Fieldgate. Traffic Impact Study Proposed Retail Commercial and Residential Development Thompson Road and Louis St. Laurent Avenue Town of Milton

Transcription

1 Fieldgate Traffic Impact Study Proposed Retail Commercial and Residential Development Thompson Road and Louis St. Laurent Avenue Town of Milton September 214

2 September Ms Debbie Pacchiarotti Our ref: Fieldgate 54 Yonge Street, 5 th Floor Toronto, ON M2N 5R5 Dear Sir, RE: Traffic Impact Study Proposed Retail Commercial and Residential Development Thompson Road and Louis St. Laurent Avenue, Milton, Ontario is pleased to submit the enclosed Traffic Impact Study assessing the traffic impacts of the proposed retail commercial and residential development located in the southeast corner of Thompson Road and Louis St. Laurent Avenue in the Town of Milton. The site plan of April 14, 214 identified as SP-132a Scheme 32 proposes a retail commercial total GFA of 8, sq.m. (94, sq.ft.) in eight buildings identified as A to H. It also proposes maximums of 325 apartment units and 65 townhouse units, with an option for some of the residential density to be comprised of retirement home beds. The study concludes that the main site access intersections on Thompson Road and Kennedy Circle, as well as the secondary access intersections on Kennedy Circle and Louis St. Laurent Avenue can be expected to have very good overall operational characteristics and provide adequate intersection capacity for the projected site traffic volumes at the 217 and 221 planning horizons (the latter coinciding with fullbuild-out of the Boyne Secondary Plan Area), without the need for any improvements. We trust the enclosed is sufficient for your needs, but please do not hesitate to contact the undersigned should you require any additional assistance. Sincerely, Inc. Wayne Kay, B.Sc. William Maria, P.Eng. Transportation Planner Transportation Engineer Inc. 675 Millcreek Drive Unit 1 Mississauga Ontario L5N 5M4 Canada T F E mississauga@ghd.com W

3 Executive summary The purpose of this report is to determine the proposed retail commercial and residential related traffic operational impacts at the Louis St. Laurent Avenue intersections at Thompson Road and Kennedy Circle (east leg) during the weekday am and pm peak hours under future 217 and 221 future traffic transportation network conditions. It also reports on the expected future operating characteristics of the retail commercial access and private residential driveways on the perimeter roads. Future Background Conditions The 217 planning horizon assumes full development of the site without the widening of the Louis St. Laurent Avenue and Thompson Road, planned to commence in 217. Some initial development will have occurred in the Boyne Secondary Plan Area as well as some background traffic growth on the arterial roads, and only the intersection of the Louis St. Laurent Avenue at Thompson Road is signalized. The 221 planning horizon assumes full build-out of both the site and the Boyne Secondary Plan Area. Traffic in the study area adopted the volumes in the Road Needs Assessment of October 213 for the Milton Phase 3 Landowners Group. The Louis St. Laurent Avenue intersections with Thompson Road and Kennedy Circle (east leg) would both be signalized with all roads built to their ultimate lane configurations. Retail Commercial Site Traffic The proposed retail commercial development is estimated to generate 74 new two-way vehicle trips during the weekday am peak hour and 361 new two-way vehicle trips during the weekday pm peak hour at the 217 planning horizon of this study. The net site trip generation in 217 includes a 5% transit mode split, increasing to 1% in 221 as expected by the Region of Halton. The proposed retail commercial development in 221 is estimated to generate 7 new two-way vehicle trips during the weekday am peak hour, and 341 new two-way vehicle trips during the weekday pm peak hour. The new retail commercial vehicular trips at the 221 planning horizon are expected to be balanced in all directions because the Boyne Secondary Plan Area is built-out, while in 217 only a minor proportion will be oriented south of Louis St. Laurent Avenue. The total site trips also included 39% pass-by trips during both weekday peak hours. While these trips do not add traffic to the perimeter roads, they do result in additional turning movements at the site access driveways. These turning movements were oriented comparable to the existing directional proportions during each study peak hour. The site shopping centre trips at the study intersections are only a minor increase during the weekday am peak hour and therefore the impact on the operations is nominal. While the shopping centre trips are more substantial during the weekday pm peak hour, the available capacity absorbs the commercial site traffic volume with minimal overall impact on the operating characteristics. In addition, the plaza driveways are all expected to have very good future operating conditions during the critical pm peak hour. Only the west driveway on Thompson Road will be subject to queuing, but this can be mitigated by providing separate left and right turn westbound exit lanes. Truck manoeuvres to access the proposed loading and garbage bays at the rear of Building A were modelled using AutoTurn. The design vehicle for the garbage bay was the Region of Halton front-end loader garbage truck, and the design vehicle for the loading bays was the TAC WB-2 transport truck. The respective design vehicles can be accommodated at the loading bays and garbage enclosures provided for all buildings. Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ i

4 Residential Site Traffic The proposed residential development is not expected until after 217. Based on a maximum density of 325 apartment and 65 townhouse units, it is estimated to generate 179 new two-way vehicle trips during the weekday am peak hour and 215 new two-way vehicle trips during the weekday pm peak hour at the 221 planning horizon of this study. This includes an allowance for a future 1% transit mode split, as expected by the Region of Halton. The new site residential vehicular trips at the 221 planning horizon are assumed to be oriented comparable to other development within the Boyne Secondary Plan Area. This is 27% north, 33% south, 25% east and 15% west, and with a predominant 7% of the residential development traffic volume assigned to the west side Thompson Road driveway. Both the east and west side accesses are private roads, and there is no shared driveway use between the retail commercial and residential traffic in the overall development plan. Conclusions In conclusion, the Louis St. Laurent intersections at Thompson Road and Kennedy Circle (east leg) can be expected to have satisfactory operating characteristics with reserve capacity under both the future total 217 and 221 traffic conditions in all peak study hours. As a result, the ultimate road network plans are satisfactory with the expected provision of adequate storage in the left turn lanes. This includes a recommendation for dual exit left and right turn lanes at the plaza driveway on Thompson Road., Otherwise, only minor traffic signal timing phase modifications are indicated because of the subject site impact, with the timing details would best determined by the actual future traffic patterns. ii Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

5 Table of contents 1. Introduction Retainer and objective Site characteristics Site environs Study area Site plan Truck manoeuvres Existing conditions Existing and planned road network Existing traffic Future background traffic Study horizon years Study area transportation network improvements Future background growth Future background developments Site generated traffic Retail commercial trip generation Retail commercial trip distribution and assignment Residential trip generation Residential trip distribution and assignment Future total traffic Future total traffic Intersection capacity analysis Table index Table 1 Retail Commercial Trip Generation Table 2 Residential Trip Generation Table 3 Capacity Analyses of Thompson Road at Louis St. Laurent Avenue Table 4 Capacity Analyses of Kennedy Circle at Louis St. Laurent Avenue Table 5 Capacity Analyses of Retail Commercial Driveway at Thompson Road Table 6 Capacity Analyses of Residential Driveway at Thompson Road Table 7 Capacity Analyses of Retail Commercial Driveway at Kennedy Circle Table 8 Capacity Analyses of Residential Driveway at Kennedy Circle Table 9 Capacity Analyses of Right In/Out Driveway at Louis St. Laurent Avenue Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ iii

6 Figure index Figure 1 Site Location... 2 Figure 2 Site Plan... 4 Figure 3 Lane Configuration... 6 Figure 4 Existing 214 Traffic... 7 Figure 5 Background Traffic Figure 6 Background Traffic Figure 7 Estimated 217 Retail Commercial Traffic Figure 8 Estimated 221 Retail Commercial Traffic Figure 9 Estimated 221 Residential Traffic Figure 1 Future Total 217 Traffic Figure 11 Future Total 221 Traffic... 2 Appendices Appendix A Background Information Appendix B Capacity Analyses iv Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

7 1. Introduction 1.1 Retainer and objective was retained to prepare a Traffic Impact Study (TIS) for the proposed retail commercial and residential development located in the southeast corner of Thompson Road and Louis St. Laurent Avenue in the Town of Milton. The key elements of this study are: Establish baseline traffic conditions for the study area and update the existing traffic conditions based on future development to derive the future background operating conditions for the study intersections at future 217 and 221 planning horizons. Establish the estimated weekday am and pm peak hour traffic generation and distribution of the retail commercial and residential development traffic to the adjacent road network, and determine the future impacts in the context of all local transportation modes. Review the site plan and access intersections in the context of operational / geometric issues, including trucks and provide recommendations on how to address any deficiencies (if any are revealed). Study background The site location shown in Figure 1 is within a developing area in south Milton (Boyne Secondary Plan Area) which is now beginning to build-out. The location on the east side of Thompson Road is opposite an existing retail commercial plaza on the north side anchored by Metro and Shoppers Drug Mart. Road network improvement in the vicinity of the site is ongoing and the planned improvements beginning in 217 imply that the retail commercial portion of the site could be built-out with the existing road characteristics. Study team The team involved in the preparation of this study are: William Maria, P. Eng., Transportation Engineer Wayne Kay, B.Sc., Transportation Planner Michael Dowdall, C.Tech., Transportation Analyst Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 1

8 FERGUSON DRIVE KENNEDY CIRCLE FREEMAN TRAIL LOUIS ST. LAURENT AVENUE SITE THOMPSON ROAD SOUTH FOURTH LINE BRITANNIA ROAD WEST NOT TO SCALE Fieldgate Traffic Impact Study Commercial/Residential Development Site Location Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 13 August 214-1:42 PM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

9 2. Site characteristics 2.1 Site environs The site is bounded by Thompson Road to the west, Kennedy Circle to the east, Louis St. Laurent Avenue to the north and future residential uses to the south. Both Louis St. Laurent Avenue and Kennedy Circle connect east-west across Thompson Road, however only the Louis St. Laurent Avenue intersection is currently signalized. The nearest Milton Transit service (Route #4 Thompson/Clark) is currently located at the intersection of Louis St. Laurent Avenue and Kennedy Circle, which is at the north east corner of the site. It provides frequent weekday service to/from the Milton GO Station. 2.2 Study area The study area includes the following existing intersections: Thompson Road at Louis St. Laurent Avenue (signalized) Kennedy Circle at Louis St. Laurent Avenue 2.3 Site plan The retail commercial portion of the site plan (SP-132a Scheme 32) proposes eight buildings (A, B, C, Dx, Dy, E, G and H) with a total GFA of 8, sq.m. (94, sq.ft.). There are full movement primary access driveways proposed on Thompson Road and Kennedy Circle, located approximately 1 metres south of the future centreline of Louis St. Laurent Avenue. A secondary right-in only driveway (primarily as a truck access) is proposed at the south property limit of the plaza on Kennedy Circle and a right-in/out driveway is proposed approximately mid-block on Louis St. Laurent Avenue, 15 metres east of Thompson Road. The plaza includes 446 surface parking spaces. Buildings G and H are banks with the drive-thru facilities providing queuing for 5 vehicles each (minimum of 3 vehicles is required). Building A is a food store with truck loading bays at the rear, Building C is a dollar store, and the other buildings are expected to have typical retail commercial units. The south end of the site is proposed to have maximums of 325 apartment and 65 townhouse units, with an option for some of the residential density to be comprised of retirement home beds. Access is provided by a private road connecting to both Thompson Road and Kennedy Circle. There is no internal road connection into the south side of the plaza. The proposed site plan (A-132a, Scheme 32) of April 14, 214 is shown in Figure Truck manoeuvres Truck manoeuvres to access the proposed loading and garbage bays at the rear of Building A were modelled using AutoTurn. The design vehicle for the garbage bay was the Region of Peel front-end loader garbage truck, and the design vehicle for the loading bays was the TAC WB-2 transport truck. The truck paths are appended and show that the respective design vehicles can be accommodated at the loading and garbage bays. Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 3

10 Plot Date: 21 August 214-9:17 AM Plotted by: Michael Dowdall Cad File No: NOT TO SCALE Residential East Driveway X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg Site plan provided by VGA Inc. dated August 16, 214 Residential West Driveway Site Plan Fieldgate Traffic Impact Study Commercial / Residential Development Aug 214 A Figure 2 Date Revision Job Number 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W Future Co llector Ro (K ad e n n e d y Circle Ex tension)

11 3. Existing conditions 3.1 Existing and planned road network Thompson Road is a major north-south arterial road under Town of Milton jurisdiction. North of Louis St. Laurent Avenue it has four travel lanes with a centre left turn lane and a posted speed limit of 6 km/h. It has two travel lanes south of Louis St. Laurent Avenue and the transition is accommodated by a northbound lane beginning at Louis St. Laurent Avenue and the two southbound lanes merging into a single lane immediately north of Louis St. Laurent Avenue. There are left lanes on the northsouth approaches to Louis St. Laurent Avenue. Thompson Road is planned to be widened from 2 to 4 lanes from Britannia Road to Louis St. Laurent Avenue beginning in 217. Louis St. Laurent Avenue Drive is an east-west major arterial road under Town of Milton jurisdiction. In the study area it has an existing two-lane cross section with a posted speed limit of 5 km/h. There are no auxiliary turning lanes on the signalized east-west approaches to Thompson Road. It will eventually become a divided road with four travel lanes and left turn lanes at Thompson Road and Kennedy Road upon development of the Boyne Secondary Plan Area. Louis St. Laurent Avenue is planned to be widened from 2 to 4 lanes east of Thompson Road beginning in 217. While a similar widening is proposed east of Thompson Road, the timing has not yet been determined. Kennedy Circle is a residential two-lane collector road under Town of Milton jurisdiction with a statutory 5 km/h speed limit. It has bicycle lanes with a left turn lane and stop control at Louis St. Laurent Avenue (235 metres east of Thompson Road). On-street parking is permitted. It provides a ring road north of Louis St. Laurent Avenue between the east and west side of Thompson Road, but in 217 the east leg is a private road on private lands ending in a temporary cul-de-sac at the southerly limit of the subject development. It will ultimately be constructed to municipal public road standard upon development of the surrounding residential lands of the Boyne Secondary Plan Area. The existing and future lane configurations at the study intersections, including the proposed site driveways is shown in Figure Existing traffic obtained weekday peak period traffic data for the intersection of Louis St. Laurent Avenue with Thompson Road and Kennedy Circle in early June 213, and for the intersection of Thompson Road at the commercial driveway in January 214. The traffic data is appended. It shows Thompson Road traffic oriented approximately 7% southbound and 3% northbound during the am peak hour, 3% southbound and 7% northbound during the pm peak hour. Louis St. Laurent Avenue traffic is oriented approximately 65% eastbound and 35% westbound during the am peak hour, 35% eastbound and 65% westbound during the pm peak hour. The weekday peak hours at the intersection of Thompson Road and Louis St. Laurent Avenue occurred from 7:3 to 8:3 am and from 4:45 to 5:45 pm. Figure 4 summarizes the adopted existing / baseline 214 traffic volumes during each of the weekday am and pm peak hours. Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 5

12 Thompson Road Kennedy Circle Louis St. Laurent Avenue Louis St. Laurent Avenue Right-In/Out Private Driveway West Side Plaza Driveway East Side Plaza Driveway Right-In Residential West Driveway Residential East Driveway Thompson Road Future Collector Road (Kennedy Circle Extension) Legend Stop Control Traffic Signal Additional Lane (221) NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development 217 & 221 Horizon Year Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:21 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

13 Thompson Road Kennedy Circle Louis St. Laurent Avenue (62) (156) (6) (12) () (68) 168 (243) 22 (42) 28 (26) 263 (337) 245 (325) (85) 42 (21) 397 () (117) 254 (16) (21) 397 Louis St. Laurent Avenue (58) (388) (34) 449 (198) (48) 124 West Side Plaza Driveway Right-In/Out SUBJECT SITE East Side Plaza Driveway Right-In Private Driveway 449 (198) 124 Residential West Driveway Residential East Driveway (48) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection Proposed Roadway NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Existing 214 Traffic Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:21 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

14 4. Future background traffic 4.1 Study horizon years The Town of Milton typically requires future background and total traffic analyses at a ten-year planning horizon, but this study uses 7 years to coincide with build-out of the Boyne Secondary Plan Area in 221. Furthermore, since the site could build-out prior to the planned adjacent arterial road improvements beginning in 217, our analyses also adopted future background conditions on the basis of the traffic growth sources and road network conditions expected in 217 (before road improvements are effective) in addition to the 221 (at build-out of the Boyne Secondary Plan Area) horizon year. 4.2 Study area transportation network improvements The Town of Milton is planning to widen Thompson Road south of Louis St. Laurent Avenue as well as Louis St. Laurent Avenue west of Thompson Road from 2 to 4 lanes with work beginning in 217. The section of Louis St. Laurent Avenue on the site north frontage is expected to remain two lanes at the initial horizon year of this study. 4.3 Future background growth The future background corridor growth rates adopted in the Milton Phase 3 Landowners Group, Boyne Secondary Plan Survey Area, Roads Network Assessment prepared by in October 213 were extracted from the Paradigm report of January 213. These growth rates were adopted for both the weekday am and pm peak hours in this study and applied to the existing through traffic as 2.45% per annum on Louis St. Laurent Avenue and 3.% per annum on Thompson Road to derive the future background 217 traffic conditions. In addition the 3.% per annum growth rate was applied to the left and right turn movements during both peak hours at the intersection of Louis St. Laurent Avenue and Thompson Road. 4.4 Future background developments Traffic growth in the study area for the 217 planning horizon will occur from some initial development in the Boyne Secondary Plan Area, expected to be primarily in the West Block (west of Sixteen Mile Creek). As a result, the traffic contribution would be east-west volume only on Louis St. Laurent Avenue, which was assumed to be 15% of the West Block east-west volume at Sixteen Mile Creek. The south leg of Kennedy Circle at Louis St. Laurent Avenue on the east side of Thompson Road, which includes future residential development immediately south of the subject site, has no confirmed timing and is assumed within an undeveloped area in 217. Traffic growth in the study area for the 221 planning horizon will occur from build-out of the Boyne Secondary Plan Area immediately to the south of the site. The above referenced Milton Phase 3 Landowners Group report was therefore adopted as the future background traffic conditions in 221. It included background traffic for the Boyne Secondary Plan Area from the Milton Education Village, the Fieldgate commercial development at Louis St. Laurent Avenue and Bronte Street, the Derry Green Corporate Business Park, and from the Sherwood Survey RNA report, the Milton Main Street Homes and Mattamy Manaman residential blocks. The future total 221 traffic conditions also 8 Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

15 included the 2.45% and 3.% annual corridor growth rates on Louis St. Laurent Avenue and Thompson Road, respectively. Figures 5 and 6 summarize the background traffic volumes at the 217 and 221 planning horizons during each of the weekday am and pm peak hours. Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 9

16 Thompson Road Kennedy Circle Louis St. Laurent Avenue (7) (176) (68) (12) () 76 (77) 289 (366) 22 (42) 32 (29) 396 (472) 378 (46) (96) 47 (352) 52 () (261) 344 (18) (352) 52 Louis St. Laurent Avenue (66) (438) (38) 57 (224) (542) 14 West Side Plaza Driveway Right-In/Out SUBJECT SITE East Side Plaza Driveway Right-In Private Driveway 57 (224) 14 Residential West Driveway Residential East Driveway (542) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection Proposed Roadway NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Background 217 Traffic Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:22 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

17 Thompson Road Kennedy Circle Louis St. Laurent Avenue (7) (176) (68) (12) () 76 (77) 289 (366) 22 (42) 32 (29) 396 (472) 378 (46) (96) 47 (352) 52 () (261) 344 (18) (352) 52 Louis St. Laurent Avenue (66) (438) (38) 57 (224) (542) 14 West Side Plaza Driveway Right-In/Out SUBJECT SITE East Side Plaza Driveway Right-In Private Driveway 57 (224) 14 Residential West Driveway Residential East Driveway (542) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection Proposed Roadway NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Background 221 Traffic Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:22 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

18 5. Site generated traffic 5.1 Retail commercial trip generation The proposed retail commercial development has a total GFA of 8, sq.m. (94, sq.ft.). The traffic generated during the weekday am and pm peak hours was estimated by applying the trip rates for Land Use Code 82 Shopping Centre in Trip Generation, 8th Edition, published by the Institute of Transportation Engineers (ITE). The gross trip rates were calculated using the fitted curve regression equations while the trip ends adopted the average ITE proportions. The gross trips were adjusted by adopting the 5% transit mode split expected by the Region of Halton in 217 and the 1% transit mode split expected by the Region of Halton in 221. No allowance was included for other trip modes and therefore the site trip estimates in each horizon year should be slightly overstated. The remaining trips were divided into pass-by and primary trips. The rates for each were based on deriving the average pass-by rate for shopping centres with less than 4, sq.ft. from the ITE database (also indicating that pass-by rates generally increase as the shopping centre GFA decreases). The adopted pass-by rate was 39% during the pm peak hour. The weekday pm peak hour pass-by rate was also adopted for the much lower trip generation during the am peak hour because no ITE data is available (morning trips are expected to have a substantial pass-by characteristic). Table 1 summarizes the estimated trip generation of the 94,933 sq.ft. shopping centre. Table 1 Retail commercial trip generation Peak Hour Trip Generation Retail Commercial Weekday AM Weekday PM In Out Total In Out Total Trip Rate Trip Ratio 61% 39% - 49% 51% - Gross Trips % Transit Trips Net Auto Trips Pass-by Trips Primary (New) Trips % Transit Trips Net Auto Trips Pass-by Trips Primary (New) Trips Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

19 The proposed retail commercial development in 217 is estimated to generate a total of 74 new vehicle trips during the am peak hour and 361 new vehicle trips during the pm peak hour. In 221, the retail commercial development is estimated to generate a total of 7 new vehicle trips during the am peak hour and 341 new vehicle trips during the pm peak hour. 5.2 Retail commercial trip distribution and assignment Distribution of the shopping centre primary (new) trips was based on the location within the built-out residential areas within approximately 2 kilometres of the site. The primary trips would therefore have different orientation proportions in each of the horizon years. In 217, the Boyne Secondary Plan Area, which is all south of Louis St. Laurent Avenue, generates substantially fewer trips than in 221 when it is expected built-out. The adopted site trip distributions in each horizon year are therefore: 217: 1% south, 3% north, 3% east and 3% west 221: 25% south, 25% north, 25% east and 25% west The north oriented trips assumed 1% north via Kennedy Circle in both horizon years, while the south oriented trips assumed 1% south via Kennedy Circle in 221. Distribution of the shopping centre pass-by trips was based on the existing weekday am and pm peak hour north-south orientations on Thompson Road and east-west orientations on Louis St. Laurent Avenue. These existing proportions were applied to the pass-by trips as follows: Weekday am peak hour: 4% southbound /1% northbound on Thompson Road and 35% eastbound / 15% westbound on Louis St. Laurent Weekday pm peak hour: 15% southbound / 4% northbound on Thompson Road and 2% eastbound / 25% westbound on Louis St. Laurent The primary (new) shopping centre trip assignments applied 95% to the east and west side driveways and 5% to the east rear driveway. All pass-by trips were applied to the primary driveways, with the eastbound primary and pass-by trips assigned to the right in/out driveway on Louis St. Laurent Avenue, as appropriate. Some of the retail commercial trips could be destined to the subject shopping centre as well as the existing shopping centre on the north side of Louis St. Laurent Avenue. These trips between the plazas were assumed balanced. The estimated retail commercial trip assignments for each of the 217 and 221 planning horizons during the weekday am and pm peak hours are shown in Figures 7 and 8, respectively. 5.1 Residential trip generation The proposed residential development is currently conceptual and can have a maximums of 325 apartment and 65 townhouse units. While some of this density can be applied as a retirement home, the trip generation of assisted living units is substantially less than typical residential units. As a result, the residential trips were estimated by applying the higher trip rates for Land Use Codes 22 Apartments and 23 Condominium Townhouses in Trip Generation, 8th Edition, published by the Institute of Transportation Engineers (ITE). It was assumed that the residential portion of the site would not begin developing until after 217. Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 13

20 The gross trip rates were calculated using the fitted curve regression equations while the trip ends adopted the average ITE proportions and were adjusted by adopting the 1% transit mode split expected by the Region of Halton in 221. No allowance was included for other trip modes and therefore the site trip estimates in each horizon year should be slightly overstated. Table 2 summarizes the estimated trip generation of the apartment and townhouse units. Table 2 Residential trip generation Peak Hour Trip Generation Residential Weekday AM Weekday PM In Out Total In Out Total Apartment Trip Rate Apartment Trip Ratio 2% 8% - 65% 35% - Apartment Gross Trips Townhouse Trip Rate Townhouse Trip Ratio 17% 83% - 67% 33% - Townhouse Gross Trips Total Residential Trips % Transit Trips Net Auto Residential Trips The proposed residential development in 221 is estimated to generate a total of 179 new vehicle trips during the am peak hour and 215 new vehicle trips during the pm peak hour. 5.1 Residential trip distribution and assignment Distribution of the site residential trips was based on that adopted in previous studies within the Boyne Secondary Plan Area. The residential trip distributions in 221 are 27% north, 33% south, 25% east and 15% west. Assignment to the private road intersections assumed 7% oriented to Thompson Road and 3% oriented to Kennedy Circle. The estimated residential trip assignments at the 221 planning horizon during the weekday am and pm peak hours is shown in Figure Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

21 Thompson Road Kennedy Circle Louis St. Laurent Avenue () (45) (6) () () () () () (-28)-5-5 (52) (8) -5 (52) 21 () 14 () (-16) -12 () (36) 11 (58) 23 (39) 4 11 (16) 5 (6) Louis St. Laurent Avenue (84) (56) () (61) () () (17) Right-In/Out (-17) (159) (34) (1) -14 (185) 219 West Side East Side 16 (36) Plaza Plaza (17) 3 Driveway Driveway () (-45) (62) SUBJECT SITE Right-In (19) 21 Private Driveway () () 2 5 Residential West Driveway Residential East Driveway (17) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Estimated 217 Retail Commercial Traffic Volumes Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:22 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

22 Thompson Road Kennedy Circle Louis St. Laurent Avenue () (37) (4) () () () () () (-27)-5-5 (41) (68) -5 (41) 18 () () (-17) -11 () (29) 9 (5) 2 (31) 1 (12) 4 (4) Louis St. Laurent Avenue (72) (44) () (52) () () (13) Right-In/Out (-16) (133) (4) () -13 (154) 113 West Side East Side 18 (56) Plaza Plaza (17) 1 Driveway Driveway (4) (-38) (75) SUBJECT SITE Right-In (4) 26 Private Driveway 1 (8) (-4) 5 12 Residential West Driveway Residential East Driveway (37) Thompson Road ` Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residnetial Development Estimated 221 Retail Commercial Traffic Volumes Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:22 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

23 Thompson Road Kennedy Circle Louis St. Laurent Avenue () (26) () () (12) () () () () () () () 9 (35) () () () () () () (21) 5 () Louis St. Laurent Avenue (47) () () (47) () () West Side East Side Plaza Plaza () Driveway Driveway () 49 (25) 34 (18) Residential Residential West East (25) 48 Driveway Driveway (7) 14 () 4 (32) (14) 12 () (47) () (11) (14) () () () (6) 49 (25) () (19) Right-In/Out SUBJECT SITE 11 Private Driveway 48 () (25) Right-In () (47) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Estimated 221 Residential Traffic Volumes Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:23 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

24 6. Future total traffic 6.1 Future total traffic The future total traffic conditions during the weekday am and pm peak study hours for the 217 and 221 planning horizons were derived by combining the projected future background traffic with the corresponding estimates of the site generated traffic. The 217 analyses assumed build-out of the retail commercial portion of the site without completion of the planned widening of Louis St. Laurent Avenue and Thompson Road on the site perimeters. The 221 analyses represent full build-out of both the site (retail commercial and residential) and the Boyne Secondary Plan Area and associated road network in the area. The shopping centre driveways and private residential driveways on each of Thompson Road and Kennedy Circle are independent and there is no shared commercial and residential use of the driveways. Figure 1 and 11 summarize the future total traffic volumes during each of the weekday am and pm peak hours at the 217 and 221 planning horizons, respectively 6.2 Intersection capacity analysis The capacity analysis identifies how well an intersection is operating. The analysis contained within this report utilized the Highway Capacity Manual (HCM) 2 techniques within the Synchro Version 8 Software package. The reported intersection volume-to-capacity ratios (v/c) are a measure of the saturation volume for each turning movement, while the levels-of-service (LOS) are a measure of the average delay for each turning movement. Queuing characteristics are reported as the predicted 95th percentile queue for each turning movement. The existing heavy vehicle proportions are included in the intersection analyses. In accordance with Region of Halton Terms of Reference for Traffic Impact Studies, the analysis includes identification of critical movements (bold highlighted in the following tables, if any). Deficiencies may require modifications and improvements at intersections where the addition of background growth or background growth plus site-generated traffic/transit volumes causes the following: Unsignalized: Level of service (LOS), based on average delay per vehicle, on individual movements exceed LOS E Unsignalized: The estimated 95 th percentile queue length for an individual movement exceeds the available queue storage Signalized: v/c ratios for overall intersection operations, through movements or shared through/turning movements increase to.85 or above Signalized: v/c ratios for exclusive movements increase to.95 or above Signalized: Queues for an individual movement are projected to exceed available turning lane storage The traffic signal timing plans at the intersection of Thompson Road and Louis St. Laurent Avenue were optimized for each of the traffic scenarios because of the significant growth traffic volume and the intersection lane improvements expected with the planned road widening beginning in Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

25 Thompson Road Kennedy Circle Louis St. Laurent Avenue (7) (221) (74) (12) (6) () (77) 22 (42) 284 (338) 373 (512) 32 (19) 391 (524) 21 () (96) 47 (336) 49 () (297) 355 (58) 23 (391) (34) 57 (6) Louis St. Laurent Avenue (15) (494) (38) (61) () () (17) Right-In/Out (27) (159) (34) (1) 493 (185) (36) West Side East Side Plaza Plaza (17) 3 Driveway Driveway () (497) (62) SUBJECT SITE Right-In (243) 21 Private Driveway () () Residential West Driveway Residential East Driveway (559) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Future Total 217 Traffic Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:23 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

26 Thompson Road Kennedy Circle Louis St. Laurent Avenue (151) (651) (214) (14) (51) (29) (22) 22 (45) 984 (132) 1111 (1336) 63 (199) 1267 (1433) 64 (128) (138) 181 (1339) 1192 (2) 4 (165) 92 (5) 2 (1196) 1142 (224) (266) (82) (11) 113 (52) (175) (12) (27) (95) Louis St. Laurent Avenue (941) (133) (4) (35) (154) West Side East Side 18 (56) Plaza Plaza (17) 1 Driveway Driveway (4) (124) (75) Right-In/Out SUBJECT SITE Right-In Private Driveway (25) 34 (18) Residential Residential West East (25) 48 Driveway Driveway (7) 14 (174) (14) (8) (225) (28) (32) (95) (47) 847 (47) (37) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Future Total 221 Traffic Job Number Revision Date Figure Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Aug Plot Date: 21 August 214-9:23 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\ Figures.dwg

27 Thompson Road at Louis St. Laurent Avenue Capacity analyses under existing and both future (background and total) 217 and 221 traffic conditions during the weekday am and peak hours is summarized in Table 3 from detailed Synchro reports attached in the appendix. This intersection is currently signalized and the prevailing lane configuration has been adopted at the 217 planning horizon. Both Thompson Road and Louis St. Laurent Avenue were improved to their ultimate lane configurations under the future total 221 traffic conditions. Table 3 Capacity analyses of Thompson Road at Louis St. Laurent Avenue Traffic Condition Movement v/c (LOS) delay in seconds, 95 th Percentile Queue AM Peak Hour PM Peak Hour Existing 214 Future Background 217 Future Total 217 Future Background 221 Future Total 221 Overall:.32 v/c LOS B EBT:.37 (B) 19s, 55m WBT:.28 (B) 18s, 4m NBL:.2 (B) 15s, 1m NBT:.13 (B) 16s, 2m SBL:.16 (B) 17s, 2m SBT:.27 (B) 17s, 35m Overall:.4 v/c LOS B EBT:.49 (C) 21s, 75m WBT:.45 (B) 2s, 65m NBL:.3 (B) 15s, 1m NBT:.15 (B) 16s, 25m SBL:.19 (B) 17s, 25m SBT:.3 (B) 18s, 4m Overall:.41 v/c LOS B EBT:.51 (C) 21s, 8m WBT:.44 (B) 2s, 65m NBL:.6 (B) 16s, 1m NBT:.16 (B) 16s, 25m SBL:.19 (B) 17s, 25m SBT:.31 (B) 18s, 4m Overall:.85 v/c LOS D EBT:.66 (C) 29s, 125m WBT:.84 (D) 49s, 16m NBL:.91 (E) 73s, 7m NBT:.71 (D) 45s, 95m SBL:.71 (D) 46s, 5m SBT:.85 (D) 53s, 12m Overall:.88 v/c LOS D EBT:.67 (C) 29s, 125m WBT:.84 (D) 51s, 18m NBL:.92 (E) 71s, 8m NBT:.73 (D) 46s, 1m SBL:.74 (D) 5s, 5m SBT:.92 (E) 61s, 13m Overall:.45 v/c LOS B EBT:.18 (B) 17s, 3m WBT.38 (B) 19s, 45m NBL:.12 (B) 16s,15m NBT:.52 (C) 21s, 8m SBL:.7 (B) 16s, 1m SBT:.12 (B) 16s, 15m Overall:.57 v/c LOS B EBT:.36 (B) 19s, 55m WBT.55 (C) 22s, 85m NBL:.14 (B) 16s, 15m NBT:.59 (C) 23s, 9m SBL:.1 (B) 16s, 1m SBT:.14 (B) 16s, 2m Overall:.58 v/c LOS C EBT:.43 (B) 2s, 65m WBT.51(C) 21s, 75m NBL:.32 (B) 19s, 3m NBT:.65 (C) 24s, 15m SBL:.11 (B) 17s, 1m SBT:.17 (B) 16s, 2m Overall:.93 v/c LOS D EBT:.85 (D) 39s, 165m WBT.88 (D) 51s, 185m NBL:.78 (D) 53s, 5m NBT:.8 (D) 46s, 12m SBL:.95 (E) 76s, 8m SBT:.64 (D) 38s, 1m Overall:.97 v/c LOS E EBT:.95 (D) 52s, 2m WBT.89 (D) 53s, 19m NBL:.93 (E) 71s, 95m NBT:.88 (D) 52s, 145m SBL:.95 (E) 79s, 8m SBT:.87 (D) 55s, 13m Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 21

28 This intersection currently has very good operating characteristics during both study peak hours, and is substantially under its capacity. This is expected to continue under the future background and total 217 traffic conditions. The incremental impact of the added commercial site traffic is negligible during the weekday am peak hour and apparent but minimal during the weekday pm peak hour. Under the future background and total 221 traffic conditions the operational characteristics continue to be satisfactory during the weekday am peak hour, with negligible impact due to the added commercial site traffic. During the weekday pm peak hour, build-out of the Boyne Secondary Plan Area substantially increases the east-west through volume. The incremental impact of the added commercial site traffic is apparent under these future total traffic conditions, and while the intersection has reserve capacity, the optimization of the traffic signal timing is indicative of competing demands for green time. The future traffic signal timing plans are expected to be adapted to the prevailing turning movement demands. The only recommended lane improvements at the intersection are based on accommodating the future left turn queues by providing satisfactory storage lengths at the detailed design stage of the future improvements. Kennedy Circle at Louis St. Laurent Avenue Capacity analyses under existing and both future (background and total) 217 and 221 traffic conditions during the weekday am and peak hours is summarized in Table 4 from detailed Synchro reports attached in the appendix. The future total 217 analyses assumed stop control on Kennedy Circle and without a significant extension of the road south of the subject site. The future total 221 analyses assumed that the intersection is signalized during build-out of the Boyne Secondary Plan Area. Table 4 Capacity analyses of Kennedy Circle at Louis St. Laurent Avenue Traffic Condition Movement v/c (LOS) delay in seconds, 95 th Percentile Queue AM Peak Hour PM Peak Hour Existing 214 SBL:.7 (B) 15s, 1 veh SBR:.2 (A) 1s, 1 veh SBL:.6 (B) 14s, 1 veh SBR:.2 (B) 11s, 1 veh Future Background 217 Future Total 217 Future Background 221 Future Total 221 SBL:.1 (C) 2s, 1 veh SBR:.3 (B) 11s, 1 veh SBL:.11 (C) 22s, 1 veh SBTR:.3 (B) 12s, 1 veh NBTR:.1 (B) 14s, 1 veh Overall:.55 v/c LOS B EBT:.63 (B) 15s, 125m WBT:.6 (B) 11s, 6m NBT:.17 (B) 18s, 15m SBT:.7 (B) 17s, 1m Overall:.54 v/c LOS B EBT:.63 (B) 17s, 13m WBT:.59 (B) 11s, 6m NBT:.3 (B) 2s, 25m SBT:.8 (B) 17s, 1m SBL:.1 (C) 2s, 1 veh SBR:.2 (B) 12s, 1 veh SBL:.15 (D) 28s, 1 veh SBTR:.5 (C) 15s, 1 veh NBTR:.6 (B) 15s, 1 veh Overall:.59 v/c LOS B EBT:.7 (B) 13s, 15m WBT:.68 (B) 13s, 7m NBT:.9 (B) 17s, 1m SBT:.9 (B) 17s, 1m Overall:.72 v/c LOS C EBT:.96 (D) 38s, 16m WBT:.73 (B) 14s, 8m NBT:.12 (B) 18s, 15m SBT:.11 (B) 18s, 15m 22 Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

29 Kennedy Circle currently Tee intersects with Louis St. Laurent Avenue and has very good unsignalized operating conditions during both study peak hours. It is expected to continue with very good future background and total 217 operational characteristics during both the weekday am and pm peak hours, and without any predicted queuing. The incremental impact of the added commercial site traffic is negligible during the weekday am peak hour and apparent but minimal during the weekday pm peak hour. Under the future background and total 221 traffic conditions the signalized operational characteristics are again very good during the weekday am peak hour, and the intersection has substantial reserve capacity. During the weekday pm peak hour, build-out of the Boyne Secondary Plan Area substantially increases the east-west through volume. While the future total traffic Kennedy Circle approach volumes limit the east-west through green time, the intersection otherwise has very good operating characteristics, and has significant reserve capacity. The incremental impact of the added commercial site traffic is apparent under the future total traffic conditions as the demand for westbound left turn green time (with a short protected phase) further limits the available eastbound green time, but overall operations are otherwise expected to be satisfactory. There are no recommended lane improvements at the intersection, and the future traffic signal timing plans are expected to be adapted to the prevailing built-out conditions. Retail Commercial (West) Driveway at Thompson Road Capacity analyses under future total 217 and 221 traffic conditions during the weekday am and peak hours is summarized in Table 5 from detailed Synchro reports attached in the appendix. The capacity analyses assume a five-lane cross section with either dedicated or two-way left turn lanes on Thompson Road. Table 5 Capacity analyses of Retail Commercial Driveway at Thompson Road Future Total Traffic Condition and Commercial Driveway Movement v/c (LOS) delay in seconds, 95 th Percentile Queue AM Peak Hour PM Peak Hour 217 West Driveway 221 West Driveway SBL:.2 (A) 8s, 1 veh WBLR:.6 (B) 12s, 1 veh SBL:.3 (A) 1s, 1 veh WBLR:.11 (C) 2s, 1 veh SBL:.8 (A) 9s, 1 veh WBLR:.45 (C) 19s, 3 veh SBL:.21 (B) 13s, 1 veh WBLR: 1.11 (F) 15s, 11 veh (WBL:.79 (F) 152s, 4 veh)* The west side site driveway intersection with Thompson Road is expected to have very good future total 217 operational characteristics during both the weekday am and pm peak hours. There is a nominal predicted 95 th percentile queue of 3 vehicles during the weekday pm peak hour. Under the future total 221 traffic conditions the operational characteristics are again very good during the weekday am peak hour. During the weekday pm peak hour and typical of a neighbourhood plaza at this time of day, there is an overall higher traffic volume and longer average delays, particularly for the westbound exit movements from the plaza. The operation of this intersection would benefit significantly from a widened throat for the provision of separate left and right turn lanes to better accommodate the higher right turn volume. Under this condition the left turn exit queues* are predicted to intermittently reach 4 vehicles. The intervals would Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 23

30 be typically short and are acceptable plaza driveway operating conditions in a built-out area. There are no other recommended lane improvements at the intersection Residential Private (West) Driveway at Thompson Road Capacity analyses under future total 221 traffic conditions during the weekday am and peak hours is summarized in Table 6 from detailed Synchro reports attached in the appendix. The capacity analyses assume a five-lane cross section with either dedicated or two-way left turn lanes on Thompson Road. Table 6 Capacity analyses of Residential Driveway at Thompson Road Future Total Traffic Condition and Residential Driveway Movement v/c (LOS) delay in seconds, 95 th Percentile Queue AM Peak Hour PM Peak Hour 221 West Driveway SBL:.2 (A) 1s, 1 veh WBLR:.23 (C) 19s, 1 veh SBL:.7 (B) 12s, 1 veh WBLR:.22 (D) 3s, 1 veh The west side site driveway intersection with Thompson Road is expected to have good future total 221 operational characteristics during both the weekday am and pm peak hours. While the Thompson Road volumes result in moderate westbound exit delays, there is no queuing. There are no recommended lane improvements at the intersection Retail Commercial (East) Driveway at Kennedy Circle Capacity analyses under future total 217 and 221 traffic conditions during the weekday am and peak hours is summarized in Table 7 from detailed Synchro reports attached in the appendix. The analyses did not include any auxiliary turning lanes. Table 7 Capacity analyses of Retail Commercial Driveway at Kennedy Circle Future Total Traffic Condition and Commercial Driveway Movement v/c (LOS) delay in seconds, 95 th Percentile Queue AM Peak Hour PM Peak Hour 217 East Driveway EBLR:.1 (A) 9s, 1 veh EBLR:.2 (A) 9s, 1 veh 221 East Driveway NBL:.1 (A) 1 s, 1 veh EBLR:.2 (B) 12s, 1 veh NBL:.1 (A) 1 s, 1 veh EBLR:.4 (B) 13s, 1 veh The east side site driveway intersection with Kennedy Circle is expected to have very good future total 217 and 221 operational characteristics during both the weekday am and pm peak hours. There is no predicted queuing and there are no recommended lane improvements at the intersection. Residential Private (East) Driveway at Kennedy Circle Capacity analyses under future total 221 traffic conditions during the weekday am and peak hours is summarized in Table 8 from detailed Synchro reports attached in the appendix. The analyses did not include any auxiliary turning lanes. 24 Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

31 Table 8 Capacity analyses of Residential Driveway at Kennedy Circle Future Total Traffic Condition and Residential Driveway Movement v/c (LOS) delay in seconds, 95 th Percentile Queue AM Peak Hour PM Peak Hour 221 East Driveway NBL:.1 (A) 1 s, 1 veh EBLR:.9 (B) 11s, 1 veh NBL:.1 (A) 1 s, 1 veh EBLR:.6 (B) 13s, 1 veh The east side site driveway intersection with Kennedy Circle is expected to have very good future total 221 operational characteristics during both the weekday am and pm peak hours. There is no predicted queuing and there are no recommended lane improvements at the intersection. Right In/Out Driveway at Louis St. Laurent Avenue Capacity analyses under future total 217 and 221 traffic conditions during the weekday am and peak hours is summarized in Table 9 from detailed Synchro reports attached in the appendix. Table 9 Capacity analyses of Right In/Out Driveway at Louis St. Laurent Avenue Future Total Traffic Condition and Driveway Movement v/c (LOS) delay in seconds, 95 th Percentile Queue AM Peak Hour PM Peak Hour 217 Right In/Out Driveway NBR:.3 (B) 11s, 1 veh NBR:.8 (B) 11s, 1 veh 221 Right In/Out Driveway NBR:.1 (A) 1s, 1 veh NBR:.7 (B) 11s, 1 veh The right-in/out site driveway intersection with Louis St. Laurent Avenue is expected to have very good future total 217 and 221 operational characteristics during both the weekday am and pm peak hours. There is no predicted queuing and there are no recommended lane improvements at the intersection. Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 25

32 Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ Appendices

33 Appendix A Background Information Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 27

34 & ELECT. RM S.F.) CARS Halton-Front End Custom 5.44m Halton-Front End Custom EXTERIOR GARBAGE ENCLOSURE & ELECT. RM S.F.) CARS WB-2 TAC-1999 (CA) EXTERIOR GARBAGE ENCLOSURE WB-2 TAC-1999 (CA) WB-2 TAC-1999 (CA) m SCALE 1:5 AT ORIGINAL SIZE Fieldgate Thompson R. and Louis St. Laurent Ave. Traffic Impact Study Garbage and Loading Area Truck Swept Path Analysis Job Number Revision Date Figure AT Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T F E info@ghdcanada.com W A Sept 214 Plot Date: 23 September 214-2:49 PM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\CADD\Drawings\Autoturn\ Truck Path Analysis.dwg

35 Ontario Traffic Inc. Morning Peak Diagram Specified Period From: 7:: To: 9:: One Hour Peak From: 7:3: To: 8:3: Municipality: Site #: Intersection: TFR File #: Count date: Milton Louis St. Laurent Ave & Kennedy Ci 12 6-Jun-13 Weather conditions: Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Louis St. Laurent Ave runs W/E North Leg Total: 67 Heavys 2 2 Heavys 4 East Leg Total: 532 North Entering: 5 Trucks Trucks East Entering: 187 North Peds: 18 Cars Cars 13 East Peds: Peds Cross: Totals Totals 17 Peds Cross: Heavys Trucks Cars Totals Kennedy Circle N Cars Trucks Heavys Totals Louis St. Laurent Ave W E Heavys Trucks Cars Totals S Louis St. Laurent Ave Cars Trucks Heavys Totals Peds Cross: West Peds: West Entering: West Leg Total: Comments

36 Ontario Traffic Inc. Afternoon Peak Diagram Specified Period From: 16:: To: 18:: One Hour Peak From: 17:: To: 18:: Municipality: Site #: Intersection: TFR File #: Count date: Milton Louis St. Laurent Ave & Kennedy Ci 12 6-Jun-13 Weather conditions: Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Louis St. Laurent Ave runs W/E North Leg Total: 91 Heavys Heavys East Leg Total: 6 North Entering: 34 Trucks 1 1 Trucks East Entering: 371 North Peds: 15 Cars Cars 57 East Peds: Peds Cross: Totals Totals 57 Peds Cross: Heavys Trucks Cars Totals Kennedy Circle N Cars Trucks Heavys Totals Louis St. Laurent Ave W E Heavys Trucks Cars Totals S Louis St. Laurent Ave Cars Trucks Heavys Totals Peds Cross: West Peds: West Entering: West Leg Total: Comments

37 Ontario Traffic Inc. Morning Peak Diagram Specified Period From: 7:: To: 9:: One Hour Peak From: 7:3: To: 8:3: Municipality: Site #: Intersection: TFR File #: Count date: Milton Thompson Rd & Louis St. Laurent A 3 5-Jun-13 Weather conditions: Person(s) who counted: ** Signalized Intersection ** Major Road: Thompson Rd runs N/S North Leg Total: 681 Heavys 1 1 Heavys 2 East Leg Total: 558 North Entering: 55 Trucks Trucks 2 East Entering: 185 North Peds: 8 Cars Cars 172 East Peds: Peds Cross: Totals Totals 176 Peds Cross: Heavys Trucks Cars Totals Louis St. Laurent Ave Heavys Trucks Cars Totals Thompson Rd N W E S Thompson Rd Cars Trucks Heavys Totals Louis St. Laurent Ave Cars Trucks Heavys Totals Peds Cross: Cars 437 Cars Peds Cross: West Peds: Trucks 3 Trucks 2 2 South Peds: 2 West Entering: 342 Heavys 1 Heavys 1 1 South Entering: 124 West Leg Total: 58 Totals 441 Totals South Leg Total: 565 Comments

38 Ontario Traffic Inc. Afternoon Peak Diagram Specified Period From: 16:: To: 18:: One Hour Peak From: 16:45: To: 17:45: Municipality: Site #: Intersection: TFR File #: Count date: Milton Thompson Rd & Louis St. Laurent A 3 5-Jun-13 Weather conditions: Person(s) who counted: ** Signalized Intersection ** Major Road: Thompson Rd runs N/S North Leg Total: 752 Heavys Heavys 2 East Leg Total: 468 North Entering: 241 Trucks 1 1 Trucks 5 East Entering: 276 North Peds: 9 Cars Cars 54 East Peds: Peds Cross: Totals Totals 511 Peds Cross: Heavys Trucks Cars Totals Louis St. Laurent Ave Heavys Trucks Cars Totals Thompson Rd N W E S Thompson Rd Cars Trucks Heavys Totals Louis St. Laurent Ave Cars Trucks Heavys Totals Peds Cross: Cars 191 Cars Peds Cross: West Peds: Trucks 2 Trucks 5 5 South Peds: West Entering: 218 Heavys Heavys 1 1 South Entering: 48 West Leg Total: 537 Totals 193 Totals South Leg Total: 673 Comments

39 Appendix B Capacity Analyses Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

40 Timings 214 Existing Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

41 HCM Signalized Intersection Capacity Analysis 214 Existing Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c c.11 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B B B B B Approach Delay (s) Approach LOS B B B B HCM 2 Control Delay 17.1 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.32 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 46.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 9/23/214

42 HCM Unsignalized Intersection Capacity Analysis 214 Existing Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left 4 28 Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A B A Approach Delay (s) Approach LOS A B Average Delay.9 Intersection Capacity Utilization 29.4% ICU Level of Service A Analysis Period (min) 15 9/23/214

43 Timings 214 Existing Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

44 HCM Signalized Intersection Capacity Analysis 214 Existing Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot.8 c.16 c.22.5 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B B C B B Approach Delay (s) Approach LOS B B C B HCM 2 Control Delay 18.2 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.45 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 66.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 9/23/214

45 HCM Unsignalized Intersection Capacity Analysis 214 Existing Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A B B Approach Delay (s) Approach LOS A B Average Delay 1.1 Intersection Capacity Utilization 29.7% ICU Level of Service A Analysis Period (min) 15 9/23/214

46 Timings 217 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: 72 (8%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

47 HCM Signalized Intersection Capacity Analysis 217 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c c.13 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C B B B B B B Approach Delay (s) Approach LOS C B B B HCM 2 Control Delay 18.4 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.4 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 61.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 9/23/214

48 HCM Unsignalized Intersection Capacity Analysis 217 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left 4 28 Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A C B Approach Delay (s) Approach LOS A C Average Delay.8 Intersection Capacity Utilization 34.9% ICU Level of Service A Analysis Period (min) 15 9/23/214

49 Timings 217 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

50 HCM Signalized Intersection Capacity Analysis 217 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot.16 c.24 c.25.6 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B C B C B B Approach Delay (s) Approach LOS B C C B HCM 2 Control Delay 19.8 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.57 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 76.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 9/23/214

51 HCM Unsignalized Intersection Capacity Analysis 217 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A C B Approach Delay (s) Approach LOS A C Average Delay.9 Intersection Capacity Utilization 36.8% ICU Level of Service A Analysis Period (min) 15 9/23/214

52 Timings 217 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

53 HCM Signalized Intersection Capacity Analysis 217 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c c.13 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C B B B B B B Approach Delay (s) Approach LOS C B B B HCM 2 Control Delay 18.5 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.41 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 9/23/214

54 HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 4: Site RIRO & L.St. Laurent Ave./L.St.Laurent Ave. AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 135 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m)...6 Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay.2 Intersection Capacity Utilization 35.9% ICU Level of Service A Analysis Period (min) 15 9/23/214

55 HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A B C B Approach Delay (s) Approach LOS B C Average Delay 1.1 Intersection Capacity Utilization 4.% ICU Level of Service A Analysis Period (min) 15 9/23/214

56 HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 9: Kennedy Cir. & Front East AM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) 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 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total 3 23 Volume Left 3 Volume Right 21 csh Volume to Capacity...1 Queue Length 95th (m).1.. Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 1. Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 9/23/214

57 HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 11: Thompson Rd. & Front West AM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 9 px, platoon unblocked.88 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 SB 2 Volume Total Volume Left Volume Right 19 8 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay.9 Intersection Capacity Utilization 35.9% ICU Level of Service A Analysis Period (min) 15 9/23/214

58 Timings 217 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 5 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

59 HCM Signalized Intersection Capacity Analysis 217 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot.19 c.22 c.28.7 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B C B C B B Approach Delay (s) Approach LOS B C C B HCM 2 Control Delay 2.3 HCM 2 Level of Service C HCM 2 Volume to Capacity ratio.58 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 77.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 9/23/214

60 HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 4: Site RIRO & L.St. Laurent Ave./L.St.Laurent Ave. PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 135 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m).. 2. Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay.7 Intersection Capacity Utilization 3.9% ICU Level of Service A Analysis Period (min) 15 9/23/214

61 HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A B D C Approach Delay (s) Approach LOS B C Average Delay 2.2 Intersection Capacity Utilization 46.8% ICU Level of Service A Analysis Period (min) 15 9/23/214

62 HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 9: Kennedy Cir. & Front East PM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) 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 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left 24 Volume Right 85 csh Volume to Capacity.2..5 Queue Length 95th (m).6.. Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 1.9 Intersection Capacity Utilization 15.3% ICU Level of Service A Analysis Period (min) 15 9/23/214

63 HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 11: Thompson Rd. & Front West PM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 9 px, platoon unblocked.95 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Average Delay 4.4 Intersection Capacity Utilization 57.3% ICU Level of Service B Analysis Period (min) 15 9/23/214

64 Timings 221 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 12.5% 5.% 8.3% 45.8% 1.8% 3.8% 1.8% 3.8% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) # m # #47.4 #116.9 Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 8 Control Type: Pretimed # 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. Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

65 HCM Signalized Intersection Capacity Analysis 221 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c c.34 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D C C D E D D D Approach Delay (s) Approach LOS C D D D HCM 2 Control Delay 44.2 HCM 2 Level of Service D HCM 2 Volume to Capacity ratio.85 Actuated Cycle Length (s) 12. Sum of lost time (s) 18. Intersection Capacity Utilization 93.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 9/23/214

66 Timings 221 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 63.3% 63.3% 63.3% 63.3% 36.7% 36.7% 36.7% 36.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) m Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 6 Actuated Cycle Length: 6 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

67 HCM Signalized Intersection Capacity Analysis 221 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm.1.14 c.1.2 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A B B B C B B B Approach Delay (s) Approach LOS B B B B HCM 2 Control Delay 13.6 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.55 Actuated Cycle Length (s) 6. Sum of lost time (s) 12. Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 9/23/214

68 Timings 221 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 8.3% 45.8% 8.3% 45.8% 8.3% 35.% 1.8% 37.5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) # m# # # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 9 Control Type: Pretimed # 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. Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

69 HCM Signalized Intersection Capacity Analysis 221 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c c c.8.21 v/s Ratio Perm c.31 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service E D E D D D E D Approach Delay (s) Approach LOS D D D D HCM 2 Control Delay 46.1 HCM 2 Level of Service D HCM 2 Volume to Capacity ratio.93 Actuated Cycle Length (s) 12. Sum of lost time (s) 18. Intersection Capacity Utilization 95.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 9/23/214

70 Timings 221 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 63.3% 63.3% 63.3% 63.3% 36.7% 36.7% 36.7% 36.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) m1. m12.1 # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 6 Actuated Cycle Length: 6 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 6 Control Type: Pretimed # 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. Splits and Phases: 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

71 HCM Signalized Intersection Capacity Analysis 221 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm.8 c.38 c.9.2 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A B D B C B B B Approach Delay (s) Approach LOS B B B B HCM 2 Control Delay 14. HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.59 Actuated Cycle Length (s) 6. Sum of lost time (s) 12. Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 9/23/214

72 Timings 221 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 12.5% 5.% 8.3% 45.8% 12.5% 3.8% 1.8% 29.2% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) # m # #49.6 #129. Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 8 Control Type: Pretimed # 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. Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

73 HCM Signalized Intersection Capacity Analysis 221 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c c.34 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D C C D E D D E Approach Delay (s) Approach LOS C D D E HCM 2 Control Delay 46.9 HCM 2 Level of Service D HCM 2 Volume to Capacity ratio.88 Actuated Cycle Length (s) 12. Sum of lost time (s) 18. Intersection Capacity Utilization 95.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 9/23/214

74 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 4: Site RIRO & L.St. Laurent Ave./L.St.Laurent Ave. AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) 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 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right 2 11 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay. Intersection Capacity Utilization 43.6% ICU Level of Service A Analysis Period (min) 15 9/23/214

75 Timings 221 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 63.3% 63.3% 63.3% 63.3% 36.7% 36.7% 36.7% 36.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) m Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 6 Actuated Cycle Length: 6 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

76 HCM Signalized Intersection Capacity Analysis 221 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm.1.2 c.1.2 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A B B B C B B B Approach Delay (s) Approach LOS B B B B HCM 2 Control Delay 14.4 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.54 Actuated Cycle Length (s) 6. Sum of lost time (s) 12. Intersection Capacity Utilization 7.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 9/23/214

77 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 9: Kennedy Cir. & Front East AM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 116 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left 1 1 Volume Right 26 csh Volume to Capacity.2..9 Queue Length 95th (m).4.. Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay.3 Intersection Capacity Utilization 26.7% ICU Level of Service A Analysis Period (min) 15 9/23/214

78 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 11: Thompson Rd. & Front West AM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 9 px, platoon unblocked.79 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Average Delay.5 Intersection Capacity Utilization 34.8% ICU Level of Service A Analysis Period (min) 15 9/23/214

79 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 13: Thompson Rd. & Condo West AM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 149 px, platoon unblocked.8 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total Volume Left Volume Right 49 8 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C A Approach Delay (s) Approach LOS C Average Delay.9 Intersection Capacity Utilization 35.2% ICU Level of Service A Analysis Period (min) 15 9/23/214

80 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 15: Kennedy Cir. & Condo East AM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 186 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left 48 4 Volume Right csh Volume to Capacity.9..8 Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 1.6 Intersection Capacity Utilization 26.8% ICU Level of Service A Analysis Period (min) 15 9/23/214

81 Timings 221 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 1.% 43.3% 1.8% 44.2% 15.% 34.2% 11.7% 3.8% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) #41.7 #198.4 m#64.3 #186.5 #94.1 #14.4 #78.6 #125.1 Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 9 Control Type: Pretimed # 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. Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

82 HCM Signalized Intersection Capacity Analysis 221 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot.5.37 c.8.35 c v/s Ratio Perm.27 c.37 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D F D E D E D Approach Delay (s) Approach LOS D E E E HCM 2 Control Delay 55.3 HCM 2 Level of Service E HCM 2 Volume to Capacity ratio.97 Actuated Cycle Length (s) 12. Sum of lost time (s) 18. Intersection Capacity Utilization 11.8% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group 9/23/214

83 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 4: Site RIRO & L.St. Laurent Ave./L.St.Laurent Ave. PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) 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 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right 5 52 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay.2 Intersection Capacity Utilization 48.6% ICU Level of Service A Analysis Period (min) 15 9/23/214

84 Timings 221 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Storage Length (m) Storage Lanes Taper Length (m) Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) Link Distance (m) Travel Time (s) Lane Group Flow (vph) Turn Type Perm NA pm+pt NA Perm NA Perm NA Protected Phases Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 5.% 5.% 13.3% 63.3% 36.7% 36.7% 36.7% 36.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lead-Lag Optimize? v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (m) Queue Length 95th (m) m1.8 m# Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Area Type: Other Cycle Length: 6 Actuated Cycle Length: 6 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed # 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. Splits and Phases: 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

85 HCM Signalized Intersection Capacity Analysis 221 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Perm NA pm+pt NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c.39.4 c v/s Ratio Perm.6.21 c.9.2 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B D B B C B B B Approach Delay (s) Approach LOS D B B B HCM 2 Control Delay 24.2 HCM 2 Level of Service C HCM 2 Volume to Capacity ratio.72 Actuated Cycle Length (s) 6. Sum of lost time (s) 15. Intersection Capacity Utilization 74.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 9/23/214

86 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 9: Kennedy Cir. & Front East PM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 116 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left 17 8 Volume Right 4 4 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay.6 Intersection Capacity Utilization 28.7% ICU Level of Service A Analysis Period (min) 15 9/23/214

87 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 11: Thompson Rd. & Front West PM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 9 px, platoon unblocked.8 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS F B Approach Delay (s) Approach LOS F Average Delay 13.8 Intersection Capacity Utilization 6.6% ICU Level of Service B Analysis Period (min) 15 9/23/214

88 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 13: Thompson Rd. & Condo West PM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 149 px, platoon unblocked.82 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS D B Approach Delay (s) Approach LOS D Average Delay.8 Intersection Capacity Utilization 47.4% ICU Level of Service A Analysis Period (min) 15 9/23/214

89 HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 15: Kennedy Cir. & Condo East PM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 186 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right 7 47 csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay.9 Intersection Capacity Utilization 32.4% ICU Level of Service A Analysis Period (min) 15 9/23/214

90 675 Millcreek Drive Unit 1 Mississauga ON L5N 5M4 T: F: E: mississauga@ghd.com 214 This document is and shall remain the property of. The document may only be used for the purpose for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited. Document Status Rev No. Author Reviewer Approved for Issue Name Signature Name Signature Date M. Dowdall W. Kay W. Maria Aug. 214

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