Affordable Apartment Building 1540 Upper Wentworth Street Transportation Impact, Transportation Demand Management Options and Parking Study City of Hamilton

Prepared for: Hamilton East Kiwanis Non-Profit Homes Inc. c/o New Commons Development

May 2021

Table of Contents

1 Introduction ...... 1 2 Proposal and Site Transportation Context ...... 1 3 Existing Traffic ...... 3 3.1 Existing Traffic Volumes ...... 3 3.2 Traffic Operations Assessment ...... 3 4 Background Traffic ...... 4 4.1 Background Traffic Forecasts ...... 4 4.2 Traffic Operations Assessment ...... 5 5 Site Traffic ...... 5 6 Future Total Traffic ...... 6 6.1 Traffic Operations Assessment ...... 6 7 Transportation Demand Management ...... 7 7.1 Site Context ...... 7 7.2 Existing TDM Opportunities ...... 7 7.3 Proposed TDM Measures ...... 8 8 Parking Assessment ...... 9 9 Conclusions and Recommendations ...... 11

Figure 1: Study Area Lane Configurations and Traffic Control

Table 1: Existing Site Traffic Generation Rates and Estimated Trips Table 2: Existing Traffic Operations – Upper Wentworth/Emperor Table 3: Existing Traffic Operations – Emperor/Site Table 4: Future Background Traffic Operations – Upper Wentworth/Emperor Table 5: Future Background Traffic Operations – Emperor/Site Table 6: Site Traffic Generation Rates and Estimated Trips Table 7: Future Background Traffic Operations – Upper Wentworth/Emperor Table 8: Future Background Traffic Operations – Emperor/Site Table 9: Route 26 Local Transit Service Table 10: Residential Parking Survey Data Table 11: Parking Requirements and Provision

Appendix A: Figures Appendix B: Existing Capacity Analysis Appendix C: Future Background Capacity Analysis Appendix D: Future Total Capacity Analysis

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1 Introduction

This Transportation Impact, Transportation Demand Management Options and Parking Study (“TPS”) has been prepared in support of an application to amend the Zoning By-law on the lands owned by Hamilton East Kiwanis Non-Profit Homes Inc. at the southwest corner of the intersection of Upper Wentworth Street and Emperor Avenue in the City of Hamilton, municipally known as 1540 Upper Wentworth Street. The site is home to a townhouse complex and the proposal includes removing 15 existing units at the northeast corner of the property and replacing them with an eight-storey residential apartment building with 126 units. The study was undertaken as a submission requirement in accordance with Formal Consultation with City Transportation staff and is based on a Development Concept prepared by srm Architects Inc. The scope of the TPS was discussed and agreed upon with staff.

The primary purpose of this study is to assess the impact of the proposal on the transportation network in the area and identify any improvements that are needed to support the proposal. The study area includes the signalized intersection at Upper Wentworth/Emperor along with the existing site driveway on Emperor Avenue. Another site driveway is located on Upper Wentworth Street toward the south edge of the site, but this proposal is unlikely to substantially impact traffic volumes at that driveway. The study also covers the Transportation Demand Management (TDM) aspects of the site and provides a justification for the proposed residential parking provision for the site.

It is the finding of this study that the proposal will generate about 38 and 47 new trips in the weekday morning and afternoon peak hours, respectively. Site traffic can be accommodated at the study area intersections. No changes are recommended to the area road network as a result of the proposal. In addition, together with the proposed TDM measures, the proposed parking provision is appropriate for the site. 2 Proposal and Site Transportation Context

The application proposes a purpose-built affordable housing building. The proposal includes 126 residential units with a mix of one-, two- and three-bedroom units.

Hamilton East Kiwanis Non-Profit Homes Inc. is a non-profit housing provider with a mission to provide safe, sustainable housing communities for families. They are a long-standing charitable organization in the City of Hamilton governed by a volunteer Board of Directors and active on numerous properties across the City.

The subject site is a townhouse community of 85 units currently operated by Hamilton East Kiwanis Non-Profit Homes Inc. It is the intention through this project to replace 15 of the townhouse units at the southwest corner of the Upper Wentworth/Emperor intersection with an eight-storey residential apartment building with 126 units. The unit mix will include 55 one- bedroom units, 62 two-bedroom units and nine (9) three-bedroom units. All of the one- bedroom units will be small – less than 50 s.m. in size. 64 parking spaces are proposed to serve the new apartment uses on the site.

The units in the new building will serve residents at various levels of affordability: some will be priced at rent geared to income (RGI), some will be below 80 percent of median market rent

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(MMR) and the remainder will be at less than 120 percent of average market rent (AMR). All of the units will be less than 125 percent AMR, which is a common definition in the City of Hamilton for waiver of development charges for affordable housing projects. In addition, the owner may partner with other local organizations to provide supportive housing for users with disabilities as they have in their other projects, but the specific users in the building will not be known for some time.

A Site Location Plan and the Site Concept Plan are attached to this report as figures in Appendix A. The access arrangement for the site is proposed to remain with driveway connections to both Upper Wentworth Street at the south end of the site and to Emperor Avenue near the new building. The Emperor Avenue driveway is located approximately 50 metres from the Upper Wentworth/Emperor intersection.

In consultation with City staff, the following intersections were chosen for analysis in this study:

- Upper Wentworth/Emperor - Emperor/Site Driveway

The weekday morning and afternoon peak hours were chosen to represent peak traffic conditions for the proposed uses on the site and adjacent road traffic.

All the public roads in the study area are under the jurisdiction of the City of Hamilton. Upper Wentworth Street is a minor arterial road with a four-lane, divided urban cross-section in the vicinity of the site. Emperor Avenue is a collector road with a two-lane urban cross section. The signalized intersection at Upper Wentworth/Emperor has auxiliary left turn lanes in all directions. The lane configurations and traffic control are illustrated in Figure 1 below.

Figure 1: Study Area Lane Configurations and Traffic Control

There is good transit access in the area with stops in the northbound and southbound directions at the Upper Wentworth/Emperor intersection. The cycling infrastructure in the area is limited at present, but the City has plans to improve the cycling environment across the City and in this area in particular. Good pedestrian infrastructure is available with sidewalks on both sides of the nearby roadways. The existing and future access to the site by transit, cycling and walking is discussed in more detail in the TDM section of this report.

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3 Existing Traffic

3.1 Existing Traffic Volumes Traffic count data was obtained from the City of Hamilton for the signalized intersection at Upper Wentworth/Emperor. The turning movement counts were from Thursday, June 21, 2018. The morning peak hour occurred between 9 and 10 and the afternoon peak hour occurred between 4:45 and 5:45.

Site traffic turning in and out of the two existing site driveways was estimated based on data from the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition. The Multifamily Housing (Low-Rise) category was chosen to best represent the existing townhouse uses on the site and traffic was assigned to Upper Wentworth Street and the two driveways in accordance with northbound and southbound traffic volumes on Upper Wentworth Street. The trip generation data for the existing site is summarized in the table below.

Table 1: Existing Site Traffic Generation Rates and Estimated Trips Land Use Units AM Peak Hour PM Peak Hour In Out Total In Out Total Multifamily Housing (Low- - 0.11 0.35 0.46 0.35 0.11 0.56 Rise) ITE LU 220 trips/unit Residential trips 85 9 30 39 30 18 48

Base 2021 traffic volumes were estimated by increasing the 2018 traffic data by six percent to account for three years of growth at two percent per year. The base and existing study area traffic volumes are illustrated in the traffic volume figures in Appendix A.

3.2 Traffic Operations Assessment Traffic operations were assessed at the two study area intersections in the two study peak hours using Synchro version 11. Existing signal timing, lane configurations, heavy vehicle percentages, and pedestrian volumes were included in the analysis. Lane widths were reduced to 3.3 metres, in accordance with the City’s Traffic Impact Study Guidelines, otherwise, the default Synchro parameters were included.

The existing traffic operations are summarized in the tables below and the detailed worksheets are included in Appendix B.

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Table 2: Existing Traffic Operations – Upper Wentworth/Emperor Peak Measure of Approach Lane Hour Effectiveness EBL EBTR WBL WBTR NBL NBTR SBL SBTR AM Level of service D C D A A A A A Delay (s) 44.6 21.9 41.2 0.2 2.5 2.2 2.5 2.1 Volume/capacity 0.17 0.12 0.03 0.05 0.02 0.16 0.02 0.15 95th percentile Q (m) 11.7 7.5 4.0 - 1.6 13.3 1.5 11.8 Storage (m) 17 - 15 - 30 - 30 - PM Level of service D C D C A A A A Delay (s) 45.4 23.8 41.2 20.3 2.9 2.7 2.8 2.8 Volume/capacity 0.20 0.21 0.04 0.16 0.05 0.17 0.05 0.23 95th percentile Q (m) 12.1 11.6 4.3 8.9 3.3 14.4 3.1 18.3 Storage (m) 17 - 15 - 30 - 30 -

Table 3: Existing Traffic Operations – Emperor/Site Peak Measure of Approach Lane Hour Effectiveness EB WB NB AM Level of service - A A Delay (s) - 0.9 8.5 Volume/capacity - - 0.01 95th percentile Q (m) - 0.1 0.3 PM Level of service - A A Delay (s) - 1.5 8.6 Volume/capacity - 0.01 0.01 95th percentile Q (m) - 0.2 0.2

The analysis indicates that the two study area intersections are operating at acceptable levels in both the weekday morning and afternoon peak hours. The 95th percentile queues in the left turn lanes at the Upper Wentworth/Emperor intersection are not extending outside their available storage. The 95th percentile queues in the westbound lane at the site driveway are less than one vehicle. 4 Background Traffic

4.1 Background Traffic Forecasts A future horizon year of 2028 was chosen to represent five years beyond the anticipated build out date for the site of 2023. Background traffic for this study was estimated by including a general simple growth rate for traffic in the study area of two (2) percent per year over the seven-year horizon from 2021.

Future background traffic volumes are illustrated in the figures in Appendix A.

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4.2 Traffic Operations Assessment Traffic operations were assessed at the two study area intersections in the weekday morning and afternoon peak hours under future background traffic conditions. The traffic operations are summarized in the tables below and the detailed worksheets are included in Appendix C.

Table 4: Future Background Traffic Operations – Upper Wentworth/Emperor Peak Measure of Approach Lane Hour Effectiveness EBL EBTR WBL WBTR NBL NBTR SBL SBTR AM Level of service D C D A A A A A Delay (s) 45.0 21.6 41.4 0.2 2.5 2.2 2.6 2.2 Volume/capacity 0.19 0.14 0.04 0.06 0.02 0.19 0.02 0.17 95th percentile Q (m) 12.7 8.2 4.3 - 1.7 15.4 1.6 13.6 Storage (m) 17 - 15 - 30 - 30 - PM Level of service D C D B A A A A Delay (s) 45.8 23.3 41.5 19.8 3.0 2.8 2.9 3.0 Volume/capacity 0.22 0.23 0.05 0.18 0.07 0.20 0.06 0.26 95th percentile Q (m) 13.1 12.3 5.4 9.8 3.7 17.0 3.5 21.8 Storage (m) 17 - 15 - 30 - 30 -

Table 5: Future Background Traffic Operations – Emperor/Site Peak Measure of Approach Lane Hour Effectiveness EB WB NB AM Level of service - A A Delay (s) - 0.8 8.5 Volume/capacity - - 0.01 95th percentile Q (m) - 0.1 0.3 PM Level of service - A A Delay (s) - 1.3 8.6 Volume/capacity - 0.01 0.01 95th percentile Q (m) - 0.2 0.2

The analysis indicates that the two study area intersections will continue to operate at acceptable levels under future background traffic conditions in both the weekday morning and afternoon peak hours. The 95th percentile queues in the left turn lanes at the Upper Wentworth/Emperor intersection are not expected to extend outside their available storage. The 95th percentile queues in the westbound lane at the site driveway are expected to be less than one vehicle. 5 Site Traffic

The amount of traffic generated by the site was estimated based on a review of rates outlined in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition. The Multifamily Housing (Mid-Rise) category, land use code 221, was chosen to represent new traffic from the proposed building. Traffic for the townhouses that are being removed was estimated

6 based on the previous rates for Multifamily Housing (Low-Rise). The traffic generation estimates for the site are summarized in the table below.

Table 6: Site Traffic Generation Rates and Estimated Trips Land Use Units AM Peak Hour PM Peak Hour In Out Total In Out Total Multifamily Housing (Mid- - 0.11 0.35 0.46 0.35 0.21 0.56 Rise) ITE LU 220, Trips/unit Existing trips removed 15 -2 -5 -7 -5 -3 -8 Multifamily Housing (Mid- - 0.09 0.27 0.36 0.27 0.17 0.44 Rise) ITE LU 221, Trips/unit Proposed trips 126 +12 +34 +45 +34 +22 +55 Net increase in trips - +10 +28 +38 +29 +19 +47

The resulting estimated increase in site traffic is 38 and 47 vehicle trips in the weekday morning and afternoon peak hours, respectively, or less than one per minute on average.

The site traffic trips were distributed in accordance with existing traffic patterns on Upper Wentworth Street. It is anticipated that very little vehicular traffic will access the neighborhood to the west. Site traffic volumes are included in the figures in Appendix A. 6 Future Total Traffic

Future total traffic was determined by adding site traffic to future background traffic. The future total traffic volumes for the two study peak hours are illustrated in the figures in Appendix A.

6.1 Traffic Operations Assessment The traffic operations for the two study area intersections in the two study peak hours are summarized in the tables below and the detailed worksheets are included in Appendix D.

Table 7: Future Background Traffic Operations – Upper Wentworth/Emperor Peak Measure of Approach Lane Hour Effectiveness EBL EBTR WBL WBTR NBL NBTR SBL SBTR AM Level of service D B D A A A A A Delay (s) 47.2 18.0 40.4 0.2 2.9 2.9 2.9 2.8 Volume/capacity 0.30 0.20 0.04 0.06 0.03 0.20 0.02 0.18 95th percentile Q (m) 18.0 9.8 4.2 - 2.5 17.3 1.8 15.5 Storage (m) 17 - 15 - 30 - 30 - PM Level of service D C D B A A A A Delay (s) 47.4 21.1 40.7 19.4 3.4 2.9 3.1 3.1 Volume/capacity 0.29 0.27 0.05 0.18 0.09 0.20 0.06 0.27 95th percentile Q (m) 16.2 13.2 5.3 9.7 5.2 18.4 3.8 24.2 Storage (m) 17 - 15 - 30 - 30 -

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Table 8: Future Background Traffic Operations – Emperor/Site Peak Measure of Approach Lane Hour Effectiveness EB WB NB AM Level of service - A A Delay (s) - 2.1 8.6 Volume/capacity - 0.01 0.04 95th percentile Q (m) - 0.2 1.1 PM Level of service - A A Delay (s) - 3.0 8.7 Volume/capacity - 0.03 0.03 95th percentile Q (m) - 0.7 0.7

The analysis indicates that the two study area intersections will continue to operate at acceptable levels under future total traffic conditions in both the weekday morning and afternoon peak hours. The 95th percentile queues in the left turn lanes at the Upper Wentworth/Emperor intersection are generally not expected to extend outside their available storage. The 95th percentile left turn queue in the eastbound direction is expected to be 18 metres – slightly longer than the available 17 metres of storage; however, given the available taper, the queue is not expected to block through and right turning traffic. The 95th percentile queues in the westbound lane at the site driveway are expected to be less than one vehicle. 7 Transportation Demand Management

7.1 Site Context The proposed building is intended to provide affordable housing options for families with limited incomes.

Nearby land uses are generally residential and include both public and french catholic elementary schools with day care alongside the nearby Elmar Park. The site is about 350 metres walk to the commercial plaza at the Upper Wentworth/Rymal intersection, which includes a grocery store, and about 500 metres walk from the commercial uses at the Upper Wentworth/Stone Church intersection. In addition, there are many community and recreational amenities within one kilometre walk of the site including the skate park and library on Rymal Road.

Residents living in the proposed building would have access to their day-to-day commercial and community needs within close walking and cycling distance.

7.2 Existing TDM Opportunities The Site is well-served by public transit and some limited active transportation infrastructure (see attached Area Transit Plan and Area Cycling Map in Appendix A).

Several local transit routes provide options for travelling within Hamilton to commercial centres where residents may shop or work, to recreational amenities, and to Hamilton GO Centre where residents can connect to regional transit.

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Local transit route 26 is available in the northbound and southbound directions at weather protected stops at the Upper Wentworth/Emperor intersection. Route 26 connects to routes 25, 41, 42, and 43 at the Lime Ridge Mall Terminal and to many other routes at the MacNab Terminal. In downtown Hamilton, route 26 provides access to the Hamilton GO Centre as well as the broader downtown area. The route 26 local transit services are summarized in the table below.

Table 9: Route 26 Local Transit Service Day/Time Service Frequency Weekdays Every 20 minutes from 5 AM – 10 PM Every 30 minutes from 10 PM – 1:30 AM Saturdays Every 30 minutes from 5:30 AM – 9 AM Every 20 minutes from 9 AM – 6 PM Every 30 minutes from 6 PM – 1 AM Sundays and Every 30 minutes from 6 AM to midnight Holidays

Within a 500 metre walk or a short route 26 connection, residents have access to route 43 on Stone Church Road and route 44 on Rymal Road, both of which provide east-west connectivity in the City at 30 minute or better intervals during the day and hourly intervals in the evenings.

The only available cycling facilities nearby are the bike lanes on Stone Church Road to the north of the site. However, the City has plans to implement some significant cycling infrastructure in the area as illustrated in the Planned Cycling Network included in the figures in Appendix A. Notable facilities include multiuse trails on Rymal Road and in two midblock locations: between Upper Wentworth Street and Upper Sherman Avenue connecting north across the Lincoln M. Alexander Parkway and between Rymal Road and Twenty Road connecting east and west across the City south of the site. Bike lanes along Emperor Avenue and a signed route along Brigade Drive will provide connections from the site to these new planned facilities. The improvements will provide a more comprehensive and attractive cycling and walking network for residents of the site and the new building.

Bicycle parking for the project is proposed at 78 spaces to support residents in the building including 68 secure parking spaces for residents both at-grade and in the parking level below and 10 short-term spaces on the surface.

For pedestrian access within the local area, sidewalks are generally provided on both sides of all the area roads and protected crossing opportunities of Upper Wentworth Street are available at the Emperor Avenue signalized intersection.

7.3 Proposed TDM Measures Transportation Demand Management, or TDM, includes measures that encourage non-auto driver modes, providing choices for how to travel, as well as a means of reducing the number of trips that are needed. Several TDM measures are proposed as part of the site development.

Planning and Design: The development concept that is being proposed has integrated several elements to improve transportation accessibility for all modes and to support TDM on the site. The building has been oriented to the street with frontages on both Upper Wentworth Street

9 and Emperor Avenue and multiple pedestrian connections are available between the site and the street network.

Walking and Cycling: Bicycle parking for the site is proposed in both a short-term at-grade format for visitors (10 spaces) and a longer-term secure format (68 spaces) for residents. The proposed bicycle parking provision exceeds the Zoning By-law requirements and the requirements in the new 05-200 Zoning By-law which does not yet apply to the subject lands. Sidewalks and landscaping around the site are planned to be retained or enhanced with multiple pedestrian connections to the adjacent pedestrian network.

Transit: The pedestrian connections from the building will provide the opportunity for access to the adjacent bus stops at the corner of Upper Wentworth/Emperor. Transit information will be provided in the management office on the site.

Parking: A reduction in the required parking is being included with this application to address the reduced demand expected at the site. Parking spaces will be rented separately from units. More detail on the parking for the site is included later in this report.

Bikeshare: Bikeshare is available in parts of the City through Hamilton Bike Share. The service area does not yet extend to the site, but should the City decide to expand services, the site would be a willing host.

Carshare: The owner is exploring the opportunity to provide carshare on-site for residents. There are no carshare vehicles nearby and the provision of a carshare vehicle is likely to provide service for both new and existing residents.

Wayfinding and Trip Planning: Wayfinding information will be provided throughout the site to ensure pedestrians find the best connections to and from the building and that the bicycle parking (both short-term and longer-term) is easily located. In addition, travel planning resources for transit and active transportation will be made available through the management office on-site.

Education/Promotion: The site’s location relative to commercial amenities will be highlighted in the marketing materials for the building as well as the transportation options provided by nearby transit services and active transportation infrastructure.

The many TDM measures that have been incorporated into the proposal will serve to encourage travel options by transit, walking and cycling for residents and visitors. There is likely to be a reduction in the number of trips generated by the proposal along with a reduction in the parking demand as discussed in the following section of this report. 8 Parking Assessment

The proposal includes 64 parking spaces to serve the new building. The recommendation of this study is that parking for the residential uses be provided at a site-specific rate as outlined below based on the transportation context, the unit mix, and the affordable nature of the residential uses.

The residential recommendation is based on data collected by Salvini Consulting at two other comparable sites. Surveys were undertaken in December of 2020 at two local affordable

10 housing projects operated by Hamilton East Kiwanis Non-Profit Housing Inc. at 12, 14, and 16 East Avenue North and at 38 Haden Street, both in Hamilton. The surveys were conducted in the overnight hours of Sunday, December 6th and Wednesday, December 9th at about 2 AM when parked cars were counted to measure resident parking demand. Given the restrictions at the time on travel and interaction with people outside of a household, and that resident parking demand peaks overnight, the measured parking demand gives a good indication of peak resident demand. The survey results are summarized in the table below.

Table 10: Residential Parking Survey Data Location Description Survey Date Sun, Dec 6, 2020, 2 AM Wed, Dec 9, 2020, 2 AM 12, 14, 16 East 30 units 9 spaces occupied 3 spaces occupied Avenue North 14 parking spaces 0.3 spaces/unit 0.15 spaces/unit (0.47 spaces/unit) 38 Hayden Street 17 units 4 spaces occupied 2 spaces occupied 17 parking spaces 0.24 spaces/unit 0.12 spaces/unit (1 space/unit)

The two sites are comparable to the subject site in that they all will be available in the same pool of affordable housing options to potential residents. The East Avenue and Hayden Street sites generally have larger units (East Avenue is mostly two- and three-bedroom units while Hayden Street is all two-bedroom units), however the transportation context is more urban and favorable to transit and active transportation modes at the two surveyed sites. In addition, the East Avenue and Hayden Street sites are likely to have slightly higher levels of subsidy overall relative to the subject site.

The slightly more urban context of the two sites along with the potential for higher subsidy levels is offset by the unit mix in the subject site, which includes many small one-bedroom units. The surveys, therefore, form a good estimate of the minimum parking demand for the residents at the subject site. The highest level of parking demand measured at the two sites was 0.3 spaces per unit.

The parking requirements in the Zoning By-law are summarized in the table below along with the proposed parking requirement. The proposal includes a requirement for 0.3 spaces per unit for the small units (less than 50 s.m.) and a requirement for 0.6 spaces per unit for the other units (greater than 50 s.m.) inclusive of visitor parking. It is proposed that 10 percent of the proposed parking be allocated to visitors or six (6) spaces. A rounding down provision is also provided in the draft Zoning By-law for the site.

Table 11: Parking Requirements and Provision Use Zoning By-law Requirement Spaces Provided Requirement ZBL Size Spaces Met? Residential 1.25 s/u 126 158 0.3 s/u units <50 sm 55 units = 16.5 spaces 0.6 s/u units >50 sm 71 units = 42.6 spaces Total 64 No

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Although 58 spaces would be required with the proposal, 64 spaces have been included. It is possible that some spaces will be lost through the more detailed design of the site.

Based on the transportation context, the unit mix, the affordable nature of the residential offerings and the survey data collected at two comparable sites, the proposed provision of 64 parking spaces to serve the new uses on the site are appropriate. 9 Conclusions and Recommendations

This Transportation Impact, Transportation Demand Management Options and Parking Study has been undertaken in accordance with City requirements in order to understand the transportation context and infrastructure to support the proposed Zoning By-law amendment for the site. The conclusions of this study are based on a Development Concept that includes 126 affordable residential apartment units and are as follows:

 The Site is estimated to generate 38 and 47 new vehicle trips in the weekday morning and afternoon peak hours, respectively.  The Upper Wentworth/Emperor intersection is currently operating at acceptable levels of service in both weekday peak hours and is expected to continue to do so under future traffic conditions with and without the proposal.  The site driveway on Emperor Avenue is expected to continue to operate at acceptable levels of service under future total traffic conditions in both weekday peak hours.  The site is well located for travel by transit and walking. Its location nearby a mix of commercial and community amenities makes trips by walking and by cycling attractive. The City has a number of significant cycling infrastructure projects planned connecting the site to major destinations throughout the City. The site has been designed with multiple pedestrian connections to the adjacent network.  Bicycle parking on-site will be provided for both short-term and longer-term use by residents and visitors in excess of the current Zoning By-law requirements and the new 05- 200 Zoning By-law requirements.  The many TDM measures that have been incorporated into the proposal will serve to encourage travel options by transit, walking and cycling for residents and visitors.  The proposed provision of 64 parking spaces for the 126 residential units on the site, is appropriate on the following basis: ­ The site is well-served by local transit with connections throughout the City and to regional transit at Hamilton GO Centre. ­ The planned improvements to the cycling network will provide a more comprehensive and attractive cycling and walking network for residents and visitors of the site and the new building. ­ There is good pedestrian infrastructure in the area and many community and commercial amenities nearby to walk and cycle to. ­ Data collected by Salvini Consulting at comparable affordable housing apartments in Hamilton suggests peak demands that are less that the proposed provision.

Appendix A: Figures

Site Location Plan © OpenStreetMap contributors 2021

Development Concept Plan srm Architects Inc.

1540 Upper Wentworth Residential Building Traffic Volumes

AM Peak Hour PM Peak Hour Base Traffic (2018) Thursday, June 21, 2018, 9:00 AM Base Traffic (2018) Thursday, June 21, 2018, 4:45 PM 74803 848 1271031 1107 374429 567464 # 21 # 22 ! 31 25 339 10 ! 0 ! 58 40 499 28 ! 4 31 $ 5 36 Emperor 36 ! $ " $ 4 25 58 $ 15 73 Emperor 73 ! $ " $ 5 31 55 74 74 50 103 127 127 74 24 24 " ! " 38 38 20 # ! # " 25 45 45 " ! " 54 54 21 # ! # " 43 0 $ 0 14 3 " 11 388 12 0 $ 0 9 10 " 29 421 5 15 $ 23 $ 514 358411 159 527455 19 769 24 982 Upper Wentworth Upper Wentworth 769 782982 998 358411 527455 SITE 1 357 SITE 5 522 In 9 4 ! $ In 30 15 ! $ 20 24 Out 30 16 6 # ! # Out 18 9 3 # ! # Total 39 10 $ 3 405 Total 48 6 $ 10 452

367408 528462 775 990

Existing 2021 Traffic Existing 2021 Traffic 78851 899 1351093 1173 396455 601492 # 22 # 23 ! 33 27 359 11 ! 0 ! 62 42 529 30 ! 4 33 $ 5 38 Emperor 38 ! $ " $ 4 27 62 $ 15 77 Emperor 77 ! $ " $ 5 33 59 78 78 53111 135 135 78 26 26 " ! " 40 40 21 # ! # " 27 49 49 " ! " 57 57 22 # ! # " 46 0 $ 0 14 3 " 12 411 13 0 $ 0 9 11 " 31 446 5 16 $ 24 $ 514 379436 159 559482 19 815 24 1041 Upper Wentworth Upper Wentworth 815 8281041 1057 379436 559482 SITE 1 378 SITE 5 554 In 9 4 ! $ In 30 15 ! $ 20 24 Out 30 16 6 # ! # Out 18 9 3 # ! # Total 39 10 $ 3 430 Total 48 6 $ 10 479

388433 560489 821 1049 AM Peak Hour PM Peak Hour Future Background Traffic Future Background Traffic 89970 1025 1531246 1338 452518 685561 # 25 # 27 ! 39 30 410 12 ! 0 ! 73 48 603 34 ! 5 39 $ 5 44 Emperor 44 ! $ " $ 5 30 73 $ 15 88 Emperor 88 ! $ " $ 6 37 70 89 89 60 130 153 153 89 32 32 " ! " 46 46 24 # ! # " 30 57 57 " ! " 65 65 25 # ! # " 52 0 $ 0 14 4 " 13 469 15 0 $ 0 9 12 " 35 509 6 18 $ 28 $ 514 433497 159 637550 19 929 24 1187 Upper Wentworth Upper Wentworth 929 9421187 1203 433497 637550 SITE 1 432 SITE 5 632 In 9 4 ! $ In 30 15 ! $ 20 24 Out 30 16 6 # ! # Out 18 9 3 # ! # Total 39 10 $ 3 491 Total 48 6 $ 10 547

442494 638557 935 1195

Net Site Traffic Net Site Traffic 3821 38 4721 47 616 138 # 0 # 0 ! 0 5 0 0 ! 0 ! 0 16 0 0 ! 0 0 $ 10 10 Emperor 10 ! $ " $ 0 0 0 $ 29 29 Emperor 29 ! $ " $ 0 0 0 3838 00 47 47 0 0 0 " ! " 28 28 16 # ! # " 0 0 0 " ! " 19 19 8 # ! # " 0 0 $ 0 28 0 " 6 0 0 0 $ 0 19 0 " 13 0 0 13 $ 10 $ 1028 136 2919 1013 38 18 47 23 Upper Wentworth Upper Wentworth 18 1823 23 136 1013 SITE 0 13 SITE 0 10 In 10 0 ! $ In 29 0 ! $ 0 0 Out 28 0 0 # ! # Out 19 0 0 # ! # Total 38 0 $ 0 6 Total 47 0 $ 0 13

136 1013 18 23 AM Peak Hour PM Peak Hour Future Total Traffic Future Total Traffic 128990 1063 2011270 1385 457534 701569 # 25 # 27 ! 39 35 410 12 ! 0 ! 73 64 603 34 ! 5 39 $ 15 54 Emperor 54 ! $ " $ 5 30 73 $ 44 117 Emperor 117 ! $ " $ 6 37 70 128 128 60130 201 201 89 32 32 " ! " 74 74 40 # ! # " 30 57 57 " ! " 84 84 34 # ! # " 52 0 $ 0 42 4 " 19 469 15 0 $ 0 27 12 " 48 509 6 31 $ 38 $ 1542 445502 4427 647563 58 948 71 1210 Upper Wentworth Upper Wentworth 948 9611210 1226 445502 647563 SITE 1 444 SITE 5 642 In 19 4 ! $ In 59 15 ! $ 20 24 Out 58 16 6 # ! # Out 36 9 3 # ! # Total 78 10 $ 3 496 Total 95 6 $ 10 560

454499 648570 954 1218

Area Transit Map (HSR System Map) www.hamilton.ca

Area Cycling Map (Cycling Routes Map) www.hamilton.ca

Planned Cycling Network (Transportation Master Plan Map 1B) www.hamilton.ca

Appendix B: Existing Capacity Analysis

Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 21 3 16 4 0 22 12 411 13 11 359 27 Future Volume (vph) 21 3 16 4 0 22 12 411 13 11 359 27 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 17.0 0.0 15.0 0.0 30.0 0.0 30.0 0.0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (m) 7.6 7.6 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95 Ped Bike Factor 1.00 0.99 1.00 0.98 1.00 1.00 1.00 1.00 Frt 0.872 0.850 0.995 0.990 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1745 1583 0 1745 1537 0 1745 3249 0 1745 3296 0 Flt Permitted 0.742 0.744 0.507 0.487 Satd. Flow (perm) 1358 1583 0 1364 1537 0 930 3249 0 893 3296 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 17 380 5 12 Link Speed (k/h) 50 50 50 50 Link Distance (m) 78.5 119.9 486.2 298.7 Travel Time (s) 5.7 8.6 35.0 21.5 Confl. Peds. (#/hr) 4 2 2 4 1 2 2 1 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 0.92 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 7% 0% 0% 5% 0% Adj. Flow (vph) 23 3 17 4 0 24 13 447 14 12 390 29 Shared Lane Traffic (%) Lane Group Flow (vph) 23 20 0 4 24 0 13 461 0 12 419 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 40.0 40.0 40.0 40.0 Minimum Split (s) 38.5 38.5 38.5 38.5 45.7 45.7 45.7 45.7 Total Split (s) 39.0 39.0 39.0 39.0 61.0 61.0 61.0 61.0 Total Split (%) 39.0% 39.0% 39.0% 39.0% 61.0% 61.0% 61.0% 61.0% Maximum Green (s) 32.5 32.5 32.5 32.5 55.3 55.3 55.3 55.3 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 3.2 3.2 3.2 3.2 2.4 2.4 2.4 2.4 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 5.7 5.7 5.7 5.7 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max Walk Time (s) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Flash Dont Walk (s) 20.0 20.0 20.0 20.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.0 10.0 10.0 10.0 86.7 86.7 86.7 86.7 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.87 0.87 0.87 0.87 v/c Ratio 0.17 0.12 0.03 0.05 0.02 0.16 0.02 0.15

AM EX Existing Traffic AM Peak Hour 11:58 am 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay 44.6 21.9 41.2 0.2 2.5 2.2 2.5 2.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.6 21.9 41.2 0.2 2.5 2.2 2.5 2.1 LOS DC DA AA AA Approach Delay 34.0 6.0 2.2 2.1 Approach LOS C A A A Queue Length 50th (m) 4.2 0.6 0.7 0.0 0.5 9.5 0.4 8.3 Queue Length 95th (m) 11.7 7.5 4.0 0.0 1.6 13.3 1.5 11.8 Internal Link Dist (m) 54.5 95.9 462.2 274.7 Turn Bay Length (m) 17.0 15.0 30.0 30.0 Base Capacity (vph) 441 525 443 756 806 2816 774 2858 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.05 0.04 0.01 0.03 0.02 0.16 0.02 0.15 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.17 Intersection Signal Delay: 3.7 Intersection LOS: A Intersection Capacity Utilization 54.1% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 3: Upper Wentworth & Emperor

AM EX Existing Traffic AM Peak Hour 11:58 am 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 2 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 22 11 24 5 4 23 31 446 5 30 529 42 Future Volume (vph) 22 11 24 5 4 23 31 446 5 30 529 42 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 17.0 0.0 15.0 0.0 30.0 0.0 30.0 0.0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (m) 7.6 7.6 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95 Ped Bike Factor 1.00 0.99 1.00 0.99 0.99 1.00 0.99 1.00 Frt 0.897 0.871 0.998 0.989 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1586 1589 0 1745 1579 0 1745 3447 0 1745 3342 0 Flt Permitted 0.738 0.732 0.416 0.473 Satd. Flow (perm) 1229 1589 0 1343 1579 0 759 3447 0 861 3342 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 26 25 2 13 Link Speed (k/h) 50 50 50 50 Link Distance (m) 78.5 119.9 486.2 298.7 Travel Time (s) 5.7 8.6 35.0 21.5 Confl. Peds. (#/hr) 3 1 1 3 8 9 9 8 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 0.92 Heavy Vehicles (%) 10% 0% 4% 0% 0% 0% 0% 1% 0% 0% 3% 3% Adj. Flow (vph) 24 12 26 5 4 25 34 485 5 33 575 46 Shared Lane Traffic (%) Lane Group Flow (vph) 24 38 0 5 29 0 34 490 0 33 621 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 40.0 40.0 40.0 40.0 Minimum Split (s) 38.5 38.5 38.5 38.5 45.7 45.7 45.7 45.7 Total Split (s) 39.0 39.0 39.0 39.0 61.0 61.0 61.0 61.0 Total Split (%) 39.0% 39.0% 39.0% 39.0% 61.0% 61.0% 61.0% 61.0% Maximum Green (s) 32.5 32.5 32.5 32.5 55.3 55.3 55.3 55.3 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 3.2 3.2 3.2 3.2 2.4 2.4 2.4 2.4 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 5.7 5.7 5.7 5.7 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max Walk Time (s) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Flash Dont Walk (s) 20.0 20.0 20.0 20.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.1 10.1 10.1 10.1 82.2 82.2 82.2 82.2 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.82 0.82 0.82 0.82 v/c Ratio 0.20 0.21 0.04 0.16 0.05 0.17 0.05 0.23

PM EX Existing Traffic PM Peak Hour 1:43 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay 45.4 23.8 41.2 20.3 2.9 2.7 2.8 2.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.4 23.8 41.2 20.3 2.9 2.7 2.8 2.8 LOS DC DC AA AA Approach Delay 32.2 23.3 2.7 2.8 Approach LOS C C A A Queue Length 50th (m) 4.3 2.2 0.9 0.7 1.2 10.2 1.2 13.4 Queue Length 95th (m) 12.1 11.6 4.3 8.9 3.3 14.4 3.1 18.3 Internal Link Dist (m) 54.5 95.9 462.2 274.7 Turn Bay Length (m) 17.0 15.0 30.0 30.0 Base Capacity (vph) 399 533 436 530 623 2832 707 2747 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.06 0.07 0.01 0.05 0.05 0.17 0.05 0.23 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.23 Intersection Signal Delay: 4.8 Intersection LOS: A Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 3: Upper Wentworth & Emperor

PM EX Existing Traffic PM Peak Hour 1:43 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 2 HCM Unsignalized Intersection Capacity Analysis 6: Site & Emperor 05/25/2021

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 26 0 5 33 0 14 Future Volume (Veh/h) 26 0 5 33 0 14 Sign Control Free Free Stop Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 28 0 5 36 0 15 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 79 pX, platoon unblocked vC, conflicting volume 28 74 28 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 28 74 28 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 99 cM capacity (veh/h) 1585 927 1047 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 28 41 15 Volume Left 0 5 0 Volume Right 0 0 15 cSH 1700 1585 1047 Volume to Capacity 0.02 0.00 0.01 Queue Length 95th (m) 0.0 0.1 0.3 Control Delay (s) 0.0 0.9 8.5 Lane LOS A A Approach Delay (s) 0.0 0.9 8.5 Approach LOS A Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 16.0% ICU Level of Service A Analysis Period (min) 15

AM EX Existing Traffic AM Peak Hour 11:58 am 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 HCM Unsignalized Intersection Capacity Analysis 6: Site & Emperor 05/25/2021

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 49 0 15 62 0 9 Future Volume (Veh/h) 49 0 15 62 0 9 Sign Control Free Free Stop Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 53 0 16 67 0 10 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 79 pX, platoon unblocked vC, conflicting volume 53 152 53 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 53 152 53 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 99 cM capacity (veh/h) 1553 831 1014 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 53 83 10 Volume Left 0 16 0 Volume Right 0 0 10 cSH 1700 1553 1014 Volume to Capacity 0.03 0.01 0.01 Queue Length 95th (m) 0.0 0.2 0.2 Control Delay (s) 0.0 1.5 8.6 Lane LOS A A Approach Delay (s) 0.0 1.5 8.6 Approach LOS A Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 20.8% ICU Level of Service A Analysis Period (min) 15

PM EX Existing Traffic PM Peak Hour 1:43 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1

Appendix C: Future Background Capacity Analysis

Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 24 4 18 5 0 25 13 469 15 12 410 30 Future Volume (vph) 24 4 18 5 0 25 13 469 15 12 410 30 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 17.0 0.0 15.0 0.0 30.0 0.0 30.0 0.0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (m) 7.6 7.6 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95 Ped Bike Factor 1.00 0.99 1.00 0.98 1.00 1.00 1.00 1.00 Frt 0.875 0.850 0.995 0.990 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1745 1589 0 1745 1537 0 1745 3249 0 1745 3296 0 Flt Permitted 0.740 0.742 0.478 0.457 Satd. Flow (perm) 1354 1589 0 1360 1537 0 877 3249 0 838 3296 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 20 326 5 12 Link Speed (k/h) 50 50 50 50 Link Distance (m) 78.5 119.9 486.2 298.7 Travel Time (s) 5.7 8.6 35.0 21.5 Confl. Peds. (#/hr) 4 2 2 4 1 2 2 1 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 0.92 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 7% 0% 0% 5% 0% Adj. Flow (vph) 26 4 20 5 0 27 14 510 16 13 446 33 Shared Lane Traffic (%) Lane Group Flow (vph) 26 24 0 5 27 0 14 526 0 13 479 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 40.0 40.0 40.0 40.0 Minimum Split (s) 38.5 38.5 38.5 38.5 45.7 45.7 45.7 45.7 Total Split (s) 39.0 39.0 39.0 39.0 61.0 61.0 61.0 61.0 Total Split (%) 39.0% 39.0% 39.0% 39.0% 61.0% 61.0% 61.0% 61.0% Maximum Green (s) 32.5 32.5 32.5 32.5 55.3 55.3 55.3 55.3 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 3.2 3.2 3.2 3.2 2.4 2.4 2.4 2.4 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 5.7 5.7 5.7 5.7 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max Walk Time (s) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Flash Dont Walk (s) 20.0 20.0 20.0 20.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.0 10.0 10.0 10.0 86.7 86.7 86.7 86.7 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.87 0.87 0.87 0.87 v/c Ratio 0.19 0.14 0.04 0.06 0.02 0.19 0.02 0.17

AM FB Future Background Traffic AM Peak Hour 1:38 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay 45.0 21.6 41.4 0.2 2.5 2.2 2.6 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.0 21.6 41.4 0.2 2.5 2.2 2.6 2.2 LOS DC DA AA AA Approach Delay 33.8 6.7 2.3 2.2 Approach LOS C A A A Queue Length 50th (m) 4.7 0.7 0.9 0.0 0.5 11.2 0.5 9.7 Queue Length 95th (m) 12.7 8.2 4.3 0.0 1.7 15.4 1.6 13.6 Internal Link Dist (m) 54.5 95.9 462.2 274.7 Turn Bay Length (m) 17.0 15.0 30.0 30.0 Base Capacity (vph) 440 529 442 719 760 2816 726 2857 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.06 0.05 0.01 0.04 0.02 0.19 0.02 0.17 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.19 Intersection Signal Delay: 3.8 Intersection LOS: A Intersection Capacity Utilization 54.1% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 3: Upper Wentworth & Emperor

AM FB Future Background Traffic AM Peak Hour 1:38 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 2 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 12 28 6 5 27 35 509 6 34 603 48 Future Volume (vph) 25 12 28 6 5 27 35 509 6 34 603 48 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 17.0 0.0 15.0 0.0 30.0 0.0 30.0 0.0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (m) 7.6 7.6 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95 Ped Bike Factor 1.00 0.99 1.00 0.99 0.99 1.00 0.99 1.00 Frt 0.895 0.872 0.998 0.989 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1586 1585 0 1745 1581 0 1745 3447 0 1745 3342 0 Flt Permitted 0.735 0.729 0.383 0.442 Satd. Flow (perm) 1224 1585 0 1338 1581 0 700 3447 0 806 3342 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 30 29 2 13 Link Speed (k/h) 50 50 50 50 Link Distance (m) 78.5 119.9 486.2 298.7 Travel Time (s) 5.7 8.6 35.0 21.5 Confl. Peds. (#/hr) 3 1 1 3 8 9 9 8 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 0.92 Heavy Vehicles (%) 10% 0% 4% 0% 0% 0% 0% 1% 0% 0% 3% 3% Adj. Flow (vph) 27 13 30 7 5 29 38 553 7 37 655 52 Shared Lane Traffic (%) Lane Group Flow (vph) 27 43 0 7 34 0 38 560 0 37 707 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 40.0 40.0 40.0 40.0 Minimum Split (s) 38.5 38.5 38.5 38.5 45.7 45.7 45.7 45.7 Total Split (s) 39.0 39.0 39.0 39.0 61.0 61.0 61.0 61.0 Total Split (%) 39.0% 39.0% 39.0% 39.0% 61.0% 61.0% 61.0% 61.0% Maximum Green (s) 32.5 32.5 32.5 32.5 55.3 55.3 55.3 55.3 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 3.2 3.2 3.2 3.2 2.4 2.4 2.4 2.4 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 5.7 5.7 5.7 5.7 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max Walk Time (s) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Flash Dont Walk (s) 20.0 20.0 20.0 20.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.2 10.2 10.2 10.2 82.1 82.1 82.1 82.1 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.82 0.82 0.82 0.82 v/c Ratio 0.22 0.23 0.05 0.18 0.07 0.20 0.06 0.26

PM FB Future Background Traffic PM Peak Hour 1:47 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay 45.8 23.3 41.5 19.8 3.0 2.8 2.9 3.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.8 23.3 41.5 19.8 3.0 2.8 2.9 3.0 LOS DC DB AA AA Approach Delay 32.0 23.5 2.8 3.0 Approach LOS C C A A Queue Length 50th (m) 4.9 2.3 1.2 0.9 1.4 12.0 1.3 15.7 Queue Length 95th (m) 13.1 12.3 5.4 9.8 3.7 17.0 3.5 21.8 Internal Link Dist (m) 54.5 95.9 462.2 274.7 Turn Bay Length (m) 17.0 15.0 30.0 30.0 Base Capacity (vph) 397 535 434 533 574 2829 661 2745 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.08 0.02 0.06 0.07 0.20 0.06 0.26 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.26 Intersection Signal Delay: 4.9 Intersection LOS: A Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 3: Upper Wentworth & Emperor

PM FB Future Background Traffic PM Peak Hour 1:47 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 2 HCM Unsignalized Intersection Capacity Analysis 6: Site & Emperor 05/25/2021

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 32 0 5 39 0 14 Future Volume (Veh/h) 32 0 5 39 0 14 Sign Control Free Free Stop Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 35 0 5 42 0 15 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 79 pX, platoon unblocked vC, conflicting volume 35 87 35 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 35 87 35 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 99 cM capacity (veh/h) 1576 911 1038 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 35 47 15 Volume Left 0 5 0 Volume Right 0 0 15 cSH 1700 1576 1038 Volume to Capacity 0.02 0.00 0.01 Queue Length 95th (m) 0.0 0.1 0.3 Control Delay (s) 0.0 0.8 8.5 Lane LOS A A Approach Delay (s) 0.0 0.8 8.5 Approach LOS A Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 16.2% ICU Level of Service A Analysis Period (min) 15

AM FB Future Background Traffic AM Peak Hour 1:38 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 HCM Unsignalized Intersection Capacity Analysis 6: Site & Emperor 05/25/2021

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 57 0 15 73 0 9 Future Volume (Veh/h) 57 0 15 73 0 9 Sign Control Free Free Stop Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 62 0 16 79 0 10 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 79 pX, platoon unblocked vC, conflicting volume 62 173 62 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 62 173 62 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 99 cM capacity (veh/h) 1541 809 1003 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 62 95 10 Volume Left 0 16 0 Volume Right 0 0 10 cSH 1700 1541 1003 Volume to Capacity 0.04 0.01 0.01 Queue Length 95th (m) 0.0 0.2 0.2 Control Delay (s) 0.0 1.3 8.6 Lane LOS A A Approach Delay (s) 0.0 1.3 8.6 Approach LOS A Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 21.3% ICU Level of Service A Analysis Period (min) 15

PM FB Future Background Traffic PM Peak Hour 1:47 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1

Appendix D: Future Total Capacity Analysis

Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/26/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 40 4 31 5 0 25 19 469 15 12 410 35 Future Volume (vph) 40 4 31 5 0 25 19 469 15 12 410 35 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 17.0 0.0 15.0 0.0 30.0 0.0 30.0 0.0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (m) 7.6 7.6 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95 Ped Bike Factor 1.00 0.99 1.00 0.98 1.00 1.00 1.00 1.00 Frt 0.866 0.850 0.995 0.988 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1745 1571 0 1745 1537 0 1745 3249 0 1745 3290 0 Flt Permitted 0.740 0.732 0.476 0.457 Satd. Flow (perm) 1354 1571 0 1342 1537 0 873 3249 0 838 3290 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 34 326 5 14 Link Speed (k/h) 50 50 50 50 Link Distance (m) 78.5 119.9 486.2 298.7 Travel Time (s) 5.7 8.6 35.0 21.5 Confl. Peds. (#/hr) 4 2 2 4 1 2 2 1 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 0.92 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 7% 0% 0% 5% 0% Adj. Flow (vph) 43 4 34 5 0 27 21 510 16 13 446 38 Shared Lane Traffic (%) Lane Group Flow (vph) 43 38 0 5 27 0 21 526 0 13 484 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 40.0 40.0 40.0 40.0 Minimum Split (s) 38.5 38.5 38.5 38.5 45.7 45.7 45.7 45.7 Total Split (s) 39.0 39.0 39.0 39.0 61.0 61.0 61.0 61.0 Total Split (%) 39.0% 39.0% 39.0% 39.0% 61.0% 61.0% 61.0% 61.0% Maximum Green (s) 32.5 32.5 32.5 32.5 55.3 55.3 55.3 55.3 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 3.2 3.2 3.2 3.2 2.4 2.4 2.4 2.4 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 5.7 5.7 5.7 5.7 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max Walk Time (s) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Flash Dont Walk (s) 20.0 20.0 20.0 20.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.4 10.4 10.4 10.4 81.8 81.8 81.8 81.8 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.82 0.82 0.82 0.82 v/c Ratio 0.30 0.20 0.04 0.06 0.03 0.20 0.02 0.18

AM FT Future Total Traffic AM Peak Hour 1:40 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/26/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay 47.2 18.0 40.4 0.2 2.9 2.9 2.9 2.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.2 18.0 40.4 0.2 2.9 2.9 2.9 2.8 LOS DB DA AA AA Approach Delay 33.5 6.5 2.9 2.8 Approach LOS C A A A Queue Length 50th (m) 7.9 0.7 0.9 0.0 0.8 11.2 0.5 9.8 Queue Length 95th (m) 18.0 9.8 4.2 0.0 2.5 17.3 1.8 15.5 Internal Link Dist (m) 54.5 95.9 462.2 274.7 Turn Bay Length (m) 17.0 15.0 30.0 30.0 Base Capacity (vph) 440 533 436 719 714 2658 685 2693 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.10 0.07 0.01 0.04 0.03 0.20 0.02 0.18 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.30 Intersection Signal Delay: 5.1 Intersection LOS: A Intersection Capacity Utilization 54.1% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 3: Upper Wentworth & Emperor

AM FT Future Total Traffic AM Peak Hour 1:40 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 2 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 34 12 38 6 5 27 48 509 6 34 603 64 Future Volume (vph) 34 12 38 6 5 27 48 509 6 34 603 64 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (m) 17.0 0.0 15.0 0.0 30.0 0.0 30.0 0.0 Storage Lanes 1 0 1 0 1 0 1 0 Taper Length (m) 7.6 7.6 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 0.95 Ped Bike Factor 1.00 0.99 1.00 0.99 0.99 1.00 0.99 1.00 Frt 0.886 0.872 0.998 0.986 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1586 1564 0 1745 1581 0 1745 3447 0 1745 3329 0 Flt Permitted 0.735 0.722 0.376 0.442 Satd. Flow (perm) 1224 1564 0 1325 1581 0 687 3447 0 806 3329 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 41 29 2 18 Link Speed (k/h) 50 50 50 50 Link Distance (m) 78.5 119.9 486.2 298.7 Travel Time (s) 5.7 8.6 35.0 21.5 Confl. Peds. (#/hr) 3 1 1 3 8 9 9 8 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 0.92 Heavy Vehicles (%) 10% 0% 4% 0% 0% 0% 0% 1% 0% 0% 3% 3% Adj. Flow (vph) 37 13 41 7 5 29 52 553 7 37 655 70 Shared Lane Traffic (%) Lane Group Flow (vph) 37 54 0 7 34 0 52 560 0 37 725 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 40.0 40.0 40.0 40.0 Minimum Split (s) 38.5 38.5 38.5 38.5 45.7 45.7 45.7 45.7 Total Split (s) 39.0 39.0 39.0 39.0 61.0 61.0 61.0 61.0 Total Split (%) 39.0% 39.0% 39.0% 39.0% 61.0% 61.0% 61.0% 61.0% Maximum Green (s) 32.5 32.5 32.5 32.5 55.3 55.3 55.3 55.3 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 3.2 3.2 3.2 3.2 2.4 2.4 2.4 2.4 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.5 6.5 6.5 6.5 5.7 5.7 5.7 5.7 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None C-Max C-Max C-Max C-Max Walk Time (s) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Flash Dont Walk (s) 20.0 20.0 20.0 20.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 10.4 10.4 10.4 10.4 81.8 81.8 81.8 81.8 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.82 0.82 0.82 0.82 v/c Ratio 0.29 0.27 0.05 0.18 0.09 0.20 0.06 0.27

PM FT Future Total Traffic PM Peak Hour 1:50 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 Lanes, Volumes, Timings 3: Upper Wentworth & Emperor 05/25/2021

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Control Delay 47.4 21.1 40.7 19.4 3.4 2.9 3.1 3.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.4 21.1 40.7 19.4 3.4 2.9 3.1 3.1 LOS DC DB AA AA Approach Delay 31.8 23.0 3.0 3.1 Approach LOS C C A A Queue Length 50th (m) 6.8 2.3 1.2 0.9 1.9 12.0 1.3 16.2 Queue Length 95th (m) 16.2 13.2 5.3 9.7 5.2 18.4 3.8 24.2 Internal Link Dist (m) 54.5 95.9 462.2 274.7 Turn Bay Length (m) 17.0 15.0 30.0 30.0 Base Capacity (vph) 397 535 430 533 562 2820 659 2726 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.10 0.02 0.06 0.09 0.20 0.06 0.27 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.29 Intersection Signal Delay: 5.3 Intersection LOS: A Intersection Capacity Utilization 60.1% ICU Level of Service B Analysis Period (min) 15

Splits and Phases: 3: Upper Wentworth & Emperor

PM FT Future Total Traffic PM Peak Hour 1:50 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 2 HCM Unsignalized Intersection Capacity Analysis 6: Site & Emperor 05/25/2021

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 32 0 15 39 0 42 Future Volume (Veh/h) 32 0 15 39 0 42 Sign Control Free Free Stop Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 35 0 16 42 0 46 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 79 pX, platoon unblocked vC, conflicting volume 35 109 35 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 35 109 35 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 96 cM capacity (veh/h) 1576 879 1038 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 35 58 46 Volume Left 0 16 0 Volume Right 0 0 46 cSH 1700 1576 1038 Volume to Capacity 0.02 0.01 0.04 Queue Length 95th (m) 0.0 0.2 1.1 Control Delay (s) 0.0 2.1 8.6 Lane LOS A A Approach Delay (s) 0.0 2.1 8.6 Approach LOS A Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 19.5% ICU Level of Service A Analysis Period (min) 15

AM FT Future Total Traffic AM Peak Hour 1:40 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1 HCM Unsignalized Intersection Capacity Analysis 6: Site & Emperor 05/25/2021

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 57 0 44 73 0 27 Future Volume (Veh/h) 57 0 44 73 0 27 Sign Control Free Free Stop Grade 0% 0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 62 0 48 79 0 29 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 79 pX, platoon unblocked vC, conflicting volume 62 237 62 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 62 237 62 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 97 100 97 cM capacity (veh/h) 1541 728 1003 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 62 127 29 Volume Left 0 48 0 Volume Right 0 0 29 cSH 1700 1541 1003 Volume to Capacity 0.04 0.03 0.03 Queue Length 95th (m) 0.0 0.7 0.7 Control Delay (s) 0.0 3.0 8.7 Lane LOS A A Approach Delay (s) 0.0 3.0 8.7 Approach LOS A Intersection Summary Average Delay 2.9 Intersection Capacity Utilization 22.9% ICU Level of Service A Analysis Period (min) 15

PM FT Future Total Traffic PM Peak Hour 1:50 pm 05/07/2021 Baseline Synchro 11 Light Report J Salvini Page 1