April 2018 Graydon Banning Ltd. / Martilliac Estates Inc.

TIS Report Graydon Banning/Martillac Estates

Graydon Banning/Martillac Estates

TIS Report

prepared for: Graydon Banning Ltd. 433 Steeles Avenue East, Suite 110 Milton, ON L9T 8Z4

Martillac Estates Inc. 1681 Langstaff Road, Unit 1 Vaughan, ON L4K 5T3

prepared by:

1223 Michael Street North Suite 100 Ottawa, ON K1J 7T2

April 19, 2018

476281 – 01000

TABLE OF CONTENTS

1. INTRODUCTION ...... 1 2. EXISTING CONDITIONS ...... 3 2.1. AREA ROAD NETWORK ...... 3 2.2. PEDESTRIAN/CYCLING NETWORK ...... 3 2.3. TRANSIT NETWORK ...... 5 2.4. EXISTING STUDY AREA INTERSECTION ...... 5 2.5. EXISTING INTERSECTION VOLUMES ...... 6 3. PLANNED CONDITIONS ...... 7 3.1. PLANNED STUDY AREA TRANSPORTATION NETWORK CHANGES ...... 7 3.1.1. Dundas Street West BRT Environmental Assessment ...... 8 3.2. OTHER AREA DEVELOPMENTS ...... 8 4. BACKGROUND NETWORK TRAFFIC ...... 12 4.1. WILLIAM HALTON PARKWAY EA VOLUMES ...... 12 4.2. GENERAL BACKGROUND GROWTH RATES ...... 12 5. DEMAND FORECASTING ...... 16 5.1. SITE TRIP GENERATION ...... 16 5.2. VEHICLE TRAFFIC DISTRIBUTION AND ASSIGNMENT ...... 18 6. FUTURE TOTAL DEMAND ...... 19 6.1. FUTURE TOTAL 2020 ...... 22 6.2. FUTURE TOTAL 2025 ...... 24 7. DRAFT PLAN OF SUBDIVISION REVIEW ...... 26 7.1. ROAD RIGHT OF WAY ...... 26 7.1.1. Fourth line extension ...... 26 7.1.2. East-West Street C ...... 26 7.2. INTERSECTION REQUIREMENTS ...... 27 7.2.1. Dundas Street Intersections ...... 27 7.2.2. William Halton Parkway Intersections ...... 28 7.3. TRANSIT FACILITIES PLAN ...... 29 8. INTERIM DEVELOPMENT PLAN ...... 31 8.1. DEVELOPMENT TIMING ...... 31 9. CONCLUSIONS ...... 33

Graydon Banning/Martillac Estates – Transportation Impact Study i

LIST OF FIGURES Figure 1: Local Context ...... 1 Figure 2: Draft Plan of Subdivision ...... 2 Figure 3: Pedestrian Network ...... 3 Figure 4: Cycle Network ...... 4 Figure 5: Area Transit Network ...... 5 Figure 6: Existing Peak Hour Traffic Volumes ...... 6 Figure 7: Road Network-2031 Transportation System ...... 8 Figure 8: Future Employment Lands 2020 ...... 9 Figure 9: Future Employment Lands 2025 ...... 10 Figure 10: 2135 Dundas St. West ...... 11 Figure 11: 2020 Future Background Traffic Volumes ...... 13 Figure 12: 2025 Future Background Traffic Volumes ...... 14 Figure 13: Site Traffic - 2020 ...... 18 Figure 14: Site Traffic - 2025 ...... 19 Figure 15: 2020 Total Future Traffic Volumes ...... 20 Figure 16: 2025 Total Future Traffic Volumes ...... 21 Figure 17: Dundas Street West Redirected Traffic ...... 22 Figure 18: Dundas Street West at Proudfoot Trail - Future Intersection Configuration ...... 27 Figure 19: Dundas Street West at Fourth Line - Ultimate Intersection Configuration ...... 27 Figure 20: Proudfoot Trail at William Halton Parkway - Future Intersection Configuration ...... 28 Figure 21: William Halton Parkway at Fourth Line - Future Intersection Configuration ...... 29 Figure 22: Transit Facilities Plan ...... 30 Figure 23: Interim Development Plan ...... 32

LIST OF TABLES Table 1: Existing Conditions...... 7 Table 2: Employment Lands Gross Floor Area Calculations ...... 9 Table 3: EA Exhibit 7-1 ...... 12 Table 4: 2020 Future Background Conditions ...... 15 Table 5: 2025 Future Background Conditions ...... 16 Table 6: Proposed Land Uses (Graydon Banning and Martillac Estates) ...... 16 Table 7: Proposed Land Uses (CHWO) ...... 17 Table 8: Existing Mode Share (Oakville) ...... 17 Table 9: Projected Mode Share (Dundas Urban Core) ...... 17 Table 10: Total Vehicle Site Trip Generation ...... 17 Table 11: Traffic Distribution ...... 18 Table 12: 2020 Future Total Conditions ...... 23 Table 13: 2025 Future Total Conditions ...... 24

LIST OF APPENDICES APPENDIX A – INTERSECTION TURNING MOVEMENT COUNTS APPENDIX B – EXISTING SYNCHRO (V9) ANALYSIS REPORTS APPENDIX C – TRAFFIC SIGNAL TIMING PLANS APPENDIX D – FUTURE BACKGROUND 2020 SYNCHRO (V9) ANALYSIS REPORTS APPENDIX E – FUTURE BACKGROUND 2025 SYNCHRO (V9) ANALYSIS REPORTS APPENDIX F – TRIP GENERATION APPENDIX G – TRIP DISTRIBUTION APPENDIX H – FUTURE TOTAL 2020 SYNCHRO (V9) ANALYSIS REPORTS APPENDIX I – FUTURE TOTAL 2025 SYNCHRO (V9) ANALYSIS REPORTS APPENDIX J – SIGNAL WARRANTS

Graydon Banning/Martillac Estates – Transportation Impact Study ii Transportation Impact Study

1. INTRODUCTION Graydon Banning Ltd. and Martillac Estates Inc. are proposing a residential development at 1357 Dundas Street West and 1359 Dundas Street West. A total of 1152 units, comprised of 1310 Apartments, 309 Townhouses and 133 Detached homes are proposed for the subject development. It has been assumed, for the purposes of this analysis, that 710 apartment units and all of the townhouse and detached homes would be constructed by 2020 and a further 600 apartments would be built beyond 2020, assumed to be constructed by the 2025 horizon. These timelines have been used for this analysis, but small deviations in the build out horizons will not impact the validity of the analysis contained in this report.

The site is currently vacant fields. To the east side of the development is 1303 Dundas Street West, currently the site of the CHWO radio towers. It is not currently contemplated for immediate development; however, this land is designated in the North Oakville Secondary Plan and is anticipated that the lands could be built-out and therefore plans have been created to consider the subdivision both with and without the roadway connections through 1303 Dundas Street West. While the timing is unknown, it has been assumed for the purposes of this analysis that the CHWO lands would be developed by the 2025 horizon. The local context of the site is provided as Figure 1 and the proposed Site Plan is provided as Figure 2. The site is currently zoned Existing Development (ED) as per North Oakville Zoning By-Law 2009-189.

Figure 1: Local Context

Aerial Retrieved on: March 27, 2018. From https://www.google.com/maps

Graydon Banning/Martillac Estates – Transportation Impact Study 1 Graydon Banning Unit Count Unit Land Use Figure 2: Site Plan Count

Apartments 270

Condo Lane-Based Townhouses 71

Freehold Lane-Based Townhouses 111

Townhouses 44

34' Singles 28

38' Singles 15

45' Singles 43

50' Singles 41

Total 623

Martillac Unit Land Use Count

Freehold Lane-Based Townhouses 60

Townhouses 97

SIXTEEN MILE CREEK Single Detached 7

Total 164

GLENORCHY CONSERVATION AREA NHS

STREET "J"

17

17

STREET "L"

STREET "J"

STREET "I" Residential Village Square High Density Block 0.50 ha 2.64 ha 17 STREET "J" Density 50-181 UPH

17 STREET "K" Unit Count ±135 - 500 Units

17 GRAYDON BANNING 11

17 17 STREET "H" 11 17 LANE "D" 11 11

ST. "I" 35 LANE "E" 17 Potential Right in - right out access 35 PARKWAY WILLIAM HALTON 19

4 UNITS (Potential 16 Townhouse Units) 22 Neighbourhood LANE "C" 5 UNITS STREET "G" Centre 6 UNITS 6 Units 1.40 ha 11 7 UNITS (± 210 7.5

17 STREET "F" 8 UNITS Apartment Units) 7 UNITS 7.5 7 UNITS 4 UNITS

8 UNITS

7 UNITS 5 UNITS

STREET "D"

Townhouse Units)

7.5 (Potential 7

17 STREET "E" MARTILLAC 7 UNITS Temporary Road Access NHS 7.5 8 UNITS 6 UNITS

7 UNITS

22 8 UNITS 7 UNITS

Townhouse Units)

(Potential 7

1 17 STREET "C" STREET "C" 22 8 UNITS Village Square 0.46 ha 8 UNITS PROPOSED HEALTH SCIENCE AND TECHNOLOGY STREET "M" DISTRICT SWM Pond

1.72 ha. STREET "B" STREET NHS Dundas Urban Core 22 2.14 ha

Employment Employment Lands Lands

DUNDAS STREET WEST

Neighbourhood 14 Unit Count and Population Estimates Neighbourhood 14 GRAYDON BANNING** MARTILLAC TOTALS Approx. Approx. Total Housing Type Approx. Approx. Total Unit Unit Count Population Unit Count Population Count Population * Apartments 270 494 0 0 270 494 NTS COMPOSITE Lane-Based Townhouses 182 464 60 153 242 617 April 20, 2018 Freehold Townhouses 40 102 97 137 349 LOTTED PLAN 247 Drawn By: KC Checked By: SP Condo Townhouses 4 10 0 0 4 10 Singles 127 442 7 24 134 466 Total 623 1512 164 424 787 1936 Without Prejudice Note: *Approximate population count based on Town of Oakville's 2013 DC Background Study (low density - 3.48ppu, medium density - 2.55ppu, high density - 1.83ppu) 206-277 Lakeshore Road East Secondary Plan requires a minimum of 800 units and approximately 2000 people Oakville, Ontario L6J 1H9 T: 905-257-0227 ** Reflects Minimum Unit Count of 135 (60 Apartments, 75 Townhouses) for the High Density Block adjacent to Sixteen Mile Creek [email protected]

S:\Korsiak & Company\MATTAMY\North Oakville\Graydon Banning\Composite plan\Apr 18\Neighbourhood 14 Composite - Lotted Plan - Apr 20 18.dwg 2. EXISTING CONDITIONS

2.1. AREA ROAD NETWORK

Dundas Street West is an east-west regional arterial roadway, which extends east into Peel Region, and to the west it continues through the City of Hamilton. The cross section within the study area is divided with three travel lanes in each direction and includes sidewalks, and Multi-Use Pathways (MUP) that transition into cycle tracks. The posted speed limit within the study area is 60 km/h. As per the Regional of Halton TIS Guidelines, no load reductions are in place at this time for this section of roadway.

Fourth Line within the study area local roadway that provides access to properties south of Dundas Street West and the Lions Valley Park, where it ends in a cul-de-sac. The cross-section includes one travel lane in either direction. The roadway has no posted speed limit and therefore the default speed limit of 50km/h applies. As per the Regional of Halton TIS Guidelines, no load reductions are in place at this time for this section of roadway.

Proudfoot Trail is a north-south major collector roadway, which extends south from Dundas Street West through to Westoak Trails Boulevard. Within the study area the cross-section consists of a divided road with one travel lane in either direction, sidewalks on both sides of the roadway and cycle lanes in either direction. As per the Regional of Halton TIS Guidelines, no load reductions are in place at this time for this section of roadway.

William Halton Parkway is a new east-west regional roadway (the portion up to Third Line was completed in 2015) that will extend through the proposed development. The current limits of William Halton Parkway are Bronte Road in the west to Third Line in the east. The existing cross-section is composed of two travel lanes in either direction, and the posted speed of the road is 60km/h. The future cross-section will include two travel lanes in either direction, and auxiliary lanes at the intersections, as needed.

2.2. PEDESTRIAN/CYCLING NETWORK

Sidewalk facilities in the vicinity of the site are provided along both sides of Dundas Street West, the east side of Proudfoot Trial, and the south sides of Fourth Line. Figure 3, Below displays the local pedestrian network within the surrounding area. Figure 3: Pedestrian Network

LEGEND: Multi-Use Pathway/Trail Sidewalk

Aerial Retrieved on: March 27, 2018. From https://www.google.com/maps

Graydon Banning/Martillac Estates – Transportation Impact Study 3

The Oakville Active Transportation Master Plan includes Multi-use pathways on either side of Dundas Street West, Proudfoot Trail is described to have cycle lanes and east of the proposed site along Sixteen Mile Creek a signed bike route. Currently cyclists operate by using the Multi-Use Pathways along Dundas Street West., Cycle lanes on Proudfoot Trail and trails provided through Lions Valley Park south of the site. Figure 4 below, shows the Existing Network based off Oakville Mapping. Figure 4: Cycle Network

Retrieved on: March 6, 2018. From https://maps.oakville.ca/gxmaps/

Graydon Banning/Martillac Estates – Transportation Impact Study 4

2.3. TRANSIT NETWORK

Transit service within the vicinity of the site is currently provided by Oakville Transit Route: #5. Bus stops are located along the site frontage of Dundas Street, on either side of the roadway. Route 5 is a regular service route and operates on 30- minute periods. Figure 5, illustrates the local transit map. Figure 5: Area Transit Network

SITE

Retrieved on: March 28, 2018. From http://www.oakvilletransit.ca/docs/ot-system-map-2018-march.pdf

2.4. EXISTING STUDY AREA INTERSECTION

Dundas Street West/Proudfoot Trail The Dundas Street West/Proudfoot Trail intersection is a signalized T intersection. The westbound approach consists of an auxiliary left-turn lane, three through lanes and a right-turn lane. The eastbound approach is composed of three through lanes and an auxiliary left-turn lane. The northbound approaches consist of a right-turn lane and a left-turn lane. All movements are permitted at this location. It is noted that the westbound approach has been constructed with an auxiliary left-turn lane for future connection on the north side of Dundas Street West (with approximately 120m of Storage length).

Graydon Banning/Martillac Estates – Transportation Impact Study 5

Dundas Street West/Fourth Line The Dundas Street West/Fourth Line intersection is a signalized T intersection. The eastbound consists of two through lanes and a shared through/right-turn lane. The westbound approach consists of a three through lanes and an auxiliary left-turn lane. The northbound approach consists of a left-turn lane and right-turn lane. All movements are permitted at this location. It is noted that the westbound approach has been constructed with an auxiliary left-turn lane for

future connection on the north side of Dundas Street W. (with approximately 55m of Storage length)

2.5. EXISTING INTERSECTION VOLUMES

The counts for Proudfoot Trail, and Fourth Line are the most recent weekday morning and afternoon peak hour traffic volumes obtained from Halton Region. The full traffic counts are provided in Appendix A. Figure 6: Existing Peak Hour Traffic Volumes

Table 1 below, summarizes the operational analysis of the existing study area intersections using SYNCHRO (V9) traffic analysis. The detailed model output of the existing conditions is provided within Appendix B. The Synchro model has been coded using: North Oakville, Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies – Section 3.8.2, and the existing signal timing plans. Signal timing cards are included in Appendix C.

Graydon Banning/Martillac Estates – Transportation Impact Study 6 Table 1: Existing Conditions

AM Peak Hour PM Peak Hour Approach / Intersection Delay Queue Delay Queue Movement LOS1 V/C LOS1 V/C (s) (m)2 (s) (m) 2 EB T/R C 0.80 6 76 A 0.51 9 m194 Dundas Street L A 0.38 70 7 A 0.37 71 6 West/Fourth Line WB T A 0.47 2 41 C 0.71 4 98 (Signalized) L A 0.11 53 9 A 0.14 53 10 NB R A 0.01 52 7 A 0.01 52 5 Overall C 0.75 5 - B 0.70 6 - T D 0.86 19 #295 E 0.95 47 #187 EB R A 0.05 7 10 A 0.09 23 14 Dundas Street L B 0.67 42 39 C 0.73 27 126 West/Proudfoot WB T A 0.49 5 86 B 0.62 3 49 Trail (Signalized) L A 0.27 45 26 A 0.32 50 27 NB R A 0.55 49 48 A 0.12 48 20 Overall C 0.79 17 - C 0.78 23 - L=Left Turn Movement(s); T=Through Movement(s); R=Right Turn Movement(s) # - 95TH Percentile volume exceeds capacity, queue may be longer m - Volume for 95th percentile queue is metered by upstream signal. 1 – Level of Service based on v/c ratio as per the City of Ottawa TIA Guidelines 2 – 95th Percentile queue

As shown in the table above, intersections located within the study area generally operate within acceptable operational thresholds. The Dundas Street West/Proudfoot Trial intersection currently operates with an overall LOS ‘B’ and v/c of 0.63 during both the AM and PM peak periods. The Dundas Street West/Fourth Line Intersection It is noted that the eastbound through movement queues at Dundas Street West/Proudfoot Trail are greater than 295m during the AM peak and longer than 187m in the PM peak, blocking the adjacent turning lanes. However, this is not an uncommon condition on an arterial road during the peak hours, therefore no mitigation is recommended at this time.

3. PLANNED CONDITIONS

3.1. PLANNED STUDY AREA TRANSPORTATION NETWORK CHANGES

A notable transportation network change within the study area is the William Halton Parkway per the 2011 TMP - 2031 Transportation System. The extension is a proposed new four lane road between Bronte Road and Neyagawa Boulevard. It is also noted that the next phase of the William Halton Parkway extension is currently in the design stages and is anticipated to be completed by early 2020. The new segment will extend from the east edge of the proposed site through to Neyagawa Boulevard. Figure 7 displays the 2011 TMP - 2031 Transportation System network changes for the local area.

Graydon Banning/Martillac Estates – Transportation Impact Study 7

Figure 7: Road Network-2031 Transportation System

3.1.1. DUNDAS STREET WEST BRT ENVIRONMENTAL ASSESSMENT

Halton Region has undertaken an Environmental Assessment considering the implementation of a Bus Rapid Transit (BRT) lanes along the Dundas Street West corridor. This will reduce the number of lanes from three to two lanes in both east and west directions. It has been assumed that this would be implemented by the 2025 horizon year of this study and the traffic projections and operational analysis will reflect this.

3.2. OTHER AREA DEVELOPMENTS

The Town of Oakville’s Development and Site Plan Applications webtool has been used to determine if there are proposed developments within the area of influence of the proposed development. It was determined that there are several proposed developments:

Oakville Green Life Sciences and Technology District Oakville Green Developments Inc. is proposing a mixed-use development, fronting on Third Line extending east to nearly Proudfoot Trail. The development is proposed to include office, commercial, residential, assisted living, hotel, conference, and ancillary land uses. This development is expected to employ a total of 12,000 people and house more than 3000 people at full build out.

Through communication with Town of Oakville Transportation Staff, it is understood that the plan for this property is ongoing and subject to change. As a result, this study will consider the Official Plan maximum developable land, based on the existing zoning for the proposed site. It has been assumed that the area would be 25% developed by 2020 and 50% by 2025. Table 2 below documents the assumptions used to determine the overall trip generation of the adjacent lands. It is assumed that the projections for Dundas Street and William Halton Parkway account for the traffic that would be generated by the employment zone contemplated in the Official Plan. However, to determine the impact of the adjacent development on the proposed development 15% of the traffic from the employment lands would travel through the proposed development. Figure 8 illustrates the projected traffic on the proposed developments streets.

Graydon Banning/Martillac Estates – Transportation Impact Study 8

Table 2: Employment Lands Gross Floor Area Calculations

Factor Variable

Gross Land Area 1,245,384.40 sq. ft. Net Land Factor 80% Net usable land 996307.52 sq. ft. FSI 3.0 Gross Floor Area 2,988,922.56 sq. ft. Build out by 2020 25% GFA (2020) 747,230.64 sq. ft. Build out by 2025 50% GFA (2025) 1,494,461.28 sq. ft.

2135 Dundas St. West All Seniors Care Acquisitions Ltd is constructing a development on Dundas Street West, west of Hospital Gate. This development is composed of a Four and six storey building comprised of 98 assisted living units and 84 total care units together with other common areas (total of 182 units).

To account for the additional traffic generated by the area developments the volumes presented in Figure 8, Figure 9 and Figure 10.

Figure 8: Future Employment Lands 2020

Graydon Banning/Martillac Estates – Transportation Impact Study 9

Figure 9: Future Employment Lands 2025

Graydon Banning/Martillac Estates – Transportation Impact Study 10

Figure 10: 2135 Dundas St. West

Graydon Banning/Martillac Estates – Transportation Impact Study 11

4. BACKGROUND NETWORK TRAFFIC

4.1. WILLIAM HALTON PARKWAY EA VOLUMES

To estimate the projected volumes that will be using the new William Halton Parkway connection, volumes have been taken from: “New North Oakville Transportation Corridor and Crossing of Sixteen Mile Creek Class EA Study”, Exhibit 7-1: 2021 Traffic Volumes for the NNOTC. These volumes can be seen in Figure 11 and Figure 12 for the eastbound and westbound movements along the William Halton Parkway. Table 3, below displays the volumes used in our study along William Halton Parkway. Table 3: EA Exhibit 7-1 NNOTC Location 2021 PM Peak Hour Volume Eastbound Westbound Total East of 3rd Line 1,122 1,139 2,261

The EA only provided PM peak hour volumes. To approximate AM peak hour volumes the direction of the PM volumes was reversed to reflect the typical directional reversal that occurs between AM and PM peak hours. Next, the Dundas Street West volumes were examined to determine the ratio between the AM peak hour volumes and the PM peak hour volumes. it was determined that the total intersection volume was approximately the same in the AM and PM peak hours. Therefore, the AM volumes were taken as the PM volumes with the directions reversed.

4.2. GENERAL BACKGROUND GROWTH RATES

To estimate traffic growth beyond the study area a background growth rate of 3%/annum has been applied to the eastbound and westbound volumes along Dundas Street West were added to the 2020 and 2025 background growth. Figure 11 and Figure 12 show the future background traffic volumes for the 2020 and 2025 future background traffic volumes, respectively.

Graydon Banning/Martillac Estates – Transportation Impact Study 12

Figure 11: 2020 Future Background Traffic Volumes

Graydon Banning/Martillac Estates – Transportation Impact Study 13 Figure 12: 2025 Future Background Traffic Volumes

Table 4 below, summarizes the operational analysis of the future background intersections using SYNCHRO (V9) traffic analysis. The detailed model output of projected 2020 background conditions is provided within Appendix D. The Synchro model has been coded using: North Oakville, Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies – Section 3.8.2 and the existing signal timing plans. Signal timing cards are included in Appendix C.

Graydon Banning/Martillac Estates – Transportation Impact Study 14

Table 4: 2020 Future Background Conditions

AM Peak Hour PM Peak Hour Approach / Intersection Delay Queue Delay Queue Movement LOS1 V/C LOS1 V/C (s) (m)2 (s) (m) 2 EB T/R D 0.90 13 m127 A 0.57 11 m196 Dundas Street L A 0.43 72 7 A 0.38 70 7 West/Fourth Line WB T A 0.52 2 50 C 0.80 5 139 (Signalized) L A 0.12 53 9 A 0.16 53 11 NB R A 0.01 52 8 A 0.01 52 5 Overall D 0.84 9 - B 0.63 4 - T F 1.03 48 #388 F 1.07 79 #229 EB R A 0.06 9 14 A 0.10 23 17 Dundas Street L B 0.70 52 47 D 0.83 31 #176 West/Proudfoot WB T A 0.58 7 96 B 0.70 3 59 Trail (Signalized) L A 0.25 42 26 A 0.35 50 29 NB R B 0.67 51 62 A 0.13 48 21 Overall E 0.92 34 - D 0.88 35 - L=Left Turn Movement(s); T=Through Movement(s); R=Right Turn Movement(s) # - 95TH Percentile volume exceeds capacity, queue may be longer m - Volume for 95th percentile queue is metered by upstream signal. 1 – Level of Service based on v/c ratio as per the City of Ottawa TIA Guidelines 2 – 95th Percentile queue

As shown in the table above, the study area intersections generally operate within acceptable operational thresholds. It was noted that eastbound through movements at Proudfoot Trial/Dundas Street West are expected to operate over capacity with a v/c of 1.03 in the AM and 1.07 in the PM. Given the conservative background growth (3%/annum) the high east-west volumes observed in the turning movement counts are further increased, causing the through movement to be projected to operate over capacity.

Table 5 below, summarizes the operational analysis of the 2025 background study area intersections using SYNCHRO (V9) traffic analysis. The detailed model output of projected 2025 background conditions is provided within Appendix E. The Synchro model has been coded using: North Oakville, Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies – Section 3.8.2 and the existing signal timing plans. Signal timing cards are included in Appendix C.

Graydon Banning/Martillac Estates – Transportation Impact Study 15

Table 5: 2025 Future Background Conditions

AM Peak Hour PM Peak Hour Approach / Intersection Delay Queue Delay Queue Movement LOS1 V/C LOS1 V/C (s) (m)2 (s) (m) 2 EB T/R F 1.50 252 m284 E 0.93 34 m191 Dundas Street L A 0.48 75 8 A 0.43 72 7 WB West/Fourth Line T D 0.87 8 195 F 1.31 150 #658 (Signalized) L A 0.14 53 10 A 0.18 54 12 NB R A 0.01 52 8 A 0.01 52 6 Overall F 1.37 158 - F 1.27 103 - T F 2.12 538 #732 F 1.94 465 #493 EB R A 0.06 16 9 A 0.13 26 19 Dundas Street L E 0.99 81 m#42 E 0.92 31 m86 West/Proudfoot WB T F 1.20 123 #411 F 1.22 108 m#346 Trail (Signalized) L A 0.21 29 29 A 0.44 50 32 NB R E 0.97 76 #171 A 0.15 49 22 Overall F 1.62 333 - F 1.41 223 - L=Left Turn Movement(s); T=Through Movement(s); R=Right Turn Movement(s) # - 95TH Percentile volume exceeds capacity, queue may be longer m - Volume for 95th percentile queue is metered by upstream signal. 1 – Level of Service based on v/c ratio as per the City of Ottawa TIA Guidelines 2 – 95th Percentile queue

It is anticipated that by 2025 the Dundas Street West Bus Rapid Transit (BRT) Facility will be operational. This will reduce the number of east-west through lanes from three in each direction to two lanes each way, reducing the capacity along Dundas Street West and causing the overall V/C for both signalized intersections along Dundas Street West to exceed 1.0. This is further exacerbated by the 3% / annum growth that has been applied along Dundas Street to account for background growth. Additionally, it is the intent that a BRT Facility would reduce the number of vehicles on the road network and therefore improving the operations at the intersections along Dundas Street West.

5. DEMAND FORECASTING

5.1. SITE TRIP GENERATION

The number of vehicle trips has been estimated, based on the proposed land uses, to project the impact of the proposed development on the surrounding road network.

Table 6 documents the proposed land uses, the ITE Land Use Codes, and the proposed unit counts for the Graydon Banning and Martillac Estates proposal. Table 6: Proposed Land Uses (Graydon Banning and Martillac Estates)

Land Use Data Source Independent Variable

Single Family Homes ITE 210 133 units Residential Condominium / Townhouse ITE 220 309 units Apartment ITE 221 1,310 units

Table 7 documents the proposed land uses, the ITE Land Use Codes, and the proposed unit counts for the future CHWO lands.

Graydon Banning/Martillac Estates – Transportation Impact Study 16 Table 7: Proposed Land Uses (CHWO)

Land Use Data Source Independent Variable

Single Family Homes ITE 210 35 units Residential Condominium / Townhouse ITE 220 80 units Apartment ITE 221 120 units

The ITE Land Use Codes and independent variables described above were used to develop the baseline automobile trip generation. The baseline automobile trip generation is multiplied by 1.30 to estimate the number of peak hour person trips that could be generated by the proposed development. The Travel Tomorrow Survey (TTS) was reviewed to determine the mode share characteristics of the subject area, specifically, the Oakville area.

Table 8 documents the mode share based on the TTS. For the future Dundas Urban Core areas, a modified mode share is proposed, with a higher transit mode share, to reflect the ease of access to the future Bus Rapid Transit along Dundas Street West. Table 9 summarizes the future Dundas Urban Core mode share.

Table 8: Existing Mode Share (Oakville)

Travel Mode Mode Share

Auto Driver 70% Auto Passenger 10% Transit 10% Non-Motorized 10% Total Person Trips 100%

Table 9: Projected Mode Share (Dundas Urban Core)

Travel Mode Mode Share

Auto Driver 60% Auto Passenger 10% Transit 20% Non-Motorized 10% Total Person Trips 100%

Using the above mode shares and the ITE Trip Generation Manual, 10th Edition trip generation rates the net new auto trips projected to be generated by the proposed development are summarized in Table 10 below. A detailed breakdown of the trip generation is included in Appendix F. Table 10: Total Vehicle Site Trip Generation

AM Peak (veh/hr) PM Peak (veh/hr) Travel Mode In Out Total In Out Total Single-Family Detached Housing Trip Generation 22 67 89 72 44 116 Residential Condominium/Townhouse Trip Generation 30 102 132 102 62 164 Apartment Trip Generation 85 262 347 264 172 436 Total 137 431 568 438 278 716

Graydon Banning/Martillac Estates – Transportation Impact Study 17

5.2. VEHICLE TRAFFIC DISTRIBUTION AND ASSIGNMENT

The vehicle traffic distribution and assignment were developed using the Travel Tomorrow Survey results. The resultant distribution is outlined in Table 11. Table 11: Traffic Distribution

To/From Percentage

North 50% South 20% East 25% West 5% Total 100%

The new site generated trips were assigned to the study area intersections using the above distributions, the existing turning movement patterns and the proposed access locations. Additional trip distribution information has been included in Appendix G.

Figure 13 shows the Graydon Banning and Martillac Estates site trip generated traffic volumes for 2020, without the CHWO lands, and the Fourth Line extension connection to Dundas Street West.

Figure 14 shows the site generated traffic for 2025 including the CHWO lands, with the connection of Fourth Line from Dundas Street to William Halton Parkway. Figure 13: Site Traffic - 2020

Graydon Banning/Martillac Estates – Transportation Impact Study 18

Figure 14: Site Traffic - 2025

6. FUTURE TOTAL DEMAND To assess the impact that the development will have on the local network, the site generated volumes are applied to the 2020 and 2025 future background projections. Figure 15 and Figure 16 show the projected traffic volumes for the 2020 and 2025 future total future traffic volumes, respectively.

Graydon Banning/Martillac Estates – Transportation Impact Study 19

Figure 15: 2020 Total Future Traffic Volumes

Graydon Banning/Martillac Estates – Transportation Impact Study 20 Figure 16: 2025 Total Future Traffic Volumes

Using the above volumes and the Synchro analysis, it was determined that the Dundas Street West corridor would be over capacity. This is due to two factors, which are the background growth along Dundas Street West, and a reduction of one lane each way to accommodate the future Bus Rapid Transit curb side lanes. As a result, a large imbalance between the amount of traffic projected on Dundas Street West, when compared to the amount of traffic on William Halton Parkway, was noted. Traffic will naturally redirect to where capacity is available. To reflect this, traffic volumes have been moved, in the traffic model, from Dundas Street West to William Halton Parkway. Traffic volumes on William Halton Parkway were increased until the V/C ratio on the through movements reached approximately 0.99, indicating that those intersections would be at or approaching capacity. The same amount of traffic was then removed from Dundas Street West. It was

Graydon Banning/Martillac Estates – Transportation Impact Study 21

assumed that the majority of traffic redirecting from Dundas Street West to William Halton Parkway, would use routes beyond the study area. To account for some traffic moving through the development 5% of the redirected traffic was assumed to pass through the development to use the alternate route. Figure 17 below illustrates the redirected traffic. Figure 17: Dundas Street West Redirected Traffic

6.1. FUTURE TOTAL 2020

Table 12 below, summarizes the operational analysis of the 2020 future total study area intersections using SYNCHRO (V9) traffic analysis. The detailed model output of projected 2020 future total conditions is provided within Appendix H. The Synchro model has been coded using: North Oakville, Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies – Section 3.8.2 and the existing signal timing plans. Signal timing cards are included in Appendix C.

Graydon Banning/Martillac Estates – Transportation Impact Study 22

Table 12: 2020 Future Total Conditions

AM Peak Hour PM Peak Hour Approach / Intersection Delay Queue Delay Queue Movement LOS1 V/C LOS1 V/C (s) (m)2 (s) (m) 2 EB T/R D 0.90 23 m275.7 A 0.58 10 m40.1 Dundas Street L A 0.43 72 7 A 0.38 70 7 WB West/Fourth Line T A 0.52 2 50 D 0.81 5 142 (Signalized) L A 0.12 53 9 A 0.15 54 11 NB R A 0.01 52 8 A 0.01 52 5 Overall D 0.85 15 - C 0.79 8 - L A 0.15 15 5 A 0.36 35 12 EB T F 1.22 133 #366.7 F 1.15 113 #238.5 R A 0.05 14 7 A 0.07 25 10 L C 0.78 47 #59.2 D 0.83 42 #180.1 Dundas Street WB T C 0.79 30 #209.3 D 0.86 15 #202.5 West/Proudfoot Trail (Signalized) R A 0.02 12 m1.6 A 0.03 10 m0.3 L/T A 0.25 33 30 A 0.50 50 35 NB R D 0.90 64 #129.2 A 0.13 48 20 L A 0.14 32 17 A 0.30 47 21 SB T/R A 0.08 31 14 A 0.13 45 17 Overall F 1.07 85 - E 0.91 54 - L A 0.01 6 1 A 0.04 6 3 EB T A 0.52 10 95 A 0.54 10 105 R A 0.00 6 0 A 0.01 6 0 L A 0.39 3 1 A 0.36 10 12 William Halton WB T A 0.45 3 15 A 0.45 4 56 Parkway/Proudfoot Trail (Signalized) R A 0.01 2 m0.2 A 0.03 2 m2.3 L A 0.08 48 8 A 0.05 47 6 NB T/R A 0.10 48 17 A 0.26 49 27 L A 0.30 50 19 A 0.41 53 14 SB T/R A 0.15 48 16 A 0.09 47 12 Overall A 0.49 9 - A 0.52 11 - L A 0.09 3 m2.4 A 0.29 3 0 EB T A 0.48 4 58 A 0.49 2 2 T A 0.49 4 65 A 0.48 3 55 William Halton WB R A 0.02 2 2 A 0.05 2 3 Parkway/Fourth L A 0.00 0 0 A 0.00 0 0 Line (Signalized) NB T A 0.02 46 0 A 0.01 48 0 L A 0.47 51 31 A 0.34 51 23 SB T/R A 0.05 46 7 A 0.03 48 0 Overall A 0.49 7 - A 0.47 5 - Proudfoot Trail EB L/T A 0.01 0 0 A 0.06 0 0 ‘Street B’/Street C WB T/R A 0.08 7 2 A 0.06 8 1 (Unsignalized) NB L/R B 0.09 10 2 A 0.14 9 4 Proudfoot Trail EB T/R A 0.03 7 1 A 0.11 7 3 ‘Street D’/Street C WB L/T A 0.01 0 0 A 0.01 0 0 (Unsignalized) SB L/R A 0.18 9 5 B 0.14 10 4 L=Left Turn Movement(s); T=Through Movement(s); R=Right Turn Movement(s) # - 95TH Percentile volume exceeds capacity, queue may be longer m - Volume for 95th percentile queue is metered by upstream signal. 1 – Level of Service based on v/c ratio as per the City of Ottawa TIA Guidelines 2 – 95th Percentile queue

Graydon Banning/Martillac Estates – Transportation Impact Study 23

As shown in the table above, the study area intersections generally operate within acceptable operational thresholds. One exception is the intersection of Dundas Street at Proudfoot Trail. This intersection is currently operating near capacity. With the addition of 3%/annum growth on this intersection, the eastbound through volumes are increased beyond the theoretical capacity of the intersection. However, all of the movements into and out of the subject site operate with good LOS and V/C ratios.

Both roundabouts internal to the site are projected to operate with very good LOS and a single lane roundabout is appropriate for these locations.

6.2. FUTURE TOTAL 2025

Table 13 below, summarizes the operational analysis of the 2025 total future study area intersections using SYNCHRO (V9) traffic analysis. The detailed model output of projected 2025 total future conditions is provided within Appendix I. The Synchro model has been coded using: North Oakville, Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies – Section 3.8.2 and the existing signal timing plans. Signal timing cards are included in Appendix C. Table 13: 2025 Future Total Conditions

AM Peak Hour PM Peak Hour Approach / Intersection Delay Queue Delay Queue Movement LOS1 V/C LOS1 V/C (s) (m)2 (s) (m) 2 L A 0.25 7 m1.1 B 0.66 20 m5.1 EB T/R F 1.26 146 m294.3 C 0.75 19 m194.3 L A 0.48 75 8 A 0.43 20 7 Dundas Street WB T/R D 0.83 10 203 F 1.12 19 #507.0 West/Fourth Line L A 0.07 47 9 A 0.13 51 12 (Signalized) NB T/R A 0.02 47 0 A 0.01 50 0 L A 0.45 51 36 A 0.38 53 26 SB T/R A 0.03 47 5 A 0.02 50 0 Overall F 1.16 89 - F 1.09 49 - L E 0.98 141 #41.4 F 1.25 238 #52.5 EB T F 1.64 320 #528.8 F 1.45 246 #341.4 R A 0.06 16 9 A 0.13 26 20 L F 1.06 101 m#46.7 E 0.96 34 m121.1 Dundas Street WB T F 1.06 68 #336.1 E 0.93 7 m142.3 West/Proudfoot Trail (Signalized) R A 0.03 14 m2.4 A 0.02 1 m0.0 L/T A 0.27 30 36 A 0.52 50 37 NB R E 0.98 76 #172.7 A 0.16 48 22 L A 0.06 28 10 A 0.31 47 21 SB T/R A 0.09 28 16 A 0.22 46 22 Overall F 1.34 185 - F 1.09 94 -

Graydon Banning/Martillac Estates – Transportation Impact Study 24

AM Peak Hour PM Peak Hour Approach / Intersection Delay Queue Delay Queue Movement LOS1 V/C LOS1 V/C (s) (m)2 (s) (m) 2 L A 0.02 7 2 A 0.15 12 5 EB T E 0.97 31 #344.2 E 0.91 24 #313.7 R A 0.01 7 0 A 0.02 7 0 L B 0.70 53 m36.8 C 0.71 59 m36.3 William Halton WB T B 0.62 3 16 D 0.82 4 55 Parkway/Proudfoot R A 0.01 2 m0.0 A 0.03 2 m0.4 Trail (Signalized) L A 0.16 48 13 A 0.09 47 9 NB T/R A 0.13 48 19 A 0.28 49 29 L A 0.37 51 19 A 0.42 54 14 SB T/R A 0.15 48 16 A 0.09 47 12 Overall D 0.86 21 - D 0.84 17 - L A 0.02 5 m0.2 A 0.14 5 m0.6 EB T D 0.88 15 m194.2 D 0.82 8 112 R A 0.00 3 m0.0 A 0.00 2 m0.0 L A 0.46 28 #18.7 A 0.24 11 5 William Halton WB T C 0.71 8 127 D 0.89 13 266 Parkway/Fourth R A 0.02 3 2 A 0.07 3 6 Line (Signalized) L A 0.13 45 13 A 0.28 48 21 NB T/R A 0.58 51 50 A 0.55 52 44 L C 0.77 75 #47.1 A 0.54 53 27 SB T/R A 0.20 45 23 A 0.14 46 16 Overall D 0.87 15 - D 0.84 13 - Proudfoot Trail EB L/T A 0.02 0 0 A 0.11 0 0 ‘Street B’/Street C WB T/R A 0.04 7 1 A 0.03 8 1 (Unsignalized) NB L/R B 0.15 10 4 B 0.13 10 3 Proudfoot Trail EB T/R A 0.05 7 1 A 0.13 7 4 ‘Street D’/Street C WB L/T A 0.02 0 0 A 0.01 0 0 (Unsignalized) SB L/R A 0.17 9 5 A 0.07 9 2 L=Left Turn Movement(s); T=Through Movement(s); R=Right Turn Movement(s) # - 95TH Percentile volume exceeds capacity, queue may be longer m - Volume for 95th percentile queue is metered by upstream signal. 1 – Level of Service based on v/c ratio as per the City of Ottawa TIA Guidelines 2 – 95th Percentile queue

As shown in the table above, the study area intersections generally operate within acceptable operational thresholds, with two exceptions, both intersections along Dundas Street West. The first exception is the intersection of Dundas Street West at Fourth Line. With the addition of 3%/annum growth on this intersection, the eastbound through volumes are increased, further exacerbated by the removal of one lane of vehicle traffic each way on Dundas Street West for the implementation of the BRT Facility. The impact of the removal of one lane of traffic is reduced by the transfer of traffic volumes from Dundas Street West to William Halton Parkway. However, all the movements into and out of the subject site operate with good LOS and V/C ratios. The second exception is at the intersection of Proudfoot Trail at Dundas Street West, where similar to the Fourth Line intersection, the increase in background traffic, and the reduction of traffic has increased the east west volumes and as a result the intersection operational results are poor. To counter some of this effect, traffic volumes have been redirected to William Halton Parkway.

The intersections internal to the proposed subdivision and the proposed accesses to William Halton Parkway are projected to operate with reasonable LOS and good V/C ratios.

Graydon Banning/Martillac Estates – Transportation Impact Study 25

7. DRAFT PLAN OF SUBDIVISION REVIEW

7.1. ROAD RIGHT OF WAY

7.1.1. FOURTH LINE EXTENSION

The proposed development includes the extension of Fourth Line between Dundas Road and William Halton Parkway. As part of this TIS, the cross-section of the Fourth Line Extension is to be determined. The cross-section for roads in the North Oakville area are determined using the North Oakville Urban Design and Open Space Guidelines (Urban Design Guidelines).

As per Figure 16, the volumes along the Fourth Line Extension are low (~200 vph two-way traffic) and more than 80% of that traffic is generated by the subject development. The Connector/Transit Corridor (19.00 metre ROW) roadway type (Urban Design Guidelines Section 5.2.3) is used “to serve relatively low volumes of intra-neighbourhood travel, accommodate local transit service and distribute traffic to and from Major and Minor Arterial/Transit Corridors and Avenue/Transit Corridors”. Therefore, a 19.00 metre right of way is appropriate for the Fourth Line extension as it will primarily serve residents of the proposed development and will not provide a connection between neighbourhoods as this road dead ends just south of Dundas Street, and is not continuous north of the development. South of Dundas Street, Fourth Line ends at Lions Valley Park. This greenspace would preclude the connection of Fourth Line to the developments south of the park. Additionally, there is a cemetery just south of the end of Fourth Line, precluding alternate alignments of Fourth Line.

In the North Oakville Secondary Plan two north south roads are considered within the Graydon Banning/Martillac Estates properties, one Avenue/Transit Corridor (22.00 metre ROW) and one Connector/Transit Corridor (19.00 metre ROW). The Secondary Plan Figure NOW 2 and NOE 2 show the extension of Fourth Line as an Avenue/Transit Corridor (22.00 metre ROW) and the extension of Proudfoot Trail as a Connector/Transit Corridor (19.00 metre ROW). The draft plan of subdivision proposes the opposite, with the Proudfoot Trail extension being an Avenue/Transit Corridor (22.00 metre ROW) and the Fourth Line extensions a Connector/Transit Corridor (19.00 metre ROW). Given the projected traffic volumes along each road, and the connectivity of Proudfoot Trail, both to the south of the development, and with the adjacent development to the west, it is appropriate to provide an Avenue/Transit Corridor cross section. In the case of Fourth Line, the opposite is true. There is no connectivity to the south of the proposed development, and there are no potential connections to adjacent developments due to the protected area along Sixteen Mile Creek.

Based on the above, the Connector/Transit Corridor (19.00 metre ROW) is the appropriate cross section for the Fourth Line Extension.

7.1.2. EAST-WEST STREET C

Street C is an east-west street in the proposed draft plan of subdivision connection the Proudfoot Trail and Fourth Line extensions. The draft plan considers a Local Road (17.00 metre ROW) cross-section, as per the Urban Design Guidelines Section 5.2.4. This road is anticipated to serve residents of the proposed development and will be the primary connection from the Proudfoot Trail extension to the Fourth Line extension. Therefore, the Local Road cross-section is appropriate for Street C.

Graydon Banning/Martillac Estates – Transportation Impact Study 26 7.2. INTERSECTION REQUIREMENTS

7.2.1. DUNDAS STREET INTERSECTIONS

As part of the reconstruction of Dundas Street, the future access intersections to the proposed development have been constructed. As part of the construction of the proposed development, the north leg of each intersection will be finished. Figure 18 and Figure 19 show the future intersection configuration.

Figure 18: Dundas Street West at Proudfoot Trail - Future Intersection Configuration

Figure 19: Dundas Street West at Fourth Line - Ultimate Intersection Configuration

Graydon Banning/Martillac Estates – Transportation Impact Study 27

7.2.2. WILLIAM HALTON PARKWAY INTERSECTIONS

Proudfoot Trail Extension

A signal warrant analysis has been completed using the 2025 projected intersection volumes at the intersection of Proudfoot Trail at William Halton Parkway. The signal warrant analysis shows that a signal would not be required to accommodate the projected 2025 volumes, however, a sensitivity test was undertaken, and it was found that a change of just 30 eight hour average vehicles on the southbound approach would trigger the warrant for signals at this location. Given the high eastbound and westbound volumes and the uncertainty inherent in any traffic projection, it is assumed that signals will be warranted at this intersection. Appendix J includes the signal warrant analysis.

Figure 20 shows the proposed lane configuration for the intersection of Proudfoot Trail at William Halton Parkway. Auxiliary left turn lanes are proposed on all legs of the intersection and right turn lanes on the eastbound and westbound legs of the intersection. Figure 20: Proudfoot Trail at William Halton Parkway - Future Intersection Configuration

Fourth Line Extension

The Fourth Line extension at William Halton Parkway intersection is approximately 240 metres from the Proudfoot Trail extension at William Halton Parkway. According to the Halton Region’s Access Management Guideline, the minimum spacing between full movements accesses is 400m. However, despite this requirement, the Town has requested that this intersection be examined as a full movement intersection.

A signal warrant analysis has been completed using the 2025 projected intersection volumes at the intersection of Fourth Line at William Halton Parkway. The signal warrant analysis shows that a signal would be required to accommodate the projected 2025 volumes. Appendix J includes the signal warrant analysis.

Figure 21 shows the proposed lane configuration for the intersection of Fourth Line at William Halton Parkway. Auxiliary left turn lanes are proposed on all legs of the intersection and right turn lanes on the eastbound and westbound legs of

Graydon Banning/Martillac Estates – Transportation Impact Study 28 the intersection. The minimum storage and taper length would extend onto the adjacent bridge crossing the Sixteen Mile Creek, requiring a wider bridge deck and having significant impacts to the structure. Figure 21: William Halton Parkway at Fourth Line - Future Intersection Configuration

Based on the above, and the proposed lane configuration at the intersections with William Halton Parkway it is anticipated that all necessary elements can fit within the Fourth Line and Proudfoot Trail right of ways as proposed on the Draft Plan of Subdivision. On the Proudfoot Trail extension, a centre left turn lane is included in the standard (22.00 metre ROW) cross-section. On the Fourth Line extension a centre left turn lane is not included in the standard (19.00 metre ROW) cross- section. However, a 2.75 metre parking lane is provided within the 19.00 metre ROW. By narrowing the boulevard along each side of the right of way by 0.5 metres a centre left turn lane can be accommodated within the right of way.

North of William Halton Parkway

North of William Halton Parkway a Local Road cross-section (17.00m ROW) is provided. The standard cross-section does not include a left turn lane at the intersection. However, a 2.25 metre parking lane is provided along one side. By narrowing the boulevared along each side of the right of way by 0.5 metres a centre left turn lane can be accommodated within the right of way.

7.3. TRANSIT FACILITIES PLAN

Figure 22 illustrates the proposed transit facilities plan.

Graydon Banning/Martillac Estates – Transportation Impact Study 29 WILLIAM HALTON PARKWAY

MEMORIALOAKVILLE HOSPITAL TRAFALGAR

GLENORCHY CONSERVATION

AREA

STREET "N"

STREET "N" Far Side Stop A

STREET "P"

STREET "N"

THIRD LINE STREET "O" STREET "M"

LANE "G" Far Side Stop A STREET "N" STREET "P" Far Side Transit Node

STREET "A" STREET "M"

LANE "H" STREET "L"

PROPOSED HEALTH LANE "F" SCIENCE AND TECHNOLOGY

DISTRICT STREET "D" NHS Far Side STREET "C" Stop A

STREET "E" LANE "A"

STREET "B" STREET "F"

LANE "D" RESIDENTIALEXISTING

STREET "L" Far Side Stop A

STREET "C" STREET "J"

LANE "C"

STREET "I"

PROUDFOOT TRAIL

LANE "B"

LANE "E" STREET "K" DUNDAS STREET WEST Far Side Transit Node

RESIDENTIALEXISTING

STREET "J" STREET "L" Figure 22: Transit Facilities Plan FOURTH LINE 8. INTERIM DEVELOPMENT PLAN The proposed development consists of 1359 and 1357 Dundas Street West. Adjacent to the proposed development is 1303 Dundas Street West, containing the CHWO Radio Towers. At the time of this development application there are no plans to develop 1303 Dundas Street West. It is unknown at what point in time 1303 Dundas Street West (CHWO) will be developed. However, this TIS has considered a scenario under which 1303 Dundas Street would develop by the 2025 horizon year. This is to show the traffic impacts of the combined developments, as well as the access configurations.

However, prior to the development of 1303 Dundas Street, the proposed developments need to be served by an appropriate road network. Figure 23 below shows the proposed interim configuration. This configuration has been developed for the interim configuration but has been developed such that it could remain in place if 1303 Dundas Street West does not develop. This plan includes a temporary road access along the east side of the property, for which an easement will be put in place, until such time as the final road pattern is established. As a result of this temporary road access several blocks will be designated as residential reserve. To provide a buffer between the temporary road and townhouse blocks 19 and 20, two lots have been reserved. These lots would remain undeveloped until the removal of the temporary road. These vacant lots would allow the future removal of the temporary road and construction of the future lane to proceed with minimal interference with the block 19 and 20 townhouses.

8.1. DEVELOPMENT TIMING

This report has assumed that there will be a time where the adjacent property of 1303 Dundas Street is developed. It is acknowledged that the current owner of 1303 Dundas Street may choose to retain ownership of their property, and it would therefore not develop. The subject lands do not require the addition of the Fourth Line extension, from a transportation perspective. As shown in the analysis of the 2020 Future Total conditions, the study area intersections operate with very good LOS on the turning movements into and out of the proposed development. The additional traffic that would be generated by the 600 apartment units, if constructed prior to the implementation of the Fourth Line extension, would have a minor impact on the operational analysis results. Therefore, the proposed interim development plan could be fully built- out with or without the development of 1303 Dundas Street and the Fourth Line extension.

Graydon Banning/Martillac Estates – Transportation Impact Study 31 Figure 23: Interim Development Plan

9. CONCLUSIONS The conclusions of the foregoing Traffic Impact Study are as follows: A. The proposed greenfield development, includes a mix of detached homes, townhouses, and apartment units. B. The existing study area intersections are currently operating overall at an acceptable LoS ‘C’ or better during the AM and PM peak hours. C. For purposes of this of this study, a 3% per annum growth rate has been applied to reflect background growth. Additionally, the development of 2135 Dundas Street and the impact of the adjacent employment lands on the subject development have been considered. D. With the addition of the background developments and 3% per annum background growth the study area intersections along Dundas Street are projected to operate with several movements over capacity and poor overall LOS for both the 2020 and 2025 Future Background horizon. The operational constraints for the 2025 Future Background are further worsened by the construction of the proposed BRT Facility, which includes the removal of one lane of traffic eastbound and westbound. E. The projected vehicle demand generated by the proposed development is 568 and 716 veh/h during the weekday morning and afternoon peak hours, respectively. F. With the addition of the site traffic the study area intersections generally operate within acceptable operational thresholds, and the turning movements into and out of the proposed site operate with good LOS and V/C ratios. The eastbound through volumes on Dundas Street West are shown to exceed the theoretical capacity of the intersection movement. This is caused by the conservative 3%/annum background growth rate that has been applied to the through movements of Dundas Street West. G. At the 2025 horizon additional operational constraints are projected, particularly along Dundas Street West. These projected conditions are influenced by two major factors: the 3%/annum background growth rate and the removal of one lane of through traffic along Dundas Street West. To reduce the projected impact on the road network volumes in the model have been removed from Dundas Street West and redirected to William Halton Parkway, to utilize the additional roadway capacity created by the future arterial road. The study area intersections along William Halton Parkway and within the propose development are projected to operate with reasonable LOS and within the theoretical capacity of the intersection. Capacity constraints are noted along Dundas Street West, however the projected volumes along this corridor have not been reduced to account for the addition of the BRT, which will increase the transit mode share, decreasing the reliance on single occupant vehicle trips. H. Through the analysis of the traffic volumes, the roadway network connectivity, and the North Oakville Secondary Plan the right of way for each of the major north south roads through the development (Proudfoot Trail and Fourth Line) have been reviewed. It was determined that Proudfoot Trail will function as an Avenue/Transit Corridor with a 22.00 metre right of way. Fourth Line was determined to function as a Connector/Transit Corridor with a 19.00 metre right of way. I. As there is some uncertainty in the timing of the development of the CHWO lands to the east of the proposed development an interim development concept has been developed to show the road network without the connection at Fourth Line that will be completed once the CHWO lands are fully developed. The subject lands can be fully built-out with or without the construction of the adjacent property. Based on the analysis presented in this TIS, the proposed development is recommended from a Transportation perspective. Prepared By: Reviewed by:

19-Apr-18 19-Apr-18

Mark Crockford, P.Eng. Christopher Gordon, P.Eng. Transportation Engineer Senior Transportation Engineer

Graydon Banning/Martillac Estates – Transportation Impact Study 33

APPENDIX A INTERSECTION TURNING MOVEMENT COUNTS

Dundas St @ Proudfoot Trail Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 7:45:00 To: 9:00:00 To: 8:45:00

Municipality: Halton Region Weather conditions: Site #: 0000002946 Clear am, Rain pm Intersection: Dundas St & Proudfoot Trail Person(s) who counted: TFR File #: 4 Ela K Count date: 2-Nov-2016 Ola

** Signalized Intersection ** Major Road: Dundas St runs W/E

East Leg Total: 4659 East Entering: 1783 East Peds: 0 Peds Cross:

Heavys Trucks Cars Totals Cars Trucks Heavys Totals 80 49 1602 1731 1537 48 80 1665 N 115 1 2 118 Dundas St 1652 49 82 W E

Heavys Trucks Cars Totals Dundas St S 42 66 2395 2503 0 0 56 56 Cars Trucks Heavys Totals 42 66 2451 2763 69 44 2876 Proudfoot Trail

Peds Cross: Cars 171 Cars 65 368 433 Peds Cross: West Peds: 0 Trucks 1 Trucks 1 3 4 South Peds: 6 West Entering: 2559 Heavys 2 Heavys 0 2 2 South Entering: 439 West Leg Total: 4290 Totals 174 Totals 66 373 South Leg Total: 613

Comments Dundas St @ Proudfoot Trail Mid-day Peak Diagram Specified Period One Hour Peak From: 11:00:00 From: 13:00:00 To: 14:00:00 To: 14:00:00

Municipality: Halton Region Weather conditions: Site #: 0000002946 Clear am, Rain pm Intersection: Dundas St & Proudfoot Trail Person(s) who counted: TFR File #: 4 Ela K Count date: 2-Nov-2016 Ola

** Signalized Intersection ** Major Road: Dundas St runs W/E

East Leg Total: 2314 East Entering: 1179 East Peds: 1 Peds Cross:

Heavys Trucks Cars Totals Cars Trucks Heavys Totals 53 35 1030 1118 994 35 53 1082 N 97 0 0 97 Dundas St 1091 35 53 W E

Heavys Trucks Cars Totals Dundas St S 50 58 894 1002 0 0 42 42 Cars Trucks Heavys Totals 50 58 936 1022 61 52 1135 Proudfoot Trail

Peds Cross: Cars 139 Cars 36 128 164 Peds Cross: West Peds: 2 Trucks 0 Trucks 0 3 3 South Peds: 2 West Entering: 1044 Heavys 0 Heavys 0 2 2 South Entering: 169 West Leg Total: 2162 Totals 139 Totals 36 133 South Leg Total: 308

Comments Dundas St @ Proudfoot Trail Afternoon Peak Diagram Specified Period One Hour Peak From: 15:00:00 From: 16:45:00 To: 18:00:00 To: 17:45:00

Municipality: Halton Region Weather conditions: Site #: 0000002946 Clear am, Rain pm Intersection: Dundas St & Proudfoot Trail Person(s) who counted: TFR File #: 4 Ela K Count date: 2-Nov-2016 Ola

** Signalized Intersection ** Major Road: Dundas St runs W/E

East Leg Total: 4557 East Entering: 2726 East Peds: 1 Peds Cross:

Heavys Trucks Cars Totals Cars Trucks Heavys Totals 33 35 2246 2314 2190 34 33 2257 N 464 4 1 469 Dundas St 2654 38 34 W E

Heavys Trucks Cars Totals Dundas St S 26 30 1613 1669 0 5 76 81 Cars Trucks Heavys Totals 26 35 1689 1772 32 27 1831 Proudfoot Trail

Peds Cross: Cars 540 Cars 56 159 215 Peds Cross: West Peds: 3 Trucks 9 Trucks 1 2 3 South Peds: 6 West Entering: 1750 Heavys 1 Heavys 0 1 1 South Entering: 219 West Leg Total: 4064 Totals 550 Totals 57 162 South Leg Total: 769

Comments Dundas St @ Proudfoot Trail Total Count Diagram

Municipality: Halton Region Weather conditions: Site #: 0000002946 Clear am, Rain pm Intersection: Dundas St & Proudfoot Trail Person(s) who counted: TFR File #: 4 Ela K Count date: 2-Nov-2016 Ola

** Signalized Intersection ** Major Road: Dundas St runs W/E

East Leg Total: 28051 East Entering: 14108 East Peds: 5 Peds Cross:

Heavys Trucks Cars Totals Cars Trucks Heavys Totals 436 325 12018 12779 11614 318 435 12367 N 1714 18 9 1741 Dundas St 13328 336 444 W E

Heavys Trucks Cars Totals Dundas St S 342 372 11764 12478 4 19 382 405 Cars Trucks Heavys Totals 346 391 12146 13197 395 351 13943 Proudfoot Trail

Peds Cross: Cars 2096 Cars 404 1433 1837 Peds Cross: West Peds: 9 Trucks 37 Trucks 7 23 30 South Peds: 28 West Entering: 12883 Heavys 13 Heavys 1 9 10 South Entering: 1877 West Leg Total: 25662 Totals 2146 Totals 412 1465 South Leg Total: 4023

Comments Dundas St W @ Fourth Line Morning Peak Diagram Specified Period One Hour Peak From: 7:00:00 From: 7:45:00 To: 9:00:00 To: 8:45:00

Municipality: Halton Region Weather conditions: Site #: 0000002962 Clear am, Rain mid Intersection: Dundas St W & Fourth Line Person(s) who counted: TFR File #: 2 Diane Count date: 16-May-2017 Armando

** Signalized Intersection ** Major Road: Dundas St W runs W/E

East Leg Total: 3776 East Entering: 1383 East Peds: 0 Peds Cross:

Heavys Trucks Cars Totals Cars Trucks Heavys Totals 66 50 1271 1387 1261 50 65 1376 N 7 0 0 7 Dundas St W 1268 50 65 W E

Heavys Trucks Cars Totals Dundas St W S 51 23 2302 2376 0 0 17 17 Cars Trucks Heavys Totals 51 23 2319 2319 23 51 2393 Fourth Line

Peds Cross: Cars 24 Cars 10 17 27 Peds Cross: West Peds: 2 Trucks 0 Trucks 0 0 0 South Peds: 3 West Entering: 2393 Heavys 0 Heavys 1 0 1 South Entering: 28 West Leg Total: 3780 Totals 24 Totals 11 17 South Leg Total: 52

Comments Dundas St W @ Fourth Line Mid-day Peak Diagram Specified Period One Hour Peak From: 11:00:00 From: 11:00:00 To: 14:00:00 To: 12:00:00

Municipality: Halton Region Weather conditions: Site #: 0000002962 Clear am, Rain mid Intersection: Dundas St W & Fourth Line Person(s) who counted: TFR File #: 2 Diane Count date: 16-May-2017 Armando

** Signalized Intersection ** Major Road: Dundas St W runs W/E

East Leg Total: 2012 East Entering: 980 East Peds: 0 Peds Cross:

Heavys Trucks Cars Totals Cars Trucks Heavys Totals 58 35 881 974 876 35 58 969 N 11 0 0 11 Dundas St W 887 35 58 W E

Heavys Trucks Cars Totals Dundas St W S 53 34 934 1021 0 0 3 3 Cars Trucks Heavys Totals 53 34 937 945 34 53 1032 Fourth Line

Peds Cross: Cars 14 Cars 5 11 16 Peds Cross: West Peds: 0 Trucks 0 Trucks 0 0 0 South Peds: 0 West Entering: 1024 Heavys 0 Heavys 0 0 0 South Entering: 16 West Leg Total: 1998 Totals 14 Totals 5 11 South Leg Total: 30

Comments Dundas St W @ Fourth Line Afternoon Peak Diagram Specified Period One Hour Peak From: 15:00:00 From: 16:30:00 To: 18:00:00 To: 17:30:00

Municipality: Halton Region Weather conditions: Site #: 0000002962 Clear am, Rain mid Intersection: Dundas St W & Fourth Line Person(s) who counted: TFR File #: 2 Diane Count date: 16-May-2017 Armando

** Signalized Intersection ** Major Road: Dundas St W runs W/E

East Leg Total: 3615 East Entering: 2433 East Peds: 0 Peds Cross:

Heavys Trucks Cars Totals Cars Trucks Heavys Totals 27 34 2380 2441 2366 34 27 2427 N 6 0 0 6 Dundas St W 2372 34 27 W E

Heavys Trucks Cars Totals Dundas St W S 19 15 1140 1174 0 0 15 15 Cars Trucks Heavys Totals 19 15 1155 1148 15 19 1182 Fourth Line

Peds Cross: Cars 21 Cars 14 8 22 Peds Cross: West Peds: 0 Trucks 0 Trucks 0 0 0 South Peds: 2 West Entering: 1189 Heavys 0 Heavys 0 0 0 South Entering: 22 West Leg Total: 3630 Totals 21 Totals 14 8 South Leg Total: 43

Comments Dundas St W @ Fourth Line Total Count Diagram

Municipality: Halton Region Weather conditions: Site #: 0000002962 Clear am, Rain mid Intersection: Dundas St W & Fourth Line Person(s) who counted: TFR File #: 2 Diane Count date: 16-May-2017 Armando

** Signalized Intersection ** Major Road: Dundas St W runs W/E

East Leg Total: 23234 East Entering: 12318 East Peds: 0 Peds Cross:

Heavys Trucks Cars Totals Cars Trucks Heavys Totals 384 342 11590 12316 11515 341 383 12239 N 71 8 0 79 Dundas St W 11586 349 383 W E

Heavys Trucks Cars Totals Dundas St W S 352 173 10308 10833 1 1 87 89 Cars Trucks Heavys Totals 353 174 10395 10379 185 352 10916 Fourth Line

Peds Cross: Cars 158 Cars 75 71 146 Peds Cross: West Peds: 4 Trucks 9 Trucks 1 12 13 South Peds: 21 West Entering: 10922 Heavys 1 Heavys 1 0 1 South Entering: 160 West Leg Total: 23238 Totals 168 Totals 77 83 South Leg Total: 328

Comments

APPENDIX B EXISTING SYNCHRO (V9) ANALYSIS REPORTS

EXISTING AM 1: Fourth Line & Dundas Street

Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 3196 8 1966 12 19 v/c Ratio 0.75 0.08 0.45 0.07 0.11 Control Delay 6.1 55.3 2.2 50.2 21.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 6.1 55.3 2.2 50.2 21.7 Queue Length 50th (m) 16.1 1.8 35.7 2.6 0.0 Queue Length 95th (m) 76.3 6.9 41.0 8.6 7.3 Internal Link Dist (m) 409.0 551.2 98.5 Turn Bay Length (m) 90.0 25.0 Base Capacity (vph) 4287 113 4384 508 468 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.75 0.07 0.45 0.02 0.04 Intersection Summary

Parsons Synchro 9 - Report EXISTING AM 1: Fourth Line & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 2859 17 7 1769 11 17 Future Volume (vph) 2859 17 7 1769 11 17 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4867 1695 4871 1695 1517 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 4867 1695 4871 1695 1517 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 3177 19 8 1966 12 19 RTOR Reduction (vph) 0000018 Lane Group Flow (vph) 3196 0 8 1966 12 1 Turn Type NA Prot NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 8 Actuated Green, G (s) 96.5 1.5 101.8 6.0 6.0 Effective Green, g (s) 98.5 1.5 104.0 8.0 8.0 Actuated g/C Ratio 0.82 0.01 0.87 0.07 0.07 Clearance Time (s) 6.0 4.0 6.2 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3994 21 4221 113 101 v/s Ratio Prot c0.66 0.00 c0.40 c0.01 v/s Ratio Perm 0.00 v/c Ratio 0.80 0.38 0.47 0.11 0.01 Uniform Delay, d1 5.6 58.8 1.8 52.6 52.3 Progression Factor 0.97 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.0 11.2 0.4 0.4 0.0 Delay (s) 6.4 69.9 2.2 53.1 52.4 Level of Service A E A D D Approach Delay (s) 6.4 2.4 52.6 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 5.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report EXISTING AM 2: Proudfoot Trail & Dundas Street

Lane Group EBT EBR WBL WBT NBL NBR Lane Group Flow (vph) 2781 62 128 1850 73 414 v/c Ratio 0.86 0.06 0.67 0.49 0.27 0.79 Control Delay 21.3 6.5 39.3 6.1 44.4 21.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 21.3 6.5 39.3 6.1 44.4 21.4 Queue Length 50th (m) 153.6 2.2 15.3 42.3 15.7 17.2 Queue Length 95th (m) #295.3 10.4 39.2 86.0 25.7 48.3 Internal Link Dist (m) 333.6 409.0 200.5 Turn Bay Length (m) 65.0 120.0 90.0 Base Capacity (vph) 3231 1016 335 3772 579 738 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.86 0.06 0.38 0.49 0.13 0.56 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Parsons Synchro 9 - Report EXISTING AM 2: Proudfoot Trail & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 2503 56 115 1665 66 373 Future Volume (vph) 2503 56 115 1665 66 373 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 1.00 0.91 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4871 1517 1695 4871 1695 1517 Flt Permitted 1.00 1.00 0.05 1.00 0.95 1.00 Satd. Flow (perm) 4871 1517 87 4871 1695 1517 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 2781 62 128 1850 73 414 RTOR Reduction (vph) 0 10 0 0 0 282 Lane Group Flow (vph) 2781 52 128 1850 73 132 Turn Type NA Perm pm+pt NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 2 6 8 Actuated Green, G (s) 77.7 77.7 91.0 91.0 16.2 16.2 Effective Green, g (s) 79.6 79.6 91.0 92.9 19.1 19.1 Actuated g/C Ratio 0.66 0.66 0.76 0.77 0.16 0.16 Clearance Time (s) 5.9 5.9 4.0 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3231 1006 190 3770 269 241 v/s Ratio Prot c0.57 c0.05 0.38 0.04 v/s Ratio Perm 0.03 0.46 c0.09 v/c Ratio 0.86 0.05 0.67 0.49 0.27 0.55 Uniform Delay, d1 15.9 7.0 31.9 4.9 44.3 46.5 Progression Factor 1.00 1.00 1.06 0.98 1.00 1.00 Incremental Delay, d2 3.3 0.1 8.3 0.4 0.5 2.6 Delay (s) 19.1 7.1 42.0 5.3 44.9 49.0 Level of Service B A D A D D Approach Delay (s) 18.9 7.6 48.4 Approach LOS B A D Intersection Summary HCM 2000 Control Delay 17.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 82.1% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report EXISTING_PM 1: Fourth Line & Dundas Street

Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 2035 7 3013 16 9 v/c Ratio 0.47 0.07 0.69 0.09 0.06 Control Delay 8.1 55.2 4.0 50.6 26.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 8.1 55.2 4.0 50.6 26.5 Queue Length 50th (m) 180.7 1.6 85.8 3.5 0.0 Queue Length 95th (m) m194.3 6.4 97.5 10.4 5.0 Internal Link Dist (m) 409.0 551.2 98.5 Turn Bay Length (m) 90.0 25.0 Base Capacity (vph) 4289 113 4384 536 486 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.47 0.06 0.69 0.03 0.02 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report EXISTING_PM 1: Fourth Line & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 1816 15 6 2712 14 8 Future Volume (vph) 1816 15 6 2712 14 8 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4865 1695 4871 1695 1517 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 4865 1695 4871 1695 1517 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 2018 17 7 3013 16 9 RTOR Reduction (vph) 000008 Lane Group Flow (vph) 2035 0 7 3013 16 1 Turn Type NA Prot NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 8 Actuated Green, G (s) 96.6 1.4 101.8 6.0 6.0 Effective Green, g (s) 98.6 1.4 104.0 8.0 8.0 Actuated g/C Ratio 0.82 0.01 0.87 0.07 0.07 Clearance Time (s) 6.0 4.0 6.2 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3997 19 4221 113 101 v/s Ratio Prot 0.42 0.00 c0.62 c0.01 v/s Ratio Perm 0.00 v/c Ratio 0.51 0.37 0.71 0.14 0.01 Uniform Delay, d1 3.3 58.9 2.8 52.8 52.3 Progression Factor 2.61 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 11.7 1.1 0.6 0.0 Delay (s) 8.8 70.5 3.9 53.3 52.3 Level of Service A E A D D Approach Delay (s) 8.8 4.0 53.0 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 6.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 70.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report EXISTING_PM 2: Proudfoot Trail & Dundas Street

Lane Group EBT EBR WBL WBT NBL NBR Lane Group Flow (vph) 1854 90 521 2508 63 180 v/c Ratio 0.95 0.14 0.73 0.62 0.32 0.54 Control Delay 47.0 9.3 26.3 3.1 52.9 13.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.0 9.3 26.3 3.1 52.9 13.1 Queue Length 50th (m) 152.7 3.8 71.2 0.1 14.0 0.0 Queue Length 95th (m) #187.3 14.1 126.4 48.9 27.0 20.0 Internal Link Dist (m) 333.6 409.0 200.5 Turn Bay Length (m) 65.0 120.0 90.0 Base Capacity (vph) 1948 644 712 4020 565 625 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 0.95 0.14 0.73 0.62 0.11 0.29 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Parsons Synchro 9 - Report EXISTING_PM 2: Proudfoot Trail & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 1669 81 469 2257 57 162 Future Volume (vph) 1669 81 469 2257 57 162 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 3.0 4.0 4.0 Lane Util. Factor 0.91 1.00 1.00 0.91 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4871 1517 1695 4871 1695 1517 Flt Permitted 1.00 1.00 0.08 1.00 0.95 1.00 Satd. Flow (perm) 4871 1517 142 4871 1695 1517 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 1854 90 521 2508 63 180 RTOR Reduction (vph) 0 38 0 0 0 159 Lane Group Flow (vph) 1854 52 521 2508 63 21 Turn Type NA Perm pm+pt NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 2 6 8 Actuated Green, G (s) 46.1 46.1 96.1 96.1 11.1 11.1 Effective Green, g (s) 48.0 48.0 96.1 99.0 14.0 14.0 Actuated g/C Ratio 0.40 0.40 0.80 0.82 0.12 0.12 Clearance Time (s) 5.9 5.9 4.0 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1948 606 709 4018 197 176 v/s Ratio Prot c0.38 c0.28 0.51 c0.04 v/s Ratio Perm 0.03 0.31 0.01 v/c Ratio 0.95 0.09 0.73 0.62 0.32 0.12 Uniform Delay, d1 34.9 22.4 26.4 3.8 48.6 47.5 Progression Factor 1.00 1.00 0.87 0.64 1.00 1.00 Incremental Delay, d2 11.8 0.3 2.9 0.5 0.9 0.3 Delay (s) 46.7 22.7 25.8 3.0 49.6 47.8 Level of Service D C C A D D Approach Delay (s) 45.6 6.9 48.2 Approach LOS D A D Intersection Summary HCM 2000 Control Delay 23.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 79.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report

APPENDIX C TRAFFIC SIGNAL TIMING PLANS

Date: 18-Apr-18 Intersection: Dundas & Fourth Line

8 Phase Basic Timing Sheet 123456782 Ped4 Ped6 Ped8 Ped Phases in use X X X X X X X Direction WBL EB WB NB

Min Green 7 20 20 10 Veh Ext. 3.0 3.0 Yellow 3 3.7 3.3 3.7 Red 1 2.3 2.9 2.3 Walk 7 7 7 Don't Walk 20 20 27 Max 1 Max 2 Max 3 Veh Recall Ped Recall Notes: 'Local Zero Override' in use. Pattern 1 Pattern 2 Time: 6:00 Time: 10:00 Cycle Length: 120 Cycle Length: 120 Offset (%): 87% Offset (%): 86%

Direction Direction Phase 1234 Phase 1234 % 10 62 0 28 % 10 55 0 35 Direction Direction Phase 5678 Phase 5678 % 072028 % 065035

Pattern 3 Pattern 4 Time: 15:15 Time: 19:00 Cycle Length: 120 Cycle Length: 120 Offset (%): 76% Offset (%): 86%

Direction Direction Phase 1234 Phase 1234 % 10 55 0 35 % 10 55 0 35 Direction Direction Phase 5678 Phase 5678 % 065035 % 065035

Pattern 5 Pattern 6 Time: 22:00 Time: Cycle Length: Local Cycle Length: Offset (%): Offset (%):

Direction Direction Phase 1234 Phase 1234 %% Direction Direction Phase 5678 Phase 5678 %% Date: 18-Apr-18 Intersection: Dundas & Proudfoot Trail

8 Phase Basic Timing Sheet 123456782 Ped4 Ped6 Ped8 Ped Phases in use X X X X XXXXX Direction WBL EB SB WB NB

Min Green 7 20 10 20 10 Veh Ext. 3.0 3.0 3.0 Yellow 3 3.7 3.3 3.7 3.3 Red 1 2.2 3.6 2.2 3.6 Walk 7777 Don't Walk 19 30 19 30 Max 1 Max 2 Max 3 Veh Recall Ped Recall Notes: 'Local Zero Override' in use Pattern 1 Pattern 2 Time: 6:00 Time: 10:00 Cycle Length: 120 Cycle Length: 120 Offset (%): 67% Offset (%): 52%

Direction Direction Phase 1234 Phase 1234 % 10 59 0 31 % 10 53 0 37 Direction Direction Phase 5678 Phase 5678 % 069031 % 063037

Pattern 3 Pattern 4 Time: 15:15 Time: 19:00 Cycle Length: 120 Cycle Length: 120 Offset (%): 6% Offset (%): 52%

Direction Direction Phase 1234 Phase 1234 % 20 43 0 37 % 10 53 0 37 Direction Direction Phase 5678 Phase 5678 % 063037 % 063037

Pattern 5 Pattern 6 Time: 22:00 Time: Cycle Length: Local Cycle Length: Offset (%): Offset (%):

Direction Direction Phase 1234 Phase 1234 %% Direction Direction Phase 5678 Phase 5678 %%

APPENDIX D FUTURE BACKGROUND 2020 SYNCHRO (V9) ANALYSIS REPORTS

2020_FUTURE_BACKGROUND_AM 1: Fourth Line & Dundas Street

Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 3519 9 2164 13 21 v/c Ratio 0.82 0.09 0.49 0.08 0.12 Control Delay 10.4 55.5 2.5 50.2 20.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 10.4 55.5 2.5 50.2 20.7 Queue Length 50th (m) 34.1 2.1 42.2 2.8 0.0 Queue Length 95th (m) m124.5 7.3 48.2 9.1 7.7 Internal Link Dist (m) 409.0 551.2 98.5 Turn Bay Length (m) 90.0 25.0 Base Capacity (vph) 4286 113 4384 508 469 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.82 0.08 0.49 0.03 0.04 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_BACKGROUND_AM 1: Fourth Line & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 3218 19 8 1991 12 19 Future Volume (vph) 3218 19 8 1991 12 19 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4867 1695 4871 1695 1517 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 4867 1695 4871 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 3498 21 9 2164 13 21 RTOR Reduction (vph) 0000020 Lane Group Flow (vph) 3519 0 9 2164 13 1 Turn Type NA Prot NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 8 Actuated Green, G (s) 96.5 1.5 101.8 6.0 6.0 Effective Green, g (s) 98.5 1.5 104.0 8.0 8.0 Actuated g/C Ratio 0.82 0.01 0.87 0.07 0.07 Clearance Time (s) 6.0 4.0 6.2 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3994 21 4221 113 101 v/s Ratio Prot c0.72 0.01 c0.44 c0.01 v/s Ratio Perm 0.00 v/c Ratio 0.88 0.43 0.51 0.12 0.01 Uniform Delay, d1 7.0 58.8 1.9 52.7 52.3 Progression Factor 1.46 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.1 13.4 0.4 0.5 0.1 Delay (s) 11.3 72.3 2.4 53.1 52.4 Level of Service B E A D D Approach Delay (s) 11.3 2.7 52.7 Approach LOS B A D Intersection Summary HCM 2000 Control Delay 8.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 81.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_BACKGROUND_AM 2: Proudfoot Trail & Dundas Street

Lane Group EBT EBR WBL WBT NBL NBR Lane Group Flow (vph) 3062 68 140 2037 80 457 v/c Ratio 1.00 0.07 0.70 0.56 0.25 0.82 Control Delay 38.9 8.5 43.1 8.0 40.6 24.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.9 8.5 43.1 8.0 40.6 24.8 Queue Length 50th (m) 228.3 3.0 18.8 61.5 16.5 28.3 Queue Length 95th (m) #371.2 13.0 45.7 94.0 26.0 59.7 Internal Link Dist (m) 333.6 409.0 200.5 Turn Bay Length (m) 65.0 120.0 90.0 Base Capacity (vph) 3071 967 335 3640 579 738 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 1.00 0.07 0.42 0.56 0.14 0.62 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Parsons Synchro 9 - Report 2020_FUTURE_BACKGROUND_AM 2: Proudfoot Trail & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 2817 63 129 1874 74 420 Future Volume (vph) 2817 63 129 1874 74 420 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 1.00 0.91 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4871 1517 1695 4871 1695 1517 Flt Permitted 1.00 1.00 0.05 1.00 0.95 1.00 Satd. Flow (perm) 4871 1517 92 4871 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 3062 68 140 2037 80 457 RTOR Reduction (vph) 0 11 0 0 0 273 Lane Group Flow (vph) 3062 57 140 2037 80 184 Turn Type NA Perm pm+pt NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 2 6 8 Actuated Green, G (s) 73.8 73.8 87.8 87.8 19.4 19.4 Effective Green, g (s) 75.7 75.7 87.8 89.7 22.3 22.3 Actuated g/C Ratio 0.63 0.63 0.73 0.75 0.19 0.19 Clearance Time (s) 5.9 5.9 4.0 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3072 956 200 3641 314 281 v/s Ratio Prot c0.63 c0.06 0.42 0.05 v/s Ratio Perm 0.04 0.45 c0.12 v/c Ratio 1.00 0.06 0.70 0.56 0.25 0.66 Uniform Delay, d1 22.0 8.5 37.1 6.6 41.7 45.3 Progression Factor 1.00 1.00 1.13 0.94 1.00 1.00 Incremental Delay, d2 15.5 0.1 9.1 0.6 0.4 5.4 Delay (s) 37.5 8.6 51.0 6.7 42.2 50.7 Level of Service D A D A D D Approach Delay (s) 36.9 9.6 49.4 Approach LOS D A D Intersection Summary HCM 2000 Control Delay 27.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 91.6% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_BACKGROUND_PM 1: Fourth Line & Dundas Street

Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 2240 8 3317 17 10 v/c Ratio 0.52 0.08 0.76 0.10 0.06 Control Delay 9.5 55.3 5.1 50.8 25.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 9.5 55.3 5.1 50.8 25.3 Queue Length 50th (m) 199.8 1.8 113.0 3.7 0.0 Queue Length 95th (m) m196.1 6.9 128.7 10.9 5.3 Internal Link Dist (m) 409.0 551.2 98.5 Turn Bay Length (m) 90.0 25.0 Base Capacity (vph) 4287 113 4384 536 487 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.52 0.07 0.76 0.03 0.02 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_BACKGROUND_PM 1: Fourth Line & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 2044 17 7 3052 16 9 Future Volume (vph) 2044 17 7 3052 16 9 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4865 1695 4871 1695 1517 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 4865 1695 4871 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 2222 18 8 3317 17 10 RTOR Reduction (vph) 000009 Lane Group Flow (vph) 2240 0 8 3317 17 1 Turn Type NA Prot NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 8 Actuated Green, G (s) 96.5 1.5 101.8 6.0 6.0 Effective Green, g (s) 98.5 1.5 104.0 8.0 8.0 Actuated g/C Ratio 0.82 0.01 0.87 0.07 0.07 Clearance Time (s) 6.0 4.0 6.2 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3993 21 4221 113 101 v/s Ratio Prot 0.46 0.00 c0.68 c0.01 v/s Ratio Perm 0.00 v/c Ratio 0.56 0.38 0.79 0.15 0.01 Uniform Delay, d1 3.6 58.8 3.3 52.8 52.3 Progression Factor 2.84 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 11.2 1.5 0.6 0.0 Delay (s) 10.3 69.9 4.9 53.4 52.3 Level of Service B E A D D Approach Delay (s) 10.3 5.0 53.0 Approach LOS B A D Intersection Summary HCM 2000 Control Delay 7.4 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 77.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_BACKGROUND_PM 2: Proudfoot Trail & Dundas Street

Lane Group EBT EBR WBL WBT NBL NBR Lane Group Flow (vph) 2041 99 574 2761 70 198 v/c Ratio 1.05 0.15 0.81 0.70 0.35 0.56 Control Delay 69.7 10.4 30.5 3.5 53.2 12.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.7 10.4 30.5 3.5 53.2 12.9 Queue Length 50th (m) ~191.4 5.2 83.0 2.5 15.6 0.0 Queue Length 95th (m) #220.5 16.1 #168.8 58.6 28.9 20.9 Internal Link Dist (m) 333.6 409.0 200.5 Turn Bay Length (m) 65.0 120.0 90.0 Base Capacity (vph) 1948 644 708 3967 565 637 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 1.05 0.15 0.81 0.70 0.12 0.31 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.

Parsons Synchro 9 - Report 2020_FUTURE_BACKGROUND_PM 2: Proudfoot Trail & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 1878 91 528 2540 64 182 Future Volume (vph) 1878 91 528 2540 64 182 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 1.00 0.91 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4871 1517 1695 4871 1695 1517 Flt Permitted 1.00 1.00 0.08 1.00 0.95 1.00 Satd. Flow (perm) 4871 1517 142 4871 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 2041 99 574 2761 70 198 RTOR Reduction (vph) 0 38 0 0 0 174 Lane Group Flow (vph) 2041 61 574 2761 70 24 Turn Type NA Perm pm+pt NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 2 6 8 Actuated Green, G (s) 46.1 46.1 95.8 95.8 11.4 11.4 Effective Green, g (s) 48.0 48.0 95.8 97.7 14.3 14.3 Actuated g/C Ratio 0.40 0.40 0.80 0.81 0.12 0.12 Clearance Time (s) 5.9 5.9 4.0 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1948 606 704 3965 201 180 v/s Ratio Prot c0.42 c0.31 0.57 c0.04 v/s Ratio Perm 0.04 0.34 0.02 v/c Ratio 1.05 0.10 0.82 0.70 0.35 0.13 Uniform Delay, d1 36.0 22.5 28.5 4.8 48.6 47.3 Progression Factor 1.00 1.00 0.88 0.57 1.00 1.00 Incremental Delay, d2 34.2 0.3 4.7 0.7 1.0 0.3 Delay (s) 70.2 22.8 29.8 3.4 49.6 47.6 Level of Service E C C A D D Approach Delay (s) 68.0 7.9 48.1 Approach LOS E A D Intersection Summary HCM 2000 Control Delay 32.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 87.5% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report

APPENDIX E FUTURE BACKGROUND 2025 SYNCHRO (V9) ANALYSIS REPORTS

2025_FUTURE_BACKGROUND_AM 1: Fourth Line & Dundas Street

Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 4078 10 2509 15 24 v/c Ratio 1.37 0.10 0.82 0.09 0.14 Control Delay 190.8 55.6 8.0 50.5 20.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 190.8 55.6 8.0 50.5 20.0 Queue Length 50th (m) ~711.1 2.3 150.6 3.3 0.0 Queue Length 95th (m) m284.4 7.8 194.6 10.0 8.2 Internal Link Dist (m) 409.0 551.2 98.5 Turn Bay Length (m) 90.0 25.0 Base Capacity (vph) 2982 100 3051 508 471 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 1.37 0.10 0.82 0.03 0.05 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_BACKGROUND_AM 1: Fourth Line & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 3730 22 9 2308 14 22 Future Volume (vph) 3730 22 9 2308 14 22 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3387 1695 3390 1695 1517 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 3387 1695 3390 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 4054 24 10 2509 15 24 RTOR Reduction (vph) 0000022 Lane Group Flow (vph) 4078 0 10 2509 15 2 Turn Type NA Prot NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 8 Actuated Green, G (s) 96.5 1.5 101.8 6.0 6.0 Effective Green, g (s) 98.5 1.5 104.0 8.0 8.0 Actuated g/C Ratio 0.82 0.01 0.87 0.07 0.07 Clearance Time (s) 6.0 4.0 6.2 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2780 21 2938 113 101 v/s Ratio Prot c1.20 0.01 c0.74 c0.01 v/s Ratio Perm 0.00 v/c Ratio 1.47 0.48 0.85 0.13 0.02 Uniform Delay, d1 10.8 58.9 4.1 52.7 52.3 Progression Factor 3.89 1.00 1.00 1.00 1.00 Incremental Delay, d2 210.3 16.0 3.4 0.5 0.1 Delay (s) 252.1 74.9 7.5 53.3 52.4 Level of Service F E A D D Approach Delay (s) 252.1 7.8 52.7 Approach LOS F A D Intersection Summary HCM 2000 Control Delay 158.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.37 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 124.6% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_BACKGROUND_AM 2: Proudfoot Trail & Dundas Street

Lane Group EBT EBR WBL WBT NBT NBR Lane Group Flow (vph) 3550 79 163 2361 93 529 v/c Ratio 2.12 0.10 0.98 1.20 0.21 0.98 Control Delay 529.2 4.7 72.2 121.9 30.4 66.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 529.2 4.7 72.2 121.9 30.4 66.6 Queue Length 50th (m) ~699.8 0.8 ~23.9 ~369.0 15.6 101.1 Queue Length 95th (m) #732.8 8.6 m#42.4 #411.0 28.8 #171.1 Internal Link Dist (m) 428.5 409.0 200.5 Turn Bay Length (m) 65.0 120.0 Base Capacity (vph) 1672 784 167 1969 449 547 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 2.12 0.10 0.98 1.20 0.21 0.97 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_BACKGROUND_AM 2: Proudfoot Trail & Dundas Street

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 3266 73 150 2172 0 86 0 487 0 0 0 Future Volume (vph) 0 3266 73 150 2172 0 86 0 487 0 0 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 5.9 5.9 4.0 6.9 4.0 6.9 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3390 1517 1695 3390 1695 1517 Flt Permitted 1.00 1.00 0.06 1.00 0.76 1.00 Satd. Flow (perm) 3390 1517 113 3390 1351 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 3550 79 163 2361 0 93 0 529 0 0 0 RTOR Reduction (vph) 0 0 36 0000080000 Lane Group Flow (vph) 0 3550 43 163 2361 0 0 93 449 0 0 0 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm Perm Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 8 4 Actuated Green, G (s) 59.2 59.2 70.7 70.7 36.5 36.5 Effective Green, g (s) 59.2 59.2 70.7 69.7 39.4 36.5 Actuated g/C Ratio 0.49 0.49 0.59 0.58 0.33 0.30 Clearance Time (s) 5.9 5.9 4.0 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1672 748 165 1969 443 461 v/s Ratio Prot c1.05 0.06 c0.70 v/s Ratio Perm 0.03 0.52 0.07 c0.30 v/c Ratio 2.12 0.06 0.99 1.20 0.21 0.97 Uniform Delay, d1 30.4 15.8 36.1 25.1 29.1 41.3 Progression Factor 1.00 1.00 0.90 1.22 1.00 1.00 Incremental Delay, d2 507.5 0.1 48.0 92.5 0.2 34.9 Delay (s) 537.9 16.0 80.5 123.1 29.3 76.2 Level of Service F B F F C E Approach Delay (s) 526.5 120.4 69.2 0.0 Approach LOS F F E A Intersection Summary HCM 2000 Control Delay 333.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.62 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 13.9 Intersection Capacity Utilization 137.8% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_BACKGROUND_PM 1: Fourth Line & Dundas Street

Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 2597 9 3847 20 11 v/c Ratio 0.87 0.09 1.26 0.12 0.07 Control Delay 28.1 55.5 133.5 51.1 25.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 28.1 55.5 133.5 51.1 25.0 Queue Length 50th (m) 342.5 2.1 ~627.8 4.4 0.0 Queue Length 95th (m) m190.7 7.3 #658.2 12.0 5.7 Internal Link Dist (m) 409.0 551.2 98.5 Turn Bay Length (m) 90.0 25.0 Base Capacity (vph) 2983 113 3051 536 487 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.87 0.08 1.26 0.04 0.02 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_BACKGROUND_PM 1: Fourth Line & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 2369 20 8 3539 18 10 Future Volume (vph) 2369 20 8 3539 18 10 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3386 1695 3390 1695 1517 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 3386 1695 3390 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 2575 22 9 3847 20 11 RTOR Reduction (vph) 0000010 Lane Group Flow (vph) 2597 0 9 3847 20 1 Turn Type NA Prot NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 8 Actuated Green, G (s) 96.5 1.5 101.8 6.0 6.0 Effective Green, g (s) 98.5 1.5 104.0 8.0 8.0 Actuated g/C Ratio 0.82 0.01 0.87 0.07 0.07 Clearance Time (s) 6.0 4.0 6.2 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 2779 21 2938 113 101 v/s Ratio Prot 0.77 0.01 c1.13 c0.01 v/s Ratio Perm 0.00 v/c Ratio 0.93 0.43 1.31 0.18 0.01 Uniform Delay, d1 8.3 58.8 8.0 52.9 52.3 Progression Factor 4.07 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 13.4 141.8 0.8 0.0 Delay (s) 34.4 72.3 149.8 53.6 52.3 Level of Service C E F D D Approach Delay (s) 34.4 149.6 53.2 Approach LOS C F D Intersection Summary HCM 2000 Control Delay 103.0 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.27 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 118.3% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_BACKGROUND_PM 2: Proudfoot Trail & Dundas Street

Lane Group EBT EBR WBL WBT NBT NBR Lane Group Flow (vph) 2367 115 665 3201 80 229 v/c Ratio 1.94 0.19 0.92 1.22 0.44 0.62 Control Delay 451.3 12.0 30.8 113.7 55.1 13.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 451.3 12.0 30.8 113.7 55.1 13.8 Queue Length 50th (m) ~453.0 6.6 118.4 ~500.6 17.7 0.0 Queue Length 95th (m) #493.7 19.3 m86.6 m#346.0 31.9 22.2 Internal Link Dist (m) 428.5 409.0 200.5 Turn Bay Length (m) 65.0 120.0 Base Capacity (vph) 1220 592 724 2630 449 626 Starvation Cap Reductn 000000 Spillback Cap Reductn 000000 Storage Cap Reductn 000000 Reduced v/c Ratio 1.94 0.19 0.92 1.22 0.18 0.37 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_BACKGROUND_PM 2: Proudfoot Trail & Dundas Street

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 2178 106 612 2945 0 74 0 211 0 0 0 Future Volume (vph) 0 2178 106 612 2945 0 74 0 211 0 0 0 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 5.9 5.9 4.0 6.9 4.0 6.9 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3390 1517 1695 3390 1695 1517 Flt Permitted 1.00 1.00 0.08 1.00 0.76 1.00 Satd. Flow (perm) 3390 1517 151 3390 1351 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 2367 115 665 3201 0 80 0 229 0 0 0 RTOR Reduction (vph) 0 0 46 00000204000 Lane Group Flow (vph) 0 2367 69 665 3201 0 0 80 25 0 0 0 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm Perm Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 8 4 Actuated Green, G (s) 43.2 43.2 94.1 94.1 13.1 13.1 Effective Green, g (s) 43.2 43.2 94.1 93.1 16.0 13.1 Actuated g/C Ratio 0.36 0.36 0.78 0.78 0.13 0.11 Clearance Time (s) 5.9 5.9 4.0 5.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1220 546 721 2630 180 165 v/s Ratio Prot c0.70 0.36 c0.94 v/s Ratio Perm 0.05 0.36 c0.06 0.02 v/c Ratio 1.94 0.13 0.92 1.22 0.44 0.15 Uniform Delay, d1 38.4 25.7 30.2 13.5 47.9 48.4 Progression Factor 1.00 1.00 0.96 0.75 1.00 1.00 Incremental Delay, d2 426.1 0.5 2.2 98.0 1.7 0.4 Delay (s) 464.5 26.2 31.3 108.1 49.7 48.8 Level of Service F C C F D D Approach Delay (s) 444.2 94.9 49.1 0.0 Approach LOS F F D A Intersection Summary HCM 2000 Control Delay 223.0 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.41 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 13.9 Intersection Capacity Utilization 123.3% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report

APPENDIX F TRIP GENERATION

Graydon Banning Unit Count Unit Land Use Count

Apartments 270

Condo Lane-Based Townhouses 71

Freehold Lane-Based Townhouses 111

Townhouses 44

34' Singles 28

38' Singles 15

45' Singles 43

50' Singles 41

Total 623

Martillac Unit Land Use Count

Freehold Lane-Based Townhouses 60

Townhouses 97

SIXTEEN MILE CREEK Single Detached 7

Total 164

GLENORCHY CONSERVATION AREA NHS

STREET "J"

17

17

STREET "L"

STREET "J"

STREET "I" Residential Village Square High Density Block 0.50 ha 2.64 ha 17 STREET "J" Density 50-181 UPH

17 STREET "K" Unit Count ±135 - 500 Units

17 GRAYDON BANNING 11

17 17 STREET "H" 11 17 LANE "D" 11 11

ST. "I" 35 LANE "E" 17 Potential Right in - right out access 35 PARKWAY WILLIAM HALTON 19

4 UNITS (Potential 16 Townhouse Units) 22 Neighbourhood LANE "C" 5 UNITS STREET "G" Centre 6 UNITS 6 Units 1.40 ha 11 7 UNITS (± 210 7.5

17 STREET "F" 8 UNITS Apartment Units) 7 UNITS 7.5 7 UNITS 4 UNITS

8 UNITS

7 UNITS 5 UNITS

STREET "D"

Townhouse Units)

7.5 (Potential 7

17 STREET "E" MARTILLAC 7 UNITS Temporary Road Access NHS 7.5 8 UNITS 6 UNITS

7 UNITS

22 8 UNITS 7 UNITS

Townhouse Units)

(Potential 7

1 17 STREET "C" STREET "C" 22 8 UNITS Village Square 0.46 ha 8 UNITS PROPOSED HEALTH SCIENCE AND TECHNOLOGY STREET "M" DISTRICT SWM Pond

1.72 ha. STREET "B" STREET NHS Dundas Urban Core 22 2.14 ha

Employment Employment Lands Lands

DUNDAS STREET WEST

Neighbourhood 14 Unit Count and Population Estimates Neighbourhood 14 GRAYDON BANNING** MARTILLAC TOTALS Approx. Approx. Total Housing Type Approx. Approx. Total Unit Unit Count Population Unit Count Population Count Population * Apartments 270 494 0 0 270 494 NTS COMPOSITE Lane-Based Townhouses 182 464 60 153 242 617 April 20, 2018 Freehold Townhouses 40 102 97 137 349 LOTTED PLAN 247 Drawn By: KC Checked By: SP Condo Townhouses 4 10 0 0 4 10 Singles 127 442 7 24 134 466 Total 623 1512 164 424 787 1936 Without Prejudice Note: *Approximate population count based on Town of Oakville's 2013 DC Background Study (low density - 3.48ppu, medium density - 2.55ppu, high density - 1.83ppu) 206-277 Lakeshore Road East Secondary Plan requires a minimum of 800 units and approximately 2000 people Oakville, Ontario L6J 1H9 T: 905-257-0227 ** Reflects Minimum Unit Count of 135 (60 Apartments, 75 Townhouses) for the High Density Block adjacent to Sixteen Mile Creek [email protected]

S:\Korsiak & Company\MATTAMY\North Oakville\Graydon Banning\Composite plan\Apr 18\Neighbourhood 14 Composite - Lotted Plan - Apr 20 18.dwg Total Site Vehicle Trip Generation AM Peak (veh/hr) PM Peak (veh/hr) Travel Mode In Out Total In Out Total Single-Family Detached Housing (Zone 1) Trip Generation 17 52 69 58 35 93 Residential Condominium/Townhouse (Zone 1) Trip Generation 5 17 22 17 11 28 Single-Family Detached Housing (Zone 2) Trip Generation 5 15 20 14 9 23 Residential Condominium/Townhouse (Zone 2) Trip Generation 3 9 12 10 6 16 Apartment (Zone 2) Trip Generation 35 117 152 115 75 190 Residential Condominium/Townhouse (Zone 3) Trip Generation 8 28 36 28 17 45 Apartment (Zone 3) Trip Generation 17 49 66 50 33 83 Residential Condominium/Townhouse (Zone 4) Trip Generation 14 48 62 47 28 75 Apartment (Zone 5) Trip Generation 33 96 129 99 64 163 Residential Condominium/Townhouse (Zone 6) Trip Generation 8 28 36 28 17 45 Single-Family Detached Housing (Zone 6) Trip Generation 7 21 28 21 13 34 Apartment (Zone 6) Trip Generation 14 40 54 41 27 68

APPENDIX G TRIP DISTRIBUTION

2011 Survey Data for 36 Municipalities 24 Hour, All Purpose 27 2011 TTS O-D Trip Matrix For 36 Municipalities

Purpose: all Mode: All Period: 24 Hour

To: City of Toronto Durham York From: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 City of Toronto Toronto 1 1,063,600 61,600 64,300 206,500 93,800 116,500 200 900 500 11,500 11,600 8,200 5,700 2,900 1,100 1,100 4,800 3,900 21,000 2,400 37,200 1,500 34,400 1 East York 2 61,100 49,900 1,500 25,500 2,900 25,300 * * * 600 500 500 400 100 100 100 200 200 1,200 100 3,300 100 1,500 2 York 3 64,600 1,300 48,100 39,000 19,600 4,000 * * * 400 200 300 200 * * * 200 200 1,100 100 1,400 100 6,000 3 North York 4 206,500 25,700 38,800 661,200 50,600 111,100 200 600 400 7,000 6,300 4,700 4,200 1,000 1,100 1,100 4,800 4,200 31,400 2,800 55,600 1,900 87,400 4 Etobicoke 5 93,600 3,000 19,400 51,000 367,200 12,400 * 100 100 1,000 800 800 900 300 200 100 800 1,100 3,800 300 5,200 800 23,600 5 Scarborough 6 117,500 24,600 3,800 112,000 12,800 691,300 100 700 600 19,300 14,200 8,400 7,300 2,200 700 400 1,800 1,600 10,800 2,900 70,300 500 11,900 6 Brock Durham 7 200 * * 100 * 100 9,200 700 1,200 200 100 400 500 100 1,100 200 300 100 100 100 200 * 100 7 Uxbridge 8 1,000 * * 600 100 600 800 22,400 2,400 800 600 800 700 200 1,100 700 1,300 300 700 2,200 1,700 * 300 8 Scugog 9 500 * * 400 100 600 1,100 2,300 24,700 600 500 2,100 4,000 1,100 100 * 300 * 100 200 600 * 100 9 Pickering 10 11,300 600 400 7,100 1,100 19,600 100 900 700 95,700 22,000 9,300 7,300 2,600 200 100 100 200 800 1,000 5,400 * 1,100 10 Ajax 11 11,700 600 100 6,600 800 14,100 100 500 700 21,200 109,400 12,000 10,500 3,200 * 100 300 100 500 100 4,200 100 1,300 11 Whitby 12 8,200 500 400 4,700 900 8,100 400 700 2,000 9,300 11,900 133,900 39,600 7,900 * 100 400 200 900 400 3,700 * 700 12 Oshawa 13 5,800 500 200 4,100 1,000 7,000 500 700 4,100 7,700 10,400 39,300 205,200 25,100 200 * 400 300 800 400 3,400 * 1,000 13 Clarington 14 3,100 100 * 1,200 300 2,300 100 200 1,000 2,700 3,100 7,400 25,400 86,100 100 * 100 100 100 * 1,000 * 200 14 York Georgina 15 1,100 100 * 1,300 200 700 1,100 1,100 100 200 * * 200 100 42,800 2,800 6,800 1,600 1,100 500 1,500 300 800 15 East Gwillimbury 16 1,000 100 * 1,000 200 500 200 800 100 200 100 * 100 100 2,900 10,800 13,900 2,000 1,200 900 1,100 700 800 16 Newmarket 17 4,600 100 200 4,800 800 1,900 300 1,300 200 200 300 400 300 100 6,600 13,700 97,200 16,900 5,700 2,600 5,000 2,800 4,100 17 Aurora 18 4,200 200 200 4,300 900 1,700 100 300 100 200 * 300 300 100 1,600 2,400 17,100 58,300 9,500 1,500 3,600 2,900 4,000 18 Richmond Hill 19 21,100 1,100 1,200 31,100 3,600 11,100 100 800 200 900 600 900 800 100 1,000 1,100 5,800 9,600 174,000 2,200 39,500 3,700 30,900 19 Whitchurch-Stouffville 20 2,600 200 100 2,700 300 2,700 100 2,000 200 1,100 200 500 400 100 500 1,000 2,400 1,500 2,100 32,700 10,500 100 1,000 20 Markham 21 36,600 3,000 1,700 56,400 5,200 70,300 200 1,800 700 5,200 4,200 3,700 3,400 1,000 1,500 1,100 4,600 4,000 40,100 10,400 328,000 1,100 21,400 21 King 22 1,700 100 100 2,100 800 500 * * * * * * * * 300 800 2,600 2,900 3,700 200 800 11,000 5,900 22 Vaughan 23 34,500 1,700 6,000 86,500 24,100 12,300 100 200 100 1,100 1,400 700 1,100 300 800 900 4,200 4,100 30,800 800 21,700 6,200 307,600 23 Peel Caledon 24 2,900 * 400 2,700 3,700 600 * * * 100 * * * * 100 100 400 300 800 * 400 1,700 4,400 24 Brampton 25 23,600 500 3,000 22,800 30,800 6,000 * * 100 700 300 500 600 200 200 300 500 300 2,100 300 4,200 700 20,700 25 Mississauga 26 79,700 3,100 8,200 38,500 88,500 14,700 100 200 200 1,900 1,200 1,800 1,600 700 500 400 1,500 1,100 5,700 600 10,300 900 19,200 26 Halton Halton Hills 27 2,500 100 100 800 1,200 200 * * * 100 * * * * * * 200 * 100 100 100 * 800 27 Milton 28 3,800 200 200 1,700 2,400 500 * * * 100 * 100 * 100 * * * * 200 * 400 * 1,200 28 Oakville 29 19,600 300 600 3,900 6,800 1,100 * * * 200 100 100 100 100 * * 100 200 400 * 700 100 2,100 29 Burlington 30 8,000 100 300 1,800 3,100 600 * * * 200 100 100 100 * * 100 100 * 400 * 700 100 800 30 City of Hamilton Flamborough 31 900 * * 200 300 100 * * * * * * * * * * * * 100 * * * 100 31 Dundas 32 400 * * 100 100 * * * * * * * * * * * * * * * * * 100 32 Ancaster 33 900 * * 300 200 * * * * * * * * * * * * * * * 100 * * 33 Glanbrook 34 100 * * 100 100 100 * * * * * * * * * * * * * * * * * 34 Stoney 35 1,000 * * 200 400 * * * * * * * * * * * * * * * 100 * 100 35 Hamilton 36 4,500 * 200 1,300 2,000 400 * * * 100 100 100 200 * 100 * 100 100 100 * 500 100 900 36

Municipal Totals 1,904,000 179,200 199,600 1,384,300 726,900 1,138,900 15,300 39,500 40,100 190,400 200,400 237,400 321,100 136,000 65,100 39,200 173,400 115,400 351,300 65,700 622,400 37,500 596,600 Region Total 5,532,900 1,180,200 2,066,600

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. 28 2011 TTS O-D TRIP MATRIX FOR 36 MUNICIPALITIES (continued)

Purpose: all Mode: All Period: 24 Hour

To:

Peel Halton City of Hamilton Municipal Region 24 25 26 27 28 29 30 31 32 33 34 35 36 Total Total FROM: 5,527,700 City of Toronto 1 2,800 23,700 77,300 2,300 4,200 19,700 8,100 900 400 900 100 900 4,700 1,901,100 1 Toronto 2 * 500 3,100 100 100 200 100 * * * * * 100 179,300 2 East York 3 300 2,800 7,800 100 300 500 300 100 * * * * 300 199,300 3 York 4 2,400 22,800 39,200 1,000 1,600 3,600 1,800 200 100 300 100 200 1,200 1,383,000 4 North York 5 3,700 31,200 88,300 1,200 2,400 6,900 3,200 300 100 100 100 400 1,900 726,300 5 Etobicoke 6 600 5,900 13,700 100 400 1,200 600 * * * * * 600 1,138,700 6 Scarborough 1,180,100 Brock 7 * * 100 * * * * * * * * * * 15,200 7 Durham 8 100 * 200 * * * * * * * * * * 39,500 8 Uxbridge 9 * * 200 * * * * * * * * * * 39,800 9 Scugog 10 100 500 1,800 100 100 100 100 * * * * * 100 190,600 10 Pickering 11 * 300 1,600 * * 100 200 * * * * * * 200,700 11 Ajax 12 * 500 1,800 * 100 100 200 * * * * * 100 237,800 12 Whitby 13 100 700 1,400 * * 100 100 * * * * * 100 320,600 13 Oshawa 14 * 200 800 * * * * * * * * * * 135,900 14 Clarington 2,066,700 York 15 100 200 400 * * 100 * * * * * * 100 65,300 15 Georgina 16 100 300 300 * 100 * 100 * * * * * * 39,300 16 East Gwillimbury 17 400 600 1,300 200 * 100 * * * * * * 100 172,900 17 Newmarket 18 300 400 900 * * 100 * * * * * * * 115,500 18 Aurora 19 800 2,100 5,500 100 200 400 400 100 * 100 * * 100 351,100 19 Richmond Hill 20 * 200 500 100 * * * * * * * * * 65,900 20 Whitchurch-Stouffville 21 500 4,300 9,300 200 400 800 600 100 * * * * 500 622,400 21 Markham 22 1,800 700 900 * * * 100 * * * * * 100 37,300 22 King 23 4,400 20,600 19,300 800 1,200 1,900 700 100 100 * * 200 1,000 597,000 23 Vaughan 2,553,500 Peel 24 48,700 16,700 6,000 1,300 400 300 100 * * * * 100 100 92,600 24 Caledon 25 16,800 615,200 115,200 8,200 5,600 5,500 2,400 300 100 300 * 500 1,500 890,100 25 Brampton 26 5,700 115,800 1,053,600 10,300 19,300 54,400 16,100 1,900 600 1,200 300 1,800 9,300 1,570,800 26 Mississauga 1,040,600 Halton 27 1,300 8,200 10,500 65,200 5,600 2,200 1,000 100 * 100 * * 400 101,000 27 Halton Hills 28 400 5,700 18,600 5,700 87,300 6,400 5,400 1,100 200 100 100 400 2,000 144,300 28 Milton 29 500 5,300 53,600 2,200 6,200 256,300 32,000 1,900 400 1,000 400 1,900 7,900 406,400 29 Oakville 30 100 2,400 16,100 1,100 5,200 31,900 259,300 10,800 2,600 2,800 1,400 6,200 32,400 388,900 30 Burlington 979,800 City of Hamilton 31 * 200 2,000 * 1,000 2,000 10,600 33,400 3,200 1,700 400 700 9,700 66,900 31 Flamborough 32 * 100 500 * 200 600 2,500 3,400 17,400 3,000 200 500 13,300 42,500 32 Dundas 33 * 200 1,200 200 100 1,000 3,000 1,700 3,100 33,300 2,200 1,500 28,900 78,000 33 Ancaster 34 * * 300 * 100 500 1,500 300 300 1,900 6,300 3,500 13,300 28,500 34 Glanbrook 35 100 500 1,500 * 400 1,900 6,100 700 400 1,600 3,600 41,500 41,200 101,200 35 Stoney 36 200 1,700 9,300 400 1,900 7,900 32,100 9,300 13,200 29,200 13,200 41,000 492,400 662,700 36 Hamilton

92,300 890,500 1,564,000 100,900 144,600 407,100 388,700 66,800 42,400 77,800 28,800 101,500 663,600 2,546,800 1,041,300 980,900 13,348,500

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. A.M. Peak, All Purpose 29 2011 TTS O-D Trip Matrix For 36 Municipalities

Purpose: all Mode: All Period: 6 to 9 am

To: City of Toronto Durham York From: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 City of Toronto Toronto 1 235,700 6,000 6,900 37,200 13,800 11,800 * 100 100 700 300 400 400 100 * 100 400 300 1,100 100 4,700 200 3,800 1 East York 2 20,300 10,500 400 7,800 1,000 5,100 * * * 100 100 100 * * * * 100 * 200 * 1,100 * 400 2 York 3 24,900 500 11,800 11,700 5,500 1,200 * * * * * * * * * * * * 300 * 600 * 1,800 3 North York 4 72,100 3,400 6,700 152,100 10,900 17,300 * * 100 500 500 300 600 100 * 100 700 400 3,500 300 9,500 400 16,600 4 Etobicoke 5 35,300 600 3,800 14,900 76,800 2,100 * * * 100 * 100 100 * * * 100 100 600 * 1,500 100 5,900 5 Scarborough 6 53,800 4,600 900 35,500 4,300 153,100 * 100 100 2,300 1,000 900 1,400 200 * 100 700 500 2,800 300 15,000 100 3,900 6 Brock Durham 7 100 * * * * * 2,000 200 300 100 100 100 100 * 200 100 100 100 * * 100 * * 7 Uxbridge 8 400 * * 200 * 300 100 4,500 400 200 * 300 * 100 100 100 400 200 300 600 800 * 200 8 Scugog 9 200 * * 200 * 200 300 500 5,100 200 100 400 1,400 200 * * 100 * 100 100 300 * 100 9 Pickering 10 7,100 300 100 3,500 500 5,900 * 200 200 20,800 3,700 1,400 1,300 100 * * * 100 400 200 2,200 * 500 10 Ajax 11 8,100 300 100 3,500 400 6,300 * 100 * 4,100 26,600 1,700 2,300 300 * * 100 * 300 100 2,200 100 600 11 Whitby 12 5,700 100 100 2,600 400 3,600 100 100 200 3,400 2,600 29,600 7,300 1,000 * * 100 100 600 200 2,000 * 300 12 Oshawa 13 2,700 100 100 1,600 300 2,400 100 * 500 2,800 2,600 7,700 38,500 2,500 * * * 100 300 100 1,600 * 300 13 Clarington 14 1,600 100 * 500 100 900 * 100 200 1,300 1,300 3,000 7,100 17,200 * * 100 * 100 * 400 * 100 14 York Georgina 15 600 * * 700 200 300 300 400 * 100 * * * * 8,500 900 3,200 700 700 200 900 200 500 15 East Gwillimbury 16 400 * * 400 100 100 * 200 * * * * * * 300 1,900 3,600 500 500 200 700 200 300 16 Newmarket 17 2,400 * 100 2,400 300 500 * 100 * * 100 * * * 400 700 21,300 4,000 1,700 500 2,400 500 2,000 17 Aurora 18 2,400 100 * 2,200 400 400 * * * * * * 100 * 200 200 2,600 14,000 2,000 300 1,300 600 1,600 18 Richmond Hill 19 13,600 500 300 12,200 1,400 3,300 * 100 * 300 100 200 200 * * 100 1,100 2,400 38,900 300 8,800 1,300 7,300 19 Whitchurch-Stouffville 20 1,500 100 * 1,100 200 1,300 * 200 100 200 * 100 * * * 100 500 400 800 5,800 3,900 100 500 20 Markham 21 20,100 700 200 18,000 1,600 16,500 * 100 * 700 300 400 500 200 100 100 700 1,000 8,100 900 77,600 200 5,300 21 King 22 900 * * 800 400 100 * * * * * * * * * 100 400 900 600 100 300 2,100 1,900 22 Vaughan 23 18,500 400 1,500 24,100 6,100 2,900 * 100 * 200 100 100 200 * 100 200 500 1,100 5,000 100 5,800 1,300 75,200 23 Peel Caledon 24 1,300 * 100 1,200 1,700 200 * * * * * * * * * * 100 100 300 * 300 400 1,800 24 Brampton 25 13,000 100 900 9,800 12,700 1,800 * * * 100 * * 100 * * * 100 * 400 * 1,200 100 7,800 25 Mississauga 26 37,800 700 1,500 12,700 23,900 2,800 * * * 200 * 200 200 * * * 100 100 800 * 2,100 100 4,700 26 Halton Halton Hills 27 1,400 * 100 400 500 100 * * * * * * * * * * * * * * 100 * 400 27 Milton 28 2,500 * * 600 1,300 200 * * * * * * * * * * * * 100 * 100 * 500 28 Oakville 29 12,400 * 100 1,700 2,400 400 * * * * * * * * * * * * 100 * 300 * 700 29 Burlington 30 5,200 * 100 700 1,400 200 * * * * * * * * * * * * 100 * 200 * 300 30 City of Hamilton Flamborough 31 500 * * 100 100 * * * * * * * * * * * * * 100 * * * 100 31 Dundas 32 200 * * * * * * * * * * * * * * * * * * * * * * 32 Ancaster 33 400 * * 200 100 * * * * * * * * * * * * * * * * * * 33 Glanbrook 34 100 * * * * * * * * * * * * * * * * * * * * * * 34 Stoney 35 500 * * 100 200 * * * * * * * * * * * * * * * * * 100 35 Hamilton 36 1,800 * * 300 500 100 * * * * * * * * * * * * * * 100 * 200 36

Municipal Totals 605,500 29,300 35,900 361,100 169,400 241,500 3,000 7,300 7,300 38,500 39,900 47,200 62,200 22,200 10,200 4,800 37,300 27,100 70,800 10,300 148,000 8,300 145,600 Region Total 1,442,700 227,600 462,400

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. 30 2011 TTS O-D TRIP MATRIX FOR 36 MUNICIPALITIES (continued)

Purpose: all Mode: All Period: 6 to 9 am

To:

Peel Halton City of Hamilton Municipal Region 24 25 26 27 28 29 30 31 32 33 34 35 36 Total Total FROM: 1,215,600 City of Toronto 1 400 2,100 11,400 100 200 1,400 400 * * 100 * * 500 340,700 1 Toronto 2 * 100 1,100 * * 100 * * * * * * * 48,500 2 East York 3 * 700 2,400 * 100 100 100 * * * * * 100 62,000 3 York 4 400 2,600 9,300 100 200 700 200 * * * 100 * 100 309,800 4 North York 5 300 3,900 17,500 200 300 1,100 600 * * * * * 300 166,500 5 Etobicoke 6 * 1,200 4,700 * 100 100 100 * * * * * 100 288,100 6 Scarborough 290,900 Brock 7 * * * * * * * * * * * * * 3,700 7 Durham 8 * * 100 * * * * * * * * * * 9,500 8 Uxbridge 9 * * * * * * * * * * * * * 9,600 9 Scugog 10 100 100 700 * * * * * * * * * * 49,300 10 Pickering 11 * 100 700 * * * 100 * * * * * * 58,300 11 Ajax 12 * 100 700 * * * * * * * * * * 61,100 12 Whitby 13 * 100 400 * * * * * * * * * * 65,100 13 Oshawa 14 * * 100 * * * * * * * * * * 34,300 14 Clarington 536,700 York 15 * * 200 * * * * * * * * * 100 18,900 15 Georgina 16 * * 200 * * * * * * * * * * 9,700 16 East Gwillimbury 17 100 300 800 * * * * * * * * * * 40,900 17 Newmarket 18 100 200 500 * * 100 * * * * * * * 29,500 18 Aurora 19 300 1,000 2,700 * * 200 200 * * * * * 100 96,900 19 Richmond Hill 20 * 200 300 * * * * * * * * * * 17,500 20 Whitchurch-Stouffville 21 * 1,200 3,300 * 100 200 * * * * * * 100 158,300 21 Markham 22 300 200 400 * * * * * * * * * 100 9,700 22 King 23 600 3,800 6,400 * 100 400 100 * * * * * 300 155,300 23 Vaughan 658,800 Peel 24 10,300 4,900 3,200 300 200 100 * * * * * * * 26,900 24 Caledon 25 4,300 148,100 46,900 1,100 1,200 1,800 500 100 * 100 * 100 500 253,000 25 Brampton 26 700 19,000 252,400 800 2,100 10,700 2,900 100 * 100 * 100 2,100 378,900 26 Mississauga 247,200 Halton 27 300 3,300 5,000 13,200 1,400 900 300 * * * * * 100 27,600 27 Halton Hills 28 100 1,900 8,400 900 18,400 2,100 1,300 100 * * * * 600 39,100 28 Milton 29 * 1,600 15,100 400 1,100 54,500 4,300 100 * 200 * 200 1,300 97,100 29 Oakville 30 * 900 7,400 200 1,600 9,400 46,100 1,000 100 200 200 500 7,500 83,400 30 Burlington 215,800 City of Hamilton 31 * 100 1,300 * 400 1,000 2,600 6,200 700 600 100 200 3,400 17,500 31 Flamborough 32 * * 200 * 100 300 1,000 400 3,300 400 * 100 3,900 10,200 32 Dundas 33 * 100 700 * * 400 1,000 300 100 5,800 100 300 6,100 15,600 33 Ancaster 34 * * 100 * 100 200 700 200 100 400 1,100 1,000 3,800 7,800 34 Glanbrook 35 * 200 800 * 100 800 2,600 100 100 400 300 9,900 10,300 26,600 35 Stoney 36 100 400 2,500 100 600 2,700 9,100 1,600 1,800 4,600 1,500 6,500 103,400 138,100 36 Hamilton

18,600 198,700 407,800 17,700 28,700 89,400 74,400 10,100 6,300 12,900 3,500 19,000 144,900 625,100 210,200 196,700 3,164,600

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. 24 Hour, Work Purpose 31 2011 TTS Home to Work Matrix For 36 Municipalities

Purpose: Work Mode: All Period: 24 HOURS

To: City of Toronto Durham York From: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 City of Toronto Toronto 1 202,500 3,900 4,300 33,000 12,300 9,900 * 100 100 600 300 300 300 * * * 300 300 1,200 100 5,100 200 4,600 1 East York 2 20,000 3,300 400 5,800 1,400 4,400 * * * 100 100 * 100 * * * 100 * 200 * 1,400 * 700 2 York 3 21,900 500 3,800 10,500 4,600 1,400 * * * 100 * * * * * * * * 500 * 900 * 2,700 3 North York 4 67,300 2,900 3,700 67,800 9,800 14,200 * * 100 500 500 300 700 100 * 100 700 300 3,900 200 10,500 100 18,900 4 Etobicoke 5 33,500 600 2,400 13,500 32,300 2,200 * * * 200 * 100 100 * * * 200 100 600 * 1,800 200 7,700 5 Scarborough 6 56,600 4,800 900 33,300 5,100 69,300 * 100 100 2,300 1,000 800 1,300 200 * 100 700 700 3,500 400 17,100 200 5,800 6 Brock Durham 7 100 * * * * 100 1,100 300 300 100 100 100 100 * 200 100 200 100 100 100 200 * 100 7 Uxbridge 8 600 * * 300 * 400 100 1,500 300 200 100 200 100 100 100 100 500 200 500 700 1,000 * 200 8 Scugog 9 300 * * 300 * 300 200 500 2,700 300 200 400 1,100 200 * * 100 * 100 100 400 * 100 9 Pickering 10 7,400 300 200 4,000 600 6,400 * 100 100 6,100 2,600 700 900 100 * * 100 200 500 100 2,600 * 600 10 Ajax 11 9,700 400 100 4,400 500 6,900 * 100 100 3,900 7,300 1,700 1,400 300 * * 200 100 500 100 2,600 100 1,000 11 Whitby 12 6,600 300 100 3,000 500 4,700 100 100 200 3,600 3,000 9,000 5,600 700 * * 100 100 600 100 2,500 * 600 12 Oshawa 13 4,300 300 100 2,400 600 3,300 * 100 500 3,500 3,000 8,200 19,900 1,800 * * 100 100 400 100 2,000 * 700 13 Clarington 14 2,200 100 * 600 300 1,500 * 100 300 1,900 1,900 3,800 7,900 7,000 * * 100 * 100 * 600 * 100 14 York Georgina 15 900 * * 800 200 600 200 400 * 200 * * * * 3,900 1,000 3,100 1,100 1,000 300 1,200 200 700 15 East Gwillimbury 16 700 * * 500 100 200 * 100 * * * * * * 200 1,200 2,200 800 500 300 900 200 500 16 Newmarket 17 2,900 * 100 2,800 400 600 * 100 * * 100 * * * 300 1,000 9,400 3,300 1,900 500 2,600 400 2,300 17 Aurora 18 2,600 100 100 2,200 500 500 * * * * * * 100 100 100 200 2,600 4,300 1,600 300 1,700 300 1,800 18 Richmond Hill 19 13,500 600 300 11,900 1,700 3,500 * 100 * 200 100 200 200 * * 200 1,400 1,500 12,200 400 9,000 400 8,100 19 Whitchurch-Stouffville 20 1,800 100 * 1,400 200 1,400 * 300 100 100 * 100 * * * 100 600 300 1,000 2,800 3,700 * 600 20 Markham 21 20,500 1,000 400 16,900 2,000 17,000 * 200 * 900 300 400 300 200 * 100 800 1,000 6,900 800 32,500 100 6,000 21 King 22 700 * * 700 400 100 * * * * * * * * * 100 500 400 400 100 300 1,000 2,000 22 Vaughan 23 18,400 500 1,500 22,300 5,600 2,900 * 100 * 200 200 100 200 * 100 100 500 900 4,200 100 5,500 500 34,000 23 Peel Caledon 24 1,900 * 200 1,300 1,900 200 * * * * * * * * * * 100 * 300 * 400 300 2,300 24 Brampton 25 13,600 300 1,200 10,100 14,200 2,100 * * * 200 100 * 100 100 * 100 100 100 500 * 1,700 100 11,300 25 Mississauga 26 38,100 700 1,600 12,900 24,100 2,500 * * * 200 100 200 200 100 * * 100 100 1,000 100 2,400 100 6,500 26 Halton Halton Hills 27 1,700 * 200 500 700 100 * * * * * * * * * * * * 100 * 100 * 500 27 Milton 28 3,200 * 100 1,000 1,300 200 * * * * * * * * * * * * 100 * 200 * 700 28 Oakville 29 13,500 100 200 2,000 2,500 500 * * * * * * * * * * 100 * 200 * 300 * 1,000 29 Burlington 30 5,700 100 100 900 1,600 300 * * * 100 * * * * * 100 * * 200 * 300 * 500 30 City of Hamilton Flamborough 31 600 * * 100 200 100 * * * * * * * * * * * * 100 * * * 100 31 Dundas 32 200 * * * * * * * * * * * * * * * * * * * * * 100 32 Ancaster 33 500 * * 200 100 * * * * * * * * * * * * * * * * * * 33 Glanbrook 34 100 * * * 100 * * * * * * * * * * * * * * * * * * 34 Stoney 35 700 * * 200 300 * * * * * * * * * * * * * * * * * 100 35 Hamilton 36 2,200 * 100 400 1,100 100 * * * * * * * * * * * * * * 200 * 400 36

Municipal Totals 577,100 20,800 22,000 268,300 127,400 158,000 2,000 4,100 4,900 25,700 21,000 26,900 40,800 11,200 5,200 4,800 24,900 16,000 44,700 7,900 111,700 4,600 123,100 Region Total 1,173,600 136,600 342,900

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. 32 2011 TTS HOME TO WORK MATRIX FOR 36 MUNICIPALITIES (continued)

Purpose: Work Mode: All Period: 24 Hours

To:

Peel Halton City of Hamilton Municipal Region 24 25 26 27 28 29 30 31 32 33 34 35 36 Total Total FROM: 945,500 City of Toronto 1 300 2,500 13,000 100 300 1,800 300 * * 100 * * 700 298,600 1 Toronto 2 * 100 1,300 * 100 100 * * * * * * * 39,900 2 East York 3 100 1,000 3,600 * 200 200 100 * * * * * 100 52,400 3 York 4 500 3,600 11,500 200 200 800 200 * * * * * 100 219,700 4 North York 5 500 4,600 18,800 200 300 1,000 500 * * * * * 300 121,700 5 Etobicoke 6 100 1,800 6,500 * 200 100 100 * * * * * 200 213,200 6 Scarborough 221,300 Brock 7 * * * * * * * * * * * * * 3,400 7 Durham 8 * * 100 * * * * * * * * * * 7,500 8 Uxbridge 9 * * 100 * * * * * * * * * * 7,300 9 Scugog 10 100 300 1,100 * * * 100 * * * * * * 35,100 10 Pickering 11 * 200 1,000 * * * 100 * * * * * * 42,700 11 Ajax 12 * 300 1,200 * 100 * * * * * * * 100 43,400 12 Whitby 13 * 400 700 * * * * * * * * * * 52,600 13 Oshawa 14 * 100 400 * * * * * * * * * * 29,300 14 Clarington 395,800 York 15 100 200 400 * * 100 * * * * * * 100 16,700 15 Georgina 16 * 200 300 * * * * * * * * * * 9,000 16 East Gwillimbury 17 100 400 900 * * * * * * * * * * 30,400 17 Newmarket 18 100 200 800 * * 100 * * * * * * * 20,400 18 Aurora 19 300 1,100 3,600 * * 200 200 * * * * * * 71,000 19 Richmond Hill 20 * 200 300 * * * * * * * * * * 15,100 20 Whitchurch-Stouffville 21 * 1,300 4,200 * 100 300 100 * * * * * 100 114,500 21 Markham 22 200 200 500 * * * 100 * * * * * * 7,700 22 King 23 600 4,000 7,500 * 200 500 200 * * * * * 200 111,000 23 Vaughan 482,100 Peel 24 4,500 4,700 3,800 200 200 200 100 * * * * * * 22,700 24 Caledon 25 3,000 69,300 58,700 1,300 1,800 2,000 700 100 * 100 * 100 300 193,400 25 Brampton 26 700 17,100 138,500 900 2,600 10,400 3,000 100 * 100 * 100 1,200 266,000 26 Mississauga 182,300 Halton 27 300 3,600 6,000 5,900 1,300 900 300 * * * * * 100 22,600 27 Halton Hills 28 100 2,600 10,200 700 7,500 1,700 1,300 100 * * * * 300 31,400 28 Milton 29 100 1,900 15,300 400 1,100 19,900 4,500 100 * 200 * 300 1,100 65,100 29 Oakville 30 * 1,100 8,400 300 1,800 10,100 23,600 800 100 300 100 600 6,000 63,200 30 Burlington 162,200 City of Hamilton 31 * 200 1,500 * 600 1,300 2,900 2,200 200 300 100 200 2,100 12,900 31 Flamborough 32 * 100 300 * 200 400 1,100 500 1,000 300 * 200 3,300 7,700 32 Dundas 33 * 100 800 * * 600 1,300 200 100 1,700 200 400 4,500 10,800 33 Ancaster 34 * * 300 * 100 400 1,000 200 100 300 500 700 3,500 7,300 34 Glanbrook 35 * 200 1,000 * 200 1,200 3,500 200 100 500 400 3,500 9,000 21,200 35 Stoney 36 * 600 3,500 100 900 3,600 12,200 1,900 1,600 4,600 1,800 6,400 60,300 102,300 36 Hamilton

12,000 123,900 326,100 10,600 20,000 57,900 57,400 6,400 3,300 8,400 3,200 12,600 93,700 462,000 145,900 127,600 2,389,000

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. A.M. Peak, Work Purpose 33 2011 TTS Home to Work Matrix For 36 Municipalities

Purpose: Work Mode: All Period: 6 to 9 am

To: City of Toronto Durham York From: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 City of Toronto Toronto 1 131,500 2,500 2,900 24,300 8,400 6,900 * 100 * 600 200 300 200 * * * 300 200 1,000 100 4,000 100 3,100 1 East York 2 13,500 1,700 300 4,000 900 2,800 * * * 100 100 * * * * * 100 * 200 * 1,000 * 400 2 York 3 14,400 400 2,200 6,900 3,300 1,000 * * * * * * * * * * * * 300 * 700 * 1,700 3 North York 4 50,100 1,900 2,600 42,600 6,300 9,400 * * 100 400 400 200 500 100 * 100 600 300 2,400 200 7,100 100 12,500 4 Etobicoke 5 25,800 500 1,500 9,800 18,400 1,600 * * * 100 * 100 100 * * * 100 100 500 * 1,400 100 4,900 5 Scarborough 6 40,500 3,000 600 22,900 3,400 41,100 * 100 * 1,600 600 600 800 200 * 100 600 500 2,600 200 11,200 100 3,700 6 Brock Durham 7 100 * * * * * 700 200 200 100 100 100 100 * 200 * 100 100 100 * 100 * * 7 Uxbridge 8 400 * * 200 * 300 100 900 300 100 * 200 * 100 100 100 400 100 200 400 800 * 200 8 Scugog 9 200 * * 200 * 200 100 300 1,400 200 200 200 800 100 * * 100 * 100 100 300 * 100 9 Pickering 10 6,100 200 100 2,900 300 4,200 * * 100 3,200 1,600 500 600 100 * * * 100 400 100 2,000 * 500 10 Ajax 11 7,400 200 100 3,100 300 5,000 * 100 * 2,400 3,800 1,100 1,000 200 * * 200 * 400 100 2,000 100 600 11 Whitby 12 5,000 100 * 2,300 300 3,200 100 100 100 2,700 2,000 5,200 3,900 700 * * 100 100 500 100 1,800 * 300 12 Oshawa 13 2,500 100 100 1,600 200 2,200 * * 300 2,400 1,900 5,200 11,400 1,200 * * * 100 300 100 1,500 * 300 13 Clarington 14 1,400 * * 400 100 800 * 100 200 1,200 1,300 2,600 4,900 4,400 * * 100 * 100 * 400 * 100 14 York Georgina 15 500 * * 500 100 300 200 200 * 100 * * * * 2,200 600 2,100 700 700 200 900 100 500 15 East Gwillimbury 16 400 * * 300 * 100 * 100 * * * * * * 100 700 1,500 500 400 200 700 200 300 16 Newmarket 17 2,200 * 100 2,100 200 400 * 100 * * 100 * * * 200 400 5,800 2,300 1,500 400 2,000 200 1,800 17 Aurora 18 2,100 100 * 1,800 300 300 * * * * * * 100 100 100 100 1,500 2,600 1,300 200 1,100 200 1,300 18 Richmond Hill 19 11,500 400 300 8,900 1,100 2,400 * 100 * 200 100 100 100 * * 100 1,000 1,100 7,000 200 6,000 300 5,200 19 Whitchurch-Stouffville 20 1,300 100 * 1,100 100 1,200 * 200 100 100 * 100 * * * 100 500 200 700 1,800 2,900 * 400 20 Markham 21 16,800 700 200 12,500 1,300 11,500 * 100 * 600 200 200 200 200 * 100 500 700 4,700 500 19,600 100 4,200 21 King 22 600 * * 500 300 100 * * * * * * * * * 100 300 300 300 100 300 500 1,400 22 Vaughan 23 14,900 400 1,100 16,600 3,600 2,200 * * * 200 100 100 100 * * 100 400 800 2,700 100 4,000 400 22,400 23 Peel Caledon 24 1,100 * 100 1,000 1,300 200 * * * * * * * * * * * * 300 * 300 200 1,700 24 Brampton 25 10,300 100 700 7,300 9,400 1,400 * * * 100 * * * * * * 100 * 400 * 1,100 100 7,000 25 Mississauga 26 30,700 500 1,100 9,600 15,900 1,900 * * * 100 * 200 100 * * * 100 100 700 * 1,800 100 4,200 26 Halton Halton Hills 27 1,200 * 100 300 500 100 * * * * * * * * * * * * * * 100 * 300 27 Milton 28 2,400 * 100 500 900 100 * * * * * * * * * * * * 100 * 100 * 500 28 Oakville 29 11,400 * 100 1,500 1,800 300 * * * * * * * * * * * * 100 * 200 * 600 29 Burlington 30 4,700 * * 600 1,100 200 * * * * * * * * * * * * 100 * 200 * 300 30 City of Hamilton Flamborough 31 500 * * 100 100 * * * * * * * * * * * * * 100 * * * 100 31 Dundas 32 200 * * * * * * * * * * * * * * * * * * * * * * 32 Ancaster 33 300 * * 100 100 * * * * * * * * * * * * * * * * * * 33 Glanbrook 34 100 * * * * * * * * * * * * * * * * * * * * * * 34 Stoney 35 500 * * 100 100 * * * * * * * * * * * * * * * * * 100 35 Hamilton 36 1,600 * * 200 500 * * * * * * * * * * * * * * * 100 * 200 36

Municipal Totals 414,100 13,100 14,500 186,900 80,900 101,200 1,300 2,700 2,700 16,400 12,700 17,200 25,000 7,300 3,200 2,500 16,500 11,100 29,900 5,200 75,700 3,100 80,800 Region Total 810,700 85,300 228,000

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. 34 2011 TTS HOME TO WORK MATRIX FOR 36 MUNICIPALITIES (continued)

Purpose: Work Mode: All Period: 6 to 9 am

To:

Peel Halton City of Hamilton Municipal Region 24 25 26 27 28 29 30 31 32 33 34 35 36 Total Total FROM: 633,700 City of Toronto 1 200 1,900 9,800 100 200 1,100 300 * * 100 * * 400 200,700 1 Toronto 2 * * 900 * * 100 * * * * * * * 26,300 2 East York 3 * 700 2,400 * 100 100 100 * * * * * 100 34,500 3 York 4 400 2,100 7,700 100 200 600 200 * * * * * * 149,100 4 North York 5 300 3,000 13,100 200 200 800 400 * * * * * 100 83,000 5 Etobicoke 6 * 1,100 4,300 * * 100 100 * * * * * 100 140,100 6 Scarborough 144,100 Brock 7 * * * * * * * * * * * * * 2,100 7 Durham 8 * * * * * * * * * * * * * 4,800 8 Uxbridge 9 * * * * * * * * * * * * * 4,400 9 Scugog 10 100 200 600 * * * * * * * * * * 24,000 10 Pickering 11 * 100 700 * * * 100 * * * * * * 28,800 11 Ajax 12 * 100 600 * * * * * * * * * * 29,500 12 Whitby 13 * 100 400 * * * * * * * * * * 32,100 13 Oshawa 14 * * 100 * * * * * * * * * * 18,400 14 Clarington 278,100 York 15 100 * 200 * * * * * * * * * 100 10,600 15 Georgina 16 * * 200 * * * * * * * * * * 5,800 16 East Gwillimbury 17 100 300 700 * * * * * * * * * * 21,100 17 Newmarket 18 100 200 500 * * 100 * * * * * * * 14,100 18 Aurora 19 300 900 2,700 * * 100 200 * * * * * * 50,400 19 Richmond Hill 20 * 200 300 * * * * * * * * * * 11,300 20 Whitchurch-Stouffville 21 * 1,100 2,900 * 100 200 * * * * * * * 79,300 21 Markham 22 100 200 300 * * * * * * * * * * 5,300 22 King 23 500 3,000 5,600 * 100 300 200 * * * * * 100 80,200 23 Vaughan 317,500 Peel 24 2,600 3,200 3,100 100 200 100 * * * * * * * 15,700 24 Caledon 25 2,000 38,700 38,500 600 1,000 1,500 500 100 * 100 * 100 200 121,400 25 Brampton 26 600 12,100 87,900 600 1,500 7,100 2,400 * * 100 * * 800 180,400 26 Mississauga 128,900 Halton 27 200 2,700 4,700 3,600 900 700 200 * * * * * 100 15,700 27 Halton Hills 28 * 1,800 7,500 500 4,100 1,300 1,100 100 * * * * 300 21,700 28 Milton 29 * 1,400 11,800 200 800 11,800 2,900 * * 100 * 200 700 46,300 29 Oakville 30 * 800 6,600 200 1,300 7,500 15,100 500 100 100 100 400 5,000 45,200 30 Burlington 105,200 City of Hamilton 31 * 100 1,200 * 400 900 2,200 1,500 100 200 100 200 1,700 9,500 31 Flamborough 32 * 100 200 * 100 300 800 300 600 200 * 100 2,400 5,300 32 Dundas 33 * 100 600 * * 400 900 200 100 900 100 300 3,300 7,400 33 Ancaster 34 * * 200 * 100 200 700 200 100 100 200 500 2,500 4,900 34 Glanbrook 35 * 200 800 * * 700 2,600 100 100 400 200 2,300 6,200 14,400 35 Stoney 36 * 300 2,400 100 500 2,300 7,700 1,300 1,100 3,000 1,000 3,900 37,400 63,700 36 Hamilton

7,700 76,700 219,700 6,500 12,000 38,600 38,800 4,300 2,100 5,300 1,600 8,100 62,000 304,100 95,900 83,400 1,607,300

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. 2011 Survey Data for 6 Regions 24 Hour, All Purpose 35 A.M. Peak, All Purpose

2011 TTS O-D Trip Matrix For 6 Regions

Purpose: all Mode: All Period: 24 Hour

TO: FROM: City of Toronto Durham York Peel Halton City of Hamilton Region Total City of Toronto 4,551,500 126,100 450,100 326,200 59,900 13,900 5,527,800 Durham 126,600 998,300 42,300 10,400 1,700 700 1,180,100 York 451,300 42,800 1,484,900 76,100 8,700 2,900 2,066,600 Peel 329,700 10,400 77,600 1,993,100 124,300 18,100 2,553,100 Halton 59,900 1,800 9,000 122,800 773,100 74,500 1,041,000 City of Hamilton 14,000 800 2,700 17,800 74,000 870,700 980,000

Region Total 5,533,000 1,180,100 2,066,700 2,546,400 1,041,700 980,700 13,348,500

2011 TTS O-D Trip Matrix For 6 Regions

Purpose: all Mode: All Period: 6 to 9 am

TO: FROM: City of Toronto Durham York Peel Halton City of Hamilton Region Total City of Toronto 1,060,300 11,000 78,200 58,200 6,400 1,400 1,215,500 Durham 60,600 208,800 17,500 3,400 400 100 290,900 York 162,500 6,200 342,200 23,100 1,800 800 536,500 Peel 122,400 1,100 20,700 489,700 21,800 3,100 658,700 Halton 31,700 300 3,100 44,100 156,000 12,100 247,300 City of Hamilton 5,300 100 600 6,600 23,900 179,200 215,700

Region Total 1,442,800 227,500 462,400 625,000 210,200 196,700 3,164,600

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. 24 Hour, Work Purpose A.M. Peak, Work Purpose 36

2011 TTS home to work Matrix For 6 Regions

Purpose: Work Mode: All Period: 24 Hour

TO: FROM: City of Toronto Durham York Peel Halton City of Hamilton Region Total City of Toronto 764,200 10,600 92,700 69,700 6,900 1,500 945,500 Durham 74,300 117,900 22,400 5,900 600 200 221,200 York 164,300 6,100 194,800 27,800 2,200 500 395,800 Peel 126,900 1,500 27,600 300,400 23,600 2,100 482,000 Halton 36,500 300 4,400 49,600 81,300 10,300 182,300 City of Hamilton 7,400 200 1,200 8,700 31,500 113,100 162,100

Region Total 1,173,700 136,500 343,000 462,000 146,100 127,600 2,389,000

2011 TTS home to work Matrix For 6 Regions

Purpose: Work Mode: All Period: 6 to 9 am

TO: FROM: City of Toronto Durham York Peel Halton City of Hamilton Region Total City of Toronto 510,000 7,300 62,600 47,900 5,000 900 633,700 Durham 51,800 72,800 15,900 3,200 300 100 144,100 York 123,600 4,300 127,800 20,500 1,500 300 278,100 Peel 92,600 700 18,200 188,600 15,900 1,400 317,400 Halton 28,000 200 2,800 37,600 52,300 7,900 128,900 City of Hamilton 4,600 100 600 6,100 21,000 72,700 105,100

Region Total 810,700 85,400 228,000 304,000 96,000 83,400 1,607,300

NOTE: All numbers have been rounded to the nearest one hundred. As a result, there may be some discrepancy in the column and row totals. APPENDIX H FUTURE TOTAL 2020 SYNCHRO (V9) ANALYSIS REPORTS 2020_FUTURE_TOTAL_AM 1: Fourth Line & Dundas Street

Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 3610 9 2203 13 21 v/c Ratio 0.84 0.09 0.50 0.08 0.12 Control Delay 19.4 55.5 2.5 50.2 20.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 19.4 55.5 2.5 50.2 20.7 Queue Length 50th (m) 332.2 2.1 43.6 2.8 0.0 Queue Length 95th (m) m275.7 7.3 49.7 9.1 7.7 Internal Link Dist (m) 409.0 551.2 98.5 Turn Bay Length (m) 90.0 25.0 Base Capacity (vph) 4286 99 4384 508 469 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.84 0.09 0.50 0.03 0.04 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 1: Fourth Line & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 3302 19 8 2027 12 19 Future Volume (vph) 3302 19 8 2027 12 19 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4867 1695 4871 1695 1517 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 4867 1695 4871 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 3589 21 9 2203 13 21 RTOR Reduction (vph) 0000020 Lane Group Flow (vph) 3610 0 9 2203 13 1 Turn Type NA Prot NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 8 Actuated Green, G (s) 96.5 1.5 101.8 6.0 6.0 Effective Green, g (s) 98.5 1.5 104.0 8.0 8.0 Actuated g/C Ratio 0.82 0.01 0.87 0.07 0.07 Clearance Time (s) 6.0 4.0 6.2 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3994 21 4221 113 101 v/s Ratio Prot c0.74 0.01 c0.45 c0.01 v/s Ratio Perm 0.00 v/c Ratio 0.90 0.43 0.52 0.12 0.01 Uniform Delay, d1 7.5 58.8 1.9 52.7 52.3 Progression Factor 2.96 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 13.4 0.5 0.5 0.1 Delay (s) 22.5 72.3 2.4 53.1 52.4 Level of Service C E A D D Approach Delay (s) 22.5 2.7 52.7 Approach LOS C A D Intersection Summary HCM 2000 Control Delay 15.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 82.8% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 2: Proudfoot Trail & Dundas Street

Lane Group EBL EBT EBR WBL WBT WBR NBT NBR SBL SBT Lane Group Flow (vph) 22 3104 72 140 2045 32 96 457 49 88 v/c Ratio 0.10 1.22 0.09 0.78 0.74 0.03 0.26 0.92 0.14 0.17 Control Delay 10.3 131.7 3.9 49.4 29.3 4.1 32.8 54.9 30.2 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.3 131.7 3.9 49.4 29.3 4.1 32.8 54.9 30.2 9.9 Queue Length 50th (m) 1.9 ~341.4 0.0 17.6 149.2 0.0 16.7 77.1 8.2 2.8 Queue Length 95th (m) 5.3 #366.7 7.4 #59.2 #209.3 m1.6 29.8 #129.2 17.2 14.1 Internal Link Dist (m) 428.5 409.0 200.5 191.8 Turn Bay Length (m) 120.0 65.0 120.0 60.0 30.0 Base Capacity (vph) 227 2540 825 179 2745 921 428 554 402 568 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.10 1.22 0.09 0.78 0.74 0.03 0.22 0.82 0.12 0.15 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 2: Proudfoot Trail & Dundas Street

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 20 2856 66 129 1881 29 74 15 420 45 16 65 Future Volume (vph) 20 2856 66 129 1881 29 74 15 420 45 16 65 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.1 5.9 5.9 4.0 6.9 4.0 4.0 6.9 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.88 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.96 1.00 0.95 1.00 Satd. Flow (prot) 1695 4871 1517 1695 4871 1517 1713 1517 1695 1568 Flt Permitted 0.06 1.00 1.00 0.06 1.00 1.00 0.72 1.00 0.68 1.00 Satd. Flow (perm) 111 4871 1517 110 4871 1517 1290 1517 1212 1568 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 22 3104 72 140 2045 32 80 16 457 49 17 71 RTOR Reduction (vph) 0 0 35 0 0 14 0 0 91 0 50 0 Lane Group Flow (vph) 22 3104 38 140 2045 18 0 96 366 49 38 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases 5 2 1 6 8 4 Permitted Phases 2 2 6 6 8 8 4 Actuated Green, G (s) 66.5 62.5 62.5 73.5 65.0 65.0 32.2 32.2 32.2 32.2 Effective Green, g (s) 70.3 62.5 62.5 73.5 64.0 66.9 35.1 32.2 35.1 35.1 Actuated g/C Ratio 0.59 0.52 0.52 0.61 0.53 0.56 0.29 0.27 0.29 0.29 Clearance Time (s) 6.0 5.9 5.9 4.0 5.9 5.9 6.9 6.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 142 2536 790 179 2597 845 377 407 354 458 v/s Ratio Prot 0.01 c0.64 c0.06 0.42 0.02 v/s Ratio Perm 0.08 0.02 0.42 0.01 0.07 c0.24 0.04 v/c Ratio 0.15 1.22 0.05 0.78 0.79 0.02 0.25 0.90 0.14 0.08 Uniform Delay, d1 14.8 28.8 14.1 32.6 22.5 11.9 32.5 42.3 31.3 30.8 Progression Factor 1.00 1.00 1.00 0.90 1.24 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 104.5 0.1 17.6 2.2 0.0 0.4 21.8 0.2 0.1 Delay (s) 15.3 133.3 14.2 46.9 30.1 11.9 32.8 64.1 31.5 30.9 Level of Service B F B D C B C E C C Approach Delay (s) 129.8 30.9 58.7 31.1 Approach LOS F C E C Intersection Summary HCM 2000 Control Delay 85.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.07 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 108.0% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 3: Proudfoot Trail/Street D/Proudfoot Trail & William Halton Parkway

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 3 1225 3 145 1258 12 12 88 38 38 v/c Ratio 0.01 0.52 0.00 0.38 0.45 0.01 0.08 0.36 0.30 0.18 Control Delay 7.0 10.2 0.0 3.6 3.3 0.2 48.0 17.0 54.7 39.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.0 10.2 0.0 3.6 3.3 0.2 48.0 17.0 54.7 39.8 Queue Length 50th (m) 0.2 61.8 0.0 2.6 53.6 0.0 2.6 1.9 8.4 6.1 Queue Length 95th (m) 1.4 95.1 0.0 0.8 14.9 m0.2 8.3 16.7 19.0 16.2 Internal Link Dist (m) 177.2 214.7 185.4 296.0 Turn Bay Length (m) 25.0 25.0 75.0 25.0 25.0 25.0 Base Capacity (vph) 273 2348 1073 396 2774 1247 424 554 363 564 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.01 0.52 0.00 0.37 0.45 0.01 0.03 0.16 0.10 0.07 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 3: Proudfoot Trail/Street D/Proudfoot Trail & William Halton Parkway

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 3 1127 3 133 1157 11 11 8 73 35 26 9 Future Volume (vph) 3 1127 3 133 1157 11 11 8 73 35 26 9 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 1517 1695 3390 1517 1695 1544 1695 1714 Flt Permitted 0.22 1.00 1.00 0.17 1.00 1.00 0.73 1.00 0.63 1.00 Satd. Flow (perm) 395 3390 1517 308 3390 1517 1307 1544 1117 1714 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 3 1225 3 145 1258 12 12 9 79 38 28 10 RTOR Reduction (vph) 0010020700090 Lane Group Flow (vph) 3 1225 2 145 1258 10 12 18 0 38 29 0 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 4 Actuated Green, G (s) 80.1 80.1 80.1 95.2 95.2 95.2 10.8 10.8 10.8 10.8 Effective Green, g (s) 83.1 83.1 83.1 95.2 98.2 98.2 13.8 13.8 13.8 13.8 Actuated g/C Ratio 0.69 0.69 0.69 0.79 0.82 0.82 0.12 0.12 0.12 0.12 Clearance Time (s) 7.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 273 2347 1050 372 2774 1241 150 177 128 197 v/s Ratio Prot c0.36 0.04 c0.37 0.01 0.02 v/s Ratio Perm 0.01 0.00 0.27 0.01 0.01 c0.03 v/c Ratio 0.01 0.52 0.00 0.39 0.45 0.01 0.08 0.10 0.30 0.15 Uniform Delay, d1 5.7 8.9 5.7 5.5 3.1 2.0 47.4 47.6 48.7 47.8 Progression Factor 1.00 1.00 1.00 0.43 0.86 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.8 0.0 0.6 0.5 0.0 0.2 0.3 1.3 0.3 Delay (s) 5.8 9.7 5.7 3.0 3.2 2.0 47.7 47.8 50.0 48.2 Level of Service AAAAAADD DD Approach Delay (s) 9.7 3.2 47.8 49.1 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 8.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 60.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 4: Fourth Line & William Halton Parkway

Lane Group EBL EBT WBT WBR NBT SBL SBT Lane Group Flow (vph) 24 1320 1337 24 27 77 77 v/c Ratio 0.09 0.48 0.49 0.02 0.09 0.47 0.27 Control Delay 3.6 4.1 4.6 1.0 0.6 57.6 5.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.6 4.1 4.6 1.0 0.6 57.6 5.8 Queue Length 50th (m) 0.9 37.1 40.2 0.0 0.0 17.2 0.0 Queue Length 95th (m) m2.4 57.9 65.2 1.6 0.0 31.1 6.5 Internal Link Dist (m) 214.7 153.8 206.0 241.6 Turn Bay Length (m) 50.0 25.0 25.0 Base Capacity (vph) 262 2742 2742 1232 346 220 342 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.09 0.48 0.49 0.02 0.08 0.35 0.23 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 4: Fourth Line & William Halton Parkway

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 22 1214 0 0 1230 22 0 0 25 71 0 71 Future Volume (vph) 22 1214 0 0 1230 22 0 0 25 71 0 71 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 3390 1517 1517 1695 1517 Flt Permitted 0.18 1.00 1.00 1.00 1.00 0.74 1.00 Satd. Flow (perm) 325 3390 3390 1517 1517 1320 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 24 1320 0 0 1337 24 0 0 27 77 0 77 RTOR Reduction (vph) 00000502400670 Lane Group Flow (vph) 24 1320 0 0 1337 19 0 3 0 77 10 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 95.1 95.1 95.1 95.1 12.9 12.9 12.9 Effective Green, g (s) 97.1 97.1 97.1 97.1 14.9 14.9 14.9 Actuated g/C Ratio 0.81 0.81 0.81 0.81 0.12 0.12 0.12 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 262 2743 2743 1227 188 163 188 v/s Ratio Prot 0.39 c0.39 0.00 0.01 v/s Ratio Perm 0.07 0.01 c0.06 v/c Ratio 0.09 0.48 0.49 0.02 0.02 0.47 0.05 Uniform Delay, d1 2.4 3.6 3.6 2.2 46.1 48.9 46.3 Progression Factor 0.96 0.92 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.5 0.6 0.0 0.0 2.2 0.1 Delay (s) 2.9 3.8 4.2 2.2 46.2 51.0 46.4 Level of Service A A A A D D D Approach Delay (s) 3.8 4.2 46.2 48.7 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 53.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 5: Proudfoot Trail & Street C

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 9 5 120 57 29 37 Future Volume (Veh/h) 9 5 120 57 29 37 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 10 5 130 62 32 40 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 15 334 12 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 15 334 12 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 92 95 96 cM capacity (veh/h) 1603 607 1068 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 15 130 62 72 Volume Left 0 130 0 32 Volume Right 5 0 0 40 cSH 1700 1603 1700 799 Volume to Capacity 0.01 0.08 0.04 0.09 Queue Length 95th (m) 0.0 2.0 0.0 2.3 Control Delay (s) 0.0 7.4 0.0 10.0 Lane LOS A A Approach Delay (s) 0.0 5.0 10.0 Approach LOS A Intersection Summary Average Delay 6.0 Intersection Capacity Utilization 24.4% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_AM 6: Street C & Proudfoot Trail/Street D

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 41 5 18 5 9 159 Future Volume (Veh/h) 41 5 18 5 9 159 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 45 5 20 5 10 173 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 25 118 22 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 25 118 22 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 97 99 84 cM capacity (veh/h) 1589 854 1054 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 50 25 183 Volume Left 45 0 10 Volume Right 0 5 173 cSH 1589 1700 1041 Volume to Capacity 0.03 0.01 0.18 Queue Length 95th (m) 0.7 0.0 4.8 Control Delay (s) 6.6 0.0 9.2 Lane LOS A A Approach Delay (s) 6.6 0.0 9.2 Approach LOS A Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 26.9% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 1: Fourth Line & Dundas Street

Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 2310 8 3413 17 10 v/c Ratio 0.54 0.08 0.78 0.10 0.06 Control Delay 9.6 55.3 5.6 50.8 25.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 9.6 55.3 5.6 50.8 25.3 Queue Length 50th (m) 59.8 1.8 123.9 3.7 0.0 Queue Length 95th (m) m40.1 6.9 141.6 10.9 5.3 Internal Link Dist (m) 409.0 551.2 98.5 Turn Bay Length (m) 90.0 25.0 Base Capacity (vph) 4287 99 4384 508 462 Starvation Cap Reductn 00000 Spillback Cap Reductn 00000 Storage Cap Reductn 00000 Reduced v/c Ratio 0.54 0.08 0.78 0.03 0.02 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 1: Fourth Line & Dundas Street

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 2109 17 7 3140 16 9 Future Volume (vph) 2109 17 7 3140 16 9 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 0.91 1.00 0.91 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 4865 1695 4871 1695 1517 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 4865 1695 4871 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 2292 18 8 3413 17 10 RTOR Reduction (vph) 000009 Lane Group Flow (vph) 2310 0 8 3413 17 1 Turn Type NA Prot NA Prot Perm Protected Phases 2 1 6 8 Permitted Phases 8 Actuated Green, G (s) 96.5 1.5 101.8 6.0 6.0 Effective Green, g (s) 98.5 1.5 104.0 8.0 8.0 Actuated g/C Ratio 0.82 0.01 0.87 0.07 0.07 Clearance Time (s) 6.0 4.0 6.2 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 3993 21 4221 113 101 v/s Ratio Prot 0.47 0.00 c0.70 c0.01 v/s Ratio Perm 0.00 v/c Ratio 0.58 0.38 0.81 0.15 0.01 Uniform Delay, d1 3.7 58.8 3.6 52.8 52.3 Progression Factor 2.81 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 11.2 1.8 0.6 0.0 Delay (s) 10.4 69.9 5.3 53.4 52.3 Level of Service B E A D D Approach Delay (s) 10.4 5.5 53.0 Approach LOS B A D Intersection Summary HCM 2000 Control Delay 7.7 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 79.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 2: Proudfoot Trail & Dundas Street

Lane Group EBL EBT EBR WBL WBT WBR NBT NBR SBL SBT Lane Group Flow (vph) 71 2064 101 574 2807 50 91 198 48 67 v/c Ratio 0.31 1.15 0.16 0.82 0.85 0.05 0.50 0.56 0.30 0.25 Control Delay 21.4 110.1 4.8 42.2 16.6 1.6 56.6 12.8 49.9 22.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 21.4 110.1 4.8 42.2 16.6 1.6 56.6 12.8 49.9 22.0 Queue Length 50th (m) 4.9 ~209.4 0.0 121.1 103.9 0.0 20.2 0.0 10.3 5.0 Queue Length 95th (m) 12.4 #238.5 10.0 #180.1 #202.5 m0.3 35.1 20.4 21.0 17.2 Internal Link Dist (m) 428.5 409.0 200.5 191.8 Turn Bay Length (m) 120.0 65.0 120.0 60.0 30.0 Base Capacity (vph) 258 1794 626 697 3287 1082 428 604 377 565 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.28 1.15 0.16 0.82 0.85 0.05 0.21 0.33 0.13 0.12 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 2: Proudfoot Trail & Dundas Street

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 65 1899 93 528 2582 46 67 17 182 44 22 40 Future Volume (vph) 65 1899 93 528 2582 46 67 17 182 44 22 40 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 2.1 5.9 5.9 4.0 6.9 4.0 4.0 6.9 4.0 4.0 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.90 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.96 1.00 0.95 1.00 Satd. Flow (prot) 1695 4871 1517 1695 4871 1517 1716 1517 1695 1613 Flt Permitted 0.09 1.00 1.00 0.08 1.00 1.00 0.72 1.00 0.64 1.00 Satd. Flow (perm) 155 4871 1517 148 4871 1517 1290 1517 1136 1613 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 2064 101 574 2807 50 73 18 198 48 24 43 RTOR Reduction (vph) 0 0 64 0 0 15 0 0 175 0 37 0 Lane Group Flow (vph) 71 2064 37 574 2807 35 0 91 23 48 30 0 Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases 5 2 1 6 8 4 Permitted Phases 2 2 6 6 8 8 4 Actuated Green, G (s) 52.2 44.2 44.2 93.2 81.2 81.2 14.0 14.0 14.0 14.0 Effective Green, g (s) 56.0 44.2 44.2 93.2 80.2 83.1 16.9 14.0 16.9 16.9 Actuated g/C Ratio 0.47 0.37 0.37 0.78 0.67 0.69 0.14 0.12 0.14 0.14 Clearance Time (s) 4.0 5.9 5.9 4.0 5.9 5.9 6.9 6.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 199 1794 558 695 3255 1050 181 176 159 227 v/s Ratio Prot 0.03 c0.42 c0.31 c0.58 0.02 v/s Ratio Perm 0.14 0.02 0.33 0.02 c0.07 0.02 0.04 v/c Ratio 0.36 1.15 0.07 0.83 0.86 0.03 0.50 0.13 0.30 0.13 Uniform Delay, d1 33.7 37.9 24.5 28.8 15.6 5.8 47.7 47.5 46.3 45.1 Progression Factor 1.00 1.00 1.00 1.29 0.86 1.66 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.1 74.7 0.2 5.0 2.0 0.0 2.2 0.3 1.1 0.3 Delay (s) 34.8 112.6 24.8 42.3 15.4 9.7 49.9 47.9 47.3 45.4 Level of Service C F C D B A DDDD Approach Delay (s) 106.1 19.8 48.5 46.2 Approach LOS F B D D Intersection Summary HCM 2000 Control Delay 53.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 13.9 Intersection Capacity Utilization 92.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 3: Proudfoot Trail/Street D/Proudfoot Trail & William Halton Parkway

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 10 1257 12 129 1232 41 8 184 25 25 v/c Ratio 0.04 0.54 0.01 0.35 0.45 0.03 0.05 0.57 0.41 0.12 Control Delay 7.7 10.7 0.0 6.6 4.0 1.1 45.7 18.7 68.0 37.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.7 10.7 0.0 6.6 4.0 1.1 45.7 18.7 68.0 37.4 Queue Length 50th (m) 0.6 64.4 0.0 4.5 32.4 0.2 1.7 6.5 5.6 3.9 Queue Length 95th (m) 3.1 105.0 0.0 11.9 55.6 m2.3 6.2 27.1 14.4 11.6 Internal Link Dist (m) 177.2 214.7 185.4 296.0 Turn Bay Length (m) 25.0 25.0 75.0 25.0 25.0 25.0 Base Capacity (vph) 279 2337 1068 381 2754 1239 429 610 166 560 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.04 0.54 0.01 0.34 0.45 0.03 0.02 0.30 0.15 0.04 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 3: Proudfoot Trail/Street D/Proudfoot Trail & William Halton Parkway

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 9 1156 11 119 1133 38 7 28 142 23 17 6 Future Volume (vph) 9 1156 11 119 1133 38 7 28 142 23 17 6 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 1517 1695 3390 1517 1695 1560 1695 1709 Flt Permitted 0.23 1.00 1.00 0.16 1.00 1.00 0.74 1.00 0.29 1.00 Satd. Flow (perm) 406 3390 1517 293 3390 1517 1322 1560 512 1709 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 10 1257 12 129 1232 41 8 30 154 25 18 7 RTOR Reduction (vph) 00400701350060 Lane Group Flow (vph) 10 1257 8 129 1232 34 8 49 0 25 19 0 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 4 Actuated Green, G (s) 79.7 79.7 79.7 94.5 94.5 94.5 11.5 11.5 11.5 11.5 Effective Green, g (s) 82.7 82.7 82.7 94.5 97.5 97.5 14.5 14.5 14.5 14.5 Actuated g/C Ratio 0.69 0.69 0.69 0.79 0.81 0.81 0.12 0.12 0.12 0.12 Clearance Time (s) 7.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 279 2336 1045 356 2754 1232 159 188 61 206 v/s Ratio Prot c0.37 0.03 c0.36 0.03 0.01 v/s Ratio Perm 0.02 0.01 0.25 0.02 0.01 c0.05 v/c Ratio 0.04 0.54 0.01 0.36 0.45 0.03 0.05 0.26 0.41 0.09 Uniform Delay, d1 5.9 9.2 5.8 5.8 3.3 2.2 46.7 47.9 48.8 46.9 Progression Factor 1.00 1.00 1.00 1.65 1.00 1.01 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.9 0.0 0.6 0.5 0.0 0.1 0.7 4.4 0.2 Delay (s) 6.2 10.1 5.8 10.2 3.8 2.2 46.8 48.6 53.2 47.1 Level of Service ABABAADD DD Approach Delay (s) 10.0 4.3 48.5 50.2 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 10.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 72.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 4: Fourth Line & William Halton Parkway

Lane Group EBL EBT WBT WBR NBT SBL SBT Lane Group Flow (vph) 76 1361 1353 76 16 49 49 v/c Ratio 0.29 0.49 0.48 0.06 0.06 0.34 0.19 Control Delay 2.8 2.1 3.9 1.0 0.5 55.6 1.7 Queue Delay 0.0 0.1 0.0 0.0 0.0 0.0 0.0 Total Delay 2.8 2.2 3.9 1.0 0.5 55.6 1.7 Queue Length 50th (m) 0.2 2.0 35.1 0.6 0.0 11.0 0.0 Queue Length 95th (m) 0.4 2.4 55.1 3.4 0.0 22.6 0.2 Internal Link Dist (m) 214.7 153.8 206.0 241.6 Turn Bay Length (m) 50.0 25.0 25.0 Base Capacity (vph) 266 2793 2793 1259 358 244 359 Starvation Cap Reductn 0 369 00000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.29 0.56 0.48 0.06 0.04 0.20 0.14 Intersection Summary

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 4: Fourth Line & William Halton Parkway

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 70 1252 0 0 1245 70 0 0 15 45 0 45 Future Volume (vph) 70 1252 0 0 1245 70 0 0 15 45 0 45 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 3390 1517 1517 1695 1517 Flt Permitted 0.18 1.00 1.00 1.00 1.00 0.75 1.00 Satd. Flow (perm) 323 3390 3390 1517 1517 1333 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 76 1361 0 0 1353 76 0 0 16 49 0 49 RTOR Reduction (vph) 000001001400440 Lane Group Flow (vph) 76 1361 0 0 1353 66 0 2 0 49 5 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 4 Actuated Green, G (s) 96.9 96.9 96.9 96.9 11.1 11.1 11.1 Effective Green, g (s) 98.9 98.9 98.9 98.9 13.1 13.1 13.1 Actuated g/C Ratio 0.82 0.82 0.82 0.82 0.11 0.11 0.11 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 266 2793 2793 1250 165 145 165 v/s Ratio Prot c0.40 0.40 0.00 0.00 v/s Ratio Perm 0.23 0.04 c0.04 v/c Ratio 0.29 0.49 0.48 0.05 0.01 0.34 0.03 Uniform Delay, d1 2.4 3.1 3.1 1.9 47.7 49.4 47.8 Progression Factor 0.14 0.48 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 0.5 0.6 0.1 0.0 1.4 0.1 Delay (s) 2.7 2.0 3.7 2.0 47.7 50.8 47.9 Level of Service A A A A D D D Approach Delay (s) 2.0 3.6 47.7 49.3 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 4.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 64.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 5: Proudfoot Trail & Street C

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 59 29 77 11 6 121 Future Volume (Veh/h) 59 29 77 11 6 121 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 64 32 84 12 7 132 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 96 260 80 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 96 260 80 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 94 99 87 cM capacity (veh/h) 1498 688 980 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 96 84 12 139 Volume Left 0 84 0 7 Volume Right 32 0 0 132 cSH 1700 1498 1700 960 Volume to Capacity 0.06 0.06 0.01 0.14 Queue Length 95th (m) 0.0 1.4 0.0 3.8 Control Delay (s) 0.0 7.5 0.0 9.4 Lane LOS A A Approach Delay (s) 0.0 6.6 9.4 Approach LOS A Intersection Summary Average Delay 5.9 Intersection Capacity Utilization 26.1% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report 2020_FUTURE_TOTAL_PM 6: Street C & Proudfoot Trail/Street D

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 162 18 11 3 29 77 Future Volume (Veh/h) 162 18 11 3 29 77 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 176 20 12 3 32 84 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 15 386 14 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 15 386 14 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 89 94 92 cM capacity (veh/h) 1603 550 1067 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 196 15 116 Volume Left 176 0 32 Volume Right 0 3 84 cSH 1603 1700 847 Volume to Capacity 0.11 0.01 0.14 Queue Length 95th (m) 2.8 0.0 3.6 Control Delay (s) 6.8 0.0 9.9 Lane LOS A A Approach Delay (s) 6.8 0.0 9.9 Approach LOS A Intersection Summary Average Delay 7.6 Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report INTERSECTION SUMMARY Site: B / D - AM Street B and Street D Roundabout

Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average) 36.6 km/h 36.6 km/h Travel Distance (Total) 317.4 veh-km/h 380.9 pers-km/h Travel Time (Total) 8.7 veh-h/h 10.4 pers-h/h

Demand Flows (Total) 949 veh/h 1139 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 0.318 Practical Spare Capacity 167.1 % Effective Intersection Capacity 2984 veh/h

Control Delay (Total) 1.33 veh-h/h 1.59 pers-h/h Control Delay (Average) 5.0 sec 5.0 sec Control Delay (Worst Lane) 6.6 sec Control Delay (Worst Movement) 7.2 sec 7.2 sec Geometric Delay (Average) 3.9 sec Stop-Line Delay (Average) 1.1 sec Idling Time (Average) 0.0 sec Intersection Level of Service (LOS) LOS A

95% Back of Queue - Vehicles (Worst Lane) 1.9 veh 95% Back of Queue - Distance (Worst Lane) 13.8 m Queue Storage Ratio (Worst Lane) 0.06 Total Effective Stops 498 veh/h 598 pers/h Effective Stop Rate 0.52 per veh 0.52 per pers Proportion Queued 0.40 0.40 Performance Index 20.0 20.0

Cost (Total) 267.02 $/h 267.02 $/h Fuel Consumption (Total) 34.7 L/h Carbon Dioxide (Total) 81.9 kg/h Hydrocarbons (Total) 0.007 kg/h Carbon Monoxide (Total) 0.050 kg/h NOx (Total) 0.087 kg/h

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total) 455,747 veh/y 546,897 pers/y Delay 637 veh-h/y 764 pers-h/y Effective Stops 239,262 veh/y 287,114 pers/y Travel Distance 152,355 veh-km/y 182,827 pers-km/y Travel Time 4,157 veh-h/y 4,989 pers-h/y

Cost 128,170 $/y 128,170 $/y Fuel Consumption 16,641 L/y Carbon Dioxide 39,301 kg/y Hydrocarbons 3 kg/y Carbon Monoxide 24 kg/y NOx 42 kg/y

Processed: Tuesday, July 04, 2017 1:02:22 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise MOVEMENT SUMMARY Site: B / D - AM Street B and Street D Roundabout

Movement Performance - Vehicles Mov OD Demand FlowsDeg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Street B 1 L2 286 2.0 0.264 5.7 LOS A 1.7 12.4 0.22 0.48 38.2 3 R2 93 2.0 0.264 1.9 LOS A 1.7 12.4 0.22 0.48 33.9 Approach 379 2.0 0.264 4.8 LOS A 1.7 12.4 0.22 0.48 37.3

East: Street D 4 L2 292 2.0 0.318 7.2 LOS A 1.9 13.8 0.52 0.62 35.6 5 T1 53 2.0 0.318 2.9 LOS A 1.9 13.8 0.52 0.62 35.4 Approach 344 2.0 0.318 6.6 LOS A 1.9 13.8 0.52 0.62 35.5

West: Street D 11 T1 53 2.0 0.215 2.8 LOS A 1.3 9.1 0.51 0.47 38.7 12 R2 174 2.0 0.215 3.2 LOS A 1.3 9.1 0.51 0.47 36.6 Approach 226 2.0 0.215 3.1 LOS A 1.3 9.1 0.51 0.47 37.0

All Vehicles 949 2.0 0.318 5.0 LOS A 1.9 13.8 0.40 0.52 36.6

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Tuesday, July 04, 2017 1:02:22 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise INTERSECTION SUMMARY Site: B / D - PM Street B and Street D Roundabout

Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average) 37.2 km/h 37.2 km/h Travel Distance (Total) 369.6 veh-km/h 443.5 pers-km/h Travel Time (Total) 9.9 veh-h/h 11.9 pers-h/h

Demand Flows (Total) 1145 veh/h 1374 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 0.378 Practical Spare Capacity 125.0 % Effective Intersection Capacity 3031 veh/h

Control Delay (Total) 1.08 veh-h/h 1.30 pers-h/h Control Delay (Average) 3.4 sec 3.4 sec Control Delay (Worst Lane) 5.3 sec Control Delay (Worst Movement) 6.3 sec 6.3 sec Geometric Delay (Average) 2.7 sec Stop-Line Delay (Average) 0.7 sec Idling Time (Average) 0.0 sec Intersection Level of Service (LOS) LOS A

95% Back of Queue - Vehicles (Worst Lane) 2.6 veh 95% Back of Queue - Distance (Worst Lane) 18.3 m Queue Storage Ratio (Worst Lane) 0.04 Total Effective Stops 488 veh/h 586 pers/h Effective Stop Rate 0.43 per veh 0.43 per pers Proportion Queued 0.34 0.34 Performance Index 22.3 22.3

Cost (Total) 289.05 $/h 289.05 $/h Fuel Consumption (Total) 37.4 L/h Carbon Dioxide (Total) 88.3 kg/h Hydrocarbons (Total) 0.007 kg/h Carbon Monoxide (Total) 0.053 kg/h NOx (Total) 0.094 kg/h

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total) 549,726 veh/y 659,672 pers/y Delay 520 veh-h/y 624 pers-h/y Effective Stops 234,374 veh/y 281,249 pers/y Travel Distance 177,388 veh-km/y 212,866 pers-km/y Travel Time 4,774 veh-h/y 5,728 pers-h/y

Cost 138,743 $/y 138,743 $/y Fuel Consumption 17,945 L/y Carbon Dioxide 42,381 kg/y Hydrocarbons 3 kg/y Carbon Monoxide 25 kg/y NOx 45 kg/y

Processed: Tuesday, July 04, 2017 1:02:25 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 MOVEMENT SUMMARY Site: B / D - PM Street B and Street D Roundabout

Movement Performance - Vehicles Mov OD Demand FlowsDeg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Street B 1 L2 164 2.0 0.316 5.7 LOS A 2.2 15.4 0.23 0.40 39.9 3 R2 294 2.0 0.316 1.9 LOS A 2.2 15.4 0.23 0.40 35.6 Approach 458 2.0 0.316 3.3 LOS A 2.2 15.4 0.23 0.40 37.3

East: Street D 4 L2 169 2.0 0.185 6.3 LOS A 1.0 7.2 0.36 0.51 36.9 5 T1 53 2.0 0.185 2.0 LOS A 1.0 7.2 0.36 0.51 36.4 Approach 222 2.0 0.185 5.3 LOS A 1.0 7.2 0.36 0.51 36.8

West: Street D 11 T1 53 2.0 0.378 2.2 LOS A 2.6 18.3 0.44 0.42 39.2 12 R2 413 2.0 0.378 2.7 LOS A 2.6 18.3 0.44 0.42 37.0 Approach 465 2.0 0.378 2.6 LOS A 2.6 18.3 0.44 0.42 37.2

All Vehicles 1145 2.0 0.378 3.4 LOS A 2.6 18.3 0.34 0.43 37.2

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Tuesday, July 04, 2017 1:02:25 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise INTERSECTION SUMMARY Site: C / D - AM Street C and Street D Roundabout

Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average) 38.0 km/h 38.0 km/h Travel Distance (Total) 152.3 veh-km/h 182.7 pers-km/h Travel Time (Total) 4.0 veh-h/h 4.8 pers-h/h

Demand Flows (Total) 489 veh/h 587 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 0.204 Practical Spare Capacity 317.6 % Effective Intersection Capacity 2405 veh/h

Control Delay (Total) 0.38 veh-h/h 0.46 pers-h/h Control Delay (Average) 2.8 sec 2.8 sec Control Delay (Worst Lane) 4.8 sec Control Delay (Worst Movement) 5.7 sec 5.7 sec Geometric Delay (Average) 2.5 sec Stop-Line Delay (Average) 0.3 sec Idling Time (Average) 0.0 sec Intersection Level of Service (LOS) LOS A

95% Back of Queue - Vehicles (Worst Lane) 1.1 veh 95% Back of Queue - Distance (Worst Lane) 8.2 m Queue Storage Ratio (Worst Lane) 0.02 Total Effective Stops 173 veh/h 208 pers/h Effective Stop Rate 0.35 per veh 0.35 per pers Proportion Queued 0.20 0.20 Performance Index 8.2 8.2

Cost (Total) 116.48 $/h 116.48 $/h Fuel Consumption (Total) 14.8 L/h Carbon Dioxide (Total) 35.0 kg/h Hydrocarbons (Total) 0.003 kg/h Carbon Monoxide (Total) 0.020 kg/h NOx (Total) 0.037 kg/h

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total) 234,947 veh/y 281,937 pers/y Delay 185 veh-h/y 222 pers-h/y Effective Stops 83,000 veh/y 99,601 pers/y Travel Distance 73,099 veh-km/y 87,718 pers-km/y Travel Time 1,923 veh-h/y 2,308 pers-h/y

Cost 55,912 $/y 55,912 $/y Fuel Consumption 7,105 L/y Carbon Dioxide 16,779 kg/y Hydrocarbons 1 kg/y Carbon Monoxide 10 kg/y NOx 18 kg/y

Processed: Tuesday, July 04, 2017 1:02:24 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 MOVEMENT SUMMARY Site: C / D - AM Street C and Street D Roundabout

Movement Performance - Vehicles Mov OD Demand FlowsDeg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Street D 5 T1 58 2.0 0.085 1.5 LOS A 0.4 3.0 0.21 0.26 40.9 6 R2 53 2.0 0.085 2.0 LOS A 0.4 3.0 0.21 0.26 37.9 Approach 111 2.0 0.085 1.7 LOS A 0.4 3.0 0.21 0.26 39.1

North: Street C 7 L2 53 2.0 0.204 5.7 LOS A 1.1 8.2 0.20 0.35 40.8 9 R2 234 2.0 0.204 1.9 LOS A 1.1 8.2 0.20 0.35 37.1 Approach 286 2.0 0.204 2.6 LOS A 1.1 8.2 0.20 0.35 37.7

West: Street D 10 L2 74 2.0 0.069 5.7 LOS A 0.3 2.4 0.17 0.47 38.1 11 T1 19 2.0 0.069 1.4 LOS A 0.3 2.4 0.17 0.47 36.1 Approach 93 2.0 0.069 4.8 LOS A 0.3 2.4 0.17 0.47 37.8

All Vehicles 489 2.0 0.204 2.8 LOS A 1.1 8.2 0.20 0.35 38.0

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Tuesday, July 04, 2017 1:02:24 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise INTERSECTION SUMMARY Site: C / D - PM Street C and Street D Roundabout

Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average) 37.8 km/h 37.8 km/h Travel Distance (Total) 181.9 veh-km/h 218.3 pers-km/h Travel Time (Total) 4.8 veh-h/h 5.8 pers-h/h

Demand Flows (Total) 568 veh/h 682 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 0.206 Practical Spare Capacity 312.1 % Effective Intersection Capacity 2756 veh/h

Control Delay (Total) 0.61 veh-h/h 0.73 pers-h/h Control Delay (Average) 3.8 sec 3.8 sec Control Delay (Worst Lane) 4.9 sec Control Delay (Worst Movement) 5.7 sec 5.7 sec Geometric Delay (Average) 3.5 sec Stop-Line Delay (Average) 0.3 sec Idling Time (Average) 0.0 sec Intersection Level of Service (LOS) LOS A

95% Back of Queue - Vehicles (Worst Lane) 1.1 veh 95% Back of Queue - Distance (Worst Lane) 8.1 m Queue Storage Ratio (Worst Lane) 0.03 Total Effective Stops 240 veh/h 288 pers/h Effective Stop Rate 0.42 per veh 0.42 per pers Proportion Queued 0.21 0.21 Performance Index 10.1 10.1

Cost (Total) 138.10 $/h 138.10 $/h Fuel Consumption (Total) 18.4 L/h Carbon Dioxide (Total) 43.5 kg/h Hydrocarbons (Total) 0.003 kg/h Carbon Monoxide (Total) 0.026 kg/h NOx (Total) 0.046 kg/h

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total) 272,842 veh/y 327,411 pers/y Delay 291 veh-h/y 349 pers-h/y Effective Stops 115,001 veh/y 138,001 pers/y Travel Distance 87,316 veh-km/y 104,780 pers-km/y Travel Time 2,313 veh-h/y 2,775 pers-h/y

Cost 66,289 $/y 66,289 $/y Fuel Consumption 8,833 L/y Carbon Dioxide 20,865 kg/y Hydrocarbons 2 kg/y Carbon Monoxide 12 kg/y NOx 22 kg/y

Processed: Tuesday, July 04, 2017 1:02:26 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 MOVEMENT SUMMARY Site: C / D - PM Street C and Street D Roundabout

Movement Performance - Vehicles Mov OD Demand FlowsDeg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Street D 5 T1 34 2.0 0.077 2.3 LOS A 0.4 2.7 0.39 0.37 39.1 6 R2 53 2.0 0.077 2.7 LOS A 0.4 2.7 0.39 0.37 36.9 Approach 86 2.0 0.077 2.6 LOS A 0.4 2.7 0.39 0.37 37.5

North: Street C 7 L2 53 2.0 0.130 5.6 LOS A 0.7 5.2 0.15 0.36 40.6 9 R2 136 2.0 0.130 1.8 LOS A 0.7 5.2 0.15 0.36 37.0 Approach 188 2.0 0.130 2.8 LOS A 0.7 5.2 0.15 0.36 37.9

West: Street D 10 L2 235 2.0 0.206 5.7 LOS A 1.1 8.1 0.19 0.47 38.0 11 T1 59 2.0 0.206 1.4 LOS A 1.1 8.1 0.19 0.47 36.0 Approach 294 2.0 0.206 4.9 LOS A 1.1 8.1 0.19 0.47 37.7

All Vehicles 568 2.0 0.206 3.8 LOS A 1.1 8.1 0.21 0.42 37.8

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Tuesday, July 04, 2017 1:02:26 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise APPENDIX I FUTURE TOTAL 2025 SYNCHRO (V9) ANALYSIS REPORTS 2025_FUTURE_TOTAL_AM 1: Fourth Line & Dundas Street

Lane Group EBL EBT WBL WBT NBL NBR SBL SBT Lane Group Flow (vph) 16 3275 10 2287 15 24 92 41 v/c Ratio 0.24 1.22 0.10 0.83 0.07 0.10 0.45 0.17 Control Delay 12.7 124.2 55.6 10.7 46.0 0.8 55.7 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.7 124.2 55.6 10.7 46.0 0.8 55.7 5.9 Queue Length 50th (m) 0.5 ~504.2 2.3 125.3 3.2 0.0 20.6 0.0 Queue Length 95th (m) m1.1 m294.3 7.8 203.0 9.3 0.0 35.6 4.9 Internal Link Dist (m) 409.0 551.2 196.8 Turn Bay Length (m) 80.0 90.0 25.0 30.0 Base Capacity (vph) 66 2686 100 2745 508 500 508 500 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.24 1.22 0.10 0.83 0.03 0.05 0.18 0.08 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 1: Fourth Line & Dundas Street

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 15 2991 22 9 2054 50 14 0 22 85 0 38 Future Volume (vph) 15 2991 22 9 2054 50 14 0 22 85 0 38 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1695 3386 1695 3378 1695 1517 1695 1517 Flt Permitted 0.05 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 84 3386 1695 3378 1695 1517 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 16 3251 24 10 2233 54 15 0 24 92 0 41 RTOR Reduction (vph) 00001000210360 Lane Group Flow (vph) 16 3275 0 10 2286 0 15 0 3 92 5 0 Turn Type Perm NA Prot NA Prot Perm Perm NA Protected Phases 2 1 6 8! 4! Permitted Phases 2 84 Actuated Green, G (s) 90.0 90.0 1.5 95.3 12.5 12.5 12.5 12.5 Effective Green, g (s) 92.0 92.0 1.5 97.5 14.5 14.5 14.5 14.5 Actuated g/C Ratio 0.77 0.77 0.01 0.81 0.12 0.12 0.12 0.12 Clearance Time (s) 6.0 6.0 4.0 6.2 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 64 2595 21 2744 204 183 204 183 v/s Ratio Prot c0.97 0.01 c0.68 0.01 0.00 v/s Ratio Perm 0.19 0.00 c0.05 v/c Ratio 0.25 1.26 0.48 0.83 0.07 0.02 0.45 0.03 Uniform Delay, d1 4.0 14.0 58.9 6.5 46.8 46.5 49.0 46.5 Progression Factor 1.54 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 118.2 16.0 3.1 0.2 0.0 1.6 0.1 Delay (s) 7.1 146.2 74.9 9.7 46.9 46.5 50.6 46.6 Level of Service A F E A D D D D Approach Delay (s) 145.5 10.0 46.7 49.4 Approach LOS F A D D Intersection Summary HCM 2000 Control Delay 88.6 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.16 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 114.7% ICU Level of Service H Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 2: Proudfoot Trail & Dundas Street

Lane Group EBL EBT EBR WBL WBT WBR NBT NBR SBL SBT Lane Group Flow (vph) 58 2737 83 171 2076 42 119 532 24 52 v/c Ratio 0.98 1.64 0.11 1.05 1.06 0.05 0.27 0.98 0.06 0.10 Control Delay 148.1 315.0 5.0 91.6 67.3 5.9 31.5 66.5 28.0 24.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 148.1 315.0 5.0 91.6 67.3 5.9 31.5 66.5 28.0 24.8 Queue Length 50th (m) 13.0 ~490.2 1.3 ~29.2 ~292.8 2.3 20.4 101.9 3.8 7.1 Queue Length 95th (m) #41.4 #528.8 9.4 m#46.7 #336.1 m2.4 35.7 #172.7 10.1 16.2 Internal Link Dist (m) 428.5 409.0 200.5 191.8 Turn Bay Length (m) 120.0 65.0 120.0 60.0 30.0 Base Capacity (vph) 59 1672 784 163 1963 929 447 547 386 530 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.98 1.64 0.11 1.05 1.06 0.05 0.27 0.97 0.06 0.10 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 2: Proudfoot Trail & Dundas Street

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 53 2518 76 157 1910 39 86 24 489 22 11 37 Future Volume (vph) 53 2518 76 157 1910 39 86 24 489 22 11 37 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 5.9 5.9 4.0 6.9 4.0 4.0 6.9 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.88 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.96 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 1517 1695 3390 1517 1717 1517 1695 1578 Flt Permitted 0.07 1.00 1.00 0.06 1.00 1.00 0.75 1.00 0.65 1.00 Satd. Flow (perm) 117 3390 1517 113 3390 1517 1345 1517 1162 1578 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 58 2737 83 171 2076 42 93 26 532 24 12 40 RTOR Reduction (vph) 0 0 36 0 0 14 0 0 81 0 5 0 Lane Group Flow (vph) 58 2737 47 171 2076 28 0 119 451 24 47 0 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 8 4 Actuated Green, G (s) 59.2 59.2 59.2 70.5 70.5 70.5 36.7 36.7 36.7 36.7 Effective Green, g (s) 61.1 59.2 59.2 70.5 69.5 72.4 39.6 36.7 39.6 39.6 Actuated g/C Ratio 0.51 0.49 0.49 0.59 0.58 0.60 0.33 0.31 0.33 0.33 Clearance Time (s) 5.9 5.9 5.9 4.0 5.9 5.9 6.9 6.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 59 1672 748 162 1963 915 443 463 383 520 v/s Ratio Prot c0.81 0.06 c0.61 0.03 v/s Ratio Perm 0.50 0.03 0.55 0.02 0.09 c0.30 0.02 v/c Ratio 0.98 1.64 0.06 1.06 1.06 0.03 0.27 0.98 0.06 0.09 Uniform Delay, d1 28.9 30.4 15.9 36.1 25.2 9.6 29.6 41.2 27.5 27.8 Progression Factor 1.00 1.00 1.00 0.92 1.39 1.48 1.00 1.00 1.00 1.00 Incremental Delay, d2 112.4 289.4 0.2 67.9 33.2 0.0 0.3 35.1 0.1 0.1 Delay (s) 141.4 319.8 16.0 101.2 68.2 14.3 29.9 76.3 27.6 27.8 Level of Service F F B F E B C E C C Approach Delay (s) 307.4 69.7 67.8 27.7 Approach LOS F E E C Intersection Summary HCM 2000 Control Delay 185.0 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.34 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 13.9 Intersection Capacity Utilization 127.8% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 3: Proudfoot Trail/Street D/Proudfoot Trail & William Halton Parkway

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 3 2203 10 174 1729 12 24 124 38 38 v/c Ratio 0.02 0.97 0.01 0.70 0.62 0.01 0.16 0.44 0.38 0.18 Control Delay 9.0 32.2 0.0 43.1 2.8 0.1 49.6 15.5 59.6 39.5 Queue Delay 0.0 0.9 0.0 0.0 0.2 0.0 0.0 0.2 0.3 0.0 Total Delay 9.0 33.1 0.0 43.1 3.0 0.1 49.6 15.7 59.9 39.5 Queue Length 50th (m) 0.2 222.6 0.0 19.7 0.4 0.0 5.2 1.9 8.5 6.1 Queue Length 95th (m) 1.6 #344.2 0.0 m36.8 15.7 m0.0 13.1 18.9 19.3 16.1 Internal Link Dist (m) 177.2 214.7 185.4 296.0 Turn Bay Length (m) 25.0 25.0 75.0 25.0 25.0 25.0 Base Capacity (vph) 162 2278 1043 259 2768 1245 424 576 284 564 Starvation Cap Reductn 000034000000 Spillback Cap Reductn 0 18 00000135750 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.02 0.97 0.01 0.67 0.71 0.01 0.06 0.28 0.18 0.07 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 3: Proudfoot Trail/Street D/Proudfoot Trail & William Halton Parkway

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 3 2027 9 160 1591 11 22 8 106 35 26 9 Future Volume (vph) 3 2027 9 160 1591 11 22 8 106 35 26 9 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 1517 1695 3390 1517 1695 1536 1695 1714 Flt Permitted 0.14 1.00 1.00 0.05 1.00 1.00 0.73 1.00 0.49 1.00 Satd. Flow (perm) 241 3390 1517 87 3390 1517 1307 1536 877 1714 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 3 2203 10 174 1729 12 24 9 115 38 28 10 RTOR Reduction (vph) 00300201020090 Lane Group Flow (vph) 3 2203 7 174 1729 10 24 22 0 38 29 0 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 4 Actuated Green, G (s) 77.7 77.7 77.7 95.0 95.0 95.0 11.0 11.0 11.0 11.0 Effective Green, g (s) 80.7 80.7 80.7 95.0 98.0 98.0 14.0 14.0 14.0 14.0 Actuated g/C Ratio 0.67 0.67 0.67 0.79 0.82 0.82 0.12 0.12 0.12 0.12 Clearance Time (s) 7.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 162 2279 1020 247 2768 1238 152 179 102 199 v/s Ratio Prot c0.65 c0.08 0.51 0.01 0.02 v/s Ratio Perm 0.01 0.00 0.48 0.01 0.02 c0.04 v/c Ratio 0.02 0.97 0.01 0.70 0.62 0.01 0.16 0.13 0.37 0.15 Uniform Delay, d1 6.5 18.4 6.5 39.1 4.1 2.0 47.7 47.5 48.9 47.6 Progression Factor 1.00 1.00 1.00 1.20 0.47 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 12.5 0.0 6.3 0.8 0.0 0.5 0.3 2.3 0.3 Delay (s) 6.7 30.9 6.5 53.4 2.7 2.0 48.2 47.8 51.2 48.0 Level of Service A C A D A A D D D D Approach Delay (s) 30.7 7.3 47.9 49.6 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay 21.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 87.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 4: Fourth Line & William Halton Parkway

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 2 2352 4 27 1889 29 24 148 96 58 v/c Ratio 0.02 0.88 0.00 0.47 0.71 0.02 0.13 0.61 0.77 0.22 Control Delay 6.0 17.0 0.2 35.4 8.5 1.3 44.6 52.8 85.3 41.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.0 17.0 0.2 35.4 8.5 1.3 44.6 52.8 85.3 41.4 Queue Length 50th (m) 0.2 146.5 0.0 2.0 104.4 0.1 4.9 28.5 21.5 10.6 Queue Length 95th (m) m0.2 m194.2 m0.0 #18.7 127.4 2.1 12.7 50.0 #47.1 22.9 Internal Link Dist (m) 214.7 153.8 206.0 241.6 Turn Bay Length (m) 50.0 25.0 25.0 25.0 25.0 25.0 Base Capacity (vph) 114 2661 1196 58 2661 1196 213 271 140 296 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.02 0.88 0.00 0.47 0.71 0.02 0.11 0.55 0.69 0.20 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 4: Fourth Line & William Halton Parkway

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 2 2164 4 25 1738 27 22 14 122 88 46 7 Future Volume (vph) 2 2164 4 25 1738 27 22 14 122 88 46 7 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 1517 1695 3390 1517 1695 1544 1695 1747 Flt Permitted 0.08 1.00 1.00 0.04 1.00 1.00 0.72 1.00 0.47 1.00 Satd. Flow (perm) 146 3390 1517 76 3390 1517 1283 1544 840 1747 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 2 2352 4 27 1889 29 24 15 133 96 50 8 RTOR Reduction (vph) 0010060140050 Lane Group Flow (vph) 2 2352 3 27 1889 23 24 134 0 96 53 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 92.2 92.2 92.2 92.2 92.2 92.2 15.8 15.8 15.8 15.8 Effective Green, g (s) 94.2 94.2 94.2 94.2 94.2 94.2 17.8 17.8 17.8 17.8 Actuated g/C Ratio 0.79 0.79 0.79 0.79 0.79 0.79 0.15 0.15 0.15 0.15 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 114 2661 1190 59 2661 1190 190 229 124 259 v/s Ratio Prot c0.69 0.56 0.09 0.03 v/s Ratio Perm 0.01 0.00 0.36 0.02 0.02 c0.11 v/c Ratio 0.02 0.88 0.00 0.46 0.71 0.02 0.13 0.58 0.77 0.20 Uniform Delay, d1 2.8 9.1 2.8 4.3 6.3 2.8 44.4 47.6 49.2 44.9 Progression Factor 1.71 1.47 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 1.9 0.0 23.5 1.6 0.0 0.3 3.8 25.4 0.4 Delay (s) 4.9 15.2 2.8 27.8 7.9 2.8 44.7 51.4 74.6 45.3 Level of Service A B A C A A D D E D Approach Delay (s) 15.2 8.1 50.5 63.5 Approach LOS B A D E Intersection Summary HCM 2000 Control Delay 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 90.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 5: Proudfoot Trail & Street C

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 18 9 60 112 56 61 Future Volume (Veh/h) 18 9 60 112 56 61 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 20 10 65 122 61 66 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 30 277 25 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 30 277 25 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 96 91 94 cM capacity (veh/h) 1583 683 1051 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 30 65 122 127 Volume Left 0 65 0 61 Volume Right 10 0 0 66 cSH 1700 1583 1700 835 Volume to Capacity 0.02 0.04 0.07 0.15 Queue Length 95th (m) 0.0 1.0 0.0 4.1 Control Delay (s) 0.0 7.4 0.0 10.1 Lane LOS A B Approach Delay (s) 0.0 2.6 10.1 Approach LOS B Intersection Summary Average Delay 5.1 Intersection Capacity Utilization 24.1% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_AM 6: Street C & Proudfoot Trail/Street D

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 74 5 11 16 4 161 Future Volume (Veh/h) 74 5 11 16 4 161 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 80 5 12 17 4 175 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 29 186 20 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 29 186 20 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 95 99 83 cM capacity (veh/h) 1584 763 1057 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 85 29 179 Volume Left 80 0 4 Volume Right 0 17 175 cSH 1584 1700 1048 Volume to Capacity 0.05 0.02 0.17 Queue Length 95th (m) 1.2 0.0 4.7 Control Delay (s) 7.0 0.0 9.1 Lane LOS A A Approach Delay (s) 7.0 0.0 9.1 Approach LOS A Intersection Summary Average Delay 7.6 Intersection Capacity Utilization 28.7% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 1: Fourth Line & Dundas Street

Lane Group EBL EBT WBL WBT NBL NBR SBL SBT Lane Group Flow (vph) 39 2017 9 3179 20 11 58 26 v/c Ratio 0.62 0.71 0.09 1.10 0.11 0.05 0.32 0.12 Control Delay 34.1 20.0 55.5 63.3 49.3 0.4 54.3 1.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.1 20.0 55.5 63.3 49.3 0.4 54.3 1.1 Queue Length 50th (m) 3.4 259.6 2.1 ~459.0 4.4 0.0 12.9 0.0 Queue Length 95th (m) m5.1 m194.3 7.3 #507.0 11.6 0.0 25.5 0.0 Internal Link Dist (m) 409.0 551.2 196.8 Turn Bay Length (m) 80.0 90.0 25.0 30.0 Base Capacity (vph) 63 2844 113 2898 536 524 536 524 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.62 0.71 0.08 1.10 0.04 0.02 0.11 0.05 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 1: Fourth Line & Dundas Street

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 36 1835 20 8 2806 119 18 0 10 53 0 24 Future Volume (vph) 36 1835 20 8 2806 119 18 0 10 53 0 24 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1695 3385 1695 3370 1695 1517 1695 1517 Flt Permitted 0.04 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 75 3385 1695 3370 1695 1517 1695 1517 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 39 1995 22 9 3050 129 20 0 11 58 0 26 RTOR Reduction (vph) 00001000100240 Lane Group Flow (vph) 39 2017 0 9 3178 0 20 0 1 58 2 0 Turn Type Perm NA Prot NA Prot Perm Perm NA Protected Phases 2 1 6 8! 4! Permitted Phases 2 84 Actuated Green, G (s) 93.7 93.7 1.5 99.0 8.8 8.8 8.8 8.8 Effective Green, g (s) 95.7 95.7 1.5 101.2 10.8 10.8 10.8 10.8 Actuated g/C Ratio 0.80 0.80 0.01 0.84 0.09 0.09 0.09 0.09 Clearance Time (s) 6.0 6.0 4.0 6.2 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 59 2699 21 2842 152 136 152 136 v/s Ratio Prot 0.60 0.01 c0.94 0.01 0.00 v/s Ratio Perm 0.52 0.00 c0.03 v/c Ratio 0.66 0.75 0.43 1.12 0.13 0.01 0.38 0.02 Uniform Delay, d1 5.2 6.1 58.8 9.4 50.3 49.7 51.5 49.8 Progression Factor 2.74 3.15 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.2 0.2 13.4 58.6 0.4 0.0 1.6 0.1 Delay (s) 19.5 19.3 72.3 68.0 50.7 49.7 53.1 49.8 Level of Service B B E E D D D D Approach Delay (s) 19.3 68.0 50.3 52.0 Approach LOS B E D D Intersection Summary HCM 2000 Control Delay 49.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.09 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 102.3% ICU Level of Service G Analysis Period (min) 15 ! Phase conflict between lane groups. c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 2: Proudfoot Trail & Dundas Street

Lane Group EBL EBT EBR WBL WBT WBR NBT NBR SBL SBT Lane Group Flow (vph) 74 1770 117 671 2399 27 97 237 49 55 v/c Ratio 1.25 1.45 0.20 0.95 0.93 0.02 0.52 0.61 0.31 0.23 Control Delay 235.7 238.6 12.2 33.6 8.8 0.4 57.0 12.6 49.5 43.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 235.7 238.6 12.2 33.6 8.8 0.4 57.0 12.6 49.5 43.5 Queue Length 50th (m) ~21.6 ~299.1 6.9 126.2 132.9 0.0 21.5 0.0 10.5 11.0 Queue Length 95th (m) #52.5 #341.4 19.7 m121.1 m142.3 m0.0 36.8 21.9 21.3 21.9 Internal Link Dist (m) 428.5 409.0 200.5 191.8 Turn Bay Length (m) 120.0 65.0 120.0 60.0 30.0 Base Capacity (vph) 59 1220 592 704 2590 1203 424 631 368 554 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 1.25 1.45 0.20 0.95 0.93 0.02 0.23 0.38 0.13 0.10 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 2: Proudfoot Trail & Dundas Street

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 68 1628 108 617 2207 25 77 12 218 45 28 23 Future Volume (vph) 68 1628 108 617 2207 25 77 12 218 45 28 23 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 5.9 5.9 4.0 6.9 4.0 4.0 6.9 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.96 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 1517 1695 3390 1517 1710 1517 1695 1663 Flt Permitted 0.09 1.00 1.00 0.08 1.00 1.00 0.72 1.00 0.62 1.00 Satd. Flow (perm) 158 3390 1517 151 3390 1517 1277 1517 1107 1663 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 74 1770 117 671 2399 27 84 13 237 49 30 25 RTOR Reduction (vph) 0 0 46 00600208030 Lane Group Flow (vph) 74 1770 71 671 2399 21 0 97 29 49 52 0 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm Perm NA Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 8 4 Actuated Green, G (s) 43.2 43.2 43.2 92.7 92.7 92.7 14.5 14.5 14.5 14.5 Effective Green, g (s) 45.1 43.2 43.2 92.7 91.7 94.6 17.4 14.5 17.4 17.4 Actuated g/C Ratio 0.38 0.36 0.36 0.77 0.76 0.79 0.14 0.12 0.14 0.14 Clearance Time (s) 5.9 5.9 5.9 4.0 5.9 5.9 6.9 6.9 6.9 6.9 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 59 1220 546 702 2590 1195 185 183 160 241 v/s Ratio Prot c0.52 c0.36 0.71 0.03 v/s Ratio Perm 0.47 0.05 0.38 0.01 c0.08 0.02 0.04 v/c Ratio 1.25 1.45 0.13 0.96 0.93 0.02 0.52 0.16 0.31 0.22 Uniform Delay, d1 37.5 38.4 25.8 31.7 11.4 2.7 47.5 47.3 45.9 45.3 Progression Factor 1.00 1.00 1.00 0.96 0.56 0.40 1.00 1.00 1.00 1.00 Incremental Delay, d2 200.4 207.5 0.5 3.8 0.8 0.0 2.7 0.4 1.1 0.5 Delay (s) 237.8 245.9 26.3 34.1 7.1 1.1 50.1 47.7 47.0 45.7 Level of Service F F C C A A DDDD Approach Delay (s) 232.5 12.9 48.4 46.3 Approach LOS F B D D Intersection Summary HCM 2000 Control Delay 94.1 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.09 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 13.9 Intersection Capacity Utilization 107.0% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 3: Proudfoot Trail/Street D/Proudfoot Trail & William Halton Parkway

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 10 2022 23 185 2249 41 15 220 25 25 v/c Ratio 0.15 0.91 0.02 0.71 0.82 0.03 0.09 0.62 0.42 0.12 Control Delay 17.1 25.7 0.0 46.9 4.4 1.1 46.4 17.9 69.4 36.9 Queue Delay 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Total Delay 17.1 25.7 0.0 46.9 4.6 1.1 46.4 17.9 69.4 36.9 Queue Length 50th (m) 0.8 183.2 0.0 31.3 40.5 0.1 3.2 6.5 5.6 3.9 Queue Length 95th (m) 4.9 #313.7 0.0 m36.3 55.2 m0.4 9.2 29.2 14.4 11.5 Internal Link Dist (m) 177.2 214.7 185.4 296.0 Turn Bay Length (m) 25.0 25.0 75.0 25.0 25.0 25.0 Base Capacity (vph) 67 2233 1024 269 2745 1235 429 632 156 560 Starvation Cap Reductn 00009300000 Spillback Cap Reductn 0000000000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.15 0.91 0.02 0.69 0.85 0.03 0.03 0.35 0.16 0.04 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 3: Proudfoot Trail/Street D/Proudfoot Trail & William Halton Parkway

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 9 1860 21 170 2069 38 14 28 175 23 17 6 Future Volume (vph) 9 1860 21 170 2069 38 14 28 175 23 17 6 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 1517 1695 3390 1517 1695 1553 1695 1709 Flt Permitted 0.06 1.00 1.00 0.05 1.00 1.00 0.74 1.00 0.27 1.00 Satd. Flow (perm) 104 3390 1517 89 3390 1517 1322 1553 482 1709 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 10 2022 23 185 2249 41 15 30 190 25 18 7 RTOR Reduction (vph) 00800701670060 Lane Group Flow (vph) 10 2022 15 185 2249 34 15 53 0 25 19 0 Turn Type Perm NA Perm pm+pt NA Perm Perm NA Perm NA Protected Phases 2 1 6 8 4 Permitted Phases 2 2 6 6 8 4 Actuated Green, G (s) 76.0 76.0 76.0 94.2 94.2 94.2 11.8 11.8 11.8 11.8 Effective Green, g (s) 79.0 79.0 79.0 94.2 97.2 97.2 14.8 14.8 14.8 14.8 Actuated g/C Ratio 0.66 0.66 0.66 0.79 0.81 0.81 0.12 0.12 0.12 0.12 Clearance Time (s) 7.0 7.0 7.0 4.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 68 2231 998 259 2745 1228 163 191 59 210 v/s Ratio Prot c0.60 0.08 c0.66 0.03 0.01 v/s Ratio Perm 0.10 0.01 0.47 0.02 0.01 c0.05 v/c Ratio 0.15 0.91 0.02 0.71 0.82 0.03 0.09 0.28 0.42 0.09 Uniform Delay, d1 7.8 17.4 7.1 37.3 6.4 2.2 46.6 47.8 48.7 46.6 Progression Factor 1.00 1.00 1.00 1.46 0.41 0.93 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.5 6.7 0.0 4.2 1.3 0.0 0.2 0.8 4.8 0.2 Delay (s) 12.3 24.1 7.1 58.7 4.0 2.1 46.9 48.6 53.5 46.8 Level of Service B C AEAADD DD Approach Delay (s) 23.8 8.0 48.5 50.2 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay 17.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 98.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 4: Fourth Line & William Halton Parkway

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 8 2228 7 16 2425 95 48 135 61 37 v/c Ratio 0.13 0.82 0.01 0.24 0.89 0.08 0.28 0.58 0.54 0.16 Control Delay 7.0 9.3 0.5 13.4 14.9 2.0 49.8 51.0 65.1 41.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.0 9.3 0.5 13.4 14.9 2.0 49.8 51.0 65.1 41.3 Queue Length 50th (m) 0.3 44.3 0.0 0.8 169.8 2.1 10.3 25.5 13.6 6.8 Queue Length 95th (m) m0.6 112.4 m0.0 5.0 265.5 6.3 21.3 44.4 27.2 16.2 Internal Link Dist (m) 214.7 153.8 206.0 241.6 Turn Bay Length (m) 50.0 25.0 25.0 25.0 25.0 25.0 Base Capacity (vph) 60 2714 1220 67 2714 1222 218 286 143 295 Starvation Cap Reductn 0000000000 Spillback Cap Reductn 0000400000 Storage Cap Reductn 0000000000 Reduced v/c Ratio 0.13 0.82 0.01 0.24 0.89 0.08 0.22 0.47 0.43 0.13 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 4: Fourth Line & William Halton Parkway

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 7 2050 6 15 2231 87 44 45 79 56 29 5 Future Volume (vph) 7 2050 6 15 2231 87 44 45 79 56 29 5 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.90 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1695 3390 1517 1695 3390 1517 1695 1614 1695 1748 Flt Permitted 0.04 1.00 1.00 0.05 1.00 1.00 0.73 1.00 0.48 1.00 Satd. Flow (perm) 74 3390 1517 84 3390 1517 1308 1614 862 1748 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 8 2228 7 16 2425 95 48 49 86 61 32 5 RTOR Reduction (vph) 0010080180040 Lane Group Flow (vph) 8 2228 6 16 2425 87 48 117 0 61 33 0 Turn Type Perm NA Perm Perm NA Perm Perm NA Perm NA Protected Phases 2684 Permitted Phases 2 2 6 6 8 4 Actuated Green, G (s) 94.1 94.1 94.1 94.1 94.1 94.1 13.9 13.9 13.9 13.9 Effective Green, g (s) 96.1 96.1 96.1 96.1 96.1 96.1 15.9 15.9 15.9 15.9 Actuated g/C Ratio 0.80 0.80 0.80 0.80 0.80 0.80 0.13 0.13 0.13 0.13 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 59 2714 1214 67 2714 1214 173 213 114 231 v/s Ratio Prot 0.66 c0.72 c0.07 0.02 v/s Ratio Perm 0.11 0.00 0.19 0.06 0.04 0.07 v/c Ratio 0.14 0.82 0.00 0.24 0.89 0.07 0.28 0.55 0.54 0.14 Uniform Delay, d1 2.7 6.9 2.4 2.9 8.4 2.5 46.9 48.7 48.6 46.0 Progression Factor 1.07 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 1.5 0.0 8.2 5.0 0.1 0.9 2.9 4.8 0.3 Delay (s) 5.2 8.2 2.4 11.2 13.4 2.6 47.8 51.6 53.4 46.3 Level of Service AAABBADD DD Approach Delay (s) 8.2 13.0 50.6 50.7 Approach LOS A B D D Intersection Summary HCM 2000 Control Delay 13.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 91.8% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 5: Proudfoot Trail & Street C

Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 114 57 39 22 11 92 Future Volume (Veh/h) 114 57 39 22 11 92 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 124 62 42 24 12 100 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 186 263 155 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 186 263 155 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 97 98 89 cM capacity (veh/h) 1388 704 891 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 186 42 24 112 Volume Left 0 42 0 12 Volume Right 62 0 0 100 cSH 1700 1388 1700 866 Volume to Capacity 0.11 0.03 0.01 0.13 Queue Length 95th (m) 0.0 0.7 0.0 3.4 Control Delay (s) 0.0 7.7 0.0 9.8 Lane LOS A A Approach Delay (s) 0.0 4.9 9.8 Approach LOS A Intersection Summary Average Delay 3.9 Intersection Capacity Utilization 30.0% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report 2025_FUTURE_TOTAL_PM 6: Street C & Proudfoot Trail/Street D

Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 195 11 7 10 6 54 Future Volume (Veh/h) 195 11 7 10 6 54 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 212 12 8 11 7 59 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 19 450 14 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 19 450 14 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 87 99 94 cM capacity (veh/h) 1597 492 1067 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 224 19 66 Volume Left 212 0 7 Volume Right 0 11 59 cSH 1597 1700 949 Volume to Capacity 0.13 0.01 0.07 Queue Length 95th (m) 3.5 0.0 1.7 Control Delay (s) 7.2 0.0 9.1 Lane LOS A A Approach Delay (s) 7.2 0.0 9.1 Approach LOS A Intersection Summary Average Delay 7.2 Intersection Capacity Utilization 29.2% ICU Level of Service A Analysis Period (min) 15

Parsons Synchro 9 - Report INTERSECTION SUMMARY Site: B / D - AM - Max Street B and Street D - Volume Increased Linearly to Fail Roundabout

Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average) 19.8 km/h 19.8 km/h Travel Distance (Total) 714.3 veh-km/h 857.2 pers-km/h Travel Time (Total) 36.0 veh-h/h 43.2 pers-h/h

Demand Flows (Total) 2137 veh/h 2564 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 1.032 Practical Spare Capacity -17.6 % Effective Intersection Capacity 2071 veh/h

Control Delay (Total) 19.54 veh-h/h 23.45 pers-h/h Control Delay (Average) 32.9 sec 32.9 sec Control Delay (Worst Lane) 76.1 sec Control Delay (Worst Movement) 76.8 sec 76.8 sec Geometric Delay (Average) 3.9 sec Stop-Line Delay (Average) 29.0 sec Idling Time (Average) 17.6 sec Intersection Level of Service (LOS) LOS C

95% Back of Queue - Vehicles (Worst Lane) 47.6 veh 95% Back of Queue - Distance (Worst Lane) 338.6 m Queue Storage Ratio (Worst Lane) 1.36 Total Effective Stops 3458 veh/h 4149 pers/h Effective Stop Rate 1.62 per veh 1.62 per pers Proportion Queued 0.84 0.84 Performance Index 160.2 160.2

Cost (Total) 1205.09 $/h 1205.09 $/h Fuel Consumption (Total) 116.7 L/h Carbon Dioxide (Total) 275.4 kg/h Hydrocarbons (Total) 0.027 kg/h Carbon Monoxide (Total) 0.193 kg/h NOx (Total) 0.287 kg/h

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total) 1,025,684 veh/y 1,230,821 pers/y Delay 9,381 veh-h/y 11,257 pers-h/y Effective Stops 1,659,706 veh/y 1,991,648 pers/y Travel Distance 342,887 veh-km/y 411,464 pers-km/y Travel Time 17,288 veh-h/y 20,745 pers-h/y

Cost 578,445 $/y 578,445 $/y Fuel Consumption 56,014 L/y Carbon Dioxide 132,176 kg/y Hydrocarbons 13 kg/y Carbon Monoxide 93 kg/y NOx 138 kg/y

Processed: Tuesday, July 04, 2017 1:02:27 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 MOVEMENT SUMMARY Site: B / D - AM - Max Street B and Street D - Volume Increased Linearly to Fail Roundabout

Movement Performance - Vehicles Mov OD Demand FlowsDeg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Street B 1 L2 644 2.0 0.645 6.5 LOS A 7.4 52.9 0.60 0.54 36.6 3 R2 208 2.0 0.645 2.7 LOS A 7.4 52.9 0.60 0.54 32.3 Approach 853 2.0 0.645 5.6 LOS A 7.4 52.9 0.60 0.54 35.7

East: Street D 4 L2 656 2.0 1.032 76.8 LOS E 47.6 338.6 1.00 3.07 10.6 5 T1 119 2.0 1.032 72.5 LOS E 47.6 338.6 1.00 3.07 12.0 Approach 775 2.0 1.032 76.1 LOS E 47.6 338.6 1.00 3.07 10.8

West: Street D 11 T1 119 2.0 0.739 12.7 LOS B 9.4 66.9 1.00 1.21 29.6 12 R2 391 2.0 0.739 13.1 LOS B 9.4 66.9 1.00 1.21 29.1 Approach 509 2.0 0.739 13.0 LOS B 9.4 66.9 1.00 1.21 29.2

All Vehicles 2137 2.0 1.032 32.9 LOS C 47.6 338.6 0.84 1.62 19.8

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Tuesday, July 04, 2017 1:02:27 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise INTERSECTION SUMMARY Site:B / D -PM -Max Street B and Street D - Volume Increased Linearly to Fail Roundabout

Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average) 19.1 km/h 19.1 km/h Travel Distance (Total) 831.8 veh-km/h 998.2 pers-km/h Travel Time (Total) 43.6 veh-h/h 52.3 pers-h/h

Demand Flows (Total) 2578 veh/h 3093 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 1.054 Practical Spare Capacity -19.3 % Effective Intersection Capacity 2446 veh/h

Control Delay (Total) 23.67 veh-h/h 28.40 pers-h/h Control Delay (Average) 33.0 sec 33.0 sec Control Delay (Worst Lane) 73.6 sec Control Delay (Worst Movement) 73.7 sec 73.7 sec Geometric Delay (Average) 2.7 sec Stop-Line Delay (Average) 30.3 sec Idling Time (Average) 18.9 sec Intersection Level of Service (LOS) LOS C

95% Back of Queue - Vehicles (Worst Lane) 67.3 veh 95% Back of Queue - Distance (Worst Lane) 479.0 m Queue Storage Ratio (Worst Lane) 0.96 Total Effective Stops 4191 veh/h 5029 pers/h Effective Stop Rate 1.63 per veh 1.63 per pers Proportion Queued 0.84 0.84 Performance Index 200.6 200.6

Cost (Total) 1403.91 $/h 1403.91 $/h Fuel Consumption (Total) 133.3 L/h Carbon Dioxide (Total) 314.6 kg/h Hydrocarbons (Total) 0.031 kg/h Carbon Monoxide (Total) 0.223 kg/h NOx (Total) 0.340 kg/h

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total) 1,237,389 veh/y 1,484,867 pers/y Delay 11,359 veh-h/y 13,631 pers-h/y Effective Stops 2,011,524 veh/y 2,413,829 pers/y Travel Distance 399,288 veh-km/y 479,145 pers-km/y Travel Time 20,919 veh-h/y 25,103 pers-h/y

Cost 673,875 $/y 673,875 $/y Fuel Consumption 64,008 L/y Carbon Dioxide 151,025 kg/y Hydrocarbons 15 kg/y Carbon Monoxide 107 kg/y NOx 163 kg/y

Processed: Tuesday, July 04, 2017 1:02:30 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 MOVEMENT SUMMARY Site:B / D -PM -Max Street B and Street D - Volume Increased Linearly to Fail Roundabout

Movement Performance - Vehicles Mov OD Demand FlowsDeg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Street B 1 L2 369 2.0 0.765 6.8 LOS A 11.2 79.6 0.72 0.52 37.7 3 R2 661 2.0 0.765 2.9 LOS A 11.2 79.6 0.72 0.52 33.2 Approach 1031 2.0 0.765 4.3 LOS A 11.2 79.6 0.72 0.52 35.0

East: Street D 4 L2 381 2.0 0.516 8.3 LOS A 4.1 29.4 0.74 0.72 34.8 5 T1 119 2.0 0.516 4.0 LOS A 4.1 29.4 0.74 0.72 34.7 Approach 500 2.0 0.516 7.3 LOS A 4.1 29.4 0.74 0.72 34.8

West: Street D 11 T1 119 2.0 1.054 73.3 LOS E 67.3 479.0 1.00 3.15 11.5 12 R2 928 2.0 1.054 73.7 LOS E 67.3 479.0 1.00 3.15 12.2 Approach 1047 2.0 1.054 73.6 LOS E 67.3 479.0 1.00 3.15 12.2

All Vehicles 2578 2.0 1.054 33.0 LOS C 67.3 479.0 0.84 1.63 19.1

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Tuesday, July 04, 2017 1:02:30 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise INTERSECTION SUMMARY Site:C / D -AM -Max Street C and Street D - Volume Increased Linearly to Fail Roundabout

Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average) 17.8 km/h 17.8 km/h Travel Distance (Total) 648.1 veh-km/h 777.7 pers-km/h Travel Time (Total) 36.3 veh-h/h 43.6 pers-h/h

Demand Flows (Total) 2083 veh/h 2500 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 1.041 Practical Spare Capacity -18.4 % Effective Intersection Capacity 2000 veh/h

Control Delay (Total) 20.99 veh-h/h 25.19 pers-h/h Control Delay (Average) 36.3 sec 36.3 sec Control Delay (Worst Lane) 58.8 sec Control Delay (Worst Movement) 61.9 sec 61.9 sec Geometric Delay (Average) 2.5 sec Stop-Line Delay (Average) 33.7 sec Idling Time (Average) 22.9 sec Intersection Level of Service (LOS) LOS D

95% Back of Queue - Vehicles (Worst Lane) 69.9 veh 95% Back of Queue - Distance (Worst Lane) 497.7 m Queue Storage Ratio (Worst Lane) 1.00 Total Effective Stops 3440 veh/h 4129 pers/h Effective Stop Rate 1.65 per veh 1.65 per pers Proportion Queued 0.83 0.83 Performance Index 178.3 178.3

Cost (Total) 1197.52 $/h 1197.52 $/h Fuel Consumption (Total) 109.9 L/h Carbon Dioxide (Total) 259.4 kg/h Hydrocarbons (Total) 0.026 kg/h Carbon Monoxide (Total) 0.187 kg/h NOx (Total) 0.283 kg/h

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total) 999,916 veh/y 1,199,899 pers/y Delay 10,076 veh-h/y 12,091 pers-h/y Effective Stops 1,651,409 veh/y 1,981,690 pers/y Travel Distance 311,094 veh-km/y 373,313 pers-km/y Travel Time 17,437 veh-h/y 20,924 pers-h/y

Cost 574,808 $/y 574,808 $/y Fuel Consumption 52,772 L/y Carbon Dioxide 124,491 kg/y Hydrocarbons 12 kg/y Carbon Monoxide 90 kg/y NOx 136 kg/y

Processed: Tuesday, July 04, 2017 1:02:28 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 MOVEMENT SUMMARY Site:C / D -AM -Max Street C and Street D - Volume Increased Linearly to Fail Roundabout

Movement Performance - Vehicles Mov OD Demand FlowsDeg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Street D 5 T1 246 2.0 0.452 3.4 LOS A 3.3 23.4 0.64 0.53 36.8 6 R2 224 2.0 0.452 3.8 LOS A 3.3 23.4 0.64 0.53 35.4 Approach 471 2.0 0.452 3.6 LOS A 3.3 23.4 0.64 0.53 36.0

North: Street C 7 L2 224 2.0 1.041 61.9 LOS E 69.9 497.7 1.00 2.44 13.8 9 R2 994 2.0 1.041 58.1 LOS E 69.9 497.7 1.00 2.44 13.3 Approach 1218 2.0 1.041 58.8 LOS E 69.9 497.7 1.00 2.44 13.4

West: Street D 10 L2 314 2.0 0.354 6.8 LOS A 2.6 18.6 0.55 0.57 36.4 11 T1 81 2.0 0.354 2.5 LOS A 2.6 18.6 0.55 0.57 33.9 Approach 395 2.0 0.354 5.9 LOS A 2.6 18.6 0.55 0.57 36.0

All Vehicles 2083 2.0 1.041 36.3 LOS D 69.9 497.7 0.83 1.65 17.8

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Tuesday, July 04, 2017 1:02:28 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise INTERSECTION SUMMARY Site:C / D -PM -Max Street C and Street D - Volume Increased Linearly to Fail Roundabout

Intersection Performance - Hourly Values Performance Measure Vehicles Persons Travel Speed (Average) 17.8 km/h 17.8 km/h Travel Distance (Total) 773.5 veh-km/h 928.2 pers-km/h Travel Time (Total) 43.4 veh-h/h 52.0 pers-h/h

Demand Flows (Total) 2417 veh/h 2900 pers/h Percent Heavy Vehicles (Demand) 2.0 % Degree of Saturation 1.040 Practical Spare Capacity -18.3 % Effective Intersection Capacity 2324 veh/h

Control Delay (Total) 25.55 veh-h/h 30.66 pers-h/h Control Delay (Average) 38.1 sec 38.1 sec Control Delay (Worst Lane) 58.8 sec Control Delay (Worst Movement) 59.7 sec 59.7 sec Geometric Delay (Average) 3.5 sec Stop-Line Delay (Average) 34.6 sec Idling Time (Average) 25.4 sec Intersection Level of Service (LOS) LOS D

95% Back of Queue - Vehicles (Worst Lane) 70.9 veh 95% Back of Queue - Distance (Worst Lane) 504.9 m Queue Storage Ratio (Worst Lane) 2.03 Total Effective Stops 3664 veh/h 4397 pers/h Effective Stop Rate 1.52 per veh 1.52 per pers Proportion Queued 0.88 0.88 Performance Index 213.4 213.4

Cost (Total) 1497.79 $/h 1497.79 $/h Fuel Consumption (Total) 137.3 L/h Carbon Dioxide (Total) 324.0 kg/h Hydrocarbons (Total) 0.032 kg/h Carbon Monoxide (Total) 0.230 kg/h NOx (Total) 0.337 kg/h

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Intersection LOS value for Vehicles is based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Intersection Performance - Annual Values Performance Measure Vehicles Persons Demand Flows (Total) 1,160,084 veh/y 1,392,101 pers/y Delay 12,262 veh-h/y 14,714 pers-h/y Effective Stops 1,758,660 veh/y 2,110,393 pers/y Travel Distance 371,267 veh-km/y 445,521 pers-km/y Travel Time 20,814 veh-h/y 24,977 pers-h/y

Cost 718,937 $/y 718,937 $/y Fuel Consumption 65,912 L/y Carbon Dioxide 155,514 kg/y Hydrocarbons 15 kg/y Carbon Monoxide 111 kg/y NOx 162 kg/y

Processed: Tuesday, July 04, 2017 1:02:31 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise MOVEMENT SUMMARY Site: C / D - PM - Max Street C and Street D - Volume Increased Linearly to Fail Roundabout

Movement Performance - Vehicles Mov OD Demand FlowsDeg. Average Level of 95% Back of Queue Prop. Effective Average ID Mov Total HVSatn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h East: Street D 5 T1 143 2.0 0.875 41.7 LOS D 14.3 101.9 1.00 1.62 13.5 6 R2 224 2.0 0.875 42.1 LOS D 14.3 101.9 1.00 1.62 16.5 Approach 367 2.0 0.875 41.9 LOS D 14.3 101.9 1.00 1.62 15.5

North: Street C 7 L2 224 2.0 0.629 6.7 LOS A 6.8 48.7 0.63 0.52 38.1 9 R2 577 2.0 0.629 2.8 LOS A 6.8 48.7 0.63 0.52 34.9 Approach 801 2.0 0.629 3.9 LOS A 6.8 48.7 0.63 0.52 35.7

West: Street D 10 L2 998 2.0 1.040 59.7 LOS E 70.9 504.9 1.00 2.12 14.5 11 T1 251 2.0 1.040 55.4 LOS E 70.9 504.9 1.00 2.12 11.4 Approach 1248 2.0 1.040 58.8 LOS E 70.9 504.9 1.00 2.12 13.9

All Vehicles 2417 2.0 1.040 38.1 LOS D 70.9 504.9 0.88 1.52 17.8

Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

Processed: Tuesday, July 04, 2017 1:02:31 PM Copyright © 2000-2014 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 6.0.22.4722 www.sidrasolutions.com Project: H:\ISO\476281\1000\DATA\Sidra\Project1.sip6 8000999, PARSONS TRANSPORTATION GROUP, NETWORK / Enterprise APPENDIX J SIGNAL WARRANTS Fourth Line/William Halton Parkway - (peak hour signal warrant) Minimum Requirement for Two- Compliance Lane Roadways Signal Description Warrant Restricted Flow - Operating Speed Sectional % Entire % Warrant Less Than 70 km/h

(1) A Vehicle Volume, All Approaches for Each of the Heaviest 8 Hours 900 248% 1. of on Average Day, and Minimum 82% Vehicular (4) B Vehicle Volume, Along Minor Volume Streets for Each of the Same 8 170 82% Hours 100% (1) A Vehicle Volume, Along Major Yes Street for Each of the Heaviest 8

Intersection 900 232% Hours of an Average Day, and 2. Delay to Cross 96% (2) B Combined Vehicle and Pedestrian Traffic Volume Crossing the Major 75 96% Street for Each of the Same 8 Hours Notes 1 Vehicle Volume Warrants (1A), (2A) and (5B) for Roadways Having Two or More Moving Lanes in one Direction Should Be 25% Higher Than Values Given Above Yes 2 For Definition of Crossing Volume Refer to Note 4 on the Signal Warrant Analysis Form B2.03.08 3 The Lowest Sectional Percentage Governs the Entire Warrant 4 For "T" Intersections the Warrant Values for Minor Street Should be Increased by 50% No (Warrant 1B only) Average 8 Hour Volumes

29 William 3 19 36 992 Halton 10 Parkway 2 1054 15 3 17 50 AM Peak Hour PM Peak Hour Volumes Volumes

27 87 William Fourth Line Fourth

5 29 56 2231

7 46 88 1738 25 Halton 15 William Parkway 2 7 Halton 2164 2050 45 44 79 14 22

Parkway 4 122 6 Fourth Line Fourth Line Fourth Proudfoot Trail/William Halton Parkway - (peak hour signal warrant) Minimum Requirement for Two- Compliance Lane Roadways Signal Description Warrant Restricted Flow - Operating Speed Sectional % Entire % Warrant Less Than 70 km/h

(1) A Vehicle Volume, All Approaches for Each of the Heaviest 8 Hours 900 235% 1. of on Average Day, and Minimum 69% Vehicular (4) B Vehicle Volume, Along Minor Volume Streets for Each of the Same 8 170 69% Hours 69% (1) A Vehicle Volume, Along Major No Street for Each of the Heaviest 8

Intersection 900 221% Hours of an Average Day, and 2. Delay to Cross 47% (2) B Combined Vehicle and Pedestrian Traffic Volume Crossing the Major 75 47% Street for Each of the Same 8 Hours Notes 1 Vehicle Volume Warrants (1A), (2A) and (5B) for Roadways Having Two or More Moving Lanes in one Direction Should Be 25% Higher Than Values Given Above Yes 2 For Definition of Crossing Volume Refer to Note 4 on the Signal Warrant Analysis Form B2.03.08 3 The Lowest Sectional Percentage Governs the Entire Warrant 4 For "T" Intersections the Warrant Values for Minor Street Should be Increased by 50% No (Warrant 1B only) Average 8 Hour Volumes

12 William 4 11 15 915 Halton 83 Parkway 3 9 972 9 8 70 AM Peak Hour PM Peak Hour Volumes Volumes Trail

11 38 Proudfoot Proudfoot William

6 17 23 2069

9 26 35 1591 160 Halton 170 William Parkway 3 9

Halton 2027 8 1860 28 14 22 175 Parkway 9 106 21 Trail Trail Proudfoot Proudfoot Proudfoot