Final Report Traffic Impact Study: Proposed Mixed Use …€¦ · Proposed Mixed Use Development...

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Final Report

Traffic Impact Study: Proposed Mixed Use Development Portland Hills Drive Dartmouth, NS

Presented to:

Metro Premier Properties Inc.

June 2014

Project No. 141-15469-2

Traffic lmpact Study for the Proposed Commercial and Residential Development,Southwest Corner Portland Street / Portland Hil ls Drive Intersection, Dartmouth, NS

Page ( i i )

Table of Gontents

C ha pter Contents Page

1.0 In t roduct ion

2.0 Description of Study Area and Proposed Development

3.0 Tr ip Generat ion, Distr ibut ion and Assignment

4.0 lntersect ion PerformanceAnalysis

5.0 Summary, Conclusion and Recommendat ions

ooo" jo'" +ulr'"y,;L"J;['r?;,lTAppendit tt"u",

of Service Anarysis

Prepared by:Ken O'Br ien, PEngGreg O'Br ien, PEngMike Connors, PEng

WSP Canada Inc.1 Spectacle Lake DriveDARTMOUTH NS B3B 1X7

Phone (902) 835-9955Fax (902) 835-1645Email greg. [email protected]

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WSP Canada Inc. June 2014

thursta

original signed

Traffic Impact Study for the Proposed Commercial and Residential Development, Southwest Corner Portland Street / Portland Hills Drive Intersection, Dartmouth, NS

Page 1


1.0 Introduction

Background Metro Premier Properties Inc. is preparing plans for a commercial andresidential development in the southwest corner of the Portland Street @Portland Hills Drive intersection (Figure 1). The commercial part of thesite will be served by a right-in / right-out driveway on Portland Street anda full movement driveway on Portland Hills Drive. A multi-unit residentialbuilding will be served by a driveway on Portland Hills Drive. Theproposed development, which will include approximately 27,350 squarefeet of commercial space and approximately 92 apartment units, isexpected to be built out by 2017.

WSP Canada Inc. has been retained to complete a Traffic Impact Studyfor the proposed development to satisfy the requirements of the HalifaxRegional Municipality (HRM).

A Traffic ImpactStudy UsuallyConsiders FourQuestions

A Traffic Impact Study usually consists of determining answers for thefollowing questions:1. What are the existing traffic situations on the street adjacent to

the study site?2. What traffic changes are expected at Study Area intersections?

How many vehicle trips will be generated by the proposeddevelopment during weekday peak hours? How will the traffic bedistributed to Study Area streets and intersections?

3. What traffic impacts will occur on Study Area streets andintersections? How will level of service be affected?

4. What street or intersection improvements are required tomitigate project impacts on Study Area traffic movements?

Study Objectives The following are the objectives for completing a Traffic Impact Study forthis development:1. Use an available HRM 2013 manual count to estimate 2017 AM and

PM peak hour background volumes at the Portland Street @Portland Hills Drive / Regal Road intersection.

2. Use published trip generation rates to estimate AM and PM peakhour trips that will be generated by the site.

3. Distribute and assign site generated trips to the site entrancedriveways and the Portland Street @ Portland Hills Drive / RegalRoad intersection.

4. Add assigned estimated trips to projected 2017 background volumesto provide estimated 2017 AM and PM peak hourly volumes.

5. Evaluate the performance of the Portland Street @ Portland HillsDrive / Regal Road intersection using Synchro 8.0.

6. Recommend improvements that may be needed to mitigate impactsof site generated traffic.

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2.0 Descriptions of Study Area and Proposed Development

Description of Developmentand Site Accesses - Theproposed development is plannedfor two separate lots at thesouthwest corner of PortlandStreet and Portland Hills Driveintersection (Figure 1).

Two commercial buildings with agross floor area of approximately27,350 square feet are planned tooccupy the corner lot. Siteaccesses include a right-in / right-out driveway on Portland Street(Photos 1 and 2) and a fullmovement driveway on PortlandHills Drive (Photos 3 and 4)opposite the Portland Hills Centrenorth driveway. The commercialsite will have 132 surface parkingspaces.

An multi-unit residential buildingwith approximately 92 units, whichis planned on a lot immediatelysouth of the commercial lot, willhave a full movement driveway onPortland Hills Drive (Photos 5 and6) opposite the middle drivewayfor Portland Hills Centre. Theresidential site is proposed tohave 96 underground parkingspaces.

Portland Street is a four lanestreet with grassed center medianadjacent to the west end of thesite which transitions to a left turnlane for Regal Road at thePortland Hills Drive / Regal Roadsignalized intersection (Photos 1and 2). There are sidewalks onboth sides of the street with acrosswalk provided at thesignalized intersection. Theposted speed limit is 60 km/h.

Photo 1 - Looking west on Portland Street from the proposed right-in / right-out site driveway.

Photo 2 - Looking east on Portland Street towards the Regal Road / PortlandHills Drive intersection from the proposed right-in / right-out site driveway.

Photo 3 - Looking north on Portland Hills Drive towards Portland Street fromthe proposed commercial site driveway. The left turn lane for Portland HillsCentre north driveway and the entrance to the Portland Hills Transit Terminalparking lot is to the right of the photo.

Photo 4 - Looking south on Portland Hills Drive from the proposedcommercial site driveway. The driveway for the proposed residential site isat an existing curb cut opposite the Portland Hills Centre middle drivewayvisible towards the top of the photo.


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A manual turning movementcount obtained by HRM Traffic &Right of Way section duringOctober 2013 indicated two-wayPortland Street volumes of 2280vph during the AM peak hour and2270 vph during the PM peakhour adjacent to the site.

Portland Hills Drive is a two lanelocal collector street withsidewalks on both sides. Thedriveway to the commercial siteis opposite the driveway to thePortland Hills Transit Terminalwhich is also the north drivewayto Portland Hills Centre. Thestreet has a grassed centermedian with a southbound leftturn lane (Photos 3 and 4). Thecount obtained by HRM duringOctober 2013 indicated two-wayPortland Hills Drive volumes of515 vph during the AM peak hourand 530 vph during the PM peakhour between the commercialsite driveway and Portland Street.

Portland Hills Drive also has a grassed center median with a southbound left turn lane for thePortland Hills Centre middle driveway opposite the residential site driveway (Photos 5 and 6).Since a significant part of the traffic using Portland Hills Drive between Portland Street and thePortland Hills Centre north driveway is traffic generated by the parking lot for the Portland HillsTransit Terminal, the volume adjacent to the residential building driveway is expected to besignificantly less than volumes at the Portland Street intersection.

Projected 2017BackgroundVolumes

The AM and PM peak hour count data from the turning movement countobtained by HRM at the Portland Street @ Portland Hills Drive / RegalRoad intersection during October 2013 are shown Figure A-1.

An annual growth rate of 0.5%, which is considered appropriate for thisintersection, has been used to project 2014 AM and PM peak hourlybackground volumes which are shown diagrammatically in Figure A-2,Boxes A and B. Projected 2017 peak hourly background volumes arealso shown diagrammatically in Figure A-2, Boxes C and D for ease ofcomparison.

Photo 5 - Looking north on Portland Hills Drive towards Portland Street fromthe proposed driveway for the residential site. The southbound left turn lanefor the middle driveway to Portland Hills Centre is to the right of the photo.

Photo 6 - Looking south on Portland Hills Drive from the driveway for theproposed residential site. The south driveway for Portland Hills Centre isvisible just behind the car in the top of the photo.


Page 5


3.0 Trip Generation, Trip Distribution and Assignment

Trip Generation Estimates for theProposedDevelopment

The proposed commercial buildings will have a total of 27,350 square feet(SF) of space on two floors. The land use in the commercial buildings isexpected to include the following:• 11,100 SF - Specialty Retail (Building A Ground Floor)• 11,100 SF - General Office (Building A Second Floor)• 2,575 SF - Bank with a Drive-In ATM (Building B Ground Floor)• 2,575 SF - General Office (Building B Second Floor).

Trip generation estimates for the development (Table 1) have beenprepared using published trip generation rates from Trip Generation, 9th

Edition. The trip estimates for the commercial site have been reduced by10% to account for on-site synergies between the land uses and non-vehicle pedestrian trips from adjacent residential areas and transit tripsfrom the near-by Portland Hills Transit Terminal. The trip estimates forthe residential site have been reduced by 20% to account for pedestriantrips to the proposed commercial site and Portland Hills Centre, as well astransit trips.

After adjustments for non-vehicle trips, the proposed development isexpected to generate the following vehicle trips during AM and PM peakhours:• The commercial site is estimated to generate 79 two-way vehicle

trips (57 entering and 22 exiting) during the AM peak hour and 120two-way trips (46 entering and 74 exiting) during the PM peak hour.

• The 92 apartment unit residential site is estimated to generate 22two-way vehicle trips (7 entering and 15 exiting) during the AM peakhour and 29 two-way trips (17 entering and 12 exiting) during the PMpeak hour.

• The total development is estimated to generate 101 two-wayvehicle trips (64 entering and 37 exiting) during the AM peak hourand 149 two-way trips (63 entering and 86 exiting) during the PMpeak hour.

Distribution andAssignment of SiteGenerated Trips

Site generated trips have been distributed and assigned to site drivewaysand the Portland Street @ Portland Hills Drive / Regal Road intersectionbased on the proposed site driveway locations and existing volumecharacteristics at the intersection. The following distribution percentageshave been used:• North 15%• South 5%• East 40% • West 40%.

Assigned site generated trips, shown diagrammatically in Figure A-3,Boxes A and B, have been added to projected 2017 background volumesto provide projected volumes with added site generated trips which areshown diagrammatically in Figure A-3, Boxes C and D.


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Table 1 - Trip Generation Estimates for Proposed Development

Land Use Units 1 2Trip Generation Rates Trips Generated 3 3

AM Peak PM Peak AM Peak PM Peak

In Out In Out In Out In Out

Trip Generation Estimates for Commercial Part of the Development

General Office 4

(Land Use 710)13.675KGFA

2.74 0.37 0.51 2.47 37 5 7 34

Specialty Retail(Land Use 826) 5

11.1 KGLA

0.76 0.60 1.19 1.52 8 7 13 17

Drive-In Bank(Land Use 912)

2.575KGFA

6.89 5.19 12.15 12.15 18 13 31 31

Trip Generation Estimates for the Proposed Commercial Development 63 25 51 82

10% Reduction for On-Site Synergy and Non-Vehicle Trips 6 3 5 8

Adjusted Trip Estimates for Commercial Development 57 22 46 74

Trip Generation Estimates for the Residential Part of the Development

Mid-Rise Apartment(Land Use 223)

92units

0.09 0.21 0.23 0.16 9 19 21 15

20% Reduction for Non-Vehicle Trips 2 4 4 3

Adjusted Trip Estimates for Residential Development 7 15 17 12

Trip Generation Estimates for the Total Proposed Development 72 44 72 97

Reductions for Non-Vehicle Trips 8 7 9 11

Adjusted Trip Estimates for Total Development 64 37 63 86

NOTES: 1. Rates are for Land Use Codes, Trip Generation, 9th Edition, Institute of Transportation Engineers, 2012.2. KGFA is ‘Gross Floor Area x 1000 square feet’; KGLA is ‘Gross Leasable Area x 1000 square feet’; and ‘number

of apartment units’.3. Rates are ‘vehicles per hour per unit’; Trips generated are ‘vehicles per hour for peak hours’.4. Since the proposed 13,375 square foot space is significantly smaller than the average 222,000 square foot buildings

included for General Office (Land Use 710), the published trip generation rates Trip Generation, 9 Edition (Instituteth

of Transportation Engineers, 2012) have been doubled to provide a more realistic estimation of trips that will begenerated by the building.

5. Since there are no published rates for the AM peak hour for Speciality Retail (Land Use 826) , and since AM peakhour trips to Speciality Retail are generally lower than PM rates, AM trip rates have been assumed to be 50% ofthe PM rate with reversal of the directional split.


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4.0 Intersection Performance Analysis

Intersection Level of Service Analysis

The level or quality of performance of an intersection in terms of trafficmovement is determined by a level of service (LOS) analysis. LOS forintersections is defined in terms of delay, which is a measure of driverdiscomfort and frustration, fuel consumption, and increased travel time.LOS criteria (Table 2) are stated in terms of average control delay pervehicle which includes initial deceleration delay, queue move-up time,stopped delay, and final acceleration delay.

Table 2 - Level of Service (LOS) Criteria for Intersections

LOS Signalized IntersectionsControl Delay

(seconds per vehicle)LOS Description

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

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

C between 20.0 and 35.0 Higher level of congestion; number of vehicles stopping is significant, although manystill pass through intersection without stopping (Good)

D between 35.0 and 55.0 Congestion becomes noticeable; vehicles must sometimes wait through more thanone red light; many vehicles stop (Satisfactory)

E between 55.0 and 80.0 Vehicles must often wait through more than one red light; considered by manyagencies to be the limit of acceptable delay

F greater than 80.0 This level is considered to be unacceptable to most drivers; occurs when arrival flowrates exceed the capacity of the intersection (Unacceptable)

HRM Critical Limitsfor IntersectionPerformanceEvaluation.

The HRM Guidelines for Preparation of Transportation Impact Studiesindicates the following critical limits for intersection evaluation:1. the v/c ratio of an intersection exceeds 0.85;2. the v/c ratio of an individual though movement or shared through /

turning movement exceeds 0.85;3. the v/c ratio of an exclusive turning movement exceeds 1.0;4. an exclusive turning movement generates queues which exceed the

available turning lane storage space.

Intersection Level ofService Analysis

Synchro 8.0 software has been used for performance evaluation ofprojected 2017 AM and PM peak hour volumes for the Portland Street @Portland Hills Drive / Regal Road intersection, both without and withaddition of site generated trips. LOS analysis sheets are included inAppendix B and results are summarized in Table 3.

The following analyses were completed:• Existing intersection lanes and 94 second actuated cycle length

(Pages B-1 and B-2) for projected 2017 volumes without the site.• Existing intersection lanes and 100 second actuated cycle length

(Pages B-3 and B-4) for projected 2017 volumes with the site.• Added eastbound right turn lane and 100 second actuated cycle

length (Pages B-5 and B-6) for projected 2017 volumes with the site.


Page 8


Table 3 - LOS for Portland Street @ Portland Hills Drive / Regal Road Intersection

LOSCriteria

Control Delay (sec/veh), v/c Ratio, and 95% Queue (m) by Intersection Movement Intersection

LOSEB-L EB-T EB-R WB-L WB-TR NB-L NB-TR SB-L SB-TR

AM Peak Hour - Projected 2017 Background Volumes - Existing Intersection with 94 sec. Cycle (Page B-1)

Delay 6.0 14.6 7.1 18.2 37.0 13.8 25.2 14.6 17.6

v/c 0.02 0.33 0.34 0.83 0.59 0.28 0.08 0.17 -

Queue 1.4 40.6 22.5 211.4 42.0 18.3 8.5 12.9 -

AM Peak Hour - Projected 2017 Volumes with Site - Existing Intersection with 100 sec. Cycle (Page B-3)

Delay 6.0 14.0 7.7 17.6 42.4 14.5 27.6 17.3 17.5

v/c 0.02 0.31 0.39 0.80 0.65 0.31 0.08 0.20 -

Queue 1.4 40.6 26.5 219.3 49.4 20.9 9.0 16.3 -

AM Peak Hour - Projected 2017 Volumes with Site - Added EB Right Turn Lane with 100 sec. Cycle (Page B-5)

Delay 6.0 14.1 1.2 7.5 17.6 42.4 14.5 27.6 17.3 17.3

v/c 0.02 0.28 0.06 0.37 0.80 0.65 0.31 0.08 0.20 -

Queue 1.4 37.7 2.1 26.5 219.3 49.4 20.9 9.0 16.3 -

PM Peak Hour - Projected 2017 Background Volumes - Existing Intersection with 94 sec. Cycle (Page B-2)

Delay 5.1 20.9 12.8 8.3 33.1 11.8 62.9 25.4 17.4

v/c 0.03 0.81 0.43 0.36 0.28 0.59 0.66 0.17 -

Queue 2.9 186.7 18.9 60.4 19.8 25.2 23.0 15.2 -

PM Peak Hour - Projected 2017 Volumes with Site - Existing Intersection with 100 sec. Cycle (Page B-4)

Delay 5.4 23.1 21.5 9.7 39.8 22.2 81.2 29.1 21.1

v/c 0.03 0.84 0.56 0.36 0.44 0.70 0.74 0.20 -

Queue 3.1 197.0 29.2 63.0 30.8 44.2 27.3 19.0 -

PM Peak Hour - Projected 2017 Volumes with Site - Added EB Right Turn Lane with 100 sec. Cycle (Page B-6)

Delay 5.4 21.8 3.2 20.5 9.8 39.3 21.8 77.8 28.9 19.9

v/c 0.03 0.81 0.09 0.55 0.37 0.44 0.69 0.72 0.20 -

Queue 3.1 165.0 6.6 28.6 63.0 30.8 44.2 27.1 19.0 -

Summary Level ofService Analysis

Level of service (LOS) analysis (Table 3) for the Portland Street @Portland Hills Drive / Regal Road intersection indicates the following:• The intersection is expected to provide good overall performance for

projected 2017 volumes without added site trips.• With a small increase in the actuated cycle length from 94 seconds

to 100 seconds, the existing intersection configuration will continueto achieve good overall performance and all approach movementswill be within HRM critical limits for projected 2017 volumes thatinclude site generated trips.

• The addition of a future right turn lane on the eastbound PortlandStreet approach would add capacity to that approach which couldreduce the v/c ratio from 0.84 to 0.81 during the PM peak hour.


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5.0 Summary, Conclusion and Recommendations

Description of theProposedDevelopment

1. Metro Premier Properties Inc. is preparing plans for a commercialdevelopment with approximately 27,350 square feet of commercialspace and a residential development with approximately 92apartment units in the southwest corner of the Portland Street @Portland Hills Drive / Regal Road intersection. The development isexpected to be completed during 2017.

Proposed SiteAccess

2. The commercial part of the site will be served by a right-in / right-outdriveway on Portland Street and a full movement driveway onPortland Hills Road opposite the driveway to the Portland HillsTransit Terminal / north driveway to Portland Hills Centre. Theresidential building will be served by an existing driveway on thewest side of Portland Hills Drive which is opposite the middledriveway to Portland Hills Centre.

Description of StudyArea Streets

3. Portland Street is a four lane street with grassed center medianadjacent to the west end of the site which transitions to a left turnlane for Regal Road at the Portland Hills Drive / Regal Roadsignalized intersection. There are sidewalks on both sides of thestreet with a crosswalk provided at the signalized intersection. Theposted speed limit is 60 km/h. Portland Hills Drive is a two lane localcollector street with sidewalks on both sides.

Existing TrafficVolumes

4. A manual turning movement count obtained at the Portland Street @Portland Hills Drive / Regal Road signalized intersection October2013 indicated two-way Portland Street volumes of 2280 vph duringthe AM peak hour and 2270 vph during the PM peak hour adjacentto the site.

The October 2013 count indicated two-way Portland Hills Drivevolumes of 515 vph during the AM peak hour and 530 vph during thePM peak hour between the commercial site driveway and PortlandStreet. Since a significant part of the traffic using the north end ofPortland Hills Drive is generated by the parking lot for the PortlandHills Transit Terminal, the volume adjacent to the residential buildingdriveway is expected to be significantly less than volumes at thePortland Street intersection

Projected 2017BackgroundVolumes

5. Projected 2017 AM and PM peak hourly background volumes at thePortland Street @ Portland Hills Drive / Regal Road signalizedintersection have been produced using a 0.5% annual volume growthrate, considered appropriate for this location.

Trip GenerationEstimates for theProposed Development

6. After adjustments for non-vehicle trips, the proposed developmentis expected to generate the following vehicle trips during AM and PMpeak hours:• The commercial site is estimated to generate 79 two-way

vehicle trips (57 entering and 22 exiting) during the AM peak


Page 10


hour and 120 two-way trips (46 entering and 74 exiting) duringthe PM peak hour.

• The 92 apartment unit residential site is estimated to generate22 two-way vehicle trips (7 entering and 15 exiting) during theAM peak hour and 29 two-way trips (17 entering and 12 exiting)during the PM peak hour.

• The total development is estimated to generate 101 two-wayvehicle trips (64 entering and 37 exiting) during the AM peakhour and 149 two-way trips (63 entering and 86 exiting) duringthe PM peak hour.

Trip Distribution ofSite Generated Trips

7. The following distribution percentages have been used:• North 15%• South 5%• East 40% • West 40%.

Summary Level ofService Analysis

8. Level of service (LOS) analysis for the Portland Street @ PortlandHills Drive / Regal Road intersection indicates the following:• The intersection is expected to provide good overall

performance for projected 2017 volumes without added sitetrips.

• With a small increase in the actuated cycle length from 94seconds to 100 seconds, the existing intersection configurationwill continue to achieve good overall performance and allapproach movements will be within HRM critical limits forprojected 2017 volumes that include site generated trips.

• The addition of a right turn lane on the eastbound PortlandStreet approach would add capacity to that approach whichcould reduce the v/c ratio from 0.84 to 0.81 during the PM peakhour.

Conclusion 9. With an increase in the actuated cycle length from 94 seconds to100 seconds, vehicle trips generated by the proposed commercialand residential developments are not expected to have anysignificant impact on level of performance of the Portland Street @Portland Hills Drive / Regal Road intersection or adjacent streets.

Recommendations 10. The following recommendations emanate from this study:• Ensure that sufficient right-of-way is reserved for a future

eastbound right turn lane on Portland Street.• While the intersection is expected to provide good overall

performance during 2017 with added site generated trips,intersection operation should be monitored to determine whenan eastbound right turn lane or additional changes to the signaltiming may be required.



Appendix A

Turning Movement Counts

Traffic Volume Diagrams

VEHICULAR GRAPHIC SUMMARY SHEETINTERSECTION : PORTLAND HILLS DRIVE AT PORTLAND STREET AND REGAL ROAD

DATE: OCT 24 2013

TIME: 1 HOUR

REGAL ROAD FROM: 07:30:00 AM TO 08:30:00 AM

147 FACTORED TOTAL

PEAK VOLUME INTERSECTION APPROACH

VOLUME 2575

77

33 25 19

2279 26

PEAK VOLUME 1621 1849

PORTLAND STREET 202

3 PORTLAND STREET

479 439 PEAK VOLUME

37 2370

146 41 63

250

PEAK VOLUME

514

PORTLAND HILLS DRIVE

REGAL ROAD

194PEAK VOLUME

107

12 37 58

2271 55

PEAK VOLUME 711 875

PORTLAND STREET 109

14 PORTLAND STREET

1487 1408 PEAK VOLUME

65 2582

61 18 241

320

DATE: OCT 21 2013 PEAK VOLUME

TIME: 1 HOUR 531

FROM: 04:30:00 PM TO 05:30:00 PM

FACTORED TOTAL PORTLAND HILLS DRIVEINTERSECTION APPROACH

VOLUME 2901

11/02/2014 2:03 PM Graphic

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Appendix B

Level of Service Analysis

Appendix B - Intersection Performance Analysis Page B-11: Portland Hills Dr/Regal Rd & Portland St 2017 AM Peak Hour Without Site Development

WSP Canada Inc. Synchro 8 ReportJune 2014

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 5 450 40 205 1655 25 150 40 65 20 25 35Satd. Flow (prot) 1789 3536 0 1789 3571 0 1789 1708 0 1789 1718 0Flt Permitted 0.111 0.406 0.716 0.686Satd. Flow (perm) 209 3536 0 765 3571 0 1349 1708 0 1292 1718 0Satd. Flow (RTOR) 13 2 68 37Lane Group Flow (vph) 5 516 0 216 1768 0 158 110 0 21 63 0Turn Type pm+pt NA pm+pt NA Perm NA Perm NAProtected Phases 5 2 1 6 8 4Permitted Phases 2 6 8 4Total Split (s) 16.0 50.0 16.0 50.0 28.0 28.0 28.0 28.0Total Lost Time (s) 4.0 6.5 4.0 6.5 6.5 6.5 6.5 6.5Act Effct Green (s) 42.1 32.5 48.3 44.0 14.5 14.5 14.5 14.5Actuated g/C Ratio 0.57 0.44 0.66 0.60 0.20 0.20 0.20 0.20v/c Ratio 0.02 0.33 0.34 0.83 0.59 0.28 0.08 0.17Control Delay 6.0 14.6 7.1 18.2 37.0 13.8 25.2 14.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 6.0 14.6 7.1 18.2 37.0 13.8 25.2 14.6LOS A B A B D B C BApproach Delay 14.5 17.0 27.5 17.3Approach LOS B B C BQueue Length 50th (m) 0.3 22.4 9.8 82.9 19.1 4.6 2.3 2.8Queue Length 95th (m) 1.4 40.6 22.5 #211.4 42.0 18.3 8.5 12.9Internal Link Dist (m) 293.1 334.4 223.8 202.8Turn Bay Length (m) 50.0 80.0 40.0 10.0Base Capacity (vph) 394 2122 672 2139 399 553 382 534Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.01 0.24 0.32 0.83 0.40 0.20 0.05 0.12

Intersection SummaryCycle Length: 94Actuated Cycle Length: 73.4Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.83Intersection Signal Delay: 17.6 Intersection LOS: BIntersection Capacity Utilization 81.5% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 1: Portland Hills Dr/Regal Rd & Portland St

Appendix B - Intersection Performance Analysis Page B-21: Portland Hills Dr/Regal Rd & Portland St 2017 PM Peak Hour Without Site Development


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 15 1435 65 110 725 55 60 20 245 60 40 10Satd. Flow (prot) 1789 3557 0 1789 3539 0 1789 1622 0 1789 1825 0Flt Permitted 0.342 0.080 0.722 0.311Satd. Flow (perm) 644 3557 0 151 3539 0 1360 1622 0 586 1825 0Satd. Flow (RTOR) 6 11 246 11Lane Group Flow (vph) 16 1579 0 116 821 0 63 279 0 63 53 0Turn Type pm+pt NA pm+pt NA Perm NA Perm NAProtected Phases 5 2 1 6 8 4Permitted Phases 2 6 8 4Total Split (s) 16.0 50.0 16.0 50.0 28.0 28.0 28.0 28.0Total Lost Time (s) 4.0 6.5 4.0 6.5 6.5 6.5 6.5 6.5Act Effct Green (s) 51.2 43.3 55.0 50.6 13.0 13.0 13.0 13.0Actuated g/C Ratio 0.65 0.55 0.70 0.64 0.16 0.16 0.16 0.16v/c Ratio 0.03 0.81 0.43 0.36 0.28 0.59 0.66 0.17Control Delay 5.1 20.9 12.8 8.3 33.1 11.8 62.9 25.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 5.1 20.9 12.8 8.3 33.1 11.8 62.9 25.4LOS A C B A C B E CApproach Delay 20.7 8.9 15.7 45.8Approach LOS C A B DQueue Length 50th (m) 0.6 97.5 4.6 23.2 8.6 4.4 9.2 5.6Queue Length 95th (m) 2.9 #186.7 18.9 60.4 19.8 25.2 23.0 15.2Internal Link Dist (m) 293.1 334.4 223.8 202.8Turn Bay Length (m) 50.0 80.0 40.0 10.0Base Capacity (vph) 624 2011 360 2328 379 630 163 517Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.03 0.79 0.32 0.35 0.17 0.44 0.39 0.10

Intersection SummaryCycle Length: 94Actuated Cycle Length: 78.8Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.81Intersection Signal Delay: 17.4 Intersection LOS: BIntersection Capacity Utilization 89.4% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Appendix B - Intersection Performance Analysis Page B-31: Portland Hills Dr/Regal Rd & Portland St 2017 AM Peak Hour With Site Development


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 5 456 45 230 1655 25 165 45 74 20 35 35Satd. Flow (prot) 1789 3532 0 1789 3571 0 1789 1706 0 1789 1742 0Flt Permitted 0.095 0.405 0.709 0.677Satd. Flow (perm) 179 3532 0 763 3571 0 1335 1706 0 1275 1742 0Satd. Flow (RTOR) 15 2 78 37Lane Group Flow (vph) 5 527 0 242 1768 0 174 125 0 21 74 0Turn Type pm+pt NA pm+pt NA Perm NA Perm NAProtected Phases 5 2 1 6 8 4Permitted Phases 2 6 8 4Total Split (s) 14.0 56.0 14.0 56.0 30.0 30.0 30.0 30.0Total Lost Time (s) 4.0 6.5 4.0 6.5 6.5 6.5 6.5 6.5Act Effct Green (s) 48.3 38.7 54.2 50.0 16.2 16.2 16.2 16.2Actuated g/C Ratio 0.59 0.48 0.67 0.62 0.20 0.20 0.20 0.20v/c Ratio 0.02 0.31 0.39 0.80 0.65 0.31 0.08 0.20Control Delay 6.0 14.0 7.7 17.6 42.4 14.5 27.6 17.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 6.0 14.0 7.7 17.6 42.4 14.5 27.6 17.3LOS A B A B D B C BApproach Delay 13.9 16.4 30.8 19.6Approach LOS B B C BQueue Length 50th (m) 0.3 24.7 12.3 90.4 23.9 5.8 2.6 4.5Queue Length 95th (m) 1.4 40.6 26.5 #219.3 49.4 20.9 9.0 16.3Internal Link Dist (m) 293.1 334.4 223.8 202.8Turn Bay Length (m) 50.0 80.0 40.0 10.0Base Capacity (vph) 313 2180 636 2199 390 553 372 535Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.02 0.24 0.38 0.80 0.45 0.23 0.06 0.14



Appendix B - Intersection Performance Analysis Page B-41: Portland Hills Dr/Regal Rd & Portland St 2017 PM Peak Hour With Site Development


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 15 1455 74 135 725 55 95 33 258 60 50 10Satd. Flow (prot) 1789 3553 0 1789 3539 0 1789 1633 0 1789 1834 0Flt Permitted 0.342 0.074 0.715 0.270Satd. Flow (perm) 644 3553 0 139 3539 0 1347 1633 0 509 1834 0Satd. Flow (RTOR) 7 11 197 10Lane Group Flow (vph) 16 1610 0 142 821 0 100 307 0 63 64 0Turn Type pm+pt NA pm+pt NA Perm NA Perm NAProtected Phases 5 2 1 6 8 4Permitted Phases 2 6 8 4Total Split (s) 14.0 56.0 14.0 56.0 30.0 30.0 30.0 30.0Total Lost Time (s) 4.0 6.5 4.0 6.5 6.5 6.5 6.5 6.5Act Effct Green (s) 57.1 47.5 62.0 55.9 14.8 14.8 14.8 14.8Actuated g/C Ratio 0.65 0.54 0.71 0.64 0.17 0.17 0.17 0.17v/c Ratio 0.03 0.84 0.56 0.36 0.44 0.70 0.74 0.20Control Delay 5.4 23.1 21.5 9.7 39.8 22.2 81.2 29.1Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 5.4 23.1 21.5 9.7 39.8 22.2 81.2 29.1LOS A C C A D C F CApproach Delay 22.9 11.5 26.5 55.0Approach LOS C B C DQueue Length 50th (m) 0.7 108.3 6.6 25.3 15.5 17.0 10.4 8.0Queue Length 95th (m) 3.1 #197.0 29.2 63.0 30.8 44.2 #27.3 19.0Internal Link Dist (m) 293.1 334.4 223.8 202.8Turn Bay Length (m) 50.0 80.0 40.0 10.0Base Capacity (vph) 573 2035 289 2257 365 587 138 505Starvation Cap Reductn 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.03 0.79 0.49 0.36 0.27 0.52 0.46 0.13

Intersection SummaryCycle Length: 100Actuated Cycle Length: 87.8Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.84Intersection Signal Delay: 21.1 Intersection LOS: CIntersection Capacity Utilization 93.1% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


Appendix B - Intersection Performance Analysis Page B-51: Portland Hills Dr/Regal Rd & Portland St 2017 AM Peak Hour With Site Development - Added EB RT Lane


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 5 456 45 230 1655 25 165 45 74 20 35 35Satd. Flow (prot) 1789 3579 1601 1789 3571 0 1789 1706 0 1789 1742 0Flt Permitted 0.095 0.432 0.709 0.677Satd. Flow (perm) 179 3579 1601 814 3571 0 1335 1706 0 1275 1742 0Satd. Flow (RTOR) 82 2 78 37Lane Group Flow (vph) 5 480 47 242 1768 0 174 125 0 21 74 0Turn Type pm+pt NA Perm pm+pt NA Perm NA Perm NAProtected Phases 5 2 1 6 8 4Permitted Phases 2 2 6 8 4Total Split (s) 14.0 56.0 56.0 14.0 56.0 30.0 30.0 30.0 30.0Total Lost Time (s) 4.0 6.5 6.5 4.0 6.5 6.5 6.5 6.5 6.5Act Effct Green (s) 48.3 38.7 38.7 54.2 50.0 16.2 16.2 16.2 16.2Actuated g/C Ratio 0.59 0.48 0.48 0.67 0.62 0.20 0.20 0.20 0.20v/c Ratio 0.02 0.28 0.06 0.37 0.80 0.65 0.31 0.08 0.20Control Delay 6.0 14.1 1.2 7.5 17.6 42.4 14.5 27.6 17.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 6.0 14.1 1.2 7.5 17.6 42.4 14.5 27.6 17.3LOS A B A A B D B C BApproach Delay 12.9 16.4 30.8 19.6Approach LOS B B C BQueue Length 50th (m) 0.3 22.8 0.0 12.3 90.4 23.9 5.8 2.6 4.5Queue Length 95th (m) 1.4 37.7 2.1 26.5 #219.3 49.4 20.9 9.0 16.3Internal Link Dist (m) 293.1 334.4 223.8 202.8Turn Bay Length (m) 50.0 30.0 80.0 40.0 10.0Base Capacity (vph) 313 2203 1017 664 2199 390 553 372 535Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.02 0.22 0.05 0.36 0.80 0.45 0.23 0.06 0.14



Appendix B - Intersection Performance Analysis Page B-61: Portland Hills Dr/Regal Rd & Portland St 2017 PM Peak Hour With Site Development - Added EB RT Lane


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 15 1455 74 135 725 55 95 33 258 60 50 10Satd. Flow (prot) 1789 3579 1601 1789 3539 0 1789 1633 0 1789 1834 0Flt Permitted 0.342 0.076 0.715 0.272Satd. Flow (perm) 644 3579 1601 143 3539 0 1347 1633 0 512 1834 0Satd. Flow (RTOR) 82 11 197 10Lane Group Flow (vph) 16 1532 78 142 821 0 100 307 0 63 64 0Turn Type pm+pt NA Perm pm+pt NA Perm NA Perm NAProtected Phases 5 2 1 6 8 4Permitted Phases 2 2 6 8 4Total Split (s) 14.0 56.0 56.0 14.0 56.0 30.0 30.0 30.0 30.0Total Lost Time (s) 4.0 6.5 6.5 4.0 6.5 6.5 6.5 6.5 6.5Act Effct Green (s) 55.3 45.6 45.6 60.2 54.1 14.7 14.7 14.7 14.7Actuated g/C Ratio 0.64 0.53 0.53 0.70 0.63 0.17 0.17 0.17 0.17v/c Ratio 0.03 0.81 0.09 0.55 0.37 0.44 0.69 0.72 0.20Control Delay 5.4 21.8 3.2 20.5 9.8 39.3 21.8 77.8 28.9Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 5.4 21.8 3.2 20.5 9.8 39.3 21.8 77.8 28.9LOS A C A C A D C E CApproach Delay 20.7 11.4 26.1 53.1Approach LOS C B C DQueue Length 50th (m) 0.7 99.1 0.0 6.3 25.3 15.5 17.0 10.3 8.0Queue Length 95th (m) 3.1 165.0 6.6 28.6 63.0 30.8 44.2 #27.1 19.0Internal Link Dist (m) 293.1 334.4 223.8 202.8Turn Bay Length (m) 50.0 30.0 80.0 40.0 10.0Base Capacity (vph) 573 2107 976 295 2285 376 598 143 519Starvation Cap Reductn 0 0 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.03 0.73 0.08 0.48 0.36 0.27 0.51 0.44 0.12

Intersection SummaryCycle Length: 100Actuated Cycle Length: 86Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.81Intersection Signal Delay: 19.9 Intersection LOS: BIntersection Capacity Utilization 90.8% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.


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