Proposal & Report Template · Transportation Engineers’ (ITE) Trip Generation Manual, 9th...

Traffic Impact Study | 13201 River Road – Richmond, BC i

MMM Group | October 2016 | 5016236-001

5016236-001-REP-01-Rev1 (TIS)

STANDARD LIMITATIONS

This report was prepared by MMM Group (MMM) for the account of Spire Construction Inc.

(the Client). The disclosure of any information contained in this report is the sole responsibility

of the Client. The material in this report reflects MMM's best judgment in light of the

information available to it at the time of preparation. Any use which a third party makes of this

report, or any reliance on or decisions to be made based on it, are the responsibility of such

third parties. MMM accepts no responsibility for damages, if any, suffered by a third party as a

result of decisions made or actions based on this report.

Prepared by: __________________________

Julian Cheung, EIT

Reviewed by: __________________________

Mark Merlo, M.A.Sc., P.Eng, PTOE

Approved by: __________________________

Floris van Weelderen, P.Eng, PTOE

ii

PROJECT TEAM MEMBER LIST

Project Manager: Mark Merlo, M.A.Sc,. P.Eng, PTOE

Technical Staff: Julian Cheung, EIT

Traffic Impact Study | 13201 River Road – Richmond, BC iii


5016236-001-REP-01-Rev1 (TIS)

TABLE OF CONTENTS

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

2. SITE CONTEXT ................................................................................... 3

2.1 Proposed Development ........................................................................... 3

3. METHODOLOGY ................................................................................. 5

4. FINDINGS ............................................................................................ 7

4.1 Existing Traffic Conditions ...................................................................... 7

4.1.1 Existing Road Geometry......................................................................... 7

4.1.1 Existing Traffic Volumes ......................................................................... 7

4.1.1 Transit Service ........................................................................................ 9

4.1.2 Pedestrian and Cyclist Facilities and Volumes ...................................... 9

4.2 Future Traffic Conditions ......................................................................... 9

4.2.1 Future Background Traffic ...................................................................... 9

4.2.2 Site-Generated Traffic Volumes ............................................................. 9

4.2.3 Total Future Traffic ............................................................................... 10

4.3 Operational Analysis .............................................................................. 12

4.3.1 Existing (2015) Traffic ........................................................................... 12

4.3.2 Future (2026) Background Traffic (without Development) ................... 12

4.3.3 Future (2026) Total Traffic .................................................................... 13

4.4 Vehicle Parking / On-site Layout Review .............................................. 14

4.4.1 Off-Street Parking Requirements and Provisions ................................ 14

4.4.2 Site Access and Internal Circulation .................................................... 15

5. RECOMMENDATIONS ...................................................................... 16

6. SUMMARY AND CONCLUSIONS .................................................... 16

iv

LIST OF FIGURES

Figure 1.1 – Site Location ............................................................................................................ 2

Figure 2.1 – Proposed Site Plan .................................................................................................. 4

Figure 4.1 – Existing Laning Configuration .................................................................................. 8

LIST OF TABLES

Table 2.1 – Site Description ......................................................................................................... 3

Table 4.1 - Existing Intersection Traffic Control and Geometry .................................................. 7

Table 4.2 – Proposed Development Trip Rates .......................................................................... 9

Table 4.3 – Site-Generated Traffic Volumes ............................................................................. 10

Table 4.4 – Trip Distribution within the Study Area ................................................................... 10

Table 4.5 – Effect of Site-Generated Traffic in 2026 ................................................................. 11

Table 4.6 – Existing (2015) Operational Analysis ..................................................................... 12

Table 4.7 – Future (2026) Background Traffic Operational Analysis ........................................ 13

Table 4.8 – Future (2026) Total Traffic Operational Analysis ................................................... 13

Table 4.9 – On-Site Parking Requirements ............................................................................... 14

APPENDICES

Appendix A – Raw Traffic Count Data

Appendix B – Turning Movement Figures

Appendix C – Synchro Analysis Results

Appendix D – AutoTURN Analysis

Traffic Impact Study | 13201 River Road – Richmond, BC 1


5016236-001-REP-01-Rev1 (TIS)

1. INTRODUCTION

Spire Construction Inc. proposes to construct a 73,000 sq. ft. distribution warehouse facility with

83 parking stalls and 15 loading bays. The proposed warehouse development is located at

13201 River Road in Richmond, BC. The site is bounded by River Road to the north and

existing industrial development to the east, south and west. Site access would be provided by

one all movement access on River Road with a potential connection / access to the adjacent

property on the east in the future. The site will not be served by rail.

As part of the Project Permit Application, Port Metro Vancouver (Port) has identified the need

for a Traffic Impact Study (TIS) which provides:

An assessment of current site traffic as well as truck and/or rail traffic volumes anticipated,

on site circulation, traffic distribution throughout the day and impacts to adjacent and

nearby roads, access/egress and storage analysis for vehicles and/or rail cars accessing

site as well as parking requirements; and

Includes proposed hours of operation and staffing number and dimensioned site plan,

showing circulation, buildings, new line painting, proposed rail tracks and any other

proposed features.

Consequently, Spire Construction Inc. retained MMM Group to prepare a Traffic Impact Study

which addresses the Port’s requirements.

Situated in Port Metro Vancouver formerly Fraser Richmond Port Lands, Figure 1.1 shows the

location of the proposed site.

2

Figure 1.1 – Site Location

(Source: City of Richmond)



5016236-001-REP-01-Rev1 (TIS)

2. SITE CONTEXT

2.1 Proposed Development

Table 2.1 describes the site and Figure 2.1 illustrates the proposed site plan.

Table 2.1 – Site Description

Item Description

Location relevant to existing transportation systems:

The site is bounded by River Road to the north and existing

industrial development to the east, south and west

The site is accessible from Knight Street via Bridgeport Road,

No.5 Road and River Road.

Proposed land uses:

Industrial warehouse – Warehouses are primarily devoted to

the storage of materials, but they may also include office and

maintenance areas.

Proposed development size:

Industrial warehouse with a surface parking lot:

Building – 74,040 sq.ft.

Office – 5,700 sq. ft.

Warehouse – 68,270 sq. ft.

Planned phasing of development: One phase

Proposed access points and type of access: One all-movement vehicle and truck access point on River

Road.

Horizon year(s) for traffic: 2026

4

Figure 2.1 – Proposed Site Plan

(Source: Christopher Bozky Architects Ltd.)



5016236-001-REP-01-Rev1 (TIS)

3. METHODOLOGY

In order to address the requirements, MMM Group completed the following work plan:

Reviewed site plans and statistics for the proposed development.

Confirmed Terms of Reference for the Traffic Impact Study with the Port which will highlight key

assumptions to be used.

o Study Area Intersections:

River Road / No.5 Road

River Road / Site Access

o The study scenarios consist of:

Existing (2016) weekday a.m. and p.m. peak hour

Future (2026) weekday a.m. and p.m. peak hour without development

Future (2026) weekday a.m. and p.m. peak hour with development

Conducted a site visit on October 6, 2016. Visited the site and surroundings to clearly

understand the site development in terms of current access, street laning, parking, pedestrian

and cyclist facilities, transit, and traffic control measures.

Conducted a data collection program:

o Conducted turning movement counts at the study area intersections for the weekday

a.m. and p.m. peak periods on September 29, 2016 and October 4, 2016.

Assessed traffic impacts:

o Documented the existing transportation network in terms of pedestrian, cyclist, transit,

vehicle facilities (e.g. road network) and activity (i.e. traffic volumes).

o Assessed impact of committed system improvements during each future scenario.

Identified transportation system improvements that the Port reports as programmed,

committed, or highly likely during the study period. Project probable changes in traffic

patterns.

o Estimated growth in through traffic (background growth). Use recent growth trends in

traffic volumes along River Road to make this projection.

o Identified study area development within horizon years. Identified significant study area

developments that have been approved or are likely to occur during the study period.

Obtain the type of land use to be developed for input into trip generation calculations.

o Estimated trip generation. Based on information in relevant reports (e.g. Institute of

Transportation Engineers’ (ITE) Trip Generation Manual, 9th Edition), estimate the

future trip generation for the site as well as significant study area developments.

o Estimated directional distribution. Use the analogy method to project directional trip

distribution for each of the developments.

o Assigned traffic. Assign the generated and distributed traffic to the anticipated horizon

year study area network.

6

o Estimated total traffic for each study period. Sum the study area and through traffic. The

assigned volumes were checked for logic, considering the conditions that will result if

the forecast traffic volumes are realized.

o Analyzed intersection operating conditions. Used Synchro 9 software to evaluate

operating parameters including level of service (LOS), volume to capacity ratio (v/c ratio)

and queuing patterns (95th percentile queues) at study intersections and site driveways

for each study scenario. Tabulated the operating parameters and highlight the

advantages and disadvantages of each scenario.

o Formulated mitigation alternatives. If the operating parameters identify LOS, v/c ratio, or

queue deficiencies at study area intersections; investigated improvements in access,

geometry, or operations.

Reviewed site access and circulation.

o Reviewed traffic interaction at the point where the development site joins the

transportation network with a view to ensure that the site accesses are safe, efficient,

and adequate for traffic operations along the road network.

o Identified any measures required to ensure adequate and efficient traffic operation on-

site and at the site accesses.

o Identified truck circulation routes and conduct a geometric review of the proposed

loading area using AutoTURN software to test turning maneuvers of Design Vehicle

(e.g. Tractor-Trailer truck (WB-20)).

Analyzed parking requirements. Confirm and compare the parking (vehicle) requirements

against:

o ITE Parking Generation, 4th Edition and BC Ministry of Transportation and Infrastructure

Parking and Trip Generation Rates Manual.

o City of Richmond Off-Street Parking and Loading By-Law.



5016236-001-REP-01-Rev1 (TIS)

4. FINDINGS

4.1 Existing Traffic Conditions

4.1.1 Existing Road Geometry

Table 4.1 describes the intersections in the vicinity of the proposed development while Figure

4.1 illustrates the laning configuration of the roadway network adjacent to the site..

Table 4.1 - Existing Intersection Traffic Control and Geometry

Intersection Control Type Direction of

Major Flow Left-turn Lanes

Cyclist

Amenities

Pedestrian

Amenities

River Road /

No.5 Road

Minor Street

Stop Control

Eastbound in Weekday

a.m. peak and Westbound

in weekday p.m. peak

South Approach None Crosswalks on the

south approach

River Road / Site

Access

Minor Street

Stop Control

Eastbound in Weekday

a.m. peak and Westbound

in weekday p.m. peak

None None None

Key findings include:

River Road becomes a private gated road under the Knight Street Bridge, to the east of

the site.

The Richmond Official Community Plan (OCP) indicates that River Road is planned to be

a future Greenway / Trail and No.5 Road is planned to be a major street bike route.

A grade crossing with STOP sings is located south of River Road on No.5 Road and is

stop controlled.

Parking is allowed on No.5 Road and limited to the gravel shoulders on River Road.

4.1.1 Existing Traffic Volumes

Existing (2016) weekday a.m. and p.m. peak hour traffic volumes at the study locations are

based on turning movement counts conducted by MMM Group in September and October 2016

which are illustrated in Appendix B. Key findings include:

AM peak hour traffic is primarily travelling west on River Road towards the warehouses

west of No.5 Road.

PM peak hour traffic is primarily travelling east on River Road towards No.5 Road.

Traffic at the study area intersection is primarily oriented to/from No.5 Road, with two-way

traffic volumes on No.5 ranging between approximately 370 vehicles in the a.m. peak

hour and 645 vehicles in the p.m. peak hour.

Trucks comprise up to 7% of a.m. and 3% of p.m. of the peak hour traffic.

8

Figure 4.1 – Existing Laning Configuration



5016236-001-REP-01-Rev1 (TIS)

4.1.1 Transit Service

The nearest bus stop is provided on Vulcan Way just south of the site which is currently served

by TransLink bus route 407 Bridgeport.

4.1.2 Pedestrian and Cyclist Facilities and Volumes

Sidewalks and pedestrian ramps are provided on both sides of No.5 Road but not on River

Road. Pedestrian and cyclist volumes within the study area are presented in Appendix A.

4.2 Future Traffic Conditions

The following study scenarios were evaluated:

Future (2026) weekday a.m. and p.m. peak hour without development

Future (2026) weekday a.m. and p.m. peak hour with development

4.2.1 Future Background Traffic

Illustrated in Appendix B, the future (2026) background traffic volumes were projected based

on an annual growth rate of 2% within the study area.

4.2.2 Site-Generated Traffic Volumes

Based on the information provided by the client, the prospective tenants are expected to have

approximately 40 employees and +/- 30 truck movements per day. This would suggest that the

heaviest volumes are during the a.m. and p.m. peak hours when employees arrive and leave

the warehouse. This is typical of warehouse developments of this size.

The trip generation rates for the proposed development and site-generated traffic volumes are

presented in Tables 4.2 and 4.3. Note that the trip generation for the warehouse components

has been calculated using the fitted curve equations provided in the Trip Generation Manual,

9th Edition (Washington, DC: ITE, 2008) and are considered conservative, or high. The small

office space uses the average trip rate as the square footage falls outside the cluster data set.

Table 4.2 – Proposed Development Trip Rates

Land Use ITE

Land Use Code

Independent

Variable Time Period

Directional Distribution Trip Rate

(veh trips / unit) Enter Exit

Industrial 150 – Warehousing 1,000 sq. ft.

Weekday

a.m. 79% 21% 0.98

Weekday

p.m. 25% 75% 0.68

Office

175 – Single

Tenant Office

Building

1,000 sq. ft.

Weekday

a.m. 89% 11% 1.80

Weekday

p.m. 15% 85% 1.74

10

Table 4.3 – Site-Generated Traffic Volumes

Time Period Variable Traffic Volume (vph)1

In Out Total

Weekday a.m. Peak

Hour 74 x 1,000 sq.ft. 60 15 75

Weekday p.m. Peak

Hour 74 x 1,000 sq.ft. 15 45 60

Note: 1 – Rounded to the nearest five.

When completed, the proposed development is expected to generate:

About 75 vehicle trips (= 60 entering + 15 exiting) during the weekday a.m. peak hour,

and

About 60 vehicle trips (= 15 entering + 45 exiting) during the weekday p.m. peak hour.

Site-generated traffic was distributed and assigned to the road network based on the expected

travel patterns at the study area intersection. The trip distribution for the proposed development

is summarized in Table 4.4.

Table 4.4 – Trip Distribution within the Study Area

Direction

Weekday a.m. Peak Hour Weekday p.m. Peak Hour

In Out In Out

South 75% 75% 75% 75%

East 0% 0% 0% 0%

West 25% 25% 25% 25%

Total 100% 100% 100% 100%

Based on the estimated trip generation and distribution described above, the assignment of the

site-generated traffic to the roadway network is illustrated in Appendix B.

4.2.3 Total Future Traffic

Future (2026) Total traffic volumes were determined by adding the site-generated traffic

volumes to the 2026 future traffic volumes without the site. Total traffic volumes at build out of

Building 4 are illustrated in Appendix B.

Before undertaking the capacity analysis, it is important to first understand the percentage effect

that the site-generated traffic will have at each of the intersections in the study network. More

specifically, it will provide a perspective for the capacity assessment in order to determine if the

site-generated traffic has a material effect on each of the intersections being considered. Table

4.5 shows the predicted percentage changes in traffic flows at the main intersections within the

study area for the weekday a.m. and p.m. peak periods.



5016236-001-REP-01-Rev1 (TIS)

Table 4.5 – Effect of Site-Generated Traffic in 2026

Intersection / Segment

Weekday a.m. Peak Hour Weekday p.m. Peak Hour

Background

Traffic (vph)

Total Traffic

(vph)

Percent

Change

Background

Traffic (vph)

Total Traffic

(vph)

Percent

Change

River Road / No.5 Road 480 555 +16% 840 895 +7%

Notes: Traffic volumes rounded to the nearest five; vph = vehicles per hour

Key findings include:

River Road / No.5 Road - traffic volumes in 2026 are anticipated to increase by 16% due

to site-generated traffic during the a.m. peak hour and 7% during the p.m. peak hour

when compared to the total background traffic.

12

4.3 Operational Analysis

Synchro (Version 9) macroscopic traffic simulation software was used to evaluate performance

of intersections in the study area for the study scenarios. All results are based upon the

Highway Capacity Manual (Washington DC: Transportation Research Board, 2010) intersection

capacity reports generated by the software. Reported measures of traffic performance include

volume to capacity (v/c) ratio, a delay-based traffic Level of Service (LOS) indicator ranging

from LOS A (low delay) to LOS F (long delay) conditions, as well as the 95th percentile queue.

As a target or design parameter, the following is considered appropriate for the study area:

Signalized Intersections – LOS D and v/c < 0.90 for all movements

Non-signalized Intersections – LOS D for individual movements

Operational analyses are conducted for the following scenarios for the weekday a.m. and p.m.

peak hours:

Existing (2016)

Future (2026) without proposed development

Future (2026) with proposed development

The Synchro analysis reports can be found in Appendix C.

4.3.1 Existing (2015) Traffic

Table 4.6 summarizes the results of the operational and queue analyses of the existing (2016)

traffic conditions for the weekday a.m. and p.m. peak hours.

The key finding is that the study intersection is currently operates at acceptable levels of service

and volume to capacity ratios (i.e. LOS B or better and v/c = 0.44 or lower) during the weekday

a.m. and p.m. peak hours.

Table 4.6 – Existing (2015) Operational Analysis

Intersection Movement1

Weekday

a.m. Peak Hour

Weekday

p.m. Peak Hour

LOS2 V/C Delay

(s)

Queue

(m) LOS2 V/C

Delay

(s)

Queue

(m)

River Road / No.5

Road

(Minor Street Stop

Controlled)

EB TR A 0.10 0 0 A 0.21 0 0

WB LT A 0.00 2 1 A 0.03 4 1

NB L B 0.26 11 8 B 0.44 15 17

NB R A 0.01 9 1 A 0.02 9 1

Notes: 1. NB = Northbound, etc., L = Left, T = Through, R = Right

2. LOS for the intersection is based on intersection capacity utilization

4.3.2 Future (2026) Background Traffic (without Development)

Table 4.7 summarizes the results of the operational and queue analyses of the Future 2026

Background Traffic conditions for the weekday a.m. and p.m. peak hours.



5016236-001-REP-01-Rev1 (TIS)

In the Future 2026 Background Traffic scenario the key intersection is expected to operate at

acceptable levels of service and volume to capacity ratios (i.e. LOS C or better and v/c = 0.59 or

lower) during the weekday a.m. and p.m. peak hours.

Table 4.7 – Future (2026) Background Traffic Operational Analysis


Weekday

a.m. Peak Hour

Weekday

p.m. Peak Hour

LOS2 V/C Delay

(s)

Queue

(m) LOS2 V/C

Delay

(s)

Queue

(m)

River Road / No.5

Road

(Minor Street Stop

Controlled)

EB TR A 0.12 0 0 A 0.26 0 0

WB LT A 0.00 2 1 A 0.04 5 1

NB L B 0.33 11 11 C 0.59 19 29

NB R A 0.01 9 1 A 0.03 10 1



4.3.3 Future (2026) Total Traffic

Table 4.8 summarizes the results of the operation and queue analyses of the Future (2026)

Total traffic conditions (i.e. Future (2026) Background conditions + development traffic) for the

weekday a.m. and p.m. peak hours at the study area intersection and site driveways. Key

findings include:

In the Future 2026 Total Traffic scenario the key intersections are expected to operate at

acceptable levels of service and volume to capacity ratios (i.e. LOS D or better and v/c = 0.69 or

lower) during the weekday a.m. and p.m. peak hours.

Table 4.8 – Future (2026) Total Traffic Operational Analysis


Weekday

a.m. Peak Hour

Weekday

p.m. Peak Hour

LOS2 V/C Delay

(s)

Queue

(m) LOS2 V/C

Delay

(s)

Queue

(m)

River Road / Access

(Minor Street Stop

Controlled)

EB TR A 0.05 0 0 A 0.01 0 0

WB LT A 0.00 0 0 A 0.00 0 0

NB LR A 0.02 9 1 A 0.05 9 1

River Road / No.5

Road

(Minor Street Stop

Controlled)

EB TR A 0.13 0 0 A 0.26 0 0

WB LT A 0.01 4 1 A 0.07 5 2

NB L B 0.36 12 12 D 0.69 26 40

NB R A 0.07 9 2 A 0.04 10 1



14

4.4 Vehicle Parking / On-site Layout Review

4.4.1 Off-Street Parking Requirements and Provisions

As summarized in Table 4.9, application of the Port’s parking policy1 results in a minimum

requirement of 52 parking spaces for the proposed development. The proposed parking supply

of 83 stalls meets the Port’s parking policy.

Table 4.9 – On-Site Parking Requirements

Source Variable Parking Ratio

Parking

Requirement

(Spaces)

Note

Fraser River Port Authority

parking policy1

5,770 sq.ft. 1.0 space per 1,000 sq.ft. for office space 6 1

68,270 sq.ft. 1.0 space per 1,500 sq.ft. for industrial

floor space 46 1

Total 52

ITE Parking Demand

5,770 sq.ft. 2.47 spaces per 1,000 sq. ft. of office

space 14 2

68,270 sq.ft. 0.51 spaces per 1,000 sq. ft. of

warehouse space 35 2

Total 49

City of Richmond

530 m2 3.0 spaces per 100 m2 of office storage 16 3

6,342 m2 1.0 spaces per 100 m2 of commercial

storage 64 3

Total 80

Notes: GFA – Gross Floor Area; GLA – Gross Leasable Area

1. Fraser Richmond Development Traffic Impact Assessment (Burnaby, BC: Delcan, October 2005).

2. ITE Parking Generation, 4th Edition Land Use: 150 Warehousing and 701 Office Building

3. City of Richmond’s Parking and Loading bylaw: General and Heavy Industrial; and Office

Using the ITE parking supply ratio, the proposed development (73,986 sq.ft.) would need to

provide at least 49 vehicle parking stalls. The proposed parking supply of 83 vehicle stalls

exceeds ITE’s estimated parking demand of 49 parking spaces which is based on multiple site

studies to account for the generally accepted principle in parking supply / demand analysis that

a supply of parking operates at optimum efficiency when occupancy is between 85% and 95%

of the available supply. The excess spaces provide a “cushion” to allow for the dynamics of

vehicles moving in and out of parking stalls and to reduce the time required to search for the

last few available spaces.

Applying the City of Richmond’s Parking and Loading bylaw, the proposed development would

need to provide at least 80 parking stalls.



5016236-001-REP-01-Rev1 (TIS)

4.4.2 Site Access and Internal Circulation

It is expected that semi-trailer trucks would use the major arterial roads such as No.5 Road and

Bridgeport Road to access Hwy 99 (Oak Street Bridge) and the Knight Street Bridge. During the

field review semi-trailer trucks appear to have difficulty maneuvering at the intersection of River

Road and No.5 Road. Semi-trailer trucks making an eastbound right would encroach onto the

oncoming northbound lane. Due to the low volumes and industrial neighbourhood, passenger

vehicles and semi-trailer trucks would yield to one another to create sufficient space.

A geometric review of vehicle and truck movements of the proposed development on the

adjacent road network using AutoTURN software can be found in Appendix C. The following

design vehicles are used for the analysis:

WB-17 (total length = 19.5 m) representing semi-trailer trucks.

Note that 46 foot trailers are the largest expect to service this site, as indicated

in the drawings provided by the client.

Key findings of the site access and circulation review include:

The largest vehicles that can service the site are WB-17s based on site circulation.

Concurrent entry and exit at the truck access appears to be limited by the width of the

driveway.

Where possible, the traveled way is typically widened in conflict zones to

accommodate the concurrent movement of two trucks traveling in opposite

directions. This involves converting / removing some parking /storage spaces,

modifying structural elements, and adjusting landscaped areas adjacent to the

River Road (see sheets 1 and 2). Given truck drivers typically yield to one

another and concurrent movement is limited, the 9.0 m driveway appears to be

sufficiently wide enough to serve the site.

Stopping and parking should be restricted on the adjacent road to better facilitate semi-

trailer truck movement on River Road.

The City of Richmond did not indicate any truck limitations on River Road; however, very

limited semi-trailer trucks were observed on River Road east of No.5 Road. Many of the

warehouse sites along River Road have access on Vulcan Way. The approximate road width

along River Road varies but is approximately 4.5 to 5.5 metres wide. This is likely due, in part,

to the fact that the road is on a dyke. Given the width of a standard truck is 2.6 m it would be

difficult for two trucks to pass each other along the road. It is recommended that potential

mitigation measures be reviewed and implemented.

16

5. RECOMMENDATIONS

In light of the findings, the following recommendations are forwarded for consideration:

1. River Road is narrow and located on a dyke. Given the width of a standard truck is 2.6 m

it would be difficult for two trucks to pass each other along the road. It is recommended

that potential mitigation measures be reviewed and implemented to accommodate trucks

on River Road. At the site access, given truck drivers typically yield to one another and

concurrent movement is limited, the driveway appears to be sufficiently wide enough to

serve the site.

2. Signage should be provided on River Road to restrict stopping / parking adjacent to the

site in order to facilitate better semi-trailer truck movement on River Road.

6. SUMMARY AND CONCLUSIONS

Spire Construction Inc. proposes to construct a 73,000 sq. ft. distribution warehouse facility

with 83 parking stalls and 15 loading bays. The proposed warehouse development is located at

13201 River Road in Richmond, BC. The site is bounded by River Road to the north and

existing industrial development to the east, south and west. Site access would be provided by

one all movement access on River Road with a potential connection / access to the adjacent

property on the east. The site will not be served by rail.

Traffic at the study area intersection is primarily oriented to/from No.5 Road, with two-way

traffic volumes on No.5 ranging between approximately 370 vehicles in the a.m. peak

hour and 645 vehicles in the p.m. peak hour.

Trucks comprise up to 7% (a.m.) and 3% (p.m.) of the peak hour traffic.

When completed, the proposed development is expected to generate about 75 vehicle

trips (= 60 entering + 15 exiting) during the weekday a.m. peak hour, and about 60

vehicle trips (= 15 entering + 45 exiting) during the weekday p.m. peak hour.

No.5 Road / River Road

Traffic volumes in 2026 are anticipated to increase by 16% due to site-generated traffic

during the a.m. peak hour and 7% during the p.m. peak hour when compared to the total

background traffic.

The study intersection is currently operates at acceptable levels of service and volume to

capacity ratios (i.e. LOS B or better and v/c = 0.44 or lower) during the weekday a.m. and

p.m. peak hours.

In the Future 2026 Background Traffic scenario the key intersection is expected to

operate at acceptable levels of service and volume to capacity ratios (i.e. LOS C or better

and v/c = 0.59 or lower) during the weekday a.m. and p.m. peak hours.

In the Future 2026 Total Traffic scenario the key intersections are expected to operate at

acceptable levels of service and volume to capacity ratios (i.e. LOS D or better and v/c =

0.69 or lower) during the weekday a.m. and p.m. peak hours.



5016236-001-REP-01-Rev1 (TIS)

Applying the City of Richmond’s Parking and Loading bylaw results in a minimum

requirement of 80 parking spaces for the proposed development. The proposed parking

supply of 83 stalls meets the City’s parking policy.

Applying the Port’s parking policy results in a minimum requirement of 52 parking spaces

for the proposed development. The proposed parking supply of 83 stalls meets the Port’s parking policy.

Recommendations to mitigate operational issues attributed to the proposed development

are included in the report.

18

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Transportation Impact Study | 13201 River Road – Richmond, BC A-1


5016236-001-REP-01-Rev1 (TIS)

AP

PE

ND

IX A

— R

aw

Tra

ffic C

ou

nt D

ata

Appendix A – Raw Traffic Count Data

A-2

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Major Route: No.5 Road

Minor Route: River Road

Municipality: Richmond

Filename:

Date:

Day-of-week: Thursday

Speed Limit Major Rte: 50 km/hr

Speed Limit Minor Rte: 50 km/hr

East/West Route: River Road

Intersection Type:

Signalized (y/n?): n

Weather: Clear

Lanes Bus

TLR R (ch) TR T TL L Grade Near Far Bay

North Approach

South Approach 1

West Approach 1

East Approach 1

note: (ch) - channelized A: parallel lane B: taper

Start Duration

A.M. Shift 7:00 2.00

Noon Shift 13:30 0.00

P.M. Shift 16:00 2.00

Total 4.00

Comments:

Notes: North Approach - vehicles approaching intersection from the north

15x4 - 15 min volume (from max 15 minute period [+] in peak hour period [*]) x 4

Pedestrians - N indicates pedestrians crossing north approach (east/west)

Bikes - treat same way as cars (N = bikes approaching from the north)

Page 1

3-leg south approach

Bus Stop

VEHICLE TURNING MOVEMENT SURVEY

29-Sep-16

Jul-19-2007-03

5016236-001-TCS-01-Rev0 (River Rd. & No.5 Rd.)

AM Peak Period Location: No.5 Road @ River Road

Date:

Notes: Bikes and peds not included in following data

Time NORTH Approach SOUTH Approach WEST Approach EAST Approach Total

Period Left Thru Right Left Thru Right Left Thru Right Left Thru Right Volume N S W E N S W E

7:00 27 4 1 15 0 3 50 0 0 0 0 0 4 2 0

7:15 25 4 0 15 3 1 48 0 0 0 0 0 1 2 0

7:30 37 3 3 25 1 0 69 0 0 0 0 0 0 4 0

7:45 43 1 2 29 2 2 79 0 0 0 0 0 1 2 0

8:00 44 2 2 31 0 2 81 0 0 0 0 0 1 1 0

8:15 45 2 4 34 2 2 89 0 0 0 0 0 1 2 0

8:30 46 6 5 38 1 1 97 0 0 0 0 0 0 5 0

8:45 80 1 4 36 1 5 127 0 1 0 1 0 1 5 0

Total 347 23 21 223 10 16 640 0 1 0 1 0 9 23 0

Pk Hr 215 11 15 139 4 10 394 0 1 0 1 0 3 13 0

15x4 320 4 20 152 4 20

Avg Hr 174 12 11 112 5 8 320 0 1 0 1 0 5 12 0

Peak Hour 8:00

Peak 15min 8:45

North approach PHF Not Applicable

South approach PHF 0.70

West approach PHF 0.90

East approach PHF 0.58

AM Peak Hour Volumes

Bikes 0

HV% ######

0

- - -

- HV% Bikes

225 10 14 7.1% 0

4

Bikes HV% -

13 5.8% 154 15 26

139

215 - 11

143 226

HV% 4.9%

Bikes 3

Page 2

0

1

1

September 29, 2016

Pedestrians Bikes

0

N

Jul-19-2007-03


Noon Peak Period Location: No.5 Road @ River Road

Date:




Total

Pk Hr

15x4

Avg Hr

Peak Hour Not Applicable

Peak 15min Not Applicable

North Leg PHF Not Applicable

South Leg PHF Not Applicable

West Leg PHF Not Applicable

East Leg PHF Not Applicable

Noon Peak Hour Volumes

Bikes

HV% ######

0

- - -

- HV% Bikes

0 - 0 ######

-

Bikes HV% -

###### 0 - 0

-

- - -

0 0

HV% ######

Bikes

Page 3

September 29, 2016

Pedestrians Bikes

N

Jul-19-2007-03


PM Peak Period Location: No.5 Road @ River Road

Date:




16:00 83 5 5 81 7 9 190 0 0 0 0 0 2 1 0

16:15 58 4 1 103 9 9 184 0 0 0 0 0 3 0 1

16:30 64 7 2 78 15 12 178 0 0 0 0 0 4 3 0

16:45 66 1 2 57 4 0 130 0 0 0 0 0 2 5 0

17:00 84 5 5 84 7 11 196 0 0 0 0 0 6 4 0

17:15 58 5 5 72 2 1 143 0 0 0 0 0 3 3 0

17:30 66 2 4 61 5 6 144 0 0 0 0 0 5 1 0

17:45 41 1 2 58 5 4 111 0 0 0 0 0 6 0 0

Total 520 30 26 594 54 52 1276 0 0 0 0 0 31 17 1

Pk Hr 272 17 10 322 35 32 688 0 0 0 0 0 15 12 1

15x4 336 20 4 412 60 48

Avg Hr 260 15 13 297 27 26 638 0 0 0 0 0 16 9 1

Peak Hour 16:15

Peak 15min 17:00


South Leg PHF 0.81

West Leg PHF 0.80

East Leg PHF 0.62

PM Peak Hour Volumes

Bikes 0

HV% ######

0

- - -

- HV% Bikes

304 32 67 0.0% 1

35

Bikes HV% -

12 2.7% 332 10 27

322

272 - 17

357 289

HV% 1.7%

Bikes 15

Page 4

0

0 0

0

September 29, 2016

Pedestrians Bikes

N

Jul-19-2007-03


Average Hour Period Location: No.5 Road @ River Road

NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians

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

Survey

Total 867 53 47 817 64 68 1916 1 1 40 40 1

Hours 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Avg Hr 217 14 12 205 16 17 479 1 1 10 10 1

AM Period

Total 347 23 21 223 10 16 640 0 1 0 1 0 9 23 0

Hours 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

Avg Hr 174 12 11 112 5 8 320 0 1 0 1 0 5 12 0

Noon Period

Total

Hours 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Avg Hr

PM Period

Total 520 30 26 594 54 52 1276 0 0 0 0 0 31 17 1

Hours 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

Avg Hr 260 15 13 297 27 26 638 0 0 0 0 0 16 9 1

Average Hour Volumes

AM - - -

Noon - - -

PM - - -

Total - - -

AM Noon PM Total

- - - -

8 - 26 17

AM Noon PM Total 5 - 27 16

- - - -

11 - 13 12

112 - 297 205

AM 174 - 12

Noon - - -

PM 260 - 15

Total 217 - 14

Page 5

September 29, 2016

Bikes

Jul-19-2007-03


Major Route: No.5 Road

Minor Route: Access

Municipality: Richmond

Filename:

Date:

Day-of-week: Tuesday

Speed Limit Major Rte: 50 km/hr

Speed Limit Minor Rte: 50 km/hr

East/West Route: River Road

Intersection Type:

Signalized (y/n?): n

Weather: Clear

Lanes Bus

TLR R (ch) TR T TL L Grade Near Far Bay

North Approach

South Approach 1

West Approach 1

East Approach 1

note: (ch) - channelized A: parallel lane B: taper

Start Duration

A.M. Shift 7:00 2.00

Noon Shift 13:30 0.00

P.M. Shift 16:00 2.00

Total 4.00

Comments:

Notes: North Approach - vehicles approaching intersection from the north

15x4 - 15 min volume (from max 15 minute period [+] in peak hour period [*]) x 4

Pedestrians - N indicates pedestrians crossing north approach (east/west)

Bikes - treat same way as cars (N = bikes approaching from the north)

Page 1

VEHICLE TURNING MOVEMENT SURVEY

4-Oct-16

3-leg south approach

Bus Stop

Jul-19-2007-03

5016236-001-TCS-02-Rev0 (River Rd. & Access)

AM Peak Period Location: No.5 Road @ Access

Date:




7:00 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0

7:15 0 0 1 0 0 1 2 0 0 0 0 0 0 0 0

7:30 0 0 2 0 0 2 4 0 0 0 0 0 0 0 0

7:45 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0

8:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

8:15 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0

8:30 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0

8:45 0 0 2 0 0 2 4 0 0 0 0 0 0 0 0

Total 0 0 12 0 0 5 17 0 0 0 0 0 0 0 0

Pk Hr 0 0 7 0 0 3 10 0 0 0 0 0 0 0 0

15x4 0 0 12 0 0 8

Avg Hr 0 0 6 0 0 3 9 0 0 0 0 0 0 0 0

Peak Hour 7:00

Peak 15min 7:30

North approach PHF Not Applicable

South approach PHF #####

West approach PHF 0.58

East approach PHF 0.38

AM Peak Hour Volumes

Bikes 0

HV% ######

0

- - -

- HV% Bikes

3 3 3 0.0% 0

0

Bikes HV% -

0 0.0% 7 7 7

0

0 - 0

0 0

HV% ######

Bikes 0

Page 2

Pedestrians Bikes

0

0

0

0

October 4, 2016

N

Jul-19-2007-03


Noon Peak Period Location: No.5 Road @ Access

Date:




Total

Pk Hr

15x4

Avg Hr

Peak Hour Not Applicable

Peak 15min Not Applicable


South Leg PHF Not Applicable

West Leg PHF Not Applicable

East Leg PHF Not Applicable

Noon Peak Hour Volumes

Bikes

HV% ######

0

- - -

- HV% Bikes

0 - 0 ######

-

Bikes HV% -

###### 0 - 0

-

- - -

0 0

HV% ######

Bikes

Page 3

Pedestrians Bikes

October 4, 2016

N

Jul-19-2007-03


PM Peak Period Location: No.5 Road @ Access

Date:




16:00 0 0 2 0 0 2 4 0 0 0 0 0 0 1 1

16:15 0 0 2 0 0 3 5 0 0 0 0 0 0 0 0

16:30 0 0 3 0 0 10 13 0 0 0 0 0 0 0 0

16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:00 0 0 1 0 0 1 2 0 0 0 0 0 0 1 0

17:15 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0

17:30 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 9 0 0 18 27 0 0 0 0 0 0 2 1

Pk Hr 0 0 7 0 0 15 22 0 0 0 0 0 0 1 1

15x4 0 0 12 0 0 40

Avg Hr 0 0 5 0 0 9 14 0 0 0 0 0 0 1 1

Peak Hour 16:00

Peak 15min 16:30


South Leg PHF #####

West Leg PHF 0.58

East Leg PHF 0.38

PM Peak Hour Volumes

Bikes 0

HV% ######

0

- - -

- HV% Bikes

15 15 15 0.0% 1

0

Bikes HV% -

1 0.0% 7 7 7

0

0 - 0

0 0

HV% ######

Bikes 0

Page 4

Pedestrians Bikes

October 4, 2016

0

0 0

0

N

Jul-19-2007-03


Average Hour Period Location: No.5 Road @ Access

NORTH Approach SOUTH Approach WEST Approach EAST Approach Total Pedestrians

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

Survey

Total 21 23 44 2 1

Hours 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Avg Hr 6 6 11 1 1

AM Period

Total 0 0 12 0 0 5 17 0 0 0 0 0 0 0 0

Hours 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

Avg Hr 0 0 6 0 0 3 9 0 0 0 0 0 0 0 0

Noon Period

Total

Hours 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Avg Hr

PM Period

Total 0 0 9 0 0 18 27 0 0 0 0 0 0 2 1

Hours 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

Avg Hr 0 0 5 0 0 9 14 0 0 0 0 0 0 1 1

Average Hour Volumes

AM - - -

Noon - - -

PM - - -

Total - - -

AM Noon PM Total

- - - -

3 - 9 6

AM Noon PM Total 0 - 0 -

- - - -

6 - 5 6

0 - 0 -

AM 0 - 0

Noon - - -

PM 0 - 0

Total - - -

Page 5

Bikes

October 4, 2016

Jul-19-2007-03


Transportation Impact Study | 13201 River Road – Richmond, BC B-1


5016236-001-REP-01-Rev1 (TIS)

AP

PE

ND

IX B

— T

urn

ing

Mo

ve

me

nt F

igu

res

Appendix B – Turning Movement Figures

B-2




5016236-001-REP-01-Rev1 (TIS)

Figure B.1 – Existing (2016) Traffic Volumes

B-4

Figure B.2 – Future (2026) Background Traffic Volumes



5016236-001-REP-01-Rev1 (TIS)

Figure B.3 – Site-Generated Trip Assignment

B-6

Figure B.4 – Future (2026) Total Traffic Volumes

Transportation Impact Study | Hopewell Distribution Centre, Building 4 – Richmond, BC C-1


5016236-001-REP-01-Rev1 (TIS)

AP

PE

ND

IX C

— S

yn

ch

ro A

na

lys

is R

es

ults

Appendix C – Synchro Analysis Results

C-2

This page intentionally left blank.

5016236-001: 13201 River Road, Richmond, BC 3: No.5 Road & River Road

Lanes, Volumes, Timings Existing (2016) AM

P:\50-16000TR5\5016236-001 - 13201 River Road\Calculations\Synchro\5016236-001-SYN-01-Rev0 (Existing 2016 AM).syn

MMM Group 10/14/2016

Lane Group EBT EBR WBL WBT NBL NBR

Lane Configurations

Traffic Volume (vph) 15 139 4 10 215 11

Future Volume (vph) 15 139 4 10 215 11

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Storage Length (m) 0.0 0.0 0.0 25.0

Storage Lanes 0 0 1 0

Taper Length (m) 2.5 2.5

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.878 0.850

Flt Protected 0.987 0.950

Satd. Flow (prot) 1654 0 0 1859 1789 1601

Flt Permitted 0.987 0.950

Satd. Flow (perm) 1654 0 0 1859 1789 1601

Link Speed (k/h) 50 50 48

Link Distance (m) 107.6 341.7 283.8

Travel Time (s) 7.7 24.6 21.3

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 16 151 4 11 234 12

Shared Lane Traffic (%)

Lane Group Flow (vph) 167 0 0 15 234 12

Enter Blocked Intersection No No No No No No

Lane Alignment Left Right Left Left Left Right

Median Width(m) 0.0 0.0 3.7

Link Offset(m) 0.0 0.0 0.0

Crosswalk Width(m) 1.6 1.6 1.6

Two way Left Turn Lane

Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99

Turning Speed (k/h) 14 24 24 14

Sign Control Free Free Stop

Intersection Summary

Area Type: Other

Control Type: Unsignalized

Intersection Capacity Utilization 28.0% ICU Level of Service A

Analysis Period (min) 15


HCM Unsignalized Intersection Capacity Analysis Existing (2016) AM



Movement EBT EBR WBL WBT NBL NBR

Lane Configurations

Traffic Volume (veh/h) 15 139 4 10 215 11

Future Volume (Veh/h) 15 139 4 10 215 11


Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Hourly flow rate (vph) 16 151 4 11 234 12

Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage

Right turn flare (veh)

Median type None None

Median storage veh)

Upstream signal (m)

pX, platoon unblocked

vC, conflicting volume 167 110 92

vC1, stage 1 conf vol


vCu, unblocked vol 167 110 92

tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3

p0 queue free % 100 74 99

cM capacity (veh/h) 1411 884 966

Direction, Lane # EB 1 WB 1 NB 1 NB 2

Volume Total 167 15 234 12

Volume Left 0 4 234 0

Volume Right 151 0 0 12

cSH 1700 1411 884 966

Volume to Capacity 0.10 0.00 0.26 0.01

Queue Length 95th (m) 0.0 0.1 8.1 0.3

Control Delay (s) 0.0 2.0 10.5 8.8

Lane LOS A B A

Approach Delay (s) 0.0 2.0 10.4

Approach LOS B


Average Delay 6.1



5016236-001: 13201 River Road, Richmond, BC 6: Access & River Road

Lanes, Volumes, Timings Existing (2016) AM




Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt

Flt Protected

Satd. Flow (prot) 1883 0 0 1883 1883 0

Flt Permitted

Satd. Flow (perm) 1883 0 0 1883 1883 0


Link Distance (m) 128.0 199.8 42.8

Travel Time (s) 9.2 14.4 3.2

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 8 0 0 3 0 0









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Existing (2016) AM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3

p0 queue free % 100 100 100


Direction, Lane # EB 1 WB 1 NB 1

Volume Total 8 3 0

Volume Left 0 0 0

Volume Right 0 0 0

cSH 1700 1612 1700

Volume to Capacity 0.00 0.00 0.00

Queue Length 95th (m) 0.0 0.0 0.0

Control Delay (s) 0.0 0.0 0.0

Lane LOS A


Approach LOS A


Average Delay 0.0




Lanes, Volumes, Timings Existing (2016) PM

P:\50-16000TR5\5016236-001 - 13201 River Road\Calculations\Synchro\5016236-001-SYN-01-Rev0 (Existing 2016 PM).syn



Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900




Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.869 0.850


Satd. Flow (prot) 1637 0 0 1836 1789 1601


Satd. Flow (perm) 1637 0 0 1836 1789 1601


Link Distance (m) 107.6 341.7 283.8

Travel Time (s) 7.7 24.6 21.3

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 11 350 38 35 296 18









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Existing (2016) PM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3







cSH 1700 1198 672 856


Queue Length 95th (m) 0.0 0.7 17.1 0.5

Control Delay (s) 0.0 4.3 14.5 9.3

Lane LOS A B A


Approach LOS B


Average Delay 6.4




Lanes, Volumes, Timings Existing (2016) PM




Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt

Flt Protected

Satd. Flow (prot) 1883 0 0 1883 1883 0

Flt Permitted

Satd. Flow (perm) 1883 0 0 1883 1883 0


Link Distance (m) 128.0 199.8 42.8

Travel Time (s) 9.2 14.4 3.2

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 8 0 0 16 0 0









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Existing (2016) PM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3

p0 queue free % 100 100 100



Volume Total 8 16 0

Volume Left 0 0 0

Volume Right 0 0 0

cSH 1700 1612 1700




Lane LOS A


Approach LOS A


Average Delay 0.0




Lanes, Volumes, Timings Future Background (2026) AM

P:\50-16000TR5\5016236-001 - 13201 River Road\Calculations\Synchro\5016236-001-SYN-02-Rev0 (FB 2026 AM).syn



Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900




Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.878 0.850


Satd. Flow (prot) 1654 0 0 1857 1789 1601


Satd. Flow (perm) 1654 0 0 1857 1789 1601


Link Distance (m) 107.6 341.7 283.8

Travel Time (s) 7.7 24.6 21.3

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 20 184 5 13 285 14









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Future Background (2026) AM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3







cSH 1700 1368 855 941


Queue Length 95th (m) 0.0 0.1 11.2 0.3

Control Delay (s) 0.0 2.1 11.3 8.9

Lane LOS A B A


Approach LOS B


Average Delay 6.5




Lanes, Volumes, Timings Future Background (2026) AM




Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt

Flt Protected

Satd. Flow (prot) 1883 0 0 1883 1883 0

Flt Permitted

Satd. Flow (perm) 1883 0 0 1883 1883 0


Link Distance (m) 128.0 199.8 42.8

Travel Time (s) 9.2 14.4 3.2

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 10 0 0 4 0 0









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Future Background (2026) AM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3

p0 queue free % 100 100 100



Volume Total 10 4 0

Volume Left 0 0 0

Volume Right 0 0 0

cSH 1700 1610 1700




Lane LOS A


Approach LOS A


Average Delay 0.0




Lanes, Volumes, Timings Future Background (2026) PM

P:\50-16000TR5\5016236-001 - 13201 River Road\Calculations\Synchro\5016236-001-SYN-02-Rev0 (FB 2026 PM).syn



Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900




Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.869 0.850


Satd. Flow (prot) 1637 0 0 1834 1789 1601


Satd. Flow (perm) 1637 0 0 1834 1789 1601


Link Distance (m) 107.6 341.7 283.8

Travel Time (s) 7.7 24.6 21.3

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 13 426 47 42 361 23









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other


Intersection Capacity Utilization 57.7% ICU Level of Service B



HCM Unsignalized Intersection Capacity Analysis Future Background (2026) PM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3







cSH 1700 1121 610 813


Queue Length 95th (m) 0.0 1.0 29.4 0.7

Control Delay (s) 0.0 4.6 19.1 9.6

Lane LOS A C A


Approach LOS C


Average Delay 8.2




Lanes, Volumes, Timings Future Background (2026) PM




Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt

Flt Protected

Satd. Flow (prot) 1883 0 0 1883 1883 0

Flt Permitted

Satd. Flow (perm) 1883 0 0 1883 1883 0


Link Distance (m) 128.0 199.8 42.8

Travel Time (s) 9.2 14.4 3.2

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 10 0 0 20 0 0









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Future Background (2026) PM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3

p0 queue free % 100 100 100



Volume Total 10 20 0

Volume Left 0 0 0

Volume Right 0 0 0

cSH 1700 1610 1700




Lane LOS A


Approach LOS A


Average Delay 0.0




Lanes, Volumes, Timings Future Total (2026) AM

P:\50-16000TR5\5016236-001 - 13201 River Road\Calculations\Synchro\5016236-001-SYN-03-Rev0 (FT 2026 AM).syn



Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900




Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.888 0.850


Satd. Flow (prot) 1672 0 0 1838 1789 1601


Satd. Flow (perm) 1672 0 0 1838 1789 1601


Link Distance (m) 107.6 341.7 283.8

Travel Time (s) 7.7 24.6 21.3

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 37 184 17 17 285 65









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Future Total (2026) AM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3







cSH 1700 1348 799 921


Queue Length 95th (m) 0.0 0.3 12.3 1.7

Control Delay (s) 0.0 3.9 12.0 9.2

Lane LOS A B A


Approach LOS B


Average Delay 6.9




Lanes, Volumes, Timings Future Total (2026) AM




Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.883

Flt Protected 0.950

Satd. Flow (prot) 1663 0 0 1883 1789 0

Flt Permitted 0.950

Satd. Flow (perm) 1663 0 0 1883 1789 0


Link Distance (m) 128.0 199.8 42.8

Travel Time (s) 9.2 14.4 3.2

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 10 67 0 4 16 0









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Future Total (2026) AM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3

p0 queue free % 100 98 100




Volume Left 0 0 16

Volume Right 67 0 0

cSH 1700 1522 962




Lane LOS A


Approach LOS A


Average Delay 1.5




Lanes, Volumes, Timings Future Total (2026) PM

P:\50-16000TR5\5016236-001 - 13201 River Road\Calculations\Synchro\5016236-001-SYN-03-Rev0 (FT 2026 PM).syn



Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900




Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.870 0.850


Satd. Flow (prot) 1639 0 0 1829 1789 1601


Satd. Flow (perm) 1639 0 0 1829 1789 1601


Link Distance (m) 107.6 341.7 283.8

Travel Time (s) 7.7 24.6 21.3

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 17 427 83 54 361 34









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Future Total (2026) PM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3







cSH 1700 1116 524 809


Queue Length 95th (m) 0.0 1.8 40.0 1.0

Control Delay (s) 0.0 5.4 25.7 9.6

Lane LOS A D A


Approach LOS C


Average Delay 10.6




Lanes, Volumes, Timings Future Total (2026) PM




Lane Configurations



Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.919

Flt Protected 0.950

Satd. Flow (prot) 1731 0 0 1883 1789 0

Flt Permitted 0.950

Satd. Flow (perm) 1731 0 0 1883 1789 0


Link Distance (m) 128.0 199.8 42.8

Travel Time (s) 9.2 14.4 3.2

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Adj. Flow (vph) 10 15 0 20 48 0









Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99




Area Type: Other





HCM Unsignalized Intersection Capacity Analysis Future Total (2026) PM




Lane Configurations




Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92


Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage



Median storage veh)

Upstream signal (m)






tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3

p0 queue free % 100 95 100




Volume Left 0 0 48

Volume Right 15 0 0

cSH 1700 1589 975




Lane LOS A


Approach LOS A


Average Delay 4.6



Transportation Impact Study | 13201 River Road – Richmond, BC D-1


5016236-001-REP-01-Rev1 (TIS)

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Appendix D – AutoTURN Analysis

D-2


Proposal & Report Template · Transportation Engineers’ (ITE) Trip Generation Manual, 9th...

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