Transportation Impact Study, Parking Justification and Transportation Demand Management Report

115-117 George Street and 220 & 222 Main Street West, Hamilton Transportation Impact Study, Parking Justification and Transportation Demand Management Report

Paradigm Transportation Solutions Limited

September 2020 190675

Project Number 115-117 George Street and 220 & 222 190675 Main Street West, Hamilton September 2020 Transportation Impact Study, Parking Client Justification and Transportation 115 George Street Inc. Demand Management Report c/o Coletara Development 966 Pantera Drive, Suite 22 Mississauga ON L4W 2S1

Client Contact Michael Krasic, MREI, BBA Director of Development

Consultant Project Team Jill Juhlke, C.E.T. Heather Hector, M.Eng., EIT Erica Bayley, P.Eng.

Signing Licencee/Engineer, P.Eng.

Disclaimer

This document has been prepared for the titled project or named part thereof (the “project”) and except for approval and commenting municipalities and agencies in their review and approval of this project, should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the project for which it was commissioned. Any person using or relying on the document for such other purpose agrees and will by such use or reliance be taken Paradigm Transportation to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Solutions Limited Limited accepts no responsibility or liability for this document to any party other than 5A-150 Pinebush Road the person by whom it was commissioned and the approval and commenting Cambridge ON N1R 8J8 municipalities and agencies for the project. p: 519.896.3163 To the extent that this report is based on information supplied by other parties, 905.381.2229 Paradigm Transportation Solutions Limited accepts no liability for any loss or 416.479.9684 damage suffered by the client, whether through contract or tort, stemming from any www.ptsl.com conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in Version 1.0.0 preparing this report.

115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Executive Summary Content

115 George Street Inc. retained Paradigm Transportation Solutions Limited (Paradigm) to conduct this Transportation Impact Study, Parking Study and Transportation Demand Management (TDM) Options report for a proposed residential redevelopment located in the City of Hamilton.

The purpose of this study is to assess the impacts of the redevelopment traffic on the surrounding road network, determine the improvements necessary (if any) to mitigate impacts, assess the adequacy of the proposed parking supply and outline the site’s TDM measures.

Development Concept

The subject site is located on the northeast corner of Main Street West and Queen Street South and consists of three parcels. At present, the site is occupied by three multi-storey buildings with surface parking provided in the rear. Access to the parcels is provided via private driveway connections to Main Street West and Queen Street South. The existing buildings and driveways will be removed to permit the redevelopment to proceed.

The applicant proposes to redevelop the site to include a 23-storey mixed-use building with:

 321 residential units in a mix of studio, one and two bedroom units; 2  approximately 479 m (5,154 sq. ft.) of ground-floor retail space located as follows: • 314 m2 (3,380 sq. ft.) fronting Main Street West; and • approximately 165 m2 (1,774 sq. ft.) fronting George Street

A total of 119 parking spaces are proposed to serve the site.

Vehicle access is proposed via one all-turns private driveway connection to Queen Street South. Note that the site was originally planned with access to both Queen Street South and Main Street. After consultation with City staff, the applicant removed the proposed access to Main Street West to help ensure safe entry to and exit from the site.

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The actual number of units and parking spaces will be adjusted to reflect current market conditions closer to the start of construction.

Buildout is expected to occur in 2024.

Conclusions

Based on the investigations carried out, it is concluded that: Existing Traffic Operations As per City staff direction, the operations of the study area intersections were not evaluated under existing conditions since Queen Street South is currently being converted to two-way operation.

Development Trip Generation The development is forecast to have a base trip generation of 108 AM peak hour trips and 137 PM peak hour trips. When adjusted to account for onsite synergy between land uses and pass-by trips, the site is forecast to generate 106 new AM peak hour trips and 125 new PM peak hour trips. Background Traffic Operations Under 2029 background traffic conditions, Queen Street South and George Street is forecast to operate at acceptable levels of service during the AM and PM peak hours. The remaining study area intersections are forecast to operate with critical values on the following movements:

 King Street West and Queen Street South: • Overall intersection – AM and PM peak hour; • Westbound through movement – AM and PM peak hour; • Northbound left-turn movement – AM peak hour; and • Southbound through movement – AM peak hour.

 Main Street West and Queen Street South: • Eastbound through movement – AM peak hour; • Eastbound right-turn movement – AM and PM peak hour; and • Southbound left-turn movement – AM peak hour.

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Future Total Traffic Operations Under 2029 future total traffic, the study area intersections are forecast to operate similar to background conditions.

Overall, inclusion of the site-generated traffic increases delay at the Queen Street South intersections with George Street and Main Street by no more than 4 seconds during the AM and PM peak hours. Inclusion of the site-generated traffic increases delay at the Queen Street South and King Street West intersection by eight seconds during the AM peak hour and four seconds during the PM peak hour.

SimTraffic Queue Analysis Based on the SimTraffic queue assessment, the surrounding study area intersection queues are not forecast to spillback and impact the site driveway operations.

Remedial Measures The need for remedial measures, in the form of additional capacity, was not assessed since the study area is built-out. As well, it is expected the City will continue to monitor study area signal timing and phasing plans and adjust as necessary to ensure optimal levels of service are provided. Parking Justification Zoning By-Law Parking Requirements The Downtown Zones of City of Hamilton Zoning By-law 05-200 is the current in-force By-law for the proposed redevelopment. Based on this By-law, a total of 124 parking spaces will be required to service the site. A total of 119 spaces are proposed. This is a deficit of five spaces, or 4% of the By-law required supply.

Proximity to Future Rapid Transit Corridor

The subject site is located within 180 metres of an express bus route and the future rapid transit corridor on King Street West. As per the TDM guidelines, this can result in a 1% to 5% reduction in the required parking spaces. If a reduction of 4% (the current deficit) is granted, the site, as currently planned, will provide the total By-law required parking supply.

Walk Score and Bike Share

The subject site’s high Walk Score of 90 and close proximity to eight SoBi bicycle stations makes the site attractive to for residents who do

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not need to own or use a vehicle, thereby reducing the site’s parking demand.

Transportation Demand Management Plan

The applicant has developed a comprehensive transportation demand management (TDM) plan for the site that will help increase travel by sustainable modes and decrease the need for residents to own a vehicle, thereby reducing the demand for onsite parking.

Parking Management Measures

To ensure an adequate supply of onsite parking, the applicant will unbundle parking spaces from the units, limit the number of spaces a unit can purchase or lease, assign parking spaces to residents and rent/lease spaces to residents until they are purchased.

Parking Supply Summary

Overall, given the site’s proximity to alternative transportation options, a high Walk Score and implementation of parking management measures, the proposed parking supply should adequately serve the site’s parking demand.

Transportation Demand Management (TDM) Measures The proposed TDM measures for the site include:

 Adequate onsite bike parking;

 Lighted sidewalks;

 Proximity to transit and bikeshare;

 Onsite wayfinding and travel planning;

 Enhanced onsite pedestrian amenities including benches, landscaping and lighting;

 Weather protected waiting areas; and

 Transit incentives

As well, the site is located in Ward 2 which, according to the City’s Ward Profile, has a higher proportion of employed residents that use alternative modes of transportation to/from work compared to the rest of Hamilton. It is reasonable to assume the residents of this development will have similar commuting and travel mode patterns. The ward profile data indicates:

• Approximately 71% of Ward 2 residents work within the City;

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• Approximately 49% of Ward 2 residents drive to their place of work versus 76% for the entirety of Hamilton; and • Approximately 44% of Ward 2 residents use alternative modes of transportation (public transit, walk, cycle) to get to work compared to 16% for the entirety of Hamilton.

These measures will assist in mitigating the site’s impact on the adjacent road network, promote a strong and vibrant economy, and create a livable community that has a balanced transportation network that accommodates all modes of transportation.

Recommendations

Based on the findings of this study, it is recommended that:

 The City of Hamilton recognize the conclusions drawn above;

 The site be allowed to be developed as planned;

 The applicant consult with SoBi to discuss the feasibility of providing an onsite bikeshare station;

 The applicant implement the following parking management strategies at the site: • Unbundle parking from the unit purchase price to ensure only those requiring parking purchase a space; • Limit the number of parking spaces that can be purchased by each unit; • Assign parking spaces to residents; and • Rent surplus spaces to residents until such time as they are purchased

 The applicant implements the TDM program outlined above and continue to monitor and adjust the program as needed

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Contents

1 Introduction ...... 1 1.1 Overview ...... 1 1.2 Purpose and Scope ...... 1 1.3 Study Area Intersections ...... 2 2 Existing Conditions ...... 4 2.1 Road Network ...... 4 2.2 Active Transportation ...... 5 2.2.1 Cycling...... 5 2.2.2 Walking ...... 5 2.2.3 Bike Share ...... 6 2.3 Transit Service ...... 6 2.3.1 Hamilton Street Railway ...... 6 2.3.2 GO Transit Service ...... 10 2.3.3 Future Rapid Transit Corridor ...... 12 2.3.4 Ride-Hailing & Car Services ...... 12 2.4 Traffic Volumes ...... 12 2.5 Traffic Operations ...... 14 2.6 Queen Street Two-Way Conversion ...... 14 3 Development Concept ...... 15 3.1 Development Description ...... 15 3.2 Development Trip Generation ...... 15 3.2.1 Base Trip Generation ...... 15 3.2.2 Internal Trips ...... 17 3.2.3 Pass-By Trips ...... 18 3.3 Development Trip Distribution and Assignment ...... 19 4 Evaluation of Future Traffic Conditions ...... 22 4.1 Overview ...... 22 4.2 Background Traffic ...... 22 4.2.1 General Background Traffic ...... 22 4.2.2 Other Area Developments ...... 22 4.2.3 Total Background Traffic Volumes ...... 26 4.3 Analysis Parameters ...... 26 4.4 2029 Background Traffic Operations ...... 29 4.5 2029 Future Total Traffic Operations ...... 32 4.5.1 SimTraffic Queue Analysis ...... 35 5 Remedial Measures ...... 36 6 Parking Justification ...... 37 6.1 Zoning By-Law Parking Requirements ...... 37 6.2 Potential Parking Supply Reductions ...... 38

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6.2.1 Proximity to Future Rapid Transit Corridor ...... 38 6.2.2 Transportation Demand Management Plan ...... 38 6.2.3 Parking Management Measures ...... 39 6.3 Parking Summary ...... 40 7 TDM Measures ...... 41 7.1 Surrounding Density and Built Form ...... 41 7.2 Cycling ...... 42 7.3 Walking ...... 43 7.4 Transit ...... 43 7.5 Parking ...... 44 7.6 Carpool ...... 45 7.7 Carshare and Bikeshare ...... 45 7.8 Wayfinding and Travel Planning ...... 45 7.9 Education/Promotion and Incentives ...... 45 7.10 TDM Conclusion ...... 46 8 Conclusions and Recommendations ...... 47 8.1 Conclusions ...... 47 8.2 Recommendations ...... 50 Appendices

Appendix A Detailed Traffic Count Data Appendix B ITE 10th Edition Trip Generation Graphs Appendix C Detailed Site-Generated Trip Assignments Appendix D Other Area Development Trip Assignments Appendix E Background Traffic Operations Reports Appendix F Future Total Traffic Operations Reports Appendix G SimTraffic Reports

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Figures

Figure 1.1: Subject Site Location and Study Area Intersections .. 3 Figure 2.1: Study Area Active Transportation Facilities and Transit Network ...... 11 Figure 2.2: Proposed BLAST Network ...... 13 Figure 3.1: Proposed Site Plan ...... 16 Figure 3.2: Peak Hour Site-Generated Trip Assignment ...... 21 Figure 4.1: 2029 General Peak Hour Background Traffic Forecasts ...... 23 Figure 4.2: Other Area Developments ...... 24 Figure 4.3: 2029 Peak Hour Total Background Traffic Forecasts ...... 27 Figure 4.4: 2029 Peak Hour Future Total Traffic Forecasts ...... 33 Tables

Table 2.1: Existing HSR Transit Route Information ...... 8 Table 3.1: Base Trip Generation ...... 17 Table 3.2: Internal Trip Capture ...... 18 Table 3.3: Pass-by Trip Reduction ...... 19 Table 3.4: Trip Distribution ...... 20 Table 4.1: 235 Main Street West Trip Generation ...... 25 Table 4.2: 354 King Street West Trip Generation ...... 26 Table 4.3: 15 Queen Street South Trip Generation ...... 26 Table 4.4: Vehicle Level of Service Definitions ...... 28 Table 4.5: 2029 Background Traffic Operations ...... 31 Table 4.6: Future Total Traffic Operations ...... 34 Table 6.1: Zoning By-Law 05-200 Parking Requirements ...... 37

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115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

1 Introduction 1.1 Overview

115 George Street Inc. retained Paradigm Transportation Solutions Limited (Paradigm) to conduct this Transportation Impact Study, Parking Study and Transportation Demand Management Options report for a proposed residential redevelopment located in the City of Hamilton.

Figure 1.1 details the subject development location.

1.2 Purpose and Scope

The purpose of this study is to assess the impacts of the subject site on the adjacent roadway network, to determine the improvements necessary (if any) to mitigate impacts and to assess the adequacy of the proposed parking supply.

The scope of the study includes the following:

 Overview of the current site conditions near the redevelopment;

 Estimates of background traffic growth;

 Determination and assessment of the additional traffic that will be generated by the proposed redevelopment;

 Analyses of the impact(s) of the future traffic on the surrounding road network;

 Assessment of the adequacy of the proposed parking supply;

 Assessment of the transportation demand management (TDM) measures integrated into the site plan; and

 Recommendations on the remedial measures, if any, necessary to accommodate the future traffic in a satisfactory manner.

This report has been prepared to meet the City of Hamilton Traffic Impact Study (TIS) Guidelines (2009)1. This report assesses the 2029 horizon year (five yeas beyond the date of buildout), as required under the City’s Guidelines.

Pre-study consultation was undertaken with City of Hamilton via email in December 2019.

1 City of Hamilton, Traffic Impact Study Guidelines, July 2009

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1.3 Study Area Intersections

The intersections that have been assessed within this study are as follows and denoted on Figure 1.1:

 King Street West and Queen Street South (signalized)

 Main Street West and Queen Street South (signalized);

 Queen Street South and George Street (unsignalized); and

 The site driveway connection to Queen Street South (unsignalized).

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Legend Figure 1.1: Subject Site Location and Study Area Intersections

Subject Development Study Area

Study Area Intersection South Queen Street Queen

Subject Site

Main Street West

Subject Site Location and Study Area Intersections 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure 1.1

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2 Existing Conditions This section documents current traffic conditions, operational deficiencies, and constraints experienced by the public travelling at the intersections within the study area. The operational deficiencies and constraints identified at this stage will be fundamental to the process of defining the required remedial measures.

2.1 Road Network

The characteristics of the roadways in the study area are:

 King Street West through the study area is four-lane, westbound only roadway classified as a major arterial within the Urban Hamilton Official Plan (UHOP)2. It has a four-lane urban cross- section and a posted speed limit of 50 km/h. The roadway is one of the major arterials connecting the west and east sides of the lower city. Stopping is generally not permitted on the south side of King Street West in the study area. On-street metered parking is provided on the north side of King Street both east and west of Queen Street South. However, stopping is not permitted in these spaces between 4:00 PM and 6:00 PM Monday through Friday.

 Main Street West through the study area is an eastbound only roadway classified as a major arterial within the UHOP. West of Queen Street south is has a five-lane cross-section, reducing to four lanes east of Queen Street South. It has an urban cross- section and a posted speed limit of 50 km/h. The roadway is one of the major arterials connecting the west and east sides of the lower city. Parking and stopping is generally not permitted along Main Street West within the study area; however, there are five metered parking spaces located on the north side of Main Street West between Ray Street and Queen Street South where parking is permitted between 9:00 AM and 3:00 PM.  Queen Street South is a three-lane, north-south roadway designated as a minor arterial in the UHOP. It has an urban cross-section and a posted speed limit of 50 km/h. The roadway connects the lower city to Hamilton Mountain. Adjacent to the site parking is generally permitted on the east side of Queen Street South between the hours of 8:00 AM and 4:00 PM and stopping is prohibited between 4:00 PM and 6:00 PM.  George Street, west of Queen Street South, is a two-lane roadway designated as a local roadway within the UHOP. It has an urban cross-section. The speed limit is not posted and is

2 Schedule C Functional Road Classification, Urban Hamilton Official Plan, 2017

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assumed to be 50 km/h. Near Queen Street South, parking is not permitted on the either side of the roadway. East of Queen Street South, George Street is a pedestrian only area eastward to Hess Street South (one block).

2.2 Active Transportation

2.2.1 Cycling

Cycling facilities (on-street bike lanes, cycle track, etc.) are not provided on the study area roadways. The City’s Urban Bikeways Map3 indicates the following cycling infrastructure near the subject site:

 North-south signed on-street bike routes on Locke Street 400 metres to the west and on Caroline Street 250 metres to the east;

 East-west designated bike lanes on Hunter Street 250 metres to the south;

 East-west designated bike lanes on York Boulevard 530 metres to the metres north;

 East-west designated bike lanes on Cannon Street West 550 metres to the north; and

 North-south designated bike lanes on Bay Street 425 metres to the east.

2.2.2 Walking

Sidewalks are provided on both sides of all study area roadways. These sidewalks are hard-surfaced and noted to be in good condition during the site visit.

Painted crosswalks and curb let-downs are provided on all corners at the intersection of Main Street West and Queen Street South. Pedestrian crossing phases are automated and included as part of the signal timing on all approaches.

Curb let-downs are provided on the northwest and southwest corners of George Street and along the easterly George Street frontage.

Walk Score is an online tool that assigns a numerical walkability score between 0 and 100 for addresses in Australia, Canada, United States, and New Zealand. Walk Score ranks communities nationwide based on how many businesses, parks, theatres, schools and other common destinations are within walking distance of any given address. The

3 Hamilton Bikeways Map - Urban, City of Hamilton, March 2017.

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subject site has a Walk Score of 90 and is considered a “Walker’s Paradise” which means most daily errands do not require a car4. The site is within a 15-minute walk of the majority of Downtown Hamilton where many shops, personal and business service establishments and restaurants are located.

2.2.3 Bike Share

The City of Hamilton, in partnership with Social Bicycles (SoBi), has implemented a bike share program that provides bicycles at locations across the lower City of Hamilton, including near the subject site. Bikes are available to program members on a short-term rental basis. Members can pick up and drop off bicycles at any station, or location, as needed. SoBi provides convenient and ready access to an increasingly well-used non-automotive travel mode.

Approximately eight stations are located within about 450 metres of the proposed redevelopment, including two stations within 25 metres of the site. These stations provide access to about 90 bikes for use by the redevelopment and local community. The ready availability of these bikes supports bicycle travel as a convenient alternate travel mode for people living both within the proposed building and general area.

2.3 Transit Service

2.3.1 Hamilton Street Railway

The Hamilton Street Railway (HSR) operates six bus routes within 400- metres (six-minute walk) of the site:

 1 – King;

 5 – Delaware;

 6/7/8 – Aberdeen, Locke and York;

 10 – B Line Express;

 34 – Upper Paradise; and

 51 – University.

Table 2.1 summarizes the existing transit routes servicing the site. Note that due to the COVID-19 pandemic, all HSR routes are currently operating on a reduced schedule during the week.

Connections to the larger HSR network are available along these routes as well as at the MacNab Street Bus Terminal located

4 https://www.walkscore.com/score/115-george-st-hamilton-on-canada

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approximately 700 metres east of the site. Additionally, Routes 1, 6 and 51 provide direct service to the GO Transit network (both bus and rail) at the Hunter Street GO station. All buses are equipped with bike racks on the front bumper.

The proximity of the site to local, regional and future higher-order transit services (Chapter 6) makes the redevelopment attractive to commuters. Existing transit services are integral to the project and will facilitate the use of transit by occupants, thereby reducing vehicle ownership and assumed parking demand for the development. The study area GO Transit and future LRT services are described below.

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TABLE 2.1: EXISTING HSR TRANSIT ROUTE INFORMATION

Route Description Operating Hours The King route is an east-west route that serves the lower city from McMaster University/Medical Centre in the west to Eastgate Square in the east. Service runs 7 days a week from early Within the study area, eastbound service morning until after midnight. operates on Main Street West and 2estbound service operates on King Weekday and Saturday service runs on Route 1 Street West. 10 to 15-minute headways during peak King hours and on 15 to 20-minute headways The closest eastbound bus stop is during off-peak hours. located on the on the southwest corner Sunday/Holiday service operates on 10 of Main Street West and Queen Street to 20-minute headways. South, about 80 metres from the site. The closest westbound stop is located at the intersection of King Street West and Queen Street North about 180 metres north of the subject site.

The Delaware is an east-west route that serves lower Hamilton and Dundas, Service runs 7 days a week from early Ancaster and Stoney Creek. morning until after midnight. Within the study area, eastbound service Weekday service runs on 10-minute operates on Main Street West and headways during peak hours and on 10 westbound service operates on King to 20-minute headways during off-peak Route 5 Street West. hours. Delaware The closest eastbound bus stop is Saturday service operates on mainly 12- located on the on the southwest corner minute headways, reducing to 15 to 20- of Main Street West and Queen Street minute headways during late-night South, about 80 metres from the site. service hours. The closest westbound stop is located at Sunday/Holiday service operates on 12 the intersection of King Street West and to 15-minute headways. Queen Street North about 180 metres north of the subject site.

The Aberdeen is an east-west/north- Route Service runs 7 days a week from early south route servicing the southwest area morning until after midnight. 6/7/8 of the City. This route is interlined with Aberdeen two other routes: Route 7 Locke and Weekday and Saturday service runs on Locke Route 8 York. 30-minute headways during peak hours and York and 60-minute headways during off-peak The closest eastbound bus stop is hours. located on the on the southwest corner

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Route Description Operating Hours of Main Street West and Queen Street Sunday/Holiday service operates on 30- South, about 80 metres from the site. minute headways between 10:00 AM The closest westbound bus stop is and 6:00 PM and on 60-minute located at the intersection of Hunter headways during all other times. Street West and Queen Street South about 215 south of the site.

The B Line Express is an east-west express route that travels from University Plaza in Dundas to Eastgate Square at the Hamilton/Stoney Creek border. This route is interlined with two other routes: 55 Stoney Creek Central and 58 Stoney Service operates on weekdays and Route 10 Creek Local. B Line Saturday from about 8:00 AM to 10:00 Express The closest eastbound bus stop is PM on 15 to 20-minute headways. located on the on the southwest corner

of Main Street West and Queen Street South, about 80 metres from the site. The closest westbound stop is located at the intersection of King Street West and Queen Street North about 180 metres north of the subject site.

The Upper Paradise is a north-south route that travels from Downtown Hamilton (King & James) to the Weekday and Saturday service operates Glancaster Loop. from about 7:00 AM to 12:30 AM on 30- minute headways. Route 34 The closest northbound bus stop is Upper located on the southwest corner of Main Sunday/Holiday service operates from Paradise Street West and Caroline Street South about 7:00 AM to 12:00 AM on 30- approximately 260 metres east of the minute headways from 7:00 AM to 7:00 subject site. The closest southbound PM and on 60-minute headways stop is located on the northwest corner thereafter. of Main Street West and Queen Street South opposite the site.

The University is an east-west route that This is a seasonal route operating from travels from the West Hamilton Loop to September through April on weekdays the Hunter Street Go Station. Route 51 and Saturdays only. University The closest eastbound bus stop is Typically, weekday service runs from located on the on the southwest corner early morning until after midnight on of Main Street West and Queen Street seven to eight-minute headways during South, about 80 metres from the site.

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Route Description Operating Hours The closest westbound stop is located at peak hours and mainly on 30-minute the intersection of King Street West and headways during off-peak hours. Queen Street North about 180 metres Saturday service operates from about north of the subject site. noon to after midnight on 20-minute headways during peak hours and on 30- minute headways during off-peak hours.

2.3.2 GO Transit Service

GO Transit is the regional public transit system in Ontario. The Hunter Street GO Station is located one kilometre east of the proposed redevelopment and is easily accessible via existing HSR services (as outlined above). Weekday rush-hour train service from Hamilton to Toronto in the morning and from Toronto to Hamilton in the evening is provided at this station via the Lakeshore West line. Connections can be made along the line to many of the other GO Transit stations which provide access to other municipalities east of Hamilton. The connectivity that already exists between local and regional transit services should be attractive, particularly to potential residents of the proposed development.

GO Transit bus service Route 16 (Hamilton/Toronto Express) is provided on Main Street (eastbound) and King Street (westbound). Typically, this route operates on weekdays from about 4:15 AM to 1:25 AM. Service is provided about every 20 minutes during peak periods and every 30 minutes at all other times. Saturday and Sunday service operates from about 7:00 AM to 1:30 AM. Service is provided on 20 to 30-minute headways. The eastbound bus stop is located on the southwest corner of Main Street West and Queen Street South, immediately west of the HSR bus stop (about 80 metres west of the subject site). The westbound stop is located on the northwest corner of King Street West and Queen Street South about 180 metres north of the site.

Figure 2.1 details the active transportation and transit network near the site.

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Figure 2.1: Study Area Active Transportation Facilities and Transit 2.1 Network

Figure

and Network Transit Study Area Active Transportation Facilities SubjectSite 115 George Street, Street, HamiltonGeorge | PJ TIS, and TDM115 190675

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2.3.3 Future Rapid Transit Corridor

Future transit plans for the City include the implementation of five rapid transit corridors that will form Hamilton’s “B-L-A-S-T” network:

 B-Line – McMaster University to Eastgate Square (currently operating);

 L-Line – Downtown to Waterdown;

 A-Line – Downtown to Airport (currently operating);

 S-Line – Centennial to Ancaster Business Park; and

 T-Line – Mohawk to Meadowlands.

The B-Line was identified in The Big Move5, the Regional Transportation Plan, as a Metrolinx “priority” project. The project envisions shifting from traditional bus transit to rapid transit between Eastgate Square and McMaster University via Downtown Hamilton along the Main Street/King Street corridor.

The future rapid transit corridor will likely link to GO Transit services as well as VIA Rail services (via GO Transit) and walking and cycling trails to help provide sustainable transportation choices to residents of Hamilton.

Currently, the expected timeline for implementation of the future rapid transit corridor is unknown.

Figure 2.2 illustrates the proposed BLAST network in relation to the subject site.

2.3.4 Ride-Hailing & Car Services

Ride-hailing and car services in the City of Hamilton include Hamilton Taxi, Blue Line Taxi, Wavetrans Para-transit and Uber/Lyft. These companies offer on-demand private car services.

2.4 Traffic Volumes

Paradigm conducted AM and PM peak period traffic counts at the study area intersections in October 2019 to establish the base traffic conditions.

Appendix A contains the detailed existing traffic count data and turning movement plots for study area intersections.

5 The Big Move, Transforming Transportation in the Greater Toronto and Hamilton Area, Metrolinx, November 2008

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Figure 2.2: Proposed BLAST Network 2.2

Figure Proposed BLAST Network BLAST Proposed Site Subject Subject 115 George Street, Street, HamiltonGeorge | PJ TIS, and TDM115 190675

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2.5 Traffic Operations

As per City staff direction, the operations of the study area intersections were not evaluated under existing conditions since Queen Street South is currently being converted to two-way operation. More information is provided on this in Chapter 3 and Chapter 4.

2.6 Queen Street Two-Way Conversion

Queen Street South is currently being converted to two-way operation between Aberdeen Avenue and Napier Street. Completion is scheduled for late 2020. To account for this, the report will assess Queen Street as follows:

 Three-lane cross-section with two southbound lanes and one northbound lane;

 At the Main Street West intersection: • one southbound left-turn lane; • one southbound through lane; and • one northbound shared through/right-turn lane

 At the King Street West intersection: • one southbound through lane; • one southbound right-turn lane; and • one northbound left-turn lane.

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3 Development Concept 3.1 Development Description

The applicant proposes to redevelop the site to include a 23-storey mixed-use building with:

A total of 119 parking spaces are proposed to serve the site.

The actual number of units and parking spaces will be adjusted to reflect current market conditions closer to the start of construction.

Buildout is expected to occur in 2024.

Figure 3.1 shows the proposed site plan.

3.2 Development Trip Generation

3.2.1 Base Trip Generation

Trip generation information is used to forecast the anticipated level of traffic activity to occur as a result of the development of the site.

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Figure 3.1: Proposed Site Plan

Proposed Site Plan 235 Main Street West, Hamilton, Ontario | TIS, PS & TDM Report 190481 Figure 3.1

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The Institute of Transportation Engineers (ITE) Trip Generation Manual 10th Edition6 provides rates and equations to estimate the constituent component development peak hour traffic volumes. The following Land Use Codes (LUC) were utilized in this study:

 LUC 222 – Multifamily Housing (High-Rise): Apartments, townhouses, and condominiums that have more than 10 levels (floors); and.

 LUC 820 – Shopping Center: An integrated group of commercial establishments that is planned, developed, owned and managed as a unit.

The regression equations were used for LUC 222 as all criteria for their use were met. The average rates were utilized for LUC 820 due to the small size of the proposed commercial space.

The site is estimated to have a base trip generation of 108 AM peak hour trips and 137 PM peak hour trips.

Table 3.1 outlines the base trip generation for the site.

TABLE 3.1: BASE TRIP GENERATION

1 2 T = 0.28(X) + 12.86 0.31(X) - 1.81 Appendix B contains the ITE Trip Generation Manual 10th Edition graphs, including person trip estimates for LUC 820.

3.2.2 Internal Trips

The trip generation estimate for mixed-use developments should also take into consideration the onsite synergy between the residential and commercial portions of the development. To avoid double-counting site trips, an estimate of this synergy is deducted from the overall site trip generation.

The National Cooperative Highway Research Program (NCHRP) developed a methodology to estimate the extent to which trips made within mixed-use developments are internalized. The methodology is

6 Institute of Transportation Engineers. Trip Generation Manual, 10th Edition. 2017.

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based on the widely used ITE method of internal capture; however, it has been expanded to include:

 Rates for the AM peak hour;

 Three additional land uses (to a total of six);

 Effects of proximity between uses; and

 Disaggregation of the six land uses to more detailed categories.

The inputs for this methodology include base trip generation, mode split estimates, vehicle occupancy rate and average walk distance between land use pairs.

For this analysis, the NCHRP methodology was used. The internal trip reduction was only applied to the mixed-use building in Block D along with a vehicle occupancy of 1.0 persons to produce a conservative analysis of the internal trip reduction.

Table 3.2 summarizes the resulting internal trip capture and indicates that two internal trips are expected during the AM peak hour and eight internal trips are expected during the PM peak hour. This results in an adjusted trip generation of 106 AM peak hour trips and 129 PM peak hour trips.

TABLE 3.2: INTERNAL TRIP CAPTURE

Units/ AM Peak Hour PM Peak Hour ITE Land Use Code GFA Rate In Out Total Rate In Out Total 222 - Multifamily Housing (High-Rise) 321 FC1 25 78 103 FC2 72 46 118 820 - Shopping Center 5,154 0.94 3 2 5 3.81 9 10 19 Total Unadjusted Trip Generation 28 80 108 81 56 137 NCHRP On-site Trip Reduction - Residential 0 -1 -1 -3 -1 -4 NCHRP On-site Trip Reduction - Commercial -1 0 -1 -1 -3 -4 Adjusted Trip Generation 27 79 106 77 52 129 Appendix B contains the trip reduction worksheet that has been used in accordance with NCHRP Report 6847.

3.2.3 Pass-By Trips

The ITE Trip Generation Handbook, 3rd Edition8 has an allowance for pass-by trips which only apply to commercial/retail development. They are defined as trips that are already included in the background traffic

7 National Cooperation Highway Research Program (NCHRP), report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments, 2011. 8 Institute of Transportation Engineers (ITE), Trip Generation Handbook: 3rd Edition, August 2014.

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stream and do not load additional traffic onto the road network. This would include trips made on the way to a final destination, such as stopping for a coffee on the way to work. The ITE Handbook indicates that the pass-by trips will account for 26% of the PM peak hour shopping center trips. Note that a pass-by rate is not provided for the AM peak hour.

Table 3.3 summarizes the pass-by trip reduction and resulting adjusted site trip generation of 106 AM peak hour trips and 125 PM peak hour trips.

TABLE 3.3: PASS-BY TRIP REDUCTION

Units/ AM Peak Hour PM Peak Hour ITE Land Use Code GFA Rate In Out Total Rate In Out Total 222 - Multifamily Housing (High-Rise) 321 FC1 25 78 103 FC2 72 46 118 820 - Shopping Center 5,154 0.94 3 2 5 3.81 9 10 19 Total Unadjusted Trip Generation 28 80 108 81 56 137 NCHRP On-site Trip Reduction - Residential 0 -1 -1 -3 -1 -4 NCHRP On-site Trip Reduction - Commercial -1 0 -1 -1 -3 -4 Adjusted Trip Generation 27 79 106 77 52 129 LUC 820 Pass-by Trips 0% 0 0 0 26% 2 2 4 Total New Trips 27 79 106 75 50 125 The trip generation presented herein accounts for all site-related auto trips, including those made by residents, employees, visitors, service vehicles (uber, paratransit, delivery services, etc.) and pickup and drop off trips.

3.3 Development Trip Distribution and Assignment

The site-generated trips were assigned to the roadway network using the future trip distribution (Chapter 4) and most logical routing to/from the site assuming the Queen Street South two-way conversion is in place. Any intersection turning movement restrictions were taken into consideration.

Table 3.4 details the estimated trip distribution for the development.

Figure 3.2 illustrates the site-generated new trip assignment.

Appendix C contains the detailed site-generated trip assignments.

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TABLE 3.4: TRIP DISTRIBUTION

Origin/ AM Peak Hour PM Peak Hour Destination Inbound Outbound Inbound Outbound

Main Street 11% 12% 12% 12%

King Street 8% 39% 20% 20%

Queen 25% 28% 38% 22% Street North Queen St 56% 21% 30% 46% South

Total 100% 100% 100% 100%

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AM PeakFigure Hour 3.2: Peak Hour Site-GeneratedPM Trip Peak Assignment Hour

\ St N St N 7 22 29 10 Queen Queen

0 King St 0 King St 0 7 0 0 W 29 0 W 30 2 2 9 14 14 9 30 22 10 9 52 43 19 Queen St S Queen St S 0 9 0 43

0 0 0 0 0 0 George 0 George 0 0 0 -2 St 52 St -2 9 52 43

Site Site 2 9 -1 52 Access 44 20 Access 27 79 29 49 26 76 0 -1 17 32 29 17 28 31 9 6 18 22

3 3 9 8 8 6 Main St 0 Main St 0 0 0 W 0 14 W 0 23 18 14 22 23 Queen Queen St S St S

Peak Hour Site-Generated Trip Assignment 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure 3.2

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4 Evaluation of Future Traffic Conditions 4.1 Overview

The assessment of future traffic conditions contained in this section includes estimates of future background and total traffic volumes, and the analyses for the 2029 horizon (five years beyond buildout in 2024). The future traffic volumes in the vicinity of the development will consist of increased non-site traffic volumes (background traffic) and the traffic generated by the proposed development. 4.2 Background Traffic

4.2.1 General Background Traffic

During pre-study consultation, City staff indicated a future annual growth rate is not required for this analysis and the background developments proposed within the surrounding area will be sufficient in addressing potential background growth within the study area. City staff provided guidance on how to re-assign traffic to account for the two-way conversion of Queen Street: The existing AM and PM peak hour southbound volumes were inverted to represent the proportionate northbound volumes during the respective peak hour, assuming a configuration of two lanes southbound (67% of traffic) and one lane northbound (33% of traffic).

Figure 4.1 illustrates the 2029 general AM and PM peak hour background traffic volumes.

4.2.2 Other Area Developments

The City requested that the traffic generated by other “in-stream but not yet built” developments in the study area be included in the background traffic forecasts. The developments include 235 Main Street West, 354 King Street West and 15 Queen Street South. The traffic volumes generated by these developments, which were assumed to be completed by the 2029 horizon, are included in the background traffic forecasts. Figure 4.2 shows the other area development locations.

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AM PeakFigure Hour 4.1: 2029 General Peak HourPM Background Peak HourTraffic Forecasts

0 0 St N St N 777 683 Queen Queen Queen

King St King St 315 462 1839 W 299 384 1473 W 2449 146 1985 2127 198 1671 295 355 608 582 295 355 Queen Queen St S Queen St S 8 24 600 558

13 29 15 5 40 5 George 10 George 35 5 5 St 295 St 355 610 593 300 360

Site Site 0 0 610 0 Access 593 0 Access 0 0 0 0 0 0 0 0 300 287 610 593 300 287 397 213 474 108

2871 48 2770 3088 80 2646 Main St 2428 Main St 2398 W 395 252 129 W 610 207 140 792 1084 381 347 Queen Queen St S Queen St S

2029 General Peak Hour Background Traffic Forecasts 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure 4.1

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Figure 4.2: Other Area Developments

354 King Street West

15 Queen Street Queen Street Street South Queen Subject Site

Main Street West

235 Main Street West

Other Area Developments 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure 4.2

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Where TIS reports were unavailable for the other area developments, peak hour trip forecasts to be generated by the development are based on ITE Trip Generation Manual LUC 220 – Multifamily Housing (Low- Rise) 222 – Multifamily Housing (High-Rise) and LUC 820 – Shopping Centre. The trips were assigned to the network using the distribution outlined above.

235 Main Street West

The development is located on the south side of Main Street West, immediately west of Queen Street. The proposed development includes multi-storey residential building with 325 units and six townhouse units.

Table 4.1 summarizes the estimated trip generation for the development, indicating a total of 107 and 124 trips are forecast during the AM and PM peak hours, respectively.

TABLE 4.1: 235 MAIN STREET WEST TRIP GENERATION

Units/ AM Peak Hour PM Peak Hour ITE Land Use Code GFA Rate In Out Total Rate In Out Total 220 - Multifamily Housing (Low-Rise) 6 FC1 1 2 3 FC2 3 2 5 222 - Multifamily Housing (High-Rise) 325 FC3 25 79 104 FC4 73 46 119 Total Trip Generation 26 81 107 76 48 124

1 ln(t) = 0.95*ln(X) - 0.51 2 ln(t) = 0.89*ln(X) - 0.02

3 4 T = 0.28(X) + 12.86 0.31(X) - 1.81 354 King Street West

The development is located on the south side of George Street, immediately east of Queen Street. The proposed development includes multi-storey off-campus student apartment building with 1,002 rooms and a 154 room hotel. These forecasts were taken from the TIS9 previously prepared by Paradigm for this development.

Table 4.2 summarizes the estimated trip generation for the development, indicating a total of 223 and 393 trips are forecast during the AM and PM peak hours, respectively.

9 Paradigm Transportation Solutions Limited. 354 King Street West, Hamilton, Transportation Impact & Transportation Demand Management Study. October 2019.

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TABLE 4.2: 354 KING STREET WEST TRIP GENERATION

Units/ AM Peak Hour PM Peak Hour ITE Land Use Code GFA Rate In Out Total Rate In Out Total 225 - Off-Campus Student Housing 1002 0.16 45 116 161 0.30 156 145 301 310 - Hotel 154 0.47 42 30 72 0.60 47 45 92 Total Trip Generation 87 146 233 203 190 393 15 Queen Street South

The development is located on the south side of George Street, immediately east of Queen Street. The proposed development includes multi-storey residential building with 292 units and 2,120 sq. ft. of ground floor commercial space.

Table 4.3 summarizes the estimated trip generation for the development, indicating a total of 97 and 116 trips are forecast during the AM and PM peak hours, respectively.

TABLE 4.3: 15 QUEEN STREET SOUTH TRIP GENERATION

Units/ AM Peak Hour PM Peak Hour ITE Land Use Code GFA Rate In Out Total Rate In Out Total 222 - Multifamily Housing (High-Rise) 292 FC1 23 72 95 FC2 65 43 108 820 - Shopping Center 2,120 1 1 1 2 4 4 4 8 Total Trip Generation 24 73 97 69 47 116

1 2 T = 0.28(X) + 12.86 0.31(X) - 1.81 Appendix D provides the individual traffic assignments for the other area development traffic.

4.2.3 Total Background Traffic Volumes

Figure 4.3 illustrates the total background traffic volumes (general background traffic + other area development traffic).

4.3 Analysis Parameters

Intersection level of service (LOS) is a recognized method of quantifying the delay experienced by drivers at intersections. The term “Level of Service” denotes how well a traffic movement operates under given traffic demands, lane arrangements, and traffic controls. Each level is determined by the average amount of control delay per vehicle. Control delay is the total delay associated with stopping for a signal or stop sign, and includes four components: deceleration delay, stopped delay, queue move up time and final acceleration delay.

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AM PeakFigure Hour 4.3: 2029 Peak Hour Total BackgroundPM Peak Traffic Hour Forecasts

0 0 St N St N 777 683 Queen Queen Queen King St King St 315 462 1839 W 299 384 1473 W 2449 146 1985 2127 198 1671 295 355 608 582 295 355 Queen Queen St S Queen St S 8 24 600 558

13 29 15 5 40 5 George 10 George 35 5 5 St 295 St 355 610 593 300 360

Site Site 0 0 610 0 Access 593 0 Access 0 0 0 0 0 0 0 0 0 287 0 610 593 287 397 213 474 108

2871 48 2770 3088 80 2646 Main St 2428 Main St 2398 252 W 395 129 W 610 207 140 792 1084 381 347 Queen Queen St S Queen Queen St S

2029 Peak Hour Total Background Traffic Forecasts 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure 4.3

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Table 4.4 contains the level of service criteria for signalized and stop- controlled intersections per the Highway Capacity Manual. As shown, LOS A indicates small average control delays (less than 10 second per vehicle) whereas LOS F indicates intersection failure, which results in extensive vehicular queues and long delays (over 50 seconds per vehicle at an unsignalized intersection, and over 80 seconds per vehicle at a signalized intersection). LOS D is typically considered acceptable peak-hour performance in an urban setting, and lower LOS values are tolerable for short periods during peak hours when heavier traffic volumes are expected.

TABLE 4.4: VEHICLE LEVEL OF SERVICE DEFINITIONS

Signalized Unsignalized Level of Intersections Intersections Service Average Total Delay Average Total Delay (sec/veh) (sec/veh) A < = 10 < = 10 B > 10 & < = 20 > 10 & < = 15 C > 20 & < = 35 > 15 & < = 25 D > 35 & < = 55 > 25 & < = 35 E > 55 & < = 80 > 35 & < = 50 F > 80 > 50

In addition to delay, intersection traffic operations are also measured in terms of volume-to-capacity (v/c) ratios. The v/c ratio, also referred to as degree of saturation, represents the sufficiency of an intersection to accommodate the vehicular demand (v) based on the capacity (c), which is defined as the maximum rate at which vehicles can pass through a given point in an hour under prevailing conditions. As the v/c ratio approaches 1.0, traffic flow may become unstable, and delay and queuing conditions may occur. Once the demand exceeds the capacity (a v/c ratio greater than 1.0), traffic flow is unstable and excessive delay and queuing is expected.

Under the City’s TIS Guidelines, the following defines critical movements for intersections:

 Volume to capacity (v/c) ratios for through movements or shared through/turning movements that operate at 0.85 or greater at signalized intersections;

 Volume to capacity ratios for exclusive turning movements increase to 0.90 or greater at signalized intersections;

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 Level of service based on average delay per vehicle or individual movement is LOS D or greater for unsignalized intersections; and th  Estimated 95 percentile queue lengths exceed available turning lane storage (both signalized and unsignalized intersections)

The operations of the study intersections under future background and total traffic conditions were evaluated using Synchro 9 with HCM 2000 procedures. The intersection analysis considered three separate measures of performance:

 The LOS for each turning movement;

 The volume to capacity (v/c) ratio for each turning movement; and

 The 95th percentile queue lengths.

4.4 2029 Background Traffic Operations

The operations of intersections in the study area were evaluated with the background traffic volumes using Synchro 9 with HCM 2000 procedures and SimTraffic queue analyses. The signal timings at the Queen Street intersections with Main Street West and King Street West were based on the information contained within the City’s TIS guidelines and assumed a minimum green of 10 seconds, amber of 3.0 seconds and all red time of 1.5 seconds.

Note that the southbound approach at Main Street West and Queen Street South was modelled with through lane and a dedicated left-turn lane as this provided the highest level of service for this approach.

Table 4.5 summarizes the AM and PM peak hour background traffic intersection operations including the AM and PM peak hour LOS, v/c ratios, and 95th percentile queues lengths.

The results indicate that the study area intersections are forecast to operate as follows during the AM and PM peak hours:

 King Street West and Queen Street South: • Overall intersection – LOS D with a v/c ratio of 1.00 during the AM peak hour and LOS C with a v/c ratio of 0.88 during the PM peak hour; • Westbound through movement – LOS D with a v/c ratio of 0.97 during the AM peak hour and LOS D with a v/c ratio of 0.92 during the PM peak hour;

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• Northbound left-turn movement – LOS E with a v/c ratio of 0.97 during the AM peak hour; and • Southbound through movement – LOS E with a v/c ratio of 0.94 during the AM peak hour.

 Queen Street South and George Street: • The intersection is forecast to operate within acceptable levels of service during the AM and PM peak hours with no critical movements.

 Main Street West and Queen Street South: • Overall intersection – within acceptable levels of service and capacity during the AM and PM peak hours; • Eastbound through movement – LOS C with a v/c ratio of 0.85 during the AM peak hour; • Eastbound right-turn movement – the 95th percentile queue is forecast to exceed available storage by 88 metres during the AM peak hour and 83 metres during the PM peak hour; and • Southbound left-turn movement – LOS E with a v/c ratio of 0.90 during the AM peak hour.

Appendix E contains the detailed Synchro 9 reports.

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TABLE 4.5: 2029 BACKGROUND TRAFFIC OPERATIONS

Direction / Movement / Approach Eastbound Westbound Northbound Southbound Control Intersection MOE Type Overall Left Left Left Left Right Right Right Right Analysis Period Through Through Through Through Approach Approach Approach Approach LOS < D > D E E E C D D 1 - King Street West & Delay < 40 > 40 63 63 57 33 47 44 TCS Queen Street North/South V/C < 0.97 > 0.97 0.94 0.63 1.00 Q < 99 > 72 93 80 LOS B > B < A A A > A 2 - Queen Street South & Delay 14 > 14 < 0 0 0 > 0 0 TWSC George St V/C 0.04 > < 0.01 0.26 > Q 12 > < 6 20 > LOS < C B B D > D E C D C AM Peak Hour AM Peak Delay < 20 14 19 38 > 38 55 27 36 24 3 - Main Street West & V/C < 0.85 0.42 0.82 > 0.90 0.76 0.84 TCS Queen Street South Q < 175 123 70 > 48 94 Ex < 35 > Avail. < -88 > LOS < D > D B B D C D C 1 - King Street West & Delay < 37 > 37 20 20 39 33 36 35 TCS Queen Street North/South V/C < 0.92 > 0.81 0.78 0.60 0.88 Q < 188 > 106 112 68 LOS B > < A A A > A 2 - Queen Street South & Delay 12 > < 0 0 0 > 0 1 TWSC George St V/C 0.08 > < 0.01 0.24 > Q 45 > < 63 20 > LOS < B C B D > D C C C C

PM Hour Peak Delay < 17 21 18 37 > 37 25 30 29 21 3 - Main Street West & V/C < 0.76 0.74 0.75 > 0.58 0.80 0.81 TCS Queen Street South Q < 180 118 127 > 40 81 Ex < 35 > Avail. < -83 > MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage

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4.5 2029 Future Total Traffic Operations Figure 4.4 illustrates the future total traffic volumes (total background traffic + site-generated traffic). The results indicate that the study area intersections are forecast to operate as follows during the AM and PM peak hours:

 King Street West and Queen Street South: • Overall intersection – LOS D with a v/c ratio of 1.12 during the AM peak hour and LOS D with a v/c ratio of 0.93 during the PM peak hour; • Westbound through movement – LOS D with a v/c ratio of 0.97 during the AM peak hour and LOS D with a v/c ratio of 0.93 during the PM peak hour; • Northbound left-turn movement – LOS F with a v/c ratio of 1.16 during the AM peak hour; and • Southbound through movement – LOS E with a v/c ratio of 0.96 during the AM peak hour and LOS D with a v/c ratio of 0.88 during the PM peak hour.

 Queen Street South and George Street: • The intersection is forecast to operate within acceptable levels of service during the AM and PM peak hours with no critical movements.

 Main Street West and Queen Street South: • Overall intersection – LOS C with a v/c ratio of 0.85 during the AM peak hour; • Eastbound through movement – LOS C with a v/c ratio of 0.86 during the AM peak hour; • Eastbound right-turn movement – the 95th percentile queue is forecast to exceed available storage by 19 metres during the AM peak hour and 76 metres during the PM peak hour; and • Southbound left-turn movement – LOS E with a v/c ratio of 0.95 during the AM peak hour. Overall, inclusion of the site-generated traffic increases delay at the Queen Street South intersections with George Street and Main Street by no more than 4 seconds during the AM and PM peak hours. Inclusion of the site-generated traffic increases delay at the Queen Street South and King Street West intersection by eight seconds during the AM peak hour and four seconds during the PM peak hour.

Appendix F contains the supporting detailed Synchro 9 reports.

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AM PeakFigure Hour 4.4: 2029 Peak Hour Future PMTotal PeakTraffic Forecasts Hour

0 0 St N St N 784 712 Queen Queen Queen

King St King St 315 469 1839 W 299 413 1473 W 2501 148 1987 2146 212 1685 347 374 617 625 347 374 Queen Queen St S Queen St S 8 24 609 601

13 29 15 5 40 5 George 10 George 35 5 5 St 348 St 374 619 636 353 379

Site Site 9 46 612 52 Access 592 20 Access 27 79 31 51 27 78 18 32 299 286 639 623 317 318 415 222 498 114

2874 51 2779 3096 88 2652 Main St 2428 Main St 2398 W 395 266 129 W 610 230 140 1108 810 395 370 Queen Queen St S Queen St S

2029 Peak Hour Future Total Traffic Forecasts 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure 4.4

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TABLE 4.6: FUTURE TOTAL TRAFFIC OPERATIONS

AM Peak Hour AM Peak TCS Queen Street South Q < 158 54 112 > 42 43 Ex < 35 > Avail. < -19 > LOS B > B A > A < A A 4 - Queen Street South & Delay 12 > 12 0 > 0 < 0 0 1 TWSC Site Access V/C 0.14 > 0.20 > < 0.01 Q 29 > 3 > < 33 LOS < D > D C C D D D D 1 - King Street West & Delay < 38 > 38 32 32 50 35 44 39 TCS Queen Street North/South V/C < 0.93 > 0.88 0.88 0.63 0.93 Q < 195 > 66 97 64 LOS B > < A A A > A 2 - Queen Street South & Delay 12 > < 0 0 0 > 0 1 TWSC George St V/C 0.08 > < 0.01 0.26 > Q 14 > < 3 0 > LOS < B C B D > D C C C C Delay < 18 23 19 42 > 42 26 31 30 23 3 - Main Street West & V/C < 0.78 0.76 0.82 > 0.63 0.82 0.82 TCS PM Hour Peak Queen Street South Q < 140 111 127 > 34 36 Ex < 35 > Avail. < -76 > LOS B > B A > A < A A 4 - Queen Street South & Delay 14 > 12 0 > 0 < 2 1 1 TWSC Site Access V/C 0.13 > 0.20 > < 0.04 Q 30 > 15 > < 35 MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage

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4.5.1 SimTraffic Queue Analysis

As part of the analyses, Paradigm completed a queue assessment of the future total traffic volumes on Queen Street South to determine if queue spillback at King Street West or Main Street West would block the site driveway which is located approximately 40 metres north of Main Street West.

SimTraffic was utilized rather than Synchro in this assessment as microscopic models, such as SimTraffic, individually track each vehicle in the traffic system through the model and collect comprehensive operational measures of effectiveness for every vehicle during each 0.1 second of the simulation. Unlike Synchro, SimTraffic measures the full impact of queuing and blocking. Synchro is best used to determine level of service and delay at the macro level but is not ideal for assessments simulating real-world conditions.

The analysis consisted of five iterations of sixty-minute simulations to forecast the delay per vehicle in seconds. Based on the queue analysis, it is expected that the queues at the signalized intersections should not spill back and interfere with the site driveway. There is potential for minor queue interference northbound on Queen Street if a vehicle has to wait for southbound traffic to clear before turning westbound on George Street. However, the volume of traffic assigned to this movement is minimal so the impact should only be sporadic and short-term.

Appendix G provides the SimTraffic reports.

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5 Remedial Measures The need for remedial measures, in the form of additional capacity, was not assessed since the study area is built-out. As well, it is expected the City will continue to monitor study area signal timing and phasing plans and adjust as necessary to ensure optimal levels of service are provided. As well, any signal timing and phasing modifications will have broader corridor impacts, the assessment of which is beyond the scope of this study.

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6 Parking Justification As with any equilibrium system, there are a minimum of two components that are required to be in balance to reach the equilibrium point. With parking systems, this requires the balance in parking supply and demand. Providing an appropriate supply is equally important as applying strategies to control demands. The oversupply of cheap and accessible has long been identified as a major contributing factor to the growth in single-occupant vehicle (SOV) travel.

6.1 Zoning By-Law Parking Requirements

The City of Hamilton Zoning By-law 05-200 (Downtown Zones) is the current in-force By-law for the proposed development. Based on this By-law, a total of 125 spaces, will be required to service the site. A total of 119 spaces are currently proposed. This is a deficit of five parking spaces, or 4% of the By-law required supply.

Table 6.1 outlines the site’s By-law parking requirements.

TABLE 6.1: ZONING BY-LAW 05-200 PARKING REQUIREMENTS

Min. By-law By-law Unit Number / Number of Parking Parking Size Units / m2 Requirement Requirement Dwelling units less than 50 m2 Units 1-12 0 spaces/unit 12 0 Units 13+ 0.3 spaces/unit 188 56 Dwelling units greater than 50 m2 Units 1-12 0 spaces/unit 12 0 Units 13-50 0.5 spaces/unit 38 18 Units 51+ 0.7 spaces/unit 71 50 Commercial Any size 0 479 m2 0 Total By-law parking requirement 124 Proposed parking supply 119 Parking deficit 5

Paradigm Transportation Solutions Limited | Page 37 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

As noted above, the site is forecast to have a parking deficit of five spaces (as currently planned). The applicant has indicated that as the site plan is refined, the actual parking deficit could increase to 10 total spaces, or 8% of the By-law required supply. Any additional deficit in parking may be offset by a reduction in the number or size of the residential units which may occur during the site plan application process.

6.2 Potential Parking Supply Reductions

Several factors could be taken into consideration when determining the final parking supply for the site. These include the proximity to the future rapid transit corridor, a robust onsite transportation demand management plan and onsite parking management measures.

The following outlines these factors and how they result in an overall reduction in parking required for the site.

6.2.1 Proximity to Future Rapid Transit Corridor

Transit oriented development does much more than just shift automobile trips to transit. People who live or work in communities with high quality public transit tend to own fewer automobiles and drive fewer annual miles than they otherwise would.

The development is located within walking distance of several existing bus routes, including an express route, and within 200 metres of the future rapid transit corridor on King Street West. As such, it is expected that it will attract residents that will utilize transit for primary commuting options rather than automobiles.

As per the City’s TDM guidelines, the proximity to transit with increased service level, such as those currently provided on the B-Line Express route and expected on the future rapid transit corridor services, can result in a 1% to 5% reduction in the required parking spaces. If a reduction of 4% (the current deficit) is granted, the site, as currently planned, will provide the total By-law required parking supply.

6.2.2 Transportation Demand Management Plan

The applicant has developed a comprehensive transportation demand management (TDM) plan for the site that will include:

 Adequate onsite bike parking;

 Lighted sidewalks;

 Proximity to transit and bikeshare;

Paradigm Transportation Solutions Limited | Page 38 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

 Onsite wayfinding and travel planning resources; and

 Transit incentives

Provision of these measures will help increase travel by sustainable modes and decrease the need for residents to own a vehicle, resulting in a reduced demand for onsite parking.

The full site TDM plan is outlined in detail in Section 7.

Under By-law 05-200 Section 5.7 Bicycle Parking, the site is required to provide 0.5 long-term spaces per unit and a total of 10 short-term spaces (five each for the residential and commercial components). The site will provide at least the minimum supply of long-term and short- term bicycle parking required under By-law 05-200.

Additionally, the applicant will work with SoBi to examine the feasibility of providing an onsite station to provide convenient access to bicycles for both the development and surrounding community. This will help to encourage more sustainable travel and may result in lower auto ownership rates.

6.2.3 Parking Management Measures

To ensure an adequate supply of onsite parking for residents, the applicant will implement the following parking management measures:

 Unbundled parking where a parking space and its associated costs are removed from the purchase price of a unit. Unbundling results in the purchase or lease of parking spaces by only those requiring them. Any surplus spaces would be available for use by other residents and possibly visitors;

 Limiting the number of spaces a unit can purchase or lease to ensure a fair and equitable distribution of spaces;

 Assigning parking spaces to residents to ensure those purchasing a space will have it available to them when needed; and

 Renting/leasing available spaces to employees or residents until such time as they are purchased.

Overall, the site’s proximity to transit, comprehensive TDM plan and parking management measures should help ensure a consistent and adequate supply of onsite parking.

Paradigm Transportation Solutions Limited | Page 39 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

6.3 Parking Summary

Overall, given the site’s proximity to alternative transportation options, a high Walk Score and implementation of a robust transportation demand management and parking plan, the proposed parking supply should adequately serve the site’s parking demand.

Paradigm Transportation Solutions Limited | Page 40 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

7 TDM Measures The goal of Transportation Demand Management (TDM) is to reduce the Project’s overall traffic and parking impact through the implementation of strategies that are aimed at affecting the transportation demand rather than the transportation supply (ex. improving bus service rather than increasing the number of lanes on a road). By their very nature, TDM strategies attempt to change people’s behavior, and to be successful, they must rely on incentives or disincentives to encourage the use of alternative modes of travel.

Strategies can also influence when trips are made. For example, alternative work hours (compressed work weeks, flex time, and telecommuting) can affect what time of day trips are made, or if trips occur at all on certain days. On an area-wide basis, the provision of park and ride facilities and transit services can also provide a competitive alternative to drive-alone commuting.

There are several reasons why incorporating TDM into a site is important:

 Reduces auto ownership levels; therefore, reducing private vehicle trips and congestion;

 Creates safe and attractive environments that encourage travel by walking, cycling and transit over auto; and

 Supports the development of healthy communities.

The following sections outline the TDM initiatives that are planned for the subject site to potentially reduce the residence reliance on auto travel. This report was prepared using Section 3.D Mixed Use of the City’s guidelines10.

7.1 Surrounding Density and Built Form

The subject site is located within the City of Hamilton’s Ward 2 (Downtown). The profile for Ward 211 indicates the following:

 Compared to Hamilton, Ward 2 has a lower proportion of single- detached houses (12% versus 57% for the entire City) and a much higher proportion of apartment type dwellings (80% versus 28%);

 Compared to Hamilton, Ward 2 has a higher percentage of persons renting housing (76% versus 32% for the entire City);

10 TDM for Development, Prepared for City of Hamilton by IBI Group, June 2015 11 City of Hamilton Ward Profiles – Ward Profile 2

Paradigm Transportation Solutions Limited | Page 41 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

 The majority of land mass within Ward 2 is: • Residential at approximately 33%; • Parking and open space at approximately 21%; and • Commercial/Office space at approximately 15%.

 Ward 2 has a higher proportion of employed residents that use alternative modes of transportation to/from work compared to the rest of Hamilton: • Approximately 71% of Ward 2 residents work within the City; • Approximately 49% of Ward 2 residents drive to their place of work versus 76% for the entirety of Hamilton; and • Approximately 44% of Ward 2 residents use alternative modes of transportation (public transit, walk, cycle) to get to work compared to 16% for the entirety of Hamilton.

The existing land uses surrounding the subject site are predominantly residential and commercial.

7.2 Cycling

Bicycle parking is an important aspect to encourage the use of the surrounding cycling infrastructure. The City’s TDM guidelines specify the recommended number of bicycle parking spaces for mixed use developments:

 Total spaces: 0.5 per dwelling unit or 5-20% of auto spaces (minimum of five, maximum of 50); cumulative total of all bicycle parking spaces required for each use on the lot.

To encourage the use of the nearby cycling facilities, the site will provide 160 long-term bike parking in the form of secure storage lockers located within the parking structure. A total of 10 short-term bicycle parking spaces will be provided via two multi-unit bike racks located at-grade near the building entrances and in close proximity to the bus stops.

This supply meets the total spaces requirement outline above and conforms to By-law 05-200 which requires 0.5 long-term bicycle parking spaces per unit, or 160 long-term spaces, plus 10 total short- term spaces. Note that the ultimate number of spaces will be adjusted based on the final unit count and will meet the By-law recommended supply.

The applicant plans to consult with SoBi Hamilton to determine the feasibility of adding an onsite station to further support cycling to/from the development and within the surrounding area.

Paradigm Transportation Solutions Limited | Page 42 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

The provision of at least the minimum amount of both short-term and long-term bicycle parking spaces meets the TDM guide requirement and may make travel to/from the development by bike a more attractive option for both residents and visitors. As well, the site’s proximity to existing and planned cycling routes will help enhance the alternative transportation options available at the site. Overall, this could potentially result in a reduction in resident auto ownership and assumed parking demand.

7.3 Walking

The accessibility of a development is essential in helping to ensure that those that can walk, do. Proper pedestrian connections from the community to the site should be available to ensure safety and to increase the experience of those that choose to walk.

The site will provide direct connections to the municipal sidewalks surrounding the site. Where direct connections are not possible (rear or side of the building, etc.), onsite sidewalks will be provided to connect to Main Street West and Queen Street South. Other planned measures to help improve safety and the attractiveness of the pedestrian realm include:

 Provision of adequate exterior lighting and overhead weather protection (in the form over overhangs or awnings) near the building’s entrances;

 A landscaping plan that will create an attractive, high-quality public realm that encourages travel by alternative modes; and

 Provision of benches near the building that will be sheltered by awnings or the building’s overhang, where possible.

7.4 Transit

The use of transit lowers reliance on the use of personal automobiles for trips that can be completed by convenient and desirable transit options. As previously discussed, six HSR transit routes and one GO Transit bus route provide service within 400 metres of the site. The closest stops are mainly located opposite the site on west side of Queen Street South at Main Street West, about 80 metres southwest of the site on Main Street West and at King Street West and Queen Street South about 180 metres north of the site. The existing transit amenities at these stops include:

 Queen Street South: • a full-sized bus shelter;

Paradigm Transportation Solutions Limited | Page 43 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

• a bench for two persons inside the shelter; • a bench for three persons with an attached garbage/ recycling station outside the shelter; and • a public bike rack for up to six bikes

 Main Street stops for HSR and GO transit: • a garbage can

 The King Street shared HSR and GO Transit stop: • a half shelter (overhang); • a bench for two persons; and • a garbage can

The site’s proximity to existing transit and the future rapid transit corridor help make transit an attractive mode choice for both residents and visitors. Overall, this could potentially result in a reduction in resident auto ownership and assumed parking demand.

To further support transit usage by residents, the applicant will provide a kiosk or display board within the building’s lobby where transit information such as a route map and individual schedules will be available. As well, an introductory Presto card loaded with a small amount ($10) to cover the cost of a few “starter” trips will be provided with each unit purchase.

7.5 Parking

The City’s TDM Policy provides guidelines indicating that reducing parking spaces with the intent of encouraging other uses of transportation is possible. However, one should be cautious and not reduce the number of parking spaces to a point in which significant issues are created. Managing parking supply helps to reduce the undesirable impacts of parking demand on local and regional traffic and can result in positive impacts on community livability and design.

The City’s TDM guide recommends that only the minimum required number of parking spaces as outlined within the current in-force By-law are provided to encourage employees, residents and visitors to use sustainable travel modes.

As outlined in Section 6 Parking Justification, the site’s proposed parking supply will be deficient by about five spaces. Therefore, the site is supportive of TDM in that it provides no more than the minimum number of spaces. Additionally, the site’s proximity to transit is supportive of a reduced onsite parking requirement.

Paradigm Transportation Solutions Limited | Page 44 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

The applicant will unbundle parking spaces from the units. Unbundling parking means that a parking space and its associated costs are removed from the purchase price of a unit so only those requiring a space will buy one. As well, the number of spaces a unit can purchase may be limited and any unsold spaces may be rented to tenants until such time as they are purchased.

7.6 Carpool

The applicant does not intend to provide onsite carpool parking spaces.

7.7 Carshare and Bikeshare

The applicant does not intend to provide onsite carsharing spaces or vehicles.

The applicant will work with SoBi to examine the feasibility of providing an onsite station to provide convenient access to bicycles for both the development and surrounding community. This will help to encourage more sustainable travel and may result in lower auto ownership rates.

7.8 Wayfinding and Travel Planning

The applicant will be providing the following wayfinding and travel planning measures:

 Lobby signage directing residents to alternative and active transportation facilities such as transit and cycling/bikeshare;

 A lobby kiosk or display board will be provided where alternative and active transportation information will be readily available. This will include items such as cycling and transit route maps, transit schedules and carshare/bikeshare information; and

 Providing a “Welcome Package” to new residents containing information on the surrounding alternative and active transportation options as well as an introductory Presto card loaded with a small amount ($10) which is enough to cover the cost of a few “starter” trips.

These resources will help to increase awareness of the sustainable transportation opportunities available within the area.

7.9 Education/Promotion and Incentives

In addition to provision of a pre-loaded Presto pass, the applicant will highlight the TDM elements in the sales and marketing materials,

Paradigm Transportation Solutions Limited | Page 45 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

specifically the proximity to transit and cycling facilities to encourage employees, residents and visitors to use sustainable transportation modes.

7.10 TDM Conclusion

The proposed redevelopment, with nearby connections to transit and bicycle facilities has the potential to be very accessible. Further enhancing these elements inside and outside the boundaries of the site will ensure these opportunities do not go unused. The City’s outcomes for incorporating TDM with new development include the following:

 Promoting more attractive streetscapes that are inclusive and inviting for everyone;

 Developing neighbourhoods and districts with a variety of uses that allow people to live and work in closer proximity;

 Preserving streets and public space for a more balanced transportation system; and

 Promoting public health and active lifestyles.

Incorporation of the above TDM measures, such as provision of adequate onsite bike parking, lighted sidewalks, proximity to transit and bikeshare, onsite wayfinding and travel planning resources and transit incentives, can assist in further mitigating the site’s impact on the adjacent road network, promote a strong and vibrant economy, and create a livable community that has a balanced transportation network that accommodates all modes of transportation. As well, these incentives are a marketing tool the applicant can use to increase awareness of the site’s TDM elements and their desire to reduce single auto trips.

To further help promote and encourage TDM, it is recommended the applicant undertake the following:

 Consult with SoBi to discuss the feasibility of providing an onsite bikeshare station; and

 Develop a TDM monitoring program to ensure the onsite facilities and amenities are meeting the needs of employees, residents and visitors.

Paradigm Transportation Solutions Limited | Page 46 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

8 Conclusions and Recommendations 8.1 Conclusions

Development Trip Generation The development is forecast to have a base trip generation of 108 AM peak hour trips and 137 PM peak hour trips. When adjusted to account for onsite synergy between land uses and pass-by trips, the site is forecast to generate 106 new AM peak hour trips and 125 new PM peak hour trips. Background Traffic Operations Under 2029 background traffic conditions, Queen Street South and George Street is forecast to operate at acceptable levels of service during the AM and PM peak hours. The following critical values are forecast at remaining study area intersections:

Paradigm Transportation Solutions Limited | Page 47 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Future Total Traffic Operations Under 2029 future total traffic, the study area intersections are forecast to operate similar to background conditions.

SimTraffic Queue Analysis Based on the SimTraffic queue assessment, the surrounding study area intersection queues should not spillback and impact the site driveway operations.

Proximity to Future Rapid Transit Corridor

The subject site is located within 180 metres of an express bus rout and the future rapid transit corridor on King Street West. As per the TDM guidelines, this can result in a 1% to 5% reduction in the required parking spaces. If a reduction of 4% (the current deficit) is granted, the site, as currently planned, will provide the total By-law required parking supply.

Walk Score and Bike Share

The subject site’s high Walk Score of 90 and close proximity to eight SoBi bicycle stations makes the site attractive to for residents who do

Paradigm Transportation Solutions Limited | Page 48 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

not need to own or use a vehicle, thereby reducing the site’s parking demand.

Transportation Demand Management Plan

Parking Management Measures

Parking Supply Summary

Transportation Demand Management (TDM) Measures The proposed TDM measures for the site include:

 Adequate onsite bike parking;

 Lighted sidewalks;

 Proximity to transit and bikeshare;

 Onsite wayfinding and travel planning;

 Enhanced onsite pedestrian amenities including benches, landscaping and lighting;

 Weather protected waiting areas; and

 Transit incentives

 Approximately 71% of Ward 2 residents work within the City;

Paradigm Transportation Solutions Limited | Page 49 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

 Approximately 49% of Ward 2 residents drive to their place of work versus 76% for the entirety of Hamilton; and

 Approximately 44% of Ward 2 residents use alternative modes of transportation (public transit, walk, cycle) to get to work compared to 16% for the entirety of Hamilton.

8.2 Recommendations

Based on the findings of this study, it is recommended that:

 The City of Hamilton recognize the conclusions drawn above;

 The site be allowed to be developed as planned;

 The applicant consult with SoBi to discuss the feasibility of providing an onsite bikeshare station;

 The applicant implements the TDM program outlined above and continue to monitor and adjust the program as needed.

Paradigm Transportation Solutions Limited | Page 50 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Appendix A Detailed Traffic Count Data

Paradigm Transportation Solutions Limited | Appendices

Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 1

Turning Movement Data Main Street W Westbound Approach Northbound Approach Queen Street Eastbound Westbound Northbound Southbound Start Time App. App. Thru Right U-Turn Peds App. Left Thru Right U-Turn Peds App. Int. Total Left Thru Right U-Turn Peds Total Left Thru Right U-Turn Peds Total Left Total Total 7:00 AM 0 271 44 0 7 315 0 0 0 0 3 0 0 0 0 0 3 0 11 32 0 0 3 43 358 7:15 AM 0 376 62 0 7 438 0 0 0 0 2 0 0 0 0 0 3 0 10 36 0 0 3 46 484 7:30 AM 0 426 73 0 9 499 0 0 0 0 1 0 0 0 0 0 0 0 19 33 0 0 7 52 551 7:45 AM 0 508 67 0 7 575 0 0 0 0 4 0 0 0 0 0 5 0 19 54 0 0 4 73 648 Hourly Total 0 1581 246 0 30 1827 0 0 0 0 10 0 0 0 0 0 11 0 59 155 0 0 17 214 2041 8:00 AM 0 580 87 0 8 667 0 0 0 0 2 0 0 0 0 0 6 0 25 71 0 0 2 96 763 8:15 AM 0 631 104 0 14 735 0 0 0 0 7 0 0 0 0 0 6 0 35 73 0 0 1 108 843 8:30 AM 0 612 112 0 15 724 0 0 0 0 3 0 0 0 0 0 3 0 41 63 0 0 2 104 828 8:45 AM 0 653 92 0 10 745 0 0 0 0 5 0 0 0 0 0 6 0 39 53 0 0 2 92 837 Hourly Total 0 2476 395 0 47 2871 0 0 0 0 17 0 0 0 0 0 21 0 140 260 0 0 7 400 3271 *** BREAK *** ------11:00 AM 0 367 74 0 1 441 0 0 0 0 3 0 0 0 0 0 1 0 23 50 0 0 4 73 514 11:15 AM 0 423 81 0 7 504 0 0 0 0 3 0 0 0 0 0 4 0 34 49 0 0 0 83 587 11:30 AM 0 429 70 0 4 499 0 0 0 0 2 0 0 0 0 0 7 0 22 59 0 0 1 81 580 11:45 AM 0 442 89 0 4 531 0 0 0 0 4 0 0 0 0 0 5 0 19 77 0 0 8 96 627 Hourly Total 0 1661 314 0 16 1975 0 0 0 0 12 0 0 0 0 0 17 0 98 235 0 0 13 333 2308 12:00 PM 0 418 78 0 3 496 0 0 0 0 0 0 0 0 0 0 4 0 26 69 0 0 3 95 591 12:15 PM 0 469 86 0 7 555 0 0 0 0 0 0 0 0 0 0 2 0 29 75 0 0 5 104 659 12:30 PM 0 463 102 0 1 565 0 0 0 0 1 0 0 0 0 0 4 0 35 82 0 0 2 117 682 12:45 PM 0 491 97 0 15 588 0 0 0 0 2 0 0 0 0 0 8 0 30 74 0 0 8 104 692 Hourly Total 0 1841 363 0 26 2204 0 0 0 0 3 0 0 0 0 0 18 0 120 300 0 0 18 420 2624 1:00 PM 0 475 100 0 16 575 0 0 0 0 4 0 0 0 0 0 6 0 36 67 0 0 5 103 678 1:15 PM 0 470 85 0 5 555 0 0 0 0 2 0 0 0 0 0 2 0 29 86 0 0 2 115 670 1:30 PM 0 473 73 0 5 546 0 0 0 0 4 0 0 0 0 0 3 0 35 58 0 0 3 93 639 1:45 PM 0 494 101 0 4 595 0 0 0 0 1 0 0 0 0 0 7 0 27 66 0 0 6 93 688 Hourly Total 0 1912 359 0 30 2271 0 0 0 0 11 0 0 0 0 0 18 0 127 277 0 0 16 404 2675 *** BREAK *** ------3:00 PM 0 522 110 0 14 632 0 0 0 0 4 0 0 0 0 0 4 0 26 87 0 0 3 113 745 3:15 PM 0 507 115 0 28 622 0 0 0 0 4 0 0 0 0 0 10 0 30 83 0 0 9 113 735 3:30 PM 0 544 141 0 9 685 0 0 0 0 10 0 0 0 0 0 7 0 23 100 0 0 6 123 808 3:45 PM 0 620 154 0 11 774 0 0 0 0 1 0 0 0 0 0 5 0 36 87 0 0 7 123 897 Hourly Total 0 2193 520 0 62 2713 0 0 0 0 19 0 0 0 0 0 26 0 115 357 0 0 25 472 3185 4:00 PM 0 537 131 0 8 668 0 0 0 0 6 0 0 0 0 0 3 0 23 120 0 0 9 143 811 4:15 PM 0 567 131 0 14 698 0 0 0 0 4 0 0 0 0 0 8 0 31 114 0 0 6 145 843 4:30 PM 0 639 143 0 20 782 0 0 0 0 5 0 0 0 0 0 6 0 29 141 0 0 5 170 952 4:45 PM 0 562 159 0 8 721 0 0 0 0 6 0 0 0 1 0 13 1 31 120 0 0 4 151 873 Hourly Total 0 2305 564 0 50 2869 0 0 0 0 21 0 0 0 1 0 30 1 114 495 0 0 24 609 3479 5:00 PM 0 659 159 0 14 818 0 0 0 0 5 0 0 0 0 0 16 0 37 120 0 0 10 157 975 5:15 PM 0 618 149 0 9 767 0 0 0 0 3 0 0 0 0 0 4 0 32 132 0 0 10 164 931 5:30 PM 0 609 146 0 10 755 0 0 0 0 5 0 0 0 0 0 11 0 31 122 0 0 7 153 908 5:45 PM 0 543 128 0 8 671 0 0 0 0 4 0 0 0 0 0 2 0 33 105 0 0 6 138 809 Hourly Total 0 2429 582 0 41 3011 0 0 0 0 17 0 0 0 0 0 33 0 133 479 0 0 33 612 3623 Grand Total 0 16398 3343 0 302 19741 0 0 0 0 110 0 0 0 1 0 174 1 906 2558 0 0 153 3464 23206 Approach % 0.0 83.1 16.9 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 100.0 0.0 - - 26.2 73.8 0.0 0.0 - - - Total % 0.0 70.7 14.4 0.0 - 85.1 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0 - 0.0 3.9 11.0 0.0 0.0 - 14.9 - Lights 0 15606 3290 0 - 18896 0 0 0 0 - 0 0 0 0 0 - 0 878 2506 0 0 - 3384 22280 % Lights - 95.2 98.4 - - 95.7 ------0.0 - - 0.0 96.9 98.0 - - - 97.7 96.0 Mediums 0 653 47 0 - 700 0 0 0 0 - 0 0 0 0 0 - 0 24 43 0 0 - 67 767 % Mediums - 4.0 1.4 - - 3.5 ------0.0 - - 0.0 2.6 1.7 - - - 1.9 3.3 Articulated Trucks 0 136 3 0 - 139 0 0 0 0 - 0 0 0 0 0 - 0 2 3 0 0 - 5 144

% Articulated - 0.0 - - 0.0 0.2 0.1 - - - 0.1 0.6 Trucks - 0.8 0.1 - - 0.7 ------Bicycles on Road 0 3 3 0 - 6 0 0 0 0 - 0 0 0 1 0 - 1 2 6 0 0 - 8 15

% Bicycles on - 100.0 - - 100.0 0.2 0.2 - - - 0.2 0.1 Road - 0.0 0.1 - - 0.0 ------

Bicycles on - - - 6 - - - - - 3 - - Crosswalk - - - - 3 - - - - - 2 - -

% Bicycles on - - - 3.4 - - - - - 2.0 - - Crosswalk - - - - 1.0 - - - - - 1.8 - - Pedestrians - - - - 299 - - - - - 108 - - - - - 168 - - - - - 150 - - % Pedestrians - - - - 99.0 - - - - - 98.2 - - - - - 96.6 - - - - - 98.0 - - Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 3

Queen Street [N] Out In Total 0 3384 3384 0 67 67 0 5 5 0 8 8 0 0 0 0 3464 3464

0 2506 878 0 0 0 43 24 0 0 0 3 2 0 0 0 6 2 0 0 0 0 0 0 153 0 2558 906 0 153 R T L U P R 0 0 0 0 0 0 0 0 0 0 0 0 U 17305 16484 Westbound Approach[E] 138 677 Out T 0 0 0 0 0 0 0 6 6 0 0 0 0 0 0 0 L 700 139 Total 18896 19741 In 10/17/2019 7:00 AM L 0 0 0 0 0 0 0 0 0 0 0 0 6 0 3 0 T In

700 139 653 136 Ending At

18896 19741 15606 16398 10/17/2019 6:00 PM

17305 16484 Total 138 677

Lights U 0 0 0 0 0 0 0 6 Main Street W [W] 0 0 0 0 0 0 3 3 0 R

47 Mediums Out 3290 3343 Articulated Trucks Bicycles on Road

Other 110 110 P 0 0 0 0 0 0 0 0 P 302 302

U L T R P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 174 0 0 0 1 174

5796 0 5796 90 0 90 6 0 6 9 1 10 0 0 0 5901 1 5902 Out In Total Northbound Approach [S] Turning Movement Data Plot Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 4

Turning Movement Peak Hour Data (8:00 AM) Main Street W Westbound Approach Northbound Approach Queen Street Eastbound Westbound Northbound Southbound Start Time App. App. Thru Right U-Turn Peds App. Left Thru Right U-Turn Peds App. Int. Total Left Thru Right U-Turn Peds Total Left Thru Right U-Turn Peds Total Left Total Total 8:00 AM 0 580 87 0 8 667 0 0 0 0 2 0 0 0 0 0 6 0 25 71 0 0 2 96 763 8:15 AM 0 631 104 0 14 735 0 0 0 0 7 0 0 0 0 0 6 0 35 73 0 0 1 108 843 8:30 AM 0 612 112 0 15 724 0 0 0 0 3 0 0 0 0 0 3 0 41 63 0 0 2 104 828 8:45 AM 0 653 92 0 10 745 0 0 0 0 5 0 0 0 0 0 6 0 39 53 0 0 2 92 837 Total 0 2476 395 0 47 2871 0 0 0 0 17 0 0 0 0 0 21 0 140 260 0 0 7 400 3271 Approach % 0.0 86.2 13.8 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 35.0 65.0 0.0 0.0 - - - Total % 0.0 75.7 12.1 0.0 - 87.8 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0 - 0.0 4.3 7.9 0.0 0.0 - 12.2 - PHF 0.000 0.948 0.882 0.000 - 0.963 0.000 0.000 0.000 0.000 - 0.000 0.000 0.000 0.000 0.000 - 0.000 0.854 0.890 0.000 0.000 - 0.926 0.970 Lights 0 2352 388 0 - 2740 0 0 0 0 - 0 0 0 0 0 - 0 136 249 0 0 - 385 3125 % Lights - 95.0 98.2 - - 95.4 ------97.1 95.8 - - - 96.3 95.5 Mediums 0 104 4 0 - 108 0 0 0 0 - 0 0 0 0 0 - 0 4 11 0 0 - 15 123 % Mediums - 4.2 1.0 - - 3.8 ------2.9 4.2 - - - 3.8 3.8 Articulated Trucks 0 19 3 0 - 22 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 22

% Articulated - - 0.0 0.7 Trucks - 0.8 0.8 - - 0.8 ------0.0 0.0 - Bicycles on Road 0 1 0 0 - 1 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 1

% Bicycles on 0.0 ------0.0 0.0 - - - 0.0 0.0 Road - 0.0 0.0 - -

Bicycles on - - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk - - - - 1

% Bicycles on - - - - - 0.0 - - - - - 0.0 - - - - - 0.0 - - Crosswalk - - - - 2.1 Pedestrians - - - - 46 - - - - - 17 - - - - - 21 - - - - - 7 - - % Pedestrians - - - - 97.9 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 5

Queen Street [N] Out In Total 0 385 385 0 15 15 0 0 0 0 0 0 0 0 0 0 400 400

0 249 136 0 0 0 11 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 260 140 0 7 R T L U P R 0 0 0 0 0 0 0 0 0 0 0 0 U Westbound Approach[E] 2616 2488 108 Out

Peak Hour Data 19 T 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 L 22 108 Total 2740 2871 In 10/17/2019 8:00 AM L 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 T In 22 19

108 104 Ending At 2740 2871 2352 2476 10/17/2019 9:00 AM

2616 2488 Total 108 19

Lights U 0 0 0 0 0 0 0 1 Main Street W [W] 0 0 0 0 0 0 4 3 0 0 R Mediums Out 388 395 Articulated Trucks Bicycles on Road

Other 17 17 P 0 0 0 0 0 0 0 0 P 47 47

U L T R P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21 0 0 0 0 21

637 0 637 15 0 15 3 0 3 0 0 0 0 0 0 655 0 655 Out In Total Northbound Approach [S] Turning Movement Peak Hour Data Plot (8:00 AM) Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 6

Turning Movement Peak Hour Data (12:30 PM) Main Street W Westbound Approach Northbound Approach Queen Street Eastbound Westbound Northbound Southbound Start Time App. App. Thru Right U-Turn Peds App. Left Thru Right U-Turn Peds App. Int. Total Left Thru Right U-Turn Peds Total Left Thru Right U-Turn Peds Total Left Total Total 12:30 PM 0 463 102 0 1 565 0 0 0 0 1 0 0 0 0 0 4 0 35 82 0 0 2 117 682 12:45 PM 0 491 97 0 15 588 0 0 0 0 2 0 0 0 0 0 8 0 30 74 0 0 8 104 692 1:00 PM 0 475 100 0 16 575 0 0 0 0 4 0 0 0 0 0 6 0 36 67 0 0 5 103 678 1:15 PM 0 470 85 0 5 555 0 0 0 0 2 0 0 0 0 0 2 0 29 86 0 0 2 115 670 Total 0 1899 384 0 37 2283 0 0 0 0 9 0 0 0 0 0 20 0 130 309 0 0 17 439 2722 Approach % 0.0 83.2 16.8 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 29.6 70.4 0.0 0.0 - - - Total % 0.0 69.8 14.1 0.0 - 83.9 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0 - 0.0 4.8 11.4 0.0 0.0 - 16.1 - PHF 0.000 0.967 0.941 0.000 - 0.971 0.000 0.000 0.000 0.000 - 0.000 0.000 0.000 0.000 0.000 - 0.000 0.903 0.898 0.000 0.000 - 0.938 0.983 Lights 0 1802 378 0 - 2180 0 0 0 0 - 0 0 0 0 0 - 0 125 303 0 0 - 428 2608 % Lights - 94.9 98.4 - - 95.5 ------96.2 98.1 - - - 97.5 95.8 Mediums 0 75 6 0 - 81 0 0 0 0 - 0 0 0 0 0 - 0 3 3 0 0 - 6 87 % Mediums - 3.9 1.6 - - 3.5 ------2.3 1.0 - - - 1.4 3.2 Articulated Trucks 0 21 0 0 - 21 0 0 0 0 - 0 0 0 0 0 - 0 0 1 0 0 - 1 22

% Articulated - - 0.2 0.8 Trucks - 1.1 0.0 - - 0.9 ------0.0 0.3 - Bicycles on Road 0 1 0 0 - 1 0 0 0 0 - 0 0 0 0 0 - 0 2 2 0 0 - 4 5

% Bicycles on 0.0 ------1.5 0.6 - - - 0.9 0.2 Road - 0.1 0.0 - -

Bicycles on - - - - - 1 - - - - - 1 - - - - - 0 - - Crosswalk - - - - 0

% Bicycles on - - - - - 11.1 - - - - - 5.0 - - - - - 0.0 - - Crosswalk - - - - 0.0 Pedestrians - - - - 37 - - - - - 8 - - - - - 19 - - - - - 17 - - % Pedestrians - - - - 100.0 - - - - - 88.9 - - - - - 95.0 - - - - - 100.0 - - Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 7

Queen Street [N] Out In Total 0 428 428 0 6 6 0 1 1 0 4 4 0 0 0 0 439 439

0 303 125 0 0 0 3 3 0 0 0 1 0 0 0 0 2 2 0 0 0 0 0 0 17 0 309 130 0 17 R T L U P R 0 0 0 0 0 0 0 0 0 0 0 0 U Westbound Approach[E] 2029 1927 Out

Peak Hour Data 21 78 T 0 0 0 0 0 0 0 3 1 0 0 0 0 0 0 0 L 81 21 Total 2180 2283 In 10/17/2019 12:30 PM L 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 T In 81 21 75 21 Ending At 2180 2283 1802 1899 10/17/2019 1:30 PM

2029 1927 Total 21 78

Lights U 0 0 0 0 0 0 0 3 Main Street W [W] 0 0 0 0 0 0 6 0 0 0 R Mediums Out 378 384 Articulated Trucks Bicycles on Road Other P 9 9 0 0 0 0 0 0 0 0 P 37 37

U L T R P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 20

681 0 681 9 0 9 1 0 1 2 0 2 0 0 0 693 0 693 Out In Total Northbound Approach [S] Turning Movement Peak Hour Data Plot (12:30 PM) Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 8

Turning Movement Peak Hour Data (4:30 PM) Main Street W Westbound Approach Northbound Approach Queen Street Eastbound Westbound Northbound Southbound Start Time App. App. Thru Right U-Turn Peds App. Left Thru Right U-Turn Peds App. Int. Total Left Thru Right U-Turn Peds Total Left Thru Right U-Turn Peds Total Left Total Total 4:30 PM 0 639 143 0 20 782 0 0 0 0 5 0 0 0 0 0 6 0 29 141 0 0 5 170 952 4:45 PM 0 562 159 0 8 721 0 0 0 0 6 0 0 0 1 0 13 1 31 120 0 0 4 151 873 5:00 PM 0 659 159 0 14 818 0 0 0 0 5 0 0 0 0 0 16 0 37 120 0 0 10 157 975 5:15 PM 0 618 149 0 9 767 0 0 0 0 3 0 0 0 0 0 4 0 32 132 0 0 10 164 931 Total 0 2478 610 0 51 3088 0 0 0 0 19 0 0 0 1 0 39 1 129 513 0 0 29 642 3731 Approach % 0.0 80.2 19.8 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 100.0 0.0 - - 20.1 79.9 0.0 0.0 - - - Total % 0.0 66.4 16.3 0.0 - 82.8 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0 - 0.0 3.5 13.7 0.0 0.0 - 17.2 - PHF 0.000 0.940 0.959 0.000 - 0.944 0.000 0.000 0.000 0.000 - 0.000 0.000 0.000 0.250 0.000 - 0.250 0.872 0.910 0.000 0.000 - 0.944 0.957 Lights 0 2395 604 0 - 2999 0 0 0 0 - 0 0 0 0 0 - 0 128 510 0 0 - 638 3637 % Lights - 96.7 99.0 - - 97.1 ------0.0 - - 0.0 99.2 99.4 - - - 99.4 97.5 Mediums 0 76 5 0 - 81 0 0 0 0 - 0 0 0 0 0 - 0 1 3 0 0 - 4 85 % Mediums - 3.1 0.8 - - 2.6 ------0.0 - - 0.0 0.8 0.6 - - - 0.6 2.3 Articulated Trucks 0 7 0 0 - 7 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 7

% Articulated - - 0.0 0.2 Trucks - 0.3 0.0 - - 0.2 ------0.0 - - 0.0 0.0 0.0 - Bicycles on Road 0 0 1 0 - 1 0 0 0 0 - 0 0 0 1 0 - 1 0 0 0 0 - 0 2

% Bicycles on 0.0 ------100.0 - - 100.0 0.0 0.0 - - - 0.0 0.1 Road - 0.0 0.2 - -

Bicycles on - - - - - 0 - - - - - 1 - - - - - 1 - - Crosswalk - - - - 2

% Bicycles on - - - - - 0.0 - - - - - 2.6 - - - - - 3.4 - - Crosswalk - - - - 3.9 Pedestrians - - - - 49 - - - - - 19 - - - - - 38 - - - - - 28 - - % Pedestrians - - - - 96.1 - - - - - 100.0 - - - - - 97.4 - - - - - 96.6 - - Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 9

Queen Street [N] Out In Total 0 638 638 0 4 4 0 0 0 0 0 0 0 0 0 0 642 642

0 510 128 0 0 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 29 0 513 129 0 29 R T L U P R 0 0 0 0 0 0 0 0 0 0 0 0 U Westbound Approach[E] 2608 2523 Out

Peak Hour Data 77 T 0 0 0 0 0 0 0 1 7 7 1 0 0 0 0 0 0 0 L 81 Total 2999 3088 In 10/17/2019 4:30 PM L 0 0 0 0 0 0 0 0 0 0 0 0 7 1 0 7 0 0 T In 81 76 Ending At 2999 3088 2395 2478 10/17/2019 5:30 PM

2608 2523 Total 77

Lights U 0 0 0 0 0 0 0 1 7 Main Street W [W] 0 0 0 0 0 0 5 0 1 0 R Mediums Out 604 610 Articulated Trucks Bicycles on Road

Other 19 19 P 0 0 0 0 0 0 0 0 P 51 51

U L T R P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 39 0 0 0 1 39

1114 0 1114 8 0 8 0 0 0 1 1 2 0 0 0 1123 1 1124 Out In Total Northbound Approach [S] Turning Movement Peak Hour Data Plot (4:30 PM) Paradigm Transportation Solutions Limited 5A-150 Pinebush Rd Count Name: Queen Street & Main Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 10/17/2019 519-896-3163 [email protected] Page No: 10

Paradigm Transportation Solutions Limited Count Name: Queen Street South & George 5A-150 Pinebush Rd Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 12/03/2019 519-896-3163 [email protected] Page No: 1

Turning Movement Data George Street George Street Northbound Approach Queen Street S Eastbound Westbound Northbound Southbound Start Time App. App. Thru Right U-Turn Peds App. Left Thru Right U-Turn Peds App. Int. Total Left Thru Right U-Turn Peds Total Left Thru Right U-Turn Peds Total Left Total Total 7:00 AM 0 0 3 0 6 3 0 0 0 0 3 0 0 0 0 0 2 0 1 25 1 0 1 27 30 7:15 AM 0 1 2 0 6 3 0 0 0 0 1 0 0 0 0 0 1 0 0 46 1 0 4 47 50 7:30 AM 0 0 5 0 14 5 0 0 0 0 1 0 0 0 0 0 2 0 0 64 1 0 4 65 70 7:45 AM 0 0 1 0 12 1 0 0 0 0 1 0 0 0 0 0 0 0 1 58 4 0 12 63 64 Hourly Total 0 1 11 0 38 12 0 0 0 0 6 0 0 0 0 0 5 0 2 193 7 0 21 202 214 8:00 AM 0 0 3 0 10 3 0 0 0 0 5 0 1 0 0 0 0 1 1 73 1 0 11 75 79 8:15 AM 0 0 2 0 13 2 0 0 0 0 4 0 1 0 0 0 2 1 0 80 3 0 4 83 86 8:30 AM 0 0 5 0 27 5 0 0 0 0 5 0 0 0 0 0 5 0 2 75 3 0 6 80 85 8:45 AM 0 0 5 0 13 5 0 0 0 0 1 0 0 0 0 0 3 0 0 101 1 0 6 102 107 Hourly Total 0 0 15 0 63 15 0 0 0 0 15 0 2 0 0 0 10 2 3 329 8 0 27 340 357 *** BREAK *** ------11:00 AM 0 1 2 0 6 3 0 1 0 0 4 1 0 0 0 0 4 0 1 69 2 0 6 72 76 11:15 AM 0 0 6 0 6 6 0 0 0 0 5 0 0 0 0 0 6 0 0 89 1 0 2 90 96 11:30 AM 0 0 4 0 8 4 0 0 0 0 0 0 0 0 0 0 2 0 0 90 1 0 6 91 95 11:45 AM 0 0 6 0 12 6 0 0 0 0 6 0 0 0 0 0 0 0 0 96 2 0 11 98 104 Hourly Total 0 1 18 0 32 19 0 1 0 0 15 1 0 0 0 0 12 0 1 344 6 0 25 351 371 12:00 PM 0 1 3 0 9 4 0 0 0 0 9 0 0 0 0 0 3 0 0 87 3 0 5 90 94 12:15 PM 0 0 5 0 3 5 1 0 0 0 5 1 0 0 0 0 2 0 2 86 3 0 10 91 97 12:30 PM 0 0 4 0 12 4 0 0 0 0 3 0 0 0 0 0 9 0 0 87 3 0 7 90 94 12:45 PM 0 0 6 0 4 6 0 0 0 0 3 0 0 0 0 0 5 0 0 88 5 0 3 93 99 Hourly Total 0 1 18 0 28 19 1 0 0 0 20 1 0 0 0 0 19 0 2 348 14 0 25 364 384 1:00 PM 0 0 6 0 8 6 0 0 0 0 5 0 0 0 0 0 3 0 1 87 4 0 9 92 98 1:15 PM 0 0 1 0 4 1 0 0 0 0 4 0 0 0 0 0 0 0 0 99 3 0 5 102 103 1:30 PM 0 0 2 0 13 2 0 0 0 0 0 0 0 0 0 0 0 0 0 87 3 0 3 90 92 1:45 PM 0 1 1 0 8 2 0 2 0 0 7 2 0 0 0 0 1 0 0 85 4 0 6 89 93 Hourly Total 0 1 10 0 33 11 0 2 0 0 16 2 0 0 0 0 4 0 1 358 14 0 23 373 386 *** BREAK *** ------3:00 PM 0 0 2 0 11 2 2 0 0 0 8 2 0 0 0 0 2 0 0 112 1 0 6 113 117 3:15 PM 0 0 2 0 25 2 0 0 0 0 3 0 0 0 0 0 6 0 0 100 7 0 8 107 109 3:30 PM 0 0 2 0 7 2 0 0 0 0 6 0 0 0 0 0 0 0 1 124 1 0 9 126 128 3:45 PM 0 0 6 0 15 6 0 0 0 0 5 0 0 0 0 0 1 0 1 119 3 0 6 123 129 Hourly Total 0 0 12 0 58 12 2 0 0 0 22 2 0 0 0 0 9 0 2 455 12 0 29 469 483 4:00 PM 0 0 4 0 12 4 1 0 0 0 2 1 0 0 0 0 5 0 1 145 2 0 8 148 153 4:15 PM 0 0 2 0 16 2 0 0 0 0 1 0 0 0 0 0 2 0 2 127 6 0 4 135 137 4:30 PM 0 0 7 0 10 7 2 0 0 0 2 2 0 0 0 0 0 0 0 155 7 0 6 162 171 4:45 PM 0 0 4 0 20 4 2 0 0 0 1 2 0 0 0 0 4 0 0 137 5 0 12 142 148 Hourly Total 0 0 17 0 58 17 5 0 0 0 6 5 0 0 0 0 11 0 3 564 20 0 30 587 609 5:00 PM 0 0 16 0 7 16 0 0 0 0 6 0 0 0 0 0 2 0 1 160 4 0 11 165 181 5:15 PM 0 1 8 0 9 9 2 0 0 0 3 2 0 0 0 0 4 0 1 140 4 0 5 145 156 5:30 PM 0 1 6 0 6 7 2 0 0 0 1 2 0 0 0 0 5 0 1 137 10 0 5 148 157 5:45 PM 0 1 10 0 6 11 1 0 0 0 4 1 0 0 0 0 5 0 0 152 6 0 1 158 170 Hourly Total 0 3 40 0 28 43 5 0 0 0 14 5 0 0 0 0 16 0 3 589 24 0 22 616 664 Grand Total 0 7 141 0 338 148 13 3 0 0 114 16 2 0 0 0 86 2 17 3180 105 0 202 3302 3468 Approach % 0.0 4.7 95.3 0.0 - - 81.3 18.8 0.0 0.0 - - 100.0 0.0 0.0 0.0 - - 0.5 96.3 3.2 0.0 - - - Total % 0.0 0.2 4.1 0.0 - 4.3 0.4 0.1 0.0 0.0 - 0.5 0.1 0.0 0.0 0.0 - 0.1 0.5 91.7 3.0 0.0 - 95.2 - Lights 0 6 132 0 - 138 12 2 0 0 - 14 0 0 0 0 - 0 16 3103 100 0 - 3219 3371 % Lights - 85.7 93.6 - - 93.2 92.3 66.7 - - - 87.5 0.0 - - - - 0.0 94.1 97.6 95.2 - - 97.5 97.2 Mediums 0 0 5 0 - 5 0 0 0 0 - 0 0 0 0 0 - 0 0 74 4 0 - 78 83 % Mediums - 0.0 3.5 - - 3.4 0.0 0.0 - - - 0.0 0.0 - - - - 0.0 0.0 2.3 3.8 - - 2.4 2.4 Articulated Trucks 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 3 0 0 - 3 3

% Articulated - - - - 0.0 0.0 0.1 0.0 - - 0.1 0.1 Trucks - 0.0 0.0 - - 0.0 0.0 0.0 - - - 0.0 0.0 Bicycles on Road 0 1 4 0 - 5 1 1 0 0 - 2 2 0 0 0 - 2 1 0 1 0 - 2 11

% Bicycles on - - - - 100.0 5.9 0.0 1.0 - - 0.1 0.3 Road - 14.3 2.8 - - 3.4 7.7 33.3 - - - 12.5 100.0

Bicycles on - - - 0 - - - - - 0 - - Crosswalk - - - - 3 - - - - - 1 - -

% Bicycles on - - - 0.0 - - - - - 0.0 - - Crosswalk - - - - 0.9 - - - - - 0.9 - - Pedestrians - - - - 335 - - - - - 113 - - - - - 86 - - - - - 202 - - % Pedestrians - - - - 99.1 - - - - - 99.1 - - - - - 100.0 - - - - - 100.0 - - Paradigm Transportation Solutions Limited Count Name: Queen Street South & George 5A-150 Pinebush Rd Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 12/03/2019 519-896-3163 [email protected] Page No: 3

Queen Street S [N] Out In Total 0 3219 3219 0 78 78 0 3 3 0 2 2 0 0 0 0 3302 3302

100 3103 16 0 0 4 74 0 0 0 0 3 0 0 0 1 0 1 0 0 0 0 0 0 202 105 3180 17 0 202 R T L U P R 0 0 0 0 0 0 0 0 0 0 0 0 U Out 24 22 T 3 0 1 0 0 2 0 2 0 0 9 0 9 0 0 0 0 0 0 0 L George Street[E] 240 258 Total 13 12 16 14 In 12/03/2019 7:00 AM L 0 1 0 0 0 2 0 0 5 0 5 0 6 0 0 1 0 7 T In

138 148 Ending At 12/03/2019 6:00 PM

Total 40 36

Lights U 0 0 0 0 0 0 0 4 0 0 George Street [W] 4 0 4 0 5 0 4 0 R Mediums Out 102 110 132 141 Articulated Trucks Bicycles on Road

Other 114 114 P 0 0 0 0 0 0 0 0 P 338 338

U L T R P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 86 0 2 0 0 86

3247 0 3247 79 0 79 3 0 3 5 2 7 0 0 0 3334 2 3336 Out In Total Northbound Approach [S] Turning Movement Data Plot Paradigm Transportation Solutions Limited Count Name: Queen Street South & George 5A-150 Pinebush Rd Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 12/03/2019 519-896-3163 [email protected] Page No: 4

Turning Movement Peak Hour Data (8:00 AM) George Street George Street Northbound Approach Queen Street S Eastbound Westbound Northbound Southbound Start Time App. App. Thru Right U-Turn Peds App. Left Thru Right U-Turn Peds App. Int. Total Left Thru Right U-Turn Peds Total Left Thru Right U-Turn Peds Total Left Total Total 8:00 AM 0 0 3 0 10 3 0 0 0 0 5 0 1 0 0 0 0 1 1 73 1 0 11 75 79 8:15 AM 0 0 2 0 13 2 0 0 0 0 4 0 1 0 0 0 2 1 0 80 3 0 4 83 86 8:30 AM 0 0 5 0 27 5 0 0 0 0 5 0 0 0 0 0 5 0 2 75 3 0 6 80 85 8:45 AM 0 0 5 0 13 5 0 0 0 0 1 0 0 0 0 0 3 0 0 101 1 0 6 102 107 Total 0 0 15 0 63 15 0 0 0 0 15 0 2 0 0 0 10 2 3 329 8 0 27 340 357 Approach % 0.0 0.0 100.0 0.0 - - 0.0 0.0 0.0 0.0 - - 100.0 0.0 0.0 0.0 - - 0.9 96.8 2.4 0.0 - - - Total % 0.0 0.0 4.2 0.0 - 4.2 0.0 0.0 0.0 0.0 - 0.0 0.6 0.0 0.0 0.0 - 0.6 0.8 92.2 2.2 0.0 - 95.2 - PHF 0.000 0.000 0.750 0.000 - 0.750 0.000 0.000 0.000 0.000 - 0.000 0.500 0.000 0.000 0.000 - 0.500 0.375 0.814 0.667 0.000 - 0.833 0.834 Lights 0 0 15 0 - 15 0 0 0 0 - 0 0 0 0 0 - 0 3 313 8 0 - 324 339 % Lights - - 100.0 - - 100.0 ------0.0 - - - - 0.0 100.0 95.1 100.0 - - 95.3 95.0 Mediums 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 15 0 0 - 15 15 % Mediums - - 0.0 - - 0.0 ------0.0 - - - - 0.0 0.0 4.6 0.0 - - 4.4 4.2 Articulated Trucks 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 1 0 0 - 1 1

% Articulated - - 0.3 0.3 Trucks - - 0.0 - - 0.0 ------0.0 - - - - 0.0 0.0 0.3 0.0 Bicycles on Road 0 0 0 0 - 0 0 0 0 0 - 0 2 0 0 0 - 2 0 0 0 0 - 0 2

% Bicycles on 0.0 ------100.0 - - - - 100.0 0.0 0.0 0.0 - - 0.0 0.6 Road - - 0.0 - -

Bicycles on - - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk - - - - 0

% Bicycles on - - - - - 0.0 - - - - - 0.0 - - - - - 0.0 - - Crosswalk - - - - 0.0 Pedestrians - - - - 63 - - - - - 15 - - - - - 10 - - - - - 27 - - % Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - Paradigm Transportation Solutions Limited Count Name: Queen Street South & George 5A-150 Pinebush Rd Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 12/03/2019 519-896-3163 [email protected] Page No: 5

Queen Street S [N] Out In Total 0 324 324 0 15 15 0 1 1 0 0 0 0 0 0 0 340 340

8 313 3 0 0 0 15 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 27 8 329 3 0 27 R T L U P R 0 0 0 0 0 0 0 0 0 0 0 0 U

Peak Hour Data Out T 0 0 0 0 0 0 3 0 0 0 0 3 0 0 2 0 0 0 0 0 0 0 L George Street[E] 23 25 Total In 12/03/2019 8:00 AM L 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 T In 15 15 Ending At 12/03/2019 9:00 AM

Total

Lights U 0 0 0 0 0 0 3 0 0 0 0 3 George Street [W] 8 0 0 2 0 0 0 0 0 R

10 15 15 Mediums Out Articulated Trucks Bicycles on Road

Other 15 15 P 0 0 0 0 0 0 0 0 P 63 63

U L T R P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 10 0 2 0 0 10

328 0 328 15 0 15 1 0 1 0 2 2 0 0 0 344 2 346 Out In Total Northbound Approach [S] Turning Movement Peak Hour Data Plot (8:00 AM) Paradigm Transportation Solutions Limited Count Name: Queen Street South & George 5A-150 Pinebush Rd Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 12/03/2019 519-896-3163 [email protected] Page No: 6

Turning Movement Peak Hour Data (12:30 PM) George Street George Street Northbound Approach Queen Street S Eastbound Westbound Northbound Southbound Start Time App. App. Thru Right U-Turn Peds App. Left Thru Right U-Turn Peds App. Int. Total Left Thru Right U-Turn Peds Total Left Thru Right U-Turn Peds Total Left Total Total 12:30 PM 0 0 4 0 12 4 0 0 0 0 3 0 0 0 0 0 9 0 0 87 3 0 7 90 94 12:45 PM 0 0 6 0 4 6 0 0 0 0 3 0 0 0 0 0 5 0 0 88 5 0 3 93 99 1:00 PM 0 0 6 0 8 6 0 0 0 0 5 0 0 0 0 0 3 0 1 87 4 0 9 92 98 1:15 PM 0 0 1 0 4 1 0 0 0 0 4 0 0 0 0 0 0 0 0 99 3 0 5 102 103 Total 0 0 17 0 28 17 0 0 0 0 15 0 0 0 0 0 17 0 1 361 15 0 24 377 394 Approach % 0.0 0.0 100.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.3 95.8 4.0 0.0 - - - Total % 0.0 0.0 4.3 0.0 - 4.3 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0 - 0.0 0.3 91.6 3.8 0.0 - 95.7 - PHF 0.000 0.000 0.708 0.000 - 0.708 0.000 0.000 0.000 0.000 - 0.000 0.000 0.000 0.000 0.000 - 0.000 0.250 0.912 0.750 0.000 - 0.924 0.956 Lights 0 0 17 0 - 17 0 0 0 0 - 0 0 0 0 0 - 0 1 352 15 0 - 368 385 % Lights - - 100.0 - - 100.0 ------100.0 97.5 100.0 - - 97.6 97.7 Mediums 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 8 0 0 - 8 8 % Mediums - - 0.0 - - 0.0 ------0.0 2.2 0.0 - - 2.1 2.0 Articulated Trucks 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 1 0 0 - 1 1

% Articulated - - 0.3 0.3 Trucks - - 0.0 - - 0.0 ------0.0 0.3 0.0 Bicycles on Road 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0

% Bicycles on 0.0 ------0.0 0.0 0.0 - - 0.0 0.0 Road - - 0.0 - -

Bicycles on - - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk - - - - 1

% Bicycles on - - - - - 0.0 - - - - - 0.0 - - - - - 0.0 - - Crosswalk - - - - 3.6 Pedestrians - - - - 27 - - - - - 15 - - - - - 17 - - - - - 24 - - % Pedestrians - - - - 96.4 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - Paradigm Transportation Solutions Limited Count Name: Queen Street South & George 5A-150 Pinebush Rd Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 12/03/2019 519-896-3163 [email protected] Page No: 7

Queen Street S [N] Out In Total 0 368 368 0 8 8 0 1 1 0 0 0 0 0 0 0 377 377

15 352 1 0 0 0 8 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 24 15 361 1 0 24 R T L U P R 0 0 0 0 0 0 0 0 0 0 0 0 U

Peak Hour Data Out T 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 L George Street[E] 32 32 Total In 12/03/2019 12:30 PM L 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 T In 17 17 Ending At 12/03/2019 1:30 PM

Total

Lights U 0 0 0 0 0 0 1 0 0 0 0 1 George Street [W] 0 0 0 0 0 0 0 0 R

15 15 17 17 Mediums Out Articulated Trucks Bicycles on Road

Other 15 15 P 0 0 0 0 0 0 0 0 P 28 28

U L T R P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17 0 0 0 0 17

369 0 369 8 0 8 1 0 1 0 0 0 0 0 0 378 0 378 Out In Total Northbound Approach [S] Turning Movement Peak Hour Data Plot (12:30 PM) Paradigm Transportation Solutions Limited Count Name: Queen Street South & George 5A-150 Pinebush Rd Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 12/03/2019 519-896-3163 [email protected] Page No: 8

Turning Movement Peak Hour Data (5:00 PM) George Street George Street Northbound Approach Queen Street S Eastbound Westbound Northbound Southbound Start Time App. App. Thru Right U-Turn Peds App. Left Thru Right U-Turn Peds App. Int. Total Left Thru Right U-Turn Peds Total Left Thru Right U-Turn Peds Total Left Total Total 5:00 PM 0 0 16 0 7 16 0 0 0 0 6 0 0 0 0 0 2 0 1 160 4 0 11 165 181 5:15 PM 0 1 8 0 9 9 2 0 0 0 3 2 0 0 0 0 4 0 1 140 4 0 5 145 156 5:30 PM 0 1 6 0 6 7 2 0 0 0 1 2 0 0 0 0 5 0 1 137 10 0 5 148 157 5:45 PM 0 1 10 0 6 11 1 0 0 0 4 1 0 0 0 0 5 0 0 152 6 0 1 158 170 Total 0 3 40 0 28 43 5 0 0 0 14 5 0 0 0 0 16 0 3 589 24 0 22 616 664 Approach % 0.0 7.0 93.0 0.0 - - 100.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 - - 0.5 95.6 3.9 0.0 - - - Total % 0.0 0.5 6.0 0.0 - 6.5 0.8 0.0 0.0 0.0 - 0.8 0.0 0.0 0.0 0.0 - 0.0 0.5 88.7 3.6 0.0 - 92.8 - PHF 0.000 0.750 0.625 0.000 - 0.672 0.625 0.000 0.000 0.000 - 0.625 0.000 0.000 0.000 0.000 - 0.000 0.750 0.920 0.600 0.000 - 0.933 0.917 Lights 0 2 37 0 - 39 5 0 0 0 - 5 0 0 0 0 - 0 3 583 23 0 - 609 653 % Lights - 66.7 92.5 - - 90.7 100.0 - - - - 100.0 ------100.0 99.0 95.8 - - 98.9 98.3 Mediums 0 0 1 0 - 1 0 0 0 0 - 0 0 0 0 0 - 0 0 6 1 0 - 7 8 % Mediums - 0.0 2.5 - - 2.3 0.0 - - - - 0.0 ------0.0 1.0 4.2 - - 1.1 1.2 Articulated Trucks 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 0

% Articulated - - 0.0 0.0 Trucks - 0.0 0.0 - - 0.0 0.0 - - - - 0.0 ------0.0 0.0 0.0 Bicycles on Road 0 1 2 0 - 3 0 0 0 0 - 0 0 0 0 0 - 0 0 0 0 0 - 0 3

% Bicycles on 7.0 0.0 - - - - 0.0 ------0.0 0.0 0.0 - - 0.0 0.5 Road - 33.3 5.0 - -

Bicycles on - - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk - - - - 0

% Bicycles on - - - - - 0.0 - - - - - 0.0 - - - - - 0.0 - - Crosswalk - - - - 0.0 Pedestrians - - - - 28 - - - - - 14 - - - - - 16 - - - - - 22 - - % Pedestrians - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - - - - 100.0 - - Paradigm Transportation Solutions Limited Count Name: Queen Street South & George 5A-150 Pinebush Rd Street Site Code: Cambridge, Ontario, Canada N1R 8J8 Start Date: 12/03/2019 519-896-3163 [email protected] Page No: 9

Queen Street S [N] Out In Total 0 609 609 0 7 7 0 0 0 0 0 0 0 0 0 0 616 616

23 583 3 0 0 1 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22 24 589 3 0 22 R T L U P R 0 0 0 0 0 0 0 0 0 0 0 0 U

Peak Hour Data Out T 0 0 0 0 0 0 6 0 1 0 0 5 2 0 3 0 0 0 0 0 0 0 L George Street[E] 62 67 Total In 12/03/2019 5:00 PM L 5 0 0 0 0 5 5 0 0 0 0 5 1 0 3 0 2 0 0 1 0 3 T In 39 43 Ending At 12/03/2019 6:00 PM

Total 11 10

Lights U 0 0 0 0 0 0 0 1 0 0 George Street [W] 1 0 0 0 1 0 2 0 R

23 24 37 40 Mediums Out Articulated Trucks Bicycles on Road

Other 14 14 P 0 0 0 0 0 0 0 0 P 28 28

U L T R P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 0 0 0 0 16

625 0 625 7 0 7 0 0 0 2 0 2 0 0 0 634 0 634 Out In Total Northbound Approach [S] Turning Movement Peak Hour Data Plot (5:00 PM)

115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Appendix B ITE 10th Edition Trip Generation Graphs

Paradigm Transportation Solutions Limited | Appendices

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115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Appendix C Detailed Site-Generated Trip Assignments

Paradigm Transportation Solutions Limited | Appendices

AM Peak Hour PM Peak Hour St N St N 6 22 28 10 Queen Queen Queen King St King St 6 W 28 W 30 2 2914 14 9 30 22 10 8 52 42 19 Queen Queen St S Queen St S 8 42

00 00 George George St 52 St 0 8 52 42

Site Site 8 52Acce ss 42 19 Acce ss 26 78 27 46 25 72 30 17 26 17 27 30 5 9 17 22

3 3 988 5 Main St Main St W 14 W 22 17 14 22 22 Queen Queen St S Queen St S

Peak Hour Site-Generated Residential Trip Assignment 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure D.1 AM Peak Hour PM Peak Hour 0 1 St N St N 1 2 Queen Queen Queen King St 0 King St 1 0 2 W 0 W 1 0 011 1 1 0 1 1 1 2 1 3 Queen Queen St S Queen St S 1 0 3

00 000 George George 0 1 0 0 St St 1 0 1 3

Site Site 2 1 3 12Acce ss Acce ss 1 2 3 5 26 3 1 1 3 3 3 1 1 0 2

0 0 011 1 Main St Main St 1 2 W W 1 2 1 2 Queen Queen St S Queen St S

Peak Hour Site-Generated Retail Trip Assignment 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure D.2 AM Peak Hour PM Peak Hour 0 0 St N St N 0 0 Queen Queen Queen King St King St W W 0000 0 0 0 0 Queen Queen St S Queen St S

00 00 George George St St 0 0 0 0

Site Site 1 Acce ss -1 1 Acce ss 0 1 2 02 1 -1 0 0 0 0

0000 Main St Main St W W 0 0 0 0 Queen Queen St S Queen St S

Peak Hour Site-Generated Retail Pass-by Trip Assignment 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure D.3 AM Peak Hour PM Peak Hour 0 St N St N -1 0 -1 Queen Queen Queen 0 King St 0 King St 0 0 0 00W -1 W -1 0 0-1-1 -1 0 -1 -1 -1 -1 -2 0 -2 Queen Queen St S Queen St S 0 0 0 -2

00 0 0 0 0 George 0 George 0 0 0 St -1 St -2 -1 -2 0 -2

Site Site 0 0 0 -1Acce ss -2 -2 Acce ss 0 -1 -2 -4 -1 -4 0 0 -2 -1 -1 -2 0 -2 0 0 0 -2

0 0 0-1-1 0 Main St 0 Main St 0 0 0 W 00-1 W -1 -1 -1 0 -2 Queen Queen St S Queen St S

Peak Hour Site-Generated NCHRP Trip Reduction 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure D.4 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Appendix D Other Area Development Trip Assignments

Paradigm Transportation Solutions Limited | Appendices

AM Peak Hour PM Peak Hour 0 0 St N St N 0 0 Queen Queen Queen 0 King St 0 King St 0 0 0 0 00W W 12 2 200 0 0 0 0 12 0 2 12 0 Queen Queen St S Queen St S 0 2 0 0

00 0 0 0 0 George 0 George 0 0 0 0 St 12 St 0 2 12 0

Site Site 2 0 0 0 00Acce ss Acce ss 0 0 0 0 00 0 0 0 12 0 2 12 0 2 0 0 0

18 0 52 18 0 49 Main St 0 Main St 0 7 49 W 1812 52 W 18 20 64 18 56 Queen Queen St S Queen St S

235 Main Street West Peak Hour Traffic Forecasts 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure E.1 AM Peak Hour PM Peak Hour St N St N 5 29 15 87 Queen Queen Queen 5 King St 15 King St 0 5 0 00W 15 W 24 10 15 72 8 23 24 24 72 72 15 48 23 144 Queen Queen St S Queen St S 0 0 15 23

00 0 0 0 0 George 0 George 0 0 0 48 St St 144 15 48 23 144

Site Site 0 0 15 00Acce ss 23 Acce ss 0 0 0 0 00 0 0 48 144 15 48 23 144 5 5 10 18

36 36 5108108 5 Main St 0 Main St 0 0 0 W 0012 W 36 10 12 18 36 Queen Queen St S Queen St S

354 King Street West Peak Hour Traffic Forecasts 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure E.2 AM Peak Hour PM Peak Hour 5 5 St N St N 10 31 Queen Queen Queen 0 King St 0 King St 0 0 31 10 00W W 19 6 61018 18 5 5 19 10 16 24 49 15 Queen Queen St S Queen St S 0 0 49 32

00 0 0 0 0 George 0 George 0 0 8 0 0 St St 8 0 49 32

Site Site 0 0 49 00Acce ss 32 Acce ss 0 0 0 0 00 4 0 0 0 4 0 49 32 6 32 17 26

4 4 17 10 10 6 Main St 0 Main St 0 4 0 0 W 00W 10 4 32 26 10 Queen Queen St S Queen St S

15 Queen Street South Peak Hour Traffic Forecasts 115 George Street, Hamilton | TIS, PJ and TDM 190675 Figure E.3

115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Appendix E Background Traffic Operations Reports

Paradigm Transportation Solutions Limited | Appendices

Lanes, Volumes, Timings 2029 Background AM Lanes, Volumes, Timings 2029 Background AM 1: Queen St S & Main St W 115 George St TIA PS TDM 1: Queen St S & Main St W 115 George St TIA PS TDM

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Detector Phase 2 2 2 8 7 4 Traffic Volume (vph) 140 2376 413 00005411811623040 Switch Phase Future Volume (vph) 140 2376 413 00005411811623040 Minimum Initial (s) 10.0 10.0 10.0 5.0 5.0 10.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Minimum Split (s) 25.5 25.5 25.5 31.5 8.0 25.5 Lane Util. Factor 0.86 0.86 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Total Split (s) 63.0 63.0 63.0 46.0 11.0 57.0 Ped Bike Factor 1.00 0.95 0.99 Total Split (%) 52.5% 52.5% 52.5% 38.3% 9.2% 47.5% Frt 0.850 0.966 Maximum Green (s) 58.5 58.5 58.5 41.5 8.0 52.5 Flt Protected 0.997 0.950 Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Satd. Flow (prot) 0 6223 1583 00001754 0 1752 3471 0 All-Red Time (s) 1.5 1.5 1.5 1.5 0.0 1.5 Flt Permitted 0.997 0.090 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Satd. Flow (perm) 0 6216 1508 00001754 0 166 3471 0 Total Lost Time (s) 4.5 4.5 4.5 3.0 4.5 Right Turn on Red Yes Yes Yes Yes Lead/Lag Lag Lead Satd. Flow (RTOR) 310 14 Lead-Lag Optimize? Yes Yes Link Speed (k/h) 50 50 50 50 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Link Distance (m) 168.4 167.1 137.5 92.0 Recall Mode C-Max C-Max C-Max None None None Travel Time (s) 12.1 12.0 9.9 6.6 Walk Time (s) 7.0 7.0 7.0 7.0 7.0 Confl. Peds. (#/hr) 7 21 21 7 47 17 17 47 Flash Dont Walk (s) 14.0 14.0 14.0 20.0 14.0 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 Pedestrian Calls (#/hr) 0 0 0 0 0 Heavy Vehicles (%) 0% 5% 2% 0% 0% 0% 0% 4% 3% 3% 4% 0% Act Effct Green (s) 58.5 58.5 41.5 54.0 52.5 Adj. Flow (vph) 152 2583 449 00005881971763300 Actuated g/C Ratio 0.49 0.49 0.35 0.45 0.44 Shared Lane Traffic (%) v/c Ratio 0.90 0.50 1.28 0.98 0.22 Lane Group Flow (vph) 0 2735 449 000078501763300 Control Delay 33.4 8.0 170.4 88.7 21.5 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 33.4 8.0 170.4 88.7 21.5 Median Width(m) 0.0 0.0 3.6 3.6 LOS C A F F C Link Offset(m) 0.0 0.0 0.0 0.0 Approach Delay 29.8 170.4 44.8 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Approach LOS C F D Two way Left Turn Lane Queue Length 50th (m) 175.1 18.9 ~245.1 27.2 26.2 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 95th (m) 193.1 46.4 #322.8 #74.4 36.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Internal Link Dist (m) 144.4 143.1 113.5 68.0 Number of Detectors 1 2 1 2 1 2 Turn Bay Length (m) Detector Template Left Thru Right Thru Left Thru Base Capacity (vph) 3030 894 615 180 1518 Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 Starvation Cap Reductn 0 0 0 0 0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 Spillback Cap Reductn 0 0 0 0 0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 Storage Cap Reductn 0 0 0 0 0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 Reduced v/c Ratio 0.90 0.50 1.28 0.98 0.22 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Summary Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Area Type: Other Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Length: 120 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Actuated Cycle Length: 120 Detector 2 Position(m) 9.4 9.4 9.4 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:, Start of Green Detector 2 Size(m) 0.6 0.6 0.6 Natural Cycle: 120 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Control Type: Actuated-Coordinated Detector 2 Channel Maximum v/c Ratio: 1.28 Detector 2 Extend (s) 0.0 0.0 0.0 Intersection Signal Delay: 56.2 Intersection LOS: E Turn Type Perm NA Perm NA pm+pt NA Intersection Capacity Utilization 97.9% ICU Level of Service F Protected Phases 2 8 7 4 Analysis Period (min) 15 Permitted Phases 2 2 4 ~ Volume exceeds capacity, queue is theoretically infinite.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 1 PTSL (JJ) Page 2 Lanes, Volumes, Timings 2029 Background AM HCM Signalized Intersection Capacity Analysis 2029 Background AM 1: Queen St S & Main St W 115 George St TIA PS TDM 1: Queen St S & Main St W 115 George St TIA PS TDM Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Splits and Phases: 1: Queen St S & Main St W Traffic Volume (vph) 140 2376 413 00005411811623040 Future Volume (vph) 140 2376 413 00005411811623040 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 3.0 4.5 Lane Util. Factor 0.86 1.00 1.00 1.00 0.95 Frpb, ped/bikes 1.00 0.95 0.99 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.97 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 6217 1508 1754 1752 3471 Flt Permitted 1.00 1.00 1.00 0.09 1.00 Satd. Flow (perm) 6217 1508 1754 166 3471 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) 152 2583 449 00005881971763300 RTOR Reduction (vph) 0 0 159 000090000 Lane Group Flow (vph) 0 2735 290 000077601763300 Confl. Peds. (#/hr) 7 21 21 7 47 17 17 47 Heavy Vehicles (%) 0% 5% 2% 0% 0% 0% 0% 4% 3% 3% 4% 0% Turn Type Perm NA Perm NA pm+pt NA Protected Phases 2 8 7 4 Permitted Phases 2 2 4 Actuated Green, G (s) 58.5 58.5 41.5 52.5 52.5 Effective Green, g (s) 58.5 58.5 41.5 52.5 52.5 Actuated g/C Ratio 0.49 0.49 0.35 0.44 0.44 Clearance Time (s) 4.5 4.5 4.5 3.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3030 735 606 178 1518 v/s Ratio Prot c0.44 c0.07 0.10 v/s Ratio Perm 0.44 0.19 0.37 v/c Ratio 0.90 0.39 1.28 0.99 0.22 Uniform Delay, d1 28.1 19.5 39.2 30.3 21.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.9 1.6 138.5 63.5 0.1 Delay (s) 33.1 21.1 177.7 93.8 21.1 Level of Service C C F F C Approach Delay (s) 31.4 0.0 177.7 46.4 Approach LOS C A F D Intersection Summary HCM 2000 Control Delay 58.8 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.05 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 97.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 3 PTSL (JJ) Page 4 Lanes, Volumes, Timings 2029 Background AM HCM Unsignalized Intersection Capacity Analysis 2029 Background AM 5: Queen St S & George St 115 George St TIA PS TDM 5: Queen St S & George St 115 George St TIA PS TDM

Lane Group EBL EBR NBL NBT SBT SBR Movement EBL EBR NBL NBT SBT SBR Lane Configurations Lane Configurations Traffic Volume (vph) 5 10 5 676 358 8 Traffic Volume (veh/h) 5 10 5 676 358 8 Future Volume (vph) 5 10 5 676 358 8 Future Volume (Veh/h) 5 10 5 676 358 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Sign Control Stop Free Free Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Grade 0% 0% 0% Frt 0.907 0.997 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Flt Protected 0.985 Hourly flow rate (vph) 5 11 5 735 389 9 Satd. Flow (prot) 1664 0 0 1863 3529 0 Pedestrians Flt Permitted 0.985 Lane Width (m) Satd. Flow (perm) 1664 0 0 1863 3529 0 Walking Speed (m/s) Link Speed (k/h) 50 50 50 Percent Blockage Link Distance (m) 129.4 92.0 109.3 Right turn flare (veh) Travel Time (s) 9.3 6.6 7.9 Median type None None Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Median storage veh) Adj. Flow (vph) 5 11 5 735 389 9 Upstream signal (m) 92 109 Shared Lane Traffic (%) pX, platoon unblocked 0.66 Lane Group Flow (vph) 16 0 0 740 398 0 vC, conflicting volume 1138 199 398 Enter Blocked Intersection No No No No No No vC1, stage 1 conf vol Lane Alignment Left Right Left Left Left Right vC2, stage 2 conf vol Median Width(m) 3.6 0.0 0.0 vCu, unblocked vol 953 199 398 Link Offset(m) 0.0 0.0 0.0 tC, single (s) 6.8 6.9 4.1 Crosswalk Width(m) 4.8 4.8 4.8 tC, 2 stage (s) Two way Left Turn Lane tF (s) 3.5 3.3 2.2 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 p0 queue free % 97 99 100 Turning Speed (k/h) 25 15 25 15 cM capacity (veh/h) 169 809 1157 Sign Control Stop Free Free Direction, Lane # EB 1 NB 1 SB 1 SB 2 Intersection Summary Volume Total 16 740 259 139 Area Type: Other Volume Left 5500 Control Type: Unsignalized Volume Right 11 0 0 9 Intersection Capacity Utilization 49.6% ICU Level of Service A cSH 371 1157 1700 1700 Analysis Period (min) 15 Volume to Capacity 0.04 0.00 0.15 0.08 Queue Length 95th (m) 1.1 0.1 0.0 0.0 Control Delay (s) 15.1 0.1 0.0 0.0 Lane LOS C A Approach Delay (s) 15.1 0.1 0.0 Approach LOS C Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 49.6% ICU Level of Service A Analysis Period (min) 15

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 5 PTSL (JJ) Page 6 Lanes, Volumes, Timings 2029 Background AM Lanes, Volumes, Timings 2029 Background AM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 Traffic Volume (vph) 0 0 0 90 1863 55 408 284 0 0 243 315 Minimum Split (s) 32.3 32.3 9.5 23.5 28.3 Future Volume (vph) 0 0 0 90 1863 55 408 284 0 0 243 315 Total Split (s) 35.0 35.0 14.0 45.0 31.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Split (%) 43.8% 43.8% 17.5% 56.3% 38.8% Lane Util. Factor 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 0.95 0.95 Maximum Green (s) 29.7 29.7 12.0 39.5 25.7 Frt 0.996 0.915 Yellow Time (s) 3.3 3.3 2.0 3.5 3.3 Flt Protected 0.998 0.971 All-Red Time (s) 2.0 2.0 0.0 2.0 2.0 Satd. Flow (prot) 00004741 0 0 1809 0 0 2831 0 Lost Time Adjust (s) 0.0 0.0 0.0 Flt Permitted 0.998 0.466 Total Lost Time (s) 5.3 5.5 5.3 Satd. Flow (perm) 00004741 0 0 868 0 0 2831 0 Lead/Lag Lead Lag Right Turn on Red Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Satd. Flow (RTOR) 6 43 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Link Speed (k/h) 50 50 50 50 Recall Mode None None None C-Max C-Max Link Distance (m) 136.9 94.0 109.3 90.1 Walk Time (s) 7.0 7.0 7.0 7.0 Travel Time (s) 9.9 6.8 7.9 6.5 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 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 Pedestrian Calls (#/hr) 0 0 0 0 Heavy Vehicles (%) 0% 0% 0% 8% 9% 2% 2% 2% 0% 0% 15% 18% Act Effct Green (s) 29.7 39.5 39.7 Adj. Flow (vph) 0 0 0 98 2025 60 443 309 0 0 264 342 Actuated g/C Ratio 0.37 0.49 0.50 Shared Lane Traffic (%) v/c Ratio 1.24 1.76 0.42 Lane Group Flow (vph) 00002183 0 0 752 0 0 606 0 Control Delay 137.9 371.4 13.0 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 137.9 371.4 13.0 Median Width(m) 0.0 0.0 0.0 0.0 LOS F F B Link Offset(m) 0.0 0.0 0.0 0.0 Approach Delay 137.9 371.4 13.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Approach LOS F F B Two way Left Turn Lane Queue Length 50th (m) ~162.1 ~181.8 28.3 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 95th (m) #193.4 #184.7 41.1 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Internal Link Dist (m) 112.9 70.0 85.3 66.1 Number of Detectors 1 2 1 2 2 Turn Bay Length (m) Detector Template Left Thru Left Thru Thru Base Capacity (vph) 1763 428 1426 Leading Detector (m) 2.0 10.0 2.0 10.0 10.0 Starvation Cap Reductn 0 0 0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 Spillback Cap Reductn 0 0 0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 Storage Cap Reductn 0 0 0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 0.6 Reduced v/c Ratio 1.24 1.76 0.42 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Summary Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 Area Type: Other Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 Cycle Length: 80 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 Actuated Cycle Length: 80 Detector 2 Position(m) 9.4 9.4 9.4 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Detector 2 Size(m) 0.6 0.6 0.6 Natural Cycle: 80 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Control Type: Actuated-Coordinated Detector 2 Channel Maximum v/c Ratio: 1.76 Detector 2 Extend (s) 0.0 0.0 0.0 Intersection Signal Delay: 166.1 Intersection LOS: F Turn Type Perm NA pm+pt NA NA Intersection Capacity Utilization 106.8% ICU Level of Service G Protected Phases 8 5 2 6 Analysis Period (min) 15 Permitted Phases 8 2 ~ Volume exceeds capacity, queue is theoretically infinite. Detector Phase 8 8 5 2 6 Queue shown is maximum after two cycles. Switch Phase # 95th percentile volume exceeds capacity, queue may be longer.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 7 PTSL (JJ) Page 8 Lanes, Volumes, Timings 2029 Background AM HCM Signalized Intersection Capacity Analysis 2029 Background AM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM Queue shown is maximum after two cycles.

Splits and Phases: 12: Queen St S/Queen St N & King St W Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 0 0 90 1863 55 408 284 0 0 243 315 Future Volume (vph) 0 0 0 90 1863 55 408 284 0 0 243 315 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.3 5.5 5.3 Lane Util. Factor 0.91 1.00 0.95 Frt 1.00 1.00 0.92 Flt Protected 1.00 0.97 1.00 Satd. Flow (prot) 4739 1809 2832 Flt Permitted 1.00 0.47 1.00 Satd. Flow (perm) 4739 868 2832 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 0 0 98 2025 60 443 309 0 0 264 342 RTOR Reduction (vph) 0000400000220 Lane Group Flow (vph) 00002179 0 0 752 0 0 584 0 Heavy Vehicles (%) 0% 0% 0% 8% 9% 2% 2% 2% 0% 0% 15% 18% Turn Type Perm NA pm+pt NA NA Protected Phases 8 5 2 6 Permitted Phases 8 2 Actuated Green, G (s) 29.7 39.5 39.7 Effective Green, g (s) 29.7 39.5 39.7 Actuated g/C Ratio 0.37 0.49 0.50 Clearance Time (s) 5.3 5.5 5.3 Vehicle Extension (s) 3.0 3.0 3.0 Lane Grp Cap (vph) 1759 428 1405 v/s Ratio Prot 0.21 v/s Ratio Perm 0.46 c0.87 v/c Ratio 1.24 1.76 0.42 Uniform Delay, d1 25.1 20.2 12.8 Progression Factor 1.00 1.00 1.00 Incremental Delay, d2 112.6 350.2 0.9 Delay (s) 137.7 370.4 13.7 Level of Service F F B Approach Delay (s) 0.0 137.7 370.4 13.7 Approach LOS A F F B Intersection Summary HCM 2000 Control Delay 165.9 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.57 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.6 Intersection Capacity Utilization 106.8% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 9 PTSL (JJ) Page 10 Lanes, Volumes, Timings 2029 Background PM Lanes, Volumes, Timings 2029 Background PM 1: Queen Street South/Queen St S & Main Street West 155 George St TIA PS TDM 1: Queen Street South/Queen St S & Main Street West 155 George St TIA PS TDM

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Detector Phase 2 2 2 8 7 4 Traffic Volume (vph) 218 2378 628 00003131891405570 Switch Phase Future Volume (vph) 218 2378 628 00003131891405570 Minimum Initial (s) 10.0 10.0 10.0 5.0 5.0 10.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Minimum Split (s) 25.5 25.5 25.5 31.5 8.0 25.5 Lane Util. Factor 0.86 0.86 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Total Split (s) 48.0 48.0 48.0 34.0 8.0 42.0 Ped Bike Factor 0.99 0.90 0.99 1.00 Total Split (%) 53.3% 53.3% 53.3% 37.8% 8.9% 46.7% Frt 0.850 0.949 Maximum Green (s) 43.5 43.5 43.5 29.5 5.0 37.5 Flt Protected 0.996 0.950 Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Satd. Flow (prot) 0 6336 1599 00001765 0 1787 1881 0 All-Red Time (s) 1.5 1.5 1.5 1.5 0.0 1.5 Flt Permitted 0.996 0.126 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Satd. Flow (perm) 0 6303 1436 00001765 0 236 1881 0 Total Lost Time (s) 4.5 4.5 4.5 3.0 4.5 Right Turn on Red Yes Yes Yes Yes Lead/Lag Lag Lead Satd. Flow (RTOR) 116 17 Lead-Lag Optimize? Yes Yes Link Speed (k/h) 50 50 50 50 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Link Distance (m) 168.4 167.1 132.2 89.3 Recall Mode C-Max C-Max C-Max None None None Travel Time (s) 12.1 12.0 9.5 6.4 Walk Time (s) 7.0 7.0 7.0 7.0 7.0 Confl. Peds. (#/hr) 29 39 39 29 51 19 19 51 Flash Dont Walk (s) 14.0 14.0 14.0 20.0 14.0 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 Pedestrian Calls (#/hr) 0 0 0 0 0 Heavy Vehicles (%) 0% 3% 1% 0% 0% 0% 0% 1% 1% 1% 1% 0% Act Effct Green (s) 44.2 44.2 28.8 38.3 36.8 Adj. Flow (vph) 237 2585 683 00003402051526050 Actuated g/C Ratio 0.49 0.49 0.32 0.43 0.41 Shared Lane Traffic (%) v/c Ratio 0.91 0.89 0.95 0.82 0.79 Lane Group Flow (vph) 0 2822 683 000054501526050 Control Delay 27.1 34.1 56.8 51.9 34.2 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 27.1 34.1 56.8 51.9 34.2 Median Width(m) 0.0 0.0 3.6 3.6 LOS C C E D C Link Offset(m) 0.0 0.0 0.0 0.0 Approach Delay 28.5 56.8 37.7 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Approach LOS C E D Two way Left Turn Lane Queue Length 50th (m) 133.7 94.5 92.1 18.2 92.0 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 95th (m) 153.5 #173.7 #157.1 m#35.4 m120.5 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Internal Link Dist (m) 144.4 143.1 108.2 65.3 Number of Detectors 1 2 1 2 1 2 Turn Bay Length (m) Detector Template Left Thru Right Thru Left Thru Base Capacity (vph) 3095 764 589 186 783 Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 Starvation Cap Reductn 0 0 0 0 0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 Spillback Cap Reductn 0 0 0 0 0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 Storage Cap Reductn 0 0 0 0 0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 Reduced v/c Ratio 0.91 0.89 0.93 0.82 0.77 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Summary Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Area Type: Other Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Length: 90 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Actuated Cycle Length: 90 Detector 2 Position(m) 9.4 9.4 9.4 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:, Start of Green Detector 2 Size(m) 0.6 0.6 0.6 Natural Cycle: 90 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Control Type: Actuated-Coordinated Detector 2 Channel Maximum v/c Ratio: 0.95 Detector 2 Extend (s) 0.0 0.0 0.0 Intersection Signal Delay: 33.1 Intersection LOS: C Turn Type Perm NA Perm NA pm+pt NA Intersection Capacity Utilization 86.7% ICU Level of Service E Protected Phases 2 8 7 4 Analysis Period (min) 15 Permitted Phases 2 2 4 # 95th percentile volume exceeds capacity, queue may be longer.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 1 PTSL (JJ) Page 2 Lanes, Volumes, Timings 2029 Background PM HCM Signalized Intersection Capacity Analysis 2029 Background PM 1: Queen Street South/Queen St S & Main Street West 155 George St TIA PS TDM 1: Queen Street South/Queen St S & Main Street West 155 George St TIA PS TDM Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Splits and Phases: 1: Queen Street South/Queen St S & Main Street West Lane Configurations Traffic Volume (vph) 218 2378 628 00003131891405570 Future Volume (vph) 218 2378 628 00003131891405570 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 3.0 4.5 Lane Util. Factor 0.86 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.90 0.99 1.00 1.00 Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.95 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 6302 1436 1765 1786 1881 Flt Permitted 1.00 1.00 1.00 0.13 1.00 Satd. Flow (perm) 6302 1436 1765 237 1881 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) 237 2585 683 00003402051526050 RTOR Reduction (vph) 0 0 59 0000120000 Lane Group Flow (vph) 0 2822 624 000053301526050 Confl. Peds. (#/hr) 29 39 39 29 51 19 19 51 Heavy Vehicles (%) 0% 3% 1% 0% 0% 0% 0% 1% 1% 1% 1% 0% Turn Type Perm NA Perm NA pm+pt NA Protected Phases 2 8 7 4 Permitted Phases 2 2 4 Actuated Green, G (s) 44.2 44.2 28.8 36.8 36.8 Effective Green, g (s) 44.2 44.2 28.8 36.8 36.8 Actuated g/C Ratio 0.49 0.49 0.32 0.41 0.41 Clearance Time (s) 4.5 4.5 4.5 3.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3094 705 564 182 769 v/s Ratio Prot c0.30 0.05 c0.32 v/s Ratio Perm 0.45 0.43 0.29 v/c Ratio 0.91 0.89 0.95 0.84 0.79 Uniform Delay, d1 21.1 20.6 29.8 21.2 23.2 Progression Factor 1.00 1.00 1.00 1.21 1.14 Incremental Delay, d2 5.3 15.2 24.9 24.0 4.7 Delay (s) 26.4 35.8 54.7 49.7 31.1 Level of Service C D D D C Approach Delay (s) 28.3 0.0 54.7 34.9 Approach LOS C A D C Intersection Summary HCM 2000 Control Delay 32.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.92 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 86.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 3 PTSL (JJ) Page 4 Lanes, Volumes, Timings 2029 Background PM Lanes, Volumes, Timings 2029 Background PM 4: Queen St S/Queen St N & King St W 155 George St TIA PS TDM 4: Queen St S/Queen St N & King St W 155 George St TIA PS TDM

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 Traffic Volume (vph) 0 0 0 196 1451 65 252 262 0 0 374 299 Minimum Split (s) 33.3 33.3 9.5 23.5 29.8 Future Volume (vph) 0 0 0 196 1451 65 252 262 0 0 374 299 Total Split (s) 38.0 38.0 12.0 52.0 40.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Split (%) 42.2% 42.2% 13.3% 57.8% 44.4% Lane Util. Factor 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 0.95 0.95 Maximum Green (s) 32.7 32.7 10.0 46.5 34.7 Frt 0.994 0.933 Yellow Time (s) 3.3 3.3 2.0 3.5 3.3 Flt Protected 0.994 0.976 All-Red Time (s) 2.0 2.0 0.0 2.0 2.0 Satd. Flow (prot) 00004708 0 0 1818 0 0 3044 0 Lost Time Adjust (s) 0.0 0.0 0.0 Flt Permitted 0.994 0.435 Total Lost Time (s) 5.3 5.5 5.3 Satd. Flow (perm) 00004708 0 0 810 0 0 3044 0 Lead/Lag Lead Lag Right Turn on Red Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Satd. Flow (RTOR) 7 70 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Link Speed (k/h) 50 50 50 50 Recall Mode None None None C-Max C-Max Link Distance (m) 136.3 179.0 112.8 120.6 Walk Time (s) 7.0 7.0 7.0 7.0 Travel Time (s) 9.8 12.9 8.1 8.7 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 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 Pedestrian Calls (#/hr) 0 0 0 0 Heavy Vehicles (%) 0% 0% 0% 10% 9% 2% 2% 2% 0% 0% 8% 14% Act Effct Green (s) 32.7 46.5 46.7 Adj. Flow (vph) 0 0 0 213 1577 71 274 285 0 0 407 325 Actuated g/C Ratio 0.36 0.52 0.52 Shared Lane Traffic (%) v/c Ratio 1.09 1.34 0.45 Lane Group Flow (vph) 00001861 0 0 559 0 0 732 0 Control Delay 77.7 181.0 13.3 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 77.7 181.0 13.3 Median Width(m) 0.0 0.0 0.0 0.0 LOS E F B Link Offset(m) 0.0 0.0 0.0 0.0 Approach Delay 77.7 181.0 13.3 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Approach LOS E F B Two way Left Turn Lane Queue Length 50th (m) ~140.7 ~102.0 37.3 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 95th (m) #171.9 m#117.2 51.8 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Internal Link Dist (m) 112.3 155.0 88.8 96.6 Number of Detectors 1 2 1 2 2 Turn Bay Length (m) Detector Template Left Thru Left Thru Thru Base Capacity (vph) 1715 418 1613 Leading Detector (m) 2.0 10.0 2.0 10.0 10.0 Starvation Cap Reductn 0 0 0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 Spillback Cap Reductn 0 0 0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 Storage Cap Reductn 0 0 0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 0.6 Reduced v/c Ratio 1.09 1.34 0.45 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Summary Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 Area Type: Other Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 Cycle Length: 90 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 Actuated Cycle Length: 90 Detector 2 Position(m) 9.4 9.4 9.4 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Detector 2 Size(m) 0.6 0.6 0.6 Natural Cycle: 80 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Control Type: Actuated-Coordinated Detector 2 Channel Maximum v/c Ratio: 1.34 Detector 2 Extend (s) 0.0 0.0 0.0 Intersection Signal Delay: 81.1 Intersection LOS: F Turn Type Perm NA pm+pt NA NA Intersection Capacity Utilization 94.5% ICU Level of Service F Protected Phases 8 5 2 6 Analysis Period (min) 15 Permitted Phases 8 2 ~ Volume exceeds capacity, queue is theoretically infinite. Detector Phase 8 8 5 2 6 Queue shown is maximum after two cycles. Switch Phase # 95th percentile volume exceeds capacity, queue may be longer.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 5 PTSL (JJ) Page 6 Lanes, Volumes, Timings 2029 Background PM HCM Signalized Intersection Capacity Analysis 2029 Background PM 4: Queen St S/Queen St N & King St W 155 George St TIA PS TDM 4: Queen St S/Queen St N & King St W 155 George St TIA PS TDM Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Splits and Phases: 4: Queen St S/Queen St N & King St W Lane Configurations Traffic Volume (vph) 0 0 0 196 1451 65 252 262 0 0 374 299 Future Volume (vph) 0 0 0 196 1451 65 252 262 0 0 374 299 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.3 5.5 5.3 Lane Util. Factor 0.91 1.00 0.95 Frt 0.99 1.00 0.93 Flt Protected 0.99 0.98 1.00 Satd. Flow (prot) 4711 1818 3045 Flt Permitted 0.99 0.44 1.00 Satd. Flow (perm) 4711 810 3045 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 0 0 213 1577 71 274 285 0 0 407 325 RTOR Reduction (vph) 0000400000340 Lane Group Flow (vph) 00001857 0 0 559 0 0 698 0 Heavy Vehicles (%) 0% 0% 0% 10% 9% 2% 2% 2% 0% 0% 8% 14% Turn Type Perm NA pm+pt NA NA Protected Phases 8 5 2 6 Permitted Phases 8 2 Actuated Green, G (s) 32.7 46.5 46.7 Effective Green, g (s) 32.7 46.5 46.7 Actuated g/C Ratio 0.36 0.52 0.52 Clearance Time (s) 5.3 5.5 5.3 Vehicle Extension (s) 3.0 3.0 3.0 Lane Grp Cap (vph) 1711 418 1580 v/s Ratio Prot 0.23 v/s Ratio Perm 0.39 c0.69 v/c Ratio 1.09 1.34 0.44 Uniform Delay, d1 28.6 21.8 13.5 Progression Factor 1.00 0.87 1.00 Incremental Delay, d2 48.8 158.8 0.9 Delay (s) 77.5 177.7 14.4 Level of Service E F B Approach Delay (s) 0.0 77.5 177.7 14.4 Approach LOS A E F B Intersection Summary HCM 2000 Control Delay 80.6 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.26 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.6 Intersection Capacity Utilization 94.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 7 PTSL (JJ) Page 8 Lanes, Volumes, Timings 2029 Background PM HCM Unsignalized Intersection Capacity Analysis 2029 Background PM 5: Queen St S & George St 155 George St TIA PS TDM 5: Queen St S & George St 155 George St TIA PS TDM

Lane Group EBL EBR NBL NBT SBT SBR Movement EBL EBR NBL NBT SBT SBR Lane Configurations Lane Configurations Traffic Volume (vph) 5 35 5 499 529 24 Traffic Volume (veh/h) 5 35 5 499 529 24 Future Volume (vph) 5 35 5 499 529 24 Future Volume (Veh/h) 5 35 5 499 529 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Sign Control Stop Free Free Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Grade 0% 0% 0% Frt 0.881 0.994 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Flt Protected 0.994 Hourly flow rate (vph) 5 38 5 542 575 26 Satd. Flow (prot) 1631 0 0 1863 3518 0 Pedestrians Flt Permitted 0.994 Lane Width (m) Satd. Flow (perm) 1631 0 0 1863 3518 0 Walking Speed (m/s) Link Speed (k/h) 50 50 50 Percent Blockage Link Distance (m) 143.5 89.3 112.8 Right turn flare (veh) Travel Time (s) 10.3 6.4 8.1 Median type None None Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Median storage veh) Adj. Flow (vph) 5 38 5 542 575 26 Upstream signal (m) 89 113 Shared Lane Traffic (%) pX, platoon unblocked 0.77 Lane Group Flow (vph) 43 0 0 547 601 0 vC, conflicting volume 1140 300 601 Enter Blocked Intersection No No No No No No vC1, stage 1 conf vol Lane Alignment Left Right Left Left Left Right vC2, stage 2 conf vol Median Width(m) 3.6 0.0 0.0 vCu, unblocked vol 1032 300 601 Link Offset(m) 0.0 0.0 0.0 tC, single (s) 6.8 6.9 4.1 Crosswalk Width(m) 4.8 4.8 4.8 tC, 2 stage (s) Two way Left Turn Lane tF (s) 3.5 3.3 2.2 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 p0 queue free % 97 95 99 Turning Speed (k/h) 25 15 25 15 cM capacity (veh/h) 175 696 972 Sign Control Stop Free Free Direction, Lane # EB 1 NB 1 SB 1 SB 2 Intersection Summary Volume Total 43 547 383 218 Area Type: Other Volume Left 5500 Control Type: Unsignalized Volume Right 38 0 0 26 Intersection Capacity Utilization 40.2% ICU Level of Service A cSH 517 972 1700 1700 Analysis Period (min) 15 Volume to Capacity 0.08 0.01 0.23 0.13 Queue Length 95th (m) 2.2 0.1 0.0 0.0 Control Delay (s) 12.6 0.1 0.0 0.0 Lane LOS B A Approach Delay (s) 12.6 0.1 0.0 Approach LOS B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 40.2% ICU Level of Service A Analysis Period (min) 15

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 9 PTSL (JJ) Page 10 115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Appendix F Future Total Traffic Operations Reports

Paradigm Transportation Solutions Limited | Appendices

Lanes, Volumes, Timings 2029 Total AM Lanes, Volumes, Timings 2029 Total AM 1: Queen St S & Main St W 115 George St TIA PS TDM 1: Queen St S & Main St W 115 George St TIA PS TDM

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Detector Phase 2 2 2 8 7 4 Traffic Volume (vph) 140 2376 413 00005551811713220 Switch Phase Future Volume (vph) 140 2376 413 00005551811713220 Minimum Initial (s) 10.0 10.0 10.0 5.0 5.0 10.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Minimum Split (s) 25.5 25.5 25.5 31.5 8.0 25.5 Lane Util. Factor 0.86 0.86 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 Total Split (s) 63.0 63.0 63.0 46.0 11.0 57.0 Ped Bike Factor 1.00 0.95 0.99 Total Split (%) 52.5% 52.5% 52.5% 38.3% 9.2% 47.5% Frt 0.850 0.967 Maximum Green (s) 58.5 58.5 58.5 41.5 8.0 52.5 Flt Protected 0.997 0.950 Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Satd. Flow (prot) 0 6223 1583 00001756 0 1752 3471 0 All-Red Time (s) 1.5 1.5 1.5 1.5 0.0 1.5 Flt Permitted 0.997 0.090 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Satd. Flow (perm) 0 6216 1508 00001756 0 166 3471 0 Total Lost Time (s) 4.5 4.5 4.5 3.0 4.5 Right Turn on Red Yes Yes Yes Yes Lead/Lag Lag Lead Satd. Flow (RTOR) 292 12 Lead-Lag Optimize? Yes Yes Link Speed (k/h) 50 50 50 50 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Link Distance (m) 168.4 167.1 137.5 51.5 Recall Mode C-Max C-Max C-Max None None None Travel Time (s) 12.1 12.0 9.9 3.7 Walk Time (s) 7.0 7.0 7.0 7.0 7.0 Confl. Peds. (#/hr) 7 21 21 7 47 17 17 47 Flash Dont Walk (s) 14.0 14.0 14.0 20.0 14.0 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 Pedestrian Calls (#/hr) 0 0 0 0 0 Heavy Vehicles (%) 0% 5% 2% 0% 0% 0% 0% 4% 3% 3% 4% 0% Act Effct Green (s) 58.5 58.5 41.5 54.0 52.5 Adj. Flow (vph) 152 2583 449 00006031971863500 Actuated g/C Ratio 0.49 0.49 0.35 0.45 0.44 Shared Lane Traffic (%) v/c Ratio 0.90 0.51 1.30 1.03 0.23 Lane Group Flow (vph) 0 2735 449 000080001863500 Control Delay 33.4 8.9 180.4 103.5 21.6 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 33.4 8.9 180.4 103.5 21.6 Median Width(m) 0.0 0.0 3.6 3.6 LOS C A F F C Link Offset(m) 0.0 0.0 0.0 0.0 Approach Delay 29.9 180.4 50.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Approach LOS C F D Two way Left Turn Lane Queue Length 50th (m) 175.1 22.1 ~253.5 ~32.5 28.0 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 95th (m) 193.1 50.4 #332.2 #80.8 38.8 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Internal Link Dist (m) 144.4 143.1 113.5 27.5 Number of Detectors 1 2 1 2 1 2 Turn Bay Length (m) Detector Template Left Thru Right Thru Left Thru Base Capacity (vph) 3030 884 615 180 1518 Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 Starvation Cap Reductn 0 0 0 0 0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 Spillback Cap Reductn 0 0 0 0 0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 Storage Cap Reductn 0 0 0 0 0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 Reduced v/c Ratio 0.90 0.51 1.30 1.03 0.23 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Summary Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Area Type: Other Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Length: 120 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Actuated Cycle Length: 120 Detector 2 Position(m) 9.4 9.4 9.4 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:, Start of Green Detector 2 Size(m) 0.6 0.6 0.6 Natural Cycle: 110 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Control Type: Actuated-Coordinated Detector 2 Channel Maximum v/c Ratio: 1.30 Detector 2 Extend (s) 0.0 0.0 0.0 Intersection Signal Delay: 59.0 Intersection LOS: E Turn Type Perm NA Perm NA pm+pt NA Intersection Capacity Utilization 99.2% ICU Level of Service F Protected Phases 2 8 7 4 Analysis Period (min) 15 Permitted Phases 2 2 4 ~ Volume exceeds capacity, queue is theoretically infinite.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 1 PTSL (JJ) Page 2 Lanes, Volumes, Timings 2029 Total AM Queues 2029 Total AM 1: Queen St S & Main St W 115 George St TIA PS TDM 1: Queen St S & Main St W 115 George St TIA PS TDM Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Lane Group EBT EBR NBT SBL SBT Lane Group Flow (vph) 2735 449 800 186 350 Splits and Phases: 1: Queen St S & Main St W v/c Ratio 0.90 0.51 1.30 1.03 0.23 Control Delay 33.4 8.9 180.4 103.5 21.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 33.4 8.9 180.4 103.5 21.6 Queue Length 50th (m) 175.1 22.1 ~253.5 ~32.5 28.0 Queue Length 95th (m) 193.1 50.4 #332.2 #80.8 38.8 Internal Link Dist (m) 144.4 113.5 27.5 Turn Bay Length (m) Base Capacity (vph) 3030 884 615 180 1518 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.90 0.51 1.30 1.03 0.23 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.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 3 PTSL (JJ) Page 4 HCM Signalized Intersection Capacity Analysis 2029 Total AM Lanes, Volumes, Timings 2029 Total AM 1: Queen St S & Main St W 115 George St TIA PS TDM 2: Queen St S & Site Access 115 George St TIA PS TDM

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Lane Configurations Traffic Volume (vph) 140 2376 413 00005551811713220 Traffic Volume (vph) 27 52 681 17 9 370 Future Volume (vph) 140 2376 413 00005551811713220 Future Volume (vph) 27 52 681 17 9 370 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 3.0 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Lane Util. Factor 0.86 1.00 1.00 1.00 0.95 Frt 0.911 0.997 Frpb, ped/bikes 1.00 0.95 0.99 1.00 1.00 Flt Protected 0.983 0.999 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Satd. Flow (prot) 1668 0 1857 0 0 3536 Frt 1.00 0.85 0.97 1.00 1.00 Flt Permitted 0.983 0.999 Flt Protected 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1668 0 1857 0 0 3536 Satd. Flow (prot) 6217 1508 1755 1752 3471 Link Speed (k/h) 50 50 50 Flt Permitted 1.00 1.00 1.00 0.09 1.00 Link Distance (m) 90.8 51.5 40.5 Satd. Flow (perm) 6217 1508 1755 166 3471 Travel Time (s) 6.5 3.7 2.9 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 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 152 2583 449 00006031971863500 Adj. Flow (vph) 29 57 740 18 10 402 RTOR Reduction (vph) 0 0 150 000080000 Shared Lane Traffic (%) Lane Group Flow (vph) 0 2735 299 000079201863500 Lane Group Flow (vph) 86 0 758 0 0 412 Confl. Peds. (#/hr) 7 21 21 7 47 17 17 47 Enter Blocked Intersection No No No No No No Heavy Vehicles (%) 0% 5% 2% 0% 0% 0% 0% 4% 3% 3% 4% 0% Lane Alignment Left Right Left Right Left Left Turn Type Perm NA Perm NA pm+pt NA Median Width(m) 3.6 0.0 0.0 Protected Phases 2 8 7 4 Link Offset(m) 0.0 0.0 0.0 Permitted Phases 2 2 4 Crosswalk Width(m) 4.8 4.8 4.8 Actuated Green, G (s) 58.5 58.5 41.5 52.5 52.5 Two way Left Turn Lane Effective Green, g (s) 58.5 58.5 41.5 52.5 52.5 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Actuated g/C Ratio 0.49 0.49 0.35 0.44 0.44 Turning Speed (k/h) 25 15 15 25 Clearance Time (s) 4.5 4.5 4.5 3.0 4.5 Sign Control Stop Free Free Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Intersection Summary Lane Grp Cap (vph) 3030 735 606 178 1518 Area Type: Other v/s Ratio Prot c0.45 c0.07 0.10 Control Type: Unsignalized v/s Ratio Perm 0.44 0.20 0.39 Intersection Capacity Utilization 48.2% ICU Level of Service A v/c Ratio 0.90 0.41 1.31 1.04 0.23 Analysis Period (min) 15 Uniform Delay, d1 28.1 19.7 39.2 30.6 21.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.9 1.7 149.9 79.8 0.1 Delay (s) 33.1 21.3 189.1 110.4 21.2 Level of Service C C F F C Approach Delay (s) 31.4 0.0 189.1 52.2 Approach LOS C A F D Intersection Summary HCM 2000 Control Delay 61.8 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.07 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 99.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 5 PTSL (JJ) Page 6 HCM Unsignalized Intersection Capacity Analysis 2029 Total AM Lanes, Volumes, Timings 2029 Total AM 2: Queen St S & Site Access 115 George St TIA PS TDM 5: Queen St S & George St 115 George St TIA PS TDM

Movement WBL WBR NBT NBR SBL SBT Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 27 52 681 17 9 370 Traffic Volume (vph) 5 10 5 728 367 8 Future Volume (Veh/h) 27 52 681 17 9 370 Future Volume (vph) 5 10 5 728 367 8 Sign Control Stop Free Free Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Grade 0% 0% 0% Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Frt 0.907 0.997 Hourly flow rate (vph) 29 57 740 18 10 402 Flt Protected 0.985 Pedestrians Satd. Flow (prot) 1664 0 0 1863 3529 0 Lane Width (m) Flt Permitted 0.985 Walking Speed (m/s) Satd. Flow (perm) 1664 0 0 1863 3529 0 Percent Blockage Link Speed (k/h) 50 50 50 Right turn flare (veh) Link Distance (m) 129.4 40.5 109.3 Median type None None Travel Time (s) 9.3 2.9 7.9 Median storage veh) Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Upstream signal (m) 52 150 Adj. Flow (vph) 5 11 5 791 399 9 pX, platoon unblocked 0.66 0.66 0.66 Shared Lane Traffic (%) vC, conflicting volume 970 749 758 Lane Group Flow (vph) 16 0 0 796 408 0 vC1, stage 1 conf vol Enter Blocked Intersection No No No No No No vC2, stage 2 conf vol Lane Alignment Left Right Left Left Left Right vCu, unblocked vol 694 358 372 Median Width(m) 3.6 0.0 0.0 tC, single (s) 6.8 6.9 4.1 Link Offset(m) 0.0 0.0 0.0 tC, 2 stage (s) Crosswalk Width(m) 4.8 4.8 4.8 tF (s) 3.5 3.3 2.2 Two way Left Turn Lane p0 queue free % 88 86 99 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 cM capacity (veh/h) 245 420 778 Turning Speed (k/h) 25 15 25 15 Sign Control Stop Free Free Direction, Lane # WB 1 NB 1 SB 1 SB 2 Volume Total 86 758 144 268 Intersection Summary Volume Left 29 0 10 0 Area Type: Other Volume Right 57 18 0 0 Control Type: Unsignalized cSH 338 1700 778 1700 Intersection Capacity Utilization 52.3% ICU Level of Service A Volume to Capacity 0.25 0.45 0.01 0.16 Analysis Period (min) 15 Queue Length 95th (m) 7.9 0.0 0.3 0.0 Control Delay (s) 19.2 0.0 0.8 0.0 Lane LOS C A Approach Delay (s) 19.2 0.0 0.3 Approach LOS C Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 48.2% ICU Level of Service A Analysis Period (min) 15

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 7 PTSL (JJ) Page 8 HCM Unsignalized Intersection Capacity Analysis 2029 Total AM Lanes, Volumes, Timings 2029 Total AM 5: Queen St S & George St 115 George St TIA PS TDM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM

Movement EBL EBR NBL NBT SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Lane Configurations Traffic Volume (veh/h) 5 10 5 728 367 8 Traffic Volume (vph) 0 0 0 92 1863 55 438 306 0 0 250 315 Future Volume (Veh/h) 5 10 5 728 367 8 Future Volume (vph) 0 0 0 92 1863 55 438 306 0 0 250 315 Sign Control Stop Free Free Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Grade 0% 0% 0% Lane Util. Factor 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 0.95 0.95 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Frt 0.996 0.916 Hourly flow rate (vph) 5 11 5 791 399 9 Flt Protected 0.998 0.971 Pedestrians Satd. Flow (prot) 00004741 0 0 1809 0 0 2834 0 Lane Width (m) Flt Permitted 0.998 0.462 Walking Speed (m/s) Satd. Flow (perm) 00004741 0 0 861 0 0 2834 0 Percent Blockage Right Turn on Red Yes Yes Yes Yes Right turn flare (veh) Satd. Flow (RTOR) 6 36 Median type None None Link Speed (k/h) 50 50 50 50 Median storage veh) Link Distance (m) 136.9 94.0 109.3 90.1 Upstream signal (m) 92 109 Travel Time (s) 9.9 6.8 7.9 6.5 pX, platoon unblocked 0.66 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 vC, conflicting volume 1204 204 408 Heavy Vehicles (%) 0% 0% 0% 8% 9% 2% 2% 2% 0% 0% 15% 18% vC1, stage 1 conf vol Adj. Flow (vph) 0 0 0 100 2025 60 476 333 0 0 272 342 vC2, stage 2 conf vol Shared Lane Traffic (%) vCu, unblocked vol 1053 204 408 Lane Group Flow (vph) 00002185 0 0 809 0 0 614 0 tC, single (s) 6.8 6.9 4.1 Enter Blocked Intersection No No No No No No No No No No No No tC, 2 stage (s) Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right tF (s) 3.5 3.3 2.2 Median Width(m) 0.0 0.0 0.0 0.0 p0 queue free % 97 99 100 Link Offset(m) 0.0 0.0 0.0 0.0 cM capacity (veh/h) 146 803 1147 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Direction, Lane # EB 1 NB 1 SB 1 SB 2 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Volume Total 16 796 266 142 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Volume Left 5500 Number of Detectors 1 2 1 2 2 Volume Right 11 0 0 9 Detector Template Left Thru Left Thru Thru cSH 333 1147 1700 1700 Leading Detector (m) 2.0 10.0 2.0 10.0 10.0 Volume to Capacity 0.05 0.00 0.16 0.08 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 Queue Length 95th (m) 1.2 0.1 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 16.3 0.1 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 0.6 Lane LOS C A Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Approach Delay (s) 16.3 0.1 0.0 Detector 1 Channel Approach LOS C Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 Intersection Summary Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 Average Delay 0.3 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 Intersection Capacity Utilization 52.3% ICU Level of Service A Detector 2 Position(m) 9.4 9.4 9.4 Analysis Period (min) 15 Detector 2 Size(m) 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 Turn Type Perm NA pm+pt NA NA Protected Phases 8 5 2 6 Permitted Phases 8 2 Detector Phase 8 8 5 2 6 Switch Phase

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 9 PTSL (JJ) Page 10 Lanes, Volumes, Timings 2029 Total AM Lanes, Volumes, Timings 2029 Total AM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM Queue shown is maximum after two cycles.

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Splits and Phases: 12: Queen St S/Queen St N & King St W Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 32.3 32.3 9.5 23.5 28.3 Total Split (s) 35.0 35.0 14.0 45.0 31.0 Total Split (%) 43.8% 43.8% 17.5% 56.3% 38.8% Maximum Green (s) 29.7 29.7 12.0 39.5 25.7 Yellow Time (s) 3.3 3.3 2.0 3.5 3.3 All-Red Time (s) 2.0 2.0 0.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.5 5.3 Lead/Lag Lead Lag Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 0 Act Effct Green (s) 29.7 39.5 39.7 Actuated g/C Ratio 0.37 0.49 0.50 v/c Ratio 1.24 1.90 0.43 Control Delay 138.4 435.9 13.2 Queue Delay 0.0 0.0 0.0 Total Delay 138.4 435.9 13.2 LOS F F B Approach Delay 138.4 435.9 13.2 Approach LOS F F B Queue Length 50th (m) ~162.4 ~201.6 29.3 Queue Length 95th (m) #193.6 #207.0 42.2 Internal Link Dist (m) 112.9 70.0 85.3 66.1 Turn Bay Length (m) Base Capacity (vph) 1763 425 1424 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 1.24 1.90 0.43 Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.90 Intersection Signal Delay: 183.8 Intersection LOS: F Intersection Capacity Utilization 109.9% ICU Level of Service H Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 11 PTSL (JJ) Page 12 Queues 2029 Total AM HCM Signalized Intersection Capacity Analysis 2029 Total AM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM 12: Queen St S/Queen St N & King St W 115 George St TIA PS TDM

Lane Group WBT NBT SBT Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 2185 809 614 Lane Configurations v/c Ratio 1.24 1.90 0.43 Traffic Volume (vph) 0 0 0 92 1863 55 438 306 0 0 250 315 Control Delay 138.4 435.9 13.2 Future Volume (vph) 0 0 0 92 1863 55 438 306 0 0 250 315 Queue Delay 0.0 0.0 0.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Delay 138.4 435.9 13.2 Total Lost time (s) 5.3 5.5 5.3 Queue Length 50th (m) ~162.4 ~201.6 29.3 Lane Util. Factor 0.91 1.00 0.95 Queue Length 95th (m) #193.6 #207.0 42.2 Frt 1.00 1.00 0.92 Internal Link Dist (m) 70.0 85.3 66.1 Flt Protected 1.00 0.97 1.00 Turn Bay Length (m) Satd. Flow (prot) 4739 1810 2836 Base Capacity (vph) 1763 425 1424 Flt Permitted 1.00 0.46 1.00 Starvation Cap Reductn 0 0 0 Satd. Flow (perm) 4739 860 2836 Spillback Cap Reductn 0 0 0 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 Storage Cap Reductn 0 0 0 Adj. Flow (vph) 0 0 0 100 2025 60 476 333 0 0 272 342 Reduced v/c Ratio 1.24 1.90 0.43 RTOR Reduction (vph) 0000400000180 Intersection Summary Lane Group Flow (vph) 00002181 0 0 809 0 0 596 0 Heavy Vehicles (%) 0% 0% 0% 8% 9% 2% 2% 2% 0% 0% 15% 18% ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. Turn Type Perm NA pm+pt NA NA # 95th percentile volume exceeds capacity, queue may be longer. Protected Phases 8 5 2 6 Queue shown is maximum after two cycles. Permitted Phases 8 2 Actuated Green, G (s) 29.7 39.5 39.7 Effective Green, g (s) 29.7 39.5 39.7 Actuated g/C Ratio 0.37 0.49 0.50 Clearance Time (s) 5.3 5.5 5.3 Vehicle Extension (s) 3.0 3.0 3.0 Lane Grp Cap (vph) 1759 424 1407 v/s Ratio Prot 0.21 v/s Ratio Perm 0.46 c0.94 v/c Ratio 1.24 1.91 0.42 Uniform Delay, d1 25.1 20.2 12.9 Progression Factor 1.00 1.00 1.00 Incremental Delay, d2 113.1 417.3 0.9 Delay (s) 138.2 437.6 13.8 Level of Service F F B Approach Delay (s) 0.0 138.2 437.6 13.8 Approach LOS A F F B Intersection Summary HCM 2000 Control Delay 184.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.66 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.6 Intersection Capacity Utilization 109.9% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 13 PTSL (JJ) Page 14 Lanes, Volumes, Timings 2029 Total PM Lanes, Volumes, Timings 2029 Total PM 1: Queen Street South/Queen St S & Main Street West 115 George St TIA PS TDM 1: Queen Street South/Queen St S & Main Street West 115 George St TIA PS TDM

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Detector Phase 2 2 2 8 7 4 Traffic Volume (vph) 226 2378 628 00003361891465790 Switch Phase Future Volume (vph) 226 2378 628 00003361891465790 Minimum Initial (s) 10.0 10.0 10.0 5.0 5.0 10.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Minimum Split (s) 25.5 25.5 25.5 31.5 8.0 25.5 Lane Util. Factor 0.86 0.86 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Total Split (s) 48.0 48.0 48.0 34.0 8.0 42.0 Ped Bike Factor 0.99 0.90 0.99 1.00 Total Split (%) 53.3% 53.3% 53.3% 37.8% 8.9% 46.7% Frt 0.850 0.951 Maximum Green (s) 43.5 43.5 43.5 29.5 5.0 37.5 Flt Protected 0.996 0.950 Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 Satd. Flow (prot) 0 6336 1599 00001769 0 1787 1881 0 All-Red Time (s) 1.5 1.5 1.5 1.5 0.0 1.5 Flt Permitted 0.996 0.123 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Satd. Flow (perm) 0 6302 1436 00001769 0 230 1881 0 Total Lost Time (s) 4.5 4.5 4.5 3.0 4.5 Right Turn on Red Yes Yes Yes Yes Lead/Lag Lag Lead Satd. Flow (RTOR) 107 15 Lead-Lag Optimize? Yes Yes Link Speed (k/h) 50 50 50 50 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Link Distance (m) 168.4 167.1 132.2 51.5 Recall Mode C-Max C-Max C-Max None None None Travel Time (s) 12.1 12.0 9.5 3.7 Walk Time (s) 7.0 7.0 7.0 7.0 7.0 Confl. Peds. (#/hr) 29 39 39 29 51 19 19 51 Flash Dont Walk (s) 14.0 14.0 14.0 20.0 14.0 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 Pedestrian Calls (#/hr) 0 0 0 0 0 Heavy Vehicles (%) 0% 3% 1% 0% 0% 0% 0% 1% 1% 1% 1% 0% Act Effct Green (s) 43.5 43.5 29.5 39.0 37.5 Adj. Flow (vph) 246 2585 683 00003652051596290 Actuated g/C Ratio 0.48 0.48 0.33 0.43 0.42 Shared Lane Traffic (%) v/c Ratio 0.93 0.91 0.97 0.85 0.80 Lane Group Flow (vph) 0 2831 683 000057001596290 Control Delay 28.8 37.0 60.9 58.0 35.1 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 28.8 37.0 60.9 58.0 35.1 Median Width(m) 0.0 0.0 3.6 3.6 LOS C D E E D Link Offset(m) 0.0 0.0 0.0 0.0 Approach Delay 30.4 60.9 39.7 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Approach LOS C E D Two way Left Turn Lane Queue Length 50th (m) 134.5 96.2 99.0 19.2 98.0 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 95th (m) #154.6 #175.5 #168.0 m#38.5 m128.3 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Internal Link Dist (m) 144.4 143.1 108.2 27.5 Number of Detectors 1 2 1 2 1 2 Turn Bay Length (m) Detector Template Left Thru Right Thru Left Thru Base Capacity (vph) 3046 749 589 186 783 Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 Starvation Cap Reductn 0 0 0 0 0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 Spillback Cap Reductn 0 0 0 0 0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 Storage Cap Reductn 0 0 0 0 0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 Reduced v/c Ratio 0.93 0.91 0.97 0.85 0.80 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Summary Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Area Type: Other Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Length: 90 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Actuated Cycle Length: 90 Detector 2 Position(m) 9.4 9.4 9.4 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:, Start of Green Detector 2 Size(m) 0.6 0.6 0.6 Natural Cycle: 90 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Control Type: Actuated-Coordinated Detector 2 Channel Maximum v/c Ratio: 0.97 Detector 2 Extend (s) 0.0 0.0 0.0 Intersection Signal Delay: 35.5 Intersection LOS: D Turn Type Perm NA Perm NA pm+pt NA Intersection Capacity Utilization 88.3% ICU Level of Service E Protected Phases 2 8 7 4 Analysis Period (min) 15 Permitted Phases 2 2 4 # 95th percentile volume exceeds capacity, queue may be longer.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 1 PTSL (JJ) Page 2 Lanes, Volumes, Timings 2029 Total PM HCM Signalized Intersection Capacity Analysis 2029 Total PM 1: Queen Street South/Queen St S & Main Street West 115 George St TIA PS TDM 1: Queen Street South/Queen St S & Main Street West 115 George St TIA PS TDM Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Splits and Phases: 1: Queen Street South/Queen St S & Main Street West Lane Configurations Traffic Volume (vph) 226 2378 628 00003361891465790 Future Volume (vph) 226 2378 628 00003361891465790 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 3.0 4.5 Lane Util. Factor 0.86 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.90 0.99 1.00 1.00 Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.95 1.00 1.00 Flt Protected 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 6300 1436 1770 1787 1881 Flt Permitted 1.00 1.00 1.00 0.12 1.00 Satd. Flow (perm) 6300 1436 1770 231 1881 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) 246 2585 683 00003652051596290 RTOR Reduction (vph) 0 0 55 0000100000 Lane Group Flow (vph) 0 2831 628 000056001596290 Confl. Peds. (#/hr) 29 39 39 29 51 19 19 51 Heavy Vehicles (%) 0% 3% 1% 0% 0% 0% 0% 1% 1% 1% 1% 0% Turn Type Perm NA Perm NA pm+pt NA Protected Phases 2 8 7 4 Permitted Phases 2 2 4 Actuated Green, G (s) 43.5 43.5 29.5 37.5 37.5 Effective Green, g (s) 43.5 43.5 29.5 37.5 37.5 Actuated g/C Ratio 0.48 0.48 0.33 0.42 0.42 Clearance Time (s) 4.5 4.5 4.5 3.0 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3045 694 580 182 783 v/s Ratio Prot c0.32 0.05 c0.33 v/s Ratio Perm 0.45 0.44 0.31 v/c Ratio 0.93 0.90 0.97 0.87 0.80 Uniform Delay, d1 21.8 21.3 29.7 21.7 23.0 Progression Factor 1.00 1.00 1.00 1.21 1.15 Incremental Delay, d2 6.5 17.5 28.6 30.8 5.3 Delay (s) 28.3 38.8 58.3 57.2 31.7 Level of Service C D E E C Approach Delay (s) 30.3 0.0 58.3 36.8 Approach LOS C A E D Intersection Summary HCM 2000 Control Delay 34.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.94 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 88.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 3 PTSL (JJ) Page 4 Lanes, Volumes, Timings 2029 Total PM Lanes, Volumes, Timings 2029 Total PM 4: Queen St S/Queen St N & King St W 115 George St TIA PS TDM 4: Queen St S/Queen St N & King St W 115 George St TIA PS TDM

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 Traffic Volume (vph) 0 0 0 210 1451 65 261 272 0 0 403 299 Minimum Split (s) 33.3 33.3 9.5 23.5 29.8 Future Volume (vph) 0 0 0 210 1451 65 261 272 0 0 403 299 Total Split (s) 38.0 38.0 12.0 52.0 40.0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Split (%) 42.2% 42.2% 13.3% 57.8% 44.4% Lane Util. Factor 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 0.95 0.95 Maximum Green (s) 32.7 32.7 10.0 46.5 34.7 Frt 0.994 0.936 Yellow Time (s) 3.3 3.3 2.0 3.5 3.3 Flt Protected 0.994 0.976 All-Red Time (s) 2.0 2.0 0.0 2.0 2.0 Satd. Flow (prot) 00004708 0 0 1818 0 0 3056 0 Lost Time Adjust (s) 0.0 0.0 0.0 Flt Permitted 0.994 0.418 Total Lost Time (s) 5.3 5.5 5.3 Satd. Flow (perm) 00004708 0 0 779 0 0 3056 0 Lead/Lag Lead Lag Right Turn on Red Yes Yes Yes Yes Lead-Lag Optimize? Yes Yes Satd. Flow (RTOR) 7 64 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Link Speed (k/h) 50 50 50 50 Recall Mode None None None C-Max C-Max Link Distance (m) 136.3 179.0 112.8 120.6 Walk Time (s) 7.0 7.0 7.0 7.0 Travel Time (s) 9.8 12.9 8.1 8.7 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 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 Pedestrian Calls (#/hr) 0 0 0 0 Heavy Vehicles (%) 0% 0% 0% 10% 9% 2% 2% 2% 0% 0% 8% 14% Act Effct Green (s) 32.7 46.5 46.7 Adj. Flow (vph) 0 0 0 228 1577 71 284 296 0 0 438 325 Actuated g/C Ratio 0.36 0.52 0.52 Shared Lane Traffic (%) v/c Ratio 1.09 1.44 0.47 Lane Group Flow (vph) 00001876 0 0 580 0 0 763 0 Control Delay 81.0 228.3 13.7 Enter Blocked Intersection No No No No No No No No No No No No Queue Delay 0.0 0.0 0.0 Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Total Delay 81.0 228.3 13.7 Median Width(m) 0.0 0.0 0.0 0.0 LOS F F B Link Offset(m) 0.0 0.0 0.0 0.0 Approach Delay 81.0 228.3 13.7 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Approach LOS F F B Two way Left Turn Lane Queue Length 50th (m) ~142.8 ~111.6 40.0 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Queue Length 95th (m) #174.1 m#126.1 55.0 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Internal Link Dist (m) 112.3 155.0 88.8 96.6 Number of Detectors 1 2 1 2 2 Turn Bay Length (m) Detector Template Left Thru Left Thru Thru Base Capacity (vph) 1715 402 1616 Leading Detector (m) 2.0 10.0 2.0 10.0 10.0 Starvation Cap Reductn 0 0 0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 Spillback Cap Reductn 0 0 0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 Storage Cap Reductn 0 0 0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 0.6 Reduced v/c Ratio 1.09 1.44 0.47 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Intersection Summary Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 Area Type: Other Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 Cycle Length: 90 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 Actuated Cycle Length: 90 Detector 2 Position(m) 9.4 9.4 9.4 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Detector 2 Size(m) 0.6 0.6 0.6 Natural Cycle: 80 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Control Type: Actuated-Coordinated Detector 2 Channel Maximum v/c Ratio: 1.44 Detector 2 Extend (s) 0.0 0.0 0.0 Intersection Signal Delay: 91.6 Intersection LOS: F Turn Type Perm NA pm+pt NA NA Intersection Capacity Utilization 96.6% ICU Level of Service F Protected Phases 8 5 2 6 Analysis Period (min) 15 Permitted Phases 8 2 ~ Volume exceeds capacity, queue is theoretically infinite. Detector Phase 8 8 5 2 6 Queue shown is maximum after two cycles. Switch Phase # 95th percentile volume exceeds capacity, queue may be longer.

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 5 PTSL (JJ) Page 6 Lanes, Volumes, Timings 2029 Total PM HCM Signalized Intersection Capacity Analysis 2029 Total PM 4: Queen St S/Queen St N & King St W 115 George St TIA PS TDM 4: Queen St S/Queen St N & King St W 115 George St TIA PS TDM Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Splits and Phases: 4: Queen St S/Queen St N & King St W Lane Configurations Traffic Volume (vph) 0 0 0 210 1451 65 261 272 0 0 403 299 Future Volume (vph) 0 0 0 210 1451 65 261 272 0 0 403 299 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.3 5.5 5.3 Lane Util. Factor 0.91 1.00 0.95 Frt 0.99 1.00 0.94 Flt Protected 0.99 0.98 1.00 Satd. Flow (prot) 4709 1818 3057 Flt Permitted 0.99 0.42 1.00 Satd. Flow (perm) 4709 779 3057 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 0 0 228 1577 71 284 296 0 0 438 325 RTOR Reduction (vph) 0000400000310 Lane Group Flow (vph) 00001872 0 0 580 0 0 732 0 Heavy Vehicles (%) 0% 0% 0% 10% 9% 2% 2% 2% 0% 0% 8% 14% Turn Type Perm NA pm+pt NA NA Protected Phases 8 5 2 6 Permitted Phases 8 2 Actuated Green, G (s) 32.7 46.5 46.7 Effective Green, g (s) 32.7 46.5 46.7 Actuated g/C Ratio 0.36 0.52 0.52 Clearance Time (s) 5.3 5.5 5.3 Vehicle Extension (s) 3.0 3.0 3.0 Lane Grp Cap (vph) 1710 402 1586 v/s Ratio Prot 0.24 v/s Ratio Perm 0.40 c0.74 v/c Ratio 1.09 1.44 0.46 Uniform Delay, d1 28.6 21.8 13.7 Progression Factor 1.00 0.89 1.00 Incremental Delay, d2 52.4 206.2 1.0 Delay (s) 81.1 225.5 14.7 Level of Service F F B Approach Delay (s) 0.0 81.1 225.5 14.7 Approach LOS A F F B Intersection Summary HCM 2000 Control Delay 91.4 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.33 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.6 Intersection Capacity Utilization 96.6% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 7 PTSL (JJ) Page 8 Lanes, Volumes, Timings 2029 Total PM HCM Unsignalized Intersection Capacity Analysis 2029 Total PM 5: Queen St S & George St 115 George St TIA PS TDM 5: Queen St S & George St 115 George St TIA PS TDM

Lane Group EBL EBR NBL NBT SBT SBR Movement EBL EBR NBL NBT SBT SBR Lane Configurations Lane Configurations Traffic Volume (vph) 5 35 5 497 572 24 Traffic Volume (veh/h) 5 35 5 497 572 24 Future Volume (vph) 5 35 5 497 572 24 Future Volume (Veh/h) 5 35 5 497 572 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Sign Control Stop Free Free Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Grade 0% 0% 0% Frt 0.881 0.994 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Flt Protected 0.994 Hourly flow rate (vph) 5 38 5 540 622 26 Satd. Flow (prot) 1631 0 0 1863 3518 0 Pedestrians Flt Permitted 0.994 Lane Width (m) Satd. Flow (perm) 1631 0 0 1863 3518 0 Walking Speed (m/s) Link Speed (k/h) 50 50 50 Percent Blockage Link Distance (m) 143.5 37.7 112.8 Right turn flare (veh) Travel Time (s) 10.3 2.7 8.1 Median type None None Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Median storage veh) Adj. Flow (vph) 5 38 5 540 622 26 Upstream signal (m) 89 113 Shared Lane Traffic (%) pX, platoon unblocked Lane Group Flow (vph) 43 0 0 545 648 0 vC, conflicting volume 1185 324 648 Enter Blocked Intersection No No No No No No vC1, stage 1 conf vol Lane Alignment Left Right Left Left Left Right vC2, stage 2 conf vol Median Width(m) 3.6 0.0 0.0 vCu, unblocked vol 1185 324 648 Link Offset(m) 0.0 0.0 0.0 tC, single (s) 6.8 6.9 4.1 Crosswalk Width(m) 4.8 4.8 4.8 tC, 2 stage (s) Two way Left Turn Lane tF (s) 3.5 3.3 2.2 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 p0 queue free % 97 94 99 Turning Speed (k/h) 25 15 25 15 cM capacity (veh/h) 181 672 934 Sign Control Stop Free Free Direction, Lane # EB 1 NB 1 SB 1 SB 2 Intersection Summary Volume Total 43 545 415 233 Area Type: Other Volume Left 5500 Control Type: Unsignalized Volume Right 38 0 0 26 Intersection Capacity Utilization 40.1% ICU Level of Service A cSH 511 934 1700 1700 Analysis Period (min) 15 Volume to Capacity 0.08 0.01 0.24 0.14 Queue Length 95th (m) 2.2 0.1 0.0 0.0 Control Delay (s) 12.7 0.2 0.0 0.0 Lane LOS B A Approach Delay (s) 12.7 0.2 0.0 Approach LOS B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 40.1% ICU Level of Service A Analysis Period (min) 15

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 9 PTSL (JJ) Page 10 Lanes, Volumes, Timings 2029 Total PM HCM Unsignalized Intersection Capacity Analysis 2029 Total PM 11: Queen St S 115 George St TIA PS TDM 11: Queen St S 115 George St TIA PS TDM

Lane Group WBL WBR NBT NBR SBL SBT Movement WBL WBR NBT NBR SBL SBT Lane Configurations Lane Configurations Traffic Volume (vph) 29 20 503 32 44 563 Traffic Volume (veh/h) 29 20 503 32 44 563 Future Volume (vph) 29 20 503 32 44 563 Future Volume (Veh/h) 29 20 503 32 44 563 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Sign Control Stop Free Free Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 Grade 0% 0% 0% Frt 0.945 0.992 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Flt Protected 0.971 0.996 Hourly flow rate (vph) 32 22 547 35 48 612 Satd. Flow (prot) 1709 0 1848 0 0 3525 Pedestrians Flt Permitted 0.971 0.996 Lane Width (m) Satd. Flow (perm) 1709 0 1848 0 0 3525 Walking Speed (m/s) Link Speed (k/h) 50 50 50 Percent Blockage Link Distance (m) 110.3 51.5 37.7 Right turn flare (veh) Travel Time (s) 7.9 3.7 2.7 Median type None None Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Median storage veh) Adj. Flow (vph) 32 22 547 35 48 612 Upstream signal (m) 52 151 Shared Lane Traffic (%) pX, platoon unblocked 0.72 0.72 0.72 Lane Group Flow (vph) 54 0 582 0 0 660 vC, conflicting volume 966 564 582 Enter Blocked Intersection No No No No No No vC1, stage 1 conf vol Lane Alignment Left Right Left Right Left Left vC2, stage 2 conf vol Median Width(m) 3.6 0.0 0.0 vCu, unblocked vol 758 199 224 Link Offset(m) 0.0 0.0 0.0 tC, single (s) 6.8 6.9 4.1 Crosswalk Width(m) 4.8 4.8 4.8 tC, 2 stage (s) Two way Left Turn Lane tF (s) 3.5 3.3 2.2 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 p0 queue free % 86 96 95 Turning Speed (k/h) 25 15 15 25 cM capacity (veh/h) 234 581 965 Sign Control Stop Free Free Direction, Lane # WB 1 NB 1 SB 1 SB 2 Intersection Summary Volume Total 54 582 252 408 Area Type: Other Volume Left 32 0 48 0 Control Type: Unsignalized Volume Right 22 35 0 0 Intersection Capacity Utilization 58.6% ICU Level of Service B cSH 310 1700 965 1700 Analysis Period (min) 15 Volume to Capacity 0.17 0.34 0.05 0.24 Queue Length 95th (m) 5.0 0.0 1.3 0.0 Control Delay (s) 19.1 0.0 2.1 0.0 Lane LOS C A Approach Delay (s) 19.1 0.0 0.8 Approach LOS C Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 58.6% ICU Level of Service B Analysis Period (min) 15

07-29-2020 Synchro 9 Report 07-29-2020 Synchro 9 Report PTSL (JJ) Page 11 PTSL (JJ) Page 12

115-117 George Street and 220 & 222 Main Street West, Hamilton | TIS, PJ and TDM | 190675 | September 2020

Appendix G SimTraffic Reports

Paradigm Transportation Solutions Limited | Appendices

Queuing and Blocking Report 2029 Background AM 2029 Background AM 115 George St TIA PS TDM Intersection: 1: Queen St S & Main St W

Movement EB EB EB EB EB NB SB SB SB Directions Served LT T T T R TR L T T Maximum Queue (m) 165.6 166.5 143.3 80.1 68.7 128.3 47.9 42.3 40.1 Average Queue (m) 158.1 136.5 96.0 59.5 31.1 121.2 28.4 25.7 18.6 95th Queue (m) 166.7 169.8 126.2 81.0 55.3 126.1 45.2 42.3 40.5 Link Distance (m) 154.6 154.6 154.6 154.6 154.6 114.6 80.3 80.3 80.3 Upstream Blk Time (%) 14 3 77 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

Intersection: 5: Queen St S & George St

Movement EB NB Directions Served LR LT Maximum Queue (m) 8.3 84.4 Average Queue (m) 2.8 40.2 95th Queue (m) 8.9 94.4 Link Distance (m) 113.1 80.3 Upstream Blk Time (%) 2 Queuing Penalty (veh) 13 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

Intersection: 12: Queen St S/Queen St N & King St W

Movement WB WB WB NB SB SB Directions Served LT T TR LT T TR Maximum Queue (m) 103.3 104.2 104.6 98.3 60.0 89.6 Average Queue (m) 93.8 92.7 94.9 90.6 18.5 45.5 95th Queue (m) 100.4 100.0 103.6 110.5 41.5 80.7 Link Distance (m) 85.4 85.4 85.4 94.0 73.7 73.7 Upstream Blk Time (%) 66 59 63 24 2 Queuing Penalty (veh) 0 0 0 164 0 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

Network Summary Network wide Queuing Penalty: 177

07-29-2020 SimTraffic Report PTSL (JJ) Page 1 Queuing and Blocking Report 2029 Background PM 2029 Background PM 155 George St TIA PS TDM Intersection: 1: Queen Street South/Queen St S & Main Street West

Movement EB EB EB EB EB NB SB SB Directions Served LT T T T R TR L T Maximum Queue (m) 168.6 162.8 139.4 95.0 127.4 125.2 43.5 87.0 Average Queue (m) 153.4 132.6 87.6 47.3 69.6 111.0 23.4 69.9 95th Queue (m) 179.8 165.2 124.9 78.1 109.5 127.4 37.3 91.0 Link Distance (m) 158.2 158.2 158.2 158.2 158.2 109.3 77.8 77.8 Upstream Blk Time (%) 12 1 59 9 Queuing Penalty (veh) 0 0 0 25 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

Intersection: 4: Queen St S/Queen St N & King St W

Movement WB WB WB NB SB SB Directions Served LT T TR LT T TR Maximum Queue (m) 186.4 175.1 127.5 103.7 105.0 115.0 Average Queue (m) 161.7 136.0 83.8 93.1 24.6 56.9 95th Queue (m) 189.6 171.6 116.6 116.4 65.0 94.9 Link Distance (m) 170.5 170.5 170.5 97.8 104.6 104.6 Upstream Blk Time (%) 9 1 28 0 2 Queuing Penalty (veh) 0 0 142 0 0 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

Intersection: 5: Queen St S & George St

Movement EB NB SB SB Directions Served LR LT T TR Maximum Queue (m) 16.7 81.2 53.5 74.7 Average Queue (m) 8.1 45.2 1.8 9.9 95th Queue (m) 15.3 99.1 17.6 41.9 Link Distance (m) 131.5 77.8 97.8 97.8 Upstream Blk Time (%) 8 Queuing Penalty (veh) 45 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

Network Summary Network wide Queuing Penalty: 212

07-29-2020 SimTraffic Report PTSL (JJ) Page 1 Queuing and Blocking Report 2029 Total AM Queuing and Blocking Report 2029 Total AM 2029 Total AM 115 George St TIA PS TDM 2029 Total AM 115 George St TIA PS TDM Intersection: 1: Queen St S & Main St W Intersection: 12: Queen St S/Queen St N & King St W

Movement EB EB EB EB EB NB SB SB SB Movement WB WB WB NB SB SB Directions Served LT T T T R TR L T T Directions Served LT T TR LT T TR Maximum Queue (m) 166.5 159.2 158.5 158.4 68.4 126.5 42.8 40.9 40.9 Maximum Queue (m) 104.6 104.6 104.6 98.3 65.2 85.6 Average Queue (m) 157.3 141.4 101.6 57.6 26.5 120.6 26.8 25.9 20.6 Average Queue (m) 93.1 94.8 93.8 94.3 19.7 55.2 95th Queue (m) 171.2 172.1 139.3 100.4 47.9 124.8 40.8 40.0 41.6 95th Queue (m) 100.4 102.0 101.8 103.0 45.1 92.1 Link Distance (m) 154.6 154.6 154.6 154.6 154.6 114.6 36.1 36.1 36.1 Link Distance (m) 85.4 85.4 85.4 94.0 73.7 73.7 Upstream Blk Time (%) 17 3 0 0 79 14 2 1 Upstream Blk Time (%) 67 63 65 28 6 Queuing Penalty (veh) 0000 01832 Queuing Penalty (veh) 0 0 0 206 0 Storage Bay Dist (m) Storage Bay Dist (m) Storage Blk Time (%) Storage Blk Time (%) Queuing Penalty (veh) Queuing Penalty (veh)

Intersection: 2: Queen St S & Site Access Network Summary Network wide Queuing Penalty: 421 Movement WB NB SB SB Directions Served LR TR LT T Maximum Queue (m) 71.5 41.3 28.8 15.7 Average Queue (m) 20.1 23.7 6.0 0.5 95th Queue (m) 49.9 50.6 22.0 5.2 Link Distance (m) 82.2 36.1 27.2 27.2 Upstream Blk Time (%) 7 1 Queuing Penalty (veh) 50 2 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

Intersection: 5: Queen St S & George St

Movement EB NB SB Directions Served LR LT T Maximum Queue (m) 9.2 30.9 15.6 Average Queue (m) 2.5 23.7 0.8 95th Queue (m) 8.9 40.0 6.1 Link Distance (m) 117.3 27.2 94.0 Upstream Blk Time (%) 19 Queuing Penalty (veh) 140 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

07-29-2020 SimTraffic Report 07-29-2020 SimTraffic Report PTSL (JJ) Page 1 PTSL (JJ) Page 2 Queuing and Blocking Report 2029 Total PM Queuing and Blocking Report 2029 Total PM 2029 Total PM 155 George St TIA PS TDM 2029 Total PM 155 George St TIA PS TDM Intersection: 1: Queen Street South/Queen St S & Main Street West Intersection: 11: Queen St S

Movement EB EB EB EB EB NB SB SB Movement WB NB SB SB Directions Served LT T T T R TR L T Directions Served LR TR LT T Maximum Queue (m) 168.5 162.7 136.5 159.7 162.7 113.9 36.4 41.7 Maximum Queue (m) 43.2 43.2 23.9 29.4 Average Queue (m) 158.8 133.7 88.8 59.4 95.7 113.9 24.7 38.8 Average Queue (m) 18.8 21.6 5.0 23.8 95th Queue (m) 174.1 163.2 123.3 119.7 173.9 113.9 39.4 42.1 95th Queue (m) 37.6 51.7 15.6 33.0 Link Distance (m) 158.1 158.1 158.1 158.1 158.1 109.3 36.3 36.3 Link Distance (m) 101.7 36.3 24.3 24.3 Upstream Blk Time (%) 14 2 1 2 87 6 33 Upstream Blk Time (%) 11 1 17 Queuing Penalty (veh) 0 0 0 0 0 17 99 Queuing Penalty (veh) 64 2 53 Storage Bay Dist (m) Storage Bay Dist (m) Storage Blk Time (%) Storage Blk Time (%) Queuing Penalty (veh) Queuing Penalty (veh)

Intersection: 4: Queen St S/Queen St N & King St W Network Summary Network wide Queuing Penalty: 520 Movement WB WB WB NB SB SB Directions Served LT T TR LT T TR Maximum Queue (m) 189.7 189.7 175.1 101.9 73.6 109.2 Average Queue (m) 158.7 136.9 92.4 93.4 30.5 70.6 95th Queue (m) 203.7 189.1 141.1 119.2 66.4 109.0 Link Distance (m) 170.5 170.5 170.5 97.8 104.6 104.6 Upstream Blk Time (%) 13 1 0 32 1 Queuing Penalty (veh) 0 0 0 162 0 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

Intersection: 5: Queen St S & George St

Movement EB NB SB Directions Served LR LT TR Maximum Queue (m) 40.9 30.5 91.6 Average Queue (m) 10.8 19.5 19.2 95th Queue (m) 24.8 39.3 60.3 Link Distance (m) 131.4 24.3 97.8 Upstream Blk Time (%) 24 Queuing Penalty (veh) 123 Storage Bay Dist (m) Storage Blk Time (%) Queuing Penalty (veh)

07-29-2020 SimTraffic Report 07-29-2020 SimTraffic Report PTSL (JJ) Page 1 PTSL (JJ) Page 2