369, 379 & 401 essa rd. development - barrie hall/planning-and-development...369, 379 & 401...

369, 379 & 401 Essa Rd. Development City of Barrie

Traffic Brief for

Sean Mason Homes (Essa Road) Inc.

Type of Document: Final Report

Project Number: JDE – 1519

Date Submitted: August 28

th, 2015

_______________________________________ 08/28/15 John Northcote, P.Eng. Professional License #: 100124071

JD Northcote Engineering Inc. 86 Cumberland Street

Barrie, ON 705.725.4035

www.JDEngineering.ca

Sean Mason Homes (Essa Road) Inc. 369, 379 & 401 Essa Rd. Development

JDE-1519 Date: August 28

th, 2015

ii

Legal Notification This report was prepared by JD Northcote Engineering Inc. for the account of the Sean Mason Homes (Essa Road) Inc. Any use which a third party makes of this report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. JD Northcote Engineering Inc. accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this project.



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Executive Summary This report summarizes the traffic impact study prepared for the proposed residential development located on the west side of Essa Road, between Ferndale Drive South and Logger’s Run, in the City of Barrie [City], County of Simcoe [County]. The report assesses the impact of traffic related to the development on the adjacent roadway and provides recommendations to accommodate this traffic in a safe and efficient manner. Phase 1 of the design has been approved by the city and includes 57 townhouse units. The developer is now proposing to add a second phase east of Phase 1, with up to 68 additional townhouse units (maximum 125 townhouse units for Phase 1 and 2 combined). The site access configuration proposed includes two egress lanes (3.0 metre lane width) a 1.5m wide paved boulevard with roll curb and a single ingress lane (4.0 metre lane width). For comparison purposes, this report also included a review of the site access operation with one egress lane and one ingress lane (9.0 metre total entrance width). The scope of this analysis includes a review of the Essa Road / Site Access intersection.

Conclusions

1. The proposed development is expected to generate a total of 62 AM and 72 PM peak hour trips.

2. Background traffic and pedestrian counts were completed for the existing intersection of Essa Road / Ferndale Drive South & Veterans Drive on December 20

th, 2012.

3. An estimate of the amount of traffic that would be generated by the Subject Site was prepared and assigned to the study area streets and intersections.

4. An intersection operation analysis was completed at the proposed site access on Essa Road, using the projected (2025) plus proposed traffic volumes. No improvements on Essa Road are recommended.

5. The proposed site access will operate efficiently as an unsignalized full movement access with one-way stop control for eastbound (egress) movements onto Essa Road for the two lane egress and one lane egress option noted above.

6. In summary, the proposed development will not cause any operational issues and will not add significant delay or congestion to the local roadway network.



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Table of Contents

1 Introduction ............................................................................................................................. 1

1.1 Background............................................................................................................................... 1

1.2 Study Area ................................................................................................................................ 1

1.3 Study Scope and Objectives .................................................................................................... 1

1.1 Horizon Year and Analysis Periods .......................................................................................... 2

2 Information Gathering ............................................................................................................ 3

2.1 Street and Intersection Characteristics .................................................................................... 3

2.2 Local Transportation Infrastructure Improvements................................................................... 5

2.3 Transit Access .......................................................................................................................... 5

2.4 Other Developments within the Study Area ............................................................................. 5

2.5 Traffic Counts ........................................................................................................................... 6

2.6 Horizon Year Traffic Volumes ................................................................................................... 7

3 Proposed Development Traffic Generation and Assignment ............................................ 9

3.1 Traffic Generation ..................................................................................................................... 9

3.2 Traffic Assignment .................................................................................................................... 9

3.3 Total Horizon Year Traffic Volumes with the Proposed Development ................................... 10

4 Intersection Operation with Proposed Development ....................................................... 12

4.1 Introduction ............................................................................................................................. 12

4.2 Intersection Operation for Projected (2025) plus Proposed Development Traffic Volume .... 13

5 Summary ............................................................................................................................... 15



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List of Tables Table 1 – Traffic Count Data .................................................................................................................. 6

Table 2 – Estimated Traffic Generation of Proposed Development ....................................................... 9

Table 3 – Level of Service Criteria for Intersections............................................................................. 13

Table 4 – Total (2025) Intersection Operation Analysis ....................................................................... 13

List of Figures Figure 1 – Proposed Site Location and Study Area ............................................................................... 2

Figure 2 – Existing (2015) Intersection Spacing and Lane Configuration with in Study Area ................ 4

Figure 3 – Existing (2015) Peak Hour Traffic Volumes .......................................................................... 7

Figure 4 – Background (2025) Peak Hour Traffic Volumes ................................................................... 8

Figure 5 – Traffic Assignment for the Proposed Development ............................................................ 10

Figure 6 – Projected (2025) Peak Hour Traffic Volumes with Proposed Development ....................... 11

List of Appendices APPENDIX A – Draft Plan of Subdivision APPENDIX B – Traffic Counts APPENDIX C – Synchro Output – Projected & Proposed Traffic Volumes APPENDIX D – Synchro Output – Projected & Proposed Traffic Volumes (Single Egress Lane)



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1 Introduction

1.1 Background

Sean Mason Homes (Essa Road) Inc. [The Developer] is proposing to develop a site located on the west side of Essa Road, between Ferndale Drive South and Logger’s Run, in the City of Barrie [City], County of Simcoe [County]. Phase 1 of the design has been approved by the city and includes 57 townhouse units. The developer is now proposing to add a second phase east of Phase 1, with up to 68 additional townhouse units (maximum 125 townhouse units for Phase 1 and 2 combined). The Developer has retained JD Northcote Engineering Inc. [JD Engineering] to prepare this traffic impact study in support of the Site Plan Application.

1.2 Study Area

Figure 1 shows the location of the subject site and study area intersections in relation to the surrounding area. The Site Plan by Pearson Engineering Ltd. is shown in Appendix A. The subject site is bound by Essa Road to the east, environmental protection lands to the west, and existing residential lands to the north and south. The proposed development includes one full-movement access onto Essa Road roughly midway along the frontage. The proposed access is located between Ferndale Drive South and Loggers Run on the west side of Essa Road. Based on the limited throat length at the entrance and discussions between the Developer, City Staff and JD Engineering, the entrance configuration being proposed includes two egress lanes (each with a 3.0m lane width) a 1.5m wide paved boulevard with roll curb and a single ingress lane (4.0 metre lane width).

1.3 Study Scope and Objectives

Through consultation with the City, the scope of this Traffic Brief includes a review of the proposed Site Access on Essa Road. The purpose of this study is to identify the potential impacts to traffic flow at the site access and on the surrounding roadway network. The study analysis includes the following tasks:

• Consult with the City to address any traffic-related issues or concerns they have with the proposed development;

• Determine existing traffic volumes and circulation patterns;

• Estimate future traffic volumes if the proposed development was not constructed, including the impact of additional proposed developments in the area;

• Estimate the amount of traffic that would be generated by the proposed development and assign to the roadway network;

• Complete LOS analysis of horizon year (with the proposed development) traffic conditions and identify additional operational deficiencies;

• Identify improvement options to address operational deficiencies; and

• Document findings and recommendations in a final report.



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Figure 1 – Proposed Site Location and Study Area

1.1 Horizon Year and Analysis Periods

It has been assumed that, should all approvals be granted, the proposed development will be built-out by 2017. The existing-year traffic (2015) as well as a 10-year horizon (2025) traffic scenario were selected for analysis of traffic operations in the study area. The weekday morning [AM] and afternoon [PM] peak hour have been selected as the analysis periods for this study.



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2 Information Gathering

2.1 Street and Intersection Characteristics

Essa Road is a five-lane arterial road with an urban cross-section and a sidewalk on both sides of the road, within the study area. The posted speed limit on Essa Road is 50km/h within the study area. Essa Road is under the jurisdiction of the City. Logger’s Run is a two-lane private (condominium) road with an urban cross-section and a sidewalk on both sides of the road at the Essa Road approach. The posted speed limit on Logger’s Run is 25km/h. Ferndale Drive South is a four lane arterial road with an urban cross-section and a sidewalk on both sides of the road, within the study area. The posted speed limit on Ferndale Drive South is 50km/h within the study area. Ferndale Drive is under the jurisdiction of the City. Veterans Drive is a five lane arterial road with an urban cross-section and a sidewalk on both sides of the road. The posted speed limit on Veterans Drive is 50km/h at the intersection of Essa Road / Ferndale Drive South and increases to 60km/h just south of the intersection. Veterans Drive is under the jurisdiction of the City. Beacon Road is a two-lane local road with a rural cross-section and a sidewalk on the west side of the street. The posted speed limit on Beacon Road is 50km/h, within the study area. Beacon Road is under the jurisdiction of the City. The existing intersection spacing and lane configuration within the study area is illustrated in Figure 2.



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Figure 2 – Existing (2015) Intersection Spacing and Lane Configuration with in Study Area



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2.2 Local Transportation Infrastructure Improvements

Based on the City’s Multi-Modal Active Transportation Master Plan [MMATMP] the following infrastructure improvements are anticipated to be completed prior to the 2026 horizon year:

• Essa Road (South of Ardagh Road to Mapleton Ave) o Signed bike route (mixed traffic)

• Essa Road (South of Veterans Drive) o Add a lane in each direction and a TWLTL (construction currently underway)

• Ferndale Drive South (west of Essa Road) o Add boulevard pathways on both sides of road for cyclists

• Veterans Drive (east of Essa Road) o Provide buffered bicycle lane to Harvie Road

• Bryne Drive o Extend the existing north section of Bryne Drive to connect with the existing south

section of Bryne Drive; o A five-lane cross-section with bike lanes is proposed for the entire section;

The Harvie Road / Big Bay Point Road / Highway 400 interchange construction is also planned within the 2026 horizon year. The existing 5-lane cross-section for Essa Road adjacent to the subject site will remain unchanged within the horizon years used in this analysis.

2.3 Transit Access

Barrie Transit provides bus service within the study area. The No. 8 bus route provides north / south service on Essa Road between Mapleton Avenue and Anne Street. The No. 8 bus route generally travels along Essa Road, Mapleview Drive and Yonge Street in the south end of the City and between Anne Street, Blake Street, Johnson Street and Livingstone Street in the north end of the City. This route connects all of the major transit hubs in the City with branching access throughout the City from each hub. The No. 8 bus route operates between 05:45 – 23:30 on weekdays with daytime service every half hour. On Saturdays, the route operates between 07:15 – 23:30 and provides daytime service every half hour. On Sunday the route operates between 08:45 – 21:30 and provides service every hour. Northbound stops are located on the south-east corner of Essa Road / Veterans Drive and the south-east corner of Essa Road / Beacon Road. Southbound located on the north-west of Essa Road / Loggers Run and the north-west corner of Essa Road / Ferndale Drive South. The No. 2 bus route provides north / south service along Ferndale Drive South, Veterans Drive, and Dunlop Street West. The No. 2 bus travels between Park Place on Mapleview Drive West and the Downtown terminal. The No. 2 bus route operates between 06:00 – 22:57 on weekdays with daytime service every half hour until 18:00 and every hour after 18:00. On Saturdays, the route operates between 07:00 – 22:57 with daytime service every half hour until 18:00 and every hour after 18:00. On Sundays, the bus operates 09:30 to 21:30 hourly.

2.4 Other Developments within the Study Area

There is a significant proposed development at 300 Essa Road which is currently in the development approval process. The subject site consists of an 8.70 hectare parcel of land and proposes the construction of four six-storey apartment buildings with a total of 336 apartment units. The additional trips on Essa Road within the study area, generated by this development have been included in the background traffic volumes in Section 2.6.



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Furthermore, there is a significant amount of anticipated development planned within the annexed lands at the south end of the City, as well as intensification developments along the City’s major corridors. Through our correspondence with the City Traffic Department, background traffic volumes generated by other developments outside the study area, have been estimated using the EMME travel demand model used in the MMATMP. A 1% per annum background traffic growth rate has been conservatively applied to the traffic volumes on Essa Road based on the comparison of the 2011 and 2031 EMME models for the area. The above-noted methodology for calculating the future background traffic volumes using the MMATMP EMME model data will also accounts for the redistribution of traffic volumes as a result of the local road improvements identified in Section 2.2.

2.5 Traffic Counts

Detailed turning movement traffic and pedestrian counts were obtained for the intersection of Essa Road / Ferndale Drive South & Veterans Drive from the City. Table 1 summarizes the traffic count data collection information.

Table 1 – Traffic Count Data

Intersection (N-S Street / E-W Street)

Count Date AM Peak

Hour PM Peak

Hour

Essa Road / Ferndale Dr S & Veterans Dr

December 20th, 2012 08:00 - 09:00 15:45 – 16-45

Detailed traffic count data can be found in Appendix B. The peak hours of traffic generation for the study area intersections generally aligned with the anticipated peak hour of traffic generation by the proposed development. Heavy vehicle percentages and pedestrian crossings from the traffic count data have also been included in the Synchro analysis. In order to convert the 2012 traffic count data to an equivalent 2015 traffic volume for the intersection of Essa Road / Ferndale Drive South & Veterans Drive, a background traffic growth rate of 1.0% per annum was applied per Section 2.4. Figure 3 illustrates the existing (2015) AM and PM peak hour traffic volumes at the site access.



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Figure 3 – Existing (2015) Peak Hour Traffic Volumes

2.6 Horizon Year Traffic Volumes

Future horizon year traffic volumes without the proposed development were estimated using the adjacent development traffic plus the background traffic growth as discussed in Section 2.4. Figure 4 illustrates the background (2025) AM and PM peak hour traffic volumes in the study area.



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Figure 4 – Background (2025) Peak Hour Traffic Volumes



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3 Proposed Development Traffic Generation and Assignment

3.1 Traffic Generation

The traffic generation for the subject site has been based on the ITE Trip Generation data. The following ITE land uses have been applied to estimate the traffic from the proposed development:

• ITE land use 230 (Residential Condominium / Townhouse) The estimated trip generation of the proposed development is illustrated below in Table 2. The AM and PM peak traffic generation for the subject site generally aligns with the AM and PM peak hour in the traffic counts.

Table 2 – Estimated Traffic Generation of Proposed Development

Land Use Size AM Peak Hour PM Peak Hour

IN OUT TOTAL IN OUT TOTAL

Residential Condominium / Townhouse ITE Land Use: 230

125 units 11 51 62 48 24 72

In order to be conservative, no transportation modal split has been applied to the above-noted traffic generation calculation.

3.2 Traffic Assignment

For the purposes of this study, it has been assumed that all traffic generated by the proposed development will be new traffic and would not be in the study area if the development was not constructed. The ITE data provides the anticipated percentage of new traffic entering and exiting during the peak hour. The distribution of traffic beyond the local area has been calculated based on a comparison of the existing traffic distribution patterns on Essa Road. The assignment of the traffic generated by the proposed development is provided in Figure 5.



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Figure 5 – Traffic Assignment for the Proposed Development

3.3 Total Horizon Year Traffic Volumes with the Proposed Development

For the total (2025) horizon year traffic volumes, the proposed development traffic was added to the background (2025) traffic volumes. The resulting total (2025) horizon year total traffic volume for the AM and PM peak hour can be found in Figure 6.



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Figure 6 – Projected (2025) Peak Hour Traffic Volumes with Proposed Development



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4 Intersection Operation with Proposed

Development

4.1 Introduction

Existing year operational conditions were established to determine how the street network within the study area is currently functioning without the proposed development. This provides a base case scenario to compare with future development scenarios. Traffic operations within the study area were evaluated using the projected (2025) plus proposed development traffic volumes with the existing road configuration of Essa Road at the subject site. The intersection performance was measured using the traffic analysis software, Synchro 9, a deterministic model that employs Highway Capacity Manual and Intersection Capacity Utilization methodologies for analyzing intersection operations. These procedures are accepted by provincial and municipal agencies throughout North America. Synchro 9 enables the study area to be graphically defined in terms of streets and intersections, along with their geometric and traffic control characteristics. The user is able to evaluate both signalized and unsignalized intersections in relation to each other, thus not only providing level of service for the individual intersections, but also enabling an assessment of the impact the various intersections in a network have on each other in terms of spacing, traffic congestion, delay, and queuing. Individual turning movements with a volume-to-capacity [V/C] ratio of 0.85 or greater are considered to be critical movements and have been highlighted in the LOS tables. The intersection operations were also evaluated in terms of the LOS. LOS is a common measure of the quality of performance at an intersection and is defined in terms of vehicular delay. This delay includes deceleration delay, queue move-up time, stopped delay, and acceleration delay. LOS is expressed on a scale of A through F, where LOS A represents very little delay (i.e. less than 10 seconds per vehicle) and LOS F represents very high delay (i.e. greater than 50 seconds per vehicle for a stop sign controlled intersection and greater than 80 seconds per vehicle for a signalized intersection). The LOS criteria for signalized and stop sign controlled intersections are shown in Table 3. A description of traffic performance characteristics is included for each LOS.



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Table 3 – Level of Service Criteria for Intersections

LOS LOS Description Control Delay (seconds per vehicle)

Signalized Intersections

Stop Controlled Intersections

A Very low delay; most vehicles do not stop (Excellent) less than 10.0 less than 10.0

B Higher delay; more vehicles stop (Very Good) between 10.0 and 20.0 between 10.0 and 15.0

C Higher level of congestion; number of vehicles stopping is significant, although many still pass through intersection without stopping (Good)

between 20.0 and 35.0 between 15.0 and 25.0

D Congestion becomes noticeable; vehicles must

sometimes wait through more than one red light; many vehicles stop (Satisfactory)

between 35.0 and 55.0 between 25.0 and 35.0

E Vehicles must often wait through more than one red light; considered by many agencies to be the limit of

acceptable delay between 55.0 and 80.0 between 35.0 and 50.0

F This level is considered to be unacceptable to most drivers; occurs when arrival flow rates exceed the

capacity of the intersection (Unacceptable) greater than 80.0 greater than 50.0

4.2 Intersection Operation for Projected (2025) plus Proposed Development Traffic Volume

The results of the intersection operation analysis for the projected (2025) plus proposed development traffic volumes during the AM and PM peak hour can be found below in Table 4. Detailed output from the Synchro analysis can be found in Appendix C.

Table 4 – Total (2025) Intersection Operation Analysis

Location (E-W Street / N-S Street)

Weekday AM Peak Hour Weekday PM Peak Hour

V/C Delay (s) LOS V/C Delay (s) LOS

Essa Rd & Site Access - 0.5 A - 0.3 A

EBL 0.09 15.7 C 0.06 23.6 C

EBR 0.03 10.8 B 0.03 14.0 B

NBL 0.01 10.8 A 0.04 12.0 B

NBT 0.31 0.0 - 0.33 0.0 -

SBT 0.28 0.0 - 0.50 0.0 -

SBR 0.14 0.0 - 0.27 0.0 -

Generally speaking, the additional traffic generated by the proposed development will have a negligible impact on the intersections and corridors within the study area. The results of the LOS analysis for the Essa Road / Site Access intersection indicate that overall the intersection is operating with an excellent LOS and all individual turning movements are operating with a good LOS or better during the AM and PM peak hour. The critical case for the anticipated 95

th percentile queue length for egress traffic from the subject site

occurs during the AM peak hour. The anticipated 95th percentile queue length during this scenario is

2.5 metres for the left turn movements and 0.8 meters for the right turn movements. The proposed throat length for the site access provides 20 metres of storage in the right turn lane and an additional 5.5 metres of storage space for left turn movements. Consequently, the queuing for the site access Essa Road will not impact traffic operations within the subject site.



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The storage length in the existing two-way left-turn lane on Essa Road for northbound left turn movements into the subject site is more than adequate to accommodate the anticipated 95

th

percentile queuing for the subject site (1.1 metre long during the critical scenario). The Site Access will operate efficiently as a full movement access onto Essa Road. The access will have a single ingress lane and a left and right egress lane with a one-way stop control for eastbound (egress) movements. No lane improvements are recommended on Essa Road at the West Access. For comparison purposes, the intersection operation analysis was also performed on the Site Access with a single ingress lane and single egress lane (9.0 metre total entrance width) for the projected 2025 plus proposed development traffic scenario. The results shown in Appendix D indicate that the Site Access will operate efficiently for this configuration. The proposed configuration of the Site Access is not exactly perpendicular to Essa Road. The proposed configuration is within the acceptable range identified in the City of Barrie Urban Design Manual (75

o – 90

o) and based on our review will not cause any operational issues.

No improvements to Essa Road are recommended within the study area as a result of the proposed development.



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5 Summary

Sean Mason Homes (Essa Road) Inc. retained JD Engineering to prepare this traffic brief in support of the Site Plan Application for a residential development in the City of Barrie, County of Simcoe. The proposed site plan is shown in Appendix A. This chapter summarizes the conclusions and recommendations from the study. Phase 1 of the design has been approved by the city and includes 57 townhouse units. The developer is now proposing to add a second phase east of Phase 1, with up to 68 additional townhouse units (maximum 125 townhouse units for Phase 1 and 2 combined). The site access configuration proposed includes two egress lanes (3.0 metre lane width) a 1.5m wide paved boulevard with roll curb and a single ingress lane (4.0 metre lane width). For comparison purposes, this report also included a review of the site access operation with one egress lane and one ingress lane (9.0m total entrance width).

Conclusions

1. The proposed development is expected to generate a total of 62 AM and 72 PM peak hour trips.

2. Background traffic and pedestrian counts were completed for the existing intersection of Essa Road / Ferndale Drive South & Veterans Drive on December 20

th, 2012.

3. An estimate of the amount of traffic that would be generated by the Subject Site was prepared and assigned to the study area streets and intersections.

4. An intersection operation analysis was completed at the proposed site access on Essa Road, using the projected (2025) plus proposed traffic volumes. No improvements on Essa Road are recommended.

5. The proposed site access will operate efficiently as an unsignalized full movement access with one-way stop control for eastbound (egress) movements onto Essa Road for the two lane egress and one lane egress option noted above.

6. In summary, the proposed development will not cause any operational issues and will not add significant delay or congestion to the local roadway network.



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Appendix A – Site Plan



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Appendix B – Traffic Counts

Ontario Traffic Inc.

Morning Peak Diagram Specified PeriodFrom:To:

7:00:00

9:00:00

One Hour PeakFrom:To:

8:00:00

9:00:00

Municipality:Site #:Intersection:TFR File #:Count date:

Barrie

1201300067

Essa Rd & Veteran's Dr

7

20-Dec-12

Weather conditions:

Person(s) who counted:

** Signalized Intersection ** Major Road: Essa Rd runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

1425

578

9

Heavys

Trucks

Cars

Totals

0

0

19

19

0

13

289

302

0

10

247

257

0

23

555

Heavys

Trucks

Cars

Totals

0

25

822

847

Heavys Trucks Cars Totals

0 14 224 238


0 2 121 123

0 11 312 323

0 6 82 88

0 19 515

Peds Cross:

West Peds:

West Entering:

West Leg Total:

3

534

772

Essa Rd

Ferndale Dr SW

N

E

S

Veteran's Dr

Essa Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

961

368

3

Cars Trucks Heavys Totals

184 11 0 195

139 4 0 143

29 1 0 30

352 16 0


571 22 0 593

Cars

Trucks

Heavys

Totals

400

20

0

420

Cars

Trucks

Heavys

Totals

66

10

0

76

517

12

0

529

12

1

0

13

595

23

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

1

618

1038

Comments


Mid-day Peak Diagram Specified PeriodFrom:To:

11:00:00

14:00:00


12:30:00

13:30:00


Barrie

1201300067


7

20-Dec-12

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

1715

893

6

Heavys

Trucks

Cars

Totals

0

0

63

63

0

11

408

419

0

9

402

411

0

20

873

Heavys

Trucks

Cars

Totals

0

29

793

822


0 9 514 523


0 5 66 71

0 5 296 301

0 2 83 85

0 12 445

Peds Cross:

West Peds:

West Entering:

West Leg Total:

2

457

980

Essa Rd

Ferndale Dr SW

N

E

S

Veteran's Dr

Essa Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

1539

810

1


367 13 0 380

362 8 0 370

60 0 0 60

789 21 0


715 14 0 729

Cars

Trucks

Heavys

Totals

551

13

0

564

Cars

Trucks

Heavys

Totals

89

1

0

90

360

11

0

371

17

0

0

17

466

12

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

1

478

1042

Comments


Afternoon Peak Diagram Specified PeriodFrom:To:

15:00:00

18:00:00


15:45:00

16:45:00


Barrie

1201300067


7

20-Dec-12

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

2033

1094

5

Heavys

Trucks

Cars

Totals

0

0

80

80

0

8

654

662

0

5

347

352

0

13

1081

Heavys

Trucks

Cars

Totals

0

15

924

939


0 7 723 730


0 0 80 80

0 13 375 388

0 1 101 102

0 14 556

Peds Cross:

West Peds:

West Entering:

West Leg Total:

2

570

1300

Essa Rd

Ferndale Dr SW

N

E

S

Veteran's Dr

Essa Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

1697

930

5


351 7 0 358

529 5 0 534

37 1 0 38

917 13 0


749 18 0 767

Cars

Trucks

Heavys

Totals

792

10

0

802

Cars

Trucks

Heavys

Totals

114

2

0

116

493

8

0

501

27

0

0

27

634

10

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

644

1446

Comments


Total Count Diagram


Barrie

1201300067


7

20-Dec-12

Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

13318

6608

49

Heavys

Trucks

Cars

Totals

0

2

369

371

0

88

3531

3619

0

48

2570

2618

0

138

6470

Heavys

Trucks

Cars

Totals

0

172

6538

6710


0 72 4023 4095


0 19 678 697

0 49 2355 2404

0 21 587 608

0 89 3620

Peds Cross:

West Peds:

West Entering:

West Leg Total:

21

3709

7804

Essa Rd

Ferndale Dr SW

N

E

S

Veteran's Dr

Essa Rd

East Leg Total:

East Entering:

East Peds:

Peds Cross:

10940

5777

25


2389 68 0 2457

2924 49 0 2973

341 6 0 347

5654 123 0


5062 101 0 5163

Cars

Trucks

Heavys

Totals

4459

115

0

4574

Cars

Trucks

Heavys

Totals

730

21

0

751

3471

85

0

3556

137

4

0

141

4338

110

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

6

4448

9022

Comments



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Appendix C –Synchro Output – Projected and Proposed Traffic Volumes

Essa Rd. Development HCM Unsignalized Intersection Capacity Analysis

1: Essa Rd & Site Access Total Traffic (2025) AM Peak Hour

Synchro 9 Report

JD Engineering 21/07/2015

Movement EBL EBR NBL NBT SBT SBR

Lane Configurations

Traffic Volume (veh/h) 32 19 7 971 658 4

Future Volume (Veh/h) 32 19 7 971 658 4

Sign Control Stop Free Free

Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Hourly flow rate (vph) 35 21 8 1055 715 4

Pedestrians 3

Lane Width (m) 3.6

Walking Speed (m/s) 1.2

Percent Blockage 0

Right turn flare (veh)

Median type TWLTL TWLTL

Median storage veh) 2 2

Upstream signal (m)

pX, platoon unblocked

vC, conflicting volume 1264 362 722

vC1, stage 1 conf vol 720


vCu, unblocked vol 1264 362 722

tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s) 5.8

tF (s) 3.5 3.3 2.2

p0 queue free % 91 97 99

cM capacity (veh/h) 370 638 887

Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2

Volume Total 35 21 8 528 528 477 242

Volume Left 35 0 8 0 0 0 0

Volume Right 0 21 0 0 0 0 4

cSH 370 638 887 1700 1700 1700 1700

Volume to Capacity 0.09 0.03 0.01 0.31 0.31 0.28 0.14

Queue Length 95th (m) 2.5 0.8 0.2 0.0 0.0 0.0 0.0

Control Delay (s) 15.7 10.8 9.1 0.0 0.0 0.0 0.0

Lane LOS C B A

Approach Delay (s) 13.9 0.1 0.0

Approach LOS B

Intersection Summary

Average Delay 0.5

Intersection Capacity Utilization 36.8% ICU Level of Service A

Analysis Period (min) 15


1: Essa Rd & Site Access Total Traffic (2025) PM Peak Hour

Synchro 9 Report



Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.98 0.98 0.92


Pedestrians 2

Lane Width (m) 3.6


Percent Blockage 0




Upstream signal (m)






tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s) 5.8

tF (s) 3.5 3.3 2.2



Direction, Lane # EB 1 EB 2 NB 1 NB 2 NB 3 SB 1 SB 2

Volume Total 12 14 24 558 558 847 451

Volume Left 12 0 24 0 0 0 0

Volume Right 0 14 0 0 0 0 28

cSH 205 415 539 1700 1700 1700 1700

Volume to Capacity 0.06 0.03 0.04 0.33 0.33 0.50 0.27

Queue Length 95th (m) 1.5 0.8 1.1 0.0 0.0 0.0 0.0

Control Delay (s) 23.6 14.0 12.0 0.0 0.0 0.0 0.0

Lane LOS C B B


Approach LOS C


Average Delay 0.3





th, 2015

19

Appendix D –Synchro Output – Projected and Proposed Traffic Volumes (Single Egress Lane)


1: Essa Rd & Site Access Total Traffic (2025) AM Peak Hour - Single Exit Lane

Synchro 9 Report



Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians 3

Lane Width (m) 3.6


Percent Blockage 0




Upstream signal (m)






tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s) 5.8

tF (s) 3.5 3.3 2.2



Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2

Volume Total 56 8 528 528 477 242

Volume Left 35 8 0 0 0 0

Volume Right 21 0 0 0 0 4

cSH 439 887 1700 1700 1700 1700

Volume to Capacity 0.13 0.01 0.31 0.31 0.28 0.14

Queue Length 95th (m) 3.5 0.2 0.0 0.0 0.0 0.0

Control Delay (s) 14.4 9.1 0.0 0.0 0.0 0.0

Lane LOS B A


Approach LOS B


Average Delay 0.5




1: Essa Rd & Site Access Total Traffic (2025) PM Peak Hour - Single Exit Lane

Synchro 9 Report



Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.98 0.98 0.92


Pedestrians 2

Lane Width (m) 3.6


Percent Blockage 0




Upstream signal (m)






tC, single (s) 6.8 6.9 4.1

tC, 2 stage (s) 5.8

tF (s) 3.5 3.3 2.2



Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2

Volume Total 26 24 558 558 847 451

Volume Left 12 24 0 0 0 0

Volume Right 14 0 0 0 0 28

cSH 282 539 1700 1700 1700 1700

Volume to Capacity 0.09 0.04 0.33 0.33 0.50 0.27

Queue Length 95th (m) 2.4 1.1 0.0 0.0 0.0 0.0

Control Delay (s) 19.0 12.0 0.0 0.0 0.0 0.0

Lane LOS C B


Approach LOS C


Average Delay 0.3



369, 379 & 401 essa rd. development - barrie hall/planning-and-development...369, 379 & 401...

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