hurontario-main lrt project

HURONTARIO-MAIN LRT PROJECT Off-Line Capacity Analysis Report
June 2014
Document Type: Report Submission Name: OFF-LINE CAPACITY ANALYSIS Report
Design Consultant: LEA Consulting Ltd
Internal Project Number: 9050
HMLRT | OFF-LINE CAPACITY ANALYSIS| 3
TABLE OF CONTENTS
2.0 INTRODUCTION & PROJECT BACKGROUND ....................................................................... 7
2.1 HURONTARIO-MAIN LIGHT RAIL TRANSIT ............................................................................. 7
2.2 OFF-LINE CAPACITY REVIEW INTRODUCTION ....................................................................... 7
2.3 REPORT OUTLINE .................................................................................................................. 8
2.4 STUDY AREA .......................................................................................................................... 8
2.5 ROAD NETWORK ................................................................................................................. 11
3.1 2010 EXISTING INTERSECTION CAPACITY ANALYSIS ........................................................... 12
4.0 FUTURE TRAFFIC ANALYSIS: HORIZON YEAR 2031 ........................................................... 14
4.1 FUTURE VOLUME MODIFICATION (LIMITATIONS OF EMME MODEL) ................................ 14
4.2 BAU AND LRT TRAFFIC VOLUME COMPARISON .................................................................. 15
4.3 SIGNAL TIMING PLAN .......................................................................................................... 17
4.4 HORIZON YEAR 2031 INTERSECTION CAPACITY ANALYSIS .................................................. 17
4.4.1 2031 BAU Scenario .......................................................................................................... 17
4.4.2 2031 LRT Scenario ........................................................................................................... 19
5.0 CONCLUSION .................................................................................................................. 22
LIST OF TABLES Table 1: Study Area Intersections With Assigned Number ................................................................. 10
Table 2: Base Scenario Intersections with V/C Exceeding 1 ............................................................... 12
Table 3: Base Scenario Intersections with Single Movement V/C Exceeding 1 .................................. 13
Table 4: Total Vehicular Volume Change from the BAU to the LRT Scenario .................................... 16
Table 5: Intersections with overall v/c >1 Comparison of BASE 2010 and BAU 2031 Scenarios ....... 18
Table 6: Intersections with overall v/c >1 (comparison of BASE 2010, BAU 2031 AND LRT 2031 Scenarios) ............................................................................................................................................ 20
LIST OF FIGURES* Figure 1: Study Area Figure 2: Existing and Future Lane Configurations Figure 3: Balanced Existing Traffic Figure 4: Balanced 2006 Base Figure 5: Balanced 2031 LRT Figure 6: Balanced 2031 BAU Figure 7: Adjusted BAU Figure 8: Adjusted LRT Figure 9: Traffic Volume Change BAU to LRT *All figures found at end of report APPENDIX A: Study Area Intersection Improvements APPENDIX B: 2010 Base Scenario LOS Tables and Synchro Analysis Reports APPENDIX C: 2031 BAU Scenario LOS Tables and Synchro Analysis Reports APPENDIX D: 2031 LRT Scenario LOS Tables and Synchro Analysis Reports
1.0 EXECUTIVE SUMMARY The Hurontario-Main Light Rail Transit (HMLRT) project was initiated to ease the transportation impacts of high population and job growth rates throughout Mississauga and Brampton. The introduction of the HMLRT will reduce the number of traffic through lanes along Hurontario Street in order to accommodate the dedicated LRT route. Due to the reduction in vehicular capacity along the LRT alignment, it is anticipated that vehicular demand on parallel north-south routes would increase. The parallel routes included in the off-line capacity review are: Mavis Road, McLaughlin Road/Confederation Parkway and Kennedy Road/Central Parkway. The EMME model, modified for the HMLRT project by SDG, included regional growth, local background developments as well as population and land use forecasts. The 2010 traffic volumes were found to be significantly higher than the 2006 EMME Model output, which consequently required the Business As Usual (BAU) and Light Rail Transit (LRT) scenario volumes to be modified in order to give a more accurate depiction/forecast for the 2031 horizon year. Vehicular volume increase from the adjusted BAU to the adjusted LRT scenario shows that 29 intersections have a “Modest” increase (0 to 199 vehicles), 9 intersections have a “Moderate” increase (200 to 499 vehicles) and no intersections have a “Significant” increase (500 or more vehicles) in vehicular numbers. Overall, the HMLRT diverts modest to moderate amounts of traffic from Hurontario to adjacent intersections within the study area. Since travel lanes are proposed to be reduced along Hurontario Street (the LRT Scenario), some traffic will naturally re-route onto other arterial roads to access the 400-series highway system. This increase in traffic on other arterial roads will cause more intersections to operate over capacity. LEA conducted intersection capacity analysis using Synchro Version 8 software, build 804 and methodologies consistent with those found in the Highway Capacity Manual 2000, and performed Signal Timing Plan (STP) Optimization for all scenarios. In comparing the intersections that are operating with congestion (those intersections with an overall v/c >1), in the Base Scenario, 9 out of 38 intersections were operating with congestion in 2010, whereas in the BAU Scenario, the number of intersections operating with congestion increases to 10 out of 38 in the 2031 horizon year. This represents the total number of congested intersections increasing by one from the Base Scenario to the BAU Scenario. During the LRT Scenario, 12 out of 38 intersections are operating with congestion in the 2031 horizon year. Seemingly, two additional intersections have become congested from the BAU to the LRT Scenario. All north-south routes in the study area access the 400-series highway system. Hurontario Street, in particular, is used as a major access point into Mississauga. Modest and moderate increases in vehicle volume from the BAU to the LRT Scenarios will cause some traffic to move outside the Hurontario corridor to other arterial roads of the study area and may require future mitigation efforts from the Cities of Mississauga and Brampton to address network capacity constraints caused by re-routed traffic from Hurontario Street.
1.1 LIST OF ACRONYMS AND ABBREVIATIONS
BAU Business As Usual
EBL Eastbound Left movement
EBR Eastbound Right movement
EBT Eastbound Through movement
ITS Intelligent Transportation Systems
LOS Levels of Service
LRT Light Rail Transit
NBL Northbound Left movement
NBR Northbound Right movement
NBT Northbound Through movement
SBL Southbound Left movement
SBR Southbound Right movement
SBT Southbound Through movement
STP Signal Timing Plan
WBL Westbound Left movement
WBR Westbound Right movement
WBT Westbound Through movement
2.0 INTRODUCTION & PROJECT BACKGROUND 2.1 HURONTARIO-MAIN LIGHT RAIL TRANSIT The Hurontario-Main Light Rail Transit (HMLRT) project was initiated to ease the transportation impacts of high population and job growth rates throughout Mississauga and Brampton. Population Growth Projections By 2031 the Greater Toronto Hamilton Area is projected to grow by 1.7 million people and a corresponding 700,000 jobs. The Region of Peel is expected to accommodate 300,000 of this growth in population with 150,000 jobs. Much of this growth will be in Brampton and Mississauga. The Hurontario Street – Main Street corridor is poised for a 49% increase in population and 32% increase in the number of jobs. This corridor already experiences regular congestion. With a major influence on urban form in both Mississauga and Brampton, this new LRT will provide a fast, efficient and reliable way to get around. Planning Framework The Province of Ontario Places to Grow Act guides growth in Ontario’s Greater Golden Horseshoe region through to the HMLRT 2031 horizon year. This plan designates Mississauga City Centre as an Urban Growth Centre. The Hurontario-Main corridor is designated as a Higher Order Transit Corridor connecting Mississauga City Centre to Brampton. Metrolinx’s “The Big Move” is the long term transportation plan for the Greater Toronto Hamilton Area. Adopted in 2008, this plan designates the Hurontario-Main corridor as a top priority for the implementation of rapid transit in the next 15 years (from Port Credit in Mississauga to Brampton). Hurontario-Main Light Rail Transit The impetus for this project was massive-scale high-density development proposals for the Hurontario-Main corridor and the anticipated associated high growth in both cities. In December 2011, the cities of Mississauga and Brampton entered into a Preliminary Design and Transit Project Assessment Process (TPAP) phase to proceed with the Hurontario-Main LRT. The LRT route will run along Hurontario Street (in Mississauga), which continues as Main Street north of Steeles Avenue (in Brampton). The TPAP process officially began in February 2014. 2.2 OFF-LINE CAPACITY REVIEW INTRODUCTION LEA Consulting Ltd., as part of the consortium led by SNC-Lavalin, has been appointed by the City of Mississauga and the City of Brampton to undertake the off-line capacity review for the HMLRT project in addition to other Intelligent Transportation Systems (ITS) and traffic signal preliminary design work. Also part of the consortium, Steer Davies Gleave (SDG) was appointed to undertake the micro and macro simulation traffic modelling of the HMLRT corridor. LEA Consulting Ltd. has conducted the off-line levels of service capacity analysis to determine the future traffic impact associated with the proposed HMLRT corridor. The focus of this study is to
evaluate the traffic impacts on parallel north/south corridors between the Business As Usual (BAU) and Light Rail Transit (LRT) scenarios. The original design for the HMLRT runs from Port Credit, bordering Lake Ontario, north to downtown Mississauga, and continues north to connect with Brampton at Steeles Avenue West. The introduction of the HMLRT will reduce the number of traffic through lanes along Hurontario Street in order to accommodate the dedicated LRT route. Due to the reduction in vehicular capacity along the LRT alignment, it is anticipated that vehicular demand on parallel north-south routes would increase. The parallel routes included in the off-line capacity review are: Mavis Road, McLaughlin Road/Confederation Parkway and Kennedy Road/Central Parkway as displayed in Figure 1. The off-line capacity analysis in this report has been conducted for the weekday AM peak hour only as it aligns with the scope of work required for the macro and micro traffic modeling prepared by SDG. Due to the degree of variability in PM traffic behaviour, it is our understanding that a weekday PM peak hour traffic projection would not be accurately modelled yielding variable future traffic estimates. As such, a PM peak hour analysis was not conducted and reliable future traffic projection cannot be provided. BAU and LRT The Business As Usual Scenario analyses parallel route traffic volumes and patterns based on general traffic growth to the project Horizon year of 2031 if the LRT was not constructed. The LRT Scenario analyses parallel route traffic volumes and patterns based on traffic growth projections to the HMLRT project Horizon year of 2031 for a scenario where the LRT is constructed. Method of Analysis & Tools While a detailed micro-simulation model will be used to evaluate the traffic operation along the Hurontario-Main LRT alignment, it has been determined and agreed upon with City Staff (Brampton and Mississauga) that a static analysis, using Synchro Version 8 software build 804, would be an effective tool in evaluating traffic operations for the off-line intersections along the parallel routes. 2.3 REPORT OUTLINE The Off-Line Capacity Analysis Report addresses the following:
Existing Traffic Analysis (2010 Base Scenario) Section 3 An analysis of the existing traffic is undertaken using 2010 data to determine a base traffic scenario. Future Traffic Analysis (2031 Horizon Year) Section 4 Analysis of future traffic, for horizon year 2031, is conducted for both the BAU and LRT scenarios.
2.4 STUDY AREA The Hurontario/Main Street corridor currently consists of a street cross-section that varies from four to six lanes of through traffic. Due to the reduction in through capacity imposed by the
introduction of the HMLRT, it is expected that some north/south traffic flow along Hurontario/Main Street will be diverted to alternate north/south arterial roads, specifically: Mavis Road, McLaughlin Road, and Kennedy Road. Data Traffic volume data sets were provided by SDG, the Cities of Mississauga and Brampton and the Region of Peel for the HMLRT off-line analysis. These data sets include:
2010 AM and PM weekday peak hour turning movement counts Data was provided by the City of Mississauga, City of Brampton and Region of Peel which represents the 2010 base condition. 2006 EMME Model weekday AM peak hour turning movements Data was provided by SDG which was based on the 2006 AM Peak Regional Traffic EMME model prepared for the HMLRT study. 2031 EMME Model BAU weekday AM peak hour turning movements count 2031 EMME Model LRT weekday AM peak hour turning movements count Data was provided by SDG which is based on the 2031 AM Peak Regional Traffic EMME model prepared for the HMLRT study for both the BAU and LRT scenarios. The EMME model data presents the SDG forecasted traffic condition for the 2031 horizon year.
Criteria for Off-Line Intersection Analysis The purpose of the off-line capacity review is to analyze the impact of the LRT on the surrounding roadway network in terms of traffic volumes. Intersections currently operating with large traffic volumes as well as those intersections found to have a significant traffic volume change between the BAU and LRT scenarios are included in this study. The criteria for intersections included in the off-line capacity analysis was agreed upon during a meeting between LEA Consulting Ltd., SDG and other members of the HMLRT Consultant Team on April 13th, 2013. Intersections included in the off-line capacity analysis should meet the following criteria. The intersection experiences, during the AM weekday peak hour, at least one movement which:
Increases in volume by at least 20% between the BAU and LRT scenarios; and,
at least 100 vehicles use this movement under the BAU scenario. Mavis Road and the Highway 407 north ramp is the only intersection to be analysed without meeting the above mentioned criteria. It was deemed necessary to include this intersection, as the adjacent intersection of Mavis Road and the Highway 407 south ramp is included for analysis. Including this intersection enables a full analysis of the Highway 407 impact on Mavis Road. In total, 38 intersections were selected for the off-line capacity analysis study. All intersections within the study area have been assigned an ID number. Table 1 details the name and number assigned to each intersection within the study area. Figure 1 illustrates the study area for the off-line capacity analysis, with all studied intersections and the corresponding number assigned to each intersection labelled.
Intersection Number
2 Mavis Road and Highway 407 Ramps (North)
3 Mavis Road and Highway 407 Ramps (South)
4 Mavis Road and Knotty Pines Grove/Twain Avenue
5 Mavis Road and Envoy Drive/Kaiser Drive
6 Mavis Road and Derry Road West
7 Mavis Road and Crawford Mill Avenue/Novo Star Drive
8 Mavis Road and Craig Carrier Court/Western Skies Way
9 Mavis Road and Sombrero Way/Courtneypark Drive West
13 McLaughlin Road South and Steeles Avenue West
14 McLaughlin Road South and Kingknoll Drive/Sheridan College Drive
15 McLaughlin Road South and Twain Avenue/Panhellenic Drive
16 McLaughlin Road South and Kaiser Drive/Derrydale Drive
17 McLaughlin Road South and Derry Road West
18 McLaughlin Road South and Courtneypark Drive West
19 McLaughlin Road South and Cantay Road
20 McLaughlin Road South and Ceremonial Drive (North)
21 McLaughlin Road South and Bristol Road West
22 McLaughlin Road South and Ceremonial Drive (South)
23 McLaughlin Road South and Eglinton Avenue West
24 Confederation Parkway and City Centre Drive
25 Confederation Parkway and Burnhamthorpe Road West
26 Confederation Parkway and Webb Drive
27 Confederation Parkway and Central Parkway West
28 Confederation Parkway and Hillcrest Avenue
29 Confederation Parkway and Dundas Street West
30 Confederation Parkway and King Street West
31 Confederation Parkway and Paisley Boulevard West
32 Kennedy Road and Steeles Avenue West
33 Kennedy Road and Derry Road East
34 Kennedy Road and Kenway Drive/Abilene Drive
35 Kennedy Road and Dakota Road/Indian Summer Trail
36 Central Parkway East and Burnhamthorpe Road East
37 Central Parkway East and Bloor Street
38 Central Parkway East and Mississauga Valley Boulevard (South)
Table 1: Study Area Intersections with Assigned Number
2.5 ROAD NETWORK The following section provides a description of the north-south major roads considered in the off- line capacity analysis study area. Also detailed below are approved lane configuration changes from the 2010 base scenario to the 2031 horizon year. Mavis Road is a north-south major arterial road. The cross-section for Mavis Road varies between 4 and 6 lanes within the study area with some sections containing a median and some sections containing a 2-way left turn lane. McLaughlin Road/Confederation Parkway is a north-south major collector road. The cross-section for this road varies between 2 and 4 lanes within the study area with some sections containing a median and some sections containing a 2-way left turn lane. Kennedy Road/Central Parkway East is a north-south collector road. Within the study area, this road typically has a 4-lane cross section with some sections containing a median and some sections containing a 2-way left turn lane. Approved Lane Reconfigurations Following a review of City of Mississauga, City of Brampton and Peel Region Capital Works documents as well as through correspondence with Peel Region staff, the following intersection upgrades were determined for the study area:
According to Region of Peel plans, the Derry Road and McLaughlin Road intersection will be
reconfigured to include southbound and northbound dual left turn lanes. These dual left turn lanes
will replace the existing single left turn lanes. Construction is expected to take place in 2014.
At the intersection of Steeles Avenue and Kennedy Road, the northbound lanes will be reconfigured
to dual left turn lanes. Construction was completed in May, 2013.
Additional intersection upgrades were scheduled for the intersection of Mavis Road and
Louis Drive as part of the City of Mississauga Intersection Improvement Program. This
intersection is within the study area, however, it is not one of the analysed intersections.
Details of the Intersection Improvement Program can be found in Appendix A.
Figure 2 shows the lane configuration in 2010 with the reconfigured intersections that will be present during the 2031 horizon year BAU and LRT scenarios. Peel Region correspondence confirming these intersection reconfigurations can be found in Appendix A.
3.0 EXISTING TRAFFIC ANALYSIS: BASE SCENARIO 2010 Traffic volumes were reviewed for the 2010 base scenario for the weekday AM peak hour traffic. As all three study area routes are major arterial or collector roads, it is expected that traffic volumes will be high during the weekday AM peak hour. Figure 3 shows the turning movement volumes for the 2010 Base Scenario weekday AM peak hour. The review of existing traffic volume indicates significant north-south traffic volume along all three north-south major roads. Additionally, some intersections experience high volumes of left turn movements during the AM peak hour. 3.1 2010 EXISTING INTERSECTION CAPACITY ANALYSIS LEA conducted intersection capacity analysis using 2010 existing traffic volume data. The capacity analysis was performed using Synchro Version 8 software, build 804. Methodologies utilized are consistent with those found in the Highway Capacity Manual 2000. Detailed level of service tables and intersection capacity analysis Synchro reports for the 2010 Base Scenario are included in Appendix B. Under 2010 existing traffic conditions (Base Scenario), there are nine intersections that have an overall v/c ratio exceeding 1.0. Table 2 details the intersections with an overall v/c ratio exceeding 1.0 under the 2010 Base Scenario.
Intersection Number
6 Mavis Road and Derry Road West
9 Mavis Road and Sombrero Way/Courtneypark Drive West
17 McLaughlin Road South and Derry Road West
19 McLaughlin Road South and Cantay Road
23 McLaughlin Road South and Eglinton Avenue West
28 Confederation Parkway and Hillcrest Avenue
33 Kennedy Road and Derry Road East
36 Central Parkway and Burnhamthorpe Road East
Table 2: Base Scenario Intersections with V/C Exceeding 1.0
These nine intersections are operating with noticeable delay under the 2010 Base Scenario. The north-south routes of the study area are major arterials that intersect with the 400-series highways (401, 403 and 407). Delay is expected on these routes as they already carry high volumes of traffic to and from the 400-series highway system.
In addition to the above mentioned intersections, there are two single movements with a v/c ratio exceeding 1.0 while the intersection overall v/c ratios are below 1.0. Table 3 details the intersections with single movements having a v/c exceeding 1.0.
Intersection Number
Intersections with single movement V/C >1 Movement with V/C >1
1 Mavis Road and Ray Lawson Boulevard southbound through
2 Mavis Road and Highway 407 Ramps (North) southbound through
Table 3: Base Scenario Intersections with Single Movement V/C Exceeding 1.0
4.0 FUTURE TRAFFIC ANALYSIS: HORIZON YEAR 2031
4.1 FUTURE VOLUME MODIFICATION (LIMITATIONS OF EMME MODEL)
( )
( )
Where: = Modified 2031 BAU traffic volume of intersection movement
= Original 2031 BAU traffic volume of intersection movement from EMME model data = Modified 2031 LRT traffic volume of intersection movement
= Original 2031 LRT traffic volume of intersection movement from EMME model data = Traffic volume of intersection movement from 2006 EMME model data = Traffic volume of intersection movement from 2010 existing data The 80% factor is used as a simplification to factor the growth within the 25 year EMME 2006 to 2031 period, down to a 20 year growth for the 2010 to 2031 period. The adjusted BAU and LRT volumes are shown in Figures 7 & 8 respectively.
There are some exceptions to the 2031 Horizon Year volume adjustment due to missing traffic data within the 2006 EMME model. For these intersections, the percentage growth was assumed to be representative of the overall growth of all intersections within the study area. These intersections are as follow:
4. Mavis Road & Knotty Pine Grove/Twain Avenue (+22% growth) 5. Mavis Road & Envoy Drive/Kaiser Drive (+22% growth) 16. McLaughlin Road & Kaiser Drive/Derrydale Drive (+22% growth) 24. Confederation Parkway and City Centre Drive (+22% growth) 34. Kennedy Road and Kenway/Abilene Drive (0% growth; this intersection did not exist within the 2006 EMME model)
4.2 BAU AND LRT TRAFFIC VOLUME COMPARISON
To provide context for the BAU to LRT scenario comparison, a review of the total vehicle volume change from the BAU to the LRT scenario has been conducted. Figure 9 details the vehicular increase from BAU to LRT Scenarios. Table 4 summarizes the actual increase in number of vehicles passing through each intersection from the BAU to the LRT scenario. For the purposes of this study, a modest change is determined to be an increase of 0 to 199 vehicles, a moderate change in vehicular traffic is considered to be 200 to 499 vehicles and a significant increase in vehicular traffic through an intersection is considered to be 500 or more vehicles.
Total Volume Change (BAU to LRT) Increase by # of vehicles
Intersection Number
Moderate 200 to 499
2 Mavis Road and Highway 407 Ramps (North) X
3 Mavis Road and Highway 407 Ramps (South) X
4 Mavis Road and Knotty Pines Grove/Twain Avenue X
5 Mavis Road and Envoy Drive/Kaiser Drive X
6 Mavis Road and Derry Road West X
7 Mavis Road and Crawford Mill Avenue/Novo Star Drive X
8 Mavis Road and Craig Carrier Court/Western Skies Way X
9 Mavis Road and Sombrero Way/Courtneypark Drive West X
11 Mavis Road and Highway 401 Ramps (South) X
13 McLaughlin Road South and Steeles Avenue West X
14 McLaughlin Road South and Kingknoll Drive/Sheridan College Drive X
15 McLaughlin Road South and Twain Avenue/Panhellenic Drive X
16 McLaughlin Road South and Kaiser Drive/Derrydale Drive X
17 McLaughlin Road South and Derry Road West X
18 McLaughlin Road South and Courtneypark Drive West X
19 McLaughlin Road South and Cantay Road X
20 McLaughlin Road South and Ceremonial Drive (North) X
21 McLaughlin Road South and Bristol Road West X
22 McLaughlin Road South and Ceremonial Drive (South) X
23 McLaughlin Road South and Eglinton Avenue West X
24 Confederation Parkway and City Centre Drive X
25 Confederation Parkway and Burnhamthorpe Road West X
26 Confederation Parkway and Webb Drive X
27 Confederation Parkway and Central Parkway West X
28 Confederation Parkway and Hillcrest Avenue X
29 Confederation Parkway and Dundas Street West X
30 Confederation Parkway and King Street West X
31 Confederation Parkway and Paisley Boulevard West X
32 Kennedy Road and Steeles Avenue West X
33 Kennedy Road and Derry Road East X
34 Kennedy Road and Kenway Drive/Abilene Drive X
35 Kennedy Road and Dakota Road/Indian Summer Trail X
36 Central Parkway East and Burnhamthorpe Road East X
37 Central Parkway East and Bloor Street X
38 Central Parkway East and Mississauga Valley Boulevard (South) X
Table 4: Total Vehicular Volume Change from the BAU to the LRT Scenario
Vehicular volume increase from the BAU to the LRT scenario shows that 29 intersections have a “Modest” increase and nine intersections have a “Moderate” increase, while no intersections experienced a “Significant” increase in vehicular numbers. Overall, the HMLRT adds a modest amount of traffic to the study area intersections.
4.3 SIGNAL TIMING PLAN Due to the large change in vehicular volumes at a significant proportion of intersections within the study area, signal timing plans should be optimized. This allows for re-allocation of green light time to accommodate the change in traffic patterns along these corridors and to alleviate some of the additional congestion that is expected. LEA conducted Signal Timing Plan (STP) Optimization for both the 2031 BAU and 2031 LRT scenarios. The intersection STP optimization uses Synchro parameters to adjust the STP until each intersection has reached the optimal v/c ratio and delay. By doing so, the STP corresponds to traffic patterns found in the study area. Signal timings were not optimized for the 2010 scenario.
4.4 HORIZON YEAR 2031 INTERSECTION CAPACITY ANALYSIS
4.4.1 2031 BAU Scenario
Intersections Table 5 details the intersections with an overall v/c greater than 1.0 for the horizon year 2031 BAU Scenario and compares the intersections to the 2010 Base Scenario. This table also shows the intersections where a single movement is operating with a v/c greater than 1.0, while the overall intersection v/c is less than 1.0 for the horizon year 2031 BAU Scenario.
SCENARIOS BASE 2010 BAU 2031
Intersection Number
1 Mavis Road and Ray Lawson Boulevard SBT* X
2 Mavis Road and Highway 407 Ramps (North) SBT* X
3 Mavis Road and Highway 407 Ramps (South) X X
6 Mavis Road and Derry Road West X X
9 Mavis Road and Sombrero Way/Courtneypark Drive West X X
17 McLaughlin Road South and Derry Road West X X
19 McLaughlin Road South and Cantay Road X X
23 McLaughlin Road South and Eglinton Avenue West X X
25 Confederation Parkway and Burnhamthorpe Road West
26 Confederation Parkway and Webb Drive
28 Confederation Parkway and Hillcrest Avenue X X
33 Kennedy Road and Derry Road East X X
38 Central Parkway East and Mississauga Valley Boulevard (South)
*Individual movement experiences a v/c > 1, however intersection overall v/c < 1
Table 5: Intersections with overall v/c >1 Comparison of BASE 2010 and BAU 2031 Scenarios
If an intersection is operating with congestion, the term “congestion” refers to a situation where, regardless of the signalization phase (green, yellow or red), there are too many vehicles on the road to predict the actual operating conditions at an intersection. In comparing the intersections that are operating with congestion (those intersections with an overall v/c >1), in the Base Scenario, nine out of 38 intersections were operating with congestion, whereas in the BAU Scenario, the number of intersections operating with congestion increases to 10 out of 38. This represents a net total of only one additional intersection that has become congested from the Base Scenario to the BAU Scenario. In the 2031 BAU, two intersections have become congested (Mavis Road and Ray Lawson Boulevard and Mavis Road and Highway 407 Ramps) while one intersection (Central Parkway East and Burnhamthorpe Road East) showed improvement, with a v/c now less than 1, as a result of the optimization of signal timings. The two intersections that are now operating with an overall v/c greater than 1.0, were the two intersections previously outlined in Table 3, with individual movements with v/c greater than 1.0. As such, the fact that these two intersections operate with a v/c greater than 1.0 in the 2031 BAU Scenario would be an expected outcome of the projected future traffic growth. Detailed level of service tables and intersection capacity analysis Synchro reports for the 2031 BAU Scenario are included in Appendix C. 4.4.2 2031 LRT Scenario
Intersections Table 6 details the intersections with an overall v/c greater than 1.0 for the horizon year 2031 LRT Scenario and compares the intersections to the 2031 BAU and 2010 Base Scenarios. This table also shows the intersections where a single movement is operating with a v/c greater than 1.0, while the overall intersection v/c is less than 1.0.
SCENARIOS BASE 2010 BAU 2031 LRT 2031
Intersection Number Study Area Intersection Intersection with overall V/C >1
1 Mavis Road and Ray Lawson Boulevard SBT* X X
2 Mavis Road and Highway 407 Ramps (North) SBT* X X
3 Mavis Road and Highway 407 Ramps (South) X X X
6 Mavis Road and Derry Road West X X X
9 Mavis Road and Sombrero Way/Courtneypark Drive West X X X
17 McLaughlin Road South and Derry Road West X X X
19 McLaughlin Road South and Cantay Road X X X
23 McLaughlin Road South and Eglinton Avenue West X X X
25 Confederation Parkway and Burnhamthorpe Road West X
26 Confederation Parkway and Webb Drive WBL*
28 Confederation Parkway and Hillcrest Avenue X X X
33 Kennedy Road and Derry Road East X X X
38 Central Parkway East and Mississauga Valley Boulevard (South) X
*Individual movement experiences a v/c > 1, however intersection overall v/c < 1
Table 6: Intersections with overall v/c >1 (comparison of BASE 2010, BAU 2031 AND LRT 2031 Scenarios)
As previously noted, during the BAU Scenario, 10 out of 38 intersections were operating with congestion (an overall v/c >1), whereas 12 out of 38 intersections are operating with congestion in the LRT Scenario. As such, only two additional intersections have become congested from the BAU to the LRT Scenario. The two additional intersections include the intersection of Confederation Parkway and Burnhamthorpe Road West and the intersection of Central Parkway East and Mississauga Valley Boulevard (South). Individual Movements In addition to the intersections listed above, there is one intersection with a single movement operating under congested conditions in the 2031 LRT Scenario as follows:
The westbound left movement for the Confederation Parkway and Webb Drive intersection
Overall, the minor movements at intersections within the study area are experiencing delays that would be typical for an arterial road. Discussion All north-south routes in the study area access the 400-series highway system. Hurontario Street, in particular, is used as a major access point into Mississauga. As detailed in Table 6, the Base 2010 Scenario illustrates an existing traffic situation where nine out of 38 intersections in the study area already operate with congested conditions. If travel lanes are reduced on Hurontario Street (the LRT Scenario) then traffic will naturally re-route onto other arterial roads to access the 400-series highway system. Seemingly, one additional intersection has become congested in the 2031 BAU scenario. From the 2031 BAU to the LRT scenario, only two additional intersections have become congested due to the increase in traffic volumes. The increase in vehicle volumes from the BAU to the LRT Scenarios will cause some traffic to move outside of the study area and may require future mitigation efforts from the Cities of Mississauga and Brampton to address network capacity constraints caused by re-routed traffic from Hurontario Street. Further reviews of impacts to other intersections in adjacent corridors will be required as part of the detailed design phase of the project. Detailed level of service tables including queuing and intersection capacity analysis Synchro reports for the 2031 LRT Scenario are included in Appendix D.

Ray Lawson Blvd
Hwy 407 ETR
407 Ramp N
407 Ramp S
Old Derry Rd
Knotty Pines Grove Twain Ave/ Panhellenic Dr Kaiser/ Derrydale DrEnvoy/Kaiser Dr
Crawford Mills Ave/ Novo Star Dr
Hwy 401
Britannia Rd
Bristol Rd
Eglinton Ave
Central Parkway
Dundas St
The Queensway
Derry Rd
Sombrero Way/ Courtneypark Dr W
401 Ramp N
401 Ramp S
403 Ramp N
Steeles Ave W
Central Parkway W
Burnhamthorpe Rd E
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HMLRT Offline Analysis
FIGURE 3 - A Study Area: Balanced 2010 Existing Traffic Weekday AM Peak Period
F:\9050\Traffic\Synchro\Parallel Route\Redo-V4-Candice\[Turn-V12-Candice.xls]Volumes (Format)13:49 Column 6 4-Apr-14
M av
is R
o ad
M cL
au g
h li
n R
o ad
K en
n ed
y R
o ad
Kingknoll Drive
407 WB Off Ramp
Highway 407 Highway 407 Highway 407 Highway 407 Highway 407 Highway 407 Highway 407 Highway 407
407 EB Off Ramp
Kaiser Drive
Carrier Crescent Western Skies Way
Sombrero Way Courtneypark Drive West
Kenway Drive Abilene Drive
401 WB Off Ramp
401 EB Off Ramp
13 89
96 1
87 4 45 13 15 17
265 94 67 0
19 7 561 136
1334 13 2
60 0
17 3
136 64
96 9
89 9
73 9
92 4
88 3
77 7
31 1 196
54 16 64 4
623 13 1
28 0
20 6
195 64
11 42
90 6
43 1
59 4
16 03
11 91
FIGURE 3 - B Study Area: Balanced 2010 Existing Traffic Weekday AM Peak Period
F:\9050\Traffic\Synchro\Parallel Route\Redo-V4-Candice\[Turn-V12-Candice.xls]Volumes (Format)13:49 4-Apr-14
Bristol Road West
Ceremonial Drive (South)
Eglinton Avenue West
C en
tr al
P ar
kw ay
C o
n fe
d er
at io
n P
ar kw
M is
si ss
au g
a V
al le
y B
o u
le va
Hillcrest Avenue
828 22 25 0
153 297
75 6
52 4
61 8
74 9
41 7
47 2
13 5
74 9
41 7
47 2
13 5
7
1725 2038 2040 107 2303 2171 59 2216
1587 83 42 3 1793 78 28 33 8 1924 1 20 44
138 140 188
353 805 806 1249
113 12 30 3
240 165
11 93
80 6
62 1
48 0
FIGURE 4 - A Study Area: Balanced 2006 Base Volumes Weekday AM Peak Period
M av
is R
o ad
M cL
au g
h li
n R
o ad
K en
n ed
y R
o ad
Kingknoll Drive
407 WB Off Ramp
407 EB Off Ramp
Kaiser Drive
401 WB Off Ramp
401 EB Off Ramp
97 25 67 0
4
1317 55 8 19 8 756 26 1
20 6
36 9
543 224
91 4
26 1
32 4
83 6
91 5
26 1
245 106 85 60 323
81 46 15 5 4 369
58
6 67 182 58 218
343 221 125 2 331
131 1 14 3 107 25 39 14 1
212 16
81 2
14 4
10 2
20 5
94 8
38 5
FIGURE 4 - B Study Area: Balanced 2006 Base Volumes Weekday AM Peak Period
Bristol Road West
C en
tr al
P ar
kw ay
C o
n fe
d er
at io
n P
ar kw
M is
si ss
au g
a V
al le
y B
o u
le va
Hillcrest Avenue
1357 86 25 5
128 550
95 5
58 0
95 0
11 8
95 5
58 0
136 252 544
522 94 114
193 69 42 9
1290 3 24 5
18 57 102
319 662 662 1168
88 9 35 9
72 1
46 25 5
FIGURE 5 - A Study Area: Balanced 2031 LRT Volumes Weekday AM Peak Period
M av
is R
o ad
M cL
au g
h li
n R
o ad
K en
n ed
y R
o ad
Kingknoll Drive
407 WB Off Ramp
407 EB Off Ramp
Kaiser Drive
401 WB Off Ramp
401 EB Off Ramp
61 6
61 8
1220 13 6
37 3
40 6
292 343
10 11
47 4
47 5
10 59
10 10
47 3
373 90 264 78 507
223 22 38 3
125 11 129 137 65 283
257 332 226 23 532
151 46 40 7
106 26
79 6
48 0
12 6
32 6
93 6
79 9
FIGURE 5 - B Study Area: Balanced 2031 LRT Volumes Weekday AM Peak Period
Bristol Road West
C en
tr al
P ar
kw ay
C o
n fe
d er
at io
n P
ar kw
M is
si ss
au g
a V
al le
y B
o u
le va
Hillcrest Avenue
1388 74 22 1
186 438
88 9
52 4
84 0
10 3
88 9
52 3
137 182 466
524 90 113
193 61 39 2
1278 2 14 5
15 60 112
329 561 560 1062
82 8 29 1
247 242 43 0
44 15 4
FIGURE 6 - A Study Area: Balanced 2031 BAU Volumes Weekday AM Peak Period
M av
is R
o ad
M cL
au g
h li
n R
o ad
K en
n ed
y R
o ad
Kingknoll Drive
407 WB Off Ramp
407 EB Off Ramp
Kaiser Drive
401 WB Off Ramp
401 EB Off Ramp
59 0
59 1
1344 11 7
35 0
41 8
273 325
94 0
45 9
46 1
98 9
94 1
46 0
391 106 227 73 460
213 23 35 4
118 1 104 189 41 222
229 226 207 3 463
112 50 35 6 5 173 34 36 17 1
117 31
75 8
41 1
94
FIGURE 6 - B Study Area: Balanced 2031 BAU Volumes Weekday AM Peak Period
Bristol Road West
C en
tr al
P ar
kw ay
C o
n fe
d er
at io
n P
ar kw
M is
si ss
au g
a V
al le
y B
o u
le va
Hillcrest Avenue
1789 77 19 4
84 1557 20 8
37 20 10 45 63 23 10 1
64 3
52 27 89 5
25
14 0 1306 65 25 9
23 8
171 10 116
302 77 110
459 43 10 39
62 1
374 211
12 50
72 3
32 60
15 16
16 30
109 25 50
25 50 207 192 8 101
278 485 5 79 70 2
70
179
FIGURE 7 - A Study Area: Adj-BAU-2031 Weekday AM Peak Period
M av
is R
o ad
M cL
au g
h li
n R
o ad
K en
n ed
y R
o ad
Kingknoll Drive
407 WB Off Ramp
407 EB Off Ramp
Kaiser Drive
401 WB Off Ramp
401 EB Off Ramp
13 82
12 44
87 4 45 13 08 18
265 10 7
1356 18 2
71 5
21 2
136 145
12 06
10 57
84 9
10 46
91 9
93 6
48 0 295
160 16 80 3
608 17 0
27 8
23 0
119 76
10 99
11 20
42 0
62 3
15 54
14 72
FIGURE 7 - B Study Area: Adj-BAU-2031 Weekday AM Peak Period
Bristol Road West
C en
tr al
P ar
kw ay
C o
n fe
d er
at io
n P
ar kw
M is
si ss
au g
a V
al le
y B
o u
le va
Hillcrest Avenue
1758 89 22 8
94 1618 20 9
37 20 11 60 50 86 10 1
71 2
52 27 99 6
25
16 1 1241 65 26 5
25 2
170 10 116
315 90 110
465 44 11 07
62 5
358 225
12 75
76 5
33 11
16 68
16 89
109 25 97
25 97 205 192 8 105
291 496 5 79 73 3
75
179
FIGURE 8 - A Study Area: Adj-LRT-2031 Weekday AM Peak Period
M av
is R
o ad
M cL
au g
h li
n R
o ad
K en
n ed
y R
o ad
Kingknoll Drive
407 WB Off Ramp
407 EB Off Ramp
Kaiser Drive
401 WB Off Ramp
401 EB Off Ramp
14 08
105 409 13 79
12 72
97 4 45 13 34 19
265 11 5
1232 20 1
73 8
20 0
155 163
12 77
10 72
86 3
11 16
10 12
94 9
43 7 337
170 15 83 2
647 16 6
33 2
26 9
108 71
11 37
11 89
45 8
70 8
16 03
15 35
FIGURE 8 - B Study Area: Adj-LRT-2031 Weekday AM Peak Period
Bristol Road West
C en
tr al
P ar
kw ay
C o
n fe
d er
at io
n P
ar kw
M is
si ss
au g
a V
al le
y B
o u
le va
Hillcrest Avenue
-6
-31 12 34 10 61 1 16 -2
-58 112
13
5 54 46 3
15 -14 -15 58 27 -59 16 -5
12 1 10 0
3 -3 -10
73 84
1 3 5 6 24 28
-10 101 102 106
-16 14 31
51 15 2
2 10 1
FIGURE 9 - A Study Area: Traffic Volume Change: BAU to LRT Weekday AM Peak Period
M av
is R
o ad
M cL
au g
h li
n R
o ad
K en
n ed
y R
o ad
Kingknoll Drive
407 WB Off Ramp
407 EB Off Ramp
Kaiser Drive
401 WB Off Ramp
401 EB Off Ramp
-1 91 2
15 409 61
-36 31 -64
-72 -2 1
88 12
-47 -35
5 -5 -35
-124 19 60 -6 4 -48 59 23 -1 2
19 18
8
32
-18 -16 37 5 47
10 -1 29 27 29
-12 -1 0
4 79
-2 19 26 -42
28 106 19 20 69
39 -4 51 22 4 -8 54 39
-11 -5
7 8 -82
-32 1 -62
-26
96 18 3
FIGURE 9 - B Study Area: Traffic Volume Change: BAU to LRT Weekday AM Peak Period
Bristol Road West
C en
tr al
P ar
kw ay
C o
n fe
d er
at io
n P
ar kw
M is
si ss
au g
a V
al le
y B
o u
le va
Hillcrest Avenue
Projects for 2013 Construction Season Project Manager
905-615-3200
Credit River Tributary
This project includes the construction of erosion control measures and stabilization works along the Credit River Tributary @ Credit Valley Golf and Country Club extending from the storm outfall on top of the valley, down the ravine approximately 150m.
D. Galati, C.E.T., L.E.L.
(extn 5792)
Reconstruction of Tannery Street from Queen Street South to Joymar Drive
This project includes the construction of a new storm sewer along Tannery Street with connection to future development at the north-west side of Canadian Pacific Railway tracks. The new storm sewer along Tannery Street will be emptying into the creek and will be embedded in the abutment of the bridge structure. Also, the Region of Peel will be doing sanitary sewer improvements as part of this joint project.
Z. Subic, P. Eng.
Intersection Improvement Program
This project consists of 10 Intersections Burnhamthorpe Road at Grand Park Drive Ridgeway Drive at Eglinton Avenue West City Centre Drive at Duke of York Boulevard City Centre Drive at Living Arts Drive Hazelton Place at Plantation Place Mavis Road at Louis Drive Southdown Road at Wiseman Court Erindale Station Road at Forestwood Drive Erindale Station Road at McBride Avenue Rathburn Road Lay-By
D. Breuer, P. Eng.
(extn 5184)
Retrofit Loyalist Creek Storm Water Management Pond #5903 West of Winston Churchill Boulevard, South of The Collegeway
The purpose of this project is primary to provide water quality control and improve erosion and quantity control where possible. The work to be constructed includes site preparation of the pond, excavation and removal of material, modification of control structure(s), access road, landscaping improvements and restoration of disturbed areas.
K. Truong, P. Eng.
Sheridan Creek Erosion Control Downstream of Benedet Drive
This construction project will provide stabilization to the creek bed and banks to protect private and public property from erosion hazards.
A. Kong, P. Eng.
2013 Sidewalk Program
Construction of approximately 7.5 kilometres of new sidewalk including construction of a Multi-Use Trail on Creditview Road from Britannia Road to Kenninghall Boulevard.
Kaneff Crescent Admiral Boulevard (2 locations) Beverly Street York Street Britannia Road East Orlando Drive (3 locations) Thamesgate Drive Whittle Road Britannia Road East Ordan Drive Shawson Drive Tristar Drive Meadowpine Boulevard
Torbram Road Grade Separations
This project consists of eliminating the road/rail at-grade crossings on Torbram Road at the CN Halton Subdivision and the Metrolinx Weston Subdivision. The work will include the construction of two underpass grade separations and associated road and rail diversions, road reconstruction, utility relocations, storm water pumping station, culvert and channel improvements and streetlighting. The project limits are from Kimbel Street to Highway 407.
M. Boyd, P. Eng.
Sheridan Creek Erosion Control Clarkson Road to Meadow Wood Road
This project will consist of armour stone bank and river stone creek bed protection. The proposed creek stabilization system is essentially a step- pool system consisting of armour stone weirs with pools located between them.
Rehabilitation of Creditview Road Bridge over the Credit River
This project will consist of repairs, rehabilitation and widening on both sides of the Creditview Road Bridge over the Credit River approximately located 0.5 km north of Britannia Road. The structure will include a multi- use trail (west side) and sidewalk (east side) with a low traffic barrier at the edge of the road to separate pedestrians/cyclists and vehicles.
This construction project consists of channel re-alignment, channel repair and floodplain terracing to provide erosion protection, improve conveyance, and provide environmental enhancement.
A. Kong, P. Eng.
Whittle Road from Britannia Road to MTO Eastbound Off Ramp
This project involves the extension of the eastbound off ramp to intersect with the existing Whittle Road by way of a roundabout. The roundabout provides a high capacity intersection and allows all turning movements into the neighbouring development.
Z. Subic, P. Eng.
This project covers the rehabilitation of the culvert.
Z. Subic, P. Eng.
Applewood Creek Erosion Control Behind Dixie Outlet Mall
This project consists of erosion mitigation and naturalization through the removal of existing debris present within the creek and the installation of armourstone retaining walls and bioengineering along the banks of the existing channel or stabilization and to present additional erosion from occurring.
A. Kong, P. Eng.
(extn 3163)
Retrofit Loyalist Creek Storm Water Management Pond #5901 West of Winston Churchill Boulevard, North of Dundas Street West
The purpose of this project is primary to provide water quality control and improve erosion and quantity control where possible. The work to be constructed includes site preparation of the pond, excavation and removal of material, modification of control structure(s), access road, landscaping improvements and restoration of disturbed areas.
K. Truong, P. Eng.
Noise Attenuation Barrier Replacements
The existing fence/barrier will be removed from private property and a new concrete noise barrier will be constructed on City property, to be maintained by the City. Locations to be Determined
Z. Subic, P. Eng.
Cooksville Creek Flood Protection Dyking Downstream of Central Parkway East, Behind Rhonda Valley
This project is to construct the flood protection berm adjacent to Cooksville Creek to protect homes along Rhonda Valley.
A. Kong, P. Eng.
Reconstruction of Main Street to Church Street
The Streetsville Main Street Square project will transform a disjointed space into a vibrant urban destination
include the cenotaph re- location, reconfiguration of the space with concrete works and repaving of the road. Construction is scheduled to start in July 2013.
D. Breuer, P. Eng.
Cooksville Creek Erosion Control Camilla Road to North Service Road
This project will provide erosion protection at two high priority sites between Camilla Road and North Service Road. Storm sewer outfalls that are failing will be protected. A very tight bend will be re-aligned with a proper bend radius and protected using riverstone treatments.
Rehabilitation of Creditview Road Bridge over the Credit River
This project includes repair and rehabilitation works to the Creditview Road bridge and the City intends to
Official Plan designates Creditview Road as a major collector with a 30m right-of-way.
Multi-Use Trails This project consist of 4 multi-use trails
Cawthra Road (west) to Meadows Boulevard to Eastgate Parkway Creditview Road (west) to Bristol Road to Britannia Road Southdown Road (east) to Orr Road to Hartland Drive Winston Churchill Boulevard (east) to Erin Centre Boulevard to Britannia Road
A. Kong, P. Eng.
(extn 3163)
Credit River Erosion Control South of Dundas Street West behind Jarvis Street
This project involves undertaking remedial work to address the project of erosion on the east bank of the Credit River, approximately 400m south of Dundas Street.
Z. Subic, P. Eng.
247 Queen Street Parking Lot
Construction of an asphalt Municipal Parking Lot adding 14 spaces and connecting to the existing parking lot on Church Street. This lot will feature sustainable storm water management low impact development (L.I.D.) features.
(extn 5792)
From: Soodeen, Laverne To: Brenham, Trevor Subject: RE: HMLRT - Offline Modelling; Signal Timing Plans and Turning Movements Counts Date: June-10-13 12:33:07 PM Attachments: RE HMLRT Traffic counts etc (3.40 MB).msg
Sent it to you in the email earlier….
Regards,
Laverne Soodeen Technical Analyst, Infrastructure Planning & Design Transportation Division Public Works, Region of Peel 10 Peel Centre Drive, Suite B, 4th Floor L6T 4B9 Tel: (905)791-7800, ext. 7834 Fax: (905)791-1442
From: Brenham, Trevor [mailto:[email protected]] Sent: June 10, 2013 12:31 PM To: Soodeen, Laverne Cc: Delchev, Asen Subject: RE: HMLRT - Offline Modelling; Signal Timing Plans and Turning Movements Counts Do you have the traffic counts as well? Trevor Brenham, P.Eng.
Project Manager Transportation
SNC-Lavalin Inc.
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From: Soodeen, Laverne [mailto:[email protected]] Sent: June 10, 2013 11:39 To: Brenham, Trevor Cc: Delchev, Asen Subject: RE: HMLRT - Offline Modelling; Signal Timing Plans and Turning Movements Counts
From

Transportation Division
10 Peel Centre Drive, Suite B, 4th Floor
L6T 4B9

Cell.: +1 647 680 7754
SNC-Lavalin Inc.
Toronto | Ontario | Canada | M9C 5K1

From: To:
7:00:00 9:00:00
7:45:00 8:45:00
Peel 0001512751 Steeles Ave & McLaughlin Rd 13 2-Mar-11
Weather conditions: Cloudy
** Signalized Intersection ** Major Road: Steeles Ave runs W/E
North Leg Total:
From: To:
11:00:00 14:00:00
12:45:00 13:45:00
North Leg Total:
From: To:
15:00:00 18:00:00
17:00:00 18:00:00
North Leg Total:
Municipality: Site #: Intersection: TFR File #: Count date:
North Leg Total:
Intersection: Steeles Ave & McLaughlin Rd Count Date: 2-Mar-11 Municipality: Peel North Approach Totals South Approach Totals
East Approach Totals West Approach Totals
Includes Cars, Trucks, & Cyclists Includes Cars, Trucks, & Cyclists
Hour Hour
Hour Hour
Ending Ending
Ending Ending
Left Left
Left Left
Thru Thru
Thru Thru
Right Right
Right Right
Grand Grand
Grand Grand
Total Total
Total Total
Total Total
Total Total
Peds Peds
Peds Peds
Calculated Values for Traffic Crossing Major Street Hours Ending: Crossing Values:
Totals:
Totals:
7:00:00 0 2 0 2 0 11 7:00:00 3 3 3 9 0 8:00:00 298 733 168 1199 11 1459 8:00:00 36 170 54 260 13 9:00:00 304 713 185 1202 9 1622 9:00:00 41 252 127 420 5
11:00:00 7 5 2 14 0 14 11:00:00 0 0 0 0 0 12:00:00 135 276 67 478 17 874 12:00:00 60 220 116 396 8 13:00:00 158 261 49 468 17 898 13:00:00 41 226 163 430 27 14:00:00 153 251 91 495 23 969 14:00:00 65 252 157 474 59 15:00:00 0 0 0 0 0 3 15:00:00 1 2 0 3 0 16:00:00 177 325 116 618 12 1318 16:00:00 81 434 185 700 38 17:00:00 161 367 147 675 18 1526 17:00:00 106 618 127 851 34 18:00:00 128 392 133 653 22 1446 18:00:00 90 591 112 793 37
7:00:00 3 3 3 9 0 11 7:00:00 0 2 0 2 0 8:00:00 82 674 88 844 23 2380 8:00:00 114 1367 55 1536 23 9:00:00 179 805 102 1086 43 2597 9:00:00 146 1281 84 1511 9
11:00:00 0 0 0 0 0 8 11:00:00 0 8 0 8 0 12:00:00 169 551 138 858 26 1613 12:00:00 77 619 59 755 16 13:00:00 218 608 125 951 37 1792 13:00:00 81 704 56 841 34 14:00:00 184 701 152 1037 31 1815 14:00:00 77 642 59 778 28 15:00:00 0 0 0 0 0 0 15:00:00 0 0 0 0 0 16:00:00 242 970 191 1403 44 2467 16:00:00 162 834 68 1064 20 17:00:00 252 1263 240 1755 49 2961 17:00:00 188 952 66 1206 16 18:00:00 328 1335 225 1888 55 3272 18:00:00 284 1022 78 1384 22
8:00 9:00 12:00 13:00 14:00 16:00 17:00 18:00 1113 1110 513 531 529 756 950 886
1521 3325 958 5804 129 10140 524 2768 1044 4336 221
1657 6910 1264 9831 308 18916 1129 7431 525 9085 168
Ontario Traffic Inc. Count Date: 2-Mar-11 Site #: 0001512751
Interval Time
Passenger Cars - North Approach Trucks - North Approach Cyclists - North Approach Pedestrians
Left Left LeftThru Thru ThruRight Right Right North Cross
Cum Cum Cum Cum Cum Cum Cum Cum Cum CumIncr Incr Incr Incr Incr Incr Incr Incr Incr Incr 7:00:00 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15:00 56 56 142 140 27 27 3 3 3 3 1 1 0 0 0 0 0 0 3 3 7:30:00 133 77 335 193 69 42 5 2 7 4 3 2 0 0 0 0 0 0 5 2 7:45:00 215 82 545 210 121 52 9 4 7 0 5 2 0 0 0 0 0 0 5 0 8:00:00 285 70 725 180 162 41 13 4 10 3 6 1 0 0 0 0 0 0 11 6 8:15:00 367 82 937 212 214 52 15 2 12 2 6 0 0 0 0 0 0 0 14 3 8:30:00 435 68 1098 161 259 45 17 2 18 6 7 1 0 0 0 0 0 0 16 2 8:45:00 522 87 1311 213 310 51 21 4 22 4 9 2 0 0 0 0 0 0 17 1 9:00:00 578 56 1425 114 344 34 24 3 23 1 9 0 0 0 0 0 0 0 20 3 9:01:02 585 7 1430 5 346 2 24 0 23 0 9 0 0 0 0 0 0 0 20 0
11:00:00 585 0 1430 0 346 0 24 0 23 0 9 0 0 0 0 0 0 0 20 0 11:15:00 610 25 1494 64 357 11 24 0 23 0 10 1 0 0 0 0 0 0 24 4 11:30:00 653 43 1570 76 382 25 27 3 24 1 10 0 2 2 0 0 0 0 28 4 11:45:00 676 23 1639 69 401 19 29 2 26 2 10 0 2 0 0 0 0 0 37 9 12:00:00 711 35 1702 63 412 11 31 2 27 1 10 0 2 0 0 0 0 0 37 0 12:15:00 741 30 1772 70 419 7 32 1 28 1 10 0 2 0 0 0 0 0 42 5 12:30:00 787 46 1833 61 431 12 34 2 29 1 11 1 2 0 0 0 0 0 46 4 12:45:00 822 35 1889 56 445 14 36 2 30 1 14 3 2 0 0 0 0 0 52 6 13:00:00 863 41 1960 71 456 11 37 1 30 0 15 1 2 0 0 0 0 0 54 2 13:15:00 891 28 2017 57 483 27 42 5 32 2 15 0 2 0 1 1 0 0 68 14 13:30:00 928 37 2079 62 502 19 43 1 32 0 15 0 2 0 1 0 0 0 68 0 13:45:00 959 31 2146 67 525 23 44 1 32 0 16 1 2 0 1 0 0 0 71 3 14:00:00 1005 46 2208 62 545 20 48 4 32 0 17 1 2 0 1 0 0 0 77 6 14:00:08 1005 0 2208 0 545 0 48 0 32 0 17 0 2 0 1 0 0 0 77 0 15:00:00 1005 0 2208 0 545 0 48 0 32 0 17 0 2 0 1 0 0 0 77 0 15:15:00 1040 35 2285 77 575 30 50 2 33 1 20 3 2 0 1 0 0 0 77 0 15:30:00 1088 48 2375 90 599 24 55 5 37 4 20 0 2 0 1 0 0 0 85 8 15:45:00 1124 36 2451 76 633 34 58 3 37 0 22 2 2 0 1 0 0 0 85 0 16:00:00 1170 46 2526 75 656 23 60 2 39 2 22 0 2 0 1 0 0 0 89 4 16:15:00 1207 37 2599 73 691 35 62 2 42 3 23 1 2 0 1 0 0 0 95 6 16:30:00 1244 37 2692 93 728 37 63 1 44 2 24 1 2 0 1 0 0 0 102 7 16:45:00 1293 49 2789 97 760 32 64 1 44 0 24 0 2 0 1 0 0 0 105 3 17:00:00 1326 33 2884 95 800 40 65 1 48 4 25 1 2 0 1 0 0 0 107 2 17:15:00 1362 36 2981 97 842 42 68 3 49 1 25 0 2 0 1 0 0 0 113 6 17:30:00 1392 30 3074 93 866 24 72 4 51 2 26 1 2 0 1 0 0 0 125 12 17:45:00 1420 28 3161 87 901 35 73 1 51 0 26 0 2 0 1 0 0 0 129 4 18:00:00 1445 25 3271 110 932 31 74 1 53 2 26 0 2 0 1 0 0 0 129 0 18:15:00 1445 0 3271 0 932 0 74 0 53 0 26 0 2 0 1 0 0 0 129 0 18:15:04 1445 0 3271 0 932 0 74 0 53 0 26 0 2 0 1 0 0 0 129 0
Interval Time
Passenger Cars - East Approach Trucks - East Approach Cyclists - East Approach Pedestrians
Left Left LeftThru Thru ThruRight Right Right East Cross
11:00:00 234 0 1344 0 168 0 29 0 136 0 24 0 1 0 2 0 1 0 66 0 11:15:00 262 28 1476 132 194 26 30 1 151 15 26 2 1 0 2 0 1 0 69 3 11:30:00 300 38 1592 116 230 36 33 3 160 9 29 3 1 0 2 0 1 0 71 2 11:45:00 347 47 1710 118 263 33 36 3 167 7 31 2 1 0 2 0 1 0 84 13 12:00:00 393 46 1857 147 296 33 39 3 174 7 34 3 1 0 2 0 1 0 92 8 12:15:00 444 51 1991 134 319 23 41 2 188 14 35 1 1 0 2 0 1 0 92 0 12:30:00 499 55 2135 144 352 33 43 2 198 10 37 2 1 0 2 0 1 0 101 9 12:45:00 547 48 2269 134 381 29 44 1 207 9 39 2 1 0 2 0 1 0 119 18 13:00:00 605 58 2425 156 416 35 45 1 214 7 39 0 1 0 2 0 1 0 129 10 13:15:00 661 56 2584 159 457 41 48 3 229 15 42 3 1 0 3 1 1 0 138 9 13:30:00 696 35 2767 183 491 34 51 3 237 8 43 1 1 0 3 0 1 0 145 7 13:45:00 745 49 2909 142 523 32 54 3 245 8 45 2 1 0 3 0 1 0 153 8 14:00:00 778 33 3080 171 559 36 56 2 259 14 48 3 1 0 3 0 1 0 160 7 14:00:08 778 0 3080 0 559 0 56 0 259 0 48 0 1 0 3 0 1 0 160 0 15:00:00 778 0 3080 0 559 0 56 0 259 0 48 0 1 0 3 0 1 0 160 0 15:15:00 846 68 3277 197 598 39 58 2 281 22 51 3 1 0 3 0 1 0 166 6 15:30:00 889 43 3504 227 648 50 62 4 291 10 57 6 1 0 3 0 1 0 183 17 15:45:00 942 53 3722 218 686 38 64 2 301 10 59 2 1 0 3 0 1 0 192 9 16:00:00 1010 68 3990 268 736 50 66 2 319 18 62 3 1 0 3 0 1 0 204 12 16:15:00 1069 59 4299 309 800 64 69 3 333 14 64 2 1 0 3 0 1 0 208 4 16:30:00 1130 61 4611 312 849 49 72 3 346 13 67 3 1 0 3 0 1 0 228 20 16:45:00 1190 60 4922 311 904 55 73 1 361 15 69 2 1 0 3 0 1 0 236 8 17:00:00 1255 65 5197 275 967 63 73 0 375 14 71 2 1 0 3 0 1 0 253 17 17:15:00 1331 76 5490 293 1032 65 74 1 386 11 72 1 1 0 3 0 1 0 267 14 17:30:00 1411 80 5856 366 1093 61 75 1 400 14 73 1 1 0 3 0 1 0 271 4 17:45:00 1493 82 6139 283 1147 54 76 1 420 20 74 1 1 0 3 0 1 0 301 30 18:00:00 1580 87 6474 335 1188 41 76 0 433 13 75 1 1 0 3 0 1 0 308 7 18:15:00 1580 0 6474 0 1188 0 76 0 433 0 75 0 1 0 3 0 1 0 308 0 18:15:04 1580 0 6474 0 1188 0 76 0 433 0 75 0 1 0 3 0 1 0 308 0
Interval Time
Passenger Cars - South Approach Trucks - South Approach Cyclists - South Approach Pedestrians
Left Left LeftThru Thru ThruRight Right Right South Cross
11:00:00 72 0 406 0 173 0 7 0 18 0 10 0 1 0 1 0 1 0 18 0 11:15:00 85 13 458 52 197 24 7 0 18 0 11 1 1 0 1 0 1 0 22 4 11:30:00 102 17 506 48 231 34 7 0 19 1 13 2 1 0 1 0 1 0 22 0 11:45:00 121 19 564 58 262 31 7 0 22 3 16 3 1 0 1 0 2 1 24 2 12:00:00 132 11 620 56 282 20 7 0 24 2 16 0 1 0 1 0 2 0 26 2 12:15:00 140 8 666 46 309 27 8 1 25 1 16 0 1 0 1 0 2 0 30 4 12:30:00 151 11 718 52 338 29 8 0 27 2 19 3 1 0 1 0 3 1 40 10 12:45:00 162 11 784 66 384 46 8 0 28 1 24 5 1 0 1 0 3 0 43 3 13:00:00 171 9 842 58 436 52 9 1 28 0 24 0 1 0 1 0 3 0 53 10 13:15:00 184 13 903 61 481 45 11 2 28 0 27 3 1 0 1 0 3 0 65 12 13:30:00 201 17 975 72 515 34 13 2 28 0 28 1 1 0 1 0 3 0 76 11 13:45:00 222 21 1029 54 555 40 14 1 30 2 28 0 1 0 1 0 3 0 90 14 14:00:00 231 9 1091 62 586 31 14 0 31 1 31 3 1 0 1 0 3 0 112 22 14:00:08 232 1 1092 1 586 0 14 0 32 1 31 0 1 0 1 0 3 0 112 0 15:00:00 232 0 1092 0 586 0 14 0 32 0 31 0 1 0 1 0 3 0 112 0 15:15:00 253 21 1190 98 641 55 15 1 34 2 33 2 1 0 1 0 3 0 119 7 15:30:00 264 11 1297 107 675 34 19 4 38 4 35 2 1 0 1 0 3 0 135 16 15:45:00 284 20 1390 93 711 36 19 0 40 2 37 2 1 0 1 0 3 0 143 8 16:00:00 306 22 1516 126 763 52 21 2 42 2 39 2 1 0 1 0 3 0 150 7 16:15:00 332 26 1643 127 792 29 21 0 44 2 41 2 1 0 1 0 3 0 163 13 16:30:00 361 29 1786 143 821 29 21 0 46 2 42 1 1 0 1 0 3 0 173 10 16:45:00 386 25 1953 167 855 34 21 0 46 0 42 0 1 0 1 0 3 0 173 0 17:00:00 412 26 2127 174 886 31 21 0 49 3 43 1 1 0 1 0 3 0 184 11 17:15:00 441 29 2250 123 912 26 21 0 49 0 43 0 1 0 1 0 3 0 191 7 17:30:00 459 18 2404 154 939 27 21 0 50 1 45 2 1 0 1 0 3 0 204 13 17:45:00 481 22 2552 148 966 27 21 0 50 0 46 1 1 0 1 0 3 0 219 15 18:00:00 502 21 2715 163 994 28 21 0 52 2 47 1 1 0 1 0 3 0 221 2 18:15:00 502 0 2715 0 994 0 21 0 52 0 47 0 1 0 1 0 3 0 221 0 18:15:04 502 0 2715 0 994 0 21 0 52 0 47 0 1 0 1 0 3 0 221 0
Interval Time
Passenger Cars - West Approach Trucks - West Approach Cyclists - West Approach Pedestrians
Left Left LeftThru Thru ThruRight Right Right West Cross
11:00:00 251 0 2533 0 135 0 9 0 125 0 4 0 0 0 0 0 0 0 32 0 11:15:00 266 15 2676 143 146 11 9 0 135 10 5 1 0 0 0 0 0 0 38 6 11:30:00 279 13 2832 156 159 13 9 0 145 10 5 0 0 0 0 0 0 0 44 6 11:45:00 310 31 2981 149 178 19 9 0 159 14 8 3 0 0 0 0 1 1 47 3 12:00:00 327 17 3109 128 189 11 10 1 168 9 8 0 0 0 0 0 1 0 48 1 12:15:00 341 14 3279 170 205 16 11 1 176 8 8 0 0 0 0 0 1 0 56 8 12:30:00 363 22 3423 144 221 16 12 1 187 11 8 0 0 0 0 0 2 1 65 9 12:45:00 382 19 3577 154 231 10 13 1 204 17 8 0 0 0 0 0 2 0 77 12 13:00:00 405 23 3765 188 244 13 13 0 216 12 8 0 0 0 0 0 2 0 82 5 13:15:00 426 21 3905 140 257 13 14 1 226 10 8 0 0 0 0 0 2 0 93 11 13:30:00 438 12 4053 148 275 18 14 0 239 13 10 2 0 0 0 0 2 0 99 6 13:45:00 463 25 4202 149 282 7 14 0 251 12 11 1 0 0 1 1 2 0 107 8 14:00:00 480 17 4357 155 300 18 15 1 265 14 11 0 0 0 1 0 2 0 110 3 14:00:08 480 0 4357 0 300 0 15 0 265 0 11 0 0 0 1 0 2 0 110 0 15:00:00 480 0 4357 0 300 0 15 0 265 0 11 0 0 0 1 0 2 0 110 0 15:15:00 509 29 4555 198 321 21 20 5 280 15 11 0 0 0 2 1 2 0 111 1 15:30:00 540 31 4743 188 335 14 21 1 296 16 12 1 0 0 2 0 2 0 122 11 15:45:00 582 42 4951 208 351 16 21 0 315 19 12 0 0 0 3 1 2 0 125 3 16:00:00 635 53 5119 168 367 16 22 1 335 20 12 0 0 0 3 0 2 0 130 5 16:15:00 667 32 5321 202 375 8 22 0 353 18 12 0 0 0 3 0 2 0 134 4 16:30:00 714 47 5558 237 390 15 22 0 366 13 12 0 0 0 3 0 2 0 136 2 16:45:00 767 53 5777 219 405 15 23 1 383 17 12 0 0 0 3 0 2 0 142 6 17:00:00 822 55 6010 233 433 28 23 0 396 13 12 0 0 0 3 0 2 0 146 4 17:15:00 874 52 6242 232 452 19 24 1 396 0 12 0 0 0 3 0 2 0 154 8 17:30:00 966 92 6502 260 470 18 24 0 412 16 12 0 0 0 3 0 2 0 164 10 17:45:00 1044 78 6746 244 490 20 24 0 423 11 12 0 0 0 3 0 2 0 168 4 18:00:00 1105 61 6991 245 511 21 24 0 437 14 12 0 0 0 3 0 2 0 168 0 18:15:00 1105 0 6991 0 511 0 24 0 437 0 12 0 0 0 3 0 2 0 168 0 18:15:04 1105 0 6991 0 511 0 24 0 437 0 12 0 0 0 3 0 2 0 168 0
0000509427_Derry_Rd_&_Kennedy_Rd.pdf
0000509427_Derry_Rd_&_Kennedy_Rd.pdf
From: To:
7:00:00 9:00:00
7:45:00 8:45:00
Peel 0000509427 Derry Rd & Kennedy Rd 1 3-Mar-11
Weather conditions: Sunny
** Signalized Intersection ** Major Road: Derry Rd runs W/E
North Leg Total:
From: To:
11:00:00 14:00:00
12:00:00 13:00:00
North Leg Total:
From: To:
15:00:00 18:00:00
16:30:00 17:30:00
North Leg Total:
Municipality: Site #: Intersection: TFR File #: Count date:
North Leg Total:
Ontario Traffic Inc. Traffic Count Summary
Intersection: Derry Rd & Kennedy Rd Count Date: 3-Mar-11 Municipality: Peel North Approach Totals South Approach Totals
East Approach Totals West Approach Totals
Hour Hour
Hour Hour
Ending Ending
Ending Ending
Left Left
Left Left
Thru Thru
Thru Thru
Right Right
Right Right
Grand Grand
Grand Grand
Total Total
Total Total
Total Total
Total Total
Peds Peds
Peds Peds
Calculated Values for Traffic Crossing Major Street Hours Ending: Crossing Values:
Totals:
Totals:
7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 308 846 104 1258 27 1798 8:00:00 54 233 253 540 15 9:00:00 295 895 144 1334 8 1901 9:00:00 75 244 248 567 30
11:00:00 1 1 1 3 0 6 11:00:00 0 0 3 3 0 12:00:00 129 197 63 389 1 886 12:00:00 61 199 237 497 1 13:00:00 139 247 94 480 3 982 13:00:00 72 224 206 502 2 14:00:00 126 247 98 471 5 972 14:00:00 66 200 235 501 6 15:00:00 1 1 1 3 0 3 15:00:00 0 0 0 0 0 16:00:00 182 326 148 656 10 1753 16:00:00 125 563 409 1097 5 17:00:00 133 317 128 578 7 2013 17:00:00 144 864 427 1435 4 18:00:00 134 371 128 633 6 2093 18:00:00 136 977 347 1460 3
7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 606 974 159 1739 22 3687 8:00:00 106 1695 147 1948 44 9:00:00 516 1168 197 1881 17 3788 9:00:00 147 1625 135 1907 18
11:00:00 0 13 1 14 0 27 11:00:00 2 8 3 13 0 12:00:00 274 620 150 1044 2 1968 12:00:00 98 753 73 924 5 13:00:00 254 842 157 1253 3 2242 13:00:00 99 834 56 989 4 14:00:00 269 804 159 1232 11 2208 14:00:00 99 797 80 976 14 15:00:00 0 0 0 0 0 10 15:00:00 2 8 0 10 0 16:00:00 394 1801 234 2429 9 3694 16:00:00 144 1050 71 1265 17 17:00:00 382 2246 335 2963 6 4481 17:00:00 202 1253 63 1518 9 18:00:00 442 2208 434 3084 6 4570 18:00:00 231 1184 71 1486 9
8:00 9:00 12:00 13:00 14:00 16:00 17:00 18:00 1274 1300 396 465 464 896 1156 1262
1448 3448 909 5805 67 12407 733 3504 2365 6602 66
3137 10676 1826 15639 76 26675 1130 9207 699 11036 120
Interval Time
Passenger Cars - North Approach Trucks - North Approach Cyclists - North Approach Pedestrians
Left Left LeftThru Thru ThruRight Right Right North Cross
11:00:00 554 0 1649 0 230 0 50 0 93 0 19 0 0 0 0 0 0 0 35 0 11:15:00 573 19 1685 36 238 8 56 6 106 13 20 1 0 0 0 0 0 0 35 0 11:30:00 603 30 1723 38 253 15 61 5 113 7 21 1 0 0 0 0 0 0 35 0 11:45:00 631 28 1769 46 271 18 70 9 121 8 21 0 0 0 0 0 0 0 36 1 12:00:00 658 27 1809 40 291 20 75 5 130 9 21 0 0 0 0 0 0 0 36 0 12:15:00 687 29 1861 52 305 14 77 2 140 10 22 1 0 0 0 0 0 0 38 2 12:30:00 718 31 1912 51 321 16 86 9 149 9 23 1 0 0 0 0 0 0 39 1 12:45:00 746 28 1979 67 343 22 96 10 158 9 28 5 0 0 0 0 0 0 39 0 13:00:00 769 23 2020 41 376 33 103 7 166 8 30 2 0 0 0 0 0 0 39 0 13:15:00 801 32 2090 70 400 24 112 9 180 14 33 3 0 0 0 0 0 0 41 2 13:30:00 830 29 2150 60 419 19 115 3 187 7 35 2 0 0 0 0 0 0 41 0 13:45:00 857 27 2190 40 433 14 118 3 192 5 38 3 0 0 0 0 0 0 41 0 14:00:00 876 19 2235 45 462 29 122 4 198 6 42 4 0 0 0 0 0 0 44 3 14:00:17 877 1 2236 1 463 1 122 0 198 0 42 0 0 0 0 0 0 0 44 0 15:00:00 877 0 2236 0 463 0 122 0 198 0 42 0 0 0 0 0 0 0 44 0 15:15:00 926 49 2310 74 507 44 127 5 209 11 47 5 0 0 0 0 0 0 45 1 15:30:00 958 32 2370 60 538 31 131 4 218 9 47 0 0 0 0 0 0 0 47 2 15:45:00 996 38 2438 68 570 32 137 6 228 10 49 2 0 0 0 0 0 0 50 3 16:00:00 1037 41 2521 83 601 31 144 7 239 11 52 3 0 0 0 0 0 0 54 4 16:15:00 1071 34 2606 85 634 33 146 2 250 11 53 1 0 0 0 0 0 0 55 1 16:30:00 1099 28 2675 69 664 30 148 2 252 2 54 1 0 0 0 0 0 0 56 1 16:45:00 1139 40 2730 55 696 32 148 0 264 12 56 2 0 0 0 0 0 0 59 3 17:00:00 1164 25 2803 73 724 28 150 2 274 10 57 1 0 0 0 0 0 0 61 2 17:15:00 1206 42 2909 106 765 41 155 5 283 9 57 0 0 0 0 0 0 0 62 1 17:30:00 1228 22 2989 80 793 28 158 3 290 7 59 2 0 0 0 0 0 0 64 2 17:45:00 1259 31 3073 84 818 25 160 2 296 6 61 2 0 0 0 0 0 0 67 3 18:00:00 1286 27 3144 71 847 29 162 2 304 8 62 1 0 0 0 0 0 0 67 0 18:15:00 1286 0 3144 0 847 0 162 0 304 0 62 0 0 0 0 0 0 0 67 0 18:15:21 1286 0 3144 0 847 0 162 0 304 0 62 0 0 0 0 0 0 0 67 0
Interval Time
Passenger Cars - East Approach Trucks - East Approach Cyclists - East Approach Pedestrians
Left Left LeftThru Thru ThruRight Right Right East Cross
11:00:00 967 0 1969 10 292 0 155 0 185 2 65 1 0 0 1 1 0 0 39 0 11:15:00 1009 42 2100 131 316 24 170 15 210 25 74 9 0 0 1 0 0 0 41 2 11:30:00 1055 46 2245 145 339 23 191 21 224 14 83 9 0 0 1 0 0 0 41 0 11:45:00 1096 41 2374 129 367 28 218 27 245 21 95 12 0 0 1 0 0 0 41 0 12:00:00 1158 62 2507 133 398 31 238 20 267 22 109 14 0 0 1 0 0 0 41 0 12:15:00 1205 47 2693 186 411 13 247 9 290 23 122 13 0 0 1 0 0 0 41 0 12:30:00 1238 33 2867 174 446 35 279 32 314 24 135 13 0 0 1 0 0 0 43 2 12:45:00 1275 37 3064 197 477 31 306 27 335 21 145 10 0 0 1 0 0 0 43 0 13:00:00 1323 48 3262 198 504 27 327 21 354 19 160 15 0 0 1 0 0 0 44 1 13:15:00 1371 48 3420 158 529 25 351 24 379 25 170 10 0 0 1 0 0 0 46 2 13:30:00 1405 34 3589 169 555 26 378 27 407 28 186 16 0 0 1 0 0 0 48 2 13:45:00 1453 48 3774 185 583 28 406 28 429 22 199 13 0 0 1 0 0 0 52 4 14:00:00 1497 44 3970 196 608 25 422 16 450 21 215 16 0 0 1 0 0 0 55 3 14:00:17 1497 0 3970 0 608 0 422 0 450 0 215 0 0 0 1 0 0 0 55 0 15:00:00 1497 0 3970 0 608 0 422 0 450 0 215 0 0 0 1 0 0 0 55 0 15:15:00 1567 70 4301 331 639 31 448 26 475 25 231 16 0 0 1 0 0 0 57 2 15:30:00 1647 80 4794 493 696 57 470 22 505 30 246 15 0 0 1 0 0 0 59 2 15:45:00 1735 88 5188 394 737 41 486 16 530 25 258 12 0 0 1 0 0 0 64 5 16:00:00 1806 71 5665 477 786 49 507 21 555 25 271 13 0 0 2 1 0 0 64 0 16:15:00 1877 71 6160 495 835 49 529 22 581 26 283 12 0 0 2 0 0 0 66 2 16:30:00 1957 80 6638 478 900 65 555 26 609 28 292 9 0 0 2 0 0 0 70 4 16:45:00 2032 75 7238 600 973 73 570 15 635 26 309 17 0 0 2 0 0 0 70 0 17:00:00 2106 74 7805 567 1069 96 589 19 661 26 323 14 0 0 2 0 0 0 70 0 17:15:00 2205 99 8352 547 1154 85 600 11 682 21 343 20 0 0 2 0 0 0 72 2 17:30:00 2291 86 8890 538 1295 141 613 13 702 20 361 18 0 0 2 0 1 1 74 2 17:45:00 2396 105 9405 515 1394 99 635 22 726 24 374 13 0 0 2 0 1 0 75 1 18:00:00 2487 91 9933 528 1441 47 650 15 741 15 384 10 0 0 2 0 1 0 76 1 18:15:00 2487 0 9933 0 1441 0 650 0 741 0 384 0 0 0 2 0 1 0 76 0 18:15:21 2487 0 9933 0 1441 0 650 0 741 0 384 0 0 0 2 0 1 0 76 0
Interval Time
Passenger Cars - South Approach Trucks - South Approach Cyclists - South Approach Pedestrians
Left Left LeftThru Thru ThruRight Right Right South Cross
11:00:00 115 0 411 0 377 1 14 0 65 0 126 2 0 0 1 0 1 0 45 0 11:15:00 126 11 454 43 408 31 15 1 69 4 152 26 0 0 1 0 1 0 45 0 11:30:00 139 13 483 29 450 42 15 0 76 7 171 19 0 0 1 0 1 0 45 0 11:45:00 154 15 541 58 492 42 15 0 81 5 198 27 0 0 1 0 1 0 46 1 12:00:00 170 16 581 40 522 30 20 5 94 13 218 20 0 0 1 0 1 0 46 0 12:15:00 197 27 645 64 573 51 21 1 105 11 244 26 0 0 1 0 1 0 46 0 12:30:00 208 11 691 46 612 39 23 2 111 6 257 13 0 0 1 0 1 0 47 1 12:45:00 213 5 740 49 628 16 29 6 118 7 270 13 0 0 1 0 1 0 47 0 13:00:00 228 15 776 36 659 31 34 5 123 5 287 17 0 0 1 0 1 0 48 1 13:15:00 242 14 821 45 697 38 39 5 133 10 311 24 0 0 1 0 1 0 51 3 13:30:00 249 7 855 34 728 31 42 3 142 9 326 15 0 0 1 0 1 0 51 0 13:45:00 264 15 899 44 780 52 47 5 148 6 342 16 0 0 1 0 2 1 51 0 14:00:00 280 16 943 44 817 37 48 1 156 8 363 21 0 0 1 0 2 0 54 3 14:00:17 280 0 943 0 817 0 48 0 156 0 363 0 0 0 1 0 2 0 54 0 15:00:00 280 0 943 0 817 0 48 0 156 0 363 0 0 0 1 0 2 0 54 0 15:15:00 313 33 1055 112 906 89 48 0 163 7 383 20 0 0 1 0 2 0 57 3 15:30:00 347 34 1166 111 984 78 51 3 174 11 397 14 0 0 1 0 2 0 58 1 15:45:00 377 30 1300 134 1098 114 52 1 179 5 416 19 0 0 1 0 2 0 59 1 16:00:00 395 18 1461 161 1163 65 58 6 201 22 426 10 0 0 1 0 2 0 59 0 16:15:00 433 38 1658 197 1286 123 63 5 208 7 439 13 0 0 1 0 2 0 62 3 16:30:00 476 43 1847 189 1354 68 64 1 215 7 454 15 0 0 1 0 2 0 62 0 16:45:00 507 31 2063 216 1454 100 64 0 225 10 465 11 0 0 1 0 2 0 62 0 17:00:00 531 24 2285 222 1537 83 66 2 241 16 479 14 0 0 1 0 2 0 63 1 17:15:00 555 24 2500 215 1620 83 73 7 253 12 492 13 0 0 1 0 2 0 63 0 17:30:00 574 19 2744 244 1714 94 74 1 266 13 502 10 0 0 1 0 2 0 64 1 17:45:00 621 47 3025 281 1774 60 74 0 278 12 511 9 0 0 1 0 2 0 64 0 18:00:00 656 35 3213 188 1838 64 77 3 290 12 525 14 0 0 1 0 2 0 66 2 18:15:00 656 0 3213 0 1838 0 77 0 290 0 525 0 0 0 1 0 2 0 66 0 18:15:21 656 0 3213 0 1838 0 77 0 290 0 525 0 0 0 1 0 2 0 66 0
Interval Time
Passenger Cars - West Approach Trucks - West Approach Cyclists - West Approach Pedestrians
Left Left LeftThru Thru ThruRight Right Right West Cross
11:0

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