2507701 Ontario Inc. 400 Albert / 393 Slater Street Residential

May 4, 2017 tudy/ tudy act S tation S ranspor tation Imp ranspor T

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. 400 Albert / 393 Slater Street 400 Albert / 393 – Phase II Residential Development 2507701 Ontario Inc Ontario 2507701

400 Albert / 393 Slater Street Residential Development – Phase II

Community Transportation Study/ Transportation Impact Study

prepared for: 2507701 Ontario Inc. Manor Park Management 231 Brittany Drive, Suite D Ottawa ON K1K 0R8

prepared by:

1223 Michael Street Suite 100 Ottawa, ON K1J 7T2

May 4, 2017

476057 - 02000

Table of Contents

INTRODUCTION ...... 1 EXISTING CONDITIONS ...... 3 AREA ROAD NETWORK ...... 3 PEDESTRIAN/CYCLING NETWORK ...... 3 TRANSIT NETWORK...... 4 EXISTING STUDY AREA INTERSECTIONS ...... 4 EXISTING INTERSECTION OPERATIONS ...... 5 EXISTING ROAD SAFETY CONDITIONS ...... 7 DEMAND FORECASTING ...... 7 PLANNED STUDY AREA TRANSPORTATION NETWORK CHANGES ...... 7 LOCAL STUDY AREA DEVELOPMENTS ...... 8 BACKGROUND TRAFFIC GROWTH ...... 9 SITE TRIP GENERATION ...... 9 TRAFFIC DISTRIBUTION AND ASSIGNMENT ...... 12 FUTURE TRAFFIC OPERATIONS ...... 12 PROJECTED CONDITIONS AT FULL SITE DEVELOPMENT ...... 12 TRANSPORTATION DEMAND MANAGEMENT ...... 14 SITE PLAN REVIEW ...... 14 FINDINGS AND RECOMMENDATIONS ...... 15

List of Appendices

Appendix A – Current Peak Hour Traffic Volumes Appendix B – SYNCHRO Capacity Analysis: Existing Conditions Appendix C – Collision Data and Analysis Appendix D – Background Traffic Growth Analysis Appendix E – 35-Space Parking Lot Site-Generated Traffic Volumes Appendix F – SYNCHRO Capacity Analysis: Projected Conditions Appendix G – First Floor Parking Garage Plan and Ramp Plan

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List of Figures

Figure 1: Local Context ...... 1 Figure 2: Site Plan ...... 2 Figure 3: Ottawa Cycling Plan ...... 3 Figure 4: Area Transit Network ...... 4 Figure 5: Existing Peak Hour Traffic Volumes ...... 6 Figure 6: Planned LRT Phase 1 and 2 ...... 8 Figure 7: ‘New’ and ‘Pass-by’ Site-Generated Traffic Volumes ...... 12 Figure 8: Total Projected Peak Hour Traffic Volumes ...... 13

List of Tables

Table 1: Existing Performance at Study Area Intersections ...... 6 Table 2: Bay/Slater Historical Background Growth (2007 – 2015) ...... 9 Table 3: ITE Trip Generation Rates...... 9 Table 4: Modified Person Trip Generation ...... 10 Table 5: High-Rise Apartments Modal Site Trip Generation ...... 10 Table 6: Hotel Modal Site Trip Generation ...... 10 Table 7: Specialty Retail Modal Site Trip Generation ...... 11 Table 8: Supermarket Modal Site Trip Generation ...... 11 Table 9: Total Site Vehicle Trip Generation...... 11 Table 10: Projected Performance of Study Area Intersections ...... 13

400 Albert/393 Slater Development – Community Transportation Study ii

Community Transportation Study

INTRODUCTION

From the information provided, it is our understanding that 2507701 Ontario Inc. owns the majority of the downtown city block bounded by Bay Street, Albert Street, Lyon Street and Slater Street. The redevelopment plan for the lands will be phased over a number of years and will be comprised of a range of land uses. A Transportation Brief was previously provided for Phase 1 of the redevelopment, located in the southwest quadrant of the block bounded by Bay Street and Slater Street, to be known municipally as 383 Slater Street. Phase 2 of the redevelopment will consist of two additional towers, one in the southeast quadrant of the block, fronting Slater Street and Lyon Street, and the other in the north end of the block, fronting Albert Street.

The proposed Phase 1 and 2 of the redevelopment will consist of three towers with an approximate total of 378 residential units, 136 hotel rooms, 28,621 ft2 of retail land use, and 361 parking spaces. With regard to site access/egress, a two- way driveway connection providing access to the underground parking garage is proposed mid-block on Bay Street. The proposed loading dock will be underground and trucks will access/egress the loading areas via the ramp connection to Bay Street. The site was previously occupied by two low-rise office buildings and two parking lots with an approximate total of 65 parking spaces. Currently the buildings have been demolished and the entire site is now used on an interim basis as a surface parking lot with approximately 80 parking spaces. The local context of the site is provided as Figure 1 and the proposed Site Plan is provided as Figure 2. Figure 1: Local Context

Based on the ensuing trip generation and our review of the City’s October 2006 Transportation Impact Assessment Guidelines (TIA), a combined Community Transportation Study/Transportation Impact Study (CTS/TIS) is considered the appropriate type of study for both Phases 1 and 2 of the redevelopment.

For the purpose of this assessment, the study area will consist of the signalized intersections of Bay/Albert, Bay/Slater, Lyon/Albert, and Lyon/Bay.

400 Albert/393 Slater Development – Community Transportation Study 1

Figure 2: Proposed Site Plan

EXISTING CONDITIONS

AREA ROAD NETWORK

Slater Street is an arterial roadway, which operates one-way in the eastbound direction. Within the study area, the cross- section of Slater Street consists of two passenger vehicle travel lanes and a transit/taxi travel lane with on-street parking provided along the south side of the roadway. The unposted speed limit is understood to be 50 km/h.

Albert Street is an arterial roadway, which operates one-way in the westbound direction. Within the study area, the cross- section of Albert Street consists of two passenger vehicle travel lanes and a transit/taxi travel lane with on-street parking provided along the north side of the roadway. The unposted speed limit is understood to be 50 km/h.

Bay Street is a local roadway, which operates one-way in the northbound direction. Its cross-section consists of two travel lanes and the unposted speed limit is understood to be 50 km/h.

Lyon Street is an arterial roadway, which operates one-way in the southbound direction. Within the study area, the current cross-section of Lyon Street consists of two lanes due to current construction, otherwise the cross-section has three lanes. The unposted speed limit is understood to be 50 km/h.

PEDESTRIAN/CYCLING NETWORK

With regard to non-auto modes, the subject site is very well serviced by cycling and pedestrian facilities. According to the City’s Cycling Plan, Slater Street and Bay Street are classified as “spine” cycling routes. Bike lanes are currently provided along the east side of Bay Street and segregated bike lanes are provided one block south of Slater Street along both sides of Laurier Avenue. Sidewalks are currently provided along both sides of all study area roadways connecting pedestrians to transit service and other adjacent development/recreational facilities. Figure 3: Ottawa Cycling Plan

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TRANSIT NETWORK

The site is located adjacent to the existing Transitway, which operates along Slater Street and Albert Street. Bus stops are located approximately 150 m west of the site. In 2018, with the implementation of the LRT, the Transitway will no longer operate along these roads and the nearest proposed LRT station will be the underground Lyon Station at Queen Street which is located approximately 150 to 200 m north of the subject site. Figure 4: Area Transit Network

EXISTING STUDY AREA INTERSECTIONS

Bay/Albert The Bay/Albert intersection is a signalized four-legged intersection. The westbound approach consists of three through lanes (one lane is transit/taxi only) and a right-turn lane. The northbound approach consists of a through lane and a shared through/left-turn lane. Bay Street and Albert Street both operate as one-way roadways in the north and westbound directions, respectively.

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Bay/Slater The Bay/Slater intersection is a signalized four-legged intersection. The eastbound approach consists of a shared through/left-turn lane and two trough lanes (one lane is transit/taxi only). The northbound approach consists of a through lane and a shared through/right-turn lane. Bay Street and Slater Street both operate as one-way roadways in the north and eastbound directions, respectively.

Lyon/Albert The Lyon/Albert intersection is a signalized four-legged intersection. The westbound approach consists of two through lanes (one lane is transit/taxi only) and a shared through/left-turn lane. The southbound approach is currently under construction and consists of two through lanes and an auxiliary right-turn lane. Lyon Street and Albert Street operate as one-way roadways in the southbound and westbound directions, respectively.

Lyon/Slater The Lyon/Slater intersection is a signalized four-legged intersection. The eastbound approach consists of three through lanes (one lane is transit/taxi only) and a right-turn lane. The southbound approach consists of a shared through/left-turn lane and two through lane. Lyon Street and Slater Street operate as one-way roadways in the southbound and eastbound directions, respectively.

EXISTING INTERSECTION OPERATIONS

Illustrated as Figure 5 are the most recent weekday morning and afternoon peak hour traffic volumes obtained from the City of Ottawa at the study area intersections. It is noteworthy that during the morning peak hour there is a high imbalance of eastbound vehicles between the Slater/Bay and Slater/Lyon intersections. After reviewing older counts at these locations, it appears that the 2015 count at the Slater/Lyon intersection is lower than previous years. As a conservative approach for the purposes of this analysis, the higher 2011 traffic count volume was used for the Slater/Lyon intersection.

In addition, it should be noted that the heavy vehicle volumes are not included in the following analysis. It is assumed that the majority of heavy vehicles along Slater Street and Albert Street are OC Transpo buses and travel in the transit priority

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lanes. As modelling these lanes in SYNCHRO can be challenging, both the bus volumes and the transit priority lane have been excluded in the ensuing analysis. This is a worst-case scenario, as there will likely be a third lane and some buses on these two streets in the future. As such, the volumes and intersection capacity analysis herein represents the general- purpose travel lanes within the study area.

Peak hour traffic volumes are included as Appendix A. The traffic counts show that there are some vehicles performing illegal turns, heading the wrong way on one-way streets. For the purpose of this analysis, these illegal movements were included as through movements within the study area. Figure 5: Existing Peak Hour Traffic Volumes

159(332) 64(151) 174(153) 983(764) 129(146) Albert 200(443) 35(31) 353(566)

SITE 756(803) 310(156) Slater

182(214) 581(252) 604(365) 180(141) 76(51) 215(437) Lyon Bay xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes

The following Table 1 provides a summary of existing traffic operations at study area intersections based on the SYNCHRO (V9) traffic analysis software. The subject intersections were assessed in terms of the volume-to-capacity (v/c) ratio and the corresponding Level of Service (LoS) for the critical movement(s). The intersections ‘as a whole’ were assessed based on a weighted v/c ratio and the SYNCHRO model output of existing conditions is provided within Appendix B. Table 1: Existing Performance at Study Area Intersections

WEEKDAY AM PEAK (PM PEAK) CRITICAL MOVEMENT INTERSECTION ‘AS A WHOLE’ INTERSECTION MAX. V/C OR AVG. LOS MOVEMENT DELAY (S) LOS V/C DELAY (S) Bay/Slater A(A) 0.45(0.56) EBT(NBT) 9.3(12.0) A(A) 0.45(0.47) Bay/Albert A(A) 0.40(0.51) NBT(NBT) 11.4(12.7) A(A) 0.31(0.45) Lyon/Slater B(B) 0.66(0.63) EBT(SBT) 13.7(8.5) B(A) 0.61(0.54) Lyon/Albert C(D) 0.74(0.83) SBT(SBT) 14.7(18.4) B(B) 0.63(0.64) Notes: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. Study area located within Central Business District (CBD).

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As shown in Table 1, SYNCHRO analysis indicates that study area intersections ‘as a whole’ are currently operating at LoS ‘B’ or better during both weekday commuter peak hours. With regard to ‘critical movements’ at study area intersections, they are currently operating at LoS ‘D’ or better during both peak hours.

Field observations at study area intersections confirm the above findings. However, minor delays to vehicles travelling along all study area roads were observed, caused by signalized intersections, loading and unloading vehicles, vehicles negotiating on-street parking, pedestrians, cyclists, etc. As the study area is located in the Downtown Core, these minor delays are considered acceptable.

EXISTING ROAD SAFETY CONDITIONS

Collision history for study area roads (2012 to 2014, inclusive) was obtained from the City of Ottawa and most collisions (75%) involved only property damage, indicating low impact speeds, and 25% involved personal injuries. The primary causes of collisions cited by police include; angle (39%), sideswipe (30%), turning movement (13%), and rear end (10%) type collisions.

A standard unit of measure for assessing collisions at an intersection is based on the number collisions per million entering vehicles (MEV). At intersections within the study area, reported collisions have historically take place at a rate of:  0.69/MEV at the Albert/Bay intersection;  0.89/MEV at the Albert/Lyon intersection;  1.26/MEV at the Slater/Lyon intersection; and  1.41/MEV at the Slater/Bay intersection.

Mid-block, between the study area intersections where the site driveway connection is proposed, there does not appear to be any prevailing safety issues. Within a recent three-year period (2012 to 2014) there have been 4 collisions along Slater Street between Bay Street and Lyon Street and 5 collisions along Albert Street between Bay Street and Lyon Street. The source collision data as provided by the City of Ottawa and related analysis is provided as Appendix C.

DEMAND FORECASTING

PLANNED STUDY AREA TRANSPORTATION NETWORK CHANGES

As previously mentioned, a notable transportation network change within the study area is the Phase 1 construction of the east-west Confederation LRT, which is the conversion of the City’s existing BRT corridor to LRT between the current Blair transit station/the Campus station and between Lyon Street/the Tunney’s Pasture station, connected via a tunnel through the City’s Downtown. This phase of construction is underway and is expected to be completed by 2018. Note that one southbound lane between Lyon/Albert and Lyon/Queen is currently closed due to construction of the Lyon LRT station.

Phase 2 of the LRT construction, which will extend the City’s LRT further east, west and south is expected to begin by 2018 and be completed by 2023.

The following Figure 6 illustrates the planned Phases 1 and 2 of the future Confederation/Trillium Lines.

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Figure 6: Planned LRT Phase 1 and 2

LOCAL STUDY AREA DEVELOPMENTS

With respect to other area developments, the following development applications have been prepared and/or submitted to the City of Ottawa in the vicinity of the proposed site:

350 Sparks Street – Hotel and Residential Development Morguard Real Estate Investment Trust is proposing the redevelopment of the above-noted address. The redevelopment will consist of demolishing the existing hotel and small residential buildings and constructing a new hotel and apartment building instead. The existing office building will remain as is. The Transportation Study projects an increase in two-way vehicle traffic of approximately 35 veh/h during the morning and afternoon peak hours.

900 Albert Street – Trinity Development Trinity is proposing to develop a mixed-use centre located at the above-noted address. The development is expected to consist of three towers of retail, office and residential land uses. Given the location of the development, in close proximity to the future LRT Pimisi station, the development will strive to achieve high transit and non-auto modes.

LeBreton Flats Development Two proposals have been submitted to the NCC regarding the development of LeBreton Flats. The preferred proponent has been selected and negotiations are underway. Both proposals consist of high-density, mixed-use developments with an event centre. Given the mixed-use context of the development and its location adjacent to two future LRT stations on the Confederation Line and the Trillium Line, the projected transit and non-auto person trip modal splits are projected to be high.

Given the downtown context of these developments and the high transit and non-auto modes projected for the mixed-use developments, the traffic volumes associated with these local area developments are not included in the ensuing analysis. Most trips to/from these developments, destined for the study area of 400 Albert/393 Slater, will be transit trips, given

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the existing Transitway is directly adjacent to the site, and the future LRT will have a LRT station in close proximity to the site. As such, it is not expected that vehicle trips to/from these developments will meaningfully impact the four study area intersections.

BACKGROUND TRAFFIC GROWTH

The following background traffic growth through the immediate study area (summarized in Table 2) was calculated based on historical traffic count data (years 2007, 2011, and 2015) provided by the City of Ottawa at the Bay/Slater intersection. Detailed analysis is included as Appendix D. Table 2: Bay/Slater Historical Background Growth (2007 – 2015)

Percent Annual Change Time Period North Leg South Leg East Leg West Leg Overall 8 hrs -1.10% -2.30% -2.00% -2.00% -1.84% AM Peak -3.44% -4.49% -2.13% -2.01% -2.48% PM Peak -1.12% -2.78% -2.15% -5.32% -2.77%

As show in Table 2, the Bay/Slater intersection has experienced negative overall growth (calculated as weighted average) in recent years. As an average background traffic growth rate of -2% was calculated, and since the study area is located within the downtown core, directly adjacent to the existing Transitway and future LRT, no overall growth rate has been applied on forecasted background traffic volumes.

SITE TRIP GENERATION

Appropriate vehicle trip generation rates for the proposed development, consisting of approximately 378 high-rise apartment units, 136 hotel rooms, 16,110 ft2 of specialty retail and a 25,000 ft2 grocery store, were obtained from the 9th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual, which are summarized in Table 3. Table 3: ITE Trip Generation Rates

TRIP RATE LAND USE DATA SOURCE AM PEAK PM PEAK T = 0.30(du); T = 0.35(du); High-Rise Apartments ITE 222 Ln(T) = 0.99Ln(du) – 1.14 T = 0.32(du) + 12.30

Hotel Rooms ITE 310 T = 0.53(du); T = 0.60(du);

T = 1.36(X); T = 2.71(X); Specialty Retail ITE 826 T = 1.20(X) + 10.74 T = 2.40(X) + 21.48 T = 9.48(X) Supermarket ITE 850 T = 3.40(X) Ln(T) = 0.74Ln(X) + 3.25 Notes: T = Average Vehicle Trip Ends du = dwelling units X = 1000 ft2 Gross Floor Area Specialty Retail AM Peak is assumed to be 50% of the PM Peak

As ITE trip generation surveys only record vehicle trips and typically reflect highly suburban locations (with little to no access by travel modes other than private automobiles), adjustment factors appropriate to the more urban study area context were applied to attain estimates of person trips for the proposed development. This approach is considered appropriate within the industry for urban infill developments.

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To convert ITE vehicle trip rates to person trips, an auto occupancy factor and a non-auto trip factor were applied to the ITE vehicle trip rates. Our review of available literature suggests that a combined factor of approximately 1.3 is considered reasonable to account for typical North American auto occupancy values of approximately 1.15 and combined transit/non- motorized modal shares of less than 10%. As such, the person trip generation for the proposed development is summarized in Table 3. Table 4: Modified Person Trip Generation

AM PEAK (PERSON TRIPS/H) PM PEAK (PERSON TRIPS/H) LAND USE AREA IN OUT TOTAL IN OUT TOTAL High-Rise Apartments 378 du 37 111 148 105 68 173 Hotel Rooms 136 du 55 39 94 54 52 106 Specialty Retail 8,621 ft2 15 12 27 24 31 55 Supermarket 20,000 ft2 54 34 88 157 151 308 Total Person Trips 161 196 357 340 302 642 The person trips shown in Table 4 for the proposed development were then reduced by modal share values based on the site’s location and proximity to adjacent communities, employment, shopping uses and transit availability. Modal share values for the residential and hotel components of the proposed development are summarized in Tables 5 and 6, respectively. Table 5: High-Rise Apartments Modal Site Trip Generation

AM PEAK (PERSON TRIPS/H) PM PEAK (PERSON TRIPS/H) TRAVEL MODE MODE SHARE IN OUT TOTAL IN OUT TOTAL Auto Driver 25% 10 28 38 27 17 44 Auto Passenger 5% 2 6 8 6 4 10 Transit 35% 13 39 52 36 24 60 Non-motorized 35% 12 38 50 36 23 59 Total Person Trips 100% 37 111 148 105 68 173 Total ‘New’ Auto Trips 10 28 38 27 17 44

Table 6: Hotel Modal Site Trip Generation

AM PEAK (PERSON TRIPS/H) PM PEAK (PERSON TRIPS/H) TRAVEL MODE MODE SHARE IN OUT TOTAL IN OUT TOTAL Auto Driver 30% 17 12 29 17 16 33 Auto Passenger 5% 3 2 5 3 3 6 Transit 20% 11 8 19 10 10 20 Non-motorized 45% 24 17 41 24 23 47 Total Person Trips 100% 55 39 94 54 52 106 Total ‘New’ Auto Trips 17 12 29 17 16 33 Given the local context of the retail component of the proposed development, and the likelihood that it will mainly serve on-site residents and existing pedestrians within the study area, it is reasonable to assume that it will generate a high non- motorized modal share. In addition, it is reasonable to assume a high auto mode pass-by value for the retail component of the proposed development, given the retail will not be a destination for many drivers due to its local context and size. As such, modal share values for the retail and grocery store components of the proposed development are summarized in Tables 7 and 8, respectively.

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Table 7: Specialty Retail Modal Site Trip Generation

AM PEAK (PERSON TRIPS/H) PM PEAK (PERSON TRIPS/H) TRAVEL MODE MODE SHARE IN OUT TOTAL IN OUT TOTAL Auto Driver 20% 3 3 6 5 7 12 Auto Passenger 5% 1 1 2 2 2 4 Transit 15% 2 1 3 3 4 7 Non-motorized 60% 9 7 16 14 18 32 Total Person Trips 100% 15 12 27 24 31 55 Less 20% ‘Pass-by’ -1 -1 -2 -1 -1 -2 Total ‘New’ Auto Trips 2 2 4 4 6 10

Table 8: Supermarket Modal Site Trip Generation

AM PEAK (PERSON TRIPS/H) PM PEAK (PERSON TRIPS/H) TRAVEL MODE MODE SHARE IN OUT TOTAL IN OUT TOTAL Auto Driver 25% 14 9 23 40 38 78 Auto Passenger 5% 3 2 5 8 8 16 Transit 20% 10 6 16 31 30 61 Non-motorized 50% 27 17 44 78 75 153 Total Person Trips 100% 54 34 88 157 151 308 Less 20% ‘Pass-by’ -2 -2 -4 -8 -8 -16 Total ‘New’ Auto Trips 12 7 19 32 30 62

The following Table 9 provides a summary of the total projected site vehicle trip generation. Table 9: Total Site Vehicle Trip Generation

AM PEAK (VEH/H) PM PEAK (VEH/H) LAND USE IN OUT TOTAL IN OUT TOTAL High-Rise Apartments 10 28 38 27 17 44 Hotel Rooms 17 12 29 17 16 33 Specialty Retail 3 3 6 5 7 12 Supermarket 14 9 23 40 38 78 Less Specialty Retail ‘Pass-by’ -1 -1 -2 -1 -1 -2 Less Supermarket ‘Pass-by’ -2 -2 -4 -8 -8 -16 Total ‘New’ Auto Trips 41 49 90 80 69 149 Previous Site-Generated Auto Trips -25 -22 -47 -12 -18 -30 Total Net ‘New’ Auto Trips 16 27 43 68 51 119 As shown in Table 9, the resulting number of potential ‘new’ two-way vehicle trips for the proposed development is approximately 90 and 150 veh/h during the weekday morning and afternoon peak hours, respectively. The ‘net’ increase in site-generated traffic will be less than this as the site was previously occupied by two parking lots, one with 35 spaces and one with 30 spaces. At time of the counts, the 35-space parking lot was still being used (the 30-space parking lot was closed), as such, peak hour traffic counts were conducted at the 35-space parking lot’s connections to Slater Street and Lyon Street and 47 and 30 veh/h two-way total were counted during the morning and afternoon peak hours, respectively. It should be noted that there were a significant number of vehicles that parked in the 35-space parking lot temporarily (i.e.

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entered and exited the parking lot within the same peak hour). As such, the amount of traffic travelling to/from the parking lot is close to or higher than the amount of parking spaces provided.

Given the site-generated traffic travelling to/from the parking lot, the ‘net’ new vehicle trips projected to be generated by the proposed Towers A, B and C are estimated to be 45 and 120 veh/h during the weekday morning and afternoon peak hours, respectively, as summarized in Table 9.

TRAFFIC DISTRIBUTION AND ASSIGNMENT

The projected ‘new’ and ‘pass-by’ trips were distributed based on the site’s connectivity to the existing road network and our knowledge of the surrounding area. The resultant distribution is assumed to be:  55% to/from the west; and  45% to the north and from the south. 100% Based on the assumed distribution, the total ‘new’ and ‘pass-by’ site-generated auto trips are assigned to the study area intersections and are illustrated as Figure 7. As the 35-space parking lot generates approximately 45 and 30 veh/h during the peak hours, these traffic volumes were removed from the study area intersection based on the assumed distributions. The removed previous site-generated traffic volumes are included as Appendix E. Figure 7: ‘New’ and ‘Pass-by’ Site-Generated Traffic Volumes 9(15) Albert 27(38) 22(31)

52(78) -3(-9) 44(89) SITE 9(15) Slater

23(44) 18(36) Lyon Bay xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes

FUTURE TRAFFIC OPERATIONS

PROJECTED CONDITIONS AT FULL SITE DEVELOPMENT

The total projected volumes associated with the proposed development were derived by superimposing ‘new’ and ‘pass- by’ site-generated traffic volumes (Figures 7) onto existing traffic volumes (Figure 5), then the previous site-generated traffic volumes were removed (Appendix E). The resulting total projected volumes are illustrated as Figure 8.

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Figure 8: Total Projected Peak Hour Traffic Volumes

159(332) 64(151) 174(153) 977(775) 127(145) Albert 200(443) 62(69) 375(597) 52(78) 44(89)

394(642) SITE 762(809) 309(155) Slater

205(258) 569(247) 598(360) 174(138) 74(49) 233(473) Lyon Bay xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes

The following Table 10 provides a summary of projected performance for study area intersections and site driveway connections, based on total projected traffic volumes. The detailed SYNCHRO model output of projected conditions is provided within Appendix F. Table 10: Projected Performance of Study Area Intersections

WEEKDAY AM PEAK (PM PEAK) CRITICAL MOVEMENT INTERSECTION ‘AS A WHOLE’ INTERSECTION MAX. V/C OR AVG. LOS MOVEMENT DELAY (S) LOS V/C DELAY (S) Bay/Slater A(A) 0.47(0.60) NBT(NBT) 9.6(12.7) A(A) 0.46(0.50) Bay/Albert A(A) 0.46(0.57) NBT(NBT) 12.1(11.3) A(A) 0.36(0.49) Lyon/Slater B(B) 0.64(0.63) EBT(SBT) 13.3(20.8) A(A) 0.60(0.54) Lyon/Albert C(D) 0.74(0.84) SBT(SBT) 14.6(19.0) B(B) 0.63(0.65) Bay/Site A(A) 9.3(9.2) WBR(WBR) 1.0(0.9) - - Notes: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. Study area located within Central Business District (CBD). As shown in Table 10, the four signalized study area intersections are projected to operate ‘as a whole’ at an excellent LoS ‘B’ or better during both peak hours. With regard to the ‘critical movements’ at study area intersections, they are currently operating at LoS ‘D’ or better during both weekday commuter peak hours. The site driveway connection to Bay Street, providing access/egress to the underground parking, is projected to operate with acceptable delays of approximately 10 seconds during the peak hours, with minimal queues on and off-site.

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TRANSPORTATION DEMAND MANAGEMENT

Depending on the nature of a development, Transportation Demand Management (TDM) strategies have the potential to be an integral part of a planned development in order to address and support the City’s policies with regard to TDM. For this particular site, its location on a high frequency transit priority corridor and its proximity to the future LRT service is considered very advantageous in lessening the reliance on the private automobile. The close proximity of significant employment and residential uses will also contribute to a high walk percentage. The proximity of dedicated on-road cycling facilities will contribute to maximizing the bicycle mode split. As well, a number of other TDM measures could also be considered to reduce vehicle use, including:  improving the quality and safety of pedestrian facilities, such as enhanced sidewalks/lighting;  ride-sharing programs (e.g. community forum where residents can register/arrange carpooling or on-site parking can be reserved for VRTUCAR cars);  carpool incentives (e.g. reserved preferred parking for carpooling residents and carpool drop-off areas);  providing preferential parking for hybrid vehicles that are less harmful to the environment;  allocate on-site taxi stand to decrease number of tourist vehicle rentals;  provide an on-site transit information booth to direct visitors and encourage residents to utilize transit;  subsidized transit passes; and  on-site change room/shower facilities for any on-site staff. TDM strategies are important in encouraging active modes of transportation to/from the site, further lessening the reliance on the private automobile.

SITE PLAN REVIEW

This section provides an overview of site access, parking requirements, pedestrian circulation, transit accessibility, and loading dock. The proposed Site Plan was previously illustrated as Figure 2.

Parking Approximately 361 vehicle parking spaces are proposed to serve the subject development within the underground parking garage. As the site is located within Area Z, as identified in Schedule 1A of the City’s Zoning By-Law, there is no required minimum parking supply. As the site is located within 600 m of a rapid transit station, the maximum amount of parking that could be provided for residential use is 1.5 spaces per unit, which equates to 567 spaces and for retail, the maximum amount of spaces permitted is 26 spaces at a rate of 1 per 100 m2. The majority of parking spaces are noted as being 5.2 m in length and 2.6 m in width, which are the City’s By-Law requirements.

Site Circulation With regard to on-site circulation, the proposed parking garage is laid out effectively, such that two-way traffic can be effectively accommodated with aisle widths noted as 6.0 to 6.7 m, and the main level parking garage ramp width of 9 m, with 3.5 m separated drive aisles. The City’s minimum required width for drive aisles with two-way vehicle traffic is 6.7 m, and therefore the 6.0 m width is insufficient with respect to the City’s By-Law requirements. However, given the projected volumes in/out of the parking garage will be approximately 3 vehicles every minute and given the ramp widths are wider than 6.7 m, the 6.0 m aisle widths adjacent to some of the parking will be sufficient in terms of operating in a safe and effective manner.

Access Requirements Based on projected volumes and proximity to adjacent intersections, additional traffic control/auxiliary turn lanes are not warranted nor required at the proposed driveway connection to Bay Street. The garage ramp is located at the north end of

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the site mid-block on Bay Street, approximately 25 m north of Slater Street. This has maximum offset from the two adjacent intersections and will operate effectively.

There is an existing bicycle lane on the east side of Bay Street in the northbound direction, adjacent to the site and the site driveway. The building set back is approximately 1.5 m from the property line, which is approximately 4.5 m from the sidewalk edge and 6 m from the roadway. As such, drivers exiting the garage will have appropriate sight lines to see pedestrians and cyclists as they exit the site. Alternative driveway connections to Slater Street and Albert Street were considered by the developer during the design process. The City informed the proponent that bicycle lanes are planned along the north side of Slater Street, which would present a similar conflict for the site’s driveway. Providing the site access to Albert Street presented significant grading issues. In addition, Bay Street traffic volumes are noted to be less than those along Albert Street and Slater Street. Based on the foregoing, the Bay Street site access was deemed to be the most suitable solution.

The ramp grades for the proposed parking garage access/egress are shown on the plan included as Appendix G. The ramp grade is shown as 2% or less for a distance of 9 m from the property line. This meets the City’s private approach By-Law requirements. Transition grades of 3%, 7% and 14% are shown at the top and bottom of the 20% grade ramp to facilitate safe vehicle operation along it and the driveway.

Truck access is proposed via the underground parking garage ramps located mid-block along Bay Street. Truck loading bays are provided on the first floor of the parking garage. We are advised that the architects have designed the access and the first level parking garage to accommodate the appropriate size of trucks. The truck turning templates for the first level of garage parking is included in Appendix G.

Pedestrians/Transit To connect pedestrians to transit service and other nearby employment, shopping and recreation opportunities, sidewalks are currently provided along both sides of all study area roads. The site is located between Slater Street and Albert Street, which currently provides east/west access to the existing Transitway and is in close proximity to the future Lyon LRT Station.

Bicycles Approximately 357 bicycle parking spaces are proposed to serve the subject development on parking levels 2, 3 and 4. An additional 10 bicycle parking spaces are provided on the first parking level. Storage lockers are also provided within the parking garages (approximately 220). This amount of bicycle parking meets the City’s minimum requirement.

FINDINGS AND RECOMMENDATIONS

Based on the foregoing analysis of the proposed development, the following transportation-related conclusions are provided: Existing Conditions  Study area intersections ‘as a whole’ are currently operating at LoS ‘B’ during the morning and afternoon peak hours;  Critical movements at the study area intersections are currently operating at LoS ‘D’ during the morning and afternoon peak hours;  The proposed development is located in the downtown core, directly adjacent to the existing Transitway and within close proximity of the future 2018 LRT Lyon Station;  Bike lanes are currently provided along the east side of Bay Street and segregated bike lanes are provided one block south of Slater Street along both sides of Laurier Avenue. Sidewalks are currently provided along both sides of all study area roadways connecting pedestrians to transit service and other adjacent development/recreational facilities;

400 Albert/393 Slater Development – Community Transportation Study 15

Projected Conditions  Phase I of the LRT is expected to be completed by 2018. The Lyon LRT Station is currently being constructed and will be located at the Queen/Lyon intersection, approximately 1½ blocks north of the subject site;  Given the study area has experience negative traffic growth within the past few years and given the planned improvements for transit within the vicinity of the site, the future projected background traffic volumes are expected to be similar to the existing traffic volumes and no future background traffic growth was applied;  The proposed development is projected to generate ‘new’ two-way vehicle volumes of approximately 90 and 150 veh/h during the weekday morning and afternoon peak hours, respectively. This amount of traffic is further reduced because of the parking lot (now removed) located on the southeast quadrant of the development block. As such, the net ‘new’ site-generated traffic is projected to be 45 and 120 veh/h during the morning and afternoon peak hours, respectively;  At full site development of all three towers, study area intersections ‘as a whole’ are projected to operate similar to existing conditions, with acceptable levels of service of LoS ‘B’ or better during the peak hours;  At full site development, the ‘critical movements’ at all study area intersections are projected to operate at an acceptable LoS ‘D’ or better during peak hours;  Average vehicle delay at the site driveway connection to Bay Street is projected to be approximately 10 seconds, and as such is considered to be operating at LoS ‘A’ with minimal queues during the morning and afternoon peak hours;  Given the site’s close proximity to the future Lyon LRT Station, TDM measures should be implemented for the development to encourage the use of transit and non-auto modes; Site Plan Review  The proposed vehicle and bicycle parking supplies meet the City’s minimum By-Law requirements and are considered acceptable;  The parking garage driveway width meets the City’s By-Law requirements and the driveway is offset as much as possible from the adjacent street’s intersection;  The truck access is proposed via the underground parking garage ramps located mid-block along Bay Street with loading provided on the first level of garage parking; and  The ramp providing access to the underground parking garage has a grade of 0-2% for the first 9 m from the property line to provide appropriate sightlines for vehicles and pedestrians.

Based on the foregoing, the proposed development fits well into the context of the surrounding area, and its location and design serves to promote use of walking, cycling, and transit modes, thus supporting City of Ottawa policies, goals and objectives with respect to redevelopment, intensification and modal share.

Therefore, the proposed 400 Albert/393 Slater mixed-use development is recommended from a transportation perspective.

Prepared By: Reviewed By:

André Sponder, B.A.Sc. Ronald Jack, P.Eng. Engineering Associate, Transportation Senior Transportation Engineer 4 May 2017

400 Albert/393 Slater Development – Community Transportation Study 16

Appendix A Current Peak Hour Traffic Volumes

Public Works - Traffic Services Turning Movement Count - Peak Hour Diagram ALBERT ST @ BAY ST

Survey Date: Thursday, June 18, 2015 WO No: 34725 Start Time: 07:00 Device: Jamar Technologies, Inc

BAY ST N W E

440 173 S 0 440 0 0 0 0 Heavy Vehicles 0 0 0 0 33 1 4 103 Cars 0 0 0 0 407

ALBERT ST 64 23 87

191 234 425 200 190 390 477 0 0 0 AM Period 0 0 0 0 0 0 Peak Hour 477 425 07:30 08:30 0 0 0 0 0 0 0 0 0 0 0 0 0

0 0 34 343 0 Cars 0 0 1 10 0 Heavy 164 3 154 Vehicles 0 35 353 0 Total 0 388

388

102

Comments

2016-Aug-26 Page 1 of 3 Public Works - Traffic Services Turning Movement Count - Peak Hour Diagram ALBERT ST @ BAY ST

Survey Date: Thursday, June 18, 2015 WO No: 34725 Start Time: 07:00 Device: Jamar Technologies, Inc

BAY ST N W E

727 240 S 0 727 0 0 0 0 Heavy Vehicles 0 0 0 0 21 3 28 103 Cars 0 0 0 0 706

ALBERT ST 151 10 161

204 474 678 443 204 647 808 0 0 0 PM Period 0 0 0 0 0 0 Peak Hour 808 678 16:00 17:00 0 0 0 0 0 0 0 0 0 0 0 0 0

0 0 31 555 0 Cars 0 0 0 11 0 Heavy 115 0 198 Vehicles 0 31 566 0 Total 0 597

597

Comments

2016-Aug-26 Page 3 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram ALBERT ST @ LYON ST

Survey Date: Thursday, June 11, 2015 WO No: 34679 Start Time: 07:00 Device: Jamar Technologies, Inc

LYON ST N W E

1157 140 S 1157 0 174 982 1 0 Heavy Vehicles 8 9 0 0 0 168 0 170 Cars 166 973 1 0 0

ALBERT ST 0 0 0

158 325 483 159 150 309 447 0 0 0 AM Period 129 9 138 0 0 0 Peak Hour 448 483 07:30 08:30 0 0 0 0 0 0 1 0 1 0 0 0 0

1102 0 0 0 0 Cars 18 0 0 0 0 Heavy 20 0 0 Vehicles 0 0 0 0 Total 1120 0

1120

113

Comments

2017-Feb-27 Page 1 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram ALBERT ST @ LYON ST

Survey Date: Thursday, June 11, 2015 WO No: 34679 Start Time: 07:00 Device: Jamar Technologies, Inc

LYON ST N W E

921 153 S 917 4 153 762 2 0 Heavy Vehicles 10 19 0 0 0 96 16 572 Cars 143 743 2 0 4

ALBERT ST 4 0 4

148 471 619 328 138 466 625 0 0 0 PM Period 146 9 155 0 0 0 Peak Hour 627 619 16:00 17:00 0 0 0 0 0 0 2 0 2 0 0 0 0

889 0 0 0 0 Cars 28 0 0 0 0 Heavy 133 0 4 Vehicles 0 0 0 0 Total 917 0

917

128

Comments

2017-Feb-27 Page 3 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram LYON ST @ SLATER ST

Survey Date: Monday, June 20, 2011 WO No: 30103 Start Time: 07:00 Device:

LYON ST N W E

1066 134 S 1066 0 0 756 310 0 Heavy Vehicles 0 12 9 0 0 106 3 525 Cars 0 744 301 0 0

SLATER ST 0 0 0

0 0 0 0 0 0 0 0 0 0 AM Period 0 0 0 0 0 0 Peak Hour 1128 1003 08:00 09:00 0 0 0 818 237 581 882 246 1128 1003 185 5 180

924 0 0 0 0 Cars 17 0 0 0 0 Heavy 160 55 5 Vehicles 0 0 0 0 Total 941 0

941

239

Comments

2017-Feb-27 Page 1 of 3 Transportation Services - Traffic Services Turning Movement Count - Peak Hour Diagram LYON ST @ SLATER ST

Survey Date: Friday, June 12, 2015 WO No: 34685 Start Time: 07:00 Device: Jamar Technologies, Inc

LYON ST N W E

959 27 S 959 0 0 803 156 0 Heavy Vehicles 0 0 0 0 0 30 0 150 Cars 0 803 156 0 0

SLATER ST 0 0 0

0 0 0 0 0 0 0 0 0 0 PM Period 0 0 0 0 0 0 Peak Hour 547 533 15:30 16:30 0 0 0 391 139 252 408 139 547 533 142 1 141

944 0 0 0 0 Cars 1 0 0 0 0 Heavy 48 0 0 Vehicles 0 0 0 0 Total 945 0

945

Comments

2017-Feb-27 Page 3 of 3 Public Works - Traffic Services Turning Movement Count - Peak Hour Diagram BAY ST @ SLATER ST

Survey Date: Thursday, June 25, 2015 WO No: 34784 Start Time: 07:00 Device: Jamar Technologies, Inc

BAY ST N W E

382 24 S 0 382 0 0 0 0 Heavy Vehicles 0 0 0 0 14 0 5 96 Cars 0 0 0 0 368

SLATER ST 0 0 0

0 3 3 0 0 0 0 0 0 0 AM Period 0 0 0 191 9 182 Peak Hour 895 1015 08:00 09:00 0 0 0 819 217 602 677 218 895 1012 2 0 2

23 21 3 186 75 Cars 0 0 0 5 1 Heavy 128 11 163 Vehicles 21 3 191 76 Total 23 291

314

Comments

2016-Aug-26 Page 1 of 3 Public Works - Traffic Services Turning Movement Count - Peak Hour Diagram BAY ST @ SLATER ST

Survey Date: Thursday, June 25, 2015 WO No: 34784 Start Time: 07:00 Device: Jamar Technologies, Inc

BAY ST N W E

662 16 S 0 662 0 0 0 0 Heavy Vehicles 0 0 0 0 14 3 7 54 Cars 0 0 0 0 648

SLATER ST 0 0 0

0 1 1 0 0 0 0 0 0 0 PM Period 0 0 0 226 12 214 Peak Hour 571 750 15:15 16:15 0 0 0 520 158 362 411 160 571 749 3 0 3

3 0 1 434 49 Cars 0 0 0 2 2 Heavy 100 11 103 Vehicles 0 1 436 51 Total 3 488

491

Comments

2016-Aug-26 Page 3 of 3

Appendix B SYNCHRO Capacity Analysis: Existing Conditions

Existing AM 05/04/2017 1: Bay & Slater

Lane Group EBT NBT Lane Configurations Traffic Volume (vph) 604 215 Future Volume (vph) 604 215 Lane Group Flow (vph) 828 306 Turn Type NA NA Protected Phases 2 8 Permitted Phases Minimum Split (s) 29.0 19.2 Total Split (s) 41.0 19.0 Total Split (%) 68.3% 31.7% Yellow Time (s) 3.3 3.3 All-Red Time (s) 1.7 1.9 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 5.0 5.2 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 36.0 13.8 Actuated g/C Ratio 0.60 0.23 v/c Ratio 0.45 0.44 Control Delay 6.4 16.9 Queue Delay 0.0 0.0 Total Delay 6.4 16.9 LOS A B Approach Delay 6.4 16.9 Approach LOS A B Queue Length 50th (m) 18.6 11.1 Queue Length 95th (m) 28.7 20.9 Internal Link Dist (m) 84.4 71.4 Turn Bay Length (m) Base Capacity (vph) 1843 696 Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio 0.45 0.44 Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 3 (5%), Referenced to phase 2:EBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.45 Intersection Signal Delay: 9.3 Intersection LOS: A Intersection Capacity Utilization 46.0% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 1: Bay & Slater

Parsons Synchro 9 - Report Existing AM 05/04/2017 2: Bay & Albert

Lane Group WBT WBR NBT Lane Configurations Traffic Volume (vph) 200 64 353 Future Volume (vph) 200 64 353 Lane Group Flow (vph) 211 67 409 Turn Type NA Perm NA Protected Phases 8 2 Permitted Phases 8 Minimum Split (s) 20.2 20.2 23.2 Total Split (s) 35.0 35.0 25.0 Total Split (%) 58.3% 58.3% 41.7% Yellow Time (s) 3.3 3.3 3.3 All-Red Time (s) 1.9 1.9 1.9 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.2 5.2 5.2 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 29.8 29.8 19.8 Actuated g/C Ratio 0.50 0.50 0.33 v/c Ratio 0.14 0.09 0.40 Control Delay 12.1 6.5 11.9 Queue Delay 0.0 0.0 0.0 Total Delay 12.1 6.5 11.9 LOS B A B Approach Delay 10.8 11.9 Approach LOS B B Queue Length 50th (m) 8.5 0.0 16.4 Queue Length 95th (m) 13.1 6.8 28.5 Internal Link Dist (m) 114.4 53.8 Turn Bay Length (m) 75.0 Base Capacity (vph) 1515 711 1017 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.14 0.09 0.40 Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 58 (97%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.40 Intersection Signal Delay: 11.4 Intersection LOS: B Intersection Capacity Utilization 29.6% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 2: Bay & Albert

Parsons Synchro 9 - Report Existing AM 05/04/2017 3: Lyon & Slater

Lane Group EBT SBT Lane Configurations Traffic Volume (vph) 581 756 Future Volume (vph) 581 756 Lane Group Flow (vph) 801 1122 Turn Type NA NA Protected Phases 4 6 Permitted Phases Minimum Split (s) 21.2 24.3 Total Split (s) 29.0 31.0 Total Split (%) 48.3% 51.7% Yellow Time (s) 3.3 3.3 All-Red Time (s) 1.9 2.0 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 5.2 5.3 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 23.8 25.7 Actuated g/C Ratio 0.40 0.43 v/c Ratio 0.66 0.58 Control Delay 23.3 6.7 Queue Delay 0.0 0.2 Total Delay 23.3 6.9 LOS C A Approach Delay 23.3 6.9 Approach LOS C A Queue Length 50th (m) 42.5 2.1 Queue Length 95th (m) 60.1 19.5 Internal Link Dist (m) 114.1 54.9 Turn Bay Length (m) Base Capacity (vph) 1216 1933 Starvation Cap Reductn 0 203 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio 0.66 0.65 Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 14 (23%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.66 Intersection Signal Delay: 13.7 Intersection LOS: B Intersection Capacity Utilization 58.8% ICU Level of Service B Analysis Period (min) 15

Splits and Phases: 3: Lyon & Slater

Parsons Synchro 9 - Report Existing AM 05/04/2017 4: Lyon & Albert

Lane Group WBT SBT SBR Lane Configurations Traffic Volume (vph) 159 983 174 Future Volume (vph) 159 983 174 Lane Group Flow (vph) 303 1035 183 Turn Type NA NA Perm Protected Phases 8 6 Permitted Phases 6 Minimum Split (s) 20.4 21.5 21.5 Total Split (s) 27.0 33.0 33.0 Total Split (%) 45.0% 55.0% 55.0% Yellow Time (s) 3.3 3.3 3.3 All-Red Time (s) 2.1 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.4 5.5 5.5 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 21.6 27.5 27.5 Actuated g/C Ratio 0.36 0.46 0.46 v/c Ratio 0.27 0.74 0.26 Control Delay 11.9 17.3 4.5 Queue Delay 0.0 0.0 0.0 Total Delay 11.9 17.3 4.5 LOS B B A Approach Delay 11.9 15.4 Approach LOS B B Queue Length 50th (m) 9.8 46.1 2.8 Queue Length 95th (m) 17.6 66.8 12.0 Internal Link Dist (m) 10.7 33.0 Turn Bay Length (m) 20.0 Base Capacity (vph) 1108 1398 698 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.27 0.74 0.26 Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 15 (25%), Referenced to phase 6:SBT, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.74 Intersection Signal Delay: 14.7 Intersection LOS: B Intersection Capacity Utilization 50.5% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 4: Lyon & Albert

Parsons Synchro 9 - Report Existing PM 05/04/2017 1: Bay & Slater

Lane Group EBT NBT Lane Configurations Traffic Volume (vph) 365 437 Future Volume (vph) 365 437 Lane Group Flow (vph) 609 514 Turn Type NA NA Protected Phases 2 8 Permitted Phases Detector Phase 2 8 Switch Phase Minimum Initial (s) 10.0 10.0 Minimum Split (s) 29.0 19.2 Total Split (s) 33.0 22.0 Total Split (%) 60.0% 40.0% Yellow Time (s) 3.3 3.3 All-Red Time (s) 1.7 1.9 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 5.0 5.2 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max Max Act Effct Green (s) 28.0 16.8 Actuated g/C Ratio 0.51 0.31 v/c Ratio 0.39 0.56 Control Delay 6.9 18.0 Queue Delay 0.0 0.0 Total Delay 6.9 18.0 LOS A B Approach Delay 6.9 18.0 Approach LOS A B Queue Length 50th (m) 12.6 21.1 Queue Length 95th (m) 21.2 33.6 Internal Link Dist (m) 84.4 71.4 Turn Bay Length (m) Base Capacity (vph) 1578 921 Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio 0.39 0.56 Intersection Summary Cycle Length: 55 Actuated Cycle Length: 55 Offset: 39 (71%), Referenced to phase 2:EBTL, Start of Green Natural Cycle: 50 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.56 Intersection Signal Delay: 12.0 Intersection LOS: B Intersection Capacity Utilization 44.3% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 1: Bay & Slater

Parsons Synchro 9 - Report Existing PM 05/04/2017 2: Bay & Albert

Lane Group WBT WBR NBT Lane Configurations Traffic Volume (vph) 443 151 566 Future Volume (vph) 443 151 566 Lane Group Flow (vph) 466 159 629 Turn Type NA Perm NA Protected Phases 8 2 Permitted Phases 8 Detector Phase 8 8 2 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 Minimum Split (s) 20.2 20.2 23.2 Total Split (s) 28.0 28.0 27.0 Total Split (%) 50.9% 50.9% 49.1% Yellow Time (s) 3.3 3.3 3.3 All-Red Time (s) 1.9 1.9 1.9 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.2 5.2 5.2 Lead/Lag Lead-Lag Optimize? Recall Mode Max Max C-Max Act Effct Green (s) 22.8 22.8 21.8 Actuated g/C Ratio 0.41 0.41 0.40 v/c Ratio 0.37 0.28 0.51 Control Delay 18.4 9.4 8.9 Queue Delay 0.0 0.0 0.5 Total Delay 18.4 9.4 9.3 LOS B A A Approach Delay 16.1 9.3 Approach LOS B A Queue Length 50th (m) 22.0 4.8 6.9 Queue Length 95th (m) 30.6 14.9 22.0 Internal Link Dist (m) 114.4 53.8 Turn Bay Length (m) 75.0 Base Capacity (vph) 1264 575 1232 Starvation Cap Reductn 0 0 240 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.37 0.28 0.63 Intersection Summary Cycle Length: 55 Actuated Cycle Length: 55 Offset: 26 (47%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.51 Intersection Signal Delay: 12.7 Intersection LOS: B Intersection Capacity Utilization 45.5% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 2: Bay & Albert

Parsons Synchro 9 - Report Existing PM 05/04/2017 3: Lyon & Slater

Lane Group EBT SBT Lane Configurations Traffic Volume (vph) 252 803 Future Volume (vph) 252 803 Lane Group Flow (vph) 413 1009 Turn Type NA NA Protected Phases 4 6 Permitted Phases Minimum Split (s) 21.2 24.3 Total Split (s) 30.0 25.0 Total Split (%) 54.5% 45.5% Yellow Time (s) 3.3 3.3 All-Red Time (s) 1.9 2.0 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 5.2 5.3 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 24.8 19.7 Actuated g/C Ratio 0.45 0.36 v/c Ratio 0.31 0.63 Control Delay 13.6 6.3 Queue Delay 0.0 0.1 Total Delay 13.6 6.4 LOS B A Approach Delay 13.6 6.4 Approach LOS B A Queue Length 50th (m) 16.4 6.7 Queue Length 95th (m) 28.3 m13.0 Internal Link Dist (m) 114.1 54.9 Turn Bay Length (m) Base Capacity (vph) 1326 1609 Starvation Cap Reductn 0 54 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio 0.31 0.65 Intersection Summary Cycle Length: 55 Actuated Cycle Length: 55 Offset: 47 (85%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.63 Intersection Signal Delay: 8.5 Intersection LOS: A Intersection Capacity Utilization 44.1% ICU Level of Service A Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 3: Lyon & Slater

Parsons Synchro 9 - Report Existing PM 05/04/2017 4: Lyon & Albert

Lane Group WBT SBT SBR Lane Configurations Traffic Volume (vph) 332 764 153 Future Volume (vph) 332 764 153 Lane Group Flow (vph) 503 804 161 Turn Type NA NA Perm Protected Phases 8 6 Permitted Phases 6 Minimum Split (s) 23.4 21.5 21.5 Total Split (s) 32.0 23.0 23.0 Total Split (%) 58.2% 41.8% 41.8% Yellow Time (s) 3.3 3.3 3.3 All-Red Time (s) 2.1 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.4 5.5 5.5 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 26.6 17.5 17.5 Actuated g/C Ratio 0.48 0.32 0.32 v/c Ratio 0.34 0.83 0.31 Control Delay 8.6 27.0 6.3 Queue Delay 0.0 0.0 0.0 Total Delay 8.6 27.0 6.3 LOS A C A Approach Delay 8.6 23.5 Approach LOS A C Queue Length 50th (m) 13.3 38.2 1.9 Queue Length 95th (m) 21.5 #65.5 12.4 Internal Link Dist (m) 33.8 33.1 Turn Bay Length (m) 20.0 Base Capacity (vph) 1479 970 525 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.34 0.83 0.31 Intersection Summary Cycle Length: 55 Actuated Cycle Length: 55 Offset: 46 (84%), Referenced to phase 6:SBT, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.83 Intersection Signal Delay: 18.4 Intersection LOS: B Intersection Capacity Utilization 49.6% ICU Level of Service A Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 4: Lyon & Albert

Parsons Synchro 9 - Report

Appendix C Collision Data and Analysis

Total Area Single vehicle Classification of Turning Single Vehicle Rear End Sideswipe Angle Approaching (Unattended Other Total Accident Movement (other) vehicle) P.D. only 57191800015075% Non-fatal injury 221804001725% Non reportable 0000000000% Total 792026040167100% #4 or 10% #3 or 13% #2 or 30% #1 or 39% #7 or 0% #5 or 6% #7 or 0% #6 or 2%

Albert/Bay Total # 24 Hr AADT Years Days Collisions/MEV Collisions Veh Volume 2012-2014 9 11,863 1095 0.69

Single vehicle Classification of Turning Single Vehicle Rear End Sideswipe Angle Approaching (Unattended Other Total Accident Movement (other) vehicle) P.D. only 10420000778% Non-fatal injury 01010000222% Non reportable 0000000000% Total 114300009100% 11% 11% 44% 33% 0% 0% 0% 0%

Albert/Lyon Total # 24 Hr AADT Years Days Collisions/MEV Collisions Veh Volume 2012-2014 17 17,516 1095 0.89

Single vehicle Classification of Turning Single Vehicle Rear End Sideswipe Angle Approaching (Unattended Other Total Accident Movement (other) vehicle) P.D. only 025200011059% Non-fatal injury 00040300741% Non reportable 0000000000% Total 0256030117100% 0% 12% 29% 35% 0% 18% 0% 6%

Slater/Lyon Total # 24 Hr AADT Years Days Collisions/MEV Collisions Veh Volume 2012-2014 21 15,258 1095 1.26

Single vehicle Classification of Turning Single Vehicle Rear End Sideswipe Angle Approaching (Unattended Other Total Accident Movement (other) vehicle) P.D. only 306900001886% Non-fatal injury 20010 00314% Non reportable 0000000000% Total 50610000021100% 24% 0% 29% 48% 0% 0% 0% 0%

Slater/Bay Total # 24 Hr AADT Years Days Collisions/MEV Collisions Veh Volume 2012-2014 20 12,910 1095 1.41

Single vehicle Classification of Turning Single Vehicle Rear End Sideswipe Angle Approaching (Unattended Other Total Accident Movement (other) vehicle) P.D. only 154500001575% Non-fatal injury 01120100525% Non reportable 0000000000% Total 1657010020100% 5% 30% 25% 35% 0% 5% 0% 0% CITY OPERATIONS - PUBLIC WORKS Collision Details Report - Public Version

From: January 1, 2014 To: December 31, 2014 Location: ALBERT ST @ BAY ST Traffic Control: Traffic signal Total Collisions: 2 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Jan-03, Fri,15:30 Clear Sideswipe P.D. only Dry West Changing lanes Automobile, Other motor station wagon vehicle West Going ahead Automobile, Other motor station wagon vehicle

2014-Nov-17, Mon,15:40 Snow Angle P.D. only Wet North Going ahead Unknown Other motor vehicle West Going ahead Automobile, Other motor station wagon vehicle

Location: ALBERT ST @ LYON ST Traffic Control: Traffic signal Total Collisions: 6 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Mar-21, Fri,22:18 Clear SMV other Non-fatal injury Dry West Turning left Other Pedestrian 1

2014-Nov-05, Wed,16:25 Clear Sideswipe P.D. only Dry West Changing lanes Automobile, Other motor station wagon vehicle West Going ahead Automobile, Other motor station wagon vehicle

2014-Sep-16, Tue,09:00 Clear Angle Non-fatal injury Dry South Going ahead Pick-up truck Other motor vehicle West Going ahead Automobile, Other motor station wagon vehicle West Going ahead Municipal transit Other motor bus vehicle

Thursday, September 15, 2016 Page 1 of 2 2014-Oct-20, Mon,21:40 Rain Angle P.D. only Wet South Going ahead Automobile, Other motor station wagon vehicle West Going ahead Automobile, Other motor station wagon vehicle

2014-Oct-16, Thu,12:16 Clear SMV other Non-fatal injury Dry West Turning left Passenger van Pedestrian 1

2014-Dec-16, Tue,11:20 Clear Angle Non-fatal injury Wet West Going ahead Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

Location: ALBERT ST btwn BAY ST & LYON ST N Traffic Control: No control Total Collisions: 2 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Jan-24, Fri,21:31 Clear Sideswipe P.D. only Dry West Stopped Automobile, Other motor station wagon vehicle West Going ahead Unknown Other motor vehicle

2014-May-22, Thu,10:33 Clear Sideswipe P.D. only Dry West Stopped Automobile, Other motor station wagon vehicle West Going ahead Municipal transit Other motor bus vehicle

Thursday, September 15, 2016 Page 2 of 2 CITY OPERATIONS - PUBLIC WORKS Collision Details Report - Public Version

From: January 1, 2014 To: December 31, 2014 Location: ALBERT ST @ LYON ST Traffic Control: Traffic signal Total Collisions: 6 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Mar-21, Fri,22:18 Clear SMV other Non-fatal injury Dry West Turning left Other Pedestrian 1

2014-Nov-05, Wed,16:25 Clear Sideswipe P.D. only Dry West Changing lanes Automobile, Other motor station wagon vehicle West Going ahead Automobile, Other motor station wagon vehicle

2014-Oct-20, Mon,21:40 Rain Angle P.D. only Wet South Going ahead Automobile, Other motor station wagon vehicle West Going ahead Automobile, Other motor station wagon vehicle

2014-Oct-16, Thu,12:16 Clear SMV other Non-fatal injury Dry West Turning left Passenger van Pedestrian 1

2014-Dec-16, Tue,11:20 Clear Angle Non-fatal injury Wet West Going ahead Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

Wednesday, September 14, 2016 Page 1 of 3 Location: LYON ST @ SLATER ST Traffic Control: Traffic signal Total Collisions: 9 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Apr-09, Wed,20:42 Clear Rear end P.D. only Dry South Going ahead Unknown Other motor vehicle South Going ahead Automobile, Other motor station wagon vehicle

2014-Jun-18, Wed,18:33 Clear Angle P.D. only Dry South Going ahead Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

2014-Sep-17, Wed,17:13 Clear Sideswipe P.D. only Dry East Going ahead Unknown Other motor vehicle East Stopped Municipal transit Other motor bus vehicle

2014-Nov-06, Thu,22:58 Rain Angle P.D. only Wet South Going ahead Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

2014-Oct-12, Sun,13:51 Clear Angle P.D. only Dry East Going ahead Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

2014-Dec-14, Sun,15:51 Clear Angle P.D. only Wet East Going ahead Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

2014-Nov-23, Sun,18:20 Clear Sideswipe P.D. only Wet East Changing lanes Automobile, Other motor station wagon vehicle

Wednesday, September 14, 2016 Page 2 of 3 East Going ahead Automobile, Other motor station wagon vehicle

2014-Nov-14, Fri,20:33 Clear Angle P.D. only Dry South Going ahead Pick-up truck Other motor vehicle East Going ahead Passenger van Other motor vehicle

2014-Dec-20, Sat,10:50 Clear Angle P.D. only Dry North Going ahead Automobile, Other motor station wagon vehicle East Going ahead Pick-up truck Other motor vehicle

Wednesday, September 14, 2016 Page 3 of 3 CITY OPERATIONS - PUBLIC WORKS Collision Details Report - Public Version

From: January 1, 2014 To: December 31, 2014 Location: BAY ST @ SLATER ST Traffic Control: Traffic signal Total Collisions: 5 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Feb-08, Sat,18:46 Clear Turning movement P.D. only Wet East Turning left Automobile, Other motor station wagon vehicle East Going ahead Passenger van Other motor vehicle

2014-Mar-10, Mon,16:48 Clear Sideswipe P.D. only Dry East Changing lanes Pick-up truck Other motor vehicle East Going ahead Passenger van Other motor vehicle

2014-Mar-22, Sat,09:55 Snow Angle P.D. only Packed East Going ahead Passenger van Other motor snow vehicle North Going ahead Pick-up truck Other motor vehicle

2014-Sep-25, Thu,15:14 Clear Angle P.D. only Dry East Slowing or stopping Automobile, Other motor station wagon vehicle North Going ahead Automobile, Other motor station wagon vehicle

2014-Nov-11, Tue,10:48 Clear Turning movement P.D. only Dry East Turning left Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

Thursday, September 15, 2016 Page 1 of 3 Location: LYON ST @ SLATER ST Traffic Control: Traffic signal Total Collisions: 9 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Apr-09, Wed,20:42 Clear Rear end P.D. only Dry South Going ahead Unknown Other motor vehicle South Going ahead Automobile, Other motor station wagon vehicle

2014-Jun-18, Wed,18:33 Clear Angle P.D. only Dry South Going ahead Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

2014-Sep-17, Wed,17:13 Clear Sideswipe P.D. only Dry East Going ahead Unknown Other motor vehicle East Stopped Municipal transit Other motor bus vehicle

2014-Nov-06, Thu,22:58 Rain Angle P.D. only Wet South Going ahead Automobile, Other motor station wagon vehicle East Going ahead Automobile, Other motor station wagon vehicle

2014-Oct-12, Sun,13:51 Clear Angle P.D. only Dry East Going ahead Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

2014-Dec-14, Sun,15:51 Clear Angle P.D. only Wet East Going ahead Automobile, Other motor station wagon vehicle South Going ahead Automobile, Other motor station wagon vehicle

2014-Nov-23, Sun,18:20 Clear Sideswipe P.D. only Wet East Changing lanes Automobile, Other motor station wagon vehicle

Thursday, September 15, 2016 Page 2 of 3 East Going ahead Automobile, Other motor station wagon vehicle

2014-Nov-14, Fri,20:33 Clear Angle P.D. only Dry South Going ahead Pick-up truck Other motor vehicle East Going ahead Passenger van Other motor vehicle

2014-Dec-20, Sat,10:50 Clear Angle P.D. only Dry North Going ahead Automobile, Other motor station wagon vehicle East Going ahead Pick-up truck Other motor vehicle

Location: SLATER ST btwn BAY ST & LYON ST N Traffic Control: No control Total Collisions: 2 Date/Day/Time Environment Impact Type Classification Surface Veh. Dir Vehicle Manoeuver Vehicle type First Event No. Ped Cond'n 2014-Jul-15, Tue,08:00 Clear Rear end P.D. only Dry East Going ahead Automobile, Other motor station wagon vehicle East Stopped Pick-up truck Other motor vehicle

2014-Sep-01, Mon,18:30 Clear SMV unattended P.D. only Dry East Unknown Unknown Unattended vehicle vehicle

Thursday, September 15, 2016 Page 3 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 ALBERT ST & BAY ST Former Municipality: Ottawa Traffic Control: Traffic signal Number of Collisions: 7 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 1 2012-02-27 Mo 12:25 Snow Daylight Angle P.D. only V1 N Wet Going ahead Passenger van Skidding/Sliding 0 V2 W Wet Going ahead Municipal transit bus Other motor vehicle 2 2012-03-15 Thu 22:19 Rain Dark Turning Non-fatal V1 W Wet Turning right Automobile, station Other motor vehicle 0 V2 W Wet Going ahead Municipal transit bus Other motor vehicle

3 2012-05-04 Fri 16:51 Clear Daylight Sideswipe P.D. only V1 W Dry Changing lanes Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

4 2012-12-19 We 19:25 Clear Dark Sideswipe P.D. only V1 W Dry Changing lanes Pick-up truck Other motor vehicle 0 V2 W Dry Going ahead Pick-up truck Other motor vehicle 5 2013-02-14 Thu 20:11 Clear Dark Rear end P.D. only V1 W Dry Pulling away Unknown Other motor vehicle 0 V2 W Dry Turning right Passenger van Other motor vehicle 6 2013-03-08 Fri 18:53 Clear Dark Angle Non-fatal V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Automobile, station Other motor vehicle

7 2013-05-02 Thu 21:41 Clear Dark Sideswipe P.D. only V1 W Dry Changing lanes Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

ALBERT ST, BAY ST to LYON ST Former Municipality: Ottawa Traffic Control: No control Number of Collisions: 3 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 8 2012-06-13 We 16:09 Clear Daylight Sideswipe P.D. only V1 W Dry Stopped Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

9 2013-03-03 Sun 13:00 Snow Daylight Single vehicle P.D. only V1 U Loose snow Unknown Unknown Unattended vehicle 0

10 2013-10-03 Thu 17:37 Clear Daylight Sideswipe P.D. only V1 W Dry Changing lanes Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Pick-up truck Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Thursday, September 15, 2016 Page 1 of 2 Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 ALBERT ST & LYON ST Former Municipality: Ottawa Traffic Control: Traffic signal Number of Collisions: 11 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 11 2012-02-20 Mo 09:07 Clear Daylight Sideswipe P.D. only V1 S Dry Changing lanes Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle

12 2012-10-01 Mo 15:56 Freezin Daylight Angle P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

13 2013-06-01 Sat 15:05 Clear Daylight Single vehicle Non-fatal V1 W Dry Turning left Automobile, station Pedestrian 1

14 2013-06-11 Tue 13:05 Clear Daylight Turning P.D. only V1 W Wet Turning left Automobile, station Other motor vehicle 0 V2 W Wet Going ahead Automobile, station Other motor vehicle

15 2013-07-17 We 07:43 Clear Daylight Sideswipe P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle

16 2013-07-24 We 11:15 Clear Daylight Angle Non-fatal V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Pick-up truck Other motor vehicle

17 2013-07-24 We 11:20 Clear Daylight Sideswipe P.D. only V1 W Dry Going ahead Ambulance Other motor vehicle 0 V2 W Dry Stopped Pick-up truck Other motor vehicle

18 2013-08-08 Thu 07:59 Clear Daylight Turning P.D. only V1 W Dry Turning left Passenger van Other motor vehicle 0 V2 W Dry Going ahead Truck - dump Other motor vehicle

19 2013-10-15 Tue 19:38 Clear Dark Sideswipe P.D. only V1 W Dry Changing lanes Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

20 2013-11-10 Sun 12:12 Rain Daylight Angle Non-fatal V1 W Wet Going ahead Pick-up truck Other motor vehicle 0 V2 S Wet Going ahead Delivery van Other motor vehicle

21 2013-12-13 Fri 14:34 Clear Daylight Other P.D. only V1 E Dry Pulling onto Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Thursday, September 15, 2016 Page 2 of 2 Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 ALBERT ST & LYON ST Former Municipality: Ottawa Traffic Control: Traffic signal Number of Collisions: 11 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 1 2012-02-20 Mo 09:07 Clear Daylight Sideswipe P.D. only V1 S Dry Changing lanes Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle

2 2012-10-01 Mo 15:56 Freezin Daylight Angle P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

3 2013-06-01 Sat 15:05 Clear Daylight Single vehicle Non-fatal V1 W Dry Turning left Automobile, station Pedestrian 1

4 2013-06-11 Tue 13:05 Clear Daylight Turning P.D. only V1 W Wet Turning left Automobile, station Other motor vehicle 0 V2 W Wet Going ahead Automobile, station Other motor vehicle

5 2013-07-17 We 07:43 Clear Daylight Sideswipe P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle

6 2013-07-24 We 11:20 Clear Daylight Sideswipe P.D. only V1 W Dry Going ahead Ambulance Other motor vehicle 0 V2 W Dry Stopped Pick-up truck Other motor vehicle

7 2013-07-24 We 11:15 Clear Daylight Angle Non-fatal V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Pick-up truck Other motor vehicle

8 2013-08-08 Thu 07:59 Clear Daylight Turning P.D. only V1 W Dry Turning left Passenger van Other motor vehicle 0 V2 W Dry Going ahead Truck - dump Other motor vehicle

9 2013-10-15 Tue 19:38 Clear Dark Sideswipe P.D. only V1 W Dry Changing lanes Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

10 2013-11-10 Sun 12:12 Rain Daylight Angle Non-fatal V1 W Wet Going ahead Pick-up truck Other motor vehicle 0 V2 S Wet Going ahead Delivery van Other motor vehicle

11 2013-12-13 Fri 14:34 Clear Daylight Other P.D. only V1 E Dry Pulling onto Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Municipal transit bus Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Wednesday, September 14, Page 1 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 LYON ST, ALBERT ST to SLATER ST 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 12 2012-08-23 Thu 07:00 Clear Daylight Sideswipe P.D. only V1 S Dry Changing lanes Pick-up truck Other motor vehicle 0 V2 S Dry Turning right Automobile, station Other motor vehicle LYON ST & SLATER ST Former Municipality: Ottawa Traffic Control: Traffic signal Number of Collisions: 12 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 13 2012-01-16 Mo 08:13 Clear Daylight Sideswipe P.D. only V1 E Slush Changing lanes Automobile, station Other motor vehicle 0 V2 E Slush Turning right Automobile, station Other motor vehicle 14 2012-01-16 Mo 09:12 Snow Daylight Rear end Non-fatal V1 E Ice Going ahead Municipal transit bus Other motor vehicle 0 V2 E Ice Stopped Municipal transit bus Other motor vehicle 15 2012-05-07 Mo 17:04 Clear Daylight Sideswipe P.D. only V1 S Dry Changing lanes Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Municipal transit bus Other motor vehicle 16 2012-05-18 Fri 14:28 Clear Daylight Angle P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Municipal transit bus Other motor vehicle

17 2012-09-01 Sat 01:11 Clear Dark Angle Non-fatal V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Municipal transit bus Other motor vehicle

18 2012-11-08 Thu 14:32 Clear Daylight Rear end P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle

19 2012-12-27 Thu 14:40 Snow Daylight Angle P.D. only V1 E Slush Going ahead Automobile, station Other motor vehicle 0 V2 S Slush Going ahead Automobile, station Other motor vehicle

20 2013-01-12 Sat 23:04 Clear Dark Sideswipe P.D. only V1 E Wet Changing lanes Passenger van Other motor vehicle 0 V2 E Wet Going ahead Municipal transit bus Other motor vehicle

21 2013-01-28 Mo 14:44 Snow Daylight Rear end P.D. only V1 S Loose snow Slowing or Automobile, station Cyclist 0 V2 S Loose snow Slowing or Bicycle Other motor vehicle 22 2013-05-17 Fri 08:13 Clear Daylight Sideswipe P.D. only V1 E Dry Going ahead Unknown Other motor vehicle 0 V2 E Dry Stopped Municipal transit bus Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Wednesday, September 14, Page 2 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 23 2013-06-20 Thu 17:54 Clear Daylight Rear end Non-fatal V1 S Dry Going ahead Pick-up truck Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle 24 2013-09-12 Thu 06:15 Rain Dawn Angle P.D. only V1 S Wet Going ahead Pick-up truck Other motor vehicle 0 V2 E Wet Going ahead Pick-up truck Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Wednesday, September 14, Page 3 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 BAY ST & SLATER ST Former Municipality: Ottawa Traffic Control: Traffic signal Number of Collisions: 15 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 1 2012-01-16 Mo 09:20 Clear Daylight Sideswipe P.D. only V1 E Slush Turning left Delivery van Other motor vehicle 0 V2 E Slush Stopped Municipal transit bus Other motor vehicle 2 2012-05-04 Fri 23:01 Clear Dark Angle Non-fatal V1 N Dry Going ahead Pick-up truck Other motor vehicle 0 V2 E Dry Going ahead Police vehicle Other motor vehicle

3 2012-09-14 Fri 01:50 Clear Dark Angle P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Going ahead Automobile, station Other motor vehicle

4 2012-10-04 Thu 17:29 Clear Daylight Single vehicle Non-fatal V1 E Dry Going ahead Pick-up truck Pedestrian 1

5 2013-01-23 We 07:31 Clear Dawn Angle P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Municipal transit bus Other motor vehicle . 6 2013-01-28 Mo 10:50 Snow Daylight Turning P.D. only V1 N Loose snow Overtaking Automobile, station Other motor vehicle 0 V2 N Loose snow Turning left Automobile, station Other motor vehicle 7 2013-05-31 Fri 22:35 Clear Dark 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 8 2013-06-17 Mo 14:59 Clear Daylight Angle Non-fatal V1 N Dry Going ahead Pick-up truck Other motor vehicle 0 V2 E Dry Going ahead Automobile, station Other motor vehicle

9 2013-06-25 Tue 16:15 Clear Daylight Sideswipe Non-fatal V1 E Dry Changing lanes Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Motorcycle Other motor vehicle

10 2013-07-10 We 08:00 Clear Daylight Turning Non-fatal V1 N Dry Turning right Pick-up truck Cyclist 0 V2 N Dry Going ahead Bicycle Other motor vehicle

11 2013-08-20 Tue 18:42 Clear Daylight Turning P.D. only V1 N Dry Turning right Pick-up truck Cyclist 0 V2 N Dry Going ahead Bicycle Other motor vehicle 12 2013-08-29 Thu 08:35 Clear Daylight Angle P.D. only V1 N Dry Turning right Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Automobile, station Other motor vehicle V3 E Dry Going ahead Automobile, station Other motor vehicle

13 2013-11-14 Thu 16:31 Clear Dusk Sideswipe P.D. only V1 E Dry Changing lanes Pick-up truck Other motor vehicle 0 V2 E Dry Going ahead Municipal transit bus Other motor vehicle (Note: Time of Day = "00:00" represents unknown collision time Thursday, September 15, 2016 Page 1 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 14 2013-11-22 Fri 17:12 Rain Dark Sideswipe P.D. only V1 E Wet Changing lanes Pick-up truck Other motor vehicle 0 V2 E Wet Going ahead Automobile, station Other motor vehicle

15 2013-12-12 Thu 07:50 Clear Dawn Turning P.D. only V1 E Dry Turning left Tow truck Other motor vehicle 0 V2 E Dry Turning left Automobile, station Other motor vehicle LYON ST & SLATER ST Former Municipality: Ottawa Traffic Control: Traffic signal Number of Collisions: 12 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED 16 2012-01-16 Mo 08:13 Clear Daylight Sideswipe P.D. only V1 E Slush Changing lanes Automobile, station Other motor vehicle 0 V2 E Slush Turning right Automobile, station Other motor vehicle

17 2012-01-16 Mo 09:12 Snow Daylight Rear end Non-fatal V1 E Ice Going ahead Municipal transit bus Other motor vehicle 0 V2 E Ice Stopped Municipal transit bus Other motor vehicle 18 2012-05-07 Mo 17:04 Clear Daylight Sideswipe P.D. only V1 S Dry Changing lanes Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Municipal transit bus Other motor vehicle 19 2012-05-18 Fri 14:28 Clear Daylight Angle P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Municipal transit bus Other motor vehicle

20 2012-09-01 Sat 01:11 Clear Dark Angle Non-fatal V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Municipal transit bus Other motor vehicle

21 2012-11-08 Thu 14:32 Clear Daylight Rear end P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle

22 2012-12-27 Thu 14:40 Snow Daylight Angle P.D. only V1 E Slush Going ahead Automobile, station Other motor vehicle 0 V2 S Slush Going ahead Automobile, station Other motor vehicle

23 2013-01-12 Sat 23:04 Clear Dark Sideswipe P.D. only V1 E Wet Changing lanes Passenger van Other motor vehicle V2 E Wet Going ahead Municipal transit bus Other motor vehicle

24 2013-01-28 Mo 14:44 Snow Daylight Rear end P.D. only V1 S Loose snow Slowing or Automobile, station Cyclist 0 V2 S Loose snow Slowing or Bicycle Other motor vehicle 25 2013-05-17 Fri 08:13 Clear Daylight Sideswipe P.D. only V1 E Dry Going ahead Unknown Other motor vehicle 0 V2 E Dry Stopped Municipal transit bus Other motor vehicle 26 2013-06-20 Thu 17:54 Clear Daylight Rear end Non-fatal V1 S Dry Going ahead Pick-up truck Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Thursday, September 15, 2016 Page 2 of 3 Collision Main Detail Summary OnTRAC Reporting System FROM: 2012-01-01 TO: 2014-01-01 27 2013-09-12 Thu 06:15 Rain Dawn Angle P.D. only V1 S Wet Going ahead Pick-up truck Other motor vehicle 0 V2 E Wet Going ahead Pick-up truck Other motor vehicle

SLATER ST, BAY ST to LYON ST 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 28 2012-03-28 We 09:00 Rain Daylight Sideswipe P.D. only V1 E Wet Changing lanes Automobile, station Other motor vehicle V2 E Wet Going ahead Automobile, station Other motor vehicle

29 2013-02-16 Sat 10:47 Clear Daylight Sideswipe P.D. only V1 E Dry Changing lanes Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Pick-up truck Other motor vehicle

(Note: Time of Day = "00:00" represents unknown collision time Thursday, September 15, 2016 Page 3 of 3

Appendix D Background Traffic Growth Analysis

Background Traffic Growth Analysis 9/16/2016

Bay/Slater 8 hrs

North Leg South Leg East Leg West Leg Year Date Total SB NB NB SB WB EB EB WB 2007 Thursday, 5th July 0 3580 2453 0 0 5319 4820 0 16172 2011 Thursday, 9th August 0 2718 1940 0 0 4966 5311 0 14935 2015 Thursday, 25th June 0 3297 2054 0 0 4524 4058 0 13933

Counts % Change Year North Leg NB SB NB+SB INT NB SB NB+SB INT 2007 3580 16172 2011 2718 14935 -24.1% -7.6% 2015 3297 13933 21.3% -6.7%

Regression Estimate 2007 3340 Regression Estimate 2015 3057 Average Annual Change -1.10%

Counts % Change Year West Leg EB WB EB+WB INT EB WB EB+WB INT 2007 4820 16172 2011 5311 14935 10.2% -7.6% 2015 4058 13933 -23.6% -6.7%

Regression Estimate 2007 5111 Regression Estimate 2015 4349 Average Annual Change -2.00%

Counts % Change Year East Leg EB WB EB+WB INT EB WB EB+WB INT 2007 5319 16172 2011 4966 14935 -6.6% -7.6% 2015 4524 13933 -8.9% -6.7%

Regression Estimate 2007 5334 Regression Estimate 2015 4539 Average Annual Change -2.00%

Counts % Change Year South Leg NB SB NB+SB INT NB SB NB+SB INT 2007 2453 16172 2011 1940 14935 -20.9% -7.6% 2015 2054 13933 5.9% -6.7%

Regression Estimate 2007 2349 Regression Estimate 2015 1950 Average Annual Change -2.30%

Parsons Background Traffic Growth Analysis 9/16/2016

Bay/Slater AM Peak

North Leg South Leg East Leg West Leg Year Date Total SB NB NB SB WB EB EB WB 2007 Thursday, 5th July 0 492 271 0 0 1057 960 0 2780 2011 Thursday, 9th August 0 312 198 0 0 883 836 0 2229 2015 Thursday, 25th June 0 382 191 0 0 895 819 0 2287

Counts % Change Year North Leg NB SB NB+SB INT NB SB NB+SB INT 2007 492 2780 2011 312 2229 -36.6% -19.8% 2015 382 2287 22.4% 2.6%

Regression Estimate 2007 450 Regression Estimate 2015 340 Average Annual Change -3.44%

Counts % Change Year West Leg EB WB EB+WB INT EB WB EB+WB INT 2007 960 2780 2011 836 2229 -12.9% -19.8% 2015 819 2287 -2.0% 2.6%

Regression Estimate 2007 942 Regression Estimate 2015 801 Average Annual Change -2.01%

Counts % Change Year East Leg EB WB EB+WB INT EB WB EB+WB INT 2007 1057 2780 2011 883 2229 -16.5% -19.8% 2015 895 2287 1.4% 2.6%

Regression Estimate 2007 1026 Regression Estimate 2015 864 Average Annual Change -2.13%

Counts % Change Year South Leg NB SB NB+SB INT NB SB NB+SB INT 2007 271 2780 2011 198 2229 -26.9% -19.8% 2015 191 2287 -3.5% 2.6%

Regression Estimate 2007 260 Regression Estimate 2015 180 Average Annual Change -4.49%

Parsons Background Traffic Growth Analysis 9/16/2016

Bay/Slater PM Peak

North Leg South Leg East Leg West Leg Year Date Total SB NB NB SB WB EB EB WB 2007 Thursday, 5th July 0 716 531 0 0 684 803 0 2734 2011 Thursday, 9th August 0 423 303 0 0 704 650 0 2080 2015 Thursday, 25th June 0 662 436 0 0 571 520 0 2189

Counts % Change Year North Leg NB SB NB+SB INT NB SB NB+SB INT 2007 716 2734 2011 423 2080 -40.9% -23.9% 2015 662 2189 56.5% 5.2%

Regression Estimate 2007 627 Regression Estimate 2015 573 Average Annual Change -1.12%

Counts % Change Year West Leg EB WB EB+WB INT EB WB EB+WB INT 2007 803 2734 2011 650 2080 -19.1% -23.9% 2015 520 2189 -20.0% 5.2%

Regression Estimate 2007 799 Regression Estimate 2015 516 Average Annual Change -5.32%

Counts % Change Year East Leg EB WB EB+WB INT EB WB EB+WB INT 2007 684 2734 2011 704 2080 2.9% -23.9% 2015 571 2189 -18.9% 5.2%

Regression Estimate 2007 710 Regression Estimate 2015 597 Average Annual Change -2.15%

Counts % Change Year South Leg NB SB NB+SB INT NB SB NB+SB INT 2007 531 2734 2011 303 2080 -42.9% -23.9% 2015 436 2189 43.9% 5.2%

Regression Estimate 2007 471 Regression Estimate 2015 376 Average Annual Change -2.78%

Parsons

Appendix E 35-Space Parking Lot Site-Generated Traffic Volumes

9/16/2016

Existing Site-Generated Traffic Volume Reductions

0(0) 0(0) 0(0) 0(0) -15(-4) 0(0) -2(-1) Albert 0(0) 0(0) 0(0)

SITE -3(-9) -1(-1) Slater

0(0) -12(-5) -6(-5) -6(-3)

0(0) 0(0) 0(0) -2(-2) Lyon Bay xx AM Peak Hour Volumes (yy) PM Peak Hour Volumes

Parsons

Appendix F SYNCHRO Capacity Analysis: Projected Conditions

Projected AM 05/04/2017 1: Bay & Slater

Lane Group EBT NBT Lane Configurations Traffic Volume (vph) 598 233 Future Volume (vph) 598 233 Lane Group Flow (vph) 845 323 Turn Type NA NA Protected Phases 2 8 Permitted Phases Minimum Split (s) 29.0 19.2 Total Split (s) 41.0 19.0 Total Split (%) 68.3% 31.7% Yellow Time (s) 3.3 3.3 All-Red Time (s) 1.7 1.9 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 5.0 5.2 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 36.0 13.8 Actuated g/C Ratio 0.60 0.23 v/c Ratio 0.46 0.47 Control Delay 6.3 18.3 Queue Delay 0.0 0.0 Total Delay 6.3 18.3 LOS A B Approach Delay 6.3 18.3 Approach LOS A B Queue Length 50th (m) 18.4 12.6 Queue Length 95th (m) 28.6 22.8 Internal Link Dist (m) 84.4 71.4 Turn Bay Length (m) Base Capacity (vph) 1847 692 Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio 0.46 0.47 Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 3 (5%), Referenced to phase 2:EBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.47 Intersection Signal Delay: 9.6 Intersection LOS: A Intersection Capacity Utilization 46.9% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 1: Bay & Slater

Parsons Synchro 9 - Report Projected AM 05/04/2017 2: Bay & Albert

Lane Group WBT WBR NBT Lane Configurations Traffic Volume (vph) 200 64 375 Future Volume (vph) 200 64 375 Lane Group Flow (vph) 211 67 460 Turn Type NA Perm NA Protected Phases 8 2 Permitted Phases 8 Minimum Split (s) 20.2 20.2 23.2 Total Split (s) 35.0 35.0 25.0 Total Split (%) 58.3% 58.3% 41.7% Yellow Time (s) 3.3 3.3 3.3 All-Red Time (s) 1.9 1.9 1.9 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.2 5.2 5.2 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 29.8 29.8 19.8 Actuated g/C Ratio 0.50 0.50 0.33 v/c Ratio 0.14 0.09 0.46 Control Delay 12.1 6.5 12.9 Queue Delay 0.0 0.0 0.0 Total Delay 12.1 6.5 12.9 LOS B A B Approach Delay 10.8 12.9 Approach LOS B B Queue Length 50th (m) 8.5 0.0 19.1 Queue Length 95th (m) 13.1 6.9 32.0 Internal Link Dist (m) 114.4 17.0 Turn Bay Length (m) 75.0 Base Capacity (vph) 1515 711 1009 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.14 0.09 0.46 Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 58 (97%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.46 Intersection Signal Delay: 12.1 Intersection LOS: B Intersection Capacity Utilization 31.3% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 2: Bay & Albert

Parsons Synchro 9 - Report Projected AM 05/04/2017 3: Lyon & Slater

Lane Group EBT SBT Lane Configurations Traffic Volume (vph) 569 762 Future Volume (vph) 569 762 Lane Group Flow (vph) 782 1127 Turn Type NA NA Protected Phases 4 6 Permitted Phases Minimum Split (s) 26.2 29.3 Total Split (s) 29.0 31.0 Total Split (%) 48.3% 51.7% Yellow Time (s) 3.3 3.3 All-Red Time (s) 1.9 2.0 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 5.2 5.3 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 23.8 25.7 Actuated g/C Ratio 0.40 0.43 v/c Ratio 0.64 0.58 Control Delay 22.7 6.5 Queue Delay 0.0 0.2 Total Delay 22.7 6.7 LOS C A Approach Delay 22.7 6.7 Approach LOS C A Queue Length 50th (m) 41.1 2.1 Queue Length 95th (m) 58.2 19.1 Internal Link Dist (m) 114.1 54.9 Turn Bay Length (m) Base Capacity (vph) 1215 1936 Starvation Cap Reductn 0 198 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio 0.64 0.65 Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 14 (23%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Pretimed Maximum v/c Ratio: 0.64 Intersection Signal Delay: 13.3 Intersection LOS: B Intersection Capacity Utilization 58.3% ICU Level of Service B Analysis Period (min) 15

Splits and Phases: 3: Lyon & Slater

Parsons Synchro 9 - Report Projected AM 05/04/2017 4: Lyon & Albert

Lane Group WBT SBT SBR Lane Configurations Traffic Volume (vph) 159 977 174 Future Volume (vph) 159 977 174 Lane Group Flow (vph) 301 1028 183 Turn Type NA NA Perm Protected Phases 8 6 Permitted Phases 6 Minimum Split (s) 20.4 21.5 21.5 Total Split (s) 27.0 33.0 33.0 Total Split (%) 45.0% 55.0% 55.0% Yellow Time (s) 3.3 3.3 3.3 All-Red Time (s) 2.1 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.4 5.5 5.5 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 21.6 27.5 27.5 Actuated g/C Ratio 0.36 0.46 0.46 v/c Ratio 0.27 0.74 0.26 Control Delay 11.9 17.2 4.5 Queue Delay 0.0 0.0 0.0 Total Delay 11.9 17.2 4.5 LOS B B A Approach Delay 11.9 15.3 Approach LOS B B Queue Length 50th (m) 9.6 45.7 2.7 Queue Length 95th (m) 17.4 66.1 11.9 Internal Link Dist (m) 10.7 33.0 Turn Bay Length (m) 20.0 Base Capacity (vph) 1108 1398 699 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.27 0.74 0.26 Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 15 (25%), Referenced to phase 6:SBT, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.74 Intersection Signal Delay: 14.6 Intersection LOS: B Intersection Capacity Utilization 50.2% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 4: Lyon & Albert

Parsons Synchro 9 - Report Projected AM 05/04/2017 5: Bay & Site

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 0 52 394 44 0 0 Future Volume (Veh/h) 0 52 394 44 0 0 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 55 415 46 0 0 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 37 41 pX, platoon unblocked 0.95 0.95 0.95 vC, conflicting volume 438 230 461 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 310 92 334 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 94 100 cM capacity (veh/h) 626 902 1164 Direction, Lane # WB 1 NB 1 NB 2 Volume Total 55 277 184 Volume Left 0 0 0 Volume Right 55 0 46 cSH 902 1700 1700 Volume to Capacity 0.06 0.16 0.11 Queue Length 95th (m) 1.5 0.0 0.0 Control Delay (s) 9.3 0.0 0.0 Lane LOS A Approach Delay (s) 9.3 0.0 Approach LOS A Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 24.9% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report Projected PM 05/04/2017 1: Bay & Slater

Lane Group EBT NBT Lane Configurations Traffic Volume (vph) 360 473 Future Volume (vph) 360 473 Lane Group Flow (vph) 651 550 Turn Type NA NA Protected Phases 2 8 Permitted Phases Detector Phase 2 8 Switch Phase Minimum Initial (s) 10.0 10.0 Minimum Split (s) 29.0 19.2 Total Split (s) 33.0 22.0 Total Split (%) 60.0% 40.0% Yellow Time (s) 3.3 3.3 All-Red Time (s) 1.7 1.9 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 5.0 5.2 Lead/Lag Lead-Lag Optimize? Recall Mode C-Max Max Act Effct Green (s) 28.0 16.8 Actuated g/C Ratio 0.51 0.31 v/c Ratio 0.42 0.60 Control Delay 7.6 18.8 Queue Delay 0.0 0.0 Total Delay 7.6 18.8 LOS A B Approach Delay 7.6 18.8 Approach LOS A B Queue Length 50th (m) 14.8 23.1 Queue Length 95th (m) 24.3 36.4 Internal Link Dist (m) 84.4 71.4 Turn Bay Length (m) Base Capacity (vph) 1561 923 Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio 0.42 0.60 Intersection Summary Cycle Length: 55 Actuated Cycle Length: 55 Offset: 39 (71%), Referenced to phase 2:EBTL, Start of Green Natural Cycle: 50 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.60 Intersection Signal Delay: 12.7 Intersection LOS: B Intersection Capacity Utilization 46.7% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 1: Bay & Slater

Parsons Synchro 9 - Report Projected PM 05/04/2017 2: Bay & Albert

Lane Group WBT WBR NBT Lane Configurations Traffic Volume (vph) 443 151 597 Future Volume (vph) 443 151 597 Lane Group Flow (vph) 466 159 701 Turn Type NA Perm NA Protected Phases 8 2 Permitted Phases 8 Detector Phase 8 8 2 Switch Phase Minimum Initial (s) 10.0 10.0 10.0 Minimum Split (s) 20.2 20.2 23.2 Total Split (s) 28.0 28.0 27.0 Total Split (%) 50.9% 50.9% 49.1% Yellow Time (s) 3.3 3.3 3.3 All-Red Time (s) 1.9 1.9 1.9 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.2 5.2 5.2 Lead/Lag Lead-Lag Optimize? Recall Mode Max Max C-Max Act Effct Green (s) 22.8 22.8 21.8 Actuated g/C Ratio 0.41 0.41 0.40 v/c Ratio 0.37 0.28 0.57 Control Delay 12.9 6.2 10.8 Queue Delay 0.0 0.0 0.7 Total Delay 12.9 6.2 11.5 LOS B A B Approach Delay 11.2 11.5 Approach LOS B B Queue Length 50th (m) 19.6 5.3 16.1 Queue Length 95th (m) 28.9 13.4 36.0 Internal Link Dist (m) 114.4 22.1 Turn Bay Length (m) 75.0 Base Capacity (vph) 1264 566 1229 Starvation Cap Reductn 0 0 228 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.37 0.28 0.70 Intersection Summary Cycle Length: 55 Actuated Cycle Length: 55 Offset: 26 (47%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.57 Intersection Signal Delay: 11.3 Intersection LOS: B Intersection Capacity Utilization 47.8% ICU Level of Service A Analysis Period (min) 15

Splits and Phases: 2: Bay & Albert

Parsons Synchro 9 - Report Projected PM 05/04/2017 3: Lyon & Slater

Lane Group EBT SBT Lane Configurations Traffic Volume (vph) 247 809 Future Volume (vph) 247 809 Lane Group Flow (vph) 405 1015 Turn Type NA NA Protected Phases 4 6 Permitted Phases Minimum Split (s) 21.2 24.3 Total Split (s) 30.0 25.0 Total Split (%) 54.5% 45.5% Yellow Time (s) 3.3 3.3 All-Red Time (s) 1.9 2.0 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 5.2 5.3 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 24.8 19.7 Actuated g/C Ratio 0.45 0.36 v/c Ratio 0.31 0.63 Control Delay 13.8 23.5 Queue Delay 0.0 0.1 Total Delay 13.8 23.6 LOS B C Approach Delay 13.8 23.6 Approach LOS B C Queue Length 50th (m) 16.6 30.8 Queue Length 95th (m) 28.4 m39.9 Internal Link Dist (m) 114.1 54.9 Turn Bay Length (m) Base Capacity (vph) 1326 1609 Starvation Cap Reductn 0 55 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio 0.31 0.65 Intersection Summary Cycle Length: 55 Actuated Cycle Length: 55 Offset: 47 (85%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.63 Intersection Signal Delay: 20.8 Intersection LOS: C Intersection Capacity Utilization 44.0% ICU Level of Service A Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 3: Lyon & Slater

Parsons Synchro 9 - Report Projected PM 05/04/2017 4: Lyon & Albert

Lane Group WBT SBT SBR Lane Configurations Traffic Volume (vph) 332 775 153 Future Volume (vph) 332 775 153 Lane Group Flow (vph) 502 816 161 Turn Type NA NA Perm Protected Phases 8 6 Permitted Phases 6 Minimum Split (s) 20.4 21.5 21.5 Total Split (s) 32.0 23.0 23.0 Total Split (%) 58.2% 41.8% 41.8% Yellow Time (s) 3.3 3.3 3.3 All-Red Time (s) 2.1 2.2 2.2 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 5.4 5.5 5.5 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 26.6 17.5 17.5 Actuated g/C Ratio 0.48 0.32 0.32 v/c Ratio 0.34 0.84 0.31 Control Delay 8.6 27.8 6.4 Queue Delay 0.0 0.0 0.0 Total Delay 8.6 27.8 6.4 LOS A C A Approach Delay 8.6 24.3 Approach LOS A C Queue Length 50th (m) 13.2 38.9 2.0 Queue Length 95th (m) 21.5 #67.0 12.6 Internal Link Dist (m) 33.8 33.1 Turn Bay Length (m) 20.0 Base Capacity (vph) 1479 970 523 Starvation Cap Reductn 0 0 0 Spillback Cap Reductn 0 0 0 Storage Cap Reductn 0 0 0 Reduced v/c Ratio 0.34 0.84 0.31 Intersection Summary Cycle Length: 55 Actuated Cycle Length: 55 Offset: 2.4 (4%), Referenced to phase 6:SBT, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.84 Intersection Signal Delay: 19.0 Intersection LOS: B Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Splits and Phases: 4: Lyon & Albert

Parsons Synchro 9 - Report Projected PM 05/04/2017 5: Bay & Site

Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 0 78 642 89 0 0 Future Volume (Veh/h) 0 78 642 89 0 0 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 0 82 676 94 0 0 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 32 46 pX, platoon unblocked 0.86 0.86 0.86 vC, conflicting volume 723 385 770 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 354 0 409 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 91 100 cM capacity (veh/h) 531 933 987 Direction, Lane # WB 1 NB 1 NB 2 Volume Total 82 451 319 Volume Left 0 0 0 Volume Right 82 0 94 cSH 933 1700 1700 Volume to Capacity 0.09 0.27 0.19 Queue Length 95th (m) 2.2 0.0 0.0 Control Delay (s) 9.2 0.0 0.0 Lane LOS A Approach Delay (s) 9.2 0.0 Approach LOS A Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 36.5% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report

Appendix G First Floor Parking Garage Plan and Ramp Plan

ALBERT STREET

MECHANICAL - ELECTRICAL ROOM

STORAGE RETAIL GARBAGE

RESIDENTIAL GARBAGE COMPACTOR

PLASTIC BALER

AP03