MEDICAL/OFFICE BUILDING 1637 BANK STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW. Prepared for:

Transcription

1 MEDICAL/OFFICE BUILDING 1637 BANK STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW Prepared for: Ontario Inc Canotek Road Ottawa, Ontario K1J 9J5 June 4, Report_2.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE 1. INTRODUCTION Scope of Work EXISTING ROADS AND INTERSECTIONS PROPOSED DEVELOPMENT Trip Generation TRANSPORTATION IMPACT Background Traffic Volumes Total Traffic Volumes Traffic Analysis Site Circulation Transportation Demand Management (TDM) FINDINGS AND RECOMMENDATIONS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN EXISTING PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS YEAR 2017 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2022 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2017 PEAK AM AND PM HOUR TOTAL TRAFFIC YEAR 2022 PEAK AM AND PM HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 TRIP GENERATION RATES SITE GENERATED TRIPS COLLINS/SITE ACCESS LoS & Delay BANK/COLLINS LoS & Delay... 15

3 MEDICAL/OFFICE BUILDING 1637 BANK STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW 1. INTRODUCTION The owners of a parcel of land at 1637 Bank Street are proposing to construct a medical office building on the property. The site is located on the east side of Bank Street approximately 165 m south of the intersection of Bank Street and Heron Road. The site is at the northeast corner of the Bank/Collins intersection. The location of the proposed medical office building is shown in Figure 1.1. The site is currently vacant, but originally had a single building which contained the business office for a driving instructor which was removed approximately two years ago. Although vacant, the site still contains an access onto Collins Avenue. The Site Plan proposes one four storey building which would be used as a medical office building with a gross floor area of approximately 1,232 m 2 (13,261 ft 2 ). The site will have one access onto Collins Avenue at approximately the same location as the original access at 30 m (centreline to centreline) from the Bank/Collins intersection. The proposed medical office development is expected to be completed and operational by As part of the Site Plan Application of the lands, the City of Ottawa has requested that a Transportation Assessment report be prepared which would determine the number of trips from the medical office building, and the operation of the site access onto Collins Avenue and the Bank/Collins intersection. As determined from the City of Ottawa Transportation Impact Assessment Guidelines, the number of site generated trips would not trigger the preparation of a Transportation Impact Assessment report. Following discussions with staff of the City of Ottawa, the owner has retained the firm of D. J. Halpenny & Associates Ltd. to prepare a report in support of the Site Plan Application for site which will examine the operation of the Collins Avenue access and Bank/Collins intersection. 1.1 Scope of Work The will utilize the most recent Site Plan for the development. The study will address the operation of the site access onto Collins Avenue and the Bank/Collins intersection. The analysis will be completed for the existing 2014 traffic counts at the Bank/Collins intersection, and for the expected traffic at build out of the site in 2017 and at the year 2022 which represents five years following the completion of the medical office for both the site access and Bank/Collins intersection. The time period for the study was taken as the weekday peak AM and PM hours of the adjacent traffic along Bank Street.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 2. EXISTING ROADS AND INTERSECTIONS Bank Street (Ottawa Road 31) adjacent to the site is a four lane arterial roadway with a back-toback centre left turn lane. The speed limit along Bank Street is unposted at 50 km./h. The 2014 traffic counts along Bank Street past the site determined that the Annual Average Daily Traffic volume (AADT) was approximately 26,750 vehicles. Pedestrian sidewalks exist along both sides of Bank Street. There are no cycling lanes on Bank Street in the vicinity of the site. The site proposes an access onto Collins Avenue. Collins Avenue is an east-west two lane local street with a rural cross section having a pavement width of approximately 6 m. The speed limit is unposted at 50 km./h. There are no sidewalks along either side of Collins Avenue and parking is prohibited along the north side of the street in the vicinity of the site. The intersection of Bank Street and Collins Avenue is a four approach intersection where Bank Street forms the northbound and southbound approaches, Collins Avenue the westbound approach to the intersection, and Wildwood Avenue the eastbound approach. Wildwood Avenue provides access to the Canadian Tire store, Esso gas bar/car wash and convenience store/tim Hortons, and other commercial buildings to the west of Bank Street. The intersection is controlled by stop signs places at the westbound Collins Avenue approach and eastbound Wildwood Avenue approach. The intersection has the following lane configuration: Bank St. Northbound approach - Bank St. Southbound approach - 1 centre shared back-to-back left turn lane 2 through lanes 1 right turn lane (nearside Bus Bay) 1 centre shared back-to-back left turn lane 1 through lane 1 shared through/right lane Collins Ave. Westbound approach - 1 shared left/through/right lane Wildwood Eastbound approach - 1 shared left/through/right lane Figure 2.1 shows the existing 2014 traffic along Bank Street past the site for the weekday peak AM and PM hours which were extrapolated from counts taken by City of Ottawa staff at the Bank/Erie intersection on February 12, The counts include turning movements to/from Collins Avenue and Wildwood Avenue which were taken by the consultant on May 20/21, The peak AM hour occurred between 7:30 and 8:30, and peak PM hour between 4:30 and 5: PROPOSED DEVELOPMENT A Site Plan proposal is being prepared for the construction of a medical office building on a parcel of land at 1637 Bank Street. The site is currently vacant but was previously occupied by one building containing a driving school which had one access onto Collins Avenue. The property for the medical office is 1,010 m 2 (10,871 ft 2 ) in size and is currently zoned General Urban Area Arterial Mainstreet AM1 [1913]. Development along Bank Street in the vicinity of the site is mainly commercial with an Arterial Mainstreet zoning. Development along Collins Avenue comprises of residential homes with the lands zoned for residential.

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

7 5 The development will be a four storey building with a gross floor area of 1,232 m 2 (13,261 ft 2 ). The medical office building would contain a walk-in clinic on the first floor, and medical equipment and lab on the second floor with the remaining space medical offices. The site will have one 6.2 m wide access onto Collins Avenue. The centre of the access will be located approximately 15 m from the westbound Collins Avenue stop bar. The site will contain 20 parking spaces which include 1 barrier free space. The building will have a parking garage which will contain 6 spaces, with the remaining 14 spaces provided as surface parking. The site plan also provides a 5 bicycle storage rack which will be located next to the vehicular parking spaces. A sidewalk is provided at the main access which connects to Bank Street and a second access and sidewalk to Collins Avenue. Figure 3.1 presents a Conceptual Site Plan of the site. 3.1 Trip Generation The expected trips from the proposed medical office building were determined by utilizing the trip generation statistical data published in the Institute of Transportation Engineers (ITE) document, Trip Generation. The analysis used the data for a Medical-Dental Office Building, ITE Land Use 720, and a gross building floor area of 13,261 ft 2. Table 3.1 shows the trip generation rates which were used to determine the expected site generated trips for the proposed site. TABLE 3.1 TRIP GENERATION RATES LAND USE Weekday Peak AM hr. TRIP RATES Weekday Peak PM hr. ITE Land Use 720 Medical-Dental Office Building 2.30 Trips/1000 ft Trips/1000 ft 2 All of the site generated trips are considered primary trips which are trips where the primary destination is to/from the proposed development. Table 3.2 shows the expected number of peak hour site generated trips which also incorporates a 10 percent modal shared reduction. TABLE 3.2 SITE GENERATED TRIPS LAND USE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. Total Enter Exit Total Enter Exit Medical-Dental Building (79%) 7 (21%) (27%) 35 (73%) Modal Trip Reduction (10%) Total Trips

8 6 FIGURE 3.1 CONCEPTUAL SITE PLAN

9 7 The medical building is assumed to be central to the area which would attract patrons. The majority of trips are assumed to arrive and depart from Bank Street, with some trips assigned east along Collins Avenue which would be trips from the adjacent residential area or trips from either Heron Road or Alta Vista Drive which would arrive and depart along Ridgemont Avenue and Edge Hill Place. The study has therefore assigned site trips to the following distribution: To/From the North (Bank Street) - 50 percent To/From the South (Bank Street) - 45 percent To/From the East (Collins Avenue) - 5 percent Figure 3.2 shows the weekday peak AM and PM hour distribution of site generated trips. 4. TRANSPORTATION IMPACT 4.1 Background Traffic Volumes The background traffic volumes along Bank Street would represent the expected traffic volumes which would not include the trips to/from the proposed medical office building. The increase in background traffic was determined from the examination of historical traffic counts taken at the Bank/Erie intersection. Traffic counts taken in 2005 were compared to the 2014 counts which showed a 2 to 3 percent drop in traffic during both peak AM and PM hours with the exception of the northbound Bank Street peak AM hour approach which had a 3 percent increase over the nine year period. With the surrounding community essentially built out and the volume of traffic along northbound and southbound Bank Street showing little or no growth, it was assumed that the background traffic would increase at an annual rate of 1.0 percent along both Bank Street, Collin Avenue and Wildwood Avenue. The following is the rate of increase in traffic for an annual compounded increase of 1.0 percent: Counts Horizon Year Growth Factor = = The above growth factors were applied to all 2014 movements at the intersection of Bank Street and Collins Avenue (Figure 2.1), resulting in the expected background traffic at build out of the site in 2017 and at five years beyond build out at the year Figure 4.1 shows the expected 2017 background traffic and Figure 4.2 the 2022 background traffic. 4.2 Total Traffic Volumes The total expected weekday peak AM and PM hour traffic was determined by the addition of the expected site generated trips which are shown in Figure 3.2 and the background traffic. The result are the expected total traffic volumes which are shown in Figure 4.3 for the 2017 total traffic (build out) and Figure 4.4 for the 2022 total traffic (5 years beyond completion).

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

11 9 FIGURE 4.1 YEAR 2017 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

12 10 FIGURE 4.2 YEAR 2022 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

13 11 FIGURE 4.3 YEAR 2017 PEAK AM AND PM HOUR TOTAL TRAFFIC

14 12 FIGURE 4.4 YEAR 2022 PEAK AM AND PM HOUR TOTAL TRAFFIC

15 Traffic Analysis The study will examine the operation of the medical office building access onto Collins Avenue, and the Bank/Collins intersection. The analysis will use the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the Highway Capacity Manual For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. The time period for the analysis would be the weekday peak AM and PM hours of the adjacent roads. The results of the analysis are discussed in detail in the following sections: Collins Avenue and Site Access The Site Plan proposes a full movement access onto Collins Avenue. The access would be 6.2 m in width and would provide left and right turning movements onto Collins Avenue. The access would be located across from the parking area which serves the IDA Proactive Pharmacy on the south side of Collins Avenue. The access would have a clear throat distance of approximately 6.5 m (1 car length). The 2017 operational analysis (completion of the medical office building) determined that the southbound shared left/right turn movement at the site exit would function at a Level of Service (LoS) A during both the weekday peak AM and PM hour. The eastbound Collins Avenue shared left/through would also function at a LoS A during the peak AM and PM hours. Table 4.1 summarizes the operation of the intersection with Exhibit 1 in the Appendix providing the operational analysis for the peak AM hour and Exhibit 2 the peak PM hour. At the year 2022, which represents five years beyond the opening of the medical office building, the southbound left/right exiting movement from the site would continue to function at a LoS A during the peak AM and PM hours. The eastbound Collins Avenue shared left/through movement would also function at a LoS A during the peak AM and PM hours. Table 4.1 summarizes the intersection operation with the analysis sheets provided as Exhibit 3 and 4. The

16 14 95 th percentile queue at the southbound exiting movement would be 0.10 vehicles during the 2022 peak PM hour with the site plan providing a clear throat distance of 1 vehicle (6.5 m). The 95 th percentile queue at the eastbound Collins Avenue approach to the access would be 0.04 vehicles during the peak 2022 AM hour. With the distance from the centre of the access to the westbound stop bar being approximately 15 m (2 vehicles), the expected queueing of eastbound Collins Avenue vehicles entering the site would not interfere with the operation of the Bank/Collins intersection. TABLE 4.1 COLLINS/SITE ACCESS LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR 2017 (2022) WEEKDAY PEAK PM HR. YEAR 2017 (2022) LoS Delay (sec.) LoS Delay (sec.) EB Left/Through Collins A (A) 7.2 (7.2) A (A) 7.2 (7.2) SB Left/Right Site Access A (A) 8.3 (8.3) A (A) 8.5 (8.5) There would be no requirement for modifications to Collins Avenue beyond that of obtaining a Private Approach Permit. Bank Street and Collins Avenue Intersection The Bank/Collins intersection is a two-way stop controlled intersection with Collins Avenue and Wildwood Avenue forming the westbound and eastbound stop controlled approaches, and Bank Street the northbound and southbound approaches. Bank Street has a centre shared left turn lane. The existing 2014 traffic from counts (Collins and Wildwood were 2015 counts) determined that during the peak AM hour the northbound Banks Street left turn movement would function at a LoS A and southbound left onto Collins Avenue at a LoS B. The westbound Collins Avenue approach would function at a LoS B and eastbound Wildwood Avenue approach at a LoS C. The peak AM hour operation of the intersection is provided in the analysis sheets as Exhibit 5 with Table 4.2 summarizing the results. During the 2014 peak PM hour the northbound and southbound Bank Street left turn movements would function at a LoS B, the westbound Collins Avenue approach at a LoS C and eastbound Wildwood Avenue approach at a LoS E. Table 4.2 summarizes the peak PM hour operation of the intersection with the analysis sheets provided as Exhibit 6. The expected 95 th percentile queue during the peak PM hour at the westbound Collins Avenue approach was determined to be 0.11 vehicles (1 vehicle), with the 2015 traffic counts observing a maximum queue of 1 vehicle at the approach. The 95 th percentile queue at the eastbound Wildwood Avenue approach was 2.6 vehicles (3 vehicles) with the traffic counts observing a maximum queue of 4 vehicles on 5 occasions during the PM peak hour.

17 15 At the completion of the medical office building in 2017, the northbound Bank Street left turn movement onto Wildwood Avenue would function at a LoS A during the peak AM hour and southbound Bank Street left turn movement onto Collins Avenue at a LoS B. The westbound Collins Avenue approach would function at a LoS E and eastbound Wildwood Avenue approach at a LoS C. During the 2017 peak PM hour the northbound and southbound Bank Street left turn movements would function at a LoS B, the westbound Collins Avenue approach at a LoS F and eastbound Wildwood Avenue approach at a LoS E. The 2017 analysis sheets are provided as Exhibit 7 and Exhibit 8. TABLE 4.2 BANK/COLLINS LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR (2022) WEEKDAY PEAK PM HR. YEAR (2022) LoS Delay (sec.) LoS Delay (sec.) NB Left Site Access A A (A) (9.2) B B (B) (12.8) SB Left Site Access B B (B) (14.2) B B (B) (10.5) WB Left/Through/Right Collins B E (F) (54.9) C F (F) (100.3) EB Left/Through/Right Wildwood C C (C) (17.9) E E (F) (61.0) At five years beyond the completion of the medical office building in 2022, the northbound and southbound Bank Street left turn lanes would function at a LoS A and B respectively during the peak AM hour, and the westbound Collins Avenue approach at a LoS F and eastbound Wildwood Avenue approach at a LoS C. During the peak PM hour both the northbound and southbound Bank Street left turn movements will function at a LoS B and both the westbound Collins Avenue and eastbound Wildwood Avenue approaches would function at a LoS F. Table 4.2 summarizes the 2022 operation of the intersection with the analysis sheets provided as Exhibit 9 and Exhibit 10. During the 2022 peak PM hour the westbound Collins Avenue queue is 2.29 vehicles (3 vehicles or 21 m). The centre of the site access is located approximately 15 m or 2 vehicles. During the peak PM hour the queue at the westbound Collins Avenue approach would periodically extend to the proposed site access with exiting site vehicles queueing on site. The situation may be improved during the peak PM time period by some of the site trips travelling to Erie Avenue and turning southbound on Bank Street at the signalized intersection. Although the westbound Collins Avenue approach functioned at a LoS F, the 2022 peak PM hour approach delay was determined to be seconds. There would be no requirement for modifications to the Bank/Collins intersection due to the development of the medical office building site.

18 Site Circulation The proposed medical office building will contain a total of 20 parking spaces which includes 1 barrier free space. The layout of parking will provide the easy movement of vehicles with a clear throat distance of 1 vehicle at the site exit onto Collins Avenue with the 2022 analysis determining the 95 th percentile queue during the peak PM hour at the exit to be 0.10 vehicles. The underground garage will provide 6 parking spaces with the remaining 14 spaces as surface parking. Any additional parking can be accommodated along the south side of Collins Avenue (parking prohibited along the north side within a block of the site). Delivery trucks to the site would mainly comprise of a small cube van or parcel delivery vehicle. The Site Plan designates one shared loading space located close to the Collins Avenue entrance to the building. 4.5 Transportation Demand Management (TDM) The City of Ottawa is implementing Transportation Demand Management (TDM) measures as a plan to reduce peak hour traffic along the City s transportation network. The Site Plan does serve the principals of TDM by locating the site in close proximity to pedestrian, and transit facilities. The following list the facilities which would reduce the volumes of peak hour vehicular traffic: 1. The site is centrally located within the surrounding residential community. Patrons of a medical office would generally travel to the closest and most convenient location. With the medical office building close to the residential areas, travel distances by car would be reduced. 2. Bank Street and Heron Road have sidewalks along both sides of the road. The sidewalks provide safe and convenient access from the residential areas and bus stops to the medical office building. 3. OC Transpo Regular Route 1 travels past the site along Bank Street. Bus stops are located in close proximity to the site. The northbound bus stop is located at the Bank/Collins intersection, and the southbound bus stops are located at both the Bank/Erie and Bank/Heron signalized intersections. 4. Bank Street, Heron Road and Alta Vista Drive are all designated as a primary cycling routes in the City of Ottawa Transportation Master Plan (TMP). The Site Plan provides a bicycle rack for the storage of 5 bicycles near the Collins Avenue entrance to the building.

19 17 5. FINDINGS AND RECOMMENDATIONS The medical office building is located at 1637 Bank Street in the City of Ottawa. The site is currently vacant but was previously occupied by a single building used by a driving instructor. The original building, which was demolished two years ago, had one access onto Collins Avenue which still exists. The owners of the parcel of land are preparing a Site Plan Application which proposes the construction of a four storey medical office building. The 1,232 m 2 building is expected to be completed and occupied by the year The time period for the traffic study analysis was the weekday peak AM and PM hours of the adjacent roads. The analysis examined the operation of the office building s access onto Collins Avenue and the Bank/Collins intersection. The study examined the operation of the site access for the expected 2017 traffic when build out of the site is expected, and at the year 2022 which represents five years beyond completion of the site. The Bank/Collins intersection was examined using the 2014 traffic counts and the expected traffic at the years 2017 and The report is being prepared in support of the Site Plan Application for the property. The findings and recommendations of the study are summarized in the following points: 1) The medical office building is expected to generate 23 trips entering and 6 trips exiting the site during the weekday peak AM hour for a total of 29 trips. During the peak PM hour the site will generate 12 trips entering and 31 trips exiting for a total of 43 trips. The site generated trips incorporate a 10 percent trip reduction for public transit. The total number of site generated trips would not trigger the preparation of a Transportation Impact Assessment report as documented in the City of Ottawa Transportation Impact Assessment Guidelines, October City of Ottawa staff has requested that a report be prepared to address the operation and location of the site access onto Collins Avenue and the operation of the Bank/Collins intersection. 2) The site will have one access onto Collins Avenue which will have a width of 6.2 m. The centre of the access will be located approximately 15 m from the westbound Collins Avenue stop bar. 3) The site access onto Collins Avenue would operate at an acceptable level of service for the expect 2022 peak AM and PM hour traffic. The operation of the site access would have only a minor impact on the operation of the Bank/Collins intersection. There would be no requirement for roadway modifications to Collins Avenue. Only a Private Approach Permit is required. 4) The intersection of Bank Street and Collins Avenue currently operates at an acceptable level of service during both the peak AM and PM hours. At the year 2022 with the increasing background traffic and trips from the medical office building, the northbound and southbound Bank Street left turn movement would operate at an acceptable level of service, but the westbound Collins Avenue approach would operate at a Level of Service (LoS) F during both the peak AM and peak PM hours. During the peak PM hour the

20 18 delay at the approach would be second which although long, is acceptable and approaches the delay experienced at some signalized intersections. The 95 th percentile queue during the peak PM hour is 2.29 vehicles or 21 m. With the distance between the stop bar at the westbound Collins Avenue approach to the Bank/Collins intersection and the centre of the site access being 15 m, the queue during the peak PM hour at the westbound Collins Avenue approach to Bank/Collins may periodically extend past the access to the site. There would be no requirement for intersection modification to the Bank/Collins intersection due to the proposed medical office building. Prepared by: David J. Halpenny, M. Eng., P. Eng.

21 19 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS

22 20 EXHIBIT 1 YEAR 2017 PEAK AM HOUR TRAFFIC Site Access/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Site Access/Collins Analysis Year: Year 2017 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 0 6 Peak Hour Factor, PHF Hourly Flow Rate, HFR 0 6 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 23 6 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.3 Approach LOS A

23 21 EXHIBIT 2 YEAR 2017 PEAK PM HOUR TRAFFIC Site Access/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Site Access/Collins Analysis Year: Year 2017 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 2 29 Peak Hour Factor, PHF Hourly Flow Rate, HFR 2 31 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.5 Approach LOS A

24 22 EXHIBIT 3 YEAR 2022 PEAK AM HOUR TRAFFIC Site Access/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Site Access/Collins Analysis Year: Year 2022 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 0 6 Peak Hour Factor, PHF Hourly Flow Rate, HFR 0 6 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 23 6 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.3 Approach LOS A

25 23 EXHIBIT 4 YEAR 2022 PEAK PM HOUR TRAFFIC Site Access/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Site Access/Collins Analysis Year: Year 2022 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 2 29 Peak Hour Factor, PHF Hourly Flow Rate, HFR 2 31 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 8.5 Approach LOS A

26 24 EXHIBIT 5 YEAR 2014 EXISTING PEAK AM HOUR TRAFFIC Bank Street/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Bank/Collins Analysis Year: Year 2014 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? No Lanes Configuration L T R L T TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B B C Approach Delay Approach LOS B C

27 25 EXHIBIT 6 YEAR 2014 EXISTING PEAK PM HOUR TRAFFIC Bank Street/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Bank/Collins Analysis Year: Year 2014 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? No Lanes Configuration L T R L T TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS B B C E Approach Delay Approach LOS C E

28 26 EXHIBIT 7 YEAR 2017 PEAK AM HOUR TOTAL TRAFFIC Bank Street/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Bank/Collins Analysis Year: Year 2017 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? No Lanes Configuration L T R L T TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B E C Approach Delay Approach LOS E C

29 27 EXHIBIT 8 YEAR 2017 PEAK PM HOUR TOTAL TRAFFIC Bank Street/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Bank/Collins Analysis Year: Year 2017 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? No Lanes Configuration L T R L T TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS B B F E Approach Delay Approach LOS F E

30 28 EXHIBIT 9 YEAR 2022 PEAK AM HOUR TOTAL TRAFFIC Bank Street/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Bank/Collins Analysis Year: Year 2022 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? No Lanes Configuration L T R L T TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B F C Approach Delay Approach LOS F C

31 29 EXHIBIT 10 YEAR 2022 PEAK PM HOUR TOTAL TRAFFIC Bank Street/Collins Avenue HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Bank/Collins Analysis Year: Year 2022 Project ID: Medical-Dental Building Bank Street East/West Street: Collins Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? No Lanes Configuration L T R L T TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS B B F F Approach Delay Approach LOS F F