DRAFT

City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Prepared by: Prepared for: AECOM Canada Ltd. City of Woodstock 410 – 250 York Street, Citi Plaza 500 Dundas Street London, ON N6A 6K2 Woodstock, ON Canada N4S 0A7 P.O. Box 1539

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Date: December, 2019

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Authors

Report Prepared By: Connor Brown B.A.Sc Transportation Engineering Intern T: 905-747-1876 E: [email protected]

Report Reviewed By: Ilya Sher, C.E.T, L.E.L Manager, Transportation Systems Planning T: 905-882-4401 E: [email protected] AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Table of Contents

Page

1. Transportation Policy and Background ...... 1-1 1.1 Key Take-Aways...... 1-1 1.2 Study Purpose ...... 1-2 1.3 Existing Conditions ...... 1-3 1.3.1 Existing Roads ...... 1-3 1.3.2 Existing Transit ...... 1-5 1.4 Policy Direction ...... 1-6 1.4.1 Oxford County ...... 1-7 1.4.1.1 Official Plan ...... 1-7 1.4.1.2 Transportation Master Plan ...... 1-8 1.4.1.3 Active Transportation ...... 1-9 1.4.1.4 Transit ...... 1-11 1.4.2 City of Woodstock ...... 1-12 1.4.2.1 Official Plan ...... 1-12 1.4.2.2 Transportation Master Plan ...... 1-13 1.4.2.3 Active Transportation ...... 1-13 1.4.2.4 Transit ...... 1-13 1.5 Land Use Planning ...... 1-14 1.5.1 Traditional Industrial ...... 1-14 1.5.2 Service Commercial ...... 1-15 1.6 Linkages to other Supporting Studies ...... 1-15 1.7 Opportunities and Constraints ...... 1-16 1.7.1 Contraints ...... 1-16 1.7.2 Opportunities ...... 1-17 1.8 Recommendations / Next Steps ...... 1-21

2. Transportation Analysis ...... 2-1 2.1 2019 Existing Conditions ...... 2-1 2.1.1 Data Collection ...... 2-1 2.1.2 2019 Existing Traffic Conditions ...... 2-2 2.2 Future Background Traffic Conditions ...... 2-8 2.2.1 East Woodstock Secondary Plan ...... 2-8 2.2.2 Future Background Operations ...... 2-9 2.3 Southeast Woodstock ...... 2-16 2.3.1 Southeast Woodstock Secondary Plan Zones and Phases ...... 2-16 2.3.2 Southeast Woodstop Secondary Plan Trip Generation ...... 2-19 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.3.3 Southeast Woodstock Secondary Plan Trip Distribution ...... 2-22 2.4 Future Total Traffic Conditions ...... 2-24 2.4.1 2024 Future Total Traffic Operations ...... 2-24 2.4.2 2029 Future Total Traffic Operations ...... 2-28 2.5 Signal Warrants Analysis ...... 2-32 2.6 Impacts to Highway 403/401 Junction and Interchanges ...... 2-33 2.6.1 Zone 1 Impacts and Opportunities ...... 2-34 2.6.2 Zone 2 Impacts and Opportunities ...... 2-34 2.7 SEWSP Trip Distribution Sensitivity Analysis ...... 2-36

3. Conclusions and Recommendations ...... 3-39 3.1 Future Corridor Capacity Deficiency ...... 3-39 3.2 Oxford Road 4 Realignment ...... 3-39 3.3 Pattullo Avenue Realignment ...... 3-39 3.4 Oxford Road 4/Highway 401 Flyover ...... 3-40 3.5 Middletown Line/Highway 403 Interchange ...... 3-40 3.6 Time Frames for Intersections Signalization ...... 3-43

4. Appendix ...... 4-44 Appendix A – LOS Definitions ...... 4-45 Appendix B – Raw Data...... 4-46 Appendix C – Existing Conditions Synchro Reports ...... 4-47 Appendix D – Future Background Conditions Synchro Reports ...... 4-48 Appendix E – Future Total Conditions Synchro Reports ...... 4-49 Appendix E – Signal Warrants ...... 4-50 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

List of Figures

Figure 1-1: Southeast Woodstock Secondary Plan Study Area...... 1-2 Figure 1-2: Southeast Woodstock Study Area Existing Lane Configuration ...... 1-4 Figure 1-3: Woodstock Area Existing Transit Services ...... 1-5 Figure 1-4: SEWSP Study Area ...... 1-6 Figure 1-5: County of Oxford Subdivision Map ...... 1-7 Figure 1-6: Oxford County OP Future Proposed Road Network ...... 1-7 Figure 1-7: Oxford County TMP Proposed Carpool Lots ...... 1-9 Figure 1-8: Oxford County Trails Master Plan Proposed Cycling Trails ...... 1-10 Figure 1-9: Oxford County TMP South-West Link Plan ...... 1-11 Figure 1-10: City of Woodstock Transportation Network Plan ...... 1-12 Figure 1-11: Woodstock TMP Future Recommended Cycle Network...... 1-13 Figure 1-12: Oxford County OP City of Woodstock Land Use Plan...... 1-14 Figure 1-13: Transportation Constraints and Issues ...... 1-17 Figure 1-14: Potential Improvement at Pattullo/CR 59 (Option 1) ...... 1-18 Figure 1-15: Potential Improvement at Pattullo/CR 59 (Option 2) ...... 1-19 Figure 1-16: Potential Improvement at Pattullo/Middletown Line (Jog Elimination) ...... 1-19 Figure 1-17: Potential Improvements along Towerline Road/Parkinson Road ...... 1-20 Figure 1-18: Conceptual South East Woodstock Road Network ...... 1-21 Figure 2-1: South East Woodstock Existing AM Peak Hour Volume ...... 2-3 Figure 2-2: South East Woodstock Existing PM Peak Hour Volume ...... 2-4 Figure 2-3: East Woodstock Secondary Plan Phasing ...... 2-8 Figure 2-4: East Woodstock Secondary Plan, Phase 3 Inbound Trip Distribution ...... 2-9 Figure 2-5: South East Woodstock Future Background 2024 AM Peak Hour Volumes ...... 2-10 Figure 2-6: South East Woodstock Future Background 2024 PM Peak Hour Volumes ...... 2-11 Figure 2-7: South East Woodstock Future Background 2029 AM Peak Hour Volumes ...... 2-13 Figure 2-8: South East Woodstock Future Background 2029 PM Peak Hour Volumes ...... 2-14 Figure 2-9: Southeast Woodstock Employment Lands Phasing ...... 2-16 Figure 2-10: Southeast Woodstock 2024 Future Lane Configurations ...... 2-17 Figure 2-11: Southeast Woodstock 2029 Future Lane Configurations ...... 2-18 Figure 2-12: Oxford TMP 2016 Mutli-Modal Share Distribution ...... 2-19 Figure 2-13: Southeast Woodstock Employment Lands Zones ...... 2-20 Figure 2-14: Southeast Woodstock Incoming Trip Distribution ...... 2-23 Figure 2-15: 2024 Zone 1 Inbound Trip Distribution ...... 2-23 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Figure 2-16: 2029 Zone 2 Inbound Trip Distribution ...... 2-24 Figure 2-17: South East Woodstock Future Total 2024 AM Peak Hour Volume ...... 2-25 Figure 2-18: South East Woodstock Future Total 2024 PM Peak Hour Volume...... 2-26 Figure 2-19: South East Woodstock Future Total 2029 AM Peak Hour Volume ...... 2-29 Figure 2-20: South East Woodstock Future Total 2029 PM Peak Hour Volume...... 2-30 Figure 2-21: Potential Locations for Interchange ...... 2-33 Figure 2-22: Potential Highway 403/Middletown Line I/C – Partial Diamond/A2 ...... 2-35 Figure 2-23: Trip Distribution Comparison Map ...... 2-37 Figure 3-1: Oxford Road 4 Flyover to Middletown Line ...... 3-40 Figure 3-2: Potential Highway 403/Middletown Line Partial I/C- Partial Diamond ...... 3-41 Figure 3-3: Potential Highway 403/Middletown Line Partial I/C - Button Hook ...... 3-41 Figure 3-4: Potential Highway 403/Middletown Line Full I/C – Parclo A4 ...... 3-42 Figure 3-5: Potential Highway 403/Middletown Line Full I/C – Button Hook ...... 3-42

List of Tables

Table 2-1: Turning Movement Count Dates and Peak Hours ...... 2-1 Table 2-2: Existing Traffic HCM Report Summary ...... 2-6 Table 2-3: East Woodstock Secondary Plan Updated ITE Trip Generation (Phase 3) ...... 2-9 Table 2-4: Future Background 2024 Traffic Operations HCM Report Summary ...... 2-12 Table 2-5: Future Background 2029 Traffic HCM Report Summary ...... 2-15 Table 2-6: Zone 1 – Phase 1 2024 ITE Trip Generation Table ...... 2-21 Table 2-7: Zone 2 - Phases 3 & 6 2029 ITE Trip Generation Table ...... 2-21 Table 2-8: Zone 2 – Phases 4 & 7 2029 ITE Trip Generation Table ...... 2-21 Table 2-9: Zone 2 - 5 & 8 2029 ITE Trip Generation Table ...... 2-21 Table 2-10: Census 2016 County of Oxford Journey to Work Commuter Flow ...... 2-22 Table 2-11: Future Total 2024 Traffic Operations - HCM Report Summary ...... 2-27 Table 2-12: Future Total 2029 Traffic HCM Report Summary ...... 2-31 Table 2-13: Signal Warrant Summary Table ...... 2-32 Table 2-14: Secondary Plan Land Use Comparison ...... 2-36 Table 2-15: Secondary Plan Distribution Comparison Table ...... 2-36 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

1. Transportation Policy and Background

1.1 Key Take-Aways

• Road Network: A combination of road extensions, road realignments and new roads will support the development of the Southeast Woodstock Secondary Plan and surrounding area. Suggested industrial roadways will integrate and connect to arterial roads for optimal connectivity with respect to topography, natural heritage land and existing infrastructure.

• Transit Network: The need for intercommunity bus routes as part of a county wide transit system have been identified along with opportunities for extending local Woodstock bus routes to encompass the new industrial study area. Transit service along arterial and major collector roads will provide coverage for the majority of employers no further than a 400m walking distance, and with reasonable service headways. Transit options will complement road network-based commuting as part of a sustainable transportation solution to achieve reduced environmental impacts in the area.

• Active Transportation: Active transportation in the form of both regional and municipal facilities are planned throughout the study area and will act as primary improvements important to the overall Oxford County transportation network. Similar to transit-based solutions, active transportation will not solely address the future mobility and access needs for the Southeast Woodstock Secondary Plan development area. It is a vital transportation service to provide mode choice, especially in the form of a sustainable transportation initiative.

1-1 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

1.2 Study Purpose

The City of Woodstock has initiated a Secondary Plan for the grounds in Southeast Woodstock located at the junction of Highway 403 and Highway 401. This report outlines existing transportation conditions, opportunities and constraints, and outlines transportation requirements to facilitate the implementation of the Southeast Woodstock Secondary Plan.

Displayed below in Figure 1-1 is direct study area as part of annexed lands formally designated within the township of Norwich, as well as the previous City of Woodstock Boundary. As the City of Woodstock continues to experience substantial growth, the adjusted city boundaries accommodate further development zoned as employment lands.

Figure 1-1: Southeast Woodstock Secondary Plan Study Area.

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1.3 Existing Conditions

1.3.1 Existing Roads

Existing roads within the area are under the municipal jurisdiction of Woodstock or the regional jurisdiction of Oxford County. Some of the pertinent road network elements within the study area are displayed in Figure 1-2, which includes the following major roadways:

• Pattullo Avenue is an east-west municipal road under the jurisdiction of Woodstock and is classified as a collector road within the defined study area. Pattullo Avenue provides two lanes of traffic extending officially from Muir Road North to west of Norwich Road with a posted speed of 50km/h. No active transportation facilities are currently present.

• Oxford Road 4 is a north-south arterial road under the jurisdiction of the County of Oxford. Oxford Road 4 provides four and two lanes of traffic north and south of County Road 2, respectively, both with a speed limit of 60 km/h. No active transportation facilities are currently present.

• Highway 401 (Macdonald-Cartier Freeway) is a provincial freeway under the jurisdiction of the Ministry of Transport Ontario. Highway 401 contains six lanes spanning northeast – southwest through the study area. Within the SEWSP Highway 401 encompasses two ramp terminal intersections at County Road 2 and County Road 15. A major commuter route, Highway 401 runs between London and Cambridge where it is a main artery for employment within the SEWSP.

• Highway 403 (Alexander Graham Bell Parkway) is a provincial freeway under the jurisdiction of the Ministry of Transport Ontario. Highway 403 contains four lanes running east – west through the study area merging with Highway 401. Within the SEWSP Highway 403 does not contain any interchanges other than the Highway 401/Highway 401 junction. Highway 403 connects Woodstock to Hamilton and beyond, acting as another main commuter route for employment within Woodstock.

• County Road 15 (Parkinson Road/Towerline Road) is an east-west arterial road under the jurisdiction of the County of Oxford. County Road 15 is composed of Towerline Road and Parkinson Road located east and west of Highway 401, respectively. Towerline Road extends east to Muir Road North with a posted speed of 80 km/h, and Parkinson Road extends west to Mill Street. No active transportation facilities are currently present along these roadways within the study area.

• County Road 2 (Dundas Street) is an east-west arterial road under the jurisdiction of the County of Oxford. County Road 2 provides four lanes of traffic extending from the Town of Paris to the City of London. The posted speed within the study area is 80 km/h. No active transportation is currently present.

• Middletown Line is a north-south collector under the jurisdiction of Woodstock within the defined study area running from Towerline Road to Pattullo Avenue with a jog to the east. Middletown Line then continues further south to Country Road 19 within Norwich County.

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Figure 1-2: Southeast Woodstock Study Area Existing Lane Configuration 1-4 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

1.3.2 Existing Transit

Currently, there are no transit services provided within the SEWSP study area. Six existing transit routes are provided by the City of Woodstock transit services, as displayed in Figure 1-3. Transit service headways are every 30 minutes Monday to Friday 6:30 AM to 6:30 PM, and on Saturday from 8:30 AM to 6:30 PM.

Figure 1-3: Woodstock Area Existing Transit Services

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1.4 Policy Direction

The annexed lands comprising Woodstock Southeast Secondary Plan area as defined in Figure 1-4. Referenced below the County of Oxford Official Plan and Transportation Master Plan provide insights that are more accurate where policies on the municipal scale refer to the previous city boundary. Municipal updates to the OP are currently underway with a new addition to the draft TMP 2019 available.

Figure 1-4: SEWSP Study Area

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1.4.1 Oxford County

Figure 1-5 display the County of Oxford boundaries, which consists of eight municipalities including the Norwich Township that previously held the study area and the City of Woodstock that currently retains the secondary plan area of interest.

Figure 1-5: County of Oxford Subdivision Map

1.4.1.1 Official Plan

County of Oxford policies and transportation-related documents reviewed specifically the OP and TMP. Figure 1-6 below is an extract from Oxford`s Official Plan illustrating the existing and planned transportation network in and in the vicinity of the SEWSP area. It should be noted that the intersection improvements to Hwy 59 and Oxford Road 17 have been completed as to date.

Figure 1-6: Oxford County OP Future Proposed Road Network

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1.4.1.2 Transportation Master Plan

The County of Oxford TMP clearly defines the transportation vision for the region along with four main strategic objectives;

“Oxford County will be supported by a safe, efficient and sustainable multi-modal transportation network which moves people and goods into and through the County while improving the quality of life for Oxford’s current and future generations.”

• Maximize the use of existing transportation infrastructure • Promote transportation demand management measures (carpooling, work-from-home) • Expand active transportation facilities (walking, cycling) & • Enhance public transit, including the foundational development of an enhanced inter- regional transportation service (i.e. high-performance passenger commuter rail (existing railway corridors) and intercommunity bus network.

Included within the TMP summary are proposed locations for Carpool lots as outlined in Figure 1-7. Carpool lot 3 located at Towerline Road and Highway 401 resides within the SEWSP study area and if approved will have to be integrated accordingly. The County has identified that planning to undertake this project will occur from 2022 to 2023. The Master Plan will provide a long-term strategy to develop a sustainable, integrated transportation system, including associated strategies that consider all modes of travel (automobiles, transit, cycling, walking) to the year 2046.

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Figure 1-7: Oxford County TMP Proposed Carpool Lots

1.4.1.3 Active Transportation

With the demand for active transportation increasing, the County of Oxford continues to support initiatives that develop critical programs and facilities. Some of the goals outlined within the OTMP are:

• Continue with the program to provide a wider asphalt platform with edge line on rural roads as part of regular resurfacing programs and incorporate cycling facilities as part of any urban road reconstruction (2019 TMP); • Facilitate trail development and implementation in accordance with the Trails Master Plan (2014); • Ensure that property for active transportation routes are included with the land requirements for roads where possible; • Ensure that all active transportation routes utilize the principles of accessibility, connectivity, continuity, directness of route, safety, convenience and comfort.

As outlined within the 2014 Oxford County Trails Master Plan the following active transportation proposed additions are within the SEWSP study area.

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Figure 1-8: Oxford County Trails Master Plan Proposed Cycling Trails

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1.4.1.4 Transit

An intercommunity bus network in combination of an enhanced commuter rail service has been identified to promote countywide transit. Transit plans will include:

• Public consultation with neighbouring municipality stakeholders to re-establish a intercommunity bus network • Encourage federal agencies to examine the opportunity for high performance rail and enhanced passenger rail service in regards to north-south rail corridors • Integrate with local transit to ensure adequate first/last transportation options.

Figure 1-9: Oxford County TMP South-West Link Plan

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1.4.2 City of Woodstock

1.4.2.1 Official Plan

The City of Woodstock is the largest municipality within Oxford County and as such is a substantially highlighted portion of the Oxford County OP without warranting its own separate Official Plan.

Figure 1-10: City of Woodstock Transportation Network Plan

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1.4.2.2 Transportation Master Plan

The Woodstock Transportation Master Plan identifies a number of improvements regarding but not limited to; Pedestrian Domain, Transit Strategy, Parking Strategy, Roadway Classification and Transportation Infrastructure improvements.

1.4.2.3 Active Transportation

The Woodstock Transportation Master Plan outlines the recommended cycling network improvements, as displayed below in Figure 1-11. Noted within the Transportation Master Plan is the need for more thorough investigations with regards to the proposed cycling network.

Figure 1-11: Woodstock TMP Future Recommended Cycle Network.

1.4.2.4 Transit

As per Section 7.6.4 of the Oxford County Official Plan, the City of Woodstock is to consider public transport in their design of roads, sidewalks, developments and open space in order to accommodate future transit needs. Specifically, the City Council will:

• Require new development road patterns to utilize existing transit in extensions to facilitate public transportation service. • Require that both residential and employment areas be serviceable by public transit within approximately 400 metres of a transit pickup location.

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1.5 Land Use Planning

South East Woodstock, as aforementioned annexed lands, has been designated for future employment uses. The main two permitted land uses are Service Commercial Lands and Traditional Industrial Lands. Relevant policies for both land uses as per Oxford County Official Plan Section 7.3.4 & 7.3.6 have been outlined below:

1.5.1 Traditional Industrial

Traditional industrial areas include those lands that consist of a full range of industrial type activities including light, medium and heavy industrial uses. Such uses may generate on and off site effects such as traffic, noise, vibration, fumes or visual appearance. Current City of Woodstock Traditional Industrial Areas are displayed within Figure 1-12. Secondary planning aspects to consider concerning the City of Woodstock By-Laws include:

• Health & Safety Pollution Risk: Upon recogniztion of possible environmental concerns, City Council will consult provincial agencies to appropriately mitigate impacts according to legislative requirements. • Functional Zoning Categories: City Council may establish separate industrial zones for businesses requiring extra attention for example requiring large open storage or generating substantial vehicular traffic. • Site Planning: To achieve consistency in the approach to compatible positions with surrounding lands site plan control will be applied by the muncipailty to ensure terms and conditions of sale. The following design criteria will be avaualted prior to the approval of site plans; Screen Storage Areas, Location of Loading bays/Service Areas, Traffic and Access, Parking, Barrier Free Design and Drainage.

Figure 1-12: Oxford County OP City of Woodstock Land Use Plan

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1.5.2 Service Commercial

Service Commercial Areas provide locations for a broad range of commercial uses that, for the most part are not suited to locations within the Central Area or within Shopping Areas. This may be due to their site area, access and exposure requirements, incompatibility or land use conflicts with residential developments. Generally, Service Commercial uses cater to vehicular traffic and single purpose shopping trips where customers generate from passing traffic or a wide-ranging market area.

City of Woodstock Service Commercial lands being newly developed or expanded will occur primarily through infilling followed by expansions due to reductions in available lands for growth. Displayed below are important Service Commercial characteristics for zoning consideration.

• Site Plan Control: The application of site area requirements including frontage and setbacks is to be provided through City of Woodstock Zoning By-Laws The following design criteria will be evaluated to accommodate both single use and clustered developments; Landscaping, Screen Storage Areas, Lighting, Signage, Service Areas, Access, Drainage, Barrier Free Design and Buffering.

• Location and Access: Service Commercial Areas will generally be located with direct access or access via a service road to major arterial roads. Access points to arterial or collector roads shall be limited to the minimum number necessary for the functioning of the Service Commercial Area.

• Parcel Size: Parcels proposed to be designated Service Commercial shall be of sufficient size to accommodate the off-street parking in quantity necessary to satisfy the requirements of the Zoning By-Law and satisfactory in location for the convenience of the user.

• Policy Intent: Descriptions and permitted uses for Service Commercial Areas as outlined within Section 7.3.4 of the Oxford County Official Plan shall be maintained and followed.

• Evaluation Criteria: Any amendments of the Service Commercial By-Laws, designations or permitted uses will be evaluated based on the following criteria; Land Use Compatibility, Development Vicinity Effect, Municipal Serviceability , Traffic Impact and Environment Constraints.

1.6 Linkages to other Supporting Studies

➢ Oxford County Official Plan (2015) ➢ Oxford County Transportation Master Plan (2009 & 2019) ➢ Oxford County Transportation Master Plan Update Summary (2018) ➢ Oxford County Trails Master Plan (2014) ➢ Woodstock Transportation Master Plan (2011)

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1.7 Opportunities and Constraints

1.7.1 Contraints

The planning for the Woodstock Secondary Plan area should also acknowledge and consider a variety of area constraints that influence the planning of the area transportation network. Key constraints in the area include:

• Existing highway and road network only provides one crossing of Highway 403 within the secondary plan area. Furthermore, no direct access is available from Highway 401 Westbound to Highway 403 Eastbound, and from Highway 403 Westbound to Highway 401 Eastbound;

• CN Rail corridor to the north of study area limits access to highway/service commercial lands. The corridor restricts the ability to provide access to 13.4ha of land in the northeast corner of secondary plan area in compliance with access management guidelines;

• Avoid or minimize crossings of watercourses. Consider a single crossing within a definable watercourse reach; and

• Avoid or minimize intrusion into natural heritage lands, such as wetlands, woodlots, and areas of significant natural interest.

• Provide adequate road spacing to accommodate sufficient lot depth for a variety of industrial facilities

• Transportation specific constraints/issues: o Close spacing between County Road 59/Highway 401 south ramp terminal and Pattullo Avenue. The distance between the two intersections is approximately 100 metres o Middletown Line jog at Pattullo Avenue o Close spacing between Towerline Road/Middletown Line intersection and Towerline Road/Highway 401 east ramp terminal. The distance between the two intersections is 360 metres. o Close spacing between County Road 4/County Road 15 (Parkinson Road) intersection and the west ramp terminal with Highway 401 on County Road 15. The spacing between the two intersections is approximately 290 metres;

Figure 1-13 summarizes transportation (network) related constraints and issues.

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Figure 1-13: Transportation Constraints and Issues

1.7.2 Opportunities

The planning for the transportation network for the Woodstock Secondary Plan area should provide for a robust, connected and flexible network that serves the mobility and accessibility of all road users (motorists, transit, cyclists, and pedestrians). Key planning opportunities and considerations in developing a transportation network to serve the area include:

• Promote spine road capacity improvements along the existing orthogonal arterial road network;

• Promote Arterial connections to existing and planned freeway infrastructure;

• Plan Collector road alignments to respect the topography of the SECSP area, and capitalize on view and window corridors adjacent to natural heritage lands, where appropriate;

• Realign County Road 4 to the west with Commerce Way to eliminate existing offset intersections. The County Road 4 intersection spacing with the Towerline Road / Highway 401 interchange is currently less than desirable based on the MTO Highway Access Management Guidelines. The spacing between the two intersections is approximately 290metres compared to the minimum 400 metres required. The realignment will provide an approximate separation of 500 metres;

• Realign Middletown Line to eliminate existing jog at Pattullo Avenue. Middletown Line is located in the heart of the SEWSP, and is expected to be heavily utilized once the area is fully developed. The jog elimination will improve mobility to and from the SEWSP.

• Provide a greater separation between Towerline Road / Highway 401 interchange (east ramp terminal) and the Middletown Line intersection. Existing spacing of 360 metres is less than desirable based on the MTO Highway Access Management Guidelines criteria of 400metres. The

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intersection of Middletown Line and Towerline Road would need to be relocated to at least 40 metres easterly;

• Realign Pattullo Avenue to the south at the County Road 59 intersection to provide a greater separation between this intersection and the south ramp terminal with Highway 401. As an option, a roundabout scenario could also be considered by consolidating the two intersections; and

• Potential for a multi-modal facility with railway access to a short line operator.

Figure 1-14 through Figure 1-17 illustrate improvement opportunities with respect to the roadway network in accommodating the SEWSP.

Figure 1-14: Potential Improvement at Pattullo/CR 59 (Option 1)

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Figure 1-15: Potential Improvement at Pattullo/CR 59 (Option 2)

Figure 1-16: Potential Improvement at Pattullo/Middletown Line (Jog Elimination)

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Figure 1-17: Potential Improvements along Towerline Road/Parkinson Road

Based on the above-noted constraints and opportunities, a preliminary/conceptual road network was developed as illustrated in Figure 1-18.

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Figure 1-18: Conceptual South East Woodstock Road Network

1.8 Recommendations / Next Steps

The land use planning and road network structure for the SEWSP will take into consideration existing policy with specific detail in terms of zoning by-laws. The layout of the road network will highlight lot size optimization and the opportunities noted in this report, as well reflect the area constraints.

In subsequent steps of this study, alternative industrial plans and road networks for the SEWSP area will be developed and assessed in order to identify the optimal solution and road structure plan that satisfies both the City of Woodstock’s and area stakeholder’s goals. This entails recommendations on roads’ alignment, classifications, cross-sections, and traffic control and lane configurations at intersections supplemented by an operational assessment.

1-21 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2. Transportation Analysis

2.1 2019 Existing Conditions

2.1.1 Data Collection

Available traffic data were obtained from the local municipalities and the Ministry of Transportation. Traffic data for all the missing locations within the study area were collected by Ontario Traffic Inc. on behalf of AECOM Canada Ltd. The data was collected on July 11th, 2019 for the seven pertinent intersections within the study area during AM (7:00AM – 10:00AM) and PM (2:30PM – 5:30PM) peak periods. The respective AM and PM Peak hours for all data are summarized in Table 2-1. Turning movement count data and signal timing data can be found in Appendix C.

Table 2-1: Turning Movement Count Dates and Peak Hours

Intersections Weekday A.M. Peak Hour Weekday P.M. Peak Hour Survey Date Peak Hour Survey Date Peak Hour 7:30 AM – 3:45 PM – County Road 2 & Oxford Road 4 July 11th, 2019 July 11th, 2019 8:30 AM 4:45 PM 7:15 AM – 3:45 PM – County Road 2 & Township Road 2 July 11th, 2019 July 11th, 2019 8:15 AM 4:45 PM County Road 2 & 401 North Ramp Terminal 7:30 AM – 4:30 PM – July 25th, 2018 July 25th, 2018 Intersection 8:30 AM 5:30 PM County Road 2 & 401 South Ramp Terminal 7:30 AM – 4:30 PM – July 25th, 2018 July 25th, 2018 Intersection 8:30 AM 5:30 PM 7:15 AM – 4:30 PM – Parkinson Road & Commerce Way July 11th, 2019 July 11th, 2019 8:15 AM 5:30 PM Oxford Road 4 & Parkinson Road & Towerline 7:15 AM – 4:30 PM – July 11th, 2019 July 11th, 2019 Road 8:15 AM 5:30 PM Parkinson Road & 401 SB ON and OFF 7:00 AM – 5:00 PM – Oct 24th, 2018 Oct 24th, 2018 Ramp 8:00 AM 6:00 PM Parkinson Road & 401 SB ON and OFF 7:00 AM – 5:00 PM – Sept 9th, 2018 Sept 9th, 2018 Ramp 8:00 AM 6:00 PM 7:30 AM – 4:30 PM – Towerline Road & Middletown Line July 11th, 2019 July 11th, 2019 8:30 AM 5:30 PM 7:15 AM – 4:15 PM – Middletown Line N & Pattullo Avenue July 11th, 2019 July 11th, 2019 8:15 AM 5:15 PM 7:15 AM – 4:15 PM – Middletown Line S & Pattullo Avenue July 11th, 2019 July 11th, 2019 8:15 AM 5:15 PM Parkinson Road & 401 SB ON and OFF 7:00 AM – 5:00 PM – Oct 24th, 2018 Oct 24th, 2018 Ramp 8:00 AM 6:00 PM Parkinson Road & 401 SB ON and OFF 7:00 AM – 5:00 PM – Sept 9th, 2018 Sept 9th, 2018 Ramp 8:00 AM 6:00 PM 7:30 AM – 4:30 PM – Towerline Road & Middletown Line July 11th, 2019 July 11th, 2019 8:30 AM 5:30 PM 7:15 AM – 4:15 PM – Middletown Line N & Pattullo Avenue July 11th, 2019 July 11th, 2019 8:15 AM 5:15 PM 7:15 AM – 4:15 PM – Middletown Line S & Pattullo Avenue July 11th, 2019 July 11th, 2019 8:15 AM 5:15 PM

2-1 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.1.2 2019 Existing Traffic Conditions

The existing traffic conditions were analysed on the basis of traffic data collected from various road authorities and through a series of traffic surveys presented in Figure 2-1 and Figure 2-2. The analysis is based on the existing lane configurations displayed above in Figure 1-2. It should be noted that volumes may differ slightly from raw data as volume balancing was performed prior to undertaking the existing conditions assessment.

The existing traffic analysis will summarize performance for the following intersections expected within the year 2019:

• Int ID 100: County Road 2 (Dundas Street) & Oxford Road 4 • Int ID 200: County Road 2 (Dundas Street) & Township Road 2/ Street “H” • Int ID 300: County Road 2 (Dundas Street) & 401 North Ramp Terminal Intersection • Int ID 400: County Road 2 (Dundas Street) & 401 South Ramp Terminal Intersection • Int ID 900: Parkinson Road & Commerce Way (T Intersection) • Int ID 1000: Oxford Road 4 & Parkinson Road/Towerline Road • Int ID 1100: Parkinson Road & 401 SB on & off ramp • Int ID 1200: Parkinson Road & 401 NB on & off ramp • Int ID 1300: Towerline Road and Middletown Line • Int ID 2100: Middletown Line S & Pattullo Avenue • Int ID 2300: Street “A” East & Pattullo Avenue

2-2 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 127⬉ 41⬉ 39 67 120 228← 341 13 0 2← 458 220 24← 287← 281 ⬋ ↓ ⬊ ⬋ 10 ⬋↓⬊ ⬋ 8 ⬋⬊ ⬋ 24 100 200Dundas Street 300 400 31⬈ ⬉↑⬈ 25⬈ ⬉↑⬈0⬈ ⬉⬈ 278 ➔ 51 105 18 472 ➔ 7 0 18 426 ➔ 217 ➔ 45 29 26 ⬊ 27 ⬊ 47 ⬊ 233 ⬊ Oxford Road 4

⬉ 119 ← 348 79 77← 273 89 10← 303← 237← 199 ⬋ 4⬋⬊ ⬋⬊⬋ 49⬋ 12⬋ 9 900 1000 1100 1200 1300 Towerline Road ⬉ ⬈ 55⬈ ⬉⬈⬉⬈ 193 ➔20 138 ➔ 155 ➔ 51➔ 115 74 90➔ 50 5 4⬊ 61⬊ 114⬊ 34⬊

Middletown Line

⬉ 42 29 14← 23← 0 ⬋ ⬊ ⬋ 0 2000 2100 Pattullo Avenue 13⬈ ⬉⬈ 5➔1➔ 65 1 18⬊

Legend 2019 Existing Volumes Signalized Intersection Unsignalized Intersection AM Peak Hour Turning Movement Existing Road Not to Scale Stop Controlled Approach

Figure 2-1: South East Woodstock Existing AM Peak Hour Volume 2-3 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 442⬉ 152⬉ 38 78 67 233← 764 515 16 663← 738 363 44← 533← 285 ⬋ ↓ ⬊ ⬋ 60 ⬋↓⬊ ⬋ 6 ⬋⬊ ⬋ 25 100 200Dundas Street 300 400 83⬈ ⬉↑⬈ 90⬈ ⬉↑⬈0⬈ ⬉⬈ 407 ➔ 46 143 49 573 ➔ 13 0 25 849 ➔ 588 ➔ ## 45 52 ⬊ 26 ⬊ 387 ⬊ 305 ⬊ Oxford Road 4

⬉ 96 ← 386 90 89← 298 155 19← 239← 195← 151 ⬋ 2⬋⬊ ⬋⬊⬋ 27⬋ 16⬋ 19 900 1000 1100 1200 1300 Towerline Road ⬉ ⬈ 142⬈ ⬉⬈⬉⬈ 465 ➔39 332 ➔ 354 ➔ 235 ➔ 72 27 202 ➔ 60 19 0⬊ 68 ⬊ 138⬊ 60⬊

Middletown Line

⬉ 36 12 67← 18← 4 ⬋ ⬊ ⬋ 4 2000 2100 Pattullo Avenue 43⬈ ⬉⬈ 31 ➔ 11➔ 50 3 87⬊

Legend 2019 Existing Volumes Signalized Intersection Unsignalized Intersection PM Peak Hour Turning Movement Existing Road Not to Scale Stop Controlled Approach

Figure 2-2: South East Woodstock Existing PM Peak Hour Volume 2-4 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Intersection operations were assessed using Synchro 9 software, which is based on the methodology outlined in the Highway Capacity Manual (HCM), 2000 (Transportation Research Board). The unsignalized intersections were analyzed using HCM 2000 TWSC (Two-Way Stop Control) or AWSC (All-Way Stop Control).

Table 2-2 summarizes the overall traffic operations using measures of effectiveness (Level of Service (LOS), volume-to-capacity ratio (V/C), control delay, and 95th percentile queue lengths) at each intersection under existing conditions using HCM 2000 methodology. LOS is a qualifying measure of traffic operations at an intersection, which relates the delay per vehicle for a 15-minute analysis period. The V/C ratio is a measure of the proportion of the calculated intersection capacity that is utilized by the modelled traffic volumes. Detailed Level of Service definitions related to intersection operations are contained in Appendix A. Detailed Synchro outputs for the existing traffic conditions are contained in Appendix B. Critical movements are highlighted and defined as movements where the V/C ratio exceeds 0.85, or LOS is ‘E’ or worse.

2-5 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Table 2-2: Existing Traffic HCM Report Summary

2019 Existing Conditions AM Peak Hour PM Peak Hour Turning Link/Storag Delay 95th Percentile Delay 95th Percentile Intersection Movemen LOS v/c LOS v/c e Distance (sec) Queue (sec) Queue t 125 EBL 19.1 B 0.18 7.2 21.2 C 0.57 14.6 300 EBT 24.1 C 0.46 30.6 22 C 0.54 44.5 250 WBL 19.6 B 0.05 3.4 15.2 B 0.25 11.3 425 WBT 25.6 C 0.52 34.7 35 C 0.89 93 225 WBR 21.5 C 0.12 7.3 21.1 C 0.38 16 100: Oxford Road 4 & Highway 2 (Signalized) 225 NBL 41.6 D 0.59 22.9 34.3 C 0.46 17.4 125 NBR 32 C 0.44 16.5 35.5 D 0.61 22.2 175 SBL 14.4 B 0.49 41.9 24 C 0.69 44.7 300 SBT 11.6 B 0.11 11.9 15.7 B 0.08 7.8 100 SBR 11.3 B 0.07 1.9 15.7 B 0.07 3.7 Overall 22.2 C 0.51 - 26.8 C 0.81 - 225 EBL 3.8 A 0.04 4.9 39 D 0.69 24.9 425 EBT 4.8 A 0.25 34.8 37 D 0.78 81.1 150 WBL 6.3 A 0.02 3.5 36.6 D 0.1 4.8 425 WBT 7.7 A 0.25 42.6 233.3 F 1.4 157.7 125 WBR 6.3 A 0.03 0 36.1 D 0.18 1.4 200: Street H/Township Road 2 & Highway 2 245 NBT 56.4 E 0.15 7.2 60 E 0.43 9.6 (Signalized) 245 NBR 54.7 D 0.01 0 51.7 D 0.03 0 500 SBL 59.2 E 0.02 1.8 165.2 F 1.25 135.4 500 SBT 0 A 0.00 0 27 C 0.04 8.3 225 SBR 59.2 E 0.01 0 70.5 E 0.96 43.9 Overall 8.1 A 0.25 - 124.9 F 1.17 - 775 EBT 4.6 A 0.23 22 10 A 0.63 104.6 225 WBT 4.2 A 0.15 14.6 6.1 A 0.27 37.5 300: Highway 2 & 401 SB on/off ramp 70 SBL 33.4 C 0.15 11.1 30.3 C 0.18 14.7 (Signalized) 475 SBT 42.5 D 0.00 0 42.5 D 0 0 100 SBR 33.5 C 0.16 0 36.1 D 0.6 43.7 Overall 11.4 B 0.22 - 13.8 B 0.63 - 225 EBT 3 A 0.09 10 10.3 B 0.31 50.3 125 EBR 3.5 A 0.17 6.2 9.9 A 0.23 13 400: 401 NB on/off ramp & Highway 2 150 WBL 2.9 A 0.04 3.6 8.6 A 0.06 7.1 (Signalized) 650 WBT 3.1 A 0.12 12.6 9 A 0.15 24 425 NBL 45 D 0.39 23.7 45.2 D 0.81 92.6 Overall 7 A 0.19 - 17.5 B 0.46 - 200 EBTR 0 A 0.13 0 0 A 0.29 0 900: Commerce Way & Parkinson Road 500 WBTL 0.1 A 0.00 0.1 0.1 A 0 0.1 (Unsignalized) 475 NBLTR 14.8 B 0.01 0.1 13.1 B 0.03 0.7 190 EBTL 3.1 A 0.07 1.7 3.9 A 0.15 4.1 1000: Parkinson Road/Towerline Road & 275 WBTR 0 A 0.27 0 0 A 0.25 0 Oxford Road 4 (Unsignalized) 100 SBLR 15.2 C 0.25 7.9 26.5 D 0.5 21.6 225 EBT 0 A 0.10 0 0 A 0.23 0 115 EBR 0 A 0.04 0 0 A 0.04 0 1100: 401 SB on/off ramp & Towerline Road 100 WBL 7.8 A 0.04 1 8.5 A 0.03 0.7 (Unsignalized) 200 WBT 0 A 0.19 0 0 A 0.15 0 225 SBLTR 11.5 B 0.16 4.6 12.5 B 0.28 9.3 350 EBT 0 A 0.03 0 0 A 0.15 0 125 EBR 0 A 0.07 0 0 A 0.09 0 1200: 401 NB on/off ramp & Towerline Road 125 WBL 7.3 A 0.01 0.2 7.9 A 0.01 0.3 (Unsignalized) 350 WBT 0 A 0.15 0 0 A 0.12 0 500 NBLTR 11.5 B 0.27 8.7 13 B 0.19 5.6 350 EBTR 0 A 0.09 0 0 A 0.18 0 1300: Middletown Line N & Towerline Road 500 WBTL 0.4 A 0.01 0.2 1.1 A 0.02 0.5 (Unsignalized) 200 NBLR 12.5 B 0.13 3.5 13.1 B 0.17 4.9 200 EBTL 5.7 A 0.01 0.3 4.5 A 0.04 0.9 2000: Pattullo Avenue & Middletown Line S 175 WBTR 0 A 0.05 0 0 A 0.04 0 (Unsignalized) 200 NBLR 9.1 A 0.06 1.5 10.7 B 0.14 3.7 175 EBTR 0 A 0.01 0 0 A 0.07 0 2100: Middletown Line S & Pattullo Avenue 200 WBLT 0 A 0.00 0 3.9 A 0 0.1 (Unsignalized) 200 NB 1 9.2 A 0.09 2.3 9.5 A 0.07 1.8

2-6 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

The study area intersections operate adequately during both the AM and PM peak hours under 2019 existing conditions, with all signalized intersections operating overall at LOS C with the exception of Township Road 2 and County Road 2 functioning at an overall LOS of F. The commercial access to the Toyota Factory creates immense traffic with exactly 1194 vehicles exiting southbound during the P.M. peak hour as displayed directly from the raw traffic count recorded July 11th 2019. Although two cases of unacceptable v/c ratios are identified in the P.M. peak hour in the WB through movement and the SB left movement, 95th percentile queueing remains controllable and does not spill into adjacent intersections. Comparatively in the A.M. peak delays remain high with all v/c ratios lower than one.

2-7 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.2 Future Background Traffic Conditions

2.2.1 East Woodstock Secondary Plan

Generally, the future background traffic growth includes traffic associated with the East Woodstock Secondary Plan, as well as the ambient growth in traffic volumes along the study area corridors. In addition, Oxford Road 4 was assumed to be realigned to the west to provide a greater separation from the west ramp terminal intersection at Highway 401 and Towerline Road. Oxford Road 4 would form the forth leg at the existing intersection of Parkinson Road and Commerce Way, which is currently an unsignalized “T” intersection. Figure 2-3 summarizes the East Woodstock Secondary Plan implementation phases. Three phases are currently anticipated, with Phase 3 located immediately to the north of the Woodstock Southeast Secondary Plan area.

Figure 2-3: East Woodstock Secondary Plan Phasing

Traffic associated with East Woodstock Secondary Plan Phase 3 is expected to directly impact the study area intersections being considered in this study. As such, and as a result of a liaison with the County of Oxford, Phase 3 traffic was assigned to the study area intersection, forming part of the future background traffic volume growth. The proposed development includes a total developable area of approximately 176 hectares. The majority of the land uses are Traditional Industrial (63%), followed by Business and Service Commercial (27%). The previously used East Woodstock trip generation was based on the now outdated 2006 ITE Trip Generation Manual, 7th Edition. The trip generation was updated to utilize ITE Trip Generation Manual, 10th

2-8 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Edition with updated employment densities to derive trips associated with Phase 3 of the East Woodstock Secondary Plan. Updated trip generation projections are provided Table 2-3. Table 2-3: East Woodstock Secondary Plan Updated ITE Trip Generation (Phase 3)

ITE Vehicle Trip Generation Generated Trips Distribution of Generated Trips Units Land Use Description ITE Description ITE Code Rates AM In PM In AM Out PM Out AM Peak PM Peak AM In AM Out PM In PM Out 1534 Traditional Industrial General Light Industrial 110 83% 22% 17% 78% 826 824 686 140 181 643 351 Service Commercial Speciality Contractor 180 73% 32% 27% 68% 210 253 154 57 81 172 Phase 3 1106 Business Park Business Park 770 85% 22% 15% 78% 543 501 462 81 110 391 Modal Reduction ------286 61 82 265 1015 217 291 940 Based on a review of background reports, the majority of site traffic volumes associated with Phase 3 of East Woodstock Secondary Plan is expected to enter the site from the West via Dundas Street and Highway 401, as illustrated in Figure 2-4 below.

Figure 2-4: East Woodstock Secondary Plan, Phase 3 Inbound Trip Distribution

Lastly, after a liaison with municipal staff, a conservative corridor growth rate of one percent per year was assumed for both Dundas Street and Parkinson Road/Towerline Road.

2.2.2 Future Background Operations

The determined future background traffic volumes added to the existing traffic volumes for 2024 A.M. peak hour and P.M. peak hour respectively, are shown in Figure 2-5 and Figure 2-6. 2029 A.M. and P.M. peak hour volumes are found below in Figure 2-7 and Figure 2-8. Signal Timing Plans for both 2024 and 2029 future background scenarios were left unaltered. Signal optimization was implemented within Future Total 2029 conditions.

2-9 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 140⬉ 41⬉ 131 67 120 289← 413 1302← 554 220 95← 383← 468 ⬋ ↓ ⬊ ⬋ 21 ⬋↓⬊ ⬋8 ⬋⬊ ⬋ 95 100 200Dundas Street 300 400 31⬈ ⬉↑⬈ 25⬈ ⬉↑⬈0⬈ ⬉⬈ 546 ➔ 51 105 69 852 ➔ 7 0 18 806 ➔ 668➔ 45 456 26⬊ 27⬊ 47⬊ 233⬊

Oxford Road 4

⬉ 119 90 0 77← 330 132 10← 317← 250← 213 ⬋ ↓ ⬊ ⬋ 4 ⬋⬊⬋ 49⬋ 12⬋ 9 900Oxford Road Realignment <-- 1100 1200 1300 Towerline Road 106⬈⬉↑⬈ ⬉⬈ ⬉⬈ 348 ➔ 2 0 0 365➔ 58➔ 115 74 97➔ 50 5 4⬊ 61⬊ 317⬊ 34⬊

Middletown Line

⬉ 42 29 14← 24← 1 ⬋ ⬊ ⬋ 0 2000 2100 Pattullo Avenue 13⬈ ⬉⬈ 5➔1➔ 65 1 18⬊

Legend Signalized Intersection 2024 Future Background Volumes Unsignalized Intersection AM Peak Hour Turning Movement Existing Road Not to Scale Stop Controlled Approach

2-10 Figure 2-5: South East Woodstock Future Background 2024 AM Peak Hour Volumes AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 498⬉ 152⬉ 433 78 67 250← 1038 515 16 663← 1116 363 65← 911← 1057 ⬋ ↓ ⬊ ⬋ 107 ⬋↓⬊ ⬋6 ⬋⬊ ⬋ 46 100 200Dundas Street 300 400 83⬈ ⬉↑⬈ 90⬈ ⬉↑⬈0⬈ ⬉⬈ 500 ➔ 46 143 64 698➔ 13 0 25 974 ➔ 734➔ 287 167 52⬊ 26⬊ 387⬊ 305⬊

Oxford Road 4

⬉ 96 137 0 89← 501 343 19← 254← 210← 166 ⬋ ↓ ⬊ ⬋2 ⬋⬊⬋ 27⬋ 16⬋ 19 900Oxford Road Realignment <-- 1100 1200 1300 Towerline Road 157⬈⬉↑⬈ ⬉⬈ ⬉⬈ 407 ➔ 3 0 9 429➔ 251 ➔ 72 27 219➔ 60 19 0 ⬊ 68⬊ 196⬊ 60⬊

Middletown Line

⬉ 36 12 67← 19← 5 ⬋ ⬊ ⬋ 4 2000 2100 Pattullo Avenue 43⬈ ⬉⬈ 33➔ 13➔ 50 3 87⬊

Legend Signalized Intersection 2024 Future Background Volumes Unsignalized Intersection PM Peak Hour Turning Movement Existing Road Not to Scale Stop Controlled Approach

Figure 2-6: South East Woodstock Future Background 2024 PM Peak Hour Volumes 2-11 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Table 2-4: Future Background 2024 Traffic Operations HCM Report Summary

2024 Future Background AM Peak Hour PM Peak Hour Link/Storage Turning Delay 95th Percentile Delay 95th Percentile Intersection LOS v/c LOS v/c Distance Movement (sec) Queue (sec) Queue 125 EBL 16.5 B 0.17 6.8 24.4 C 0.6 14.6 300 EBT 27.6 C 0.74 59.8 24.2 C 0.65 55.2 250 WBL 16.3 B 0.13 5.3 18.3 B 0.53 18.3 425 WBT 21.9 C 0.5 41 128.3 F 1.21 145.2 225 WBR 18.3 B 0.14 9.2 21.9 C 0.43 16.5 100: Oxford Road 4 & Highway 2 (Signalized) 225 NBL 41.6 D 0.59 22.9 34.3 C 0.46 17.4 125 NBR 32.4 C 0.48 17.7 35.5 D 0.61 22.3 175 SBL 25.3 C 0.75 64.2 26.6 C 0.74 48.3 300 SBT 14.4 B 0.13 12.3 15.7 B 0.08 7.8 100 SBR 14 B 0.07 2 15.7 B 0.07 3.7 Overall 24.5 C 0.77 - 61.3 E 0.99 - 225 EBL 3.9 A 0.05 4.9 39 D 0.69 24.9 425 EBT 6.2 A 0.44 72 51.4 D 0.95 103.1 150 WBL 6.5 A 0.03 3.5 42.3 D 0.18 5.1 425 WBT 8.1 A 0.3 52.8 553.4 F 2.12 276.2 125 WBR 6.3 A 0.03 0 38.9 D 0.33 15.5 200: Street H/Township Road 2 & Highway 2 245 NBT 56.4 E 0.15 7.2 60 E 0.43 9.6 (Signalized) 245 NBR 54.7 D 0.01 0 51.7 D 0.03 0 500 SBL 59.2 E 0.02 1.8 165.2 F 1.25 135.4 500 SBT 0 A 0 0 27 C 0.04 8.3 225 SBR 59.2 E 0.01 0 71.1 E 0.96 44.4 Overall 8.2 A 0.43 - 244.9 F 1.43 - 775 EBT 6.4 A 0.42 50.3 17.1 B 0.78 165.4 225 WBT 5.1 A 0.25 24.2 14.3 B 0.73 133.4 70 SBL 35.4 D 0.5 30.6 25.4 C 0.18 18 300: Highway 2 & 401 SB on/off ramp (Signalized) 475 SBT 42.5 D 0 0 42.5 D 0 0 100 SBR 32.1 C 0.16 18.2 40.1 D 0.79 69.5 Overall 11.2 B 0.43 - 18.7 B 0.78 - 225 EBT 13.8 B 0.4 64.9 16.6 B 0.46 64 125 EBR 11.8 B 0.17 12.7 14.3 B 0.23 12.7 150 WBL 16.4 B 0.36 28.6 14.7 B 0.18 12.1 400: 401 NB on/off ramp & Highway 2 (Signalized) 650 WBT 12.5 B 0.28 43.7 19.7 B 0.64 101.7 425 NBL 43 D 0.82 106 38.2 D 0.81 151.2 Overall 20.8 C 0.55 - 21.4 C 0.71 - 200 EBLTR 3.1 A 0.12 3.2 4.2 A 0.17 4.9 900: Parkinson Road/Towerline Road & Oxford Road 500 WBLTR 0.2 A 0.01 0.1 0.1 A 0 0.1 4/Commerce Way(Unsignalized) 475 NBLTR 40.6 E 0.02 0.5 25 D 0.06 1.6 100 SBLTR 28.8 D 0.53 24 56.5 F 0.85 57.6 225 EBT 0 A 0.23 0.00 0 A 0.27 0 115 EBR 0 A 0.04 0.00 0 A 0.04 0 1100: 401 SB on/off ramp & Towerline Road 100 WBL 8.4 A 0.05 1.20 8.7 A 0.03 0.7 (Unsignalized) 200 WBT 0 A 0.2 0.00 0 A 0.16 0 225 SBLTR 12.5 B 0.24 7.60 17.1 C 0.57 29.4 350 EBT 0 A 0.04 0 0 A 0.16 0 125 EBR 0 A 0.2 0 0 A 0.13 0 1200: 401 NB on/off ramp & Towerline Road 125 WBL 7.3 A 0.01 0.2 7.9 A 0.01 0.3 (Unsignalized) 350 WBT 0 A 0.16 0 0 A 0.13 0 500 NBLTR 11.7 B 0.28 9 13.4 B 0.2 5.9 350 EBTR 0 A 0.1 0 0 A 0.19 0 1300: Middletown Line N & Towerline Road 500 WBTL 0.4 A 0.01 0.2 1 A 0.02 0.5 (Unsignalized) 200 NBLR 12.8 B 0.13 3.6 13.6 B 0.18 5.2 200 EBTL 5.7 A 0.01 0.3 4.5 A 0.04 0.9 2000: Pattullo Avenue & Middletown Line N 175 WBTR 0 A 0.05 0 0 A 0.04 0 (Unsignalized) 200 NBLR 9.1 A 0.06 1.5 10.7 B 0.14 3.7 175 EBTR 0 A 0.01 0 0 A 0.07 0 2100: Middletown Line S & Pattullo Avenue 200 WBLT 0 A 0 0 3.5 A 0 0.1 (Unsignalized) 200 NB 1 9.2 A 0.09 2.3 9.6 A 0.07 1.9

2-12 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 140⬉ 41⬉ 131 67 120 289← 434 1302← 576 220 95← 405← 489 ⬋ ↓ ⬊ ⬋ 21 ⬋↓⬊ ⬋8 ⬋⬊ ⬋ 95 100 200Dundas Street 300 400 31⬈ ⬉↑⬈ 25⬈ ⬉↑⬈0⬈ ⬉⬈ 575 ➔ 51 105 69 881➔ 7 0 18 835➔ 697➔ 45 456 26⬊ 27⬊ 47⬊ 233⬊

Oxford Road 4

⬉ 119 90 0 77← 367 132 10← 353← 287← 249 ⬋ ↓ ⬊ ⬋ 4 ⬋⬊⬋ 49⬋ 12⬋ 9 900Oxford Road Realignment <-- 1100 1200 1300 Towerline Road 106⬈⬉↑⬈ ⬉⬈ ⬉⬈ 368 ➔ 2 0 0 385➔ 78➔ 115 74 117➔ 50 5 4⬊ 61⬊ 317⬊ 34 ⬊

Middletown Line

⬉ 42 29 14← 25← 2 ⬋ ⬊ ⬋ 0 2000 2100 Pattullo Avenue 13⬈ ⬉⬈ 6 ➔2➔ 65 1 18⬊

Legend Signalized Intersection 2029 Future Background Volumes Unsignalized Intersection AM Peak Hour Turning Movement Existing Road Not to Scale Stop Controlled Approach

2-13 Figure 2-7: South East Woodstock Future Background 2029 AM Peak Hour Volumes AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 498⬉ 152⬉ 433 78 67 250← 1092 515 16 663← 1166 363 65← 961← 1107 ⬋ ↓ ⬊ ⬋ 107 ⬋↓⬊ ⬋6 ⬋⬊ ⬋ 46 100 200Dundas Street 300 400 83 ⬈ ⬉↑⬈ 90⬈ ⬉↑⬈0⬈ ⬉⬈ 527 ➔ 46 143 64 740 ➔ 13 0 25 1016➔ 775➔ 287 167 52⬊ 26⬊ 387 ⬊ 305⬊

Oxford Road 4

⬉ 96 137 0 89← 527 343 19← 274← 229← 186 ⬋ ↓ ⬊ ⬋ 2 ⬋⬊⬋ 27⬋ 16⬋ 19 900Oxford Road Realignment <-- 1100 1200 1300 Towerline Road 157 ⬈⬉↑⬈ ⬉⬈ ⬉⬈ 428 ➔ 3 0 9 459➔ 282 ➔ 72 27 249 ➔ 60 19 0 ⬊ 68⬊ 196⬊ 60 ⬊

Middletown Line

⬉ 36 12 67← 20← 6 ⬋ ⬊ ⬋ 4 2000 2100 Pattullo Avenue 43⬈ ⬉⬈ 34➔ 14➔ 50 3 87⬊

Legend Signalized Intersection 2029 Future Background Volumes Unsignalized Intersection PM Peak Hour Turning Movement Existing Road Not to Scale Stop Controlled Approach

Figure 2-8: South East Woodstock Future Background 2029 PM Peak Hour Volumes 2-14 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Table 2-5: Future Background 2029 Traffic HCM Report Summary

2029 Future Background AM Peak Hour PM Peak Hour Link/Storage Turning Delay 95th Percentile 95th Percentile Intersection LOS v/c Delay (sec) LOS v/c Distance Movement (sec) Queue Queue 125 EBL 16.1 B 0.17 6.8 24.4 C 0.60 14.6 300 EBT 27.7 C 0.76 63.5 25 C 0.68 58.5 250 WBL 16 B 0.13 5.3 19.1 B 0.55 18.3 425 WBT 21.6 C 0.51 43.1 155.4 F 1.27 155.4 225 WBR 17.9 B 0.14 9.2 21.9 C 0.43 16.5 100: Oxford Road 4 & Highway 2 (Signalized) 225 NBL 41.6 D 0.59 22.9 34.3 C 0.46 17.4 125 NBR 32.4 C 0.48 17.7 35.5 D 0.61 22.3 175 SBL 27.1 C 0.77 64.2 26.6 C 0.74 48.3 300 SBT 14.8 B 0.13 12.3 15.7 B 0.08 7.8 100 SBR 14.4 B 0.07 2 15.7 B 0.07 3.7 Overall 24.8 C 0.79 - 72.2 E 1.02 - 225 EBL 3.9 A 0.05 4.9 39 D 0.69 24.9 425 EBT 6.3 A 0.46 75.4 63.1 E 1.00 111.2 150 WBL 6.5 A 0.03 3.6 47.2 D 0.22 5.3 425 WBT 8.3 A 0.31 55.2 596 F 2.21 291.8 125 WBR 6.3 A 0.03 0 39.3 D 0.34 17.1 200: Street H/Township Road 2 & Highway 2 245 NBT 56.4 E 0.15 7.2 60 E 0.43 9.6 (Signalized) 245 NBR 54.7 D 0.01 0 51.7 D 0.03 0 500 SBL 59.2 E 0.02 1.8 165.2 F 1.25 135.4 500 SBT 0 A 0.00 0 27 C 0.04 8.3 225 SBR 59.2 E 0.01 0 71.1 E 0.96 44.4 Overall 8.3 A 0.45 - 264.3 F 1.47 - 775 EBT 6.6 A 0.43 52.7 18.4 B 0.82 174.5 225 WBT 5.2 A 0.26 25.7 15.4 B 0.76 150.2 70 SBL 35.4 D 0.50 30.6 25.1 C 0.18 18 300: Highway 2 & 401 SB on/off ramp (Signalized) 475 SBT 42.5 D 0.00 0 42.5 D 0.00 0 100 SBR 32.1 C 0.16 18.2 40.4 D 0.79 71.6 Overall 11.1 B 0.44 - 19.8 B 0.81 - 225 EBT 14.8 B 0.42 68.8 16.6 B 0.48 65.7 125 EBR 12.4 B 0.17 12.8 14 B 0.23 12.2 150 WBL 18.1 B 0.39 29.8 14.6 B 0.19 11.8 400: 401 NB on/off ramp & Highway 2 (Signalized) 650 WBT 13.3 B 0.30 46.2 19.9 B 0.67 104.6 425 NBL 41.3 D 0.82 109.1 39.7 D 0.82 156.7 Overall 20.9 C 0.57 - 21.5 C 0.73 - 200 EBLTR 3.1 A 0.12 3.3 4.3 A 0.18 5.1 900: Parkinson Road/Towerline Road & Oxford 500 WBLTR 0.2 A 0.01 0.1 0.1 A 0.00 0.1 Road 4/Commerce Way(Unsignalized) 475 NBLTR 45.6 E 0.02 0.5 27 D 0.07 1.7 100 SBLTR 33.7 D 0.59 28.8 67.1 F 0.93 66.8 225 EBT 0 A 0.25 0 0 A 0.29 0 115 EBR 0 A 0.04 0 0 A 0.04 0 1100: 401 SB on/off ramp & Towerline Road 100 WBL 8.5 A 0.05 1.2 8.9 A 0.03 0.7 (Unsignalized) 200 WBT 0 A 0.23 0 0 A 0.18 0 225 SBLTR 13.1 B 0.26 8.2 18.1 C 0.60 31.6 350 EBT 0 A 0.05 0 0 A 0.18 0 125 EBR 0 A 0.20 0 0 A 0.13 0 1200: 401 NB on/off ramp & Towerline Road 125 WBL 7.4 A 0.01 0.2 8 A 0.01 0.3 (Unsignalized) 350 WBT 0 A 0.18 0 0 A 0.15 0 500 NBLTR 12.3 B 0.29 9.8 14.1 B 0.21 6.4 350 EBTR 0 A 0.11 0 0 A 0.21 0 1300: Middletown Line N & Towerline Road 500 WBTL 0.4 A 0.01 0.2 1 A 0.02 0.5 (Unsignalized) 200 NBLR 13.7 B 0.14 4 14.4 B 0.19 5.6 200 EBTL 5.2 A 0.01 0.3 4.4 A 0.04 0.9 2000: Pattullo Avenue & Middletown Line N 175 WBTR 0 A 0.05 0 0 A 0.04 0 (Unsignalized) 200 NBLR 9.1 A 0.06 1.5 10.7 B 0.14 3.8 175 EBTR 0 A 0.02 0 0 A 0.07 0 2100: Middletown Line S & Pattullo Avenue 200 WBLT 0 A 0.00 0 3.2 A 0.00 0.1 (Unsignalized) 200 NB 1 9.3 A 0.09 2.4 9.6 A 0.07 1.9

2-15 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.3 Southeast Woodstock

2.3.1 Southeast Woodstock Secondary Plan Zones and Phases

Future traffic volumes were projected to the 2024 and 2029 horizon years. The 2024 horizon year is the anticipated Zone 1 completion of Southeast Woodstock. The 2029 horizon year is the ultimate horizon year with the full buildout of Southeast Woodstock Secondary Plan.

Figure 2-9: Southeast Woodstock Employment Lands Phasing

2-16 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Figure 2-10: Southeast Woodstock 2024 Future Lane Configurations 2-17 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Figure 2-11: Southeast Woodstock 2029 Future Lane Configurations 2-18 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.3.2 Southeast Woodstop Secondary Plan Trip Generation

Trip generation for the Southeast Woodstock Secondary Plan was determined based on the methodology outlined in the ITE Trip Generation Manual, 10th Edition. Trip generation volumes were derived separately for each zone/phase and land use: traditional industrial, highway/service commercial and business park. A 22 percent modal share reduction was applied to the total trips in line with the Oxford County 2019 Transportation Master Plan, as seen in Figure 2-12.

5%

1% 1% Auto I Single Driver

Transportation 15% Demand Management

Transit

Acti111 Transportation

Other

78%

FIGURE ES.1: EXISTING TRANSPORTATION MODE SHARE

Figure 2-12: Oxford TMP 2016 Mutli-Modal Share Distribution

The current Southeast Woodstock Secondary Plan contains a net area of 386 ha designated as traditional industrial land use. As per the Hemson Report1, the associated industrial employment density of 12 jobs/ha estimates a total of 4,638 future jobs to be produced within Phases 1 through 8. The corresponding ITE land use (ITE code 110: “General Light Industrial”) selected to convert the number of jobs to actual vehicular trips is described as a light industrial facility that is free-standing and devoted to a single use with emphasis on activities other than manufacturing. This land use typically has minimal office space.

1 Hemson Consulting Ltd. Memorandum to GSP Group Inc, May 17, 2019 Re: Southeast Woodstockx Secondary Plan Growth Forecast and Land Needs Assessment

2-19 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

The proposed land use concept contains a net area of 23.2 ha designated as highway/service commercial land use with an associated density of 30 jobs/ha. Therefore, a total of 696 industrial jobs are estimated completely within Phase 1. The corresponding ITE land use selected (ITE code 180: “Speciality Contractor”) is described as a business primarily involved in providing contract repairs and services to meet industrial or residential needs.

The proposed land use concept contains a net area of 17.9 ha designated as business park land use with an associated density of 30 jobs/ha totalling 537 business jobs projected entirely within Phase 1. The corresponding ITE land use selected (ITE code 180: “Business Park”) consists of a group of flex-type or incubator one- or two-storey buildings served by a common roadway system with rear side usually served by a garage door. Tenant space services a variety of uses including; offices, retail, wholesale stores, restaurants, recreational areas and warehousing, manufacturing, light industrial, and scientific research functions. The average mix of a business park is 20 to 30 percent office/commercial and 70 to 80 percent industrial/warehousing.

Figure 2-13: Southeast Woodstock Employment Lands Zones

The site traffic volumes were added to the future background volumes including the volume reductions due to the modal split discussed above. The number of vehicle trips generated during each horizon year can be found in Table 2-6 through Table 2-9 displayed within phase groups matching the horizon years provided above in Figure 2-13.

2-20 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Table 2-6: Zone 1 – Phase 1 2024 ITE Trip Generation Table

ITE Vehicle Trip Generation Generated Trips Distribution of Generated Trips Units Land Use Description ITE Description ITE Code Rates AM In PM In AM Out PM Out AM Peak PM Peak AM In AM Out PM In PM Out 696 Service Commercial Speciality Contractor 180 73% 32% 27% 68% 418 501 305 113 160 341 537 Business Park Business Park 770 85% 22% 15% 78% 292 279 248 44 61 218 Phase 1.1 Modal Reduction - - - - - 156 172 122 34 49 123 1233 Total 553 609 431 122 173 436 710 General Light Industrial 110 83% 22% 17% 78% 381 379 316 65 83 296 Phase 1.2 Modal Reduction - - - - - 84 83 70 14 18 65 710 Total 297 296 247 51 65 231 851 905 678 173 238 666 The employment lands for the 2024 interim horizon year inclusive of Zone 1, as shown Table 2-1are expected to generate 851 vehicle trips (678 inbound and 173 outbound) in the weekday AM peak hour, and 905 trips (238 inbound and 666 outbound) during the weekday PM peak hour.

Table 2-7: Zone 2 - Phases 3 & 6 2029 ITE Trip Generation Table

ITE Vehicle Trip Generation Generated Trips Distribution of Generated Trips Units Land Use Description ITE Description ITE Code Rates AM In PM In AM Out PM Out AM Peak PM Peak AM In AM Out PM In PM Out 572 Traditional Industrial General Light Industrial 110 83% 22% 17% 78% 307 305 255 52 67 238 Phase 2 Modal Reduction - - - - - 67 67 56 11 15 52 572 Total 239 238 199 41 52 186 650 Traditional Industrial General Light Industrial 110 83% 22% 17% 78% 349 347 290 59 76 271 Phase 3 Modal Reduction - - - - - 77 76 64 13 17 60 650 Total 272 271 226 46 60 211 621 Traditional Industrial General Light Industrial 110 83% 22% 17% 78% 333 331 277 57 73 258 Phase 6 Modal Reduction - - - - - 73 73 61 12 16 57 621 Total 260 258 216 44 57 202 771 767 640 131 169 598 Table 2-8: Zone 2 – Phases 4 & 7 2029 ITE Trip Generation Table

ITE Vehicle Trip Generation Generated Trips Distribution of Generated Trips Units Land Use Description ITE Description ITE Code Rates AM In PM In AM Out PM Out AM Peak PM Peak AM In AM Out PM In PM Out 804 Traditional Industrial General Light Industrial 110 83% 22% 17% 78% 432 430 359 73 95 336 Phase 4 Modal Reduction - - - - - 95 95 79 16 21 74 804 Total 337 336 280 57 74 262 475 Traditional Industrial General Light Industrial 110 83% 22% 17% 78% 254 253 211 43 56 197 Phase 7 Modal Reduction - - - - - 56 56 46 10 12 43 475 Total 198 197 165 34 43 154 535 533 444 91 117 415 Table 2-9: Zone 2 - 5 & 8 2029 ITE Trip Generation Table

ITE Vehicle Trip Generation Generated Trips Distribution of Generated Trips Units Land Use Description ITE Description ITE Code Rates AM In PMIn AM Out PM Out AM peak PM Peak AM In AM Out PM In PM Out 324 Traditional Industrial General Light Industrial 110 83% 22% 17% 78% 173 171 143 29 38 133 Phase 5 Modal Reduction - - - - - 38 38 32 6 8 29 324 Total 135 133 112 23 29 104 482 Traditional Industrial General Light Industrial 110 83 % 22% 17% 78 % 258 256 214 44 56 200 Phase 8 Modal Reduction - - - - - 57 56 4 7 10 u 44 482 Total 201 200 167 34 44 156 336 333 279 57 73 2fJO

2-21 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

The Zone 2 employment lands for the 2029 full build out horizon year, as shown in Table 2-7 through Table 2-9 are expected to generate 1,642 vehicle trips in the weekday AM peak hour and 1,633 trips during the weekday PM peak hour. Zone 2 was further desegregated for the purpose of trip distribution and traffic assignment.

2.3.3 Southeast Woodstock Secondary Plan Trip Distribution

The inbound and outbound industrial trip distribution was based on the findings of the 2016 Census Journey to Work findings as the City of Woodstock currently sits outside of Transportation Tomorrow Survey (TTS) data collection. The AM inbound and PM outbound distribution is derived based on the assumed employment area. The overall distribution from the 2016 Census is summarized below in Table and Figure 2-14.

Table 2-10: Census 2016 County of Oxford Journey to Work Commuter Flow 2

# of Percentage of # of Percentage of Place of Place of Woodstock Total Woodstock Woodstock Total Woodstock Residence Residence Commuters Communter Commuters Communter Woodstock 11170 50% London 1780 8% Ingersoll 1135 5% Thames Centre 205 1% Other Middlesex Tilsonburg 340 2% 85 0% County

Blandford- 495 2% Stratford 100 0% Blenheim East Zorra- 780 4% St. Mary's 25 0% Tavistock Other Perth Norwich 1115 5% 70 0% County South-West 875 4% Branford 680 3% Oxford Other Brant Zorra 450 2% 515 2% County Haldimand and Aylmer 45 0% 505 2% Norfolk St. Thomas 185 1% City of Hamilton 200 1% Malahide 70 0% Region of Peel 55 0% Bayham 55 0% City of Toronto 60 0% Other Elgin 130 1% Niagara Region 40 0% County Kitchener 340 2% Halton Region 70 0% Cambridge 185 1% Huron County 15 0% Waterloo 80 0% Other 185 1% Other Region of 180 1% Total 22220 100% Waterloo

2 This table was produced by the Oxford Community Planning Office. It was adapted from statistic Canada, journey to work data, Census of Canada 2016. It represents a summary of raw data and reflects the county’s interpretation of the raw data. This does not constitute an endorsement by Statistics Canada of this product.

2-22 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Figure 2-14 outlines an overall trip intake distribution. With 50 percent of trips originating in Woodstock, the distribution was split via the two major corridors; Dundas Street and Parkinson Street/Towerline Road

Individual phases have been displayed by zone pertaining to the corresponding horizon year. As the employment lands cover over 425 hectares, phases have been group to display specific commuter entry for each cluster. Figure 2-15 and Figure 2-16 display inbound trip distribution at entry points for both 2024 (Zone 1) and 2029 (Zone 2) horizon years, respectively.

Figure 2-14: Southeast Woodstock Incoming Trip Distribution

Figure 2-15: 2024 Zone 1 Inbound Trip Distribution

2-23 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Figure 2-16: 2029 Zone 2 Inbound Trip Distribution

2.4 Future Total Traffic Conditions

The 2024 and 2029 future total traffic volumes are based on the sum of the future background traffic volumes and the future distributed traffic volumes associated with Southeast Woodstock Secondary Plan. The future total traffic volumes during the respective AM peak hour and PM peak hour for the 2024 A.M. peak hour and P.M. peak hour are shown in Figure 2-18 and Figure 2-17, respectively. Future total 2029 traffic volumes for the A.M. and P.M. peak hours are illustrated in Figure 2-18 and Figure 2-19, respectively. Signal Timing Plans for both future background scenarios were left unaltered. Signal Timing Plans for both future total scenarios were left unaltered. Signal optimization will be discussed as future considerations.

2.4.1 2024 Future Total Traffic Operations

Key intersections were assessed under the 2024 total traffic conditions, based on traffic volumes summarized in Figure 2-17 and Figure 2-18. Measures of effectiveness for each intersection are summarized in Table 2-11.

2-24 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 140⬉ 41⬉ 131 67 161 289← 413 13 0 2← 591 255 95← 457← 495 ⬋ ↓ ⬊ ⬋ 58 ⬋↓⬊ ⬋ 80 ⬋⬊ ⬋ 95 100 200Dundas Street 300 400 31 ⬈ ⬉↑⬈ 25⬈ ⬉↑⬈0⬈ ⬉⬈ 589 ➔ 82 115 79 862➔ 19 0 38 822 ➔ 673 ➔ 93 456 152 ⬊ 70⬊ 95⬊ 244⬊

⬉ 34⬉ 251 121← ↓ ⬊ ⬋ 65⬋⬊ 600 700 ↑ ⬈ ⬈ 242 204➔

⬉ 19 224 91 ↓ ⬊ ⬋ 32 800 ↑ ⬈ 427 155

Oxford Road 4

⬉ 308 133 0 123← 330 145 10← 493← 325← 240 ⬋ ↓ ⬊ ⬋ 4 ⬋⬊⬋ 49⬋ 12⬋ 9 900Oxford Road Realignment <-- 1100 1200 1300 Towerline Road 275 ⬈⬉↑⬈ ⬉⬈ ⬉⬈ 348 ➔ 2 0 0 386➔ 77➔ 217 74 104➔ 97 5 4 ⬊ 85⬊ 320⬊ 46⬊

Middletown Line

⬉ 76 32 23← 24← 15 ⬋ ⬊ ⬋ 0 2000 2100 Pattullo Avenue 27⬈ ⬉⬈ 5 ➔5➔ 85 1 23⬊

Legend Signalized Intersection 2024 Future Total Volumes Unsignalized Intersection AM Peak Hour Turning Movement Existing Road Not to Scale Stop Controlled Approach

2-25 Figure 2-17: South East Woodstock Future Total 2024 AM Peak Hour Volume AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 498⬉ 152⬉ 433 78 81 250← 1055 515 16 663← 1130 376 65← 939← 1067 ⬋ ↓ ⬊ ⬋ 121 ⬋↓⬊ ⬋ 34 ⬋⬊ ⬋ 46 100 200Dundas Street 300 400 83⬈ ⬉↑⬈ 90⬈ ⬉↑⬈0⬈ ⬉⬈ 518 ➔ 169 183 101 736➔ 57 0 97 1036➔ 751➔ 306 167 94⬊ 43⬊ 406 ⬊ 350⬊

⬉ 122⬉ 248 48← ↓ ⬊ ⬋ 207⬋⬊ 600 700 ↑ ⬈ ⬈ 331 88➔

⬉ 85 431 24 ↓ ⬊ ⬋ 145 800 ↑ ⬈ 334 41

Oxford Road 4

⬉ 159 304 0 273← 501 346 19← 314← 236← 176 ⬋ ↓ ⬊ ⬋ 2 ⬋⬊⬋ 27⬋ 16⬋ 19 900Oxford Road Realignment <-- 1100 1200 1300 Towerline Road 216⬈⬉↑⬈ ⬉⬈ ⬉⬈ 407 ➔ 3 0 9 513➔ 325 ➔ 105 27 246➔ 77 19 0⬊ 166⬊ 208⬊ 107⬊

Middletown Line

⬉ 48 25 100← 19← 10 ⬋ ⬊ ⬋ 4 2000 2100 Pattullo Avenue 48⬈ ⬉⬈ 33➔ 26➔ 57 3 107⬊

Legend Signalized Intersection 2024 Future Total Volumes Unsignalized Intersection AM Peak Hour Turning Movement Existing Road Not to Scale Stop Controlled Approach

Figure 2-18: South East Woodstock Future Total 2024 PM Peak Hour Volume 2-26 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Table 2-11: Future Total 2024 Traffic Operations - HCM Report Summary

2024 Future Total AM Peak Hour PM Peak Hour Link/Storage Turning Intersection Delay (sec) LOS v/c 95th Percentile Queue Delay (sec) LOS v/c 95th Percentile Queue Distance Movement 125 EBL 16.1 B 0.16 6.8 24.7 C 0.59 14.6 300 EBT 42.6 D 0.94 92.7 28.2 C 0.76 61.8 250 WBL 16.1 B 0.37 10.9 21.3 C 0.63 21.4 425 WBT 19.4 B 0.45 41 138.9 F 1.23 148.4 225 WBR 16.6 B 0.14 9.2 22 C 0.43 16.5 100: Oxford Road 4 & Highway 2 (Signalized) 225 NBL 112.4 F 0.97 39.9 375.2 F 1.69 76.4 125 NBR 32.7 C 0.51 19 47.2 D 0.80 34.6 175 SBL 36.6 D 0.85 64.6 27.5 C 0.75 48.3 300 SBT 16.4 B 0.19 15.9 15.7 B 0.09 9 100 SBR 15.6 B 0.07 2 15.6 B 0.07 3.7 Overall 33.6 C 0.90 - 82.2 F 1.13 - 225 EBL 4.9 A 0.05 5.2 38.5 D 0.69 24.9 425 EBT 7.9 A 0.49 82.5 59.7 E 0.99 113.3 150 WBL 12.9 B 0.34 26.6 249.8 F 1.21 29.9 425 WBT 9.8 A 0.34 59.3 528.7 F 2.07 280.3 125 WBR 7.4 A 0.03 0 37.9 D 0.33 16 200: Street H/Township Road 2 & Highway 2 245 NBT 58.2 E 0.40 14 535.2 F 1.91 46.5 (Signalized) 245 NBR 51.8 D 0.03 0 49.6 D 0.20 8 500 SBL 59.2 E 0.02 1.8 291.1 F 1.53 141.1 500 SBT 0 A 0.00 0 30.8 C 0.05 8.3 225 SBR 59.2 E 0.01 0 169.4 F 1.24 86.6 Overall 10.6 B 0.49 - 276.7 F 1.72 - 775 EBT 6.8 A 0.46 55.6 20.1 C 0.85 182.7 225 WBT 5.3 A 0.29 29.4 15.5 B 0.76 139.4 70 SBL 35.4 D 0.50 30.6 24.8 C 0.18 18 300: Highway 2 & 401 SB on/off ramp (Signalized) 475 SBT 42.5 D 0.00 0 42.5 D 0.00 0 100 SBR 32.3 C 0.18 19.6 40.9 D 0.80 74.3 Overall 11.4 B 0.46 - 20.6 C 0.83 - 225 EBT 18.9 B 0.47 69.1 18.1 B 0.49 65.1 125 EBR 15.8 B 0.17 13.7 15.7 B 0.26 13.3 150 WBL 24.2 C 0.45 31.6 16.1 B 0.20 12.1 400: 401 NB on/off ramp & Highway 2 (Signalized) 650 WBT 17.3 B 0.34 48.9 21.5 C 0.67 102.2 425 NBL 33.9 C 0.78 126.7 36.4 D 0.81 162.7 Overall 22.4 C 0.61 - 22.3 C 0.73 - 450 WBLR 18.4 C 0.29 9.3 36.9 E 0.79 56.7 225 NBTR 0 A 0.10 0 0 A 0.14 0 600: Oxford Road 4 & Street "G" (Unsignalized) 225 NBT 0 A 0.18 0 0 A 0.13 0 225 SBTL 5.6 A 0.12 3.3 3.4 A 0.05 1.3 225 SBT 0 A 0.11 0 0 A 0.11 0 225 WBLR 19.9 C 0.19 5.5 31.7 D 0.67 37 800: Oxford Road 4 & Street "F" (Unsignalized) 225 NBTR 0 A 0.37 0 0 A 0.24 0 225 SBTL 3.6 A 0.11 2.9 0.7 A 0.02 0.6 100 EBL 7.9 A 0.43 36.7 5.8 A 0.34 19.9 200 EBTR 7.2 A 0.40 57.4 4.6 A 0.34 44.9 500 WBTL 15.7 B 0.43 81.3 12.1 B 0.53 101.2 900: Parkinson Road/Towerline Road & Oxford Road 50 WBR 12.6 B 0.23 12.2 7.2 A 0.11 10.4 4/Commerce Way(Signalized) 475 NBLTR 73.4 E 0.18 3.4 63.4 E 0.01 0 100 SBL 52.6 D 0.29 28.9 93 F 0.93 70.8 100 SBT 50.6 D 0.10 0 50.3 D 0.20 0 Overall 17.8 B 0.41 - 27.6 C 0.55 - 225 EBT 0 A 0.25 0 0 A 0.33 0 115 EBR 0 A 0.05 0 0 A 0.11 0 1100: 401 SB on/off ramp & Towerline Road 100 WBL 8.6 A 0.05 1.3 9.5 A 0.03 0.9 (Unsignalized) 200 WBT 0 A 0.32 0 0 A 0.20 0 225 SBLTR 16.1 C 0.34 12.1 20.8 C 0.64 37.1 350 EBT 0 A 0.05 0 0 A 0.21 0 125 EBR 0 A 0.20 0 0 A 0.13 0 1200: 401 NB on/off ramp & Towerline Road 125 WBL 7.4 A 0.01 0.2 8.1 A 0.01 0.4 (Unsignalized) 350 WBT 0 A 0.21 0 0 A 0.15 0 500 NBLTR 16.5 C 0.51 22.9 16.6 C 0.32 10.7 350 EBTR 0 A 0.11 0 0 A 0.24 0 1300: Middletown Line N & Towerline Road 500 WBTL 0.4 A 0.01 0.2 1 A 0.02 0.5 (Unsignalized) 200 NBLR 15 C 0.27 8.5 15.4 C 0.24 7.5 200 EBTL 6.8 A 0.03 0.7 4.7 A 0.04 1.1 2000: Pattullo Avenue & Middletown Line N 175 WBTR 0 A 0.07 0 0 A 0.05 0 (Unsignalized) 200 NBLR 9.6 A 0.08 2.1 11.4 B 0.22 6.6 175 EBTR 0 A 0.02 0 0 A 0.09 0 2100: Middletown Line S & Pattullo Avenue 200 WBLT 0 A 0.00 0 2.3 A 0.00 0.1 (Unsignalized) 200 NB LR 9.5 A 0.12 3.3 9.8 A 0.08 2.2

The analysis results demonstrate a number of intersection movements operating critically in either AM or PM or both peak hours. Similar to the existing conditions analysis results, most critical movements are found at intersections along Dundas Street. Traffic volumes at a number of currently unsignalized intersections are expected to warrant traffic signals by the interim 2024 horizon year. Signal warrant analyses are discussed in detail in Section 2.5.

2-27 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.4.2 2029 Future Total Traffic Operations

The future total 2029 traffic conditions were assessed for each key intersection. The 2029 horizon year entails a full buildout of the Southeast Woodstock Secondary Plan (phases 1 through 8). Figure 2-19 and Figure 2-20 summarize 2029 AM and PM peak hour volumes, respectively. Measures of effectiveness for each intersection are summarized in Table 2-12. With a full buildout of the Woodstock Southeast Secondary Plan, additional intersections are expected to experience delays that would further increase the number of critical movements.

2-28 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 140⬉ 41⬉ 131 67 161 289← 434 13 02← 613 255 95← 479← 517 ⬋ ↓ ⬊ ⬋ 58 ⬋↓⬊ ⬋ 80 ⬋⬊ ⬋ 95 100 200Dundas Street 300 400 31 ⬈ ⬉↑⬈ 25⬈ ⬉↑⬈ 0 ⬈ ⬉⬈ 618 ➔ 127 115 79 891 ➔ 19 0 38 851 ➔ 702 ➔ 93 456 370 ⬊ 70⬊ 244 ⬊

⬉ 34⬉ 469 121← ↓ ⬊ ⬋ 65⬋⬊ 600 700 ↑ ⬈ ⬈ 287 204➔

⬉ 19 442 91 ↓ ⬊ ⬋ 32 800 ↑ ⬈ 472 155

Oxford Road 4

⬉ 308⬉ 0 133 0 341← 479 145 106← 686← 565 49 4 5← 299← 299 ⬋ ↓ ⬊ ⬋4 ⬋⬊⬋ 96⬋ 32 ⬋↓⬊⬋ 18⬋ 27 900Parkinson Road 1100 1200 Middletown Realignment --> 1400 1300 275 ⬈⬉↑⬈ ⬉⬈ 237 ⬈⬉↑⬈ ⬉⬈ 913 ➔ 2 0 0 1170 ➔ 956 ➔ 217 303 175 ➔ 174 20 4 129 ➔ 97 9 4 ⬊ 85 ⬊ 320 ⬊ 851 ⬊ 46 ⬊

⬉ ← ← ⬋ ⬋ ↓ ⬊ ⬋ Middletown Line 1500 1600 ⬉ ⬈ ⬈ ⬉ ↑ ⬈ ➔ ➔ ⬊ ⬊

⬉ ← ← ⬋ ↓ ⬊ ⬋ ⬋ 1700 1800 ⬈ ⬉ ↑ ⬈ ⬉ ⬈ ➔ ➔ ⬊ ⬊

⬉ ⬉ 76 ⬉⬉ ← 38 37← 25← 43 ←← ⬋ ⬊ ⬋ ⬊ ⬋ 0 ⬋⬊⬋⬊ 1900 2000 2100Pattullo Avenue 2200 2300 ⬈ 54 ⬈ ⬉⬈ ⬈⬈ ➔ 6 ➔ 11➔ 1261 ➔➔ 32⬊

Legend 2029 Future Total Signalized Intersection AM Peak Hour Unsignalized Intersection Turning Movement Existing Road Not to Scale Stop Controlled Approach

2-29 Figure 2-19: South East Woodstock Future Total 2029 AM Peak Hour Volume AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

⬉ 498⬉ 152⬉ 433 78 81 250← 1109 515 16 663← 1180 376 65← 989← 1117 ⬋ ↓ ⬊ ⬋ 121 ⬋↓⬊ ⬋ 34 ⬋⬊ ⬋ 46 100 200Dundas Street 300 400 83⬈ ⬉↑⬈ 90⬈ ⬉↑⬈0⬈ ⬉⬈ 544 ➔ 373 183 101 777 ➔ 57 0 97 1077 ➔ 793 ➔ 306 167 152 ⬊ 43⬊ 350 ⬊

⬉ 122⬉ 306 48← ↓ ⬊ ⬋ 207⬋⬊ 600 700 ↑ ⬈ ⬈ 535 88➔

⬉ 85 488 24 ↓ ⬊ ⬋ 145 800 ↑ ⬈ 538 41

Oxford Road 4

⬉ 159⬉ 0 304 0 330← 1036 346 44← 1047← 1183 221 18 21← 201← 201 ⬋ ↓ ⬊ ⬋2 ⬋⬊⬋ 242⬋ 105 ⬋↓⬊⬋5⬋ 24 900Parkinson Road 1100 1200 Middletown Realignment --> 1400 1300 216 ⬈⬉↑⬈ ⬉⬈ 62⬈⬉↑⬈ ⬉⬈ 571 ➔ 309 745 ➔ 581 ➔ 105 81 403 ➔ 796 5 17 296 ➔ 77 36 0 ⬊ 166 ⬊ 208 ⬊ 224 ⬊ 107 ⬊

⬉ ← ← ⬋ ⬋ ↓ ⬊ ⬋ Middletown Line 1500 1600 ⬉ ⬈ ⬈ ⬉ ↑ ⬈ ➔ ➔ ⬊ ⬊

⬉ ← ← ⬋ ↓ ⬊ ⬋ ⬋ 1700 1800 ⬈ ⬉ ↑ ⬈ ⬉ ⬈ ➔ ➔ ⬊ ⬊

⬉ ⬉ 48 ⬉⬉ ← 51 164← 20← 18 ←← ⬋ ⬊ ⬋ ⬊ ⬋4 ⬋⬊⬋⬊ 1900 2000 2100Pattullo Avenue 2200 2300 ⬈ 53⬈ ⬉⬈ ⬈⬈ ➔ 34 ➔ 53➔ 683 ➔➔ 145 ⬊

Legend 2029 Future Total Signalized Intersection PM Peak Hour Unsignalized Intersection Turning Movement Existing Road Not to Scale Stop Controlled Approach

Figure 2-20: South East Woodstock Future Total 2029 PM Peak Hour Volume 2-30 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Table 2-12: Future Total 2029 Traffic HCM Report Summary

2029 Future Total AM Peak Hour PM Peak Hour Link/Storage Turning Delay 95th Percentile Delay 95th Percentile Intersection LOS v/c LOS v/c Distance Movement (sec) Queue (sec) Queue 125 EBL 14.1 B 0.13 7 77 E 0.88 38.5 300 EBT 43.5 D 0.96 130.5 36.8 D 0.73 103.5 250 WBL 19 B 0.47 11.2 29.3 C 0.66 29.9 425 WBT 18.3 B 0.39 44.1 81.7 F 1.07 210.1 225 WBR 15.9 B 0.14 10 31.7 C 0.55 50 100: Oxford Road 4 & Highway 2 (Signalized) 225 NBL 106.2 F 0.99 60.9 138.2 F 1.16 178.1 125 NBR 33.8 C 0.35 20.8 28.5 C 0.29 32.1 175 SBL 86.5 F 1.03 97.5 64.7 E 0.92 82.5 300 SBT 22.4 C 0.21 20.2 22.4 C 0.08 12.7 100 SBR 21.2 C 0.07 4.6 22.4 C 0.07 9.1 Overall 42.1 D 1.00 - 61.9 E 1.10 - 225 EBL 5.7 A 0.06 5.4 185.5 F 1.20 44.6 425 EBT 9.6 A 0.57 85.1 51.6 D 0.94 129.8 150 WBL 16.6 B 0.41 33 191.9 F 1.06 29.7 425 WBT 11.4 B 0.41 62.4 308.1 F 1.58 274 125 WBR 8.4 A 0.03 0 32.5 C 0.27 13.8 200: Street H/Township Road 2 & Highway 2 (Signalized) 245 NBT 38.3 D 0.27 10.1 672 F 2.20 54.5 245 NBR 35.8 D 0.03 0 51.1 D 0.24 12.5 500 SBL 39.8 D 0.02 1.2 564 F 2.11 191.5 500 SBT 0 A 0.00 0 45.2 D 0.07 10.5 225 SBR 39.8 D 0.01 0 497.4 F 1.95 191.9 Overall 11.6 B 0.55 - 305.8 F 1.83 - 775 EBT 7.6 A 0.49 57 19.1 B 0.84 185.4 225 WBT 5.9 A 0.31 30.3 15 B 0.75 139.6 70 SBL 30.2 C 0.47 27.2 27.2 C 0.19 20.2 300: Highway 2 & 401 SB on/off ramp (Signalized) 475 SBT 37.5 D 0.00 0 45 D 0.00 0 100 SBR 27.8 C 0.19 18.3 46.9 D 0.83 83.7 Overall 11 B 0.49 - 20.6 C 0.83 - 225 EBT 18.4 B 0.58 62.3 16.1 B 0.59 67.7 125 EBR 14.4 B 0.17 13.8 13 B 0.26 16 150 WBL 29.1 C 0.57 34.5 14.7 B 0.24 13.1 400: 401 NB on/off ramp & Highway 2 (Signalized) 650 WBT 16.4 B 0.43 44.1 21.3 C 0.81 121.2 425 NBL 35.7 D 0.90 125.3 28.3 C 0.82 81.2 Overall 22.4 C 0.74 - 19.9 B 0.82 - 450 WBLR 23.4 C 0.36 12.5 123 F 1.12 113.7 225 NBTR 0 A 0.12 0 0 A 0.23 0 600: Oxford Road 4 & Street "G" (Unsignalized) 225 NBT 0 A 0.19 0 0 A 0.17 0 225 SBTL 4.6 A 0.13 3.5 3.4 A 0.06 1.5 225 SBT 0 A 0.2 0 0 A 0.13 0 225 WBLR 26.6 D 0.25 7.7 101.3 F 1 78 800: Oxford Road 4 & Street "F" (Unsignalized) 225 NBTR 0 A 0.40 0 0 A 0.37 0 225 SBTL 2.8 A 0.11 2.9 0.8 A 0.03 0.7 100 EBL 11.4 B 0.52 36.7 69.2 E 0.88 85.8 200 EBTR 52.8 D 1.03 392.6 6.4 A 0.48 90.2 500 WBTL 20.2 C 0.63 135.8 84.8 F 1.11 462.8 900: Parkinson Road/Towerline Road & Oxford Road 50 WBR 13.2 B 0.27 28.6 7.9 A 0.13 20.3 4/Commerce Way(Signalized) 475 NBLTR 73.4 E 0.18 3.4 63.4 E 0.01 0 100 SBL 67.8 E 0.80 74.2 128.1 F 1.06 96 100 SBT 50.6 D 0.10 0 56.5 E 0.60 65.8 Overall 38.8 D 1.01 - 63.9 E 1.08 - 225 EBT 0 A 0.75 0 0 A 0.48 0 115 EBR 0 A 0.05 0 0 A 0.11 0 1100: 401 SB on/off ramp & Towerline Road 100 WBL 13.9 D 0.20 6.1 13.9 B 0.39 15 (Unsignalized) 200 WBT 0 A 0.44 0 0 A 0.67 0 225 SBLTR Err F 7.68 Err Err F Err Err 200 EB 1 36.2 D 0.97 229.5 6.3 A 0.50 70 225 EB 2 8.2 A 0.22 10.3 4.3 A 0.15 5.8 125 WB 1 10.8 B 0.34 11.1 4.9 A 0.25 13.7 1200: 401 NB on/off ramp & Towerline Road (Signalized) 350 WB 2 11.2 B 0.57 82.5 46.4 D 1.03 362.8 425 NB 1 48.6 D 0.92 132.5 46 D 0.60 56.6 Overall 28.9 C 0.95 - 30.3 C 0.94 - 350 EBTR 0 A 0.13 0 0 A 0.27 0 1300: Middletown Line N & Towerline Road 500 WBTL 0.9 A 0.03 0.6 1.2 A 0.03 0.7 (Unsignalized) 200 NBLR 18.6 C 0.34 11.9 16.3 C 0.29 9.5 50 EBL 35.9 D 0.84 62.2 18.2 B 0.21 18 500 EBT 13.8 B 0.29 27.7 29.9 C 0.76 114 50 EBR 16.7 B 0.57 21.3 17.2 B 0.17 15.8 500 WBT 15.9 B 0.54 50.8 18.4 B 0.39 47.9 1400: Street "D" & Towerline Road (Signalized) 50 NBL 27.6 C 0.58 22.2 28.2 C 0.81 101.5 350 NBT 7.4 A 0.03 4.7 7.6 A 0.02 3.1 500 SBT 13.4 B 0.05 7.8 29.5 C 0.46 30.7 Overall 19.6 B 0.47 - 25.9 C 0.73 - 200 EBTL 7.2 A 0.05 7.2 4.8 A 0.05 1.2 2000: Pattullo Avenue & Middletown Line N 175 WBTR 0 A 0.08 0 0 A 0.05 0 (Unsignalized) 200 NBLR 10.3 B 0.12 10.3 13 B 0.38 14 175 EBTR 0 A 0.03 0 0 A 0.14 0 2100: Middletown Line S & Pattullo Avenue 200 WBLT 0 A 0.00 0 1.6 A 0.00 0.1 (Unsignalized) 200 NB 1 10.3 B 0.19 10.3 10.4 B 0.11 2.9 2-31 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.5 Signal Warrants Analysis

Signal warrant analysis was performed for each study area corridor intersection. The results of the analysis are summarized below in Table 2-13.

Table 2-13: Signal Warrant Summary Table

Intersection EX FB 2024 FT 2024 FB 2029 FT 2029

600: Oxford Road 4 & Street "G" NA NA <80% NA <80%

800: Oxford Road 4 & Street "F" NA NA <80% NA <80%

900: Parkinson Road/Towerline Road & Oxford Road 4/Commerce Way <80%* <80% 100% <80% 150%

1100: 401 SB on/off ramp & Towerline Road <80% <80% <80% <80% 95%

1200: 401 NB on/off ramp & Towerline Road <80% <80% <80% <80% 100%

1300: Middletown Line N & Towerline Road <80% <80% <80% <80% <80%

1400: Towerline Road & Street "D" NA NA NA NA 120%

1600: Middletown Line & Street "D" NA NA NA NA 120% **

1700: Middletown Line & Street "A" NA NA NA NA <80%

* Intersection 900 within the existing conditions is a T intersection as before the realignment of Oxford Road 4. ** The signalization of the following intersection is recommended based on the exiting commuter trips from Phases 2,3 & 6 resulting in apporximately 450 EBL turns

The signal warrant analysis revealed the need to signalize the realigned Oxford Road 4 intersection with Parkinson Road, which once realigned will become a four-legged intersection, triggering a need for the traffic signals.

By the ultimate horizon year or shortly after, both ramp terminal intersections at Highway 401 and Towerline are expected to require traffic signals.

2-32 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.6 Impacts to Highway 403/401 Junction and Interchanges

Highway 403 terminates at the Highway 401/403 junction with continuous movement provided to and from the west only (no access from Highway 403 E to Highway 401 E and vice versa). This configuration reduces the number of opportunities for traffic destined to or originating from the Woodstock Southeast Secondary area, especially via Highway 403 (no direct access from Highway 403).

Figure 2-21: Potential Locations for Interchange

2-33 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.6.1 Zone 1 Impacts and Opportunities

Zone 1 of the Southeast Woodstock Secondary Plan is bounded by Parkinson/Towerline to the south, Dundas Street to the north, Highway 401 to the east and Oxford Road 4 to the west. Access to the subject lands is expected to be provided via Oxford Road 4 and Dundas Street. Given the relatively low amount of traffic to be generated by Zone 1 and the proposed road network, no significant improvements are triggered to accommodate it. The realignment of Oxford Road to the west to align with Commerce Way is one of the potential improvements to provide a greater separation from the west ramp terminal at Highway 401. It should be noted that under the current configuration traffic volumes associated with Zone 1 land uses are not expected to warrant a traffic signal at this location. Traffic signals would be warranted sometime between 2024 and 2029, once implementation of subsequent phases commences. However, an increase in southbound left turn volumes is expected with a full build out of Phase 1, resulting in long queues on the southbound approach.

2.6.2 Zone 2 Impacts and Opportunities

Given the size of this zone, it was further fragmented into the following phases:

• Phases 5 & 8 are estimated to attract roughly 125 trips via Highway 401 in both the A.M. and P.M. peak hours. All Highway 401 trips are expected will be added to the EB trips from the City to of Woodstock to place a larger turning demand of 85% on the A.M. EBL turn. Any addition of a Middletown Line and Highway 403 interchange would re distribute traffic through other phase groups within Zone 2 removing volumes from this specific turning movement.

• Phases 4 & 7 are estimated to uphold roughly 200 additional trips via Highway 401 in both the A.M. and P.M. peak hours. Since the majority of inbound trips are originating from the west, the currently proposed sole access on Towerline Road will experience significant amount of outbound left turns. A future interchange at Middletown Line and Highway 403 would provide an opportunity to relieve pressure from Towerline Road and Pattullo Avenue.

2-34 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

• Phases 2, 3 & 6 are projected to add roughly 285 Highway trips in both A.M. and P.M. peak hour trips. As the southernmost phase group it produces the largest amount of associated traffic but also contains a higher number of access points. Similar to Phases 4 and 7, an interchange at Middletown Line and Highway 403 would provide additional flexibility to site traffic relieving pressures from the interchanges at Towerline Road/Highway 401 and Norwich Road 59/Highway 401. The latter currently has closely spaced intersections between the south ramp terminal and the intersection at Pattullo Avenue.

Legend

400 m radius Figure 2-22: Potential Highway 403/Middletown Line I/C – Partial Diamond/A2

Overall, the need for a future partial or full interchange at Middletown Line and Highway 403 will arise once full build out of phases south of Towerline Road commence, helping to release pressure from Parkinson Road and Pattullo Avenue.

2-35 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

2.7 SEWSP Trip Distribution Sensitivity Analysis

As discussed above in Section 2.2.1 vehicle trips from Phase 3 of East Woodstock Secondary Plan were integrated as part of the future background traffic forecast. For the purposes of this analysis the overall census distribution outlined in Section 2.3.3 was kept consistent across trip assignment for both site trips and future background trips. As a sensitivity analysis the distribution outlined within the East Woodstock Secondary Plan were reviewed to compare overall trip distributions, and comment on the differences on potential impacts.

Table 2-14: Secondary Plan Land Use Comparison

East East SouthEast SouthEast Woodstock Woodstock Woodstock Woodstock Land Use Designation Secondary Plan Secondary Secondary Plan Secondary Plan FB Phase 3 Plan FB Phase Site Traffic Site Traffic (%) (Ha.) 3 (%) (Ha.) Business Park 36.87 21% 17.9 4% Service Commercial 11.69 7% 23.2 5% Traditional Industrial 127.84 72% 386 88% Future TBD - - 13.4 3% Total 176.4 100% 440.5 100%

As seen above, the compositions of the SEWSP and the EWSP display land uses primarily related to industrial purposes, with main difference between the two secondary plan distributions being that EWSP is split into industrial and commercial trips. Displayed below in Table 2-15 and Figure 2-23 is a breakdown of the comparison between the two studies.

Table 2-15: Secondary Plan Distribution Comparison Table

SEWSP EWSP Route Overall Industrial Commercial East via Landsdowne Avenue 0% 5% 10% East via Devonshie Avenue 0% 14% 27% East Via Dundas Street 25% 4% 8% East via Towerline Road - North Via County Road 4 25% 12% 23% Hwy 401 EB/NB on Dundas Interchange 22% 25% 11% Overall West to East 72% 60% 79% Hwy 401 EB/NB on Dundas Interchange 7% 15% 7% West via Dundas 4% 14% 8% West via Towerline Road - North Via County Road 4 4% 7% 3% Overall East to West 15% 36% 18% SouthVia Oxford County Road #4 6% 4% 3% Overall North to South 6% 4% 3% North Via Middletown Line/Pattullo Avenue 7% 0% 0% Overall South to North 7% 0% 0%

2-36 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Figure 2-23: Trip Distribution Comparison Map

2-37 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

The overall differences can be identified by the following:

• In the EWSP study, industrial trips from the east accounted for a total of 36% of all inbound industrial trips, while the Census Journey to Work data suggested that this distribution should closer to 15% (difference of 21%). Of that, 13% were found to come via the municipal corridors as opposed to provincial freeways. The EWSP study suggested a higher distribution of industrial trips coming from and destined to the east when compared to the Census Journey to Work data. The distribution used in the previous study appears to be more balanced potentially resulting in better distribution of site generated traffic amongst the study area intersections.

• The EWSP study assumed a lower distribution of industrial trips originating from and destined to the west. When compared to the SEWSP study, this decrease was estimated at approximately 15%. However, the previously identified impacts and associated improvements would likely to remain unchanged as there would still be a significant amount of traffic originating from and destined to the City of Woodstock, particularly through the intersection of Parkinson Road/Oxford Road 4.

• The EWSP external trips originating from and destined to the south via local roads were presumed to be minimal. Given the geographic location of the SEWSP a certain percentage of site traffic is likely to utilize Pattullo Avenue servicing mainly Phases 2,3 & 6 of the SEWSP. Potential impacts top Pattullo Avenue are further discussed in Section 3.3.

2-38 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

3. Conclusions and Recommendations

3.1 Future Corridor Capacity Deficiency

The increase in traffic volumes related to both Zone 1 & Zone 2 employment lands directly correspond to multiple capacity issues identified within the road network.

Oxford Road 4 currently exhibits four lanes and two lanes approximately north and south of the CN Rail line crossing. Within the Zone 1 concept plan, two new collector roads are proposed to extend to Oxford Road 4. With the additional traffic volumes on Oxford Road 4, widening to four lanes southerly to Parkinson Road is required, especially considering a need for a traffic signal between 2024 and 2029. Parkinson Road currently exhibits a secondary E-W corridor to the more robust Dundas Street arterial road. As one of the assumptions within this transportation study it is anticipated that Parkinson Road will become a more prominent route for internal commuters from the City of Woodstock, carrying up to 50% of internal trips, as previously noted.

3.2 Oxford Road 4 Realignment

Although the proposed Oxford Road 4 realignment was assumed to be implemented within the interim 2024 horizon year, the alignment is likely to be beneficial sometime between 2024 and 2029, around the time when traffic volumes are expected to trigger the need for traffic signals at this location. Once realigned to form the fourth leg at the existing Parkinson Road/Commerce Way intersection, it will require a traffic signal control. The new alignment of Oxford Road 4 would offer better spacing to the adjacent Highway 401 southbound on/off ramp which will eventually require signalization by the ultimate horizon year of 2029.

3.3 Pattullo Avenue Realignment

Currently, the distance between the south ramp terminal of the Highway 401 interchange and Oxford Road 59 is 85 metres. Given the short separation between the two intersections, there is a potential for traffic queues to overlap. With the future developments to take place south of Highway 401 and as part of the Southeast Woodstock Secondary Plan, additional traffic volumes associated with these developments are likely to further increase queues potentially affecting operations at this location.

A series of alternatives have been reviewed, including realignment of Pattullo Avenue to increase the separation between the two intersections. Another option considered was a roundabout at the south ramp terminal, which would also resolve the closely spaced intersections issue. Additional traffic associated with the SEWSP is expected to utilize Pattullo Avenue after completion of Phases 2, 3 and 6, which are likely to be completed by or beyond the 2029 horizon year. As such, Pattullo Avenue improvements would need to be considered during this time (subject to a separate EA study).

3-39 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

3.4 Oxford Road 4/Highway 401 Flyover

A potential for a flyover to connect Oxford Road 4 with Middletown Line was also considered. The flyover could potentially relieve pressure from a number of intersections along Parkinson Road between the existing intersection with Oxford Road 4 and the intersection of Middletown Line and Towerline Road. However, this would result in a four-legged intersection where the existing intersection of Oxford Line 4 and Parkinson Road is, which is approximately 275 metres away from the west ramp terminal with Highway 401. This would preclude the future realignment of Oxford Road 4 to Commerce Way discussed earlier in this report. Another potential issue with the implementation of the flyover is constructability challenges based on a preliminary assessment. A Middletown Line connection to the Oxford Road 4 extension would also be problematic given the proximity of the two future structures. Based on all of the above the flyover was considered to be a viable option.

Figure 3-1: Oxford Road 4 Flyover to Middletown Line

3.5 Middletown Line/Highway 403 Interchange

A need and justification study for a new interchange at Middletown Line and Highway 403 would need to be carried out to determine/confirm the feasibility and benefit of this option. A partial or a full interchange is expected to release pressure from multiple 401 interchanges including; Norwich Road 59, Towerline Road and Dundas Street. The south ramp terminal intersection at the former is currently closely spaced with Pattullo Avenue. The new interchange at Middletown Line is expected to remove a significant amount of traffic off Pattullo Avenue under the full build- out scenario, should ramps to and from the west be provided. Some of the options are illustrated in the following figures.

3-40 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Legend

400 m radius

Figure 3-2: Potential Highway 403/Middletown Line Partial I/C- Partial Diamond

Legend

400 m radius

Figure 3-3: Potential Highway 403/Middletown Line Partial I/C - Button Hook

3-41 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

Legend

400 m radius

Figure 3-4: Potential Highway 403/Middletown Line Full I/C – Parclo A4

Legend

400 m radius

Figure 3-5: Potential Highway 403/Middletown Line Full I/C – Button Hook

3-42 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

3.6 Time Frames for Intersections Signalization

▪ Highway 401/Towerline Road N-E/W ramp terminal – 2029 ▪ Highway 401/Towerline Road S-E-W ramp terminal – 2029 ▪ Parkinson Road/Oxford Road 4 – once realigned to the west or between 2021 and 2029 ▪ Towerline Road/Street "D" – upon completion of Phases 5 and 8 ▪ Middletown Line/Street "D" – full buildout of Southeast Woodstock Secondary Plan

3-43 AECOM City of Woodstock Southeast Woodstock Settlement Expansion Justification, Secondary Plan and Servicing Study Transportation Needs Analysis Background Report

4. Appendix

4-44 City of Woodstock, Ontario Southeast Woodstock Secondary Plan

Appendix A – LOS Definitions

4-41 LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIONS (Highway Capacity Manual, 2010)

The assessment of operations for signalized intersections is based on the methodology in the Highway Capacity Manual, 2010. The following paragraphs describe each LOS.

LOS A describes operations with a control delay of 10 s/veh or less and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is low and either progression is exceptionally favorable or the cycle length is very short. If it is due to favorable progressions, most vehicles arrive during the green indication and travel through the intersection without stopping.

LOS B describes operations with control delay between 10 and 20 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A.

LOS C describes operations with control delay between 20 and 35 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when progression is favorable or the cycle length is moderate. Individual cycle failures (i.e. one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear at this level. The number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping.

LOS D describes operations with control delay between 35 and 55 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is high and either progression is ineffective or the cycle length is long. Many vehicles stop and individual cycle failures are noticeable.

LOS E describes operations with control delay between 55 and 80 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is high, progression is unfavorable, and the cycle length is long. Individual cycle failures are frequent.

LOS F describes operations with control delay exceeding 80 s/veh or a volume-to-capacity ratio greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is very high, progression is very poor, and the cycle length is long. Most cycle fail to clear the queue.

Control Delay LOS by Volume-to-Capacity Ratio* (s/veh) V/C ≤ 1.0 V/C > 1.0 < 10.0 A F > 10.0 and < 20.0 B F > 20.0 and < 35.0 C F > 35.0 and < 55.0 D F > 55.0 and < 80.0 E F > 80.0 F F Note: * For approach-based and intersectionwide assessments, LOS is defined solely by control delay. LEVEL OF SERVICE FOR UNSIGNALIZED INTERSECTIONS (TWO-WAY STOP-CONTROLLED / ALL-WAY STOP-CONTROLLED / ROUNDABOUT) (Highway Capacity Manual, 2010)

The assessment of operations for unsignalized intersections is based on the methodology in the Highway Capacity Manual, 2010.

For an unsignalized two-way stop-controlled (TWSC), all-way stop-controlled (AWSC) or a roundabout intersection, the Level of Service for the intersection is determined by the computed or measured control delay.

Control Delay LOS by Volume-to-Capacity Ratio (s/veh) V/C ≤ 1.0 V/C > 1.0 < 10.0 A F > 10.0 and < 15.0 B F > 15.0 and < 25.0 C F > 25.0 and < 35.0 D F > 35.0 and < 50.0 E F > 50.0 F F City of Woodstock, Ontario Southeast Woodstock Secondary Plan

Appendix B – Raw Data

4-42 Project #19244 - AECOM

Intersection Count Report

Intersection: Pattullo Ave & Middletown Line (west leg)

Municipality: Woodstock

Count Date: Jul 11, 2019

Site Code: 1924400001

Count Categories: Cars, Trucks, Pedestrians

Count Period: 06:00-10:00, 14:00-18:00

Weather: Clear Traffic Count Map Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019 Traffic Count Summary Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019

Middletown Line - Traffic Summary

North Approach Totals South Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 9 0 36 0 45 0 0 0 0 0 0 0 07:00 - 08:00 14 0 27 0 41 0 0 0 0 0 0 0 08:00 - 09:00 10 0 11 0 21 0 0 0 0 0 0 0 09:00 - 10:00 11 0 12 0 23 0 0 0 0 0 0 0 BREAK

14:00 - 15:00 33 0 12 0 45 0 0 0 0 0 0 0 15:00 - 16:00 35 0 12 0 47 0 0 0 0 0 0 0 16:00 - 17:00 65 0 10 0 75 0 0 0 0 0 0 0 17:00 - 18:00 40 0 10 0 50 0 0 0 0 0 0 0

GRAND TOTAL 217 0 130 0 347 0 0 0 0 0 0 0 Traffic Count Summary Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019

Pattullo Ave - Traffic Summary

East Approach Totals West Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 0 29 22 0 51 0 5 6 0 0 11 0 07:00 - 08:00 0 24 37 0 61 0 9 4 0 0 13 0 08:00 - 09:00 0 16 47 0 63 0 11 5 0 0 16 0 09:00 - 10:00 0 10 24 0 34 0 9 7 0 0 16 0 BREAK

14:00 - 15:00 0 11 24 0 35 0 15 11 0 0 26 0 15:00 - 16:00 0 17 24 0 41 0 49 28 0 0 77 0 16:00 - 17:00 0 19 34 0 53 0 31 30 0 0 61 0 17:00 - 18:00 0 15 39 0 54 0 29 23 0 0 52 0

GRAND TOTAL 0 141 251 0 392 0 158 114 0 0 272 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019

North Approach - Middletown Line

Cars Trucks Start Time Total Total Total Peds 06:00 1 0 5 0 6 1 0 1 0 2 0 06:15 2 0 8 0 10 0 0 2 0 2 0 06:30 0 0 10 0 10 3 0 2 0 5 0 06:45 0 0 5 0 5 2 0 3 0 5 0 07:00 0 0 0 0 0 0 0 0 0 0 0 07:15 3 0 2 0 5 2 0 0 0 2 0 07:30 3 0 10 0 13 1 0 0 0 1 0 07:45 2 0 14 0 16 3 0 1 0 4 0 08:00 0 0 2 0 2 0 0 0 0 0 0 08:15 0 0 3 0 3 1 0 0 0 1 0 08:30 2 0 1 0 3 3 0 2 0 5 0 08:45 2 0 2 0 4 2 0 1 0 3 0 09:00 2 0 4 0 6 1 0 1 0 2 0 09:15 4 0 1 0 5 1 0 0 0 1 0 09:30 2 0 0 0 2 0 0 2 0 2 0 09:45 1 0 0 0 1 0 0 4 0 4 0 SUBTOTAL 24 0 67 0 91 20 0 19 0 39 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019

North Approach - Middletown Line

Cars Trucks Start Time Total Total Total Peds 14:00 6 0 1 0 7 3 0 2 0 5 0 14:15 6 0 5 0 11 1 0 0 0 1 0 14:30 6 0 1 0 7 2 0 1 0 3 0 14:45 8 0 1 0 9 1 0 1 0 2 0 15:00 4 0 4 0 8 4 0 2 0 6 0 15:15 5 0 0 0 5 3 0 1 0 4 0 15:30 6 0 4 0 10 4 0 0 0 4 0 15:45 5 0 1 0 6 4 0 0 0 4 0 16:00 9 0 0 0 9 5 0 1 0 6 0 16:15 8 0 3 0 11 8 0 0 0 8 0 16:30 10 0 2 0 12 5 0 0 0 5 0 16:45 13 0 4 0 17 7 0 0 0 7 0 17:00 11 0 3 0 14 5 0 0 0 5 0 17:15 5 0 2 0 7 5 0 1 0 6 0 17:30 6 0 0 0 6 4 0 2 0 6 0 17:45 2 0 1 0 3 2 0 1 0 3 0 SUBTOTAL 110 0 32 0 142 63 0 12 0 75 0

GRAND TOTAL 134 0 99 0 233 83 0 31 0 114 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Pattullo Ave

Cars Trucks Start Time Total Total Total Peds 06:00 0 2 5 0 7 0 2 3 0 5 0 06:15 0 4 3 0 7 0 3 1 0 4 0 06:30 0 4 4 0 8 0 2 2 0 4 0 06:45 0 11 3 0 14 0 1 1 0 2 0 07:00 0 2 3 0 5 0 3 2 0 5 0 07:15 0 5 7 0 12 0 2 7 0 9 0 07:30 0 3 7 0 10 0 2 2 0 4 0 07:45 0 7 7 0 14 0 0 2 0 2 0 08:00 0 2 6 0 8 0 2 4 0 6 0 08:15 0 4 11 0 15 0 0 4 0 4 0 08:30 0 4 9 0 13 0 1 2 0 3 0 08:45 0 3 7 0 10 0 0 4 0 4 0 09:00 0 3 5 0 8 0 0 4 0 4 0 09:15 0 1 3 0 4 0 2 1 0 3 0 09:30 0 3 1 0 4 0 0 3 0 3 0 09:45 0 1 4 0 5 0 0 3 0 3 0 SUBTOTAL 0 59 85 0 144 0 20 45 0 65 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Pattullo Ave

Cars Trucks Start Time Total Total Total Peds 14:00 0 2 3 0 5 0 0 1 0 1 0 14:15 0 2 6 0 8 0 1 1 0 2 0 14:30 0 1 5 0 6 0 1 2 0 3 0 14:45 0 3 2 0 5 0 1 4 0 5 0 15:00 0 2 7 0 9 0 0 2 0 2 0 15:15 0 6 4 0 10 0 1 1 0 2 0 15:30 0 3 4 0 7 0 1 1 0 2 0 15:45 0 3 4 0 7 0 1 1 0 2 0 16:00 0 3 8 0 11 0 2 2 0 4 0 16:15 0 5 5 0 10 0 1 1 0 2 0 16:30 0 1 5 0 6 0 1 2 0 3 0 16:45 0 4 7 0 11 0 2 4 0 6 0 17:00 0 4 8 0 12 0 0 4 0 4 0 17:15 0 1 9 0 10 0 2 2 0 4 0 17:30 0 3 6 0 9 0 0 3 0 3 0 17:45 0 4 4 0 8 0 1 3 0 4 0 SUBTOTAL 0 47 87 0 134 0 15 34 0 49 0

GRAND TOTAL 0 106 172 0 278 0 35 79 0 114 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Pattullo Ave

Cars Trucks Start Time Total Total Total Peds 06:00 0 0 0 0 0 0 0 0 0 0 0 06:15 0 0 0 0 0 0 1 0 0 1 0 06:30 1 1 0 0 2 0 1 0 0 1 0 06:45 1 3 0 0 4 3 0 0 0 3 0 07:00 0 0 0 0 0 0 0 0 0 0 0 07:15 3 0 0 0 3 2 0 0 0 2 0 07:30 1 2 0 0 3 1 0 0 0 1 0 07:45 1 2 0 0 3 1 0 0 0 1 0 08:00 3 1 0 0 4 1 0 0 0 1 0 08:15 0 0 0 0 0 2 0 0 0 2 0 08:30 2 1 0 0 3 0 1 0 0 1 0 08:45 3 2 0 0 5 0 0 0 0 0 0 09:00 1 2 0 0 3 2 1 0 0 3 0 09:15 0 0 0 0 0 1 1 0 0 2 0 09:30 0 0 0 0 0 2 0 0 0 2 0 09:45 3 3 0 0 6 0 0 0 0 0 0 SUBTOTAL 19 17 0 0 36 15 5 0 0 20 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (west leg) Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Pattullo Ave

Cars Trucks Start Time Total Total Total Peds 14:00 6 0 0 0 6 1 1 0 0 2 0 14:15 1 2 0 0 3 0 1 0 0 1 0 14:30 2 4 0 0 6 1 1 0 0 2 0 14:45 2 2 0 0 4 2 0 0 0 2 0 15:00 1 7 0 0 8 1 3 0 0 4 0 15:15 2 3 0 0 5 2 1 0 0 3 0 15:30 21 6 0 0 27 15 3 0 0 18 0 15:45 6 3 0 0 9 1 2 0 0 3 0 16:00 8 5 0 0 13 0 4 0 0 4 0 16:15 4 6 0 0 10 3 0 0 0 3 0 16:30 10 7 0 0 17 2 1 0 0 3 0 16:45 2 6 0 0 8 2 1 0 0 3 0 17:00 19 8 0 0 27 1 2 0 0 3 0 17:15 1 3 0 0 4 3 0 0 0 3 0 17:30 2 3 0 0 5 1 3 0 0 4 0 17:45 2 4 0 0 6 0 0 0 0 0 0 SUBTOTAL 89 69 0 0 158 35 23 0 0 58 0

GRAND TOTAL 108 86 0 0 194 50 28 0 0 78 0 Peak Hour Diagram

Specified Period One Hour Peak From: 06:00:00 From: 07:15:00 To: 10:00:00 To: 08:15:00

Intersection: Pattullo Ave & Middletown Line (west leg) Site ID: 1924400001 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Pattullo Ave runs E/W

North Approach Middletown Line East Approach Out In Total Out In Total  1 6 0  36 35 71  28 8 0  44 13 57   7 20 27 Totals 29 14 0 21 6 27 43 55 98 65 19 84

Peds: 0 Pattullo Ave Pattullo Ave

  Totals Peds: 0 Totals   0 0 0 0 0 0

5 8 13 Peds: 0 42 27 15 0 5 5 23 17 6

Peds: 0

West Approach Out In Total  13 45 58  5 7 12 18 52 70

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Pattullo Ave & Middletown Line (west leg) Count Date: Jul 11, 2019 Period: 06:00 - 10:00

Peak Hour Data (07:15 - 08:15)

North Approach East Approach West Approach Middletown Line South Approach Pattullo Ave Pattullo Ave Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

07:15 5 2 0 0 7 0 7 14 0 0 21 5 0 0 0 5 33 07:30 4 10 0 0 14 0 5 9 0 0 14 2 2 0 0 4 32 07:45 5 15 0 0 20 0 7 9 0 0 16 2 2 0 0 4 40 08:00 0 2 0 0 2 0 4 10 0 0 14 4 1 0 0 5 21 Grand Total 14 29 0 0 43 0 0 23 42 0 0 65 13 5 0 0 18 126

Approach 32.6 67.4 0 - - 35.4 64.6 0 - 72.2 27.8 0 - % Totals % 11.1 23 0 34.1 0 18.3 33.3 0 51.6 10.3 4 0 14.3

PHF 0.7 0.48 0 0.54 0 0.82 0.75 0 0.77 0.65 0.63 0 0.9 0.79 Cars 8 28 0 36 0 17 27 0 44 8 5 0 13 93 % Cars 57.1 96.6 0 83.7 0 73.9 64.3 0 67.7 61.5 100 0 72.2 73.8 Trucks 6 1 0 7 0 6 15 0 21 5 0 0 5 33 % Trucks 42.9 3.4 0 16.3 0 26.1 35.7 0 32.3 38.5 0 0 27.8 26.2 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Peak Hour Diagram

Specified Period One Hour Peak From: 14:00:00 From: 16:15:00 To: 18:00:00 To: 17:15:00

Intersection: Pattullo Ave & Middletown Line (west leg) Site ID: 1924400001 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Pattullo Ave runs E/W

North Approach Middletown Line East Approach Out In Total Out In Total  0 25 0  54 60 114  12 42 0  39 69 108   25 19 44 Totals 12 67 0 15 29 44 79 79 158 54 98 152

Peds: 0 Pattullo Ave Pattullo Ave

  Totals Peds: 0 Totals   0 0 0 0 0 0

8 35 43 Peds: 0 36 25 11 4 27 31 18 14 4

Peds: 0

West Approach Out In Total  62 26 88  12 4 16 74 30 104

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Pattullo Ave & Middletown Line (west leg) Count Date: Jul 11, 2019 Period: 14:00 - 18:00

Peak Hour Data (16:15 - 17:15)

North Approach East Approach West Approach Middletown Line South Approach Pattullo Ave Pattullo Ave Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

16:15 16 3 0 0 19 0 6 6 0 0 12 7 6 0 0 13 44 16:30 15 2 0 0 17 0 2 7 0 0 9 12 8 0 0 20 46 16:45 20 4 0 0 24 0 6 11 0 0 17 4 7 0 0 11 52 17:00 16 3 0 0 19 0 4 12 0 0 16 20 10 0 0 30 65 Grand Total 67 12 0 0 79 0 0 18 36 0 0 54 43 31 0 0 74 207

Approach 84.8 15.2 0 - - 33.3 66.7 0 - 58.1 41.9 0 - % Totals % 32.4 5.8 0 38.2 0 8.7 17.4 0 26.1 20.8 15 0 35.7

PHF 0.84 0.75 0 0.82 0 0.75 0.75 0 0.79 0.54 0.78 0 0.62 0.8 Cars 42 12 0 54 0 14 25 0 39 35 27 0 62 155 % Cars 62.7 100 0 68.4 0 77.8 69.4 0 72.2 81.4 87.1 0 83.8 74.9 Trucks 25 0 0 25 0 4 11 0 15 8 4 0 12 52 % Trucks 37.3 0 0 31.6 0 22.2 30.6 0 27.8 18.6 12.9 0 16.2 25.1 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Project #19244 - AECOM

Intersection Count Report

Intersection: Pattullo Ave & Middletown Line (east leg)

Municipality: Woodstock

Count Date: Jul 11, 2019

Site Code: 1924400002

Count Categories: Cars, Trucks, Pedestrians

Count Period: 06:00-10:00, 14:00-18:00

Weather: Clear Traffic Count Map Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019 Traffic Count Summary Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019

Middletown Line - Traffic Summary

North Approach Totals South Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 0 0 0 0 0 0 51 0 0 0 51 0 07:00 - 08:00 0 0 0 0 0 0 61 0 1 0 62 0 08:00 - 09:00 0 0 0 0 0 0 64 0 1 0 65 0 09:00 - 10:00 0 0 0 0 0 0 34 0 2 0 36 0 BREAK

14:00 - 15:00 0 0 0 0 0 0 35 0 2 0 37 0 15:00 - 16:00 0 0 0 0 0 0 35 0 1 0 36 0 16:00 - 17:00 0 0 0 0 0 0 48 0 3 0 51 0 17:00 - 18:00 0 0 0 0 0 0 49 0 2 0 51 0

GRAND TOTAL 0 0 0 0 0 0 377 0 12 0 389 0 Traffic Count Summary Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019

Pattullo Ave - Traffic Summary

East Approach Totals West Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 0 0 0 0 0 0 0 2 13 0 15 0 07:00 - 08:00 0 0 0 0 0 0 0 1 17 0 18 0 08:00 - 09:00 0 0 0 0 0 0 0 2 13 0 15 0 09:00 - 10:00 0 0 0 0 0 0 0 3 15 0 18 0 BREAK

14:00 - 15:00 0 0 0 0 0 0 0 7 38 0 45 0 15:00 - 16:00 5 6 0 0 11 0 0 9 54 0 63 0 16:00 - 17:00 1 5 0 0 6 0 0 10 85 0 95 0 17:00 - 18:00 7 5 0 0 12 0 0 10 53 0 63 0

GRAND TOTAL 13 16 0 0 29 0 0 44 288 0 332 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Middletown Line

Cars Trucks Start Time Total Total Total Peds 06:00 7 0 0 0 7 5 0 0 0 5 0 06:15 7 0 0 0 7 4 0 0 0 4 0 06:30 8 0 0 0 8 4 0 0 0 4 0 06:45 14 0 0 0 14 2 0 0 0 2 0 07:00 5 0 0 0 5 5 0 0 0 5 0 07:15 12 0 0 0 12 9 0 1 0 10 0 07:30 10 0 0 0 10 4 0 0 0 4 0 07:45 14 0 0 0 14 2 0 0 0 2 0 08:00 8 0 0 0 8 6 0 0 0 6 0 08:15 15 0 0 0 15 4 0 1 0 5 0 08:30 13 0 0 0 13 3 0 0 0 3 0 08:45 10 0 0 0 10 5 0 0 0 5 0 09:00 8 0 0 0 8 4 0 0 0 4 0 09:15 4 0 0 0 4 3 0 0 0 3 0 09:30 4 0 0 0 4 3 0 0 0 3 0 09:45 5 0 1 0 6 3 0 1 0 4 0 SUBTOTAL 144 0 1 0 145 66 0 3 0 69 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Middletown Line

Cars Trucks Start Time Total Total Total Peds 14:00 5 0 0 0 5 1 0 0 0 1 0 14:15 8 0 1 0 9 2 0 0 0 2 0 14:30 6 0 0 0 6 3 0 1 0 4 0 14:45 5 0 0 0 5 5 0 0 0 5 0 15:00 8 0 0 0 8 2 0 0 0 2 0 15:15 9 0 0 0 9 2 0 0 0 2 0 15:30 3 0 0 0 3 2 0 0 0 2 0 15:45 7 0 0 0 7 2 0 1 0 3 0 16:00 10 0 0 0 10 3 0 1 0 4 0 16:15 8 0 0 0 8 2 0 0 0 2 0 16:30 5 0 0 0 5 3 0 1 0 4 0 16:45 11 0 0 0 11 6 0 1 0 7 0 17:00 11 0 0 0 11 4 0 1 0 5 0 17:15 8 0 0 0 8 3 0 0 0 3 0 17:30 8 0 0 0 8 3 0 0 0 3 0 17:45 8 0 0 0 8 4 0 1 0 5 0 SUBTOTAL 120 0 1 0 121 47 0 7 0 54 0

GRAND TOTAL 264 0 2 0 266 113 0 10 0 123 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Pattullo Ave

Cars Trucks Start Time Total Total Total Peds 06:00 0 0 0 0 0 0 0 0 0 0 0 06:15 0 0 0 0 0 0 0 0 0 0 0 06:30 0 0 0 0 0 0 0 0 0 0 0 06:45 0 0 0 0 0 0 0 0 0 0 0 07:00 0 0 0 0 0 0 0 0 0 0 0 07:15 0 0 0 0 0 0 0 0 0 0 0 07:30 0 0 0 0 0 0 0 0 0 0 0 07:45 0 0 0 0 0 0 0 0 0 0 0 08:00 0 0 0 0 0 0 0 0 0 0 0 08:15 0 0 0 0 0 0 0 0 0 0 0 08:30 0 0 0 0 0 0 0 0 0 0 0 08:45 0 0 0 0 0 0 0 0 0 0 0 09:00 0 0 0 0 0 0 0 0 0 0 0 09:15 0 0 0 0 0 0 0 0 0 0 0 09:30 0 0 0 0 0 0 0 0 0 0 0 09:45 0 0 0 0 0 0 0 0 0 0 0 SUBTOTAL 0 0 0 0 0 0 0 0 0 0 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Pattullo Ave

Cars Trucks Start Time Total Total Total Peds 14:00 0 0 0 0 0 0 0 0 0 0 0 14:15 0 0 0 0 0 0 0 0 0 0 0 14:30 0 0 0 0 0 0 0 0 0 0 0 14:45 0 0 0 0 0 0 0 0 0 0 0 15:00 0 1 0 0 1 2 0 0 0 2 0 15:15 0 1 0 0 1 0 0 0 0 0 0 15:30 0 4 0 0 4 2 0 0 0 2 0 15:45 0 0 0 0 0 1 0 0 0 1 0 16:00 0 1 0 0 1 0 1 0 0 1 0 16:15 1 2 0 0 3 0 0 0 0 0 0 16:30 0 1 0 0 1 0 0 0 0 0 0 16:45 0 0 0 0 0 0 0 0 0 0 0 17:00 2 1 0 0 3 1 0 0 0 1 0 17:15 0 2 0 0 2 1 1 0 0 2 0 17:30 0 1 0 0 1 0 0 0 0 0 0 17:45 0 0 0 0 0 3 0 0 0 3 0 SUBTOTAL 3 14 0 0 17 10 2 0 0 12 0

GRAND TOTAL 3 14 0 0 17 10 2 0 0 12 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Pattullo Ave

Cars Trucks Start Time Total Total Total Peds 06:00 0 0 1 0 1 0 0 1 0 1 0 06:15 0 0 2 0 2 0 1 0 0 1 0 06:30 0 0 1 0 1 0 1 3 0 4 0 06:45 0 0 3 0 3 0 0 2 0 2 0 07:00 0 0 0 0 0 0 0 0 0 0 0 07:15 0 0 3 0 3 0 0 2 0 2 0 07:30 0 0 5 0 5 0 0 1 0 1 0 07:45 0 1 3 0 4 0 0 3 0 3 0 08:00 0 0 1 0 1 0 0 0 0 0 0 08:15 0 0 0 0 0 0 0 1 0 1 0 08:30 0 0 3 0 3 0 1 3 0 4 0 08:45 0 1 3 0 4 0 0 2 0 2 0 09:00 0 0 4 0 4 0 1 1 0 2 0 09:15 0 0 4 0 4 0 0 2 0 2 0 09:30 0 0 2 0 2 0 0 0 0 0 0 09:45 0 2 2 0 4 0 0 0 0 0 0 SUBTOTAL 0 4 37 0 41 0 4 21 0 25 0 Traffic Count Data Intersection: Pattullo Ave & Middletown Line (east leg) Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Pattullo Ave

Cars Trucks Start Time Total Total Total Peds 14:00 0 0 6 0 6 0 0 4 0 4 0 14:15 0 1 7 0 8 0 0 3 0 3 0 14:30 0 3 7 0 10 0 1 2 0 3 0 14:45 0 2 8 0 10 0 0 1 0 1 0 15:00 0 0 11 0 11 0 1 6 0 7 0 15:15 0 3 5 0 8 0 1 3 0 4 0 15:30 0 1 11 0 12 0 0 7 0 7 0 15:45 0 1 7 0 8 0 2 4 0 6 0 16:00 0 2 12 0 14 0 1 8 0 9 0 16:15 0 4 10 0 14 0 0 8 0 8 0 16:30 0 2 15 0 17 0 0 6 0 6 0 16:45 0 1 18 0 19 0 0 8 0 8 0 17:00 0 4 15 0 19 0 0 7 0 7 0 17:15 0 1 7 0 8 0 1 4 0 5 0 17:30 0 2 7 0 9 0 0 7 0 7 0 17:45 0 1 5 0 6 0 1 1 0 2 0 SUBTOTAL 0 28 151 0 179 0 8 79 0 87 0

GRAND TOTAL 0 32 188 0 220 0 12 100 0 112 0 Peak Hour Diagram

Specified Period One Hour Peak From: 06:00:00 From: 07:15:00 To: 10:00:00 To: 08:15:00

Intersection: Pattullo Ave & Middletown Line (east leg) Site ID: 1924400002 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Pattullo Ave runs E/W

East Approach Out In Total  0 1 1  0 1 1 0 2 2

Peds: 0 Pattullo Ave Pattullo Ave

  Totals Peds: 0 Totals   0 0 0 0 0 0 Peds: 0 0 1 1 0 0 0 6 12 18 0 0 0 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 65 1 0  13 44 57  44 12 56  44 0 0  6 21 27  22 6 28  21 1 0 19 65 84 66 18 84

Middletown Line

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Pattullo Ave & Middletown Line (east leg) Count Date: Jul 11, 2019 Period: 06:00 - 10:00

Peak Hour Data (07:15 - 08:15)

South Approach East Approach West Approach North Approach Middletown Line Pattullo Ave Pattullo Ave Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

07:15 0 21 1 0 0 22 0 0 0 0 0 0 5 0 0 5 27 07:30 0 14 0 0 0 14 0 0 0 0 0 0 6 0 0 6 20 07:45 0 16 0 0 0 16 0 0 0 0 0 1 6 0 0 7 23 08:00 0 14 0 0 0 14 0 0 0 0 0 0 1 0 0 1 15 Grand Total 0 0 65 1 0 0 66 0 0 0 0 0 1 18 0 0 19 85

Approach - 98.5 1.5 0 - 0 0 0 - 5.3 94.7 0 - % Totals % 0 76.5 1.2 0 77.6 0 0 0 0 1.2 21.2 0 22.4

PHF 0 0.77 0.25 0 0.75 0 0 0 0 0.25 0.75 0 0.68 0.79 Cars 0 44 0 0 44 0 0 0 0 1 12 0 13 57 % Cars 0 67.7 0 0 66.7 0 0 0 0 100 66.7 0 68.4 67.1 Trucks 0 21 1 0 22 0 0 0 0 0 6 0 6 28 % Trucks 0 32.3 100 0 33.3 0 0 0 0 0 33.3 0 31.6 32.9 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Peak Hour Diagram

Specified Period One Hour Peak From: 14:00:00 From: 16:15:00 To: 18:00:00 To: 17:15:00

Intersection: Pattullo Ave & Middletown Line (east leg) Site ID: 1924400002 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Pattullo Ave runs E/W

East Approach Out In Total  7 11 18  1 3 4 8 14 22

Peds: 0 Pattullo Ave Pattullo Ave

  Totals Peds: 0 Totals   0 0 0 0 0 0 Peds: 0 0 11 11 4 4 0 29 58 87 4 3 1 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 50 3 0  69 39 108  35 61 96  35 0 0  29 15 44  18 30 48  15 3 0 98 54 152 53 91 144

Middletown Line

 - Cars  - Trucks

Comments Peak Hour Summary Intersection: Pattullo Ave & Middletown Line (east leg) Count Date: Jul 11, 2019 Period: 14:00 - 18:00

Peak Hour Data (16:15 - 17:15)

South Approach East Approach West Approach North Approach Middletown Line Pattullo Ave Pattullo Ave Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

16:15 0 10 0 0 0 10 1 2 0 0 3 4 18 0 0 22 35 16:30 0 8 1 0 0 9 0 1 0 0 1 2 21 0 0 23 33 16:45 0 17 1 0 0 18 0 0 0 0 0 1 26 0 0 27 45 17:00 0 15 1 0 0 16 3 1 0 0 4 4 22 0 0 26 46 Grand Total 0 0 50 3 0 0 53 4 4 0 0 8 11 87 0 0 98 159

Approach - 94.3 5.7 0 - 50 50 0 - 11.2 88.8 0 - % Totals % 0 31.4 1.9 0 33.3 2.5 2.5 0 5 6.9 54.7 0 61.6

PHF 0 0.74 0.75 0 0.74 0.33 0.5 0 0.5 0.69 0.84 0 0.91 0.86 Cars 0 35 0 0 35 3 4 0 7 11 58 0 69 111 % Cars 0 70 0 0 66 75 100 0 87.5 100 66.7 0 70.4 69.8 Trucks 0 15 3 0 18 1 0 0 1 0 29 0 29 48 % Trucks 0 30 100 0 34 25 0 0 12.5 0 33.3 0 29.6 30.2 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Project #19244 - AECOM

Intersection Count Report

Intersection: Parkinson Rd & Oxford Rd 4

Municipality: Woodstock

Count Date: Jul 11, 2019

Site Code: 1924400003

Count Categories: Cars, Trucks, Pedestrians

Count Period: 06:00-10:00, 14:00-18:00

Weather: Clear Traffic Count Map Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019 Traffic Count Summary Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

Oxford Rd 4 - Traffic Summary

North Approach Totals South Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 68 0 62 0 130 0 0 0 0 0 0 0 07:00 - 08:00 78 0 71 0 149 0 0 0 0 0 0 0 08:00 - 09:00 61 0 72 0 133 0 0 0 0 0 0 0 09:00 - 10:00 61 0 73 0 134 0 0 0 0 0 0 0 BREAK

14:00 - 15:00 76 0 62 0 138 0 0 0 0 0 0 0 15:00 - 16:00 90 0 97 0 187 0 0 0 0 0 0 0 16:00 - 17:00 90 0 78 0 168 0 0 0 0 0 0 0 17:00 - 18:00 85 0 73 0 158 0 0 0 0 0 0 0

GRAND TOTAL 609 0 588 0 1197 0 0 0 0 0 0 0 Traffic Count Summary Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

Parkinson Rd - Traffic Summary

East Approach Totals West Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 0 222 79 0 301 0 47 94 0 0 141 0 07:00 - 08:00 0 247 113 0 360 0 51 133 0 0 184 0 08:00 - 09:00 0 193 83 0 276 0 67 108 0 0 175 0 09:00 - 10:00 0 132 67 0 199 0 49 106 0 0 155 0 BREAK

14:00 - 15:00 0 158 74 0 232 0 68 160 0 0 228 0 15:00 - 16:00 0 171 107 0 278 0 83 226 0 0 309 0 16:00 - 17:00 0 221 84 0 305 0 117 388 0 0 505 0 17:00 - 18:00 0 279 102 0 381 0 114 223 0 0 337 0

GRAND TOTAL 0 1623 709 0 2332 0 596 1438 0 0 2034 0 Traffic Count Data Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

North Approach - Oxford Rd 4

Cars Trucks Start Time Total Total Total Peds 06:00 14 0 7 0 21 1 0 8 0 9 0 06:15 12 0 8 0 20 9 0 2 0 11 0 06:30 16 0 19 0 35 2 0 5 0 7 0 06:45 11 0 9 0 20 3 0 4 0 7 0 07:00 9 0 6 0 15 6 0 5 0 11 0 07:15 10 0 8 0 18 4 0 6 0 10 0 07:30 17 0 10 0 27 9 0 7 0 16 0 07:45 17 0 22 0 39 6 0 7 0 13 0 08:00 8 0 13 0 21 6 0 6 0 12 0 08:15 9 0 10 0 19 6 0 5 0 11 0 08:30 13 0 8 0 21 6 0 10 0 16 0 08:45 10 0 11 0 21 3 0 9 0 12 0 09:00 14 0 12 0 26 10 0 15 0 25 0 09:15 11 0 10 0 21 4 0 8 0 12 0 09:30 7 0 9 0 16 4 0 5 0 9 0 09:45 8 0 5 0 13 3 0 9 0 12 0 SUBTOTAL 186 0 167 0 353 82 0 111 0 193 0 Traffic Count Data Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

North Approach - Oxford Rd 4

Cars Trucks Start Time Total Total Total Peds 14:00 11 0 5 0 16 8 0 7 0 15 0 14:15 10 0 16 0 26 9 0 6 0 15 0 14:30 12 0 12 0 24 9 0 4 0 13 0 14:45 11 0 10 0 21 6 0 2 0 8 0 15:00 10 0 11 0 21 3 0 4 0 7 0 15:15 13 0 11 0 24 5 0 4 0 9 0 15:30 26 0 16 0 42 9 0 10 0 19 0 15:45 12 0 30 0 42 12 0 11 0 23 0 16:00 12 0 9 0 21 8 0 7 0 15 0 16:15 15 0 13 0 28 8 0 6 0 14 0 16:30 23 0 20 0 43 7 0 7 0 14 0 16:45 10 0 10 0 20 7 0 6 0 13 0 17:00 17 0 15 0 32 9 0 10 0 19 0 17:15 10 0 15 0 25 6 0 7 0 13 0 17:30 16 0 7 0 23 10 0 4 0 14 0 17:45 10 0 12 0 22 7 0 3 0 10 0 SUBTOTAL 218 0 212 0 430 123 0 98 0 221 0

GRAND TOTAL 404 0 379 0 783 205 0 209 0 414 0 Traffic Count Data Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Parkinson Rd

Cars Trucks Start Time Total Total Total Peds 06:00 0 21 8 0 29 0 24 5 0 29 0 06:15 0 17 9 0 26 0 16 5 0 21 0 06:30 0 60 28 0 88 0 15 9 0 24 0 06:45 0 41 8 0 49 0 28 7 0 35 0 07:00 0 34 9 0 43 0 11 6 0 17 0 07:15 0 46 18 0 64 0 17 10 0 27 0 07:30 0 38 24 0 62 0 17 14 0 31 0 07:45 0 67 21 0 88 0 17 11 0 28 0 08:00 0 44 12 0 56 0 17 9 0 26 0 08:15 0 33 10 0 43 0 13 4 0 17 0 08:30 0 37 19 0 56 0 16 7 0 23 0 08:45 0 21 16 0 37 0 12 6 0 18 0 09:00 0 19 9 0 28 0 13 7 0 20 0 09:15 0 18 9 0 27 0 19 9 0 28 0 09:30 0 20 6 0 26 0 13 7 0 20 0 09:45 0 18 8 0 26 0 12 12 0 24 0 SUBTOTAL 0 534 214 0 748 0 260 128 0 388 0 Traffic Count Data Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Parkinson Rd

Cars Trucks Start Time Total Total Total Peds 14:00 0 16 16 0 32 0 22 6 0 28 0 14:15 0 20 7 0 27 0 17 9 0 26 0 14:30 0 30 9 0 39 0 16 10 0 26 0 14:45 0 28 11 0 39 0 9 6 0 15 0 15:00 0 33 15 0 48 0 13 7 0 20 0 15:15 0 25 6 0 31 0 13 9 0 22 0 15:30 0 34 30 0 64 0 20 13 0 33 0 15:45 0 19 19 0 38 0 14 8 0 22 0 16:00 0 26 20 0 46 0 18 6 0 24 0 16:15 0 33 18 0 51 0 24 8 0 32 0 16:30 0 40 12 0 52 0 21 4 0 25 0 16:45 0 41 10 0 51 0 18 6 0 24 0 17:00 0 51 18 0 69 0 17 6 0 23 0 17:15 0 79 31 0 110 0 31 9 0 40 0 17:30 0 36 13 0 49 0 18 5 0 23 0 17:45 0 32 15 0 47 0 15 5 0 20 0 SUBTOTAL 0 543 250 0 793 0 286 117 0 403 0

GRAND TOTAL 0 1077 464 0 1541 0 546 245 0 791 0 Traffic Count Data Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Parkinson Rd

Cars Trucks Start Time Total Total Total Peds 06:00 11 11 0 0 22 3 11 0 0 14 0 06:15 6 10 0 0 16 4 9 0 0 13 0 06:30 8 14 0 0 22 4 14 0 0 18 0 06:45 7 15 0 0 22 4 10 0 0 14 0 07:00 6 18 0 0 24 8 13 0 0 21 0 07:15 8 20 0 0 28 4 12 0 0 16 0 07:30 7 25 0 0 32 6 16 0 0 22 0 07:45 7 20 0 0 27 5 9 0 0 14 0 08:00 12 18 0 0 30 6 12 0 0 18 0 08:15 17 15 0 0 32 5 9 0 0 14 0 08:30 5 14 0 0 19 9 12 0 0 21 0 08:45 8 12 0 0 20 5 16 0 0 21 0 09:00 6 11 0 0 17 10 25 0 0 35 0 09:15 7 7 0 0 14 4 16 0 0 20 0 09:30 6 5 0 0 11 3 13 0 0 16 0 09:45 4 18 0 0 22 9 11 0 0 20 0 SUBTOTAL 125 233 0 0 358 89 208 0 0 297 0 Traffic Count Data Intersection: Parkinson Rd & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Parkinson Rd

Cars Trucks Start Time Total Total Total Peds 14:00 10 19 0 0 29 9 14 0 0 23 0 14:15 11 20 0 0 31 6 7 0 0 13 0 14:30 9 25 0 0 34 7 16 0 0 23 0 14:45 11 35 0 0 46 5 24 0 0 29 0 15:00 8 30 0 0 38 4 18 0 0 22 0 15:15 15 36 0 0 51 11 17 0 0 28 0 15:30 19 48 0 0 67 9 17 0 0 26 0 15:45 5 46 0 0 51 12 14 0 0 26 0 16:00 20 93 0 0 113 8 33 0 0 41 0 16:15 22 59 0 0 81 7 14 0 0 21 0 16:30 18 99 0 0 117 7 12 0 0 19 0 16:45 24 55 0 0 79 11 23 0 0 34 0 17:00 34 74 0 0 108 7 16 0 0 23 0 17:15 35 43 0 0 78 6 10 0 0 16 0 17:30 14 42 0 0 56 6 12 0 0 18 0 17:45 7 20 0 0 27 5 6 0 0 11 0 SUBTOTAL 262 744 0 0 1006 120 253 0 0 373 0

GRAND TOTAL 387 977 0 0 1364 209 461 0 0 670 0 Peak Hour Diagram

Specified Period One Hour Peak From: 06:00:00 From: 07:15:00 To: 10:00:00 To: 08:15:00

Intersection: Parkinson Rd & Oxford Rd 4 Site ID: 1924400003 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Parkinson Rd runs E/W

North Approach Oxford Rd 4 East Approach Out In Total Out In Total  26 25 0  105 109 214  53 52 0  270 135 405   51 65 116 Totals 79 77 0 112 74 186 156 174 330 382 209 591

Peds: 0 Parkinson Rd Parkinson Rd

  Totals Peds: 0 Totals   0 0 0 0 0 0

21 34 55 Peds: 0 119 75 44 49 83 132 263 195 68

Peds: 0

West Approach Out In Total  117 248 365  70 94 164 187 342 529

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Parkinson Rd & Oxford Rd 4 Count Date: Jul 11, 2019 Period: 06:00 - 10:00

Peak Hour Data (07:15 - 08:15)

North Approach East Approach West Approach Oxford Rd 4 South Approach Parkinson Rd Parkinson Rd Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

07:15 14 14 0 0 28 0 63 28 0 0 91 12 32 0 0 44 163 07:30 26 17 0 0 43 0 55 38 0 0 93 13 41 0 0 54 190 07:45 23 29 0 0 52 0 84 32 0 0 116 12 29 0 0 41 209 08:00 14 19 0 0 33 0 61 21 0 0 82 18 30 0 0 48 163 Grand Total 77 79 0 0 156 0 0 263 119 0 0 382 55 132 0 0 187 725

Approach 49.4 50.6 0 - - 68.8 31.2 0 - 29.4 70.6 0 - % Totals % 10.6 10.9 0 21.5 0 36.3 16.4 0 52.7 7.6 18.2 0 25.8

PHF 0.74 0.68 0 0.75 0 0.78 0.78 0 0.82 0.76 0.8 0 0.87 0.87 Cars 52 53 0 105 0 195 75 0 270 34 83 0 117 492 % Cars 67.5 67.1 0 67.3 0 74.1 63 0 70.7 61.8 62.9 0 62.6 67.9 Trucks 25 26 0 51 0 68 44 0 112 21 49 0 70 233 % Trucks 32.5 32.9 0 32.7 0 25.9 37 0 29.3 38.2 37.1 0 37.4 32.1 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Peak Hour Diagram

Specified Period One Hour Peak From: 14:00:00 From: 16:30:00 To: 18:00:00 To: 17:30:00

Intersection: Parkinson Rd & Oxford Rd 4 Site ID: 1924400003 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Parkinson Rd runs E/W

North Approach Oxford Rd 4 East Approach Out In Total Out In Total  30 29 0  120 182 302  60 60 0  282 331 613   59 56 115 Totals 90 89 0 112 90 202 179 238 417 394 421 815

Peds: 0 Parkinson Rd Parkinson Rd

  Totals Peds: 0 Totals   0 0 0 0 0 0

31 111 142 Peds: 0 96 71 25 61 271 332 298 211 87

Peds: 0

West Approach Out In Total  382 271 653  92 117 209 474 388 862

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Parkinson Rd & Oxford Rd 4 Count Date: Jul 11, 2019 Period: 14:00 - 18:00

Peak Hour Data (16:30 - 17:30)

North Approach East Approach West Approach Oxford Rd 4 South Approach Parkinson Rd Parkinson Rd Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

16:30 30 27 0 0 57 0 61 16 0 0 77 25 111 0 0 136 270 16:45 17 16 0 0 33 0 59 16 0 0 75 35 78 0 0 113 221 17:00 26 25 0 0 51 0 68 24 0 0 92 41 90 0 0 131 274 17:15 16 22 0 0 38 0 110 40 0 0 150 41 53 0 0 94 282 Grand Total 89 90 0 0 179 0 0 298 96 0 0 394 142 332 0 0 474 1047

Approach 49.7 50.3 0 - - 75.6 24.4 0 - 30 70 0 - % Totals % 8.5 8.6 0 17.1 0 28.5 9.2 0 37.6 13.6 31.7 0 45.3

PHF 0.74 0.83 0 0.79 0 0.68 0.6 0 0.66 0.87 0.75 0 0.87 0.93 Cars 60 60 0 120 0 211 71 0 282 111 271 0 382 784 % Cars 67.4 66.7 0 67 0 70.8 74 0 71.6 78.2 81.6 0 80.6 74.9 Trucks 29 30 0 59 0 87 25 0 112 31 61 0 92 263 % Trucks 32.6 33.3 0 33 0 29.2 26 0 28.4 21.8 18.4 0 19.4 25.1 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Project #19244 - AECOM

Intersection Count Report

Intersection: Parkinson Rd & Commerce Way

Municipality: Woodstock

Count Date: Jul 11, 2019

Site Code: 1924400004

Count Categories: Cars, Trucks, Pedestrians

Count Period: 06:00-10:00, 14:00-18:00

Weather: Clear Traffic Count Map Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019 Traffic Count Summary Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019

Commerce Way - Traffic Summary

North Approach Totals South Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 0 0 0 0 0 0 3 0 3 0 6 0 07:00 - 08:00 0 0 0 0 0 0 3 0 0 0 3 0 08:00 - 09:00 0 0 0 0 0 0 0 0 2 0 2 0 09:00 - 10:00 0 0 0 0 0 0 8 0 3 0 11 0 BREAK

14:00 - 15:00 0 0 0 0 0 0 8 0 7 0 15 0 15:00 - 16:00 0 0 0 0 0 0 6 0 21 0 27 0 16:00 - 17:00 0 0 0 0 0 0 3 0 12 0 15 0 17:00 - 18:00 0 0 0 0 0 0 2 0 4 0 6 0

GRAND TOTAL 0 0 0 0 0 0 33 0 52 0 85 0 Traffic Count Summary Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019

Parkinson Rd - Traffic Summary

East Approach Totals West Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 33 251 0 0 284 0 0 138 4 0 142 0 07:00 - 08:00 9 309 0 0 318 0 0 184 5 0 189 0 08:00 - 09:00 3 262 0 0 265 0 0 173 0 0 173 0 09:00 - 10:00 5 200 0 0 205 0 0 152 4 0 156 0 BREAK

14:00 - 15:00 6 214 0 0 220 0 0 221 8 0 229 0 15:00 - 16:00 0 268 0 0 268 0 0 288 2 0 290 0 16:00 - 17:00 3 296 0 0 299 0 0 493 0 0 493 0 17:00 - 18:00 0 352 0 0 352 0 0 333 2 0 335 0

GRAND TOTAL 59 2152 0 0 2211 0 0 1982 25 0 2007 0 Traffic Count Data Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Commerce Way

Cars Trucks Start Time Total Total Total Peds 06:00 0 0 0 0 0 1 0 0 0 1 0 06:15 0 0 0 0 0 0 0 0 0 0 0 06:30 0 0 0 0 0 0 0 0 0 0 0 06:45 1 0 2 0 3 1 0 1 0 2 0 07:00 0 0 0 0 0 1 0 0 0 1 0 07:15 1 0 0 0 1 0 0 0 0 0 0 07:30 0 0 0 0 0 0 0 0 0 0 0 07:45 0 0 0 0 0 1 0 0 0 1 0 08:00 0 0 0 0 0 0 0 0 0 0 0 08:15 0 0 0 0 0 0 0 0 0 0 0 08:30 0 0 0 0 0 0 0 1 0 1 0 08:45 0 0 0 0 0 0 0 1 0 1 0 09:00 1 0 1 0 2 1 0 1 0 2 0 09:15 0 0 0 0 0 0 0 0 0 0 0 09:30 1 0 0 0 1 1 0 0 0 1 0 09:45 0 0 0 0 0 4 0 1 0 5 0 SUBTOTAL 4 0 3 0 7 10 0 5 0 15 0 Traffic Count Data Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Commerce Way

Cars Trucks Start Time Total Total Total Peds 14:00 1 0 0 0 1 2 0 0 0 2 0 14:15 0 0 2 0 2 2 0 0 0 2 0 14:30 1 0 1 0 2 1 0 0 0 1 0 14:45 0 0 3 0 3 1 0 1 0 2 0 15:00 1 0 6 0 7 2 0 2 0 4 0 15:15 0 0 4 0 4 1 0 4 0 5 0 15:30 1 0 1 0 2 0 0 1 0 1 0 15:45 0 0 1 0 1 1 0 2 0 3 0 16:00 1 0 2 0 3 0 0 0 0 0 0 16:15 1 0 2 0 3 0 0 2 0 2 0 16:30 0 0 0 0 0 0 0 0 0 0 0 16:45 1 0 3 0 4 0 0 3 0 3 0 17:00 1 0 0 0 1 0 0 1 0 1 0 17:15 0 0 1 0 1 1 0 1 0 2 0 17:30 0 0 0 0 0 0 0 0 0 0 0 17:45 0 0 1 0 1 0 0 0 0 0 0 SUBTOTAL 8 0 27 0 35 11 0 17 0 28 0

GRAND TOTAL 12 0 30 0 42 21 0 22 0 43 0 Traffic Count Data Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Parkinson Rd

Cars Trucks Start Time Total Total Total Peds 06:00 0 28 0 0 28 1 31 0 0 32 0 06:15 3 22 0 0 25 1 17 0 0 18 0 06:30 9 70 0 0 79 5 15 0 0 20 0 06:45 8 42 0 0 50 6 26 0 0 32 0 07:00 4 36 0 0 40 2 14 0 0 16 0 07:15 0 54 0 0 54 0 23 0 0 23 0 07:30 0 48 0 0 48 1 23 0 0 24 0 07:45 1 88 0 0 89 1 23 0 0 24 0 08:00 1 56 0 0 57 0 23 0 0 23 0 08:15 2 41 0 0 43 0 18 0 0 18 0 08:30 0 45 0 0 45 0 26 0 0 26 0 08:45 0 32 0 0 32 0 21 0 0 21 0 09:00 0 31 0 0 31 1 27 0 0 28 0 09:15 0 28 0 0 28 2 25 0 0 27 0 09:30 0 29 0 0 29 2 16 0 0 18 0 09:45 0 23 0 0 23 0 21 0 0 21 0 SUBTOTAL 28 673 0 0 701 22 349 0 0 371 0 Traffic Count Data Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Parkinson Rd

Cars Trucks Start Time Total Total Total Peds 14:00 1 20 0 0 21 0 29 0 0 29 0 14:15 0 36 0 0 36 0 23 0 0 23 0 14:30 2 40 0 0 42 1 19 0 0 20 0 14:45 2 36 0 0 38 0 11 0 0 11 0 15:00 0 44 0 0 44 0 17 0 0 17 0 15:15 0 36 0 0 36 0 17 0 0 17 0 15:30 0 50 0 0 50 0 30 0 0 30 0 15:45 0 49 0 0 49 0 25 0 0 25 0 16:00 0 35 0 0 35 0 25 0 0 25 0 16:15 1 45 0 0 46 0 30 0 0 30 0 16:30 1 59 0 0 60 0 28 0 0 28 0 16:45 0 51 0 0 51 1 23 0 0 24 0 17:00 0 66 0 0 66 0 27 0 0 27 0 17:15 0 94 0 0 94 0 38 0 0 38 0 17:30 0 43 0 0 43 0 22 0 0 22 0 17:45 0 44 0 0 44 0 18 0 0 18 0 SUBTOTAL 7 748 0 0 755 2 382 0 0 384 0

GRAND TOTAL 35 1421 0 0 1456 24 731 0 0 755 0 Traffic Count Data Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Parkinson Rd

Cars Trucks Start Time Total Total Total Peds 06:00 0 22 1 0 23 0 14 0 0 14 0 06:15 0 16 1 0 17 0 13 0 0 13 0 06:30 0 22 1 0 23 0 18 0 0 18 0 06:45 0 20 1 0 21 0 13 0 0 13 0 07:00 0 24 1 0 25 0 21 0 0 21 0 07:15 0 28 1 0 29 0 16 0 0 16 0 07:30 0 32 2 0 34 0 22 0 0 22 0 07:45 0 27 1 0 28 0 14 0 0 14 0 08:00 0 30 0 0 30 0 18 0 0 18 0 08:15 0 32 0 0 32 0 14 0 0 14 0 08:30 0 19 0 0 19 0 20 0 0 20 0 08:45 0 20 0 0 20 0 20 0 0 20 0 09:00 0 16 0 0 16 0 34 1 0 35 0 09:15 0 14 0 0 14 0 20 1 0 21 0 09:30 0 11 0 0 11 0 16 2 0 18 0 09:45 0 22 0 0 22 0 19 0 0 19 0 SUBTOTAL 0 355 9 0 364 0 292 4 0 296 0 Traffic Count Data Intersection: Parkinson Rd & Commerce Way Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Parkinson Rd

Cars Trucks Start Time Total Total Total Peds 14:00 0 29 2 0 31 0 23 0 0 23 0 14:15 0 29 2 0 31 0 13 0 0 13 0 14:30 0 33 2 0 35 0 23 1 0 24 0 14:45 0 43 0 0 43 0 28 1 0 29 0 15:00 0 32 1 0 33 0 20 0 0 20 0 15:15 0 47 1 0 48 0 24 0 0 24 0 15:30 0 66 0 0 66 0 25 0 0 25 0 15:45 0 50 0 0 50 0 24 0 0 24 0 16:00 0 111 0 0 111 0 41 0 0 41 0 16:15 0 79 0 0 79 0 19 0 0 19 0 16:30 0 117 0 0 117 0 19 0 0 19 0 16:45 0 76 0 0 76 0 31 0 0 31 0 17:00 0 108 0 0 108 0 22 0 0 22 0 17:15 0 77 0 0 77 0 15 0 0 15 0 17:30 0 56 0 0 56 0 18 2 0 20 0 17:45 0 26 0 0 26 0 11 0 0 11 0 SUBTOTAL 0 979 8 0 987 0 356 4 0 360 0

GRAND TOTAL 0 1334 17 0 1351 0 648 8 0 656 0 Peak Hour Diagram

Specified Period One Hour Peak From: 06:00:00 From: 07:15:00 To: 10:00:00 To: 08:15:00

Intersection: Parkinson Rd & Commerce Way Site ID: 1924400004 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Parkinson Rd runs E/W

East Approach Out In Total  248 117 365  94 70 164 342 187 529

Peds: 0 Parkinson Rd Parkinson Rd

  Totals Peds: 0 Totals   0 0 0 0 0 0 Peds: 0 70 117 187 338 246 92 0 4 4 4 2 2 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 2 0 0  121 247 368  1 6 7  1 0 0  70 93 163  1 2 3  1 0 0 191 340 531 2 8 10

Commerce Way

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Parkinson Rd & Commerce Way Count Date: Jul 11, 2019 Period: 06:00 - 10:00

Peak Hour Data (07:15 - 08:15)

South Approach East Approach West Approach North Approach Commerce Way Parkinson Rd Parkinson Rd Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

07:15 0 1 0 0 0 1 0 77 0 0 77 44 1 0 0 45 123 07:30 0 0 0 0 0 0 1 71 0 0 72 54 2 0 0 56 128 07:45 0 1 0 0 0 1 2 111 0 0 113 41 1 0 0 42 156 08:00 0 0 0 0 0 0 1 79 0 0 80 48 0 0 0 48 128 Grand Total 0 0 2 0 0 0 2 4 338 0 0 342 187 4 0 0 191 535

Approach - 100 0 0 - 1.2 98.8 0 - 97.9 2.1 0 - % Totals % 0 0.4 0 0 0.4 0.7 63.2 0 63.9 35 0.7 0 35.7

PHF 0 0.5 0 0 0.5 0.5 0.76 0 0.76 0.87 0.5 0 0.85 0.86 Cars 0 1 0 0 1 2 246 0 248 117 4 0 121 370 % Cars 0 50 0 0 50 50 72.8 0 72.5 62.6 100 0 63.4 69.2 Trucks 0 1 0 0 1 2 92 0 94 70 0 0 70 165 % Trucks 0 50 0 0 50 50 27.2 0 27.5 37.4 0 0 36.6 30.8 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Peak Hour Diagram

Specified Period One Hour Peak From: 14:00:00 From: 16:30:00 To: 18:00:00 To: 17:30:00

Intersection: Parkinson Rd & Commerce Way Site ID: 1924400004 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Parkinson Rd runs E/W

East Approach Out In Total  271 382 653  117 92 209 388 474 862

Peds: 0 Parkinson Rd Parkinson Rd

  Totals Peds: 0 Totals   0 0 0 0 0 0 Peds: 0 87 378 465 386 270 116 0 0 0 2 1 1 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 3 9 0  378 272 650  6 1 7  2 4 0  87 117 204  6 1 7  1 5 0 465 389 854 12 2 14

Commerce Way

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Parkinson Rd & Commerce Way Count Date: Jul 11, 2019 Period: 14:00 - 18:00

Peak Hour Data (16:30 - 17:30)

South Approach East Approach West Approach North Approach Commerce Way Parkinson Rd Parkinson Rd Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

16:30 0 0 0 0 0 0 1 87 0 0 88 136 0 0 0 136 224 16:45 0 1 6 0 0 7 1 74 0 0 75 107 0 0 0 107 189 17:00 0 1 1 0 0 2 0 93 0 0 93 130 0 0 0 130 225 17:15 0 1 2 0 0 3 0 132 0 0 132 92 0 0 0 92 227 Grand Total 0 0 3 9 0 0 12 2 386 0 0 388 465 0 0 0 465 865

Approach - 25 75 0 - 0.5 99.5 0 - 100 0 0 - % Totals % 0 0.3 1 0 1.4 0.2 44.6 0 44.9 53.8 0 0 53.8

PHF 0 0.75 0.38 0 0.43 0.5 0.73 0 0.73 0.85 0 0 0.85 0.95 Cars 0 2 4 0 6 1 270 0 271 378 0 0 378 655 % Cars 0 66.7 44.4 0 50 50 69.9 0 69.8 81.3 0 0 81.3 75.7 Trucks 0 1 5 0 6 1 116 0 117 87 0 0 87 210 % Trucks 0 33.3 55.6 0 50 50 30.1 0 30.2 18.7 0 0 18.7 24.3 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Project #19244 - AECOM

Intersection Count Report

Intersection: Towerline Rd & Middletown Line

Municipality: Woodstock

Count Date: Jul 11, 2019

Site Code: 1924400005

Count Categories: Cars, Trucks, Pedestrians

Count Period: 06:00-10:00, 14:00-18:00

Weather: Clear Traffic Count Map Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019 Traffic Count Summary Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019

Middletown Line - Traffic Summary

North Approach Totals South Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 0 0 0 0 0 0 26 0 1 0 27 0 07:00 - 08:00 0 0 0 0 0 0 44 0 2 0 46 0 08:00 - 09:00 0 0 0 0 0 0 53 0 5 0 58 0 09:00 - 10:00 0 0 0 0 0 0 31 0 2 0 33 0 BREAK

14:00 - 15:00 0 0 0 0 0 0 33 0 6 0 39 0 15:00 - 16:00 0 0 0 0 0 0 63 0 10 0 73 0 16:00 - 17:00 0 0 0 0 0 0 52 0 13 0 65 0 17:00 - 18:00 0 0 0 0 0 0 59 0 9 0 68 0

GRAND TOTAL 0 0 0 0 0 0 361 0 48 0 409 0 Traffic Count Summary Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019

Towerline Rd - Traffic Summary

East Approach Totals West Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 12 122 0 0 134 0 1 55 33 0 89 0 07:00 - 08:00 11 158 0 0 169 0 0 62 30 0 92 0 08:00 - 09:00 5 120 0 0 125 0 0 66 16 0 82 0 09:00 - 10:00 2 88 0 0 90 0 0 71 21 0 92 0 BREAK

14:00 - 15:00 9 106 0 0 115 0 0 96 36 0 132 0 15:00 - 16:00 7 111 0 0 118 0 0 153 40 0 193 0 16:00 - 17:00 8 129 0 0 137 0 0 194 67 0 261 0 17:00 - 18:00 10 163 0 0 173 0 0 154 40 0 194 0

GRAND TOTAL 64 997 0 0 1061 0 1 851 283 0 1135 0 Traffic Count Data Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Middletown Line

Cars Trucks Start Time Total Total Total Peds 06:00 5 0 0 0 5 3 0 0 0 3 0 06:15 3 0 0 0 3 1 0 0 0 1 0 06:30 4 0 1 0 5 2 0 0 0 2 0 06:45 4 0 0 0 4 4 0 0 0 4 0 07:00 3 0 0 0 3 2 0 0 0 2 0 07:15 10 0 0 0 10 9 0 0 0 9 0 07:30 7 0 1 0 8 3 0 0 0 3 0 07:45 8 0 0 0 8 2 0 1 0 3 0 08:00 7 0 2 0 9 5 0 0 0 5 0 08:15 10 0 1 0 11 6 0 0 0 6 0 08:30 9 0 2 0 11 2 0 0 0 2 0 08:45 10 0 0 0 10 4 0 0 0 4 0 09:00 5 0 1 0 6 6 0 0 0 6 0 09:15 3 0 0 0 3 2 0 0 0 2 0 09:30 0 0 1 0 1 5 0 0 0 5 0 09:45 7 0 0 0 7 3 0 0 0 3 0 SUBTOTAL 95 0 9 0 104 59 0 1 0 60 0 Traffic Count Data Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Middletown Line

Cars Trucks Start Time Total Total Total Peds 14:00 8 0 1 0 9 2 0 0 0 2 0 14:15 5 0 2 0 7 1 0 0 0 1 0 14:30 6 0 1 0 7 3 0 0 0 3 0 14:45 4 0 0 0 4 4 0 2 0 6 0 15:00 8 0 0 0 8 3 0 0 0 3 0 15:15 3 0 3 0 6 3 0 0 0 3 0 15:30 22 0 3 0 25 14 0 2 0 16 0 15:45 9 0 1 0 10 1 0 1 0 2 0 16:00 12 0 4 0 16 2 0 0 0 2 0 16:15 7 0 2 0 9 3 0 1 0 4 0 16:30 13 0 2 0 15 3 0 1 0 4 0 16:45 8 0 1 0 9 4 0 2 0 6 0 17:00 23 0 4 0 27 5 0 0 0 5 0 17:15 10 0 0 0 10 3 0 2 0 5 0 17:30 6 0 2 0 8 4 0 0 0 4 0 17:45 5 0 1 0 6 3 0 0 0 3 0 SUBTOTAL 149 0 27 0 176 58 0 11 0 69 0

GRAND TOTAL 244 0 36 0 280 117 0 12 0 129 0 Traffic Count Data Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Towerline Rd

Cars Trucks Start Time Total Total Total Peds 06:00 2 10 0 0 12 1 5 0 0 6 0 06:15 5 14 0 0 19 0 10 0 0 10 0 06:30 2 30 0 0 32 0 13 0 0 13 0 06:45 0 25 0 0 25 2 15 0 0 17 0 07:00 0 19 0 0 19 0 8 0 0 8 0 07:15 3 29 0 0 32 0 8 0 0 8 0 07:30 2 26 0 0 28 0 13 0 0 13 0 07:45 6 41 0 0 47 0 14 0 0 14 0 08:00 0 19 0 0 19 0 10 0 0 10 0 08:15 1 27 0 0 28 0 10 0 0 10 0 08:30 0 23 0 0 23 1 8 0 0 9 0 08:45 2 19 0 0 21 1 4 0 0 5 0 09:00 1 14 0 0 15 0 5 0 0 5 0 09:15 0 14 0 0 14 0 15 0 0 15 0 09:30 0 17 0 0 17 0 4 0 0 4 0 09:45 0 12 0 0 12 1 7 0 0 8 0 SUBTOTAL 24 339 0 0 363 6 149 0 0 155 0 Traffic Count Data Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Towerline Rd

Cars Trucks Start Time Total Total Total Peds 14:00 1 13 0 0 14 3 7 0 0 10 0 14:15 3 17 0 0 20 0 10 0 0 10 0 14:30 1 19 0 0 20 1 9 0 0 10 0 14:45 0 22 0 0 22 0 9 0 0 9 0 15:00 3 22 0 0 25 1 7 0 0 8 0 15:15 0 19 0 0 19 1 11 0 0 12 0 15:30 2 20 0 0 22 0 8 0 0 8 0 15:45 0 20 0 0 20 0 4 0 0 4 0 16:00 1 15 0 0 16 0 6 0 0 6 0 16:15 0 22 0 0 22 1 16 0 0 17 0 16:30 1 24 0 0 25 0 7 0 0 7 0 16:45 5 33 0 0 38 0 6 0 0 6 0 17:00 2 33 0 0 35 2 9 0 0 11 0 17:15 2 34 0 0 36 1 19 0 0 20 0 17:30 0 30 0 0 30 2 10 0 0 12 0 17:45 0 15 0 0 15 1 13 0 0 14 0 SUBTOTAL 21 358 0 0 379 13 151 0 0 164 0

GRAND TOTAL 45 697 0 0 742 19 300 0 0 319 0 Traffic Count Data Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Towerline Rd

Cars Trucks Start Time Total Total Total Peds 06:00 0 4 4 0 8 0 3 1 0 4 0 06:15 0 8 5 0 13 0 7 2 0 9 0 06:30 0 12 8 0 20 1 1 5 0 7 0 06:45 0 13 5 0 18 0 7 3 0 10 0 07:00 0 13 0 0 13 0 4 0 0 4 0 07:15 0 3 2 0 5 0 3 2 0 5 0 07:30 0 15 11 0 26 0 6 1 0 7 0 07:45 0 14 10 0 24 0 4 4 0 8 0 08:00 0 13 2 0 15 0 6 0 0 6 0 08:15 0 12 2 0 14 0 2 1 0 3 0 08:30 0 13 3 0 16 0 5 4 0 9 0 08:45 0 9 2 0 11 0 6 2 0 8 0 09:00 0 9 5 0 14 0 13 2 0 15 0 09:15 0 11 5 0 16 0 9 1 0 10 0 09:30 0 6 2 0 8 0 5 2 0 7 0 09:45 0 11 1 0 12 0 7 3 0 10 0 SUBTOTAL 0 166 67 0 233 1 88 33 0 122 0 Traffic Count Data Intersection: Towerline Rd & Middletown Line Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Towerline Rd

Cars Trucks Start Time Total Total Total Peds 14:00 0 14 6 0 20 0 4 2 0 6 0 14:15 0 23 8 0 31 0 2 1 0 3 0 14:30 0 22 6 0 28 0 3 2 0 5 0 14:45 0 19 9 0 28 0 9 2 0 11 0 15:00 0 32 5 0 37 0 12 5 0 17 0 15:15 0 27 5 0 32 0 4 3 0 7 0 15:30 0 26 8 0 34 0 8 4 0 12 0 15:45 0 31 6 0 37 0 13 4 0 17 0 16:00 0 43 8 0 51 0 15 6 0 21 0 16:15 0 31 11 0 42 0 15 7 0 22 0 16:30 0 39 11 0 50 0 6 5 0 11 0 16:45 0 34 12 0 46 0 11 7 0 18 0 17:00 0 35 12 0 47 0 15 3 0 18 0 17:15 0 28 5 0 33 0 9 5 0 14 0 17:30 0 29 6 0 35 0 13 4 0 17 0 17:45 0 20 3 0 23 0 5 2 0 7 0 SUBTOTAL 0 453 121 0 574 0 144 62 0 206 0

GRAND TOTAL 0 619 188 0 807 1 232 95 0 328 0 Peak Hour Diagram

Specified Period One Hour Peak From: 06:00:00 From: 07:30:00 To: 10:00:00 To: 08:30:00

Intersection: Towerline Rd & Middletown Line Site ID: 1924400005 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Towerline Rd runs E/W

East Approach Out In Total  122 58 180  47 19 66 169 77 246

Peds: 0 Towerline Rd Towerline Rd

  Totals Peds: 0 Totals   0 0 0 0 0 0 Peds: 0 18 54 72 160 113 47 6 25 31 9 9 0 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 48 5 0  79 145 224  36 34 70  32 4 0  24 63 87  17 6 23  16 1 0 103 208 311 53 40 93

Middletown Line

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Towerline Rd & Middletown Line Count Date: Jul 11, 2019 Period: 06:00 - 10:00

Peak Hour Data (07:30 - 08:30)

South Approach East Approach West Approach North Approach Middletown Line Towerline Rd Towerline Rd Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

07:30 0 10 1 0 0 11 2 39 0 0 41 21 12 0 0 33 85 07:45 0 10 1 0 0 11 6 55 0 0 61 18 14 0 0 32 104 08:00 0 12 2 0 0 14 0 29 0 0 29 19 2 0 0 21 64 08:15 0 16 1 0 0 17 1 37 0 0 38 14 3 0 0 17 72 Grand Total 0 0 48 5 0 0 53 9 160 0 0 169 72 31 0 0 103 325

Approach - 90.6 9.4 0 - 5.3 94.7 0 - 69.9 30.1 0 - % Totals % 0 14.8 1.5 0 16.3 2.8 49.2 0 52 22.2 9.5 0 31.7

PHF 0 0.75 0.63 0 0.78 0.38 0.73 0 0.69 0.86 0.55 0 0.78 0.78 Cars 0 32 4 0 36 9 113 0 122 54 25 0 79 237 % Cars 0 66.7 80 0 67.9 100 70.6 0 72.2 75 80.6 0 76.7 72.9 Trucks 0 16 1 0 17 0 47 0 47 18 6 0 24 88 % Trucks 0 33.3 20 0 32.1 0 29.4 0 27.8 25 19.4 0 23.3 27.1 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Peak Hour Diagram

Specified Period One Hour Peak From: 14:00:00 From: 16:30:00 To: 18:00:00 To: 17:30:00

Intersection: Towerline Rd & Middletown Line Site ID: 1924400005 Weather conditions: Count Date: Jul 11, 2019

** Unsignalized Intersection ** Major Road: Towerline Rd runs E/W

East Approach Out In Total  134 143 277  44 46 90 178 189 367

Peds: 0 Towerline Rd Towerline Rd

  Totals Peds: 0 Totals   0 0 0 0 0 0 Peds: 0 41 136 177 165 124 41 20 40 60 13 10 3 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 69 12 0  176 178 354  61 50 111  54 7 0  61 56 117  20 23 43  15 5 0 237 234 471 81 73 154

Middletown Line

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Towerline Rd & Middletown Line Count Date: Jul 11, 2019 Period: 14:00 - 18:00

Peak Hour Data (16:30 - 17:30)

South Approach East Approach West Approach North Approach Middletown Line Towerline Rd Towerline Rd Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

16:30 0 16 3 0 0 19 1 31 0 0 32 45 16 0 0 61 112 16:45 0 12 3 0 0 15 5 39 0 0 44 45 19 0 0 64 123 17:00 0 28 4 0 0 32 4 42 0 0 46 50 15 0 0 65 143 17:15 0 13 2 0 0 15 3 53 0 0 56 37 10 0 0 47 118 Grand Total 0 0 69 12 0 0 81 13 165 0 0 178 177 60 0 0 237 496

Approach - 85.2 14.8 0 - 7.3 92.7 0 - 74.7 25.3 0 - % Totals % 0 13.9 2.4 0 16.3 2.6 33.3 0 35.9 35.7 12.1 0 47.8

PHF 0 0.62 0.75 0 0.63 0.65 0.78 0 0.79 0.89 0.79 0 0.91 0.87 Cars 0 54 7 0 61 10 124 0 134 136 40 0 176 371 % Cars 0 78.3 58.3 0 75.3 76.9 75.2 0 75.3 76.8 66.7 0 74.3 74.8 Trucks 0 15 5 0 20 3 41 0 44 41 20 0 61 125 % Trucks 0 21.7 41.7 0 24.7 23.1 24.8 0 24.7 23.2 33.3 0 25.7 25.2 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Project #19244 - AECOM

Intersection Count Report

Intersection: Dundas St & Township Rd 2-Commercial Access

Municipality: Woodstock

Count Date: Jul 11, 2019

Site Code: 1924400006

Count Categories: Cars, Trucks, Pedestrians

Count Period: 06:00-10:00, 14:00-18:00

Weather: Clear Traffic Count Map Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019 Traffic Count Summary Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

Township Rd 2 - Traffic Summary

North Approach Totals South Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 31 3 28 0 62 0 4 2 9 0 15 0 07:00 - 08:00 3 0 13 0 16 0 6 0 17 0 23 0 08:00 - 09:00 3 0 15 0 18 0 11 0 23 0 34 0 09:00 - 10:00 8 0 7 0 15 0 11 0 14 0 25 0 BREAK

14:00 - 15:00 64 1 53 0 118 0 15 0 10 0 25 0 15:00 - 16:00 512 10 380 0 902 0 11 0 25 0 36 0 16:00 - 17:00 232 8 207 0 447 0 19 1 23 0 43 0 17:00 - 18:00 46 1 30 0 77 0 11 4 20 0 35 1

GRAND TOTAL 899 23 733 0 1655 0 88 7 141 0 236 1 Traffic Count Summary Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

Dundas St - Traffic Summary

East Approach Totals West Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 2 253 109 0 364 0 66 408 12 0 486 0 07:00 - 08:00 7 401 62 0 470 0 27 472 25 0 524 1 08:00 - 09:00 5 433 12 0 450 0 12 385 28 0 425 0 09:00 - 10:00 12 350 14 0 376 0 11 327 22 0 360 0 BREAK

14:00 - 15:00 10 442 15 0 467 0 22 418 29 0 469 0 15:00 - 16:00 8 492 26 0 526 0 29 507 25 0 561 1 16:00 - 17:00 14 710 233 0 957 0 156 615 25 0 796 0 17:00 - 18:00 6 664 368 0 1038 0 293 527 16 0 836 0

GRAND TOTAL 64 3745 839 0 4648 0 616 3659 182 0 4457 2 Traffic Count Data Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

North Approach - Township Rd 2

Cars Trucks Start Time Total Total Total Peds 06:00 1 0 7 0 8 0 0 0 0 0 0 06:15 3 0 1 0 4 1 0 0 0 1 0 06:30 21 1 11 0 33 0 0 0 0 0 0 06:45 4 2 8 0 14 1 0 1 0 2 0 07:00 0 0 5 0 5 1 0 0 0 1 0 07:15 2 0 1 0 3 0 0 0 0 0 0 07:30 0 0 3 0 3 0 0 0 0 0 0 07:45 0 0 4 0 4 0 0 0 0 0 0 08:00 0 0 4 0 4 0 0 1 0 1 0 08:15 0 0 4 0 4 0 0 0 0 0 0 08:30 1 0 1 0 2 1 0 0 0 1 0 08:45 1 0 5 0 6 0 0 0 0 0 0 09:00 0 0 0 0 0 0 0 0 0 0 0 09:15 4 0 0 0 4 0 0 1 0 1 0 09:30 2 0 4 0 6 0 0 0 0 0 0 09:45 1 0 1 0 2 1 0 1 0 2 0 SUBTOTAL 40 3 59 0 102 5 0 4 0 9 0 Traffic Count Data Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

North Approach - Township Rd 2

Cars Trucks Start Time Total Total Total Peds 14:00 2 0 0 0 2 0 0 0 0 0 0 14:15 3 0 6 0 9 0 0 1 0 1 0 14:30 26 0 12 0 38 3 1 4 0 8 0 14:45 25 0 22 0 47 5 0 8 0 13 0 15:00 17 0 15 0 32 5 0 5 0 10 0 15:15 6 0 11 0 17 4 0 1 0 5 0 15:30 35 2 29 0 66 3 0 1 0 4 0 15:45 378 6 267 0 651 64 2 51 0 117 0 16:00 125 6 122 0 253 32 0 21 0 53 0 16:15 35 2 22 0 59 10 0 10 0 20 0 16:30 16 0 16 0 32 3 0 6 0 9 0 16:45 10 0 7 0 17 1 0 3 0 4 0 17:00 8 0 5 0 13 2 0 0 0 2 0 17:15 13 0 14 0 27 0 0 0 0 0 0 17:30 14 1 7 0 22 1 0 0 0 1 0 17:45 8 0 4 0 12 0 0 0 0 0 0 SUBTOTAL 721 17 559 0 1297 133 3 111 0 247 0

GRAND TOTAL 761 20 618 0 1399 138 3 115 0 256 0 Traffic Count Data Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Commercial Access

Cars Trucks Start Time Total Total Total Peds 06:00 2 1 0 0 3 0 1 1 0 2 0 06:15 0 0 4 0 4 0 0 1 0 1 0 06:30 2 0 2 0 4 0 0 0 0 0 0 06:45 0 0 1 0 1 0 0 0 0 0 0 07:00 0 0 4 0 4 0 0 0 0 0 0 07:15 2 0 4 0 6 0 0 0 0 0 0 07:30 1 0 5 0 6 0 0 1 0 1 0 07:45 2 0 2 0 4 1 0 1 0 2 0 08:00 1 0 5 0 6 0 0 0 0 0 0 08:15 2 0 5 0 7 1 0 1 0 2 0 08:30 3 0 4 0 7 0 0 0 0 0 0 08:45 1 0 5 0 6 3 0 3 0 6 0 09:00 2 0 3 0 5 0 0 1 0 1 0 09:15 2 0 3 0 5 0 0 0 0 0 0 09:30 3 0 3 0 6 1 0 2 0 3 0 09:45 3 0 2 0 5 0 0 0 0 0 0 SUBTOTAL 26 1 52 0 79 6 1 11 0 18 0 Traffic Count Data Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Commercial Access

Cars Trucks Start Time Total Total Total Peds 14:00 1 0 2 0 3 0 0 0 0 0 0 14:15 4 0 4 0 8 2 0 1 0 3 0 14:30 2 0 2 0 4 1 0 0 0 1 0 14:45 5 0 0 0 5 0 0 1 0 1 0 15:00 4 0 2 0 6 0 0 0 0 0 0 15:15 2 0 6 0 8 1 0 0 0 1 0 15:30 0 0 5 0 5 1 0 2 0 3 0 15:45 2 0 8 0 10 1 0 2 0 3 0 16:00 3 0 3 0 6 1 0 4 0 5 0 16:15 2 0 5 0 7 2 0 0 0 2 0 16:30 2 0 3 0 5 0 0 0 0 0 0 16:45 9 1 4 0 14 0 0 4 0 4 0 17:00 5 1 8 0 14 0 0 3 0 3 0 17:15 3 3 2 0 8 0 0 2 0 2 1 17:30 2 0 4 0 6 0 0 0 0 0 0 17:45 0 0 1 0 1 1 0 0 0 1 0 SUBTOTAL 46 5 59 0 110 10 0 19 0 29 1

GRAND TOTAL 72 6 111 0 189 16 1 30 0 47 1 Traffic Count Data Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Dundas St

Cars Trucks Start Time Total Total Total Peds 06:00 0 25 58 0 83 1 15 5 0 21 0 06:15 0 17 8 0 25 0 17 1 0 18 0 06:30 0 50 14 0 64 1 34 0 0 35 0 06:45 0 70 22 0 92 0 25 1 0 26 0 07:00 0 38 25 0 63 0 25 3 0 28 0 07:15 1 62 9 0 72 0 28 0 0 28 0 07:30 1 75 16 0 92 2 22 3 0 27 0 07:45 2 114 5 0 121 1 37 1 0 39 0 08:00 1 74 7 0 82 0 17 0 0 17 0 08:15 0 81 2 0 83 0 35 0 0 35 0 08:30 1 85 2 0 88 1 32 0 0 33 0 08:45 1 83 1 0 85 1 26 0 0 27 0 09:00 3 58 1 0 62 1 34 1 0 36 0 09:15 2 59 3 0 64 2 36 0 0 38 0 09:30 2 64 4 0 70 0 22 0 0 22 0 09:45 1 55 4 0 60 1 22 1 0 24 0 SUBTOTAL 15 1010 181 0 1206 11 427 16 0 454 0 Traffic Count Data Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Dundas St

Cars Trucks Start Time Total Total Total Peds 14:00 2 72 6 0 80 0 36 0 0 36 0 14:15 2 82 1 0 85 1 29 0 0 30 0 14:30 1 75 5 0 81 0 26 1 0 27 0 14:45 3 90 2 0 95 1 32 0 0 33 0 15:00 2 89 3 0 94 0 31 0 0 31 0 15:15 3 100 2 0 105 1 26 0 0 27 0 15:30 2 94 3 0 99 0 32 2 0 34 0 15:45 0 103 11 0 114 0 17 5 0 22 0 16:00 1 147 19 0 167 3 41 8 0 52 0 16:15 0 136 39 0 175 0 25 15 0 40 0 16:30 1 145 43 0 189 1 42 12 0 55 0 16:45 7 147 80 0 234 1 27 17 0 45 0 17:00 2 161 120 0 283 0 18 23 0 41 0 17:15 2 161 162 0 325 0 31 22 0 53 0 17:30 1 127 34 0 162 1 27 4 0 32 0 17:45 0 119 2 0 121 0 20 1 0 21 0 SUBTOTAL 29 1848 532 0 2409 9 460 110 0 579 0

GRAND TOTAL 44 2858 713 0 3615 20 887 126 0 1033 0 Traffic Count Data Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Dundas St

Cars Trucks Start Time Total Total Total Peds 06:00 34 72 5 0 111 8 30 1 0 39 0 06:15 2 81 4 0 87 0 20 0 0 20 0 06:30 8 72 0 0 80 3 29 0 0 32 0 06:45 11 69 2 0 82 0 35 0 0 35 0 07:00 7 67 3 0 77 0 36 0 0 36 0 07:15 11 100 5 0 116 0 33 2 0 35 0 07:30 5 105 6 0 116 0 29 1 0 30 1 07:45 3 71 7 0 81 1 31 1 0 33 0 08:00 5 68 5 0 78 0 33 0 0 33 0 08:15 2 66 7 0 75 0 37 2 0 39 0 08:30 3 62 9 0 74 0 31 2 0 33 0 08:45 2 57 3 0 62 0 31 0 0 31 0 09:00 2 58 6 0 66 1 20 0 0 21 0 09:15 3 55 3 0 61 0 31 3 0 34 0 09:30 2 46 8 0 56 1 32 0 0 33 0 09:45 2 50 0 0 52 0 35 2 0 37 0 SUBTOTAL 102 1099 73 0 1274 14 493 14 0 521 1 Traffic Count Data Intersection: Dundas St & Township Rd 2-Commercial Access Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Dundas St

Cars Trucks Start Time Total Total Total Peds 14:00 8 68 7 0 83 3 29 1 0 33 0 14:15 2 87 9 0 98 0 27 2 0 29 0 14:30 4 65 2 0 71 2 31 0 0 33 0 14:45 3 76 6 0 85 0 35 2 0 37 0 15:00 5 72 5 0 82 0 34 1 0 35 0 15:15 7 84 4 0 95 2 31 1 0 34 0 15:30 11 127 8 0 146 1 34 0 0 35 1 15:45 3 95 4 0 102 0 30 2 0 32 0 16:00 18 102 8 0 128 3 46 1 0 50 0 16:15 21 114 5 0 140 8 27 0 0 35 0 16:30 26 120 6 0 152 11 39 0 0 50 0 16:45 69 108 3 0 180 0 59 2 0 61 0 17:00 89 136 7 0 232 21 42 0 0 63 0 17:15 123 112 5 0 240 18 36 0 0 54 0 17:30 32 93 1 0 126 10 26 0 0 36 0 17:45 0 62 2 0 64 0 20 1 0 21 0 SUBTOTAL 421 1521 82 0 2024 79 546 13 0 638 1

GRAND TOTAL 523 2620 155 0 3298 93 1039 27 0 1159 2 Peak Hour Diagram

Specified Period One Hour Peak From: 06:00:00 From: 07:15:00 To: 10:00:00 To: 08:15:00

Intersection: Dundas St & Township Rd 2-Commercial Access Site ID: 1924400006 Weather conditions: Count Date: Jul 11, 2019

** Signalized Intersection ** Major Road: Dundas St runs E/W

North Approach Township Rd 2 East Approach Out In Total Out In Total  1 0 0 0  14 61 75  12 0 2 0  367 362 729   1 5 6 Totals 13 0 2 0 111 128 239 15 66 81 478 490 968

Peds: 0 Dundas St Dundas St

  Totals Peds: 0 Totals   0 0 0 0 0 0

1 24 25 Peds: 1 41 37 4 126 344 470 429 325 104 4 23 27 8 5 3 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 7 0 18 0  391 343 734  22 28 50  6 0 16 0  131 106 237  3 7 10  1 0 2 0 522 449 971 25 35 60

Commercial Access

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Dundas St & Township Rd 2-Commercial Access Count Date: Jul 11, 2019 Period: 06:00 - 10:00

Peak Hour Data (07:15 - 08:15)

North Approach South Approach East Approach West Approach Township Rd 2 Commercial Access Dundas St Dundas St Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

07:15 2 0 1 0 0 3 2 0 4 0 0 6 1 90 9 0 0 100 11 133 7 0 0 151 260 07:30 0 0 3 0 0 3 1 0 6 0 0 7 3 97 19 0 0 119 5 134 7 0 1 146 275 07:45 0 0 4 0 0 4 3 0 3 0 0 6 3 151 6 0 0 160 4 102 8 0 0 114 284 08:00 0 0 5 0 0 5 1 0 5 0 0 6 1 91 7 0 0 99 5 101 5 0 0 111 221 Grand Total 2 0 13 0 0 15 7 0 18 0 0 25 8 429 41 0 0 478 25 470 27 0 1 522 1040

Approach 13.3 0 86.7 0 - 28 0 72 0 - 1.7 89.7 8.6 0 - 4.8 90 5.2 0 - % Totals % 0.2 0 1.3 0 1.4 0.7 0 1.7 0 2.4 0.8 41.3 3.9 0 46 2.4 45.2 2.6 0 50.2

PHF 0.25 0 0.65 0 0.75 0.58 0 0.75 0 0.89 0.67 0.71 0.54 0 0.75 0.57 0.88 0.84 0 0.86 0.92 Cars 2 0 12 0 14 6 0 16 0 22 5 325 37 0 367 24 344 23 0 391 794 % Cars 100 0 92.3 0 93.3 85.7 0 88.9 0 88 62.5 75.8 90.2 0 76.8 96 73.2 85.2 0 74.9 76.3 Trucks 0 0 1 0 1 1 0 2 0 3 3 104 4 0 111 1 126 4 0 131 246 % Trucks 0 0 7.7 0 6.7 14.3 0 11.1 0 12 37.5 24.2 9.8 0 23.2 4 26.8 14.8 0 25.1 23.7 Peds 0 - 0 - 0 - 1 - 1 % Peds 0 - 0 - 0 - 100 - Peak Hour Diagram

Specified Period One Hour Peak From: 14:00:00 From: 15:45:00 To: 18:00:00 To: 16:45:00

Intersection: Dundas St & Township Rd 2-Commercial Access Site ID: 1924400006 Weather conditions: Count Date: Jul 11, 2019

** Signalized Intersection ** Major Road: Dundas St runs E/W

North Approach Township Rd 2 East Approach Out In Total Out In Total  88 2 109 0  995 180 1175  427 14 554 0  645 1004 1649   199 62 261 Totals 515 16 663 0 169 257 426 1194 242 1436 814 1261 2075

Peds: 0 Dundas St Dundas St

  Totals Peds: 0 Totals   0 0 0 0 0 0

22 68 90 Peds: 0 152 112 40 142 431 573 656 531 125 3 23 26 6 2 4 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 13 0 25 0  522 967 1489  28 39 67  9 0 19 0  167 217 384  10 9 19  4 0 6 0 689 1184 1873 38 48 86

Commercial Access

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Dundas St & Township Rd 2-Commercial Access Count Date: Jul 11, 2019 Period: 14:00 - 18:00

Peak Hour Data (15:45 - 16:45)

North Approach South Approach East Approach West Approach Township Rd 2 Commercial Access Dundas St Dundas St Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

15:45 442 8 318 0 0 768 3 0 10 0 0 13 0 120 16 0 0 136 3 125 6 0 0 134 1051 16:00 157 6 143 0 0 306 4 0 7 0 0 11 4 188 27 0 0 219 21 148 9 0 0 178 714 16:15 45 2 32 0 0 79 4 0 5 0 0 9 0 161 54 0 0 215 29 141 5 0 0 175 478 16:30 19 0 22 0 0 41 2 0 3 0 0 5 2 187 55 0 0 244 37 159 6 0 0 202 492 Grand Total 663 16 515 0 0 1194 13 0 25 0 0 38 6 656 152 0 0 814 90 573 26 0 0 689 2735

Approach 55.5 1.3 43.1 0 - 34.2 0 65.8 0 - 0.7 80.6 18.7 0 - 13.1 83.2 3.8 0 - % Totals % 24.2 0.6 18.8 0 43.7 0.5 0 0.9 0 1.4 0.2 24 5.6 0 29.8 3.3 21 1 0 25.2

PHF 0.38 0.5 0.4 0 0.39 0.81 0 0.63 0 0.73 0.38 0.87 0.69 0 0.83 0.61 0.9 0.72 0 0.85 0.65 Cars 554 14 427 0 995 9 0 19 0 28 2 531 112 0 645 68 431 23 0 522 2190 % Cars 83.6 87.5 82.9 0 83.3 69.2 0 76 0 73.7 33.3 80.9 73.7 0 79.2 75.6 75.2 88.5 0 75.8 80.1 Trucks 109 2 88 0 199 4 0 6 0 10 4 125 40 0 169 22 142 3 0 167 545 % Trucks 16.4 12.5 17.1 0 16.7 30.8 0 24 0 26.3 66.7 19.1 26.3 0 20.8 24.4 24.8 11.5 0 24.2 19.9 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Project #19244 - AECOM

Intersection Count Report

Intersection: Dundas St & Oxford Rd 4

Municipality: Woodstock

Count Date: Jul 11, 2019

Site Code: 1924400007

Count Categories: Cars, Trucks, Pedestrians

Count Period: 06:00-10:00, 14:00-18:00

Weather: Clear Traffic Count Map Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019 Traffic Count Summary Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

Oxford Rd 4 - Traffic Summary

North Approach Totals South Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 257 116 31 0 404 0 35 73 24 0 132 0 07:00 - 08:00 268 127 67 0 462 0 54 92 12 0 158 0 08:00 - 09:00 182 94 64 0 340 0 48 81 14 0 143 0 09:00 - 10:00 156 93 48 0 297 0 34 61 13 0 108 0 BREAK

14:00 - 15:00 168 90 59 0 317 0 40 93 15 0 148 0 15:00 - 16:00 205 104 90 0 399 0 52 126 19 0 197 0 16:00 - 17:00 281 89 71 0 441 2 34 125 66 0 225 0 17:00 - 18:00 280 108 53 0 441 0 34 164 67 0 265 0

GRAND TOTAL 1797 821 483 0 3101 2 331 815 230 0 1376 0 Traffic Count Summary Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

Dundas St - Traffic Summary

East Approach Totals West Approach Totals

Includes Cars, Trucks Includes Cars, Trucks

Hour Left Thru Right U-Turn Total Peds Left Thru Right U-Turn Total Peds

06:00 - 07:00 15 145 125 0 285 0 48 216 24 0 288 0 07:00 - 08:00 11 279 130 0 420 0 28 254 19 0 301 0 08:00 - 09:00 13 304 142 0 459 0 35 246 30 0 311 0 09:00 - 10:00 18 222 128 0 368 0 31 212 34 0 277 0 BREAK

14:00 - 15:00 30 315 165 0 510 0 60 300 32 0 392 0 15:00 - 16:00 36 534 313 0 883 0 68 367 55 0 490 0 16:00 - 17:00 42 555 339 0 936 0 85 499 47 0 631 0 17:00 - 18:00 9 397 299 0 705 0 79 524 33 0 636 0

GRAND TOTAL 174 2751 1641 0 4566 0 434 2618 274 0 3326 0 Traffic Count Data Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

North Approach - Oxford Rd 4

Cars Trucks Start Time Total Total Total Peds 06:00 54 21 4 0 79 25 8 2 0 35 0 06:15 42 17 2 0 61 8 8 1 0 17 0 06:30 40 26 8 0 74 18 4 2 0 24 0 06:45 53 22 9 0 84 17 10 3 0 30 0 07:00 43 15 11 0 69 17 10 6 0 33 0 07:15 68 15 8 0 91 10 8 3 0 21 0 07:30 63 23 5 0 91 13 13 5 0 31 0 07:45 39 32 17 0 88 15 11 12 0 38 0 08:00 35 13 7 0 55 13 7 2 0 22 0 08:15 33 18 14 0 65 17 9 5 0 31 0 08:30 38 17 9 0 64 10 8 5 0 23 0 08:45 17 16 16 0 49 19 6 6 0 31 0 09:00 25 27 8 0 60 9 11 2 0 22 0 09:15 23 12 8 0 43 20 9 4 0 33 0 09:30 25 12 12 0 49 16 5 2 0 23 0 09:45 19 11 8 0 38 19 6 4 0 29 0 SUBTOTAL 617 297 146 0 1060 246 133 64 0 443 0 Traffic Count Data Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

North Approach - Oxford Rd 4

Cars Trucks Start Time Total Total Total Peds 14:00 28 8 9 0 45 3 6 3 0 12 0 14:15 41 10 9 0 60 12 9 3 0 24 0 14:30 27 25 20 0 72 13 5 3 0 21 0 14:45 30 17 11 0 58 14 10 1 0 25 0 15:00 31 17 9 0 57 17 8 6 0 31 0 15:15 33 13 7 0 53 9 10 7 0 26 0 15:30 61 25 31 0 117 6 10 11 0 27 0 15:45 41 15 12 0 68 7 6 7 0 20 0 16:00 34 7 17 0 58 19 6 7 0 32 1 16:15 65 14 13 0 92 12 8 6 0 26 0 16:30 37 32 12 0 81 18 4 4 0 26 0 16:45 70 12 9 0 91 26 6 3 0 35 1 17:00 64 19 7 0 90 25 8 3 0 36 0 17:15 79 27 12 0 118 19 14 4 0 37 0 17:30 46 18 10 0 74 18 7 3 0 28 0 17:45 21 11 11 0 43 8 4 3 0 15 0 SUBTOTAL 708 270 199 0 1177 226 121 74 0 421 2

GRAND TOTAL 1325 567 345 0 2237 472 254 138 0 864 2 Traffic Count Data Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Oxford Rd 4

Cars Trucks Start Time Total Total Total Peds 06:00 3 10 6 0 19 2 3 1 0 6 0 06:15 4 11 2 0 17 2 5 2 0 9 0 06:30 9 18 7 0 34 4 8 2 0 14 0 06:45 8 8 1 0 17 3 10 3 0 16 0 07:00 7 9 0 0 16 2 6 3 0 11 0 07:15 9 12 3 0 24 1 7 0 0 8 0 07:30 12 17 2 0 31 5 14 0 0 19 0 07:45 11 20 3 0 34 7 7 1 0 15 0 08:00 4 13 3 0 20 1 4 3 0 8 0 08:15 5 14 5 0 24 2 5 1 0 8 0 08:30 14 12 0 0 26 3 10 1 0 14 0 08:45 14 16 1 0 31 5 7 0 0 12 0 09:00 2 9 2 0 13 5 9 1 0 15 0 09:15 6 8 1 0 15 6 6 2 0 14 0 09:30 0 8 3 0 11 3 7 0 0 10 0 09:45 8 6 2 0 16 4 8 2 0 14 0 SUBTOTAL 116 191 41 0 348 55 116 22 0 193 0 Traffic Count Data Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

South Approach - Oxford Rd 4

Cars Trucks Start Time Total Total Total Peds 14:00 3 15 3 0 21 3 12 2 0 17 0 14:15 7 20 3 0 30 3 6 2 0 11 0 14:30 1 13 2 0 16 7 9 1 0 17 0 14:45 10 16 1 0 27 6 2 1 0 9 0 15:00 9 16 1 0 26 7 5 2 0 14 0 15:15 6 9 0 0 15 6 7 1 0 14 0 15:30 8 33 7 0 48 2 24 1 0 27 0 15:45 11 22 5 0 38 3 10 2 0 15 0 16:00 8 21 8 0 37 3 12 4 0 19 0 16:15 10 15 8 0 33 2 7 6 0 15 0 16:30 7 35 11 0 53 2 6 5 0 13 0 16:45 1 20 15 0 36 1 9 9 0 19 0 17:00 7 45 16 0 68 3 8 7 0 18 0 17:15 6 41 28 0 75 1 4 8 0 13 0 17:30 9 26 4 0 39 0 9 1 0 10 0 17:45 5 21 3 0 29 3 10 0 0 13 0 SUBTOTAL 108 368 115 0 591 52 140 52 0 244 0

GRAND TOTAL 224 559 156 0 939 107 256 74 0 437 0 Traffic Count Data Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Dundas St

Cars Trucks Start Time Total Total Total Peds 06:00 0 20 14 0 34 0 7 8 0 15 0 06:15 2 13 3 0 18 1 10 6 0 17 0 06:30 2 26 35 0 63 3 19 12 0 34 0 06:45 5 37 36 0 78 2 13 11 0 26 0 07:00 1 24 18 0 43 1 14 10 0 25 0 07:15 2 36 27 0 65 2 13 13 0 28 0 07:30 1 66 12 0 79 1 12 9 0 22 0 07:45 2 88 30 0 120 1 26 11 0 38 0 08:00 2 53 24 0 79 0 11 7 0 18 0 08:15 3 66 18 0 87 0 19 17 0 36 0 08:30 2 64 23 0 89 4 10 18 0 32 0 08:45 0 65 24 0 89 2 16 11 0 29 0 09:00 0 46 14 0 60 5 17 12 0 34 0 09:15 2 41 18 0 61 4 12 21 0 37 0 09:30 2 43 26 0 71 1 12 10 0 23 0 09:45 0 40 19 0 59 4 11 8 0 23 0 SUBTOTAL 26 728 341 0 1095 31 222 184 0 437 0 Traffic Count Data Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

East Approach - Dundas St

Cars Trucks Start Time Total Total Total Peds 14:00 3 52 18 0 73 4 18 14 0 36 0 14:15 3 65 24 0 92 1 20 11 0 32 0 14:30 6 51 32 0 89 5 13 13 0 31 0 14:45 4 73 40 0 117 4 23 13 0 40 0 15:00 5 73 30 0 108 0 28 8 0 36 0 15:15 3 72 38 0 113 0 18 10 0 28 0 15:30 3 90 30 0 123 0 20 14 0 34 0 15:45 18 191 163 0 372 7 42 20 0 69 0 16:00 14 176 82 0 272 6 35 22 0 63 0 16:15 7 87 66 0 160 0 21 16 0 37 0 16:30 5 102 56 0 163 3 28 17 0 48 0 16:45 5 89 69 0 163 2 17 11 0 30 0 17:00 1 99 71 0 171 0 11 7 0 18 0 17:15 3 97 78 0 178 1 18 12 0 31 0 17:30 1 74 61 0 136 2 12 13 0 27 0 17:45 1 76 46 0 123 0 10 11 0 21 0 SUBTOTAL 82 1467 904 0 2453 35 334 212 0 581 0

GRAND TOTAL 108 2195 1245 0 3548 66 556 396 0 1018 0 Traffic Count Data Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Dundas St

Cars Trucks Start Time Total Total Total Peds 06:00 4 51 3 0 58 2 13 1 0 16 0 06:15 9 45 2 0 56 8 12 0 0 20 0 06:30 15 35 8 0 58 2 11 3 0 16 0 06:45 2 33 6 0 41 6 16 1 0 23 0 07:00 3 39 2 0 44 0 16 1 0 17 0 07:15 5 56 2 0 63 5 15 2 0 22 0 07:30 2 53 6 0 61 5 20 0 0 25 0 07:45 4 45 5 0 54 4 10 1 0 15 0 08:00 3 47 6 0 56 3 15 3 0 21 0 08:15 6 41 1 0 48 4 26 4 0 34 0 08:30 6 36 3 0 45 2 19 3 0 24 0 08:45 7 48 6 0 61 4 14 4 0 22 0 09:00 5 42 4 0 51 2 13 5 0 20 0 09:15 7 42 2 0 51 1 18 3 0 22 0 09:30 0 33 4 0 37 1 17 1 0 19 0 09:45 9 30 2 0 41 6 17 13 0 36 0 SUBTOTAL 87 676 62 0 825 55 252 45 0 352 0 Traffic Count Data Intersection: Dundas St & Oxford Rd 4 Municipality: Woodstock Count Date: Jul 11, 2019

West Approach - Dundas St

Cars Trucks Start Time Total Total Total Peds 14:00 8 59 7 0 74 5 23 3 0 31 0 14:15 5 56 6 0 67 3 15 5 0 23 0 14:30 13 49 3 0 65 7 19 4 0 30 0 14:45 12 63 1 0 76 7 16 3 0 26 0 15:00 10 49 5 0 64 4 20 7 0 31 0 15:15 10 72 9 0 91 6 21 2 0 29 0 15:30 14 93 12 0 119 4 25 5 0 34 0 15:45 14 68 12 0 94 6 19 3 0 28 0 16:00 13 91 8 0 112 2 21 3 0 26 0 16:15 19 89 10 0 118 6 19 4 0 29 0 16:30 18 116 10 0 144 5 25 4 0 34 0 16:45 19 109 7 0 135 3 29 1 0 33 0 17:00 15 167 8 0 190 5 29 6 0 40 0 17:15 24 144 1 0 169 4 22 1 0 27 0 17:30 13 81 5 0 99 3 21 2 0 26 0 17:45 7 47 7 0 61 8 13 3 0 24 0 SUBTOTAL 214 1353 111 0 1678 78 337 56 0 471 0

GRAND TOTAL 301 2029 173 0 2503 133 589 101 0 823 0 Peak Hour Diagram

Specified Period One Hour Peak From: 06:00:00 From: 07:30:00 To: 10:00:00 To: 08:30:00

Intersection: Dundas St & Oxford Rd 4 Site ID: 1924400007 Weather conditions: Count Date: Jul 11, 2019

** Signalized Intersection ** Major Road: Dundas St runs E/W

North Approach Oxford Rd 4 East Approach Out In Total Out In Total  24 40 58 0  299 163 462  43 86 170 0  365 369 734   122 90 212 Totals 67 126 228 0 114 134 248 421 253 674 479 503 982

Peds: 0 Dundas St Dundas St

  Totals Peds: 0 Totals   0 0 0 0 0 0

16 15 31 Peds: 0 128 84 44 71 186 257 341 273 68 8 18 26 10 8 2 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 47 94 18 0  219 348 567  109 112 221  32 64 13 0  95 107 202  50 50 100  15 30 5 0 314 455 769 159 162 321

Oxford Rd 4

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Dundas St & Oxford Rd 4 Count Date: Jul 11, 2019 Period: 06:00 - 10:00

Peak Hour Data (07:30 - 08:30)

North Approach South Approach East Approach West Approach Oxford Rd 4 Oxford Rd 4 Dundas St Dundas St Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

07:30 76 36 10 0 0 122 17 31 2 0 0 50 2 78 21 0 0 101 7 73 6 0 0 86 359 07:45 54 43 29 0 0 126 18 27 4 0 0 49 3 114 41 0 0 158 8 55 6 0 0 69 402 08:00 48 20 9 0 0 77 5 17 6 0 0 28 2 64 31 0 0 97 6 62 9 0 0 77 279 08:15 50 27 19 0 0 96 7 19 6 0 0 32 3 85 35 0 0 123 10 67 5 0 0 82 333 Grand Total 228 126 67 0 0 421 47 94 18 0 0 159 10 341 128 0 0 479 31 257 26 0 0 314 1373

Approach 54.2 29.9 15.9 0 - 29.6 59.1 11.3 0 - 2.1 71.2 26.7 0 - 9.9 81.8 8.3 0 - % Totals % 16.6 9.2 4.9 0 30.7 3.4 6.8 1.3 0 11.6 0.7 24.8 9.3 0 34.9 2.3 18.7 1.9 0 22.9

PHF 0.75 0.73 0.58 0 0.84 0.65 0.76 0.75 0 0.8 0.83 0.75 0.78 0 0.76 0.78 0.88 0.72 0 0.91 0.85 Cars 170 86 43 0 299 32 64 13 0 109 8 273 84 0 365 15 186 18 0 219 992 % Cars 74.6 68.3 64.2 0 71 68.1 68.1 72.2 0 68.6 80 80.1 65.6 0 76.2 48.4 72.4 69.2 0 69.7 72.3 Trucks 58 40 24 0 122 15 30 5 0 50 2 68 44 0 114 16 71 8 0 95 381 % Trucks 25.4 31.7 35.8 0 29 31.9 31.9 27.8 0 31.4 20 19.9 34.4 0 23.8 51.6 27.6 30.8 0 30.3 27.7 Peds 0 - 0 - 0 - 0 - 0 % Peds 0 - 0 - 0 - 0 - Peak Hour Diagram

Specified Period One Hour Peak From: 14:00:00 From: 15:45:00 To: 18:00:00 To: 16:45:00

Intersection: Dundas St & Oxford Rd 4 Site ID: 1924400007 Weather conditions: Count Date: Jul 11, 2019

** Signalized Intersection ** Major Road: Dundas St runs E/W

North Approach Oxford Rd 4 East Approach Out In Total Out In Total  24 24 56 0  299 524 823  54 68 177 0  967 573 1540   104 129 233 Totals 78 92 233 0 217 157 374 403 653 1056 1184 730 1914

Peds: 1 Dundas St Dundas St

  Totals Peds: 0 Totals   0 0 0 0 0 0

19 64 83 Peds: 0 442 367 75 84 364 448 682 556 126 14 40 54 60 44 16 Peds: 0

West Approach South Approach Out In Total Out In Total Totals 46 128 49 0  468 646 1114  161 152 313  36 93 32 0  117 160 277  62 54 116  10 35 17 0 585 806 1391 223 206 429

Oxford Rd 4

 - Cars - Trucks

Comments Peak Hour Summary Intersection: Dundas St & Oxford Rd 4 Count Date: Jul 11, 2019 Period: 14:00 - 18:00

Peak Hour Data (15:45 - 16:45)

North Approach South Approach East Approach West Approach Oxford Rd 4 Oxford Rd 4 Dundas St Dundas St Total Vehicl es Start Time Peds Total Peds Total Peds Total Peds Total

15:45 48 21 19 0 0 88 14 32 7 0 0 53 25 233 183 0 0 441 20 87 15 0 0 122 704 16:00 53 13 24 0 1 90 11 33 12 0 0 56 20 211 104 0 0 335 15 112 11 0 0 138 619 16:15 77 22 19 0 0 118 12 22 14 0 0 48 7 108 82 0 0 197 25 108 14 0 0 147 510 16:30 55 36 16 0 0 107 9 41 16 0 0 66 8 130 73 0 0 211 23 141 14 0 0 178 562 Grand Total 233 92 78 0 1 403 46 128 49 0 0 223 60 682 442 0 0 1184 83 448 54 0 0 585 2395

Approach 57.8 22.8 19.4 0 - 20.6 57.4 22 0 - 5.1 57.6 37.3 0 - 14.2 76.6 9.2 0 - % Totals % 9.7 3.8 3.3 0 16.8 1.9 5.3 2 0 9.3 2.5 28.5 18.5 0 49.4 3.5 18.7 2.3 0 24.4

PHF 0.76 0.64 0.81 0 0.85 0.82 0.78 0.77 0 0.84 0.6 0.73 0.6 0 0.67 0.83 0.79 0.9 0 0.82 0.85 Cars 177 68 54 0 299 36 93 32 0 161 44 556 367 0 967 64 364 40 0 468 1895 % Cars 76 73.9 69.2 0 74.2 78.3 72.7 65.3 0 72.2 73.3 81.5 83 0 81.7 77.1 81.3 74.1 0 80 79.1 Trucks 56 24 24 0 104 10 35 17 0 62 16 126 75 0 217 19 84 14 0 117 500 % Trucks 24 26.1 30.8 0 25.8 21.7 27.3 34.7 0 27.8 26.7 18.5 17 0 18.3 22.9 18.8 25.9 0 20 20.9 Peds 1 - 0 - 0 - 0 - 1 % Peds 100 - 0 - 0 - 0 - TVIS II - Traffic Volume Information System Turning Movement Peak Hour Report

Ministry of Transportation Description: HWY 401 @ OXFORD HWY 2 (NRT) Region: WEST Survey Type: TM – Interchange Hwy: 401 Start Date: 25-Jul-2018 (Wed) I/C Side: N LHRS: 47770 End Date: 25-Jul-2018 (Wed) Int. Type: T - E Offset: 0 Schedule Summary: TUES-THURS, 07:00-09:00, 11:00-14:00, 15:00-18:00

AM Peak Hour Report - Start Time: 07:30

OXFORD HWY 2

0 PED (T + LT) 991 12% 469

47 0422 522

Long Trucks 14 022 49

PED Trucks 5 017 18

0 Cars 28 0383 455 HWY 401 RAMP; 46, 64

(T + LT) 47 14 5 28 182 2511 218 18% 000 0 242 47 0 000 1770 24 281 0 0 000 (T + LT) 0 000 34 1 4 39

PED

400 0 34273 Cars 0

17 0 17 Trucks

29 0 424 Long Trucks

446 0 39304

343

(T + LT) 789 PED 0 10%

OXFORD HWY 2

Sensitivity: Medium © Queen's Printer, 2019 Printed on: 27-Jun-2019 Page:1 of 3 TVIS II - Traffic Volume Information System Turning Movement Peak Hour Report

Ministry of Transportation Description: HWY 401 @ OXFORD HWY 2 (NRT) Region: WEST Survey Type: TM – Interchange Hwy: 401 Start Date: 25-Jul-2018 (Wed) I/C Side: N LHRS: 47770 End Date: 25-Jul-2018 (Wed) Int. Type: T - E Offset: 0 Schedule Summary: TUES-THURS, 07:00-09:00, 11:00-14:00, 15:00-18:00

Midday Peak Hour Report - Start Time: 12:30

OXFORD HWY 2

0 PED (T + LT) 835 17% 450

43 0407 385

Long Trucks 10 037 49

PED Trucks 5 024 36

0 Cars 28 0346 300 HWY 401 RAMP; 46, 64

(T + LT) 43 10 5 28 109 2319 151 29% 000 0 173 43 0 000 1372 22 199 0 0 000 (T + LT) 0 000 21 1 4 26

PED 359 0 21191 Cars 0

26 0 117 Trucks

44 0 426 Long Trucks

429 0 26234

260

(T + LT) 689 PED 0 18%

OXFORD HWY 2

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Ministry of Transportation Description: HWY 401 @ OXFORD HWY 2 (NRT) Region: WEST Survey Type: TM – Interchange Hwy: 401 Start Date: 25-Jul-2018 (Wed) I/C Side: N LHRS: 47770 End Date: 25-Jul-2018 (Wed) Int. Type: T - E Offset: 0 Schedule Summary: TUES-THURS, 07:00-09:00, 11:00-14:00, 15:00-18:00

PM Peak Hour Report - Start Time: 16:30

OXFORD HWY 2

0 PED (T + LT) 1843 8% 659

86 0573 1184

Long Trucks 12 036 34

PED Trucks 1 07 16

0 Cars 73 0530 1134 HWY 401 RAMP; 46, 64

(T + LT) 86 12 1 73 336 176 359 7% 000 0 403 86 0 000 3761 44 441 0 0 000 (T + LT) 0 000 36 0 2 38

PED 567 0 36798 Cars 0

8 0 010 Trucks

42 0 217 Long Trucks

617 0 38825

863

(T + LT) 1480 PED 0 3%

OXFORD HWY 2

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Ministry of Transportation Description: HWY 401 @ OXFORD HWY 2 (SRT) Region: WEST Survey Type: TM – Interchange Hwy: 401 Start Date: 25-Jul-2018 (Wed) I/C Side: S LHRS: 47770 End Date: 25-Jul-2018 (Wed) Int. Type: T - W Offset: 0 Schedule Summary: TUES-THURS, 07:00-09:00, 11:00-14:00, 15:00-18:00

AM Peak Hour Report - Start Time: 07:00

OXFORD HWY 2

0 PED (T + LT) 795 7% 493

254 0239 302

Long Trucks 13 012 25

PED Trucks 3 08 6

0 Cars 238 0219 271

(T + LT) 278 16 6 256 000 0

000 0 0 352 45 11 340 000 0 0 74 0 000 (T + LT) 29 1 280 0 0 0 16% 0

HWY 401 RAMP; 45, 54 PED 247 18 0237 Cars 0

8 3 06 Trucks

13 3 014 Long Trucks

268 24 0257

281

(T + LT) 549 PED 0 9%

OXFORD HWY 2

Sensitivity: Medium © Queen's Printer, 2019 Printed on: 27-Jun-2019 Page:1 of 1 TVIS II - Traffic Volume Information System Turning Movement Peak Hour Report

Ministry of Transportation Description: HWY 401 @ OXFORD HWY 2 (SRT) Region: WEST Survey Type: TM – Interchange Hwy: 401 Start Date: 25-Jul-2018 (Wed) I/C Side: S LHRS: 47770 End Date: 25-Jul-2018 (Wed) Int. Type: T - W Offset: 0 Schedule Summary: TUES-THURS, 07:00-09:00, 11:00-14:00, 15:00-18:00

Midday Peak Hour Report - Start Time: 12:45

OXFORD HWY 2

0 PED (T + LT) 686 15% 429

177 0252 257

Long Trucks 18 025 27

PED Trucks 14 09 16

0 Cars 145 0218 214

(T + LT) 191 22 14 155 000 0

000 0 0 243 28 7 183 000 0 0 52 0 000 (T + LT) 24 3 192 0 0 0 29% 0

HWY 401 RAMP; 45, 54 PED 237 10 0196 Cars 0

11 0 013 Trucks

28 4 020 Long Trucks

276 14 0229

243

(T + LT) 519 PED 0 15%

OXFORD HWY 2

Sensitivity: Medium © Queen's Printer, 2019 Printed on: 27-Jun-2019 Page:1 of 1 TVIS II - Traffic Volume Information System Turning Movement Peak Hour Report

Ministry of Transportation Description: HWY 401 @ OXFORD HWY 2 (SRT) Region: WEST Survey Type: TM – Interchange Hwy: 401 Start Date: 25-Jul-2018 (Wed) I/C Side: S LHRS: 47770 End Date: 25-Jul-2018 (Wed) Int. Type: T - W Offset: 0 Schedule Summary: TUES-THURS, 07:00-09:00, 11:00-14:00, 15:00-18:00

PM Peak Hour Report - Start Time: 16:30

OXFORD HWY 2

0 PED (T + LT) 1484 7% 608

218 0390 876

Long Trucks 18 019 17

PED Trucks 3 04 10

0 Cars 197 0367 849

(T + LT) 243 19 3 221 000 0

000 0 0 572 284 8 2751 000 0 0 329 0 000 (T + LT) 45 0 441 0 0 0 3% 0

HWY 401 RAMP; 45, 54 PED 411 24 0574 Cars 0

5 0 09 Trucks

19 1 09 Long Trucks

435 25 0592

617

(T + LT) 1052 PED 0 3%

OXFORD HWY 2

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: OXFORD HWY 2 IC-238 TS: 727 and: TOWERLINE RD IC-236 Regn: West Pattern: CR PDCS: 37 LHRS: 47770 Offset: 0 Locn: OXFORD HWY 2 IC-238

Ramp: 46 Lanes: 1 Speed: Dates: 04-Sep-2018 to 11-Sep-2018

Tue Wed Thu Fri Sat Sun Mon Tue Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 09/04 09/05 09/06 09/07 09/08 09/09 09/10 09/11 00:00-01:00 2 3 5 12 7 3 4 01:00-02:00 5 8 3 10 2 2 0 02:00-03:00 3 2 2 6 3 3 1 03:00-04:00 5 3 5 1 1 0 4 04:00-05:00 2 6 2 0 0 2 0 05:00-06:00 16 9 11 8 2 14 14 06:00-07:00 31 39 33 10 9 33 27 07:00-08:00 31 38 30 8 6 34 34 08:00-09:00 28 27 29 16 5 37 32 09:00-10:00 21 35 23 23 26 25 27 10:00-11:00 43 18 20 25 20 27 24 11:00-12:00 36 40 18 33 29 22 22

AM Total 223 228 181 152 110 202 189

12:00-13:00 38 35 24 23 31 32 25 13:00-14:00 42 33 37 32 26 20 18 14:00-15:00 42 51 54 29 26 17 29 15:00-16:00 43 49 42 48 27 21 28 16:00-17:00 50 44 46 51 25 32 47 17:00-18:00 36 33 33 35 20 29 26 18:00-19:00 33 34 21 24 26 19 24 19:00-20:00 26 22 20 22 21 28 15 20:00-21:00 19 12 15 23 22 23 16 21:00-22:00 15 18 9 15 10 13 7 22:00-23:00 7 9 9 8 12 10 7 23:00-00:00 6 0 3 12 4 4 4

PM Total 357 340 313 322 250 248 246

24h. Total 357 563 541 503 402 358 448 189

Noon - Noon 580 568 494 474 360 450 435

ADT AWD 480 519

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: OXFORD HWY 2 IC-238 TS: 727 and: TOWERLINE RD IC-236 Regn: WEST Pattern: CR PDCS: 37 LHRS: 47770 Offset: 0 Locn: OXFORD HWY 2 IC-238

Ramp: 56 Lanes: 1 Speed: Dates: 04-Sep-2018 to 11-Sep-2018

Tue Wed Thu Fri Sat Sun Mon Tue Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 09/04 09/05 09/06 09/07 09/08 09/09 09/10 09/11 00:00-01:00 17 30 18 13 4 13 28 01:00-02:00 22 24 31 319 10 10 12 02:00-03:00 306 315 309 17 7 26 288 03:00-04:00 75 81 73 10 2 31 73 04:00-05:00 32 22 19 4 3 19 20 05:00-06:00 39 38 42 7 3 21 25 06:00-07:00 70 69 56 32 7 54 76 07:00-08:00 67 71 57 17 12 58 54 08:00-09:00 60 60 58 22 19 56 75 09:00-10:00 57 57 65 47 17 54 69 10:00-11:00 67 77 65 306 53 75 51 11:00-12:00 64 59 59 60 48 52 81

AM Total 876 903 852 854 185 469 852

12:00-13:00 53 64 65 69 51 37 69 13:00-14:00 66 49 70 76 52 57 81 14:00-15:00 91 88 104 266 48 51 215 15:00-16:00 412 420 422 250 40 38 268 16:00-17:00 106 84 132 110 20 43 113 17:00-18:00 88 89 89 70 27 46 82 18:00-19:00 61 70 61 44 32 32 64 19:00-20:00 46 60 45 38 16 40 34 20:00-21:00 36 33 27 17 17 20 34 21:00-22:00 29 18 19 18 11 22 32 22:00-23:00 28 40 37 22 15 20 23 23:00-00:00 27 29 26 15 3 27 32

PM Total 1043 1044 1097 995 332 433 1047

24h. Total 1043 1920 2000 1847 1186 618 1516 852

Noon - Noon 1919 1947 1949 1849 517 902 1899

ADT AWD 1569 1928

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: OXFORD HWY 2 IC-238 TS: 727 and: TOWERLINE RD IC-236 Regn: West Pattern: CR PDCS: 37 LHRS: 47770 Offset: 0 Locn: OXFORD HWY 2 IC-238

Ramp: 69 Lanes: 1 Speed: Dates: 04-Sep-2018 to 11-Sep-2018

Tue Wed Thu Fri Sat Sun Mon Tue Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 09/04 09/05 09/06 09/07 09/08 09/09 09/10 09/11 00:00-01:00 51 52 60 76 37 23 45 01:00-02:00 47 44 48 50 19 23 37 02:00-03:00 36 32 34 40 23 19 37 03:00-04:00 21 26 23 13 7 25 30 04:00-05:00 40 41 50 24 5 41 50 05:00-06:00 157 157 136 91 45 153 144 06:00-07:00 177 204 204 46 64 186 200 07:00-08:00 280 278 263 74 58 252 293 08:00-09:00 274 261 248 89 61 259 275 09:00-10:00 212 197 203 129 102 154 222 10:00-11:00 188 172 177 149 127 188 184 11:00-12:00 198 181 218 152 129 185 219

AM Total 1681 1645 1664 933 677 1508 1736

12:00-13:00 201 206 190 193 119 110 256 13:00-14:00 241 218 217 245 148 167 173 14:00-15:00 228 210 226 219 161 136 183 15:00-16:00 298 287 269 302 156 142 264 16:00-17:00 378 340 368 410 165 140 323 17:00-18:00 332 357 334 321 179 129 393 18:00-19:00 246 278 216 223 144 159 225 19:00-20:00 127 154 162 174 117 128 141 20:00-21:00 117 127 147 147 103 118 118 21:00-22:00 84 98 111 115 103 72 86 22:00-23:00 77 94 119 114 83 77 95 23:00-00:00 98 80 71 84 59 57 68

PM Total 2427 2449 2430 2547 1537 1435 2325

24h. Total 2427 4130 4075 4211 2470 2112 3833 1736

Noon - Noon 4108 4094 4094 3480 2214 2943 4061

ADT AWD 3571 4089

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: OXFORD HWY 2 IC-238 TS: 727 and: TOWERLINE RD IC-236 Regn: WEST Pattern: CR PDCS: 37 LHRS: 47770 Offset: 0 Locn: OXFORD HWY 2 IC-238

Ramp: 54 Lanes: 1 Speed: Dates: 04-Sep-2018 to 11-Sep-2018

Tue Wed Thu Fri Sat Sun Mon Tue Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 09/04 09/05 09/06 09/07 09/08 09/09 09/10 09/11 00:00-01:00 21 30 29 30 8 2 9 01:00-02:00 12 27 14 16 7 1 17 02:00-03:00 8 18 12 21 4 1 19 03:00-04:00 29 23 30 20 3 4 13 04:00-05:00 67 50 59 43 4 50 60 05:00-06:00 352 333 331 314 48 354 372 06:00-07:00 99 125 131 45 40 103 113 07:00-08:00 74 54 55 24 19 48 78 08:00-09:00 89 68 67 33 44 67 66 09:00-10:00 61 79 64 66 40 46 70 10:00-11:00 49 81 48 38 30 31 62 11:00-12:00 66 81 50 37 26 46 31

AM Total 927 969 890 687 273 753 910

12:00-13:00 49 61 69 72 63 34 44 13:00-14:00 50 72 84 54 44 32 71 14:00-15:00 54 63 86 86 56 42 63 15:00-16:00 94 87 67 175 52 44 76 16:00-17:00 189 182 218 295 53 23 165 17:00-18:00 264 272 274 87 32 32 264 18:00-19:00 43 55 50 68 28 20 41 19:00-20:00 60 50 45 47 27 19 38 20:00-21:00 15 36 39 47 26 22 29 21:00-22:00 31 40 38 47 20 26 38 22:00-23:00 41 34 31 40 24 25 42 23:00-00:00 26 40 28 32 14 4 36

PM Total 916 992 1029 1050 439 323 907

24h. Total 916 1919 1998 1940 1126 596 1660 910

Noon - Noon 1843 1961 1919 1737 712 1076 1817

ADT AWD 1581 1885

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: OXFORD HWY 2 IC-238 TS: 727 and: TOWERLINE RD IC-236 Regn: West Pattern: CR PDCS: 37 LHRS: 47770 Offset: 0 Locn: OXFORD HWY 2 IC-238

Ramp: 64 Lanes: 1 Speed: Dates: 04-Sep-2018 to 11-Sep-2018

Tue Wed Thu Fri Sat Sun Mon Tue Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 09/04 09/05 09/06 09/07 09/08 09/09 09/10 09/11 00:00-01:00 55 61 67 84 39 27 48 01:00-02:00 49 51 53 54 23 30 37 02:00-03:00 36 35 37 43 23 23 40 03:00-04:00 22 30 25 13 10 26 31 04:00-05:00 42 47 49 23 5 42 50 05:00-06:00 170 172 150 91 45 158 151 06:00-07:00 213 230 231 56 72 213 230 07:00-08:00 316 325 281 84 64 271 318 08:00-09:00 308 288 273 100 74 285 307 09:00-10:00 257 209 242 145 110 168 259 10:00-11:00 231 219 205 163 141 221 236 11:00-12:00 215 206 266 171 150 211 255

AM Total 1914 1873 1879 1027 756 1675 1962

12:00-13:00 241 245 232 240 142 124 302 13:00-14:00 269 249 265 274 177 176 201 14:00-15:00 275 245 271 261 181 152 219 15:00-16:00 354 342 321 336 178 156 307 16:00-17:00 415 381 422 459 185 170 359 17:00-18:00 366 406 380 372 214 149 436 18:00-19:00 281 313 245 267 172 189 254 19:00-20:00 154 172 178 199 133 144 160 20:00-21:00 138 144 159 165 108 129 132 21:00-22:00 92 114 132 130 113 83 95 22:00-23:00 89 98 133 122 90 83 105 23:00-00:00 99 85 74 93 67 66 71

PM Total 2773 2794 2812 2918 1760 1621 2641

24h. Total 2773 4708 4685 4797 2787 2377 4316 1962

Noon - Noon 4687 4667 4691 3945 2516 3296 4603

ADT AWD 4058 4662

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: OXFORD HWY 2 IC-238 TS: 727 and: TOWERLINE RD IC-236 Regn: WEST Pattern: CR PDCS: 37 LHRS: 47770 Offset: 0 Locn: OXFORD HWY 2 IC-238

Ramp: 95 Lanes: 1 Speed: Dates: 18-Oct-2018 to 25-Oct-2018

Thu Fri Sat Sun Mon Tue Wed Thu Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 10/18 10/19 10/20 10/21 10/22 10/23 10/24 10/25 00:00-01:00 9 4 5 3 7 4 6 01:00-02:00 1 6 5 3 4 7 1 02:00-03:00 2 1 1 7 6 1 8 03:00-04:00 1 0 1 1 3 5 4 04:00-05:00 3 3 5 3 4 1 0 05:00-06:00 5 0 4 2 7 5 11 06:00-07:00 22 3 4 21 30 15 23 07:00-08:00 26 25 9 35 20 27 30 08:00-09:00 25 16 7 34 37 48 39 09:00-10:00 28 12 11 23 33 24 42 10:00-11:00 32 21 12 29 31 26 43 11:00-12:00 41 16 13 18 37 27 28

AM Total 195 107 77 179 219 190 235

12:00-13:00 40 41 21 14 38 31 35 13:00-14:00 39 37 19 30 46 24 22 14:00-15:00 42 46 22 13 44 21 35 15:00-16:00 38 36 22 14 36 31 37 16:00-17:00 38 34 20 18 45 35 46 17:00-18:00 49 30 28 9 30 43 37 18:00-19:00 28 31 22 21 24 24 35 19:00-20:00 22 22 19 14 14 20 17 20:00-21:00 29 17 7 9 13 15 11 21:00-22:00 3 15 7 8 10 12 13 22:00-23:00 23 9 5 4 13 13 8 23:00-00:00 9 14 6 4 6 16 8

PM Total 360 332 198 158 319 285 304

24h. Total 360 527 305 235 498 504 494 235

Noon - Noon 555 439 275 337 538 475 539

ADT AWD 451 527

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: TOWERLINE RD IC-236 TS: 728 and: TOWERLINE RD IC-236 Regn: West Pattern: PDCS: LHRS: 47775 Offset: 0 Locn: TOWERLINE RD IC-236

Ramp: 45 Lanes: 1 Speed: Dates: 04-Sep-2018 to 11-Sep-2018

Tue Wed Thu Fri Sat Sun Mon Tue Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 09/04 09/05 09/06 09/07 09/08 09/09 09/10 09/11 00:00-01:00 25 14 14 16 9 4 18 01:00-02:00 14 11 16 13 3 15 17 02:00-03:00 25 24 29 14 3 27 29 03:00-04:00 25 41 33 17 11 22 33 04:00-05:00 69 52 69 18 4 80 61 05:00-06:00 130 120 128 35 18 126 137 06:00-07:00 168 148 147 32 24 165 139 07:00-08:00 177 187 178 59 30 166 158 08:00-09:00 159 164 157 49 31 132 165 09:00-10:00 145 146 119 62 51 117 131 10:00-11:00 123 135 101 82 55 112 118 11:00-12:00 162 130 119 90 90 103 140

AM Total 1222 1172 1110 487 329 1069 1146

12:00-13:00 121 160 148 131 80 71 145 13:00-14:00 134 175 141 129 116 72 142 14:00-15:00 147 145 149 150 70 87 153 15:00-16:00 158 193 179 139 79 85 128 16:00-17:00 182 163 197 137 94 72 159 17:00-18:00 157 161 191 154 53 71 139 18:00-19:00 87 99 79 126 44 70 93 19:00-20:00 64 76 88 83 44 59 61 20:00-21:00 60 58 66 57 38 50 58 21:00-22:00 49 55 50 40 30 44 21 22:00-23:00 38 41 47 35 25 13 38 23:00-00:00 25 39 36 40 21 14 27

PM Total 1222 1365 1371 1221 694 708 1164

24h. Total 1222 2587 2543 2331 1181 1037 2233 1146

Noon - Noon 2444 2537 2481 1708 1023 1777 2310

ADT AWD 2040 2443

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: TOWERLINE RD IC-236 TS: 728 and: TOWERLINE RD IC-236 Regn: WEST Pattern: PDCS: LHRS: 47775 Offset:0 Locn: TOWERLINE RD IC-236

Ramp: 46 Lanes:1 Speed: Dates: 18-Oct-2018 to 25-Oct-2018

Thu Fri Sat Sun Mon Tue Wed Thu Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 10/18 10/19 10/20 10/21 10/22 10/23 10/24 10/25 00:00-01:00 22 29 9 2 28 29 24 01:00-02:00 15 42 3 7 22 21 15 02:00-03:00 49 19 7 6 51 56 57 03:00-04:00 31 9 4 5 30 35 42 04:00-05:00 26 4 0 17 26 19 22 05:00-06:00 25 8 4 27 19 24 17 06:00-07:00 43 20 16 59 61 51 67 07:00-08:00 79 16 5 85 85 98 76 08:00-09:00 72 25 14 90 74 78 83 09:00-10:00 80 42 23 51 65 77 56 10:00-11:00 69 81 24 59 57 58 74 11:00-12:00 70 49 42 69 91 72 64

AM Total 581 344 151 477 609 618 597

12:00-13:00 75 78 56 39 84 69 53 13:00-14:00 72 67 55 28 79 78 60 14:00-15:00 91 85 44 24 82 90 68 15:00-16:00 138 153 44 28 172 172 163 16:00-17:00 154 127 27 27 149 150 123 17:00-18:00 95 90 32 27 90 100 123 18:00-19:00 41 50 36 34 59 54 41 19:00-20:00 34 25 19 17 18 23 29 20:00-21:00 22 12 18 20 23 25 20 21:00-22:00 23 15 11 21 21 18 22 22:00-23:00 20 8 7 10 18 18 22 23:00-00:00 17 15 2 7 15 15 14

PM Total 782 725 351 282 810 812 738

24h. Total 782 1306 695 433 1287 1421 1356 597

Noon - Noon 1363 1069 502 759 1419 1430 1335

ADT AWD 1125 1387

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: TOWERLINE RD IC-236 TS: 728 and: TOWERLINE RD IC-236 Regn: West Pattern: PDCS: LHRS: 47775 Offset:0 Locn: TOWERLINE RD IC-236

Ramp: 54 Lanes:1 Speed: Dates: 04-Sep-2018 to 11-Sep-2018

Tue Wed Thu Fri Sat Sun Mon Tue Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 09/04 09/05 09/06 09/07 09/08 09/09 09/10 09/11 00:00-01:00 21 18 4 13 7 3 13 01:00-02:00 4 1 8 13 9 9 8 02:00-03:00 20 20 21 7 1 11 14 03:00-04:00 23 18 10 8 2 10 22 04:00-05:00 25 31 33 7 6 25 22 05:00-06:00 91 88 74 46 9 84 99 06:00-07:00 138 137 126 39 8 144 130 07:00-08:00 139 140 157 24 14 123 137 08:00-09:00 111 90 96 32 47 112 137 09:00-10:00 92 113 74 38 35 80 69 10:00-11:00 75 82 65 41 21 86 81 11:00-12:00 110 84 85 41 22 83 98

AM Total 849 822 753 309 181 770 830

12:00-13:00 88 89 80 100 43 29 89 13:00-14:00 103 94 103 111 36 25 127 14:00-15:00 107 95 107 122 44 28 91 15:00-16:00 133 123 134 164 57 34 118 16:00-17:00 141 101 122 122 51 32 94 17:00-18:00 126 153 144 99 43 38 141 18:00-19:00 52 57 59 92 19 28 53 19:00-20:00 39 45 63 40 26 27 39 20:00-21:00 44 65 33 36 24 33 32 21:00-22:00 17 45 40 33 18 14 32 22:00-23:00 24 24 30 35 20 9 13 23:00-00:00 31 44 40 26 12 5 37

PM Total 905 935 955 980 393 302 866

24h. Total 905 1784 1777 1733 702 483 1636 830

Noon - Noon 1754 1757 1708 1289 574 1072 1696

ADT AWD 1407 1729

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Ministry of Transportation Ramp Weekly Volume Summary

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Ministry of Transportation Ramp Weekly Volume Summary

Hwy: 401 Between: TOWERLINE RD IC-236 TS: 728 and: TOWERLINE RD IC-236 Regn: WEST Pattern: PDCS: LHRS: 47775 Offset:0 Locn: TOWERLINE RD IC-236

Ramp: 69 Lanes:1 Speed: Dates: 18-Oct-2018 to 25-Oct-2018

Thu Fri Sat Sun Mon Tue Wed Thu Pk. Pk. Pk. Pk. Pk. Pk. Pk. H. Interval 10/18 10/19 10/20 10/21 10/22 10/23 10/24 10/25 00:00-01:00 8 9 6 1 10 10 8 01:00-02:00 12 19 7 4 9 5 10 02:00-03:00 25 6 3 10 13 14 15 03:00-04:00 10 2 1 5 16 9 11 04:00-05:00 8 5 2 7 12 10 8 05:00-06:00 35 10 2 31 37 30 31 06:00-07:00 77 15 3 96 86 80 89 07:00-08:00 89 17 9 90 94 90 109 08:00-09:00 85 22 9 61 75 74 95 09:00-10:00 54 22 10 46 51 44 63 10:00-11:00 58 28 11 42 50 58 55 11:00-12:00 48 23 25 42 55 41 59

AM Total 509 178 88 435 508 465 553

12:00-13:00 63 50 20 22 64 50 59 13:00-14:00 58 53 29 22 39 44 46 14:00-15:00 64 59 29 12 51 46 56 15:00-16:00 77 59 19 26 69 70 71 16:00-17:00 82 97 26 28 62 85 87 17:00-18:00 78 63 15 33 79 72 73 18:00-19:00 68 53 18 20 54 62 51 19:00-20:00 31 47 16 15 29 24 35 20:00-21:00 27 21 19 12 24 24 29 21:00-22:00 30 20 19 12 22 21 24 22:00-23:00 27 26 15 14 23 29 24 23:00-00:00 15 16 8 2 16 15 14

PM Total 620 564 233 218 532 542 569

24h. Total 620 1073 411 306 967 1050 1034 553

Noon - Noon 1129 742 321 653 1040 1007 1122

ADT AWD 859 1074

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Ministry of Transportation Ramp Weekly Volume Summary

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ACTUATED INTERVAL TIMING AND FAZE FUNCTIONS

PHASE COLUMN F PHASES BI Tran Systems, Inc. 510 Bercut Dr., Sacremento, Calif. 95814 1 2 3 4 5 6 7 8 9 A B C D E 1 2 3 4 5 6 7 8 916/441-0260 0 WALK - - 7 - 7 - 0 RR1 DLY 0 PERMIT X X X Traffic Signal Program 233 Ontario Timing Sheet #2 1 DON'T WALK - - 19 - 26 - 1 PHASE 1 - RR1 CLR 1 RED LOCK 2 MIN INITIAL 20 10 20 2 PHASE 2 34 EVA DLY 2 YELLOW LOCK 3 TYPE 3 LIMIT - - - - 3 PHASE 3 - EVA CLR 3 VEH MIN CALL X Date: Apr 16 2019 4 ADD PER VEH - 1 - - 1 - 4 PHASE 4 - EVB DLY 4 PED RECALL X 5 VEH EXT 4.0 3.0 4.0 5 PHASE 5 - EVB CLR 5 PEDESTRIANS View Only LOCATION 6 MAX GAP 4.0 3.0 4.0 6 PHASE 6 34 EVC DLY 6 YIELD AT FLSH D/W Hwy 401 WRT 7 MIN GAP 4.0 3.0 4.0 7 PHASE 7 - EVC CLR 7 RED REST 8 MAX LIMIT 50.0 35.0 50.0 8 PHASE 8 - EVD DLY 8 DOUBLE ENTRY X X At: Oxford 2

9 MAXIMUM 2 - - - - MAX ALT ALT ALT ALT EVD CLR 9 VEH MAX CALL A ADV /DLY WALK - - - - INT WALK FLH INT EXT RR2 DLY A SOFT RECALL A B C D/W B SEQUENCE TO - - - - RR2 CLR B MAXIMUM 2 PREEMPT RR1-2 SP EMER C COND SRV MIN - - - - ALL RED START EV CLR C COND SERVICE MINIMUMS SPEV1 EV2 VEH D REDUCE EVERY - - - - ( F/1 + C +O ) = 5.0 EV DLY D MAN CONT CALL A WLK (DFLT) 4.0 4.0 4.0 E YELLOW 5.9 4.5 5.9 RED REVERT RR CLR E YELLOW START X X B FD WALK F RED CLEAR 1.8 2.1 1.8 ( F/1 + O + F ) = 5.0 RR DLY F FIRST PHASES X C INITAL PHASE BANK # 1 < C + O + F = 1 > < C + O + F = 1 > < C + O + F = 1 >

Column E Phases / Bits Column F Phases / Bits Column F Phases / Bits 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 MANUAL PLAN 0 0 EXCLUSIVE 0 0 ADV GRN FLH < C/0 + A + 1 > 1 RR1 CLEAR 1 EXT PERMIT 1 1 PHASE FLASH MANUAL OFFSET 0 2 RR2 CLEAR 2 EXT PERMIT 2 2 FLASH WALK < C/0 + B + 1 > 3 RR2 LTD SRV 3 EXCLU PED 3 GUAR PASS MANUAL SELECTION 4 PROT/PERM 4 4 SIMUL GAP X X 5 FLH TO PREMT 5 PED 2P OUT 5 SEQ TIMING 6 FLASH ENTRY 6 PED 6P OUT X 6 ADV WALK MANUAL PLAN 7 DISABL MIN YEL 7 PED 4P OUT X 7 DELAY WALK 0 = Automatic (Master) 8 DISABL OVP YEL 8 PED 8P OUT 8 EXT RECALL 1-9 = Control Plan 1 - 9 9 OVP FLH YEL 9 FLH YELLOW 9 14 (E) = Free ( Isolated ) A EM VEH A A A MAX EXTEN 15 (F) = Software Flash B EM VEH B B B INH PED RSRV C EM VEH C C C SEMI ACTUATED MANUAL OFFSET D EM VEH D D D 0 = Automatic (Master) E EXTRA 1 X X E RESTRICTED E STRT VEH CALL X 1 = Offset A F IC SELECT X F EXTRA 2 F STRT PED CALL X X 2 = Offset B < C + O + E = 125 > SPECIALS < C + O + F = 2 > 3 = Offset C

FLASH TO PREEMPT EXTRA 1 EXTRA 2 IC SELECT 1 = EVA 5 = RR1 1 = TBC TYPE 1 5 = EXPANDED STATUS REPORTING 1 = AWR ON DURING PHASE INITAL 2 = 2 WAY MODEM 5 = SIMPLES MASTER 2 = EVB 6 = RR2 2 = NEMA EXT. COORD. 6 = INTERNATIONAL PED 2 = LMU INSTALLED 3 = 7 WIRE SLAVE 7 = 7 WIRE MASTER 3 = EVC 7 = SE1 3 = DAYLIGHT SAVINGS 7 = CLEAR OUTPUTS DURING FLASH 4 = FLASH / FREE 8 = OFFSET INTURP 4 = EVD 8 = SE2 4 = 8 = SPLIT RING

Ministry of Transportation Page 1 BI Tran 233ON1.B ACTUATED INTERVAL TIMING AND FAZE FUNCTIONS

PHASE COLUMN F PHASES BI Tran Systems, Inc. 510 Bercut Dr., Sacremento, Calif. 95814 1 2 3 4 5 6 7 8 9 A B C D E 1 2 3 4 5 6 7 8 916/441-0260 0 WALK - - - - 16 0 RR1 DLY 0 PERMIT X X X Traffic Signal Program 233 Ontario Timing Sheet #2 1 DON'T WALK - - - - 11 1 PHASE 1 - RR1 CLR 1 RED LOCK 2 MIN INITIAL 20 20 10 2 PHASE 2 - EVA DLY 2 YELLOW LOCK 3 TYPE 3 LIMIT - - - - 3 PHASE 3 - EVA CLR 3 VEH MIN CALL X X Date: Nov. 22, 2007 4 ADD PER VEH - - - - 4 PHASE 4 - EVB DLY 4 PED RECALL 5 VEH EXT 4.0 4.0 3.0 5 PHASE 5 - EVB CLR 5 PEDESTRIANS View Only LOCATION 6 MAX GAP 4.0 4.0 3.0 6 PHASE 6 - EVC DLY 6 YIELD AT FLSH D/W Hwy: 401_EB Ramp 7 MIN GAP 4.0 4.0 3.0 7 PHASE 7 - EVC CLR 7 RED REST 8 MAX LIMIT 65 65 35 8 PHASE 8 - EVD DLY 8 DOUBLE ENTRY X X At: Oxford Hwy 2

9 MAXIMUM 2 - - - - MAX ALT ALT ALT ALT EVD CLR 9 VEH MAX CALL A ADV /DLY WALK - - - - INT WALK FLH INT EXT RR2 DLY A SOFT RECALL A B C D/W B SEQUENCE TO - - - RR2 CLR B MAXIMUM 2 PREEMPT RR1-2 SP EMER C COND SRV MIN - - - - ALL RED START EV CLR C COND SERVICE MINIMUMS SPEV1 EV2 VEH D REDUCE EVERY - - - - ( F/1 + C +O ) = 5.0 EV DLY D MAN CONT CALL A WLK (DFLT) 4.0 4.0 4.0 E YELLOW 5.4 5.4 4.1 RED REVERT RR CLR E YELLOW START X X B FD WALK F RED CLEAR 2.0 2.0 3.2 ( F/1 + O + F ) = 5.0 RR DLY F FIRST PHASES X C INITAL PHASE BANK # 1 < C + O + F = 1 > < C + O + F = 1 > < C + O + F = 1 >

Column E Phases / Bits Column F Phases / Bits Column F Phases / Bits 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 MANUAL PLAN 0 EXCLUSIVE 0 0 ADV GRN FLH < C/0 + A + 1 > 1 RR1 CLEAR 1 EXT PERMIT 1 1 PHASE FLASH MANUAL OFFSET 2 RR2 CLEAR 2 EXT PERMIT 2 2 FLASH WALK < C/0 + B + 1 > 3 RR2 LTD SRV 3 EXCLU PED 3 GUAR PASS MANUAL SELECTION 4 PROT/PERM 4 4 SIMUL GAP X X 5 FLH TO PREMT 5 PED 2P OUT 5 SEQ TIMING 6 FLASH ENTRY 6 PED 6P OUT 6 ADV WALK MANUAL PLAN 7 DISABL MIN YEL 7 PED 4P OUT 7 DELAY WALK 0 = Automatic (Master) 8 DISABL OVP YEL 8 PED 8P OUT X 8 EXT RECALL 1-9 = Control Plan 1 - 9 9 OVP FLH YEL 9 FLH YELLOW 9 14 (E) = Free ( Isolated ) A EM VEH A A A MAX EXTEN 15 (F) = Software Flash B EM VEH B B B INH PED RSRV C EM VEH C C C SEMI ACTUATED MANUAL OFFSET D EM VEH D D D 0 = Automatic (Master) E EXTRA 1 X X E RESTRICTED E STRT VEH CALL X X X 1 = Offset A F IC SELECT X F EXTRA 2 F STRT PED CALL X 2 = Offset B < C + O + E = 125 > SPECIALS < C + O + F = 2 > 3 = Offset C

FLASH TO PREEMPT EXTRA 1 EXTRA 2 IC SELECT 1 = EVA 5 = RR1 1 = TBC TYPE 1 5 = EXPANDED STATUS REPORTING 1 = AWR ON DURING PHASE INITAL 2 = 2 WAY MODEM 5 = SIMPLES MASTER 2 = EVB 6 = RR2 2 = NEMA EXT. COORD. 6 = INTERNATIONAL PED 2 = LMU INSTALLED 3 = 7 WIRE SLAVE 7 = 7 WIRE MASTER 3 = EVC 7 = SE1 3 = DAYLIGHT SAVINGS 7 = CLEAR OUTPUTS DURING FLASH 4 = FLASH / FREE 8 = OFFSET INTURP 4 = EVD 8 = SE2 4 = 8 = SPLIT RING

Ministry of Transportation Page 1 BI Tran 233ON1.B City of Woodstock, Ontario Southeast Woodstock Secondary Plan

Appendix C – Existing Conditions Synchro Reports

4-43 Queues 2019_EX_AM 100: Highway 2 & Oxford Road 4 10/10/2019

Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 36 358 12 401 149 60 145 268 141 79 v/c Ratio 0.14 0.39 0.03 0.44 0.31 0.59 0.47 0.46 0.11 0.13 Control Delay 14.1 19.6 12.4 22.8 4.2 56.9 31.6 15.0 13.1 1.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.1 19.6 12.4 22.8 4.2 56.9 31.6 15.0 13.1 1.4 Queue Length 50th (m) 3.3 19.2 1.1 22.6 0.0 8.4 9.0 21.3 5.7 0.0 Queue Length 95th (m) 7.2 30.6 3.4 34.7 7.3 #22.9 16.5 41.9 11.9 1.9 Internal Link Dist (m) 772.4 442.6 124.7 1007.7 Turn Bay Length (m) 125.0 250.0 175.0 100.0 Base Capacity (vph) 264 941 349 964 508 104 313 587 1239 611 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.38 0.03 0.42 0.29 0.58 0.46 0.46 0.11 0.13 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 2019_EX_AM 100: Highway 2 & Oxford Road 4 10/10/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 31 278 26 10 341 127 51 105 18 228 120 67 Future Volume (vph) 31 278 26 10 341 127 51 105 18 228 120 67 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1188 2778 1504 3008 1205 1367 2687 1444 2735 1188 Flt Permitted 0.49 1.00 0.54 1.00 1.00 0.66 1.00 0.48 1.00 1.00 Satd. Flow (perm) 606 2778 852 3008 1205 954 2687 725 2735 1188 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 36 327 31 12 401 149 60 124 21 268 141 79 RTOR Reduction (vph) 0 10 0 0 0 110 0 19 0 0 0 43 Lane Group Flow (vph) 36 348 0 12 401 39 60 126 0 268 141 36 Heavy Vehicles (%) 52% 28% 31% 20% 20% 34% 32% 32% 28% 25% 32% 36% Turn Type pm+pt NA pm+pt NA Perm Perm NA pm+pt NA Perm Protected Phases 5 2 1 6 4 3 8 Permitted Phases 2 6 6 4 8 8 Actuated Green, G (s) 21.9 19.9 19.9 18.9 18.9 7.8 7.8 33.1 33.1 33.1 Effective Green, g (s) 21.9 19.9 19.9 18.9 18.9 7.8 7.8 33.1 33.1 33.1 Actuated g/C Ratio 0.30 0.27 0.27 0.26 0.26 0.11 0.11 0.45 0.45 0.45 Clearance Time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Vehicle Extension (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 197 757 241 778 311 101 287 548 1240 538 v/s Ratio Prot c0.00 0.13 0.00 c0.13 0.05 c0.15 0.05 v/s Ratio Perm 0.05 0.01 0.03 0.06 c0.07 0.03 v/c Ratio 0.18 0.46 0.05 0.52 0.12 0.59 0.44 0.49 0.11 0.07 Uniform Delay, d1 18.5 22.1 19.5 23.1 20.7 31.1 30.6 13.5 11.5 11.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 2.0 0.1 2.4 0.8 10.5 1.5 0.9 0.1 0.1 Delay (s) 19.1 24.1 19.6 25.6 21.5 41.6 32.0 14.4 11.6 11.3 Level of Service B C B C C D C B B B Approach Delay (s) 23.6 24.4 34.8 13.1 Approach LOS C C C B Intersection Summary HCM 2000 Control Delay 22.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 51.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 Queues 2019_EX_AM 200: Street H/Township Road 2 & Highway 2 10/10/2019

Lane Group EBL EBT WBL WBT WBR NBT NBR SBL SBR Lane Group Flow (vph) 27 542 9 498 45 8 20 2 14 v/c Ratio 0.04 0.23 0.02 0.22 0.04 0.09 0.08 0.01 0.02 Control Delay 4.8 4.8 10.4 8.1 0.1 53.0 0.6 55.0 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.8 4.8 10.4 8.1 0.1 53.0 0.6 55.0 0.1 Queue Length 50th (m) 1.1 15.0 0.6 21.8 0.0 1.9 0.0 0.2 0.0 Queue Length 95th (m) 4.9 34.8 3.5 42.6 0.0 7.2 0.0 1.8 0.0 Internal Link Dist (m) 442.6 431.3 77.4 Turn Bay Length (m) 150.0 125.0 225.0 Base Capacity (vph) 799 2356 480 2254 1166 109 293 1103 851 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.23 0.02 0.22 0.04 0.07 0.07 0.00 0.02 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 3 HCM Signalized Intersection Capacity Analysis 2019_EX_AM 200: Street H/Township Road 2 & Highway 2 10/10/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 472 27 8 458 41 7 0 18 2 0 13 Future Volume (vph) 25 472 27 8 458 41 7 0 18 2 0 13 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1736 2834 1308 2911 1468 1583 1455 3502 1495 Flt Permitted 0.44 1.00 0.45 1.00 1.00 0.54 1.00 1.00 1.00 Satd. Flow (perm) 813 2834 619 2911 1468 901 1455 3686 1495 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 513 29 9 498 45 8 0 20 2 0 14 RTOR Reduction (vph) 0 1 0 0 0 14 0 0 19 0 0 14 Lane Group Flow (vph) 27 541 0 9 498 31 0 8 1 2 0 0 Heavy Vehicles (%) 4% 27% 15% 38% 24% 10% 14% 0% 11% 0% 0% 8% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm Perm Protected Phases 5 2 6 4 8 Permitted Phases 2 6 6 4 4 8 8 Actuated Green, G (s) 93.5 93.5 84.6 84.6 84.6 7.4 7.4 2.8 2.8 Effective Green, g (s) 93.5 93.5 84.6 84.6 84.6 7.4 7.4 2.8 2.8 Actuated g/C Ratio 0.76 0.76 0.68 0.68 0.68 0.06 0.06 0.02 0.02 Clearance Time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 646 2143 423 1992 1004 53 87 83 33 v/s Ratio Prot 0.00 c0.19 0.17 v/s Ratio Perm 0.03 0.01 0.02 c0.01 0.00 c0.00 0.00 v/c Ratio 0.04 0.25 0.02 0.25 0.03 0.15 0.01 0.02 0.01 Uniform Delay, d1 3.8 4.5 6.2 7.4 6.3 55.1 54.7 59.1 59.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.3 0.1 0.3 0.1 1.3 0.1 0.1 0.1 Delay (s) 3.8 4.8 6.3 7.7 6.3 56.4 54.7 59.2 59.2 Level of Service A A A A A E D E E Approach Delay (s) 4.8 7.6 55.2 59.2 Approach LOS A A E E Intersection Summary HCM 2000 Control Delay 8.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.25 Actuated Cycle Length (s) 123.6 Sum of lost time (s) 24.6 Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 4 Queues 2019_EX_AM 300: Highway 2 & 401 SB on/off ramp 10/10/2019

Lane Group EBT WBT SBL SBT SBR Lane Group Flow (vph) 514 354 26 24 215 v/c Ratio 0.23 0.16 0.15 0.17 0.59 Control Delay 4.7 4.2 34.2 0.0 12.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 4.7 4.2 34.2 0.0 12.3 Queue Length 50th (m) 12.5 7.8 4.1 0.0 0.0 Queue Length 95th (m) 22.0 14.6 11.1 0.0 19.1 Internal Link Dist (m) 326.9 245.7 117.4 Turn Bay Length (m) Base Capacity (vph) 2240 2269 467 145 604 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.23 0.16 0.06 0.17 0.36 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 5 HCM Signalized Intersection Capacity Analysis 2019_EX_AM 300: Highway 2 & 401 SB on/off ramp 10/10/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 426 47 0 287 39 0 0 0 24 0 220 Future Volume (vph) 0 426 47 0 287 39 0 0 0 24 0 220 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.7 7.7 6.6 4.0 6.6 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frt 0.99 0.98 1.00 0.85 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3173 3213 1399 0 1380 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3173 3213 1399 0 1380 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 463 51 0 312 42 0 0 0 26 0 239 RTOR Reduction (vph) 0 6 0 0 7 0 0 0 0 0 24 188 Lane Group Flow (vph) 0 508 0 0 347 0 0 0 0 26 0 27 Heavy Vehicles (%) 0% 9% 40% 0% 10% 13% 0% 0% 0% 29% 0% 17% Turn Type NA NA Prot Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G (s) 59.9 59.9 10.8 0.0 10.8 Effective Green, g (s) 59.9 59.9 10.8 0.0 10.8 Actuated g/C Ratio 0.70 0.70 0.13 0.00 0.13 Clearance Time (s) 7.7 7.7 6.6 6.6 Vehicle Extension (s) 4.0 4.0 3.0 3.0 Lane Grp Cap (vph) 2236 2264 177 0 175 v/s Ratio Prot c0.16 0.11 0.02 v/s Ratio Perm c0.02 v/c Ratio 0.23 0.15 0.15 0.00 0.16 Uniform Delay, d1 4.4 4.2 33.0 42.5 33.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.0 0.4 0.0 0.4 Delay (s) 4.6 4.2 33.4 42.5 33.5 Level of Service A A C D C Approach Delay (s) 4.6 4.2 0.0 34.3 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 11.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.22 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 14.3 Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 6 Queues 2019_EX_AM 400: 401 NB on/off ramp & Highway 2 10/10/2019

Lane Group EBT EBR WBL WBT NBL Lane Group Flow (vph) 236 253 26 305 81 v/c Ratio 0.09 0.20 0.04 0.11 0.43 Control Delay 3.4 0.9 3.8 3.4 33.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 3.4 0.9 3.8 3.4 33.9 Queue Length 50th (m) 5.5 0.0 1.1 7.3 9.5 Queue Length 95th (m) 10.0 6.2 3.6 12.6 23.7 Internal Link Dist (m) 245.7 972.5 106.7 Turn Bay Length (m) 125.0 150.0 Base Capacity (vph) 2657 1263 731 2657 441 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.09 0.20 0.04 0.11 0.18 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 7 HCM Signalized Intersection Capacity Analysis 2019_EX_AM 400: 401 NB on/off ramp & Highway 2 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 217 233 24 281 45 29 Future Volume (vph) 217 233 24 281 45 29 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.4 7.4 7.4 7.4 7.3 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.95 Flt Protected 1.00 1.00 0.95 1.00 0.97 Satd. Flow (prot) 3343 1524 1444 3343 1509 Flt Permitted 1.00 1.00 0.60 1.00 0.97 Satd. Flow (perm) 3343 1524 919 3343 1509 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 236 253 26 305 49 32 RTOR Reduction (vph) 0 59 0 0 29 0 Lane Group Flow (vph) 236 194 26 305 52 0 Heavy Vehicles (%) 8% 6% 25% 8% 24% 3% Turn Type NA Perm Perm NA Prot Protected Phases 2 6 8 Permitted Phases 2 6 Actuated Green, G (s) 76.5 76.5 76.5 76.5 8.8 Effective Green, g (s) 76.5 76.5 76.5 76.5 8.8 Actuated g/C Ratio 0.76 0.76 0.76 0.76 0.09 Clearance Time (s) 7.4 7.4 7.4 7.4 7.3 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 Lane Grp Cap (vph) 2557 1165 703 2557 132 v/s Ratio Prot 0.07 0.09 c0.03 v/s Ratio Perm c0.13 0.03 v/c Ratio 0.09 0.17 0.04 0.12 0.39 Uniform Delay, d1 3.0 3.2 2.8 3.0 43.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.3 0.1 0.1 1.9 Delay (s) 3.0 3.5 2.9 3.1 45.0 Level of Service A A A A D Approach Delay (s) 3.3 3.1 45.0 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 7.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.19 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.7 Intersection Capacity Utilization 45.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 8 HCM Unsignalized Intersection Capacity Analysis 2019_EX_AM 900: Commerce Way & Parkinson Road 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 193 4 4 348 2 0 Future Volume (Veh/h) 193 4 4 348 2 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 224 5 5 405 2 0 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 229 642 226 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 229 642 226 tC, single (s) 4.6 6.9 6.2 tC, 2 stage (s) tF (s) 2.7 4.0 3.3 p0 queue free % 100 99 100 cM capacity (veh/h) 1102 370 818 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 229 410 2 Volume Left 0 5 2 Volume Right 5 0 0 cSH 1700 1102 370 Volume to Capacity 0.13 0.00 0.01 Queue Length 95th (m) 0.0 0.1 0.1 Control Delay (s) 0.0 0.1 14.8 Lane LOS A B Approach Delay (s) 0.0 0.1 14.8 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 31.5% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 9 HCM Unsignalized Intersection Capacity Analysis 2019_EX_AM 1000: Parkinson Road/Towerline Road & Oxford Road 4 10/10/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 55 138 273 119 77 79 Future Volume (Veh/h) 55 138 273 119 77 79 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 Hourly flow rate (vph) 63 159 314 137 89 91 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 12 Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 451 668 382 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 451 668 382 tC, single (s) 4.5 6.7 6.5 tC, 2 stage (s) tF (s) 2.5 3.8 3.6 p0 queue free % 93 75 85 cM capacity (veh/h) 943 355 602 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 222 451 180 Volume Left 63 0 89 Volume Right 0 137 91 cSH 943 1700 718 Volume to Capacity 0.07 0.27 0.25 Queue Length 95th (m) 1.7 0.0 7.9 Control Delay (s) 3.1 0.0 15.2 Lane LOS A C Approach Delay (s) 3.1 0.0 15.2 Approach LOS C Intersection Summary Average Delay 4.0 Intersection Capacity Utilization 46.2% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 10 HCM Unsignalized Intersection Capacity Analysis 2019_EX_AM 1100: 401 SB on ramp/401 SB off ramp & Towerline Road 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 155 61 49 303 0 0 0 0 10 0 89 Future Volume (Veh/h) 0 155 61 49 303 0 0 0 0 10 0 89 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 168 66 53 329 0 0 0 0 11 0 97 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 329 234 700 603 168 603 669 329 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 329 234 700 603 168 603 669 329 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 96 100 100 100 97 100 86 cM capacity (veh/h) 1242 1345 299 399 881 401 366 717 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 168 66 53 329 0 108 Volume Left 0 0 53 0 0 11 Volume Right 0 66 0 0 0 97 cSH 1700 1700 1345 1700 1700 664 Volume to Capacity 0.10 0.04 0.04 0.19 0.00 0.16 Queue Length 95th (m) 0.0 0.0 1.0 0.0 0.0 4.6 Control Delay (s) 0.0 0.0 7.8 0.0 0.0 11.5 Lane LOS A A B Approach Delay (s) 0.0 1.1 0.0 11.5 Approach LOS A B Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 28.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 2019_EX_AM 1200: 401 NB on/off ramp & Towerline Road 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 51 114 12 237 115 74 Future Volume (Veh/h) 51 114 12 237 115 74 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) 55 124 13 258 125 80 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 55 339 55 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 55 339 55 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 81 92 cM capacity (veh/h) 1563 655 1018 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 55 124 13 258 205 Volume Left 0 0 13 0 125 Volume Right 0 124 0 0 80 cSH 1700 1700 1563 1700 761 Volume to Capacity 0.03 0.07 0.01 0.15 0.27 Queue Length 95th (m) 0.0 0.0 0.2 0.0 8.7 Control Delay (s) 0.0 0.0 7.3 0.0 11.5 Lane LOS A B Approach Delay (s) 0.0 0.4 11.5 Approach LOS B Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 30.0% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 12 HCM Unsignalized Intersection Capacity Analysis 2019_EX_AM 1300: Middletown Line N & Towerline Road 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 90 34 9 199 50 5 Future Volume (Veh/h) 90 34 9 199 50 5 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 Hourly flow rate (vph) 115 44 12 255 64 6 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 159 416 137 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 159 416 137 tC, single (s) 4.1 6.7 6.4 tC, 2 stage (s) tF (s) 2.2 3.8 3.5 p0 queue free % 99 88 99 cM capacity (veh/h) 1433 534 866 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 159 267 70 Volume Left 0 12 64 Volume Right 44 0 6 cSH 1700 1433 552 Volume to Capacity 0.09 0.01 0.13 Queue Length 95th (m) 0.0 0.2 3.5 Control Delay (s) 0.0 0.4 12.5 Lane LOS A B Approach Delay (s) 0.0 0.4 12.5 Approach LOS B Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 27.8% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 2019_EX_AM 2000: Pattullo Avenue & Middletown Line N 10/10/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 13 5 23 42 14 29 Future Volume (Veh/h) 13 5 23 42 14 29 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 16 6 29 53 18 37 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 82 94 56 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 82 94 56 tC, single (s) 4.5 6.8 6.2 tC, 2 stage (s) tF (s) 2.5 3.9 3.3 p0 queue free % 99 98 96 cM capacity (veh/h) 1316 806 1008 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 22 82 55 Volume Left 16 0 18 Volume Right 0 53 37 cSH 1316 1700 932 Volume to Capacity 0.01 0.05 0.06 Queue Length 95th (m) 0.3 0.0 1.5 Control Delay (s) 5.7 0.0 9.1 Lane LOS A A Approach Delay (s) 5.7 0.0 9.1 Approach LOS A Intersection Summary Average Delay 3.9 Intersection Capacity Utilization 17.6% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 14 HCM Unsignalized Intersection Capacity Analysis 2019_EX_AM 2100: Middletown Line S & Pattullo Avenue 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1 18 0 0 65 1 Future Volume (Veh/h) 1 18 0 0 65 1 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 1 23 0 0 82 1 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 24 12 12 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 24 12 12 tC, single (s) 4.1 6.7 7.2 tC, 2 stage (s) tF (s) 2.2 3.8 4.2 p0 queue free % 100 91 100 cM capacity (veh/h) 1604 935 842 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 24 0 83 Volume Left 0 0 82 Volume Right 23 0 1 cSH 1700 1700 933 Volume to Capacity 0.01 0.00 0.09 Queue Length 95th (m) 0.0 0.0 2.3 Control Delay (s) 0.0 0.0 9.2 Lane LOS A Approach Delay (s) 0.0 0.0 9.2 Approach LOS A Intersection Summary Average Delay 7.2 Intersection Capacity Utilization 13.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 15 Queues 2019_EX_PM 100: Highway 2 & Oxford Road 4 10/10/2019

Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 98 540 71 899 520 54 226 274 79 92 v/c Ratio 0.49 0.52 0.22 0.86 0.64 0.45 0.67 0.63 0.08 0.18 Control Delay 19.9 21.5 12.5 33.8 6.2 43.5 34.6 23.0 15.9 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.9 21.5 12.5 33.8 6.2 43.5 34.6 23.0 15.9 2.2 Queue Length 50th (m) 7.5 32.5 5.3 65.5 0.0 7.5 12.7 27.7 3.8 0.0 Queue Length 95th (m) 14.6 44.5 11.3 #93.0 16.0 17.4 22.2 44.7 7.8 3.7 Internal Link Dist (m) 772.4 442.6 124.7 1007.7 Turn Bay Length (m) 125.0 250.0 175.0 100.0 Base Capacity (vph) 200 1030 317 1050 815 120 342 437 1020 525 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.49 0.52 0.22 0.86 0.64 0.45 0.66 0.63 0.08 0.18 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 2019_EX_PM 100: Highway 2 & Oxford Road 4 10/10/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 83 407 52 60 764 442 46 143 49 233 67 78 Future Volume (vph) 83 407 52 60 764 442 46 143 49 233 67 78 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.96 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1467 2963 1421 3059 1380 1480 2690 1456 2865 1233 Flt Permitted 0.18 1.00 0.41 1.00 1.00 0.70 1.00 0.44 1.00 1.00 Satd. Flow (perm) 277 2963 614 3059 1380 1095 2690 678 2865 1233 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 98 479 61 71 899 520 54 168 58 274 79 92 RTOR Reduction (vph) 0 13 0 0 0 348 0 47 0 0 0 59 Lane Group Flow (vph) 98 527 0 71 899 172 54 179 0 274 79 33 Heavy Vehicles (%) 23% 19% 26% 27% 18% 17% 22% 27% 35% 24% 26% 31% Turn Type pm+pt NA pm+pt NA Perm Perm NA pm+pt NA Perm Protected Phases 5 2 1 6 4 3 8 Permitted Phases 2 6 6 4 8 8 Actuated Green, G (s) 28.1 24.1 28.1 24.1 24.1 7.9 7.9 25.9 25.9 25.9 Effective Green, g (s) 28.1 24.1 28.1 24.1 24.1 7.9 7.9 25.9 25.9 25.9 Actuated g/C Ratio 0.38 0.33 0.38 0.33 0.33 0.11 0.11 0.35 0.35 0.35 Clearance Time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Vehicle Extension (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 171 978 280 1009 455 118 291 400 1016 437 v/s Ratio Prot c0.03 0.18 0.01 c0.29 0.07 c0.14 0.03 v/s Ratio Perm 0.19 0.08 0.12 0.05 c0.10 0.03 v/c Ratio 0.57 0.54 0.25 0.89 0.38 0.46 0.61 0.69 0.08 0.07 Uniform Delay, d1 15.7 19.9 14.6 23.2 18.7 30.5 31.1 18.8 15.6 15.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.5 2.1 0.7 11.8 2.4 3.8 4.4 5.2 0.0 0.1 Delay (s) 21.2 22.0 15.2 35.0 21.1 34.3 35.5 24.0 15.7 15.7 Level of Service C C B C C C D C B B Approach Delay (s) 21.9 29.2 35.2 20.8 Approach LOS C C D C Intersection Summary HCM 2000 Control Delay 26.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 63.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 Queues 2019_EX_PM 200: Street H/Township Road 2 & Highway 2 10/10/2019

Lane Group EBL EBT WBL WBT WBR NBT NBR SBL SBT SBR Lane Group Flow (vph) 138 922 9 1135 234 20 38 1020 25 792 v/c Ratio 0.68 0.76 0.10 1.35 0.45 0.35 0.15 1.26 0.04 0.98 Control Delay 41.8 35.7 39.3 201.3 7.6 68.0 1.2 160.7 30.8 41.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.8 35.7 39.3 201.3 7.6 68.0 1.2 160.7 30.8 41.9 Queue Length 50th (m) 21.6 103.8 1.7 ~199.8 0.0 4.9 0.0 ~175.0 4.4 96.7 Queue Length 95th (m) 24.9 81.1 4.8 #157.7 1.4 9.6 0.0 #135.4 8.3 43.9 Internal Link Dist (m) 442.6 431.3 77.4 487.1 Turn Bay Length (m) 150.0 125.0 225.0 Base Capacity (vph) 248 1207 89 841 524 65 274 812 577 811 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.56 0.76 0.10 1.35 0.45 0.31 0.14 1.26 0.04 0.98 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 3 HCM Signalized Intersection Capacity Analysis 2019_EX_PM 200: Street H/Township Road 2 & Highway 2 10/10/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 90 573 26 6 738 152 13 0 25 663 16 515 Future Volume (vph) 90 573 26 6 738 152 13 0 25 663 16 515 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 6.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1456 2882 1081 3034 1282 1378 1302 3019 1681 1380 Flt Permitted 0.11 1.00 0.28 1.00 1.00 0.37 1.00 0.74 1.00 1.00 Satd. Flow (perm) 163 2882 323 3034 1282 537 1302 2365 1681 1380 Peak-hour factor, PHF 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 Adj. Flow (vph) 138 882 40 9 1135 234 20 0 38 1020 25 792 RTOR Reduction (vph) 0 3 0 0 0 172 0 0 35 0 0 337 Lane Group Flow (vph) 138 919 0 9 1135 62 0 20 3 1020 25 455 Heavy Vehicles (%) 24% 25% 12% 67% 19% 26% 31% 0% 24% 16% 13% 17% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases 5 2 6 4 8 Permitted Phases 2 6 6 4 4 8 8 Actuated Green, G (s) 50.4 50.4 33.0 33.0 33.0 10.8 10.8 42.5 42.5 42.5 Effective Green, g (s) 50.4 50.4 33.0 33.0 33.0 10.8 10.8 42.5 42.5 42.5 Actuated g/C Ratio 0.41 0.41 0.27 0.27 0.27 0.09 0.09 0.34 0.34 0.34 Clearance Time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 199 1175 86 810 342 46 113 813 578 474 v/s Ratio Prot 0.07 c0.32 c0.37 0.01 v/s Ratio Perm 0.21 0.03 0.05 c0.04 0.00 c0.43 0.33 v/c Ratio 0.69 0.78 0.10 1.40 0.18 0.43 0.03 1.25 0.04 0.96 Uniform Delay, d1 29.0 31.8 34.2 45.3 34.9 53.5 51.6 40.5 27.0 39.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.0 5.2 2.4 188.0 1.2 6.5 0.1 124.6 0.0 30.8 Delay (s) 39.0 37.0 36.6 233.3 36.1 60.0 51.7 165.2 27.0 70.5 Level of Service D D D F D E D F C E Approach Delay (s) 37.3 198.5 54.6 122.4 Approach LOS D F D F Intersection Summary HCM 2000 Control Delay 124.9 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.17 Actuated Cycle Length (s) 123.6 Sum of lost time (s) 24.6 Intersection Capacity Utilization 92.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 4 Queues 2019_EX_PM 300: Highway 2 & 401 SB on/off ramp 10/10/2019

Lane Group EBT WBT SBL SBT SBR Lane Group Flow (vph) 1344 620 48 40 355 v/c Ratio 0.64 0.27 0.18 0.28 0.77 Control Delay 10.4 7.0 29.0 0.0 22.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 10.4 7.0 29.0 0.0 22.5 Queue Length 50th (m) 51.9 18.3 7.3 0.0 18.4 Queue Length 95th (m) 104.6 37.5 14.7 0.0 43.7 Internal Link Dist (m) 326.9 245.7 117.4 Turn Bay Length (m) Base Capacity (vph) 2098 2286 519 145 668 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.64 0.27 0.09 0.28 0.53 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 5 HCM Signalized Intersection Capacity Analysis 2019_EX_PM 300: Highway 2 & 401 SB on/off ramp 10/10/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 849 387 0 533 38 0 0 0 44 0 363 Future Volume (vph) 0 849 387 0 533 38 0 0 0 44 0 363 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.7 7.7 6.6 4.0 6.6 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frt 0.95 0.99 1.00 0.85 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3122 3466 1556 0 1524 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3122 3466 1556 0 1524 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 923 421 0 579 41 0 0 0 48 0 395 RTOR Reduction (vph) 0 42 0 0 4 0 0 0 0 0 40 198 Lane Group Flow (vph) 0 1302 0 0 616 0 0 0 0 48 0 157 Heavy Vehicles (%) 0% 8% 15% 0% 3% 5% 0% 0% 0% 16% 0% 6% Turn Type NA NA Prot Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G (s) 56.0 56.0 14.7 0.0 14.7 Effective Green, g (s) 56.0 56.0 14.7 0.0 14.7 Actuated g/C Ratio 0.66 0.66 0.17 0.00 0.17 Clearance Time (s) 7.7 7.7 6.6 6.6 Vehicle Extension (s) 4.0 4.0 3.0 3.0 Lane Grp Cap (vph) 2056 2283 269 0 263 v/s Ratio Prot c0.42 0.18 0.03 v/s Ratio Perm c0.10 v/c Ratio 0.63 0.27 0.18 0.00 0.60 Uniform Delay, d1 8.5 6.0 30.0 42.5 32.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 0.1 0.3 0.0 3.6 Delay (s) 10.0 6.1 30.3 42.5 36.1 Level of Service A A C D D Approach Delay (s) 10.0 6.1 0.0 36.0 Approach LOS A A A D Intersection Summary HCM 2000 Control Delay 13.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 14.3 Intersection Capacity Utilization 51.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 6 Queues 2019_EX_PM 400: 401 NB on/off ramp & Highway 2 10/10/2019

Lane Group EBT EBR WBL WBT NBL Lane Group Flow (vph) 639 332 27 310 361 v/c Ratio 0.31 0.33 0.06 0.15 0.81 Control Delay 11.2 2.3 10.8 9.9 48.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 11.2 2.3 10.8 9.9 48.1 Queue Length 50th (m) 31.6 0.0 2.2 13.6 67.5 Queue Length 95th (m) 50.3 13.0 7.1 24.0 92.6 Internal Link Dist (m) 245.7 972.5 106.7 Turn Bay Length (m) 125.0 150.0 Base Capacity (vph) 2080 1026 443 2141 507 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.31 0.32 0.06 0.14 0.71 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 7 HCM Signalized Intersection Capacity Analysis 2019_EX_PM 400: 401 NB on/off ramp & Highway 2 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 588 305 25 285 287 45 Future Volume (vph) 588 305 25 285 287 45 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.4 7.4 7.4 7.4 7.3 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.98 Flt Protected 1.00 1.00 0.95 1.00 0.96 Satd. Flow (prot) 3406 1468 1736 3505 1738 Flt Permitted 1.00 1.00 0.40 1.00 0.96 Satd. Flow (perm) 3406 1468 725 3505 1738 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 639 332 27 310 312 49 RTOR Reduction (vph) 0 133 0 0 6 0 Lane Group Flow (vph) 639 199 27 310 355 0 Heavy Vehicles (%) 6% 10% 4% 3% 3% 2% Turn Type NA Perm Perm NA Prot Protected Phases 2 6 8 Permitted Phases 2 6 Actuated Green, G (s) 59.9 59.9 59.9 59.9 25.4 Effective Green, g (s) 59.9 59.9 59.9 59.9 25.4 Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.25 Clearance Time (s) 7.4 7.4 7.4 7.4 7.3 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 Lane Grp Cap (vph) 2040 879 434 2099 441 v/s Ratio Prot c0.19 0.09 c0.20 v/s Ratio Perm 0.14 0.04 v/c Ratio 0.31 0.23 0.06 0.15 0.81 Uniform Delay, d1 9.9 9.3 8.4 8.8 35.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.6 0.3 0.1 10.3 Delay (s) 10.3 9.9 8.6 9.0 45.2 Level of Service B A A A D Approach Delay (s) 10.2 8.9 45.2 Approach LOS B A D Intersection Summary HCM 2000 Control Delay 17.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.7 Intersection Capacity Utilization 51.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 8 HCM Unsignalized Intersection Capacity Analysis 2019_EX_PM 900: Commerce Way & Parkinson Road 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 465 0 2 386 3 9 Future Volume (Veh/h) 465 0 2 386 3 9 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 489 0 2 406 3 9 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 489 899 489 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 489 899 489 tC, single (s) 4.6 6.7 6.2 tC, 2 stage (s) tF (s) 2.7 3.8 3.3 p0 queue free % 100 99 98 cM capacity (veh/h) 866 273 583 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 489 408 12 Volume Left 0 2 3 Volume Right 0 0 9 cSH 1700 866 454 Volume to Capacity 0.29 0.00 0.03 Queue Length 95th (m) 0.0 0.1 0.7 Control Delay (s) 0.0 0.1 13.1 Lane LOS A B Approach Delay (s) 0.0 0.1 13.1 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 34.5% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 9 HCM Unsignalized Intersection Capacity Analysis 2019_EX_PM 1000: Parkinson Road/Towerline Road & Oxford Road 4 10/10/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 142 332 298 96 89 90 Future Volume (Veh/h) 142 332 298 96 89 90 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Hourly flow rate (vph) 153 357 320 103 96 97 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 12 Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 423 1034 372 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 423 1034 372 tC, single (s) 4.3 6.7 6.5 tC, 2 stage (s) tF (s) 2.4 3.8 3.6 p0 queue free % 85 50 84 cM capacity (veh/h) 1037 192 611 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 510 423 193 Volume Left 153 0 96 Volume Right 0 103 97 cSH 1037 1700 386 Volume to Capacity 0.15 0.25 0.50 Queue Length 95th (m) 4.1 0.0 21.6 Control Delay (s) 3.9 0.0 26.5 Lane LOS A D Approach Delay (s) 3.9 0.0 26.5 Approach LOS D Intersection Summary Average Delay 6.3 Intersection Capacity Utilization 61.8% ICU Level of Service B Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 10 HCM Unsignalized Intersection Capacity Analysis 2019_EX_PM 1100: 401 SB on ramp/401 SB off ramp & Towerline Road 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 354 68 27 239 0 0 0 0 19 0 155 Future Volume (Veh/h) 0 354 68 27 239 0 0 0 0 19 0 155 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 385 74 29 260 0 0 0 0 21 0 168 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 260 459 871 703 385 703 777 260 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 260 459 871 703 385 703 777 260 tC, single (s) 4.2 4.2 7.2 6.6 6.3 7.2 6.6 6.3 tC, 2 stage (s) tF (s) 2.3 2.3 3.6 4.1 3.4 3.6 4.1 3.4 p0 queue free % 100 97 100 100 100 94 100 78 cM capacity (veh/h) 1259 1061 200 343 645 335 310 760 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 385 74 29 260 0 189 Volume Left 0 0 29 0 0 21 Volume Right 0 74 0 0 0 168 cSH 1700 1700 1061 1700 1700 666 Volume to Capacity 0.23 0.04 0.03 0.15 0.00 0.28 Queue Length 95th (m) 0.0 0.0 0.7 0.0 0.0 9.3 Control Delay (s) 0.0 0.0 8.5 0.0 0.0 12.5 Lane LOS A A B Approach Delay (s) 0.0 0.9 0.0 12.5 Approach LOS A B Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 39.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 2019_EX_PM 1200: 401 NB on/off ramp & Towerline Road 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 235 138 16 195 72 27 Future Volume (Veh/h) 235 138 16 195 72 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) 255 150 17 212 78 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) pX, platoon unblocked vC, conflicting volume 255 501 255 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 255 501 255 tC, single (s) 4.2 6.5 6.3 tC, 2 stage (s) tF (s) 2.3 3.6 3.4 p0 queue free % 99 85 96 cM capacity (veh/h) 1265 509 765 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 255 150 17 212 107 Volume Left 0 0 17 0 78 Volume Right 0 150 0 0 29 cSH 1700 1700 1265 1700 559 Volume to Capacity 0.15 0.09 0.01 0.12 0.19 Queue Length 95th (m) 0.0 0.0 0.3 0.0 5.6 Control Delay (s) 0.0 0.0 7.9 0.0 13.0 Lane LOS A B Approach Delay (s) 0.0 0.6 13.0 Approach LOS B Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 25.6% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 12 HCM Unsignalized Intersection Capacity Analysis 2019_EX_PM 1300: Middletown Line N & Towerline Road 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 202 60 19 151 60 19 Future Volume (Veh/h) 202 60 19 151 60 19 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 Hourly flow rate (vph) 232 69 22 174 69 22 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 301 484 266 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 301 484 266 tC, single (s) 4.3 6.6 6.6 tC, 2 stage (s) tF (s) 2.4 3.7 3.7 p0 queue free % 98 86 97 cM capacity (veh/h) 1150 497 685 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 301 196 91 Volume Left 0 22 69 Volume Right 69 0 22 cSH 1700 1150 533 Volume to Capacity 0.18 0.02 0.17 Queue Length 95th (m) 0.0 0.5 4.9 Control Delay (s) 0.0 1.1 13.1 Lane LOS A B Approach Delay (s) 0.0 1.1 13.1 Approach LOS B Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 35.0% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 2019_EX_PM 2000: Pattullo Avenue & Middletown Line N 10/10/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 43 31 18 36 67 12 Future Volume (Veh/h) 43 31 18 36 67 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 54 39 23 45 84 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) pX, platoon unblocked vC, conflicting volume 68 192 46 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 68 192 46 tC, single (s) 4.3 6.8 6.2 tC, 2 stage (s) tF (s) 2.4 3.8 3.3 p0 queue free % 96 88 99 cM capacity (veh/h) 1432 696 1030 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 93 68 99 Volume Left 54 0 84 Volume Right 0 45 15 cSH 1432 1700 732 Volume to Capacity 0.04 0.04 0.14 Queue Length 95th (m) 0.9 0.0 3.7 Control Delay (s) 4.5 0.0 10.7 Lane LOS A B Approach Delay (s) 4.5 0.0 10.7 Approach LOS B Intersection Summary Average Delay 5.7 Intersection Capacity Utilization 21.8% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 14 HCM Unsignalized Intersection Capacity Analysis 2019_EX_PM 2100: Middletown Line S & Pattullo Avenue 10/10/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 11 87 4 4 50 3 Future Volume (Veh/h) 11 87 4 4 50 3 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 13 101 5 5 58 3 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 114 78 64 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 114 78 64 tC, single (s) 4.3 6.7 7.2 tC, 2 stage (s) tF (s) 2.4 3.8 4.2 p0 queue free % 100 93 100 cM capacity (veh/h) 1344 856 783 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 114 10 61 Volume Left 0 5 58 Volume Right 101 0 3 cSH 1700 1344 852 Volume to Capacity 0.07 0.00 0.07 Queue Length 95th (m) 0.0 0.1 1.8 Control Delay (s) 0.0 3.9 9.5 Lane LOS A A Approach Delay (s) 0.0 3.9 9.5 Approach LOS A Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 16.0% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 15 City of Woodstock, Ontario Southeast Woodstock Secondary Plan

Appendix D – Future Background Conditions Synchro Reports

4-44 Queues 2024_FB_AM 100: Highway 2 & Oxford Road 4 10/16/2019

Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 36 673 25 486 165 60 205 340 141 79 v/c Ratio 0.13 0.66 0.09 0.45 0.30 0.59 0.59 0.70 0.13 0.14 Control Delay 11.9 23.8 11.3 19.8 4.5 56.9 26.0 25.7 15.6 1.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.9 23.8 11.3 19.8 4.5 56.9 26.0 25.7 15.6 1.5 Queue Length 50th (m) 2.8 36.8 1.9 24.4 0.0 8.4 9.0 34.7 6.7 0.0 Queue Length 95th (m) 6.8 59.8 5.3 41.0 9.2 #22.9 17.7 #64.2 12.3 2.0 Internal Link Dist (m) 772.4 442.6 124.7 1007.7 Turn Bay Length (m) 125.0 250.0 175.0 100.0 Base Capacity (vph) 280 1020 276 1091 551 104 357 488 1067 545 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.66 0.09 0.45 0.30 0.58 0.57 0.70 0.13 0.14 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 2024_FB_AM 100: Highway 2 & Oxford Road 4 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 31 546 26 21 413 140 51 105 69 289 120 67 Future Volume (vph) 31 546 26 21 413 140 51 105 69 289 120 67 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.94 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1188 2798 1504 3008 1205 1367 2604 1444 2735 1188 Flt Permitted 0.45 1.00 0.31 1.00 1.00 0.66 1.00 0.45 1.00 1.00 Satd. Flow (perm) 564 2798 490 3008 1205 954 2604 684 2735 1188 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 36 642 31 25 486 165 60 124 81 340 141 79 RTOR Reduction (vph) 0 5 0 0 0 112 0 72 0 0 0 48 Lane Group Flow (vph) 36 668 0 25 486 53 60 133 0 340 141 31 Heavy Vehicles (%) 52% 28% 31% 20% 20% 34% 32% 32% 28% 25% 32% 36% Turn Type pm+pt NA pm+pt NA Perm Perm NA pm+pt NA Perm Protected Phases 5 2 1 6 4 3 8 Permitted Phases 2 6 6 4 8 8 Actuated Green, G (s) 25.5 23.5 25.5 23.5 23.5 7.8 7.8 28.5 28.5 28.5 Effective Green, g (s) 25.5 23.5 25.5 23.5 23.5 7.8 7.8 28.5 28.5 28.5 Actuated g/C Ratio 0.35 0.32 0.35 0.32 0.32 0.11 0.11 0.39 0.39 0.39 Clearance Time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Vehicle Extension (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 214 900 198 968 387 101 278 451 1067 463 v/s Ratio Prot c0.00 c0.24 0.00 0.16 0.05 c0.18 0.05 v/s Ratio Perm 0.05 0.04 0.04 0.06 c0.11 0.03 v/c Ratio 0.17 0.74 0.13 0.50 0.14 0.59 0.48 0.75 0.13 0.07 Uniform Delay, d1 15.9 22.1 15.9 20.0 17.6 31.1 30.7 17.8 14.3 13.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 5.5 0.4 1.9 0.7 10.5 1.8 7.4 0.1 0.1 Delay (s) 16.5 27.6 16.3 21.9 18.3 41.6 32.4 25.3 14.4 14.0 Level of Service B C B C B D C C B B Approach Delay (s) 27.0 20.8 34.5 20.9 Approach LOS C C C C Intersection Summary HCM 2000 Control Delay 24.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 61.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 Queues 2024_FB_AM 200: Street H/Township Road 2 & Highway 2 10/16/2019

Lane Group EBL EBT WBL WBT WBR NBT NBR SBL SBR Lane Group Flow (vph) 27 955 9 602 45 8 20 2 14 v/c Ratio 0.04 0.41 0.03 0.27 0.04 0.09 0.08 0.01 0.02 Control Delay 4.8 6.1 10.6 8.5 0.1 53.0 0.6 55.0 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.8 6.1 10.6 8.5 0.1 53.0 0.6 55.0 0.1 Queue Length 50th (m) 1.1 32.5 0.6 27.6 0.0 1.9 0.0 0.2 0.0 Queue Length 95th (m) 4.9 72.0 3.5 52.8 0.0 7.2 0.0 1.8 0.0 Internal Link Dist (m) 442.6 431.3 219.3 Turn Bay Length (m) 150.0 125.0 225.0 Base Capacity (vph) 736 2358 320 2254 1166 109 293 1103 840 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.41 0.03 0.27 0.04 0.07 0.07 0.00 0.02 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 3 HCM Signalized Intersection Capacity Analysis 2024_FB_AM 200: Street H/Township Road 2 & Highway 2 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 852 27 8 554 41 7 0 18 2 0 13 Future Volume (vph) 25 852 27 8 554 41 7 0 18 2 0 13 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1736 2838 1308 2911 1468 1583 1455 3502 1495 Flt Permitted 0.40 1.00 0.30 1.00 1.00 0.54 1.00 1.00 1.00 Satd. Flow (perm) 722 2838 413 2911 1468 901 1455 3686 1495 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 926 29 9 602 45 8 0 20 2 0 14 RTOR Reduction (vph) 0 1 0 0 0 14 0 0 19 0 0 14 Lane Group Flow (vph) 27 954 0 9 602 31 0 8 1 2 0 0 Heavy Vehicles (%) 4% 27% 15% 38% 24% 10% 14% 0% 11% 0% 0% 8% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm Perm Protected Phases 5 2 6 4 8 Permitted Phases 2 6 6 4 4 8 8 Actuated Green, G (s) 93.5 93.5 84.6 84.6 84.6 7.4 7.4 2.8 2.8 Effective Green, g (s) 93.5 93.5 84.6 84.6 84.6 7.4 7.4 2.8 2.8 Actuated g/C Ratio 0.76 0.76 0.68 0.68 0.68 0.06 0.06 0.02 0.02 Clearance Time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 580 2146 282 1992 1004 53 87 83 33 v/s Ratio Prot 0.00 c0.34 0.21 v/s Ratio Perm 0.03 0.02 0.02 c0.01 0.00 c0.00 0.00 v/c Ratio 0.05 0.44 0.03 0.30 0.03 0.15 0.01 0.02 0.01 Uniform Delay, d1 3.9 5.5 6.3 7.8 6.3 55.1 54.7 59.1 59.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.7 0.2 0.4 0.1 1.3 0.1 0.1 0.1 Delay (s) 3.9 6.2 6.5 8.1 6.3 56.4 54.7 59.2 59.2 Level of Service A A A A A E D E E Approach Delay (s) 6.1 8.0 55.2 59.2 Approach LOS A A E E Intersection Summary HCM 2000 Control Delay 8.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 123.6 Sum of lost time (s) 24.6 Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 4 Queues 2024_FB_AM 300: Highway 2 & 401 SB on/off ramp 10/16/2019

Lane Group EBT WBT SBL SBT SBR Lane Group Flow (vph) 927 558 103 24 215 v/c Ratio 0.42 0.26 0.50 0.17 0.56 Control Delay 6.8 4.9 41.7 0.0 10.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 6.8 4.9 41.7 0.0 10.7 Queue Length 50th (m) 29.8 13.2 16.7 0.0 0.0 Queue Length 95th (m) 50.3 24.2 30.6 0.0 18.2 Internal Link Dist (m) 326.9 245.7 117.4 Turn Bay Length (m) Base Capacity (vph) 2221 2174 467 145 604 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.42 0.26 0.22 0.17 0.36 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 5 HCM Signalized Intersection Capacity Analysis 2024_FB_AM 300: Highway 2 & 401 SB on/off ramp 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 806 47 0 383 131 0 0 0 95 0 220 Future Volume (vph) 0 806 47 0 383 131 0 0 0 95 0 220 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.7 7.7 6.6 4.0 6.6 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frt 0.99 0.96 1.00 0.85 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3234 3135 1399 0 1380 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3234 3135 1399 0 1380 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 876 51 0 416 142 0 0 0 103 0 239 RTOR Reduction (vph) 0 3 0 0 25 0 0 0 0 0 24 184 Lane Group Flow (vph) 0 924 0 0 533 0 0 0 0 103 0 31 Heavy Vehicles (%) 0% 9% 40% 0% 10% 13% 0% 0% 0% 29% 0% 17% Turn Type NA NA Prot Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G (s) 58.3 58.3 12.4 0.0 12.4 Effective Green, g (s) 58.3 58.3 12.4 0.0 12.4 Actuated g/C Ratio 0.69 0.69 0.15 0.00 0.15 Clearance Time (s) 7.7 7.7 6.6 6.6 Vehicle Extension (s) 4.0 4.0 3.0 3.0 Lane Grp Cap (vph) 2218 2150 204 0 201 v/s Ratio Prot c0.29 0.17 c0.07 v/s Ratio Perm 0.02 v/c Ratio 0.42 0.25 0.50 0.00 0.16 Uniform Delay, d1 5.9 5.1 33.5 42.5 31.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.1 2.0 0.0 0.4 Delay (s) 6.4 5.1 35.4 42.5 32.1 Level of Service A A D D C Approach Delay (s) 6.4 5.1 0.0 33.8 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 11.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 14.3 Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 6 Queues 2024_FB_AM 400: 401 NB on/off ramp & Highway 2 10/16/2019

Lane Group EBT EBR WBL WBT NBL Lane Group Flow (vph) 726 253 103 509 545 v/c Ratio 0.40 0.27 0.36 0.28 0.86 Control Delay 15.0 2.6 19.7 13.7 33.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 15.0 2.6 19.7 13.7 33.9 Queue Length 50th (m) 44.8 0.0 11.8 28.9 65.5 Queue Length 95th (m) 64.9 12.7 28.6 43.7 106.0 Internal Link Dist (m) 245.7 972.5 106.7 Turn Bay Length (m) 125.0 150.0 Base Capacity (vph) 1970 1002 306 1970 650 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.37 0.25 0.34 0.26 0.84 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 7 HCM Signalized Intersection Capacity Analysis 2024_FB_AM 400: 401 NB on/off ramp & Highway 2 10/16/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 668 233 95 468 45 456 Future Volume (vph) 668 233 95 468 45 456 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.4 7.4 7.4 7.4 7.3 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.88 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3343 1524 1444 3343 1582 Flt Permitted 1.00 1.00 0.34 1.00 1.00 Satd. Flow (perm) 3343 1524 521 3343 1582 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 726 253 103 509 49 496 RTOR Reduction (vph) 0 115 0 0 146 0 Lane Group Flow (vph) 726 138 103 509 399 0 Heavy Vehicles (%) 8% 6% 25% 8% 24% 3% Turn Type NA Perm Perm NA Prot Protected Phases 2 6 8 Permitted Phases 2 6 Actuated Green, G (s) 54.6 54.6 54.6 54.6 30.7 Effective Green, g (s) 54.6 54.6 54.6 54.6 30.7 Actuated g/C Ratio 0.55 0.55 0.55 0.55 0.31 Clearance Time (s) 7.4 7.4 7.4 7.4 7.3 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 Lane Grp Cap (vph) 1825 832 284 1825 485 v/s Ratio Prot c0.22 0.15 c0.25 v/s Ratio Perm 0.09 0.20 v/c Ratio 0.40 0.17 0.36 0.28 0.82 Uniform Delay, d1 13.2 11.3 12.9 12.2 32.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.4 3.6 0.4 10.9 Delay (s) 13.8 11.8 16.4 12.5 43.0 Level of Service B B B B D Approach Delay (s) 13.3 13.2 43.0 Approach LOS B B D Intersection Summary HCM 2000 Control Delay 20.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.7 Intersection Capacity Utilization 84.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 8 HCM Unsignalized Intersection Capacity Analysis 2024_FB_AM 900: Commerce Way & Parkinson Road 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 106 348 4 4 330 119 2 0 0 77 0 90 Future Volume (Veh/h) 106 348 4 4 330 119 2 0 0 77 0 90 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 123 405 5 5 384 138 2 0 0 90 0 105 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 12 Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 522 410 1169 1186 408 1116 1119 453 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 522 410 1169 1186 408 1116 1119 453 tC, single (s) 4.1 4.6 7.6 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.7 4.0 4.0 3.3 3.5 4.0 3.3 p0 queue free % 88 99 98 100 100 47 100 83 cM capacity (veh/h) 1055 932 103 167 648 169 183 611 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 533 527 2 195 Volume Left 123 5 2 90 Volume Right 5 138 0 105 cSH 1055 932 103 366 Volume to Capacity 0.12 0.01 0.02 0.53 Queue Length 95th (m) 3.2 0.1 0.5 24.0 Control Delay (s) 3.1 0.2 40.6 28.8 Lane LOS A A E D Approach Delay (s) 3.1 0.2 40.6 28.8 Approach LOS E D Intersection Summary Average Delay 5.9 Intersection Capacity Utilization 63.2% ICU Level of Service B Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 9 HCM Unsignalized Intersection Capacity Analysis 2024_FB_AM 1100: 401 SB on ramp/401 SB off ramp & Towerline Road 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 365 61 49 317 0 0 0 0 10 0 132 Future Volume (Veh/h) 0 365 61 49 317 0 0 0 0 10 0 132 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 397 66 53 345 0 0 0 0 11 0 143 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 345 463 991 848 397 848 914 345 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 345 463 991 848 397 848 914 345 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 95 100 100 100 96 100 80 cM capacity (veh/h) 1225 1109 174 286 657 273 262 702 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 397 66 53 345 0 154 Volume Left 0 0 53 0 0 11 Volume Right 0 66 0 0 0 143 cSH 1700 1700 1109 1700 1700 632 Volume to Capacity 0.23 0.04 0.05 0.20 0.00 0.24 Queue Length 95th (m) 0.0 0.0 1.2 0.0 0.0 7.6 Control Delay (s) 0.0 0.0 8.4 0.0 0.0 12.5 Lane LOS A A B Approach Delay (s) 0.0 1.1 0.0 12.5 Approach LOS A B Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 41.3% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 2024_FB_AM 1200: 401 NB on/off ramp & Towerline Road 10/16/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 58 317 12 250 115 74 Future Volume (Veh/h) 58 317 12 250 115 74 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) 63 345 13 272 125 80 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 63 361 63 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 63 361 63 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 80 92 cM capacity (veh/h) 1553 637 1007 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 63 345 13 272 205 Volume Left 0 0 13 0 125 Volume Right 0 345 0 0 80 cSH 1700 1700 1553 1700 743 Volume to Capacity 0.04 0.20 0.01 0.16 0.28 Queue Length 95th (m) 0.0 0.0 0.2 0.0 9.0 Control Delay (s) 0.0 0.0 7.3 0.0 11.7 Lane LOS A B Approach Delay (s) 0.0 0.3 11.7 Approach LOS B Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 30.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 11 HCM Unsignalized Intersection Capacity Analysis 2024_FB_AM 1300: Middletown Line N & Towerline Road 10/16/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 97 34 9 213 50 5 Future Volume (Veh/h) 97 34 9 213 50 5 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 Hourly flow rate (vph) 124 44 12 273 64 6 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 168 443 146 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 168 443 146 tC, single (s) 4.1 6.7 6.4 tC, 2 stage (s) tF (s) 2.2 3.8 3.5 p0 queue free % 99 88 99 cM capacity (veh/h) 1422 514 856 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 168 285 70 Volume Left 0 12 64 Volume Right 44 0 6 cSH 1700 1422 532 Volume to Capacity 0.10 0.01 0.13 Queue Length 95th (m) 0.0 0.2 3.6 Control Delay (s) 0.0 0.4 12.8 Lane LOS A B Approach Delay (s) 0.0 0.4 12.8 Approach LOS B Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 28.5% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 12 HCM Unsignalized Intersection Capacity Analysis 2024_FB_AM 2000: Pattullo Avenue & Middletown Line N 10/16/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 13 5 24 42 14 29 Future Volume (Veh/h) 13 5 24 42 14 29 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 16 6 30 53 18 37 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 83 94 56 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 83 94 56 tC, single (s) 4.5 6.8 6.2 tC, 2 stage (s) tF (s) 2.5 3.9 3.3 p0 queue free % 99 98 96 cM capacity (veh/h) 1315 804 1007 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 22 83 55 Volume Left 16 0 18 Volume Right 0 53 37 cSH 1315 1700 930 Volume to Capacity 0.01 0.05 0.06 Queue Length 95th (m) 0.3 0.0 1.5 Control Delay (s) 5.7 0.0 9.1 Lane LOS A A Approach Delay (s) 5.7 0.0 9.1 Approach LOS A Intersection Summary Average Delay 3.9 Intersection Capacity Utilization 17.6% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 2024_FB_AM 2100: Middletown Line S & Pattullo Avenue 10/16/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1 18 0 1 65 1 Future Volume (Veh/h) 1 18 0 1 65 1 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 1 23 0 1 82 1 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 24 14 12 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 24 14 12 tC, single (s) 4.1 6.7 7.2 tC, 2 stage (s) tF (s) 2.2 3.8 4.2 p0 queue free % 100 91 100 cM capacity (veh/h) 1604 933 842 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 24 1 83 Volume Left 0 0 82 Volume Right 23 0 1 cSH 1700 1604 932 Volume to Capacity 0.01 0.00 0.09 Queue Length 95th (m) 0.0 0.0 2.3 Control Delay (s) 0.0 0.0 9.2 Lane LOS A Approach Delay (s) 0.0 0.0 9.2 Approach LOS A Intersection Summary Average Delay 7.1 Intersection Capacity Utilization 13.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 14 Queues 2024_FB_PM 100: Highway 2 & Oxford Road 4 10/16/2019

Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 98 649 126 1221 586 54 243 294 79 92 v/c Ratio 0.51 0.63 0.46 1.16 0.68 0.46 0.69 0.68 0.08 0.18 Control Delay 20.9 23.6 17.6 110.0 6.7 43.7 32.8 25.2 15.9 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.9 23.6 17.6 110.0 6.7 43.7 32.8 25.2 15.9 2.2 Queue Length 50th (m) 7.5 41.6 9.8 ~119.3 0.0 7.5 12.3 30.3 3.8 0.0 Queue Length 95th (m) 14.6 55.2 18.3 #145.2 16.5 17.4 #22.3 48.3 7.8 3.7 Internal Link Dist (m) 772.4 442.6 124.7 1007.7 Turn Bay Length (m) 125.0 250.0 175.0 100.0 Base Capacity (vph) 194 1034 275 1052 859 120 358 435 1020 525 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.63 0.46 1.16 0.68 0.45 0.68 0.68 0.08 0.18 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 2024_FB_PM 100: Highway 2 & Oxford Road 4 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 83 500 52 107 1038 498 46 143 64 250 67 78 Future Volume (vph) 83 500 52 107 1038 498 46 143 64 250 67 78 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1467 2974 1421 3059 1380 1480 2659 1456 2865 1233 Flt Permitted 0.17 1.00 0.33 1.00 1.00 0.70 1.00 0.44 1.00 1.00 Satd. Flow (perm) 256 2974 494 3059 1380 1095 2659 667 2865 1233 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 98 588 61 126 1221 586 54 168 75 294 79 92 RTOR Reduction (vph) 0 11 0 0 0 393 0 67 0 0 0 59 Lane Group Flow (vph) 98 638 0 126 1221 193 54 176 0 294 79 33 Heavy Vehicles (%) 23% 19% 26% 27% 18% 17% 22% 27% 35% 24% 26% 31% Turn Type pm+pt NA pm+pt NA Perm Perm NA pm+pt NA Perm Protected Phases 5 2 1 6 4 3 8 Permitted Phases 2 6 6 4 8 8 Actuated Green, G (s) 28.1 24.1 28.1 24.1 24.1 7.9 7.9 25.9 25.9 25.9 Effective Green, g (s) 28.1 24.1 28.1 24.1 24.1 7.9 7.9 25.9 25.9 25.9 Actuated g/C Ratio 0.38 0.33 0.38 0.33 0.33 0.11 0.11 0.35 0.35 0.35 Clearance Time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Vehicle Extension (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 164 981 240 1009 455 118 287 398 1016 437 v/s Ratio Prot c0.03 0.21 0.03 c0.40 0.07 c0.15 0.03 v/s Ratio Perm 0.20 0.17 0.14 0.05 c0.11 0.03 v/c Ratio 0.60 0.65 0.53 1.21 0.43 0.46 0.61 0.74 0.08 0.07 Uniform Delay, d1 17.8 20.9 15.6 24.4 19.1 30.5 31.1 19.1 15.6 15.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.7 3.3 2.7 103.9 2.9 3.8 4.4 7.5 0.0 0.1 Delay (s) 24.4 24.2 18.3 128.3 21.9 34.3 35.5 26.6 15.7 15.7 Level of Service C C B F C C D C B B Approach Delay (s) 24.2 88.9 35.3 22.6 Approach LOS C F D C Intersection Summary HCM 2000 Control Delay 61.3 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.99 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 72.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 Queues 2024_FB_PM 200: Street H/Township Road 2 & Highway 2 10/16/2019

Lane Group EBL EBT WBL WBT WBR NBT NBR SBL SBT SBR Lane Group Flow (vph) 138 1114 9 1717 234 20 38 1020 25 792 v/c Ratio 0.68 0.92 0.17 2.04 0.49 0.35 0.15 1.26 0.04 0.98 Control Delay 41.8 47.3 46.0 498.8 16.1 68.0 1.2 160.7 30.8 42.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.8 47.3 46.0 498.8 16.1 68.0 1.2 160.7 30.8 42.2 Queue Length 50th (m) 21.6 139.4 1.8 ~362.7 13.3 4.9 0.0 ~175.0 4.4 97.2 Queue Length 95th (m) 24.9 103.1 5.1 #276.2 15.5 9.6 0.0 #135.4 8.3 44.4 Internal Link Dist (m) 442.6 431.3 219.3 487.1 Turn Bay Length (m) 150.0 125.0 225.0 Base Capacity (vph) 248 1208 53 841 475 65 274 812 577 810 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.56 0.92 0.17 2.04 0.49 0.31 0.14 1.26 0.04 0.98 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 3 HCM Signalized Intersection Capacity Analysis 2024_FB_PM 200: Street H/Township Road 2 & Highway 2 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 90 698 26 6 1116 152 13 0 25 663 16 515 Future Volume (vph) 90 698 26 6 1116 152 13 0 25 663 16 515 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 6.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1456 2883 1081 3034 1282 1378 1302 3019 1681 1380 Flt Permitted 0.11 1.00 0.17 1.00 1.00 0.37 1.00 0.74 1.00 1.00 Satd. Flow (perm) 163 2883 193 3034 1282 537 1302 2365 1681 1380 Peak-hour factor, PHF 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 Adj. Flow (vph) 138 1074 40 9 1717 234 20 0 38 1020 25 792 RTOR Reduction (vph) 0 2 0 0 0 122 0 0 35 0 0 337 Lane Group Flow (vph) 138 1112 0 9 1717 112 0 20 3 1020 25 455 Heavy Vehicles (%) 24% 25% 12% 67% 19% 26% 31% 0% 24% 16% 13% 17% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases 5 2 6 4 8 Permitted Phases 2 6 6 4 4 8 8 Actuated Green, G (s) 50.4 50.4 33.0 33.0 33.0 10.8 10.8 42.5 42.5 42.5 Effective Green, g (s) 50.4 50.4 33.0 33.0 33.0 10.8 10.8 42.5 42.5 42.5 Actuated g/C Ratio 0.41 0.41 0.27 0.27 0.27 0.09 0.09 0.34 0.34 0.34 Clearance Time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 199 1175 51 810 342 46 113 813 578 474 v/s Ratio Prot 0.07 c0.39 c0.57 0.01 v/s Ratio Perm 0.21 0.05 0.09 c0.04 0.00 c0.43 0.33 v/c Ratio 0.69 0.95 0.18 2.12 0.33 0.43 0.03 1.25 0.04 0.96 Uniform Delay, d1 29.0 35.3 34.8 45.3 36.4 53.5 51.6 40.5 27.0 39.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.0 16.1 7.4 508.1 2.6 6.5 0.1 124.6 0.0 31.4 Delay (s) 39.0 51.4 42.3 553.4 38.9 60.0 51.7 165.2 27.0 71.1 Level of Service D D D F D E D F C E Approach Delay (s) 50.1 489.6 54.6 122.7 Approach LOS D F D F Intersection Summary HCM 2000 Control Delay 244.9 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.43 Actuated Cycle Length (s) 123.6 Sum of lost time (s) 24.6 Intersection Capacity Utilization 92.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 4 Queues 2024_FB_PM 300: Highway 2 & 401 SB on/off ramp 10/16/2019

Lane Group EBT WBT SBL SBT SBR Lane Group Flow (vph) 1480 1461 71 40 355 v/c Ratio 0.79 0.73 0.18 0.28 0.81 Control Delay 18.4 15.8 23.9 0.0 37.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 18.4 15.8 23.9 0.0 37.9 Queue Length 50th (m) 90.1 81.4 9.5 0.0 44.9 Queue Length 95th (m) #165.4 133.4 18.0 0.0 69.5 Internal Link Dist (m) 326.9 245.7 117.4 Turn Bay Length (m) Base Capacity (vph) 1874 1990 519 145 560 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.79 0.73 0.14 0.28 0.63 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 5 HCM Signalized Intersection Capacity Analysis 2024_FB_PM 300: Highway 2 & 401 SB on/off ramp 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 974 387 0 911 433 0 0 0 65 0 363 Future Volume (vph) 0 974 387 0 911 433 0 0 0 65 0 363 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.7 7.7 6.6 4.0 6.6 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frt 0.96 0.95 1.00 0.85 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3142 3315 1556 0 1524 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3142 3315 1556 0 1524 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 1059 421 0 990 471 0 0 0 71 0 395 RTOR Reduction (vph) 0 41 0 0 55 0 0 0 0 0 40 58 Lane Group Flow (vph) 0 1439 0 0 1406 0 0 0 0 71 0 297 Heavy Vehicles (%) 0% 8% 15% 0% 3% 5% 0% 0% 0% 16% 0% 6% Turn Type NA NA Prot Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G (s) 49.6 49.6 21.1 0.0 21.1 Effective Green, g (s) 49.6 49.6 21.1 0.0 21.1 Actuated g/C Ratio 0.58 0.58 0.25 0.00 0.25 Clearance Time (s) 7.7 7.7 6.6 6.6 Vehicle Extension (s) 4.0 4.0 3.0 3.0 Lane Grp Cap (vph) 1833 1934 386 0 378 v/s Ratio Prot c0.46 0.42 0.05 v/s Ratio Perm c0.20 v/c Ratio 0.78 0.73 0.18 0.00 0.79 Uniform Delay, d1 13.6 12.8 25.2 42.5 29.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.5 1.5 0.2 0.0 10.3 Delay (s) 17.1 14.3 25.4 42.5 40.1 Level of Service B B C D D Approach Delay (s) 17.1 14.3 0.0 38.1 Approach LOS B B A D Intersection Summary HCM 2000 Control Delay 18.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 14.3 Intersection Capacity Utilization 73.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 6 Queues 2024_FB_PM 400: 401 NB on/off ramp & Highway 2 10/16/2019

Lane Group EBT EBR WBL WBT NBL Lane Group Flow (vph) 798 332 50 1149 494 v/c Ratio 0.46 0.36 0.18 0.64 0.82 Control Delay 16.8 2.6 15.3 20.0 41.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 16.8 2.6 15.3 20.0 41.0 Queue Length 50th (m) 54.3 0.0 5.5 89.1 84.1 Queue Length 95th (m) 64.0 12.7 12.1 101.7 #151.2 Internal Link Dist (m) 245.7 972.5 106.7 Turn Bay Length (m) 125.0 150.0 Base Capacity (vph) 1961 986 313 2018 605 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.41 0.34 0.16 0.57 0.82 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 7 HCM Signalized Intersection Capacity Analysis 2024_FB_PM 400: 401 NB on/off ramp & Highway 2 10/16/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 734 305 46 1057 287 167 Future Volume (vph) 734 305 46 1057 287 167 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.4 7.4 7.4 7.4 7.3 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.95 Flt Protected 1.00 1.00 0.95 1.00 0.97 Satd. Flow (prot) 3406 1468 1736 3505 1705 Flt Permitted 1.00 1.00 0.30 1.00 0.97 Satd. Flow (perm) 3406 1468 545 3505 1705 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 798 332 50 1149 312 182 RTOR Reduction (vph) 0 163 0 0 19 0 Lane Group Flow (vph) 798 169 50 1149 475 0 Heavy Vehicles (%) 6% 10% 4% 3% 3% 2% Turn Type NA Perm Perm NA Prot Protected Phases 2 6 8 Permitted Phases 2 6 Actuated Green, G (s) 50.9 50.9 50.9 50.9 34.4 Effective Green, g (s) 50.9 50.9 50.9 50.9 34.4 Actuated g/C Ratio 0.51 0.51 0.51 0.51 0.34 Clearance Time (s) 7.4 7.4 7.4 7.4 7.3 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 Lane Grp Cap (vph) 1733 747 277 1784 586 v/s Ratio Prot 0.23 c0.33 c0.28 v/s Ratio Perm 0.12 0.09 v/c Ratio 0.46 0.23 0.18 0.64 0.81 Uniform Delay, d1 15.7 13.6 13.3 17.9 29.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.7 1.4 1.8 8.3 Delay (s) 16.6 14.3 14.7 19.7 38.2 Level of Service B B B B D Approach Delay (s) 16.0 19.5 38.2 Approach LOS B B D Intersection Summary HCM 2000 Control Delay 21.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.7 Intersection Capacity Utilization 76.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 8 HCM Unsignalized Intersection Capacity Analysis 2024_FB_PM 900: Commerce Way & Parkinson Road 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 157 407 0 2 501 96 3 0 9 89 0 137 Future Volume (Veh/h) 157 407 0 2 501 96 3 0 9 89 0 137 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 165 428 0 2 527 101 3 0 9 94 0 144 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 12 Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 628 428 1412 1390 428 1348 1340 578 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 628 428 1412 1390 428 1348 1340 578 tC, single (s) 4.1 4.6 7.4 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.7 3.8 4.0 3.3 3.5 4.0 3.3 p0 queue free % 83 100 95 100 99 15 100 72 cM capacity (veh/h) 964 917 62 119 631 110 127 520 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 593 630 12 238 Volume Left 165 2 3 94 Volume Right 0 101 9 144 cSH 964 917 192 280 Volume to Capacity 0.17 0.00 0.06 0.85 Queue Length 95th (m) 4.9 0.1 1.6 57.6 Control Delay (s) 4.2 0.1 25.0 56.5 Lane LOS A A D F Approach Delay (s) 4.2 0.1 25.0 56.5 Approach LOS D F Intersection Summary Average Delay 11.1 Intersection Capacity Utilization 84.0% ICU Level of Service E Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 9 HCM Unsignalized Intersection Capacity Analysis 2024_FB_PM 1100: 401 SB on ramp/401 SB off ramp & Towerline Road 10/16/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 429 68 27 254 0 0 0 0 19 0 343 Future Volume (Veh/h) 0 429 68 27 254 0 0 0 0 19 0 343 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 466 74 29 276 0 0 0 0 21 0 373 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 276 540 1173 800 466 800 874 276 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 276 540 1173 800 466 800 874 276 tC, single (s) 4.2 4.2 7.2 6.6 6.3 7.2 6.6 6.3 tC, 2 stage (s) tF (s) 2.3 2.3 3.6 4.1 3.4 3.6 4.1 3.4 p0 queue free % 100 97 100 100 100 93 100 50 cM capacity (veh/h) 1242 989 79 300 580 287 271 744 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 466 74 29 276 0 394 Volume Left 0 0 29 0 0 21 Volume Right 0 74 0 0 0 373 cSH 1700 1700 989 1700 1700 686 Volume to Capacity 0.27 0.04 0.03 0.16 0.00 0.57 Queue Length 95th (m) 0.0 0.0 0.7 0.0 0.0 29.4 Control Delay (s) 0.0 0.0 8.7 0.0 0.0 17.1 Lane LOS A A C Approach Delay (s) 0.0 0.8 0.0 17.1 Approach LOS A C Intersection Summary Average Delay 5.6 Intersection Capacity Utilization 51.5% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 2024_FB_PM 1200: 401 NB on/off ramp & Towerline Road 10/16/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 251 196 16 210 72 27 Future Volume (Veh/h) 251 196 16 210 72 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) 273 213 17 228 78 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) pX, platoon unblocked vC, conflicting volume 273 535 273 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 273 535 273 tC, single (s) 4.2 6.5 6.3 tC, 2 stage (s) tF (s) 2.3 3.6 3.4 p0 queue free % 99 84 96 cM capacity (veh/h) 1245 486 747 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 273 213 17 228 107 Volume Left 0 0 17 0 78 Volume Right 0 213 0 0 29 cSH 1700 1700 1245 1700 537 Volume to Capacity 0.16 0.13 0.01 0.13 0.20 Queue Length 95th (m) 0.0 0.0 0.3 0.0 5.9 Control Delay (s) 0.0 0.0 7.9 0.0 13.4 Lane LOS A B Approach Delay (s) 0.0 0.6 13.4 Approach LOS B Intersection Summary Average Delay 1.9 Intersection Capacity Utilization 25.6% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 11 HCM Unsignalized Intersection Capacity Analysis 2024_FB_PM 1300: Middletown Line N & Towerline Road 10/16/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 219 60 19 166 60 19 Future Volume (Veh/h) 219 60 19 166 60 19 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 Hourly flow rate (vph) 252 69 22 191 69 22 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 321 522 286 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 321 522 286 tC, single (s) 4.3 6.6 6.6 tC, 2 stage (s) tF (s) 2.4 3.7 3.7 p0 queue free % 98 85 97 cM capacity (veh/h) 1130 473 667 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 321 213 91 Volume Left 0 22 69 Volume Right 69 0 22 cSH 1700 1130 508 Volume to Capacity 0.19 0.02 0.18 Queue Length 95th (m) 0.0 0.5 5.2 Control Delay (s) 0.0 1.0 13.6 Lane LOS A B Approach Delay (s) 0.0 1.0 13.6 Approach LOS B Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 35.8% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 12 HCM Unsignalized Intersection Capacity Analysis 2024_FB_PM 2000: Pattullo Avenue & Middletown Line N 10/16/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 43 33 19 36 67 12 Future Volume (Veh/h) 43 33 19 36 67 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 54 41 24 45 84 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) pX, platoon unblocked vC, conflicting volume 69 196 46 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 69 196 46 tC, single (s) 4.3 6.8 6.2 tC, 2 stage (s) tF (s) 2.4 3.8 3.3 p0 queue free % 96 88 99 cM capacity (veh/h) 1431 693 1029 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 95 69 99 Volume Left 54 0 84 Volume Right 0 45 15 cSH 1431 1700 729 Volume to Capacity 0.04 0.04 0.14 Queue Length 95th (m) 0.9 0.0 3.7 Control Delay (s) 4.5 0.0 10.7 Lane LOS A B Approach Delay (s) 4.5 0.0 10.7 Approach LOS B Intersection Summary Average Delay 5.6 Intersection Capacity Utilization 21.9% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 2024_FB_PM 2100: Middletown Line S & Pattullo Avenue 10/16/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 13 87 4 5 50 3 Future Volume (Veh/h) 13 87 4 5 50 3 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 15 101 5 6 58 3 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 116 82 66 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 116 82 66 tC, single (s) 4.3 6.7 7.2 tC, 2 stage (s) tF (s) 2.4 3.8 4.2 p0 queue free % 100 93 100 cM capacity (veh/h) 1341 853 781 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 116 11 61 Volume Left 0 5 58 Volume Right 101 0 3 cSH 1700 1341 849 Volume to Capacity 0.07 0.00 0.07 Queue Length 95th (m) 0.0 0.1 1.9 Control Delay (s) 0.0 3.5 9.6 Lane LOS A A Approach Delay (s) 0.0 3.5 9.6 Approach LOS A Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 16.1% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 14 Queues 2029_FB_AM 100: Highway 2 & Oxford Road 4 10/15/2019

Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 36 707 25 511 165 60 205 340 141 79 v/c Ratio 0.13 0.68 0.09 0.46 0.30 0.59 0.59 0.71 0.13 0.15 Control Delay 11.8 24.2 11.2 19.7 4.4 56.9 26.0 26.7 15.9 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.8 24.2 11.2 19.7 4.4 56.9 26.0 26.7 15.9 1.6 Queue Length 50th (m) 2.7 38.0 1.9 25.0 0.0 8.4 9.0 35.8 7.0 0.0 Queue Length 95th (m) 6.8 63.5 5.3 43.1 9.2 #22.9 17.7 #64.2 12.3 2.0 Internal Link Dist (m) 772.4 442.6 124.7 1007.7 Turn Bay Length (m) 125.0 250.0 175.0 100.0 Base Capacity (vph) 276 1041 270 1114 559 104 357 477 1047 537 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.68 0.09 0.46 0.30 0.58 0.57 0.71 0.13 0.15 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 2029_FB_AM 100: Highway 2 & Oxford Road 4 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 31 575 26 21 434 140 51 105 69 289 120 67 Future Volume (vph) 31 575 26 21 434 140 51 105 69 289 120 67 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.94 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1188 2799 1504 3008 1205 1367 2604 1444 2735 1188 Flt Permitted 0.43 1.00 0.29 1.00 1.00 0.66 1.00 0.45 1.00 1.00 Satd. Flow (perm) 541 2799 462 3008 1205 954 2604 684 2735 1188 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 36 676 31 25 511 165 60 124 81 340 141 79 RTOR Reduction (vph) 0 5 0 0 0 111 0 72 0 0 0 49 Lane Group Flow (vph) 36 702 0 25 511 54 60 133 0 340 141 30 Heavy Vehicles (%) 52% 28% 31% 20% 20% 34% 32% 32% 28% 25% 32% 36% Turn Type pm+pt NA pm+pt NA Perm Perm NA pm+pt NA Perm Protected Phases 5 2 1 6 4 3 8 Permitted Phases 2 6 6 4 8 8 Actuated Green, G (s) 26.1 24.1 26.1 24.1 24.1 7.8 7.8 27.9 27.9 27.9 Effective Green, g (s) 26.1 24.1 26.1 24.1 24.1 7.8 7.8 27.9 27.9 27.9 Actuated g/C Ratio 0.36 0.33 0.36 0.33 0.33 0.11 0.11 0.38 0.38 0.38 Clearance Time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Vehicle Extension (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 211 924 193 993 397 101 278 439 1045 454 v/s Ratio Prot c0.00 c0.25 0.00 0.17 0.05 c0.18 0.05 v/s Ratio Perm 0.06 0.04 0.05 0.06 c0.11 0.03 v/c Ratio 0.17 0.76 0.13 0.51 0.14 0.59 0.48 0.77 0.13 0.07 Uniform Delay, d1 15.6 21.9 15.6 19.7 17.2 31.1 30.7 18.3 14.7 14.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 5.9 0.4 1.9 0.7 10.5 1.8 8.8 0.1 0.1 Delay (s) 16.1 27.7 16.0 21.6 17.9 41.6 32.4 27.1 14.8 14.4 Level of Service B C B C B D C C B B Approach Delay (s) 27.2 20.5 34.5 22.2 Approach LOS C C C C Intersection Summary HCM 2000 Control Delay 24.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 61.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 Queues 2029_FB_AM 200: Street H/Township Road 2 & Highway 2 10/15/2019

Lane Group EBL EBT WBL WBT WBR NBT NBR SBL SBR Lane Group Flow (vph) 27 987 9 626 45 8 20 2 14 v/c Ratio 0.04 0.42 0.03 0.28 0.04 0.09 0.08 0.01 0.02 Control Delay 4.8 6.2 10.6 8.6 0.1 53.0 0.6 55.0 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.8 6.2 10.6 8.6 0.1 53.0 0.6 55.0 0.1 Queue Length 50th (m) 1.1 34.1 0.6 29.0 0.0 1.9 0.0 0.2 0.0 Queue Length 95th (m) 4.9 75.4 3.6 55.2 0.0 7.2 0.0 1.8 0.0 Internal Link Dist (m) 442.6 431.3 219.3 Turn Bay Length (m) 150.0 125.0 225.0 Base Capacity (vph) 722 2360 309 2254 1166 109 293 1103 838 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.42 0.03 0.28 0.04 0.07 0.07 0.00 0.02 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 3 HCM Signalized Intersection Capacity Analysis 2029_FB_AM 200: Street H/Township Road 2 & Highway 2 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 881 27 8 576 41 7 0 18 2 0 13 Future Volume (vph) 25 881 27 8 576 41 7 0 18 2 0 13 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 1.00 Frt 1.00 1.00 1.00 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1736 2838 1308 2911 1468 1583 1455 3502 1495 Flt Permitted 0.38 1.00 0.29 1.00 1.00 0.54 1.00 1.00 1.00 Satd. Flow (perm) 702 2838 400 2911 1468 901 1455 3686 1495 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 958 29 9 626 45 8 0 20 2 0 14 RTOR Reduction (vph) 0 1 0 0 0 14 0 0 19 0 0 14 Lane Group Flow (vph) 27 986 0 9 626 31 0 8 1 2 0 0 Heavy Vehicles (%) 4% 27% 15% 38% 24% 10% 14% 0% 11% 0% 0% 8% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm Perm Protected Phases 5 2 6 4 8 Permitted Phases 2 6 6 4 4 8 8 Actuated Green, G (s) 93.5 93.5 84.6 84.6 84.6 7.4 7.4 2.8 2.8 Effective Green, g (s) 93.5 93.5 84.6 84.6 84.6 7.4 7.4 2.8 2.8 Actuated g/C Ratio 0.76 0.76 0.68 0.68 0.68 0.06 0.06 0.02 0.02 Clearance Time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 566 2146 273 1992 1004 53 87 83 33 v/s Ratio Prot 0.00 c0.35 0.22 v/s Ratio Perm 0.03 0.02 0.02 c0.01 0.00 c0.00 0.00 v/c Ratio 0.05 0.46 0.03 0.31 0.03 0.15 0.01 0.02 0.01 Uniform Delay, d1 3.9 5.6 6.3 7.8 6.3 55.1 54.7 59.1 59.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.7 0.2 0.4 0.1 1.3 0.1 0.1 0.1 Delay (s) 3.9 6.3 6.5 8.3 6.3 56.4 54.7 59.2 59.2 Level of Service A A A A A E D E E Approach Delay (s) 6.3 8.1 55.2 59.2 Approach LOS A A E E Intersection Summary HCM 2000 Control Delay 8.3 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.45 Actuated Cycle Length (s) 123.6 Sum of lost time (s) 24.6 Intersection Capacity Utilization 57.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 4 Queues 2029_FB_AM 300: Highway 2 & 401 SB on/off ramp 10/15/2019

Lane Group EBT WBT SBL SBT SBR Lane Group Flow (vph) 959 582 103 24 215 v/c Ratio 0.43 0.27 0.50 0.17 0.56 Control Delay 7.0 5.1 41.7 0.0 10.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 7.0 5.1 41.7 0.0 10.7 Queue Length 50th (m) 31.4 14.1 16.7 0.0 0.0 Queue Length 95th (m) 52.7 25.7 30.6 0.0 18.2 Internal Link Dist (m) 326.9 245.7 117.4 Turn Bay Length (m) Base Capacity (vph) 2221 2175 467 145 604 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.43 0.27 0.22 0.17 0.36 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 5 HCM Signalized Intersection Capacity Analysis 2029_FB_AM 300: Highway 2 & 401 SB on/off ramp 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 835 47 0 405 131 0 0 0 95 0 220 Future Volume (vph) 0 835 47 0 405 131 0 0 0 95 0 220 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.7 7.7 6.6 4.0 6.6 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frt 0.99 0.96 1.00 0.85 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3237 3141 1399 0 1380 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3237 3141 1399 0 1380 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 908 51 0 440 142 0 0 0 103 0 239 RTOR Reduction (vph) 0 3 0 0 23 0 0 0 0 0 24 184 Lane Group Flow (vph) 0 956 0 0 559 0 0 0 0 103 0 31 Heavy Vehicles (%) 0% 9% 40% 0% 10% 13% 0% 0% 0% 29% 0% 17% Turn Type NA NA Prot Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G (s) 58.3 58.3 12.4 0.0 12.4 Effective Green, g (s) 58.3 58.3 12.4 0.0 12.4 Actuated g/C Ratio 0.69 0.69 0.15 0.00 0.15 Clearance Time (s) 7.7 7.7 6.6 6.6 Vehicle Extension (s) 4.0 4.0 3.0 3.0 Lane Grp Cap (vph) 2220 2154 204 0 201 v/s Ratio Prot c0.30 0.18 c0.07 v/s Ratio Perm 0.02 v/c Ratio 0.43 0.26 0.50 0.00 0.16 Uniform Delay, d1 6.0 5.1 33.5 42.5 31.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.1 2.0 0.0 0.4 Delay (s) 6.6 5.2 35.4 42.5 32.1 Level of Service A A D D C Approach Delay (s) 6.6 5.2 0.0 33.8 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 11.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 14.3 Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 6 Queues 2029_FB_AM 400: 401 NB on/off ramp & Highway 2 10/15/2019

Lane Group EBT EBR WBL WBT NBL Lane Group Flow (vph) 758 253 103 532 545 v/c Ratio 0.42 0.27 0.39 0.30 0.86 Control Delay 15.8 2.7 21.4 14.3 33.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 15.8 2.7 21.4 14.3 33.6 Queue Length 50th (m) 48.5 0.0 12.2 31.3 67.8 Queue Length 95th (m) 68.8 12.8 29.8 46.2 109.1 Internal Link Dist (m) 245.7 972.5 106.7 Turn Bay Length (m) 125.0 150.0 Base Capacity (vph) 1957 997 288 1957 651 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.39 0.25 0.36 0.27 0.84 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 7 HCM Signalized Intersection Capacity Analysis 2029_FB_AM 400: 401 NB on/off ramp & Highway 2 10/15/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 697 233 95 489 45 456 Future Volume (vph) 697 233 95 489 45 456 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.4 7.4 7.4 7.4 7.3 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.88 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3343 1524 1444 3343 1582 Flt Permitted 1.00 1.00 0.32 1.00 1.00 Satd. Flow (perm) 3343 1524 493 3343 1582 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 758 253 103 532 49 496 RTOR Reduction (vph) 0 118 0 0 133 0 Lane Group Flow (vph) 758 135 103 532 412 0 Heavy Vehicles (%) 8% 6% 25% 8% 24% 3% Turn Type NA Perm Perm NA Prot Protected Phases 2 6 8 Permitted Phases 2 6 Actuated Green, G (s) 53.4 53.4 53.4 53.4 31.9 Effective Green, g (s) 53.4 53.4 53.4 53.4 31.9 Actuated g/C Ratio 0.53 0.53 0.53 0.53 0.32 Clearance Time (s) 7.4 7.4 7.4 7.4 7.3 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 Lane Grp Cap (vph) 1785 813 263 1785 504 v/s Ratio Prot c0.23 0.16 c0.26 v/s Ratio Perm 0.09 0.21 v/c Ratio 0.42 0.17 0.39 0.30 0.82 Uniform Delay, d1 14.0 11.9 13.7 12.9 31.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.4 4.3 0.4 10.0 Delay (s) 14.8 12.4 18.1 13.3 41.3 Level of Service B B B B D Approach Delay (s) 14.2 14.1 41.3 Approach LOS B B D Intersection Summary HCM 2000 Control Delay 20.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.7 Intersection Capacity Utilization 85.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 8 HCM Unsignalized Intersection Capacity Analysis 2029_FB_AM 900: Commerce Way & Parkinson Road 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 106 368 4 4 367 119 2 0 0 77 0 90 Future Volume (Veh/h) 106 368 4 4 367 119 2 0 0 77 0 90 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 123 428 5 5 427 138 2 0 0 90 0 105 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 12 Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 565 433 1235 1252 430 1182 1185 496 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 565 433 1235 1252 430 1182 1185 496 tC, single (s) 4.1 4.6 7.6 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.7 4.0 4.0 3.3 3.5 4.0 3.3 p0 queue free % 88 99 98 100 100 41 100 82 cM capacity (veh/h) 1017 912 91 152 629 152 167 578 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 556 570 2 195 Volume Left 123 5 2 90 Volume Right 5 138 0 105 cSH 1017 912 91 329 Volume to Capacity 0.12 0.01 0.02 0.59 Queue Length 95th (m) 3.3 0.1 0.5 28.8 Control Delay (s) 3.1 0.2 45.6 33.7 Lane LOS A A E D Approach Delay (s) 3.1 0.2 45.6 33.7 Approach LOS E D Intersection Summary Average Delay 6.4 Intersection Capacity Utilization 66.2% ICU Level of Service C Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 9 HCM Unsignalized Intersection Capacity Analysis 2029_FB_AM 1100: 401 SB on ramp/401 SB off ramp & Towerline Road 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 385 61 49 353 0 0 0 0 10 0 132 Future Volume (Veh/h) 0 385 61 49 353 0 0 0 0 10 0 132 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 418 66 53 384 0 0 0 0 11 0 143 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 384 484 1051 908 418 908 974 384 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 384 484 1051 908 418 908 974 384 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 95 100 100 100 96 100 79 cM capacity (veh/h) 1186 1089 156 264 639 249 241 668 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 418 66 53 384 0 154 Volume Left 0 0 53 0 0 11 Volume Right 0 66 0 0 0 143 cSH 1700 1700 1089 1700 1700 596 Volume to Capacity 0.25 0.04 0.05 0.23 0.00 0.26 Queue Length 95th (m) 0.0 0.0 1.2 0.0 0.0 8.2 Control Delay (s) 0.0 0.0 8.5 0.0 0.0 13.1 Lane LOS A A B Approach Delay (s) 0.0 1.0 0.0 13.1 Approach LOS A B Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 42.3% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 2029_FB_AM 1200: 401 NB on/off ramp & Towerline Road 10/15/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 78 317 12 287 115 74 Future Volume (Veh/h) 78 317 12 287 115 74 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) 85 345 13 312 125 80 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 85 423 85 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 85 423 85 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 79 92 cM capacity (veh/h) 1524 586 980 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 85 345 13 312 205 Volume Left 0 0 13 0 125 Volume Right 0 345 0 0 80 cSH 1700 1700 1524 1700 695 Volume to Capacity 0.05 0.20 0.01 0.18 0.29 Queue Length 95th (m) 0.0 0.0 0.2 0.0 9.8 Control Delay (s) 0.0 0.0 7.4 0.0 12.3 Lane LOS A B Approach Delay (s) 0.0 0.3 12.3 Approach LOS B Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 32.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 11 HCM Unsignalized Intersection Capacity Analysis 2029_FB_AM 1300: Middletown Line N & Towerline Road 10/15/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 117 34 9 249 50 5 Future Volume (Veh/h) 117 34 9 249 50 5 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 Hourly flow rate (vph) 150 44 12 319 64 6 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 194 515 172 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 194 515 172 tC, single (s) 4.1 6.7 6.4 tC, 2 stage (s) tF (s) 2.2 3.8 3.5 p0 queue free % 99 86 99 cM capacity (veh/h) 1391 465 827 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 194 331 70 Volume Left 0 12 64 Volume Right 44 0 6 cSH 1700 1391 483 Volume to Capacity 0.11 0.01 0.14 Queue Length 95th (m) 0.0 0.2 4.0 Control Delay (s) 0.0 0.4 13.7 Lane LOS A B Approach Delay (s) 0.0 0.4 13.7 Approach LOS B Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 30.4% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 12 HCM Unsignalized Intersection Capacity Analysis 2029_FB_AM 2000: Pattullo Avenue & Middletown Line N 10/15/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 13 6 25 42 14 29 Future Volume (Veh/h) 13 6 25 42 14 29 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 16 8 32 53 18 37 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 85 98 58 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 85 98 58 tC, single (s) 4.5 6.8 6.2 tC, 2 stage (s) tF (s) 2.5 3.9 3.3 p0 queue free % 99 98 96 cM capacity (veh/h) 1313 800 1005 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 24 85 55 Volume Left 16 0 18 Volume Right 0 53 37 cSH 1313 1700 927 Volume to Capacity 0.01 0.05 0.06 Queue Length 95th (m) 0.3 0.0 1.5 Control Delay (s) 5.2 0.0 9.1 Lane LOS A A Approach Delay (s) 5.2 0.0 9.1 Approach LOS A Intersection Summary Average Delay 3.8 Intersection Capacity Utilization 17.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 2029_FB_AM 2100: Middletown Line S & Pattullo Avenue 10/15/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 2 18 0 2 65 1 Future Volume (Veh/h) 2 18 0 2 65 1 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 3 23 0 3 82 1 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 26 18 14 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 26 18 14 tC, single (s) 4.1 6.7 7.2 tC, 2 stage (s) tF (s) 2.2 3.8 4.2 p0 queue free % 100 91 100 cM capacity (veh/h) 1601 928 840 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 26 3 83 Volume Left 0 0 82 Volume Right 23 0 1 cSH 1700 1601 927 Volume to Capacity 0.02 0.00 0.09 Queue Length 95th (m) 0.0 0.0 2.4 Control Delay (s) 0.0 0.0 9.3 Lane LOS A Approach Delay (s) 0.0 0.0 9.3 Approach LOS A Intersection Summary Average Delay 6.9 Intersection Capacity Utilization 13.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 14 Queues 2029_FB_PM 100: Highway 2 & Oxford Road 4 10/15/2019

Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 98 681 126 1285 586 54 243 294 79 92 v/c Ratio 0.51 0.66 0.48 1.22 0.68 0.46 0.69 0.68 0.08 0.18 Control Delay 20.9 24.4 18.4 134.9 6.7 43.7 32.8 25.2 15.9 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.9 24.4 18.4 134.9 6.7 43.7 32.8 25.2 15.9 2.2 Queue Length 50th (m) 7.5 44.2 9.8 ~129.7 0.0 7.5 12.3 30.3 3.8 0.0 Queue Length 95th (m) 14.6 58.5 18.3 #155.4 16.5 17.4 #22.3 48.3 7.8 3.7 Internal Link Dist (m) 772.4 442.6 124.7 1007.7 Turn Bay Length (m) 125.0 250.0 175.0 100.0 Base Capacity (vph) 194 1034 264 1052 859 120 358 435 1020 525 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.66 0.48 1.22 0.68 0.45 0.68 0.68 0.08 0.18 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 2029_FB_PM 100: Highway 2 & Oxford Road 4 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 83 527 52 107 1092 498 46 143 64 250 67 78 Future Volume (vph) 83 527 52 107 1092 498 46 143 64 250 67 78 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1467 2977 1421 3059 1380 1480 2659 1456 2865 1233 Flt Permitted 0.17 1.00 0.31 1.00 1.00 0.70 1.00 0.44 1.00 1.00 Satd. Flow (perm) 256 2977 462 3059 1380 1095 2659 667 2865 1233 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 98 620 61 126 1285 586 54 168 75 294 79 92 RTOR Reduction (vph) 0 10 0 0 0 393 0 67 0 0 0 59 Lane Group Flow (vph) 98 671 0 126 1285 193 54 176 0 294 79 33 Heavy Vehicles (%) 23% 19% 26% 27% 18% 17% 22% 27% 35% 24% 26% 31% Turn Type pm+pt NA pm+pt NA Perm Perm NA pm+pt NA Perm Protected Phases 5 2 1 6 4 3 8 Permitted Phases 2 6 6 4 8 8 Actuated Green, G (s) 28.1 24.1 28.1 24.1 24.1 7.9 7.9 25.9 25.9 25.9 Effective Green, g (s) 28.1 24.1 28.1 24.1 24.1 7.9 7.9 25.9 25.9 25.9 Actuated g/C Ratio 0.38 0.33 0.38 0.33 0.33 0.11 0.11 0.35 0.35 0.35 Clearance Time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Vehicle Extension (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 164 982 230 1009 455 118 287 398 1016 437 v/s Ratio Prot c0.03 0.23 0.03 c0.42 0.07 c0.15 0.03 v/s Ratio Perm 0.20 0.18 0.14 0.05 c0.11 0.03 v/c Ratio 0.60 0.68 0.55 1.27 0.43 0.46 0.61 0.74 0.08 0.07 Uniform Delay, d1 17.8 21.1 15.7 24.4 19.1 30.5 31.1 19.1 15.6 15.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.7 3.8 3.3 130.9 2.9 3.8 4.4 7.5 0.0 0.1 Delay (s) 24.4 25.0 19.1 155.4 21.9 34.3 35.5 26.6 15.7 15.7 Level of Service C C B F C C D C B B Approach Delay (s) 24.9 107.6 35.3 22.6 Approach LOS C F D C Intersection Summary HCM 2000 Control Delay 72.2 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.02 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 73.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 Queues 2029_FB_PM 200: Street H/Township Road 2 & Highway 2 10/15/2019

Lane Group EBL EBT WBL WBT WBR NBT NBR SBL SBT SBR Lane Group Flow (vph) 138 1178 9 1794 234 20 38 1020 25 792 v/c Ratio 0.68 0.98 0.21 2.13 0.50 0.35 0.15 1.26 0.04 0.98 Control Delay 41.8 56.2 51.5 538.9 17.2 68.0 1.2 160.7 30.8 42.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.8 56.2 51.5 538.9 17.2 68.0 1.2 160.7 30.8 42.2 Queue Length 50th (m) 21.6 153.1 1.8 ~384.3 14.8 4.9 0.0 ~175.0 4.4 97.2 Queue Length 95th (m) 24.9 111.2 5.3 #291.8 17.1 9.6 0.0 #135.4 8.3 44.4 Internal Link Dist (m) 442.6 431.3 219.3 487.1 Turn Bay Length (m) 150.0 125.0 225.0 Base Capacity (vph) 248 1208 43 841 470 65 274 812 577 810 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.56 0.98 0.21 2.13 0.50 0.31 0.14 1.26 0.04 0.98 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 3 HCM Signalized Intersection Capacity Analysis 2029_FB_PM 200: Street H/Township Road 2 & Highway 2 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 90 740 26 6 1166 152 13 0 25 663 16 515 Future Volume (vph) 90 740 26 6 1166 152 13 0 25 663 16 515 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 6.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1456 2883 1081 3034 1282 1378 1302 3019 1681 1380 Flt Permitted 0.11 1.00 0.14 1.00 1.00 0.37 1.00 0.74 1.00 1.00 Satd. Flow (perm) 163 2883 156 3034 1282 537 1302 2365 1681 1380 Peak-hour factor, PHF 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 Adj. Flow (vph) 138 1138 40 9 1794 234 20 0 38 1020 25 792 RTOR Reduction (vph) 0 2 0 0 0 117 0 0 35 0 0 337 Lane Group Flow (vph) 138 1176 0 9 1794 117 0 20 3 1020 25 455 Heavy Vehicles (%) 24% 25% 12% 67% 19% 26% 31% 0% 24% 16% 13% 17% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases 5 2 6 4 8 Permitted Phases 2 6 6 4 4 8 8 Actuated Green, G (s) 50.4 50.4 33.0 33.0 33.0 10.8 10.8 42.5 42.5 42.5 Effective Green, g (s) 50.4 50.4 33.0 33.0 33.0 10.8 10.8 42.5 42.5 42.5 Actuated g/C Ratio 0.41 0.41 0.27 0.27 0.27 0.09 0.09 0.34 0.34 0.34 Clearance Time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 199 1175 41 810 342 46 113 813 578 474 v/s Ratio Prot 0.07 c0.41 c0.59 0.01 v/s Ratio Perm 0.21 0.06 0.09 c0.04 0.00 c0.43 0.33 v/c Ratio 0.69 1.00 0.22 2.21 0.34 0.43 0.03 1.25 0.04 0.96 Uniform Delay, d1 29.0 36.6 35.3 45.3 36.6 53.5 51.6 40.5 27.0 39.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.0 26.5 11.9 550.7 2.7 6.5 0.1 124.6 0.0 31.4 Delay (s) 39.0 63.1 47.2 596.0 39.3 60.0 51.7 165.2 27.0 71.1 Level of Service D E D F D E D F C E Approach Delay (s) 60.6 529.6 54.6 122.7 Approach LOS E F D F Intersection Summary HCM 2000 Control Delay 264.3 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.47 Actuated Cycle Length (s) 123.6 Sum of lost time (s) 24.6 Intersection Capacity Utilization 92.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 4 Queues 2029_FB_PM 300: Highway 2 & 401 SB on/off ramp 10/15/2019

Lane Group EBT WBT SBL SBT SBR Lane Group Flow (vph) 1525 1516 71 40 355 v/c Ratio 0.82 0.77 0.18 0.28 0.82 Control Delay 19.9 17.3 23.6 0.0 38.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 19.9 17.3 23.6 0.0 38.9 Queue Length 50th (m) 97.4 89.7 9.4 0.0 46.5 Queue Length 95th (m) #174.5 #150.2 18.0 0.0 71.6 Internal Link Dist (m) 326.9 245.7 117.4 Turn Bay Length (m) Base Capacity (vph) 1861 1971 519 145 553 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.82 0.77 0.14 0.28 0.64 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 5 HCM Signalized Intersection Capacity Analysis 2029_FB_PM 300: Highway 2 & 401 SB on/off ramp 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1016 387 0 961 433 0 0 0 65 0 363 Future Volume (vph) 0 1016 387 0 961 433 0 0 0 65 0 363 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.7 7.7 6.6 4.0 6.6 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frt 0.96 0.95 1.00 0.85 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3148 3321 1556 0 1524 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3148 3321 1556 0 1524 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 1104 421 0 1045 471 0 0 0 71 0 395 RTOR Reduction (vph) 0 39 0 0 51 0 0 0 0 0 40 49 Lane Group Flow (vph) 0 1486 0 0 1465 0 0 0 0 71 0 306 Heavy Vehicles (%) 0% 8% 15% 0% 3% 5% 0% 0% 0% 16% 0% 6% Turn Type NA NA Prot Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G (s) 49.2 49.2 21.5 0.0 21.5 Effective Green, g (s) 49.2 49.2 21.5 0.0 21.5 Actuated g/C Ratio 0.58 0.58 0.25 0.00 0.25 Clearance Time (s) 7.7 7.7 6.6 6.6 Vehicle Extension (s) 4.0 4.0 3.0 3.0 Lane Grp Cap (vph) 1822 1922 393 0 385 v/s Ratio Prot c0.47 0.44 0.05 v/s Ratio Perm c0.20 v/c Ratio 0.82 0.76 0.18 0.00 0.79 Uniform Delay, d1 14.3 13.5 24.9 42.5 29.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.2 2.0 0.2 0.0 10.8 Delay (s) 18.4 15.4 25.1 42.5 40.4 Level of Service B B C D D Approach Delay (s) 18.4 15.4 0.0 38.3 Approach LOS B B A D Intersection Summary HCM 2000 Control Delay 19.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 14.3 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 6 Queues 2029_FB_PM 400: 401 NB on/off ramp & Highway 2 10/15/2019

Lane Group EBT EBR WBL WBT NBL Lane Group Flow (vph) 842 332 50 1203 494 v/c Ratio 0.48 0.36 0.19 0.67 0.83 Control Delay 16.7 2.5 15.1 20.1 42.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 16.7 2.5 15.1 20.1 42.8 Queue Length 50th (m) 58.3 0.0 5.5 95.6 84.1 Queue Length 95th (m) 65.7 12.2 11.8 104.6 #156.7 Internal Link Dist (m) 245.7 972.5 106.7 Turn Bay Length (m) 125.0 150.0 Base Capacity (vph) 1961 986 294 2018 594 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.43 0.34 0.17 0.60 0.83 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 7 HCM Signalized Intersection Capacity Analysis 2029_FB_PM 400: 401 NB on/off ramp & Highway 2 10/15/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 775 305 46 1107 287 167 Future Volume (vph) 775 305 46 1107 287 167 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.4 7.4 7.4 7.4 7.3 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.95 Flt Protected 1.00 1.00 0.95 1.00 0.97 Satd. Flow (prot) 3406 1468 1736 3505 1705 Flt Permitted 1.00 1.00 0.28 1.00 0.97 Satd. Flow (perm) 3406 1468 512 3505 1705 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 842 332 50 1203 312 182 RTOR Reduction (vph) 0 161 0 0 19 0 Lane Group Flow (vph) 842 171 50 1203 475 0 Heavy Vehicles (%) 6% 10% 4% 3% 3% 2% Turn Type NA Perm Perm NA Prot Protected Phases 2 6 8 Permitted Phases 2 6 Actuated Green, G (s) 51.5 51.5 51.5 51.5 33.8 Effective Green, g (s) 51.5 51.5 51.5 51.5 33.8 Actuated g/C Ratio 0.52 0.52 0.52 0.52 0.34 Clearance Time (s) 7.4 7.4 7.4 7.4 7.3 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 Lane Grp Cap (vph) 1754 756 263 1805 576 v/s Ratio Prot 0.25 c0.34 c0.28 v/s Ratio Perm 0.12 0.10 v/c Ratio 0.48 0.23 0.19 0.67 0.82 Uniform Delay, d1 15.6 13.3 13.0 17.9 30.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.7 1.6 2.0 9.3 Delay (s) 16.6 14.0 14.6 19.9 39.7 Level of Service B B B B D Approach Delay (s) 15.8 19.7 39.7 Approach LOS B B D Intersection Summary HCM 2000 Control Delay 21.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.7 Intersection Capacity Utilization 76.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 8 HCM Unsignalized Intersection Capacity Analysis 2029_FB_PM 900: Commerce Way & Parkinson Road 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 157 428 0 2 527 96 3 0 9 89 0 137 Future Volume (Veh/h) 157 428 0 2 527 96 3 0 9 89 0 137 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 165 451 0 2 555 101 3 0 9 94 0 144 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 12 Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 656 451 1462 1441 451 1400 1390 606 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 656 451 1462 1441 451 1400 1390 606 tC, single (s) 4.1 4.6 7.4 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.7 3.8 4.0 3.3 3.5 4.0 3.3 p0 queue free % 82 100 95 100 99 7 100 71 cM capacity (veh/h) 941 897 56 110 613 101 118 501 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 616 658 12 238 Volume Left 165 2 3 94 Volume Right 0 101 9 144 cSH 941 897 176 257 Volume to Capacity 0.18 0.00 0.07 0.93 Queue Length 95th (m) 5.1 0.1 1.7 66.8 Control Delay (s) 4.3 0.1 27.0 67.1 Lane LOS A A D F Approach Delay (s) 4.3 0.1 27.0 67.1 Approach LOS D F Intersection Summary Average Delay 12.4 Intersection Capacity Utilization 86.5% ICU Level of Service E Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 9 HCM Unsignalized Intersection Capacity Analysis 2029_FB_PM 1100: 401 SB on ramp/401 SB off ramp & Towerline Road 10/15/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 459 68 27 274 0 0 0 0 19 0 343 Future Volume (Veh/h) 0 459 68 27 274 0 0 0 0 19 0 343 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 499 74 29 298 0 0 0 0 21 0 373 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 298 573 1228 855 499 855 929 298 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 298 573 1228 855 499 855 929 298 tC, single (s) 4.2 4.2 7.2 6.6 6.3 7.2 6.6 6.3 tC, 2 stage (s) tF (s) 2.3 2.3 3.6 4.1 3.4 3.6 4.1 3.4 p0 queue free % 100 97 100 100 100 92 100 48 cM capacity (veh/h) 1219 961 71 278 556 263 252 723 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 Volume Total 499 74 29 298 0 394 Volume Left 0 0 29 0 0 21 Volume Right 0 74 0 0 0 373 cSH 1700 1700 961 1700 1700 661 Volume to Capacity 0.29 0.04 0.03 0.18 0.00 0.60 Queue Length 95th (m) 0.0 0.0 0.7 0.0 0.0 31.6 Control Delay (s) 0.0 0.0 8.9 0.0 0.0 18.1 Lane LOS A A C Approach Delay (s) 0.0 0.8 0.0 18.1 Approach LOS A C Intersection Summary Average Delay 5.7 Intersection Capacity Utilization 53.1% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 2029_FB_PM 1200: 401 NB on/off ramp & Towerline Road 10/15/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 282 196 16 229 72 27 Future Volume (Veh/h) 282 196 16 229 72 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) 307 213 17 249 78 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) pX, platoon unblocked vC, conflicting volume 307 590 307 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 307 590 307 tC, single (s) 4.2 6.5 6.3 tC, 2 stage (s) tF (s) 2.3 3.6 3.4 p0 queue free % 99 83 96 cM capacity (veh/h) 1210 451 715 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 307 213 17 249 107 Volume Left 0 0 17 0 78 Volume Right 0 213 0 0 29 cSH 1700 1700 1210 1700 501 Volume to Capacity 0.18 0.13 0.01 0.15 0.21 Queue Length 95th (m) 0.0 0.0 0.3 0.0 6.4 Control Delay (s) 0.0 0.0 8.0 0.0 14.1 Lane LOS A B Approach Delay (s) 0.0 0.5 14.1 Approach LOS B Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 27.1% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 11 HCM Unsignalized Intersection Capacity Analysis 2029_FB_PM 1300: Middletown Line N & Towerline Road 10/15/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 249 60 19 186 60 19 Future Volume (Veh/h) 249 60 19 186 60 19 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 Hourly flow rate (vph) 286 69 22 214 69 22 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 355 578 320 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 355 578 320 tC, single (s) 4.3 6.6 6.6 tC, 2 stage (s) tF (s) 2.4 3.7 3.7 p0 queue free % 98 84 97 cM capacity (veh/h) 1096 437 637 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 355 236 91 Volume Left 0 22 69 Volume Right 69 0 22 cSH 1700 1096 473 Volume to Capacity 0.21 0.02 0.19 Queue Length 95th (m) 0.0 0.5 5.6 Control Delay (s) 0.0 1.0 14.4 Lane LOS A B Approach Delay (s) 0.0 1.0 14.4 Approach LOS B Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 36.8% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 12 HCM Unsignalized Intersection Capacity Analysis 2029_FB_PM 2000: Pattullo Avenue & Middletown Line N 10/15/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 43 34 20 36 67 12 Future Volume (Veh/h) 43 34 20 36 67 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 54 43 25 45 84 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) pX, platoon unblocked vC, conflicting volume 70 198 48 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 70 198 48 tC, single (s) 4.3 6.8 6.2 tC, 2 stage (s) tF (s) 2.4 3.8 3.3 p0 queue free % 96 88 99 cM capacity (veh/h) 1429 690 1027 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 97 70 99 Volume Left 54 0 84 Volume Right 0 45 15 cSH 1429 1700 726 Volume to Capacity 0.04 0.04 0.14 Queue Length 95th (m) 0.9 0.0 3.8 Control Delay (s) 4.4 0.0 10.7 Lane LOS A B Approach Delay (s) 4.4 0.0 10.7 Approach LOS B Intersection Summary Average Delay 5.6 Intersection Capacity Utilization 21.9% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 2029_FB_PM 2100: Middletown Line S & Pattullo Avenue 10/15/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 14 87 4 6 50 3 Future Volume (Veh/h) 14 87 4 6 50 3 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 16 101 5 7 58 3 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 117 84 66 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 117 84 66 tC, single (s) 4.3 6.7 7.2 tC, 2 stage (s) tF (s) 2.4 3.8 4.2 p0 queue free % 100 93 100 cM capacity (veh/h) 1340 851 780 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 117 12 61 Volume Left 0 5 58 Volume Right 101 0 3 cSH 1700 1340 847 Volume to Capacity 0.07 0.00 0.07 Queue Length 95th (m) 0.0 0.1 1.9 Control Delay (s) 0.0 3.2 9.6 Lane LOS A A Approach Delay (s) 0.0 3.2 9.6 Approach LOS A Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 16.1% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 14 City of Woodstock, Ontario Southeast Woodstock Secondary Plan

Appendix E – Future Total Conditions Synchro Reports

4-45 Queues 2024_FT_AM 100: Highway 2 & Oxford Road 4 10/17/2019

Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 36 872 68 486 165 96 228 340 189 79 v/c Ratio 0.12 0.91 0.32 0.41 0.28 0.97 0.62 0.78 0.19 0.16 Control Delay 11.5 38.4 14.9 18.3 4.3 121.5 26.3 31.9 16.9 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.5 38.4 14.9 18.3 4.3 121.5 26.3 31.9 16.9 1.6 Queue Length 50th (m) 2.6 62.1 5.1 23.1 0.0 14.1 9.8 36.6 9.7 0.0 Queue Length 95th (m) 6.8 #92.7 10.9 41.0 9.2 #39.3 19.0 #64.6 15.9 2.0 Internal Link Dist (m) 772.4 442.6 124.7 1007.7 Turn Bay Length (m) 125.0 250.0 175.0 100.0 Base Capacity (vph) 292 961 210 1194 586 99 367 435 974 509 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.12 0.91 0.32 0.41 0.28 0.97 0.62 0.78 0.19 0.16 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 2024_FT_AM 100: Highway 2 & Oxford Road 4 10/17/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 31 589 152 58 413 140 82 115 79 289 161 67 Future Volume (vph) 31 589 152 58 413 140 82 115 79 289 161 67 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.94 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1188 2720 1504 3008 1205 1367 2600 1444 2735 1188 Flt Permitted 0.48 1.00 0.18 1.00 1.00 0.63 1.00 0.44 1.00 1.00 Satd. Flow (perm) 594 2720 282 3008 1205 911 2600 674 2735 1188 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 36 693 179 68 486 165 96 135 93 340 189 79 RTOR Reduction (vph) 0 31 0 0 0 106 0 83 0 0 0 51 Lane Group Flow (vph) 36 841 0 68 486 59 96 145 0 340 189 28 Heavy Vehicles (%) 52% 28% 31% 20% 20% 34% 32% 32% 28% 25% 32% 36% Turn Type pm+pt NA pm+pt NA Perm Perm NA pm+pt NA Perm Protected Phases 5 2 1 6 4 3 8 Permitted Phases 2 6 6 4 8 8 Actuated Green, G (s) 26.0 24.0 30.0 26.0 26.0 8.0 8.0 26.0 26.0 26.0 Effective Green, g (s) 26.0 24.0 30.0 26.0 26.0 8.0 8.0 26.0 26.0 26.0 Actuated g/C Ratio 0.36 0.33 0.41 0.36 0.36 0.11 0.11 0.36 0.36 0.36 Clearance Time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Vehicle Extension (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 227 894 182 1071 429 99 284 398 974 423 v/s Ratio Prot 0.00 c0.31 c0.02 0.16 0.06 c0.18 0.07 v/s Ratio Perm 0.05 0.13 0.05 0.11 c0.13 0.02 v/c Ratio 0.16 0.94 0.37 0.45 0.14 0.97 0.51 0.85 0.19 0.07 Uniform Delay, d1 15.6 23.8 14.4 18.0 15.9 32.4 30.7 19.9 16.3 15.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 18.8 1.8 1.4 0.7 80.0 2.1 16.7 0.1 0.1 Delay (s) 16.1 42.6 16.1 19.4 16.6 112.4 32.7 36.6 16.4 15.6 Level of Service B D B B B F C D B B Approach Delay (s) 41.5 18.5 56.3 27.6 Approach LOS D B E C Intersection Summary HCM 2000 Control Delay 33.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 66.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 Queues 2024_FT_AM 200: Street H/Township Road 2 & Highway 2 10/17/2019

Lane Group EBL EBT WBL WBT WBR NBT NBR SBL SBR Lane Group Flow (vph) 27 1013 87 642 45 21 41 2 14 v/c Ratio 0.05 0.46 0.31 0.30 0.04 0.32 0.15 0.01 0.02 Control Delay 5.5 7.7 15.5 9.9 0.1 63.9 1.2 55.0 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.5 7.7 15.5 9.9 0.1 63.9 1.2 55.0 0.1 Queue Length 50th (m) 1.1 35.4 7.8 29.9 0.0 5.1 0.0 0.2 0.0 Queue Length 95th (m) 5.2 82.5 26.6 59.3 0.0 14.0 0.0 1.8 0.0 Internal Link Dist (m) 442.6 431.3 219.3 Turn Bay Length (m) 150.0 125.0 225.0 Base Capacity (vph) 681 2217 282 2113 1101 75 293 1103 815 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.46 0.31 0.30 0.04 0.28 0.14 0.00 0.02 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 3 HCM Signalized Intersection Capacity Analysis 2024_FT_AM 200: Street H/Township Road 2 & Highway 2 10/17/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 862 70 80 591 41 19 0 38 2 0 13 Future Volume (vph) 25 862 70 80 591 41 19 0 38 2 0 13 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1736 2831 1308 2911 1468 1583 1455 3502 1495 Flt Permitted 0.37 1.00 0.28 1.00 1.00 0.37 1.00 1.00 1.00 Satd. Flow (perm) 680 2831 390 2911 1468 623 1455 3686 1495 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 937 76 87 642 45 21 0 41 2 0 14 RTOR Reduction (vph) 0 2 0 0 0 15 0 0 37 0 0 14 Lane Group Flow (vph) 27 1011 0 87 642 30 0 21 4 2 0 0 Heavy Vehicles (%) 4% 27% 15% 38% 24% 10% 14% 0% 11% 0% 0% 8% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm Perm Protected Phases 5 2 6 4 8 Permitted Phases 2 6 6 4 4 8 8 Actuated Green, G (s) 90.2 90.2 81.3 81.3 81.3 10.7 10.7 2.8 2.8 Effective Green, g (s) 90.2 90.2 81.3 81.3 81.3 10.7 10.7 2.8 2.8 Actuated g/C Ratio 0.73 0.73 0.66 0.66 0.66 0.09 0.09 0.02 0.02 Clearance Time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 532 2065 256 1914 965 53 125 83 33 v/s Ratio Prot 0.00 c0.36 0.22 v/s Ratio Perm 0.04 0.22 0.02 c0.03 0.00 c0.00 0.00 v/c Ratio 0.05 0.49 0.34 0.34 0.03 0.40 0.03 0.02 0.01 Uniform Delay, d1 4.8 7.0 9.3 9.3 7.4 53.4 51.7 59.1 59.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.8 3.6 0.5 0.1 4.8 0.1 0.1 0.1 Delay (s) 4.9 7.9 12.9 9.8 7.4 58.2 51.8 59.2 59.2 Level of Service A A B A A E D E E Approach Delay (s) 7.8 10.0 54.0 59.2 Approach LOS A A D E Intersection Summary HCM 2000 Control Delay 10.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 123.6 Sum of lost time (s) 24.6 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 4 Queues 2024_FT_AM 300: Highway 2 & 401 SB on/off ramp 10/17/2019

Lane Group EBT WBT SBL SBT SBR Lane Group Flow (vph) 996 639 103 28 249 v/c Ratio 0.46 0.29 0.50 0.19 0.60 Control Delay 7.1 5.4 41.7 0.0 11.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 7.1 5.4 41.7 0.0 11.0 Queue Length 50th (m) 33.0 16.4 16.7 0.0 0.0 Queue Length 95th (m) 55.6 29.4 30.6 0.0 19.6 Internal Link Dist (m) 326.9 245.7 117.4 Turn Bay Length (m) Base Capacity (vph) 2177 2182 467 145 626 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.46 0.29 0.22 0.19 0.40 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 5 HCM Signalized Intersection Capacity Analysis 2024_FT_AM 300: Highway 2 & 401 SB on/off ramp 10/17/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 822 95 0 457 131 0 0 0 95 0 255 Future Volume (vph) 0 822 95 0 457 131 0 0 0 95 0 255 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.7 7.7 6.6 4.0 6.6 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frt 0.98 0.97 1.00 0.85 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3167 3153 1399 0 1380 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3167 3153 1399 0 1380 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 893 103 0 497 142 0 0 0 103 0 277 RTOR Reduction (vph) 0 7 0 0 19 0 0 0 0 0 28 213 Lane Group Flow (vph) 0 989 0 0 620 0 0 0 0 103 0 36 Heavy Vehicles (%) 0% 9% 40% 0% 10% 13% 0% 0% 0% 29% 0% 17% Turn Type NA NA Prot Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G (s) 58.3 58.3 12.4 0.0 12.4 Effective Green, g (s) 58.3 58.3 12.4 0.0 12.4 Actuated g/C Ratio 0.69 0.69 0.15 0.00 0.15 Clearance Time (s) 7.7 7.7 6.6 6.6 Vehicle Extension (s) 4.0 4.0 3.0 3.0 Lane Grp Cap (vph) 2172 2162 204 0 201 v/s Ratio Prot c0.31 0.20 c0.07 v/s Ratio Perm 0.03 v/c Ratio 0.46 0.29 0.50 0.00 0.18 Uniform Delay, d1 6.1 5.2 33.5 42.5 31.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.1 2.0 0.0 0.4 Delay (s) 6.8 5.3 35.4 42.5 32.3 Level of Service A A D D C Approach Delay (s) 6.8 5.3 0.0 33.9 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 11.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 14.3 Intersection Capacity Utilization 44.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 6 Queues 2024_FT_AM 400: 401 NB on/off ramp & Highway 2 10/17/2019

Lane Group EBT EBR WBL WBT NBL Lane Group Flow (vph) 732 265 103 538 597 v/c Ratio 0.47 0.31 0.45 0.34 0.82 Control Delay 19.3 3.0 26.3 17.6 28.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 19.3 3.0 26.3 17.6 28.5 Queue Length 50th (m) 51.5 0.0 13.7 35.2 73.4 Queue Length 95th (m) 69.1 13.7 31.6 48.9 #126.7 Internal Link Dist (m) 245.7 972.5 106.7 Turn Bay Length (m) 125.0 150.0 Base Capacity (vph) 1925 990 278 1925 728 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.38 0.27 0.37 0.28 0.82 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 7 HCM Signalized Intersection Capacity Analysis 2024_FT_AM 400: 401 NB on/off ramp & Highway 2 10/17/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 673 244 95 495 93 456 Future Volume (vph) 673 244 95 495 93 456 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.4 7.4 7.4 7.4 7.3 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.89 Flt Protected 1.00 1.00 0.95 1.00 0.99 Satd. Flow (prot) 3343 1524 1444 3343 1570 Flt Permitted 1.00 1.00 0.32 1.00 0.99 Satd. Flow (perm) 3343 1524 483 3343 1570 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 732 265 103 538 101 496 RTOR Reduction (vph) 0 140 0 0 128 0 Lane Group Flow (vph) 732 125 103 538 469 0 Heavy Vehicles (%) 8% 6% 25% 8% 24% 3% Turn Type NA Perm Perm NA Prot Protected Phases 2 6 8 Permitted Phases 2 6 Actuated Green, G (s) 47.1 47.1 47.1 47.1 38.2 Effective Green, g (s) 47.1 47.1 47.1 47.1 38.2 Actuated g/C Ratio 0.47 0.47 0.47 0.47 0.38 Clearance Time (s) 7.4 7.4 7.4 7.4 7.3 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 Lane Grp Cap (vph) 1574 717 227 1574 599 v/s Ratio Prot c0.22 0.16 c0.30 v/s Ratio Perm 0.08 0.21 v/c Ratio 0.47 0.17 0.45 0.34 0.78 Uniform Delay, d1 17.9 15.2 17.8 16.7 27.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.0 0.5 6.4 0.6 6.6 Delay (s) 18.9 15.8 24.2 17.3 33.9 Level of Service B B C B C Approach Delay (s) 18.1 18.4 33.9 Approach LOS B B C Intersection Summary HCM 2000 Control Delay 22.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.7 Intersection Capacity Utilization 87.0% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 8 HCM Unsignalized Intersection Capacity Analysis 2024_FT_AM 600: Oxford Road 4 & Street C 10/17/2019

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 65 34 242 204 121 251 Future Volume (Veh/h) 65 34 242 204 121 251 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 71 37 263 222 132 273 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 247 pX, platoon unblocked vC, conflicting volume 774 242 485 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 774 242 485 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 76 95 88 cM capacity (veh/h) 298 764 1088 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 108 175 310 223 182 Volume Left 71 0 0 132 0 Volume Right 37 0 222 0 0 cSH 377 1700 1700 1088 1700 Volume to Capacity 0.29 0.10 0.18 0.12 0.11 Queue Length 95th (m) 9.3 0.0 0.0 3.3 0.0 Control Delay (s) 18.4 0.0 0.0 5.6 0.0 Lane LOS C A Approach Delay (s) 18.4 0.0 3.1 Approach LOS C Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 39.4% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 9 HCM Unsignalized Intersection Capacity Analysis 2024_FT_AM 700: Street C & Street H 10/17/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 2 323 92 31 108 7 Future Volume (Veh/h) 2 323 92 31 108 7 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) 2 351 100 34 117 8 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 134 472 117 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 134 472 117 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 79 99 cM capacity (veh/h) 1463 553 941 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 353 134 125 Volume Left 2 0 117 Volume Right 0 34 8 cSH 1463 1700 568 Volume to Capacity 0.00 0.08 0.22 Queue Length 95th (m) 0.0 0.0 6.7 Control Delay (s) 0.1 0.0 13.1 Lane LOS A B Approach Delay (s) 0.1 0.0 13.1 Approach LOS B Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 31.7% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 10 HCM Unsignalized Intersection Capacity Analysis 2024_FT_AM 800: Street F 10/17/2019

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 32 19 427 155 91 224 Future Volume (Veh/h) 32 19 427 155 91 224 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 35 21 464 168 99 243 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 989 548 632 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 989 548 632 tC, single (s) 6.5 6.3 4.2 tC, 2 stage (s) tF (s) 3.6 3.4 2.3 p0 queue free % 85 96 89 cM capacity (veh/h) 236 521 913 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 56 632 342 Volume Left 35 0 99 Volume Right 21 168 0 cSH 297 1700 913 Volume to Capacity 0.19 0.37 0.11 Queue Length 95th (m) 5.5 0.0 2.9 Control Delay (s) 19.9 0.0 3.6 Lane LOS C A Approach Delay (s) 19.9 0.0 3.6 Approach LOS C Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 11 Queues 900: Commerce Way/Oxford Road 4 & Parkinson Road 10/18/2019

Lane Group EBL EBT WBT WBR NBT SBL SBT Lane Group Flow (vph) 320 410 389 358 2 143 155 v/c Ratio 0.41 0.38 0.42 0.32 0.04 0.28 0.20 Control Delay 5.8 6.6 14.9 2.2 62.5 51.6 0.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.8 6.6 14.9 2.2 62.5 51.6 0.6 Queue Length 50th (m) 17.7 28.3 48.0 1.1 0.5 17.5 0.0 Queue Length 95th (m) 36.7 57.4 81.3 12.2 3.4 28.9 0.0 Internal Link Dist (m) 982.0 186.2 306.5 665.9 Turn Bay Length (m) 100.0 50.0 100.0 Base Capacity (vph) 782 1066 923 1134 166 513 770 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.41 0.38 0.42 0.32 0.01 0.28 0.20 Intersection Summary

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 900: Commerce Way/Oxford Road 4 & Parkinson Road 10/18/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 275 348 4 4 330 308 2 0 0 123 0 133 Future Volume (vph) 275 348 4 4 330 308 2 0 0 123 0 133 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1805 1389 1492 1615 1203 3502 1615 Flt Permitted 0.45 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 853 1389 1486 1615 1203 3502 1615 Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 320 405 5 5 384 358 2 0 0 143 0 155 RTOR Reduction (vph) 0 0 0 0 0 137 0 0 0 0 133 0 Lane Group Flow (vph) 320 410 0 0 389 221 0 2 0 143 22 0 Heavy Vehicles (%) 0% 37% 0% 50% 27% 0% 50% 0% 0% 0% 0% 0% Turn Type pm+pt NA Perm NA Perm Split NA Split NA Protected Phases 3 8 4 6 6 2 2 Permitted Phases 8 4 4 Actuated Green, G (s) 99.6 99.6 80.6 80.6 1.3 19.0 19.0 Effective Green, g (s) 99.6 99.6 80.6 80.6 1.3 19.0 19.0 Actuated g/C Ratio 0.75 0.75 0.60 0.60 0.01 0.14 0.14 Clearance Time (s) 3.0 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 751 1037 897 975 11 498 230 v/s Ratio Prot c0.05 0.30 c0.00 c0.04 0.01 v/s Ratio Perm c0.27 0.26 0.14 v/c Ratio 0.43 0.40 0.43 0.23 0.18 0.29 0.10 Uniform Delay, d1 6.1 6.1 14.2 12.1 65.5 51.1 49.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.8 1.1 1.5 0.5 7.8 1.4 0.8 Delay (s) 7.9 7.2 15.7 12.6 73.4 52.6 50.6 Level of Service A A B B E D D Approach Delay (s) 7.5 14.2 73.4 51.5 Approach LOS A B E D Intersection Summary HCM 2000 Control Delay 17.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 133.4 Sum of lost time (s) 16.5 Intersection Capacity Utilization 55.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 HCM Unsignalized Intersection Capacity Analysis 2024_FT_AM 1100: 401 SB on ramp/401 SB off ramp & Towerline Road 10/17/2019

Intersection Sign configuration not allowed in HCM analysis.

5:00 pm Baseline Synchro 9 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 2024_FT_AM 1200: 401 NB on/off ramp & Towerline Road 10/17/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 77 320 12 325 217 74 Future Volume (Veh/h) 77 320 12 325 217 74 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) 84 348 13 353 236 80 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 84 463 84 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 84 463 84 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 58 92 cM capacity (veh/h) 1526 556 981 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 84 348 13 353 316 Volume Left 0 0 13 0 236 Volume Right 0 348 0 0 80 cSH 1700 1700 1526 1700 625 Volume to Capacity 0.05 0.20 0.01 0.21 0.51 Queue Length 95th (m) 0.0 0.0 0.2 0.0 22.9 Control Delay (s) 0.0 0.0 7.4 0.0 16.5 Lane LOS A C Approach Delay (s) 0.0 0.3 16.5 Approach LOS C Intersection Summary Average Delay 4.8 Intersection Capacity Utilization 40.3% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 14 HCM Unsignalized Intersection Capacity Analysis 2024_FT_AM 1300: Middletown Line N & Towerline Road 10/17/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 104 46 9 240 97 5 Future Volume (Veh/h) 104 46 9 240 97 5 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 Hourly flow rate (vph) 133 59 12 308 124 6 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 192 494 162 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 192 494 162 tC, single (s) 4.1 6.7 6.4 tC, 2 stage (s) tF (s) 2.2 3.8 3.5 p0 queue free % 99 74 99 cM capacity (veh/h) 1394 479 837 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 192 320 130 Volume Left 0 12 124 Volume Right 59 0 6 cSH 1700 1394 488 Volume to Capacity 0.11 0.01 0.27 Queue Length 95th (m) 0.0 0.2 8.5 Control Delay (s) 0.0 0.4 15.0 Lane LOS A C Approach Delay (s) 0.0 0.4 15.0 Approach LOS C Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 32.3% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 15 HCM Unsignalized Intersection Capacity Analysis 2024_FT_AM 2000: Pattullo Avenue & Middletown Line N 10/17/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 27 5 24 76 23 32 Future Volume (Veh/h) 27 5 24 76 23 32 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 34 6 30 96 29 41 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 126 152 78 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 126 152 78 tC, single (s) 4.5 6.8 6.2 tC, 2 stage (s) tF (s) 2.5 3.9 3.3 p0 queue free % 97 96 96 cM capacity (veh/h) 1265 732 980 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 40 126 70 Volume Left 34 0 29 Volume Right 0 96 41 cSH 1265 1700 860 Volume to Capacity 0.03 0.07 0.08 Queue Length 95th (m) 0.7 0.0 2.1 Control Delay (s) 6.8 0.0 9.6 Lane LOS A A Approach Delay (s) 6.8 0.0 9.6 Approach LOS A Intersection Summary Average Delay 4.0 Intersection Capacity Utilization 18.4% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 16 HCM Unsignalized Intersection Capacity Analysis 2024_FT_AM 2100: Middletown Line S & Pattullo Avenue 10/17/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 5 23 0 15 85 1 Future Volume (Veh/h) 5 23 0 15 85 1 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 6 29 0 19 108 1 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 35 40 20 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 35 40 20 tC, single (s) 4.1 6.7 7.2 tC, 2 stage (s) tF (s) 2.2 3.8 4.2 p0 queue free % 100 88 100 cM capacity (veh/h) 1589 901 833 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 35 19 109 Volume Left 0 0 108 Volume Right 29 0 1 cSH 1700 1589 901 Volume to Capacity 0.02 0.00 0.12 Queue Length 95th (m) 0.0 0.0 3.3 Control Delay (s) 0.0 0.0 9.5 Lane LOS A Approach Delay (s) 0.0 0.0 9.5 Approach LOS A Intersection Summary Average Delay 6.4 Intersection Capacity Utilization 14.8% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 17 Queues 2024_FT_PM 100: Highway 2 & Oxford Road 4 10/17/2019

Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 98 720 142 1241 586 199 334 294 95 92 v/c Ratio 0.51 0.76 0.60 1.19 0.68 1.69 0.85 0.69 0.09 0.18 Control Delay 21.1 27.9 24.9 120.0 6.7 369.3 43.3 26.2 16.0 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 21.1 27.9 24.9 120.0 6.7 369.3 43.3 26.2 16.0 2.2 Queue Length 50th (m) 7.5 46.7 11.2 ~122.6 0.0 ~43.0 16.4 30.3 4.7 0.0 Queue Length 95th (m) 14.6 61.8 #21.4 #148.4 16.5 #76.4 #34.6 48.3 9.0 3.7 Internal Link Dist (m) 772.4 442.6 124.7 1007.7 Turn Bay Length (m) 125.0 250.0 175.0 100.0 Base Capacity (vph) 192 945 236 1047 858 118 391 424 1020 525 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.76 0.60 1.19 0.68 1.69 0.85 0.69 0.09 0.18 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 2024_FT_PM 100: Highway 2 & Oxford Road 4 10/17/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 83 518 94 121 1055 498 169 183 101 250 81 78 Future Volume (vph) 83 518 94 121 1055 498 169 183 101 250 81 78 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1467 2937 1421 3059 1380 1480 2632 1456 2865 1233 Flt Permitted 0.17 1.00 0.26 1.00 1.00 0.69 1.00 0.40 1.00 1.00 Satd. Flow (perm) 269 2937 393 3059 1380 1078 2632 611 2865 1233 Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Adj. Flow (vph) 98 609 111 142 1241 586 199 215 119 294 95 92 RTOR Reduction (vph) 0 21 0 0 0 393 0 103 0 0 0 59 Lane Group Flow (vph) 98 699 0 142 1241 193 199 231 0 294 95 33 Heavy Vehicles (%) 23% 19% 26% 27% 18% 17% 22% 27% 35% 24% 26% 31% Turn Type pm+pt NA pm+pt NA Perm Perm NA pm+pt NA Perm Protected Phases 5 2 1 6 4 3 8 Permitted Phases 2 6 6 4 8 8 Actuated Green, G (s) 27.0 23.0 29.0 24.0 24.0 8.0 8.0 26.0 26.0 26.0 Effective Green, g (s) 27.0 23.0 29.0 24.0 24.0 8.0 8.0 26.0 26.0 26.0 Actuated g/C Ratio 0.37 0.32 0.40 0.33 0.33 0.11 0.11 0.36 0.36 0.36 Clearance Time (s) 5.0 7.0 5.0 7.0 7.0 7.0 7.0 3.0 7.0 7.0 Vehicle Extension (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Grp Cap (vph) 165 925 226 1005 453 118 288 391 1020 439 v/s Ratio Prot 0.03 0.24 c0.04 c0.41 0.09 c0.15 0.03 v/s Ratio Perm 0.19 0.21 0.14 c0.18 0.11 0.03 v/c Ratio 0.59 0.76 0.63 1.23 0.43 1.69 0.80 0.75 0.09 0.07 Uniform Delay, d1 18.2 22.5 15.2 24.5 19.1 32.5 31.7 19.1 15.6 15.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.6 5.7 6.1 114.4 2.9 342.7 15.5 8.4 0.1 0.1 Delay (s) 24.7 28.2 21.3 138.9 22.0 375.2 47.2 27.5 15.7 15.6 Level of Service C C C F C F D C B B Approach Delay (s) 27.8 95.6 169.6 22.9 Approach LOS C F F C Intersection Summary HCM 2000 Control Delay 82.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.13 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 75.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 Queues 2024_FT_PM 200: Street H/Township Road 2 & Highway 2 10/17/2019

Lane Group EBL EBT WBL WBT WBR NBT NBR SBL SBT SBR Lane Group Flow (vph) 138 1198 52 1738 234 88 149 1020 25 792 v/c Ratio 0.68 0.99 1.21 2.07 0.49 1.91 0.54 1.53 0.05 1.14 Control Delay 42.5 59.8 251.2 509.7 16.4 510.7 19.0 279.8 31.3 100.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.5 59.8 251.2 509.7 16.4 510.7 19.0 279.8 31.3 100.8 Queue Length 50th (m) 21.6 157.3 ~16.2 ~368.6 13.7 ~34.3 3.7 ~188.3 4.5 ~160.3 Queue Length 95th (m) 24.9 113.3 #29.9 #280.3 16.0 #46.5 8.0 #141.1 8.3 86.6 Internal Link Dist (m) 442.6 431.3 219.3 487.1 Turn Bay Length (m) 150.0 125.0 225.0 Base Capacity (vph) 247 1208 43 841 474 46 274 665 503 694 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.56 0.99 1.21 2.07 0.49 1.91 0.54 1.53 0.05 1.14 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 3 HCM Signalized Intersection Capacity Analysis 2024_FT_PM 200: Street H/Township Road 2 & Highway 2 10/17/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 90 736 43 34 1130 152 57 0 97 663 16 515 Future Volume (vph) 90 736 43 34 1130 152 57 0 97 663 16 515 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 6.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 0.97 1.00 1.00 Frt 1.00 0.99 1.00 1.00 0.85 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1456 2881 1081 3034 1282 1378 1302 3019 1681 1380 Flt Permitted 0.10 1.00 0.14 1.00 1.00 0.27 1.00 0.70 1.00 1.00 Satd. Flow (perm) 157 2881 155 3034 1282 387 1302 2224 1681 1380 Peak-hour factor, PHF 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 Adj. Flow (vph) 138 1132 66 52 1738 234 88 0 149 1020 25 792 RTOR Reduction (vph) 0 3 0 0 0 118 0 0 117 0 0 281 Lane Group Flow (vph) 138 1195 0 52 1738 116 0 88 32 1020 25 511 Heavy Vehicles (%) 24% 25% 12% 67% 19% 26% 31% 0% 24% 16% 13% 17% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases 5 2 6 4 8 Permitted Phases 2 6 6 4 4 8 8 Actuated Green, G (s) 51.7 51.7 34.3 34.3 34.3 15.0 15.0 37.0 37.0 37.0 Effective Green, g (s) 51.7 51.7 34.3 34.3 34.3 15.0 15.0 37.0 37.0 37.0 Actuated g/C Ratio 0.42 0.42 0.28 0.28 0.28 0.12 0.12 0.30 0.30 0.30 Clearance Time (s) 4.7 6.9 6.9 6.9 6.9 6.5 6.5 6.5 6.5 6.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 199 1205 43 841 355 46 158 665 503 413 v/s Ratio Prot 0.07 c0.41 c0.57 0.01 v/s Ratio Perm 0.22 0.34 0.09 c0.23 0.02 c0.46 0.37 v/c Ratio 0.69 0.99 1.21 2.07 0.33 1.91 0.20 1.53 0.05 1.24 Uniform Delay, d1 28.5 35.7 44.6 44.6 35.5 54.3 48.9 43.3 30.8 43.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.0 23.9 205.2 484.1 2.4 480.9 0.6 247.8 0.0 126.1 Delay (s) 38.5 59.7 249.8 528.7 37.9 535.2 49.6 291.1 30.8 169.4 Level of Service D E F F D F D F C F Approach Delay (s) 57.5 464.8 229.9 235.1 Approach LOS E F F F Intersection Summary HCM 2000 Control Delay 276.7 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.72 Actuated Cycle Length (s) 123.6 Sum of lost time (s) 24.6 Intersection Capacity Utilization 92.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 4 Queues 2024_FT_PM 300: Highway 2 & 401 SB on/off ramp 10/17/2019

Lane Group EBT WBT SBL SBT SBR Lane Group Flow (vph) 1567 1492 71 41 368 v/c Ratio 0.85 0.76 0.18 0.28 0.83 Control Delay 21.5 17.1 23.3 0.0 39.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 21.5 17.1 23.3 0.0 39.2 Queue Length 50th (m) 104.5 88.2 9.3 0.0 47.9 Queue Length 95th (m) #182.7 139.4 18.0 0.0 74.3 Internal Link Dist (m) 326.9 245.7 117.4 Turn Bay Length (m) Base Capacity (vph) 1846 1959 519 145 556 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.85 0.76 0.14 0.28 0.66 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 5 HCM Signalized Intersection Capacity Analysis 2024_FT_PM 300: Highway 2 & 401 SB on/off ramp 10/17/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1036 406 0 939 433 0 0 0 65 0 376 Future Volume (vph) 0 1036 406 0 939 433 0 0 0 65 0 376 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.7 7.7 6.6 4.0 6.6 Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 Frt 0.96 0.95 1.00 0.85 0.85 Flt Protected 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3144 3319 1556 0 1524 Flt Permitted 1.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3144 3319 1556 0 1524 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 1126 441 0 1021 471 0 0 0 71 0 409 RTOR Reduction (vph) 0 41 0 0 54 0 0 0 0 0 41 53 Lane Group Flow (vph) 0 1526 0 0 1438 0 0 0 0 71 0 315 Heavy Vehicles (%) 0% 8% 15% 0% 3% 5% 0% 0% 0% 16% 0% 6% Turn Type NA NA Prot Perm Protected Phases 2 6 4 Permitted Phases 4 Actuated Green, G (s) 48.8 48.8 21.9 0.0 21.9 Effective Green, g (s) 48.8 48.8 21.9 0.0 21.9 Actuated g/C Ratio 0.57 0.57 0.26 0.00 0.26 Clearance Time (s) 7.7 7.7 6.6 6.6 Vehicle Extension (s) 4.0 4.0 3.0 3.0 Lane Grp Cap (vph) 1805 1905 400 0 392 v/s Ratio Prot c0.49 0.43 0.05 v/s Ratio Perm c0.21 v/c Ratio 0.85 0.76 0.18 0.00 0.80 Uniform Delay, d1 15.0 13.6 24.5 42.5 29.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.1 1.9 0.2 0.0 11.4 Delay (s) 20.1 15.5 24.8 42.5 40.9 Level of Service C B C D D Approach Delay (s) 20.1 15.5 0.0 38.7 Approach LOS C B A D Intersection Summary HCM 2000 Control Delay 20.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 85.0 Sum of lost time (s) 14.3 Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 6 Queues 2024_FT_PM 400: 401 NB on/off ramp & Highway 2 10/17/2019

Lane Group EBT EBR WBL WBT NBL Lane Group Flow (vph) 816 380 50 1160 515 v/c Ratio 0.49 0.42 0.20 0.67 0.81 Control Delay 18.0 2.8 15.9 21.5 39.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 18.0 2.8 15.9 21.5 39.8 Queue Length 50th (m) 58.0 0.0 5.7 93.8 87.2 Queue Length 95th (m) 65.1 13.3 12.1 102.2 #162.7 Internal Link Dist (m) 245.7 972.5 106.7 Turn Bay Length (m) 125.0 150.0 Base Capacity (vph) 1961 1006 298 2018 635 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.42 0.38 0.17 0.57 0.81 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 7 HCM Signalized Intersection Capacity Analysis 2024_FT_PM 400: 401 NB on/off ramp & Highway 2 10/17/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 751 350 46 1067 306 167 Future Volume (vph) 751 350 46 1067 306 167 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.4 7.4 7.4 7.4 7.3 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.95 Flt Protected 1.00 1.00 0.95 1.00 0.97 Satd. Flow (prot) 3406 1468 1736 3505 1707 Flt Permitted 1.00 1.00 0.28 1.00 0.97 Satd. Flow (perm) 3406 1468 519 3505 1707 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 816 380 50 1160 333 182 RTOR Reduction (vph) 0 193 0 0 17 0 Lane Group Flow (vph) 816 187 50 1160 498 0 Heavy Vehicles (%) 6% 10% 4% 3% 3% 2% Turn Type NA Perm Perm NA Prot Protected Phases 2 6 8 Permitted Phases 2 6 Actuated Green, G (s) 49.1 49.1 49.1 49.1 36.2 Effective Green, g (s) 49.1 49.1 49.1 49.1 36.2 Actuated g/C Ratio 0.49 0.49 0.49 0.49 0.36 Clearance Time (s) 7.4 7.4 7.4 7.4 7.3 Vehicle Extension (s) 4.0 4.0 4.0 4.0 3.0 Lane Grp Cap (vph) 1672 720 254 1720 617 v/s Ratio Prot 0.24 c0.33 c0.29 v/s Ratio Perm 0.13 0.10 v/c Ratio 0.49 0.26 0.20 0.67 0.81 Uniform Delay, d1 17.0 14.8 14.3 19.4 28.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.0 0.9 1.7 2.1 7.6 Delay (s) 18.1 15.7 16.1 21.5 36.4 Level of Service B B B C D Approach Delay (s) 17.3 21.3 36.4 Approach LOS B C D Intersection Summary HCM 2000 Control Delay 22.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.7 Intersection Capacity Utilization 77.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 8 HCM Unsignalized Intersection Capacity Analysis 2024_FT_PM 600: Oxford Road 4 & Street C 10/17/2019

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 207 122 331 88 48 248 Future Volume (Veh/h) 207 122 331 88 48 248 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 225 133 360 96 52 270 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 247 pX, platoon unblocked vC, conflicting volume 647 228 456 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 647 228 456 tC, single (s) 7.0 7.1 4.3 tC, 2 stage (s) tF (s) 3.6 3.4 2.3 p0 queue free % 39 82 95 cM capacity (veh/h) 367 751 1047 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 358 240 216 142 180 Volume Left 225 0 0 52 0 Volume Right 133 0 96 0 0 cSH 453 1700 1700 1047 1700 Volume to Capacity 0.79 0.14 0.13 0.05 0.11 Queue Length 95th (m) 56.7 0.0 0.0 1.3 0.0 Control Delay (s) 36.9 0.0 0.0 3.4 0.0 Lane LOS E A Approach Delay (s) 36.9 0.0 1.5 Approach LOS E Intersection Summary Average Delay 12.1 Intersection Capacity Utilization 49.1% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 9 HCM Unsignalized Intersection Capacity Analysis 2024_FT_PM 700: Street C & Street H 10/17/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 7 130 327 109 43 2 Future Volume (Veh/h) 7 130 327 109 43 2 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) 8 141 355 118 47 2 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 473 571 414 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 473 571 414 tC, single (s) 4.2 6.5 6.3 tC, 2 stage (s) tF (s) 2.3 3.6 3.4 p0 queue free % 99 90 100 cM capacity (veh/h) 1048 466 621 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 149 473 49 Volume Left 8 0 47 Volume Right 0 118 2 cSH 1048 1700 470 Volume to Capacity 0.01 0.28 0.10 Queue Length 95th (m) 0.2 0.0 2.8 Control Delay (s) 0.5 0.0 13.5 Lane LOS A B Approach Delay (s) 0.5 0.0 13.5 Approach LOS B Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 33.8% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 10 HCM Unsignalized Intersection Capacity Analysis 2024_FT_PM 800: Street F 10/17/2019

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 145 85 334 41 24 431 Future Volume (Veh/h) 145 85 334 41 24 431 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 158 92 363 45 26 468 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 906 386 408 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 906 386 408 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 47 86 98 cM capacity (veh/h) 300 662 1151 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 250 408 494 Volume Left 158 0 26 Volume Right 92 45 0 cSH 375 1700 1151 Volume to Capacity 0.67 0.24 0.02 Queue Length 95th (m) 37.0 0.0 0.6 Control Delay (s) 31.7 0.0 0.7 Lane LOS D A Approach Delay (s) 31.7 0.0 0.7 Approach LOS D Intersection Summary Average Delay 7.2 Intersection Capacity Utilization 62.2% ICU Level of Service B Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 11 Queues 900: Commerce Way/Oxford Road 4 & Parkinson Road 10/18/2019

Lane Group EBL EBT WBT WBR NBT SBL SBT Lane Group Flow (vph) 227 428 529 167 12 287 320 v/c Ratio 0.33 0.33 0.52 0.14 0.09 0.91 0.56 Control Delay 4.0 4.4 11.9 2.2 1.4 90.7 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.0 4.4 11.9 2.2 1.4 90.7 4.3 Queue Length 50th (m) 7.5 18.9 52.6 2.0 0.0 38.1 0.0 Queue Length 95th (m) 19.9 44.9 101.2 10.4 0.0 #70.8 0.0 Internal Link Dist (m) 982.0 186.2 306.5 668.8 Turn Bay Length (m) 100.0 50.0 100.0 Base Capacity (vph) 698 1292 1021 1171 319 314 776 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 0.33 0.52 0.14 0.04 0.91 0.41 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

5:00 pm Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 900: Commerce Way/Oxford Road 4 & Parkinson Road 10/18/2019

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 216 407 0 2 501 159 3 0 9 273 0 304 Future Volume (vph) 216 407 0 2 501 159 3 0 9 273 0 304 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.0 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Frt 1.00 1.00 1.00 0.85 0.90 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.99 0.95 1.00 Satd. Flow (prot) 1805 1597 1460 1615 1558 3502 1615 Flt Permitted 0.39 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 739 1597 1459 1615 1577 3502 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 227 428 0 2 527 167 3 0 9 287 0 320 RTOR Reduction (vph) 0 0 0 0 0 43 0 12 0 0 276 0 Lane Group Flow (vph) 227 428 0 0 529 124 0 0 0 287 44 0 Heavy Vehicles (%) 0% 19% 0% 50% 30% 0% 33% 0% 0% 0% 0% 0% Turn Type pm+pt NA Perm NA Perm Perm NA Prot NA Protected Phases 3 8 4 6 5 2 Permitted Phases 8 4 4 6 Actuated Green, G (s) 103.6 103.6 89.6 89.6 2.1 11.5 18.1 Effective Green, g (s) 103.6 103.6 89.6 89.6 2.1 11.5 18.1 Actuated g/C Ratio 0.79 0.79 0.69 0.69 0.02 0.09 0.14 Clearance Time (s) 3.0 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 675 1265 1000 1107 25 308 223 v/s Ratio Prot 0.03 c0.27 c0.08 c0.03 v/s Ratio Perm 0.24 c0.36 0.08 0.00 v/c Ratio 0.34 0.34 0.53 0.11 0.01 0.93 0.20 Uniform Delay, d1 4.5 3.8 10.1 7.0 63.3 59.2 49.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.7 2.0 0.2 0.1 33.8 0.4 Delay (s) 5.8 4.6 12.1 7.2 63.4 93.0 50.3 Level of Service A A B A E F D Approach Delay (s) 5.0 11.0 63.4 70.5 Approach LOS A B E E Intersection Summary HCM 2000 Control Delay 27.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 130.7 Sum of lost time (s) 16.5 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

5:00 pm Baseline Synchro 9 Report Page 2 HCM Unsignalized Intersection Capacity Analysis 2024_FT_PM 1100: 401 SB on ramp/401 SB off ramp & Towerline Road 10/17/2019

Intersection Sign configuration not allowed in HCM analysis.

5:00 pm Baseline Synchro 9 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 2024_FT_PM 1200: 401 NB on/off ramp & Towerline Road 10/17/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 325 208 16 236 105 27 Future Volume (Veh/h) 325 208 16 236 105 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) 353 226 17 257 114 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) pX, platoon unblocked vC, conflicting volume 353 644 353 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 353 644 353 tC, single (s) 4.2 6.5 6.3 tC, 2 stage (s) tF (s) 2.3 3.6 3.4 p0 queue free % 99 73 96 cM capacity (veh/h) 1163 419 673 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 353 226 17 257 143 Volume Left 0 0 17 0 114 Volume Right 0 226 0 0 29 cSH 1700 1700 1163 1700 453 Volume to Capacity 0.21 0.13 0.01 0.15 0.32 Queue Length 95th (m) 0.0 0.0 0.4 0.0 10.7 Control Delay (s) 0.0 0.0 8.1 0.0 16.6 Lane LOS A C Approach Delay (s) 0.0 0.5 16.6 Approach LOS C Intersection Summary Average Delay 2.5 Intersection Capacity Utilization 31.2% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 14 HCM Unsignalized Intersection Capacity Analysis 2024_FT_PM 1300: Middletown Line N & Towerline Road 10/17/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 246 107 19 176 77 19 Future Volume (Veh/h) 246 107 19 176 77 19 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 Hourly flow rate (vph) 283 123 22 202 89 22 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 406 590 344 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 406 590 344 tC, single (s) 4.3 6.6 6.6 tC, 2 stage (s) tF (s) 2.4 3.7 3.7 p0 queue free % 98 79 96 cM capacity (veh/h) 1048 429 616 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 406 224 111 Volume Left 0 22 89 Volume Right 123 0 22 cSH 1700 1048 457 Volume to Capacity 0.24 0.02 0.24 Queue Length 95th (m) 0.0 0.5 7.5 Control Delay (s) 0.0 1.0 15.4 Lane LOS A C Approach Delay (s) 0.0 1.0 15.4 Approach LOS C Intersection Summary Average Delay 2.6 Intersection Capacity Utilization 37.2% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 15 HCM Unsignalized Intersection Capacity Analysis 2024_FT_PM 2000: Pattullo Avenue & Middletown Line N 10/17/2019

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 48 33 19 48 100 25 Future Volume (Veh/h) 48 33 19 48 100 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 60 41 24 60 125 31 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 84 215 54 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 84 215 54 tC, single (s) 4.3 6.8 6.2 tC, 2 stage (s) tF (s) 2.4 3.8 3.3 p0 queue free % 96 81 97 cM capacity (veh/h) 1412 672 1019 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 101 84 156 Volume Left 60 0 125 Volume Right 0 60 31 cSH 1412 1700 720 Volume to Capacity 0.04 0.05 0.22 Queue Length 95th (m) 1.1 0.0 6.6 Control Delay (s) 4.7 0.0 11.4 Lane LOS A B Approach Delay (s) 4.7 0.0 11.4 Approach LOS B Intersection Summary Average Delay 6.6 Intersection Capacity Utilization 24.8% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 16 HCM Unsignalized Intersection Capacity Analysis 2024_FT_PM 2100: Middletown Line S & Pattullo Avenue 10/17/2019

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 26 107 4 10 57 3 Future Volume (Veh/h) 26 107 4 10 57 3 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 Hourly flow rate (vph) 30 124 5 12 66 3 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 154 114 92 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 154 114 92 tC, single (s) 4.3 6.7 7.2 tC, 2 stage (s) tF (s) 2.4 3.8 4.2 p0 queue free % 100 92 100 cM capacity (veh/h) 1297 816 752 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 154 17 69 Volume Left 0 5 66 Volume Right 124 0 3 cSH 1700 1297 813 Volume to Capacity 0.09 0.00 0.08 Queue Length 95th (m) 0.0 0.1 2.2 Control Delay (s) 0.0 2.3 9.8 Lane LOS A A Approach Delay (s) 0.0 2.3 9.8 Approach LOS A Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 18.0% ICU Level of Service A Analysis Period (min) 15

5:00 pm Baseline Synchro 9 Report Page 17 City of Woodstock, Ontario Southeast Woodstock Secondary Plan

Appendix E – Signal Warrants

4-46 Signal Warrant Calculation

MAJOR STREET: Parkinson Road/Towerline Road VOLUME AM PM FACTOR * 1A - All 2,939 3,072 n/a 1,273 MINOR STREET: Oxford Road 4/Commerce Way 1B - Minor 476 646 50% 281 2A - Major 1,983 1,985 50% 992 COMMENT INT 900 - FT 2029 2B - Crossing 480 441 50% 230 NUMBER OF APPROACH LANES: 1 x 2 * This factor relates average of the "peak eight hours" to the average of the "am and TEE INTERSECTION CONFIGURATION YES NO X pm peak hours" FLOW CONDITIONS: FREE FLOW (RURAL) RESTRICTED FLOW (URBAN) X

OVERALL WARRANT 150% SATISFIED: YES X NO Warrant for new intersection with forecast traffic 120% SATISFIED: YES X NO Warrant for existing intersection with forecast traffic 100% SATISFIED: YES X NO Warrant for existing intersection with existing traffic * COMBO 80% SATISFIED: YES X NO Warrant for existing intersection with existing traffic 80% SATISFIED: YES X NO * Consider full underground provisions if 100% for forecast traffic

WARRANT 1 - MINIMUM VEHICULAR VOLUME APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES X NO AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES X NO HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES X NO PERIOD X 80% SATISFIED: YES X NO 480 720 600 900 1273 ALL APPROACHES % FULFILLED 177%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X MINOR STREET 120 170 120 170 281 APPROACHES % FULFILLED 165%

WARRANT 2 - DELAY TO CROSS TRAFFIC APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES X NO HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES X NO PERIOD X 80% SATISFIED: YES X NO MAJOR STREET 480 720 600 900 992 APPROACHES % FULFILLED 138%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X TRAFFIC CROSSING 50 75 50 75 230 MAJOR STREET % FULFILLED 307%

1A - MINIMUM VEHICULAR VOLUME: Total vehicle volume on all approaches for average day 1B - MINIMUM VEHICULAR VOLUME: Total vehicle volume on minor streets 2A - DELAY TO CROSS TRAFFIC: Total vehicle volume on major street for average day 2B - DELAY TO CROSS TRAFFIC: Total vehicle and pedestrian volume crossing major street; comprising: (1) lefts from both minor streets, (2) heaviest through from minor street, (3) 50% of heavier left turn from major street when following criteria met: (a) left turn volume >120 and (b) left turn volume plus opposing volume > 720, (4) pedestrians crossing the major street. Signal Warrant Calculation

MAJOR STREET: Parkinson Road/Towerline Road VOLUME AM PM FACTOR * 1A - All 1,652 2,153 n/a 850 MINOR STREET: Oxford Road 4/Commerce Way 1B - Minor 258 588 50% 212 2A - Major 1,269 1,285 50% 639 COMMENT INT 900 - FT 2024 2B - Crossing 125 280 50% 101 NUMBER OF APPROACH LANES: 1 x 2 * This factor relates average of the "peak eight hours" to the average of the "am and TEE INTERSECTION CONFIGURATION YES NO X pm peak hours" FLOW CONDITIONS: FREE FLOW (RURAL) RESTRICTED FLOW (URBAN) X

OVERALL WARRANT 150% SATISFIED: YES NO X Warrant for new intersection with forecast traffic 120% SATISFIED: YES NO X Warrant for existing intersection with forecast traffic 100% SATISFIED: YES X NO Warrant for existing intersection with existing traffic * COMBO 80% SATISFIED: YES X NO Warrant for existing intersection with existing traffic 80% SATISFIED: YES X NO * Consider full underground provisions if 100% for forecast traffic

WARRANT 1 - MINIMUM VEHICULAR VOLUME APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES NO X HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES X NO PERIOD X 80% SATISFIED: YES X NO 480 720 600 900 850 ALL APPROACHES % FULFILLED 118%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X MINOR STREET 120 170 120 170 212 APPROACHES % FULFILLED 124%

WARRANT 2 - DELAY TO CROSS TRAFFIC APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES NO X HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES NO X PERIOD X 80% SATISFIED: YES X NO MAJOR STREET 480 720 600 900 639 APPROACHES % FULFILLED 89%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X TRAFFIC CROSSING 50 75 50 75 101 MAJOR STREET % FULFILLED 135%

1A - MINIMUM VEHICULAR VOLUME: Total vehicle volume on all approaches for average day 1B - MINIMUM VEHICULAR VOLUME: Total vehicle volume on minor streets 2A - DELAY TO CROSS TRAFFIC: Total vehicle volume on major street for average day 2B - DELAY TO CROSS TRAFFIC: Total vehicle and pedestrian volume crossing major street; comprising: (1) lefts from both minor streets, (2) heaviest through from minor street, (3) 50% of heavier left turn from major street when following criteria met: (a) left turn volume >120 and (b) left turn volume plus opposing volume > 720, (4) pedestrians crossing the major street. Signal Warrant Calculation

MAJOR STREET: Towerline Road VOLUME AM PM FACTOR * 1A - All 2,393 2,754 n/a 1,219 MINOR STREET: 401 SB on/off ramp 1B - Minor 250 390 50% 160 2A - Major 2,037 2,199 50% 1,059 COMMENT INT 1100 - FT 2029 2B - Crossing 106 165 50% 68 NUMBER OF APPROACH LANES: 1 x 2 * This factor relates average of the "peak eight hours" to the average of the "am and TEE INTERSECTION CONFIGURATION YES NO X pm peak hours" FLOW CONDITIONS: FREE FLOW (RURAL) RESTRICTED FLOW (URBAN) X

OVERALL WARRANT 150% SATISFIED: YES NO X Warrant for new intersection with forecast traffic 120% SATISFIED: YES NO X Warrant for existing intersection with forecast traffic 100% SATISFIED: YES NO X Warrant for existing intersection with existing traffic * COMBO 80% SATISFIED: YES X NO Warrant for existing intersection with existing traffic 80% SATISFIED: YES X NO * Consider full underground provisions if 100% for forecast traffic

WARRANT 1 - MINIMUM VEHICULAR VOLUME APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES NO X HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES NO X PERIOD X 80% SATISFIED: YES X NO 480 720 600 900 1219 ALL APPROACHES % FULFILLED 169%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X MINOR STREET 120 170 120 170 160 APPROACHES % FULFILLED 94%

WARRANT 2 - DELAY TO CROSS TRAFFIC APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES NO X HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES NO X PERIOD X 80% SATISFIED: YES X NO MAJOR STREET 480 720 600 900 1059 APPROACHES % FULFILLED 147%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X TRAFFIC CROSSING 50 75 50 75 68 MAJOR STREET % FULFILLED 90%

1A - MINIMUM VEHICULAR VOLUME: Total vehicle volume on all approaches for average day 1B - MINIMUM VEHICULAR VOLUME: Total vehicle volume on minor streets 2A - DELAY TO CROSS TRAFFIC: Total vehicle volume on major street for average day 2B - DELAY TO CROSS TRAFFIC: Total vehicle and pedestrian volume crossing major street; comprising: (1) lefts from both minor streets, (2) heaviest through from minor street, (3) 50% of heavier left turn from major street when following criteria met: (a) left turn volume >120 and (b) left turn volume plus opposing volume > 720, (4) pedestrians crossing the major street. Signal Warrant Calculation

MAJOR STREET: Towerline Road VOLUME AM PM FACTOR * 1A - All 2,609 2,369 n/a 1,164 MINOR STREET: 401 NB on/off ramp 1B - Minor 520 186 50% 177 2A - Major 1,872 2,078 50% 988 COMMENT INT 1200 - FT 2029 2B - Crossing 217 105 50% 81 NUMBER OF APPROACH LANES: 1 x 2 * This factor relates average of the "peak eight hours" to the average of the "am and TEE INTERSECTION CONFIGURATION YES x NO pm peak hours" FLOW CONDITIONS: FREE FLOW (RURAL) RESTRICTED FLOW (URBAN) X

OVERALL WARRANT 150% SATISFIED: YES NO X Warrant for new intersection with forecast traffic 120% SATISFIED: YES NO X Warrant for existing intersection with forecast traffic 100% SATISFIED: YES X NO Warrant for existing intersection with existing traffic * COMBO 80% SATISFIED: YES NO X Warrant for existing intersection with existing traffic 80% SATISFIED: YES X NO * Consider full underground provisions if 100% for forecast traffic

WARRANT 1 - MINIMUM VEHICULAR VOLUME APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES NO X HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES NO X PERIOD X 80% SATISFIED: YES NO X 480 720 600 900 1164 ALL APPROACHES % FULFILLED 162%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X MINOR STREET 180 255 180 255 177 APPROACHES % FULFILLED 69%

WARRANT 2 - DELAY TO CROSS TRAFFIC APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES NO X HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES X NO PERIOD X 80% SATISFIED: YES X NO MAJOR STREET 480 720 600 900 988 APPROACHES % FULFILLED 137%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X TRAFFIC CROSSING 50 75 50 75 81 MAJOR STREET % FULFILLED 107%

1A - MINIMUM VEHICULAR VOLUME: Total vehicle volume on all approaches for average day 1B - MINIMUM VEHICULAR VOLUME: Total vehicle volume on minor streets 2A - DELAY TO CROSS TRAFFIC: Total vehicle volume on major street for average day 2B - DELAY TO CROSS TRAFFIC: Total vehicle and pedestrian volume crossing major street; comprising: (1) lefts from both minor streets, (2) heaviest through from minor street, (3) 50% of heavier left turn from major street when following criteria met: (a) left turn volume >120 and (b) left turn volume plus opposing volume > 720, (4) pedestrians crossing the major street. Signal Warrant Calculation

MAJOR STREET: Towerline Road VOLUME AM PM FACTOR * 1A - All 2,034 2,809 n/a 952 MINOR STREET: Middletown Line 1B - Minor 255 1,078 50% 333 2A - Major 1,580 896 50% 619 COMMENT INT 1400 - FT 2029 2B - Crossing 199 835 50% 259 NUMBER OF APPROACH LANES: 1 x 2 * This factor relates average of the "peak eight hours" to the average of the "am and TEE INTERSECTION CONFIGURATION YES NO X pm peak hours" FLOW CONDITIONS: FREE FLOW (RURAL) RESTRICTED FLOW (URBAN) X

OVERALL WARRANT 150% SATISFIED: YES NO X Warrant for new intersection with forecast traffic 120% SATISFIED: YES X NO Warrant for existing intersection with forecast traffic 100% SATISFIED: YES X NO Warrant for existing intersection with existing traffic * COMBO 80% SATISFIED: YES X NO Warrant for existing intersection with existing traffic 80% SATISFIED: YES X NO * Consider full underground provisions if 100% for forecast traffic

WARRANT 1 - MINIMUM VEHICULAR VOLUME APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES X NO HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES X NO PERIOD X 80% SATISFIED: YES X NO 480 720 600 900 952 ALL APPROACHES % FULFILLED 132%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X MINOR STREET 120 170 120 170 333 APPROACHES % FULFILLED 196%

WARRANT 2 - DELAY TO CROSS TRAFFIC APPROACH LANES 1 2 OR MORE 150% SATISFIED: YES NO X AVERAGE FREE REST. FREE REST. 120% SATISFIED: YES NO X HOUR FLOW CONDITION FLOW FLOW FLOW FLOW 100% SATISFIED: YES NO X PERIOD X 80% SATISFIED: YES X NO MAJOR STREET 480 720 600 900 619 APPROACHES % FULFILLED 86%

APPROACH LANES 1 2 OR MORE AVERAGE FREE REST. FREE REST. HOUR FLOW CONDITION FLOW FLOW FLOW FLOW PERIOD X TRAFFIC CROSSING 50 75 50 75 259 MAJOR STREET % FULFILLED 345%

1A - MINIMUM VEHICULAR VOLUME: Total vehicle volume on all approaches for average day 1B - MINIMUM VEHICULAR VOLUME: Total vehicle volume on minor streets 2A - DELAY TO CROSS TRAFFIC: Total vehicle volume on major street for average day 2B - DELAY TO CROSS TRAFFIC: Total vehicle and pedestrian volume crossing major street; comprising: (1) lefts from both minor streets, (2) heaviest through from minor street, (3) 50% of heavier left turn from major street when following criteria met: (a) left turn volume >120 and (b) left turn volume plus opposing volume > 720, (4) pedestrians crossing the major street.