AZUR RESORT & SPA

3596 OLD TRANSPORTATION IMPACT ASSESSMENT: STRATEGY REPORT

JANUARY 07, 2020 DRAFT

3596 OLD MONTREAL ROAD TRANSPORTATION IMPACT ASSESSMENT: STRATEGY REPORT

AZUR RESORT & SPA

TRANSPORTATION IMPACT ASSESSMENT REPORT DRAFT

PROJECT NO.: OUR REF. NO. 19M-00516-00 DATE: JANUARY 07, 2020

WSP SUITE 300 2611 QUEENSVIEW DRIVE , ON, CANADA K2B 8K2

T: +1 613 829-2800 F: +1 613 829-8299 WSP.COM

TABLE OF 1 SCREENING ...... 1 CONTENTS 2 SCOPING ...... 2 2.1 Screening Form ...... 2 2.2 Description of Proposed Development ...... 2 2.3 Existing Conditions ...... 3 2.4 Planned Conditions ...... 7 2.5 Study Area ...... 7 2.6 Time Periods ...... 8 2.7 Horizon Years ...... 9 2.8 Exemptions Review ...... 9

3 FORECASTING ...... 10 3.1 Development-Generated Traffic ...... 10 3.2 Background Network Traffic ...... 13 3.3 Demand Rationalization ...... 15

4 STRATEGY ...... 17 4.1 Development Design ...... 17 4.2 Parking ...... 17 4.3 Boundary Streets ...... 17 4.4 Access Intersections ...... 17 4.5 Transportation Demand Management ...... 17 4.6 Neighbourhood Traffic Management ...... 18 4.7 Transit ...... 18 4.8 Review of Network Concept ...... 18 4.9 Intersection Design ...... 19 4.10 Summary of Improvements Indicated and Modification Options ...... 24

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TABLES TABLE 1-1. TRANSPORTATION IMPACT ASSESSMENT (TIA) SCREENING OPTIONS ...... 1 TABLE 2-1. DESCRIPTION OF INTERSECTION AT OLD MONTREAL ROAD AND REGIONAL ROAD 174 ...... 5 TABLE 2-2. TOTAL TRIPS AND PERCENTAGE PEAK PERIOD TRAVEL DEMAND BY MODE ...... 6 TABLE 2-3. EXEMPTIONS SUMMARY ...... 9 TABLE 3-1. COMPARISON OF STUDY PEAK HOURS AND PROXY PEAK HOURS ...... 10 TABLE 3-2. ESTIMATED DEVELOPMENT- GENERATED VEHICLE-TRIPS ...... 10 TABLE 3-3. ESTIMATED TOTAL DEVELOPMENT- GENERATED PERSON-TRIPS ...... 10 TABLE 3-4. EXISTING MODE SHARE FOR RURAL EAST...... 11 TABLE 3-5. FUTURE MODE SHARE TARGETS FOR THE DEVELOPMENT ...... 11 TABLE 3-6. DEVELOPMENT PERSON TRIPS BY MODE ...... 11 TABLE 3-7. REVIEW OF WEEKDAY PM PEAK HOUR ROAD CAPACITY AND PROJECTED VOLUMES ...... 15 TABLE 4-1. COLLECTOR TRAFFIC VOLUME THRESHOLDS FOR OLD MONTREAL ROAD (WEEKDAY) ...... 18 TABLE 4-2. SUMMARY OF WARRANTS FOR INTERSECTION CONTROL ...... 19 TABLE 4-3. CITY OF OTTAWA MMLOS GUIDELINES, V/C CRITERIA ...... 20 TABLE 4-4. INTERSECTION CAPACITY SUMMARY FOR OLD MONTREAL ROAD AT REGIONAL ROAD 174 ...... 20 TABLE 4-5. 2026 FUTURE TOTAL INTERSECTION CAPACITY SUMMARY FOR OLD MONTREAL ROAD AT REGIONAL ROAD 174 (WEEKDAY PM ONLY) ... 23

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FIGURES FIGURE 2-1: EXISTING PEDESTRIAN AND CYCLING FACILITIES ...... 3 FIGURE 2-2: ULTIMATE CYCLING NETWORK ...... 4 FIGURE 2-3. 2019 PEAK HOUR TRAFFIC VOLUMES – AM / (PM) / [WEEKEND] ...... 6 FIGURE 2-4: STUDY AREA...... 8 FIGURE 2-5. WEEKDAY HOURLY INTERSECTION VOLUMES AT REGIONAL ROAD 174 AND OLD MONTREAL ROAD (APRIL 2019) ...... 8 FIGURE 3-1. DEVELOPMENT-GENERATED TRAFFIC (2026)...... 12 FIGURE 3-2. FUTURE BACKGROUND TRAFFIC (2026)...... 14 FIGURE 3-3. FUTURE TOTAL TRAFFIC (2026)...... 15 FIGURE 4-1. DIRECT ACCESS TO REGIONAL ROAD 174 WESTBOUND FROM OLD MONTREAL ROAD ...... 21 FIGURE 4-2. RR174 / CR17 EA STUDY - FUNCTIONAL DESIGN AT RR174 AND OLD MONTREAL ROAD ...... 22

APPENDICES A SCREENING FORM B CONCEPT PLAN C TRANS O-D DATA D PLANNING RATIONALE EXCERPT E SIGNAL WARRANTS F SYNCHRO ANALYSIS SHEETS

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1 SCREENING

This Transportation Impact Assessment has been prepared to support the Zoning By-lawto Rural Commercial Zone, Subzone 11, Rural Exception XXXr (RC11 [XXXr]). The intended future use is a proposed thermal spa with a total built area of 2680 m2. The Transportation Impact Assessment follows the City of Ottawa’s Transportation Impact Assessment Guidelines (2017) which includes five steps: 1 Screening 2 Scoping 3 Forecasting 4 Analysis 5 Transportation Impact Assessment Submission The Screening Step determines the need to continue with a Transportation Impact Assessment study. The development is assessed against three triggers: trip generation, location, and safety to identify the next step of the TIA study. If one of more of the triggers is satisfied, the Scoping Step must be completed. If none of the triggers are satisfied, the TIA is complete. If one or more triggers are satisfied, specific TIA components are required to be carried out depending on the combination of triggers (Table 1-1). The proposed development at 3596 Old Montreal Road had satisfied the trip generation trigger indicating that, as part of the Steps Two through Five of the TIA process, the Design Review and Network Impact components should be addressed. For reference, the completed Screening Form is provided in Appendix A.

Table 1-1. Transportation Impact Assessment (TIA) Screening Options

TIA TRIGGERS SATISFIED NEXT STEP OF TIA PROCESS TRIP LOCATION SAFETY GENERATION Deemed Complete No No No Step Two: Design Review Only No Yes (one or both) Step Two: Design Review and Network Impact Yes Yes / No Yes / No

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2 SCOPING

2.1 Screening Form

The completed Screening Form and Concept Plan (dated September 19, 2019) are provided in Appendix A and Appendix B, respectively.

2.2 Description of Proposed Development

The Zoning By-law Amendment application requests that the property at 3596 Old Montreal Road (the Site) be amended from Rural Countryside – RU Zone to Rural Commercial – RC, Subzone 11, Rural Exception XXXr (RC11[XXXr]). The proposed future use is a thermal spa which will be operated by Azur Resort & Spa and include a total built area of 2680 m2 (1580 m2 ground floor and 1100 m2 first floor). The Site is currently a vacant property in the City of Ottawa, Ontario and is located on the south side of Old Montreal Road, just east of Becketts Creek Road. The existing zoning of Rural Countryside accommodates agricultural, forestry, and country residential lots created by severance and other land uses characteristic of Ottawa’s countryside. The proposed development will consist of indoor and outdoor wellness facilities. The low profile, horizontal green roofs will be integrated into the agricultural and flat grasslands landscape of the region. The proposed buildings would contain pools, changing rooms, an administrative area, a lounge, and massage areas. An auxiliary restaurant, bar, boardroom, and instructional facility (consisting of a yoga studio/classroom), are proposed as well. The building will be hidden by the tree canopy when viewed from Old Montreal Road. The Concept Plan includes 150-vehicle parking spaces, located at the rear of the building. The parking lot includes 3 parking spaces for buses, a loading area (to basement), and a valet and drop-off area in front of the main building entrance (located on the west side of the parking lot). A drop-off loop is used to promote car share and shuttle services. The proposed spa development will be designed for a total occupancy of 300 people, inclusive of a restaurant with capacity for 90 people. In addition, staff between 10 and 50 people would be present on the site at any given time. The estimated date of occupancy is October 2021 with construction occurring in a single phase. One full movement driveway access will be provided on Old Montreal Road, approximately 400 m east of Becketts Creek Road, as shown in the Concept Plan.

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2.3 Existing Conditions 2.3.1 Roadways and Pedestrian / Cycling Facilities

The Transportation Impact Assessment considers two existing roads, Old Montreal Road and Regional Road 174. These roads are all under the jurisdiction of the City of Ottawa. The road classification for City of Ottawa roadways are defined in the City of Ottawa Official Plan, 2013, Volume 1, Section 7, Annex 1 Road Classification and Rights- of-Way. Descriptions for each roadway can be found below: Old Montreal Road is a rural collector that runs on an east-west alignment along the northern edge of the proposed site. Old Montreal Road includes a single lane of traffic in each direction divided by a painted centreline, unpaved shoulders, and a posted speed limit of 80 km/h near the study area. The Official Plan reserves a 26 metre Right-of- Way in the study area. Regional Road 174 is a village/rural arterial that runs on an east-west alignment in the vicinity of the site. Regional Road 174 includes a single lane of traffic in each direction divided by a painted centreline, paved shoulders, and a posted speed limit of 90 km/h near the study area. The Official Plan reserves a 47.5 metre Right-of-Way in the study area. There are no existing pedestrian or cycling facilities along the boundary streets (Figure 2-1) and the Cycling Spine Route on Old Montreal Road terminates west of Beckett’s Creek Road (Figure 2-2).

Figure 2-1: Existing Pedestrian and Cycling Facilities

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Figure 2-2: Ultimate Cycling Network

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2.3.2 Intersections

The unsignalized intersection of Old Montreal Road East and Regional Road 174 is located within 1 km of the proposed site development and is described briefly in Table 2-1.

Table 2-1. Description of Intersection at Old Montreal Road and Regional Road 174

INTERSECTION DESCRIPTION LANE ARRANGEMENT

Old Montreal Road East and Regional Road 174 is a 3-legged unsignalized intersection with a stop control on Old Montreal Road and free-flow conditions along Regional Road 174. There is a 100 m eastbound right turning lane and a 175 m westbound left turning lane. There are no turning restrictions and no pedestrian crossing facilities on any approach. Lane Configurations

2.3.3 Driveways

There are two private residential driveways within 200 m of the proposed access: — 75 m east at 3690 Old Montreal Road — 120 m east at 3702 Old Montreal Road

2.3.4 Transit

OC Transpo provides limited bus service to Cumberland, ON. The nearest bus stop to 3596 Old Montreal Road is approximately 2 km west of the proposed site: - Eastbound/westbound Transit Stop 3695 KINSELLA / OLD MONTREAL on Old Montreal Road (served by Bus Route 221) Bus services are offered on weekdays only during the AM and PM peak periods. There are two westbound buses in the morning and two eastbound buses in the afternoon/evening.

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2.3.5 Area Traffic Management Measures

There are no existing area traffic management measures near the proposed vehicle access on Old Montreal Road.

2.3.6 Peak Hour Travel Demand

The 2019 traffic counts obtained from the City of Ottawa indicate that the peak hourly traffic volume along the property frontage (on Old Montreal Road) is less than 100 vehicles per hour. For reference, the weekday AM (7:00am-8:00am), weekday PM (3:45pm-4:45pm), and weekend peak hour volumes at the nearby intersection of Old Montreal Road and Regional Road 174 are shown below.

Figure 2-3. 2019 Peak Hour Traffic Volumes – AM / (PM) / [Weekend] The TRANS Committee was established to co-ordinate transportation planning efforts among various planning agencies located within the National Capital Region and maintains a number of traffic related databases. The proposed development is located in the Rural East TRANS District (350). The TRANS O-D Survey results (including a map of the district area) are provided in Appendix C. The most recent Origin-Destination (O-D) Survey was completed by TRANS in the Fall of 2011. The following table summarizes the TRANS trip data for this district. Table 2-2. Total Trips and Percentage Peak Period Travel Demand by Mode

MODE AM PEAK (6:30AM – 9:00 AM) PM PEAK (3:30PM – 6:00PM) From District To District Within District From District To District Within District Auto Driver 56% 46% 49% 58% 67% 55% Auto 17% 13% 21% 18% 18% 23% Passenger Transit 9% 30% 1% 19% 11% 2% Bicycle - 1% 1% - - 2% Walk - 1% 9% 1% - 9% Other 18% 8% 20% 5% 5% 11% Total 4,490 1,810 820 2,220 4,160 660 Source: TRANS 2011 O-D Survey, District 350 Rural East

The primary mode of transportation for trips undertaken within the district is by vehicle with 70% of all trips being in a vehicle (driver and passenger) during the AM peak period and 78% during the PM peak period. Transit accounts for less than 5% of in-district travel, but accounts for 30% of predominately commuter related traffic in the AM peak period (working outside the district). Active transportation modes (walking and cycling) account for approximately 10 to 11% of trips completed within the district (~150 trips).

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2.3.7 Boundary Street Crash History

The recent crash history (2014 to 2018) obtained from the City of Ottawa’s Open Data was reviewed for the boundary streets adjacent to the site. During the past five years, there have been 6 crashes adjacent to the site as follows: - Two crashes on Old Montreal Road between Beckett’s Creek Road and Regional Road 174 - Four crashes at the intersection of Old Montreal Road East and Regional Road 174 No crash patterns can be identified as there were fewer than six collisions during the past five years.

2.4 Planned Conditions 2.4.1 Changes to Study Area Transportation Network

Ottawa Road 174 Road Project – The City of Ottawa’s Transportation Master Plan (2013) identifies a road widening of two to four lanes along Regional Road 174 between and the eastern city boundary as part of the 2031 Network Concept. However, this project has not been included in the 2031 Affordable Network. Cycling Network – The City of Ottawa’s Transportation Master Plan (2013) identifies a proposed scenic entry cycling route between Ted Kelly Lane and the eastern city boundary as part of the Cycling Network – Primary Rural (With Scenic Entry Routes) Map.

2.4.2 Other Area Developments

A single development application located within the Study Area is listed in the City of Ottawa’s Development Application Search tool that may be considered to potentially influence our analysis in this Transportation Impact Assessment: - 3400 Old Montreal Road (D07-12-16-0081) – Spiritual Sanctuary with Associated Multi-Faith Place of Worship Building

2.5 Study Area

The limits for the Transportation Impact Assessment study area are shown in Figure 2-4 and include: — Old Montreal Road between Becketts Creek Road and Regional Road 174 — The one intersection described in Section 2.3.2

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Figure 2-4: Study Area

2.6 Time Periods

The time periods for traffic analysis which may be of interest as part of the Zoning By-law Amendment application process are the: — Weekday Evening Peak Hour (3:45 pm – 4:45 pm) — Weekend Peak Hour (2:30pm – 3:30pm). The weekday evening peak hour represents the peak hour of a weekday with nearly 500 more vehicles entering the nearby intersection of Old Montreal Road and Regional Road 174 than during the morning or afternoon peak hours (Figure 2-5). The evening peak hour would likely overlap the anticipated weekday business hours of the proposed Spa (9 am – 11 pm); while the morning peak hour would not.

Figure 2-5. Weekday Hourly Intersection Volumes at Regional Road 174 and Old Montreal Road (April 2019)

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2.7 Horizon Years

The proposed development is expected to be completed in a single phase with a target occupancy year of 2021. The horizon period which may be of interest as part of the Zoning By-Law Amendment application process is occupancy plus five years or the year 2026.

2.8 Exemptions Review

A summary of the approved exemptions for this Transportation Impact Assessment are provided in Table 2-3.

Table 2-3. Exemptions Summary

MODULE ELEMENT EXEMPTION 4.1 Development Design All elements Exempted. 4.2 Parking 4.3 Boundary Street Design This is a Zoning By-law Amendment application. These 4.4 Access Intersection Design modules are exempt as part of all re-zoning and/or OPA applications.

4.5 Transportation Demand All elements Exempted. Management The site will have between 10 and 50 staff on-site at any given time. This module is only required for non-residential site plans expected to have more than 60 employees on location at any given time.

Reference: Planning Rationale (Appendix D) 4.6 Neighbourhood Traffic All elements Not Exempted. Management The development relies on Old Montreal Road (a collector) for access. 4.8 Network Concept All elements Exempted.

This development is not expected to generate more than 200 person-trips during the peak hour in excess of the equivalent volume permitted by the established zoning.

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3 FORECASTING

3.1 Development-Generated Traffic 3.1.1 Trip Generation

Base Trip Generation Rate. The Le Nordik in Chelsea is a comparable site to the proposed Spa on Old Montreal Road. Le Nordik is located considered a similar located in a rural setting approximately 11km north of the Gatineau City Centre Area with no public transit service. Comparable Spa Facilities were recently developed in the Town of Whitby and the Transportation Impact Assessment (carried out by others) identified trip generation estimates that were based on data obtained from Le Nordik, located in Chelsea, QC. A comparison of the vehicular peak hours of the Le Nordik in Chelsea compared to Regional Road 174 are provided in Table 3-1.

Table 3-1. Comparison of Study Peak Hours and Proxy Peak Hours

PEAK HOUR STUDY BASED ON ADJACENT ROADWAY TRIP GENERATION BASED ON PROXY Weekday 3:45pm – 4:45pm 3:30pm – 4:30pm Weekend 2:30pm – 3:30pm 10:15am – 11:15am

To provide a conservative assessment of the transportation impact, the trips generated during the peak hour of the proxy spa were considered even if they did not overlap with the study peak hours. Based on the proxy data, the estimated vehicle trips are provided in Table 3-2.

Table 3-2. Estimated Development-Generated Vehicle-Trips

PEAK HOUR ENTERING EXITING TOTAL Weekday 70 105 175 Weekend 100 20 120

Total Development-Generated Person-Trips. The TRANS Origin-Destination Survey (Fall 2011) for Rural East identifies an average vehicle occupancy of 1.30. This has been applied to the estimated vehicle trips to determine the total development-generated person-trips provided in Table 3-3.

Table 3-3. Estimated Total Development-Generated Person-Trips

PEAK HOUR ENTERING EXITING TOTAL Weekday 90 140 230 Weekend 130 25 160

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Existing Mode Share. The existing peak hour travel demand was identified from the most recent TRANS Origin- Destination Survey (Fall 2011) and presented in the Section 2.3.6. The existing mode share is shown in Table 3-4.

Table 3-4. Existing Mode Share for Rural East

PEAK AUTO AUTO DRIVER TRANSIT BICYCLE WALK OTHER HOUR PASSENGER

Weekday 67% 18% 10% 0% 0% 5%

Weekend Not Available

Future Mode Share Targets. The mode share targets for this development were by adjusting the existing Rural East mode share values to represent the available and future transportation facilities near the proposed site. They are presented in Table 3-5.

Table 3-5. Future Mode Share Targets for the Development

MODE SHARE TRAVEL MODE TARGET RATIONALE

The nearest existing transit facility is 2km west of Transit 0% the site and provides weekday commuter AM and PM peak hour service only.

Walking 0% This is a low density rural area with no formal pedestrian or cycling facilities along the roadways. Cycling 0%

This represents an average between the Rural East Auto Passenger 20% Auto Passenger mode share (18%) and the Rural East average vehicle occupancy rate (1.30).

This represents the combination of the Rural East Auto Driver 80% Auto Driver, Transit, and Other mode shares.

Development Person Trips by Mode and Phase. The proposed development will be constructed in three phases. The development trips by mode are shown in Table 3-6. Table 3-6. Development Person Trips by Mode

PEAK HOUR AUTO DRIVER AUTO PASS. TRANSIT BICYCLE WALK TOTAL

Weekday 185 45 0 0 0 230

Weekend 130 30 0 0 0 160

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Trip Reduction Factors. This is a greenfield development, therefore there are no existing to be deducted from the future site generation.

3.1.2 Trip Distribution

The 2019 peak hour traffic volumes along Regional Road 174 were used to determine the trip distribution. Based on this review, the trip distribution for the proposed development is as follows: — 70% of vehicle trips are to/from the west — 30% of vehicle trips are to/from the east

3.1.3 Trip Assignment

Trips were assigned to the adjacent transportation network and are based upon a good understanding of existing travel patterns as identified from a review of existing intersection turning movement counts. The trip assignment assumes the worst case for this Zoning By-Law Amendment application and assigns all development-generated trips to the intersection of Regional Road 174 and Old Montreal Road. The peak hour vehicle trip assignment is shown in Figure 3-1.

Figure 3-1. Development-Generated Traffic (2026)

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3.1.4 Development-Generated Traffic Compared to Established Zoning

The City of Ottawa requested that a comparison between the trips potentially generated by the established zoning (RU) be compared to the trips generated by the proposed development (requested rezoning to RC11). The City of Ottawa Zoning By-law 2018-250 Part 13 notes that the permitted uses for an RU zone include:

— agricultural use — environmental preserve and educational area — animal care establishment — forestry operation — animal hospital — group home (max 10 persons) — artist studio — home-based business — bed and breakfast (max 10 guestrooms) — home-based day care — Cannabis Production Facility, limited to outdoor — kennel and greenhouse cultivation. (Bylaw 2019-222) — on-farm diversified use, limited to a place of — cemetery assembly, See Part 3, Section 79 (Bylaw 2019-41) — detached dwelling — retirement home, converted (max 10 persons) — equestrian establishment — secondary dwelling unit These uses are all limited in size and could generate between 10 and 20 vehicle trips during the PM peak hour (3:30pm-4:30pm) on a typical weekday. The proposed development could generate up to 185 vehicle trips during the same peak hour which is 165 vehicle trips above the established zoning.

3.2 Background Network Traffic 3.2.1 Changes to the Background Transportation Network

The United Counties of Prescott and Russell in partnership with the City of Ottawa have completed the Class Environmental Assessment (EA) Study for improvements to Regional Road 174 from the Highway 417 to Canaan Road and improvements to Prescott-Russell County Road 17 from Canaan Road to Landry Road (County Road 8). The functional design of this EA Study was approved by City Council on March 23, 2016 and recommended in the study area for this TIA: — Widening RR 174 to 2 lanes in each direction between Trim Road and Canaan Road — Signalizing the existing intersection of Regional Road 174 and Old Montreal Road These improvements are not expected to be completed before the TIA planning horizon of 2026.

3.2.2 General Background Growth Rates

A review of the screenline data across the Outer East Orleans screenline (formerly Frank Kenny) indicates that the historical annual growth rates for the study boundary streets is: — Old Montreal Road: 5% — Regional Road 174: 3% The high annual growth rate is likely attributed to commuter population growth east of Ottawa in the County of Prescott and Russell and the City of Clarence-Rockland. The Regional Road 174 / County Road 17 Environmental Assessment Study supports this assumption and noted that “growth in the number of vehicular trips from Clarence- Rockland could be as high as 50% between now [2014] and 2031”. The future background traffic volumes for the 2026 planning horizon are shown in Figure 3-2.

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Figure 3-2. Future Background Traffic (2026)

3.2.3 Other Area Development

The other area development identified in Section 2.4.2 is a Spiritual Sanctuary and has not been included in background traffic volumes.

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3.3 Demand Rationalization 3.3.1 Description of Capacity Issues

Total traffic volumes for the 2026 planning horizon (Figure 3-3) were estimated by: — Applying a background growth rate to the existing traffic volumes (Section 3.2.2) — Adding trips generated by the proposed development (Section 3.1)

Figure 3-3. Future Total Traffic (2026) A cursory review of the assumed roadway capacities in the study area, provided in Table 3-7, indicates that Old Montreal Road can accommodate the additional traffic generated by the proposed development. However, the 2026 background traffic volumes along RR174 suggest that the future auto demands will further exceed the directional lane capacity. This is consistent with the findings of the RR 174 / CR 17 Environmental Assessment Study (2014) which noted that “the AM and PM peak directional traffic was generally unstable along this corridor. Between Cumberland Village and Canaan Road, both the AM and PM v/c ratios were greater than 1.00.”

Table 3-7. Review of Weekday PM Peak Hour Road Capacity and Projected Volumes

OLD MONTREAL ROAD REGIONAL ROAD 174

Assumed Lane 600 vehicles per hour 1,200 vehicles per hour Capacity 2026 2026 Planning Horizon 2019 2026 Total 2019 2026 Total Background Background Peak Hour Volume 70 100 210 1,340 1,660 1,700 (Eastbound) V/C Ratio 0.12 0.17 0.35 1.12 1.38 1.42

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3.3.2 Adjustment to Development Generated Demands

Trips generated by the development could impact traffic operations at the existing stop controlled intersection at Old Montreal Road and Regional Road 174. To reduce the impact to the intersection, guests could be encouraged to travel west along Old Montreal Road when leaving the proposed spa during peak hours. A complete intersection capacity analysis is provided in Section 4.9.2.2.

3.3.3 Adjustments to Background Network Demands

Adjustments to background network demands were considered in the recent Environmental Assessment (EA) Study completed for Regional Road 174 / County Road 17 between Highway 174 and Clarence Rockland. The EA Study recommended widening RR 174 to 2 lanes in each direction between Trim Road and Canaan Road to accommodate future traffic demands. It is not expected that the widening will be completed by the 2026 planning horizon.

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4 STRATEGY

4.1 Development Design

This section was exempted in the Transportation Impact Assessment Scoping Report submitted on November 18, 2019 and approved by the City of Ottawa on November 19, 2019. The approved exemptions table is found in Section 2.8.

4.2 Parking

This section was exempted in the Transportation Impact Assessment Scoping Report submitted on November 18, 2019 and approved by the City of Ottawa on November 19, 2019. The approved exemptions table is found in Section 2.8.

4.3 Boundary Streets

This section was exempted in the Transportation Impact Assessment Scoping Report submitted on November 18, 2019 and approved by the City of Ottawa on November 19, 2019. The approved exemptions table is found in Section 2.8.

4.4 Access Intersections

This section was exempted in the Transportation Impact Assessment Scoping Report submitted on November 18, 2019 and approved by the City of Ottawa on November 19, 2019. The approved exemptions table is found in Section 2.8.

4.5 Transportation Demand Management

This section was exempted in the Transportation Impact Assessment Scoping Report submitted on November 18, 2019 and approved by the City of Ottawa on November 26, 2019. The approved exemptions table is found in Section 2.8.

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4.6 Neighbourhood Traffic Management

There will be impacts to Old Montreal Road which is classified as a Collector Road in the City of Ottawa’s Official Plan (2013). The traffic volume thresholds provided in the TIA Guidelines (2017) for the various classifications of roads are: — Local Road: 1,000 vehicles per day or 120 vehicles per peak hour — Collector Road: 2,500 vehicles per day or 300 vehicles per peak hour — Major Collector Road: 5,000 vehicles per day or 600 vehicles per peak hour Considering the future volumes presented in Section 3 the future volumes expected on Old Montreal Road during the future planning horizons are approaching, but do not exceed the volume thresholds for the Collector Road classification. The forecasted vehicles per day assumes that the same ratio between peak hour and daily volumes applies to the future scenarios which is likely a conservative estimate. The volumes compared to the volume thresholds are provided in Table 4-1.

Table 4-1. Collector Traffic Volume Thresholds for Old Montreal Road (Weekday)

PLANNING DAILY THRESHOLD PEAK HOUR THRESHOLD HORIZON 2,500 VPD 300 VPH

2019 Existing 650 85

2026 Background 900 120

2026 Total 2,300 300

4.7 Transit

The nearest OC Transpo transit stop is 2.0 km from the proposed development and provides limited AM and PM peak hour commuter service (Route #221) between Clarence Rockland and the City of Ottawa. As a result, the demand forecasting (Section 3.1) for the proposed development assumed a 0% transit mode share which will not impact the capacity of the existing transit route.

4.8 Review of Network Concept

This section was exempted in the Transportation Impact Assessment Scoping Report submitted on November 18, 2019 and approved by the City of Ottawa on November 19, 2019. The approved exemptions table is found in Section 2.8.

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4.9 Intersection Design 4.9.1 Intersection Control

The identification of appropriate intersection controls to serve future background and future total travel demands included a roundabout screening for unsignalized intersections, a traffic signal warrant assessment, and a cursory review of transit priority measures. For this assessment we reviewed the 2026 total traffic volumes which would provide the worst-case scenario in terms of area traffic demands. The results are provided in Table 4-2.

Table 4-2. Summary of Warrants for Intersection Control

INTERSECTION WARRANTS CONTROL MET REASONING

The roundabout screening followed the siting considerations provided in the TAC Canadian Roundabout Design Guide which gives consideration given to frequency and type of vehicle crashes, left turn volumes, frequency of U-turn movements, and Roundabout No minor road delay. Given the unbalanced approach volumes, lack of recorded crashes, and absence of U-turn movements, the intersection of Old Montreal Road and RR174 does not warrant a roundabout in the future total traffic scenario.

A traffic signal warrant was carried out in accordance with the Ontario Traffic Manual Book 12 (2012) methodology. The results indicated that: — Traffic signals are not warranted for the existing traffic volumes when Traffic Signal No assessed following Justification 1 through 4. — Traffic signals are not warranted for the 2026 total traffic volumes following Justification 7 for future projected traffic volumes. The traffic signal warrant sheets are provided in Appendix E.

Transit Priority There is limited transit service in this area. Therefore, this area is not a candidate No Measures for transit priority measures.

4.9.2 Intersection Design

4.9.2.1 MULTI-MODAL LEVEL OF SERVICE ANALYSIS

The City of Ottawa’s Multi-Modal Level of Service (MMLOS) Guidelines state that intersection LOS measures are to be evaluated at signalized intersections and therefore have not been prepared for this Transportation Impact Assessment.

3596 OLD MONTREAL ROAD WSP Project No. OUR REF. NO. 19M-00516-00 January 2020 AZUR RESORT & SPA Page 19

4.9.2.2 DETAILED INTERSECTION PERFORMANCE ANALYSIS

The existing and future conditions were analyzed based upon the peak hour traffic volumes presented in Section 3. The City of Ottawa’s MMLOS Guidelines assigns the vehicle level of service (VLOS) based on ranges of volume to capacity ratio, as indicated in Table 4-3. The City’s MMLOS Guidelines recommend targets for the Vehicle Level of Service (VLOS) based on their Official Plan Policy / Designation and Road Class and is a LOS ‘D’ for Arterial Roads in the General Rural Area.

Table 4-3. City of Ottawa MMLOS Guidelines, V/C Criteria

VLOS VOLUME TO CAPACITY RATIO A 0 – 0.60 B 0.61 – 0.70 C 0.71 – 0.80 D 0.80 – 0.90 E 0.91 – 1.00 F > 1.00

The intersection was analyzed using Synchro 9 following the analysis parameters in the TIA Guidelines. Appendix F contains the detailed Synchro analysis sheets. The intersection capacity analysis for all three planning horizons results are summarized in Table 4-4.

Table 4-4. Intersection Capacity Summary for Old Montreal Road at Regional Road 174

WEEKDAY PM PEAK HOUR WEEKEND PEAK HOUR DELAY VLOS CRITICAL DELAY VLOS CRITICAL PLANNING HORIZON (S) MOVEMENT (S) MOVEMENT Existing Conditions 1.6 A - 0.4 A - Future Background 3.5 C - 0.5 A - Future Total 87.2 F NBL = 3.00 2.9 B -

Existing Conditions. The intersection operates with an acceptable LOS ‘A’ during both time periods. The turning movements of concern at this intersection are the northbound left and westbound left. Both movements operate with an acceptable movement LOS ‘A’. Vehicles making a northbound turning movement will experience an average delay between 20-44s with a 95th percentile queue of 2 vehicles. Vehicles making a westbound left turning movement will experience an average delay less than 15s with a 95th percentile queue of 1 vehicle. Future Background. The intersection operates with a LOS ‘C’ during the weekday peak hour. The annual background growth of 5% on Old Montreal Road and 3% on Regional Road 174 decreases the LOS experienced by drivers making a northbound turning movement. The delay for the movement increases from 44s to 82s and the 95th percentile queue increases from 2 vehicles to 5 vehicles. Future Total. The unmitigated future total scenario considers the worst case for traffic volumes; which includes high background growth rates and all site generated traffic traveling through the intersection of Old Montreal Road and RR174. The unmitigated delay for northbound vehicles increases from 82s in the future background scenario to over 1,000s. The 95th percentile queue increases from 5 vehicles to 22 vehicles.

3596 OLD MONTREAL ROAD WSP Project No. OUR REF. NO. 19M-00516-00 January 2020 AZUR RESORT & SPA Page 20

4.9.2.3 DESIGN ELEMENTS

As traffic volumes from / to Clarence-Rockland continue to grow, the number of vehicles choosing to travel eastward on Old Montreal Road during the weekday PM peak hour will also continue to grow. Three future total scenarios were considered to improve traffic operations at the intersection during the weekday PM peak hour:

1 The addition of a 40 m northbound right turn lane. The length of 40 m for the northbound right turn lane was selected since there is approximately 40 m available on Old Montreal Road between the intersection at RR174 and the bend in the roadway. The 40 m length could accommodate 5 vehicles in a queue.

2 The addition of a 40 m northbound right turn lane and Transportation Demand Management (TDM) measures. Transportation Demand Management communication and marketing measures to encourage spa guests to exit west on Old Montreal Road would distribute vehicles to intersections with direct access to Regional Road 174 located west of the proposed development. The two mostly likely intersections that travellers would use are at the Old Montreal Road connector and at Cameron Street, shown in Figure 4-1. The Old Montreal Road connector is a one-way stop control intersection located approximately 2.2 km west of the proposed development. It is visible from Old Montreal Road and drivers may be able to determine if there is an upcoming gap in the eastbound traffic prior to committing to making a northbound left at the intersection. The Cameron Street intersection is a signalized in the Cumberland Village located approximately 5.0 km west of the proposed development. Given the limited number of direct access points between Old Montreal Road and RR174, vehicles that continue west along Old Montreal Road from Cumberland Village will likely access RR174 at Trim Road or continue into Orleans. The scenario assumes that 60% of peak hour trips access the proposed spa have been diverted west along Old Montreal Road. Based on the anticipated trip generation (Section 3.1) this is 37 vehicles entering and 66 vehicles exiting.

Figure 4-1. Direct Access to Regional Road 174 Westbound from Old Montreal Road

3596 OLD MONTREAL ROAD WSP Project No. OUR REF. NO. 19M-00516-00 January 2020 AZUR RESORT & SPA Page 21

3 Implementation of a traffic signal as part of a larger roadway project focused on increasing capacity between Clarence-Rockland and the City of Ottawa following the recommendations of the RR174 / CR17 Environmental Assessment (EA) Study. The approved functional design prepared as part of the RR174 / CR17 EA Study included the widening of RR174 and traffic signals at this location to mitigate the significant background growth expected east of Ottawa (Section 3.2.1). The functional design includes widening from one lane to two lanes in each direction with a continuous centre median. As a result, all traffic signals proposed by the EA Study allow u-turns to provide access to properties with driveways that are constrained to right-in/right out access by the centre median. The intersection lane arrangement proposed by the EA Study and considered for analysis is shown in Figure 4-2 and generally includes the following design elements:

— In each direction, 3.5 metre lane on the right and a 3.75 metre lane on the left, with a 1.2 metre buffer between the lanes to protect for an High-Occupancy Vehicle (HOV) lane — 1.5-metre-wide median including left turn lanes in each direction at the intersection — Signalization to facilitate turning movements, including a eastbound u-turn lane — 2.5 metre enhanced paved shoulders with rumble strips for pedestrians and cyclists

The functional design does not appear to have suggested improvements to approach from the Old Montreal Road to the intersection.

Figure 4-2. RR174 / CR17 EA Study - Functional Design at RR174 and Old Montreal Road

3596 OLD MONTREAL ROAD WSP Project No. OUR REF. NO. 19M-00516-00 January 2020 AZUR RESORT & SPA Page 22

The results of the intersection capacity analysis for the three scenarios are provided in Table 4-5.

Table 4-5. 2026 Future Total Intersection Capacity Summary for Old Montreal Road at Regional Road 174 (Weekday PM Only)

INTERSECTION NORTHBOUND MOVEMENTS FUTURE TOTAL DELAY VLOS 95TH QUEUE DELAY V/C SCENARIO (S) (VEH) (S) Unmitigated 87.2 F 21.3 1,063 3.07 NBL= 8.7 NBL= 750 NBL= 2.14 Stop with NBR 29.9 F NBR = 6.5 NBR = 125 NBR = 0.94 Stop with NBR and TDM NBL= 3.1 NBL= 245 NBL= 0.82 8.5 D measures NBR = 4.9 NBR = 92 NBR = 0.80 Traffic Signals (EA Study 28.3 C 5.0 28.3 0.36 Lane Arrangement)

Stop Control with NBR Turning Lane. The addition of a 40 m northbound right turn lane will reduce the queue lengths and delay experienced by drivers by allowing the northbound right vehicles more opportunities to merge into eastbound traffic. However, the 40 m turn lane would not have sufficient storage to accommodate the 6.5 vehicles in the 95th percentile queue. Furthermore, the northbound left movement continues to operate with a LOS ‘F’ which does not meet the VLOS target of ‘D’ set by the City of Ottawa. Stop Control with NBR Turning Lane and TDM Measures. Transportation Demand Management (TDM) measures implemented by the proposed Spa that encourage guests to travel west along Old Montreal Road when leaving would improve intersection operations. Given the anticipated background growth and development- generated trips, the redirection of 60% of guests exiting during the weekday peak period would allow the intersection to operate with a LOS ‘D’. Furthermore, the 40m turn lane would have sufficient storage to accommodate the 4.9 vehicles in the 95th percentile queue. The types of TDM measures implemented could be discussed in the Transportation Impact Assessment prepared as part of a future Site Plan Control application. Traffic Signals with the EA Study Lane Arrangement. The implementation of traffic signals as part of a larger network-focused project to increase the transportation capacity between Clarence-Rockland and the City of Ottawa would allow the intersection to operate with a LOS ‘C’ during the weekday PM peak hour. The traffic signal warrant was not met for existing or future total conditions (Table 4-2). Summary of Design Elements. Without any improvements, the intersection is expected to operate acceptably with a LOS ‘B’ during the weekend peak hour and, as an extension, during non-peak hours. During the weekday PM peak hour, the northbound left and right turning movements experience significant delay due to the high eastbound volumes. This results in a LOS ‘F’ for the intersection. The implementation of a northbound right turn lane at the intersection combined with Transportation Demand Management measures provides an intersection LOS ‘D’ during the weekday PM peak hour which meets the City of Ottawa’s MMLOS LOS target for this area. While the implementation of traffic signals provides the most favourable LOS to travellers, the need for the traffic signal is not driven by the proposed Spa development but by the future growth east of Ottawa as acknowledged by the recent RR174 / CR17 Environmental Assessment (EA) Study.

3596 OLD MONTREAL ROAD WSP Project No. OUR REF. NO. 19M-00516-00 January 2020 AZUR RESORT & SPA Page 23

4.10 Summary of Improvements Indicated and Modification Options

A summary of transportation improvements proposed as part of this Transportation Impact Assessment carried out and the proposed modifications are presented as follows:

1. Neighbourhood Traffic Management a) The classification of Collector Road will continue to be appropriate for Old Montreal Road considering the 2026 future planning horizon. The future daily vehicle volumes and peak hour volumes are expected to approach, but not exceed, the Collector Road volume thresholds of 2,500 vehicles per day or 300 vehicles per hour.

Reference: Section 4.6

2. Transit b) The existing transit service to this area is for commuters traveling between Clarence Rockland and the City of Ottawa. It is provided during the peak periods only and the closest bus stop is 2km from the proposed development. It was assumed that the development transit mode share would be 0% which will not impact the existing transit routes.

Reference: Section 4.7

3. Intersection Design c) Old Montreal Road and Regional Road 174: The anticipated background traffic growth (3%-5% per year) is driven by the population growth in Clarence-Rockland and was acknowledged as part of the larger Environmental Assessment Study (2014) for the RR174 / CR17 Corridor that recommended widening RR174 to two-lanes in each direction through this area, including signalization of the intersection.

As part of the 2026 future total traffic scenario, this intersection operates with a LOS ‘F’ during the weekday PM peak hour and a LOS ‘B’ during the weekend peak hour. To mitigate the poor LOS during the weekday PM peak hour, the addition of a 40m northbound right turn lane could improve traffic operations when implemented with Transportation Demand Management (TDM) measures that encourage Spa guests to exit the proposed development and travel west along Old Montreal Road during peak hours.

Any additional improvements, such as signalization, should be considered as part of a larger network focused study / design at addressing the capacity constraints along Old Montreal Road acknowledged by the RR174 / CR17 EA Study.

Reference: Section 4.9

4. Summary Based on the results of this Transportation Impact Assessment, the proposed Zoning By-Law Application for a thermal spa by Azur Resort and Spa located at 3596 Old Montreal Road: a) Is aligned with the City of Ottawa’s broader city-building objectives, and b) Can be accommodated without adverse impacts to planned transportation network and services associated with the future 2026 planning horizon.

3596 OLD MONTREAL ROAD WSP Project No. OUR REF. NO. 19M-00516-00 January 2020 AZUR RESORT & SPA Page 24

APPENDIX

A SCREENING FORM

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ÀÁÂ ÃÄÅÆÇÆÈÉÂÊËÌÄÍÂÎÏÉÄÐÂÁÑÒÀ¿ APPENDIX

B CONCEPT PLAN

APPENDIX

C TRANS O-D DATA

Rural East

Demographic Characteristics

Population 11,420 Actively Travelled 9,090 Employed Population 5,480 Number of Vehicles 9,320 Households 4,090 Area (km2) 287.5

Occupation Status (age 5+) Male Female Total Full Time Employed 2,850 2,180 5,040 Part Time Employed 90 360 450 Student 1,280 1,320 2,600 Retiree 1,010 1,020 2,030 Unemployed 130 100 240 Homemaker 0 400 400 Other 50 90 150 Total: 5,410 5,480 10,900

Traveller Characteristics Male Female Total Transit Pass Holders 500 490 990

Licensed Drivers 4,450 4,410 8,850 Household Size Households by Vehicle Availability Telecommuters 0 80 80 1 person 580 14% 0 vehicles 60 1% 2 persons 1,280 31% 1 vehicle 810 20% Trips made by residents 13,710 14,700 28,410 3 persons 780 19% 2 vehicles 1,820 44% 4 persons 990 24% 3 vehicles 910 22% 5+ persons 460 11% 4+ vehicles 490 12% Total: 4,090 100% Total: 4,090 100%

Selected Indicators Households by Dwelling Type Daily Trips per Person (age 5+) 2.61 Single‐detached 3,270 80% Vehicles per Person 0.82 Semi‐detached 270 7% Number of Persons per Household 2.79 Townhouse 220 5% Daily Trips per Household 6.95 Apartment/Condo 330 8% Vehicles per Household 2.28 Total: 4,090 100% Workers per Household 1.34 Population Density (Pop/km2) 40

Population Employed Population

75+ 75+

65 - 74 65 - 74

55 - 64 55 - 64

45 - 54 45 - 54

35 - 44 35 - 44 Age Cohort Age Cohort

25 - 34 25 - 34

Males Females 15 - 24 Males Females 15 - 24

0 - 14 0 - 14 1500 1000 500 0 500 1000 1500 1500 1000 500 0 500 1000 1500 Number of People Number of People Employed * In 2005 data was only collected for household members aged 11+ therefore these results cannot be compared to the 2011 data.

R.A. Malatest Associates Ltd. 2011 TRANS O‐D Survey Report December 28, 2012 Travel Patterns Summary of Trips to and from Rural East Top Five Destinations of Trips from Rural East AM Peak Period (6:30 - 8:59) Destinations of Origins of AM Peak Period Trips From Trips To Districts District % Total District % Total 1 Ottawa Centre 450 8% 0 0% 50 Ottawa Inner Area 250 5% 70 3% 100 Ottawa East 160 3% 70 3% 120 Beacon Hill 350 7% 60 2% 140 Alta Vista 430 8% 110 4% 180 Hunt Club 140 3% 50 2% 200 Merivale 340 6% 10 0% 240 Ottawa West 60 1% 40 2% 260 Bayshore / Cedarview 50 1% 20 1% 300 Orléans 1,970 37% 1,000 38% 350 Rural East 820 15% 820 31% 360 Rural Southeast 30 1% 170 6% 400 South Gloucester / Leitrim 10 0% 0 0% 425 South Nepean 60 1% 20 1% 450 Rural Southwest 20 0% 0 0% 500 Kanata / Stittsvile 30 1% 100 4% 560 Rural West 0 0% 0 0% 600 Île de Hull 70 1% 10 0% 625 Hull Périphérie 30 1% 10 0% 650 Plateau 0 0% 0 0% 700 Aylmer 0 0% 30 1% 750 Rural Northwest 0 0% 0 0% 800 Pointe Gatineau 0 0% 30 1% 820 Gatineau Est 0 0% 20 1% 840 Rural Northeast 40 1% 0 0% 845 Buckingham / Masson‐Angers 0 0% 0 0% Ontario Sub‐Total: 5,170 97% 2,540 96% Québec Sub‐Total: 140 3% 100 4% Total: 5,310 100% 2,640 100%

Trips by Trip Purpose Trips by Primary Travel Mode

24 Hours From District To District Within District 24 Hours From District To District Within District Work or related 3,600 27% 1,100 8% 710 19% Auto Driver 8,560 64% 8,540 64% 2,210 59% School 1,590 12% 790 6% 320 9% Auto Passenger 2,530 19% 2,660 20% 650 17% ShoppingShopping 11,460,46011% 300 2% 90 2% Transit 1,210 1,2109% 1,220 1,2209% 20 1% Leisure 1,290 10% 1,160 9% 410 11% Bicycle 30 0% 30 0% 100 3% Medical 480 4% 90 1% 0 0% Walk 20 0% 20 0% 440 12% Pick‐up / drive passenger 1,150 9% 580 4% 350 9% Other 1,000 7% 920 7% 330 9% Return Home 3,120 23% 8,900 67% 1,620 43% Total: 13,350 100% 13,390 100% 3,750 100% Other 670 5% 460 3% 250 7% Total: 13,360 100% 13,380 100% 3,750 100% AM Peak (06:30 ‐ 08:59) From District To District Within District Auto Driver 2,510 56% 830 46% 400 49% AM Peak (06:30 ‐ 08:59) From District To District Within District Auto Passenger 750 17% 240 13% 170 21% Work or related 2,280 51% 660 36% 270 33% Transit 420 9% 550 30% 10 1% School 1,370 30% 740 41% 310 38% Bicycle 0 0% 20 1% 10 1% Shopping 70 2% 0 0% 0 0% Walk 0 0% 20 1% 70 9% Leisure 70 2% 100 5% 10 1% Other 810 18% 150 8% 160 20% Medical 120 3% 40 2% 0 0% Total: 4,490 100% 1,810 100% 820 100% Pick‐up / drive passenger 380 8% 50 3% 120 15% Return Home 30 1% 130 7% 70 9% PM Peak (15:30 ‐ 17:59) From District To District Within District Other 180 4% 100 5% 40 5% Auto Driver 1,280 58% 2,770 67% 360 55% Total: 4,500 100% 1,820 100% 820 100% Auto Passenger 390 18% 730 18% 150 23% Transit 420 19% 440 11% 10 2% PM Peak (15:30 ‐ 17:59) From District To District Within District Bicycle 10 0% 10 0% 10 2% Work or related 60 3% 90 2% 60 9% Walk 20 1% 0 0% 60 9% School 10 0% 0 0% 0 0% Other 100 5% 210 5% 70 11% Shopping 180 8% 20 0% 30 5% Total: 2,220 100% 4,160 100% 660 100% Leisure 250 11% 340 8% 110 17% Medical 120 5% 30 1% 0 0% Avg Vehicle Occupancy From District To District Within District Pick‐up / drive passenger 250 11% 150 4% 40 6% 24 Hours 1.30 1.31 1.29 Return Home 1,290 58% 3,510 85% 400 61% AM Peak Period 1.30 1.29 1.43 Other 60 3% 10 0% 20 3% PM Peak Period 1.30 1.26 1.42 Total: 2,220 100% 4,150 100% 660 100%

Peak Period (%) Total: % of 24 Hours Within District (%) Transit Modal Split From District To District Within District 24 Hours 30,490 12% 24 Hours 10% 10% 1% AM Peak Period 7,140 23% 11% AM Peak Period 11% 34% 2% PM Peak Period 7,030 23% 9% PM Peak Period 20% 11% 2%

R.A. Malatest Associates Ltd. 2011 TRANS O‐D Survey Report December 28, 2012 APPENDIX

D PLANNING RATIONALE EXCERPT

3 THE PROPOSED DEVELOPMENT

The proposed development is a personal service business consisting of a spa with indoor and outdoor accessory uses and ancillary uses. The Concept Plan, prepared by Jean Sébastien Bourgades / Design Urbain, dated September 19, 2019, illustrates a two-storey spa building of approximately 2,680 m2 (28,847 ft2).

The proposed personal service business (spa) includes the following accessory uses: • Indoor and outdoor pools; • Changing rooms; • An administration area; • A lounge; • Massage areas; and • A green roof.

The proposed personal service business (spa) includes the following ancillary uses: • A restaurant; • A bar; • A place of assembly consisting of a conference room; and • An instructional facility consisting of a yoga studio/classroom

The proposed development will be serviced on the basis of private water and wastewater systems. Site access via a driveway is proposed from Old Montreal Road, providing access to the parking area, main entrance, loading spaces, and garbage storage location. A 150-vehicle parking area is proposed to be located to the rear of the spa building, including two (2) barrier- free spaces. The proposed development is illustrated in Figure 3-1 to Figure 3-5.

The proposed spa development will be designed for a total occupancy of 300 people, inclusive of a restaurant with capacity for 90 people. In addition, staff of between 10 to 50 people would be present on the site at any given time.

The estimated date of completion is October 2021.

3596 Old Montreal Road | Planning Rationale WSP Zoning By -law Amendment Application Nov ember 2019 Azur Resort and Spa Page 8

APPENDIX

E SIGNAL WARRANTS

GO TO Justification: Analysis Sheet Input Sheet Results Sheet Proposed Collision

Intersection: Old Montreal Road and RR174 Count Date: 2019

Justification 1: Minimum Vehicle Volumes

Free Flow Rural Conditions

Guidance Approach Lanes Percentage Warrant Total Section Justification Across Percent 1 Lanes 2 or More Lanes Hour Ending

Flow FREE FLOW RESTR. FREE FLOW RESTR. FLOW FLOW Condition 8:00 9:00 10:00 12:30 13:30 16:00 17:00 18:00 TRUE FALSE FALSE FALSE

480 720 600 900 1,506 1,308 1,237 996 1,156 1,795 1,903 1,727 1A COMPLIANCE % 100 100 100 100 100 100 100 100 800 100

180 255 180 255 8 13 14 19 16 31 81 71 1B COMPLIANCE % 4 7 8 11 9 17 45 39 141 18

Free Flow Both 1A and 1B 100% Fulfilled each of 8 hours Yes FALSE No TRUE Signal Justification 1: Lesser of 1A or 1B at least 80% fulfilled each of 8 hours Yes FALSE No TRUE

Justification 2: Delay to Cross Traffic

Free Flow Rural Conditions

Guidance Approach Lanes Percentage Warrant Total Section Justification Across Percent 1 lanes 2 or More lanes Hour Ending

Flow FREE FLOW RESTR. FREE FLOW RESTR. FLOW FLOW Condition 8:00 9:00 10:00 12:30 13:30 16:00 17:00 18:00 TRUE FALSE FALSE FALSE

480 720 600 900 1,498 1,295 1,223 977 1,140 1,764 1,822 1,656 2A COMPLIANCE % 100 100 100 100 100 100 100 100 800 100

50 75 50 75 10 11 10 12 10 12 11 11 2B COMPLIANCE % 20 22 20 24 20 24 22 22 174 22

Free Flow Both 2A and 2B 100% fulfilled each of 8 hours Yes FALSE No TRUE Signal Justification 2: Lesser of 2A or 2B at least 80% fulfilled each of 8 hours Yes FALSE No TRUE

Justification 3: Combination

Combination Justification 1 and 2

Two Justifications Justification Satisfied 80% or More Satisfied 80% or More

Justification 1 Minimum Vehicle Volume FALSEYES TRUENO YES FALSE NO TRUE

Justification 2 Delay Cross Traffic FALSEYES TRUENO NOT JUSTIFIED

Justification 4: Four Hour Volume

Total Volume of Both Heaviest Minor Required Value Overall % Justification Time Period Approaches (Main) Approach Average % Compliance Compliance X Y (actual) Y (warrant threshold) 8:00 1,498 8 80 10 % 16:00 1,764 31 80 39 % Justification 4 59 % 17:00 1,822 81 80 100 % 18:00 1,656 71 80 89 %

Analysis Sheet OTM Book 12 - Traffic Signal Justification Spreadsheet March 2012.xls 07/01/2020 Traffic Signal Warrant: Justification 7 - Projected Volumes

SCENARIO Future Total YEAR 2033 MAJOR ROAD RR174 MINOR ROAD Old Montreal Road FLOW TYPE Restricted ROAD TYPE 1 Lane NEW ROAD / INT. No "T" INT. Yes

MINIMUM REQUIREMENT COMPLIANCE JUSTIFICATION 7 FLOW ADJ. FLOW AHV % OVERALL % 1A - All Approaches 470 565 1278 226% 49% 1B - Minor Road 120 215 104 49% 2A - Major Road 480 575 1173 204% 66% 2B - Crossing Major Road 50 60 39 66%

Signal Warrants 07/01/2020 APPENDIX

F SYNCHRO ANALYSIS SHEETS

HCM 2010 TWSC 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 12/23/2019

Intersection Int Delay, s/veh 1.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1270 3 12 563 1 69 Future Vol, veh/h 1270 3 12 563 1 69 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 1100 1000 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1380 3 13 612 1 75

Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1380 0 2018 1380 Stage 1 - - - - 1380 - Stage 2 - - - - 638 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 497 - 64 177 Stage 1 - - - - 233 - Stage 2 - - - - 526 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 497 - 62 177 Mov Cap-2 Maneuver - - - - 62 - Stage 1 - - - - 233 - Stage 2 - - - - 512 -

Approach EB WB NB HCM Control Delay, s 0 0.3 41.6 HCM LOS E

Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 172 - - 497 - HCM Lane V/C Ratio 0.442 - - 0.026 - HCM Control Delay (s) 41.6 - - 12.4 - HCM Lane LOS E - - B - HCM 95th %tile Q(veh) 2 - - 0.1 -

2019 Weekday - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1 HCM 2010 TWSC 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 12/23/2019

Intersection Int Delay, s/veh 0.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 861 1 22 771 2 20 Future Vol, veh/h 861 1 22 771 2 20 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 1100 1000 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 936 1 24 838 2 22

Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 936 0 1822 936 Stage 1 - - - - 936 - Stage 2 - - - - 886 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 732 - 85 321 Stage 1 - - - - 382 - Stage 2 - - - - 403 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 732 - 82 321 Mov Cap-2 Maneuver - - - - 82 - Stage 1 - - - - 382 - Stage 2 - - - - 390 -

Approach EB WB NB HCM Control Delay, s 0 0.3 20.6 HCM LOS C

Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 254 - - 732 - HCM Lane V/C Ratio 0.094 - - 0.033 - HCM Control Delay (s) 20.6 - - 10.1 - HCM Lane LOS C - - B - HCM 95th %tile Q(veh) 0.3 - - 0.1 -

2019 Weekend - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1 HCM 2010 TWSC 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 12/23/2019

Intersection Int Delay, s/veh 3.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1562 4 15 692 1 97 Future Vol, veh/h 1562 4 15 692 1 97 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 1100 1000 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1562 4 15 692 1 97

Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1562 0 2284 1562 Stage 1 - - - - 1562 - Stage 2 - - - - 722 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 423 - 44 138 Stage 1 - - - - 190 - Stage 2 - - - - 481 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 423 - 42 138 Mov Cap-2 Maneuver - - - - 42 - Stage 1 - - - - 190 - Stage 2 - - - - 464 -

Approach EB WB NB HCM Control Delay, s 0 0.3 81.9 HCM LOS F

Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 135 - - 423 - HCM Lane V/C Ratio 0.726 - - 0.035 - HCM Control Delay (s) 81.9 - - 13.8 - HCM Lane LOS F - - B - HCM 95th %tile Q(veh) 4.2 - - 0.1 -

20126 Background Weekday - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1 HCM 2010 TWSC 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 12/23/2019

Intersection Int Delay, s/veh 0.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1059 1 27 948 3 28 Future Vol, veh/h 1059 1 27 948 3 28 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 1100 1000 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1059 1 27 948 3 28

Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1059 0 2061 1059 Stage 1 - - - - 1059 - Stage 2 - - - - 1002 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 658 - 60 273 Stage 1 - - - - 333 - Stage 2 - - - - 355 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 658 - 58 273 Mov Cap-2 Maneuver - - - - 58 - Stage 1 - - - - 333 - Stage 2 - - - - 340 -

Approach EB WB NB HCM Control Delay, s 0 0.3 26.1 HCM LOS D

Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 201 - - 658 - HCM Lane V/C Ratio 0.154 - - 0.041 - HCM Control Delay (s) 26.1 - - 10.7 - HCM Lane LOS D - - B - HCM 95th %tile Q(veh) 0.5 - - 0.1 -

2026 Background Weekend - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1 HCM 2010 TWSC 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 12/23/2019

Intersection Int Delay, s/veh 87.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1562 55 37 692 79 130 Future Vol, veh/h 1562 55 37 692 79 130 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 1100 1000 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1562 55 37 692 79 130

Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1562 0 2328 1562 Stage 1 - - - - 1562 - Stage 2 - - - - 766 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 423 - ~ 41 138 Stage 1 - - - - 190 - Stage 2 - - - - 459 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 423 - ~ 37 138 Mov Cap-2 Maneuver - - - - ~ 37 - Stage 1 - - - - 190 - Stage 2 - - - - 419 -

Approach EB WB NB HCM Control Delay, s 0 0.7 $ 1063.8 HCM LOS F

Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 68 - - 423 - HCM Lane V/C Ratio 3.074 - - 0.087 - HCM Control Delay (s) $ 1063.8 - - 14.3 - HCM Lane LOS F - - B - HCM 95th %tile Q(veh) 21.3 - - 0.3 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon

2026 Weekday Total - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1 HCM 2010 TWSC 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 12/23/2019

Intersection Int Delay, s/veh 2.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1059 76 59 948 18 35 Future Vol, veh/h 1059 76 59 948 18 35 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 1100 1000 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1151 83 64 1030 20 38

Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1151 0 2310 1151 Stage 1 - - - - 1151 - Stage 2 - - - - 1159 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 607 - 42 241 Stage 1 - - - - 301 - Stage 2 - - - - 299 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 607 - 38 241 Mov Cap-2 Maneuver - - - - 38 - Stage 1 - - - - 301 - Stage 2 - - - - 267 -

Approach EB WB NB HCM Control Delay, s 0 0.7 107.3 HCM LOS F

Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 86 - - 607 - HCM Lane V/C Ratio 0.67 - - 0.106 - HCM Control Delay (s) 107.3 - - 11.6 - HCM Lane LOS F - - B - HCM 95th %tile Q(veh) 3.2 - - 0.4 -

2026 Total Weekend - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1 HCM 2010 TWSC 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 12/23/2019

Intersection Int Delay, s/veh 29.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1562 55 37 692 79 130 Future Vol, veh/h 1562 55 37 692 79 130 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 1100 1000 - 0 400 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1562 55 37 692 79 130

Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1562 0 2328 1562 Stage 1 - - - - 1562 - Stage 2 - - - - 766 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 423 - ~ 41 138 Stage 1 - - - - 190 - Stage 2 - - - - 459 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 423 - ~ 37 138 Mov Cap-2 Maneuver - - - - ~ 37 - Stage 1 - - - - 190 - Stage 2 - - - - 419 -

Approach EB WB NB HCM Control Delay, s 0 0.7 $ 362.9 HCM LOS F

Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 37 138 - - 423 - HCM Lane V/C Ratio 2.135 0.942 - - 0.087 - HCM Control Delay (s) $ 756.1 124 - - 14.3 - HCM Lane LOS F F - - B - HCM 95th %tile Q(veh) 8.7 6.5 - - 0.3 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon

2026 Weekday Total - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1 HCM 2010 TWSC 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 12/23/2019

Intersection Int Delay, s/veh 7.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1562 29 26 692 32 110 Future Vol, veh/h 1562 29 26 692 32 110 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 1100 1000 - 0 400 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 100 100 100 100 100 100 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1562 29 26 692 32 110

Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1562 0 2306 1562 Stage 1 - - - - 1562 - Stage 2 - - - - 744 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 423 - 42 138 Stage 1 - - - - 190 - Stage 2 - - - - 470 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 423 - 39 138 Mov Cap-2 Maneuver - - - - 39 - Stage 1 - - - - 190 - Stage 2 - - - - 441 -

Approach EB WB NB HCM Control Delay, s 0 0.5 127 HCM LOS F

Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 39 138 - - 423 - HCM Lane V/C Ratio 0.821 0.797 - - 0.061 - HCM Control Delay (s) 245.9 92.4 - - 14.1 - HCM Lane LOS F F - - B - HCM 95th %tile Q(veh) 3.1 4.9 - - 0.2 -

2026 Weekday Total - NBLR w/ TDM - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1 HCM Signalized Intersection Capacity Analysis 3596 Old Montreal Road 3: Old Montreal Road & Regional Road 174 01/02/2020

Movement EBU EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 0 1562 55 37 692 79 130 Future Volume (vph) 0 1562 55 37 692 79 130 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 Lane Width 3.6 3.5 3.5 3.5 3.5 3.5 3.5 Total Lost time (s) 6.0 6.0 3.0 6.0 5.1 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 Frt 1.00 0.85 1.00 1.00 0.92 Flt Protected 1.00 1.00 0.95 1.00 0.98 Satd. Flow (prot) 3316 1483 1658 3316 1569 Flt Permitted 1.00 1.00 0.10 1.00 0.98 Satd. Flow (perm) 3316 1483 179 3316 1569 Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 0 1562 55 37 692 79 130 RTOR Reduction (vph) 0 0 28 0 0 74 0 Lane Group Flow (vph) 0 1562 27 37 692 135 0 Turn Type Prot NA Perm pm+pt NA Prot Protected Phases 7 4 3 8 2 Permitted Phases 4 8 Actuated Green, G (s) 39.0 39.0 47.0 39.0 18.9 Effective Green, g (s) 39.0 39.0 47.0 39.0 18.9 Actuated g/C Ratio 0.49 0.49 0.59 0.49 0.24 Clearance Time (s) 6.0 6.0 3.0 6.0 5.1 Lane Grp Cap (vph) 1616 722 253 1616 370 v/s Ratio Prot c0.47 c0.01 0.21 c0.09 v/s Ratio Perm 0.02 0.07 v/c Ratio 0.97 0.04 0.15 0.43 0.36 Uniform Delay, d1 19.9 10.7 12.3 13.3 25.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.7 0.1 1.2 0.8 2.8 Delay (s) 35.6 10.8 13.5 14.1 28.3 Level of Service D B B B C Approach Delay (s) 34.8 14.1 28.3 Approach LOS C B C Intersection Summary HCM 2000 Control Delay 28.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 67.9% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

2026 Weekday Total - EA Study Functional Design - Peak Hour Synchro 9 Report WSP Canada Group Ltd. Page 1