NEW YORK CENTRAL PARK SUBDIVISION BLAIS STREET/ST-PIERRE STREET EMBRUN, ONTARIO TRAFFIC IMPACT STUDY. Prepared for:

Transcription

1 NEW YORK CENTRAL PARK SUBDIVISION BLAIS STREET/ST-PIERRE STREET EMBRUN, ONTARIO TRAFFIC IMPACT STUDY Prepared for: Solidex Holdings Limited & Investissement Maurice Lemieux Investments Attn: Mr. Anthony Corvinelli & Mr. Maurice Lemieux P.O. Box 580 Russell, ON K4R 1E7 March 29, Report_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE 1. INTRODUCTION Scope of Work ROADWAY NETWORK PROPOSED SUBDIVISION Trip Generation Trip Distribution TRANSPORTATION IMPACT Background Traffic Volumes Total Traffic Volumes Traffic Analysis FINDINGS AND RECOMMENDATIONS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS PEAK AM AND PM HOUR BACKGROUND TRAFFIC PEAK AM AND PM HOUR BACKGROUND TRAFFIC PEAK AM AND PM HOUR TOTAL TRAFFIC PEAK AM AND PM HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 TRIP GENERATION RATES PEAK HOUR SITE TRIPS GENERATED SITE ACCESS/ST-PIERRE INTERSECTION LoS & Delay SITE ACCESS/BLAIS INTERSECTION LoS & Delay ST-PIERRE/DIGNARD INTERSECTION LoS & Delay NOTRE-DAME/BLAIS INTERSECTION - LoS & Delay... 17

3 NEW YORK CENTRAL PARK SUBDIVISION BLAIS STREET/ST-PIERRE STREET EMBRUN, ONTARIO TRAFFIC IMPACT STUDY 1. INTRODUCTION The New York Central Park Subdivision is located on hectares of vacant land north of Notre-Dame Street and east of St-Pierre Road in the Town of Embrun. The subdivision will be a mix of a condominium/apartment complex and townhouse units, with one street through the residential development providing access onto St-Pierre Road to the northwest and to Blais Street to the southeast of the development. The subdivision is expected to be constructed in one phase which would progress in accordance with house sales with completion of the subdivision expected by the year The location of the subdivision is shown in Figure 1.1. The developer of the subdivision has retained the firm of D. J. Halpenny & Associates Ltd. to prepare a report in support of the Draft Plan of Subdivision Application. The study will address the impact of site related traffic at full build-out of the development on the adjacent roads and key intersections, and recommend intersection modifications if required due to the development of the site. 1.1 Scope of Work The scope of the is to examine key intersections which would be impacted by the traffic generated by the proposed subdivision. The study area will comprised of the analysis of the site access points onto St-Pierre Road and Blais Street, and the adjacent intersections of St-Pierre/Dignard and Notre-Dame/Blais. The intersection of Notre-Dame Street and St-Pierre Road (St. Marie Road) is controlled by traffic signals with exclusive turn lanes which provide a high capacity for traffic for the intersection. With the site assigning a small number of trips to the intersection, the impact of the site on the operation of the intersection would be minor and therefore the intersection was not analyzed in the study. The analysis will be conducted for the 2018 traffic counts which were taken by the consultant at the St-Pierre/Dignard and Notre-Dame/Blais intersections, and would use the existing lane geometry and traffic controls. The analysis will also be conducted at the intersections and at the site accesses to St-Pierre Road and Blais Street at build-out of the subdivision in 2028 and at the year 2033 which represents five years beyond full development of the subdivision. The time period for the study was taken as the weekday peak AM and PM hours of the adjacent streets which is when both the proposed subdivision and the background traffic volumes on the adjacent streets would be the highest.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 2. ROADWAY NETWORK The development will have a westerly access onto St-Pierre Road. St-Pierre Road is a two lane arterial road which connects Notre-Dame Street to the south and St. Guillaume Road to the north at a location close to the 417 interchange. The roadway has a rural cross section with no sidewalks at the proposed subdivision access point. A sidewalk has been constructed along the west side of the road between the Recreational Trail and Notre-Dame Street. The posted speed limit is 50 km./h. in the vicinity of the site, which increases to 80 km./h. approximately 680 m north of the site. The south-easterly access would connect to Blais Street. Blais Street would be classified as a collector road with a rural cross section and no sidewalks along the road. Blais Street connects to Notre-Dame Street and extends northeast to access residential lands. This report labels Blais Street as a north-south road. The speed limit is posted at 50 km./h. Notre-Dame Street is a two lane east-west arterial road. The road is under the jurisdiction of the Prescott and Russell United Counties as County Road 3. The road is a two lane urban road with pedestrian sidewalks along both sides of the roadway. The speed limit is posted at 50 km./h. The intersection of St-Pierre Road and Dignard Street is located approximately 110 m south of the site s proposed St-Pierre Road access intersection. The intersection is controlled by all-way stop signs with St-Pierre Road forming the northbound and southbound approaches, Dignard Street the westbound approach, and Olympic Street the eastbound approach. All approaches comprise of a single lane providing shared left/through/right turn movements. The intersection of Notre-Dame Street and Blais Street is located approximately 30 m south of the site s proposed Blais Street access intersection. The intersection is a T intersection with Notre-Dame Street forming the eastbound and westbound approaches, and Blais Street the southbound stop controlled approach. The intersection has the following lane configuration: Southbound Approach (Blais Street) One shared left/right turn lane Eastbound Approach (Notre-Dame Street) One through lane One exclusive left turn lane Westbound Approach (Notre-Dame Street) One shared through/right lane Figure 2.1 shows the 2018 weekday peak AM and PM hour traffic counts taken by the consultant on March 21, 2018 at the St-Pierre/Dignard (Olympic) intersection, and on February 14, 2018 at the Notre-Dame/Blais intersection. The 15 minute peak time period traffic counts are provided in the Appendix as Exhibit 1 for the St-Pierre/Dignard (Olympic) intersection and Exhibit 2 for the Notre-Dame/Blais intersection. 3. PROPOSED SUBDIVISION The New York Central Park Subdivision is will be located on hectares of vacant land east of St-Pierre Road and north of Notre-Dame Street in the Town of Embrun. The subdivision will back onto the north limit of the New York Central Recreational Trail.

6 4 FIGURE WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS

7 5 The subdivision proposes 32 townhouse units and 186 apartment units located along a single roadway connecting to St-Pierre Road to the west and Blais Street to the east. The land is currently zoned R1A-h Village Residential, but will require a zoning amendment to allow a higher density of residential units. The surrounding area consists of residential development comprising of single family homes and townhouse units. The New York Central Park Subdivision will be constructed in accordance with market demand, with an expected build-out within 10 years by the year Figure 3.1 shows a conceptual site plan of the subdivision. 3.1 Trip Generation The New York Central Park Subdivision will consist of a combination of 32 townhouses and 186 apartments for a total of 218 residential units. The expected trips from the site were determined utilizing the trip generation statistical data published in the Institute of Transportation Engineers (ITE) document, Trip Generation. Both the townhouse and apartment uses utilized the same trip rate documented in the ITE publication as the Residential Condominium/Townhouse land use. With the subdivision development consisting of residential homes, the time period which would experience the highest volume of site trips would be the weekday peak AM and PM hours when residents are travelling to and from work. Table 3.1 presents the ITE average trip generation rates for the residential units during the weekday peak AM and PM hours of the adjacent roads. The ITE trip generation rates were used to determine the number of peak AM and PM hour site generated trips for the 218 townhouse and apartment units. Table 3.2 presents the number of peak hour site generated trips at full development of the subdivision. TABLE 3.1 TRIP GENERATION RATES TRIP GENERATION RATE LAND USE Peak AM Hr. Peak PM Hr. Residential Condominium/Townhouse (ITE 230) 0.44 T/Unit 0.52 T/Unit TABLE 3.2 PEAK HOUR SITE TRIPS GENERATED TRIPS PEAK AM HR. PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Townhouse & Apartment Use (17%) 80 (83%) (67%) 37 (33%)

8 6 FIGURE 3.1 CONCEPTUAL SITE PLAN

9 7 The Town of Embrun does not have a municipal public transit system. A private bus line has been contracted to provide three daily peak hour express routes to downtown Ottawa from Embrun. The study has not accounted for any reduction in trips from the private bus service as the use would result in a minor impact on the number of site generated trips. The study has therefore assumed that trips would be made by private automobile either to its destination or to the nearest park and ride lot (8 km.) to access OC Transpo bus service. 3.2 Trip Distribution The distribution of expected site generated trips entering and exiting the development were determined by examining the traffic patterns from 2018 traffic counts at the St-Pierre/Dignard and Notre-Dame/Blais intersections, and the 2013 count at the Notre-Dame/St-Pierre intersection which were all taken by the consultant. The trip distribution also examined the existing residential development and travel routes within the community. The trip distribution for the site was proportioned to the following: Figure 3.2 shows the expected weekday peak AM and PM hour site generated trips for the total development of the New York Central Park Subdivision which is expected by the year TRANSPORTATION IMPACT The study will examine the operation of the two site access points onto St-Pierre Road and Blais Street, and the St-Pierre/Dignard and Notre-Dame/Blais intersections. The analysis will use the

10 8 FIGURE 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS

11 9 Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the Highway Capacity Manual For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. 4.1 Background Traffic Volumes The background traffic volumes along the surrounding roads would represent the expected traffic volumes which would not include the trips from the New York Central Park Subdivision. The background traffic was determined for the expected build-out of the subdivision in 2028, and for the year 2033 which represents five years beyond build-out. The growth in traffic was examined along St-Pierre Road and Notre-Dame Street by comparing 2013 and 2018 peak hour traffic counts. The counts determined that there was negligible growth during the peak AM and PM hours along St-Pierre Road between 2013 and During the same five year time period there was negligible growth during the peak AM hour along Notre-Dame Street, but counts showed that during the peak PM hour there was an annual increase 1.8 percent in the eastbound direction and 6.1 percent in the westbound direction. The study has therefore assumed an annual compounded growth along St-Pierre Road, Notre-Dame Street and Blais Street of 2.0 percent. This growth rate was applied to all approaches at the Notre-Dame/Blais intersection, and to the St-Pierre Road through movements at the St-Pierre/Dignard intersection. This increase in growth should account for future development of the Ste-Marie Hamlet Subdivision which is approximately 50 percent complete. In addition to the 2.0 percent annual growth, the background traffic has also included trips from the Leclair Homes subdivision which is beginning construction and will have one access point onto St-Pierre Road north of the site. The background traffic will include trips for 71 single family homes and 72 semi-detached units. The trips were determined using the ITE trip rates. Figure 4.1 shows the expected 2028 background volume of traffic and Figure 4.2 the 2033 traffic which represents five years beyond build-out.

12 10 FIGURE WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC

13 11 FIGURE WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC

14 Total Traffic Volumes The total expected weekday peak AM and PM hour traffic for the years examined in the study were determined by the addition of the expected site generated trips from the subdivision which are shown in Figure 3.2, and the 2028 background traffic which is shown in Figure 4.1 and the 2033 background traffic shown in Figure 4.2. The result is the expected total traffic volumes which will be examined in the study. Figure 4.3 shows the expected 2028 total volume of traffic and Figure 4.4 the 2033 total volume of traffic. 4.3 Traffic Analysis The traffic analysis has examined the operation of the site accesses onto St-Pierre Road and Blais Street as well as the St-Pierre/Dignard and Notre-Dame/Blais intersections to determine if there would be any need for intersection modifications due to the development of the subdivision. The time period for the analysis would be the weekday peak AM and PM hours of the adjacent roads. The results of the analysis are discussed in detail in the following sections: Site Access and St-Pierre Road Intersection The proposed access onto St-Pierre Road will be a T intersection where the Site Access will form the westbound stop controlled approach and St-Pierre Road will form the northbound and southbound approaches. The posted speed limit along St-Pierre Road is 50 km./h. A left turn lane warrant analysis was conducted for the southbound St-Pierre Road approach utilizing the procedure from the Ministry of Transportation Ontario (MTO) document, Geometric Design Standards for Ontario Highways. The warrant analysis determined that an exclusive left turn lane was not required during either the peak AM or PM hour. The warrant analysis is provided in the Appendix as Exhibit 3. The intersection was therefore analyzed for the following lane configuration: Northbound St-Pierre Road - One shared through/right lane Southbound St-Pierre Road - One shared left/through lane Westbound Site Access - One shared left/right turn lane The operational analysis for the expected 2028 traffic determined that both the westbound Site Access left/right turn movement and southbound St-Pierre Road left/through movement functioned at a Level of Service (LoS) A during both the peak AM and PM hours. Table 4.1 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 4 for the 2028 peak AM hour and Exhibit 5 for the peak PM hour. The intersection would continue to operate with all approaches functioning at a LoS A during both the 2033 peak AM and PM hours. Table 4.1 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 6 for the 2033 peak AM hour and Exhibit 7 for the peak PM hour. The 95 th percentile queue at the southbound St-Pierre Road shared left/through lane is 0.1 vehicles during the 2033 peak PM hour, and the 95 th percentile queue at the westbound Site Access approach is 0.2 vehicles during the 2033 peak AM hour.

15 13 FIGURE WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC

16 14 FIGURE WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC

17 15 TABLE 4.1 SITE ACCESS/ST-PIERRE INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR 2028 (2033) WEEKDAY PEAK PM HR. YEAR 2028 (2033) LoS Delay (sec.) LoS Delay (sec.) WB Left/Right Site Access A (A) 9.4 (9.5) A (A) 9.4 (9.5) SB Left/Through St-Pierre A (A) 7.5 (7.6) A (A) 7.6 (7.6) Site Access and Blais Street Intersection The Site Access/Blais intersection will be a T intersection with the Site Access forming the stop controlled eastbound approach and Blais Street the northbound and southbound approaches. The intersection is approximately 30 m north of the Notre-Dame/Blais intersection. All approaches to the intersection will consist of a single lane with shared turning movements. The operational analysis determined that all approaches to the intersection would operate at a LoS A during the 2028 peak AM and PM hours. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 8 for the 2028 peak AM hour and Exhibit 9 for the peak PM hour. TABLE 4.2 SITE ACCESS/BLAIS INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR 2028 (2033) WEEKDAY PEAK PM HR. YEAR 2028 (2033) LoS Delay (sec.) LoS Delay (sec.) EB Left/Right Site Access A (A) 9.6 (9.7) A (A) 9.6 (9.7) NB Left/Through Blais A (A) 7.7 (7.7) A (A) 7.8 (7.8) For the expected 2033 peak AM and PM hour traffic, all approaches would continue to operate at a LoS A. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 10 and Exhibit 11 for the 2033 peak AM and PM hour traffic. The 95 th percentile queue at the eastbound Site Access approach is 0.2 vehicles during the peak AM hour and 0.1 vehicles at the northbound Blais Street approach during the peak PM hour. The northbound Blais Street left turn movement into the site may periodically experience a slightly longer queue during the peak PM hour due to the queuing of vehicles at the southbound approach to the Notre-Dame/Blais intersection which may extend temporarily past the Site Access.

18 16 St-Pierre Road and Dignard Street (Olympic Street) Intersection The intersection of St-Pierre Road and Dignard Street is an all-way stop controlled intersection located approximately 110 m south of the proposed site access onto St-Pierre Road. St-Pierre Road forms the northbound and southbound approaches to the intersection, Dignard Street the westbound approach, and Olympic Street the eastbound approach. All approaches to the intersection consist of one lane with shared left/through/right turn movements. Using the 2018 traffic counts, all approaches to the intersection functioned at a LoS A during both the peak AM and PM hours, with Table 4.3 summarizing the operation of the intersection. The analysis sheets are provided as Exhibit 12 and Exhibit 13. TABLE 4.3 ST-PIERRE/DIGNARD INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR (2033) WEEKDAY PEAK PM HR. YEAR (2033) LoS Delay (sec.) LoS Delay (sec.) EB Left/Through/Right Olympic A A (A) (7.5) A A (A) (7.6) WB Left/Through/Right Dignard A A (A) (7.4) A A (A) (7.9) NB Left/Through/Right St-Pierre A A (A) (8.0) A A (A) (8.2) SB Left/Through/Right St-Pierre A A (A) (7.9) A A (A) (8.7) For the expected 2028 traffic all approaches to the intersection would operate at a LoS A. Table 4.3 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 14 for the peak AM hour and Exhibit 15 for the peak PM hour. At the year 2033 the intersection is expected to operate well with all approaches functioning at a LoS A. During the peak AM hour the eastbound and westbound approaches would experience a 95 th percentile queue of 0.1 vehicles and the northbound and southbound St-Pierre Road approaches a queue of 0.5 vehicles. During the peak PM hour the 95 th percentile queue would be 0.1 vehicles at the eastbound and westbound approaches, 0.7 vehicles at the northbound approach and 1.1 vehicles at the southbound St-Pierre Road approach. The analysis sheets are provided as Exhibits 16 and 17. Notre-Dame Street and Blais Street Intersection The intersection of Notre-Dame Street and Blais Street is a T intersection with Notre-Dame Street forming the eastbound and westbound approaches, and Blais Street forming the stop controlled southbound approach. The southbound Blais Street approach and westbound Notre- Dame Street approach consist of a single lane approach with shared turning movements. The

19 17 eastbound Notre-Dame Street approach consists of one through lane and one exclusive left turn lane. The 2018 traffic counts determined that during both the peak AM and PM hour, the eastbound Notre-Dame Street left turn movement functioned at a LoS A and the southbound Blais Street approach at a LoS B. Table 4.4 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 18 and Exhibit 19. TABLE 4.4 NOTRE-DAME/BLAIS INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR (2033) WEEKDAY PEAK PM HR. YEAR (2033) LoS Delay (sec.) LoS Delay (sec.) EB Left Notre-Dame A A (A) (8.6) A A (B) (10.6) SB Left/Right Blais B C (C) (17.9) B D (E) (44.6) For the expected 2028 peak AM hour traffic, the eastbound Notre-Dame Street left turn lane would function at a LoS A and southbound Blais Street left/right turn lane at a LoS C. During the peak PM hour the Notre-Dame Street left turn lane would continue to function at a LoS A, but with increasing background traffic along Notre-Dame Street the southbound Blais Street left/right turn movement would function at a LoS D. Table 4.4 summarizes the operation of the intersection with the analysis sheets provided as Exhibits 20 and 21. At five years beyond build-out of the subdivision in 2033, the eastbound Notre-Dame Street left turn lane would continue to function at a LoS A and southbound Blais Street left/right turn lane at a LoS C. During the peak PM hour the Notre-Dame Street left turn lane would function at a LoS A but with further increasing traffic along Notre-Dame Street the southbound Blais Street approach would function at a LoS E with an average approach delay of 44.6 seconds. The 95 th percentile queue at the eastbound Notre-Dame Street left turn movement would be 0.3 vehicles during the peak AM hour, and the 95 th percentile queue at the southbound Blais Street approach would be 6.6 vehicles during the peak PM hour. During the peak PM hour the southbound Blais Street queue may temporarily extend to block access to the subdivision at the Site Access intersection resulting in a slight delay for traffic entering and exiting the subdivision from Blais Street. Table 4.4 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 22 for the peak AM hour and Exhibit 23 for the peak PM hour. A traffic signal warrant analysis was completed utilizing the expected 2033 volume of traffic. The analysis determined that the intersection met 50 percent of the warrants for the installation of traffic control signals, therefore traffic signals would not be required at the year A copy of the traffic signal warrant analysis is provided as Exhibit 24.

20 18 5. FINDINGS AND RECOMMENDATIONS The owners of hectares of vacant land north of Notre-Dame Street and east of St-Pierre Road in the Town of Embrun have proposed the development of a 218 home subdivision which will be a mix of townhouse and apartment units. The subdivision will contain one internal street which will connect to St-Pierre Road to the northwest and Blais Street to the southeast. The subdivision is expected to be completed by the year The analysis was completed for the weekday peak AM and PM hours for the 2018 traffic counts at the existing St-Pierre/Dignard and Notre-Dame/Blais intersections, and at the 2028 completion of the subdivision at the existing intersections and at the proposed site accesses onto St-Pierre Road and Blais Street. The analysis also examined the impact of the subdivision trips at the year 2033 which represents five years beyond build-out of the subdivision. The report is being prepared in support of the Draft Plan of Subdivision Application. The findings and recommendations of the study are summarized in the following: 1) The proposed development will generate 96 new trips during the weekday peak AM hour and 113 trips during the peak PM hour. The trips would be distributed onto St-Pierre Road to the west and Blais Street to the east. 2) The subdivision would have two site access points. Below is the lane configuration and operational analysis results for each of the site accesses: St-Pierre/Site Access Intersection Northbound St-Pierre Road Southbound St-Pierre Road Westbound Site Access One shared through/right lane One shared left/through lane One shared left/right turn lane The intersection would operate at an acceptable level of service with no roadway modifications to St-Pierre Road. The intersection would be controlled by a stop sign installed at the westbound Site Access approach. Blais/Site Access Intersection Northbound Blais Street Southbound Blais Street Eastbound Site Access One shared left/through lane One shared through/right lane One shared left/right turn lane The intersection would operate at an acceptable level of service with no roadway modifications to Blais Street. The intersection would be controlled by a stop sign installed at the eastbound Site Access approach. 3) The following are two existing intersections in close proximity to the proposed New York Central Park Subdivision which were analyzed to determine if intersection

21 19 modifications would be required due to the development of the New York Central Park Subdivision site. Below is the lane configuration and operational analysis results for each of the intersections: St-Pierre/Dignard (Olympic) Intersection Northbound St-Pierre Road Southbound St-Pierre Road Eastbound Olympic Street Westbound Dignard Street One shared left/through/right lane One shared left/through/right lane One shared left/through/right lane One shared left/through/right lane The intersection is an all-way stop controlled intersection with all approaches operating at an acceptable level of service with no roadway modifications required to the intersection. Notre-Dame/Blais Intersection Southbound Blais Street Eastbound Notre-Dame Street Westbound Notre-Dame Street One shared left/right turn lane One through lane One exclusive left turn lane One shared through/right lane The intersection is a T intersection with a stop sign installed at the southbound Blais Street approach. All approaches operated at an acceptable level of service with no roadway modifications required to either Notre-Dame Street or Blais Street. A traffic signal warrant analysis determined that traffic signals would not be warranted by the year ) The subdivision site would contain sufficient parking at both the townhouse units and apartment units to ensure that parking would not spill-over onto St-Pierre Road or Blais Street. Prepared by: David J. Halpenny, P. Eng.

22 20 APPENDIX TRAFFIC COUNTS LEFT TURN LANE WARRANT ANALYSIS OPERATIONAL ANALYSIS WORK SHEETS TRAFFIC SIGNAL WARRANT ANALYSIS

23 21 EXHIBIT 1 ST-PIERRE ROAD/DIGNARD STREET (OLYMPIC STREET) March 21, 2018 All Vehicles Time Period Northbound Southbound Eastbound Westbound LT ST RT LT ST RT LT ST RT LT ST RT Total 07:00 07: :15 07: :30 07: :45 08: :00 08: :15 08: :30 08: :45 09: :00 16: :15 16: :30 16: :45 17: :00 17: :15 17: :30 17: :45 18: Truck & Bus Traffic Time Period Northbound Southbound Eastbound Westbound LT ST RT LT ST RT LT ST RT LT ST RT Total 07:00 07: :15 07: :30 07: :45 08: :00 08: :15 08: :30 08: :45 09: :00 16: :15 16: :30 16: :45 17: :00 17: :15 17: :30 17: :45 18:

24 22 EXHIBIT 2 NOTRE-DAME STREET AND BLAIS STREET COUNTS February 14, 2018 All Vehicles Time Period Northbound Southbound Eastbound Westbound LT ST RT LT ST RT LT ST RT LT ST RT Total 07:00 07: :15 07: :30 07: :45 08: :00 08: :15 08: :30 08: :45 09: :00 16: :15 16: :30 16: :45 17: :00 17: :15 17: :30 17: :45 18: Truck & Bus Traffic Time Period Northbound Southbound Eastbound Westbound LT ST RT LT ST RT LT ST RT LT ST RT Total 07:00 07: :15 07: :30 07: :45 08: :00 08: :15 08: :30 08: :45 09: :00 16: :15 16: :30 16: :45 17: :00 17: :15 17: :30 17: :45 18:

25 23 EXHIBIT 3 YEAR 2033 LEFT TURN LANE WARRANTS Site Access/St-Pierre Road

26 24 EXHIBIT 4 YEAR 2028 PEAK AM HOUR TOTAL TRAFFIC Site Access/St-Pierre Road

27 25 EXHIBIT 5 YEAR 2028 PEAK PM HOUR TOTAL TRAFFIC Site Access/St-Pierre Road

28 26 EXHIBIT 6 YEAR 2033 PEAK AM HOUR TOTAL TRAFFIC Site Access/St-Pierre Road

29 27 EXHIBIT 7 YEAR 2033 PEAK PM HOUR TOTAL TRAFFIC Site Access/St-Pierre Road

30 28 EXHIBIT 8 YEAR 2028 PEAK AM HOUR TOTAL TRAFFIC Site Access/Blais Street

31 29 EXHIBIT 9 YEAR 2028 PEAK PM HOUR TOTAL TRAFFIC Site Access/Blais Street

32 30 EXHIBIT 10 YEAR 2033 PEAK AM HOUR TOTAL TRAFFIC Site Access/Blais Street

33 31 EXHIBIT 11 YEAR 2033 PEAK PM HOUR TOTAL TRAFFIC Site Access/Blais Street

34 32 EXHIBIT 12 YEAR 2018 PEAK AM HOUR TOTAL TRAFFIC St-Pierre/Dignard (Olympic)

35 33 EXHIBIT 13 YEAR 2018 PEAK PM HOUR TOTAL TRAFFIC St-Pierre/Dignard (Olympic)

36 34 EXHIBIT 14 YEAR 2028 PEAK AM HOUR TOTAL TRAFFIC St-Pierre/Dignard (Olympic)

37 35 EXHIBIT 15 YEAR 2028 PEAK PM HOUR TOTAL TRAFFIC St-Pierre/Dignard (Olympic)

38 36 EXHIBIT 16 YEAR 2033 PEAK AM HOUR TOTAL TRAFFIC St-Pierre/Dignard (Olympic)

39 37 EXHIBIT 17 YEAR 2033 PEAK PM HOUR TOTAL TRAFFIC St-Pierre/Dignard (Olympic)

40 38 EXHIBIT 18 YEAR 2018 PEAK AM HOUR TOTAL TRAFFIC Notre-Dame/Blais

41 39 EXHIBIT 19 YEAR 2018 PEAK PM HOUR TOTAL TRAFFIC Notre-Dame/Blais

42 40 EXHIBIT 20 YEAR 2028 PEAK AM HOUR TOTAL TRAFFIC Notre-Dame/Blais

43 41 EXHIBIT 21 YEAR 2028 PEAK PM HOUR TOTAL TRAFFIC Notre-Dame/Blais

44 42 EXHIBIT 22 YEAR 2033 PEAK AM HOUR TOTAL TRAFFIC Notre-Dame/Blais

45 43 EXHIBIT 23 YEAR 2033 PEAK PM HOUR TOTAL TRAFFIC Notre-Dame/Blais

46 44 EXHIBIT 24 TRAFFIC SIGNAL WARRANT ANALYSIS Notre-Dame/Blais Intersection