Future Ready® · Transportation

See traffic
differently.

An integrated microsimulation and geometric-design suite for the Highway 7 & McCaffrey Road crossing — combining operations, safety, capacity and active-transport analysis on one calibrated model.

BC MoTI · Project 13321-0000 · Methods: TAC · HCM 6th Ed. · MUTCD · AASHTO
The Suite

Seven analysis modules. One model.

01 Simulation

Operations Simulator

IDM microsimulation with HCM level-of-service for the stop-controlled and signalized junction, including RRFB pedestrian yielding.

Open 02 Geometric Design

Swept Path Analysis

TAC design-vehicle turning checks with tractrix off-tracking, swept envelopes and curb / median encroachment flags.

Open 03 Traffic Control

Signal Warrants

MUTCD peak-hour warrant screening, plotting live turning-movement counts against the Figure 4C-3 curves.

Open 04 Capacity

Queue & Storage

HCM two-way-stop 95th-percentile queues by movement and left-turn bay storage adequacy, drawn to scale.

Open 05 Safety

Sight Distance

Stopping and intersection sight distance per TAC / AASHTO, with departure sight triangles on the junction plan.

Open 06 Active Transport

Pedestrian Crossing

TAC 2014 treatment selection from AADT, speed and cross-section, with the Table 1 matrix and Figure 8 assessment.

Open 07 Visualization

3D Digital Twin

An interactive Three.js model of the junction on the 100% design drawing — live vehicles, shadows, day/night, signal & RRFB states, with orbit and follow-vehicle cameras.

Open

Run

Speed
Control
RRFB crossing

View

Follow a vehicle
Night
Shadows
Asphalt overlay
Design drawing
Drawing opacity
Align drawing
Scale
Rotate
Shift E–W
Shift N–S
Clock00:00
Active vehicles0
Throughput (veh/h)0
Worst LOS (sim)–
drag orbit · scroll zoom · right-drag pan

Traffic Demand Hwy 7 (Lougheed) × McCaffrey Rd · Agassiz, BC

Count data preset

MoTI turning-movement counts, Hwy 7 @ McCaffrey Rd, May 23–25 2025 (peak hours). Loading fills the per-movement volumes, heavy-vehicle %, and cyclist rate.

Peak-hour volumes by movement (veh/h)

L/T/R per approach. EB/WB = Highway 7; NB/SB = McCaffrey Rd.

Modal demand

6.0%
2.0%
5
20
Counts recorded ~0 peds (proposed facility) and 3–9 cyclists/h. Raise pedestrians to exercise the RRFB.
00:00 Stop-controlled RRFB idle
In 0 · Served 0 · Active 0 · 0 peds · 0 conflicts
Car Truck Bus Moto Cyclist Pedestrian Stopped/yielding

Control & Performance HCM unsignalized (TWSC) / signalized analysis

Run

1.5×

Intersection control

km/h

Summary TWSC

Worst-approach delay0.0 s/veh
Governing LOS–
Throughput0 veh/h

By approach

ApprVolv/cDelayLOSQ95
About this model
Geometry follows the MoTI 100% design (Project 13321-0000): Highway 7 carries one through lane each way plus a centre left-turn bay; McCaffrey Rd is a single shared lane each way under stop control; an RRFB crosswalk with a two-stage raised median refuge spans the highway west of the junction. The engine is a microsimulation: Intelligent Driver Model car-following with frontal proximity detection, geometric conflict-point resolution (every pair of crossing paths is pre-computed), priority/right-of-way ranking, HCM gap acceptance for stop-controlled and permissive movements, occupancy-based mutual exclusion so vehicles never overlap, and RRFB pedestrian yielding. LOS per HCM 6th Ed. (unsignalized A≤10…F>50 s; signalized A≤10…F>80 s). The "conflicts" counter reports any residual bounding-box overlaps for QC — it should stay at 0.

Swept Path Analysis TAC design-vehicle turning check · MoTI 100% design

Design vehicle

Turning movement

1.0×

Turn path

14.0 m
Sets the front-axle turning radius the driver steers (clamped to the vehicle minimum). The road geometry — face of curb, raised median, sidewalks, curb ramps, pavement edge and markings — is the exact MoTI 100% CAD (R1-1209), extracted directly from the DWG, not an approximation.

Display

Tracking Results Off-tracking & encroachment by movement

Selected movement

Swept path width– m
Max off-tracking– m
Median over-run–

All movements

MoveSwept (m)Off-trk (m)Result
Swept width = max lateral spread of the envelope. Off-tracking = max inward offset of the rear axle from the front-axle path. "Result" flags the envelope over-running the raised median refuge (quantified, point-in-polygon). Curb & sidewalk over-tracking is shown visually — read it directly from the blue envelope crossing the white face-of-curb / grey sidewalk.
Method & references
The road geometry is the exact proposed design, extracted directly from the MoTI 100% CAD (R1-1209 GEOMLANE xref): face of curb, raised median, sidewalks, curb ramps, pavement edge, tactile pads and markings. A kinematic tractrix model drives the design vehicle's front axle along the turning path; the rear axle (and any trailer) off-tracks inward. Over-tracking is measured against a drivable-area mask built from the real curb, median and pavement-edge lines — so "OVER" = the envelope mounting the curb, median or sidewalk, with the depth in metres. This run is fully independent of the AutoTURN paths in the CAD, for blind comparison. Vehicle dimensions per TAC GDG (HSU, SU, P, WB-20). Confirm against stamped CAD before use in a submission.

Traffic Signal Warrants MUTCD 2009 Ch. 4C · peak-hour volumes

Count data

Major street = Highway 7 (EB+WB, both approaches). Minor street = McCaffrey Rd (higher-volume approach).

Approach lanes

Determines which Figure 4C-3 curve applies and the 100/150 vph minor-street floor.

Live volumes (veh/h)

Warrant ResultsPeak-hour assessment

Warrant 3 — Peak Hour

—
Major (both appr.)0 veh/h
Minor (high appr.)0 veh/h
Curve threshold0 veh/h

Warrant 1 — Volume (reference)

ConditionNeedHaveMet?
Warrant 1 requires the threshold on each of any 8 hours of the day; shown here against the single peak hour for context only. A full warrant study needs 8+ hours of counts.
Method & references
Warrant 3 (Peak Hour) plots major-street total of both approaches against the higher-volume minor-street approach; if the point is on or above the curve for the existing lane combination, the warrant is satisfied (MUTCD 2009 §4C.04, Fig 4C-3). Warrant 1 thresholds per §4C.02. Warrants are a necessary, not sufficient, condition for signalization — engineering judgement governs.

Queue & Turn-Bay Storage HCM TWSC 95th-percentile queue

Count data

Parameters

h
m

Left-turn bay (centre)

30 m
Highway 7 centre two-way left-turn / storage bay serving EB-left and WB-left movements. Compare to the 95th-percentile queue length below.

Storage ResultsBy movement

Left-turn bay adequacy

—

95th-percentile queues

Movevcapv/cQ95Q95 m
Stop-controlled / permissive movements only; highway through movements run free-flow and do not store. Capacity = HCM potential capacity from conflicting flow.
Method & references
95th-percentile queue Q₉₅ = 900·T·[(x−1) + √((x−1)² + (3600/c)·x /(150·T))]·(c/3600), with x = v/c, c = movement capacity, T = period (HCM 6th Ed., TWSC). Storage length = ⌈Q₉₅⌉ × vehicle spacing.

Sight Distance TAC / AASHTO SSD & intersection sight distance

Major road (Highway 7)

80 km/h
0.0 %
s
m/s²

Intersection sight distance

250 m
Available distance is limited by the nearest sight obstruction (building, vegetation, curve). Drag to test against the required legs.

Sight ResultsRequired vs available

Stopping sight distance

SSD required0 m

Intersection sight distance

—
Critical gap tg0 s
ISD leg (each way)0 m
Available0 m
Method & references
SSD = 0.278·V·t + V²/(254·(a/9.81 ± G)) (TAC/AASHTO). Departure sight triangle leg b = 0.278·Vmajor·tg, with critical gap tg = 7.5 s (left), 6.5 s (right/cross) for a passenger car, +0.5 s per additional lane crossed and +0.7/+0.9 s adjustment for SU/WB vehicles (AASHTO Green Book Ch. 9 / TAC GDG).

Pedestrian Crossing TAC 2014 Ped. Crossing Control Guide

Vehicle exposure

—
AADT estimated from the major-road two-way peak-hour volume ÷ K. Edit K to match local design-hour factor.

Crossing context

m

Pedestrian demand (per hour)

—

TreatmentRecommended crossing control

Recommendation

—

Preliminary assessment

Method & references
Process per TAC Pedestrian Crossing Control Guide (2014): screen for a traffic-signal warrant and minimum volumes (>15 EAU/h pedestrians), then select a treatment from Table 1 by AADT × speed × cross-section, with automatic Traffic-Signal overrides for >6 lanes w/ refuge, >4 lanes w/o refuge, or speed >70 km/h. Treatment order: GM → GM+ → RRFB → OF → TS1 → TS2.