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HomeMy WebLinkAboutTraffic Study - Darlington Boulevardr paradigm NSPORTATION SOLUTIONSLIMITED Darlington Boulevard Neighbourhood Traffic Study Courtice, Municipality of Clarington Paradigm Transportation Solutions Limited May 2017 Project Number 170071 May 2017 Client Municipality of Clarington 40 Temperance Street Bowmanville ON L1 C 3A5 Client Contact Tony Cannella Head, Engineering Services Department Ron Albright, P.Eng. Assistant Director Engineering Services Consultant Project Team Garry Pappin, BES, CET, LEL Adrian Soo, B.A.Sc., P.Eng., MITE Andrew Steinsky, B.Eng., EIT Paradigm Transportation Darlington Boulevard Neighbourhood Traffic Study, Courtice, Municipality of Clarington List of Revisions Version Date Description 21 April 2017 Draft for Comment 2 5 May 2017 Final Signatures and Seals G /2_ Signature Disclaimer Ontario Limited Li Name: G. F P APPIN. Number. 1001457258 % Category: TRANSPORTATION: Tr: Limitations: 5 ,Zbcy Zpt -7 This licence is subjectto thelirnitations a: on the certificate. Association of ProftWonal Ew*.Ineers Engineer's Seal aetif"d This document has been prepared for the titled project or named part thereof (the "project") and except for approval and commenting municipalities and agencies in their review and approval of this project, should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the project for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned and the approval and commenting municipalities and agencies for the project. Solutions Limited To the extent that this report is based on information supplied by other parties, 5000 Yonge Street, Suite 1901 Paradigm Transportation Solutions Limited accepts no liability for any loss or damage Toronto ON M2N 7E9 suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Paradigm Transportation p: 416.479.9684 Solutions Limited and used by Paradigm Transportation Solutions Limited in www.ptsl.com preparing this report. Paradigm Transportation Solutions Limited onta"o Darlington Boulevard Neighbourhood, Courtice i Traffic Study 1 170071 i April 2017 Executive Summary Content Paradigm Transportation Solutions Limited (Paradigm) was retained by the Municipality of Clarington to undertake a study to examine traffic volumes and patterns in a neighbourhood served by Darlington Boulevard in the community of Courtice. Residents of the subject neighbourhood have expressed concerns about traffic, and specifically non -local traffic, using the combination of Darlington Boulevard-Foxhunt Trail-Edinborough Lane - Kingswood Drive as a shortcut local road route to avoid using the alternative arterial road route of Regional Highway 2-Townline Road. These concerns have intensified with the recent proposal of development on vacant lands to the east of this neighbourhood, which would include a new access on Darlington Boulevard. The purpose of the study is twofold: first, to confirm the extent of non -local traffic and identify potential measures to mitigate impacts; and second, to assess the potential for increases in neighbourhood traffic due to the proposed new development and identify additional alternative mitigation measures. Conclusions The conclusions of the Traffic Study are as follows: Under base year (2017) conditions the intersections of Regional Highway 2 with Townline Road and Darlington Boulevard operate at acceptable levels of service during the AM and PM peak hours under normal weather and road conditions. The operational analysis, which was supported by field observations, does not provide any indication of congested conditions at Regional Highway 2/Townline Road that could lead to motorists diverting to an alternative route through the neighbourhood that is accessed via either Darlington Boulevard or Kingswood Drive; The estimated daily traffic volumes on the main local streets within the subject residential neighbourhood, including Darlington Boulevard, Kingswood Drive, and Foxhunt Trail are at the upper limit of typical daily traffic volumes for streets with the functional classification of "Local Road". This is due primarily to the number of residences that are served by the local road network (approximately 350), and the lack of a "Collector Road" system as is typically found in newer residential subdivisions. While these local roads will not be redesigned to meet a collector road standard, it is understood that the Municipality is planning to upgrade Darlington Boulevard from its current rural design to an Paradigm Transportation Solutions Limited i Page i N_ Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 urban standard for a local road (increased pavement width, curb, gutter, sidewalk, etc.). This improvement would be done in conjunction with planned trail extensions and new residential development in the local area, and would be beneficial in terms of the safety and efficiency of local traffic flow as well as completing pedestrian and cycling connections between the existing neighbourhood and the trail system; Speed data provided by the Municipality does not indicate extraordinarily high speeds within the neighbourhood, although the narrow pavement width of Darlington Boulevard (approximately 6.4 metres) could contribute to a perception of higher speeds occurring; The historical trend in traffic volumes along the subject section of Regional Highway 2 indicate that there have been variations in traffic volumes year to year, but over the longer term (approximately nine years), the peak hour volumes have been relatively stable with annual growth ranging from less than 1 % per year in the AM peak to approximately 2% per year in the PM peak hour; The key turning movements at the intersections of Regional Highway 2 with Townline Road and Darlington Boulevard that could indicate the potential for traffic to divert to an alternative route through the subject neighbourhood, i.e. westbound to southbound left turns and northbound to eastbound right turns, were also found to be relatively consistent over the longer term; In comparing the travel time along the arterial route of Regional Highway 2 and Townline Road to the neighbourhood route using Darlington Boulevard-Foxhunt Trail-Edinborough Lane -Kingswood Drive, it was generally found that there was little difference for travel in the eastbound direction. Travel in the westbound direction was found to be slower via the neighbourhood route due to the delay experienced in making a left turn from Regional Highway 2 to Darlington Boulevard. Therefore, there is no significant travel time advantage to be gained by using the neighbourhood route under typical weather and road conditions; The traffic count data collected within the neighbourhood, and supported by field observations, indicates that there was relatively little non -local traffic using the subject neighbourhood road network on the survey day; Several neighbourhood traffic mitigation measures were identified and evaluated including traffic calming on Darlington Boulevard, and traffic controls/restrictions on access between Foxhunt Trail and Edinborough Lane. It is concluded that while these measures could be effective in discouraging or eliminating non -local traffic, they would also impact the travel patterns and route flexibility afforded to Paradigm Transportation Solutions Limited I Page ii Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 local residents under existing conditions. Therefore, implementing traffic calming on Darlington Boulevard is concluded to be the most reasonable measure for mitigating speed on this road (to encourage closer compliance with the current speed limit of 50 km/h, and possibly allow for a reduced posted speed limit), while not impacting local traffic circulation routes within the neighbourhood. Traffic calming measures could be introduced in conjunction with the upgrading of Darlington Boulevard to an urban local standard; and With a large residential development proposed immediately to the east of the subject neighbourhood, which included a proposed access on Darlington Boulevard, local residents have expressed concerns about the potential traffic impact on the existing local street network. It is concluded that these are valid concerns considering that several of the local streets are at the upper traffic volume threshold for their functional classification under existing conditions. Several effective mitigation measures have been identified in this study, and the preferred measure is to eliminate the proposed Darlington Boulevard site access (via Street Y) and signalize the proposed site access (Street W) at Regional Highway 2. Further discussion is required with Durham Region regarding the implementation of a new traffic signal since the intersection does not fit within standard signalized intersection spacing for this type of arterial road, and as such, it could have an adverse effect on network operations. If approved for signalization, details regarding the funding of the signal installation and maintenance would have to be resolved between Durham Region, the Municipality of Clarington, and the proponent of the new development. Recommendations The recommendations of the Traffic Study are as follows: Incorporate traffic calming measures along the residential section of Darlington Boulevard in conjunction with its planned upgrade to an urban standard for a local road (increased pavement width, curb, gutter, sidewalk, etc.); Modify the proposed site plan for the future development of the 1475 Regional Highway 2 site to eliminate the Street Y connection to Darlington Boulevard; and Consult with Durham Region regarding the potential for a new traffic signal on Regional Highway 2 at the proposed new site's main access (Street W). Paradigm Transportation Solutions Limited I Page iii Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 Contents 1 Introduction............................................................... 1 2 Existing Conditions ................................................... 4 2.1 Roads and Traffic Control.................................................................4 2.2 Traffic Data Collection......................................................................7 2.3 Traffic Observations........................................................................17 2.4 Peak Hour Traffic Operations.........................................................18 2.5 Daily Traffic Volume and Functional Classification ......................22 2.6 Travel Speeds...................................................................................23 2.7 Historical Traffic Volume Trend......................................................24 3 Neighbourhood Traffic Infiltration ......................... 26 3.1 Infiltration Route..............................................................................26 3.2 Local Neighbourhood Traffic Characteristics...............................28 3.3 Summary ...........................................................................................31 4 Neighbourhood Traffic Mitigation Measures........ 32 4.1 Alternatives.......................................................................................32 4.2 Evaluation.........................................................................................33 5 Proposed Residential Development ...................... 36 6 Conclusions and Recommendations .................... 39 6.1 Conclusions......................................................................................39 6.2 Recommendations...........................................................................41 Appendices Appendix A Traffic Data Appendix B Existing Synchro Analysis Outputs Paradigm Transportation Solutions Limited I Page iv Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 Figures Figure1.1: Study Area..............................................................................2 Figure 2.1: Study Area Intersections: Lane Configurations and Traffic ControlDevices......................................................................6 Figure 2.2A: Base Year (2017) Traffic Volumes - AM Peak Hour ............9 Figure 2.213: Base Year (2017) Traffic Volumes - PM Peak Hour ..........10 Figure 2.3: 12 -Hour Traffic Entering Townline Road/Regional Vehicle Speeds.....................................................................23 Highway2.............................................................................11 Figure 2.4: 12 -Hour Traffic Entering Darlington Boulevard/Regional Highway2.............................................................................12 Figure 2.5: 12 -Hour Traffic Entering Darlington Boulevard/LCBO Movement Volume Comparison.........................................25 SouthAccess........................................................................13 Figure 2.6: 12 -Hour Traffic Entering Townline Road S/Kingsway Gate ...............................................................................................14 Figure 2.7: 12 -Hour Traffic Entering Foxhunt Trail/Edinborough Lane AM Peak Period Travel Time Data......................................26 ...............................................................................................15 Figure 2.8: 12 -Hour Traffic Entering Townline Road S/Olive Avenue - KingswoodDrive..................................................................16 Figure 3.1: Travel Time Routes..............................................................27 Figure 3.2: 12 -Hour Traffic Volume Northbound and Southbound on Darlington Boulevard (south of LCBO South Access)...... 29 Figure 3.3 12 -Hour Traffic Volume Eastbound and Westbound on Kingswood Drive (east of Townline Road) ......................... 30 Figure 4.1: Neighbourhood Traffic Management Options...................34 Figure 5.1: Site Plan - 1475 Regional Highway 2 ..................................37 Tables Table 2.1: Secondary Data Collection...................................................8 Table 2.2: Level of Service Definitions.................................................18 Table 2.3: Base Year Peak Hour Traffic Operations ...........................21 Table 2.4: Daily Traffic Volumes...........................................................22 Table 2.5: Vehicle Speeds.....................................................................23 Table 2.6: Intersection Volume Comparison.......................................24 Table 2.7: Regional Highway 2 & Townline Road - Peak Hour Turning Movement Volume Comparison.........................................25 Table 2.8: Regional Highway 2 & Darlington Boulevard - Peak Hour Turning Movement Volume Comparison ...........................25 Table 3.1: AM Peak Period Travel Time Data......................................26 Table 3.2: PM Peak Period Travel Time Data......................................26 Table 4.1: Evaluation of Alternative Traffic Mitigation Measures .....33 Paradigm Transportation Solutions Limited I Page v Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 1 Introduction Paradigm was retained by the Municipality of Clarington to undertake a study to examine traffic volumes and patterns in a neighbourhood served by Darlington Boulevard in the community of Courtice. Figure 1.1 shows the study area. Residents of the subject neighbourhood have expressed concerns about traffic, and specifically non -local traffic, using the combination of Darlington Boulevard-Foxhunt Trail-Edinborough Lane -Kingswood Drive as a shortcut local road route to avoid using the alternative arterial road route of Regional Highway 2-Townline Road. These concerns have intensified with the recent proposal of development on vacant lands to the east of this neighbourhood, which would include a new access on Darlington Boulevard. The purpose of the study is twofold: first, to confirm the extent of non -local traffic and identify alternative measures to mitigate impacts; and second, to assess the potential for increases in neighbourhood traffic due to the proposed new development and identify additional alternative mitigation measures. The scope and methodology of the study is as follows: Data collection: x Obtain historical traffic count and speed data; x Conduct turning movement counts (TMCs) for a 12 -hour period (7 AM to 7 PM) at key intersections; x Review the supporting traffic study for the proposed new development; Analysis: x Compare current and historical traffic counts to assess both the order -of -magnitude of traffic within the neighbourhood as well as how traffic volumes may have changed; x Assess the traffic volumes for the study area intersections with respect to operational performance, and mid -block road sections relative to the functional classifications of the subject roads; x Use the residential land use characteristics and observed traffic patterns to assist in estimating the potential volume of through traffic within the neighbourhood; Paradigm Transportation Solutions Limited I Page 1 Study Area Intersections Proposed Development I------- 1475 Regional Highway 2 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 Improvement Alternatives: x Identify and evaluate "through traffic" mitigation measures that could be considered for implementation within the subject neighbourhood; and x Identify and evaluate potential mitigation measures that could minimize the potential traffic impact of the recently proposed new development on the existing neighbourhood. The study findings and recommendations are to be presented to local residents, the proponent of the new development, and Durham Region for their information, and to assist in confirming the timing and implementation of road network improvements to address the identified issues. Paradigm Transportation Solutions Limited I Page 3 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 2 Existing Conditions 2.1 Roads and Traffic Control The study area is bounded by Regional Highway 2 to the north, Townline Road to the west, Olive Avenue -Kingswood Drive to the south, and the park lands/future development area to the east. The characteristics of the roads and intersections within the study area are described below. Reference was made to the Durham Region Official Plan - Schedule C and the Municipality of Clarington Official Plan - Map B2. Regional Highway 2 is a five -lane Type B arterial road under the jurisdiction of Durham Region, and has a posted maximum speed limit of 50 km/h within the study area limits. Sidewalks are provided on both sides of the roadway; Townline Road (Regional Road 55) is a two-lane Type B arterial road under the jurisdiction of Durham Region, and has a posted maximum speed limit of 50 km/h. Sidewalks are provided on both sides of the roadway. It has an urban cross-section and a solid yellow centreline pavement marking. The northbound lane is approximately 4.8 metres wide, and the southbound lane is approximately 5.7 metres wide; x A signalized intersection is formed with Regional Highway 2. Auxiliary left turn lanes are provided on all intersection approaches, and an auxiliary right turn lane is provided on the southbound approach. Eastbound, westbound, and southbound advanced left turn phases are provided under the current signal timing plan; Darlington Boulevard is a two-lane local road under the jurisdiction of the Municipality of Clarington, and has a posted maximum speed limit of 50 km/h. No sidewalks are provided along this roadway. The pavement width is approximately 6.4 metres and has narrow gravel shoulders on each side. There are no pavement markings; x A signalized intersection is formed at Regional Highway 2 with Darlington Boulevard as the south leg and Varcoe Road as the north leg. Auxiliary left turn lanes are provided on all intersection approaches. No advance turn phases are provided under the current signal timing plan; and x On Darlington Boulevard, between the residential area and Regional Highway 2, there are two commercial accesses on the west side and one on the east site. The west side commercial is a mix of restaurants and retail, including a relatively new LCBO outlet. The east side commercial includes an Esso gas bar, car wash, and Tim Hortons take-out facility; Paradigm Transportation Solutions Limited Page 4 9 p � 9 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 Foxhunt Trail is a two-lane local road under the jurisdiction of the Municipality of Clarington, and has an assumed statutory maximum speed limit of 50 km/h (no signs posted). Sidewalks are provided on the south and west sides of this roadway; x An unsignalized T -intersection is formed with Darlington Boulevard, with stop control on the Foxhunt Trail approach; Edinborough Lane is a two-lane local road under the jurisdiction of the Municipality of Clarington, and has an assumed statutory maximum speed limit of 50 km/h (no signs posted). Sidewalk is provided on the south side of the roadway; x An unsignalized T -intersection is formed with Foxhunt Trail, with stop control provided on the Edinborough Lane approach; Kingswood Drive is a two-lane local road under the jurisdiction of the Municipality of Clarington, and has an assumed statutory maximum speed limit of 50 km/h (no signs posted). Sidewalk is provided on the west side of the roadway for the section south of Edinborough Lane, and on the north side of the roadway for the section east of Townline Road. Kingswood Drive is aligned across from Olive Avenue; x An unsignalized T -intersection is formed with Townline Road, with stop control on the Kingswood Drive -Olive Avenue approaches; Olive Avenue (Regional Road 59) is a two-lane Type C arterial road under the jurisdiction of Durham Region, and has a posted maximum speed limit of 50 km/h. Sidewalk is provided along the north side of the roadway for the section just west of Townline Road. As described above, Olive Avenue is aligned across from Kingswood Drive at their intersection with Townline Road; and Kingsway Gate is a two-lane local road under the jurisdiction of the Municipality of Clarington, and has an assumed statutory maximum speed limit of 50 km/h. Sidewalk is provided along the north side of the roadway; x An unsignalized T -intersection is formed with Townline Road, with stop control on the Kingsway Gate approach. According to the Municipality of Clarington's map of the cycling network within the community of Courtice', no designated bicycle facilities are currently provided along the study area roads. Therefore, all cycling trips would be accommodated within the travelled sections of the existing roadways. Figure 2.1 illustrates the lane configurations and traffic control devices at the study area intersections. ' Clarington Cycling Map - Courtice http://www.clarington. net/en/be-active/resources/Cyclin _ /c/CCycl ing-Map-Courtice.pdf Paradigm Transportation Solutions Limited I Page 5 94 0 Tonal vilg &*. 10 A., kp, � M-1 'IF IL 0 ON -60 -,je "Noo v Wxv%cj'5' ,4e Ni Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 2.2 Traffic Data Collection Traffic data was assembled for the study through primary data collection (as detailed below), and from information provided by Durham Region and the Municipality of Clarington. Intersection turning movement counts (TMCs) were conducted by Paradigm on 30 March 2017 for a 12 -hour period (7:00 AM to 7:00 PM) at the following intersections: ® Regional Highway 2/Townline Road; ® Regional Highway 2/Darlington Boulevard; ® Darlington Boulevard/LCBO South Access (i.e. last commercial access to the south before the residential section of Darlington Boulevard begin); ® Foxhunt Trail/Edinborough Lane; ® Townline Road/Olive Avenue -Kingswood Drive; and ® Townline Road/Kingsway Gate. Technical issues arose with the camera located at the intersection of Townline Road/Kingsway Gate. Subsequently this intersection was recounted on 4 April 2017. Table 2.1 summarizes additional (secondary source) traffic data provided by Durham Region and the Municipality of Clarington. Paradigm Transportation Solutions Limited I Page 7 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 TABLE 2.1: SECONDARY DATA COLLECTION ..Location Date 22 May 2008 Regional Highway 2 & Townline Road 08 August 2012 Turning 15 October 2015 Movement Counts 03 June 2008 Regional Highway 2 & Darlington Boulevard 01 November 2012 08 October 2015 Regional Highway 2 west of Varcoe Road May 2015 Automatic April 2015 Traffic Townline Road (RR55) north of Olive Avenue Recorder (RR59) July 2015 September 2015 Counts April 2015July Olive Avenue (RR59) west of Townline Road (RR55) 2015 October 2015 Darlington Boulevard Northbound (Mid - Block) May 11 - 26, 2016 Darlington Boulevard Southbound (Mid- May 16 - June 7, Block) 2016 Speed Surveys Foxhunt Trail Southbound (bend west of August 11 - Darlington Boulevard) September 7, 2016 Foxhunt Trail Westbound (bend west of August 11 - 21, Darlington Boulevard) 2016 Figure 2.2A and Figure 2.213 illustrate the base year (2017) traffic volumes, for the AM and PM peak hours, respectively. Figures 2.3 - 2.8 show the total volumes entering each study area intersection over a 12 -hour period from 7:00 AM to 7:00 PM. These charts illustrate the arterial and local traffic volumes in the study area on a common vertical scale (traffic volume) for ease of comparison. Appendix A contains the data summaries from the primary and secondary traffic data collection. Paradigm Transportation Solutions Limited I Page 8 t d0 0 c Z 1 41 T Ak 'E R�°D vRNM �� j >0 1 oa)Lt 245 r- r- ot 33 N r 971 Durham Regional Highway 2 `� +-- 1242 1127 * j 4 196 1449 *J j 4 V 63 1338 432 -► 45 S T r• 609-+ 34 +l 615-+ 354 r -00"t 54500� 33 Z 00 30 Z C0 OV v o a N T sjN ,.Ca C C d ti a � m m v o j cc C N Co 3 3 *j j F MT 3► 2 °i o LCBO South 1 Z " Driveway T a)Kingsway Co L 36 Gate M v j �► F 3 39 j T r 14-+ rn N Ln *N 00 eov (7 Co C r 7 K = r- N R LL�jT N r,-0 0 0 Private 0 Driveway a X32 + j 4 r 0 0 0 17— 2 0-+ y Edinborough 0 ,n (D 0 a Lane 15 Z `\j C' c F N M K j o LL v rn " CI) v j" T o t 16 Kingswood CoCC) +-- 39 Drive +-- 427 * j L► V 0 - 55 232- 226 T r 12-* Olive 6 r o 0 Avenue 0 Z T j z 2017 Existing Traffic Volumes g paradigm AM Peak Hour Darlington Boulevard Neighbourhood -Traffic Study Figure 1.2 170071 M dt 0 Z 1 0 T 1 R c�D o�0 i R M O c� am co t 253 Co 0 cIJ t 46 r N ch 707 Durham Regional Highway 2 T 1032 - 869 * j 4 171 - 1131 1194 * j 4 r 95 1173 1356-+ 159 S Fl T r► 1715-+ 2097-+ 101 --t +l T r 2216-+ 1154-+ 0 r- 00 1934-+ 0 co o 43 Z' N N62 Z °° r c _5 N 1 .. 0 " cj CQj 1 0 in o j CO c 3 20 .j j 0 (o T 62 ► 51 M o LCBO South 11 z 0 j 'T Driveway 0 0 0 Kingsway i Co °' t 23 Gate r- o j �► V B 31 j T r 42-+ rn Ln c4 v c T o Ln co Cp C 1 x -Loco LL�j N LO 0 0 0 Private 0 Driveway X51 +j - 0 0 0 47-+ 12 s *1 T r 1_+ cc y Edinborough 1 m 0 r o C Lane 34 Z a Tc' K H j 0 LL M M V M co j" 0 0 t 10 Kingswood m T 35 Drive 352 * j L► V 0 +--45 521 s *1 T r► 67-+ Olive 51 0 M 0 Avenue 4 Z T V co 1 z 2017 Existing Traffic Volumes g paradigm PM Peak Hour Darlington Boulevard Neighbourhood-TrafficStudy t1gure L.LI$ 170071 Townline Road & Regional Highway 2 7:00 AM - 7:00 PM (30 March 2017) 4000 3500 3000 2500 2000 O 1500 1000 500 O 7:00-8:00 8:00-9 00 9:00-10:00 10:00-11:00 11:00-12:OC 12:00-13:00 13:00-14:00 14:00-15:00 15:00-16:00 16:00-17:C0 17:00-18:00 18:OC-19:00 TIME ■ Intersection Total Volume Entering i paradigm 12 -Hour Traffic Volume Entering •'-%• �:WQRWION 5OlL11I: •.:. "Iffy Townline Road/Regional Highway 2 Intersection Darlington Boulevard Neighbourhood -Traffic Study Figure 2.3 170071 4000 3500 3000 2500 2000 O 1500 1000 500 0 Darlington Boulevard & Regional Highway 2 7:00 AM - 7:00 PM (30 March 2017) 7:00-8:00 8:00-9 00 9:00-10:00 10:00.11:00 11:0Q12:0C 12:00-13:00 13:00-14:00 14:00-15:00 15:OC-16:C0 16:OC-17:Cb 17:00-18:00 18:OC-19:00 TIME ■ Intersection Total Volume Entering i paradigm 12 -Hour Traffic Volume Entering •'-%• �:.WQRWION 5OlL11I: •.:. Darlington Boulevard/Regional Highway 2 Intersection Darlington Boulevard Neighbourhood -Traffic Study 'igure 2.4 170071 Darlington Boulevard & LCBO South Access 7:00 AM - 7:00 PM (30 March 2017) 4000 3500 3000 2500 2000 O 1500 1000 500 _ = _ _ _ = = M ■ ■ ■ ■ U 7:00-8:00 8:00-9 00 9:00-10:00 10:00-11:00 11:00-12:OC 12:00-13:00 13:00-14:00 14:00-15:00 15:00-16:00 16:00-17:C0 17:00-18:00 18:OC-19:00 TIME ■ Intersection Total Volume Entering i ■■parad,i m 12 -Hour Traffic Volume Entering Darlington Boulevard/LCBO South Access Intersection Darlington Boulevard Neighbourhood -Traffic Study Figure 2.5 170071 Foxhunt Trail & Edinborough Lane 7:00 AM - 7:00 PM (30 March 2017) 4000 3500 3000 2500 2000 O 1500 1000 500 0 M M M M 7:00-8:00 8:00-9 00 9:00-10:00 10:00.11:00 11:C0 -12:0C 12:00-13:00 13:00-14:00 14:00-15:00 15:OC-16:C0 16:OC-17:Cb 17:00-18:00 18:OC-19:00 TIME ■ Intersection Total Volume Entering i paradigm 12 -Hour Traffic Volume Entering . Foxhunt Trail/Edinborough Lane Intersection Darlington Boulevard Neighbourhood -Traffic Study Figure 2.6 170071 Townline Road S & Olive Avenue -Kingswood Drive 7:00 AM - 7:00 PM (30 March 2017) 4000 3500 3000 2500 2000 O 1500 1000 500 0 7:00-8:00 8:00-9 00 9:00-10:00 10:00.11:00 11:00-12:00 12:00-13:00 13:00-14:00 14:00-15:00 15:OC-16:C0 16:OC-17:Cb 17:00-18:00 18:0019:00 TIME ■ Intersection Total Volume Entering • i ■■para I m 12 -Hour Traffic Volume Entering •'-%• �:.WQRWION 5OlL11I: •.:. "Iffy Townline Road S/Olive Avenue -Kingswood Drive Intersection Darlington Boulevard Neighbourhood -Traffic Study -figure 2.7 170071 Townline Road S & Kingsway Gate 7:00 AM - 7:00 PM (4 April 2017) 4000 3500 3000 2500 2000 O 1500 1000 500 0 7:00-8:00 8:00-9 00 9:00-10:00 10:00.11:00 11:00-12:0C 12:00-13:00 13:00-14:00 14:00-15:00 15:Oa16:C0 16:Oa17:Cb 17:00-18:00 18:OC-19:00 TIME ■ Intersection Total Volume Entering i ■■A-JC1rC1C�l m 12 -Hour Traffic Volume Entering •'-%•�: SPQRiA;IQN 50lLTi^'•'.� "If I Townline Road S/Kingsway Gate Intersection Darlington Boulevard Neighbourhood -Traffic Study r'igure 2.8 170071 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 2.3 Traffic Observations Paradigm staff was in the field to conduct observations during the AM and PM peak hours. Key points from the site visit are as follows: During the AM and PM peak hours, traffic operations within the study area were generally good; Vehicle speeds on the residential roads within the study area appeared to be reasonable for the conditions and the existing traffic controls. Specifically, the following was noted: x Average free flow travel speed through the neighbourhood infiltration route via Darlington Boulevard was in the range of 40- 45 km/h; x Average free flow travel speed via the arterial route was in the range of 50-55 km/h; With four 900 turns to navigate using the Darlington Boulevard route, it is noted that travel speed at these corners reduces significantly; During the AM peak hour, little to no westbound -south bound - westbound traffic infiltration through the neighbourhood was observed. During the collection of travel time data, one vehicle was witnessed infiltrating through the residential neighbourhood by turning from westbound Regional Highway 2, and using the Darlington Boulevard-Foxhunt Trail-Edinborough Lane -Kingswood Drive route to continue travelling westbound on Olive Avenue; During the PM peak hour, little to no eastbound -northbound - eastbound traffic infiltration through the neighbourhood was observed; Townline Road is characterized by relatively low traffic volumes with conventional traffic flow (i.e. straight alignment with few turning opportunities and consistent speed), while Darlington Boulevard and its connecting local streets are characterized by very low traffic volumes with more random traffic flow (i.e. many turning opportunities at driveways and at several public road intersections, curvilinear routing, and several changes in speed); During the AM peak hour, there was a clear pattern of higher southbound traffic flow along Townline Road, and with all southbound traffic making the right turn movement onto Olive Avenue; and During the PM peak hour, the reverse higher northbound traffic volumes are apparent on Townline Road, and consequently, there are few gaps in northbound traffic flow. Significant eastbound queuing was observed on the Olive Avenue approach to Townline Road, and the eastbound to northbound left turn queue regularly exceeded the storage length of the left turn lane. However, eastbound traffic discharged efficiently from Olive Avenue to Paradigm Transportation Solutions Limited I Page 17 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 Townline Road due to the low volume of opposing traffic (i.e. westbound through traffic from Kingswood Drive is very low). 2.4 Peak Hour Traffic Operations Intersection level of service (LOS) is a recognized method of quantifying the average delay experienced by drivers at intersections. It is based on the delay related to the number of vehicles desiring to make a through or turning movement, compared to the estimated capacity for that movement. The capacity is based on several criteria including, but not limited to, vehicle headways, intersection geometry, vehicle composition, opposing traffic flows, and for signalized intersections, signal timing. Capacity is evaluated in terms of the ratio of demand flow to capacity with an at -capacity condition represented by a v/c ratio of 1.00 (i.e. volume demand equals capacity). Table 2.2 summarizes the level of service criteria for signalized and stop controlled intersections. The highest possible rating is LOS A, under which the average total delay is equal or less than 10.0 seconds per vehicle. When the average delay exceeds 80 seconds for signalized intersections, 50 seconds for unsignalized intersections or when the volume to capacity ratio is greater than 1.0, the movement is classed as LOS F and improvements are usually implemented, if they are feasible. LOS E is generally used as a guideline for the determination of road improvement needs on through lanes, while LOS F may be acceptable for left -turn movements at peak times, depending on capacity and safety considerations. It is also recognized that the guidelines for determining when improvements are necessary can vary in different municipalities. TABLE 2.2: LEVEL OF SERVICE DEFINITIONS Level of Service (LOS) Signalized Intersections Unsignalized Average Total Delay Average (sec/veh) Intersections Total Delay (sec/veh) The existing operations of the study area intersections were evaluated by using Synchro 9.1 and HCM 2000 procedures. The current signal timing plans for the intersections on Regional Highway 2 were provided by the Region of Durham. The analysis considered the following measures of effectiveness: The LOS, based on the average control delay per vehicle, for each turning movement; Paradigm Transportation Solutions Limited I Page 18 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1170071 I April 2017 The volume to capacity (v/c) ratio for movement and intersection; and The 95th percentile queue length for each movement. The key parameters used in the analysis included: Existing lane configurations as documented from the site visit; Heavy vehicle percentages as derived from existing traffic counts; Peak hour factors as derived from the existing traffic counts for the AM and PM peak hours, respectively; Existing signal timing plans; and Synchro default values for all other inputs. To adhere to the Durham Region and the Municipality of Clarington's guidelines for operational analysis (as detailed within each of their respective Traffic Impact Study Guidelines), the following criteria have been used to define critical movements at the study area intersections: Level of Service for individual movements that exceed LOS D; and 95th percentile queue lengths for individual movements that exceed the available turning lane storage. Table 2.3 provides a summary of the results of the analysis for the existing weekday AM and PM peak hour intersection operations. The key findings are as follows: The intersection of Regional Highway 2/Townline Road operates with acceptable levels of service (LOS C) during both the AM and PM peak hours. The following minor deficiencies are noted: x In the AM peak hour, the southbound left turn movement 951h percentile queue exceeds the available storage lane length by four (4) metres (less than one car length); x In the PM peak hour, the southbound left turn movement (over 300 vehicles) is operating at LOS F, with a v/c ratio of 1.09 (exceeding the theoretical capacity), and the 95th percentile queue exceeds the available storage by 47 metres (approximately seven car lengths). The intersection of Regional Highway 2/Darlington Boulevard-Varcoe Road operates with very good levels of service in the AM (LOS A) and PM (LOS B) peak hours; The intersection of Darlington Boulevard/LCBO Access (southernmost access) operates with very good levels of service in the AM and PM peak hours (both LOS A); Paradigm Transportation Solutions Limited Page 19 -44(� 9 P 9 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 The intersection of Foxhunt Trail and Edinborough Lane operates with very good levels of service in the AM and PM peak hours (both LOS A); The intersection of Townline Road/Olive Avenue -Kingswood Drive operates with acceptable levels of service in the AM (LOS B or better) and PM peak hours (LOS D or better); and The intersection of Townline Road and Kingsway Gate operates with very good levels of service in the AM and PM peak hours (both LOS B or better). Appendix B contains the detailed Synchro reports. Paradigm Transportation Solutions Limited I Page 20 mt4ltt Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 TABLE 2.3: BASE YEAR PEAK HOUR TRAFFIC OPERATIONS MOE - Measure of Effectiveness Q - 95th Percentile Queue Length (m) TCS -Traffic Control Signal <- Shared Left/Through Lane LOS - Level of Service Ex. - Existing Available Storage (m) TWSC - Two -Way Stop Control >- Shared Right/Through Lane Delay - Average Delay per Vehicle in Seconds Avail. -Available Storage (m) AWSC - All -Way Stop Control UM - Unopposed Movement Paradigm Transportation Solutions Limited I Page 21 :4ZI441qt� Direction / Movement / Approach Eastbound Westbound Northbound Southbound Intersection Control MOE s t t e Lo o > mornoJosoJorno Q. C Q. v + CO H Q F Q H Q F Q LOS B B > B B C > B C C > C C C C C C 1 -Durham Regional m Delay 16 17 > 20 10 20 > 19 25 24 > 24 32 28 23 28 21 Highway Townline TCS V/C 0.31 0.28 > 0.35 0.75 > 0.17 0.18 > 0.51 0.45 0.07 0.64 Road Q 8 35 > 26 124 > 16 20 > 47 59 12 Ex 75 - > 65 - > 20 - > 43 - - Avail. 67 > 39 > 4 > -4 LOS A A > A A A > A C C > C C C > C A 2 - Durham Regional Delay 5 5 > 5 4 6 > 6 31 28 > 30 30 33 > 32 9 Highway 2 &Darlington TCS V/C 0.17 0.25 > 0.13 0.55 > 0.40 0.09 > 0.26 0.54 > 0.55 BoulevardNarcoe Road Q 7 27 > 9 77 > 20 > 16 > Ex 50 - > 100 - > 25 - > 30 - > Avail. 43 > 91 > 5 > 14 > LOS A A A < A A A > A Delay 9 9 9 < 0 0 0 > 0 3 - Darlington Boulevard & TWSC V/C 0.00 0.00 Approach Not < 0.00 0.02 > LCBO Driveway Q 0 0 Applicable < 0 0 > Ex - - < - - > Avail. < > LOS < A > A < A > A < A > A < A > A Delay < 9 > 9 < 0 > 0 < 5 > 5 < 0 > 0 4 - Foxhunt Trail and TWSC V/C < 0.02 > < 0.00 > < 0.02 > < 0.00 > Edinborough Lane Q < 0 > < 0 > < 0 > < 0 > Ex < - > < - > < - > < - > Avail. < > < > < > < > LOS B B > B < B > B < A > A A A > A 5 -Olive Avenue Delay 14 10 > 14 < 12 > 12 < 8 > 8 7 0 > 0 (RR59)/Kingswood Drive & TWSC V/C 0.37 0.01 > < 0.90 > < 0.00 > 0.00 0.24 > Townline Road South Q 14 0 > < 3 > < 0 > 0 0 > Ex 25 - > < - > < - > 35 - > Avail. 12 - > < > < - > 35 > LOS B B B A > A < A A Delay 10 10 10 0 > 0 < 0 0 6 - Townline Road South & TWSC WC Approach Not 0.06 0.06 0.15 > < 0.01 Kingsway Gate Q Applicable 1 1 0 > < 0 Ex - - - > < - Avail. > < LOS B C > C D C > C C D > D F C B E C m 1 -Durham Regional Delay 19 25 > 24 53 21 > 26 30 36 > 35 105 22 20 61 33 Highway Townline TCS V/C 0.63 0.81 > 0.89 0.66 > 0.24 0.69 > 1.09 0.38 0.07 0.64 Road Q 27 134 > 53 95 > 18 51 > 90 49 11 Ex 75 - > 65 - > 20 - > 43 - - Avail. 48 > 12 > 2 > -47 LOS A B > B C A > B C C > C D C > D B 2 -Durham Regional Delay 9 10 > 10 32 8 > 10 29 29 > 29 42 28 > 35 14 Highway 2 & Darlington TCS V/C 0.42 0.68 > 0.75 0.50 > 0.38 0.40 > 0.74 0.36 > 0.75 BoulevardNarcoe Road Q 27 128 > 47 80 > 27 > 50 > Ex 50 - > 100 - > 25 - > 30 - > Avail. 23 > 53 - > -2 > -20 > LOS A A A < A A A > A Delay 10 10 10 < 1 1 0 > 0 3 - Darlington Boulevard & TWSC V/C 0.09 0.09 Approach Not < 0.01 0.06 > LCBO Driveway Q 2 2 Applicable < 0 0 > Ex - - < - - > Avail. < > LOS < A > A < A > A < A > A < A > A Delay < 9 > 9 < 0 > 0 < 6 > 6 < 0 > 0 4 - Foxhunt Trail and TWSC V/C < 0.06 > < 0.00 > < 0.04 > < 0.00 > Edinborough Lane Q < 2 > < 0 > < 1 > < 0 > Ex < - > < - > < - > < - > Avail. < > < > < > < > LOS D B > D < B > B < A > A A > A 5 -Olive Avenue Delay 30 11 > 28 < 11 > 11 < 0 > 0 7 0 > 0 (RR59)/Kingswood Drive & TWSC V/C 0.82 0.08 > < 0.08 > < 0.00 > 0.01 0.20 > Townline Road South Q 70 2 > < 2 > < 0 > 0 0 > Ex 25 - > < - > < - > 35 - > Avail. -45 - > < - > < > 35 > LOS B B B A > A < A A Delay 14 14 14 0 > 0 < 1 1 6 - Townline Road South & TWSC V/C Approach Not 0.08 0.08 0.30 > < 0.04 Kingsway Gate Q Applicable 2 2 0 > < 1 Ex - - - > < - Avail. - - > < MOE - Measure of Effectiveness Q - 95th Percentile Queue Length (m) TCS -Traffic Control Signal <- Shared Left/Through Lane LOS - Level of Service Ex. - Existing Available Storage (m) TWSC - Two -Way Stop Control >- Shared Right/Through Lane Delay - Average Delay per Vehicle in Seconds Avail. -Available Storage (m) AWSC - All -Way Stop Control UM - Unopposed Movement Paradigm Transportation Solutions Limited I Page 21 :4ZI441qt� Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 2.5 Daily Traffic Volume and Functional Classification To compare the existing traffic volumes on the study area roads to typical volumes for their functional classification, daily traffic volumes were estimated from the 12 -hour counts. Through a review of Durham Region's 24-hour Automatic Traffic Recorder (ATR) counts along Townline Road and Regional Highway 2, it was determined that the 12 hour volumes represent approximately 74% of the 24-hour volume. Therefore, a factor of 1.35 (1/0.74) was applied to the 12 -hour counts. Table 2.4 presents and compares the daily traffic volumes for each functional road classification. TABLE 2.4: DAILY TRAFFIC VOLUMES The summary of daily traffic indicates that the study area roadways generally have traffic volumes that are appropriate for their functional classification. However, Darlington Boulevard and Kingswood Drive are carrying traffic volumes that are 20 to 25% higher than a typical local road, and Foxhunt Trail is at the upper limit. For context, it should be noted that the typical daily traffic volume from the Transportation Association of Canada's "Geometric Design Guide for Canadian Roads" is a guideline only, and does not reflect the actual carrying capacity of a roadway. Other Ontario municipalities have established higher Paradigm Transportation Solutions Limited I Page 22 Daily Traffic -... Typical Daily Road Volume Classification Traffic Volume' Regional Highway 2 10,000 - 30,000 34,250 Major Arterial East of Townline Road (5,000-40 000 2 Regional Highway 2 10,000 - 30,000 East of Darlington Boulevard 33,600 Major Arterial (5,000-40 000 2 10,000 - 30,000 Townline Road 9,960 Major Arterial (5,000-40 000 2 Olive Avenue 10,470 Minor Arterial 5,000 - 20,000 (4,000-20 000 3 Darlington Boulevard 1,250 Local < 1,000 Foxhunt Trail 1,000 Local < 1,000 Edinborough Lane 880 Local < 1,000 Kingswood Drive 1,200 Local < 1,000 Kingsway Gate 930 Local < 1,000 ' Transportation Association of Canada - Geometric Design Guide for Canadian Roads, Table 1.3.4.2 Characteristics of Urban Roads 2 Durham Region Official Plan Arterial Road Criteria for Type B Arterials s Durham Region Official Plan Arterial Road Criteria for Type C Arterials The summary of daily traffic indicates that the study area roadways generally have traffic volumes that are appropriate for their functional classification. However, Darlington Boulevard and Kingswood Drive are carrying traffic volumes that are 20 to 25% higher than a typical local road, and Foxhunt Trail is at the upper limit. For context, it should be noted that the typical daily traffic volume from the Transportation Association of Canada's "Geometric Design Guide for Canadian Roads" is a guideline only, and does not reflect the actual carrying capacity of a roadway. Other Ontario municipalities have established higher Paradigm Transportation Solutions Limited I Page 22 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 daily volume thresholds for local roads that reflect the characteristics of their communities (e.g. City of London <1,500 vehicles per day, City of Windsor <3,000 vehicles per day, etc.). The higher volumes in the subject neighbourhood are primarily due to the local roads providing a "Collector" road function in the neighbourhood. Residential subdivisions are typically planned with some roads designed and designated as "Collectors", which serve an equal function for access to individual properties as well as for through traffic movement. Compared to Local roads, two-lane Collector roads typically have a wider right-of-way (23 metres versus 20 metres), wider travel lanes (10 metres versus 8.5 metres), provide for parking on both sides of the street (versus one side), have sidewalks on both sides of the street (versus one side), and carry up to 8,000 vehicles per day. The subject subdivision, however, only has a network of local roads. Darlington Boulevard, being the oldest street in the neighbourhood, also has a rural design with a pavement width that is less than that of the newer local roads in the neighbourhood (approximately 6.4 metres versus 8.5 metres). 2.6 Travel Speeds Vehicle speed data was provided for several locations within the study area, namely Darlington Boulevard mid -block between Regional Highway 2 and Foxhunt Trail, and Foxhunt Trail just west of Darlington Boulevard by the 900 bend. Data was collected using radar message boards. Table 2.5 summarizes the average and 85th percentile speed data results. TABLE 2.5: VEHICLE SPEEDS For both Darlington Boulevard and Foxhunt Trail, the recorded speeds show that the average speeds are below the posted maximum limit indicating relatively good compliance. The 85th percentile speed, which is a measure that is often used for setting speed limits, also demonstrates that a 50 km/h speed limit is considered reasonable by the majority of drivers using these roadways. The speed data captured along Foxhunt Trail indicates that motorists are not travelling at excessive speeds at this location, which is in large part due to the severe curvature of the road where Foxhunt Trail and Darlington Boulevard meet. Paradigm Transportation Solutions Limited I Page 23 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 2.7 Historical Traffic Volume Trend The current 2017 intersection count data for the Regional Highway 2 intersections with Townline Road and Darlington Boulevard was compared to historical data to determine the extent of traffic volume increases or decreases. Table 2.6 summarizes the volume entering each intersection during the AM and PM peak hours for each year, the net change or difference in volume, and the corresponding percentage change per annum. TABLE 2.6: INTERSECTION VOLUME COMPARISON The comparison of total volume entering each intersection shows that there were reductions in volume at Regional Highway 2/Townline Road between 2017 and 2015, and a low to moderate rate of growth was experienced at both intersections between 2017 and 2008. The traffic data for 2012 is generally lower than the other three years, and appears to represent atypical conditions. The resultant trend over the nine-year period indicates that there has been relatively low growth in peak hour traffic except for the PM peak hour at Regional Highway 2/Darlington Boulevard-Varcoe Road. The PM peak hour traffic growth at the latter intersection has been approximately 2% per year, which can be considered to be a typical growth rate in growing, but stable communities. The peak hour turning movement volumes at these intersections were also examined to determine whether there have been any increases in certain movements that could contribute to the potential for higher volumes of non - local traffic to be travelling through the subject neighbourhood. Table 2.7 and Table 2.8 summarize the turning movements to and from the east, and specifically, westbound left turns and northbound right turns at each intersection. Paradigm Transportation Solutions Limited I Page 24 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 TABLE 2.7: REGIONAL HIGHWAY 2 & TOWNLINE ROAD - PEAK HOUR TURNING MOVEMENT VOLUME COMPARISON TABLE 2.8: REGIONAL HIGHWAY 2 & DARLINGTON BOULEVARD - PEAK HOUR TURNING MOVEMENT VOLUME COMPARISON Except for a very low westbound left turn volume in 2015 at the Regional Highway 2/Townline Road intersection, the volume of traffic for this turning movement has been relatively constant at both intersections. The westbound left turn volume at Regional Highway 2/Townline Road has been two to three times higher than the westbound left turn volume at Regional Highway 2/Darlington Boulevard. This indicates a general preference for motorists to use the arterial roads rather than the alternative route through the local neighbourhood. There also appears to be an anomaly in the 2015 northbound right turn volume at the Regional Highway 2/Townline Road intersection where a very low volume has been recorded. Otherwise, the northbound right turn volume at this intersection has been relatively constant. Similarly, the northbound right turn volume at the Regional Highway 2/Darlington Boulevard intersection has been relatively constant in the AM peak hour. The PM peak hour shows a trend of higher right turn volumes, which is likely indicative of the effect of increased commercial activity on the lands south of Regional Highway 2 on either side of Darlington Boulevard. Paradigm Transportation Solutions Limited I Page 25 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 3 Neighbourhood Traffic Infiltration 3.1 Infiltration Route Figure 3.1 illustrates both the local road -neighbourhood infiltration route that non -local traffic could use to travel between Regional Highway 2/Darlington Boulevard and Townline Road/Olive Avenue, and the arterial road route via the Regional Highway 2/Townline Road intersection. Travel time runs for the two potential travel routes were undertaken on 30 March 2017. Table 3.1 and Table 3.2 summarize the travel time data collected during the AM and PM peak periods, respectively. TABLE 3.1: AM PEAK PERIOD TRAVEL TIME DATA 1 Westbound.irection [min:sec] Neighbourhood Route: 3:06 Eastbound D Arterial Route: 1:41 2 Arterial Route: 2:00 Neighbourhood Route: 2:00 3 Neighbourhood Route: 2:00 Arterial Route: 1:50 4 Arterial Route: 2:25 Neighbourhood Route: 2:20 5 Neighbourhood Route: 2:20 Arterial Route: 1:50 TABLE 3.2: PM PEAK PERIOD TRAVEL TIME DATA During the AM peak period, the difference in travel times between the two routes for travel in either the westbound or eastbound direction was virtually the same except when delay is encountered in making the westbound left turn from Regional Highway 2 to southbound Darlington Boulevard. During the PM peak period, the arterial route takes approximately half the time compared to the neighbourhood route for westbound travel due to the delay in making the westbound left turn at the Regional Highway 2/Darlington intersection. For eastbound travel, the travel time is approximately the same. In summary, there is virtually no difference in the travel time in the eastbound direction for each route, and therefore, no significant travel time advantage would be realized by travelling through the local neighbourhood instead of using the arterial route. For the westbound direction, the use of the arterial route should provide a significant travel time advantage on a regular basis due in large part to the westbound advanced green phase at the Regional Highway 2/Townline Road intersection. Paradigm Transportation Solutions Limited I Page 26 Westbound.irection [min:sec] Eastbound D 1 Neighbourhood Route: 3:15 Arterial Route: 2:30 2 Arterial Route: 1:50 Neighbourhood Route: 2:22 3 Neighbourhood Route: 4:30' Arterial Route: 2:00 4 Arterial Route: 2:13 Neighbourhood Route: 2:50 5 1 Neighbourhood Route: 4:00' Arterial Route: 2:00 These runs were impacted by long delays at Regional Highway 2Narcoe Road -Darlington Boulevard During the AM peak period, the difference in travel times between the two routes for travel in either the westbound or eastbound direction was virtually the same except when delay is encountered in making the westbound left turn from Regional Highway 2 to southbound Darlington Boulevard. During the PM peak period, the arterial route takes approximately half the time compared to the neighbourhood route for westbound travel due to the delay in making the westbound left turn at the Regional Highway 2/Darlington intersection. For eastbound travel, the travel time is approximately the same. In summary, there is virtually no difference in the travel time in the eastbound direction for each route, and therefore, no significant travel time advantage would be realized by travelling through the local neighbourhood instead of using the arterial route. For the westbound direction, the use of the arterial route should provide a significant travel time advantage on a regular basis due in large part to the westbound advanced green phase at the Regional Highway 2/Townline Road intersection. Paradigm Transportation Solutions Limited I Page 26 u .. t Wl--- jgilvvay -giona Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 3.2 Local Neighbourhood Traffic Characteristics Figure 3.2 and Figure 3.3 provide graphs of the hourly traffic volumes by direction on Darlington Boulevard, immediately south of the LCBO South access, and on Kingswood Drive, immediately east of Townline Road. The graphs illustrate the higher traffic volumes during a two-hour AM peak period (7:00 to 9:00) and a three-hour PM peak period (3:00 to 6:00), and the lower mid-day traffic volumes. The AM peak hour two-way traffic volumes are approximately 70 vehicles at both locations (average of just over 1 vehicle per minute), the PM peak hour two-way volumes are approximately 120 vehicles per hour at both locations (average of 2 vehicles per minute), and during the mid-day the hourly two-way volumes are approximately 50 to 60 vehicles (average of 1 vehicle per minute). Overall, these represent relatively low traffic volumes. The local streets of Darlington Boulevard, Foxhunt Trail, Edinborough Lane, Kingswood Drive, and Kingsway Gate serve approximately 357 residences (low density, single family homes). This figure excludes the 29 residences on Barron Court, which only has access to Townline Road. Based on the traffic count data, the two-way traffic volume entering and exiting the subdivision is approximately 200 vehicles in the AM peak hour and 315 vehicles in the PM peak hour. Using standard trip generation reference material (Institute of Transportation Engineers, Trip Generation Manual, 91h Edition), the expected trip generation for a subdivision of 357 residences is 270 vehicle trips in the AM peak hour and 360 vehicle trips in the PM peak hour. Therefore, the actual counts represent approximately 75 to 85% of the expected volume of trips for a subdivision of this size. This suggests that the amount of infiltrating or non - local through traffic should be minimal. A review of the AM and PM peak hour intersection traffic data at the Foxhunt Trail/Edinborough Lane intersection appears to support this conclusion. In the AM peak hour, the northbound left turn and eastbound right turn volumes were 25 and 15 vehicles, respectively, for a total of 40 vehicles two- way. In the PM peak, the northbound left turn and eastbound right turn volumes were 46 and 34 vehicles, respectively, for a total of 80 vehicles two- way. With a conservative assumption that one-third of this volume is non - local traffic, results in an estimate of infiltrating traffic of approximately 13 to 25 vehicles during the AM and PM hours, respectively. This translates into one vehicle every two to five minutes on average, which represents a very low volume of through traffic. As well, some of this traffic could have a local origin or destination if the motorists are shopping or dining at the commercial developments in the southwest and southeast quadrants of the Regional Highway 2/Darlington Boulevard intersection, which have direct access on Darlington Boulevard. Paradigm Transportation Solutions Limited I Page 28 so 70 60 so W 2 40 O 30 70 10 0 Darlington Boulevard & LCBO South Access Hourly Volumes along Darlington Boulevard 7:00 AM - 7:00 PM (30 March 2017) 7:00-8:00 8:00-9:00 1 9:00-10:00 10:00-11:00 11:C 0-12:00 12:00-13:00 13:00-14:00 14:00-15:00 15:00-16:00 16:00-17:00 17:00-18: CO 18:00-19:00 TIME ■ Northhound ■ Southhound i ■■paradi M 12 -Hour Traffic Volume Northbound and Southbound on Darlington Boulevard (south of LCBO South Access) Darlington Boulevard Neighbourhood -Traffic Study Figure 3.2 170071 s0 70 60 so W 2 40 O 30 70 10 0 11 7:00-8:00 8:00-9:00 11 9:00-10:00 Townline Road S & Olive Avenue-Kingswoods Drive Hourly Volumes along Kingswood Drive 7:00 AM - 7:00 PM (30 March 2017) 7 A 10:00-11:00 11:C0-12:00 12:00-13:00 13:00-14:00 14:00-15:00 15:00-16:00 16:00-17:00 17:00-18:00 18:0019:00 TIME ■ Eastbound ■ Westhound i paradigm 12 -Hour Traffic Volume Eastbound and Westbound •'-%• �:.WQRWIQN 5OlL11^'•'.� "Iffy on Kingswood Drive (east of Townline Road S) Darlington Boulevard Neighbourhood -Traffic Study figure 3.3 170071 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 3.3 Summary In summary, the traffic volumes on the local streets within the subject neighbourhood are relatively low and do not represent unusual traffic conditions for a mature residential neighbourhood. As well, the speed of traffic in the neighbourhood does not indicate a significant speeding issue. The neighbourhood, however, was not designed with any designated "Collector" roadways, and as previously noted, the resultant volumes on some of the local streets are above the upper traffic volume guideline for a "Local" road classification. Since these local roads will not be redesigned to meet a collector road standard, it can be concluded that they are at their upper limit in terms of their functional classification. It is surmised that the concerns expressed by local residents who live on Darlington Boulevard reflect a perception of higher traffic volumes and higher speeds due primarily to the design of the roadway. As previously noted, Darlington Boulevard has a pavement width that is approximately 1.6 metres narrower than the more modern local streets in this neighbourhood (6.4 versus 8 metres), it has a rural cross section with minimal shoulder width, and no sidewalks. The roadway's characteristics reflect a country laneway design, which is also reflected in the deep residential lots and the relatively large setbacks of most of the houses away from the roadway. The traffic volumes that are somewhat higher than typical local streets, and the proximity to commercial development along the Regional Highway 2 corridor, are traffic and land use characteristics that are in contrast with what appears to be a rural setting. It is also reasoned that weather events, traffic incidents along Regional Highway 2, or construction in the area can result in congestion along the main arterial corridors and occasionally result in higher volumes of traffic short -cutting through the neighbourhood. These occasional events may be more memorable to the local residents than typical, regular traffic conditions. Notwithstanding the current design limitations of Darlington Boulevard, it is understood that the Municipality is planning to upgrade this road in the future to an urban standard for a local road (increased pavement width, curb, gutter, sidewalk, etc.). This improvement would be done in conjunction with planned trail extensions and new residential development in the local area, and would be beneficial in terms of the safety and efficiency of local traffic flow as well as completing pedestrian and cycling connections between the existing neighbourhood and the trail system. Paradigm Transportation Solutions Limited I Page 31 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 4 Neighbourhood Traffic Mitigation Measures 4.1 Alternatives Figure 4.1 illustrates potential traffic mitigation measures that could be used to affect traffic volume and/or speed within the subject neighbourhood. The measures are described below as various options for consideration by the Municipality. Option A -Traffic calming on Darlington Boulevard: x Speed humps or speed cushions (split humps) would be the most appropriate measure considering that the road is already narrow; x Combine with posting a lower maximum speed limit of 40 km/h; Option B - Turning movement restrictions at Foxhunt Trail/ Edinborough Lane: x Posting turn restrictions for northbound left turns and eastbound right turns would disrupt the most convenient through route within the neighbourhood for travel between Townline Road and Regional Highway 2; x Consideration could be given to using time -of -day restrictions to minimize the inconvenience in off peak periods; Option C - Close Edinborough Lane at Foxhunt Trail: x Similar, but more restrictive than the turning movement prohibitions, a closure would also disrupt the most convenient through route within the neighbourhood for travel between Townline Road and Regional Highway 2; x Provision for emergency service vehicle access could be maintained through the design of the closure (e.g. gated); Option D - Edinborough Lane one-way operation: x By converting Edinborough Lane from two-way to one-way operation, the most convenient through route within the neighbourhood for travel between Townline Road and Regional Highway 2 would be disrupted for the direction of travel opposite to the one-way operation; and x Provision for emergency service vehicle access could be maintained through their use of flashing lights and sirens. It should be noted that Option A could be combined with any of Options B, C, or D. Paradigm Transportation Solutions Limited I Page 32 mt4ltt Darlington Boulevard Neighbourhood, Courtice i Traffic Study 1 170071 i April 2017 4.2 Evaluation The advantages and disadvantages of the alternative traffic mitigation measures are summarized in Table 4.1 TABLE 4.1: EVALUATION OF ALTERNATIVE TRAFFIC MITIGATION MEASURES Paradigm Transportation Solutions Limited I Page 33 :;,tn( Traffic Calming x Effectively controls speed in general, x Limited effect on the volume of traffic on Darlington and especially effective at reducing or x Potential reduction in emergency Boulevard eliminating excessive speeding (>20 response times km/h over the speed limit) x Maintenance requirements x Speed humps or speed cushions can x Affects the comfort and convenience be installed on rural cross sections of local and non -local motorists (including deliveries) Turning x Effectively disrupts the shortest traffic x Requires enforcement to be effective, Movement infiltration route through the and police resources are limited Restrictions, neighbourhood x Affects the routing of maintenance Foxhunt Trail/ x Does not have to be a 24-hour, 7 day vehicles unless exempted Edinborough a week restriction if time limits are x Affects the routing flexibility of local Lane posted on the turn prohibition and non -local motorists (including signage deliveries) x No effect on emergency access x Would result in some local traffic diverted to other street sections in the neighbourhood (with time restrictions) Close x Effectively disrupts the shortest traffic x Design challenge to incorporate a Edinborough infiltration route through the turnaround at the closure Lane at neighbourhood x Likely requires private property Foxhunt Trail x Physical closure would be self- x May require sidewalk relocation enforcing x Affects the routing of maintenance x Emergency access could be vehicles maintained through design x Affects the routing flexibility of local and non -local motorists (includes deliveries) x Would result in the highest amount of local traffic diverted to other street sections in the neighbourhood Edinborough x Effectively disrupts the shortest traffic x Potential for wrong -way maneuvers Lane One -Way infiltration route through the due to unexpected one-way street Operation neighbourhood, but only in one within a neighbourhood of two-way direction streets x Effectively self -enforcing with road x Affects the routing of maintenance narrowing at the east end near vehicles Foxhunt Trail x Affects the routing flexibility of local x Emergency access could be and non -local motorists (includes maintained through use of flashing deliveries) lights/sirens when necessary x Would result in some local traffic diverted to other street sections in the neighbourhood Paradigm Transportation Solutions Limited I Page 33 :;,tn( ahwaY low2 - Regional Hig OPTION B OPTION A► e } F � - i -,. ` OPTION C �� �. o 10 OPTION D �o C SEE INSETS ovovg 0. s � r dor*je oo K�r95 LEGEND Option A - Traff ic Calmin• Measures 0-0hur • • • • • • 1 La Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1170071 I April 2017 Based on the evaluation, each alternative can be considered feasible, but all will have some impact on the travel flexibility and convenience currently enjoyed by existing residents of the neighbourhood. The potential traffic calming measures on Darlington Boulevard would have an impact in terms of some temporary discomfort and slightly longer travel times experienced by local residents, but would have no impact on the flexibility of routing or on traffic volumes on other streets in the neighbourhood. The traffic control measures that would be most effective in disrupting the current infiltration route (turn restrictions, road closure, and one-way operation) would also have the negative effect of increasing traffic on other local streets within the neighbourhood as both local and non -local traffic would be forced to divert around the control measure. Given that the currently identified traffic issue is that some roads in the neighbourhood have traffic volumes that are at the upper limit for a local road classification, and that non -local traffic is not seen to be a significant contributor to the traffic volumes, the measures that disrupt the existing routes through the neighbourhood are concluded to be too onerous. They would make travel for residents who live within the neighbourhood more difficult and would increase traffic volumes on other sections of streets in the neighbourhood that currently do not have similar, higher volume issues. These measures would also disrupt the routes used by maintenance, delivery, and emergency vehicles. In contrast, the planned future improvement of Darlington Boulevard to a local standard could be combined with traffic calming measures that would assist in reducing travel speed (to encourage closer compliance with the current maximum speed limit of 50 km/h, and possibly allow for a reduced posted maximum speed limit), while not impacting the local circulation of traffic within the neighbourhood. Paradigm Transportation Solutions Limited Page 35 9 P 9 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 5 Proposed Residential Development A new residential development has been proposed on vacant lands immediately east of Darlington Boulevard, which has the municipal address 1475 Regional Highway 2. The proposal is for 531 residential units in a mix of housing forms: i.e. 251 high rise units, 75 townhouse units, 201 mid -rise units, and 4 single family detached units. Figure 5.1 illustrates the proposed site plan, which includes provision for a right in/right out access on Regional Highway 2, a full moves access on Regional Highway 2, and a full moves access on Darlington Boulevard. Each of these access points would be connected via an internal road system on-site. Based on the information in the traffic impact study prepared in support of this development2, the proposed residential land uses could generate approximately 250 vehicle trips (two-way) during both the weekday AM and PM peak hours. With a proposed access (Street Y) intersecting with Darlington Boulevard, the potential for traffic impacts on the established residential neighbourhood has been expressed as a significant concern by the local residents. The traffic impact study did not identify this as an issue, since it was assumed that all new site traffic would enter/exit the site directly via Regional Highway 2 or via the short section of Darlington Boulevard between the proposed site access and Regional Highway 2. It is more likely, however, that some future residents of the proposed development would find the route through the existing neighbourhood to be very convenient for access to Olive Avenue (Regional Road 59) for trips to/from the west, including access to Highway 401 via Harmony Road (Regional Road 33). The potential mitigation measures to reduce or possibly eliminate non -local traffic from using the existing neighbourhood road network were discussed in the previous section of this study. Additional measures to mitigate the impact of trips generated by the development proposed for the 1475 Regional Highway 2 site would include the following alternatives: Turning movement restrictions at the intersection of the proposed site access (Street Y) and Darlington Boulevard to prohibit westbound left turns and northbound right turns (emergency service vehicles excepted); Termination of Street Y within the site so that it would only serve part of the proposed development, and therefore, limit the potential for additional traffic to access Darlington Boulevard. Through design, access and unrestricted mobility for emergency service vehicles could be maintained; 2 Transportation Impact Study, Proposed Residential Development, 1475 Highway 2, Clarington, Ontario (NexTrans Consulting, October 2016) Paradigm Transportation Solutions Limited I Page 36 paradigm Darlington Boulevard Neighbourhood -Traffic Study 170071 A4 Site Plan 1475 Regional Highway 2 Figure 5.1 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 Termination of Street Y within the site as a cul-de-sac immediately east of Darlington Boulevard, which would eliminate direct site access to Darlington Boulevard. Again, through design, emergency access could be maintained at this location; and Signalization of the proposed full moves site access (Street W) on Regional Highway 2, which would provide convenient and controlled access to the arterial road network and could encourage future residents to favour this access over the proposed Darlington Boulevard access. Or this alternative could be combined with one of the preceding alternatives where Darlington Boulevard access is limited or eliminated, which would result in more site traffic having to use the proposed accesses on Regional Highway 2. It can be concluded that the most effective means of mitigating the traffic impact of the new development on the existing residential neighbourhood, and keeping traffic volumes on the existing local roads at an appropriate level for their functional classification, would be to eliminate the proposed site access (Street Y) on Darlington Boulevard and signalize the Regional Highway 2/Street W intersection. Signalization of the Regional Highway 2/Street W intersection would result in signalized intersection spacing of approximately 200 metres with Regional Highway 2/Darlington Boulevard-Varcoe Road to the west and Regional Highway 2/Centerfield Drive to the east. It is noted that the 200 metre spacing is less than the minimum specified in the Durham Region Official Plan arterial road criteria, which is 300 metre signalized intersection spacing on east -west Type B Arterial roads. Therefore, the Region would have to be satisfied that the intersection could be signalized without adversely affecting the safety and efficiency of this section of the Regional Highway 2 corridor. Considering the relatively low site traffic volumes that would be exiting from this driveway, the fact that it would be a T -intersection with basic signal phasing, and that the signal would rest on the green phase for Regional Highway 2 east -west traffic until a call is received from the site access driveway, it appears highly possible that this additional signal would have a relatively low impact on Regional Highway 2 network operations. There also appear to be no physical impediments to signalization such as sight lines, or the horizontal or vertical alignment of Regional Highway 2. The roadway does slope down from west to east, but from available on-line aerial photography information, it appears that the grade is approximately 2%. This is an acceptable approach grade at a signalized intersection. It is also likely that even with most of the new site traffic using the proposed Street W access to Regional Highway 2, the traffic volume criteria for signal justification under the Ontario Traffic Manual (OTM) Book 12 methodology may not be met. If the Region agrees in principal to signalization, it is understood that the signal installation would have to be funded by the Municipality or the proponent. As well, it is understood that the cost of signal maintenance would have to be paid by the Municipality until such time that the standard signal justification criteria are met. Paradigm Transportation Solutions Limited I Page 38 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1170071 I April 2017 6 Conclusions and Recommendations 6.1 Conclusions The conclusions of the Traffic Study are as follows: Under base year (2017) conditions the intersections of Regional Highway 2 with Townline Road and Darlington Boulevard operate at acceptable levels of service during the AM and PM peak hours under normal weather and road conditions. The operational analysis, which was supported by field observations, does not provide any indication of congested conditions at Regional Highway 2/Townline Road that could lead to motorists diverting to an alternative route through the neighbourhood that is accessed via either Darlington Boulevard or Kingswood Drive; The estimated daily traffic volumes on the main local streets within the subject residential neighbourhood, including Darlington Boulevard, Kingswood Drive, and Foxhunt Trail are at the upper limit of typical daily traffic volumes for streets with the functional classification of "Local Road". This is due primarily to the number of residences that are served by the local road network (approximately 350), and the lack of a "Collector Road" system as is typically found in newer residential subdivisions. While these local roads will not be redesigned to meet a collector road standard, it is understood that the Municipality is planning to upgrade Darlington Boulevard from its current rural design to an urban standard for a local road (increased pavement width, curb, gutter, sidewalk, etc.). This improvement would be done in conjunction with planned trail extensions and new residential development in the local area, and would be beneficial in terms of the safety and efficiency of local traffic flow as well as completing pedestrian and cycling connections between the existing neighbourhood and the trail system; Speed data provided by the Municipality does not indicate extraordinarily high speeds within the neighbourhood, although the narrow pavement width of Darlington Boulevard (approximately 6.4 metres) could contribute to a perception of higher speeds occurring; The historical trend in traffic volumes along the subject section of Regional Highway 2 indicate that there have been variations in traffic volumes year to year, but over the longer term (approximately nine years), the peak hour volumes have been relatively stable with annual growth ranging from less than 1 % per year in the AM peak to approximately 2% per year in the PM peak hour; ® The key turning movements at the intersections of Regional Highway 2 with Townline Road and Darlington Boulevard that could Paradigm Transportation Solutions Limited Page 39 9 P 9 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 I April 2017 indicate the potential for traffic to divert to an alternative route through the subject neighbourhood, i.e. westbound to southbound left turns and northbound to eastbound right turns, were also found to be relatively consistent over the longer term; In comparing the travel time along the arterial route of Regional Highway 2 and Townline Road to the neighbourhood route using Darlington Boulevard-Foxhunt Trail-Edinborough Lane -Kingswood Drive, it was generally found that there was little difference for travel in the eastbound direction. Travel in the westbound direction was found to be slower via the neighbourhood route due to the delay experienced in making a left turn from Regional Highway 2 to Darlington Boulevard. Therefore, there is no significant travel time advantage to be gained by using the neighbourhood route under typical weather and road conditions; The traffic count data collected within the neighbourhood, and supported by field observations, indicates that there was relatively little non -local traffic using the subject neighbourhood road network on the survey day; Several neighbourhood traffic mitigation measures were identified and evaluated including traffic calming on Darlington Boulevard, and traffic controls/restrictions on access between Foxhunt Trail and Edinborough Lane. It is concluded that while these measures could be effective in discouraging or eliminating non -local traffic, they would also impact the travel patterns and route flexibility afforded to local residents under existing conditions. Therefore, implementing traffic calming on Darlington Boulevard is concluded to be the most reasonable measure for mitigating speed on this road (to encourage closer compliance with the current speed limit of 50 km/h, and possibly allow for a reduced posted speed limit), while not impacting local traffic circulation routes within the neighbourhood. Traffic calming measures could be introduced in conjunction with the upgrading of Darlington Boulevard to an urban local standard; and With a large residential development proposed immediately to the east of the subject neighbourhood, which included a proposed access on Darlington Boulevard, local residents have expressed concerns about the potential traffic impact on the existing local street network. It is concluded that these are valid concerns considering that several of the local streets are at the upper traffic volume threshold for their functional classification under existing conditions. Several effective mitigation measures have been identified in this study, and the preferred measure is to eliminate the proposed Darlington Boulevard site access (via Street Y) and signalize the proposed site access (Street W) at Regional Highway 2. Further discussion is required with Durham Region regarding the implementation of a new traffic signal since the intersection does not fit within standard signalized intersection spacing for this type of arterial road, and as such, it could have an adverse effect on network operations. If approved for signalization, details regarding Paradigm Transportation Solutions Limited I Page 40 Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 the funding of the signal installation and maintenance would have to be resolved between Durham Region, the Municipality of Clarington, and the proponent of the new development. 6.2 Recommendations The recommendations of the Traffic Study are as follows: Incorporate traffic calming measures along the residential section of Darlington Boulevard in conjunction with its planned upgrade to an urban standard for a local road (increased pavement width, curb, gutter, sidewalk, etc.); Modify the proposed site plan for the future development of the 1475 Regional Highway 2 site to eliminate the Street Y connection to Darlington Boulevard; and Consult with Durham Region regarding the potential for a new traffic signal on Regional Highway 2 at the proposed new site's main access (Street W). Paradigm Transportation Solutions Limited I Page 41 :* nt( Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 Appendix A Traffic Data Paradigm Transportation Solutions Limited I Appendices zt;wt�-,( paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turninq Movement Data Count Name: Regional Highway 2 & Townline Road S Site Code: Start Date: 03/30/2017 Page No: 1 Start Time Left Thru Regional Highway 2 Eastbound Right U -Tum Peds App Total Left Thru Regional Highway 2 Westbound Right U -Tum Peds App Total Left Thru Townline Road S Northbound Right U -Turn Peds APP Total Left Thru Townline Road S Southbound Right U -Turn Peds App Total Int. Total 7:00 AM 7 57 10 0 0 74 53 152 40 0 1 245 7 26 8 0 5 41 31 41 12 0 2 84 444 7:15 AM 6 67 12 0 0 85 46 184 64 0 2 294 21 43 11 0 0 75 39 56 13 0 2 108 562 7:30 AM 8 87 9 0 2 104 47 248 61 0 1 356 12 36 14 0 3 62 43 55 19 0 1 117 639 7:45 AM 13 83 6 0 0 102 47 242 64 0 0 353 7 34 20 0 0 61 43 46 21 0 1 110 626 Hourly Total 34 294 37 0 2 365 193 826 229 0 4 1248 47 139 53 0 8 239 156 198 65 0 6 419 2271 8:00 AM 11 93 10 0 3 114 49 219 70 0 0 338 12 47 22 0 2 81 38 62 27 0 1 127 660 8:15 AM 13 91 8 0 0 112 53 262 50 0 2 365 16 31 28 0 0 75 41 76 42 0 1 159 711 8:30 AM 15 85 9 0 1 109 48 209 56 0 1 313 9 32 27 0 0 68 53 58 37 0 1 148 638 8:45 AM 15 112 12 0 0 139 39 189 55 0 1 283 19 36 18 0 0 73 48 42 23 0 1 113 608 Hourly Total 54 381 39 0 4 474 189 879 231 0 4 1299 56 146 95 0 2 297 180 238 129 0 4 547 2617 9:00 AM 14 109 13 0 1 136 34 146 61 0 4 241 12 25 20 0 3 57 45 48 16 0 5 109 543 9:15 AM 15 111 18 0 4 144 36 200 55 0 2 291 19 31 12 0 2 62 31 41 21 0 2 93 590 9:30 AM 21 137 15 0 3 173 41 185 56 0 1 282 19 23 9 0 1 51 51 27 18 0 5 96 602 9:45 AM 20 103 8 0 3 131 27 175 32 0 2 234 15 30 16 0 4 61 48 50 17 0 2 115 541 Hourly Total 70 460 54 0 11 584 138 706 204 0 9 1048 65 109 57 0 10 231 175 166 72 0 14 413 2276 10:00 AM 16 101 6 0 2 123 37 140 54 0 0 231 9 26 18 0 2 53 36 25 24 0 2 85 492 10:15 AM 16 128 5 0 1 149 28 170 48 0 0 246 9 35 25 0 2 69 46 44 30 0 3 120 584 10:30 AM 15 131 10 0 1 156 29 178 54 0 2 261 16 48 28 0 6 92 48 36 24 0 4 108 617 10:45 AM 15 125 13 0 0 153 44 140 55 0 1 239 16 19 27 0 1 62 46 36 29 0 1 111 565 Hourly Total 62 485 34 0 4 581 138 628 211 0 3 977 50 128 98 0 11 276 176 141 107 0 10 424 2258 11:00 AM 12 142 14 0 1 168 23 166 51 0 4 240 5 12 34 0 4 51 48 45 17 0 3 110 569 11:15 AM 17 158 8 0 4 183 26 158 46 0 2 230 17 33 35 0 2 85 58 30 28 0 3 116 614 11:30 AM 28 149 12 0 2 189 38 165 41 0 3 244 14 34 26 0 5 74 67 44 23 0 7 134 641 11:45 AM 32 165 16 0 3 213 41 183 44 0 1 268 10 44 21 0 4 75 61 52 23 0 3 136 692 Hourly Total 89 614 50 0 10 753 128 672 182 0 10 982 46 123 116 0 15 285 234 171 91 0 16 496 2516 12:00 PM 18 174 6 0 4 198 48 148 55 0 3 251 12 46 37 0 3 95 67 39 25 0 2 131 675 12:15 PM 25 171 9 1 1 206 47 158 55 0 2 260 13 35 32 0 2 80 65 43 17 0 2 125 671 12:30 PM 26 180 9 0 1 215 44 175 57 0 2 276 12 29 28 0 2 69 88 42 27 0 6 157 717 12:45 PM 27 187 10 0 1 224 32 164 55 0 2 251 15 43 28 0 8 86 64 27 26 0 4 117 678 Hourly Total 96 712 34 1 7 843 171 645 222 0 9 1038 52 153 125 0 15 330 284 151 95 0 14 530 2741 1:00 PM 24 174 15 0 3 213 37 180 40 1 1 258 13 37 36 0 3 86 63 34 21 0 2 118 675 1:15 PM 27 189 13 0 0 229 34 177 64 0 6 275 13 33 36 0 4 82 58 33 22 0 3 113 699 1:30 PM 37 160 13 0 2 210 43 177 64 0 1 284 11 36 15 0 2 62 61 40 31 0 2 132 688 1:45 PM 19 180 6 0 2 205 40 190 59 0 1 289 8 40 25 0 6 73 68 50 21 0 1 139 706 Hourly Total 107 703 47 0 7 857 154 724 227 1 9 1106 45 146 112 0 15 303 250 157 95 0 8 502 2768 2:00 PM 23 203 13 0 0 239 41 157 48 0 1 246 1 13 23 34 0 4 70 1 63 46 24 0 3 133 1 688 2:15 PM 24 168 12 0 8 204 43 174 52 0 4 269 1 11 33 44 0 7 88 1 70 42 25 0 4 137 1 698 2:30 PM 2:45 PM 27 181 12 0 36 201 21 0 Hourly Total 110 753 58 0 3:00 PM 3:15 PM 3:30 PM 3:45 PM 24 234 16 0 42 221 10 0 51 258 16 0 35 243 17 0 Hourly Total 152 956 59 0 4:00 PM 4:15 PM 4:30 PM 4:45 PM 36 233 6 0 37 293 11 0 34 286 13 0 46 290 11 0 Hourly Total 153 1102 41 0 5:00 PM 5:15 PM 5:30 PM 5:45 PM 37 284 10 0 42 294 9 0 33 306 9 0 29 232 13 0 Hourly Total 141 1116 41 0 6:00 PM 6:15 PM 6:30 PM 6:45 PM 40 239 14 0 36 215 12 0 32 232 12 0 24 168 7 0 Hourly Total 132 854 45 0 Grand Total 1200 8430 539 1 Approach % 11.8 82.9 5.3 0.0 Total % 3.5 24.9 1.6 0.0 Lights 1169 8249 525 1 Lights 97.4 97.9 97.4 100.0 Mediums 28 174 14 0 Mediums 2.3 2.1 2.6 0.0 Articulated Trucks 3 7 0 0 Articulated Trucks 0.3 0.1 0.0 0.0 Pedestrians - - - - ^/ Parlaetriane _ _ _ _ 3 220 33 153 62 0 0 248 8 47 42 0 8 97 70 39 15 0 1 124 689 5 258 30 169 59 0 0 258 14 54 40 0 3 108 72 46 23 0 2 141 765 16 921 147 653 221 0 5 1021 46 157 160 0 22 363 275 173 87 0 10 535 2840 5 274 47 163 63 0 2 273 13 61 34 0 9 108 70 33 25 0 4 128 783 0 273 33 168 63 0 3 264 13 62 60 0 3 135 79 49 27 0 1 155 827 4 325 34 168 58 0 1 260 17 68 50 0 9 135 72 50 35 0 4 157 877 1 295 40 167 73 0 2 280 13 61 61 0 5 135 84 47 26 0 11 157 867 10 1167 154 666 257 0 8 1077 56 252 205 0 26 513 305 179 113 0 20 597 3354 4 275 43 170 71 0 0 284 12 64 41 0 4 117 78 47 27 0 2 152 828 2 341 34 115 59 0 0 208 11 65 51 0 1 127 82 42 18 0 2 142 818 4 333 45 181 60 0 3 286 10 78 60 0 2 148 81 57 24 0 6 162 929 3 347 42 173 65 0 0 280 10 66 56 0 5 132 82 59 28 0 7 169 928 13 1296 164 639 255 0 3 1058 43 273 208 0 12 524 323 205 97 0 17 625 3503 8 331 33 169 67 0 0 269 11 68 63 0 5 142 74 54 37 0 3 165 907 3 345 51 184 61 0 2 296 19 65 69 0 2 153 76 59 23 0 4 158 952 2 348 46 173 64 0 2 283 12 59 59 0 4 130 83 47 23 0 1 153 914 4 274 28 178 63 0 2 269 17 69 60 0 2 146 91 45 23 0 1 159 848 17 1298 158 704 255 0 6 1117 59 261 251 0 13 571 324 205 106 0 9 635 3621 6 293 37 176 56 0 1 269 15 64 46 0 8 125 77 49 25 0 1 151 838 4 263 41 189 65 0 1 295 12 54 47 0 3 113 82 41 21 0 3 144 815 3 276 47 165 49 0 2 261 16 55 34 0 2 105 81 41 27 0 2 149 791 2 199 31 148 55 0 0 234 11 39 33 0 0 83 72 45 22 0 2 139 655 15 1031 156 678 225 0 4 1059 54 212 160 0 13 426 312 176 95 0 8 583 3099 116 10170 1890 8420 2719 1 74 13030 619 2099 1640 0 162 4358 2994 2160 1152 0 136 6306 33864 - - 14.5 64.6 20.9 0.0 - - 14.2 48.2 37.6 0.0 - - 47.5 34.3 18.3 0.0 - - - 30.0 5.6 24.9 8.0 0.0 38.5 1.8 6.2 4.8 0.0 12.9 8.8 6.4 3.4 0.0 18.6 9944 1878 8255 2657 1 12791 611 2068 1630 0 4309 2967 2135 1121 0 6223 33267 97.8 99.4 98.0 97.7 100.0 98.2 98.7 98.5 99.4 - 98.9 99.1 98.8 97.3 - 98.7 98.2 216 11 153 59 0 223 6 31 9 0 46 22 22 25 0 69 554 2.1 0.6 1.8 2.2 0.0 1.7 1.0 1.5 0.5 - 1.1 0.7 1.0 2.2 - 1.1 1.6 10 1 12 3 0 16 2 0 1 0 3 5 3 6 0 14 1 43 0.1 0.1 0.1 0.1 0.0 0.1 0.3 0.0 0.1 - 0.1 0.2 0.1 0.5 - 0.2 0.1 116 - - - - - 74 - - - - - 162 - - - - - 136 - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 Townline Road S [N] oomoo Out In Total oaoao 0000� 5894 6223 12117 118 69 187 6 14 20 0 0 0 6018 6306 12324 1121 2135 2967 0 0 25 22 22 0 0 8 3 5 0 0 0 0 0 0 136 1152 2160 2994 0 136 R T L U P +1 1 4 Ls SLm o JS ��s SOA 3 03/30/2017 7:00 AM Ending At r _ x = — 03/30/2017 7:00 PM ° ' p N a o ,^e Lights Mediums- Articulated Trucks N a N 1 ro m Pedestrians a v a 11 h t r► 4538 4309 8847 47 46 93 4 3 7 0 0 0 4589 4358 8947 Out In Total Townline Road S [S] 00000 oomoo oaoao 0000� Turning Movement Data Plot Count Name: Regional Highway 2 &Townline Road S Site Code: Start Date: 03/30/2017 Page No: 3 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (7:30 AM) Count Name: Regional Highway 2 & Townline Road S Site Code: Start Date: 03/30/2017 Page No: 4 Start Time Left Thru Regional Highway 2 Eastbound Right U -Tum Peds App Total Left Thru Regional Highway 2 Westbound Right U -Tum Peds App Total Left Thru Townline Road S Northbound Right U -Turn Peds App Total Left Thru Townline Road S Southbound Right U -Turn Peds App Total Int. Total 7:30 AM 8 87 9 0 2 104 47 248 61 0 1 356 12 36 14 0 3 62 43 55 19 0 1 117 639 7:45 AM 13 83 6 0 0 102 47 242 64 0 0 353 7 34 20 0 0 61 43 46 21 0 1 110 626 8:00 AM 11 93 10 0 3 114 49 219 70 0 0 338 12 47 22 0 2 81 38 62 27 0 1 127 660 8:15 AM 13 91 8 0 0 112 53 262 50 0 2 365 16 31 28 0 0 75 41 76 42 0 1 159 711 Total 45 354 33 0 5 432 196 971 245 0 3 1412 47 148 84 0 5 279 165 239 109 0 4 513 2636 Approach % 10.4 81.9 7.6 0.0 - - 13.9 68.8 17.4 0.0 - - 16.8 53.0 30.1 0.0 - - 32.2 46.6 21.2 0.0 - - - Total % 1.7 13.4 1.3 0.0 16.4 7.4 36.8 9.3 0.0 53.6 1.8 5.6 3.2 0.0 10.6 6.3 9.1 4.1 0.0 19.5 - PHF 0.865 0.952 0.825 0.000 0.947 0.925 0.927 0.875 0.000 0.967 0.734 0.787 0.750 0.000 0.861 0.959 0.786 0.649 0.000 0.807 0.927 Lights 38 336 31 0 405 194 952 238 0 1384 46 142 84 0 272 164 235 105 0 504 2565 Lights 84.4 94.9 93.9 - 93.8 99.0 98.0 97.1 - 98.0 97.9 95.9 100.0 - 97.5 99.4 98.3 96.3 - 98.2 97.3 Mediums 6 17 2 0 25 2 18 7 0 27 1 6 0 0 7 1 3 4 0 8 67 Mediums 13.3 4.8 6.1 - - 5.8 1.0 1.9 2.9 - - 1.9 2.1 4.1 0.0 - - 2.5 0.6 1.3 3.7 - - 1.6 2.5 Articulated Trucks 1 1 0 0 2 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 4 Articulated Trucks 2.2 0.3 0.0 - - 0.5 0.0 0.1 0.0 - - 0.1 0.0 0.0 0.0 - - 0.0 0.0 0.4 0.0 - - 0.2 0.2 Pedestrians - - - - 5 - - - - - 3 - - - - - 5 - - - - - 4 - - Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 om�mo Townline Road S [N] e©aoo oa000 oa000 Out In Total 00000 00000 0000© 418 504 922 00000 am�m© 19 8 27 1 1 2 0 0 0 438 513 951 +1 1 4 Ls o S Peak Hour Data ti r A ro � N - 3 o o u� ti 03/30/2017 7:30 AM Ending At — 03/30/2017 8:30 AM o p' M Lights Mediums Adiculated Trucks o- 1 v m yr a Pedestrians v w 11 h t r► 460 272 732 7 7 14 1 0 1 0 0 0 468 279 747 Out In Total Townline Road S [S] 00000 om�mo e©aoo oa000 oa000 00000 00000 0000© 00000 am�m© 00000 om�mo oa000 00000 0000© am�m© Turning Movement Peak Hour Data Plot (7:30 AM) Count Name: Regional Highway 2 &Townline Road S Site Code: Start Date: 03/30/2017 Page No: 5 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (11:45 AM) Count Name: Regional Highway 2 & Townline Road S Site Code: Start Date: 03/30/2017 Page No: 6 Regional Highway 2 Regional Highway 2 Townline Road S Townline Road S Eastbound Westbound Northbound Southbound Start Time App App App App Left Thru Right U -Tum Peds Total Left Thru Right U -Tum Peds Total Left Thru Right U -Turn Peds Total Left Thru Right U -Turn Peds Total Int. Total 11:45 AM 32 165 16 0 3 213 41 183 44 0 1 268 10 44 21 0 4 75 61 52 23 0 3 136 692 12:00 PM 18 174 6 0 4 198 48 148 55 0 3 251 12 46 37 0 3 95 67 39 25 0 2 131 675 12:15 PM 25 171 9 1 1 206 47 158 55 0 2 260 13 35 32 0 2 80 65 43 17 0 2 125 671 12:30 PM 26 180 9 0 1 215 44 175 57 0 2 276 12 29 28 0 2 69 88 42 27 0 6 157 717 Total 101 690 40 1 9 832 180 664 211 0 8 1055 47 154 118 0 11 319 281 176 92 0 13 549 2755 Approach % 12.1 82.9 4.8 0.1 - - 17.1 62.9 20.0 0.0 - - 14.7 48.3 37.0 0.0 - - 51.2 32.1 16.8 0.0 - - - Total % 3.7 25.0 1.5 0.0 30.2 6.5 24.1 7.7 0.0 38.3 1.7 5.6 4.3 0.0 11.6 10.2 6.4 3.3 0.0 19.9 - PHF 0.789 0.958 0.625 0.250 0.967 0.938 0.907 0.925 0.000 0.956 0.904 0.837 0.797 0.000 0.839 0.798 0.846 0.852 0.000 0.874 0.961 Lights 97 674 38 1 - 810 180 646 206 0 - 1032 47 152 116 0 - 315 278 176 89 0 - 543 2700 Lights 96.0 97.7 95.0 100.0 97.4 100.0 97.3 97.6 - 97.8 100.0 98.7 98.3 - 98.7 98.9 100.0 96.7 - 98.9 98.0 Mediums 3 15 2 0 20 0 16 3 0 19 0 2 2 0 4 2 0 3 0 5 48 Mediums 3.0 2.2 5.0 0.0 2.4 0.0 2.4 1.4 - 1.8 0.0 1.3 1.7 - 1.3 0.7 0.0 3.3 - 0.9 1.7 Articulated Trucks 1 1 0 0 2 0 2 2 0 4 0 0 0 0 0 1 0 0 0 1 7 Articulated 1.0 0.1 0.0 0.0 - 0.2 0.0 0.3 0.9 - - 0.4 0.0 0.0 0.0 - - 0.0 0.4 0.0 0.0 - - 0.2 0.3 Trucks Pedestrians - - - - 9 - - - - - 8 - - - - - 11 - - - - - 13 - - Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 em®moo Townline Road S [N] ©oaoo 000©e ooaoo Out In Total 00000 0000m m��om 455 543 998 00000 amm�m 8 5 13 3 1 4 0 0 0 466 549 1015 +1 1 4 Ls J S Peak Hour Data A 3 r —` O1 03/30/2017 11:45 AM Ending At r m = — 03/30/2017 12:45 PM ° y O' a Lights Mediums Articulated Trucks c o o ff m a a Pedestrians v m 11 h t r► 394 315 709 2 4 6 0 0 0 0 0 0 396 319 715 Out In Total Townline Road S [S] 00000 em®moo ©oaoo 000©e ooaoo 00000 0000m m��om 00000 amm�m 00000 em®moo 000©e 00000 0000m amm�m Turning Movement Peak Hour Data Plot (11:45 AM) Count Name: Regional Highway 2 &Townline Road S Site Code: Start Date: 03/30/2017 Page No: 7 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (4:30 PM) Count Name: Regional Highway 2 & Townline Road S Site Code: Start Date: 03/30/2017 Page No: 8 Start Time Left Thru Regional Highway 2 Eastbound Right U -Tum Peds App Total Left Thru Regional Highway 2 Westbound Right U -Tum Peds App Total Left Thru Townline Road S Northbound Right U -Turn Peds App Total Left Thru Townline Road S Southbound Right U -Turn Peds App Total Int. Total 4:30 PM 34 286 13 0 4 333 45 181 60 0 3 286 10 78 60 0 2 148 81 57 24 0 6 162 929 4:45 PM 46 290 11 0 3 347 42 173 65 0 0 280 10 66 56 0 5 132 82 59 28 0 7 169 928 5:00 PM 37 284 10 0 8 331 33 169 67 0 0 269 11 68 63 0 5 142 74 54 37 0 3 165 907 5:15 PM 42 294 9 0 3 345 51 184 61 0 2 296 19 65 69 0 2 153 76 59 23 0 4 158 952 Total 159 1154 43 0 18 1356 171 707 253 0 5 1131 50 277 248 0 14 575 313 229 112 0 20 654 3716 Approach % 11.7 85.1 3.2 0.0 - - 15.1 62.5 22.4 0.0 - - 8.7 48.2 43.1 0.0 - - 47.9 35.0 17.1 0.0 - - - Total % 4.3 31.1 1.2 0.0 36.5 4.6 19.0 6.8 0.0 30.4 1.3 7.5 6.7 0.0 15.5 8.4 6.2 3.0 0.0 17.6 - PHF 0.864 0.981 0.827 0.000 0.977 0.838 0.961 0.944 0.000 0.955 0.658 0.888 0.899 0.000 0.940 0.954 0.970 0.757 0.000 0.967 0.976 Lights 159 1144 43 0 - 1346 169 696 250 0 - 1115 50 277 248 0 - 575 311 226 111 0 - 648 3684 Lights 100.0 99.1 100.0 - 99.3 98.8 98.4 98.8 - 98.6 100.0 100.0 100.0 - 100.0 99.4 98.7 99.1 - 99.1 99.1 Mediums 0 10 0 0 10 2 11 3 0 16 0 0 0 0 0 2 3 0 0 5 31 Mediums 0.0 0.9 0.0 - 0.7 1.2 1.6 1.2 - 1.4 0.0 0.0 0.0 - 0.0 0.6 1.3 0.0 - 0.8 0.8 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 Articulated Trucks 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.9 - - 0.2 0.0 Pedestrians - - - - 18 - - - - - 5 - - - - - 14 - - - - - 20 - - Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 em®moo Townline Road S [N] e©aoo 00000 a0000 Out In Total 00000 0000m ®�®em 686 648 1334 00000 am®gym 3 5 8 0 1 1 0 0 0 689 654 1343 +1 1 4 Ls o S Peak Hour Data A N F N - 3 = 03130120174:30 PM Ending At r = 03/30/2017 5:30 PM — o 5 a Lights Mediuma Articulated Trucks o 1 v - m a Pedestrians v a 11 h t r► 438 575 1013 5 0 5 0 0 0 0 0 0 443 575 1018 Out In Total Townline Road 5 [S] 00000 em®moo e©aoo 00000 a0000 00000 0000m ®�®em 00000 am®gym 00000 em®moo 00000 00000 0000m am®gym Turning Movement Peak Hour Data Plot (4:30 PM) Count Name: Regional Highway 2 &Townline Road S Site Code: Start Date: 03/30/2017 Page No: 9 4 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Count Name: Regional Highway 2 & Townline Road S Site Code: Start Date: 03/30/2017 Page No: 10 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turninq Movement Data Count Name: Regional Boulevard Site Code: Start Date: 03/30/2017 Page No: 1 Highway 2 & Darlington Start Time Left Thru Regional Highway 2 Eastbound Right U -Tum Peds App Total Left Thru Regional Highway 2 Westbound Right U -Tum Peds App Total Left Thru Darlington Boulevard Northbound Right U -Turn Peds App Total Left Thru Darlington Boulevard Southbound Right U -Turn Peds App Total Int. Total 7:00 AM 4 104 3 0 0 111 6 227 0 0 0 233 11 4 1 0 6 16 4 7 31 0 0 42 402 7:15 AM 6 103 13 0 3 122 14 260 2 0 0 276 13 2 4 0 0 19 4 8 30 0 1 42 459 7:30 AM 6 128 7 0 0 141 18 325 2 0 1 345 17 5 3 0 1 25 8 3 36 0 0 47 558 7:45 AM 10 129 7 0 0 146 14 296 12 0 2 322 12 5 6 0 0 23 14 4 37 0 0 55 546 Hourly Total 26 464 30 0 3 520 52 1108 16 0 3 1176 53 16 14 0 7 83 30 22 134 0 1 186 1965 8:00 AM 14 140 10 0 0 164 15 310 7 0 2 332 15 5 10 0 2 30 8 11 35 0 1 54 580 8:15 AM 4 148 6 0 0 158 16 311 12 0 2 339 16 1 5 0 0 22 16 9 39 0 0 64 583 8:30 AM 10 134 8 0 0 152 18 282 6 0 2 306 21 3 8 0 0 32 12 7 30 0 0 49 539 8:45 AM 17 140 8 0 1 165 16 252 6 0 5 274 11 7 5 0 2 23 8 9 28 0 3 45 507 Hourly Total 45 562 32 0 1 639 65 1155 31 0 11 1251 63 16 28 0 4 107 44 36 132 0 4 212 2209 9:00 AM 14 141 10 0 0 165 13 224 8 0 2 245 9 3 2 0 3 14 17 7 21 0 2 45 469 9:15 AM 11 135 6 0 2 152 21 257 2 0 3 280 14 12 10 0 1 36 11 8 28 0 3 47 515 9:30 AM 13 179 6 0 2 198 14 243 7 0 3 264 19 4 9 0 6 32 12 5 34 0 4 51 545 9:45 AM 22 123 5 0 3 150 10 182 11 0 1 203 17 7 4 0 1 28 17 9 24 0 2 50 431 Hourly Total 60 578 27 0 7 665 58 906 28 0 9 992 59 26 25 0 11 110 57 29 107 0 11 193 1960 10:00 AM 16 114 3 0 1 133 17 193 8 0 2 218 15 5 7 0 1 27 14 9 23 0 0 46 424 10:15 AM 15 156 10 0 0 181 8 201 8 0 2 217 24 5 9 0 3 38 13 7 21 0 2 41 477 10:30 AM 21 168 8 0 4 197 10 199 13 0 0 222 24 7 3 0 0 34 19 6 30 0 2 55 508 10:45 AM 18 161 3 0 2 182 11 199 11 0 0 221 15 9 8 0 0 32 19 5 23 0 5 47 482 Hourly Total 70 599 24 0 7 693 46 792 40 0 4 878 78 26 27 0 4 131 65 27 97 0 9 189 1891 11:00 AM 17 176 5 0 0 198 15 186 13 0 1 214 17 6 6 0 1 29 18 3 27 0 3 48 489 11:15 AM 21 201 4 0 0 226 18 198 16 0 2 232 27 6 8 0 1 41 22 8 27 0 8 57 556 11:30 AM 16 186 13 0 3 215 10 228 15 0 0 253 10 5 5 0 3 20 17 10 22 0 7 49 537 11:45 AM 15 202 7 0 1 224 20 226 7 0 1 253 17 11 9 0 1 37 23 14 20 0 2 57 571 Hourly Total 69 765 29 0 4 863 63 838 51 0 4 952 71 28 28 0 6 127 80 35 96 0 20 211 2153 12:00 PM 20 243 5 0 0 268 12 223 6 0 4 241 22 7 11 0 2 40 22 16 27 0 2 65 614 12:15 PM 21 216 15 0 5 252 16 188 11 1 0 216 16 10 9 0 0 35 25 13 24 0 4 62 565 12:30 PM 24 238 12 0 3 274 13 236 11 0 1 260 14 6 9 0 1 29 19 10 28 0 4 57 620 12:45 PM 21 224 9 0 6 254 10 193 15 0 5 218 22 9 8 0 4 39 28 12 22 0 10 62 573 Hourly Total 86 921 41 0 14 1048 51 840 43 1 10 935 74 32 37 0 7 143 94 51 101 0 20 246 2372 1:00 PM 27 221 5 0 4 253 7 217 12 0 8 236 28 13 10 0 5 51 19 13 19 0 5 51 591 1:15 PM 20 239 6 0 3 265 11 215 11 0 1 237 20 12 16 0 3 48 23 11 22 0 2 56 606 1:30 PM 23 175 8 0 2 206 14 232 12 0 1 258 25 12 13 0 1 50 23 4 27 0 6 54 568 1:45 PM 22 211 14 0 5 247 10 244 5 0 4 259 17 9 15 0 5 41 17 4 29 0 4 50 597 Hourly Total 92 846 33 0 14 971 42 908 40 0 14 990 90 46 54 0 14 190 82 32 97 0 17 211 2362 2:00 PM 19 263 9 0 4 291 17 211 10 0 7 238 19 10 9 0 6 38 32 12 24 0 5 68 1 635 2:15 PM 24 241 11 0 2 276 14 210 7 0 1 231 25 9 12 0 1 46 25 7 21 0 2 53 1 606 2:30 PM 19 247 6 0 1 272 14 202 7 0 3 223 22 9 11 0 1 42 22 12 25 0 5 59 596 2:45 PM 30 258 9 0 2 297 13 234 15 0 0 262 18 4 16 0 1 38 28 14 23 0 3 65 662 Hourly Total 92 1009 35 0 9 1136 58 857 39 0 11 954 84 32 48 0 9 164 107 45 93 0 15 245 2499 3:00 PM 23 280 14 0 1 317 16 246 15 0 2 277 12 11 10 0 3 33 31 15 23 0 4 69 696 3:15 PM 21 300 10 0 2 331 11 237 12 0 0 260 19 16 15 0 2 50 26 13 20 0 3 59 700 3:30 PM 27 282 19 0 1 328 31 212 13 0 0 256 25 13 28 0 0 66 34 25 17 0 1 76 726 3:45 PM 25 294 14 0 0 333 24 257 6 0 1 287 23 24 25 0 2 72 37 15 20 0 0 72 764 Hourly Total 96 1156 57 0 4 1309 82 952 46 0 3 1080 79 64 78 0 7 221 128 68 80 0 8 276 2886 4:00 PM 23 275 13 0 1 311 19 235 13 0 3 267 20 12 21 0 1 53 46 11 26 0 2 83 714 4:15 PM 24 361 14 0 3 399 23 217 13 0 1 253 20 14 13 0 5 47 46 18 29 0 4 93 792 4:30 PM 30 334 12 0 3 376 18 249 17 0 0 284 23 14 31 0 0 68 43 28 23 0 3 94 822 4:45 PM 21 355 14 0 2 390 22 240 9 0 0 271 26 14 24 0 3 64 41 12 13 0 7 66 791 Hourly Total 98 1325 53 0 9 1476 82 941 52 0 4 1075 89 54 89 0 9 232 176 69 91 0 16 336 3119 5:00 PM 31 344 18 0 4 393 26 269 8 0 0 303 18 12 27 0 1 57 39 26 12 0 5 77 830 5:15 PM 19 361 18 0 3 398 29 274 12 0 1 315 22 13 28 0 0 63 49 24 25 0 4 98 874 5:30 PM 31 354 12 0 1 397 20 230 7 0 0 257 39 20 27 0 0 86 34 13 14 0 3 61 801 5:45 PM 27 288 15 0 4 330 28 244 6 0 0 278 19 16 23 0 4 58 42 21 19 0 2 82 748 Hourly Total 108 1347 63 0 12 1518 103 1017 33 0 1 1153 98 61 105 0 5 264 164 84 70 0 14 318 3253 6:00 PM 29 281 9 0 2 319 26 230 9 0 2 265 37 12 23 0 2 72 36 14 28 0 1 78 734 6:15 PM 24 271 11 0 1 306 31 232 11 0 1 274 27 13 22 0 3 62 42 14 18 0 2 74 716 6:30 PM 20 285 10 0 3 315 16 205 10 0 5 231 28 8 36 0 4 72 28 15 20 0 2 63 681 6:45 PM 22 231 11 0 1 264 14 194 13 0 1 221 22 16 19 0 0 57 31 10 11 0 1 52 594 Hourly Total 95 1068 41 0 7 1204 87 861 43 0 9 991 114 49 100 0 9 263 137 53 77 0 6 267 2725 Grand Total 937 10640 465 0 91 12042 789 11175 462 1 83 12427 952 450 633 0 92 2035 1164 551 1175 0 141 2890 29394 Approach % 7.8 88.4 3.9 0.0 - - 6.3 89.9 3.7 0.0 - - 46.8 22.1 31.1 0.0 - - 40.3 19.1 40.7 0.0 - - - Total % 3.2 36.2 1.6 0.0 41.0 2.7 38.0 1.6 0.0 42.3 3.2 1.5 2.2 0.0 6.9 4.0 1.9 4.0 0.0 9.8 - Lights 924 10457 455 0 11836 780 10974 453 1 12208 945 443 623 0 2011 1139 543 1154 0 2836 28891 Lights 98.6 98.3 97.8 - 98.3 98.9 98.2 98.1 100.0 98.2 99.3 98.4 98.4 - 98.8 97.9 98.5 98.2 - 98.1 98.3 Mediums 13 170 8 0 191 9 182 8 0 199 7 7 10 0 24 25 8 20 0 53 467 Mediums 1.4 1.6 1.7 - 1.6 1.1 1.6 1.7 0.0 1.6 0.7 1.6 1.6 - 1.2 2.1 1.5 1.7 - 1.8 1.6 Articulated Trucks 0 13 2 0 15 0 19 1 0 20 0 0 0 0 0 0 0 1 0 1 36 Articulated Trucks 0.0 0.1 0.4 - 0.1 0.0 0.2 0.2 0.0 0.2 0.0 0.0 0.0 - 0.0 0.0 0.0 0.1 - 0.0 0.1 Pedestrians - - - 91 - - - - - 83 - - - - 92 - - - - 141 - - Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Darlington Boulevard [N] Out In Total 1820 2836 4656 28 53 81 1 1 2 0 0 0 1849 2890 4739 1154 543 1139 0 0 20 8 25 0 0 1 0 0 0 0 0 0 0 0 141 1175 551 1164 0 141 R T L U P +1 1 4 Ls 3 a 03/3ing0/2017 7:00 AM _ x —` 1O EndAt o 03/30/2017 7:00 PM r = .- Lights 5 n w A 1 ro o v Mediums Articulated Trucks Pedestrians n a v 1. 11 +1 t r► 1778 2011 3789 25 24 49 2 0 2 0 0 0 1805 2035 3840 Out In Total Darlington Boulevard [S] 00000 omm�o 000mo 00000 0000m Turning Movement Data Plot Count Name: Regional Highway 2 &Darlington Boulevard Site Code: Start Date: 03/30/2017 Page No: 3 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (7:30 AM) Count Name: Regional Highway 2 & Darlington Boulevard Site Code: Start Date: 03/30/2017 Page No: 4 Start Time Left Thru Regional Highway 2 Eastbound Right U -Tum Peds App Total Left Thru Regional Highway 2 Westbound Right U -Tum Peds App Total Left Thru Darlington Boulevard Northbound Right U -Turn Peds App Total Left Thru Darlington Boulevard Southbound Right U -Turn Peds App Total Int. Total 7:30 AM 6 128 7 0 0 141 18 325 2 0 1 345 17 5 3 0 1 25 8 3 36 0 0 47 558 7:45 AM 10 129 7 0 0 146 14 296 12 0 2 322 12 5 6 0 0 23 14 4 37 0 0 55 546 8:00 AM 14 140 10 0 0 164 15 310 7 0 2 332 15 5 10 0 2 30 8 11 35 0 1 54 580 8:15 AM 4 148 6 0 0 158 16 311 12 0 2 339 16 1 5 0 0 22 16 9 39 0 0 64 583 Total 34 545 30 0 0 609 63 1242 33 0 7 1338 60 16 24 0 3 100 46 27 147 0 1 220 2267 Approach % 5.6 89.5 4.9 0.0 - - 4.7 92.8 2.5 0.0 - - 60.0 16.0 24.0 0.0 - - 20.9 12.3 66.8 0.0 - - - Total % 1.5 24.0 1.3 0.0 26.9 2.8 54.8 1.5 0.0 59.0 2.6 0.7 1.1 0.0 4.4 2.0 1.2 6.5 0.0 9.7 - PHF 0.607 0.921 0.750 0.000 0.928 0.875 0.955 0.688 0.000 0.970 0.882 0.800 0.600 0.000 0.833 0.719 0.614 0.942 0.000 0.859 0.972 Lights 32 530 30 0 592 60 1221 29 0 1310 59 13 22 0 94 40 27 145 0 212 2208 Lights 94.1 97.2 100.0 - 97.2 95.2 98.3 87.9 - 97.9 98.3 81.3 91.7 - 94.0 87.0 100.0 98.6 - 96.4 97.4 Mediums 2 14 0 0 16 3 21 4 0 28 1 3 2 0 6 6 0 2 0 8 58 Mediums 5.9 2.6 0.0 - 2.6 4.8 1.7 12.1 - 2.1 1.7 18.8 8.3 - 6.0 13.0 0.0 1.4 - 3.6 2.6 Articulated Trucks 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Articulated Trucks 0.0 0.2 0.0 - - 0.2 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 Pedestrians - - - - 0 - - - - - 7 - - - - - 3 - - - - - 1 - - Pedestrians 100.0 100.0 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 ommmo Darlington Boulevard [N] a0000 eao©e 00000 Out In Total 00000 0000a �mooa 74 212 286 00000 ammm© 9 8 17 0 0 0 0 0 0 83 220 303 +1 1 4 Ls o J S Peak Hour Data ti y A NO N N F N — Wm y 03/30/2017 7:30 AM Ending At r _ x = — 03/30/2017 8:30 AM o p y N o o$ M Lights Mediums Articulated Trucks 1 v ff m Pedestrians 11 h t r► 117 94 211 3 6 9 0 0 0 0 0 0 120 100 220 Out In Total Darlington Boulevard [S] 00000 ommmo a0000 eao©e 00000 00000 0000a �mooa 00000 ammm© 00000 ommmo eao©e 00000 0000© ammm© Turning Movement Peak Hour Data Plot (7:30 AM) Count Name: Regional Highway 2 &Darlington Boulevard Site Code: Start Date: 03/30/2017 Page No: 5 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (12:00 PM) Count Name: Regional Highway 2 & Darlington Boulevard Site Code: Start Date: 03/30/2017 Page No: 6 Start Time Left Thru Regional Highway 2 Eastbound Right U -Tum Peds App Total Left Thru Regional Highway 2 Westbound Right U -Tum Peds App Total Left Thru Darlington Boulevard Northbound Right U -Turn Peds App Total Left Thru Darlington Boulevard Southbound Right U -Turn Peds App Total Int. Total 12:00 PM 20 243 5 0 0 268 12 223 6 0 4 241 22 7 11 0 2 40 22 16 27 0 2 65 614 12:15 PM 21 216 15 0 5 252 16 188 11 1 0 216 16 10 9 0 0 35 25 13 24 0 4 62 565 12:30 PM 24 238 12 0 3 274 13 236 11 0 1 260 14 6 9 0 1 29 19 10 28 0 4 57 620 12:45 PM 21 224 9 0 6 254 10 193 15 0 5 218 22 9 8 0 4 39 28 12 22 0 10 62 573 Total 86 921 41 0 14 1048 51 840 43 1 10 935 74 32 37 0 7 143 94 51 101 0 20 246 2372 Approach % 8.2 87.9 3.9 0.0 - - 5.5 89.8 4.6 0.1 - - 51.7 22.4 25.9 0.0 - - 38.2 20.7 41.1 0.0 - - - Total % 3.6 38.8 1.7 0.0 44.2 2.2 35.4 1.8 0.0 39.4 3.1 1.3 1.6 0.0 6.0 4.0 2.2 4.3 0.0 10.4 - PHF 0.896 0.948 0.683 0.000 0.956 0.797 0.890 0.717 0.250 0.899 0.841 0.800 0.841 0.000 0.894 0.839 0.797 0.902 0.000 0.946 0.956 Lights 83 907 41 0 1031 50 827 43 1 921 73 31 36 0 140 93 51 98 0 242 2334 Lights 96.5 98.5 100.0 - 98.4 98.0 98.5 100.0 100.0 98.5 98.6 96.9 97.3 - 97.9 98.9 100.0 97.0 - 98.4 98.4 Mediums 3 13 0 0 16 1 11 0 0 12 1 1 1 0 3 1 0 3 0 4 35 Mediums 3.5 1.4 0.0 - 1.5 2.0 1.3 0.0 0.0 1.3 1.4 3.1 2.7 - 2.1 1.1 0.0 3.0 - 1.6 1.5 Articulated Trucks 0 1 0 0 1 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 3 Articulated Trucks 0.0 0.1 0.0 - - 0.1 0.0 0.2 0.0 0.0 - 0.2 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.1 Pedestrians - - - - 14 - - - - - 10 - - - - - 7 - - - - - 20 - - Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com m®m�� ommmo Darlington Boulevard [N] ©oaoo oaaao 00000 Out In Total 00000 0000m �®mom 157 242 399 00000 ommmo 4 4 8 0 0 0 0 0 0 161 246 407 +1 1 4 Ls S Peak Hour Data A N F r - 3 03/3ndi0/2017 12:00 PM Eng At r _ x = — 03/30/2017 1:00 PM °Lights p' rn e Mediums- Articulated Trucks 1 v m Pedestrians o a a a v e 11 h t r► 142 140 282 1 3 4 0 0 0 0 0 0 143 143 286 Out In Total Darlington Boulevard [S] m®m�� ommmo ©oaoo oaaao 00000 00000 0000m �®mom 00000 ommmo 00000 ommmo oaaao 00000 00000 ommmo Turning Movement Peak Hour Data Plot (12:00 PM) Count Name: Regional Highway 2 & Darlington Boulevard Site Code: Start Date: 03/30/2017 Page No: 7 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (4:30 PM) Count Name: Regional Highway 2 & Darlington Boulevard Site Code: Start Date: 03/30/2017 Page No: 8 Start Time Left Thru Regional Highway 2 Eastbound Right U -Tum Peds App Total Left Thru Regional Highway 2 Westbound Right U -Tum Peds App Total Left Thru Darlington Boulevard Northbound Right U -Turn Peds App Total Left Thru Darlington Boulevard Southbound Right U -Turn Peds App Total Int. Total 4:30 PM 30 334 12 0 3 376 18 249 17 0 0 284 23 14 31 0 0 68 43 28 23 0 3 94 822 4:45 PM 21 355 14 0 2 390 22 240 9 0 0 271 26 14 24 0 3 64 41 12 13 0 7 66 791 5:00 PM 31 344 18 0 4 393 26 269 8 0 0 303 18 12 27 0 1 57 39 26 12 0 5 77 830 5:15 PM 19 361 18 0 3 398 29 274 12 0 1 315 22 13 28 0 0 63 49 24 25 0 4 98 874 Total 101 1394 62 0 12 1557 95 1032 46 0 1 1173 89 53 110 0 4 252 172 90 73 0 19 335 3317 Approach % 6.5 89.5 4.0 0.0 - - 8.1 88.0 3.9 0.0 - - 35.3 21.0 43.7 0.0 - - 51.3 26.9 21.8 0.0 - - - Total % 3.0 42.0 1.9 0.0 46.9 2.9 31.1 1.4 0.0 35.4 2.7 1.6 3.3 0.0 7.6 5.2 2.7 2.2 0.0 10.1 - PHF 0.815 0.965 0.861 0.000 0.978 0.819 0.942 0.676 0.000 0.931 0.856 0.946 0.887 0.000 0.926 0.878 0.804 0.730 0.000 0.855 0.949 Lights 100 1385 62 0 1547 95 1020 46 0 1161 89 53 110 0 252 169 90 72 0 331 3291 Lights 99.0 99.4 100.0 - 99.4 100.0 98.8 100.0 - 99.0 100.0 100.0 100.0 - 100.0 98.3 100.0 98.6 - 98.8 99.2 Mediums 1 9 0 0 10 0 12 0 0 12 0 0 0 0 0 3 0 1 0 4 26 Mediums 1.0 0.6 0.0 - 0.6 0.0 1.2 0.0 - 1.0 0.0 0.0 0.0 - 0.0 1.7 0.0 1.4 - 1.2 0.8 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 Pedestrians - - - - 12 - - - - - 1 - - - - - 4 - - - - - 19 - - Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 omm�o Darlington Boulevard [N] ao©oo 00000 00000 Out In Total 00000 oaoom mm®em 199 331 530 00000 ammo 1 4 5 0 0 0 0 0 0 200 335 535 +1 1 4 Ls S Peak Hour Data p A 3 03/30/20 Ending 174:30 PM EAt r _ x = — 03/30/2017 5:30 PM °' o Lights Mediums Articulated Trucks 1 v a Pedestrians v 11 h t r► 247 252 499 0 0 0 0 0 0 0 0 0 247 252 499 Out In Total Darlington Boulevard [S] 00000 omm�o ao©oo 00000 00000 00000 oaoom mm®em 00000 ammo 00000 omm�o 00000 00000 00000 ammo Turning Movement Peak Hour Data Plot (4:30 PM) Count Name: Regional Highway 2 &Darlington Boulevard Site Code: Start Date: 03/30/2017 Page No: 9 4 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Count Name: Regional Highway 2 & Darlington Boulevard Site Code: Start Date: 03/30/2017 Page No: 10 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Data Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 1 Start Time Left Right LCBO Access Eastbound U -Turn Peds App. Total Left Thru Darlington Boulevard Northbound U -Turn Peds App. Total Thru Right Darlington Boulevard Southbound U -Tum Peds App. Total Int. Total 7:00 AM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2 7:15 AM 0 0 0 0 0 0 4 0 0 4 7 0 0 0 7 11 7:30 AM 0 0 0 0 0 0 7 0 0 7 6 0 0 0 6 13 7:45 AM 0 0 0 0 0 0 10 0 0 10 6 0 0 0 6 16 Hourly Total 0 0 0 0 0 0 23 0 0 23 19 0 0 0 19 42 8:00 AM 0 0 0 0 0 0 14 0 0 14 10 0 0 0 10 24 8:15 AM 0 0 0 1 0 1 8 0 0 9 9 0 0 0 9 18 8:30 AM 0 0 0 0 0 0 10 0 0 10 6 1 0 0 7 17 8:45 AM 2 1 0 0 3 0 10 0 0 10 8 1 0 0 9 22 Hourly Total 2 1 0 1 3 1 42 0 0 43 33 2 0 0 35 81 9:00 AM 0 0 0 0 0 0 3 0 0 3 7 0 0 0 7 10 9:15 AM 1 0 0 0 1 0 13 0 0 13 9 1 0 0 10 24 9:30 AM 2 0 0 1 2 1 6 0 0 7 6 2 0 0 8 17 9:45 AM 3 0 0 0 3 0 8 0 0 8 4 0 0 0 4 15 Hourly Total 6 0 0 1 6 1 30 0 0 31 26 3 0 0 29 66 10:00 AM 6 0 0 1 6 1 5 0 0 6 8 1 0 0 9 21 10:15 AM 2 0 0 0 2 0 3 0 0 3 5 0 0 0 5 10 10:30 AM 2 0 0 0 2 0 6 0 0 6 5 0 0 0 5 13 10:45 AM 1 0 0 0 1 0 8 0 0 8 4 0 0 0 4 13 Hourly Total 11 0 0 1 11 1 22 0 0 23 22 1 0 0 23 57 11:00 AM 1 1 0 1 2 1 5 0 0 6 6 0 0 0 6 14 11:15 AM 2 1 0 0 3 0 4 0 0 4 6 0 0 0 6 13 11:30 AM 2 1 0 0 3 2 5 0 0 7 10 0 0 0 10 20 11:45 AM 3 0 0 0 3 0 11 0 0 11 10 0 0 0 10 24 Hourly Total 8 3 0 1 11 3 25 0 0 28 32 0 0 0 32 71 12:00 PM 2 0 0 0 2 0 9 0 0 9 4 1 0 0 5 16 12:15 PM 6 1 0 2 7 0 7 0 0 7 9 0 0 0 9 23 12:30 PM 5 0 0 0 5 0 1 0 0 1 10 0 0 0 10 16 12:45 PM 7 0 0 2 7 0 4 0 0 4 9 1 0 0 10 21 Hourly Total 20 1 0 4 21 0 21 0 0 21 32 2 0 0 34 76 1:00 PM 8 1 0 1 9 1 9 0 0 10 9 0 0 0 9 28 1:15 PM 9 0 0 0 9 1 10 0 0 11 9 2 0 0 11 31 1:30 PM 6 2 0 2 8 1 6 0 0 7 4 1 0 0 5 20 1:45 PM 8 0 0 0 8 1 4 0 0 5 6 2 0 0 8 21 Hourly Total 31 3 0 3 34 4 29 0 0 33 28 5 0 0 33 100 2:00 PM 5 0 0 0 5 0 3 0 0 3 13 0 0 0 13 21 2:15 PM 5 2 0 1 7 1 7 0 0 8 12 2 0 0 14 29 2:30 PM 9 1 0 0 10 0 4 0 0 4 8 1 0 0 9 23 2:45 PM 9 1 0 0 10 0 7 0 0 7 16 3 1 0 20 37 Hourly Total 28 4 0 1 32 1 21 0 0 22 49 6 1 0 56 110 3:00 PM 1 3 0 0 4 2 9 0 0 11 12 2 0 0 14 29 3:15 PM 8 1 0 0 9 0 11 0 0 11 12 0 0 0 12 32 3:30 PM 12 1 0 0 13 0 16 0 0 16 19 2 0 0 21 50 3:45 PM 19 3 0 0 22 0 14 0 0 14 16 2 1 0 19 55 Hourly Total 40 8 0 0 48 2 50 0 0 52 59 6 1 0 66 166 4:00 PM 9 2 0 1 11 1 6 0 0 7 17 0 0 0 17 35 4:15 PM 10 1 0 0 11 2 12 0 0 14 19 4 0 0 23 48 4:30 PM 13 2 0 0 15 1 16 0 0 17 11 4 0 0 15 47 4:45 PM 13 3 0 0 16 1 6 0 0 7 14 2 0 0 16 39 Hourly Total 45 8 0 1 53 5 40 0 0 45 61 10 0 0 71 169 5:00 PM 15 5 0 0 20 2 12 0 1 14 23 4 0 0 27 61 5:15 PM 12 2 0 1 14 1 10 0 0 11 16 4 0 0 20 45 5:30 PM 17 2 0 1 19 1 10 0 0 11 9 0 0 0 9 39 5:45 PM 13 5 0 1 18 2 12 0 0 14 9 4 0 0 13 45 Hourly Total 57 14 0 3 71 6 44 0 1 50 57 12 0 0 69 190 6:00 PM 17 1 0 0 18 1 5 0 0 6 12 4 0 0 16 40 6:15 PM 13 1 0 0 14 0 8 0 0 8 15 0 0 0 15 37 6:30 PM 13 3 0 0 16 0 12 0 0 12 15 0 0 0 15 43 6:45 PM 13 5 0 0 18 0 9 0 0 9 8 1 0 0 9 36 Hourly Total 56 10 0 0 66 1 34 0 0 35 50 5 0 0 55 156 Grand Total 304 52 0 16 356 25 381 0 1 406 468 52 2 0 522 1284 Approach % 85.4 14.6 0.0 - - 6.2 93.8 0.0 - - 89.7 10.0 0.4 - - - Total % 23.7 4.0 0.0 - 27.7 1.9 29.7 0.0 - 31.6 36.4 4.0 0.2 - 40.7 - Lights 298 52 0 350 25 370 0 395 453 49 1 503 1248 Lights 98.0 100.0 - 98.3 100.0 97.1 - 97.3 96.8 94.2 50.0 96.4 97.2 Mediums 6 0 0 6 0 11 0 11 15 2 1 18 35 Mediums 2.0 0.0 - 1.7 0.0 2.9 - 2.7 3.2 3.8 50.0 3.4 2.7 Articulated Trucks 0 0 0 0 0 0 0 0 0 1 0 1 1 Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 1.9 0.0 - 0.2 0.1 Pedestrians - - - 16 - - - - 1 - - - - 0 - - Pedestrians 100.0 100.0 - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com m�ao Dadington Boulevard [N] Out In Total ia000 669 503 1172 i0000 18 18 36 0 1 1 0 0 0 i0000 687 522 1209 N 1 LT o � 03/30/2017 7:00 AM o a Ending At O m n ¢ 03/30/2017 7:00 PM J Lights O' Mediums a Articulated Trucks Pedestrians "F1 h t 505 395 900 15 11 26 0 0 0 0 0 0 520 406 926 Out In Total Darlington Boulevard [B] m�ao i©mao ia000 i0000 imp©a i0000 ioaoo iom�o ioomo i0000 i000a oma Turning Movement Data Plot Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 3 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (8:00 AM) Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 4 Start Time Left Right LCBO Access Eastbound U -Turn Peds App. Total Left Thru Darlington Boulevard Northbound U -Turn Peds App. Total Thru Right Darlington Boulevard Southbound U -Tum Peds App. Total Int. Total 8:00 AM 0 0 0 0 0 0 14 0 0 14 10 0 0 0 10 24 8:15 AM 0 0 0 1 0 1 8 0 0 9 9 0 0 0 9 18 8:30 AM 0 0 0 0 0 0 10 0 0 10 6 1 0 0 7 17 8:45 AM 2 1 0 0 3 0 10 0 0 10 8 1 0 0 9 22 Total 2 1 0 1 3 1 42 0 0 43 33 2 0 0 35 81 Approach % 66.7 33.3 0.0 - - 2.3 97.7 0.0 - - 94.3 5.7 0.0 - - - Total % 2.5 1.2 0.0 3.7 1.2 51.9 0.0 53.1 40.7 2.5 0.0 43.2 - PHF 0.250 0.250 0.000 0.250 0.250 0.750 0.000 0.768 0.825 0.500 0.000 0.875 0.844 Lights 2 1 0 - 3 1 39 0 - 40 29 2 0 - 31 74 Lights 100.0 100.0 - 100.0 100.0 92.9 - 93.0 87.9 100.0 - 88.6 91.4 Mediums 0 0 0 0 0 3 0 3 4 0 0 4 7 Mediums 0.0 0.0 - 0.0 0.0 7.1 - 7.0 12.1 0.0 - 11.4 8.6 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 Pedestrians - - - 1 - - - - 0 - - - - 0 - - Pedestrians - - - 100.0 - - - - - - - - - - - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 2 29 0 0 Darlington Boulevard [N] 4 0 Out In Total 0 0 41 31 72 0 0 3 4 7 0 0 0 0 0 33 0 0 0 0 R T 44 35 79 P N 1 LT ' ' Peak Hour Data o 03/30/2017 8:00 AM a O Ending At 03/30/2017 9:00 AM m ¢ Z 2 .- J Lights O' °'' Mediums Articulated Trucks a Pedestrians h t 30 40 70 4 3 7 0 0 0 0 0 0 34 43 77 Out In Total Darlington Boulevard [S] 2 29 0 0 0 4 0 0 0 0 0 0 0 0 0 0 2 33 0 0 R T U P ioaoo ioamo ioo©a i0000 i0000 oama Turning Movement Peak Hour Data Plot (8:00 AM) Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 5 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (11:30 AM) Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 6 Start Time Left Right LCBO Access Eastbound U -Turn Peds App. Total Left Thru Darlington Boulevard Northbound U -Turn Peds App. Total Thru Right Darlington Boulevard Southbound U -Tum Peds App. Total Int. Total 11:30 AM 2 1 0 0 3 2 5 0 0 7 10 0 0 0 10 20 11:45 AM 3 0 0 0 3 0 11 0 0 11 10 0 0 0 10 24 12:00 PM 2 0 0 0 2 0 9 0 0 9 4 1 0 0 5 16 12:15 PM 6 1 0 2 7 0 7 0 0 7 9 0 0 0 9 23 Total 13 2 0 2 15 2 32 0 0 34 33 1 0 0 34 83 Approach % 86.7 13.3 0.0 - - 5.9 94.1 0.0 - - 97.1 2.9 0.0 - - - Total % 15.7 2.4 0.0 18.1 2.4 38.6 0.0 41.0 39.8 1.2 0.0 41.0 - PHF 0.542 0.500 0.000 0.536 0.250 0.727 0.000 0.773 0.825 0.250 0.000 0.850 0.865 Lights 12 2 0 14 2 31 0 33 32 1 0 33 80 Lights 92.3 100.0 - 93.3 100.0 96.9 - 97.1 97.0 100.0 - 97.1 96.4 Mediums 1 0 0 1 0 1 0 1 1 0 0 1 3 Mediums 7.7 0.0 - 6.7 0.0 3.1 - 2.9 3.0 0.0 - 2.9 3.6 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 Pedestrians - - - 2 - - - - 0 - - - - 0 - - Pedestrians - - - 100.0 - - - - - - - - - - - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com amoo Dadington Boulevard [N] Out In Total i0000 43 33 76 i0000 2 1 3 0 0 0 0 0 0 i0000 45 34 79 N 1 LT Peak Hour Data e a 03/30/2017 11:30 AM Ending At O 03/30/2017 12:30 PM mZ a ¢ 2 .- J Lights O' ° Mediums Ailiculated Trucks r'+ a Pedestrians h t 34 33 67 1 1 2 0 0 0 0 0 0 35 34 69 Out In Total Darlington Boulevard [B] amoo ioaoo i0000 i0000 iamoo i0000 ioaoo iooma iooao i0000 i0000 soma Turning Movement Peak Hour Data Plot (11:30 AM) Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 7 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (4:15 PM) Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 8 Start Time Left Right LCBO Access Eastbound U -Turn Peds App. Total Left Thru Darlington Boulevard Northbound U -Turn Peds App. Total Thru Right Darlington Boulevard Southbound U -Tum Peds App. Total Int. Total 4:15 PM 10 1 0 0 11 2 12 0 0 14 19 4 0 0 23 48 4:30 PM 13 2 0 0 15 1 16 0 0 17 11 4 0 0 15 47 4:45 PM 13 3 0 0 16 1 6 0 0 7 14 2 0 0 16 39 5:00 PM 15 5 0 0 20 2 12 0 1 14 23 4 0 0 27 61 Total 51 11 0 0 62 6 46 0 1 52 67 14 0 0 81 195 Approach % 82.3 17.7 0.0 - - 11.5 88.5 0.0 - - 82.7 17.3 0.0 - - - Total % 26.2 5.6 0.0 31.8 3.1 23.6 0.0 26.7 34.4 7.2 0.0 41.5 - PHF 0.850 0.550 0.000 0.775 0.750 0.719 0.000 0.765 0.728 0.875 0.000 0.750 0.799 Lights 51 11 0 - 62 6 46 0 - 52 67 14 0 - 81 195 Lights 100.0 100.0 - 100.0 100.0 100.0 - 100.0 100.0 100.0 - 100.0 100.0 Mediums 0 0 0 0 0 0 0 0 0 0 0 0 0 Mediums 0.0 0.0 - 0.0 0.0 0.0 - 0.0 0.0 0.0 - 0.0 0.0 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 0.0 - - 0.0 0.0 Pedestrians - - - 0 - - - - 1 - - - - 0 - - Pedestrians - - - - - - - - 100.0 - - - - - - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 14 67 0 0 Dadington Boulevard [N] 0 0 Out In Total 0 0 97 81 178 0 0 0 0 0 0 0 0 0 0 67 0 0 0 0 R T 97 81 178 P N 1 LT e ' Peak Hour Data 03/30/2017 4:15 PM a Ending At O m ¢ Z 03/30/2017 5:15 PM J 2 Lights O' r Mediums Articulated Trucks e a Pedestrians h t 78 52 130 0 0 0 0 0 0 0 0 0 78 52 130 Out In Total Darlington Boulevard [B] 14 67 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 67 0 0 R T U P ioaoo ioomo i0000 i0000 i000a ooma Turning Movement Peak Hour Data Plot (4:15 PM) Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 9 4 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Count Name: Darlington Boulevard & LCBO Access Site Code: Start Date: 03/30/2017 Page No: 10 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turninq Movement Data Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 1 Start Time Left Thru Edinborough Lane Eastbound Right U -Tum Peds App Total Left Thru Residential Driveway Westbound Right U -Tum Peds App Total Left Thru Foxhunt Trail Northbound Right U -Turn Peds App Total Left Thru Foxhunt Trail Southbound Right U -Turn Peds App Total Int. Total 7:00 AM 0 0 1 0 0 1 0 0 0 0 0 0 3 0 0 0 0 3 0 0 2 0 0 2 6 7:15 AM 1 0 2 0 0 3 0 0 0 0 0 0 5 2 0 0 0 7 0 1 3 0 0 4 14 7:30 AM 0 0 1 0 1 1 0 0 0 0 0 0 5 4 0 0 0 9 0 1 3 0 0 4 14 7:45 AM 1 0 3 0 1 4 0 0 0 0 0 0 9 0 0 0 0 9 0 3 1 0 0 4 17 Hourly Total 2 0 7 0 2 9 0 0 0 0 0 0 22 6 0 0 0 28 0 5 9 0 0 14 51 8:00 AM 0 0 4 0 1 4 0 0 0 0 0 0 6 3 0 0 0 9 0 3 2 0 0 5 18 8:15 AM 1 0 5 0 1 6 0 0 0 0 0 0 5 2 0 0 0 7 0 1 2 0 0 3 16 8:30 AM 0 0 3 0 14 3 0 0 0 0 0 0 5 5 0 0 0 10 0 3 2 0 0 5 18 8:45 AM 1 0 4 0 2 5 0 0 0 0 0 0 3 2 0 0 0 5 0 2 2 0 0 4 14 Hourly Total 2 0 16 0 18 18 0 0 0 0 0 0 19 12 0 0 0 31 0 9 8 0 0 17 66 9:00 AM 1 0 2 0 0 3 0 0 0 0 0 0 5 4 0 0 0 9 0 2 0 0 0 2 14 9:15 AM 0 0 3 0 0 3 0 0 0 0 0 0 3 2 0 0 0 5 0 4 1 0 0 5 13 9:30 AM 0 0 3 0 0 3 0 0 0 0 0 0 3 3 0 0 0 6 0 4 0 0 0 4 13 9:45 AM 0 0 3 0 0 3 0 0 0 0 0 0 3 2 0 0 0 5 0 4 0 0 0 4 12 Hourly Total 1 0 11 0 0 12 0 0 0 0 0 0 14 11 0 0 0 25 0 14 1 0 0 15 52 10:00 AM 1 0 2 0 0 3 0 0 0 0 0 0 4 0 0 0 0 4 0 1 2 0 0 3 10 10:15 AM 1 0 0 0 0 1 0 0 0 0 0 0 5 0 0 0 0 5 0 1 1 0 2 2 8 10:30 AM 2 0 0 0 0 2 0 0 0 0 0 0 8 1 0 0 0 9 0 5 4 0 0 9 20 10:45 AM 1 0 10 0 2 11 0 0 0 0 0 0 2 1 0 0 0 3 0 2 1 0 0 3 17 Hourly Total 5 0 12 0 2 17 0 0 0 0 0 0 19 2 0 0 0 21 0 9 8 0 2 17 55 11:00 AM 0 0 2 0 0 2 0 0 0 0 0 0 6 1 0 0 0 7 0 2 2 0 0 4 13 11:15 AM 0 0 2 0 0 2 0 0 0 0 0 0 3 2 0 0 0 5 0 1 1 0 0 2 9 11:30 AM 3 0 1 0 2 4 0 0 0 0 0 0 5 4 0 0 0 9 0 2 2 0 0 4 17 11:45 AM 0 0 6 0 0 6 0 0 0 0 0 0 6 0 0 0 0 6 0 2 4 0 0 6 18 Hourly Total 3 0 11 0 2 14 0 0 0 0 0 0 20 7 0 0 0 27 0 7 9 0 0 16 57 12:OOPM 1 0 4 0 0 5 0 0 0 0 0 0 5 0 0 0 0 5 0 1 3 0 0 4 14 12:15 PM 0 0 4 0 2 4 0 0 0 0 0 0 7 3 0 0 0 10 0 3 0 0 0 3 17 12:30 PM 0 0 1 0 0 1 0 0 0 0 0 0 4 4 0 0 0 8 0 0 0 0 0 0 9 12:45 PM 0 0 3 0 0 3 0 0 0 0 0 0 4 3 0 0 0 7 0 3 1 0 0 4 14 Hourly Total 1 0 12 0 2 13 0 0 0 0 0 0 20 10 0 0 0 30 0 7 4 0 0 11 54 1:00 PM 2 0 4 0 0 6 0 0 0 0 0 0 4 3 0 0 0 7 0 2 2 0 0 4 17 1:15 PM 2 0 5 0 0 7 0 0 0 0 0 0 7 1 0 0 0 8 0 0 2 0 0 2 17 1:30 PM 1 0 2 0 0 3 0 0 0 0 0 0 7 2 0 0 0 9 0 5 2 0 0 7 19 1:45 PM 0 0 3 0 0 3 0 0 0 0 0 0 6 0 0 0 0 6 0 1 2 0 0 3 12 Hourly Total 5 0 14 0 0 19 0 0 0 0 0 0 24 6 0 0 0 30 0 8 8 0 16 65 2:00 PM 0 0 2 0 0 2 0 0 0 0 0 0 6 3 0 0 0 9 0 0 0 0 0 0 1 11 2:15 PM 2 0 4 0 0 6 1 0 0 0 0 0 0 1 8 3 0 0 0 11 1 0 1 1 0 0 2 1 19 2:30 PM 0 0 3 0 1 3 0 0 0 0 0 0 5 1 0 0 0 6 0 0 0 0 2 0 9 2:45 PM 4 0 6 0 0 10 0 0 0 0 1 0 11 5 1 0 1 17 0 2 0 0 0 2 29 Hourly Total 6 0 15 0 1 21 0 0 0 0 1 0 30 12 1 0 1 43 0 3 1 0 2 4 68 3:00 PM 5 0 4 0 0 9 0 0 0 0 1 0 5 4 0 0 0 9 0 3 2 0 2 5 23 3:15 PM 4 0 13 0 0 17 0 0 0 0 1 0 8 6 0 0 0 14 0 0 1 0 1 1 32 3:30 PM 1 0 11 0 6 12 0 0 0 0 0 0 10 6 0 0 0 16 0 2 0 0 0 2 30 3:45 PM 3 0 5 0 8 8 0 0 0 0 0 0 9 7 0 0 0 16 0 4 3 0 0 7 31 Hourly Total 13 0 33 0 14 46 0 0 0 0 2 0 32 23 0 0 0 55 0 9 6 0 3 15 116 4:00 PM 5 0 2 0 8 7 0 0 0 0 2 0 10 2 0 0 0 12 0 3 1 0 2 4 23 4:15 PM 1 1 9 0 3 11 0 0 0 0 2 0 11 3 0 0 0 14 0 1 1 0 0 2 27 4:30 PM 3 0 11 0 2 14 0 0 0 0 1 0 8 2 0 0 1 10 0 5 1 0 0 6 30 4:45 PM 4 0 8 0 2 12 0 0 0 0 0 0 6 8 0 0 0 14 0 0 2 0 0 2 28 Hourly Total 13 1 30 0 15 44 0 0 0 0 5 0 35 15 0 0 1 50 0 9 5 0 2 14 108 5:00 PM 4 0 6 0 2 10 0 0 0 0 0 0 21 3 0 0 0 24 0 4 1 0 0 5 39 5:15 PM 1 0 7 0 1 8 0 0 0 0 0 0 10 4 0 0 0 14 0 3 1 0 0 4 26 5:30 PM 1 0 6 0 0 7 0 0 0 0 0 0 8 1 0 0 0 9 0 2 2 0 0 4 20 5:45 PM 3 0 6 0 0 9 0 0 0 0 0 0 7 1 0 0 0 8 0 4 3 0 0 7 24 Hourly Total 9 0 25 0 3 34 0 0 0 0 0 0 46 9 0 0 0 55 0 13 7 0 0 20 109 6:00 PM 3 0 5 1 0 9 0 0 0 0 0 0 10 3 0 0 0 13 1 1 2 0 0 4 26 6:15 PM 1 0 4 0 0 5 0 0 0 0 1 0 7 7 0 0 0 14 0 1 0 0 0 1 20 6:30 PM 2 0 3 0 1 5 0 0 0 0 0 0 3 4 0 0 0 7 0 3 2 0 0 5 17 6:45 PM 4 0 6 0 0 10 0 0 0 0 0 0 5 1 0 0 0 6 0 2 1 0 0 3 19 Hourly Total 10 0 18 1 1 29 0 0 0 0 1 0 25 15 0 0 0 40 1 7 5 0 0 13 82 Grand Total 70 1 204 1 60 276 0 0 0 0 9 0 306 128 1 0 2 435 1 100 71 0 9 172 883 Approach % 25.4 0.4 73.9 0.4 - - NaN NaN NaN NaN - - 70.3 29.4 0.2 0.0 - - 0.6 58.1 41.3 0.0 - - - Total % 7.9 0.1 23.1 0.1 31.3 0.0 0.0 0.0 0.0 0.0 34.7 14.5 0.1 0.0 49.3 0.1 11.3 8.0 0.0 19.5 Lights 70 1 199 1 271 0 0 0 0 0 297 123 1 0 421 1 95 69 0 165 857 Lights 100.0 100.0 97.5 100.0 98.2 - - - - - 97.1 96.1 100.0 - 96.8 100.0 95.0 97.2 - 95.9 97.1 Mediums 0 0 5 0 5 0 0 0 0 0 9 5 0 0 14 0 5 2 0 7 26 Mediums 0.0 0.0 2.5 0.0 1.8 - - - - - 2.9 3.9 0.0 - 3.2 0.0 5.0 2.8 - 4.1 2.9 Articulated Trucks 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 0.0 0.0 0.0 0.0 - - - - - 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 Pedestrians - - - - 60 - 9 2 - - - - 9 - - Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com mmaoo o�®ao Foxhunt Trail[N] a©000 oo©oo 00000 Out In Total 00000 00000 m�aoo 193 165 358 00000 a��a© 5 7 12 0 0 0 0 0 0 198 172 370 +1 1 4 Ls wOm_ 03/30 017 7:00 AM EndingAt 30/203017 O°o o y . oo Lights Mediums ArticulatedTrucks [�R Pedestrians v rc 11 h t r► 294 421 715 10 14 24 0 0 0 0 0 0 304 435 739 Out In Total Foxhunt Trail [S] mmaoo o�®ao a©000 oo©oo 00000 00000 00000 m�aoo 00000 a��a© 00000 o�®ao oo©oo 00000 0000© a��a© Turning Movement Data Plot Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 3 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (7:45 AM) Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 4 Start Time Left Thru Edinborough Lane Eastbound Right U -Tum Peds App Total Left Thru Residential Driveway Westbound Right U -Tum Peds App Total Left Thru Foxhunt Trail Northbound Right U -Turn Peds App Total Left Thru Foxhunt Trail Southbound Right U -Turn Peds App Total Int. Total 7:45 AM 1 0 3 0 1 4 0 0 0 0 0 0 9 0 0 0 0 9 0 3 1 0 0 4 17 8:00 AM 0 0 4 0 1 4 0 0 0 0 0 0 6 3 0 0 0 9 0 3 2 0 0 5 18 8:15 AM 1 0 5 0 1 6 0 0 0 0 0 0 5 2 0 0 0 7 0 1 2 0 0 3 16 8:30 AM 0 0 3 0 14 3 0 0 0 0 0 0 5 5 0 0 0 10 0 3 2 0 0 5 18 Total 2 0 15 0 17 17 0 0 0 0 0 0 25 10 0 0 0 35 0 10 7 0 0 17 69 Approach % 11.8 0.0 88.2 0.0 - - NaN NaN NaN NaN - - 71.4 28.6 0.0 0.0 - - 0.0 58.8 41.2 0.0 - - - Total % 2.9 0.0 21.7 0.0 24.6 0.0 0.0 0.0 0.0 0.0 36.2 14.5 0.0 0.0 50.7 0.0 14.5 10.1 0.0 24.6 - PHF 0.500 0.000 0.750 0.000 0.708 0.000 0.000 0.000 0.000 0.000 0.694 0.500 0.000 0.000 0.875 0.000 0.833 0.875 0.000 0.850 0.958 Lights 2 0 14 0 16 0 0 0 0 0 23 9 0 0 32 0 7 7 0 14 62 Lights 100.0 - 93.3 - 94.1 - - - - - 92.0 90.0 - - 91.4 - 70.0 100.0 - 82.4 89.9 Mediums 0 0 1 0 1 0 0 0 0 0 2 1 0 0 3 0 3 0 0 3 7 Mediums 0.0 - 6.7 - 5.9 - - - - - 8.0 10.0 - - 8.6 - 30.0 0.0 - 17.6 10.1 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 - 0.0 - - 0.0 - - - - - - 0.0 0.0 - - - 0.0 - 0.0 0.0 - - 0.0 0.0 Pedestrians - - - - 17 - - - - - 0 - - - - - 0 - - - - - 0 - - Pedestrians - - - - 100.0 - - - - - - - - - - - - - - - - - - - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com a0000 om000 Foxhunt Trail[N] e©000 e©aoo 00000 Out In Total 00000 00000 om000 11 14 25 00000 ammao 1 3 4 0 0 0 0 0 0 12 17 29 +1 1 4 Ls F J S Peak Hour Data ti o o - z o F 03/30/2017 7:45 AM Ending At _ Ei Q 03/30/2017 8:45 AM F w O M , Lights Mediums Articulated Trucks 1 m m a Pedestrians v o 11 h t r► 21 32 53 4 3 7 0 0 0 0 0 0 25 35 80 Out In Total Foxhunt Trail [S] a0000 om000 e©000 e©aoo 00000 00000 00000 om000 00000 ammao 00000 om000 e©aoo 00000 00000 ammao Turning Movement Peak Hour Data Plot (7:45 AM) Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 5 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (11:30 AM) Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 6 Start Time Left Thru Edinborough Lane Eastbound Right U -Tum Peds App Total Left Thru Residential Driveway Westbound Right U -Tum Peds App Total Left Thru Foxhunt Trail Northbound Right U -Turn Peds App Total Left Thru Foxhunt Trail Southbound Right U -Turn Peds App Total Int. Total 11:30 AM 3 0 1 0 2 4 0 0 0 0 0 0 5 4 0 0 0 9 0 2 2 0 0 4 17 11:45 AM 0 0 6 0 0 6 0 0 0 0 0 0 6 0 0 0 0 6 0 2 4 0 0 6 18 12:00 PM 1 0 4 0 0 5 0 0 0 0 0 0 5 0 0 0 0 5 0 1 3 0 0 4 14 12:15 PM 0 0 4 0 2 4 0 0 0 0 0 0 7 3 0 0 0 10 0 3 0 0 0 3 17 Total 4 0 15 0 4 19 0 0 0 0 0 0 23 7 0 0 0 30 0 8 9 0 0 17 66 Approach % 21.1 0.0 78.9 0.0 - - NaN NaN NaN NaN - - 76.7 23.3 0.0 0.0 - - 0.0 47.1 52.9 0.0 - - - Total % 6.1 0.0 22.7 0.0 28.8 0.0 0.0 0.0 0.0 0.0 34.8 10.6 0.0 0.0 45.5 0.0 12.1 13.6 0.0 25.8 PHF 0.333 0.000 0.625 0.000 0.792 0.000 0.000 0.000 0.000 0.000 0.821 0.438 0.000 0.000 0.750 0.000 0.667 0.563 0.000 0.708 0.917 Lights 4 0 15 0 19 0 0 0 0 0 23 6 0 0 29 0 7 9 0 16 64 Lights 100.0 - 100.0 - 100.0 - - - - - 100.0 85.7 - - 96.7 - 87.5 100.0 - 94.1 97.0 Mediums 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 2 Mediums 0.0 - 0.0 - 0.0 - - - - - 0.0 14.3 - - 3.3 - 12.5 0.0 - 5.9 3.0 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 - 0.0 - - 0.0 - - - - - - 0.0 0.0 - - - 0.0 - 0.0 0.0 - - 0.0 0.0 Pedestrians - - - - 4 - - - - - 0 - - - - - 0 - - - - - 0 - - Pedestrians - - - - 100.0 - - - - - - - - - - - - - - - - - - - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 om000 Foxhunt Trail[N] oa000 ooaoo 00000 Out In Total 00000 00000 00000 10 16 26 00000 om000 1 1 2 0 0 0 0 0 0 11 17 28 +1 1 4 Ls F Peak Hour Data - z o F 03/30/2017 11:30 AM Ending At r ' o Q 03/30/2017 12:30 PM F � w O M , Lights Mediums Articulated Trucks 1 � m m v a a Pedestrians v o 11 h t r► 22 29 51 1 1 2 0 0 0 0 0 0 23 30 53 Out In Total Foxhunt Trail [S] 00000 om000 oa000 ooaoo 00000 00000 00000 00000 00000 om000 00000 om000 ooaoo 00000 00000 om000 Turning Movement Peak Hour Data Plot (11:30 AM) Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 7 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (4:15 PM) Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 8 Start Time Left Thru Edinborough Lane Eastbound Right U -Tum Peds App Total Left Thru Residential Driveway Westbound Right U -Tum Peds App Total Left Thru Foxhunt Trail Northbound Right U -Turn Peds App Total Left Thru Foxhunt Trail Southbound Right U -Turn Peds App Total Int. Total 4:15 PM 1 1 9 0 3 11 0 0 0 0 2 0 11 3 0 0 0 14 0 1 1 0 0 2 27 4:30 PM 3 0 11 0 2 14 0 0 0 0 1 0 8 2 0 0 1 10 0 5 1 0 0 6 30 4:45 PM 4 0 8 0 2 12 0 0 0 0 0 0 6 8 0 0 0 14 0 0 2 0 0 2 28 5:00 PM 4 0 6 0 2 10 0 0 0 0 0 0 21 3 0 0 0 24 0 4 1 0 0 5 39 Total 12 1 34 0 9 47 0 0 0 0 3 0 46 16 0 0 1 62 0 10 5 0 0 15 124 Approach % 25.5 2.1 72.3 0.0 - - NaN NaN NaN NaN - - 74.2 25.8 0.0 0.0 - - 0.0 66.7 33.3 0.0 - - - Total % 9.7 0.8 27.4 0.0 37.9 0.0 0.0 0.0 0.0 0.0 37.1 12.9 0.0 0.0 50.0 0.0 8.1 4.0 0.0 12.1 - PHF 0.750 0.250 0.773 0.000 0.839 0.000 0.000 0.000 0.000 0.000 0.548 0.500 0.000 0.000 0.646 0.000 0.500 0.625 0.000 0.625 0.795 Lights 12 1 34 0 47 0 0 0 0 0 46 16 0 0 62 0 10 5 0 15 124 Lights 100.0 100.0 100.0 - 100.0 - - - - - 100.0 100.0 - - 100.0 - 100.0 100.0 - 100.0 100.0 Mediums 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mediums 0.0 0.0 0.0 - 0.0 - - - - - 0.0 0.0 - - 0.0 - 0.0 0.0 - 0.0 0.0 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 0.0 0.0 - - 0.0 - - - - - - 0.0 0.0 - - - 0.0 - 0.0 0.0 - - 0.0 0.0 Pedestrians - - - - 9 - - - - - 3 - - - - - 1 - - - - - 0 - - Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - - - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 ommoo Foxhunt Trail[N] 00000 Out In Total 00000 0000a 28 15 43 ommoo 0 0 0 0 0 0 0 0 0 28 15 43 +1 1 4 Ls J S Peak Hour Data zF 03/30/2017 4:15 PM Ending At Q 03/30/2017 5:15 PM F w O Lights Mediums Articulated Trucks 1 m m a a Pedestrians v w 11 h t r► 44 62 106 0 0 0 0 0 0 0 0 0 44 62 106 Out In Total Foxhunt Trail [S] 00000 ommoo 00000 00000 0000a ommoo Turning Movement Peak Hour Data Plot (4:15 PM) Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 9 4 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Count Name: Foxhunt Trail & Edinborough Site Code: Start Date: 03/30/2017 Page No: 10 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turninq Movement Data Count Name: Townline Road S & Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 1 Start Time Left Thru Olive Avenue Eastbound Right U -Tum Peds App Total Left Thru Kingswood Drive Westbound Right U -Tum Peds App Total Left Thru Townline Road S Northbound Right U -Turn Peds App. Total Left Thru Townline Road S Southbound Right U -Turn Peds App Total Int. Total 7:00 AM 38 1 0 0 0 39 0 5 5 0 0 10 0 0 0 0 0 0 0 0 84 0 0 84 133 7:15 AM 54 4 0 0 0 58 0 10 4 0 0 14 0 0 0 0 0 0 2 0 97 0 0 99 171 7:30 AM 39 2 0 0 0 41 0 12 4 0 0 16 0 0 0 0 0 0 0 0 95 0 0 95 152 7:45 AM 48 1 0 0 0 49 0 16 6 0 0 22 0 0 0 0 0 0 0 0 95 0 0 95 166 Hourly Total 179 8 0 0 0 187 0 43 19 0 0 62 0 0 0 0 0 0 2 0 371 0 0 373 622 8:00 AM 66 2 0 0 0 68 0 6 4 0 0 10 0 0 0 0 0 0 2 0 100 0 0 102 180 8:15 AM 57 2 0 0 0 59 0 7 2 0 0 9 0 0 0 0 0 0 1 1 102 0 1 104 172 8:30 AM 55 1 0 0 0 56 0 10 4 0 0 14 1 0 0 0 1 1 3 0 90 0 0 93 164 8:45 AM 57 3 0 0 0 60 0 4 5 0 0 9 0 0 0 0 0 0 0 0 79 0 0 79 148 Hourly Total 235 8 0 0 0 243 0 27 15 0 0 42 1 0 0 0 1 1 6 1 371 0 1 378 664 9:00 AM 34 4 0 0 0 38 0 10 2 0 0 12 0 0 0 0 1 0 4 0 69 0 0 73 123 9:15 AM 41 1 0 0 0 42 0 6 5 0 0 11 0 0 0 0 1 0 1 0 64 0 0 65 118 9:30 AM 14 2 0 0 0 16 0 6 2 0 0 8 0 0 0 0 0 0 0 0 64 0 0 64 88 9:45 AM 48 0 0 0 0 48 0 2 0 0 0 2 0 0 0 0 0 0 2 0 67 0 0 69 119 Hourly Total 137 7 0 0 0 144 0 24 9 0 0 33 0 0 0 0 2 0 7 0 264 0 0 271 448 10:00 AM 39 2 0 0 0 41 0 5 2 0 0 7 0 0 0 0 0 0 0 1 45 0 0 46 94 10:15 AM 61 2 0 0 0 63 0 6 2 0 1 8 0 1 0 0 0 1 2 0 60 0 2 62 134 10:30 AM 66 3 0 0 0 69 0 9 7 0 0 16 0 0 0 0 0 0 1 0 60 0 0 61 146 10:45 AM 44 11 0 0 0 55 0 5 2 0 0 7 0 1 0 0 0 1 1 0 62 0 1 63 126 Hourly Total 210 18 0 0 0 228 0 25 13 0 1 38 0 2 0 0 0 2 4 1 227 0 3 232 500 11:00 AM 81 0 1 0 0 82 0 9 1 0 1 10 0 1 0 0 0 1 0 0 60 0 1 60 153 11:15 AM 56 3 0 0 0 59 0 4 3 0 0 7 1 0 0 0 0 1 1 0 56 0 0 57 124 11:30 AM 61 5 0 0 0 66 0 4 4 0 0 8 1 0 0 0 0 1 2 1 61 0 0 64 139 11:45 AM 56 3 0 0 0 59 0 6 2 0 0 8 0 0 0 0 0 0 1 1 81 0 0 83 150 Hourly Total 254 11 1 0 0 266 0 23 10 0 1 33 2 1 0 0 0 3 4 2 258 0 1 264 566 12:00 PM 78 7 0 0 0 85 0 6 3 0 0 9 1 1 0 0 0 2 2 0 66 0 0 68 164 12:15 PM 67 7 0 0 0 74 0 2 3 0 0 5 0 0 0 0 0 0 0 1 79 0 1 80 159 12:30 PM 56 1 0 0 0 57 0 7 3 0 0 10 0 0 0 0 0 0 2 0 66 0 0 68 135 12:45 PM 67 4 0 0 0 71 0 7 4 0 1 11 0 1 0 0 0 1 1 0 52 0 1 53 136 Hourly Total 268 19 0 0 0 287 0 22 13 0 1 35 1 2 0 0 0 3 5 1 263 0 2 269 594 1:00 PM 71 7 0 0 0 78 1 9 1 0 0 11 1 1 0 0 0 2 2 0 51 0 0 53 144 1:15 PM 61 5 0 0 0 66 0 9 5 0 0 14 0 0 0 0 0 0 2 0 59 0 0 61 141 1:30 PM 50 5 0 0 0 55 0 10 1 0 0 11 0 0 0 0 0 0 1 0 80 0 0 81 147 1:45 PM 60 3 0 0 0 63 0 7 3 0 0 10 0 1 0 0 0 1 3 2 76 0 0 81 155 Hourly Total 1 242 20 0 0 0 262 1 35 10 0 0 46 1 2 0 0 0 3 8 2 266 0 0 276 587 2:00 PM 60 4 0 0 0 64 0 4 0 0 1 4 0 0 0 0 1 0 0 0 73 0 0 73 141 2:15 PM 78 8 1 0 0 87 1 1 9 1 0 0 11 2 0 0 0 0 2 3 0 76 0 0 79 179 2:30 PM 87 5 0 0 0 92 0 4 3 0 0 7 0 0 0 0 0 0 2 0 65 0 0 67 166 2:45 PM 110 10 0 0 0 120 1 6 3 0 0 10 0 0 0 0 0 0 2 0 68 0 1 70 200 Hourly Total 335 27 1 0 0 363 2 23 7 0 1 32 2 0 0 0 1 2 7 0 282 0 1 289 686 3:00 PM 90 9 0 0 0 99 0 11 0 0 1 11 0 0 0 0 0 0 3 0 66 0 0 69 179 3:15 PM 115 15 1 0 0 131 1 4 4 0 0 9 0 2 0 0 0 2 3 0 73 0 0 76 218 3:30 PM 119 11 1 0 0 131 0 9 2 0 0 11 0 0 0 0 1 0 2 0 57 0 1 59 201 3:45 PM 121 8 0 0 0 129 0 7 4 0 0 11 0 2 0 0 0 2 4 1 74 0 0 79 221 Hourly Total 445 43 2 0 0 490 1 31 10 0 1 42 0 4 0 0 1 4 12 1 270 0 1 283 819 4:00 PM 102 8 1 0 0 111 0 10 4 0 2 14 0 1 0 0 0 1 2 0 82 0 0 84 210 4:15 PM 115 10 0 0 0 125 0 11 0 0 0 11 0 0 0 0 0 0 5 0 56 1 0 62 198 4:30 PM 136 21 1 0 0 158 0 5 1 0 0 6 0 0 0 0 0 0 6 0 86 0 0 92 256 4:45 PM 123 11 1 0 0 135 0 6 1 0 0 7 0 1 0 0 0 1 2 0 76 0 0 78 221 Hourly Total 476 50 3 0 0 529 0 32 6 0 2 38 0 2 0 0 0 2 15 0 300 1 0 316 885 5:00 PM 127 12 0 0 0 139 0 15 4 0 1 19 0 0 0 0 0 0 4 0 69 0 0 73 231 5:15 PM 135 7 2 0 0 144 0 9 4 0 0 13 0 2 0 0 0 2 4 0 86 0 0 90 249 5:30 PM 118 7 1 0 0 126 0 9 6 0 1 15 0 2 0 0 0 2 8 2 79 0 0 89 232 5:45 PM 133 8 0 0 0 141 0 11 3 0 0 14 0 0 0 0 0 0 5 0 68 0 0 73 228 Hourly Total 513 34 3 0 0 550 0 44 17 0 2 61 0 4 0 0 0 4 21 2 302 0 0 325 940 6:00 PM 96 9 0 0 0 105 1 7 7 0 0 15 1 0 0 0 0 1 3 0 60 0 1 63 184 6:15 PM 104 5 0 0 0 109 0 10 3 0 0 13 0 0 0 0 0 0 0 0 73 0 0 73 195 6:30 PM 84 4 0 0 0 88 1 6 4 0 0 11 1 1 0 0 0 2 8 0 66 0 1 74 175 6:45 PM 83 15 0 0 0 98 0 5 1 0 0 6 0 1 0 0 0 1 4 1 56 0 0 61 166 Hourly Total 367 33 0 0 0 400 2 28 15 0 0 45 2 2 0 0 0 4 15 1 255 0 2 271 720 Grand Total 3661 278 10 0 0 3949 6 357 144 0 9 507 9 19 0 0 5 28 106 11 3429 1 11 3547 8031 Approach % 92.7 7.0 0.3 0.0 - - 1.2 70.4 28.4 0.0 - - 32.1 67.9 0.0 0.0 - - 3.0 0.3 96.7 0.0 - - - Total % 45.6 3.5 0.1 0.0 49.2 0.1 4.4 1.8 0.0 6.3 0.1 0.2 0.0 0.0 0.3 1.3 0.1 42.7 0.0 44.2 - Lights 3628 276 10 0 3914 6 352 136 0 494 9 19 0 0 28 104 11 3389 1 3505 7941 Lights 99.1 99.3 100.0 - 99.1 100.0 98.6 94.4 - 97.4 100.0 100.0 - - 100.0 98.1 100.0 98.8 100.0 98.8 98.9 Mediums 33 2 0 0 35 0 5 8 0 13 0 0 0 0 0 2 0 38 0 40 88 Mediums 0.9 0.7 0.0 - 0.9 0.0 1.4 5.6 - 2.6 0.0 0.0 - - 0.0 1.9 0.0 1.1 0.0 1.1 1.1 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 2 Articulated Trucks 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.1 0.0 0.1 0.0 Pedestrians - - - 0 - - - - 9 - - - 5 - - - - - 11 - - Pedestrians i - - - - - - i - - - - 100.0 - I - - - - 100.0 - I - - - - 100.0 - I - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com �mmao oomoo Townline Road S [N] moaoo 00000 ©0000 Out In Total 00000 0000m �m�am 3784 3505 7289 00000 aamo© 41 40 81 0 2 2 0 0 0 3825 3547 7372 +1 1 4 Ls ~ - r N c O " 7:00 AM Ending At o03/30/2017 c _ d 03/30/2017 7:00 PM � p' Lights Mediums Articulated Trucks 1 m o a Pedestrians v rc 11 h t r► 27 28 55 0 0 0 0 0 0 0 0 0 27 28 55 Out In Total Townline Road S [S] �mmao oomoo moaoo 00000 ©0000 00000 0000m �m�am 00000 aamo© 00000 oomoo 00000 00000 0000© aamo© Turning Movement Data Plot Count Name: Townline Road S & Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 3 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (7:45 AM) Count Name: Townline Road S & Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 4 Start Time Left Thru Olive Avenue Eastbound Right U -Tum Peds App Total Left Thru Kingswood Drive Westbound Right U -Tum Peds App Total Left Thru Townline Road S Northbound Right U -Turn Peds App Total Left Thru Townline Road S Southbound Right U -Turn Peds App Total Int. Total 7:45 AM 48 1 0 0 0 49 0 16 6 0 0 22 0 0 0 0 0 0 0 0 95 0 0 95 166 8:00 AM 66 2 0 0 0 68 0 6 4 0 0 10 0 0 0 0 0 0 2 0 100 0 0 102 180 8:15 AM 57 2 0 0 0 59 0 7 2 0 0 9 0 0 0 0 0 0 1 1 102 0 1 104 172 8:30 AM 55 1 0 0 0 56 0 10 4 0 0 14 1 0 0 0 1 1 3 0 90 0 0 93 164 Total 226 6 0 0 0 232 0 39 16 0 0 55 1 0 0 0 1 1 6 1 387 0 1 394 682 Approach % 97.4 2.6 0.0 0.0 - - 0.0 70.9 29.1 0.0 - - 100.0 0.0 0.0 0.0 - - 1.5 0.3 98.2 0.0 - - - Total % 33.1 0.9 0.0 0.0 34.0 0.0 5.7 2.3 0.0 8.1 0.1 0.0 0.0 0.0 0.1 0.9 0.1 56.7 0.0 57.8 - PHF 0.856 0.750 0.000 0.000 0.853 0.000 0.609 0.667 0.000 0.625 0.250 0.000 0.000 0.000 0.250 0.500 0.250 0.949 0.000 0.947 0.947 Lights 225 6 0 0 231 0 38 15 0 53 1 0 0 0 1 5 1 379 0 385 670 Lights 99.6 100.0 - - 99.6 - 97.4 93.8 - 96.4 100.0 - - - 100.0 83.3 100.0 97.9 - 97.7 98.2 Mediums 1 0 0 0 1 0 1 1 0 2 0 0 0 0 0 1 0 7 0 8 11 Mediums 0.4 0.0 - - 0.4 - 2.6 6.3 - 3.6 0.0 - - - 0.0 16.7 0.0 1.8 - 2.0 1.6 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 Articulated Trucks 0.0 0.0 - - - 0.0 - 0.0 0.0 - - 0.0 0.0 - - - - 0.0 0.0 0.0 0.3 - - 0.3 0.1 Pedestrians - - - - 0 - - - - - 0 - - - - - 1 - - - - - 1 - - Pedestrians 100.0 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com �a©oo oa000 Townline Road S [N] aoaoo 00000 a0000 Out In Total 00000 0000a �aooa 240 385 625 00000 aaaoa 2 8 10 0 1 1 0 0 0 242 394 636 +1 1 4 Ls S Peak Hour Data ' F J H - Nam F 03/30/2017 7:45 AM Ending At r r _ y 03/30/2017 8:45 AM =o p 5 O' a o a o Lights Mediums Articulated Trucks c o 1 m w o a Pedestrians v o 11 h t r► 1 1 2 0 0 0 0 0 0 0 0 0 1 1 2 Out In Total Townline Road S [S] �a©oo oa000 aoaoo 00000 a0000 00000 0000a �aooa 00000 aaaoa 00000 oa000 00000 00000 0000a aaaoa Turning Movement Peak Hour Data Plot (7:45 AM) Count Name: Townline Road S &Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 5 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (11:30 AM) Count Name: Townline Road S & Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 6 Start Time Left Thru Olive Avenue Eastbound Right U -Tum Peds App Total Left Thru Kingswood Drive Westbound Right U -Tum Peds App Total Left Thru Townline Road S Northbound Right U -Turn Peds App Total Left Thru Townline Road S Southbound Right U -Turn Peds App Total Int. Total 11:30 AM 61 5 0 0 0 66 0 4 4 0 0 8 1 0 0 0 0 1 2 1 61 0 0 64 139 11:45 AM 56 3 0 0 0 59 0 6 2 0 0 8 0 0 0 0 0 0 1 1 81 0 0 83 150 12:00 PM 78 7 0 0 0 85 0 6 3 0 0 9 1 1 0 0 0 2 2 0 66 0 0 68 164 12:15 PM 67 7 0 0 0 74 0 2 3 0 0 5 0 0 0 0 0 0 0 1 79 0 1 80 159 Total 262 22 0 0 0 284 0 18 12 0 0 30 2 1 0 0 0 3 5 3 287 0 1 295 612 Approach % 92.3 7.7 0.0 0.0 - - 0.0 60.0 40.0 0.0 - - 66.7 33.3 0.0 0.0 - - 1.7 1.0 97.3 0.0 - - - Total % 42.8 3.6 0.0 0.0 46.4 0.0 2.9 2.0 0.0 4.9 0.3 0.2 0.0 0.0 0.5 0.8 0.5 46.9 0.0 48.2 - PHF 0.840 0.786 0.000 0.000 0.835 0.000 0.750 0.750 0.000 0.833 0.500 0.250 0.000 0.000 0.375 0.625 0.750 0.886 0.000 0.889 0.933 Lights 259 21 0 0 280 0 17 12 0 29 2 1 0 0 3 5 3 285 0 293 605 Lights 98.9 95.5 - - 98.6 - 94.4 100.0 - 96.7 100.0 100.0 - - 100.0 100.0 100.0 99.3 - 99.3 98.9 Mediums 3 1 0 0 4 0 1 0 0 1 0 0 0 0 0 0 0 2 0 2 7 Mediums 1.1 4.5 - - 1.4 - 5.6 0.0 - 3.3 0.0 0.0 - - 0.0 0.0 0.0 0.7 - 0.7 1.1 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 0.0 - - - 0.0 - 0.0 0.0 - - 0.0 0.0 0.0 - - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 Pedestrians - - - - 0 - - - - - 0 - - - - - 0 - - - - - 1 - - Pedestrians 100.0 - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 e©aoo Townline Road S [N] a0000 00000 00000 Out In Total 00000 0000a �o©ea 272 293 565 00000 aaaao 3 2 5 0 0 0 0 0 0 275 295 570 +1 1 4 Ls S Peak Hour Data O m S ~ m J y N - 2 a r 03/30/2017 11:30 AM Ending At r r y 03/30/2017 12:30 PM p 5 O' M o Lights Mediums Articulated Trucks c o a t m o a Pedestrians v o 11 h t r► 3 3 6 0 0 0 0 0 0 0 0 0 3 3 6 Out In Total Townline Road S [S] 00000 e©aoo a0000 00000 00000 00000 0000a �o©ea 00000 aaaao 00000 e©aoo 00000 00000 00000 aaaao Turning Movement Peak Hour Data Plot (11:30 AM) Count Name: Townline Road S &Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 7 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Turning Movement Peak Hour Data (4:30 PM) Count Name: Townline Road S & Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 8 Start Time Left Thru Olive Avenue Eastbound Right U -Tum Peds App Total Left Thru Kingswood Drive Westbound Right U -Tum Peds App Total Left Thru Townline Road S Northbound Right U -Turn Peds App Total Left Thru Townline Road S Southbound Right U -Turn Peds App Total Int. Total 4:30 PM 136 21 1 0 0 158 0 5 1 0 0 6 0 0 0 0 0 0 6 0 86 0 0 92 256 4:45 PM 123 11 1 0 0 135 0 6 1 0 0 7 0 1 0 0 0 1 2 0 76 0 0 78 221 5:00 PM 127 12 0 0 0 139 0 15 4 0 1 19 0 0 0 0 0 0 4 0 69 0 0 73 231 5:15 PM 135 7 2 0 0 144 0 9 4 0 0 13 0 2 0 0 0 2 4 0 86 0 0 90 249 Total 521 51 4 0 0 576 0 35 10 0 1 45 0 3 0 0 0 3 16 0 317 0 0 333 957 Approach % 90.5 8.9 0.7 0.0 - - 0.0 77.8 22.2 0.0 - - 0.0 100.0 0.0 0.0 - - 4.8 0.0 95.2 0.0 - - - Total % 54.4 5.3 0.4 0.0 60.2 0.0 3.7 1.0 0.0 4.7 0.0 0.3 0.0 0.0 0.3 1.7 0.0 33.1 0.0 34.8 - PHF 0.958 0.607 0.500 0.000 0.911 0.000 0.583 0.625 0.000 0.592 0.000 0.375 0.000 0.000 0.375 0.667 0.000 0.922 0.000 0.905 0.935 Lights 521 51 4 0 576 0 35 10 0 45 0 3 0 0 3 16 0 312 0 328 952 Lights 100.0 100.0 100.0 - 100.0 - 100.0 100.0 - 100.0 - 100.0 - - 100.0 100.0 - 98.4 - 98.5 99.5 Mediums 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 5 5 Mediums 0.0 0.0 0.0 - 0.0 - 0.0 0.0 - 0.0 - 0.0 - - 0.0 0.0 - 1.6 - 1.5 0.5 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Articulated Trucks 0.0 0.0 0.0 - - 0.0 - 0.0 0.0 - - 0.0 - 0.0 - - - 0.0 0.0 - 0.0 - - 0.0 0.0 Pedestrians - - - - 0 - - - - - 1 - - - - - 0 - - - - - 0 - - Pedestrians - - - - - - - - - - 100.0 - - - - - - - - - - - - - - paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com 00000 oo©oo Townline Road S [N] 00000 Out In Total 00000 00000 534 328 862 as©ao 0 5 5 0 0 0 0 0 0 534 333 867 +1 1 4 Ls S Peak Hour Data J va03/30/2017 c 4:30 PM Ending At r _ �, o — d 03/30/2017 5:30 PM p 5 O' „a., o v � � Lights Mediums Articulated Trucks 1 m o a Pedestrians v 11 h t r► 4 3 7 0 0 0 0 0 0 0 0 0 4 3 7 Out In Total Townline Road S [S] 00000 oo©oo 00000 00000 00000 as©ao Turning Movement Peak Hour Data Plot (4:30 PM) Count Name: Townline Road S &Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 9 4 paradigm Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo, Ontario, Canada N2J 1 N8 519-896-3163 cbowness@ptsl.com Count Name: Townline Road S & Olive AVenue/Kingswood Drive Site Code: Start Date: 03/30/2017 Page No: 10 Ontario Traffic Inc. Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 8:00:00 To: 12:00:00 To: 9:00:00 Municipality: Clarington Weather conditions: Site #: 0000000003 Intersection: Townline Rd S & Kingsway Gate Person(s) who counted: TFR File #: 1 Count date: 4 -Apr -17 ** Non -Signalized Intersection ** Major Road: Townline Rd S runs N/S North Leg Total: 658 North Entering: 393 Heavys 0 0 0 Heavys 1 Trucks 5 0 5 Trucks 3 East Leg Total: 56 East Entering: 42 North Peds: 0 Cars 379 9 388 Cars 261 East Peds: 1 Peds Cross: >< Totals 384 9 Totals 265 Peds Cross: x Townline Rd S Cars Trucks Heavys Totals 36 0 0 36 N � 6 0 0 6 42 0 0 W E Kingsway Gate S Cars Trucks Heavys Totals Townline Rd S 13 1 0 14 Cars 385 Cars 225 4 229 Peds Cross: >< Trucks 5 Trucks 3 1 4 South Peds: 0 Heavys 0 Heavys 1 0 1 South Entering: 234 Totals 390 Totals 229 5 South Leg Total: 624 Comments Ontario Traffic Inc. Afternoon Peak Diagram Specified Period One Hour Peak From: 12:00:00 From: 16:15:00 To: 19:00:00 To: 17:15:00 Municipality: Clarington Weather conditions: Site #: 0000000003 Intersection: Townline Rd S & Kingsway Gate Person(s) who counted: TFR File #: 1 Count date: 4 -Apr -17 ** Non -Signalized Intersection ** Major Road: Townline Rd S runs N/S North Leg Total: 818 North Entering: 336 Heavys Trucks 0 0 0 Heavys 0 1 1 2 Trucks 2 East Leg Total: 73 East Entering: 31 North Peds: 0 Cars 299 35 334 Cars 480 East Peds: 0 Peds Cross: >< Totals 300 36 Totals 482 Peds Cross: x Townline Rd S Cars Trucks Heavys Totals 23 0 0 23 N � 7 1 0 8 30 1 0 W E Kingsway Gate S Cars Trucks Heavys Totals 41 1 0 42 Townline Rd S Cars 306 Cars 457 6 463 Peds Cross: >< Trucks 2 Trucks 2 0 2 South Peds: 0 Heavys 0 Heavys 0 0 0 South Entering: 465 Totals 308 Totals 459 6 South Leg Total: 773 Comments Ontario Traffic Inc. Total Count Diagram Municipality: Clarington Weather conditions: Site #: 0000000003 Intersection: Townline Rd S & Kingsway Gate Person(s) who counted: TFR File #: 1 Count date: 4 -Apr -17 ** Non -Signalized Intersection ** Major Road: Townline Rd S runs N/S North Leg Total: 7587 North Entering: 3667 Heavys 2 0 2 Heavys 3 Trucks 43 7 50 Trucks 44 East Leg Total: East Entering: 688 362 North Peds: 12 Cars 3356 259 3615 Cars 3873 East Peds: 23 Peds Cross: >< Totals 3401 266 Totals 3920 Peds Cross: x Townline Rd S Cars Trucks Heavys Totals 298 5 0 303 N 57 2 0 59 355 7 0 W E Kingsway Gate S Cars Trucks Heavys Totals Townline Rd S 316 10 0 326 Cars 3413 Cars 3575 57 3632 Peds Cross: >< Trucks 45 Trucks 39 3 42 South Peds: 0 Heavys 2 Heavys 3 0 3 South Entering: 3677 Totals 3460 Totals 3617 60 South Leg Total: 7137 Comments Ontario Traffic Inc. Traffic Count Summary Intersection: Townline Rd S & Kingsway Gate Count Date: 4 -Apr -1 7 Municipality: Clarington North Approach Totals North/South Total South Approach Totals Includes Cars, Trucks, & Heav s Includes Cars, Trucks, &Heav s Hour Grand Total Hour Grand Total Ending Left Thru Ri ht Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 10 307 0 317 0 496 8:00:00 0 176 3 179 0 9:00:00 9 384 0 393 0 627 9:00:00 0 229 5 234 0 10:00:00 18 277 0 295 0 520 10:00:00 0 219 6 225 0 11:00:00 16 237 0 253 0 433 11:00:00 0 178 2 180 0 12:00:00 17 259 0 276 2 510 12:00:00 0 232 2 234 0 13:00:00 26 255 0 281 2 539 13:00:00 0 257 1 258 0 14:00:00 23 258 0 281 2 549 14:00:00 0 262 6 268 0 15:00:00 24 276 0 300 3 626 15:00:00 0 322 4 326 0 16:00:00 30 300 0 330 0 786 16:00:00 0 449 7 456 0 17:00:00 34 291 0 325 1 783 17:00:00 0 448 10 458 0 18:00:00 32 279 0 311 0 780 18:00:00 0 464 5 469 0 19:00:00 27 278 0 305 2 695 19:00:00 0 381 9 390 0 Totals: 2661 34011 01 3667 12 7344 01 36171 601 3677 0 East Approach Totals East/West Total West Approach Totals Includes Cars, Trucks, & Heav s Includes Cars, Trucks, &Heav s Hour Grand Total Hour Grand Total Ending Left Thru Right Total Peds Approaches Ending Left Thru Right Total Peds 7:00:00 0 0 0 0 0 0 7:00:00 0 0 0 0 0 8:00:00 5 0 28 33 2 33 8:00:00 0 0 0 0 0 9:00:00 6 0 36 42 1 42 9:00:00 0 0 0 0 0 10:00:00 4 0 24 28 3 28 10:00:00 0 0 0 0 0 11:00:00 4 0 21 25 1 25 11:00:00 0 0 0 0 0 12:00:00 6 0 24 30 2 30 12:00:00 0 0 0 0 0 13:00:00 4 0 22 26 1 26 13:00:00 0 0 0 0 0 14:00:00 3 0 24 27 6 27 14:00:00 0 0 0 0 0 15:00:00 7 0 27 34 2 34 15:00:00 0 0 0 0 0 16:00:00 2 0 19 21 1 21 16:00:00 0 0 0 0 0 17:00:00 6 0 22 28 0 28 17:00:00 0 0 0 0 0 18:00:00 9 0 28 37 0 37 18:00:00 0 0 0 0 0 19:00:00 3 0 28 31 4 31 19:00:00 0 0 0 0 0 Totals: 59 0 3031 3621 231 3621 1 01 0 0 0 0 Calculated Values for Traffic Crossing Major Street Hours Ending: 9:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 Crossing Values: 6 6 5 10 2 7 9 5 Ontario Traffic Inc. Count Date: 4 -Apr -17 Site #: 0000000003 10:15:00 Passenger Cars - North Approach 2 Trucks - North Approach 10:30:00 42 Heavys - North Approach 1066 Pedestrians Interval Left Thru 11:00:00 Right Left 1192 Thru 56 Right Left 11:30:00 Thru 2 Right North Cross Time Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 7:15:00 0 2 0 0 2 79 0 79 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30:00 3 1 150 71 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 7:45:00 6 3 218 68 0 0 1 1 2 1 0 0 0 0 0 0 0 0 0 0 8:00:00 8 2 304 86 0 0 2 1 3 1 0 0 0 0 0 0 0 0 0 0 8:15:00 11 3 394 90 0 0 2 0 6 3 0 0 0 0 0 0 0 0 0 0 8:30:00 13 2 507 113 0 0 2 0 6 0 0 0 0 0 0 0 0 0 0 0 8:45:00 15 2 590 83 0 0 2 0 8 2 0 0 0 0 0 0 0 0 0 0 9:00:00 17 2 683 93 0 0 2 0 8 0 0 0 0 0 0 0 0 0 0 0 9:15:00 20 3 752 69 0 0 2 0 9 1 0 0 0 0 0 0 0 0 0 0 9:30:00 26 6 819 67 0 0 2 0 9 0 0 0 0 0 0 0 0 0 0 0 9:45:00 32 6 892 73 0 0 2 0 9 0 0 0 0 0 0 0 0 0 0 0 10:00:00 35 3 959 67 0 0 2 0 9 0 0 0 0 0 0 0 0 0 0 0 10:15:00 37 2 1018 10:30:00 42 5 1066 10:45:00 46 4 1138 11:00:00 51 5 1192 11:15:00 56 5 1249 11:30:00 58 2 1317 11:45:00 62 4 1384 12:00:00 66 4 1448 12:15:00 77 11 1504 12:30:00 79 2 1554 12:45:00 89 10 1624 13:00:00 91 2 1695 13:15:00 98 7 1750 13:30:00 103 5 1811 13:45:00 108 5 1885 14:00:00 114 6 1951 14:15:00 122 8 2012 14:30:00 126 4 2075 14:45:00 132 6 2154 15:00:00 138 15:15:00 144 15:30:00 150 15:45:00 160 1 16:00:00 167 16:15:00 175 16:30:00 186 1 16:45:00 191 59 0 0 2 0 9 0 0 0 0 0 0 0 0 0 0 0 48 0 0 2 0 11 2 0 0 0 0 1 1 0 0 0 0 72 0 0 2 0 11 0 0 0 0 0 1 0 0 0 0 0 54 0 0 2 0 12 1 0 0 0 0 1 0 0 0 0 0 57 0 0 3 1 13 1 0 0 0 0 1 0 0 0 2 2 68 0 01 3 0 13 0 0 01 0 0 1 0 0 01 2 0 67 0 01 4 1 13 0 0 01 0 0 1 0 0 01 2 0 74 2662 86 0 2739 77 0 4 0 15 4 0 19 5 1 20 5 0 22 5 0 23 5 0 24 27 6 01 41 6 0 41 f c 0 01 0 0 01 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 2 1 2 0 2 0 2 0 2 0 2 0 2 0 2 0 4 10 1 10 0 10 0 Count Date: 4 -Apr -17 Site #: 0000000003 Ontario Traffic Inc. Passenger Cars - North Approach Trucks - North Approach Heavys - North Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right North Cross Time Cum Incr Cum Fincr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 17:00:00 17:15:00 17:30:00 17:45:00 18:00:00 18:15:00 18:30:00 201 210 221 224 232 240 249 10 9 11 3 8 8 9 2801 2875 2947 3012 3078 3152 3218 62 74 72 65 66 74 66 0 0 0 0 0 0 0 0 6 0 7 0 7 0 7 0 7 0 7 0 7 0 41 1 41 0 42 0 43 0 43 0 43 0 43 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 2 2 2 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 10 0 0 10 0 0 10 0 0 10 0 0 10 0 0 10 0 18:45:00 255 6 3293 75 0 0 7 0 43 0 0 0 0 0 2 0 0 0 11 1 19:00:00 259 4 3356 63 0 0 7 0 43 0 0 0 0 0 2 0 0 0 12 1 19:15:00 259 0 3356 0 0 0 7 0 43 0 0 0 0 0 2 0 0 0 12 0 19:18:24 259 0 3356 0 0 0 7 0 43 0 0 0 0 0 2 0 0 0 12 0 Count Date: 4 -Apr -17 Site #: 0000000003 Ontario Traffic Inc. Passenger Cars - East Approach Trucks - East Approach Heavys - East Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right East Cross Time Cum Incr Cum Fincr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 7:15:00 0 1 0 1 0 0 0 0 0 5 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30:00 1 0 0 0 11 6 0 0 0 0 0 0 0 0 0 0 0 0 2 2 7:45:00 3 2 0 0 20 9 0 0 0 0 0 0 0 0 0 0 0 0 2 0 8:00:00 5 2 0 0 28 8 0 0 0 0 0 0 0 0 0 0 0 0 2 0 8:15:00 8 3 0 0 38 10 0 0 0 0 0 0 0 0 0 0 0 0 2 0 8:30:00 9 1 0 0 48 10 0 0 0 0 0 0 0 0 0 0 0 0 3 1 8:45:00 10 1 0 0 55 7 0 0 0 0 0 0 0 0 0 0 0 0 3 0 9:00:00 11 1 0 0 64 9 0 0 0 0 0 0 0 0 0 0 0 0 3 0 9:15:00 12 1 0 0 68 4 0 0 0 0 0 0 0 0 0 0 0 0 3 0 9:30:00 13 1 0 0 72 4 0 0 0 0 0 0 0 0 0 0 0 0 3 0 9:45:00 14 1 0 0 81 9 0 0 0 0 0 0 0 0 0 0 0 0 4 1 10:00:00 15 1 0 0 88 7 0 0 0 0 0 0 0 0 0 0 0 0 6 2 10:15:00 18 3 0 0 95 7 0 0 0 0 0 0 0 0 0 0 0 0 6 0 10:30:00 18 0 0 0 99 4 0 0 0 0 0 0 0 0 0 0 0 0 7 1 10:45:00 19 1 0 0 106 7 0 0 0 0 0 0 0 0 0 0 0 0 7 0 11:00:00 19 0 0 0 109 3 0 0 0 0 0 0 0 0 0 0 0 0 7 0 11:15:00 22 3 0 0 116 7 0 0 0 0 0 0 0 0 0 0 0 0 7 0 11:30:00 23 1 0 0 121 5 0 0 0 0 2 2 0 0 0 0 0 0 7 0 11:45:00 24 1 0 0 126 5 0 0 0 0 2 0 0 0 0 0 0 0 8 1 12:00:00 25 1 0 0 130 4 0 0 0 0 3 1 0 0 0 0 0 0 9 1 12:15:00 26 1 0 0 135 5 0 0 0 0 3 0 0 0 0 0 0 0 9 0 12:30:00 28 2 0 0 139 4 0 0 0 0 3 0 0 0 0 0 0 0 9 0 12:45:00 28 0 0 0 146 7 0 0 0 0 3 0 0 0 0 0 0 0 10 1 13:00:00 28 0 0 0 152 6 1 1 0 0 3 0 0 0 0 0 0 0 10 0 13:15:00 28 0 0 0 156 4 1 0 0 0 3 0 0 0 0 0 0 0 10 0 13:30:00 29 1 0 0 161 5 1 0 0 0 3 0 0 0 0 0 0 0 12 2 13:45:00 30 1 0 0 168 7 1 0 0 0 3 0 0 0 0 0 0 0 14 2 14:00:00 31 1 0 0 176 8 1 0 0 0 3 0 0 0 0 0 0 0 16 2 14:15:00 33 2 0 0 184 8 1 0 0 0 3 0 0 0 0 0 0 0 17 1 14:30:00 36 3 0 0 190 6 1 0 0 0 3 0 0 0 0 0 0 0 17 0 14:45:00 37 1 0 0 197 7 1 0 0 0 4 1 0 0 0 0 0 0 17 0 15:00:00 38 1 0 0 201 4 1 0 0 0 5 1 0 0 0 0 0 0 18 1 15:15:00 39 1 0 0 203 2 1 0 0 0 5 0 0 0 0 0 0 0 18 0 15:30:00 39 0 0 0 212 9 1 0 0 0 5 0 0 0 0 0 0 0 18 0 15:45:00 39 0 0 0 214 2 1 0 0 0 5 0 0 0 0 0 0 0 18 0 16:00:00 40 1 0 0 220 6 1 0 0 0 5 0 0 0 0 0 0 0 19 1 16:15:00 43 3 0 0 225 5 1 0 0 0 5 0 0 0 0 0 0 0 19 0 16:30:00 45 2 0 0 228 3 1 0 0 0 5 0 0 0 0 0 0 0 19 0 16:45:00 46 1 0 0 234 6 1 0 0 0 5 0 0 0 0 0 0 0 19 0 Count Date: 4-Apr-17 Site #: 0000000003 Ontario Traffic Inc. Passenger Cars - East Approach Trucks - East Approach Heavys - East Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right East Cross Time Cum Incr Cum Fincr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 17:00:00 17:15:00 46 50 0 4 0 0 0 242 0 248 8 6 1 2 0 0 1 0 0 5 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 19 0 0 19 0 17:30:00 50 0 0 0 256 8 2 0 0 0 5 0 0 0 0 0 0 0 19 0 17:45:00 52 2 0 0 261 5 2 0 0 0 5 0 0 0 0 0 0 0 19 0 18:00:00 54 2 0 0 270 9 2 0 0 0 5 0 0 0 0 0 0 0 19 0 18:15:00 54 0 0 0 275 5 2 0 0 0 5 0 0 0 0 0 0 0 19 0 18:30:00 54 0 0 0 286 11 2 0 0 0 5 0 0 0 0 0 0 0 20 1 18:45:00 55 1 0 0 292 6 2 0 0 0 5 0 0 0 0 0 0 0 22 2 19:00:00 57 2 0 0 298 6 2 0 0 0 5 0 0 0 0 0 0 0 23 1 19:15:00 57 0 0 0 298 0 2 0 0 0 5 0 0 0 0 0 0 0 23 0 19:18:24 57 0 0 0 298 0 2 0 0 0 5 0 0 0 0 0 0 0 23 0 Count Date: 4 -Apr -17 Site #: 0000000003 Ontario Traffic Inc. Passenger Cars - South Approach Trucks - South Approach Heavys - South Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right South Cross Time Cum Incr Cum Fincr Cum I Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 7:15:00 0 0 0 0 0 35 0 35 0 1 0 0 1 0 0 0 0 3 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30:00 0 0 85 50 1 0 0 0 4 1 0 0 0 0 0 0 0 0 0 0 7:45:00 0 0 122 37 3 2 0 0 5 1 0 0 0 0 0 0 0 0 0 0 8:00:00 0 0 171 49 3 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 8:15:00 0 0 235 64 6 3 0 0 5 0 0 0 0 0 0 0 0 0 0 0 8:30:00 0 0 283 48 6 0 0 0 6 1 0 0 0 0 0 0 0 0 0 0 8:45:00 0 0 334 51 7 1 0 0 6 0 1 1 0 0 0 0 0 0 0 0 9:00:00 0 0 396 62 7 0 0 0 8 2 1 0 0 0 1 1 0 0 0 0 9:15:00 0 0 452 56 8 1 0 0 9 1 1 0 0 0 1 0 0 0 0 0 9:30:00 0 0 504 52 9 1 0 0 11 2 1 0 0 0 1 0 0 0 0 0 9:45:00 0 0 546 42 10 1 0 0 12 1 1 0 0 0 1 0 0 0 0 0 10:00:00 0 0 611 65 13 3 0 0 12 0 1 0 0 0 1 0 0 0 0 0 10:15:00 0 0 657 46 14 1 0 0 12 0 1 0 0 0 1 0 0 0 0 0 10:30:00 0 0 707 50 15 1 0 0 12 0 1 0 0 0 1 0 0 0 0 0 10:45:00 0 0 741 34 15 0 0 0 13 1 1 0 0 0 1 0 0 0 0 0 11:00:00 0 0 787 46 15 0 0 0 14 1 1 0 0 0 1 0 0 0 0 0 11:15:00 0 0 836 49 15 0 0 0 16 2 1 0 0 0 1 0 0 0 0 0 11:30:00 0 0 896 60 15 0 0 0 16 0 2 1 0 0 1 0 0 0 0 0 11:45:00 0 0 950 54 16 1 0 0 16 0 2 0 0 0 1 0 0 0 0 0 12:00:00 0 0 1016 66 16 0 0 0 17 1 2 0 0 0 1 0 0 0 0 0 12:15:00 0 0 1071 55 16 0 0 0 17 0 2 0 0 0 1 0 0 0 0 0 12:30:00 0 0 1142 71 17 1 0 0 18 1 2 0 0 0 1 0 0 0 0 0 12:45:00 0 0 1203 61 17 0 0 0 19 1 2 0 0 0 1 0 0 0 0 0 13:00:00 0 0 1270 67 17 0 0 0 20 1 2 0 0 0 1 0 0 0 0 0 13:15:00 0 0 1334 64 19 2 0 0 20 0 2 0 0 0 1 0 0 0 0 0 13:30:00 0 0 1416 82 21 2 0 0 21 1 2 0 0 0 1 0 0 0 0 0 13:45:00 0 0 1479 63 22 1 0 0 23 2 2 0 0 0 1 0 0 0 0 0 14:00:00 0 0 1528 49 23 1 0 0 24 1 2 0 0 0 1 0 0 0 0 0 14:15:00 0 0 1597 69 24 1 0 0 26 2 2 0 0 0 1 0 0 0 0 0 14:30:00 0 0 1661 64 25 1 0 0 27 1 2 0 0 0 1 0 0 0 0 0 14:45:00 0 0 1754 93 27 2 0 0 27 0 2 0 0 0 2 1 0 0 0 0 15:00:00 0 0 1845 91 27 0 0 0 28 1 2 0 0 0 2 0 0 0 0 0 15:15:00 0 0 1956 111 31 4 0 0 29 1 2 0 0 0 2 0 0 0 0 0 15:30:00 0 0 2071 115 33 2 0 0 31 2 2 0 0 0 3 1 0 0 0 0 15:45:00 0 0 2181 110 33 0 0 0 33 2 2 0 0 0 3 0 0 0 0 0 16:00:00 0 0 2286 105 34 1 0 0 35 2 2 0 0 0 3 0 0 0 0 0 16:15:00 0 0 2398 112 38 4 0 0 36 1 3 1 0 0 3 0 0 0 0 0 16:30:00 0 0 2516 118 40 2 0 0 37 1 3 0 0 0 3 0 0 0 0 0 16:45:00 0 0 2621 105 43 3 0 0 37 0 3 0 0 0 3 0 0 0 0 0 Count Date: 4 -Apr -17 Site #: 0000000003 Ontario Traffic Inc. Passenger Cars - South Approach Trucks - South Approach Heavys - South Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right South Cross Time Cum Incr Cum Fincr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 17:00:00 17:15:00 0 0 0 0 2732 2855 111 123 43 44 0 0 1 0 0 37 0 38 0 3 1 3 0 0 0 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 17:30:00 0 0 2951 96 45 1 0 0 39 1 3 0 0 0 3 0 0 0 0 0 17:45:00 0 0 3071 120 46 1 0 0 39 0 3 0 0 0 3 0 0 0 0 0 18:00:00 0 0 3194 123 48 2 0 0 39 0 3 0 0 0 3 0 0 0 0 0 18:15:00 0 0 3307 113 53 5 0 0 39 0 3 0 0 0 3 0 0 0 0 0 18:30:00 0 0 3407 100 54 1 0 0 39 0 3 0 0 0 3 0 0 0 0 0 18:45:00 0 0 3493 86 55 1 0 0 39 0 3 0 0 0 3 0 0 0 0 0 19:00:00 0 0 3575 82 57 2 0 0 39 0 3 0 0 0 3 0 0 0 0 0 19:15:00 0 0 3575 0 57 0 0 0 39 0 3 0 0 0 3 0 0 0 0 0 19:18:24 0 0 3575 0 57 0 0 0 39 0 3 0 0 0 3 0 0 0 0 0 Count Date: 4 -Apr -17 Site #: 0000000003 Ontario Traffic Inc. Passenger Cars - West Approach Trucks - West Approach Heavys - West Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right West Cross Time Cum Incr Cum Fincr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 7:00:00 7:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16:30:001 0 0 0 0 0 01 0 0 0 0 00 0 0 0 0 0 01 0 0 16:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Date: 4 -Apr -17 Site #: 0000000003 Ontario Traffic Inc. Passenger Cars - West Approach Trucks - West Approach Heavys - West Approach Pedestrians Interval Left Thru Right Left Thru Right Left Thru Right West Cross Time Cum Incr Cum Fincr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr Cum Incr 17:00:00 17:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:30:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18:45:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:18:24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 April 11 t" 2017 The Regional Paradigm Municipality 500 Younge Street, Suite 1901 of Durham Toronto ON M2N 7E9 DURHAM REGION Traffic Operations Centre April 11 t" 2017 The Regional Paradigm Municipality 500 Younge Street, Suite 1901 of Durham Toronto ON M2N 7E9 Works Department Traffic Operations Centre ATTENTION: Adrian Soo 101 CONSUMERS DR. P.O. BOX 623 RE: Highway 2 & Townline Road (R.R.55) WHITBY ON L1N 6A3 CANADA Highway 2 & Varcoe Road/Darlington Boulevard 905-666-8118 Signal Timings uAM, PM and Saturday Peaks 1-866-786-8116 Our File: 128-T02-2017, 319-T02-2017 Fax: 905-666-8826 E-mail: trafficna durham.ca www.durham.ca Attached is a detailed summary of the signal timings for the above - C. R. Curtis, P.Eng, MBA noted intersections, as requested March 28th 2017. Commissioner of Works The signal timings at these locations can vary by time of day depending on the signal program in effect from the 5 HAR VMGYDEFHG-I Traffic Management System. I trust this information will be of assistance to you. Yours truly, Meg Haley Traffic Engineering Analyst MH/ Attach. "Service Fxcellence for our Communifies" Signal Timings -]AM, PM and Saturday Peaks Highway 2 & Townline Road (Regional Road 55) This intersection operates in a semi -actuated mode of control with Highway 2 assigned as the main street. Weekday Program Time Of Day Cycle Length (sec.) E/W Adv. (sec.) Highway 2 E/W (sec.) SB Adv. (sec.) Townline Road N/S (sec.) 05:30 to 90 EB Min Green 5.0 EB Green 36.9 Min Green NB Min Green 8.0 09:00 17:00 Max Green 6.0 Amber 4.2 N/A Max Green 26.9 AM Peak 21.5 Amber 3.0 All Red 2.1 All Red Amber 3.7 3.0 Amber Veh Ext 3.0 Veh Ext 3.0 All Red 2.7 Veh Ext 3.0 All Red 2.7 Veh Ext 3.0 WB Min Green 5.0 WB Green 41.4 SB Min Green 8.0 WB Green 37.8 Max Green 10.5 Amber 4.2 Max Green 26.9 5.1 Amber Amber 3.0 All Red 2.1 31.4 Amber 3.7 Amber 3.0 Veh Ext 3.0 Amber All Red 2.7 Veh Ext 3.0 Veh Ext 3.0 14:30 to 90 EB Min Green 5.0 EB Green 36.0 Min Green 5.0 NB Max Green 8.0 17:45 Max Green 5.1 Amber 4.2 Max Green 9.6 Max Green 20.6 PM Peak Amber 3.0 All Red 2.1 Amber 3.0 Amber 3.7 Veh Ext 3.0 Veh Ext 3.0 All Red 2.7 Veh Ext 3.0 WB Min Green 5.0 WB Green 36.0 SB Min Green 8.0 Max Green 5.1 Amber 4.2 Max Green 33.2 Amber 3.0 All Red 2.1 Amber 3.7 Veh Ext 3.0 All Red 2.7 Veh Ext 3.0 Weekend Program Time Of Day Cycle Length (sec.) E/W Adv. (sec.) Highway 2 E/W (sec.) SB Adv. (sec.) Townline Rd. N/S (sec.) 09:00 to 90 EB Min Green 5.0 EB Green 37.8 Min Green 5.0 NB Min Green 8.0 17:00 Max Green 5.1 Amber 4.2 Max Green 6.9 Max Green 21.5 Amber 3.0 All Red 2.1 Amber 3.0 Amber 3.7 Veh Ext 3.0 Veh Ext 3.0 All Red 2.7 Veh Ext 3.0 WB Min Green 5.0 WB Green 37.8 SB Min Green 8.0 Max Green 5.1 Amber 4.2 Max Green 31.4 Amber 3.0 All Red 2.1 Amber 3.7 Veh Ext 3.0 All Red 2.7 Veh Ext 3.0 Highway 2 Ca►_ Varcoe Road/Darlington Boulevard This intersection operates in a semi -actuated mode of control with Highway 2 assigned as the main street. Weekday Program Time Of Day Cycle Length (sec.) Highway 2 E/W (sec.) Varcoe/Darlington N/S (sec.) 05:30 to 90 Green 52.9 Min Green 8.0 09:00 (sec.) Amber 4.2 Max Green 24.6 AM Peak 8.0 All Red 2.3 Amber 3.3 Max Green 25.5 All Red 2.7 Amber 3.3 Veh Ext. 3.0 14:30 to 90 Green 52.0 Min Green 8.0 22:00 3.0 Amber 4.2 Max Green 25.5 PM Peak All Red 2.3 Amber 3.3 All Red 2.7 Veh Ext. 3.0 Weekend Program Time Cycle Highway 2 Varcoe/Darlington Of Day Length E/W N/S (sec.) (sec.) (sec.) 09:00 to 90 Green 52.0 Min Green 8.0 17:00 Amber 4.2 Max Green 25.5 All Red 2.3 Amber 3.3 All Red 2.7 Veh Ext. 3.0 TOWNLINE TMC Tabular Report RD (R.R.55) @ KING ST/RHIGHWAY 2 TMC No.: 0550300000 Intersection ID : 5415 Count ID: 29982008143 Count Date: 05/22/2008 AM Peak c c Ped.;2 MD Peak o 0 o Ped.;2 8:15 am o oo ° rn 5 12:30 pm °v° i00, D„ 15 10 O, A w w w ftT1 T1 Ped. w Cars Trucks Trucks PHF Ped. w Cars Trucks Trucks PHF 4 J a o o J % 11 c o o N w w % 39 963 t— 191 8 4% 0.89 20 708 207 7 3% 0.88 <-- 796 28 4% 0.91 567 16 3% 0.91 0.76 0.89 16% 3% 7 45 10 342 247 1 0% 0.79 0.74 0.94 5% 3% 6 113 15 505 174 1 1% 0.95 0.74 3% 2 63 T 568 18 => 0.82 2% 1 61 T 851 23 => th Trucks c °� 3 Trucks J w w 19 PHF % Trucks Cars Ped. PHF % Trucks Cars Ped. J N 4 N U ~ N T1 .ly o 0 0 0 0 0 r Ped. O O O o N o ;2 Ped. O O cJi, oc o 8 25 PM Peak o 0 o Ped, F Total Count Ped. ;2 5:00 pm 11 8 hours 76 0 0 o II w O\ A A r O J T1 W to Cn 00 U Ped. Cars Trucks Trucks PHF Ped. Cars Trucks Trucks PHF 11 cN S w a a % 76 a, 0 A w % 4t— 14 688 IN `� 298 5 2% 0.87 161 5807 IIn 4 1681 49 3% 0.8 4% 7 176 529 10 2% 0.92 8% 59 734 4760 123 3% 0.91 2% 19 952 187 3 2% 0.91 2% 97 4202 1673 13 1% 0.85 0% 0 61 T 1535 28 => 2% 8 429 T f 6929 155 => Trucks o N 15 Trucks vW w A 84 PHF % Trucks Cars Ped. PHF % Trucks Cars T N Ped. a U T1 0 0 o N J �O Go Ped. Ped. 20 119 Count Date: 05/22/2008 TMC 15 Min Report TOWNLINE RD (ILP -55) @ KING ST/RHIGHWAY 2 NORTH APPROACH EAST APPROACH SOUTH APPROACH I WEST APPROACH Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Time Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Ri ht Ped Left Thru Right Left Thru Right Left Thru Right ped Total Period 1 06:15 19 29 11 0 1 0 0 0 0 0 47 94 19 0 1 1 0 0 0 0 5 7 11 0 1 0 0 0 0 0 7 20 3 0 3 0 0 0 0 0 279 06:30 29 29 10 0 2 0 0 0 0 1 68 111 28 0 2 2 0 0 0 0 1 11 5 0 1 0 0 0 0 2 2 30 8 2 1 0 0 0 0 0 345 06:45 24 31 6 0 2 0 0 0 0 1 85 138 39 1 6 0 0 0 0 0 10 21 14 0 0 0 0 0 0 1 2 53 9 0 0 0 0 0 0 1 444 07:00 26 36 5 1 0 0 0 0 0 0 54 137 20 1 4 1 0 0 0 0 6 28 14 0 0 0 0 0 0 2 5 47 6 2 2 0 0 0 0 2 399 07:15 26 53 10 0 2 0 0 0 0 0 60 132 30 0 6 3 0 0 0 0 5 23 16 0 1 0 0 0 0 1 2 45 11 2 5 1 0 0 0 2 436 07:30 32 58 18 1 1 1 0 0 0 0 55 183 33 0 5 2 0 0 0 0 11 28 17 0 1 0 0 0 0 2 2 44 10 6 3 0 0 0 0 2 515 07:45 45 52 15 2 4 3 0 0 0 1 69 201 49 0 3 0 0 0 0 2 18 33 7 0 2 0 0 0 0 0 6 59 9 2 2 0 0 0 0 0 584 08:00 33 56 21 0 1 2 0 0 0 0 60 193 43 1 2 1 0 0 0 0 19 34 15 1 1 2 0 0 0 1 6 82 13 3 2 0 0 0 0 0 592 08:15 36 66 25 1 4 0 O 0 0 0 64 189 43 0 6 3 0 0 0 0 16 36 17 0 3 0 0 0 0 1 14 87 18 2 5 1 0 0 0 0 637 08:30 42 62 20 1 3 2 0 0 0 1 77 203 48 1 4 1 0 0 0 3 20 25 16 1 1 1 0 0 0 2 7 78 13 2 2 0 0 0 0 1 637 08:45 38 57 23 4 4 4 0 0 0 4 51 214 53 0 13 2 0 0 0 0 18 26 15 0 1 1 0 0 0 2 10 94 21 0 1 1 0 0 0 2 659 09:00 44 55 29 0 3 3 11 11 Il 0 55 190 47 0 5 2 0 0 0 0 16 44 18 1 0 11 0 0 0 3 14 83 11 3 2 0 0 0 0 1 629 Period 2 11:45 60 20 16 1 0 0 0 0 0 0 34 120 35 0 1 1 0 0 0 0 12 28 15 0 1 0 0 0 0 4 14 114 6 0 0 1 0 0 0 2 485 12:00 61 37 16 2 3 2 0 0 0 2 46 129 47 1 1 3 0 0 0 4 6 46 34 0 l 0 0 0 0 5 26 140 14 4 2 0 0 0 0 4 636 12:15 47 40 19 2 3 0 0 0 0 1 44 112 56 0 4 2 0 0 0 1 13 40 18 0 0 1 0 0 0 1 24 120 15 0 1 2 0 0 0 0 566 12:30 57 54 27 0 3 1 0 0 0 5 40 153 47 0 7 1 0 0 0 6 7 41 30 1 2 1 0 0 0 9 26 112 16 2 3 1 0 0 0 4 656 12:45 59 45 21 1 1 2 0 0 0 2 44 153 51 1 2 2 0 0 0 6 11 41 35 0 1 1 0 0 0 9 36 133 15 0 5 0 0 0 0 5 682 13:00 60 41 30 2 1 0 0 0 0 5 45 132 50 0 4 2 0 0 0 5 11 57 11 0 2 0 0 0 0 5 23 131 12 4 4 0 0 0 0 1 638 13:15 57 42 28 3 1 0 0 0 0 3 45 129 59 0 3 2 0 0 0 2 6 44 37 0 1 0 O 0 0 2 28 129 18 0 3 0 0 0 0 1 643 13:30 54 36 24 2 1 3 0 0 0 1 48 142 51 0 3 1 0 0 0 2 14 40 20 0 1 0 0 0 0 4 19 120 15 2 4 0 0 0 0 5 612 Period 3 15:15 63 45 29 1 0 0 0 0 0 9 46 136 68 0 8 2 0 0 0 7 10 59 46 0 2 0 0 0 0 11 20 184 16 3 4 0 0 0 0 10 779 15:30 69 36 18 3 5 0 0 0 0 2 49 151 47 2 2 1 0 0 0 5 11 49 56 0 1 2 0 0 0 4 36 188 15 2 2 0 0 0 0 2 758 15:45 76 51 27 1 4 2 0 0 0 1 35 140 56 1 3 3 0 0 0 3 14 64 44 0 2 1 0 0 0 5 40 186 9 4 5 1 0 0 0 2 780 16:00 78 61 34 2 3 1 0 0 0 1 61 150 72 1 3 1 0 0 0 2 13 74 38 0 6 1 0 0 0 3 36 194 18 2 6 0 0 0 0 2 863 16:15 77 40 22 0 2 0 0 0 0 8 50 188 87 0 4 1 0 0 0 3 12 78 37 0 0 0 0 0 0 4 41 187 16 1 2 0 0 0 0 8 868 16:30 75 40 16 2 1 0 0 0 0 5 60 147 61 0 4 2 0 0 0 5 18 49 38 0 0 2 0 0 0 7 40 188 20 2 1 0 0 0 0 2 785 16:45 54 43 18 2 0 1 0 0 0 3 39 128 58 0 6 2 0 0 0 3 8 49 37 0 0 1 0 0 0 6 37 195 20 0 3 0 0 0 0 0 713 17:00 95 57 31 2 2 0 0 0 0 3 44 142 70 1 0 1 0 0 0 3 10 71 67 0 2 1 0 0 0 6 54 261 18 2 4 0 0 0 0 4 951 17:15 93 50 29 1 0 1 0 0 0 4 43 143 83 1 4 0 0 0 0 5 14 80 59 1 1 1 0 0 0 5 42 221 14 2 3 0 0 0 0 0 900 17:30 86 62 26 2 2 1 0 0 0 0 49 104 61 0 2 1 0 0 0 1 13 78 34 0 2 2 0 0 0 5 43 240 15 3 5 0 0 0 0 2 839 17:45 88 60 23 0 1 1 0 0 0 4 51 140 84 1 4 3 0 0 0 6 13 83 61 0 l 0 0 0 0 4 37 230 14 0 7 0 0 0 0 5 921 18:00 92 50 29 1 1 1 0 0 0 9 55 136 86 0 1 0 0 0 0 10 10 81 50 2 1 0 0 0 0 3 35 207 11 2 5 0 0 0 0 6 884 TMC Tabular Report - TOWNLINE RD (R.R.55) ® KING ST/RHIGHWAY 2 TMC No.: 0550300000 Intersection ID : 5415 Count ID: 29982012168 Weekend Peak O 0 o Ped. 11:30 am w w 18 0 0 0 U Ped. a 0 0 0 Trucks PUY 51 a opo a O N O 01 % �t= t1 I� 4 1055 10 1% 4% 19 424 -A, 2537 Ped. 1% 1% w to Cars Trucks 2 Trucks PHF 10 1% 2 196 T 4175 0 e % 6 803 I� 272 1 0% 0.86 PIN % Trucks Cars 649 6 1% 0.9 0.83 3% 4 122 0.87 1% 4 713 196 0 0% 0.92 0.73 0% 0 47 T 1193 4 o 0 0 Trucks w w 10 PHF % Trucks Cars Ped• 0 0 o jjo o a o 0 0 0 4 Ped. 0 w 11 Count Date: 06/16/2012 Total Count Ped. 8 hours 50 0 0 0 U Ped. a � N Cars Trucks Trucks PUY 51 a opo a % �t= 30 3133 I� 4 1055 10 1% 4% 19 424 -A, 2537 25 1% 1% 18 2539 741 2 0% 1% 2 196 T 4175 28 Trucks .r 39 PIN % Trucks Cars 0"' Ped. T1 N N A w o 0 0 Ped. 53 Count Date: 06/16/2012 TMC 15 Min Report TOWNLINE RD (ILP -55) @ KING ST/RHIGHWAY 2 NORTH APPROACH EAST APPROACH SOUTH APPROACH WEST APPROACH Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Time Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right ped Total Period 1 06:00 3 0 2 0 0 0 0 0 0 0 4 3 3 0 0 0 0 0 0 2 0 2 1 0 0 0 0 0 0 0 1 5 2 1 0 0 0 0 0 2 31 06:15 58 45 20 0 0 0 0 0 0 2 38 148 59 0 3 0 0 0 0 2 10 40 22 0 0 0 0 0 0 4 21 120 14 0 0 0 0 0 0 3 609 06:30 61 43 26 0 1 0 0 0 0 0 42 135 60 1 0 0 0 0 0 0 14 60 29 0 1 0 0 0 0 3 19 122 7 2 0 0 0 0 0 2 628 06:45 71 54 23 0 0 1 0 0 0 1 47 186 64 0 2 1 0 0 0 1 16 49 25 0 0 2 0 0 0 4 23 125 16 0 3 0 0 0 0 4 718 07:00 59 56 33 1 1 0 0 0 0 3 41 151 68 0 0 5 0 0 0 3 19 45 25 0 0 0 0 0 0 4 13 160 19 2 3 0 0 0 0 2 713 07:15 62 51 22 1 0 0 0 0 0 6 50 155 53 0 3 0 0 0 0 3 14 38 24 0 0 0 0 0 0 2 22 144 12 0 2 1 0 0 0 0 665 07:30 71 47 23 2 1 0 0 0 0 4 57 165 72 0 1 2 0 0 0 0 10 55 26 0 0 0 0 0 0 3 22 157 10 2 0 0 0 0 0 3 733 07:45 66 38 25 0 0 0 0 0 0 2 47 156 61 0 1 0 0 0 0 7 8 41 32 0 0 0 0 0 0 1 28 161 12 0 2 0 0 0 0 5 693 08:00 82 46 25 2 1 1 0 0 0 3 64 163 79 1 2 0 0 0 0 0 15 41 24 1 1 1 0 0 0 6 33 147 19 3 1 1 0 0 0 3 765 08:15 84 50 32 0 0 1 0 0 0 3 48 174 72 0 3 1 0 0 0 5 11 39 24 0 0 0 0 0 0 4 22 170 7 1 1 0 0 0 0 5 757 08:30 88 50 34 0 1 0 0 0 0 2 41 156 60 0 1 0 0 0 0 1 6 51 29 0 0 0 0 0 0 6 28 156 14 2 1 0 0 0 0 4 731 08:45 72 55 21 0 0 0 0 0 0 4 36 141 55 0 2 0 0 0 0 2 10 50 21 1 0 0 0 0 0 5 31 183 6 0 1 0 0 0 0 8 704 09:00 71 53 17 1 1 0 0 0 0 2 30 151 76 0 1 0 0 0 0 3 6 61 26 0 1 0 0 0 0 0 39 172 10 2 0 0 0 0 0 0 723 11:30 88 46 44 0 0 0 0 0 0 3 53 153 57 0 2 0 0 0 0 2 5 50 36 0 0 0 0 0 0 2 36 169 16 0 1 0 0 0 0 3 766 11:45 73 44 27 0 1 0 0 0 0 8 42 180 78 0 1 0 0 0 0 4 16 48 43 0 0 0 0 0 0 3 34 159 8 2 0 0 0 0 0 0 771 12:00 83 45 22 0 0 0 0 0 0 5 50 157 68 0 2 0 0 0 0 1 12 43 35 0 0 0 0 0 0 3 32 181 10 0 1 0 0 0 0 7 757 12:15 85 45 18 0 1 0 0 0 0 2 51 159 69 0 1 1 0 0 0 3 10 34 37 0 1 0 0 0 0 3 20 204 13 2 2 0 0 0 0 0 761 12:30 0 0 0 0 0 0 0 0 0 0 0 4 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 1 0 0 0 0 0 0 0 10 TMC No.: 0550300000 Intersection ID : TOWNLINE TMC Tabular Report RD (R.R.55) ® KING ST/RHIGHWAY 5415 Count ID: 29982012221 Count Date: 08/08/2012 AM Peak c c o Ped. MD Peak o 0 o Ped. 7:45 am w w o�0 8 12:15 pm A 19 J N J Vi W W A N O t1 A cn oo J U U Ped. Cars Trucks Trucks PIIF Ped. w Cars Trucks Trucks PHF 9 N w j co N N % 18 N o N % 4t— 16 783 160 6 4% 0.9 4t-- 15 694 212 9 4% 0.85 0.63 30% 8 27 F 677 11 2% 0.97 0.86 9/0 ° 7 79 567 10 2% 0.96 0.93 4% 11 269 183 3 2% 0.93 0.92 2% 13 604 154 2 1% 0.91 0.8t 3% 1 38 T 433 23 0.82 0% 0 46 T 985 21 w w Trucks e 1 00 N 6 Trucks ' A o 11 PHF % Trucks Cars Pleld. PHF % Trucks Cars Pled . c 'I jj N �-' \D II N �- O O O O O O —' F Ped. ;2 Ped. 13 29 PM Peak o 0 o Ped.;2 Total Count Ped.;2 5:30 pmN A 17 8 hours o 105 0 0 o N A o J A W A O W w \O t1 T1 Ped.PHF Ped. Aw Cars Trucks Trucks PHF 14 th w N % 74 w a o % 4-- 10 672 232 5 2% 0.94 4t-- 99 5168 1495 50 3% 0.9 3% f 4 129 541 10 2% 0.92 7/0 ° 43 587 4328 78 2% 0.91 2% 16 998 179 1 1% 0.85 2% 80 4406 1267 11 1% 0.88 0% 0 46 T 1493 19 2% 7 321 T 6977 129 Trucks w 13 Trucks z w = co 72 PHF % Trucks Cars Ped' PHF % Trucks Cars a w Ped. a o 0 o Tl i1 '{Y o 0 o _ � C, O O INI I o 0 0 F Ped. 2 Ped. 17 118 Count Date: 08/08/2012 TMC 15 Min Report TOWNLINE RD (ILP -55) @ KING ST/RHIGHWAY 2 NORTH APPROACH EAST APPROACH SOUTH APPROACH WEST APPROACH Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Time Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right ped Total Period 1 06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:15 13 29 9 0 0 0 0 0 0 2 52 72 14 0 1 1 0 0 0 0 7 14 4 0 1 0 0 0 0 1 2 24 7 0 2 0 0 0 0 2 257 06:30 15 28 4 0 1 0 0 0 0 1 53 89 24 1 1 0 0 0 0 1 9 20 11 1 0 0 0 0 0 0 2 39 7 2 1 0 0 0 0 0 310 06:45 27 25 6 3 0 0 0 0 0 0 47 117 42 0 3 1 0 0 0 0 8 19 7 0 0 0 0 0 0 2 4 44 9 0 0 0 0 0 0 3 367 07:00 27 38 15 1 1 0 0 0 0 0 44 110 28 0 0 l () 0 0 0 9 20 8 0 2 1 0 0 0 1 3 49 4 2 1 1 0 0 0 0 366 07:15 29 30 11 0 0 1 0 0 0 1 35 115 43 0 5 4 0 0 0 0 3 17 2 0 0 0 0 0 0 2 7 43 7 0 2 0 0 0 0 1 358 07:30 40 35 16 0 1 0 0 0 0 0 42 102 35 0 0 0 0 0 0 1 9 18 7 0 0 0 0 0 0 1 4 29 7 2 1 0 0 0 0 1 351 07:45 37 36 9 3 0 0 0 0 0 2 46 174 33 0 2 3 0 0 0 0 11 15 8 0 1 2 0 0 0 4 3 70 9 0 1 0 0 0 0 4 473 08:00 27 38 17 2 1 0 0 0 0 1 45 160 43 1 3 1 O 0 0 4 15 29 9 O 0 0 O O 11 3 9 65 11 5 3 0 0 0 0 3 495 08:15 26 35 12 3 0 2 0 0 0 0 43 172 41 1 3 0 0 0 0 2 7 21 6 0 0 0 0 0 0 3 8 66 10 0 5 0 0 0 0 0 466 08:30 42 19 19 1 1 2 0 0 0 5 49 171 43 1 3 2 0 0 0 0 16 20 9 1 0 1 0 0 0 3 7 68 8 3 2 1 0 0 0 2 499 08:45 34 29 14 0 0 0 0 0 0 0 25 109 24 1 4 1 0 0 0 1 4 22 8 0 0 0 0 0 0 0 5 54 6 1 0 0 0 0 0 1 343 09:00 39 40 13 1 1 0 0 0 0 3 41 149 42 0 5 1 0 0 0 1 15 34 21 0 0 0 0 0 0 4 11 72 2 2 5 0 0 0 0 2 504 Period 2 11:30 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 56 28 15 1 1 3 0 0 0 3 27 127 48 0 3 2 0 0 0 2 7 44 25 0 0 0 0 0 0 5 23 145 8 1 4 0 0 0 0 3 581 12:15 77 42 25 3 1 2 0 0 0 5 41 142 53 1 1 2 0 0 0 1 12 27 22 1 0 0 0 0 0 14 16 161 12 2 2 0 0 0 0 7 672 12:30 63 40 17 1 1 0 0 0 0 6 36 135 62 1 3 3 0 0 0 2 9 35 34 0 0 0 0 0 0 4 22 150 12 1 1 0 0 0 0 4 642 12:45 65 31 13 1 2 1 0 0 0 5 42 144 49 0 2 3 0 0 0 3 15 44 30 0 0 0 () 0 0 5 22 148 14 3 6 0 0 0 0 1 649 13:00 66 46 27 3 1 1 0 0 0 3 35 146 48 0 4 1 0 0 0 5 9 35 24 0 1 0 0 0 0 6 19 145 8 1 4 0 0 0 0 6 644 13:15 70 26 13 3 2 1 0 0 0 1 37 147 46 1 1 5 0 0 0 2 10 38 31 1 0 0 0 0 0 6 32 162 14 2 2 0 0 0 0 2 655 13:30 51 40 18 3 0 0 0 0 0 7 32 160 51 0 2 0 0 0 0 8 14 29 21 0 0 1 (1 0 0 5 20 135 9 1 2 2 0 0 0 0 611 Period 3 15:00 62 41 18 1 1 0 0 0 0 4 26 160 54 1 2 3 0 0 0 5 15 29 21 0 1 0 0 0 0 4 23 148 12 2 5 0 0 0 0 2 640 15:15 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 15:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:45 65 35 10 1 0 0 0 0 0 12 38 141 50 1 4 2 0 0 0 4 11 41 37 0 1 0 0 0 0 5 20 170 10 0 2 1 0 0 0 1 662 16:00 83 36 10 1 1 0 0 0 0 1 38 121 48 0 2 1 0 0 0 2 12 45 23 0 1 0 0 0 0 3 21 153 11 2 1 1 0 0 0 2 619 16:15 76 52 17 1 0 3 0 0 0 3 35 127 52 0 6 2 0 0 0 0 11 43 38 0 1 1 0 0 0 3 22 176 11 1 3 0 0 0 0 0 684 16:30 78 49 11 0 2 0 0 0 0 2 43 138 69 0 0 1 0 0 0 2 8 49 41 0 1 0 0 0 0 1 23 199 14 2 0 1 0 0 0 0 734 16:45 63 50 27 3 1 0 0 0 0 3 25 153 57 0 1 1 0 0 0 1 8 46 38 0 1 0 0 0 0 1 29 222 11 0 4 0 0 0 0 4 749 17:00 80 42 20 1 1 0 0 0 0 2 30 145 59 0 1 1 0 0 0 0 10 54 53 0 0 0 0 0 0 4 34 247 13 2 2 0 0 0 0 5 806 17:15 64 38 20 1 0 0 0 0 0 14 42 117 39 0 3 2 0 0 0 10 10 63 46 0 0 0 0 0 0 4 30 220 16 0 2 0 0 0 0 3 744 17:30 72 50 17 1 1 0 0 0 0 5 52 132 55 1 2 1 0 0 0 3 9 54 49 0 0 0 0 0 0 4 31 238 13 1 2 0 0 0 0 2 795 17:45 70 48 24 1 0 0 0 0 0 5 39 144 58 0 5 1 0 0 0 1 10 58 58 0 0 0 0 0 0 8 35 270 12 1 6 0 0 1 0 8 863 18:00 79 39 29 1 2 0 0 0 0 3 43 132 59 0 2 0 0 0 0 3 8 66 44 0 0 0 0 0 0 3 34 273 9 2 4 0 0 0 0 2 837 18:15 77 53 25 0 0 0 0 1 0 4 45 133 60 0 1 3 0 0 0 6 9 53 46 0 0 0 0 0 0 2 29 217 12 0 4 0 0 0 0 2 782 18:30 66 48 22 2 1 1 0 0 0 1 39 141 66 0 3 1 0 0 0 2 7 61 49 0 0 0 0 0 0 7 37 204 13 2 1 0 0 0 0 1 775 18:45 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 TMC No.: 0550300000 Intersection ID : TOWNLINE TMC Tabular Report RD (R.R.55) ® KING ST/RHIGHWAY 5415 Count ID: 29982015288 Count Date: 1011512015 AM Peak O c o Ped.;= MD Peak O c Ped. 8:15 am A 10 w 10 12:45 pm oho O0„ 22 N N '�1� 0 0 0 11 0 0 0 11 A oo A t�1i v w w O U U Ped. ww Cars Trucks Trucks PHF Ped. N W -D. Cars Trucks Trucks PHF 22 N rn N v N % 11 N A co rn N % 4-- 29 1129 55 1 2% 0.78 34 966 82 1 1% 0.8 0.91 1% 1 141 727 22 3% 0.88 0.89 2/0 ° 3 175 679 26 4% 0.86 0.88 4% 28 695 41 2 5% 0.67 0.9 4% 30 794 48 0 0% 0.8 0.59 0% 0 33 T 930 32 0.83 3% 2 61 T 990 33 Trucks wo °� °� °O 4 Trucks W N 0 7 PHF % Trucks Cars Ped. PHF % Trucks Cars ,n P?d. e w w O O 0 0 o a o 0 0 0 0 0 0 0 9 Ped. w rn v Ped. O0 0 13 PM Peak O O O Ped.;2 Total Count Ped. ,-'- 5:15 pm N w 12 8 hours w 85 o 0 0ft N to N \O U 11 Ped. Cars Trucks Trucks PHF Ped. o Cars Trucks Trucks PHF 18 A N a c A o % 87 o w o % 4t— 18 1175 125 1 1% 0.77 203 8152 618 8 1% 0.94 1% f 4 290 855 14 2% 0.94 1/0 ° 17 1469 5694 152 3% 0.91 2% 18 1159 42 3 7% 0.75 3% 160 6011 327 7 2% 0.84 2% 3 121 T 1399 21 2% 11 508 T 7541 182 Trucks o 0. °�° " °� 3 Trucks o n o w 29 PHF % Trucks Cars Ped. PHF % Trucks Cars vNi w Ped. 11 W r- b W 0�1 00 0 0 0 \ \ c F Ped. W `O a F Ped. 20 65 Count Date: 10/15/2015 TMC 15 Min Report TOWNLINE RD (R.R55) @ KING ST/RHIGHWAY 2 --� E NORTH APPROACH EAST APPROACH SOUTH APPROACH WEST APPROACH Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Time Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thm Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thm Right Left Thru Right ped Total Period 1 06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:15 12 45 29 0 1 1 0 0 0 1 4 102 8 0 3 0 0 0 0 0 8 13 2 3 0 0 0 0 0 1 6 22 5 0 2 0 0 0 0 1 269 06:30 10 41 34 0 1 2 0 0 0 0 5 135 3 0 4 1 0 0 0 0 11 21 7 0 0 0 0 0 0 0 4 34 7 0 4 0 0 0 0 1 325 06:45 10 57 53 0 2 0 0 0 0 0 1 162 13 0 3 0 0 0 0 1 12 23 4 1 0 0 0 0 0 0 12 49 6 0 4 0 0 0 0 0 413 07:00 19 56 50 0 1 1 0 0 0 0 4 152 8 0 5 l 0 0 0 0 8 24 8 0 3 0 0 0 0 1 13 48 8 1 2 0 0 0 0 1 414 07:15 20 53 51 0 1 2 0 0 0 0 6 133 4 0 5 0 0 0 0 1 11 20 7 1 2 0 0 0 0 0 13 58 3 0 6 0 0 0 0 0 397 07:30 16 60 54 0 2 1 0 0 0 6 7 151 4 0 4 0 0 0 0 0 13 31 5 0 1 0 0 0 0 0 17 92 11 0 2 0 0 0 0 3 480 07:45 32 72 75 0 3 1 0 0 0 1 14 185 11 0 3 0 0 0 0 0 15 32 0 1 3 0 0 0 0 0 20 103 9 0 6 0 0 0 0 0 586 08:00 45 109 81 1 1 0 0 0 0 0 9 195 14 0 9 0 0 0 0 0 11 47 0 0 0 0 0 0 0 0 25 136 13 1 8 0 0 0 0 0 705 08:15 54 112 85 1 2 1 0 0 0 0 7 190 17 0 7 0 0 0 0 0 11 56 1 1 5 0 0 0 0 0 37 156 8 1 8 0 0 0 0 4 764 08:30 68 81 80 2 1 1 0 0 0 5 14 156 10 2 8 1 0 0 0 4 26 51 1 1 1 0 0 0 0 0 38 170 3 0 5 0 0 0 0 6 735 08:45 55 76 75 1 3 2 0 0 0 3 8 204 14 0 3 0 0 0 0 0 20 42 2 1 5 0 0 0 0 0 34 172 14 0 7 0 0 0 0 4 745 09:00 50 87 86 0 2 0 0 0 0 2 12 177 14 0 4 0 0 0 0 0 19 47 4 0 2 0 0 0 0 0 32 197 8 0 8 0 0 0 0 8 759 Period 2 11:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 37 32 55 2 0 1 0 0 0 2 7 195 18 0 6 0 0 0 0 1 13 48 9 1 3 0 0 0 0 1 36 160 8 1 4 0 0 0 0 0 640 12:15 25 52 56 0 3 1 0 0 0 1 7 173 12 1 7 1 0 0 0 1 16 59 20 2 1 0 0 0 0 2 42 185 15 1 5 2 0 0 0 0 690 12:30 43 39 49 1 2 2 0 0 0 3 25 166 18 0 4 0 0 0 0 0 9 57 15 1 2 2 0 0 0 1 55 184 7 0 2 1 0 0 0 0 688 12:45 34 54 46 0 1 1 0 0 0 0 15 153 19 0 4 0 0 0 0 0 13 53 11 0 0 0 0 0 0 4 37 194 15 1 11 1 0 0 0 1 668 13:00 33 59 71 0 1 0 0 0 0 7 14 175 18 0 6 0 0 0 0 0 19 45 12 1 3 0 0 0 0 3 48 190 13 1 8 0 0 0 0 1 728 13:15 42 59 50 1 1 2 0 0 0 5 9 194 20 0 11 1 0 0 0 2 18 56 10 0 1 0 0 0 0 3 49 192 18 0 4 0 0 0 0 3 751 13:30 37 66 55 2 0 2 0 0 0 10 10 157 25 0 5 0 0 0 0 5 15 51 17 2 2 0 0 0 0 3 41 218 15 1 7 1 0 0 0 6 753 Period 3 15:00 36 61 70 0 2 2 0 0 0 2 11 209 19 0 8 0 0 0 0 1 20 56 16 1 2 2 0 0 0 7 47 203 20 1 3 1 0 0 0 1 801 15:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:45 26 59 55 0 6 0 0 0 0 8 13 194 28 0 5 1 0 0 0 0 17 97 12 1 1 0 0 0 0 2 58 221 26 1 6 0 0 0 0 3 840 16:00 40 57 55 0 5 1 0 0 0 4 11 210 33 0 3 0 0 0 0 1 15 98 15 0 3 0 0 0 0 6 75 245 18 2 3 1 0 0 0 5 906 16:15 31 65 69 1 3 1 0 0 0 2 11 184 32 0 3 0 0 0 0 1 16 83 16 1 2 1 0 0 0 2 62 246 19 0 4 0 0 0 0 6 861 16:30 55 70 67 0 6 0 0 0 0 3 12 194 30 0 5 0 0 0 0 3 17 89 13 0 3 2 0 0 0 3 73 291 21 0 8 1 0 0 0 1 967 16:45 47 77 68 0 3 0 0 0 0 5 14 151 20 0 4 0 0 0 0 3 16 89 17 1 2 0 0 0 0 2 66 258 14 0 5 0 0 0 0 3 865 17:00 49 80 70 0 1 0 0 0 0 0 13 227 33 1 4 0 0 0 0 0 25 96 20 0 1 0 0 0 0 2 73 271 26 1 3 0 0 0 0 5 1001 17:15 41 119 63 1 1 2 0 0 0 0 8 227 29 2 5 0 0 0 0 0 19 117 21 1 1 0 0 0 0 3 69 269 25 0 7 2 0 0 0 4 1036 17:30 30 76 72 1 2 0 0 0 0 7 13 205 34 0 2 0 0 0 0 3 22 117 16 0 0 1 0 0 0 14 73 277 30 2 5 0 0 0 0 12 1014 17:45 50 78 56 0 1 0 0 0 0 4 9 204 22 0 4 0 0 0 0 0 19 132 25 1 1 0 0 0 0 3 76 297 35 1 4 0 0 0 0 2 1024 18:00 43 74 51 0 1 0 0 0 0 1 12 219 40 1 3 1 0 0 0 0 18 119 14 0 2 0 0 0 0 0 72 316 31 1 2 1 0 0 0 0 1022 18:15 43 82 44 0 1 0 0 0 0 2 9 159 29 0 3 0 0 0 0 1 33 111 10 1 1 0 0 0 0 2 79 280 32 0 5 0 0 0 0 3 930 18:30 50 82 56 0 1 1 0 0 0 1 13 156 19 0 2 1 0 0 0 1 22 83 17 0 3 0 0 0 0 0 87 277 25 0 2 0 0 0 0 3 902 18:45 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TMC Tabular Report RHIGHWAY 2 @ VARCOEIDARLINGTON BV TMC No.: 0701400000 Intersection ID : 5353 Count ID: 29932008155 Count Date: 06/03/2008 AM Peak o 0 Ped.;2 MD Peak o o Ped.;2 8:00 am w 9 11:45 am a 5 16 0 0 0 0 0 0 O N N 01 O N N 1'L 11 Ped. Cars Trucks Trucks PHF Ped. Cars Trucks Trucks PIIF 1 A N Go 10 w % 1 w O w N 00 00 I-+ % 26 1479 't— 19 3 16% 0.69 30 938 4— 20 0 0% 0.83 <-- 1285 25 2% 0.91 * 785 29 4% 0.9 0.85 0.9 5% 4% 2 42 21 527 49 1 2% 0.89 0.83 2% 0.91 2% 2 94 18 816 28 0 0% 0.7 0.5 0% 0 18 T 583 24 => 0.9 0% 0 54 T 871 20 => Trucks N c N 14 Trucks ? w 8 PHF % Trucks Cars w Pe • PHF % Trucks Cars Pe d. c o 0 o ty'I w 00 A o 0 0 � O O C 0 0 0 O O O O O O Ped. w A p Ped. N 00 0 11 PM Peak o o O Ped.;2 Total Count Ped. 5:00 pm a $ 20 8 hours 127 0 0o N 0 0 0 0 .- 0 0 0 •- w �o �o ao 00 T1 U Ped._ .+ Cars Trucks Trucks PHF Ped. ,Dw z Cars Trucks Trucks PHF 15 N GO W N % 55w 00 41 0 00 A % 4t— 13 1051 33 1 3% 0.71 162 8403 180 6 3% 0.83 1% 1 131 907 12 1% 0.9 1/0 ° 9 675 7171 150 2% 0.94 1% 9 1381 49 2 4% 0.8 2% 127 6584 282 6 2% 0.84 0% 0 67 T 1486 10 => 1% 2 338 T 7097 139 => Trucks a N oo N 14 Trucks N a o0 87 PHF % Trucks Cars Pe • PHF % Trucks Cars A D Ped. O N rn o J w w A 0 0 0 O O I o o Ped. w 000 0. r Ped. 7 41 Count Date: 06/03/2008 TMC 15 Min Report RHIGHWAY 2 @ VARCOE/DARLINGTON BV NORTH APPROACH EAST APPROACH SOUTH APPROACH WEST APPROACH Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Time Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right ped Total Period 1 06:15 1 0 29 0 0 0 0 0 0 0 6 139 1 1 4 0 0 0 0 1 5 0 0 0 0 0 0 0 0 1 3 37 1 0 1 0 0 0 0 0 230 06:30 1 2 48 0 0 0 0 0 0 0 6 179 1 0 1 0 0 0 0 1 7 2 2 1 0 0 0 0 0 2 6 52 0 0 0 0 0 0 0 0 311 06:45 1 3 38 0 0 0 0 0 0 0 8 223 1 0 5 0 0 0 0 0 4 1 0 0 0 0 0 0 0 0 6 75 3 0 1 0 0 0 0 0 369 07:00 3 4 27 0 0 0 0 0 0 0 7 167 1 0 3 0 0 0 0 0 10 1 3 0 0 0 0 0 0 1 5 82 3 0 1 0 0 0 0 1 319 07:15 3 1 28 0 0 1 0 0 0 3 6 197 2 0 3 0 0 0 0 0 5 0 0 0 0 0 0 0 0 2 5 75 1 0 4 0 0 0 0 0 336 07:30 7 2 33 0 0 0 0 0 0 2 5 259 5 0 5 0 0 0 0 3 5 0 3 0 0 0 0 0 0 1 6 117 4 0 4 0 0 0 0 0 461 07:45 11 2 37 0 1 0 0 0 0 0 2 295 6 0 5 0 0 0 0 3 1 2 1 0 0 0 0 0 0 1 8 118 5 0 5 0 0 0 0 0 503 08:00 6 7 48 1 2 0 0 0 0 1 11 312 1 0 4 0 0 0 0 2 8 2 10 0 0 0 0 0 0 0 10 144 2 0 2 0 0 0 0 0 573 08:15 7 4 38 1 0 0 O 0 0 1 12 328 6 0 6 1 O 0 0 3 13 4 8 0 0 1 O O Il 0 10 132 9 1 5 0 0 0 0 1 591 08:30 11 5 31 0 0 0 0 0 0 2 13 294 5 0 7 1 0 0 0 5 8 5 5 0 0 0 0 0 0 0 10 118 3 0 9 0 0 0 0 0 532 08:45 5 2 37 0 0 0 0 0 0 5 13 351 7 1 8 1 0 0 0 4 11 1 4 1 1 0 0 0 0 0 12 133 4 1 5 0 0 0 0 0 607 09:00 8 4 30 0 0 1 0 0 0 4 12 264 10 1 8 0 0 0 0 4 10 6 5 0 0 1 0 0 0 2 23 140 6 0 6 0 0 0 0 0 545 Period 2 11:45 12 4 34 0 0 1 0 0 0 6 6 216 6 0 4 0 0 0 0 1 6 0 2 0 0 0 0 0 0 1 19 197 15 2 10 0 0 0 0 0 542 12:00 11 4 24 1 0 0 0 0 0 6 9 176 5 0 9 0 0 0 0 2 4 3 9 0 0 0 0 0 0 2 25 186 14 0 4 0 0 0 0 0 494 12:15 10 5 43 1 0 0 0 0 0 3 3 185 4 0 11 0 0 0 0 4 6 1 2 0 0 0 0 0 0 6 27 218 11 0 0 0 0 0 0 1 541 12:30 5 5 29 0 0 0 0 0 0 1 10 208 5 0 5 0 0 0 0 1 7 3 4 0 0 0 0 0 0 2 23 215 14 0 4 0 0 0 0 0 541 12:45 7 1 29 0 1 1 0 0 0 0 6 164 6 0 5 0 0 0 0 0 6 1 8 0 0 0 0 0 0 0 20 208 10 0 8 0 0 0 0 0 481 13:00 8 4 24 0 0 0 0 0 0 3 6 173 5 0 0 0 0 0 0 4 8 0 4 0 0 0 0 0 0 1 26 181 9 0 2 0 0 0 0 1 459 13:15 12 3 18 1 0 0 0 0 0 0 10 200 7 0 4 0 0 0 0 2 11 2 11 0 0 0 0 0 0 0 14 193 12 0 5 0 0 0 0 0 505 13:30 12 3 30 0 0 0 0 0 0 6 7 188 4 0 6 0 0 0 0 2 10 0 3 0 0 0 0 0 0 0 27 190 12 0 3 0 0 0 0 0 503 Period 3 15:15 15 3 28 1 0 0 0 0 0 6 7 203 7 0 3 0 0 0 0 2 4 4 7 0 0 0 0 0 0 1 41 228 21 0 5 0 0 0 0 2 588 15:30 17 1 35 0 1 1 0 0 0 10 6 218 6 0 6 0 0 0 0 3 10 6 4 0 0 0 0 0 0 1 27 297 23 0 5 0 0 0 0 1 678 15:45 16 1 31 0 2 1 0 0 0 9 11 211 10 0 7 1 0 0 0 9 7 5 9 0 1 0 0 0 0 5 33 291 13 0 12 2 0 0 0 7 694 16:00 16 3 29 0 0 1 0 0 0 12 12 232 8 1 2 1 0 0 0 9 5 3 5 0 0 2 0 0 0 2 24 299 15 0 3 0 0 0 0 4 688 16:15 23 6 22 1 2 2 0 0 0 8 13 222 6 0 6 0 0 0 0 1 7 1 10 0 0 0 0 0 0 1 36 317 13 4 4 0 0 0 0 8 713 16:30 15 1 28 0 0 0 0 0 0 5 7 209 6 0 4 0 0 0 0 1 10 6 8 0 0 0 0 0 0 2 31 332 12 0 4 0 0 0 0 4 685 16:45 13 6 34 0 0 0 0 0 0 11 12 222 10 0 5 0 0 0 0 4 8 4 5 0 0 0 0 0 0 0 43 322 15 0 3 0 0 0 0 5 722 17:00 13 5 25 0 0 0 0 0 0 8 15 250 8 0 4 0 0 0 0 1 6 4 4 0 0 0 0 0 0 1 34 361 10 0 4 0 0 0 0 2 755 17:15 26 8 27 0 0 (1 O 0 0 9 11 224 11 1 2 1 0 0 0 7 16 6 10 0 1 0 O 0 0 0 30 318 18 0 2 0 0 0 0 8 736 17:30 16 3 24 1 0 0 0 0 0 0 9 209 6 1 1 0 0 0 0 2 8 5 9 0 0 0 0 0 0 1 39 365 19 1 1 0 0 0 0 2 722 17:45 18 2 26 0 0 0 0 0 0 3 14 224 8 0 5 0 0 0 0 4 12 3 9 1 0 0 0 0 0 5 28 337 20 0 2 0 0 0 0 3 724 18:00 9 3 24 0 0 0 0 0 0 3 7 229 6 0 2 0 0 0 0 2 6 8 11 0 0 0 0 0 0 0 24 306 21 0 3 0 0 0 0 5 669 TMC Tabular Report _ RHIGHWAY 2 @ VARCOE/DARLINGTON BV TMC No.: 0701400000 Intersection ID : 5353 Count ID: 29932012154 Weekend Peak Ped. o o Ped. 8 hours 8:45 am 00 � 11 0 0 e Tl Oc Ped. a Cars Trucks Trucks PUY 8 A 0 0 % 33 4259 107 0 0 0 0 3 333 -J, 3646 31 1% 1% 21 3497 253 0 0 � 0% 1% 3 266 Tl 21 Trucks 11 Ped. A Ped. - 4. Cars Trucks Trucks PHF Z Tl A �D oo % Ped. 8 1135 1O 34 0 0% 0.71 975 7 1% 0.96 0.74 1% 1 102 0.98 1% 5 984 74 0 0% 0.88 0.74 1% 1 67 --1 T 1068 5 Trucks a N 4 PHF % Trucks Cars Ped. o 0 o 0 0 0 o a o 0 0 0 Ped. 16 Count Date: 06/02/2012 Total Count Ped. 8 hours 48 0 0 0 e Tl 0 o w Ped. a Cars Trucks Trucks PUY 8 A tj O A % 33 4259 107 0 0% 1% 3 333 -J, 3646 31 1% 1% 21 3497 253 0 0% 1% 3 266 T 3761 21 Trucks 11 PHE % Trucks Cars A Ped. Tl 0 0 0 a o 0 Ped. 29 Count Date: 06/02/2012 TMC 15 Min Report RHIGHWAY 2 @ VARCOE/DARLINGTON BV NORTH APPROACH EAST APPROACH SOUTH APPROACH WEST APPROACH Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Time Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right ped Total Period 1 06:00 3 0 1 0 0 0 0 0 0 0 2 30 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 0 0 0 1 17 1 0 0 0 0 0 0 0 59 06:15 10 3 26 0 0 0 0 0 0 0 15 210 5 0 4 0 0 0 0 0 11 1 3 0 0 0 0 0 0 0 18 182 15 0 1 0 0 0 0 0 504 06:30 9 8 19 0 0 0 0 0 0 0 12 179 7 0 1 0 0 0 0 0 5 2 5 0 0 0 0 0 0 0 17 155 13 0 0 1 0 0 0 0 433 06:45 11 5 17 0 0 0 0 0 0 0 7 157 5 0 2 0 0 0 0 0 18 3 2 0 0 0 0 0 0 5 18 160 14 0 2 0 0 0 0 0 426 07:00 15 9 25 0 0 0 0 0 0 4 16 231 7 0 2 0 () 0 0 3 11 3 0 0 0 0 0 0 0 0 14 220 11 0 2 0 0 0 0 1 574 07:15 15 8 22 0 0 0 0 0 0 10 18 208 6 0 3 0 0 0 0 0 15 1 2 0 0 0 0 0 0 0 15 213 20 0 0 0 0 0 0 0 556 07:30 13 11 22 0 0 0 0 0 0 5 17 208 7 0 1 0 0 0 0 1 19 3 2 0 0 0 0 0 0 0 22 198 8 1 3 0 0 0 0 0 541 07:45 6 6 34 0 0 0 0 0 0 4 18 237 6 0 4 0 0 0 0 2 18 4 1 0 0 0 0 0 0 0 23 222 20 0 2 0 0 0 0 3 610 08:00 16 9 23 0 0 0 0 0 0 1 15 246 6 0 0 0 O 0 0 0 15 3 2 0 0 0 0 0 0 0 14 219 13 0 2 0 0 0 0 0 584 08:15 12 4 22 0 0 0 0 0 0 4 16 246 8 0 4 0 0 0 0 0 13 1 0 0 0 0 0 0 0 0 23 208 23 0 1 0 0 0 0 0 585 08:30 11 7 30 0 0 0 0 0 0 4 13 247 6 0 0 0 0 0 0 1 11 4 3 0 0 0 0 0 0 0 22 245 27 0 0 0 0 0 0 0 631 08:45 15 7 32 0 0 0 0 0 0 6 21 245 9 0 2 0 11 0 0 0 19 4 0 0 0 0 0 0 0 8 34 244 14 1 3 1 0 0 0 0 665 09:00 20 6 17 0 0 1 0 0 0 2 17 254 5 0 0 0 0 0 0 0 13 3 5 0 0 0 1 0 0 3 15 246 14 0 1 0 0 0 0 0 623 11:30 17 2 29 0 0 0 0 0 0 2 18 238 8 0 3 0 0 0 0 0 13 3 3 0 0 0 0 0 0 2 24 250 17 0 1 0 0 0 0 2 632 11:45 18 4 26 0 0 0 0 0 0 1 18 238 12 0 2 0 0 0 0 4 11 2 6 0 0 0 0 0 0 3 29 244 22 0 0 0 0 0 0 0 640 12:00 15 8 23 0 0 0 0 0 0 5 14 246 4 0 3 0 0 0 0 0 11 4 5 0 0 0 0 0 0 5 25 227 16 0 0 1 0 0 0 2 614 12:15 13 4 26 0 0 0 0 0 0 0 16 226 6 0 0 0 0 0 0 0 12 3 5 1 0 0 0 0 0 3 19 246 18 1 3 0 0 0 0 0 602 12:30 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 4 TMC No.: 0701400000 Intersection ID 11/01/2012 AM Peak o 0 o Ped.;= MD Peak O O O Ped. F 7:45 am 12:00 pm �N �N 9 o w 0 0 0 O N W i1 O A o P4 U Cars Trucks Trucks P Ped. a o �- Cars Trucks Trucks PUY 4t-31 1210 35 2 6% 0.71 0.82 0% 0 49 <--1046 29 3% 0.9 0.88 4% 19 522 58 6 10% 0.6 0.65 8% 2 24 T 584 25 0% 0.73 0.7 4% 2 51 N 21 Trucks " °O ' w 2 7 PHF % Trucks Cars x •- a Ped. 11 lY w 01 ip Ped. 0 0 0 6 O O O Total Count 9 Ped. rn 8 hours 4 N w 116 PM Peak o o Ped. F 0 0 u 5:00 pm 27 U 0 0 0 Ped. o Cars Trucks Trucks PHF T1 a owo m % Ped. 128 7402 277 N Cars Trucks Trucks P 7 1% w oNo tth 116 % 4t-12 994 t--47 0 0% 0. 0.77 1% 2 161 f <— 886 12 1% 0.91 0.93 1% 13 1287 48 5 10% 0.63 0.7 1% 1 91 T 1434 15 Trucks o 7 PHF % Trucks Cars Ped• sy O O F Ped. o o � 0 0 0 44 0 0 0 F Ped. ° w 3 TMC Tabular Report RHIGHWAY 2 @ VARCOE/DARLINGTON BV 5353 Count ID: HF 4 7 HF 9 29932012306 Count Date: 11/01/2012 MD Peak O O O Ped. F 12:00 pm w N 25 O ft o 0 O A o U Ped. �- Cars Trucks Trucks PUY 4 ti N % 17 866 36 0 0% 0.69 0.78 0% 0 91 733 16 2% 0.95 0.91 2% 16 749 32 0 0% 0.73 0.7 4% 2 51 T 835 21 Trucks �p w 7 PHF % Trucks Cars N o o — Ped. 11 lY o 0 0 Ped. O O O 000 w n 6 Total Count Ped. 8 hours N w 116 0 0 0 u U Ped. o Cars Trucks Trucks PHF 35 a owo m % 128 7402 277 7 3% 1% 6 736 6347 116 2% 2% 127 6221336 19 6% 1% 6 411 T f 6900 157 Trucks -1 -4 0 a 34 PHF % Trucks Cars Ped. sy F Ped. 44 Count Date: 11/01/2012 TMC 15 Min Report RHIGHWAY 2 @ VARCOE/DARLINGTON BV NORTH APPROACH EAST APPROACH SOUTH APPROACH WEST APPROACH Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Time Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right Ped Left Thru Right Left Thru Right Left Thru Right ped Total Period 1 06:00 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 6 06:15 5 0 21 0 0 0 0 0 0 0 7 134 2 0 1 0 0 0 0 0 7 0 1 0 0 0 0 0 0 2 1 47 1 0 2 0 0 0 0 0 231 06:30 0 1 24 0 0 1 0 0 0 0 5 126 0 0 3 0 0 0 0 1 4 0 2 0 0 0 0 0 0 0 7 48 0 0 0 0 0 0 0 0 222 06:45 2 0 22 0 0 0 0 0 0 0 9 192 2 0 3 1 0 0 0 0 7 1 0 0 0 0 0 0 0 1 4 74 6 0 1 0 0 0 0 0 325 07:00 4 2 18 0 0 1 0 0 0 0 3 149 2 0 2 0 0 0 0 0 10 1 4 0 0 0 0 0 0 0 3 72 3 0 4 0 0 0 0 0 278 07:15 0 1 18 1 0 0 0 0 0 0 6 185 2 1 4 1 0 0 0 0 5 1 0 0 0 0 0 0 0 2 6 87 2 0 5 0 0 0 0 0 327 07:30 3 3 22 0 0 0 0 0 0 0 7 253 5 0 2 1 0 0 0 0 7 0 0 l 0 0 0 0 0 0 7 76 3 0 1 0 0 0 0 0 391 07:45 6 9 29 0 0 0 0 0 0 3 8 265 5 0 6 1 0 0 0 2 10 7 4 0 0 1 0 0 0 2 9 122 8 0 4 0 0 0 0 2 503 08:00 9 4 28 1 0 0 O 0 0 2 10 259 11 2 6 1 O () 11 0 7 2 5 0 1 1 0 O 11 0 10 145 4 0 3 2 O 0 0 0 513 08:15 15 4 40 1 0 1 0 0 0 0 21 277 7 3 7 0 0 0 0 0 9 6 10 1 0 1 0 0 0 1 15 139 4 0 8 0 0 0 0 2 572 08:30 11 7 29 0 0 0 0 0 0 4 19 245 12 1 10 0 0 0 0 0 12 2 2 0 0 1 0 0 0 1 15 116 8 0 4 0 0 0 0 0 499 08:45 8 4 33 1 1 0 0 0 0 3 11 259 10 0 6 0 0 0 0 0 9 3 4 0 0 0 0 0 0 0 19 112 6 2 4 0 0 0 0 0 495 09:00 17 2 22 1 0 1 0 0 0 2 12 195 10 3 3 0 1 0 0 0 19 2 4 2 1 1 0 0 1 1 16 138 8 0 12 0 0 0 0 0 474 Period 2 11:30 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 5 11:45 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 12:00 20 7 21 0 0 0 0 0 0 8 4 184 13 0 3 0 0 0 0 4 10 2 2 0 0 0 0 0 0 1 29 187 13 0 5 0 0 0 0 U 513 12:15 14 1 32 3 0 1 0 0 0 5 10 193 9 0 4 0 0 0 0 1 7 1 3 0 0 0 0 0 0 1 26 205 17 0 2 0 0 0 0 1 536 12:30 21 1 23 1 0 0 0 0 0 3 11 185 8 0 5 0 0 0 0 2 11 1 5 0 0 1 0 0 0 2 22 184 9 0 6 0 0 0 0 3 504 12:45 20 3 27 0 0 0 0 0 0 9 7 171 6 0 4 0 0 0 0 0 2 1 1 0 0 0 0 0 0 2 14 173 12 0 3 2 0 0 0 0 457 13:00 10 4 22 0 0 1 0 0 0 5 10 170 2 1 1 0 0 0 0 2 14 1 7 0 0 1 0 0 0 1 29 172 16 0 3 0 0 0 0 0 472 13:15 20 2 37 1 0 0 0 0 0 4 6 174 11 0 3 0 0 0 0 0 7 1 2 1 0 0 0 0 0 1 32 222 22 0 6 0 0 0 0 0 552 13:30 18 3 13 2 1 1 0 0 0 8 11 167 7 0 6 0 0 0 0 0 6 3 5 0 0 1 0 0 0 1 23 164 10 1 4 0 0 0 0 1 456 Period 3 15:00 9 3 25 0 0 0 0 0 0 1 9 158 8 0 5 1 0 0 0 0 10 2 8 0 1 0 0 0 0 0 22 188 18 0 7 0 0 0 0 1 476 15:15 1 1 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 15:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:45 10 2 26 1 0 0 0 0 0 10 6 199 11 0 3 0 0 0 0 4 7 2 5 0 0 0 0 0 0 9 34 232 8 0 3 1 0 0 0 8 581 16:00 27 0 20 1 0 0 0 0 0 5 13 194 16 0 1 1 0 0 0 1 10 5 4 0 1 0 0 0 0 3 35 258 26 1 4 0 0 0 0 2 628 16:15 24 7 28 0 1 0 0 0 0 1 17 161 14 0 7 0 0 0 0 3 10 3 6 0 0 1 0 0 0 2 37 282 11 0 3 0 0 0 0 2 620 16:30 33 7 18 0 0 0 0 0 0 4 9 199 7 3 3 0 0 0 0 5 18 4 9 0 2 3 0 0 0 2 32 272 21 0 7 0 0 0 0 1 659 16:45 27 4 23 1 0 0 0 0 0 4 9 206 12 0 4 0 0 0 0 1 7 4 8 0 1 1 0 0 0 2 32 299 20 0 2 0 0 0 0 1 668 17:00 38 11 16 0 0 0 0 0 0 11 15 212 13 3 1 0 0 0 0 3 7 2 4 0 0 1 0 0 0 1 52 346 18 0 3 0 0 0 0 0 757 17:15 31 5 21 0 0 0 0 0 0 8 5 242 12 1 6 0 0 0 0 3 4 4 7 0 0 0 0 0 0 1 45 308 17 0 5 0 0 0 0 4 729 17:30 24 9 25 0 0 0 0 0 0 5 10 202 10 1 2 0 0 0 0 0 8 4 5 0 0 0 0 0 0 1 32 325 32 1 3 1 0 1 0 2 703 17:45 35 6 21 1 0 0 0 0 0 3 18 230 12 0 3 0 0 0 0 1 6 7 3 0 0 0 0 0 0 0 32 308 24 1 2 0 0 0 0 1 714 18:00 26 4 29 0 0 0 0 0 0 1 20 194 14 0 0 0 0 0 0 1 11 2 5 0 0 0 0 0 0 1 44 349 20 0 5 0 0 0 0 0 726 18:15 30 6 23 0 0 0 0 0 0 2 13 209 13 0 2 0 0 0 0 0 8 2 8 0 0 0 0 0 0 1 39 313 23 0 4 0 0 0 0 0 696 18:30 18 7 19 0 0 0 0 0 0 5 15 152 10 0 0 0 0 0 0 0 10 7 8 0 0 0 0 0 0 2 13 254 21 0 1 0 0 0 0 4 546 18:45 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 2 TMC No.: 0701400000 — Intersection ID : RHIGHWAY TMC Tabular Report 2 @ VARCOE/DARLINGTON BV 5353 Count ID: 29932015281 Count Date: 10/08/2015 AM Peak o o Ped. ;2 MD Peak o 0 o Ped.;2 8:15 am 10 12:30 pm 18 0 0 0 11 0 0 0 11 U U Ped. Cars Trucks Trucks PIIF Ped. Cars Trucks Trucks PHF 4 N rn N w o cc % 16 c w A co e % 4t— 27 1375 Iv `� 46 1 2% 0.73 4t-- 26 1094 Iw 35 1 3% 0.6 0.69 2% 1 46 1190 22 2% 0.9 0.94 0/0 ° 0 83 920 22 2% 0.97 0.92 3% 15 524 66 5 8% 0.81 0.94 3% 24 849 44 2 5% 0.72 0.62 10% 3 29 T 592 20 0.73 2% 1 43 T 995 26 Trucks N O° w 2 Trucks t •2 N w 14 PIN % Trucks Cars o w N N Pe • PHF % Trucks Cars P?d• „ O 0 0 0 O O O O O 9 Ped.w = Ped. 3 12 PM Peak o 0 o Ped.;2 Total Count Ped. ,—'- 5:15 pm U 28 8 hours \ o \ ,t 131 11 U Ped. w Cars Trucks Trucks PHF Ped. oc w Cars Trucks Trucks PHF 19 h�i A % 94 0 0 oe % 4-- 14 1122 38 0 0% 0.79 4t-- 162 8738 276 7 3% 0.89 0% f 0 114 977 13 1% 0.85 1/0 ° 3 575 7438 140 2% 0.98 1% 10 1416 68 1 1% 0.75 2% 126 6996 433 13 3% 0.8 2% 1 47 T 1651 12 2% 6 303 T 8064 152 Trucks a 13 Trucks 63 PHF % Trucks Cars„ Ped' PHF % Trucks Cars ,” ° v Ped. 0 0 o Tl i1 F Ped. N F Ped. 10 62 Count Date: 10/08/2015 TMC 15 Min Report RHIGHWAY 2 @ VARCOE/DARLINGTON BV E NORTH APPROACH EAST APPROACH SOUTH APPROACH WEST APPROACH Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Cars Trucks Heavies Time Left Thru Right Left Thru Right Left Thru Right ped Left Thru Right Left Thru Right Left Thru Right ped Left Thru Right Left Thru Right Left Thru Right ped Left Thru Right Left Thru Right Left Thm Right ped Total Period 1 06:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06:15 1 4 30 0 0 0 0 0 0 0 8 136 0 0 0 0 0 0 0 0 7 0 1 0 0 0 0 0 0 3 4 54 4 0 0 0 0 0 0 0 252 06:30 1 1 20 1 0 0 0 0 0 1 6 134 1 0 4 0 0 0 0 3 6 1 1 0 0 0 0 0 0 2 5 64 1 0 2 0 0 0 0 0 254 06:45 4 3 27 0 0 0 0 0 0 0 15 197 0 1 2 0 0 0 0 0 12 0 1 1 0 0 0 0 0 1 4 84 1 0 1 0 0 0 0 1 355 07:00 0 1 31 2 0 0 0 0 0 0 10 221 7 0 3 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 6 74 5 1 2 0 0 0 0 0 370 07:15 1 1 32 0 0 0 0 0 0 0 7 173 5 0 3 0 0 0 0 0 8 0 5 0 0 0 0 0 0 0 3 108 5 0 1 0 0 0 0 0 352 07:30 2 4 35 1 0 0 0 0 0 0 12 260 4 0 8 0 0 0 0 1 4 2 2 0 0 0 0 0 0 1 7 101 3 0 5 0 0 0 0 0 452 07:45 3 7 35 4 0 1 0 0 0 1 12 309 13 0 5 0 0 0 0 3 13 1 3 0 0 0 0 0 0 0 4 131 4 1 3 0 0 0 0 1 554 08:00 14 6 26 1 0 0 0 0 0 5 11 299 5 1 3 1 0 0 0 2 10 2 4 0 1 1 0 0 0 1 10 155 3 0 7 0 0 0 0 0 568 08:15 5 6 37 1 0 1 0 0 0 2 13 307 7 2 4 1 0 0 0 1 10 2 9 1 0 1 0 0 0 1 10 115 2 0 3 1 0 0 0 0 542 08:30 11 5 39 0 0 0 0 0 0 1 16 329 10 1 8 0 0 0 0 0 12 2 3 1 0 0 0 0 0 1 7 139 4 0 3 1 0 0 0 0 593 08:45 9 6 26 2 0 0 0 0 0 0 17 278 15 1 6 0 0 0 0 1 19 1 7 1 0 0 0 0 0 1 16 128 12 0 4 1 0 0 0 0 551 09:00 12 9 24 0 1 1 0 0 0 7 20 276 14 1 4 0 0 0 0 0 18 1 12 0 2 1 0 0 0 0 13 142 11 1 5 0 0 0 0 4 579 Period 2 11:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 29 13 27 0 0 1 0 0 0 5 15 210 9 0 7 0 0 0 0 2 16 5 11 0 0 0 0 0 0 0 12 205 8 0 4 0 0 0 0 0 579 12:15 26 13 21 0 0 1 0 0 0 9 17 236 8 1 4 0 0 0 0 3 28 9 9 0 1 0 0 0 0 2 19 197 10 0 4 0 0 0 0 6 624 12:30 22 11 24 0 0 1 0 0 0 4 12 236 14 0 7 1 0 0 0 7 13 9 12 0 0 1 0 0 0 4 21 207 14 0 6 0 0 0 0 5 631 12:45 20 9 28 0 0 1 0 0 0 5 8 233 7 1 3 0 0 0 0 3 23 8 12 0 0 0 0 0 0 3 19 209 9 0 10 0 0 0 0 2 613 13:00 22 14 29 1 0 1 0 0 0 4 9 217 7 1 6 0 0 0 0 2 17 9 12 0 0 0 0 0 0 3 22 212 8 0 4 0 0 0 0 6 606 13:15 29 14 22 0 0 0 0 0 0 5 15 234 7 0 6 0 0 0 0 2 18 16 17 1 0 0 0 0 0 2 21 221 12 0 4 1 0 0 0 3 650 13:30 20 6 20 0 0 1 0 0 0 9 10 259 6 0 6 0 0 0 0 2 13 14 12 1 0 1 0 0 0 1 22 207 11 0 5 1 0 0 0 1 628 Period 3 15:00 21 7 20 0 0 1 0 0 0 5 9 190 15 0 4 0 0 0 0 3 22 6 6 0 0 0 0 0 0 4 26 240 16 0 7 0 0 0 0 3 605 15:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15:45 30 14 17 1 0 1 0 0 0 7 11 228 15 1 7 1 0 0 0 3 17 16 17 1 0 0 0 0 0 3 20 303 9 0 4 0 0 0 0 5 731 16:00 40 10 20 0 0 2 0 0 0 6 14 194 7 0 3 0 0 0 0 3 20 10 16 0 0 0 0 0 0 3 26 321 17 0 9 0 0 0 0 7 728 16:15 29 14 24 1 0 1 0 0 0 5 19 214 7 0 10 0 0 0 0 0 18 15 24 0 0 0 0 0 0 2 18 305 14 0 4 0 0 0 0 2 726 16:30 37 18 24 0 1 0 0 0 0 1 23 254 11 1 5 2 0 0 0 5 14 15 12 0 0 2 0 0 0 2 33 326 13 0 5 0 0 0 0 1 805 16:45 40 21 23 0 1 0 0 0 0 6 23 194 11 0 3 0 0 0 0 2 24 16 20 0 1 0 0 0 0 5 23 328 14 0 3 0 0 0 0 6 764 17:00 37 10 20 1 0 0 0 0 0 4 6 214 11 0 3 1 0 0 0 1 22 12 21 0 0 0 0 0 0 2 30 337 14 0 5 0 0 0 0 10 761 17:15 44 23 31 0 1 1 0 0 0 5 15 229 12 1 6 0 0 0 0 7 14 13 14 0 0 0 0 0 0 4 25 362 10 0 3 0 0 0 0 8 828 17:30 32 15 16 1 0 0 0 0 0 5 11 285 9 0 4 0 0 0 0 2 17 19 19 0 0 0 0 0 0 3 27 335 10 0 3 0 0 0 0 4 817 17:45 33 27 19 1 0 0 0 0 0 12 20 224 9 0 2 0 0 0 0 3 18 10 29 0 0 0 0 0 0 1 32 360 13 0 1 1 0 0 0 4 819 18:00 45 10 16 0 0 0 0 0 0 6 22 239 8 0 1 0 0 0 0 1 14 13 19 0 0 0 0 0 0 2 30 359 14 0 3 0 0 0 0 3 805 18:15 42 19 23 1 0 0 0 0 0 7 13 198 10 0 1 0 0 0 0 1 24 18 15 0 0 0 0 0 0 2 33 335 20 0 3 0 0 0 0 7 772 18:30 39 9 23 0 0 0 0 0 0 4 14 231 12 0 2 0 0 0 0 0 13 10 23 0 0 0 0 0 0 3 27 332 12 0 3 0 0 0 0 5 762 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ■■■ m ■■■mm ■■■■■ ® Ew 1111 ❑ ❑ ®❑LI❑ ®❑LI❑ LI ❑LI ❑ ❑❑ ® ❑❑ 11❑❑11 ❑ ®®0®0 ❑ ll C 11❑❑ ❑ ®®11®11 ❑❑1111®® ❑ 1111® ❑®11 1111❑❑®11®11 ❑ 11® 11®® 11®11®11 1111❑ ❑11m 111111 1111❑ 11® 1111❑ 1111❑ LIED®11®1111 LIFT❑ LI®LI LI®LI ILLOLLOL] LLOFMFI F®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI ❑❑®11 ®11 ®1111 ®11 ®11..... 1111®11 ®11 ®11 ®11 ®❑ 1111®11 ®11 ®1111 ®❑ ®❑ 1111®11 ®11 ®1111 ®11 ®11..... 1111®0 ® ®oo ® ®11 1111®11 ®11 ®1111 111❑ ®❑ 1111®11 ®11 ®1111 11111 ®❑ 1111®0 ® ®110 ® ®11 1111®0 ® ®110 ® ®11 1111®0 ® ®110 ® ®11 1111®11 ®11 ®1111 ®❑ ®❑ 1111®0 ® ®110 ® ®11 1111®o z ®110 ® ®11 1111®0 ® ®110 ® ®11 ❑❑®o ® ®LIo ® ®LI ❑❑®o ® ®LIo ® ®LI ❑❑FTo .................................................................................... ® .................................................................................................................. ®LIoFT ............................................... ®LI ❑❑®LI .......................................................................................... ®LI .................................................................................................................. ®LI❑ 1110 .............. ®LI ❑❑®LI .......................................................................................... ®LI .................................................................................................................. ®D] ED ............................ ®1111 1111®❑ .......................................................................................... ®11 ........ ®m ®11 ........ ...... 1111®❑ .......................................................................................... ®11 ........ ®m 17o ........ ...... m®o111 ................................................................................................. .................................................................................................................. ®m uE11 ®oo 11E]®11 ®11 ®1111 11111 ®11 11E]®11 ®11 ®1111 11111 ®❑ m®11 ®11 ®1111 11111 ®1111 m®11 ®11 ®1111 11111 ®1111 m®11 ®11 ®1111 11111 ®11 m®o 111111 ®110 ®11 ®oo m®o ❑ 1111 ®110 ®11 ®oo m®o 111111 ®110 ®11 ®oo m®o 111111 ®110 ®11 ®11 m®o ❑ 1111 ®110 ®11 ®11 m®o :11LI11 ®110 ®❑o ®11 m®o ]ME] mm 7107111 FTFT] m®o ]M❑ ®o 7107111 ®11 m®o i � ®110 7107111®❑ _ m®o _-111 ®110 ®11 ®11 m®o ❑ 1111 ®o ®11 ®o ❑]®❑ ❑ID❑ HE ®LI ®❑ ❑]®LI ®❑ HE ®LI ®❑ ❑]®LI ................................................................................................. ID❑❑ ®❑ ®LI ............................................ ®❑ ... m®LI®❑ ................................................................................................. ®❑ ®LI ............................................................... ®LI m®LImoo ................................................................................................. ®❑ ®LI .............................................. ®LI m®11=11 ............................................................................. ®11 ®11 .............................................. ®11 m®11 ............................................................. ® ®11 ® ............................................ ®11 m®11 ......................................... 71111 ®11 ®11 ............................ ®11 m®11 ®1111 ®o ®11 ®o m®o ®1111 ®o ®11 ®o ® ®❑LI❑ ®❑LI❑ LI ❑LI ®❑❑LI ❑ ®❑®LI ®❑®LI ❑ 11® ❑11m m®LI m®LI ❑LIFT ®LI ®LI El [11 [[[]El ILLOLLOL] LLOFMFI =®LI ®❑®LI m®LI m®LI ®LI ®LI ®®LI ®®LI 11®®11® m11®11m ❑111111®®® 111111®1111 1111❑❑ ■■■ ❑ ❑m ❑ ❑ ❑m ❑ E:]❑m ❑ o ❑❑ ■■ ❑❑❑ ® ❑❑❑FT® ❑❑❑® IF o00 ❑ ®o®o ❑oma❑❑❑❑❑❑C❑ ❑1111 110D®❑®❑ ❑❑1111❑❑ CDOD®11QD11® ®❑ ❑❑❑®❑®0 1111❑❑®11®11 Ll <ooo<<<0<<<o�����o�������� —1111❑®❑❑❑ mQ0®❑❑❑❑ HO 0 ❑® <�9oo�oo�o0 <Y <y <00ol of of —1111❑®❑❑❑ mE10MMO OU HO ❑❑❑0➢ F010 In o0�o0 0 <o */ <<< <<<< <y olo�o<y 01 01 � —1111❑®❑❑❑ 0®®❑11❑ 111111D❑110❑❑ 0❑❑❑❑❑® ■■■ m ■■■mm ■■■■■ ® MW 1111 ❑ ❑ ®❑LI❑ ®❑LI❑ LI ❑LI ❑ ❑❑ ® ❑❑ 11❑❑11 ❑ ®®0®0 ❑ ll C 11❑❑ ❑ ®®11®11 ❑❑1111®® ❑ 1111® ❑®11 1111❑❑®11®11 ❑ 11® 11®® 1111®®11 1111❑ ❑11m 111111 1111❑ 11® 1111❑ 1111❑ 11m®11®1111 LIFT❑ LI®LI LI®LI ILLOLLOL] LLOFMFI F®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI LI®LI ❑❑®11 ®11 ®1111 ®11 ®11..... 1111®11 ®11 ®1111 ®11 ®11 1111®11 ®11 ®1111 ®11 ®11..... 1111®11 ®11 ®1111 ®11 ®11..... 1111®11 ®11 ®1111 ®11 ®❑ 1111®0 ® ®110 Ell 1111®0 ® ®110 ® ®11 1111®0 ® ®110 ® ®11 1111®0 ® ®110 ® ®11 1111®0 ® ®110 ® ®11 1111®11 1111 ®1111 ®- ®❑ 1111®11 S ®1111 ® ®❑ 1111®o s ®110 ® ®11 1111®0 ® ®110 ® ®11 ❑❑FTo ® ®LIo ® ®LI ❑❑FTo ® ®LIo ® ®LI ❑❑FTo .................................................................................... ® .................................................................................................................. ®LIoFT ............................................... ®LI 1111®❑ .......................................................................................... ®LI .................................................................................................................. ®LI❑ 1110 .............. ®LI 1111®❑ .......................................................................................... ®LI .................................................................................................................. ®D] ED ............................ ®1111 1111®❑ .......................................................................................... ®11 ........ ®m ®11 ........ ...... 1111®❑ .......................................................................................... ®11 ........ ®m 17o ........ ...... m®11111 ................................................................................................. .................................................................................................................. ®m uE11 ®oo m®11 ®11 ®1111 11111 ®11 11E]®11 ®11 ®1111 11111 _ ®❑ m®11 ®11 ®1111 ®❑ ®1111 m®11 ®11 ®1111 11111®1111 _ m®o 111111 ®110 ®11 ®11 m®o =11 ®110 ®11 ®oo m®o ❑ 1111 ®110 ®11 ®oo m®11 ®11 ®1111 11111 ®1111 m®o 111111 ®110 ®11 ®11 m®o :11LI11 ®110 ®❑o ®11 m®o :11LI11 ®110 ®❑o ®11 m®o ]M❑ ®o 7107111 ®11 m®o ]M❑ ®110 7107111 ®11 m®o 111111 ®110 X110 ®11 m®o 111111 ®110 =El ®11 m®o =11 ®110 ®o ®11 m®o ®LI ®LIo ®LI ®LI m®o E❑❑ ®LIo ®LI ®LI m®o ................................................................................................. FT❑❑ .................................................................................................................. ®o®LI ............................................................... ®LI m®LI=[] ................................................................................................. .................................................................................................................. ED[]®LI ............................................................... ®LI m®LImoo ................................................................................................. .................................................................................................................. ED[]®LI .............................................. ®LI m®11710 ............................................................................. 11 .................................................................................................................. 11 ®11 ® .............................................. ® 11 m®11 ............................................................. ® .................................................................................................................. ®11 ® ............................................ ®11 m®o 711111 ®o ®o ®11 m®11 ®1111 ®11 ®11 ®o m®o ®1111 ®o ®11 ®o ® ®❑LI❑ ®❑LI❑ LI ❑LI ®LI❑❑❑ ❑ ®❑®LI ®❑®LI ❑ 11® ❑11m m®LI m®LI ❑LIFT ®LI ®LI El [11 [[[]El ILLOLLOL] LLOFMFI ®LI❑LI❑ =®LI ®❑®LI m®LI m®LI ®LI ®LI ®®LI ®®LI 11®®11® m11®11m ❑111111®®® 11110®00 1111❑❑ ■■■ om ❑ ❑ ❑ om ❑ om ❑ ❑ 0 ❑❑ ■■ ❑❑❑ ® ❑❑❑FT® ❑❑❑® IF o0o a ®o®o El ED:I❑o0❑E0 111111 ❑EII®❑®❑ -101111❑❑ EIIII]MME]EIIIIIIII ®0 ❑o❑®❑®0 111100®0®0 ❑ - <ooo<<<0<<<o�o< —11®❑®0o❑ mE10MMOHO J HO 00= o�o0�o0�o0 <Y <y <00ol of of <e�<60> o��� —❑®❑®oo❑ mE10MMOHO J HO 0o❑® F010 In o0�o0 0 <o */ <<< <<<< <y olo�o<y 01 01 < —❑®❑®❑❑❑ 0®®❑®❑ ❑❑®❑®❑❑❑ ❑❑❑❑®®® ■■■ m ■■■mm ■■■m m®❑ ❑❑❑ LLIEELDIIL]rMLIL[UL]Mn[MMLILELIEELEFULDI]LILLIFWLIEMLMJ ❑ ❑LI ®❑❑❑ EED®D❑ ❑❑1111 ❑m❑IL11111111DC' :1011 ❑EDFMDECD :10111111011E ❑DD®DEED E111111EM11®11 DTI® m®m®11 1111❑ E EE C011 1111D E11:1 1111❑ 11m®ECTIED LIFT LI LIFT❑ ❑FT❑ ❑FT❑ ❑FT❑ - - ❑FT❑ ❑FT❑ ❑FT❑ - ❑FT❑ 11®11 11®11 ❑FT❑ ❑FT❑ LIFT❑ 111111111 111111 ®o TIo ®D 1111®o TIo ®11 TIo ®D 1111111111 TIo ®11 TIo ®D 1111111111 111111 ®11 TIo ®D 1111111111 TI11 ®11 TID ®D OOHD ® ®11 ® ®D OOHD ® ®11 ® ®D OOHD TID ®11 TID ®D 1111®o TID ®11 TID ®D 1111®0 ® ®o ® ®D 1111®0 ® ®11 ® ®D 1111®0 ® ®11 ® ®D 1111®o TID ®11 TID ®D 1111®0 ® ®11 ® ®D ❑❑FTo FT ®❑ FT ®❑ ❑❑FTo FT ®❑ FT ®❑ ❑❑FTo FT ®❑ FT ®❑ 1111=11 1110 ............................................... ®11 1111=11 ED ................................................... LLILILI EE®D ®D TI1111 ........................................................ ®D ............................................... TIoo EE®E ........®D TI1111 �o ............................................... TIoo EE®E ®D TI1111 ...................................................... LIDO TI1111 1111®11 TID ®11 TID ®D 1111®o TID ®11 TID _ ®D 1111111111 TID TI11 TIED 1111111111 TID TIETIED _ 1111®0 ®D ®11 =o ®D - 1111111111 ®D ®11 TIED - TIED D11FTD TID ®11 TID TIED 1111®D ®D ®11 ®❑ TIED OOHD ®D ®11 ®D ®D OOHD ®D ®11 ®D ®D 1111®o 11111111 ®11 TI❑o ®D 1111®o TI1111 ®11 TI1171 ®D 1111®o TI1111 ®o TI1171 ®D 1111®o TI1111 ®11 TI1171 ®❑ ooFTo ®D TID ®D TID m®o ®D TID ®D TID m®LI ®LI T- ®LI FTLI ❑❑FT❑ ®LI ®LI ®o ❑❑FT❑ ❑IID FTLI ........................................................ ❑IID ®LI 1111=11 ®11®11 ............................ ®o ............................................................... ®11 1111=11 ®o ........................ ®o ............................................................... ®11 EE®E ®o .......................... ®o ®D m®E ... ...............®D ®D ..... ...............................®D m®E ... ...............®D ®D ............................ ®D m®11 ®D TID ®o TID mTIo ®D TID ®D TIo m®❑ FT❑❑❑ FT❑❑E ❑ ❑LI ®❑❑❑ ❑ ®®LI ®®LI 1111mm EEm m®LI m®❑ ❑LIFT ®LI ®❑ DTITID FT®LI FT®❑ ®❑❑❑ TI❑FTLI ®❑FTLI m®LI mFT❑ ®LI ®LI FT®LI FT®LI 11®®DTIE 111111111111111E 11110110DTI® 11110®00 1111❑❑ ■■■ om ❑ ❑ ❑ om ❑ om ❑ ❑ 0 ❑❑ ■■ ❑❑❑ ® ❑❑❑FT® ❑❑❑® IF o0o a ®o®o ❑ 010700] 0 0 of C ❑ 111111 ❑ EII® []Ell[] 10111111011E m®®011® ®❑ ❑❑❑®❑®0 1111❑❑®0®0 ❑, - <ooo<<<0<<<o������o�������o —11®❑®0o❑ mE10®o❑o❑ HO 00= <<>-O 0<0 <y ooo<Y <Y 01 <Y <y 01 01 < —❑®❑®oo❑ mE10®o❑o❑ HO 0o❑® F010 In o0�o0 0 <o */ <<< <<<< <y olo�o<y 01 01 < —❑®❑®❑❑❑ 0®®❑®❑ ❑❑®❑®❑❑❑ ❑❑❑❑®®® ■■■ ■■■ ■■ MEMO ■■■ m ■■■■gym ■■■■■ ■■111■ ■111■11111■■11111111 ■■■ 0000 0000 O 00 O ATR Counts Report ' REGIONAL HWY 2 - WEST OF VARCOE RD - Clarington A ATR No: 7034 Affiliated PCS No: 806 Start Date: 2016-01-01 End Date: 2016-12-31 Start 2016 -May -15 Tue Wed Thu Fri Sat Sun Average Day Time A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M. ------------------------------------ 12:00 ---------------- ---------------- ---------------- ----------------------- 59 446 ---------------- ------------------------------------ 59 446 ------------------------------------ 12:1552 ---------------- ---------------- ---------------- ----------------------- 444 ---------------- ---------------- ------------------- 52 444 ------------------------------------ 12:30 ---------------- ---------------- ---------------- ----------------------- 41 447 ---------------- --------------------- 41 447 ------------------------------------ 12:45 ---------------- ---------------- ---------------- ----------------------- 39 494 ---------------- ---------------- ------------------- 39 494 ------------------------------------ ---------------- ---------------- ---------------- ----------------------- 29 452 ---------------- ---------------- ---- Y� 29 452 ------------------------------------ 01:15 ---------------- ---------------- ---------------- ----------------------- 32 460 ---------------- ---------------- ------------------- 32 460 ------------------------------------ 01:30 ---------------- ---------------- ---------------- ----------------------- 19 477 ---------------- ---------------- ------------------- 19 477 ------------------------------------ 01 ,i� ---------------- ---------------- ---------------- ---------------- ---------------- ---------------- ----------------------- 492 ----------------------- ---------------- ---------------- ---------------- ---------------- ------------------- 15 492 ------------------- ------------------------------------ 02:0014 463 14 463 ------------------------------------ 02:1518 ---------------- ---------------- ---------------- ----------------------- 461 ---------------- ---------------- ------------------- 18 461 ------------------------------------ 02:3018 ---------------- ---------------- ---------------- ----------------------- 456 ---------------- ---------------- ------------------- 18 456 ------------------------------------ 02:45 ---------------- ---------------- ---------------- ----------------------- 13 454 ---------------- ---------------- ------------------- 13 454 ------------------------------------ 03:00 --------------------------------------------------------------------------- 23 481 ---------------- ---------------- ------------------- 23 481 ------------------------------------ 03:15 ---------------- ---------------- ---------------- ----------------------- 17 484 ---------------- ---------------- ------------------- 17 484 ------------------------------------ 03:30 --------------------------------------------------------------------------- 12 489 ---------------- ---------------- ------------------- 12 489 ------------------------------------ 03:4522 ---------------- ---------------- ---------------- ----------------------- 507 ---------------- ---------------- ------------------- 22 507 ------------------------------------ 04:0034 ---------------- ---------------- ---------------- ----------------------- 519 ---------------- ---------------- ------------------- 34 519 ------------------------------------ 04:1553 ---------------- ---------------- ---------------- ----------------------- 519 ---------------- ---------------- ------------------- 53 519 ------------------------------------ 04:3060 ---------------- ---------------- ---------------- ----------------------- 535 ---------------- ---------------- ------------------- 60 535 ------------------------------------ 04:45 ---------------- ---------------- ---------------- ----------------------- 85 528 ---------------- ---------------- ------------------- 85 528 ------------------------------------ 05:00 ---------------- ------------------------------------ ------------------- 112 491 ---------------- ---------------- ------------------- 112 491 ------------------------------------ 05:15141 ---------------- ---------------- ---------------- ----------------------- 538 ---------------- ---------------- ------------------- 141 538 ------------------------------------ 05:30 ---------------- ---------------- ---------------- ----------------------- 154 511 ---------------- ---------------- ------------------- 154 511 ------------------------------------ 05:45204 ---------------- ---------------- ---------------- ----------------------- 506 ---------------- ---------------- ------------------- 204 506 ------------------------------------ 06:00 ---------------- ---------------- ---------------- ----------------------- 233 507 ---------------- ---------------- ------------------- 233 507 ------------------------------------ 06:15256 ---------------- ---------------- ---------------- ----------------------- 492 ---------------- ---------------- ------------------- 256 492 ------------------------------------ 06:30 ---------------- ---------------- ---------------- ----------------------- 318 465 ---------------- ---------------- ------------------- 318 465 ------------------------------------ 06:45 ---------------- ---------------- ---------------- ----------------------- 287 480 ---------------- ---------------- ------------------- 287 480 ------------------------------------ 07:00 ---------------- ---------------- ---------------- ----------------------- 352 433 ---------------- ---------------- ------------------- 352 433 ------------------------------------ 07:15 ---------------- ---------------- ---------------- ----------------------- 403 451 ---------------- ---------------- ------------------- 403 451 ------------------------------------ 07:30 ---------------- ---------------- ---------------- ----------------------- 437 428 ---------------- ---------------- ------------------- 437 428 ------------------------------------ 07:45 ---------------- ---------------- ---------------- ----------------------- 447 407 ---------------- ---------------- ------------------- 447 407 ------------------------------------ 08:00433 ---------------- ---------------- ---------------- ----------------------- 375 ---------------- ---------------- ------------------- 433 375 ------------------------------------ 08:15 ---------------- ---------------- ---------------- ----------------------- 435 387 ---------------- ---------------- ------------------- 435 387 ----------------------------------- 08:30- ---------------- ---------------- ---------------- ----------------------- 406 348 ---------------- ---------------- ------------------- 406 348 -.4------------------------------- 088:45 ---------------- ---------------- ---------------- ----------------------- 399 320 ---------------- ---------------- ------------------- 399 320 ------------------------------------ 09:00380 ---------------- ---------------- ---------------- ----------------------- 315 ---------------- ---------------- ------------------- 380 315 ------------------------------------ 09:15 ---------------- ---------------- ---------------- ----------------------- 384 268 ---------------- ---------------- ------------------- 384 268 ------------------------------------ 09:30 ---------------- ---------------- ---------------- ---------------- ---------------- ---------------- ----------------------- 388 253 ----------------------- ---------------- ---------------- ---------------- ---------------- ------------------- 388 253 ------------------- ------------------------------------ 09:45 ---------------- ---------------- ---------------- 395 257 ----------------------- ---------------- ---------------- 395 257 ------------------- ------------------------------------ 10:00389 180 389 180 ------------------------------------ 10:15 ---------------- ---------------- ---------------- ----------------------- 400 151 ---------------- ---------------- ------------------- 400 151 ------------------------------------ 10:30 -------------------------------------------------- ----------------------- 413 161 ---------------- ---------------- ------------------- 413 161 ------------------------------------ 10:45445 ---------------- ---------------- ---------------- ----------------------- 114 ---------------- ---------------- ------------------- 445 114 ------------------------------------ 11:00 124 ------------------------------------ 11:15 ------------------------------------ 11:30 0% ------------------------------------ 11:45 0 ------------------------------------ Total 0 0 Day 0 Total % 01% 0% Splits Peak Vol. 0 0 P.H.F. 0 0 ---------------o. 124 0 0% 0% 0 0 0 0 ---------------o. 124 0 0`%o 0% 0 0 0 0 ---------------0. 124 0 0'% 0% 0 0 0 0 425 124 425 124 ----402-------------101 - --------------- ---------------- ---402----------101 ----416-------------105 - --------------- ---------------- ---416----------105 ----461---------------0 18776 10570 - 0 0 0 0 ---461------------0. 18776 10570 29346 0 0 28885 36.02% 63.98% 0% 0% 0% 0% 35% 65% 07:30 04:15 07:30 04:15 1317 1582 0 0 0 0 1317 1582 0.74 0.74 0 0 0 0 0.74 0.74 ATR Counts Report REGIONAL HWY 2 - WEST OF VARCOE RD - Clarington ATR No: 7034 Affiliated PCS No: 806 Start Date: 2016-01-01 End Date: 2016-12-31 Total by 15 min 550 500 450 400 350 300 250 200 150 100 50 ------------------------------------------------------------------------------------------------ onb nononononononb nononononononb nonononb�nonb�nb�nb�nb�no�no�no�no�nb nb nb no nonononononono nonononononono non nimsrnmsrn1-4M%-rMn1-4rnsrn1-4rn%- nM r, M1-4 M It M 1-4 M ItM1-4 n%- nM rnsrn1-4rnsrn1-4rnsrn1-4M%-rn1-4rnsrrs1-4rnsres1-4rnsrn1-4rnsrn1-4Ms M1-4rnsr 300 250 200 150 100 50 350 300 250 200 150 100 50 Total by 15 min Noth ------------------------------------------------------------------------------------------------ onb nononononononb nononononononb nonononb�nonb�nb�nb�nb�no�no�no�no�nb nb nb nb nonononononono nonononononono non M -4M M-tm-4m-tr3M-4m-tm-4m M-tm-4m-tm-4m,- rM-4mM-tm-4m-tr3M-4m-tm-4m M-tm-4m-tr3�rn�t Total by 15 min South 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hl34JX*JG FWZEFULI MI❑❑❑ LILI❑J0 6LIMDFH [3IRCEI I7IDIIIPZRIIJC Darlington Boulevard Neighbourhood, Courtice I Traffic Study 1 170071 1 April 2017 Appendix B Synchro Analysis Outputs Paradigm Transportation Solutions Limited I Appendices zt;wt�-,( 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tib t t t r Traffic Volume (vph) 45 354 33 196 971 245 47 148 84 165 239 109 Future Volume (vph) 45 354 33 196 971 245 47 148 84 165 239 109 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 75.0 0.0 65.0 0.0 20.0 95.0 43.0 0.0 Storage Lanes 1 0 1 0 1 1 1 1 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 Ped Bike Factor 1.00 1.00 0.99 1.00 1.00 0.99 1.00 0.98 Frt 0.987 0.970 0.945 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1556 3382 0 1787 3415 0 1770 3308 0 1787 1863 1553 Flt Permitted 0.133 0.469 0.520 0.601 Satd. Flow (perm) 218 3382 0 878 3415 0 965 3308 0 1128 1863 1526 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 13 46 88 114 Link Speed (k/h) 50 60 50 50 Link Distance (m) 150.9 428.9 290.9 140.3 Travel Time (s) 10.9 25.7 20.9 10.1 Confl. Peds. (#/hr) 4 5 5 4 5 3 3 5 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Heavy Vehicles (%) 16% 5% 6% 1 % 2% 3% 2% 4% 0% 1 % 2% 4% Adj. Flow (vph) 47 369 34 204 1011 255 49 154 88 172 249 114 Shared Lane Traffic (%) Lane Group Flow (vph) 47 403 0 204 1266 0 49 242 0 172 249 114 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 2 1 Detector Template Left Thru Left Thru Left Thru Left Thru Right Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 0.6 2.0 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 PTSL Synchro 9 Report Page 1 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Perm Protected Phases 7 4 3 8 2 6 Permitted Phases 4 8 2 6 6 Detector Phase 7 4 3 8 2 2 6 6 6 Switch Phase Minimum Initial (s) 5.0 36.9 5.0 36.9 8.0 8.0 8.0 8.0 8.0 Minimum Split (s) 8.0 43.2 8.0 43.2 31.0 31.0 31.0 31.0 31.0 Total Split (s) 9.0 43.2 13.5 47.7 33.3 33.3 33.3 33.3 33.3 Total Split (%) 10.0% 48.0% 15.0% 53.0% 37.0% 37.0% 37.0% 37.0% 37.0% Maximum Green (s) 6.0 36.9 10.5 41.4 26.9 26.9 26.9 26.9 26.9 Yellow Time (s) 3.0 4.2 3.0 4.2 3.7 3.7 3.7 3.7 3.7 All -Red Time (s) 0.0 2.1 0.0 2.1 2.7 2.7 2.7 2.7 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 3.0 6.3 3.0 6.3 6.4 6.4 6.4 6.4 6.4 Lead/Lag Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 3.0 0.2 3.0 0.2 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None Max Max Max Max Max Walk Time (s) 16.0 16.0 17.0 17.0 17.0 17.0 17.0 Flash Dont Walk (s) 7.1 7.1 7.6 7.6 7.6 7.6 7.6 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 Act Effct Green (s) 46.1 36.9 52.7 44.0 26.9 26.9 26.9 26.9 26.9 Actuated g/C Ratio 0.52 0.41 0.59 0.49 0.30 0.30 0.30 0.30 0.30 v/c Ratio 0.23 0.29 0.33 0.74 0.17 0.23 0.50 0.44 0.21 Control Delay 10.9 17.5 9.9 21.3 25.2 15.4 32.1 28.3 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.9 17.5 9.9 21.3 25.2 15.4 32.1 28.3 5.9 LOS B B A C C B C C A Approach Delay 16.8 19.7 17.0 24.7 Approach LOS B B B C Intersection Summa Area Type: Other Cycle Length: 90 Actuated Cycle Length: 89 Natural Cycle: 85 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.74 Intersection Signal Delay: 19.9 Intersection LOS: B Intersection Capacity Utilization 90.5% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: Townline Road North & Regional Highway 2 t02 03 1 X04 33.3s lass 1 143.2& 06 07 08 33.3s 9& 1 147.7s PTSL Synchro 9 Report Page 2 170071: Darlington Blvd Traffic Study Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 47 403 204 1266 49 242 172 249 114 v/c Ratio 0.23 0.29 0.33 0.74 0.17 0.23 0.50 0.44 0.21 Control Delay 10.9 17.5 9.9 21.3 25.2 15.4 32.1 28.3 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.9 17.5 9.9 21.3 25.2 15.4 32.1 28.3 5.9 Queue Length 50th (m) 3.3 24.0 15.5 96.0 6.5 10.6 25.6 36.2 0.0 Queue Length 95th (m) 7.7 35.3 26.1 124.3 15.8 20.1 46.6 59.0 12.0 Internal Link Dist (m) 126.9 404.9 266.9 116.3 Turn Bay Length (m) 75.0 65.0 20.0 43.0 Base Capacity (vph) 203 1410 626 1715 291 1061 341 563 541 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.29 0.33 0.74 0.17 0.23 0.50 0.44 0.21 Intersection Summary PTSL Synchro 9 Report Page 3 170071: Darlington Blvd Traffic Study Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations c0.36 tib 0.05 t vls Ratio Perm t 0.16 t r Traffic Volume (vph) 45 354 33 196 971 245 47 148 84 165 239 109 Future Volume (vph) 45 354 33 196 971 245 47 148 84 165 239 109 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 6.3 2.6 3.0 6.3 16.0 6.4 6.4 20.2 6.4 6.4 6.4 Lane Util. Factor 1.00 0.95 B 1.00 0.95 C 1.00 0.95 C 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 18.8 1.00 1.00 1.00 0.99 Approach LOS 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.97 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1556 3383 1783 3414 1763 3310 1783 1863 1526 Flt Permitted 0.13 1.00 0.47 1.00 0.52 1.00 0.60 1.00 1.00 Satd. Flow (perm) 218 3383 881 3414 965 3310 1129 1863 1526 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 47 369 34 204 1011 255 49 154 88 172 249 114 RTOR Reduction (vph) 0 7 0 0 24 0 0 62 0 0 0 80 Lane Group Flow (vph) 47 396 0 204 1242 0 49 180 0 172 249 34 Confl. Peds. (#/hr) 4 5 5 4 5 3 3 5 Heavy Vehicles (%) 16% 5% 6% 1 % 2% 3% 2% 4% 0% 1 % 2% 4% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Perm Protected Phases 7 4 3 8 2 6 Permitted Phases 4 8 2 6 6 Actuated Green, G (s) 41.8 38.2 50.6 44.0 26.9 26.9 26.9 26.9 26.9 Effective Green, g (s) 41.8 38.2 50.6 44.0 26.9 26.9 26.9 26.9 26.9 Actuated g/C Ratio 0.46 0.42 0.56 0.49 0.30 0.30 0.30 0.30 0.30 Clearance Time (s) 3.0 6.3 3.0 6.3 6.4 6.4 6.4 6.4 6.4 Vehicle Extension (s) 3.0 0.2 3.0 0.2 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 154 1432 588 1665 287 987 336 555 455 v/s Ratio Prot 0.01 0.12 c0.04 c0.36 0.05 0.13 vls Ratio Perm 0.13 0.16 0.05 c0.15 0.02 vlc Ratio 0.31 0.28 0.35 0.75 0.17 0.18 0.51 0.45 0.07 Uniform Delay, dl 14.8 17.0 9.9 18.6 23.4 23.5 26.2 25.6 22.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.1 0.0 0.4 1.6 1.3 0.4 5.5 2.6 0.3 Delay (s) 16.0 17.0 10.3 20.2 24.7 23.9 31.7 28.3 23.0 Level of Service B B B C C C C C C Approach Delay (s) 16.9 18.8 24.0 28.2 Approach LOS B B C C Intersection Summa HCM 2000 Control Delay 20.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 90.2 Sum of lost time (s) 15.7 Intersection Capacity Utilization 90.5% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group PTSL Synchro 9 Report Page 4 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tib t Traffic Volume (vph) 34 545 30 63 1242 33 60 16 24 46 27 147 Future Volume (vph) 34 545 30 63 1242 33 60 16 24 46 27 147 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 50.0 0.0 100.0 0.0 25.0 0.0 30.0 0.0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 1.00 1.00 1.00 1.00 0.99 0.99 Frt 0.992 0.996 0.911 0.873 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1703 3477 0 1719 3514 0 1770 1521 0 1597 1645 0 Flt Permitted 0.172 0.426 0.570 0.730 Satd. Flow (perm) 308 3477 0 769 3514 0 1062 1521 0 1218 1645 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 11 5 25 57 Link Speed (k/h) 60 60 50 50 Link Distance (m) 428.9 306.5 123.2 63.7 Travel Time (s) 25.7 18.4 8.9 4.6 Confl. Peds. (#/hr) 1 3 3 1 7 7 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Heavy Vehicles (%) 6% 3% 0% 5% 2% 12% 2% 19% 8% 13% 0% 1 % Adj. Flow (vph) 35 568 31 66 1294 34 63 17 25 48 28 153 Shared Lane Traffic (%) Lane Group Flow (vph) 35 599 0 66 1328 0 63 42 0 48 181 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Yes Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 2 Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 0.6 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 PTSL Synchro 9 Report Page 5 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 52.9 52.9 52.9 52.9 8.0 8.0 8.0 8.0 Minimum Split (s) 59.4 59.4 59.4 59.4 29.7 29.7 29.7 29.7 Total Split (s) 59.4 59.4 59.4 59.4 30.6 30.6 30.6 30.6 Total Split (%) 66.0% 66.0% 66.0% 66.0% 34.0% 34.0% 34.0% 34.0% Maximum Green (s) 52.9 52.9 52.9 52.9 24.6 24.6 24.6 24.6 Yellow Time (s) 4.2 4.2 4.2 4.2 3.3 3.3 3.3 3.3 All -Red Time (s) 2.3 2.3 2.3 2.3 2.7 2.7 2.7 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Lead/Lag Lead -Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None Min Min Min Min Walk Time (s) 13.0 13.0 13.0 13.0 16.0 16.0 16.0 16.0 Flash Dont Walk (s) 7.3 7.3 7.3 7.3 7.7 7.7 7.7 7.7 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 53.0 53.0 53.0 53.0 11.7 11.7 11.7 11.7 Actuated g/C Ratio 0.69 0.69 0.69 0.69 0.15 0.15 0.15 0.15 v/c Ratio 0.17 0.25 0.12 0.55 0.39 0.17 0.26 0.61 Control Delay 7.5 5.2 5.7 7.6 36.8 17.4 32.2 29.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.5 5.2 5.7 7.6 36.8 17.4 32.2 29.8 LOS A A A A D B C C Approach Delay 5.3 7.5 29.0 30.3 Approach LOS A A C C Intersection Summa Area Type: Other Cycle Length: 90 Actuated Cycle Length: 77.2 Natural Cycle: 90 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.61 Intersection Signal Delay: 10.1 Intersection LOS: B Intersection Capacity Utilization 84.9% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: Darlington Blvd/Varcoe Road & Regional Highway 2 t02 X04 30.6 s54.4 s 11 06 1 08 30.6s 1 1111111111111111111159.4 s PTSL Synchro 9 Report Page 6 170071: Darlington Blvd Traffic Study -11 � � I 14* Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 35 599 66 1328 63 42 48 181 v/c Ratio 0.17 0.25 0.12 0.55 0.39 0.17 0.26 0.61 Control Delay 7.5 5.2 5.7 7.6 36.8 17.4 32.2 29.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.5 5.2 5.7 7.6 36.8 17.4 32.2 29.8 Queue Length 50th (m) 1.6 14.6 2.8 44.0 8.8 2.3 6.6 17.7 Queue Length 95th (m) 6.6 27.2 8.9 76.5 20.2 10.6 16.1 37.2 Internal Link Dist (m) 404.9 282.5 99.2 39.7 Turn Bay Length (m) 50.0 100.0 25.0 30.0 Base Capacity (vph) 211 2391 528 2414 339 502 389 564 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.25 0.13 0.55 0.19 0.08 0.12 0.32 Intersection Summary PTSL Synchro 9 Report Page 7 170071: Darlington Blvd Traffic Study Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tib c0.08 t 0.11 0.09 0.06 0.04 Traffic Volume (vph) 34 545 30 63 1242 33 60 16 24 46 27 147 Future Volume (vph) 34 545 30 63 1242 33 60 16 24 46 27 147 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.5 6.5 31.2 6.5 6.5 32.5 6.0 6.0 A 6.0 6.0 C Lane Util. Factor 1.00 0.95 Approach Delay (s) 1.00 0.95 1.00 1.00 30.1 1.00 1.00 Approach LOS Frpb, ped/bikes 1.00 1.00 A 1.00 1.00 1.00 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.91 1.00 0.87 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1702 3478 1715 3515 1770 1522 1587 1645 Flt Permitted 0.17 1.00 0.43 1.00 0.57 1.00 0.73 1.00 Satd. Flow (perm) 308 3478 768 3515 1062 1522 1219 1645 Peak -hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow (vph) 35 568 31 66 1294 34 62 17 25 48 28 153 RTOR Reduction (vph) 0 3 0 0 2 0 0 21 0 0 48 0 Lane Group Flow (vph) 35 596 0 66 1326 0 63 21 0 48 133 0 Confl. Peds. (#/hr) 1 3 3 1 7 7 Heavy Vehicles (%) 6% 3% 0% 5% 2% 12% 2% 19% 8% 13% 0% 1 % Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 53.0 53.0 53.0 53.0 11.6 11.6 11.6 11.6 Effective Green, g (s) 53.0 53.0 53.0 53.0 11.6 11.6 11.6 11.6 Actuated g/C Ratio 0.69 0.69 0.69 0.69 0.15 0.15 0.15 0.15 Clearance Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 211 2390 527 2416 159 228 183 247 v/s Ratio Prot c Critical Lane Group 0.17 c0.38 0.01 c0.08 vls Ratio Perm 0.11 0.09 0.06 0.04 vlc Ratio 0.17 0.25 0.13 0.55 0.40 0.09 0.26 0.54 Uniform Delay, dl 4.3 4.5 4.1 6.0 29.6 28.2 29.0 30.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.1 0.1 0.3 1.6 0.2 0.8 2.2 Delay (s) 4.6 4.6 4.2 6.3 31.2 28.4 29.7 32.5 Level of Service A A A A C C C C Approach Delay (s) 4.6 6.2 30.1 31.9 Approach LOS A A C C Intersection Summa HCM 2000 Control Delay 9.3 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 77.1 Sum of lost time (s) 12.5 Intersection Capacity Utilization 84.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group PTSL Synchro 9 Report Page 8 170071: Darlington Blvd Traffic Study I Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Y *' Traffic Volume (vph) 2 1 1 42 33 2 Future Volume (vph) 2 1 1 42 33 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.955 0.993 Flt Protected 0.968 0.999 Satd. Flow (prot) 1756 0 0 1776 1693 0 Flt Permitted 0.968 0.999 Satd. Flow (perm) 1756 0 0 1776 1693 0 Link Speed (k/h) 50 50 50 Link Distance (m) 64.5 612.5 123.2 Travel Time (s) 4.6 44.1 8.9 Confl. Peds. (#/hr) 1 1 1 1 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 Heavy Vehicles (%) 0% 0% 0% 7% 12% 0% Adj. Flow (vph) 2 1 1 50 39 2 Shared Lane Traffic (%) Lane Group Flow (vph) 3 0 0 51 41 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 25 15 Sign Control Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 14.0% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 9 170071: Darlington Blvd Traffic Study I Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y 4 Traffic Volume (veh/h) 2 1 1 42 33 2 Future Volume (Veh/h) 2 1 1 42 33 2 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 Hourly flow rate (vph) 2 1 1 50 39 2 Pedestrians 1 1 1 Lane Width (m) 3.6 3.6 3.6 Walking Speed (m/s) 1.2 1.2 1.2 Percent Blockage 0 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 123 pX, platoon unblocked vC, conflicting volume 94 42 42 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 94 42 42 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 100 100 cM capacity (veh/h) 909 1033 1579 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 3 51 41 Volume Left 2 1 0 Volume Right 1 0 2 cSH 946 1579 1700 Volume to Capacity 0.00 0.00 0.02 Queue Length 95th (m) 0.1 0.0 0.0 Control Delay (s) 8.8 0.1 0.0 Lane LOS A A Approach Delay (s) 8.8 0.1 0.0 Approach LOS A Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 14.0% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 10 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 2 0 15 0 0 0 25 10 0 0 10 7 Future Volume (vph) 2 0 15 0 0 0 25 10 0 0 10 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor Frt 0.880 0.944 Flt Protected 0.994 0.965 Satd. Flow (prot) 0 1408 0 0 1710 0 0 1520 0 0 1372 0 Flt Permitted 0.994 0.965 Satd. Flow (perm) 0 1408 0 0 1710 0 0 1520 0 0 1372 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 104.7 41.1 85.9 83.7 Travel Time (s) 7.5 3.0 6.2 6.0 Confl. Peds. (#/hr) 17 17 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Heavy Vehicles (%) 0% 0% 7% 0% 0% 0% 8% 10% 0% 0% 30% 0% Adj. Flow (vph) 2 0 16 0 0 0 26 10 0 0 10 7 Shared Lane Traffic (%) Lane Group Flow (vph) 0 18 0 0 0 0 0 36 0 0 17 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 0.0 0.0 0.0 0.0 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Sign Control Stop Stop Free Free Intersection Summary Area Type: CBD Control Type: Unsignalized Intersection Capacity Utilization 18.8% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 11 Lane Configurations 170071: Darlington BlvdTrafficStudy Movement EBL EBT EBR WBL WBT WBR NBL } I NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 0 15 0 0 0 25 10 0 0 10 7 Future Volume (Veh/h) 2 0 15 0 0 0 25 10 0 0 10 7 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 2 0 16 0 0 0 26 10 0 0 10 7 Pedestrians 17 Lane Width (m) 3.6 Walking Speed (m/s) 1.2 Percent Blockage 1 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 92 92 30 92 96 10 34 10 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 92 92 30 92 96 10 34 10 tC, single (s) 7.1 6.5 6.3 7.1 6.5 6.2 4.2 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.4 3.5 4.0 3.3 2.3 2.2 p0 queue free % 100 100 98 100 100 100 98 100 cM capacity (veh/h) 863 776 1015 862 773 1077 1518 1623 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 18 0 36 17 Volume Left 2 0 26 0 Volume Right 16 0 0 7 cSH 995 1700 1518 1623 Volume to Capacity 0.02 0.00 0.02 0.00 Queue Length 95th (m) 0.4 0.0 0.4 0.0 Control Delay (s) 8.7 0.0 5.4 0.0 Lane LOS A A A Approach Delay (s) 8.7 0.0 5.4 0.0 Approach LOS A A Intersection Summary Average Delay 4.9 Intersection Capacity Utilization 18.8% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 12 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� Traffic Volume (vph) 226 6 0 0 39 16 1 0 0 6 1 387 Future Volume (vph) 226 6 0 0 39 16 1 0 0 6 1 387 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 25.0 0.0 0.0 0.0 0.0 0.0 35.0 0.0 Storage Lanes 1 0 0 0 0 0 1 0 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.960 0.850 Flt Protected 0.950 0.950 0.950 Satd. Flow (prot) 1805 1900 0 0 1756 0 0 1805 0 1543 1583 0 Flt Permitted 0.950 0.950 0.950 Satd. Flow (perm) 1805 1900 0 0 1756 0 0 1805 0 1543 1583 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 339.3 186.1 67.5 545.0 Travel Time (s) 24.4 13.4 4.9 39.2 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles (%) 0% 0% 0% 0% 3% 6% 0% 0% 0% 17% 0% 2% Adj. Flow (vph) 238 6 0 0 41 17 1 0 0 6 1 407 Shared Lane Traffic (%) Lane Group Flow (vph) 238 6 0 0 58 0 0 1 0 6 408 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Sign Control Stop Stop Free Free Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 13 170071: Darlington Blvd Traffic Study Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� Traffic Volume (veh/h) 226 6 0 0 39 16 1 0 0 6 1 387 Future Volume (Veh/h) 226 6 0 0 39 16 1 0 0 6 1 387 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 238 6 0 0 41 17 1 0 0 6 1 407 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 256 218 204 18 422 0 408 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 256 218 204 18 422 0 408 0 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.3 4.1 4.3 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.4 2.2 2.4 p0 queue free % 63 99 100 100 92 98 100 100 cM capacity (veh/h) 646 680 841 991 519 1073 1162 1530 Direction, Lane # EB 1 EB 2 WB 1 NB 1 SB 1 SB 2 Volume Total 238 6 58 1 6 408 Volume Left 238 0 0 1 6 0 Volume Right 0 0 17 0 0 407 cSH 646 680 612 1162 1530 1700 Volume to Capacity 0.37 0.01 0.09 0.00 0.00 0.24 Queue Length 95th (m) 13.5 0.2 2.5 0.0 0.1 0.0 Control Delay (s) 13.8 10.3 11.5 8.1 7.4 0.0 Lane LOS B B B A A Approach Delay (s) 13.7 11.5 8.1 0.1 Approach LOS B B Intersection Summary Average Delay 5.7 Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 14 170071: Darlington Blvd Traffic Study Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 3 36 229 5 9 384 Future Volume (vph) 3 36 229 5 9 384 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.875 0.997 Flt Protected 0.996 0.999 Satd. Flow (prot) 1623 0 1857 0 0 1861 Flt Permitted 0.996 0.999 Satd. Flow (perm) 1623 0 1857 0 0 1861 Link Speed (k/h) 50 50 50 Link Distance (m) 193.9 545.0 290.9 Travel Time (s) 14.0 39.2 20.9 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 3 39 249 5 10 417 Shared Lane Traffic (%) Lane Group Flow (vph) 42 0 254 0 0 427 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Right Left Left Median Width(m) 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 15 25 Sign Control Stop Free Free Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 15 170071: Darlington Blvd Traffic Study Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 3 36 229 5 9 384 Future Volume (Veh/h) 3 36 229 5 9 384 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 3 39 249 5 10 417 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 291 pX, platoon unblocked 0.94 vC, conflicting volume 688 252 254 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 635 252 254 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 99 95 99 cM capacity (veh/h) 412 787 1311 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 42 254 427 Volume Left 3 0 10 Volume Right 39 5 0 cSH 739 1700 1311 Volume to Capacity 0.06 0.15 0.01 Queue Length 95th (m) 1.4 0.0 0.2 Control Delay (s) 10.2 0.0 0.3 Lane LOS B A Approach Delay (s) 10.2 0.0 0.3 Approach LOS B Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 37.4% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 16 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tib t t t r Traffic Volume (vph) 159 1154 43 171 707 253 50 277 248 313 229 112 Future Volume (vph) 159 1154 43 171 707 253 50 277 248 313 229 112 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 75.0 0.0 65.0 0.0 20.0 95.0 43.0 0.0 Storage Lanes 1 0 1 0 1 1 1 1 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 Ped Bike Factor 1.00 1.00 0.99 0.99 0.99 1.00 0.97 Frt 0.995 0.960 0.929 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1805 3552 0 1787 3375 0 1805 3325 0 1787 1881 1599 Flt Permitted 0.184 0.111 0.613 0.221 Satd. Flow (perm) 348 3552 0 209 3375 0 1149 3325 0 415 1881 1550 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 5 67 141 114 Link Speed (k/h) 50 60 50 50 Link Distance (m) 150.9 428.9 290.9 140.3 Travel Time (s) 10.9 25.7 20.9 10.1 Confl. Peds. (#/hr) 20 14 14 20 18 5 5 18 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Heavy Vehicles (%) 0% 1 % 0% 1 % 2% 1 % 0% 0% 0% 1 % 1 % 1 % Adj. Flow (vph) 162 1178 44 174 721 258 51 283 253 319 234 114 Shared Lane Traffic (%) Lane Group Flow (vph) 162 1222 0 174 979 0 51 536 0 319 234 114 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 2 1 Detector Template Left Thru Left Thru Left Thru Left Thru Right Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 0.6 2.0 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 PTSL Synchro 9 Report Page 1 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA Perm Protected Phases 7 4 3 8 2 1 6 Permitted Phases 4 8 2 6 6 Detector Phase 7 4 3 8 2 2 1 6 6 Switch Phase Minimum Initial (s) 5.0 36.0 5.0 36.0 8.0 8.0 5.0 8.0 8.0 Minimum Split (s) 8.0 42.3 8.0 42.3 14.4 14.4 8.0 32.1 32.1 Total Split (s) 8.1 42.3 8.1 42.3 27.0 27.0 12.6 33.2 33.2 Total Split (%) 9.0% 47.0% 9.0% 47.0% 30.0% 30.0% 14.0% 36.9% 36.9% Maximum Green (s) 5.1 36.0 5.1 36.0 20.6 20.6 9.6 26.8 26.8 Yellow Time (s) 3.0 4.2 3.0 4.2 3.7 3.7 3.0 3.7 3.7 All -Red Time (s) 0.0 2.1 0.0 2.1 2.7 2.7 0.0 2.7 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 3.0 6.3 3.0 6.3 6.4 6.4 3.0 6.4 6.4 Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None Min Min None Min Min Walk Time (s) 16.0 16.0 17.0 17.0 Flash Dont Walk (s) 7.1 7.1 8.7 8.7 Pedestrian Calls (#/hr) 20 14 23 23 Act Effct Green (s) 44.5 36.1 44.5 36.1 15.6 15.6 31.6 28.2 28.2 Actuated g/C Ratio 0.52 0.42 0.52 0.42 0.18 0.18 0.37 0.33 0.33 v/c Ratio 0.60 0.81 0.85 0.67 0.24 0.74 1.03 0.38 0.19 Control Delay 21.5 27.5 50.8 21.5 32.2 30.5 85.1 23.5 4.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 21.5 27.5 50.8 21.5 32.2 30.5 85.1 23.5 4.9 LOS C C D C C C F C A Approach Delay 26.8 25.9 30.7 49.8 Approach LOS C C C D Intersection Summa Area Type: Other Cycle Length: 90 Actuated Cycle Length: 85.1 Natural Cycle: 85 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 1.03 Intersection Signal Delay: 31.2 Intersection LOS: C Intersection Capacity Utilization 93.3% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 1: Townline Road North & Regional Highway 2 01 I I0 O3 -OW04 1Z6s 127S 011M 1s 42.3s 06 07 08 M2s &ILS I 42.3s PTSL Synchro 9 Report Page 2 170071: Darlington Blvd Traffic Study Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 162 1222 174 979 51 536 319 234 114 v/c Ratio 0.60 0.81 0.85 0.67 0.24 0.74 1.03 0.38 0.19 Control Delay 21.5 27.5 50.8 21.5 32.2 30.5 85.1 23.5 4.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 21.5 27.5 50.8 21.5 32.2 30.5 85.1 23.5 4.9 Queue Length 50th (m) 12.4 93.1 13.5 63.8 7.5 33.7 -43.0 30.2 0.0 Queue Length 95th (m) #27.4 #134.1 #52.8 94.7 17.7 51.1 #90.1 49.2 10.7 Internal Link Dist (m) 126.9 404.9 266.9 116.3 Turn Bay Length (m) 75.0 65.0 20.0 43.0 Base Capacity (vph) 269 1507 204 1468 278 912 309 734 674 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.60 0.81 0.85 0.67 0.18 0.59 1.03 0.32 0.17 Intersection Summary Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer Queue shown is maximum after two cycles. PTSL Synchro 9 Report Page 3 170071: Darlington Blvd Traffic Study Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0.28 tib 0.13 c0.12 t vls Ratio Perm t c0.38 t r Traffic Volume (vph) 159 1154 43 171 707 253 50 277 248 313 229 112 Future Volume (vph) 159 1154 43 171 707 253 50 277 248 313 229 112 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 6.3 0.4 3.0 6.3 19.0 6.4 6.4 20.7 3.0 6.4 6.4 Lane Util. Factor 1.00 0.95 B 1.00 0.95 C 1.00 0.95 F 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 25.5 1.00 0.99 1.00 0.99 Approach LOS 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.96 1.00 0.93 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1804 3550 1787 3378 1782 3323 1787 1881 1552 Flt Permitted 0.18 1.00 0.11 1.00 0.61 1.00 0.22 1.00 1.00 Satd. Flow (perm) 350 3550 208 3378 1149 3323 416 1881 1552 Peak -hour factor, PHF 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Adj. Flow (vph) 162 1178 44 174 721 258 51 283 253 319 234 114 RTOR Reduction (vph) 0 3 0 0 39 0 0 115 0 0 0 76 Lane Group Flow (vph) 162 1219 0 174 940 0 51 421 0 319 234 38 Confl. Peds. (#/hr) 20 14 14 20 18 5 5 18 Heavy Vehicles (%) 0% 1% 0% 1 % 2% 1% 0% 0% 0% 1 % 1 % 1 % Turn Type pm+pt NA pm+pt NA Perm NA pm+pt NA Perm Protected Phases 7 4 3 8 2 1 6 Permitted Phases 4 8 2 6 6 Actuated Green, G (s) 41.2 36.1 41.2 36.1 15.6 15.6 28.2 28.2 28.2 Effective Green, g (s) 41.2 36.1 41.2 36.1 15.6 15.6 28.2 28.2 28.2 Actuated g/C Ratio 0.48 0.42 0.48 0.42 0.18 0.18 0.33 0.33 0.33 Clearance Time (s) 3.0 6.3 3.0 6.3 6.4 6.4 3.0 6.4 6.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 256 1505 195 1432 210 609 292 623 514 v/s Ratio Prot 0.04 0.34 c0.05 0.28 0.13 c0.12 0.12 vls Ratio Perm 0.27 c0.38 0.04 c0.24 0.02 vlc Ratio 0.63 0.81 0.89 0.66 0.24 0.69 1.09 0.38 0.07 Uniform Delay, dl 13.9 21.5 16.5 19.6 29.7 32.5 25.0 21.7 19.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.0 3.4 36.1 1.1 0.6 3.4 79.7 0.4 0.1 Delay (s) 19.0 24.9 52.6 20.7 30.3 35.9 104.6 22.1 19.6 Level of Service B C D C C D F C B Approach Delay (s) 24.2 25.5 35.4 61.1 Approach LOS C C D E Intersection Summa HCM 2000 Control Delay 32.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 1.01 Actuated Cycle Length (s) 85.1 Sum of lost time (s) 18.7 Intersection Capacity Utilization 93.3% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group PTSL Synchro 9 Report Page 4 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tib t Traffic Volume (vph) 101 1394 62 95 1032 46 89 53 110 172 90 73 Future Volume (vph) 101 1394 62 95 1032 46 89 53 110 172 90 73 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 50.0 0.0 100.0 0.0 25.0 0.0 30.0 0.0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.994 0.994 0.899 0.933 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1787 3554 0 1805 3554 0 1805 1708 0 1770 1765 0 Flt Permitted 0.210 0.110 0.618 0.618 Satd. Flow (perm) 395 3554 0 209 3554 0 1174 1708 0 1151 1765 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 8 8 35 45 Link Speed (k/h) 60 60 50 50 Link Distance (m) 428.9 306.5 123.2 63.7 Travel Time (s) 25.7 18.4 8.9 4.6 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles (%) 1 % 1 % 0% 0% 1 % 0% 0% 0% 0% 2% 0% 1 % Adj. Flow (vph) 106 1467 65 100 1086 48 94 56 116 181 95 77 Shared Lane Traffic (%) Lane Group Flow (vph) 106 1532 0 100 1134 0 94 172 0 181 172 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Yes Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 2 Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 0.6 Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 PTSL Synchro 9 Report Page 5 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 42.0 42.0 42.0 42.0 8.0 8.0 8.0 8.0 Minimum Split (s) 58.5 58.5 58.5 58.5 29.7 29.7 29.7 29.7 Total Split (s) 58.5 58.5 58.5 58.5 31.5 31.5 31.5 31.5 Total Split (%) 65.0% 65.0% 65.0% 65.0% 35.0% 35.0% 35.0% 35.0% Maximum Green (s) 52.0 52.0 52.0 52.0 25.5 25.5 25.5 25.5 Yellow Time (s) 4.2 4.2 4.2 4.2 3.3 3.3 3.3 3.3 All -Red Time (s) 2.3 2.3 2.3 2.3 2.7 2.7 2.7 2.7 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Lead/Lag Lead -Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None Min Min Min Min Walk Time (s) 13.0 13.0 13.0 13.0 16.0 16.0 16.0 16.0 Flash Dont Walk (s) 7.3 7.3 7.3 7.3 7.7 7.7 7.7 7.7 Pedestrian Calls (#/hr) 19 19 4 4 12 12 1 1 Act Effct Green (s) 52.3 52.3 52.3 52.3 17.5 17.5 17.5 17.5 Actuated g/C Ratio 0.64 0.64 0.64 0.64 0.21 0.21 0.21 0.21 v/c Ratio 0.42 0.68 0.76 0.50 0.38 0.44 0.74 0.42 Control Delay 16.0 12.5 53.1 9.8 31.6 25.3 48.6 23.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.0 12.5 53.1 9.8 31.6 25.3 48.6 23.0 LOS B B D A C C D C Approach Delay 12.7 13.3 27.5 36.1 Approach LOS B B C D Intersection Summa Area Type: Other Cycle Length: 90 Actuated Cycle Length: 82.3 Natural Cycle: 90 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.76 Intersection Signal Delay: 16.4 Intersection LOS: B Intersection Capacity Utilization 115.4% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 2: Darlington Blvd/Varcoe Road & Regional Highway 2 t02 004 3L5s 58.5 s 06 03 3L5s 58.5 s PTSL Synchro 9 Report Page 6 170071: Darlington Blvd Traffic Study -11 � � I 14* Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 106 1532 100 1134 94 172 181 172 v/c Ratio 0.42 0.68 0.76 0.50 0.38 0.44 0.74 0.42 Control Delay 16.0 12.5 53.1 9.8 31.6 25.3 48.6 23.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.0 12.5 53.1 9.8 31.6 25.3 48.6 23.0 Queue Length 50th (m) 7.8 75.7 10.3 46.7 13.3 19.4 27.9 17.8 Queue Length 95th (m) 26.6 127.7 #47.3 79.5 26.9 37.1 50.2 35.1 Internal Link Dist (m) 404.9 282.5 99.2 39.7 Turn Bay Length (m) 50.0 100.0 25.0 30.0 Base Capacity (vph) 250 2259 132 2259 365 556 358 580 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.42 0.68 0.76 0.50 0.26 0.31 0.51 0.30 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. PTSL Synchro 9 Report Page 7 170071: Darlington Blvd Traffic Study Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tib t Traffic Volume (vph) 101 1394 62 95 1032 46 89 53 110 172 90 73 Future Volume (vph) 101 1394 62 95 1032 46 89 53 110 172 90 73 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.90 1.00 0.93 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1787 3553 1805 3553 1805 1708 1770 1765 Flt Permitted 0.21 1.00 0.11 1.00 0.62 1.00 0.62 1.00 Satd. Flow (perm) 396 3553 210 3553 1173 1708 1150 1765 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 106 1467 65 100 1086 48 94 56 116 181 95 77 RTOR Reduction (vph) 0 3 0 0 3 0 0 28 0 0 35 0 Lane Group Flow (vph) 106 1529 0 100 1131 0 94 144 0 181 137 0 Heavy Vehicles (%) 1% 1% 0% 0% 1% 0% 0% 0% 0% 2% 0% 1 % Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 52.2 52.2 52.2 52.2 17.5 17.5 17.5 17.5 Effective Green, g (s) 52.2 52.2 52.2 52.2 17.5 17.5 17.5 17.5 Actuated g/C Ratio 0.64 0.64 0.64 0.64 0.21 0.21 0.21 0.21 Clearance Time (s) 6.5 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 251 2256 133 2256 249 363 244 375 v/s Ratio Prot 0.43 0.32 0.08 0.08 v/s Ratio Perm 0.27 c0.48 0.08 c0.16 v/c Ratio 0.42 0.68 0.75 0.50 0.38 0.40 0.74 0.36 Uniform Delay, d1 7.5 9.6 10.5 8.0 27.7 27.8 30.2 27.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.1 0.8 21.0 0.2 1.0 0.7 11.5 0.6 Delay (s) 8.6 10.4 31.5 8.2 28.6 28.5 41.7 28.2 Level of Service A B C A C C D C Approach Delay (s) 10.3 10.1 28.6 35.1 Approach LOS B B C D Intersection Summary HCM 2000 Control Delay 14.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 82.2 Sum of lost time (s) 12.5 Intersection Capacity Utilization 115.4% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group PTSL Synchro 9 Report Page 8 170071: Darlington Blvd Traffic Study I Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Y *' Traffic Volume (vph) 51 11 6 46 67 14 Future Volume (vph) 51 11 6 46 67 14 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.976 0.976 Flt Protected 0.961 0.994 Satd. Flow (prot) 1782 0 0 1889 1854 0 Flt Permitted 0.961 0.994 Satd. Flow (perm) 1782 0 0 1889 1854 0 Link Speed (k/h) 50 50 50 Link Distance (m) 64.5 612.5 123.2 Travel Time (s) 4.6 44.1 8.9 Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% Adj. Flow (vph) 64 14 8 58 84 18 Shared Lane Traffic (%) Lane Group Flow (vph) 78 0 0 66 102 0 Enter Blocked Intersection No No No No No No Lane Alignment Median Width(m) Link Offset(m) Crosswalk Width(m) Two way Left Turn Lane Headway Factor Turning Speed (k/h) Sign Control Intersection Summa Left Right Left Left Left Right 3.6 3.6 3.6 0.0 0.0 0.0 4.8 4.8 4.8 1.00 1.00 1.00 25 15 25 Stop 1.00 1.00 1.00 15 Free Free Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 17.6% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 9 170071: Darlington Blvd Traffic Study I Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y 4 Traffic Volume (veh/h) 51 11 6 46 67 14 Future Volume (Veh/h) 51 11 6 46 67 14 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 64 14 8 58 84 18 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 123 pX, platoon unblocked vC, conflicting volume 167 93 102 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 167 93 102 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 92 99 99 cM capacity (veh/h) 824 970 1503 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 78 66 102 Volume Left 64 8 0 Volume Right 14 0 18 cSH 847 1503 1700 Volume to Capacity 0.09 0.01 0.06 Queue Length 95th (m) 2.4 0.1 0.0 Control Delay (s) 9.7 0.9 0.0 Lane LOS A A Approach Delay (s) 9.7 0.9 0.0 Approach LOS A Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 17.6% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 10 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 12 1 34 0 0 0 46 16 0 0 10 5 Future Volume (vph) 12 1 34 0 0 0 46 16 0 0 10 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.902 0.957 Flt Protected 0.987 0.964 Satd. Flow (prot) 0 1522 0 0 1710 0 0 1648 0 0 1636 0 Flt Permitted 0.987 0.964 Satd. Flow (perm) 0 1522 0 0 1710 0 0 1648 0 0 1636 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 104.7 41.1 85.9 83.7 Travel Time (s) 7.5 3.0 6.2 6.0 Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Adj. Flow (vph) 15 1 43 0 0 0 58 20 0 0 13 6 Shared Lane Traffic (%) Lane Group Flow (vph) 0 59 0 0 0 0 0 78 0 0 19 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 0.0 0.0 0.0 0.0 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 1.14 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Sign Control Stop Stop Free Free Intersection Summa Area Type: CBD Control Type: Unsignalized Intersection Capacity Utilization 20.4% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 11 Lane Configurations 170071: Darlington BlvdTrafficStudy Movement EBL EBT EBR WBL WBT WBR NBL } I NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 12 1 34 0 0 0 46 16 0 0 10 5 Future Volume (Veh/h) 12 1 34 0 0 0 46 16 0 0 10 5 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 15 1 43 0 0 0 58 20 0 0 13 6 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 152 152 16 196 155 20 19 20 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 152 152 16 196 155 20 19 20 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 98 100 96 100 100 100 96 100 cM capacity (veh/h) 797 717 1069 716 714 1064 1611 1609 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 59 0 78 19 Volume Left 15 0 58 0 Volume Right 43 0 0 6 cSH 976 1700 1611 1609 Volume to Capacity 0.06 0.00 0.04 0.00 Queue Length 95th (m) 1.5 0.0 0.9 0.0 Control Delay (s) 8.9 0.0 5.5 0.0 Lane LOS A A A Approach Delay (s) 8.9 0.0 5.5 0.0 Approach LOS A A Intersection Summary Average Delay 6.1 Intersection Capacity Utilization 20.4% ICU Level of Service A Analysis Period (min) 15 PTSL Synchro 9 Report Page 12 170071: Darlington Blvd Traffic Study Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� Traffic Volume (vph) 521 51 4 0 35 10 0 3 0 16 0 317 Future Volume (vph) 521 51 4 0 35 10 0 3 0 16 0 317 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 25.0 0.0 0.0 0.0 0.0 0.0 35.0 0.0 Storage Lanes 1 0 0 0 0 0 1 0 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.990 0.969 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1805 1881 0 0 1841 0 0 1900 0 1805 1583 0 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1805 1881 0 0 1841 0 0 1900 0 1805 1583 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 339.3 186.1 67.5 545.0 Travel Time (s) 24.4 13.4 4.9 39.2 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 2% Adj. Flow (vph) 554 54 4 0 37 11 0 3 0 17 0 337 Shared Lane Traffic (%) Lane Group Flow (vph) 554 58 0 0 48 0 0 3 0 17 337 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Sign Control Stop Stop Free Free Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 61.8% ICU Level of Service B Analysis Period (min) 15 PTSL Synchro 9 Report Page 13 170071: Darlington Blvd Traffic Study Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� Traffic Volume (veh/h) 521 51 4 0 35 10 0 3 0 16 0 317 Future Volume (Veh/h) 521 51 4 0 35 10 0 3 0 16 0 317 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 554 54 4 0 37 11 0 3 0 17 0 337 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 235 206 168 68 374 3 337 3 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 235 206 168 68 374 3 337 3 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 18 92 100 100 93 99 100 99 cM capacity (veh/h) 675 687 881 863 554 1087 1234 1632 Direction, Lane # EB 1 EB 2 WB 1 NB 1 SB 1 SB 2 Volume Total 554 58 48 3 17 337 Volume Left 554 0 0 0 17 0 Volume Right 0 4 11 0 0 337 cSH 675 698 624 1234 1632 1700 Volume to Capacity 0.82 0.08 0.08 0.00 0.01 0.20 Queue Length 95th (m) 69.8 2.2 2.0 0.0 0.3 0.0 Control Delay (s) 30.0 10.6 11.2 0.0 7.2 0.0 Lane LOS D B B A Approach Delay (s) 28.2 11.2 0.0 0.3 Approach LOS D B Intersection Summary Average Delay 17.6 Intersection Capacity Utilization 61.8% ICU Level of Service B Analysis Period (min) 15 PTSL Synchro 9 Report Page 14 170071: Darlington Blvd Traffic Study Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 8 23 459 6 36 300 Future Volume (vph) 8 23 459 6 36 300 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.901 0.998 Flt Protected 0.987 0.995 Satd. Flow (prot) 1633 0 1896 0 0 1884 Flt Permitted 0.987 0.995 Satd. Flow (perm) 1633 0 1896 0 0 1884 Link Speed (k/h) 50 50 50 Link Distance (m) 193.9 545.0 290.9 Travel Time (s) 14.0 39.2 20.9 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 13% 0% 0% 0% 3% 0% Adj. Flow (vph) 9 25 499 7 39 326 Shared Lane Traffic (%) Lane Group Flow (vph) 34 0 506 0 0 365 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Right Left Left Median Width(m) 3.6 3.6 3.6 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (k/h) 25 15 15 25 Sign Control Stop Free Free Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 55.6% ICU Level of Service B Analysis Period (min) 15 PTSL Synchro 9 Report Page 15 170071: Darlington Blvd Traffic Study Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 8 23 459 6 36 300 Future Volume (Veh/h) 8 23 459 6 36 300 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 9 25 499 7 39 326 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 291 pX, platoon unblocked 0.98 vC, conflicting volume 906 502 506 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 894 502 506 tC, single (s) 6.5 6.2 4.1 tC, 2 stage (s) tF (s) 3.6 3.3 2.2 p0 queue free % 97 96 96 cM capacity (veh/h) 281 573 1054 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 34 506 365 Volume Left 9 0 39 Volume Right 25 7 0 cSH 449 1700 1054 Volume to Capacity 0.08 0.30 0.04 Queue Length 95th (m) 2.0 0.0 0.9 Control Delay (s) 13.7 0.0 1.3 Lane LOS B A Approach Delay (s) 13.7 0.0 1.3 Approach LOS B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 55.6% ICU Level of Service B Analysis Period (min) 15 PTSL Synchro 9 Report Page 16