s outh t Heavys s ellington t ellington t Heavys s outh t Heavys s Cross: Cross: est : outh : est ntering: 48 Heavys 4 Heavys 3 6 outh ntering: 598 est Leg : 46 s 4979 s outh Leg : 77 Comments

236 ellington hetter Ave Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 7:45: To: 8:45: Municipality: ite #: Intersection: TFR File #: Count date: London 4 ellington Rd & hetter Ave 4 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington Rd runs / orth Leg : 359 Heavys Heavys 3 ast Leg : 68 orth ntering: 44 8 ast ntering: 83 orth : ast : Cross: s s 35 Cross: ellington Rd Heavys s hetter Ave Heavys s ellington Rd Cross: 8 8 outh : Heavys Heavys outh ntering: 8 s 9 s outh Leg : 9 Comments

237 ellington hetter Ave Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:5: To: 7:5: Municipality: ite #: Intersection: TFR File #: Count date: London 4 ellington Rd & hetter Ave 4 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington Rd runs / orth Leg : 636 Heavys 8 9 Heavys ast Leg : orth ntering: ast ntering: orth : ast : 9 Cross: s 4 58 s 77 Cross: ellington Rd Heavys s hetter Ave Heavys s ellington Rd Cross: 6 outh : Heavys 8 Heavys outh ntering: 33 s 46 s 9 4 outh Leg : 559 Comments

238 Count Diagram ellington hetter Ave Municipality: ite #: Intersection: TFR File #: Count date: London 4 ellington Rd & hetter Ave 4 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: ellington Rd runs / orth Leg : 94 Heavys Heavys 79 ast Leg : 693 orth ntering: ast ntering: 34 orth : ast : 36 Cross: s s 4633 Cross: ellington Rd Heavys s hetter Ave Heavys s ellington Rd Cross: 3 outh : 5 Heavys 77 Heavys outh ntering: 45 s 438 s outh Leg : 893 Comments

239 estern Ambleside Dr Morning Peak Diagram pecified Period From: 7:: To: 9:: One Hour Peak From: 7:45: To: 8:45: Municipality: ite #: Intersection: TFR File #: Count date: London 9 estern Rd & Ambleside Dr 9 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: estern Rd runs / orth Leg : 9 Heavys 9 9 Heavys 9 orth ntering: orth : Cross: s s 6 Heavys s estern Rd Ambleside Dr Heavys s estern Rd Cross: Cross: est : outh : est ntering: 8 Heavys Heavys 4 7 outh ntering: 9 est Leg : 64 s 37 s outh Leg : 47 Comments

240 estern Ambleside Dr Afternoon Peak Diagram pecified Period From: 6:: To: 8:: One Hour Peak From: 6:3: To: 7:3: Municipality: ite #: Intersection: TFR File #: Count date: London 9 estern Rd & Ambleside Dr 9 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: estern Rd runs / orth Leg : 433 Heavys 4 4 Heavys 5 orth ntering: 59 4 orth : Cross: s s 94 Heavys s estern Rd Ambleside Dr Heavys s estern Rd Cross: Cross: est : outh : est ntering: 73 Heavys 4 Heavys outh ntering: est Leg : 47 s 536 s outh Leg : 748 Comments

241 Count Diagram estern Ambleside Dr Municipality: ite #: Intersection: TFR File #: Count date: London 9 estern Rd & Ambleside Dr 9 5-ov-6 eather conditions: Clear/Dry Person(s) who counted: Cam ** on-ignalized Intersection ** Major Road: estern Rd runs / orth Leg : 4835 Heavys 9 3 Heavys 34 orth ntering: orth : Cross: s s 7 Heavys s estern Rd Ambleside Dr Heavys s estern Rd Cross: Cross: est : outh : est ntering: 53 Heavys 34 Heavys outh ntering: 74 est Leg : 3 s 36 s 6 outh Leg : 5784 Comments

242 Turning Movements Count - AADT Report Location... Municipality. Traffic Cont. Count Date.. HIGHBURY LODO PYCHIATRIC HOPITAL TRY LODO Traffic signal Thursday, June 4, AADT factor HIGHBURY AV % % % LODO PYCHIATRIC HOPITAL TRY % % % % 6% Friday, August 9, 4 Page of

243 AM Period Location... Municipality... Count Date... HIGHBURY LODO PYCHIATRIC HOPITAL TRY LODO IT677 Thursday, 4 June, Peak Hour... 7:3 AM 8:3 AM HIGHBURY AV % % % % LODO PYCHIATRIC HOPITAL TRY % 8 44 % 4 3 5% % 4 % % % 9% HIGHBURY AV Friday, August 9, 4 Page of 3

244 MD Period Location... Municipality... Count Date... HIGHBURY LODO PYCHIATRIC HOPITAL TRY LODO IT677 Thursday, 4 June, Peak Hour... : PM : PM HIGHBURY AV % % % 5 8 8% LODO PYCHIATRIC HOPITAL TRY 37 5% % 47 % % % 3 % 3 85 % % % % HIGHBURY AV Friday, August 9, 4 Page of 3

245 PM Period Location... Municipality... Count Date... HIGHBURY LODO PYCHIATRIC HOPITAL TRY LODO IT677 Thursday, 4 June, Peak Hour... 4: PM 5: PM HIGHBURY AV % % LODO PYCHIATRIC HOPITAL TRY 7 % % % 3 68 % % % % Friday, August 9, 4 Page 3 of 3

246 AM Period Location... HIGHBURY OXFORD T Municipality... LODO IT439 Count Date... Tuesday, April, 3 Peak Hour... 7:3 AM 8:3 AM HIGHBURY AV % OXFORD T % % % % % 6% 6% HIGHBURY AV Friday, August 9, 4 Page of 3

247 MD Period Location... HIGHBURY OXFORD T Municipality... LODO IT439 Count Date... Tuesday, April, 3 Peak Hour... : PM : PM HIGHBURY AV % % % OXFORD T 8 7% 73 9% % % % % HIGHBURY AV Friday, August 9, 4 Page of 3

248 PM Period Location... HIGHBURY OXFORD T Municipality... LODO IT439 Count Date... Tuesday, April, 3 Peak Hour... 4: PM 5: PM HIGHBURY AV % % OXFORD T % % % % Friday, August 9, 4 Page 3 of 3

249 AM Period Location... DUDA ATRLOO T Municipality... LODO IT95 Count Date... Thursday, 3 October, 3 Peak Hour... 7:45 AM 8:45 AM ATRLOO T % % DUDA T % % % 4 % 9 8 6% % % % ATRLOO T Friday, August 9, 4 Page of 3

250 MD Period Location... DUDA ATRLOO T Municipality... LODO IT95 Count Date... Thursday, 3 October, 3 Peak Hour... : PM : PM ATRLOO T % % DUDA T 3 % % % % 55 6 % % % % % 9% ATRLOO T Friday, August 9, 4 Page of 3

251 PM Period Location... DUDA ATRLOO T Municipality... LODO IT95 Count Date... Thursday, 3 October, 3 Peak Hour... 4: PM 5: PM ATRLOO T % % DUDA T % % % 7% Friday, August 9, 4 Page 3 of 3

252 AM Period Location... ADLAID DUDA T Municipality... LODO IT746 Count Date... Thursday, 6 April, Peak Hour... 7:45 AM 8:45 AM ADLAID T % % DUDA T % % % 5 5 7% 5 % 5 6 6% % ADLAID T Friday, August 9, 4 Page of 3

253 MD Period Location... ADLAID DUDA T Municipality... LODO IT746 Count Date... Thursday, 6 April, Peak Hour... : PM : PM ADLAID T % % 785 5% DUDA T % % % % 7 36 % % % % 5% ADLAID T Friday, August 9, 4 Page of 3

254 PM Period Location... ADLAID DUDA T Municipality... LODO IT746 Count Date... Thursday, 6 April, Peak Hour... 4:5 PM 5:5 PM ADLAID T % % 97 % DUDA T 46 % % % % % % % % 5 7 Friday, August 9, 4 Page 3 of 3

255 AM Period Location... COLBOR DUDA T Municipality... LODO IT896 Count Date... ednesday, May, 3 Peak Hour... 7:45 AM 8:45 AM COLBOR T % % % DUDA T 44 5 % % % % % % % % COLBOR T Friday, August 9, 4 Page of 3

256 MD Period Location... COLBOR DUDA T Municipality... LODO IT896 Count Date... ednesday, May, 3 Peak Hour... : PM : PM COLBOR T % 9 8 % % DUDA T % % % % % COLBOR T Friday, August 9, 4 Page of 3

257 PM Period Location... COLBOR DUDA T Municipality... LODO IT896 Count Date... ednesday, May, 3 Peak Hour... 4: PM 5: PM COLBOR T % 65 % % % DUDA T 5 % % % % % % Friday, August 9, 4 Page 3 of 3

258 AM Period Location... DUDA GRTO T Municipality... LODO IT484 Count Date... Monday, April, Peak Hour... 8: AM 9: AM GRTO T % % % % 8 DUDA T % 856 6% % % % % % % GRTO T Friday, August 9, 4 Page of 3

259 MD Period Location... DUDA GRTO T Municipality... LODO IT484 Count Date... Monday, April, Peak Hour... : PM : PM GRTO T % % % % 3 DUDA T % 78 5% % % % % % % 6% GRTO T Friday, August 9, 4 Page of 3

260 PM Period Location... DUDA GRTO T Municipality... LODO IT484 Count Date... Monday, April, Peak Hour... 4:3 PM 5:3 PM GRTO T % % % % 3 DUDA T % % % % % Friday, August 9, 4 Page 3 of 3

261 AM Period Location... DUDA LIZABTH T Municipality... LODO IT694 Count Date... Monday, 7 May, 3 Peak Hour... 8: AM 9: AM LIZABTH T % 9 % 8 3 % 3 43 % 43 8 DUDA T % 37 8% % % % % % % % % % LIZABTH T Friday, August 9, 4 Page of 3

262 MD Period Location... DUDA LIZABTH T Municipality... LODO IT694 Count Date... Monday, 7 May, 3 Peak Hour... : PM 3: PM LIZABTH T % 7 3 % % DUDA T % 44 5% % % % % % % % % % LIZABTH T Friday, August 9, 4 Page of 3

263 PM Period Location... DUDA LIZABTH T Municipality... LODO IT694 Count Date... Monday, 7 May, 3 Peak Hour... 3:45 PM 4:45 PM LIZABTH T % 3 7% DUDA T 5% % % % % % % % Friday, August 9, 4 Page 3 of 3

264 AM Period Location... DUDA HIGHBURY AV Municipality... LODO IT7 Count Date... Tuesday, 5 October, 3 Peak Hour... 7:45 AM 8:45 AM HIGHBURY AV % % % DUDA T % % % % % 6% 7% HIGHBURY AV Friday, August 9, 4 Page of 3

265 MD Period Location... DUDA HIGHBURY AV Municipality... LODO IT7 Count Date... Tuesday, 5 October, 3 Peak Hour... : PM : PM HIGHBURY AV % % % DUDA T % % % % % % 6% HIGHBURY AV Friday, August 9, 4 Page of 3

266 PM Period Location... DUDA HIGHBURY AV Municipality... LODO IT7 Count Date... Tuesday, 5 October, 3 Peak Hour... 4: PM 5: PM HIGHBURY AV % 5 4 5% DUDA T 76 % % % % % Friday, August 9, 4 Page 3 of 3

267 AM Period Location... DUDA MAITLAD T Municipality... LODO IT837 Count Date... Monday, 3 October, Peak Hour... 7:45 AM 8:45 AM MAITLAD T % 8 % 8 3 % DUDA T % 34 % % % % % % % % % MAITLAD T Friday, August 9, 4 Page of 3

268 MD Period Location... DUDA MAITLAD T Municipality... LODO IT837 Count Date... Monday, 3 October, Peak Hour... : PM : PM MAITLAD T % 5 % 5 9 % % 35 5 DUDA T 8% 44 5% % % % % % % % % % % MAITLAD T Friday, August 9, 4 Page of 3

269 PM Period Location... DUDA MAITLAD T Municipality... LODO IT837 Count Date... Monday, 3 October, Peak Hour... 4:5 PM 5:5 PM MAITLAD T % 4 4 % 4 % 5 % 5 3 DUDA T 9 % % % % % % % % % Friday, August 9, 4 Page 3 of 3

270 AM Period Location... DUDA OTARIO T Municipality... LODO IT566 Count Date... Monday, 3 eptember, 3 Peak Hour... 7:45 AM 8:45 AM OTARIO T % % 7 % 7 9 5% 8 DUDA T 5 % % % % % 49 % % 8 % % % OTARIO T Friday, August 9, 4 Page of 3

271 MD Period Location... DUDA OTARIO T Municipality... LODO IT566 Count Date... Monday, 3 eptember, 3 Peak Hour... :5 PM :5 PM OTARIO T % 5 % 5 % 5 4 5% 38 9 DUDA T 9% 466 6% % % % 3 48 % 6 3 5% % % 88 7 % 8% OTARIO T Friday, August 9, 4 Page of 3

272 PM Period Location... DUDA OTARIO T Municipality... LODO IT566 Count Date... Monday, 3 eptember, 3 Peak Hour... 3:45 PM 4:45 PM OTARIO T % 3 % 8 % 8 65 % 65 3 DUDA T 4 % % % % % % % Friday, August 9, 4 Page 3 of 3

273 AM Period Location... DUDA QUBC T Municipality... LODO IT53 Count Date... Tuesday, 4 eptember, 3 Peak Hour... 7:45 AM 8:45 AM QUBC T % DUDA T % % % % 8 59 % % 8 % % % % 4 QUBC T Friday, August 9, 4 Page of 3

274 MD Period Location... DUDA QUBC T Municipality... LODO IT53 Count Date... Tuesday, 4 eptember, 3 Peak Hour... :5 PM :5 PM QUBC T % 6 % DUDA T % % % % % % % QUBC T Friday, August 9, 4 Page of 3

275 PM Period Location... DUDA QUBC T Municipality... LODO IT53 Count Date... Tuesday, 4 eptember, 3 Peak Hour... 4: PM 5: PM QUBC T % 5 6 % % 78 9 DUDA T 53 3 % % % % 39 % % % % Friday, August 9, 4 Page 3 of 3

276 AM Period Location... DUDA ILLIAM T Municipality... LODO IT788 Count Date... Tuesday, 3 eptember, Peak Hour... 8: AM 9: AM DUDA T % % 3 8% 4 ILLIAM T % % % % % % % % % 8% DUDA T Friday, August 9, 4 Page of 3

277 MD Period Location... DUDA ILLIAM T Municipality... LODO IT788 Count Date... Tuesday, 3 eptember, Peak Hour... : PM : PM DUDA T % % % ILLIAM T 5% 4 5% % % % % % % 5% DUDA T Friday, August 9, 4 Page of 3

278 PM Period Location... DUDA ILLIAM T Municipality... LODO IT788 Count Date... Tuesday, 3 eptember, Peak Hour... 4:3 PM 5:3 PM DUDA T % % % ILLIAM T 8 5% % % % % % % % % % % Friday, August 9, 4 Page 3 of 3

279 AM Period Location... DUDA RCTORY T Municipality... LODO IT68 Count Date... Tuesday, May, Peak Hour... 7:45 AM 8:45 AM RCTORY T 4 4 % % 5% % 4 DUDA T 5 % % % % % % % 6 67 % % % RCTORY T Friday, August 9, 4 Page of 3

280 MD Period Location... DUDA RCTORY T Municipality... LODO IT68 Count Date... Tuesday, May, Peak Hour... :45 PM :45 PM RCTORY T 5 % 4 % 4 5 % 5 4 DUDA T 5% 4 37 % % % % % % % % RCTORY T Friday, August 9, 4 Page of 3

281 PM Period Location... DUDA RCTORY T Municipality... LODO IT68 Count Date... Tuesday, May, Peak Hour... 4:3 PM 5:3 PM RCTORY T % 6 6 % 6 8% % DUDA T 6 % % % % % 4 9 % % 6 45 % % % Friday, August 9, 4 Page 3 of 3

282 AM Period Location... CLARC DUFFRI AV Municipality... LODO IT86 Count Date... Tuesday, May, 3 Peak Hour... 8: AM 9: AM CLARC T % 5 6 5% 4 4 % DUFFRI AV % % % CLARC T Friday, August 9, 4 Page of 3

283 MD Period Location... CLARC DUFFRI AV Municipality... LODO IT86 Count Date... Tuesday, May, 3 Peak Hour... :5 PM :5 PM CLARC T % DUFFRI AV % % % % % % CLARC T Friday, August 9, 4 Page of 3

284 PM Period Location... CLARC DUFFRI AV Municipality... LODO IT86 Count Date... Tuesday, May, 3 Peak Hour... 4: PM 5: PM CLARC T % % DUFFRI AV 34 % % % % % Friday, August 9, 4 Page 3 of 3

285 AM Period Location... CLARC DUDA T Municipality... LODO IT3 Count Date... Monday, 5 June, Peak Hour... 8: AM 9: AM CLARC T % 7 4 % 4 7 6% DUDA T % % % % 5 76 % 3 8 8% % 9 53 % % % CLARC T Friday, August 9, 4 Page of 3

286 MD Period Location... CLARC DUDA T Municipality... LODO IT3 Count Date... Monday, 5 June, Peak Hour... :3 PM :3 PM CLARC T % % DUDA T 8 % 9 8 5% % % % % CLARC T Friday, August 9, 4 Page of 3

287 PM Period Location... CLARC DUDA T Municipality... LODO IT3 Count Date... Monday, 5 June, Peak Hour... 4:3 PM 5:3 PM CLARC T % 7 % 7 4 % 4 6 % 6 7 DUDA T 3 % % % % % % % % % % % Friday, August 9, 4 Page 3 of 3

288 AM Period Location... CLARC KIG T Municipality... LODO IT393 Count Date... ednesday, 4 April, Peak Hour... 7:45 AM 8:45 AM % % % 33 3 % % % % % % % 9% Friday, August 9, 4 Page of 3

289 MD Period Location... CLARC KIG T Municipality... LODO IT393 Count Date... ednesday, 4 April, Peak Hour... :5 PM :5 PM % 88 % % % % % % 66 5 % % % Friday, August 9, 4 Page of 3

290 PM Period Location... CLARC KIG T Municipality... LODO IT393 Count Date... ednesday, 4 April, Peak Hour... 4:3 PM 5:3 PM % % % % % % % % Friday, August 9, 4 Page 3 of 3

291 AM Period Location... CLARC QU AV Municipality... LODO IT956 Count Date... ednesday, 5 May, 3 Peak Hour... 7:45 AM 8:45 AM CLARC T % % 7 % 6 6 QU AV 5 % % % 75 % 75 % 45 % 87 6 % % % % CLARC T Friday, August 9, 4 Page of 3

292 MD Period Location... CLARC QU AV Municipality... LODO IT956 Count Date... ednesday, 5 May, 3 Peak Hour... :5 AM :5 PM CLARC T % QU AV 66 % % % % % % 738 % % % CLARC T Friday, August 9, 4 Page of 3

293 PM Period Location... CLARC QU AV Municipality... LODO IT956 Count Date... ednesday, 5 May, 3 Peak Hour... 4: PM 5: PM CLARC T % QU AV % % 8 % 8 % 7 % % 5% % Friday, August 9, 4 Page 3 of 3

294 AM Period Location... CLARC YORK T Municipality... LODO IT399 Count Date... ednesday, May, 3 Peak Hour... 7:45 AM 8:45 AM CLARC T % 46 % 67 % YORK T % % % % % % 4 % % % % CLARC T Friday, August 9, 4 Page of 3

295 MD Period Location... CLARC YORK T Municipality... LODO IT399 Count Date... ednesday, May, 3 Peak Hour... : PM : PM CLARC T % % YORK T 66 5% % % 37 % % % % CLARC T Friday, August 9, 4 Page of 3

296 PM Period Location... CLARC YORK T Municipality... LODO IT399 Count Date... ednesday, May, 3 Peak Hour... 4: PM 5: PM CLARC T % 94 % % YORK T % % % % % 37 % 5 35 % % % Friday, August 9, 4 Page 3 of 3