Appendix
Attachment 6: Traffic Analysis - 2019 Existing Conditions
March 10, 2020Pages 572–5753 sections
Technical traffic modeling reports analyzing 2019 existing PM peak conditions at key intersections near the proposed development site.
Intersections: Erskine Ln/Stoneridge Dr & Watkiss Way and Burnside Rd & Watkiss WayDate of report: 11-06-2019Uses Synchro 9 and SIDRA modeling software
8: Erskine Ln/Stoneridge Dr & Watkiss Way
Intersection
Int Delay, s/veh: 1.8
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | ||||||||||||
| Traffic Vol, veh/h | 4 | 187 | 8 | 16 | 154 | 10 | 3 | 5 | 11 | 10 | 5 | 1 |
| Future Vol, veh/h | 4 | 187 | 8 | 16 | 154 | 10 | 3 | 5 | 11 | 10 | 5 | 1 |
| Conflicting Peds, #/hr | 5 | 0 | 4 | 4 | 0 | 5 | 1 | 0 | 4 | 4 | 0 | 1 |
| Sign Control | Free | Free | Free | Free | Free | Free | Stop | Stop | Stop | Stop | Stop | Stop |
| RT Channelized | - | - | None | - | - | None | - | - | None | - | - | None |
| Storage Length | - | - | - | - | - | - | - | - | - | - | - | - |
| Veh in Median Storage, # | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Grade, % | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Peak Hour Factor | 33 | 83 | 40 | 75 | 95 | 63 | 38 | 63 | 92 | 63 | 63 | 25 |
| Heavy Vehicles, % | 0 | 2 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Mvmt Flow | 12 | 225 | 20 | 21 | 162 | 16 | 8 | 8 | 12 | 16 | 8 | 4 |
Major/Minor
| Major/Minor | Major1 (EB) | Major2 (WB) | Minor1 (NB) | Minor2 (SB) | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Conflicting Flow All | 183 | 0 | 0 | 249 | 0 | 0 | 482 | 488 | 243 | 490 | 490 | 176 |
| Stage 1 | - | - | - | - | - | - | 263 | 263 | - | 217 | 217 | - |
| Stage 2 | - | - | - | - | - | - | 219 | 225 | - | 273 | 273 | - |
| Critical Hdwy | 4.1 | - | - | 4.1 | - | - | 7.1 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 |
| Critical Hdwy Stg 1 | - | - | - | - | - | - | 6.1 | 5.5 | - | 6.1 | 5.5 | - |
| Critical Hdwy Stg 2 | - | - | - | - | - | - | 6.1 | 5.5 | - | 6.1 | 5.5 | - |
| Follow-up Hdwy | 2.2 | - | - | 2.2 | - | - | 3.5 | 4 | 3.3 | 3.5 | 4 | 3.3 |
| Pot Cap-1 Maneuver | 1404 | - | - | 1328 | - | - | 498 | 483 | 801 | 492 | 482 | 872 |
| Stage 1 | - | - | - | - | - | - | 747 | 694 | - | 790 | 727 | - |
| Stage 2 | - | - | - | - | - | - | 788 | 721 | - | 737 | 688 | - |
| Platoon blocked, % | - | - | - | - | ||||||||
| Mov Cap-1 Maneuver | 1398 | - | - | 1323 | - | - | 477 | 465 | 795 | 464 | 464 | 867 |
| Mov Cap-2 Maneuver | - | - | - | - | - | - | 477 | 465 | - | 464 | 464 | - |
| Stage 1 | - | - | - | - | - | - | 737 | 684 | - | 778 | 710 | - |
| Stage 2 | - | - | - | - | - | - | 761 | 704 | - | 708 | 678 | - |
Approach
| Approach | EB | WB | NB | SB |
|---|---|---|---|---|
| HCM Control Delay, s | 0.4 | 0.8 | 11.6 | 12.7 |
| HCM LOS | B | B |
Minor Lane/Major Mvmt
| Minor Lane/Major Mvmt | NBLn1 | EBL | EBT | EBR | WBL | WBT | WBR | SBLn1 |
|---|---|---|---|---|---|---|---|---|
| Capacity (veh/h) | 571 | 1398 | - | - | 1323 | - | - | 497 |
| HCM Lane V/C Ratio | 0.049 | 0.009 | - | - | 0.016 | - | - | 0.056 |
| HCM Control Delay (s) | 11.6 | 7.6 | 0 | - | 7.8 | 0 | - | 12.7 |
| HCM Lane LOS | B | A | A | - | A | A | - | B |
| HCM 95th %tile Q(veh) | 0.2 | 0 | - | - | 0 | - | - | 0.2 |
Page 572–575
11: Burnside Rd & Watkiss Way
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | ||||||||||||
| Traffic Volume (vph) | 13 | 46 | 37 | 107 | 51 | 33 | 91 | 220 | 101 | 36 | 408 | 38 |
| Future Volume (vph) | 13 | 46 | 37 | 107 | 51 | 33 | 91 | 220 | 101 | 36 | 408 | 38 |
| 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 | 0.95 | 0.99 | 1.00 | 0.97 | 1.00 | |||||||
| Frt | 0.936 | 0.975 | 0.850 | 0.989 | ||||||||
| Flt Protected | 0.994 | 0.976 | 0.987 | 0.995 | ||||||||
| Satd. Flow (prot) | 0 | 1658 | 0 | 0 | 1784 | 0 | 0 | 1859 | 1601 | 0 | 1850 | 0 |
| Flt Permitted | 0.953 | 0.818 | 0.764 | 0.939 | ||||||||
| Satd. Flow (perm) | 0 | 1589 | 0 | 0 | 1485 | 0 | 0 | 1439 | 1558 | 0 | 1745 | 0 |
| Right Turn on Red | Yes | Yes | Yes | Yes | ||||||||
| Satd. Flow (RTOR) | 58 | 19 | 119 | 9 | ||||||||
| Link Speed (k/h) | 48 | 48 | 48 | 48 | ||||||||
| Link Distance (m) | 82.4 | 175.2 | 109.2 | 122.0 | ||||||||
| Travel Time (s) | 6.2 | 13.1 | 8.2 | 9.2 | ||||||||
| Confl. Peds. (#/hr) | 4 | 10 | 10 | 4 | 1 | 3 | 3 | 1 | ||||
| Confl. Bikes (#/hr) | 64 | 3 | ||||||||||
| Peak Hour Factor | 0.81 | 0.94 | 0.64 | 0.91 | 0.66 | 0.75 | 0.89 | 0.80 | 0.85 | 0.64 | 0.85 | 0.79 |
| Adj. Flow (vph) | 16 | 49 | 58 | 118 | 77 | 44 | 102 | 275 | 119 | 56 | 480 | 48 |
| Shared Lane Traffic (%) | ||||||||||||
| Lane Group Flow (vph) | 0 | 123 | 0 | 0 | 239 | 0 | 0 | 377 | 119 | 0 | 584 | 0 |
| Turn Type | Perm | NA | Perm | NA | pm+pt | NA | Perm | Perm | NA | |||
| Protected Phases | 4 | 8 | 5 | 2 | 6 | |||||||
| Permitted Phases | 4 | 8 | 2 | 2 | 6 | |||||||
| Detector Phase | 4 | 4 | 8 | 8 | 5 | 2 | 2 | 6 | 6 | |||
| Switch Phase | ||||||||||||
| Minimum Initial (s) | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | |||
| Minimum Split (s) | 22.5 | 22.5 | 22.5 | 22.5 | 9.5 | 22.5 | 22.5 | 22.5 | 22.5 | |||
| Total Split (s) | 22.5 | 22.5 | 22.5 | 22.5 | 9.5 | 37.5 | 37.5 | 28.0 | 28.0 | |||
| Total Split (%) | 37.5% | 37.5% | 37.5% | 37.5% | 15.8% | 62.5% | 62.5% | 46.7% | 46.7% | |||
| Maximum Green (s) | 18.0 | 18.0 | 18.0 | 18.0 | 5.0 | 33.0 | 33.0 | 23.5 | 23.5 | |||
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | |||
| All-Red Time (s) | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | |||
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |||||||
| Total Lost Time (s) | 4.5 | 4.5 | 4.5 | 4.5 | 4.5 | |||||||
| Lead/Lag | Lead | Lag | Lag | |||||||||
| Lead-Lag Optimize? | 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 | None | Max | Max | Max | Max | |||
| Walk Time (s) | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | ||||
| Flash Dont Walk (s) | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | ||||
| Pedestrian Calls (#/hr) | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | ||||
| Act Effct Green (s) | 13.3 | 13.3 | 35.3 | 35.3 | 35.3 | |||||||
| Actuated g/C Ratio | 0.23 | 0.23 | 0.61 | 0.61 | 0.61 | |||||||
| v/c Ratio | 0.30 | 0.67 | 0.43 | 0.12 | 0.54 | |||||||
| Control Delay | 11.8 | 27.5 | 8.7 | 1.9 | 9.7 | |||||||
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |||||||
| Total Delay | 11.8 | 27.5 | 8.7 | 1.9 | 9.7 | |||||||
| LOS | B | C | A | A | A | |||||||
| Approach Delay | 11.8 | 27.5 | 7.1 | 9.7 | ||||||||
| Approach LOS | B | C | A | A | ||||||||
| Queue Length 50th (m) | 5.2 | 19.7 | 17.6 | 0.0 | 29.6 | |||||||
| Queue Length 95th (m) | 15.4 | 25.1 | 33.9 | 4.7 | 58.6 | |||||||
| Internal Link Dist (m) | 58.4 | 151.2 | 85.2 | 98.0 | ||||||||
| Turn Bay Length (m) | ||||||||||||
| Base Capacity (vph) | 538 | 478 | 881 | 1000 | 1072 | |||||||
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Reduced v/c Ratio | 0.23 | 0.50 | 0.43 | 0.12 | 0.54 |
Intersection Summary
- Area Type: Other
- Cycle Length: 60
- Actuated Cycle Length: 57.6
- Natural Cycle: 60
- Control Type: Actuated-Uncoordinated
- Maximum v/c Ratio: 0.67
- Intersection Signal Delay: 11.9
- Intersection LOS: B
- Intersection Capacity Utilization: 71.0%
- ICU Level of Service: C
- Analysis Period (min): 15
Splits and Phases: 11: Burnside Rd & Watkiss Way
Page 572–575
MOVEMENT SUMMARY
Site: 101 [Watkiss Way / Hospital Access / Eagle Creek Access_2019PM] New Site Site Category: (None) Roundabout
Movement Performance - Vehicles
| Mov ID | Turn | Demand Flows Total veh/h | Demand Flows HV % | Deg. Satn v/c | Average Delay sec | Level of Service | 95% Back of Queue Vehicles veh | 95% Back of Queue Distance m | Prop. Queued | Effective Stop Rate | Aver. No. Cycles | Average Speed km/h |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| South: Hospital Access | ||||||||||||
| 3 | L2 | 44 | 0.0 | 0.535 | 13.5 | LOS B | 3.8 | 28.7 | 0.67 | 0.81 | 1.03 | 47.9 |
| 8 | T1 | 81 | 0.0 | 0.535 | 13.5 | LOS B | 3.8 | 28.7 | 0.67 | 0.81 | 1.03 | 47.7 |
| 18 | R2 | 252 | 0.0 | 0.535 | 13.5 | LOS B | 3.8 | 28.7 | 0.67 | 0.81 | 1.03 | 46.5 |
| Approach | 377 | 0.0 | 0.535 | 13.5 | LOS B | 3.8 | 28.7 | 0.67 | 0.81 | 1.03 | 46.9 | |
| East: Watkiss Way | ||||||||||||
| 1 | L2 | 36 | 0.0 | 0.285 | 6.6 | LOS A | 1.2 | 9.5 | 0.31 | 0.20 | 0.31 | 52.6 |
| 6 | T1 | 187 | 5.6 | 0.285 | 6.8 | LOS A | 1.2 | 9.5 | 0.31 | 0.20 | 0.31 | 52.2 |
| 16 | R2 | 183 | 0.0 | 0.285 | 1.7 | LOS A | 1.2 | 9.5 | 0.08 | 0.05 | 0.08 | 55.2 |
| Approach | 406 | 2.6 | 0.285 | 4.5 | LOS A | 1.2 | 9.5 | 0.21 | 0.13 | 0.21 | 53.6 | |
| North: Eagle Creek Access | ||||||||||||
| 7 | L2 | 139 | 1.0 | 0.430 | 9.5 | LOS A | 2.1 | 16.0 | 0.51 | 0.44 | 0.51 | 49.6 |
| 4 | T1 | 28 | 0.0 | 0.430 | 9.5 | LOS A | 2.1 | 16.0 | 0.51 | 0.44 | 0.51 | 49.4 |
| 14 | R2 | 199 | 0.0 | 0.430 | 9.5 | LOS A | 2.1 | 16.0 | 0.51 | 0.44 | 0.51 | 48.1 |
| Approach | 366 | 0.4 | 0.430 | 9.5 | LOS A | 2.1 | 16.0 | 0.51 | 0.44 | 0.51 | 48.7 | |
| West: Watkiss Way | ||||||||||||
| 5 | L2 | 12 | 0.0 | 0.427 | 9.0 | LOS A | 2.1 | 16.2 | 0.45 | 0.34 | 0.45 | 51.2 |
| 2 | T1 | 303 | 4.0 | 0.427 | 9.2 | LOS A | 2.1 | 16.2 | 0.45 | 0.34 | 0.45 | 50.9 |
| 12 | R2 | 65 | 0.0 | 0.427 | 9.0 | LOS A | 2.1 | 16.2 | 0.45 | 0.34 | 0.45 | 49.6 |
| Approach | 380 | 3.2 | 0.427 | 9.2 | LOS A | 2.1 | 16.2 | 0.45 | 0.34 | 0.45 | 50.7 | |
| All Vehicles | 1530 | 1.6 | 0.535 | 9.1 | LOS A | 3.8 | 28.7 | 0.45 | 0.43 | 0.54 | 50.0 |
- Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab).
- Roundabout LOS Method: Same as Signalised Intersections.
- Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement.
- LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection).
- Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6).
- Roundabout Capacity Model: US HCM 2010.
- HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies.
- Gap-Acceptance Capacity: Traditional M1.
- HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: D.A. WATT CONSULTING | Processed: Wednesday, November 6, 2019 5:49:53 PM Project: V:\Project Files\2755 - 9 Erskine Lane TIA\4 - Analysis\SIDRA\Roundabout Analysis_Nov 6-19.sip8
Page 572–575
Extracted from: 2020 03 10 Committee of the Whole Agenda - Agenda - Pdf