Re: Transportation Impact Study Addendum Letter No Cresthaven Drive

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Suzan Underwood
5 years ago
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July 21, 2015 Mr. Riley Carter Project Manager, Transportation City of Ottawa Development Review, Suburban West (Tel: 613-580-2424 ext. 14304) Re: Transportation Impact Study ddendum Letter No.

1 July 21, 2015 Mr. Riley Carter Project Manager, Transportation City of Ottawa Development Review, Suburban West (Tel: ext ) Re: Transportation Impact Study ddendum Letter No Cresthaven Drive Subsequent to the submission of the Transportation Impact Study (TIS) [May 2015], the City requested (via from Mr. Riley Carter - July 17, 2015) to review the intersection of Cresthaven Drive / Barnstone Drive as a 4-Way STOP-Controlled intersection assuming forecast conditions. The TIS (May 2015) analyzed the intersection as a roundabout given that the intersection was anticipated to be converted to a 4-leg roundabout at the time of the construction of the development. This addendum letter provides an additional analysis assuming a 4-leg STOP-Controlled configuration at the Cresthaven Drive / Barnstone Drive intersection. The analysis assumes 2022 total forecast volumes as it represents worst-case scenario. Table 1 depicts the analysis results assuming a 4-Way STOP-Controlled intersection in the future: Table 1: Forecast 2022 Capacity nalysis Results Morning Peak Hour fternoon Peak Hour Saturday Peak Hour Link North-South / East-West Cresthaven / Barnstone [Roundabout-TIS (May 2014)] Cresthaven / Barnstone (4-Way STOP Control) Overall LOS Critical pproach Movement LOS, V/C Overall LOS Critical pproach Movement Overall LOS Critical pproach The results indicate that the intersection operates at satisfactory overall LOS "" assuming a 4- Way STOP controlled intersection. The volume-to-capacity (v/c) ratios are slightly higher compared to the roundabout configuration. LOS, V/C Movement LOS, V/C NB, 0.15 NB, 0.23 NB, 0.19 NB, 0.18 NB, 0.28 NB, Lancaster Road, Suite 200, Ottawa, Ontario, K1B 4S5 1 Telephone (613) Fax: (613)

2 In conclusion... the intersection operates at satisfactory level of service as a STOP-Controlled configuration; and negligible changes are anticipated to the traffic operational results presented in the previous TIS (May 2015), which assumed a roundabout configuration. Yours truly, rthur E. Gordon, B.., P.Eng. Principal Castleglenn Consultants Inc. 2

3 nnex Forecast (2022) Traffic nalysis 4-Way STOP-Control Configuration nnex

4 2: Cresthaven Drive & Barnstone Drive M Peak Hour Delay, s/veh 7.9 LOS Movement EBU EBL EBT EBR WBU WBL WBT WBR NEU NEL NET NER Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes pproach EB WB NE Opposing pproach WB EB SW Opposing Lanes Conflicting pproach Left SW NE EB Conflicting Lanes Left Conflicting pproach Right NE SW WB Conflicting Lanes Right HCM Control Delay HCM LOS Lane NELn1 EBLn1 WBLn1 SWLn1 Vol Left, % 23% 23% 77% 6% Vol Thru, % 56% 3% 3% 85% Vol Right, % 21% 73% 20% 10% Sign Control Stop Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS HCM 95th-tile Q Page 1

5 2: Cresthaven Drive & Barnstone Drive M Peak Hour Delay, s/veh LOS Movement SWU SWL SWT SWR Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes pproach SW Opposing pproach NE Opposing Lanes 1 Conflicting pproach Left WB Conflicting Lanes Left 1 Conflicting pproach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.8 HCM LOS Lane Page 2

6 2: Cresthaven Drive & Barnstone Drive PM Peak Hour Delay, s/veh 8.6 LOS Movement EBU EBL EBT EBR WBU WBL WBT WBR NEU NEL NET NER Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes pproach EB WB NE Opposing pproach WB EB SW Opposing Lanes Conflicting pproach Left SW NE EB Conflicting Lanes Left Conflicting pproach Right NE SW WB Conflicting Lanes Right HCM Control Delay HCM LOS Lane NELn1 EBLn1 WBLn1 SWLn1 Vol Left, % 36% 22% 80% 5% Vol Thru, % 49% 5% 11% 72% Vol Right, % 15% 73% 9% 23% Sign Control Stop Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS HCM 95th-tile Q Page 1

7 2: Cresthaven Drive & Barnstone Drive PM Peak Hour Delay, s/veh LOS Movement SWU SWL SWT SWR Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes pproach SW Opposing pproach NE Opposing Lanes 1 Conflicting pproach Left WB Conflicting Lanes Left 1 Conflicting pproach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.9 HCM LOS Lane Page 2

8 2: Cresthaven Drive & Barnstone Drive Sat Peak Hour Delay, s/veh 8.5 LOS Movement EBU EBL EBT EBR WBU WBL WBT WBR NEU NEL NET NER Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes pproach EB WB NE Opposing pproach WB EB SW Opposing Lanes Conflicting pproach Left SW NE EB Conflicting Lanes Left Conflicting pproach Right NE SW WB Conflicting Lanes Right HCM Control Delay HCM LOS Lane NELn1 EBLn1 WBLn1 SWLn1 Vol Left, % 44% 22% 78% 1% Vol Thru, % 45% 4% 12% 79% Vol Right, % 11% 73% 10% 20% Sign Control Stop Stop Stop Stop Traffic Vol by Lane LT Vol Through Vol RT Vol Lane Flow Rate Geometry Grp Degree of Util (X) Departure Headway (Hd) Convergence, Y/N Yes Yes Yes Yes Cap Service Time HCM Lane V/C Ratio HCM Control Delay HCM Lane LOS HCM 95th-tile Q Page 1

9 2: Cresthaven Drive & Barnstone Drive Sat Peak Hour Delay, s/veh LOS Movement SWU SWL SWT SWR Vol, veh/h Peak Hour Factor Heavy Vehicles, % Mvmt Flow Number of Lanes pproach SW Opposing pproach NE Opposing Lanes 1 Conflicting pproach Left WB Conflicting Lanes Left 1 Conflicting pproach Right EB Conflicting Lanes Right 1 HCM Control Delay 8.3 HCM LOS Lane Page 2

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