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FINAL Traffic Impact Study – Rev.1

District of SecheltSpani, Clayton, and 5907 Cowrie Developments

July 28, 2017

Reviewed by:Brendan Stevenson, P.Eng., PTOE

Traffic Engineer

Prepared by:Ava Li, EIT

Traffic Engineer

Binnie File No. 15-0805-05

TRAFFIC IMPACT STUDY – FINAL REPORT REV. 1DISTRICT OF SECHELT SPANI, CLAYTON, AND 5907 COWRIE DEVELOPMENTS

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EXECUTIVE SUMMARY

R.F. Binnie & Associates Ltd. was retained to prepare a traffic impact study for the proposed Spani,Clayton, and 5907 Cowrie developments in the District of Sechelt. The Spani development is locatedbetween Cowrie Street and Medusa Street to the west of Shorncliffe Avenue, while the Claytondevelopment is located just west of that on the west side of Clayton Avenue. The 5907 Cowriedevelopment is located on south side of Cowrie Street between Clayton Avenue and Pilot Way, acrossfrom the Chatelech Secondary School.

Based on the information provided, the Spani development will provide 125 assisted living housingunits, 11 hospice beds, and 92 multi-family dwelling units at full buildout, while the Claytondevelopment will provide 25 single family detached homes, 124 assisted living housing units, and 12multi-family dwelling units at full buildout. The 5907 Cowrie development is expected to provide 30multi-family dwelling units at its full buildout. Full buildout for all three study developments is expectedby the 2035 horizon year.

This report will summarize the results of the traffic operations for the study road network with andwithout the proposed developments and recommend necessary improvements to accommodate theforecast traffic demands. The study will also review and propose pedestrian, cycling, and transitinfrastructure to support the proposed developments.

It was noted that Cowrie Street is expected to be connected with Derby Road by the end of 2018.Additionally, as part of the Spani development, Pilot Way will be extended to connect to Medusa Street.Based on the traffic analysis conducted, it is recommended to provide some capacity improvements tothe Highway 101 and Trail Avenue intersection to accommodate both the existing and forecast trafficdemands.

It is expected that the Highway 101 and Shorncliffe Avenue intersection will require capacityimprovements to accommodate the 2035 horizon year forecast traffic demands. The proposedimprovements are discussed in detail in this report.


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TABLE OF CONTENTS

1 INTRODUCTION ..................................................................................... 1

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

1.2 Project Location........................................................................................................... 1

1.3 Study Objectives ......................................................................................................... 1

2 EXISTING CONDITIONS.......................................................................... 3

2.1 Adjacent Road Network ............................................................................................ 3

2.2 Existing Traffic Volumes ............................................................................................ 7

2.3 Pedestrians.................................................................................................................... 8

2.4 Cyclists............................................................................................................................ 8

2.5 Transit Services .......................................................................................................... 10

3 FUTURE CONDITIONS .......................................................................... 11

3.1 Development Concept ............................................................................................ 11

3.2 Proposed Roadways ................................................................................................. 11

3.3 Pedestrian Connections .......................................................................................... 12

3.4 Cycling Connections ................................................................................................ 12

3.5 Transit ........................................................................................................................... 12

3.6 Phasing and Timing .................................................................................................. 13

3.7 Trip Generation .......................................................................................................... 14

3.8 Trip Distribution ........................................................................................................ 14

4 TRAFFIC ANALYSIS WITH EXISTING ROADWAYS .............................. 18

4.1 Traffic Operations Analysis Methodologies ....................................................... 18

4.2 Traffic Forecast Methodologies ............................................................................ 19

4.3 Existing Traffic Operations ..................................................................................... 19

4.4 2035 Horizon Year Background Condition ........................................................ 22

4.5 2035 Horizon Year Combined Traffic Condition .............................................. 26

4.6 Improved Scenario ................................................................................................... 31

5 CONCLUSIONS AND RECOMMENDATIONS ........................................ 32

6 CLOSING ............................................................................................... 34


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TABLESTable 3-1: Forecast Study Developments 2035 Horizon Year Site Generated Traffic ..... 15

Table 3-2: Forecast Adjacent Developments 2035 Horizon Year Site Generated Traffic16

Table 4-1: HCM LOS Criteria for Signalized Intersection ......................................................... 18

Table 4-2: HCM LOS Criteria for Unsignalized Intersection .................................................... 18

Table 4-3: Existing Traffic Operations ........................................................................................... 21

Table 4-4: 2035 Horizon Year Background Traffic Operations ............................................... 25

Table 4-5: 2035 Horizon Year Traffic Operations ....................................................................... 30

Table 4-6: 2035 Horizon Year Improved Scenario Traffic Operations.................................. 31

FIGURESFigure 1-1: Proposed Development Locations ............................................................................ 2

Figure 2-1: Existing Intersection Laning Configurations and Traffic Controls .................... 6

Figure 2-2: Existing Intersection Traffic Volumes (Balanced) ................................................... 9

Figure 2-3: Existing Bus Routes on the Sunshine Coast........................................................... 10

Figure 3-1: Forecast 2035 Horizon Year Site Generated Traffic Volumes ........................... 17

Figure 4-1: 2035 Horizon Year Background Traffic Volumes.................................................. 24

Figure 4-2: 2035 Horizon Year Laning Configuration............................................................... 28

Figure 4-3: 2035 Horizon Year Combined Traffic Volumes ..................................................... 29

APPENDICESAppendix A: Intersection Traffic Data

Appendix B: Synchro Analysis Results

Appendix C: Traffic Signal Warrant

Appendix D: Sechelt Developments Cost Sharing Breakdown


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1 INTRODUCTION

1.1 Background

R.F. Binnie & Associates Ltd. (Binnie) was retained to prepare a traffic impact study for the proposedSpani, Clayton, and 5907 Cowrie developments in the District of Sechelt (District). This study willestimate the effects of development generated traffic on the study road network’s traffic operations. Ifthe negative traffic impacts exceed the operational thresholds outlined in this study, transportationinfrastructure improvements will be recommended to accommodate the projected traffic volumes.

The proposed Spani, Clayton, and 5907 Cowrie developments are expected to provide a total of 249assisted living beds, 11 hospice beds, 134 multi-family dwelling units, and 25 single-family detachedhomes at full buildout. The analysis procedures, study results, and recommendations are outlined in thisreport.

1.2 Project Location

The study developments will be located just west of the downtown core, which contains the District’sretail centres, commercial services, recreational and community facilities, government offices, andmedical services. The Spani development is located between Cowrie Street and Medusa Street to thewest of Shorncliffe Avenue, while the Clayton development is located just west of that on the west sideof Clayton Avenue. The 5907 Cowrie development is located between Clayton Avenue and Pilot Wayon the south side of Cowrie Street. The surrounding area provides many single-family detached homeswith more currently under construction. It is also within close proximity to the District’s elementary andsecondary schools, Capilano University’s Sunshine Coast campus, St. Mary’s Hospital, and beaches.

The location of the proposed developments is shown in Figure 1-1.

1.3 Study Objectives

The objectives of this traffic impact study are to:

§ Evaluate the existing road network capacity and performance

§ Evaluate the existing lane widths, bicycle lanes, and pedestrian facilities of the existing roadswithin the study area and recommend upgrades as required

§ Estimate the site generated traffic from the proposed Spani, Clayton, and 5907 Cowriedevelopments

§ Estimate the site generated traffic from the adjacent developments to determine thebackground traffic volumes for the study horizon years

§ Analyze the operational impacts on the existing road network surrounding the study site dueto the forecast traffic volume growth

§ Summarize the findings of the road network analysis

§ Recommend any mitigation strategies required for the existing road network to accommodatethe future traffic demand with considerations for future road network improvements nearby


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Figure 1-1: Proposed Development Locations


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2 EXISTING CONDITIONS

2.1 Adjacent Road Network

2.1.1 Highway 101 (Sunshine Coast Highway)

Highway 101 is operated and maintained by the Ministry of Transportation and Infrastructure (BC MOTI).It generally runs in the east-west direction through the District west of Ti’Ta Way. East of Ti’Ta Way, thehighway runs in the north-south direction until Davis Bay.

Direct access to Highway 101 is restricted by BC MOTI and access is permitted via the Controlled Accesspermitting process. Within the study area, Highway 101 generally has one lane in each direction withleft-turn bays at various intersections. There are four main signalized intersections in the area at WharfAvenue/Dolphin Street, Cowrie Street, Inlet Avenue, and Norwest Bay Road.

Based on observations and discussions with District staff, there are existing capacity constraints alongHighway 101 that may impact its traffic operations. The signalized intersection at Highway 101 andWharf Avenue does not have the capacity to handle the surge of ferry traffic in the peak hours when theferries are operating at near full capacity. There is also existing on-street parking on Highway 101 and anumber of access points to the adjacent commercial development that have negative effects on thetraffic flows.

There is no current plan to widen Highway 101 within the study area to improve traffic operations. Anyhighway improvements will be the direct result of developments along the corridor.

2.1.2 Arterial Roads

Derby Road

Derby Road connects Granite Road with Highway 101, and it also intersects Norwest Bay Road inbetween. The roadway has recently been upgraded to provide an urban standard cross-section withcurb and gutter and sidewalks. Derby Road is expected to be extended east to Cowrie Street by the endof 2018.

Norwest Bay Road

Beginning at Highway 101, Norwest Bay Road bisects the West Sechelt area diagonally from thesoutheast to the northwest. Its cross-section starts in the southeast end (from Highway 101) with two-lanes, curb and gutter, sidewalks, and bike lanes up to Nickerson Road. After Nickerson Road, there is asidewalk on one side of the road only with curb and gutter and bike lanes up to Mason Road, where theelementary school is currently located at. West of Mason Road, the cross-section of Norwest Bay Roadcontinues as a rural two-lane paved road with open drainage ditch on either side of the road. This cross-section is suitable in this area generally due to the large parcels nearby with farming activities. There isa short segment of gravel road (approximately 280m) at the very end of Norwest Bay Road that is outsidethe scope of this study.


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2.1.3 Collector Roads

Cowrie Street

Cowrie Street is the main commercial street in the District’s downtown core. Cowrie Street is a two-lanepaved road with urban standard cross-section from Wharf Avenue (Highway 101) to Shorncliffe Avenue,which is where the constructed roadway currently ends before it turns to the south and becomesShorncliffe Avenue. Further to the west, Cowrie Street begins again at Pilot Way and continues past thehigh school and onto the Clayton development area. This disconnect on Cowrie Street is due to anexisting Heritage Site between Shorncliffe Avenue and Pilot Way, which is expected to remain in thefuture. Cowrie Street is expected to be extended west to Derby Road by the end of 2018.

The existing pavement width of Cowrie Street in front of Chatelech Secondary School is 10.5 metres,and the cross-section is also an urban standard with curb and gutter and sidewalks. The pavement widthof the Cowrie Street in front of the Spani Development is 9.0 metres and the curb and gutter sidewalkis located only on the south side.

Trail Avenue

Trail Avenue provides an alternate north-south route to Wharf Avenue. It runs between Highway 101 inthe south and Reef Road in the north. It provides a two-lane cross-section throughout the length of theroadway with curb and gutter and sidewalk on both sides through the downtown area. North of DolphinStreet, Trail Avenue provides a curb and gutter and sidewalk on the east side only until just south ofNeptune Street. Beyond that, there is no curb and gutter and sidewalk provided until Anchor Road,where the curb and gutter and sidewalk continues on the east side.

2.1.4 Local Roads

Baillie Road

Baillie Road is a key north-south local connector road that runs between Tyler Road and Julmar Roadafter the Derby Road intersection, which is adjacent to the western property line with the Sangaraproperty. From the southeast terminus at Julmar Road to Derby Road, Baillie Road has a rural two-lanecross-section. Between Derby Road and Tyler Road, Baillie Road is fully constructed with two pavedlanes, curb and gutter on both sides and sidewalk on one side. Baillie Road is currently gated withbollards to prohibit through traffic at Maxi Lane; as a result, traffic cannot continue on Baillie Road toaccess Tyler Road and it is mainly detoured to Nickerson Road.

Barnacle Street

Barnacle Street begins at Shorncliffe Avenue and provides access for the Cowrie Street traffic to PilotWay in order to continue on Cowrie Street towards the west. It is an urban residential road.

The existing pavement width of Barnacle Street from Pilot Way to Shorncliffe Ave is 9.4 metres, and thissection of the road consists of curb and gutter sidewalk on both sides. The eastbound through lane andleft-turn bay, as well as the westbound receiving lane, each have a lane width of 3.1 metres.


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Dolphin Street

Dolphin Street runs in the east-west direction between Ocean Avenue in the west and Wharf Avenue inthe east. Beyond Wharf Avenue, the roadway continues as Highway 101 towards Gibsons. The roadwayprovides a two-lane cross-section with curb and gutter and sidewalk generally provided on both sides.Between Ocean Avenue and Trail Avenue, there is a sidewalk provided on the south side only as thenorth side of the roadway has a frontage on Hackett Park.

Granite Road

Granite Road is a short north-south road that currently operates as a half-road with one paved lane,including curb and gutter and a sidewalk. It provides a linkage between Norwest Bay Road and OracleRoad.

Medusa Street

Medusa Street runs in the east-west direction from Inlet Avenue in the east to Chatelech SecondarySchool. The roadway provides a two-lane cross-section with curb and gutter and sidewalk provided inthe new section at the west end of the road only.

Pilot Way

Pilot Way runs in the north-south direction between Barnacle Street and Cowrie Street. The existingpavement width is 8.9 metres and curb and gutter sidewalk is included only on the west side.

Tyler Road

Tyler Road begins at Emerson Road in the west and it was constructed with curb and gutter and sidewalkon one side only up to Tower Road. At Tower Road, Tyler Road has a two-lane paved cross-section withcurb and gutter and sidewalk on both sides. This urban two-lane cross-section is retained betweenTower Road and Baillie Road, and it is reduced back to curb and gutter and sidewalk on one side onlyuntil Page Lane where the roadway currently ends.

The existing laning configurations at the study intersections are shown in Figure 2-1.


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Figure 2-1: Existing Intersection Laning Configurations and Traffic Controls


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2.2 Existing Traffic Volumes

Existing traffic volumes were collected by TransTech Data Services (TransTech) in April 2016. The trafficdata at the study intersections was reviewed and balanced with adjacent intersections. Theintersections counted in April 2016 are as follows:

§ Highway 101 at Shorncliffe Avenue

§ Barnacle Street at Shorncliffe Avenue

§ Barnacle Street at Pilot Way

§ Cowrie Street at Ocean Avenue

§ Cowrie Street at Trail Avenue

§ Dolphin Street at Ocean Avenue

§ Dolphin Street at Trail Avenue

§ Medusa Street at Ocean Avenue

§ Medusa Street at Trail Avenue

Traffic counts were conducted as part of the previous study conducted in 2012 for the West Sechelt CD.These counts were collected in June 2012. The traffic volumes for these intersections were adjusted tobetter reflect the latest traffic count data collected by TransTech. The following intersection counts fromthe 2012 study were used as part of this study:

§ Baillie Road at Derby Road

§ Highway 101 at Trail Avenue

§ Neptune Road at Trail Avenue

§ Norwest Bay Road at Derby Road (AM Peak Hour)

Traffic counts in the District were conducted by Creative Transportation Solutions (CTS) in April 2017.The following intersection counts from CTS were used as part of this study:

§ Highway 101 at Norwest Bay Road (PM Peak Hour)

§ Norwest Bay Road at Derby Road

§ Cowrie Street at Clayton Avenue

The traffic data are considered to be a proper representation of the current traffic patterns in the Districtresulting from the recent development in the region, including the new housing units in the WestSechelt area.

The data revealed that during the AM peak hour, approximately 65% of traffic on Highway 101 east ofShorncliffe Avenue is heading in the eastbound direction towards the District. While in the PM peakhour, this pattern is reversed and 57% of traffic is heading in the westbound direction away from theDistrict.

At the Highway 101 and Shorncliffe Avenue intersection, the eastbound left-turn movement was foundto be high during the AM peak hour with 143 vehicles making the turn, and just over 108 vehicles exitingfrom the side street to turn onto Highway 101. During the PM peak hour, 168 vehicles were observed


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exiting from Shorncliffe Avenue onto Highway 101 and there were 139 vehicles entering ShorncliffeAvenue from Highway 101.

The existing Shorncliffe Avenue and Barnacle Street intersection is mainly used by the local traffic toaccess the secondary school on Cowrie Street during the AM and PM peak hours. In the AM,approximately 112 vehicles and 111 vehicles were observed making the northbound left-turnmovement and southbound right-turn movement respectively to access Barnacle Street towards theschool. At the same time, over 144 vehicles were observed to be exiting from Barnacle Street to returnto Shorncliffe Avenue. During the PM peak hour, the school traffic was noted to be more dispersed andthere were 103 vehicles heading towards the school on Barnacle Street while 157 vehicles wereobserved to be exiting onto Shorncliffe Avenue.

It was observed that in the PM peak hour, there was a loss of just over 100 vehicles travelling westboundbetween the existing Shorncliffe Avenue and Highway 101, and Norwest Bay Road and Highway 101intersections. It is assumed that the developments between the two intersections contribute to the 100vehicles lost.

The existing (balanced) traffic volumes for the AM peak hour and PM peak hour are summarized inFigure 2-2. The existing traffic volume counts are provided in Appendix A.

2.3 Pedestrians

Within the downtown area of the District, most roadways are equipped with raised pedestrian sidewalkson both sides. All future roadways constructed, including those within new developments, are requiredto be constructed with curb and gutter and sidewalks on both sides. Additionally, there is ongoingreconstruction throughout the District to add curb and gutter and sidewalks to existing roadways.

2.4 Cyclists

As part of the roadway reconstruction described above, bicycle lanes are being constructed along theroadways to provide a safe environment for cyclists to travel throughout the District. In areas withoutproper bicycle lanes, cyclists are expected to ride along the shoulder of the roadway.


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Figure 2-2: Existing Intersection Traffic Volumes (Balanced)


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2.5 Transit Services

The existing transit services in the District are part of the Sunshine Coast Transit System according to BCTransit’s website. The buses are operated by the Sunshine Coast Regional District and the planning ofthe transit services were provided by BC Transit. There are five existing bus routes that are operatingunder the Sunshine Coast Transit System and they all depend on Highway 101 to transport the transitusers.

§ Route #1 Sechelt/Langdale Ferry Route – This bus route operates between the Districtand the Town of Gibsons to transport residents on the Sunshine Coast to and fromthe Langdale Ferry Terminal.

§ Route #2 West Sechelt Route – This bus route operates between Trail Bay Mall in theDistrict and the West Sechelt neighbourhood via Highway 101, Norwest Bay Road,and Mason Road.

§ Route #3 Sechelt Arena Route – This bus route operates between Trail Bay Mall andthe residential community north of the District’s downtown core.

§ Route #4 Halfmoon Bay Route – This bus route operates between Trail Bay Mall andthe Halfmoon Bay community via Highway 101. During the summer, this bus routealso extends to service the Secret Cove community.

§ Route #90 Sechelt to Gibsons/Langdale Ferry Express Route – This express bus routeoperates between the District and the Langdale Ferry Terminal through the Town ofGibsons, and its terminus in the District is located at Trail Bay Mall.

The existing transit routes on the Sunshine Coast are shown in Figure 2-3.

Figure 2-3: Existing Bus Routes on the Sunshine Coast


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3 FUTURE CONDITIONS

3.1 Development Concept

3.1.1 Spani Development

The proposed Spani development is located between Medusa Street and Cowrie Street on the east sideof the Chatelech Secondary School. This development is expected to consist of 125 assisted living beds,92 multi-family dwelling units, and 11 hospice beds at full buildout.

3.1.2 Clayton Development

The Clayton development is located on the north side of Cowrie Street and on the west side of ClaytonAvenue. The development is expected to contain 25 single family detached homes, 124 assisted livingbeds, and 12 multi-family dwelling units at full buildout. Based on information received by the District,the Clayton development is part of Phase 2A of the Trail Bay Estates property.

3.1.3 5907 Cowrie Development

The 5907 Cowrie development will be located on the south side of Cowrie Street between ClaytonAvenue and Pilot Way. It is expected to have two accesses; one along Cowrie Street and one alongBarnacle Street. A total of 30 multi-family dwelling units are expected to be constructed in thisdevelopment area.

3.2 Proposed Roadways

As part of the proposed developments, it is expected that there will be additional roadway connectionsconstructed in the West Sechelt CD area. These proposed roadways are described below.

3.2.1 Cowrie Street Extension to Derby Road

As described earlier in this report, it is expected that Cowrie Street will be extended west to Derby Roadby the end of 2018. This will provide District residents with an alternate east-west connection andreduce the pressure on Highway 101.

With the proposed connection in place, it is expected that Cowrie Street will carry increased trafficvolumes. The existing intersection of Barnacle Street and Pilot Way was observed to have steep grades,tight curvature, and poor sightlines. As a result, once the connection between Cowrie Street andBarnacle Street is constructed via Peregrine Crescent in the Sawarne properties, it is recommended torestrict the Barnacle Street access to right-in/right-out only. This will improve the overall safety of theintersection and allow the left-turn storage lane for the eastbound left-turn movement at the BarnacleStreet and Shorncliffe Avenue intersection to be extended. Traffic requiring access to Barnacle Streetfrom Shorncliffe Avenue will be required to detour via Cowrie Street to Peregrine Crescent.

For the purposes of this study, the traffic analysis summarized in this report assumes the intersection isas per the existing configuration. With the restriction in place, the intersection is expected to operatewith improved operations. It was noted that based on the existing traffic volumes, the left-turn volumesat this intersection are low and are not expected to add significant traffic onto Cowrie Street.


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3.2.2 Pilot Way Extension to Medusa Street

As part of the Spani development, it is expected that Pilot Way will be extended north to Medusa Street.Pilot Way will connect with Medusa Street using the existing access road on the south side of MedusaStreet approximately 120m west of the Medusa Place intersection. It was observed during the fieldreview that this intersection has steep grades and has a tight turning radius for the egress movementfrom Pilot Way onto Medusa Street eastbound. As a result, it is recommended to restrict trucks from thisroadway. Trucks will have access to the Spani development via the south access on Cowrie Street. It isexpected that the Pilot Way extension through the Spani development will provide two travel laneswith curb and gutter and sidewalks on both sides of the roadway to tie-in to the existing cross-sectionon Medusa Street.

It was noted that there is land available to provide a connection between the proposed Pilot Wayextension and Shorncliffe Avenue to the east. However, based on the traffic analysis conducted in thisstudy, the proposed connections to the development from Medusa Street and Cowrie Street areexpected to be sufficient to accommodate the estimated forecast traffic demands.

3.3 Pedestrian Connections

It is expected that the proposed developments will have pedestrian connections to the existing facilitiesin the downtown area. Where necessary, crosswalks are to be provided to connect pathways on theopposite side of the roadways and at intersections throughout the development areas. To improve theconnection from the proposed developments to the downtown area, it is recommended to enhancethe existing pathway between Pilot Way and Shorncliffe Avenue to a proper multi-use path to connectCowrie Street for pedestrians and cyclists.

3.4 Cycling Connections

It is expected that the roadways within the proposed developments will be constructed with sufficientwidth to provide cyclists with a safe environment to access the existing cycle routes. The cyclinginfrastructure within the developments is to be connected with the existing infrastructure in thedowntown area. To facilitate this connection, the existing roadways of Cowrie Street west of Pilot Way,Pilot Way, and Barnacle Street require bicycle lanes to be painted on both sides of the roadway. On PilotWay, Barnacle Street, and part of Cowrie Street, the addition of bicycle lanes will require road widening,whereas the rest of Cowrie Street is already wide enough to accommodate bicycle lanes. The bicyclelanes need to be constructed to the District’s standard.

Additionally, as described above, the existing pathway between Pilot Way and Shorncliffe Avenueshould be enhanced to a proper multi-use path to connect Cowrie Street for pedestrians and cyclists.

3.5 Transit

As the West Sechelt CD area is expected to bring in a significant number of residents to the District, it isrecommended to provide an additional bus route or re-route an existing bus route to service the area.Based on the existing bus routes shown in Figure 2-3, the #2 Bus – West Sechelt Route, can be re-routed


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to travel along Cowrie Street once the connection to Derby Road is complete. The section of Highway101 south of the development will still be serviced by the #4 Bus.

3.6 Phasing and Timing

3.6.1 Proposed Development

As described above, it is expected that the Spani, Clayton, and 5907 Cowrie developments will be fullybuilt out by the 2035 horizon year. Based on the information received by the District, the assumed buildout for the 2035 horizon year is listed below:

§ 125 Beds for Assisted Living (Spani)

§ 92 Multi-Family Dwelling Units (Spani)

§ 11 Beds for Hospice (Spani)

§ 25 Single-Family Units (Clayton)

§ 124 Beds for Assisted Living (Clayton)

§ 12 Multi-Family Dwelling Units (Clayton)

§ 30 Multi-Family Dwelling Units (5907 Cowrie)

3.6.2 Adjacent Development

In order to estimate the background traffic growth in the District, development information for theplanned adjacent developments was provided. Development information was provided for thedevelopments in the Tyler Heights area, the Sawarne area, the RTC development, the Wharf Avenuedevelopment, and the Cowrie Street development.

The Tyler Heights development is located along Tyler Road, near the intersection with Baillie Road. TheSawarne development is located near the intersection of Cowrie Street and Derby Road. The RTCdevelopment will be located in the southwest quadrant of the Shorncliffe Avenue and Highway 101intersection. The Wharf Avenue development is proposed to be located in the southeast quadrant ofthe Wharf Avenue and East Porpoise Bay Road intersection. The Cowrie Street development will belocated in the downtown core in the northwest quadrant of the Cowrie Street and Trail Avenueintersection. The assumed build out for the 2035 horizon year is listed below:

§ 56 Single-Family Units (Sawarne)

§ 128 Congregate Care Facility/Long-term Care Facility Beds (Sawarne)

§ 4 Hospice Beds (Sawarne)

§ 1,800 sq. ft. of Adult Day Care Space (Sawarne)

§ 17 Single-Family Units (Tyler Heights)

§ 31 Multi-Family Units (RTC)

§ 47 Multi-Family Units (Wharf Avenue)

§ 1,000 sq. ft. of Retail Space (Wharf Avenue)

§ 22 Multi-Family Units (Cowrie Street)


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§ 11,600 sq. ft. of Retail Space (Cowrie Street)

For the purposes of this study, all the background traffic growth in the District was assumed to begenerated from these five developments with the addition of a 1% growth applied to the through trafficon Highway 101.

3.7 Trip Generation

The forecast trip generation for the proposed study and adjacent developments was estimated basedon the rates published in the Institute of Transportation Engineers’ (ITE) Trip Generation, 9th Edition. Forthe proposed single-family homes, the Single-Family Detached Housing rate (ITE Ref. 210) was used.The average trip generation rates for this land use are estimated to be 0.75 trips per dwelling unit in theAM peak hour and 1.00 trips per dwelling unit in the PM peak hour. For the Multi-Family Dwelling units,the Residential Condominium/Townhouse (ITE Ref. 230) was used. The average trip generation rates forthis land use are estimated to be 0.44 trips per dwelling unit in the AM peak hour and 0.52 trips perdwelling unit in the PM peak hour.

For the Hospice facilities, the Hospital rate (ITE Ref. 610) was used. The average trip generation rate forthis land use are estimated to be 1.32 trips per bed in the AM peak hour and 1.42 trips per bed in thePM peak hour. For the proposed Assisted Living beds, the Assisted Living units rate (ITE Ref. 124) wasused. The average trip generation rates for this land use are estimated at 0.18 trips per unit in the AMpeak hour, and 0.29 trips per unit in the PM peak hour. It is assumed that each bed for Assisted Livingrepresents one unit.

For the proposed Retail Space, the Specialty Retail Centre (ITE Ref. 826) was used with an average tripgeneration rate of 0.96 trips per 1,000 sq. ft. in the AM peak hour. The Shopping Centre (ITE. Ref 820)with an average trip generation rate of 2.71 trips per 1,000 sq. ft. was used for the PM peak hour. The ITEtrip generation rates for Specialty Retail Centre (ITE REF. 826) does not include an average rate for theAM Peak Hour. Therefore Shopping Centre (ITE Ref. 820) was used for the AM Peak Hour average rate.

For the Long-term Care Facilities, the Congregate Care Facility rate (ITE Ref. 253) was used. The averagetrip generation rate for this land use is 0.06 trips per bed in the AM peak hour, and 0.17 trips per bed inthe PM peak hour. For the proposed Adult Day Care facility, the Day Care rate (ITE Ref. 565) was used.The average trip generation rate for this land use is 12.18 trips per 1,000 sq. ft. in the AM peak hour, and12.34 trips per 1,000 sq. ft. in the PM peak hour.

The forecast site generated traffic for the proposed study developments for the 2035 horizon year issummarized in Table 3-1. While the forecast site generated traffic for the proposed adjacentdevelopments is summarized in Table 3-2.

3.8 Trip Distribution

For the purposes of this study, the trip distribution and assignment from the West Sechelt CD study in2012 was used. This distribution and assignment was generally derived based on the existing travelpatterns by reviewing the turning movement count data collected for the study. Trip distribution and


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assignment procedures were assumed to be consistent among the various developments and they areoutlined as follows:

§ Traffic distribution to and from west of Sechelt totals to 25%§ Traffic distribution to and from north of Sechelt totals to 10%§ Traffic distributions to and from east of Sechelt totals to 30%§ Traffic distribution to and from the downtown core totals to 35%

Based on recent discussions with the District, it is expected that the Cowrie Street connection to DerbyRoad will be complete by the end of 2018. As a result, the site generated traffic for the studydevelopments and adjacent developments was distributed assuming the connection is in place for thestudy horizon year.

Based on these considerations, the site generated traffic volumes for the study developments in the2035 horizon year are shown in Figure 3-1.

Table 3-1: Forecast Study Developments 2035 Horizon Year Site Generated Traffic

Description Size Unit ITE Ref.Avg. TripEnds per

Unit

GeneratedTrip Ends

%Entering

%Exiting

VehicleEntering

VehicleExiting

Assisted Living 125 Beds 254 0.18 23 68 32 16 7Multi-Family Dw elling 92 Dw elling Units 230 0.44 41 17 83 7 34Hospital (Hospice) 11 Beds 610 1.32 15 72 28 11 4

Subtotal: 34 45

Single-Family Detached Housing 25 Dw elling Units 210 0.75 19 25 75 5 14Multi-Family Dw elling 12 Dw elling Units 230 0.44 6 17 83 1 5

Assisted Living 124 Beds 254 0.18 23 68 32 16 7Subtotal: 22 26

Multi-Family Dw elling - Cow rie 16 Dw elling Units 230 0.44 8 17 83 1 7Multi-Family Dw elling - Barnacle 14 Dw elling Units 230 0.44 7 17 83 1 6

Subtotal: 2 13Total: 58 84

Assisted Living 125 Beds 254 0.29 37 50 50 19 18Multi-Family Dw elling 92 Dw elling Units 230 0.52 48 67 33 32 16Hospital (Hospice) 11 Beds 610 1.42 16 33 67 5 11

Subtotal: 56 45

Single-Family Detached Housing 25 Dw elling Units 210 1.00 25 63 37 16 9Multi-Family Dw elling 12 Dw elling Units 230 0.52 7 67 33 5 2

Assisted Living 124 Beds 254 0.29 36 50 50 18 18Subtotal: 39 29

Multi-Family Dw elling - Cow rie 16 Dw elling Units 230 0.52 9 67 33 6 3Multi-Family Dw elling - Barnacle 14 Dw elling Units 230 0.52 8 67 33 5 3


PM Peak HourSpani Developments

Clayton Developments

5907 Cow rie Development

AM Peak HourSpani Developments

Clayton Developments

5907 Cow rie Development


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Table 3-2: Forecast Adjacent Developments 2035 Horizon Year Site Generated Traffic

Description Size Unit ITE Ref.Avg. TripEnds per

Unit

GeneratedTrip Ends

%Entering

%Exiting

VehicleEntering

VehicleExiting

Single-Family Detached Housing 56 Dw elling Units 210 0.75 42 25 75 11 32Day Care (Adult) 1.8 1,000 Sq.Ft. 565 12.18 22 53 47 12 10Hospital (Hospice) 4 Beds 610 1.32 6 72 28 4 2

Congregate Care Facility 128 Beds 253 0.06 8 59 41 5 3Subtotal: 32 47

Single-Family Detached Housing 17 Dw elling Units 210 0.75 13 25 75 3 10Subtotal: 3 10

Multi-Family Dw elling 31 Dw elling Units 230 0.44 14 17 83 2 12Subtotal: 2 12

Multi-Family Dw elling 22 Dw elling Units 230 0.44 10 17 83 2 8Free Standing Retail 11.6 1,000 Sq.Ft. 820 0.96 12 62 38 7 5

Subtotal: 9 13

Multi-Family Dw elling 47 Dw elling Units 230 0.44 21 17 83 4 17Free Standing Retail 1 1,000 Sq.Ft. 820 0.96 1 62 38 1 0


Single-Family Detached Housing 56 Dw elling Units 210 1.00 56 63 37 35 21Day Care (Adult) 1.8 1,000 Sq.Ft. 565 12.34 23 47 53 11 12Hospital (Hospice) 4 Beds 610 1.42 6 33 67 2 4

Congregate Care Facility 128 Beds 253 0.17 22 55 45 12 10Subtotal: 60 47

Single-Family Detached Housing 17 Dw elling Units 210 1.00 17 63 37 11 6Subtotal: 11 6

Multi-Family Dw elling 31 Dw elling Units 230 0.52 17 67 33 11 6Subtotal: 11 6

Multi-Family Dw elling 22 Dw elling Units 230 0.52 12 67 33 8 4Free Standing Retail 11.6 1,000 Sq.Ft. 826 2.71 32 44 56 14 18

Subtotal: 22 22

Multi-Family Dw elling 47 Dw elling Units 230 0.52 25 67 33 17 8Free Standing Retail 1 1,000 Sq.Ft. 826 2.71 3 44 56 1 2


RTC Development

Cow rie Street Development

Wharf Avenue Development

AM Peak HourSaw arne Lumber Co.

Tyler Heights

PM Peak HourSaw arne Lumber Co.

Tyler Heights


RTC Development

Cow rie Street Development


17

Figure 3-1: Forecast 2035 Horizon Year Site Generated Traffic Volumes


18

4 TRAFFIC ANALYSIS WITH EXISTING ROADWAYS

4.1 Traffic Operations Analysis Methodologies

The traffic operations analysis in this report was performed using the Synchro 9 software suite forunsignalized and signalized intersections, which is generally based on the Highway Capacity Manual(HCM) 2010 methodologies. The existing signal timing plan for the Highway 101 and Norwest Bay Roadintersection has been obtained for the background analysis purposes. For the study horizon yearscenarios, the signal timing plans are optimized based on typical clearance intervals and minimumgreen time as per BC MOTI standards.

The traffic operations for the existing, background condition, and 2035 horizon year scenarios wereevaluated to estimate the volume-to-capacity (v/c) ratios, approach delays, level-of-services (LOS), and95th percentile queue lengths at the study intersections.

When reviewing the traffic analysis results, a v/c ratio at or above 1.00 typically indicates that trafficvolumes exceed the intersection capacity. Delay, in terms of seconds, represents the average wait timeexperienced by a driver on the approach to the intersection. LOS is a grading system on intersectionoperation based on the calculated delay as shown in Table 4-1 for a signalized intersection and Table4-2 for an unsignalized intersection. LOS A means that the intersection experiences little to no delaywhereas a LOS F indicates significant delay is present. In the publication titled Transportation ImpactAnalyses for Site Development, ITE recommends that a LOS of A to D should be maintained at a signalizedintersection in an urban environment, while LOS of E to F is typically undesirable.

For this study, the target study thresholds outlined in the Terms of Reference are as follows:

§ LOS D (overall intersection and individual movements)

§ V/C ratio of 0.85

§ Delay less than 55 s for signalized intersection and 35 s for unsignalized intersection (LOS D)

Table 4-1: HCM LOS Criteria for Signalized IntersectionLevel of Service Average Control Delay (s/veh)

A 0 - 10B > 10 - 20

F > 80

C > 20 - 35D > 35 - 55E > 55 - 80

Table 4-2: HCM LOS Criteria for Unsignalized IntersectionLevel of Service Average Control Delay (s/veh)

A 0 - 10B > 10 - 15

F > 50

C > 15 - 25D > 25 - 35E > 35 - 50

The detailed traffic analysis results output from Synchro will be provided in Appendix B.


19

4.2 Traffic Forecast Methodologies

For the purposes of this study, it was assumed that all of the background traffic growth in the Districtwould be generated by the proposed adjacent developments in the Tyler Heights properties, theSawarne properties, the RTC development, the Wharf Avenue development, and the Cowrie Streetdevelopment. Traffic generated by these developments was distributed onto the existing road networkbased on the same distribution assumed for the study developments.

4.3 Existing Traffic Operations

Binnie evaluated the existing traffic conditions on the study road network. The existing balanced trafficvolumes are summarized in Figure 2-2. The analysis is performed based on the existing intersectionconfigurations and controls, including the current BC MOTI signal timing plan at the Highway 101 andNorwest Bay Road intersection.

4.3.1 AM Peak Hour

In the AM peak hour, it was found that all intersections and individual movements are operating withinthe study thresholds.

The signalized intersection of Highway 101 and Norwest Bay Road was calculated to operate at LOS Awith the maximum v/c ratio of 0.63 for the eastbound through/left-turn movement.

The two-way stop-controlled intersection of Derby Road and Norwest Bay Road was estimated tooperate at LOS A with the maximum v/c ratio of 0.07 for the southbound movement.

The intersection of Highway 101 and Shorncliffe Avenue was found to be operating at LOS A. Themaximum v/c ratio was found to be 0.37 for the eastbound through/right-turn movement and thesouthbound movement.

The Shorncliffe Avenue and Barnacle Street intersection was calculated to operate at LOS A with amaximum v/c ratio of 0.22 for the eastbound left-turn movement.

The Highway 101 and Trail Avenue intersection was found to operate at LOS A with the northboundand southbound movements operating at LOS C. The maximum v/c ratio of 0.35 was found for thesouthbound movement.

The all-way stop-controlled intersection of Cowrie Street and Trail Avenue was found to be operatingat LOS A with the maximum v/c ratio of 0.21 for the eastbound movement.

The intersection of Trail Avenue and Dolphin Street was calculated to operate at LOS A with themaximum v/c ratio of 0.30 in the westbound movement.

All remaining study intersections and individual movements were estimated to operate within the studythreshold.


20

4.3.2 PM Peak Hour

In the PM peak hour, the signalized intersection of Highway 101 and Norwest Bay Road was calculatedto operate at LOS A with the maximum v/c ratio of 0.49 for the westbound through movement.

The intersection of Derby Road and Norwest Bay Road was estimated to operate at LOS A with themaximum v/c ratio of 0.08 for the southbound movement.

The Shorncliffe Avenue and Highway 101 intersection was calculated to operate at LOS A. Thenorthbound and southbound movements are expected to operate at LOS B and LOS D respectively. Thesouthbound movement is estimated to have the highest v/c ratio of 0.57.

The unsignalized intersection of Shorncliffe Avenue and Barnacle Street was estimated to operate atLOS A. The eastbound left-turn movement is expected to operate at LOS B with the maximum v/c ratioof 0.19.

The Trail Avenue and Highway 101 intersection was calculated to operate above the study threshold atLOS F. The southbound movement is expected to operate at LOS F with a v/c ratio of 1.97. All remainingmovements were found to operate within the study threshold.

The all-way stop-controlled intersection of Cowrie Street and Trail Avenue was found to operate at LOSB with the maximum v/c ratio of 0.44 for the westbound movement.

The intersection of Trail Avenue and Dolphin Street was calculated to operate at LOS A. The westboundmovement is expected to operate at LOS D with a v/c ratio of 0.59.

All remaining study intersections and individual movements were estimated to operate within the studythreshold.

The analysis results for the existing traffic condition are summarized in Table 4-3.


21

Table 4-3: Existing Traffic Operations

LOS Delay (s) V/C Ratio 95% Q (m) LOS Delay (s) V/C Ratio 95% Q (m)EBL/T B 14.4 0.63 58.5 A 9.8 0.45 37.9WBT B 10.4 0.35 30.4 B 10.3 0.49 41.9WBR A 2.7 0.20 7.4 A 2.5 0.41 10.1SBL B 18.3 0.57 46.6 B 16.8 0.44 28.3SBR B 11.0 0.00 0.9 A 9.2 0.01 1.6

Int. LOSEBL/T/R A 0.1 0.00 - A 0.1 0.00 -WBL/T/R A 0.1 0.00 - A 0.2 0.01 0.1NBL/T/R B 11.7 0.02 0.5 B 13.2 0.03 0.8SBL/T/R B 12.1 0.07 1.7 B 14.0 0.08 2.0Int. LOSEBL/T/R A 8.5 0.03 0.7 A 8.6 0.02 0.6WBL/T/R A 9.1 0.01 0.1 A 9.1 0.00 0.1NBL/T/R A 4.0 0.01 0.1 A 5.1 0.02 0.5SBL/T/R A 1.2 0.00 - A - 0.00 -Int. LOSEBL/T A 1.0 0.00 - A 0.5 0.00 -WBT/R A - 0.03 - A - 0.01 -SBL/R A 8.8 0.01 0.1 A 8.6 0.01 0.2

Int. LOSEBL A 9.3 0.01 0.2 C 21.7 0.02 0.4NBL A 7.5 0.00 0.1 A 7.6 0.01 0.2

NBT/R A - 0.14 - A - 0.06 -SBT/R A - 0.09 - A - 0.10 -

Int. LOSEBL A 8.5 0.13 3.4 A 9.6 0.11 2.9

EBT/R A - 0.37 - A - 0.29 -WBL/T/R A - 0.00 - A - 0.00 -NBL/T/R C 21.5 0.01 0.3 B 11.2 0.00 0.1SBL/T/R C 22.7 0.37 12.6 D 30.2 0.57 25.6Int. LOS

EBL B 14.1 0.22 6.3 B 12.2 0.19 5.3EBR A 9.1 0.05 1.2 A 9.4 0.06 1.4

NBL/T A 5.0 0.09 2.2 A 2.5 0.03 0.8SBT/R A - 0.12 - A - 0.12 -

Int. LOSEBL/T/R A 1.7 0.03 0.6 A 2.3 0.04 1.0WBL/T/R A 1.4 0.02 0.4 A 1.3 0.02 0.4NBL/T/R B 11.5 0.02 0.6 B 12.1 0.14 3.6SBL/T/R B 10.2 0.10 2.5 B 11.3 0.16 4.2Int. LOS

EBL A 8.3 0.10 2.6 B 10.6 0.20 5.5EBT/R A - 0.32 - A - 0.21 -WBL A 8.5 0.00 0.1 A 8.0 0.01 0.2WBT/R A - 0.20 - A - 0.45 -

NBL/T/R C 17.5 0.02 0.6 C 18.7 0.03 0.7SBL/T/R C 21.8 0.35 11.5 F 507.1 1.97 182.5Int. LOSEBL/T/R A 9.2 0.21 B 12.5 0.35

WBLT/TR A 8.7 0.13 B 13.8 0.44NBL/T A 8.4 0.18 B 12.7 0.41NBR A 6.7 0.05 A 9.2 0.22

SBL/T/R A 8.3 0.16 B 12.2 0.36SBR A 7.1 0.12 A 8.5 0.12

Int. LOSEBL/T/R A 8.9 0.00 0.1 B 10.1 0.00 -WBL/T/R A 9.2 0.06 1.6 A 9.8 0.10 2.7NBT/R A 0.0 0.00 - A 0.1 0.00 -

SBL/T/R A 1.8 0.01 0.1 A 2.1 0.01 0.2Int. LOSEBL/T/R B 14.5 0.08 1.9 C 19.3 0.25 7.2WBL/T/R B 14.5 0.30 9.5 D 25.2 0.59 27.7NBL/T/R A 0.1 0.00 - A 0.1 0.00 -SBL/T/R A 3.5 0.07 1.8 A 3.3 0.07 1.8Int. LOSEBL/T/R A 9.0 0.02 0.4 A 9.2 0.04 0.8WBL/T/R A 9.1 0.02 0.4 A 9.7 0.03 0.8NBL/T/R A 2.7 0.01 0.2 A 2.2 0.01 0.3SBL/T/R A - 0.00 - A 0.3 0.00 -Int. LOSEBL/T/R B 11.3 0.03 0.6 B 12.9 0.07 1.8WBL/T/R B 10.9 0.01 0.2 B 11.4 0.02 0.6NBL/T/R A 0.3 0.01 0.1 A 0.4 0.01 0.2SBL/T/R A 0.2 0.01 0.1 A 0.3 0.01 0.2Int. LOSEBL/R B 11.5 0.00 0.1 B 10.2 0.01 0.2NBL/T A - 0.00 - A 0.1 0.00 0.1SBT/R A - 0.16 - A - 0.15 -

Int. LOS

A

Derby Road and BallieRoad

(TWSC)A A

Shorncliffe Avenueand Barnacle Street

(Unsignalized)A

Cowrie Street andOcean Avenue

(TWSC)A A

Ocean Avenue andDolphin Street

(TWSC)A A

Trail Avenue andDolphin Street

(TWSC)A

Intersection TurningMovement

AM Peak Hour PM Peak Hour

Hw y 101 and NorwestBay Road

(Signalized)

A A

Hwy 101 andShorncliffe Avenue

(TWSC)

A A

Cowrie Street andClayton Avenue(Unsignalized) A A

Barnacle Street andPilot Way

(Unsignalized)A A

A

Hwy 101 and TrailAvenue(TWSC)

A F

Cowrie Street andTrail Avenue

(AWSC)

N/A N/A

A B

Trail Avenue andNeptune Street(Unsignalized) A A

Ocean Avenue andMedusa Street

(TWSC)A A

Trail Avenue andMedusa Street

(TWSC)A A

A

A

Derby Road andNorw est Bay Road

(TWSC)


22

4.4 2035 Horizon Year Background Condition

The 2035 horizon year background traffic volumes include the adjacent site generated volumes. Basedon discussions with the BC MOTI, a 1% annual growth rate was assumed along Highway 101 for thethrough movements only in the eastbound and westbound directions. The 2035 horizon yearbackground traffic volumes are shown in Figure 4-1.

4.4.1 AM Peak Hour

In the AM peak hour, the signalized intersection of Highway 101 and Norwest Bay Road was calculatedto operate at LOS B with the southbound left-turn movement operating at LOS C. The maximum v/cratio is expected to be 0.71 for the eastbound through/left-turn movement.

The intersection of Derby Road and Norwest Bay Road is calculated to operate at LOS A with a maximumv/c ratio of 0.10 for the southbound movement.

The intersection of Cowrie Street and Clayton Avenue is expected to operate at LOS A with a maximumv/c ratio of 0.05 in the westbound movement.

The two-way stop-controlled intersection of Highway 101 and Shorncliffe Avenue is expected tooperate at LOS A. The southbound movement is expected to operate above the study threshold at LOSF with a v/c ratio of 0.72. All remaining movements were found to operate within the study threshold.

The Shorncliffe Avenue and Barnacle Street intersection was calculated to operate at LOS A. Theeastbound left-turn movement is expected to operate at LOS C with a maximum intersection v/c ratioof 0.27.

The Highway 101 and Trail Avenue intersection is expected to operate at LOS A. The southboundmovement is expected to operate above the study threshold at LOS E with a v/c ratio of 0.53.

The all-way stop-controlled intersection of Cowrie Street and Trail Avenue is expected to operate at LOSA with a maximum v/c ratio of 0.23 in the eastbound movement.

The two-way stop-controlled intersection of Trail Avenue and Dolphin Street is estimated to operate atLOS A with a maximum v/c ratio of 0.31 in the westbound movement.

All remaining study intersections and individual movements are expected to operate within the studythreshold.

4.4.2 PM Peak Hour

In the PM peak hour, the signalized intersection of Highway 101 and Norwest Bay Road is expected tooperate at LOS A with a maximum v/c ratio of 0.58 in the westbound through movement. Thesouthbound left-turn movement is expected to operate at LOS C with a v/c ratio of 0.48.

The intersection of Cowrie Street and Clayton Avenue is calculated to operate at LOS A with a maximumv/c ratio of 0.04 in the westbound through/right-turn movement.


23

The two-way stop-controlled intersection of Highway 101 and Shorncliffe Avenue was estimated tooperate at LOS B. The southbound movement was estimated to operate above the study threshold atLOS F with a v/c ratio of 0.98. All remaining movements were found to operate within the studythreshold.

The Shorncliffe Avenue and Barnacle Street intersection is expected to operate at LOS A with amaximum v/c ratio of 0.24 in the eastbound left-turn movement.

The Highway 101 and Trail Avenue intersection is estimated to operate above the study threshold atLOS F. The northbound and southbound movements are expected to operate at LOS E and LOS Frespectively. The southbound movement is also expected to operate with a v/c ratio of 4.23. Allremaining movements were found to operate within the study threshold.

The all-way stop-controlled intersection of Cowrie Street and Trail Avenue is expected to operate at LOSB. The westbound movement is expected to operate at LOS C with a maximum v/c ratio of 0.50.

The two-way stop-controlled intersection of Trail Avenue and Dolphin Street was calculated to operateat LOS A. The westbound movement is expected to operate at LOS D with a maximum v/c ratio of 0.62.


The background traffic analysis results for the 2035 horizon year are summarized in Table 4-4.


24

Figure 4-1: 2035 Horizon Year Background Traffic Volumes


25

Table 4-4: 2035 Horizon Year Background Traffic Operations

LOS Delay (s) V/C Ratio 95% Q (m) LOS Delay (s) V/C Ratio 95% Q (m)EBL/T B 16.3 0.71 82.9 A 9.6 0.49 49.3WBT B 11.7 0.48 49.7 B 10.9 0.58 61.6WBR A 2.5 0.19 7.5 A 2.1 0.38 9.7SBL C 21.1 0.58 55.3 C 21.2 0.48 35.1SBR B 12.0 0.00 1.0 B 11.8 0.01 1.9

Int. LOSEBL/T/R A 0.1 0.00 - A 0.1 0.00 -WBL/T/R A 0.1 0.00 - A 0.2 0.01 0.1NBL/T/R B 12.1 0.04 0.9 B 13.9 0.07 1.7SBL/T/R B 12.5 0.10 2.5 B 14.6 0.12 2.9Int. LOSEBL/T/R A 8.5 0.03 0.7 A 8.6 0.02 0.6WBL/T/R A 9.2 0.01 0.1 A 9.3 0.00 0.1NBL/T/R A 2.8 0.01 0.1 A 3.9 0.02 0.5SBL/T/R A 0.4 0.00 - A - 0.00 -Int. LOSEBL/T A 3.2 0.00 0.1 A 3.4 0.01 0.2WBT/R A - 0.01 - A - 0.01 -SBL/R A 8.4 0.01 0.2 A 8.4 0.01 0.3

Int. LOSEBL/T A 0.3 0.00 - A 0.1 0.00 -WBT/R A - 0.05 - A - 0.04 -SBL/R A 9.1 0.01 0.2 A 9.0 0.01 0.2

Int. LOSEBL A 9.5 0.01 0.2 C 22.4 0.02 0.4NBL A 7.6 0.00 0.1 A 7.6 0.01 0.2

NBT/R A - 0.15 - A - 0.08 -SBT/R A - 0.11 - A - 0.12 -

Int. LOSEBL A 9.0 0.15 3.9 B 10.4 0.13 3.4

EBT/R A - 0.44 - A - 0.34 -WBL/T/R A 0.1 0.00 0.1 A 0.2 0.01 0.2NBL/T/R D 26.6 0.09 2.2 C 21.7 0.04 0.9SBL/T/R F 63.5 0.72 34.9 F 108.4 0.98 64.2Int. LOS

EBL C 15.1 0.27 8.1 B 13.3 0.24 7.1EBR A 9.3 0.07 1.6 A 9.5 0.08 1.9

NBL/T A 5.2 0.10 2.5 A 3.2 0.05 1.2SBT/R A - 0.12 - A - 0.13 -



NBL/T/R C 24.4 0.04 0.9 E 40.5 0.07 1.8SBL/T/R E 38.5 0.53 21.4 F Error 4.23 ErrorInt. LOSEBL/T/R A 9.5 0.23 B 13.7 0.40

WBLT/TR A 9.0 0.15 C 15.6 0.50NBL/T A 8.7 0.20 B 14.8 0.48NBR A 6.9 0.06 A 9.8 0.24

SBL/T/R A 8.6 0.18 B 13.8 0.41SBR A 7.2 0.13 A 8.9 0.12


SBL/T/R A 1.8 0.01 0.1 A 2.1 0.01 0.2Int. LOSEBL/T/R B 14.7 0.08 1.9 C 19.9 0.25 7.5WBL/T/R B 14.8 0.31 10.0 D 27.5 0.62 30.8NBL/T/R A 0.1 0.00 - A 0.1 0.00 -SBL/T/R A 3.4 0.07 1.8 A 3.2 0.07 1.8Int. LOSEBL/T/R A 9.1 0.02 0.6 A 9.4 0.04 1.0WBL/T/R A 9.2 0.02 0.6 A 9.8 0.04 1.0NBL/T/R A 2.7 0.01 0.2 A 2.2 0.01 0.3SBL/T/R A - 0.00 - A 0.3 0.00 -Int. LOSEBL/T/R B 11.7 0.04 0.9 B 13.3 0.09 2.2WBL/T/R B 10.9 0.01 0.2 B 11.6 0.02 0.6NBL/T/R A 0.3 0.01 0.1 A 0.4 0.01 0.2SBL/T/R A 0.2 0.01 0.1 A 0.3 0.01 0.2Int. LOSEBL/R B 11.6 0.00 0.1 B 10.3 0.01 0.2NBL/T A - 0.00 - A 0.1 0.00 0.1SBT/R A - 0.16 - A - 0.16 -

Int. LOS


Hwy 101 and TrailAvenue(TWSC)

A F

Cow rie Street andTrail Avenue

(AWSC)

N/A N/A

A B


(TWSC)A A


(TWSC)A A


(TWSC)A A


(TWSC)A A


(Unsignalized)A A

Cow rie Street andOcean Avenue

(TWSC)A A


(Unsignalized)A A


(TWSC)

A B

Derby Road andGranite Road(Unsignalized)

A A

Cow rie Street andClayton Avenue(Unsignalized) A A

Derby Road andNorw est Bay Road

(TWSC)A A


(TWSC)A A

Hw y 101 and Norw estBay Road

(Signalized)

B A




26

4.5 2035 Horizon Year Combined Traffic Condition

By the 2035 horizon year, it is assumed that all study and adjacent developments will be fully developed.The 2035 horizon year combined traffic volumes are shown in Figure 4-3. They are derived bycombining the 2035 horizon year background traffic volumes (Figure 4-1) with the forecast sitegenerated traffic shown in Figure 3-1. The proposed laning configuration for the 2035 horizon yearconfiguration is shown in Figure 4-2.

4.5.1 AM Peak Hour

In the AM peak hour, the signalized intersection of Highway 101 and Norwest Bay Road was calculatedto operate at LOS B with a maximum v/c ratio of 0.71 in the eastbound through/left-turn movement.The southbound left-turn movement is expected to operate at LOS C.

The intersection of Derby Road and Norwest Bay Road is expected to operate at LOS A with a maximumv/c ratio of 0.11 in the southbound movement.

The intersection of Cowrie Street and Clayton Avenue is estimated to operate at LOS A with a maximumv/c ratio of 0.06 in the westbound movement.

The two-way stop-controlled intersection of Highway 101 and Shorncliffe Avenue was estimated tooperate at LOS C. The southbound movement is expected to operate above the study threshold at LOSF with a v/c ratio of 1.16. All other movements are expected to operate within the study threshold.

The Shorncliffe Avenue and Barnacle Street intersection is expected to operate at LOS A with amaximum v/c ratio of 0.37 in the eastbound left-turn movement.

The intersection at Highway 101 and Trail Avenue is expected to operate at LOS A. However, thesouthbound movement is expected to operate above the study threshold at LOS E with a v/c ratio of0.57. All other movements within the intersection are expected to operate within the study threshold.

The all-way stop-controlled intersection of Cowrie Street and Trail Avenue is estimated to operate atLOS A with a maximum v/c ratio of 0.28 in the eastbound movement.


4.5.2 PM Peak Hour

In the PM peak hour, the signalized intersection of Highway 101 and Norwest Bay Road was estimatedto operate at LOS A with a maximum v/c ratio of 0.59 in the westbound through movement. Thesouthbound left-turn movement is expected to operate at LOS C.

The intersection of Cowrie Street and Clayton Avenue is expected to operate at LOS A with a maximumv/c ratio of 0.06 in the westbound movement.


27

The two-way stop-controlled intersection of Highway 101 and Shorncliffe Avenue is expected tooperate above the study threshold at LOS E. The southbound movement is expected to operate at LOSF with a v/c ratio of 1.51. All remaining movements were found to operate within the study threshold.

The Shorncliffe Avenue and Barnacle Street intersection is expected to operate at LOS A. The eastboundleft-turn movement is expected to operate at LOS C with a maximum v/c ratio of 0.36.

The intersection of Highway 101 and Trail Avenue is estimated to operate above the study threshold atLOS F. The northbound and southbound movements are both expected to operate at LOS F with v/cratios of 0.10 and 5.29 respectively. All remaining intersection movements are expected to operatewithin the study threshold.

The all-way stop-controlled intersection of Cowrie Street and Trail Avenue is expected to operate at LOSC with a maximum v/c ratio of 0.56 in the westbound movement.


The traffic analysis results for the 2035 horizon year are summarized in Table 4-5.


28

Figure 4-2: 2035 Horizon Year Laning Configuration


29

Figure 4-3: 2035 Horizon Year Combined Traffic Volumes


30

Table 4-5: 2035 Horizon Year Traffic OperationsLOS Delay (s) V/C Ratio 95% Q (m) LOS Delay (s) V/C Ratio 95% Q (m)

EBL/T B 16.5 0.71 85.2 A 9.8 0.51 51.7WBT B 11.9 0.49 51.8 B 11.1 0.59 63.8WBR A 2.5 0.19 7.5 A 2.2 0.38 10.2SBL C 21.3 0.58 55.9 C 21.4 0.48 35.6SBR B 13.0 0.00 1.0 B 12.0 0.01 2.0

Int. LOSEBL/T/R A 0.1 0.00 - A 0.1 0.00 -WBL/T/R A 0.1 0.00 - A 0.2 0.01 0.1NBL/T/R B 12.3 0.05 1.2 B 14.3 0.10 2.5SBL/T/R B 12.7 0.11 2.9 B 14.9 0.14 3.6Int. LOSEBL/T/R A 8.6 0.03 0.7 A 8.7 0.02 0.6WBL/T/R A 9.3 0.01 0.1 A 9.4 0.00 0.1NBL/T/R A 2.3 0.01 0.1 A 3.3 0.02 0.5SBL/T/R A 0.3 0.00 - A - 0.00 -Int. LOSEBL/T A 2.4 0.00 0.1 A 2.5 0.01 0.2WBT/R A - 0.01 - A - 0.01 -SBL/R A 8.4 0.01 0.2 A 8.5 0.01 0.3

Int. LOSWBL/R A 8.4 0.02 0.3 A 8.5 0.01 0.3NBT/R A 2.4 0.01 0.1 A 2.6 0.01 0.3SBT/L A - 0.01 - A - 0.02 -

Int. LOSEBL/T A 0.4 0.01 0.2 A 0.4 0.01 0.2WBT/R A - 0.18 - A - 0.14 -SBL/R B 12.5 0.09 2.3 B 11.5 0.10 2.4

Int. LOSEBL/T A 1.0 0.01 0.1 A 1.4 0.01 0.2WBT/R A - 0.06 - A - 0.06 -SBL/R A 9.3 0.04 1.0 A 9.4 0.05 1.1

Int. LOSEBL B 10.0 0.02 0.4 C 24.5 0.04 1.0NBL A 7.7 0.01 0.1 A 7.8 0.01 0.3

NBT/R A - 0.18 - A - 0.14 -SBT/R A - 0.15 - A - 0.16 -

Int. LOSEBL A 9.1 0.16 4.3 B 10.7 0.16 4.2

EBT/R A - 0.44 - A - 0.34 -WBL/T/R A 0.1 0.00 0.1 A 0.3 0.01 0.2NBL/T/R D 28.1 0.09 2.3 C 23.9 0.05 1.1SBL/T/R F 183.1 1.16 74.3 F 313.2 1.51 120.1Int. LOS

EBL C 18.2 0.37 12.9 C 17.1 0.36 12.3EBR A 9.5 0.11 2.9 A 9.9 0.13 3.3

NBL/T A 5.7 0.12 3.1 A 4.6 0.09 2.2SBT/R A - 0.14 - A - 0.15 -



NBL/T/R D 26.1 0.04 0.9 F 53.5 0.10 2.4SBL/T/R E 43.7 0.57 23.9 F Error 5.29 ErrorInt. LOSEBL/T/R A 9.9 0.28 C 15.4 0.47

WBLT/TR A 9.2 0.17 C 17.6 0.56NBL/T A 9.2 0.23 C 17.0 0.54NBR A 7.0 0.06 B 10.2 0.25

SBL/T/R A 8.8 0.18 B 14.7 0.43SBR A 7.4 0.13 A 9.4 0.13


SBL/T/R A 1.8 0.01 0.1 A 2.1 0.01 0.2Int. LOSEBL/T/R B 14.7 0.08 1.9 C 19.9 0.25 7.5WBL/T/R B 14.8 0.31 10.0 D 27.5 0.62 30.8NBL/T/R A 0.1 0.00 - A 0.1 0.00 -SBL/T/R A 3.4 0.07 1.8 A 3.2 0.07 1.8Int. LOSEBL/T/R A 9.3 0.04 0.9 A 9.5 0.05 1.2WBL/T/R A 9.3 0.03 0.7 A 9.9 0.06 1.4NBL/T/R A 2.7 0.01 0.2 A 2.2 0.01 0.3SBL/T/R A - 0.00 - A 0.3 0.00 -Int. LOSEBL/T/R B 12.2 0.06 1.5 B 13.8 0.11 2.7WBL/T/R B 10.9 0.01 0.2 B 11.6 0.03 0.6NBL/T/R A 0.3 0.01 0.1 A 0.4 0.01 0.2SBL/T/R A 0.2 0.01 0.1 A 0.3 0.01 0.2Int. LOS

EBL/R B 11.8 0.00 0.1 B 10.4 0.01 0.2NBL/T A - 0.00 - A 0.1 0.00 0.1SBT/R A - 0.16 - A - 0.17 -

Int. LOS



Hwy 101 and NorwestBay Road

(Signalized)

B A

Derby Road andGranite Road(Unsignalized) A A

Cow rie Street andClayton Avenue(Unsignalized) A A

Derby Road andNorwest Bay Road

(TWSC)A A


(TWSC)A A

Medusa Street andPilot Way

(Unsignalized) A A

Cow rie Street andPilot Way

(Unsignalized) A A

A C


(Unsignalized)A A

Cow rie Street andOcean Avenue

(TWSC)A A


(Unsignalized)A A

Hw y 101 andShorncliffe Avenue

(TWSC)

C E



(TWSC)A A


(TWSC)A A


(TWSC)A A


(TWSC)A A

Hw y 101 and TrailAvenue(TWSC)

A F

Cow rie Street andTrail Avenue

(AWSC)

N/A N/A


31

4.6 Improved Scenario

In the 2035 horizon year, two study intersections were calculated to operate above the study thresholdin both the combined and background scenarios. As a result, improvements are recommended for thetwo intersections on Highway 101 at Shorncliffe Avenue and Trail Avenue. At the Highway 101 andShorncliffe Avenue intersection, it is proposed for the intersection to be signalized. As mentionedpreviously, at the Highway 101 and Trail Avenue intersection, it is expected that discussions with the BCMOTI will occur to determine the appropriate improvements at this location. As a result, noimprovements were recommended as part of this study.

Under this improved scenario, the Highway 101 at Shorncliffe Avenue intersection is expected tooperate at LOS A in the AM peak hour and LOS B in the PM peak hour. The maximum v/c ratio of 0.79occurs during the PM peak hour in the westbound movement.

The traffic analysis for the proposed improved scenario in the 2035 horizon year is summarized in Table4-6.

Table 4-6: 2035 Horizon Year Improved Scenario Traffic Operations

LOS Delay (s) V/C Ratio 95% Q (m) LOS Delay (s) V/C Ratio 95% Q (m)EBL A 6.7 0.27 16.1 A 7.6 0.32 12.7

EBT/R A 9.1 0.60 76.8 A 7.0 0.49 46.3WBL/T/R A 6.7 0.44 45.1 B 13.6 0.79 105.5NBL/T/R A 3.6 0.05 2.1 A 1.0 0.03 0.6SBL/T/R B 12.5 0.45 19.7 B 13.7 0.58 23.2Int. LOS


(Signalized)

A B




32

5 CONCLUSIONS AND RECOMMENDATIONS

The proposed Spani, Clayton, and 5907 Cowrie developments will provide new single family detachedunits, multi-family units, assisted living condominiums as well as hospice beds. The proposeddevelopments are located within the West Sechelt CD area just west of the downtown core. It isexpected that all study and adjacent developments will reach full build out by the 2035 horizon year.

As part of the proposed developments, there will be new roadway connections provided from CowrieStreet to Derby Road and from Pilot Way to Medusa Street. These are expected to be completed inconjunction with the proposed developments.

In summary, the following improvements are recommended in this study in conjunction with theopening day of the proposed developments:

§ Liaise with the BC MOTI to determine the appropriate improvements for the intersection ofHighway 101 and Trail Avenue.

§ Connect Cowrie Street with Derby Road in the West Sechelt CD area.

§ Once the connection between Cowrie Street and Barnacle Street is constructed viaPeregrine Crescent in the Sawarne Properties, restrict the Barnacle Street access to right-in/right-out only.

§ Connect Pilot Way with Medusa Street as part of the Spani Development

§ Restrict truck access to the Spani development from Medusa Street. Truck access will beprovided via Cowrie Street.

§ Enhance the existing pathway between Pilot Way and Shorncliffe Avenue to a proper multi-use path to connect Cowrie Street for pedestrians and cyclists.

§ Provide pedestrian and cyclist infrastructure on all proposed roadways within the proposeddevelopments to connect to the downtown area of the District.

§ Incorporate traffic calming design elements into the overall development road network.

§ Engage in planning discussions with BC Transit to estimate the timeline and infrastructurerequirements to provide transit services throughout the West Sechelt CD area. The #2 Busmay be able to be re-routed to service the West Sechelt CD area.

§ Paint bicycle lanes on both sides of the roadway for Cowrie Street west of Pilot Way, PilotWay, and Barnacle Street. Note, this will require Pilot Way, Barnacle Street, and part ofCowrie Street to be widened to accommodate the bicycle lanes and sidewalks. The bicyclelanes are to be constructed to the District’s standard.

§ Upgrade existing pedestrian facilities on the study roadways as required.


33

Based on the analysis findings, it was found that the Highway 101 and Shorncliffe Avenue intersectionwill be required to be signalized by the 2035 horizon year as a result of the proposed developments inthe District. It is recommended that the District/BC MOTI monitor this intersection and signalize theintersection when warranted. It is suggested that the funding model be reviewed by the District as partof the development approvals process of the various developments to include the proposedsignalization of the intersection.

Based on the 2035 combined condition a signal warrant has provided in Appendix C. For referencepurposes, a cost sharing breakdown for the proposed roadway and intersection improvements can befound in Appendix D.


34

6 CLOSING

We trust that this traffic impact study adequately shows the transportation infrastructure improvementsrequired to support the proposed Spani, Clayton, and 5907 Cowrie developments.

Should there be questions or comments on the information contained herein, please do not hesitate tocontact the undersigned.

Prepared by: Reviewed by:

Ava Li, EITTraffic Engineer

Brendan Stevenson, P.Eng., PTOETraffic Engineer

APPENDIX AINTERSECTION TRAFFIC DATA

TransTech Data Services Vehicle Turning Movement SurveyWith Classification

Major Route: Route 101Minor Route: Shorncliffe AvenueMunicipality: SecheltFilename: 1-Route101@Shorncliffe-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Route 101Intersection Type: 4-legSignalized?: NoWeather: Clear and dry

Vehicle Classifications: Regular Vehicles This data is for All Vehicles CombinedHeavy TrucksBicycles

Notes: 24-hour clock used for reporting (15-minute increments)North Approach - southbound vehicles approaching intersection from the north15x4 - 15 min volume (from maximum 15 minute period of movement/approach in peak hour period [*]) x 4Pedestrians - N indicates pedestrians crossing north approach (east/west)

Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

1

April 27, 2016Wednesday

AM 7:00 9:00 2.00

MD

Shift Start End Duration

1-Route101@Shorncliffe-Apr27,2016.xlsx Page 1 of 6

Survey Data Route 101 @ Shorncliffe AvenueAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E7:00 2 0 2 4 0 0 0 0 3 95 0 98 0 44 1 45 147 0 0 0 0 7:15 0 0 5 5 0 0 0 0 10 136 4 150 0 27 4 31 186 0 0 0 0 7:30 1 0 1 2 0 0 0 0 11 131 1 143 1 53 2 56 201 1 0 0 0 7:45 2 0 7 9 0 1 0 1 13 138 0 151 0 83 5 88 249 783 0 0 0 3 8:00 2 1 5 8 0 0 1 1 26 120 0 146 0 52 9 61 216 852 * 0 0 0 1 8:15 3 0 11 14 0 0 0 0 35 160 0 195 0 55 11 66 275 941 * 0 0 0 1 8:30 4 0 23 27 0 0 0 0 39 122 0 161 1 113 11 125 313 1053 * 1 1 0 3 8:45 12 1 27 40 1 0 1 2 53 181 0 234 0 85 16 101 377 1181 + 0 0 0 1 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 26 2 81 109 1 1 2 4 190 1083 5 1278 2 512 59 573 1964 2 1 0 9

n/an/an/an/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total

14:00 3 0 18 21 0 0 0 0 21 94 0 115 0 97 5 102 238 0 0 0 0 14:15 3 0 20 23 0 0 0 0 11 98 0 109 0 98 8 106 238 1 0 0 16 14:30 1 0 26 27 0 0 0 0 11 95 0 106 1 109 8 118 251 0 2 0 1 14:45 2 0 16 18 0 0 0 0 23 107 0 130 0 114 13 127 275 1002 0 0 0 0 15:00 3 0 42 45 0 0 0 0 29 95 0 124 0 160 10 170 339 1103 0 1 0 4 15:15 10 0 55 65 0 0 1 1 17 116 0 133 0 147 10 157 356 1221 1 0 0 0 15:30 5 1 31 37 0 0 1 1 10 117 0 127 0 126 5 131 296 1266 0 0 0 2 15:45 1 0 32 33 0 0 0 0 13 100 0 113 0 145 8 153 299 1290 1 0 0 0 16:00 1 0 33 34 0 0 0 0 9 100 0 109 1 125 10 136 279 1230 * 0 0 0 0 16:15 1 0 28 29 0 0 2 2 13 111 0 124 0 152 7 159 314 1188 * 0 0 0 0 16:30 4 0 38 42 0 0 0 0 20 108 0 128 1 150 14 165 335 1227 * 0 0 0 0 16:45 4 0 24 28 0 0 0 0 20 128 0 148 1 182 6 189 365 1293 + 0 1 0 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 38 1 363 402 0 0 4 4 197 1269 0 1466 4 1605 104 1713 3585 3 4 0 23

PedestriansNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume

Pea

k

Wednesday, April 27, 2016

Shorncliffe Shorncliffe Route 101 Route 101


AM Peak Period Route 101 @ Shorncliffe AvenueAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr7:00 2 0 2 4 0 0 0 0 3 95 0 98 0 44 1 45 147 0 0 0 0 97 7:15 0 0 5 5 0 0 0 0 10 136 4 150 0 27 4 31 186 0 0 0 0 145 7:30 1 0 1 2 0 0 0 0 11 131 1 143 1 53 2 56 201 1 0 0 0 134 7:45 2 0 7 9 0 1 0 1 13 138 0 151 0 83 5 88 249 783 0 0 0 3 145 521 8:00 2 1 5 8 0 0 1 1 26 120 0 146 0 52 9 61 216 852 * 0 0 0 1 126 550 8:15 3 0 11 14 0 0 0 0 35 160 0 195 0 55 11 66 275 941 * 0 0 0 1 171 576 8:30 4 0 23 27 0 0 0 0 39 122 0 161 1 113 11 125 313 1053 * 1 1 0 3 186 628 8:45 12 1 27 40 1 0 1 2 53 181 0 234 0 85 16 101 377 1181 + 0 0 0 1 210 693 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 26 2 81 109 1 1 2 4 190 1083 5 1278 2 512 59 573 1964 2 1 0 9 1174 Avg Hr 13 1 41 55 1 1 1 2 95 542 3 639 1 256 30 287 982 1 1 0 5

Peak hour of the intersectionPk Hr 21 2 66 89 1 0 2 3 153 583 0 736 1 305 47 353 1181 * 1 1 0 6 653 15x4 48 4 108 160 4 0 4 8 212 724 0 936 4 452 64 500 1508 + 4 4 0 12 844

PHF 0.44 0.50 0.61 0.56 0.25 n/a 0.50 0.38 0.72 0.81 n/a 0.79 0.25 0.67 0.73 0.71 0.78 0.25 0.25 n/a 0.50 0.77

Peak hour of conflicting volumes for the intersectionPk Hr 21 2 66 89 1 0 2 3 153 583 0 736 1 305 47 353 1181 * 1 1 0 6 653 15x4 48 4 108 160 4 0 4 8 212 724 0 936 4 452 64 500 1508 + 4 4 0 12 844

PHF 0.44 0.50 0.61 0.56 0.25 n/a 0.50 0.38 0.72 0.81 n/a 0.79 0.25 0.67 0.73 0.71 0.78 0.25 0.25 n/a 0.50 0.77

** Calculated peak hour occurs during the first or last hour of shift and therefore may be invalid. **

N

AM Peak Hour Volumes

89 200 N E1 66 2 21 6

47 372 305 353

1 Route 101

Route 101153

736 583 606 0

0 1 0 2 1 W S

3 3

Shorncliffe

Shorncliffe

Pea

k Pedestrians Conflict


Shorncliffe Shorncliffe Route 101 Route 101NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Route 101 @ Shorncliffe AvenueAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hrn/a 0 n/a 0 n/a 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

TotalAvg Hr

Peak hour of the intersectionPk Hr *15x4 +

PHF

Peak hour of conflicting volumes for the intersectionPk Hr *15x4 +

PHF

NMD Peak Hour Volumes

N E

Route 101Route 101

W S

Shorncliffe

Shorncliffe

Total Volume

Pea

k Pedestrians ConflictShorncliffe Shorncliffe Route 101 Route 101

NORTH Approach SOUTH Approach WEST Approach EAST Approach



PM Peak Period Route 101 @ Shorncliffe AvenueAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr14:00 3 0 18 21 0 0 0 0 21 94 0 115 0 97 5 102 238 0 0 0 0 141 14:15 3 0 20 23 0 0 0 0 11 98 0 109 0 98 8 106 238 1 0 0 16 137 14:30 1 0 26 27 0 0 0 0 11 95 0 106 1 109 8 118 251 0 2 0 1 154 14:45 2 0 16 18 0 0 0 0 23 107 0 130 0 114 13 127 275 1002 0 0 0 0 166 598 15:00 3 0 42 45 0 0 0 0 29 95 0 124 0 160 10 170 339 1103 0 1 0 4 241 698 15:15 10 0 55 65 0 0 1 1 17 116 0 133 0 147 10 157 356 1221 1 0 0 0 229 790 15:30 5 1 31 37 0 0 1 1 10 117 0 127 0 126 5 131 296 1266 0 0 0 2 173 809 15:45 1 0 32 33 0 0 0 0 13 100 0 113 0 145 8 153 299 1290 1 0 0 0 198 841 16:00 1 0 33 34 0 0 0 0 9 100 0 109 1 125 10 136 279 1230 * 0 0 0 0 177 777 16:15 1 0 28 29 0 0 2 2 13 111 0 124 0 152 7 159 314 1188 * 0 0 0 0 200 748 16:30 4 0 38 42 0 0 0 0 20 108 0 128 1 150 14 165 335 1227 * 0 0 0 0 222 797 16:45 4 0 24 28 0 0 0 0 20 128 0 148 1 182 6 189 365 1293 + 0 1 0 0 232 831 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 38 1 363 402 0 0 4 4 197 1269 0 1466 4 1605 104 1713 3585 3 4 0 23 2270 Avg Hr 13 0 121 134 0 0 1 1 66 423 0 489 1 535 35 571 1195 1 1 0 8


PHF 0.63 n/a 0.81 0.79 n/a n/a 0.25 0.25 0.78 0.87 n/a 0.86 0.75 0.84 0.66 0.86 0.89 n/a 0.25 n/a n/a 0.82


PHF 0.48 0.25 0.73 0.69 n/a n/a 0.50 0.50 0.59 0.91 n/a 0.93 n/a 0.90 0.83 0.90 0.91 0.50 0.25 n/a 0.38 0.82

** Calculated peak hour occurs during the first or last hour of shift and therefore may be invalid. ** N

PM Peak Hour Volumes

133 99 N E0 123 0 10 0

37 732 609 649

3 Route 101

Route 10162

509 447 459 0

0 0 0 2 1 W S

3 2

Shorncliffe

Shorncliffe

Pedestrians ConflictNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume

Pea

k




Period Hourly Averages Route 101 @ Shorncliffe AvenueAll Vehicles Combined

Entire Survey Period 5 Hours

TotalLeft Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Volume N S W E

Total 64 3 444 511 1 1 6 8 387 2352 5 2744 6 2117 163 2286 5549 5 5 0 32 Avg Hr 13 1 89 102 0 0 1 2 77 470 1 549 1 423 33 457 1110 1 1 0 6

AM Peak Period 2 Hours

TotalTotals Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Volume N S W EPeriod 26 2 81 109 1 1 2 4 190 1083 5 1278 2 512 59 573 1964 2 1 0 9 Avg Hr 13 1 41 55 1 1 1 2 95 542 3 639 1 256 30 287 982 1 1 0 5

MD Peak Period Hours

TotalTotals Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Volume N S W ETotal Avg Hr

PM Peak Period 3 Hours

TotalTotals Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Volume N S W ETotal 38 1 363 402 0 0 4 4 197 1269 0 1466 4 1605 104 1713 3585 3 4 0 23 Avg Hr 13 0 121 134 0 0 1 1 66 423 0 489 1 535 35 571 1195 1 1 0 8

Average Hour Volumes

102 Total 89 1 13 AM 41 1 13 MDPM 121 0 13 PM MD AM Total

35 30 33 535 256 423 457

1 1 1 Route 101

Route 10177 95 66

549 470 542 423 1 3 0

Total AM MD PM 0 0 1 PMMD

1 1 1 AM0 0 1 Total

2

Pedestrians

Shorncliffe

Shorncliffe

Shorncliffe Shorncliffe Route 101 Route 101NORTH Approach SOUTH Approach WEST Approach EAST Approach

NORTH Approach SOUTH Approach WEST Approach EAST Approach Pedestrians









Major Route: Shorncliffe AvenueMinor Route: Barnacle StreetMunicipality: SecheltFilename: 2-Shorncliffe@Barnacle-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Barnacle StreetIntersection Type: 3-leg west approachSignalized?: NoWeather: Clear and dry



Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

2


AM 7:00 9:00 2.00

MD


2-Shorncliffe@Barnacle-Apr27,2016.xlsx Page 1 of 6

Survey Data Shorncliffe Avenue @ Barnacle StreetAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E7:00 1 1 2 1 3 4 0 2 2 8 0 1 0 7:15 4 1 5 3 7 10 1 0 1 16 0 0 0 7:30 5 4 9 3 12 15 4 1 5 29 0 0 0 7:45 6 6 12 11 4 15 7 2 9 36 89 0 0 0 8:00 5 13 18 19 13 32 8 2 10 60 141 * 0 0 0 8:15 9 14 23 25 22 47 24 6 30 100 225 * 0 0 0 8:30 17 24 41 26 18 44 29 13 42 127 323 * 0 0 0 8:45 24 38 62 42 28 70 49 20 69 201 488 + 0 1 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 71 101 172 130 107 237 122 46 168 577 0 2 0


Total

14:00 20 2 22 3 26 29 4 3 7 58 1 0 0 14:15 19 7 26 4 16 20 9 5 14 60 1 1 0 14:30 23 8 31 6 11 17 5 6 11 59 0 2 0 14:45 14 11 25 13 27 40 9 3 12 77 254 * 0 0 0 15:00 43 25 68 18 22 40 8 4 12 120 316 * 0 0 0 15:15 36 14 50 5 25 30 62 30 92 172 428 + 0 3 0 15:30 25 10 35 6 10 16 15 11 26 77 446 * 0 3 0 15:45 27 1 28 5 13 18 15 5 20 66 435 0 0 0 16:00 30 7 37 6 12 18 5 2 7 62 377 2 0 0 16:15 27 6 33 3 14 17 5 4 9 59 264 0 0 0 16:30 38 0 38 5 32 37 3 3 6 81 268 0 0 0 16:45 26 8 34 2 23 25 5 1 6 65 267 0 2 1 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 328 99 427 76 231 307 145 77 222 956 4 11 1


Pea

k


Shorncliffe Shorncliffe Barnacle


AM Peak Period Shorncliffe Avenue @ Barnacle StreetAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr7:00 1 1 2 1 3 4 0 2 2 8 0 1 0 5 7:15 4 1 5 3 7 10 1 0 1 16 0 0 0 9 7:30 5 4 9 3 12 15 4 1 5 29 0 0 0 16 7:45 6 6 12 11 4 15 7 2 9 36 89 0 0 0 30 60 8:00 5 13 18 19 13 32 8 2 10 60 141 * 0 0 0 45 100 8:15 9 14 23 25 22 47 24 6 30 100 225 * 0 0 0 72 163 8:30 17 24 41 26 18 44 29 13 42 127 323 * 0 0 0 96 243 8:45 24 38 62 42 28 70 49 20 69 201 488 + 0 1 0 153 366 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 71 101 172 130 107 237 122 46 168 577 0 2 0 424 Avg Hr 36 51 86 65 54 119 61 23 84 289 0 1 0

Peak hour of the intersectionPk Hr 55 89 144 112 81 193 110 41 151 488 * 0 1 0 366 15x4 96 152 248 168 112 280 196 80 276 804 + 0 4 0 612

PHF 0.57 0.59 0.58 0.67 0.72 0.69 0.56 0.51 0.55 0.61 n/a 0.25 n/a 0.60

Peak hour of conflicting volumes for the intersectionPk Hr 55 89 144 112 81 193 110 41 151 488 * 0 1 0 366 15x4 96 152 248 168 112 280 196 80 276 804 + 0 4 0 612

PHF 0.57 0.59 0.58 0.67 0.72 0.69 0.56 0.51 0.55 0.61 n/a 0.25 n/a 0.60


N


144 191 N E0 89 55

201

Barnacle

110 151

41

0 112 81 1 W S

96 193

Shorncliffe

Shorncliffe

Pea



Shorncliffe Shorncliffe BarnacleNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Shorncliffe Avenue @ Barnacle StreetAll Vehicles Combined


TotalAvg Hr


PHF


PHF


N E

Barnacle

W S

Shorncliffe

Shorncliffe

Total Volume

Pea

k Pedestrians ConflictShorncliffe Shorncliffe Barnacle




PM Peak Period Shorncliffe Avenue @ Barnacle StreetAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr14:00 20 2 22 3 26 29 4 3 7 58 1 0 0 30 14:15 19 7 26 4 16 20 9 5 14 60 1 1 0 39 14:30 23 8 31 6 11 17 5 6 11 59 0 2 0 43 14:45 14 11 25 13 27 40 9 3 12 77 254 * 0 0 0 47 159 15:00 43 25 68 18 22 40 8 4 12 120 316 * 0 0 0 94 223 15:15 36 14 50 5 25 30 62 30 92 172 428 + 0 3 0 117 301 15:30 25 10 35 6 10 16 15 11 26 77 446 * 0 3 0 56 314 15:45 27 1 28 5 13 18 15 5 20 66 435 0 0 0 48 315 16:00 30 7 37 6 12 18 5 2 7 62 377 2 0 0 48 269 16:15 27 6 33 3 14 17 5 4 9 59 264 0 0 0 41 193 16:30 38 0 38 5 32 37 3 3 6 81 268 0 0 0 46 183 16:45 26 8 34 2 23 25 5 1 6 65 267 0 2 1 41 176 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 328 99 427 76 231 307 145 77 222 956 4 11 1 648 Avg Hr 109 33 142 25 77 102 48 26 74 319 1 4 0


PHF 0.69 0.60 0.65 0.58 0.78 0.79 0.38 0.40 0.39 0.65 n/a 0.50 n/a 0.53


PHF 0.76 0.50 0.67 0.47 0.70 0.65 0.40 0.42 0.41 0.63 n/a 0.50 n/a 0.53

N


178 178 N E0 60 118

102

Barnacle

94 142

48

0 42 84 6 W S

166 126

Shorncliffe

Shorncliffe


Pea

k




Period Hourly Averages Shorncliffe Avenue @ Barnacle StreetAll Vehicles Combined



Total 399 200 599 206 338 544 267 123 390 1533 4 13 1 Avg Hr 80 40 120 41 68 109 53 25 78 307 1 3 0


TotalTotals Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Volume N S W EPeriod 71 101 172 130 107 237 122 46 168 577 0 2 0 Avg Hr 36 51 86 65 54 119 61 23 84 289 0 1 0




TotalTotals Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Volume N S W ETotal 328 99 427 76 231 307 145 77 222 956 4 11 1 Avg Hr 109 33 142 25 77 102 48 26 74 319 1 4 0


120 Total 40 80 AM 51 36 MDPM 33 109 PM MD AM Total

Barnacle

53 61 48 78

25 23 26

Total AM MD PM 25 77 PMMD

65 54 AM41 68 Total

109

Pedestrians

Shorncliffe

Shorncliffe

Shorncliffe Shorncliffe BarnacleNORTH Approach SOUTH Approach WEST Approach EAST Approach










Major Route: Barnacle StreetMinor Route: Pilot WayMunicipality: SecheltFilename: 3-Barnacle@Pilot-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Barnacle StreetIntersection Type: 3-leg north approachSignalized?: NoWeather: Clear and dry



Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

3


AM 7:00 9:00 2.00

MD


3-Barnacle@Pilot-Apr27,2016.xlsx Page 1 of 6

Survey Data Barnacle Street @ Pilot WayAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E7:00 1 0 1 0 1 1 1 1 2 4 0 0 1 7:15 0 0 0 0 1 1 0 3 3 4 0 0 0 7:30 3 0 3 0 2 2 1 5 6 11 0 0 0 7:45 9 0 9 0 0 0 0 13 13 22 41 0 0 0 8:00 12 1 13 0 0 0 0 29 29 42 79 * 0 0 0 8:15 25 0 25 1 4 5 2 39 41 71 146 * 0 0 0 8:30 41 0 41 0 1 1 0 48 48 90 225 * 0 0 0 8:45 61 0 61 0 2 2 2 80 82 145 348 + 0 1 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 152 1 153 1 11 12 6 218 224 389 0 1 1


Total

14:00 6 1 7 0 1 1 2 3 5 13 0 0 0 14:15 11 2 13 1 2 3 1 10 11 27 0 0 0 14:30 7 1 8 0 4 4 1 13 14 26 0 0 0 14:45 11 0 11 0 1 1 5 17 22 34 100 * 0 1 0 15:00 13 0 13 0 0 0 3 40 43 56 143 * 0 0 0 15:15 92 0 92 0 0 0 1 17 18 110 226 + 0 2 0 15:30 22 0 22 0 3 3 1 16 17 42 242 * 0 1 0 15:45 19 0 19 0 1 1 2 4 6 26 234 0 0 0 16:00 5 0 5 0 2 2 4 9 13 20 198 0 0 0 16:15 8 1 9 0 1 1 2 6 8 18 106 0 0 0 16:30 5 0 5 0 0 0 1 4 5 10 74 0 0 0 16:45 3 1 4 1 3 4 2 8 10 18 66 0 3 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 202 6 208 2 18 20 25 147 172 400 0 7 0


Pea

k


Pilot Barnacle Barnacle


AM Peak Period Barnacle Street @ Pilot WayAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr7:00 1 0 1 0 1 1 1 1 2 4 0 0 1 3 7:15 0 0 0 0 1 1 0 3 3 4 0 0 0 3 7:30 3 0 3 0 2 2 1 5 6 11 0 0 0 9 7:45 9 0 9 0 0 0 0 13 13 22 41 0 0 0 22 37 8:00 12 1 13 0 0 0 0 29 29 42 79 * 0 0 0 41 75 8:15 25 0 25 1 4 5 2 39 41 71 146 * 0 0 0 67 139 8:30 41 0 41 0 1 1 0 48 48 90 225 * 0 0 0 89 219 8:45 61 0 61 0 2 2 2 80 82 145 348 + 0 1 0 143 340 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 152 1 153 1 11 12 6 218 224 389 0 1 1 377 Avg Hr 76 1 77 1 6 6 3 109 112 195 0 1 1


PHF 0.57 0.25 0.57 0.25 0.44 0.40 0.50 0.61 0.61 0.60 n/a 0.25 n/a 0.59


PHF 0.57 0.25 0.57 0.25 0.44 0.40 0.50 0.61 0.61 0.60 n/a 0.25 n/a 0.59


N


140 197 N E0 1 139 0

196 5 4 200

BarnacleBarnacle

1 8 7 146

1 W S

Pilot

Pea



Pilot Barnacle BarnacleNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Barnacle Street @ Pilot WayAll Vehicles Combined


TotalAvg Hr


PHF


PHF


N E

BarnacleBarnacle

W S

Pilot

Total Volume

Pea

k Pedestrians ConflictPilot Barnacle Barnacle




PM Peak Period Barnacle Street @ Pilot WayAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr14:00 6 1 7 0 1 1 2 3 5 13 0 0 0 11 14:15 11 2 13 1 2 3 1 10 11 27 0 0 0 23 14:30 7 1 8 0 4 4 1 13 14 26 0 0 0 21 14:45 11 0 11 0 1 1 5 17 22 34 100 * 0 1 0 33 88 15:00 13 0 13 0 0 0 3 40 43 56 143 * 0 0 0 56 133 15:15 92 0 92 0 0 0 1 17 18 110 226 + 0 2 0 110 220 15:30 22 0 22 0 3 3 1 16 17 42 242 * 0 1 0 39 238 15:45 19 0 19 0 1 1 2 4 6 26 234 0 0 0 25 230 16:00 5 0 5 0 2 2 4 9 13 20 198 0 0 0 18 192 16:15 8 1 9 0 1 1 2 6 8 18 106 0 0 0 16 98 16:30 5 0 5 0 0 0 1 4 5 10 74 0 0 0 10 69 16:45 3 1 4 1 3 4 2 8 10 18 66 0 3 0 14 58 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 202 6 208 2 18 20 25 147 172 400 0 7 0 376 Avg Hr 67 2 69 1 6 7 8 49 57 133 0 2 0


PHF 0.38 n/a 0.38 n/a 0.33 0.33 0.50 0.56 0.58 0.55 n/a 0.50 n/a 0.43


PHF 0.38 n/a 0.38 n/a 0.33 0.33 0.50 0.56 0.58 0.55 n/a 0.50 n/a 0.43

N


138 90 N E0 0 138 0

90 10 10 100

BarnacleBarnacle

0 4 4 142

4 W S

Pilot


Pea

k




Period Hourly Averages Barnacle Street @ Pilot WayAll Vehicles Combined



Total 354 7 361 3 29 32 31 365 396 789 0 8 1 Avg Hr 71 1 72 1 6 6 6 73 79 158 0 2 0


TotalTotals Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Volume N S W EPeriod 152 1 153 1 11 12 6 218 224 389 0 1 1 Avg Hr 76 1 77 1 6 6 3 109 112 195 0 1 1




TotalTotals Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Volume N S W ETotal 202 6 208 2 18 20 25 147 172 400 0 7 0 Avg Hr 67 2 69 1 6 7 8 49 57 133 0 2 0


72 Total 1 71 AM 1 76 MDPM 2 67 PM MD AM Total

49 109 73 8 3 6 79

BarnacleBarnacle

1 1 1 6 6 6 6

Total AM MD PM PMMDAMTotal

Pedestrians

Pilot

Pilot Barnacle BarnacleNORTH Approach SOUTH Approach WEST Approach EAST Approach










Major Route: Cowrie StreetMinor Route: Trail AvenueMunicipality: SecheltFilename: 5-Cowrie@Trail-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Cowrie StreetIntersection Type: 4-legSignalized?: NoWeather: Clear and dry



Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

5


AM 7:00 9:00 2.00

MD


5-Cowrie@Trail-Apr27,2016.xlsx Page 1 of 6

Survey Data Cowrie Street @ Trail AvenueAll Vehicles Combined


Total 31 100 106 237 8 143 48 199 68 90 16 174 31 68 14 113 723 14 30 22 14


Total

14:00 5 27 11 43 3 38 36 77 8 15 4 27 30 14 11 55 202 4 25 4 6 14:15 11 31 18 60 3 35 36 74 8 13 10 31 27 10 7 44 209 2 18 5 3 14:30 11 32 10 53 7 41 28 76 7 14 7 28 32 14 9 55 212 7 23 14 5 14:45 9 36 20 65 5 55 33 93 10 14 5 29 35 16 9 60 247 870 * 8 20 12 13 15:00 11 43 21 75 2 47 27 76 7 27 4 38 24 23 13 60 249 917 * 5 29 9 9 15:15 8 29 15 52 1 44 28 73 36 29 10 75 32 18 12 62 262 970 + 12 33 12 18 15:30 10 29 10 49 2 52 41 95 15 23 7 45 32 19 8 59 248 1006 * 7 30 5 11 15:45 14 38 9 61 1 48 26 75 14 19 3 36 24 11 5 40 212 971 6 29 3 7 16:00 5 37 11 53 2 40 3 45 10 11 3 24 26 15 10 51 173 895 7 13 4 6 16:15 4 31 13 48 2 55 33 90 6 16 1 23 30 9 9 48 209 842 4 26 10 2 16:30 7 31 8 46 3 41 27 71 11 21 4 36 37 7 5 49 202 796 7 8 2 5 16:45 6 22 13 41 1 44 32 77 10 12 6 28 33 23 7 63 209 793 6 10 4 1 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 101 386 159 646 32 540 350 922 142 214 64 420 362 179 105 646 2634 75 264 84 86


Pea

k


Trail Trail Cowrie Cowrie


AM Peak Period Cowrie Street @ Trail AvenueAll Vehicles Combined


Total 31 100 106 237 8 143 48 199 68 90 16 174 31 68 14 113 723 14 30 22 14 372 Avg Hr 16 50 53 119 4 72 24 100 34 45 8 87 16 34 7 57 362 7 15 11 7


PHF 0.63 0.75 0.60 0.66 0.88 0.78 0.82 0.83 0.58 0.60 0.47 0.58 0.38 0.57 0.50 0.51 0.67 0.63 0.64 0.47 0.40 0.62


PHF 0.63 0.75 0.60 0.66 0.88 0.78 0.82 0.83 0.58 0.60 0.47 0.58 0.38 0.57 0.50 0.51 0.67 0.63 0.64 0.47 0.40 0.62


N


181 169 N E

10 87 69 25 8

10 151 57 87

20 Cowrie

Cowrie56

138 67 128 15

15 7 103 36 18 W S

104 146

Trail

Trail

Pea



Trail Trail Cowrie CowrieNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Cowrie Street @ Trail AvenueAll Vehicles Combined


TotalAvg Hr


PHF


PHF


N E

CowrieCowrie

W S

Trail

Trail

Total Volume

Pea

k Pedestrians ConflictTrail Trail Cowrie Cowrie




PM Peak Period Cowrie Street @ Trail AvenueAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr14:00 5 27 11 43 3 38 36 77 8 15 4 27 30 14 11 55 202 4 25 4 6 128 14:15 11 31 18 60 3 35 36 74 8 13 10 31 27 10 7 44 209 2 18 5 3 132 14:30 11 32 10 53 7 41 28 76 7 14 7 28 32 14 9 55 212 7 23 14 5 133 14:45 9 36 20 65 5 55 33 93 10 14 5 29 35 16 9 60 247 870 * 8 20 12 13 151 544 15:00 11 43 21 75 2 47 27 76 7 27 4 38 24 23 13 60 249 917 * 5 29 9 9 140 556 15:15 8 29 15 52 1 44 28 73 36 29 10 75 32 18 12 62 262 970 + 12 33 12 18 151 575 15:30 10 29 10 49 2 52 41 95 15 23 7 45 32 19 8 59 248 1006 * 7 30 5 11 165 607 15:45 14 38 9 61 1 48 26 75 14 19 3 36 24 11 5 40 212 971 6 29 3 7 134 590 16:00 5 37 11 53 2 40 3 45 10 11 3 24 26 15 10 51 173 895 7 13 4 6 90 540 16:15 4 31 13 48 2 55 33 90 6 16 1 23 30 9 9 48 209 842 4 26 10 2 139 528 16:30 7 31 8 46 3 41 27 71 11 21 4 36 37 7 5 49 202 796 7 8 2 5 137 500 16:45 6 22 13 41 1 44 32 77 10 12 6 28 33 23 7 63 209 793 6 10 4 1 133 499 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 101 386 159 646 32 540 350 922 142 214 64 420 362 179 105 646 2634 75 264 84 86 1631 Avg Hr 34 129 53 215 11 180 117 307 47 71 21 140 121 60 35 215 878 25 88 28 29


PHF 0.86 0.80 0.79 0.80 0.50 0.90 0.79 0.89 0.47 0.80 0.65 0.62 0.88 0.83 0.81 0.97 0.96 0.67 0.85 0.79 0.71 0.84


PHF 0.86 0.80 0.79 0.80 0.50 0.90 0.79 0.89 0.47 0.80 0.65 0.62 0.88 0.83 0.81 0.97 0.96 0.67 0.85 0.79 0.71 0.84

N


241 308 N E

32 66 137 38 51

42 152 76 241

123 Cowrie

Cowrie68

187 93 260 26

38 10 198 129 112 W S

286 337

Trail

Trail


Pea

k




Period Hourly Averages Cowrie Street @ Trail AvenueAll Vehicles Combined



Total 132 486 265 883 40 683 398 1121 210 304 80 594 393 247 119 759 3357 89 294 106 100 Avg Hr 26 97 53 177 8 137 80 224 42 61 16 119 79 49 24 152 671 18 59 21 20









35 7 24 60 34 49 152

121 16 79 Cowrie

Cowrie42 34 47

119 61 45 71 16 8 21


4 72 24 AM8 137 80 Total

224

Pedestrians

Trail

Trail

Trail Trail Cowrie CowrieNORTH Approach SOUTH Approach WEST Approach EAST Approach










Major Route: Cowrie StreetMinor Route: Ocean AvenueMunicipality: SecheltFilename: 4-Cowrie@Ocean-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Cowrie StreetIntersection Type: 4-legSignalized?: NoWeather: Clear and dry



Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

4


AM 7:00 9:00 2.00

MD


4-Cowrie@Ocean-Apr27,2016.xlsx Page 1 of 6

Survey Data Cowrie Street @ Ocean AvenueAll Vehicles Combined


Total 11 16 68 95 4 14 11 29 47 162 13 222 27 133 8 168 514 6 21 9 8


Total


Total 43 47 185 275 8 91 88 187 122 283 26 431 72 264 40 376 1269 68 112 66 38


Pea

k


Ocean Rosina Giles Way Cowrie Cowrie


AM Peak Period Cowrie Street @ Ocean AvenueAll Vehicles Combined


Total 11 16 68 95 4 14 11 29 47 162 13 222 27 133 8 168 514 6 21 9 8 290 Avg Hr 6 8 34 48 2 7 6 15 24 81 7 111 14 67 4 84 257 3 11 5 4


PHF 0.50 0.43 0.59 0.64 0.33 0.63 0.63 0.58 0.66 0.59 0.54 0.60 0.52 0.59 0.33 0.60 0.62 0.33 0.71 1.00 0.50 0.56


PHF 0.50 0.43 0.59 0.64 0.33 0.63 0.63 0.58 0.66 0.59 0.54 0.60 0.52 0.59 0.33 0.60 0.62 0.33 0.71 1.00 0.50 0.56


N


72 46 N E4 54 12 6 6

4 173 115 142

23 Cowrie

Cowrie37

187 137 148 13

8 4 5 5 17 W S

48 14

Ocean

Rosina Giles Way

Pea



Ocean Rosina Giles Way Cowrie CowrieNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Cowrie Street @ Ocean AvenueAll Vehicles Combined


TotalAvg Hr


PHF


PHF


N E

CowrieCowrie

W S

Ocean

Rosina Giles Way

Total Volume

Pea

k Pedestrians ConflictOcean Rosina Giles Way Cowrie Cowrie




PM Peak Period Cowrie Street @ Ocean AvenueAll Vehicles Combined


Total 43 47 185 275 8 91 88 187 122 283 26 431 72 264 40 376 1269 68 112 66 38 666 Avg Hr 14 16 62 92 3 30 29 62 41 94 9 144 24 88 13 125 423 23 37 22 13


PHF 0.50 0.79 0.66 0.66 0.25 0.75 0.88 0.83 0.64 0.53 0.50 0.55 0.55 0.64 0.70 0.72 0.78 0.39 0.64 0.86 0.54 0.59


PHF 0.50 0.79 0.66 0.66 0.25 0.75 0.88 0.83 0.64 0.53 0.50 0.55 0.55 0.64 0.70 0.72 0.78 0.39 0.64 0.86 0.54 0.59

N


97 107 N E

37 66 19 12 13

14 183 115 153

24 Cowrie

Cowrie54

204 138 185 12

31 2 39 35 54 W S

55 76

Ocean

Rosina Giles Way


Pea

k




Period Hourly Averages Cowrie Street @ Ocean AvenueAll Vehicles Combined



Total 54 63 253 370 12 105 99 216 169 445 39 653 99 397 48 544 1783 74 133 75 46 Avg Hr 11 13 51 74 2 21 20 43 34 89 8 131 20 79 10 109 357 15 27 15 9









13 4 10 88 67 79 109 24 14 20

CowrieCowrie

34 24 41 131 89 81 94

8 7 9


2 7 6 AM2 21 20 Total

43

Pedestrians

Ocean

Rosina Giles Way

Ocean Rosina Giles Way Cowrie CowrieNORTH Approach SOUTH Approach WEST Approach EAST Approach










Major Route: Ocean AvenueMinor Route: Dolphin StreetMunicipality: SecheltFilename: 6-Ocean@Dolphin-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Dolphin StreetIntersection Type: 4-legSignalized?: NoWeather: Clear and dry



Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

6


AM 7:00 9:00 2.00

MD


6-Ocean@Dolphin-Apr27,2016.xlsx Page 1 of 6

Survey Data Ocean Avenue @ Dolphin StreetAll Vehicles Combined


Total 15 30 0 45 1 34 30 65 1 3 4 8 53 0 14 67 185 3 11 16 14


Total

14:00 2 7 0 9 1 7 7 15 1 0 0 1 4 0 5 9 34 1 1 5 0 14:15 0 12 0 12 0 3 8 11 0 1 0 1 14 1 4 19 43 2 0 3 2 14:30 1 5 0 6 0 9 5 14 0 1 0 1 12 1 5 18 39 * 2 4 6 1 14:45 4 4 0 8 0 14 16 30 0 0 0 0 11 0 6 17 55 171 * 3 0 8 0 15:00 4 11 0 15 0 12 12 24 0 0 0 0 24 0 5 29 68 205 * 1 4 5 1 15:15 3 10 0 13 1 8 22 31 0 1 0 1 20 1 9 30 75 237 + 2 3 9 2 15:30 1 5 0 6 0 8 8 16 0 0 0 0 4 0 2 6 28 226 0 1 7 1 15:45 0 7 0 7 0 8 10 18 0 0 1 1 12 0 5 17 43 214 2 4 6 4 16:00 1 5 0 6 1 8 4 13 0 1 2 3 10 0 5 15 37 183 1 1 6 1 16:15 1 9 0 10 0 10 16 26 0 0 0 0 17 0 4 21 57 165 1 2 11 3 16:30 1 8 0 9 0 11 12 23 0 1 1 2 16 0 6 22 56 193 1 0 7 1 16:45 1 7 0 8 1 10 7 18 0 2 1 3 17 1 7 25 54 204 0 2 9 1 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 19 90 0 109 4 108 127 239 1 7 5 13 161 4 63 228 589 16 22 82 17


Pea

k


Ocean Ocean Dolphin Dolphin


AM Peak Period Ocean Avenue @ Dolphin StreetAll Vehicles Combined


Total 15 30 0 45 1 34 30 65 1 3 4 8 53 0 14 67 185 3 11 16 14 139 Avg Hr 8 15 0 23 1 17 15 33 1 2 2 4 27 0 7 34 93 2 6 8 7


PHF 0.58 0.53 n/a 0.54 n/a 0.75 0.56 0.65 0.25 0.25 0.50 0.50 0.67 n/a 0.83 0.69 0.77 0.25 0.46 0.65 0.60 0.64


PHF 0.58 0.53 n/a 0.54 n/a 0.75 0.56 0.65 0.25 0.25 0.50 0.50 0.67 n/a 0.83 0.69 0.77 0.25 0.46 0.65 0.60 0.64


N


28 35 N E2 0 21 7 12

10 0 0 50

40 Dolphin

Dolphin1

4 1 28 2

13 0 24 20 11 W S

63 44

Ocean

Ocean

Pea



Ocean Ocean Dolphin DolphinNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Ocean Avenue @ Dolphin StreetAll Vehicles Combined


TotalAvg Hr


PHF


PHF


N E

DolphinDolphin

W S

Ocean

Ocean

Total Volume

Pea

k Pedestrians ConflictOcean Ocean Dolphin Dolphin




PM Peak Period Ocean Avenue @ Dolphin StreetAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr14:00 2 7 0 9 1 7 7 15 1 0 0 1 4 0 5 9 34 1 1 5 0 22 14:15 0 12 0 12 0 3 8 11 0 1 0 1 14 1 4 19 43 2 0 3 2 27 14:30 1 5 0 6 0 9 5 14 0 1 0 1 12 1 5 18 39 * 2 4 6 1 28 14:45 4 4 0 8 0 14 16 30 0 0 0 0 11 0 6 17 55 171 * 3 0 8 0 45 122 15:00 4 11 0 15 0 12 12 24 0 0 0 0 24 0 5 29 68 205 * 1 4 5 1 52 152 15:15 3 10 0 13 1 8 22 31 0 1 0 1 20 1 9 30 75 237 + 2 3 9 2 54 179 15:30 1 5 0 6 0 8 8 16 0 0 0 0 4 0 2 6 28 226 0 1 7 1 21 172 15:45 0 7 0 7 0 8 10 18 0 0 1 1 12 0 5 17 43 214 2 4 6 4 31 158 16:00 1 5 0 6 1 8 4 13 0 1 2 3 10 0 5 15 37 183 1 1 6 1 26 132 16:15 1 9 0 10 0 10 16 26 0 0 0 0 17 0 4 21 57 165 1 2 11 3 44 122 16:30 1 8 0 9 0 11 12 23 0 1 1 2 16 0 6 22 56 193 1 0 7 1 42 143 16:45 1 7 0 8 1 10 7 18 0 2 1 3 17 1 7 25 54 204 0 2 9 1 38 150 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 19 90 0 109 4 108 127 239 1 7 5 13 161 4 63 228 589 16 22 82 17 427 Avg Hr 6 30 0 36 1 36 42 80 0 2 2 4 54 1 21 76 196 5 7 27 6


PHF 0.75 0.68 n/a 0.70 0.25 0.77 0.63 0.80 n/a 0.50 n/a 0.50 0.70 0.50 0.69 0.78 0.79 0.67 0.69 0.78 0.50 0.69


PHF 0.75 0.68 n/a 0.70 0.25 0.77 0.63 0.80 n/a 0.50 n/a 0.50 0.70 0.50 0.69 0.78 0.79 0.67 0.69 0.78 0.50 0.69

N


42 68 N E8 0 30 12 4

25 3 2 94

67 Dolphin

Dolphin0

2 2 69 0

28 1 43 55 11 W S

97 99

Ocean

Ocean


Pea

k




Period Hourly Averages Ocean Avenue @ Dolphin StreetAll Vehicles Combined



Total 34 120 0 154 5 142 157 304 2 10 9 21 214 4 77 295 774 19 33 98 31 Avg Hr 7 24 0 31 1 28 31 61 0 2 2 4 43 1 15 59 155 4 7 20 6









21 7 15 1 0 1 59

54 27 43 Dolphin

Dolphin0 1 0

4 2 2 2 2 2 2


1 17 15 AM1 28 31 Total

61

Pedestrians

Ocean

Ocean

Ocean Ocean Dolphin DolphinNORTH Approach SOUTH Approach WEST Approach EAST Approach










Major Route: Trail AvenueMinor Route: Dolphin StreetMunicipality: SecheltFilename: 7-Trail@Dolphin-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Dolphin StreetIntersection Type: 4-legSignalized?: NoWeather: Clear and dry



Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

7


AM 7:00 9:00 2.00

MD


7-Trail@Dolphin-Apr27,2016.xlsx Page 1 of 6

Survey Data Trail Avenue @ Dolphin StreetAll Vehicles Combined


Total 164 194 10 368 5 138 60 203 9 44 4 57 59 61 86 206 834 16 14 9 19


Total


Total 216 386 41 643 11 433 315 759 38 105 12 155 241 178 214 633 2190 35 21 32 55


Pea

k


Trail Trail Dolphin Dolphin


AM Peak Period Trail Avenue @ Dolphin StreetAll Vehicles Combined


Total 164 194 10 368 5 138 60 203 9 44 4 57 59 61 86 206 834 16 14 9 19 518 Avg Hr 82 97 5 184 3 69 30 102 5 22 2 29 30 31 43 103 417 8 7 5 10


PHF 0.79 0.66 0.56 0.77 0.50 0.80 0.69 0.79 0.44 0.69 0.38 0.67 0.53 0.77 0.82 0.69 0.74 0.33 0.50 0.38 0.63 0.77


PHF 0.79 0.66 0.56 0.77 0.50 0.80 0.69 0.79 0.44 0.69 0.38 0.67 0.53 0.77 0.82 0.69 0.74 0.33 0.50 0.38 0.63 0.77


N


254 168 N E8 9 150 95 10

62 54 43 154

49 Dolphin

Dolphin7

32 22 167 3

3 2 99 50 12 W S

202 151

Trail

Trail

Pea



Trail Trail Dolphin DolphinNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Trail Avenue @ Dolphin StreetAll Vehicles Combined


TotalAvg Hr


PHF


PHF


N E

DolphinDolphin

W S

Trail

Trail

Total Volume

Pea

k Pedestrians ConflictTrail Trail Dolphin Dolphin




PM Peak Period Trail Avenue @ Dolphin StreetAll Vehicles Combined


Total 216 386 41 643 11 433 315 759 38 105 12 155 241 178 214 633 2190 35 21 32 55 1394 Avg Hr 72 129 14 214 4 144 105 253 13 35 4 52 80 59 71 211 730 12 7 11 18


PHF 0.79 0.87 0.75 0.83 0.75 0.83 0.82 0.88 0.69 0.63 0.67 0.65 0.75 0.63 0.77 0.73 0.88 0.68 0.33 0.57 0.45 0.78


PHF 0.79 0.87 0.75 0.83 0.75 0.83 0.82 0.88 0.69 0.63 0.67 0.65 0.75 0.63 0.77 0.73 0.88 0.68 0.33 0.57 0.45 0.78

N


237 252 N E

19 12 143 82 27

68 81 66 224

90 Dolphin

Dolphin22

75 45 258 8

16 3 162 131 4 W S

241 296

Trail

Trail


Pea

k




Period Hourly Averages Trail Avenue @ Dolphin StreetAll Vehicles Combined



Total 380 580 51 1011 16 571 375 962 47 149 16 212 300 239 300 839 3024 51 35 41 74 Avg Hr 76 116 10 202 3 114 75 192 9 30 3 42 60 48 60 168 605 10 7 8 15









71 43 60 59 31 48 168 80 30 60

DolphinDolphin

9 5 13 42 30 22 35

3 2 4


3 69 30 AM3 114 75 Total

192

Pedestrians

Trail

Trail

Trail Trail Dolphin DolphinNORTH Approach SOUTH Approach WEST Approach EAST Approach










Major Route: Ocean AvenueMinor Route: Medusa StreetMunicipality: SecheltFilename: 8-Ocean@Medusa-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Medusa StreetIntersection Type: 4-legSignalized?: NoWeather: Clear and dry



Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

8


AM 7:00 9:00 2.00

MD


8-Ocean@Medusa-Apr27,2016.xlsx Page 1 of 6

Survey Data Ocean Avenue @ Medusa StreetAll Vehicles Combined


Total 0 25 1 26 20 20 8 48 0 9 13 22 15 9 2 26 122 0 6 10 1


Total

14:00 0 1 0 1 5 4 4 13 1 4 5 10 3 3 0 6 30 0 3 1 1 14:15 0 5 0 5 3 2 2 7 1 1 4 6 3 3 0 6 24 0 0 0 8 14:30 1 3 0 4 5 5 4 14 0 4 3 7 0 2 0 2 27 * 0 0 0 1 14:45 1 3 0 4 10 7 4 21 0 4 3 7 1 4 0 5 37 118 * 0 0 0 3 15:00 0 5 0 5 3 8 6 17 0 4 6 10 3 1 0 4 36 124 * 0 1 1 0 15:15 0 6 1 7 4 9 4 17 0 6 4 10 3 2 1 6 40 140 + 0 5 6 0 15:30 0 3 1 4 2 3 5 10 0 1 0 1 3 4 0 7 22 135 3 3 4 1 15:45 0 4 1 5 8 3 2 13 0 0 3 3 1 3 0 4 25 123 0 2 1 2 16:00 0 3 0 3 3 4 6 13 0 5 3 8 0 3 0 3 27 114 1 2 2 4 16:15 0 1 0 1 3 10 1 14 1 0 7 8 2 1 1 4 27 101 0 0 3 0 16:30 1 3 0 4 5 9 3 17 0 3 4 7 2 4 0 6 34 113 0 2 5 1 16:45 0 6 0 6 7 7 1 15 0 1 1 2 2 3 1 6 29 117 1 1 6 2 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0

Total 3 43 3 49 58 71 42 171 3 33 43 79 23 33 3 59 358 5 19 29 23


Pea

k


Ocean Ocean Medusa Medusa


AM Peak Period Ocean Avenue @ Medusa StreetAll Vehicles Combined


Total 0 25 1 26 20 20 8 48 0 9 13 22 15 9 2 26 122 0 6 10 1 83 Avg Hr 0 13 1 13 10 10 4 24 0 5 7 11 8 5 1 13 61 0 3 5 1


PHF n/a 0.75 0.25 0.67 0.54 0.54 0.50 0.85 n/a 0.67 0.75 0.71 0.50 0.38 0.25 0.53 0.72 n/a 0.75 0.45 n/a 0.60


PHF n/a 0.75 0.25 0.67 0.54 0.54 0.50 0.85 n/a 0.67 0.75 0.71 0.50 0.38 0.25 0.53 0.72 n/a 0.75 0.45 n/a 0.60


N


16 17 N E0 1 15 0 0

2 17 3 17

12 Medusa

Medusa0

17 8 14 9

9 13 15 6 3 W S

36 34

Ocean

Ocean

Pea



Ocean Ocean Medusa MedusaNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Ocean Avenue @ Medusa StreetAll Vehicles Combined


TotalAvg Hr


PHF


PHF


N E

MedusaMedusa

W S

Ocean

Ocean

Total Volume

Pea

k Pedestrians ConflictOcean Ocean Medusa Medusa




PM Peak Period Ocean Avenue @ Medusa StreetAll Vehicles Combined

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr14:00 0 1 0 1 5 4 4 13 1 4 5 10 3 3 0 6 30 0 3 1 1 20 14:15 0 5 0 5 3 2 2 7 1 1 4 6 3 3 0 6 24 0 0 0 8 16 14:30 1 3 0 4 5 5 4 14 0 4 3 7 0 2 0 2 27 * 0 0 0 1 17 14:45 1 3 0 4 10 7 4 21 0 4 3 7 1 4 0 5 37 118 * 0 0 0 3 21 74 15:00 0 5 0 5 3 8 6 17 0 4 6 10 3 1 0 4 36 124 * 0 1 1 0 27 81 15:15 0 6 1 7 4 9 4 17 0 6 4 10 3 2 1 6 40 140 + 0 5 6 0 26 91 15:30 0 3 1 4 2 3 5 10 0 1 0 1 3 4 0 7 22 135 3 3 4 1 12 86 15:45 0 4 1 5 8 3 2 13 0 0 3 3 1 3 0 4 25 123 0 2 1 2 17 82 16:00 0 3 0 3 3 4 6 13 0 5 3 8 0 3 0 3 27 114 1 2 2 4 18 73 16:15 0 1 0 1 3 10 1 14 1 0 7 8 2 1 1 4 27 101 0 0 3 0 20 67 16:30 1 3 0 4 5 9 3 17 0 3 4 7 2 4 0 6 34 113 0 2 5 1 22 77 16:45 0 6 0 6 7 7 1 15 0 1 1 2 2 3 1 6 29 117 1 1 6 2 17 77 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0 n/a 0 0 0

Total 3 43 3 49 58 71 42 171 3 33 43 79 23 33 3 59 358 5 19 29 23 215 Avg Hr 1 14 1 16 19 24 14 57 1 11 14 26 8 11 1 20 119 2 6 10 8


PHF 0.50 0.71 0.25 0.71 0.55 0.81 0.75 0.82 n/a 0.75 0.67 0.85 0.58 0.56 0.25 0.71 0.88 n/a 0.30 0.29 0.33 0.70


PHF 0.50 0.71 0.25 0.71 0.55 0.81 0.75 0.82 n/a 0.75 0.67 0.85 0.58 0.56 0.25 0.71 0.88 n/a 0.30 0.29 0.33 0.70

N


20 30 N E0 1 17 2 4

1 32 9 17

7 Medusa

Medusa0

34 18 38 16

7 22 29 18 6 W S

40 69

Ocean

Ocean


Pea

k




Period Hourly Averages Ocean Avenue @ Medusa StreetAll Vehicles Combined



Total 3 68 4 75 78 91 50 219 3 42 56 101 38 42 5 85 480 5 25 39 24 Avg Hr 1 14 1 15 16 18 10 44 1 8 11 20 8 8 1 17 96 1 5 8 5









1 1 1 11 5 8 17

8 8 8 Medusa

Medusa1 0 1

20 8 5 11 11 7 14


10 10 4 AM16 18 10 Total

44

Pedestrians

Ocean

Ocean

Ocean Ocean Medusa MedusaNORTH Approach SOUTH Approach WEST Approach EAST Approach










Major Route: Trail AvenueMinor Route: Medusa StreetMunicipality: SecheltFilename: 9-Trail@Medusa-Apr27,2016.xlsxLocation #:

Date:Day-of-week:

East/West Route: Medusa StreetIntersection Type: 4-legSignalized?: NoWeather: Clear and dry



Comments:

PM 14:00 17:00 3.00

Total 7:00 17:00 5.00

9


AM 7:00 9:00 2.00

MD


9-Trail@Medusa-Apr27,2016.xlsx Page 1 of 6

Survey Data Trail Avenue @ Medusa StreetAll Vehicles Combined


Total 10 357 11 378 11 218 5 234 9 1 8 18 3 3 6 12 642 4 7 4 29


Total


Total 15 607 27 649 30 641 19 690 42 9 27 78 7 6 24 37 1454 7 18 16 53


Pea

k


Trail Trail Medusa Medusa


AM Peak Period Trail Avenue @ Medusa StreetAll Vehicles Combined


Total 10 357 11 378 11 218 5 234 9 1 8 18 3 3 6 12 642 4 7 4 29 397 Avg Hr 5 179 6 189 6 109 3 117 5 1 4 9 2 2 3 6 321 2 4 2 15


PHF 0.75 0.79 0.45 0.77 0.38 0.80 0.38 0.83 0.58 0.25 0.50 0.50 0.50 0.25 0.38 0.75 0.79 0.25 n/a 0.50 0.75 0.73


PHF 0.75 0.79 0.45 0.77 0.38 0.80 0.38 0.83 0.58 0.25 0.50 0.50 0.50 0.25 0.38 0.75 0.79 0.25 n/a 0.50 0.75 0.73


N


259 170 N E4 9 244 6 18

3 16 1 6

2 Medusa

Medusa7

14 1 10 6

2 6 160 3 0 W S

252 169

Trail

Trail

Pea



Trail Trail Medusa MedusaNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume


MD Peak Period Trail Avenue @ Medusa StreetAll Vehicles Combined


TotalAvg Hr


PHF


PHF


N E

MedusaMedusa

W S

Trail

Trail

Total Volume

Pea

k Pedestrians ConflictTrail Trail Medusa Medusa




PM Peak Period Trail Avenue @ Medusa StreetAll Vehicles Combined


Total 15 607 27 649 30 641 19 690 42 9 27 78 7 6 24 37 1454 7 18 16 53 747 Avg Hr 5 202 9 216 10 214 6 230 14 3 9 26 2 2 8 12 485 2 6 5 18


PHF 0.50 0.84 0.75 0.87 0.75 0.83 0.45 0.82 0.83 0.38 0.63 0.75 0.75 0.38 0.44 0.81 0.89 0.38 0.39 0.56 0.55 0.76


PHF 0.50 0.84 0.75 0.87 0.75 0.83 0.45 0.82 0.83 0.38 0.63 0.75 0.75 0.38 0.44 0.81 0.89 0.38 0.39 0.56 0.55 0.76

N


241 258 N E6 9 224 8 22

7 24 3 13

3 Medusa

Medusa20

33 3 20 10

9 12 231 9 11 W S

237 252

Trail

Trail


Pea

k




Period Hourly Averages Trail Avenue @ Medusa StreetAll Vehicles Combined



Total 25 964 38 1027 41 859 24 924 51 10 35 96 10 9 30 49 2096 11 25 20 82 Avg Hr 5 193 8 205 8 172 5 185 10 2 7 19 2 2 6 10 419 2 5 4 16









8 3 6 2 2 2 10 2 2 2

MedusaMedusa

10 5 14 19 2 1 3

7 4 9


6 109 3 AM8 172 5 Total

185

Pedestrians

Trail

Trail

Trail Trail Medusa MedusaNORTH Approach SOUTH Approach WEST Approach EAST Approach









Norwest Bay Rd & Hwy 101

Vehicle Classification SummaryProject: #5652: Trail Bay Properties - Traffic Engineering ServicesMunicipality: Sechelt, BCWeather: Cloudy

Passenger Cars

Heavy Vehicles (3 or more axles)

Morning Volume 1,930 19 1,949(07:30 - 09:30) % 99.0% 1.0% 100.0%

Midday Volume 2,001 36 2,037(11:00 - 13:00) % 98.2% 1.8% 100.0%

Afternoon Volume 3,593 27 3,620(14:30 - 17:30) % 99.3% 0.7% 100.0%

Total Volume 7,524 82 7,606(7 Hours) % 98.9% 1.1% 100.0%


Time Period Entering Intersection

Vehicle Classification

Total


Project: #5652: Trail Bay Properties - Traffic Engineering Services Morning Peak PeriodMunicipality: Sechelt, BC

Weather: CloudyVehicle Class: All Motorized Vehicles

Peak Hour Traffic by Movement to

283

139

212 350

446 728

n/a

n/a

NORTH Approach SOUTH Approach WEST Approach EAST Approach PEDESTRIANSleft thru right left thru right left thru right left thru right N S W E

Peak Hour 282 1 0 446 211 139 1 2 0 0PHF 0.88 0.25 0.00 0.83 0.86 0.81 0.25 0.25 0.00 0.00

Peak 15 X 4 320 4 0 536 244 172 4 8 0 0Average Hour 256 1 1 404 180 134 1 2 0 0Survey Total 512 1 1 808 359 268 1 3 0 0

7:30 56 0 0 80 31 22 0 0 0 07:45 69 0 0 91 35 37 0 0 0 08:00 57 0 0 94 42 26 0 0 0 08:15 73 0 0 103 43 32 1 0 0 08:30 73 0 0 103 61 26 0 2 0 08:45 80 0 0 134 58 38 0 0 0 09:00 56 1 0 106 49 43 0 0 0 09:15 48 0 1 97 40 44 0 1 0 0

Hwy 101


Norw

est B

ay R

d

139

211

All Motorized Vehicles

1

9:15 AM8:15 AM

1

1,240

282

976

446

2

1,079

0 0

Time

0.87

0

Total Volumes

1,949

230

189232

251263310255

219


Project: #5652: Trail Bay Properties - Traffic Engineering Services Midday Peak PeriodMunicipality: Sechelt, BC



198

237

316 547

296 488

n/a

n/a


Peak Hour 196 2 4 292 314 233 1 0 0 0PHF 0.77 0.25 0.50 0.89 0.84 0.92 0.25 0.00 0.00 0.00


11:00 44 0 1 118 50 55 0 1 0 011:15 60 0 0 76 60 35 0 0 0 011:30 60 0 1 84 80 42 0 0 0 011:45 53 1 0 69 61 46 0 0 0 012:00 43 0 1 69 71 63 0 0 0 012:15 39 0 0 71 93 61 1 0 0 012:30 50 0 2 70 64 58 0 0 0 012:45 64 2 1 82 86 51 0 0 0 0

1,041

Total Volumes

286

268231

230247264244

2,037

Hwy 101

0 0

Time

292

4


267

Norw

est B

ay R

d

0.911,1441,021

314

0

1


1:00 PM12:00 PM

2 196

233


Project: #5652: Trail Bay Properties - Traffic Engineering Services Afternoon Peak PeriodMunicipality: Sechelt, BC



182

361

504 859

252 428

n/a

n/a


Peak Hour 178 4 2 250 500 359 0 3 2 0PHF 0.91 0.50 0.50 0.89 0.82 0.93 0.00 0.38 0.25 0.00

Peak 15 X 4 196 8 4 280 608 384 0 8 8 0Average Hour 186 3 2 282 438 296 1 3 1 0Survey Total 559 8 5 846 1,315 887 3 9 3 0

14:30 36 0 1 83 83 72 0 0 0 014:45 70 1 0 87 77 63 0 3 1 015:00 50 0 0 84 120 61 0 0 0 015:15 37 0 0 81 136 73 0 1 0 015:30 46 1 0 68 117 51 0 2 0 015:45 55 1 1 62 91 69 2 0 0 016:00 53 1 0 62 87 69 1 0 0 016:15 34 0 1 69 104 70 0 0 0 016:30 49 0 1 57 115 82 0 1 0 016:45 36 2 0 63 99 85 0 0 0 017:00 45 0 0 70 134 96 0 0 0 017:15 48 2 1 60 152 96 0 2 2 0

285345359

278304

275298

327283279272

3,620

Hwy 101

2 0

Time

250

2


315

Norw

est B

ay R

d

0.901,4361,207

Total Volumes

1,293

5:30 PM4:30 PM

4 178

359

3

0


500

Derby Rd & Norwest Bay Rd

Vehicle Classification SummaryProject: #5652: Trail Bay Properties - Traffic Engineering ServicesMunicipality: Sechelt, BCWeather: Sunny

Passenger Cars


Afternoon Volume 1,457 6 1,463(14:30 - 17:30) % 99.6% 0.4% 100.0%

Total Volume 1,457 6 1,463(3 Hours) % 99.6% 0.4% 100.0%

Friday, April 28, 2017



Total

Derby Rd & Norwest Bay Rd


Weather: SunnyVehicle Class: All Motorized Vehicles


32 40272 302

162 177

21 14


Peak Hour 19 11 2 2 10 2 2 156 4 6 268 28 0 0 0 0PHF 0.68 0.69 0.50 0.50 0.83 0.25 0.50 0.81 0.33 0.38 0.71 0.78 0.00 0.00 0.00 0.00

Peak 15 X 4 28 16 4 4 12 8 4 192 12 16 376 36 0 0 0 0Average Hour 19 5 2 3 5 2 3 165 2 4 246 31 1 1 1 0Survey Total 56 16 7 10 15 6 9 496 6 11 739 92 3 2 3 0

14:30 10 1 2 1 1 1 2 28 0 1 52 7 0 0 0 014:45 3 1 1 1 2 1 0 52 0 0 58 11 2 0 3 015:00 4 1 0 1 1 1 0 51 0 0 52 6 0 0 0 015:15 7 1 1 0 0 0 0 42 2 1 67 11 1 0 0 015:30 4 0 0 1 1 0 3 50 0 0 57 7 0 2 0 015:45 4 1 1 1 0 1 1 45 0 0 66 5 0 0 0 016:00 5 0 0 1 0 0 1 35 0 3 61 9 0 0 0 016:15 0 0 0 2 0 0 0 37 0 0 58 8 0 0 0 016:30 3 3 1 1 2 2 1 34 0 1 67 7 0 0 0 016:45 3 4 0 0 3 0 0 39 3 1 55 3 0 0 0 017:00 6 3 1 1 2 0 0 48 0 0 94 9 0 0 0 017:15 7 1 0 0 3 0 1 35 1 4 52 9 0 0 0 0

115

111164113

Total Volumes

2

2 10

105122

106130

132123125

2

268

6

1,463

Norwest Bay Rd

0 0

Time

4

156

28


117

0.78656487

Derb

y Rd

0

0


510

5:30 PM4:30 PM

112 19

Clayton Ave & Cowrie St

Vehicle Classification SummaryProject: #5652: Trail Bay Properties - Traffic Engineering ServicesMunicipality: Sechelt, BCWeather: Sunny

Passenger Cars


Afternoon Volume 111 0 111(14:30 - 17:30) % 100.0% 0.0% 100.0%

Total Volume 111 0 111(3 Hours) % 100.0% 0.0% 100.0%




Total

Clayton Ave & Cowrie St


Weather: SunnyVehicle Class: All Motorized Vehicles


7 718 22

15 19

n/a

n/a


Peak Hour 5 2 1 14 16 6 4 0 0 0PHF 0.63 0.25 0.25 0.88 0.67 0.50 0.33 0.00 0.00 0.00


14:30 0 2 0 6 2 1 0 0 0 014:45 1 0 0 3 2 2 0 0 0 015:00 2 2 1 4 2 1 0 0 0 015:15 1 0 0 3 5 2 3 0 0 015:30 2 0 0 3 3 0 0 0 0 015:45 0 0 0 4 6 3 1 0 0 016:00 1 0 0 4 2 1 0 0 0 016:15 1 1 0 4 3 1 1 0 1 016:30 1 0 0 0 3 0 1 0 0 016:45 0 0 0 3 2 2 0 0 0 017:00 1 1 1 2 4 0 0 1 0 017:15 1 1 1 1 5 1 0 0 0 0

8

7910

Total Volumes

1

104

118

11813

16

111

Cowrie St

0 0

Time

14

6


12

Clay

ton

Ave

0.855237

0

4


44

4:00 PM3:00 PM

2 5


Major Route: Derby RoadMinor Route: Baillie RoadMunicipality: SecheltFilename: [email protected] #: 5

Date:Day-of-week:

East/West Route: Baillie RoadIntersection Type: Four approach intersectionSignalized?: NoWeather: Rain and wet


Note: duration: decimal hoursstart time: 24 hr clock (15 min increments)

Notes: North Approach - southbound vehicles approaching intersection from the north15x4 - 15 min volume (from maximum 15 minute period of movement/approach in peak hour period [*]) x 4Pedestrians - N indicates pedestrians crossing north approach (east/west)

Comments:

June 12, 2012Tuesday

Shift Start Duration End

AM 7:00 2.00 9:00

PM 15:00 3.00 18:00

Total 5.00

[email protected] Page 1 of 5

Survey Data Location: Derby Road @ Baillie Road This data is for All Vehicles CombinedDate:

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E

7:00 0 1 0 1 2 0 0 2 0 0 6 6 0 0 0 0 9 0 0 0 07:15 0 2 0 2 0 1 0 1 0 1 3 4 0 0 0 0 7 0 0 0 07:30 0 0 0 0 1 0 0 1 0 0 2 2 1 0 0 1 4 0 0 0 07:45 0 2 0 2 1 0 0 1 0 1 5 6 0 0 0 0 9 29 0 0 0 08:00 0 0 0 0 3 1 0 4 0 0 6 6 1 0 0 1 11 31 * 0 0 0 08:15 0 1 0 1 1 2 0 3 0 0 8 8 0 1 0 1 13 37 + 0 0 0 08:30 1 2 0 3 1 0 0 1 0 1 7 8 1 0 0 1 13 46 * 0 0 1 08:45 0 1 0 1 3 2 1 6 0 0 4 4 2 0 0 2 13 50 * 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 1 9 0 10 12 6 1 19 0 3 41 44 5 1 0 6 79 0 0 1 0

n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:00 0 2 0 2 9 4 2 15 0 0 4 4 0 0 0 0 21 + 0 0 0 015:15 0 1 0 1 9 3 0 12 0 1 2 3 0 0 0 0 16 * 0 0 0 015:30 0 1 0 1 4 2 0 6 0 1 5 6 0 1 1 2 15 * 0 0 0 015:45 0 3 0 3 4 1 0 5 0 0 3 3 1 0 0 1 12 64 * 0 0 0 016:00 0 5 0 5 4 3 0 7 0 0 0 0 0 0 1 1 13 56 0 0 0 016:15 0 0 0 0 3 3 1 7 0 0 4 4 0 0 0 0 11 51 0 0 0 016:30 0 0 0 0 5 1 1 7 0 0 1 1 0 0 0 0 8 44 0 0 0 016:45 0 1 0 1 5 1 1 7 0 1 2 3 0 1 1 2 13 45 0 0 0 017:00 0 1 0 1 1 3 0 4 0 0 3 3 0 1 0 1 9 41 0 2 0 017:15 0 1 0 1 7 3 1 11 0 0 4 4 0 0 0 0 16 46 0 0 0 117:30 0 1 0 1 8 0 0 8 0 0 1 1 0 0 0 0 10 48 0 0 0 017:45 0 0 1 1 4 2 1 7 0 1 2 3 0 0 0 0 11 46 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 16 1 17 63 26 7 96 0 4 31 35 1 3 3 7 155 0 2 0 1

Tuesday, June 12, 2012

Derby Derby Baillie BailliePedestriansNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume

Peak


AM Peak Period Location: Derby Road @ Baillie Road This data is for All Vehicles CombinedDate:

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr

7:00 0 1 0 1 2 0 0 2 0 0 6 6 0 0 0 0 9 0 0 0 0 97:15 0 2 0 2 0 1 0 1 0 1 3 4 0 0 0 0 7 0 0 0 0 67:30 0 0 0 0 1 0 0 1 0 0 2 2 1 0 0 1 4 0 0 0 0 47:45 0 2 0 2 1 0 0 1 0 1 5 6 0 0 0 0 9 29 0 0 0 0 9 288:00 0 0 0 0 3 1 0 4 0 0 6 6 1 0 0 1 11 31 * 0 0 0 0 10 298:15 0 1 0 1 1 2 0 3 0 0 8 8 0 1 0 1 13 37 + 0 0 0 0 10 338:30 1 2 0 3 1 0 0 1 0 1 7 8 1 0 0 1 13 46 * 0 0 1 0 12 418:45 0 1 0 1 3 2 1 6 0 0 4 4 2 0 0 2 13 50 * 0 0 0 0 10 42n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 1 9 0 10 12 6 1 19 0 3 41 44 5 1 0 6 79 0 0 1 0 70Avg Hr 1 5 0 5 6 3 1 10 0 2 21 22 3 1 0 3 40 0 0 1 0 n/a

Peak hour of the intersectionPk Hr 1 4 0 5 8 5 1 14 0 1 25 26 4 1 0 5 50 * 0 0 1 0 4215x4 4 8 0 12 12 8 4 24 0 4 32 32 8 4 0 8 52 + 0 0 4 0 64PHF 0.25 0.50 n/a 0.42 0.67 0.63 0.25 0.58 n/a 0.25 0.78 0.81 0.50 0.25 n/a 0.63 0.96 n/a n/a 0.25 n/a 0.66

Peak hour of conflicting volumes for the intersectionPk Hr 1 4 0 5 8 5 1 14 0 1 25 26 4 1 0 5 50 * 0 0 1 0 4215x4 4 8 0 12 12 8 4 24 0 4 32 32 8 4 0 8 52 + 0 0 4 0 64PHF 0.25 0.50 n/a 0.42 0.67 0.63 0.25 0.58 n/a 0.25 0.78 0.81 0.50 0.25 n/a 0.63 0.96 n/a n/a 0.25 n/a 0.66


N


5 5N E

Baillie 0 0 4 1 0

0<--- 9 1 5 <---

4

0---> 26 1 3 --->

25

1 8 5 1 0 BaillieW S

33 14


ConflictDerby Derby Baillie Baillie


Derby

Derby

Total Volume

Peak Pedestrians


PM Peak Period Location: Derby Road @ Baillie Road This data is for All Vehicles CombinedDate:

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr15:00 0 2 0 2 9 4 2 15 0 0 4 4 0 0 0 0 21 + 0 0 0 0 1515:15 0 1 0 1 9 3 0 12 0 1 2 3 0 0 0 0 16 * 0 0 0 0 1315:30 0 1 0 1 4 2 0 6 0 1 5 6 0 1 1 2 15 * 0 0 0 0 1115:45 0 3 0 3 4 1 0 5 0 0 3 3 1 0 0 1 12 64 * 0 0 0 0 11 5016:00 0 5 0 5 4 3 0 7 0 0 0 0 0 0 1 1 13 56 0 0 0 0 10 4516:15 0 0 0 0 3 3 1 7 0 0 4 4 0 0 0 0 11 51 0 0 0 0 8 4016:30 0 0 0 0 5 1 1 7 0 0 1 1 0 0 0 0 8 44 0 0 0 0 6 3516:45 0 1 0 1 5 1 1 7 0 1 2 3 0 1 1 2 13 45 0 0 0 0 9 3317:00 0 1 0 1 1 3 0 4 0 0 3 3 0 1 0 1 9 41 0 2 0 0 6 2917:15 0 1 0 1 7 3 1 11 0 0 4 4 0 0 0 0 16 46 0 0 0 1 12 3317:30 0 1 0 1 8 0 0 8 0 0 1 1 0 0 0 0 10 48 0 0 0 0 10 3717:45 0 0 1 1 4 2 1 7 0 1 2 3 0 0 0 0 11 46 0 0 0 0 8 36n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 16 1 17 63 26 7 96 0 4 31 35 1 3 3 7 155 0 2 0 1 116Avg Hr 0 5 0 6 21 9 2 32 0 1 10 12 0 1 1 2 52 0 1 0 0 n/a

Peak hour of the intersectionPk Hr 0 7 0 7 26 10 2 38 0 2 14 16 1 1 1 3 64 * 0 0 0 0 5015x4 0 12 0 12 36 16 8 60 0 4 20 24 4 4 4 8 84 + 0 0 0 0 76

PHF n/a 0.58 n/a 0.58 0.72 0.63 0.25 0.63 n/a 0.50 0.70 0.67 0.25 0.25 0.25 0.38 0.76 n/a n/a n/a n/a 0.66

Peak hour of conflicting volumes for the intersectionPk Hr 0 7 0 7 26 10 2 38 0 2 14 16 1 1 1 3 64 * 0 0 0 0 5015x4 0 12 0 12 36 16 8 60 0 4 20 24 4 4 4 8 84 + 0 0 0 0 76PHF n/a 0.58 n/a 0.58 0.72 0.63 0.25 0.63 n/a 0.50 0.70 0.67 0.25 0.25 0.25 0.38 0.76 n/a n/a n/a n/a 0.66



7 11N E

Baillie 0 0 7 0 0

1<--- 27 1 3 <---

1

0---> 16 2 4 --->

14

0 26 10 2 0 BaillieW S

22 38

Conflict


Derby Derby Baillie BaillieNORTH Approach SOUTH Approach WEST Approach EAST Approach

Derby

Derby

Total Volume Pedestrians


Average Hour Location: Derby Road @ Baillie Road This data is for All Vehicles CombinedDate:


Total 1 25 1 27 75 32 8 115 0 7 72 79 6 4 3 13 234 0 2 1 1Hours 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5Avg Hr 0 5 0 5 15 6 2 23 0 1 14 16 1 1 1 3 47 0 0 0 0


Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Hours 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Avg Hr n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a



5Total 0 5 0AM 0 5 1Noon n/a n/a n/aPM 0 5 0 PM Noon AM Total

1 n/a 0 1Baillie <--- 1 n/a 1 1 3

0 n/a 3 1

0 0 n/a 016 1 2 n/a 1 ---> Baillie

14 21 n/a 10

Total AM Noon PM 21 9 2 PMn/a n/a n/a Noon

6 3 1 AM15 6 2 Total

23

Pedestrians


Derby Derby Baillie BaillieNORTH Approach SOUTH Approach WEST Approach EAST Approach

Derby

Survey

AM Period

Noon Period

PM Period

Derby



Major Route: Trail AvenueMinor Route: Neptune StreetMunicipality: SecheltFilename: [email protected] #: 7

Date:Day-of-week:

East/West Route: Neptune StreetIntersection Type: Three approach intersection - West TeeSignalized?: NoWeather: Rain and wet




Comments:



AM 7:00 2.00 9:00

0.00

PM 15:00 3.00 18:00

Total 5.00


Survey Data Location: Trail Avenue @ Neptune Street This data is for All Vehicles CombinedDate:


7:00 0 22 0 22 0 8 0 8 0 0 0 0 0 0 0 0 30 0 0 0 07:15 0 32 0 32 0 17 0 17 0 0 0 0 0 0 0 0 49 0 0 0 07:30 0 26 0 26 0 20 0 20 0 0 0 0 0 0 0 0 46 0 0 0 07:45 0 50 0 50 0 26 0 26 0 0 0 0 0 0 0 0 76 201 1 0 0 08:00 0 34 0 34 0 41 0 41 1 0 0 1 0 0 0 0 76 247 * 0 1 0 08:15 0 51 1 52 0 48 0 48 0 0 0 0 0 0 0 0 100 298 * 0 0 0 08:30 0 56 0 56 0 35 0 35 1 0 0 1 0 0 0 0 92 344 * 0 0 0 08:45 0 83 0 83 0 29 0 29 0 0 0 0 0 0 0 0 112 380 + 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 354 1 355 0 224 0 224 2 0 0 2 0 0 0 0 581 1 1 0 0


Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:00 0 47 1 48 1 57 0 58 0 0 1 1 0 0 0 0 107 * 0 1 0 015:15 0 37 1 38 1 77 0 78 0 0 0 0 0 0 0 0 116 + 1 1 1 015:30 0 38 1 39 1 65 0 66 1 0 1 2 0 0 0 0 107 * 0 1 2 015:45 0 46 0 46 0 48 0 48 0 0 2 2 0 0 0 0 96 426 * 0 2 2 016:00 0 45 0 45 0 44 0 44 0 0 1 1 0 0 0 0 90 409 0 0 0 016:15 0 39 0 39 2 44 0 46 0 0 1 1 0 0 0 0 86 379 0 0 0 016:30 0 29 0 29 0 39 0 39 0 0 0 0 0 0 0 0 68 340 0 0 0 016:45 0 33 2 35 0 51 0 51 0 0 0 0 0 0 0 0 86 330 0 0 0 017:00 0 41 1 42 0 62 0 62 1 0 1 2 0 0 0 0 106 346 0 0 0 017:15 0 33 1 34 0 60 0 60 1 0 0 1 0 0 0 0 95 355 0 0 0 017:30 0 27 0 27 1 59 0 60 0 0 1 1 0 0 0 0 88 375 0 0 0 017:45 0 22 0 22 1 49 0 50 0 0 0 0 0 0 0 0 72 361 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 437 7 444 7 655 0 662 3 0 8 11 0 0 0 0 1117 1 5 5 0


Trail Trail NeptunePedestriansNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume

Peak


AM Peak Period Location: Trail Avenue @ Neptune Street This data is for All Vehicles CombinedDate:


7:00 0 22 0 22 0 8 0 8 0 0 0 0 0 0 0 0 30 0 0 0 0 227:15 0 32 0 32 0 17 0 17 0 0 0 0 0 0 0 0 49 0 0 0 0 327:30 0 26 0 26 0 20 0 20 0 0 0 0 0 0 0 0 46 0 0 0 0 267:45 0 50 0 50 0 26 0 26 0 0 0 0 0 0 0 0 76 201 1 0 0 0 50 1308:00 0 34 0 34 0 41 0 41 1 0 0 1 0 0 0 0 76 247 * 0 1 0 0 42 1508:15 0 51 1 52 0 48 0 48 0 0 0 0 0 0 0 0 100 298 * 0 0 0 0 52 1708:30 0 56 0 56 0 35 0 35 1 0 0 1 0 0 0 0 92 344 * 0 0 0 0 57 2018:45 0 83 0 83 0 29 0 29 0 0 0 0 0 0 0 0 112 380 + 0 0 0 0 83 234n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 354 1 355 0 224 0 224 2 0 0 2 0 0 0 0 581 1 1 0 0 357Avg Hr 0 177 1 178 0 112 0 112 1 0 0 1 0 0 0 0 291 1 1 0 0 n/a

Peak hour of the intersectionPk Hr 0 224 1 225 0 153 0 153 2 0 0 2 0 0 0 0 380 * 0 1 0 0 22715x4 0 332 4 332 0 192 0 192 4 0 0 4 0 0 0 0 448 + 0 4 0 0 340PHF n/a 0.67 0.25 0.68 n/a 0.80 n/a 0.80 0.50 n/a n/a 0.50 n/a n/a n/a n/a 0.85 n/a 0.25 n/a n/a 0.67

Peak hour of conflicting volumes for the intersectionPk Hr 0 224 1 225 0 153 0 153 2 0 0 2 0 0 0 0 380 * 0 1 0 0 22715x4 0 332 4 332 0 192 0 192 4 0 0 4 0 0 0 0 448 + 0 4 0 0 340PHF n/a 0.67 0.25 0.68 n/a 0.80 n/a 0.80 0.50 n/a n/a 0.50 n/a n/a n/a n/a 0.85 n/a 0.25 n/a n/a 0.67


N


225 155N E

Neptune 0 1 224 0 0

0<--- 1 0 0 <---

0

2---> 2 0 0 --->

0

0 0 153 0 1W S

224 153


ConflictTrail Trail Neptune


Trail

Trail

Total Volume

Peak Pedestrians


Peak Period Location: Trail Avenue @ Neptune Street This data is for All Vehicles CombinedDate:


n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Avg Hr n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a


PHF n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

Peak hour of conflicting volumes for the intersectionPk Hr 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 * 0 0 0 0 015x4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 + 0 0 0 0 0PHF n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a


N

Noon Peak Hour Volumes

0 0N E

Neptune 0 0 0 0 0

0<--- 0 0 0 <---

0

0---> 0 0 0 --->

0

0 0 0 0 0W S

0 0


Trail Trail NeptuneNORTH Approach SOUTH Approach WEST Approach EAST Approach

Trail

Trail

Total Volume

Peak Pedestrians Conflict


PM Peak Period Location: Trail Avenue @ Neptune Street This data is for All Vehicles CombinedDate:

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr15:00 0 47 1 48 1 57 0 58 0 0 1 1 0 0 0 0 107 * 0 1 0 0 5815:15 0 37 1 38 1 77 0 78 0 0 0 0 0 0 0 0 116 + 1 1 1 0 7715:30 0 38 1 39 1 65 0 66 1 0 1 2 0 0 0 0 107 * 0 1 2 0 6615:45 0 46 0 46 0 48 0 48 0 0 2 2 0 0 0 0 96 426 * 0 2 2 0 50 25116:00 0 45 0 45 0 44 0 44 0 0 1 1 0 0 0 0 90 409 0 0 0 0 46 23916:15 0 39 0 39 2 44 0 46 0 0 1 1 0 0 0 0 86 379 0 0 0 0 45 20716:30 0 29 0 29 0 39 0 39 0 0 0 0 0 0 0 0 68 340 0 0 0 0 39 18016:45 0 33 2 35 0 51 0 51 0 0 0 0 0 0 0 0 86 330 0 0 0 0 51 18117:00 0 41 1 42 0 62 0 62 1 0 1 2 0 0 0 0 106 346 0 0 0 0 63 19817:15 0 33 1 34 0 60 0 60 1 0 0 1 0 0 0 0 95 355 0 0 0 0 61 21417:30 0 27 0 27 1 59 0 60 0 0 1 1 0 0 0 0 88 375 0 0 0 0 60 23517:45 0 22 0 22 1 49 0 50 0 0 0 0 0 0 0 0 72 361 0 0 0 0 49 233n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 437 7 444 7 655 0 662 3 0 8 11 0 0 0 0 1117 1 5 5 0 663Avg Hr 0 146 2 148 2 218 0 221 1 0 3 4 0 0 0 0 372 0 2 2 0 n/a


PHF n/a 0.89 0.75 0.89 0.75 0.80 n/a 0.80 0.25 n/a 0.50 0.63 n/a n/a n/a n/a 0.92 0.25 0.63 0.63 n/a 0.79

Peak hour of conflicting volumes for the intersectionPk Hr 0 168 3 171 3 247 0 250 1 0 4 5 0 0 0 0 426 * 1 5 5 0 25115x4 0 188 4 192 4 308 0 312 4 0 8 8 0 0 0 0 464 + 4 8 8 0 316PHF n/a 0.89 0.75 0.89 0.75 0.80 n/a 0.80 0.25 n/a 0.50 0.63 n/a n/a n/a n/a 0.92 0.25 0.63 0.63 n/a 0.79



171 248N E

Neptune 1 3 168 0 0

0<--- 6 0 0 <---

0

1---> 5 0 0 --->

4

5 3 247 0 5W S

172 250

Conflict



Trail

Trail



Average Hour Location: Trail Avenue @ Neptune Street This data is for All Vehicles CombinedDate:








0 n/a 0 0Neptune <--- 0 n/a 0 0 0

0 n/a 0 0

1 1 n/a 13 0 0 n/a 0 --->

2 0 n/a 3


0 112 0 AM1 176 0 Total

177

Pedestrians



Trail

Survey

AM Period

Noon Period

PM Period

Trail



Major Route: Teredo StreetMinor Route: Trail AvenueMunicipality: SecheltFilename: [email protected] #: 9

Date:Day-of-week:

East/West Route: Teredo StreetIntersection Type: Four approach intersectionSignalized?: NoWeather: Rain and wet




Comments:



AM 7:00 2.00 9:00

PM 15:00 3.00 18:00

Total 5.00


Survey Data Location: Teredo Street @ Trail Avenue This data is for All Vehicles CombinedDate:



Total 17 6 60 83 5 1 14 20 193 768 7 968 14 386 42 442 1513 4 7 0 9


Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:00 18 0 20 38 1 0 3 4 33 95 0 128 5 75 29 109 279 * 0 0 0 215:15 18 1 18 37 0 0 2 2 29 86 3 118 2 81 54 137 294 + 4 0 0 115:30 17 0 22 39 0 0 1 1 22 69 0 91 1 102 37 140 271 * 0 0 0 515:45 12 2 15 29 0 0 0 0 26 61 1 88 1 94 30 125 242 1086 * 0 0 0 116:00 11 1 9 21 3 0 1 4 17 55 0 72 0 91 26 117 214 1021 0 5 0 316:15 9 0 18 27 0 0 1 1 25 64 1 90 4 87 20 111 229 956 0 0 0 216:30 4 2 16 22 1 2 2 5 27 66 1 94 4 103 20 127 248 933 4 0 0 216:45 10 2 21 33 0 1 3 4 19 68 2 89 2 99 20 121 247 938 0 2 2 217:00 8 0 25 33 0 1 0 1 19 76 2 97 0 139 31 170 301 1025 4 0 0 217:15 7 2 28 37 1 1 0 2 20 58 1 79 3 130 27 160 278 1074 3 0 0 217:30 8 1 16 25 0 0 0 0 16 49 0 65 1 84 17 102 192 1018 0 0 1 117:45 7 3 12 22 1 2 2 5 27 61 1 89 3 91 11 105 221 992 0 0 0 3n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 129 14 220 363 7 7 15 29 280 808 12 1100 26 1176 322 1524 3016 15 7 3 26


Trail Trail Teredo TeredoPedestriansNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume

Peak


AM Peak Period Location: Teredo Street @ Trail Avenue This data is for All Vehicles CombinedDate:



Total 17 6 60 83 5 1 14 20 193 768 7 968 14 386 42 442 1513 4 7 0 9 860Avg Hr 9 3 30 42 3 1 7 10 97 384 4 484 7 193 21 221 757 2 4 0 5 n/a

Peak hour of the intersectionPk Hr 10 1 45 56 2 0 5 7 130 369 4 503 4 229 33 266 832 * 1 0 0 4 44015x4 12 4 60 76 8 0 8 12 164 448 8 612 8 300 52 360 1060 + 4 0 0 8 588PHF 0.83 0.25 0.75 0.74 0.25 n/a 0.63 0.58 0.79 0.82 0.50 0.82 0.50 0.76 0.63 0.74 0.78 0.25 n/a n/a 0.50 0.75

Peak hour of conflicting volumes for the intersectionPk Hr 10 1 45 56 2 0 5 7 130 369 4 503 4 229 33 266 832 * 1 0 0 4 44015x4 12 4 60 76 8 0 8 12 164 448 8 612 8 300 52 360 1060 + 4 0 0 8 588PHF 0.83 0.25 0.75 0.74 0.25 n/a 0.63 0.58 0.79 0.82 0.50 0.82 0.50 0.76 0.63 0.74 0.78 0.25 n/a n/a 0.50 0.75


N


56 163N E

Teredo 1 45 1 10 4

33<--- 276 229 266 <---

4

130---> 503 369 384 --->

4

0 2 0 5 0 TeredoW S

9 7


ConflictTrail Trail Teredo Teredo


Trail

Trail

Total Volume

Peak Pedestrians


PM Peak Period Location: Teredo Street @ Trail Avenue This data is for All Vehicles CombinedDate:

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr15:00 18 0 20 38 1 0 3 4 33 95 0 128 5 75 29 109 279 * 0 0 0 2 15815:15 18 1 18 37 0 0 2 2 29 86 3 118 2 81 54 137 294 + 4 0 0 1 18415:30 17 0 22 39 0 0 1 1 22 69 0 91 1 102 37 140 271 * 0 0 0 5 18315:45 12 2 15 29 0 0 0 0 26 61 1 88 1 94 30 125 242 1086 * 0 0 0 1 167 69216:00 11 1 9 21 3 0 1 4 17 55 0 72 0 91 26 117 214 1021 0 5 0 3 147 68116:15 9 0 18 27 0 0 1 1 25 64 1 90 4 87 20 111 229 956 0 0 0 2 150 64716:30 4 2 16 22 1 2 2 5 27 66 1 94 4 103 20 127 248 933 4 0 0 2 169 63316:45 10 2 21 33 0 1 3 4 19 68 2 89 2 99 20 121 247 938 0 2 2 2 161 62717:00 8 0 25 33 0 1 0 1 19 76 2 97 0 139 31 170 301 1025 4 0 0 2 214 69417:15 7 2 28 37 1 1 0 2 20 58 1 79 3 130 27 160 278 1074 3 0 0 2 208 75217:30 8 1 16 25 0 0 0 0 16 49 0 65 1 84 17 102 192 1018 0 0 1 1 134 71717:45 7 3 12 22 1 2 2 5 27 61 1 89 3 91 11 105 221 992 0 0 0 3 145 701n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 129 14 220 363 7 7 15 29 280 808 12 1100 26 1176 322 1524 3016 15 7 3 26 2019Avg Hr 43 5 73 121 2 2 5 10 93 269 4 367 9 392 107 508 1005 5 2 1 9 n/a


PHF 0.90 0.38 0.85 0.92 0.25 n/a 0.50 0.44 0.83 0.82 0.33 0.83 0.45 0.86 0.69 0.91 0.92 0.25 n/a n/a 0.45 0.81

Peak hour of conflicting volumes for the intersectionPk Hr 29 6 90 125 2 5 5 12 85 268 6 359 9 471 98 578 1074 * 11 2 2 8 75215x4 40 8 112 148 4 8 12 20 108 304 8 388 16 556 124 680 1204 + 16 8 8 8 912PHF 0.73 0.75 0.80 0.84 0.50 0.63 0.42 0.60 0.79 0.88 0.75 0.93 0.56 0.85 0.79 0.85 0.89 0.69 0.25 0.25 1.00 0.82



143 260N E

Teredo 4 75 3 65 9

150<--- 428 352 511 <---

9

110---> 425 311 382 --->

4

0 1 0 6 0 TeredoW S

16 7

Conflict


Trail Trail Teredo TeredoNORTH Approach SOUTH Approach WEST Approach EAST Approach

Trail

Trail



Average Hour Location: Teredo Street @ Trail Avenue This data is for All Vehicles CombinedDate:








107 n/a 21 73Teredo <--- 392 n/a 193 312 393

9 n/a 7 8

95 97 n/a 93414 315 384 n/a 269 ---> Teredo

4 4 n/a 4


3 1 7 AM2 2 6 Total

10

Pedestrians


Trail Trail Teredo TeredoNORTH Approach SOUTH Approach WEST Approach EAST Approach

Trail

Survey

AM Period

Noon Period

PM Period

Trail



Major Route: Norwest Bay RoadMinor Route: Derby RoadMunicipality: SecheltFilename: [email protected] #: 4

Date:Day-of-week:

East/West Route: Norwest Bay RoadIntersection Type: Four approach intersectionSignalized?: NoWeather: Rain and wet




Comments:



AM 7:00 2.00 9:00

PM 15:00 3.00 18:00

Total 5.00


Survey Data Location: Norwest Bay Road @ Derby Road This data is for All Vehicles CombinedDate:



Total 46 7 3 56 8 2 3 13 2 416 4 422 3 142 15 160 651 1 4 1 0


Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:00 4 1 1 6 2 1 0 3 4 58 5 67 0 41 9 50 126 0 0 0 015:15 3 0 0 3 1 2 1 4 3 49 0 52 2 53 7 62 121 0 2 0 015:30 5 0 1 6 0 0 1 1 0 37 1 38 2 55 6 63 108 0 0 0 015:45 4 0 3 7 0 0 0 0 0 22 0 22 0 62 5 67 96 451 0 0 0 016:00 3 2 0 5 0 1 0 1 1 32 1 34 0 45 5 50 90 415 0 0 0 016:15 3 0 1 4 2 0 0 2 2 39 0 41 1 59 5 65 112 406 0 0 0 016:30 2 1 0 3 0 2 1 3 0 30 0 30 0 58 5 63 99 397 0 0 0 016:45 2 1 0 3 3 1 2 6 0 29 0 29 0 87 6 93 131 432 + 0 0 0 017:00 3 0 1 4 1 0 1 2 1 32 0 33 3 58 2 63 102 444 * 0 0 0 017:15 2 1 2 5 2 1 1 4 0 30 1 31 1 72 11 84 124 456 * 0 0 0 017:30 3 1 0 4 0 1 0 1 0 28 2 30 0 70 7 77 112 469 * 0 0 0 017:45 1 0 1 2 3 0 1 4 1 28 0 29 0 51 6 57 92 430 0 0 1 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 35 7 10 52 14 9 8 31 12 414 10 436 9 711 74 794 1313 0 2 1 0


Derby Derby Norwest Bay Norwest BayPedestriansNORTH Approach SOUTH Approach WEST Approach EAST Approach Total Volume

Peak


AM Peak Period Location: Norwest Bay Road @ Derby Road This data is for All Vehicles CombinedDate:



Total 46 7 3 56 8 2 3 13 2 416 4 422 3 142 15 160 651 1 4 1 0 474Avg Hr 23 4 2 28 4 1 2 7 1 208 2 211 2 71 8 80 326 1 2 1 0 n/a

Peak hour of the intersectionPk Hr 26 6 3 35 7 2 2 11 2 247 2 251 2 91 9 102 399 * 1 3 1 0 28115x4 48 16 8 52 8 4 4 16 4 332 4 340 4 108 12 120 504 + 4 8 4 0 396PHF 0.54 0.38 0.38 0.67 0.88 0.50 0.50 0.69 0.50 0.74 0.50 0.74 0.50 0.84 0.75 0.85 0.79 0.25 0.38 0.25 n/a 0.71

Peak hour of conflicting volumes for the intersectionPk Hr 26 6 3 35 7 2 2 11 2 247 2 251 2 91 9 102 399 * 1 3 1 0 28115x4 48 16 8 52 8 4 4 16 4 332 4 340 4 108 12 120 504 + 4 8 4 0 396PHF 0.54 0.38 0.38 0.67 0.88 0.50 0.50 0.69 0.50 0.74 0.50 0.74 0.50 0.84 0.75 0.85 0.79 0.25 0.38 0.25 n/a 0.71


N


35 13N E

Norwest Bay 1 3 6 26 0

9<--- 101 91 102 <---

2

2---> 251 247 275 --->

2

1 7 2 2 3 Norwest BayW S

10 11


ConflictDerby Derby Norwest Bay Norwest Bay


Derby

Derby

Total Volume

Peak Pedestrians


PM Peak Period Location: Norwest Bay Road @ Derby Road This data is for All Vehicles CombinedDate:

TimePeriodBegins Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total 15-min Hour N S W E 15 min Hr15:00 4 1 1 6 2 1 0 3 4 58 5 67 0 41 9 50 126 0 0 0 0 6815:15 3 0 0 3 1 2 1 4 3 49 0 52 2 53 7 62 121 0 2 0 0 6915:30 5 0 1 6 0 0 1 1 0 37 1 38 2 55 6 63 108 0 0 0 0 6715:45 4 0 3 7 0 0 0 0 0 22 0 22 0 62 5 67 96 451 0 0 0 0 71 27516:00 3 2 0 5 0 1 0 1 1 32 1 34 0 45 5 50 90 415 0 0 0 0 55 26216:15 3 0 1 4 2 0 0 2 2 39 0 41 1 59 5 65 112 406 0 0 0 0 69 26216:30 2 1 0 3 0 2 1 3 0 30 0 30 0 58 5 63 99 397 0 0 0 0 68 26316:45 2 1 0 3 3 1 2 6 0 29 0 29 0 87 6 93 131 432 + 0 0 0 0 98 29017:00 3 0 1 4 1 0 1 2 1 32 0 33 3 58 2 63 102 444 * 0 0 0 0 65 30017:15 2 1 2 5 2 1 1 4 0 30 1 31 1 72 11 84 124 456 * 0 0 0 0 88 31917:30 3 1 0 4 0 1 0 1 0 28 2 30 0 70 7 77 112 469 * 0 0 0 0 81 33217:45 1 0 1 2 3 0 1 4 1 28 0 29 0 51 6 57 92 430 0 0 1 0 62 296n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0n/a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 35 7 10 52 14 9 8 31 12 414 10 436 9 711 74 794 1313 0 2 1 0 849Avg Hr 12 2 3 17 5 3 3 10 4 138 3 145 3 237 25 265 438 0 1 0 0 n/a


PHF 0.83 0.75 0.38 0.80 0.50 0.75 0.50 0.54 0.25 0.93 0.38 0.93 0.33 0.82 0.59 0.85 0.90 n/a n/a n/a n/a 0.79

Peak hour of conflicting volumes for the intersectionPk Hr 10 3 3 16 6 3 4 13 1 119 3 123 4 287 26 317 469 * 0 0 0 0 33115x4 12 4 8 20 12 4 8 24 4 128 8 132 12 348 44 372 524 + 0 0 0 0 420PHF 0.83 0.75 0.38 0.80 0.50 0.75 0.50 0.54 0.25 0.93 0.38 0.93 0.33 0.82 0.59 0.85 0.90 n/a n/a n/a n/a 0.79

N


16 30N E

Norwest Bay 0 3 3 10 0

26<--- 296 287 317 <---

4

1---> 123 119 133 --->

3

0 6 3 4 0 Norwest BayW S

10 13

Conflict


Derby Derby Norwest Bay Norwest BayNORTH Approach SOUTH Approach WEST Approach EAST Approach

Derby

Derby



Average Hour Location: Norwest Bay Road @ Derby Road This data is for All Vehicles CombinedDate:








25 n/a 8 18Norwest Bay <--- 237 n/a 71 171 191

3 n/a 2 2

3 1 n/a 4172 166 208 n/a 138 ---> Norwest Bay

3 2 n/a 3


4 1 2 AM4 2 2 Total

9

Pedestrians


Derby Derby Norwest Bay Norwest BayNORTH Approach SOUTH Approach WEST Approach EAST Approach

Derby

Survey

AM Period

Noon Period

PM Period

Derby


APPENDIX BSYNCHRO ANALYSIS RESULTS

2017 AM Peak Existing30: Highway 101 & Norwest Bay Rd 07/28/2017

R.F. Binnie & Associates Synchro 9 Report

Lane Group EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (vph) 0 444 249 139 282 1Future Volume (vph) 0 444 249 139 282 1Satd. Flow (prot) 0 1883 1883 1601 1789 1601Flt Permitted 0.950Satd. Flow (perm) 0 1883 1883 1601 1789 1601Satd. Flow (RTOR) 151 1Lane Group Flow (vph) 0 483 271 151 307 1Turn Type NA NA Perm Prot PermProtected Phases 2 6 4Permitted Phases 2 6 4Total Split (s) 50.2 50.2 50.2 50.2 31.6 31.6Total Lost Time (s) 5.5 5.5 5.5 6.1 6.1Act Effct Green (s) 17.4 17.4 17.4 13.0 13.0Actuated g/C Ratio 0.41 0.41 0.41 0.30 0.30v/c Ratio 0.63 0.35 0.20 0.57 0.00Control Delay 14.4 10.4 2.7 18.3 11.0Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 14.4 10.4 2.7 18.3 11.0LOS B B A B BApproach Delay 14.4 7.7 18.2Approach LOS B A BQueue Length 50th (m) 24.6 12.0 0.0 17.3 0.0Queue Length 95th (m) 58.5 30.4 7.4 46.6 0.9Internal Link Dist (m) 543.1 650.4 372.2Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 1762 1762 1508 1132 1014Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.27 0.15 0.10 0.27 0.00

Intersection SummaryCycle Length: 81.8Actuated Cycle Length: 42.7Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.63Intersection Signal Delay: 13.1 Intersection LOS: BIntersection Capacity Utilization 48.7% ICU Level of Service AAnalysis Period (min) 15

Splits and Phases: 30: Highway 101 & Norwest Bay Rd

2017 AM Peak Existing1: Derby Rd & Norwest Bay Rd 07/28/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 2 254 2 2 125 12 7 2 2 27 6 3Future Volume (Veh/h) 2 254 2 2 125 12 7 2 2 27 6 3Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 2 276 2 2 136 13 8 2 2 29 7 3PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 396pX, platoon unblockedvC, conflicting volume 149 278 434 434 277 428 428 142vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 149 278 434 434 277 428 428 142tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 100 100 98 100 100 95 99 100cM capacity (veh/h) 1432 1285 524 514 762 532 517 905

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 280 151 12 39Volume Left 2 2 8 29Volume Right 2 13 2 3cSH 1432 1285 551 547Volume to Capacity 0.00 0.00 0.02 0.07Queue Length 95th (m) 0.0 0.0 0.5 1.7Control Delay (s) 0.1 0.1 11.7 12.1Lane LOS A A B BApproach Delay (s) 0.1 0.1 11.7 12.1Approach LOS B B

Intersection SummaryAverage Delay 1.3Intersection Capacity Utilization 24.6% ICU Level of Service AAnalysis Period (min) 15

2017 AM Peak Existing2: Derby Rd & Baillie Rd 07/28/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 0 1 27 4 1 0 9 6 1 1 5 0Future Volume (Veh/h) 0 1 27 4 1 0 9 6 1 1 5 0Sign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 0 1 29 4 1 0 10 7 1 1 5 0PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 35 35 5 64 34 8 5 8vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 35 35 5 64 34 8 5 8tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 100 97 100 100 100 99 100cM capacity (veh/h) 965 852 1078 900 852 1075 1616 1612

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 30 5 18 6Volume Left 0 4 10 1Volume Right 29 0 1 0cSH 1069 890 1616 1612Volume to Capacity 0.03 0.01 0.01 0.00Queue Length 95th (m) 0.7 0.1 0.1 0.0Control Delay (s) 8.5 9.1 4.0 1.2Lane LOS A A A AApproach Delay (s) 8.5 9.1 4.0 1.2Approach LOS A A


2017 AM Peak Existing7: Cowrie St & Clayton Ave 07/28/2017


Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (veh/h) 2 12 37 14 5 1Future Volume (Veh/h) 2 12 37 14 5 1Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 2 13 40 15 5 1PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 55 64 48vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 55 64 48tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 99 100cM capacity (veh/h) 1550 940 1022

Direction, Lane # EB 1 WB 1 SB 1Volume Total 15 55 6Volume Left 2 0 5Volume Right 0 15 1cSH 1550 1700 953Volume to Capacity 0.00 0.03 0.01Queue Length 95th (m) 0.0 0.0 0.1Control Delay (s) 1.0 0.0 8.8Lane LOS A AApproach Delay (s) 1.0 0.0 8.8Approach LOS A


2017 AM Peak Existing10: Barnacle St & Pilot Way 07/28/2017


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 1 7 5 218 137 1Future Volume (Veh/h) 1 7 5 218 137 1Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 1 8 5 237 149 1PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh) 3Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 396 150 150vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 396 150 150tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 100 99 100cM capacity (veh/h) 606 897 1431

Direction, Lane # EB 1 NB 1 NB 2 SB 1Volume Total 9 5 237 150Volume Left 1 5 0 0Volume Right 8 0 0 1cSH 1009 1431 1700 1700Volume to Capacity 0.01 0.00 0.14 0.09Queue Length 95th (m) 0.2 0.1 0.0 0.0Control Delay (s) 9.3 7.5 0.0 0.0Lane LOS A AApproach Delay (s) 9.3 0.2 0.0Approach LOS A


2017 AM Peak Existing11: Shorncliffe Ave & Highway 101 07/28/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 143 583 0 1 305 44 1 0 2 26 2 82Future Volume (Veh/h) 143 583 0 1 305 44 1 0 2 26 2 82Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 155 634 0 1 332 48 1 0 2 28 2 89PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 380 634 1303 1326 634 1304 1302 356vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 380 634 1303 1326 634 1304 1302 356tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 87 100 99 100 100 77 99 87cM capacity (veh/h) 1178 949 106 135 479 123 139 688

Direction, Lane # EB 1 EB 2 WB 1 NB 1 SB 1Volume Total 155 634 381 3 119Volume Left 155 0 1 1 28Volume Right 0 0 48 2 89cSH 1178 1700 949 221 320Volume to Capacity 0.13 0.37 0.00 0.01 0.37Queue Length 95th (m) 3.4 0.0 0.0 0.3 12.6Control Delay (s) 8.5 0.0 0.0 21.5 22.7Lane LOS A A C CApproach Delay (s) 1.7 0.0 21.5 22.7Approach LOS C C

Intersection SummaryAverage Delay 3.2Intersection Capacity Utilization 67.3% ICU Level of Service CAnalysis Period (min) 15

2017 AM Peak Existing12: Shorncliffe Ave/Cowrie St & Barnacle St 07/28/2017


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 103 41 112 75 69 111Future Volume (Veh/h) 103 41 112 75 69 111Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 112 45 122 82 75 121PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 462 136 196vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 462 136 196tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 78 95 91cM capacity (veh/h) 509 913 1377

Direction, Lane # EB 1 EB 2 NB 1 SB 1Volume Total 112 45 204 196Volume Left 112 0 122 0Volume Right 0 45 0 121cSH 509 913 1377 1700Volume to Capacity 0.22 0.05 0.09 0.12Queue Length 95th (m) 6.3 1.2 2.2 0.0Control Delay (s) 14.1 9.1 5.0 0.0Lane LOS B A AApproach Delay (s) 12.7 5.0 0.0Approach LOS B


2017 AM Peak Existing13: Ocean Ave & Cowrie St 07/28/2017





2017 AM Peak Existing14: Trail Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total 126 538 4 341 7 113Volume Left 126 0 4 0 2 37Volume Right 0 9 0 33 5 71cSH 1218 1700 1030 1700 294 326Volume to Capacity 0.10 0.32 0.00 0.20 0.02 0.35Queue Length 95th (m) 2.6 0.0 0.1 0.0 0.6 11.5Control Delay (s) 8.3 0.0 8.5 0.0 17.5 21.8Lane LOS A A C CApproach Delay (s) 1.6 0.1 17.5 21.8Approach LOS C C


2017 AM Peak Existing15: Trail Ave & Cowrie St 07/28/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsSign Control Stop Stop Stop StopTraffic Volume (vph) 56 67 15 20 57 10 7 103 36 25 69 87Future Volume (vph) 56 67 15 20 57 10 7 103 36 25 69 87Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 61 73 16 22 62 11 8 112 39 27 75 95

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 150 95 120 39 102 95Volume Left (vph) 61 22 8 0 27 0Volume Right (vph) 16 11 0 39 0 95Hadj (s) 0.05 0.01 0.07 -0.67 0.17 -0.67Departure Headway (s) 4.9 5.0 5.4 4.7 5.5 4.6Degree Utilization, x 0.21 0.13 0.18 0.05 0.16 0.12Capacity (veh/h) 680 669 631 722 621 731Control Delay (s) 9.2 8.7 8.4 6.7 8.3 7.1Approach Delay (s) 9.2 8.7 8.0 7.7Approach LOS A A A A

Intersection SummaryDelay 8.3Level of Service AIntersection Capacity Utilization 31.4% ICU Level of Service AAnalysis Period (min) 15

2017 AM Peak Existing16: Ocean Ave & Dolphin St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 4 59 50 34Volume Left 1 49 0 8Volume Right 2 10 23 0cSH 931 918 1588 1557Volume to Capacity 0.00 0.06 0.00 0.01Queue Length 95th (m) 0.1 1.6 0.0 0.1Control Delay (s) 8.9 9.2 0.0 1.8Lane LOS A A AApproach Delay (s) 8.9 9.2 0.0 1.8Approach LOS A A


2017 AM Peak Existing17: Trail Ave & Dolphin St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 32 162 184 259Volume Left 7 48 2 103Volume Right 3 67 61 10cSH 411 540 1424 1393Volume to Capacity 0.08 0.30 0.00 0.07Queue Length 95th (m) 1.9 9.5 0.0 1.8Control Delay (s) 14.5 14.5 0.1 3.5Lane LOS B B A AApproach Delay (s) 14.5 14.5 0.1 3.5Approach LOS B B


2017 AM Peak Existing18: Ocean Ave & Medusa St 07/28/2017





2017 AM Peak Existing19: Trail Ave & Medusa St 07/28/2017





2017 AM Peak Existing20: Trail Avenue & Neptune St 07/28/2017



Direction, Lane # EB 1 NB 1 SB 1Volume Total 2 196 267Volume Left 2 0 0Volume Right 0 0 1cSH 558 1297 1700Volume to Capacity 0.00 0.00 0.16Queue Length 95th (m) 0.1 0.0 0.0Control Delay (s) 11.5 0.0 0.0Lane LOS BApproach Delay (s) 11.5 0.0 0.0Approach LOS B


2017 PM Peak Existing30: Highway 101 & Norwest Bay Rd 07/28/2017


Lane Group EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (vph) 2 363 397 359 178 4Future Volume (vph) 2 363 397 359 178 4Satd. Flow (prot) 0 1883 1883 1601 1789 1601Flt Permitted 0.998 0.950Satd. Flow (perm) 0 1880 1883 1601 1789 1601Satd. Flow (RTOR) 390 4Lane Group Flow (vph) 0 397 432 390 193 4Turn Type Perm NA NA Perm Prot PermProtected Phases 2 6 4Permitted Phases 2 6 4Total Split (s) 50.2 50.2 50.2 50.2 31.6 31.6Total Lost Time (s) 5.5 5.5 5.5 6.1 6.1Act Effct Green (s) 19.3 19.3 19.3 10.1 10.1Actuated g/C Ratio 0.47 0.47 0.47 0.24 0.24v/c Ratio 0.45 0.49 0.41 0.44 0.01Control Delay 9.8 10.3 2.5 16.8 9.2Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 9.8 10.3 2.5 16.8 9.2LOS A B A B AApproach Delay 9.8 6.6 16.7Approach LOS A A BQueue Length 50th (m) 16.1 17.9 0.0 9.6 0.0Queue Length 95th (m) 37.9 41.9 10.1 28.3 1.6Internal Link Dist (m) 543.1 650.4 372.2Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 1828 1831 1567 1132 1015Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.22 0.24 0.25 0.17 0.00

Intersection SummaryCycle Length: 81.8Actuated Cycle Length: 41.3Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.49Intersection Signal Delay: 8.9 Intersection LOS: AIntersection Capacity Utilization 50.6% ICU Level of Service AAnalysis Period (min) 15


2017 PM Peak Existing1: Derby Rd & Norwest Bay Rd 07/28/2017





2017 PM Peak Existing2: Derby Rd & Baillie Rd 07/28/2017





2017 PM Peak Existing7: Cowrie St & Clayton Ave 07/28/2017





2017 PM Peak Existing10: Barnacle St & Pilot Way 07/28/2017



Direction, Lane # EB 1 NB 1 NB 2 SB 1Volume Total 4 11 101 166Volume Left 0 11 0 0Volume Right 4 0 0 0cSH 220 1412 1700 1700Volume to Capacity 0.02 0.01 0.06 0.10Queue Length 95th (m) 0.4 0.2 0.0 0.0Control Delay (s) 21.7 7.6 0.0 0.0Lane LOS C AApproach Delay (s) 21.7 0.7 0.0Approach LOS C


2017 PM Peak Existing11: Shorncliffe Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 NB 1 SB 1Volume Total 102 486 711 2 184Volume Left 102 0 0 0 23Volume Right 0 0 49 2 160cSH 888 1700 1077 581 321Volume to Capacity 0.11 0.29 0.00 0.00 0.57Queue Length 95th (m) 2.9 0.0 0.0 0.1 25.6Control Delay (s) 9.6 0.0 0.0 11.2 30.2Lane LOS A B DApproach Delay (s) 1.7 0.0 11.2 30.2Approach LOS B D

Intersection SummaryAverage Delay 4.4Intersection Capacity Utilization 85.3% ICU Level of Service EAnalysis Period (min) 15

2017 PM Peak Existing12: Shorncliffe Ave/Cowrie St & Barnacle St 07/28/2017





2017 PM Peak Existing13: Ocean Ave & Cowrie St 07/28/2017





2017 PM Peak Existing14: Trail Ave & Highway 101 07/28/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 143 323 4 9 503 194 1 0 6 130 6 150Future Volume (Veh/h) 143 323 4 9 503 194 1 0 6 130 6 150Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 155 351 4 10 547 211 1 0 7 141 7 163PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m) 203pX, platoon unblocked 0.76 0.76 0.76 0.76 0.76 0.76vC, conflicting volume 758 355 1396 1441 353 1340 1338 652vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 528 355 1364 1423 353 1291 1287 389tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 80 99 98 100 99 0 93 68cM capacity (veh/h) 793 1204 52 83 691 89 100 503

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total 155 355 10 758 8 311Volume Left 155 0 10 0 1 141Volume Right 0 4 0 211 7 163cSH 793 1700 1204 1700 271 158Volume to Capacity 0.20 0.21 0.01 0.45 0.03 1.97Queue Length 95th (m) 5.5 0.0 0.2 0.0 0.7 182.5Control Delay (s) 10.6 0.0 8.0 0.0 18.7 507.1Lane LOS B A C FApproach Delay (s) 3.2 0.1 18.7 507.1Approach LOS C F

Intersection SummaryAverage Delay 99.9Intersection Capacity Utilization 79.6% ICU Level of Service DAnalysis Period (min) 15

2017 PM Peak Existing15: Trail Ave & Cowrie St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 203 263 226 140 190 72Volume Left (vph) 74 134 11 0 41 0Volume Right (vph) 28 46 0 140 0 72Hadj (s) 0.02 0.03 0.06 -0.67 0.14 -0.67Departure Headway (s) 6.2 6.1 6.5 5.8 6.7 5.9Degree Utilization, x 0.35 0.44 0.41 0.22 0.36 0.12Capacity (veh/h) 528 551 515 582 496 558Control Delay (s) 12.5 13.8 12.7 9.2 12.2 8.5Approach Delay (s) 12.5 13.8 11.4 11.2Approach LOS B B B B

Intersection SummaryDelay 12.1Level of Service BIntersection Capacity Utilization 50.3% ICU Level of Service AAnalysis Period (min) 15

2017 PM Peak Existing16: Ocean Ave & Dolphin St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 1 88 116 50Volume Left 0 70 1 14Volume Right 0 17 66 0cSH 706 839 1575 1474Volume to Capacity 0.00 0.10 0.00 0.01Queue Length 95th (m) 0.0 2.7 0.0 0.2Control Delay (s) 10.1 9.8 0.1 2.1Lane LOS B A A AApproach Delay (s) 10.1 9.8 0.1 2.1Approach LOS B A


2017 PM Peak Existing17: Trail Ave & Dolphin St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 82 244 335 257Volume Left 24 98 3 89Volume Right 9 74 148 13cSH 333 416 1410 1227Volume to Capacity 0.25 0.59 0.00 0.07Queue Length 95th (m) 7.2 27.7 0.0 1.8Control Delay (s) 19.3 25.2 0.1 3.3Lane LOS C D A AApproach Delay (s) 19.3 25.2 0.1 3.3Approach LOS C D

Intersection SummaryAverage Delay 9.4Intersection Capacity Utilization 59.2% ICU Level of Service BAnalysis Period (min) 15

2017 PM Peak Existing18: Ocean Ave & Medusa St 07/28/2017


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 0 14 15 12 11 1 18 25 18 1 19 2Future Volume (Veh/h) 0 14 15 12 11 1 18 25 18 1 19 2Sign Control Stop Stop Free FreeGrade 0% 0% 0% 0%Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 0 15 16 13 12 1 20 27 20 1 21 2Pedestrians 11 12Lane Width (m) 3.7 3.7Walking Speed (m/s) 1.2 1.2Percent Blockage 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 120 111 33 136 102 49 23 47vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 120 111 33 136 102 49 23 47tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1tC, 2 stage (s)tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2p0 queue free % 100 98 98 98 98 100 99 100cM capacity (veh/h) 827 769 1031 795 778 1009 1592 1560



2017 PM Peak Existing19: Trail Ave & Medusa St 07/28/2017





2017 PM Peak Existing20: Trail Avenue & Neptune St 07/28/2017



Direction, Lane # EB 1 NB 1 SB 1Volume Total 5 288 261Volume Left 1 3 0Volume Right 4 0 3cSH 699 1303 1700Volume to Capacity 0.01 0.00 0.15Queue Length 95th (m) 0.2 0.1 0.0Control Delay (s) 10.2 0.1 0.0Lane LOS B AApproach Delay (s) 10.2 0.1 0.0Approach LOS B


2035 AM Peak Background RCW + TS30: Highway 101 & Norwest Bay Rd 07/28/2017


Lane Group EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (vph) 0 547 368 139 282 1Future Volume (vph) 0 547 368 139 282 1Satd. Flow (prot) 0 1883 1883 1601 1789 1601Flt Permitted 0.950Satd. Flow (perm) 0 1883 1883 1601 1789 1601Satd. Flow (RTOR) 151 1Lane Group Flow (vph) 0 595 400 151 307 1Turn Type NA NA Perm Prot PermProtected Phases 2 6 4Permitted Phases 2 6 4Total Split (s) 48.0 48.0 48.0 48.0 32.0 32.0Total Lost Time (s) 5.5 5.5 5.5 6.1 6.1Act Effct Green (s) 21.6 21.6 21.6 14.2 14.2Actuated g/C Ratio 0.45 0.45 0.45 0.29 0.29v/c Ratio 0.71 0.48 0.19 0.58 0.00Control Delay 16.3 11.7 2.5 21.1 12.0Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 16.3 11.7 2.5 21.1 12.0LOS B B A C BApproach Delay 16.3 9.2 21.1Approach LOS B A CQueue Length 50th (m) 35.1 20.5 0.0 20.8 0.0Queue Length 95th (m) 82.9 49.7 7.5 55.3 1.0Internal Link Dist (m) 543.1 650.4 372.2Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 1621 1621 1399 1034 926Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.37 0.25 0.11 0.30 0.00

Intersection SummaryCycle Length: 80Actuated Cycle Length: 48.4Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.71Intersection Signal Delay: 14.6 Intersection LOS: BIntersection Capacity Utilization 54.1% ICU Level of Service AAnalysis Period (min) 15


2035 AM Peak Background RCW + TS1: Derby Rd & Norwest Bay Rd 07/28/2017





2035 AM Peak Background RCW + TS2: Derby Rd & Baillie Rd 07/28/2017





2035 AM Peak Background RCW + TS3: Derby Rd & Granite Rd 07/28/2017





2035 AM Peak Background RCW + TS7: Cowrie St & Clayton Ave 07/28/2017





2035 AM Peak Background RCW + TS10: Barnacle St & Pilot Way 07/28/2017



Direction, Lane # EB 1 NB 1 NB 2 SB 1Volume Total 9 5 260 183Volume Left 1 5 0 0Volume Right 8 0 0 1cSH 967 1392 1700 1700Volume to Capacity 0.01 0.00 0.15 0.11Queue Length 95th (m) 0.2 0.1 0.0 0.0Control Delay (s) 9.5 7.6 0.0 0.0Lane LOS A AApproach Delay (s) 9.5 0.1 0.0Approach LOS A


2035 AM Peak Background RCW + TS11: Shorncliffe Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 NB 1 SB 1Volume Total 155 746 520 16 134Volume Left 155 0 3 4 43Volume Right 0 0 59 12 89cSH 1049 1700 862 183 185Volume to Capacity 0.15 0.44 0.00 0.09 0.72Queue Length 95th (m) 3.9 0.0 0.1 2.2 34.9Control Delay (s) 9.0 0.0 0.1 26.6 63.5Lane LOS A A D FApproach Delay (s) 1.6 0.1 26.6 63.5Approach LOS D F


2035 AM Peak Background RCW + TS12: Shorncliffe Ave/Cowrie St & Barnacle St 07/28/2017



Direction, Lane # EB 1 EB 2 NB 1 SB 1Volume Total 129 60 215 208Volume Left 129 0 133 0Volume Right 0 60 0 133cSH 485 906 1363 1700Volume to Capacity 0.27 0.07 0.10 0.12Queue Length 95th (m) 8.1 1.6 2.5 0.0Control Delay (s) 15.1 9.3 5.2 0.0Lane LOS C A AApproach Delay (s) 13.2 5.2 0.0Approach LOS B


2035 AM Peak Background RCW + TS13: Ocean Ave & Cowrie St 07/28/2017





2035 AM Peak Background RCW + TS14: Trail Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total 139 662 4 474 7 118Volume Left 139 0 4 0 2 37Volume Right 0 9 0 33 5 76cSH 1083 1700 927 1700 192 221Volume to Capacity 0.13 0.39 0.00 0.28 0.04 0.53Queue Length 95th (m) 3.3 0.0 0.1 0.0 0.9 21.4Control Delay (s) 8.8 0.0 8.9 0.0 24.4 38.5Lane LOS A A C EApproach Delay (s) 1.5 0.1 24.4 38.5Approach LOS C E


2035 AM Peak Background RCW + TS15: Trail Ave & Cowrie St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 168 105 131 43 114 95Volume Left (vph) 61 24 13 0 30 0Volume Right (vph) 25 13 0 43 0 95Hadj (s) 0.02 0.01 0.08 -0.67 0.17 -0.67Departure Headway (s) 5.0 5.1 5.5 4.8 5.6 4.8Degree Utilization, x 0.23 0.15 0.20 0.06 0.18 0.13Capacity (veh/h) 671 651 615 703 608 712Control Delay (s) 9.5 9.0 8.7 6.9 8.6 7.2Approach Delay (s) 9.5 9.0 8.3 8.0Approach LOS A A A A


2035 AM Peak Background RCW + TS16: Ocean Ave & Dolphin St 07/28/2017





2035 AM Peak Background RCW + TS17: Trail Ave & Dolphin St 07/28/2017





2035 AM Peak Background RCW + TS18: Ocean Ave & Medusa St 07/28/2017





2035 AM Peak Background RCW + TS19: Trail Ave & Medusa St 07/28/2017





2035 AM Peak Background RCW + TS20: Trail Avenue & Neptune St 07/28/2017





2035 PM Peak Background RCW + TS30: Highway 101 & Norwest Bay Rd 07/28/2017


Lane Group EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (vph) 2 445 527 359 178 4Future Volume (vph) 2 445 527 359 178 4Satd. Flow (prot) 0 1883 1883 1601 1789 1601Flt Permitted 0.998 0.950Satd. Flow (perm) 0 1880 1883 1601 1789 1601Satd. Flow (RTOR) 385 4Lane Group Flow (vph) 0 486 573 390 193 4Turn Type Perm NA NA Perm Prot PermProtected Phases 2 6 4Permitted Phases 2 6 4Total Split (s) 54.0 54.0 54.0 54.0 26.0 26.0Total Lost Time (s) 5.5 5.5 5.5 6.1 6.1Act Effct Green (s) 24.9 24.9 24.9 10.7 10.7Actuated g/C Ratio 0.52 0.52 0.52 0.23 0.23v/c Ratio 0.49 0.58 0.38 0.48 0.01Control Delay 9.6 10.9 2.1 21.2 11.8Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 9.6 10.9 2.1 21.2 11.8LOS A B A C BApproach Delay 9.6 7.4 21.0Approach LOS A A CQueue Length 50th (m) 21.6 27.2 0.2 11.8 0.0Queue Length 95th (m) 49.3 61.6 9.7 35.1 1.9Internal Link Dist (m) 543.1 650.4 372.2Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 1781 1784 1537 773 694Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.27 0.32 0.25 0.25 0.01

Intersection SummaryCycle Length: 80Actuated Cycle Length: 47.5Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.58Intersection Signal Delay: 9.7 Intersection LOS: AIntersection Capacity Utilization 54.9% ICU Level of Service AAnalysis Period (min) 15


2035 PM Peak Background RCW + TS1: Derby Rd & Norwest Bay Rd 07/28/2017





2035 PM Peak Background RCW + TS2: Derby Rd & Baillie Rd 07/28/2017





2035 PM Peak Background RCW + TS3: Derby Rd & Granite Rd 07/28/2017





2035 PM Peak Background RCW + TS7: Cowrie St & Clayton Ave 07/28/2017





2035 PM Peak Background RCW + TS10: Barnacle St & Pilot Way 07/28/2017





2035 PM Peak Background RCW + TS11: Shorncliffe Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 NB 1 SB 1Volume Total 102 575 879 9 199Volume Left 102 0 9 1 38Volume Right 0 3 68 8 160cSH 775 1700 998 224 202Volume to Capacity 0.13 0.34 0.01 0.04 0.98Queue Length 95th (m) 3.4 0.0 0.2 0.9 64.2Control Delay (s) 10.4 0.0 0.2 21.7 108.4Lane LOS B A C FApproach Delay (s) 1.6 0.2 21.7 108.4Approach LOS C F

Intersection SummaryAverage Delay 13.1Intersection Capacity Utilization 91.9% ICU Level of Service FAnalysis Period (min) 15

2035 PM Peak Background RCW + TS12: Shorncliffe Ave/Cowrie St & Barnacle St 07/28/2017





2035 PM Peak Background RCW + TS13: Ocean Ave & Cowrie St 07/28/2017





2035 PM Peak Background RCW + TS14: Trail Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total 168 449 10 909 8 328Volume Left 168 0 10 0 1 141Volume Right 0 4 0 211 7 180cSH 640 1700 1111 1700 109 78Volume to Capacity 0.26 0.26 0.01 0.53 0.07 4.23Queue Length 95th (m) 8.0 0.0 0.2 0.0 1.8 ErrControl Delay (s) 12.6 0.0 8.3 0.0 40.5 ErrLane LOS B A E FApproach Delay (s) 3.4 0.1 40.5 ErrApproach LOS E F


2035 PM Peak Background RCW + TS15: Trail Ave & Cowrie St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 221 285 254 142 210 72Volume Left (vph) 74 140 22 0 46 0Volume Right (vph) 37 50 0 142 0 72Hadj (s) 0.00 0.03 0.08 -0.67 0.14 -0.67Departure Headway (s) 6.5 6.4 6.8 6.1 7.1 6.2Degree Utilization, x 0.40 0.50 0.48 0.24 0.41 0.12Capacity (veh/h) 504 526 495 557 463 528Control Delay (s) 13.7 15.6 14.8 9.8 13.8 8.9Approach Delay (s) 13.7 15.6 13.0 12.5Approach LOS B C B B

Intersection SummaryDelay 13.7Level of Service BIntersection Capacity Utilization 55.2% ICU Level of Service BAnalysis Period (min) 15

2035 PM Peak Background RCW + TS16: Ocean Ave & Dolphin St 07/28/2017





2035 PM Peak Background RCW + TS17: Trail Ave & Dolphin St 07/28/2017





2035 PM Peak Background RCW + TS18: Ocean Ave & Medusa St 07/28/2017





2035 PM Peak Background RCW + TS19: Trail Ave & Medusa St 07/28/2017





2035 PM Peak Background RCW + TS20: Trail Avenue & Neptune St 07/28/2017





2035 Horizon Year AM Peak30: Highway 101 & Norwest Bay Rd 07/28/2017


Lane Group EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (vph) 0 556 380 139 282 1Future Volume (vph) 0 556 380 139 282 1Satd. Flow (prot) 0 1883 1883 1601 1789 1601Flt Permitted 0.950Satd. Flow (perm) 0 1883 1883 1601 1789 1601Satd. Flow (RTOR) 151 1Lane Group Flow (vph) 0 604 413 151 307 1Turn Type NA NA Perm Prot PermProtected Phases 2 6 4Permitted Phases 2 6 4Total Split (s) 48.0 48.0 48.0 48.0 32.0 32.0Total Lost Time (s) 5.5 5.5 5.5 6.1 6.1Act Effct Green (s) 21.9 21.9 21.9 14.3 14.3Actuated g/C Ratio 0.45 0.45 0.45 0.29 0.29v/c Ratio 0.71 0.49 0.19 0.58 0.00Control Delay 16.5 11.9 2.5 21.3 13.0Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 16.5 11.9 2.5 21.3 13.0LOS B B A C BApproach Delay 16.5 9.4 21.3Approach LOS B A CQueue Length 50th (m) 36.0 21.4 0.0 21.0 0.0Queue Length 95th (m) 85.2 51.8 7.5 55.9 1.0Internal Link Dist (m) 543.1 650.4 372.2Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 1612 1612 1392 1026 919Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.37 0.26 0.11 0.30 0.00

Intersection SummaryCycle Length: 80Actuated Cycle Length: 48.8Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.71Intersection Signal Delay: 14.8 Intersection LOS: BIntersection Capacity Utilization 54.6% ICU Level of Service AAnalysis Period (min) 15


2035 Horizon Year AM Peak1: Derby Rd & Norwest Bay Rd 07/28/2017





2035 Horizon Year AM Peak2: Derby Rd & Baillie Rd 07/28/2017





2035 Horizon Year AM Peak3: Derby Rd & Granite Rd 07/28/2017





2035 Horizon Year AM Peak7: Cowrie St & Clayton Ave 07/28/2017





2035 Horizon Year AM Peak8: Medusa St & Pilot Way 07/28/2017



Direction, Lane # EB 1 NB 1 SB 1Volume Total 16 27 16Volume Left 0 9 0Volume Right 16 0 0cSH 1063 1602 1700Volume to Capacity 0.02 0.01 0.01Queue Length 95th (m) 0.3 0.1 0.0Control Delay (s) 8.4 2.4 0.0Lane LOS A AApproach Delay (s) 8.4 2.4 0.0Approach LOS A


2035 Horizon Year AM Peak9: Cowrie St & Pilot Way 07/28/2017



Direction, Lane # EB 1 WB 1 SB 1Volume Total 215 313 48Volume Left 10 0 43Volume Right 0 35 5cSH 1247 1700 529Volume to Capacity 0.01 0.18 0.09Queue Length 95th (m) 0.2 0.0 2.3Control Delay (s) 0.4 0.0 12.5Lane LOS A BApproach Delay (s) 0.4 0.0 12.5Approach LOS B


2035 Horizon Year AM Peak10: Barnacle St & Pilot Way 07/28/2017



Direction, Lane # EB 1 NB 1 NB 2 SB 1Volume Total 15 7 311 249Volume Left 2 7 0 0Volume Right 13 0 0 1cSH 912 1317 1700 1700Volume to Capacity 0.02 0.01 0.18 0.15Queue Length 95th (m) 0.4 0.1 0.0 0.0Control Delay (s) 10.0 7.7 0.0 0.0Lane LOS B AApproach Delay (s) 10.0 0.2 0.0Approach LOS B


2035 Horizon Year AM Peak11: Shorncliffe Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 NB 1 SB 1Volume Total 165 746 538 16 175Volume Left 165 0 3 4 71Volume Right 0 0 77 12 102cSH 1033 1700 862 172 151Volume to Capacity 0.16 0.44 0.00 0.09 1.16Queue Length 95th (m) 4.3 0.0 0.1 2.3 74.3Control Delay (s) 9.1 0.0 0.1 28.1 183.1Lane LOS A A D FApproach Delay (s) 1.7 0.1 28.1 183.1Approach LOS D F


2035 Horizon Year AM Peak12: Shorncliffe Ave/Cowrie St & Barnacle St 07/28/2017





2035 Horizon Year AM Peak13: Ocean Ave & Cowrie St 07/28/2017





2035 Horizon Year AM Peak14: Trail Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total 139 689 4 493 7 118Volume Left 139 0 4 0 2 37Volume Right 0 9 0 33 5 76cSH 1064 1700 905 1700 178 206Volume to Capacity 0.13 0.41 0.00 0.29 0.04 0.57Queue Length 95th (m) 3.4 0.0 0.1 0.0 0.9 23.9Control Delay (s) 8.9 0.0 9.0 0.0 26.1 43.7Lane LOS A A D EApproach Delay (s) 1.5 0.1 26.1 43.7Approach LOS D E


2035 Horizon Year AM Peak15: Trail Ave & Cowrie St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 199 117 143 43 114 95Volume Left (vph) 61 24 25 0 30 0Volume Right (vph) 40 13 0 43 0 95Hadj (s) -0.03 0.01 0.12 -0.67 0.17 -0.67Departure Headway (s) 5.0 5.2 5.7 4.9 5.7 4.9Degree Utilization, x 0.28 0.17 0.23 0.06 0.18 0.13Capacity (veh/h) 667 635 594 680 588 686Control Delay (s) 9.9 9.2 9.2 7.0 8.8 7.4Approach Delay (s) 9.9 9.2 8.7 8.2Approach LOS A A A A


2035 Horizon Year AM Peak16: Ocean Ave & Dolphin St 07/28/2017





2035 Horizon Year AM Peak17: Trail Ave & Dolphin St 07/28/2017





2035 Horizon Year AM Peak18: Ocean Ave & Medusa St 07/28/2017





2035 Horizon Year AM Peak19: Trail Ave & Medusa St 07/28/2017





2035 Horizon Year AM Peak20: Trail Avenue & Neptune St 07/28/2017





2035 Horizon Year PM Peak30: Highway 101 & Norwest Bay Rd 07/28/2017


Lane Group EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Volume (vph) 2 460 539 359 178 4Future Volume (vph) 2 460 539 359 178 4Satd. Flow (prot) 0 1883 1883 1601 1789 1601Flt Permitted 0.998 0.950Satd. Flow (perm) 0 1880 1883 1601 1789 1601Satd. Flow (RTOR) 376 4Lane Group Flow (vph) 0 502 586 390 193 4Turn Type Perm NA NA Perm Prot PermProtected Phases 2 6 4Permitted Phases 2 6 4Total Split (s) 54.0 54.0 54.0 54.0 26.0 26.0Total Lost Time (s) 5.5 5.5 5.5 6.1 6.1Act Effct Green (s) 25.3 25.3 25.3 10.8 10.8Actuated g/C Ratio 0.53 0.53 0.53 0.22 0.22v/c Ratio 0.51 0.59 0.38 0.48 0.01Control Delay 9.8 11.1 2.2 21.4 12.0Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 9.8 11.1 2.2 21.4 12.0LOS A B A C BApproach Delay 9.8 7.5 21.3Approach LOS A A CQueue Length 50th (m) 22.6 28.0 0.5 12.0 0.0Queue Length 95th (m) 51.7 63.8 10.2 35.6 2.0Internal Link Dist (m) 543.1 650.4 372.2Turn Bay Length (m) 30.0 30.0Base Capacity (vph) 1773 1775 1531 765 687Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.28 0.33 0.25 0.25 0.01

Intersection SummaryCycle Length: 80Actuated Cycle Length: 48.1Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.59Intersection Signal Delay: 9.8 Intersection LOS: AIntersection Capacity Utilization 55.7% ICU Level of Service BAnalysis Period (min) 15


2035 Horizon Year PM Peak1: Derby Rd & Norwest Bay Rd 07/28/2017





2035 Horizon Year PM Peak2: Derby Rd & Baillie Rd 07/28/2017





2035 Horizon Year PM Peak3: Derby Rd & Granite Rd 07/28/2017





2035 Horizon Year PM Peak7: Cowrie St & Clayton Ave 07/28/2017





2035 Horizon Year PM Peak8: Medusa St & Pilot Way 07/28/2017



Direction, Lane # EB 1 NB 1 SB 1Volume Total 13 52 32Volume Left 0 18 0Volume Right 13 0 0cSH 1042 1580 1700Volume to Capacity 0.01 0.01 0.02Queue Length 95th (m) 0.3 0.3 0.0Control Delay (s) 8.5 2.6 0.0Lane LOS A AApproach Delay (s) 8.5 2.6 0.0Approach LOS A


2035 Horizon Year PM Peak9: Cowrie St & Pilot Way 07/28/2017



Direction, Lane # EB 1 WB 1 SB 1Volume Total 231 230 58Volume Left 9 0 46Volume Right 0 55 12cSH 1338 1700 609Volume to Capacity 0.01 0.14 0.10Queue Length 95th (m) 0.2 0.0 2.4Control Delay (s) 0.4 0.0 11.5Lane LOS A BApproach Delay (s) 0.4 0.0 11.5Approach LOS B


2035 Horizon Year PM Peak10: Barnacle St & Pilot Way 07/28/2017





2035 Horizon Year PM Peak11: Shorncliffe Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 NB 1 SB 1Volume Total 118 575 914 9 239Volume Left 118 0 9 1 65Volume Right 0 3 103 8 173cSH 752 1700 998 199 158Volume to Capacity 0.16 0.34 0.01 0.05 1.51Queue Length 95th (m) 4.2 0.0 0.2 1.1 120.1Control Delay (s) 10.7 0.0 0.3 23.9 313.2Lane LOS B A C FApproach Delay (s) 1.8 0.3 23.9 313.2Approach LOS C F

Intersection SummaryAverage Delay 41.3Intersection Capacity Utilization 102.7% ICU Level of Service GAnalysis Period (min) 15

2035 Horizon Year PM Peak12: Shorncliffe Ave/Cowrie St & Barnacle St 07/28/2017





2035 Horizon Year PM Peak13: Ocean Ave & Cowrie St 07/28/2017





2035 Horizon Year PM Peak14: Trail Ave & Highway 101 07/28/2017



Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1Volume Total 168 476 10 944 8 328Volume Left 168 0 10 0 1 141Volume Right 0 4 0 211 7 180cSH 604 1700 1086 1700 82 62Volume to Capacity 0.28 0.28 0.01 0.56 0.10 5.29Queue Length 95th (m) 8.6 0.0 0.2 0.0 2.4 ErrControl Delay (s) 13.2 0.0 8.3 0.0 53.5 ErrLane LOS B A F FApproach Delay (s) 3.5 0.1 53.5 ErrApproach LOS F F


2035 Horizon Year PM Peak15: Trail Ave & Cowrie St 07/28/2017



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total (vph) 251 305 273 142 210 72Volume Left (vph) 74 140 41 0 46 0Volume Right (vph) 52 50 0 142 0 72Hadj (s) -0.03 0.03 0.11 -0.67 0.14 -0.67Departure Headway (s) 6.7 6.6 7.1 6.3 7.4 6.6Degree Utilization, x 0.47 0.56 0.54 0.25 0.43 0.13Capacity (veh/h) 493 509 474 534 441 499Control Delay (s) 15.4 17.6 17.0 10.2 14.7 9.4Approach Delay (s) 15.4 17.6 14.7 13.3Approach LOS C C B B

Intersection SummaryDelay 15.2Level of Service CIntersection Capacity Utilization 58.7% ICU Level of Service BAnalysis Period (min) 15

2035 Horizon Year PM Peak16: Ocean Ave & Dolphin St 07/28/2017





2035 Horizon Year PM Peak17: Trail Ave & Dolphin St 07/28/2017





2035 Horizon Year PM Peak18: Ocean Ave & Medusa St 07/28/2017





2035 Horizon Year PM Peak19: Trail Ave & Medusa St 07/28/2017





2035 Horizon Year PM Peak20: Trail Avenue & Neptune St 07/28/2017





2035 Horizon Year Improved Scenario AM Peak11: Shorncliffe Ave & Highway 101 07/28/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 152 686 0 3 421 71 4 0 11 65 2 94Future Volume (vph) 152 686 0 3 421 71 4 0 11 65 2 94Satd. Flow (prot) 1789 1883 0 0 1848 0 0 1673 0 0 1700 0Flt Permitted 0.494 0.997 0.922 0.861Satd. Flow (perm) 930 1883 0 0 1842 0 0 1561 0 0 1494 0Satd. Flow (RTOR) 23 36 102Lane Group Flow (vph) 165 746 0 0 538 0 0 16 0 0 175 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Total Split (s) 39.0 39.0 39.0 39.0 21.0 21.0 21.0 21.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0Act Effct Green (s) 28.2 28.2 28.2 9.0 9.0Actuated g/C Ratio 0.66 0.66 0.66 0.21 0.21v/c Ratio 0.27 0.60 0.44 0.05 0.45Control Delay 6.7 9.1 6.7 3.6 12.5Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 6.7 9.1 6.7 3.6 12.5LOS A A A A BApproach Delay 8.7 6.7 3.6 12.5Approach LOS A A A BQueue Length 50th (m) 4.9 30.3 17.6 0.0 4.2Queue Length 95th (m) 16.1 76.8 45.1 2.1 19.7Internal Link Dist (m) 524.1 384.6 114.9 69.2Turn Bay Length (m) 34.0Base Capacity (vph) 752 1523 1494 635 649Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.22 0.49 0.36 0.03 0.27

Intersection SummaryCycle Length: 60Actuated Cycle Length: 42.8Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.60Intersection Signal Delay: 8.4 Intersection LOS: AIntersection Capacity Utilization 90.3% ICU Level of Service EAnalysis Period (min) 15

Splits and Phases: 11: Shorncliffe Ave & Highway 101

2035 Horizon Year Improved Scenario PM Peak11: Shorncliffe Ave & Highway 101 07/28/2017


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 109 526 3 8 738 95 1 0 7 60 1 159Future Volume (vph) 109 526 3 8 738 95 1 0 7 60 1 159Satd. Flow (prot) 1789 1882 0 0 1855 0 0 1647 0 0 1677 0Flt Permitted 0.317 0.995 0.969 0.904Satd. Flow (perm) 597 1882 0 0 1846 0 0 1606 0 0 1536 0Satd. Flow (RTOR) 1 21 36 173Lane Group Flow (vph) 118 575 0 0 914 0 0 9 0 0 239 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 4 8 2 6Permitted Phases 4 8 2 6Total Split (s) 43.0 43.0 43.0 43.0 17.0 17.0 17.0 17.0Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0Act Effct Green (s) 31.3 31.3 31.3 8.8 8.8Actuated g/C Ratio 0.62 0.62 0.62 0.17 0.17v/c Ratio 0.32 0.49 0.79 0.03 0.58Control Delay 7.6 7.0 13.6 1.0 13.7Queue Delay 0.0 0.0 0.0 0.0 0.0Total Delay 7.6 7.0 13.6 1.0 13.7LOS A A B A BApproach Delay 7.1 13.6 1.0 13.7Approach LOS A B A BQueue Length 50th (m) 3.7 20.7 43.7 0.0 4.9Queue Length 95th (m) 12.7 46.3 105.5 0.6 23.2Internal Link Dist (m) 524.1 384.6 114.9 69.2Turn Bay Length (m) 34.0Base Capacity (vph) 461 1454 1431 419 505Starvation Cap Reductn 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0Reduced v/c Ratio 0.26 0.40 0.64 0.02 0.47

Intersection SummaryCycle Length: 60Actuated Cycle Length: 50.3Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.79Intersection Signal Delay: 11.1 Intersection LOS: BIntersection Capacity Utilization 105.2% ICU Level of Service GAnalysis Period (min) 15

Splits and Phases: 11: Shorncliffe Ave & Highway 101

APPENDIX CTRAFFIC SIGNAL WARRANT

Main Street (name) Direction (EW or NS) EW Road Authority:

Side Street (name) Direction (EW or NS) NS City:

Quadrant / Int # Comments Analysis Date:

Count Date:

Date Entry Format:

Lane Configuration

Excl

LT

Th&

LT

Thro

ugh

Th+R

T+LT

Th&

RT

Excl

RT

RT

Cha

nnel

izat

ion

(y/n

)

UpS

tream

Sign

al(m

)

#of

Thru

Lane

s

LTPh

ase

Type

RTO

RA

llow

ed(y

/n)

Act

uate

dTh

ruPh

ase

DefaultSaturation Flow

Rates (vphpl)

Highway 101 WB 1 n 400 1 perm y n Left Turn 1,650Highway 101 EB 1 1 n 550 1 perm y n Through 1,800

Shorncliffe Avenue NB 1 n 1 perm y n Right Turn 1,500Shorncliffe Avenue SB 1 n 100 1 perm y n

Are the Shorncliffe Avenue NB right turns significantly impeded by through movements? (y/n) nAre the Shorncliffe Avenue SB right turns significantly impeded by through movements? (y/n) n Demographics

Are the Highway 101 WB right turns significantly impeded by through movements? (y/n) n Elem. School/Mobility Challenged (y/n) nAre the Highway 101 EB right turns significantly impeded by through movements? (y/n) n Senior's Complex (y/n) n

Pathway to School (y/n) nOther input Speed Truck Bus Rt Median Metro Area Population (#) 8,800

(Km/h) % (y/n) (m) Central Business District (y/n) nHighway 101 EW 50 2.0% y 0.0

Shorncliffe Avenue NS 2.0% n 0.0

Ped1 Ped2 Ped3 Ped4Traffic Input NB SB WB EB NS NS EW EW

LT Th RT LT Th RT LT Th RT LT Th RT W Side E Side N Side S Side6:00 - 7:00 4 0 11 65 2 94 3 421 71 152 686 07:00 - 8:00 4 0 11 65 2 94 3 421 71 152 686 0

08:00 - 09:00 4 0 11 65 2 94 3 421 71 152 686 015:00 - 16:00 1 0 7 60 1 159 8 738 95 109 526 316:00 - 17:00 1 0 7 60 1 159 8 738 95 109 526 317:00 - 18:00 1 0 7 60 1 159 8 738 95 109 526 3

Total (6-hour peak) 15 0 54 375 9 759 33 3,477 498 783 3,636 9 0 0 0 0Average (6-hour peak) 3 0 9 63 2 127 6 580 83 131 606 2 0 0 0 0

Actual Pedestrian Crossing Distance (m)

Average 6-hourPeak TurningMovements

SB Shor

nclif

feA

venu

e

Nor

th-->

WSIG = [Cbt(Xv-v) / K1 + (F (Xv-p) L) / K2] x Ci

191

NB W = 135 0

Ped1 RT

TH LT 214 Veh Ped

0 127 2 63 0 Ped3 Warranted

83 RT

< WB 709 580 TH 668 WB

Highway 101 6 LT

LT 131 Highway 101

EB 738 TH 606 678 EB >

RT 2

Ped4 0 3 0 9 0 WPED = [F ((Xpedm)dm/K2) + (Xpeds)ds/K3)]

9 LT TH RT

Ped2 W = 0

SB 12

v

NB

Traffic Signal Warrant Spreadsheet - v2.0 © 2014 Transportation Association of Canada

for Warrant CalculationResults, please hit 'Page

Down'

Traffic Signal and Pedestrian Signal Head Warrant Analysis

(yyyy-mm-dd)

Saturation Flow Rates(if not default) (vphpl)

2017 July 28

Highway 101

Shorncliffe Avenue

2035 Combined Traffic Volumes

District of Sechelt

Not Warranted - Ped Vol<25(avg)

135

CHECK SHEET

Set Peak Hours

RESET SHEET

APPENDIX DSECHELT DEVELOPMENTS COST SHARING BREAKDOWN

Description Size Unit ITE Ref.

AM Avg.

Trip Ends

per Unit

AM

Generated

Trip Ends

PM Avg. Trip

Ends per

Unit

PM

Generated

Trip Ends

Total

Generated

Trip Ends

Percentage of

Generated Trip

Ends

Single-Family Detached Housing 25 Dwelling Units 210 0.75 19 1.01 25 44

Multi-Family Housing 12 Dwelling Units 230 0.44 6 0.52 7 13

Assisted Living 124 Dwelling Units 254 0.18 23 0.29 36 59

Subtotal: 116

Multi-Family Housing 92 Dwelling Units 230 0.44 41 0.52 48 89

Assisted Living 125 Dwelling Units 154 0.18 23 0.29 37 60

Hospital (Hospice) 11 Beds 610 1.32 15 1.42 16 31

Subtotal: 180

Multi-Family Housing - Cowrie 16 Dwelling Units 230 0.44 8 0.52 9 17

Multi-Family Housing - Barnacle 14 Dwelling Units 230 0.44 7 0.52 8 15

Subtotal: 32


Hospital (Hospice) 4 Beds 610 1.32 6 1.42 6 12

Congregate Care Facility 128 Beds 253 0.06 8 0.17 22 30

Day Care (Adult) 1.8 1,000 Sq.Ft. 565 12.18 22 12.34 23 45

Subtotal: 186


Subtotal: 30

Residential Condo/Townhouse 31 Dwelling Units 230 0.44 14 0.52 17 31

Subtotal: 31


Free Standing Retail 1 1,000 Sq.Ft. 820/826 0.96 1 2.71 3 4

Subtotal: 50


Free Standing Retail 11.6 1,000 Sq.Ft. 820/826 0.96 12 2.71 32 44

Subtotal: 66

Total: 691 100%

Notes:

1. ITE trip generation rates for Specialty Retail Centre (ITE Ref. 826 ) does not include an average rate for the AM Peak Hour.

Therefore, Shopping Centre (ITE Ref. 820) was used for the AM Peak Hour average rate.

2. Trip Generation Rates based on full buildout for all Sechelt developments.

10%

Sawarne Lumber (Greypointe/Silverstone Properties)

Spani

Sechelt Developments Cost Sharing Breakdown - 2035 Horizon Year

Clayton

Shorncliffe Avenue (RTC) Development

Cowrie Street and Trail Avenue Development

17%

27%

4%

5%

4%

5907 Cowrie Street Development

Tyler Heights

26%


7%

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