3025 Albion Road North I C H a E L

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3025 Albion Road

Ahlul-Bayt Center Ottawa

Transportation Impact Study

Prepared By:

NOVATECH Suite 200, 240 Michael Cowpland Drive Ottawa, Ontario K2M 1P6

April 2018

Novatech File: 113093 Ref: R-2015-176

Documentation and Reporting Checklist

Report Context (Section 1.0)

Description of the development (include all of the following that are known at the time of the application):

 Municipal address;  Location relative to major elements of the existing transportation system (e.g., the site is located in the southwest quadrant of the intersection of Main Street/ First Street, 600 metres from the Maple Street Rapid Transit Station);  Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.;  Proposed land uses and relevant planning regulations to be used in the analysis;  Proposed development size (building size, number of residential units, etc.) and location on site;  Estimated date of occupancy;  Planned phasing of development;  Proposed number of parking spaces (not relevant for Draft Plans of Subdivision); and  Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc.  Study area;  Time periods and phasing; and  Horizon years (include reference to phased development).

The TIS must include a key plan that shows the general location of the development in relation to the surrounding area. The TIS must also provide a draft site plan of a suitable scale that shows the general location of the development and the proposed access. If the proposed development/ redevelopment is to be constructed in phases, a description must be provided for each phase, identifying the proposed timing of implementation.

Existing Conditions (Section 2.0 and 4.0)

 Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and posted speed limit;  Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other relevant data (e.g., extraordinary lane widths, grades, etc.);  Existing access points to adjacent developments (both sides of all roads bordering the site);  Existing transit system, including stations and stops;  Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks;  Existing system operations (V/C, LOS); and  Major trip generators/ attractors within the Study Area should be indicated.

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Suite 200, 240 Michael Cowpland Drive, Ottawa ON K2M 1P6 Tel: 613.254.9643 Fax: 613.254.5867 www.novatech-eng.com

The TIS report must include: a context plan of a suitable scale that shows the general location of the development, the proposed access locations and the existing conditions in the surrounding area; figures documenting the existing travel demands by mode; and a summary of collisions for the effected study area roads. A photographic inventory of the transportation network elements in the vicinity of the proposed access points would be beneficial to staff in their review of the Consultant’s report.

Demand Forecasting (Section 3.0)

 General background growth;  Other study area developments;  Changes to the study area road network;  Future background system operations (V/C, LOS, queue lengths): • include figures documenting future background travel demands by mode for each horizon year  Trip generation rates;  Trip distribution and assignment: • include figures documenting forecasted site trip generation and assignment by mode; and • include figures documenting total future travel demands by mode for each horizon year.

Impact Analysis (Sections 4.0 to 7.0)

 Total future system operations (V/C, LOS, queue lengths);  Signal and auxiliary lane (device) warrants;  Operational/ safety assessment (e.g., sight line assessment where grades are an issue);  Storage analysis for closely spaced intersections;  Pedestrian and bicycle network connections and continuity;  On-site circulation and design;  Potential for neighbourhood impacts; and  TDM.

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Suite 200, 240 Michael Cowpland Drive, Ottawa ON K2M 1P6 Tel: 613.254.9643 Fax: 613.254.5867 www.novatech-eng.com

Transportation Impact Study 3025 Albion Road

Table of Contents EXECUTIVE SUMMARY ...... I 1.0 INTRODUCTION ...... 1 1.1 ANALYSIS PARAMETERS ...... 2 2.0 EXISTING CONDITIONS ...... 3 2.1 ROADWAY FACILITIES ...... 3 2.2 STUDY AREA INTERSECTIONS ...... 3 2.3 EXISTING PEDESTRIAN FACILITIES ...... 4 2.4 EXISTING BICYCLE FACILITIES ...... 4 2.5 EXISTING TRANSIT FACILITIES ...... 4 2.6 EXISTING TRAFFIC VOLUMES ...... 5 2.7 COLLISION RECORDS...... 6 3.0 TRAVEL DEMAND FORECASTING ...... 8 3.1 PLANNED PROJECTS ...... 8 3.2 HISTORIC BACKGROUND GROWTH ...... 8 3.3 TRIP GENERATION ...... 9 3.3.1 Existing Development ...... 10 3.3.2 School ...... 11 3.3.3 Recreation/Community Centre ...... 12 3.3.4 Mosque ...... 14 3.3.5 Leased Office and Warehouse Space ...... 15 3.3.6 Banquet Hall and Annual Events ...... 17 3.4 TRIP DISTRIBUTION ...... 18 3.4.1 Vehicular Traffic ...... 18 4.0 MULTI-MODAL LEVEL OF SERVICE (MMLOS) ...... 22 4.1 PEDESTRIAN LEVEL OF SERVICE (PLOS) ...... 22 4.2 BICYCLE LEVEL OF SERVICE (BLOS) ...... 24 4.3 TRANSIT LEVEL OF SERVICE (TLOS) ...... 26 4.4 TRUCK LEVEL OF SERVICE (TKLOS) ...... 26 4.5 VEHICULAR LEVEL OF SERVICE (AUTO LOS) ...... 27 4.6 MMLOS SUMMARY ...... 29 4.6.1 Segment MMLOS Summary ...... 29 4.6.2 Intersection MMLOS Summary ...... 30 5.0 INTERSECTION ANALYSIS ...... 32 5.1 EXISTING AND BACKGROUND TRAFFIC ...... 32 5.2 TOTAL TRAFFIC ...... 32 6.0 PROVISIONS FOR NON-AUTO MODES ...... 33 7.0 ON-SITE DESIGN ...... 33 7.1 PROPOSED ACCESS ...... 33 7.2 PARKING ...... 33 8.0 NEIGHBOURHOOD IMPACTS ...... 34

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9.0 TRANSPORTATION DEMAND MANAGEMENT ...... 35 10.0 CONCLUSIONS AND RECOMMENDATIONS ...... 35

Tables Table 1: Reported Collisions ...... 7 Table 2: Typical Facility Programs by Day and Time Period ...... 10 Table 3: Existing Person Trips ...... 11 Table 4: Existing Person Trips by Modal Share ...... 11 Table 5: School Trips ...... 12 Table 6: Exercise Facility Trips ...... 12 Table 7: Religious Education Trips ...... 13 Table 8: Youth Group Trips ...... 13 Table 9: Scouts Trips ...... 14 Table 10: Heritage Language Program Trips ...... 14 Table 11: Mosque – Vehicle Trips ...... 15 Table 12: Leased Office and Warehouse – Person Trips ...... 15 Table 13: Leased Office and Warehouse – Person Trips by Modal Share...... 16 Table 14: Summary of Peak Hour Vehicle Trips (Inbound and Outbound) ...... 17 Table 15: Vehicle Trip Distribution...... 18 Table 16: PLOS Segment Analysis ...... 22 Table 17: PLOS Intersection Analysis – Albion Road/Walkley Road ...... 23 Table 18: PLOS Intersection Analysis – Bank Street/Kitchener Avenue ...... 24 Table 19: BLOS Segment Analysis ...... 25 Table 20: BLOS Intersection Analysis ...... 25 Table 21: TLOS Segment Analysis ...... 26 Table 22: TLOS Intersection Analysis ...... 26 Table 23: TkLOS Segment Analysis ...... 26 Table 24: TkLOS Intersection Analysis ...... 27 Table 25: Auto LOS Segment Analysis ...... 27 Table 26: Auto LOS Intersection Analysis ...... 28 Table 27: Segment MMLOS Summary ...... 29 Table 28: Intersection MMLOS Summary ...... 30 Table 29: Total Traffic Intersection Operations ...... 32 Table 30: Minimum Vehicle Parking Requirements ...... 34

Figures Figure 1: Study Area and Site ...... 1 Figure 2: Daily Variation in Background Traffic by Time of Day ...... 2 Figure 3: Existing Peak Hour Traffic Volumes ...... 6 Figure 4: Existing Site-Generated Traffic Volumes ...... 19 Figure 5: Proposed Site-Generated Traffic Volumes ...... 20 Figure 6: Projected Total Traffic Volumes – 2019 and 2024 ...... 21

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Appendices APPENDIX A - SITE PLAN APPENDIX B - OC TRANSPO ROUTE MAPS APPENDIX C - TRAFFIC COUNTS AND SIGNAL TIMING PLANS APPENDIX D - COLLISION DATA APPENDIX E - SYNCHRO REPORTS

Novatech iii Transportation Impact Study 3025 Albion Road

EXECUTIVE SUMMARY

A Transportation Impact Study (TIS) was prepared by Novatech in February 2016 in support of a Zoning and Site Plan Application for the Ahlul-Bayt Center Ottawa (ABCO) to relocate to 3095 Albion Road. The proponent has now purchased a site located at 3025 Albion Road, approximately 200m north of the previously proposed site. The following revised TIS has been prepared as requested by the City in support of a Zoning By-Law Amendment application for the ABCO to be relocated from their existing site in Vanier to 3025 Albion Road.

The subject site is currently occupied by a three-storey office space for Hydro Ottawa. The ABCO is a Lebanese Muslim Canadian registered charitable organization which offers the community ongoing social, cultural, educational, and religious services. The proposed development will include a school, mosque, community centre and recreational facilities, as well as leased office and warehouse space, inside the existing building. Apart from the leasable office and warehouse space, it is understood that the ABCO will be providing the same services as outlined in the previous application, and therefore much of the analysis from the previous TIS applies to this report.

The subject site is located south of Walkley Road, north of the Hydro Corridor, and directly east of the intersection of Albion Road and Kitchener Avenue. The eastern half of the property is to be severed and will remain as a storage facility for Hydro Ottawa, with the majority of traffic accessing the facility via Heatherington Road.

The intersections to be evaluated in this report were confirmed with the City prior to the preparation of this report. The time periods for analysis include the weekday midday and PM peak hours to reflect the worst-case combination of background and site generated traffic. Analysis has been completed for the build-out scenario in 2019 and a five-year horizon of 2024.

No background traffic growth was included based on a review of historic traffic data and the 2011 and 2031 TRANS model. The vehicle trips associated with each program or facility have been identified based on the staff experience at the existing ABCO facility in Vanier. The estimated vehicle trips have been compared to ITE rates (where available) to validate the assumptions. Total traffic volumes have been calculated by adding the proposed site traffic to the existing traffic.

The main conclusions and recommendations of this report are as follows:

Traffic Analysis/MMLOS

• Based on the results of the segment multi-modal level of service (MMLOS) analysis, Albion Road does not meet the target pedestrian level of service (PLOS) or bicycle level of service (BLOS), but does meet and vehicular level of service (Auto LOS).

• The critical factor in determining the segment PLOS on Albion Road is the traffic volume. Four of the five most recent traffic counts indicate that the average annual daily curb lane

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traffic volumes for southbound Albion Road falls below the 3000 vehicles/day threshold, which would improve the segment PLOS to the target PLOS C.

• Per Exhibit 11 of the MMLOS guidelines, a 10 km/h reduction in the operating speed along Albion Road will improve the segment BLOS to the target BLOS B.

• Based on the results of the intersection MMLOS analysis, both the Albion Road/Walkley Road and the Bank Street/Kitchener Avenue intersections do not meet the target PLOS, BLOS or TkLOS. Both intersections meet the target TLOS and Auto LOS.

• The south, east, and west approaches at the intersection of Albion Road/Walkley Road do not meet the target PLOS. Consideration could be given to implementing leading pedestrian intervals and zebra-striped or textured crosswalks, to improve the pedestrians’ level of comfort. Consideration could also be given to replacing the existing right turn channel at the west approach with a smart channel.

• The north and south approaches at the intersection of Bank Street/Kitchener Avenue do not meet the target PLOS. Consideration could be given to leading pedestrian intervals and zebra-striped or textured crosswalks, to improve the pedestrians’ level of comfort.

• All approaches at the intersection of Albion Road/Walkley Road do not meet the target BLOS. Consideration could be given to implementing two-stage left-turn bike boxes at all approaches, as well as a pocket bike lane at the west approach, which will improve the intersection BLOS to the target.

• The north, south, and east approaches at the intersection of Bank Street/Kitchener Avenue do not meet the target BLOS. Consideration could be given to implementing two- stage left-turn bike boxes at these approaches, which will improve the intersection BLOS to the target.

• The east approach at the intersection of Albion Road/Walkley Road does not meet the target TkLOS. As the receiving lane is not part of a truck route, no recommendations have been made to improving the TkLOS for this approach.

• The north and south approaches at the intersection of Bank Street/Kitchener Avenue does not meet the target TkLOS. Alternative accesses are provided for heavy trucks to access the development to the west of the intersection, and Kitchener Avenue is not designated as a truck route. For these reasons, no recommendations have been made to improving the TkLOS for this approach.

• All traffic movements within the study area are currently operating at a LOS C or better during the AM and PM peak periods.

• No growth in background traffic is anticipated within the 2024 horizon timeframe and therefore the existing conditions are expected to reflect the background traffic condition.

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• With the operation of the proposed development, all traffic movements within the study area are anticipated to continue to operate at a LOS C or better during the AM and PM peak periods. • An additional 15 metres of storage length is recommended for the westbound left turn lane at the Bank Street/Kitchener Avenue intersection to accommodate the existing/ background traffic.

• An additional 10 metres of storage length is recommended for the westbound left turn lane at the Bank Street/Kitchener Avenue intersection to accommodate the projected total traffic.

• The need for additional westbound left turn storage is predominantly related to existing/background traffic. If the existing storage provisions were adequate the addition of site generated traffic would not justify the implementation of a road modification. It is recommended that the City monitor operating conditions at the Bank Street/Kitchener Avenue intersection and implement any required road modifications as funding becomes available.

• There are eight anticipated annual events which will generate up to 600 persons (or 200 vehicles). These events are often scheduled on weekends or off-peak time periods but may occasionally occur during the AM peak hour.

Site Design

• The City of Ottawa’s Zoning By-Law (ZBL) requires a minimum of 393 parking spaces on- site. The proposed parking lot satisfies these requirements with a total of 405 spaces.

• A total of 40 bicycle parking spaces will be provided to meet the minimum requirements identified in the ZBL.

Community Impacts and Transportation Demand Management

• The traffic assessment considered all traffic to/from the subject site. Existing turn prohibitions along Kitchener Avenue will limit the use of this route for trips to/from the subject site. Enforcement or extensions to the existing turn restrictions may be required.

• The proposed development conforms to the City’s TDM initiatives by encouraging carpooling amongst the members of the community.

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1.0 INTRODUCTION A Transportation Impact Study (TIS) was prepared by Novatech in February 2016 in support of a Zoning and Site Plan Application for the Ahlul-Bayt Center Ottawa (ABCO) to relocate to 3095 Albion Road. The proponent has now purchased a site located at 3025 Albion Road, approximately 200m north of the previously proposed site. The following revised TIS has been prepared as requested by the City in support of a Zoning By-Law Amendment application for the ABCO to be relocated from their existing site in Vanier to 3025 Albion Road.

The current subject site, as well as the previous site, are shown in Figure 1.

Figure 1: Study Area and Site

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The subject site is surrounded by apartments to the north, green space and a Hydro Corridor to the south, Hydro storage yards to the east, and green space and residences to the west.

The new development is expected to occupy the site in 2019. The development will consist of a private school, mosque, and community/recreational centre for ABCO, with the remaining office and warehouse space on the first floor to be leased out. Vehicle access to the site is proposed through the two existing full movement accesses along Albion Road. The site plan is provided in Appendix A.

1.1 Analysis Parameters The study area for this report includes Albion Road between the Hydro Corridor south of the subject site and Walkley Road, including the signalized intersections at Albion Road/Walkley Road and Bank Street/Kitchener Avenue, as well as the unsignalized intersections at Albion Road/Heatherington Road and Albion Road/Kitchener Avenue.

As shown in Figure 2, the background traffic at the intersections of Albion Road/Walkley Road and Bank Street/Kitchener Avenue is highest in the PM peak period. The midday and AM peak hours are approximately 20% lower than the PM peak hour.

The selected time period for analysis is the weekday Midday and PM peak hours as they represent the ‘worst case’ combination of site generated traffic and adjacent street traffic. This is consistent with the previous TIS.

4,000

Bank and Kitchener 3,500 Albion and Walkley 3,000

2,500

2,000

1,500 Vehicles PerHour

1,000

500

0 7:00 8:00 9:00 11:30 12:30 3:00 4:00 5:00

Figure 2: Daily Variation in Background Traffic by Time of Day

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2.0 EXISTING CONDITIONS 2.1 Roadway Facilities Albion Road North is a collector road that runs on a north-south alignment between Walkley Road and Kitchener Avenue, with a two-lane undivided urban cross-section. Albion Road has a posted speed limit of 50km/h through the study area and is not designated as a truck route.

Walkley Road is an arterial road that runs on an east-west alignment between Riverside Drive and Ramsayville Road, with a four-lane divided urban cross-section in the vicinity of Albion Road. Walkley Road has a posted speed limit of 50km/h through the study area and is a designated truck route.

Bank Street is an arterial road that runs on a north-south alignment between Wellington Street and Marionville Road, with a four-lane divided urban cross-section south of Kitchener Avenue, and an undivided urban cross-section north of Kitchener Avenue. Bank Street has a posted speed limit of 50 km/h through the study area and is designated as a truck route.

Kitchener Avenue is a collector road that runs on an east-west alignment between Bank Street and Albion Road, with a two-lane undivided urban cross-section. Kitchener Avenue has a posted speed limit of 40 km/h and is not designated as a truck route.

2.2 Study Area Intersections The lane configurations at each of the study area intersections can be summarized as follows:

Albion Road & Walkley Road • This intersection is a four legged signalized intersection. • The northbound and southbound approaches consist of one single left turn lane and one shared through-right lane. • The eastbound approach consists of two through lanes, one left turn lane, and one channelized right turn lane. • The westbound approach consists of one left turn lane, one through lane, and one shared through/right turn lane.

Bank Street & Kitchener Avenue • This intersection is a four legged signalized intersection. • The northbound approach consists of one left turn lane, two through lanes, and a third curb side through lane which connects to Bank Street 30m south of the intersection. The curb side lane also connects to Ledbury Avenue and the Home Depot loading area to the south. The northbound right turn movement is restricted from 7:00am to 9:00am on weekdays. • The southbound approach consists of one left turn lane, one through lane, and one shared through/right turn lane. • The eastbound approach consists of one left turn lane and one right turn lane. The eastbound through movement is restricted.

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• The westbound approach consists of one left turn lane and one shared through/right turn lane. The westbound through and left turn movements are restricted from 3:30pm to 5:30pm on weekdays.

Albion Road & Kitchener Avenue • This intersection is a three legged stop-controlled intersection. • All legs have a single approach lane. • The northbound left turn movement is restricted from 5:00pm to 5:00am.

2.3 Existing Pedestrian Facilities Asphalt sidewalks are provided on both the east and west sides of Albion Road from Walkley Road to Kitchener Avenue. South of Kitchener Avenue, no dedicated facilities are provided for pedestrians. A concrete sidewalk is provided along one side of Kitchener Avenue and both sides of Bank Street and Walkley Road.

Pedestrian cross-walks are provided on all sides of the Walkley Road/Albion Road and Bank Street/Kitchener Avenue intersections.

2.4 Existing Bicycle Facilities The City of Ottawa’s Ultimate Cycling Network identifies Walkley Road and Bank Street as spine routes. Albion Road and Kitchener Avenue are classified as local cycling routes. The area is bounded by Walkley Road and Bank Street which currently have no dedicated cycling facilities and therefore limited comfortable cycling routes are available to reach the site. A series of local roads through the surrounding community may provide comfortable cycling routes to the site for short-distance trips.

2.5 Existing Transit Facilities There are two local routes which travel along Heatherington Road with stops #7210 and #8402 located immediately east of Albion Road, within 300m of the site. These stops services bus routes 44 and 291.

OC Transpo Route 44 travels from Gatineau to Billings Bridge. On weekdays, the route operates every 15 minutes between 7:00am and 10:00pm, and every 30 minutes between 10:00pm and 7:00am. On Saturdays, the route operates every 15 minutes between 10:00am and 7:00pm, and every 30 minutes from 7:00pm to 10:00am. On Sundays, the route operates every 30 minutes between 9:00am and 12:00am.

OC Transpo Route 291 travels from Hurdman to Herongate. The route operates only during the weekday peak periods, every 15 minutes from 6:00am to 8:30am and 4:00pm to 7:00pm.

Route maps for routes 44 and 291 are included in Appendix B.

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2.6 Existing Traffic Volumes Weekday traffic counts were completed by the City of Ottawa or Novatech at the following intersections: • Walkley Road/Albion Road (City) Wednesday, December 7, 2016 • Albion Road/Heatherington Road (City) Friday, July 11, 2003 • Albion Road/Kitchener Avenue (Novatech) Wednesday, June 8, 2016 • Bank Street/Kitchener Avenue (City) Tuesday, January 30, 2018

To confirm the traffic data at Albion Road/Heatherington Road remains relevant and to identify the scale of site traffic at 3025 Albion Road during peak hour, traffic counts were undertaken at both locations for a 30-minute period during the AM and PM peaks on Monday, November 2, 2015 and Tuesday, November 3, 2015. Traffic count summary sheets are provided in Appendix C. The 2015 observations were similar to the traffic data collected in 2003 with a variation of less than 20 vehicles over a 30-minute period. As a result, the 2003 traffic data has been used to reflect the existing condition. Traffic volumes arriving and departing the subject site are based on trip generation values outlined in Section 3.3: Trip Generation. The existing peak hour traffic volumes are shown in Figure 3.

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Figure 3: Existing Peak Hour Traffic Volumes

2.7 Collision Records Historical collision data from 2011 to 2016 was obtained from the City’s Public Works and Service Department for all study area intersections. Copies of the collision summary reports are included in Appendix D.

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The data was evaluated to determine if there are any identifiable collision patterns. The Ottawa TIA Guidelines define a collision pattern as more than one collision at a roadway location that involves similar directions and impact types. Further analysis may be warranted for intersections with a pattern of six or more collisions for any one movement over a five-year period.

The following table provides a summary of the number of collisions reported in the study area between January 1, 2011 and December 31, 2016. Twenty-three (23) of the collisions included injuries, of which one involved a cyclist and five involved pedestrians. Thirty-six (36) of the collisions occurred in wet or snowy conditions, where the collision may have been influenced by environmental factors.

Table 1: Reported Collisions Number of Reported Location Collisions (Jan. 2011 to Dec. 2016)

Intersections

Albion Road & Walkley Road 33

Albion Road & Kitchener Avenue 5

Albion Road & Heatherington Road 1

Bank Street & Kitchener Avenue 43

Mid-Block on Albion Road

Walkley Road to Lilibet Crescent 4

Lilibet Crescent to Heatherington Road 2

Kitchener Road to End 1

A total of 33 collisions were recorded at the Albion Road/Walkley Road intersection over the last five years. Nine (9) of the collisions were rear-end impacts, 12 were turning impacts, 5 were angle impacts, and 7 involved a single vehicle. Twelve (12) of the 33 collisions occurred in wet or snowy conditions where the collision may have been influenced by environmental factors. The rear-end, turning movement and single vehicle collision types meet the City of Ottawa’s criteria for further analysis.

With respect to the potential impacts of site generated traffic at the Albion Road/Walkley Road intersection:

• Of the 9 rear-end collisions, three are attributed to the northbound and southbound movements. It is noteworthy that driveways to a strip mall on the corner are within the vicinity of the intersection for northbound and eastbound traffic. These two directions account for eight of the nine rear-end collisions.

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• Of the 12 turning movement collisions, 11 are attributed to the westbound left turn. For all approaches, left turns are permitted but not protected. It is noteworthy that the east and west approaches to this intersection are relatively straight with clear sightlines. • Of the 7 single vehicle cases, four involved pedestrians (two northbound left turns and two eastbound right turns), and one involved a cyclist (northbound through with a westbound cyclist). • The proposed site traffic represents an increase in the total intersection traffic of approximately 8% in the midday peak hour and 3% in the PM peak hour.

A total of 43 collisions were recorded at the Bank Street/Kitchener Avenue intersection over the last five years. Twenty-three (23) of the collisions were rear-end impacts, 11 were turning impacts, 5 were angle impacts, 3 involved a single vehicle, and 1 involved a sideswipe. Twenty (20) of the 43 collisions occurred in wet or snowy conditions where the collision may have been influenced by environmental factors. The number of rear-end collisions and turning movement impacts meet the City’s criteria for further analysis.

With respect to the potential impacts of site generated traffic at the Bank Street/Kitchener Avenue intersection:

• Of the 23 rear-end collisions, 12 are attributed to the northbound movements and 11 are attributed to the southbound movements. One rear-end collision in each direction is attributable to lane-changing. • Of the 11 turning movement collisions, eight are attributed to northbound left turn movements, two are attributed to northbound U-turn movements, and one is attributed to a southbound U-turn movement. The northbound left turn movement is currently permitted and protected. U-turn movements are permitted on the north and south approaches. • The proposed site traffic represents an increase in the total intersection traffic of approximately 4% in the midday peak hour and 1% in the PM peak hour.

3.0 TRAVEL DEMAND FORECASTING 3.1 Planned Projects The City of Ottawa’s 2013 Transportation Master Plan (TMP) identifies Walkley Road between the Transitway and Heron Road, and Bank Street between Billings Bridge Station and Hunt Club Road, as transit priority routes. However, these projects were not included within the 2031 affordable network. As Walkley Road and Bank Street currently have limited or no transit service through this area, it is not expected that this project will be revisited within the planning horizon.

There are no planned projects exclusively for pedestrians or cyclists in the study area.

3.2 Historic Background Growth Traffic counts at the intersection of Walkley Road and Albion Road were reviewed for 2003, 2004, 2006, 2012, and 2016. Overall, the counts indicate a growth of approximately 1% per annum along Albion Road and Walkley Road. A review of the anticipated growth along Walkley Road,

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Albion Road and Bank Street in the vicinity of the subject site, as shown in the TRANS model (2011 to 2031), identified either no growth or negative growth over the 20-year planning horizon. Based on this information, no background growth has been applied to the road network. As no growth is anticipated, the 2019 and 2024 background traffic volumes remain consistent with the existing condition.

3.3 Trip Generation The ABCO is a Lebanese Muslim Canadian registered charitable organization which offers the community ongoing social, cultural, educational, and religious services. The ABCO is relocating from their existing site in Vanier to 3025 Albion Road. The site is currently occupied by Hydro Ottawa offices. The proposed development will use the existing building to include a mix of several uses including a school, community centre, recreational facility, mosque, banquet hall, as well as leased office and warehouse spaces. The uses and programs for day-to-day operations have been reviewed independently from the banquet hall which will be used for occasional events, as described further in Section 3.3.6.

The approximate time periods associated with each program or facility are identified in Table 2, which includes the existing office use. During the weekday time period, the school remains the major trip generator with occasional evening programming at the community centre. The exercise facilities and mosque will continue to generate trips throughout the day and evening time periods. The proposed leased office and warehouse spaces will generate trips during the AM, midday, and PM peak hours. On weekends, Saturday mornings reflect the worst-case scenario with overlapping heritage language school and the use of the mosque and exercise facilities.

For the existing development and the proposed office and warehouse, the vehicle trips have been estimated using trip generation rates from ITE’s Trip Generation Manual, 9th Edition. For the proposed development, the vehicle trips associated with each program or facility have been identified based on the existing staff experience at the facility in Vanier. The estimated vehicle trips have been compared to ITE rates (where available) to validate the assumptions. Given the limited access to transit and the city-wide catchment area, it has been assumed that few people will travel by non-auto modes. Higher proportions of carpooling are anticipated and estimated vehicle occupancies are identified for each trip generator.

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Table 2: Typical Facility Programs by Day and Time Period

Weekday Saturday Sunday

Use/Program PM

- -

AM AM AM

Noon Noon

Midday

Mid Mid

Evening Evening

Existing Development Industrial    Warehouse    Offices    Proposed Development School    Heritage Language School    Religious Education  Girls’ Youth Group  Boys’ Youth Group  Scouts    Exercise Facility         Prayers         Leased Office         Leased Warehouse        

3.3.1 Existing Development

The existing building is occupied by Hydro Ottawa, and currently contains 42,510 ft2 GFA of industrial space, 25,324 ft2 GFA of warehousing spaces, and 80,125 ft2 GFA of office space. A section of the first floor is also used as garage space, which has been assumed to generate no trips.

Trips generated by the existing development during the weekday AM and PM peak periods have been estimated using relevant land uses in the ITE Trip Generation Manual, 9th Edition. Trips generated during the midday peak period has been estimated as half of the average between the AM and PM peaks. These trips represent employees or clients who arrive and/or depart the subject site for lunch, meetings, etc. A split of 50% entering/50% exiting during this period has also been assumed.

Trips generated using the ITE trip generation rates were converted to person trips using a factor of 1.28, consistent with the City’s 2017 TIA Guidelines. The person trip generation by the existing site is summarized in Table 3.

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Table 3: Existing Person Trips ITE AM Peak (pph) Mid Peak (pph) PM Peak (pph) Land Use GFA Code IN OUT TOT IN OUT TOT IN OUT TOT Gen. Light 42,510 110 44 6 50 13 13 26 6 46 52 Industrial ft2 15,324 Warehousing 150 5 1 6 2 2 4 1 5 6 ft2 Single Tenant 80,125 715 164 20 184 45 45 90 27 151 178 Office ft2 Total 213 27 240 60 60 120 34 202 236

The modal shares for the existing development are anticipated to be consistent with the modal shares outlined in the 2011 TRANS O-D Survey Report, specific to the Alta Vista district. A full breakdown of the person trips by modal share are shown in Table 4.

Table 4: Existing Person Trips by Modal Share Travel Modal AM Peak Midday Peak PM Peak Mode Share IN OUT TOT IN OUT TOT IN OUT TOT Total Person Trips 213 27 240 60 60 120 34 202 236 Auto Driver 65% 138 18 156 39 39 78 22 132 154 Auto Pass 15% 32 4 36 9 9 18 5 30 35 Transit 15% 32 4 36 9 9 18 5 30 35 Non-Auto 5% 11 1 12 3 3 6 2 10 12

3.3.2 School The elementary and middle school will include approximately 16 classrooms and serve approximately 170 students. The school will have 17 teachers and administrative staff and will be in session from Monday to Friday between 8:15am and 3:15pm.

Based on the 2011 OD Data for work trips to the Alta Vista area, it has been assumed that 65% of the teachers drive to the site; amounting to 11 vehicles. Based on current operations at the ABCO school in the Vanier area, it is expected that most students will carpool to/from school with an average of 3 students per vehicle; amounting to approximately 54 vehicles. It has been conservatively assumed that all students and teachers arrive within a single one-hour period during the AM peak hour, as summarized in Table 5. During the PM peak hour, 65% of teachers and students are expected to depart during the peak hour while the remaining 35% remain on- site for after-school programs. By comparison, the ITE rates for a private school (LU534) identify approximately 30% more vehicle trips in both the morning and afternoon peak periods; likely reflective of lower carpooling rates amongst students.

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Table 5: School Trips Teachers Students Persons 17 170 Non-Auto Modes (35% / 5%) 5 9 Vehicle Occupancy 1.1 3 Vehicles 11 54 Peak Hour Vehicle Trips (In/Out) -AM Peak Hour 11/0 54/54* -PM Peak Hour 0/8 35/35* Note: * All drivers assumed to drop-off/pick-up only. Some linked vehicle trips may exist which is not accounted for.

3.3.3 Recreation/Community Centre The recreation and community centre will include sports facilities and community programs. The centre will employ 9 full-time or part-time staff and up to 30 occasional volunteers to lead youth programs and serve on the Executive and Trustee boards. A total of ten vehicle trips have been included to account for these staff and volunteers.

Exercise Facility The exercise facility is proposed to be open from 7:00am to 10:00pm but access will be limited to some facilities during school hours. The facility may include a swimming pool, gymnasium, and squash court. Peak use of the facility is expected to be approximately 50 persons and occur in the evening period from 7:00pm to 10:00pm. If on average users stay on-site for 1.5 hours, two- way vehicle trip rates are anticipated to be approximately 58vph, as shown in Table 6. By comparison, the ITE Trip Generation Manual Recreational Community Centre rates suggest two- way peak hour trips of up to 45vph; suggesting the estimate of 58vph is likely conservative.

Table 6: Exercise Facility Trips Users Persons 50 Non-Auto Modes (5%) 3 Vehicle Occupancy 1.1 Vehicles 43 Average Length of Stay 1.5 hours Peak Hour Vehicle Trips (In/Out) -Evening and Weekends 29/29 -Weekday (33% reduction assumed 19/19 during school hours)

Religious Education A religious education session will be hosted every Thursday evening at approximately 7:00pm and will serve 200 persons including both children and adults. It has been assumed that 95% will arrive by vehicle with an average of 3 students per vehicle, or 64 vehicles, as shown in Table 7. As some students are adults, it has been assumed that only 25% of drivers will be exclusively

Novatech Page 12 Transportation Impact Study 3025 Albion Road dropping-off/picking-up while the remainder of drivers will remain on site to either attend the education session or use on-site facilities.

Table 7: Religious Education Trips Leaders Students Persons 7 200 Non-Auto Modes (5%) 0 10 Vehicle Occupancy 1.1 3 Vehicles 6 64 Peak Hour Vehicle Trips (In/Out) 6/0 64/16 7:00PM Arrival

Youth Groups The centre will host a girls’ youth group for ages 9 to 16 years on Friday evenings beginning at approximately 7:00pm. A boys’ youth group for ages 15 to 18 years will be hosted on Saturday evenings beginning at approximately 7:00pm. The youth groups will be run by a team of 8 to 10 councillors. Most youth will carpool to the site with an average of 3 youths per vehicle, as summarized in Table 8. Half of the vehicles are expected to remain on-site while drivers attend the youth group or use the recreational facility while the other half return at the end of each session to pick-up the youth.

Table 8: Youth Group Trips Girls’ Youth Group Boys’ Youth Group Councilor Youth Councilor Youth Persons 10 120 8 100 Non-Auto Modes (5%) 1 6 0 5 Vehicle Occupancy 1.1 3 1.1 3 Vehicles 8 38 7 32 Peak Hour Vehicle Trips (In/Out) 8/0 38/19 7/0 32/16

Scouts A Scouts program will be hosted at the site on Sunday mornings from approximately 10:00am to 12:00pm. The Scouts will include both boys and girls from ages 6 to 14 years and will be run by a team of 15 Scout Leaders. Consistent with the travel assumptions for the youth groups, it is expected that only 5% arrive by non-auto modes and on average 3 scouts arrive in each vehicle, as shown in Table 9. Half of the vehicle drivers are assumed to remain on-site to make use of the available facilities while the second half are assumed to return to pick-up Scouts at the end of the program.

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Table 9: Scouts Trips Leaders Scouts Persons 15 150 Non-Auto Modes (5%) 1 8 Vehicle Occupancy 1.1 3 Vehicles 13 48 Peak Hour Vehicle Trips (In/Out) -Arrival (AM Peak) 13/0 48/24 -Departure (Midday) 0/13 24/48

Heritage Language Program A Heritage Language Program will be hosted on Saturdays from approximately 10:00am to 2:00pm. This program will include approximately 160 students and 15 teachers. Consistent with previous assumptions, students are expected to carpool with an average of 3 students per vehicle, as shown in Table 10. Half of the drivers are assumed to remain on-site to make use of the available facilities.

Table 10: Heritage Language Program Trips Teachers Students Persons 15 160 Non-Auto Modes (5%) 1 8 Vehicle Occupancy 1.1 3 Vehicles 13 51 Peak Hour Vehicle Trips (In/Out) -Arrival (AM Peak) 13/0 51/26 -Departure (Mid-Afternoon) 0/13 26/51

3.3.4 Mosque Prayer services will occur approximately 5 times per day with the exact times shifting throughout the year. Peak attendance for weekly prayers will occur on Friday afternoon (approximately 1:00pm). Attendance at the mosque for prayers is not highly prioritized within the community and therefore attendance is expected to be less than what is observed at other mosques in Ottawa. At the existing site in Vanier, prayers are not held during the school day and therefore none of the community members currently attend Friday afternoon. It has been conservatively assumed that as many as 200 persons would be in attendance at midday on Friday (not including school children and staff already on-site).

In addition to the Friday afternoon service, typical weekday attendance at prayers has been estimated at approximately 70 persons (not including school children and staff). On weekends, typical attendance at prayers is expected to increase to approximately 90 persons to account for some school-aged children attending with their parents.

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The time periods have been conservatively assumed to align with the peak travel demand for other on-site programs. The estimated people and vehicle trips are summarized in Table 11. It has been conservatively assumed that all persons attending prayers arrive and depart within a single hour as most prayer sessions are limited to approximately 30 minutes. By comparison, the ITE Trip Generation Manual land use for mosques (which is limited to a single observation) identifies 67% or 96% of trips occurring during the peak hour of generator as inbound trips; suggesting most remain on-site for more than a 1-hour period.

Table 11: Mosque – Vehicle Trips Typical Weekday Friday Saturday Midday Peak Hour Persons 70 200 90 Non-Auto Modes (5%) 4 10 5 Vehicle Occupancy 1.65 1.65 2.1 Vehicles 40 115 40 Peak Hour Vehicle Trips (In/Out) 40/40 115/115 40 /40

3.3.5 Leased Office and Warehouse Space The proposed redevelopment includes office and warehouse space that operates independently of the previous programs, with the office occupying approximately 3,000 ft2 of the gross floor area and the warehouse occupying approximately 70,000 ft2 of the gross floor area.

Trips generated by the proposed office and warehouse developments during the weekday AM and PM peak periods have been estimated using relevant land uses in the ITE Trip Generation Manual, 9th Edition. Consistent with the existing development, the trip generation for the midday peak period has been estimated as half of the average between the AM and PM peaks.

Table 12: Leased Office and Warehouse – Person Trips ITE AM Peak (pph) Mid Peak (pph) PM Peak (pph) Land Use GFA Code IN OUT TOT IN OUT TOT IN OUT TOT 69,943 Warehousing 150 22 5 27 7 7 14 8 21 29 ft2 Single Tenant 2,940 715 5 1 6 1 1 2 1 5 6 Office ft2 Total 27 6 33 8 8 16 9 26 35

As with the existing development, the modal shares are anticipated to be consistent with the modal shares outlined in the 2011 TRANS O-D Survey Report, specific to the Alta Vista district. A full breakdown of the person trips by modal share are shown in Table 13.

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Table 13: Leased Office and Warehouse – Person Trips by Modal Share Travel Modal AM Peak Midday Peak PM Peak Mode Share IN OUT TOT IN OUT TOT IN OUT TOT Total Person Trips 27 6 33 8 8 16 9 26 35 Auto Driver 65% 17 4 21 6 6 12 6 17 23 Auto Pass 15% 4 1 5 1 1 2 1 4 5 Transit 15% 4 1 5 1 1 2 1 4 5 Non-Auto 5% 2 0 2 0 0 0 1 1 2

The net increase in trip generation, as identified in Table 3 through Table 13 above, is summarized in Table 14 and identifies additional midday and PM peak hour trips of 87vph to 213vph for typical day-to-day scenarios. There are approximately eight annual events identified separately in Section 3.3.6, for which a detailed traffic assessment has not been carried out. As previously identified in Section 1.1, the weekday midday (Friday) and PM peak hours were selected for further analysis to reflect the worst-case combination of background and site generated traffic.

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Table 14: Summary of Peak Hour Vehicle Trips (Inbound and Outbound) WEEKDAYS Use or Program AM Midday (Fri) PM Evening Existing Development Industrial 29/4 8/8 4/30 - Warehouse 3/1 1/1 1/3 - Office 106/13 30/30 17/99 - 138/18 39/39 22/132 - Sub-Total 156 78 154 - Proposed Development School 65/54 - 35/43 - Recreational Centre Staff 10/0 5 /5 3/7 0/10 Religious Education (Thurs) - - - 70/16 Girls’ Youth Group (Fri) - - - 46/19* Exercise Facility 19/19 19/19 29/19 29/29 Prayers 40/40 115/115 40/40 40/40 Leased Warehouse 14/3 5/5 5/14 - Leased Office 3/1 1/1 1/3 - 151/117 145/145 113/126 185/114* Sub-Total 268 290 239 299* 13/99 106/106 91/-6 185/114* Net Difference 112 212 85 299 SATURDAY** Use/Program AM Noon Midday Evening Recreational Centre Staff 10/0 5 /5 3/7 0/10 Heritage Language School 64/26 - 26/64 - Boys’ Youth Group - - - 39/16 Exercise Facility 29/29 29/29 29/29 29/29 Prayers 40/40 40/40 40/40 40/40 143/95 74/74 98/140 108/95 Sub-Total/Net Difference 238 148 238 203 SUNDAY** Use/Program AM Noon Midday Evening Scouts 61/24 24/61 - - 61/24 24/61 - - Sub-Total/Net Difference 85 85 - - Note: * Weekday evening sub-total reflective of Thursday evening as the worst-case scenario. **Existing development is assumed to generate no trips on weekends.

3.3.6 Banquet Hall and Annual Events Up to eight annual events are anticipated at the ABCO facility with attendance as high as 600 persons. Five (5) of the events are typically held on a Saturday evening while the remaining three (3) events may occur during the AM peak period. During these events, families typically travel

Novatech Page 17 Transportation Impact Study 3025 Albion Road together with an average of 3-4 persons per car. As a result, the peak direction traffic prior to or following an event is estimated at no more than 200 vehicles.

3.4 Trip Distribution 3.4.1 Vehicular Traffic To determine the distribution of trips generated by the subject site under existing conditions, the origins of trips were derived from existing traffic patterns on the roadways within the study area. The origins of trips to the proposed mosque were based on a combination of information provided by the community with respect to household locations of their members and the population distribution across the National Capital Region as identified in the 2011 OD data. Approximately half of the members live in the south end of the City which includes the South Gloucester/Leitrim, Hunt Club and Alta Vista areas. The remaining 50% are spread out across Ottawa and therefore were assigned proportionately to the remaining districts by population (as identified in the 2011 OD Data). With consideration to the estimated trip origins, the trip assignment has been derived with consideration given to several key factors, including: • Existing traffic patterns; • The location of the site access with respect to the adjacent roadway system; and • The principles of logical trip routing.

Both Albion Road and Kitchener Avenue are designated collector roads which provide direct connections from the site to the arterial road network. The assignment of site-generated vehicular trips to the road network is summarized in Table 15.

Table 15: Vehicle Trip Distribution Existing Site Proposed Site Access Direction Distribution Distribution Midday PM Walkley Road - West 20% 20% 20% Albion Road Walkley Road - East 20% 20% 35% Bank Street – North 30% 20% 20% Kitchener Avenue Bank Street - South 30% 40% 25%

The following turn restrictions currently exist along Kitchener Avenue limiting site access: • Kitchener Avenue & Bank Street – No NBR 7:00am-9:00am Monday-Friday • Kitchener Avenue & Bank Street – No WBL 3:30pm-5:30pm Monday-Friday • Kitchener Avenue & Albion Road – No EBR 5:00pm – 5:00am • Kitchener Avenue & Albion Road – No NBL 5:00pm – 5:00am

Turn restrictions also exist along Bank Street limiting northbound right turns during the AM peak period onto all local roads between Kitchener Avenue and Walkley Road. As a result of the turn prohibitions, outbound trips during the PM peak hour destined south on Bank Street have been re-routed to westbound on Walkley Road via Albion Road. The existing peak hour trips generated

Novatech Page 18 Transportation Impact Study 3025 Albion Road by the subject site are shown in Figure 4, the projected peak hour trips generated by the proposed development in Figure 5, and the projected total traffic volumes in Figure 6.

Figure 4: Existing Site-Generated Traffic Volumes

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Figure 5: Proposed Site-Generated Traffic Volumes

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Figure 6: Projected Total Traffic Volumes – 2019 and 2024

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4.0 MULTI-MODAL LEVEL OF SERVICE (MMLOS)

This section provides a review of the boundary street Albion Road using complete streets principles. The MMLOS guidelines produced by IBI Group in 2015 were used to evaluate the level of service (LOS) of all roadway segments for each mode of transportation. Schedules B and E of the City of Ottawa’s Official Plan indicates Albion Road is in the General Urban Area, and is a collector road. 4.1 Pedestrian Level of Service (PLOS)

Exhibit 22 of the MMLOS guidelines suggests a target PLOS C for collector roads in the General Urban Area. Exhibit 4 of the MMLOS guidelines has been used to evaluate the existing segment PLOS within the subject area, and the results are shown in Table 16. Exhibit 5 of the Addendum to the MMLOS guidelines has been used to evaluate the existing PLOS at the intersections of Albion Road/Walkley Road and Bank Street/Kitchener Avenue, and the results are shown in Tables 17 and 18.

Table 16: PLOS Segment Analysis Avg. Daily Curb Presence of Sidewalk Boulevard Operating Segment Lane Traffic On-Street Width Width Speed PLOS Volume Parking Albion Road (Walkley Road to Kitchener Avenue), east side 1.5m > 2.0m < 3000 vpd Yes 60 km/h C Albion Road (Walkley Road to Kitchener Avenue), west side 1.8m 0m > 3000 vpd Yes 60 km/h D

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Table 17: PLOS Intersection Analysis – Albion Road/Walkley Road North South East West CRITERIA Approach Approach Approach Approach PETSI SCORE CROSSING DISTANCE CONDITIONS Median > 2.4m No No No No Width 105 88 72 55 Lanes Crossed 3 4 5 6 SIGNAL PHASING AND TIMING Left Turn Conflict Permissive -8 Permissive -8 Permissive -8 Permissive -8 Permissive Permissive Permissive Permissive Right Turn Conflict -5 -5 -5 -5 or Yield or Yield or Yield or Yield Right Turn on Red Allowed -3 Allowed -3 Allowed -3 N/A 0 Leading Pedestrian No -2 No -2 No -2 No -2 Interval CORNER RADIUS > 10m to > 15m to > 15m to > 10m to Parallel Radius -6 -8 -8 -6 15m 25m 25m 15m Parallel Right Turn No No No -4 Conventional 0 -4 -4 Channel Channel w/o Receiving Channel Channel Perpendicular > 15m to N/A 0 N/A 0 N/A 0 -8 Radius 25m

Perpendicular N/A 0 N/A 0 N/A 0 Conventional 0 Right Turn Channel w/o Receiving

CROSSING TREATMENT Treatment Standard -7 Standard -7 Standard -7 Standard -7 PETSI SCORE 70 55 35 15 PLOS C D E F DELAY SCORE Cycle Length 80 80 80 80 Effective Walk Time 31.0 31.0 9.8 9.8 DELAY SCORE 15.0 15.0 30.8 30.8 PLOS B B D D

OVERALL C D E F

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Table 18: PLOS Intersection Analysis – Bank Street/Kitchener Avenue North South East West CRITERIA Approach Approach Approach Approach PETSI SCORE CROSSING DISTANCE CONDITIONS Median > 2.4m No No No No Width 55 55 105 105 Lanes Crossed 6 6 3 3 SIGNAL PHASING AND TIMING Permissive/ Left Turn Conflict Permissive -8 Permissive -8 Permissive -8 -8 Protected Permissive Permissive Permissive Permissive Right Turn Conflict -5 -5 -5 -5 or Yield or Yield or Yield or Yield Right Turn on Red Allowed -3 Allowed -3 Allowed -3 Allowed -3 Leading Pedestrian No -2 No -2 No -2 No -2 Interval CORNER RADIUS > 10m to > 5m to > 10m to > 5m to Parallel Radius -6 -5 -6 -5 15m 10m 15m 10m Parallel Right Turn No No No No -4 -4 -4 -4 Channel Channel Channel Channel Channel Perpendicular N/A 0 N/A 0 N/A 0 N/A 0 Radius Perpendicular Right N/A 0 N/A 0 N/A 0 N/A 0 Turn Channel CROSSING TREATMENT Treatment Standard -7 Standard -7 Standard -7 Textured -4 PETSI SCORE 20 21 70 74 PLOS F F C C DELAY SCORE Cycle Length 130 130 130 130 Effective Walk Time 6.7 6.7 77 60 DELAY SCORE 58.5 58.5 10.8 18.8 PLOS E E B B

OVERALL F F C C

4.2 Bicycle Level of Service (BLOS) Exhibit 22 of the MMLOS guidelines suggests a target BLOS B for local cycling routes along collector roads in the General Urban Area. Exhibit 11 of the MMLOS guidelines has been used to evaluate the existing segment BLOS within the project limits, while Exhibit 12 has been used to evaluate the BLOS at Albion Road/Walkley Road and Bank Street/Kitchener Avenue. The results of the BLOS analysis are shown in Tables 19 and 20.

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Table 19: BLOS Segment Analysis Road Bike Type of Travel Centerline Operating Segment Class Route Bikeway Lanes Markings Speed BLOS Albion Road (Walkley Road to south of Kitchener Avenue) Local Mixed Collector 2 No 60 km/h F Route Traffic

Table 20: BLOS Intersection Analysis Bikeway Approach Facility Criteria Travel Lanes and/or Speed BLOS Type Albion Road/Walkley Road Right Turn Lane Shared through/right-turn lane A Characteristics North Approach Mixed Traffic Left Turn One lane crossed; 60 km/h F Accommodation Right Turn Lane Shared through/right-turn lane A South Characteristics Mixed Traffic Approach Left Turn One lane crossed; 60 km/h F Accommodation Right Turn Lane Shared through/right-turn lane A Characteristics East Approach Mixed Traffic Left Turn Two lanes crossed; 60 km/h F Accommodation Right-turn lane between 25m Right Turn Lane and 50m; turning speed < 25 D Characteristics West Approach Mixed Traffic km/h Left Turn Two lanes crossed; 60 km/h F Accommodation Bank Street/Kitchener Avenue Right Turn Lane Shared through/right-turn lane A Characteristics North Approach Mixed Traffic Left Turn Two lanes crossed; 60 km/h F Accommodation Right Turn Lane Shared through/right-turn lane A South Characteristics Mixed Traffic Approach Left Turn Two lanes crossed; 60 km/h F Accommodation Right Turn Lane Shared through/right-turn lane A Characteristics East Approach Mixed Traffic Left Turn One lane crossed; 50 km/h D Accommodation Right Turn Lane Shared through/right-turn lane A Characteristics West Approach Mixed Traffic Left Turn One lane crossed; < 40 km/h B Accommodation

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4.3 Transit Level of Service (TLOS) Exhibit 22 of the MMLOS guidelines suggest a target TLOS D for Transit Priority Corridors with Isolated Measures in the General Urban Area. Albion Road is not designated as a Rapid Transit or Transit Priority Corridor in the City’s 2013 TMP, and therefore no segment TLOS target is suggested.

Bank Street and Walkley Road are identified in the TMP Network Concept as Transit Priority Corridors with Isolated Measures. As these corridors are not part of the TMP’s Affordable Network, no TLOS target is suggested. Although not required, an evaluation of the TLOS has been completed in the study area. Exhibit 16 has been used to evaluate the TLOS at Albion Road/Walkley Road and Bank Street/Kitchener Avenue. The results of the TLOS analysis are shown in Tables 21 and 22.

Table 21: TLOS Segment Analysis Level/Exposure to Congestion Delay, Friction and Incidents Segment Facility Type Incident TLOS Congestion Friction Potential Albion Road (Walkley Road to south of Kitchener Avenue) Mixed Traffic – Limited Yes Low Medium D Parking/Driveway Friction

Table 22: TLOS Intersection Analysis Approach Delay1 LOS Albion Road/Walkley Road Eastbound 10s B Westbound 15s B Bank Street/Kitchener Avenue Northbound 10s B Southbound 10s B 1. Delay based on outputs from Synchro analysis

4.4 Truck Level of Service (TkLOS) Exhibit 22 of the MMLOS guidelines suggest a target TLOS D for Truck Routes and TLOS E for arterial, non-truck routes in the General Urban Area. Albion Road is not designated as a truck route or an arterial, and therefore no segment TkLOS target is suggested. However, a TkLOS analysis of Albion Road using Exhibit 20 has been done to evaluate the roadway’s performance.

Bank Street and Walkley Road are identified as truck routes. Exhibit 21 has been used to evaluate the TkLOS at Albion Road/Walkley Road and Bank Street/Kitchener Avenue. The results of the TkLOS analysis are shown in Tables 23 and 24.

Table 23: TkLOS Segment Analysis Curb Lane Width Number of Travel Lanes Segment TkLOS Albion Road (Walkley Road to south of Kitchener Avenue) > 3.7m 2 (one in each direction) B

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Table 24: TkLOS Intersection Analysis Effective Corner Number of Receiving Lanes on Approach LOS Radius Departure from Intersection Albion Road/Walkley Road North Approach 10m to 15m 2 B South Approach > 15m 2 A East Approach 10m to 15m 1 E West Approach > 15m 2 A Bank Street/Kitchener Avenue North Approach < 10m 1 F South Approach 10m to 15m 1 E East Approach 10m to 15m 3 B West Approach < 10m 2 D

4.5 Vehicular Level of Service (Auto LOS) Exhibit 22 of the MMLOS guidelines suggests a target LOS D for collector roads in the General Urban Area. The typical lane capacity along the study area roadways are based on the City’s guidelines for the TRANS Long-Range Transportation Model, and has been estimated based on roadway classification and general characteristics (i.e. suburban with limited access, urban with on-street parking, etc.).

The results for the segment and intersection Auto LOS analyses are shown in Tables 25 and 26.

Table 25: Auto LOS Segment Analysis Traffic Volumes V/C Ratio and LOS Directional Direction Mid PM Mid Peak PM Peak Capacity Peak Peak V/C LOS V/C LOS Albion Road (Walkley Road to south of Kitchener Avenue) Northbound 600 178 252 0.30 A 0.42 A Southbound 600 194 284 0.32 A 0.47 A

Intersection capacity analysis was completed for the existing traffic condition during the weekday midday and PM peak hours. The analysis was based on the existing roadway and lane configurations within the study area, and traffic signal timing data obtained from the Public Works & Service Department. The signal timings are included in Appendix C. Detailed reports are included in Appendix E.

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Table 26: Auto LOS Intersection Analysis Midday Peak PM Peak L L Intersection Max v/c Max v/c O Movement O Movement or Delay or Delay S S Albion Road & Walkley Road 0.56 A NBL 0.70 B NBL

Albion Road & Heatherington 10s A SB 10s A NB Road 1 Albion Road & North Access 9s A WB 10s A WB to 3025 Albion Road 1 Albion Road & Kitchener 10s A EB 11s B EB Avenue 1 Albion Road & South Access 9s A WB 9s A WB to 3025 Albion Road 1 Bank Street & Kitchener 0.48 A SBTR 0.66 B SBTR Avenue Note: 1 - Unsignalized Intersection

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4.6 MMLOS Summary 4.6.1 Segment MMLOS Summary A summary of the results of the segment MMLOS analysis for Albion Road is provided in Table 27.

Table 27: Segment MMLOS Summary Segment Albion Road Sidewalk Width 1.8m Boulevard Width 0m Average Daily Curb Lane Traffic Volume > 3000 vpd On-Street Parking Yes Operating Speed 60 km/h

Pedestrian Level of Service D Target C Road Classification Collector Bike Route Classification Local Route

Type of Bikeway Mixed Traffic Travel Lanes 2 Centerline Markings No Cyclist Operating Speed 60 km/h Level of Service F Target B

Facility Type Mixed Traffic Friction/Congestion/Incident Potential Limited Level of Service D Transit Target -

Lane Width > 3.7m Travel Lanes (per direction) 1

Level of Service B Truck Target -

Level of Service A

Auto Target D

Based on the foregoing, Albion Road does not meet the target segment PLOS or BLOS, but does meet the target Auto LOS. There are no targets for TLOS or TkLOS for this type of roadway.

The segment PLOS for the east side of Albion Road meets the target PLOS C, however the west side achieves a PLOS D. The Average Annual Daily Traffic (AADT) on southbound Albion Road exceeds 3000 vehicles/day using the 2016 traffic count. Counts from 2003, 2004, 2006, and 2012 show an AADT of less than 3000 vehicles/day, which would improve the segment to the target PLOS C.

The segment BLOS for Albion Road does not meet the target BLOS. Reducing the operating speed by 10 km/h would improve the segment to the target BLOS B.

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4.6.2 Intersection MMLOS Summary Table 28: Intersection MMLOS Summary Albion Road/Walkley Road Bank Street/Kitchener Avenue Intersection North South East West North South East West Island Refuge No No No No No No No No Lanes 3 4 5 6 6 6 3 3 Conflicting Left Turns Permissive Permissive Permissive Permissive Permissive Permissive Permissive Permissive/Protected Conflicting Right Turns Permissive or Yield Permissive or Yield Permissive or Yield Permissive or Yield Permissive or Yield Permissive or Yield Permissive or Yield Permissive or Yield Right Turn on Red Allowed Allowed Allowed N/A Allowed Allowed Allowed Allowed Ped Leading Interval No No No No No No No No

Parallel Radius > 10m to 15m > 15m to 25m > 15m to 25m > 10m to 15m > 10m to 15m > 5m to 10m > 10m to 15m > 5m to 10m

Conventional w/o Parallel Channel No Channel No Channel No Channel No Channel No Channel No Channel No Channel Receiving Perpendicular Radius N/A N/A N/A > 15m to 25m N/A N/A N/A N/A Conventional w/o

Pedestrian Perpendicular Channel N/A N/A N/A N/A N/A N/A N/A Receiving Crosswalk Type Standard Standard Standard Standard Standard Standard Standard Textured PETSI Score 70 55 35 15 20 21 70 74 Delay Score 15.0 15.0 30.8 30.8 58.5 58.5 10.8 18.8 C D E F F F C C Level of Service F F Target C C Type of Bikeway Mixed Traffic Mixed Traffic Mixed Traffic Mixed Traffic Mixed Traffic Mixed Traffic Mixed Traffic Mixed Traffic Turning Speed Slow Slow Slow Slow Slow Slow Slow Slow Right Turn Storage No No No > 25m to 50m No No No No Dual Right Turn Lanes No No No No No No No No

Shared Through-Right Lane Yes Yes Yes No Yes Yes Yes Yes Bike Box No No No No No No No No Lanes Crossed for Left Turns 1 1 2 2 2 2 1 1

Cyclist Dual Left Turn Lanes No No No No No No No No Approach Speed 60 km/h 60 km/h 60 km/h 60 km/h 60 km/h 60 km/h 50 km/h 40 km/h F F F F F F D B Level of Service F F Target B B

Average Signal Delay N/A N/A 10 sec 15 sec 10 sec 10 sec N/A N/A - - B B B B - - Level of Service B B Transit Target D D Turning Radius 10m to 15m > 15m 10m to 15m > 15m < 10m 10m to 15m 10m to 15m < 10m

Receiving Lanes 2 2 1 2 1 1 3 2 B A E A F E B D Level of Service Truck E F Target D D

B A A A A B A A Level of Service B B Auto Target D D

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4.6.2.1 Albion Road/Walkley Road The Albion Road/Walkley Road intersection does not meet the target PLOS C, BLOS B, or TkLOS D.

The south, east, and west approaches at the intersection of Albion Road/Walkley Road do not meet the target PLOS for the General Urban Area. Improvement of the PLOS at this intersection is limited by the number of travel lanes along Walkley Road. Consideration could be given to implementing leading pedestrian intervals, and zebra-striped or textured crosswalks, subject to meeting warrants, to improve the PLOS at this intersection. Consideration could also be given to replacing the existing right turn channel with a smart channel.

All approaches at this intersection do not meet the target BLOS for the General Urban Area. Consideration could be given to implementing two-stage left-turn bike boxes at all approaches, which will improve the BLOS associated with the left turn accommodation criteria to a BLOS A. Additionally, consideration could be given to implementing a pocket bike lane at the west approach, which will improve the BLOS associated with the right turn accommodation criteria to a BLOS B.

The east approach does not meet the target TkLOS for the General Urban Area. Right turns from this approach lead to a residential loop, which is not designated a truck route. For this reason, no recommendations have been made to improve the TkLOS for this intersection.

4.6.2.2 Bank Street/Kitchener Avenue The Bank Street/Kitchener Avenue intersection does not meet the target PLOS C, BLOS B, or TkLOS D.

The north and south approaches at the intersection of Bank Street/Kitchener Avenue do not meet the target PLOS for the General Urban Area. Improvement of the PLOS at this intersection is limited by the number of travel lanes along Bank Street. Consideration could be given to leading pedestrian intervals and zebra-striped or textured crosswalks, subject to meeting warrants, to improve the PLOS at this intersection.

The north, south, and east approaches at this intersection do not meet the target BLOS for the General Urban Area. Consideration could be given to implementing two-stage left-turn bike boxes at these approaches, which will improve the BLOS associated with the left turn accommodation criteria to a BLOS A.

The north and south approaches at this intersection do not meet the target TkLOS for Truck Routes in the General Urban Area. It is noteworthy that alternative accesses are provided for heavy trucks to access the development to the west, and that Kitchener Avenue is not a truck route. Therefore, no recommendations have been made to improve the TkLOS for this intersection.

Novatech Page 31 Transportation Impact Study 3025 Albion Road

5.0 INTERSECTION ANALYSIS 5.1 Existing and Background Traffic As traffic growth is not anticipated in the study area, the existing traffic is anticipated to reflect the background traffic up to the 2024 horizon year. The results shown in Table 26 indicate that all movements are currently operating at a good LOS B or better during both peak hours. The analysis shows a westbound left turn queue of 30m at Bank Street & Kitchener Avenue during the midday peak, which exceeds the existing storage length of approximately 15m. An additional 15m of storage length is required to accommodate the existing/background traffic.

5.2 Total Traffic Intersection capacity analysis was completed for the projected total traffic volumes, which are the sum total of the background traffic and traffic likely to be generated by the proposed development. The analysis was based on the existing intersection lane arrangements and signal timing plans. The results of the analysis are summarized in Table 29 for the weekday midday and PM peak hours and the detailed reports are included in Appendix E.

Table 29: Total Traffic Intersection Operations Midday Peak PM Peak L L Intersection Max v/c Max v/c O Movement O Movement or Delay or Delay S S Albion Road & Walkley Road 0.61 B NBL 0.62 B NBL

Albion Road & Heatherington 10s A SB 10s A NB Road 1 Albion Road & North Access 10s A WB 10s A WB to 3025 Albion Road 1 Albion Road & Kitchener 10s A EB 10s A EB Avenue 1 Albion Road & South Access 9s A WB 9s A WB to 3025 Albion Road 1 Bank Street & Kitchener 0.58 A WBL 0.59 A SBTR Avenue Note: 1 - Unsignalized Intersection

Under the total traffic scenario, all movements are expected to continue to operate at an Auto LOS B or better during both the midday and PM peak periods. The addition of site traffic is expected to extend the westbound left turn queue at Bank Street & Kitchener Avenue by approximately 10m. A storage length of approximately 40m is required to accommodate the projected total traffic, during typical day-to-day operations. There will be occasions where annual events create peaks in traffic demand (8 annual events anticipated) exceeding the available left turn storage. However, these events typically occur on weekends or during off-peak time periods when background traffic is relatively minor.

Novatech Page 32 Transportation Impact Study 3025 Albion Road

It is noted that the need for additional westbound left turn storage is predominantly related to existing/background traffic. If the existing storage provisions were adequate the addition of site generated traffic would not justify the implementation of a road modification. It is recommended that the City monitor operating conditions at the Bank Street/Kitchener Avenue intersection and implement any required road modifications as funding becomes available.

6.0 PROVISIONS FOR NON-AUTO MODES As previously identified in Section 2.3, existing sidewalks are provided along both sides of Walkley Road and Albion Road (north of Kitchener Avenue). Given the limited access to transit and the city-wide catchment area, it is anticipated that pedestrian trips accessing the site will be low.

As outlined in Section 2.4, the site is not well connected to the city-wide cycling network. There are no planned improvements to the cycling network in the area as part of the 2031 affordable network.

There are two transit stops within a five-minute walk of the subject site, at the intersection of Heatherington Road/Albion Road. It is served by routes 44 and 291. There are no anticipated improvements to the transit service in the area within the 2031 planning horizon.

7.0 ON-SITE DESIGN 7.1 Proposed Access Access to the proposed development will be provided using the two existing accesses to 3025 Albion Road. The north driveway is in accordance with the City’s Private Approach By-Law, however the south driveway is within the 3m minimum from the property line. Although this driveway is located approximately 2m from the property line, this is an existing condition. A Hydro corridor is located immediately south of the subject site, limiting the opportunity to provide access to the adjacent property.

It is understood that the eastern half of the property, which will remain as a storage facility for Hydro Ottawa, with the majority of traffic accessing the facility via Heatherington Road.

7.2 Parking The proposed development consists of a school, place of worship, and community/recreation centre, as well as leased office and warehouse space. The subject site is located in Area C of Schedule 1 to the Zoning By-Law (ZBL). Minimum vehicular and bicycle parking space requirements for the development are shown in Table 30.

Novatech Page 33 Transportation Impact Study 3025 Albion Road

Table 30: Minimum Vehicle Parking Requirements Land Use Relevant Minimum Parking Minimum Parking Quantity Rate Spaces Vehicle Parking Elementary/Middle School 16 classrooms 1.5 per classroom 24 Place of Worship 2510m2 GFA 10 per 100m2 GFA 251 Community Centre 1470m2 GFA 4 per 100m2 GFA 59 Leased Office 275m2 GFA 2.4 per 100m2 GFA 7 Leased Warehouse 6,500m2 GFA 0.8 per 100m2 GFA 52 Minimum 393 Provided 405 Bicycle Parking School 2,410m2 1 per 100m2 GFA 25 Office 275m2 1 per 250m2 GFA 2 Warehouse 6,500m2 1 per 2,000m2 GFA 4 Non-Residential Use 6,650m2 1 per 1,500m2 GFA 5 Minimum 36 Provided 40

Based on the foregoing, the vehicular and bicycle parking provided for the proposed development will satisfy the minimum requirements identified in the ZBL.

8.0 NEIGHBOURHOOD IMPACTS The subject site is located adjacent to a Hydro corridor and surrounded to the north and west by a residential community. The property access is located on Albion Road, a north-south collector roadway that serves approximately 550vph during the weekday peak hour. Residences typically back onto Albion Road with only infrequent driveways for high-rise residential buildings or commercial buildings with direct access onto Albion Road.

Kitchener Avenue is a collector road that runs east-west from Albion Road to Bank Street immediately west of the subject site and is typically fronted by low-rise townhouses or single- detached residences with frequent driveways. Based on the traffic volumes presented in the TIS, the development is expected to add approximately 85 new vehicle trips to Kitchener during the mid-day peak hour. The existing mid-day peak hour volume on Kitchener is approximately 155vph, for a total projected volume of 240vph. The TAC Geometric Design Guide suggests that urban residential collector roads typically carry approximately 8000vpd. Peak hour volumes are commonly estimated at 10% of daily traffic volumes. The total projected mid-day volume of 240vph is less than half of the typical peak hour volume of 800vph identified by TAC for an urban residential collector road. While the additional traffic may be noticeable, it is not significant in terms of the operating capacity of the road.

In the event of unforeseen traffic impacts, a number of soft traffic calming measures could be considered, until an Area Traffic Management (ATM) study is conducted by the City, if warranted.

Novatech Page 34 Transportation Impact Study 3025 Albion Road

Hard (physical) traffic calming measures, such as curb extensions, require public consultation and are typically considered as part of an ATM. Soft measures could include:

• Temporary traffic calming measures such as speed radar, planters and flex posts • Delineation of parking lane • School Speed Zone (30kph) warning signs in proximity of Clifford Bowey PS • Permanent turn prohibitions at Bank/Kitchener and Albion/Kitchener (ie. remove time restrictions)

All site traffic is generally expected to continue directly along the collector road network to Bank Street and Walkley Road. However, existing prohibitions exist at certain times of day at Albion Road/Kitchener Avenue, Bank Street/Kitchener Avenue and at the intersection of Bank Street with each local road between Kitchener Avenue and Walkley Road. These turn restrictions will require site traffic to/from the mosque to take the less-direct route along Walkley Road to Albion Road. Should traffic concerns be raised by residents in the area, additional enforcement or extensions to the existing turn restrictions should be considered.

9.0 TRANSPORTATION DEMAND MANAGEMENT The City of Ottawa has developed a comprehensive Transportation Demand Management (TDM) strategy as part of its efforts to reduce automobile dependency. TDM measures can reduce transportation infrastructure requirements by encouraging people to change their travel mode, timing or destination.

The proposed development conforms to the City’s TDM initiatives by encouraging carpooling initiatives between students and community members. In addition, large events are typically scheduled outside of typical peak periods as this strategy reduces the demand upon the transportation infrastructure and aligns with community members’ schedules.

10.0 CONCLUSIONS AND RECOMMENDATIONS Based on the results of the foregoing analysis, the main conclusions and recommendations of this report are as follows:

Traffic Analysis/MMLOS

• The critical factor in determining the segment PLOS on Albion Road is the traffic volume. Four of the five most recent traffic counts indicate that the average annual daily curb lane traffic volumes for southbound Albion Road falls below the 3000 vehicles/day threshold, which would improve the segment PLOS to the target PLOS C.

Novatech Page 35 Transportation Impact Study 3025 Albion Road

• Per Exhibit 11 of the MMLOS guidelines, a 10 km/h reduction in the operating speed along Albion Road will improve the segment BLOS to the target BLOS B.

• All traffic movements within the study area are currently operating at a LOS C or better during the AM and PM peak periods.

• No growth in background traffic is anticipated within the 2024 horizon timeframe and therefore the existing conditions are expected to reflect the background traffic condition.

Novatech Page 36 Transportation Impact Study 3025 Albion Road

• An additional 10 metres of storage length is recommended for the westbound left turn lane at the Bank Street/Kitchener Avenue intersection to accommodate the projected total traffic.

Site Design

• The City of Ottawa’s Zoning By-Law (ZBL) requires a minimum of 393 parking spaces on- site. The proposed parking lot satisfies these requirements with a total of 405 spaces.

• A total of 40 bicycle parking spaces will be provided to meet the minimum requirements identified in the ZBL.

Community Impacts and Transportation Demand Management

• The proposed development conforms to the City’s TDM initiatives by encouraging carpooling amongst the members of the community.

Novatech Page 37

Transportation Impact Study 3025 Albion Road

APPENDIX A -

SITE PLAN

Novatech M:\2013\113093\CAD\Planning\Site Plans\2018\113093-SP.dwg, SP, Mar 21, 2018 - 3:15pm, wsloss

Kitchener Road

89.00

88.00 mh

mh mh

Existing Residential Existing

mh m

m m

m 90.00

Albion Road North Road Albion

115.54 mh

m 89.00

m m

Existing Asphalt Driveway W 30" 27' 22° N 39.45

Existing landscaped area m (sod & mature trees)

Existing Sign

42.30

m fp

88.00

Proposed 10m Right-of-way for Hydro Ottawa Hydro for Right-of-way 10m Proposed mh 5 10 89.00 4 3 1 9 8 6 7 2 Hydro One Corridor Entrance Main Asphalt New Bike Rack

20 spaces 21 89.45 20 Existing Gate 23

m 89.00 m 16 15 19 14 18 17

12 11 m Bay Door Existing Gate New Bike Rack 20 spaces

Existing Chain Link Fence

line of third floor third of line 153.57 One Storey Building Existing Existing Chain Link Fence

Existing Asphalt Driveway mh

Bay Doors

line of second floor second of line

N 59° 18' 50" E 50" 18' 59° N

m 96.38 Existing Open Space

Existing Residential N 59° 22' 40" E 40" 22' 59° N

Bay Doors

m 11.00

m 4.24 10.5 28 29 30 24 26 31 32 33 34 25 27 35 39 36 38 40 41 37 42 43 44 45 46 49 47 48 50 51 52 53 54

6.70 m 80 81 83 82 79 72 78 77 71 70 67 76 75 74 73 69 85 68 88.00 66 65 63 84

64 62 58 57 56

61 60 59

55 m

2.75

7.50 2.75 86 87 88 89 90 91 95 92 93 94 98 100 99 101 97 102 103 96 104 106 105 108 107 115 109 110 116 112 114 111 113 146 145 144 143 135 142 137 133 140 139 138 136 134 141 130 118 132 131 125 128 127

123 120 119 117

129 126 124 122 121

m Existing Chain Link Fence 2.75 147 150 149 151 152 148 153 154 155 156 157 160 158 164 159 161 162 163 176 168 171 172 165 175 166 167 170 174 169 173 6.70 207 206 204 202 203 205 201 198 195 197 196 200 199 193

188 127.97 177 192 191 190 189 187 178 194 186 185 184 183 182

181 180 179

125.08

7.50 119.28 2.75 208 211 210 212 209 213 214 226 222 223 215 216 217 225 218 227 228 229 230 221 224 219 220 231 235 236 237 232 238 234 233 269 268 267 265 266 264 259 263 258 262 260 257 252 250 247 261 255 254 251 248 253 239 249 244 246 242 256

243 240

241 245

10.0 2.75 270 272 274 273 275 278 280 271 276 277 279 282 281 283 285 286 290 284 287 288 289 291 292 293 294 298

295

296 297 299 300 301 m 329 334 330 328 333 332 327 331 325 320 326 321 322 324 323 319 315 318 314

317 313 316 303 302

307 312 309 308 306 305 311 304 310

88.00

6.70

7.50 2.60 335 344 338 343 341 337 336 340 342 345 339 347 348 346 349 351 350 352 357 354 355 358 362 353 359 361 364 360 363 366 365 356 368 369 367 370 405 403 401 396 404 399 402 398 397 400 392 389 388 395 394 393 391 390 382 387 380 383 377 384 381 378 376 371 385 386 379 375 372 374

373 7.50

Heatherington Road Proposed Severance Line Severance Proposed

104.01

Existing Chain Link Fence W 30" 21' 30° N New Chain Link Fence to match existing

Existing Chain Link Fence

10.00 m

WALKLEY RD

No. SITE PLAN 1. (Existing Conditions N.T.S. KEY PLAN S Engineers, Planners & Landscape Architects Facsimile (613) 254-5867 PART LOT 1, CON 4 (Rideau Front) Website www.novatech-eng.com Telephone (613) 254-9643 AHLUL-BAYT CENTRE OTTAWA u ISSUED TO CLIENT i t Ottawa, Ontario, Canada K2M 1P6 e except as noted) RIVERSIDE CAMPUS OTTAWA HOSPITAL QUARRY

2 TOWNSHIP OF GLOUCESTER 0 0 ,

2 4 0 0 HERON RD M 3025 Albion Road North i c h a e l

C o CITY OF OTTAWA w 10 p l a REVISION n d

D r i v e 20 1:1250 SITE DRAWING No. ISSUED 30 PROJECT No.

WALKLEY RD 40

113093-SP MARCH, 2018 113093 RD CONROY

08/02/2018 L

DATE R D

DAVIDSON RD GAM BY Transportation Impact Study 3025 Albion Road

APPENDIX B -

OC TRANSPO ROUTE MAPS

Novatech

Transportation Impact Study 3025 Albion Road

APPENDIX C -

TRAFFIC COUNTS AND SIGNAL TIMING PLANS

Novatech Transportation Services - Traffic Services Turning Movement Count - Full Study Peak Hour Diagram ALBION RD/COLLISTON CRES E @ WALKLEY RD

Survey Date: Wednesday, December 07, 2016 WO No: 36600 Start Time: 07:00 Device: Miovision

ALBION RD/COLLISTON CRES E N

W E

27 9 S 12 15 Total 5 0 7 0 Heavy Vehicles 0 0 0 0 0 0 0 37 Cars 5 0 7 0 15

WALKLEY RD 10 0 10

27 728 755 631 17 648 758 0 0 0 MD Period 89 11 100 Peak Hour: 4 0 4 1351 1364 12:00 13:00 0 0 0 511 17 494 572 21 593 609 94 7 87

176 0 92 1 71 Cars 18 0 10 0 4 Heavy 9 0 0 Vehicles 0 102 1 75 Total 194 178

372

Comments

2018-Feb-02 Page 3 of 4 Transportation Services - Traffic Services Turning Movement Count - Full Study Peak Hour Diagram ALBION RD/COLLISTON CRES E @ WALKLEY RD

Survey Date: Wednesday, December 07, 2016 WO No: 36600 Start Time: 07:00 Device: Miovision

ALBION RD/COLLISTON CRES E N

W E

54 11 S 13 41 Total 0 4 9 0 Heavy Vehicles 0 4 1 0 3 0 1 35 Cars 0 0 8 0 38

WALKLEY RD 17 3 20

29 943 972 781 21 802 971 2 0 2 PM Period 141 8 149 Peak Hour: 15 0 15 1652 1714 15:30 16:30 0 0 0 594 17 577 655 26 681 742 131 9 122

263 0 160 6 70 Cars 21 0 8 0 8 Heavy 3 0 0 Vehicles 0 168 6 78 Total 284 252

536

Comments

2018-Feb-02 Page 4 of 4 Transportation Services - Traffic Services Turning Movement Count - Full Study Peak Hour Diagram KITCHENER AVE @ BANK ST

Survey Date: Tuesday, January 30, 2018 WO No: 37468 Start Time: 07:00 Device: Miovision

BANK ST N

W E

1966 9 S 1006 960 Total 40 956 8 2 Heavy Vehicles 2 25 0 0 29 0 0 7 Cars 38 931 8 2 931

KITCHENER AVE 25 0 25

3 107 110 2 0 2 89 0 0 0 MD Period 61 1 62 Peak Hour: 23 0 23 158 150 11:30 12:30 0 0 0 0 0 0 68 1 69 40 17 0 17

1013 4 67 881 60 Cars 26 0 1 29 1 Heavy 14 0 0 Vehicles 4 68 910 61 Total 1039 1043

2082

Comments

2018-Feb-05 Page 3 of 4 Transportation Services - Traffic Services Turning Movement Count - Full Study Peak Hour Diagram KITCHENER AVE @ BANK ST

Survey Date: Tuesday, January 30, 2018 WO No: 37468 Start Time: 07:00 Device: Miovision

BANK ST N

W E

2563 8 S 1557 1006 Total 30 1510 16 1 Heavy Vehicles 0 19 0 0 20 1 0 14 Cars 30 1491 16 1 986

KITCHENER AVE 68 0 68

1 80 81 0 0 0 76 0 0 0 PM Period 7 1 8 Peak Hour: 50 0 50 186 175 15:45 16:45 0 0 0 0 0 0 108 2 110 94 44 1 43

1547 6 50 867 92 Cars 21 0 1 20 2 Heavy 22 0 0 Vehicles 6 51 887 94 Total 1568 1038

2606

Comments

2018-Feb-05 Page 4 of 4

240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6

Weather: Overcast/Rainy File Name : Albion&Kitchener Serial Number: T12-1612 Site Code : 00113093 Collected By: Matt Donald Start Date : 08/06/2016 Notes: Page No : 4

Albion Road North Albion Road North Kitchener Avenue From North From South From West Start Time Right Thru Peds App. Total Thru Left Peds App. Total Right Left Peds App. Total Int. Total Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:15 PM 12:15 PM 13 12 0 25 11 2 0 13 2 11 0 13 51 12:30 PM 20 7 0 27 7 4 0 11 5 11 0 16 54 12:45 PM 13 8 1 22 11 6 0 17 2 15 0 17 56 01:00 PM 15 19 0 34 8 7 0 15 3 11 0 14 63 Total Volume 61 46 1 108 37 19 0 56 12 48 0 60 224 % App. Total 56.5 42.6 0.9 66.1 33.9 0 20 80 0 PHF .763 .605 .250 .794 .841 .679 .000 .824 .600 .800 .000 .882 .889 Passenger Vehicles 60 42 1 103 33 18 0 51 12 46 0 58 212 % Passenger Vehicles 98.4 91.3 100 95.4 89.2 94.7 0 91.1 100 95.8 0 96.7 94.6 Light Trucks 0 3 0 3 2 1 0 3 0 1 0 1 7 % Light Trucks 0 6.5 0 2.8 5.4 5.3 0 5.4 0 2.1 0 1.7 3.1 Heavy Trucks 1 1 0 2 2 0 0 2 0 1 0 1 5 % Heavy Trucks 1.6 2.2 0 1.9 5.4 0 0 3.6 0 2.1 0 1.7 2.2

Albion Road North Out In Total 79 103 182 3 3 6 3 2 5 85 108 193

60 42 1 0 3 0 1 1 0 61 46 1 Right Thru Peds

Peak Hour Data 2 2 136 140 1 1 Total

46 48 North

Left Peak Hour Begins at 12:15 PM

1 1 58 60 0 0 12 12 In Passenger Vehicles

Right Light Trucks Heavy Trucks 0 0 0 0 1 1 78 80 Kitchener Avenue Peds Out

Left Thru Peds 18 33 0 1 2 0 0 2 0 19 37 0

54 51 105 3 3 6 1 2 3 58 56 114 Out In Total Albion Road North 240 Michael Cowpland Drive, Suite 200 Ottawa Ontario, K2M 1P6

Weather: Overcast/Rainy File Name : Albion&Kitchener Serial Number: T12-1612 Site Code : 00113093 Collected By: Matt Donald Start Date : 08/06/2016 Notes: Page No : 5

Albion Road North Albion Road North Kitchener Avenue From North From South From West Start Time Right Thru Peds App. Total Thru Left Peds App. Total Right Left Peds App. Total Int. Total Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 03:45 PM 03:45 PM 16 4 0 20 18 6 0 24 0 25 0 25 69 04:00 PM 18 15 0 33 36 15 0 51 1 23 0 24 108 04:15 PM 13 3 0 16 21 7 0 28 0 21 0 21 65 04:30 PM 18 6 0 24 20 7 0 27 1 17 0 18 69 Total Volume 65 28 0 93 95 35 0 130 2 86 0 88 311 % App. Total 69.9 30.1 0 73.1 26.9 0 2.3 97.7 0 PHF .903 .467 .000 .705 .660 .583 .000 .637 .500 .860 .000 .880 .720 Passenger Vehicles 64 24 0 88 93 35 0 128 2 83 0 85 301 % Passenger Vehicles 98.5 85.7 0 94.6 97.9 100 0 98.5 100 96.5 0 96.6 96.8 Light Trucks 1 1 0 2 2 0 0 2 0 1 0 1 5 % Light Trucks 1.5 3.6 0 2.2 2.1 0 0 1.5 0 1.2 0 1.1 1.6 Heavy Trucks 0 3 0 3 0 0 0 0 0 2 0 2 5 % Heavy Trucks 0 10.7 0 3.2 0 0 0 0 0 2.3 0 2.3 1.6

Albion Road North Out In Total 176 88 264 3 2 5 2 3 5 181 93 274

64 24 0 1 1 0 0 3 0 65 28 0 Right Thru Peds

Peak Hour Data 2 2 184 188 1 2 Total

83 86 North

Left Peak Hour Begins at 03:45 PM

1 2 85 88 2 0 0 2

In Passenger Vehicles

Right Light Trucks Heavy Trucks 0 0 0 0 1 0 99 100 Kitchener Avenue Peds Out

Left Thru Peds 35 93 0 0 2 0 0 0 0 35 95 0

26 128 154 1 2 3 3 0 3 30 130 160 Out In Total Albion Road North Traffic Signal Timing City of Ottawa, Public Works Department Traffic Operations Unit

Intersection: Main: Bank Side: Kitchener Controller: MS-3200 TSD: 5100 Author: Chong Luo Date: 31-Mar-14

Existing Timing Plans†

Plan Ped Minimum Time AM Peak Off Peak PM Peak Night Weekend Walk DW A+R 1 2 3 4 5 Cycle 120 110 130 100 110

Offset 19 32 10 X 32

NB Thru 86 76 96 66 76 14 13 3.7 + 2.3

SB Thru 71 61 79 41 61 14 13 3.7 + 2.3

EB Thru 34 34 34 34 34 7 21 3.3 + 3.0

WB Thru 34 34 34 34 34 7 21 3.3 + 3.0

NBLT 15 15 17 25 15 - - 3.7 + 1.0

Phasing Sequence‡

Plans: All * *

Schedule

Weekday Saturday Sunday Time Plan Time Plan Time Plan 0:15 4 0:15 4 0:15 4 6:30 1 8:00 5 8:30 2 9:30 2 21:00 4 11:00 5 15:00 3 21:00 4 18:30 2 22:30 4

Notes †: Time for each direction includes amber and all red intervals ‡: Start of first phase should be used as reference point for offset Asterisk (*) Indicates actuated phase (fp): Fully Protected Left Turn

Pedestrian signal

Cost is $56.50 ($50 + HST) Traffic Signal Timing City of Ottawa, Public Works & Services Department Traffic Operations Unit

Intersection: Main: Walkley Side: Albion / Colliston Controller: MS 3200 TSD: 5450 Author: Basel Ansari Date: 14-Sep-15

Existing Timing Plans† Plan Ped Minimum Time AM Peak Off Peak PM Peak Night Weekend Walk DW A+R 1 2 3 4 5 Cycle 70 80 80 60 80

Offset 14 52 26 56 52

EB Thru 41 53 50 33 53 9 13 3.3+2.7

WB Thru 41 53 50 33 53 9 13 3.3+2.7

NB Thru 29 27 30 27 27 7 14 3.3+2.9

SB Thru 29 27 30 27 27 7 14 3.3+2.9

Phasing Sequence‡

Plan: All *

Schedule Weekday Saturday Sunday Time Plan Time Plan Time Plan 0:15 4 0:15 4 0:15 4 6:30 1 6:30 2 6:30 2 9:30 2 11:00 5 21:00 4 15:00 3 19:30 2 18:30 2 22:00 4 21:30 4

Notes †: Time for each direction includes amber and all red intervals ‡: Start of first phase should be used as reference point for offset Asterix (*) Indicates actuated phase (fp): Fully Protected Left Turn

Pedestrian signal

Cost is $56.50 ($50 + HST) Transportation Impact Study 3025 Albion Road

APPENDIX D -

COLLISION DATA

Novatech Collision Main Detail Summary OnTRAC Reporting System FROM: 2011-01-01 TO: 2014-01-01 ALBION RD, COLLISTON CRES to LILIBET CRES Former Municipality: Ottawa Traffic Control: No control Number of Collisions: 1 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 1 2012-06-25 Mo 15:55 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Automobile, station Other motor vehicle 0 V2 S Dry Slowing or Automobile, station Other motor vehicle ALBION RD, END to KITCHENER AVE Former Municipality: Ottawa Traffic Control: No control Number of Collisions: 1 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 2 2011-09-15 Thu 00:00 Clear Dark Single vehicle P.D. only V1 S Loose sand or Going ahead Automobile, station Ditch 0 ALBION RD & HEATHERINGTON RD Former Municipality: Ottawa Traffic Control: Stop sign Number of Collisions: 1 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 3 2013-11-26 Tue 20:10 Clear Dark Rear end P.D. only V1 N Loose snow Slowing or Automobile, station Other motor vehicle 0 V2 N Loose snow Stopped Automobile, station Other motor vehicle ALBION RD, HEATHERINGTON RD to LILIBET CRES Former Municipality: Ottawa Traffic Control: No control Number of Collisions: 2 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 4 2012-04-15 Sun 23:37 Clear Dark Angle P.D. only V1 W Dry Reversing Automobile, station Other motor vehicle 0 V2 N Dry Going ahead Police vehicle Other motor vehicle 5 2013-01-08 Tue 14:25 Clear Daylight Angle P.D. only V1 W Wet Turning right Automobile, station Other motor vehicle 0 V2 N Wet Going ahead Automobile, station Other motor vehicle ALBION RD & KITCHENER AVE Former Municipality: Ottawa Traffic Control: Stop sign Number of Collisions: 1 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 6 2012-05-16 We 11:32 Clear Daylight Angle P.D. only V1 E Dry Turning left Passenger van Other motor vehicle 0 V2 N Dry Going ahead Pick-up truck Other motor vehicle (Note: Time of Day = "00:00" represents unknown collision time Monday, October 05, 2015 Page 1 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2011-01-01 TO: 2014-01-01 ALBION RD & WALKLEY RD Former Municipality: Ottawa Traffic Control: Traffic signal Number of Collisions: 14 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 7 2011-06-26 Sun 15:15 Clear Daylight Angle P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Pick-up truck Other motor vehicle 8 2011-10-09 Sun 14:00 Clear Daylight Rear end P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Stopped Automobile, station Other motor vehicle 9 2012-01-13 Fri 12:00 Snow Daylight Rear end P.D. only V1 N Slush Going ahead Automobile, station Other motor vehicle 0 V2 N Slush Stopped Automobile, station Other motor vehicle 10 2012-02-27 Mo 17:44 Snow Dark Rear end P.D. only V1 E Loose snow Turning right Pick-up truck Other motor vehicle 0 V2 E Loose snow Turning right Automobile, station Other motor vehicle 11 2012-04-07 Sat 20:41 Clear Dark Turning P.D. only V1 W Dry Turning left Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Automobile, station Other motor vehicle 12 2012-04-07 Sat 18:58 Clear Daylight Rear end P.D. only V1 E Dry Slowing or Automobile, station Other motor vehicle 0 V2 E Dry Slowing or Pick-up truck Other motor vehicle 13 2012-05-11 Fri 17:44 Clear Daylight Angle Non-fatal V1 W Dry Going ahead Bicycle Other motor vehicle 0 V2 N Dry Turning right Pick-up truck Cyclist 14 2012-09-13 Thu 14:11 Clear Daylight Angle P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Turning left Automobile, station Other motor vehicle 15 2013-01-06 Sun 13:31 Snow Daylight Rear end P.D. only V1 N Slush Slowing or Automobile, station Other motor vehicle 0 V2 N Slush Stopped Automobile, station Other motor vehicle 16 2013-02-27 We 16:00 Snow Daylight Angle P.D. only V1 W Loose snow Going ahead Automobile, station Other motor vehicle 0 V2 S Loose snow Turning right Automobile, station Other motor vehicle 17 2013-04-24 We 21:45 Rain Dark Turning Non-fatal V1 W Wet Turning left Automobile, station Other motor vehicle 0 V2 E Wet Going ahead Passenger van Other motor vehicle 18 2013-06-24 Mo 14:03 Clear Daylight Turning P.D. only V1 W Dry Turning left Pick-up truck Other motor vehicle 0 V2 E Dry Going ahead Automobile, station Other motor vehicle 19 2013-07-18 Thu 13:18 Clear Daylight Single vehicle Non-fatal V1 E Dry Turning right Truck and trailer Pedestrian 1

(Note: Time of Day = "00:00" represents unknown collision time Monday, October 05, 2015 Page 2 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2011-01-01 TO: 2014-01-01 20 2013-08-30 Fri 21:26 Rain Dark Turning P.D. only V1 W Wet Turning left Automobile, station Other motor vehicle 0 V2 E Wet Going ahead Automobile, station Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Monday, October 05, 2015 Page 3 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2011-01-01 TO: 2014-01-01 BANK ST & KITCHENER AVE Former Municipality: Ottawa Traffic Control: Traffic signal Number of Collisions: 22 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 1 2011-01-18 Tue 19:19 Snow Dark Turning P.D. only V1 S Packed snow Going ahead Passenger van Other motor vehicle 0 V2 N Packed snow Turning left Automobile, station Other motor vehicle 2 2011-02-18 Fri 14:00 Clear Daylight Turning Non-fatal V1 N Wet Turning left Automobile, station Other motor vehicle 0 V2 S Wet Going ahead Automobile, station Other motor vehicle 3 2011-03-20 Sun 13:57 Clear Daylight Rear end P.D. only V1 N Dry Turning left Pick-up truck Other motor vehicle 0 V2 N Dry Turning left Automobile, station Other motor vehicle 4 2011-03-27 Sun 11:36 Clear Daylight Rear end P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Stopped Automobile, station Other motor vehicle 5 2011-07-11 Mo 14:00 Clear Daylight Rear end Non-fatal V1 N Dry Slowing or Automobile, station Other motor vehicle 0 V2 N Dry Stopped Pick-up truck Other motor vehicle 6 2011-08-19 Fri 15:50 Clear Daylight Rear end Non-fatal V1 S Dry Going ahead Truck - closed Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle V3 S Dry Stopped Automobile, station Other motor vehicle 7 2012-05-02 We 15:54 Clear Daylight Rear end Non-fatal V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Stopped Municipal transit bus Other motor vehicle V3 S Dry Stopped Automobile, station Other motor vehicle 8 2012-05-09 We 10:55 Clear Daylight Angle P.D. only V1 E Dry Turning right Delivery van Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle 9 2012-10-09 Tue 12:39 Clear Daylight Rear end P.D. only V1 S Dry Going ahead Pick-up truck Other motor vehicle 0 V2 S Dry Slowing or Automobile, station Other motor vehicle V3 S Dry Stopped Automobile, station Other motor vehicle V4 S Dry Stopped Passenger van Other motor vehicle 10 2012-10-10 We 16:27 Clear Daylight Rear end P.D. only V1 N Dry Slowing or Passenger van Other motor vehicle 0 V2 N Dry Stopped Automobile, station Other motor vehicle 11 2012-10-14 Sun 14:00 Rain Daylight Rear end P.D. only V1 N Wet Going ahead Automobile, station Other motor vehicle 0 V2 N Wet Slowing or Automobile, station Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Monday, November 09, 2015 Page 1 of 2 Collision Main Detail Summary OnTRAC Reporting System FROM: 2011-01-01 TO: 2014-01-01 12 2012-12-27 Thu 17:15 Snow Dark Angle P.D. only V1 S Packed snow Slowing or Automobile, station Skidding/Sliding 0 V2 E Packed snow Turning left Automobile, station Other motor vehicle 13 2013-01-24 Thu 08:13 Clear Daylight Turning Non-fatal V1 N Dry Turning left Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle 14 2013-02-27 We 14:38 Snow Daylight Rear end P.D. only V1 S Loose snow Slowing or Automobile, station Other motor vehicle 0 V2 S Loose snow Stopped Municipal transit bus Other motor vehicle 15 2013-04-19 Fri 12:50 Clear Daylight Turning Non-fatal V1 N Dry Making U-Turn Pick-up truck Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle 16 2013-07-07 Sun 16:04 Rain Daylight Rear end P.D. only V1 N Wet Slowing or Pick-up truck Other motor vehicle 0 V2 N Wet Slowing or Pick-up truck Other motor vehicle 17 2013-08-08 Thu 16:31 Clear Daylight Rear end P.D. only V1 N Dry Slowing or Automobile, station Skidding/Sliding 0 V2 N Dry Slowing or Pick-up truck Other motor vehicle 18 2013-08-31 Sat 16:50 Clear Daylight Sideswipe P.D. only V1 N Dry Changing lanes Automobile, station Other motor vehicle 0 V2 N Dry Turning left Automobile, station Other motor vehicle 19 2013-10-09 We 14:48 Clear Daylight Single vehicle Non-fatal V1 E Dry Turning right Automobile, station Pedestrian 1 20 2013-11-07 Thu 01:15 Clear Dark Rear end P.D. only V1 S Wet Changing lanes Passenger van Other motor vehicle 0 V2 S Wet Stopped Automobile, station Other motor vehicle 21 2013-11-29 Fri 12:55 Clear Daylight Rear end P.D. only V1 N Wet Changing lanes Pick-up truck Other motor vehicle 0 V2 N Wet Stopped Pick-up truck Other motor vehicle V3 N Wet Stopped Pick-up truck Other motor vehicle 22 2013-12-16 Mo 17:45 Clear Dark Turning P.D. only V1 N Dry Turning left Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Monday, November 09, 2015 Page 2 of 2 City Operations - Transportation Services Collision Details Report - Public Version

From: January 1, 2014 To: December 31, 2016 Location: ALBION RD @ KITCHENER AVE Traffic Control: Stop sign Total Collisions: 4 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2015-Mar-27, Fri,08:44 Snow Angle P.D. only Loose snow East Going ahead Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

2016-Mar-01, Tue,15:27 Clear Angle P.D. only Dry East Turning left Automobile, Other motor station wagon vehicle South Turning left Automobile, Other motor station wagon vehicle

2016-Aug-25, Thu,14:27 Clear Other P.D. only Dry West Reversing Pick-up truck Other motor vehicle East Stopped Automobile, Other motor station wagon vehicle

2016-Dec-05, Mon,10:24 Snow Angle P.D. only Packed East Slowing or stopping Bus (other) Skidding/sliding snow South Going ahead Truck - closed Other motor vehicle

Friday, February 02, 2018 Page 1 of 1 City Operations - Transportation Services Collision Details Report - Public Version

From: January 1, 2014 To: December 31, 2016 Location: ALBION RD/COLLISTON CRES E @ WALKLEY RD Traffic Control: Traffic signal Total Collisions: 19 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Jan-27, Mon,00:37 Snow Angle P.D. only Loose snow East Slowing or stopping Automobile, Other motor station wagon vehicle North Turning left Pick-up truck Other motor vehicle

2014-Feb-21, Fri,19:30 Freezing Rain Rear end P.D. only Ice West Turning left Pick-up truck Other motor vehicle West Turning left Pick-up truck Other motor vehicle

2014-Jul-29, Tue,15:30 Clear SMV other Non-fatal injury Dry West Going ahead Passenger van Pedestrian 1

2014-Aug-22, Fri,15:01 Clear Turning movement Non-fatal injury Dry East Making "U" turn Automobile, Other motor station wagon vehicle West Going ahead Automobile, Other motor station wagon vehicle

2014-Sep-15, Mon,10:10 Clear Turning movement P.D. only Dry West Turning left Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

2014-Sep-29, Mon,15:37 Clear Turning movement P.D. only Dry West Turning left Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

Friday, February 02, 2018 Page 1 of 3 2015-Jan-20, Tue,17:09 Clear Other P.D. only Dry South Turning left Automobile, Curb station wagon North Stopped Passenger van Other motor vehicle

2015-Mar-31, Tue,14:12 Clear Angle P.D. only Dry South Turning left Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

2015-Jun-12, Fri,15:38 Rain SMV other Non-fatal injury Wet North Turning left Pick-up truck Pedestrian 1

2015-Jul-01, Wed,13:36 Clear SMV other Non-fatal injury Dry West Turning left Automobile, Ran off road station wagon

2015-Oct-19, Mon,13:55 Clear SMV other Non-fatal injury Dry North Turning left Truck and trailer Pedestrian 1

2015-Nov-02, Mon,16:02 Clear Rear end P.D. only Dry North Turning left Automobile, Other motor station wagon vehicle North Turning left School bus Other motor vehicle

2016-Jan-18, Mon,16:20 Snow Rear end P.D. only Loose snow East Going ahead Pick-up truck Other motor vehicle East Stopped Pick-up truck Other motor vehicle

2016-Jan-19, Tue,06:38 Clear Turning movement P.D. only Ice West Turning left Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

2016-Feb-19, Fri,18:17 Clear Turning movement P.D. only Dry East Going ahead Pick-up truck Other motor vehicle

Friday, February 02, 2018 Page 2 of 3 West Turning left Automobile, Other motor station wagon vehicle

2016-Mar-04, Fri,19:00 Clear Rear end P.D. only Dry East Going ahead Automobile, Other motor station wagon vehicle East Stopped Pick-up truck Other motor vehicle

2016-Jul-25, Mon,22:13 Clear Turning movement Non-fatal injury Dry West Turning left Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle North Turning left Automobile, Other motor station wagon vehicle

2016-Nov-10, Thu,09:00 Clear Turning movement P.D. only Dry West Turning left Pick-up truck Other motor vehicle East Going ahead Pick-up truck Other motor vehicle

2016-Dec-01, Thu,18:09 Clear Turning movement Non-fatal injury Wet West Turning left Passenger van Other motor vehicle East Going ahead Automobile, Other motor station wagon vehicle

Friday, February 02, 2018 Page 3 of 3 City Operations - Transportation Services Collision Details Report - Public Version

From: January 1, 2014 To: December 31, 2016 Location: KITCHENER AVE @ BANK ST Traffic Control: Traffic signal Total Collisions: 21 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Jan-02, Thu,14:47 Clear Rear end Non-fatal injury Ice South Slowing or stopping Automobile, Other motor station wagon vehicle South Stopped Automobile, Other motor station wagon vehicle

2014-Jan-03, Fri,14:50 Clear Rear end P.D. only Dry North Slowing or stopping Automobile, Other motor station wagon vehicle North Stopped Automobile, Other motor station wagon vehicle

2014-Jan-04, Sat,09:52 Clear Rear end P.D. only Packed North Going ahead Construction Other motor snow equipment vehicle North Stopped Automobile, Other motor station wagon vehicle

2014-Mar-26, Wed,17:28 Clear Turning movement P.D. only Dry North Making "U" turn Passenger van Other motor vehicle South Going ahead Automobile, Other motor station wagon vehicle

2014-Oct-07, Tue,16:15 Rain Turning movement Non-fatal injury Wet North Turning left Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

2014-Nov-23, Sun,12:11 Clear Rear end P.D. only Wet South Going ahead Automobile, Other motor station wagon vehicle

Friday, February 02, 2018 Page 1 of 4 South Stopped Pick-up truck Other motor vehicle

2014-Dec-06, Sat,16:01 Freezing Rain Rear end P.D. only Ice South Slowing or stopping Automobile, Other motor station wagon vehicle South Slowing or stopping Pick-up truck Other motor vehicle

2015-Sep-12, Sat,15:07 Snow Rear end P.D. only Wet South Going ahead Pick-up truck Other motor vehicle South Stopped Pick-up truck Other motor vehicle

2015-Dec-10, Thu,13:33 Clear SMV other P.D. only Dry South Going ahead Automobile, Ran off road station wagon

2015-Dec-20, Sun,11:59 Clear Rear end P.D. only Dry South Going ahead Automobile, Other motor station wagon vehicle South Stopped Automobile, Other motor station wagon vehicle

2015-Dec-31, Thu,17:30 Snow Turning movement P.D. only Wet North Turning left Automobile, Other motor station wagon vehicle South Going ahead Pick-up truck Other motor vehicle East Stopped Pick-up truck Other motor vehicle

2016-Jan-21, Thu,12:00 Clear Rear end P.D. only Dry South Going ahead Automobile, Other motor station wagon vehicle South Stopped Automobile, Other motor station wagon vehicle

2016-Feb-13, Sat,10:14 Clear Turning movement Non-fatal injury Loose snow South Going ahead Pick-up truck Other motor vehicle

Friday, February 02, 2018 Page 2 of 4 North Turning left Pick-up truck Other motor vehicle East Stopped Pick-up truck Other motor vehicle

2016-Jun-05, Sun,18:12 Clear Rear end P.D. only Dry North Changing lanes Automobile, Other motor station wagon vehicle North Going ahead Automobile, Other motor station wagon vehicle

2016-Aug-26, Fri,15:54 Clear Angle P.D. only Dry South Going ahead Pick-up truck Other motor vehicle East Going ahead Automobile, Other motor station wagon vehicle

2016-Sep-17, Sat,15:25 Clear Angle Non-fatal injury Wet East Turning right Truck and trailer Other motor vehicle South Going ahead Automobile, Other motor station wagon vehicle

2016-Oct-10, Mon,15:22 Clear Rear end P.D. only Dry North Going ahead Automobile, Other motor station wagon vehicle North Stopped Automobile, Other motor station wagon vehicle

2016-Oct-20, Thu,19:38 Rain Turning movement P.D. only Wet South Making "U" turn Automobile, Other motor station wagon vehicle North Going ahead Automobile, Other motor station wagon vehicle North Going ahead Passenger van Other motor vehicle

2016-Nov-05, Sat,16:59 Clear Turning movement P.D. only Dry North Turning left Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

Friday, February 02, 2018 Page 3 of 4 2016-Dec-18, Sun,16:56 Clear Angle Non-fatal injury Slush East Turning right Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle South Going ahead Pick-up truck Other motor vehicle

2016-Dec-29, Thu,20:57 Snow SMV other P.D. only Loose snow South Slowing or stopping Automobile, Pole (utility, station wagon power)

Friday, February 02, 2018 Page 4 of 4 City Operations - Transportation Services Collision Details Report - Public Version

From: January 1, 2014 To: December 31, 2016 Location: ALBION RD btwn COLLISTON CRES & LILIBET CRES Traffic Control: No control Total Collisions: 3 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Apr-29, Tue,12:45 Clear Angle Non-fatal injury Dry West Turning left Automobile, Other motor station wagon vehicle North Going ahead Passenger van Other motor vehicle

2015-Oct-21, Wed,14:26 Clear Turning movement P.D. only Dry South Turning left Pick-up truck Other motor vehicle North Going ahead Pick-up truck Other motor vehicle

2016-Jul-03, Sun,15:00 Clear Angle P.D. only Dry West Turning left Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

Friday, February 02, 2018 Page 1 of 1 Transportation Impact Study 3025 Albion Road

APPENDIX E -

SYNCHRO REPORTS

Novatech 10: Albion Road/Colliston Crescent & Walkley Road 3025 Albion Road Midday Peak Hour Existing Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 4 511 94 100 648 10 102 1 75 7 0 5 Future Volume (vph) 4 511 94 100 648 10 102 1 75 7 0 5 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 50.0 30.0 50.0 0.0 40.0 0.0 15.0 0.0 Storage Lanes 1 1 1 0 1 0 1 0 Taper Length (m) 30.0 60.0 40.0 15.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.99 0.96 0.99 1.00 0.99 0.95 0.96 0.98 Frt 0.850 0.998 0.852 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1626 3252 1455 1626 3244 0 1566 1327 0 1691 1479 0 Flt Permitted 0.372 0.439 0.754 0.702 Satd. Flow (perm) 633 3252 1395 745 3244 0 1230 1327 0 1202 1479 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 104 3 83 211 Link Speed (k/h) 50 50 50 50 Link Distance (m) 269.2 286.2 229.1 124.0 Travel Time (s) 19.4 20.6 16.5 8.9 Confl. Peds. (#/hr) 9 11 11 9 9 37 37 9 Confl. Bikes (#/hr) 2 2 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 8% 8% 8% 0% 0% 0% Adj. Flow (vph) 4 568 104 111 720 11 113 1 83 8 0 6 Shared Lane Traffic (%) Lane Group Flow (vph) 4 568 104 111 731 0 113 84 0 8 6 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.5 3.5 3.5 3.5 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 1 2 1 2 1 2 Detector Template Left Thru Right Left Thru Left Thru Left Thru Leading Detector (m) 2.0 10.0 2.0 2.0 10.0 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 2.0 0.6 2.0 0.6 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Protected Phases 2 6 8 4 Permitted Phases 2 2 6 8 4 Detector Phase 2 2 2 6 6 8 8 4 4 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 28.0 28.0 28.0 28.0 28.0 27.0 27.0 27.0 27.0 Total Split (s) 53.0 53.0 53.0 53.0 53.0 27.0 27.0 27.0 27.0 Total Split (%) 66.3% 66.3% 66.3% 66.3% 66.3% 33.8% 33.8% 33.8% 33.8% Maximum Green (s) 47.0 47.0 47.0 47.0 47.0 20.8 20.8 20.8 20.8 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3

J.Audia, Novatech Synchro 10 Report 10: Albion Road/Colliston Crescent & Walkley Road 3025 Albion Road Midday Peak Hour Existing Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All-Red Time (s) 2.7 2.7 2.7 2.7 2.7 2.9 2.9 2.9 2.9 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.2 6.2 6.2 6.2 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode C-Max C-Max C-Max C-Max C-Max None None None None Walk Time (s) 9.0 9.0 9.0 9.0 9.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 13.8 13.8 13.8 13.8 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 59.0 59.0 59.0 59.0 59.0 13.2 13.2 13.2 13.2 Actuated g/C Ratio 0.74 0.74 0.74 0.74 0.74 0.16 0.16 0.16 0.16 v/c Ratio 0.01 0.24 0.10 0.20 0.31 0.56 0.29 0.04 0.01 Control Delay 5.5 5.2 1.6 6.6 5.6 40.7 9.6 26.1 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.5 5.2 1.6 6.6 5.6 40.7 9.6 26.1 0.0 LOS A A A A A D A C A Approach Delay 4.6 5.7 27.5 14.9 Approach LOS A A C B Queue Length 50th (m) 0.2 15.1 0.0 5.5 20.6 17.0 0.1 1.1 0.0 Queue Length 95th (m) 1.3 27.8 5.3 15.4 37.0 30.8 11.1 4.5 0.0 Internal Link Dist (m) 245.2 262.2 205.1 100.0 Turn Bay Length (m) 50.0 30.0 50.0 40.0 15.0 Base Capacity (vph) 466 2399 1056 549 2394 319 406 312 540 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.24 0.10 0.20 0.31 0.35 0.21 0.03 0.01 Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 52 (65%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.56 Intersection Signal Delay: 7.8 Intersection LOS: A Intersection Capacity Utilization 58.7% ICU Level of Service B Analysis Period (min) 15

Splits and Phases: 10: Albion Road/Colliston Crescent & Walkley Road

J.Audia, Novatech Synchro 10 Report 50: Bank Street & Retail Access/Kitchener Avenue 3025 Albion Road Midday Peak Hour Existing Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 23 0 17 62 2 25 68 910 61 8 956 40 Future Volume (vph) 23 0 17 62 2 25 68 910 61 8 956 40 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 15.0 0.0 15.0 0.0 80.0 25.0 105.0 0.0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 0.95 Ped Bike Factor 0.99 0.98 1.00 0.98 1.00 0.96 1.00 1.00 Frt 0.850 0.860 0.850 0.994 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1691 1490 0 1674 1484 0 1642 3283 1469 1642 3257 0 Flt Permitted 0.738 0.745 0.208 0.283 Satd. Flow (perm) 1300 1490 0 1308 1484 0 358 3283 1417 487 3257 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 218 28 47 5 Link Speed (k/h) 50 50 50 50 Link Distance (m) 75.9 226.6 279.1 272.7 Travel Time (s) 5.5 16.3 20.1 19.6 Confl. Peds. (#/hr) 9 3 3 9 14 7 7 14 Confl. Bikes (#/hr) 2 4 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 3% 3% 3% 3% 3% 3% Adj. Flow (vph) 26 0 19 69 2 28 76 1011 68 9 1062 44 Shared Lane Traffic (%) Lane Group Flow (vph) 26 19 0 69 30 0 76 1011 68 9 1106 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.5 3.5 3.5 3.5 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm NA pm+pt NA Perm Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 8 2 2 6 Detector Phase 4 4 8 8 5 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 5.0 10.0 10.0 Minimum Split (s) 34.3 34.3 34.3 34.3 14.7 33.0 33.0 33.0 33.0 Total Split (s) 34.3 34.3 34.3 34.3 14.7 75.7 75.7 61.0 61.0 Total Split (%) 31.2% 31.2% 31.2% 31.2% 13.4% 68.8% 68.8% 55.5% 55.5% Maximum Green (s) 28.0 28.0 28.0 28.0 10.0 69.7 69.7 55.0 55.0 Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7

J.Audia, Novatech Synchro 10 Report 50: Bank Street & Retail Access/Kitchener Avenue 3025 Albion Road Midday Peak Hour Existing Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All-Red Time (s) 3.0 3.0 3.0 3.0 1.0 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 4.7 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None None C-Max C-Max C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 14.0 14.0 14.0 14.0 Flash Dont Walk (s) 21.0 21.0 21.0 21.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 12.1 12.1 12.1 12.1 90.2 90.1 90.1 78.3 78.3 Actuated g/C Ratio 0.11 0.11 0.11 0.11 0.82 0.82 0.82 0.71 0.71 v/c Ratio 0.18 0.05 0.48 0.16 0.19 0.38 0.06 0.03 0.48 Control Delay 46.3 0.3 56.9 18.0 3.9 4.1 1.6 8.4 10.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.3 0.3 56.9 18.0 3.9 4.1 1.6 8.4 10.4 LOS D A E B A A A A B Approach Delay 26.9 45.1 4.0 10.3 Approach LOS C D A B Queue Length 50th (m) 5.5 0.0 15.1 0.4 2.9 29.8 0.8 0.7 62.5 Queue Length 95th (m) 13.8 0.0 28.7 9.3 7.3 48.4 4.5 2.9 91.0 Internal Link Dist (m) 51.9 202.6 255.1 248.7 Turn Bay Length (m) 15.0 15.0 80.0 25.0 105.0 Base Capacity (vph) 330 541 332 398 410 2687 1168 346 2319 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.04 0.21 0.08 0.19 0.38 0.06 0.03 0.48 Intersection Summary Area Type: Other Cycle Length: 110 Actuated Cycle Length: 110 Offset: 32 (29%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.48 Intersection Signal Delay: 9.0 Intersection LOS: A Intersection Capacity Utilization 65.5% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 50: Bank Street & Retail Access/Kitchener Avenue

J.Audia, Novatech Synchro 10 Report 8: Albion Road 3025 Albion Road Midday Peak Hour Existing Traffic

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 48 12 19 37 46 61 Future Volume (Veh/h) 48 12 19 37 46 61 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 53 13 21 41 51 68 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 168 85 119 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 168 85 119 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 93 99 99 cM capacity (veh/h) 811 974 1469 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 66 62 119 Volume Left 53 21 0 Volume Right 13 0 68 cSH 838 1469 1700 Volume to Capacity 0.08 0.01 0.07 Queue Length 95th (m) 2.0 0.3 0.0 Control Delay (s) 9.7 2.6 0.0 Lane LOS A A Approach Delay (s) 9.7 2.6 0.0 Approach LOS A Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 20.1% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 11: Albion Road 3025 Albion Road Midday Peak Hour Existing Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 0 12 44 0 11 47 Future Volume (Veh/h) 0 12 44 0 11 47 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 0 13 49 0 12 52 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 125 49 49 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 125 49 49 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 99 99 cM capacity (veh/h) 863 1020 1558 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 13 49 64 Volume Left 0 0 12 Volume Right 13 0 0 cSH 1020 1700 1558 Volume to Capacity 0.01 0.03 0.01 Queue Length 95th (m) 0.3 0.0 0.2 Control Delay (s) 8.6 0.0 1.4 Lane LOS A A Approach Delay (s) 8.6 0.0 1.4 Approach LOS A Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 19.9% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 16: Albion Road 3025 Albion Road Midday Peak Hour Existing Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 12 16 74 11 16 95 Future Volume (Veh/h) 12 16 74 11 16 95 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 13 18 82 12 18 106 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 230 88 94 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 230 88 94 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 98 98 99 cM capacity (veh/h) 749 970 1500 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 31 94 124 Volume Left 13 0 18 Volume Right 18 12 0 cSH 863 1700 1500 Volume to Capacity 0.04 0.06 0.01 Queue Length 95th (m) 0.9 0.0 0.3 Control Delay (s) 9.3 0.0 1.2 Lane LOS A A Approach Delay (s) 9.3 0.0 1.2 Approach LOS A Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 22.9% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 20: Albion Road & Heatherington Road 3025 Albion Road Midday Peak Hour Existing Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Stop Stop Traffic Volume (vph) 53 74 104 25 62 98 Future Volume (vph) 53 74 104 25 62 98 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 59 82 116 28 69 109 Direction, Lane # WB 1 NB 1 SB 1 Volume Total (vph) 141 144 178 Volume Left (vph) 59 0 69 Volume Right (vph) 82 28 0 Hadj (s) -0.16 0.02 0.23 Departure Headway (s) 4.5 4.5 4.6 Degree Utilization, x 0.18 0.18 0.23 Capacity (veh/h) 745 771 744 Control Delay (s) 8.4 8.4 9.0 Approach Delay (s) 8.4 8.4 9.0 Approach LOS A A A Intersection Summary Delay 8.7 Level of Service A Intersection Capacity Utilization 42.4% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 10: Albion Road/Colliston Crescent & Walkley Road 3025 Albion Road PM Peak Hour Existing Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 15 594 131 149 802 20 168 6 78 9 4 0 Future Volume (vph) 15 594 131 149 802 20 168 6 78 9 4 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 50.0 30.0 50.0 0.0 40.0 0.0 15.0 0.0 Storage Lanes 1 1 1 0 1 0 1 0 Taper Length (m) 30.0 60.0 40.0 15.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 1.00 0.95 0.99 1.00 1.00 0.95 0.96 Frt 0.850 0.996 0.861 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1626 3252 1455 1642 3267 0 1595 1375 0 1658 1745 0 Flt Permitted 0.284 0.393 0.755 0.696 Satd. Flow (perm) 484 3252 1388 673 3267 0 1264 1375 0 1172 1745 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 146 5 87 Link Speed (k/h) 50 50 50 50 Link Distance (m) 269.2 286.2 229.1 124.0 Travel Time (s) 19.4 20.6 16.5 8.9 Confl. Peds. (#/hr) 11 13 13 11 3 35 35 3 Confl. Bikes (#/hr) 4 1 2 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 4% 4% 4% 3% 3% 3% 6% 6% 6% 2% 2% 2% Adj. Flow (vph) 17 660 146 166 891 22 187 7 87 10 4 0 Shared Lane Traffic (%) Lane Group Flow (vph) 17 660 146 166 913 0 187 94 0 10 4 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.5 3.5 3.5 3.5 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 1 2 1 2 1 2 Detector Template Left Thru Right Left Thru Left Thru Left Thru Leading Detector (m) 2.0 10.0 2.0 2.0 10.0 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 2.0 0.6 2.0 0.6 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Protected Phases 2 6 8 4 Permitted Phases 2 2 6 8 4 Detector Phase 2 2 2 6 6 8 8 4 4 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 28.0 28.0 28.0 28.0 28.0 27.2 27.2 27.2 27.2 Total Split (s) 50.0 50.0 50.0 50.0 50.0 30.0 30.0 30.0 30.0 Total Split (%) 62.5% 62.5% 62.5% 62.5% 62.5% 37.5% 37.5% 37.5% 37.5% Maximum Green (s) 44.0 44.0 44.0 44.0 44.0 23.8 23.8 23.8 23.8 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3

J.Audia, Novatech Synchro 10 Report 10: Albion Road/Colliston Crescent & Walkley Road 3025 Albion Road PM Peak Hour Existing Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All-Red Time (s) 2.7 2.7 2.7 2.7 2.7 2.9 2.9 2.9 2.9 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.2 6.2 6.2 6.2 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode C-Max C-Max C-Max C-Max C-Max None None None None Walk Time (s) 9.0 9.0 9.0 9.0 9.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 50.8 50.8 50.8 50.8 50.8 17.0 17.0 17.0 17.0 Actuated g/C Ratio 0.64 0.64 0.64 0.64 0.64 0.21 0.21 0.21 0.21 v/c Ratio 0.06 0.32 0.16 0.39 0.44 0.70 0.26 0.04 0.01 Control Delay 8.1 8.0 2.0 12.1 9.0 42.1 8.2 22.1 21.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.1 8.0 2.0 12.1 9.0 42.1 8.2 22.1 21.2 LOS A A A B A D A C C Approach Delay 6.9 9.5 30.8 21.9 Approach LOS A A C C Queue Length 50th (m) 0.9 22.5 0.0 11.4 34.3 27.8 0.9 1.3 0.5 Queue Length 95th (m) 4.2 40.3 7.6 31.4 59.6 44.6 11.3 4.7 2.6 Internal Link Dist (m) 245.2 262.2 205.1 100.0 Turn Bay Length (m) 50.0 30.0 50.0 40.0 15.0 Base Capacity (vph) 307 2064 934 427 2076 376 470 348 519 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.06 0.32 0.16 0.39 0.44 0.50 0.20 0.03 0.01 Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 26 (33%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 11.3 Intersection LOS: B Intersection Capacity Utilization 64.8% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 10: Albion Road/Colliston Crescent & Walkley Road

J.Audia, Novatech Synchro 10 Report 50: Bank Street & Retail Access/Kitchener Avenue 3025 Albion Road PM Peak Hour Existing Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 50 0 44 8 0 68 51 887 94 16 1510 30 Future Volume (vph) 50 0 44 8 0 68 51 887 94 16 1510 30 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 15.0 0.0 15.0 0.0 80.0 25.0 105.0 0.0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 0.95 Ped Bike Factor 0.99 0.97 0.98 0.98 0.94 0.99 1.00 Frt 0.850 0.850 0.850 0.997 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1674 1448 0 1674 1462 0 1658 3316 1483 1674 3334 0 Flt Permitted 0.708 0.725 0.097 0.291 Satd. Flow (perm) 1235 1448 0 1254 1462 0 169 3316 1400 508 3334 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 171 158 74 2 Link Speed (k/h) 50 50 50 50 Link Distance (m) 75.9 226.6 279.1 272.7 Travel Time (s) 5.5 16.3 20.1 19.6 Confl. Peds. (#/hr) 8 14 14 8 22 14 14 22 Confl. Bikes (#/hr) 2 1 6 8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 2% 2% 2% 1% 1% 1% Adj. Flow (vph) 56 0 49 9 0 76 57 986 104 18 1678 33 Shared Lane Traffic (%) Lane Group Flow (vph) 56 49 0 9 76 0 57 986 104 18 1711 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.5 3.5 3.5 3.5 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm NA pm+pt NA Perm Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 8 2 2 6 Detector Phase 4 4 8 8 5 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.3 34.3 34.3 34.3 9.7 33.0 33.0 33.0 33.0 Total Split (s) 34.3 34.3 34.3 34.3 17.0 96.0 96.0 79.0 79.0 Total Split (%) 26.3% 26.3% 26.3% 26.3% 13.0% 73.7% 73.7% 60.6% 60.6% Maximum Green (s) 28.0 28.0 28.0 28.0 12.3 90.0 90.0 73.0 73.0 Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7

J.Audia, Novatech Synchro 10 Report 50: Bank Street & Retail Access/Kitchener Avenue 3025 Albion Road PM Peak Hour Existing Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All-Red Time (s) 3.0 3.0 3.0 3.0 1.0 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 4.7 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None None C-Max C-Max C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 14.0 14.0 14.0 14.0 Flash Dont Walk (s) 21.0 21.0 21.0 21.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 12.3 12.3 12.3 12.3 110.3 110.2 110.2 101.0 101.0 Actuated g/C Ratio 0.09 0.09 0.09 0.09 0.85 0.85 0.85 0.78 0.78 v/c Ratio 0.48 0.17 0.08 0.27 0.26 0.35 0.09 0.05 0.66 Control Delay 69.4 1.2 53.5 2.4 5.4 3.5 1.2 6.4 11.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.4 1.2 53.5 2.4 5.4 3.5 1.2 6.4 11.1 LOS E A D A A A A A B Approach Delay 37.6 7.8 3.4 11.1 Approach LOS D A A B Queue Length 50th (m) 14.7 0.0 2.3 0.0 2.1 28.8 1.2 1.2 117.3 Queue Length 95th (m) 28.7 0.0 7.9 0.0 5.7 45.8 5.4 4.5 177.7 Internal Link Dist (m) 51.9 202.6 255.1 248.7 Turn Bay Length (m) 15.0 15.0 80.0 25.0 105.0 Base Capacity (vph) 265 445 269 438 283 2804 1195 393 2583 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.21 0.11 0.03 0.17 0.20 0.35 0.09 0.05 0.66 Intersection Summary Area Type: Other Cycle Length: 130.3 Actuated Cycle Length: 130.3 Offset: 10 (8%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.66 Intersection Signal Delay: 9.0 Intersection LOS: A Intersection Capacity Utilization 70.1% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 50: Bank Street & Retail Access/Kitchener Avenue

J.Audia, Novatech Synchro 10 Report 8: Albion Road 3025 Albion Road PM Peak Hour Existing Traffic

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 86 2 35 95 28 65 Future Volume (Veh/h) 86 2 35 95 28 65 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 96 2 39 106 31 72 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 251 67 103 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 251 67 103 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 87 100 97 cM capacity (veh/h) 718 997 1489 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 98 145 103 Volume Left 96 39 0 Volume Right 2 0 72 cSH 722 1489 1700 Volume to Capacity 0.14 0.03 0.06 Queue Length 95th (m) 3.7 0.6 0.0 Control Delay (s) 10.8 2.2 0.0 Lane LOS B A Approach Delay (s) 10.8 2.2 0.0 Approach LOS B Intersection Summary Average Delay 4.0 Intersection Capacity Utilization 25.8% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 14: Albion Road 3025 Albion Road PM Peak Hour Existing Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 0 40 90 0 6 24 Future Volume (Veh/h) 0 40 90 0 6 24 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 0 44 100 0 7 27 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 141 100 100 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 141 100 100 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 95 100 cM capacity (veh/h) 848 956 1486 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 44 100 34 Volume Left 0 0 7 Volume Right 44 0 0 cSH 956 1700 1486 Volume to Capacity 0.05 0.06 0.00 Queue Length 95th (m) 1.2 0.0 0.1 Control Delay (s) 8.9 0.0 1.6 Lane LOS A A Approach Delay (s) 8.9 0.0 1.6 Approach LOS A Intersection Summary Average Delay 2.5 Intersection Capacity Utilization 16.8% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 16: Albion Road 3025 Albion Road PM Peak Hour Existing Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 13 79 175 6 8 80 Future Volume (Veh/h) 13 79 175 6 8 80 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 14 88 194 7 9 89 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 304 198 201 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 304 198 201 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 98 90 99 cM capacity (veh/h) 683 844 1371 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 102 201 98 Volume Left 14 0 9 Volume Right 88 7 0 cSH 817 1700 1371 Volume to Capacity 0.12 0.12 0.01 Queue Length 95th (m) 3.4 0.0 0.2 Control Delay (s) 10.0 0.0 0.7 Lane LOS B A Approach Delay (s) 10.0 0.0 0.7 Approach LOS B Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 24.0% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 20: Albion Road & Heatherington Road 3025 Albion Road PM Peak Hour Existing Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Stop Stop Traffic Volume (vph) 37 76 202 62 88 97 Future Volume (vph) 37 76 202 62 88 97 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 41 84 224 69 98 108 Direction, Lane # WB 1 NB 1 SB 1 Volume Total (vph) 125 293 206 Volume Left (vph) 41 0 98 Volume Right (vph) 84 69 0 Hadj (s) -0.27 -0.11 0.18 Departure Headway (s) 4.8 4.4 4.7 Degree Utilization, x 0.17 0.35 0.27 Capacity (veh/h) 687 799 730 Control Delay (s) 8.7 9.7 9.5 Approach Delay (s) 8.7 9.7 9.5 Approach LOS A A A Intersection Summary Delay 9.4 Level of Service A Intersection Capacity Utilization 47.4% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 10: Albion Road/Colliston Crescent & Walkley Road 3025 Albion Road Midday Peak Hour Total Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 4 511 115 143 648 10 123 1 118 7 0 5 Future Volume (vph) 4 511 115 143 648 10 123 1 118 7 0 5 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 50.0 30.0 50.0 0.0 40.0 0.0 15.0 0.0 Storage Lanes 1 1 1 0 1 0 1 0 Taper Length (m) 30.0 60.0 40.0 15.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.99 0.96 0.99 1.00 0.99 0.94 0.96 0.98 Frt 0.850 0.998 0.851 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1626 3252 1455 1626 3244 0 1566 1325 0 1691 1479 0 Flt Permitted 0.365 0.439 0.754 0.673 Satd. Flow (perm) 621 3252 1395 745 3244 0 1230 1325 0 1155 1479 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 128 3 131 211 Link Speed (k/h) 50 50 50 50 Link Distance (m) 269.2 286.2 229.1 124.0 Travel Time (s) 19.4 20.6 16.5 8.9 Confl. Peds. (#/hr) 9 11 11 9 9 37 37 9 Confl. Bikes (#/hr) 2 2 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 8% 8% 8% 0% 0% 0% Adj. Flow (vph) 4 568 128 159 720 11 137 1 131 8 0 6 Shared Lane Traffic (%) Lane Group Flow (vph) 4 568 128 159 731 0 137 132 0 8 6 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.5 3.5 3.5 3.5 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 1 2 1 2 1 2 Detector Template Left Thru Right Left Thru Left Thru Left Thru Leading Detector (m) 2.0 10.0 2.0 2.0 10.0 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 2.0 0.6 2.0 0.6 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Protected Phases 2 6 8 4 Permitted Phases 2 2 6 8 4 Detector Phase 2 2 2 6 6 8 8 4 4 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 28.0 28.0 28.0 28.0 28.0 27.0 27.0 27.0 27.0 Total Split (s) 53.0 53.0 53.0 53.0 53.0 27.0 27.0 27.0 27.0 Total Split (%) 66.3% 66.3% 66.3% 66.3% 66.3% 33.8% 33.8% 33.8% 33.8% Maximum Green (s) 47.0 47.0 47.0 47.0 47.0 20.8 20.8 20.8 20.8 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3

J.Audia, Novatech Synchro 10 Report 10: Albion Road/Colliston Crescent & Walkley Road 3025 Albion Road Midday Peak Hour Total Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All-Red Time (s) 2.7 2.7 2.7 2.7 2.7 2.9 2.9 2.9 2.9 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.2 6.2 6.2 6.2 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode C-Max C-Max C-Max C-Max C-Max None None None None Walk Time (s) 9.0 9.0 9.0 9.0 9.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 13.8 13.8 13.8 13.8 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 53.3 53.3 53.3 53.3 53.3 14.5 14.5 14.5 14.5 Actuated g/C Ratio 0.67 0.67 0.67 0.67 0.67 0.18 0.18 0.18 0.18 v/c Ratio 0.01 0.26 0.13 0.32 0.34 0.61 0.38 0.04 0.01 Control Delay 6.2 6.3 1.7 8.9 6.8 41.4 8.5 24.6 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.2 6.3 1.7 8.9 6.8 41.4 8.5 24.6 0.0 LOS A A A A A D A C A Approach Delay 5.5 7.2 25.2 14.0 Approach LOS A A C B Queue Length 50th (m) 0.2 16.3 0.0 9.1 22.3 20.5 0.1 1.1 0.0 Queue Length 95th (m) 1.4 30.2 6.4 24.8 40.2 35.4 13.2 4.3 0.0 Internal Link Dist (m) 245.2 262.2 205.1 100.0 Turn Bay Length (m) 50.0 30.0 50.0 40.0 15.0 Base Capacity (vph) 413 2164 971 496 2160 319 441 300 540 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.26 0.13 0.32 0.34 0.43 0.30 0.03 0.01 Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 52 (65%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.61 Intersection Signal Delay: 9.2 Intersection LOS: A Intersection Capacity Utilization 59.1% ICU Level of Service B Analysis Period (min) 15

Splits and Phases: 10: Albion Road/Colliston Crescent & Walkley Road

J.Audia, Novatech Synchro 10 Report 50: Bank Street & Retail Access/Kitchener Avenue 3025 Albion Road Midday Peak Hour Total Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 23 0 17 86 2 42 68 910 86 26 956 40 Future Volume (vph) 23 0 17 86 2 42 68 910 86 26 956 40 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 15.0 0.0 15.0 0.0 80.0 25.0 105.0 0.0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 0.95 Ped Bike Factor 0.99 0.98 1.00 0.98 1.00 0.96 1.00 1.00 Frt 0.850 0.856 0.850 0.994 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1691 1490 0 1674 1476 0 1642 3283 1469 1642 3257 0 Flt Permitted 0.725 0.745 0.204 0.283 Satd. Flow (perm) 1278 1490 0 1308 1476 0 351 3283 1417 487 3257 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 218 47 66 5 Link Speed (k/h) 50 50 50 50 Link Distance (m) 75.9 226.6 279.1 272.7 Travel Time (s) 5.5 16.3 20.1 19.6 Confl. Peds. (#/hr) 9 3 3 9 14 7 7 14 Confl. Bikes (#/hr) 2 4 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 3% 3% 3% 3% 3% 3% Adj. Flow (vph) 26 0 19 96 2 47 76 1011 96 29 1062 44 Shared Lane Traffic (%) Lane Group Flow (vph) 26 19 0 96 49 0 76 1011 96 29 1106 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.5 3.5 3.5 3.5 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm NA pm+pt NA Perm Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 8 2 2 6 Detector Phase 4 4 8 8 5 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 5.0 5.0 10.0 10.0 Minimum Split (s) 34.3 34.3 34.3 34.3 14.7 33.0 33.0 33.0 33.0 Total Split (s) 34.3 34.3 34.3 34.3 14.7 75.7 75.7 61.0 61.0 Total Split (%) 31.2% 31.2% 31.2% 31.2% 13.4% 68.8% 68.8% 55.5% 55.5% Maximum Green (s) 28.0 28.0 28.0 28.0 10.0 69.7 69.7 55.0 55.0 Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7

J.Audia, Novatech Synchro 10 Report 50: Bank Street & Retail Access/Kitchener Avenue 3025 Albion Road Midday Peak Hour Total Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All-Red Time (s) 3.0 3.0 3.0 3.0 1.0 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 4.7 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None None C-Max C-Max C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 14.0 14.0 14.0 14.0 Flash Dont Walk (s) 21.0 21.0 21.0 21.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 13.9 13.9 13.9 13.9 88.3 88.2 88.2 76.5 76.5 Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.80 0.80 0.80 0.70 0.70 v/c Ratio 0.16 0.05 0.58 0.22 0.19 0.38 0.08 0.09 0.49 Control Delay 43.3 0.2 58.8 14.6 4.5 4.9 1.8 10.2 11.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.3 0.2 58.8 14.6 4.5 4.9 1.8 10.2 11.6 LOS D A E B A A A B B Approach Delay 25.1 43.9 4.6 11.6 Approach LOS C D A B Queue Length 50th (m) 5.4 0.0 20.9 0.4 3.3 33.7 1.4 2.4 67.0 Queue Length 95th (m) 13.3 0.0 36.5 11.2 8.5 55.3 6.4 7.6 99.0 Internal Link Dist (m) 51.9 202.6 255.1 248.7 Turn Bay Length (m) 15.0 15.0 80.0 25.0 105.0 Base Capacity (vph) 325 541 332 410 399 2633 1149 338 2266 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.04 0.29 0.12 0.19 0.38 0.08 0.09 0.49 Intersection Summary Area Type: Other Cycle Length: 110 Actuated Cycle Length: 110 Offset: 32 (29%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 85 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.58 Intersection Signal Delay: 10.4 Intersection LOS: B Intersection Capacity Utilization 66.5% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 50: Bank Street & Retail Access/Kitchener Avenue

J.Audia, Novatech Synchro 10 Report 8: Albion Road 3025 Albion Road Midday Peak Hour Total Traffic

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 69 34 40 37 46 81 Future Volume (Veh/h) 69 34 40 37 46 81 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 77 38 44 41 51 90 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 225 96 141 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 225 96 141 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 90 96 97 cM capacity (veh/h) 740 960 1442 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 115 85 141 Volume Left 77 44 0 Volume Right 38 0 90 cSH 801 1442 1700 Volume to Capacity 0.14 0.03 0.08 Queue Length 95th (m) 4.0 0.8 0.0 Control Delay (s) 10.2 4.0 0.0 Lane LOS B A Approach Delay (s) 10.2 4.0 0.0 Approach LOS B Intersection Summary Average Delay 4.5 Intersection Capacity Utilization 28.4% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 11: Albion Road 3025 Albion Road Midday Peak Hour Total Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 0 33 44 0 33 47 Future Volume (Veh/h) 0 33 44 0 33 47 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 0 37 49 0 37 52 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 175 49 49 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 175 49 49 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 96 98 cM capacity (veh/h) 795 1020 1558 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 37 49 89 Volume Left 0 0 37 Volume Right 37 0 0 cSH 1020 1700 1558 Volume to Capacity 0.04 0.03 0.02 Queue Length 95th (m) 0.9 0.0 0.6 Control Delay (s) 8.7 0.0 3.2 Lane LOS A A Approach Delay (s) 8.7 0.0 3.2 Approach LOS A Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 21.2% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 16: Albion Road 3025 Albion Road Midday Peak Hour Total Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 32 80 74 32 80 95 Future Volume (Veh/h) 32 80 74 32 80 95 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 36 89 82 36 89 106 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 384 100 118 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 384 100 118 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 94 91 94 cM capacity (veh/h) 581 956 1470 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 125 118 195 Volume Left 36 0 89 Volume Right 89 36 0 cSH 806 1700 1470 Volume to Capacity 0.16 0.07 0.06 Queue Length 95th (m) 4.4 0.0 1.5 Control Delay (s) 10.3 0.0 3.7 Lane LOS B A Approach Delay (s) 10.3 0.0 3.7 Approach LOS B Intersection Summary Average Delay 4.6 Intersection Capacity Utilization 30.4% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 20: Albion Road & Heatherington Road 3025 Albion Road Midday Peak Hour Total Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Stop Stop Traffic Volume (vph) 53 74 168 25 62 162 Future Volume (vph) 53 74 168 25 62 162 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 59 82 187 28 69 180 Direction, Lane # WB 1 NB 1 SB 1 Volume Total (vph) 141 215 249 Volume Left (vph) 59 0 69 Volume Right (vph) 82 28 0 Hadj (s) -0.16 0.06 0.21 Departure Headway (s) 4.8 4.6 4.7 Degree Utilization, x 0.19 0.28 0.33 Capacity (veh/h) 683 748 731 Control Delay (s) 9.0 9.4 10.0 Approach Delay (s) 9.0 9.4 10.0 Approach LOS A A B Intersection Summary Delay 9.5 Level of Service A Intersection Capacity Utilization 47.2% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 10: Albion Road/Colliston Crescent & Walkley Road 3025 Albion Road PM Peak Hour Total Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 15 594 150 185 802 20 145 6 96 9 4 0 Future Volume (vph) 15 594 150 185 802 20 145 6 96 9 4 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 50.0 30.0 50.0 0.0 40.0 0.0 15.0 0.0 Storage Lanes 1 1 1 0 1 0 1 0 Taper Length (m) 30.0 60.0 40.0 15.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Ped Bike Factor 0.99 0.95 0.99 1.00 1.00 0.95 0.97 Frt 0.850 0.996 0.859 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1626 3252 1455 1642 3267 0 1595 1371 0 1658 1745 0 Flt Permitted 0.325 0.428 0.755 0.691 Satd. Flow (perm) 553 3252 1388 732 3267 0 1264 1371 0 1164 1745 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 150 5 96 Link Speed (k/h) 50 50 50 50 Link Distance (m) 269.2 286.2 229.1 124.0 Travel Time (s) 19.4 20.6 16.5 8.9 Confl. Peds. (#/hr) 11 13 13 11 3 35 35 3 Confl. Bikes (#/hr) 4 1 2 Peak Hour 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 Heavy Vehicles (%) 4% 4% 4% 3% 3% 3% 6% 6% 6% 2% 2% 2% Adj. Flow (vph) 15 594 150 185 802 20 145 6 96 9 4 0 Shared Lane Traffic (%) Lane Group Flow (vph) 15 594 150 185 822 0 145 102 0 9 4 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.5 3.5 3.5 3.5 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 1 2 1 2 1 2 Detector Template Left Thru Right Left Thru Left Thru Left Thru Leading Detector (m) 2.0 10.0 2.0 2.0 10.0 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 2.0 0.6 2.0 0.6 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Protected Phases 2 6 8 4 Permitted Phases 2 2 6 8 4 Detector Phase 2 2 2 6 6 8 8 4 4 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s) 28.0 28.0 28.0 28.0 28.0 27.2 27.2 27.2 27.2 Total Split (s) 50.0 50.0 50.0 50.0 50.0 30.0 30.0 30.0 30.0 Total Split (%) 62.5% 62.5% 62.5% 62.5% 62.5% 37.5% 37.5% 37.5% 37.5% Maximum Green (s) 44.0 44.0 44.0 44.0 44.0 23.8 23.8 23.8 23.8 Yellow Time (s) 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3

J.Audia, Novatech Synchro 10 Report 10: Albion Road/Colliston Crescent & Walkley Road 3025 Albion Road PM Peak Hour Total Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All-Red Time (s) 2.7 2.7 2.7 2.7 2.7 2.9 2.9 2.9 2.9 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.2 6.2 6.2 6.2 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode C-Max C-Max C-Max C-Max C-Max None None None None Walk Time (s) 9.0 9.0 9.0 9.0 9.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 13.0 13.0 13.0 13.0 13.0 14.0 14.0 14.0 14.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 Act Effct Green (s) 53.0 53.0 53.0 53.0 53.0 14.8 14.8 14.8 14.8 Actuated g/C Ratio 0.66 0.66 0.66 0.66 0.66 0.18 0.18 0.18 0.18 v/c Ratio 0.04 0.28 0.15 0.38 0.38 0.62 0.31 0.04 0.01 Control Delay 6.6 6.6 1.7 10.1 7.3 41.0 9.1 24.3 23.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.6 6.6 1.7 10.1 7.3 41.0 9.1 24.3 23.5 LOS A A A B A D A C C Approach Delay 5.6 7.8 27.8 24.1 Approach LOS A A C C Queue Length 50th (m) 0.7 17.5 0.0 11.3 26.2 21.7 0.8 1.2 0.5 Queue Length 95th (m) 3.4 32.2 7.0 30.8 46.8 36.8 12.2 4.6 2.8 Internal Link Dist (m) 245.2 262.2 205.1 100.0 Turn Bay Length (m) 50.0 30.0 50.0 40.0 15.0 Base Capacity (vph) 366 2153 969 484 2165 376 475 346 519 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.28 0.15 0.38 0.38 0.39 0.21 0.03 0.01 Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 26 (33%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.62 Intersection Signal Delay: 9.5 Intersection LOS: A Intersection Capacity Utilization 64.4% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 10: Albion Road/Colliston Crescent & Walkley Road

J.Audia, Novatech Synchro 10 Report 50: Bank Street & Retail Access/Kitchener Avenue 3025 Albion Road PM Peak Hour Total Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 50 0 44 8 0 67 51 887 114 35 1499 30 Future Volume (vph) 50 0 44 8 0 67 51 887 114 35 1499 30 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (m) 15.0 0.0 15.0 0.0 80.0 25.0 105.0 0.0 Storage Lanes 1 0 1 0 1 1 1 0 Taper Length (m) 7.5 7.5 7.5 7.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 0.95 Ped Bike Factor 0.99 0.97 0.98 0.98 0.94 0.99 1.00 Frt 0.850 0.850 0.850 0.997 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1674 1448 0 1674 1462 0 1658 3316 1483 1674 3333 0 Flt Permitted 0.713 0.728 0.128 0.321 Satd. Flow (perm) 1244 1448 0 1259 1462 0 223 3316 1400 560 3333 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 180 193 90 2 Link Speed (k/h) 50 50 50 50 Link Distance (m) 75.9 226.6 279.1 272.7 Travel Time (s) 5.5 16.3 20.1 19.6 Confl. Peds. (#/hr) 8 14 14 8 22 14 14 22 Confl. Bikes (#/hr) 2 1 6 8 Peak Hour 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 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 2% 2% 2% 1% 1% 1% Adj. Flow (vph) 50 0 44 8 0 67 51 887 114 35 1499 30 Shared Lane Traffic (%) Lane Group Flow (vph) 50 44 0 8 67 0 51 887 114 35 1529 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.5 3.5 3.5 3.5 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Position(m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Size(m) 2.0 0.6 2.0 0.6 2.0 0.6 2.0 2.0 0.6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m) 0.6 0.6 0.6 0.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type Perm NA Perm NA pm+pt NA Perm Perm NA Protected Phases 4 8 5 2 6 Permitted Phases 4 8 2 2 6 Detector Phase 4 4 8 8 5 2 2 6 6 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 Minimum Split (s) 34.3 34.3 34.3 34.3 9.7 33.0 33.0 33.0 33.0 Total Split (s) 34.3 34.3 34.3 34.3 17.0 96.0 96.0 79.0 79.0 Total Split (%) 26.3% 26.3% 26.3% 26.3% 13.0% 73.7% 73.7% 60.6% 60.6% Maximum Green (s) 28.0 28.0 28.0 28.0 12.3 90.0 90.0 73.0 73.0 Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7

J.Audia, Novatech Synchro 10 Report 50: Bank Street & Retail Access/Kitchener Avenue 3025 Albion Road PM Peak Hour Total Traffic

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR All-Red Time (s) 3.0 3.0 3.0 3.0 1.0 2.3 2.3 2.3 2.3 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.3 6.3 6.3 6.3 4.7 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None None C-Max C-Max C-Max C-Max Walk Time (s) 7.0 7.0 7.0 7.0 14.0 14.0 14.0 14.0 Flash Dont Walk (s) 21.0 21.0 21.0 21.0 13.0 13.0 13.0 13.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 Act Effct Green (s) 11.8 11.8 11.8 11.8 110.8 110.7 110.7 101.8 101.8 Actuated g/C Ratio 0.09 0.09 0.09 0.09 0.85 0.85 0.85 0.78 0.78 v/c Ratio 0.45 0.15 0.07 0.22 0.20 0.31 0.09 0.08 0.59 Control Delay 68.3 1.1 54.0 1.6 4.0 3.1 1.0 6.2 9.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 68.3 1.1 54.0 1.6 4.0 3.1 1.0 6.2 9.1 LOS E A D A A A A A A Approach Delay 36.8 7.2 2.9 9.0 Approach LOS D A A A Queue Length 50th (m) 13.2 0.0 2.0 0.0 1.8 23.9 0.9 2.3 91.5 Queue Length 95th (m) 26.3 0.0 7.2 0.0 5.0 38.3 5.0 6.7 133.4 Internal Link Dist (m) 51.9 202.6 255.1 248.7 Turn Bay Length (m) 15.0 15.0 80.0 25.0 105.0 Base Capacity (vph) 267 452 270 465 324 2816 1202 437 2604 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.19 0.10 0.03 0.14 0.16 0.31 0.09 0.08 0.59 Intersection Summary Area Type: Other Cycle Length: 130.3 Actuated Cycle Length: 130.3 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 7.6 Intersection LOS: A Intersection Capacity Utilization 69.8% ICU Level of Service C Analysis Period (min) 15

Splits and Phases: 50: Bank Street & Retail Access/Kitchener Avenue

J.Audia, Novatech Synchro 10 Report 8: Albion Road 3025 Albion Road PM Peak Hour Total Traffic

Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 105 21 35 84 28 64 Future Volume (Veh/h) 105 21 35 84 28 64 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 105 21 35 84 28 64 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 214 60 92 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 214 60 92 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 86 98 98 cM capacity (veh/h) 756 1005 1503 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 126 119 92 Volume Left 105 35 0 Volume Right 21 0 64 cSH 789 1503 1700 Volume to Capacity 0.16 0.02 0.05 Queue Length 95th (m) 4.5 0.6 0.0 Control Delay (s) 10.4 2.3 0.0 Lane LOS B A Approach Delay (s) 10.4 2.3 0.0 Approach LOS B Intersection Summary Average Delay 4.7 Intersection Capacity Utilization 27.5% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 14: Albion Road 3025 Albion Road PM Peak Hour Total Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 0 29 90 0 25 24 Future Volume (Veh/h) 0 29 90 0 25 24 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 0 29 90 0 25 24 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 164 90 90 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 164 90 90 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 98 cM capacity (veh/h) 813 968 1499 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 29 90 49 Volume Left 0 0 25 Volume Right 29 0 0 cSH 968 1700 1499 Volume to Capacity 0.03 0.05 0.02 Queue Length 95th (m) 0.7 0.0 0.4 Control Delay (s) 8.8 0.0 3.9 Lane LOS A A Approach Delay (s) 8.8 0.0 3.9 Approach LOS A Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 19.5% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 16: Albion Road 3025 Albion Road PM Peak Hour Total Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 12 85 164 25 63 80 Future Volume (Veh/h) 12 85 164 25 63 80 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 12 85 164 25 63 80 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 382 176 189 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 382 176 189 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 98 90 95 cM capacity (veh/h) 592 867 1385 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 97 189 143 Volume Left 12 0 63 Volume Right 85 25 0 cSH 820 1700 1385 Volume to Capacity 0.12 0.11 0.05 Queue Length 95th (m) 3.2 0.0 1.1 Control Delay (s) 10.0 0.0 3.6 Lane LOS A A Approach Delay (s) 10.0 0.0 3.6 Approach LOS A Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 35.1% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report 20: Albion Road & Heatherington Road 3025 Albion Road PM Peak Hour Total Traffic

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Stop Stop Traffic Volume (vph) 37 76 197 62 88 152 Future Volume (vph) 37 76 197 62 88 152 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 37 76 197 62 88 152 Direction, Lane # WB 1 NB 1 SB 1 Volume Total (vph) 113 259 240 Volume Left (vph) 37 0 88 Volume Right (vph) 76 62 0 Hadj (s) -0.27 -0.11 0.16 Departure Headway (s) 4.8 4.4 4.6 Degree Utilization, x 0.15 0.31 0.31 Capacity (veh/h) 687 798 748 Control Delay (s) 8.6 9.3 9.7 Approach Delay (s) 8.6 9.3 9.7 Approach LOS A A A Intersection Summary Delay 9.3 Level of Service A Intersection Capacity Utilization 50.1% ICU Level of Service A Analysis Period (min) 15

J.Audia, Novatech Synchro 10 Report