570 Hazeldean Road, Ottawa, on Transportation Brief Mattamy Homes

570 Hazeldean Road, Ottawa, ON Transportation Brief Mattamy Homes

Prepared By: Stantec Consulting Ltd.

Project Number: 163600871

March 2013

570 HAZELDEAN ROAD, OTTAWA, ON TRANSPORTATION BRIEF MARCH 2013

TIA GUIDELINES CHECKLIST – TRANSPORTATION BRIEF

Report Context

☒ Municipal Address Comment:___ Section 1.1______☒ Location relative to major elements of the existing transportation system (e.g. the site is located in the southwest quadrant of the intersection of Main Street/First Street, 600m from the Maple Street Rapid Transit Station) Comment:____Section 1.3______☒ Existing land uses or permitted use provisions in the Official Plan, Zoning By-Law, etc. Comment:____Section 1.2______☒ Proposed land uses and relevant planning regulations to be used in the analysis Comment:____Section 1.3______☒ Proposed development size (building size, number of residential units, etc.) and location on site Comment:____Section 1.3______☒ Estimated date of occupancy Comment:_____Section 3.1______☒ Planned phasing of development Comment:_____Section 3.1______☐ Proposed number of parking spaces (not relevant for Registration of Plans of Subdivision) Comment:_____ N/A – Draft Plan of Subdivision______☒ Proposed access points and type of access (full turns, right-in/right-out, turning restrictions, etc.) Comment:_____Figure 3, Figure 12______☒ Study area Comment:_____Figure 1______☒ Time periods and phasing Comment:_____Section 1.4______☒ Horizon years (including reference to phased development) Comment:_____Section 1.4______

Existing Conditions

☒ Existing roads, ramps in the study area, including jurisdiction, classification, number of lanes and posted speed limit Comment:____Section 2.1______☒ Existing intersections, indicating type of control, lane configurations, turning restrictions and any other relevant data (e.g. extraordinary lane widths, grades, etc.) Comment:____Section 2.1______☒ Existing access points to adjacent developments (both sides of all roads bordering the site) Comment:____Figure 3______☒ Existing transit system, including stations and stops Comment:____Section 2.2______☒ Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks Comment:____Section 2.3______☒ Existing system operations (V/C, LOS) Comment:__As per the pre-consultation, intersection capacity analysis was not required for this study ☒ Major trip generators/attractors within the study area should be indicated

570 HAZELDEAN ROAD, OTTAWA, ON TRANSPORTATION BRIEF MARCH 2013

Comment:____Section 2.4______

Demand Forecasting

☒ Trip generation rates Comment:____Section 3.3.2______

Impact Analysis

☒ Qualitative assessment of impacts on capacity; non-auto modes; on-site circulation; community Comment:____Section 3.8, 3.9, 3.10______

Mitigation Measures and Site Design Characteristics

☒ Location and timing of proposed changes to existing traffic controls at intersections (e.g. new traffic signals, Stop signs, etc.) Comment:____Section 4.0______☒ Mitigation measure required to offset impacts on the surface and Rapid Transit networks Comment:_____Section 4.0______☒ New or modified elements of the bicycle and pedestrian networks Comment:_____Section 4.0______☒ Community impact mitigation measures Comment:_____Section 4.0______☒ Proposed TDM features or programs to support the site development. Comment:_____Section 4.0______

570 HAZELDEAN ROAD, OTTAWA, ON TRANSPORTATION BRIEF MARCH 2013

Table of Contents

1.0 INTRODUCTION ...... 1.1 1.1 PURPOSE ...... 1.1 1.2 CONTEXT ...... 1.1 1.3 PROPOSED DEVELOPMENT ...... 1.2 1.4 SCOPE OF THE ASSESSMENT ...... 1.3

2.0 EXISTING TRANSPORTATION CONDITIONS ...... 2.5 2.1 ROADS AND TRAFFIC CONTROL ...... 2.5 2.2 TRANSIT ...... 2.7 2.3 CYCLING AND WALKING ...... 2.8 2.4 TRAFFIC VOLUMES AND MAJOR TRIP GENERATORS ...... 2.9

3.0 FUTURE TRANSPORTATION CONDITIONS ...... 3.12 3.1 HORIZON YEARS AND DEVELOPMENT PHASING ...... 3.12 3.2 MODE SHARE ASSUMPTIONS ...... 3.12 3.3 TRAFFIC FORECASTS ...... 3.13 3.3.1 Transportation Model ...... 3.13 3.3.2 Fernbank Community Traffic Forecasts / Generation ...... 3.13 3.4 TRAFFIC DISTRIBUTION AND ASSIGNMENT ...... 3.17 3.5 2021 FUTURE BACKGROUND CONDITIONS ...... 3.19 3.6 2021 TOTAL FUTURE CONDITIONS ...... 3.21 3.7 2026 FUTURE CONDITIONS (5 YEARS BEYOND SITE BUILD-OUT) ...... 3.21 3.8 TRANSIT SERVICE ...... 3.24 3.9 ACTIVE MODES ...... 3.24 3.10 COMMUNITY IMPACTS ...... 3.25 3.11 TRANSPORTATION DEMAND MANAGEMENT...... 3.25

4.0 SUMMARY AND CONCLUSIONS ...... 4.26

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List of Tables

Table 1 Future Mode Share Assumptions ...... 3.12 Table 2 ITE Land Use Categories and Trip Rates ...... 3.14 Table 3 Fernbank Community Traffic Generation ...... 3.15 Table 4 Traffic Distribution from the Kanata / Stittsville Traffic Zone ...... 3.17

List of Figures

Figure 1 Fernbank Community Design Plan and Location of Mattamy’s Lands ...... 1.2 Figure 2 Site Plan ...... 1.4 Figure 3 Existing Intersection Configuration ...... 2.6 Figure 4 Study Area Transit Routes ...... 2.7 Figure 5 Existing Cycling Network ...... 2.8 Figure 6 Existing and Planned Pedestrian Network ...... 2.9 Figure 7 2012 Existing Traffic Volumes ...... 2.11 Figure 8 Fernbank Community Traffic Zones ...... 3.13 Figure 9 Site Traffic Assignment ...... 3.18 Figure 10 2021 Future Background Traffic Volumes ...... 3.20 Figure 11 2021 Total Future Traffic Volumes ...... 3.22 Figure 12 2021 Future Intersection Configuration ...... 3.23

Appendices:

Appendix A: Traffic Data (Intersection Turning Movement Counts) Appendix B: Core Services Agreement, Novatech Appendix C: Detailed Trip Distribution and Assignment

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1.0 INTRODUCTION

1.1 PURPOSE

Mattamy Homes (Mattamy) proposes to develop a parcel of land located at 570 Hazeldean Road in the Fernbank Community of the City of Ottawa. As part of the draft plan of subdivision application process, pre-consultation discussions were held with City of Ottawa staff where it was determined that a Transportation Brief (TB) would be required to support the application.

This TB has been prepared to assess the potential transportation implications of the proposed residential subdivision and to determine whether transportation improvements are required to support it.

1.2 CONTEXT

The Fernbank Community is located in the West Urban Community of the City of Ottawa.

A Community Design Plan (CDP) was prepared for the Fernbank Community which encompasses approximately 670 hectares of land between the established communities of Stittsville, Kanata West and Kanata South, and extending south from Hazeldean Road to Fernbank Road. The CDP reflects a future urban community that could contain between 10,000 and 11,000 dwelling units and 2400 jobs.

Figure 1 illustrates the Fernbank CDP and the location of Mattamy’s proposed development at 570 Hazeldean Road.

In 2009 a Transportation Master Plan (TMP) was prepared to support the CDP. The TMP assessed the future long-term transportation needs of the proposed community. The Fernbank TMP concluded that in addition to the arterial road and rapid transit networks identified in the 2003 City-wide TMP, the Fernbank CDP will require a new North-South arterial and rapid transit corridor to be extended from Hazeldean Road south to Fernbank Road. The rapid transit corridor would be located in the median of the North- South Arterial with major stations located at Hazeldean Road, Abbott Street and Fernbank Road (with minor stops occurring at some of the collector road intersections along the corridor).

The TMP also recommended that on-road cycling facilities be provided along all the arterial corridors as well as Shea Road which is designated as a collector.

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Figure 1 Fernbank Community Design Plan and Location of Mattamy’s Lands

Subject Site

1.3 PROPOSED DEVELOPMENT

The proposed development is located at 570 Hazeldean Road. The subject site is 36.18 ha in size and will feature approximately 600 residential units.

Figure 2 shows the site plan for Mattamy’s portion of the Fernbank Community.

Initially the Mattamy Lands will be accessed by a new site access at Terry Fox Drive at Castlefrank Road intersection. Ultimately the Fernbank Community will have multiple accesses to the surrounding boundary road network. The new access would form the fourth leg (west leg) of the Terry Fox Drive / Castlefrank Road intersection. Other primary community access locations will ultimately be achieved along Shea Road, Abbott Street, Terry Fox Drive and Hazeldean Road.

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1.4 SCOPE OF THE ASSESSMENT

This TB has been carried out in accordance with the City of Ottawa Transportation Impact Assessment (TIA) Guidelines.

During pre-consultation discussions with the City of Ottawa, the scope of this assessment was determined to include the following:

 Study area intersections to include:

o Terry Fox Drive at Hazeldean Road o Terry Fox Drive at Castlefrank Road o Terry Fox Drive at Winchester Drive o Internal Major Collector Intersection

 Transportation horizon years to include:

o 2012 Existing Conditions o 2021 Future Background Conditions o 2021 Future Conditions (Full Build-Out) o 2026 Ultimate Conditions (Full Build-Out plus 5 years)

 Analysis time periods to include the weekday AM and PM peak hours

The methodology used in the TB is summarized below:

 The net increase in site traffic from the proposed development will be estimated  Background traffic growth in the study area will be explicitly accounted for based on known developments in the Study Area  The future background traffic volumes will be combined with the net increase in site traffic volumes to determine total future traffic volumes  A 2% per annum growth rate will be used to determine future traffic conditions  A qualitative assessment of potential geometric improvements (i.e. turning lanes) at the study are intersections will be examined

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Figure 2 Site Plan

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2.0 EXISTING TRANSPORTATION CONDITIONS

2.1 ROADS AND TRAFFIC CONTROL

The major roadways in the study area are described below:

 Hazeldean Road – a four lane arterial road with a 60 km/h posted speed limit. At the intersection with Terry Fox Drive, Hazeldean Road has dual left turn lanes in the eastbound and westbound directions. Additionally, channelized right turn lanes are provided in the eastbound and westbound directions.

 Terry Fox Drive– a four lane arterial road with a 60 km/h posted speed limit. At the intersection with Hazeldean Road, Terry Fox Drive has dual left turn lanes in the northbound and southbound directions. Additionally, channelized right turn lanes are provided in the northbound and southbound directions. Approximately 350m north of Castlefrank Road, Terry Fox Drive narrows from a four lane cross-section to a two lane cross-section.

 Castlefrank Road – is a two lane major collector road with a 40 km/h posted speed limit. This road will meet the future access onto Terry Fox Drive for the Fernbank Community. The west leg will serve as one of the site accesses to the Fernbank Community. At the intersection with Terry Fox Drive left turn lanes exist on the southbound and westbound legs. The northbound leg has been constructed such that implementing a left turn lane will not require additional pavement, the existing asphalt surface can be repainted to accommodate this modification. Right turn lanes are not provided on any leg of the intersection.

 Winchester Drive / Halkirk Avenue – is a two lane collector road with a 50 km/h unposted speed limit. This intersection serves as an access to the communities east and west of Terry Fox Drive, between Hazeldean Road and Castlefrank Road.

The road classifications noted above are referenced from Map 6 of the City of Ottawa’s Transportation Master Plan (TMP).

Figure 3 illustrates the existing lane geometry and traffic controls at the study area intersections.

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Figure 3 Existing Intersection Configuration

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2.2 TRANSIT

Transit service is provided throughout the Study Area. The existing transit network includes routes along Terry Fox Drive, Hazeldean Road and throughout the community to the east of Terry Fox Drive. Nearby routes include:

 Route 96

 Route 201

 Route 203

In addition to utilizing the adjacent road network, Route 96 passes through the Fernbank Community via Shea Road. Hazeldean Road and Shea Road are designated as transitway links.

Figure 4 illustrates the local transit routes.

Figure 4 Study Area Transit Routes

Subject Site

Source: OC Transpo System Map, Accessed October 29, 2012 (http://www.octranspo1.com/images/files/systemmap/systemmap.pdf)

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2.3 CYCLING AND WALKING

The Study Area contains many existing cycling and pedestrian facilities. The Trans Canada Trail bi-sects the site and follows a city-owned multi-use pathway that runs along an existing hydro corridor. The Trans Canada Trail is a major east-west connection in the City’s active transportation network. In addition to this facility, on-road cycling facilities are provided on Terry Fox Drive, along Hazeldean Road and paved shoulders are provided on Shea Road.

Figure 5 details the existing study area cycling network and Figure 6 illustrates the existing and planned pedestrian network in the study area.

Figure 5 Existing Cycling Network

Subject Site

Source: Ottawa Cycling Plan, January 2008

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Figure 6 Existing and Planned Pedestrian Network

Subject Site

Source: Ottawa Cycling Plan, January 2008

2.4 TRAFFIC VOLUMES AND MAJOR TRIP GENERATORS

Turning movement count surveys were provided by the City of Ottawa. Data was acquired from the two most recent surveys at the following intersections:

 Terry Fox Drive and Hazeldean Road

 Terry Fox Drive and Winchester Drive

 Terry Fox Drive and Castlefrank Road

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The Fernbank Community is surrounded to the east, west and north by partially or fully developed communities. To the east is Glen Cairn, to the north are the Kanata West communities and to the west is Stittsville. The current urban boundary runs along Fernbank Road and, as such, there are no developments anticipated to occur south of the study area.

As there are only a few accesses between the study area intersections, traffic volumes were balanced to maintain a logical traffic flow through the Study Area. All balancing was performed in a manner that favoured increasing volumes over decreasing volumes and, as a result, created a conservative estimate of the traffic volumes. Furthermore, existing turning movement count data that was collected prior to 2012 was adjusted to the current base year (2012) using a two percent per annum growth rate.

Figure 7 details existing AM and PM peak hour traffic volumes at the study area intersection. The City’s traffic data is provided for reference in Appendix A.

Through this examination it was determined that the study area intersections do not exhibit traffic volumes that would warrant implementation of intersection upgrades in the form of additional turning lanes. As part of the detailed engineering design process, future transportation impact studies will include detailed intersection analysis which will determine if upgrades are required at any of the study area intersections to address capacity, delay, or storage constraints.

City of Ottawa parameters for implementing upgrades at the Study Area intersections were applied to determine if improvements may be required.

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Figure 7 2012 Existing Traffic Volumes

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3.0 FUTURE TRANSPORTATION CONDITIONS

3.1 HORIZON YEARS AND DEVELOPMENT PHASING

Development of the Fernbank Community has been assumed to proceed at a rate of 500 units / year starting in 2015 and continuing until full build-out is achieved by 2034. This is consistent with the rate of development assumed in the Fernbank CDP Transportation Master Plan.

In terms of the Mattamy site at 570 Hazeldean Road, construction has been assumed to commence in 2015 with the site fully built and occupied by 2021.

Utilizing the build rate of 500 units / year it was determined that approximately 30% of the other lands within the Fernbank Community would be completed by the site build-out horizon of 2021. By 2026, or five years beyond site build-out, 55% of the other lands within the Fernbank Community were assumed to be built with the remaining areas developing by 2034.

The following future transportation horizons, therefore, have been examined:

 2021 future background conditions;

 2021 total future conditions (site 100% built; other areas of Fernbank Community 30% built); and

 2026 future horizon (5-years beyond site build-out; other areas of Fernbank Community 55% built)

3.2 MODE SHARE ASSUMPTIONS

The TRANS Committee’s 2005 Origin-Destination (O-D) Survey for the National Capital Region was reviewed to ascertain the existing mode share characteristics of the Kanata / Stittsville traffic zone. The existing mode share characteristics of the Kanata / Stittsville traffic zone were then compared and adjusted to be consistent with the future mode share projections of the Fernbank CDP Transportation Master Plan.

Table 1 summarizes the mode share assumptions (future conditions) applied in this study.

Table 1 Future Mode Share Assumptions

Mode AM PM Auto 47% 57% Passenger 17% 15% Transit 30% 25% Active Mode 6% 3%

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3.3 TRAFFIC FORECASTS

3.3.1 Transportation Model

A transportation model of the Fernbank Community was developed with the future community divided into several traffic zones that followed a logical pattern of physical features (i.e. hydro corridor), primary roads (i.e. planned arterials and collectors) and proposed intersections along the boundary road network. The traffic zones were established in order to allocate / assign traffic volumes to the study area intersections.

Figure 8 shows the 8 distinct traffic zones established as part of the transportation model. In total 20 properties featuring 300 ha of developable land and 9645 residential units were accounted for. Mattamy’s 570 Hazeldean Road is represented by traffic zones N4 and N5.

Figure 8 Fernbank Community Traffic Zones

3.3.2 Fernbank Community Traffic Forecasts / Generation

The Fernbank Community is a large development area (approximately 670 ha), of which, 570 Hazeldean represents only a small portion. The land uses and residential units contained within each of the traffic zones is based on Schedule A-3 from the Core Services Agreement prepared by Novatech and is attached in Appendix B.

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The Institute of Transportation (ITE) Trip Generation Manual (9th Edition) was used to estimate traffic generated by the entire Fernbank Community including the subject site.

Table 2 summarizes the ITE land use categories and trips rates obtained from the ITE Trip Generation Manual.

Table 2 ITE Land Use Categories and Trip Rates

Morning Peak Hour Afternoon Peak Hour Land Use Units Inbound Outbound Total Inbound Outbound Total Single Family Detached (210) 5692 0.19 0.56 0.75 0.63 0.37 1.00 Residential Condominium / 2833 0.07 0.37 0.44 0.35 0.17 0.52 Townhouse (230) Mixed Use (230) 816 0.07 0.37 0.44 0.35 0.17 0.52 High Density (220) 303 0.10 0.41 0.51 0.40 0.22 0.62

Table 3 summarizes the traffic generated by the Fernbank Community by traffic zone including the subject Mattamy site.

As shown in Table 3, at a build rate of 500 units per year commencing in 2015, the 9,645 residential units planned for the Fernbank Community are expected to generate over 8,000 person trips during the AM peak hour and over 10,000 person trips during the PM peak hour. In addition, the Fernbank Community will generate roughly 3,800 automobile trips during the morning peak hour and roughly 5,900 automobile trips during the PM peak hour.

In terms of the Mattamy component, with roughly 600 residential units the site is expected to generate approximately 500 person trips during the AM peak hour and roughly 630 person trips during the PM peak hour. Similarly, the site is expected to generate 230 automobile trips during the AM peak hour and approximately 360 automobile trips during the PM peak hour. Overall, in terms of number of units and number of trips, the Mattamy development represents roughly 6% of the Fernbank Community.

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Table 3 Fernbank Community Traffic Generation

Morning Peak Hour Afternoon Peak Hour Zone Modes Split Split In Out Total In Out Total Auto 47% 88 333 421 57% 415 225 641 Passenger 17% 32 120 152 15% 109 59 169 N1 Transit 30% 56 212 269 25% 182 99 281 Active Modes 6% 11 42 54 3% 22 12 34 N1 Subtotal 100% 188 708 895 100% 728 395 1124 Auto 47% 114 436 550 57% 542 291 833 Passenger 17% 41 158 199 15% 143 77 219 N2 Transit 30% 73 278 351 25% 238 128 366 Active Modes 6% 15 56 70 3% 29 15 44 N2 Subtotal 100% 242 928 1170 100% 950 511 1462 Auto 47% 19 59 78 57% 79 46 125 Passenger 17% 7 21 28 15% 21 12 33 N3 Transit 30% 12 38 50 25% 35 20 55 Active Modes 6% 2 8 10 3% 4 2 7 N3 Subtotal 100% 41 125 166 100% 139 80 220 Auto 47% 31 108 138 57% 138 76 215 Passenger 17% 11 39 50 15% 36 20 57 N4 Transit 30% 20 69 88 25% 61 34 94 (Mattamy) Active Modes 6% 4 14 18 3% 7 4 11 N4 Subtotal 100% 65 229 294 100% 242 134 377 Auto 47% 20 71 93 57% 92 51 143 Passenger 17% 7 26 33 15% 24 14 38 N5 Transit 30% 13 46 59 25% 41 23 63 (Mattamy) Active Modes 6% 3 9 12 3% 5 3 8 N5 Subtotal 100% 43 152 197 100% 162 90 251 Auto 47% 430 1371 1802 57% 1820 1046 2866 Passenger 17% 155 496 652 15% 479 275 754 S1 Transit 30% 274 875 1150 25% 798 459 1257 Active Modes 6% 55 175 230 3% 96 55 151 S1 Subtotal 100% 914 2917 3833 100% 3193 1835 5028 Auto 47% 78 268 346 57% 346 194 540 Passenger 17% 28 97 125 15% 91 51 142 S2 Transit 30% 50 171 221 25% 152 85 237 Active Modes 6% 10 34 44 3% 18 10 28

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S2 Subtotal 100% 166 571 737 100% 607 340 947 Auto 47% 79 274 353 57% 355 198 552 Passenger 17% 29 99 128 15% 93 52 145 S3 Transit 30% 51 175 226 25% 156 87 242 Active Modes 6% 10 35 45 3% 19 10 29 S3 Subtotal 100% 169 583 752 100% 622 347 968 Auto 47% 51 179 231 57% 230 128 358 Passenger 17% 18 65 83 15% 61 34 94 Mattamy Transit 30% 32 114 147 25% 101 56 157 Totals Active Modes 6% 6 23 29 3% 12 7 19 Mattamy Subtotal 100% 108 381 491 100% 404 224 628 Auto 47% 243 823 1065 57% 1067 600 1667 2021 Passenger 17% 88 298 385 15% 281 158 439 Background Transit 30% 155 525 680 25% 468 263 731 Trips (30% Active Modes 6% 31 105 136 3% 56 32 88 Total) 2021 Background Subtotal 100% 516 1750 2266 100% 1872 1052 2924 Auto 47% 445 1508 1952 57% 1956 1100 3056 2026 Passenger 17% 161 545 706 15% 515 289 804 Background Transit 30% 284 963 1246 25% 858 482 1340 Trips (55% Active Modes 6% 57 193 249 3% 103 58 161 Total) 2026 Background Subtotal 100% 947 3209 4154 100% 3431 1929 5361 Auto 47% 809 2742 3550 57% 3556 2000 5556 2034 Passenger 17% 293 992 1284 15% 936 526 1462 Background Transit 30% 516 1750 2266 25% 1560 877 2437 Trips (100% Active Modes 6% 103 350 453 3% 187 105 292 Total) 2034 Background Subtotal 100% 1721 5834 7553 100% 6239 3508 9747 Auto 47% 860 2921 3781 57% 3787 2127 5914 Passenger 17% 311 1057 1367 15% 996 560 1556 Grand Total Transit 30% 549 1865 2413 25% 1661 933 2594 Active Modes 6% 110 373 483 3% 199 112 311 Grand Total 100% 1829 6215 8044 100% 6643 3732 10375

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3.4 TRAFFIC DISTRIBUTION AND ASSIGNMENT

The distribution of traffic to/from the Fernbank Community was determined through examination of the TRANS Committee’s 2005 Origin-Destination (O-D) Survey.

Table 4 provides a summary of the distribution of traffic from the Kanata / Stittsvile traffic zone across the four cardinal directions.

Additionally, the Kanata / Stittsville traffic zone was found to contain a large percentage of internal trips (i.e. trips that do not leave the Kanata / Stittsville traffic zone). To reflect this, the district-level traffic zones (i.e. sub-zones) within the Kanata / Stittsville traffic zone were examined and the trip distribution was adjusted accordingly and is reflected in Table 4.

Table 4 Traffic Distribution from the Kanata / Stittsville Traffic Zone

Cardinal Direction Assignment North 35% South 5% East 55% West 5%

Appendix C provides a more detailed summary of the trip distribution and assignment.

Site trips were assigned to the road network based on the location of each zone relative to the proximity of planned collector and arterial roads and proposed intersections along the boundary road network.

Figure 9 illustrates the assignment of site traffic to the boundary road network and study area intersections.

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Figure 9 Site Traffic Assignment

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3.5 2021 FUTURE BACKGROUND CONDITIONS

Future background conditions are assessed to determine transportation improvements that may be required to address growth in traffic exclusive from improvements that may be required to accommodate traffic generated by the subject development. Any improvements identified to address future background conditions are not the responsibility of the developer.

Future background conditions are typically derived by calculating the annual rate of growth on a transportation facility through a review of historic traffic volumes and / or by accounting for traffic generated by other known area developments that were recently approved or that are currently in the planning approvals process.

A growth rate of 2% annually was applied to existing traffic volumes at the study area intersections until the 2021 future horizon. This rate of traffic growth is consistent with the background rate of growth assumed in the Fernbank Community Design Plan TMP. In addition, the trips generated by the other areas of the Fernbank Community (i.e. all areas excluding the subject Mattamy site) were added to the boundary road network. By 2021, at a build rate of 500 units per year, approximately 30% of the other areas of the Fernbank Community will have been built.

In assessing future background conditions, currently planned road network improvements must also be considered. The City’s TMP identifies the widening of Terry Fox Drive (from two to four lanes) from Winchester Drive to Eagleson Road at Hope Side Road as a Phase 2 project (i.e. 2016 – 2022).

Figure 10 illustrates 2021 future background traffic volumes at the study area intersections.

The Fernbank Community Design Plan shows a “demonstration” plan which features a roundabout located within Mattamy’s proposed development. The roundabout occurs at an intersection of two internal collector roads. The east/west collector road ultimately extends through the roundabout and intersects with Terry Fox Drive opposite Castlefrank Road – forming a new west leg of the Terry Fox Drive / Castlefrank Road intersection. At the time of implementation of this new leg (i.e. new access) it is logical to replace the painted-out median on the south leg, which currently balances the existing lane geometry by shadowing the southbound left turn lane, with an exclusive northbound left turn lane that will facilitate access to the Fernbank Community. The length of the storage and taper for the northbound left turn lanes will be determined through subsequent Traffic Impact Studies (TIS’s) that will be submitted for each development phase. An exclusive southbound right turn lane is not anticipated to be required at Terry Fox Drive / Castlefrank Road intersection as the projected volume of right turning vehicles does not fall within 10 to 20 percent of the advancing southbound volumes. The newly formed west leg of the intersection should be configured to accommodate an exclusive eastbound left turn lane and a shared through / right turn lane.

Traffic volumes at the internal roundabout intersection can be accommodated with a single lane roundabout. Additionally, during the detailed engineering design process, intersection capacity analysis will be performed which will determine what, if any, upgrades will be necessary to address capacity, delay or storage constraints.

No other improvements are anticipated to be required at any of the remaining study area intersections.

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Figure 10 2021 Future Background Traffic Volumes

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3.6 2021 TOTAL FUTURE CONDITIONS

Total future conditions are examined to determine improvements that are required as a direct result of the development of the site. By 2021, all 600 residential units within Mattamy’s proposed development are anticipated to be built and occupied. Total future traffic volumes are derived by adding site generated trips (Figure 9) to future background volumes (Figure 10) anticipated for 2021.

Figure 11 illustrates 2021 total future traffic volumes at the study area intersections.

As noted in Section 3.5, the newly created fourth leg (west leg) of the Terry Fox Drive / Castlefrank Road intersection will not only provide access to the entire Fernbank Community but it will also act as a primary access to the subject site. By the 2021 total future horizon, and with the addition of site trips to the Terry Fox Drive / Castlefrank Road intersection, the volume of southbound right turning vehicles falls within the 10 to 20 percent range of advancing volumes where an exclusive right turn lane should be considered. Given that detailed intersection performance is not part of this TB, the need for an exclusive southbound right turn lane at this intersection will be confirmed through subsequent TIS’s that will be submitted for each development phase.

Traffic volumes at the internal roundabout intersection can be accommodated with a single lane roundabout. Additionally, during the detailed engineering design process, intersection capacity analysis will be performed which will determine what, if any, additional upgrades may be necessary to address capacity, delay or storage constraints.

Figure 12 illustrates the future lane geometry and traffic control anticipated to be required by 2021.

No other improvements are anticipated to be required at any of the remaining study area intersections as a direct result of the proposed development.

3.7 2026 FUTURE CONDITIONS (5 YEARS BEYOND SITE BUILD-OUT)

By 2026, the study area road network will have undergone significant changes through major infrastructure projects that will influence the distribution of local traffic in significant ways. These major infrastructure projects include:

 Two to four lane expansion of Terry Fox Drive, south of Winchester Drive (TMP Phase 2 2016- 2022)

 Extension of the Fernbank Community’s north-south arterial from Hazeldean Road to the Palladium Road / Highway 417 Interchange (TMP Phase 3 - beyond 2022)

 Implementation of the Hope Side Road Extension to the 416 (TMP Phase 2 or potentially Phase 3 due to delays in the EA process)

Due to the vague timing of some of these projects, as well as the relative unpredictable nature of predicting their influence on future traffic patterns, this TB did not explicitly attempt to quantify conditions in 2026. Predicting the implications of these projects is more appropriately addressed at a City-wide level through the preparation of Transportation Master Plans or Secondary Plans.

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Figure 11 2021 Total Future Traffic Volumes

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Figure 12 2021 Future Intersection Configuration

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It is noted that the Fernbank Community Design Plan TMP has shown that with the improvements identified in the TMP that capacity across the Hazeldean Road screenline will be sufficient to accommodate the build-out of the Fernbank Community.

Furthermore, transportation conditions for the 2026 horizon (5 years beyond site build-out) will be assessed in future TISs prepared at the detailed engineering design stage.

3.8 TRANSIT SERVICE

In order to achieve the citywide 30% modal split targets, transit needs to be accommodated as an integral part of the community structure from the outset of development.

The interim transit service provisions for the Fernbank Community are outlined in the Fernbank Community Design Plan and are summarized below.

During early stages of the development of the entire Fernbank community, transit service will be provided along the arterial and collector roadways as they are phased into the development. During the interim, until a more continuous network of roads is developed, existing routes from surrounding communities in Kanata could be rerouted to service the developing areas of Fernbank – including Mattamy’s proposed development.

It is recommended that Mattamy and the City enter into an early transit service agreement. The cost to provide the transit service would be paid by the developer until such time that the number of units occupied reaches a ridership level which can be sustained by the City in order to meet the minimum financial performance standard.

The long-term ultimate transit route network would likely feature two local routes providing service to the Fernbank community and connecting the community with the Stittsville, Kanata West and Kanata communities. One route would provide service in the north-south direction in the eastern portion of the community while the other route would provide service in the east-west direction through the middle of the community. Furthermore, a Transitway route will be provided along the main north/south arterial.

3.9 ACTIVE MODES

The Fernbank CDP reinforces the City of Ottawa’s desire to encourage cycling and walking as viable transportation modes.

The existing TransCanada Trail bisects the Fernbank community in an east-west direction and runs just south of the Mattamy development. The trail will continue to function as a major multi-use pathway serving the West Urban Community as a whole. Site plan provisions should allow for direct connections to be made to the trail wherever possible.

The CDP also identifies off road pathways within the hydro corridor to the south of Mattamy’s development as well as off road pathways within the Glen Cairn Stormwater facility to the east. Direct connections to these facilities should be accommodated within the site plan.

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In addition, sidewalks should be provided on both sides of arterial and collector roads and, where deemed appropriate, on one side of local roads.

3.10 COMMUNITY IMPACTS

The Fernbank Community will utilize land that was previously utilized for agricultural purposes. Developing this land will create connections between the communities to the east and west of the Fernbank Community. Additionally, a new north south arterial link will be created that will also provide for a new dedicated transit link.

These new facilities will provide capacity and connectivity for both the existing and new traffic in the Study Area. The completion of this community will provide the opportunity to complete transit, cycling and pedestrian links for the existing communities.

Impacts to the surrounding communities will only occur on the arterial roads. Cut-through traffic from the Fernbank Community to the surrounding communities will be minimal, as commuters will be drawn to the arterial road system.

3.11 TRANSPORTATION DEMAND MANAGEMENT

This development has been planned, through the CDP process, to accommodate transit and active transportation modes. This will offer the residents a variety of commuting opportunities. The CDP shows a transit station in the north, middle and south of the property, along the proposed transit corridor. The opportunity also exists for many local transit connections to be made throughout the community. It will require consultation with OC Transpo to determine the required routing and number of buses to be used throughout the community.

As the proposed development is a residential subdivision no further Transportation Demand Management initiatives have been investigated or are being planned.

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4.0 SUMMARY AND CONCLUSIONS

The Transportation Brief has found the following:

 Mattamy’s proposed development at 570 Hazeldean Road is 36.18 ha in size and will feature approximately 600 residential units split fairly equally between single detached and townhouse dwelling units. Construction is anticipated to commence by 2015 and be completed by 2021.

 The proposed development is expected to generate approximately 500 person trips during the AM peak hour and roughly 630 person trips during the PM peak hour. Similarly, the site is expected to generate 230 automobile trips during the AM peak hour and approximately 360 automobile trips during the PM peak hour. Overall, in terms of number of units and number of trips, the Mattamy development represents roughly 6% of the Fernbank Community which will contain approximately 9,645 residential units.

 Primary access to the proposed development will be achieved at the Terry Fox Drive and Castlefrank Road intersection where a new leg (west leg) will be created.

 Under existing conditions the intersections in the study area do not exhibit any characteristics that would indicate that immediate upgrades are necessary. The study area is well served by transit and there are good opportunities for cycling and walking trips using the existing road and sidewalk networks.

 By the 2021 future background horizon, it is recommended that the painted-out median on the south leg of the Terry Fox Drive / Castlefrank Road intersection be replaced by an exclusive northbound left turn lane in order to facilitate access to the Fernbank Community. The newly formed west leg of this intersection should be designed to accommodate an exclusive eastbound left turn lane and a shared through / right turn lane. No other improvements are anticipated to be required at any of the other study area intersections to accommodate 2021 future background conditions.

 During the 2021 future background horizon traffic volumes at the internal roundabout intersection can be accommodated with a single lane roundabout.

 By the 2021 total future horizon the volume of southbound right turning vehicles at the Terry Fox Drive / Castlefrank Road intersection will fall within the 10 to 20 percent range of advancing volumes where an exclusive right turn lane should be considered. Given that detailed intersection performance is not part of this TB, the need for an exclusive southbound right turn lane at this intersection will be confirmed through subsequent TIS’s that will be submitted for each development phase.

 During the 2021 total future horizon traffic volumes at the internal roundabout intersection can be accommodated with a single lane roundabout.

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 By 2026, the study area road network will have undergone significant changes through major infrastructure projects that will influence the distribution of local traffic in significant ways. These major infrastructure projects include:

o Two to four lane expansion of Terry Fox Drive, south of Winchester Drive (TMP Phase 2 2016-2022)

o Extension of the Fernbank Community’s north-south arterial from Hazeldean Road to the Palladium Road / Highway 417 Interchange (TMP Phase 3 - beyond 2022)

o Implementation of the Hope Side Road Extension to Highway 416 (TMP Phase 2 or potentially Phase 3 due to delays in the EA process)

 It is recommended that Mattamy and the City of Ottawa enter into an early transit service agreement. The cost to provide the transit service would be paid by the developer until such time that the number of units occupied reaches a ridership level which can be sustained by the City in order to meet the minimum financial performance standard.

 Provisions for active transportation modes have been well accounted for in the Fernbank CDP. Further site plan provisions should allow for direct connections to be made to the existing TransCanada Trail to the south and to the off road pathway within the Glen Gairn Stormwater facility to the east. In addition, sidewalks should be provided on both sides of arterial and collector roads and, where deemed appropriate, on one side of local roads.

Based on the transportation evaluation and the impacts that have been anticipated in this study, the proposed development of 570 Hazeldean Road should be permitted to proceed to the next phase of the approvals process. This study is consistent with the findings of the Fernbank CDP Transportation Master Plan and the objectives of the City of Ottawa Transportation Master Plan. Further TIAs will be required once the registration of the site plan of each phase of the development commences.

Rob Vastag, MCIP, RPP Mark Crockford, Engineering Intern Project Manager Traffic Analyst

ml w:\active\163600871_fernbankdraftplancommunitytransportationstudy\reports\fernbank tb - final222.docx 4.27 Appendix A Tuning Movement Count

Appendix B Core Services Agreement, Novatech CORE SERVICES AGREEMENT - SCHEDULE A-3

Fernbank CDP Site Statistic Summary ------CONSTRAINT AREAS ------NET AREA NET AREA MEDIUM REQ'D PARK GROSS HYDRO FLOODPLAIN/ OPEN NET AREA ROAD ARTERIAL TRANSIT/ LOW DENSITY HIGH DENSITY OVER/ PIN ADDRESS OWNER (% BY (% BY MAJOR PARKS SWM INST. COMM. MIXED ROADS DENSITY UNITS DEDICATION AREA (ha) EASEMENT RIPARIAN SPACE (ha) WIDENING ROAD PARAMEDIC RESIDENTIAL RESIDENTIAL UNDER TOTAL) LAND OWNERS) RESIDENTIAL (ha) 04450-1434 CRT Development Inc. 162.19 23.37 0.00 0.00 138.81 24.51% 25.47% 0.55 7.33 7.59 0.16 0.00 11.99 0.63 0.00 33.86 70.06 6.65 0.00 2154 7.193 0.14 04450-1461 04450-1462 5465 Fernbank Rd. 2129786 Ontario Ltd. 119.03 7.82 3.32 0.00 107.88 19.05% 19.80% 0.46 6.36 9.55 0.00 0.00 10.23 0.00 0.00 26.73 38.63 15.93 0.00 1801 6.003 0.36 04450-1464 04450-1420 04450-0183 5618 Hazeldean Rd. Kizell Management Corporation 95.31 3.49 1.52 0.00 90.30 15.95% 16.57% 0.36 4.68 4.50 6.20 2.48 9.05 0.61 9.39 16.00 16.26 15.73 5.04 1888 6.399 1.72 04450-1449 04450-1418 Abbott-Fernbank Holdings Inc. 67.28 4.62 0.00 0.00 62.66 11.07% 11.50% 0.29 1.08 1.09 4.88 2.76 4.82 0.00 5.55 15.00 23.46 3.72 0.00 1018 3.449 2.37 04450-1417 590 Hazeldean Rd. 2118352 Ontario Ltd. 50.89 1.82 2.41 0.00 46.65 8.24% 8.56% 0.20 8.99 0.00 0.00 0.00 2.39 0.00 4.13 10.77 15.35 4.81 0.00 805 2.725 6.26 04450-0187 570 Hazeldean Rd. Mattamy (Fernbank) Limited 36.18 1.54 3.12 0.03 31.50 5.56% 5.78% 0.00 1.07 2.94 0.00 0.00 0.53 0.00 0.00 8.89 12.02 6.05 0.00 615 2.050 0.98 04450-1469 04450-0535 6041 Fernbank Rd. 2087875 Ontario Ltd. 26.48 0.00 0.00 0.00 26.48 4.68% 4.86% 0.12 1.38 0.00 0.00 0.00 0.00 0.00 0.00 7.28 17.70 0.00 0.00 460 1.533 0.15 04450-0188 532 Hazeldean Rd. MVCA 21.37 0.00 19.84 0.03 1.51 0.27% 0.10 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.60 0.81 0.00 0.00 21 0.070 0.07 04450-0538 5969 Fernbank Rd. 1383341 Ontario Inc. 20.95 0.12 0.00 0.00 20.83 3.68% 3.82% 0.12 1.04 1.44 0.00 0.00 2.44 0.00 0.00 5.06 7.27 3.47 0.00 362 1.207 0.17 04450-1281 fronts on Terry Fox Dr. SPB Developments Inc. 13.69 0.67 1.59 0.15 11.28 1.99% 2.07% 0.00 0.88 0.68 0.00 0.00 0.00 0.00 0.00 3.20 6.10 0.42 0.00 180 0.600 0.28 04450-1448 560 Hazeldean Rd. Double Deck Golf Centre Ltd. 9.82 0.00 5.37 0.00 4.46 0.79% 0.07 0.00 0.00 0.00 0.00 0.00 0.00 1.30 0.70 2.39 0.00 0.00 114 0.393 0.39 04450-0670 fronts on Abbott St. City of Ottawa (Goulbourn TWP) 8.82 0.00 0.00 8.82 0.00 0.00% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0.000 0.00 04450-0436 04450-0437 04450-0438 5357 Fernbank Rd. Kanata Shopping Centres Limited 8.60 0.00 0.01 0.00 8.60 1.52% 1.58% 0.13 0.00 1.52 0.00 0.00 0.00 6.60 0.00 0.35 0.00 0.00 0.00 0 0.172 0.17 04450-0439 04450-0441 04450-1297 04450-0445 1000 Terry Fox Dr. City of Ottawa (Trans Canada Trail) 4.40 0.00 0.00 4.40 0.00 0.00% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0.000 0.00 04450-0198 5769 Fernbank Rd. R. & S. Stone 4.07 0.00 0.00 0.00 4.07 0.72% 0.10 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1.22 2.74 0.00 0.00 71 0.237 0.24 04450-0201 5897 Fernbank Rd. D. & A. Jones 4.05 1.64 0.00 0.00 2.41 0.42% 0.12 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.54 1.74 0.00 0.00 45 0.150 0.15 04450-0527 5957 Fernbank Rd. D. Duncan, J. Richmond 2.57 0.00 0.00 0.00 2.57 0.45% 0.05 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.74 1.78 0.00 0.00 46 0.153 0.15 City of Ottawa (Abbott Street Extension) 2.52 0.12 0.00 1.56 0.83 0.15% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.83 0.00 0.00 0.00 0 0.000 0.00 04450-0431 fronts on Terry Fox Dr. HEPC of Ontario 2.42 2.42 0.00 0.00 0.00 0.00% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0.000 0.00 04450-0388 04450-0748 04450-0418 141 Kincardine Dr. Claridge Homes Inc. 2.87 0.00 2.87 0.00 0.00 0.00% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0.000 0.00 04450-0749 04450-0430 04450-0206 fronts on Fernbank Rd. Margard Builders ltd. 1.26 0.00 0.00 0.00 1.26 0.22% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.46 0.79 0.00 0.00 21 0.070 0.07 04450-0205 fronts on Fernbank Rd. Margard Builders ltd. 1.17 0.00 0.00 0.00 1.17 0.21% 0.02 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.32 0.83 0.00 0.00 22 0.073 0.07 04450-0449 538 Hazeldean Rd N.Craig/B.McGee 0.81 0.00 0.81 0.00 0.00 0.00% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0.000 0.00 04450-0432 5441 Fernbank Rd. M. & W. Burnett 0.65 0.00 0.00 0.00 0.65 0.11% 0.04 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.30 0.31 0.00 0.00 8 0.027 0.03 04450-0194 5571 Fernbank Rd. M. & J. Hamel 0.41 0.00 0.00 0.00 0.41 0.07% 0.04 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.11 0.26 0.01 0.00 7 0.023 0.02 04450-0197 5611 Fernbank Rd. E. & D. Moore 0.40 0.00 0.00 0.00 0.40 0.07% 0.04 0.00 0.00 0.00 0.37 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0.000 0.00 04450-0184 5654 Hazeldean Rd. K. Watson 0.22 0.00 0.19 0.00 0.02 0.00% 0.02 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0.000 0.00 04450-0193 5565 Fernbank Rd. M. & G. Moore 0.21 0.00 0.00 0.00 0.21 0.04% 0.02 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.04 0.00 0.15 0.00 7 0.023 0.02 City of Ottawa (Shea Road) 1.62 0.33 0.00 0.00 1.29 0.23% 0.01 0.00 0.23 0.00 0.00 0.00 0.00 0.00 1.05 0.00 0.00 0.00 0 0.000 0.00 City of Ottawa (Hazeldean Road) 0.03 0.00 0.00 0.00 0.03 0.01% 0.03 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 0.000 0.00 TOTAL 670.27 47.96 41.04 14.99 566.28 100.00% 100.00% 2.90 32.82 29.52 11.24 5.61 41.45 7.84 20.37 134.04 218.51 56.94 5.04 9645 32.550 0.27 Notes 1) Gross Area measured from the Demonstraton Plan using a Compiled Legal drawing (does not exactly match individual legal plans ) 2) Net Area = Gross Area - Constraint Areas (i.e. Hydro Easement + Flood Plain / Riparian Corridor + Open Space) 3) Overlapping Land Use: Constraint Areas are calculated before development land (Residential, Roads, Parks, SWM, ICI) 4) Linear Pathway areas (adjacent Stittsville and Pond 8) are designated Parks 5) CRT UNA Woodlot area is designated Low Density Residential land in this spreadsheet; it is assumed the land will be developed (i.e. City will NOT purchase this parcel). 6) Open Space parcels on the Cavanagh and Jones properties are allocated Low Density Residential as there is no development constraint. 7) Riparian corridor (Monahan, Hazeldean, Carp Tributary) constraint zones calculated per hatched area on Demonstration Plan. 8) Hydro Easement parallel Shea Rd: calculation of Net Area corrected for apparent error in location on Compiled Legal (affects CRT, Cavanagh and Jones) 9) Total Units calculated based on low end of density range in CDP: Units per Hectare are (Low Density=26, Medium Density=50, High Density=60, 50% of Mixed Use=80)

Oct.13/09: Del Lands, Corrected Area of Transit (Park n' Ride) from 2.80ha to 2.48ha Mar.16/10: CRT Developments Inc. purchased land from Brookfield May 27/10: SmartCentres Land purchased from Van Gaal Jun. 2/10: SmartCentres purchased land PIN 044-500-436 (5371 Fernbank Road) & PIN 044-500-437 (5355 Fernbank Road); R.C. Church at 1489 Shea Rd Net Area changed to 0.00 (existing facility) Jul.29/10: All areas recalculated using latest Demonstration Plan (May 17, 2010). Church Block on Shea Rd removed from calcs. "Roads/Residential" column, replaced with specific area columns for Roads, Low, Medium, and High Density Residential. Added column for Units, Park Area Dedication, and Over/Under Park Dedication. City of Ottawa 2.40ha moved from Open Space to Park. Aug. 31/10: Corrected Monarch Hydro/Medium Density Areas. Corrected City District Park Area (excludes city-owned lands in Abbott Street Extension). Sep. 8/10: City of Ottawa (Abbott Street Extension) 1.56ha area designation changed from Parks to Open Space. Calculations exclude new park on Mattamy lands. Feb. 25/11: Pleasant Valley Lands added to Monarch-Cardel May 31/11: Added to Monarch-Cardel 5395 Fernbank (A.Van Doormaal) and 5385 Fernbank (G.VanDoormaal) Nov. 3/11: Updated SmartCentres Parkland Dedication area Apr. 2/12: Changed 'common names' to legal names; updated PIN information and format

M:\2001\101108\DATA\Calculations\Site Statistics\Site Statistic Summary (20120402).xls Appendix C Detailed Trip Distribution & Assignment AM 500 - Kanata / StittsvillePercent Direction Origin Zones: 5032 Ottawa Centre 1,100 4% E 5001 Ottawa Inner Area 1,200 5% E 5002 Ottawa East 500 2% E 5011 45 E Beacon Hill 200 1% E 5012 23 E Alta Vista 1,400 6% E 5021 Hunt Club 400 2% E 5031 241 E Merivale 2,400 10% E 5032 143 Int Ottawa West 900 4% E 5041 41 N Bayshore / Cedarview 3,100 12% E 5042 Orléans 300 1% E 5043 52 N Rural East - 0% E 5044 176 N Rural Southeast 100 0% E 5051 66 N South Gloucester / Leitrim - 0% E 5059 South Nepean 500 2% E 5103 19 S Rural Southwest 400 2% S 5110 Kanata / Stittsville 11,200 44% 5122 Rural West 600 2% W 5123 Île de Hull 200 1% N 5124 Hull Périphérie 200 1% N 5130 Plateau - 0% N 5140 Aylmer 100 0% N 5150 22 N Rural Northwest - 0% N 5160 23 W Pointe Gatineau 100 0% N 5170 Gatineau Est 100 0% N 5180 19 W Rural Northeast - 0% N 5301 Buckingham / Masson- Angers - 0% E 5311 External 200 1% 5321 Total 25,200 100% 5322 21 N 5331 5332 26 N AM Via Terry Fox N Terry Fox S Hazeldean E Hazeldean W 5340 36 N N 3% 100% 5351 45 N E 49% 100% 5352 117 N S 2% 50% 50% 5360 52 N W 2% 100% 5371 Internal 44% 55.81% 20.86% 15.06% 6.65% 5372 89 N N 66% 85% 15% 5401 17 W E 26% 80% 20% 5402 20 W W 7% 100% 5430 External 5440 34 N Total 100% Total 1185

AM Via Terry Fox N Terry Fox S Hazeldean E Hazeldean W 0 N 3% 2.78% 0.00% 0.00% 0.00% 0.00% E 49% 48.81% 0.00% 0.00% 0.00% 0.00% S 2% 0.00% 0.79% 0.00% 0.79% 0.00% W 2% 2.38% 0.00% 0.00% 0.00% 0.00% Internal 44% 24.80% 9.27% 6.70% 2.95% 0.00% External 0% 0.00% 0.00% 0.00% 0.00% 0.00% Total 100% 0.00% 0.00% 0.00% 0.00% 0.00% 78.77% 10.07% 6.70% 3.75% 0.00% 99.28% PM 500 - Kanata / StittsvillePercent Direction Origin Zones 5032 Ottawa Centre 1,100 3% E 5001 17 E Ottawa Inner Area 1,300 4% E 5002 46 E Ottawa East 500 2% E 5011 Beacon Hill 200 1% E 5012 Alta Vista 1,500 5% E 5021 37 E Hunt Club 500 2% E 5031 49 E Merivale 2,500 8% E 5032 55 Int Ottawa West 1,000 3% E 5041 209 N Bayshore / Cedarview 3,700 11% E 5042 119 N Orléans 400 1% E 5043 66 N Rural East - 0% E 5044 198 N Rural Southeast 100 0% E 5051 21 N South Gloucester / Leitrim 100 0% E 5059 South Nepean 500 2% E 5103 Rural Southwest 700 2% S 5110 18 S Kanata / Stittsville 16,000 50% 5122 Rural West 1,100 3% W 5123 Île de Hull 200 1% N 5124 Hull Périphérie 300 1% N 5130 17 S Plateau - 0% N 5140 20 S Aylmer 100 0% N 5150 38 N Rural Northwest - 0% N 5160 23 W Pointe Gatineau 100 0% N 5170 Gatineau Est - 0% N 5180 19 W Rural Northeast - 0% N 5301 Buckingham / Masson- Angers - 0% E 5302 External 400 1% 5311 105 N Total 32,300 100% 5321 5322 5331 PM Via Terry Fox N Terry Fox S Hazeldean E Hazeldean W 5332 15 N N 2% 100% 0% 0% 0% 5340 36 N E 43% 100% 0% 0% 0% 5351 49 N S 2% 0% 50% 0% 50% 5352 68 N W 3% 100% 0% 0% 0% 5360 Internal 50% 66.87% 10.86% 14.51% 7.76% 5371 N 79% 85% 0% 15% 0% 5372 43 N E 14% 0% 80% 20% 0% 5401 S 4% 0% 0% 0% 100% 5402 20 E W 3% 100% 5430 External 5440 16 N Total 100% 0% 0% 0% 0% Total 1250

PM Via Terry Fox N Terry Fox S Hazeldean E Hazeldean W 0 N 2% 2.17% 0.00% 0.00% 0.00% 0.00% E 43% 42.72% 0.00% 0.00% 0.00% 0.00% S 2% 0.00% 1.08% 0.00% 1.08% 0.00% W 3% 3.41% 0.00% 0.00% 0.00% 0.00% Internal 50% 33.12% 5.38% 7.19% 3.84% 0.00% External 0% 0.00% 0.00% 0.00% 0.00% 0.00% Total 100% 0.00% 0.00% 0.00% 0.00% 0.00% 81.42% 6.46% 7.19% 4.93% 0.00% 100.00% Morning Peak Hour Afternoon Peak Hour Land Use Hectares Unit Conversion Units Units Rate Inbound Outbound Rate Inbound Outbound Single Family 70.06 26 1822 0.75 25% 75% 1822 1.00 63% 37% Detached S1 1 Residential Condominium / 6.65 50 333 0.44 17% 83% 333 0.52 67% 33% Townhouse Single Family 38.63 26 1005 0.75 25% 75% 1005 1.00 63% 37% Detached 50 / 50 2 Residential S2 / S3 Condominium / 15.93 50 797 0.44 17% 83% 797 0.52 67% 33% Townhouse Single Family 16.26 26 423 0.75 25% 75% 423 1.00 63% 37% Detached Residential 40 / 60 N1 3 Condominium / 15.73 50 787 0.44 17% 83% 787 0.52 67% 33% / N2 Townhouse Mixed Use 9.39 40 376 0.44 17% 83% 376 0.52 67% 33% High Density 5.04 60 303 0.51 20% 80% 303 0.62 65% 35% Single Family 23.46 26 610 0.75 25% 75% 610 1.00 63% 37% Detached Residential S1 4 Condominium / 3.72 50 186 0.44 17% 83% 186 0.52 67% 33% Townhouse Mixed Use 5.55 40 222 0.44 17% 83% 222 0.52 67% 33% Single Family 15.35 26 400 0.75 25% 75% 400 1.00 63% 37% Detached 40 / 60 N1 Residential 5 / N2 Condominium / 4.81 50 241 0.44 17% 83% 241 0.52 67% 33% Townhouse Mixed Use 4.13 40 166 0.44 17% 83% 166 0.52 67% 33% Single Family 12.02 26 313 0.75 25% 75% 313 1.00 63% 37% Detached 60 / 40 N4 6 Residential / N5 Condominium / 6.05 50 303 0.44 17% 83% 303 0.52 67% 33% Townhouse Single Family S1 7 Detached 17.7 26 461 0.75 25% 75% 461 1.00 63% 37% Single Family N1 8 Detached 0.81 26 22 0.75 25% 75% 22 1.00 63% 37% Single Family 7.27 26 190 0.75 25% 75% 190 1.00 63% 37% Detached S1 9 Residential Condominium / 3.47 50 174 0.44 17% 83% 174 0.52 67% 33% Townhouse Single Family 6.1 26 159 0.75 25% 75% 159 1.00 63% 37% Detached N3 10 Residential Condominium / 0.42 26 11 0.44 17% 83% 11 0.52 67% 33% Townhouse Single Family 2.39 26 63 0.75 25% 75% 63 1.00 63% 37% N1 11 Detached Mixed Use 1.3 40 52 0.44 17% 83% 52 0.52 67% 33% Single Family S1 13 Detached 2.74 26 72 0.75 25% 75% 72 1.00 63% 37% Single Family S1 14 Detached 1.74 26 46 0.75 25% 75% 46 1.00 63% 37% Single Family S1 15 Detached 1.78 26 47 0.75 25% 75% 47 1.00 63% 37% Single Family S1 16 Detached 0.79 26 21 0.75 25% 75% 21 1.00 63% 37% Single Family S1 17 Detached 0.83 26 22 0.75 25% 75% 22 1.00 63% 37% Single Family S3 18 Detached 0.31 26 9 0.75 25% 75% 9 1.00 63% 37% Single Family 0.26 26 7 0.75 25% 75% 7 1.00 63% 37% Detached S3 19 Residential Condominium / 0.01 50 1 0.44 17% 83% 1 0.52 67% 33% Townhouse Residential S1 20 Condominium / 0.15 50 8 0.44 17% 83% 8 0.52 67% 33% Townhouse Single Family 218.5 26 5692 0.75 25% 75% 5692 1.00 63% 37% Detached Residential Rates Condominium / 56.79 50 2833 0.44 17% 83% 2833 0.52 67% 33% Townhouse Mixed Use 20.37 40 816 0.44 17% 83% 816 0.52 67% 33% High Density 5.04 60 303 0.51 20% 80% 303 0.62 65% 35% Morning Peak Hour Afternoon Peak Hour Land Use Synergy Synergy Inbound Outbound Total Inbound Outbound Total Single Family Detached 342 1025 1367 1148 674 1822 S1 1 Residential Condominium / Townhouse 25 122 147 116 57 173 50 / 50 Single Family Detached 188 565 754 633 372 1005 2 S2 / S3 Residential Condominium / Townhouse 60 291 351 278 137 414 Single Family Detached 79 238 317 266 157 423 40 / 60 N1 Residential Condominium / Townhouse 59 287 346 274 135 409 3 / N2 Mixed Use 28 137 165 131 65 196 High Density 31 124 155 122 66 188 Single Family Detached 114 343 458 384 226 610 S1 4 Residential Condominium / Townhouse 14 68 82 65 32 97 Mixed Use 17 81 98 77 38 115 Single Family Detached 75 225 300 252 148 400 40 / 60 N1 5 Residential Condominium / Townhouse 18 88 106 84 41 125 / N2 Mixed Use 12 61 73 58 28 86 60 / 40 N4 Single Family Detached 59 176 235 197 116 313 6 / N5 Residential Condominium / Townhouse 23 111 133 106 52 158 S1 7 Single Family Detached 86 259 346 290 171 461 N1 8 Single Family Detached 4 12 17 14 8 22 Single Family Detached 36 107 143 120 70 190 S1 9 Residential Condominium / Townhouse 13 64 77 61 30 90 Single Family Detached 30 89 119 100 59 159 N3 10 Residential Condominium / Townhouse 1 4 5 4 2 6 Single Family Detached 12 35 47 40 23 63 N1 11 Mixed Use 4 19 23 18 9 27 S1 13 Single Family Detached 14 41 54 45 27 72 S1 14 Single Family Detached 9 26 35 29 17 46 S1 15 Single Family Detached 9 26 35 30 17 47 S1 16 Single Family Detached 4 12 16 13 8 21 S1 17 Single Family Detached 4 12 17 14 8 22 S3 18 Single Family Detached 2 5 7 6 3 9 Single Family Detached 1 4 5 4 3 7 S3 19 Residential Condominium / Townhouse 0 0 0 0 0 1 S1 20 Residential Condominium / Townhouse 1 3 4 3 1 4 Total 1372 4661 6033 4982 2799 7782 Factor Inbound Outbound Total Factor Inbound Outbound Total Trip Gen 1372 4661 6033 4982 2799 7782 Modes Share 0.9 1524 5179 6703 0.9 5536 3110 8646 Auto Occupancy 1.2 1829 6215 8044 1.2 6643 3732 10375 Modes Split Split Total Auto 47% 860 2921 3781 57% 3787 2127 5914 Passenger 17% 311 1057 1367 15% 996 560 1556 Transit 30% 549 1865 2413 25% 1661 933 2594 Active Modes 6% 110 373 483 3% 199 112 311 Trip Gen 141 531 672 547 296 843 Modes Share 0.9 157 590 746 0.9 607 329 937 Auto Occupancy 1.2 188 708 895 1.2 728 395 1124 Modes Split Split N1 Auto 47% 88 333 421 57% 415 225 641 Passenger 17% 32 120 152 15% 109 59 169 Transit 30% 56 212 269 25% 182 99 281 Active Modes 6% 11 42 54 3% 22 12 34 Trip Gen 182 696 878 713 384 1096 Modes Share 0.9 202 773 975 0.9 792 426 1218 Auto Occupancy 1.2 242 928 1170 1.2 950 511 1462 Modes Split Split N2 Auto 47% 114 436 550 57% 542 291 833 Passenger 17% 41 158 199 15% 143 77 219 Transit 30% 73 278 351 25% 238 128 366 Active Modes 6% 15 56 70 3% 29 15 44 Trip Gen 31 93 124 104 61 165 Modes Share 0.9 34 104 138 0.9 116 67 183 Auto Occupancy 1.2 41 125 166 1.2 139 80 220 Modes Split Split N3 Auto 47% 19 59 78 57% 79 46 125 Passenger 17% 7 21 28 15% 21 12 33 Transit 30% 12 38 50 25% 35 20 55 Active Modes 6% 2 8 10 3% 4 2 7 Trip Gen 49 172 221 182 101 282 Modes Share 0.9 54 191 245 0.9 202 112 314 Auto Occupancy 1.2 65 229 294 1.2 242 134 377 Modes Split Split N4 Auto 47% 31 108 138 57% 138 76 215 Passenger 17% 11 39 50 15% 36 20 57 Transit 30% 20 69 88 25% 61 34 94 Active Modes 6% 4 14 18 3% 7 4 11 Trip Gen 33 115 147 121 67 188 Modes Share 0.9 36 127 164 0.9 135 75 209 Auto Occupancy 1.2 43 152 197 1.2 162 90 251 Modes Split Split N5 Auto 47% 20 71 93 57% 92 51 143 Passenger 17% 7 26 33 15% 24 14 38 Transit 30% 13 46 59 25% 41 23 63 Active Modes 6% 3 9 12 3% 5 3 8 Trip Gen 686 2188 2874 2395 1376 3771 Modes Share 0.9 762 2431 3194 0.9 2661 1529 4190 Auto Occupancy 1.2 914 2917 3833 1.2 3193 1835 5028 Modes Split Split S1 Auto 47% 430 1371 1802 57% 1820 1046 2866 Passenger 17% 155 496 652 15% 479 275 754 Transit 30% 274 875 1150 25% 798 459 1257 Active Modes 6% 55 175 230 3% 96 55 151 Trip Gen 124 428 552 455 254 710 Modes Share 0.9 138 476 614 0.9 506 283 789 Auto Occupancy 1.2 166 571 737 1.2 607 340 947 Modes Split Split S2 Auto 47% 78 268 346 57% 346 194 540 Passenger 17% 28 97 125 15% 91 51 142 Transit 30% 50 171 221 25% 152 85 237 Active Modes 6% 10 34 44 3% 18 10 28 Trip Gen 127 438 565 466 260 726 Modes Share 0.9 141 486 627 0.9 518 289 807 Auto Occupancy 1.2 169 583 752 1.2 622 347 968 Modes Split Split S3 Auto 47% 79 274 353 57% 355 198 552 Passenger 17% 29 99 128 15% 93 52 145 Transit 30% 51 175 226 25% 156 87 242 Active Modes 6% 10 35 45 3% 19 10 29 N1 N-S Art N-S Col E-W Col N2 N-S Art N-S Col E-W Col (N) E-W Col (S) Abbot St N3 E-W Col (N) E-W Col (S) N4 E-W Col (N) E-W Col (S) N5 E-W Col (N) E-W Col (S) N 50 50 0 35% N 50 40 0 10 0 35% N 50 50 35% N 85 15 35% N 0 100 35% S 50 50 0 5% S 80 0 5 15 0 5% S 50 50 5% S 85 15 5% S 85 15 5% E 30 70 0 55% E 20 50 0 30 0 55% E 50 50 55% E 0 100 55% E 0 100 55% W 70 25 5 5% W 50 0 10 10 30 5% W 50 50 5% W 0 100 5% W 50 50 5%

S1 N-S Art N-S Col E-W Col(S) Cope Col Shea Abbott S2 E-W Col (N) N E-W Col (N) S Cope (E) Cope (W) S3 TFD Access E-W Col (N) N E-W Col (N) S N-S Art N 40 25 15 10 10 0 35% N 65 0 35 0 35% N 55 40 0 5 35% S 0 80 0 10 10 0 5% S 0 60 15 15 5% S 25 0 65 10 5% E 25 35 15 15 0 0 55% E 10 15 65 0 55% E 85 15 0 0 55% W 35 0 0 0 30 35 5% W 0 35 0 65 5% W 0 50 50 5%

Hazeldean @ TFD Winchester @ TFD NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR N1 5% 35% 35% 55% 5% 55% N1 5% 5% N2 5% 4% 4% 32% 32% 55% 5% 55% N2 9% 9% N3 5% 76% 14% 76% 5% 14% N3 95% 95% N4 47% 14% 47% 30% 30% 14% N4 60% 60% N5 3% 76% 14% 76% 3% 14% N5 93% 93% S1 54% 14% 54% 23% 23% 33% 14% 33% S1 67% 67% S2 2% 76% 14% 76% 2% 14% S2 92% 92% S3 75% 14% 75% 14% S3 88% 88% 19% 407% 83% 0% 407% 119% 119% 143% 19% 83% 143% 0% 0% 509% 0% 0% 509% 0% 0% 0% 0% 0% 0% 0% AM PM Castlefrank @ TFD (Site Access) N 3% 2% 36.38% 35% 508.50% NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR S 2% 2% 3.94% 5% N1 5% 5% E 49% 43% 55.08% 55% N2 17% 0% 0% 9% 9% 17% W 2% 3% 5.25% 5% N3 3% 0% 0% 95% 95% 3% Internal 44% 50% N4 1% 0% 0% 60.25% 60% 1% N 66% 79% 47% N5 1% 0% 0% 93% 93% 1% S 4% S1 62% 62% 5% 5% E 26% 14% S2 55% 55% 37% 37% W 7% 3% S3 74% 74% 14% 14.00% 21% 197% 0% 0% 197% 312% 312% 0% 21% 0% 0% 0% Internal Intersection NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR N1 N2 0.25% 26% 0.25% 26% N3 3% 48% 3% 3% 48% 3% N4 4% 55.65% 4% 5% 5.00% 6.10% 6.10% 55.65% N5 5% 93% 2% 5% 93% 2% S1 5% 5% S2 37% 36.50% S3 14% 14.00% 8% 4% 191% 56% 4% 5% 5% 42% 8% 191% 42% 56%

Hazeldean @ TFD Winchester @ TFD NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR N1 4.418 0 0 0 31 116 183 17 0 49 N1 4.42 16.64 N2 21.808 15.266 0 4 36 137 240 6 0 63 N2 37.07 9.67 N3 2.9375 44.797 8.078125 15 0 0 0 1 3 0 N3 55.81 18.31 N4 0 50.048 14.799125 14 9 32 0 0 4 0 N4 64.85 18.41 N5 1.786 54.473 9.823 15 0 0 0 1 3 0 N5 66.08 18.69 S1 0 733.48 188.51113 230 98 312 452 0 59 142 S1 921.99 288.89 S2 4.6965 204.63 36.900875 59 0 0 0 1 11 0 S2 246.23 71.58 S3 0 204.14 37.676375 59 0 0 0 0 11 0 S3 241.81 70.10 BG 34 1202 271 0 367 164 566 875 25 83 253 0 BG 0 1507 0 0 475 0 0 0 0 0 0 0 S 2 105 25 0 30 9 32 0 1 7 0 0 S 0 131 0 0 37 0 0 0 0 0 0 0 T 36 1307 296 0 397 174 598 875 25 90 253 0 T 0 1638 0 0 512 0 0 0 0 0 0 0 AM PM Castlefrank @ TFD (Site Access) N 3% 2% 36.38% 35% NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR S 2% 2% 3.94% 5% N1 0 4.418 16.638 0 0 0 E 49% 43% 55.08% 55% N2 19.62015 0 0 9.6679 37.0736 75.238 W 2% 3% 5.25% 5% N3 0.48175 0 0 18.3065 55.8125 1.4688 Internal 44% 50% N4 0.229125 0 0 18.406375 64.847075 0.8072 N 66% 79% 47% N5 0.151575 0 0 18.69425 66.082 0.5358 S 4% S1 0 850.0138 266.34 22.55295 71.976975 0 E 26% 14% S2 0 148.274425 43.1061 28.4773 97.95505 0 W 7% 3% S3 0 203.452425 58.9768 11.1202 38.3614 0 BG 20 1206 0 0 385 90 301 0 77 0 0 0 S 0 0 0 0 0 37 131 0 1 0 0 0 T 20 1206 0 0 385 127 432 0 78 0 0 0 Internal Intersection NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR N1 0.00 0.00 0.00 0.00 0.00 N2 1.09 0.00 112.31 1.09 29.29 N3 1.47 9.15 0.48 1.47 9.15 0.48 N4 0.00 1.30 0.00 59.90 4.57 5.38 1.53 6.57 0.00 1.86 17.00 N5 3.57 66.08 1.43 3.57 18.69 0.40 S1 0.00 0.00 71.98 0.00 0.00 22.55 S2 0.00 97.96 0.00 0.00 28.48 0.00 S3 0.00 38.36 0.00 0.00 11.12 0.00 BG 3 0 145 0 0 0 0 185 3 49 52 0 S 4 1 66 60 5 5 2 8 4 19 2 17 T 6 1 212 60 5 5 2 193 6 67 55 17 N1 N-S Art N-S Col E-W Col N2 N-S Art N-S Col E-W Col (N) E-W Col (S) Abbot St N3 E-W Col (N) E-W Col (S) N4 E-W Col (N) E-W Col (S) N5 E-W Col (N) E-W Col (S) N 50 50 0 35% N 50 40 0 10 0 35% N 50 50 35% N 85 15 35% N 0 100 35% S 50 50 0 5% S 80 0 5 15 0 5% S 50 50 5% S 85 15 5% S 85 15 5% E 30 70 0 55% E 20 50 0 30 0 55% E 50 50 55% E 0 100 55% E 0 100 55% W 70 25 5 5% W 50 0 10 10 30 5% W 50 50 5% W 0 100 5% W 50 50 5%

Hazeldean @ TFD Winchester @ TFD NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR N1 20.748 0 0 0 145 79 124 11 0 228 N1 20.75 11.26 N2 14.564 10.194 0 19 171 92 160 27 0 298 N2 24.76 46.03 N3 2.28 34.77 6.27 60 0 0 0 4 11 0 N3 43.32 75.27 N4 0 35.517 10.50225 64 41 23 0 0 19 0 N4 46.02 83.11 N5 1.2825 39.116 7.05375 70 0 0 0 2 13 0 N5 47.45 85.41 S1 0 559.58 143.81813 974 414 238 345 0 250 601 S1 703.40 1223.96 S2 3.3915 147.77 26.6475 264 0 0 0 6 48 0 S2 177.81 317.45 S3 0 147.35 27.196125 264 0 0 0 0 49 0 S3 174.55 312.88 BG 41 900 204 0 1581 730 409 629 48 357 1127 0 BG 0 1145 0 0 1987 0 0 0 0 0 0 0 S 1 75 18 0 135 41 23 0 2 32 0 0 S 0 93 0 0 169 0 0 0 0 0 0 0 T 42 974 221 0 1716 771 431 629 51 389 1127 0 T 0 1238 0 0 2155 0 0 0 0 0 0 0 AM PM Castlefrank @ TFD (Site Access) N 3% 2% 36.38% 35% NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR S 2% 2% 3.94% 5% N1 0 20.748 11.2575 0 0 0 E 49% 43% 55.08% 55% N2 93.40875 0 0 46.0275 24.75795 50.244 W 2% 3% 5.25% 5% N3 1.98075 0 0 75.2685 43.32 1.14 Internal 44% 50% N4 1.03455 0 0 83.10885 46.01895 0.5729 N 66% 79% 47% N5 0.69255 0 0 85.4145 47.4525 0.3848 S 4% S1 0 648.489 1128.41 95.550525 54.912375 0 E 26% 14% S2 0 107.0745 191.159 126.28635 70.737 0 W 7% 3% S3 0 146.859075 263.246 49.6356 27.6906 0 BG 95 923 0 0 1594 393 221 0 51 0 0 0 S 2 0 0 0 0 169 93 0 1 0 0 0 T 97 923 0 0 1594 561 315 0 52 0 0 0 Internal Intersection NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR N1 0.00 0.00 0.00 0.00 0.00 N2 0.73 0.00 75.00 0.73 139.44 N3 1.14 37.63 1.98 1.14 37.63 1.98 N4 0.00 5.86 0.00 42.51 3.25 3.82 6.90 4.66 0.00 8.41 76.76 N5 2.57 47.45 1.03 2.57 85.41 1.85 S1 0.00 0.00 54.91 0.00 0.00 95.55 S2 0.00 70.74 0.00 0.00 126.29 0.00 S3 0.00 27.69 0.00 0.00 49.64 0.00 BG 2 0 136 0 0 0 0 132 2 214 237 0 S 3 6 47 43 3 4 7 6 3 85 10 77 T 4 6 184 43 3 4 7 138 4 299 247 77